Maersk Boston Machinery Manual PDF

Maersk Boston Machinery Operating Manual
List of Contents 2.1.2c Exhaust Valve Control 2.5 Fresh Water Cooling Systems
Issue and Updates 2.1.2d Starting Valve Control 2.5.1 High Temperature Cooling Water System
Machinery Symbols and Colour Scheme 2.1.3a DMS2100i Bridge Manoeuvring and Sub Panel 2.5.2 Low Temperature Cooling Water System
SAFETY AND FIREFIGHTING EQUIPMENT SYMBOLS 2.1.4a DPS 2100 Engine Safety System Panel 2.5.3 Reefer Container Cooling Water System
Electrical And Instrumentation Symbols 2.1.5a Digital Governor Panel
Illustrations
Principal Machinery Particulars
Introduction 2.2 Boilers and Steam Systems 2.5.1a Central Cooling Fresh Water System
2.5.2a Generator Engines Fresh Water Cooling System
2.2.1 General Description 2.5.3a Reefer Containers Fresh Water Cooling System
Section 1: Operational Overview 2.2.2 Boiler Control Systems 2.5.3b Reefer Containers Fresh Water Cooling System in Engine
2.2.3 Sootblowers Room
1.1 To Bring Vessel into Live Condition 2.2.4 Steam System
1.2 To Prepare Main Plant for Operation 2.2.5 Exhaust Gas Boiler
1.3 To Prepare Main Plant for Manoeuvring from In Port 2.6 Fuel Oil and Diesel Oil Service Systems
Illustrations
Condition 2.6.1 Main Engine Fuel Oil Service System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.2.1a Auxiliary Boiler AQ 12 2.6.2 Generator Engines Fuel Oil Service System
1.5 To Prepare for UMS Operation 2.2.1b Auxiliary Boiler Fuel Oil Service System 2.6.3 Boiler Fuel Oil and Sludge System
1.6 To Change from UMS to Manned Operation 2.2.2a Boiler Control Panel 2.6.4 Engine Room Oil/Sludge Decanter System
1.7 To Change Main Plant from Full Away to Manoeuvring 2.2.2b Boiler Operating Sequence 2.6.5 Engine Room Sludge, Waste Oil and Drains System
Condition 2.2.4a Engine Room Steam System
2.2.4b Engine Room Tank Heating Steam System Illustrations
1.8 To Secure Main Plant at Finished With Engines
1.9 To Secure Main Plant for Dry Dock 2.2.4c Forward Tank Heating Steam System 2.6a Fuel Oil Viscosity - Temperature Graph
2.2.5a Exhaust Gas Boiler -Type AQ 2 2.6.1a Main Engine Fuel Oil Service System
Illustrations
2.6.2a Main Generator Engines Fuel Oil Service System
1.1a Location Plan of Engine Room - Tank Top 2.3 Condensate and Feed Water Systems 2.6.2b Emergency Generator Engine Fuel Oil Service System
1.11b Location Plan of Engine Room - Deck 4 2.6.3a Boiler Fuel Oil Service System
1.1c Location Plan of Engine Room - Deck 4a 2.3.1 Condensate Systems 2.6.4a Sludge Decanter System
1.1d Location Plan of Engine Room - Decks 3 2.3.2 Boiler Feed Water System 2.6.5a Engine Room Sludge, Waste Oil and Drains System
1.1e Location Plan of Engine Room - Decks 3a 2.3.3 Water Sampling and Treatment System
1.1f Location Plan of Engine Room - Decks 2 Illustrations 2.7 Fuel Oil and Diesel Oil Transfer Systems
1.1g Location Plan of Engine Room - Side Elevation
2.3.1a Engine Room Condensate System 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
1.1h Engine Control Room Layout
2.3.1b Engine Room Tank Heating Condensate System 2.7.2 Fuel Oil and Diesel Oil Separating System
1.1i Tank Capacity Tables
2.3.1c Forward Tank Heating Condensate System
1.1j Tank Capacity Tables Illustrations
2.3.2a Boiler Feed Water System
1.1k Tank Capacity Tables
1.1l Sounding Pipe Positions 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.4 Sea Water Systems 2.7.2a Fuel Oil and Diesel Oil Separating System
Section 2: Main Engine and Auxiliary Systems 2.4 1 Main and Auxiliary Sea Water Cooling Systems
2.4.2 Engine Room Ballast System 2.8 Lubricating Oil Systems
2.1 Main Engine 2.4.3 Fresh Water Generator 2 8.1 Main Engine Lubricating Oil System
2.1.1 Main Engine Details Illustrations 2 8.2 Turbocharger Lubricating Oil System
2.1.2 WECS-9520 Engine Control 2.8.3 Generator Engines Lubricating Oil System
2.1.3 Main Engine Manoeuvring Control 2.4.1a Main and Auxiliary Sea Water Cooling System 2.8.4 Stern Tube Lubricating Oil System
2.1.4 Main Engine Safety System 2.4.1b Backflushing a Main or Reefer Plate Cooler 2.8.5 Lubricating Oil Separating Systems
2.1.5 Digital Governor 2.4.1c Marine Growth Prevention System 2.8.6 Lubricating Oil Filling and Transfer System
2.4.2a Engine Room Ballast System
Illustrations 2.4.2b Forward Ballast System Illustrations
2.1.1a Main Engine 2.4.2c Aft Ballast System 2.8.1a Main Engine Lubricating Oil System
2.1.2a Common Rail Pump 2.4.3a Fresh Water Generator 2.8.1b Main Engine Cylinder Lubricating Oil System
2.1.2b Injection Unit Layout 2.8.2a Main Engine Turbochargers Lubricating Oil System
Issue: Final Draft - May 2007 IMO No: 9313905 Front Matter - Page 1 of 20
2.8.4a Stern Tube Lubricating Oil System 2.12 Electrical Power Generators 2.14.3b Accommodation Air Conditioning Control Panel
2.8.5a Main Engine Lubricating Oil Separating System 2.12.1 Diesel Generators 2.14.3c Accommodation Heating Water Heating System
2.8.5b Generator Engine Lubricating Oil Separating System 2.12.2 Emergency Diesel Generator 2.14.5a Sewage System
2.14.6a Garbage Management Plan
Illustrations
2.9 Bilge System Section 3: Main Machinery Control
2.12.1a Diesel Generator Control Panel
2.9.1 Engine Room Bilge System 2.12.2a Emergency Generator Control Panel
2.9.2 Engine Room Bilge Oil/Water Separator 3.1 Main Machinery Control System
Illustrations 2.13 Electrical Systems 3.1.1 Machinery Control and Alarm System Overview
2.9.1a Engine Room Bilge System 3.1.2 Operator Stations
2.13.1 Electrical Equipment 3.1.3 Screen Displays
2.9.1b Cargo Hold Bilge System - Forward 2.13.2 Main Switchboard and Generator Operation
2.9.1c Cargo Hold Bilge System - Aft 3.1.4 Alarms
2.13.3 Emergency Switchboard and Generator Operation 3.1.5 Trending
2.9.1d Bilge System - Decks 3, 4, 5 and 6 2.13.4 440V and 230V Distribution
2.9.2a Oil/Water Separator Unit 3.1.6 UMS - Manned Handover
2.13.5 Shore Power
2.13.6 Main Alternators Illustrations
2.10 Compressed Air Systems 2.13.7 Emergency Alternator 3.1.1a Machinery Control and Alarm System
2.13.8 Preferential Tripping and Sequential Restarting 3.1.2a Operator Panel
2.10.1 Starting Air System
2.13.9 Battery Systems 3.1.3a Screen Displays
2.10.2 Working Air System
2.13.10 Cathodic Protection System 3.1.3b Picture Hierarchy
2.10.3 Control Air System
Illustrations 3.1.5a Trending Displays
Illustrations 3.1.6a UMS Safety Alarm System
2.13.1a Main Electrical Network
2.10.1a Starting Air System
2.13.1b Main 440V Switchboard Layout
2.10.2a Engine Room Working and Control Air System 3.2 Engine Control Room, Console and Panels
2.13.2a Generator and Synchronisation Panels
2.10.2b Deck Working Air System
2.13.3a
2.10.3a Control Air System Illustrations
2.13.4a Main 440V Distribution
2.13.4b Main 230V Distribution 3.2.1a Plan of Engine Control Room
2.11 Steering Gear, Thruster Units and Stabilisers 2.13.4c Forward Switchboard Distribution 3.2.1b Engine Control Room Console
2.11.1 Steering Gear 2.13.4d Aft Switchboard Distribution
2.11.2 Bow and Stern Thruster Units 2.13.4e Emergency Switchboard Distribution
3.3 Hydraulic Remote Valve Operating System
2.11.3 Stabilisers 2.13.5a Shore Power
2.13.8a Preferential Tripping Illustrations
Illustrations 2.13.8a 24V DC Systems
2.11.1a Steering Gear Hydraulic System 2.13.10a Cathodic Protection System 3.3.1a Hydraulic Valve Remote Operating System
2.11.1b Operating Instructions and Schematic of the Steering 3.3.1b Hydraulically Operated Valve
Gear 2.14 Accommodation Systems
2.11.2a Bow and Stern Thruster System Arrangement
2.11.2b Thrust Unit Control Panels 2.14.1 Domestic Fresh Water System
2.11.3a Stabiliser Machinery Unit 2.14.2 Domestic Refrigeration System
2.11.3b Stabiliser Hydraulic System 2.14.3 Accommodation Air Conditioning System
2.11.3c Stabiliser Control Panels 2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment System
2.14.6 Garbage Disposal
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.2b Domestic Refrigeration Control Panel
2.14.3a Accommodation Air Conditioning System
Section 4: Emergency Systems 4.6.3b Fire Fighting Equipment - Engine Room Deck 3 Section 6: Communications
4.6.3c Fire Fighting Equipment - Engine Room Deck 3a
6.1 Duty Alarm System
4.6.3d Fire Fighting Equipment - Engine Room Deck 4
4.1 Fire Hydrant System
4.6.3e Fire Fighting Equipment - Engine Room Deck 4a Illustration
Illustrations 4.6.3f Fire Fighting Equipment - Engine Room Deck 6
4.1a Fire Hydrant System in the Machinery Spaces 4.6.3g Fire Fighting Equipment - Engine Room Steering Flat 6.1a DAS 40m Alarm Panel
4.1b Fire Water on Deck and Accommodation Areas 4.6.4a Lifesaving Equipment and Escape Routes - Deck 2
4.6.4b Lifesaving Equipment and Escape Routes - Deck 3 6.2 Sound Powered Telephone System
4.2 CO2 Flooding System 4.6.4c Lifesaving Equipment and Escape Routes - Deck 3a
4.6.4d Lifesaving Equipment and Escape Routes - Deck 4 Illustration
Illustrations 4.6.4e Lifesaving Equipment and Escape Routes - Deck 4a
4.2.1a CO2 Fire Extinguishing System 6.2a Sound Powered Telephone System
4.6.4f Lifesaving Equipment and Escape Routes - Deck 6
4.2.1b CO2 Room Plan
4.7 Watertight Door System
4.3 Fire Detection System
Illustrations Illustration
4.3.1a Fire Detection System 4.7a Watertight Door Indicator Panel
4.3.1b Menu Tree
Section 5: Emergency Procedures
4.4 Quick-Closing Valves, Fire Damper System and Emergency
Stops 5.1 Flooding in the Engine Room - Emergency Bilge Suction
Illustrations Illustrations
4.4.1a Quick-Closing Valves
5.1a Engine Room Bilge Suctions
4.4.1b Fire Damper Operating System
5.1b Engine Room Emergency Bilge Suction
4.4.1c Emergency Stop Panel
5.2 Local (Emergency) Operation of Main Engine
4.5 Water Mist Fire Extinguishing System Illustration
Illustrations 5.2a Main Engine Local Control Panel
4.5.1a Water Mist Fire Extinguishing System
5.3 Emergency Steering
4.6 Safety Equipment 5.4 Emergency Fire Pump Operation
4.6.1 Fire Alarm and Detection System
4.6.2 Fire Flaps, Location and Control Illustration
4.6.3 Fire Fighting Equipment 5.4a Emergency Fire Pump
4.6.4 Lifesaving Equipment and Emergency Escapes
5.5 Fire in Engine Room
Illustrations
5.6 Fire Control Station
4.6.1a Fire and Safety Symbols List
4.6.1b Fire Detection System - Engine Room Deck 2 Illustration
4.6.1c Fire Detection System - Engine Room Deck 3
4.6.1d Fire Detection System - Engine Room Deck 3a 5.6.1a Fire Control Station
4.6.1e Fire Detection System - Engine Room Deck 4
4.6.1f Fire Detection System - Engine Room Deck 4a
4.6.1g Fire Detection System - Engine Room Deck 6
4.6.2a Fire Flaps - Engine Room Deck 4
4.6.2b Fire Flaps - Engine Room Deck 6
4.6.3a Fire Fighting Equipment - Engine Room Deck 2
Issue and Updates This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel; WMT Technical Office
Dee House
• Each document or update to a document is approved before Parkway, Zone 2
issue; Deeside, Flintshire
CH5 2NS, UK
• A history of updates is maintained;
E-Mail: manuals@wmtmarine.com
• Updates are issued to all registered holders of documents;
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the Maersk Technical Operations Office.
Machinery Symbols and Colour Scheme
Stop Valve Electromagnetic

Stop Valve Vent Pipe Connected Crossing Pipe Audio Visual Alarm
Operated
Angle Stop Valve Three-Way Valve Vent Pipe with T Pipe

Controlled by Thermostat Flame Screen
Screw Down Non-Return Ball Valve

Domestic Fresh Water Hopper Without Cover Orifice
Valve
High Temperature Cooling Water Sounding Head with Self-

Angle Screw Down Non- Spool Piece Closing Cap and Sampling
Regulating Valve
Return Valve Cock (Self-Closing)
Low Temperature Cooling Water
Sea Water Lift Check Non-Return Valve Pressure Reducing Valves Blind (Blank) Flange Tank Penetration
Hydraulic Oil
Swing Check Non-Return Discharge/Drain
Hand Operated Valve Y-Type Strainer
Valve
Lubricating Oil
H c o Blind (Spectacle) Flange

Gate Valve Hydraulically Operated Valve Overboard Discharge
Saturated Steam ( Open, c Shut)
P Hydraulic Pressure
Condensate Butterfly Valve Air Operated Valve Gear or Screw Type Pump Relief Valve
Feed Water
Butterfly Valve (Lug Type) T Temperature Controlled Valve Hand Pump Pressure Reducer Valve
Fire/Deck Water
Double Flange Butterfly M Centrifugal Pump Non-Return Flap Valve
Electrically Operated Valve
CO2 Valve
Fuel Oil Double Flange Valve

Two-Way Cock Diaphragm Control Valve Lobe Rotor Pump
Marine Diesel Oil
Steam Trap Without Strainer Diaphragm Pump Automatic Air Vent

Two-Way Cock (L-Type)
Compressed Air
Excentric Screw Pump Disk Check Valve

Bilges Three-Way Cock (T-Type) Air Trap / Deaerating Valve
Electrical Signal Reversible Propeller Oil/Water Seperator

Hose Valve Simplex Strainer Pump
Instrumentation Ball Valve with ‘Rico’-

Self-Closing Valve Duplex Strainer Flexible Hose
Quick Hose Coupling
Fire Hydrant Valve with

Emergency Closing Valve Mud Box Observation Glass
Storz/Blind Coupling
Safety / Relief Valve Rose Box Flow Meter Eductor (Ejector)
Not Connected Sounding Pipe Head

Angle Safety / Relief Valve Suction Bellmouth
Crossing Pipe with Cap and Chain
Electrical and Instrumentation Symbols
I Current to Pressure Pushbutton

P Converter Solenoid Valve (Start/Stop/Running) Air Circuit Breaker
CI Compound Indicator
DPI Differential Pressure Indicator
Pressure to Current M Pushbutton Switch DPT Differential Pressure Transmitter
P Motor Operated Valve
I Converter (Alternative) DPS Differential Pressure Switch
FD Flow Detector
FS Flow Switch
C Pushbutton switch FT Flow Transmitter
Control Panel J NWT Joint Box (Alternative)
P LI Level Indicator
LT Level Transmitter
LS Level Switch
Uninterrupted Power WT Joint Box
UPS
Supply
J ( J ) 2 Glands (4 Glands)
Pushbutton (Start/Stop) LIC Level Indicating Controller
LAH Level Alarm High
LAL Level Alarm Low
BL Bell PI Pressure Indicator
Rectifier HS Humidistat PS Pressure Switch
PT Pressure Transmitter
PIC Pressure Indicating Controller
Battery 110 Central Meter PAH Pressure Alarm High
WT Water Transducer
PAL Pressure Alarm Low
PIAH Pressure Indicator Alarm High
PIAL Pressure Indicator Alarm Low
Space Heater Alarm Monitoring Rectifier Equipment
(Element AMS System
PIAHL Pressure Indicator Alarm High Low
SI Salinity Indicator
Type)
SD Salinity Detector
SAH Salinity Alarm High
Turbine Generator Overcurrent Relay Making Contact SV Solenoid Valve
TG
Auxiliary TI Temperature Indicator
Relay TS Temperature Switch
Breaking Contact TT Temperature Transmitter
DG Diesel Generator Normally Open Switch
TIC Temperature Indicating Controller
TAH Temperature Alarm High
TAL Temperature Alarm Low
EG Emergency Generator Normally Closed Switch Making Contact TIAH Temperature Indicator Alarm High
With Time TIAL Temperature Indicator Alarm Low
Limit in TIAHL Temperature Indicator Alarm High Low
Closing VAH Viscosity Alarm High
M AC Induction Motor Fuse Breaking VAL Viscosity Alarm Low
10A
VCI Vacuum Indicator
VCT Vacuum Transmitter
GM Governor Motor RL Indicator Lamp Making Contact VCA Vacuum Alarm
VI Viscosity Indicator
With Time VT Viscosity Transmitter
Limit in XS Auxiliary Unspecified Switch
Earth D-D Relay Coil Breaking Opening ZI Position Indicator
ZS Limit Switch
Transformer BZ Buzzer Making Contact
Flicker
SIG
Relay
Power Supply Unit Whistle Relay Box Breaking Function is Locally
R B XXX
Available
Group Junction Box xx Emergency Stop

LD Liquid Sensor GJB/XX XXX Function is Remotely
(xx = Location) Pushbutton Box XXXX Available
ZBK Zener Barrier Box Resistor Trip Automatic T p

ri
LM Limit Switch Variable Resistor Vacuum Circuit Breaker
Principal Machinery Particulars
Machinery Electric Motors Starters

Ref Item Name Qty Maker Model/Type rpm Capacity / Working Maker Model/Type Volt Amp kW rpm Start Control Remote Emg’y
No. Power Pressure Method Method Control Stop and
Pref Trip
Main Engine and Shafting
1 Main Engine 1 Doosan Engine Co. DOOSAN-SULZER 102.0 68,640kW Pmax 141 kg/cm2 YES
Ltd., Kyungnam, 12RT-Flex96C Pmean 83 kg/cm2
Korea Pcomp 128 kg/cm2
2 Main Engine Turbochargers 3 Mitsibushi Heavy MET 83SE III 11,300
Industries, Japan
3 Main Engine Auxiliary Blowers 2 Hyundai Marine HAS-434/245N 3,565 15.8m3/second 600 mmAq Hyundai 120HV8NWAU 440 286.8 187 3,565 Star-Delta YES
Machinery Co., Korea
4 Main Engine Turning Gear 1 Wooam Machinry Co. WT-10000 Hyundai MHB28X026C 440 27.2 15 1,200 Direct on Push
line button
5 Intermediate Shaft 8 CELSA, Poland
6 Intermediate Shaft Bearings, 1 to 3 3 Japan Marine Spherical Seat
Technologies Type 1 Size 850
7 Intermediate Shaft Bearings, 4 to 7 4 Japan Marine Spherical Seat
Technologies Type 2 Size 850
8 Bulkhead Seal 1 Deep Sea Seal Ltd., 807 Type ND
UK
9 Propeller Shaft 1 Doosan Engine Co.
Ltd.
10 Stern Tube Bearing - Forward Railko Ltd., UK Size 977mm
11 Stern Tube Bearing - Aft Railko Ltd., UK Size 975mm
12 Stern Tube Seal - Inboard 1 Japan Marine Sternguard Mark II
Technologies Size 1030
13 Stern Tube Seal - Outboatd 1 Japan Marine Airguard 4AS-B
Technologies Size 1030
14 Propeller 1 Meclenburger 6 blades, 8,550mm 102.0 68,640kW Pitch = 10.238m
Metallguss GmbH diameter Weight=92,920lkg
right hand rotation
Generators, Engines and Boilers
15 Main Generator Engine 4 MaK-Caterpillar 6 M32C 600 2,880kW YES
16 Main Generator Engine Turbocharger 4 NAPIER 297 C 29,500
17 Main Generator - Alternator 4 SIEMENS 1FJ3 904-12 SB 52 600
18 Emergency Generator Engine 1 MAN D2866LXE 20 1,800 313kW
19 Emergency Generator Engine Turbocharger 1
20 Emergency Generator - Alternator 1 LEROY SOMER LSA 47.2 - VS2 1,800 325kVA 0.8pf
440V 60Hz
21 Auxiliary Boiler 1 Aalborg Industries, AQ-10/12W 4,500kg/h 7.0 kg/cm2
Denmark Vertical Water Tube
22 Boiler Burner Unit 1 Aalborg Industries KB 350W Fuel Oil
Rotary Cup 80/337kg/h
23 Exhaust Gas Boiler 1 Aalborg Industries AQ-2 4,500kg/h 7.0 kg/cm2
Vertical Smoke Tube

Ref Item Name Qty Maker Model/Type rpm Capacity / Working Maker Model Volt Amp kW rpm Start Control Remote Emg’y
Pref Trip
Steering Gear and Transverse Thrusters
24 Steering Gear 1 Universal F - 485 3,923 kN-m 196.0 kg/cm2
Shipbuilding Corp.. Electro-hydraulic,
Maizuru, Japan 2-ram, 4-cylinder
25 Hydraulic Pumps for Steering Gear 4 Universal UCHIDA A2V250 1,150 196.0 kg/cm2 Lonne A/S 14BG258-6AA 440 84.0 55.0 1,178
Shipbuilding Corp.. Axial piston, variable 280 litre/minute
Maizuru, Japan displacement pump.
26 Servo Pumps for Steering Gear 4 Universal PA4RA66 1,700 440 0.9 1,700
Shipbuilding Corp.. Gear pump
Maizuru, Japan
27 Bow Thruster 1 Rolls Royce Marine KAMEWA ULSTEIN 276 215kN 440 1,500 1,190 Star/Delta Electro- YES 3 Em. Stops
AS Tunnel Thruster hydraulic on Bridge
Ulsteinvik, Norway TT2200 AUXD CP
28 Stern Thruster 1 Rolls Royce Marine KAMEWA ULSTEIN 276 215kN SAM Electronics ANASA-450L 440 1,850 1,115 Star Delta Electro- YES 3 Em. Stops
AS Tunnel Thruster L-06M hydraulic on Bridge
Ulsteinvik, Norway TT2200 AUXD CP
Cooling Water Pumps
29 Main Sea Water Pumps No.1 and No.2 2 Heinrich Behrens VRF 9/320SD G 1,782 1,450m3/h 2.0 kg/cm2 Loenne A/S 14BG315S 440 205 127 1,782 Direct on YES
Pumpenfabrick Centrifugal line
Bremen Double suction inline
30 Main Sea Water Pump No.3 1 Heinrich Behrens VRF 9/320SD G 1,785 / 1,450m3/h / 0.9 kg/cm2 /2.0 Loenne A/S 16BA315S 440 220 / 138 / 1,785 / Direct on YES
Pumpenfabrick Centrifugal 1,185 960m3/h kg/cm2 88 51 1,185 line
Bremen Double suction inline
31 Fresh Water Generator Sea Water Pump 1 Heinrich Behrens VRF 1/350 G 1,752 70m3/h 5.0 kg/cm2 Loenne A/S 14BG180L 440 42 25.3 1,752 Direct on
Pumpenfabrick line
Bremen
32 Reefer Sea Water Pumps No.1 and No.2 2 Heinrich Behrens VRF 5/290 G 1,752 240m3/h 2.0 kg/cm2 Loenne A/S 14BG180L 440 42 25.3 1,752 Direct on YES
Bremen Vertical inline
33 Reefer Sea Water Pump No.3 Heinrich Behrens VRF 5/290 G 1,750 / 240m3/h / 0.9 kg/cm2 /2.0 Loenne A/S 14BG200L 440 48 / 28.6 / 1,750 / Direct on YES
Pumpenfabrick Centrifugal 1,168 kg/cm2 17.8 10.5 1,168 line
150m3/h
34 HT Fresh Water Cooling Pump No.1 1 Heinrich Behrens VRF 9/350 C 1,784 600m3/h 3.5 kg/cm2 Loenne A/S 14BG280M 440 156 98 1,784 Direct on YES
35 HT Fresh Water Cooling Pump No.2 1 Heinrich Behrens VRF 9/350 C 1,778 / 600m3/h / 1.5 kg/cm2 /3.5 Loenne A/S 14BG20M 440 152 / 94 / 36 1,778 / Direct on YES
Pumpenfabrick Centrifugal 1,182 400m3/h kg/cm2 61 1,182 line
36 LT Fresh Water Cooling Pumps No.1 and 2 Heinrich Behrens VRF 9/350 G 1,788 1,000 m3/h 3.5 kg/cm2 Loenne A/S 14BG315M 440 240 152 1,788 Direct on YES
No.2 Pumpenfabrick Centrifugal line
37 LT Fresh Water Cooling Pump No.3 1 Heinrich Behrens VRF 9/350 G 1,785 / 1,00m3/h / 1.5 kg/cm2 /3.5 Loenne A/S 16BA313-1BD94 440 220 / 138 / 1,785 / Direct on YES
Pumpenfabrick Centrifugal 1,185 660m3/h kg/cm2 88 51 1,185 line
38 Emergency Fresh Water Cooling Pump, for 1 Heinrich Behrens SFN 41 G 1,720 7.0m3/h 1.5 kg/cm2 MEZ 7AA90LO4 440 3.4 1.8 1,720 Direct on
Air Compressors Pumpenfabrick line
Bremen
Ref Item Name Qty Maker Model/Type rpm Capacity / Working Maker Model Volt Amp kW rpm Start Control Remote Emg’y
Pref Trip
39 Reefer Fresh Water Cooling Pumps No.1 2 Heinrich Behrens VRF 7/350 G 1,782 380m3/h 5.0kg/cm2 Loenne A/S 14 DG 280S 440 140 85 1,782 Direct on YES
and No.2 Pumpenfabrick Centrifugal line
40 Reefer Fresh Water Cooling Pump No.3 1 Heinrich Behrens VRF 7/350 G 1,778 / 380m3/h / 5.0kg/cm2 / Loenne A/S 14 DG 280M 440 152 / 94 / 36 1,778 / Direct on YES
Pumpenfabrick Centrifugal 1,182 250m3/h 2.1kg/cm2 61 1,182 line
Domestic Water Pumps
41 Fresh Water Hydrophore Pumps 2 Heinrich Behrens SFH 223 WW G 1,700 4.8m3/h 7.0kg/cm2 MEZ 7BA132M04 440 6.8 3.5 1,700 Direct on Pressure
Pumpenfabrick Horizontal side line Switch
Bremen channel pump
42 Hot Water Circulating Pump 1 Heinrich Behrens UP 20-62 N 3,300 1.0 to 3.2m3/h 0.55 to 0.30kg/ Grundfoss UP20-60 N190 440 0.18 3,300 Direct on
Pumpenfabrick Centrifugal pump cm2 line
Bremen pipe mounting
43 Accommodation Heating Hot Water 2 Imtech 12.1m3/h 3.5kg/cm2 Grundfoss MG90L C2024 440 4.0 2.2 3,500 Direct on
Circulating Pumps line
Bilge and Ballast Pumps
44 Ballast Pump 1 Heinrich Behrens VRW 9/350 G 1,782 600m3/h 2.5kg/cm2 Loenne A/S 14 BG 280-4 440 140 86 1,782 Direct on YES
Bremen axial inlet
45 Heeling Pump 1 Hoppe H 250/250 550m3/h 1.8kg/cm2 Loenne A/S 14 BGZ 259M 440 98 62 3,570 Direct on Auto YES
Bordmesstechnik Reversible Centrifugal line
46 Ballast / Bilge Pump 1 Heinrich Behrens VRW 9/350 G 1,785 600m3/h / 2.5kg/cm2 / Loenne A/S 14 BG 280-4 440 132 86 1,785 Direct on
Pumpenfabrick Centrifugal 400m3/h 2.8kg/cm2 line
Bremen axial inlet
47 Bilge / Fire Fighting Pump 1 Heinrich Behrens VNF 7/420 1,782 300m3/h / 5.8kg/cm2 / Loenne A/S 14 BG 310-4AA 440 205 127 1,782 Direct on YES
Pumpenfabrick Centrifugal 160m3/h 8.0kg/cm2 line
Bremen vertical axial split
48 Engine Room Bilge Pump 1 Heinrich Behrens PL 100 25m3/h 2.5kg/cm2 Loenne A/S SK 22-112M/4 TF 440 8.6 4.0 500 Direct on
Pumpenfabrick Rotary lobe line
Bremen
49 Cargo Hold Bilge Pump 1 Heinrich Behrens CL 520 120m3/h 2.0kg/cm2 NORD 89 MX4 440 35 18.5 420 Direct on YES
Pumpenfabrick Rotary lobe line
Bremen
Fire Fighting Pumps
50 Engine Room Fire Fighting Pump 1 Heinrich Behrens VRW 5/350 G 3,568 160m3/h 8.0kg/cm2 Loenne A/S 14 BG 250M 440 98 62 3,568 Direct on YES
Bremen axial inlet
51 Emergency Fire Fighting Pump 1 Heinrich Behrens VRW 3/350 G 3,545 75m3/h 8.0kg/cm2 Loenne A/S 14 BG 207-2 440 66 41.5 3,545 Direct on YES
Bremen verical inline
52 Water Mist Fire Fighting Pump 1 Grundfoss A/S CR10-09 E-FJ-A-E- 3,500 12.1m3/h 10.7kg/cm2 Grundfoss MG1325B2-38FF 440 9.5 5.5 3,500 Direct on YES
Denmark HOOE 265-C2 line
Miscellaneous Water Pumps

53 Air Cooler Drain Pump 1 Heinrich Behrens SFH 221 WW G 1,720 5.0m3/h 2.0kg/cm2 MEZ 7BA100L204 440 6.2 3.45 1,710 Direct on
Pumpenfabrick Horizontal side line
Bremen channel pump

Pref Trip
54 Filling Pump for Fresh Water Cooling 1 Heinrich Behrens SFH 331 WW G 1,720 6.4m3/h 3.0 kg/cm2 MEZ 7AA90LO4 440 3.4 1.75 1,720 Direct on
System Pumpenfabrick Horizontal side line
Bremen channel pump
Fuel Oil Supply Modules
55 Fuel Oil Supply and Booster Module Maritime Assembly
for Main and Generator Engines Systems GmbH.
Wismar, Germany
56 Fuel Oil Supply Pumps 2 Allweiller AG SNF440AR40-M1-08- 1,750 / 25.2m3/h/ 4.0kg/cm2 Lonne A/S 14BG 180L 440 37 / 14 21.5 / 1,755 / Direct on
Radolfzell, Germany W67 1,200 16.1m3/h 4 to 95 cSt 7.5 1,152 line
57 Pressure Mixing Tank 1 Maritime Assembly 300 litres 10 kg/cm2
Systems GmbH. 123°C
58 Automatic Backflush Filter 1 Boll and Kirch 6.61 Gr.20 , 10 micron 15.9m3/h 4.0kg/cm2 Brook GCECAC250 0.3 0.09
59 Fuel Oil Booster Pumps 2 Allweiller AG Screw Pump type 1,750 43.6m3/h 10.0kg/cm2 Lonne A/S 14BG 200L 440 55 34.5 1,765 YES
Radolfzell, Germany SNF660AR44-M2-08-
W67
60 Heat Exchangers 2 Aalborg Industries Shell and Tube, Steam 675kW
Aalborg, Denmark Heater, VESTA-MX
61 Flow Meter 1 Aquametro B5050 10.0kg/cm2
Messtechnik,
62 Viscotherm 1 VAF Instruments BV ViscoSense
Dordrecht,
The Netherlands
63 Fuel Oil and Sludge Supply Module for Oil Aalborg Industries
Fired Boiler Aalborg, Denmark
64 Ignition Oil Pump 1 Aalborg Industries Gear Pump, type RSA 3,300 61 litres/h 7.0 to 14.0kg/ BF7 63 M22 440 0.6 0.22 3,300 Direct on
Aalborg, Denmark cm2 Line
65 Fuel Oil Supply Pump 1 Desmi Rotan, Gear Pump,type 846 1,430 litres/h 7.0kg/cm2 VEM 100K21R 100 440 3.3 1.21 846 Direct on YES
Norresundby, GP33EMFR-1U8B2 LX8 B14 Line
Denmark
66 Grinder / Sludge Supply Pump 1 Aalborg Industries Mill PU-5 3,480 25,900 litres/h 4.0kg/cm2 ATB AF 112 M/2A11 440 8 4.4 3460 Direct on
Aalborg, Denmark Line
67 Heat Exchanger 1 Aalborg Industries Shell and Tube, Steam 16.0kg/cm2
Aalborg, Denmark Heater, MX10 T16
Fuel Oil Pumps
68 MDO Supply Pump for Generator Engines 1 Krautler GmbH Screw Pump, type KF- 1,750 6.0m3/h 8.0kg/cm2 MEZ 7BA112 MO4 440 7.9 4.6 Direct on YES
Lustenau, Austria 118 DBA line
69 Emergency MDO Supply Pump for 1 Krautler GmbH Screw Pump, type KF- 2,200 6.0m3/h 8.0kg/cm2 AIR 31
Generator Engines Lustenau, Austria 85 ABA
70 Fuel Oil Supply Pump for Generator 2 Allweiller AG Screw Pump type 1,750 9.5m3/h 9.0kg/cm ABB Automation M3AA 100 LC-4 440 7.0 3.5 1,740
Engine Radolfzell, Germany SNF-120-M1 Products SA
71 HFO Transfer Pump 2 Krautler GmbH Screw Pump type KV- 1,750 125m3/h 4.0kg/cm Lonne A/S 14BC 200L 440 55 34.5 1,765 Auto YES
Lustenau, Austria 1700 BAA
72 MDO Transfer Pump 1 Krautler GmbH Screw Pump type KV- 1,750 25m3/h 3.0kg/cm MEZ 7BA132 SO4 440 10.9 6.3 1,755 Auto YES
Lustenau, Austria 370 AAA

Pref Trip
Fuel Oil Separators
73 HFO Separators 2 GEA Westfalia GmbH Centrifugal Separator 7.11m3/h 2kg/cm2 440 25.3
Oelde, Germany OSD 60-0136-067/60
74 HFO Supply Pumps 2 Krautler GmbH Screw Pump, type KF- 8.30m3/h 2kg/cm MEZ 7B 100 LO4 440 6.2 3.45 1,710 YES YES
Lustenau, Austria 118 DDA
75 HFO Heaters 2 Aalborg Industries Shell and Tube, Steam
15
76 Sludge Discharge Pump 2 Wilden Pump Air Driven 3.25m3/h 2kg/cm2 Lonne A/S 14BG 180L 440 40.5 1.765
and Engineering. Diaphragm Pump
California USA Model T-1 Metal
77 MDO/HFO Separator 1 GEA Westfalia GmbH Centrifugal Separator 7.11m3/h 2kg/cm2 440 25.3
78 MDO/HFO Supply Pump 1 Krautler GmbH Screw Pump, type KF- 8.30m3/h 2kg/cm MEZ 7BA 100LO4 440 6.2 3.45 1,710
Lustenau, Austria 118 DDA
79 MDO/HFO Heater 1 Aalborg Industries Shell and Tube, Steam
15
80 Sludge Discharge Pump 1 Wilden Pump Air Driven 3.25m3/h 2kg/cm2
Lubricating Oil Separators
81 Main Engine Lubricating Oil Separator 1 GEA Westfalia GmbH Centrifugal Separator 9.61m3/h 2kg/cm2 MEZ 7BA160 MO2 440 26.5 3,450
82 Lubricating Oil Supply Pump 1 Krautler GmbH KF 160 AAA DN80 11.9m3/h 2kg/cm2 MEZ 7BA160LO4 440 6.2 3.45 1,710 YES
Lustenau, Austria
83 Lubricating Oil Heater 1 Aalborg Industries Shell and Tube, Steam
15
84 Sludge Diacharge Pump 1 Wilden Pump Air Driven 3.25m3/h 2kg/cm2
85 Generator Engine Lubricating Oil 2 GEA Westfalia GmbH Centrifugal Separator 1.575m3/h 2kg/cm2 MEZ 7BA132502 440 13.5
Separators Oelde, Germany OSD 18-0196-067/8
86 Lubricating oil Supply Pumps 2 Krautler GmbH Screw pump, type KF 2.30m3/h 2 kg/cm MEZ 7AA80 MO4 440 1.8 0.86 1,695
Lustenau, Austria 32 AAA DN32
87 Lubricating Oil Heater 2 Aalborg Industries Shell and Tube, Steam
10
88 Sludge Discharge Pump 2 Wilden Pump Air Driven 3.25m3/h 2kg/cm2

Pref Trip
Lubricating Oil Pumps
89 Main Engine Lubricating Oil Pumps 3 IRON Pump A/S Submerged centrifugal 1,780 985m3/h 8.0kg/cm2 Lonne A/S 14DG 315L 440 565 362 1,782 YES
Herlev, Denmark CVLS 2-300/400
90 Main Engine Crosshead Oil Pumps 2 Krautler GmbH Screw pump, type KV- 1,750 160m3/h 12.0kg/cm2 Lonne A/S 14DG 225M 440 80 52 1,775 YES
91 Main Engine Turbocharger Oil Pumps 2 Krautler GmbH Screw pump, type KV- 1,750 30m3/h 7.0kg/cm2 MEZ 7BA 160 MO4 440 21 12.6 1,760 YES
92 Main Engine Lubricating Oil Transfer 1 Krautler GmbH Screw pump, type KF- 1,750 11m3/h 3.0kg/cm2 MEZ 7BA 100 LO4 440 6.2 3.45 1,710
Pump Lustenau, Austria 160 AAA
93 Main Engine Cylinder Oil Transfer Pump 1 Krautler GmbH Screw pump, type KF- 1,750 3.0m3/h 3.0kg/cm2 MEZ 7AA 80 MO4 440 1.8 0.86 1,695
94 Generator Engine Lubricating Oil Transfer 1 Krautler GmbH Screw pump, type KF- 1,750 3.0m3/h 3.0kg/cm2 440
Pump Lustenau, Austria 42 AAA
95 Stern Tube Lubricating Oil Transfer Pump 1 Krautler GmbH Screw pump, type KF- 1,750 15m3/h 4.0kg/cm2 MEZ 7AA80 MO4 440 0.86 1,695
96 Main Engine Turbocharger Centrifugal 1 1.0m3/h 2.5kg/cm2 440
(Glacier) Filter Oil Supply Pump
97 Stern Tube Forward Seal Lubricating Oil 2 Kracht GmbH Gear Pump, type KF 1,140 0.5m3/h 1.5kg/cm2 AC-Motoren FCPA 80 A6 440 1.24 0.44 1,100
Supply Pumps Werdohl, Germany 4-80 GmbH,
Rodgau,Germany
98 Stern Tube Lubricating Oil Supply Pumps 2 Kracht GmbH Gear Pump, type KF 1,140 4.2m3/h 3.0kg/cm2 AC-Motoren FCPA 100 L6 440 3.75 1.80 1,130
Werdohl, Germany 4-80 GmbH,
Rodgau,Germany
Sludge Pumps
99 Sludge Transfer Pump No.1 1 Borger GmbH, Rotary Lobe Pump, 330 30m3/h 5.0kg/cm2 Nord Gear SK 32-132 M/40 440 10.6 1,740
Borken-Weseke type PL 200 TF
Germany
100 Sludge Transfer Pump No.2 1 Borger GmbH, Rotary Lobe Pump, 300 7.0m3/h 5.0kg/cm2 Nord Gear R57 DV100L4/TF 440 3.0 1,700
Borken-Weseke type AL 50
Germany
Waste Oil Treatment
101 Bilge Oil/Water Separator 1 Jowa Germany GmbH Coalescer/Filter 5.0m3/h 2.0kg/cm2 440 2.0
Hohen Luckow, JOWA 3SEP OWS
Germany
102 Separator Bilge Pump 1 Sydex Xcenter IS604 5.0m3/h 2.0kg/cm2 440 3.5 1.5 1,400
103 Emulsion Breaker Unit 1 Jowa Germany GmbH Chemically assisted 32m3/day 440
Hohen Luckow, floculation system.
Germany type EBU 32
104 Emulsion Breaker Pump 1 Mono Screw 1,080 2.5 to 10.0m3/h Nord Gear SK 90L/2TW 440 1.5 1,080
105 Oil/Sludge Separator/Decanter 1 Varimax Centrifugal Decanter 3,250 Metz 7BA132 - B3/B14 440 14.2 7.7 1,750 Transformer
Slagelse, Denmark Type OSS-305
106 Decanter Sludge Supply Pump 1 Netzsch Pumps Progressive Cavity 0.5m3/h Getriebebau Nord 71 L7-TF 440 1.3 0.42 4,630
NEMO Type NM031
Pref Trip
107 Decanter Super Sludge Discharge Pump 1 Netzsch Pumps Progressive Cavity 1.0m3/h 2.5kg/cm Getriebebau Nord 80 L/4 440 2 0.86 1,650
NEMO Type NM031
108 Decanter Sludge Transfer Pump 1 Netzsch Pumps Progressive Cavity 1.0m3/h 2.5kg/cm Getriebebau Nord 80 S/4-TF 440 1.32 0.55 1,700
NEMO Type NM031
Heat Exchangers
109 Low Temperature Fresh Water Cooler 2 APV Heat Transfer Plate Cooler 27,000kW 6.0kg/cm2
Kolding, Denmark PHE Type B110
MGS-06/05
110 Reefer System Fresh Water Coolers 2 APV Heat Transfer Plate Cooler 4,269kW 6.0kg/cm2
Kolding, Denmark PHE TypeJ107 MGS-
06C/5
111 Main Engine Lubricating Oil Cooler 2 APV Heat Transfer Plate Cooler 3,350kW 6.0kg/cm2
Kolding, Denmark PHE TypeJ107 MGS-
06C/spec
112 Main Engine Turbocharger Oil Cooler 1 APV Heat Transfer Plate Cooler 315kW 6.0kg/cm2
Kolding, Denmark PHE Type N35 MGS-
10E/2
113 Main Engine Air Coolers 3 GEA(WUHU) KHI Finned Tube, Type
Machinery Cooling 240/48/20/4-ESV-
Ltd., Korea s140-34N253
114 Dump Steam Condenser Aalborg Industries MD 30
Aalborg, Denmark
115 Domestic Fresh Water System, Calorifier 1 Wesco Navy GmbH 17 RDE 1000 Steam/ 1,000 litres 10.0kg/cm2
Hamburg,Germany Electric
116 Main Engine Fresh Water Cooling System Bloksma BV, Almere V 22-2P 720kW
Heater The Netherlands
117 Reefer Fresh Water Cooling System Bloksama BV, Almere V 16-2P 360kW
Heater The Netherlands
118 Generator Engine Fresh Water System MaK
Heater
119 Accommodation Heating System, Water Shell and Tube
Heater
Sewage Treatment System
120 Sewage Treatment Unit 1 Gertsen and Olufsen G+O MBR Bioreactor 5.5m3/day
Horsholm, Denmark Type 30 BG-V 30 persons
121 Vacuum Pumps for Sewage Treatment Unit 2 Jets Vacuum AS Vacuumarator 3,480 15m3/h -0.55kg/cm2 MEZ 7AA 90L-02 440 4.7 2.55 3,480
Hareid, Norway JETS 15MB-D
122 Air Compressor for Sewage Treatment Unit 2 Gebr Becker GmbH Rotary vane dry run 1,700 30m3/h 0.4kg/cm2 FDR90S185 440 3.2 1.3 1,690
Wuppertal, Germany compressor DT 4.25/K
123 Discharge Pumps for Sewage Treatment 1 Ebara Pumps Europe Centrifugal 3,600 30m3/h 1.5kg/cm2 EBARA DWO 400 440 6.4 3.7 2,850
Unit Brendola, Italy Type DWO 400
124 Steriliser for Sewage Unit Discharge 1 Van Remmen UV Ultra-violet 1.6m3/h 230 0.025
Techniek, Wijhe, Type RUV 90-25 25 watt
The Netherlands
125 Sewage Holding Tank Discharge Pump 1 Borger GmbH, Rotary Lobe Pump, 260 25m3/h 2.0kg/cm2 Nord Gear SK 32-132 S/4 TF 440 10.9 6.3 1,730
Borken-Weseke type PL 200
Germany

Pref Trip
Fresh Water Generator and Treatment Units
126 Fresh Water Generator 1 Alfa Laval Mid JWP 26-C100 30m3/day
Europe GmbH
Glinde, Germany
127 Fresh Water Generator - Fresh Water 1 Alfa Laval Mid Centrifugal type 3,360 2.1m3/h 2.8 kg/cm2 SEVER 1B2K71B2 440 1.7 0.75 2,780
Discharge Pimp Europe GmbH PVVP-2040.2X-012
128 Fresh Water Generator Chemical Dosing 1 MILTON ROY CEH933-N10P 0.62 litres/h
Unit
129 Fresh Water Hardening Unit 1 Alfa Laval Mid HF3N.1 36m3/day 6.0 kg/cm2
Europe GmbH
130 Domestic Fresh Water and Reefer Cooling 2 Wedeco Katadyn Electro-Katayn EK-4 30m3/day 230 0.02
Water System Steriliser Units Product AG Silver-ion type
Switzerland
131 Reefer Fresh Water Cooling System
Chemical Dosing Unit
Boiler Feed Water System
132 Feed Water Transfer Pumps 2 Aalborg Industries, Vertical Multistage 3,500 3.6m3/h 2.0kg/cm2 Grundfos MG71B214ET85- 440 1.25 0.55 3,460 Direct-on- YES
Aalborg, Denmark Centrifugal pump C Line
Type CR 3-3
133 Feed Water Supply Pumps 3 Aalborg Industries, Vertical Multistage 3,500 6.9m3/h 16.7kg/cm2 Grundfos MGSB238FF- 440 10.2 5.5 3,500 Direct-on- YES
Aalborg, Denmark Centrifugal pump Line
265C2
Type CR 5-22
134 Chemical Dosing Units 3 Aalborg Industries, Diaprhagm pump 1,440 10 litres/h 7.8kg/cm2 LAMMERS 7AA71MO4K 440 0.76 0.35 1440 Direct-on- YES
Aalborg, Denmark mROY A Line
Oil Filters
135 Main Engine Fuel Oil Automatic Filter 1 Boll and Kirch GmbH Automatic Back Flush 30m3/h 10kg/cm2 Crompton GCEC4205 440 0.3 0.09 1,680
Kerpen, Germany Filter Type 6.61.1
136 Main Engine Servo Oil Automatic Filter 1 Boll and Kirch GmbH Automatic Back Flush 30m3/h 10kg/cm2 Crompton GCEC4205 440 0.3 0.09 1,680
Kerpen, Germany Filter Type 6.61.1
137 Main Engine Lubricating Oil Automatic 1 Boll and Kirch GmbH Automatic Back Flush 1,000m3/h 10kg/cm2 NORD SK63/4CUSWE 440 0.3 0.09 1,680
Filter Kerpen, Germany Filter Type 6.61.1
138 Main Engine Turbocharger Lubricating Oil 1 Boll and Kirch GmbH Automatic Back Flush 30m3/h 7.0kg/cm2 Crompton GCEC4205 440 0.3 0.09 1,680
Automatic Filter Kerpen, Germamany Filter Type 6.61.1
139 Main Engine Turbocharger Lubricating Oil 1 1.0m3/h 2.5kg/cm2
Centrifugal (Glacier) Filter
140 Main Engine Lubricating Oil Off-Line 1 5.0m3/h 5.6kg/cm2
Centrifugal (Glacier) Filter
141 Stern Tube Lubricating Oil CJC Filter 1 Karerg and Henneman Fine Filter Unit type
Hamburg, Germany HDU 27/27 P-KH
142 Bow Thrust Lubricating Oil CJC Filter 1 CC Jensen PTU2 27/27 110 l/h K21R63GW 440 0.62 0.21
PV-DE2H1PW
Pump: PV4-14
143 Stern Thrust Lubricating Oil CJC Filter 1 CC Jensen PTU2 27/27 110 l/h K21R63GW 440 0.62 0.21
PV-DE2H1PW
Pump: PV4-14
Pref Trip
Air Compressors and Receivers
144 Starting Air Compressor No.1 1 Tanabe Pneumatic Vertical, 2-stage, water 1,800 400m3/h 30.0kg/cm2 Lonne 280M 440 90 1,800 Star-Delta YES
(Emergency) Machinery Co. Ltd. cooled.
Osaka, Japan Model H-274
145 Starting Air Compressors No.2 and No.3 2 Tanabe Pneumatic Vertical, 2-stage, water 1,800 400m3/h 30.0kg/cm2 Lonne 280M 440 90 1,800 Direct on YES
Machinery Co. Ltd. cooled. Line
Osaka, Japan Model H-274
146 Working and Control Air Compressors 2 Tanabe Pneumatic Screw Compressor, 3,600 150m3/h 7.0kg/cm2 Compressor: 1 440 34.5 21.4 1,760 Direct on
Machinery Co. Ltd. Air cooledTASK- Lonne 4BG180M Line
Osaka, Japan Model 1018G-J
Fan:
Fuji Electric MLH8085M 1.6 1,720
Motor
147 Control Air Driers 1 ultratroc gmbh Donaldson Ultrafilter 175m3/h 7.0kg/cm2 440 0.74
Flensburg, Germany SD 0174 AP - 411AP
148 Air Compressor for Self Contained
Breathing Apparatus
149 Starting Air Receivers 2 Gafako, Gdansk, 18.5m3 30.0kg/cm2
Poland
150 Working and Control Air Receiver 1 Gafako, Gdansk, 1.0m3 10.0kg/cm2
Poland
151 Emergency Air Receiver 1 Gafako, Gdansk, 0.5m3 30.0kg/cm2
Poland
152 Oil/Water Separator for Starting Air 1 Tanabe Pneumatic 1,200m3/h
Machinery Co. Ltd.
Osaka, Japan
Cranes and Lifting Equipment
153 Provision/Stores Crane 1 Dreggen Crane AS Mono-rail Trolley 11.0 tons remote push
Bergen, Norway button
154 Hoist Motor 2 FCP200LTFE-4 440 32
155 Travel Motor 1 FC112MTFE-4 440 4.6
156 Bunker/Stores Davit 2 GlobalDavit GmbH Electric Stores Davit 0.9 tons x 1.3m 440 9 3.0 remote push
Bassum, Germany CMS.9/1.3 button
157 Engine Room Crane No.1 1 Fuchs Fordertechnik Travelling Gantry 12.0 tons x remote push
Oststeinbek, Germany ED-A 120-6450EKZ 6.025m button
158 Hoist Motor 1 AK912-FN112 M 8/2 TF 440 7.2
159 Travel Motors 4 SK 1282-A-G-80 L/4 BRE 10 TF 440 0.86
160 Traversing Motor 2 SK 1282-A-G-80 L/4 BRE 10 TF 440 0.86
161 Engine Room Crane No.2 1 Fuchs Fordertechnik Travelling Gantry 12.0 tons x remote push
Oststeinbek, Germany ZD-A 120-6450EKZ 6.300m button
162 Hoist Motor 1 AK912-FN112 M 8/2 TF 440 7.2
163 Travel Motors 4 SK 1282-A-G-80 L/4 BRE 10 TF 440 0.86
164 Traversing Motor 2 SK 1282-A-G-80 L/4 BRE 10 TF 440 0.86

Pref Trip
Refrigeration, Air-Conditioning and Ventilation Systems
165 Compressor for Provision Cooling System 2 Bock Compressors. Semi-hermetic 1,740 5.1 kW 440 9.1 11 1,740
Frickenhausen, Model HAX34P/380-4
Germany
166 Condenser for Provision Cooling System 2 IMTECH GmbH, Shell and Tube 28 kW
Hamburg, Germany Model K373H
167 Compressor for Accomodation Air 2 Carlyle Compressors, Carrier 5H86-394-1 1,750 214 kW Lonne 14BG250M 440 123 75 1,782 Auto
Conditioning System USA
168 Condenser for Accomodation Air 2 IMTECH GmbH, Shell and Tube 270 kW
Conditioning System Hamburg, Germany Model CDEW550
169 Air Conditioning Fan Unit AC01 - 1 IMTECH GmbH, Centrifugal Fan Unit 2,469 Inlet 20,000 Lonne 440 25.3 41.5 1,760
Accomodation Hamburg, Germany with Enthalpy Wheel Exhaust 16,800
Type RZR500 m3/h
170 Air Conditioning Fan Unit AC02 - 1 IMTECH GmbH, Centrifugal Fan Unit 2,533 8,000 m3/h Lonne 440 15.2 8.6 1,760
Wheelhouse Hamburg, Germany Type RZR400
171 Air Conditioning Fan Unit AC03 - Galley 1 IMTECH GmbH, Centrifugal Fan Unit 4,006 3,400 m3/h Lonne 440 3.4 3.5 1,700
Hamburg, Germany Type RZR250
172 Self Contained AC Units SC01 and SC02 2 Package Air 1,800 5,100 m3/h Fan: MEZ 7AA90S04 440 2.55 1.3 1,715
Engine Control Room Conditioner
173 Booster Fans S13.1 and s13.2 for SC01 and 2 Wilhelm Mauler Centrifugal Fan Unit 1,760 5,100 m3/h mm Aq 440 2.65 1.8 1,760
SC02 GmbH, Wuppertal Type Remf400
174 Self Contained AC Unit SC03 - Engine 1 Wilhelm Mauler Package Air 3,300 1,600 m3/h 440 12.7
Room Workshop GmbH, Wuppertal Conditioner
175 Exhaust Fan ER01, Accommodation 1 Wilhelm Mauler Centrifugal Fan Unit 2,650 17,300 m3/h mm Aq 440 28.5 17.3 1,760
GmbH, Wuppertal Type RZR450
176 Exhaust Fan ER02, Wheelhouse 1 Wilhelm Mauler Axial Flow Fan Unit 1,760 6,400 m3/h mm Aq 440 6.4 3.45 1,740
GmbH, Wuppertal Type Remf500
177 Exhaust Fan EX03, Galley 1 Wilhelm Mauler Axial Flow Fan Unit 1,760 3,600 m3/h mm Aq 440 6.0 2.6 1,760
GmbH, Wuppertal Type Temf315
178 Exhaust Fan EX04, Laundry 1 Wilhelm Mauler Axial Flow Fan Unit 3,455 1,370 m3/h mm Aq 440 1.76 0.86 3,455
GmbH, Wuppertal Type SLD 0280/V8
179 Exhaust Fan EX05, Infirmary 1 Wilhelm Mauler Axial Flow Fan Unit 2,760 550 m3/h mm Aq 230 0.75 0.17 2,760
GmbH, Wuppertal Type VHL299L
180 Exhaust Fan EX06, Converter Room 1 Wilhelm Mauler Axial Flow Fan Unit 2,760 1,060 m3/h mm Aq 230 1.3 0.35 2,760
GmbH, Wuppertal Type VH315L
181 Exhaust Fan EX07, Reefer Workshop 1 Wilhelm Mauler Axial Flow Fan Unit 2,760 970 m3/h mm Aq 230 0.75 0.17 2,760
182 Exhaust Fan EX08, Garbage Room 1 Wilhelm Mauler Axial Flow Fan Unit 2760 570 m3/h mm Aq 230 1.3 0.35 2,760
GmbH, Wuppertal Type :VH250L
183 Exhaust Fan EX09, Deck Locker (811) 1 Wilhelm Mauler Axial Flow Fan Unit 2,450 175 m3/h mm Aq 230 0.16 0.08 2,760
184 Exhaust Fan EX10, Safety Locker 1 Wilhelm Mauler Axial Flow Fan Unit 2,750 320 m3/h mm Aq 230 0.55 0.13 2,750
185 Exhaust Fan EX11, Elevator Machinery 1 Wilhelm Mauler Axial Flow Fan Unit 2,520 600 m3/h mm Aq 230 0.75 0.3 2,520
186 Exhaust Fan EX12, Bosun’s Store 1 Wilhelm Mauler Axial Flow Fan Unit 2,529 710 m3/h mm Aq 230 0.75 0.3 2,520
Pref Trip
Cargo Hold Supply Fans
187 Supply Fan SC04 - No.3 Hold, No.270 1 W.Mauler GmbH Axial SLD-800-V10 1,760 32,700 m3/h 850 mm Aq 14BG183-4 (180M) 440 36.6 21.3 1,760 YES
188 Supply Fan SC05 - No.3 Hold, No.252 1 W.Mauler GmbH Axial SLD-900-V10 1,760 42,700 m3/h 900 mm Aq 14BG183-4 (180M) 440 36.6 21.3 1,760 YES
189 Supply Fan SC06 - No.4 Hold, No.234 1 W.Mauler GmbH Axial SLD-1000-V10 1,168 45,700 m3/h 950 mm Aq 14BG207-6 (200L) 440 46.5 26.5 1,168 YES
190 Supply Fan SC07 - No.4 Hold, No.216 1 W.Mauler GmbH Axial SLD-1000-W6 1,765 49,400 m3/h 905 mm Aq 14BG186-4 (180L) 440 42.9 25.3 1,765 YES
191 Supply Fan SC08 - No.5 Hold, No.199 1 W.Mauler GmbH Axial SLD-1000-W6 1,765 57,300 m3/h 960 mm Aq 14BG188-4 (180L) 440 59.6 34.5 1,765 YES
192 Supply Fan SC09 - No.5 Hold, No.180 1 W.Mauler GmbH Axial SLD-450-W6 3,490 9,700 m3/h 715 mm Aq 7BA100L02 440 6.5 3.45 3,490 YES
194 Supply Fan SC11 - No.6 Hold, No.102MS 1 W.Mauler GmbH Axial SLD-900-W6 1,760 37,350 m3/h 820 mm Aq 7BA160L04 440 30.0 17.3 1,760 YES
Cargo Hold Exhaust Fans
197 Exhaust Fan EC01 - No.1 Hold No.324 1 W.Mauler GmbH Axial SLD-315V8 3,430 2,900 m3/h 605 mm Aq 7AA 80MO2 440 2.5 1.3 3,430 YES
198 Exhaust Fan EC02 - No.2 Hold No.306 1 W.Mauler GmbH Axial SLD-450 W6 3,490 7,400 m3/h 805 mm Aq 7BA 100LO2 440 6.5 3.45 3,490 YES
199 Exhaust Fan EC03 - No.2 Hold, No.288 1 W.Mauler GmbH Axial SLD-450 W6 3,490 8,300 m3/h 815 mm Aq 7BA 100LO2 440 6.5 3.45 3,490 YES
200 Exhaust Fan EC04 - No.3 Hold, No.270 1 W.Mauler GmbH Axial SLD- 800 V10 1,765 32,700 m3/h 850 mm Aq 14BG183-4 (180M) 440 36.6 21.3 1,765 YES
201 Exhaust Fan EC05 - No.3 Hold, No.252 1 W.Mauler GmbH Axial SLD- 900 V10 1,765 42,700 m3/h 900 mm Aq 14BG183-4 (180M) 440 36.6 21.3 1,765 YES
202 Exhaust Fan EC06 - No.4 Hold, No.234 1 W.Mauler GmbH Axial SLD- 1000 V10 1,168 45,700 m3/h 950 mm Aq 14BG207-6 (200L) 440 46.5 26.5 1,168 YES
203 Exhaust Fan EC07 - No.4 Hold, No.216 1 W.Mauler GmbH Axial SLD- 1000 W6 1,765 49,400 m3/h 905 mm Aq 14BG186-4 (180L) 440 42.9 25.3 1,765 YES
204 Exhaust Fan EC08 - No.5 Hold, No.199 1 W.Mauler GmbH Axial SLD- 1000 W6 1,765 57,300 m3/h 960 mm Aq 14BG188-4 (180L) 440 59.6 34.5 1,765 YES
205 Exhaust Fan EC09 - No.5 Hold, No.180 1 W.Mauler GmbH Axial SLD- 450 W6 3,490 9,700 m3/h 715 mm Aq 7BA 100 LO2 440 6.5 3.45 3,490 YES
207 Exhaust Fan EC11 - No.6 Hold, No.102MS 1 W.Mauler GmbH Axial SLD- 900 W6 1,760 37,350 m3/h 820 mm Aq 7BA 160 L4 440 30.0 17.3 1,760 YES
208 Exhaust Fan EC12 - No.7 Hold, No.084 1 W.Mauler GmbH Axial SLD- 900 W6 1,760 37,000 m3/h 800 mm Aq 7BA 160 L4 440 30.0 17.3 1,760 YES
209 Exhaust Fan EC13 - No.7 Hold, No.066 1 W.Mauler GmbH Axial SLD- 800 W10 1,760 30,600 m3/h 830 mm Aq 7BA 160 L4 440 30.0 17.3 1,760 YES
General Supply and Exhaust Fans
212 Supply Fan ST1 - Stern Thruster Space 1 W.Mauler GmbH Axial SLD-630 V 10 1,730 14,000 m3/h 805 mm Aq 7AA 112 MO4V 440 12.7 6.3 1,730
213 Supply Fan ST7 - Stabiliser Space Port 1 W.Mauler GmbH Axial SLD-355 V 10 3,410 4,000 m3/h 605 mm Aq 7AA 80 MO2 440 2.4 1.3 3,410
214 Supply Fan ST8 - Stabiliser Space 1 W.Mauler GmbH Axial SLD-355 V 10 3,410 4,000 m3/h 605 mm Aq 7AA 80 MO2 440 2.4 1.3 3,410
Starboard
215 Supply Fan ST10 - Emergency Generator 1 W.Mauler GmbH Axial SLD-250 V 10 3,410 1,600 m3/h 400 mm Aq 7AA 71 MO2 440 2.4 1.3 3,410
Room
216 Supply Fan ST14 - Bow Thruster Space 1 W.Mauler GmbH Axial SLD-500 W 6 3,495 11,000 m3/h 605 mm Aq 7AA 100 LO2 440 6.1 3.45 3,495
217 Exhaust Fan ET1 - Separator Room 1 W.Mauler GmbH Centrifugal RER 710 1,760 20,000 m3/h 2,000 mm Aq Lonne 14BG180M 440 36.5 21.3 1,760 YES
218 Exhaust Fan ET2 - ER Workshop Welding 1 W.Mauler GmbH Axial SLD-280 V 8 3,430 1,500 m3/h 500 mm Aq 7AA 80 MO2K 440 1.73 0.86 3,430
Space
219 Exhaust Fan ET3 - ER Main Engine - Fuel 1 W.Mauler GmbH Axial SLD-250 V 10 3,395 1,000 m3/h 495 mm Aq 7AA 63 MO2 440 0.68 0.29 3,395
Injector Test Space
220 Exhaust Fan ET4 - ER Generator Engine- - 1 W.Mauler GmbH Axial SLD-250 V 10 3,395 1,000 m3/h 495 mm Aq 7AA 63 MO2 440 O.68 0.29 3,395
Fuel Injector Test Space

Pref Trip
221 Exhaust Fan ET5 - Sanitary Exhaust - WC 1 Imtech Axial VH 125 2,450 80 m3/h 300 mm Aq Imtech 230 0.35 0.09 2,450
Deck 2 (ER Control Room)
222 Exhaust Fan ET6 - Stern Thruster Space 1 W.Mauler GmbH Axial SLD-560 W6 3,490 14,000 m3/h 900 mm Aq 7BA 132 SO2V 440 15.3 8.6 3,490
223 Exhaust Fan ET7 - Stabiliser Space Port 1 W.Mauler GmbH Axial SLD-355 V 10 3,410 4,000 m3/h 745 mm Aq 7AA 80 MO2 440 2.4 1.3 3,410
224 Exhaust Fan ET8 - Stabiliser Space 1 W.Mauler GmbH Axial SLD-355 V 10 3,410 4,000 m3/h 745mm Aq 7AA 80 MO2 440 2.4 1.3 3,410
Starboard
225 Exhaust Fan ET9 - Rope Store 1 W.Mauler GmbH Axial SLD-315 V 8 3,410 2,900m3/h 605 mm Aq 7AA 80 MO2 440 2.4 1.3 3,410
226 Exhaust Fan ET10 - Paint Store 1 W.Mauler GmbH Axial SLD-315 V 8 3,410 2,700 m3/h 650 mm Aq 7AA 80 MO2 440 2.4 1.3 3,410
227 Exhaust Fan ET11 - Steering Flat 1 W.Mauler GmbH Axial SLD-400 W 6 3,430 6,700 m3/h 605 mm Aq 7AA 90 S O2 440 3.3 1.7 3,430
228 Exhaust Fan ET12 - CO2 Room 1 W.Mauler GmbH Axial SLD-560 V 10 1,695 9,900 m3/h 620 mm Aq 7BA 100 LO4 440 6.4 3.45 1,695
229 Exhaust Fan ET13 - Bosuns Store (Focsle) 1 W.Mauler GmbH Axial SLD-280 V 10 3,435 2,000 m3/h 450 mm Aq 7AA 80 MO2 440 2.4 1.3 3,435
230 Exhaust Fan ET14 - Bow Thruster Space 1 W.Mauler GmbH Axial SLD-560 V 10 1,730 11,000 m3/h 900 mm Aq 7BA 112 MO4V 440 12.7 6.3 1,730
Engine Room Ventilation Fans
231 Supply Fan SM1 1 W.Mauler GmbH Axial SLD-1600 W 10 982 / 210,000 m3/h 1,910 mm Aq 14BG3191B-E942 440 130 / 80 / 982 /
1190 230 184 1190
1190 230 184 1190
1190 230 184 1190
Ballast and Bilge Eductors
234 Ballast Eductors 2 Korting AG Liquid Jet Ejector 120 m3/h 4.0 kg/cm2
Hanover, Germany
235 Chain Locker Eductor 1 Korting AG Liquid Jet Ejector 10 m3/h 6.0 kg/cm2
Hanover, Germany
236 Eductor for Exhaust Gas Boiler Cleaning 1 Korting AG Liquid Jet Ejector 12 m3/h 6.0 kg/cm2
Tank Hanover, Germany
Fin Stabilisers
237 Gyrofin Fin Stabiliser Units (Northop 2 Sasebo Heavy 3R - SS 11m2
Grumman-Sperry Marine BV) Industries, Japan
238 Main Hydraulic Pumps with Servo 2 Eaton Hydraulics, Piston Pump - PVB90 m3/h kg/cm2 Lonne Scandinavia 14BG208-6AA60- 440 34.5
Japan RDF 21 DA11 Z200L
239 Rigging Hydraulic Pump 2 Eaton Hydraulics, Vane Pump -25V17A- m3/h kg/cm2 from above motor
Japan 1C-22L
240 Emergency Hydraulic Pumps 2 Nihon Spindle Mfg, Gear Pump - m3/h kg/cm2 Lonne Scandinavia 7AA 100 LO4 440 3.5
Osaka, Japan PA6RD66V140

Pref Trip
Deck Machinery
241 Windlass/Mooring Winch Port - W1 1 Rauma Brattvaag Combined Mooring Windlass 378 to Cable 4.5/9.0 440 35/70 Radio
- Rolls Royce Marine Winch/Windlass 567 kN metre/minute
Rauma, Finland MW200EA/CU90U3 Brake 2628 kN
one drum and one Winch 200 kN Line 7.5 to 51
warping end Brake 630 kN metre/minute
242 Windlass/Mooring Winch Starboard - W2 1 Rauma Brattvaag Combined Mooring Windlass 378 to Cable 4.5/9.0 440 35/70 Radio
- Rolls Royce Marine Winch/Windlass 567 kN metre/minute
Rauma, Finland MW200EA/CU90U3 Brake 2628 kN
one drum and one Winch 200 kN Line 7.5 to 51
warping end Brake 630 kN metre/minute
243 Mooring Winch Port Forward - M6 1 Rauma Brattvaag Autotension Mooring Winch 200 kN Line 7.5 to 51 440 31.5/63 Radio
- Rolls Royce Marine Winch MW200EA Brake 630 kN metre/minute
Rauma, Finland one drum and one
warping end
244 Mooring Winch Starboard Forward - M7 1 Rauma Brattvaag Autotension Mooring Winch 200 kN Line 7.5 to 51 440 31.5/63 Radio
Rauma, Finland two drums and one
warping end
245 Mooring Winch Port Aft - M4 1 Rauma Brattvaag Autotension Mooring Winch 200 kN Line 7.5 to 51 440 31.5/63 Radio
warping end
246 Mooring Winch Centre Aft - M5 1 Rauma Brattvaag Autotension Mooring Winch 200 kN Line 7.5 to 51 440 31.5/63 Radio
Rauma, Finland one drum and one
warping end
247 Mooring Winch Starboard Aft - M3 1 Rauma Brattvaag Autotension Mooring Winch 200 kN Line 7.5 to 51 440 31.5/63 Radio
warping end
248 Capstan Port Aft - CH1 1 Rauma Brattvaag Single drum 30 kN 15 to 30 metre/ 440 10
- Rolls Royce Marine CH 30 E minute
Rauma, Finland
249 Capstan Starboard Aft - CH2 1 Rauma Brattvaag Single drum 30 kN 15 to 30 metre/ 440 10
- Rolls Royce Marine CH 30 E minute
Rauma, Finland
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. where sufficiently small, or above the text, so that both the text and illustration
conjunction with shipyard drawings and manufacturer’s instruction manuals, 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 • Never ignore any unusual or suspicious circumstances, no illustration covers several pages the illustration is duplicated above each page
Orders and in no way replaces or supersedes these publications, all of which matter how trivial. Small symptoms often appear before a major of text.
take precedence over this manual. failure occurs.
• Never underestimate the fire hazard of petroleum products, Where flows are detailed in an illustration these are shown in colour. A key of
Information relevant to the operation of the Maersk Boston has been carefully whether fuel oil or cargo vapour. all colours and line styles used in an illustration is provided on the illustration.
collated in relation to the systems of the vessel and is presented in two on board Details of colour coding used in the illustrations are given in the following
volumes consisting of a DECK OPERATING MANUAL and a MACHINERY • Never start a machine remotely from the ships’s control centre colour scheme.
OPERATING MANUAL. and engine control room without confirming visually that the
machine is able to operate satisfactorily. 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 symbols used throughout the manual are given on the following pages.
can be found in the Consolidated Edition, 1991 and in the Amendments dated In the design of equipment, protection devices have been included to ensure
1992, 1994 and 1995. that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function Notices
The information, procedures, specifications and illustrations in this manual without danger to personnel or damage to the machine. If any of these safety The following notices occur throughout this manual:
have been compiled by WMT personnel by reference to shipyard drawings and devices are bypassed, overridden or neglected, then the operation of any
manufacturer’s publications that were made available to WMT and believed to machinery in this condition is potentially dangerous. WARNING
be correct at the time of publication. The systems and procedures have been Warnings are given to draw reader’s attention to operation where
verified as far as is practicable in conjunction with competent ship’s staff under Description DANGER TO LIFE OR LIMB MAY OCCUR.
operating conditions.
The concept of this Machinery Operating Manual is to provide information to CAUTION
It is impossible to anticipate every circumstance that might involve a potential technically competent ship’s officers, unfamiliar to the vessel, in a form that is Cautions are given to draw reader’s attention to operations where
hazard, therefore, warnings and cautions used throughout this manual are readily comprehensible, thus aiding their understanding and knowledge of the DAMAGE TO EQUIPMENT MAY OCCUR.
provided to inform of perceived dangers to ship’s staff or equipment. In many specific vessel. Special attention is drawn to emergency procedures and fire
cases, the best operating practice can only be learned by experience. fighting systems.
Note: Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.
If any information in these manuals is believed to be inaccurate or incomplete, The manual consists of a number of parts and sections which describe the
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
on board to proceed. Any such errors or omissions or modifications to the schematic diagram where applicable. Safety Notice
ship’s installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the Maersk Technical Part one details the machinery commissioning procedures required to bring It has been recorded by International Accident Investigation Commissions
Operations Office, who should inform WMT so that a revised document may be the vessel into varying states of readiness, from bringing the vessel to a live that a disproportionate number of deaths and serious injuries occur on ships
issued to this ship and in some cases, others of the same class. condition through to securing plant for dry dock. each year during drills involving lifesaving craft. It is therefore essential that
all officers and crew make themselves fully conversant with the launching,
retrieval and the safe operation of the lifeboats, liferafts and rescue boat.
Section 1: Operational Overview
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.9 To Secure Main Plant for Dry Dock
Illustrations
1a Location Plan of Engine Room - Tank Top
1b Location Plan of Engine Room - Deck 4
1c Location Plan of Engine Room - Deck 4a
1d Location Plan of Engine Room - Decks 3
1e Location Plan of Engine Room - Decks 3a
1f Location Plan of Engine Room - Decks 2
1g Location Plan of Engine Room - Side Elevatyion
1h Engine Control Room Layout
1i Tank Capacity Tables
1j Tank Capacity Tables
1k Sounding Pipe Positions
Section 1: OPERATIONAL OVERVIEW

1.1 To Bring Vessel Into Live Condition
Dead Ship Condition

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

switchboards. 2.13
Shore Supply Available No Shore Supply Available
Establish shore supply.
Ensure the emergency generator fuel
Check phase sequence,voltage and 2.13.4 2.12.2 Prepare the central sea water cooling system.
oil tank level is adequate.
frequency. 2.4.1
Start a sea water cooling pump.
Supply the main switchboard. 2.13.2 Start the emergency generator. 2.12.2 Start up the control air system. 2.10.3
2.13.4
Remove the shore supply. 2.13.2

2.13.4
All ancillary equipment is set to manual to avoid a
low pressure auto start. Stop the emergency generator and 2.12.2
Supply the emergency 440V switchboard. 2.13 place on standby.
Supply the emergency 220V switchboard. Place the emergency generator on 2.12.2
standby.
Prepare the low temperature FW cooling system.

Start a fresh water circulating pump. 2.5.2
(Shore power only)
Reset the preference trips. 2.13.7
Start a generator engine LO priming pump. 2.8.3

Start LT central FW cooling system if not already 2.13.7
(Shore power only)
running.
Synchronise
Start No.1 air compressor and CW pump; top up
air start reservoirs. 2.10.1 Start the engine room and accommodation
2.14.3
ventilation fans. Start the air conditioning plant.
Start the generator engine DO service pump. 2.6.2

Ensure the CO2 flooding system is ready for use. 4.2
Prepare a generator engine for starting.

2.12.1 Start the hydraulic remote valve operating system. 3.3
Start a diesel generator.
Continues on next page
Issue: Final Draft - May 2007 IMO No: 9313905 Section 1 - Page 1 of 22
1.1 To Bring Vessel Into Live Condition

Continued from previous page
Prepare the water mist system. 4.5

Pressurise the fire hydrant system. 4.1
Start the smoke detection system 4.2
Start the domestic FW system with the electric

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

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

generators on standby.
Emergency generator on standby.
Boiler and steam systems shut down.
SW and LT FW cooling systems in use.
Domestic services in use.
Put the fire pumps on standby. 4.1
Start the sewage treatment plant. 2.14.5
1.2 To Prepare Main Plant For Operation
Plant is in Live Condition

Start the FO separating system. 2.7.2
One diesel generator in use, the other diesel

generators on standby.
Supply steam to the main FO heater.
Circulate HFO around the HFO system.
Boiler and steam system shutdown. 2.6.1
Circulate FO until the DO has been expelled.
SW and LT FW cooling systems in use.
Start the viscosity controller.
Domestic services in use.
Change the diesel generator to run on HFO. 2.6.2
Start the boiler feed water pump. Start additional diesel generators for cargo needs. 2.12.1
2.3.2
Set up the feed water make up system. Start the container FW cooling system as required. 2.5.3
Prepare and carry out ignition of the auxiliary 2.2.1 Start the main engine jacket HT CW pumps. 2.5.1
boiler, using diesel oil. 2.6.3 Supply steam to the jacket CW heater. 2.2.4
Raise steam in the auxiliary boiler. 2.2.1 Start LO separator for running generator engine. 2.8.5
Supply steam to the steam system. 2.2.4
2.2.5
Supply steam to the FO tanks and trace heating. 2.2.4 Maintain the standby generators in warm condition. 2.5.2
Supply steam to the boiler FO heaters. 2.2.4
Start the boiler FO pump and circulate fuel. 2.6.3
Plant in In Port Condition
Be prepared to change to LSHFO if in a SECA. 2.6.1
Diesel generators in use as required for cargo, other

diesel generators on standby.
Change the auxiliary boiler to operate on FO. 2.6.3 Emergency generator on standby.
Auxiliary boiler and steam system in use.
Diesel generator running on HFO
Main engine jacket CW system in warm condition.
Put the auxiliary boiler on automatic operation. 2.2.2 Main engine circulating with hot HFO.
Container FW cooling system in operation.
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

Supply starting air and control air to the main engine. 2.10
Plant in In Port Condition
Preselect the auxiliary blowers. 2.1.1

Diesel generator in use as required by cargo, other
diesel generators on standby.
Auxiliary boiler and steam system in use. Obtain clearance from the bridge and turn the main
Diesel generator running on HFO. 5.2
engine over on starting air from the local control stand.
Main engine jacket CW system in warm condition.
Main engine circulating with hot FO.
Close the indicator cocks.
From the local control stand start the main engine 5.2
Start the main engine LO separating system. 2.8.5 in the ahead and astern directions.
Close the turbocharger drains.
Start a main engine LO pumps (heat sump if

2.8.1 Change control to the engine control room. 2.1.2
required). Start the crosshead LO pump.
Start a turbocharger LO pump. 2.8.2 Change control to bridge control. 2.1.2
Ensure the cylinder oil measuring tank is full. Check telegraph, bridge/engine room clocks and
2.8.1 2.1.2
Replenish tank as necessary. communications.
Start another diesel generator and run it in parallel. 2.12.1 Ensure all standby pumps are on AUTO. 2.13
Prepare the deck machinery for use.

Start steering pumps. 2.11.1 .
Carry out steering tests.
Plant in Manoeuvring Condition

Start the thruster units and carry out tests. 2.11.2
Diesel generators in use as required by cargo, the

remaining available diesel generators on standby.
Obtain clearance from the bridge and turn the
main engine two or three revolutions with the 2.1.1 Auxiliary boiler and steam system in use.
cylinder oil prelubrication system operating.
Diesel generators running on HFO.
Take out the turning gear.
Main engine heated and ready for use on bridge
control.
Put the starting air system into use. 2.10.1 Steering gear systems and thruster units in use.
Deck machinery ready for use.
1.4 To Change Main Plant From Manoeuvring To Full Away
Stop the thruster units. 2.11

Stop one steering gear motor. 2.11.1

Diesel generators in use as required, the
remaining available diesel generators on standby.
Auxiliary boiler and steam system in use. Put the fin stabilisers into operation if necessary. 2.11.4
Diesel generators running on HFO.
Main engine heated and ready for use on bridge
control.
Put the dump steam system into operation. 2.2.4
Both steering gears in use. Thruster units in use
deck machinery ready for use.
Vessel manoeuvring on bridge control.
Container FW cooling system in operation. Operate the turbocharger cleaning system if required. 2.1.1
Check main engine operation when running. 2.1

Shut down the generators not required.
Put the shut down generators on standby. 2.12
Shut down the main engine jacket heating systems. 2.5.1
Start up the FW generator system. 2.4.3

Do not fill the FW tanks while in coastal waters.
Operate the auxiliary boiler sootblower while the 2.2.3
boiler is on load, unless it is on automatic operation.
Transfer and separate FO as required. 2.7
When bridge notifies engine control room

of Full Away, record the following: Ensure that all main engine pressures and
2.1.1 2.1
• Time. temperatures stabilise when at full sea speed.
• Main engine revolution counter.
• FO and DO tank levels.
• FO and DO counters. Reduce the water bilge tank level through the OWS
• Fresh water tank levels. system if the vessel is not in a restricted area. 2.9
Ensure the auxiliary blowers stop automatically. 2.1.2

Stop the auxiliary boiler as the exhaust gas
boiler takes over steam generation.
2.2
Secure the boiler in the wet lay-up condition.
Shut down the deck machinery.
Vessel is Full Away on Bridge Control
1.5 To Prepare For UMS Operation
Electric kettle plugs are removed in the ECR.

Plant Manned Condition CO2 and water mist systems are operational. 4
Workshop welding machine plug is removed.

All FO, LO and fresh water tanks/sumps are
adequately full. Stopped diesel generators are on standby. 2.12.1
Acetylene and oxygen cylinder and pipeline

valves are closed.
Bilges are dry and the high level alarms are All standby pumps and machinery systems are on
2.9
operational. auto start, the sequential restart system is 2.13.7
operational. Main engine is on bridge control. 2.1.2
Smoke and fire sensors are operational. All ventilation fans are running. Data logger is programmed to print parameters 3.1
as required.
All piping systems are tight and not temporarily Control is on the bridge and duty officer is
repaired. All combustible material is stored in a safe place. 2.14.6 3.1
informed of commencement time of UMS.
Duty officer should be aware of location of the

All alarms and safety cut-outs are operational. 3.1 All strainers and filters of running and standby
duty engineer.
machinery are in a clean condition.
Watchkeeper control is switched to the duty

All drain tanks are empty. Engine room and steering gear compartment engineer's cabin.
weather tight doors and funnel dampers are shut.
Engine room is not to be unmanned for more

Compressed air receivers are fully charged. 2.10 All operating parameters are within normal range. 3.1 than 8hrs.
Be prepared to change over to LSHFO is the

FO separator feed inlets are suitably adjusted. 2.7.2 ECR air conditioning is operating correctly. 2.14.4 2.6.1
vessel is due to enter a SECA.
Emergency diesel generator is on standby. 2.12.2 Loose items are secured. Plant in UMS Condition
1.6 To Change From UMS To Manned Operation

Plant in UMS Condition
Respond to an alarm condition in the

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

if outside normal hours.
Switch watchkeeping control to the ECR.
Maintain contact with the bridge to report on safety

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

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

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

Prepare the sewage treatment system for port • Time.
2.14.5 • Main engine revolution counter.
operation.
• FO and DO tank levels.
• FO and DO counters.
• Fresh water tank levels.
Shut down the FW generator plant. 2.4.3
Prepare the auxiliary boiler and put it into operation. 2.2.1

Start another diesel generator and place it in
2.12.1
parallel with the running generator.
Prepare the deck machinery for use.
Supply steam to the main engine jacket CW heater. 2.5.1 Check the bridge/engine room clocks and
2.1.2
communications.
Prepare the starting air compressors for use. Operate the turbocharger washing system if
2.10.1 2.1.1
Check the starting air system drains for water. required.
If required to manoeuvre on DO begin the change Start the thruster units.

2.6.1
over 1 hour before EOP.
30 mins before EOP bridge begins to reduce

2.1.1
speed. Two or more diesel generators in use as required
by cargo, remaining diesel generators on standby.
Auxiliary boiler in use.
Start the other steering gear pumps. Diesel generators running on HFO.
Carry out steering tests. 2.11 Both steering gears and thrusters in use.
Shut down the fin stabilisers if they are running. Deck machinery ready for use.
Two or more diesel generators in use as required

by cargo, remaining diesel generators on standby.
Boiler and economiser in use.
Diesel generators running on HFO. Maintain the main engine jacket CW temperature
2.5.1
Both steering gears and thrusters in operation. for a normal port stay.
Deck machinery ready for use.
After a minimum of 15 mins stop the main LO pumps.
Maintain the LO sump temperature with the LO 2.8.1
purifier, stop the cylinder lubrication system.
Bridge notifies the engine control room of FWE.
Two or more diesel generators are to operate if

2.12.1
cargo requires this to support the reefer containers.
Switch main engine control over to the ECR. 2.1.2
Container FW cooling system operating as required. 2.5.3
Stop the auxiliary blowers. 2.1.1

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

Open the indicator cocks.
Open the turbine blower drains.
Vent the main engine starting air and control air 2.1.1
systems.
Engage the turning gear and turn the engine for
1 minute using cylinder post lubrication.
Stop the steering gear and thruster units. 2.11
1.9 To Secure Main Plant for Dry Dock
Plant in In Port Condition Diesel generator will run on DO from the DO pump. 2.6.2 Establish shore power. 2.13.4
Check the phase sequence, voltage and frequency.
Shut down the diesel generators until only one is Shut down the auxiliary boiler.
in use. Allow it to cool naturally, drain it if required for 2.2.1 Stop the diesel generator. 2.12.1
maintenance or put in the wet lay-up condition.
Ensure all tanks are at the required levels to give

the vessel the necessary trim, draught and stability Connect the shore supply.
for entering dry dock. Shut down the feed pumps and condensate system. 2.3 Connect the shore supply to the main switchboard. 2.12
Isolate the distilled water tanks. Establish the lighting and ventilation and any other
essential services.
Shut steam off the main engine JCW heaters.

Allow the JCW pumps to run until the main engine 2.5.1 Circulate the boiler FO system with DO. 2.6.3
has cooled down. Shut down the boiler FO pumps. Shut down the SW and FW cooling systems. 2.4 & 2.5
Transfer the contents of main engine LO sump 2.8.6

to the LO cleaning tank. Shut down the stern tube LO system. 2.8.4
Shut down the control and GS air systems. 2.10
Shut down the main and generator LO separators. 2.8.5

Change the domestic water heating to electric. 2.14.1
Restart the FW cooling pump and circulate the 2.5.2
diesel generator until it is cool.
Shut down the FO separator system. 2.7.2

Shut down the air conditioning and refrigeration 2.5.2
plants until the shore CW supply is established.
Secure the CO2 system and water fog system. 4.2
Main engine and generators should have been
manoeuvred on DO. If not, change over to DO and
circulate FO back to the HFO tank, until the line
2.6.1
has been flushed with DO. Shut down the fire pumps.
Stop the main engine FO pumps and viscosity 4.1 The dry dock can now be emptied.
Pressurise the fire main from the shore supply.
controller.
Shut down the deck machinery system.

Shut down the container FW cooling system. 2.5.3 Isolate the sequential restart system. 2.13.7 Plant Secured for Dry Dock
Illustrator 1.1a Location Plan of Engine Room - Tank Top

44 - HFO Transfer Pump No.2
34
45 - FO Sludge Collecting Tank M53
46 4 46 - Oil Fired Boiler Feed Water Pump
31 33 47 - Standby Feed Water Pump
47
20 25 48 - Exhaust Gas Boiler Feed Water Pump
32 48 49 - Cargo Hold Bilge Pump
35 36 37 50 - Main Engine
27 29 51 - LO Circulating Tank M41
16 17 18 19 28 52 - Main Engine LO Pump No.1
1 30 38
53 - Main Engine LO Pump No.2
54 - Sewage Pump
13 22 55 - Engine Room Bilge Pump
15
56 - No.2 Sludge Transfer Pump
4 39 40 57 - Main Engine LO Transfer Pump
14 23 58 - Main Engine LO Turbochargers No.1 and 2
2 21
24
59 - Main Engine Turbocharger LO Cooler
42 60 - Water Ballast Tank R062
41 43 61 - Evaporator Sea Water Pump
2 26 45 62 - No.3 Reefer Sea Water Cooling Pump
44
63 - No.2 Reefer Sea Water Cooling Pump
A 64 - No.1 Reefer Sea Water Cooling Pump
65 - Scavenge Air Collecting Tank M54
66 - No.1 Main Sea Water Cooling Pump
104
11
4 5
50 52 49 69 - FCW Drain Tank
6 70 - Sea Water crossover Tank M83
51
71 - Cargo Hold Bilge Tank M51
53 72 - No.2 SW/FW Cooler for Reefer Container
73 - No.1 SW/FW Cooler for Reefer Container
74 - Bilge Water Tank M64
7 75 - Reefer No.1 Fresh Water Cooling Pump
71 76 - Reefer No.2 Fresh Water Cooling Pump
54 55 56 57 66
58 59 60 61 62 63 64 77 - Reefer No.3 Fresh Water Cooling Pump
67
8 9 10 11 69 70 78 - Main Engine Turbocharger LO
65
68 Automatic Filter
79 - Turbocharger LO Service Tank M46
80 - No.1 HT Fresh Water Pump
81 - No.2 HT Fresh Water Pump
78 84
75 79 82 - Evaporator Chemical Dosing Unit
B C 83 - Sea Water Evaporator Plant
94
80 82 84 - Reefer FCW Chemical Dosing Unit
76
74 91 34 85 - LO Sludge Tank M62
72 73 83 86 87 88
12 86 - No.3 LT Fresh Water Pump
77 81
90 87 - No.2 LT Fresh Water Pump
85
D 34 95 88 - No.1 LT Fresh Water Pump
E 89 92 89 - FO Sludge Tank M60
Sounding Pipes 90 - FO Overflow Tank M02
A - LO Sludge Collecting Tank M55 91 - No.1 LT Central Fresh Water Cooler
101 102 103 96 97 98
4 92 - No.2 LT Central Fresh Water Cooler
B - Bilge Tank Clean M64C 100
C - Bilge Tank Dirty M64D 93 99 93 - Water Mist Fire Fighting Pump
D - LO Sludge Tank M52 94 - Air Cooler Drain Pump
E - FO Sludge Tank M60 95 - No.2 Main Sea Water Filter
Stern Tube LO Drain Tank (M69) Sounding Pipe at Aft End of Tunnel 96 - No.1 Fresh Water Hydrophore Pump
97 - No.2 Fresh Water Hydrophore Pump
Key 9 - Bilge Water Separator 17 - MDO/HFO Separator Supply Pump 26 - FO Drain Tank M57 35 - Chemical Dosing Unit 98 - Calorifier
1 - Water Ballast Tank R073 10 - Bilge Separator Dosing Unit 18 - HFO Separator No.2 Supply Pump 27 - Sludge Transfer Pump No.1 36 - Exhaust Gas Boiler Chemical Dosing Unit 99 - Sanitary Fresh Water Unit
2 - Cofferdam 11 - Emulsion Breaker 19 - HFO Separator No.1 Supply Pump 28 - Decanter Supply Pump 37 - Oil Fired Boiler Chemical Dosing Unit 100 - No.1 and 2 Feed Water Transfer Pumps
3 - Lubricating Oil Cleaning Tank 12 - Water Ballast Tank R072 20 - HFO Settling Tank M03 29 - Grind Pump 38 - No.1 Main Sea Water Filter 101 - Sewage Tank M66
4 - Bilge Well 13 - Main Engine Crosshead LO Pump 1 21 - Water Ballast Tank R063 30 - Main Engine Cylinder LO Transfer Pump 39 - Ballast Pump 102 - Low Sulphur HFO Settling Tank M04
5 - Water Ballast Tank R071 14 - Main Engine Crosshead LO Pump 2 22 - Main Engine No.1 LO Cooler 31 - LO Sludge Tank M63 40 - Ballast And Bilge Pump 103 - Main Engine LO Tank M44
6 - Shaft 15 - Main Engine LO Automatic Filter 23 - Main Engine No.2 LO Cooler 32 - Oily Water Tank M59 41 - MDO Transfer Pump 104 - Main Engine LO Pump No.3
7 - Heeling Pump and Bypass Filter 24 - Engine Room Crane Above Engine 2 33 - FO Sludge Tank M61 42 - LO Sludge CollectingTank M55
8 - Soot Collecting Tank 16 - Main Engine LO Supply Pump 25 - Main Engine Cylinder Oil Tank M43 34 - Sea Chest 43 - HFO Transfer Pump No.1
Illustration 1.1b Location Plan of Engine Room - Deck 6957
7 8
11
1 2
10
3
4
9
Key
5
1 - HFO Settling Tank M03
6 Fuel Oil Booster Room 2 - Main Engine Cylinder Oil Tank M43
Engine Store 13 14
3 - Generator Engine MDO Supply Pump
12
4 - Generator Engine Blackout MDO Supply Pump
5 - Generator Engine No.1 FO Supply Pump
6 - Generator Engine No.2 FO Supply Pump
7 - Boiler LO Sludge Tank M63
8 - Boiler FO Sludge Tank M61
9 - Main and Generator Engines FO Booster Unit
10 - Sludge Decanter
11 - Clarified Oil Supply Pump
12 - Main Engine HFO Indicator Filter
15 13 - Boiler FO Booster Unit
14 - Condensate Collection tank
15 - Main Engine
16 - Low Sulphur HFO Settling Tank M04
17 - Main Engine LO Tank M44
Lower Gallery
18 - Fresh Water Tank M32
19 - Distilled Water Tank M58
16 17
18 19
Illustration 1.1c Location Plan of Engine Room Deck 9725
4 5
3
1 2
Key
1 - HFO Settling Tank M03
2 - Main Engine Cylinder Oil Tank M43
3 - Emergency Ventilation Trunk
4 - Boiler LO Sludge Tank M63
5 - Boiler FO Sludge Tank M61
Engine Store Fuel Oil Booster Room 6 - Port Fresh Water Tank M31
7 - Main Engine
8 - Oil Fired Boiler
9 - Oil Fired Boiler Feed Water Pump
10 - Dump Valve Station
31 11 - Exhaust Gas Boiler Switchboard
12 - Oil Fired Boiler Switchboard
13 - Starting Air Compressors Control Panel
8
14 - No.3 Starting Air Compressor
15 - Main and Generator Engines No.1 Starting Air Receivers
9 16 - Generator Engine Emergency Stating Air Vessel
7 17 - Low Sulphur HFO Settling Tank M04
18 - Starting Air Oil Water Separator
10 20 - Emergency Run Starting Air Compressor FCW Pump
11 12
22 - Sewage Treatment Unit and Vacuum Plant
24 - Generator Engine No.2 LO Separator Supply Pump
25 - No.3 and 4 Generator Engines No.2 LO Separator
20
13 18 26 - Emergency Ventilation Trunk
19 21
27 - No.3 Generator Engine
14 27 28 - No.4 Generator Engine
Compressor Room
22
15 16 Generator Engine Room 31 - Minimax Water Mist System Valve Station for:
24 Port Generator Engine Room
Starboard Generator Engine Room
25 28
Boiler
17 23
Main Engine
26
29 30
Illustration 1.1d Location Plan of Engine Room - Deck 4
12
F G
1 2 3 4 5
13
Key
9
1 - Low Sulphur HFO Tank M07
Generator Engine Room
8 10
7 2 - HFO Settling Tank M05
Engine Room Workshop
3 - HFO Service Tank M03
11
14 4 - Main Engine Cylinder Oil Tank M45
6 6 - Engine Room Workshop Air Conditioning Unit
7 - MCS40M Outstation
8 - Water Fountain
9 - Generator Engine FCW Preheating Unit
10 - No.1 Generator Engine Supply Pump for LO Separator
11 - Generator Engines No.1 and 2 LO Separator No.1
15 13 - No.1 Generator Engine
15 - Auxiliary Boiler
16
16 - Main Engine
17 - No.1 Starting Air Receiver for Main and Generator Engines
18 - Low Sulphur HFO Settling Tank M04
25 19 - Main Engine LO Tank M44 ????
26 27 28 21 - No.4 Generator Engine
23 - Generator Engine LO Pump Panel
25 - Boiler Control Panel
26 - Main Engine Cylinder LO Starter Panel
20
27 - Servo Pump Power Supply
Compressor Room
28 - FCM-20 Power Supply
17 Generator Engine Room

Sounding Pipes
F - Boiler LO Sludge Tank M63
21 G - Boiler FO SLudge Tank M61
18 19
23
22 24
Illustration 1.1e Location Plan of Engine Room Deck 13602
Key
4
1 2 3 6 1 - Low Sulphur HFO Tank M07
Generator Engine Room 4 - Emergency Ventilation Trunk
Engine Room Workshop 6 - No.1 Generator Engine
7 7 - No.2 Generator Engine
8 - Stores Crane
8 9 - Main Engine Spare Cylinder Cover

10 - Main Engine Spare Piston
9 10 11 11
11 - Main Engine Spare Cylinder Liner
Upper Gallery 13 - Steam Dump Condenser

12 14 - Main LO Pump Starting Transformer
15 - Main LO Pump Starting Transformer
16 - Main LO Pump Starting Transformer
17 - 200KVA Transformer
18 - 200KVA Transformer
19
13 19 - Main Engine
20 - Reefer Container Cooling System Steriliser
21 - No.1 Starting Air Receiver for Main and Generator Engines
22 - MDO Service Tank M10
14 17 23 - Compressed Air Dryer
15 24 - Working and Control Air Receiver
25 - No.2 Working and Control Air Compressor
16 18
26 - No.1 Working and Control Air Compressor
27 - MCS40M Outstation
24 25
28 - Generator Engine LO Tank M42
26 30 29 - Main Engine LO Tank M44

23
23 Generator Engine Room
21 32 - Fresh Water Tank M32
27 33 - Distilled Water Tank

20 Compressor
Room
20 31
22 28 29
32 33
Illustration 1.1f Location Plan of Engine Room Deck 2 Key

1 - Low Sulphur HFO Service Tank M07
3 - Emergency Escape
5 - Main Engine LO Separator
6 - MDO/HFO Separator
1 2 3 4
7 - No.2 HFO Separator
8 - No.1 HFO Separator
9 - Separating Room Cleaning Table
11
10 - Aquaclean Cleaning Unit
11 - Spare Main Engine Fuel Injectors
5 6 7 8 9 10
12 - Access Hatch
13 - Emergency Lighting Panel
12
14 - Main Engine Spare Cylinder Cover
15 - Engine Room No.1 Crane above Main Engine
Separator Room 12 13
16 - Engine Room No.2 Crane above Main Engine
17 - Main Engine Spares and Tools
14 19 22 22 18 - Main Engine Complete Spare Exhaust Valve
19 - Main Engine Spare Piston
20 - Main Engine Spare Main Bearing
21 - Main Engine SpareCrosshead Bearing
16
18 22 - Main Engine Spare Cylinder Liner
15 23 - Main Engine Fuel Injectors

18 24 - MDO Service Tank M10
25 - Air Conditioning Hot Water Heat Exchanger
26 - No.2 Hot Water Circulating Pump
27 - No.1 Hot Water Circulating Pump
28 - Air Conditioning Hot Water Expansion Tank
29 - Air Conditioning Compressor Switchboard
21
30 - Provisions Refrigeration Unit and Compressor
31 - Provision Refrigeration Compressor Switchboard
32 - Generator Engine LO Tank M42
20
34 - Remote Valve Main Panel
35 - Trunking
36 - Water Mist Control Station
37 - Engine Room Toilet
48 29 31 34 38 - Grease Trap
17
30 47 - Engine Control Room Air Conditioning Unit
38
39
48 - Main Air Conditioning Compressors
17
17
23 27
26
24 32 33 35 39
28
25 36 37
Illustration 1.1g Location Plan of Engine Room Side Elevation
Key
1 - Watertight Door
2 - Shaft
3 - Shaft Bearing No.1
4 - No.1 Engine Room Crane Above Main Engine
5 - Main Engine
6 - Auxiliary Boiler Exhaust Duct Inspection Hatch
8 - Auxiliary Boiler Sootblower
9 - Steam Dump Condenser
12 - Main Engine No.2 Main LO Pump
13 - Cargo Hold Bilge Pump
6
5
7
8 9
3
2
1
10 11 12
13
Illustration 1.1h Engine Control Room
35
36
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 30 31 32
2 33
61 37
1 34
51 38
57 56 55 54 53 52 51
58
50 49 48 47 46 51
60 62
45 39
64 70 63 44 43
59 67 65 67
42
41 40
69 66 66
Key
1 Main Switchboard panel 1 - reefer supply 25 Main Switchboard panel 25 - Consumer 49 Control Console - section 4
2 Main Switchboard panel 2 - reefer supply 26 Main Switchboard panel 26 - Consumer 50 Control Console - section 5
3 Main Switchboard panel 3 - 27 Main Switchboard panel 27 - Consumer 51 Chair
4 Main Switchboard panel 4 - reefer supply 28 Main Switchboard panel 28 - Diesel Generator No.3 52 Locker
5 Main Switchboard panel 5 - Diesel Generator No.1 29 Main Switchboard panel 29 - Dow Thruster 53 Locker
6 Main Switchboard panel 6 - Stern Thruster 30 Main Switchboard panel 30 - Diesel Generator No.4 54 Locker
7 Main Switchboard panel 7 - Diesel Generator No.2 31 Main Switchboard panel 31 - reefer supply 55 Locker
8 Main Switchboard panel 8 - Consumer 32 Main Switchboard panel 32 56 Locker
9 Main Switchboard panel 9 - Consumer 33 Main Switchboard panel 33 - reefer supply 57 Propulsion Control Unit
10 Main Switchboard panel 10 - Consumer 34 Main Switchboard panel 34 - reefer supply 58 Stabiliser Control Panel
11 Main Switchboard panel 11 - Standby Pumps 35 Notice Boards 59 ECR Emergency Damper Switch
12 Main Switchboard panel 12 - Standby Pumps 36 FO Transfer System Drawing 60 Notice Boards
13 Main Switchboard panel 13 - Standby Pumps 37 Tank Plan 61 Switchboard Layout Diagram
14 Main Switchboard panel 14 - Standby Pumps 38 Sounding Board FO and FW 62 Graviner OMD Panel
15 Main Switchboard panel 15 - Standby Pumps 39 Sounding Board LO 63 WECS Flexview Computer
16 Main Switchboard panel 16 - Shore Connection and Emergency Switchboard 40 Gaemar MCS40M Unit 64 Entrance from Elevator
17 Main Switchboard panel 17 - DURO (PMS) and Tie Breaker 41 First Aid Box 65 Stairway from Upper Deck
18 Main Switchboard panel 18 - Bypass/Override and Preference Trips 42 230V Consumer Board 66 Entrance from Engine Room
19 Main Switchboard panel 19 - Insulation Monitor 43 Workdesk and Computer 67 CO2 Fire Extinguisher
20 Main Switchboard panel 20 - Standby Pumps 44 Tank Gauging Unit 68 EEBD
21 Main Switchboard panel 21 - Standby Pumps 45 Workdesk 69 Safety Plans
22 Main Switchboard panel 22 - Standby Pumps 46 Control Console - section 1 70 ME LOcal Firefighting Release Pushbutton
23 Main Switchboard panel 23 - Standby Pumps 47 Control Console - section 2
24 Main Switchboard panel 24 - Standby Pumps and Consumer 48 Control Console - section 3
Illustration 1.1i Tank Capacity Tables
Water Ballast Tanks Density 1.025
Diesel Oil Tanks Density 0.900 MaxFree
MaxFree Pos Tank Frame Capacity Centre of Gravity S u r f a c e
Pos Tank Frame Capacity Centre of Gravity S u r f a c e No. Moment
No. Moment Min - Max Volume Weight LCG from VCG AB of Inertia
Min - Max of Inertia m3 m/ton AP m m m4
Volume Weight LCG from VCG
m3 m/ton AP m AB m m4 R001 WB Fore Peak Tank 325 - 359 1,504.2 1,541.8 275.02 8.35 542.9
FO59 MDO Storage Tank 162 - 171 276.90 249.21 135.12 18.96 265.6 R011 WB DB Tank Centre 307 - 325 223.1 228.7 256.13 2.97 205.5
M10 MDO Service Tank 122 - 130 130.40 117.36 102.66 16.52 R012 WB Side Tank Starboard 307 - 325 495.7 508.1 255.30 12.19 324.3
DO Tank Emergency Generator 3.00 2.70 R013 WB Side Tank Port 307 - 325 495.7 508.1 255.30 12.19 324.3
Diesel Oil Total (excluding Emerg. Generator Tank) 407.30 366.57 124.73 18.17 R021 WB Tank Centre 271 - 307 699.2 716.7 233.88 3.00 2,613.6
R022 WB Side Tank Starboard 271 - 307 1,246.2 1,277.3 233.41 11.04 660.5
R023 WB Side Tank Port 271 - 307 1,246.2 1,277.3 233.41 11.04 660.5
Fuel Oil Tanks DENSITY 1.010 R032 WB Tank Starboard 235 - 271 633.3 649.1 204.61 2.82 1,121.3
MaxFree R033 WB Tank Port 235 - 271 633.3 649.1 204.61 2.82 1,123.1
Pos Tank Frame Capacity Centre of Gravity S u r f a c e R034 WB Side Tank Starboard 235 - 271 1,203.0 1,233.1 206.37 10.61 747.1
No. Moment R035 WB Side Tank Port 235 - 271 1,203.0 1,233.1 206.37 10.61 747.1
Min - Max Volume Weight LCG from VCG AB of Inertia R041 WB DB Tank Centre 198 - 235 429.1 439.8 175.97 0.99 1,167.2
m3 m/ton AP m m m4 R042 WB Tank Starboard 199 - 235 653.9 670.3 175.52 2.74 970.1
FO51 HFO Deep Tank Centre 171 - 181 882.90 891.7 142.97 6.37 1,476.2 R043 WB Tank Port 199 - 235 653.9 670.3 175.52 2.74 970.1
FO52 HFO Deep Tank Starboard 171 - 181 1,014.50 1,024.7 142.94 12.25 296.8 R044 WB Side Tank Starboard 199 - 235 881.4 903.4 176.58 9.99 224.0
FO53 HFO Deep Tank Port 171 - 181 1,014.50 1,024.7 142.94 12.25 296.8 R045 WB Side Tank Port 199 - 235 881.4 903.4 176.58 9.99 224.0
F054 HFO Deep Tank Starboard 161 - 171 1.052.10 1062.7 134.83 12.29 306.7 R051 WB DB Tank Centre 160 - 199 734.6 753.0 144.91 1.00 5,162.0
FO55 HFO Deep Tank Port 161 - 171 778.00 785.8 134.73 9.94 306.7 R052 WB Side Tank Starboard 161 - 199 1,510.9 1,548.6 147.84 6.45 1,293.0
FO56 HFO Deep Tank (Low Sulphur) 161 - 171 462.60 467.3 134.75 6.39 200.5 R053 WB Side Tank Port 161 - 199 1,507.9 1,545.6 147.82 6.46 1,177.4
FO57 HFO Deep Tank (Low Sulphur) 161 - 171 458.30 462.9 134.78 6.35 175.3 R062 WB DB Tank Engine Room (S) 119 - 161 650.2 666.5 112.46 1.41 3,414.8
MO2 FO Overflow Tank 146 - 153 96.00 96.9 121.34 3.73 206.9 R063 WB DB Tank Engine Room (P) 119 - 161 684.7 701.8 113.96 1.32 2,811.7
MO3 HFO Settling Tank 120 - 134 284.50 287.3 103.63 7.53 R071 WB DB Tank Centre 85 - 119 474.4 486.3 84.33 1.37 1,086.4
MO4 HFO Sett.Tank (Low Sulphur) 122 - 134 146.30 147.8 104.25 8.72 R072 WB DB Tank Starboard 85 - 119 1,065.1 1,091.8 83.02 4.89 2,307.8
MO5 HFO Service Tank 126 - 133 166.60 168.2 105.44 16.03 R073 WB Double Bottom Tank Port 85 - 119 1,065.1 1,091.8 83.02 4.89 2,302.2
MO7 HFO Serv. Tank (Low Sulphur) 120 - 126 158.60 160.2 100.28 15.55 R074 WB Heeling Side Tank (S) 85 - 119 526.9 540.0 84.39 11.59 19.5
Fuel Oil Total 6,515.00 6,580.2 134.60 10.12 R075 WB Heeling Side Tank Port 85 - 119 526.9 540.0 84.39 11.59 19.5
R081 WB DB Tank Centre 49 - 85 248.9 255.1 57.12 1.49 343.3
R082 WB DB Tank Starboard 48 - 85 745.1 763.7 56.31 7.91 835.2
R083 WB Double Bottom Tank Port 48 - 85 745.1 763.7 56.31 7.91 835.2
R084 WB Side Tank Starboard 49 - 85 699.3 716.8 56.99 11.26 236.1
R085 WB Side Tank Port 49 - 85 699.3 716.8 56.99 11.26 234.6
R091 WB DB Tank Centre 25 - 49 126.4 129.6 30.99 1.37 66.0
R092 WB Side Tank Starboard 25 - 49 835.1 856.0 31.84 11.70 2,943.7
R093 WB Side Tank Port 25 - 49 835.1 856.0 31.84 11.70 2,943.7
Water Ballast Total 26,763.4 152.66 7.42
Illustration 1.1j Tank Capacity Tables

Operational Sea Water AREAS Density 1.025
Lubricating Oil Tanks Density 0.900 MaxFree
MaxFree Pos Chest Frame Capacity Centre of Gravity S u r f a c e
Min-Max Volume Weight LCG from VCG AB of Inertia m3 m/ton AP m m m4
m3 m/ton AP m m m4 M81 Sea Chest Forward-Fire Pump 315 - 316 2.8 2.9 256.27 4.04
M41 Main Engine Circulation Tank 120 - 156 110.7 99.6 112.66 1.25 68.6 M83 Sea Water Cistern 157 - 160 61.7 63.2 128.18 1.78
M42 Generator Engine Storage Tank 134 - 138 73.3 66.9 110.61 16.03 5.0 M84 Sea Chest Starboard - Low 153 - 157 49.9 51.1 125.57 1.73
M43 Cylinder Oil Storage Tank 136 - 142 114.0 103.6 113.00 7.24 17.0 M85 Sea Chest Port - High 153 - 157 33.8 34.6 125.72 3.72
M44 Crankcase Oil Storage Tank 138 - 142 130.3 117.3 113.79 12.64 5.0 M86 Overboard Pipe Box Starboard 134 - 138 10.8 11.1 110.61 6.96
M45 Cylinder Oil Storage Tank 135 - 142 186.9 168.3 112.6 15.55 19.8 M87 Overboard Pipe Box Port 134 - 136 5.4 5.4 109.82 6.96
M46 Turbocharger Service Tank 130 - 134 12.0 10.8 107.43 3.73 1.2 Operational Sea Water Total 164.3 127.31 2.71
Lubricating Oil Total 627.2 564.5 112.60 10.74
Miscellaneous Tanks
Fresh Water Tanks Density 1.000 MaxFree
MaxFree Pos Tank Frame Capacity Centre of Gravity S u r f a c e
Min - Max Volume Weight LCG from VCG AB of Inertia m3 m/ton AP m m m4
m3 m/ton AP m m m4 M51 Cargo Hold Bilge Tank 157 - 161 96.2 96.2 129.22 1.06 1,400.2
M31 FW Tank Port 146 - 159 121.9 121.9 123.73 13.60 M52 Cooling Water Drain Tank 153 - 157 28.9 28.9 125.72 1.29 12.0
M32 FW Tank Starboard 146 - 157 206.3 206.3 122.93 110.69 M53 FO Sludge Collecting Tank 152 - 157 22.3 22.5 125.32 1.78 14.9
M58 Distilled Water Tank 157 - 161 75.0 75.0 128.9 10.69 2.3 M54 Scavenge Collecting Tank 149 - 153 28.9 28.9 122.54 1.29 12.0
Fresh Water Total 403.2 403.2 M55 LO Sludge Collecting Tank 146 - 152 26.7 24.1 120.95 1.78 17.9
M57 FO Drain Tank 138 - 146 35.6 36.0 115.38 1.78 23.9
M59 Oily Water Tank 146 - 149 9.9 9.9 119.75 10.69 3.8
oPERATIONAL wATER Tank Density 1.000 M60 FO Sludge Tank 138 - 146 91.5 92.4 115.72 3.36 167.9
MaxFree M61 FO Sludge Tank - Boiler 151 - 157 31.9 124.81 3.73 2.2
Pos Tank Frame Capacity Centre of Gravity S u r f a c e M62 LO Sludge Tank 130 - 138 60.1 54.1 109.34 8.28 46.6
No. Moment M63 LO Sludge Tank - Boiler 146 - 151 33.9 120.55 3.73 1.9
Min-Max Volume Weight LCG from VCG AB of Inertia M64D Bilge Water Tank - Dirty 126 - 130 36.1 36.1 104.25 7.79
m3 m/ton AP m m m4
M64C Bilge Water Tank - Clean 119 - 126 64.9 64.9 99.85 3.73 62.3
M71 Stern Tube Cooling Water Tank 13 - 25 227.8 227.8 16.32 5.41
M65 Swimming Pool 142 - 148 42.4 117.73 3.73
Operational Water Total 227.8 227.8 16.32 5.41 M66 Sewage Tank 119 - 130 95.6 95.6 101.72 40.55 68.1
M67 LO Cleaning Tank 102 - 119 118.4 106.6 90.30 3.49 15.9
M69 Stern Tube LO Drain Tank 26 - 29 3.9 3.5 22.86 5.13 1.5
Operational Total
Illustration 1.1k Tank Capacity Tables
Selected void spaces, COFFERDAMS AND VALVE ROOM

MaxFree
Pos Space Frame Capacity Centre of Gravity S u r f a c e
No. Moment
Min - Max Volume Weight LCG from VCG AB of Inertia
m3 m/ton AP m m m4
R003 Fore Peak Void Space 325 - 353 691.5 271.62 19.36
R055 Valve Room for Cross 197 - 199 11.0 160.74 0.98
Flooding
R060 Cofferdam below Main Engine 155 - 156 0.6 126.11 0.12
Sump - Forward
R061 Cofferdam below Engine 119 - 157 266.7 112.20 1.10
Room
R064 Void Space Engine Room - 119 - 161 705.4 109.39 8.98
Starboard
R065 Void Space Engine Room - 119 - 161 957.4 111.98 8.28
Port
R067 Cofferdam - Emergency 142 - 147 15.4 118.34 25.88
Generator Room
R069 Cofferdam below Main Engine 120 - 121 0.6 98.29 0.12
Sump - Aft
R094 Void Space - No.8 Hold - 13 - 49 172.7 26.13 15.06
Starboard
R095 Void Space - No.8 Hold - 13 - 49 172.7 26.13 15.06
Port
R101 Void Space - Aft Peak -7 - 25 1,359.3 10.21 12.62
R103 Rudder Trunk -3 - 0 8.1 -0.30 12.78
Operational Total 4,361.4 98.31 11.65
Illustration 1.1l Sounding Pipes
Fuel Tanks Engine Room Tanks Fresh Water Tanks
HFO Deep Tank Port Forward F053 Cylinder Oil Storage Tank, Main Engine M43 Distilled Water Tank M58
HFO Deep Tank Centre Forward F051 Cylinder Oil Storage Tank, Main Engine M45
HFO Deep Tank Starboard Forward F052 Lubricating Oil Storage Tank, Main Engine M44
HFO Deep Tank Port Aft F055 Lubricating Oil Storage Tank, Auxiliary Engines M42
HFO Deep Tank Starboard Aft F054 Sewage Holding Tank M66
HFO Deep Tank (Low Sulphur) Port F057 Lubricating Oil Cleaning Tank M67
HFO Deep Tank (Low Sulphur) Starboard F056
MDO Storage Tank F059
Mooring Deck Upper Deck

Port
RO65 RO53 Stabiliser Space ?? RO45 RO35 RO23
RO101
1 2 FO59 RO13
RO93 RO85 3CH. Pt Aft Focsle Deck
6CH. Pt Aft FO55
FO57 5CH. Mid Pt 5CH. Fwd 5CH. Fwd
RO72 RO51 4CH. Aft
RO83 6 FO53 RO43 RO33 2CH. Aft Chain Locker Port
8CH. Aft 8CH. Fwd 7CH. Aft RO41 1CH. Aft
7CH. Fwd 5CH. Aft 2CH. Mid
RO81 RO21 RO11 Fore Peak Void Space
RO73 FO56 RO42
RO71 FO52 5CH. Mid Stb Chain Locker Starboard
Valve Room 3CH. Fwd Bow Thruster RO01
RO82 FO54 RO32
RO92 1 FO51 Room
3CH. Stbd Aft
6CH. Stbd Aft 4 3
RO84
RO12
5
RO64 M58 RO52 Starboard RO44 RO34 RO22
Stabiliser Space ??
Ballast Tanks
Fore Peak Water Ballast Tank R001 Side Water Ballast Tank Starboard R034 Double Bottom Water Ballast Tank Engine Room Starboard R062 Side Water Ballast Tank Starboard R084 1
Side Water Ballast Tank Port R013 Side Water Ballast Tank Port R045 Water Ballast Heeling Side Tank Port R075 Side Water Ballast Tank Port R093
Centre Double Bottom Water Ballast Tank R011 Double Bottom Water Ballast Tank Port R043 Double Bottom Water Ballast Tank Port R073 Double Bottom Water Ballast Tank Centre R091
Side Water Ballast Tank Starboard R012 Double Bottom Water Ballast Tank Centre R041 Double Bottom Water Ballast Tank Centre R071 Side Water Ballast Tank Starboard R092
Side Water Ballast Tank Port R023 Double Bottom Water Ballast Tank Starboard R042 Double Bottom Water Ballast Tank Starboard R072
Centre Double Bottom Water Ballast Tank R021 Side Water Ballast Tank Starboard R044 Water Ballast Heeling Side Tank Starboard R074
Side Water Ballast Tank Starboard R022 Side Water Ballast Tank Port R053 Side Water Ballast Tank Port R085
Side Water Ballast Tank Port R035 Double Bottom Water Ballast Tank Centre R051 Double Bottom Water Ballast Tank Port R083
Double Bottom Water Ballast Tank Port R033 Side Water Ballast Tank Starboard R052 Double Bottom Water Ballast Tank Centre R081
Double Bottom Water Ballast Tank Starboard R032 Double Bottom Water Ballast Tank Engine Room Double Bottom Water Ballast Tank Starboard R082
Port R063
Part 2: Main Engine and Auxiliary Systems
2.1 Main Engine

2.1.1 Main Engine Details
2.1.2 WECS-9520 Engine Control
2.1.3 Main Engine Manoeuvring Control
2.1.4 Main Engine Safety System
2.1.5 Digital Governor
Illustrations
2.1.1a Main Engine
2.1.2a Common Rail Pump
2.1.2b Injection Unit Layout
2.1.2c Exhaust Valve Control
2.1.2d Starting Valve Control
2.1.3a DMS2100i Bridge Manoeuvring and Sub Panel
2.1.4a DPS 2100 Engine Safety System Panel
2.1.5a Digital Governor Panel

2.1 Main Engine Illustration 2.1.1a Main Engine
2.1.1 Main Engine Details
Maker: DOOSAN- SULZER

Model: 12RT-Flex96C
Type: Electronically controlled two stroke, single acting
direct reversible, crosshead diesel engine with three
constant pressure turbochargers and air coolers
Number of cylinders: 12
Cylinder bore: 960mm
Stroke: 2500mm
Output (MCR): 92,000bhp (68,640kW) at 102 rpm
Direction of rotation: Clockwise looking from aft
Turbocharger
Maker: Mitsubishi
No.of sets: 3
Type: MET 83SEIII
General Description
The Sulzer RT-Flex engine is essentially a standard Sulzer RTA low-speed

two-stroke marine diesel engine except that, instead of the usual camshaft and
its gear drive, fuel injection pumps, exhaust valve actuator pumps, reversing
servomotors, and all their related mechanical control gear, the engine is
equipped with a common-rail system for fuel injection and exhaust valve
actuation, and full electronic (computer) control of engine functions. Two
control oil pumps are provided near the engine local control stand and one of
these must always be operational in order to ensure that the common rail fuel
and exhaust valve operation systems can function.
The engine is monitored and controlled by a WECS (Wartsila Engine Control

System) - 9520 unit. This is a modular electronic system with separate DOOSAN-SULZER
microprocessor control units for each cylinder; overall control and supervision 12RT-flex96C
is by means of separate, duplicated microprocessor control units. The cylinder
microprocessor control units are mounted on the front of the engine at the
common rail which is located below the top engine platform.
The engine is a single acting, two-stroke, reversible, diesel engine of crosshead

design with exhaust gas turbocharging and uniflow scavenging. Tie rods bind
the bedplate, columns and cylinder jacket together. Crankcase and cylinder
jackets are separated from each other by a partition, which incorporates the
sealing gland boxes for the piston rods. The cylinders and cylinder heads are
fresh water cooled.
Issue: Final Draft - May 2007 IMO No: 9313905 Section 2.1.1 - Page 1 of 10
The exhaust gases flow from the cylinders through the hydraulically operated crossheads and connecting rod bottom end bearings is made through articulated A manual lubrication pushbutton is fitted to the pump unit and this allows
exhaust valves into an exhaust gas manifold. The exhaust gas turbochargers lever pipes. for manual operation during maintenance or when the control system is shut
work on the constant pressure charging principle. off. Cylinder lubrication is normally automatically controlled via the engine
control system.
Turbocharger Lubrication
The charge air delivered by each turbocharger flows through an air cooler
and water separator into the common air receiver. Air enters the cylinders The turbochargers are supplied with lubricating oil from the turbocharger Emergency cylinder lubrication is available if the normal cylinder control fails
through the scavenge ports, via valve groups, when the pistons are nearly at LO system. There are two turbocharger LO pumps, one operating and one on such as when the cylinder lubricator pump frequency converter fails. Emergency
their bottom dead centre (BDC) positions. At low loads two electrically driven automatic standby. These pumps supply oil to the turbocharger bearings from control is started from the DMS2100i panel in the ECR as described in section
auxiliary blowers supply additional air to the scavenging air space. the turbocharger LO service tank via a cooler. The pumps have suction filters 2.8.1 of this machinery operating manual. Under emergency lubrication load
and there is also a tank filter unit with its own circulation pump. This pump control of the cylinder lubrication is no longer available and the feed rate
The pistons are cooled by bearing lubricating oil, supplied to the crossheads should be operating whenever the turbocharger pumps are running. is set to 100% of the normal lubrication output. Care is needed when using
by means of articulated lever pipes. The thrust bearing and turning gear emergency cylinder lubrication as over lubrication can increase the risk of
are situated at the engine driving end. The fuel and servo oil pumps for the scavenge and/or uptake fires. The emergency cylinder lubrication should be
Cylinder Lubrication System
common rail fuel system and exhaust valve actuation are driven by gear wheels switched on for a short period at least once each month in order to check that
from the crankshaft. Cylinder lubricating oil is supplied to each cylinder liner at points around the it is operational.
liner circumference, there being an upper row and lower row of lubricator
The engine is started by compressed air, which is controlled by the electronic quills. Lubricating oil from the cylinder lubricator pump unit is distributed to
starting air system. In case of failure of the engine remote control system both rows of quills; the cylinder lubricator unit also acts to lubricate the exhaust Cooling Water System (see section 2.5.1, High Temperature Fresh Water
(bridge and ECR control system), the engine can be controlled from a local valve spindle of the associated cylinder. The quills are fitted with accumulators Cooling Systems)
(emergency) control stand located at the forward end of the engine at middle which maintain oil pressure and control the injection of lubricating oil into The cooling water must be treated with an approved cooling water inhibitor
platform level. the cylinder. Should the accumulator fail, the oil delivery will no longer to prevent corrosive attack, sludge formation and scale deposits in the system.
be controlled by the pressure within the associated engine cylinder but is The engine cooling water system is classed as the high temperature system and
Lubricating Oil System (see section 2.8.1, Main Engine Lubricating Oil controlled by the delivery stroke of the lubricator pump. this is linked with the low temperature central cooling system by means of a
System) three-way temperature controlled valve. This valve diverts hot water from the
A single electric motor drives all cylinder lubrication pump modules, there HT engine cooling system to the LT central cooling system when the cooling
The engine lubrication system, with the exception of turbocharger and cylinder being two pump elements or plungers for each cylinder, one for the upper water outlet temperature from the engine exceeds a set temperature (generally
lubrication, is supplied by one of three main pumps, which take suction from quills and one for the lower quills. Oil is supplied by the pump plunger to a 90°C). The HT engine cooling system and the LT central cooling system make
the sump tank and supply the main bearings. One of two crosshead pumps progressive distributor block and the distributor block supplies the oil to the use of the same cooling water expansion tank and so they use the same treated
takes suction from the main pump discharge, after the automatic backflush associated lubricator quills. The oil supply from pump/distributor recharges water. There are two HT cooling water circulation pumps, one set as the duty
filter and supplies oil at increased pressure to the crosshead bearings. The the lubricator quill’s accumulator. The lubricator quill releases a quantity of pump and the other as the standby pump. HT cooling water is used as the
turbochargers have a separate lubrication system. oil into the cylinder depending upon the cylinder pressure. When the pressure heating source for the fresh water generator and this is the only direct cooling
at the quill injection point falls below the accumulator pressure oil flows into to which the HT system is subjected. A jacket cooling water preheater is fitted
Main Bearing Oil System the cylinder through the quill. When the cylinder pressure rises above the and this is used to maintain the engine temperature when the engine is stopped
accumulator pressure the non-return valve in the quill closes and stops the flow or running at low load; it may also be used for supplementary heating should
The engine main bearings and thrust block are supplied with lubricating oil by
of oil to the cylinder. For each cylinder a piston distributor, with two outlets, is that be necessary for operation of the fresh water generator.
the duty main lubricating oil circulation pump; there are two pumps located at
fitted after the lower level distribution block and this allows part of the oil for
the forward end of the engine and one at the after end of the engine. One LO
one quill to be directed to lubricate the exhaust valve spindle.
pump is working and one selected for standby. The oil is cooled before supply Fuel Oil System (see section 2.6.1, Main Engine Fuel Oil Service System)
to the engine. Oil from the main bearing system is also supplied, via articulated The fuel oil is supplied to a common rail by the fuel supply pumps which are
Cylinder lubricating oil differs from the oil used for crankcase lubrication as
lever pipes, to cool the working piston crowns. Main bearing and crosshead oil driven from the crankshaft by a gear system. The fuel pumps are arranged in
it needs to neutralise the acid products of combustion, maintain an oil film at
systems are interconnected, as the crosshead pumps take suction from the main a V form with four pumps in each bank. The pumps deliver pressurised fuel
conditions of high temperature and pressure, and keep the liner surface clean
bearing LO supply line to the engine. The integrated damper (axial detuner) oil to a collector which then supplies the common fuel rail; this fuel rail is
at all times. It is essential that the correct cylinder lubricating oil is used for
and the balancer are also cooled with bearing oil. maintained at a working pressure of between 600 - 700 bar, depending on load
the fuel being burned.
parameters. All parts of the high pressure fuel system are sheathed in order
Crosshead Bearing Oil System Lubricator pumps must be checked to ensure that they are operating correctly. to prevent high pressure fuel from entering the engine room spaces. The fuel
Two crosshead LO pumps, one working and one on standby, take suction from The cylinder lubricator pump unit is located at the back of the engine aft, at supply pumps are driven by a camshaft via three lobed cams. The three-lobed
the main LO supply to the engine and boost the pressure of the crosshead the turbocharger air cooler level. Normal cylinder lubrication is load dependent cams and the speed of the camshaft means that each pump makes several
supply. The bottom end bearings are also supplied with LO from the associated and this is controlled by the engine control system. The amount of cylinder strokes during a crankshaft revolution. There are eight fuel supply pumps and
crosshead, oil flowing down a bore in the connecting rod. The lubrication of lubricating oil going to each cylinder can be individually controlled. the output of the pumps is such that seven pumps have the capacity to meet full
load needs of the engine; with only six pumps operational the engine load must
be reduced below maximum. The common fuel rail is divided into two equal the duty HFO service tank. From the FO circulation pumps the HFO flows by the servo oil pumps which are driven by the same gear drive system as the
sections, one serving the forward six cylinders and the other serving the aft six through the steam heaters and then to the supply manifold for the high pressure fuel common rail pumps. The CCM controls an exhaust rail valve which then
cylinders. The common rail volume is such that the fuel pressure is constant common rail supply pumps. A circulation valve is fitted between the engine activates the exhaust hydraulic control slide valve and this directs hydraulic oil
throughout the operation of the engine. FO inlet and outlet lines and this allows for circulation of the fuel through the to and from the exhaust valve actuator unit. The servo oil acts on the lower face
conditioning module without supplying the engine. of the free moving exhaust valve actuator piston; as the piston moves upwards,
There are three fuel injectors fitted in each cylinder cover and high pressure when servo oil pressure is applied, it exerts a hydraulic force on the exhaust
fuel oil is supplied to these from the common rail. Each cylinder has its own The main engine is designed to operate on HFO during manoeuvring. All pipes valve piston and opens the exhaust valve.
injection control unit which controls the fuel supply to the injectors from the are provided with trace heating and are insulated. For reasons of safety, all
common fuel rail. Each injection control unit has three rail valves and three high-pressure pipes are encased by a metallic hose. Any leakage is contained The hydraulic system connecting the upper face of the exhaust valve actuator
injection control valves, one of each for each injector. The rail valve is an and led to an alarmed fuel oil leakage tank. The engine may be operated on piston with the exhaust valve piston (the hydraulic pushrod) is filled with
electrically operated spool valve which can be moved to each end of its casing MDO if necessary. engine bearing oil and a connection with the bearing circulation system ensures
by electrical signals from the WECS-9520. The spool valve acts as an open or that the space is always fully charged. This arrangement provides a complete
closed valve and when in the open position it directs control oil to the injection Starting Air System (see section 2.10.1 Starting Air System) separation of servo hydraulic system and valve actuation/bearing lubricating
control valve. The injection control valve opens and allows high pressure fuel oil systems and enables the exhaust valves to be serviced without disturbing
from the common rail to pass to the fuel injector thus beginning fuel injection The starting air system of the RT-Flex engine is similar to that of a standard the servo oil system.
at that injector. When the WECS-9520 signals the spool valve to close, the RTA engine except for the control of the cylinder starting air valves which is
injection control valve is closed and hence fuel injection stops. Control oil is incorporated in the WECS-9520 rather than a starting air distributor. Starting
air is supplied to the engine starting air manifold from the starting air receivers Charge Air System
supplied by the servo and control oil manifold at a pressure of 200 bar. The rail
valves are bi-stable solenoid valves with a fast actuation time; the valve is not via the starting air shut-off valve. Individual cylinders are supplied with Charge air for combustion in the cylinders is provided by three exhaust gas
energised for more than 4ms at any time. starting air via branch pipes which have flame arresters. driven turbochargers. The turbochargers draw air from outside of the engine
room and deliver it to the scavenge air receiver via a cooler and a water
The WECS 9520 controls the fuel injection system via the cylinder control The cylinder starting valve is operated by pilot air and the pilot air valve is separator. The charge air is cooled by water circulating in the low temperature
module (CCM), which not only regulates the start and end of injection but controlled electrically by the cylinder control module. The starting pilot air fresh water cooling system. Immediately after passing over the cooling elements
also monitors the quantity of fuel injected. The fuel quantity sensor measures valve is opened and closed directly by the cylinder control module (CCM) in the scavenge air cooler the air flows through a water separator where water
the actual amount of fuel injected and this information is relayed to the control once every revolution at defined crank angles during the starting period. When droplets are removed. It is essential that water droplets are removed from the
system. The control system calculates any change in fuel timing required from the engine has started the starting system is shut down. charge air; any water droplets entering the cylinder with the scavenge air can
the engine operating conditions and the actual fuel quantity injected. The remove the lubricating oil film from the cylinder liner, resulting in excessive
functioning of the fuel injection system is monitored at each cycle and changes Cylinder Exhaust Valve liner wear. Water entering the cylinder can also combine with the sulphurous
are made for the next cycle if necessary. Each cylinder has a single exhaust valve centrally located in the cylinder cover. products of combustion and cause cold corrosion in the cylinder system and
The exhaust valve is hydraulically opened; it is closed by air pressure acting uptakes.
Operation of the rail valves is under the control of the WECS-9520, which can on the air piston, which is located below the hydraulic actuating cylinder.
adjust the timing and quantity of fuel injection to suit operating conditions. When hydraulic pressure is applied to the actuating piston in order to open the The scavenge air coolers (SACs) must be monitored closely whilst the engine
Normally all three cylinder fuel injectors, which are of the hydraulically exhaust valve, the air trapped below the air piston is compressed. When the is operating as the scavenge air temperature has a significant influence on
actuated type, operate together but as they are independently controlled it is hydraulic opening pressure is removed the air pressure acts on the piston to cylinder performance. The charge air temperature must be maintained at 40
possible for them to be programmed to operate separately. In the event of one close the exhaust valve; this is known as the ‘air spring’. The space above the to 48°C during normal climatic conditions. In tropical waters the temperature
of the fuel injectors or its actuation system failing, the engine may continue to air piston is then vented and make-up air is supplied to the space below the air may be allowed to increase but it must never be allowed to rise above 50°C.
operate with the remaining two injectors. At low engine speeds one or two fuel piston, from the control air system, via a non-return valve, in order to replace
injectors may be cut out for each cylinder in order to minimise exhaust smoke. High charge air temperature reduces the air density which can result in poor
any leakage from the air spring cylinder.
The remaining operational fuel injector(s) operate at longer injection periods cylinder combustion. A high air inlet temperature produces a high exhaust
with the high fuel pressure maintained by the common rail. With injector(s) temperature and there is a maximum allowed exhaust temperature. If the air
The exhaust valve is fitted with a series of vanes on the stem, known as a
cut out the operating injector(s) are changed over every 20 minutes in order to inlet temperature is too high then the engine output may have to be reduced
spinner. When the exhaust valve is opened exhaust gas escaping from the
prevent overheating of the cut out injector(s) and ensure that all injectors have in order to maintain the exhaust temperature within set limits. Too low an air
cylinder acts on the spinner and causes the valve to rotate. Rotation of the
equal running. temperature can cause thermal shock in the cylinder.
valve evens out the temperature of the valve and as the valve is still rotating
when it reseats, this creates a light grinding effect which removes deposits
The fuel quantity delivered to the engine by the fuel conditioning module is A high air temperature and an increased temperature difference between
from the valve seat and valve face.
considerably greater than is actually required by the engine, the excess fuel cooling water inlet and outlet can indicate fouling of the SAC on the water
flows back to the mixing unit of the main fuel conditioning module. The side.
The cylinder control module (CCM) controls the exhaust valve opening and
mixing unit is located at the FO circulation pump suction and it also takes a closing. Hydraulic pressure for opening the valve comes from the servo oil
FO supply from the low pressure FO supply pump which draws HFO from common rail. The servo oil common rail is pressurised to a pressure of 200 bar
A high air temperature accompanied by an increased air pressure drop across The duty engineer must test the functioning of the mist detector unit at least Note: If the engine has been stopped for only a short period the cooling
the cooler, together with a reduced temperature difference between the cooling twice each day. Testing of the unit takes place at the control panel but each and lubrication systems will have remained running and the temperatures in
water inlet and outlet, is indicative of fouling on the SAC air side. detector head is fitted with indicator LEDs and checks must be made daily those systems maintained. Where maintenance work has been carried out on
to ensure that these are functioning. If a detector head fails or transmits an one or more cylinder units, the cooling water and/or the lubrication supply
The SACs must be cleaned according to the engine builder’s instructions abnormal signal an alarm is activated. Detector heads should be cleaned every may have been cut off to the cylinder units concerned. It is essential that all
and the frequency of cleaning will depend upon operating circumstances. month. cylinder units are brought up to the same operating temperature by allowing
The turbocharger turbine and impeller must also be cleaned at intervals the cooling water and lubricant to circulate for sufficient time.
recommended by the engine builder or as operating circumstances dictate. The control panel for the Kidde-Graviner oil mist detector is located in the
Facilities are provided for in-service cleaning of the turbine and impeller and engine control room. f) Check to ensure that all system vents are functioning and that
the engine builder’s cleaning instructions must be carefully followed in order systems are vented correctly.
to ensure effective cleaning and avoid engine damage.
Procedure for Preparing the Engine for Starting after a Short
Shutdown Period g) Switch on the WECS-9520 remote and engine control system.
For supplying scavenge air when starting the engine or when running at low All breakers in the supply boxes must be closed and the green
loads three electrically driven auxiliary blowers are provided. These should LEDs on all cylinder control modules (CCMs) should be
be selected for automatic operation and they will start prior to starting the Before starting the engine, the checks and procedures mentioned below must
be followed. illuminated. The CCM yellow indicator LEDs should flicker
engine or when the operating speed falls below a predetermined value. indicating that the CAN-BUS connections are functioning
The auxiliary blowers will stop automatically when the engine speed rises properly. The three green indicator LEDs on the common
above a predetermined value and sufficient scavenge air is supplied by the All components that have been overhauled should have been correctly re-
assembled and fitted and their function checked. All devices, cleaning rags and electronic unit (COM-EU) should be illuminated.
turbochargers.
tools, which were used, must be removed from the engine; a thorough check
must be made to ensure that no items have been left behind. h) Turn on the WECS computer in the ECR and ensure that the
Scavenge Air Space Fire Fighting System flexView95200P programme is running.
The engine is provided with a steam injection fire fighting system for the CAUTION
i) Supply power and control air to the control box for the automatic
scavenge air space. Up until item o) in the procedure below, the shut-off valves at the starting oil filter.
air receivers to the main automatic starting air shut-off valve, must be
Oil Mist Detector closed and the automatic starting air shut-off valve venting valve must j) Prepare the control oil system; start the duty control oil system
be open. pump and check that the system pressurises correctly.
Maker: Kidde-Graviner
a) Check the fluid levels of all the tanks in the engine systems k) Prepare the fuel system at the engine and vent the fuel rail by
No. of sets: 1
including the leakage drain tanks. means of the vent function in the flexView95200P programme
Model: Graviner Mk 6
in the WECS computer.
b) Check that all the shut-offs for the engine cooling water and
All units, the thrust block and the fuel pump casing are fitted with individual lubricating oil systems are in the correct position. l) Open and close each exhaust valve a few times using the
detector heads which monitor the crankcase of the associated unit continuously. flexView in order to ensure complete venting of the exhaust
The system is divided into two engines (sections), No.1 covering the individual c) Open the air supply to the shipboard system and to the engine valve hydraulic actuators.
cylinder unit detector heads and No.2 covering the fuel pumps, thrust bearing control air system.
and other detector heads. The control unit scans signals from the detector m) Open the cylinder indicator cocks and using the turning gear
heads sequentially and all engine detector heads are scanned regularly every d) Prepare the fuel conditioning module; this will normally already turn the engine at least one full revolution to check that all
1.2 seconds. The system has an alarm priority so that an alarm condition at any be operating and circulating heated HFO as the generators are the running gear is in order. Check if any water, oil or fuel
detector head is responded to as soon as it occurs. operated on HFO supplied by this unit. has collected on the piston crown. Operate the cylinder
prelubrication system.
It is essential that the oil mist detector system is maintained in a full and e) Start up the pumps for cylinder cooling water, bearing LO and
effective operating condition and that any alarms are acted upon immediately, crosshead LO and set the pressures to their normal values. n) Take out the turning gear and secure it in the OUT position.
as this instrument provides an essential safeguard against a crankcase The piston cooling is part of the bearing lubrication system.
explosion which can have extremely serious consequences. Activation of the Ensure that the cylinder lubricator boxes are filled with oil. o) Shut the indicator cocks.
oil mist detector initiates an engine slowdown or shutdown if very high mist The engine cooling water should be preheated to about 60°C
level is detected. and the lubricating oil should be preheated to about 35°C. The p) Check to ensure that all the crankcase doors are closed with all
turbocharger LO pump should also be started. the latches tight.
q) Check the pressure in the starting air receivers and open their z) Inform the bridge of the readiness to start the engine and obtain Slow Turning Function
drains until any condensate has been drained. permission to make a slow turn of the engine. When permission
is given press the MANUAL SLOWTURN pushbutton in the The procedure is similar to starting of the engine.
r) Open the drain and test valve 2.06 until the water has been ECR console. The engine will make one complete revolution
drained. on slow turning. When the slow turn has been successfully The shut-off valve for the starting air is opened by the control valve; starting
completed the engine is ready to operate and control can be air then reaches the cylinder starting valves. The cylinder control module
s) Close the starting air system venting valves and open the main transferred to the bridge. (CCM) activates the pilot air solenoid valves so that the main cylinder starting
air shut-off valves on the starting air receivers. Turn the main air valves are opened and closed for short intervals only. This ensures that a
starting air supply shut-off valve handwheel to the AUTOMAT reduced amount of starting air enters each cylinder and so the engine turns
position. Procedure for Operating the Main Engine over slowly.
Slow Turning
t) Open the control air supply shut-off cocks. The pressure gauges When the control system senses that the engine crankshaft has completed one
Turn by the turning gear:
on the pressure gauge panel should now show the starting air revolution, the slow turning function is deactivated and the pilot air solenoid
pressures (12kg/cm2 to 30kg/cm2) and control air pressures valves are energised for the full starting air period so that main cylinder
The crankshaft can be turned at a slow rate using the turning gear as explained
(7.0kg/cm2 to 9.0kg/cm2). starting air valves open for the full starting air admission period. The engine
in the procedure for preparing the engine for starting after a short shutdown
period. then starts normally on full air pressure.
Other gauges should be checked to ensure that they are reading the correct
pressures. These are:
Slow Turning with Starting Air Procedure for Supplying Fuel to the Main Engine
• Air spring air
The crankshaft can be turned at about 5-10 rpm by releasing the starting air by The fuel conditioning module supplies fuel to the main engine driven fuel
• Control air a measured amount. This is initiated from the control room and will operate pumps and these pressurise the common rail. The setting and operating of the
automatically during manoeuvring when a start is initiated after the engine has fuel conditioning unit is described in section 2.6.1 of this machinery operating
There should be an air supply from the board system via the pressure reducing been at standstill for 30 minutes or more. The engine rotates on air at between manual. The main engine may be operated on MDO or HFO but it is normally
valve 23HA and a backup supply from the starting air system via the pressure 5 and 10 rpm until at least one full revolution of the crankshaft has been operated at all times on HFO, MDO only being used when flushing through
reducing valve 19HA. These must be checked. completed. The fuel system is then released and the normal air start procedure prior to a prolonged stay in port or prior to work being carried out on the main
commences. engine fuel system. If environmental circumstances dictate, the main engine
u) Preselect the auxiliary blowers at the control panel; the blower may need to be operated on low sulphur HFO.
switches at their starter panels must be set to AUTOMATIC. The following conditions must be fulfilled before activating the slow turning
operation on air: The fuel conditioning module supplies fuel oil to the engine fuel supply pump
v) Press the EMERGENCY STOP pushbutton on the control • Turning gear is disengaged suction rail and these pumps then supply high pressure fuel oil to the engine’s
panel and observe if the pressure in the fuel rail drops. After common fuel rail. Excess fuel is always supplied to the fuel pump suction rail
this check, press the EMERGENCY STOP pushbutton again to • The WECS-9520 engine control system must be switched on
in order to ensure that the fuel pumps have sufficient fuel for all operating
reset the system. The EMERGENCY STOP pushbutton locks • Oil pumps are operating (bearing oil and crosshead oil) loads. Fuel not used by the engine is returned to the mixing tank of the fuel
in when it is pressed and must be pressed again to release and conditioning module. A pressure regulating valve at the fuel pumps releases
reset. • The control oil pump must be operating
excess fuel to the mixing tank; the fuel pressure at the supply pumps should
• The control system is set on REMOTE at the selector switch in be about 6.0 bar. This arrangement also ensures that when using heated HFO
w) Open the check cock of the main automatic starting air shut-off the engine side control panel there is a circulation of heated fuel to the engine system and so the fuel system
valve for a short time and listen for the valve opening, it can be remains at the correct temperature. All fuel lines are lagged and trace heated.
• Indicator cocks must be closed
heard distinctly. Close the cock again.
• The handwheel on the engine starting air shut-off valve must be When the engine is running on HFO the three-way supply valve from the fuel
x) Set the engine control system to the ECR. The changeover set to AUTOMATIC oil service tanks to the fuel conditioning module must be set for HFO; trace
pushbuttons must be activated and these must indicate which • Shut-off valves on the starting air receivers open heating must be applied to the system. The fuel conditioning module must be
station has control. operated so that the HFO in the system remains at the correct temperature to
• Air pressure for the exhaust valves air springs is correctly set
give the required viscosity at the fuel pumps. The engine may be started on
Note: Positive action is required at the local control stand for the setting of • During slow turning, the cylinder lubrication must be switched HFO but if the HFO in the fuel system has been allowed to cool down, heated
the control position. The bridge cannot take control of the engine, it must be on HFO must be circulated through the high pressure circuit of the engine for at
passed to the bridge from the engine control room. least six hours before starting. Preheating of the fuel oil is controlled by the
viscometer in the fuel conditioning module.
y) Check to ensure that no personnel are near the flywheel.
The viscosity of the fuel at the fuel pumps should be in the range 10-17cSt for • Turbocharger speeds temperature will result in poorer filling of the cylinder, which in
normal engine operation and the viscometer should be set to a value in this return will result in a higher fuel consumption and higher exhaust
• Charge air pressure
range. gas temperatures. The WECS-9520 will attempt to compensate
• Exhaust gas temperature before the turbines for this by adjusting the fuel supply to the cylinders.
Procedure for Changing from Marine Diesel Oil to Heavy Fuel A valuable criterion is also the daily fuel consumption, considering the 10) Check the charge air pressure drop through the air filter and
Oil calorific value. air cooler. Excessive resistance will lead to a lack of air to the
engine.
If the engine is started on MDO it should be changed over to HFO operation Note: Readings for exhaust temperature and other engine conditions (not
as soon as it is running in a stable condition and the HFO is heated in the HFO CFW or LO pressures and temperatures which are controlled externally) are 11) The fuel oil has to be carefully cleaned before being used. Open
service tanks. The three-way changeover valve at the fuel conditioning module only valid for comparison with earlier values if they are taken under similar the drain cocks on all fuel tanks and fuel oil filters regularly for
inlet is changed to the HFO position after one of the HFO service tanks has load and operating conditions. a short period to drain off any water or sludge which may still
been prepared for operation and the water has been drained from the tank. The have collected there. Maintain the correct fuel oil pressure at
viscometer will control the heating of the fuel in order to maintain the correct 3) Leakage of cylinder air start valves can be detected by feeling the inlet to the fuel injection pumps. Adjust the pressure at the
viscosity. Heating should take place gradually as HFO replaces MDO in the the air pipes to the valves. Care must be exercised to ensure injection pump inlet manifold with the constant pressure valve.
system; the fuel temperature rise should not exceed 15°C/min; temperature that no injury will result from touching a hot pipe. If a pipe
increase above this rate can result in seizing of the fuel pump plungers. Ideally shows signs of burning paint then it is much too hot to touch 12) The HFO has to be sufficiently heated to ensure that its
the change of fuel should take place when the vessel is operating in open waters and indicates serious leakage at the starting air valve. The viscosity at the supply to the common rail fuel pumps is within
at an engine load not exceeding 75% CMCR (Contract Maximum Continuous engine should be stopped and the starting air valve replaced the prescribed limits.
Rating); high engine loads will result in high fuel consumption and this can immediately. The faulty starting valve should not be used for
cause a fuel temperature change in excess of 15°C/min. manoeuvring and if it cannot be replaced before the next arrival 13) Determine the cylinder LO consumption. Extended service
in port, it should be isolated from the starting air system; this is experience will determine the optimum cylinder LO consumption.
Procedure for Changing from Heavy Fuel Oil to Marine Diesel achieved by deactivating the air start pilot valve in the WECS- The engine builder’s figures for cylinder LO consumption when
9520 and blanking the main air line to the faulty starting air the engine has been run in should be taken as a guide but it must
Oil valve. be realised that although a lower cylinder oil consumption has
economic advantages this could result in increased cylinder
The change from HFO operation to MDO operation is essentially the reverse 4) Main, crosshead and bottom end bearings are monitored for liner and piston ring wear. The condition of rings and liners
of that described above for changing from MDO to HFO. The change to MDO temperature and any overheating is readily detected. In the may be observed through the scavenge ports when the engine is
should take place when the engine is operating at less than 50% CMCR. MDO event of oil mist being generated by a hot spot in the crankcase stopped.
will gradually replace HFO in the fuel system and the viscometer will control the oil mist detector alarm will sound.
the heater. When the temperature of the circulating fuel oil falls to about 75°C 14) The cooling water pumps should be run at their normal
the steam supply to the heater and the trace heating can be shut off. 5) Check all shut-off valves in the cooling and lubricating system operating point, ie, the actual delivery head corresponds with
for correct position. The shut-offs for the cooling inlets and the designed value. If the temperature difference between inlet
Procedural Checks when Operating the Main Engine outlets on the engine must always be fully open in service. They and outlet exceeds the desired value, pump overhaul should be
serve only to cut off individual cylinders from the cooling water considered.
It is preferable to operate the engine at constant power. When the speed/load has circuit during overhauls.
to be altered, it should be done as slowly as possible. During normal running, 15) The vents at the uppermost points of the cooling water spaces
regular checks have to be made and precautions taken which contribute 6) When abnormally high or low temperatures are detected at a must be kept open to permit air to escape.
towards trouble free operation. The most important of these are: water outlet, the temperature must be brought to the prescribed
normal value very gradually. Abrupt temperature changes may 16) Check the level in all water and oil tanks, as well as all the
1) Frequent checks of pressures and temperatures. cause damage. drainage tanks of the leakage piping. Investigate any abnormal
changes.
2) The values read off the instruments should be compared with 7) The maximum permissible exhaust temperature at turbine inlet
those given in the acceptance records and, taking into account must not be exceeded. 17) Observe the condition of the cooling water. Check for oil
engine speed and/or engine power, they provide an excellent contamination.
yardstick by which the engine performance can be assessed. 8) Check combustion by observing the colour of the exhaust
gases. 18) Check the charge air receiver drain sight glass to see if any
The essential readings are: water is draining away and if so, how much. Water should
9) Maintain the correct charge air temperature after the air cooler drain from the water separator at the exit from the scavenge air
• The load indicator position
with the normal water flow. In general, higher charge air cooler.
19) Drain the scavenge spaces. To do this, open the drain cock of Manoeuvring Increasing the Power up to Sea Speed and Decreasing to
the leakage manifold daily and look to see if any liquid flows Manoeuvring Speed
out along with the charge air. Correct manoeuvring and increase in engine load up to service power, as well
as decrease in load from the service power, is very important with the high The engine load should only be increased and decreased gradually over a certain
20) Check the pressure drop across the oil filters. Clean them if engine power which can be developed. Changing the load too quickly in the time span usually 40 to 50 minutes, between full manoeuvring power and full
necessary. upper power ranges can result in increased wear and fouling, especially of the service power. However, this time span may not be less than 30 minutes when
piston rings and cylinder liners. increasing the load and 15 minutes when decreasing. The load programme
21) The temperature of the running gear should be checked by will automatically adjust the engine load and speed during this operation but it
feeling the crankcase doors. Bearings, which have been Slow load changes allow the piston rings to adapt themselves to the new must be appreciated that a gradual change is important to ensure that the engine
overhauled or replaced, must be given special attention for running conditions and therefore ensure optimum sealing. However, there systems are not overloaded and can react correctly to the change in operation.
some time after being put into service. Ensure that the oil mist must always be sufficient power available within a short time to ensure safe It must also be appreciated that the ship will travel for some distance when
detector is functioning. manoeuvring in ports and waterways. changing from full sea speed to manoeuvring speed and allowance must be
made for this by those responsible for navigation.
22) Always keep the covers of the rail unit closed and secured when Manoeuvring is the operation of leaving port until Full Away on Passage and
the engine is operating. Ensure that the flexible pipes located from the port approach until Finished with Engines. The manoeuvring range In case of an emergency manoeuvre, all the restrictions specified above are
within the rail unit box are not being damaged by rubbing is the speed range up to and including the manoeuvring speeds full ahead lifted, ie, the full power of the engine can be called upon when necessary,
against surfaces. Care must be taken to ensure that pipes and and full astern. This range is divided into four manoeuvring stages with because the safety of the vessel has first priority.
cables are clear of hot surfaces such as fuel lines and trace correspondingly allocated speeds.
heating pipes.
Note: A firm system of instructions between the bridge and engine room
Although there is no barred speed range it should be appreciated that if a must be established for calling for emergency manoeuvring if the engine
23) Listening to the noise of the engine will reveal any cylinder has been cut out for any reason a barred speed range may exist at room is in control of the main engine. These instructions and the means
irregularities. speeds where no barred range existed previously. The speed range will also by which they are applied must be fully understood by everyone concerned
differ depending upon which cylinder has been cut out. The engine builder with manoeuvring, on the bridge and in the engine room. The nature of
24) When the quality of the fuel used changes the maximum must be consulted as to what, if any, barred speed range may exist when a an emergency procedure is such that people have to respond immediately
pressure in the cylinder at service power must be determined particular cylinder is cut out. and have no time to ask what the procedures mean. All involved in the
at the earliest opportunity and compared with the pressure
manoeuvring and control of the propulsion machinery must be instructed in
measured during the corresponding shop trial (speed, power). Full manoeuvring speed is 65 rpm, ahead and 60 rpm astern; dead slow speed the emergency procedures upon joining the ship.
Fuels may have different ignition quality or CCAI (Closed is 25 rpm, slow 35 rpm and half is 50 rpm. The engine can normally be
Carbon Aromacity Index) and this can influence the time taken operated without restriction within the manoeuvring speed range provided that
for the fuel to ignite when injected and so change the rate of there are no restrictions imposed by the starting fuel limiter or the scavenge Operation at Low Loads
temperature and pressure rise. High peak pressures produced air limiter. The engine control and manoeuvring system will respond to engine
by burning a higher ignition quality fuel, without changing the speed requests but may restrict a rate of speed change due to engine operating In addition to the indications for normal operation, note the following:
fuel injection timing, can result in damage in the cylinders and conditions. • Auxiliary blowers are switched on
at the top and bottom end bearings. Where excess or very low
combustion pressure is caused by a change in fuel, the fuel The engine is designed to operate on heavy fuel oil at all times and control is • Keep the fuel temperature at the upper limit
quality setting (FQS) in the WECS-9520 must be adjusted. normally from the bridge. If required the engine may be controlled from the • Keep the jacket cooling water temperature as high as possible
control stand in the engine control room console. The engine manoeuvring within the normal range
25) Centrifuge the lubricating oil. Samples should be taken at system has control of the engine when in bridge or ECR control, the operator
regular intervals. simply passing speed and direction requests to the control system which adjusts • Keep cooling water temperature to air coolers as high as
the engine controls. It is possible to manually manoeuvre the engine from the possible while still maintaining normal flow
26) Ensure that the scavenge space drains are open and that waste Local (Backup) engine control stand which is located at the middle platform • Careful treatment of the fuel oil is of even greater importance
oil in the scavenge space drains freely. on the port side forward. Operation of the manoeuvring systems is described
• Check that the WECS-9520 is operating the fuel injection
in section 2.1.3 of this machinery operating manual and operation of the Local
27) Periodically check the lubricating, control, servo and fuel nozzles in sequence
(Backup) manoeuvring system is described in section 5.2.
oil systems for leaks. Any leak must be attended to as soon
The cylinder lubricating oil quantity is automatically adapted to the lower load.
as possible. The servo and control oil comes from the main
The lubricating oil quantities are regulated in accordance with engine load or
bearing LO system and it is essential that the filtration of this
position of the intermediate regulating shaft.
oil removes all solid impurities otherwise damage to rail valves
can occur. Clean LO for all systems is essential.
Procedure for Stopping the Engine Procedure for Running-In New Cylinder Liners and Piston Cylinder lubricating oil should be that which is normally used for the engine.
Rings If the fuel has a sulphur content below 1.5% it may be necessary to use a
Under normal circumstances the load on the engine should be reduced gradually. running-in cylinder oil; the use of fuel with sulphur content below 1.5% is not
The engine may be stopped from any of the normal control positions, i.e. the The purpose of the running-in procedure is to enable the rings and liners recommended unless the advice of the engine builder and cylinder oil supplier
bridge, the engine control room or the local manoeuvring stand. to reach operating conditions as quickly as possible with the rings bedded has been sought and advised adjustments made. Environmental reasons may
correctly with the liner. This ensures that the rings achieve a good seal against dictate the use of Low Sulphur HFO or MDO.
In an emergency the engine can be stopped by pressing the EMERGENCY the liner.
STOP pushbutton located on the bridge control panel, the ECR engine control The running–in programme advised by the engine builder must be followed.
panel or at the local manoeuvring stand. The WECS-9520 reacts by shutting off Before starting the engine fitted with a new liner and piston rings the following This allows for different cylinder oil feed rates for different periods of time
fuel injection, additionally, the pressure control solenoid valve on the pressure checks must be made: on different engine loads. The running-in period covers 500 hours. If in doubt
accumulator opens to drain off the pressure in the intermediate fuel rail. the engine builder should be consulted. During running-in the upper and lower
a) Carry out the normal prestart engine checks. quills should each receive 50% of the oil flow; after running-in the upper quills
should receive 50% to 70% of the oil flow and the lower quills 30% to 50%
Procedures after Shutting Down the Engine b) Check condition of piston rings and liners from the piston of the oil flow.
underside and check for signs of condensation and oil leakage.
After the engine has been stopped, the cooling water and lubricating oil pumps During normal engine operation attention must be paid to cylinder lubrication
should be left running for at least a further 20 minutes in order to allow the to ensure that cylinder liner/piston ring wear is not excessive; the cost of
c) Check the charge air cooler for contamination.
temperatures to equalise. The pistons are cooled by lubricating oil from the cylinder lubricating oil is high and a careful balance must be made between
main bearing system. These media should not be cooled down below their oil costs versus liner/ring costs and maintenance. Only approved cylinder
d) Ensure that the charge air water separator is clean and
normal inlet temperatures. lubricants must be used.
operational.
The starting air supply has to be closed as soon as possible after stopping the
e) Ensure that the charge air receiver drains are open and that the
engine: ie, shut the main starting air supply valves on the starting air receivers Fouling and Fires in the Scavenge Air Spaces
high level alarm is functioning.
and open the venting valve.
The principle cause of fouling is blow-by of combustion products between
f) Set the cylinder lubricator feed at the required rate. Care must
The indicator cocks in the cylinder heads are to be opened and the turning gear piston and cylinder into the scavenge air spaces. The fouling will be greater if
be taken when setting the cylinder lubricators in order to ensure
engaged. there is incomplete combustion of the fuel injected (smoking exhaust).
that all lubricator quills are operational and that the correct
For post-lubrication, the crankshaft must be turned using the turning gear for quantity of oil is directed to the cylinder. Prelubrication of the
cylinders should take place before the engine is started. Causes of Poor Combustion:
three full revolutions.
When running the engine operate as follows: • The fuel injectors are not working correctly; this may be due to
Where possible, keep the cooling water warm in order to prevent the engine
carbon trumpets on the nozzle tips
from cooling down too much, this is achieved by operating the jacket preheater.
Individual cylinder units may be isolated and drained should there be a need a) The load-up programme should not be faster than the running-in • The fuel is at too low a temperature
for maintenance work on particular cylinder units. programme indicated in the engine manual.
• Incorrect fuel injection timing
Turn the engine, at intervals, through several revolutions with the indicator b) During running-in the fuel supply must be limited to a load • Operation with a temporary shortage of air during extreme
cocks open, using the turning gear, (possibly done daily in damp climates). indicated by the manufacturer. Attention must be paid to the variations in engine loading and with the charge air pressure
Do this with the lubricating oil pump running and operating the cylinder instructions of the manufacturer at all times especially when
dependent fuel limiter in the governor set too high
lubricating pumps at the same time. After completing this procedure, ensure using coated rings as the properties of these differ with the type
that the pistons come to rest in a different position each time. of coating. • Overloading
• Insufficient supply of air due to restricted engine room
Repair all the defects detected in service (leaks, etc.). c) Check the condition of the running surfaces of the rings and
ventilation
liner occasionally. With the engine stopped the condition can be
Follow all the safety regulations when carrying out repair work or any checked through the scavenge ports. • Fouling of the air intake filters and diffuser on the air side of a
overhauls, which are due. turbocharger
When running-in the fuel must be the same as for normal operation. If the
engine must be started on MDO the change to HFO must be made as soon as • Fouling of the exhaust gas boiler, the air cooler, the air flaps in
The WECS-9520 system must remain switched on if the engine is to remain in the charge air receiver and of the scavenge ports
possible.
a manoeuvrable condition.
Causes of Blow-By of Combustion Products: d) The fire should be extinguished after 5 to 15 minutes but if it has Prevention of Crankcase Explosions
not, steps must be taken to ensure that the fire is extinguished as
• Worn, sticking or broken piston rings engine damage and the risk of a crankcase explosion is presented The oil mist in the crankcase is inflammable over a very narrow range of
• Individual cylinder lubricating quills are not working by a fire in the scavenge space. The extinguishing of a fire can mixture. Weaker or richer mixtures do not ignite but within the explosion range
be verified by checking the exhaust gas temperatures and by a serious explosion can occur. The common factor in all crankcase explosions
• Damage to the running surface of the cylinder liners monitoring the temperature of the scavenge space doors. is the presence of a ‘hot spot’ such as hot engine components due to a wiped
bearing, rubbing piston rod gland, gear wheel drive, or even a scavenge
If one or more of these operating conditions prevail, residues, mainly consisting e) A fire extinguishing system is provided for the scavenge spaces, fire. The hot spot vaporises the oil locally and this oil vapour condenses to
of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the and this should be used as required in order to extinguish a form very fine mist-like droplets. When the mist/air ratio passes the lower
following points: persistent fire. explosion limit, an explosion can occur and the mist/air mixture is generally
• Between piston rings and piston ring grooves ignited by the same hot spot which vaporises the oil. This explosion is the
f) After the fire has been extinguished, the cause of the fire must primary explosion and the severity depends upon how much mist is present.
• On the piston skirts be established and rectified. Any damage to the engine must be The pressure resulting from the explosion lifts crankcase relief doors and a
• In the scavenge ports corrected, the scavenge space cleaned and all water removed in partial vacuum then occurs in the crankcase; air enters the crankcase through
order to prevent corrosion. badly seated relief doors or other openings. The shock wave produced by the
• On the bottom of the cylinder jacket (piston underside) primary explosion breaks down the mechanically produced oil droplets in the
Checks made on the engine after stopping following the extinguishing of a crankcase into much finer mist like droplets. A new oil mist/air mixture is then
scavenge fire should include: present and this can be ignited by the hot spot producing a secondary, much
Causes of Fires in Scavenge Air Spaces
more severe explosion.
Cylinder liner running surface, piston and piston rings, air flaps in the scavenge
The blow-by of hot combustion gases and sparks which have bypassed the
air receiver (to be replaced if necessary), possible leakages, piston rod gland, A secondary crankcase explosion may or may not occur after a primary
piston rings between piston and cylinder liner running surface, enter the space
fuel injection nozzles. explosion. Much depends upon the strength of the primary explosion, the
on the piston underside.
ability of the shock wave to produce finer mist like oil droplet, and upon the
After a careful check and any necessary repairs, the engine can be put back on ability of a fresh air charge to enter the crankcase.
Backflow at piston BDC, when the gas pressure is higher than the charge air
load with cut-in fuel injection and automatic cylinder lubrication.
pressure, can cause increased contamination of the scavenge air spaces.
The engine is equipped with a Kidde-Graviner Mark 6 oil mist detector, which
Should a stoppage of the engine not be feasible and the fire has died down, the constantly monitors intensity of oil mist in the crankcase and triggers an alarm
Leaking piston rod gland sealing rings and blocked scavenge space drains
fuel injection can again be cut in, the load increased slowly and the cylinder if the mist exceeds the density limit. The oil mist detector can detect mist
result in an increase of system and cylinder lubricating oil in the scavenge
lubrication brought back again to the normal output. Avoid prolonged running concentrations of 3% of the lower explosion limit thus ample warning should
spaces and hence an increased risk of fire. The scavenge air spaces must be
with increased cylinder lubrication. be given of a dangerous situation. However, mist may be accumulating away
checked frequently and cleaned as required.
from the mist detector sampling points and action must be taken to slow or
Preventive Measures stop the engine as soon as a mist detector alarm is triggered; this will normally
Indications of a Fire happen because of the automatic slowdown system fitted.
As can be seen from the causes, good engine maintenance goes a long way to
• Sounding of the respective temperature alarms safeguarding against fires in the scavenge air spaces.
• A considerable rise in the exhaust gas temperatures of the Measures to be Taken when an Oil Mist Detector Alarm has
The following measures have a particularly favourable influence:
cylinder concerned and a general rise in charge air temperature Occurred
• Use of correctly maintained fuel injectors and keeping the air
• The turbochargers may start surging and gas passages clean a) Do not stand near crankcase doors or relief valves or in corridors
• Optimum adjustment of the fuel injection timing for low near doors to the engine room casing. An explosion can result
Fire Fighting Measures load operation (WECS-9520); checks to be made that this is in hot gas and flame passing out of the engine room space into
taking place together with alternate use of fuel injectors on the accommodation areas.
a) Reduce engine power.
cylinders when on low load
b) Reduce speed to slowdown level, if not already carried out
b) Cut out the fuel injection on the cylinder concerned; this is a • When running continuously at reduced load, check the cylinder automatically. Ask the bridge for permission to stop.
function in the WECS-9520. lubricating oil feed rate and readjust if necessary
• The permanent drain of residue from the scavenge spaces must c) When the engine STOP order is received, stop the engine. Close
c) Increase lubrication to the respective cylinder.
always be checked. To prevent accumulation of dirt, the drain the fuel oil supply.
cock on the collector main must be opened for a short time each
day d) Switch off the auxiliary blowers.
e) Open the stores hatch. The oil mist detector panel is located in the engine control room.
WARNING
f) Leave the engine room. Special Dangers Around the Main Engine
Vibration Damper
Keep clear of the areas below loaded cranes and lifting gear.
g) Lock the casing doors and keep away from them.
The engine is fitted with an axial vibration damper of the viscous fluid type.
This should not require any attention during operation of the engine but its The opening of test valves and cocks may cause discharge of hot liquids
h) Prepare the fire fighting equipment. or gases.
functioning is critical to the safe operation of the engine. The axial vibration
damper reduces the longitudinal, or axial, vibration of the crankshaft which, if
i) Do not open the crankcase until at least 20 minutes after The dismantling of parts may cause the release of springs.
it occurred, could result in bearing damage and failure of engine components.
stopping the engine. When opening up, keep clear of possible
spurts of flame. Do not use naked lights and do not smoke. The removal of fuel valves or other valves in the cylinder cover may
An axial vibration monitor is fitted and this has an indicator which displays the
peak to peak displacement. A high axial vibration level can be set to trigger an cause oil to run onto the piston crown. If the piston is hot an explosion
j) Stop the lubricating oil pump. Open all the doors on one side may blow out the valve.
alarm and also to initiate an engine slowdown. The duty engineer should check
of the crankcase. Cut off the starting air, and engage the turning
the monitor daily to ensure that it is functioning correctly.
gear. When testing fuel valves do not touch the spray holes as the jets may
pierce the skin.
k) Carry out a complete inspection of the crankcase regions
(including the thrust block) in order to locate the hot spot. Beware of high-pressure oil leaks when using hydraulic equipment,
Feel over by hand and visually inspect all the sliding always wear protective clothing.
surfaces (bearings, thrust bearing, piston rods, stuffing boxes,
crossheads, telescopic pipes, chains, vibration dampers, moment Arrange indicator cocks with the pressure relief holes directed away
compensators, etc.) for signs of overheating. Look for bearing from personnel, wear goggles when using the cylinder indicator.
metal, and discolouration caused by heat (blistered paint, burnt
oil, oxidised steel). Keep possible bearing metal found at the Do not weld in the engine room if the crankcase is opened before it is
bottom of the oil tray for later analysis. Prevent further hot fully cooled.
spots by preferably making a permanent repair. Ensure that the
respective sliding surfaces are in good condition. Take special Turning gear must be engaged before working on or inside the engine
care to check that the circulating oil supply is in order. as the wake from other ship’s in port or waves at sea may cause the
propeller to turn. Also, isolate the starting air supply. When personnel
l) Start the circulating oil pump and turn the engine by means of are working on the engine only those engaged in the particular task
the turning gear. Check the oil flow from all bearings, spray should be able to operate the engine turning gear. Notices must be
pipes and spray nozzles in the crankcase, gear wheel case and placed at the turning gear starter to indicate that personnel are working
thrust bearing. Check for possible leakages from pistons or on the engine.
piston rods. Check that oil is flowing from all bearings and that
the supply pressures are correct. Use gloves when removing O-rings and other rubber/plastic based
sealing materials which have been subjected to abnormally high working
m) Start the engine. Ensure that the oil mist detector is functioning temperatures as they may have a caustic effect.
and has been calibrated. After running for about 30 minutes, stop
and feel over. Look for oil mist. Especially feel over the sliding
surfaces, which caused the overheating. There is a possibility
that the oil mist is due to atomisation of the circulating oil,
caused by a jet of air/gas, eg. due to the following: Stuffing
box leakages (not air tight) or blow-by through a cracked piston
crown or piston rod (with direct connection to crankcase via
the cooling oil outlet pipe). An oil mist could also develop as a
result of heat from a scavenge fire being transmitted down the
piston rod or via the stuffing box. Hot air jets or flames could
also have passed through the stuffing box into the crankcase.
2.1.2 Wecs-9520 Engine Control The remote control processes the engine telegraph command with internal Alarm Monitoring System
settings (scaling, load program etc.) to a speed reference signal for the
governing system. The monitoring system receives alarm messages, divided in two groups:
RT-Flex Control Systems Overview
• Some general failures alarm signals are hard-wired for the
The RT-Flex engine control is shared between the WECS-9520 internal engine Flex-View following general failures:
control and the external propulsion control systems which comprise the remote • Leakage alarms at the rail unit, supply unit and the injection
control system, the safety system, the electronic governor and the alarm The Flex-view software allows the operator to communicate with the WECS components
monitoring system. and enables the operator to see operating parameters as required. A separate
monitor is used for display of the Flex-view (see description later in the • Fuel pressure actuator failure
section). • Fuel pump outlet temperature deviation monitoring
WECS-9520 Engine Control System
• WECS power supply monitoring
The WECS-9520 is the core engine control, it processes all actuation, regulation Electronic Governor System • Other WECS failure signals are transmitted via redundant
and control systems directly linked to the engine: (module-) bus connection The standard WECS-9520 execution
The Lyngsø electronic governor system (see section 2.1.5) supplies the fuel
• Common rail monitoring and pressure regulation uses a Modbus interface to send failure messages to the AMS
command for the WECS-9520 and regulates the engine speed. The fuel
via the WECS modules FCM No.3 and No.4.
• Fuel injection, exhaust valve and starting air valve control and command is calculated from the speed reference signal of the remote control
monitoring system in relation to the engine load. The fuel limiter in the governor system
• Interfacing with the external systems via the CANopen or MOD limits the fuel command depending on the actual engine speed and the charge WECS Failures on the Alarm Monitoring System
bus air pressure in order to avoid engine operation beyond the propeller law curve;
these features are designed to prevent smoke and restrict torque to the normal Five different groups of WECS failures are transmitted via the CAN/Modbus
• Engine performance tuning, IMO setting and monitoring range. to the alarm monitoring system:
The WECS modules are mounted directly on the engine and communicate via • Passive Failures. Failures of redundant sensors, busses or
an internal CAN-bus. Operator access to the WECS-9520 is integrated in the Engine Safety System components
user interface of the propulsion control system. The manual control panels and • Common Failures. Cylinder unit failures without redundancy or
the flexView system allow for additional communication with the WECS. The Lyngsø engine safety system (see section 2.1.4) activates slowdowns and common system failures that do not cause any speed reduction
shutdowns in case of overspeed or other abnormal conditions of the engine
Each engine cylinder has its own module for all cylinder related functions; all or its auxiliary equipment. The functions of the RT-Flex engine are similar to • Cylinder Failures. Any cylinder unit failures that cause a
common functions are shared between the cylinder modules. the conventional RTA engines, with some different/additional functions. The slowdown via the AMS
WECS-9520 uses redundant BUS communication with the safety system. The • Rail Pressure Failures. Common rail pressure failures that cause
engine safety system (not the WECS-9520) directly activates the hard-wired a slowdown via the AMS
External Engine Systems Remote Control and Monitoring emergency stop solenoid to depressurise the fuel common rail.
System • WECS Critical Failures. System critical failures that cause
The engine safety system delivers the following digital outputs to the WECS immediate stopping of main engine and can not be overridden
The Lyngsø remote control system (see section 2.1.3) is the operator interface via the CAN Module Bus: by the safety system.
to the engine allowing four manoeuvring commands to the WECS-9520:
• Inverted main bearing shutdown signals for starting and dry-
• Start (including air braking) running protection of the control oil pumps WECS-9520 Functional Design
• Stop • Shutdown signals to the WECS in order to activate WECS The WECS-9520 system is built with a single multifunctional electronic
• Ahead internal shutdown responses module FCM-20 (Flex Control Module 20) There is one FCM-20 for each
cylinder and these are mounted in a cabinet (E95) below the rail unit.
• Astern WECS failures which require speed reduction are activated through the Alarm
• Air Run Monitoring System (AMS) to the Engine Safety System. An additional online spare FCM-20 module is located in the Shipyard Interface
• Slow Turning Box (SIB - E90).
• Slow Turning Failure Reset The FCM-20 modules communicate with each other by means of a fast internal
CANopen system bus. Additionally each module has two module busses
(a CANopen bus and a MODbus) which are used for communication with
external systems (such as the propulsion control system and the alarm system), Manual Control Panels • AUX BLOWER STOP
backup control panels and actuators.
Stops blowers during automatic mode only if engine is not
There are WECS-9520 Manual Control panels in the engine control room running. In manual mode stops blowers at any time.
FCM-20 Hardware console and at the engine local control stand.
• SPEED CONTROL MODE
There are high an low power connections on the FCM-20 modules. On the The manual control panel has a four line display and 15 pushbuttons. Each of • REMOTE CONTROL MODE
upper left-hand side of the FCM-20 modules are the interface plugs for the the pushbuttons activates a particular manoeuvring function and most are fitted
high/pulsed power outputs and on the lower right there are the interface plugs with and indicator LED. • ECR MANUAL CONTROL
for the low power signals and the data busses. • LOCAL MANUAL CONTROL
The display provides information necessary for operation of the engine and
LEDs indicate I/O condition. Some of these LEDs change their colour this includes:
in the event of failures or short circuits. Blink codes give detailed failure Select Speed or Fuel Control mode. Speed or fuel commands are set by means
information. • Speed and / or Fuel Command of the Speed/Fuel Oil dial on the ECR or local control manual panels.
• Start Interlocks
The last command is stored, when changing over control between one manual
FCM-20 Module Functions • Safety events (SHD, SLD, OVSPD) panel to other manual panel or when changing from remote to manual
• Rail pressures control.
The internal FCM-20 functions within the WECS-9520 can be separated in
two groups: • Engine speed Speed control mode is only possible, if the speed governor system in the
• Fuel rail pressure Propulsion Control System and the bus connection is operational.
Common Functions
• Servo oil pressure • Safety System Reset
• Fuel oil and servo oil rail pressure regulation and monitoring, • Control oil pressure Resets shutdowns on the safety system.
control oil pump control
• SHD Override
• Storage and processing of tuning data (IMO, engine-specific The following pushbuttons are fitted in the manual control panel:
Overrides shutdowns if pressed once, next pressing of this
and global settings) • START AHEAD releases override (the red LED indicator in the pushbutton is
• Internal WECS monitoring (power supply, software watchdog, • STOP illuminated when the shutdown override is active).
CRC and hardware checks)
• START ASTERN • Sound Off Alarm Ack
• Calculation and processing of common control variables (VIT,
Resets the audible alarms from the safety system and slow
VEC, VEO, engine state) Starting air is released when the START AHEAD or START ASTERN turning failures on this panel. If the ACK. pushbutton is pressed
• Interface to propulsion control system and to backup panels in pushbuttons are pressed. The engineer must decide, when and for how long for more than 5 seconds, the WECS-9520 software information
the ECR and at the local control stand starting air or braking air is supplied and all necessary IMO check values are indicated in the screen
• Failure indications with information from the module LEDs • AIR RUN display until the button is pressed again.
• Auxiliary blower request at low charge air pressure Releases starting air in the ahead direction to turn the engine
over on air, as long as the push button is pressed.
Cylinder Related Functions • SLOW TURNING
Releases a Slow Turning sequence. Slow turning failures are
• Engine start, fuel injection and exhaust valve control according indicated in the display. Reset slow turning failure by pressing
to settings in the data container and commands and parameters the pushbutton again:
received across the CANopen System bus
• AUX BLOWER PRESEL
• For synchronizing the valve control timing with the crank angle,
each FCM-20 module reads and processes the crank angle Pre-selects blowers for automatic mode; start / stop depends on
signals from the SSI-Bus and calculates engine speed, crank actual charge air pressure. Blowers may be started manually,
angle and rotational direction the engine cylinder if both charge air sensors fail. The display indicated “Aux.
Blower Man. Ctrl. / No Blowers running”
WECS-9520 Hardware Sensor angle values are compared with TDC pulse signals from a pick-up on
the flywheel. If the TDC signal does not match with a sensor’s crank angle
Rail Valves
sector around 0°, a common failure or a critical failure (engine stops) is
The rail valves are ultra-fast switching ( approximately 2ms) electro-hydraulic initiated by the WECS-9520 (depending on the deviation angle).
solenoid valves. Due to the high actuation current and the thermal load on the
solenoid coils they may not be energized for more than 4.5ms. This “on”- time The final master angle value is calculated from the measured angles and used
is sampled, monitored and limited by the WECS-9520. to determine crank angle, engine speed and direction of engine rotation.
Rail valves are bi-stable, ie, the selected position remains until a counter-
direction is set by the WECS.
After installing or replacing a bi-stable valve, its position open/close is Illustration 2.1.2a Common Rail Pump
unknown. To make sure the valves are always in the safe ‘No injection’ and
FCM-20
‘Exhaust valve closed’ position when the engine is stopped, the WECS-9520
sends set pulses to all rail valves in regular intervals ( approximately every Servo Supply
10s). 200 bar
Volumetric
Injection
Any failure or sticking of a rail valve will result in defective operation of the Distribution to Cylinders Control
fuel injector or exhaust valve. The fault will be recognised by the WECS which
will initiate an engine slowdown and activate an alarm.
Common Rail (1000 bar)
Crank Angle Detection
Without a direct mechanical crank angle transmission to the control elements Key
Fuel
for fuel injection and exhaust valves, it is necessary to measure the actual crank Fuel Oil
angle electrically. The crank angle sensors for the WECS-9520 have an absolute
angle resolution, therefore the exact crank angle value is present immediately
after powering up (without having to initialise the angle transmitters before a
vacant output is present).
Two crank angle transmitters are connected with serrated belts to a specially
designed drive shaft. This application prevents transmission of axial and radial
crankshaft movements to the sensors.
Each sensor transforms angle data from an optical code disk into a bit frame.
The FCM modules read these bit frames from a SSI bus (Synchronous Serial
Interface Bus).
In order to synchronize the messages between the FCM-20 modules and CA-
sensors (crank angle sensors), each SSI bus has an own clock bus, the bit
frames are sent via the data bus.
The two last FCM-20 are clock bus masters (eg, those fitted to No.11 and
No.12 cylinders). No.11 cylinder FCM-20 supplies clock pulses to sensor 1
and the other modules on bus 1. No.12 cylinder FCM-20 supplies clock pulses
to sensor 2 and the other modules on bus 2.
Signals from both crank angle sensors are processed and checked for errors
within each FCM-20.
Fuel Injection Control

Illustration 2.1.2b Injection Unit Layout
The RT-flex engine uses a common rail fuel system in which all cylinders
are supplied with high pressure fuel from a common fuel rail. The fuel rail Control Oil
is pressurised by means of a number of reciprocating fuel pumps driven Fuel
Control Oil
by the engine crankshaft through a system of gears. The common fuel rail Quantity Signal
is maintained at a constant pressure throughout engine operation. The fuel
injectors of each cylinder are supplied with fuel, with the correct timing, by a
cylinder volumetric injection control unit which is activated by servo oil and
Fuel Injection
controlled by the cylinder`s FCM-20.
Injection Control (Volumetric Injection Control)

Each FCM-20 calculates the necessary injection timing for its own cylinder Orifices
by processing the crank angle signal and the fuel command received from the
speed control.
Fuel
Fuel
Injectors Key
Normal Operation Rail
Hydraulic Oil
Some degrees before the piston reaches TDC, the FCM-20 calculates the
correct injection begin angle, taking VIT and FQS into consideration. Further Fuel Oil
a deadtime is added to compensate the time-difference between the injection
Fuel
command from the control system and the real injection begin. The deadtime
is measured during the injection cycle by comparing the elapsed time between
The time elapsed between the injection command being issued by the WECS
command release and begin of movement fuel quantity sensor. The fuel
and the initial movement of the fuel quantity piston is the injection begin
quantity sensor further gives a feedback of the amount of injected fuel and is
deadtime. Similarly at the end of the injection period the fuel quantity piston
compared with the fuel command. Injection begin and end are triggered and
does not stop immediately and this return deadtime must be allowed for by the
actuated by the FCM-20.
WECS when determining when to issue an injection end signal. No operator
action is required as the WECS determines what deadtime correction is
When the rail valves are switched to ‘Injection’, fuel is supplied from the
required for each cylinder at each piston stroke.
volumetric control unit through injection control valves to the fuel injector
nozzles. During fuel displacement the fuel quantity piston, in the volumetric
control unit, moves inwards and delivers a feedback signal (representing the Low Load Operation
injected fuel quantity) to the FCM-20. The cylinder`s FCM-20 compares this At low engine load the WECS-9520 cuts out one or two of the three fuel
value with the required amount of fuel necessary to produce the desired power. injectors per cylinder. This is used to avoid visible smoke emission and to
When the correct amount of fuel has been injected, the FCM-20 switches the reduce fuel consumption.
rail valves to the “return” position. There is a further time delay period before
the quantity piston movement is actually stopped. This injection return delay During any fuel injection the pressure of the injected fuel can only be
is compensated for inside the WECS-9520. controlled after an initial peak. Injecting a certain fuel volume with one fuel
injector takes longer than with two or three fuel injectors. This longer injection
The injection control valves interrupted the fuel supply to the injector nozzles, time allows a larger part of the fuel to be injected with a controlled pressure
due to the rising pressure in volumetric control unit and the fuel quantity piston and thus improved atomization for an optimised combustion.
moves back to its initial position.
To avoid thermal stress to cylinder liners, the active fuel injectors are cycled
Injection Deadtimes every 20 minutes. Cycling from one fuel injector to another is done with 30
seconds time delay between each cylinder to prevent speed from dropping
For a number of reasons there are delay periods in the operation of all items in
down during nozzle transition. When a new relatively cold fuel injector takes
the fuel injection system.
over injection, smoke emission increases shortly until operational temperature
for injector is reached.
Exhaust Valve Control Fuel Quality Setting (FQS) and Variable Injection Timing Fuel Pressure Control
(VIT) Engine Starting
The exhaust valve is opened by servo oil pressure and closed by an air spring,
in the same manner as with conventional Sulzer engines. A partition device FQS: Fuel Quality Setting is the manual offset for the injection timing due to When the engine is at standstill the actuators respond to the existing pressure in
isolates the (fine-filtered) servo oil for the rail valve loop from the normal the variation in fuel ignition quality. This is a factor of the fuel and not the the fuel rails and set their output accordingly. With depressurized common rail
bearing oil for the exhaust valve actuation. The stroke of the valves spindle engine. the lever output is 95-100% depending on WECS-9520 parameters. Starting air
is measured by two analogue position sensors for a feedback to the WECS- is released and the engine turns over on air alone until a minimum required fuel
9520. VIT: Variable Injection Timing is the advance or retarding of fuel injection rail pressure is reached. With the engine turning on air the fuel pumps operate
according to engine load for optimised fuel consumption and NOx emission. and increase the fuel pressure in the fuel common rail. The WECS monitors
• The valve opening angle is calculated in each cylinder FCM-20
the fuel rail pressure and releases engine firing as soon as the rail pressure is
according to measured crank angle, nominal opening angle and
The VIT angle calculation for the RT-Flex depends on speed (RPM), charge above 320 bar.
VEO (Variable Exhaust-Valve Opening) requirement
air pressure and the (new) fuel rail pressure. The (new) fuel rail pressure
• The exhaust rail valves are triggered to the “Open” position. compensates for the differences in injection timing resulting from different Engine Running
Servo oil pressure operates the exhaust control valve which fuel injection pressures in the fuel rail. Higher fuel pressure causes advanced
supplies the servo oil to the space below the partition device. With the engine running the following steps take place for fuel pressure
injection and higher maximum pressure (Pmax). Thus the injection start angle
The partition device piston compresses the oil in the actuator control.
is retarded by a small amount with increasing fuel rail pressure.
pipe, which finally opens the exhaust valve spindle. • Two transmitters supply the actual value of the fuel rail pressure.
• The time between the ‘Open’ command and the initial movement Variable Exhaust Valve Opening (VEO) and Variable Exhaust For faster response of the dynamic pressure regulation, any
of the spindle is measured. It is called opening deadtime.• change of the fuel command for engine speed control is
Valve Closing (VEC) additionally transmitted as feed forward to the control loop
At the next revolution this deadtime will be adjusted if necessary
by switching the rail valve a little earlier or later to compensate • No.3 or No.4 FCM-20 module calculates the necessary rail
VEC (Variable Exhaust Valve Closing) is used in order to control cylinder
of hydraulic delays pressure and the output signal which must be sent to the fuel
compression pressure and so keep the firing ratio (Pmax/Pcompr) within the
• The valve closing angle is determined and controlled by the permitted range during advanced injection. pump actuators (4-20 mA signal range)
FCM-20 including the VEC (Variable Exhaust-Valve Closing) • The fuel pumps charge up the fuel rail pressure via the
and a closing deadtime if required VEO (Variable Exhaust-Valve Opening) keeps the exhaust gas pressure intermediate fuel accumulator. The resulting pressure in the rail
blowback constant by earlier valve opening at higher speed; this helps improve depends on the quantity of oil coming from the fuel supply unit
fuel economy and reduces deposits on the piston underside. and the outgoing fuel to the injectors.
VEC and VEO are calculated by the WECS-9520 and they cannot be changed
manually. Pressure Regulation
• The jerk-type fuel pumps react to a new actuator setting only

at the next delivery stroke. This generates a deadtime until the
Illustration 2.1.2c Exhaust Valve Control pumps can compensate for an increasing or reducing fuel rail
pressure
Key • The first event that happens before the system requires more or
Orifice less fuel is a change of the fuel command. For faster response
Hydraulic Oil
of the dynamic pressure regulation any fuel command change is
Air Oil Supply additionally transmitted as feed forward to the control loop
Exhaust Rail Exhaust Control
Valve Valve
Shutdown
Partition
Device
Position Sensor
A shutdown from the Safety System takes place as follows:
• The safety system releases the pressurized intermediate fuel
Air accumulator to the fuel return line by opening the hydraulic fuel
shutdown valve (3.07) via the emergency stop solenoid (3.08)
Servo Oil
Exhaust Valve
Servo Oil
• The WECS-9520 sets the fuel actuator outputs to zero in order • Flushing of the automatic filter for servo oil and control oil Module Redundancy
to terminate fuel feed to the rail unit; while this is taking place circuits
the engine is not yet stopped Redundancy is incorporated in the system to enable emergency operation with
• Air spring supply. Correct setting of the air spring pressure is
• Fuel injection commands are blocked by the WECS-9520 essential for correct exhaust valve timing. damaged control parts:
Flex Control Module FCM-20

Servo Oil Pressure Control Note: Control air for the air spring has to be adjusted to 6.5 bar at valve
23HA. Standby control air has to be adjusted to 6 bar at valve 19HA. • If a FCM-20 fails, the corresponding cylinder is cut out, all
The servo oil rail pressure is controlled depending on the engine load. At part other cylinders remain operative
load the pressure is reduced as the servo oil pressure must adjust the opening
speed of the exhaust valve due to the lower cylinder firing pressure. Starting Valve Control • Any FCM-20 module can be exchanged with the online spare.
The respective software and parameters are already stored
• An FCM-20 module uses the fuel command and engine speed The opening and closing of the starting pilot valves (2.07) is controlled by the within the online spare module and no software download or
as engine load references in order to calculate the necessary corresponding cylinder FCM-20 module, depending upon the crank angle. The reprogramming is necessary
setpoint for the servo oil pressure. Each servo oil pump is nominal opening angle is 0° and the closing angle is 110°
controlled by a different FCM-20 module • When introducing a new FCM-20 module from stock as the
system online spare it will load up the software and parameters
• Pressure command and engine direction are delivered via CAN The automatic starting valve (2.03) is activated by solenoids ZV70113C and
from the modules already present in the system when it is
bus to the electronic controller cards for the pump ZV7014C via No.1 and No.2 FCM-20 modules, when the remote control
installed. If a new module is installed as the online spare it will
system sends a START signal over the bus.
• With the engine at standstill, the control oil circuit feeds the not have any affect on the operation of the system. If a new
servo oil rail with oil at a pressure of approximately 75 bar, (the module is installed in any place other than the online spare
For slow turning and slow turning failure reset the remote control sends
pressure may be adjusted at pressure reducing valve 4.27) position, without having valid software installed, the module
separate signals to No.1 and No.2 FCM-20 modules. The slow turning speed
function will only be activated after completing data transfer to
can be adjusted in the WECS-9520 parameters by adopting pulse cycles.
the new module.
Control Oil Pressure Control
An Air Run signal enables the engine to be turned over in the ahead direction
The control oil pump(s) supply an oil pressure of 200 bar to operate injection with start air.
rail valves and to prime the servo oil rail (with reduced pressure), when the
engine is at standstill.
• Control oil pressure is adjusted at pressure retaining valves on Illustration 2.1.2d Starting Valve Control
the control oil block
• A dry-run protection system is provided within the WECS Key
software to afford protection in the event of low bearing oil
Air
pressure
• From standstill until 50% engine load both control oil pumps Electrical Signal
are running
Closed
• At higher engine speed one of the pumps is switched off
Automatic
and restarts only if the control oil pressure delivered by the Opened
remaining pump drops below 170 bar
30 30
bar bar
Control Air
Signal from Turning
Starting Air PS Gear Interlock
Control air is used for:
Can Bus
• Actuation of the automatic start valve
Control Air Cylinder RCS
CCM 1-n MCM 1/
• Air supply for the OMD for Air Spring Starting
Valve
System Redundancy Pump Redundancy The FlexView Software

System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus Fuel Pumps and Actuators
The flexView is available via the separate control room computer, monitor
(CA)
If a fuel pump or actuator is damaged, the connected regulating linkage(s) and keyboard; it takes its feeds from the WECS-9520 system. The flexView
Two busses are always active. If one bus is interrupted, shortened or otherwise can be blocked manually in the full delivery position. The corresponding programme is available via the FV icon in the desktop.
damaged, the second bus is still available for communication. Engine operation fuel pumps will deliver max. pressure. The (second) actuator(s) regulate(s) at
is not interrupted. a lower output and the fuel pressure control valve (3.06) limits the fuel rail The flexView screen is divided into two cards or pages; each card can be
pressure to 1,050 bar. selected individually for convenient access and for monitoring of alarms,
indications, engine processes and parameters. Cards are selected from the
WECS-9520 Power Supply (E85/E87) menu bar at the top of the cards. For safety reasons, access to certain pages
All modules have two redundant power supplies. Servo Oil Pumps
and parameters is limited.
With one damaged servo oil pump the engine remains operational at full load;
Sensors with two damaged pumps operation is only possible at part load. Two standard cards Indic and Journal are show by default. Indic displays actual
All vital sensors and transmitters are duplicated and their mean values are used engine speed, fuel command, common rail pressures and some general injection
for controlling the engine. If one sensor fails, the WECS-9520 indicates the Control oil pumps and exhaust valve data. Journal displays engine related failures and indications
specific sensor failure and continues to work with the remaining sensor. with details of time of occurrence, acknowledging time and restoration time.
If a control oil pump fails, the servo oil rail feeds the control oil circuit via Different indication groups are displayed in different colours.
non-return valve 4.29, until the second control oil pump builds up pressure.
Sensor Redundancy With both control oil pumps damaged, emergency operation is possible with
exclusive oil supply from servo oil rail. Failure Log Journal
Crank angle sensor
The failure log displays failures transmitted to the alarm monitoring system
If one of the two crank angle sensors is out of order, WECS stays operational Other Redundancies including WECS critical failures, shutdowns, rail pressure failures and
with the remaining cylinder failures. The background colour differs for different systems and
Fuel Shut Down Valve / Emergency Stop valve acknowledged failures change to a white background. A failure is selected
With the fuel shutdown valve (3.07) or the emergency stop solenoid (3.08) with the mouse followed by pressing click and enter in order to acknowledge
Crank Angle Sensor
damaged, any SHUTDOWN or EMERGENCY STOP commands are only the failure.
If both sensors are damaged, the engine cannot be operated. It is necessary to processed by blocking fuel injection commands and setting the fuel actuator
replace at least one sensor. output to zero. Stopping the engine is always possible. Exhaust Valve Card
Each exhaust valve has two sensors for the open and closed positions. This
TDC- Pick-up Remote Control / Speed Control System card displays the opening and closing positions in terms of a mA signal. The
A damaged TDC sensor is signalled by the WECS monitoring system, but will With damaged remote control or speed control, the engine can still be operated deadtime and On time open/close are shown in other columns. Values displayed
normally not stop or slow down the engine operation. from the manual back-up panel in the engine control room or from the manual enable the operation of individual exhaust valves to be assessed.
local control panel.
Fuel Quantity Sensor Fuel Injection Card
If the speed control is still operational either fuel control mode or speed control
With a damaged fuel quantity sensor, the FCM-20 module uses a fixed This card displays tables related to the fuel injection system showing
mode from the WECS-9520 manual control panels.
deadtime to calculate the injection begin angle and an artificial fast ramp signal information for the fuel quantity piston, the injection begin deadtime, the
for the fuel quantity, which results in less injected fuel on the affected unit than injection begin angle and the injection begin time. Also displayed are data
at normal operation. related to the rail valve operation.
Exhaust Valve Position Sensor User Card

Each exhaust valve has two redundant position sensors. If both fail, the This card enables the user to adjust the FQS, select VIT and heavy Sea modes,
FCM-20 module controls the exhaust opening and closing valve angles with make changes to the common start valves, cut out cylinders and change over
optimised, fixed opening and closing times the control oil pumps. Changes must only be made by authorised personnel and
then only by individuals who are familiar with the software. An item may only
be selected for changing if its display box is white, if the box is greyed out the
item cannot be changed
Adjust Card
The adjust card enables the operator to change certain operating parameters
including slow turning timing and auxiliary blower start timing. It is also
possible to change the artificial injection quantity feedback signal, exhaust
valve closing offset, injection begin offset and injection correction factor.
View Menu
The view menu allows the operator to select a number of different trend menus
for monitoring the common rail system and the exhaust valve system. Special
fast trend recording is available for recording the performance of the exhaust
valve system and the injection system.
The following trends are available:

• Open Trend Menu which gives an option of four different
trends; Performance, Start, Crank angle and Rail pressure
• Exhaust Valve Curve which covers operation of the exhaust
valves over single cycles
• Injection Curve which displays the fuel injection operation over
a single cycle
Hydraulic Systems
The WECS-9520 controls fuel injection and exhaust valve operation via a
hydraulic servo system and a hydraulic control system. Oil for both of these
hydraulic systems comes from the main engine lubrication system. It is
essential that the oil in the control and servo systems is absolutely clean in
order to avoid sticking of control valves. Every effort must be made to ensure
that the crankcase oil is correctly filtered and centrifuged so that all water
and debris are removed. Filters in the servo and control oil systems must be
maintained in a clean and effective condition.
If any control valve fails due to sticking or other damage occurs, the likely
cause is contaminated oil. Steps must be taken to ensure that the oil is
effectively filtered and the source of the contamination must be traced and
corrected. If one such valve fails due to contaminated oil it is likely that other
valves are similarly affected; other valves should be inspected at the earliest
opportunity in order to avoid the risk of failure when the vessel is manoeuvring
in confined waters.
Illustration 2.1.3a DMS2100i Bridge Manoeuvring Panel and ECR Manual Control Panel
DMS 2100i Manual Control Panel

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

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

CON-
MODE BY F.W.E. SLOWD. SHUTD. STATUS SET- AUX. FUEL LOCAL SOUND
TROL START SLOW
RESET RESET INGS ASTERN TURNING
BLOWER CONTROL MANUAL OFF-ALM
STOP MODE CONTROL ACKN.
WECS-9520 Manual Control SULZER RT-flex
_
+
EMERGENCY
STOP
Wrong Way
SUPPLY
Alarm
WCH SERVICE SPEED / FUEL OIL DIAL
2.1.3 Main Engine Manoeuvring Control DMS2100i System Overview The DMS2100i operator panel on the bridge and in the ECR is equipped with
the following additional functions:
Bridge Manoeuvring System (DMS2100i) The DMS2100i controls the functions of the Sulzer RT-Flex two-stroke slow- • A four line display with 40 characters on each line
speed propulsion engine by means of the DMS2100i programmable logic
Maker: Lyngsø Marine A/S controller (PLC), which is located in the DMS control cabinet, together with • Soft pushbuttons S1 to S4 for operation of the DMS functions
Model: DMS2100i the units for the DPS2100 (Diesel Protection System) engine safety system. • Six selection pushbuttons: ESC, ENT and four Arrow
The main engine safety system is completely independent of the DMS. pushbuttons
Introduction The alarm and monitoring part of the machinery components controlled by • Selection of DMS control functions of STATUS, SELECT,
the DMS2100i are handled by other Gamma programmable logic controllers SETTINGS and CONTROL
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system (PLCs) in the DAS40M alarm and control system. • Control location selection and indication for BRIDGE CTRL.,
used for remote control of the ship’s main diesel engine which is connected to ECR CONTROL and LOCAL CTRL.
a fixed pitch propeller (FPP). The DMS2100i and the DAS40M alarm and control system are independent
• Sub-Telegraph selection and indication for SEA MODE,
systems, each with its own PLCs, they are only connected by a network to
The DMS2100i is operated by means of telegraph levers and standard STANDBY and FWE (finished with engine) mode
transfer alarms and information to the operator work station (OWS) and
DMS2100i panels with built in four line displays. printers (Telegraph Order Printer). • LIMITS CANCEL indication and operation pushbutton
The DMS2100i is operated as a completely independent stand alone system, • START BLOCKING indication and operation pushbutton
Slowdown signals for the main engine are transferred as hard-wired signal
with all information and internal alarms displayed on the DMS operator lines for safety reasons. The slowdown inputs to the DMS2100i are defined • UMS2100 pushbuttons for the following alarm functions in the
panels. as supervised inputs, which means that malfunction of the signal transmission DMS computer:
cable can be detected. All hardware component and logic circuitry of the • STOP HORN and ALARM ACKNOWLEDGE
The DMS2100i works as an integrated part of the universal control system. DMS2100i and the DAS40M alarm and control system is independent which, pushbuttons
The systems are interconnected by means of a communication network, so that means that it is still possible to control the propulsion machinery even in event
alarms, indications and measurement values from the DMS2100i can also be of a total breakdown of the alarm and monitoring system. • ALARM LIST and ADDITIONAL LIST pushbutton
displayed on the operator work station (OWS) and alarm panels in the alarm • DISPLAY CHANNEL and ADJUST CHANNEL
and control system. The power supply for the DMS2100i is an uninterruptible power supply (UPS) pushbuttons
and is protected. There is a separate fuse for the DMS2100i PLC, the DPS PLC
The DMS2100i can be configured to provide complete control for: • MAINTENANCE and DIMMER pushbuttons
and the remaining hardware connected to this system.
• Main engine start/stop • ALARM and FAULT indication lamps
• Start blocking indications DMS Panels for Remote Control
The LIMITS CANCEL, RESET and CANCEL pushbuttons for SHUTDOWN
• Main engine set point The DMS is connected with DMS operator panels positioned at all control and SLOWDOWN pushbuttons only work at the panel which is currently in
locations. Each panel has instruments for indicating engine rpm and starting air control, however, the Slowdown Reset can be configured to always be reset
• Main engine shutdown indications from the main engine safety
pressure and a pushbutton for emergency stop. Panels are situated as follows: from the ECR panel.
system
• One in the engine control room (ECR)
• Main engine slow down system The STOP HORN and ALARM ACKN. pushbuttons can be configured to
• One on the bridge work under different conditions:
• Main engine speed measurement and indication
• Two panels on the bridge wings, starboard and port 1. Both pushbuttons always work in the ECR with the Buzzer
• Control transfer for bridge/ECR/local control stations
and STOP HORN working at any of the bridge panels for all
• Sub-telegraph with finished with engine (FWE), standby and alarms which are announced on the bridge (configurable), but
DMS Panel Functions
sea mode the ALARM ACKN. pushbutton will not work on the bridge.
The following are available at the DMS panels/control stations
• Alarm announcement and indication 2. Both pushbuttons work at the current DMS control location, ie,
• Analogue instruments for indication of main engine rpm working at any of the bridge panels and at the ECR panel.
• Analogue instruments for indication of main engine starting air
pressure In connection with the integrated UMS alarm system, the function of both
pushbuttons follows the UMS watch station.
• Dimmer potentiometer for illumination of the analogue
instruments (bridge only)
• Emergency stop pushbutton with cover
Safety System for the Main Engine Bridge and Bridge Wing Control Transfer Note: Only in the automatic mode does the bridge manoeuvring system,
Each telegraph transmitter on the bridge’s electrical shaft system is equipped DMS, have influence over the engine.
The DMS2100i works in conjunction with the independent DPS2100 safety with a TAKE OVER-ON SERV pushbutton for control transfer. Pressing the
system for main engine emergency stop, overspeed and shutdown protection. TAKE OVER-ON SERV pushbutton at any of the linked control stations in the Transfer of control modes can be pre-selected at the active control stand but
In the engine control room the DPS2100 safety system has its own DPS panel, electrical shaft system, selects that control station as master. As the telegraph will only be executed after acknowledgement at the desired control stand.
which displays the relevant information for each shutdown input channel, levers are already synchronised by the electrical shaft system, there is no
actual main engine RPM etc.; it is also possible to make adjustments and cut- need for alignments before pressing the TAKE OVER-ON SERV pushbutton. The transfer can be:
outs on the shutdown input channels. Three pushbuttons with LED indication Indicator lamps, fitted with a dimmer, indicate which one of the three control
on the DPS panel are used for Shutdown indication, Shutdown Cancel function • Proposed by the active control stand with the higher priority
positions has been selected as the master control unit.
and Shutdown Reset function. At the bridge, the shutdown and shutdown cancel • Requested by the target control stand with the lower priority
functions are shown on two pushbuttons on the DMS panel.
Emergency Telegraph System • Taken by the target control stand with the higher priority
The following functions are included in the DPS2100 safety system: For back-up communication of telegraph orders from the bridge to the engine
side local control stand, during local control, the system is fitted with a Note: Transfer to a control stand (target takes control) with higher priority
• Shutdown stop output for the main engine is always possible without pre-selection (proposal/request) at an active
separate emergency telegraph system. The emergency telegraph is completely
• Overspeed stop of the main engine independent of the DMS2100i bridge control system and the normal control stand with lower priority. This transfer cannot be prevented at the
communication telegraph levers. control stand with lower priority. The local (engine side) control stand is the
• Shutdown inputs
operating station with the highest priority. The engine control room has the
• Emergency stop of the main engine next highest priority and the bridge controls station the lowest priority.
By means of a dial indicator and lamps for each telegraph order, the
• Alarm outputs to the alarm system communication telegraph indicates the requested order. On the bridge the
• Tacho output for main engine RPM to instruments dial is moved to the position for the new order and the indicator lamp for that Automatic Mode
direction and speed will start flashing. At the engine side control station a bell
• Cancel and reset inputs from the DMS System, ECR and local will start sounding and the engine side emergency telegraph will start flashing Local Control to Automatic Mode ECR
control for the desired speed and direction position.
Start Condition: Control Mode in Local Control
• Local/remote and DMS control feedback
To accept the new order the dial at the engine side control station telegraph The actual control mode is displayed at the operating panel on the bridge and
must be turned to correspond with the desired engine speed and direction. The in the ECR. The LED in the button LOCAL CTRL. shows a steady light. In
Main Engine Speed Measurement lamp will change to a steady light and the bell will stop. the first line of the display the text ‘LOCAL CTRL’ indicates the actual control
The DMS2100i uses a Tacho Adapter Module to interface the tacho pick-ups mode.
(mounted close to the turning wheel on the engine) to one of the CPUs on the
serial interface board used for measurement of the main engine speed.
DMS2100i Operational Description To Change the Control Mode to Automatic
Selection of Control Modes • Press ECR CTRL. at the local control panel. The LED in the
Telegraph Transmitter and RPM Set Point Control There are different control modes available to operate the propulsion plant: ECR panel starts to flash
The bridge main operation station is equipped with a telegraph transmitter; • Automatic control from the bridge (Automatic Bridge Control) • The change must be acknowledged by pressing the ECR CTRL.
the transmitter is equipped with a set point potentiometer and is located in the pushbutton in the ECR panel. This change of control position
• Automatic control from the ECR (Automatic ECR Control)
bridge centre console. The bridge telegraph transmitter is connected with the will be indicated at the bridge panel.
port and starboard bridge wing control panels. The ECR is equipped with a • Manual/Emergency control from the local control station (Local
similar telegraph receiver. The bridge and ECR telegraph levers are equipped Control) When the change is acknowledge the control mode changes to ‘AUTOMATIC
with potentiometers with hardware connections to the DMS system. • Backup manual control from the ECR ECR’. This is indicated at the ECR panel and at the bridge panel. The LED
implemented in the button ECR CTRL. shows a steady light. In the first line
Control modes are selectable/changeable at the: of the display, the text ‘AUTO CR’ indicates the actual control mode. Remote
Electrical Shaft System
Control is indicated at the local control box.
The electrical shaft system which interconnects the bridge telegraph with • Local control station LOCAL/REMOTE
the bridge wing control telegraphs is a synchronising system, in which non- • Engine control room AUTOMATIC/BACKUP Note: A change from local control directly to automatic bridge control is not
activated control levers follow the active control lever. For example, when the possible. There is only one exception, if an ECR telegraph potentiometer fault
bridge control is master, the two bridge wing levers automatically follow the Backup control is from the local control stand and ECR; automatic control may is present at the time of change request, the proposal to change to automatic
master lever in the wheelhouse. be from the ECR or the bridge. bridge control is automatically given and has to be acknowledged.
Automatic ECR to Automatic Bridge Mode Automatic Bridge to Automatic ECR Mode Note: The change cannot be prevented at the bridge, because the ECR has
the higher priority.
Start Condition: Control mode in Automatic ECR Control Start Condition: Control Mode in Automatic Bridge Control
The actual control mode is displayed at the operating panel on the bridge and The control mode is displayed at the bridge and ECR operating panels The
in the ECR. The LED implemented in the button ECR CTRL. shows a steady BRIDGE CTRL pushbutton LEDs show a steady light. In the first line of the Local Control
light. In the first line of the display the text ‘AUTO CR’ indicates the actual display the text ‘AUTO BRIDGE’ indicates the actual control mode.
control mode. The selection of local control is always made directly without any previous
There are two ways to change control mode to automatic ECR Control: request by pressing the LOCAL MANUAL CONTROL pushbutton in the
There are two ways to change control mode to automatic bridge control: local control panel. Following this, the LED in the pushbutton LOCAL CTRL
• By request from bridge to ECR in the panel of the last active control stand turns to a flashing light to indicate
• By proposal from ECR to bridge the change of operating mode. The change is also audibly signalled at the
• By taking to the ECR
• By request from bridge to ECR last active control stand, and has to be acknowledged there by pressing the
pushbutton LOCAL CTRL. The LED in the pushbutton LOCAL CTRL in
To Request the Change of Control Mode from the Bridge the former active control stand turns to steady yellow light at the moment the
To Propose the Change of Control Mode from the Engine Room
The button ECR CTRL. has to be pressed at the bridge panel. Following this, change is carried out.
The pushbutton BRIDGE CTRL. has to be pressed at the ECR panel; following the LEDs in the pushbutton ECR CTRL in:
this: To indicate the new control mode
• The bridge panel starts flashing to indicate the request to change
• The LED in the button BRIDGE CTRL at bridge panel starts the operating mode. • The text ‘LOCAL CTRL’ is displayed at both operating and
flashing to indicate the proposal to change the operating mode. indication panels
• The ECR panel starts flashing to indicate the request to change
• The LED in the button BRIDGE CTRL at ECR panel starts the operating mode. • The indication lamp LOCAL CONTROL at the local engine
flashing to indicate the proposal to change the operating mode. side control panel is illuminated
The request is audibly signalled at the ECR panel. The request has to be
The proposal is audibly signalled at the bridge panel. The proposal has to be acknowledged by pressing the pushbutton ECR CTRL at the ECR panel. Note: It is not possible to prevent the change at the bridge, because the local
acknowledged by pressing the pushbutton BRIDGE CTRL at the bridge panel. Following the acknowledgement, the LEDs in the pushbutton ECR CTRL control stand has the highest priority.
Following the acknowledgement, the LEDs implemented in the pushbutton in both panels turn to steady light to indicate the change to Automatic ECR.
BRIDGE CTRL in both panels turn to a steady light to indicate the change Additional the text ‘AUTO CR’ is displayed.
to automatic bridge control. Additionally the text ‘AUTO BRIDGE’ is Backup Control
displayed. Note: Pressing the pushbutton BRIDGE CTRL at the still active bridge
control stand cancels the proposal. The control mode as well as the indications A facility exists for backup manual control from the ECR. In this mode the
Note: Pressing the pushbutton ECR CTRL at the still active ECR control at the operating panels remain in the previous state. engine is started, stopped and reversed from the engine control room; this
stand cancels the proposal. The control mode as well as the indications at the function is controlled by means of a switch and engine speed changes are made
operating panels remain in the previous state. To take control in the ECR the pushbutton ECR CTRL has to be pressed at by means of the Fuel Command dial.
the ECR panel. Following this, the control mode immediately changes to
Automatic ECR. The text ‘AUTO CR’ is displayed as indication. The LEDs in In order to implement ECR manual control the engine must be in automatic
To Request the Change of Control Mode from the Bridge control and then the ECR MANUAL CONTROL pushbutton in the ECR
the pushbutton ECR CTRL in:
The pushbutton BRIDGE CTRL has to be pressed at the bridge panel. WECS manual panel must be pressed,. Orders are transferred from the bridge
Following this, the LEDs in the pushbuttons BRIDGE CTRL in: to the ECR by means of the telegraph which no longer has control of the
• The bridge panel starts flashing to indicate the change of engine. The telegraph now acts as a means of requesting engine movements.
• The bridge panel starts flashing to indicate the request to change operating mode
the operating mode The engine is started in the desired direction by pressing the START AHEAD
• The ECR panel starts flashing to indicate the change of
• The ECR panel starts flashing to indicate the request to change operating mode or START ASTERN pushbuttons. The Fuel Command dial should have
the operating mode previously been turned to about 15% in order to allow for a fuel supply for
The change is audibly signalled at the bridge panel. It has to be acknowledged starting the engine. When the engine has started in the ahead or astern direction
The request is audibly signalled at the ECR panel. The request has to be by pressing the pushbutton ECR CTRL at the bridge panel. Following the the pushbutton is released and speed control is exercised by means of the Fuel
acknowledged by pressing the pushbutton BRIDGE CTRL at the ECR acknowledgement, the LEDs in the pushbutton ECR CTRL in both panels turn Command dial.
panel. The acknowledgement does not change the control mode. It is only to a steady light.
an agreement to the request and results in a proposal to change as described A change from the ECR manual control is made by pressing the REMOTE
before. If this proposal is acknowledged at the bridge, the change of control AUTOM CTRL pushbutton in the WECS manual panel. Automatic ECR or
mode takes place. bridge control may be selected..
Sub-Telegraph • Starting air distributor not blocked and this will initiate the telegraph alarm. An engineer in the ECR moves the
ECR telegraph handle to the same position as that of the bridge telegraph.
• Turning gear not engaged.
The sub-telegraph is used to give an order to the engine staff. The sub- This performs the necessary speed and direction change and at the same time
telegraph is a one way communication system, ie, the bridge gives an order and acknowledges the telegraph alarm.
the engine staff acknowledge it by pressing the panel pushbutton associated Conditions for Sea Condition
with the order. The following orders can be signalled: The following conditions are necessary for sea condition: Start Blocking
FWE: Finished with engines. The main engine is stopped, and • WECS-9520 is operational If the engine is not ready for start, i.e. it is start blocked, the Start Block LED
cannot be started. • Control and safety air on on the panel is illuminated and a <Startblok> indication is displayed at line two
Standby: The main engine is ready or running but engine staff of the Start/Stop control display, ie, on the line above the pushbuttons. When
• Main start valve not blocked the engine is ready for start, the indication is changed to either STOPPED
are needed on standby duty.
Sea Mode: The main engine is running normally and engine staff • Turning gear not engaged. or SLOWD REQ, indicating if the next start will be with or without slow-
are no longer required for main engine operations. turning.
Note: The conditions for the sub-telegraph can be customised from the
There will always be one of these orders present in the system. customising tool. Start blocking is activated by the following:
• Main engine local control on
When the bridge wants to change to a new order, the desired panel pushbutton
on the bridge panel must be pressed. The LED in the panel pushbutton will Main Engine Start/Stop Automatic Bridge Control • Main engine safety system shutdown or emergency stop
start flashing, both on the bridge and the corresponding LED in the engine • Start failure (Start air time-out or maximum number of failed
control room panel. The changeover buzzer will also sound and the LED When Bridge Control is selected and the system is not in FWE mode; starting,
start attempts)
indicating the old order will remain as a steady light. stopping and control of the main engine speed is controlled by the position of
the bridge telegraph handle. Moving the telegraph handle from stop to ahead • Slow turning failure (time-out)
When the engineer has pressed the flashing panel pushbutton the changeover or astern will cause the starting sequence to be activated, ie, the WECS-9520 • Main start valve blocked
buzzer will stop, but the LED will continue flashing until all the conditions will be instructed to supply starting air until the main engine rpm has reached
starting level. At this point starting air is removed and fuel is supplied and the • Turning gear engaged
for the order have been fulfilled. When the conditions for the order have been
fulfilled, the LED will switch to a fixed light, and the LED indicating the old engine speed is controlled as required. • Control air pressure low
order will be extinguished • Safety air pressure low
If the main engine start attempt failed, a new repeated start will automatically
If the order is not acknowledged, the flashing LED in the pushbutton can be be executed after a delay of about 8 seconds. After three failed start attempts • Start air pressure low
pressed again to cancel the change of order. a start blocking occurs, and the bridge has to move the telegraph handle to the
• Auxiliary blowers not in automatic
stop position before a new start can be performed.
• Engine running
Note: Direct change from FWE to Sea Mode is disabled. If the main engine is ordered to move in the opposite direction whilst still
rotating, starting air will not be supplied until the engine’s speed has decreased Reversing
Conditions for Finished With Engine below the reversing level. The WECS-9520 controls braking air application to
the engine and the engine can be brought to the reversing speed quickly as it is During a normal ahead (or astern) start from standstill, the DMS will instruct
The following conditions are necessary for FWE: the WECS-9520 to activate the starting air pilot valves in the correct sequence
possible to regulate the braking air supply timing.
• Control air pressure off to turn the engine in the desired direction.
• Safety air pressure off The desired engine speed may be set to any speed on the telegraph scale, eg,
dead-slow, slow, half and full in both directions, in addition to stop. Slow Turning
• Main start valve blocked.
Slow turning of the main engine is normally used before the engine is started
Main Engine Start/Stop Engine Control Room Control after a prolonged period of standstill and is done by turning the engine for 1-2
Conditions for Standby revolutions on reduced starting air.
The following conditions are necessary for standby: When Remote ECR Control is selected the starting, stopping, reversing and
speed-control of the main engine is handled from the ECR telegraph handle The engine is automatically slow turned when it has been stopped for more
• WECS-9520 is operational
located in the engine control room control console. than 30 minutes. The WECS-9520 activates the starting air system to supply
• Control and safety air pressure on starting air to the cylinders in reduced quantities so that the engine turns over
• Main start valve not blocked When the bridge requests a speed change the main engine direction and speed slowly on a reduced starting air pressure.
is altered by moving the bridge telegraph control handle to the desired position
If the slow turning is not completed within the preset time the WECS-9520 Main Engine Shutdown pushbuttons will cause an emergency stop of the engine even if the panel is
signals a failure and blocks a further start until the cause of the failure has not in control. When the engine has been stopped by use of the emergency stop
been rectified. The DPS2100 safety system takes care of the engine shutdown in case of a function, restart of the engine is blocked until the emergency stop pushbutton
shutdown, overspeed or emergency stop alarm by activating the emergency has been released again and the shutdown memory is reset from the present
A manual slow turning is requested by pressing the SLOW TURNING stop directly. All the shutdown inputs are connected directly to the DPS, then control location.
pushbutton at the WECS manual control panel. sent as group alarms to the DMS, for indication on the DMS panels.
Two pushbuttons on the DPS panel are used for the following functions:
Main Engine Slowdown
Start/Stop
When the engine has achieved the desired rotational speed on air the WECS- • SHUTD ACTIVE: Indicating shutdown activated (steady light) The main engine slowdown system is an integrated part of the DMS system.
9520 signals the rail valves to operate in order to supply fuel to the cylinder and activating the shutdown status list display The slowdown inputs are connected directly to the DMS.
fuel injectors in the correct quantity to produce the desired engine speed. When • SHUTD. CANCEL: Indicating shutdown prewarning (flashing
a stop is requested the WECS-9520 signals the rail valves to shut off fuel from light) or activating and indicating if the shutdown is cancelled The slowdown information is shown on three pushbuttons at the DMS panel,
the injectors. (steady light) on the ECR and on the bridge. It is also possible to see the status information
about each slowdown on the slowdown status display. The slowdown inputs
At the DMS panels on the bridge and in the ECR, the shutdown information are treated like an alarm input to the alarm system.
Crash Stop
is shown on similar pushbuttons, corresponding to the two pushbuttons on the
The preconditions for a crash stop detection is that the telegraph lever set point DPS2100 panel in the ECR. The three pushbuttons on the DMS panel are used for the following
must be above 75 rpm ahead for more than 60 seconds when the operator makes functions:
a reverse order to more than 20 rpm astern. The telegraph lever set point must In case of a shutdown, operators at the bridge and ECR receive a shutdown • SLOWDOWN: Indicates slowdown activated (steady light),
be below 75 rpm ahead again for more than 15 seconds before the preconditions prewarning alarm before the shutdown is executed by the safety system. During and activates the slowdown status list display.
for detection of a crash stop is reset. The crash stop condition is maintained until the prewarning delay for the shutdown, the LED in the SHUTD. CANCEL
either the astern set point order is moved below a speed of 10 rpm astern, or • SLOWD. CANCEL: Indicates slowdown prewarning (flashing
pushbutton on the DMS panel will flash. After the prewarning delay time-
the actual rpm comes within 5 rpm of the astern set point limit of 20 rpm, or a light) and indicates if the slowdown is cancelled.
out, the LED in the SHUTDOWN pushbutton on the DMS panels changes to
maximum time-out of 300 seconds. steady illumination and the main engine is stopped by the safety system. • SLOWD. RESET: Activates reset of the slowdown memory.
Note: The speeds and times are adjustable. To silence the alarm buzzer the STOP HORN pushbutton must be activated, In the event of a slowdown the operator at the bridge and/or ECR receives a
and to acknowledge the alarm the ALARM ACKN. pushbutton is pressed. If slowdown prewarning alarm, before the slowdown is executed by the DMS
When the operator initiates a crash stop, the DMS will request the WECS-9520 more alarms are present, the ALARM ACKN. pushbutton is pressed again until system.
to shut off fuel from the engine and apply braking air in order to reduce engine all alarms are acknowledged.
speed. When the engine speed has reduced sufficiently starting air is applied During the prewarning delay for the slowdown, the LED in the SLOWD.
fully in order to start the engine in the reverse direction. During the prewarning delay the operator is able to cancel/override the CANCEL pushbutton on the DMS panel will flash. After the prewarning delay
shutdown, by pressing the SHUTD. CANCEL pushbutton; the LED at the time-out, the LED in the SLOWD ACTIVE pushbutton on the DMS panel will
The WECS-9520 is programmed to apply braking air safely so that engine parts pushbutton changes to a steady red light. change to a steady light, and the main engine rpm set point will be reduced to
are not excessively stressed and the engine reverses as quickly as possible. the slowdown level by the DMS set point system. To silence the buzzer the
If the engine is already stopped before the SHUTD. CANCEL pushbutton STOP HORN pushbutton must be pressed and to acknowledge the alarm the
Repeated Start is activated, the shutdown must also be reset before it is possible to start the ALARM ACKN. pushbutton pressed.
engine again. To remove the cancel/override shutdown function, the SHUTD.
If the start attempt is unsuccessful a second start attempt is initiated and <REP. CANCEL pushbutton must be activated once more. During the prewarning delay the operator is able to cancel/override the
START> is indicated in the display and a repeated start alarm is released. slowdown by pressing the SLOWD. CANCEL pushbutton. To remove the
When the shutdown memory has been activated, the reason for the shutdown cancel/override slowdown function, the SLOWD. CANCEL pushbutton must
When the engine speed drops down below the firing speed the WECS-9520 must be removed and the shutdown reset, before a new start of the engine is be pressed once more.
will shut down the fuel supply to the engine fuel injectors and will initiate possible. When the reason for the shutdown has been removed, the shutdown
another start procedure. must be reset from the operating control location; in bridge control the bridge When a slowdown has been activated, the reason for the slowdown must be
telegraph must be placed in the stop position to reset. removed and the system reset before the load on the engine can be increased
If the engine stops again after the maximum number of start attempts (normally to the command level. When the reason for the slowdown has been removed,
three), the start sequence is terminated with an alarm for three start attempts The emergency stop function is also a part of the safety system with the slowdown memory is reset by pressing the SLOWD. RESET pushbutton
and a start blocking, which must be reset by putting the telegraph lever to the independent pushbuttons on the bridge, in the ECR and at the engine side local on the DMS panel, or by moving the telegraph lever in command to below the
stop position before any further start attempts can be made. position, each wired in parallel to the safety system. Activation of one of the
limit for slowdown and then increasing it again. A slowdown is also reset if the Shutdown Conditions Automatic Start of the Engine
engine is stopped by putting the telegraph lever in the stop position.
Parameter Value Time Delay The engine may be started in automatic mode if the AUTOMATIC BRIDGE
The EMERGENCY STOP and overspeed are non-cancellable shutdowns as is Bearing and piston cooling LO inlet pressure 4.1 bar 10 secs or AUTOMATIC ECR has been selected at the main panel. When the engine
the crankcase oil mist high level and the main bearing very low inlet lubricating has been prepared for sea and no start interlock is active the engine may be
Piston cooling oil cylinder differential inlet 0.6 bar 15 secs
oil pressure. These shutdowns and alarms are activated immediately. started via one of the telegraph units in the ECR or on the bridge. The auxiliary
pressure
blowers must be preselected for starting before the main engine is started.
All other shutdowns are cancellable with an alarm delay of 3 seconds and a Piston cooling oil inlet flow No flow 15 secs
prewarning delay of 5 seconds. Turbocharger LO inlet pressure 0.4 bar 5 secs Start interlocks are activated by the following conditions:
Air spring pressure 4.5 bar 5 secs
• Starting air pressure low
Slowdown Conditions Crankcase oil mist level high 0 secs
Engine overspeed 0 secs • Turning gear engaged
Parameter Value Time Delay • Line break of valves
Shutdown pushbutton activation 0 secs
Cylinder cooling water inlet pressure (engine) 2.8 bar 60 secs
WECS shutdown activation 5 secs • Loss of automatic power signal
Cylinder cooling water inlet pressure (cylinder) 2.5 bar 60 secs
Cylinder cooling water outlet temperature 97°C 60 secs • Loss of manual power signal
Scavenge air cooling water inlet pressure 2.5 bar 60 secs
Main Engine Speed Set Point System • Loss of sensor power signal
Scavenge air cooling water outlet temperature 125°C 60 secs The set point system converts the potentiometer set points from the telegraph • Actuator blocked
Bearing and piston cooling LO inlet pressure 4.6 bar 60 secs levers mounted on the bridge and in the ECR, to the main engine RPM set point • Electronic governor fault
Bearing and piston cooling LO inlet temperature 55°C 60 secs output for the WECS-9520 and electronic governor. No adjustments should be
made without just cause and under the authority of the Chief Engineer. • WECS-9520 failure
Crosshead LO inlet pressure 9.0 bar 60 secs
Thrust bearing LO outlet temperature 70°C 60 secs • Safety system off
Crankcase oil mist level High 60 secs Slow Turning • Serial interface to safety system lost
Piston cooling oil cylinder outlet temperature 85°C 60 secs • Slow turning failure
Piston cooling oil flow, cylinder outlet No flow 0 secs Slow turning of the engine is possible by pressing the Manual SLOW TURNING
pushbutton in the ECR WECS manual control panel. If the engine has been • Plant interlock
Turbocharger LO inlet pressure 0.6 bar 60 secs
stopped for longer than a preset period (adjustable) a slow turning is initiated
Turbocharger LO inlet temperature 85°C 60 secs by the control system upon the next start. On the display the message SLOW A start interlock is alarmed and indicated at the control panels on the bridge
Turbocharger LO outlet temperature 120°C 60 secs TURNING REQUESTED is displayed and the LED on the request button is and in the ECR.
Cylinder LO No flow 90 secs illuminated when in automatic mode. If a slow turning has been initiated by
pressing the Manual SLOW TURNING pushbutton, the pushbutton flashes. A start is carried out by moving the lever of the active telegraph unit from the
Exhaust gas temperature (outlet) 530°C 60 secs
STOP position to another position in the ahead or astern direction. If reversing
Exhaust gas temperature deviation +/-70°C 60 secs is required, this is undertaken by the system as explained above. Auxiliary
Slow turning failure results in a start interlock. Acknowledging the alarm at the
Exhaust gas temperature before turbocharger 530°C 60 secs operating panel resets the interlock and enables a new slow turning or engine blowers are preselected by the DMS when the engine is ordered to start. A
Scavenge air temperature after cooler 70°C 60 secs start to be activated. further start sequence only proceeds when at least one auxiliary blower sends
Scavenge air temperature below piston 120°C 60 secs an ON signal. When a start is initiated the WECS-9520 activates the air start
system, controls the exhaust valves and activates the fuel injection system.
Scavenge air cooler water separator Max 60 secs Note: If slow turning failure occurs the engine must not be started until
Air spring pressure 5.0 bar 60 secs the reason for failure has been determined and corrected. In an emergency
Turbocharger CW outlet temperature 95°C 60 secs situation the start interlock can be cancelled by the CANCEL LIMITS at the Failure to Start
bridge panel and the engine can be started.
Turbocharger LO inlet pressure 0.6 bar 60 secs If the engine fails to start when the starting sequence is initiated the following
measures are taken.
If no engine speed is sensed within the maximum starting time the starting
air pilot valves are de-energised and the Start Fault alarm is triggered on the
operating panels.
If the engine turns but does not reach ignition speed or falls below ignition speed If a fault becomes active it is sensed by the DMS and this triggers audible and
again, the Repeat Start alarm is triggered and two further attempts at starting visual alarms; these are indicated at the operating panels on the bridge and in
are carried out. If these attempts fail the Start Fault alarm is triggered. the ECR. The audible alarm is only activated at the station in control.
If the engine exceeds the ignition speed but stops within 20 seconds, a further To comply with classification society rules, the system freezes the momentary
start attempt takes place. Another attempt may also take place if this fails to operating conditions as far as possible. In a frozen condition the operator has
produce the desired speed. If the engine stops after this attempt, the Engine to transfer control to manual mode in the ECR or at the engine local station. A
Stopped alarm is triggered. The Start Fault and Engine Stopped alarms are reset can only be done in manual mode.
automatically reset when the active telegraph lever is moved to the stop The emergency stop function is also a part of the safety system with
position. independent pushbuttons on the bridge, in the ECR and at the engine side local
position, each wired in parallel to the safety system. Activation of one of the
pushbuttons will cause an emergency stop of the engine even if the panel is
Restarting the Engine in the Same Direction
not in control. When the engine has been stopped by use of the emergency stop
When the active telegraph lever is moved to the stop position the Fuel Zero function, restart of the engine is blocked until the emergency stop pushbutton
order is activated. If the active telegraph lever is moved out of the stop position has been released again and the shutdown memory is reset from the present
to a position in the same direction as the engine is turning and the engine is control location.
still turning above the ignition speed (due to the drag effect of the water on the
propeller), the Fuel Zero order is deactivated and fuel admission to the engine
is allowed. Frozen Control System/WECS
If the engine has stopped or is turning at a speed below the ignition speed a If the DMS or WECS panels freeze so that they will not respond to instructions
normal automatic start is carried out as described above. issued by the pressing of pushbuttons. It is necessary to reboot the system. Care
must be taken when doing this to ensure that operating systems are restored
manually should they fail to restore automatically.
Governor Speed Set Point
The position of the telegraph handle creates the desired value in the form of At the 230V panel in the ECR room the WECS Panels E85 and E87 must be
a milli-voltage, this signal is processed in the DMS and sent as the speed set switched off. The WECS Panels E85 and E87 in the emergency switchboard
point to the WECS-9520. The telegraph lever covers the range between stop to must have previously been switched off as, when the ECR E85 and E87 panels
full ahead and full astern. are turned off, the emergency switchboard will supply power.
The E85 and E87 panels must be switched off for about 10 seconds before
System Supervision and Fault Indication switching back on again. The DMS and WECS systems will reboot.
The DMS hardware and peripherals are constantly monitored by the DMS in
It is essential that the E85 and E87 panels at the emergency switchboard are
order to identify any faults which might develop. Supervision is carried out
also switched back on again.
for:
• The bridge telegraph and ECR telegraph
• The speed sensing circuit
• The electronic governor system (within the WECS)
• The auxiliary voltages
• The solenoid valves
• The internal analogue/digital and digital/analogue converters
• The memory check
• The computer cycle
2.1.4 Main Engine Safety System or, at least, dangerous limit values such as high cooling water temperature, the pushbuttons, the requests are shown on the display. Alarms and internal
low lubricating oil pressure etc, the DPS will activate an audible and a visual faults are shown on the display and by signal lights; they are audibly signalled
Maker: Lyngsø Marine A/S alarm. In such cases the DPS will also send the following signal to the bridge via a buzzer.
Model: DPS2100i manoeuvring system:
At the left side of the display are 2 signal lights:
Type: Electronic
A SHUTDOWN request and a SHUTDOWN alarm
No. of sets: 1 • Signal light ALARM illuminated if a limit value is exceeded.
The alarm is activated before the slowdown or shutdown action is carried out • Signal light FAULT illuminated if an internal hardware or
by the DPS in parallel with the DMS. interface failure exists.
Introduction
Directly below the signal lights are 3 pushbuttons for selecting the alarm list,
The engine safety system (Diesel Protection System, DPS) is designed to DPS Hardware
stop horn and alarm acknowledge.
monitor the main engine’s performance and speed and control the safety The hardware configuration of the DPS consists of:
functions, such as shutdown and slowdown, if the engine’s monitored
operations exceed defined limits. The safety system provides the following • A group of electronic modules installed in the propulsion Pushbutton Functions Description
control and monitoring facilities: control cabinet (PCC)
ALARM LIST All active alarms, if acknowledged or not, are recorded
• The operating panel, located in the ECR in the alarm list. They are shown on the display after
Control of: • The illuminated emergency stop pushbuttons, located in each pressing this pushbutton.
bridge wing console, on the bridge console, on the ECR console STOP HORN Audible acknowledge.
• Emergency stop and on the local panel in the engine room. ALARM ACKN Visual acknowledge.
• Engine shutdown MAINTENANCE A menu is shown on the display after pressing this
• Engine slowdown DPS Electronic Modules pushbutton and it is possible to carry out lamp test and
dimmer activities.
The electronic components consists of two electronic modules. They are also
Monitoring of: located inside the PCC. The electronic modules are: DIMMER Setting of the background light and the contrast of the
displayed text.
• Engine speed 1. The Speedrelay Module, DZM 402 EDIT, ESC, ENT These three pushbuttons are only used for changing
This module is the central module of the DPS and contains parameters. The ESC pushbutton also is used for
• Engine overspeed
the software for the DPS2100i. It is also responsible for speed leaving menus and lists.
• Engine shutdown sensors sensing and overspeed monitoring. CURSOR The four cursor pushbuttons are used for scrolling
• Engine slowdown sensors Pushbuttons up and down lists and to select the digit position of
2. The Input/Output Module, IOM 402 numbers.
• RPM detectors This module has 16 digital inputs and 12 solid state outputs. The MENU After pressing this pushbutton:
• Emergency stop switches inputs and outputs are designed for line break monitoring. S1 Suppression
S2 Operating values
Main Operating Features The Operating Panel S3 Parameter is shown on the display.
The function must be selected by pressing the relevant
The engine safety system (DPS) is installed in parallel to the bridge Using the operating panel located in the ECR console, the operator is able to pushbutton Sl to S3
manoeuvring system (DMS). It monitors, controls and protects the propulsion communicate with the DPS. The front panel is divided into 3 parts: SHUTD ACTIVE This pushbutton is without function. It is used only as
plant independently of the DMS and protects the plant against inadmissible • The display, located in the upper left part an indication light in case of a shutdown.
operating states in such a way that an alarm is not created until one of the SHUTD CANCEL Pressing this pushbutton activates the shutdown cancel,
limit values is exceeded. All limits are set to a value far below that which • Three rows of pushbuttons below the display ie, the shutdown signal will be suppressed as long as
might result in engine damage if they were exceeded. The alarms are visually • A group of 2 signal lights and 3 columns of pushbuttons at the the cancel is active. Further pressing of the pushbutton
indicated on the assigned operating panel and indicated audibly by buzzer in left side deactivates this function, and the shutdown signal
the ECR. becomes active again.
The display has 4 rows, each with 40 segments or characters, and these contain SHUTD RESET This key has to be pressed when the shutdown
The limit values, delay times and consequences of the individual measuring information about the engine system operating state. It is possible to read all condition has been corrected and the DPS shutdown
points are written in the form of parameters. The parameters are part of the nominal and actual values, and other operating data, or the contents of lists. system has to be reset
software and stored on the DZM module. In case of exceeding very important The request to change the operating state and condition is carried out by using
Emergency Stop (Pushbuttons) Sensor Supervision One Turn Counter

For the manual release of an emergency stop signal of the main engine Standard three wire proximity sensors are used where monitoring for signal A one turn signal is necessary for slow turning purposes and for stroke
EMERGENCY STOP pushbuttons are fitted on the bridge, in the ECR and at line wire breakage is difficult. Therefore, the two sensors monitor each other counting. The signal is set to come on after a complete turn continuously in
the engine side local control. The manually released emergency stop is hard- crosswise for missing impulses, additionally, a plausibility check monitors for one direction.
wired from one contact of each pushbutton to the solenoid. A second contact loss of impulses when there should be impulses according to the operating
is wired to the electronic modules as an input and rerouted to the solenoid via condition of the engine.
an output. An automatic operation of the emergency stop is carried out if the Parameter, Suppressions and Operating Values
DPS2100 detects an engine overspeed. Margins for supervision are sufficiently high to prevent alarms during non-
continuous engine shaft movement eg, before stopping. Sensor failure is To display and/or change parameters, suppressions and operating values,
alarmed. the MENU pushbutton is pressed. This activates the submenu system which
Engine Speed Sensing
requires pushbuttons S1, S2 or S3 to be pressed.
Measuring Principle
Fast Filtering
Impulse transmitters sense teeth on the flywheel. Two sensors with a 90° Button Function
(electrical) phase shift are necessary for calculation of speed and direction of The speed signal is represented by the mean value of the engine speed for one S1 Opens the list of inputs to the DPS2100 and allows the switching
rotation. For the frequency range used for slow speed engines the time interval revolution due to one ignition in the cylinder. Therefore, the time sum for 360° on or off of single inputs.
between impulses is used as the basis for calculation of speed as well as per cylinder is used for the calculation of the speed signal.
S2 Operating values are displayed
direction. Both sensors are used for calculation of speed so that if one sensor
fails no interruption of speed calculation will occur. S3 Opens the parameter list recorded in the DZM402 central module,
allowing for parameter display or change.
ESC Pressing this pushbutton allows the operator to leave the menu or
submenu.
Illustration 2.1.4a DPS2100 Engine Safety System Panel Note: When in the menu or submenu the system display is automatically
shown if the operator does not intervene within the 20 second time out
period.
DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine
Parameter Changing
!,!2-
In the parameter list the operator may scroll through the list using the up and
down arrow pushbuttons, alternatively a numerical value for the parameter may
ALARM STOP ALARM
LIST HORN ACKN. be listed by pushbuttons, followed by pressing the ENT pushbutton. Pressing
the ESC pushbutton allows an entered parameter number to be ignored.
Parameters are password protected and cannot be changed except by the

MAINTE- EDIT MENU S1 S2 S3 S4 DIMMER
password holder. No parameters should be changed without authority. There
NANCE
are three password levels;
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR Service Password Only used by commissioning
ESC ENT personnel
Expert Password Used by restricted personnel

7 STU 8 VWX 9 YZ 0 SPACE . +/-#
SHUTD. SHUTD. SHUTD. User Password Used by authorised operators
ACTIVE CANCEL RESET
Changing Parameter Values Pressing the S1 pushbutton opens the suppression list and it is possible to
change suppression states. This can be done at the bridge and ECR panels.
Note: Because the programme uses the RAM value, a change of parameter
has an immediate effect. Changes to parameter values should normally only In the suppression list, pressing the up or down arrow pushbuttons allows
be made when the engine is stopped. If the engine is running, parameter the operator to scroll though the suppression list. When the desired sensor
value changes should be made with small steps. input appears in line 2 of the display, the operator can suppress shutdown or
slowdown activation by pressing S1. To re-enable a shutdown or slowdown
To release a parameter for value setting, the parameter is first selected from S2 is pressed.
the menu and the EDIT pushbutton must then be pressed. If the adjustment
of parameters is not released the operator is requested to enter the password; Operating Values
the level of password requested depends upon the selected parameter. After
entering the password the ENT pushbutton is pressed. If the password is The process is initiated by pressing the MENU pushbutton. The operating
correct, the previously selected parameter is displayed and may be opened for value list is opened by pressing S1; the up and down arrow pushbuttons allow
editing by pressing the EDIT pushbutton. for scrolling through the list to select an operating value. The operating values
of faults occurring is displayed on the list and these can be reset by pressing
The parameter value may be changed by one of two methods: S1.
1. By actuating the up and down arrow pushbuttons to increase or To leave the menu or sub menus the ESC pushbutton is pressed.
reduce the selected digit in the parameter value. The selected
digit is chosen by use of the left and right arrow pushbuttons.
2. By entering the desired numerical value for the parameter. To
set the value the 0 pushbutton is pressed to open the parameter
value for changing. The desired new parameter value is entered
using the numerical pushbuttons.
When the desired value has been selected and entered, the parameter change
process must be completed by pressing the ENT pushbutton to save the new
value. By pressing the ESC pushbutton the new value is not accepted. To leave
the parameter adjusting procedure the ESC pushbutton is pressed; the menu is
displayed again.
Note: If the parameter adjustment session is not completed by pressing the

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

the menu; to leave the menu the ESC pushbutton is pressed, alternatively the
menu will be left at expiry of the time-out period.
2.1.5 Digital Governor the potentiometer at the speed selector dial. The fuel command output of the The EGS2200 contains an engine torque limitation function, the purpose of
EGS2200 is fixed during backup control. which is to protect the engine against torque overload.
Maker: Lyngsø Marine A/S
Model: EGS2200 The set point selector also receives information from the DMS2100 which
Minimum Selector
Type: Electronic informs it of the control location status. In the event of a cable failure or signal
error, the set point selector will maintain the set point value prior to the error. The Minimum Selector limits the calculated fuel demand (from the optimal
No. of sets: 1 The failure or error will initiate an alarm on the EGS2200 control unit. controller) before passing on the final value of the fuel command to the
WECS-9520 engine control system. The calculated fuel demand is limited by
three signals:
General Description Shaft Speed Control
• Scavenge air limit
The optimal controller takes care of filtering the input signals and the
The Electronic Governor System EGS2200 is a control system designed to • Engine torque limit
calculation of the fuel command for the WECS-9520. The parameters within
accurately maintain the output shaft speed of the main propulsion engine to
the optimal controller vary constantly as a result of engine condition. The • Index MAX (The maximum index set by use of this function)
a given order. The WECS-9520 electronic control system receives the fuel
result is that the controller provides three separate modes of operation:
command signal from the governor and controls fuel injection to the engine
cylinders. The EGS2200 must, therefore, communicate effectively with the • RPM mode The fuel command to the WECS-9520 is limited to zero when a STOP or
WECS-9520. SHUTDOWN signal is active.
• POWER mode
The EGS2200 governor function resides in the DMS2100 and the WECS- • INDEX mode
Start/Stop System
9520, there being no separate governor unit as all fuel changes are made by
the WECS. The EGS2200 reacts to changes in engine operating conditions and In RPM mode the EGS2200 will maintain constant shaft speed even in rough The EGS2200 START/STOP system controls the fuel command during start
issues fuel adjustment requests to the WECS in conjunction with the power weather, with small fluctuations imposed from the weather. This will result in and stop of the engine. When a STOP or SHUTDOWN signal is received,
orders active in the DMS. varying power output and thus varying thermal load. the EGS2200 immediately gives a zero fuel command demand to the WECS-
9520.
The EGS2200 governor system is called up in the DMS2100 panel and all In Power mode the EGS2200 will maintain approximately constant shaft
changes to the governor system are through this panel. power. This gives optimal engine performance in moderate to rough weather When a START request is received the EGS2200 sets the fuel command to a
conditions. In this mode full control is retained over the shaft speed should it predetermined level. The governor/control system waits until the engine rpm is
become too high. above the ignition rpm before the fuel command starting level is released and
Tachometer System then the fuel command is issued according to the requested speed.
Engine speed is measured by a tachometer system, using two independent In Index mode the EGS2200 will maintain a fixed fuel command for the
pickups, Tacho 1 and Tacho 2. The pickups are located close to the turning gear WECS-9520. This mode is mainly used when measuring engine performance
EGS2200 Governor System
wheel. Tacho signal processing is carried out by a dedicated input processor on through cylinder pressure indication. RPM control is automatically retained if
the S1/O unit of the Gamma computer. From here the rpm signal for the speed rpm becomes too high or the speed order is altered.
The EGS2200 governor only exists in the DMS system and the WECS, there
control of the main engine is passed on to the Gamma computer. is no separate governor unit or control panel. Interaction between the operating
Engine Limits Module engineer and the EGS2200 is via the DMS2100 panel. The EGS2200 system
The tacho selector selects which of the two signals is to be used. This is done is called up at the DMS2100 panel by selecting the “EGS2200 Main Menu”;
by checking that the two signals are within the valid range. If both signals are The filtered Ps (scavenge air pressure) signal is transmitted to the scavenge
air limit block. The filtered rpm is transmitted to the engine torque limit block this is done by first pressing the SELECT pushbutton on the DMS2100 panel
in order, but slightly different, then the tacho selector will choose the signal which brings up the “Select Control Group” in the display. Using the Arrow
which is the highest of the two and use this for the calculation of the rpm value. and the actuator index demand is passed to the MIN selector. The scavenge air
pressure fuel limit function in the EGS2200 ensures that the correct amount and ENT pushbuttons the operator may then select “EGS2200 Main Menu”.
Real time signal processing is used to detect malfunction of a pickup signal.
The pick-up signal is automatically disregarded if a fault is detected. In nearly of fuel is provided for each cylinder in relation to how much scavenge air is
available. This ensures clean burning of the fuel injected. The EGS Main Menu provides a number of screen display pages through
all cases where a tacho fails, the signal goes to zero. In these cases, the failed which the operator may interface with the EGS2200 governor system. Using
tacho will be disregarded and the other tacho is automatically selected. the Arrow pushbuttons the operator may scroll through the main governor
During periods of acceleration the normal lack of sufficient turbocharger speed
in relation to engine speed makes the fuel to air ratio within each cylinder too menu and select a particular item by pressing the ENT pushbutton on the
Set Point Selector rich. This means that not enough air is available to burn all the fuel injected DMS2100 panel.
The set point selector receives the rpm set point signals from the Automatic which results in poor combustion and the production of smoke containing
pollutants. Restricting the actuator fuel index in accordance with the available When in the governor main menu display pressing the STATUS pushbutton in
Remote bridge and the ECR continuously. During Backup Control mode, ECR
scavenge air alleviates this problem. the DMS2100 panel brings up the EGS (Status) display which lists all of the
or engine side, the fuel command for the WECS-9520 is sent directly from
governor controller limitations.
EGS2200 Governor Parameter Adjustments OPS (Overload Protection System) Option correctly entered the display changes showing the current parameter value in
The governor parameters may be adjusted if required but no adjustments Selecting OPS Option brings up the EGS (Control) display which allows for line 3 and there is a space in line 4 for the new parameter value. The new value
should be made without the authorisation of the Chief Engineer as improper manual cancelling and adjustment of the Overload Protection System and is typed into line 4 and the ENT pushbutton pressed to accept the value.
adjustment can have serious implications for main engine operation. Governor Limiters such as the Power Limiter and the RPM Limiter.
This procedure may be repeated for other smoke limit conditions in the list.
Pressing the STATUS pushbutton in the DMS2100 panel when in the OPS Pressing the STATUS pushbutton when the Charge Air Pressure Dependent
Maximum Fuel Index Limiter is displayed will bring up the Charge Air Limiter Status list which
Option brings up the status of each of the limitations in the Overload Protection
When the EGS Main Menu is displayed pressing the SETTINGS pushbutton System. Limitations include Shaft Torque, Power, Charge Air Pressure and shows detailed information about all smoke limiter conditions.
in the DMS2100 panel will bring up “Max Index and Fuel Max Factor” in the RPM Torque.
display. Using the Arrow pushbuttons and the ENT pushbutton the operator RPM Torque Limiter
may select either Max Index or Fuel Max Factor. This function is password Pressing the SETTINGS pushbutton in the DMS2100 panel when in the OPS
protected and when the correct password has been entered the display will Selecting RPM Torque Adjust brings up the Torque Limiter display which
Option brings up the Main Power Limit display and this display allows for
change with the old parameter value in line 3 and a space for the new value to allows for adjustment of the RPM dependent torque limiter in the EGS2200.
adjustment of the Manual Power Limit by typing a new value in line 4 of the
be typed in line 4. display and pressing the ENT pushbutton.
Adjustment is level 2 password protected.
After the new value has been typed the ENT pushbutton is pressed and when
Tacho System From the list of torque limiters one is selected using the Arrow and ENT
the parameter change procedure is complete the ESC pushbutton is pressed.
Selection of the Tacho System from the Governor Control Function list brings pushbuttons. The password request screen will appear and when the password
up the Governor Tacho display which allows for selection of the operating is correctly entered the display shows the existing limit parameter in line 3 with
EGS2200 Governor Control Function a space in line 4 for the new parameter value to be entered. The new value is
tacho pickups. The default is Auto Select but under certain circumstances it
The EGS2200 control group is selected from the main menu using the Arrow may be necessary to select a particular tacho pickup as the operating unit. typed into the space in line 4 and the ENT pushbutton pressed.
and ENT pushbuttons. A status list is displayed showing:
Pressing the STATUS pushbutton in the DMS2100 panel when the RPM
Mode Selector Test Mode Torque Limiter display is open will bring up the RPM Torque Limiter Status
OPS (Overload Protection System) Option Selecting Test Mode from the Governor Control Function list brings the Fuel display. This display gives details of the RPM Torque Limits currently set.
Tacho System Command Test display and this allows for the selection of a test mode for
testing the fixed fuel command output to the WECS-9520 control system; this Note: The operator must study the Lyngsø DMS2100 manual before making
Test Mode function is level 3 password protected. any adjustments to the system via the control panel.
Charge Air Adjust
The Fuel Command Test must take place with the STOP order in remote No change to system parameters must be made without the express
RPM Torque Adjust permission of the Chief Engineer.
control. After the test the conditions must be returned to normal operation at
the DMS2100 Operating Panel.
The operator may select any of these items from the list using the Arrow and Changing system parameters can have an adverse influence on the engine
ENT pushbuttons. performance. Changing any EGS2200 parameter must be considered as an
After a RESET CPU or Power-Up condition the Fixed Fuel Command Test
mode is abandoned. extreme measure and not as a daily routine operational requirement.
Mode Selector
When in Test Mode pressing the STATUS pushbutton brings up the Test Status
When this is selected the display changes to Governor Mode Selector (Control)
display which indicates set conditions of the test system.
display which allows the operator to manually select the running mode.
Options are RPM, Power, Index and Auto.
Charge Air Limiter Adjustment
The default is Auto and in Auto mode RPM mode will be selected automatically
Selecting Charge Air Adjust brings up the EGS Charge Air Pressure Dependent
during manoeuvring and during fair weather. Should the operator wish any
Limiter display. This allows for adjustment of the EGS2200 smoke limiter as
mode may be selected to suit operating circumstances.
smoke is a function of air supply and fuel. This adjustment is level 2 password
protected.
If the STATUS pushbutton in the DMS2100 panel is pressed when “EGS Mode
Selector” is displayed the Governor Mode Selector Status list will appear in
To make an adjustment one of the smoke limit conditions must be selected
the display. This gives details of the settings of the governor mode selector
from the list displayed using the Arrow and ENT pushbuttons. When the ENT
system.
pushbutton is pressed the password request will appear and when this has been
2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.3 Sootblower
2.2.4 Steam System
2.2.5 Exhaust Gas Boiler
Illustrations
2.2.1a Auxiliary Boiler AQ12
2.2.2a Boiler Control Panel
2.2.2b Boiler Operating Sequence
2.2.4a Engine Room Steam System
2.2.4b Engine Room Tank Heating Steam System
2.2.4c Forward Tank Heating Steam System
2.2.5a Exhaust Gas Boiler Type AQ-2

Illustration 2.2.1a Auxiliary Boiler - AQ12
Manhole
Safety Valve
Steam Out
Stay Bar Ignition and Oil Valves Pushbuttons
Compound Regulator
Emergency Feed Inlet
Main Feed Inlet Ignition Burner
Water Level
Water
Gauge
Sootblower
Lance
Auxiliary Boiler Burner Unit
Combustion
Gas
Issue: Final Draft - May 2007 IMO No: 9313905 Section 2.2.1 Page 1 of 3
2.2 Boilers And Steam Systems Operating Procedure Raising Pressure with no Steam Available from the Exhaust
Gas Boiler
2.2.1 General Description The following steps should be taken before attempting to flash up the boiler:
a) Set up the diesel oil systems for the pilot burner and the main
The steam generating plant consists of one oil fired auxiliary boiler and one a) All foreign materials are to be removed from internal pressure burner, see section 2.6.3.
exhaust gas boiler. In port the steam demand of the plant is served by the oil parts.
fired boiler. At sea, the steam demand is met by supplying boiler feed water to b) Purge the furnace with the forced draught fan for one minute
the exhaust gas boiler and utilising the waste heat from the main engine exhaust b) Ensure all gas-side heating surfaces are clean and all refractory with the vanes fully open.
gas. The steam produced in the exhaust gas boiler is normally sufficient to is in good condition.
allow the oil fired boiler to be shut down. c) Reduce the air pressure at the wind box to between 10 and 20mm
c) The furnace bottom and the burner wind box are to be cleaned of water gauge and close the recirculating valve.
oil and other debris.
Oil Fired Boiler
d) Light the pilot burner and check that it is burning properly. Start
Maker: Aalborg Industries d) Ensure all personnel are clear. the main burner operating with MDO firing; ensure a stabilised
Model: AQ10/12 combustion using the furnace observation port and smoke
Number: 14534 e) All hand hole and manhole covers are to be securely tightened. indicator.
Type: Vertical cylindrical with horizontal water tube bank f) Inspect safety valves and ensure that gags have been removed e) When raising the pressure, keep the burner firing for 5 minutes
Evaporation: 4,500 kg/h and easing levers are in good condition. and out of service for 15 minutes repeatedly for one hour.
Steam condition: 7.0kg/cm2 saturated steam Repeatedly light and shut down the burner to raise pressure as
Fuel oil: At cold start on MDO, thereafter on HFO g) Open root valves for all instruments and controls connected to recommended by the manufacturer. A guideline would be to aim
the boiler. for 7.0kg/cm2 after 1.5 hours firing.
Fuel oil viscosity: HFO up to 700cSt at 50°C
Safety valve setting: 9.0kg/cm2 h) Open the vent valve of the combined steam/water drum. f) When the boiler pressure has risen to about 1.5kg/cm2 and all of
Fuel oil consumption: 337kg/hour at 100% evaporation the air has been displaced out of the vent cock close the steam
i) Open all pressure gauge valves and ensure that all valves on the space vent valve.
pressure gauge piping are open.
General Construction g) Drain and warm through all steam supply lines to ancillary
j) Check and close all blowdown and drain valves. equipment before putting the boiler on load.
The boiler is of the steel welded vertical cylindrical design, with a horizontal
closely spaced tube bank in the upper section. The tube bank rests in the k) Fill the boiler until the water level appears 25 to 50mm high in h) Supply steam to the HFO service tanks. When the selected duty
combined steam/water drum which is cylindrical with two flat plates on the top the gauge glasses. Allow for swell in the level after firing. HFO service tank is at a high enough temperature to allow the
and bottom. Due to the internal pressure, the flat plates are mutually connected
HFO to be pumped by the FO pump, supply steam to the FO
by vertical solid stays. Steam is generated by the hot gases flowing vertically l) Check the operation of the gauge glasses and compare with the heater and prepare to change over from MDO to HFO. Change
up through the tube bank which contains the boiler water. The boiler is oil fired remote reading instruments. to HFO burning when operating conditions allow.
by a horizontal firing rotary cup burner situated in the lower section.
Note: Remote reading instruments may not be accurate until steam is being i) When the boiler reaches working pressure, switch to automatic
Handholes, manholes and peepholes are provided for easy access and inspection
generated and boiler under pressure. operation.
of the water and gas spaces.
The combined steam/water drum has a feed water internal pipe, surface blow
off internal pipe and water sampling pipe.
Thermal insulation is provided on the outer surface of the boiler and outermost
surface is covered with galvanised steel casing.
Raising Pressure with Steam Available from the Exhaust Gas Shutting Down Flame Failure
Boiler
a) Operate the sootblower before shutting down the boiler In the event of flame failure, close the oil inlet valve and reduce the air pressure
a) Start the forced draught fan, open the inlet vanes and purge the whenever possible. Environmental restrictions may still apply to prevent over-cooling the furnace.
furnace. even though the vessel is under power and generating steam in
the exhaust gas boiler. Purge the furnace before relighting the burner. Always use the pilot burner for
b) Start the HFO burning pump and circulate oil through the heater ignition.
and burner manifold. Open the recirculating valve and discharge b) Shut down the burner.
the cold heavy oil in the line. Note: Never attempt to relight the burner from the hot furnace refractory.
c) Continue the operation of the forced draught fan for a short
Note: Under normal sea going conditions, the boiler HFO system tanks and while after shutting down, keeping an air pressure of 150mm
water gauge at the burner inlet. Purge the furnace of combustible Taking the Boiler Out of Service
lines will contain heated HFO.
gases.
When taking a boiler out of service, the wet lay up method is preferable,
c) Reduce the air pressure at the wind box to between 10 and
d) Maintain the water level visible at about 50mm in the gauge because it requires less preparation and the boiler can be quickly returned to
20mm water gauge.
glass. service if necessary.
d) Close the recirculating valve.
e) Open the drum vent valve before the boiler reaches atmospheric When the boiler is in the cooling down process following shut down, boiler
pressure. water, suitably treated with appropriate quantities of boiler chemicals, should
e) Light the main burner and adjust the air supply to ensure an
be used to fill the boiler. To ensure adequate protection of the boiler, follow the
established combustion using the furnace observation port and
f) Change the fuel system to diesel oil unless a steam supply is to guidelines given by the chemical supplier.
smoke indicator.
remain available. If steam is available from the economiser, the
boiler HFO system should remain in use. When the pressure is approaching atmospheric pressure, open the steam space
When raising the pressure, keep the burner firing for 5 minutes and out of
air vent valve.
service for 15 minutes repeatedly for one hour. Repeatedly light and shut down
g) If no steam is to remain available shut down the fuel system
the burner to raise pressure as recommended by the manufacturer. A guideline
when the fuel oil has been fully charged with MDO. When the pressure is off the boiler, supply chemically treated distilled water
would be to aim for 7.0kg/cm2 after 1.5 hours firing.
until it issues from the vent valve, then close the vent valve.
After the boiler has been shut down for 4 hours the forced draught fan may
f) When the steam pressure has risen to about 1.5kg/cm2 and all of
be used to assist in cooling down, but to avoid damage to refractory allow the Put a hydrostatic pressure of 2.5 to 4.0kg/cm2 on the boiler. Hold this pressure
the air has been displaced out of the vent cock, close the steam
boiler to cool down naturally if possible. until the boiler has cooled to ambient temperature. Bleed the boiler using the
space vent valve.
vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 1.5
If the boiler is being temporarily shut down because the ship is at sea between to 3.0kg/cm2 on the boiler.
g) Drain and warm through all steam supply lines to ancillary
ports, the heating coil may be supplied with steam in order to maintain the
equipment before putting the boiler on load.
temperature of the boiler ready for flashing at the next port. Take a periodic boiler water sample and replenish any spent chemicals.
Note: With steam available from the exhaust gas boiler, the oil fired boiler Before returning the boiler to service, drain the boiler to the normal working
CAUTION
heating coil may be supplied with steam in order to gradually warm the oil level and return the chemical content concentration to the normal level by
fired boiler. This procedure may be used for initial heating of the boiler Do not attempt to cool down the boiler by blowing down and then by
blowing down.
allowing oil firing to proceed when the boiler has reached a reasonable filling with cold water.
temperature.
Maintaining the Boiler in a Warm Condition
Shutting Down in an Emergency
At sea the oil fired boiler should be maintained in a warm condition by
Should the boiler trip (when the burner is in use) due to the too low water level
supplying steam to the simmering coil. This is done by opening the simmering
alarm, with the subsequent trip of the fuel oil supply, shut down the steam stop
coil inlet and outlet valves. The boiler pressure should be maintained at a
valve, feed valve and the forced draught fan after purging the furnace.
gauge pressure of 0.5kg/cm2 or above. When the heating coil is not in use the
inlet and outlet valves are closed and the drain left open.
Note: Never attempt to feed water into the boiler until it has cooled
sufficiently.
Illustration 2.2.2a Boiler Control Panel
AQ10/12W BOILER COMMON AQ2 BOILER

Alarm Panel Alarm Panel Indicator Panel Alarm Panel
BURNER LOAD STEAM DUMPING CONDENSATE TEMPERATURE
WATER LEVEL CONTROLLER
CONTROLLER Indicator Panel WATER LEVEL CONTROLLER
CONTROLLER CONTROLLER
TOO LOW AIR PRESSURE CONT VOLTAGE ON AUT STBY MAKEUP P/P
1 FLAME FAILURE 1 1 STOP SEQUENCE 1 1 1
PV SP PV SP MAKEUP P/P 1 ON PV SP PV SP PV SP
X W X W
CONTROL VOLTAGE ON 2 BURNER MOTOR O/L 2 2 OVERLOAD SOOTBLOWER 2 2 HIGH LEVEL HOTWELL 2 X W X W X W
100 100 MAKEUP P/P 2 ON 100 100 100
MANUAL OPERATION 3 COMBUSTION AIR FAN O/L 3 3 SOOTBLOWER FAILURE 3 STBY FEED P/P ON
3 LOW LEVEL HOTWELL 3
SET POINT BNR STOP 4 LOW ATOM. AIR PRESS. 4 4 4 CHEM DOSING P.P ON
4 HOTWELL LOW STOP P/P 4
DIESEL OIL OPERATION 5 LOW COMBS. AIR PRESS. 5 5 AUT STBY FO P/P START 5 5 HIGH TEMP HOTWELL 5
HEAVY/SLUDGE OPS
6 HIGH OIL TEMPERATURE 6 6 IGN OIL P/P OVERLOAD 6 6 HIGH SALINITY 6
50 50 SAFETY INTERLOCK OK 50 50 50
7 LOW OIL TEMPERATURE 7 7 FEED P/P OVERLOAD 7 7 HIGH OIL CONTENT 7
OIL VALVES ON
GRINDING PUMP ON
8 BURNER SWING OUT 8 8 GRINDING P/P OVERLOAD 8 8 O/LOAD MAKEUP P/P 1 8
LAMP TEST 9 LOW OIL PRESS. ON BNR. 9 9 FUEL P/P 1 OVERLOAD 9 9 O/LOAD MAKEUP P/P 2 9
10 TOO LOW WATER LEVEL 10 10 FUEL P/P 2 OVERLOAD 10 10 O/LOAD STBY FEED P/P 10
0 0 0 0 0
POWER POWER POWER
ON ON ON
SELCO RESET TEST ALARM SELCO RESET TEST ALARM SELCO RESET TEST ALARM
Alarm Panel Alarm Panel Alarm Panel Alarm Panel

Indicator Panel Indicator Panel
1 HIGH STEAM PRESSURE 1 1 LOW STEAM PRESSURE 1 1 AUT STBY FEED P/P START 1 CONTROL VOLTAGE ON 1 HIGH STEAM PRESSURE 1
2 FIRE IN WINDBOX 2 2 SLUDGE TANK HIGH 2 2 2 FEED P/P 2 ON 2 HIGH WATER LEVEL 2
3 HIGH SALINITY 3 3 SLUDGE TANK LOW 3 3 3 CHEM DOSING P/P 3 ON 3 LOW WATER LEVEL 3
HEATER ON 4 HIGH OIL CONTENT 4 4 PREHEATER TEMP HIGH 4 4 4 4 OVERLOAD FEED P/P 2 4
FEED P/P ON 5 5 5 HIGH HIGH WATER LEVEL 5 5 5 5 5
IGNITION P/P ON DOSING P/P ON 6 6 6 HIGH WATER LEVEL 6 6 6 6 6
SOOT BLWR ON 7 7 7 LOW WATER LEVEL 7 7 7 7 7
AIR FAN ON SOOTBLWR OP 8 8 8 8 8 8 8 8
BURNER ON AIR V/V OPEN 9 9 9 9 9 9 9 9
FUEL P/P 1 ON AIR V/V CLOSED 10 10 10 10 10 10 10 10
FUEL P/P 2 ON LOW AIR PRESS POWER POWER POWER POWER
ON ON ON ON
LAMP TEST SELCO RESET TEST ALARM SELCO RESET TEST ALARM SELCO RESET TEST ALARM SELCO RESET TEST ALARM
WATER CONTENT IN STAND-BY

IGNITION OIL PUMP BURNER MOTOR COMBUSTION AIR FAN FUEL OIL SERVICE PUMP 1 FUEL OIL SERVICE PUMP 2 FEED WATER PUMP 1 FEED WATER PUMP 2
WASTE OIL FEED WATER PUMP
A A A A A A A A A
2 2 2 2 2 2 2 2 2
1 1 1 1 1 1 1 1 1
0 0 0 0 0 0 0 0 0
MANUAL DECREASE MANUAL INCREASE START SOOT BLOWER

LAMP TEST ALARM RESET BURNER LOAD BURNER LOAD OPERATION LAMP TEST ALARM RESET LAMP TEST ALARM RESET
ERGEN ERGEN ERGEN
EM
EM
EM
CY
CY
CY
STOP STOP STOP
START SELECTOR SOOT BLOWER

MANUAL OPERATION BURNER POS 1 LOCAL/REMOTE STANDSTILL HEATING STAND-BY STAND STILL HEATING STAND STILL HEATING STANDSTILL HEATING
CONTROL VOLTAGE HEATING ON BURNER BURNER POS 0 OFF CHEMICAL DOSING PUMP GRINDING PUMP FUEL OIL SERVICE PUMP 1 FUEL OIL SERVICE PUMP 2 FEED WATER PUMP 1 CONTROL VOLTAGE MAKE UP PUMP 1 MAKE UP PUMP 2 CONTROL VOLTAGE FEED WATER PUMP 2
0 AUTO 1 MAN MODULATION MODE FEED WATER PUMP 1 FEED WATER PUMP FEED WATER PUMP MAKE UP PUMPS FEED WATER PUMP 2
POS 2 AUTO START
CHEMICAL DOSING
CHEMICAL DOSING
PUMP 2
MAIN SWITCH MAIN SWITCH MAIN SWITCH

SUPPLY ON
SUPPLY ON SUPPLY ON
1 1 1
0 0 0
2.2.2 Boiler Control Systems water level falls to a low value. Limit switches located on the boiler control Note: The burner sequence control unit has no function when the oil burner
panel, are connected to the differential pressure transmitter which operates the is running in manual mode.
feed water controller.
Boiler Burner
During start-up the control unit operates the oil burner in a pre-selected start-
Maker: Aalborg Industries These provide for the following: up sequence. In the event of fault during start up or in normal operation, the
Type: Rotary cup • Shut off the fuel supply to the burner at low water level fuel supply is instantaneously interrupted, and the sequence control unit stops
Model: KB 350W the oil burner.
• A low water level alarm
The burner is of the rotary cup type and so does not require any atomising • A high water level alarm
Features
steam or air supply. Control air is needed for valve actuation and purging and • Stop the feed water pump at too high a water level
an electrical supply is required to operate the rotary cup. Combustion air is The control unit is provided with the following additional safety features:
supplied by means of an electrically driven forced draught fan. The air supply • The flame detector and extraneous light test is restarted
The Boiler Control Panel
is regulated by means of dampers. The forced draught fan is situated on top of immediately following the allowed after-burn time. This means
the wind box and it supplies air for the primary fan which is an integrated part The boiler control panel provides operation, control and interlock devices that open or not fully closed fuel valves initiate a lockout
of the burner. Primary air represents about 10% of the total air supplied, the required for the running of both the oil fired and exhaust gas boilers. This control immediately after this time has elapsed. The test ends only on
remaining 90% being secondary and tertiary air from the forced draught fan. panel performs the automatic and manual operation of the boiler plant and it completion of the pre-purge time of the next burner start-up.
The secondary air for combustion is supplied to the wind box and is directed gives an alarm to warn the operator if an abnormality occurs during operation.
• The correct functioning of the flame supervision circuit is
into the flame by means of vanes.
There are two control panel sections for the oil fired boiler, one for the exhaust automatically checked during each burner start-up sequence.
Correct control of the secondary air is essential to efficient combustion gas boiler and a common section for the feed water system. These sections are • The unit permits burner operation with or without post-purge.
throughout the entire turn-down range of the burner. Draught control is interlinked. The boiler feed water regulator operates continuously when the
• The control contacts for fuel release are checked for welding
performed by means of a secondary air damper connected to the compound boiler is operating and acts to open or close the automatic boiler feed water
during the post-purge time.
regulator by a rod linkage. The fuel oil compound regulator is the final control supply valve in response to the level of water in the boiler.
element which meters out fuel oil and combustion air to the burner. • A built-in unit fuse protects the control contacts against
The boiler control system stops the boiler in an emergency mode, by immediately overload.
The rate of fuel flow is controlled in a linear manner by a rotary valve in the shutting down the fuel oil supply to the boiler, if such an abnormality should
• Separate control outputs for OPEN, CLOSE and MIN (low
compound regulator. A cam is used to regulate the air damper control lever to be too serious to continue running any longer.
flame position) of the air damper actuator.
compensate for the non-linear operation of the secondary air control damper.
Master Boiler Control Panel • Supervised air damper control to ensure pre-purge with the
Ignition of the burner is by means of a diesel oil igniter inserted through nominal amount of air. Checked positions for CLOSED or MIN
This panel contains the system power supply unit and controllers for the burner (low flame position) at the start, OPEN at the beginning and
the wind box and air register. The ignition burner lance and nozzle are
and automatic processes plus various relay units. MIN on completion of the pre-purge time. If the actuator does
automatically purged with air when the ignition period has ended.
not drive the air damper in the required position, the burner
The system has alarms and trips which provide for safe operation of the boiler. start-up sequence will be interrupted.
Water Level Control The alarms bring any abnormality in operation to the notice of the engineer and
a trip initiates a shutdown. The alarm and control panel is provided with a lamp • Functional test of the air pressure monitor at the start-up and
Feed water supply to the boiler is handled by a single element control system. supervision of the air pressure from the beginning of the
It is designed to maintain the boiler water level and provide an alarm and safety test pushbutton which enables the lamps to be tested; this should be carried out
daily in order to enable failed indicator lamps to be detected and replaced. required pre-purge time until the controlled shutdown.
shut down should the level not stay within set limits. A transmitter is mounted
on the boiler which sends a signal to the controller, which in turn regulates the • Separate control output for an ignition fuel valve which is
opening of the feed water control valve. Burner Control System closed after the second safety time has elapsed.
This system controls the remote, manual and automatic operations of the burner • Two control outputs for release of the second output stage or the
The feed water control valve has an electro-pneumatic valve positioner for burner load control.
in the boiler. The unit contains a sequence control, which operates the furnace
automatic operation. The feed pump(s) operate continuously and the feed
purge, pilot burner and the automatic operation of the burner piston valve. • When load control is enabled, the control outputs for the air
control valve regulates the amount of water directed to the boiler, depending
upon the current water level. A set of direct feed valves is provided to be used damper actuator are galvanically separated from the control
The burner sequence control unit is designed for control and supervision of the section of the unit.
in the event of failure of the feed water controller.
oil burner in automatic operation. A motor driven camshaft activates electric
switches which control the burner servo motor, burner motor, ignition and • Connection facilities for the remote lock-out warning device,
The safety system consists of two independent means of shutting off the fuel remote reset and remote emergency shutdown.
solenoid valves. The control unit is connected to a photocell and in normal
supply to the burner if the water level in the boiler falls to an unacceptably
operation it controls the flame supervision circuit.
low level. A separate low level float switch shuts off the fuel supply when the
Mode of Operation Start-Up Sequence Burner Operation

Start Command by the Pressure Switch
The control programme sends the necessary input signals to the control section During burner operation the load controller drives the air damper into nominal
of the control unit and the flame supervision circuit. If the required input signals load or low flame position, depending on the demand for heat. The release
are not present, the control unit interrupts the start-up sequence and initiates a a) The pressure switch closes and the sequence mechanism starts to of the nominal load is carried out by the auxiliary switch in the air damper
lockout where this is required by the system safety regulations. run. At the same time the fan motor is started on pre-purge. actuator.
b) After a preset time has elapsed the fan motor is activated in pre-
Operating Procedure Controlled Shutdown
purge and post-purge mode.
• The START command is given by the pressure switch of the a) The fuel valves are closed immediately. At the same time the
installation. c) On completion of a further time interval the control command sequence mechanism starts again.
to open the air damper is given. During the running time of
• Start-up sequence. the actuator, the sequence mechanism stops. Only after the air b) Post-purge time. Shortly after the start of the post-purge time the
• The burner is in operation, according to the control commands damper has fully opened does the sequence mechanism continue air damper is driven into the MIN position.
of the load controller. to run.
c) The complete closing of the damper starts shortly before the
• Controlled shutdown through the pressure switch.
d) Pre-purge time with the fully opened air damper. During the post purge time has elapsed. This is initiated by a control signal
• The sequence mechanism runs into the start position for the post pre-purge time the correct functioning of the flame supervision which also remains under voltage during the following burner-
purge. circuit is tested. The control unit goes into the lockout position off period.
in case of an incorrect function of the relay.
Note: During burner off periods the flame supervision circuit is under voltage d) Permissible after burn time. During this time the flame supervision
in order to carry out the flame detector and extraneous light test. e) After completion of the pre-purge time, the control unit drives circuit may still receive a flame signal without initiating burner
the air damper into the low flame position. During the damper lockout.
running time the sequence mechanism stops again.
Prerequisites for Burner Start-Up End of control program.
f) Pre-ignition time. The process of ignition is started with air and
• Burner is not interlocked in the lockout position.
fuel being supplied in the correct proportion and the pilot burner e) On completion of the post-purge time the detector and extraneous
• Air damper is closed. operated. light test starts again, as soon as the sequence mechanism has
• The control contacts for the fuel valves CLOSED must be in the reset the control contacts into the start position.
closed position g) Safety time. This delay period allows for ignition of the main
burner and the photocell to detect the flame before the end of the f) During the burner off period a faulty flame signal of only a few
• The normally closed contact for the air pressure monitor must be safety time. The flame must be continuously present otherwise seconds initiates lockout. Short ignition pulses of the UV-tube,
closed the control unit initiates a lockout and interlocks itself in the eg, caused by radiation, do not initiate burner lockout.
• The contacts of the gas pressure monitor and those of the limit lockout position.
thermostat or pressure switch must also be closed. The boiler is normally operated on HFO with MDO being used for the igniter. It
h) Second safety time. On completion of the second safety time the is possible to burn waste oil/sludge oil in the boiler and the boiler control panel
main burner must have been ignited by the pilot burner. has a facility for changing to waste oil operation.
i) End of the start-up programme. After a preset time interval has

elapsed, the load controller is released. This ends the start up
sequence of the control unit. The sequence mechanism switches
itself off, either immediately or after a few idle steps, i.e. steps
without change of the contact positions, depending on the
times.
Procedure for Automatic Burner Operation Manual Modulation: The Burner Modulation mode switch is in the
MANUAL position and the burner is controlled WARNING
The description below assumes that the fuel system is ready for operation with by the MANUAL INCREASE BURNER LOAD It is essential that the boiler furnace be purged correctly in order to
heated HFO available. and MANUAL DECREASE BURNER LOAD reduce the risk of furnace explosion.
pushbuttons.
a) Check the fuel and burner system for leaks and ensure that the g) After purging the furnace press the MANUAL DECREASE
boiler is ready for operation. pushbutton until the fan air damper reaches its minimum
In an emergency, the control system shuts off the fuel supply to the burner
position.
for the boiler protection. An emergency stop button is provided at the boiler
b) Turn on the main power source to the burner control panel and control panel to enable the operator to stop the burner operating should that
check that the fuel supply valves are open. h) Check that the boiler fuel oil pressure and temperature are
be necessary.
correct.
c) Check all panel lamps by pressing the LAMP TEST The boiler control panels provide visual indication of existing alarm conditions
pushbuttons. by means of indicator lamps. These lamps must be tested daily by pressing the i) Press the IGNITION FOR MANUAL OPERATION pushbutton
LAMP TEST pushbutton. and the OIL VALVES pushbutton on the manual operation box
d) Check that the water level in the boiler is within acceptable and keep them depressed. The manual operation box is located
limits with one feed pump selected as the operating pump and The sootblower is also controlled from the burner control panel. at the burner and not at the control panel. Check visually that
the other as the standby pump. the ignition flame is established before continuing.
Manual Operation j) If there is a good ignition flame, keep both pushbuttons

e) Select one fuel pump as the operating pump and the other as
the standby pump. When burning waste/sludge oil the grinding The manual operation system allows for firing of the boiler, in the event of depressed for a maximum period of 5 seconds.
pump would be started in order to ensure an even temperature faults in the automatic sequence control or components of safety monitoring
in the waste oil service tank and an even distribution of water equipment. k) Release both pushbuttons; a steady flame should be established.
droplets. Gravity supplies waste oil to the boiler burner pump The burner will remain firing; the oil valve and flame will be
and heater module (see section 2.6.3). supervised by the manual flame scanner. The burner modulation
Procedure for Changing to Manual Operation may be selected as auto or manual.
f) Turn the Control Voltage switch to the ON position and the
Heating On Burner switch to the ON position. a) Turn the Burner On/off switch to the OFF position. l) If no flame is established when the ignition and oil valve
pushbuttons are released, the start-up sequence must be repeated
g) Turn the Boiler Modulating Mode switch to the AUTO b) Turn the Burner Modulation Mode switch to the MAN from step e) above.
position. position.
m) Burner firing is stopped by turning the BURNER OPERATION
h) Select automatic operation by turning the key operated Burner c) On the boiler front, replace the Auto Flame Scanner with the MODE switch to the AUTO position.
Operation Mode switch to the AUTO position. Manual Flame Scanner.
CAUTION
i) Turn the Burner On/off switch to the ON position; the burner d) Turn the key operated Burner Operation Mode switch to the
In manual operation mode the safety interlocks are reduced to:
will start and stop automatically by a signal from the start/stop MAN position. The burner servo unit is now moved to the
pressure switch. The start up sequence and flame supervision minimum position. When it reaches that position the burner • Too low water level
(by means of the automatic flame scanner) are controlled by the rotating cup motor and the combustion air fan motor are started. • High steam pressure
burner sequence controller. With the fan in operation the manual increase and manual
decrease burner load pushbuttons become active. • Burner swing out
When the start-up sequence is completed the burner will be modulated • Overload combustion air fan and burner motor
according to the setting of the burner modulation mode switch. There are two e) Press the MANUAL INCREASE pushbutton until the fan air
damper reaches it maximum position. • Flame failure
burner modulation modes, automatic and manual.
• Fire in windbox
Auto Modulation: The Burner Modulation mode switch is in the f) Allow the boiler furnace purge to operate for at least 60
AUTO position and the burner load is controlled seconds. It is essential that the boiler is constantly supervised by a competent
automatically by the load controller. person when operating in manual mode.
2.2.3 Sootblowers e) Press the START SOOT BLOWER OPERATION pushbutton

at the boiler control panel. If Auto Start operation has been
Oil Fired Boiler Sootblower selected the sootblower will operate automatically on a timer. If
Local/Remote operation has been selected the sootblower will
Maker: Clyde Bergeman Ltd operate foir a cycle whenever the start pushbutton is pressed.
Type: D92 (Electric motor driven)
No. of sets: 1 Whichever mode of operation is selected the sequence is automatic and will
consist of either one or two operations of the sootblower.
Air supply: 20-30kg/cm2
Working pressure: 25kg/cm2 The main air receiver valve supplying the sootblower is also used for supplying
Air consumption: 0.7Nm3/min air to the control air system, they will normally be left open even when the oil
Blowing time/sequence: 25 seconds fired boiler is not operating and the sootblower is not required.
A single sootblower is fitted to the oil fired auxiliary boiler. Sootblowing should Note: The main air pressure must be kept in the 20-30kg/cm2 range to
be carried out at regular intervals to ensure that the heat transfer surfaces are maintain the nozzle pressure at 12-15kg/cm2. An orifice is fitted in the air
kept clear of deposits, as these retard heat transfer and may constitute a fire supply line to create a pressure reduction at the nozzle.
hazard.
Sootblowing should be carried out at least every 8 hours when the boiler is
in use, bearing in mind the position of the vessel and any local legislation
concerning pollution and clean air. The operation should also be carried out
when leaving port and prior to shutting down the boiler, provided that local
legislation does not prohibit such action.
The sootblower uses compressed air from the main starting air receivers. An
electric drive motor rotates the swivel tube which is coupled to the jet tube
element. This element is rotated a number of times as air is injected through
holes in the jet tube.
As the compressed air is taken from the main starting air receivers, attention
must be given to the supply of starting air to the main engine during critical
manoeuvring periods when leaving port. If necessary the sootblower automatic
operation should be stopped in order to conserve air for main engine
manoeuvring.
Procedure for the Operation of the Sootblower

a) The boiler should be at a minimum of 50% of full load.
b) Open one of the air isolating supply valves A716-007 and

A716-008 on the main starting air receiver in service.
c) Ensure that compressed air is available at the sootblower.
d) Select the sootblower operating mode at the boiler control panel.

The selector switch may be moved to position 1 for Local/
Remote operation or to position 2 for Auto Start operation.
Position 0 is the off position.
Illustration 2.2.4a Engine Room Steam System
To Funnel To Funnel From AC Room

Control Panel
AC1 AC2 AC3

P
C2 100 C2 204 TI
001 205 206 018 210
C1 C1 C11 C1 C1 C11 TI TI TI
209 211 PI
C30 C30 207
LI LI To Bilge LI LI To Bilge M M M
C27 C27 C27 C27 212 263 164 165
C9 202 903 C9
W16 W16
Condenser / Key
Sample
Dump Cooler
Cooler To Engine Room
Steam
C26 C26 222 Tank Heating
Condensate
Boiler M82 Collecting Tank To Forward Condensate
Exhaust Gas C24 C24 TC M87 214 Tank Heating
Boiler To Bilge To Bilge Fresh Water
To Funnel
C25 From Fresh C25 M84 M86 215 Lubricating Oil
Water System Set at
To Condensate To Condensate 166 3.3bar
PI Heavy Fuel Oil
To Bilge System To Bilge System
518 Bilge
To Trace Heating
TC TC TC TC TC
Separating Fuel Oil 221
142 System To Bilge Electrical Signal
139 137 135 134 130 PI
Lubricating Heavy Fuel Heavy Fuel Heavy Fuel Lubricating All Valves are Prefixed ‘A717’
Oil In/Out Oil In/Out Oil In/Out Oil In/Out Oil In/Out 219 Unless Otherwise Stated
Main Engine Lubricating Marine Diesel Oil / Heavy Heavy Fuel Oil Heavy Fuel Oil No.1 Auxiliary Engine Lubricating
Oil Separator Preheater Fuel Oil Separator Preheater Separator Preheater Separator Preheater Oil Separator Preheater 220
PI
144
TC TC To Trace Heating
167 Boiler Fuel
TC 129
147 145 G20 G53 Oil System
Sludge Main Engine
Fresh Water Fuel Oil Fuel Oil Heavy Fuel
In/Out In/Out In/Out Oil Oil In/Out
Trap
Fuel Oil Booster Unit
Accommodation Heating Fuel Oil Pump /
Water Heater Heating Unit for Burner Plant
PI
TC TC TC 149 227
141
TC
157 155 154 152 150 Scavenge

Fresh Water Lubricating Fresh Water Air Collecting
In/Out Oil In/Out In/Out Tank
Calorifier
Reefer Container No.2 Auxiliary Engine Lubricating Main Engine Fresh Water To Trace Heating 225 162
Cooling Water Preheater Oil Separator Preheater Cooling Preheater To Trace Heating
Fuel Oil Transfer System 124
258 226 Fuel Oil Service
System High Forward
160
To Trace Heating Sea Chest Sea Chest
Low
Sludge Pump and
159 Sea Chest
Separator Sludge Tanks
To Bilge
2.2.4 Steam System d) Open the steam system valves, shown in the following lists, as Main Engine Lubricating Oil Separator Preheater
required for use:
Steam inlet valve A717-139
General Description
Description Valve
2
Generator Engine Lubricating Oil Separator Preheater No.1
Saturated steam is led from the oil fired auxiliary boiler or the exhaust gas 7.0kg/cm Steam System
boiler at a normal pressure of 7.0kg/cm2. The steam line from each boiler is Steam inlet valve A717-130
Boiler main steam stop valve no number
led to the common 7.0kg/cm2 steam line from where steam is distributed to
users. The common steam line has a branch to the steam dump valve which Auxiliary boiler outlet line valve A717-204 Generator Engine Lubricating Oil Separator Preheater No.2
is pressure controlled; the dump valve dumps excess steam to the dump Drain valve (closed) A717-205
condenser/drains cooler. The common steam line also supplies heating steam Steam inlet valve A717-154
to the simmering coil of each boiler and the condensate collecting tank. When Steam dump valve inlet valve A717-206
a boiler is shut down for a short period, eg, the exhaust gas boiler is shut down Steam dump valve (operational) no number Sludge Oil Trap
when the ship is in port, the boiler should be maintained in a warm condition
Steam dump valve outlet valve A717-210 Steam inlet valve A717-167
in order to allow it to be brought back on line quickly. Steam is supplied to
the simmering coil of the boiler in order to maintain a reasonable temperature Steam dump bypass valve (closed) A717-207
thus allowing the boiler to be brought up to operating condition quickly. Steam Fuel Oil Booster Unit Preheaters
Condenser/dump cooler inlet valve A717-209
services are supplied from the steam distribution range which connects with Control valve inlet valve no number
the common steam line. Steam distribution range inlet valve A717-211
Control valve outlet valve no number
Steam distribution range drain valve A717-312
CAUTION Control valve bypass valve (closed) no number
Inlet valve to forward tank heating A717-214
Water hammer in steam lines can be a problem and can cause damage Preheaters No.1 inlet valve no number
to the pipe system and even steam line failure resulting in scalding of Inlet valve to engine room tank heating A717-222
personnel. It is essential that all steam lines are drained of condensate Preheater No.2 inlet valve no number
Line valve to engine room steam services A717-212
and that steam is supplied to cold lines gradually with line drain valves
open. This allows the steam line to warm through and for the condensate Drain valve from engine room steam services A717-160
Jacket Cooling Water Preheater
to drain. Drain valves are located at a number of places in the steam
system and these must be opened before the steam valve to that section Steam inlet valve A717-150
Reefer Cooling Water Preheater
of line is opened.
Inlet valve to control valve A717-155
Accommodation Hot Water Heating Unit
Control valve (operational) A717-157
Procedure for Supplying Steam to the Steam System Inlet valve to control valve A717-145
Outlet valve from control valve A717-147
The auxiliary boiler is to operate on automatic control and generates saturated Scavenge Air Drain Tank Heating Coil
steam at a pressure of 7.0kg/cm2. The description assumes that the entire steam Bypass valve for control valve (closed) A717-144
Steam supply valve A717-149
system is shut down and is being warmed through from cold. Control valve (operational) no number
a) Ensure that the boiler is operating correctly and that the correct Boiler Burner Heater Unit
steam pressure is being developed. Calorifier
Inlet valve to control valve A717-718
Steam inlet valve A717-141
b) Start the sea water system for the central coolers and the LT
central cooling system, ensure that there is a water flow through Heavy Fuel Oil Separator Preheater No.1 Control valve no number
the drain condenser/dump cooler tubes. Steam inlet valve A717-134
Condensate collecting tank (hot well)
c) Open all steam line drain valves and drain the section of steam
Heavy Fuel Oil Separator Preheater No.2 Heating steam inlet valve A717-717
pipe of condensate as the pipe warms up. Where drain traps
are fitted line drain valves may be left open after the pipe has Steam inlet valve A717-135 Control valve no number
warmed through, otherwise the drain valve must be closed when
the pipe is warm and steam issues from the drain valve. Auxiliary Boiler
Heavy Fuel Oil/Marine Diesel Oil Separator Preheater
Steam inlet valve A717-137 Heating coil steam valve no number
Illustration 2.2.4a Engine Room Steam System
To Funnel To Funnel From AC Room

Control Panel
AC1 AC2 AC3

P
C2 100 C2 204 TI
001 205 206 018 210
C1 C1 C11 C1 C1 C11 TI TI TI
209 211 PI
C30 C30 207
LI LI To Bilge LI LI To Bilge M M M
C27 C27 C27 C27 212 263 164 165
C9 202 903 C9
W16 W16
Condenser / Key
Sample
Dump Cooler
Cooler To Engine Room
Steam
C26 C26 222 Tank Heating
Condensate
Boiler M82 Collecting Tank To Forward Condensate
Exhaust Gas C24 C24 TC M87 214 Tank Heating
Boiler To Bilge To Bilge Fresh Water
To Funnel
C25 From Fresh C25 M84 M86 215 Lubricating Oil
Water System Set at
To Condensate To Condensate 166 3.3bar
PI Heavy Fuel Oil
To Bilge System To Bilge System
518 Bilge
To Trace Heating
TC TC TC TC TC
Separating Fuel Oil 221
142 System To Bilge Electrical Signal
139 137 135 134 130 PI
Lubricating Heavy Fuel Heavy Fuel Heavy Fuel Lubricating All Valves are Prefixed ‘A717’
Oil In/Out Oil In/Out Oil In/Out Oil In/Out Oil In/Out 219 Unless Otherwise Stated
Main Engine Lubricating Marine Diesel Oil / Heavy Heavy Fuel Oil Heavy Fuel Oil No.1 Auxiliary Engine Lubricating
Oil Separator Preheater Fuel Oil Separator Preheater Separator Preheater Separator Preheater Oil Separator Preheater 220
PI
144
TC TC To Trace Heating
167 Boiler Fuel
TC 129
147 145 G20 G53 Oil System
Sludge Main Engine
Fresh Water Fuel Oil Fuel Oil Heavy Fuel
In/Out In/Out In/Out Oil Oil In/Out
Trap
Fuel Oil Booster Unit
Accommodation Heating Fuel Oil Pump /
Water Heater Heating Unit for Burner Plant
PI
TC TC TC 149 227
141
TC
157 155 154 152 150 Scavenge

Fresh Water Lubricating Fresh Water Air Collecting
Calorifier
Reefer Container No.2 Auxiliary Engine Lubricating Main Engine Fresh Water To Trace Heating 225 162
Cooling Water Preheater Oil Separator Preheater Cooling Preheater To Trace Heating
258 226 Fuel Oil Service
System High Forward
160
To Trace Heating Sea Chest Sea Chest
Low
Sludge Pump and
159 Sea Chest
Separator Sludge Tanks
To Bilge
Exhaust Gas Boiler Tracing Steam System Valve

Heating coil steam valve no number Sludge pump and sludge tanks A717-159
Main and auxiliary engine fuel oil system A717-226
3.0kg/cm2 Steam System
Inlet valve to 3.0kg/cm2 reducing valve A717-215
Note: Trace heating must only be applied to sections of pipe through which
Outlet valve from 3.0kg/cm2 reducing valve A717-221 oil is flowing or which allow for unrestricted thermal; expansion of the fluid
in the pipe.
Steam reducing valve 8.0 to 3.0kg/cm2 (operational) A717-216
2
Bypass valve to 3.0kg/cm reducing valve (closed) A717-166
3.0kg/cm2 steam supply valve to air conditioning plant A717-219
Inlet valve to air conditioning unit AC 1 A717-263
3.0kg/cm2 steam supply valve to sea chests A717-220
Sea chest M81 (forward) inlet valve (closed) A717-162
Sea chest M84 (port) inlet valve (closed) A717-124
Sea chest M85 (starboard) inlet valve (closed) A717-225
e) When a steam line is warmed through and steam is issuing from

the drain, close the drain valve.
f) Ensure that each steam line’s associated drain valves are open
and that the drain trap is functioning, see section 2.3.2. The drain
inlet system to the dump condenser and the observation tank
must be functioning.
g) The steam system should be checked frequently for signs of

steam leakage and any defects rectified.
Trace Heating Steam System

All sections of fuel and sludge systems are fitted with trace heating to prevent
the oil/sludge from solidifying inside the pipe. The steam for this trace heating
is taken from the main engine room steam supply line through valve A717-212
at the main steam range as listed above.
The individual sections of trace heating line have separate steam inlet and drain
valves, allowing for the isolation of that system when required.
Tracing Steam System Valve

Boiler fuel oil system A717-129
Fuel oil transfer system A717-258
Fuel separator system A717-142
Illustration 2.2.4b Engine Room Tank Heating Steam System To Engine Room Heating System To Air Conditioning Heating System
Steam from Forward Steam to
Range Tanks 8/3 bar Sea Chest
3.3 bar
M07 Low Sulphur TIAL M05 Heavy Fuel Oil TIAL M63 Boiler M61 Boiler
Heavy Fuel Oil Service Tank Service Tank Lubricating Oil Sludge Tank Heavy Fuel Oil Sludge Tank
TI TI TI TI
PI PI
To Bilge
253 182 152 177 232 222
M59 Oily TAL M03 Heavy Fuel Oil TIAL
Water Tank Settling Tank
TI TI
180 413 414 175 403 404 230 473 220 463
TC 179 181 419 420 TC 174 176 409 410 TC 229 231 476 TC 219 221 466 212 150 167
178 417 418 173 407 408 228 475 218 465
101
210 453 165 383 384
102
TC 209 211 456 TC 164 166 389 390
301 To Condenser/
M67 Lubricating Oil M57 M55 M53 Dump Cooler 208 455 163 387 388
Cleaning Tank Heavy Fuel Oil Lubricating Oil Fuel Oil
To Condenser/ TI TC Drain Tank TI TC Sludge Drain Tank TI TC Sludge Drain Tank TI
Dump Cooler
242 207 202 192 From

TAL M04 Low Sulphur TIAL
Engine
Heavy Fuel Oil Settling Tank 105
Room
112 109 Heating TI
System 106
240 483 205 448 200 443 190 433 Key
113 126
151 172 302
TC 239 241 486 M 204 206 451 M 199 201 446 M 189 191 436 Steam
From
127 303
Heating/ Air
Condensate
238 485 203 450 198 445 188 435 Conditioning
System All Valves
170 393 394
to be Prefixed with
To Condenser/ A717 Unless
Dump Cooler TC 169 171 399 400
Otherwise Stated
168 397 398 To Condenser/

M64 M46 Lubricating Oil M62 Lubricating Oil M60 M54 Scavenge Air M02 Heavy Fuel Oil
Dump Cooler
Bilge Water Tank Service Tank for Main Engine Sludge Tank Heavy Fuel Oil Collecting Tank Overflow Tank
Turbocharger Sludge Tank
TI TI TI TI TC TI TI M41 Lubricating Oil
Circulating Tank for
TC Main Engine TI
237 187 227 217 197 162
115 104
154
116 108
235 478 245 423 225 468 215 458 195 438 160 378
305 304
185 424
TC 234 236 481 TC 244 246 429 TC 224 226 471 TC 214 216 461 M 194 196 441 TC 159 161 381
M 184 186 430
233 480 243 427 223 470 213 460 193 440 158 380 To Condensate To Condensate
Collection Tank Collection Tank 183 428
Tank Heating Tank F054 HFO deep tank starboard aft Fuel Oil Tanks Inside Engine Room
Inlet to temperature control valve A717-138 Tank M02 Fuel Oil overflow tank
All fuel oil, sludge and waste oil tanks are fitted with steam heating coils, a
temperature controlled valve regulates the supply of steam to each tank in Temperature control valve A717-139 Inlet to temperature control valve A717-158
order to maintain the correct temperature in the tank. A manual bypass valve Outlet from temperature control valve A717-140 Temperature control valve A717-159
is fitted to be used in the event of failure of the temperature controlled valve.
In some cases two heating coils are fitted and both are supplied from the same Bypass for temperature control valve A717-141 Outlet from temperature control valve A717-160
temperature controlled valve, the separate coils having individual inlet valves. Inlet to heating coil A717-142 Bypass for temperature control valve A717-161
Inlet to heating coil A717-246 Inlet to heating coil A717-162
Steam for the tank heating system is taken from the main steam range via
valves A717-222 for the engine room tank heating and valve A717-214 for tank
heating in the forward part of the ship. Tank F055 HFO deep tank port aft Tank MO3 HFO settling tank
Inlet to temperature control valve A717-143 Inlet to temperature control valve A717-163
Oil Tanks Outside Engine Room Valve
Temperature control valve A717-144 Temperature control valve A717-164
Tank F051 HFO deep tank centre forward
Outlet from temperature control valve A717-145 Outlet from temperature control valve A717-165
Inlet to temperature control valve A717-123
Bypass for temperature control valve A717-146 Bypass for temperature control valve A717-166
Temperature control valve A717-124
Outlet from temperature control valve A717-125
Bypass for temperature control valve A717-126
Inlet to heating coil A717-127
Tank F056 HFO low sulphur deep tank starboard Tank MO4 HFO low sulphur settling tank
Tank F052 HFO deep tank starboard forward
Tank F057 HFO low sulphur deep tank port Tank MO5 HFO service tank
Tank F053 HFO deep tank port forward
Illustration 2.2.4c Forward Tank Heating Steam System
To Air Conditioning Heating System

Steam to
8/3 bar Sea Chest FO55 FO53
3.3 bar Heavy Fuel Oil Heavy Fuel Oil
332 328 Deep Tank Deep Tank
(Port) (Port) 133
335
334 TI TAH TC M 134 136
PI PI
To Bilge
333 329
TC TI TAH 135
M
137
143 144 145 247
To Engine Room 352 348
Heating System
355 146 147
Aft Tanks 354
From Heating/Air 353 349
Conditioning System TC TI TAH
From
Steam Range M
123
153 154 155 249 FO57
Low Sulphur TI TAH TC
372 368 M 124 126
Heavy Fuel Oil
375 156 157 Deep Tank
125
374
From
Engine Room 373 369
127
Heating
System
312 308
119
315
118 TC TI TAH
314
M
313 309
To Condenser/ 306
Dump Cooler 148 149 150 248
FO56 FO51
Low Sulphur Heavy Fuel Oil
To Condenser/ 362 358 151 152 Heavy Fuel Oil Deep Tank
Dump Cooler Deep Tank (Centre)
365
364
363 359
121
342 338
M TC TI TAH 128
122
344 138 139 140 246 TI TAH TC M 129 131

307 FO54
Heavy Fuel Oil
FO52
Deep Tank 130
Key 345 141 142 Heavy Fuel Oil
(Starboard)
Deep Tank
Steam To Condenser/ 322 318 (Starboard)
132
Dump Cooler 325 343 339
Condensate
324
All Valves to be Prefixed with A717
Unless Otherwise Stated 323 319
Tank MO7 HFO low sulphur service tank Tank M55 Lubricating oil sludge drain tank Tank M62 Lubricating oil sludge tank
Inlet to temperature control valve A717-178 Inlet to temperature control valve A717-198 Inlet to temperature control valve A717-223
Temperature control valve A717-179 Temperature control valve A717-199 Temperature control valve A717-224
Outlet from temperature control valve A717-180 Outlet from temperature control valve A717-200 Outlet from temperature control valve A717-225
Bypass for temperature control valve A717-181 Bypass for temperature control valve A717-201 Bypass for temperature control valve A717-226
Inlet to heating coil A717-182 Inlet to heating coil A717-202 Inlet to heating coil A717-227
Tank M57 Fuel oil drain tank Tank M63 Lubricating oil sludge tank, boiler
Other Heated Tanks in Engine Room Inlet to temperature control valve A717-203 Inlet to temperature control valve A717-228
Tank M41 Lubricating oil service tank, main engine turbochargers
Tank M59 Oily water tank Tank M64 Bilge water tank
Tank M46 Lubricating oil circulating tank, main engine
Tank M60 Fuel oil sludge tank Tank M67 Lubricating oil cleaning tank
Tank M53 Fuel oil sludge drain tank
Tank M61 Fuel oil sludge tank, boiler
Tank 54 Main engine scavenge air collecting tank
2.2.5 Exhaust Gas Boiler available from the exhaust gas. At full main engine load, steam is generated at a Illustration 2.2.5a Exhaust Gas Boiler-Type AQ2
maximum rate and if this is in excess of the needs of the ship the excess steam
is dumped to the dump condenser/drain cooler. Gas Flow
Exhaust Gas Boiler
Steam Outlet
Maker: Aalborg Industries During periods when the exhaust gas boiler is not in use it is kept ready for use
No. of sets: 1 by means of a heating coil in the water drum. Steam passes through the coil
Type: Vertical smoke tube marine boiler keeping the boiler warm.
Model: AQ-2 Safety Valve
Evaporation: 4,500kg/h Boiler Mountings Connections
Steam condition: 7.0 kg/cm2 saturated steam at 170°C Safety Valves

Feed water temperature: 90°C Two high lift safety valves are fitted to the boiler steam space. These are
installed for safety reasons and are designed to prevent the boiler pressure from
The exhaust gas boiler is of the smoke tube type with a steam space above the rising above the design value. The safety valves are fitted with waste steam Steam
water drum and is used for the recovery of heat from the main engine exhaust pipes and expansion bellows and are set to lift at 9.0 kg/cm2. Both of the valves Space
gas. The boiler is an integral part of the main engine exhaust system acting as are fitted with remotely operated easing gear to allow for manual opening and
an exhaust silencer. release of pressure in an emergency.
The boiler is designed as a vertical boiler with a cylindrical shell surrounding Main Steam Valve
the water drum, steam space and boiler tubes. The tubes consist of a large Handhole
number of smoke tubes in conjunction with a small number of stay tubes. The The main steam valve is a screw down non-return valve. When closed it isolates
stay tubes have a larger diameter than the smoke tubes and act as supports for the boiler from the main steam system and prevents steam flowing back into
the boiler, both sets of tubes are welded into the lower and upper tube plates. the boiler when open.
The steam space is formed by an internal cone welded to the upper tube plate
and an end plate connecting the cone to the upper end of the cylindrical shell. Main and Auxiliary Feed Water Valves
Two sets of feed water valves are fitted to the boiler. Each set consists of two
Heat from the main engine exhaust gas is transferred to the water side by
valves, a shut-off valve and a non-return valve. The main feed water valves
convection through the boiler tubes. On the water side, the heat is transferred
are normally used in conjunction with the level controller. The auxiliary feed
by evaporation of the saturated water adjacent to the tubes where steam bubbles
water valves are a direct fill from the feed pumps and are closed during normal
are formed. As these bubbles have a lower density than the water, they will rise
running of the boiler. They are normally only used when the level controller
rapidly to the steam space where the water and steam are separated.
fails.
Internal inspection of the exhaust gas boiler is facilitated by two manholes fitted
in the lower part of the water drum. A further sixteen handholes are arranged at Water Level Gauges
two levels to allow for inspection of the water and steam spaces.
Two local water level gauges are fitted to the front of the boiler shell, each
gauge is provided with two shut-off valves and a drain valve. The shut-off
In an emergency the boiler may be operated without water and with full exhaust
valves, fitted at the top and bottom of the sight glass, have a remote closing
gas flow passing through the boiler tubes, provided the boiler is depressurised
mechanism which may be used to isolate the gauge should the glass rupture.
and the internal temperature does not exceed 400°C.
The drain pipes from the water level gauges are lead to an open drain visible
for inspection when blowing down the glasses.
Note: The steam space of the boiler is designed to allow for expansion Manhole
and contraction due to temperature changes. It is advisable, however, to
avoid sudden and large load variations as this may create instability in Instrumentation Valves Blowdown
Connection
the steam system and cause level fluctuations. The boiler is fitted with gauge valves on top of the boiler for the pressure
gauges and transmitter.
The exhaust gas boiler generates steam due to the heat energy in the exhaust
gas and at reduced main engine loads or during periods of high steam demand,
it may be necessary to use the auxiliary boiler to supplement the heat energy
Blowdown Valve Procedure for Operating the Exhaust Gas Boiler Procedure to Blow Down Boiler
Two blowdown valves are mounted on the lower boiler shell with internal pipes
leading to the bottom of the water space and allowing the boiler water and any The following steps should be taken before any attempt is made to put the a) Check with the bridge that it is safe to blow the exhaust gas
sludge to be discharged overboard. The ship’s side boiler blowdown valve must exhaust gas boiler in service and assumes the boiler system is empty. boiler down.
be opened before any blowdown procedure is undertaken.
a) If any maintenance has been carried out on the boiler a thorough b) Open the ships side valve A717-713.
inspection must be made to ensure the water and exhaust spaces
Scum Valve are clear of foreign matter and that all inspection doors and c) If the boiler level is high slowly open the scum valve C5 to
The scum valve is fitted to the upper boiler shell, this has an internal pipe manhole covers are securely fitted. reduce the level. This will help to remove any floating solids or
leading to an open funnel at the normal boiler water level. In the event of an scum from the surface of the boiler water.
accumulation of floating scum in the boiler, it may be removed from the water b) Ensure the safety valves are operative and that any easing wires
surface by opening this valve. are fitted and working. d) Close the scum valve and open the boiler blow down valve C7.
c) Open all valves associated with the instrumentation and controls e) After completion of blow down, test the boiler water chemical
Sampling Valve for the auxiliary boiler. concentration and adjust chemical treatment if necessary.
The sampling valve is connected to the boiler shell and directs the boiler water
through a cooler before being used for analysis. d) Open the steam space air vent valve.
Procedure for Dry Running of the Exhaust Gas Boiler
e) Check that all valves on the pressure gauge piping and the water
Air Valve Should the exhaust gas boiler fail and it is necessary to run dry the following
level gauges are open.
The steam space is fitted with an air vent valve to vent any air from the boiler procedure should be followed:
when starting after maintenance or shut down and also to prevent a vacuum f) Close all blowdown, drain and scum valves.
forming when cooling down. a) Close main steam valve and boiler water sample valve.
g) Fill the boiler with feed water until the level appears in the sight
glass allowing for expansion as the water heats up. b) Close the exhaust gas boiler feed water inlet valves and isolate
Level Switch the feed water pumps.
The level switch for feed water control is fitted to the upper boiler shell and h) Check the operation of the gauge glasses and compare with
includes two shut-off valves and a drain valve, for testing and isolating. remote reading instruments. c) Open the blowdown valves and drain boiler of water.
d) If possible, inspect the exhaust gas boiler to determine the extent

Manhole Covers Note: Remote reading instruments may not be accurate until steam is being of the damage, if any.
Two manholes and sixteen hand holes provide access to the water and steam generated and the boiler is under pressure.
spaces for inspection and cleaning. e) Once the exhaust gas boiler is fully drained, the blowdown
i) When steam is seen to come out from the air vent valve the air valves may be closed.
vent valve may be closed.
Inspection Doors
f) Open the air vent valve to prevent pressure inside the boiler
Two doors in the exhaust spaces, one at the boiler top and the other at the When the load on the main engine has increased to normal, the exhaust shell. If required the relief valves may be lifted with the easing
boiler bottom, allow for access to the gas side of the boiler for inspection and gas boiler should be able to generate sufficient steam to supply the vessel’s gear for this purpose.
cleaning. These are used when washing the boiler tubes. demands. The auxiliary boiler should stop firing when the exhaust gas boiler
produces sufficient steam to cope with demand. How long this takes depends g) The engine may now be started and steadily increased to full
upon the main engine operation but the exhaust gas boiler should be able to load
meet the demand for steam 20 to 30 minutes after the engine has been set to
full power. The exhaust gas inlet and outlet temperatures should be closely monitored to
ensure that the inlet temperature does not rise above 400°C and that there is no
If the steam produced by the exhaust gas boiler is more than consumption then sudden change in the outlet temperature.
the excess will be dumped to the condener and the auxiliary boiler may be shut
down. When running dry for any length of time all the gaskets will eventually dry out
and should be inspected and renewed before returning to pressurised service.
As there is no cooling affect when the exhaust passes through the boiler there b) Using either a fresh water lance or a sea water hose commence
is a slight increase in the possibility of a soot fire in the exhaust gas boiler. washing the tubes through the inspection door in the outlet side
of the boiler. The water jet should be directed at the smoke tubes
WARNING and should be between 4.0 and 6.0 kg/cm2 pressure.
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 WARNING
intakes should be sealed and fire fighting equipment made ready. When the smoke tubes are water washed there is the risk of generating
steam. Ensure that protective clothing including visors and gloves is
If running dry for a prolonged period, consideration should given to opening worn and that the operators body remains outside the inspection door.
the maholes in the boiler shell to provide for a cooling air circulation.
c) Constantly check the drain from the bottom of the inlet space to
prevent any accumulation of water. Stop washing and clear the
WARNING drain whenever it becomes blocked.
After running dry the boiler will have been heated up to exhaust gas
temperature and should be allowed to cool before refilling. Otherwise Note: Once washing has commenced the process has to be completed and
there is the possibility of a sudden release of steam and thermal shock all deposits removed. Some types of deposit will become more difficult to
to be boiler. remove if exposed to water and then allowed to dry.
Procedure for Water Washing Exhaust Gas Boiler Tubes d) When washing is complete, indicated by clean water at the
drain, flush away all remaining residue from the bottom of the
Main engine exhaust gases contain carbon particles, ash and unburnt fuel the inlet box. If using sea water it is preferable that the final
residues such as soot. The amount being dependent upon the quality of the fuel, rinse is done with fresh water.
the state of the engine and the operating load. Over a period of time deposits
accumulate on the tubes, especially after continued operation on low loads. It e) If available, neutralise any remaining acidic residues with a
will then be necessary wash the tubes and remove the accumulated deposits. 10% washing soda solution.
A good indicator of the amount of fouling is the pressure loss as the exhaust gas f) Remove the waterproof material from the exhaust gas inlet and
passes through the boiler, if this is more than 20mm H2O above that measured close the drains on the turbochargers. Ensure that the drain valve
when the boiler was clean the tubes should be cleaned. Other indications is closed and the inspection doors are closed on completion.
are increased exhaust gas temperature after the boiler and/or reduced steam
production for the same engine load. g) The boiler should then be heated and dried out by use of the
steam heating coil in the water space.
The deposits are mainly insoluble particles bonded together by a water soluble
material. Water washing dissolves the bonding material and then flushes the h) Clean the soot collecting tank on the drain system before the
insoluble particles away. Due to the acidic nature of the deposits it is preferable residue dries and compacts.
to wash with an alkaline solution (10% washing soda) if possible. If this
solution is not available then additional rinsing will be required. The boiler is now ready for service.
Washing may only be carried out when the boiler is out of service and the shell
temperature 100oC or less.
a) Open the two inspection doors to the exhaust spaces, above

and below the boiler. Open the drain from the floor of the inlet
box to the soot collecting system and prove it to be clear. Using
waterproof material cover the inlet from the engine to prevent
water from running down to the turbochargers. Open the drains
from the turbocharger exhaust outlet casings and prove them to
be clear.
2.3 Condensate and Feed Water Systems
2.3.1 Condensate Systems
2.3.2 Boiler Feed Water System
2.3.3 Water Sampling and Treatment System
Illustrations
2.3.1a Engine Room Condensate System
2.3.1b Engine Room Tank Heating Condensate System
2.3.1c Forward Tank Heating Condensate System
2.3.2a Boiler Feed Water System

Illustration 2.3.1a Engine Room Condensate System

To Funnel LS To Funnel
Control Air
LS
Starting Air
PSL PSL AC Room
PI From Forward Tank Heating
C1 C1 C11 C1 C1 C11
610
From Engine Room Tank Heating
C30 C30 AC1 AC2 AC3
LI LI LI LI 309
C27 C27 C27 C27 408
W16 W16 407

441 342 344
Steam Steam TI
019 P
346
C26 C26 706 607
Boiler Condenser / 411
Exhaust Gas
Boiler C24 C24 Dump Cooler To Bilge
To Bilge To Bilge
C25 C25
TI
C16 705
To Bilge To Bilge TC
To Bilge 804 From Steam
402 Header
From Trace Heating 312

Separating Fuel Oil
System
Main Engine Lubricating Marine Diesel Oil / Heavy No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil No.1 Generator Engine Lubricating
Oil Separator Preheater Fuel Oil Separator Preheater Separator Preheater Separator Preheater Oil Separator Preheater
QA
Lubricating Heavy Fuel Heavy Fuel Heavy Fuel Lubricating Condensate LSH LAH
Oil In/Out Oil In/Out Oil In/Out Oil In/Out Oil In/Out Collecting
TAH LSL
Tank TI
702
LSLL
323 322 421 420 317
Accom. Heating Water Heater Fuel Oil Pump / Heating

Fuel Oil Booster Unit From Trace
Unit for Burner Plant
Heating Boiler
Fresh Water Fuel Oil Fuel Oil Sludge Key
Heavy Fuel Fuel Oil System
In/Out In/Out In/Out Oil
Trap Oil In/Out Main Steam
Engine
329 326 703 Condensate
324 G62
Fresh Water
327
Reefer Container No.2 Generator Engine Lubricating Main Engine Fresh Water Calorifier
Lubricating Oil
Cooling Water Preheater Oil Separator Preheater Cooling Preheater
Scavenge
Fresh Water Lubricating Fresh Water Air Collecting Heavy Fuel Oil
Air
337 Bilge
333 431 430
335 Electrical Signal
From Trace Heating 315
From Trace Heating Sludge Pump and All Valves are Prefixed ‘A717’
From Trace Heating
Separator Sludge Tanks 339 Unless Otherwise Stated
616 Fuel Oil Service System
2.3 Condensate And Feed Water Systems Water from the condensate collecting tank provides the boiler feed water • Steam tracing
pumps with a positive inlet head of pressure to the pump suctions.
• Air conditioning unit
2.3.1 Condensate System
The condensate outlet temperature from the dump condenser should be enough • Oil fired and exhaust gas boiler systems
to maintain a temperature of 90°C in the observation tank. As mentioned • Waste oil tanks
Description above, the three-way bypass valve allows direct entry from the drains to the
observation tank. The dump condenser is cooled by means of fresh water from • Engine room bilge and residue tanks
Condensate from the auxiliary steam services are returned to the collecting the low temperature central cooling system. • FO and LO sludge tanks
tank, via the dump condenser/condensate cooler and the observation tank. The
condensate is then returned to the feed water system. As there is a possibility • Main engine LO tanks
A salinity monitor is located in the suction line from the collecting tank to the
of contamination with hydrocarbons from oil heating services the drains are boiler feed water pumps. • Main engine LO sump tank
checked in the observation tank before returning to the system
• Oily water, clean bilge and cargo bilge holding tank
There are three boiler feed water pumps; these are used for the oil fired
The condensate from the dump condenser/condensate cooler is transferred to auxiliary boiler and the exhaust gas boiler. Each boiler has two feed water • HFO and LO separator heaters
the observation tank, and thence to the collecting tank, by means of gravity. inlets, the main feed inlet to each boiler having a controlled valve, which is • Main engine, boiler and diesel generator HFO system heaters
The dump condenser acts to condense excess steam from the exhaust gas boiler regulated by the water level in the appropriate boiler. In order to ensure a flow
in order to maintain the desired steam system pressure. Condenser water level of water through the feed pump, even when the feed control valve is closed, • FO overflow tank
is maintained by an inverted ‘U’ bend in the water outlet line. there is a separate return line from each individual feed pump outlet to the • Main engine jacket FW heater
observation tank. These lines are fitted with orifice plates in order to restrict
A three-way valve at the drain line entry to the condenser allows the dump the flow of water returning to the drain tank and maintain the pump discharge • Reefer containers CFW heater
condenser to be bypassed and allows the condensate to flow directly to the pressure. The auxiliary feed valve on each boiler allows manual control of the • Drain tank
observation tank. This arrangement allows the temperature of the water in the water level should there be a malfunction in the feed control system and when
observation tank to be controlled, by allowing hot condensate directly into initially filling the boiler.
the observation tank. The three-way valve is temperature controlled with a Procedure for Preparing the Main Condensate System for
temperature set point at the observation tank of 90ºC. The condenser bypass Drain traps allow the passage of condensate but not steam thus allowing for Operation
may also be used when the dump condenser is being serviced, or when it is efficient use of the heating steam as the latent heat of evaporation is recovered
defective. when the steam condenses. If a drain trap is defective it will allow live steam This description assumes that the system is not yet operational.
to pass, thereby lowering the efficiency of the system.
Water flows from the observation tank to the collecting tank which is provided a) Ensure that the pressure gauge and instrumentation valves are
with a temperature controlled steam heating coil in order to maintain the open.
temperature of the boiler feed water as necessary. Oil Contamination
b) Fill the feed water collecting tank from the distilled water tank
The level in the collecting tank is maintained by transferring water from the If oil contamination occurs every effort must be made to avoid pumping oil using the feed water transfer pumps.
distilled water tank with one of the feed water transfer pumps. Ideally the into the boilers. The scum valve should be opened in order to remove oil from
make-up water should be distilled water from the fresh water generator. The the surface of the observation tank. The temperature in the observation tank c) Check the collecting tank is being maintained at the correct
collecting tank is equipped with a high level alarm and a high temperature should be maintained in order to assist in the oil removal operation. If oil is level.
alarm. The duty makeup feedwater pump and the standby pump are selected present in the observation tank, the drains from the drain traps on all the steam
at the boiler control panel. Float switches in the hotwell start and stop the duty services should be checked until the defective service is located and this must d) Set up the drain system valves according to the following
pump as required in order to maintain the hotwell level. then be isolated for repair. tables:
The observation tank is fitted with observation windows and hydrocarbon After repair the drain line and drain trap from the defective service must be
Note: Drain valves for all systems are normally left open when a drain trap
monitoring equipment. Should any oil be detected an alarm is sounded and cleaned to remove all traces of oil. The observation tank and the oil content
is fitted, however, if a service is shut down for maintenance the drain valve
this enables steps to be taken to prevent the pumping of oil into the boilers. monitor probe must also be cleaned.
should be shut as well as the steam inlet valve.
There is a large reserve of water in the observation tank and the flow from the
observation tank to the collecting tank is from the bottom of the observation The following services return to the observation tank through the drains cooler/
chamber. This reduces the risk of oil carry over to the collecting tank and dump condenser:
hence to the feed pump suction. Any floating sediment or oil in any part of • HFO storage, service and settling tanks
the observation tank may be drained through a scum line waste oil tank. The
• Calorifier
observation tank may also be drained to the engine room bilge.
• Heat exchanger for the accommodation
Illustration 2.3.1b Engine Room Tank Heating Condensate System From Engine Room Heating System
Key
All Valves
M07 Low Sulphur TIAL M05 Heavy Fuel Oil TIAL M63 Boiler M61 Boiler Steam to be Prefixed with
Heavy Fuel Oil Service Tank Service Tank Lubricating Oil Sludge Tank Heavy Fuel Oil Sludge Tank A717 Unless
TI TI TI TI Condensate Otherwise Stated
253 182 152 177 232 222

M59 Oily TAL M03 Heavy Fuel Oil TIAL
Water Tank Settling Tank
TI TI
180 413 414 175 403 404 230 473 220 463
TC 179 181 419 420 TC 174 176 409 410 TC 229 231 476 TC 219 221 466 212 150 167
178 417 418 173 407 408 228 475 218 465
101
210 453 165 383 384
102
TC 209 211 456 TC 164 166 389 390
To
301 Condensate
M67 Lubricating Oil M57 M55 M53 Cooler 208 455 163 387 388
Cleaning Tank Heavy Fuel Oil Lubricating Oil Fuel Oil
TI TC Drain Tank TI TC Sludge Drain Tank TI TC Sludge Drain Tank TI
To Condenser/
To/From
Dump Cooler
Engine
242 207 202 192 Room TAL M04 Low Sulphur TIAL
Heating Heavy Fuel Oil Settling Tank 105
System
112 109 TI
106
240 483 205 448 200 443 190 433
113 126
151 172 302
TC 239 241 486 M 204 206 451 M 199 201 446 M 189 191 436 To/From
127 303 Engine Room
Heating Air
238 485 203 450 198 445 188 435
Conditioning
Plant System 170 393 394
To Condenser/
Dump Cooler TC 169 171 399 400
168 397 398

M64 M46 Lubricating Oil M62 Lubricating Oil M60 M54 Scavenge Air M02 Heavy Fuel Oil
Bilge Water Tank Service Tank for Main Engine Sludge Tank Heavy Fuel Oil Collecting Tank Overflow Tank To Condenser/
Turbocharger Sludge Tank Dump Cooler
TI TI TI TI TC TI TI
M41 Lubricating Oil
Circulating Tank for
237 187 227 217 197 162 TC Main Engine TI
115 104
116 108 154

235 478 245 423 225 468 215 458 195 438 160 378
305 304
185 424
TC 234 236 481 TC 244 246 429 TC 224 226 471 TC 214 216 461 M 194 196 441 TC 159 161 381
M 184 186 430
233 480 243 427 223 470 213 460 193 440 158 380
To Condenser/ To Condenser/
Dump Cooler Dump Cooler 183 428
Condenser Condensate System Position Description Valve Position Description Valve

Position Description Valve Open No.1 heavy fuel oil separator preheater A717-420 Open Low sulphur heavy fuel oil settling tank coil A A717-397
Open Inlet valve to three-way bypass valve A717-346 Open No.2 heavy fuel oil separator preheater A717-421 steam trap outlet valve
Operational Three-way bypass valve for dump condenser A717-019 Open Marine diesel/heavy fuel oil separator A717-322 Closed Low sulphur heavy fuel oil settling tank coil A A717-399
preheater steam trap bypass valve
Open Outlet valve from three-way valve to A717-706
condenser Open Main engine system trace heating return A717-315 Open Low sulphur heavy fuel oil settling tank coil B A717-394
steam trap inlet valve
Closed Condensate drain valve to engine room bilge A717-607 Open Main engine lubricating oil separator preheater A717-323
Open Low sulphur heavy fuel oil settling tank coil B A717-398
Open Dump condenser outlet valve A717-705 Open Sludge system trace heating return A717-339
steam trap outlet valve
Open Engine room heating starboard A717-407 Open Fuel oil transfer system trace heating return A717-538
Closed Low sulphur heavy fuel oil settling tank coil B A717-400
Open Engine room heating port A717-408 Open Fuel oil service system trace heating return A717-616 steam trap bypass valve
Open Accommodation air conditioning system A717-411 Open Fuel oil separating system trace heating return A717-702 Open Heavy fuel oil service tank coil A steam trap A717-403
Open Engine room tank heating A717-309 Open Boiler fuel oil system trace heating return A717-703 inlet valve
Open Forward tank heating A717-610 Open Heavy fuel oil service tank coil A steam trap A717-407
Air Conditioning System Drain Valves outlet valve
Engine Room System Drain Valves Closed Heavy fuel oil service tank coil A steam trap A717-409
Position Description Valve bypass valve
Position Description Valve Open Air conditioning unit No.1 heater drain valve A717-441 Open Heavy fuel oil service tank coil B steam trap A717-404
Open Oil fired boiler heating coil shell drain valve C25 Open Air conditioning unit No.2 heater drain valve A717-342 inlet valve
Open Oil fired boiler heating coil drain valve A717-804 Open Air conditioning unit No.3 heater drain valve A717-344 Open Heavy fuel oil service tank coil B steam trap A717-408
Open Exhaust gas boiler heating coil shell drain C25 outlet valve
valve Engine Room Tank Heating Drain Valves Closed Heavy fuel oil service tank coil B steam trap A717-410
Open Exhaust gas boiler heating coil drain valve A717-402 bypass valve
Position Description Valve Open Low sulphur heavy fuel oil service tank coil A A717-413
Open Main steam supply header drain valve A717-312
Open Main engine fresh water cooling preheater A717-333 Open Heavy fuel oil overflow tank steam trap inlet A717-378 steam trap inlet valve
Open Reefer container cooling water preheater A717-335 valve Open Low sulphur heavy fuel oil service tank coil A A717-417
Open Heavy fuel oil overflow tank steam trap outlet A717-380 steam trap outlet valve
Open No.2 generator engine lubricating oil separator A717-337
preheater valve Closed Low sulphur heavy fuel oil service tank coil A A717-419
Closed Heavy fuel oil overflow tank steam trap bypass A717-381 steam trap bypass valve
Open Domestic fresh water calorifier A717-430
valve Open Low sulphur heavy fuel oil service tank coil B A717-414
Open Scavenge air collecting tank A717-431
Open Heavy fuel oil settling tank coil A steam trap A717-383 steam trap inlet valve
Open Boiler fuel oil burning unit G62
inlet valve Open Low sulphur heavy fuel oil service tank coil B A717-418
Open Main and auxiliary engines fuel oil unit, forward steam trap outlet valve
Open Heavy fuel oil settling tank coil A steam trap A717-387
heater
outlet valve Closed Low sulphur heavy fuel oil service tank coil B A717-420
Open Main and auxiliary engines fuel oil unit, aft steam trap bypass valve
Closed Heavy fuel oil settling tank coil A steam trap A717-389
heater
bypass valve Open Main engine lubricating oil circulating tank A717-424
Open Sludge oil trap A717-324 steam trap inlet valve
Open Heavy fuel oil settling tank coil B steam trap A717-384
Open Accommodation heating water heater steam A717-329 inlet valve Open Main engine lubricating oil circulating tank A717-428
trap inlet steam trap outlet valve
Open Heavy fuel oil settling tank coil B steam trap A717-388
Open Accommodation heating water heater steam A717-326 outlet valve Closed Main engine lubricating oil circulating tank A717-430
trap outlet steam trap bypass valve
Closed Heavy fuel oil settling tank coil B steam trap A717-390
Closed Accommodation heating water heater steam A717-327 bypass valve Open Main engine turbocharger lubricating oil service A717-423
trap bypass tank steam trap inlet valve
Open Low sulphur heavy fuel oil settling tank coil A A717-393
Open No.1 generator engine lubricating oil separator A717-317 steam trap inlet valve Open Main engine turbocharger lubricating oil service A717-427
preheater tank steam trap outlet valve
Illustration 2.3.1c Forward Tank Heating Condensate System
FO55 FO53
Heavy Fuel Oil Heavy Fuel Oil
(Port) (Port) 133
335
334 TI TAH TC M 134 136
From
Engine Room 333 329
Steam TC TI TAH 135
System
M
137
143 144 145 247
352 348
355 146 147
354
From Engine Room Heating 353 349
Air Conditioning Plant System TC TI TAH
M
123
153 154 155 249 FO57
372 368 M 124 126
Heavy Fuel Oil
375 156 157 Deep Tank
125
374
From
Engine Room 373 369
127
Heating
System
312 308
To 119
315
Condenser/Dump Cooler
118 TC TI TAH
314
M
313 309
306
148 149 150 248
FO56 FO51
362 358 151 152 Heavy Fuel Oil Deep Tank
To Condenser/ Deep Tank (Centre)
Dump Cooler 365
364
363 359
121
342 338
M TC TI TAH 128
122
344 138 139 140 TI TAH TC M 129 131

246 FO54
307
Heavy Fuel Oil
FO52
Deep Tank 130
(Starboard)
Deep Tank
Steam 322 318 (Starboard)
To Condenser/ 132
Condensate
324
Position Description Valve Position Description Valve Position Description Valve

Closed Main engine turbocharger lubricating oil service A717-429 Open Boiler lubricating oil sludge tank steam trap A717-473
Open Heavy fuel oil deep tank port forward coil A A717-328
tank steam trap bypass valve inlet valve
Open Fuel oil sludge drain tank steam trap inlet A717-433 Open Boiler lubricating oil sludge tank steam trap A717-475
Open Heavy fuel oil deep tank port forward coil A A717-332
valve outlet valve
Open Fuel oil sludge drain tank steam trap outlet A717-435 Closed Boiler lubricating oil sludge tank steam trap A717-476
Closed Heavy fuel oil deep tank port forward coil A A717-334
valve bypass valve
steam trap bypass valve
Closed Fuel oil sludge drain tank steam trap bypass A717-436 Open Bilge water tank steam trap inlet valve A717-478
Open Heavy fuel oil deep tank port forward coil B A717-329
valve Open Bilge water tank steam trap outlet valve A717-480 steam trap inlet valve
Open Scavenge air collecting tank steam trap inlet A717-438 Closed Bilge water tank steam trap bypass valve A717-481 Open Heavy fuel oil deep tank port forward coil B A717-333
valve Open Lubricating oil cleaning tank steam trap inlet A717-483 steam trap outlet valve
Open Scavenge air collecting tank steam trap outlet A717-440 valve Closed Heavy fuel oil deep tank port forward coil B A717-335
valve Open Lubricating oil cleaning tank steam trap outlet A717-485 steam trap bypass valve
Closed Scavenge air collecting tank steam trap bypass A717-441 valve Open Heavy fuel oil deep tank starboard aft coil A A717-338
valve Closed Lubricating oil cleaning tank steam trap bypass A717-486 steam trap inlet valve
Open Lubricating oil sludge drain tank steam trap A717-443 valve Open Heavy fuel oil deep tank starboard aft coil A A717-342
inlet valve
Open Lubricating oil sludge drain tank steam trap A717-445
Forward Tank Heating Drain Valves Closed Heavy fuel oil deep tank starboard aft coil A A717-344
outlet valve
Closed Lubricating oil sludge drain tank steam trap A717-446 Position Description Valve
Open Heavy fuel oil deep tank starboard aft coil B A717-339
bypass valve Open Heavy fuel oil deep tank centre coil A steam A717-308
Open Heavy fuel oil drain tank steam trap inlet valve A717-448 trap inlet valve
Open Heavy fuel oil deep tank starboard aft coil B A717-343
Open Heavy fuel oil drain tank steam trap outlet A717-450 Open Heavy fuel oil deep tank centre coil A steam A717-312
valve trap outlet valve
Closed Heavy fuel oil deep tank starboard aft coil B A717-345
Closed Heavy fuel oil drain tank steam trap bypass A717-451 Heavy fuel oil deep tank centre coil A steam A717-314
valve trap bypass valve
Open Heavy fuel oil deep tank port aft coil A steam A717-348
Open Oily water tank steam trap inlet valve A717-453 Open Heavy fuel oil deep tank centre coil B steam A717-309
trap inlet valve
Open Oily water tank steam trap outlet valve A717-455 trap inlet valve
Open Heavy fuel oil deep tank port aft coil A steam A717-352
Oily water tank steam trap bypass valve A717-456 Open Heavy fuel oil deep tank centre coil B steam A717-313
trap outlet valve
trap outlet valve
Open Fuel oil sludge tank steam trap inlet valve A717-458 Closed Heavy fuel oil deep tank port aft coil A steam A717-354
Heavy fuel oil deep tank centre coil B steam A717-315
Open Fuel oil sludge tank steam trap outlet valve A717-460 trap bypass valve
trap bypass valve
Closed Fuel oil sludge tank steam trap bypass valve A717-461 Open Heavy fuel oil deep tank port aft coil B steam A717-349
Open Heavy fuel oil deep tank starboard forward coil A717-318
Open Boiler heavy fuel oil sludge tank steam trap A717-463 trap inlet valv
A steam trap inlet valve
inlet valve Open Heavy fuel oil deep tank port aft coil B steam A717-353
Open Boiler heavy fuel oil sludge tank steam trap A717-465 trap outlet valve
A steam trap outlet valve
outlet valve Closed Heavy fuel oil deep tank port aft coil B steam A717-355
Heavy fuel oil deep tank starboard forward coil A717-324
Closed Boiler heavy fuel oil sludge tank steam trap A717-466 trap bypass valve
A steam trap bypass valve
bypass valve Open Low sulphur heavy fuel oil deep tank starboard A717-358
Open Lubricating oil sludge tank steam trap inlet A717-468 coil A steam trap inlet valve
B steam trap inlet valve
valve Open Low sulphur heavy fuel oil deep tank starboard A717-362
Open Lubricating oil sludge tank steam trap outlet A717-470 coil A steam trap outlet valve
B steam trap outlet valve
valve Closed Low sulphur heavy fuel oil deep tank starboard A717-364
Heavy fuel oil deep tank starboard forward coil A717-325
Closed Lubricating oil sludge tank steam trap bypass A717-471 coil A steam trap bypass valve
B steam trap bypass valve
valve
Illustration 2.3.1c Forward Tank Heating Condensate System
FO55 FO53
Heavy Fuel Oil Heavy Fuel Oil
(Port) (Port) 133
335
334 TI TAH TC M 134 136
From
Engine Room 333 329
Steam TC TI TAH 135
System
M
137
143 144 145 247
352 348
355 146 147
354
From Engine Room Heating 353 349
Air Conditioning Plant System TC TI TAH
M
123
153 154 155 249 FO57
372 368 M 124 126
Heavy Fuel Oil
375 156 157 Deep Tank
125
374
From
Engine Room 373 369
127
Heating
System
312 308
To 119
315
Condenser/Dump Cooler
118 TC TI TAH
314
M
313 309
306
148 149 150 248
FO56 FO51
362 358 151 152 Heavy Fuel Oil Deep Tank
To Condenser/ Deep Tank (Centre)
Dump Cooler 365
364
363 359
121
342 338
M TC TI TAH 128
122
344 138 139 140 TI TAH TC M 129 131

246 FO54
307
Heavy Fuel Oil
FO52
Deep Tank 130
(Starboard)
Deep Tank
Steam 322 318 (Starboard)
To Condenser/ 132
Condensate
324
Position Description Valve

Open Low sulphur heavy fuel oil deep tank starboard A717-359
coil B steam trap inlet valve
Open Low sulphur heavy fuel oil deep tank starboard A717-363
coil B steam trap outlet valve
Closed Low sulphur heavy fuel oil deep tank starboard A717-365
coil B steam trap bypass valve
Open Low sulphur heavy fuel oil deep tank port coil A717-368
A steam trap inlet valve
A steam trap outlet valve
Closed Low sulphur heavy fuel oil deep tank port coil A717-364
A steam trap bypass valve
B steam trap inlet valve
B steam trap outlet valve
Closed Low sulphur heavy fuel oil deep tank port coil A717-375
B steam trap bypass valve
e) The various services can now be put into operation as required,

by opening the associated drain trap outlet valve.
Note: Excessive temperature at the drains cooler would indicate a defective

drain trap. Services should be isolated in turn until the defective trap is
located.
Illustration 2.3.2a Boiler Feed Water System

To Funnel
Feed Water
Filling Station Upper Deck
C1 C1 C11
From
C30 C4 Control Panel Auxiliary Boiler
LI LI P
C3 4,500kg/h x 7.0kg/cm2
C5 800
C27 C27 2W1
C4 502 To Funnel
W16 C3
Observation Tank
From QA
C9 C1 C1 C11 Control Panel
LSH LAH
LI LI C30 C4 P LSL From Fresh

C3 TAH Salinometer Water Generator
C5 TI
C27 C27 1W1 LSLL
QI 503
C4 504
C7 C3 511 672 513
202 903 C9 W16
C7 608 Distilled
To Bilge
514 Water Tank
Exhaust Gas Boiler LAL
Condensate 350070
4,500kg/h x 7.0kg/cm 2
Collecting Tank
4.0m3 504
PI PI
Sample To Waste To Bilge
C7
Cooler 606 Oil Tank
C16 C7
505 509
To Bilge
To Bilge PI PI
602
PS 506 510
PI PI
Feed Transfer Pumps

520 515
Exhaust Gas Boiler 3.6m3/h x 2.0kg/cm2
Feed Water Pump
Chemical Chemical
Dosing Dosing PI PI
603 604 Key
Unit Unit
521 516 Steam
Reserve Feed Water Pump
Feed Water
PS
PI PI
Fresh Water
522 517
Oil Fired Boiler Air
609 Feed Water Pump
713 Bilge
6.9m3/h x 16.7kg/cm2
Chemical
Dosing Electrical Signal
Unit
All Valves are Prefixed ‘A717’
Unless Otherwise Stated
2.3.2 Boiler Feed Water System Procedure for Preparing the Boiler Feed Water System for Oil Fired Boiler
Operation Position Description Valve
Boiler Feed Water Pumps Open Feed water control valve inlet valve A717-504
The description assumes that the feed water pumps are to be set to supply both
Maker: Grundfos boilers, with one pump set as the duty pump and one as the standby pump. The Operational Feed water control valve 1W1
No. of sets: 3 other pump being in reserve. Open Main feed inlet valve C4
Type: Vertical centrifugal Closed Main feed inlet shell valve C3
The main feed valves are being used via the feed regulator.
Capacity: 6.9m3/h at 16.7kg/cm2 Closed Auxiliary feed inlet valve C4
a) Ensure that all pressure gauge and instrumentation valves are Closed Auxiliary feed inlet shell valve C3
Feed Water Transfer Pumps open. Open Water level control unit steam valve
Maker: Grundfos
Open Water level control unit water valve
No. of sets: 2 b) Set the valves as in the following tables:
Closed Boiler blowdown valves C7
Type: Vertical centrifugal
c) Fill the condensate collecting tank from the distilled water tank Closed Boiler scum valve C5
Capacity: 3.6m3/h at 2.0kg/cm2 using the feed water transfer pumps. Closed Ship side blowdown valve A717-713
Chemical Dosing Units Closed Salinometer (sample) valve
d) When full select one transfer pump for duty and set the other for
No. of sets: 3 Closed Boiler drain valve C16
standby.
Boiler Feed Water System Exhaust Gas Boiler

Introduction
Position Description Valve Position Description Valve
The boiler feed water system is the section of the steam generating plant which Open Suction valve from condensate collecting A717-511 Open Feed water control valve inlet valve A717-502
circulates feed water from the condensate collecting tank into the oil fired tank Operational Feed water control valve 2W1
auxiliary boiler and the exhaust gas boiler via the boiler feed water pumps and
Open Salinometer inlet valve A717-672 Open Main feed inlet valve C4
the feed water regulators.
Open Salinometer outlet valve A717-513 Closed Main feed inlet shell valve C3
The feed water flow to each boiler is automatically controlled by the feed water Closed Salinometer bypass valve A717-514 Open Auxiliary feed inlet valve C4
regulating valve in accordance with the variation in water level in the boiler, to Open Exhaust gas boiler feed water pump suction A717-515 Closed Auxiliary feed inlet shell valve C3
maintain the water level constant. valve Open Water level control unit steam valve
Open Auxiliary boiler feed water pump suction A717-517 Open Water level control unit water valve
The three boiler feed pumps take suction from the collecting tank and supply valve
the boilers at a maximum rate of 6.9m3/h and a maximum pressure of 16.7kg/ Closed Boiler blowdown valves C7
Open Reserve boiler feed water pump suction A717-516 Closed Boiler scum valve C5
cm2. The feed pumps supply the oil fired auxiliary boiler and the exhaust gas
valve
boiler via main and auxiliary feed lines. The main lines to each boiler are fitted Closed Ship side blowdown valve A717-713
with a feed water control valve which automatically regulates the flow of water Open Exhaust gas boiler feed water pump discharge A717-520
Closed Salinometer (sample) valve
to the boiler, in order to maintain the correct water level. The auxiliary feed valve
lines provide for direct feed supply if manual control of the water level in the Open Auxiliary boiler feed water pump discharge A717-522
boiler is required. Feed pumps are selected at the boiler control panel; the duty valve Chemical Injection System
and stanby feed pump are set to the desired operating mode. Open Reserve boiler feed water pump discharge A717-521 Position Description Valve
valve Closed Exhaust gas boiler chemical dosing unit, A717-603
A small amount of water is directed back to the drain tank from each feed Open Distilled water tank outlet valve A717-504 discharge valve
pump outlet before the feed pump discharge valve. This recirculating line has Open No.1 feed water transfer pump suction valve A717-505
an orifice plate fitted in order to prevent excess flow. This water flow ensures Closed Auxiliary oil fired boiler chemical dosing A717-604
that there is always a water passing through the operating feed pump and Open No.2 feed water transfer pump suction valve A717-506 unit, discharge valve
prevents overheating even when the boiler feed control valves are closed. Open No.1 feed water transfer pump discharge A717-509 Closed Feed water common line chemical dosing A717-609
valve unit, discharge valve
Open No.2 feed water transfer pump discharge A717-510
valve
For Initial Start Only

a) Shut the discharge valve of the selected pump.
b) Start the pump and slowly open the discharge valve until the
discharge line reaches working pressure.
c) Check the operation of the feed check valves.
d) Fill the boiler(s) to working level.
e) Check the level in the condensate collecting tank and the

operation of the feed transfer pump.
e) Switch the other pump to standby. The boiler(s) can now be

brought into operation.
Note: When supplying chemical feed treatment to the boiler(s), the treatment
supply valves to the feed water pipe on the boiler in use must be opened and
the chemical treatment dosing pumps started.
2.3.3 Water Sampling And Treatment System Procedure for Taking a Sample of Boiler Water Note: It is essential that details of water analysis are recorded together with
details of the treatment added. Only with detailed information is it possible
Sampling and treatment of the boiler water is undertaken in order to prevent WARNING to determine the cause of possible future problems.
corrosion and scale formation in the auxiliary and exhaust gas boilers and to
The sampling lines from the boiler are under boiler pressure and the
prevent the degradation of the steam quality. Incorrect or inadequate boiler
temperature of the water being drawn from the boiler is high. Care must Boiler Blowdown
water treatment will seriously damage the boilers and frequent testing and
be taken when operating the sampling equipment. The cooling water
treatment is needed in order to reduce the risk of damage. Even though distilled If the level of boiler water dissolved solids is too high, some of the water must
supply must be confirmed to be flowing before the boiler sample valve is
water is used for boiler feed, the risk of corrosion is present. The pH of the be removed from the boiler and replaced with distilled water from the feed
opened. Valves must be opened slowly.
water changes in service and oxygen can dissolve in the water where the tank. The procedure for blowing down the boiler safely must be followed. If
feed system is open to the atmosphere. Although maintaining the feed water the ship is in port the bridge must be consulted in order to ensure that blowing
a) Check that the cooling water is available from the domestic
temperature at a relatively high value, above 60°C, will minimise the amount down the boiler will not cause any danger.
fresh water system.
of dissolved oxygen, the problem is ever present.
b) Open the sample cooler cooling water inlet valve and check the Procedure for Blowing Down the Auxiliary and Exhaust Gas
Analytical tests and chemical treatment should be undertaken in accordance
flow of fresh cooling water through the sample cooler.
with the instructions supplied by the chemical manufacturer. The treatment must Boilers
be added in order to maintain the chemical levels within an acceptable range.
c) Open the water sample inlet valve on the sample cooler and
Excessive treatment may often result in more severe damage than insufficient WARNING
slowly open the sampling valve on the boiler from which a
treatment. The results of chemical analysis on the boiler water are recorded When blowing the boiler down the overboard discharge valve must be
water sample is required and allow boiler water to flow through
and the effects of the treatment added may be monitored over a period of time. opened before the boiler or scum blowdown valves. Opening the boiler
the sample cooler. Ensure that water is leaving the sample cooler
Floating solid materials in the boiler should be removed periodically by means valves first will subject the blowdown line to full boiler pressure.
outlet and not a mixture of steam and water. If the temperature
of the scum valve for each boiler, whilst dissolved solids may be reduced by
of the boiler water leaving the sample cooler is too high, reduce
blowing some of the water out of the boiler and replacing it with fresh distilled The blowdown procedure must be performed during low load.
the flow of boiler water into the sample cooler.
feed water. This is boiler blowdown and is accomplished by opening the boiler
blowdown valve for each boiler. The scum and blowdown lines connect to the a) Check with the bridge that it is safe to blow down the boiler if
d) After the boiler water has been flowing for sufficient time to
overboard discharge valve located below the ship’s waterline. the ship is in port.
have flushed out the line, collect a sample of the boiler water
for analysis.
The auxiliary and exhaust gas boilers are provided with water sampling b) Open the ship’s side blowdown valve A717-713.
connections, the outlet from these being directed to a sample cooler which is
e) Close the boiler sampling valve and then close the sample cooler
cooled by water from the domestic cold water system; the sample cooler is c) Ensure that the boiler is filled to the high water level.
cooling water valve and the sample inlet valve.
located by the oil fired boiler. When taking a sample of water from the boiler
the water must be allowed to run from the boiler for at least one minute in order d) Slowly open the boiler scum valve and reduce the water level to
f) Analyse the sample of boiler water in accordance with the
to ensure that a truly representative sample is obtained. The sampling valve the normal position, then close the scum valve.
instructions of the chemical treatment supplier and record the
on the boiler is located so that it will produce a representative sample, but old
information. Add chemical treatment to the boiler feed water as
water in the lines and cooler must be purged before the testing sample is drawn. e) Refill the boiler to the high water level position and blow down
required.
The boiler water should be tested every day. The instructions supplied by the the boiler using the blowdown valve. After the blowdown of the
water treatment test kit suppliers must be followed precisely in order to ensure boiler, close the boiler blowdown valve and then close the ship’s
that the boiler water is correctly treated. Chemical Treatment Supply to the Boiler Feed Water side valve.
Chemicals to be added to the boilers are mixed with water in a chemical dosing After analysis of the boiler water a decision must be made as to the amount f) Test the boiler chemical concentrations and adjust as
unit. From the unit a pump injects the mixture into the boiler water feed line and type of chemicals which are to be added to the boiler feed water, if any. necessary.
before the feed water control valve. There are individual treatment units for The chemical treatment supplier’s instructions must be followed precisely as
each boiler whilst a third supplies chemicals to the main feed water line after under-treatment and over-treatment can result in boiler damage.
the feed pumps. Both the auxiliary boiler and the exhaust gas boiler use the
same feed tank and the same treated feed water. When shutting down one of the WARNING
boilers for a short period of time (such as the exhaust gas boiler when the ship
Care must be taken when handling boiler water treatment chemicals.
is in port) it is essential to ensure that the water in the boiler has been correctly
Protective equipment must be used.
treated. A water test should be carried out as soon as possible after a shut down
boiler is put back on line.
2.4 Sea Water Systems
2.4 1 Main and Auxiliary Sea Water Cooling Systems
2.4.2 Engine Room Ballast System
2.4.3 Fresh Water Evaporator
Illustrations
2.4.1a Main and Auxiliary Sea Water Cooling System
2.4.1b Backflushing a Main or Reefer Plate Cooler
2.4.1c MGPS System
2.4.2a Engine Room Ballast System
2.4.3a Fresh Water Generator

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

Overboard
Key 033 Pipe Box
Sea Water
Low Temperature 036
Cooling Water
032
All Valves Prefixed A711
Unless Otherwise Stated 019
067
PI
To/From 069 PI
062 PI
Reefer TI TI
A734-011 029 To/From
Cooling Fresh Water
Water TI TI Fresh
PI Generator 018 014 A712-121
System 068 Water
(30m3/day)
PI Cooling
A734-013 027 TI System
TI TI 065
No.2 Reefer Fresh
Water Cooler 012 060 TI TI A712-123
031
No.1 Central Fresh
016 Water Cooler
PI 066
030
To/From
063 PI
Reefer TI TI
A734-010 028
Cooling To/From
Water 017
PI TI TI Fresh
System 015 A712-122 Water
035 PI Cooling
A734-012 TI TI 064 026 System
No.1 Reefer Fresh 046
PI
PIAL No.2 Central Fresh
Fresh WaterGenerator Water Cooler
Upper Deck Sea Water Pump PIAL
(70m3/h x 5.0kg/cm2)
PI +
-
Upper Deck
Steam
025 024 023
Compressed
Air 034
009 010 011
No.3 Reefer Sea Water 045 044 043
Cooling Pump Steam
(240/150m3/h x PS PI PS PI PS PI 040 041 042 No.3 Main Sea Water
2.0/0.9kg/cm2) PS PI Cooling Pump
PS PS PI Compressed
No.3 No.2 No.1 (1,200/960m3/h x
2.0/0.9kg/cm2) Air
PI +- PI +- PI +-
High Sea No.1 No.2 No.3
Chest 051 Emergency
(Port) 022 021 020 PI+- PI+- PI+- Bilge Suction
A722-091
001 003 006 007 008

050 Low Sea
053 Chest
037 005
(Starboard)
Drain to
Bilge No.1 and 2 Reefer Sea Water No.1 and 2 Main Sea Water
TC TI TC 004 002
Cooling Pumps Cooling Pumps 052
(240m3/h x (1,450m3/h x
2.0kg/cm2) 2.0kg/cm2) Drain to
Bilge
2.4 Sea Water Systems the low temperature fresh water generator with feed water. The fresh water be started and stopped at the main cooling sea water mimic. One of the pumps
generator is covered in more detail in section 2.4.3a. may be selected as a standby pump if required. The standby pump will start
2.4.1 Main And Auxiliary Sea Water Cooling automatically should the operating duty pump fail and the sea water pressure
Systems The three sets of pumps take sea water suction from the cross sea water main fall.
which connects the high sea chest on the port side of the ship with the low sea
chest on the starboard side. The ship side sea suction valves at each sea chest are The fresh water generator is supplied by its own dedicated sea water pump
Main Sea Water Cooling Pump remotely operated by handwheels with extended spindles the actuators located which takes suction from the common sea water suction manifold.
Maker: Behrens Pumpenfabrik at a safe position; the starboard sea suction extended valve handwheel is in the
No. of sets: Single speed 2 (No.1 and No.2) starboard generator room and the port valve extended spindle handwheel is in The common sea water suction manifold has suction strainers at each end
the fuel booster room. connecting with the sea chests on the port and starboard sides of the vessel.
Two speed 1 (No.3) Suction strainers and sea suction chests are fitted with vents and isolation
Type: Centrifugal A marine growth prevention system (MGPS) is provided with anodes fitted to valves, the vent line extends to the upper deck level. The strainer bodies can be
Model: VRF 9/320 SDG both of the sea suction strainers. The MGPS control panel is located on the port drained to the bilge to allow for cleaning the strainer baskets.
Capacity: Single speed: 1,450m3/h x 2.0kg/cm2 side lower plate level on the forward bulkhead. The marine growth system for
the operating sea suction strainer must be in operation at all times when at least The piping system is designed to allow the sea water sides of both the central
Capacity: Two speed: 960/1,200m3/h x 2.0/0.9kg/cm2
one pump connected to the sea water crossover main is running. and reefer cooling water coolers to be backflushed.
Container Sea Water Cooling Pump Which sea water suction is used depends upon operating circumstances. At sea Other pumps taking suction from the sea water suction main are:
the low suction is normally used, however when operating in shallow water
Maker: Behrens Pumpenfabrik • Ballast pump
there is a danger of drawing mud and silt into the sea water system, therefore
No. of sets: Single speed 2 (No.1 and No.2) the high sea suction is used. • Bilge and fire pump
Two speed 1 (No.3) • Ballast and bilge pump
Type: Centrifugal No.3 main cooling sea water pump is provided with an emergency bilge
suction, the valve spindle extending 0.5m above the level of the floor plates. • Fire fighting pump in the engine room
Model: VRF 5/290 G
Capacity: Single speed: 240m3/h x 2.0kg/cm2 The main cooling sea water pumps discharge to a common pressure manifold Procedure for the Operation of the Sea Water System
Capacity: Two speed: 240/150m3/h x 2.0/0.9kg/cm2 which then supplies sea water to the two central fresh water coolers; from the
coolers the sea water flows overboard through the ship side overboard valve. a) Ensure that all suction strainers are clear. When checking a
The sea water system allows for backflushing of the coolers. suction strainer care must be taken to ensure that the inlet
Sea Water Pump for Fresh Water Generator
and outlet valves to the strainer are completely closed and the
Maker: Behrens Pumpenfabrik No.3 pump is available as an emergency bilge pump. strainer vent and drain valves proved to be open.
No. of sets: 1
The main cooling sea water pumps may be started and stopped locally.
Type: Centrifugal CAUTION
Depending on the cooling load and the sea water temperature, one or two of
Model: VRF 1/350 G the sea water pumps would be selected as the operating pump(s). No.3 pump When lifting the cover off a suction strainer casing the joint must be
Capacity: 70m3/h x 5.0kg/cm2 is a dual speed pump with a reduced output at the lower speed. This gives broken with the nuts still attached to the cover studs, as this allows the
increased flexibility in the choice of pump combinations to deal with cooling cover to be bolted back into position should water actually be leaking
load. Pumps are normally selected for remote operation at the pump starter into the casing.
Introduction panel and may then be started and stopped at the main cooling sea water
mimic. One of the pumps may be selected as a standby pump if required. The b) Ensure all the pressure gauge and instrumentation valves are
The main cooling sea water pumps supply cooling sea water to the two low standby pump will start automatically should the operating duty pump fail and open and that the instrumentation is reading correctly.
temperature central cooling fresh water coolers. the sea water pressure fall.
c) Set up the valves as shown in the table below. The description
The three reefer cooling sea water pumps supply sea water to the two reefer The container sea water pumps may be started and stopped locally. Depending assumes that the starboard low suction is in use.
container cooling fresh water coolers. on the cooling load and the sea water temperature, one or two of the sea water
pumps would be selected as the operating pump(s). No.3 pump is a dual speed
The fresh water generator sea water pump operates the vacuum ejector on the pump with a reduced output at the lower speed. This gives increased flexibility
fresh water generator and provides cooling water to the condenser cooling the in the choice of pump combinations to deal with cooling load. Pumps are
vapour produced during the operation of the fresh water generator and supplies normally selected for remote operation at the pump starter panel and may then
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

Overboard
Key 033 Pipe Box
Sea Water
Low Temperature 036
Cooling Water
032
Unless Otherwise Stated 019
067
PI
To/From 069 PI
062 PI
Reefer TI TI
A734-011 029 To/From
Cooling Fresh Water
Water TI TI Fresh
PI Generator 018 014 A712-121
System 068 Water
(30m3/day)
PI Cooling
A734-013 027 TI System
TI TI 065
No.2 Reefer Fresh
031
No.1 Central Fresh
016 Water Cooler
PI 066
030
To/From
063 PI
Reefer TI TI
A734-010 028
Cooling To/From
Water 017
PI TI TI Fresh
System 015 A712-122 Water
035 PI Cooling
A734-012 TI TI 064 026 System
No.1 Reefer Fresh 046
PI
PIAL No.2 Central Fresh
Fresh WaterGenerator Water Cooler
Upper Deck Sea Water Pump PIAL
(70m3/h x 5.0kg/cm2)
PI +
-
Upper Deck
Steam
025 024 023
Compressed
Air 034
009 010 011
No.3 Reefer Sea Water 045 044 043
Cooling Pump Steam
(240/150m3/h x PS PI PS PI PS PI 040 041 042 No.3 Main Sea Water
2.0/0.9kg/cm2) PS PI Cooling Pump
PS PS PI Compressed
No.3 No.2 No.1 (1,200/960m3/h x
2.0/0.9kg/cm2) Air
PI +- PI +- PI +-
High Sea No.1 No.2 No.3
Chest 051 Emergency
(Port) 022 021 020 PI+- PI+- PI+- Bilge Suction
A722-091
001 003 006 007 008

050 Low Sea
053 Chest
037 005
(Starboard)
Drain to
Bilge No.1 and 2 Reefer Sea Water No.1 and 2 Main Sea Water
TC TI TC 004 002
Cooling Pumps Cooling Pumps 052
(240m3/h x (1,450m3/h x
2.0kg/cm2) 2.0kg/cm2) Drain to
Bilge
Position Description Valve c) Set up the valves as shown in the tables below. The description
Position Description Valve assumes that all reefer sea water pumps are operational. The
Open Starboard sea chest vent valve Open No.2 main sea water cooling pump suction A711-007
line drain valves located before and after each cooler must
valve from crossover main
Closed Starboard sea chest steam connection valve A717-124 normally be closed.
Open No.2 main sea water cooling pump discharge A711-010
Closed Starboard sea chest air connection valve A725-237
valve
Open Starboard sea chest remotely operated suction A711-002 Position Description Valve
Open No.3 main sea water cooling pump suction A711-008
valve Open No.1 reefer sea water cooling pump suction A711-020
valve from crossover main
Open Starboard sea suction filter outlet valve to sea A711-004 valve from crossover main
water crossover main Open No.1 reefer sea water cooling pump discharge A711-023
valve
Closed Starboard sea suction filter drain valve A711-052 valve
Closed No.3 main sea water cooling pump emergency
Closed Starboard sea suction filter vent valve A711-053 Open No.2 reefer sea water cooling pump suction A711-021
bilge suction valve
Open Port sea chest vent valve valve from crossover main
Open No.1 central FW cooler inlet valve A711-012
Closed Port sea chest steam connection valve A717-225 Open No.2 reefer sea water cooling pump discharge A711-024
Open No.1 central FW cooler outlet valve A711-014 valve
Closed Port sea chest air connection valve A725-236 Closed No.1 central FW cooler back flushing valve A711-016 Open No.3 reefer sea water cooling pump suction A711-022
Closed Port sea chest remotely operated suction A711-001 Open No.2 central FW cooler inlet valve A711-013 valve from crossover main
valve
Open No.2 central FW cooler outlet valve A711-015 Open No.3 reefer sea water cooling pump discharge A711-025
Open Port sea suction filter outlet valve to sea water A711-003
Closed No.2 central FW cooler back flushing valve A711-017 valve
crossover main
Open Cooler line outlet valve A711-018 Open No.1 reefer cooler inlet valve A711-026
Closed Port sea suction filter drain valve A711-050
Open Overboard discharge valve A711-019 Open No.1 reefer cooler outlet valve A711-028
Closed Port sea suction filter vent valve A711-051
Closed No.1 reefer cooler back flushing valve A711-030
d) At the pump local starter panel, turn the pump operating mode Open No.2 reefer cooler inlet valve A711-027
d) The sea water suction crossover main is now operational.
selector switch to the REMOTE position; this gives control of
Open No.2 reefer cooler outlet valve A711-029
the pumps at the Main CSW System mimic. Start one of the
The procedure for operating the sea water crossover main on the port (high) Closed No.2 reefer cooler back flushing valve A711-031
main sea water pumps - in this example No.3 sea water pump
suction is exactly the same except for the setting of the valves. Open Cooler line outlet valve A711-032
is selected and may be started in high or low speed depending
upon cooling demand. (If the sea water temperature is above Open Overboard discharge valve A711-033
Procedure for the Operation of the Main Sea Water Cooling 26°C two sea water pumps should be operated and a third
System selected as the standby pump.) One of the pumps which are not d) At the pump local starter panel, turn the pump operating mode
operating may be selected as a standby pump if required. selector switch to the REMOTE position; this gives control of
a) Ensure that the sea water crossover is operational as described the pumps at the Main CSW System mimic. Start one of the
above. e) Put the anti-fouling system into operation, as described below. main sea water pumps - in this example No.3 sea water pump
is selected and may be started in high or low speed depending
b) Ensure all the pressure gauge and instrumentation valves are f) Check that there are no leaks in the sea water system and that upon cooling demand. (If the sea water temperature is above
open and that the instrumentation is reading correctly. water is flowing correctly. 26°C two sea water pumps should be operated and a third
selected as the standby pump.) One of the pumps which are not
c) Set up the valves as shown in the tables below. The description operating may be selected as a standby pump if required.
Procedure for the Operation of the Reefer Sea Water Cooling
assumes that No.3 main sea water pump is operational. The line
drain valves located before and after each cooler must normally
System e) The anti-fouling system must be in operation.
be closed.
a) Ensure that the sea water crossover is operational as described f) Check that there are no leaks in the sea water system and that
above. water is flowing correctly.
Open No.1 main sea water cooling pump suction A711-006 b) Ensure all the pressure gauge and instrumentation valves are
valve from crossover main open and that the instrumentation is reading correctly.
valve
Illustration 2.4.1b Backflushing a Main or Reefer Plate Cooler

Overboard
Pipe Box
Key 033 019

Sea Water
Low Temperature
Cooling Water
Valve Open
Valve Closed

Backflushing No.2 Cooler Backflushing No.1 Cooler

032
No.1 Reefer Fresh No.1 Central Fresh

Water Cooler Water Cooler
A734-011 029 018 014 A712-121
A734-013 027 012 A712-123
031 016
030
A734-010 028 017

015 A712-122
A734-012 026
013 A712-124
No.2 Reefer Fresh
Water Cooler No.2 Central Fresh
Water Cooler
Reefer Sea Water

Main Sea Water
Cooling Pumps
Cooling Pumps
(240m3/h x
(1,450m3/h x
2.0kg/cm2)
2.0kg/cm2)
Procedure for the Operation of the Backflushing System on the Procedure for the Operation of the Backflushing System on the Procedure for the Operation of the Fresh Water Generator Sea
Central Fresh Water Coolers Reefer Fresh Water Coolers Water System
The coolers are backflushed as required depending upon sea water pressure The coolers are backflushed as required depending upon sea water pressure The FW generator sea water pump supplies sea water as feed water, operating
drop across the cooler and overall performance. Only one of the coolers may drop across the cooler and overall performance. Only one of the coolers may water for the ejector and provides cooling water to cool the vapour produced
be backflushed at any time. be backflushed at any time. during the operation of the fresh water generator. The fresh water generator sea
water pump takes suction from the sea water crossover main.
a) Ensure that the cooling load may be supplied by one of the a) Ensure that the cooling load may be supplied by one of the
central coolers and check that both coolers are operating. central coolers and check that both coolers are operating. a) Ensure that the sea water crossover is operational as described
above.
b) Set the central FW cooler valves as indicated below: b) Set the reefer FW cooler valves as indicated below:
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
For No.1 Central Fresh Water Cooler For No.1 Reefer Fresh Water Cooler
• Close the sea water inlet valve A711-012 and open the • Close the sea water inlet valve A711-026 and open the c) Ensure that the fresh water generator is ready for operation.
backflushing valve A711-016. backflushing valve A711-030
d) Set up the valves as shown in the tables below.
• Closed the cooler line outlet valve A711-018 • Closed the cooler line outlet valve A711-032
For No.2 Central Fresh Water Cooler For No.2 Reefer Fresh Water Cooler Open FW generator sea crossover suction valve A711-037
Open FW generator sea water pump suction valve A711-034
• Close the sea water inlet valve A711-013 and the backflushing • Close the sea water inlet valve A711-027 and the backflushing
valve A711-017 valve A711-031 Open FW generator sea water pump discharge A711-035
valve
• Closed the cooler line outlet valve A711-018 • Closed the cooler line outlet valve A711-032
Open FW generator HT fresh cooling water valves A712-090
as indicated in section 2.4.3 A712-091
c) Sea water will flow through the cooler which is operating
c) Sea water will flow through the cooler which is operating Open FW generator overboard discharge valve A711-036
normally. From the outlet of that cooler it will flow into the
normally. From the outlet of that cooler it will flow into the
reefer cooler being backflushed via the outlet connection and
central cooler being backflushed via the outlet connection and e) When required for operation, start the sea water pump for the
will flow out via the inlet connection. Debris on the cooler
will flow out via the inlet connection. Debris on the cooler FW generator.
surfaces will be dislodged by this counter flow of sea water and
surfaces will be dislodged by this counter flow of sea water and
will be discharged overboard.
will be discharged overboard.
d) Leave the backflush system operating for at least 15 minutes
d) Leave the backflush system operating for at least 15 minutes
and then open the cooler line outlet valve A711-032 and the
and then open the cooler line outlet valve A711-018 and the
cooler inlet valve, and close the cooler backflushing valve.
cooler inlet valve, and close the cooler backflushing valve.
Check the sea water flow through the cooler. The cooler is now
Check the sea water flow through the cooler. The cooler is now
back in operation and the other cooler may be backflushed.
back in operation and the other cooler may be backflushed.
If backflushing does not improve the performance of the cooler it will be
If backflushing does not improve the performance of the cooler it will be
necessary to open the cooler and clean the plates with a pressure washer or
necessary to open the cooler and clean the plates with a pressure washer or
manually.
manually.
The Sea Water MGPS Antifouling System Operating Procedure
Maker: Cathelco a) Turn the main power switch at the control panel to the ON
position.
No. of sets: 2 (1 at each sea chest)
Capacity: 3,360m3/h of sea water at each sea chest b) Set the anode currents to the desired values by means of the
Type: Copper (MG) and Aluminium (TC) anodes control knobs, checking the current on the digital ammeter
above the control knob.
The sea water system is protected against fouling by the antifouling system.
The system protects against marine growth and corrosion by means of anodes. Port Side Strainer
The marine growth protection anodes (MG) are made from copper and the trap Anode In Operation Current Not Operating Current
corrosion anodes (TC) are made from aluminium. The anodes are fitted in the 1 MG anode 2.9 A 0.4 A
suction strainers.
1 TC anode 2.9A 0.4 A
The port and starboard side strainers each have two MG anodes and one TC 2 MG anodes 2.9 A 0.4 A
anode. Anode life is approximately 2.5 years. A low current must be maintained
at the sea suction strainer which is not operating. Starboard Side Strainer
Anode In Operation Current Not Operating Current
The MG anodes release copper ions when an electric current is applied and
these ions combine with those released from the sea water during electrolysis. 1 MG anode 2.9 A 0.4 A
The effect of the ions is to prevent or discourage micro-organisms from 1 TC anode 2.9 A 0.4 A
entering the sea water circulation system thus preventing the breeding of these 2 MG anodes 2.9 A 0.4 A
organisms within the sea water system.
Note: If the ship is in fresh or brackish water the display may not reach
The TC anodes form aluminium hydroxide when an electric current is applied. the recommended current value and this may cause the warning LED to
This forms an anti-corrosion barrier on the steel pipework of the sea water illuminate. This can be ignored as it is the setting in sea water which is
system. important.
It is essential that the correct current is always applied to the anodes at the When the vessel is in ‘Blue Water’ the anode life may be extended by turning
operating sea water suction chest; too low a current results in insufficient the current down to 0.2 A.
protection and too high a current results in rapid wasting of the anodes. The
anodes must be checked periodically in order to ensure that they are wasting If there is signs of marine growth infestation the current may be increased by
at the expected rate. Rapid wasting will result in loss of protection when the a maximum of 0.2 A but if no fouling is present the current may be reduced by
anodes are depleted but the rapid wasting of the copper anodes can result in a maximum of 0.2 A.
high copper deposits on the sea suction strainer resulting in partial blockage.
The design current is for the sea water flow of 3,360m3/h and if the sea water
flow rate is reduced from this value the current applied to the anodes should
also be reduced.
The current settings for the MG and TC anodes should be the same and the
currents are adjusted by means of the setting knobs on the control panel.
Adjustment of current should only be made after consulting the Cathelco
operating manual. Incorrect setting of the current can result in inadequate
protection against marine growth and corrosion.
The control panel is located at engine room lower plate level on the port side
forward bulkhead.
Illustration 2.4.3a Fresh Water Generator

Key
Port Starboard Upper Deck Sea Water

VA-ES-02
Electrical Signal
A752-035 A752-032 A752-036 Fresh Water
LAH
LAH HT Cooling Water
Starboard 90%
90%
Port
Fresh Water
A752-031 Fresh Water
Tank M32
Tank M31 Distilled
(206.3m3)
(121.9m3) Water Tank PT TI
20% A752-034 20% M58
VA-E1-01
LAL LAL (75.0m3)
VA-E1-02
A752-038
A752-037 A752-033 A752-039
A752
-040 U To
U PI VA-FR
Bilge Well
-04
TI
VA-FR-03 A712-090 TS TI
A752-061 XA Distillate TI
Pump
VA-FR
To A712-089
-06
Water Fog To
To System PI
Water Fog PI
Bilge Well System A712-091
PIC
A752-060
From TI Ejector VA-FE-02
To Fresh Water
Fresh Water System PI
Hydrophore Pumps
VA-ES-01
Silver Ion
Steriliser A752-063 Rehardening
A752-062 Chemical
Filter Dosing
Tank
A711-035
PI
A711-046
From
Fresh Water Fresh WaterGenerator
Hydrophore Pumps Sea Water Pump
To (70m3/h x 5.0kg/cm2)
Bilge Well A711-034 A711-036
A711-037
Sea Water Crossover Pipe
Port
A711-004 Sea Inlet
A711-002 A711-003 A711-001 Chest
Starboard Sea Inlet

Chest
2.4.2 Fresh Water Generator The combined brine/air ejector driven by the ejector pump creates a vacuum in Main Components
the system in order to lower the evaporation temperature of the feed water.
Maker: Alfa Laval The fresh water generator consists of the following components:
The feed water is introduced into the evaporation section through a spring
Type: JWP 26-C100
operated regulating valve, and is distributed into every second plate channel
Capacity: 30m3/day Evaporation Section
(evaporation channels) of the plate type evaporation heat exchanger.
Fresh Water (Distillate) Pump The evaporation section consists of a plate heat exchanger through which sea
The hot engine jacket cooling water is distributed into the remaining channels, water feed and engine jacket cooling water flow. The heated sea water leaves
Maker: Alfa Laval thus transferring its heat to the feed water in the evaporation channels. the heat exchanger and enters the evaporation chamber/separator vessel.
Type: Centrifugal
Model PVVP-2040.2X-012 Having reached boiling temperature, which is lower than at atmospheric Evaporation Chamber/Separator Vessel
Capacity: 2.1m3/h x 2.8kg/cm2 pressure, the feed water undergoes a partial evaporation and the mixture
of generated vapour and brine enters the separator vessel. Here the brine is The separator separates the brine from the vapour and the vapour flows through
Sea Water Pump for Fresh Water Generator separated from the vapour and extracted by the combined brine/air ejector. the demister screen to the condenser section.
Maker: Behrens Pumpenfabrik

After passing through a demister the vapour enters every second plate channel Condenser Section
No. of sets: 1 of the plate type heat exchanger in the condenser section.
Type: Centrifugal Just like the evaporation section the condenser section consists of a plate
The sea water supplied by the combined cooling/ejector water pump distributes heat exchanger through which the cold sea water feed flows. The sea water
Model: VRF 1/350 G
itself into the remaining channels, thus absorbing the heat from the condensing condenses the vapour and is heated before passing to the fresh water generator
Capacity: 70m3/h x 5.0kg/cm2 section as feed water.
vapour. The condensate produced is extracted by the fresh water (distillate)
Feed Water Chemical Dosing Unit pump and discharged through a salinometer which monitors the salinity of
Maker: Alfa Laval the water. Should the salinity rise above a preset value an alarm is sounded Combined Brine/Air Ejector
and the condensate is dumped to the fresh water generator brine inlet for re-
Type: Chemical Injection The ejector extracts brine and incondensible gases from the separator vessel;
evaporation. There is a flow meter at the distillate pump discharge.
Tank volume: 130litres enabling the low pressure to be maintained.
Distillate from the fresh water generator is discharged through a dolomite
Silver Ion Steriliser
rehardening filter and then through a silver ion type steriliser before passing to Sea Water Supply Pump
Maker: Wedeco Katadyn the fresh water storage tanks. The SW supply pump is a single-stage centrifugal pump.
No. of sets: 1
Type: EK-4 Silver Ion Type Distillate may be discharged directly from the distillate pump to the distilled This pump supplies the condenser with sea water and the brine/air ejector with
water tank for use as boiler feed water. jet water, as well as feed water for evaporation.
Capacity: 30m3/day
Rehardening Filter Fresh Water Quality Fresh Water (Distillate) Pump
Maker: Hansa Wassertechnik To continuously check the quality of the produced fresh water, a DS-20 The distillate pump is a single-stage centrifugal pump.
No. of sets: 1 salinometer is provided together with an electrode unit fitted on the fresh water
Type: HF 3N1 pump delivery side. The distillate pump extracts the produced fresh water from the condenser and
Capacity: 30m3/day pumps the water to the fresh water tanks and the distilled water tank.
If the salinity of the produced fresh water exceeds the chosen maximum value,
the dump valve and alarm are activated to automatically dump the produced
fresh water to the bilge. Salinometer
Introduction
The salinometer continuously checks the salinity of the produced water. The
A fresh water generator is installed which utilises the heat from the jacket alarm set point is adjustable.
cooling water system. The fresh water generator can be operated during slow
running or long periods at anchor by using the main engine jacket water heater Control Panel
as a heat source.
A control panel contains motor starters, running lights and contacts for remote
alarm.
Illustration 2.4.3a Fresh Water Generator

Key
Port Starboard Upper Deck Sea Water

VA-ES-02
Electrical Signal
A752-035 A752-032 A752-036 Fresh Water
LAH
LAH HT Cooling Water
Starboard 90%
90%
Port
Fresh Water
A752-031 Fresh Water
Tank M32
Tank M31 Distilled
(206.3m3)
(121.9m3) Water Tank PT TI
20% A752-034 20% M58
VA-E1-01
LAL LAL (75.0m3)
VA-E1-02
A752-038
A752-037 A752-033 A752-039
A752
-040 U To
U PI VA-FR
Bilge Well
-04
TI
VA-FR-03 A712-090 TS TI
A752-061 XA Distillate TI
Pump
VA-FR
To A712-089
-06
Water Fog To
To System PI
Water Fog PI
Bilge Well System A712-091
PIC
A752-060
From TI Ejector VA-FE-02
To Fresh Water
Fresh Water System PI
Hydrophore Pumps
VA-ES-01
Silver Ion
Steriliser A752-063 Rehardening
A752-062 Chemical
Filter Dosing
Tank
A711-035
PI
A711-046
From
Fresh Water Fresh WaterGenerator
Hydrophore Pumps Sea Water Pump
To (70m3/h x 5.0kg/cm2)
Bilge Well A711-034 A711-036
A711-037
Sea Water Crossover Pipe
Port
A711-004 Sea Inlet
A711-002 A711-003 A711-001 Chest
Starboard Sea Inlet

Chest
A salinometer control panel is fitted and this has LCD indicators ranging from f) Open the fresh water generator inlet and outlet valves from the CAUTION
0.5 - 20ppm. The panel also contains a 10ppm test function and control buttons main engine jacket water cooling system; inlet valve A712-090
Care must be taken when handling any chemicals and the supplier`s
to set the alarm point. and outlet valve A712-091; the fresh water generator bypass
instructions must be followed precisely.
valve (A712-089 should be open).
Stopping the Fresh Water Generator
Operating Procedures g) Start the hot water supply to the fresh water generator by adjusting a) Stop the heating water supply to the fresh water generator by
the bypass valve A712-089 to increase the temperature in steps fully opening the jacket water bypass valve A712-089 and
WARNING of 10°C, until the desired fresh water generator temperature and closing the fresh water generator jacket water inlet valve A712-
Do not operate the plant in polluted water. Due to the low evaporation evaporation rate is reached. 090 and outlet valve A712-091.
temperature fresh water must not be produced from polluted water, as
the produced water will be unsuitable for human consumption. The boiling temperature will now rises while the obtained vacuum drops to b) Close the feed water inlet valve.
approximately 85% within 10-60 seconds. This indicates that evaporation has
WARNING started. After about 3 minutes the boiling temperature will fall again and the c) Stop the fresh water pump and the ejector sea water pump.
The fresh water generator should not be operated for the production normal vacuum will be re-established.
of domestic water within 20 miles of a coast or 50 miles of a river d) Switch off the salinometer and turn off the electrical supply at
estuary. h) Open the fresh water system valves to ensure that the water the control panel.
produced is directed through the rehardening filter and the
steriliser to the desired fresh water storage tank or direct to the e) Close the outlet valve from the flowmeter and isolate the
Starting and Stopping Procedures distilled water tank. The hydrophore bypass valve A752-060 mineraliser. Open the hydrophore bypass valve A752-060.
must be closed.
Starting Up the Plant with Jacket Fresh Water Heating
f) Close the sea water pump suction valve and the overboard
i) Switch on the salinometer. During operation of the fresh water discharge valve.
a) Ensure that the sea water crossover is flooded then open the generator the salinometer will automatically monitor the quality
line valve to the evaporator sea water pump (A711-037) and the of distillate produced and will divert the water to the fresh water g) Open both vacuum breaker valves.
pump suction and discharge valves (A711-034 and A711-035 generator brine inlet for re-evaporation should the quality fall
respectively). below a preset level; an alarm will be activated to warn the h) Close the fresh water system valves to the fresh water tanks.
engineers of the situation.
b) Open the overboard valve for the combined brine/air ejector
A711-036. j) Switch on the fresh water (distillate pump). The fresh water Note: It is essential that the hydrophore bypass valve A752-060 be open
discharge pressure will be between 2.0 and 2.5kg/cm2. When whenever the fresh water evaporator is not in use in order to protect the
c) Close the two vacuum breaker valves on the separator. the fresh water pump is running the flow sight glass in the hydrophore pumps. If the flowmeter outlet valve is not closed before the
air suction pipe should be empty; if water remains in the hydrophore bypass valve A752-060 is opened, the fresh water evaporator
d) Switch on the main power to the fresh water generator starter sight glass it indicates a fault with the fresh water generator will be subject to overpressure resulting in the lifting of the relief valve.
and control box. Start that sea water supply pump to create and the troubleshooting section of the fresh water generator
a vacuum of a minimum of 90%. Pressure at the combined maintenance manual must be consulted. Note: When starting and stopping the evaporator the start and stop times and
brine/air ejector inlet should be a minimum of 3.0kg/cm2. Back the flowmeter reading must be entered in the log book.
pressure at the combined brine/air ejector outlet should be no k) The jacket water flow through the fresh water generator must be
more than 0.6kg/cm2. adjusted to give the desired rate of evaporation.
Evaporation The chemical dosing unit must be operated in accordance with the instructions
of the chemical supplier. If the fresh water generator is operated at a temperature
When there is a minimum of 90 % vacuum (after maximum 10 minutes). above 45°C without chemical treatment, severe scale formation will occur.
e) Open the valve for feed water treatment. Ensure that the The correct dosing rate must be used; chemical treatment is added to the sea
chemical dosing tank is full. The chemical treatment tank water feed in order to minimise scale formation in the fresh water generator
must be filled daily with the correct concentration of chemical heat exchanger.
treatment. The concentration is given in the manual issued by
the chemical treatment supplier.
2.5 Fresh Water Cooling Systems
2.5.1 High Temperature Cooling Water System
2.5.2 Low Temperature Cooling Water System
2.5.3 Reefer Container Cooling Water System

Illustrations
2.5.1a Central Cooling Fresh Water System
2.5.2a Generator Engines Fresh Water Cooling System
2.5.3a Reefer Containers Fresh Water Cooling System
2.5.3b Reefer Containers Fresh Water Cooling System in

Engine Room
Illustration 2.5.1a Central Cooling Fresh Water System Main Engine Lubricating Oil Coolers Fresh
Water
TI TI TI TI TI
Refrigeration Provision 078
Plant for Air Refrigeration
Conditioning Plant To/From
071
PI 067 065 043 LI
069 047 045 Lubricating
TI TI TI TI Oil System Cooling Water
Refrigeration Provision TI
Expansion Tank
Plant for Air Refrigeration 073
Dump Condenser / Condensate Cooler LAL
410090
Conditioning PI 066 Plant 064 TI
070 068 TI Upper Deck
041
TI
077 074
029 028 076 075
Starting Air Starting Air Starting Air
To/From From
Compressor Compressor Compressor 042 044
046 Lubricating 030 Generator Engines
No.1 No.2 No.3
Oil System
TC
TI
TI TI TI TI TI TI
040
057 054 055 052 053 M 104
059 056 TC
Turbocharger
TI Lubricating Oil Cooler From
M Generator
PI Engines 039
PI +-
To/From 037
106
048 050 TI Lubricating
058 Oil System 038 Main
Starting Air Compressors Engine
Emergency Fresh Cooling 049 051
Water Pump
034
TI
Steam 033
TC TC
090 089 Main TI

TI 088 086
TI
Engine To Generator Engines
Preheater
Key
PS
087
091 M
580632
TC PI +- PI HT Cooling Water
102
Main Engine HT 097 TI PIAL
Sea Water
Fresh Water Cooling Pumps LT Cooling Water From
Evaporator M 100 PS 006
PI +- PI PS 124 Generator
003 No.3 580622 009
580822
TAH PI +-
Fresh Water Engines
PI
410260
092 083 To/From
TI Steam
081 No.2 085 Sea Water 099
PI PS TI PS 005
PI +- System 002 No.2 008
580612 Sea Water PI
133 580812
PI +- PI
122 Fresh Cooling
082 095 Lubricating Oil
080 No.1 084 Water Filling
004 PI +-
Pump
TI 120 001 No.1 007 Electrical Signal
093
Low Temperature Fresh
TI
119
TI
117
TI
115
TI TI
111
TI
126
TI
128 All Valves are Prefixed ‘A712’ 098
113 To/From Water Central Cooling Pumps
123 Sea Water Unless Otherwise Stated
096
System Cooling
Shaft Shaft Shaft Shaft Shaft Shaft Shaft TI Water Drain
Bearing Bearing Bearing Bearing Bearing Bearing Bearing 121 094 Chemical Tank
To Reefer Cooling Treatment
118 116 114 112 110 125 127 Low Temperature Unit
Water System
Central Coolers
2.5 Fresh Water Cooling Systems A jacket cooling water preheater is provided, this being steam heated. The A portion of the circulating cooling water may be directed through the
preheater is used when it is necessary to warm through the main engine prior preheater (the quantity is regulated by means of the bypass valve A712-086).
2.5.1 High Temperature Cooling Water System to starting from cold; normally the main engine will be circulated with water The preheater is normally maintained in operation when the engine is stopped
in order to maintain temperature. The preheater is located between the HT or operating at low load, it may also be operated in order to ensure sufficient
cooling water circulation pumps and the engine inlet. A valve bypassing the heat is available in the jacket cooling fresh water for operation of the fresh
Main Engine Jacket Fresh Water Cooling Pump preheater is throttled to ensure a flow through the preheater at all times. The water generator. The steam supply to the main engine jacket cooling fresh
Maker: Behrens preheater maintains the main engine jacket cooling water temperature when water preheater is automatically controlled by a temperature sensor in the inlet
No. of sets: 2 the main engine is at idle or on low load. line to the main engine.
Jacket cooling fresh water is supplied by the circulating pumps to the engine The expansion tank provides a positive head to the system as well as allowing
Model: VRF 9/350 G cooling water inlet pipe and from this it is directed to the individual cylinder for thermal expansion of the water in the system. The system can be drained to
Capacity: No.1 pump 600m3/h at 3.5kg/cm2 units which are provided with inlet and outlet cocks. These cocks allow the cooling water drain tank and can be replenished using the domestic fresh
N0.2 pump 600/400m3/h at 3.5/1.5kg/cm2 individual cylinder units to be isolated for maintenance; drains at the cylinder water system, with water added to the fresh cooling water expansion tank. A
units allow water to be drained to the cooling water drain tank. Each cylinder fresh cooling water filling pump is provided and this takes suction from the
unit can be isolated and drained. cooling water drain tank and pumps the water to the cooling water expansion
Main Engine Cooling Water Preheater tank, thus allowing further use of the chemically treated jacket cooling water.
The upper part of the engine cooling water system is connected to the cooling
Maker: Bloksma
water expansion tank by means of a vent pipe, this allowing for expansion in In order to prevent corrosion, chemical treatment is added to the fresh cooling
No. of sets: 1 the system and the venting of air. water. This treatment is added to the low temperature system and is applicable
Type: V22-2P-1; 720kW to the high temperature system as the HT and LT cooling fresh water systems
As mentioned, the hot water from the jackets is passed through the fresh water are linked. The chemical treatment dosing unit has its own pump and a
generator, which can be bypassed when the main engine is on low load or idle, measured quantity of treatment chemical is injected into the low temperature
Main Engine Fresh Water Cooling System or when the generation of fresh water is not required. The fresh water generator fresh water circulation system by means of valve A712-120 located at the low
has a cooling effect on the jacket water in the HT system and is the only direct temperature fresh cooling water pump suction manifold. The same chemical
The main engine high temperature (HT) cooling system has two cooling means of cooling the circulating water in the HT FW cooling system. treatment unit is also used to supply treatment chemical to the reefer fresh
water pumps. No.1 pump is rated at 600m3/h with a pressure of 3.5kg/cm2 water cooling system.
whilst No.2 pump is dual speed and rated at 600/400m3/h with a pressure The HT cooling fresh water system is linked to the LT central cooling system
of 3.5/1.5kg/cm2. Normally high speed will be used but if the main engine by means of two pipe connections. One of these allows water from the HT The HT cooling fresh water pumps may be selected for local or remote
cooling load reduces then low speed may be used. The pumps supply cooling system to flow into the LT central cooling system, via the three-way valve, operation at the local starter panel. In local mode they are started and stopped
water to the main engine jackets, cylinder heads and exhaust valves. and the other allows water from the LT central cooling system to flow into the manually from that panel. In remote mode they are controlled from the HT
HT system. Flow from the HT system into the LT system is controlled by the FCW System mimic. One pump is normally selected as the master or duty
The system operates on a closed circuit principle with the pumps discharging three-way valve which is temperature activated. The temperature at the HT pump and the other as the backup pump which will start if the master pump
water to the engine cooling system; from the engine the cooling water returns cooling water outlet from the engine is maintained at 85°C and the three-way fails. No.2 pump may be operated in high or low speed as required to suit the
to the pump suction. Cooling water from the engine outlet may also be passed valve regulates the flow of water between the HT and LT systems in order to cooling load.
through the fresh water generator as the heating medium. Return water from maintain that value. The HT cooling water system is balanced so that any water
the fresh water generator is led to the pump suction. A three-way valve in the flowing out is immediately replaced by water flowing in from the LT system.
return line to the pump suction also has a connection with the low temperature Preparation for the Operation of the Main Engine Jacket
central cooling system allowing water from the HT system to flow into the When the engine is operating the water entering the main engine jacket HT Cooling Water System
LT system should the temperature at the engine outlet exceed the set value cooling fresh water pump suction is a mixture of water from the HT system
of 90°C. Water flowing from the HT to the LT cooling system is replaced by and from the LT central cooling system. The actual mixture depends upon the The description assumes that the system is being started from cold.
cooler water from the LT system via valve A712-092 which is normally open. temperature of the water leaving the main engine and hence the opening of the
A pipe from the valve connects with the HT fresh water cooling pump suction three-way valve. a) Ensure that the HT cooling fresh water system is fully charged
line. with water and that all air is vented from the system. Ensure that
When preheating the main engine from cold, the system suction valve from the central cooling fresh water expansion tank is at the correct
High temperature water flowing to the fresh water generator is regulated by the LT system A712-092 should be closed and the preheating expansion valve level and top up from the fresh water system if necessary.
means of a valve at the fresh water generator inlet. A fresh water generator A712-133 should be opened. This restricts the flow of water between the HT
outlet valve is also fitted. Between the fresh water generator inlet and outlet and LT systems, so assisting the HT system to retain heat during the warming b) Ensure that power is available at the three-way control valve
pipes there is a fresh water generator bypass valve which must be open when through period. and that the valve is operational.
the fresh water generator is not in use.
Illustration 2.5.1a Central Cooling Fresh Water System Main Engine Lubricating Oil Coolers Fresh
Water
TI TI TI TI TI
Refrigeration Provision 078
Plant for Air Refrigeration
Conditioning Plant To/From
071
PI 067 065 043 LI
069 047 045 Lubricating
TI TI TI TI Oil System Cooling Water
Refrigeration Provision TI
Expansion Tank
Plant for Air Refrigeration 073
Dump Condenser / Condensate Cooler LAL
410090
Conditioning PI 066 Plant 064 TI
070 068 TI Upper Deck
041
TI
077 074
029 028 076 075
Starting Air Starting Air Starting Air
To/From From
Compressor Compressor Compressor 042 044
046 Lubricating 030 Generator Engines
No.1 No.2 No.3
Oil System
TC
TI
TI TI TI TI TI TI
040
057 054 055 052 053 M 104
059 056 TC
Turbocharger
TI Lubricating Oil Cooler From
M Generator
PI Engines 039
PI +-
To/From 037
106
048 050 TI Lubricating
058 Oil System 038 Main
Starting Air Compressors Engine
Emergency Fresh Cooling 049 051
Water Pump
034
TI
Steam 033
TC TC
090 089 Main TI

TI 088 086
TI
Engine To Generator Engines
Preheater
Key
PS
087
091 M
580632
TC PI +- PI HT Cooling Water
102
Main Engine HT 097 TI PIAL
Sea Water From
Fresh Water Cooling Pumps LT Cooling Water
Evaporator M 100 PS 006
PI +- PI PS 124 Generator
003 No.3 580622 009
580822
TAH PI +-
Fresh Water Engines
PI
410260
092 083 To/From
TI Steam
081 No.2 085 Sea Water 099
PI PS TI PS 005
PI +- System 002 No.2 008
580612 Sea Water PI
133 580812
PI +- PI
122 Fresh Cooling
082 095 Lubricating Oil
080 No.1 084 Water Filling
004 PI +-
Pump
TI 120 001 No.1 007 Electrical Signal
093
Low Temperature Fresh
TI
119
TI
117
TI
115
TI TI
111
TI
126
TI
128 All Valves are Prefixed ‘A712’ 098
113 To/From Water Central Cooling Pumps
123 Sea Water Unless Otherwise Stated
096
System Cooling
Shaft Shaft Shaft Shaft Shaft Shaft Shaft TI Water Drain
Bearing Bearing Bearing Bearing Bearing Bearing Bearing 121 094 Chemical Tank
To Reefer Cooling Treatment
118 116 114 112 110 125 127 Low Temperature Unit
Water System
Central Coolers
c) Ensure all the pressure gauge and instrumentation valves are i) Select the pumps for REMOTE at their local starter panel and
open and that all instruments and gauges are reading correctly. then select one pump as the duty pump. Start the selected duty
HT cooling pump and set the other as the standby.
d) Ensure that the fresh water generator is bypassed, that valve
A712-089 is open and the fresh water generator inlet valve j) Vent the system, including all engine cylinders.
A712-090 and outlet valve A712-091 are closed.
k) Supply steam to the preheater via the steam control valve and
e) Ensure that all the main engine individual cylinder inlet and check that condensate flows from the preheater.
outlet valves are open.
l) Slowly bring the jacket cooling water temperature up to
f) Ensure that all the main engine individual cylinder vent and operating temperature in line with the engine manufacturer’s
drain valves are closed. recommendations. The steam supply control valve is regulated
by the temperature of the jacket cooling water being supplied to
g) Ensure that the preheater condensate drain line is open, that the main engine. The normal engine inlet temperature should be
there is a steam supply available and that the steam supply 73°C.
temperature control valve is operational.
Note: With the HT and LT systems effectively isolated, greater control over
h) Set the valves as shown in the following table: the rise in temperature can be exercised.
Position Description Valve m) As the temperature approaches normal operating temperature,

Open No.1 main engine HT cooling FW pump A712-080 the LT link suction valve A712-092 should be opened and the
suction valve preheating expansion valve A712-133 should be closed. The HT
Open No.1 main engine HT cooling FW pump A712-084 and LT system are now linked.
discharge valve
n) Test the system for chemical concentration and add chemicals
Open No.2 main engine HT cooling FW pump A712-081
as required. The system is connected to the LT central cooling
suction valve
system and so both systems are tested and treated together.
Open No.2 main engine HT cooling FW pump A712-085
discharge valve o) When the jacket system is at the correct temperature and the
Throttled Main engine preheater bypass valve A712-086 main engine has been warmed through for the required period
Open Main engine preheater inlet valve A712-087 of time, the main engine may be started provided that all other
Open Main engine preheater outlet valve A712-088 systems are operational. The preheater bypass valve A712-086
must be throttled in when the main engine is started.
Open Main engine jacket cooling water inlet valve A712-037
Open Main engine jacket cooling water outlet A712-038 p) When the engine is at full power, circulate water through the
valve fresh water generator and operate as required.
Open Main engine jacket cooling system line valve A712-076
to expansion tank
Note: When the engine is warmed through from the cold condition attention
Open Fresh water generator jacket water bypass A712-089 must be paid to all pipe connections, joints and valves in order that any leaks
valve may be quickly detected.
Closed Fresh water generator jacket water inlet valve A712-090
Closed Fresh water generator jacket water outlet A712-091
valve
Operational Three-way valve connecting HT and LT fresh A712-102
water cooling systems
Closed Connecting valve from LT system A712-092
Open Line valve from FW expansion tank A712-133
Open FW expansion tank outlet valve A712-077
Illustration 2.5.2a Generator Engines Fresh Water Cooling System
Hydraulic Hydraulic
TI Power Unit Key Power Unit 062 063
Fin Stabiliser Fin Stabiliser TI TI
Air Port High Temperature Cooling Water Starboard
Conditioning 031 Air Air
Unit for TI TI Low Temperature Cooling Water TI TI Conditioning Conditioning
Workshop Unit for ECR Unit for ECR
TI TI
TI 032 All Valves are Prefixed ‘A712’
129 130 Unless Otherwise Stated 132 131 060 061
To Cooling Water Drain Tank To Cooling Water Drain Tank
017 015 013 011

016 014 012 010
021 020 019 018
Generator Engine No.1 Generator Engine No.2 Generator Engine No.3 Generator Engine No.4
TI TI LO TI TI LO TI TI LO TI TI LO
To Low
Temperature Fresh
From Low Water Cooling From Low
To Cooling Water
LO TI Temperature Fresh LO TI System LO TI Temperature Fresh LO TI
Expansion Tank
Water Cooling Water Cooling
CH2
Pumps CH2 CH2
Pumps CH2
TI TI TI TI
CH1 CH1 CH1 CH1
TI TI TI TI
FI FI FI FI
PSL PSL PSL PSL
PT PT PT PT
025 TSHH
024 TSHH
023 TSHH
022 TSHH
PI PI PI PI
TT PT TT PT TT PT TT PT
PSL PSL PSL PSL
PSLI PSLI 136 137 PSLI
138 139 PSLI 140 141
134 135
146 142 026 Preheating Unit 147 143 148 144 149 145
027
2.5.2 Low Temperature Cooling Water System water leaks into the sea water system and sea water does not Each generator engine is provided with two engine driven cooling water
leak into the fresh water system. This prevents contamination pumps, one for the HT circuit which covers the cylinders and the HT charge
of the fresh water system by sea water which could cause air cooler and another for the LT circuit which covers the LO cooler and the
Low Temperature Fresh Water Cooling Pump
corrosion LT charge air cooler. A preheating unit, with an electrically driven pump, is
Maker: Behrens fitted in order to ensure that cold engines may be warmed through before
No. of sets: 3 Water in the LT system circulates through individual systems as required in starting. With one engine operating and the central cooling water system up to
Type: Vertical centrifugal order to maintain the desired temperatures in those systems. The system is temperature, warm water from the central cooling system will circulate around
permanently vented from the highest point of the system to the expansion the standby generator engines and maintain them in a warm condition.
Model: VRF 9/350 G
tank.
Capacity: No.1 and No.2, 1,000m3/h at 3.5kg/cm2 The LT central cooling pumps supply cooling water directly to the main engine
No.3, 1,000/660m3/h at 3.5/1.5kg/cm2 The circulating pumps receive suction from the system return main lines and charge air coolers and to other items of plant.
discharge water into the outlet main. A three-way temperature controlled
valve on the suction side of the pumps allows the pump suction water to pass The main engine LO coolers are supplied via a temperature controlled three-
Fresh Water Cooling Filling Pump through the coolers or bypass the coolers. Water flowing to the pump suction way valve which maintains the LO temperature at the desired value. This valve
Maker: Behrens is a combination of water which has passed through the coolers and water diverts some of the cooling the water flow directly into the outlet line from the
No. of sets: 1 which has bypassed the coolers. The setting of the three-way valve maintains a LO coolers thus reducing the cooling effect on the LO circulating through the
water temperature at the pump suction of 36°C. Each of the central fresh water coolers.
Type: Centrifugal
coolers has a capacity of 50% of the total maximum cooling requirement.
Model: SFH 331 WW G The main engine turbocharger LO cooler has a similar three-way temperature
Capacity: 5.0m3/h at 2.5kg/cm2 The LT central cooling system supplies the following: controlled valve on the cooling water inlet side. This operates to maintain the
turbocharger LO at the desired value.
• Main engine scavenge air coolers
Starting Air Compressor Emergency Cooling Pump • No.1 generator engine jacket cooling system, air cooler and LO Pumps may be operated in local or remote mode, the selection being made
Maker: Behrens cooler (engine driven circulation pumps) at the local pump starter panel. In local mode pumps are started and stopped
No. of sets: 1 • No.2 generator engine jacket cooling system, air cooler and LO manually at the local panel whilst in remote mode the pumps are started and
Type: Centrifugal cooler (engine driven circulation pumps) stopped at the LT FCW System mimic. One pump is selected as the duty pump
and one pump as the standby pump to start should the duty pump not be able
Model: SFN 41 G • No.3 generator engine jacket cooling system, air cooler and LO to maintain pressure. No.3 pump may be operated at low speed or high speed,
Capacity: 7.0m3/h at 1.5kg/cm2 cooler (engine driven circulation pumps) low speed being selected if the cooling load is low. At times of high cooling
• No.4 generator engine jacket cooling system, air cooler and LO load two pumps may be operated.
cooler (engine driven circulation pumps)
Introduction
• The intermediate shaft bearings (seven) Preparation for the Operation of the Low Temperature Fresh
The low temperature central fresh water cooling system works on the closed • Main engine LO coolers
Water Cooling System
circuit principle; it is linked to the HT main engine jacket cooling fresh
water system but it may be considered as a closed circuit. The system has the • Turbocharger LO cooler The description assumes setting up the system for the first time. In practice the
following features: system will normally be operating with at least one generator engine running
• Steam dump condenser
and so heated water will be circulating. Generator engine jacket cooling is part
• Three circulating pumps which supply the services at a rate of • No.1, No.2 and No.3 main air compressors of the low temperature cooling system and so heated water will be available
1,000m3/h and a pressure of 3.5kg/cm2 although No.3 pump is to the jacket systems of engines on standby. Excess heat from the operating
a dual speed pump with a capacity of No.3, 1000/660m3/h at • Accommodation air conditioning units and provision
refrigeration units generator engine(s) and other operating equipment is removed by sea water
3.5/1.5kg/cm2 circulating through the central coolers. The generator engine cooling fresh
• Pressure switches on the pump discharges which start the • No.1 and No.2 engine control room and workshop unit coolers water system is provided with an electric preheater in order to allow the
standby pump on low pressure • Fin stabiliser oil coolers generator engines to be warmed through when on shore power prior to starting.
The preheater unit has its own electrically driven circulation pump
• Two central coolers, which are cooled by sea water
An emergency circulating pump is provided for No.1 starting air compressor
• An expansion tank which provides a positive head to the system, which is the designated emergency use starting air compressor. This pump is a) Replenish the system from the expansion tank, which is filled
as well as allowing for thermal expansion. This tank can be supplied from the emergency switchboard and is used to provide cooling water from the fresh water system.
topped up from the domestic fresh water system. The positive to this compressor should the LT system be unavailable for any reason.
head ensures that, in the event of failure at the coolers, fresh
Hydraulic Hydraulic
TI TI
017 015 013 011

016 014 012 010
021 020 019 018
To Low
Temperature Fresh
To Cooling Water
Expansion Tank
CH2
Pumps CH2 CH2
Pumps CH2
TI TI TI TI
CH1 CH1 CH1 CH1
TI TI TI TI
FI FI FI FI
PSL PSL PSL PSL
PT PT PT PT
025 TSHH
024 TSHH
023 TSHH
022 TSHH
PI PI PI PI
PSL PSL PSL PSL
138 139 PSLI 140 141
134 135
146 142 026 Preheating Unit 147 143 148 144 149 145
027
b) Ensure all pressure gauge and instrumentation valves are open Position Description Valve Position Description Valve
and that instruments and gauges are operating correctly.
Open No.1 starting air compressor emergency A712-058 Open Dump condenser/condensate cooler cooling A712-028
cooling FW pump suction valve water inlet valve
c) Set the valves as shown in the tables below:
Open No.1 starting air compressor emergency A712-059 Open Dump condenser/condensate cooler cooling A712-029
cooling FW pump discharge valve water outlet valve
Open No.2 starting air compressor cooling water A712-054 Throttled Dump condenser/condensate cooler cooling A712-030
Open Cooling water expansion tank water outlet A712-077
inlet valve water bypass valve
valve
Open No.2 starting air compressor cooling water A712-055 Open No.1 ECR air conditioning unit cooling water A712-060
Operational Cooler three-way temperature controlled A712-100
outlet valve inlet valve
valve
Open No.3 starting air compressor cooling water A712-052 Set No.1 ECR air conditioning unit cooling water A712-062
Open No.1 central cooler FW inlet valve A712-121
inlet valve outlet valve
Open No.1 central cooler FW outlet valve A712-123
Open No.3 starting air compressor cooling water A712-053 Open No.2 ECR air conditioning unit cooling water A712-061
Open No.2 central cooler FW inlet valve A712-124 outlet valve inlet valve
Open No.2 central cooler FW outlet valve A712-122 Open No.1 provision refrigeration plant cooling A712-064 Set No.2 ECR air conditioning unit cooling water A712-063
Open No.1 LT central cooling FW pump suction A712-001 water inlet valve outlet valve
valve Open No.1 provision refrigeration plant cooling A712-066 Open Workshop air conditioning unit cooling water A712-031
Open No.1 LT central cooling FW pump discharge A712-007 water outlet valve inlet valve
valve Open No.2 provision refrigeration plant cooling A712-065 Set Workshop air conditioning unit cooling water A712-033
Open No.2 LT central cooling FW pump suction A712-002 water inlet valve outlet valve
valve Open No.2 provision refrigeration plant cooling A712-067 Open Port fin stabiliser hydraulic power unit cooling A712-129
Open No.2 LT central cooling FW pump discharge A712-008 water outlet valve water inlet valve
valve Open No.1 air conditioning refrigeration plant A712-068 Set Port fin stabiliser hydraulic power unit cooling A712-063
Open No.3 LT central cooling FW pump suction A712-003 cooling water inlet valve water outlet valve
valve Open No.1 air conditioning refrigeration plant A712-070 Open Starboard fin stabiliser hydraulic power unit A712-131
Open No.3 LT central cooling FW pump discharge A712-009 cooling water outlet valve cooling water inlet valve
valve Open No.2 air conditioning refrigeration plant A712-069 Set Starboard fin stabiliser hydraulic power unit A712-132
Open Line valve from chemical treatment unit A712-120 cooling water inlet valve cooling water outlet valve
Open Inlet valve to main engine systems A712-033 Open No.2 air conditioning refrigeration plant A712-071 Open Generator engine preheater unit inlet valve A712-026
Open Outlet valve from main engine systems A712-034 cooling water outlet valve Open Generator engine preheater unit outlet valve A712027
Operational Main engine LO cooler three-way temperature A712-104 Open No.1 shaft bearing cooling water inlet valve A712-128
controlled valve Set No.1 shaft bearing cooling water outlet valve A712-127 No.1 Generator Engine
Open No.1 main engine LO cooler FW inlet valve A712-040 Open No.2 shaft bearing cooling water inlet valve A712-126 Open Generator engine cooling water inlet valve A712-016
Open No.1 main engine LO cooler FW outlet valve A712-042 Set No.2 shaft bearing cooling water outlet valve A712-125 Open Generator engine cooling water outlet valve A712-017
Open No.2 main engine LO cooler FW inlet valve A712-041 Open No.3 shaft bearing cooling water inlet valve A712-111 Closed Drain valve to cooling water drain tank A712-021
Open No.2 main engine LO cooler FW outlet valve A712-043 Set No.3 shaft bearing cooling water outlet valve A712-110 Set HT cooling circuit outlet valve to expansion A712-025
Operational Main engine turbocharger LO cooler three- A712-106 Open No.4 shaft bearing cooling water inlet valve A712-113 tank
way temperature controlled valve Set No.4 shaft bearing cooling water outlet valve A712-112 Open Inlet valve from preheater system A712-135
Open No.1 main engine turbocharger LO cooler FW A712-048 Open No.5 shaft bearing cooling water inlet valve A712-115 Open Outlet valve to preheater system A712-134
inlet valve
Set No.5 shaft bearing cooling water outlet valve A712-114 Open Preheater line outlet valve A712-142
Open No.1 main engine turbocharger LO cooler FW A712-049
Open No.6 shaft bearing cooling water inlet valve A712-117 Open Preheater line inlet valve A712-146
outlet valve
Set No.6 shaft bearing cooling water outlet valve A712-116
Open No.1 starting air compressor cooling water A712-056
inlet valve Open No.7 shaft bearing cooling water inlet valve A712-119 No.2 Generator Engine
Open No.1 starting air compressor cooling water A712-057 Set No.7 shaft bearing cooling water outlet valve A712-118 Open Generator engine cooling water inlet valve A712-014
outlet valve Open Generator engine cooling water outlet valve A712-015
Hydraulic Hydraulic
TI TI
017 015 013 011

016 014 012 010
021 020 019 018
To Low
Temperature Fresh
To Cooling Water
Expansion Tank
CH2
Pumps CH2 CH2
Pumps CH2
TI TI TI TI
CH1 CH1 CH1 CH1
TI TI TI TI
FI FI FI FI
PSL PSL PSL PSL
PT PT PT PT
025 TSHH
024 TSHH
023 TSHH
022 TSHH
PI PI PI PI
PSL PSL PSL PSL
138 139 PSLI 140 141
134 135
146 142 026 Preheating Unit 147 143 148 144 149 145
027
Position Description Valve b) Supply sea water to the central fresh water cooler, see section
2.4.1. Fresh cooling water in the central cooling system
Closed Drain valve to cooling water drain tank A712-020
will bypass the central coolers by means of the temperature
Set HT cooling circuit outlet valve to expansion A712-024 controlled three-way valve until the cooling fresh water reaches
tank the desired temperature.
Open Inlet valve from preheater system A712-137
Open Outlet valve to preheater system A712-136 c) Check the level of chemical treatment and dose as necessary.
Open Preheater line outlet valve A712-143
d) Circulate the LT central cooling system and check that all users
Open Preheater line inlet valve A712-147
are being supplied with LT water at the required temperature.
No.3 Generator Engine e) Operate the generator engine preheater until the generator
Open Generator engine cooling water inlet valve A712-012 engines are at the desired temperature and then start one of the
Open Generator engine cooling water outlet valve A712-013 generator engines and connect it to the switchboard.
Closed Drain valve to cooling water drain tank A712-029
f) When the low temperature central cooling system is operating
Set HT cooling circuit outlet valve to expansion A712-023
at the desired temperature the generator engine preheater unit
tank
may be shut down.
Open Inlet valve from preheater system A712-139
Open Outlet valve to preheater system A712-138 g) When the machinery systems are operating check that the correct
Open Preheater line outlet valve A712-144 temperatures are being maintained throughout the system.
Open Preheater line inlet valve A712-148
h) Check the water condition in the central cooling system on a
daily basis and add treatment chemicals as required.
No.4 Generator Engine
Open Generator engine cooling water inlet valve A712-010
Note: Chemicals may be added to the cooling water expansion tank via
Open Generator engine cooling water outlet valve A712-011 the hopper at the top up valve A712-028. However, chemical treatment is
Closed Drain valve to cooling water drain tank A712-018 normally added directly into the circulation system by means of the chemical
Set HT cooling circuit outlet valve to expansion A712-022 dosing unit and valve A712-120.
tank
Open Inlet valve from preheater system A712-141 The Cooling Water Drain Tank
Open Outlet valve to preheater system A712-140
Open Preheater line outlet valve A712-145 Cooling fresh water from the system is drained to the cooling water drain tank
Open Preheater line inlet valve A712-149 when parts of the system are being overhauled. The drain tank also receives
overflow from the cooling water expansion tank. Water in the cooling water
drain tank may be pumped back to the cooling water expansion tank thus
Note: System valves in the above table are shown as Open but they must
reducing the need for make-up water from the domestic system, which would
be closed if an item of equipment is being isolated for maintenance. Flow
require chemical treatment.
control valves are shown as Set and this indicates that the valve is set to give
the appropriate water flow through the item of equipment.
The fresh cooling water filling pump is used to transfer water from the cooling
water drain tank to the cooling water expansion tank. The cooling water drain
Operation tank suction valve A712-098 must be open together with the filling pump
discharge valve A712-099 and the expansion tank filling valve A712-073.
a) Select the LT FCW pumps for Remote operation and at the LT
CFW System mimic select one pump as the duty pump. Under The fresh cooling water filling pump is started manually at the pump control
normal circumstances one of the other pumps is set to standby panel and the contents of the cooling water drain tank transferred to the cooling
and the third will be shut down. water expansion tank. The pump is then stopped manually at the pump control
panel.
Domestic Fresh
Illustration 2.5.3a Reefer Container Fresh Water Cooling System Water System
060
Cooling Water
Expansion Tank
LAL (1.5m3)
Bay 54 Bay 50 Bay 46 Bay 30 Bay 26 Bay 22 Bay 18 Bay 14
061 062 Drain to

Bilge
125 123 121 017 019 018

016
101 103 105 107 109
PDIC
063 PC
120 M
124 132
100 102 104 106 108
032
Steriliser
054 055
844 to 854 200 to 210 320 to 330 426 to 436 524 to 534
Dosing Unit 920 921 932 933 942 943 952 953 962 610 to 618 963
989 988 050 051 11 Containers 11 Containers 11 Containers 11 Containers 9 Containers
11 Containers
TI PI TI TI PI
014 015
211 to 221 331 to 341 437 to 447 535 to 545 619 to 627
855 to 865 764 to 774 676 to 686 TC
981 980 973 972
11 Containers 11 Containers
010 012
922 222 to 232
056 058 923
11 Containers 342 to 352 448 to 458 546 to 556
775 to 785 687 to 697
934 935 944 945 954 955 964 628 to 636 965
866 to 876 M 11 Containers 11 Containers 11 Containers 9 Containers
991 990 Fresh
11 Containers TI 030 PI TI Water TI PI 233 to 243
Coolers 353 to 363 459 to 469 557 to 567 637 to 645
877 to 887 786 to 796 698 to 708

983 982 975 974 011 924 244 to 254 925
013
11 Containers 11 Containers 11 Containers
057 059 557 to 567
936 364 to 374 937 946 470 to 480 947 956 957 966 646 to 652 967
255 to 265 11 Containers 11 Containers 9 Containers 7 Containers
888 to 898 797 to 807 709 to 719
993 992 009 Set 2°C TC
TI 375 to 385 481 to 491 577 to 585 653 to 659
11 Containers
M
926 266 to 276 927
Fresh Steam In 11 Containers
899 to 909 808 to 818 720 to 730 007 Water
985 984 977 976 Heater Condensate
11 Containers TI Out 277 to 287 386 to 396
939 948 492 to 500
949 958 586 to 592
959 968 660 to 664 969
11 Containers 938
064 11 Containers 9 Containers 7 Containers 5 Containers
008
819 to 829 731 to 741 Cooling Water Pumps No.1 and 2
397 to 407 501 to 509 593 to 599 665 to 669
PAL (380m3/h x 5kg/cm2) 928 288 to 296 929
Key PAL
9 Containers
PI PI +-
Cooling Water
830 to 836 1 297 to 305
987 986 979 742 to 752 978 408 to 416 510 to 516 600 to 604 670 to 672
Steam 940 941 950 951 960 961 971
004 040 PS PI PI + 001 7 Containers 5 Containers
970
7 Containers 11 Containers - 9 Containers 3 Containers
Condensate
2 930 306 to 312 931 417 to 425 517 to 523
837 to 843 7 Containers 605 to 609 673 to 675
Electrical Signal 753 to 763 005 041 PS 002
PI PI
All System Valves are Prefixed 313 to 319

3
with A734 Unless Otherwise
Stated 006 042 PS 003
Cooling Water Pump No.3
Bypass orifices d = 8mm (380/250m3/h x 5/2.1kg/cm2)
2.5.3 Reefer Container Cooling Water System The container fresh water cooling system located in the engine room is
normally lined up, started and stopped by the engine room department. The Position Description Valve
Reefer Container Fresh Water Cooling Pumps starting of the system pumps is generally carried out from the OWS in the Open No.1 container FW cooling pump suction valve A734-001
Maker: Heinrich Behrens ECR on request from the chief officer that the system needs to go on line. The Open No.1 container FW cooling pump discharge valve A734-004
valve line up in the passageway areas and in the cargo holds is carried out by Open No.2 container FW cooling pump suction valve A734-002
No. of sets: 3
the deck department. Open No.2 container FW cooling pump discharge valve A734-005
Model: VRF7/350 G Open No.3 container FW cooling pump suction valve A734-003
The steriliser is located between the container cooling water supply and return
Capacity: 380m3/h at 5.0kg/cm² No.1 and 2 lines. The steriliser branch line valves should always be open to ensure that Open No.3 container FW cooling pump discharge valve A734-006
380/250m3/h at 5.0/2.1kg/cm² No.3 there is always a flow of water through the steriliser. The steriliser operates Open Cooling water expansion tank outlet valve A734-061
automatically to maintain the water in a sterile condition. Closed Cooling water expansion tank drain valve A734-062
Steriliser Open Steriliser inlet valve A734-054
A pressure control valve is fitted to maintain the pressure in the reefer water
Maker: Katadyn circuits within acceptable limits. This valve bypasses the reefer circuit and Open Steriliser outlet valve A734-055
No. of sets: 1 passes water from the delivery to the return line. A chemical injection dosing Closed Chemical dosing unit inlet valve A734-050
Type: Silver Ion; EK-4 unit is provided to allow the introduction of corrosion inhibiting chemicals to Closed Chemical dosing unit outlet valve A734-051
Capacity: 30m3/day the cooling water system. As required Heater inlet valve A734-008
As required Heater outlet valve A734-009
The fresh water cooling supply and return lines pass into and out of the
Throttled Heater bypass valve A734-007
Introduction starboard passageway at a position just aft of the main air receivers, in the
passageway the lines are branched off the forward and aft main lines at the Operational Cooler three-way temperature controlled valve A734-030
The container fresh water cooling is supplied by a separate fresh water appropriate bay areas. The return lines from the individual bays are fitted with Open No.1 container cooler inlet valve A734-010
circulation system which has its own fresh water pumps, coolers, heater, sea a pressure regulating non return valves. Open No.1 container cooler outlet valve A734-012
water pumps, expansion tank, chemical treatment plant and steriliser unit. The
Open No.2 container cooler inlet valve A734-011
expansion tank is supplied with make-up water from the domestic fresh water
system. The tank is provided with a low level alarm. Procedure for Operating the Reefer Container Fresh Water Open No.2 container cooler outlet valve A734-013
Cooling System Operational Pressure regulating valve A734-032
The coolers are supplied with sea water by means of container cooling sea Open Pressure regulating valve inlet valve A734-014
water pumps. The container fresh water cooling preheater is used to maintain a) Check that the container cooling fresh water expansion tank is Open Pressure regulating valve outlet valve A734-015
a minimum temperature of 2°C in the circulating water system on return from at the correct level and top up as necessary. This is achieved by
the reefer containers; this prevents the water freezing in the pipeline system. Open Forward hold areas container cooling water supply A734-016
means of the filling valve from the domestic fresh water supply
In most cases the preheater will be bypassed until there is a large reefer isolating valve
system.
consignment (frozen) being carried which will have a large cooling effect on Open Forward hold areas container cooling water return A734-018
the system returns and will therefore require the necessary heat input into the b) Check all instrumentation valves on the system are open and isolating valve
system. ensure that they are operational and read correctly. Open Bay 14 cooling water supply valve A734-108
Open Bay 14 cooling water return valve A734-109
A three-way temperature control valve located in the cooler outlet line
c) Ensure that the two bypass valves in each tier of the distribution Open Bay 18 cooling water supply valve A734-106
regulates the water flow through the coolers or bypassing the coolers thereby
pipework are opened where no container is connected in that Open Bay 18 cooling water return valve A734-107
regulating the temperature of the water being supplied to the reefer containers.
tier.
The temperature regulator control unit is located adjacent to the local starter Open Bay 22 cooling water supply valve A734-104
panel for the fresh water cooling pumps, it controls the reefer container fresh Open Bay 22 cooling water return valve A734-105
d) Set the cargo hold outlet non return valves to give the required
water cooling supply temperature in order to maintain the system at at least Open Bay 26 cooling water supply valve A734-102
head pressure in the individual holds.
36°C by diverting water away from the coolers as necessary.
e) Supply sea water to the container cooling fresh water coolers as Open Bay 30 cooling water supply valve A734-100
There are three pumps in the system, No.1 and 2 are single speed pumps and
explained in the Machinery Operating Manual section 2.4.1.
have the same capacity, while pump No.3 is a twin speed pump. This feature Open Bay 30 cooling water return valve A734-101
allows more flexibility in the system to cope with the cooling demand from Open Aft hold container cooling water supply valve A734-017
f) Set the system valves as in the following table:
the amount of reefers being carried and the ratio on whether they are chilled or Open Aft hold container cooling water return valve A734-019
frozen. The low speed operation of the pump is carried out by maintaining the
Open Bay 46 cooling water supply valve A734-120
pump in the star winding link configuration.
Domestic Fresh
Illustration 2.5.3a Reefer Container Fresh Water Cooling System Water System
060
Cooling Water
Expansion Tank
LAL (1.5m3)
Bay 54 Bay 50 Bay 46 Bay 30 Bay 26 Bay 22 Bay 18 Bay 14
061 062 Drain to

Bilge
125 123 121 017 019 018

016
101 103 105 107 109
PDIC
063 PC
120 M
124 132
100 102 104 106 108
032
Steriliser
054 055
844 to 854 200 to 210 320 to 330 426 to 436 524 to 534
Dosing Unit 920 921 932 933 942 943 952 953 962 610 to 618 963
989 988 050 051 11 Containers 11 Containers 11 Containers 11 Containers 9 Containers
11 Containers
TI PI TI TI PI
014 015
211 to 221 331 to 341 437 to 447 535 to 545 619 to 627
855 to 865 764 to 774 676 to 686 TC
981 980 973 972
11 Containers 11 Containers
010 012
922 222 to 232
056 058 923
11 Containers 342 to 352 448 to 458 546 to 556
775 to 785 687 to 697
934 935 944 945 954 955 964 628 to 636 965
866 to 876 M 11 Containers 11 Containers 11 Containers 9 Containers
991 990 Fresh
11 Containers TI 030 PI TI Water TI PI 233 to 243
Coolers 353 to 363 459 to 469 557 to 567 637 to 645
877 to 887 786 to 796 698 to 708

983 982 975 974 011 924 244 to 254 925
013
11 Containers 11 Containers 11 Containers
057 059 557 to 567
936 364 to 374 937 946 470 to 480 947 956 957 966 646 to 652 967
255 to 265 11 Containers 11 Containers 9 Containers 7 Containers
888 to 898 797 to 807 709 to 719
993 992 009 Set 2°C TC
TI 375 to 385 481 to 491 577 to 585 653 to 659
11 Containers
M
926 266 to 276 927
Fresh Steam In 11 Containers
899 to 909 808 to 818 720 to 730 007 Water
985 984 977 976 Heater Condensate
11 Containers TI Out 277 to 287 386 to 396
939 948 492 to 500
949 958 586 to 592
959 968 660 to 664 969
11 Containers 938
064 11 Containers 9 Containers 7 Containers 5 Containers
008
819 to 829 731 to 741 Cooling Water Pumps No.1 and 2
397 to 407 501 to 509 593 to 599 665 to 669
PAL (380m3/h x 5kg/cm2) 928 288 to 296 929
Key PAL
9 Containers
PI PI +-
Cooling Water
830 to 836 1 297 to 305
987 986 979 742 to 752 978 408 to 416 510 to 516 600 to 604 670 to 672
Steam 940 941 950 951 960 961 971
004 040 PS PI PI + 001 7 Containers 5 Containers
970
7 Containers 11 Containers - 9 Containers 3 Containers
Condensate
2 930 306 to 312 931 417 to 425 517 to 523
837 to 843 7 Containers 605 to 609 673 to 675
Electrical Signal 753 to 763 005 041 PS 002
PI PI
All System Valves are Prefixed 313 to 319

3
with A734 Unless Otherwise
Stated 006 042 PS 003
Cooling Water Pump No.3
Bypass orifices d = 8mm (380/250m3/h x 5/2.1kg/cm2)
Position Description Valve l) Check that the container cooling fresh water system is being
maintained at the correct temperature and that there are no
leaks.
Open Bay 50 cooling water supply valve A734-122
Open Bay 50 cooling water return valve A734-123 m) Test the concentration of corrosion inhibiting chemical level in
Open Bay 54 cooling water supply valve A734-124 the circulating water each day and operate the dosing unit to add
Open Bay 54 cooling water return valve A734-125 treatment chemicals as necessary.
Note: Each tier of containers has a supply and return manifold with inlet and
outlet cooling water valves at the pipe connections. These valves must be
open when a reefer container is operational. If no reefer containers are fitted
in the tier then the tier bypass valves must both be open.
g) Select one of the container cooling fresh water pumps as the

duty pump, with another pump set into a standby mode. The
number of pumps required and whether pump No.3 runs in high
or low speed will depend upon the cooling requirement which
is determined by the number of reefer containers on board. The
image below shows the faceplate on the OWS that the operator
will use to set the pump into operation (Master selection) (and
the option of high or low speed in the case of No.3 pump) or
standby.
FCW CIRC PUMP 3
580530
Reset
Master Low
Master High
Standby
h) Start the duty pump by selecting it as Master, check that water is

circulating around the container cooling fresh water system and
that the correct pressure and temperature is being maintained.
i) Start the steriliser unit and ensure that it is operating correctly.
j) Open the heater steam supply and drain valves and ensure
that the temperature control valves are operating for the steam
supply and cooler bypass as required.
k) Open the supply and return valves at the reefer containers as

required and check their operation.
2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engines Fuel Oil Service System
2.6.3 Boiler Fuel Oil System
2.6.3 Engine Room Oil/Sludge Decanter System
2.6.5 Engine Room Waste Oil and Drains System
Illustrations
2.6a Fuel Oil Viscosity - Temperature Graph
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Main Generator Engines Fuel Oil Service System
2.6.2b Emergency Generator Engine Fuel Oil Service System
2.6.3a Boiler Fuel Oil Service System
2.6.4a Sludge Decanter System
2.6.5a Engine Room Waste Oil and Drains System

Illustration 2.6a Fuel Oil Viscosity - Temperature Graph

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

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

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

usually between
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
-1
80
IF
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C
2.6 Fuel Oil And Diesel Oil Service Systems monitors viscosity directly and adjusts the heating accordingly so there should Outlet valves from all fuel tanks are of the remote quick-closing type with
be no need for the engineer to intervene. However, knowing what the heating a collapsible bridge which can be operated from the fire control station on
2.6.1 Main Engine Fuel Oil Service System temperature should be allows the engineer to check the functioning of the A deck. After being tripped from the fire control station the valves must be
viscosity controller and enables manual intervention, should the viscosity reset locally. Each tank is also fitted with a self-closing test cock to test for
controller malfunction. the presence of water and to drain any water present. All tanks and heaters are
Fuel Oil Preparation/Booster Module supplied with steam at 7.0kg/cm2 from the ship’s steam supply, with condensate
Maker: MAS Wismar Heavy fuel oil is stored on board in five HFO storage (deep) tanks, F051 flowing to the dump condenser/drain cooler and then the condensate collection
to F055. Low sulphur heavy fuel oil (LSHFO) is stored in two tanks F056 tank, which is located with the feed filter tank and is fitted with an oil detection
Fuel Oil Supply Pump and F057. The main and generator engines normally operate on HFO but in unit.
Maker: Allweiler environmentally sensitive areas LSHFO must be used.
No. of sets: 2 The steam supply to both HFO supply heaters is controlled by a viscosity
Two HFO transfer pumps are used to transfer HFO from the HFO storage tanks controller. All fuel oil pipework is trace heated by small bore steam pipes laid
Type: Screw
to the HFO settling tank, M03, and from there it is processed in a centrifugal adjacent to the fuel oil pipe and encased in the same lagging.
Capacity: 25.2m3/h at 4.0kg/cm2 separator and discharged to the HFO service tank M05. LSHFO may also be
transferred from the LSHFO storage tanks to the LSHFO settling tank M04; Heated and filtered fuel oil is supplied to the main engine from the fuel oil
Fuel Circulation Pump
LSHFO is processed in a centrifugal separator and discharged to the LSHFO service tanks (HFO or LSHFO depending upon environmental requirements)
Maker: Allweiler service tank M07. but it is possible to run the main engine on MDO should that be necessary. A
No. of sets: 2 three-way HFO to MDO changeover valve is located before the low pressure
Type: Screw The HFO transfer pumps can also be used to transfer HFO between the storage fuel oil supply pumps and this three-way valve has suction connections to the
tanks in order to adjust trim. HFO/LSHFO service tanks and the MDO service tank. Another three-way
Capacity: 43.7m3/h at 6.0kg/cm2
valve allows for fuel to be taken from the HFO service tank or the LSHFO
Fuel Oil Heater There are three centrifugal separators which are used to process HFO or service tank. Heavy fuel oil from the HFO service tank is directed to one of two
LSHFO and fill the HFO or LSHFO service tank. Each separator has its own low pressure fuel oil supply pumps. One pump is selected as the duty pump
Maker: Allborg
supply pump. No.3 HFO separator may also be used for processing MDO as and the second pump will be on automatic standby and will start in the event of
No. of sets: 2 required; the MDO is taken from the MDO storage tank F059, processed and discharge pressure drop or voltage failure of the running pump. A recirculation
Type: Shell and Tube discharged to the MDO service tank M10. line with a constant pressure valve is located after the pump discharge, this
Capacity: 575kW returns fuel to the pump suction when released by the constant pressure valve.
One of the HFO separators may be running continuously with the throughput A three-way valve is located in the recirculation line and this returns the
Viscosity Controller balanced to match the fuel consumption of the main engine. In an emergency released fuel to the HFO tanks or the MDO service tank; this three-way valve
Maker: Viscosense the main engine can be changed over to diesel oil operation. is linked to the supply three-way valve so that returned fuel is directed to the
correct tank system. On the HFO return line there is a three-way valve which
No. of sets: 1
The four diesel generator engines normally operate on HFO, the supply being directs HFO to the HFO service tank or the LSHFO service tank, whichever
Backflushing Filter taken from the main engine fuel supply line after the fuel preparation/booster is operating.
module. Two generator engine FO booster pumps are provided and these
Maker: Boll & Kirch
discharge fuel to the generator engines, excess fuel being returned to the A set of suction filters is located immediately before the low pressure FO
No. of sets: 1 mixing tank at the fuel preparation module. One pump will be selected as the supply pumps. The low pressure FO supply pumps discharge at a pressure of
Model: 6.61 Gr.20 duty pump and the other as the standby pump. 4.0kg/cm2 and the constant pressure valve back to the service tanks is set at
4.2kg/cm2.
Flow meters in the diesel generator engine fuel supply and return lines enable
Introduction the fuel consumption of the diesel generator engines to be determined. A flow The low pressure FO supply pumps discharge through an automatic backflush
meter in the main HFO line after the low pressure supply pumps enables the filter and a FO supply meter to the mixing tank. The mixing tank receives
The main engine and diesel generators are intended to burn HFO at all times. total HFO consumption to be calculated. return FO from the main and generator engines. A three-way valve connects
Such fuel normally has a viscosity of up to 700cSt at 50°C and this is too the return FO line to the FO mixing tank and to the FO service tanks. This
high for effective atomisation and combustion. A viscosity at the fuel injectors The boiler HFO supply is taken from the HFO service tanks and supplied to three-way valve allows FO to be displaced from the fuel system and replaced
of between 10 and 17cSt is needed for effective engine operation and so the the burner unit via the boiler burner FO service pumps and a heater. The boiler with diesel oil, the return going to the HFO service tank or the LSHFO service
fuel must be heated before it is delivered to the fuel injection pumps. The may also burn waste/sludge oil from the boiler sludge oil tanks or clarified tank whichever is appropriate.
temperature to which it is heated depends upon the initial viscosity of the oil which has been processed in the sludge decanter. The boiler pilot burner
fuel. A viscosity-temperature chart is provided so that the heating temperature operates on diesel oil.
can be determined for any fuel of known viscosity. The viscosity controller
Illustration 2.6.1a Main Engine Fuel Oil Service System

Clean Oil from
Marine Diesel Oil
From Separator
Generator
Engines TC TI
015
088 089 051 090 Viscosity
From Steam System Control Unit
S3 S1 016 082
M10 Marine Diesel Oil M05 Heavy Fuel Oil M07 Low Sulphur
Service Service Heavy Fuel Oil Service
Tank Tank Tank S2 472
VI VI VI
420 491 424
F22 To Circulation
To A723-063 A723-061
A723-059 Pumps for
Generator From Heavy
Auxiliary
Engines From Heavy Fuel Oil Transfer
Engines
Fuel Oil Transfer System
System 013 014 From
012 Control Air F21 F23 C3
System
011 C6
052 No.1 and No.2
Heavy Fuel Oil F20 C5
F19
Heaters
Pulsation 004
Damper
454 450
EPS CV01
456 452
F18
CV03 442 451
DPI
Main Engine
PI
Deaerating
F3 F4 Valve
PSI F14
TI
No.1 and No.2
Heavy Fuel Oil F16
Supply Pumps F7 PDI TI LS
(25.2m3/h No.1 and No.2
x 4 kg/cm2) Constant PA Heavy Fuel Oil
Pressure F9 Circulation Pumps
Valve F11
F5 F6 F8
F12
F17
F15
F10
PI
PDI
Flow Meter Computer Arranged in

Key Main Switchboard
Heavy Fuel Oil Condensate
Marine Diesel Oil Air
Steam Electric Signal To Fuel Oil Drain Tank To Fuel Oil Drain Tank To Condensate System To Fuel Oil Drain Tank
All Valves to be Prefixed with A713 Unless Otherwise Stated
Heavy fuel oil is drawn from the FO mixing tank by one of two high pressure Procedure for Preparing the Main Engine Fuel Oil Service Note: It is assumed that M05 HFO service tank is to be used and overflow
FO circulation pumps. The second pump will be on automatic standby and System for Operation oil will pass to this tank. Valves in the FO preparation/booster unit are not
will start in the event of discharge pressure drop or voltage failure of the numbered.
running pump. The fuel oil circulation pumps discharge through a pair of main It should be remembered that the main engine and the generator engines
engine fuel oil heaters where the oil is heated to a temperature corresponding normally operate on HFO at all times and they use the same HFO system. A
to a viscosity of 12cSt using steam from the main steam system. A viscosity Position Description Valve
change to MDO can be made for reasons given below, but either the entire
controller is located in the fuel line after the heaters and is used to regulate the Open HFO service tank M05 quick-closing outlet A723-059
fuel system or the generator engine fuel system is changed to MDO operation
steam supply to the heaters in order to maintain the correct fuel viscosity. The valve
for normal use. It is possible to change individual generator engines to MDO
viscosity measuring device can be bypassed if necessary. operation, this would be done prior to shutting down for major maintenance. Open HFO service tank M05 line valve A713-013
Two generator engine MDO service pumps are provided to flush MDO through Closed LSHFO service tank M07 quick-closing valve A723-061
The heated FO then passes through a final filter to the main engine common a generator engine fuel system. One of these pumps is electrically driven outlet valve
rail fuel pumps. The supply inlet valve to the engine is of the quick-closing and the other is pneumatically powered; the pneumatically powered pump is Closed LSHFO service tank M07 line valve A713-014
type which enables fuel to be shut off to the engine immediately should the the blackout pump and is normally only used to supply diesel fuel oil to the Set HFO/LSHFO service tank three-way outlet valve A713-052
need arise. A pressure regulating valve, set at a pressure of 10kg/cm2, is located generator engines in the event of an electrical blackout. (set for HFO service tank)
at the supply line to the engine and the excess fuel oil is returned to the mixing
tank; the pressure regulating valve can be bypassed if required. Supplying Set HFO/LSHFO service tank three-way return valve A713-051
The following procedure illustrates starting from cold, with the entire fuel
excess fuel to the main engine fuel pumps ensures that there will always be a (set for HFO service tank)
system charged with MDO and in a shutdown condition. This will only occur
positive pressure at the common rail fuel pumps. There are manually operated during dry docking when shore power is used. The generator engines would Open MDO service tank M10 quick-closing outlet A713-063
engine fuel inlet and outlet valves to enable the engine fuel system to be be started on MDO and would need to be changed to HFO operation. The valve
isolated if necessary. main engine is to start on MDO and be changed over to HFO operation when Open MDO service tank M10 line valve to fuel A713-010
running. Changing to HFO operation should take place when the main engine preparation unit
The high pressure FO injection lines on the engine, between the common rail is operating below 75% of MCR and this should be maintained until the fuel Open MDO service tank M10 line valve to generator A713-012
cylinder control units and the injectors, are sheathed. Any leakage from the temperature has stabilised at the correct value. Ideally the generator engines engines
annular spaces formed by the sheathing is led to the leak oil drain tank which should be changed to HFO operation separately in order to avoid power Set Linked three-way fuel preparation unit supply
is fitted with a high level alarm. generation problems whilst the main engine is being changed over to HFO and return valves (set for MDO)
operation. Open No.1 fuel oil supply pump suction valve F3
The generator engine HFO supply is taken from the main HFO system after
the viscosity monitoring device and a booster pump is used to ensure that there Open No.1 fuel oil supply pump discharge valve F5
Note: The main engine is designed to run and manoeuvre on HFO and the
is a positive pressure at all generator engines. The supply line to the generator Open No.2 fuel oil supply pump suction valve F4
change to MDO operation should only be made if the fuel system is to be
engines is fitted with a flow meter as is the return line from the generator Open No.2 fuel oil supply pump discharge valve F6
flushed through for maintenance work, when the plant is to be switched off
engines, enabling the generator engine fuel consumption to be determined. The Open Constant pressure valve inlet valve F8
for prolonged periods or for environmental reasons.
return line is fitted with a pressure regulating valve which is set at a pressure
Operational Constant pressure valve
of 7.0kg/cm2; this maintains a 7.0kg/cm2 pressure in the generator engine fuel
a) Put the HFO separator in use, filling the service tank from the Open Constant pressure valve outlet valve F7
supply system.
settling tank, refer to section 2.7.2. Ensure that the MDO tank
Closed Constant pressure valve bypass valve F9
has sufficient fuel for operating the main engine. The procedure
The FO return line from the generator engines joins the main HFO return Operational Auto bypass filter inlet and outlet valves
described assumes that HFO is used.
system between the main engine outlet and the three-way valve to the FO Open Supply flow meter inlet valve F10
mixing tank.
b) Ensure that the filters are clean. Open Supply flow meter outlet valve F11
Closed Supply flow meter bypass valve F12
CAUTION c) Ensure that the HFO tank is heated to the desired temperature Set Mixing tank return three-way valve (set for CV03
Care must always be exercised when dealing with fuel oil. Overheating and that trace heating steam is available at the HFO lines. mixing tank)
of HFO and MDO in the service tanks and the fuel system must be
avoided. Open Mixing tank pressure release valve inlet and
d) Ensure that all instrumentation valves are open and that all
outlet valves
instruments and gauges are reading correctly.
Closed Mixing tank pressure release valve bypass valve
e) Set up the valves as in the following table. Valves in the fuel Open No.1 fuel oil circulation pump suction valve F14
preparation/booster unit are not numbered and so the operator Open No.1 fuel oil circulation pump discharge valve F16
must carefully check that the correct valves are operated. Open No.2 fuel oil circulation pump suction valve F15

Clean Oil from
Marine Diesel Oil
From Separator
Generator
Engines TC TI
015
088 089 051 090 Viscosity
S3 S1 016 082
VI VI VI
420 491 424
F22 To Circulation
To A723-063 A723-061
A723-059 Pumps for
Auxiliary
Engines
System 013 014 From
System
011 C6
052 No.1 and No.2
F19
Heaters
Pulsation 004
Damper
454 450
EPS CV01
456 452
F18
CV03 442 451
DPI
Main Engine
PI
Deaerating
F3 F4 Valve
PSI F14
TI
No.1 and No.2
Heavy Fuel Oil F16
(25.2m3/h No.1 and No.2
Valve F11
F5 F6 F8
F12
F17
F15
F10
PI
PDI

Position Description Valve h) Start the viscosity controller and check that it is set to the MDO can become necessary if, for instance, the engine in question is expected
correct viscosity. to have a prolonged inactive period due to major repairs of the fuel oil system
Open No.2 fuel oil circulation pump discharge valve F17
etc, or a dry docking resulting in a prolonged stoppage of the main engine.
Open No.1 fuel oil heater inlet valve F18 i) Start and run the main engine on MDO and ensure that it Additionally, environmental legislation may require the use of low sulphur
Open No.1 fuel oil heater outlet valve F19 operates correctly. When the time has come to change over to fuels. If there is a need to change the main and generator engines to MDO for
Open No.1 fuel oil heater bypass valve F20 HFO operation and the engine is operating steadily at below environmental or other reasons, the entire fuel system may be charged with
Open No.2 fuel oil heater inlet valve F21 75% MCR proceed as follows. MDO as explained below.
Open No.2 fuel oil heater outlet valve F22
j) Open the trace steam valves to the engine HFO lines and the
Open No.2 fuel oil heater bypass valve F23 drain valves from those lines. Procedure for Changing the Entire Fuel System to Low
Open Viscosity controller inlet valve F24 Sulphur Heavy Fuel Oil Operation from Heavy Fuel Oil
Open Viscosity controller outlet valve F25 k) Check that the trace heating lines are warm and that the HFO in Operation whilst the Engine is Running
Closed Viscosity controller bypass valve F26 the operational service tank is up to temperature.
Open Fuel preparation unit outlet filter valves Environmental circumstances may require the engine to be operated on
l) Change the fuel supply and return linked three-way valves so LSHFO. This has a similar specification to HFO and heating is required.
Open Quick-closing supply valve to main engine A713-004
that suction is taken from the HFO service tank and released However, it may be necessary to make adjustment to the viscosity setting at the
Open Main engine fuel inlet valve A713-456 fuel is returned to the HFO service tank. Heated HFO will be viscosity controller and the specification of the LSHFO must be consulted to
Open Main engine fuel outlet valve A713-452 drawn from the M05 HFO service tank and will flow through determine if there are any restrictions on heating. It may also be necessary to
Operational Main engine fuel constant pressure valve A713-082 the system. It will be mixed with returning MDO flowing back make adjustments to the cylinder oil system as the normal cylinder lubricating
Open Main engine fuel constant pressure valve inlet A713-472 to the mixing tank and the viscosity controller will monitor the oil has a TBN which is designed to neutralise higher acid levels. The engine
valve mixture and adjust the steam supply to the heater in order to builder and cylinder lubricant supplier should be consulted some time before
obtain the correct viscosity. the burning of LSHFO is contemplated in order to ensure that the correct
Open Main engine fuel constant pressure valve outlet A713-015
cylinder oil is on board and/or the cylinder lubricant feed rates may be adjusted
valve
m) Monitor the engine operation for any abnormal conditions. The as required.
Closed Main engine fuel constant pressure valve bypass A713-016 engine conditions will fluctuate slightly during the transition
valve phase from MDO to HFO operation and exhaust temperatures Note: When changing to LSHFO for environmental reasons it is essential
Open Steam inlet valve to heater regulating valve S1 and speed will vary slightly. that the entire fuel supply system, including the fuel transfer system, is
Operational Heater steam supply regulating valve changed to LSHFO well in advance so that all parts of the systems are purged
Open Heater steam regulating valve outlet valve S3 n) Gradually all MDO in the return line and mixing tank will be with LSHFO when the vessel enters the restricted area..
Closed Heater steam regulating valve bypass valve S2 used and the engine will be operating on HFO with the viscosity
controller maintaining the correct fuel viscosity. Changing to LSHFO from HFO requires that the service tanks are changed
Open Heater condensate drain valves
over and under normal circumstances this may be undertaken at full operating
Open Engine fuel supply quick-closing valve A713-004 o) When the engine is running under stable conditions on HFO, the speed.
Open Engine fuel supply pulse damper inlet valve A713-454 load may be increased above 75% MCR to the desired value.
Closed Engine fuel supply pulse damper outlet valve A713-442 a) Ensure that the LSHFO service tank is full and that the
Open Engine fuel supply valve A713-456 p) The outlet line valve A713-011 from the MDO service tank to separating system has been changed so that the LSHFO service
the main engine fuel system should be closed. tank (M07) may be replenished as fuel is used.
Closed Supply line drain valves A713-074
A713-075
q) The main engine is now operating on HFO. b) Ensure that the LSHFO service tank contents are at the same
Open Engine fuel return pulse damper inlet valve A713-451
temperature as the HFO service tank contents.
Open Engine fuel return pulse damper inlet valve A713-450 CAUTION
Open Engine fuel return valve A713-452 Trace heating should not be applied to sections of pipeline isolated by c) Open the LSHFO service tank sludge valve and drain any water
any closed valves on the fuel oil side as damage such as blown flange from the LSHFO service tank.
f) Check that there is sufficient HFO in the HFO service tank joints, could occur due to the expansion of the contents.
and that the fuel in the tank has been heated to the correct d) Open the LSHFO service tank line valve A713-014 and the tank
temperature. As the main engine and the generator engines take fuel from the same heater quick-closing valve A723-061.
and booster module, changing from HFO to MDO or vice versa will cause both
g) Start the duty low pressure fuel oil supply pump and the duty engine systems to operate on the same fuel. The main engine and generator
high pressure fuel oil circulation pump. engines are designed to run on HFO at all times. However, changeover to

Clean Oil from
Marine Diesel Oil
From Separator
Generator
Engines TC TI
015
088 089 051 090 Viscosity
S3 S1 016 082
VI VI VI
420 491 424
F22 To Circulation
To A723-063 A723-061
A723-059 Pumps for
Auxiliary
Engines
System 013 014 From
System
011 C6
052 No.1 and No.2
F19
Heaters
Pulsation 004
Damper
454 450
EPS CV01
456 452
F18
CV03 442 451
DPI
Main Engine
PI
Deaerating
F3 F4 Valve
PSI F14
TI
No.1 and No.2
Heavy Fuel Oil F16
(25.2m3/h No.1 and No.2
Valve F11
F5 F6 F8
F12
F17
F15
F10
PI
PDI

e) Changeover the supply three-way valve A713-052 so that fuel g) When the temperature of the HFO in the FO heater has dropped c) Sludge the MDO service tank M10 to remove any water.
is supplied to the fuel oil preparation unit from the LSHFO to about 25ºC above the temperature in the MDO service tank,
service tank; Change the return valve A713-051 so that return but not below 75ºC, operate the changeover three-way valve Regarding temperature levels before changeover, see ‘Changeover from Heavy
fuel flows to the LSHFO service tank. in order to shut off HFO and supply MDO to the engine. This Fuel to Diesel Oil during Running’.
also changes the three-way return valve from the supply pump
f) The engine is now operating on LSHFO. Close the line valve constant pressure valve. d) Open the MDO service tank quick-closing outlet valve A723-
A713-013 and the quick-closing valve A723-059 from the HFO 063 if not already open and the MDO supply line valve A713-
service tank. Replenish the HFO service tank ready for change h) Close the operating HFO service tank line supply valve (valve 011.
back to HFO operation. A713-013 for the HFO service tank M05 or valve A713-202 for
the LSHFO service tank M07) and the tank quick-closing valve e) Operate the changeover linked three-way valves to supply MDO
(valve A723-059 for tank M05 or valve A723-061 for tank M07). to the fuel preparation unit and shut off HFO; the return three-
Procedure for Changing the Entire Fuel System to Diesel Oil way valve also changes and released fuel from the constant
Operation from Heavy Fuel Oil Operation whilst the Engine i) Diesel oil is now fed to the low pressure fuel oil supply pumps pressure valve returns to the MDO service tank.
is Running and as the HFO is gradually used by the engine MDO will fill
the fuel lines. f) Close the operating HFO service tank line supply valve (A713-
A changeover can be performed at any time during engine running but is 013 for HFO service tank M05 or valve A713-014 for LSHFO
more usually carried out just prior to arrival in port. To protect the injection Note: If, after the changeover, the temperature at the heater suddenly drops service tank M07) and the tank quick-closing valve (valve
equipment against rapid temperature changes, which may cause sticking/ considerably, the transition must be moderated by supplying a small amount A723-059 for tank M05 or valve A723-061 for tank M07).
scuffing of the fuel valves and of the common rail fuel pump plungers and of steam to the heater, which now contains diesel oil.
suction valves, the changeover is carried out as follows (manually). g) Ensure that there is sufficient ullage in the operating HFO
service tank to accommodate the oil displaced from the fuel
Note: The generator engines fuel supply will be changed to MDO operation
This procedure puts the entire fuel system on MDO operation and so the system. Check that the HFO service tank return three-way valve
at the same time as the main engine; operation of the generator engines must
generator engines will also be operating on MDO. If the entire fuel system A713-051 is set so that HFO is pumped to the HFO service tank
also be monitored during this changeover period unless they have previously
is to be changed to MDO operation it is preferable to change the generator or the LSHFO service tank. The three-way valve at the mixing
been changed to MDO operation.
engines separately before the main engine is changed to MDO operation. This tank is changed so that circulating fuel is directed to the HFO
procedure is explained in section 2.6.2. Changing the generator engine fuel service tanks and not back to the mixing tank.
system separately means that individual generator engines may be operated Procedure for Changing the Entire Fuel System from Heavy
on MDO and achieve stable conditions for electrical supply before the main Fuel Oil Supply to Diesel Oil Supply during Standstill h) The low pressure fuel oil supply pump and high pressure fuel
engine fuel system is changed. oil circulation pump will pump MDO into the fuel system and
Ideally the change to MDO should be undertaken whilst the main engine is displace HFO.
a) Check that there is sufficient MDO in the MDO service tank running but under some circumstances it may be necessary to flush the fuel
(M10) and fill the tank via the separator system if necessary. system with MDO whilst the engine is stopped. It should be remembered that i) When the HFO is replaced by MDO operate the return line
the main engine is normally manoeuvred on HFO and HFO will remain in three-way valve so that return oil flows to the FO mixing tank.
b) Reduce the engine load to 50% of MCR load. the fuel system whilst the engine is stopped under normal circumstance. HFO
is recirculated from the engine fuel manifold outlet back to the FO mixing Note: Care is needed in assessing when all HFO in the fuel oil supply system
c) Open the sludge cock on the MDO service tank in order to tank from where the high pressure FO circulation pump takes suction. When has been replaced by MDO. The tank return line temperature will fall when
remove any water from the tank. changing from HFO to MDO during engine standstill, the HFO in the fuel all HFO is displaced and only MDO is flowing but due to thermal lag in the
lines must be replaced by MDO and the HFO is forced back to the operating pipes some MDO will be pumped into the operating HFO service tank. This
d) Open the MDO service tank quick-closing valve, if not already HFO service tank as it is replaced by MDO. The generator engine fuel systems is acceptable as the quantity of MDO is small in relation to the amount of
open; it will normally be open for emergency supply to the must be changed to MDO operation separately as described in section 2.6.2. HFO in the tank. It is important, however, to avoid pumping too much MDO
generator engines. otherwise generator engine operation instability will occur and continuity of into the HFO service tank as dilution will occur resulting in a reduction in
electrical power generation will be impaired. the flash point.
e) Open the MDO line valve A713-011 to the main engine fuel
system. The procedure described below assumes that the fuel system is still circulated j) When the system is filled with MDO, stop the viscosity
with hot HFO. controller.
f) Shut off the steam supply to the FO heaters and the trace heating
lines. a) Shut off the steam supply to the FO heaters. k) When convenient, the low pressure FO supply and high pressure
FO circulation pumps may be stopped.
b) Shut off the trace heating steam.
Illustration 2.6.2a Generator Engine Fuel Oil Service System MDO Supply Pump for Generator
Engines (6m3/hour x 8kg/cm2)
Clean Oil from PI PI

PD 497
Marine Diesel Oil
Separator To Main
TC TI 027 041 493 084 494 083
Engine 498
PAL
Viscosity Control Unit PI PI 496
088 089 051 090 EPS 495
From
S3 S1 Steam 028 042 063
M10 M05 M07 System
Low Sulphur MDO Blackout Pump for Generator 073 053 401
Marine Diesel Oil Heavy Fuel Oil
Service Tank Service Heavy Fuel Oil S2 062
Tank Service Tank 092
VI VI VI 441 No.1
420 491 424 F22 Generator Engine
061
A723-063 A723-061 018 019 443

A723-059 From Heavy
From Heavy Fuel Oil Transfer F23 No.1
Fuel Oil Transfer PI PI and No.2 076
System
System F21 Heavy Working Air
013 014 Fuel Oil
012 Circulation EPS
011
No.1 and No.2 F20 Pump for
052 Generator 066
Heavy Fuel Oil
PI PI Engines 402
Heaters 054
F19 (10m3/h
x 5kg/cm2) 065
PS PS 093
EPS No.2
043 044 Generator Engine
064
F18
DPI
077
024
F16 No.1 and No.2 F17
From Heavy Fuel Oil EPS
PI Control Air 026 023
Circulation Pumps 069
System Deaerating
Valve PDI 034 055 403
F3 F4 025 081
PSI TI 068
094
No.1 and No.2 022 No.3
Heavy Fuel Oil F7 PDI Generator Engine
Supply Pumps TI LS F14 067
F15 045
(25.2m3/h
PA
x 4 kg/cm2)
085 047
F11 020 078
F5 F6 F8 046
032
F12
087 EPS
021 072
091
F10 056 404
PI
071
086 095
Pulsation No.4
Flow Meter Computer
Damper Generator Engine
Key Arranged in
Main Switchboard 463 459
460
464
Steam Electric Signal To Fuel Oil Drain Tank To Fuel Oil Drain Tank To Condensate System 458 462 079
All Valves to be Prefixed with A713 Unless Otherwise Stated 070
2.6.2 Generator Engines Fuel Oil Service System Linked three-way supply and return valves at each generator engine fuel inlet Position Description Valve
allow for the changing individual engines from HFO to MDO or vice versa.
Open Pulsation damper outlet valve (supply line) A713-462
The MDO fuel supply line is fitted with a constant pressure valve set at 8.0kg/
Diesel Oil Service Pump for Auxiliary Engines (Electrically Powered) Closed Pulsation damper bypass valve (supply line) A713-464
cm2 and the MDO return line is fitted with a constant pressure valve set at
Maker: Kral 4.0kg/cm2. Open Pulsation damper inlet valve (return line) A713-458
No. of sets: 1 Open Pulsation damper outlet valve (return line) A713-459
Type: KF-85 ABA One of the generator engine fuel oil booster pumps must be operated whenever Closed Pulsation damper bypass valve (return line) A713-460
a generator engine is running, heated fuel oil being taken from the fuel
Capacity: 6.0m3/h at 8.0kg/cm2 Set Fuel manifold return line flow valve A713-441
preparation module and returned to the mixing tank of the fuel preparation
module. Closed Fuel manifold return line flow valve bypass A713-443
Diesel Oil Service Pump for Auxiliary Engines (Pneumatically Powered)
valve
Maker: Kral The high pressure fuel injection lines on the engine are sheathed and any Open Return flow meter inlet valve A713-021
No. of sets: 1 leakage from the annular spaces formed by the sheathing is led to the fuel oil Open Return flow meter outlet valve A713-020
Type: KF-85 ABA overflow tank. Closed Return flow meter bypass valve A713-032
Capacity: 6.0m3/h at 8.0kg/cm2 Operational Constant pressure valve A713-081
Generator Engine Fuel Oil Circulation Pump Procedure for the Operation of the Generator Engine Fuel Oil Open Constant pressure valve inlet valve A713-022
Service System Open Constant pressure valve outlet valve A713-023
Maker: Allweiler
Set Constant pressure valve bypass throttle valve A713-034
No. of sets: 2 a) Operate the HFO system for the main engine as above. The fuel MDO Supply System
Type: Screw system should be operated so that heated HFO is being supplied
Open MDO service tank quick-closing valve A723-063
Capacity: 10m3/h at 5.0kg/cm2 to the main and generator engine systems.
Open MDO service tank line valve A713-012
b) Ensure that all instrumentation valves are open and check that Open No.1 MDO supply pump (electric) suction A713-027
Introduction all instrumentation is reading correctly. valve
Open No.1 MDO supply pump (electric) discharge A713-041
The four generator engines are designed to run on HFO at all times but they c) Ensure the filters are clean. valve
may operate on MDO should that become necessary. Fuel lines are flushed Open No.2 MDO supply pump (pneumatic) suction A713-028
with MDO when the engine is shut down for prolonged periods. d) Set the valves as in the following table. valve
Open No.2 MDO supply pump (pneumatic) A713-042
Heavy fuel oil (HFO or LSHFO) is supplied to the generator engine from the Position Description Valve discharge valve
fuel preparation module. Fuel supply lines to the generator engines are fitted Open No.1 generator engine fuel circulation pump A713-018 Set Supply line constant pressure valve A713-084
with trace heating. Generator engine fuel circulation pumps are fitted to pump suction valve
fuel oil from the fuel preparation unit to the generator engines; one pump will Open Supply line constant pressure valve inlet A713-493
Open No.1 generator engine fuel circulation pump A713-043 valve
be running and the other on automatic standby. Fuel oil is supplied via a flow
discharge valve
meter and there is also a flow meter in the fuel return line. A constant pressure Open Supply line constant pressure valve outlet A713-494
valve is fitted and this maintains a pressure of 7.0kg/cm2 in the generator Open No.2 generator engine fuel circulation pump A713-019 valve
engine fuel supply lines. suction valve
Closed Supply line constant pressure valve bypass A713-495
Open No.2 generator engine fuel circulation pump A713-044 valve
In addition to a fuel supply from the fuel preparation unit the generator engines discharge valve
Set Return line constant pressure valve A713-083
also have a fuel supply from the MDO service tank via the MDO supply pumps. Open Supply flow meter inlet valve A713-024
Open Return line constant pressure valve inlet A713-496
One of these pumps is driven by an electric motor and the other is driven by Open Supply flow meter outlet valve A713-025 valve
an air motor. The pneumatically driven pump is called the blackout pump and Closed Supply flow meter bypass valve A713-026
the air supply is maintained so that in the event of a blackout MDO may be Open Return line constant pressure valve outlet A713-497
Open Constant pressure valve inlet valve A713-045 valve
supplied to the generators in order to enable one or more to be operated.
Operational Constant pressure valve A713-085 Closed Return line constant pressure valve bypass A713-498
For flushing through a generator engine fuel system or for operation of Open Constant pressure valve outlet valve A713-046 valve
generator engines on MDO the electrically driven MDO pump will normally Set Constant pressure valve bypass valve A713-047 Operational Air supply valve to pneumatic pump
be operated. Open Pulsation damper inlet valve (supply line) A713-463 Operational Blackout valve A713-091
Illustration 2.6.2a Generator Engine Fuel Oil Service System MDO Supply Pump for Generator
Clean Oil from PI PI

PD 497
Marine Diesel Oil
Separator To Main
TC TI 027 041 493 084 494 083
Engine 498
PAL
Viscosity Control Unit PI PI 496
088 089 051 090 EPS 495
From
S3 S1 Steam 028 042 063
M10 M05 M07 System
Low Sulphur MDO Blackout Pump for Generator 073 053 401
Marine Diesel Oil Heavy Fuel Oil
Service Tank Service Heavy Fuel Oil S2 062
Tank Service Tank 092
VI VI VI 441 No.1
420 491 424 F22 Generator Engine
061
A723-063 A723-061 018 019 443

A723-059 From Heavy
From Heavy Fuel Oil Transfer F23 No.1
Fuel Oil Transfer PI PI and No.2 076
System
System F21 Heavy Working Air
013 014 Fuel Oil
012 Circulation EPS
011
No.1 and No.2 F20 Pump for
052 Generator 066
Heavy Fuel Oil
PI PI Engines 402
Heaters 054
F19 (10m3/h
x 5kg/cm2) 065
PS PS 093
EPS No.2
043 044 Generator Engine
064
F18
DPI
077
024
F16 No.1 and No.2 F17
From Heavy Fuel Oil EPS
PI Control Air 026 023
Circulation Pumps 069
System Deaerating
Valve PDI 034 055 403
F3 F4 025 081
PSI TI 068
094
No.1 and No.2 022 No.3
Heavy Fuel Oil F7 PDI Generator Engine
Supply Pumps TI LS F14 067
F15 045
(25.2m3/h
PA
x 4 kg/cm2)
085 047
F11 020 078
F5 F6 F8 046
032
F12
087 EPS
021 072
091
F10 056 404
PI
071
086 095
Pulsation No.4
Flow Meter Computer
Damper Generator Engine
Key Arranged in
Main Switchboard 463 459
460
464
Steam Electric Signal To Fuel Oil Drain Tank To Fuel Oil Drain Tank To Condensate System 458 462 079
All Valves to be Prefixed with A713 Unless Otherwise Stated 070
No.1 Generator Engine e) Select one of the generator engine fuel oil circulation pumps as g) Start the selected MDO supply pump and supply MDO to the
the duty pump and start that pump. Select the other pump as the fuel system of the generator engine concerned. HFO will be
Open HFO supply valve A713-061
standby pump. forced out of the system and replaced by MDO. The small
Open HFO return valve A713-062 amount of HFO in the engine`s fuel system will be displaced to
Open MDO supply valve A713-063 f) The generator engines will operate on HFO which comes from the MDO service tank. Constant pressure valves maintain the
Set Throttle valve between HFO inlet and outlet A713-092 the main fuel system, the viscosity being regulated by the correct MDO pressure in the supply and return lines.
Open Engine quick-closing inlet valve A713-401 viscosity controller and the heaters raising the temperature.
h) When the fuel system of the generator engine concerned is
Open Engine outlet valve to MDO return A713-076
Note: When a generator engine is shut down hot HFO will be circulated charged with MDO, stop the MDO supply pump.
Set Linked three-way supply and return valves A713-053
for HFO or MDO operation (normally set for through the fuel system by the generator engine fuel oil circulation pump and
the fuel system will remain ready for an engine restart. The fuel system of the selected generator engine is now charged with MDO.
HFO)
No.2 Generator Engine i) The engine may be run on MDO if the MDO service pump is
Note: If the main fuel system is changed to LSHFO or MDO then the generator
Open HFO supply valve A713-064 kept operating in order to supply MDO to the generator engine
engines will be supplied with the same fuel from the fuel preparation unit.
Open HFO return valve A713-065 concerned.
Open MDO supply valve A713-066 If any work is to be carried out on the fuel system of the generator engine the
Set Throttle valve between HFO inlet and outlet A713-093 fuel system may be flushed through with MDO. Note: In the above procedure the small amount of HFO in the engine`s fuel
system will be flushed to the MDO service tank causing contamination.
Open Engine quick-closing inlet valve A713-402
In order to prevent this the generator engine should ideally be changed to
Open Engine outlet valve to MDO return A713-077 Procedure for Flushing a Generator Engine Fuel System with MDO operation whilst it is still running; this means that most of the residual
Set Linked three-way supply and return valves A713-054 Diesel Oil when the Engine is Stopped HFO in the engine fuel system will be used by the engine and replaced with
for HFO or MDO operation (normally set for MDO.
HFO) a) Ensure that the engine is shut down and the starting system is
No.3 Generator Engine disabled. Prior to starting the generator engine the fuel system may be refilled with
Open HFO supply valve A713-067 heated HFO.
Open HFO return valve A713-068 b) Ensure that there is sufficient MDO in the MDO service tank.
Open MDO supply valve A713-069 c) For the generator engine concerned operate the linked three- Procedure for Flushing the Generator Engine Fuel System
Set Throttle valve between HFO inlet and outlet A713-094 way valves to change suction from HFO to MDO and return to with Marine Diesel Oil whilst the Engine is Running
Open Engine quick-closing inlet valve A713-403 the MDO service tank instead of the HFO system:
Open Engine outlet valve to MDO return A713-078 a) Ensure that the engine is running off load but is operating
Description Valve normally.
Set Linked three-way supply and return valves A713-055
for HFO or MDO operation (normally set for No.1 generator engine linked three-way valves A713-053
b) Ensure that there is sufficient MDO in the MDO service tank.
HFO) No.2 generator engine linked three-way valves A713-054
No.4 Generator Engine No.3 generator engine linked three-way valves A713-055 c) Ensure that the valves are set as in the first procedure of this
Open HFO supply valve A713-071 No.4 generator engine linked three-way valves A713-056 section. Start one of the MDO supply pumps; normally the
Open HFO return valve A713-070 electrically driven pump is operated.
Open MDO supply valve A713-072 d) The other generator engine valves may remain as set in the
procedure above. c) For the generator engine concerned operate the linked three-
Set Throttle valve between HFO inlet and outlet A713-095
way valves to change suction from HFO to MDO and return to
Open Engine quick-closing inlet valve A713-404 e) Ensure that the generator MDO supply pump to be used is the MDO service tank instead of the HFO system:
Open Engine outlet valve to MDO return A713-079 operational and that the valves are set correctly. Under normal
Set Linked three-way supply and return valves A713-056 circumstances the electrically driven MDO supply pump will be
Description Valve
for HFO or MDO operation (normally set for used.
No.1 generator engine linked three-way valves A713-053
HFO)
f) Shut off tracing steam to the fuel system of the generator engine No.2 generator engine linked three-way valves A713-054
concerned. No.3 generator engine linked three-way valves A713-055
Illustration 2.6.2b Emergency Set Diagram for Fuel Oil System

Key
Bilges/Drains
B-Deck
All Valves Prefixed
A713 Unless Otherwise Stated
Emergency Diesel Set
LAH
90%
LI
MDA-Service Tank
Emergency Generator
(3 m3)
LAL
30%
201
203
To Fuel Oil
Drain Tank
202
A-Deck
To Fuel Oil Sludge Tank

211
d) MDO will be supplied to the engine and the engine will continue Procedure for Emergency Operation of the Generator Engines
operating on HFO until it is gradually replaced by MDO. Some with Diesel Oil Supplied by the Pneumatic Diesel Oil Service
HFO will return to the MDO service tank but this will be very
Pump
small in proportion to the amount of MDO in the tank and fuel
system.
In the event of a blackout there will be no electrical power to drive the fuel
supply pumps for the generator engines and the pneumatically operated MDO
Procedure for Flushing the Generator Engine Fuel System supply pump must be used in order to keep the diesel generator running or
with Heated Heavy Fuel Oil for Starting allow one to start.
a) Ensure that heated HFO is circulating in the main fuel system. In order to allow the pneumatically operated MDO supply pump to supply
MDO to the generators under blackout conditions the suction and discharge
b) Ensure that the generator engine concerned is disabled and valves A713-028 and A713-032 must be opened at all times. The generator
cannot be started accidentally. engine(s) may then be started and run using diesel oil supplied by the
pneumatically operated MDO supply pump until electrical power is restored
c) Operate the linked three-way valves to change suction from and the electrically driven pumps may be operated. The pump is arranged for
MDO to HFO and return to the HFO system instead of the automatic start in the event of a pressure reduction in the fuel supply line to
MDO service tank: the generator engines. The blackout valve (A713-091) is opened automatically
when the blackout pump starts and this allows MDO to flow into the HFO
supply line to the generator engines. This maintains the generator engine fuel
Description Valve
supply line under pressure and enables the engine(s) to be operated on MDO
No.1 generator engine linked three-way valves A713-053 without changing the linked three-way supply/return valves.
No.3 generator engine linked three-way valves A713-055 Air for operating the blackout pump is supplied by the starting air receivers and
No.4 generator engine linked three-way valves A713-056 all valves to the pump must be open; see section 2.10.1.
d) The other generator engine and system valves are set as in the Emergency Generator Engine Fuel System
first procedure of this section.
The emergency generator engine has its own fuel tank which is located in
e) Heated HFO will circulate through the generator engine fuel the emergency generator room. The emergency generator engine fuel tank is
system and displace the MDO in the system. This MDO will replenished via a connection on B deck. The tank is replenished from drums
flow to the FO mixing tank and will mix with the HFO already using a hand pump. The tank is fitted with high and low level alarms and must
in the system. The viscosity controller will regulate the heater always contain sufficient fuel for at least 24 hours of continuous operation of
to avoid the fuel overheating. the emergency generator engine.
Note: Although the system described above allows MDO to flow into the The emergency generator engine fuel tank quick-closing outlet valve A713-
HFO circulation system, the amount is very small compared with the quantity 201 and the emergency generator engine fuel line valve A713-202 must always
of HFO circulating and is soon removed by the operating main engine and be open.
the other operating generator engines.
Note: When changing to MDO from HFO the generator engine supply and
return three-way valves are changed over at the same time as they are linked.
This means that when the MDO is supplied to the engine the return line to
the MDO tank will also be opened. HFO which is in the engine system will
be flushed to the MDO tank causing contamination. Care must be taken to
prevent this by isolating the valves and operating them separately.
Illustration 2.6.3a Boiler Fuel Oil System Manifold
Decanter
To Lubricating Oil 314 310
Sludge Drain Tank From Bilge
PI PI+- Water Pump
Clarified Oil Super Sludge
321 315
Clarified Oil Transfer Pump 348
(1.0m3/h x 2.5kg/cm2)
Pump Start 374
317 From Heavy Fuel Oil and Stop
322 323 Service System Overflow to Heavy
331 332 333 334 A723-020 349 Fuel Oil Sludge Tank Barrel
Filling
355
Connection
351 352 353 354
369
325 339 Key
PI M63 Lubricating Oil LAH M61 Heavy Fuel Oil LAH M04 Heavy Fuel Oil PI M10 Marine Diesel Oil Service
Boiler Sludge Tank Boiler Sludge Tank Low Sulphur Settling Tank Tank Heavy Fuel Oil
Sludge (41m3) (40m3) (150m3) Decanter PI No.1 Sludge (131m3)
Grind Pump Supply Pump Transfer Pump Marine Diesel Oil
(21m3/h VI LAL VI LAL (0.5m3/h (30m3/h
x 0.4kg/cm2) 388 389 x2.5kg/cm2) x 5.0kg/cm2) Lubricating Oil
PI PI+- PI+-
365 366 Steam
368
301 302 304 303 062 A723-022 From HFO A723-063 Condensate
Settling Tank
313 338 Air
From HFO Fuel Oil
311 335 312 336 337 A723-021 Service Tank Transfer
M59 Oil Water Tank (9.9m3) Electric Signal
System
VI All Valves Prefixed with A713
361
M64 Bilge Water Tank 320 Unless Otherwise Stated
Clean / Dirty
65m3 36m3 326 377
324 316
327 329
350
356 Boiler Ignition Pump Boiler

328 PI+- PI Ignition Air Burner Unit
To Bilge System
344
M55 Sludge
LAH
Collection Tank PI PI PS
(27m )
3
MDO
VI PI+- PI
346
379
HFO
363 362
340 No.1
No.2 Sludge Transfer Pump
360 Sludge
(7m3/h x 5.0kg/cm2) Boiler Fuel Oil Pumps
359
PI+- PI Pressure Control Valves
M53 Sludge Boiler Heavy Fuel Oil
LAH M62 Lubricating Oil LAH M60 LAH
Collection Tank /Sludge Heater TS TI TS
Sludge Tank 307 Heavy Fuel Oil No.2
(22m )
3
343 M
(60m3) Sludge Tank
VI
347 (92m3) Boiler Fuel Oil Burning Unit
364 VI VI PI PS
345 306 308 330
341 342
2.6.3 Boiler Fuel Oil System Marine Diesel Oil Ignition Pump Pressure control relief valves are located after the heater and maintain pressure
No. of sets: 1 in the fuel supply line at the correct value; there are separate pressure control
relief valves for HFO, MDO and sludge oil and the correct valve should be
Boiler Fuel Oil Booster Unit Type: Gear operational for the oil being burned. Each pressure relief valve is isolated by
Maker: Aalborg Sludge Decanter means of inlet and outlet valves and only the inlet and outlet valves for the
No. of sets: 1 particular relief valve being used must be open. Any oil released by the relief
Maker: Varimax valve flows back to the pump suction, thus there are no return line valves to
Boiler Fuel Oil Service Pump Model: OSS-305/01 change when changing between HFO, MDO and sludge oil. Recirculating oil
Maker: Rotan No. of sets: 1 from the boiler also discharges back to the pump suction.
Model: GPEE3 Type: Centrifugal
The boiler has a MDO ignition pump which takes suction from the MDO
No. of sets: 2 Capacity: 500 litres/h
service tank, via the pump suction filter, and supplies MDO to the ignition
Type: Screw burner. The ignition burner supply solenoid valve is controlled by the automatic
Introduction combustion control system.
Sludge Grinding Pump
Maker: Aalborg The boiler burner is of the rotary cup type and so no atomising steam or air is
Fuel oil for the boiler is taken from the HFO settling tank (M03), low sulphur
No. of sets: 1 HFO settling tank (M04), the FO boiler sludge tank (M61) or the LO boiler required. Oil is supplied to the boiler burner via a flow meter, which can be
Type: Gear sludge tank (M63). The boiler may also be operated on MDO from the MDO bypassed if necessary.
Capacity: 21m3/h at 0.4kg/cm2 service tank (M10) for starting from cold. MDO is used in the ignition burner
which provides ignition for the main burner. The MDO for the ignition burner Procedure for the Operation of the Boiler Fuel Oil Service
Sludge Decanter Supply Pump is taken from the MDO service tank. System from Cold
Maker: Varimax Westrup/DK
The FO boiler sludge tank and the LO boiler sludge tank contain sludge oil As no steam is available to heat HFO when starting from cold, the boiler must
No. of sets: 1
from the FO sludge tank (M60) and LO sludge tank (M62) respectively. The be initially fired with MDO. Once steam is available, the HFO tank heating and
Type: Progressive cavity sludge oil may be pumped to the FO boiler sludge tank and the LO boiler boiler FO heater can be used; the boiler can then be fired with HFO.
Capacity: 0.5m3/h at 10kg/cm2 sludge tank from the FO and LO sludge tanks directly or it may be transferred
via the sludge decanter unit. The purpose of the sludge decanter is to remove a) Check the levels of oil in the LSHFO settling tank (M04) and
heavier impurities from the sludge in order to improve combustion. the MDO service tank (M10); replenish the tanks as necessary.
Maker: Börger
No. of sets: 1 Fuel is supplied to the boiler’s main burner by two FO service pumps which b) Check that all of the filters are clean.
Model: PL 200 are part of the boiler fuel oil unit. One pump switches on the boiler’s control
panel must be turned to MAN in order to enable the pump to operate. c) Ensure that all instrumentation valves are open and that the
Capacity: 30m3/h at 5.0kg/cm2 Selector switches on the pump local starter panels are used to select duty and instruments are reading correctly.
No.2 Sludge Transfer Pump standby operation. The burner inlet pressure sensing point activates the pump
changeover in the event of low pressure indicating boiler FO burner pump d) Ensure that the control system is functioning, that there is power
Maker: Börger failure. at the combustion control system and the FO heater controller.
No. of sets: 1
The temperature control valve is of the capillary type.
Model: AL 50 Heavy fuel oil and sludge oil are heated before being supplied to the boiler
Capacity: 7.0m3/h at 5.0kg/cm2 main burner and this is achieved in the boiler FO/sludge heater which is e) Set up the valves as in the following table. The valve settings
located after the boiler FO service pumps. assume that the boiler will be started on MDO but will be
Clarified Oil Transfer Pump
changed to LSHFO operation when steam has been raised;
Maker: Varimax Westrup/DK The heater can be bypassed if necessary when burning MDO. All fuel oil LSHFO will be taken from the LSHFO settling tank. The boiler
pipework is trace heated by small bore steam pipes laid adjacent to the fuel oil could be operated on HFO taken from the HFO service tank if
No. of sets: 1 pipe and encased in the same insulation.
Capacity: 1.0m3/h at 10kg/cm2 required.
The boiler FO service pumps take suction from the LSHFO settling tank, the
Fuel Oil /Sludge Heater Note: . Valves without numbers are part of the boiler fuel oil supply unit
FO boiler tank and the LO boiler tank, via a suction filter. A set of linked
No. of sets: 1 three-way valves allows for changeover between HFO supply and sludge oil which is fitted in the ship as a complete item.
Type: Shell and tube supply. A separate three-way valve allows selection of MDO for emergency
operation.
Decanter
PI PI+- Water Pump
321 315
(1.0m3/h x 2.5kg/cm2)
Pump Start 374
Filling
355
Connection
351 352 353 354
369
325 339 Key
PI PI+- PI+-
365 366 Steam
368
Settling Tank
313 338 Air
From HFO Fuel Oil
System
361
Clean / Dirty
65m3 36m3 326 377
324 316
327 329
350

To Bilge System
344
M55 Sludge
LAH
(27m )
3
MDO
VI PI+- PI
346
379
HFO
363 362
340 No.1
360 Sludge
359
(22m )
3
343 M
(60m3) Sludge Tank
VI
364 VI VI PI PS
345 306 308 330
341 342
Position Description Valve g) Start one boiler FO burner pump. s) Start one of the FO burner pumps and ensure that the other is set
to standby.
Open HFO settling tank (M03) quick-closing outlet A723-060
h) Ensure that the heater unit is vented of air.
valve
t) Recommence firing the boiler. Carefully monitor the fuel
Closed Line valve from HFO settling tank A713-022 i) Start the diesel oil ignition pump and flash up the boiler ignition temperature at the fuel heater outlet.
Closed Line valve to boiler fuel system from HFO A723-019 burner using the electrical ignition.
tanks u) When all MDO has been expelled from the lines and only HFO
Open LSHFO settling tank (M04) quick-closing A723-062 j) Start the combustion control system so that the main burner is being supplied to the boiler burner, start the FO heater and set
outlet valve starts. it to automatic control.
Open Line valve from LSHFO settling tank A713-337
k) Raise steam at the rate recommended by the boiler v) Monitor the boiler system closely until a stable operation
Closed Line valve from LSHFO settling tank to No.2 A713-350
manufacturer. exists.
sludge transfer pump
Open MDO service tank (M10) quick-closing outlet A723-063 l) When steam is available supply heating steam to the LSHFO The boiler is designed to operate and remain on standby using HFO.
valve settling tank (M04) and raise the temperature of the LSHFO in Changeover to MDO is only necessary when maintenance is required and for
Open Line valve from MDO service tank to boiler A713-316 the tank. (The HFO service tank (M05) may be used to supply long periods of shut down, such as refit.
fuel unit the boiler if required. If this is to be the case the valves must
Closed MDO flushing valve to sludge pumps A713-329 be correctly set and the HFO service tank heated to the correct Note: Changeover to HFO can take place whilst still firing the boiler.
Set Three-way supply valve to the boiler fuel temperature.) However, this could lead to unstable flame conditions due to incorrect
preparation unit (set for HFO not sludge oil) temperature settings at the heater.
Set Three-way supply valve to boiler fuel service A713-377 m) When the temperature of the LSHFO in the LSHFO settling
pumps (set for MDO not HFO/sludge oil) tank reaches approximately 75°C, supply trace heating steam to Changing from HFO operation to MDO operation is the reverse of the above
the boiler fuel lines and open the drains from the trace heating procedure. Trace heating should be shut off when firing is stopped on HFO and
Open No.1 boiler FO service pump suction valve
steam lines. the valves are changed from HFO supply to MDO supply. The heater must also
Open No.1 boiler FO service pump discharge valve
be switched off at this point. LSHFO will be used when local port requirements
Open No.2 boiler FO service pump suction valve CAUTION insist on low sulphur emissions for environmental reasons.
Open No.2 boiler FO service pump discharge valve Trace heating should not be applied to sections of pipeline isolated by
Open Boiler FO/sludge oil heater inlet valve any closed valves on the FO side as damage could occur due to the Note: The boiler may be operated on HFO from the HFO settling and service
Open Boiler FO/sludge oil heater outlet valve expansion of the contents. tanks if required. The quick-closing outlet valve from the tank must be open
Closed Boiler FO/sludge oil heater bypass valve together with the line valve. Link valve to the boiler system A723-019 must
Closed HFO pressure relief control inlet and outlet When sufficient steam pressure is available: also be open.
valves
n) Stop firing the boiler.
Closed Sludge oil pressure control valve inlet and
outlet valves o) Change over the three-way valve in the burner unit so that the
Open MDO pressure relief control inlet and outlet FO service pump suction is taken from the HFO line and not the
valves MDO supply.
Operational Boiler burner valves
Set Flow valve for return fuel oil from boiler p) Ensure that the three-way supply valve, A713-377, is set for the
Open Boiler fuel oil return line valve LSHFO settling tank, (M04) and not to the LO and FO boiler
sludge tanks (M61 and M63).
Open Boiler fuel return valve to pump suction
Open Boiler MDO ignition pump suction line valve q) Close the MDO pressure relief valve inlet and outlet isolation
Open Boiler MDO ignition pump suction valve valves.
Operational Boiler ignition burner valve
r) Open the HFO pressure relief valve inlet and outlet isolation
f) Supply electrical power to the boiler burner unit control system valves.
and ensure that the rotary cup is turning.
Decanter
PI PI+- Water Pump
321 315
(1.0m3/h x 2.5kg/cm2)
Pump Start 374
Filling
355
Connection
351 352 353 354
369
325 339 Key
PI PI+- PI+-
365 366 Steam
368
Settling Tank
313 338 Air
From HFO Fuel Oil
System
361
Clean / Dirty
65m3 36m3 326 377
324 316
327 329
350

To Bilge System
344
M55 Sludge
LAH
(27m3)
MDO
VI PI+- PI
346
379
HFO
363 362
340 No.1
360 Sludge
359
(22m )
3
343 M
(60m3) Sludge Tank
VI
364 VI VI PI PS
345 306 308 330
341 342
Burning Sludge Oil in the Boiler Procedure for Burning Sludge Oil in the Boiler h) Change the pressure regulation valve from HFO to SLUDGE.
The inlet and outlet valves to the sludge pressure regulating
The boiler may burn sludge oil from the FO boiler sludge tank or the LO boiler a) Check the contents in the FO boiler sludge tank and the LO valve must be open and the inlet and outlet valves to the HFO
sludge tank (This is clarified oil which has been extracted from the sludge boiler sludge tank (the clarified oil tanks) and apply steam pressure regulating valve must be closed.
treated in the sludge decanter). Sludge oil from the fuel oil separators and the heating to the tanks. The self closing drain valve on the tanks
LO separators is discharged to the FO sludge collecting tank (M53) and LO should be operated to drain any water to the oily water tank. i) Check that the sludge burns correctly and that the boiler operates
sludge collecting tank (M55) respectively. The contents of these tanks, as well normally without smoke.
as oil from the bilge water tank may be pumped to the FO sludge tank (M60) or b) For burning oil from the FO and LO boiler sludge tanks the
the LO sludge tank (M62) as required, using the No.1 sludge transfer pump. sludge grinding pump must be used prior to burning the oil in j) When the level of the FO or LO boiler sludge tank reaches 20%
order to ensure an even temperature distribution throughout the an alarm is activated and the burning of sludge oil is stopped.
The contents of the FO sludge tank and the LO sludge tank may be pumped tank and homogenisation of the contents of the tank. The engineer should be prepared to change over to the other
ashore using No.2 sludge transfer pump if required. Water from the sludge boiler sludge tank if necessary or back to burning HFO/LSHFO.
tanks may be pumped to the oily water tank; the FO sludge tank has a skimmer c) Open the sludge grinding pump inlet valve (A713-368) and The sludge grinding pump must be stopped before the pump
which allows oil from the upper part of the tank to be removed; the lower outlet valve (A713-369) together with the quick-closing suction loses suction.
suction of the tank is used for pumping out water. No.2 sludge pump is used valve and outlet line valve from the tank being used. (For the
for the oily water transfer. FO boiler sludge tank A713-303 and A713-336; for the LO k) To change back to HFO burning the linked three-way boiler
boiler sludge tank A713-302 and A713-335.) Additionally the fuel oil supply valve (A713-377) is turned to the HFO/LSHFO
The contents of the FO and LO sludge tanks may be treated in the sludge return valve to that tank in use must also be opened (For the position and the line valve from the HFO/LSHFO tanks (A713-
decanter which removes heavy particles from the sludge and discharges FO boiler sludge tank A713-333; for the LO boiler sludge tank 326 must be opened. The outlet valves from the HFO/LSHFO
clarified oil. The heavy material separated from the sludge is known as super A713-331). The suction and return valves for the tank not in use tank to be used must also be opened and the outlet valves from
sludge and this is discharged to a drum by the super sludge pump; the super must be closed. the FO boiler sludge tank (A713-304 and A713-312) must be
sludge may then be sent ashore for disposal. Clarified oil from the sludge closed). If clarified oil from the LO boiler sludge tank has been
decanter is directed to the FO or LO boiler sludge tank, depending upon the d) Start the sludge grinding pump from the boiler control panel. burned the boiler conditioning unit fuel inlet linked three-way
original source. Sludge will be circulated by this pump, taking suction from the valves (A713-337) must be turned from the SLUDGE position
FO or LO boiler sludge tank and returning the sludge to the to the HFO position. The burner supply line relief valves must
The sludge oil decanter is a centrifugal separator designed for the treatment of same tank. When the temperature of the tank is at the correct be changed so that the HFO relief valve is operative when the
sludge. The cleaned or clarified oil is removed from the sludge oil decanter by value the burning of sludge oil may commence. The temperature burning of HFO recommences.
the clarified oil transfer pump. The FO and LO boiler sludge tanks have high should be such as to give a viscosity of about 20cSt at 50°C.
level alarms set at 95% full and low level alarms set at 20% full.
e) The boiler should be operating normally on HFO or LSHFO as
Procedure for Transferring Sludge Oil from the Sludge
The burning of sludge oil in the boiler should not present any problems as long described above. Collecting Tanks to the Fuel Oil or Lubricating Oil Sludge
as the sludge oil does not have a high water content or is mainly LO. Water can Tanks using No.2 Sludge Transfer Pump
be manually drained from the FO and LO boiler sludge tanks by means of the f) If FO sludge is to be burned the supply line to the boiler burner
self-closing water drain valves. Sludge oil derived from lubricating oil sludge pumps is the same as that for the HFO and LSHFO. In order to Sludge oil is transferred from the FO sludge collecting tank or the LO sludge
can present problems when it is being burned depending upon the specification change to burning FO sludge the FO boiler sludge tank outlet collecting tank to the appropriate sludge tank using No.2 sludge transfer
of the oil. The boiler furnace must be thoroughly heated before the burning oil quick-closing valve A713-304 and outlet line valve A713-312 pump to the FO boiler tank using the sludge transfer pump; this pump may
with a high LO content is attempted and the temperature of the oil must be high must be opened and the line valve A713-326 from the HFO/ also be used to pump sludge ashore via the shore connection. Oil in the bilge
enough to ensure ignition and combustion. LSHFO tanks must be closed. The boiler fuel unit will then be water tank may be pumped out using No.1 sludge transfer pump, there being
supplied with FO sludge from the FO boiler sludge tank. high and low suctions in each compartment of the bilge water tank. The high
Prior to burning sludge oil the sludge grinding pump must be operated; this suctions are used for pumping oil from the tank and this can be pumped to the
ensures an even temperature distribution throughout the charge and also g) If LO sludge is to be burned in the boiler the boiler must be FO or LO sludge tanks or the boiler sludge tanks.
ensures that the sludge is effectively homogenised. The sludge grinding pump operating correctly on HFO/LSHFO. Open the quick-closing
should remain in operation whilst the burning of sludge oil is taking place. outlet valve and line from the LO boiler sludge tank to the boiler The procedure described below is for pumping FO sludge from the FO sludge
A collector tank located after the sludge grinding pump is fitted with a water (A713-301 and A713-311) and turn the boiler conditioning unit collecting tank to the FO sludge tank. The procedure is the same for pumping
content monitor and a water drain valve; water should be drained from the line fuel inlet linked three-way valves (A713-337) from the HFO LO sludge from the LO sludge collecting tank to the LO sludge tank except
when the water monitor indicates a high water level. position to the SLUDGE position. LO sludge oil from the LO for the setting of the valves.
boiler sludge tank will now be supplied to the boiler.
Decanter
PI PI+- Water Pump
321 315
(1.0m3/h x 2.5kg/cm2)
Pump Start 374
Filling
355
Connection
351 352 353 354
369
325 339 Key
PI PI+- PI+-
365 366 Steam
368
Settling Tank
313 338 Air
From HFO Fuel Oil
System
361
Clean / Dirty
65m3 36m3 326 377
324 316
327 329
350

To Bilge System
344
M55 Sludge
LAH
(27m3)
MDO
VI PI+- PI
346
379
HFO
363 362
340 No.1
360 Sludge
359
(22m3) 343 M
(60m3) Sludge Tank
VI
364 VI VI PI PS
345 306 308 330
341 342
a) Check the contents in the sludge tanks and ensure that the tank a) Check the contents in the sludge tanks and agree with the f) Start No.1 sludge transfer pump and transfer the desired quantity
to which the sludge is being pumped has sufficient capacity for receiving station the amount of sludge to be discharged. Agree of FO sludge. Check that the transfer is from the correct tank
the amount to be pumped. a discharge rate and a starting time for pumping. and that the discharge line is not leaking anywhere.
b) Ensure that tank heating is on so that the contents of the tank b) Ensure that tank heating is on so that the contents of the tank g) When the transfer is complete stop the sludge transfer pump.
being pumped are at the correct temperature for pumping. being pumped are at the correct temperature for pumping. Allow the discharge pipe to drain and then disconnect the pipe,
refit the blank, close all valves and record the transfer in the Oil
c) Set the valves as in the following table: c) Remove the blank from the discharge connection on the port Record Book.
or starboard side of the ship and check that the other blank is
Position Description Valve secure. Attach the discharge hose and ensure that it is secure;
use a new joint at the connection. Procedure for Transferring Sludge Oil from the Sludge Tanks
Open No.2 sludge transfer pump suction valve A713-363 to the Boiler Sludge Tanks using No.1 Sludge Transfer Pump
Open No.2 sludge transfer pump discharge valve A713-362
d) Set the valves as in the following table. The valve settings are
Open FO boiler sludge tank inlet valve A713-360 for the discharge of the contents of the FO sludge tank using the Sludge oil in the FO and LO sludge tanks may be transferred to the appropriate
Closed LO boiler sludge tank inlet valve A713-359 low suction. The same procedure applies to the discharge of the boiler sludge tank using No.1 sludge transfer pump. After settling in the boiler
Open FO sludge collecting tank suction valve A713-347 contents of the LO sludge tank except for the valve settings. sludge tank the sludge is transferred to the decanter for treatment. Water is
drained from the boiler sludge tank after a period of settling. FO sludge is
Closed LO sludge collecting tank suction valve A713-348
Position Description Valve normally transferred from the FO sludge tank to the FO boiler sludge tank and
Closed Bilge water tank low suction valves LO sludge is normally transferred from the LO sludge tank to the LO boiler
Closed Bilge water tank high suction valves Open No.1 sludge transfer pump suction valve A713-338 sludge tank. The contents of the boiler sludge tank are treated in the decanter
Closed Line suction valve from bilge system A713-344 Open No.1 sludge transfer pump discharge valve A713-339 and returned to the same tank as clarified oil; the clarified oil is then burned
Closed Crossover valve to decanter/filling line A713-349 in the boiler.
d) Start No.2 sludge transfer pump and transfer the contents of the Open Shore discharge line valve A713-348
FO sludge collecting tank to the FO sludge tank. Stop the pump Closed Line discharge valve from bilge system A713-348 The procedure described below is for pumping FO sludge from the FO sludge
before the pump loses suction in order to prevent damage to the tank to the FO boiler sludge tank. The same procedure applies for pumping the
Closed Line suction valve to decanter supply pump A713-324
pump. contents LO sludge tank to the LO boiler sludge tank except for the setting of
Closed Line suction valve from HFO tanks A713-350 the valves.
e) At the end of the sludge transfer stop the pump, close all valves Open Line suction valve from FO and LO sludge A713-340
which have been opened and record the transfer in the Oil tanks a) Check the contents in the sludge tanks and ensure that the
Record Book. Open FO sludge tank low suction quick-closing A713-307 receiving tank has sufficient capacity for the amount of sludge
valve to be transferred
Open FO sludge tank low suction line valve A713-343
Procedure for Transferring Sludge Oil from the Sludge Tanks b) Ensure that tank heating is on so that the contents of the tank
Open FO sludge tank skimmer quick-closing suction A713-308
to the Shore Connection using No.1 Sludge Transfer Pump being pumped are at the correct temperature for pumping.
valve
Sludge oil in the FO and LO sludge tanks may be transferred ashore using No.1 Closed FO sludge tank skimmer line suction valve A713-342 c) Set the valves as in the following table. The valve settings are
sludge transfer pump. There are shore connections on the port and starboard Open LO sludge tank quick-closing suction valve A713-306 for the discharge of the contents of the FO sludge tank using the
sides of the ship on the upper deck at the accommodation block. Blanks are Open FO sludge tank suction line valve A713-341 low suction. The same procedure applies to the discharge of the
fitted to the shore discharge pipes and the blank on one side of the ship must contents of the LO sludge tank except for the valve settings.
be removed in order to attach the flexible shore connection hose. The same d) Supply trace heating to the lines which are to be used.
restrictions and conditions apply to the discharge ashore of sludge oil as Position Description Valve
they do to the loading of fuel (see section 2.7.1 of this machinery operating CAUTION Open No.1 sludge transfer pump suction valve A713-338
manual.)
Trace heating should not be applied to sections of pipeline isolated by Open No.1 sludge transfer pump discharge valve A713-339
any closed valves as damage could occur due to the expansion of the Open Crossover valve to decanter/filling line A713-349
The procedure described below is for pumping FO sludge from the FO sludge
contents.
tank to the shore connection. The same procedure applies for pumping the Closed Shore discharge line valve A713-348
contents LO sludge tank except for the setting of the valves. Closed Line discharge valve from bilge system A713-348
e) Check that the suction filter on No.1 sludge transfer pump is
clean. Closed Decanter filling valve A713-310
Open Boiler sludge tanks filling line valve A713-314

Closed Line valve from clarified oil pump A713-322
Open FO boiler sludge tank inlet valve A713-334
Closed LO boiler sludge tank inlet valve A713-332
Closed Line suction valve to decanter supply pump A713-324
Closed Line suction valve from HFO tanks A713-350
Open Line suction valve from FO and LO sludge A713-340
tanks
Open FO sludge tank low suction quick-closing A713-307
valve
Closed FO sludge tank low suction line valve A713-343
Open FO sludge tank skimmer quick-closing suction A713-308
valve
Open FO sludge tank skimmer line suction valve A713-342
Open LO sludge tank quick-closing suction valve A713-306
Open FO sludge tank suction line valve A713-341
d) Supply trace heating to the lines which are to be used.
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
any closed valves as damage could occur due to the expansion of the
contents.
e) Check that the suction filter on No.1 sludge transfer pump is

clean.
f) Start No.1 sludge transfer pump and transfer the desired quantity
of FO sludge. Check that the transfer is from the correct tank
to the desired tank and that the discharge line is not leaking
anywhere.
g) When the transfer is complete stop the sludge transfer pump,

close all valves and record the transfer in the Oil Record
Book.
Illustration 2.6.4a Sludge Decanter System Manifold

PI PI +
- Water Pump
321 315
(1.0m3/h x 2.5kg/cm2)
317 From Heavy Fuel Oil

322 323 Transfer System
331 332 333 334 349
355
Oil/Sludge Decanter Unit
351 352 353 354 (0.5m3/h)
369
325 339
PI M63 Lubricating Oil LAH M61 Heavy Fuel Oil LAH M04 Heavy Fuel Oil PI PS
Boiler Sludge Tank Boiler Sludge Tank Low Sulphur Settling Tank
Sludge (41m3) (40m3) (150m3) Decanter PI No.1 Sludge
Grind Pump Supply Pump Decanter
Transfer Pump
x 0.4kg/cm2) 388 389 x2.5kg/cm2) x 5.0kg/cm2)
PI PI+- PI+-
365 366
368
301 302 304 303 062
To Heavy Fuel Oil Service System 313 338 Clarified Oil
311 335 312 336 210 litres
337
Super Sludge
175 lites
361
M64 Bilge Water Tank
Clean / Dirty
65m3 36m3 326 377 Super Sludge
324 Discharge Pump 374
(1.0m3/h
From Diesel Oil
x 2.5kg/cm2)
Service System
327 329
350
Barrel
Filling
356 Connection
328 To Bilge System
344
M55 Sludge
LAH
To Boiler Fuel Oil Burning Unit
(27m )
3
VI
346
379
363 362
340
360 Key
(7m3/h x 5.0kg/cm2)
359
Heavy Fuel Oil / Sludge
M53 Sludge
LAH M62 Lubricating Oil LAH M60 LAH Marine Diesel Oil
Collection Tank
Sludge Tank 307 Heavy Fuel Oil
(22m )
3
343
(60m3) Sludge Tank Lubricating Oil / Sludge
VI M59 Oil Water Tank (9.9m3)
347 (92m3)
364 VI VI VI All Valves Prefixed with A713
345 306 308 330 320 Unless Otherwise Stated
341 342
Issue: Final Draft - May 2007 IMO No: 9313905 Section 2.6.4- Page 1 of 3
2.6.4 Engine Room Oil/sludge Decanter System Sludge oil is pumped into the decanter by the decanter sludge supply pump Procedure for Operating the Sludge Decanter
and is subjected to the very high centrifugal force. This force causes the solid
material (super sludge) to be deposited at the inside wall of the rotating cylinder This assumes that the sludge to be clarified is from the heavy fuel oil sludge
Sludge Oil Decanter
from where it is propelled by a conical conveyor screw to the discharge ports. tank using the skimmer suction and is returned to the boiler heavy fuel oil
Maker: VARIMAX/Westrup A/S, Denmark From the discharge ports the super sludge passes into the super sludge reservoir. sludge tank.
No. of sets: 1 When the level in this reservoir reaches a predetermined value (approximately
Model: OSS - 305/01 66% full) an indicator lamp is illuminated and the operator may open the super a) Ensure that all instruments are operating correctly.
sludge pump discharge valve and start the pump to transfer the super sludge
Capacity: 0.5m3/h
to suitable containers. If the super sludge reservoir becomes full an alarm is b) Open the steam heating valves and condensate drain valves on
Decanter Supply Pump activated and the decanter shuts down. the selected sludge holding tank and ensure that the sludge oil
in the tank is heated to the correct temperature.
Maker: Netzsch Pumps Cleaned or clarified oil flows out of the decanter cylinder at the opposite end
No. of sets: 1 to the super sludge and is deposited in the clarified oil tank. From here the c) Set the valves as in the following table:
Type: Progressive Cavity clarified oil is pumped, by means of the decanter clarified oil transfer pump, to
Model: NM031 either the boiler lubricating oil sludge tank or the boiler fuel oil sludge tank, for Position Description Valve
3 burning in the boiler. This pump normally operates automatically but in event
Capacity: 0.5m /h Open Heavy fuel oil sludge tank skimmer suction A713-308
of failure the clarified oil tank overflows to the fuel oil sludge tank.
quick-closing valve
Super Sludge Discharge Pump
The sludge decanter can process sludge oil at the rate of 500 litres/h the Open Heavy fuel oil sludge tank skimmer suction A713-342
Maker: Netzsch Pumps manual valve
efficiency being such that some 96% to 98% of the input is returned as clarified
No. of sets: 1 oil. The super sludge pump is fitted with a heater to ensure that the sludge does Closed Heavy fuel oil sludge tank suction quick- A713-307
Type: Progressive Cavity not solidify and the pump is always ready for use. closing valve
Model: NM031 Closed Heavy fuel oil sludge tank suction manual A713-343
Capacity:
3
1.0m /h The sludge decanter control panel has an operating parameter setting unit but valve
the settings on this unit must not be changed without prior permission of the Open Sludge line isolating valve A713-340
Clarified Oil Transfer Pump manufacturer. The rotating cylinder has an electronic brake which will bring Closed Sludge line isolating valve A713-350
the cylinder to the stop position after about 1 minute; however, if electrical
Maker: Netzsch Pumps Open Sludge line crossover valve A713-324
power is lost the brake ceases to operate and it takes about 6 minutes for the
No. of sets: 1 rotating cylinder to come to rest. Closed Boiler burner unit 3-way cocks A713-377
Type: Progressive Cavity Open Decanter supply pump suction valve A713-313
Model: NM031 Operation of the decanter is from the unit’s operating panel but there is a Open Decanter supply pump discharge valve A713-325
Capacity:
3
1.0m /h separate operating panel for the super sludge pump. There are two decanter Closed Crossover valve from No.1 sludge transfer A713-349
operating modes, Normal Operating mode and Idle mode. Normal Operating pump discharge
mode is the default and all functions of the unit, except the super sludge pump,
Closed Discharge valve to boiler sludge tanks A713-314
The Sludge Decanter are automatically controlled.
Open Inlet valve to sludge/oil decanter A713-310
The sludge decanter is designed to remove solid impurities from oil sludges In Idle mode the speed of the rotor is reduced and the circulation of sludge is Open Clarified oil transfer pump suction valve A713-315
in order to make it more suitable for burning. The decanter is a centrifugal stopped. The unit remains active and ready for operation. Idle mode prevents Open Clarified oil transfer pump discharge valve A713-321
separator which is driven by an electric motor. Super critical speeds are sludge deposits in the cylinder causing imbalance. Prior to shutting down Closed Discharge valve to heavy fuel oil system A713-323
achieved and the cylinder is fitted with spring suspension units to the main the decanter, the sludge supply should be shut off and the decanter should
Open Discharge valve to boiler sludge tanks A713-322
bearing at the inlet end of the unit and a spherical suspension bearing at be flushed through for a short period with diesel oil. A valve from the MDO
service tank connects with the decanter supply pump suction line through the Open Inlet valve to boiler heavy fuel oil sludge A713-334
the drive end of the unit. The design allows for high speed operation of the
changeover cocks prior to the boiler fuel oil supply unit. This valve is opened tank
cylinder without vibration. The cylinder rotates at a speed of 3,250 rpm which
exerts a centrifugal force of approximately 2,000 times gravity on the contents for a short time to supply MDO to the decanter for flushing. Closed Inlet valve to boiler lubricating oil sludge A713-332
of the rotating drum. tank
The decanter supply pump takes suction from the lubricating oil and fuel Closed Super sludge discharge valve to container A713-374
The decanter is designed to remove sludge from oil residue in the proportion oil sludge tanks and discharges to the sludge decanter. Clarified oil from the
of 1~3% sludge and 96~98% oil. decanter is pumped by the clarified oil transfer pump to the boiler tanks. d) Supply tracing steam to the sludge oil lines.
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
any closed valves as damage could occur due to the expansion of the
contents.
e) Turn the decanter unit main power switch to the ON position.

Press the RESET pushbuttons in order to reset all red alarm
lamps.
f) Turn the Decanter Supply Pump mode selector switch to AUTO

and switch the Super Sludge Pump Heater to AUTO.
g) Press the decanter START RUNNING pushbutton. The decanter

will start and the speed will increase until it reaches the operating
speed of 3,250 rpm (58.3Hz on the VLT). If any excessive
vibration is noticed stop the decanter immediately by pressing
the DECANTER QUICK STOP pushbutton and investigate the
cause of the problem when the decanter has stopped.
h) When the decanter cylinder reaches operating speed the

decanter supply pump will start automatically; check that it
does so. Clarified oil will be discharged from the decanter to the
clarified oil reservoir.
i) The clarified oil pump will start and stop automatically

depending upon the level of oil in the clarified oil reservoir.
Clarified oil will be discharged to the selected boiler sludge tank
(in this case the FO boiler sludge tank).
j) Operate the super sludge pump as required in order to discharge

super sludge to the disposal container. The super sludge
reservoir should be emptied immediately the HIGH LEVEL
lamp is illuminated.
k) If stopping of the decanter is necessary the decanter should be

stopped by pressing the NORMAL STOP pushbutton. After
pressing of the NORMAL STOP pushbutton the decanter will
run for about 60 seconds in order to remove as much sludge as
possible from the system.
The decanter should be operated in Idle mode rather than being switched off
during normal ship operations. In Idle mode the pumps are switched off and
the rotational speed of the decanter cylinder is reduced. In order to change
from normal mode to idle mode the IDLE MODE ON pushbutton is pressed.
To change from idle mode to normal mode the pushbutton IDLE MODE OFF
is pressed. To stop the decanter in idle mode the IDLE MODE OFF pushbutton
is pressed followed by the NORMAL STOP pushbutton.
Illustration 2.6.5a Engine Room Waste Oil and Drains System

Main Engine LO Measuring Tank Generator Generator Engine
HFO Separator No.1 HFO Separator No.2 MDO and HFO Separator Cylinder Oil Service Tank Engines
LO Separator for Generator Engines Fuel Oil Tank
2nd Deck
A Deck
No.1 and 2 Generator Engines Generator Engine No.1 LO Generator Engine No.1 LO Generator Engine No.1 Generator Engine No.2
LO Separator No.1 Separator Supply Pump Separator Suction Filter
4th Deck
Generator Engine Generator Engine Generator Engine No.2 LO Separator for No.3 No.2 Generator Engine LO Generator Engine No.2 No.3 Generator No.4 Generator Main Engine HFO Oil Fired
MDO Blackout Supply MDO Supply Pump Suction Filter and 4 Generator Engines Separator Supply Pump LO Separator Filter Engine Engine Indicator Filter Boiler Burner
9725 Above Base
Main Engine FO Boiler FO Main Engine LO Main Engine Turbocharger Main Engine Turbocharger Turbocharger Turbocharger Turbocharger Glacier Filter LO
Booster Module Supply Module Auto Filter with Bypass No.1 LO Pump No.2 LO Pump LO Cooler LO Auto Filter LO Glacier Filter Supply Pump
5th Deck Tank Top
Supply Pump for Supply Pump for MDO Separator Suction Filter for Suction Filter for Suction Filter for Cylinder Oil Main Engine LO Separator Main Engine LO Main Engine LO
No.1 HFO Separator No.2 HFO Separator Supply Pump No.1 HFO Separator No.2 HFO Separator MDO Separator Transfer Pump Supply Pump Separator Suction Filter Transfer Pump
Tank Top
Sludge Decanter Clarified Oil Decanter Sludge HFO Transfer HFO Transfer MDO No.1 HFO Transfer No.2 HFO Transfer MDO Transfer Boiler
Supply Pump Transfer Pump Transfer Pump Pump No.1 Pump No.2 Transfer Pump Pump Suction Filter Pump Suction Filter Pump Suction Filter Grind Pump
Tank Top
HFO Settling Low Sulphur HFO HFO Service Low Sulphur HFO MDO Generator Engine Cylinder Main Engine Cylinder FO LO LO Cleaning Turbocharger Main
Tank Settling Tank Tank Service Tank Service Tank LO Storage Tank Oil Tank LO Storage Tank Oil Tank Sludge Tank Sludge Tank Tank LO Cleaning Tank Engine
001 002 003 004 006 007 008 009 010 005 011 012 013
014 015 018 Key

017 016 019
Bilges
Fuel Oil Sludge Collecting Tank Lubricating Oil Sludge Collecting Tank Fuel Oil Drain Tank Oily Water Tank Bilge Well Bilge Water Tank All valves are prefixed wit A768 unless
otherwise stated.
2.6.5 Engine Room Waste Oil And Drains System
Introduction
Fuel and Lubricating Oil Drain System
Fuel oil and lubricating oil tank drains from a number of locations are led to
the FO sludge collecting tank and LO sludge collecting tank respectively. The
tank drain system receives the fluid from the sludge cocks which are opened
in order to check for the presence of water and sludge. Each sludge collecting
tank has an inlet from a pressurised line and an inlet from an unpressurised
line.
Drains from the save-alls of various fuel oil and lubricating oil pumps, coolers,
filters and other items of equipment also empty into the FO and LO sludge
collecting tanks. All the fuel and lubricating oil drain lines enter the sludge
collecting tanks via non-return valves.
Oil drained from the fuel preparation unit filters is discharged to the fuel oil
drain tank.
The sludge tanks are vented at the oil mist box in the funnel. Pipelines in the
fuel oil drain system are lagged and fitted with trace heating pipes to ensure
that oil flows freely through the pipes. All pipes have a gradual inclination so
that fuel flows readily by gravity to the appropriate sludge drain tank. Trace
heating is normally applied to the fuel oil drain pipes at all times as there are
no isolating valves on the pipeline system.
Tank Vents
Any tank containing oil or other volatile substance must be vented to a safe
position. Explosive gases must be liberated to atmosphere through an element
which will prevent the flash back of flame, should the gases or vapours ignite
after release. These elements should be checked at intervals to ensure that they
are correctly in position and are not damaged. Any damage must be reported
and the element changed immediately.
All lines connecting tanks to the release vent or the vent/oil mist box must be
clear without obstruction to flow.
The oil mist box located in the funnel has vent line connections from the main
engine crankcase and from the generator engine crankcases.
Individual gooseneck vents are fitted to the LO storage and settling tanks.
2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Separating System
Illustrations
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2a Fuel Oil and Diesel Oil Separating System

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Marine Diesel Oil Heavy Fuel Oil Heavy Fuel Oil
Deep Tank Port
Transfer Pump Transfer Pumps H
063 031 023 060 059 (Port) LAH
F059 Marine Diesel Oil 052

LSH LAH LSH LAH 041
M10 M03 M05 Storage Tank H 011 025
Marine Heavy Fuel Oil Settling Heavy Fuel Oil
Diesel Oil Tank Service Tank
LAL Service Tank LSL LAL LAL 058
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
Marine Diesel Oil Transfer Pump 076
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
No.1 and No.2 Heavy Fuel Oil Transfer Pump 039
067 065
064 (120m3/h x 4kg/cm2)
c o PT PI PI+- PI+- o c 043
LAH LAH H
To F056 Low Sulphur 054

075 F051
Heavy Fuel Oil 016 014
Heavy Fuel Oil Heavy Fuel Oil H 047
Transfer Pumps Deep Tank Deep Tank
012 026
(Centre) (Starboard)
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
057 045 Marine Diesel Oil
LSH LAH LAH LAH F052 F054 Heavy Fuel Oil
H
Heavy Fuel Oil Deep Tank
M04 Low Sulphur M07 Low Sulphur M02 Overflow M57 Electric Signal
Deep Tank (Starboard)
Heavy Fuel Oil Settling Heavy Fuel Oil Service Tank Heavy Fuel Oil
(Starboard) 056 044
LSL LAL Tank LAL Tank LAL Drain Tank All Valves to be Prefixed with A723
(36m3) Unless Otherwise Stated
2.7 Fuel Oil And Diesel Oil Transfer Fuel oil may be transferred from the storage deep tanks to the settling tanks Capacities (SG 0.980)
Systems (HFO and LSHFO) by means of the HFO transfer pumps. There are two such Tank Description Volume 100% Weight 95%
pumps and only one is required for fuel transfer. Cross-connections allow the
(m3) (Tons)
MDO transfer pump to be used for HFO transfer in an emergency and enable
2.7.1 Fuel Oil And Diesel Oil Bunkering And FO Overflow tank (M02) 96 89.4
to the HFO transfer pumps to be used for MDO transfer if necessary.
Transfer System HFO settling tank (M03) 285 265.3
Filling and outlet valves from the HFO/LSHFO storage tanks, HFO/LSHFO HFO service tank (M05) 187 174.1
Heavy Fuel Oil Transfer Pump settling tanks and the HFO/LSHFO service tanks are remotely operated quick- Low sulphur HFO settling tank (M04) 150 139.7
Maker: Kral closing valves, with a collapsible bridge which is operated from the ship fire
Low sulphur HFO service tank (M07) 130 121
station. After being tripped, the valves must be manually reset. Each service
No. of sets: 2 tank is fitted with a self-closing test cock allowing testing for the presence of Heavy fuel oil drain tank (M57) 36 33.5
Type: Screw water and also draining of any water present. Tundishes, under the self-closing Total HFO in engine room tanks 884 823
Model: KV-1701 BAA test cocks, direct any liquid to the oily water tank. Bunker, settling and service Total HFO capacity on board 6,587 6,132
Capacity: 120m3/h at 4.0kg/cm2 tanks are provided with remote level and temperature gauges; this information
may be read on the Bunker System mimic. The HFO and LSHFO settling tanks
Marine Diesel Oil Transfer Pump also have an overfill alarm which is activated at the 98% full level and a low Precautions to be Observed Prior to and during the Loading
level alarm which is activated at 60% full. The HFO and LSHFO service tanks of Bunkers
Maker: Kral
have a low level alarm which is activated at 22% full. The HFO, LSHFO and
No. of sets: 1 Company bunkering procedures must be observed at all times and all personnel
MDO service and settling tanks overflow to the overflow tank (M02) via an
Type: Screw alarmed overflow box. The overflow tank has a high level alarm set at 75% and involved in the bunkering procedure, whether in planning or in the actual
Model: KV-370 AAA a low level alarm set at 25%. bunkering operation, must be fully aware of the contents of the document Oil
Capacity: 20m3/h at 3.0kg/cm2 Transfer Procedures - Bunkering and the Chief Engineer’s Standing Orders for
All HFO tanks are fitted with heating coils, the heating steam being supplied bunkering. It is essential that all personnel involved in the bunkering procedure
from the main steam system. Condensate from the heating coils flows to the know who is the designated officer in charge of the bunkering operation. The
Fuel Oil System dump condenser and then to an inspection tank before entering the feed water following certificated/licensed officers are generally designated as persons in
tank. All FO transfer lines are trace heated by steam. charge:
Heavy fuel oil, for the main engine, generator engines and boiler, is stored in • Engine Department
five HFO deep tanks located forward of the engine room. In addition there The HFO transfer pumps may be operated automatically being started and
are two LSHFO storage deep tanks, also located forward of the engine room. stopped by float switches in the HFO (M02) and LSHFO (M04) settling tanks, Chief Engineer, Qualified Engineer, Motorman
These bunker tanks are filled from the bunker lines at the port and starboard selection for the duty tank is made on the bunker screen mimic. A transfer • Deck Department
bunker stations, which are located on the upper deck. There is one HFO pump is started at 70% capacity and stopped at 90%. Either pump may work
Watchkeeping Officer, Deckhand
connection to the fuel oil filling main on the starboard side of the ship and one on the HFO or LSHFO settling tank is selected.
on the port side. The bunker stations also have connections to the MDO storage
The Chief Engineer is in overall charge of the bunkering operation but if he is
tank filling line. There are manual valves on the filling and transfer system and
Heavy Fuel Oil Tanks unable to be present the 2nd engineer will take charge. The 3rd/4th engineer
there are remotely operated valves which are operated from the Bunker System
is normally responsible for carrying out the tasks involved in the bunkering
mimic. Normally manual valves are opened as required and the filling of tanks Capacities (SG 0.980)
operation and he must not undertake a night duty when bunkering is taking
is controlled via the Bunker System mimic. Tanks are fitted with remotely Tank Description Volume 100% Weight 95% place; if it is the 3rd/4th engineer’s duty night then a replacement duty engineer
operated suction/filling valves. The bunkering supply manifold is fitted with
(m3) (Tons) must be assigned.
a relief valve A713-076, set at a pressure of 6.0kg/cm2, with the discharge
flowing into the fuel overflow tank (M02) The bunkering lines to the storage Port HFO deep tank (F053) 1,015 945 • All engineers and other personnel involved in the bunkering
deep tanks and the HFO transfer pumps are fitted with relief valves (A713-093, Port HFO deep tank (F055) 778 724 process should know exactly what role they are to play and
A713-094 and A713-095 set at a pressure of 4.0kg/cm2. Starboard HFO deep tank (F051) 888 827 what their duties are to be. Personnel involved should know
the location of all valves and gauges and be able to operate
Starboard HFO deep tank (F052) 1,015 945
All fuel oil storage deep tanks are fitted with high level alarms which are the valves both remotely and locally if required. A bunker plan
activated when the tank is 98% full. Normally deep tanks are only filled to a Starboard HFO deep tank (F054) 1,081 1,006 should be drawn up prior to bunkering and all personnel involved
95% full level. When filling the fuel oil storage deep tanks the maximum rate is Port LSHFO deep tank (F057) 463 431 in bunkering must be fully aware of the contents of the plan and
1,300m3/h if port and starboard tanks are being filled at the same time; if filling Starboard LSHFO deep tank (F056) 463 431 understand the entire operational procedure. Before bunkering
tanks on one side only the maximum loading rate for HFO is 800m3/h. Total HFO in deep storage tanks 5,703 5,309 a meeting must take place so that all personnel involved in
the bunkering operation understand the requirements of the
bunkering operation and their duties in that operation.
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Deep Tank Port
063 031 023 060 059 (Port) LAH

LSH LAH LSH LAH 041
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
067 065
064 (120m3/h x 4kg/cm2)
LAH LAH H

075 F051
012 026
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
H
(Starboard) 056 044
• Shore or barge tanks, whichever form is being used, should be • All scuppers and save-alls, including those around bunker tank Procedure for the Loading of Fuel Oil Bunkers from a Shore
checked for water content and quantities. vents, should be effectively plugged. Installation or Bunker Barge
• Representative fuel samples are to be taken using the continuous • Attention must be paid to the weather as heavy rain can result
drip method for the duration of the loading operation and in water on deck which must be cleared. a) At the bunker connection to be used, remove the blank and
dispatched for analysis. Samples should be taken at the bunker connect the bunkering hose. Check the joint and fit a new one if
• Drip trays are to be provided at bunker hose connections and there are any signs of damage.
supply manifold inlet to the ship system.
means of containing any oil spills must be in place. Spill cleaning
• As far as possible new bunkers should be segregated from equipment and materials must be checked before bunkering and b) Ensure that the blanks on the other bunkering connections are
existing bunkers on board. If bunkers being received are to be all items must be ready for use during bunkering. secure and that all valves are closed, including the drain and
loaded into the same tanks as bunkers already on board, great sampling valves. The drip tray must be empty and the drain valve
• The bunkering operation is carried out from the ECR and is
care must be taken to avoid problems of incompatibility. If there closed.
a remote controlled operation with valves being opened and
is any doubt about the compatibility between the new and the
closed from the Bunkering System mimic at the operator work
original fuel, then the new bunkers should not be loaded on top c) Open the filling valve(s) on the HFO storage tanks to be filled.
station (OWS).
of the existing fuel. The filling valves are also the suction valves when pumping
• The initial loading rate must be agreed with the barge or shore
• No internal transferring of bunkers should take place during HFO from the storage tank.
station and bunkering commenced at an agreed signal. Only
bunker loading operations, unless permission has been obtained
upon confirmation of no leakage and that the fuel is going only
from the Chief Engineer. Note: The tank filling/suction valves are remotely operated valves and
to the nominated tank should the loading rate be increased to the
• The Chief Engineer should calculate the estimated finishing agreed maximum. are operated from the FO Transfer and Filling mimic. Additionally there
ullages/dips, prior to the starting of loading. are quick-closing valves on HFO/LSHFO deep tanks. Line valves are also
• The Chief Engineer must check the tanks on the bunker barge operated from the mimic.
• Bunker tanks should not exceed 95% full; high level alarms are to confirm levels. An explosion meter must be used to test the
fitted at the 98% full level for all tanks. tank contents with particular emphasis being paid to hydrogen The fuel oil line bunkering valves may be set for bunkering HFO or Low
sulphide. Bunkering must not take place until the Chief Engineer Sulphur HFO and it is essential that the correct valves are set for the type of
• Any bunker barges attending the vessel are to be safely moored
is satisfied that the bunker operation will be safe. fuel being loaded. The operator responsible for the bunkering procedure at the
alongside before any part of the bunker loading operation
begins. • When the tank being filled reaches 90% full, the filling rate mimic must ensure that the valves are set correctly. When HFO is being loaded
should be reduced by diverting some of the flow to another the individual tank filling valves are controlled manually from the mimic in
• Level alarms fitted to bunker tanks should be tested prior to any
bunker tank. When the final tank is being filled the pumping order to ensure that the tanks are filled to the required capacity.
bunker loading operations.
rate must be reduced. Filling of the tank must be stopped when
• The soundness of all bunker lines should be verified by visual the tank reaches 95% full. When topping off the final tank the Tank Filling and Suction Valves
inspection. filling rate must be reduced at the barge or shore station and not
• The pre-bunkering checklist must be completed. by throttling the filling valve. Description Valve
• The Chief Engineer, or other designated certificated/licensed Port HFO deep storage tank (F053) remotely operated valve A723-041
CAUTION
officer as indicated above, is responsible for bunker loading Port HFO deep storage tank (F055) remotely operated valve A723-040
operations, assisted at all times by a sufficient number of At least one bunker tank filling valve must be fully open at all times
Centre HFO deep storage tank (F051) remotely operated A723-043
officers and ratings to ensure that the operation is carried out during the bunkering operation.
valve (from starboard manifold section)
safely. Centre HFO deep storage tank (F051) remotely operated A723-047
All relevant information regarding the bunkering operation is to be entered in
• A constant watch must be kept at the manifold during the the Oil Record Book. Information required to be entered includes date, time, valve (from port manifold section)
bunkering operation. quantity transferred, tanks used, name of bunker vessel/shore installation, and Starboard HFO deep storage tank (F052) remotely operated A723-045
• All personnel involved in the bunkering operation must be in individuals involved. valve
radio contact with the officer in charge. Starboard HFO deep storage tank (F054) remotely operated A723-044
The fuel transfer lines and valves should be pressure tested once each year and valve
• The maximum pressure in the bunker manifold should be below details of the tests inserted in the engine room log book.
6.0kg/cm2 and the maximum pressure in the filling line to the Port LSHFO deep storage tank (F057) remotely operated A723-042
storage tanks should be below 4.0kg/cm2, at which point the valve
Maersk company rules regarding the loading and transfer of fuel (Bunkers,
line relief valve will discharge to the FO overflow tank. Starboard LSHFO deep storage tank (F056) remotely operated A723-048
Company Procedure 1074) must be complied with at all time.
valve
• Safe means of access to barges/shore shall be used at all times.
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Deep Tank Port
063 031 023 060 059 (Port) LAH

LSH LAH LSH LAH 041
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
067 065
064 (120m3/h x 4kg/cm2)
LAH LAH H

075 F051
012 026
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
H
(Starboard) 056 044
Line Valves g) Signal to the shore installation to commence bunkering HFO at Procedure for Transferring Heavy Fuel Oil between Heavy
a slow rate. Fuel Oil Deep Storage Tanks using the Heavy Fuel Oil Transfer
Description Valve
Port bunker manifold valve A723-011 Pumps
h) Check the ship to shore connection and pipeline for leaks.
Starboard bunker manifold valve A723-012
It is possible to transfer HFO between the port and starboard deep tanks for
Port filling line valve A723-036 i) Check that HFO is flowing into the required HFO storage
trim or other purposes.
Starboard filling line valve A723-038 tank(s), and not to any other tank.
HFO transfer pump line suction isolating valve A723-037 There are two HFO transfer pumps and either can be used for transferring HFO
j) Increase the bunkering rate to the agreed maximum.
HFO drain tank line valve A723-039 between the deep storage tanks. The transfer pipeline is set up at the FO mimic
but the HFO transfer valves are manually operated and must be set locally.
k) Commence taking the bunker sample at the cock at the deck
Normally the HFO transfer pump suction and discharge valves are maintained
Manual System Valves manifold.
in the open position.
Position Description Valve l) As the level in the first storage tank approaches 90%, open
Closed HFO transfer pump suction crossover valve A723-067 another tank filling valve to top up the tank slowly, then close Note: Transferring fuel oil between bunker tanks can have an adverse effect
the first tank’s filling valve when the required 95% full level on the stability of the ship. Such transfer should only be undertaken after
Closed No.1 HFO transfer pump suction valve A723-013
is reached. At least one tank filling valve must be open at all consultation with the deck department when details of the amount of oil to
Closed No.2 HFO transfer pump suction valve A723-014 be transferred and the tanks involved are discussed.
times.
Closed No.1 HFO transfer pump discharge valve A723-015
Closed No.2 HFO transfer pump discharge valve A723-016 m) Fill the remaining tanks in the same way. For the final storage a) Select the HFO transfer pump to be used.
Closed Overflow tank (M02) suction valve A723-017 tank the filling rate must be reduced by slowing the pumping
Closed HFO settling tank (M03) suction valve A723-022 operation and this must be signalled to the barge or shore b) Determine how much fuel is to be transferred and check that
station. there is sufficient capacity in the receiving deep storage tank to
Closed LSHFO settling tank (M04) suction valve A723-019 accommodate the HFO being transferred.
Closed HFO service tank (M05) suction valve A723-021
n) When the final tank is full, the barge or shore installation must
Closed LSHFO service tank (M07) suction valve A723-018 be signalled to stop pumping. Note: System valves are remotely operated and are normally set from the
Closed HFO drain tank suction valve A723-028 FO Transfer and Filling mimic. Pump valves and pump system connection
o) Ensure that the sample containers are properly sealed and valves are manually operated and must be set in the engine room.
Note: It is essential that the tank valve is open for any particular tank have them despatched for analysis, as required by the Chief
together with the line valves connecting that tank to the bunker supply Engineer’s Standing Orders. c) Set up the pump valves as in the following table. The description
manifold. Failure to open all valves will prevent the tank from being filled used assumes that No.1 HFO transfer pump is being used and
and will result in over pressure in the bunker line. p) Open the bunker line vent valve and allow the hose to drain that HFO is being transferred from the port HFO deep tank
back to the supplier. Allow the bunkering line to drain to the F053 to the starboard HFO deep tank F054.
d) Open the valve at the selected bunkering station, A713-011 for final tank which has been filled.
the port bunker station or A713-012 for the starboard bunker Position Description Valve
station. After the bunker line is set for loading HFO into q) Close all bunker station valves, the line valves and tank filling Closed Remotely operated bunker line valve to port A723-036
selected tanks the line settings must be checked to ensure that valves. Check that all valves are closed. tanks
the HFO will only go to the selected tanks. Closed Remotely operated cross connection valve A723-047
r) Disconnect the hose and replace the blank at the bunker station
between the port and starboard tanks
e) Establish effective communication between the cargo control connection.
Open Port (F053) HFO deep tank quick-closing valve A723-052
room, the engine room, the deck filling manifold and the
bunkering shore installation using telephones, portable radios or s) Check tank levels and agree quantity supplied then, if satisfied, Open Port (F053) HFO deep tank remotely operated A723-041
VHF. Bunkering control is normally from the GOS in the ship’s sign the bunker receipt. line valve
control centre. Closed Port (F055) HFO deep tank remotely operated A723-040
line suction valve
f) Agree filling rates and signalling systems with the barge or Closed Port (F057) LSHFO deep tank remotely operated A723-042
shore installation. Agree the quantity and specification of the line suction valve
fuel oil to be supplied. Open Remotely operated HFO transfer pump line A723-037
suction isolating valve
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Deep Tank Port
063 031 023 060 059 (Port) LAH

LSH LAH LSH LAH 041
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
067 065
064 (120m3/h x 4kg/cm2)
LAH LAH H

075 F051
012 026
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
H
(Starboard) 056 044
Position Description Valve d) Confirm the amount of HFO to be transferred and the tanks b) Set the valves as in the following table. The description assumes
between which the transfer is to take place; check that the that HFO is being taken from the port HFO deep tank F055 and
Closed Overflow tank (M02) suction valve A723-017
pipeline system valves have been correctly set. Check that the transferred to the HFO settling tank M03.
Closed HFO settling tank (M03) suction valve A723-022 blanks are fitted at the bunker station connections.
Closed LSHFO settling tank (M04) suction valve A723-019 Position Description Valve
Closed HFO service tank (M05) suction valve A723-021 e) Select No.1 HFO transfer pump for manual operation. Start Tank Quick-Closing Valves
Closed LSHFO service tank (M07) suction valve A723-018 No.1 HFO transfer pump and commence the transfer of HFO
Open Port HFO deep tank (F053) quick-closing A723-052
between the selected tanks. Check that the HFO is going from
Closed HFO drain tank suction valve A723-028 valve
the selected tank to the designated tank and not any other tanks.
Open No.1 HFO transfer pump suction valve A723-013 The pipeline system must be checked for leaks. Open Port HFO deep tank (F055) quick-closing A723-051
Open No.1 HFO transfer pump discharge valve A723-015 valve
Open No.2 HFO transfer pump suction valve A723-014 f) Stop the operating HFO transfer/bunker pump when the desired Open Port LSHFO deep tank (F057) quick-closing A723-053
Open No.2 HFO transfer pump discharge valve A723-016 quantity of HFO has been transferred. valve
Open HFO transfer pump crossover suction valve A723-067 Open Starboard HFO deep tank (F051) quick- A723-054
g) Close the tank and line valves as necessary. closing valve
Open HFO transfer pump crossover discharge valve A723-066
Open Starboard HFO deep tank (F052) quick- A723-057
Closed Crossover suction valve to MDO line A723-065 h) Record details of the HFO transfer in the Oil Record Book. closing valve
Closed Crossover discharge valve to MDO line A723-064
Open Starboard HFO deep tank (F054) quick- A723-056
Closed Filling valve to LSHFO settling tank (M04) A723-020 Note: The procedure is the same for transferring HFO between any other closing valve
Closed Filling valve to HFO settling tank (M03) A723-023 tanks except for the setting of the system and tank valves.
Open Starboard LSHFO deep tank (F053) quick- A723-055
Open Remotely operated bunker line valve to starboard A723-038 closing valve
deep tanks
Procedure for Transferring Heavy Fuel Oil from the Heavy Remotely Operated Line Valves
Closed Remotely operated line valve to transfer pump A723-039 Fuel Oil Storage Deep Tanks to the Heavy Fuel Oil Settling Closed Port HFO deep tank (F053) remotely operated A723-041
suction line valve
Tank
Open Starboard (F054) HFO deep tank quick closing A723-056 Open Port HFO deep tank (F055) remotely operated A723-040
valve HFO is transferred from the storage deep tanks to the HFO settling tank as line valve
Open Starboard (F054) HFO deep tank remotely A723-044 required. The normal arrangement is for automatic transfer using either No.1 or Closed Port LSHFO deep tank (F057) remotely A723-042
operated line valve No.2 HFO transfer pump in automatic mode, the selected pump being started operated line valve
Closed Starboard (F052) HFO deep tank quick closing A723-057 and stopped according to the level in the HFO settling tank. Selection is made Closed Starboard HFO deep tank (F051) remotely A723-047
valve at the Bunker System mimic; the pump is selected followed by the tank (M03 operated line valve
Closed Starboard (F052) HFO deep tank remotely A723-045 HFO settling tank or M04 LSHFO settling tank). The level in the selected tank
Closed Starboard HFO deep tank (F052) remotely A723-045
operated line valve then controls the selected pump.
operated line valve
Closed Starboard (F051) HFO deep tank quick closing A723-054 Closed Starboard HFO deep tank (F054) remotely A723-044
valve When the HFO transfer pump is selected for automatic operation the pump is
started when the level in the HFO settling tank falls to 70% full and the pump operated line valve
Closed Starboard (F051) HFO deep tank remotely A723-043 Closed Starboard LSHFO deep tank (F053) remotely A723-044
stops when the tank level rises to 90% full. The pumps may be manually
operated line valve operated line valve
operated if required but that requires constant supervision by the duty engineer
Closed Starboard (F056) LSHFO deep tank quick closing A723-055 during the pumping operation. When selected for automatic operation the HFO Closed Remotely operated bunker line valve to port A723-036
valve transfer pump will maintain the desired level in the HFO settling tank, starting tanks
Closed Starboard (F056) LSHFO deep tank remotely A723-048 and stopping as necessary. The duty engineer must ensure that the HFO deep Closed Remotely operated bunker line valve to A723-038
operated line valve tank from which fuel is taken has sufficient HFO to ensure that the HFO starboard tanks
Open HFO settling tank (M03) quick-closing valve A723-060 transfer pump does not lose suction at any time during automatic operation.
Open Remotely operated line suction valve from A723-037
Open HFO service tank (M05) quick-closing valve A723-059 During UMS periods the operating deep tank must always contain fuel.
port tanks
Open LSHFO settling tank (M04) quick-closing valve A723-062 Closed Remotely operated line suction valve from A723--039
a) Select either No.1 or No.2 HFO transfer pump for automatic
Open LSHFO service tank (M07) quick-closing valve A723-061 operation. starboard deep tanks
Closed Remotely operated cross connection valve A723-047
between the port and starboard tanks
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Deep Tank Port
063 031 023 060 059 (Port) LAH

LSH LAH LSH LAH 041
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
067 065
064 (120m3/h x 4kg/cm2)
LAH LAH H

075 F051
012 026
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
H
(Starboard) 056 044
Manually Operated Valves Procedure for Transferring Oil from the Fuel Oil Overflow Diesel Oil System
Position Description Valve Tank and the Heavy Fuel Oil Drain Tank to the Heavy Fuel
Oil Settling Tank Diesel oil for all purposes on board the ship is stored in the MDO storage tank
Open No.1 HFO transfer pump suction valve A723-013 F059 and the MDO service tank M10. Diesel oil is transferred from the storage
Open No.1 HFO transfer pump discharge valve A723-015 tank to the MDO service tank using the MDO transfer pump or the MDO
The procedure is the same as for transfer of HFO from the HFO deep tanks to
Open No.2 HFO transfer pump suction valve A723-014 the HFO settling tank except for valve settings and the fact that the transfer must separator (this HFO/MDO separator may be used for HFO or MDO). Diesel
Open No.2 HFO transfer pump discharge valve A723-016 be undertaken with the selected HFO transfer pump in manual operation. oil can be supplied to the main engine, generator engines and boiler, but under
Closed HFO transfer pump crossover suction valve A723-067 normal circumstances only the boiler pilot burner will be burning MDO. The
Prior to transfer the operator must ensure that the HFO settling tank has emergency generator uses MDO from its own service tank.
Closed HFO transfer pump crossover discharge A723-066
valve sufficient capacity to receive the oil being transferred. Both HFO transfer
pumps must be in manual mode to prevent automatic operation of the pumps The storage tank and the MDO service tank are filled from the MDO bunkering
Open HFO transfer pump crossover suction valve A723-067 lines; the bunker connections are located on the port and starboard side of the
during this transfer.
Open HFO transfer pump crossover discharge A723-066 ship at upper deck level. The bunkering line is fitted with a relief valve set at
valve 6.0kg/cm2, which discharges into the FO overflow tank. The MDO transfer
The remotely operated line valves from the HFO deep tanks are all closed and
Closed Inlet valve to LSHFO settling tank (M04) A723-020 the suction valve from the overflow tank (M02) (A713-017) or the HFO drain pump is located in the engine room at floor plate level and is used to transfer
Open Inlet valve to HFO settling tank (M03) A723-023 tank (M57) (A713-028) is opened. The HFO transfer pump is started and the from the MDO storage tank to the MDO service tank.
Other Tank Valves contents of the tank are pumped to the HFO settling tank.
It is possible to use one of the HFO transfer pumps for MDO service, and vice
Open HFO settling tank (M03) quick-closing valve A723-060 versa: for this purpose the suction and discharge interconnection blanks must
At the completion of transfer details must be recorded in the Fuel Oil Transfer
Closed HFO settling tank (M03) line valve A723-022 be changed.
Book or the Log Book.
Open HFO service tank (M05) quick-closing valve A723-059
Closed HFO service tank (M05) line valve A723-022 Diesel Oil System Tanks
Open LSHFO settling tank (M04) quick-closing A723-062 Low Sulphur Fuel Oil
valve Capacities (SG 0.890)
Low sulphur fuel oil is stored in two low sulphur fuel oil deep tanks (F056 Compartment Volume 100% Weight 95%
Closed LSHFO settling tank (M04) line valve A723-019
and F057). (m3) (Tons)
Open LSHFO service tank (M07) quick-closing A723-061
valve MDO storage tank F059 276.9 234.1
The procedure for the transfer of LSHFO from deep tanks to the LSHFO
Closed LSHFO service tank (M07) line valve A723-018 settling tank is the same as the procedure for transferring HFO from deep tanks MDO service tank (M44) 130.4 110.3
Closed Overflow tank (M02) suction valve A723-017 to the HFO settling tank, except for the setting of the valves and the pumps; at Emergency generator MDO tank (M48) 3.0 2.5
Closed HFO drain tank valve A723-028 the Bunker System mimic tank M04 is selected as the controlling tank and the Total Capacity for MDO on Board 410.3 346.9
level in this tank will then start and stop the selected HFO transfer pump. The
b) Start the selected HFO transfer pump. As the pump is selected operator must ensure that the pump is selected for LSHFO transfer in order to The outlet valves from the MDO storage tank and the MDO service tank are
for automatic operation it will start and stop according to the ensure that the pump operates according to the level switches in the LSHFO of the remote operated quick-closing type, with a collapsible bridge which is
operation of the level switches in the HFO settling tank. settling tank. pneumatically operated from the ship’s fire station. After being tripped from
the ship’s fire station the valve must be reset manually. The MDO service tank
The remotely operated line valves are changed at the fuel mimic in order to set is also fitted with a self-closing test cock to test for the presence of water and
Note: The duty engineer must always ensure that there is sufficient HFO in
up the system for LSHFO transfer. to drain any water present. A tundish under the self-closing test cock drains
the selected HFO deep tank, especially during a period of UMS operation.
any liquid to the FO sludge drain tank. All tanks are provided with temperature
When a deep tank is nearly empty the duty engineer should operate the HFO
indication on the bunker, tank heating mimics and the HFO temperature control
transfer pump in manual mode, pumping oil until the pump loses suction
mimic, plus remote level indication which registers at the mimic in the OWS.
indicating that the deep tank is empty. The operator should then operate the
The storage tank high level alarm set at 95 % capacity.
valves to take suction from another deep tank. Selection of operating HFO
deep tank should always be made in co-operation with the deck department
MDO storage tank valve has a remotely operated line valve and is controlled
in order to ensure stability of the vessel.
from the Bunkering System mimic; this mimic also shows the level in the
tanks.
The procedure for taking HFO from any of the other HFO deep tanks is the
same as that described above except for the setting of the deep tank remotely
operated valves.
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Deep Tank Port
063 031 023 060 059 (Port) LAH

LSH LAH LSH LAH 041
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
067 065
064 (120m3/h x 4kg/cm2)
LAH LAH H

075 F051
012 026
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
H
(Starboard) 056 044
Procedure for Loading Diesel Oil From a Shore Installation or k) Disconnect the hose and refit the blank. Procedure for the Transfer Ashore of Diesel Oil using the
Bunker Barge Diesel Oil Transfer Pump
l) Collect the MDO sample and have it sent for analysis.
The precautions and organisation for loading MDO which should be followed The precautions and organisation for loading MDO should followed, as
are the same as described for HFO. m) Check the quantity of MDO delivered to the storage tanks, agree described for HFO.
the delivery quantity with the supplier and sign the receipt.
a) The bunker line blank is removed and the bunkering hose a) Open the MDO storage tank or MDO service tank valves;
connected at the bunker connection to be used. The joint should n) Complete the Oil Record Book as described above. valves A723-052 and A723-041 for the MDO storage tank F059
be inspected and replaced if it shows signs of damage. or valves A723-063 and A723-032 for the MDO service tank
M10.
Procedure for the Transfer of Diesel Oil using the Diesel Oil
b) A drip tray is arranged beneath the bunker pipe connection and
equipment should be organised to deal with any oil spill.
Transfer Pump b) Open the MDO transfer pump suction valve A713-034 and the
discharge valve A713-033.
MDO is transferred from the MDO storage tank F059 to the MDO service tank
c) Ensure that the blank on the other bunkering connection is
M10 using the MDO transfer pump. c) Ensure that the bunker line remotely operated valve A713-027
secure and that the valve is closed. Ensure that the drain and
sampling valves are closed. is closed.
a) Open the MDO storage tank quick closing valve A713-052 and
remotely operated valve A713-041.
d) Open the necessary valves as in the following table. Usually the d) Ensure that the crossover valves to the HFO transfer pumps
MDO service tank will have been filled from the MDO storage A713-065 and A713-064 are closed and that the blanks are in
b) Open the MDO transfer pump suction valve A713-034 and the
tank via the separator, so only the valves for the MDO storage the closed position; this is the normal state.
discharge valve A713-033.
tank will be open. However, it may be necessary to fill both the
MDO storage tank and the MDO service tank from the bunker e) Close the filling valve on the MDO service tank A713-031 and
c) Ensure that the bunker line remotely operated valve A713-027
connection if both tanks are depleted. open the discharge valve to the bunkering manifold A713-030.
is closed and that the suction line valve from the MDO service
tank (A713-032) is closed.
Description Valve f) Remove the blank at the appropriate bunker connection and
connect the shore pipe.
MDO storage tank (F059) quick-closing valve A723-058 d) Ensure that the crossover valves to the HFO transfer pumps
MDO storage tank (F059) remotely operated line valve A723-046 A713-065 and A713-064 are closed and that the blanks are in
g) Ensure that the shore station or barge can receive the MDO.
MDO service tank manually operated line valve A723-032 the closed position; this is the normal state.
MDO service tank quick-closing valve A723-063 h) Open the selected bunker station valve, A713-025 for the port
e) Open the filling valve on the MDO service tank A713-031 and
Starboard side bunker station valve A723-026 bunker station, A713-026 for the starboard bunker station.
close the discharge valve to the bunkering manifold A713-030.
Port side bunker station valve A723-025
i) Set up appropriate signalling systems as mentioned in the
f) Start the MDO transfer pump and pump the desired quantity of
section on taking HFO bunkers.
e) When all pipes and connections are checked, signal the shore MDO from the MDO storage tank to the MDO service tank.
installation or bunker barge to commence pumping at the agreed
j) Start the MDO transfer pump.
low rate. g) Stop the pump when the desired quantity of MDO has been
transferred.
k) Stop the pump when the desired quantity of MDO has been
f) When it is confirmed that there are no leaks, signal to increase
pumped ashore or to the barge.
the delivery rate to the agreed maximum. h) Close all tank, line and pump valves. Record the transfer in the
Oil Record Book.
l) Close all tank, line and pump valves. Remove the bunker line
g) Begin taking a sample of the delivered MDO.
hose and refit the blank. Record the transfer in the Oil Record
Book.
h) As the level in the storage tank approaches 80%, signal to
reduce the delivery rate.
i) When the required quantity has been received signal the shore
to stop pumping.
j) Open the vent and allow the bunker hose to drain.
LAH LAH F055 H
Heavy Fuel Oil
Deep Tank
F053 051
To To 022 021 (Port) 040
Deep Tank Port
063 031 023 060 059 (Port) LAH

LSH LAH LSH LAH 041
046 001
LAH Set 4 kg/cm2

F057 Low Sulphur
Heavy Fuel Oil 093
Deep Tank H
032 (Port)
PT PI PI+- PI+-
053
042
Set 6 kg/cm2
029 033 034
(20m3/h x 3kg/cm2)
H H PT
037 036
Set 6 kg/cm2
077
027
PT
Set 4 kg/cm2
030 095 Set 4 kg/cm2
094
H
074 015 PT PI PI+- PI+- 013 H 038
066 H
067 065
064 (120m3/h x 4kg/cm2)
LAH LAH H

075 F051
012 026
055
020 019 018 017 048
028 Key 002
062 061 LAH LAH H
Heavy Fuel Oil
Starboard
H
(Starboard) 056 044
Procedure for the Transfer of Diesel Oil using the Fuel Oil
Transfer Pump
In the event of failure of the MDO transfer pump. No.2 HFO transfer pump
may be used to transfer MDO. In order to do this the following has to be
completed:
a) Close the crossover valves between No.1 and No.2 HFO transfer
pumps, A723-066 and A723-067.
b) Close the blanks on the suction and discharge crossover lines

between No.1 and No.2 HFO transfer pumps.
c) Open the suction and discharge crossover blanks between the

MDO and No.2 HFO transfer pumps.
d) Open No.2 HFO transfer pump suction valve A723-014 and

the pump discharge valve A723-016. The suction valve from
the HFO system A723-067 and the discharge valve to the HFO
system A723-066 must be closed. The suction valve from the
MDO system A723-065 and the discharge valve to the MDO
system A723-064 must be opened.
e) Open the MDO storage tank quick-closing valve A723-058 and

remotely operated line valve A723-046. Close the remotely
operated bunker line valve A723-027 and the suction line valve
from the MDO service tank A723-032.
f) Open the MDO service tank filling valve A723-031.
g) No.2 HFO transfer pump may be started and the desired quantity
of MDO pumped to the MDO service tank.
CAUTION
Ensure that all HFO is flushed out of the HFO transfer pump prior to
using it on MDO. This can be achieved by opening the MDO suction and
pumping for a few moments with a discharge to the HFO tanks open.
Before starting the pump to transfer MDO, make absolutely sure that all
discharges to the HFO system are securely closed.
Illustration 2.7.2a Fuel Oil and Diesel Oil Separating System
101 104
135 136 137
107-005
To Heavy Fuel Oil To Heavy Fuel Oil To Heavy Fuel Oil
Collection Tank Collection Tank Collection Tank
TI TI TI
105 107 109

PI PI PI
No.1 Heavy Fuel Supply Pump No.2 Heavy Fuel Supply Pump Heavy Fuel Oil/Marine
Oil Separator Oil Separator Diesel Oil Separator Supply Pump
for No.1 Heavy for No.2 Heavy Heavy Fuel Oil/
(8.2m3/h) Fuel Oil Separator (8.2m3/h) Fuel Oil Separator (8.2m3/h)
Marine Diesel Oil
(8.2m3/h x 2kg/cm2) 922-004 (8.2m3/h x 2kg/cm2) 922-005 Separator
PI PI PI
(8.2m3 /h x 2kg/cm2)
106 922-003 108 922-006 110
111 112 113 114 115 116 EPS

117
102 Linked
103
Locked
120 143 144 146 145 118 E
Closed
To Heavy Fuel
Oil Transfer
123
122 Pump
Leak Oil
Key
To M07 M05 To
Marine Diesel Oil from From Heavy To Marine Diesel Heavy Fuel Low Sulphur Heavy Fuel Oil Heavy Fuel Heavy Fuel Oil To Marine Diesel
131 132
Generator Engines Fuel Oil Module Oil Transfer Pump Oil Transfer Heavy Fuel Oil Service Tank Oil Transfer Oil Transfer Pump
Pump Service Tank (166.8m3) Pump Marine Diesel Oil
(158.8m3) A723
A723-063 121 A723-062 A723-060 124 125
Lubricating Oil -058
M53 LSH M10 M04 M03 Steam F059

Heavy Fuel Oil Marine Diesel Oil Low Sulphur Heavy Fuel Oil Heavy Fuel Oil Marine Diesel Oil
Sludge Collection Tank Service Tank Settling Tank Settling Tank Condensate Storage Tank
(22m3) LSL (130.5m3) (149.8m3) (284.5m3) (305.8m3)
Electric Signal
2.7.2 Fuel Oil And Diesel Oil Separating System The solid particles suspended in the oil settle on the underside of the discs
CAUTION and slide down into the solids holding space at the periphery of the bowl. The
Centrifuges operate on an automatic sludging system but failure of the smooth disc surfaces allow the solids to slide down and provide self-cleaning
Heavy Fuel Oil Separator system to effectively discharge sludge can cause overload and subsequent of the discs. Each bowl assembly is fitted with a regulating ring, sometimes
Maker: Westfalia breakdown of the bowl arrangement which rotates at high speed. After referred to as a gravity disc. The diameter of the gravity disc will determine
No. of sets: 2 manual cleaning, care is needed to ensure that the bowl is assembled the position of the interface between the oil and the collected separated water
correctly, as incorrect assembly can result in disintegration at high and is set according to the density of the oil to be cleaned.
Model: OSD60-0136-067/60
rotational speed. All operating and maintenance precautions stipulated
Capacity: 7,210 litres/h by the manufacturer in the maintenance manual must be observed. Being of the self-cleaning type, the accumulated solids within the holding
Heavy Fuel Oil Separator Supply Pump space are ejected at predetermined intervals depending on the quality of the
There are three centrifugal self-cleaning HFO separators, two are dedicated to oil. The cleaning cycle is achieved automatically; a number of control valves
Maker: Kral HFO and the third to HFO and MDO. The HFO/MDO separator is normally act to allow the oil to bypass the separator and to open the bowl for a set time.
Type: Screw set for MDO operation but it can be used for HFO if necessary. Normally one There is a water monitoring system (WMS), which controls the discharge of
No. of sets: 2 HFO separator is in use, with the second being cleaned or ready to use. Each water and a sludge monitoring system (SMS), which controls the discharge of
separator is equipped with a supply pump, duplex filter and steam heater; the sludge.
Model: KF 118 DDA
separators are located in the separator room.
Capacity: 8,300litres/h
Instrument air is supplied to the separators to control the supply of oil to the Separator Control System
Heavy Fuel Oil/Marine Diesel Oil Separator
bowl and the automatic discharge facility. Fresh water is supplied for sealing
Maker: Westfalia and flushing purposes. The D10 control unit is used for the automatic ejection control and condition
No. of sets: 1 monitoring of the fuel oil separator. Each fuel oil separator has its own D10
Model: OSD60-0136-067/60 The HFO separators normally draw from the HFO and LSHFO settling tanks, control unit.
Capacity: 7,110 litres/h but they may also take suction from the HFO and LSHFO service tanks. The
cleaned HFO or LSHFO is passed to the HFO or LSHFO service tank. The control unit has three modes of operation:
Heavy Fuel Oil/Marine Diesel Oil Separator Supply Pump 1) Partial ejections
The HFO and LSHFO service tanks overflow back to the associated settling
Maker: Kral 2) Total ejections
tank. Normally the separator throughput is set to match the fuel consumption
Type: Screw in the main and generator engines but if the separator throughput exceeds 3) Preselected partial ejections followed by total ejection
No. of sets: 1 the consumption the excess delivered to the service tank will overflow to the
Model: KF 118 DDA settling tank. The monitoring and control system provides two basic monitoring systems:
Capacity: 8,300 litres/h 1) Water monitoring system (WMS)
The separator supply pump feeds oil to its associated separator via a heater.
Heaters The steam heaters maintain an oil temperature of 98ºC and from the heater 2) Sludge space monitoring system (SMS)
Maker: Aalborg the HFO flows into the separator. After cleaning the oil is discharged to the
HFO service tank, or to the low sulphur HFO service tank if applicable. The Water Monitoring System
No. of sets: 3
separator has an alarm which activates if the HFO temperature exceeds 108ºC
Model: Vesta MX or falls below 88ºC. Water which is separated from the oil collects in the outer part of the bowl. The
separating disc in the bowl continuously directs a small flow from the outer
part of the bowl to the sensing liquid pump, which discharges this flow to a
Introduction Separator Operation conductivity sensor. If the conductivity sensor detects the presence of water it
means that a reasonable amount of water is present in the bowl. The control
WARNING Liquid mixtures and solid/liquid mixtures can be separated by two methods, system then opens a solenoid operated valve to discharge the water through
Care must be taken when operating the separator system. Hot oil and the gravity field of a settling tank or the centrifugal field of a separator bowl. the dirty water outlet; the separator is operating as a purifier. When the water
steam are present and can result in serious injury if leakage occurs. Both systems rely on the product components having different densities. Since has been discharged the valve is closed and the separator resumes operation
There is a fire risk from the presence of hot oil and all precautions must the centrifugal force of a separator is considerably more effective than the as a clarifier.
be taken to prevent a fire and to deal with one should an outbreak occur. gravity field of a settling tank the centrifugal force method is used. The heated
The extinguishing system must be checked frequently. dirty oil enters the separator and the centrifugal force created by the rotating
bowl causes the liquid mixture to separate into its different constituents within
the disc stack.
101 104
135 136 137
107-005
TI TI TI
105 107 109

PI PI PI
Marine Diesel Oil
PI PI PI
(8.2m3 /h x 2kg/cm2)
106 922-003 108 922-006 110
111 112 113 114 115 116 EPS

117
102 Linked
103
Locked
120 143 144 146 145 118 E
Closed
To Heavy Fuel
Oil Transfer
123
122 Pump
Leak Oil
Key
To M07 M05 To
131 132
(158.8m3) A723
A723-063 121 A723-062 A723-060 124 125

(22m3) LSL (130.5m3) (149.8m3) (284.5m3) (305.8m3)
Electric Signal
Sludge Monitoring System Procedure for Separating Heavy Fuel Oil in the Centrifugal Position Description Valve
Desludging of the bowl normally takes place at timed intervals, which are Separator System Open No.1 HFO separator supply pump suction A713-112
changed to suit the quality of the oil being treated. A sensor in the sludge valve from the HFO/LSHFO settling tanks
monitoring system detects the buildup of sludge/water in the sludge space of The procedure described is for one separator operation, with a single separator
Closed No.1 HFO separator supply pump suction A713-111
the bowl. If the amount of sludge becomes excessive, the system will activate dealing with the HFO and the other unit being cleaned or awaiting operation.
valve from the HFO/LSHFO service tanks
the automatic desludging procedure even though a timed desludging operation The description assumes that HFO is being treated and that the LSHFO system
is shut off. The description also assumes that the HFO/MDO is set for MDO Open No.1 HFO separator supply pump suction A713-106
is not due. If there are more than two untimed desludging operations between
separation. The supply pipeline is set remotely via the FO Service Mimic. valve
normal timed desludging operations an alarm is activated and this requires the
intervention of an engineer. Open No.1 HFO separator supply pump discharge A713-105
a) Ensure that the automatic HFO settling tank filling system valve
The illuminated Liquid Crystal Display (LCD) provides information about the is operating as described in section 2.7.1 of this machinery Operational No.1 HFO separator three-way valve
operating parameters of the separator; all the relevant process data and alarm operating manual. Open No.2 HFO separator supply pump suction A713-114
conditions are displayed. The components which are controlled or monitored valve from the HFO/LSHFO settling tanks
by the control system include: b) Check and record level of oil in HFO settling tank M03 and the Closed No.2 HFO separator supply pump suction A713-113
HFO service tank M05. valve from the HFO/LSHFO service tanks
• Oil inlet/bypass valve (three-way circulation valve)
Open No.2 HFO separator supply pump suction A713-108
• Flushing water c) All valves in the separator system are to be initially closed.
valve
• Operating water Open No.2 HFO separator supply pump discharge A713-107
d) Clean the separator feed pump strainers.
• Circuit and water discharge valve valve
• Water sensor e) Set the valves, as indicated in the table below, to take suction Operational No.2 HFO separator three-way valve
from the HFO settling tank M03 and discharge cleaned HFO to Open Separator discharge line valve A713-101
• Oil inlet temperature the HFO service tank M05. The operator must check that the Open Separator discharge line valve A713-104
• Audible alarms valves are correctly set before starting the separator.
Set Three-way linked cross-connection valves at
the MDO separator (Set to MDO tanks)
Software assignment for each separator is carried out in the factory using
a password function. Any alterations to the set parameters should only be Position Description Valve
CAUTION
carried out by a person authorised to make such changes. Changes in parameter Open HFO settling tank (M03) quick-closing suction A713-060
settings is not an operational requirement of the separators and is not normally Before operating a separator a second check must be made to ensure
valve
necessary once the system has been configured for the type of fuel oil being that the correct valves are open for the separator, heater and pump to
Open HFO settling tank (M03) suction line valve A713-145 be operated as well as the HFO tank system.
treated. If any change in parameter settings is required this must only be
carried out with the approval of the Chief Engineer and after consultation with Open HFO settling tank (M03) recirculation inlet A713-124
the control system manual. valve The separator heater is supplied with steam as the heating medium and the
Closed HFO service tank (M05) separator pump A713-146 drain valve from the heater must always be open. The heater is controlled by
The desludging time interval is initially set so that the bowl will open and suction line valve the control system and the main separator control system regulates the steam
discharge the sludge and water before the sludge space is filled. If the desludging Open HFO service tank (M05) filling valve A713-123 supply to give the correct temperature for the grade of oil. This temperature
time interval is too short there is excessive sludging and performance of the Closed LSHFO settling tank (M04) quick-closing A713-062 will have been set at commissioning and will not require changing unless the
system can suffer. suction valve grade of HFO is changed.
Closed LSHFO settling tank (M04) suction line A713-143 The separator regulating discharge valve should be set for the desired discharge
The fuel oil separators require compressed air and fresh water supplies for valve
control and bowl operation/flushing. Supply systems for these are covered pressure and should not be adjusted during normal running conditions.
Closed LSHFO service tank (M07) separator pump A713-144
in the relevant control air system and fresh water sections, 2.10.3 and 2.14.1
suction line valve f) Ensure the separator brake is off and that the bowl is free to
respectively.
Closed LSHFO service tank (M07) filling valve A713-122 rotate. Check the separator gearbox oil level.
Each separator has an air driven Wilden sludge pump which discharges sludge Closed HFO line valve to the HFO/MDO separator A713-115
from the separator sludge box to the FO sludge collection tank M53; the pump supply pump g) Turn the separator power supply switch to the ON position and
operates automatically when a sludging of the separator bowl is activated. Open Settling tank pump suction line valve A713-102 check that there is power at the control box and that the control
There are outlet valves to the FO sludge collection tank from each separator panel is illuminated.
Open Service tank pump suction line valve A713-103
and these valves should normally be left open.
101 104
135 136 137
107-005
TI TI TI
105 107 109

PI PI PI
Marine Diesel Oil
PI PI PI
(8.2m3 /h x 2kg/cm2)
106 922-003 108 922-006 110
111 112 113 114 115 116 EPS

117
102 Linked
103
Locked
120 143 144 146 145 118 E
Closed
To Heavy Fuel
Oil Transfer
123
122 Pump
Leak Oil
Key
To M07 M05 To
131 132
(158.8m3) A723
A723-063 121 A723-062 A723-060 124 125

(22m3) LSL (130.5m3) (149.8m3) (284.5m3) (305.8m3)
Electric Signal
h) Start the separator supply pump by pressing the FEED PUMP Procedure to Stop the Separator
1 pushbutton at the separator local panel. The three-way valve Position Description Valve
will ensure the HFO bypasses the separator and returns to HFO a) Press the PROCESS STOP soft pushbutton. Two total ejections Closed HFO settling tank (M03) quick-closing suction A713-060
settling tank M03. will be triggered and the separator will stop automatically. The valve
HFO will be automatically recirculated through the three-way Closed HFO settling tank (M03) suction line valve A713-145
i) Start the separator by pressing the SEPARATOR 1 pushbutton at valve back to HFO settling tank M03. Closed HFO settling tank (M03) recirculation inlet A713-124
the local panel. Ensure that the bowl runs up to speed smoothly valve
before continuing. b) Regulate the steam to the heater and allow the oil to cool. Closed HFO service tank (M05) separator pump A713-146
suction line valve
j) Using the manual valves on the solenoid valves ensure the c) The separator is stopped by pressing the SEPARATOR 0
Closed HFO service tank (M05) filling valve A713-123
operating water opens and closes the bowl. pushbutton and supply pump is stopped by pressing the FEED
PUMP 0 pushbutton. Open LSHFO settling tank (M04) quick-closing A713-062
k) Ensure that the D10 control unit is switched on and that it is suction valve
fully functional. The LAMP TEST pushbutton, on the D10 d) Close the control air and operating water valves to the separator Open LSHFO settling tank (M04) suction line A713-143
panel, must be pressed to test all illuminated indicators. along with any other valves opened prior to start up. valve
Open LSHFO service tank (M07) separator pump A713-144
l) Slowly open the steam supply for the separator heater; the drain e) Once the separator has come to a complete stop the brake can suction line valve
valve is normally left open. be applied and preparations made for cleaning if required. Open LSHFO service tank (M07) filling valve A713-122
Closed HFO line valve to the HFO/MDO separator A713-115
m) Check that the automatic controller has taken control of the CAUTION supply pump
system and is maintaining the oil at the correct temperature.
It is essential that the manufacturer’s instructions regarding the stopping Open Settling tank pump suction line valve A713-102
and dismantling of the separator are followed exactly to avoid the risk of Open Service tank pump suction line valve A713-103
n) Once the HFO temperature is above the minimum setting, start
damage. Separator bowls rotate at very high speed and any imbalance
the programme by pressing PROCESS START soft pushbutton Open No.1 HFO separator supply pump suction A713-112
or loose connection can have serious consequences.
on the D10 control panel. This will initiate a start sequence valve from the HFO/LSHFO settling tanks
including a sludge and discharge test and operate the separator Closed No.1 HFO separator supply pump suction A713-111
in automatic mode. Once the separator is running and no Separating Fuel Oil from the Fuel Oil Service Tank M24 valve from the HFO/LSHFO service tanks
signs of abnormal vibrations are evident, all temperatures and Open No.1 HFO separator supply pump suction A713-106
pressures should be recorded. Check the levels of the fuel tanks The HFO separators may be used for cleaning oil from the HFO service valve
in use. tank M05 and returning the cleaned oil to the HFO service tank M05. This
Open No.1 HFO separator supply pump discharge A713-105
is accomplished by opening the line outlet valve from the HFO service tank
valve
Note: The separator will operate automatically, sludging at timed intervals (M05), A713-146 and closing the line outlet valve from the HFO settling tank
A713-145. The quick-closing valve from the HFO service tank will already Operational No.1 HFO separator three-way valve
or when the control system detects high level of sludge in the bowl. Water
will be discharged automatically from the bowl. Manual intervention is not be open as it supplies the main fuel system. The separator valves are open as Open No.2 HFO separator supply pump suction A713-114
required but visual checks should be undertaken frequently to ensure that the in the procedure above but the pump suction valve from the settling tank line valve from the HFO/LSHFO settling tanks
system is functioning correctly. (A713-112 or A713-114) must be closed and the pump suction valve from the Closed No.2 HFO separator supply pump suction A713-113
service tank line (A713-111 or A713-113) must be open. valve from the HFO/LSHFO service tanks
The HFO separator may be operated continuously as required but it must Open No.2 HFO separator supply pump suction A713-108
be shut down periodically for cleaning and inspection according to the The separator is operated as above and HFO will be taken from the HFO valve
manufacturer’s recommendations. service tank M05 and returned to that tank after cleaning in the separator. Open No.2 HFO separator supply pump discharge A713-107
valve
The controller has been preprogrammed to perform the desired cycle for
Separating Low Sulphur Fuel Oil Operational No.2 HFO separator three-way valve
HFO separation. A change in the programmed settings may be required if
the specification of the HFO is changed. The controller handbook must be Open Separator discharge line valve A713-101
The HFO separators may be used for treating low sulphur fuel oil in exactly Open Separator discharge line valve A713-104
consulted for instructions on changing system parameters. Parameters must
the same way as described in the procedure above for cleaning HFO. LSHFO
only be changed by approved personnel and with the permission of the Chief Set Three-way linked cross-connection valves at
is taken from the LSHFO settling tank (M04) and cleaned in the operating
Engineer. the MDO separator (Set to MDO tanks)
separator then discharged to the LSHFO service tank.
The procedure is the same as above except for the setting of the valves.
101 104
135 136 137
107-005
TI TI TI
105 107 109

PI PI PI
Marine Diesel Oil
PI PI PI
(8.2m3 /h x 2kg/cm2)
106 922-003 108 922-006 110
111 112 113 114 115 116 EPS

117
102 Linked
103
Locked
120 143 144 146 145 118 E
Closed
To Heavy Fuel
Oil Transfer
123
122 Pump
Leak Oil
Key
To M07 M05 To
131 132
(158.8m3) A723
A723-063 121 A723-062 A723-060 124 125

(22m3) LSL (130.5m3) (149.8m3) (284.5m3) (305.8m3)
Electric Signal
Diesel Oil Separator System Position Description Valve j) Ensure that the D10 control unit is switched on and that it is
fully functional. The LAMP TEST pushbutton, on the D10
Set MDO three-way suction valve (set for MDO
Diesel oil is cleaned in the same way as HFO but there is only one separator panel, must be pressed to test all illuminated indicators.
storage tank F059)
dedicated to MDO (the HFO/MDO). The MDO is drawn from the MDO
storage tank F059 by the separator supply pump and it is passed through the Open MDO/HFO separator supply pump MDO line A713-117 k) Slowly open the steam supply for the separator heater; the drain
heater a before entering the separator. Even though MDO is being cleaned, the suction valve valve is normally left open.
oil is heated prior to entering the separator, as the increased temperature assists Set MDO/HFO separator supply pump three-way
in the separation process if the oil is initially cold. MDO in the storage tank suction valve (set for MDO) l) Check that the automatic controller has taken control of the
can become too cold for effective separation; the MDO storage tanks are not Closed MDO/HFO separator supply pump HFO A713-116 system and is maintaining the oil at the correct temperature.
fitted with heating coils. The normal heating temperature for MDO is 60°C; suction valve
the high temperature alarm is activated at a temperature of 70°C and the low Closed MDO/HFO separator supply pump HFO A713-117 m) Once the MDO temperature is above the minimum setting, start
temperature alarm is activated at a temperature of 50°C. Cleaned MDO is suction valve the programme by pressing PROCESS START soft pushbutton
then discharged to the MDO service tank (M10). It is possible to arrange for on the D10 control panel. This will initiate a start sequence
Open MDO/HFO separator supply pump suction A713-110
the separator pump to take suction from the MDO service tank and have the including a sludge and discharge test and operate the separator
valve
cleaned MDO returned to the MDO service tank. in automatic mode. Once the separator is running and no
Open MDO/HFO separator supply pump discharge A713-109 signs of abnormal vibrations are evident, all temperatures and
valve pressures should be recorded. Check the levels of the fuel tanks
The separator, supply pump and heater have the same specification as the HFO
separators and can therefore be used for purifying HFO. There are valves in the Operational MDO/HFO separator three-way valve in use.
suction and discharge lines which need to be correctly set in order to allow for Set MDO/HFO separator linked three way outlet
use as a HFO separator. The separator supply pump has suction valves which valves (set for MDO) Note: The separator will operate automatically, sludging at timed intervals
allows for change between MDO and HFO suction. Open MDO service tank filling valve A713-120 or when the control system detects high level of sludge in the bowl. Water
Closed MDO settling tank suction valve A713-125 will be discharged automatically from the bowl. Manual intervention is not
required but visual checks must be undertaken frequently to ensure that the
Procedure for Operating the Diesel Oil Separator
CAUTION system is functioning correctly.
The procedure described assumes that MDO is taken from MDO storage tank Before operating a separator a second check must be made to ensure
F059 and discharged to the MDO service tank M10. The separator heater is The MDO separator is batch operated in order to replenish the MDO service
that the correct valves are open for the separator, heater and pump to
supplied with steam as the heating medium and the drain valve from the heater tank as required.
be operated, as well as the MDO tank system.
must always be open. The heater is controlled by the separator’s control system
and the control system regulates the steam supply to give the correct temperature The controller has been preprogrammed to perform the desired cycle for
The separator regulating discharge valve should be set for the desired discharge
for the grade of oil. This temperature will have been set at commissioning and MDO separation. A change in the programmed settings may be required if
pressure and should not be adjusted during normal running conditions.
will not require changing unless the grade of MDO is changed. the specification of the MDO is changed. The controller handbook must be
consulted for instructions on changing system parameters. Parameters must
e) Ensure the separator brake is off and that the separator is free to
a) Check and record the level of oil in the MDO storage and only be changed by approved personnel and with the permission of the Chief
rotate. Check the separator gearbox oil level.
service tanks. Engineer.
f) Turn the separator power supply switch to the ON position and
b) All valves in the separator system are to be initially closed. check that there is power at the control box and that the control
panel is illuminated.
c) Clean the separator feed pump strainers.
g) Start the separator supply pump by pressing the FEED PUMP
d) Set the valves, as in the table below, to take suction from MDO 1 pushbutton at the separator local panel. The three-way valve
storage tank F059 and discharge to the MDO service tank will ensure the MDO bypasses the separator and returns to
M10. MDO storage tank F059.
Position Description Valve h) Start the separator by pressing the SEPARATOR 1 pushbutton
Open Quick-closing outlet valve from MDO storage at the local panel. Ensure that the bowl runs up to speed
tank F059 smoothly before continuing.
Closed Direct line suction valve to the MDO/HFO A713-118
i) Using the manual valves on the solenoid valves ensure the
separator supply pump (locked closed)
operating water opens and closes the bowl.
101 104
135 136 137
107-005
TI TI TI
105 107 109

PI PI PI
Marine Diesel Oil
PI PI PI
(8.2m3 /h x 2kg/cm2)
106 922-003 108 922-006 110
111 112 113 114 115 116 EPS

117
102 Linked
103
Locked
120 143 144 146 145 118 E
Closed
To Heavy Fuel
Oil Transfer
123
122 Pump
Leak Oil
Key
To M07 M05 To
131 132
(158.8m3) A723
A723-063 121 A723-062 A723-060 124 125

(22m3) LSL (130.5m3) (149.8m3) (284.5m3) (305.8m3)
Electric Signal
Procedure to Stop the Separator

a) Press the PROCESS STOP pushbutton. Two total ejections
will be triggered and the separator will stop automatically. The
MDO will be automatically recirculated through the three-way
valve back to the MDO storage tank.
b) Regulate the steam to the heater and allow the oil to cool.
c) The feed pump is stopped by pressing the FEED PUMP

0 pushbutton and the separator is stopped by pressing the
SEPARATOR 0 pushbutton.
d) Close the control air and operating water valves to the separator
along with any other valves opened prior to start up.
e) Once the separator has come to a complete stop the brake can
be applied and preparations made for cleaning if required.
Note: It is essential that the separator manufacturer’s instructions regarding

the stopping and dismantling of the separator are followed exactly to avoid
the risk of damage. Separator bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.
Separating Marine Diesel Oil from the Marine Diesel Oil

Service Tank M10
It is possible to clean the MDO already in the MDO service tank M10 using
the MDO/HFO separator. The procedure is exactly the same as that above for
cleaning MDO in the MDO storage tank F059 and transferring the cleaned
MDO to the MDO service tank M10, except for the setting of valves. MDO
is taken from the MDO service tank M10 and returned to the same tank. The
three-way suction valve for the supply pump must be set so that suction is
taken from the MDO service tank.
2.8 Lubricating Oil Systems
2 8.1 Main Engine Lubricating Oil System
2 8.2 Turbocharger Lubricating Oil System
2.8.3 Generator Engines Lubricating Oil System
2.8.4 Stern Tube Lubricating Oil System
2.8.5 Lubricating Oil Separating Systems
2.8.6 Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a Main Engine Lubricating Oil System
2.8.1b Main Engine Cylinder Lubricating Oil System
2.8.2a Main Engine Turbochargers Lubricating Oil System
2.8.4a Stern Tube Lubricating Oil System
2.8.5a Main Engine Lubricating Oil Separating System
2.8.5b Generator Engine Lubricating Oil Separating System

Illustration 2.8.1a Main Engine Lubricating Oil System
Key
050
To Cylinder Oil
Lubricating Oil Storage Tank
From Electrical Signal 001

Cylinder Oil
Lubricating Oil Automatic All Valves Prefixed with A714
Storage Tank PI +- PI
Cleaning Tank Filter PS Unless Otherwise Stated
Lubricating Oil Storage
A714 Tank Main Engine
-303 VI
046 032 (12m3)
030
VI
418 2 x Crosshead
From Lubricating
160m3/h x 12.0kg/cm2
Oil Separator
063
065
To Circulation
Bypass Filter PI +- PI
PS Pump
013
002
031 045 033
010
Turbocharger
To Lubricating Lubricating Oil 019
Oil Separator Circulation Tank
To Lubricating
(12m3)
Oil Sludge
420 Collecting Tank
To Oily Bilge
Drain Tank
TC
037
No.1 Main Engine 039

Lubricating 060 c
TI PI Oil Cooler PI TI c
413
CJC Filter PI +- PI
012 020
5m3/h x 098
5.6 kg/cm2
025 027 023 043
411
To Oily Bilge 089
Drain Tank 028 044 029
022 042
PI TC PI PS Lubricating Oil Transfer Pump 009
038
PI PS
11m3/h x 3.0kg/cm2
PI PS 014 015
TI PI
414 No.2 Main Engine
026 021 041
Lubricating 412
Oil Cooler
024 421 018
To Oily Bilge
From Lubricating Oil To Lubricating Drain Tank
Stern Tube Drain Tank Oil Separator 3 x Main Lubricating Oil Pumps
985m3/h x 8.0kg/cm2 Lubricating
Steam
Oil Sludge Tank
(72m3)
From Lubricating LAL
To Lubricating Oil 100% Condensate
Oil Separator 036 Steam
Stern Tube Drain Tank
Main Lubricating LAL
VI 70%
Oil Sump Tank
Condensate
(111m3)
419
2.8 Lubricating Oil Systems Introduction 160m3/h and a pressure of 12kg/cm2. The pumps cannot be started unless one
of the main lubricating oil pumps is running.
2.8.1 Main Engine Lubricating Oil System The main engine has four separate lubricating oil systems:
The lubricating oil flows to the crosshead via an articulated lever pipe from
• Main lubricating oil system
Main Lubricating Oil Pump where it is distributed to lubricate the crosshead bearing and the bottom end
• Crosshead booster lubricating oil system bearing.
Maker: Iron
No. of sets: 3 • Cylinder oil system
The oil from both the main and crosshead systems drains from the crankcase
Type: Centrifugal • Turbocharger lubricating oil system (see section 2.8.2) back to the LO sump. The lubricating oil temperature is regulated by means of
Model: CVLS 2-300/400-1569 a three-way control valve, which controls the cooling water flow through the
coolers in order to maintain an engine oil supply temperature of about 45°C.
Capacity: 985m3/h at 7.0kg/cm2 Main Bearing, Gear Drive and Piston Cooling Lubricating Oil
Each LO cooler is rated at 50% of the cooling load when the main engine is
System running at 85% CMCR.
Lubricating Crosshead Booster Oil Pump
Maker: Kral The main or crankcase lubrication system is supplied by three main pumps,
two located forward of the engine and one aft of the flywheel. Only one main Cylinder Lubrication System
No. of sets: 2
LO pump is required at any time and this is selected as the duty pump with one
Type: Screw other pump selected as the standby pump, ready for automatic cut-in should The lubrication of the cylinder liners and exhaust valve spindles is performed by
Model: KV-2201 AAA there be a lubricating oil pressure reduction or pump failure. The main LO a separate cylinder lubrication system. High alkaline lubricating oil is supplied
Capacity: 160m3/h at 12kg/cm2 pumps take their suction from the main engine sump and discharge oil to the to the main engine cylinders on a once through basis. Cylinder lubrication is
engine via the main LO coolers and an automatic backflush filter unit. The required in order to lubricate the piston rings to reduce friction between the
automatic filter is described below. A CJC bypass filter unit is fitted and this rings and liner, to provide a seal between the rings and the liner and to reduce
Cylinder Lubricating Oil Transfer Pump cleans oil from the main engine sump. The plate type LO coolers are cooled corrosive wear by neutralising the acidity of the products of combustion. The
Maker: Kral by water circulating in the low temperature (LT) central cooling fresh water alkalinity of the cylinder lubricating oil should match the sulphur content of the
No. of sets: 1 system. HFO supplied to the engine. If the engine is to be supplied with low sulphur
Type: Screw fuel, advice must be sought from the lubricating oil supplier as to the most
Supply pressure in the main lubrication system is 7.0kg/cm2, each pump has suitable cylinder oil to use.
Model: KF 42 AAA
a rated capacity of 985m3/h. The main LO system supplies oil to the main
Capacity: 3.0m3/h at 3.0kg/cm2 bearings, the fuel pump and servo pump gear drive, vibration damper and The amount of cylinder oil supplied to each cylinder can be individually
pistons, where it acts as a coolant. The cooling effect of the oil at the vibration adjusted and is also dependent upon the load on the engine; the load dependent
Automatic Lubricating Oil Filter dampers is important. Piston cooling oil flows to the crosshead through an quantity adjustment is made by the WECS. The oil is supplied by an electrically
Maker: Boll & Kirch articulated lever pipe and then flows up a bore in the piston rod to cool the driven lubricator pump unit and is injected into the cylinders through non-
piston; the cooling oil then flows back to the crosshead and into the engine return valves or quills. The lubrication injection points are located at two levels
No. of sets: 1
sump via a discharge pipe and flow indicator. in the cylinder liner with eight points at each level. The pump plungers are cam
Type: Automatic backflush driven by the electric motor and they draw oil from the pump unit lubricating
Capacity: 1,000m3/h at 7.0kg/cm2 Main bearing oil is also supplied to the control and servo oil pumps as feed oil box; the oil box is replenished from the cylinder oil service tank.
oil, this oil acts to control the fuel injection and exhaust valve systems. Oil
CJC Filter from the main bearing system acts as make-up oil for the hydraulic actuating The cylinder lubricator pump supply box is replenished by gravity with oil
system for the exhaust valves, the supply to the hydraulic pushrod being via a from the cylinder oil daily service tank. The supply pipe is trace heated in order
Maker: CJC non-return valve. to ensure flow of the cylinder oil in all temperature conditions. The cylinder oil
No. of sets: 1 daily service tank is replenished from one of the two cylinder oil storage tank
Type: Centrifugal The crosshead bearing LO booster pumps are supplied by a branch pipe from using the cylinder oil transfer pump. In the event of failure of the electrically
Capacity: 5.0m3/h at 5.6kg/cm2 the main bearing/piston cooling system after the filter unit. driven cylinder oil transfer pump a hand operated pump is provided.
Waste oil from the cylinders drains to the under piston space and any liquid
Crosshead Bearing Oil System accumulating in the under piston space is drained to the LO sludge collection
tank via the scavenge space drain tank.
One of two crosshead pumps takes suction from the main pump discharge after
the automatic backflush filter and supplies the crosshead bearings at the rate of
Illustration 2.8.1a Main Engine Lubricating Oil System
Key
050
To Cylinder Oil
Lubricating Oil Storage Tank
From Electrical Signal 001

Cylinder Oil
Lubricating Oil Automatic All Valves Prefixed with A714
Storage Tank PI +- PI
Cleaning Tank Filter PS Unless Otherwise Stated
A714 Tank Main Engine
-303 VI
046 032 (12m3)
030
VI
418 2 x Crosshead
From Lubricating
160m3/h x 12.0kg/cm2
Oil Separator
063
065
To Circulation
Bypass Filter PI +- PI
PS Pump
013
002
031 045 033
010
Turbocharger
To Lubricating Lubricating Oil 019
Oil Separator Circulation Tank
To Lubricating
(12m3)
Oil Sludge
420 Collecting Tank
To Oily Bilge
Drain Tank
TC
037
No.1 Main Engine 039

Lubricating 060 c
TI PI Oil Cooler PI TI c
413
CJC Filter PI +- PI
012 020
5m3/h x 098
5.6 kg/cm2
025 027 023 043
411
To Oily Bilge 089
Drain Tank 028 044 029
022 042
PI TC PI PS Lubricating Oil Transfer Pump 009
038
PI PS
11m3/h x 3.0kg/cm2
PI PS 014 015
TI PI
414 No.2 Main Engine
026 021 041
Lubricating 412
Oil Cooler
024 421 018
To Oily Bilge
From Lubricating Oil To Lubricating Drain Tank
Stern Tube Drain Tank Oil Separator 3 x Main Lubricating Oil Pumps
985m3/h x 8.0kg/cm2 Lubricating
Steam
Oil Sludge Tank
(72m3)
From Lubricating LAL
To Lubricating Oil 100% Condensate
Oil Separator 036 Steam
Main Lubricating LAL
VI 70%
Oil Sump Tank
Condensate
(111m3)
419
Note: Correct cylinder lubrication is essential to efficient engine operation, Position Description Valve systems are operating correctly. Start the CJC bypass filter into
minimum lubricating oil costs and optimum maintenance costs. It is essential operation.
Closed Manual filter drain valve
that the cylinder lubricators are correctly set and that the correct cylinder Open CJC filter inlet valve A714-420
lubricating oil is used for the fuel being burned. No adjustment should be The main engine lubrication system is replenished from the main LO storage
Open CJC filter outlet valve to engine sump A714-421 tank (M44) and the lubricating oil may be pumped to the LO cleaning tank
made to the engine cylinder lubrication system without express permission
of the Chief Engineer. Closed Sump filling valve from LO storage tank A714-018 (M67) for treatment in the separator system; see section 2.8.5.
Open No.1 crosshead lubricating oil pump inlet A714-030
valve Automatic Lubricating Oil Filter
Turbocharger Lubrication System Open No.1 crosshead lubricating oil pump outlet A714-032
valve An automatic LO filter is provided to clean the lubricating oil before it passes
The main engine turbochargers have a separate lubrication system which is
described in section 2.8.2. Open No.2 crosshead lubricating oil pump inlet A714-031 into the main engine. The filter consists of filter candles and the LO flows from
valve the outside of the candles to the inside, from where it passes to the filter outlet
Open No.2 crosshead lubricating oil pump outlet A714-033 and engine. The filters are cleaned by backflushing with lubricating oil from
Procedure for Operating the Main Engine Lubricating Oil valve the inside of the candle to the outside.The filter always operates with one clean
System Open Crosshead LO pump bypass valve A714-050 filter in reserve or being backflushed. As individual filters become blocked the
pressure drop across the filter increases and at a preset limit the control system
Closed Engine inlet valve from lubricating oil cleaning A714-014
It is assumed that the engine is stopped but is being prepared for starting. initiates backflushing of the filter. The control system puts the clean reserve
tank
filter into service and takes the blocked filter out of service.
a) Check the level of oil in the main engine sump and replenish if
necessary. Note: It is assumed that all engine lubricating valves are left open. This is accomplished by an internal shut-off system and stop plug, which
rotate into position and cause the clean filter to be connected to the LO inlet
b) Ensure that the low temperature central cooling water system e) At the pump local starter boxes select the pumps for REMOTE, and outlet pipes. The rotation also causes the LO inlet to the clogged filter to
is operating and that fresh water is circulating through the LO OFF or LOCAL mode. Normally the pumps are selected for be shut off and for the filter to be connected to the sludge outlet, which is not
coolers (see section 2.5.2). Remote mode and they can then be operated from the LO pressurised. Compressed air is now admitted to the inside of the blocked filter,
System mimic. At the mimic select one pump as the duty pump forcing the LO in the filter back through the filter mesh. This flushes the dirt
c) Ensure all pressure gauge and instrumentation valves are open and start that pump At the same mimic select another pump as from the filter, and the oil and dirt are discharged into the sludge outlet; the
and that instruments are reading correctly. the standby pump. Pumps may be started and stopped locally in air flow continues for a short period after the LO has been discharged. The
manual control if required. control system now refills the cleaned filter with clean LO via the refill bore.
d) Set up valves as in the following table: The backflushing process is accomplished without interrupting the flow of oil
f) Keep the LO system circulating and allow the temperature of the to the engine.
system to gradually increase to normal operating temperature.
The steam heating coil in the main engine sump may be operated The backflushing procedure is automatic and is controlled by the filter’s
Open No.1 main lubricating oil pump discharge A714-021 in order to raise the LO temperature if required. electronic control system. The filter can be backflushed manually if the control
valve
system fails. Before manual operation the power supply to the control system
Open No.2 main lubricating oil pump discharge A714-022 g) Check the outlet flows from the individual units. Check that must be turned off. A crank handle is then fixed to the to the free end of the
valve temperatures are similar and that all pressure gauges are reading actuating motor’s shaft. The operating cam is rotated to align the next filter
Open No.3 main lubricating oil pump discharge A714-023 correctly. chamber for cleaning. Backflushing is then accomplished by operating the air
valve flushing valve manually for approximately 12 seconds. Two minutes should
Closed Drain valve from LO main A714-038 h) When temperatures and pressures are stable a lubricating oil be allowed between the backflushing of individual filter candles in order for
crosshead pump may be started. These pumps may also be the empty filter candle to refill with LO. The flushing oil filter element will
Open No.1 lubricating oil cooler inlet valve A714-027
selected for REMOTE, OFF or LOCAL mode. In Remote become blocked in service and must be replaced as necessary. A differential
Open No.1 lubricating oil cooler outlet valve A714-025 mode one pump is selected as the duty pumps at the LO system pressure gauge is fitted to this filter and an alarm signal is generated by a high
Closed No.1 cooler line drain valve A714-413 mimic and the other pump is selected as the standby pump if it differential pressure.
Open No.2 lubricating oil cooler inlet valve A714-026 is available. The duty pump is started.
Open No.2 lubricating oil cooler outlet valve A714-024 CAUTION
Closed No.1 cooler line drain valve A714-414 i) Allow the pressure and temperature in the system to stabilise
Disconnect the controller power supply before manually operating the
and check the flows at all locations. The LO system is ready
Open Automatic filter inlet and outlet valves filter back mechanism.
and the engine may be started provided that the other engine
Closed Bypass filter inlet and outlet valves
Illustration 2.8.1b Main Engine Cylinder Lubricating Oil System
Bunker Station Bunker Station

Port Starboard
Upper Deck
Key
Lubricating Oil
Electrical Signal
All Valves Prefixed with A714

From Lubricating Oil

Transfer Pump
004
005 006
047 048
LSH
90%
M43 M45 Cylinder Oil
VI VI
Cylinder Oil Cylinder Oil Service Tank LI
Tank (114m3) Tank (187m3) 053 (5m3)
415 416 LAL
30%
061 062
064
007 008
056
PI +- PI
From Cylinder Scavenge Drains
051 055
Cylinder Oil Transfer Pump
(3m3/h x 3.0kg/cm2)
Vent
A768
-113 A768
-101
052 054 Scavenge

Drain Tank
To Lubricating Oil Hand Pump for Cylinder Oil Transfer
Transfer Pump
(4.2m3/h)
A768
-114
To LO Sludge
Collecting Tank M55
Scavenge Drain Collecting System
Manual Lubricating Oil Filter Position Description Valve Every quill is equipped with an accumulator, which regulates the flow of
oil into the cylinder and the oil supply from pump/distributor recharges the
Open Cylinder oil storage tank (M43) quick-closing A714-061
A manual filter unit is fitted as a reserve in the event of failure of the automatic accumulator. When the cylinder pressure at the quill injection point falls below
outlet valve
backflushing filter. The inlet and outlet valves for this unit are normally the accumulator pressure, oil flows into the cylinder through the quill. When
closed. Open Cylinder oil storage tank (M43) line outlet A714-007 the cylinder pressure rises above the accumulator pressure the non-return valve
valve in the quill closes and stops the flow of oil to the cylinder.
Open Cylinder oil storage tank (M45) quick-closing A714-062
Cylinder Lubricating Oil System outlet valve Should the accumulator fail due to breaking of the piston spring or damage
Closed Cylinder oil storage tank (M45) line outlet A714-008 to the diaphragm, the oil delivery will no longer be controlled by the pressure
The cylinder lubricating system uses a different oil from that employed for the valve within the associated engine cylinder but is controlled by the delivery stroke
main system and it is important that the oils are kept separate. of the lubricator pump.
Open Cylinder oil (electrically driven) transfer A714-051
pump suction valve
The cylinder lubrication system can be considered as two separate parts, that In addition to lubricating the cylinders, the lubricator units also provide
part for supplying cylinder LO to the cylinder oil daily service tank, and that Open Cylinder oil (electrically driven) transfer A714-055
lubricating oil to the exhaust valve spindle. For each cylinder a piston
part dealing with the lubricator injection pumps and cylinder lubricators as pump discharge valve
distributor, with two outlets, is fitted after the lower level distribution block;
described above. Cylinder oil falls by means of gravity from the daily service Closed Cylinder oil (hand operated) transfer pump A714-052 this allows part of the oil for one quill to be directed to lubricate the exhaust
tank to the cylinder lubricator pump station. suction valve valve spindle.
Closed Cylinder oil (hand operated) transfer pump A714-054
The cylinder oil storage tanks (M43 and M45) are filled from the deck discharge valve The speed of the lubricator unit drive motor is controlled electronically. Control
filling connections located on the upper deck, port and starboard, at the Open Cylinder oil service tank filling valve A714-053 of the speed enables the amount of lubricating oil delivered to the cylinders to
accommodation block. be varied with time. As the cylinder lubrication system is under the control of
Open Quick-closing outlet valve from daily service A714-064
tank to cylinder oil pump unit the WECS-9520 system, this means that the amount of cylinder oil delivered
Procedure for Filling the Cylinder Lubricating Oil Service Open Cylinder oil daily service tank outlet line A714-056 per piston stroke can be varied depending upon engine load and other factors.
Tank valve
The cylinder lubricator pumps may also be adjusted for output, there being
e) Start the cylinder oil transfer pump and transfer the desired six adjustment positions in the adjustment disc; the adjustment disc is turned
The description assumes that oil is being taken from the M43 cylinder oil
quantity of oil to the cylinder oil measuring tank. The pump after the fixing screw has been removed. The fixing screw must be replaced
storage tank and that the electrically operated cylinder oil transfer pump is in
has an automatic stop when the level in the tank reaches the after adjustment. Initially pump modules are set to position No.5 with equal
use.
set point. The operating engineer should monitor the pump and amounts of oil going to upper and lower quills. During service the operator
daily service tank to ensure that the pump stops. may adjust the cylinder lubrication to suit the operating conditions but the
The electrically driven cylinder oil transfer pump has an automatic stop facility
engine builder’s information must be consulted before any adjustment is made.
which is controlled by a level switch in the cylinder oil daily service tank.
Increased lubrication is normally applied when running in cylinders. Low rates
The operator will normally start the cylinder oil transfer pump and the pump Note: The cylinder oil transfer pump is fitted with a relief valve which sends of cylinder lubrication can reduce the cost of lubricating oil but can increase
will stop automatically when the high level switch in the daily service tank is released oil flowing back to the pump suction. maintenance due to high rates of wear.
activated. The operator may also manually stop the pump if required. START
and STOP pushbuttons are located at the control panel next to the cylinder oil Note: It is possible to transfer cylinder LO from the storage tanks to the
transfer pump. Disc Setting Position Oil Delivery per Level (ml/stroke)
service tank by a hand pump should the main transfer pump fail. The
1 0.27
procedure is as above except that the hand pump valves are open and the
a) Check that there is cylinder lubricating oil in the storage tank to electrically driven shifting pump valves are closed. 2 0.36
be used; in this case tank M43. 3 0.47
The engine cylinder lubricating oil unit has 12 pump modules which are driven 4 0.63
b) Check the amount of oil in the cylinder oil daily service tank by the same electric motor; each module consists of two of pump plungers.
and determine the amount of oil to be transferred to that tank. 5 0.83
One pump plunger supplies cylinder oil to one engine cylinder, with one 6 1.10
plunger supplying the upper quills and the other plunger supplying the lower
c) Check that the cylinder oil transfer pump is set for semi- quills. Each set of quills is supplied through a progressive distributor, there
automatic mode and that the automatic stop is functioning being eight upper and eight lower lubricator quills; the progressive distributor
correctly. directs oil to each of the lubricator quills.
d) Set the valves as in the following table:
The lubricator pumps must be checked regularly to ensure that they are e) The new screen is the Pre-lub options screen. Press the S2 Piston Rod Stuffing Box and Scavenge Space Drain System
operating correctly. The cylinder lubricator pump unit is located at the back key to start the prelubrication process. Check that the cylinder
of the engine aft, at the turbocharger level, between the aft and the centre lubrication pump starts. Pressing S1 at the same screen stops the The piston rod gland or stuffing box provides a seal for the piston rod as it
turbochargers. It is possible to arrange the system to deliver lubricating oil cylinder lubrication pump and stops the prelubrication process. passes through the separating plate between the crankcase and the scavenge air
before the engine starts (prelubrication) and after the engine has been stopped space. The stuffing box has two sets of segmented rings which are in contact
(post lubrication). A manual lubrication pushbutton is fitted to the pump unit with the piston rod; the upper set of rings prevent oily deposits in the scavenge
and this allows for manual operation during maintenance or when the control M E 1 C L U M E C Y L . L U B R I C A T I ON space from entering the crankcase and the lower set of rings scrape crankcase
system is shut off. F I X E D O F F P R E O F F E M E R G O F F E M E RG E N C Y oil from the piston rod. At the middle of the stuffing box there is a ‘dead space’
I S I PR E - L UB I S I PR E - L UB I S I I S I MO R E which should be dry if the rings are working effectively. Any oil or scavenge
I 1 I OFF I 1 I ON I 3 I I 4 I space material which enters this space is drained to the scavenge drain tank
Cylinder Prelubrication which is then drained to the LO sludge collecting tank (M55).
Prelubrication of the main engine cylinders is carried out prior to starting the
engine if it has been at rest for some time. Operation of the prelubrication is Emergency Cylinder Lubrication Individual cylinder scavenge space drain valve should be normally kept open
except when there is a scavenge fire at that unit. The inlet valve to the scavenge
through the DMS2100i panel in the engine control room console.
Emergency cylinder lubrication is available and this must be started when drain tank should normally be open but is closed in the event of a scavenge
normal cylinder lubrication control fails. Under emergency lubrication, load fire, The scavenge drain tank is drained to the LO sludge collecting tank (M55)
a) At the DMS2100i panel press the SELECT pushbutton.
control of the cylinder lubrication is no longer available and the feed rate is set and the procedure depends upon the engine speed, and hence the scavenge air
to 100% of the normal lubrication output. The emergency cylinder lubrication pressure.
b) Use the arrow keys to scroll through the screen until the Item 94
“DMS function” is highlighted then press ENTER. should be started for a short period at least once each month in order to check
that it is operational; this is done by pressing the LUBRICATION TEST Individual cylinder scavenge space drain valves should remain open.
pushbutton in the Emergency Lubrication section of the Cylinder Lubrication
starter panel. If the engine speed is 70rpm or less the inlet valve to the scavenge drain tank
S E L E C T CO N T R O L GROU P : (A768-113) should be open and the tank drain valve A768-114 should be
8 2 E G S 2 2 0 0 CO N T R O L & S T A T U S opened for a maximum of 5 minutes.
Unless there is a failure of the normal cylinder lubrication system, such as
9 3 DM S S T A R T / S T O P S Y S T E M
the failure of the drive motor speed control inverter, the emergency cylinder
9 4 DM S CO N T R O L F U N C T I ON S If the engine speed is greater than 70rpm the inlet valve to the scavenge drain
lubrication system should only be operated for a short period of time. As the
emergency cylinder lubrication system supplies 100% of the normal cylinder tank (A768-113) should be closed and the tank drain valve A768-114 should
lubrication oil supply at all loads, excessive quantities of cylinder lubricant will be opened for a maximum of 5 minutes.
c) Use the arrow key to scroll through the new screen until “ME1
enter the cylinder as the pump operates independently of the engine running
CLU Cylinder Lubrication” is highlighted then press ENTER. There is a steam heating coil at the scavenge drain tank and heating should be
condition. If emergency cylinder lubrication is used for a prolonged period
there will be high consumption of cylinder oil and increased risk of scavenge maintained to ensure that the tank can be effectively drained.
S E L E C T CO N T R O L GROU P :
and uptake fire due to the increased amount of oil entering the cylinders.
M E 1 A B L M E A U X . B L O WE R S
Scavenge space drains must be checked frequently and attention paid to the WARNING
exhaust system, especially the exhaust gas boiler and silencer. In the event of a scavenge fire it is essential that the scavenge drain tank
M E 1 C L U M E C Y L . L U B R I C A T I ON
ME 1 S P F F I N E A D J U S T inlet and outlet valves are closed in order to isolate the scavenge space
If the emergency cylinder lubrication is activated it is essential that the from the LO sludge collection tank. The cylinder drain valve on the unit
lubrication pump is stopped when the engine is stopped otherwise cylinder where the outbreak has occurred should also be closed.
lubricant will still be supplied to the cylinder. Emergency cylinder lubrication
d) For the options available at this screen Press the S4 key <More>
may be started and stopped from the DMS2100i panel in the same way as
which gives more options and brings up another screen.
cylinder prelubrication.
.
CAUTION
ME 1 C LU M E C Y L L U B R I C A T I ON It is essential that the cylinder lubrication pump, when working in
F I X E D O F F P R E O F F E M E R G O F F E M E RG E N C Y prelubrication, post lubrication or emergency, is stopped as soon as
I S I F I X QT Y I S I F I X QT Y I S I I S I MO R E possible after the engine is stopped. This is to prevent excessive quantities
I 1 I OFF I 1 I ON I 3 I I 4 I of cylinder oil being discharged into the cylinders as this oil could result
in a fire or explosion in the scavenge space or uptake..
Illustration 2.8.2a Main Engine Turbochargers Lubricating Oil System
From
Control Air
System
PDI
PDA
PDS
Automatic
Filter
No.1 Turbocharger Lubricating

Oil Pump 28m3/h x 4.0kg/cm2
TI PI PI TI PC PC PI PI+-
Plate
Cooler
515 514 512 518 510
TC
530 531 No.2 Turbocharger Lubricating

508
Oil Pump 28m3/h x 4.0kg/cm2
PI PI+-
548
505
506
507 513 519 511
534
533
To Leak Oil To Vent Air (Glacier)

Pressure Control Line System Sounding System Centrifugal
Filter
From Lubricating Oil PC PI

Storage Tank Main Engine 1.0m3/h
2.5kg/cm2
504
Key VI
Lubricating Oil LAH 503

95%
532
501 Lubricating Oil Service Tank
Electrical Signal
Turbocharger Main Engine (M46)
(12m3)
Compressed Air LAL 502
30%

2.8.2 Turbocharger Lubricating Oil System lubricating oil cooler is circulated with fresh water from the low temperature Position Description Valve
central cooling system (see section 2.5.2 of this machinery operating manual).
Open Turbocharger LO service tank quick-closing A714-501
The temperature of the oil leaving the cooler is controlled by a valve which
Turbocharger Lubricating Oil Supply outlet valve
regulates the cooling water inlet supply to the cooler.
Inlet pressure: 5.0kg/cm2 Open No.1 turbocharger LO pump suction valve A714-510
Inlet temperature: 45°C From the cooler outlet the turbocharger lubricating oil flows to the automatic Open No.1 turbocharger LO pump discharge valve A714-512
Outlet temperature: 65°C backflush filter and then to the inlet manifold supplying all three turbochargers. Open No.2 turbocharger LO pump suction valve A714-511
A three-way valve at the supply inlet to each of the turbochargers allows oil Open No.2 turbocharger LO pump discharge valve A714-513
to be directed to the turbocharger bearing assembly or to bypass; lubricating
Open Pressure regulating valve inlet valve A714-508
Turbocharger Lubricating Oil Pump oil bypass is used if the bearing is being inspected or if overhaul of the
turbocharger is taking place. Under normal circumstances a lubricating oil Operational Pressure regulating valve A714-548
Maker: Kral supply is always maintained to the turbochargers in order to ensure that they Open Pressure regulating valve outlet valve A714-507
No. of sets: 2 are continuously available for service and to prevent damage. A lubricating Closed Pressure regulating valve bypass valve A714-506
Type: Screw oil supply must be maintained when the engine is stopped as natural draught Open Turbocharger LO cooler inlet valve A714-514
Model: KV-450 ABA through the turbocharger can cause the rotor to rotate when exhaust valves are Open Turbocharger LO cooler outlet valve A714-515
open.
Capacity: 30m3/h at 7.0kg/cm2 Set Automatic bypass filter inlet valve
When at sea one turbocharger lubricating oil pump would normally be Set Automatic bypass filter outlet valve
sufficient for operational duty with the second pump selected as the standby Open Bypass filter drain valve to turbocharger LO A714-505
Automatic Lubricating Oil Filter
pump to cut in automatically should the operating pump be unable to maintain tank
Maker: Boll & Kirch the desired pressure; both the pumps are fitted with pressure switches at the Open Pressure sensor valve for pressure regulating A714-533
No. of sets: 1 outlet. Each pump has a local selector switch with positions for OFF/LOCAL/ valve
Type: Automatic backflush REMOTE; the operating mode for a pump is selected by turning the switch to Open Glacier centrifugal filter quick-closing suction A714-502
Capacity: 30m3/h at 7.0kg/cm2 the appropriate position. Normally the pumps are selected for Remote operation valve from turbocharger LO tank
and selection of the duty and standby pumps is made at the LO system mimic.
Open Glacier filter pump suction valve A714-503
If required pumps may be started and stopped locally in Local mode.
Open Glacier filter outlet valve A714-504
Bypass Filter
The turbocharger lubricating oil service tank and the individual turbocharger
Maker: Glacier bearing housings are vented by means of a common pipe to the funnel top. d) Ensure that the LT central cooling system is operating and
No. of sets: 1 supplying cooling water to the turbocharger LO cooler.
Capacity: 1.0m3/h at 2.5kg/cm2 A turbocharger lubricating oil tank bypass filter pump is fitted and this pump
operates constantly drawing oil from the drain tank, passing the oil through a e) Select one turbocharger LO pump as the duty pump and start
Glacier centrifugal filter and returning the oil to the turbocharger LO service that pump. Select the other turbocharger LO pump as the
Turbocharger Bypass Filter Lubricating Oil Pump tank. standby pump.
No. of sets: 1 f) Check that the oil is being supplied to each turbocharger and
The lubricating oil temperature at supply to the turbocharger is about 45°C and
Type: Screw at outlet from the turbocharger bearings is about 65°C. returning the turbocharger LO service tank.
Capacity: 1.0m3/h
g) The turbocharger lubricating oil system is now operational and
Procedure for Operating the Turbocharger Lubricating Oil the turbochargers may be operated.
Introduction System
The three main engine turbochargers have their own bearing lubrication system a) Ensure that the turbocharger lubricating oil tank is filled to the
which is totally independent of the main lubrication system for the engine. Oil correct level and replenish if necessary. Turbocharger system oil
drains from the turbocharger bearings to a drain tank (capacity 12m3) and it is is stored in drums.
from this tank that the two turbocharger LO pumps take suction. The pumps
discharge to a common line which supplies the turbochargers via a cooler and b) Ensure that valves to all instruments are open and that the
an automatic backflush filter. The common outlet line from the turbocharger instruments are reading correctly.
lubricating oil pumps is fitted with a pressure regulating valve and this valve
discharges back to the turbocharger pump suction line. The turbocharger c) Set the valves as in the following table:
2.8.3 Generator Engine Lubricating Oil System
All running gear of the engine is force lubricated by the engine driven gear
type pump. The pistons are also supplied with oil as a cooling medium. An
electrically driven prelubricating oil pump is fitted to supply oil to the bearings
and other running gear before the engine starts. This reduces wear on the
engine in the period between the engine starting and the engine driven pump
building up lubricating oil pressure. The LO prelubricating pump is controlled
from its local control panel and it will be running continuously while the
engine is in automatic standby condition; the pump switch should be set to
AUTOMATICalthough it can be set to the MANUAL position for manual
control. START and STOP illuminated pushbuttons are provided for manual
operation of the LO prelubricating pump in manual mode.
The engine driven pump and the electrically driven LO prelubricating pump
both take suction from the engine sump and discharge through a cooler and
automatic duplex filter to the engine oil supply rail. The engine driven and
electrically driven LO pumps have relief valves back to the pump suction.
The temperature of the lubricating oil is controlled by the LO cooler, a three-

way temperature controlled bypass valve maintains the LO temperature at
66°C. The turbocharger is supplied via a branch pipe from the main circuit.
The LO cooler is a plate heat exchanger, with the oil circulating through the
flow channels and water from the central fresh water cooling system circulating
through the parallel channels in a counter flow design.
The main LO filter is supplemented by a bypass centrifugal filter mounted

at the engine base frame. During operation a portion of the lubricating oil
supplied from the engine driven LO pump enters the centrifugal filter and
returns to the oil sump in the base frame. The filter relies on centrifugal force
and can remove high-density sub micron particles; the filter is driven by the
oil supply.
Only lubricating oil of approved grade and quality must be used in the
generator engine system. The generator engine sumps are replenished from the
diesel generator engine LO storage tank (M42) via the diesel generator engine
LO measuring tank, a transfer pump being used to transfer LO between these
tanks.
LO in the engine sump must be cleaned in the centrifugal separator on a regular

basis and, ideally, the oil should be continuously centrifuged when the engine
is running. (See sections 2.8.5 Lubricating Oil Separating Systems and 2.8.6
Lubricating Oil Filling and Transfer Systems, of this machinery operating
manual.)
Illustration 2.8.4a Stern Tube Lubricating Oil System

PI
CJC Filter Motor Valve To Engine Control Room Air Control Unit
Unit 636 Control Box PAL PAH LAH LAI
Abnormality A725-302
Alarm
LAL Stern Tube
626 50% 620 Pressure Absorber Working
LI Non Flow Air Inlet
635 Control Box
mag Alarm Tank
PI
623 Pressured
(Locked Open) Instrument Air
PI
M MV2 TV2
656
PI For Pipe Flushing (Fresh Water)
PI
618
POS
603
Stern Tube Lubricating
TT TT TT TT PI PT
PI Oil Pump Unit M V21
TT TT PI
M MV1
PT PI
PI 4.2m3/h x 3.0kg/cm2
M MV3 Lubrication Oil
Tank Unit
616
TV1
645 617
POS
PI G10
607
606 PI PI Forward Seal Lubricating PT
601
Oil Pump Unit
608
604 609 Drain 657
About 1m Above To Stern Tube
665 Collection Unit
610 the Shaft Lubrication Oil
TV3 PT PI PI
0.5m3/h x 0.5kg/cm2 Drain Tank
625
660 605 611 644
Engine Room
Transfer Pump 036
602 612 613 614 615

From Separator 301
PI +- PI
621 622
Key
Lubricating Oil 037

619 631 633 632
Stern Tube Transfer Pump To Lubricating Oil
Compressed Air Transfer Pump
LAH 15.0m3/h x 4.0kg/cm2 302
95%
Electrical Signal To Separator
Stern Tube Lubrication Oil
LAL Drain Tank
30% (3.8m3)
2.8.4 Stern Tube Lubricating Oil System leaking out to sea. At the forward end of the stern tube the seals prevent oil system. The air control unit should always be in the ON condition when the
leaking into the machinery space. stern tube is in normal operation.
Stern Tube Seals
The air control unit has two flow regulators, either of which can be used, and
Forward Seal
Maker: Japan Marine Technologies Ltd these are adjusted to provide an air flow rate of approximately 30 litres/minute
Type: Lip seals The forward seal has two sealing rings and oil pressure for the seal is supplied to the stern tube seal. The operating flow regulator is selected by means of the
by the forward seal lubricating oil pump unit which has two pumps and filter three-way air outlet valve. The constant flow seal air is directed to the void
Model: Airguard 4AS-B
elements. One of the pumps operates as the duty pump and the other pump is space between seals No.1 and No.2, a small amount of air then bubbles out
selected as the standby pump, which will be started automatically should the past No.1 seal into the chamber formed by No.0 and No.1 seal. Air from this
Stern Tube Lubricating Oil Transfer Pump duty pump fail to maintain the LO pressure. The pumps are selected at the local chamber then bubbles past No.0 seal to the sea. The air line pressure, and hence
pump selector switch for OFF/REMOTE/LOCAL; in Local mode the pumps the pressure in the space formed by No.1 and No.2 seals, corresponds with the
Maker: Kral may be started and stopped at the panel. Normally the pumps are selected for external sea water pressure plus 0.03MPa; the pressure in the space formed by
No of sets: 1 Remote mode and one pump is selected as the duty pump at the Stern Tube LO No.0 and No.1 sealing rings is sea water pressure plus 0.015MPa.
Type: Screw mimic; the other pump is selected as the standby pump.
Model: KF-210 AAA Any change in draught of the ship is automatically compensated for as the flow
The pumps take suction from the stern tube LO drain tank via suction filters and rate of the air is set at a constant value. Additionally, the pressure directed to
Capacity: 15m3/h at 4.0kg/cm2 deliver the oil under pressure to the space between the two sealing rings (No.4 the top of the stern tube LO tank is adjusted automatically in order to maintain
and No.5 of the stern tube seal). The aftermost sealing ring (No.4 ring of the the correct pressure in the chamber formed by No.2 and No.3 sealing rings;
stern tube seal) seals the lubricating oil in the stern tube bearing. Both sealing this pressure is the pressure in the chamber formed by No.1 and No.2 sealing
Stern Tube Lubricating Oil Pump Unit
rings face outwards (aft). The oil outlet pipe is connected to the top of the seal rings plus 0.015MPa.
Maker: Kracht GmbH housing and the oil flows back to the stern tube LO sump tank; the return line
No of pumps: 2 is fitted with a sight glass which allows the oil flow to be monitored. The space between No.2 and No.3 seal is subjected to oil pressure, the oil
Type: Screw being supplied by the stern tube LO pump unit via a flowmeter. The pressure
Model: KF 4-80 Aft Seal differential between the oil pressurised and air pressurised chambers of the seal
remains the same no matter what the draft of the vessel.
Capacity: 4.2m3/h at 3.0kg/cm2 The stern tube seal may be operated in one of three modes. Normal mode for
the 4AS-B seal allow for operation with a pressurised LO tank. Standby mode The chamber formed by No.1 and No.2 sealing rings drains to a drain collection
employs a backup standpipe and is used if the air supply fails. The third mode unit and any sea water or oil which enters this chamber is drained away. The
Stern Tube Forward Seal Lubricating Oil Pump Unit is the emergency (standby) mode (Seal acting as 4BL type). drain trap should be monitored so that any leakage may be readily detected.
Maker: Kracht GmbH
No of pumps: 2 The aft seal consists of three parts: Stern tube bearing lubricating oil is supplied by one of the pumps of the stern
Model: KF 4-80 • Four rubber lip sealing rings and spring loaded P-seal in a tube LO pump unit. One of these pumps will be running and the other selected
housing for automatic standby. The pumps normally take suction from the pressurised
Supply pump type: Screw
LO tank unit. This tank unit is maintained under pressure by air from the air
Capacity: 0.5m3/h at 0.5kg/cm2 • The metal housing which carries the lip sealing rings
control unit. Oil returning from the stern tube bearing flows back to the LO
• A chrome steel liner which rotates with the propeller shaft tank unit. The pressure in the LO tank unit provides the same effect as a gravity
The stern tube provides a bearing support for the propeller shaft and is oil standpipe fitted in the LO system. A CJC bypass filter is fitted in the stern tube
lubricated. The stern tube is sealed at both ends using lip type seals; the shaft The P-seal is held in contact with the liner on the propeller shaft by means of bearing LO circulation system and this unit should be operated whenever the
is supported by two bearings, which are located between seals. The stern tube a circumferential spring and this sealing ring provides the initial seal against stern tube system is operating.
bearing lubricating system is linked with the aft seal lubricating oil supply the sea water.
system and both systems use the same lubricating oil. A separate lubricating The LO tank unit level is maintained by taking LO from the stern tube LO
oil system supplies the forward shaft seal. The main lip seal rings are No.0 (the aftermost) No.1, No.2 and No.3 (the drain tank. The motorised valve is opened to take suction from the stern tube
foremost). Seal rings No.0 and No.1 face aft whilst seal rings No.2 and No.3 LO drain tank and the three-way valve at the outlet from the stern tube LO
Fresh water in the tank through which the stern tube passes, provides for stern face forward. pump unit is turned so that oil is directed to the LO tank unit. Oil is supplied
tube cooling and no separate LO cooling system is required. to both stern tube bearings via valves and sight glasses. The lubricating oil tank
The aft seal is an Airguard 4AS-B and compressed air is the means by which unit is located 1.0m above the shaft centre. The motorised valve control panel
Seals are provided at the outer and inner ends of the stern tube. At the aft end sealing is achieved. An automatic air control unit is provided for the aft seal should be set to AUTO mode and all valves set to AUTO operation.
the seals prevent the entry of sea water into the stern tube and prevents oil and the stern tube lubrication system, air for this coming from the working air

PI
Alarm
LAL Stern Tube
635 Control Box
mag Alarm Tank
PI
623 Pressured
PI
M MV2 TV2
656
PI
618
POS
603
TT TT TT TT PI PT
TT TT PI
M MV1
PT PI
Tank Unit
616
TV1
645 617
POS
PI G10
607
601
Oil Pump Unit
608
604 609 Drain 657
665 Collection Unit
TV3 PT PI PI
625
660 605 611 644
Engine Room
Transfer Pump 036
602 612 613 614 615

From Separator 301
PI +- PI
621 622
Key
Lubricating Oil 037

619 631 633 632
LAH 15.0m3/h x 4.0kg/cm2 302
95%
LAL Drain Tank
30% (3.8m3)
Should the air supply fail or there is a disruption in the air supply from the Position Description Valve Position Description Valve
air control unit to the lubricating oil tank the aft seal can be converted to the
Open Stern tube LO drain tank suction valve A714-621 Open Lubricating oil tank unit outlet valve to stern A714-617
emergency standby seal 4BL. This is done by supplying lubricating oil to the
Open No.1 forward seal LO pump suction valve tube lubricating oil pump unit
chamber formed by No.1 and No.2 seal rings. The standby seal is used should
the main seal become damaged. Open No.1 forward seal LO pump discharge valve Set Three-way valve from lubricating tank unit (set TV1
Open No.2 forward seal LO pump suction valve for stern tube lubricating oil pump unit)
In the event of air supply failure the control system actuates an alarm and Open No.2 forward seal LO pump discharge valve Operational Stern tube LO pump unit solenoid inlet valve MV1
changes the motorised (MV) valves in order to ensure that an oil supply is Operational Stern tube LO pump unit solenoid inlet valve MV3
Open Stern tube forward seal inlet valve A714-607
maintained at the aft seal. This operation is described later. In the event of loss Open No.1 stern tube LO pump suction valve
of air pressure the stern tube bearing system must be converted to a standpipe Closed Forward stern tube system drain valve A714-615
Open Return valve to LO drain tank A714-619 Open No.1 stern tube LO pump discharge valve
system in order to maintain the desired LO pressure; this is necessary because
there will be no air pressure acting on the LO tank unit. Open No.2 stern tube LO pump suction valve
e) Select one of the stern tube forward seal LO pumps as the duty Open No.2 stern tube LO pump discharge valve
The aft seal space between sealing rings No.0 and No.1 may be flushed through pump and the other as the standby pump. Start the duty pump. Open Stern tube pump unit suction valve from stern A714-622
with fresh water when necessary. This water is supplied at the connection to the tube LO drain tank
air control unit. When flushing through the aft seal drain line must be directed f) Check that oil is flowing from the stern tube forward seal by Set Stern tube LO pump unit outlet three-way valve
to the drain collection unit. observing the oil return sight glass. The forward stern tube seal (set for stern tube supply)
system is operating.
Set Air control unit outlet three-way valve (set for TV2
When the system is operating as a standpipe arrangement return oil from the air control unit to aft stern tube seal)
stern tube bearing flows to a standpipe arrangement by changing the direction
Procedure for Operating the Stern Tube Bearing and Aft Seal Set Three-way valve from stern tube (set for MV2
of three-way valve MV2. This directs return oil to the standpipe and not back
to the LO tank unit. The stern tube LO pumps are changed to take suction from Lubricating Oil System lubricating oil tank unit)
the stern tube LO drain tank and not from the LO tank unit. Open Line valve from stern tube to valve MV2 A714-603
The description below is for the aft seal unit acting as a 4AS-B seal and the Open Line valve from stern tube LO pump unit to stern A714-608
The standpipe system contains a stern tube non-flow alarm tank which is fitted stern tube bearing LO system operating with the pressurised LO tank unit in tube bearings (locked open) (V32)
with a level switch at the 50% full level. When valve MV2 is changed, oil from service .
Open Aft seal LO supply line flow meter inlet valve A714-609
the bearing system flows to the stern tube non-flow alarm tank and floods this Open Aft seal LO supply line flow meter outlet valve A714-611
tank, overflowing back to the stern tube LO tank. If there is reduced pressure a) Ensure that all instrumentation valves are open and that
instruments are reading correctly. Closed Aft seal LO supply line flow meter bypass A714-610
or no oil flow to the stern tube bearing system the 50% level in the stern tube
valve
non-flow tank will not be maintained and an alarm will be activated. A pressure
absorber control box, pressurised with control air, dampens out pressure b) Ensure that there is sufficient oil in the stern tube LO drain tank Open After stern tube seal LO supply line valve A714-604
fluctuations in the system. and the LO tank unit; replenish the tanks if necessary. Closed Stern tube drain valve A714-601
Closed Forward stern tube bearing LO drain valve A714-606
The stern tube LO drain tank is equipped with low and high level alarms. c) Ensure that an air supply is available at the air control unit and
Open Aft stern tube bearing LO supply valve A714-605
that the air control unit is operational.
Closed Aft stern tube bearing drain valve A714-602
Procedure for the Operation of the Forward Stern Tube Seal d) Ensure that the SV.MV control panel mode switch is selected Closed Aft stern tube seal drain valve A714-612
Oil System for AUTO and that all valves mode switches are set to the Closed Aft stern tube seal supply line drain valve A714-613
AUTO position.. Closed Stern tube bearing supply line drain valve A714-614
a) Ensure that all instrumentation valves are open and the Open No flow alarm tank outlet valve A714-623
instruments are reading correctly. e) Set valves as in the following table:
Open CJC filter LO pump suction valve A714-626
b) Ensure that there is sufficient oil in the stern tube LO drain tank Position Description Valve Open CJC filter unit outlet valve A714-625
and replenish the tank if necessary. Open Air control unit valve to lubricating oil tank A714-618 Closed CJC filter drain trap valve A714-635
unit Open Stern tube non-flow alarm tank vent valve A714-636
c) Start the stern tube bypass filter pump and ensure that the filter Operational Motorised inlet valve to lubricating oil tank unit SV4 Closed Stern tube non-flow alarm tank upper outlet A714-620
is functioning. valve
Closed Lubricating oil tank unit vent valve V21
Closed Lubricating oil tank unit drain valve Set Drain collection unit three-way inlet valve (TV3) A714-644
d) Set valves as in the following table:
(Set for drain collection unit)
Open Lubricating oil tank unit inlet valve A714-616

PI
Alarm
LAL Stern Tube
635 Control Box
mag Alarm Tank
PI
623 Pressured
PI
M MV2 TV2
656
PI
618
POS
603
TT TT TT TT PI PT
TT TT PI
M MV1
PT PI
Tank Unit
616
TV1
645 617
POS
PI G10
607
601
Oil Pump Unit
608
604 609 Drain 657
665 Collection Unit
TV3 PT PI PI
625
660 605 611 644
Engine Room
Transfer Pump 036
602 612 613 614 615

From Separator 301
PI +- PI
621 622
Key
Lubricating Oil 037

619 631 633 632
LAH 15.0m3/h x 4.0kg/cm2 302
95%
LAL Drain Tank
30% (3.8m3)
f) Set the air unit as required. There are two air relays, AR-1 for Note: When the vessel is in drydock the oil supply to the bearings and seals b) Close solenoid valve SV4 (the air supply valve to the lubricating
line A and AR2 for line B. A changeover switch allows either must be switched off and the stern tube drained. When the drydock is being oil tank unit).
to be selected. Each air relay has its own adjusting knob which flooded the stern tube LO system must be restored.
must be used should to set the pressure differential between the c) Open the vent valve on the lubricating oil tank unit to release
chamber 2/3 (formed by seals 2 and 3) and the drain air pressure pressure.
gauge G10. This should be 0.080 to 0.090MPa if the LO at the Loss of Air Supply to the Lubricating Oil Tank Unit
cooler outlet is 10oC or 0.070 to 0.080MPa if the LO at the d) Open solenoid valve MV3 and close solenoid valve MV1 so
cooler outlet is 40oC. In the event of loss of air supply to the lubricating oil tank unit the system that the stern tube lubricating oil pump takes suction from the
automatically changes over to a standpipe system in which the standpipe stern tube lubricating oil drain tank.
g) At the flow controller for the line in use set the air flow rate to arrangement maintains pressure. The following steps takes place:
35NL/min. e) Operate motorised valve MV2 so that the stern tube area is
a) The low pressure alarm is actuated at the LO tank unit. connected to the standpipe and not the lubricating oil tank
h) Check that the stern tube LO pump suction filters are clean and, unit.
if necessary, clean these filters. b) The motor valve control box receives a changeover signal and
actuates valve changes. f) Open valve A714-620 to allow oil from the standpipe to flow
i) Select one stern tube LO pump as the duty pump and the other back to the stern tube LO drain tank and so maintain the desired
pump as the standby pump. c) Solenoid valve SV4 connecting the LO tank unit to the air pressure in the system.
control unit is closed.
j) Check that oil is flowing to the stern tube bearings by observing The above maintains the pressure in the stern tube line. For the stern tube seal
bearing inlet sight glasses. Oil will flow back to the LO tank d) The motorised valve MV2 which normally connects the LO chambers the three-way valves TV1, TV2 and TV3 must be turned in order
unit. tank unit to the stern tube bearing and aft seal changes position to change the direction of oil flow so that oil is supplied to the space between
so that it connects the stern tube bearing and aft seal to the No.1 and No.2 seal rings. There is a loop circuit joining the LO tank unit and
k) The stern tube bearing and aft seal LO systems are now stand pipe unit (this incorporates the stern tube non-flow alarm the space between No.1 and No.2 seal rings. The pressure head of the LO tank
operating. tank). unit maintains oil in the sealing ring space.
l) Start the CJC bypass filter unit into operation. e) Motorised valve MV3 opens, allowing the duty stern tube
lubricating oil pump to take suction from the stern tube LO Intermediate Shaft Bearing
drain tank, and motorised valve MV1 closes shutting off suction
Stern Tube Lubrication and Seal Checks during Engine from the lubricating oil tank unit. Maker: Japan Marine Technologies
Operation No of sets: 7
• Check the pressure gauge readings daily f) Manually open valve A714-620 from the standpipe to the stern Type: B-SL; self lubricating, spherical
tube LO drain tank. The flow of oil may be monitored in the
• Check the stern tube LO temperature daily sight glass.
There are seven intermediate shaft bearings which are self lubricated from an
• Check the forward seal LO temperature or casing temperature integral sump by means of a thrower ring and scraper unit. The oil sump must
daily The stern tube aft seal and bearing systems are now operating as a standpipe
always be maintained at the correct level.
system where pressure is maintained by the head of oil in the standpipe.
• Check for any discolouration of the LO and for the presence of
water daily The bearing casing is fitted with a cooling coil through which is supplied from
In the event of air supply failure to the air control unit or failure of the air
the low temperature cooling fresh water circulating system. Inlet valves and
• Check the operation of LO filters and clean as required, or at control unit the above procedure also takes place. In addition the procedure
outlet valves are normally left open so that cooling water circulates through the
least every month below takes place as there will no longer be an air supply to the aft seal.
shaft bearing cooling coil whenever the fresh water cooling system operates.
• Check that the air control unit is functioning correctly
• Check that the air and oil flowmeters are functioning correctly Failure of the Main Aft Seal The duty engineer must ensure that the intermediate shaft bearing sump levels
are maintained at the correct value and oil should be added as required. A local
• Check the oil return on the forward seal In the event of failure of the main stern tube aft seal the stern tube aft seal may dipstick enables the level of oil in the bearing casing to be determined. Oil
• Check the oil level in the LO tank be converted to a 4BL type with lubricating oil being supplied to the chamber must not be added to the bearing when the shaft is rotating, except in extreme
formed by No.1 and No.2 seal rings. circumstances, as this can result in overfill of the bearing and loss of oil
Note: The oil in the stern tube system must be sampled and analysed at from the unit. Intermediate shaft bearings are provided with local and remote
intervals suggested by the oil supplier. a) Close the air supply valve to the air control unit. temperature indicators and with a temperature alarm.
Illustration 2.8.5a Main Engine Lubricating Oil Separating System
Key
331 All Valves Prefixed with A714

Lubricating Oil
Separator Electrical Signal

Westfalia
CU D35 Fresh Water
Compressed Air
Saturated Steam
Condensate
Compressed Air Sludge/Waste Oil
To Lubricating Oil
Sludge Collecting Tank
307
309
Compressed Air
Heater
303
TI
To Lubricating Oil
308 From Lubricating Oil Transfer Pump
Transfer Pump
PI
Separator
Feed Pump 304
Stern Tube Drain Tank PI +-
To Lubricating Oil Lubricating Oil

Transfer Pump Cleaning Tank M67 305
(118.4m3)
306
302
Lubricating Oil
301 Circulation Tank M41
(110.7m3)
Transfer Pump
To Lubricating Oil
2.8.5 Lubricating Oil Separating Systems There is one centrifugal self-cleaning LO separator dedicated to the main Desludging of the bowl takes place at timed intervals which can be changed to
engine and this can treat LO from the main engine sump or the main engine LO suit the quality of the oil being treated. A sludge monitoring system (SMS) is
cleaning tank. The separator can be used for batch treatment or for continuous fitted to the separator and the sensing unit in the bowl will detect the build-up
Main Engine Lubricating Oil Separating System treatment. Cleaned oil from the separator can be discharged to the main of sludge/water in the sludge space and this activates an automatic desludging
Main Engine Lubricating Oil Separator engine LO sump or to the main engine LO cleaning tank. The main engine LO procedure even though the timed desludging operation is not due. If there
separator may also operate on the stern tube LO drain tank. are more than two untimed desludging operations between normal timed
Maker: Westfalia
desludging operations an alarm is activated and this requires the intervention
No. of sets: 1 The lubricating oil separator is supplied with oil by a LO separator feed pump of an engineer.
Model: OSD35-0196-067/35 which passes the LO through a heater before it enters the separator. Control air
Capacity: 9,610 litres/h is supplied to the separator control system which regulates the supply of oil to The D10 control unit is used for the automatic ejection control and condition
the bowl. Domestic fresh water is supplied for sealing and flushing purposes. monitoring of the LO separator. Each LO separator has its own D10 control
unit.
Main Engine Lubricating Oil Separator Supply Pump
Separator Operation The control unit has three modes of operation.
Maker: Kral
Type: Screw Liquid mixtures and solid/liquid mixtures can be separated by two methods, 1) Partial ejections
No. of sets: 1 the gravity field of a settling tank or the centrifugal field of a separator bowl. 2) Total ejections
Both systems rely on the product components having different densities. Since
Model: KF 160 AAA 3) Preselected partial ejections followed by total ejection
the centrifugal force of a separator is considerably more effective than the
Capacity: 11,040l/h at 2.0kg/cm2 gravity field of a settling tank the centrifugal force method is used. The heated
dirty oil enters the separator and the centrifugal force created by the rotating The monitoring and control system provides two basic monitoring systems.
bowl causes the liquid mixture to separate into its different constituents within 1) Water content monitoring system (WMS)
Cylinder Lubricating Oil Transfer Pump
the disc stack.
2) Sludge space monitoring system (SMS)
Maker: Kral
No. of sets: 1 The solid particles suspended in the oil settle on the underside of the discs
The illuminated Liquid Crystal Display (LCD) provides information about
Type: Screw and slide down into the solids holding space at the periphery of the bowl. The
the operating and malfunction condition of the separator and displays all
smooth disc surfaces allow the solids to slide down and provide self-cleaning
Model: KF 42 AAA the relevant process data. The control system comprises all the line fittings
of the discs. Each bowl assembly is fitted with a regulating ring, sometimes
Capacity: 3.0m3/h at 3.0kg/cm2 incorporating electrical components, which are controlled or monitored by the
referred to as a gravity disc. The diameter of the regulating ring is determined
control unit and these include:
by the density of the oil to be treated and will determine the position of the
interface between the oil and the collected separated water. • Dirty oil connection
Introduction
• Water connection
Being of the self-cleaning type, the accumulation of solids within the holding
WARNING space will be ejected at predetermined intervals depending on the quality of • Operating water connection
Care must be taken when operating the separator system. Hot oil and the oil. This is achieved automatically by the control panel and a number of • Circuit and water discharge valve
steam are present and can result in serious injury if leakage occurs. solenoid valves which will allow the oil to bypass the separator and will open
the bowl for a set period of time. There is a water monitoring system (WMS) • Water sensor
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. which controls the discharge of water and a sludge monitoring system (SMS) • Thermometer for monitoring the dirty oil temperature
The extinguishing system must be checked frequently. which controls the discharge of sludge.
• An audible alarm
Water which is separated from the oil collects in the outer part of the bowl. The
CAUTION The software assignment for each separator is carried out in the factory
separating disc in the bowl continuously directs a small flow from the outer
Centrifuges operate on an automatic sludging system but failure of the using a password function. Any alterations to the set parameters should only
part of the bowl to the sensing liquid pump which discharges this flow to a
system to effectively discharge sludge can cause overload and subsequent be carried out by a person authorised to make such changes. Changes in
conductivity sensor. If the conductivity sensor detects the presence of water it
breakdown of the bowl arrangement which rotates at high speed. After parameter settings is not an operational requirement of the separators and is
means that a reasonable amount of water is present in the bowl and the control
manual cleaning, care is needed to ensure that the bowl is assembled not normally necessary once the system has been configured for the type of LO
system operates to discharge the water through the dirty water outlet. The
correctly, as incorrect assembly can result in disintegration at high being treated. If any change in parameter settings is required this must only be
separator is operating as a purifier. When the water has been discharged the
rotational speed. All operating and maintenance precautions stipulated carried out with the approval of the Chief Engineer and after consultation with
solenoid valve closes and the separator resumes operation as a clarifier. This is
by the manufacturer in the maintenance manual must be observed. the control system manual.
the operation of the WMS. Normally high levels of water are not expected in
lubricating oil and this is only likely if there is leakage from the lubricating oil
cooler or past engine cylinder sealing rings.
Key

Lubricating Oil

Westfalia
CU D35 Fresh Water
Compressed Air
Saturated Steam
Condensate
To Lubricating Oil
307
309
Compressed Air
Heater
303
TI
To Lubricating Oil
Transfer Pump
PI
Separator
Feed Pump 304

(118.4m3)
306
302
Lubricating Oil
(110.7m3)
Transfer Pump
To Lubricating Oil
The desludging time interval is initially set so that the bowl will open and Procedure for Operating the Main Engine Lubricating Oil Position Description Valve
discharge the sludge and water before the sludge space is filled and separation Separating System Open Inlet valve to main engine LO sump tank A714-305
efficiency falls off. If the time interval is too long this will be the case but if
the desludging time interval is too short there is excessive sludging and the Closed Inlet valve to LO cleaning tank A714-303
The description deals with the separation of main engine LO which has been
performance of the system can suffer. taken from the main engine LO sump tank with the discharge of the cleaned Closed Discharge line valve to stern tube LO system A714-301
LO back to the main engine sump tank. Open Separator sludge pump discharge valve
The LO separator requires compressed air and fresh water supplies for
control and bowl operation/flushing. Supply systems for these are covered The separator heater is supplied with steam as the heating medium and the Note: The separator regulating discharge valve should be set for the desired
in the relevant control air system and fresh water sections, 2.10.3 and 2.14.1 drain valve from the heater must always be open. The heater is controlled discharge pressure and should not be adjusted during normal running
respectively. by the separator control system which regulates the steam supply to give the conditions.
correct temperature for the grade of oil. This temperature will have been set at
Procedure for Transferring Lubricating Oil from the Main commissioning and will not require changing unless the grade of main engine CAUTION
LO is changed.
Engine Sump to the Cleaning Tank Before operating the separator a second check must be made to ensure
that the correct valves are open to ensure that LO is taken from the
Oil is pumped from the main engine sump to the main engine LO cleaning tank WARNING intended tank and discharged to the selected destination tank.
by means of the LO transfer pump. Centrifuges operate on an automatic sludging system but failure of the
system to effectively discharge sludge can cause overload and subsequent f) Ensure that the control unit is switched on and that it is fully
a) Ensure that there is sufficient capacity in the main engine LO breakdown of the bowl arrangement which rotates at high speed. After functional. The LAMP TEST pushbutton must be pressed to test
cleaning tank to accommodate the LO being transferred. The manual cleaning, care is needed to ensure that the bowl is assembled all illuminated indicators.
main engine must be stopped before any transfer of LO from correctly, as incorrect assembly can result in disintegration at high
the sump is contemplated and the main engine LO circulation rotational speed. All operating and maintenance precautions stipulated g) Ensure the separator brake is off and that the separator is free to
pumps must be stopped. by the manufacturer in the maintenance manual must be observed. rotate. Check the separator gearbox oil level.
b) Ensure that all instruments and gauges are reading correctly. a) Check and record the level of oil in all LO tanks. h) Start the separator feed/supply pump by pressing the FEED
PUMP 1 (feed pump start) pushbutton at the separator local
c) Set the valves as in the following table: b) All valves in the separator system should be initially closed. panel. The three-way valve will ensure the oil bypasses the
separator and returns to the main engine sump tank.
Position Description Valve c) Open the control air valves and fresh water supply valve to the
separator. i) Start the separator by pressing the SEPARATOR 1 (separator
Open LO transfer pump suction valve A714-028
start) pushbutton at the local panel. Ensure that the bowl runs up
Open LO transfer pump discharge valve A714-029 d) Ensure that there is electrical power at the separator control to speed smoothly before continuing. It takes about 5 minutes
Open Main engine LO sump tank outlet valve A714-014 box. for full rotational speed to be achieved.
Closed Line valve from cylinder oil storage tank A714-098
Closed Line valve from main LO storage tank A714-037 e) Set the valves, as shown in the following table: j) Using the manual valves on the solenoid valves ensure the
Closed Line valve LO cleaning tank A714-010 operating water opens and closes the bowl.
Closed Line valve from turbocharger LO system A714-013 Position Description Valve
Open Main engine LO sump tank outlet valve A714-304 k) Slowly open the steam supply and drain valves for the separator
Closed Line valve from stern tube LO system A714-012 heater.
Open Inlet valve to LO cleaning tank A714-011 Closed Line valve from LO cleaning tank A714-309
Closed Discharge valve to LO sludge tank A714-015 Closed Suction valve from stern tube system A714-302 l) Check that the automatic controller has taken control of the
Closed Discharge valve to main engine sump A714-009 Open Main LO separator supply pump suction A714-306 system and is maintaining the oil at the correct temperature.
valve
Closed Discharge valve to cylinder oil tank A714-020
Open Main LO separator supply pump discharge A714-308 m) Once the LO temperature is above the minimum setting, start
valve the programme by pressing PROCESS START soft key on the
d) Start the LO transfer pump and pump the LO from the main
Open LO separator heater inlet valve control panel. This will initiate a start sequence including a
engine sump to the main engine LO cleaning tank.
Operational Separator three-way recirculation valve sludge and discharge test and operate the separator in automatic
mode. Once the separator is running and no signs of abnormal
e) When the contents of the main engine LO sump have been Closed Separator discharge line drain valve A714-331 vibrations are evident, all temperatures and pressures should be
transferred stop the LO transfer pump and close all valves. Open Separator discharge line valve A714-307 recorded and the levels of the tanks in use checked.
Enter details of the transfer in the Oil Record Book.
Key

Lubricating Oil

Westfalia
CU D35 Fresh Water
Compressed Air
Saturated Steam
Condensate
To Lubricating Oil
307
309
Compressed Air
Heater
303
TI
To Lubricating Oil
Transfer Pump
PI
Separator
Feed Pump 304

(118.4m3)
306
302
Lubricating Oil
(110.7m3)
Transfer Pump
To Lubricating Oil
Note: The separator will operate automatically sludging at timed intervals Procedure for Separating Lubricating Oil from the Main
or when the control system detects high level of sludge in the bowl. Water Engine Lubricating Oil Cleaning Tank and Discharging it to
Open Stern tube LO transfer pump suction valve A714-631
will be discharged automatically from the bowl. Manual intervention is not the Main Engine Sump
required but visual checks must be undertaken frequently to ensure that the Open Stern tube LO transfer pump discharge valve A714-632
system is functioning correctly. The procedure for separating LO from the main engine LO cleaning tank and Closed Stern tube LO transfer pump suction valve A714-621
discharging it to the main engine sump is the same as that above for separating from forward seal system
The main engine LO separator may be operated continuously as required but from the main engine LO sump tank back to the sump tank, except for the Closed Stern tube LO transfer pump suction valve A714-306
it must be shut down periodically for cleaning and inspection according to the setting of line valves. from stern tube LO pump unit
manufacturer’s recommendations. Open Separator supply pump suction valve from A714-302
The suction line valve from the main engine LO cleaning tank A714-309 must stern tube LO system
The controller has been preprogrammed to perform the desired cycle for be open together with the LO cleaning tank quick-closing outlet valve A714- Closed Line suction valve from main engine LO A714-304
LO separation. A change in the programmed settings may be required if the 063; the suction line valve from the main engine LO sump tank A714-304 must sump tank
specification of the LO is changed. The controller handbook must be consulted be closed.
Closed Line suction valve from LO cleaning tank A714-309
for instructions on changing system parameters. Parameters must only be
changed with the permission of the Chief Engineer and then only by approved Lubricating oil from the main engine sump must be pumped to the LO cleaning Open Separator supply pump suction valve A714-306
personnel. tank as described above and allowed to settle there for at least 12 hours with Open Separator supply pump discharge valve A714-308
steam heating applied. After settling the self-closing drain valve on the main Operational Separator three-way recirculation valve
engine LO cleaning tank must be opened in order to drain water from the Closed Separator discharge line drain valve A714-331
Procedure to Stop the Separator tank. Open Separator discharge line valve A714-307
a) Press the PROCESS STOP pushbutton. Two total ejections will Closed Inlet valve to main engine LO sump tank A714-305
Main engine LO may be treated in the LO separator after being taken from the
be triggered and the separator may then be stopped by pressing Closed Inlet valve to LO cleaning tank A714-303
LO settling tank and may then be returned to the LO cleaning tank rather than
the SEPARATOR 0 (separator stop) push button. The LO will Open Discharge line valve to stern tube LO system A714-301
being discharged to the main engine sump tank; in this case the return valve to
be automatically recirculated through the three-way valve back
the main engine sump tank A714-305 must be closed and the return valve to Open Separator sludge pump discharge valve
to the main engine LO sump tank.
the cleaning tank A714-303 must be open.
Procedure for Separating Lubricating Oil from the Stern
c) The feed pump may be stopped by pressing the FEED PUMP 0 Tube Lubricating Oil Tank and Returning it to the Stern Tube
(feed pump stop) pushbutton.
Lubricating Oil Sump Tank
The procedure for separating LO from the stern tube LO sump tank and
returning it to the stern tube LO sump tank is the same as that above for
separating LO from the main engine sump tank back to the sump tank, except
for the setting of line valves. When separating LO from the stern tube LO sump
tank the stern tube LO transfer pump must be operating, taking suction from
the stern tube LO sump tank and returning to the stern tube LO sump tank. The
CAUTION separator system takes suction from this circulating oil.
It is essential that the separator manufacturer’s instructions regarding
the stopping and dismantling of the separator are followed exactly to The valves must be set as in the following table.
avoid the risk of damage. Separator bowls rotate at very high speed and
any imbalance or loose connection can have serious consequences.
Illustration 2.8.5b Generator Engine Lubricating Oil Separator System

Starboard Port 245
Lubricating Oil Fuel Oil
Separator No.1 Drain Safety
Compressed Valve
Air
Steam
Generator Generator
LS Engine No.1 Engine No.2 To Lubricating
Oil Sludge
Measuring
Tank LO Separator
Tank (0.1m3) P
No.1 Heater
206 214
TI
236 246 Condensate
233
PI
Lubricating Oil 225
Separator Pump No.1
2,200 Litres/h
234 232 PI±
x 2.0kg/cm2
205 To Lubricating Oil

211
Sludge Tank
204 210 216
242
221 222
Lubricating Oil PI Drain Safety
Separator No.2
Transfer Pump Valve
Compressed
for Generator
Air
Engines
3,000 Litres/h PI±
Steam
x 3.0kg/cm2
Generator Generator
202 203 Engine No.3 Engine No.4 To Lubricating
Oil Sludge
Tank LO Separator
P
No.2 Heater
209 215
231 201 TI
235 Condensate
PI Lubricating Oil
226 Key
Separator Pump No.2
Generator Engine 2,200 Litres/h Lubricating Oil
Lubricating Oil PI± x 2.0kg/cm2
Storage Tank Steam
M42 Condensate
(73m3) VI 208 To Lubricating Oil
213
Sludge Tank Drain
207 212 216
243
Control Signal
Generator Engine Lubricating Oil Separating System controlled by the linked three-way valves. No.1 generator engine LO separator No.2 Generator Engine LO Separator (Set for No.3 Generator Engine)
serves No.1 and No.2 generator engines and No.2 generator engine LO
Generator Engine Lubricating Oil Separator Position Description Valve
separator serves No.3 and No.4 generator engines.
Maker: Westfalia Open No.3 generator engine sump LO outlet valve A714-208
No. of sets: 2 Open No.3 generator engine sump LO inlet valve A714-209
Procedure for Separating Generator Engine Lubricating Oil
Model: OSD18-0196-067/8 Closed No.3 generator engine sump filling valve from A714-207
Capacity: 1,575 litres/h the generator engine LO storage system
Note: LO is being taken from a generator engine LO sump tank and being
Open No.4 generator engine sump LO outlet valve A714-213
returned to the same generator engine LO sump tank.
Open No.4 generator engine sump LO inlet valve A714-215
Generator Engine Lubricating Oil Separator Supply Pump Closed No.4 generator engine sump filling valve from A714-212
a) Check and record the level of oil in all LO sumps.
Maker: Kral the generator engine LO storage system
Type: Screw b) All valves in the separator system should be initially closed. Set Interlocked suction and return three-way valve A714-235
No. of sets: 2 (set for No.1 generator engine)
c) Open the control air valves to the separator three-way valve Open Separator supply pump suction valve A714-218
Model: KF 32 AAA and ensure that there is a fresh water supply available to the Closed Separator supply pump discharge valve to LO A714-226
Capacity: 2,300 litres/h at 2.0kg/cm2 separator to be used. sludge collection tank
d) Ensure that there is electrical power at the separator control Open Separator heater inlet valve
Introduction box. Operational Three-way recirculation valve
Open Separator outlet valve
There are two generator LO separators, each one serves two generator e) Set the valves, as shown in the following tables: Closed Separator outlet line drain valve A714-242
engines. The separators are used on one generator at a time, generally when
the generator engine is operating. The lubricating oil separators are supplied
No.1 Generator Engine LO Separator (Set for No.1 Generator Engine) Note: Interlocked three-way valves at the generator engine sump suction and
with oil by a LO supply pump which passes the LO through a heater before it
return lines allow an engine sump to be selected for each of the separators.
enters the separator. Position Description Valve
Open No.1 generator engine sump LO outlet valve A714-205 f) Ensure that the control unit is switched on and that it is fully
Control air is supplied to the separator control system to control the supply
Open No.1 generator engine sump LO inlet valve A714-206 functional. The LAMP TEST pushbutton must be pressed to test
of oil to the bowl. Domestic fresh water is supplied for sealing and flushing
Closed No.1 generator engine sump filling valve from A714-204 all illuminated indicators.
purposes.
the generator engine LO storage system
Open No.2 generator engine sump LO outlet valve A714-211 g) Ensure the separator brake is off and that the separator is free to
The generator engine LO separators operate on the same principle as the main
rotate. Check the separator gearbox oil level.
engine LO separator but with a smaller throughput. There is a water monitoring Open No.2 generator engine sump LO inlet valve A714-214
system (WMS) which controls the discharge of water and a sludge monitoring Closed No.2 generator engine sump filling valve from A714-210 h) Start the separator feed/supply pump by pressing the FEED
system (SMS) which controls the discharge of sludge. the generator engine LO storage system PUMP 1 (feed pump start) pushbutton at the separator local
Set Interlocked suction and return three-way valve A714-246 panel. The three-way valve will ensure the oil bypasses the
Lubricating oil from the generator engine sump tank flows from the sump tank
(set for No.1 generator engine) separator and returns to the main engine sump tank.
to the suction side of the relevant separator supply pump, via a suction filter.
The supply pump circulates the LO through the heater and then supplies it to Open Separator supply pump suction valve A714-216
Closed Separator supply pump discharge valve to LO A714-225 i) Start the separator by pressing the SEPARATOR 1 (separator
the separator. From the separator the cleaned oil returns to the generator engine
sludge collection tank start) pushbutton at the local panel. Ensure that the bowl runs up
sump tank. A system of manually operated interlocked three-way valves
to speed smoothly before continuing. It takes about 5 minutes
ensures that oil from a particular generator engine sump tank returns to that Open Separator heater inlet valve
for full rotational speed to be achieved.
generator engine sump tank after passing through the separator. Sludge from Operational Three-way recirculation valve
the generator engine LO separators is pump to the LO sludge collection tank Open Separator outlet valve j) Using the manual valves on the solenoid valves ensure the
by the separator`s sludge pump.
Closed Separator outlet line drain valve A714-245 operating water opens and closes the bowl.
Under normal circumstances a separator will operate continuously when
k) Slowly open the steam supply and drain valves for the separator
the generator engine is running, taking LO from the engine sump tank and
heater.
returning it to the same sump tank. Engine sump suction and return valves
are normally left open and the flow to and from a generator engine sump is
Illustration 2.8.5b Generator Engine Lubricating Oil Separator System

Starboard Port 245
Separator No.1 Drain Safety
Compressed Valve
Air
Steam
Generator Generator
LS Engine No.1 Engine No.2 To Lubricating
Oil Sludge
Measuring
Tank LO Separator
Tank (0.1m3) P
No.1 Heater
206 214
TI
236 246 Condensate
233
PI
Lubricating Oil 225
Separator Pump No.1
2,200 Litres/h
234 232 PI±
x 2.0kg/cm2
205 To Lubricating Oil

211
Sludge Tank
204 210 216
242
221 222
Lubricating Oil PI Drain Safety
Separator No.2
Transfer Pump Valve
Compressed
for Generator
Air
Engines
3,000 Litres/h PI±
Steam
x 3.0kg/cm2
Generator Generator
202 203 Engine No.3 Engine No.4 To Lubricating
Oil Sludge
Tank LO Separator
P
No.2 Heater
209 215
231 201 TI
235 Condensate
PI Lubricating Oil
226 Key
Separator Pump No.2
Generator Engine 2,200 Litres/h Lubricating Oil
Lubricating Oil PI± x 2.0kg/cm2
Storage Tank Steam
M42 Condensate
(73m3) VI 208 To Lubricating Oil
213
Sludge Tank Drain
207 212 216
243
Control Signal
l) Check that the automatic controller has taken control of the CAUTION
system and is maintaining the oil at the correct temperature.
It is essential that the separator manufacturer’s instructions regarding
the stopping and dismantling of the separator are followed exactly to
m) Once the LO temperature is above the minimum setting,
avoid the risk of damage. Separator bowls rotate at very high speed and
start the programme by pressing the PROCESS START soft
any imbalance or loose connection can have serious consequences.
pushbutton on the control panel. This will initiate a start
sequence including a sludge and discharge test and operate the
separator in automatic mode. Once the separator is running and
no signs of abnormal vibrations are evident, all temperatures
and pressures should be recorded and the levels of the tanks in
use checked.
Note: The separator will operate automatically, sludging at timed intervals

or when the control system detects high level of sludge in the bowl. Water
will be discharged automatically from the bowl. Manual intervention is not
required but visual checks must be undertaken frequently to ensure that the
system is functioning correctly.
A generator engine LO separator may be operated continuously as required but

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

be triggered and the separator may then be stopped by pressing
the SEPARATOR 0 (separator stop) push button. The LO will
be automatically recirculated through the three-way valve back
to the main engine LO sump tank.
c) The feed pump may be stopped by pressing the FEED PUMP 0

(feed pump stop) pushbutton.
Illustration 2.8.6a Lubricating Oil Transfer System

Upper Deck
Upper Deck
004
005 006
047 048
001
M43 M45
Lubricating Oil
Cylinder Oil Cylinder Oil
Cleaning Tank
Tank (114m3) Tank (187m3)
Tank Main Engine
VI
061 062 (12m3)
PI +- PI VI
418 007 008
From Lubricating
Oil Separator 051 055
063
Cylinder Oil Transfer Pump 065
(3m3/h x 3.0kg/cm2) To Circulation
Pump
LSH
053 90% 013
Cylinder Oil 002
052 054
010 Service Tank LI
Hand Pump for (5m3)
Cylinder Oil Transfer To Main Engine LAL Turbocharger
To Lubricating (4.2m3/h) Cylinder LO 30% Lubricating Oil 019
Oil Separator Distributiuon 056 064 Circulation Tank
(12m3)
LO Supply to
Centrifugal Filter
LS 037
Measuring
012 Tank 039
From (0.1m3) 060
420 c
Lubricating Oil To Lubricating c
Stern Tube Oil Separator 236 CJC Filter PI +- PI
Drain Tank 233 020
5m3/h x 098
Lubricating Oil 5.6 kg/cm2
Transfer Pump
for Generator Engines 232 089 028 044 029
234
3,000 Litres/h x 3.0kg/cm2 Lubricating Oil Transfer Pump 009
To PI +- PI To/From No.1 To/From No.2 11m3/h x 3.0kg/cm2
From Lubricating 014 015
Lubricating Oil Generator Generator
Stern Tube Oil Separator
Engine Sump Engine Sump
Drain Tank
036 Purifier Purifier
202 221
Key Feed Pump Feed Pump
205 Suction 211 Suction 421 018
Lubricating Oil
203 222 204 210
Steam
Condensate Lubricating
231 201 To/From No.3 To/From No.4 Steam
Oil Sludge Tank
Drain Generator Generator (72m3)
Engine Sump Engine Sump LAL
Control Signal
100% Condensate
Purifier Purifier Main Lubricating
All Valves Prefixed with A714 Generator Engine Feed Pump Feed Pump Oil Sump Tank LAL
70%
Unless Otherwise Stated Lubricating Oil 208 Suction 213 Suction (111m3)
VI
Storage Tank
M42 (73m3) 207 212
243
2.8.6 Lubricating Oil Filling And Transfer Lubricating oil is moved from these tanks to the main engine circulation tank b) When the desired quantity of lubricating oil has been transferred
System (sump), the main engine cylinder lubrication system, the stern tube system and close all valves and record the quantity of oil transferred.
the generator diesel engine sumps. Main engine sump LO can be pumped or
separated to the LO cleaning tank before being separated back to the sump.
Main Engine Lubricating Oil Transfer Pump
A heating coil is fitted to the main engine lubricating oil cleaning tank. All Procedure for Filling the Cylinder Lubricating Oil Service
Maker: Kral storage tanks are filled from connections on both sides of the ship at the upper Tank
Type: Screw deck level; the main engine and generator LO tanks use the same connection
line and the cylinder LO storage tanks use a separate line in order to prevent The description assumes that oil is being taken from the M43 cylinder oil
No. of sets: 1 storage tank and that the electrically operated cylinder oil transfer pump is in
contamination.
Model: KF 160 AAA use.
Capacity: 11m3/h at 3.0kg/cm2 Lubricating oil is transferred from the main engine LO storage tank M44 to
the main engine sump tank by means of gravity. Similarly, the turbocharger The electrically driven cylinder oil transfer pump has an automatic stop facility
circulation tank is filled by gravity from it’s own storage tank M46. The which is controlled by a level switch in the cylinder oil daily service tank.
Generator Engine Lubricating Oil Transfer Pump generator engine LO is pumped from the generator engine storage tank M42 The operator will normally start the cylinder oil transfer pump and the pump
Maker: Kral to the measuring tank and then run down by gravity from the measuring tank will stop automatically when the high level switch in the daily service tank is
to the sump tanks. The stern tube LO sump tank is filled by means of the main activated. The operator may also manually stop the pump if required. START
Type: Screw
engine LO transfer pump. and STOP pushbuttons are located at the control panel next to the cylinder oil
No. of sets: 1 transfer pump.
Model: KF 42 AAA
Capacity: 3.0m3/h at 3.0kg/cm Procedure for Transferring Main Engine Lubricating Oil by a) Check that there is cylinder lubricating oil in the storage tank to
Gravity be used; in this case tank M43.
Lubricating oil is stored in the following main storage tanks, located in the
engine room. All valves should be in the closed position. b) Check the amount of oil in the cylinder oil service tank and
determine the amount of oil to be transferred to that tank.
a) Open the following valves depending on the service selected.
Tank Capacity Quick-closing c) Check that the cylinder oil transfer pump is selected for semi-
m3 Outlet Valve automatic mode to stopthe pump when the tank is full.
M44 Main engine LO storage tank 110.7 A714-065 Replenishing Main Engine Circulation Tank (Sump)
M67 LO cleaning tank 125 A714-063 Position Description Valve d) Set the valves as in the following table:
M41 Main engine LO circulation tank 111 Open Main engine LO storage tank quick-closing A714-065
M43 Cylinder oil storage tank 114 A714-061 outlet valve Position Description Valve
M45 Cylinder oil storage tank 187 A714-062 Open Line valve from the main LO storage tank A714-002 Open Cylinder oil storage tank M43 quick-closing A714-061
Cylinder oil daily service tank 5.0 A714-064 Closed Turbocharger LO circulation tank inlet valve A714-019 outlet valve
M46 Turbocharger LO circulation tank 12 A714-501 Closed Line valve to transfer pump A714-037 Open Cylinder oil storage tank M43 line valve A714-007
A714-502 Open Inlet valve to main engine sump tank A714-018 Open Cylinder oil storage tank M45 quick-closing A714-062
M42 Generator engine LO storage tank 73 A714-201 outlet valve
Generator engine LO measuring tank 0.1 Closed Cylinder oil storage tank M45 line valve A714-008
Replenishing Turbocharger Lubricating Oil Circulation Tank
Stern tube LO tank unit 0.22 Closed Line valve to main LO transfer pump A714-060
Position Description Valve Open Cylinder oil (electrically driven) transfer A714-051
M69 Stern tube LO drain tank 3.8 A714-609
Open Main engine LO storage tank quick-closing A714-065 pump suction valve
All outlet valves from LO storage and cleaning tanks are remote quick-closing outlet valve Open Cylinder oil (electrically driven) transfer A714-055
valves with a collapsible bridge, which are operated from the ship’s fire station. Open Line valve from the main LO storage tank A714-002 pump discharge valve
After being tripped the valves must be reset locally. Each tank is also fitted Open Turbocharger LO circulation tank inlet valve A714-019 Closed Cylinder oil (hand operated) transfer pump A714-052
with a self-closing test cock to test for the presence of water and to drain any Closed Line valve to transfer pump A714-037 suction valve
water present. Tundishes under the self-closing test cock drain any test liquid Closed Inlet valve to main engine sump tank A714-018 Closed Cylinder oil (hand operated) transfer pump A714-054
to the LO sludge drain tank. discharge valve
Open Cylinder oil service tank filling valve A714-053

Upper Deck
Upper Deck
004
005 006
047 048
001
M43 M45
Lubricating Oil
Cleaning Tank
Tank Main Engine
VI
061 062 (12m3)
PI +- PI VI
418 007 008
From Lubricating
063
Pump
LSH
053 90% 013
Cylinder Oil 002
052 054
010 Service Tank LI
Hand Pump for (5m3)
(12m3)
LO Supply to
Centrifugal Filter
LS 037
Measuring
012 Tank 039
From (0.1m3) 060
420 c
Drain Tank 233 020
5m3/h x 098
Transfer Pump
234
To PI + PI To/From No.1 To/From No.2 11m3/h x 3.0kg/cm2
From Lubricating - 014 015
Drain Tank
202 221
Lubricating Oil
203 222 204 210
Steam
Oil Sludge Tank
Control Signal
100% Condensate
70%
VI
Storage Tank
M42 (73m3) 207 212
243
Position Description Valve i) When the generator engine LO transfer pump stops close all Position Description Valve
valves.
Open Quick-closing outlet valve from service tank A714-064 Open Line valve to transfer pump A714-037
to cylinder oil pump unit Closed Inlet valve to main engine sump tank A714-018
A backup hand operated pump is available for filling the generator engine LO
Open Cylinder oil service tank line outlet valve A714-056 measuring tank should the electrically driven pump fail. Closed Main engine sump suction valve A714-014
Closed Main LO transfer pump suction valve from A714-098
e) Start the cylinder oil transfer pump and transfer the desired Procedure for Transferring from Generator Engine Lubricating cylinder oil system
quantity of oil to the cylinder oil measuring tank. The pump has Oil Measuring Tank to Generator Engine Sumps Closed Main LO transfer pump suction valve from A714-012
an automatic stop when the level in the tank reaches the 90%
full level. The operating engineer should monitor the pump and stern tube system
a) All valves are initially closed.
daily service tank to ensure that the pump stops Closed Main LO transfer pump suction valve from A714-010
b) Determine the amount of oil to be transferred to the generator LO cleaning tank
Note: In the event of failure of the cylinder LO transfer pump the hand pump engine sump. Note the level of oil in the generator engine LO Open Main LO transfer pump suction valve A714-028
can be used to transfer cylinder LO from the storage tanks to the measuring measuring tank. Open Main LO transfer pump discharge valve A714-029
tank. The transfer pump suction and discharge valves must be closed and the Closed Main LO transfer pump discharge valve to A714-020
hand pump suction valve A714-052 and discharge valve A714-054 must be c) Open the required generator engine sump filling valve: cylinder oil system
open. The hand pump is operated to transfer the desired quantity of oil. No.1 generator engine sump filling valve A714-204 Closed Main LO transfer pump discharge valve to A714-009
main engine sump
No.2 generator engine sump filling valve A714-210
Procedure for Transferring Generator Engine Lubricating Closed Main LO transfer pump discharge valve to LO A714-015
No.3 generator engine sump filling valve A714-207 sludge tank
Oil
No.4 generator engine sump filling valve A714-212 Closed Main LO transfer pump discharge valve to LO A714-011
Filling the generator engine LO measuring tank cleaning tank
d) Set the generator engine LO line three-way valve A714-232 to Open Main LO transfer pump discharge valve to A714-036
a) All valves should be initially closed. the sump filling position. stern tube system
Closed Stern tube system line valve to LO separator A714-302
b) Check how much oil is in the generator engine LO measuring e) Open the generator engine LO measuring tank filling/run down
Closed Stern tube system supply valve from LO A714-301
tank; determine how much LO is to be transferred. valve A714-236.
separator
c) Open the generator engine electrically driven LO transfer pump f) When the desired amount of oil has been transferred to the selected
generator engine sump, close the generator engine LO measuring c) Start the main engine LO transfer pump and transfer the desired
suction valve A714-202 and the discharge valve A714-221.
tank filling/run down valve and all other system valves. quantity of LO to the stern tube LO sump tank.
d) Set the three-way valve A714-234 to filling of the generator
g) Record the quantity of oil transferred. d) When the desired level of oil is achieved in the stern tube LO
engine LO measuring tank.
sump tank, stop the LO transfer pump, close all valves and
record the LO transfer operation.
e) Set the generator engine LO measuring tank three-way filling/
Procedure for Transferring Main Engine Lubricating Oil by
run down valve A714-232 to measuring tank filling.
Pump to the Stern Tube Lubricating Oil Sump Tank Procedure for the Transfer of Lubricating Oil to the Sludge
f) Open the generator engine LO measuring tank filling/run down Tank
valve A714-236. a) Check the level of oil in the stern tube LO sump tank and assess
the quantity which has to be transferred.
The main engine LO transfer pump may be used for transferring LO from
g) Open the generator engine LO storage tank quick-closing valve sump tanks or the cleaning tank to the lubricating oil sludge tank.
A714-201. b) Set the valves as in the following table:
a) Set the valves as in the following table. The valve settings
h) Start the generator engine LO transfer pump; the generator Position Description Valve assume that the contents of the LO cleaning tank are being
engine LO measuring tank is fitted with a level switch which Open Main engine LO storage tank quick-closing A714-065 transferred to the LO sludge tank M62.
shuts off the transfer pump when the tank is at the full level (100 outlet valve
litres). Open Line valve from the main LO storage tank A714-002
Closed Turbocharger LO circulation tank inlet valve A714-019

Upper Deck
Upper Deck
004
005 006
047 048
001
M43 M45
Lubricating Oil
Cleaning Tank
Tank Main Engine
VI
061 062 (12m3)
PI +- PI VI
418 007 008
From Lubricating
063
Pump
LSH
053 90% 013
Cylinder Oil 002
052 054
010 Service Tank LI
Hand Pump for (5m3)
(12m3)
LO Supply to
Centrifugal Filter
LS 037
Measuring
012 Tank 039
From (0.1m3) 060
420 c
Drain Tank 233 020
5m3/h x 098
Transfer Pump
234
To PI +- PI To/From No.1 To/From No.2 11m3/h x 3.0kg/cm2
From Lubricating 014 015
Drain Tank
202 221
Lubricating Oil
203 222 204 210
Steam
Oil Sludge Tank
Control Signal
100% Condensate
70%
VI
Storage Tank
M42 (73m3) 207 212
243
b) Determine the amount of LO to be transferred from the LO Procedure for Loading Lubricating Oil Note: Cleanliness is essential when loading lubricating oil and the filling
cleaning tank and ensure that the LO sludge tank M62 has point area must be cleaned before the filling connection is opened. Care must
sufficient capacity to receive the oil. The preparation and operation procedures for loading should be followed as be taken to ensure that no debris falls into the filling line when attaching the
described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer filling hose.
Position Description Valve System. The precautions to be observed when loading LO are the same as for
Closed Main engine LO storage tank quick-closing A714-065 loading fuel. Main LO, generator engine LO and cylinder LO have filling line
Note: All lubricating oil transfer and loading operations must be recorded in
outlet valve connections on the port and starboard sides of the ship.
the Oil Record Book.
Closed Line valve from the main LO storage tank A714-002
The main engine LO cleaning tank and main engine sump tank are fitted with a
Closed Turbocharger LO circulation tank inlet valve A714-019 vent line which pass to the vent header at the funnel top level. The main engine
Closed Line valve to transfer pump A714-037 LO storage tank, diesel generator LO storage tank and cylinder oil storage
Closed Inlet valve to main engine sump tank A714-018 tanks are fitted with vent lines which pass to the upper deck.
Closed Main engine sump suction valve A714-014
Closed Main LO transfer pump suction valve from A714-098 Cleanliness is essential when filling any LO storage tank and care must be
cylinder oil system taken to ensure that the filling connection area is clean before the plug in the
filling line is removed.
Closed Main LO transfer pump suction valve from A714-012
stern tube system a) Check that there is sufficient capacity in the tank to accommodate
Open Main LO transfer pump suction valve from A714-010 the LO ordered.
LO cleaning tank
Open LO cleaning tank quick-closing outlet valve A714-063 b) Agree with the supplier the grade and amount of LO to be
Open Main LO transfer pump suction valve A714-028 supplied.
Open Main LO transfer pump discharge valve A714-029
c) Remove line blank to the required filling line.
Closed Main LO transfer pump discharge valve to A714-020
cylinder oil system
d) Connect the loading hose and open the appropriate tank valve.
Closed Main LO transfer pump discharge valve to A714-009
main engine sump
Tank Valve
Open Main LO transfer pump discharge valve to LO A714-015
Main engine LO storage tank filling valve A714-001
sludge tank
Cylinder LO Tank M43 filling valve A714-005
Closed Main LO transfer pump discharge valve to LO A714-011
cleaning tank Cylinder LO Tank M45 filling valve A714-006
Closed Main LO transfer pump discharge valve to A714-036 Generator engine LO tank filling valve A714-231
stern tube system
e) Proceed with the loading operation.
Closed Stern tube system line valve to LO separator A714-302
Closed Stern tube system supply valve from LO A714-301 f) Ensure that oil is being correctly transferred.
separator
g) When the required quantity of oil has been loaded, signal for
c) Start the main engine LO transfer pump and pump the contents the pumping to stop. Allow the pipe to drain and then close all
of the main engine LO cleaning tank to the sludge tank M62. valves.
d) When the oil has been transferred, stop the pump, close all h) Remove the supply pipe and refit the blank.
valves and record details of the oil transfer in the Oil Record
Book. i) Check and record the levels in all LO tanks and record the
amount of oil loaded.
2.9 Bilge System
2.9.1 Engine Room Bilge System
2.9.2 Engine Room Bilge Oil/Water Separator
Illustrations
2.9.1a Engine Room Bilge System
2.9.1b Cargo Hold Bilge System - Forward
2.9.1c Cargo Hold Bilge System - Aft
2.9.1d Bilge System - Decks 3, 4, 5 and 6
2.9.2a Oil/Water Separator System

Illustration 2.9.1a Engine Room Bilge System
LAH LAH
Scupper PW7 510710 510720
2nd Deck
Void Space Sea Chest
From Foward
Oily Bilge System
Water 132 143
071 H Tank 104
145 LAH
134 Bilge
513110
Cargo Hold Bilge Pump Well

129m3/h x 2.0kg/cm2
TI LAH 108
513080 Cofferdam Below Main Engine
PI +-
Bilge 072
Well Main Engine From Foward
074 075 Seating Bilge System
LAH 073 093
513060 PI PS LAH LAH 097 From Foward
513100
M 513090
Bilge System
Air 092
LAH
350040
077
Priming Key
To Fire and Deck Wash From Cargo Bilge
Unit
System Sea Water 099 Hold Tank
080 Bilge
Suction 96m3
From Aft PI +- Air
PI 098
Bilge System Engine Room
Sea Water
101
079 081 All Valves are Prefixed ‘A722’
078
From Aft Fire / Bilge Pump Unless Otherwise Stated
Bilge System 300/160m3/h x 5.8/8kg/cm2 082
141 100
085 083
086 084 Air 090

089
Priming 102
To No.2
LAH To Ballast
411130 Unit TI
Sludge Transfer System Oily Bilge
Pump PI +- Water Unit From Foward
Bilge System
Clean Dirty PI PI +-
H H
Tank Tank 087
From Ballast 088
PI PS
System
PI PI
M
To Bilge Well Engine Room
Ballast / Bilge Pump Oil Drain Tanks Bilge Pump
110 From Foward
600/400m3/h x 2.5/2.8kg/cm2 25m3/h x2.5kg/cm2
Sewage Bilge System
146 109
Tank 091
H 103 Bilge LAH
Emergency Bilge Suction Well 513120
No.3 Main Sea Water Pump
Void Space
LAH LAH
Scupper PW8 510810 510620
2nd Deck
2.9 Bilge System Introduction Engine Room Bilge System
2.9.1 Engine Room Bilge System The vessel’s bilge system consists of three main systems: Under normal operating conditions the engine room bilge system is served
by the engine room bilge pump, which is a self-priming pump and can take
Engine Room Bilge Pump • Engine room bilge system
suction from:
Maker: Borger GmBH, Germany • Cargo hold bilge system
• Engine room bilge wells
No. of sets: 1 • CO2 room bilge system
• Main engine bilge pits
Type: Rotary positive displacement
Model: PL 100 The engine room bilge system and cargo hold bilge systems are considered as • Cargo hold bilge main
3 separate systems but they may be connected if required.
Capacity: 23m /h at 2.5kg/cm2 • Cargo bilge holding tank (M51)
The pump has electronic dry running protection The engine room and cargo hold bilge systems are served by four pumps: • Stern tube cooling water tank (M71)
Cargo Hold Bilge Pump • The engine room bilge pump • Bilge water tank (clean) (M64 Clean)
Maker: Borger GmBH, Germany • The cargo hold bilge pump • Bilge water tank (dirty) (M64 Dirty)
No. of sets: 1 • The fire/bilge pump • Engine room cofferdam
Type: Rotary positive displacement • Void spaces (R064 and R065)
• The ballast/bilge pump
Model: CL 520
3 • Oily water tank (M59)
Capacity: 120m /h at 2.0kg/cm2 Under normal operating conditions the engine room bilge pump is used to
The pump has electronic dry running protection pump from the engine room bilge main to the bilge water tank (M64) (dirty The engine room bilge pump discharges to:
section). Bilge water from the engine room system must only be discharged
Fire/Bilge Pump overboard via the oily water separator. • Oil drain tank (M57)
Maker: Behrens Pumpenfabrik, Germany • Bilge water tank (dirty section)
The cargo hold bilge pump is used to pump from the cargo hold bilge main to
No. of sets: 1
the cargo bilge holding tank. Under normal operating conditions the engine room bilge pump will draw
Type: Vertical centrifugal (with priming unit)
water from the various bilge suctions via the engine room bilge system and
Model: VNF 7/420 The fire/bilge pump and the ballast /bilge pump discharge water overboard or discharge to the bilge water tank (dirty section). The engine room bilge pump
3
Capacity: 300/160m /h at 5.8/8.0kg/cm2 to the fire and deck wash system or to the ballast system. These pumps should is equipped with dry running protection and high pressure protection; the pump
only be used to pump bilge water in an emergency. motor can be set to stop automatically if the pump runs dry or if the discharge
Ballast/Bilge Pump pressure is abnormally high such as with a discharge valve closed. The pump
Maker: Behrens Pumpenfabrik, Germany The cargo hold bilge pump, the fire/bilge pump and the ballast/bilge pump may can be stopped locally or from the shore connection stations.
No. of sets: 1 be used to discharge bilge water directly overboard.
Type: Vertical centrifugal (with priming unit) Bilge Water Tank (M64)
An emergency bilge suction is provided on No.3 main sea water cooling pump
Model: VRW 9/350G and this pump discharges overboard via the sea water cooling system and is The bilge water tank receives water from the engine room bilge pump and has
3
Capacity: 400/600m /h at 2.8/2.5kg/cm2 intended for use only in an emergency. two separate compartments or tanks; the dirty section (M64D with a capacity
3
of 36.1m3) and the clean section (M64C with a capacity of 64.9m ). The tank
Ballast and Bilge Eductor is equipped with a steam heating coil, and has four suction lines;
CAUTION
Maker: Korting AG, Germany The overboard discharges are not to be used for discharging bilge water • Clean section high suction
No. of sets: 2 except for emergency requirements.
• Clean section low suction
Model: Liquid jet
The CO2 room bilge system utilises an air driven bilge pump located in the • Dirty section high suction
Discharge head: 2.5 kg/cm2
3 steering flat which discharges through a gooseneck on the mooring deck. • Dirty section low suction
Capacity: 120m /h
The high suctions have connections to the engine room bilge pump and also
to No.2 sludge transfer pump (section 2.6.3 Boiler Fuel Oil System of this
machinery operating manual).
Illustration 2.9.1a Engine Room Bilge System
LAH LAH
Scupper PW7 510710 510720
2nd Deck
Void Space Sea Chest
From Foward
Oily Bilge System
Water 132 143
071 H Tank 104
145 LAH
134 Bilge
513110
Cargo Hold Bilge Pump Well

129m3/h x 2.0kg/cm2
TI LAH 108
513080 Cofferdam Below Main Engine
PI +-
Bilge 072
Well Main Engine From Foward
074 075 Seating Bilge System
LAH 073 093
513060 PI PS LAH LAH 097 From Foward
513100
M 513090
Bilge System
Air 092
LAH
350040
077
Priming Key
To Fire and Deck Wash From Cargo Bilge
Unit
080 Bilge
Suction 96m3
From Aft PI +- Air
PI 098
Bilge System Engine Room
Sea Water
101
078
From Aft Fire / Bilge Pump Unless Otherwise Stated
Bilge System 300/160m3/h x 5.8/8kg/cm2 082
141 100
085 083
086 084 Air 090

089
Priming 102
To No.2
LAH To Ballast
411130 Unit TI
Sludge Transfer System Oily Bilge
Pump PI +- Water Unit From Foward
Bilge System
Clean Dirty PI PI +-
H H
Tank Tank 087
From Ballast 088
PI PS
System
PI PI
M
To Bilge Well Engine Room
Ballast / Bilge Pump Oil Drain Tanks Bilge Pump
110 From Foward
600/400m3/h x 2.5/2.8kg/cm2 25m3/h x2.5kg/cm2
Sewage Bilge System
146 109
Tank 091
H 103 Bilge LAH
Emergency Bilge Suction Well 513120
Void Space
LAH LAH
Scupper PW8 510810 510620
2nd Deck
The low suctions have connections with the bilge suction main and also to Main Engine Room Bilge System (Manual Valves) • Cargo bilge holding tank (via engine room bilge system)
No.2 sludge transfer pump.
Position Description Valve The fire and bilge pump and the ballast and bilge pump can discharge to:
The bilge water tank allows oil to separate from the bilge water by gravity; Closed Port forward bilge well A722-108
• Directly overboard
the oil remaining mostly in the dirty section and the water moving to the clean Closed Starboard forward bilge well A722-109
section. Closed Stabiliser port bilge well A722-035 • Fire and deck wash system/ballast system
Closed Stabiliser starboard bilge well A722-039
Oily Water Tank (M59) Closed Port void space bilge well A722-143 Emergency Bilge Suction
The oily water tank (9.9m3) is located on the port side of the engine room and Closed Oily water tank A722-132
receives oily water from a number of sources. This tank is pumped out by the The emergency bilge suction is provided to deal with serious flooding of the
Closed Starboard void space A722-087
engine room bilge pump and the contents are transferred to the bilge water tank machinery spaces. Under such circumstances when the situation threatens the
Closed Aft engine room bilge well A722-073 safety of the vessel, it is permissible to use this means to pump water from
(dirty section).
Closed Port aft void space A722-071 the bilges directly overboard. The emergency bilge suction valve is part of the
Closed Line valve to bilge water tank A722-141 ship’s safety equipment and must be maintained operable with regular testing
Procedure to Pump from the Engine Room Bilge System to the Closed Main engine seating aft bilge well A722-093 and greasing
Bilge Water Tank Closed Main engine cofferdam A722-092
On this vessel No.3 main cooling sea water pump is used to provide the
Closed Main engine seating forward bilge well A722-097
Bilge wells connected to the engine room bilge system are normally pumped emergency bilge suction, via valve A722-091, from the starboard side of the
Closed Cargo hold bilge well A722-099 engine room tank top. This valve is fitted with an extended spindle so that the
to the bilge water tank (dirty section) using the engine room bilge pump. The
bilge pump may also pump from the engine room bilge system to the oil drain Closed Engine room tunnel bilge well A722-068 handwheel is above the lower level floor plates. No.3 main cooling sea water
tank. Closed Engine room tunnel bilge well A722-065 pump is a two speed pump and may be operated at high speed in order to
Closed Aft engine room tunnel bilge well A722-051 increase the amount of water removed.
a) Check that the engine room bilge pump suction strainer is Closed Stern tube/tunnel bilge well A722-046
clean.
Cargo Hold Bilge System
Note: All bilge suction valves are shown as closed in the above table; this
b) Check that there is sufficient space in the bilge water tank
is the normal situation and valves are only opened when actually pumping a Under normal operating conditions the cargo hold bilge system is served by the
(dirty section) for the bilge water. If the bilge water tank (dirty
particular bilge. cargo bilge pump. The cargo bilge pump is a positive displacement pump but
section) is full, bilge water can be transferred from the clean
the pump suction is also equipped with a priming unit because of the length
section of the bilge water tank and the tank allowed to settle for
f) Start the engine room bilge pump. Ensure that the bilge pump and large volume of the cargo hold bilge system. The pump can take suction
a period of time.
does not run dry. Close the bilge suction valve before the bilge from:
c) Open the engine room bilge pump discharge valve to the bilge is completely empty. • Forward cargo hold bilge system (including suctions from the
water tank, A722-089 and close the line valve to the oil drain bow thruster compartment bilge and forward void space).
tanks A722-088. Line valve A722-090 allows the engine room bilge pump to take suction from
the bilge water tank (clean and dirty sections) at the low suctions. As oil floats • Aft cargo hold bilge system
d) Close the engine room bilge pump suction valve (A722-090) on the water the low suction would normally only draw water. Using the high • Hold port and starboard bilge wells
from the main bilge water tank. There is a direct bilge main suctions, via line valve A722-141, allows the engine room bilge pump to pump
• Engine room bilge system
suction line to the engine room bilge pump. The two lines oil to the oil drain tank via discharge valve A722-088.
• Cargo bilge holding tank
connecting to the engine room bilge pump suction connect with
the engine room bilge main and individual bilge well valves Fire/Bilge Pump and the Ballast/Bilge Pump The cargo hold bilge pump can discharge to:
may be opened as required. It is important that all bilge well
suction valves are initially closed and that they are reclosed These are vertical centrifugal pumps and each pump is equipped with a priming • Cargo bilge holding tank
after pumping out a particular bilge well. unit. The pumps can take suction from: • Directly overboard
e) Check the suction strainer on the bilge well to be pumped and • Sea water crossover line
Under normal operating conditions the cargo bilge pump will draw water from
open the suction valve. • Engine room bilge system the various hold bilge suction points via the forward and aft cargo hold bilge
• Cargo hold bilge system, forward and aft systems and discharge to the cargo bilge holding tank. The cargo hold bilge
wells are provided with remotely operated suction valves which are actuated
• Direct bilge suction (fire/bilge pump only)
from the Bilge System Fore and the Bilge Engine Aft mimics.
Illustration 2.9.1b Cargo Hold Bilge System - Forward
Scupper
Scupper
Passageway
Passageway
PW5 LAH
510510
PW3
LAH LAH
510520 510310
To Engine 034 Scupper

Room Water Ballast Tank Passageway
Bilge
035 PW3
System
Stabiliser Water Ballast Tank
LAH
Room 513190
Heavy Fuel Heavy

Oil Tank Fuel Scupper
To Engine Oil Tank Passageway
Room H BW
Heavy PW1
Bilge 030 LAH
Fuel
System Water Ballast Tank 510320
LAH
Oil Tank LAH
510110
512520
H 025 LAH
BW 512420 020 H
To Engine 004
Room H
Bilge 026 From
Heavy 009
System Bosun’s
Fuel LAH Store
H Oil Tank LAH BW 512320
512510 BW H
013 LAH Water 138
032 Water Ballast Tank Water Ballast Tank 015 512220 Ballast 002
H Tank 003
Heavy H 019 014 H BW H 006 Water
LAH Fuel BW LAH 001 H
512540 BW 512210 Ballast
BW Oil Tank LAH Tank
H 512310 BW Water
Ballast BW LAH
130 510220
Heavy 018 LAH
Tank LAH
512110
Fuel LAH BW 512330
Oil Tank 513180
010
023
Bow Thruster
Room
H
029 H 021 LAH
Water Ballast Tank LAH 510210
To Engine
Heavy LAH LAH 510420
Room 512530 512430 Scupper
Bilge Fuel BW BW Passageway
Heavy
System Oil Tank PW2
Fuel
Oil Tank
Key
Stabiliser Water Ballast Tank Bilge

To Engine Room
Room Water Ballast Tank
Scupper All Valves are Prefixed ‘A722’
Bilge Unless Otherwise Stated
039 Passageway
System
PW4
LAH
037 513200 LAH LAH
510620 510410
LAH Scupper
Scupper 510810
Passageway
Passageway
PW4
PW6
Cargo Bilge Holding Tank (M51) c) Open the cargo hold bilge pump discharge valve to the cargo f) Start the cargo hold bilge pump and pump the cargo hold bilge.
3
The cargo bilge holding tank has a capacity of 96.2m and is used to hold bilge holding tank, A722-077. When a bilge is empty open the suction valve to another bilge
bilge water discharged from the cargo hold bilge pump; it is equipped with a and close the suction valve at the empty bilge. When all desired
steaming out connection. The cargo bilge holding tank is normally transferred Note: Ensure that the cargo hold bilge pump overboard discharge line valve, cargo hold bilges have been pumped out stop the cargo hold
to the clean bilge tank using the engine room bilge pump, via valves A722-100 A722-074, is closed. The overboard discharge valves are remotely operated bilge pump and close all valves.
and A722-090; the water can then be discharged overboard via the oily bilge and both should be closed.
tank and the oily water separator. The oily water separator unit may also take The cargo hold bilge pump may also be used for pumping engine room bilges
suction directly from the cargo bilge holding tank via valve A722-100. The d) Open the cargo hold bilge pump suction valve from the cargo but this should only be considered as an emergency procedure. Remotely
cargo bilge holding tank can be discharged directly overboard by the cargo hold bilge suction main, A722-075. operated line valve A722-134 must be opened in order to allow for suction
hold bilge pump or the fire/bilge pump or the ballast/bilge pump. from these bilge wells. The engine room bilge well valves, port forward
e) From the OWS mimic open the suction valve to the required A722-104, starboard forward A722-110 and centre aft A722-072 are manually
The three main engine room bilge wells may also be pumped out via the hold bilge at the cargo hold mimic. operated as required. The same line also allows for pumping of the tunnel bilge
cargo hold bilge system but as this may introduce oil into the tank this well via valve A722-062.
procedure should be avoided. Such pumping should only be contemplated Cargo Hold Bilge System
in an emergency. The bilge well valves are manually operated and should be
maintained in the closed position. Position Description Valve
Closed Bosun`s store line suction valve A722-138
CAUTION Closed Bow thruster compartment bilge (manual valves) A722-002
The overboard discharge is not to be used for discharging bilges except A722-003
under emergency conditions. Closed No.1 hold bilge well forward A722-001
Closed No.1 hold bilge well aft A722-004
Procedure to Pump the Cargo Hold Bilges to the Cargo Bilge Closed No.2 hold bilge well forward A722-006
Holding tank Closed No.2 hold bilge well aft A722-013
Closed No.3 hold bilge well forward A722-014
The cargo hold bilges are normally pumped into the cargo bilge holding tank Closed No.3 hold bilge well aft port A722-015
by the cargo hold bilge pump. The contents of the cargo bilge holding tank are Closed No.3 hold bilge well aft starboard A722-130
transferred to the clean bilge holding tank by engine room bilge pump.
Closed No.4 hold bilge well forward A722-019
Bilge water is collected in bilge wells in the cargo holds and water drains into Closed No.4, hold bilge well aft port A722-025
the bilge wells through strainer plates. The cargo hold bilge well suction valves Closed No.4 hold bilge well aft starboard A722-021
are remotely operated via the Bilge Fore System and Bilge Engine Aft mimics Closed No.5 hold bilge well forward port A722-025
at the Operator Workstation (OWS) in the ECR or SCC; no suction strainer is Closed No.5 hold bilge well forward starboard (manual A722-023
fitted to the hold bilge suction points. valve)
Closed No.5 hold bilge well aft port A722-030
Scuppers in the port and starboard working passageways, which run under
the upper deck, drain into the cargo hold bilge wells; manually operated self- Closed No.5 hold bilge well aft starboard A722-029
closing valves are used to drain the scuppers. Closed No.5 hold bilge well aft centre A722-032
Closed No.6 hold bilge well starboard centre A722-067
To pump the cargo hold bilges to the cargo bilge holding tank: Closed No.6 hold bilge well port centre A722-056
Closed Tunnel bilge well (manual valve) A722-059
a) Check that the cargo hold bilge pump is operational.
Closed No.7 hold bilge well forward centre A722-055
b) Check that there is sufficient space in the cargo bilge holding Closed No.7 hold bilge well aft centre A722-054
tank. If the cargo bilge holding tank is full, bilge water can be Closed No.7 hold bilge well aft port A722-052
transferred to the bilge water tank using the engine room bilge Closed No.7 hold bilge well (via engine room bilge pump) A722-053
pump. Closed Shaft tunnel bilge well (manual valve) A722-045
Closed Stern tube cooling water space (M71) A722-047
Illustration 2.9.1c Cargo Hold Bilge System - Aft
Water Ballast
Tank
BW
Water Ballast
Tank
148 140 142 144 H 139

147 141 143
H 056
LAH
H
To Engine
513030 Shaft Tunnel
055 Room Bilge
H H 059 062 System
BW
052 054
045
BW BW
046 063 068

051 H
LAH LAH
513040 513050
053
047 To Engine
Room Bilge
System
Water Ballast
Tank
H 067
Key
BW
Bilge

Water Ballast
Tank
Procedure for Pumping Bilges using the Fire/Bilge Pump and b) Start the fire and bilge pump. Check that the priming unit
the Ballast/Bilge Pump has operated correctly and that the pump has picked up water
suction.
These pumps may be used for pumping from both the cargo hold bilges and
the engine room bilge system. The pumps discharge directly overboard and so Note: After pumping bilges overboard with this pump the pump and lines
should only be used in an emergency. must be flushed through with sea water and the valves returned to normal
fire main settings.
The fire/bilge pump is equipped with a direct bilge suction valve, A722-082,
which is connected directly to the pump suction. This connection is equipped
with a suction strainer at the port forward engine room bilge and is intended Procedure for Draining Water from the Chain Locker and
for emergency use only. Upper Deck Spaces below the Focsle
The chain lockers may be pumped out using the ejector which is operated by
CAUTION
water from the fire and deck wash line; and are also flushed with sea water
The fire/bilge pump and the ballast/bilge pump are not to be used for from the fire and deck wash line. The bosun’s store bilges may also be pumped
discharging bilges except under emergency conditions. out using the same ejector.
The bilge/fire pump also supplies sea water to the fire and deck wash system, a) Open the overboard discharge valve at the port hawse pipe
thus can operate the bilge ejector which is used to pump out the chain locker A722-127.
bilges. The fire/bilge pump suction and discharge valves are normally set for
service as a fire pump with both the sea suction valve and the discharge valve b) Ensure that the fire and deck wash line is pressurised and that
to the fire main fully open. water is available at the forward ejector. Supply ejector driving
water from the fire and wash deck line.
Emergency Use of the Direct Bilge Suction
c) Open the bilge valves and chain locker valves as required in
The following procedure assumes there has been serious flooding in the engine
order to empty the bilges. When a bilge well is empty close the
room and that the Master and Chief Engineer have authorised the use of the
valve and open another bilge well valve.
fire/bilge pump to discharge engine room bilge water directly overboard.
d) When all bilge wells are empty close the ejector driving water
Note: The direct bilge suction strainer should be maintained in a clean valve and stop the pump unless the fire main is required to
condition so that it is ready for immediate use. remain pressurised.
a) Set the fire/bilge pump valves according to the following

table: CO2 Room Bilge System
Position Description Valve The CO2 room bilge system is operated by an air driven pump located in the
steering gear space. The pump has a non-return suction valve (A722-122)
Closed Sea water suction A722-080
which should always be kept open. Discharge is through a gooseneck on the
Closed Suction from engine room and cargo hold A722-081 poop mooring deck above.
bilge systems
Open Direct bilge suction A722-082 CAUTION
Closed Discharge to fire and deck wash system Great care must be taken to ensure that only clean water is discharged
Open Pump discharge valve A722-079 overboard.
Closed Discharge valve to fire and deck wash
system
Steering Gear Space Bilges
Open Discharge to overboard A722-078
Open Overboard discharge valve The steering flat has a central bilge well which is emptied via valve A722-120.
Adjacent to this valve is the suction for the rudder trunk valve A722-125. Both
of these suctions are provided with strainers.
Illustration 2.9.1d Bilge System - Decks 3,4,5 and 6

LAH Deck 5 LAH
Upper Deck 511110 511120
LAH Deck 3 LAH LAH Water Ballast

511310 Passageway 511320
513130
Tank
133
Void Space
Hawse Pipe Water Ballast
Paint Rope 127 Tank Water Ballast 119
Store Store Tank
129 LAH
124
Bosun’s Store BW
142
Mooring LAH
120 128 Hold No.7
Deck Shaft
LAH 134 LAH Tunnel
513010 513140
BW BW
Bilge 125
PI
Pump PI +-
Steering Gear Water Ballast BW
Room Tank LAH
122 2nd Deck

Water Ballast 117
Tank
LAH
Air 513170
CO2 Bilge
LAH Water Ballast
Room Pot 513150
Tank
Chain Lockers
BW
LAH LAH LAH
Void Space 513160
511210 511220
Bilge
LAH Passageway LAH Pot
511410 5113420
Deck 6 Scupper LAH LAH
PW9 510910 510820
Deck 4 Water Ballast Tank
Key
Water Ballast
Tank 114
Bilge
LAH LAH
Air 512720 512610
Water Ballast All Valves are Prefixed ‘A722’ BW

Tank Water Ballast Water Ballast
Tank Tank
Water Ballast Tank
Void
Space Shaft Shaft
LAH
Tunnel 512810 Tunnel
BW LAH
BW BW 512710
LAH
512820
Water Ballast
Water Ballast Tank BW
LAH Tank
512730
LAH
512620
Water Ballast Water Ballast

Tank Tank 113
Water Ballast Tank
Scupper
PW10
Illustration 2.9.2a Oil Water Separator Unit
PS
Air
P P To Bilge
V30
V03 V02
P
Emulsion Breaker
Settling
V01 Tank
4m³ S
V19 V18 V17
To
Overboard P
To Bilge
A722- V04
144
P Emulsion Breaker Unit
Stage 1 Dosing Pumps
Stage 3 V41 Stage 2 V40 32m3/day
V05 Mixing
Oil Separation V31E
Filtration Fitration Pipe
Oil V22 Test
Monitor V20
V21 Flocculant
V10
Caustic
V23 V01E
Soda
V24
Test V16 V15 To Bilge Test Water
V14 P V27E Analyser
V11
V04E
V03E
V12 V13 P V21E
Oil/Water Separator Unit P
5.0m3/h
V26E
Backflush Water Inlet
P P
V24E V02E V25E

Feed Pump
2.5~10.0m3/h
P P
From Bilge Main From Cargo Bilge Tank V23E V22E
A722-090 A722-100
P
V20E
A722-086
Key Leak Oil
Compressed Air
Lubricating Oil
Compressed Air M64 Bilge Water Tank

Note: Valve numbers on the Emulsion Breaker Unit/Feed Pump System have been given the suffix “E”
M55 Lubricating This is not on the actual system valves but is used in this illustration to distinguish these valves
Fresh Water
Oil Sludge Tank from those on the Oil/Water Separator Unit which have the same numbering
Dirty Section Clean Section
Bilge Water
2.9.2 Engine Room Bilge Oil/water Separator Oily Water Separator an alarm is activated and the discharge water is recirculated to the bilge water
System tank (dirty section) via valve V05. The outlet valve (V20) from tank 3 must
The 3-Sep oily water separator is used to treat bilge water from the clean be throttled in order to ensure an adequate water flow through the oil content
side of the bilge tank (M64) before it is discharged overboard; bilge water is monitor; inlet valve V21 and outlet valve V22 for the oil content monitor must
Oily Water Separator
supplied to the oily water separator from the emulsion breaking unit. Only be open.
Maker: JOWA Germany GmBH, Germany water with an oil content of less than 15ppm is discharged overboard. The oil
No. of sets: 1 which has been separated from the bilge water is discharged to the LO sludge The oil content monitor must be checked each month and must be flushed
tank (M55). through in order to remove any debris which could influence the reading.
Model: 3-Sep OWS 5.0
Control air supply: 6.0bar
The oily water separator consists of: Control Panel and Control System
Capacity: 5.0m³/h
• Three treatment tanks, which are connected in series The control panels contains the oily water separator operating, calibration,
Emulsion Breaker alarm and control functions. Calibration and testing of the oil sensors in tank 1,
• Water feed pump (as part of the emulsion breaker)
Maker: JOWA Germany GmBH, Germany tank 2 and the outlet water oil content monitor is achieved by using the controls
• Control system and panel
No. of sets: 1 which are located in the control panel. Calibration and testing procedures are
• Oil content monitoring system detailed in the manufacturer’s manual. The control panel functions include:
Model: EBU-32
Control air supply: 6.0bar • Fresh water back flush system • Water feed pump start/stop button
3
Capacity: 32m /day • Running indication and logging
Tank 1
Oily Water Separator/Emulsion Breaker Feed Pump • Feed pump running indication
Oily bilge water enters the separator at tank 1, which is a settling/gravity tank.
Maker: Sidex • Oil content in water discharge high alarm
The bilge water enters at the top of the tank. Free oil is separated from the
No. of sets: 1 water by the force of gravity; the oil rises to the top of the tank. The depth of • Water analyser flow failure
Type: Mono the oil layer at the top of the tank is monitored by the separator control system. • Oil content in water discharge indication
Model: IS604 The oil is automatically discharged from tank No.1 to the LO sludge tank
(M55) when the oil layer attains a certain depth. • Oil level in tanks
3
Capacity: 2.5-10.0m /h (variable speed via an inverter)
• Water outlet valve status
Emulsion Breaker Treatment Pump To discharge the oil from the tank, the control system closes the separator
discharge valve and opens the oil release valve on the tank (V01); the • Tank 1 oil release valve status
Maker: ProMinent accumulated oil is forced out of the tank by the incoming oily water. When the • Calibration functions
No. of sets: 2 oil has been discharged, the control system opens the separator discharge valve
• Test functions
Type: Solenoid membrane and closes the tank oil release valve.
Model: Beta BT4A Note: Any alarm will cause the water feed pump to be stopped and the
Tank 2 separator discharge valve to be closed.
Bilge Water Treatment System From the bottom of tank 1 the bilge water passes to the top of tank 2, which is
a coalescer filter. The coalescer filter (Jowa F-200C) causes any small droplets The oily water separator is also used when the emulsion breaker is operating
Only water with an oil content of less than 15ppm may be discharged of oil in the bilge water to form into larger drops; the larger drops rise to the and can be started and stopped from the emulsion breaker control panel.
overboard. There are two stages of bilge water cleaning, emulsion breaking top of the tank. The tank is equipped with an oil release valve (V02) which is
and oil/water separation. A feed pump supplies bilge water from the clean bilge automatically opened every five minutes and this releases the accumulated oil, Fresh Water Backflush System
tank to the emulsion breaker where gravity separation of oil and sludge from which is discharged to the LO sludge tank. The period for which the oil release
valve is opened can be adjusted from 5 to 30 seconds at the parameter setting A backflush connection is fitted to the bottom of No.2 and No.3 separator tanks.
the water take place; this separation is chemically assisted by the addition of a
unit in the control panel. Water for backflushing is supplied from the technical fresh water system.
flocculant chemical and caustic soda. Water from the emulsion breaking unit is
discharged to the 3-Sep oily water separator where removal of fine oil droplets
Backflushing allows the separator to be filled with clean water before and
takes place. The bilge water feed pump which supplies the emulsion breaker Tank 3 after operation and backflushing should be carried out each time the separator
also supplies the oily water separator as the emulsion breaker and the oily
Tank 3 is also a coalescer filter unit, which is equipped with an automatically is used. The separator should also be backflushed after a malfunction such as
water separator operate in partnership. If the oily water separator discharge
operated oil release valve (V03). Clean water from the 3-Sep unit is discharged high oil content in the water discharge. The water and oil from backflushing is
water has an oil content of less than 15ppm the water is discharged overboard;
through an oil content monitor. If the oil content is below 15ppm the cleaned discharged to the bilge water tank (dirty section) or it is discharged from the
if the oil content exceeds 15ppm the water is discharged to the clean bilge tank
water is discharged overboard via valve V04, if the oil content reaches 15ppm test cocks which are fitted to each separator tank.
for further processing.
PS
Air
P P To Bilge
V30
V03 V02
P
Emulsion Breaker
Settling
V01 Tank
4m³ S
V19 V18 V17
To
Overboard P
To Bilge
A722- V04
144
V05 Mixing
Oil Separation V31E
Oil V22 Test
Monitor V20
V21 Flocculant
V10
Caustic
V23 V01E
Soda
V24
V14 P V27E Analyser
V11
V04E
V03E
V12 V13 P V21E
5.0m3/h
V26E
P P
V24E V02E V25E

Feed Pump
2.5~10.0m3/h
P P
A722-090 A722-100
P
V20E
A722-086
Key Leak Oil
Compressed Air
Lubricating Oil

Fresh Water
Bilge Water
Emulsion Breaking Unit (EBU) The chemicals are injected by the dosing pumps which are controlled by the OWS Panel
PLC system. The PLC will start and stop the dosing pumps and adjust the
The emulsion breaker is used to treat bilge water which contains oil emulsions; quantity of chemicals which are injected into the bilge water. The bilge water • Operating mode selection (AUTO/OFF/REM.EBU); AUTO
emulsions cannot be effectively treated in the oily water separator. The breaker should be tested weekly and the dosing rate adjusted as required. is normally used but REM.EBU offers the facility for the
acts to break down (flocculate) the emulsions and it also separates free oil from Emulsion Breaker Unit to be operated from the Oily Water
the water. As the settling tank is filling, free oil rises to the top of the tank. When the tank Separator panel
is full, the oil is displaced by the incoming bilge water and is discharged to the • Power switch
The bilge water is held in the bilge water tank (clean section) and is supplied LO sludge tank (M55). A sensor detects when the free oil has been discharged
to the emulsion breaker by the oily water separator unit feed pump. and the feed pump is automatically stopped. The contents of the tank are now
allowed to settle for between 30 minutes and ten hours, during which time Emulsion Breaker Panel
Note: The free oil content of the water to be treated must not exceed 15%. three layers are formed: Although the emulsion breaker will normally be operated in automatic mode
The emulsion breaker is not designed to treat mixtures of oil and water which • An upper layer consisting of free oil it may be operated manually if required. In this case the operator controls the
do not contain emulsions. operation of the pump and the solenoid valves by means of switches on the
• A middle layer of water control panel. The switches, S2, S3 and S4, are operated in sequence.
The emulsion breaker consists of the following: • The bottom layer, which consists of sediment and sludge • S0: Start switch with REM (remote) and LOC (local) options
3
• A settling tank, of 4m capacity • S1: AUTO/OFF/MAN mode selector switch
At the end of the settlement period the settling tank is discharged using the
• Feed pump feed pump, which draws from the bottom of the settling tank. Firstly the • S2: This switch controls filling of the EBU settling tank
• Two chemical dosing pumps. These inject chemicals into the bottom layer of sludge and sediment is discharged to the LO sludge tank. A
• S3: This switch controls emptying of the settling tank to the
feed water. One pump supplies the flocculant chemical (Jowa sensor monitors the pump discharge and when clear water is detected the pump
sludge tank
54) and one pump supplies sodium hydroxide (NaOH) discharge is automatically switched to the 3-Sep oily water separator. The layer
of water is discharged overboard via the oily water separator and this process • S4: This switch controls emptying of the settling tank through
• Chemical containers for the treatment chemicals continues until the oil detection sensor, which is located in the settling tank, the oily water separator
• Electrical control panel, operator’s terminal and control air detects oil or air. After a time delay the feed pump is stopped. The settling tank
• S5: This switch is for pump stop/start to enable recirculation
system is now ready for refilling and the separation/settling cycle is repeated.
for pH adjustment
WARNING The operator’s terminal is located in the electrical control box and this enables
Water Feed Pump
Great care must be taken when handling the treatment chemicals, as these operating parameters to be set. Once parameters have been set they should
The bilge water feed pump serves the oily water separator and the emulsion substances are caustic and can cause chemical burning on contact with not require changing unless it is found that separation is not effective with the
breaking unit. The pump draws water from the bilge water tank (clean section) skin and will cause severe damage to eyes. The appropriate protective parameter value.
and discharges to the emulsion breaking unit, or oily water separator directly clothing, including eye protection, must be worn when handling the
if the emulsion breaker is being bypassed. . chemicals. Refer to the manufacturer’s manual for full details regarding Parameter settings available include:
the properties of the chemicals together with precautions and first aid
The pump is self-priming and supplies fluid continuously without pressure • Setting the operating cycle times
instructions. The manufacturer’s instructions should be read before
pulses, which assists the separation process and avoids the formation of further handling the chemicals. • Adjustment of alarm set points
oil/water emulsions. The pump drive motor is controlled by an inverter, which
allows the speed of the pump to be varied. • Accept system alarms
Control, Monitoring and Alarms • Monitor the cycle running time
Note: The bilge water supply pump must not be allowed to run dry. The emulsion breaker is controlled by a PLC unit with connected programs;
the emulsion breaker can be operated in automatic or manual mode. Details of parameter setting are given in the emulsion breaker operating
Electrical and pneumatic control equipment is housed in separate control manual but system parameters must not be changed without approval of the
Operation boxes, in addition there is an operator’s terminal (E100) which communicates Chief Engineer.
with the PLC and connected programs. The electrical control boxes have the
The emulsion breaker operates on a ‘batch’ throughput system. The settling following switches: The air control box contains the solenoid valves which control the flow of
tank is filled with the bilge water by the bilge water feed pump; the bilge water and sludge; each valve is equipped with a manual override screw.
water enters at the middle level of the tank. Chemicals are injected into the
bilge water, in the mixing pipe, which is located before the settling tank; the The emulsion breaker is operated with the oily water separator and a description
chemicals act to break down the emulsions. of the operating procedure for both are given below.
PS
Air
P P To Bilge
V30
V03 V02
P
Emulsion Breaker
Settling
V01 Tank
4m³ S
V19 V18 V17
To
Overboard P
To Bilge
A722- V04
144
V05 Mixing
Oil Separation V31E
Oil V22 Test
Monitor V20
V21 Flocculant
V10
Caustic
V23 V01E
Soda
V24
V14 P V27E Analyser
V11
V04E
V03E
V12 V13 P V21E
5.0m3/h
V26E
P P
V24E V02E V25E

Feed Pump
2.5~10.0m3/h
P P
A722-090 A722-100
P
V20E
A722-086
Key Leak Oil
Compressed Air
Lubricating Oil

Fresh Water
Bilge Water
Procedure for Discharging the Clean Bilge Tank Overboard Position Description Valve Procedure to Discharging the Contents of the Emulsion
through the Emulsion Breaker Unit Adjust Water analyser bypass valve V02E Breaker Settling Tank Through the Oily Water Separator
Closed Feed pump discharge line test valve
The emulsion breaker operates on a ‘batch’ throughput system and so The procedure described assumes that the oily water separator has been back
discharging the entire contents of the bilge water tank (clean section) may Closed Chemical mixer vessel test valve V31E flushed and that the separator tanks are filled with clean water. The oily water
require a number of identical filling and emptying cycles. separator must be operational as described in the procedure below.
Note: The suffix “E” for valves in the above table designates a valve
The following procedure assumes that the emulsion breaker control system PLC associated with the emulsion breaker unit; some valves in the EBU share the a) Check that the oily water separator is switched on and set to
and sensors have been set up and calibrated according to the manufacturer’s same number as valves in the oily water separator unit. automatic operation.
instructions, including the feed rate settings of the chemical dosing pumps. The
procedure describes the automatic operation of the emulsion breaker unit from f) Open the discharge valve on the bilge water tank (clean side) b) Check that the oily water separator overboard discharge valve,
the local control position. The chemical dosing tanks must be filled with the to the feed pump A722-086. The line valve from the bilge main A722-103, is open and that the OWS is ready for operation (see
appropriate chemicals at the correct concentration. A722-100 together with line valve A722-090 should be closed. section below).
The procedures below follow each other but are given as separate procedures g) Turn the emulsion breaker power switch to the ON position and c) Check that the oily water separator sludge discharge cock is set
for ease of understanding the individual processes involved. set the start control switch S0 to the LOC (local) position. to the LO sludge tank.
CAUTION h) Set the operating mode selector switch S1 to the MAN (manual) d) When the emulsion breaker settling tank standing time has
Care must be exercised when handling and mixing chemicals. Protective position. This starts the feed pump and fills the settling tank. elapsed, the feed pump may be started in automatic mode for
clothing, including goggles, must be worn when handling and mixing the oily water separator. The sediment layer at the bottom of the
chemicals. i) The chemicals are injected by the dosing pumps as the settling settling tank will be discharged to the LO sludge tank.
tank is filled. The dosing pumps operate automatically and will
inject a quantity of chemicals into the bilge water. e) Switch S2 is turned to the AUTO position and switch S3 is
Note: The emulsion breaker and oily water separator operate in partnership turned to position 1 in order to discharge sludge and sediment
and so both units will be operated together. For simplicity they are described from the bottom of the settling tank
separately below. Note: The Jowa test kit should be used to test how much Jowa 54 needs to be
added to the bilge water in order to break the emulsion. The pH of the bilge
water must be adjusted using caustic soda injection; the bilge water should f) When the sediment has been discharged, the clear water layer
Procedure to Fill the Emulsion Breaker Settling Tank be neutral in order to obtain optimum emulsion breaking. will be discharged overboard via the oily water separator. (See
below for operating procedure for the OWS.)
a) Check that there is sufficient water in the bilge water tank j) When the settling tank is filling, free oil will be discharged to
(M64) (clean section) to fill the emulsion breaker settling tank. the LO sludge tank. When the oil has been discharged the oil g) When the oil level switch in the settling tank senses air or oil,
sensor will send a signal for the feed pump to be stopped after the feed pump will be stopped (after a time delay).
b) Check that the emulsion breaker settling tank is empty. a time delay.
h) The PLC can be programmed to repeat the filling/emptying
c) Check there is sufficient space in the LO sludge tank (M55) for k) The contents of the settling tank must now be allowed to stand cycle.
the separated oil and sediment. for between 30 minutes and 10 hours to allow the flocculation
process to be completed. The standing time is set by the PLC i) If the cycle is not to be repeated, the oily water separator should
d) Check that the chemical dosing tanks are filled with chemicals and can be adjusted. If the system is to be operated in manual be backflushed.
and that suction lines to the pumps are filled. control the operator will decide how long the settling time will
be before undertaking the next stage of the operation j) Set the emulsion breaker control switch to the OFF position.
e) Set the emulsion breaker manual valves according to the
following table: k) Close the bilge water tank (clean side) suction valve, A722-086;
Note: The pH of the bilge water in the settling tank should be checked
this valve is locked shut when not pumping bilges.
approximately every week, to confirm the correct dosing level of the bilge
Position Description Valve water. A sample can be taken from the test cock on top of the mixer vessel.
k) Close and lock the overboard discharge valve.
Open Settling tank bottom discharge valve V01E
Open Water analyser inlet valve V03E l) Record the operation in the vessel’s Oil Record Book.
Open Water analyser outlet valve V04E
Closed Water analyser test valve V30E
PS
Air
P P To Bilge
V30
V03 V02
P
Emulsion Breaker
Settling
V01 Tank
4m³ S
V19 V18 V17
To
Overboard P
To Bilge
A722- V04
144
V05 Mixing
Oil Separation V31E
Oil V22 Test
Monitor V20
V21 Flocculant
V10
Caustic
V23 V01E
Soda
V24
V14 P V27E Analyser
V11
V04E
V03E
V12 V13 P V21E
5.0m3/h
V26E
P P
V24E V02E V25E

Feed Pump
2.5~10.0m3/h
P P
A722-090 A722-100
P
V20E
A722-086
Key Leak Oil
Compressed Air
Lubricating Oil

Fresh Water
Bilge Water
Procedure for Operating the Oily Water Separator l) The water analyser inlet and outlet valves must be open and the Automatic Operation
bypass valve must be throttled in to ensure a flow through the
The following procedure assumes that the oily water separator control system analyser. For automatic operation of the unit the duty engineer must ensure that all
and sensors have been set up and calibrated according to the manufacturer’s systems are functional and that tanks have sufficient capacity for the transfer
instructions. Note: A flow switch checks that there is a flow through the water analyser. of fluids. After ensuring that the system valves are correctly set the EBU and
OWS may be set to operation.
a) Ensure that power and control air are available at the oily water m) During operation check that the oil release system for the tanks
separator’s control panel. is operating correctly. At the EBU Panel turn switch S0 to position 1 and switch S1 to position 1.
b) Ensure that the Oil Monitor is switch on and has been correctly n) Monitor the level in the LO sludge tank and clean bilge tank. At the OWS panel turn the power switch to the ON position and the mode
calibrated. switch to position 1 (AUTO).
Note: This procedure applies if the EBU is being bypassed and bilge water
c) Ensure that the inlet and outlet valves on the oil monitor are
is being pumped directly to the OWS.
open valves V21 and V22 and that the test drain valve V23 is
closed. The main valve V20 which bypasses the oil monitor
should be throttled to ensure a flow of water through the oil Procedure to Stop the Oily Water Separator
monitor. Water is supplied to the oil monitor from the technical
water system via valve V24 which must be open. The three-way a) Turn switch S1 to the OFF position. When the system is
inlet valve to the oil monitor should be set for bilge water flow operating in automatic mode the feed pump will continue
during normal operation. running and stop when the settling tank is empty.
d) Ensure that there is sufficient space in the LO sludge tank, M55, b) Close the separator overboard discharge valve, A722-103, and
for the separated oil. lock the valve in the closed position.
e) Fill and back wash tank 3. During this process vent the air and c) Close the manual valves between the emulsion breaker settling
release any oil present from the test cock on the top of the tank. tank to the oily water separator.
Water is supplied via valves V12 and V16 which must be open
for the procedure. d) Backflush the separator tanks according to the procedure
described above.
f) Fill and backwash tank 2 repeating the procedure as for tank 3
above. Water is supplied via valves V12 and V15 which must e) Carefully rinse the flow switch sensor in clean water.
be open for the procedure.
f) Clean the analyser sensor; refill the analyser with clean water.
g) When the separator has been backflushed, set the sludge
discharge cock V30 to the LO sludge tank. g) Flush the oil monitor with fresh water via valve V24 and the oil
monitor three-way inlet valve.
h) Turn on the power supply on the control panel and wait 5
minutes before proceeding; reset any alarms which occur by h) Record the operation in the vessel’s Oil Record Book.
means of the RESET pushbutton.
Note: Oily water separator operating parameters such as tank oil level
i) Open the overboard discharge valve from the separator, A722- indicators and release timers for the tanks may be changed at the control
103; this valve is locked shut when not pumping bilges. panel. Once set these parameters should not normally need changing but
details of the procedure may be found in the oily water separator manual.
j) Open the manual valves V01E and V10 between the emulsion
breaker settling tank and the oily water separator.
k) Start the oily water separator by turning switch S4 to position 1.

Water will be pumped from the emulsion breaker settling tank
to tank 1 of the OWS.
2.10 Air Systems
2.10.1 Starting Air System
2.10.2 Working Air System
2.10.3 Control Air System
Illustrations
2.10.1a Starting Air System
2.10.2a Engine Room Working and Control Air System
2.10.2b Deck Working Air System
2.10.3a Control Air System

Key
Illustration 2.10.1a Starting Air System Set 7.7 kg/cm2
081 PI To Air Whistle
Starting Air
Deck
To Bilge 077 All Valves to be Prefixed with A716 Unless Otherwise Stated
To Working and Control Air Systems
079 076
To Sootblower Oil Fired Boiler
PIAL PC PI 059
003 033 004 034 026 035
Starting 070 071
Valve Emergency
No.4 005 006
PIAL Starting Air
Generator Engine
Receiver
No.1 No.2 (30kg/cm2)
Starting Air 007 008 Starting Air
To Bilge Receiver Receiver
(30kg/cm2) (30kg/cm2)
009 PI PI 010 025
028
PIAL PC PI 058
PI
013 015 016 014
Starting 068 069 PS PS PS PIAL
Valve 027
No.3 001 011 002 012
PIAL
Generator Engine
017 018 029
To Bilge 019 021 022 020 031 030
PIAL PC PI 057
Starting 066 067

Valve
No.2 To Bilge To Bilge
PIAL
Generator Engine
To Bilge
039
To Bilge Oil/Water
040
Starting Air
Separator
PIAL PC PI 056 041 TSH TI TSH TI TSH TI
Air Driven Emergency Set 7.7 kg/cm2
Starting 064 065 LP HP LP HP LP HP LP HP LP HP LP HP
Diesel Oil Supply Pump
PI PI PI PI PI PI
Valve 053 PI
No.1
PIAL
Generator Engine
054 052 051
No.3 No.2 No.1
Starting Air PSL Starting Air PSL Starting Air PSL
To Bilge Compressor Compressor Compressor
To Bilge To Bilge
PI PI PI
PT PT PS PI 049 048 047 046 043 042
Main Engine
Expansion Tank Filled With Steel Wool

To Bilge To Bilge To Bilge
2.10 Air Systems Starting air is supplied to the main and generator engines from the receivers via Position Description Valve
separate main pipes. The pneumatically driven emergency fuel supply pump
Open No.2 main compressor cooling water inlet A712-054
2.10.1 Starting Air System (blackout pump) for the generator engines is supplied with air from the main
valve
pipe serving the main engine. The air supply valve to this pump is locked in the
open position. The boiler sootblowers are supplied with air from a dedicated Open No.2 main compressor cooling water outlet A712-055
Main Air Compressors air receiver outlet. The control air system and the working/control air system valve
Maker: Tanabe reducing valve is supplied by a dedicated line from the main air receivers. The Open No.3 main compressor cooling water inlet A712-052
No. of sets: 3 Typhon air horn has its own supply line from the main starting air receivers. valve
Open No.3 main compressor cooling water outlet A712-053
Type: Two stage reciprocating, fresh water cooled
A switch at the local starter panel enables the compressors to be selected valve
Model: H-274 for LOCAL or REMOTE starting. In local control the compressor may be Open Starting air compressor emergency cooling A712-058
Capacity: 400m3/h at a pressure of 30kg/cm2 manually started and stopped from the panel. When in remote operation the water pump inlet valve
compressor can be automatically operated from the engine control room. A
Open Starting air compressor emergency cooling A712-059
switch in the control room console enables compressors to be selected for
Introduction water pump outlet valve
MANUAL operation allowing to manual starting and stopping at the ECR
panel. The compressors may be selected as master (duty) and follow-on Open No.1 main compressor discharge valve to oil/ A716-041
The starting air system is supplied by three main starting air compressors combinations with selection being 1-2-3, 3-2-1 or 2-3-1; the selected master water separator
which provide air to the two main air receivers and the emergency starting air compressor (first in the combination) will operate initially and the follow- Open No.2 main compressor discharge valve to oil/ A716-040
receiver for the generator engines. The compressed air is used to start the main on compressors will only run if the master compressor cannot maintain the water separator
engine and the four generator engines; it is also directed to the auxiliary boiler desired main air receiver pressure. Each compressor has a pressure switch Open No.3 main compressor discharge valve to oil/ A716-039
sootblower, the air horn, the working air system, the control air system and the connected to the control system which allows for auto start/stop and manual water separator
generator engine diesel oil emergency pump (blackout pump). The working air start/auto stop. Open Oil/water separator drain trap outlet valve A716-042
system, the control air system and the generator engine diesel oil emergency
pump are supplied via pressure reducing valves. Closed Oil/water separator drain trap bypass valve A716-043
Procedure for Filling the Starting Air Receivers and Supplying Open No.1 main air receiver inlet valve A716-011
The emergency and two main air receivers are supplied through an oil/ the Main and Generator Engines with Starting Air Open No.2 main air receiver inlet valve A716-012
water separator situated at the discharge from each of the compressors. The Closed Emergency starting air receiver inlet valve A716-025
compressors are each fitted with two safety valves, one after the first stage a) Ensure that all pressure gauge and instrumentation valves are Open No. 1 starting air receiver outlet valve to A716-013
compression and the other after the second stage compression. The cylinder open and that gauges and instruments are reading correctly. pressure switches
block cooling water jacket is provided with a safety valve which lifts if
Open No.1 starting air receiver line valve to pressure A716-015
the cooling water system is subjected to excessive pressure. Cooling water b) Check the oil level in the compressors.
switches
is supplied by the low temperature central cooling system; No.1 starting
air compressor is supplied from the emergency switchboard. A starting air c) Check the compressor sumps for water. Open No. 2 starting air receiver outlet valve to A716-014
compressor emergency cooling fresh water pump, also supplied from the pressure switches
emergency switchboard, is fitted for cooling this compressor in the event of d) Ensure that the LT central fresh water cooling system is Open No.2 starting air receiver line valve to pressure A716-016
main electrical power failure. operating. switches
Closed Emergency starting air receiver outlet valve to A716-028
A pressure switch connected to the automatic control system stops an operating e) Set up valves as in the following table: pressure switches
compressor should the LO pressure fall below a predetermined value. The Open Emergency starting air receiver line valve to A716-027
bearings are lubricated by a gear pump fitted at the end of the crankshaft. A Assuming all three compressors are operational and filling both starting air pressure switches
high temperature sensor is located at the compressor outlet and this will trip the receivers; it is assumed that both receivers are open for air supply services. It Open No.1 starting air receiver drain outlet valve A716-017
compressor if the temperature exceeds a predetermined limit. is assumed that the emergency starting air receiver is at full pressure and is shut
Open No.1 starting air receiver drain trap valve A716-021
off; this should normally be the case to maintain an emergency air supply.
Each compressor has an automatic unloader arrangement which operates Closed No.1 starting air receiver drain trap bypass A716-019
when the compressor starts and stops. This allows the compressor to start and valve
stop off load thus reducing the loading on the electric drive motor and the Open No.2 starting air receiver drain outlet valve A716-018
Open No.1 main compressor cooling water inlet A712-056
compressor running gear. The compressors are started and stopped by pressure Open No.2 starting air receiver drain trap valve A716-020
valve
switches situated on the inlet line to the main receivers. Closed No.2 starting air receiver drain trap bypass A716-022
Open No.1 main compressor cooling water outlet A712-057
valve valve
Key
Illustration 2.10.1a Starting Air System Set 7.7 kg/cm2
081 PI To Air Whistle
Starting Air
Deck
To Bilge 077 All Valves to be Prefixed with A716 Unless Otherwise Stated
To Working and Control Air Systems
079 076
To Sootblower Oil Fired Boiler
PIAL PC PI 059
003 033 004 034 026 035
Starting 070 071
Valve Emergency
No.4 005 006
PIAL Starting Air
Generator Engine
Receiver
No.1 No.2 (30kg/cm2)
Starting Air 007 008 Starting Air
To Bilge Receiver Receiver
(30kg/cm2) (30kg/cm2)
009 PI PI 010 025
028
PIAL PC PI 058
PI
013 015 016 014
Starting 068 069 PS PS PS PIAL
Valve 027
No.3 001 011 002 012
PIAL
Generator Engine
017 018 029
To Bilge 019 021 022 020 031 030
PIAL PC PI 057
Starting 066 067

Valve
No.2 To Bilge To Bilge
PIAL
Generator Engine
To Bilge
039
To Bilge Oil/Water
040
Starting Air
Separator
PIAL PC PI 056 041 TSH TI TSH TI TSH TI
Air Driven Emergency Set 7.7 kg/cm2
Starting 064 065 LP HP LP HP LP HP LP HP LP HP LP HP
Diesel Oil Supply Pump
PI PI PI PI PI PI
Valve 053 PI
No.1
PIAL
Generator Engine
054 052 051
No.3 No.2 No.1
Starting Air PSL Starting Air PSL Starting Air PSL
To Bilge Compressor Compressor Compressor
To Bilge To Bilge
PI PI PI
PT PT PS PI 049 048 047 046 043 042
Main Engine
Expansion Tank Filled With Steel Wool

To Bilge To Bilge To Bilge
Position Description Valve Position Description Valve The air receiver and line valves for the pressure switches controlling the air
compressors must be open for the air receiver which is being filled.
Open Emergency starting air receiver drain outlet A716-029 Open No.3 generator engine starting air supply valve A716-058
No.1 starting air compressor acts as the emergency use starting air compressor
valve Open No.3 generator engine air drain trap valve A716-069 and is operated from the emergency switchboard. It may also be cooled using
Open Emergency starting air receiver drain trap A716-030 Closed No.3 generator engine starting air drain trap A716-068 the emergency compressor fresh cooling water pump which is also powered
valve bypass valve from the emergency switchboard.
Closed Emergency starting air receiver drain trap A716-031 Open No.4 generator engine starting air supply valve A716-059
bypass valve Open No.4 generator engine air drain trap valve A716-071 The emergency compressor cooling pump takes water from the LT central
Open No.1 receiver outlet valve to generator engines A716-007 cooling system and returns water to that system.
Closed No.4 generator engine starting air drain trap A716-070
Open No.2 receiver outlet valve to generator engines A716-008 bypass valve
Closed Emergency starting air receiver outlet valve to A716-026 Open Generator engine diesel oil emergency pump A716-051 Note: Only when manoeuvring are both starting air receivers open to supply
generator engines air supply valve to reducing valve air to users. Normally only one starting air receiver supplies air to users
Open No.1 receiver outlet valve to the main engine A716-001 and is connected to the outlet from the compressors. The other starting air
Operational Generator engine diesel oil emergency pump A716-052
receiver is fully pressurised with all outlet valves closed; this ensures that a
Open No.2 receiver outlet valve to the main engine A716-002 reducing valve
full air receiver is always available in an emergency.
Closed Main engine starting air supply valve Operational Generator engine diesel oil emergency pump A716-054
Closed Inlet valve to main engine control air unit A716-049 control valve
Closed Main engine starting air line drain valve A716-048
f) Check that the starting air compressors are receiving water
Open Main engine air unit drain trap valve A716-046
from the low temperature central cooling system and that the
Closed Main engine air unit drain trap bypass valve A716-047 circulation is correct.
Open Control air supply valve from No.1 main A716-009
receiver g) Check that all automatic drain traps are operational and that the
Closed Control air supply valve from No.2 main A716-010 unloader gear is functioning.
receiver
Open Control air system inlet valve to reducing A716-076 h) Check that the starting air receiver and compressor automatic
valve drains are functioning correctly.
Operational Control air system reducing valve A716-079
i) Set the air compressors to REMOTE at their local control
Closed Control air system reducing valve bypass A716-077 panels and, at the selector switch in the ECR console, select
valve the compressors as master, first follow-on and second follow-
Open Boiler sootblower supply valve from No.1 A716-007 on. The master compressor will start and stop as required,
main starting air receiver controlled by pressure switches connected to the air receivers.
Open Boiler sootblower supply valve from No.2 A716-008 The first follow-on compressor will operate if the air pressure
main starting air receiver falls below a predetermined value and will function if the
Open No.1 starting air receiver outlet valve to air A716-005 master air compressor fails or is unable to maintain the receiver
whistle pressure due to excessive air demand. The second follow-on
Open No.2 starting air receiver outlet valve to air A716-006 compressor will operate should the master and first follow-on
whistle compressors fail to maintain pressure.
Open No.1 generator engine starting air supply valve A716-056
j) Manually drain any liquid from the receivers and oil/water
Open No.1 generator engine air drain trap valve A716-065 separator.
bypass valve The master/duty compressor will operate and supply air to the receivers. Under
Open No.2 generator engine starting air supply valve A716-057 normal operating conditions only one receiver would be in use at any time but
Open No.2 generator engine air drain trap valve A716-067 under certain circumstances two might be opened to ensure that adequate air
at the correct pressure is available to meet demand. The duty engineer needs
to assess the rate at which compressed air is being used. (During manoeuvring
bypass valve
two starting air receivers will normally be operational.)
Illustration 2.10.2a Engine Room Working and Control Air System

To Air
Deck On Deck
180 Air Conditioning Separator Room General
To Air and Provision 056 057
PIAL PI PC PC
On Deck Reefer Unit Separator Room Cleaning Place
166 055 058
To Air Aft End of Aft End of
230 Sewage Treatment Plant Aft End of Main Engine
On Deck Main Engine Main Engine
059 060 061 062
Working/
Control Air Aft End of Main Engine
Working/ 220 225 160 063
Receiver
Control Air PS
175 165 Receiver 102 101
161 162
General Service
Air Compressor
PI (No.3 Manifold: Near Oil Fired Boiler) (No.2 Manifold:In Separator Room)
190
To Boiler Burner To Condensate Control Valve Spare To No.1 Main Engine
Working Heavy Fuel Oil Separator
To Bilge Air Drier
Spare To Surplus Valve Spare To No.2 Main Engine
212 PI PI Heavy Fuel Oil Separator
Spare To Control Valve Feed Water Spare Marine Diesel Oil Separator
Oil Fired Pump
General Service 176 214 213
Air Compressor
PI Spare To Control Valve Feed Water Spare Main Engine

Exhaust Gas Boiler Lubricating Oil Separator
313 312
To Bilge 177
Front of Front of
To Bilge To Bilge Compressor Compressor Generator
Main Main
7 bar To Bilge Room Room To Bilge Engine Room
065 066 Engine 067 Engine 069 072
from
Starting Generator Engine Room Workshop
178 064 Front of Front of 073
Air
System 191 192 193 194 Main Main Oil Fired Boiler
179 PI Control PI Shaft Tunnel Fwd 068 Engine 070 Engine 071
Air Drier 301
Control Air Inlet for
Shaft Tunnel Aft Main Engine Engine Store
195 196 197 198 199 200 201 202 300 Room for 076
Heavy Fuel Oil
PIAL Heavy Fuel Oil Booster Unit
074 Booster Unit 075
To Bilge To Bilge 302 110
P
100 (No.5 Manifold: In FO Booster Room)

217
Heavy Fuel Oil Booster Unit
To Bilge No.1 Automatic LO for Main Engine and
Filter Generator Engines
(No.4 Manifold: Near FW Generator) 099
No.1 and No.2 Generator Engine Heavy Fuel Oil Booster Unit
Aft of Front of Lubricating Oil Separator
Automatic Primer for Boiler
Main To Bilge Main
Bilge/Fire Pump To Bilge Water Separators Spare
077 Engine 079 Engine 096
Working Air for Cleaning Plant Turbocharger Automatic Primer 314
and Main Engine Scavenge Air Cooler Ballast/Bilge Pump Spare Spare
105 Front of Aft of 097
To Bilge Main Main Automatic Primer
Bilge Pump Spare Spare To Bilge
104 240 078 Engine 080 Engine 098
Spare No.3 and No.4 G/E Lubricating Oil Separator

PI
To Bilge Water Separator/ No.2 Automatic LO Filter
Emulsion Breaker Key
Set 2.2 bar
237 221 231 222 236
315 Working Air
Low High Control Air

To Bilge
Sea Chest Sea Chest To Bilge
2.10.2 Working Air System • Emergency generator room Note: Air valves at user points are shown as open in the table below although
• Boiler these valves will only be opened when the flexible pipe is connected and the
Working Air Compressor line is to be used.
• Turbocharger and scavenge air cooler cleaning
Maker: Tanabe • Stores room Position Description Valve
No. of sets: 2
• Diesel generator rooms Closed Supply valve from start air line reducing A725-178
Type: Screw, air cooled
• Workshop valve
Model: TASK-1022G-J
Closed Direct working/control air supply from A725-177
Capacity: 150m3/h at a pressure of 7.0kg/cm2 • Priming units for bilge/ballast pump, bilge/fire pump and the
working/control air compressors
ballast pump
Open No.1 working/control air compressor outlet A725-175
• Sea chests (via a 7.0kg/cm2 to 2.0kg/cm2 reducing valve). valve
Control Air Dryer
• Engine room outlets Open No.2 working/control air compressor outlet A725-176
No. of sets: 1 valve
Type: Adsorption • Steering gear room
Open Working/control air receiver filling valve A725-165
Capacity: 150m3/h An air dryer is fitted in the working air supply line from the working/control Open Working/control air receiver drain valve A725-212
air receiver. This dryer is of the adsorption type and should normally be Open Working/control air receiver drain trap valve A725-213
operated although it may be bypassed. The dryer has two towers containing a Closed Working/control air receiver drain trap bypass A725-214
Introduction
desiccant and air flows through one of the towers, any moisture being removed valve
by the desiccant. Desiccant in the tower not operating undergoes regeneration
The working air system is supplied by air from the working air receiver. The Open Working/control air receiver outlet valve to A725-220
using a small quantity of air from the system. This regeneration takes place
working air receiver can be replenished from the main air system or by the the working air system
automatically and the towers are changed over so that the operating tower
two working/control air compressors. These are screw compressors with a free Operational Control air pressure regulated valve (closes A725-225
is always able to effectively remove moisture from the air supplied to the
air delivery of 150m3/h at a pressure of 7.0kg/cm2. The working/control air at 5.0kg/cm2)
working air system.
compressors are provided in package form which contains the electric drive Open Working air dryer inlet valve A725-161
motor, the compressor, cooler and the compressor system support services.
If the working air regeneration process fails or the towers fail to changeover Open Working air dryer outlet valve A725-162
as required an alarm is initiated. Operation is automatic and does not require Closed Working air dryer bypass valve A725-160
The working/control air compressors discharge air to the working/control air
any operator intervention. A TEST pushbutton is provided on the dryer control Open Line valve to deck working air A725-166
receiver. The compressors are controlled by the pressure in the receiver, loading
panel and this should be pressed at daily intervals to ensure that the unit is
and unloading as required. The compressors may be programmed for operation Open Line valve to accommodation block working A725-180
operating correctly.
at the control panel; features such as starting and stopping pressures can be air
programmed together with timed start and stop should that be required. Deck 2 Working Air
Procedure for Preparing the Working Air System for Open A/C and provision refrigeration unit A725-055
The working and control air systems can be supplied from the starting air Operation
system, through a reducing valve as explained in section 2.10.1. Open Near frame 145 A725-056
Open Separator room general A725-057
a) Ensure that all instrumentation valves are open and that the
The working air system supplies the following: instrumentation is reading correctly. Open Separator room cleaning bench A725-058
• Deck services Deck 3 Working Air
b) Check the oil level in the compressors. Open Sewage treatment plant A725-059
• Engine room services
Deck 4/Intermediate Deck Working Air
• Accommodation services c) Set the compressor valves for operation ensuring that the drains Open Main engine aft end A725-060
• Compressor room are operational.
Open Main engine aft end A725-061
• Generator room d) Set up valves as shown in the following table: Open Main engine aft end A725-062
• Fuel oil preparation unit Open Main engine aft end A725-063
This description assumes that air is being supplied by the working/control air Open Main engine front end A725-067
• FW hydrophore tank compressors. The air supply system from the main starting air receivers, via the Open Main engine front end A725-068
• FO and LO separators reducing valve, should be available in order to supply air in the event of failure
Open Main engine front end A725-069
of the working/control air compressors.
Illustration 2.10.2b Deck Working Air System

Upper Deck A Deck B Deck E Deck Navigation Deck Upper Deck Forecastle Deck
006
103 (No.1 Manifold:
Near CFW Expansion 011 09
Tank in Uptakes) 001
025
Manifold for 090 024

Ventilation Flap 006 023
Control in
Engine Room
013 10 007 005 002
091
311 012 320 003
008
To Bilge
Mooring Deck 026 014 015 016 017 018 019 020 021 022
183
167
From
Working Air System
180
From
Working Air System
166
From
Working Air System
168
Key
184
046 036 037 038 039 040 041 042 043 044 Starting Air

Mooring Deck
032 031 030 029 028 027
Automatic Primer
181 for Emergency Fire Fighting Pump
034
035 033 216

092
PI
045 Set 2.2 bar
To Bilge
241 232
To Air Driven 094
Bilge Pump 305 054
To Bilge
053 To Bilge 235 223

093 081
Fwd
Sea Chest Room for
To Bilge
Bow Thruster
182
052 051 050 049 048 047
Position Description Valve Position Description Valve

Open Main engine front end A725-070 Open Starboard aft isolating valve A725-181
Open Generator engine room A725-064 Open Starboard aft main deck outlet valves A725-047 to
Open Compressor room A725-065 A725-052
Open Compressor room A725-066 Open Aft mooring deck A725-081
Open Oil fired boiler A725-071 Open Steering gear room A725-054
Open Generator engine room A725-072 Open CO2 room A725-053
Open Workshop A725-073 Open CO2 room bilge pump A725-305
Deck 5 Working Air Closed Manual drain valve A725-093
Open Fuel oil preparation unit room A725-074 Open Main deck starboard at accommodation A725-046
Open Fuel oil preparation unit A725-075 Open Starboard forward line isolating valve A725-184
Open Engine room store A725-076 Open Starboard forward main deck outlet valves A725-036 to
Tank Deck/Floor Working Air A725-044
Open Main engine aft A725-077 Open Additional fire pump primer air supply A725-216
Open Main engine fore A725-078 Open Bow thruster room A725-045
Open Main engine fore A725-079 Open Additional fire pump sea chest A725-235
Open Main engine aft A725-080 Closed Manual drain valve A725-084
Open Automatic primer trimming pump No.1 A725-096
e) At the working/control air compressor local panel select
Open Automatic primer trimming pump No.2 A725-097 the compressor for START/STOP (the alternative is RUN/
Open Automatic primer bilge pump A725-098 UNLOAD). Press the compressor START pushbutton. Repeat
Open Shaft tunnel aft A725-300 the procedure for the other working/control air compressor.
Open Shaft tunnel forward A725-301 Ensure that the compressor Space Heater switch is in the ON
Open Anti-heeling system aft A725-217 position.
Open Turbocharger and scavenge space cleaning A725-105 f) The compressors will start and stop as required in order to
Closed Manual drain to bilge A725-104 maintain the pressure in the working/control air system.
Closed Low sea chest air (via reducing valve) A725-221
Closed High sea chest air (via reducing valve) A725-236 g) Check the system drain traps are operational.
Main Deck Air
h) Check that the compressors start and stop automatically
Open Port line isolating valve A725-167
supplying air as required.
Open Port aft isolating valve A725-181
Open Port aft main deck outlet valves A725-027 to i) Ensure that remote user outlets are receiving air. Air valves
A725-033 to user locations should be opened periodically to blow them
Open Rope store A725-034 through in order to remove condensate and prevent seizure.
Open Paint store A725-035
Closed Manual drain valve A725-092
Open Main deck port at accommodation A725-026
Open Port forward line isolating valve A725-183
Open Port forward main deck outlet valves A725-014 to
A725-023
Open Bosun`s store A725-024
Open Focsle deck A725-025
Open Starboard line isolating valve A725-182
Illustration 2.10.3a Engine Room Working and Control Air System

To Air
Deck On Deck
180 Air Conditioning Separator Room General
To Air and Provision 056 057
PIAL PI PC PC
On Deck Reefer Unit Separator Room Cleaning Place
166 055 058
To Air Aft End of Aft End of
230 Sewage Treatment Plant Aft End of Main Engine
On Deck Main Engine Main Engine
059 060 061 062
Working/
Control Air Aft End of Main Engine
Working/ 220 225 160 063
Receiver
Control Air PS
175 165 Receiver 102 101
161 162
General Service
Air Compressor
PI (No.3 Manifold: Near Oil Fired Boiler) (No.2 Manifold:In Separator Room)
190
To Boiler Burner To Condensate Control Valve Spare To No.1 Main Engine
Working Heavy Fuel Oil Separator
To Bilge Air Drier
Spare To Surplus Valve Spare To No.2 Main Engine
212 PI PI Heavy Fuel Oil Separator
Spare To Control Valve Feed Water Spare Marine Diesel Oil Separator
Oil Fired Pump
General Service 176 214 213
Air Compressor
PI Spare To Control Valve Feed Water Spare Main Engine

Exhaust Gas Boiler Lubricating Oil Separator
313 312
To Bilge 177
Front of Front of
To Bilge To Bilge Compressor Compressor Generator
Main Main
7 bar To Bilge Room Room To Bilge Engine Room
065 066 Engine 067 Engine 069 072
from
Starting Generator Engine Room Workshop
178 064 Front of Front of 073
Air
System 191 192 193 194 Main Main Oil Fired Boiler
179 PI Control PI Shaft Tunnel Fwd 068 Engine 070 Engine 071
Air Drier 301
Control Air Inlet for
Shaft Tunnel Aft Main Engine Engine Store
195 196 197 198 199 200 201 202 300 Room for 076
Heavy Fuel Oil
PIAL Heavy Fuel Oil Booster Unit
074 Booster Unit 075
To Bilge To Bilge 302 110
P
100 (No.5 Manifold: In FO Booster Room)

217
Heavy Fuel Oil Booster Unit
To Bilge No.1 Automatic LO for Main Engine and
Filter Generator Engines
(No.4 Manifold: Near FW Generator) 099
No.1 and No.2 Generator Engine Heavy Fuel Oil Booster Unit
Aft of Front of Lubricating Oil Separator
Automatic Primer for Boiler
Main To Bilge Main
Bilge/Fire Pump To Bilge Water Separators Spare
077 Engine 079 Engine 096
Working Air for Cleaning Plant Turbocharger Automatic Primer 314
and Main Engine Scavenge Air Cooler Ballast/Bilge Pump Spare Spare
105 Front of Aft of 097
To Bilge Main Main Automatic Primer
Bilge Pump Spare Spare To Bilge
104 240 078 Engine 080 Engine 098
Spare No.3 and No.4 G/E Lubricating Oil Separator

PI
To Bilge Water Separator/ No.2 Automatic LO Filter
Emulsion Breaker Key
Set 2.2 bar
237 221 231 222 236
315 Working Air
Low High Control Air

To Bilge
Sea Chest Sea Chest To Bilge
2.10.3 Control Air System Procedure for Preparing the Control Air System for Operation Position Description Valve
Open Outlet valve to control air manifold 4 (Oily A725-099
Control Air Dryer a) Ensure that all instrumentation valves are open and that the
water separator and LO filters)
instrumentation is functioning correctly.
Maker: Donaldson Closed Drain valve for control air manifold 4 A725-315
No. of sets: 1 b) Check that there is electrical power at the control air dryer. Open Outlet valve to control air manifold 5 (FO A725-100
Start the dryer operating and ensure that the dryer is functioning preparation system)
Type: Refrigeration
correctly. Closed Drain valve for control air manifold 5 A725-314
Model: Ultrafilter
Open Main engine control air inlet and air for air A725-110
Capacity: 175m3/h c) Ensure that there is air in the working air receiver at the desired spring
pressure and that the working air compressors are operating, Open Control air for stern tube seal A725-302
as in section 2.10.2, or the working air receiver is being
Introduction
replenished by the main starting air system via the reducing
valve if appropriate. See section 2.10.1. Note: Although valves are shown as open this is their normal operating
The control air system is supplied from the working/control air receiver. This condition and they will be closed if the service is not being used.
receiver may be replenished by the working air compressors or from the main
d) Set up valves as shown in the following table:
starting air system via a reducing valve; the pressure in the control air system e) Check that the control air dryer drain is operating and draining
is 7.0kg/cm2. Under normal circumstances control air is supplied from the water from the dryer. This is normally done automatically but it
working/control air receiver via a control air dryer and a series of carbon Position Description Valve
is important to ensure that the valve operates effectively.
filters. The dryer and filters may be bypassed but control air should normally Open Control and working air receiver A725-190
be supplied via the dryer in order to ensure that all moisture is removed from outlet valve to control air system f) Start the control air system operating and check that control air
the control air. Closed Control air supply valve from starting air A725-179 is available at all outlet as required.
(Locked) system
The arrangement for operating the working air compressors to replenish the Closed Control air direct supply valve from working/ A725-177 Note: The valve arrangement given above indicates that control air is being
working air receiver is described in section 2.10.2 above. (Locked) control air compressors supplied by the working/control air compressors and is being taken from
Open Pre-filter inlet valve A725-195 the working/control air receiver. If this system is inoperative for any reason
The control air is processed through a refrigerated control air dryer and air the back-up emergency supply will be taken from the main starting air
associated filters before supplying the control air services. The control air dryer Open Pre-filter outlet valve A725-196
system.
may be bypassed in an emergency. Under normal circumstances the control air Closed Pre-filter bypass valve A725-191
dryer will be operating together with the dryer pre-filter and the after filters. Open Air dryer inlet valve A725-197 g) Check the operation of the control air system periodically and
The filters may be bypassed to allow for cleaning and maintenance. Open Air dryer outlet valve A725-198 ensure that the dryer is working effectively.
Closed Bypass valve for air dryer A725-192
The control air system is supplied from the working air receiver but it may
Open After filter inlet valve A725-199
be supplied directly from the working air compressors or the main starting air
receivers should circumstances require. Supply valves from these systems are Open After filter outlet valve A725-200
normally locked closed. Closed After filter bypass valve A725-193
Open Active carbon filter inlet valve A725-201
Control air is supplied to the main engine control system and the main engine Open Active carbon filter outlet valve A725-202
exhaust valves as sealing air. Control air is supplied to various items of
Closed Active carbon filter bypass valve A725-194
equipment through the machinery spaces by means of a control air main.
Open Outlet valve to control air manifold 1 (Ventilation A725-103
flaps in engine casing)
Note: It is essential that the control air is dried before entering the control
system as any moisture in the control air can cause problems at actuators or Closed Drain valve for control air manifold 1 A725-311
other parts of the control system which could lead to failure. The air dryer is Open Outlet valve to control air manifold 2 (Separator A725-101
fitted with a bypass valve which is locked closed. Only in the event of failure room)
of the control air dryer should the dryer bypass valve be opened. Closed Drain valve for control air manifold 2 A725-312
Open Outlet valve to control air manifold 3 (Boiler A725-102
controls)
Closed Drain valve for control air manifold 3 A725-313
2.11 Steering Gear, Thruster Units and Stabilisers
2.11.1 Steering Gear
2.11.2 Bow and Stern Thruster Units
2.11.3 Stabilisers
Illustrations
2.11.1a Steering Gear Hydraulic System
2.11.1b Operating Instructions and Schematic of the Steering Gear
2.11.2a Bow and Stern Thruster System Arrangement
2.11.2b Thruster Unit Control Panels
2.11.3a Stabiliser Machinery Unit
2.11.3b Stabiliser Hydraulic System
2.11.3c Stabiliser Control Panels

Illustration 2.11.1a Steering Gear Flow Lines
No.1 No.2
Cylinder Cylinder Key
Main Pressure Line
Pilot Lines
Electrical Signal
check out the flow lines with drwaing 12 March NL
No.3 No.4
Cylinder Cylinder
Isolation Isolation
Valve 1B1 Valve 1B2
PI PI PI PI
24.6MPa 24.6MPa
Pilot Operated Pilot Operated Pilot Operated Pilot Operated

Valve Valve Valve Valve
Unloading Unloading Unloading Unloading

Valve Valve Valve Valve
3.9-4.9MPa 3.9-4.9MPa 3.9-4.9MPa 3.9-4.9MPa

Air Breather PI PI Air Breather PI PI
Filling Filling
Connection Connection
Bypass No.2 No.1 Bypass No.3 No.4
Filter Main Main Filter Main Main
Connection LS I Pump Pump Connection LS I Pump Pump
No.2 No.1 No.3 No.4
TI Servo Servo TI Servo Servo
LS II LS II
Pump Pump Pump Pump
LS III LS III
Torque Motor Torque Motor Torque Motor Torque Motor
Drain M M M M Drain M M M M
2.11 Steering Gear, Thruster units and the desired angle the capacity control is restored to the neutral position and oil Automatic Isolation System
stabilisers delivery from the pump ceases.
Description
Steering gear pump unit No.3 is supplied with electric power from the emergency This steering gear is so arranged that in the event of a loss of hydraulic
2.11.1 steering gear fluid from one system, the loss can be detected and the defective system
switchboard, pump units No.1, 2 and 4 are from the main switchboard.
automatically isolated within 45 seconds. This allows the other actuating
Maker: Universal Shipbuilding Corporation
Under normal circumstances at sea, all four cylinders (rams) will be in use, system to remain fully operational with 50% torque available which requires
Type: F-485 with one pump unit running and a second pump unit from the other system the ship’s speed to be reduced to a maximum of 1/2 speed.
ready to start automatically. When manoeuvring or operating in confined
waters, it is compulsory that two pump units are running, one from each set, in
Description order to obtain the IMO recommended tiller movement of 35° on one side to Illustration 2.11.1b Isolation Mimic Panel
30° the other side within 28 seconds (with one pump in 56 seconds).
The steering gear consists of four hydraulic rams driven by oil supplied by
four electrically driven pumps arranged in two sets. The pumps are of the
Predeparture tests of the steering gear should be carried out by the duty
READY
variable displacement axial piston type and are contained in their own group
engineer in the steering gear compartment and by the officer of the watch LEVEL LEVEL
of hydraulic oil tanks.

I I
SYSTEM 1 SYSTEM 2
(OOW) on the bridge. Even though the steering gear can be started from the OIL TANK
LEVEL
II
LEVEL
II
OIL TANK
bridge the duty engineer should be present when pumps are started and the
The steering gear is capable of being operated as two totally isolated steering LEVEL LEVEL
system tested from the bridge.

III III
systems, two pump units (one running from each set) is capable of putting the
rudder through the working angle of 65° in the specified time of 28 seconds.
Procedure for Putting the Steering Gear into Operation
PUMP 1 PUMP 2 PUMP 3 PUMP 4
Automatic isolation is provided within both systems, both hydraulic systems

ON ON ON ON
being interconnected by means of electrically operated isolating valves that, in

normal operation, allow both systems together to produce the torque necessary The system valves are assumed set for normal operation.
for moving the rudder. Normally at sea only one pump is required but the SYSTEM 1 OPERATION SYSTEM 2 OPERATION
SYSTEM 2 BY-PASS SYSTEM 1 BY-PASS
second pump unit in the same set can be connected at any time by starting the a) Check the level and condition of the oil in the tanks and refill
motor. When manoeuvring two pumps, one from each system are operated. with the correct grade as required.
1B1 1B2
In the event of failure that results in a loss of hydraulic fluid from one of the b) Check that the feedback linkage and control systems are all
systems, the float switches in the affected hydraulic tank are actuated. This gives connected correctly.
a signal to the isolation system which automatically divides the steering gear
into two separate systems. The control system recognises the circuit in which c) Ensure the rudder is in the mid position.
the failure has taken place and that circuit is shut down. If the pumps in that CYL.2 CYL.4
circuit are currently operated the two pumps from the other circuit are started d) Select NORMAL at the starter panel and start each electro-
the the pumps from the circuit in which the failure has ocurred are stopped. hydraulic pump unit.
This separation arrangement enables the system remains fully operational so
that steering capability is maintained but with 50% of the rudder torque which e) Carry out predeparture tests.
requires the ship’s speed to be reduced to half speed. The automatic isolation FORWARD
system logic is shown in illustration 2.11b on the following page. f) Check for any leakage and rectify.
The steering gear is remotely controlled by the autopilot control or by hand g) Check for abnormal noise and operating pressures.
steering from the wheelhouse. All orders from the bridge to the steering
compartment are transmitted electrically. Steering gear feedback transmitters h) Switch the pump starter selector switch to NORM and rudder CYL.1 CYL.3
supply the actual position signal for the systems. The rudder angle operations servo unit switch to REMOTE so that the officer of the watch
is limited to 35° port or starboard with mechanical stops fitted at 37°. on the bridge can carry out their predeparture steering gear CYLINDER 1 + 2 - SYSTEM 1
CYLINDER 3 + 4 - SYSTEM 2
tests.
The variable-flow pumps are operated by a control lever which activates the
capacity control for the pump cylinders. This causes oil to be discharged to a
particular pair of hydraulic cylinders whilst suction is taken from the other pair.
As the rudder turns the feedback linkage causes the pump’s capacity control to
move thus reducing the effective stroke on the pump. When the rudder reaches
Illustration 2.11.1c Logic Flow Diagram
Ocean Crusing (1 Pump) Normal 2 Pumps

Tank Level I to Give Alarm Tank Level I to Give Alarm
Normal Steering Normal Steering
Pumps Pumps Pumps No.1 (No.2)

No.3 or No.4 Pump No.1 or No.1 or No.2 Pump No.1 or and No.4 (No.3)
No.2 or No.3 or No.2 and No.3 or
No.4 run No.4 running
System No.2 System No.1 System No.2 System No.1

Tank Level II Tank Level II Tank Level II Tank Level II
Start Pumps System System No.2 Bypass Torque Torque System No.1 Bypass Start Pumps System Start Pumps System System No.2 Bypass Torque Torque System No.1 Bypass Start Pumps System
No.1 (Pumps No.1 1B1 - On 1B1 - Off No.2 (Pumps No.3 No.1 (Pumps No.1 1B1 - On 1B1 - Off No.2 (Pumps No.3
and No.2) 1B2 - Off Reduce Reduce 1B2 - On and No.4) and No.2) 1B2 - Off Reduce Reduce 1B2 - On and No.4)
(One is already running) (One is already running)
Yes System No.2 System No.1 Yes Yes System No.2 System No.1 Yes
Tank Level III Tank Level III Tank Level III Tank Level III
Stop Pump Stop Pump Stop Pump Stop Pump

System No.2 No No System No.1 System No.2 No No System No.1
(Pump No.3 or No.4) (Pump No.1 or No.2) (Pump No.3 or No.4) (Pump No.1 or No.2)
System No.1 System No.2 System No.1 System No.2

Tank Level II Tank Level II Tank Level II Tank Level II
Yes Yes
Yes Yes
Start Pump System No.1 Bypass Stop Pumps System Start Pump System No.1 Bypass Stop Pumps System
System No.2 1B1 - Off No.1 (Pumps No.1 System No.2 1B1 - Off No.1 (Pumps No.1
(Pump No.3 or No.4) 1B2 - On and No.2) (Pump No.3 or No.4) 1B2 - On and No.2)
Stop Pumps System System No.2 Bypass Start Pump Stop Pumps System System No.2 Bypass Start Pump
No.2 (Pumps No.3 1B1 - On System No.1 No.2 (Pumps No.3 1B1 - On System No.1
and No.4) 1B2 - Off (Pump No.1 or No.2) and No.4) 1B2 - Off (Pump No.1 or No.2)
Construction Indication of the rudder angle and a compass repeater are provided for manual
This system consists of the following equipment: control of the steering gear.
• Two automatically operated isolating valves. b) On the pump unit to be used, lift up the locking plate and turn
• Two level switches with ‘LOW’ and ‘LOW-LOW’ level the LOCAL/REMOTE control switch to LOCAL control.
positions.
The switches are on the rudder servo unit panels in the steering gear room.
• Two oil tanks having a chamber for level switches and system
test valves.
Note: Only one pump unit can be operated in this mode, the other pumpsunits
• Electric control panel for the automatic isolation system as should be shut down.
indicated in the illustration below.
• Alarm panel for the automatic isolation system c) For the pump unit on local control, operate the pushbuttons
PORT or STARBOARD to turn the steering gear in the direction
request by the bridge. The pushbutton (PORT or STARBOARD)
Operation is depressed for as long as required in order to turn the rudder
through to the requested angle. When the requested angle is
If failure of one of the systems occurs, the ship’s speed should be reduced to achieved the pushbutton is released, the rudder will remain at
half of full speed, as only 50% of the torque for the steering gear operation is that angle.
available. The sequence of operations, both for one and two pump operations
and is shown in the illustration above. If this system should fail, manual operation can be carried out as follows:
a) Only one pump unit may be operated and the operational pump
System Testing
unit selector switch must be turned to the LOCAL position.
The float chamber can be isolated and drained to test the system operation. The
function test period for the LOW and LOW LOW alarms should be carried out Switch off the torque motor power.
according to Maersk company procedures.
b) Push in the pushbutton on the unloading device and lock it in
place with the locking nut.
Emergency Steering
c) The tiller can be moved in accordance with the steering
If failure occurs in the remote operating system from the wheelhouse, the
command from the bridge by turning the torque motor shaft
steering can be operated from the steering gear room, either through the NFU
knob located on the top of the torque motor. This puts a stroke
pushbuttons or via the torque motor control lever located at the torque motor.
on the pump to produce the desired angle of rudder movement.
Under these conditions, it is only possible for one pump unit to be operated in
When the rudder reaches the desired angle feedback from the
hand steering mode from the steering gear room.
tiller will remove stroke from the pump.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of Emergency Steering Drill
power failure from the main switchboard, No.3 pump is supplied from the
emergency switchboard. Emergency steering drill should be carried out according to Maersk company
procedures when traffic and navigational restrictions permit.
Procedure for Operation of Steering Gear on Loss of Remote The drill is to consist of the direct operation of the main steering gear using the
Bridge Control manual control within the steering flat. This operation is to be directed from
the navigation bridge. After each drill, details and the date it was carried out are
a) On loss of steering gear control from the bridge, establish to be entered in the Official Log Book and Particulars and Records Book.
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment
platform.
Illustration 2.11.2a Bow and Stern Thruster System Arrangement Bosun’s Store and Shaft Tunnel Wheelhouse Stand
Filing from Barrel
008/ 006/ Level Temperature Air Breather
001/ Remote Control System Electronic Unit Main Panel
108 106 Switch Switch Filter
101
Portable
CJC
Alarm Unit
Filter Slave Panel
002/
102
Header Tank Starter Starter Starter
180 litres Drive Drain Servo Slave Panel
To Drive Motor Pump Pump
Motor
Locked Open
Drain
007/
107
Drain
Hand
Pump
Test Test
Hydraulic Power Unit
PI
Test Test Test Test
Level
Switch
Drain
Pump
Test
Drain Tank
40 litres Test
FM
Key Test
Hydraulic Oil
Test
Electrical Signal Servo
Pump
All valves are prefixed with A791 unless 31 litre/min
otherwise stated. Given as bow/stern.
Locked Open
2.11.2 Bow and stern thruster units The thruster comprises of a number of separate sections: The hydraulic systems for both the bow and the stern thruster are similar and
are shown in illustration 2.11.2a.
• The electric motor unit with drive shaft and bevel gearing
Bow Thruster driving the propeller unit hub
A 10 micron filter is provided on the discharge side of the servo pump together
Maker: Rolls Royce Marine A/S, Norway • The propeller unit with blades mounted in the hub with a pressure switch which indicates low oil pressuure and will activate the
Type: KAMEWA ULSTEIN • The hydraulic unit which changes the pitch of the propeller interlock stopping the drive motor.
Model: TT2200 AUXD CP blades
Power: 1,500kW • The control system which regulates the blade pitch in accordance Lubricating Device
Propeller speed: 276 rpm with demand from the bridge
Thrust: 215 kN The bevel gear and all the bearings inside the gear case are lubricated by the
At speeds greater than 5 knots there is a risk of drawing air into the thruster, bath lubrication method.
particularly when operating at shallow draught. This will degrade the
Stern Thruster performance and may cause cavitation damage; it is indicated by hunting of The lubrication oil in the gear case is slightly pressurised by the connection
Maker: Rolls Royce Marine A/S, Norway the main motor ammeter and should be avoided. with the gravity tank, which is positioned above the waterline to reduce the
Type: KAMEWA ULSTEIN possibility of sea water entering the oil system.
Model: TT2200 AUXD CP Thruster Unit
Power: 1,100kW Operating Limits
Propeller speed: 276 rpm Power is transmitted from the electric motor through the flexible coupling,
input shaft and bevel gears to the propeller shaft, rotating the propeller in a The thruster units must operate within specific limits of draught and speed.
Thrust: 171 kN
single direction. The draught of the ship at the thruster must exceed 2.0m and the ship’s speed
through the water must be below 5 knots. If the draught is less than this or
Efficiency of Bow and Stern Thruster The propeller part consists of four propeller blades and a propeller hub. The the speed is exceeded, there is a risk of air being drawn into the thruster unit
propeller hub and gear case house a hydraulic servomotor and sliding block and this can result in blade cavitation or vibration. When air is drawn into the
Normal Normal Speed mechanism. The propeller blades are connected to blade carriers by blade bolts thruster, the thruster load fluctuates and this is indicated by hunting of the main
Loaded Condition Ballast Condition and this ensures easy exchange of blades in the thruster tunnel. The gear case, motor ammeter.
Ahead
Bow Stern Bow Stern in which carries the propeller parts, is connected to the thruster tube by bolts and
Thruster Thrusters Thruster Thrusters Knots this allows overhauling of all parts inside the thruster tube. The main motor may only be started when the blades are in the neutral position
Efficiency in Percent (zero pitch), or in the allowable zone (blade pitch of ±3°). The system is
The hydraulic power pack unit supplies oil under pressure and this oil is used interlocked to prevent the main motor from starting if the blade pitch is outside
100 100 100 100 0
to change the pitch of the thruster unit propeller blades. The flow of the oil is of the set limits. The interlock switches also prevent the main motor from
71 60 76 65 1 starting when:
controlled by solenoid valves. The pressurised oil from the solenoid valve is fed
27 22 31 26 3 to the hydraulic servomotor through the pipes in the propeller shaft, resulting • The cooling fan is stopped
0 0 0 0 5 in the reciprocating movement of the servomotor piston. The reciprocating
movement of the piston is converted into a turning movement by the sliding • The power pack gravity tank level is low
Thruster efficiency in percent at different speeds ahead, with maximum thrust block mechanism and this adjusts the angle of the propeller blades. • The control oil pressure is low
effect either from bow or stern thruster.
The vent side of the servomotor piston drains to the oil bath, in the thruster
body, via a solenoid valve. From this pressurised oil bath oil returns to the Procedure for Operating the Thruster Units
Introduction header tank. The main actuator power pack pump takes oil from the header
tank and supplies it to the thruster unit via the solenoid control valves. Under normal circumstances the main power supply is activated by the
The purpose of the thruster units is to turn the ship when operating at slow engineering department and after that the thruster operation and control is
speeds or when not under way, to keep the ship in position in a cross wind and undertaken by the deck department from the bridge control panels. The main
A shaft sealing mechanism is attached to the gear case in order to prevent
to move the ship towards or away from a mooring position as required. The switches at the local thruster control panels should be set at REMOTE in order
leakage of oil out of the system.
thrust is produced by rotation of a propeller unit which is housed in a transverse to allow for this.
cylindrical ducting; the propeller unit is rotated by means of a vertical electric
The bow thruster capacity is 440 litres of oil, the drain tank capacity is 40
motor via bevel gears. The propeller blade pitch is controllable in order to Control of the thruster units on the bridge is either at the wheelhouse control
litres and the gravity tank capacity is 180 litres. A hand pump is provided for
obtain the desired magnitude and direction of thrust. stand or the control stands on the bridge wings.
draining the thruster unit.
Illustration 2.11.2b Thruster Units Control Panels
Bridge Wing Control Console Main Control Console
IN THRUSTER
50 50 BOW THRUSTER
COMMAND ALARM
100 100
1500
PITCH IN AUTO THRUSTER 1000 2000 50 50
COMMAND STOP ALARM 500 2500
0 3000 100 100
PITCH SYSTEM
BOW THRUSTER
REDUCED PITCH AMP PITCH
FAILURE
READY
START PITCH
FOR
REQUEST REDUCED
START
THRUSTER EMERG
IN STOP
OPERATION THRUSTER
STOP START
SERVO SERVO
PUMP PUMP
LAMP
TEST
SYSTEM EMERG
LAMP
FAILURE ON
TEST
PITCH PITCH
STOP START
THRUSTER THRUSTER
IN
50 50 EMERG EMERG EMERG
THRUSTER
COMMAND ALARM PITCH PITCH STOP
100 100 PORT STBD THRUST
PITCH
SYSTEM
PITCH STERN THRUSTER
PITCH
REDUCED
FAILURE
STERN THRUSTER
1000
IN AUTO THRUSTER 500 1500 50 50
COMMAND STOP ALARM
THRUSTER EMERG 0 2000 100 100
IN STOP
OPERATION THRUSTER
AMP PITCH
READY
START PITCH
FOR
LAMP REQUEST REDUCED
START
TEST
STOP START
SERVO SERVO
PUMP PUMP
EMERG SYSTEM
LAMP
ON FAILURE
TEST
PITCH PITCH
STOP START
THRUSTER THRUSTER
100 80 60 40 20 0 20 40 60 80 100
EMERG EMERG EMERG
100 80 60 40 20 0 20 40 60 80 100 PITCH PITCH STOP
PORT STBD THRUSTER
Starting Note: When the READY TO START indicator in the control panel Control is returned to the wheelhouse by pressing the W\H control station IN
a) Ensure that the selector switch on the local control panel is set is illuminated the thruster may be set to start up automatically under COMMAND pushbutton.
to the REMOTE position. microcomputer control, with systems starting sequentially. In order to
activate this the THRUSTER START pushbutton is pressed after the READY Stopping
b) Check the oil level in the hydraulic gravity tank. TO START indicator is illuminated. The oil pump, cooling fan and drive
a) Zero the thruster propeller blades by means of the control
motor will start sequentially.
handle.
c) Switch on the main power source and confirm this by means
of the main source lamp. When the main power is switched The pitching time of both thrusters is 22 seconds from full thrust in one
b) Press the THRUSTER STOP pushbutton.
on at the thruster controller, the thruster may be operated and direction to full thrust in the opposite direction.
controlled from the bridge.
c) The thruster is now out of operation but the main power panel
Control Mode is still active and this needs to be shut down if any work is to be
d) The READY TO START indicator in the wheelhouse control
undertaken on the thruster unit.
panel should now be illuminated.
The thruster remote control system provides two methods of control, FU
(Follow Up) pitch control and NFU (Non Follow Up) pitch control. Normally The bow thruster drive motor and hydraulic servo pump unit are located in
e) At the main wheelhouse panel the START REQUEST pushbutton
FU pitch control is used and this is selected by pressing the illuminated the bow thruster compartment forward, with the gravity ta��
nk are located at the
is pressed. This sends a signal to the power management system
FOLLOW UP mode selection pushbutton. upper part of hold No.1 on the port side.
requesting power to operate the thruster.
In FU mode control the pitch control handle is used to control the thruster The stern thruster drive motor and hydraulic servo pump unit are located in the
Note: If there is insufficient power capacity available at the switchboard blade pitch. This handle is moved to the port or starboard side; the magnitude shaft tunnel forward of the stern tube, with the gravity tank in the shaft tunnel
an additional generator is started by the power management system. The of the thrust may be varied from zero to position 10 for maximum thrust. The upper section aft near the stern thruster motor.
thruster drive motor cannot be started until sufficient power is available at handle is connected to a potentiometer and the voltage produced by moving
the switchboard. this is amplified and used to activate the appropriate solenoid valve of the Note: There are EMERGENCY STOP pushbuttons in the wheelhouse panel
hydraulic system. Feedback from the thruster blades cancels the voltage as and in the bridge wing panels.
f) Press the IN COMMAND pushbutton at the main wheelhouse the blades move to the desired position and when the blades are in the desired
panel or the bridge wing panel from which control is required. position the voltage from the potentiometer is cancelled. The thruster blades
effectively FU the pitch command from the handle. Moving the handle to the
g) Press the START SERVO PUMP pushbutton. When the pump zero position removes pitch from the blades.
is running the lamp in the pushbutton will be illuminated.
NFU mode is the emergency pitch control mode and is selected by pressing
Note: When the pump is started the fan is also started. The main motor the EMERG ON PITCH pushbutton. In the Emergency (NFU) command mode
is interlocked with the fan and oil pump and will not start unless they are operation is by means of the two pushbuttons, EMERG PITCH PORT and
running. EMERG PITCH STBD, which are located at the thruster control panel. The
blades will move whilst one of the pushbuttons is pressed and will remain in
h) Check that the pitch of the blades is zero and if it is not, zero the the position set when the pushbutton is released. In order to return the blades
blade angle by means of the control handle. to the neutral position the other pushbutton must be pressed until the blade
angle is zero.
i) Start the main motor by pressing the THRUSTER START
pushbutton. The main motor will only start if the interlocks
have been removed and the motor is ready for starting. When Bridge Wings
the motor is running the lamp in the pushbutton will be
illuminated. The thruster may be controlled from the bridge wings and control may be taken
at a bridge wing by pressing the IN COMMAND pushbutton in the bridge
j) When the main motor is running the blade pitch may be changed wing control panel. Only FU control is available at the bridge wings and this
by using the control handle in order to exert the desired thrust. is by means of the control handle at the control panel.
The main wheelhouse control panel IN COMMAND indicator is not

illuminated when one of the bridge wings has control.
Illustration 2.11.3a Stabiliser Machinery Unit
Bridge Control Panel
Main Control Unit
Lubricating
Oil Header
Lubricating Oil Tank
Header Tank
TYPICAL GYROFIN Pump Motor
STABILISER MACHINERY INSTALLATION Starter
UNIT Tilting Cylinder
Local
Control Unit
Pump Motor Starter
Rigging Cylinder Fin Angle Indicator
Hydraulic Power Unit

Stabiliser Fin Box
& Machinery Unit
Rigging Lever
Local Control Unit Stabiliser & Fin
EQUIPMENT
CONFIGURATION
Ship's Speed Bridge Control
Panel (BCP)
Local Control
Unit (LCU Port) Local Control
Unit (LCU STBD)
RS-422
Port Fin Data Power
Power Power
RS-422 Data RS-422 Data
Lift Feedback Main Lift Feedback

Hull Insert Plate Angle Feedback Control Angle Feedback
Movable Trailing Servo Motor Drive Unit (MCU) Servo Motor Drive
Edge Flap Stroke Feedback Stroke Feedback
Pump Start Pump Start
Status Inputs Status Inputs
Rig Out Rig Out
Ship's Power
Machinery and HPU (Port) Machinery and HPU (STBD)
2.11.3 Stabilisers A rigging cylinder moves a sliding block that rotates the rigging lever via • Local control panels: Individual fin control for maintenance
a mechanical linkage. This linkage is arranged so that the fin is locked in purposes
Maker: Sperry Marine (Northrop Grumman) position when fully rigged out. A latch is used to lock the sliding block in place
when the fin is fully rigged in. The control system also provides for fin stowage using emergency power. This
Model: Gyrofin Type 3R-SS
can be done automatically upon connection of power to the emergency motor
Size/Area 11.0m2 The stabilisers are controlled to ensure that they operate without cavitation, starter, or controlled from the local control panels.
Maximum angle: ± 25º thus avoiding erosion problems.
Type: Electro-hydraulic folding fin Note: When the fins are out, they extend beyond the beam of the ship and
Main pumps: Piston pump PVB90-RDF-21-DA11 A gravity header tank is situated above the ship’s water line in the working are angled downwards, with the tip near the keel line. As a result the fins
passageway to provide lubricating oil to the machinery. The header tank is can create a navigational hazard if extended when the vessel is operating in
Rigging pumps: Vane pump 25V17A-IC-22L
divided into two sections. One section provides LO for the fin mechanism and shallow or confined water.
Emergency pumps: Gear pump PA6RD66V140 the other section provides LO for the rigging system. The pressure generated
by the positive head of oil prevents the ingress of sea water into the housing in The system provides the following features to reduce the risk of damage to
the event of seal failure. the fins:
Introduction
• Key locked power control
Stabilisers are active underwater fins designed to reduce the rolling of the Hydraulic Power Unit
ship. Rolling is caused by the effect of sea action on the hull during an ocean • Power ON interlocks that can prevent operation of the stabilisers
passage. This is especially noticeable when the frequency of the waves at the same time as the thrusters
The electro-hydraulic power unit is located on top of the fin housing box. Each
approach the natural frequency of the ship. Active roll reduction is achieved by unit consists of a main variable delivery piston pump, a tandem vane pump • Alarm indicators that appear on the bridge control panel if the
tilting the extended fin during a roll. The effect of the ship’s forward motion on and an oil cooler. The tandem vane pump is provided for control pressure, fin ability to stow the stabilisers is impaired
the fin surface produces a lifting moment acting against the roll. The vessel is rigging and pump replenishment; this pump is driven by the same electrical • Power OFF and fin NOT IN alarm contacts can activate an
fitted with two retractable tilting fin units, located port and starboard adjacent motor as the main pump. The variable delivery pump is a servo-controlled alarm if the key switch is turned off while the fin is out
to No. 5 hold. These are tilted by hydraulic units powered by electro-hydraulic axial piston type pump which feeds the oil under pressure to the tilting circuit.
pumps. When the fins are not in use they are housed within fin boxes located The pump feeds oil to the chambers of the tilting cylinder; the chamber which • An alarm that sounds when the ship’s speed drops below a
in the hull, custom designed to form part of the hull and structure of the ship, receives oil pressure depends upon the required attitude of the fin at that time preset level
thus reducing drag on the hull. A hydraulic ram mechanism allows the fin to be and hence the position of the pump stroke control unit. • The control system can be configured to automatically rig in the
rigged in and out (housed and extended) by folding the fin 90º. fin when the ship’s speed drops below a preset level
An emergency electrically driven pump is provided with manual controls. This
Fins produce a hydrodynamic lift effect due to the flow of water over the pump can rig the fin in or out in the event of the failure of the main hydraulic
hydrofoil shaped fins, one in the nose up position exerting an upward thrust unit. The emergency circuit is provided with a safety valve and manual Procedure for Rigging Out the Fins and Commence Stabilising
and one in the nose down position exerting a downward thrust. Because the distributors, which enables the fin to be reset to the zero angle position, rig the from the Bridge Control Panel
water flow over the fin produces the up and downwards thrust, the ship must fin in or out and to enable the fin lock.
be moving through the water at a minimum speed. In general fin stabilisers are The engine room should confirm that:
not effective if the vessel is moving through the water at less than 12 knots. The hydraulic oil is cooled by water from the central fresh water cooling • There are no obstructions to the moving parts of the stabilising
system. machinery
Description • Cooling water is flowing through the hydraulic power unit
Stabiliser System Operation coolers (from the central low temperature fresh water cooling
The fins are of symmetrical hydrofoil design, with a rotating shaft mounted in system via the generator engine cooling system)
two bearings in the fin shaft housing. The fin shaft housing is also mounted The system provides automatic control of the fin extension and stowage
in two bearings that allow the fin to rotate in and out of the fin box. The steel (rigging) via LCD touch screens. This can be controlled from three positions • All local power isolation switches are turned on to the controls
casing supports the fin bearing structure and provides the required housing, as follows: and pumps
linking the fin to the hull. • The switches on the port and starboard local control units are set
• Bridge control panel: Start-up and shutdown operation for the
entire system as follows:
A hydraulic tilting cylinder is coupled to the fin shaft to allow tilting of the fin.
The fin has a moveable trailing edge which moves with the fin and increases • Main control panel (located in the ECR): Start-up and shutdown • Power switch - ON
the hydrodynamic lift effect. The tilting shaft is provided with lip seals to operation for the entire system and individual fin control for • Control switch - NORMAL
prevent the ingress of sea water into the machinery and also the loss of oil to maintenance purposes
• Fin control switch - AUTO
the sea.
• Feedback switch - LIFT
Illustration 2.11.3b Stabiliser Hydraulic System Key

Hydraulic Oil
Lock
Rigging Cylinder Rigging Lock Tilting Cylinder Return Line
Fin Out
Reefer CW
Unlock
Fin In Red Port Valves
Green Starboard Valves
PI PI
PI
A712-129
A712-131
A B
Oil Aux.Engine
P T Cooler C.W.System
A712-130
A712-132
P T
A B Rotary
Servo
PI
Pump Prime
Connection
M
37kW
TI Level Switch
3.7kW M TI
Heater
TIAH TIAL Hydraulic Oil Tank
a) Turn the power key switch on the bridge control panel to the e) Press the STABILISE pushbutton. The following occurs: a) Press the NEXT pushbutton on the main screen. The display
ON position. will change to screen 2.
• The ship’s rolling motion will be reduced when the fins
act.
Note: If either the port or starboard LOCAL CTRL indicators are on, that fin b) Press the NEXT button on the screen 2. The display will change
cannot be controlled from the bridge. In the bridge and main control panels • The STABILISE indicator will be illuminated. to screen 3.
LOCAL CTRL is displayed if local control is on. • The LIFT ORDER, % LIFT, and ANGLE meters will
become active. c) Press the LOCAL CTRL pushbutton under the heading PORT
b) The bridge and main control panels energise and display FIN. The confirmation box appears and the operator must press
• The GAIN display will indicate the value of sensitivity gain ENTER to confirm selection.
INITIALISING. The POWER indicator lights on each local
selected by the automatic gain control.
control panel.
d) Adjust gain as required or press AUTO d) Press ENTER. The HYD STOP and RIG IN pushbuttons will be
After the initialising is complete, the following indicators will be active in the illuminated.
control screen:
Procedure for Rigging In the Fins and Turning Off the e) Press HYD START. The confirmation box appears and the
• FIN IN will be on for both fins. Stabiliser from the Bridge operator must press ENTER to confirm selection.
• The LIFT ORDER and % LIFT meters will be at zero.
a) At the bridge control screen, press the STANDBY pushbutton. f) Press ENTER. The HYD START pushbutton will be illuminated
• The FIN ANGLE meters will be at 5 - 7°, due to the fins The STABILISE indicator will be greyed out, the lift order and if the HPU motor is running.
resting on the bottom of the fin box. fin angle indicators will go to 0° and the STANDBY indicator
• The ROLL DISTURBANCE meter will indicate the roll will be greyed out. g) Press RIG OUT. The confirmation box appears and the operator
motion of the ship. must press ENTER to confirm selection.
b) Press the Sequence STOP pushbutton. The STANDBY indicator
• The AUTO GAIN indicator will be illuminated and the gain will remain greyed out and the FIN OUT indicators will be
displayed. There is a MAN (manual) option for gain but this h) Press ENTER. The RIG IN pushbutton will be greyed out. The
replaced by flashing RIGGING IN indications, as the fins move RIG OUT pushbutton will flash as the fin moves out and will
should be greyed out when auto is operating. If manual gain from OUT to IN. The FIN IN indicators will illuminate when
is selected control pushbuttons appear in the fin status box. be illuminated when the fin is OUT.
the fins are IN and the rigging lock is closed. After the FIN IN
• AUTO speed indicator will be illuminated and the ship's indication is given, the system will turn OFF the electric motor i) Press AUTO. The confirmation box appears and the operator
speed displayed. There is a MAN (manual) option for speed driving the hydraulic oil pump of each fin. The PUMP ON must press ENTER to confirm selection.
but this should be greyed out when auto is operating. indication will disappear.
j) Press ENTER. The port fin will return to automatic control and
c) Press and hold the Sequence START pushbutton for c) Turn the POWER key switch off. The panel displays will go begin to stabilise the ship.
approximately 3 seconds then release. The following occurs: blank.
• The PUMP ON indicator will be illuminated when the k) Press MAIN. The display will return to the main screen.
hydraulic oil pump has started and the hydraulic oil pressure Note: In the event that the stabiliser power is switched off with the fin not
has reached the working level. housed, the stabiliser control system will trigger the ship’s general alarm via
the FIN NOT IN alarm relay. Procedure to Rig In a Single Fin using Screen 3 on the Main
• The FIN ANGLE indicator will move to 0°. Control Panel (in this example the Port)
• The FIN IN indicators will be replaced by a flashing The fin control can be transferred from the bridge to the main control panel in
RIGGING OUT indication as the fins move from IN to the ECR, even when the fins are in operation, by means of the selector switch Initially the port fin is OUT and stabilising.
OUT. in the main control panel.
a) Press the NEXT pushbutton on the main screen. The display
• When both fins are fully OUT, the STANDBY indicator will will change to screen 2.
be illuminated, indicating that the system is ready to begin Procedure to Rig Out a Single Fin using Screen 3 on the Main
stabilisation. Control Panel (in this example the Port) b) Press the NEXT pushbutton on the screen 2. The display will
change to screen 3.
d) Verify that the speed displayed on the bridge control panel Initially the bridge panel key switch is ON, the port fin is IN and the port
matches the actual speed of the ship. If the speed log is in use, hydraulic oil power unit is OFF. The system is stabilising with the starboard c) Press the LOCAL CTRL pushbutton under the heading PORT
press the AUTO pushbutton beside the SPEED indicator. If not fin only. FIN. The confirmation box appears and the operator must press
see section 2.3.4 in the system instruction manual volume 1. ENTER to confirm selection.
Illustration 2.11.3c Stabiliser Control
PORT FIN ROLL DISTURBANCE STBD FIN

GYROFIN STABILISER
% LIFT ANGLE % LIFT ANGLE
LOCAL CONTROL UNIT 100 30 100 30
EMERGENCY 100 0 100
STOP
POWER
LCU
FAULT
RIG LOCK
OPEN
RIG LOCK
CLOSE
LOCAL ANGLE
EXT
STROKE
50 15 50 15
FIN FIN PUMP PUMP E. TILT 0 0 LIFT ORDER 0 0

IN OUT ON OFF UP
KeyE.DOWN
TILT LAMP
TEST
50 15 50 15
100 0 100
POWER LOCAL CONTROL FIN CONTROL FEEDBACK
100 30 100 30
NORMAL TEST AUTO LOCAL LIFT ANGLE
RS-232
DC POWER OUTPUT TEST INPUT ANALOG. MON.1 ANALOG. MON.2

+ 15v 0V - 15v + - + - + -
GAIN
+/- 15V MAX
PORT FIN STATUS STBD FIN STATUS

AUTO 10 MAN
FIN IN FIN IN
SPEED
AUTO 22 MAN
PUMP ON
PUMP ON
LOCAL CTRL STABILISE STANDBY

LOCAL CTRL
SEQUENCE
HEEL NEXT
START STOP
COMP
Local Control Unit Main Control Screen

(Bridge and Main Control Unit Panels)
d) Press ENTER. The HYD START and RIG OUT pushbuttons Procedure For Starting and Rigging In a Fin from a Local Stabiliser Emergency Operation
will be illuminated. Panel
In the event of a failure in the main hydraulic circuit or the electronic circuitry,
e) Press RIG IN. The confirmation box appears and the operator This procedure is normally only used for maintenance. However, if there is the fins can be rigged in using the emergency controls in the local control
must press ENTER to confirm selection. a malfunction in the automatic control circuits, it is possible to stow the fin panel.
using the local control panel. Initially the control system is powered up by the
f) Press ENTER. The RIG OUT pushbutton will be greyed out. bridge control panel key switch, the fin is OUT and under AUTO control. The
The RIG IN pushbutton will flash as the fin moves in and will Procedure to Rig In a Fin Using the Emergency Circuit
hydraulic oil pumps are ON and electric power is supplied to the motor starter
be illuminated when the fin is IN. of the fin to be rigged out.
Initially the fin is OUT and the main power is OFF. The fin has fallen to the
g) Press HYD STOP. The confirmation box appears and the tail down position and emergency power is available at the motor starter, as
The following indicators on the local control panel should be illuminated:
operator must press ENTER to confirm selection. indicated by a white light on the emergency side of the starter panel.
• POWER
h) Press ENTER. The HYD STOP light will brighten when the a) Open the front panel access door on the local control unit (LCU)
• RIG LOCK OPEN
HPU pump motor stops. and set the power button to the OFF position.
• FIN OUT
i) Press MAIN. The display will return to the main screen. • PUMP ON b) Close manual isolation valves 29-1 and 29-2 (see page 3 of
16 of the makers manual covering the Emergency Manual
a) Ensure that the local control switch is in the NORMAL Operation section).
Procedure For Starting and Rigging Out a Fin from a Local
position.
Panel c) At the HPU pump starter control, set the main pump switch to
b) Set the FIN CONTROL switch to the LOCAL position. The OFF.
This procedure is normally only used for maintenance.
following occurs:
d) Start the emergency hydraulic pump.
Initially the control system is powered up by the bridge control panel key • The FIN ANGLE indicator will move to 0°.
switch. The fin is IN and the hydraulic oil pumps are OFF. Electric power is • The LOCAL indicator on the local control panel will be e) Using the special tools required to operate the direction
supplied to the motor starter of the fin to be rigged out. illuminated. solenoids, press in the control button on the EMERGENCY
TILT solenoid (V4). Observing the fin angle indicator, raise/
The following indicators on the local control panel should be illuminated: • The LOCAL CTRL indicator will appear on the displays of
lower the fin to bring it into the 0° position.
the bridge control panel and the main control panel.
• POWER
f) Using the special tools required to operate the direction
• RIG LOCK CLOSE c) Press the FIN IN pushbutton. The following occurs:
solenoids, press in the control button on the EMERGENCY
• FIN IN • The fin will begin to rig in. RIGGING solenoid (V5) to hose the fin. Monitor the angle of
the fin as it is being housed, stopping the rigging in as necessary
• PUMP OFF • The FIN OUT indicator will flash as the fin moves
to re-adjust the fin angle in order to maintain it at 0°±2°.
a) Ensure that the local control switch is in the NORMAL position inwards.
and that the Fin Control switch is in the LOCAL position. • When the fin is fully IN the rig lock closes. g) When the fin is fully housed the Rig Lock will engage
• The RIG LOCK CLOSE indicator will be illuminated. automatically. Release the control on the rigging in solenoid.
b) Press the PUMP ON pushbutton and hold for 1 second. The
PUMP ON indicator lamp will be illuminated when the • The FIN OUT indicator will be extinguished. h) Operate solenoid valve V4 to place the fin in the down position.
hydraulic power unit starts.
• The FIN IN indicator will be illuminated. When complete stop the emergency hydraulic pump.
c) Press the FIN OUT pushbutton. The RIG LOCK CLOSED
i) Return the manual isolation valves 29-1 and 29-2 to the open
indicator will be extinguished and the RIG LOCK OPEN d) Press the PUMP OFF pushbutton. The following occurs: position and set the LCU power switch to the ON position.
indicator will be illuminated. The fin will begin to move out
• The pump will turn off.
and when it is fully extended the FIN OUT indicator will be
illuminated. • The fin will settle, with the trailing edge down in the fin box.
2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator
Illustrations
2.12.1a Diesel Generator Control Panel
2.12.2a Emergency Generator Control Panel

2.12 Electrical Power Generators The engine safety and control system provides for automatic shutdown in the
Illustration 2.12.1a Diesel Generator Control Panel
event of the following:
2.12.1 Diesel Generators • Overspeed
• Low lubricating oil pressure
Engine
• High cooling water temperature 200
STARTING FALSESTART
400
Maker: MAK TURBO CHARGER
INTERLOCK
ENGINE
• High cooling water pressure 100 300 200 600

No. of sets: 4
• Activation of the Emergency Stop
STARTING STOP
Type: 6M32C 0 400 0 800
No. of cylinders: 6 • High exhaust temperature RPM RPM
Bore: 320mm • High crankcase oil mist level

Stroke: 480mm 1 - LOCAL
2 - REPAIR
Speed: 600 rpm Starting Air System (See Section 2.10.1)

3 - REMOTE
1 0 2
Capacity: 2,880kW The engines are started by means of compressed air which is directed into
SIKA electronic
Turbocharger the cylinders by means of cylinder starting valves. When the start is initiated
the main starting valve is opened and this allows compressed air to flow
Maker: Napier 297C to the engine starting system. The cylinder starting valves operate to allow
Type: 4FGS 81B 125M compressed air to enter the cylinders in sequence, in order to rotate the
crankshaft. Pilot air is used to activate the cylinder starting valves and the pilot
Governor air is directed to the cylinder valves by means of the air distributor. The air
Maker: Regulateurs Europa distributor is driven by the camshaft.
Type: 1102L-4G-34
When the engine rotational speed exceeds about 110 rpm, if conditions are °F °F
Alternator normal and firing has taken place, the starting air valve is closed and starting
Maker: Seimens air is shut off the engine. During starting a pneumatic cylinder operates a stop
arm to limit the fuel-regulating shaft. COOLING WATER
Type: 1FJ3 904-12 SB 52
SHUTDOWN AIR
H.T.
Capacity: 3,456kVA, 60Hz, 450V, 4434A, 60Hz, 0.8pf The generator engines are normally started and stopped by the electrical Power CHARGE AIR
°F °F
COOLING WATER
AFTER COOLER L.T.
Management System (PMS), but they can also be started locally from the local
Introduction control panel or remotely from the facilities in the ECR. At the engine local
panel there is a key switch with positions LOCAL, REPAIR and REMOTE.
Turning the switch to the REPAIR position prevents the engine from being
There are four diesel generators, operating in the medium speed range, which started. When the key is in the LOCAL position the engine may be started
°F °F °F
supply electrical power for the ship. The engines are of the MAK 6M32C type. manually from the local panel at the engine. When the key is turned to the
All diesel generators are located on deck 4 in two generator engine rooms. REMOTE position the engine mat be started manually or automatically from
No.1 generator engine room is located on the port side and contains No.1 and the ECR (see section 2.13.2 of this machinery operating manual).
No.2 generator engines whilst No.2 generator engine room is located on the
starboard side and contains No.3 and No.4 generator engines. For local operation of the engine the mode selection key switch is turned to
STARTING AIR LUBRICATING OIL FUEL
the LOCAL position and then the STARTING pushbutton at the same panel
The diesel engines are six cylinder, turbocharged, uni-directional, four stroke, is pressed. The engine will start and run up to speed. Local starting is only
trunk piston, in-line engines and are normally powered by heavy fuel oil. They undertaken when the engine is to be inspected after maintenance, or if the
can also be supplied with diesel fuel oil, which is normally used for flushing Power Management System/remote operating system is defective. Under
through, prior to shutting down for maintenance. normal circumstances the engine is selected for remote starting by turning the
mode selector keys witch to the REMOTE position. To stop the engine locally,
Depending upon the load, one or more diesel generators are used during the STOP pushbutton is pressed at the local panel.
normal operating conditions; the load from the reefer containers can be very
high and may require the use of two or more diesel generators. An additional
generator is required during manoeuvring.
CAUTION unit has its pressure boosted by one of two generator engine fuel booster in the combustion air can raise the sodium level above the critical 30% value.
pumps; one of these pumps must always be operating. Sodium levels above 100mg/kg cause an increase in salt deposits in the
The local STOP pushbutton must never be pressed when the engine is
combustion space and exhaust system, producing an adverse effect on engine
running on load.
The three-way HFO/MDO supply changeover valve to the fuel preparation performance.
module may be changed, but this will change the fuel for the main engine
Turbocharger System and the generator engines. Normally the generator engines will be changed
Lubricating Oil System (See section 2.8.3)
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger over to MDO operation individually; this requires operation of the electrically
driven generator engine MDO service pump and changeover of the supply and All the running gear of the engine is force lubricated by the engine driven gear
is of the uncooled type and draws air from the engine room via a suction filter.
return three-way valves for the generator engine concerned. In addition to the type pump. The pistons are also supplied with lubricating oil (LO) as a cooling
The air passes through a charge air cooler before supplying the individual
electrically driven MDO supply pump, which is powered from the emergency medium. An electrically driven prelubricating oil pump is fitted to supply LO
cylinders. The turbocharger bearings are lubricated by oil circulating in
switchboard, there is a pneumatically operated MDO supply pump. This pump to the bearings and other running gear before the engine starts. This reduces
the engine system; the lubricating oil cools and lubricates the turbocharger
is driven by air from the starting air system, the air supply valve is opened wear on the engine in the period between the engine starting and the engine
bearings. The bearings are located between the turbine disc and the impeller.
automatically in the event of a blackout. This enables an MDO fuel supply driven pump building up LO pressure. The LO priming pump is controlled
to be available at the generator engines, in order to operate a generator as the from its local control panel and it will be running continuously while the
The turbocharger is provided with in-service cleaning systems for the turbine
main fuel oil supply pumps will have stopped. engine is on automatic standby. The pump switch should be set to AUTO,
and the compressor impeller; the cleaning systems should be operated
although it can be set to the MANUAL position for manual control. START
according to the maintenance schedule in order to ensure that the turbocharger
The engine high pressure fuel injection pumps are cam operated and take and STOP illuminated pushbuttons are provided for manual operation of the
performance is maintained at a high level.
suction from the engine fuel supply rail. There is one fuel injection pump and LO priming pump.
one fuel injection valve for each cylinder; the fuel is delivered to the injector
Cooling Water System (See Sections 2.5.1 and 2.5.2) via the injector pipe. With an engine stopped, fuel will circulate along the fuel The engine driven pump and the LO priming pump both take suction from
The generator engines are water cooled with separate high and low temperature supply rail and back to the fuel oil mixing tank in the fuel preparation unit. The the engine sump and discharge through a duplex filter to the engine oil supply
circuits. The high temperature (HT) circuit) cools the cylinder jackets, cylinder engine FO supply rail will thus be kept hot and ready for use. A quick-closing rail. The LO supply and priming pumps are equipped with relief valves which
covers and the first stage charge air cooler; the low temperature (LT) circuit valve is fitted at the fuel oil supply inlet to the engine fuel rail. returns excess oil to the pump suction.
cools the stage two charge air cooler and the LO cooler. The two systems are
linked by a temperature controlled valve which allows hot water in the HT Excess fuel not needed by the injection pumps is passed through the overflow The temperature of the lubricating oil is controlled by means of the LO cooler.
circuit to be replaced by cooler water from the LT circuit. The LT circuit is pipe and delivered into the manifold, which returns it to the system at the FO A three-way, temperature controlled valve allows some LO to bypass the
connected to the ship`s low temperature cooling water system. mixing tank. This principle ensures that: cooler to maintain the LO inlet temperature at 66°C.
• There is always excess pressurised fuel available at the fuel
A preheater unit is fitted and this allows for warming through one of the The lubricating oil cooler is a plate heat exchanger, with the LO circulating
pumps
engines prior to starting after a complete shutdown during a drydocking. The through alternate flow channels and water from the LT FW cooling system
preheater unit has a circulating pump and this is operated so that heated water • The heated fuel can be circulated for warming up the piping circulating through the remaining channels, in a counter flow design.
may be circulated through the cooling system of one or more of the engines system and the injection pumps prior to engine starting
in order to bring the temperature to a reasonable level prior to starting. The The main LO filter is supplemented by a bypass centrifugal filter, which is
• The necessary fuel oil temperature can be better maintained
preheater is automatic in operation when set and the temperature is controlled mounted at the engine base frame. During operation a portion of the lubricating
by a thermostat. The preheater unit is located near the auxiliary engine LO oil supplied from the engine driven LO pump, enters the centrifugal filter
When a generator engine is operating on MDO the excess MDO is returned to
separator in the port generator engine room. and returns to the oil sump in the base frame. The filter is driven by the LO
the MDO service tank. It is essential that the return line valve is set for return
supply and relies on centrifugal force, which removes high-density sub micron
to the MDO service tank.
Because the cooling water system forms part of the central cooling system the particles.
water circulating through the generator engines is already chemically treated Care must be exercised at all times in the treatment and storage of the HFO.
in order to prevent corrosion. Cylinder lubrication is supplied from the engine system with control rings on
Although the main engine fuel injection system has a fuel quality adjustment,
the piston regulating the oil on the cylinder liner.
this is not the case with the generator engines and a change to HFO of lower
Fuel System (See Section 2.6.2) ignition quality can have a detrimental effect on the performance of the
Only lubricating oil of approved grade and quality must be used in the
generator engines. Although the centrifugal separators will remove solid and
The generator engines normally operate on the same HFO which is supplied generator engine system. The generator engine sumps are replenished from the
liquid impurities from the oil, any vanadium in the HFO will burn and can
to the main engine; the same fuel preparation unit is used. If necessary the diesel generator LO storage tank, via the diesel generator engine LO measuring
result in the formation of a damaging slag, which will cause high temperature
generator engines may be operated on MDO, but this is normally only used tank; a transfer pump is used to transfer the LO. The LO in the engine sump
corrosion; this is particularly a problem for the exhaust valves. This condition
for flushing through the engine fuel systems prior to shutting down for must be cleaned in the centrifugal separator on a regular basis; ideally the oil
is more serious if there is an unfavourable vanadium/sodium ratio of about
maintenance. Fuel supply to the generator engines from the fuel preparation should be continuously centrifuged when the engine is running.
30% sodium. If the sodium level is below 30% the risk of high temperature
corrosion is low, but the presence of salt spray (containing sodium chloride)
Procedure for Starting a Diesel Generator at the Local Panel m) Ensure that starting air is available at the engine. manually at the switchboard panel for that generator or at the
GPM500 touch screen for the generator,
Prior to starting the engine a check must be made to ensure that the engine is n) Manually start the engine by pressing the STARTING pushbutton
free to be started and that there are no obstructions or dangers. at the engine local control panel. Note: Full details of selection and operation of the diesel generator system is
given in section 2.13.2 of this machinery operating manual.
a) Select the engine for LOCAL control at the local engine panel Note: If maintenance work has been carried out on the engine, the engine
mode selector keys witch. At the local panel the engine selector must always be started manually from the local position in order that a check
switch must be in the No.2 (OFF) position. may be made on its operation.
b) Check that all engine instruments are working correctly.

Procedure to Stop a Diesel Generator Engine
c) Set up the fuel oil service system as described in Section 2.6.2.
a) Before stopping the engine, remove the generator load and
d) Set up the low temperature cooling water system as described disconnect from the switchboard (if the generator has been
in Section 2.5.2. Ensure that the engine cooling spaces are fully loaded). Run the engine off load for a 10 minutes for cooling
charged with water. down purposes.
b) The engine may be stopped locally by pressing the STOP

Note: If any part of the engine cooling system has been drained for overhaul
pushbutton at the local panel if the engine is still running in
or maintenance, check the level in the central fresh water cooling expansion
local control. The STOP pushbutton must be held depressed for
tank and refill with fresh water if necessary.
three seconds.
e) Start the preheater pump and electric heater and ensure that the
If the engine has been run under test and this proves satisfactory the engine is
engine cooling water system warms through effectively. If the
then ready for service. It may be changed to remote control by turning the mode
central cooling system is already operating the water will be
selector keys witch at the local panel to the REMOTE position. This assumes
warm and this will maintain the generator engine in a warm
that the remote control system at the generator section of the switchboard is
condition.
ready to accept control of the engine.
f) Check the level of lubricating oil in the sump and top up as
necessary with the correct grade of oil. Note: Unless the engine is to undergo maintenance it should be prepared for
starting as part of the PMS automatic start and stop procedures. Engines may
g) Switch the LO priming pump to AUTOMATIC operation and be selected for priority of starting in the PMS. If a diesel generator is under
check that the lubricating oil pressure builds up. The engine the control of the PMS it must be available for starting at any time; no work
should be prelubricated at least 5 minutes prior to start. or adjustment must take place on the engine or its systems whilst it is under
control of the PMS.
h) Check the pressure before and after the LO filters.
Procedure for Selection of a Diesel Generator for Power
i) Move the emergency operating lever at the local operating stand
to the OPERATION position.
Management System Control
a) The engine must be prepared for operation as described above.

j) Check that the engine speed setting is correct at the governor;
At the local control panel turn the mode selector keys witch to
the revolution speed head is set at commissioning and should
the REMOTE position. The engine is now available for remote
not require changing again. (Any alteration will change the
starting.
operating speed of the engine and prevent effective operation of
the electrical generation system.)
b) At the generator panel in the switchboard room ensure that the
generator heating switch is turned to the ON position.
k) Turn the engine at least two complete revolutions using the
turning gear and with the cylinder indicator cocks open.
c) At the Power Management mimic select the starting priority of
the diesel generator. Alternatively the generator may be started
l) Disengage the turning gear.
2.12.2 Emergency Diesel Generator Engine Alarm and Shutdown System Procedure to Prepare the Emergency Diesel Engine for
Automatic Starting
Engine The emergency generator engine is provided with the following alarms:
Maker: MAN 6 cylinder • High LO temperature a) Ensure that the engine is switched to AUTOMATIC control at
Type: D2866 LXE the control panel in the emergency generator room. At the same
• Low LO pressure panel the cooling water heater and the alternator heater switches
Bore: 128mm
• High cooling water temperature must be in the ON position. The operation mode selector switch
Stroke: 155mm on the engine local panel should be turned to the MANUAL
Output: 218kW at a continuous speed of 1,800 rpm • Low cooling water pressure
position.
Alternator • Leak in fuel oil pipes
Maker: Leroy Somer • Generator set not ready (in automatic mode) b) Check the level of LO in the engine sump and top up as
necessary with the correct grade of oil.
Model: LSAM 47.2 VS 2 • Low expansion tank cooling water level
Output: 260kW, 450V, 325kVA at pf 0.8 c) Check the level of water in the radiator and top up as necessary
Automatic shutdown of the generator set is provided in the following with clean distilled water.
circumstances:
Introduction d) Check the level of MDO in the emergency generator diesel oil
• Low LO pressure (in manual mode)
service tank and top up as required. There should always be
The emergency diesel generator is a self-contained diesel engine driven unit • High cooling water temperature (in manual mode) enough MDO in the tank for 24 hours continuous running of the
located in the accommodation block on the port side of A deck, aft.
• Engine overspeed emergency generator at maximum load.
The generator set will start automatically on power failure of the main diesel
e) Open the fuel oil supply to the diesel engine. This is normally
generators and couple to the emergency switchboard automatically to maintain Local Control Panel open when the engine is stopped.
supplies to essential services. The generator set will also be used to get the ship
under power from ‘dead ship’ condition. It will enable power to be supplied The local engine control panel contains a control unit and all facilities for local f) Turn the engine operation mode selector switch on the local
to essential services selectively without the need for external services such as operation of the emergency generator together with equipment for monitoring panel to the AUTO position. Press the TEST/RESET pushbutton
starting air, fuel oil supply and cooling water. and shutdown. The local panel also has facilities for local starting and selection on the alarm control panel.
of automatic operation.
The engine is an in-line 6 cylinder turbocharged engine with a self-contained
The automatic starting of the emergency generator may be tested whilst there
cooling water system. The cooling water is radiator cooled and circulated by The following indicators are fitted: is still power on the switchboard by means of the following procedure.
an engine driven pump. A thermostat maintains a water outlet temperature of
82 to 90°C. Air is drawn across the radiator by an engine driven fan. • Cooling water temperature gauge
g) Undertake steps a) to e) in the procedure above.
• LO pressure gauge
The engine cooling water is circulated by an engine driven pump; cooling
• Tachometer h) Inside the emergency generator 450V panel, turn the breaker
water is also circulated through the lubricating oil cooler.
Q1 to the OPEN position. The emergency generator will now
• Hours counter
start and run up to speed.
The engine running gear is force lubricated, an engine driven gear pump
drawing oil from the integral sump and pumping it through the cooler, then The local control panel contains the following operational controls:
i) Check that the emergency generator room fire flaps FDNS10.1-
through a filter before supplying it to the lubricating oil rail. • Emergency stop pushbutton AD-01 and FDE10.1-AD-02 are open.
The engine is normally started by means of an electric starter motor, power • Alarm and shutdown indicator lamps
i) After a satisfactory period of running stop the emergency
being supplied by batteries, which are on constant charge while the ship is in • ALARM RESET pushbutton generator by pressing the START/STOP pushbutton on the
service. An emergency Bryce Berger hydraulic starter system is also provided
• Buzzer and BUZZER RESET engine local panel. Return the switch Q1 back to the CLOSED
and this requires the hydraulic accumulator to be pressurised, using the hand
position. Press the TEST/RESET pushbutton on the alarm
pump before the hydraulic starter is used. • Mode selector switch for AUTOMATIC/MANUAL/OFF control panel to clear any alarms.
• START/STOP pushbutton
The engine should be started once a week and run up to full load monthly.
Whenever the engine has been started, the diesel oil tank must be checked and • Start failure lamp and In Operation lamp
refilled if the level has dropped to, or below, the 24 hour operation level.
Procedure to Manually Start the Emergency Diesel Engine released in two stages, the first stage engages the starter pinion e) After the run period, press the START/STOP pushbutton on the
(using the Electric Starter) and when this is engaged the main fluid flow drives the starter engine local alarm control panel, the engine will stop. Open
to turn the engine. the breaker Q1 in No.1 panel. Ready the engine for automatic
a) Ensure that the engine operation switch is switched to the operation as in the electric start procedure above.
MANUAL position. d) When the engine starts release the relay valve operating lever
and allow the engine to run up to speed. Check the engine for
b) Check the level of LO in the engine sump and top up as any running abnormalities as for an electric start.
necessary with the correct grade of oil.
c) Check the level of water in the radiator and top up as necessary Illustration 2.12.2a Emergency Diesel Generator Control Panel
with clean distilled water.
d) Check the level of MDO in the emergency generator diesel oil

INST AUTO START/STOP PANEL
service tank and top up as required. Check that the fire flaps in
R.P.M. TACHO
the emergency generator room are open.
e) Open the No.1 panel and turn the breaker Q1 to the Open
position.
f) Press the START/STOP pushbutton on the engine local alarm LUBE OIL PRES. HOURCOUNTER COOLING WATER TEMP.
control panel. The engine will start and run up to speed.

bar °C
g) Check that the engine is running smoothly. Check the engine 0
0.2 0.4 0.6
0.8 50
60
10 40
80 100
120
oil pressure, cooling water pressure and rpm. Investigate any 40 0 0 0 0 0 20
abnormalities.
30
h) After the run period, press the START/STOP pushbutton

on the engine local alarm and control panel, the engine will 1 IN OPERATION 1
stop. Press the TEST/RESET pushbutton on the alarm control 2 START FAILURE 2
3 3
panel. Restore the breaker Q1 in the No.1 panel to the Closed
OVERSPEED (R.P.M Fail)
4 LOW LUB. OIL PRESSURE 4
position. 5
6
HIGH COOL. WATER TEMP.
HIGH LUBE OIL TEMP.

5
6
7 LOW COOL WATER PRESS. 7
8 LOW COOL WATER LEVEL 8
i) When the engine has stopped, check that the cooling water and 9 FUEL PIPE LEAKAGE 9
the alternator heaters switch on. Turn the operation switch to

10 EMERGENCY STOP
10
AUTO operation to restore the engine to automatic standby.

POWER
START TEST ON
CONTROLLER
STOP RESET
Procedure to Manually Start the Emergency Diesel Engine BUZZER

OPERATION SWITCH
OFF AUTO MAN
(using the Hydraulic Starter)
a) Undertake steps a) to e) as in the procedure for an electric start

above.
b) Check that the hydraulic starter tank is filled to the correct level
and replenish if necessary. Operate the hand pump to raise the
accumulator pressure to 276-345 bar.
SWITCHBOARD
c) Pull the relay valve operating lever until resistance is felt (about
45o) and continue until the lever reaches its stop. Fluid is
2.13 Electrical Systems Illustrations
2.13.1 Electrical Equipment 2.13.1a Main Electrical Network
2.13.2 Main Switchboard and Generator Operation 2.13.1b Main 440V Switchboard Layout
2.13.3 Emergency Switchboard and Generator Operation 2.13.2a Generator and Synchronisation Panels
2.13.4 440V and 230V Distribution 2.13.3a
2.13.5 Shore Power 2.13.4a Main 440V Distribution
2.13.6 Main Alternators 2.13.4b Main 230V Distribution
2.13.7 Emergency Alternator 2.13.4c Forward Switchboard Distribution
2.13.8 Preferential Tripping and Sequential Restarting 2.13.4d Aft Switchboard Distribution
2.13.9 Battery Systems 2.13.4e Emergency Switchboard Distribution
2.13.10 Cathodic Protection System 2.13.5a Shore Power
2.13.8a Preferential Tripping
2.13.8a 24V DC Systems
2.13.10a Cathodic Protection System

Illustration 2.13.1a Main Electrical Network Emergency Switchboard
230V Main Switchboard 24V DC Charging Switchboard

DS MCB MCB
M A10
440/230V
MCB MCB MCB MCB 100kVA
EG
230V
440V Consumers
Consumers
Emergency
Generator
Bridge
440/230V Console
230V 230V 100kVA
440/230V
Consumers Consumers 200kVA ECR
Console
Automation
(PMCS)
No.1 Diesel Generator No.2 Diesel Generator No.3 Diesel Generator No.4 Diesel Generator
450V, 3,456kVA 450V, 3,456kVA 440/230V 450V, 3,456kVA 450V, 3,456kVA
200kVA
DG1 DG2 DG3 DG4
440V Main Switchboard
M M M M
M M
ST Shore BT
Power
Reefer Container 440V Consumers Standby Pumps Standby Pumps Standby 440V Consumers Reefer Container
Stern Thruster Pumps Bow Thruster
Distribution Boards Distribution Boards
Aft Switchboard Forward Switchboard
KEY
Draw Out Type DURO

Circuit Breaker Circuit Breaker
Draw Out Type

Circuit Breaker 440V AC
M
MCB MCB MCB MCB (Motorised)
230V AC
Plug In Type
24V DC
Moulded Case
Circuit Breaker
(MCCB)
MCB Plug In Type Transformer
Miniature
440V 440V 230V 440V 230V Circuit Breaker
Consumers Consumers 440/230V Consumers Consumers 440/230V Consumers (MCB)
40kVA 40kVA
2.13 Electrical Systems All four main generators can operate in parallel, but not with the emergency • Panel 30, the No.4 diesel generator panel
generator.
• Panel 31, the reefer container distribution panel
2.13.1 Electrical Equipment
• Panel 32, the corner panel
Introduction Main Power Distribution System
• Panel 33, the reefer container distribution panel
From illustration 2.13.1b it can be seen that the 440V main switchboard
The electrical power generating plant on board the vessel consists of the consists of the following panels: • Panel 34, the reefer container distribution panel
following items of equipment:
• Panel 1, the reefer distribution panel
The main switchboard normally feeds the emergency switchboard, located
Diesel Generators • Panel 2, the reefer distribution panel in the emergency generator room via the main/emergency board tie line. The
No. of sets: 4 switchboards are of dead front box frame construction and have hinged front
• Panel 3, the corner panel
panels that can be opened without disturbing the meters, lamps, etc., mounted
Rating: 450V, 3 phase, 60Hz, 2,765kW, 4,434A • Panel 4, the reefer distribution panel on them.
Emergency Diesel Generator • Panel 5, the No.1 diesel generator panel

Seventeen power panels, P01 to P18 (there is no P09) are located in convenient
No. of sets: 1 • Panel 6, the stern thruster panel positions to supply various pumps, motors, fans and consumers. Two of these
Rating: 450V, 3 phase, 60Hz, 260kW, 426A • Panel 7, the No.2 diesel generator panel panels, P10 and P11 supply 230V equipment. Panel P12 is supplied with 230V
and 440V. The remaining panels are supplied with 440V.
• Panel 8, the 440V consumers panel
The diesel generators are situated in the auxiliary engine room on the port and
starboard sides of the 4th deck level. The generators supply 440V at 60Hz to • Panel 9, the 440V consumers panel In addition to the power panels, certain pieces of equipment are started via
the main switchboard which is situated in the engine control room on the 2nd individual starter panels located in convenient positions.
• Panel 10, the 440V consumers panel
deck level of the engine room.
• Panel 11, the standby pumps panel The galley and laundry 440V and 230V consumers are fed from the power
The number of generators connected to the switchboard at one time depends • Panel 12, the standby pumps panel distribution panel P12 which is located in a locker on the port side of A deck.
on the electrical consumer load of the ship at that time. The generators can
• Panel 13, the standby pumps panel
be manually run up and connected to the main switchboard as required but,
in normal operation, the automatic control system automatically controls • Panel 14, the standby pumps panel The main 220V consumers are fed from the main switchboard 220V feeder
the operation of the generators and major operational aspects of the main panel. This section is fed from the main 440V switchboard via one of two
• Panel 15, the standby pumps panel 200kVA transformers, transformer 1 and transformer 2.
switchboard.
• Panel 16, the shore connection, aft switchboard and emergency
The recommended number of generators for the vessel’s various conditions is switchboard tie line panel The engine room, machinery space, deck and accommodation 220V lighting
as follows: and other auxiliary consumers are fed from lighting distribution panels LP1 to
• Panel 17, the DURO synchronising panel
LP11. All eleven panels are fed from the 220V main switchboard.
• Normal sea going (with full reefer load) - 3 • Panel 18, the bypass panel
• Manoeuvring (with full reefer load) - 4 • Panel 19, the busbar panel Shore power can be provided to supply basic consumers (lighting, etc..) when
the ship is alongside for an extended period or when in refit/dry dock. A
• In port - 1 or 2 depending upon reefer load • Panel 20, the standby pumps panel shore connection panel, located in the emergency generator room on the port
• Emergency conditions - 1 (emergency generator) • Panel 21, the standby pumps panel side of A deck receives power cables from ashore and connects to the main
switchboard panel 16. Please refer to section 2.13.5 for details of connecting
At all times there must be a reserve of power available and the Power • Panel 22, the standby pumps panel and disconnecting shore power.
Management System will ensure that generators are started and stopped to • Panel 23, the standby pumps panel
meet the demand. DURO Circuit Breaker
• Panel 24, the standby pump, 440V consumers and forward
switchboard panel The main switchboard power distribution is via two busbars (busbar 1 and
There is another smaller emergency generator located in a separate compartment,
the emergency generator room, located on the port side of A deck. This • Panel 25, the 440V consumers panel busbar 2) which are connected via a DURO circuit breaker located in panel
generator is entirely self-supporting with its own dedicated fuel, cooling and 17. The DURO is a short circuit limiting ultra quick switchable circuit breaker.
• Panel 26, the 440V consumers panel In the event of a short circuit, the defective busbar is disconnected within 7
starting equipment.
• Panel 27, the 440V consumers panel milliseconds and the short circuit current is limited to a maximum of 100kA.
The emergency generator has sufficient capacity to supply the auxiliaries • Panel 28, the No.3 diesel generator panel
required to start a main diesel generator in the event of total power failure.
• Panel 29, the bow thruster panel
Illustration 2.13.1a Main Electrical Network Emergency Switchboard
230V Main Switchboard 24V DC Charging Switchboard

DS MCB MCB
M A10
440/230V
MCB MCB MCB MCB 100kVA
EG
230V
440V Consumers
Consumers
Emergency
Generator
Bridge
440/230V Console
230V 230V 100kVA
440/230V
Consumers Consumers 200kVA ECR
Console
Automation
(PMCS)
No.1 Diesel Generator No.2 Diesel Generator No.3 Diesel Generator No.4 Diesel Generator
450V, 3,456kVA 450V, 3,456kVA 440/230V 450V, 3,456kVA 450V, 3,456kVA
200kVA
DG1 DG2 DG3 DG4
440V Main Switchboard
M M M M
M M
ST Shore BT
Power
Reefer Container 440V Consumers Standby Pumps Standby Pumps Standby 440V Consumers Reefer Container
Stern Thruster Pumps Bow Thruster
Distribution Boards Distribution Boards
Aft Switchboard Forward Switchboard
KEY
Draw Out Type DURO

Circuit Breaker Circuit Breaker
Draw Out Type

M
MCB MCB MCB MCB (Motorised)
230V AC
Plug In Type
24V DC
Moulded Case
Circuit Breaker
(MCCB)
MCB Plug In Type Transformer
Miniature
440V 440V 230V 440V 230V Circuit Breaker
Consumers Consumers 440/230V Consumers Consumers 440/230V Consumers (MCB)
40kVA 40kVA
Note: The DURO circuit breaker can only be manually operated. The breaker • Panel 2, the 440V consumers panel • The 230V main switchboard
is not provided with synchronising facilities and can therefore only be closed • Panel 3, the 440V consumers panel • The emergency switchboard 440V network
when either busbar 1 or busbar 2 is dead.
• Panel 4, the 440V consumers panel • The emergency switchboard 220V network
• Panel 5, the 230V consumers panel • The forward switchboard 230V section
Main Switchboard Arc Monitoring
• The aft switchboard 230V section
The main switchboard is provided with an arc monitoring system. One detector The emergency generator will start automatically in the event of a blackout
is mounted in each consumer panel and also in each generator panel. Two and supply the emergency switchboard. The emergency switchboard supplies • The 24V DC main supply system
detectors are mounted in the DURO panel (panel 17) and also in the bypass essential navigation and machinery equipment which require the security of a
panel (panel 18). backed-up power supply. It is designed to restore power within 45 seconds. is provided with monitoring equipment for continuously monitoring the
insulation level to earth, giving an audible and visual indication of an
The arc detection system is divided into two areas, area 1 and area 2. Area 1 The four steering gear hydraulic pumps are each fed from an independent abnormally low insulation level.
covers the main switchboard panels 1 to 18 and area 2 covers panels 17 to 34. circuit. No.1 is fed from the 440V main switchboard, panel 9. No.2 and No.4
In the event of the arc detection system being triggered in area 1, the DURO are fed from the 440V main switchboard, panel 26. No.3 is fed from the Motors
breaker is automatically tripped, the No.1 and No.2 diesel generator circuit emergency switchboard 440V section, panel 2.
breakers are tripped and the No.1 and No.2 generators are stopped. In the event The ship’s 440V motors are in general of the standard frame, squirrel cage
of the arc detection system being triggered in area 2, the DURO breaker is The emergency 220V consumers are fed from the emergency switchboard induction type designed for AC 440V three phase 60Hz. The exceptions are
automatically tripped, the No.3 and No.4 diesel generator circuit breakers are 220V section. This section is fed from the emergency 440V switchboard the motors for domestic service and small capacity motors of 0.4kW or less,
tripped and the No.3 and No.4 generators are stopped. feeder section via one of two 440/230V, 75kVA transformers (transformer 3 some of these motors may be single phase 230V 60Hz operation. Where
and transformer 4). continuously rated motors are used, the overload setting ensures the motor
All the arc detecting units are located inside the panels. Four central units are trips at 100% of its full load current. The motors in the engine room are of the
provided which give an indication of the affected cubicle in the event of the Emergency 220V lighting is provided via seven emergency lighting distribution totally enclosed fan cooled type. Standby motors will start when zero voltage
arc detection system being triggered. The four central units are located inside boards ELP1 to ELP7. All seven boards are supplied from the 230V section of is detected on the in-service motor or when the process pressure is low.
panels 6, 13, 22 and 29. the emergency switchboard.
440 Volt Starters
The arc detection units have a test mode, which is activated by means of the A 24V supply system is provided to supply essential low voltage equipment.
test mode key switch located on panel 18. The test mode can be used without The system consists of a 24V DC main and second supply system (for further The starters are generally fitted in the power distribution panels. Important,
the tripping of circuit breakers. Indication of test mode is also provided on details please refer to section 2.13.9). duplicated equipment starters are fed from separate power distribution panels.
panel 18. Certain pieces of equipment are started via individual starter panels located in
The emergency switchboard 440V and 220V distribution is shown in convenient positions. Interlocked door isolators are provided for all starters. On
illustration 2.13.4e. the group starter boards, this switch is the moulded case circuit breaker which
Note: In the event of loss of the 24V DC system, no tripping of circuit
functions as both isolator and overcurrent protection for the motor circuit.
breakers or shutdowns via triggering of the arc detection system will occur.
Generator Monitoring and Protection
Preferential Tripping
Bypass Operation The main switchboard generator panels are equipped with an ammeter,
voltmeter, power factor meter and wattmeter to measure the output of the Non-essential loads are interrupted automatically, in the case of overcurrent of
A bypass system is provided in panel 18 of the main switchboard. In the event any one of the main diesel generators, to prevent the more serious tripping of
of the DURO circuit breaker being unavailable a copper bypass link in panel generator. A generator protection module system (GPM500) is provided and
is controlled via an operator control and display panel (BAT500) mounted on the generators. For further detailed information, please refer to section 2.13.8.
18 can be used for emergency operation. The link is controlled by inductive
switches and can only be closed when the main switchboard is without power each generator panel.
(blackout condition). When the bypass is in operation an alarm is activated.
The main switchboard synchronising panel (panel 17) is equipped with dual
frequency meters and voltmeters for comparing the output of the generator
Note: When the bypass function is in operation, a maximum of three
to the main busbar. Generator wattmeters are also fitted to monitor the load
generators are allowed to be connected to the main switchboard.
on the generators. A synchroscope is provided for paralleling operations. The
generator and synchronising panel layouts are shown on illustration 2.13.2a.
Emergency Power Distribution System
The emergency switchboard consists of the following five panels: Insulation Monitoring
• Panel 1, the emergency generator and main switchboard tie line Each of the following supply systems:
panel
• The 440V main switchboard
Illustration 2.13.1b Main 440V Switchboard Layout
Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
Panel 1: Reefer Container Distributions Panel Panel 10: 440V Consumer Panel Panel 19: Busbar Panel Panel 28: Diesel Generator 3 Panel
Panel 2: Reefer Container Distributions Panel Panel 11: Standby Pumps Panel Panel 20: Standby Pumps Panel Panel 29: Bow Thruster Panel
Panel 3: Corner Panel Panel 12: Standby Pumps Panel Panel 21: Standby Pumps Panel Panel 30: Diesel Generator 3 Panel
Panel 4: Reefer Container Distributions Panel Panel 13: Standby Pumps Panel Panel 22: Standby Pumps Panel Panel 31: Reefer Container Distributions Panel
Panel 5: Diesel Generator 1 Panel Panel 14: Standby Pumps Panel Panel 23: Standby Pumps Panel Panel 32: Corner Panel
Panel 6: Stern Thruster Panel Panel 15: Standby Pumps Panel Panel 24: Standby Pump, 440V Consumers and Forward Switchboard Panel Panel 33: Reefer Container Distributions Panel
Panel 7: Diesel Generator 2 Panel Panel 16: Shore Connection, Aft Switchboard and ESB Tie Line Panel Panel 25: 440V Consumer Panel Panel 34: Reefer Container Distributions Panel
Panel 8: 440V Consumer Panel Panel 17: Duro Synchronising Panel Panel 26: 440V Consumer Panel
Panel 9: 440V Consumer Panel Panel 18: Bypass Panel Panel 27: 440V Consumer Panel
Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel Panel
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Panel Panel
2 33
Panel Panel
1 34
Generator Protection Module • Voltage displacement protection Maker: Trafotek

Type: KTK-630
Maker: SAM Electronics The full list of control and power management functions available are as
Capacity: 200kVA, 3 phase
follows:
Type: GPM500 No. of sets: 2
• Blackout start
Primary voltage: 440V
A generator protection module is fitted in each of the main switchboard • Automatic start and synchronising Secondary voltage: 230V
generator panels.
• Monitoring of start, stop, synchronising and circuit breaker Frequency: 60Hz
status Temperature class: B
The GPM500 is a microprocessor based system which is used to protect
the vessel’s generators and the electrical network. In addition to generator • Start pass on to the next available generator Insulation class: F / 155°C
protection, the system provides a complete power management system. The • Frequency control Cooling: Air cooled
power management system (PMS) automatically controls the diesel generators Protection level: IP23
for efficient operation. Automatic starting, synchronising and load sharing • Power control (including symmetrical load sharing, asymmetrical
is provided for the ship’s generator sets. The system automatically equalises load sharing and unloading prior to shutdown)
the generator frequency with busbar frequency and energises the generator’s • Topload function Transformers 3 and 4
ACB to connect the two circuits at the moment when the phases coincide
• Load monitoring functions with load dependent diesel start and The 440V at the emergency switchboard is transformed down to 230V via two
(synchronising). Automatic load sharing then ensures that each generator is
stop and load dependent start of large consumers 440/230V, 75kVA transformers to supply the emergency switchboard 230V
equally loaded.
section. Both transformers are located in the emergency generator room.
Operation and control of the GPM500 is achieved by means of an operator Prior to starting the Inhibit Auto Stop switch should be in the ON position
in order to run two or more generators. If it is in the OFF position whilst the Maker: Trafotek
control and display panel (BAT500) mounted on the front of each main
switchboard generator panel. The graphical display on the BAT500 screen thrusters are in use and on zero pitch, low load can result and one generator can Type: KTK-600
enables the operator to receive an immediate view of the generator and circuit be taken off the board automatically due to the low demand system. Capacity: 100kVA
breaker status, including relevant data such as current, voltage and power. For No. of sets: 2
control and modification purposes, the parameters are combined according to If there is less than 400kW of available power at the switchboard for 30
seconds a start order is given to the standby generator. If there is less that Primary voltage: 440V
the generator protection function. These parameters are password protected to
prevent accidental alteration. Faults are displayed in an alarm list and can be 200kW of available power at the switchboard for 1 second the order is given Secondary voltage: 230V
acknowledged at the BAT500. for the standby generator to start. Frequency: 60Hz
Temperature class: B
The full list of generator protection functions available are as follows: Transformers Insulation class: F / 155°C
• Short circuit Cooling: Air cooled
The vessel is equipped with the following transformers: Protection level: IP23
• Stator protection
• Overcurrent
Transformers 1 and 2
• Phase current asymmetry
The 440V at the main switchboard is transformed down to 230V via two
• Under and overvoltage 440/230V, 200kVA transformers (No.1 and No.2), to supply the 230V main
• Phase failure switchboard. Both transformers are located aft of the engine control room on
the 2nd deck.
• Under and overfrequency
• Reverse power
• Circuit breaker failure
• Excitation monitoring
• Load shedding
• Differential protection
• Earth fault protection
Transformer 5 Bow Thruster Auto Transformer

The 440V at the forward switchboard is transformed down to 230V via one The bow thruster is started using the auto-transformer starting method. The
440/230V, 40kVA transformer to supply the forward switchboard 230V section. transformer is located in the bosun’s store.
The forward switchboard and transformer are located in the bosun’s store.
Maker: Hamburger Transformatorenbau GmbH
Maker: Trafotek Type: 05-0335G
Type: KTK-570 Serial No.: 05-0335
Capacity: 40kVA, 3 phase Capacity: 178kVA, for motor power of 1,500W
No. of sets: 1 No. of sets: 1
Primary voltage: 440V Primary voltage: 440V
Secondary voltage: 230V Primary current: 2,445A
Frequency: 60Hz Secondary voltage: 229 - 242 - 264V
Temperature class: B Secondary current: 7,254 - 7,665 - 8,362A
Insulation class: F / 155°C Frequency: 60Hz
Cooling: Air cooled
Protection level: IP23
Stern Thruster Auto Transformer
The stern thruster is started using the auto-transformer starting method. The
Transformer 5 transformer is located in the steering gear space.
The 440V at the aft switchboard is transformed down to 230V via one
440/230V, 40kVA transformer to supply the aft switchboard 230V section. The Maker: Hamburger Transformatorenbau GmbH
aft switchboard and transformer are located in the steering gear space. Type: 00-0811G
Serial No.: 05-0336
Maker: Trafotek
Capacity: 132kVA, for motor power of 1,100W
Type: KTK-570
No. of sets: 1
Capacity: 40kVA, 3 phase
No. of sets: 1
Primary current: 1,797A
Secondary voltage: 229 - 242 - 264V
Secondary voltage: 230V
Secondary current: 5,331 - 5,634 - 6,146A
Frequency: 60Hz
Frequency: 60Hz
Temperature class: B
Insulation class: F / 155°C
Cooling: Air cooled
Protection level: IP23
Illustration 2.13.2a Generator and Synchronisation Panels
1 Ammeter 1 Voltmeter
2 Voltmeter 2 Synchroscope
3
1 CosØ Meter 3
1 Dual Frequency Meter (Busbar / Generator)
4
1 Wattmeter 4
1 Busbar / Generator Voltage Selection Switch
5
1 Ammeter Phase Selection Switch 5
1 Check Synchronising On / Off Selection Switch
6
1 Voltmeter Phase Selection Switch 6
1 Generator Selection Switch (Off / DG1 / DG2 / DG3 / DG4)
7
1 Running Hour Meter 7
1 Phase Control Indication Busbar I
COSØ
8 BAT500 Generator Protection Module 55 60 65
8 Phase Control Indication Busbar II
A V kW V kW kW kW kW
9 Voltage Regulator (Located Inside Panel)

Hz
9 Duro Closed Illuminated Pushbutton
1 2 3 4 1 2 3
55 60 65
41 42 43 44
L2-L3
10 Standstill Heating Indication L1-L2
L2-L3
L3-L1
0
10 Duro Available Indication
3
L1-L2 L3-L1 0 1
2
11 Power Available Indication 4 5 11 Duro Open Illuminated Pushbutton

1 0
5 6 7
12 ACB Closed Indication 12 Duro Not Available Indication

2 3 4
1
0
6
13 De-excitation Reset Pushbutton 7 8
13 DG1 Ready To Start Indication
A10 Duro NWUR
14 Space Heater On/Off Selection Switch 9 10 45 14
15 Alarm Reset Illuminated Pushbutton: ACB Tripped 11 12 15 DG3 Ready To Start Indication
16 ACB Open Indication 13 14 15 16 16 DG4 Ready To Start Indication
9 10 11 12
17 Generator Air Circuit Breaker 17 DG1 ACB Open /Tripped Indication
OFF
17 18 19 20 21 22 23 24
18 DG1 ACB Closed Indication
ON
1 2 1 2 1 2 1 2
13 14 15 16 25
0
26
0
27
0
28
0
19 DG2 ACB Open /Tripped Indication

29 30 31 32 33 34 35 36
DEC
AUTO/OFF
INC DEC
AUTO/OFF
INC DEC
AUTO/OFF
INC DEC
AUTO/OFF
INC
37 38 39 40 21 DG3 ACB Open /Tripped Indication
A11
25 DG1 Control Mode Selection Switch (Off / Manual / Auto)
Electronic Unit 26 DG2 Control Mode Selection Switch (Off / Manual / Auto)
UR-Power 46
29 DG1 Stop Pushbutton
17 30 DG1 Start Illuminated Pushbutton
32 DG2 Start Illuminated Pushbutton
37 DG1 Speed Adjustment
41 DG1 Wattmeter
42 DG2 Wattmeter
Main Switchboard Generator Panel Main Switchboard Synchronisation Panel 43 DG3 Wattmeter
44 DG4 Wattmeter
45 Duro NWUR
46 Electronic Unit UR-Power for Duro
2.13.2 Main Switchboard And Generator Operation 2. Manual Control Available from Switchboard for the Diesel Generator 5. Manual Diesel Generator Engine Start and Stop - Remote Via the
Synchronisation Panel
The diesel generator can be remotely controlled at the main switchboard as
Automatic and Manual Operation of the Main Switchboards and follows: It is assumed that manual control from the main switchboard is available. This
Generators is described in procedure No.2. The engine is assumed to be in the stopped
a) It is assumed that the diesel engine is ready to start, engine start condition.
The automatic starting, stopping, connection, synchronising and loading of the
conditions are normal. a) Press the relevant diesel generator D/G START illuminated
main generators is controlled by the generator automatic control system.
pushbutton on the main switchboard synchronisation panel
b) Turn the generator LOCAL/REPAIR/REMOTE switch on the (panel 17).
The automatic control system for any generator can be switched off by turning
the relevant main switchboard generator control switch (S108, S208, S308 and generator local control panel at the engine to the REMOTE
S408) on the synchronisation panel (panel 17) to the MANUAL position. position. b) The engine receives a start command and starts.
When in the full automatic mode (S108, S208, S308 and S408 in the AUTO Remote control of the diesel generator is now possible by turning the relevant c) To stop the generator, press the relevant diesel generator STOP
position), automatic synchronising and load sharing, load dependent start/stop main switchboard generator control switch (17S108, 17S208, 17S308 and illuminated pushbutton on the main switchboard synchronisation
and large motor start blocking are performed automatically by the automatic 17S408) on the synchronisation panel (panel 17) to the MANUAL position. panel (panel 17).
control system.
3. Local Control Available for the Diesel Generator 6. Manual Diesel Generator Engine Start and Stop - Remote Via the
Manual starting and stopping of the diesel generators can be carried out in one Generator Protection Module (GPM500)
The diesel generator can be locally controlled at the generator engine as
of three ways:
follows: It is assumed that manual control from the main switchboard is available. This
• At the main switchboard generator panels via the GPM500 is described in procedure No.2. The engine is assumed to be in the stopped
operator display panel (BAT500) a) It is assumed that the diesel engine is ready to start, engine start condition.
• At the main switchboard synchronisation panel (panel 17) via conditions are normal. a) Press the relevant diesel generator START on the relevant main
the relevant pushbuttons switchboard diesel generator touch panel BAT500 operator
b) Turn the generator LOCAL/REMOTE switch on the generator display unit.
• Locally at the diesel generator local control panel local control panel at the engine to the LOCAL position.
b) The engine receives a start command and starts.
1. Automatic Control Available for the Diesel Generator Local control from generator local control panel is now available.
c) To stop the generator, press the diesel generator STOP pushbutton
Full automatic control of the diesel generators is achieved as follows:
4. Manual Diesel Generator Engine Start - Local on the relevant main switchboard diesel generator touch panel
BAT500 operator display unit.
a) It is assumed that the diesel engine is ready to start, engine start The diesel generator engine can be started locally from the generator engine
conditions are normal. local control panel. It is assumed that the diesel generator is stopped and is
ready to start. 7. Diesel Generator Running - ACB Closure onto a Dead Bus -
b) Turn the generator LOCAL/REPAIR/REMOTE switch on the Synchronisation Panel Operation
generator local control panel at the engine to the REMOTE a) To start locally from the generator engine local control panel,
position. It is assumed that the main switchboard is in a blackout condition, manual
turn the LOCAL/REPAIR/REMOTE switch on the local control
control from the main switchboard is available as described in procedure
panel to the LOCAL position.
c) Turn the main switchboard generator control switches (S108, No.2 and that the generator engine has been started and the correct voltage as
S208, S308 and S408) on the synchronisation panel (panel 17) described in procedure No.5 and No.6.
b) Start the generator by pressing the STARTING pushbutton on
to the AUTO position. the local panel. The generator receives a start command and a) Press the relevant ACB CLOSE illuminated pushbutton
starts. (SH112, SH212, SH312 and SH412) at the main switchboard
Automatic control of the diesel generators is now possible. synchronisation panel (panel 17).
Observe the running lamp, frequency meter and voltmeter on the main
switchboard. b) The ACB will receive a close command and will close.
The diesel generator is now supplying the main switchboard.
Illustration 2.13.2a Generator and Synchronisation Panels
1 Ammeter 1 Voltmeter
2 Voltmeter 2 Synchroscope
3
1 CosØ Meter 3
1 Dual Frequency Meter (Busbar / Generator)
4
1 Wattmeter 4
1 Busbar / Generator Voltage Selection Switch
5
1 Check Synchronising On / Off Selection Switch
6
1 Generator Selection Switch (Off / DG1 / DG2 / DG3 / DG4)
7
1 Phase Control Indication Busbar I
COSØ
8 BAT500 Generator Protection Module 55 60 65
8 Phase Control Indication Busbar II
A V kW V kW kW kW kW
9 Voltage Regulator (Located Inside Panel)

Hz
9 Duro Closed Illuminated Pushbutton
1 2 3 4 1 2 3
55 60 65
41 42 43 44
L2-L3
10 Standstill Heating Indication L1-L2
L2-L3
L3-L1
0
10 Duro Available Indication
3
L1-L2 L3-L1 0 1
2
11 Power Available Indication 4 5 11 Duro Open Illuminated Pushbutton

1 0
5 6 7
12 ACB Closed Indication 12 Duro Not Available Indication

2 3 4
1
0
6
13 De-excitation Reset Pushbutton 7 8
A10 Duro NWUR
14 Space Heater On/Off Selection Switch 9 10 45 14
15 Alarm Reset Illuminated Pushbutton: ACB Tripped 11 12 15 DG3 Ready To Start Indication
16 ACB Open Indication 13 14 15 16 16 DG4 Ready To Start Indication
9 10 11 12
17 Generator Air Circuit Breaker 17 DG1 ACB Open /Tripped Indication
OFF
17 18 19 20 21 22 23 24
ON
1 2 1 2 1 2 1 2
13 14 15 16 25
0
26
0
27
0
28
0

29 30 31 32 33 34 35 36
DEC
AUTO/OFF
INC DEC
AUTO/OFF
INC DEC
AUTO/OFF
INC DEC
AUTO/OFF
INC
37 38 39 40 21 DG3 ACB Open /Tripped Indication
A11
Electronic Unit 26 DG2 Control Mode Selection Switch (Off / Manual / Auto)
UR-Power 46
17 30 DG1 Start Illuminated Pushbutton
41 DG1 Wattmeter
42 DG2 Wattmeter
Main Switchboard Generator Panel Main Switchboard Synchronisation Panel 43 DG3 Wattmeter
44 DG4 Wattmeter
45 Duro NWUR
46 Electronic Unit UR-Power for Duro
8. Diesel Generator Running - ACB Closure onto a Dead Bus - Generator 10. Manual Load Shift and ACB Disconnection for the Diesel Generator 12. Diesel Generator Running - Automatic Parallel Running of Diesel
Panel Operation - Switchboard Operation Generator
It is assumed that the main switchboard is in a blackout condition, manual It is assumed that manual control is available at the main switchboard as It is assumed that automatic control of the diesel generators is available as
control from the main switchboard is available as described in procedure described in procedure No.2. described in procedure No.1 and that a busbar abnormality or diesel generator
No.2 and that the generator engine has been started and the correct voltage failure (busbar still live) has occurred.
established as described in procedure No.5 and No.6. a) Adjust the relevant governor control switch (S115, S215, S315
and S415) for the generator to be removed from service on the a) The first standby diesel generator receives an automatic start
a) Press the relevant ACB CLOSED illuminated pushbutton main switchboard synchronisation panel to reduce the load on command
(SH12) at the relevant main switchboard generator panel (panel the diesel generator.
5, 7, 28 and 30) Note: If the first standby generator fails to start and a second standby
b) When the load on the generator is zero or close to zero, press generator is available, an automatic start command to the second standby
b) The ACB will receive a close command and will close. the relevant ACB OPEN/TRIPPED illuminated pushbutton generator is initiated.
(SH112, SH212, SH312 and SH412) at the main switchboard
The diesel generator is now supplying the main switchboard. synchronisation panel (panel 17). b) Once voltage is established an automatic synchronising
command is issued and the diesel generator will synchronise
9. Diesel Generator Running - Manual Parallel Running of Diesel c) The ACB will receive an open command and will open. with the busbar.
Generator
d) After a predetermined cooldown period, press the relevant d) Upon synchronising, the diesel generator ACB will receive a
It is assumed that manual control is available at the main switchboard as diesel generator D/G STOP illuminated pushbutton on the close command and will close.
described in procedure No.2 and that the generator engine has been started and main switchboard synchronisation panel (panel 17). The engine
the correct voltage established as described in procedure No.5 and No.6. stops. Note: If the generator ACB fails to close and a second standby generator is
a) Turn the generator synchronising selection switch (S7) at the available, an automatic start command to the second standby generator is
main switchboard synchronisation panel (panel 17) to the 11. Automatic Diesel Generator Engine Start and ACB Closure onto the initiated.
incoming generator position (DG1, DG2, DG3 or DG4). Dead Bus due to Blackout
e) Upon closing of the ACB, an automatic load sharing command
It is assumed that the main switchboard is in a blackout condition and that
b) Adjust the relevant governor control switch (S115, S215, S315 will then be issued and automatic load sharing will be carried
automatic control of the diesel generators is available as described in procedure
and S415) INC/DEC (raise/lower) until the synchroscope (P4) out.
No.1.
is moving slowly in the clockwise direction (approximately one
revolution every five to ten seconds). a) Upon the detection of a dead bus, an automatic start command 13. Automatic Load Shift and ACB Disconnection for the Diesel Generator
to the first standby diesel generator is initiated. (Manually Initiated from the Main Switchboard)
c) As the synchroscope approaches the twelve o’clock position
It is assumed that automatic control of the diesel generators is available as
(synchronism), press the relevant ACB CLOSED illuminated Note: If the first standby generator fails to start and a second standby described in procedure No.1.
pushbutton (SH112, SH212, SH312 and SH412) at the main generator is available, an automatic start command to the second standby
switchboard synchronisation panel (panel 17). generator is initiated. a) Pressing the ACB OPEN/TRIPPED illuminated pushbutton
(SH112, SH212, SH312 and SH412) at the main switchboard
d) The ACB will receive a close command and will close. b) Once voltage is established the diesel generator ACB will synchronisation panel (panel 17) for any generator will result
receive a close command and will close. The diesel generator in shedding of the load for that generator and then automatic
e) Manual load balance is achieved by use of the governor control will now be supplying the main switchboard. tripping of the SCB when the load has been shed,
switch.
Note: If the generator ACB fails to close and a second standby generator is 14. Automatic Generator Start and Automatic Synchronisation due to
available, an automatic start command to the second standby generator is Heavy Load
initiated.
If the switchboard registers a heavy load leaving less than 400kW of available
power for 30 seconds, the 1st standby diesel generator will go through the
following sequence. The same operation takes place if the available power
is 200kW for 1 second. It is assumed that automatic control of the diesel
generators is available as described in procedure No.1.
a) The first standby diesel generator receives an automatic start 16. Automatic Generator Engine Start and Breaker Closure due to Bus 17. Automatic Generator Engine Start and Synchronisation due to ACB
command. Abnormality (Flow Charts FC11 and FC12) Abnormal Trip (Bus Alive) or Overload (Preference Trip)
The normal voltage and frequency levels at the main switchboard are: In the event of an overload situation where the current on the generator(s)
Note: If the first standby generator fails to start and a second standby is greater than or equal to 95% of the normal rating, the vessel’s first stage
generator is available, an automatic start command to the second standby • Voltage: 440V
preference trip system will operate to reduce the load on the generator(s). In
generator is initiated. • Frequency: 60Hz the event of an overload situation where the current on the generator(s) is
greater than or equal to 100% of the normal rating, the vessels second stage
b) Once voltage is established an automatic synchronising Under certain fault conditions the voltage and frequency may rise or lower preference trip system will operate to reduce the load on the generator(s). In
command is issued and the diesel generator will synchronise according to the fault. These fluctuating levels are undesirable for the operation the event of an overload situation where the current on the generator(s) is
with the busbar. of the ship’s plant. greater than or equal to 105% of the normal rating, the vessels second stage
preference trip system will operate to reduce the load on the generator(s).
d) Upon synchronising, the diesel generator ACB will receive a There are bus abnormality limits for main bus voltage and frequency deviation Please refer to section 2.13.8 for details of the consumers affected by the
close command and will close. and these are as follows: preference trip system.
• Low voltage: 374V for 1 second (85%)
Note: If the generator ACB fails to close and a second standby generator is An ACB abnormal trip can be caused by generator engine trouble, engine
• Low voltage pre-alarm: 396V for 3 seconds (90%) emergency/manual stop, short circuit current, undervoltage, overcurrent or
available, an automatic start command to the second standby generator is
initiated. • High voltage: 528V for 1 second (120%) reverse power.
• High voltage pre-alarm: 484V for 3 seconds (110%) In the event of an overload or ACB abnormal trip which does not result in a
e) Upon closing of the ACB, an automatic load sharing command
will then be issued and automatic load sharing will be carried • Low frequency 54Hz for 5 seconds (90%) blackout, the 1st standby generator will be started synchronised and connected
out. to the main switchboard.
• Low frequency pre-alarm: 57Hz for 5 seconds (95%)
15. Automatic Load Shift and ACB Disconnection due to Light Load • High Frequency: 66Hz for 5 seconds (110%) For the following procedure it is assumed that automatic control of the diesel
If two diesel generators are on load and the total load amounts to less than • High frequency pre-alarm: 66Hz for 3 seconds (110%) generators is available as described in procedure No.1.
75% of the capacity of one diesel generator for a period of 10 minutes, the
following sequence takes place. It is assumed that automatic control of the a) In the event of a bus abnormality; high voltage, low voltage, a) The first standby diesel generator receives an automatic start
diesel generators is available as described in procedure No.1. high frequency or low frequency. The 1st standby diesel command.
generator receives a start command and starts.
a) The power management system assesses the consequences Note: If the first standby generator fails to start and a second standby
of removing the generator from service. If the load on the Note: If the first standby generator fails to start and a second standby generator is available, an automatic start command to the second standby
remaining generator would be greater than or equal to 75% of generator is available, an automatic start command to the second standby generator is initiated.
its rating, the load shift and ACB disconnection will be blocked generator is initiated.
and normal load sharing will resume. b) Once voltage is established an automatic synchronising
c) When voltage is established, the running generator ACB command is issued and the diesel generator will synchronise
c) If the loading is within the allowed limit, then an automatic load receives an open command and opens and the 1st standby with the busbar.
shift command is issued and the load is reduced on the diesel generator receives a close command within ?? seconds of the
generator that was initially set as 1st standby. ACB opening and closes. c) Upon synchronising, the diesel generator ACB will receive a
close command and will close.
d) When the load is close to zero, an automatic open command
Note: If the generator ACB fails to close and a second standby generator is
is issued to the diesel generator ACB and the ACB opens. The Note: If the generator ACB fails to close and a second standby generator is
available, an automatic start command to the second standby generator is
generator engine receives a stop command 10 minutes after the available, an automatic start command to the second standby generator is
initiated.
ACB opens to allow for cooling down. initiated.
The 1st standby generator is now supplying the main switchboard.
d) Upon closing of the ACB, an automatic load sharing command
will then be issued and automatic load sharing will be carried
out.
18. Automatic Parallel Running in Response to Large Motor Start 5. Abnormality Due to Reverse Power
If the load on a running generator is too high to permit the safe starting of one If there are abnormalities in the output of an engine during parallel operation,
of the vessel’s large motors, the 1st standby diesel generator will be started and it may cause the generator to function as a motor, due to the power it receives
parallelled to provide adequate capacity. The motor will have its start delayed from the other generator(s) through the common busbar. The effective reverse
until the standby generator is connected and the load is equally shared. The power will then flow through the connected circuit. If this reverse power
standby generator will go through the same automatic paralleling sequence as reaches a level of 2% (55.3kW) for a period exceeding 1 second, a reverse
for an overload situation. power pre-alarm is activated. If this reverse power reaches a level of 10%
(276.5kW) for a period exceeding 5 second the reverse power relay is triggered
The motors that will have their start checked/blocked are the bow thruster and and will trip the ACB.
the stern thruster
A complete list of all the diesel generator protection settings can be found in
Main Generator ACB Trip Settings the shipyard electrical manual, volume 3 part 3.2.
The ship’s generators are protected from the abnormal conditions described
below by means of their reverse power trip, short circuit trip, overcurrent trips
and differential protection. The trips are initiated via the generator protection
module (GPM500).
1. Abnormality Due to Overcurrent (Long Time Delay Trip)

If the current on a running generator exceeds 4,877A (110% of the generator
rating) for a period of 5 seconds, an overcurrent pre-alarm is activated. If the
current on a running generator exceeds 4,877A (110% of the generator rating)
for a period of 15 seconds, the overcurrent relay will operate to trip the ACB.
2. Abnormality Due to Overcurrent (Short Time Delay Step 1)

If the generator current exceeds 11,085A (250% of the generator rating), the
ACB will be tripped almost instantaneously (about 300msec).
3. Abnormality Due to Overcurrent (Short Time Delay Step 2)

If the generator current exceeds 22,170A (500% of the generator rating), the
ACB will be tripped almost instantaneously (about 250msec).
4. Abnormality Due to Overcurrent (Preference Tripping)

If the current on a running generator exceeds 4,212A (95% of the generator
rating) for a period of 5 seconds, the PMS will initiate the release of the first
stage preferential trips, thereby providing protection against the overcurrent
which would otherwise trip the ACB. If the current on a running generator
exceeds 4,434A (100% of the generator rating) for a period of 5 seconds,
the PMS will initiate the release of the second stage preferential trips. If the
current on a running generator exceeds 4,655A (105% of the generator rating)
for a period of 5 seconds, the PMS will initiate the release of the third stage
preferential trips The preferential trips are described in section 2.13.8.
Illustration 2.13.xa Emergency Generator Switchboard
Emergency Generator Tie line MSB 440V Consumers 440V Consumers 440V Consumers 440V Consumers 220V
1 Ammeter
2 Volt Meter
3 Battery Charge Failure
1 2 3 4 4 Battery Charging Unit (Behind Panel)
1 2
A V
55 60 65
kW A V V A V Ohm 5 24V DC Main Supply
6 Starter Box for Lifeboat Port
55 60 65
Hz
3 x
x
x
3
7 Starter Box for Lifeboat Starboard
5 6
2
1 x x
V E
O
L 1
No.3 Steering Gear Hydraulic Pump

L 2
7 8
O E
V
14
4 9 Fire Pump
8
15 10 Window Wiper Heating
11 Welding Set Workshop/Reefer Repair
12 Spare
5 6 7 8
9 10 11 12 ON ON ON ON
13 No.1 Starting Air Compressor
I I I I
13
0
OFF
0
OFF
0
OFF
0
OFF 14 MDO Generator Supply Pump Start Button
L1-L2
L2-L3
15
L3-L1
15 MDO Generator Supply Pump Stop Button
14 16
Electric Typhon Whistle
0
16
17 18 19 20 21 9 10 11 12 16 17 18 29 30 31 32 17 Spare
Grease Pump Motor Starter
ON ON ON ON ON ON ON ON ON ON ON
I I I I I I I I I I I
18
0 0 0 0 0 0 0 0 0 0 0
OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
19 MDO Supply Pump Auxiliary Engines

L2-L3
22
L1-L2 L3-L1
23 24 25 26 27 20 Emergency Generator Space Fan (ST-10)

21 CO2 Room Space Fan (ST-10)
22 Engine Room Space Fan SM2
23 Safety Store Fan (R.915)
24 Spare
19 20 21 25 26 33 34 35 36
13 25 Rescue Boat Starter Box
ON ON ON ON ON ON ON ON ON
I I I I I I I I I
ON ON
Air Conditioning AC1

I I
28 0 29 0
0
OFF
0
OFF
0
OFF
0
OFF
0
OFF
0
OFF
0
OFF
0
OFF
0
OFF
26
OFF OFF
27 Water Fog Pump

28 Fresh Water Hydrophore Pump No.1
17 22 23 24 27 28 37 38 39 40 29 Elevator Control Panel
ON
I
ON
I
ON
I
ON
I
ON
I
ON
I
ON
I
ON
I
ON
I 30 Power Distribution P12
0 0 0 0 0 0 0 0 0
31 Power Distribution P6
OFF OFF OFF OFF OFF OFF OFF OFF OFF
32 Fin Stabiliser Port

33 Fin Stabiliser Starboard
34 Switchbox for Watertight Doors
35 Main Engine Cylinder LO Pump Controller
36 Spare
37 Transformer No.3 Primary
38 Transformer No.4 Primary
39 Transformer No.3 Secondary
40 Transformer No.4 Secondary
1 Ammeter 8 Phase Monitoring Lamps 15 Manual - Off - Automatic Selection Switch 22 Stand Still Heater On/Off Switch 29 Circuit Breaker Emergency Generator
2 Voltmeter 9 ESB Over Voltage 16 Disconnection Switch (Behind Panel) 23 Disconnection Switch Open
31 Frequency Meter 10
1 ESB Under Voltage 17
1 Stand Still Heating Indication 24
1 CB Tripped with Indication
41 Wattmeter 11
1 ESB Under Frequency 18
1 Emergency Generator in Standby Mode 25
1 CB Open
1 Generator Over Temperature Alarm 19
1 CB Closed with Indication 26
1 Tie Line Breaker Tripped
1 Power Available from MSB 20
1 100% Load Indication 27
1 Tie Line Breaker Open
1 Generator Engine Running 21
1 Tie Line Breaker Closed 28
1 Tie Line Breaker MSB 440V
2.13.3 Emergency Switchboard And Generator start fail alarm is activated on the generator engine local control 6. Main Switchboard Normal Power Restoration
Operation panel. It is assumed that the emergency generator is supplying the emergency
switchboard. Upon restoration of normal ship’s power (main switchboard live),
The vessel is equipped with one diesel driven emergency generator. Under d) When voltage is established, the operator presses the EMERG. the following procedure takes place.
normal conditions the emergency switchboard is supplied from the main GENERATOR CB CLOSE illuminated pushbutton (SH12) on
switchboard. In the event of failure of the normal supply, the emergency the emergency switchboard, emergency generator panel. The a) The operator presses the EMERG. GENERATOR CB TRIP
generator will start automatically and connect to the emergency switchboard. generator ACB closes. illuminated pushbutton (SH11) on the emergency switchboard,
emergency generator panel. The emergency generator circuit
The emergency generator now feeds the emergency switchboard. breaker opens.
1. Manual Control of Emergency Generator
a) The emergency generator interlocks are normal, the engine is
4. Manual ACB Disconnection b) Close the TIE LINE BREAKER (A20) at the emergency
ready to start.
switchboard, emergency generator panel. The TIE LINE CB
a) The operator presses the EMERG. GENERATOR CB TRIP
CLOSED indicator on the emergency switchboard, emergency
b) The operation selection switch on the generator engine local illuminated pushbutton (SH11) on the emergency switchboard,
generator panel is illuminated.
control panel is set to the MAN position. emergency generator panel. The generator ACB opens.
c) After a predetermined cool down period, the generator engine
Manual control of the emergency generator from the local control panel is now b) After a predetermined cool down period, the generator engine
is stopped by pressing the STOP pushbutton at the generator
available. is stopped by pressing the STOP pushbutton at the generator
engine local control panel.
engine local control panel.
2. Automatic Control of the Emergency Generator The emergency switchboard is now being supplied from the main
5. Automatic Operation: Emergency Generator Start and Connection switchboard.
a) The emergency generator interlocks are normal, the engine is
onto Dead Bus
ready to start.
a) The emergency generator interlocks are normal, the engine is 7. Emergency Generator Engine Testing
b) The operation selection switch on the generator engine local ready to start.
See section 2.12.2 of this machinery operating manual.
control panel is set to the AUTO position.
b) The emergency generator operation switch at the generator
c) The operation selection switch (S8) on the emergency engine control panel is set to AUTO. Emergency Generator Protection Equipment
switchboard emergency generator panel (panel 1) is set to the
AUTO position. c) The operation selection switch (S8) on the emergency The ship’s emergency generator is protected from the abnormal conditions
switchboard emergency generator panel (panel 1) is set to the described below by means of their short circuit trip, undervoltage trip and
Automatic control of the emergency generator is now available. AUTO position. overcurrent trips.
c) The main switchboard bus tie breaker opens due to a zero volt The emergency generator air circuit breaker (ACB) is equipped with an
3. Manual Operation: Generator Start and Connection onto Dead Bus
situation (blackout). undervoltage trip, overvoltage trip and low frequency trip. In the event of loss
of supply to the ACB, the UVT will cause the breaker to trip.
a) The emergency generator interlocks are normal, the engine is d) When the emergency switchboard bus voltage has been zero
ready to start. for 30 seconds, the emergency generator engine receives a start The undervoltage trip operates if the voltage falls to 0.85 (380V) of the normal
command and starts via its electric starter. voltage for 2 seconds.
b) The emergency generator operation switch at the generator
engine local control panel is set to MAN. e) When voltage is established, a check is made to confirm that The overvoltage trip operates if the voltage increases to 1.1 (495V) of the
the emergency switchboard bus voltage is still zero. If this is normal voltage for 2 seconds.
c) The operation selection switch (S8) on the emergency the case , the emergency generator ACB closes. The emergency
switchboard emergency generator panel (panel 1) is set to the generator ACB CLOSED lamp is illuminated. The low frequency trip operates if the frequency falls to 55Hz for 2 seconds.
MANUAL position.
The emergency generator now feeds the emergency switchboard.
c) At the generator engine local control panel, the operator presses
the Engine START pushbutton. The emergency generator Note: The emergency generator ACB will close within 45 seconds of the
engine starts via its electric starter. If the engine fails to start a blackout being detected.
2.13.4 440V AND 230V DISTRIBUTION SYSTEMS

Illustration 2.13.4a Main 440V Distribution
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
4Q1 Reefer Container Distribution Board R9
4Q2 Reefer Container Distribution Board R7 34Q1 Reefer Container Distribution Board R16
26Q1 Steering Gear Hydraulic Pump 2
10Q1 Power Distribution P04 (AE Room Starboard) 26Q2 Steering Gear Hydraulic Pump 4
2Q1 Reefer Container Distribution Board R3 26Q3 Spare
10Q2 Power Distribution P08 (E/R 2nd Deck Starboard)
10Q3 Window Wipers - Wash/Heating System 26Q4 Power Distribution P02 (Tank Top Starboard)
10Q4 Spare 26Q5 Starting Air Compressor 3
1Q1 Reefer Container Distribution Board R15 10Q5 Fin Stabiliser Hydraulic Unit Port 26Q6 Engine Room Supply Fan 2
1Q2 Reefer Container Distribution Board R13 10Q6 Ballast Pump 26Q7 Main Engine Auxiliary Blower 2 Q1 Reefer Container Distribution Board R10
1Q3 Reefer Container Distribution Board R11 10Q7 Bilge/Firefighting Pump Q2 Reefer Container Distribution Board R8
25Q1 Power Distribution P03 (FO Booster Room)
10Q8 Power Distribution P15 (Ventilation Hold 1-3) Q3 Reefer Container Distribution Board R6
25Q2 Power Distribution P05 (AE Room Port)
10Q9 Power Distribution P17 (Ventilation Hold 5)
27Q1 Spare
8Q1 Charging Switchboard 25Q3 Power Distribution P13 (Laundry)
27Q2 ECR Air Conditioning
8Q2 ECR Air Conditioning 9Q1 Steering Gear Hydraulic Pump 1 25Q4 Starter Unit Control Oil Pump 2
27Q3 Workshop Air Conditioning
8Q3 Spare 9Q2 Spare 25Q5 Fin Stabiliser Hydraulic Unit Starboard
27Q4 Cooling Water Preheater AE 1-4 Supply 2
8Q4 Cooling Water Preheater AE 1-4 Supply 1 9Q3 Spare 25Q6 Ballast/Bilge Pump
27Q5 Power Distribution P14 (Upper Deck)
8Q5 Spare 9Q4 Power Distribution P01 (E/R Tank Top Port) 25Q7 Engine Room Fire Fighting Pump
27Q6 Boiler Plant AQ2
8Q6 AQ10 Boiler Plant 9Q5 Starting Air Compressor 2 25Q8 Power Distribution P16 (Ventilation Hold 4)
27Q7 Spare
8Q7 Starter Unit Control Oil Pump 1 9Q6 Engine Room Supply Fan 1 25Q9 Power Distribution P18 (Ventilation Hold 6-8)
27Q8 Working Air Compressor 2
8Q8 Working Air Compressor 1 9Q7 Engine Room Supply Fan 3
27Q9 Spare
8Q9 Spare 9Q8 Main Engine Auxiliary Blower 1
24Q1 Transformer 2 (440/230V, 200kVA)
27Q10 Spare
8Q10 Spare
24Q2 Spare
27Q11 Spare
8Q11 Spare
24Q3 Switchboard Forecastle
27Q12 Air Conditioning Plant
8Q12 Anti Heeling Pump
27Q13 AC Plant AC1 - AC3
8Q13 Power Distribution P7 (Separators)
Illustration 2.13.4b Main 230V Distribution

Main 230V Switchboard
Panel 1 Panel 2
Transformer 1 Transformer 2
440/230V 440/230V
200kVA 200kVA
Q1 Main Lighting Distribution Panel LP2 Q24 Heating Workshop, Garbage Room and Bosun’s Store
Q2 Main Lighting Distribution Panel LP3 Q25 Heating WC Room 913, Safety Store
Transformer 1 Transformer 2
From Main From Main Q3 Main Lighting Distribution Panel LP4 Q26 Heating WC Room 1009 (Wall Heating and Fan ET5)
Switchboard Switchboard
Panel 16 Panel 24 Q4 Main Lighting Distribution Panel LP6 Q27 Substation 1 Controlled Valves
Q1 Lighting Inner Passageway Deck 2 Q18 Floodlights Engine Room Deck 3
Q5 Main Lighting Distribution Panel LP8 Q28 Substation 2 Controlled Valves
Q2 Lighting Inner Passageway Deck 2 Q19 Sockets Engine Control Room
Q6 Main Lighting Distribution Panel LP9 Q29 Spare
Q3 Lighting Inner Passageway Deck 2 Q20 Anti Heeling Pump Control Panel
Q7 Main Lighting Distribution Panel LP10 Q30 Fresh Water Steriliser
Q4 Lighting Inner Passageway Deck 2 Q21 Anti Heeling Mounting Plate
Q8 Wheelhouse Control Panel Section 4 Q31 Vessel Shaft Anti Fouling System
Q5 Lighting Engine Control Room Deck 2 Q22 Standstill Heating Auxiliary Diesel 1 Main Lighting Distribution Board LP1
Q32 Switch Box for Anti Fouling System
Q6 Lighting Engine Control Room Deck 2 Q23 Standstill Heating Auxiliary Diesel 2 Q9 Wheelhouse Control Panel Section 4
Navigation Distribution Board 230V AC Q33 Smoke Detection Panel
Q7 Sockets Engine Control Room Deck 2 Q24 Standstill Heating Auxiliary Diesel 3
Q10 Power Distribution Board P10 Q34 Main Propulsion Power Supply Box E87
Q8 Lighting Separator Room Deck 2 Q25 Standstill Heating Auxiliary Diesel 4
Q11 Power Distribution Board P11 Q35 Main Propulsion Power Supply Box E85
Q9 Lighting Engine Room Deck 2 Q26 Fire Alarm System
Q12 Engine Control Console Q36 Main Engine Auxiliary Blower Vibration Monitoring
Q10 Lighting Engine Room Deck 2 Q27 Reefer Cooling Controller
Q13 Cooling Water Controller Q37 Main Engine LO Pumps Vibration Monitoring
Q11 Sockets Separator Room Deck 2 Q28 Temperature Controller Tank M41
Q14 Reefer Cooling Controller Q38 Reefer Container FW Steriliser
Q12 Floodlights Auxiliary Engine Room Port Deck 3 Q29 Temperature Controller Tank M53
Q15 LT System Controller Q39 Reefer Container Chemical Plant
Q13 Floodlights Auxiliary Engine Room Port Deck 3 Q30 Temperature Controller Tank M54
Q16 HT System Controller Q40 24V DC Main Supply
Q14 Floodlights Auxiliary Engine Room Starboard Deck 3 Q31 Temperature Controller Tank M55
Q17 LO Cooling Controller Q41 24V DC Second Supply
Q15 Floodlights Auxiliary Engine Room Starboard Deck 3 Q32 Temperature Controller Tank M57
Q18 Air Dryer Ultratroc Q42 Switch Over Box
Q16 Lighting Engine Room Deck 3 Q33 PMCS 4 Main Lighting Distribution
Q19 Spare Q43 230V Sockets for ECR Network
Q17 Floodlights Engine Room Deck 3
Q20 Spare Q44 Air Flap SD-ET1
Q21 Spare Q45 Tableau Tank Temp Ind`
Q22 Radio System Q46 Spare
Q23 Measuring System Main Panel
Illustration 2.13.4c Forward Switchboard Distribution

Forward Switchboard
440V Section 230V Section
MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB
Q1 Q10 Q30
440V Supply
From Main
Switchboard
Panel 24 Transformer 5
440/230V
40kVA
Q2 Mooring Winch M6 Port Q11 Bow Thruster Servo Pump Starter

Q1 Upper Deck (Fwd Port) Passageway Lighting Q16 Bow Thruster Servo Pump Starter
Q3 Mooring Winch M7 Starboard Q12 Bow Thruster Drain Pump Starter
Q2 Upper Deck (Fwd Starboard) Passageway Lighting Q17 Bow Thruster Alarm Unit
Q4 Anchoring/Mooring Winch W1 Port Q13 Bow Thruster Motor Starter
Q3 Upper Deck (Fwd Port) Floodlight Sockets Q18 Spare
Q5 Anchoring/Mooring Winch W2 Starboard Q14 Impressed Current Plant Forward System
Q4 Upper Deck (Fwd Starboard) Floodlight Sockets Q19 Suez Canal Searchlight
Q6 Spare Q15 Spare
Q5 Floodlights Forward Mast (Facing Aft) Q20 Sea Sense System
Q7 Bosun’s Store CEE-Socket Welding Outlet Q16 Anchor/Mooring Winch Hydraulic Starter
Q6 Floodlights Forward Mast (Windlass Spaces) Q21 Log Electronic Unit
Q8 Bow Thruster Room Heating Q17 Spare
Q7 Bosun’s Store (Upper Deck) Lighting Q22 CPU Supply
Q9 Bosun’s Store Heating Q18 Spare
Q8 Lashing Bridge Cargo Hold 1 Floodlights Q23 Box Winches Radio Receiver
Q10 Transformer 5 (Primary) Q19 Spare
Q9 Cargo Hold 1, Bow Thruster Room Lighting Q24 Automatic Telephone System
Q10 Cargo Hold 1, Bow Thruster Room Sockets Q25 Spare
Q11 Spare Q26 Spare
Q12 Bow Thruster Electronic Unit 1 Q27 Spare
Q13 Bow Thruster Motor Starter Q28 Spare

KEY
Q14 Rectifier Q15 - 17 Q29 Spare
Plug In Type 440V AC Q15 Bow Thruster Electronic Unit 1 Q30 Transformer 5 (Primary)
Moulded Case
(MCCB)
MCB Plug In Type
Miniature Transformer
Circuit Breaker
(MCB)
Illustration 2.13.4d Aft Switchboard Distribution

Aft Switchboard
MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB MCB
Q1 Q7 Q1
440V Supply
From Main Transformer 6
440/230V
Switchboard
40kVA
Panel 24
Q2 Main Lighting Distribution Panel LP11 Q13 Capstan Winch CH1 Port Control Cabinet
Q2 Spare Q3 Reefer Container Distribution Board R17, and R18 Heating Q14 Capstan Winch CH2 Starboard Control Cabinet
Q3 Spare Q4 Steering Gear Control Panel Auxiliary Supply Q15 Motorised Valve Control Box
Q5 Stern Thruster Electronic Unit 1 Q16 Presser Control Box
Q6 Stern Thruster Motor Starter Q17 CO2 Alarm Relay Box
Q7 Back-Up for Q8 - Q10 Q18 Sea Sense System SPU 4

Q1 Mooring Winch M4 Port Q13 Paint Store Exhaust Fan ET10
Q8 Stern Thruster Electronic Unit 1 Q19 Spare
Q2 Mooring Winch M3 Starboard Q14 Stern Thruster Servo Pump Starter
Q9 Stern Thruster Servo Pump Starter Q20 Spare
Q3 Mooring Winch M5 Midship Q15 Stern Thruster Drain Pump Starter
Q10 Stern Thruster Alarm Unit Q21 Spare
Q4 Capstan Winch CH1 Port Q16 Stern Thruster Motor Starter
Q11 Paint Store Heating Q22 Spare
Q5 Capstan Winch CH2 Starboard Q17 Steering Gear Room Welding Outlet
Q12 Radio Receiver Box Aft Q23 Spare
Q6 Back-Up for Q9 - Q22 Q18 CJC Filter for Stern Thruster
Q1 Transformer 6 (Secondary) Q24 Spare
Q8 Impressed Current Plant Aft System Q19 Steering Gear Room Heating
Q9 Steering Gear Room Fan ET11 Q20 Rope Store Heating

KEY
Q10 Rope Store Fan ET9 Q21 CO2 Room Heating
Plug In Type 440V AC
Q11 Stern Thruster Room Exhaust Fan ET6 Q22 Spare Moulded Case
and Supply Fan ST1 Circuit Breaker 230V AC
(MCCB)
Q12 Stern Tube LO Transfer Pump MCB Plug In Type
Miniature Transformer
Q7 Transformer 6 (Primary) Circuit Breaker
(MCB)
Illustration 2.13.4e Emergency Switchboard Distribution

Emergency Switchboard
Panel 1 Panel 2 Panel 3 Panel 4 Panel 5
DS Q1
Q9 Q10 Q2 Q1
M A10 A20
EG
Emergency 440V Q1 Auxiliary Engine MDO Supply Pump

Transformer 4
Generator Main Switchboard 440/230V
Tie Line (Panel 16) Q2 Emergency Diesel Room Fan ST-10 100kVA
Q3 Emergency Lighting Distribution Panel ELP1 Q20 Radio System
Q3 CO2 Room Fan ET-12
Q4 Emergency Lighting Distribution Panel ELP2 Q21 CO2Alarm and Smoke Detection System
Q4 Main Engine Room Supply Fan SM2
Q5 Emergency Lighting Distribution Panel ELP3 Q22 24V DC Second Supply System
Q5 Safety Store R915 Transformer 3
Q1 24V DC Main Supply System 440/230V
100kVA Q6 Emergency Lighting Distribution Panel ELP4 Q23 Switchboard for Dampers
Q6 Spare
Q2 Port Lifeboat Starter Box
Q7 Emergency Lighting Distribution Panel ELP5 Q24 Junction Box for Watertight Dampers
Q7 Rescue Boat Starter Box
Q3 Starboard Lifeboat Starter Box
Q8 Emergency Lighting Distribution Panel ELP6 Q25 Fin Stabiliser Main Control Unit
Q8 Air Conditioning Unit AC1
Q4 Steering Gear Hydraulic Pump 3
Q9 Emergency Lighting Distribution Panel ELP7 Q26 Telephone Alarm Boxes
Q9 Water Fog System
Q5 Fire Fighting Pump
Q10 Engine Control Console Q27 Fire Alarm System
Q10 Spare
Q6 Window Wiper Heating
Q11 Wheelhouse Control Panel Navigation Distribution Board Q28 Main Propulsion Plant Control Box E87
Q11 Electric Typhoon (Z-Horn)
Q7 Workshop/Reefer Repair Welding Set
Q12 Power Distribution P12 (Galley) Q29 Main Propulsion Plant Control Box E85
Q12 Spare
Q8 Spare
Q13 Steering Gear Control Panel Q30 Air Conditioning Units AC1 - AC3
Q13 Grease Pump Motor Starter
Q9 Starting Air Compressor 1
Q14 Spare Q31 Emergency Shutdown Panel Supply 2
Q15 Spare Q32 Navigation and Signal System Emergency Supply
Q16 Emergency Diesel Preheater Cooling Water Q33 Spare

Q1 Elevator Control Panel
Q17 Emergency Diesel Battery Charger Q34 Spare
Q2 Cylinder LO Pump Controller
Q18 Emergency Generator Standstill Heating Q35 Spare
Q3 Spare
Q19 Emergency Generator room Heating Q36 Spare
Q4 Fin Stabiliser Port
Q1 Transformer 3 (Secondary)
Q5 Fin Stabiliser Starboard
Q2 Transformer 4 (Secondary)
Q6 Watertight Doors Switch Box KEY
Plug In Type
Q7 Power Distribution P12 (Galley) 440V AC
Moulded Case
Q8 Power Distribution P6 (Workshop) (MCCB)
Q9 Transformer 3 (Primary) Disconnection

Switch Transformer
DS
Q10 Transformer 4 (Primary)
Illustration 2.13.5a Shore Connection System
Main Switchboard Panel 16
1 Ammeter
2 Ammeter
3
1 Voltmeter
4
1 Phase Sequence Meter
5
1 Kilowatt Hour Meter
6
1 Ammeter Phase Selection Switch (Transformer)
A A V
7
1 Ammeter Phase Selection Switch (Shore Power) Shore Power Connection Box
8 Voltmeter Phase Selection Switch (Shore Power) (Located in Emergency Generator Room)
1 2 3 4 5
9 Shore Power Supply Indication
Transformer 1 Circuit Breaker
0 0
10
L2-L3
L1-L2 L3-L1
Shore Power Supply Indication

3 1 3 1 0
6 8 1
7
2 2
11 Shore Power Circuit Breaker 2 Phase Sequence Meter

9
12 Aft Switchboard Circuit Breaker 3
1 Voltmeter
13 Tie Line Circuit Breaker 1 4
1 Voltmeter Phase Selection Switch
10
A V
2 3
11
0
3 1
12
13
440V Supply
From Ashore
2.13.5 Shore Power d) Close the breaker at the shore connection box. f) When voltage is established the emergency generator circuit
breaker closes. The emergency generator now feeds the
Shore power supply: 440V AC, 3 phase, 60Hz e) Check for correct shore supply voltage at the main switchboard emergency switchboard.
Maximum current: 400A panel 16.
g) Turn the relevant main switchboard generator control switch
f) Confirmation of the correct phase sequence can be made by use (17S108, 17S208, 17S308 and 17S408) on the synchronisation
Introduction of the phase sequence meter at the main switchboard panel 16. panel (panel 17) to the MANUAL position. Start the diesel
generator.
A shore connection box is provided in the emergency generator room on the g) Open all four main generator circuit breakers and turn all
port side of A deck to accept electrical power supply cables during refit. The four generator control selection switches (S108, S208, S308 h) Press the relevant ACB CLOSE illuminated pushbutton
shore connection box connects, via a breaker, to the main switchboard (panel and S408) on the main switchboard synchronisation panel to (SH112, SH212, SH312 and SH412) at the main switchboard
16), where a further breaker connects it to the main switchboard busbar. position 0 (OFF). The vessel blacks out. synchronisation panel (panel 17).
When on shore power, the emergency switchboard can be supplied as normal h) Close the shore power breaker (Q2) at the main switchboard i) The ACB will receive a close command and will close. The
through the main/emergency switchboard tie line circuit breakers. panel 16. diesel generator is now supplying the main switchboard.
Shore supply monitoring lamps along with a phase sequence meter and i) Proceed to supply essential services such as fire detection, j) Check the voltage and adjust the frequency to 60Hz. Supply
voltmeter are mounted on the front of the connection box in the emergency lighting etc. main lighting, fire detection, etc.
generator room. Shore supply monitoring lamps along with a phase sequence
meter, watt hour meter, ammeter and voltmeter are mounted on the main j) If no maintenance is scheduled for the emergency generator, it k) Press the EMERG. GENERATOR CB TRIP illuminated
switchboard panel 16. may be left on automatic standby. The emergency generator will pushbutton (SH11) on the emergency switchboard, emergency
then feed emergency lighting, etc., in the case of failure of the generator panel. The emergency generator circuit breaker
The phase sequence should be checked before connecting shore power to the shore supply. opens.
switchboards by using the phase sequence meter at the connection box. When
the shore supply has been connected at the box and the shore power turned k) The shore supply should be closely monitored to ensure the l) Close the TIE LINE BREAKER (A20) at the emergency
on, the arrows on the phase sequence meter should rotate in the clockwise 400A current limit is not exceeded. switchboard, emergency generator panel. The TIE LINE CB
direction. If the phase sequence is incorrect the shore supply must be isolated CLOSED indicator on the emergency switchboard, emergency
and two supply phases changed over. The supply should then be reinstated and generator panel is illuminated.
the phase sequence checked again. Procedure for Transfer from Shore Supply to Main Diesel
Generator m) After a predetermined cool down period, the emergency
The kilowatt hour meter is provided to measure and record the power consumed generator engine is stopped by pressing the STOP pushbutton
by the vessel when on shore supply. a) Reduce the load at the main switchboard to the absolute at the emergency generator engine local control panel. The
minimum. emergency switchboard is now being supplied from the main
Interlocking is provided between the ship’s main generator ACBs and the shore switchboard.
supply breaker. The shore supply breaker cannot be closed if any generator b) Ensure that all four generator control selection switches (S108,
ACB is closed. Conversely, none of the ship’s generator ACB’s can be closed if S208, S308 and S408) on the main switchboard synchronisation n) Ensure the emergency generator is returned to normal automatic
the shore supply breaker is closed. This arrangement prevents the shore supply panel are still in position 0 (OFF). This is to ensure that no main start.
being parallelled with any other supply. generators start when the vessel blacks out.
o) Isolate the shore supply from ashore and remove cables.
Procedure for the Operation of Shore Power Reception c) Start the selected main generator on local control.
a) Isolate the emergency generator to ensure that it does not start. d) Open the shore power breaker at the shore connection box
in the emergency generator room. The main and emergency
b) Connect the shore power cables into the shore power box in the switchboards black out.
emergency generator room.
e) Upon detection of zero volts at the emergency switchboard, the
c) When it is intended to receive power from the shore, confirm emergency generator engine receives a start command and starts
the SUPPLY INDICATION lamps are illuminated and that the via its electric starter.
phase sequence and voltage are correct at the shore connection
box.
2.13.6 Main Alternators Bearings The ACBs are normally operated manually via the main switchboard ACB
CLOSE and OPEN illuminated pushbuttons on the synchronisation panel
The generator bearings are self-lubricated sleeve bearings. Each bearing
(panel 17) or automatically via the power management system (PMS). They
Specification is fitted with a PT100 type resistance thermometer to monitor the bearing
can also be operated locally at the ACB using the front panel buttons in an
temperature. In addition, a direct visual reading thermometer is fitted in each
Maker: Siemens emergency. For details of breaker control, please refer to section 2.13.2.
bearing housing.
Type: 1FJ3 904-12SB52
Capacity/rating: 450V AC, 3 phase, 60Hz, 2,765kW, 4,434A,
Electrical
2,940kVA, 0.8pf, 12 pole
Each generator is fitted with a shaft mounted exciter. The excitation current
Speed: 600 rpm
required for the exciter is provided by the main machine via an excitation
Cooling: Water cooled (IC81W) control unit and automatic voltage regulator (AVR).
Type of enclosure: IP44
DE bearing: EFWLK 22-250 The on-load voltage is kept constant by the AVR which regulates the excitation
Oil ring lubrication 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
NDE bearing: EFNLQ 18-180 and fed through the exciter stator windings. The magnetic field in the exciter
Oil ring lubrication stator induces AC into the exciter rotor, which is rectified by the rotating
Space heater: 230V, 2 x 500W, 1ph diode rectifier set and passed to the main rotor DC windings. In this way the
Weight: 17,700kg excitation levels are boosted for heavy loads and reduced for light loads. This
provides a constant output voltage independent of load levels. Initial voltage
Rotor weight: 7,421kg
build-up is via residual magnetism in the rotor.
Introduction An external manual voltage regulator, R1, is fitted inside the generator panels
at the main switchboards.
Four main diesel driven alternators are fitted. They are all of the totally
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type. Main Alternator Circuit Breakers
Maker: Merlin Gerin
Alternator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. A PT100 resistance thermometer is Model: NW50 H2
used to monitor the cooling air temperature. The cooler is fitted with double- Type: Air circuit breaker
walled tubes to reduce the chances of leakage. The space between the tubes
drains to chambers where leak detectors will activate an alarm if a water level The main alternators supply the main switchboard via a 3 phase motor charged
is detected. In the event of cooling water failure, emergency cooling doors are Air Circuit Breaker (ACB). The ACB has closing springs that are automatically
fitted to the generator which can be opened to provide emergency cooling. 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
Note: Cooling should be changed back from emergency cooling to normal front face of the ACB. The ACB is fitted with an Undervoltage Trip (UVT)
cooling as soon as possible. device. Controlled tripping is carried out from the generator protection module
(GPM500). The trip levels may be adjusted at this unit.
A space heater is fitted, which is energised when the generator circuit breaker
is open. This protects against internal condensation during shut down periods. The ACB is of the withdrawable type; it may be partially removed to the
TEST position for testing or completely withdrawn to the DISCONNECTED
There are 6 embedded PT100 sensors fitted to monitor the stator temperature position for maintenance purposes. In the TEST position, the auxiliary control
in each phase winding. These temperatures are monitored via the alarm and contacts are connected but the main contacts are isolated so the ACB can be
monitoring system and will raise alarms when the temperature set points are operated without any electrical problems. In the DISCONNECTED position,
exceeded. the auxiliary control contacts and the main contacts are isolated.
2.13.7 Emergency Alternator Emergency Alternator Circuit Breakers

Maker: Merlin Gerin
Maker: Leroy Somer
Model: NS 630N
Type: LSA 47.2
Type: Moulded Case Circuit Breaker (MCCB)
Capacity/rating: 440 volt, 3 phase, 60Hz, 260kW, 325kVA, 0.8pf, 4
pole
The emergency alternator supplies the emergency switchboard in the event of
Type of enclosure: IP23 a blackout via a 3 phase motor charged moulded case circuit breaker (MCCB).
Speed: 1,800 rpm The MCCB has closing springs that are automatically charged after each
Heating: 220V, 250W closing cycle by an internal motor. The breaker is fitted with an undervoltage
trip (UVT) device. There are also overvoltage and low frequwncy protections.
Introduction The ACB is normally operated automatically in the event of a blackout via the
automatic control system. If necessary the breaker can be operated manually
A self-contained emergency diesel generator, rated at 260kW, is fitted in the via the emergency switchboard ACB CONTROL switch and it can also
emergency switchboard room on the port side of the A deck for use in an be operated locally at the ACB using the breaker front panel buttons in an
emergency. The generator is of the self-excited, brushless type and can be set emergency. For further information on the emergency switchboard operational
for manual or automatic operation. Automatic (AUTO) is normally selected, procedures, please refer to section 2.13.3.
with manual being used in the event of failure of the automatic system.
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 circuit breaker 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 tie line 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 is fitted within the alternator

terminal cover. There is a potentiometer (R1) inside the emergency switchboard
generator cubicle to enable the voltage to be manually adjusted. The AVR is
powered using the AREP (Auxiliary windings, Regulator, Excitation Principle)
system. With AREP excitation, the AVR is powered by auxiliary windings
which are independent of the voltage detection circuit.
The generator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the generator
ACB. The windings are protected and monitored against high temperature by
embedded sensors (type PT100). Six sensors are fitted, three in operation and
three spare The sensors will activate an over temperature relay in the case of
over-heating.
The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.
2.13.8 Preferential Tripping Illustration 2.13.8a Preferential Tripping
Preferential Tripping
First Stage Third Stage
If the current on a running generator exceeds 4,212A (95% of the generator Preference Trips Preference Trips
rating) for a period of 5 seconds, the PMS will initiate the release of the first 5 Seconds 5 Seconds
stage preferential trips, thereby providing protection against the overcurrent
which would otherwise trip the ACB. If the current on a running generator
exceeds 4,434A (100% of the generator rating) for a period of 5 seconds,
the PMS will initiate the release of the second stage preferential trips. If the 1Q1 Reefer Container Distribution R15 Main Switchboard 4Q1 Reefer Container Distribution R9
current on a running generator exceeds 4,655A (105% of the generator rating) Main Switchboard Busbar 1
1Q2 Reefer Container Distribution R13 4Q2 Reefer Container Distribution R7
for a period of 5 seconds, the PMS will initiate the release of the third stage Busbar 1 (Panel 4)
preferential trips. (Panel 1) 1Q3 Reefer Container Distribution R11 4Q3 Reefer Container Distribution R5
When normal conditions resume, the breakers indicated in the following

illustration must be manually reset.
Preferential tripping is accompanied by an alarm on the machinery alarm 34Q1 Reefer Container Distribution R16 31Q1 Reefer Container Distribution R10
system. The breakers for the preferential tripped reefers must be manually Main Switchboard Main Switchboard
closed when normal operation is being restored. Busbar 2 34Q2 Reefer Container Distribution R14 Busbar 2 31Q2 Reefer Container Distribution R8
(Panel 34) (Panel 31)
34Q3 Reefer Container Distribution R12 31Q3 Reefer Container Distribution R6
Second Stage
Preference Trips
5 Seconds
2Q1 Reefer Container Distribution R3

Main Switchboard
Busbar 1
(Panel 2) 2Q3 Reefer Container Distribution R17

Main Switchboard
Busbar 2 33Q2 Reefer Container Distribution R2
(Panel 33)
Illustration 2.13.9a 24V DC System

Alarm Alarm Quit
Alarm Alarm Quit to IAS
to IAS
24V DC Main Supply System Monitoring Plant

Monitoring Plant Failure
Earth Fault
On Power Rectifier Failure
Detector
1
Main Supply
from 440V Main Switchboard
On Q01
Wheelhouse Control Panel
Q02
Emergency Supply Engine Control Desk
from 440V Emergency Switchboard Q03
DC - AC Converter
Mosfet DC - DC Earth Fault
Power Rectifier Control
Fast Mosfet
Converter Detector
2 DC Switch
Circuit
Q21 SCC Panel
On Q04 Remote Control Cargo Hold Lighting and Fans
Main Charger Q22
Spare
Q23
Main Supply Spare
from 230V Main Switchboard DC - DC Earth Fault
Converter Detector
On
Q31
Q05 ECC S3
Q32
Emergency Supply Graviner Mk 6 Control Box
Q33
from 230V Emergency Switchboard Spare
DC - DC Earth Fault
Emergency Charger Converter Detector
T T Q41
AE1 Alarm and Monitoring System
Q06
Q42
Battery Bank AE2 Alarm and Monitoring System
Temperature 24V 300 aH Q43
Sensors AE3 Alarm and Monitoring System
Q44
AE4 Alarm and Monitoring System
Q45
24V DC Second Supply System DC - DC
AE1 Safety System
Q46
Earth Fault Converter AE2 Safety System
On Detector
Power Rectifier Q01 Q47
Generator Engine 1 Safety System AE3 Safety System
Q02 Q48
Supply from 230V Generator Engine 2 Safety System AE4 Safety System
Main Switchboard Q03
Generator Engine 3 Safety System Q07
Q04 Watertight Door Control Cabinet 1
Generator Engine 4 Safety System Q08
Power Rectifier Q05 Fire Flaps
PMCS 1 Back Up Supply Q09
Q06 Distribution Board P1
Q7 Emergency Shutdown Switchboard
Q8 PMCS 1 Main Supply
Watertight Door Control cabinet 1 Q14
PCS Cabinet DPS 2100 Q15
Spare Q16
Q13 Spare
Spare Q17
Q14 PCS Cabinet DMS 2100i
Spare Q18
Q15 Spare
Spare Q19
Q16 Spare
Spare Q20
Spare
2.13.9 Battery Systems Main Supply System - Charger and the charging current varies according to the charged state, thus maintaining
the battery in a fully charged condition.
Maker: STN
The ship’s emergency power requirements are supplied by the emergency
switchboard network, see illustration 2.13.4e for a detailed list of emergency Type: Hyrec-SD If the battery has been subjected to a period of duty due to power failure, on
consumers. Voltage (supply): 440V AC, 60Hz restoration of the power supply, the battery charger is automatically transferred
to equalising charge and this rapidly charges the battery. As soon as the battery
Essential general service low voltage equipment is supplied from the 24V DC The 24V DC main supply system panel is provided with the following becomes fully charged, it reverts to floating charge.
main supply system. This is located in the locker adjacent to the fire station equipment mounted on the front:
on A Deck. The full 24V DC distribution is shown in illustration 2.13.9a. Also
located in the locker, adjacent to the main supply system panel, is a 24V DC • Ammeter (consumer current) Emergency Generator Starting Batteries and Charger
second supply system panel. This system supplies the generator engine safety • Ammeter (charger current)
system and also provides the PMCS unit back up supplies. The full distribution The emergency diesel generator engine is provided with a separate 24V battery
is shown in illustration 2.13.9a. • Voltmeter (consumer voltage) and charger system for the emergency generator starting arrangements. The
battery charger is located inside the emergency switchboard (panel 2) and the
• Voltmeter (battery voltage)
The radio/GMDSS equipment is backed up by a separate radio use battery batteries are located in a battery box in the emergency generator room on the
• 440V main supply on/off selection switch port side of A Deck. A voltmeter and ammeter are mounted on the front of this
system. The back-up batteries are located in the battery room on H deck.
The radio use batteries consist of 2 sets of 2V batteries (24V total) of 660Ah • 230V main supply on/off selection switch panel for monitoring the battery voltage and charging current. Indication is also
capacity. provided for battery and charger failure. The charger is fed from the emergency
• 440V emergency supply on/off selection switch switchboard 230V section, breaker 5Q17.
UPS units are provided for the vessel’s ECDIS system. One is for the master • 230V emergency supply on/off selection switch
ECDIS system and one for the back up ECDIS system. Both units are fed from Emergency Diesel Generator Starting Battery Charger
N-1 panel located in the wheelhouse. The panel is equipped with the following indication lamps:
Maker: Victron
• 440V main supply on/off indication Input voltage: 240V
A separate 24V battery and charger system is provided for the emergency
generator starting arrangements; this is located in the emergency generator • 230V main supply on/off indication Input frequency: 60Hz
room on A deck. • 440V emergency supply on/off indication
• 230V emergency supply on/off indication Emergency Diesel Generator Starting Batteries
24V DC Main Supply System
The main system is supplied with 440V from two independent sources, one The panel is also equipped with the following illuminated pushbuttons:
Rating/capacity: 200Ah (x2)
from the 440V main switchboard and one from the emergency switchboard • Plant failure/quit Type: Lead acid
440V section.
• Boost charging on/off Voltage (nominal): 24V
The battery charger part of the system is supplied with 230V from two • Automatic battery test on/off Total No. of cells: 12 (x2)
independent sources, one from the 230V main switchboard and one from the
• Earth failure/quit
emergency switchboard 230V section.
General Maintenance
Main Supply System - Batteries Operating Procedure The charger is designed for continuous operation and are practically maintenance
free. However, the units should be kept clean and dry and a visual inspection
Battery: BAE The battery charger is a fully automatic charging device which automatically of connection integrity, cable condition etc., made once a year. At this time the
Capacity: 24V, 300Ah charges the 24V storage battery. The charger has a facility to adjust the charging voltages should be checked using a high quality digital voltmeter. All
Voltage (nominal): 24V total charging voltage. This, however, should not be altered once the charger has batteries should be kept clean and dry. The battery poles and connections must
been commissioned. be kept covered with acid free vaseline. The cell voltages should be checked
and logged once a month and the connection terminals checked for tightness
once a year.
Floating and Equalising Charge Modes
While the storage battery is fully charged, it is subjected to a floating charge.
In this condition, the charger supplies the 24V system with power. In the event
of failure of the power source, the battery will take over. A constant voltage is
applied to the battery regardless of any load, power or temperature variation
Illustration 2.13.10a ICCP System
Forward Power Supply Unit

Rudder Stock Input 440V 60Hz
Bonding Located in Bosun Store
Equipment Location Reference Electrodes 100A Anodes Located

175A Anodes Aft Power Reference Electrode Located at Frame 270.5 at Frame 312 Port
Located at Frame 26.5 Supply Unit Located at Frame 66.5 Port and Starboard and Starboard
Port and Starboard Input 440V 60Hz Port and Starboard
Located in Steering Gear Space
0 250
mV
Alarm System LOW SCALE HIGH SCALE
Shaft Millivolt
175A Elliptical 100A Elliptical Monitoring Brushes
Anode Reference Cell Anode Reference Cell (Insulated From
Earth/Mounting)
Shaft Earthing
Brushes
JB JB JB JB
440V Supply From

Alarm System
Aft Switchboard
Circuit Q14
Propeller Shaft
Copper Slip Ring
Aft Power Forward Power
Supply Unit 440V Supply From Supply Unit
350A Forward Switchboard 200A
Circuit Q14
JB JB JB JB
175A Anode Reference Cell 100A Anode Reference Cell Propeller Shaft Earthing
System Wiring and Monitoring Assembly
2.13.10 Cathodic Protection System used to compare the potential of the hull with that normally found between • Inspect the rudder stock earth strap every week
unprotected steel and zinc electrodes. Sufficient current is impressed via the
• Return completed log sheets to the manufacturer for scrutiny
Maker: Cathelco Ltd anodes to reduce this to a level of between 200 and 300mV.
every month
Type: Impressed current
• Inspect and clean the power supply unit cooling fans and grills
Power supply: AC 440V, 60Hz Operation
every three months
Once the power supply unit is switched on, the unit’s transformer rectifier
The vessel is provided with an Impressed Current Cathodic Protection converts the ship’s 440V AC supply to a low voltage, finely controlled DC The anodes and reference cells must be externally inspected every dry dock
(ICCP) system. This method of corrosion protection automatically controls current. The DC positive is connected to the anodes and the DC negative is period. The anodes are fitted with an insulating shield cover to prevent
electrochemical corrosion of the ship’s hull structure below the waterline. connected to the ship’s hull. The system is completely automatic in normal use. excessive local over-protection and the condition of this shield must be closely
Cathodic protection can be compared to a simple battery cell, consisting of two In the normal operating mode the display will show the following readings: inspected at this time.
plates in an electrolyte. If the two battery electrodes are connected electrically,
one of the battery plates in the electrolyte will waste away through the action • Anode current and voltage
Detailed instructions are available in the manufacturer’s manual.
of the flow of electrical current. When two metals are immersed in sea water, • Reference cell millivolt reading
which acts as the electrolyte, one of the metals acts as the anode and will waste
away. Which metal, in any pair, acts as the anode depends upon their relative The system should be regularly monitored and the readings taken once a day.
positions in the electrochemical series but steel will act as an anode to copper,
brass or bronze. The strength of the electric current generated in the corrosion
Electrical Installation
cell, and hence the rate at which wastage takes place, depends upon the metals
involved and the strength of the electrolyte. The system consists of a remote monitoring panel and two power supply units.
The power supply units, one forward and one aft, are each wired to port and
If a third electrode is added to the cell and current is forced to flow, the third starboard reference electrodes and port and starboard anodes. The forward
electrode acts as the cathode and the old anode will act as the new cathode. power supply unit is located in the bosun’s store and the aft power supply unit
This is how an impressed current cathodic protection system functions. When a is located in the steering gear space.
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential
more negative that the surrounding sea water. The forward system is fed from the forward switchboard 440V section, circuit
Q14. The aft system is fed from the aft switchboard 440V section, circuit Q8.
Fresh Water Operation
Propeller and Rudder Stock Earthing
When the vessel enters a river estuary, the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water. To avoid electrolytic corrosion of the propeller shaft, three sets of slip rings
Normally, the voltage output increases to compensate for this and would be (two brushes per set) are clamped to the shaft and are earthed to the hull via
accompanied by very low current levels and the reference electrode potentials brushes. Another set of brushes, insulated from earth, monitors the shaft mV
may indicate under-protection. However, in this system, the output is adjusted potential and this signal is fed to a millivolt meter located nearby. To ensure
automatically and the system returns the hull to the optimum protection level efficient bonding, the slip ring should be cleaned weekly or when the meter
when the vessel returns to sea water. indicates 50mV or above.
The rudder stock is also earthed for protection via a 70mm2 flexible earth cable
Principle of Operation
between the deckhead and rudder stock to minimise any electrolytic potential
Protection is achieved by passing low voltage DC current between the hull across the bearings and bushes.
metal and anodes, insulated from the hull, but in contact with the sea water.
The electrical potential of the hull is maintained more negative than the anodes,
Routine Checks
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 • Check every day that the LCD of the power supply unit display
speed, salinity and temperature of the sea water and the condition of the hull is illuminated and that the ON/ALARM LED is illuminated
paint work. If the potential of the hull is made too negative with respect to
the anode, then damage to the paint film can occur electrolytically or through • Record the output current and all voltages on a daily basis
the evolution of hydrogen gas between hull steel and paint. The system on • Check the reference electrode voltage on a daily basis
this vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through elliptical anodes situated port and • Check and clean the propeller shaft slip ring and brushes every
starboard on the ship. Fixed zinc reference electrodes, port and starboard, are week
2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning System
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment
2.14.6 Garbage Disposal
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.2b Domestic Refrigeration Control Panel
2.14.3a Accommodation Air Conditioning System
2.14.3c Accommodation Water Heating System
2.14.5a Sewage System
2.14.6a Garbage Management Plan

Illustration 2.14.1a Domestic Fresh Water System

Generator Engine
107
Lubricating Oil
Main Engine Main Engine Main Engine Separator From Deck
Fuel Oil Fuel Oil Fuel Oil
Separator Separator Separator
031
053 054
057
No.2 Generator Engine Fresh Water Tank

Fresh Water Tank
035 032
M63 M61 200.3m³ 131.6m³
Main Engine LAH LAH
Lubricating Oil 097 Washing Machine Fuel Oil Lubricating Oil 4101 30 4101 20
Separator 056 Sludge Tank Sludge Tank 90% 90%
M32 M31
Port Generator Engine Room 060
LAL LAL
To Fresh Water Tanks To/From Fresh 4101 40 4101 10
via Steriliser Water Generator 20% 20%

To Accommodation
100 PI PI± 037 033
To Accommodation
101 040 038 039 034
105 LI LI
From Accommodation PI± PI
102 104
To Accommodation TI 7.7 Bar 070 No.1 064 To
096
113 Fresh Water Hydrophore Bilge
106 Pumps 4.8m³/h x 7.0kg/cm2 To Water To Water
Tank Top Aft Calorifier To
Hot Water PI PI± Fog System Fog System
of Main Engine 087 088 089 090 091 Bilge
Circulating
103
Pump
3.2m³/h x 036
0.5kg/cm2 068 No.2 065
Distilled Water Tank
7.0 Bar 067 Pipe Separator 75.0m³
Toilet and Sink
Fresh Cooling Drain
Water Expansion 071
Tank 2nd Deck 074
Booster
Water Fountain To Bilge
Room
Generator Engine
Expansion Tank Engine Room Workshop Lubricating Oil To Bilge
for Reefer Separator
093 Sink
Container Boiler
094 Dosing Units
075 From Fresh
5th Deck Water Generator
Water Fountain
Main Engine No.3 Generator Engine
Sewage Treatment Plant
Stern Tube 079 Key

078
Cooling Fresh 084 Starboard
Water Tank Generator Domestic Fresh Water
235.9m³ To Bilge Engine Room No.4 Generator Engine
Bilges
Water
Separator All valves are prefixed with A752 unless
Compressor Room otherwise stated.
To Boiler Water Sample Cooler
2.14 Accommodation Systems Introduction From the hydrophore pump the water flows into three systems:
• Drinking water system and accommodation services
2.14.1 Domestic Fresh Water System Part of the domestic fresh water system has been covered in section 2.3.4, that
deals with the transfer of distilled water. Water for domestic purposes is made • Domestic hot water system
on board by means of the fresh water generator; produced water is treated in • Engine room services (technical water)
Domestic Fresh Water Pumps
a silver ion steriliser and in a rehardening filter/neutralising unit before being
Maker: Behrens pumped to the fresh water storage tanks. The silver ion steriliser destroys
No. of sets: 2 bacteria and leaves a residue of silver ions in the stored water, which provides Domestic Cold Water System
Model: SFH 223 WWG effective sterilisation whilst the water is stored in the tanks. The neutralising
unit removes carbonic acid gas from the water to produce a neutral or slightly This system covers the water supply to drinking fountains and accommodation
Capacity: 4.8m3/h at 7.0 bar alkaline condition. As the generation and transfer of the distilled water has users in cabins and the galley.
Steriliser already been covered in section 2.3.4 it will not be described again. The
following description will deal with domestic fresh water distribution, the
Maker: Katadyn Domestic Hot Water System
water being drawn from one of the two fresh water storage tanks. Normally
No. of sets: 1 one domestic FW tank is in use, with the second being filled or ready for use.
This system supplies the hot water to the accommodation for domestic
Model: EK-4 purposes.
Type: Silver ion Fresh water may also be loaded from a barge or a shore supply via connections
at the bunker stations. Care must be exercised when taking water from a shore
Capacity: 30m3/day Water is circulated continuously by the hot water circulating pump, the water
station or barge in order to ensure that the water is fit for human consumption.
being passed through a calorifier, which can be either steam or electrically
Neutralising Unit (Rehardening Filter) Tests should be carried out before the water is loaded to check that it is pure.
heated to raise the water temperature to the correct level. Make-up water to the
It is possible to pump water from the storage tanks through the silver ion
Maker: Alfa Laval system is from the hydrophore pump.
steriliser using the hydrophore system. If water has been loaded it should be
No. of sets: 1 dosed with silver ions by recirculation through the silver ion steriliser until the
Model: H3 N1 desired silver ion dose exists in the water. Engine Room Services
Type: pH adjusting and mineralising
Domestic water is stored in two fresh water tanks; M32 has a capacity of This system supplies fresh water to engine room services as below:
Capacity: 1.25m3/h
200.3m3 and M31 has a capacity of 131.6m3. These tanks are located at deck 6
• Central fresh water cooling expansion tank
Calorifier level on the port and starboard sides of the engine room forward.
• Fresh water cooling expansion tank for reefer cooling system
Maker: Wesco Navy
From the fresh water generator the water is delivered to the fresh water • Fresh water generator chemical tank
No. of sets: 1 storage tanks via the rehardening filter and silver ion sterilising unit. In the
Model: 17RDE 1000 sterilising unit the water passes between two silver electrodes. A small current • Boiler water dosing units
Type: Steam heated with 20kW electric heating passes through the water and this releases silver ions, which sterilise the • Turbocharger air cooler cleaning
water. Sterilisation by this method ensures that the water is maintained in a
Flow rate: 2,000 litres/h • Oily water separator
good condition, even when stored in the tanks for a period of time. The silver
Hot Water Circulating Pump electrodes should be inspected and changed when the silver has been depleted. • Separators
The dosing of the water is automatic and is set according to the flow of the
Maker: Behrens • Generator engine compartments
water.
No. of sets: 1 • Main engine scavenge fire extinguishing
Model: UP20-62N 150 There are two fresh water hydrophore pumps which take suction from the • General engine room services and water outlet connections
Capacity: 1.0-3.2m3/h at 0.3-0.55 bar fresh water tanks. One pump is selected as the duty pump by means of a
selector switch at the Hydrophore Pump starter panel; only one pump may
Note: Boiler feed water make-up to the feed water drain tank is taken from
be operated at any one time. The duty hydrophore pump delivers fresh water
the distilled water tank.
to the domestic water system. A relief valve in the discharge line is set at 7.0
bar and this is the pressure which is maintained in the system; the pump runs
continuously and the relief valve returns excess water to the pump sysction. A
system relief valve, set at 7.7 bar, vents to the bilge.
Illustration 2.14.1a Domestic Fresh Water System

Generator Engine
107
Lubricating Oil
Main Engine Main Engine Main Engine Separator From Deck
Fuel Oil Fuel Oil Fuel Oil
Separator Separator Separator
031
053 054
057
No.2 Generator Engine Fresh Water Tank

Fresh Water Tank
035 032
M63 M61 200.3m³ 131.6m³
Main Engine LAH LAH
Lubricating Oil 097 Washing Machine Fuel Oil Lubricating Oil 4101 30 4101 20
Separator 056 Sludge Tank Sludge Tank 90% 90%
M32 M31
Port Generator Engine Room 060
LAL LAL
To Fresh Water Tanks To/From Fresh 4101 40 4101 10
via Steriliser Water Generator 20% 20%

To Accommodation
100 PI PI± 037 033
To Accommodation
101 040 038 039 034
105 LI LI
From Accommodation PI± PI
102 104
To Accommodation TI 7.7 Bar 070 No.1 064 To
096
113 Fresh Water Hydrophore Bilge
106 Pumps 4.8m³/h x 7.0kg/cm2 To Water To Water
Tank Top Aft Calorifier To
Hot Water PI PI± Fog System Fog System
of Main Engine 087 088 089 090 091 Bilge
Circulating
103
Pump
3.2m³/h x 036
0.5kg/cm2 068 No.2 065
Distilled Water Tank
7.0 Bar 067 Pipe Separator 75.0m³
Toilet and Sink
Fresh Cooling Drain
Water Expansion 071
Tank 2nd Deck 074
Booster
Water Fountain To Bilge
Room
Generator Engine
Expansion Tank Engine Room Workshop Lubricating Oil To Bilge
for Reefer Separator
093 Sink
Container Boiler
094 Dosing Units
075 From Fresh
5th Deck Water Generator
Water Fountain
Main Engine No.3 Generator Engine
Sewage Treatment Plant
Stern Tube 079 Key

078
Cooling Fresh 084 Starboard
Water Tank Generator Domestic Fresh Water
235.9m³ To Bilge Engine Room No.4 Generator Engine
Bilges
Water
Separator All valves are prefixed with A752 unless
Compressor Room otherwise stated.
To Boiler Water Sample Cooler
Procedure for Operating the Domestic Water System and the Position Description Valve
Hydrophore Tank Closed Line valve to forward deck fresh water A752-052
Technical Water System
system
The description assumes that the M32 domestic FW tank and No.1 FW Open Technical supply valves A752-071
Closed Forward deck fresh water system drain valve A752-049
hydrophore pump are to be in use. Closed Technical water line drain valve A752-074
Closed Deck outlet valves (opened as required) A752-041 to
Closed Stern tube cooling water filling valve A752-084
a) Check that there is sufficient water in the M32 domestic FW A752-048
Closed Stern tube air control unit flushing valve
tank to meet the immediate demand.
Closed Shaft tunnel outlet valve Water is supplied to all outlet points from the hydrophore pump and when
b) Set the FW tank and the FW pump valves according to the Closed Compressor room outlet valve the supply valve to a particular outlet point is opened, water is immediately
following table: Closed Generator room outlet valve available.
Closed LO separator inlet valve A752-078
Position Description Valve Closed Generator engine inlet valve A752-075 Procedure for Operating the Hot Water System
Open M32 fresh water tank outlet valve A752-038 Closed Generator engine inlet valve A752-078
Closed M31 fresh water tank outlet valve A752-034 Closed Boiler water sample cooler inlet valve Operate the FW system as in parts a) to d) above and set the hot water system
valves as follows:
Open M32 fresh water tank outlet valve to water Closed Bilge water separator inlet valve
mist system Closed Outlet valve near sewage treatment plant
Closed M31 fresh water tank outlet valve to water Closed Outlet valve at expansion tanks
mist system Open Calorifier supply valve from cold water A752-103
Closed Outlet valve at boiler doing units system
Open No.1 hydrophore pump suction valve A752-064 Closed Outlet valve at FO booster unit room Open Hot water circulating pump inlet valve A752-104
Open No.1 hydrophore pump discharge valve A752-070 Closed LO sludge tank (M61) inlet valve A752-054 Open Hot water circulating pump outlet valve A752-106
Open No.2 hydrophore pump suction valve A752-065 Closed FO sludge tank (M63) inlet valve A752-053 Open Calorifier outlet valve A752-105
Open No.2 hydrophore pump outlet valve A752-068 Closed Generator room outlet valve Open Hot water supply valve to accommodation A752-101
Closed LO separator inlet valve A752-056 Open Hot water return valve from accommodation A752-102
c) Select the No.1 hydrophore pump for duty and start the pump.
The pump will operate and pressurise the fresh water system. Closed Generator engine inlet valve A752-057 Open Hot water supply to engine room sink A752-091
Closed Generator engine inlet valve A752-107 Open Hot water supply to workshop A752-088
d) The hydrophore unit is now operational and FW can be supplied Closed Tank top (aft of main engine) outlet valve Open Hot water return from workshop A752-087
to the various users. Closed Main engine fire fighting water inlet valve A752-093
Closed Main engine turbocharger cleaning inlet A752-094 a) After opening the hot water system supply valve from the cold
Note: The domestic fresh water tanks also supply water to the fire valve water system, allow the system to fill from the hydrophore
extinguishing water mist system and so it is essential that there is always a Closed Main engine LO separator inlet valve A752-096 system.
reserve of water in the tank used for the water mist system. A tank low level
Closed FO separators inlet valve A752-097
alarm is activated at the 20% full level b) Ensure that the hot water circulating pump is primed.
Closed Washing machine inlet valve
Domestic Water System c) Start the hot water circulating pump.
Procedure for Operating the Cold Water System Closed FW steriliser recirculation inlet valve A752-052
Open Calorifier inlet valve A752-103 d) Open the steam supply or switch on the electrical supply to the
Operate the cold FW system as in parts a) to d) above and then set the system
Open Cold water supply valve to workshop A752-089 calorifier, and set the system temperature.
water valves as in the following table.
Open Workshop water fountain valve
e) Check that the system is circulating correctly and that the
Valves for systems which are shown as closed will be opened when that system Open Cold water supply valve to engine room A752-090 temperature is maintained. Ensure that hot water is available at
is operating, or the unit requires refilling. Water supply valves are not normally toilet all outlets.
kept open unless shown as such. Open Engine room water fountain valve
Open Line valve to accommodation A752-100
Closed Line valve to aft deck fresh water system A752-050
Closed Aft deck fresh water system drain valve A752-051
Procedure for Filling the Stern Tube Cooling Water Tank with Procedure for Sterilising Fresh Water Tank from a Shore
Fresh Water Station or Barge
The tank is filled from either of the FW tanks using the hydrophore system. Water which has been loaded from a shore station or barge must be sterilised
and the silver ion steriliser may be used for this. Before water is loaded into
a) Check the level of water in the stern tube cooling water tank and a tank the water already in the tank should have passed through the silver ion
assess the quantity of water needing to be transferred. steriliser in order to ensure that it is charged with silver ions.
b) Check the amount of FW in the FW tank to be used and ensure After loading water the water should be circulated through the silver ion
that it is sufficient for the purpose. steriliser to ensure the correct level of silver ions in the water.
c) Ensure that the hydrophore system is operating as described This circulation is undertaken by the hydrophore unit. The fresh water
above. generator must not be operating when this procedure is taking place.
d) Open the filling valve A752-084 to the stern tube cooling water a) Ensure that the fresh water tank is full and open the outlet valve
tank. to the hydrophore unit (A752-038 for tank M32 or valve A752-
034 for tank M31). This will supply water to the hydrophore
e) Fill the tank with fresh water and when the tank is full close the unit and to the ship`s systems.
filling valve A752-084.
b) Ensure that the hydrophore system is operating correctly.
Note: The stern tube cooling water tank may be emptied by means of the
bilge pump. See section 2.9.1. c) Open the line valve from the hydrophore system to the silver
ion steriliser A752-052 making certain that the silver ion bypass
valve A752-060 is closed. Close the outlet valve from the
Procedure for Loading Fresh Water Tank from a Shore Station rehardening filter A752-063.
or Barge
d) Check that the blanks are fitted to the water bunkering pipes and
If fresh water is loaded from a shore station or a barge the water should be ensure that the filling valve to the operating tank is open and
tested for purity before loading and only if the purity of the water is confirmed the filling valve to the non-operating fresh water tank is closed.
should loading proceed. The amount of water to be loaded must be agreed with (Tank M32 filling valve A752-035 and tank M31 filling valve
the supplier and the loading rate agreed. A check must be made on the tanks to A752-032.)
be filled that there is sufficient capacity.
e) Open the silver ion steriliser inlet valve and outlet valve.
The water hose is connected to the water bunkering pipe at the port or starboard
bunkering station after the pipe blank has been removed. The filing valve to f) Start the silver ion steriliser. Water will be circulated, by the
tank M32 is valve A752-035 and the filling valve to tank M31 is valve A752- hydrophore pump, from the operating fresh water tank through
032. The fresh water tanks have alarms at the 90% full level and low level the silver ion steriliser and back to the operating fresh water
alarms at the 20% full level. The filling valve for the appropriate tank must be tank.
opened and a signal given to start pumping water aboard. When the first tank
is full the second tank may be filled if required. g) When the fresh water in the tank is correctly charged with silver
ions, change over tanks or shut down the sterilising process
When the tanks are at the required level the signal must be given to stop by stopping the silver ion steriliser and closing the silver ion
pumping water. The filling valve on the tank is closed, the hose removed and steriliser valves and the tank filling valve. The hydrophore unit
the blank refitted to the bunkering pipe. must remain operational as it is supplying the ship.
Illustration 2.14.2a Domestic Refrigeration System
Evaporator No.1 Evaporator No.2 Evaporator No.1 Evaporator No.2
Meat/Fish Room Meat/Fish Room Vegetable Room Vegetable Room

- 20°C - 20°C + 2°C + 2°C
PS PS
PS PI PS PI
PI PS Sub Cooler Heat PI PS Sub Cooler Heat
Oil Exchanger Oil Exchanger
Separator Separator
Key
Compressor Compressor Refrigerant Gas
No.1 Unit No.2 Unit Refrigerant Liquid
Fresh Water
TI TI
PS A712-067 PS A712-066 Lubricating Oil
Condenser Condenser
Instrumentation
TI A712-065 TI A712-064
No.1 Condensing Unit No.2 Condensing Unit Hot Gas Bypass
Control Valve
Cooling Water Cooling Water Filter

Charging From LT Cooling Charging From LT Cooling
Connection Fresh Water System Connection Fresh Water System
Thermostatic
Expansion Valve
2.14.2 Domestic Refrigeration System Under normal conditions one compressor/condenser unit is in operation, To Start the Refrigeration Plant
with the other ready for manual start up. All valves should be closed on the
Maker: IMTECH Deutschland GmbH standby unit until it is required for service. The compressor draws R134a gas a) All stop valves, except the compressor suction valve in the
Type: Direct expansion, R134a from the cooling (vegetable) and refrigerating (meat) room evaporator coils; refrigerant line, should be opened and fully back seated to
compressed/hot gas is discharged to the condenser via an oil separator. The prevent the pressure in the valve reaching the valve gland. It
Compressor condenser is cooled by water circulating from the central cooling FW system is essential that the shut-off valve between the compressor and
No. of sets: 2 and this cools the hot gas, which condenses into a cool liquid. condenser is open.
Model: HG4
The liquid refrigerant is directed, through a dryer unit and filter, to the b) Check that the compressor oil level is correct. The level should
Type: Semi-hermetic, reciprocating evaporators in the cooling and refrigerating room. be 0.5 to 0.75 of the sight glass.
Capacity: 4.7kW
The compressors are protected by high pressure, low pressure and low c) With the system shut down, gas should be pumped to the
Condenser lubricating oil pressure switches. condenser.
Model: K573HB4
Type: Water cooled shell and tube A thermostat fitted in each room enables the liquid refrigerant solenoid valves d) Start the central cooling water pump if it is not already operating.
to operate independently, this reduces the number of compressor starts and the Open the condenser cooling water inlet valves, A712-064 and
No. of sets: 2
running time of the compressors. A712-066 for No.1 unit and A712-065 and A712-067 for No.2
unit.
Introduction The evaporators accept the refrigerant, as a supercooled vapour, from their
expansion valves. The opening of the expansion valve is controlled by the e) Purge air completely from the cooling water system by opening
The plant is situated on the starboard side of deck 2. The refrigeration plant is temperature in the particular chamber serviced by the evaporator. This vapour the air purger on top of the condenser or the air purging valve on
automatic in operation and consists of two separate systems each comprising is heated as it passes through the evaporator and the hot vapour is then returned the cooling water pipeline. Check the compressor’s smoothness
of a semi-hermetic reciprocating compressor and a condenser. For each system to the compressor. by manually turning it over.
there is an evaporator coil and air circulation fan located in the meat room
and the vegetable room. Each system is capable of maintaining the desired The solenoid valves at the air coolers (evaporator units) are opened and closed f) Select the operating compressor by turning the selector switch
temperatures independently. The temperature of the meat room is maintained by the room thermostats, allowing refrigerant gas to flow to the evaporator to No.1 or No.2. Select NORMAL at the Compressor Service
at -20°C and the temperature of the vegetable room is maintained at +2°C. when open. With the solenoid valves closed no gas flows to the evaporators switch so that alarms are visible.
and so no gas flows back to the compressor suction and the low pressure switch
Cooling for the meat and vegetable rooms is provided by a direct expansion will stop the operating compressor. g) Adjust the suction stop valve gradually until fully open.
R134a system. Liquid R134a is passed to the evaporator coils for the rooms
and the expansion valve regulates the amount of liquid flowing to the The evaporator in the refrigeration room is fitted with electrical defrosting The compressor will operate but will stop automatically due to the low pressure
evaporator in accordance with the current room temperature; if the temperature equipment, which consists of electric heating elements that are attached to the cut-out as no gas is flowing in the system.
has risen, more liquid passes to the evaporator. The liquid passes through the evaporator and evaporator drip tray.
expansion valve, turning into a gas and extracting heat from the evaporator. Checklist during Operation
Air is circulated over the evaporator coil by an electrically driven fan and this Any leaks of refrigerant gas from the system will result in the system becoming
cools the provision room. The supply of refrigerant to the expansion valve is undercharged. The symptoms of the system undercharge will be low suction • Check the compressor inlet and outlet pressure
regulated by means of a solenoid valve in the supply line, which is controlled and discharge pressures with the system eventually becoming ineffective.
Bubbles will appear in the liquid gas flow sight glass. • Check the compressor oil level
by the provision room thermostat.
• Check the system for gas leakages
The refrigerating room evaporator is equipped with electric defrosting When required, additional refrigerant can be added through the charging
elements. The frequency of defrosting is set by means of a timer, which is part line, after first venting the connection between the refrigerant bottle and
of the refrigerating unit’s electronic control system; it is also possible to initiate the charging connection in order to prevent air in the connection pipe from
defrosting manually. Reference should be made to the manufacturer’s manual entering the system.
for details regarding the defrost control functions.
The added refrigerant is dried before entering the system. Any trace of moisture
Compressors operate automatically and should not require any adjustment to in the refrigerant system will lead to problems with the thermostatic expansion
settings. It is possible to adjust the cut-in, cut-out and pressure differential valve icing up and subsequent blockage.
settings at the controllers but this should only be required if a new controller
is fitted.
Illustration 2.14.2b Domestic Refrigeration Control Panel

Key
No.1 System No.2 System
1 Hours Meter (1) 22 Veg Room Fan 2 Fault
2 Ammeter (1) 23 Veg Room Control Alarm
3 Manual Cooldown Switch 24 Meat Room Control ON/OFF
4 Hours Meter (2) 25 Meat Room Fan 1 Operate

0000 0000
5 Ammeter (2) 26 Meat Room Fan 2 Operate
1 4
3 6 Reset Motor Protection (1) 27 Meat Room Defrost 1 Operate
2 5
7 Compressor Operation (1) 28 Meat Room Defrost 2 Operate
8 Oil Pressure (1) 29 Veg Room Control ON/OFF
9 Motor Protection (1) 30 Veg Room Fan 1 Operate

6 7 8 9 10 11 12 13 14 15
10 High Pressure (1) 31 Veg Room Fan 2 Operate
11 Reset Motor Protection (2) 32 Veg Room Defrost 1 Operate
12 Compressor Operation (2) 33 Veg Room Defrost 2 Operate
13 Oil Pressure (2) 34 Meat Room Fan Selection Switch

16 17 18 19 20 21 22 23
14 Motor Protection (2) 35 No.1 Comp. Maintenance/Hide Alarm Switch
15 High Pressure (2) 36 Compressor Selector Switch
16 Meat Room Controller 37 Veg Room Fan Selection Switch

24 25 26 27 28 29 30 31 32 33
17 Meat Room Fan 1 Fault 38 No.2 Comp. Maintenance/Hide Alarm Switch
18 Meat Room Fan 2 Fault 39 L1
19 Meat Room Control Alarm 40 L2

34 35 36 37 38 Veg Room Controller
20 41 L3
21 Veg Room Fan 1 Fault 42 Collective Alarm
43 Main Power Switch
44 Control Voltage
39 40 41
42 44
43
Procedure for Putting the Cooler Rooms into Operation f) When the coil surface temperature has fallen below the freezing d) Shut the condenser cooling water valves and drain the water
point, the fan in the refrigerating room starts. space of the condensers.
a) At the refrigeration system control panel select the meat and
vegetable room fans for No.1 or No.2. Both fans must be either The system is now back on the refrigerating cycle again. If the defrosting is e) Switch off the main and control circuit electrical supplies.
No.1 or No.2 and the number must match the number for the not completed at the expiration of the defrosting period, a new defrosting cycle
operating compressor. This is because there are two circuits and will commence. f) Examine the system for leaks by using a gas leak tester.
the fans and compressor must all be on the same circuit.
b) Open the refrigerant supply to one cooler room.

System Running Checks to be Carried Out at Regular
Intervals
c) Open the refrigerant gas return valves from the cooler room.
• Check the lubricating oil level in the crankcase
d) The thermostatic expansion valves will regulate the flow of
• Check the moisture indicators on the gas flow system
gas to the evaporators. The system will operate automatically
with the compressor stopping due to the low pressure cut-out • Check the suction and discharge pressure and temperature, any
when the return gas flow has reduced because the expansion unusual variations should be investigated
valves are closed or the temperature controlled solenoid valve
• Check all the room temperatures and evaporation coils for any
has closed. The temperature of the room is adjusted at the room
sign of frosting
controller by means of pushbuttons to raise or lower the set
value. • Check for leaks if the level of gas in the system appears to have
fallen
Procedure for Defrosting the Refrigerating Room Evaporator

Procedure for Stopping the Plant for a Short Period
The evaporator in the refrigeration room is fitted with electrical defrosting
equipment, ie, the evaporator and drip tray are provided with electric heating a) Close the liquid supply line valve to the evaporators for 5
elements. The frequency of defrosting is chosen by means of a defrosting minutes before stopping the plant.
relay built into the starter panel. The defrosting sequence is automatic and is
as follows: b) When the compressor stops on the low pressure cut-out, turn the
power switch on the control panel to the OFF position.
a) The compressor stops and all the solenoid valves in the system
are closed. c) When the compressor has stopped, close the suction and
discharge stop valves
b) The fan in the refrigerating room stops working. The fan in the
cooling room continues the circulation of the warm air over the
coolers, in this way keeping the cooling surfaces free from ice.
Procedure for Stopping the Plant for a Long Period
a) Close the main stop valve after the condenser (the dryer inlet
c) The electric heating elements in the refrigerating room are
valve). Evacuate the evaporators.
switch on.
b) Ensure that the compressor is selected for running.
d) As long as the coolers are covered with ice, the melting
takes nearly all of the heat supplied and the temperature of
c) Allow the temperature to rise in the evaporators, repeat after
the cooler and the refrigerant is constantly kept near zero.
evacuation. Run the compressor until the suction pressure is
When the ice has melted, the refrigerant temperature rises in
0.14 to 0.16 bar then stop the compressor. The liquid refrigerant
the refrigerating room. When the temperature reaches the set
gas will be stored in the condenser. If the pressure rises restart
point (approximately +10°C) of the defrosting thermostat, the
the compressor and repeat the procedure until the suction
heating elements are switched off.
pressure remains at 0.14 bar.
e) The compressor will now restart and the solenoid valves will be
opened according to operating conditions.
Illustration 2.14.3a Air Conditioning System

20%
Recirculated Air Recirculation
Unit 1 Unit 2 Unit 3
Fresh Fresh Fresh

Air Air Air
To To To
Accommodation Galley Bridge
Steam Steam Steam
Condensate Condensate Condensate
PI PSL DPI PC PI PI PSL DPI PC PI
Oil Oil
Separator Separator Key
Capacity Control Capacity Control
100-87-62-37-25% 100-87-62-37-25%
Oil Cooler Oil Cooler Refrigerant Gas
Refrigerant Liquid
No.1 Unit Compressor No.2 Unit Compressor
Fresh Water
TI PI TI PI
A712-070 A712-071 Steam
Condenser
Condenser Condenser
Condenser
Condensate
TI PI TI PI
A712-068 A712-069
Lubricating Oil
Cooling Water Cooling Water
From LT Cooling From LT Cooling
Fresh Water System Fresh Water System Instrumentation
Receiver Receiver
Filter
Charging Charging
Connection Connection Thermostatic
Expansion Valve
Issue: Final Draft - May 2007 IMO No: 9313905 Section xx - Page x of x
2.14.3 Accommodation Air Conditioning System Introduction incoming and exhaust air. As this unit rotates it heats or cools the incoming air
thus improving plant efficiency.
Air Handling Units (AHUs)
Compressors
The air is supplied to the accommodation by an air handling unit (AC01), Air is extracted from the infirmary and the laundry by extraction fans dedicated
Maker: IMTECH which is located in the air conditioning unit room. The air conditioning AHU to these spaces.
No. of sets: 2 room is situated in the accommodation block on the starboard side of the upper
Model: 5H86-394-1 deck. The main accommodation unit consists of an electrically driven fan The AHU for the wheelhouse (AC02) is provided with a fan, a filter section,
drawing air through the following sections starting from inlet to the outlet: a preheating, a cooling section and a humidifier. This unit operates with 20%
Type: Direct coupled 8 cylinder reciprocating
• An air filter recirculated air. The air handling unit (AC03) for the galley has a fan, a filter,
Refrigerant: R134a a cooling section and heating section. The unit operates with 100% fresh air.
Cooling capacity: 214kW • A steam preheating unit
Motor: 75kW • An enthalpy exchanger of the rotating composite type Refrigeration System
Condensers • An air cooler evaporator section Cooling is provided by a direct expansion R134a system. The plant is automatic
Model: CDEW 550 • A humidifier and consists of two compressor/condenser units supplying the evaporators
contained in the accommodation air handling unit. The expansion valves for
No. of sets : 2 the coils are fed with liquid refrigerant from the air conditioning compressor,
The exhaust section of the air handling unit comprises, from inlet to the
Type: Horizontal shell and fin tube type outlet: the refrigerant having been compressed in the compressor then cooled in the
condenser where it is condensed to a liquid. The liquid R134a is then fed,
• One return air filter via dryer units, to the evaporator coils where it expands under the control of
Air Handling Units
• An enthalpy exchanger of the rotating composite type the expansion valves, before being returned to the compressor as a gas. The
Air Handling Unit for Accommodation (AC01) evaporator coils extract heat from the air as it passes over them.
• One exhaust ventilator fan
Maker: Clima Tech There are two compressor/evaporator circuits which are separate and only one
Humidification of the air is arranged with automatic control and this is fitted
No. of sets: 1 is normally operated unless the outside temperature is high. The compressor
at the outlet part of the AHU before the fan.
Type: Multicent TW, single pipe reheat selector switch allows No.1 or No.2 compressor to be selected as the main or
Cooling capacity: 2 x 117kW duty compressor. Each compressor may be operated in automatic or hand mode
The air is forced into the distribution trunking which supplies the accommodation.
or switched off. When in automatic mode the selected duty compressor will
Heating capacity: 67kW (preheating) !00% fresh air is supplied to the AHU. The inlet filters are of the washable mat
operate to meet the cooling load but if the outside temperature rises above 22°C
type and preheating of the air is provided by coils supplied with steam from
Air Handling Unit for Wheelhouse/H-deck (AC02) for a period of 300 seconds the second refrigeration unit will also operate.
the ship’s steam system. The humidifier nozzles are supplied with steam from
Maker: Clima Tech a Condair CP2 humidifier steam generator.
The compressor is fitted with an unloading mechanism which affords automatic
No. of sets: 1 starting and variable capacity control by unloading groups of cylinders. This
Air is circulated through ducting to outlets in the cabins and public rooms.
Type: Multicent TW, single pipe variable capacity control allows the compressor to remain running even when
The air flow through the outlets can be controlled at the individual outlets.
Cooling capacity: 2 x 39kW the load is relatively light and thus avoids the need for frequent stopping
Reheating of the air at the outlets is available from circulating hot water (see
and starting. The compressor is protected by high and low pressure cut-out
Heating capacity: 85kW (preheating) below). A valve at the outlet allows hot water to circulate around a heating coil
switches, a low lubricating oil pressure trip and oil supply pressure differential
over which the air flows before discharge through the cabin outlet. The reheat
Air Handling Unit for Galley (AC03) trip. A crankcase heater and cooler are also fitted.
water comes from a separate accommodation heating water system. Two water
Maker: Clima Tech circulation pumps are fitted, one working as the duty pump and the other set
Any leakage of refrigerant gas from the system will result in the system
No. of sets: 1 as the standby pump. These pumps circulate water through a heater which is
becoming undercharged. The symptoms of system undercharge will be
heated by steam and the water is then circulated through the accommodation
Type: Multicent TW, single pipe low suction and discharge pressure and the system will eventually become
spaces with branches to individual air outlets. A valve at each air outlet vent
Cooling capacity: 2 x 35.75kW ineffective. A side effect of low refrigerant gas charge is apparent low oil level
allows for individual control of reheat.
in the sump. A low charge level will result in excess oil being entrapped in
Heating capacity: 55kW (preheating)
the circulating refrigerant gas, causing the level in the sump to drop. When
Air is extracted from various parts of the accommodation by the exhaust fan
the system is charged to full capacity, this excess oil will be separated out and
in the air handling unit. Areas from which air is extracted include toilets,
returned to the sump. During operation, the level as shown in the condenser
bathrooms and public rooms. The exhaust air passes through the enthalpy heat
level gauge will drop.
exchanger unit before discharge to atmosphere. The exhaust air cools or heats
the rotating heat exchanger depending upon the relative temperatures of the
If the system does become undercharged, the whole system pipework should Procedure for Operating the Air Conditioning System f) Purge air completely from the cooling water system by opening
be checked for leakage as the only reason for an undercharge condition after the air purger on top of the condenser or the air purging valve
operating previously with a full charge is that refrigerant is leaking from the The air conditioning system is designed to run with one or both compressor/ on the pipeline. Check the compressor smoothness by a quick
system. When required, additional gas can be added through the charging evaporator units operating depending upon the outside temperature. Capacity start followed by a stop. If the compressor operates correctly it
line, after first venting the connection between the gas bottle and the charging control of the refrigeration compressors is automatic, but for borderline may be started for normal operation.
connection. The added refrigerant is dried before entering the system. Any temperatures capacity can be controlled manually.
trace of moisture in the refrigerant will lead to problems with the thermostatic g) Select one of the compressors as the duty compressor at the
expansion valve icing up and subsequent blockage. Compressor Selection switch. Select the compressors for
Starting the Ventilation System
AUTO, HAND or OFF at the individual Compressor Mode
An oil separator is fitted in the refrigerant line after the compressor and the a) Check that the air filters are clean. Air filters should be cleaned switches. If the compressor is selected for HAND control it will
extracted oil is returned to the compressor crankcase. at about 2 to 4 week intervals depending upon their condition. start immediately. If a compressor is selected for AUTO control
Filter mats must be changed after about 15 to 20 cleanings and is the duty compressor it will start according to the outside
Cooling water for the condenser is supplied from the low temperature central depending upon condition. The AHU must not be operated air temperature.
fresh water cooling system. without a filter.
h) When the compressor has started slowly open the suction stop
If there is an air flow restriction through the AHUs the A/C refrigeration plant b) Ensure that doors on the AHU are closed. valve until it is fully open. If the compressor starts making a
and the humidifier will stop. Such an air flow restriction could be due to a knocking noise, close the valve immediately; this indicates that
filter blockage or fan drive failure. After correction of the fault the AHU, the c) Start the AHU supply fan, exhaust fan and enthalpy exchanger. liquid refrigerant has been drawn into the machine. When the
humidifier and A/C refrigeration systems are started by pressing the RESET noise has stopped open the suction valve again very slowly.
pushbutton. d) Check that air is flowing to all parts of the accommodation. Repeat this operation if necessary, until the compressor runs
smoothly with the suction valve fully open.
Checks should include drive unit security, loose connections, loose belts,
Controllers
foreign objects in ducts, etc. i) For each compressor set the Service Switch/Hide Alarms to
There are separate preheater controllers for the air handling unit and the set position 1 (Normal).
values are normally;
Starting the Air Conditioning Compressor
1. AC01: - 15°C, Compressor Running Checks
a) All stop valves, except the compressor suction, in the refrigerant
2. AC02 -: 22°C line should be opened and fully back seated to prevent the
• Check the inlet and outlet pressure gauges; these should be
3. AC03: - 18 to 20°C. pressure in the valve reaching the valve gland.
checked twice each day
b) Switch on the compressor plant main power switch. The • Check the oil level and oil pressure; these should be checked
There are two refrigeration circuits, each with its own compressor unit and
crankcase heater on the compressor(s) to be used should be daily. Check the crankcase oil for signs of foaming
evaporator in the AHUs. The compressors may be selected for Hand or
Automatic operation. If in Hand control only the selected unit will operate. If switched on a least 3 hours prior to starting the compressor. • The temperature of the oil, suction and discharge should be
Automatic control is selected the compressor which has been designated as checked twice each day. A twice daily check on motor bearing
the duty compressor at the Compressor Selection switch, will operate but will c) Check that the crankcase oil level is correct; the sight glass temperature should also be kept
be supplemented by the other compressor, if that is also in Automatic control, should show 0.5 to 0.75 full.
• A check should be kept on shaft seal oil leakage
should the outside temperature rise. The selected duty compressor/evaporator
circuit will start if the temperature rises above 19°C; if the temperature rises d) Check the quantity of refrigerant charge; the liquid refrigerant • Check for gas leakages using the appropriate equipment
above 22°C for a period of 300 seconds the second refrigeration unit will start. should be showing in the flow sight glass.
The preheater switches off when cooling of the air is active.
e) Start the cooling water supply for the condenser cooling. The Procedure for Stopping the Compressor for Short Periods
The air supply and exhaust duct to the wheelhouse is fitted with a fire damper cooling water comes from the engine room low temperature
central cooling FW system and will probably already be running. a) Close the condenser liquid outlet valve and the outlet from the
with a fuse link which activates at a temperature of 74°C. The galley supply
Ensure that the supply and return valves to the air conditioning filter.
and exhaust ducts are fitted with fuse links which activate at temperatures of
74°C and 144°C respectively. The damper links close by spring force. condensers are open, A712-068 and A712-070 for No.1 air
conditioning unit and A712-069 and A712-071 for No.2 air b) Allow the compressor to pump out the system to the condenser
conditioning unit. Supply cooling water to the condenser. Check so that the low level pressure cut-out operates.
that the supply of water from the central cooling system is
correct. c) Isolate the compressor motor.
Illustration 2.14.3c Accommodation Water Heating System

G Deck
Heaters
F Deck
Heaters
Vent E Deck
Heaters
D Deck
Heaters
From Steam System

C Deck
Heaters
B Deck
Heaters
Key
A Deck
Heaters
Fresh Water
Upper Deck M
Steam
Heaters
Condensate
Bilges
Control Signal
To XXX
TI TIC
PI No.2 PI
Maximum 90°C
To Bilge Well
Accommodation Hot
TI
XXX Water Heater
Hot Water Circulating Pumps Maximum 70°C
Expansion 12.1m³/h x 3.5kg/cm2
Tank PI PI
No.1
For Filling
To Bilge Well
To Condensate Tank
d) Close the compressor suction valve and discharge valve. • Humidify the air to the correct level for comfort Accommodation Spaces Reheat
Accommodation Hot Water Circulating Pump
e) Close the inlet and outlet valves on the cooling water supply to The cooling effect on the air as it passes over the evaporator coil removes
the condenser. moisture and a level of humidity is important for comfort, so it is necessary Maker: IMTECH
to humidify the air again by spraying steam into the circulating air flow. The No. of sets: 2
f) Switch on the crankcase heater. humidity is detected by a sensor and the steam is introduced automatically. Type: Glandless circulator pumps
a) Check that the air circulation fans are operating correctly. Model: Grundfos CR10-03
Procedure for Shutting Down the Compressor for a Prolonged Ensure that the desired amount of air recirculation is being Capacity: 12.1m3/h at 34.9mth
Period achieved for unit AC02.
Heater
If the cooling system is to be shut down for a prolonged period, it is essential to b) Check that the air conditioning compressor system is functioning Maker: IMTECH
pump down the system and isolate the refrigerant gas charge in the condenser. correctly if cooling of the air is required. No. of sets: 1
Leaving the system with full refrigerant pressure in the lines increases the
Type: Steam heated, shell and tube
tendency to lose charge through the shaft seal. c) Open the air handling unit steam supply and condensate drain
Capacity: 160kW
valves for preheating and humidification. Steam heating valves
a) Shut the liquid outlet valve on the condenser and the outlet from only require opening if preheating of the air is needed.
the filter. The temperature in individual cabins and public rooms may be regulated by
d) Set the temperature control to give the desired temperature. The means of local heating, known as reheating; heat is applied to the air before
b) Run the compressor in AUTO until a pressure of 0.14 to 0.16 expansion valve to the evaporator will operate to allow gas to it leaves the cabin or public room vent. Hot water is circulated through pipes
bar is obtained; stop the compressor. The refrigerant gas will be the evaporator coil in order to reduce the air temperature. If with branch pipes going to heat exchange units at each air outlet vent. The
condensed and will remain in the condenser as the condenser heating is required the steam supply valve will operate to allow flow of water to the individual heat exchangers, and hence the temperature of
outlet valve is closed. steam into the heat exchange units. the air leaving the vent, may be regulated by adjusting the water flow valve at
the vent.
c) After a period of time the suction pressure may rise, in which e) Set the humidity level desired. The Condair CP2 unit should be
case the compressor should be allowed to pump down again. operated to provide humidifying steam and the humidifying steam The circulating reheat water comes from a dedicated accommodation hot water
This procedure should be repeated until the suction pressure valve to the AHU must be open. The humidity level is measured system, which has two pumps and a heat exchanger; the heat exchanger is
remains at 0.14 bar and the compressor does not start again for the recirculation air entering the air conditioning unit and supplied with heating steam at a pressure of 7.0 bar. The system has a pressure
automatically. should normally be about 20 to 42% relative humidity. tank which maintains pressure in the system; make-up water comes from the
fresh water hydrophore system at the pump suction line. A relief valve is fitted
d) Shut the compressor suction and discharge valves. f) Ensure that the drains from the evaporator unit are working which releases pressure at 6.5 bar. A temperature control valve regulates steam
satisfactorily and that no water is lying in the drain tray. supply to the heater to maintain a maximum water temperature leaving the
e) Close the cooling water inlet and outlet valves and drain the heater of 90°C.
condenser of water. WARNING
The control panel has AUTO/HAND/OFF switches for the pumps and only
f) The compressor discharge valve should be marked as being It is essential that no water should be lying in the air conditioning one pump is selected for running at any time.
closed and the compressor motor isolated, in order to prevent system; this can become a breeding ground for legionella bacteria,
possible damage. which can have serious, or even fatal, consequences. Drains should be
kept clear and areas where water can lie should be sterilised at frequent Procedure for Operating the Air Conditioning Reheat System
intervals.
Procedure for Operating the Air Conditioning System a) Check that the system is full and replenish with water from the
The AHUs are fitted with an antifreeze system but if the outside temperature fresh water hydrophore system as required. The pressure tank
A comfortable atmosphere is a combination of temperature and humidity; both falls below 0oC the intake damper must be closed. must be at the desired pressure.
must be controlled. Higher temperatures are more tolerable if the air is drier.
In order to achieve a comfortable atmosphere the air conditioning system must At the air conditioning switchboard in the air AHU room individual components b) Open the instrumentation valves and check that all instruments
be able to: such as the Econovent and hot water pumps (see below) may be set to HAND, are functioning.
OFF or AUTO.
• Cool the air
c) Set the valves as in the following table
• Heat the air
• Remove excess moisture from the air

Open No.1 accommodation hot water pump inlet
valve
Open No.1 accommodation hot water pump outlet
valve
Open No.2 accommodation hot water pump inlet
valve
Open No.2 accommodation hot water pump outlet
valve
Open Accommodation hot water heater outlet valve
Open Accommodation hot water heater steam A717-145
regulating valve inlet valve
Open Accommodation hot water steam regulating A717-146
valve outlet valve
Closed Accommodation hot water heater steam A717-144
regulating valve bypass valve
Operational Accommodation hot water heater steam
regulating valve
Open Accommodation hot water heater drain valves
Open/ Individual deck line heating water supply and
Closed return valve (as required)
d) Select one accommodation hot water pump as the duty pump

and start that pump by turning the pump switch to the ON
position.
e) Check that water circulation is positive through the entire

system and that the heater is operating correctly to maintain the
desired water temperature.
f) Operate the cabin and public room heater controls to maintain

the desired space temperature through air reheating.
2.14.4 Miscellaneous Air Conditioning Units Description Operation of the Unit Coolers
Package Air Conditioning Units (ECR) Package air conditioning units are fitted in locations where the temperatures Prior to operating the unit the cooling water inlet and outlet valves from the
are likely to vary due to local conditions, as against the accommodation’s low temperature central cooling system must be opened.
Maker: IMTECH/York more stable conditions. The engine control room contains sensitive electronic
Type: Direct expansion equipment and is, therefore, fitted with two units each capable of handling Workshop Air Conditioning Unit:
Model: SCU-E32 50% of the cooling requirement. The workshop is fitted with a similar air Cooling fresh water inlet valve A712-031
conditioning unit which handles 100% of the requirement.
Refrigerant: R134a Cooling fresh water outlet valve A712-033
No. of sets: 2 The air conditioning units are controlled by Programmable Logic Controllers Engine Control Room No.1 Air Conditioning Unit:
Compressor (PLC), which perform the following functions: Cooling fresh water inlet valve A712-060
• Setting of thermostat set points Cooling fresh water outlet valve A712-062
Maker: Danfoss
Engine Control Room No.2 Air Conditioning Unit:
Model: MTZ 160HW4VE • Monitoring the plant’s functions
Cooling fresh water inlet valve A712-061
Type: Hermetic reciprocating • Adjust the plant’s operating parameters and alarm set points Cooling fresh water outlet valve A712-063
Capacity: 30.3kW • System alarm indication and self-check functions
Condenser The power supply must be switched on at least 8 hours before the unit is
• Temperature probe recalibration
operated as this activates the crankcase heater.
Maker: WTT GmbH
For operational details and adjustment procedures of the PLC unit, refer to the
Type: Plate type:WP5X-60 The desired air temperature can be selected at the PLC control panel, which
manufacturer’s instruction manual.
Fan is located on the front of the air conditioning unit. The temperature set point
Model: Comefri TLZ 280R may be raised or lowered at the PLC control unit; the temperature set point is
The compressor is of the hermetically sealed capsulated type, where the
displayed on the plc screen.
Fan capacity: 5,660m3/h compressor and motor are encased in a single casing. The condenser is water
cooled, the cooling water coming from the low temperature central cooling
a) Press the FAN pushbutton to start the fan.
system (see section 2.5.2 of this machinery operating manual).
Package Air Conditioning Unit (Workshop)
Maker: IMTECH/York b) Press the AUTO pushbutton. The fan continues to operate and
The pressurised refrigerant gas is led into the body of the condenser and heat
after 5 minutes the compressor will start. The refrigeration
Type: Direct expansion is transferred to the water, which is passing through the cooler. The refrigerant
system will operate and maintain the room temperature at the
Model: SCU-E14 leaves the condenser as a cool liquid.
desired value as set on the controller.
Refrigerant: R134a
The evaporator is of the finned tube type consisting of aluminium fins attached
No. of sets: 1 c) In order to stop the unit press the OFF/RESET pushbutton
to copper tubes. A double-flood centrifugal fan draws air over the evaporator
Compressor coils and its temperature is reduced as it imparts heat to the evaporator. As
the surface temperature of the evaporator will normally be lower than the Maintenance
Maker: Danfoss dew point temperature of the air, part of the moisture in the air is condensed,
Model: MTZ 64HM4BVE lowering the absolute humidity and thereby achieving dehumidification. • Every month check and clean the air filters if necessary
Type: Hermetic reciprocating • Check and tighten the fan drive V-belts
Capacity: 12.7kW The temperature of the air leaving the unit is selected at the pushbutton
• Check the water flow through the condenser unit
controller located at the unit above the pushbuttons.
Condenser
Maker: WTT GmbH System Setting
Type: Plate type; WP4X-60 The high pressure cut-out switch operates at 26 bar and resets at 22 bar.
Fan
Model: Comefri TLZ 160 The low pressure cut-out switch operates at 2.0 bar and resets at 2.7 bar.
Fan capacity: 1,700m3/h
Illustration 2.14.5a Sewage System From Accommodation

From Scuppers
Grey Water from

Provision Rooms
014
013
015
016
Deck Vent
From Accommodation
Key
Waste Water
Electrical Signal
Instrumentation
All valves are prefixed with A753 unless

019
otherwise stated.
018
Sewage Treatment Plant 017

5.5m3/day
30 persons
Vacuum Pumps
15m3/h x PS PI PS
-0.55kg/cm2
M
C
PI± TI PS PI
037 038
Discharge Pump
25m3/h x 2.0kg/cm2 Discharge Pumps
30m3/h x 1.5kg/cm2
From Workshop
020 021
022 023
PI
To Deck 025
024
040 026
LAH 033
90%
032 027 036
M66
Sewage Tank
95.6m3 039 031
Overboard
2.14.5 Sewage Treatment sufficient to maintain the correct vacuum in the system; a spare is provided to • Alarm reset pushbutton
allow for failure of the duty unit.
• Vacuum alarm indicator
Vacuumarator
The vacuumarator normally discharges the sewage (black water) to the first
Maker: Jets stage of the sewage treatment bioreactor. Alternatively the vacuumarator may Inlet or Mixing Compartment (Tank 1a)
No of sets: 1 (plus 1 spare) discharge to the sewage tank (M66) by means of the three-way valve at the The sewage in this compartment is from the lavatory pans, urinals and hospital
Model: Jets 15MBD vacuumarator outlet and line valve A753-036. in the accommodation spaces; grey water may also be discharged to this
compartment. The incoming effluent material mixes with the activated sludge
Sewage Treatment Plant There are direct inlet lines to the first stage of the bioreactor via isolating already present in this compartment.
No. of sets: 1 valves and these provide for grey water inlet to the bioreactor when discharge
of grey water overboard is not permitted.
Maker: Gertsen and Olufsen AS Bioreactor Compartment (Tank 1b)
Model: MBR 030 BG-V Normally the bioreactor discharges the treated and sterilised effluent overboard. Effluent from the inlet or mixing compartment falls to the bioreactor
Type: Biological oxidation and discharge/ However, a 95.6m3 sewage tank (M66) is fitted and the treated sewage effluent compartment by gravity. The matrix unit in the compartment ensures
Capacity: 30 persons (5.5m3/day) may be pumped to this tank if overboard discharge is not permitted. The treated movement of the effluent and rapid biological breakdown of the raw sewage
effluent may be discharged overboard from the sewage tank, by means of the by the bacteria in the compartment. Air is supplied by means of a blower and
Sewage Discharge Pumps sewage discharge pump, when such discharge is permitted. distributed though the tank by aerators. The gas produced during the bacterial
Maker: Ebara action which takes place is vented to atmosphere. Oxygen is essential for the
The sewage treatment plant is a biological unit which works on the aerobic aerobic activity. The organisms require oxygen for digesting the raw sewage
No.of sets: 2
activated sludge principle. The plant will treat black and grey water and is fully and it also assists in mixing the incoming sewage with the water, sewage
Model: DWO 400 automatic in operation. Air is supplied to the sewage treatment unit by an air sludge and bacteria already present in the compartment.
Type: Centrifugal non-clog compressor
Air blower: Becker DT 4.25K A screen at the outlet from the aeration compartment prevents the passage of
Steriliser: Van Remmen U-V type RUV 90-25 This sewage treatment plant consists of a tank with four main compartments: inorganic solids to this compartment.
Grease trap: Gertsen & Olufson • Inlet or mixing compartment
• Bioreactor with matrix (Aeration compartment) Settling or Clarification Compartment (Tank 2)
Sewage Discharge Pump from Sewage Tank
• Settling or Clarification compartment The mixed fluid passes, by means of an air lift, into this compartment and
Maker: Borger settles out. The water passes into the discharge compartment, whilst the
Model: PL 200 • Clean water or discharge compartment remaining sludge, which contains the active bacteria, returns to the inlet
Capacity: 25m3/day at 2.5 bar compartment by means of an air lift tube for further processing.
Control Panel
A surface skimmer in the compartment removes floating sludge and debris
Introduction The control panel allows for operation of the complete sewage treatment plant from the surface and returns it to the inlet compartment. Sludge is also returned
and contains the following switches and indicators; to the inlet compartment
The sewage collection system is a vacuum system with a vacuumarator
providing a vacuum in the collection pipes from lavatory pans throughout • Main power switch with power on indicator
Clean Water or Discharge Compartment (Tank 3)
the ship. The vacuumarator is stopped and started automatically by means of • Compressor ON/OFF switch with illuminated indicator
pressure switches so the correct level of vacuum is always maintained in the The compartment has float operated switches which activate the discharge
vacuum pipe and the outlets from the toilet bowls. By virtue of this design, a • Vacuumarator switches with AUTO/OFF/MAN positions for pump when the high level is reached and stop the pump when the compartment
vacuum only exists in the vacuum manifold and collecting pipes and not in the both pumps together with illuminated running indicators is nearly empty. Sterilisation of the treated effluent is by means of an ultraviolet
sewage treatment plant. The vacuum pipe is connected via a network of pipes to • Selector switch for No.1 or No.2 discharge pump sterilising unit; the effluent is subjected to strong ultraviolet light as it flows
the lavatory bowls throughout the ship. When bowls are flushed the discharge from the settling compartment to the clean water compartment.
• Sewage treatment plant discharge pump AUTO/OFF/MAN
valves at the rear open to discharge the contents and draw surrounding air into
mode selector switches with running indicators
the bowl. A synchronised valve allows fresh water into the bowl for flushing CAUTION
and for sealing the main discharge valve. This system provides for effective • Sludge return solenoid valve AUTO/OFF/MAN selector switch Discharge overboard should not take place within 12 nautical miles of
flushing of the bowls and only uses about 1.0 litre of water per flush. The with indicator. The sludge return system is normally set to the coast and local restriction concerning treated sewage discharge must
vacuumarator macerates the waste from the sewage pipe and discharges it to automatic so that a timer controls the operation of sludge return be strictly observed.
the sewage treatment plant. There are two vacuumarators and normally one is from the settling tank to the inlet side.
Illustration 2.14.5a Sewage System From Accommodation

From Scuppers
Grey Water from

Provision Rooms
014
013
015
016
Deck Vent
From Accommodation
Key
Waste Water
Electrical Signal
Instrumentation
All valves are prefixed with A753 unless

019
otherwise stated.
018
Sewage Treatment Plant 017

5.5m3/day
30 persons
Vacuum Pumps
15m3/h x PS PI PS
-0.55kg/cm2
M
C
PI± TI PS PI
037 038
Discharge Pump
25m3/h x 2.0kg/cm2 Discharge Pumps
30m3/h x 1.5kg/cm2
From Workshop
020 021
022 023
PI
To Deck 025
024
040 026
LAH 033
90%
032 027 036
M66
Sewage Tank
95.6m3 039 031
Overboard
The sewage treatment plant works automatically once it is set but periodic Position Description Valve i) When systems are operating normally sewage my be supplied to
attention is required and the unit must be monitored for correct operation. The the treatment plant. The vacuumarator will operate and supply
Closed Suction valve from activation compartment
vacuumarator operates and maintains a vacuum in the collection pipes thus sewage to the plant.
enabling sewage to be rapidly drawn to the treatment unit. Closed Discharge line flushing valve A753-025
Closed Discharge valve to shore connection A753-024 j) Check that ample air is being supplied to the unit and that sludge
Black water from lavatory pans can be discharged to the sewage tank and then Open Discharge valve to overboard A753-027 is being returned to the activation chambers from the settling
pumped overboard should that be necessary. Grey water is normally discharged Closed Discharge valve to sewage tank A753-036 chamber. This can be checked by looking at the transparent hose
directly overboard but if that is not permitted the valves are changed so that in the return line.
Open Grey water overboard discharge valve A753-031
grey water is discharged to the sewage treatment plant. Normally treated
sewage is pumped overboard but if that is not permitted the treated effluent is Open Sewage tank discharge pump suction valve A753-037 k) The sewage treatment plant is now operating.
pumped to the sewage tank and then pumped overboard from there when such Open Sewage tank discharge pump discharge valve A753-038
discharge is permitted. l) The discharge pump will only operate when the final discharge
b) The sewage treatment unit should be initially filled with water chamber is full. The ultra-violet sterilising lamp operates at all
Note: Rules governing the discharge of raw and treated sewage must be and activated sludge added if it has been emptied for any reason times when power is supplied to the unit and a check must be
complied with at all times and the discharge of raw sewage overboard must or when commissioning the plant for the first time. This will not made to ensure that the lamp is illuminated.
only be contemplated should the sewage plant be out of service and then in be required when the unit has been operating previously but the
areas where such discharge is permitted. The bacterial action in the sewage description is included for completeness. WARNING
treatment unit requires a regular supply of raw sewage and the discharge of The operator must always wear protective goggles when looking at the
raw sewage overboard can impair effective bacterial action. c) Turn the main power switch to the ON position.
ultraviolet sterilising lamp.
d) Ensure that the sewage plant valves are correctly set for the
Procedure for Operating the Sewage Treatment Plant discharge arrangements which are applicable to the operating Note: It is essential that bleaches and disinfectants are not used to clean
area of the vessel. (The bridge should always be consulted lavatory pans as such material will kill the bacteria in the sewage system.
The black water must normally be directed to the sewage treatment plant. One regarding areas where overboard discharge of grey water, Only approved cleaners without a biocide action are to be used for cleaning
of the vacuumarators must always be working in AUTO mode.. treated black water and untreated black water are permitted.) lavatory pans.
The description below assumes that No.1 discharge pump is operating and the e) Select one discharge pump as the duty pump and then set the CAUTION
discharge of treated effluent from the sewage treatment plant is overboard. discharge pump and the sludge return solenoid valve to AUTO. Raw sewage from other than the sewage treatment plant discharge
The discharge pump will run and should stop when the stop compartment may only be pumped to sea in waters where such discharge
a) Set the system valves as in the following table: float valve in the discharge chamber is activated. The sewage is permitted and permission from the bridge must be obtained before the
plant is now filled with water and ready for operation. discharge takes place.
f) When ready to operate the sewage treatment plant set the
Open Black water valves to vacuumarators A753-017 Daily Checks
sludge return system solenoid valve timer to 5 minutes every 30
A753-018
minutes; this is done inside the main control cabinet and only Check that the sludge is being returned to the activation chamber from the
A753-019
needs to be done at initial setup. settling chamber (the return should operate for about 5 minutes every 30
Set Vacuumarator outlet three-way valve (set for
minutes). Check that the discharge pump and compressor are working; the
sewage treatment plant) g) Turn the compressor switch to the ON position and both compressor pressure should be about 0.35 bar. Check that the ultraviolet
Open Grey water valves to overboard A753-014 vacuumarators to AUTO. sterilising lamp is working. Check the pipework for leaks.
A753-015
Closed Grey water valves to sewage treatment plant A753-013 h) Turn the main power switch to the ON position. Turn the UV
Weekly Checks
A753-016 steriliser lamp switch to the ON position and check that it
Open No.1 discharge pump suction valve illuminates. Care must be taken not to look at the lamp directly, Check the bioreactor membranes are clear and clean them by opening and
Open No.1 discharge pump discharge valve A753-022 only at the indicator. closing the air supply valves twice. Take a sample of the discharge effluent
and test. Add dry bacteria floc to the plant as necessary. Clean the ultraviolet
Open No.1 discharge pump suction valve
WARNING lamp and the grease trap.
Open No.2 discharge pump discharge valve A753-023
The operator must always wear protective goggles when looking at the
Open Suction valve from discharge compartment
ultraviolet sterilising lamp.
Closed Suction valve from settling compartment
Check the sludge content by filling a 1 litre IMHOFF glass container, or d) When the sewage tank is empty stop the sewage discharge
similar, with water from the activation compartment I. Allow the sediment to pump. This pump has a dry running protection system but the
settle. A sludge content of 300ml to 900ml is satisfactory. A sludge content in operator should check the pump and the sewage tank and stop
excess of 900ml requires the sludge to be discharge to the sea or to a shore the pump before it runs dry.
facility. e) Record the overboard sewage discharge in the log book
detailing the time, the ship`s position, the quantity discharged
and personnel involved in the discharge procedure.
Monthly Checks
Check that air flows are correct and that compartment vents are clear. Check
the operation of float switches and the operation of all pumps and the air Sewage Discharge Ashore
blower.
There are shore discharge connections on the port and starboard sides of the
ship at the bunker stations and treated sewage from the sewage treatment plant
Sewage Tank (M66) may be pumped ashore.
When the vessel is operating for prolonged periods in restricted waters where From the sewage treatment plant shore discharge is by means of the sewage
the discharge of treated sewage effluent is not permitted, the effluent must treatment plant discharge pump. Shore discharge line valve A753-024 must be
be stored in the sewage collecting tank. Instead of the treated effluent being open and discharge valves A753-027 (overboard) and A753-036 (sewage tank)
pumped overboard it is pumped to the sewage collecting tank by opening the must be closed.
sewage collecting tank inlet valve A753-036 and closing the overboard line
discharge valve A753-027. The sewage collecting tank has a volume of 95.6m3 The blank at the selected discharge line on deck must be removed and a
and this will allow the vessel to retain treated sewage effluent on board for check made to ensure that the blank on the other discharge line is secure.
many days. The discharge pipe to the reception facility must be connected and agreement
reached with the reception facility regarding the quantity of treated sewage to
It is also possible to hold raw sewage in the sewage collecting tank and this be discharged.
would be the case if the sewage treatment plant was not in service. In order to
direct raw sewage to the sewage collecting tanks the vacuumarator three-way It is possible to keep the shore discharge connection attached for as long as
outlet valve must be turned so that the raw sewage is directed to the sewage required, such as when in drydock. The sewage treatment plant discharge
tank. Valve A753-036 must be open and valve A753-027 must be closed. pump operates normally with the effluent going to the shore facility rather than
the sewage tank or overboard.
Grey water may also be directed to the sewage tank via the sewage treatment
plant by opening the grey water remotely operated valves A753-013 and A753- The discharge pipe should be inspected at frequent intervals to ensure that no
016 then closing the overboard discharge grey water valves A753-014 and leakage is taking place.
A753-015.
When shore discharge is finished the sewage treatment plant discharge pump
The sewage tank is pumped out using the sewage discharge pump. must be switched off and the discharge line flushed through with fresh water
via connection A753-025. When flushing is complete the flushing valve and
valve A753-024 are closed. The discharge pipe is removed and the blank
Procedure for Pumping Out the Sewage Tank (M66)
reconnected. The sewage treatment plant discharge should be directed to the
sewage tank until overboard discharge is permitted.
a) Obtain permission from the bridge to discharge raw or treated
sewage overboard.
b) Open the sewage discharge pump suction valve A753-037 and

discharge valve A753-038 if not already open.
c) Start the sewage discharge pump and discharge the contents of

the sewage tank to the sea.
Illustration 2.14.6a Garbage Management Plan
REGULATIONS FOR GARBAGE DISPOSAL AT SEA

(ANNEX V OF MARPOL 73/78
*** OFFSHORE
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
ASSOCIATED VESSELS
PLASTICS - INCLUDES
SYNTHETIC ROPES, FISHING DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
NETS AND PLASTIC BAGS
FLOATING DUNNAGE, LINING

> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
AND PACKING MATERIALS
PAPER, RAGS, GLASS, METAL,

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

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

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

OR GROUND > 3 MILES > 12 MILES > 12 MILES
MIXED REFUSE TYPES **** **** ****
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
SIZE NO LONGER THAN 25 MM.
** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
REGULATION 5 OF ANNEX V IN "MARPOL."
*** OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLORATION OF SEABED MINERAL
RESOURCES, AND ALL VESSELS ALONGSIDE OR WITHIN 500 M OF SUCH PLATFORMS.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCE HAVING DIFFERENT DISPOSAL OR
OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.
2.14.6 Garbage Disposal • Other waste, including oily rags and cans and chemical cans
Summary of Regulations Garbage Disposal Procedures

Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
Food Waste
by Garbage from Ships, controls the way in which waste material is treated on
board ships. Food waste production for approximately 50 people is given as 15 to 25kg per
day or 75 to 125 litres per day without compacting.
Although it is permissible to discharge a wide variety of garbage at sea,
preference should be given to disposal utilising shore facilities where available. The daily food waste produced is collected in bags in the galley and transported
A summary of the garbage disposal regulations are given next. by hand to the waste management room on the upper deck port side.
The special areas are as follows:

Dry Waste
• The Mediterranean Sea
Dry waste production for approximately 50 people is given as approximately
• The Baltic Sea 30kg per day or 1,000 to 1,500 litres per day, without compacting.
• The Black Sea
The volume can be reduced by a factor of 5 by shredding or compacting the
• The Red Sea waste.
• The Persian Gulf
Dry waste from the accommodation is collected in the waste management
• The North West European Waters room and compacted.
• The Gulf of Aden
Dry waste from the engine room is taken directly to the garbage room.
• The Antarctic
• The Wider Caribbean Area
Other Waste
Cans that have contained oils or chemicals must be stored in the garbage room
Garbage Outside Special Areas before discharge ashore.
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. The Maersk company Garbage Management Plan procedures must be complied
with at all times. This plan designates individuals who are responsible for:
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Garbage management procedures
Paper, rags, glass, bottles, crockery and other similar materials are allowed Disposal of garbage
over 12 miles offshore.
The collection of garbage
All other garbage including paper, rags etc. are allowed over 3 miles The processing of garbage
offshore. The storing of garbage
Food waste can be disposed of in all areas over 12 miles offshore. There are procedures for the collection, disposal, processing and storage of
garbage and these must be complied with.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to
MARPOL73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
Section 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
3.1.5 Trending
3.1.6 UMS - Manned Handover
Illustrations
3.1.1a Machinery Control and Monitoring System
3.1.2a Operator Panel
3.1.3a Screen Displays
3.1.3b Picture Hierarchy
3.1.5a Trending Displays
3.1.6a UMS Safety Alarm System

Illustration 3.1.1a Machinery Control and Alarm System

Accommodation
Bridge Console
Extended Alarm Display Bridge Captain’s Office Conference Room Chief Engineer Senior Officer B Officers’ Day Room Junior Officer A Senior Officer A Junior Officer F Junior Officer D
SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM
Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M Electronics Geamar Monitoring and Control System MCS 40M
ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT
ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM
LIST LIST LIST LIST LIST LIST LIST LIST LIST LIST
ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT
S1 S2 S3 S4 LISTS NANCE
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO +/- #

6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO +/- #
6 PQR
DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT
MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT
UP UP UP UP UP UP UP UP UP UP
7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- #
Terminal
ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE
CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS
CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN
Fire Alarm
Terminal
Engine Workshop Ship Control Centre Duty Mess Dining Room Gymnasium Crews’ Day Room Junior Officer E Junior Officer C Junior Officer B
System Net SAM
Electronics Geamar Monitoring and Control System MCS 40M
SAM
SAM
SAM
SAM
SAM
SAM
SAM
SAM
Connection
ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT ALARM 100% FAULT
ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM

LIST LIST LIST LIST LIST LIST LIST LIST LIST
ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT ADD. MAINTE- EDIT
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DIMMER/
CONTRAST

6 PQR
DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT
MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT MAN SELECT
UP UP UP UP UP UP UP UP UP
7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- #
ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE ASSIST STATUS PAGE
CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS CONTROL SETTINGS
CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN CALL DOWN
Ship Control Centre

No.3 System Operating Display
System Net
Terminal
Connection
Engine Control Room
Engine Control Room

No.2 System Operating Display No.1 System Operating Display Graphix
Alarm Printer SAM
Geamar Monitoring and Control System MCS 40M
Printer
Electronics
Chief Engineer
ALARM 100% FAULT
ALARM
LIST
No.4 System Operating Display S1 S2 S3 S4 ADD.

LISTS
MAINTE-
NANCE
DIMMER/
CONTRAST
EDIT
System Net System Net

6 PQR
DEAD PAGE DISPLAY ESC ENT
MAN SELECT
UP
. +/- #
Connection Connection
7 STU 8 VWX 9 YZ 0 space
ASSIST STATUS PAGE

CONTROL SETTINGS
CALL DOWN
System Net
Terminal
Connection Terminal
BA Engine Control Room

Panel Net
Alarm/Panel
Field Processing Field Processing

Field Processing Engine Control Room PCS 2100 Field Processing Device Station 2 Device Station 4
Device Station No.5 Field Processing Device Station 3 SAM
SAM
Device Station No.1 Control Unit

ALARM 100% FAULT ALARM 100% FAULT
SAM
ALARM ALARM
ALARM 100% FAULT
LIST LIST
ALARM
LIST ADD. MAINTE- EDIT ADD. MAINTE- EDIT
DIMMER/
CONTRAST
DIMMER/
CONTRAST
DMS 2100i
6 PQR
ADD. MAINTE- EDIT
DIMMER/
CONTRAST DEAD PAGE DISPLAY ESC ENT DEAD PAGE DISPLAY ESC ENT
MAN SELECT MAN SELECT
SAM UP UP
6 PQR
Steering Gear
DEAD 7 STU 8 VWX 9 YZ 0 space . +/- # 7 STU 8 VWX 9 YZ 0 space . +/- #
ALARM 100% FAULT PAGE DISPLAY ESC ENT
DOS 2100
MAN SELECT
UP ASSIST STATUS PAGE ASSIST STATUS PAGE
CONTROL SETTINGS CONTROL SETTINGS
CALL DOWN CALL DOWN
ALARM 7 STU 8 VWX 9 YZ 0 space . +/- #

LIST ASSIST PAGE
STATUS CONTROL SETTINGS
CALL DOWN
SAM
ADD. MAINTE- EDIT Electronics Geamar Monitoring and Control System MCS 40M
DIMMER/
CONTRAST
ALARM 100% FAULT

6 PQR
MAN SELECT
UP ALARM
LIST
7 STU 8 VWX 9 YZ 0 space . +/- #

ASSIST STATUS PAGE
CONTROL SETTINGS
CALL DOWN ADD. MAINTE- EDIT
DIMMER/
CONTRAST

6 PQR
MAN SELECT
UP

ASSIST STATUS PAGE
CONTROL SETTINGS
CALL DOWN
Main Engine
Light Column Level Gauging WECS Bilge Alarm No.1 Generator Engine WECS 9520
GEAPAS VDR Valve Control No.1 Master Clock No.2 Generator Engine No.4 Generator Engine
Order Printer Valve Control No.2 No.3 Generator Engine
3.1 Main Machinery Control System The header constantly displays the most essential information from the alarms Interactive operation is by means of a trackball, which is used as a pointing
system such as: device for the arrow on the screen, and a pushbutton to activate the desired
3.1.1 Machinery Control And Alarm System • Oldest unacknowledged alarm function.
Overview
• The number of present and unacknowledged alarms
Alarm Handling from the Operator Work Station
Maker: SAM Electronics GmbH, Hamburg, Germany. • Number of present cut-outs
Alarm acknowledgements may be carried out from the location of the alarm
• The actual watch station, duty officer and back-up officer watch station. The alarm horn is silenced by pressing the STOP HORN
Main System Components Geamar 120ISL • The time and date function key on the OWS keyboard. The oldest unacknowledged alarm is
always displayed in the header. Acknowledgement of this unacknowledged
DAS 40M Integrated Monitoring and Alarm System
The lower part of the OWS screen displays a graphic mimic diagram which alarm can be made by pressing the ACKNOWLEDGE function key on the
DPS2100 Main Engine Safety System OWS keyboard.
deals with the control and monitoring information.
DMS2100i Main Engine Manoeuvring System
EGS2200-RTF Main Engine Electronic Governor System From the alarm list acknowledgement can be performed by pointing at
Picture Hierarchy on Group Operator Stations
the unacknowledged alarm(s) marked with red text with the trackball and
The main engine remote control and safety system and the bridge manoeuvring The control pictures of the Geamar 120ISL are placed in a picture hierarchy. activating the pushbutton.
system are described in section 2.1 which deals with main engine control The alarm and control overview picture presents labels to all control pictures.
and manoeuvring. The engine safety system operates in conjunction with the Any of the control pictures can be selected by pointing at the square located
Data Collection and Data Logging
universal alarm and control system. to the left of the picture text string and pressing the activation pushbutton. The
square flashes in case of an unacknowledged alarm on the control picture thus Analogue and binary parameters may be logged on the OWS hard disk for later
giving the operator a fast and safe overview of the actual situation. data analysis. All condition changes of parameters and values, defined to be
System Overview logged, are stored for a period covering the previous 24 hours with a maximum
The alarm and control overview picture can be selected by pressing a function of 96 hours. Compressed one-minute mean-values (optional min, max, total,
The 120ISL Integrated Monitoring and Control System actual value or number of events) are stored for a period of 30 days.
key on the keyboard or from the area/diagram pull-down menu on the command
Main Features of the Geamar 120ISL Monitoring and Control System bar in the upper edge of the screen.
The OWS offers the following facilities for data analysis; trend display, data
• A modular system assembled by using basic hardware and export, and time-related reports can be generated.
software modules Integrated Monitoring System
• A system that offers a comprehensive overview of alarm, Alarms related to the controlled machinery components can be displayed on the
Reports Facilities
control and monitoring information corresponding screen display pictures with clear indication of the alarm state,
the unacknowledged state and the cut-out state. A steady red square indicates The facilities of the OWS include the following standard reports:
• A system that includes a complete range of standard control an acknowledged alarm, a flashing red square indicates an unacknowledged • Daily reports
applications alarm and a light blue square indicates a cut-out. By pointing at the square and
pressing the trackball’s activation pushbutton, it is possible to read the actual • Monthly reports
• A decentralised architecture system that allows any type of
external equipment to be interfaced state, as for example an unacknowledged low alarm and alarm limits. • Yearly reports
• Redundant Network In the alarm list on the OWS it is possible to obtain a common overview of all The reports are based on the compressed data from the log. To generate a daily
• Full Local Operator possibility in a distributed system present machinery alarms, manual, or automatic cut-outs and system failures in report, the compressed one minute data is compressed further to obtain values
the control system. Alarm acknowledgement can be carried out directly from for each hour.
Operator control is from the operator work station (OWS) which is a personal the ACKNOWLEDGE function key on the OWS keyboard at the alarm watch
computer (PC) operating the Windows graphic environment to handle the station. Before acknowledgement the alarm horn must be silenced. This is done Reports can be made as detailed reports or as overview (compressed) reports.
man machinery interface (MMI). Control assignments within the 120ISL are from the STOP HORN function key on the OWS keyboard. Detailed reports show both the 60 values for each hour and the totals for each
handled by ZM411 micro computers, these dealing with signal acquisition, day. The overview report shows the total values for the day only. The hour
alarm and automatic control functions. values from the daily reports are then used for generation of the monthly
Operation from the Operator Work Station
report, and the values from the monthly report are used for the yearly report.
Information from the 120ISL is displayed on graphics diagrams at the OWS. From the OWS the operator can interface with the relevant control systems via Reports can be printed out automatically at a specified time or on request from
This display is divided into three parts: a menu bar, a header and a selectable the associated graphic display (Mimic Diagram). the operator.
diagram, e.g. a control and overview picture or an alarm list. The menu bar and
the header with status information is always visible. Other reports may be user configured.
Data may also be exported in DIF file format, compatible with a number of • Trend values in tabulating form The panel net connects the field processing devices to the alarm panels.
standard PC applications for further analysis or reporting.
• Status print-outs for a picture/system (system documentation)
The Alarm System for Unattended Machinery Space
• Event log
Trend Display
The system provides for monitoring of sensors and alarms at a central panel in
One to five graphs for supervised parameters can be displayed in the same The alarms and main events are printed on the text printer directly connected the ECR and at alarm panels that allow remote alarm indication at the bridge,
trend display with individual colour and measuring scale. The individual to a Gamma micro computer, which is related to the 120ISL alarm handling at the engineer’s cabins and in the public rooms. A printer that logs all the
colour is used to separate the ID number, the measuring scale, the trend curve, function of the system. alarms and events is also connected to the system.
and the digit value for each measurement. A zoom function is available by
selecting the new area by means of the trackball. When the system is selected for unmanned machinery space when an alarm
DAS 40M Main Components is activated an audible and visible alarm will be initiated in the cabin of the
Trend displays that are used most frequently can be accessed directly from selected the duty engineer, as well as in the public rooms. This allows the duty
the command menu named ‘Graph’. The operator has access to all stored The DAS 40M system is formed by a number of standard hardware components engineer to move freely between any of these locations and still be certain to be
measurements from the stored log on the OWS hard disk. Trend curves, showing as follows: aware of the alarm. The alarm may be acknowledged at any of the duty alarm
values for the previous 24 hours (maximum 96 hours) or part of that period, are • Operator Work Station (OWS) panels, which will silence the alarms in the accommodation with the exception
based upon the continuous logged data. A trend display for a period exceeding of the selected duty cabin, this may only be silenced on that actual panel. After
• Field Processing Device (FPD)
the last 24 hours (maximum 96 hours) is based upon compressed values. acknowledging the alarm the duty engineer must go to the engine control room
Parameters, which are not predefined for logging, may be displayed during • Duty Alarm Panel (DAP) and accept and silence the alarm at the control console.
on-line data collection, initiated on the request of the operator. • System Operating Display (SOD)
Trend curves can be printed as screen dumps, or they can be saved as a file • Alarm / Log printer General Introduction to the DAS 40M System
on the PC hard disk for subsequent printing or analysis. The data used for the • Redundant System net
trend displays are accessible on the GOS and can be printed in tabulated form The purpose of an alarm and monitoring system is to collect the information
on a printer. • Panel net concerning the safety on board the ship and to monitor the alarm situations.
After discovering an alarm situation the system has to announce this to the duty
The Field Processing Device handles the functions of the alarm detection, and personnel, ie, the following main tasks must accomplished by the system:
Event Log additionally one of the Field Processing Devices controls the alarm panels
• Acquisition of supervision data, ie, sensor values
Main events such as running feedback signals from motors and engines can be (basic alarm panels and accommodation alarm panels).
automatically logged on the alarm and event log printer, giving the engineer a • Detection of alarm states, ie, illegal values or states
complete machinery log. Duty Alarm Panels (DAP) are installed on the bridge, in the engine control • Announcement of detected alarms
room, in all officers cabins of the and in the public rooms including the ship’s
comtrol centre. The DAP is used for alarm signalling and duty call to officers • Supervision of duty engineer response
All events, such as commands and feedback changes, may also be logged on
the OWS hard disk. The log is accessible on the OWS and may be printed on in the accommodation areas. The DAP provides the operator with all necessary • Logging of alarms and events
a printer, either on request as a report or continuously. facilities for use of the alarm system including alarm acknowledge, duty
engineer selection, etc. The alarm system gathers raw data by the use of its input channels which are
The commands are only included in the log on the specific OWS from which connected to the various sensors.
the command is actually activated. The Accommodation Alarm Panel (AAP) is installed in the cabins of the duty
engineers and in the public rooms. The AAP is used for alarm signalling and The collected data is passed on to the monitoring channels which interpret the
duty call to engineers in the accommodation areas. data and convert it into information.
Printers and Screen Dumps
One graphics printer in colour or black and white for: The Extended Alarm Display (EAD) is used together with the BAP to extend A monitoring channel is a piece of software which is able to:
the amount of information to be displayed simultaneously. The EAD is an
• Hard copy of the total screen including all windows • Read an input
integrated part of the Graphics Operator Station GOS).
• Hard copy of the active window of the screen • Translate the input value/state into understandable information
• Hard copy of trend curves The Log Printer is used for printing the different logs and reports. and compare the value/state in order to preset the alarm limits/
states
• Daily reports The redundant system net interconnects the field processing devices and is
• Announce an alarm
• Monthly reports mainly used for interchange of information between the field processing
devices and the operator work stations in a DAS 40Mconfiguration including
• Yearly reports the control systems.
When the DAS 40M detects an alarm it is announced both by a visual signal While the alarm LED is active at those panels where alarms are directed the the panels. If the buzzers and horns are activated due to an ALL ENGINEERS
and an audible signal and on the various types of text displays. alarm group LEDs are never suspended. These will always display the status CALL these can only be silenced by the acknowledgement at the watch
of the group to which they are assigned. station.
In response to the alarm announcement the engineer must stop the buzzer/
horn and acknowledge the alarm to confirm that he is aware of what has The alarm groups feature the following states: Any of the DAPs located in the cabins of the duty officers can be made to
happened. function in the same way as the panels in the public rooms. This means that a
• No alarms and no unacknowledged alarms in a group
cabin panel which is not selected on duty, can be selected to give alert as the
If the engineer does not respond to the alarm announcement within a preset • Alarm in a group. Includes ‘signal validity failure’ (sensor alarms occur.
time (adjustable), the DAS 40M system will announce the alarm in all possible failure)
locations to make sure that the alarm is noticed. • Machinery alarm in a group. Excludes ‘signal validity failure’ Selection of Duty Engineer/Back-Up Engineer
An alarm has four states: • Unacknowledged alarms in a group One engineer can be selected as duty engineer at a time. When selected on duty
he is called in his cabin immediately an alarm occurs in the alarm system.
• Normal In addition the alarm groups can be displayed on the Extended Alarm
• Present but not acknowledged Display(s). The selection of a duty engineer and/or a back-up engineer is done from a
predefined basic alarm panel (normally the watch station). When selecting
• Normal and not acknowledged
The Bridge and Accommodation Alarm System a duty engineer the accommodation alarm panel in the engineer’s cabin will
• Present and acknowledged give a steady sound which must be silenced/acknowledged on the panel.
In addition to the individual alarm announcements and the group alarms, the Alternatively, the DAS 40Msystem can be customised in a way that the
The alarm announcement refers to the announcement of a new alarm, ie, an DAS 40M has the facility for advising duty engineers of the occurrence of duty engineer selection can be acknowledged from the panel from where the
alarm which has changed from being not present to being present but not new alarms, thus making it possible to operate the vessel with an unmanned selection was initiated. (The UMS system is covered in more detail in section
acknowledged. An alarm announcement includes the use of both the buzzer machinery space. The advising of the duty engineers takes place through 6.1.)
and the alarm LED on the alarm panels where it is to be announced and in the duty alarm panels (DAPs) which are located in the cabins of the duty
addition external horns and lamps are used. engineers/public rooms and on the bridge.
DPS2100 Main Engine Remote Safety System
The alarms are always announced in at least one location (the watch station), Duty Engineer Watch System
and must always be acknowledged from there within a preset time otherwise The engine safety system (DPS2100) is installed in parallel with the bridge
an alarm will be triggered to call other engineers. At the appearance of a new alarm the DAS 40M provides selective, automatic manoeuvring system (DMS2100i) but is designed to monitor and protect the
call (duty call) in the accommodation area. propulsion plant independently of the DMS. The DPS2100 protects the plant
The watch station is the centre of the alarm system, and it is from here that Selective means that it is possible to select one engineer as duty engineer against inadmissible operating states and an alarm is not created until one of
the alarms must be acknowledged. Except for the use of the manual cut-outs, and that this engineer officer will be able to move freely around the ship’s the limit values is exceeded. All limits are set to values which are below those
the alarm announcement cannot be suppressed on the watch station panel accommodation area. at which the engine might be endangered. The alarms are visually indicated on
regardless of any of the DAS 40M functional modes. The audible alarm may the assigned operating panel and audibly by means of a buzzer.
silenced at an accommodation panel but the alarm condition still exists and When a duty engineer is selected the accommodation alarm panels in the
must be acknowledged at the control station in order to prevent an all engineers public rooms also give an alert as the alarms occur. In response to a duty The DMS 2100 is covered in section 2.1.2 and the DPS2100 in section 2.1.3.
call. call the duty engineer must perform the same actions as for a normal alarm Details of facilities and operation of these systems are provided in those
Other locations at which an alarm is announced depends on whether or not the announcement; first silence the horn/buzzer and then acknowledge the alarm sections but it must be appreciated that the DMS2100 and the DPS2100
watch station is attended or if a duty engineer has been selected. at the watch station. operate in conjunction with the 120ISL.
The duty selection itself must also be acknowledged, but this is simply done It is essential that the operating engineer understands the functioning of the
Alarm Groups from the cabin of the engineer on duty. If the duty call has been acknowledged DMS2100 and DPS2100 systems and appreciates their link with the EGS2200
An alarm will be presented to the engineer as an alarm in general and also by from the cabin of the duty engineer the horn/buzzers in the accommodation system.
an alarm group LED which will enable the engineer to determine the nature of area and on the bridge will be silenced, but the horn in the engine room and
the alarm quickly, eg, if it comes from the main engine, pumps, power plant, the alarms must still be acknowledged from the watch station.
Dead Man Alarm Systems
fire, etc.
The horn/buzzer can be stopped locally in the public rooms, but this will not
be interpreted as an acknowledgement of the duty call. There is no dead man alarm system as such but it is the repsonsibility of the
The DAS 40M system can handle up to 100 alarm groups and each individual
engineer who enters the engine room during an unmanned period to make
alarm may be assigned a maximum of four of these groups at a time.
In case the alarms have not been acknowledged within a predetermined time, this know to the bridge or watchman when in port. The duty engineer must
typically 3 minutes, an ALL ENGINEERS CALL will be announced on all of report by telephone to the bridge or watchman every 20 minutes otherwise an
investigation is initiated.
Illustration 3.1.2a Operator Panel
SAM
Electronic Geamar Duty Alarm System DAS 40m
ALARM
LIST
MAINTE- DIMMER/
ADD
LISTS NANCE CONTRAST
EDIT
DUTY WATCH S1 S2 S3 S4
ME ME ENGINE ME REM ESC ENT

SHUTDOWN SLOWDOWN FIRE DISPLAY
ALARM CTRL FAIL
ASSIST ME BRIDGE SCC SENSOR SYTEM PRINTER

CALL RED RPM ALARM ALARM FAILURE FAILURE CONTROL
3.1.2 Operator Stations Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of is displayed. To leave the alarm list the ESC button is pressed. Following this
the engine. The emergency stop is recorded in the DPS2100 and is indicated instruction, the indication previously shown on the display appears again.
The operator station DAS 40M, DPS2100 and DMS2100i panels are equipped on the operating panel display and in the alarm list.
with pushbuttons and LED check back indicators. The pushbutton functions If critical operating states occur during the presence of the alarm list on the
are as follows: In addition, SHUTDOWN ACTIVE is displayed on the display screen and the display, then the list immediately disappears and the critical operating states
LEDs ALARM and in the SHUTD. ACTIVE button are illuminated. are shown on the display.
• ALARM ACK (acknowledgement)
• ALARM LIST The emergency stop pushbuttons remain active (closed) until the pushbutton is Note: If the operator does not intervene further, the system display is
• STOP HORN pressed again to switch them off (open). When the emergency stop is switched automatically shown after expiry of the time out period. As default the time
off, the shutdown has to be reset. out period is 10 minutes.
• DIMMER
• MAINTENANCE
Operating and Indication Panel Visual Alarm Acknowledge
• EDIT
For visual acknowledgement of an alarm, the alarm list has to be selected. An
The operating panel is equipped with a number of pushbuttons which allow
• MENU unacknowledged alarm is indicated by the flashing state indication in front of
communication with the DPS2100. The pushbuttons are directly functional or
• ESC the alarm text. The alarm is visually acknowledged by pressing the ALARM
are used to select menus and lists.
ACK. pushbutton.
• ENTER
• Cursor control (4 sets) Audible Acknowledge If the alarm state was alarm active non-acknowledged, the state display turns
to ALARM ACTIVE ACKNOWLEDGED, with a steady state light indication
• Aphanumeric/function (12 sets) Any alarm coming up leads to an audible signal at the control/indicator panel,
in front of the alarm text. Where more unacknowledged alarms are present, the
from which the ship is being operated. This also applies to the acknowledgement
• ‘S’ pushbuttons (4 sets) display automatically switches to the next unacknowledged alarm. Otherwise
of this signal. Pressing the button STOP HORN, acknowledges the audible
the display remains in the actual position.
alarm and switches off the buzzer.
The panel has a display with 4 lines having 40 characters each. The display
and the pushbuttons are equipped with background illumination, which can be If the alarm state was ALARM GONE NON-ACKNOWLEDGED, this alarm
dimmed. Selecting the Alarm List indication is cancelled and the next alarm is displayed.
All alarms are recorded in the alarm list. For the visual acknowledgement of
the alarm the alarm list must firstly be selected. This is done by pressing the Shutdown Cancel
Operating Facilities
pushbutton ALARM LIST; the alarm list is then selected and displayed. Every
To cancel the shutdown criteria, press SHUTD CANCEL. ��
When shutdown
alarm is shown in the current state.
The DPS2100 provides the following operating facilities: cancel is active, the shutdown signals are suppressed. To remove the shutdown
cancel, the pushbutton is pressed again.
The following alarm states are possible:
Illuminated EMERGENCY STOP pushbuttons, which are located
Alarm active non-acknowledged: Alarm symbol light flashing
• In the bridge wing consoles. Shutdown Reset
Alarm active acknowledged: ��
Alarm symbol light ��
steady
• On the bridge console. To reset a shutdown that has been active before, press SHUTD RESET. This
Alarm gone acknowledged: Alarm
��
symbol light off resets the shutdown condition. After this action, the engine speed increases to
• On the operating panel located in the ECR.
Alarm gone non-acknowledged: Alarm
��
symbol light ��
flashing the desired value set by the control lever.
• On the local panel in the engine room.
If there are unacknowledged alarms, the first one is shown on the display Shutdown Cancel
Emergency Stop and can be visually acknowledged. If this is done, the display moves to the
Shutdown command is cancelled by pressing the SHUTD CANCEL
next unacknowledged alarm and so on until all unacknowledged alarms are
pushbutton.
The emergency stop pushbuttons are wired in parallel, with one contact each acknowledged.
directly to the emergency stop solenoid. Each pushbutton has a second contact
When shutdown cancel is active, the shutdown signals are suppressed. To
which is wired to the DPS2100 as an individual digital input. A collective output The cursor pushbuttons are used to scroll up and down the alarm list. The
remove the shutdown cancel, the pushbutton is pressed again.
is wired to the emergency stop solenoid. The emergency stop pushbuttons are alarm indications can be displayed one after another, until START OF LIST
provided with covers to prevent accidental actuation. is displayed in line two, or END OF LIST is displayed in line four. These
are the limits of the alarm list. If there is only one alarm in the list, the scroll
function is ineffective. If the alarm list is empty, the message NO ALARMS
Maintenance To leave the maintenance menu the ESC button is pressed. Following this In the parameter list there are two ways to display any parameter:
To handle operating panel settings, press MAINTENANCE, this activates the instruction, the display reverts to the information which was shown before the
maintenance mode and a menu is displayed on the operating panel display. ESC pushbutton was first pressed. 1. By activating the up or down cursor pushbuttons, the parameter
numbers are increased/decreased by one, with every pushbutton
The maintenance menu indicates the function of pushbuttons S1 to S3. The Note: If the operator does not intervene further, the system display is stroke.
functions are as follows: automatically shown after display time out. 2. By numerical setting of a parameter number. To open the
number for changing the ‘0’ pushbutton is pressed. The actual
S1: Sets the basic brightness of the LEDs in all pushbuttons of the parameter number is replaced by the cursor. The desired number
panel. There are 15 steps available, where 0 is the lowest and Procedures for Making Operating Panel Adjustments (maximum 3 digits) is now set by using the alphanumerical
15 the highest brightness. The actual level is indicated in the pushbuttons 0-9. When the desired parameter number has been
Parameter, Suppressions and Operating Values
display. With every pushbutton stroke the brightness changes to set, it is completed by pressing the ENT pushbutton. If an
the next step in the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0. To display and/or change parameters, suppressions and operating values, the invalid parameter number is entered (eg the parameter number
MENU pushbutton is pressed. This activates the menu display and has a sub entered is greater than the maximum parameter number), the
S2: Sets the basic brightness of the display background light. There
menu showing items which can be selected using pushbuttons S1 to S3. The first parameter number in the list is selected. By pressing the
are 15 steps available, where 0 is the lowest and 15 the highest
sub menu functions are: ESC pushbutton the parameter number entered is not accepted
brightness. The actual level is indicated in the display. With
every pushbutton stroke the brightness changes to the next step S1: Pressing S1 opens a list of inputs to the DPS 2100, and allows and the parameter shown before remains on the display.
in the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0. single inputs to be switched on and off.
S2: Pressing S2 displays the actual operating values. Note: The parameters which require the expert password (No.4) and the user
S3: On pressing pushbutton S3, a lamp test takes place. All LEDs in
password (No.5) are hidden, i.e. they are not displayed, whether in scrolling
the pushbuttons of the panel are illuminated in full brightness, S3: Pressing S3 opens the parameter list, recorded in the central mode or in direct selection mode. The display automatically shows the next
the display is filled with plain indicators and the buzzer is module DZM 402, allowing parameter display and/or parameter higher or the next lower parameter number.
activated. The lamp test is cancelled automatically after 5 changes.
seconds.
To display and/or change the hidden parameters, first the release parameters
To leave the menu or the sub menus the ESC button is pressed. Following this CHANGE EXP. PASSWORD (No.2) for the EXPERT PASSWORD or
To leave the maintenance menu the ESC button is pressed. Following this instruction, the display reverts to the information which was shown before the CHANGE USER PASSWORD (No.3) for the USER PASSWORD has to
instruction, the information shown on the display before appears again. ESC pushbutton was first pressed. be set
Note: If the operator does not intervene further, the system display is Note: If the operator does not intervene further, the system display is
automatically shown after the display time out. automatically shown after display time out. Procedure for Changing the Parameter Values
1. Passwords
Dimmer/Contrast Procedure for Parameter Display and Value Changing The adjustment of parameters is blocked for unauthorised persons. Three
To set the brightness of the operating panel pushbutton LEDs and the display’s The parameter table lists all variable values. The settings for the engine are password levels in this system are provided:
background light, press DIMMER. This activates the dimmer/contrast system recorded in the internal parameter list, in the parameter table; the values can
and opens the dimmer/contrast menu. be set within fixed margins to adapt the program to the engine. Service Password (Level 3)
The service password allows the operator to change critical parameter values,
Pressing the DIMMER pushbutton step by step, sets the brightness of the such as the parameters for engine speed. The service password also releases
Note: Parameter changes must only be made by authorised personnel. the parameters where the user password or the expert password has to be
LEDs in the pushbuttons and the display back light, taking the basic level into
account. With every pushbutton stroke the brightness changes to the next step known. The service password cannot be changed and should only be known
in circle by adding 5 to the actual level, until the maximum level is reached. Parameter Display by commissioning personnel.
This is indicated at the display. The next pushbutton stroke leads to lower
After pressing the S3 pushbutton the parameter list is opened for display and
brightness. Expert Password (Level 2)
to allow parameter values to be changed.
The expert password allows the operator to change critical parameter values,
Note: If the basic level is set to 15, the lowest level is equal to maximum such as the parameter values of slowdown and shutdown. The expert password
To leave the menu or the sub menu the ESC button is pressed. Following this
level. In this case dimming is not possible. also releases the parameters where the user password has to be known. The
instruction, the information shown on the display previously appears again.
expert password can be changed by setting parameter number 4 to a value
To leave the Dimmer/Contrast menu the ESC button is pressed. Following this between 0000 and 9999. To do this, the expert password or the service
Note: If the operator does not intervene further, the system display is password has to be known.
instruction, the maintenance menu appears again. automatically shown after display time out.
User Password (Level 1) 3. Changing the Parameter Value Note: If the parameter adjustment session is not completed by pressing the
The user password allows the operator to change non-critical parameter As the program uses the RAM value, a change of a parameter has an immediate ESC pushbutton, the session is automatically completed after expiry of the
values. The user password can be changed by setting parameter number 5 to a effect on the function it controls. Changes, therefore, should only be made time out, set by parameter No.6. In this case the menu is displayed and the
value between 0000 and 9999. To do this either the user password, the expert when the engine is stopped. If the engine is running changes should be made changed parameters are written to the EEPROM. This is also valid, if a
password or the service password must be known. step by step with small changes on each step. parameter change was not completed by activating the ENT pushbutton, and
the parameter was still opened for changing.
2. Entering the Password To open a selected parameter for value setting, press EDIT. The EDIT
pushbutton brings up the request for a password on the display if the parameter
To release a selected parameter for value setting, press EDIT. The Edit
has not been released.
Suppressions
pushbutton is pressed and if the adjustment of parameters is not released, the
operator is asked to enter a password by means of the display as follows. The operator can suppress shutdown activation of individual sensor inputs with
After input of the correct password the selected parameter is displayed. To
•��
Service Password: < > the aid of this control function; this is true for all except the emergency stop
open the parameter for value changing, the EDIT pushbutton has to be pressed
inputs. For a suppressed shutdown activation the monitoring remains active, an
• Expert Password: < > again. Following this, in the display the cursor is indicated below the least
alarm signal will appear on the operating panel when the sensor responds.
significant digit of the parameter value.
• User Password: < >
To activate the suppression function, the menu is selected by pressing the
There are two possible ways to change the parameter value:
The actual display request depends on the level of the selected parameter. MENU pushbutton. To leave the menu the ESC pushbutton is pressed, or it
On each request the correct password or the password of a higher level has 1. By activating the up or down cursor pushbuttons, the selected will be left automatically after a time delay period (20 seconds). Following
to be entered. To complete the password input, the ENT pushbutton must be digit is increased/decreased one by one with every pushbutton exist from the menu the information reverts to that previously shown on the
pressed. stroke. At a decade overflow/underflow the next higher digit is display.
increased/decreased by one, e.g. 07, 08, 09, 10, 11... or 10, 09,
If the entered password was: 08...To select the digit to be changed within the value display, From the menu, pressing the S1 pushbutton opens the suppression list allowing
the left and right cursor pushbuttons are used to shift the cursor the user to change the suppression state. This can be done at the bridge panel
• Correct, the previous selected parameter is displayed again and to the desired digit. and the ECR panel simultaneously.
may be opened for value changing by pressing EDIT again.
2. By numerical setting of parameter value. To set the value, first the
• Incorrect, then ILLEGAL PASSWORD is displayed, the wrong 0 pushbutton has to be pressed, to open the value for changing. The Note: If the operator does not intervene further, the system display is
password is deleted and the mode remains in the password actual parameter value is replaced by the cursor. Afterwards the automatically shown after display time out period.
request, in order to enter the correct password. desired value has to be set by using the alphanumerical pushbuttons
(0-9). By activating the up and down cursor pushbuttons the sensor inputs can
If the password input is completed by pressing the ESC pushbutton, the be displayed one after another. The display of sensor inputs are increased/
password request is cancelled and the previous selected parameter is displayed A parameter value can only be set within fixed margins. The upper and lower decreased with every pushbutton stroke.
again. limit are recorded in the program and documented in the parameter list. If the
value is set to more than UPPER LIMIT, the parameter value is set to the upper When the desired sensor input appears in line two the operator can suppress
Note: The passwords always consist of four digits which means that leading limit. If the value is set to less than LOWER LIMIT, the parameter value is set the shutdown or slowdown activation by pressing S1, or re-enable by pressing
zeros have to be entered, e.g. 0035. to the lower limit. S2. After pressing S1 or S2 the state SUPPRESSED or ENABLED is stored
in the EEPROM. Every suppression made by activating S1 increases the
The input password releases the parameter setting for a preset time, which When the desired parameter value has been set, it must be completed by suppression counter by one, every re-enable made by activating S2 decreases
is set in parameter No.6. With every action during the parameter adjustment pressing the pushbutton ENT to save the new value. By pressing the ESC the suppression counter by one. The suppression state for an input is indicated
session, the time is set to this value. pushbutton the new parameter value entered is not accepted. The old value at the end of the input channel text in line two.
remains and the display changes to OLD VALUE.
If no intervention takes place or the parameter adjust is left, the time is counted
down. After expiry of the time the release to change parameter values is As the old parameter value (EEPROM) and the new parameter value (RAM)
cancelled. The next attempt to change parameters results in a password request are displayed continuously during the parameter adjustment session, the
on the level for the particular parameter. operator is always informed about the old parameter setting and the changes
made.
If the password for a low level parameter is set and a parameter on a higher
level is selected to change, then the password for the higher level will be To leave the adjusted parameter, the ESC pushbutton has to be pressed.
requested. Following this, the menu is displayed again. All changed parameters are now
recorded in the EEPROM in order to keep them even if the power supply is
switched off.
Procedure for Changing Operating Values The keyboard is a standard PC keyboard. In addition to the letter and number • Graph Diagram
keys the keyboard is also equipped with 12 function keys, some of which are
• Barograph Diagram
To change the operating values the menu screen must be selected by pressing the used for dedicated purposes in connection with the OWS operation.
MENU pushbutton. To leave the menu the ESC pushbutton must be activated
or it will be left automatically after a time delay period (20 seconds). General OWS Layout Operating the OWS
After pressing the pushbutton S2 the operating value list is opened. At this The display is divided into two main parts: A header window and a working A diagram on the screen consists of a static background drawing with some
point there is only the operating value MAX OVERSPEED. It indicates the last area window. The header window is always present and displays the Header dynamic objects to indicate alarms, measurements and states for machinery
maximum overspeed shutdown value. This speed indication can be reset to 0.0 Diagram for the actual operator station. A menu for diagrams/graphics is components. Some of these dynamic objects are also active areas from which
by activating the function pushbutton S1. shown on the left hand side of the screen. an action can be carried out. This action can be to open another diagram, to
acknowledge an alarm or to send a command to a machinery component for
To leave the menu or the sub menus the ESC pushbutton must be pressed. The working area window displays selectable diagrams which are used to example.
Following this instruction, the information shown on the display reverts to that control and supervise the machinery components, eg, alarm lists or mimic
previously shown. diagrams. When the OWS is powered up the working area window will display On the screen is a pointing device, shown as an arrow; the arrow is referred to
the main menu diagram, which is used to gain access to the other diagrams and as the cursor. The cursor can be moved around the screen with the trackball.
lists in the system.
Note: If the operator does not intervene further, the system display is
automatically shown after display time out. The cursor is used for pointing out active areas in the screen diagrams. The
In addition to the two main windows, there is a caption bar in the top of cursor (tip of the arrowhead) must be placed inside the active area in order
the screen displaying the date and time and a menu bar from where various to open a new diagram or select an object to give commands to a machinery
Engine Load Program functions of the OWS can be controlled. component. The active area is indicated by a frame when the cursor is inside
the area.
The load program operates automatically during load increase and decrease in In the caption the date and time can be displayed as UTC time or as local time.
the upper engine load ranges. Additionally it is possible to indicate the type of time: UTC, LT (local time) The trackball is used to move the cursor around the screen and an area is
or actual time zone. selected by pressing one of the trackball buttons. If the active area is an ‘open
a new diagram’ area, the matching diagram will be opened by a left click.
The Operator Work Station (OWS) Header Window: The header window contains the header diagram which
displays important information from the alarm system related to the OWS. If the active area is a machinery component object, a left click will open the
The Operator Work Station (OWS) is the operator interface for control and This includes: command menu for this machinery component; a command can be sent by a
supervision of the machinery components and the GOS is also the interface for
• Number of alarms new left click on the desired command text.
alarm handling in the Geamar 120ISL system.
• Ship operating mode If the active area is indicating an alarm, a right click will open alarm menu.
The OWS is based on a Windows environment, allowing the screen to be
• Watch location If it is an unacknowledged alarm, a left click on the acknowledge text will
divided into several areas (windows), the composition of the visible windows
acknowledge the alarm; a left click on the text DISPLAY CHANNEL will open
being decided by the operator. • Duty officer
a dialogue with detailed information of this alarm.
In addition to the main windows, the system makes use of dialogue-boxes The header diagram also includes short cuts (selection buttons) to some often
which are used for both presenting information to the user as well as enabling used functions e.g. the Main Menu Diagram, the Alarm List, Stop Horn and
the user to control the system. Acknowledge.
Although a keyboard is provided almost any function can be carried out by Working Area: The working area can contain many different lists or diagrams,
using the trackball alone. such as:
• Alarm List
The OWS Components
The OWS is a personal computer (PC) built into the console and consists of the • Alarm Group List
computer, the screen, the keyboard and the trackball pointing device. • Failure Lists (sensor fail, device fail)
The screen operates in graphic mode at all times and any mix of graphic and • Suppression Lists (cut out, simulated)
text information can be presented simultaneously. • Mimic Diagram
• Function Block Diagram
Description of Lists and Diagrams in the OWS One alarm occupies one line in the alarm list. The alarms are sorted by starting 3. Unacknowledged Alarm that has Turned Normal Again
time; the oldest alarm is at the top and the newest alarm is at the bottom of the An unacknowledged alarm that has turned normal again is
Header Diagram
list. If the alarm is more than 24 hours old the starting time is exchanged with indicated by removal of the start time and the State text is
The header diagram contains important information for the alarm system/ the starting date. changed to NORM but is still flashing. The alarm can be
systems to which the OWS(s) has access. The MCS2200 system can have from
acknowledged by left clicking on either of the exclamation
1 to 4 alarm systems, e.g.. one for machinery alarms and one for cargo alarms. The alarm list can display all alarms defined in the alarm system, normally up mark buttons. Note that alarms cannot be acknowledged whilst
Each OWS can have access to one or more of these alarm systems. to 20 alarm lines can be shown on the screen. If the actual number of alarms the horn is sounding.
is greater than this it is indicated in the bottom of the list. The rest of the
Besides alarm system information, the header also includes short cuts to some alarms can be seen by scrolling in the alarm list using the PAGE UP and PAGE
of the most used diagrams. The short cuts are shown as Windows buttons; a DOWN pushbuttons or by making a left click on one of the scroll buttons. 4. Standing Alarm
left click on the button will open the matching diagram. The alarm line marked D is a standing acknowledged alarm;
The colour of the text in the alarm list is normally green, except for the STATE the State text is steady red and the starting time of the alarm is
The header also includes a button for STOP HORN, a red symbol indicates that text. The colour of the ‘State’ text is controlled by the priority of the alarm, indicated.
the horn is active, a left click on the button will silence the horn. for priority 1 the colour is red, for priority 2 the colour is magenta and for
priority 3 the colour is yellow. The STATE text is flashing as long as the alarm
The header also includes a button for ACKNOWLEDGE, a red symbol is unacknowledged. 5. Standing Alarm, Older than 24 Hours
indicates that an unacknowledged alarm exists. A left click on the button will A standing acknowledged alarm: the State text is steady red and
acknowledge the oldest unacknowledged alarm, the alarm text for this alarm is A right click on an alarm line will bring up a small menu with two texts, the starting time is indicated as a date. If needed the time can be
also shown in the bottom line of the header. It is only possible to acknowledge DISPLAY CHANNEL and ACKNOWLEDGE. found in the Event Log.
alarms which are visible.
The icon is disabled (not possible to select, shown in grey) if the alarm is
The horn and acknowledge buttons will only function and indicate an active 6. Alarm that has Turned Normal Again
acknowledged, if the horn is not silenced, or if this OWS does not have the
state if the OWS is the actual watch station for the alarm system of the new right to acknowledge the alarm. If the icon is enabled (possible to use, shown An acknowledged alarm that has turned normal again is
alarm. in black) the alarm can be acknowledged by making a left click on the icon. indicated by grey text, the State text NORM and no starting
time indication. This line is not removed automatically, as this
Main Menu Diagram A left click on the DISPLAY CHANNEL text will open the display channel could cause confusion when the other lines are moving while it
diagram for this alarm channel. The display channel diagram shows detailed is being looked at. The line will be removed when left clicking
The Main Menu is the overview diagram at the top of the diagram hierarchy, information for the alarm channel set up, such as alarm delay, alarm limits, on the bottom, if another page is selected or if the alarm is
from this diagram there is connection to all other mimic diagrams in the connection terminals, cut out and simulation status; some aspects of the set up closed.
system. It is possible to open mimic diagrams and alarm groups directly from can also be changed from the display channel diagram e.g. delays and limits.
the main menu diagram or to open other overview diagrams for smaller parts
of the system. Alarm Groups
Different States of an Alarm
Each alarm group, mimic diagram and sub-overview diagram is indicated by Each alarm channel can be included in 0 to 4 alarm groups. The alarm groups
1. New Unacknowledged Alarm
an active area in the Main Menu diagram. To open the matching diagram a in which this alarm is included is indicated in the Alarm Group field.
left click is made on the square or on the text of the active area. If there is an A new unacknowledged alarm is indicated with the time the
unacknowledged alarm in the matching diagram the square will flash red; if alarm started. The alarm can be acknowledged by left clicking If a left button click is made to the right of the name of the alarm group, the
there are acknowledged alarms and no unacknowledged alarms in the matching on the button showing three exclamation marks; this will matching alarm group diagram is opened.
diagram, the square will turn to steady red. also acknowledge all other unacknowledged alarms visible in
the current page of the alarm list. Note that alarms cannot be
Channel Parameters
At the left of the screen there is a menu list from which diagrams may be acknowledged whilst the horn is sounding.
immediately called up. Limit: Binary alarm channels have only one limit. Analogue
alarm channels have from 1 to 3 limits. If more than
2. New Unacknowledged Alarm, Selected
one limit is active at the same time, the message text
Alarm List A new unacknowledged alarm which has been selected by a left for the highest number will be displayed in the alarm
An alarm list is a list of all standing alarms, both acknowledged and click somewhere on the alarm identification line is indicated by a list.
unacknowledged, in the alarm system. The MCS2200 system can include from blue background colour. A selected alarm can be acknowledged
1 to 4 alarm systems (eg, machinery alarms and bridge alarms), each alarm by left clicking on the button showing one exclamation mark;
Type: Binary / low limit / high limit.
system has its own alarm list. this will only affect the selected alarm. Note that alarms cannot
be acknowledged whilst the horn is sounding.
Message: Displays the message text that is defined for this Channel Calculation Simulation
limit, defined during commissioning. Displayed in the channel calculation field are the signals which are used to All alarm channels can be set in simulation mode. In this mode there is no
calculate the state of the alarm channel. connection to input signals for the alarm channel, but the input value can be set
Priority: Priority of the alarm channel, 1 - 3 for alarms and manually. A left button click will open the simulation dialogue.
4 for event. Priority is used to select the colour of For analogue channels 1 - 3 input signals can be used: a main signal, one signal
the state text and indication in mimic diagrams. that is added to the main signal and one signal that is subtracted from the main
Data Log
Priority 1 is red, priority 2 is magenta, priority 3 signal.
is yellow and priority 4 white. The priority is also The 120ISL system is able to print a log of the actual values for selected alarm
used to select which alarm to include in the alarm For binary channels 1 or 2 signals can be used, the calculated signal is a logical channels, this function is called the Data Log. The selection of each alarm
list if ‘Only priority 1 alarms’ or ‘Only priority 1 + operation between the two signals, AND, OR, XOR and XNOR can be used. channel can be changed in the Data Log selection dialogue, which can be
2 alarms’ are selected in the additional list dialogue. opened by a left button click.
Alarms with priority 4 are not shown in the alarm Each signal is specified in one line with the following information:
list, but can be included in an alarm group and shown There is one data log for each alarm system.
on a mimic diagram. Signal: Indicates how this signal shall be used in the
calculation: Main, Add, Subtract analogue for Printing of the data log can only be started from the basic alarm panel by
channel. Main, NOT, AND, OR, XOR or XNOR for pressing the pushbutton PRINTER CONTROL, the soft pushbutton MORE or
Value: Limit value for analogue channels, not used for the soft pushbutton DATALOG.
binary channels.
binary channels. The adjust dialogue can be opened
by a left button click at the end of the line.
Type: Indicates the type of signal, the following types are Mimic Diagrams
available: sensor input, constant, serial input, SLS
Delay on/off: Delay on is the time from which the limit is exceeded
point, another monitoring channel and an alarm A mimic diagram shows a part of the machinery system, with a static background
(analogue) or the input is activated (binary) until the
group. drawing and dynamic objects representing the machinery components and
alarm is announced by horn and displayed in the
alarm list. measurements of the system. Mimic diagrams are use to give a better overview
ID/Name: The ID and name for the signal. for a part of the machinery system eg, fuel oil bunkering. This is achieved
Delay off is the time from which the limit is by placing the machinery component object on a background drawing (eg, a
no longer exceeded (analogue), or the input is pipeline diagram) showing the interaction between the various components.
suppressed (binary) until the alarm removed from Mod. ID: ID for input module of the Gamma PLC, only for
the alarm list. sensor inputs. The dynamic objects are normally standard function blocks but customised
objects can exist. On mimic diagrams normally only the icon for digital objects
The adjust dialogue can be opened by a left button Terminal: Connection terminals on the input module of the and the value for analogue objects are shown. This is because indication of the
click at the end of the line. Gamma PLC, only for sensor inputs. names and state texts will make the diagram crowded and harder to overview;
the function of the object can be seen from the diagram. The identifier for the

objects can be shown by a click on the object.
M.cut: Manual cut-out indicates an ON if the alarm is Range: Sensor range.
suppressed by a manual cut-out. This feature can be
Certain pumps, fans and remotely operated valves may be operated from the
used if there is a sensor fail or the machinery system
appropriate mimic diagram, where such control is allowed. Activation of the
is under repair to avoid false alarms. Channel Time
order is by clicking on the pump, fan or valve icon in the mimic, the desired
Channel time is the time for latest change of state for this alarm channel. The command is then initiated from the pop-up menu.
Manual cut-out can be switched on and off from the following state changes will set the time:
adjust dialogue, this can be opened by a left button
• Alarm occurs Procedures for Using the Graphic Operator Station
click at the end of the line.
• Alarm turns normal Open Alarm List
Normally cut-out for all limits of the alarm channel • Cut out activated The alarm list can be opened in any of the following ways:
is done from limit 1; the on/off text is only displayed • Channel set in simulation. • Click the left trackball pushbutton with the cursor pointer on the
for limit 1. In some cases there can be separated cut-
ALARM LIST button in the header.
out for each limit, which is indicated by an on/off
text in each limit. • Press the F2 function pushbutton on the keyboard.
• Click the left trackball button with the cursor pointer located on Acknowledge Oldest Unacknowledged Alarm The diagram can also be opened by selecting it by name, the procedure is as
the text diagram in the menu bar; this will open a drop down list The oldest unacknowledged alarm is always displayed in the header (lowest follows:
of diagrams. Select ALARM LIST with the cursor and click the line if it is a multiple alarm system header). It can be acknowledged in one of
left pushbutton. This brings up a command box and clicking on the following ways: a) Click the left trackball button on Edit in the menu bar, this will
the desired command initiates that command. The colour of the open a drop down list.
object icon changes to show that the command has been carried • Press the F12 function pushbutton on the keyboard.
out. • Click the left trackball button with the cursor on the b) Select OPEN BY NAME with the cursor and click the left
ACKNOWLEDGE button in the header. trackball button. This will open the Open by Name dialogue.
Open Lists for Cut Out, Simulation, Sensor Fail or Device Fail
c) Make sure that ‘Diagrams’ is selected in the types field. A list of
These lists can be opened using the dialogue box ‘Additional Lists’. Additional Acknowledging Alarms all diagrams can be obtained by a click on the trackball button
Lists can be opened in any of the following ways: Unacknowledged alarms in the lists are indicated by flashing ‘State’ text. with the cursor in the ‘Name’ line.
• Click the left trackball button with the cursor on the ADD LIST These alarms can be acknowledged in one of the following ways:
button (additional lists) in the header. d) Select the desired diagram by a left click of the trackball button
• Make a right click somewhere in the alarm line; this will
with the cursor on the name in the list; make a left click on the
• Press the F5 function pushbutton at the keyboard. open a small pop up menu. From this menu the alarm can be
OK button.
acknowledged by a left click on the ACKNOWLEDGE text.
• Click with the left trackball button with the cursor on the text
diagram in the menu bar. This will open a drop down list of • Select the alarm line by a left trackball button click; the
diagrams; select ADD LIST with the cursor and click with the background will change to blue. When the alarm is selected it
left pushbutton. can be acknowledged by a left click on the trackball button.
Open Alarm Group Diagram Note: Alarms can only be acknowledged when the horn is silenced and the
OWS is the watch station for the actual alarm system.
Most important alarm groups are listed in the main menu diagram and these
can be opened by a click of the left trackball button in the matching active area. Unacknowledged alarms in mimic diagrams are indicated by a flashing icon
Both the text and the square is of the alarm group are active. background. These alarms can be acknowledged in the following way:
If the desired alarm group is not shown in the main menu, a list of all alarm • Make a right trackball button click on the icon; this will
groups in the system can be opened in one of two ways: open a small pop up menu. From this menu the alarm can
be acknowledged by a left trackball button click on the
• Click with the left trackball button on the text diagram in the ACKNOWLEDGE text.
menu bar. This will open a drop down list of diagrams; select
ALARM GROUP with the cursor and click the left trackball
Note: Alarms can only be acknowledged when the horn is silenced and the
button.
OWS is the watch station for the actual alarm system.
• Press the F4 function pushbutton on the keyboard. Select the
desired alarm group by a left click on the text and make a left Unacknowledged alarms in display channel diagrams are indicated by flashing
click on the OK button. ‘State’ text. These alarms can be acknowledged by a left trackball button click
on the single exclamation mark button.
Stop Horn
When the horn is sounding it can be stopped in one of the following ways: Opening Mimic Diagrams
• Press the Fl1 function pushbutton on the keyboard. Active areas in the main menu reference all mimic diagrams in the OWS,
either directly or through a sub diagram. An alarm on an object in a diagram
• Click with the left trackball button with the cursor on the STOP will feed through to the active area in the superior diagram in the diagram
HORN icon in the header. hierarchy. This method is used to show all alarms on the mimic diagrams in
• Press the STOP HORN pushbutton on the basic alarm panel. the main menu diagram.
To open a diagram from the main menu column on the left hand side of the
screen, left click the trackball on the active area, eg, Fuel Oil Transfer and
Filling.
3.1.3 Screen Displays
The screen displays at the Operator Work Stations (OWS) operate in a

standard Windows environment. The OWS screens divided into two parts, a
header window and a selectable working area window, which will be a control
overview or an alarm list. The menu and header with status information are
always present. For enhanced safety the header constantly displays the most
essential information from the alarm system, independent of the actual control
assignment.
Below the header, pictures with symbolic representation of the control objects
enable remote control of the controlled machinery components and group of
machinery components. Control is easily carried out by using the point-out
and pop-up menus. The alarm information is clearly indicated by means of a
graphic alarm symbol placed close to the symbol for the machinery component.
To the left of the picture window is the picture menu, list which enables any
picture to be selected immediately.
Picture Hierarchy on the Graphic Operator Stations
The alarm and control pictures of the Geamar 120ISP control system are placed
in a picture hierarchy. The alarm and control overview picture gives labels to
all of the control pictures. Any of the pictures can be selected from the menu
picture by pointing at the picture label, using the trackball to move the cursor,
and then left clicking the trackball.
A square located to the left of the picture label flashes in case of an

unacknowledged alarm on the system depicted by the picture. This feature
gives the operator a fast and safe overview of the actual situation.
The alarm and control overview picture can be selected by pressing a function
key on the keyboard, or by the area/diagram pull down menu on the command
bar in the upper edge of the screen.
All of the alarm and control pictures are available from the picture label on the
alarm and control overview picture, or from the picture select pull down menu
at the left hand side of the screen.
3.1.4 Alarms ALM Steady magenta Acknowledged standing alarm, Alarm List, Only High Priority Alarms
priority 2. Alarm List priority I Alarm List only including alarms with priority 1
The alarm list is a display of all standing alarms both acknowledged and ALM Flashing yellow Unacknowledged alarm, priority 3.
unacknowledged. The system can include from 1 to 4 systems (bridge alarms,
machinery alarms, etc), each alarm system has its own alarm list. ALM Steady yellow Acknowledged standing alarm, Alarm List priority 1+2 Alarm List only including alarms with priority 1 or 2
priority 3.
Each alarm occupies one line in the alarm list and up to 20 alarms can be Additional lists have the same layout as the alarm list and alarm group lists and
displayed on the screen. If there are over 20 alarms the actual number is shown FAIL Flashing red Unacknowledged alarm for sensor the operation of the list is the same, i.e. it is possible to acknowledge alarms
in the bottom right of the display. Use of the PAGE UP and PAGE DOWN keys fail. and open the Display Channel diagram.
allows for scrolling through the alarm list.
FAIL Steady red Acknowledged sensor fail, outside There are also lists for alarm suppressions and alarm failures.
The colour of the alarm text is normally green with the alarm state text in normal range.
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3).
A right click on the alarm brings up a small menu with two texts: DISPLAY NORM/CA Steady blue Alarm channel with standing alarm Display Channel Diagram
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE where the alarm is suppressed by a
allows the alarm to be acknowledged or if not possible the text is shown cut-out. This displays detailed information of an alarm channel and it is possible to
in grey (already acknowledged or horn not silenced etc). Left clicking on adjust some parameters although these are password level 1 protected.
DISPLAY CHANNEL opens the display for the particular system the alarm ? Steady white
originates from. Detailed alarm information, such as delays and limits etc, is Type: Analogue or Binary
also shown. All state texts can be extended with a ‘S’ in the beginning, eg, ‘S NORM’
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode. Alarm system: Name of alarm system to which the channel
In simulation mode the displayed value is manually keyed in, and has no belongs
Trend Displays connection to the input from the sensor.
One to five graphs for supervised parameters can be displayed in the same Outstation: Name of the outstation where PLC is located
trend display with individual colour and measuring scale. The individual Additional Lists
colour is used to separate the ID number, the measuring scale, the trend curve, Additional lists is a set of lists for alarm channels in a certain state, there is one Address: Address number for PLC
and the digit value for each measurement. See Section 3.1.5 set of additional lists for each alarm system.
The channel parameters are also shown here and may include:
Alarm Groups Additional lists include the following lists:
Limit Binary has 1 limit, analogue may have 3 for an alarm
An alarm group is a list of alarms for one machinery component (independent Suppression Lists and 4 for an event
of alarm state). Up to 100 alarm groups are available. The list is sorted
Simulated Channels List of all channels that are in simulation mode.
alphabetically after the ID.
Type: Binary/low limit/high limit
The possible states for an alarm channel are as follows: Automatic Suppressed List of all channels that are suppressed by automatic
cut-out. Message: Message text
State Appearance Description
Manual Suppressed List of all channels that are manually suppressed i.e. Prio: Alarm channel priority
NORM Steady green The alarm channel in normal state
manual cut-out.
i.e. no alarms and no failures.
Value: Limit value for analogue channels
ALM Flashing red Unacknowledged alarm, priority 1. Failure Lists
Device Fail List List of all channels with device fail (hardware fail in Delay on/off: Delay times/adjustment etc
ALM Steady red Acknowledged standing alarm,
priority 1. the Gamma PLC or power fail to the Gamma PLC).
M.cut: Manual cut out on/off, adjustment etc
ALM Flashing magenta Unacknowledged alarm, priority 2. Sensor Fail List List of all channels with sensor fail i.e. input from
sensor is outside the defined range.
Extended Alarm Display for the DAS 40M General Layout of Tile Extended Alarm Display Screen Main Modes for the Extended Alarm Display
The screen of the EAD is divided into two parts. On the top there is a header The EAD can operate in the following main modes which are selected by
A DAS 40M system can be equipped with up to six Extended Alarm Displays displaying information about the state of the alarm system(s) independent of means of function keys.
(EADs). the current operational mode of the EAD. The lower part of the screen is mode
• Alarm List mode
dependent. Lines of text or graphics can be displayed in this area.
If an extended alarm display (EAD) is placed on a watch station location from • Group Overview mode
where acknowledgement of alarm is required, the EAD is used together with
a Basic Alarm Panel. Screen Header • Group Display mode
The header is always displayed independently of the mode in which the EAD • Additional List mode
The EAD offers the following functions: operates. There are two possible headers, one with the sub-alarm systems • Display Channel mode
• Stop horn and alarm acknowledge defined and the other with the sub-alarm systems not defined. The header
contain two buttons - one to stop the horn, and one to acknowledge alarms. • Thermometer Display mode
• Display of oldest unacknowledged alarm
• Group overview When the system is started it enters the Group Overview mode.
Screen Header with No Sub-Alarm Systems Defined
Group Overview Mode
The header contains the following information:
Group Display When the GROUP OVERVlEW function key is pressed the EAD displays an
• The menu line overview of the defined alarm groups.
• Display of alarm list(s) • The number of alarms
• Display channel The display consists of a number of alarm groups. For each alarm group, the
• The number of manual cut-outs
following are displayed:
• Display of thermometer (e.g. exhaust gas temperatures) • Operating Mode for the ship
• A square, indicating the alarm state of channels in the group
• The location of the watch station and whether it is attended or
Text Colour Channel State • The alarm group number
unattended
Red Priority 1 alarm • The alarm group state
• The duty officer, if any
Violet Priority 2 alarm
• The back-up officer, if any
Display of One Group
Yellow Priority 3 alarm
If the GROUP DISPLAY function key is pressed a pop-up window appears
White Priority 4 alarm Extended Alarm Display Function Keys
indicating the extended alarm groups available.
Blue Manual cut-out Key Key Alias Main Mode
Green Normal F1 Reserved After selecting a group the EAD displays the channels which are included
in the alarm group. The channels are sorted after the user ID. If the group
F2 ALARM LIST Alarm list mode
contains more channels than can be displayed on one page, the operator can
Operational Principles and General Screen Layouts Alt+F2 THERMONITOR Thermometer display mode step between the channels by using the PAGE UP and PAGE DOWN keys.
F3 GROUP OVERVIEW Group overview mode There is no limit to the number of channels in a group.
Modes
F4 GROUP DISPLAY Selection of a group display
The EAD can operate in several different main modes (e.g. alarm list mode, F5 ADDITION LIST Additional (Suppressed, Failure or Alarm List Mode
group display mode). Each main mode is activated by a function key. A Alarm Prio.) list mode
function key on the keyboard is specially assigned to a main mode. The EAD enters the Alarm List mode when the ALARM LIST function key
F6 Reserved is pressed.
Alternatively, a main mode can be activated (using the pointing device) by F7 Reserved
clicking one of the function buttons displayed on the right side of the EAD F8 DISP CHANNEL Display channel mode The DAS 40M can handle the following alarm lists:
screen (if enabled from the menu VIEW SHORTCUTS), or from the menu line F9 Reserved • List of all alarms in the main alarm system
in top of the screen. F10 Reserved
• List of all alarms in Sub Alarm System A
F11 STOP HORN No mode shift - Horn is stopped
When one of the function keys is pressed, the EAD enters the top level in the • List of all alarms in Sub Alarm System B
corresponding main mode. This happens no matter in which mode or on which F12 ACKN No mode shift - Displayed alarms are
acknowledged • List of all alarms in Sub Alarm System C
level the EAD is operating at the time the key is pressed.
Each alarm list consists of all of the alarms within the list which are pending By using the PAGE UP and the PAGE DOWN keys when a channel is selected
or unacknowledged. The alarms are placed in the alarm list in the time order of it is possible to scroll through the channels which were displayed on the page
the alarm. The newest alarms are placed in the bottom of the list. from which the Display Channel mode was selected.
If more than one alarm system is included, a pop-up window for selection of
Thermometer Display Mode
alarm system appears when ALARM LIST is pressed.
The 120ISP System can contain up to 16 thermonitors, for example exhaust
If an alarm has been present in the list for more than 24 hours, the time is gas temperature measurement including actual cylinder temperatures, average
replaced with the date on which the alarm occurred. temperature and deviation from average temperature.
Information may be displayed in numerical or graphical form.

Additional List Mode
When the ADDITION LIST function is pressed the a pop-up window appears
and this provides a choice of suppressed lists, alarm lists and failure lists.
Selecting a Suppressed List, the EAD can display channels which are either
simulated, manually blocked by the operator i.e. Manual Cut-Out List mode
or automatically blocked from external signal such as Finished With Engine
(Automatic Cut-Out List mode).
Selecting a Failure List, all channels in Device, Sensor or Earth Fail can be
displayed.
Alarm Lists can be displayed according to the desired priority of the alarms in
the list e.g. priority 1 and 2 alarms only.
Display Channel Mode

The EAD enters the Display Channel mode when the DISP CHANNEL
function key is pressed. In this mode it is possible to display the channel
specification for all monitoring channels in the DAS 40M including all sub-
alarm systems.
When the DISP CHANNEL function key is pressed the operator must select
which channel is to be displayed. If the EAD operates in one of the following
list modes,
• Alarm List mode
• Additional List mode
• Group Display mode
and at least one monitoring channel is displayed, a blue cursor bar appears on
the line with the channel placed in the top of the display, excluding channels
displayed in the oldest unacknowledged field in the header. The operator can
move the cursor and select between the displayed channels. When the ENTER
is pressed, the channel is selected and the data displayed. The selection can
also be made using the pointing device simply by double clicking on the line
holding the desired channel.
3.1.5 Trending The operator selects items for the graph and then presses the ADD pushbutton where one of several graphs is desired to be examined more closely or even
on the screen. Clicking OK in that box opens a new box which allows editing printed separately.
The Geamar 120ISP system can display one to five graphs for parameters of data and the entry of the dtae date and time. This box also allows the time
under analysis in the same trend display with individual colours and measuring interval to be specified. Clicking EDIT opens a window for the defining of If the element name in a graph window is double-clicked, the area is filled out
scales. The individual colour is used to separate the ID number, the measuring parameters. The operator may deine colours for each item selected for the under the curve with full colour or with a raster pattern. If normal display is
scale, the trend curve and the value for each measurement. graph and amy change the graph scale. desired again, double-clicking the name will cause the curve to be displayed
as a line. Even though the area is filled out, the curve can still be turned off by
Trend displays that are used often can be accessed directly from the command clicking the name.
menu named GRAPH.
Start Time and Window Period for Graphs
The display with a filled area under the curve is particularly useful when
After selecting graph parameters, the operator will be asked to key in a start having to present analogue alarm channels with a high alarm limit, and low
Clicking on GRAPH in the menu bar below the screen header brings up the
time and a window period. This will occur if the graph window is not defined alarm limit as well as the current value in the same curve picture. The alarm
graph scrren. The operator then has the opportunit to select the type of graph,
to start with a fixed time specification. areas can be displayed as ‘belts’ and the element’s current value as a line
Static Graph or Dynamic Graph. After selection of the type of graph the
operator may select the parameters to be displayed on the trend curve. between these two belts.
The system always suggests the current time as the start time unless it has
been defined to start a number of hours before. If the operator does not want to Regardless of the selection of the graph form, the zoom and pan functions are
Trend curves showing values for the previous 24 hours (maximum 4 days)
change this, the time can be accepted byclicking on OK. The start time is the the same.
or part of that period, are based upon the continuously logged data. A Trend
time when the desired graph is to be started, while the window period is the
display for a period exceeding the last 24 hours (maximum 4 days) is based
length of the time axis which is to be displayed in the graph field. The length
upon the compressed values. The operator may select the start time and the end
time for the trend curve; by default the end time is the current time but this
can also be changed by the operator before the activation. Graph Data in Table Format
may be changed.
A start time which goes back in time up to 90 days can be determined. This It is possible to obtain a complete list of all of the values which are used for
requires that the relevant data is still accessible on the hard disk. When the the graph drawing. This is achieved by a double-click on the ruler symbol,
Parameters, which are not predefined for logging, may be displayed during
start time and period length, which are to be displayed, have been keyed in the whereafter a window, containing the recorded values in table form, is opened.
online data collection, initiated on the request of the operator. There is also a
RETURN key must be activated. Hereafter, the GOS will retrieve and work up The values are presented in table form together with date and time for their
zoom function available, selected by pointing out the area required using the
data in order to draw the desired graph on the screen. As the new values accrue recording.
trackball.
to the system the graph will be updated.
The table is displayed for each element variable on the graph window. The
Trend curves can be saved as a file on the PC hard disk or printed as screen
table is framed with a line which has the same colour as the column on the
dumps for subsequent printing or analysis. The data used for the trend displays Error Messages in Connection with Graph Generation graph window.
are accessible on the Operator Work Stations (OWS) and can be printed in
tabulated form on a printer. If, within the selected time period, there has been a period in which data has The up and down buttons located at the bottom of the window, are used to
not been collected, or in which data has later been deleted, an error message scroll up and down in the table (i.e. backwards and forwards in time).
The graph pictures can be particularly helpful in identifying and analysing appears on the screen. This means that the drawn graph is not complete since
the operating disruptions. Additionally, it can be helpful by providing a visual data cannot be found for the entire period. The message is displayed if data for
evaluation of changes of the process values, just as the graphs are an important a whole hour is missing. If data for less than a whole hour is missing it will be
tool in connection with the documentation of the vessel’s operation. In the shown in the graph by horizontal lines.
individual configuration, a number of graph windows can be configured, each
one displaying graphs of up to 5 variables of predetermined element values.
Changing the Presentation of a Graph Display
If the operator selects one or more elements, the graph diagram will
automatically include these. More than one element can be selected by keeping During monitoring the display of the graphs can be changed in a number of
the SHIFT key pressed when selecting the elements. The graph opens in its different ways. The display of one or more of the (up to five) graphs can be
own window. removed from the graph window. This is done by clicking the element name
in the upper part of the window. The name will now be displayed with a weak
The fixed definition graph can be selected from the menu Graphs by clicking type, and the accompanying graph is closed.
on the required graph name. The Graphs menu can contain up to 19 graph
displays. The graph can be retrieved by clicking the element name again, or by clicking
at a field placed just to the right for all the graph names. Being able to
deactivate one or more graph displays can, for example, be helpful in situations
where two graphs completely or partially cover one another, or in situations
3.1.6 Ums - Manned Handover f) Hand over to the oncoming duty engineer, discussing any
irregularities. Ideally all handover information should be
The following procedures are carried out when changing over to manned presented in written as well as verbal form. This may include
operation: notes on the computer system or written on the notice board
in the control room. The incoming duty engineer must have
sufficient information to enable him to fully understand the
Due to Alarm Initiation present operating status of all machinery, the circumstances
under which that machinery is operating and any likely events
a) When summoned by the extension alarm system, the duty
which might occur during the next period of duty, such as fuel
engineer proceeds to the ECR.
pumping or bunker transfer.
b). Informs the bridge of arrival in the engine room (and reports
g) Inform the 2nd engineer of any plant defects. He will then
back every 20 minutes).
decide if they should be included in the present day’s work
list.
c) Inform the bridge of manned condition and the alarm cause.
h) The 2nd engineer delegates the work list and discusses relevant
d) Switch watchkeeping control to the ECR.
safety practices.
e) Rectify the alarm condition. If necessary call for assistance.
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
f) Inform the bridge on completion
schedule.
g) Return watchkeeping to UMS
j) The duty engineer can then proceed with his normal tour of
inspection.
h) Leave machinery spaces, deactivating Dead Man Alarm en
route
Selection of the Machinery Space for Attended/Unattended
Note: If an engineer enters the engine room in response to an alarm it is Operation
important that other people are made aware of the presence of an engineer
in the machinery space. If an engineer needs to leave the control room, after The engine room may be selected for attended/unattended operation at the
responding to an alarm during a UMS period, the bridge must be informed. engine room OWS by calling up the Watch Duty window. This is called up by
clicking on the arrow of the MACH.ALM SYS box at the upper left of the OWS
window. In the Watch Station Condition menu box the Attended/Unattended
Normal Handover condition is double clicked and the condition changes to the opposite situation
(Unattended changes to Attended or Attended changes to Unattended). The
a) The duty engineer proceeds to the ECR. operator then clicks OK and the change in status takes place.
b) Inform the bridge of manned condition. If the bridge is attended when the change in condition is made the duty officer
on the bridge must accept the change for it to take place.
c) Switch watchkeeping control to the ECR.
d) Examine the data logger printouts generated during the UMS

period.
e) Undertake the watch routine taking actions as necessary to

maintain the engine room machinery in a safe and efficient
working condition. Ensure that all ship safety systems are
functioning and if any monitored system is not functioning the
back-up system must be operated.
3.2 Engine Control Room, Console and Panels
Illustrations
3.2.1a Plan of Engine Control Room
3.2.1b Engine Control Room Console

Illustration 3.2a Engine Control Room
35
36
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 30 31 32
2 33
61 37
1 34
51 38
57 56 55 54 53 52 51
58
50 49 48 47 46 51
60 62
45 39
64 70 63 44 43
59 67 65 67
42
41 40
69 66 66
Key
1 Main Switchboard Panel 1 - Reefer Supply 25 Main Switchboard Panel 25 - Consumer 49 Control Console - Section 4 - see overleaf
2 Main Switchboard Panel 2 - Reefer Supply 26 Main Switchboard Panel 26 - Consumer 50 Control Console - Section 5 - see overleaf
3 Main Switchboard Panel 3 - 27 Main Switchboard Panel 27 - Consumer 51 Chair
4 Main Switchboard Panel 4 - Reefer Supply 28 Main Switchboard Panel 28 - Diesel Generator No.3 52 Locker
5 Main Switchboard Panel 5 - Diesel Generator No.1 29 Main Switchboard Panel 29 - Dow Thruster 53 Locker
6 Main Switchboard Panel 6 - Stern Thruster 30 Main Switchboard Panel 30 - Diesel Generator No.4 54 Locker
7 Main Switchboard Panel 7 - Diesel Generator No.2 31 Main Switchboard Panel 31 - Reefer Supply 55 Locker
8 Main Switchboard Panel 8 - Consumer 32 Main Switchboard Panel 32 56 Locker
9 Main Switchboard Panel 9 - Consumer 33 Main Switchboard Panel 33 - Reefer Supply 57 Propulsion Control Unit
10 Main Switchboard Panel 10 - Consumer 34 Main Switchboard Panel 34 - Reefer Supply 58 Stabiliser Control Panel
11 Main Switchboard Panel 11 - Standby Pumps 35 Notice Boards 59 ECR Emergency Damper Switch
12 Main Switchboard Panel 12 - Standby Pumps 36 FO Transfer System Drawing 60 Notice Boards
13 Main Switchboard Panel 13 - Standby Pumps 37 Tank Plan 61 Switchboard Layout Diagram
14 Main Switchboard Panel 14 - Standby Pumps 38 Sounding Board FO and FW 62 Graviner OMD Panel
15 Main Switchboard Panel 15 - Standby Pumps 39 Sounding Board LO 63 WECS Flexview Computer
16 Main Switchboard Panel 16 - Shore Connection and Emergency Switchboard 40 Gaemar MCS40M Unit 64 Entrance from Elevator
17 Main Switchboard Panel 17 - DURO (PMS) and Tie-Breaker 41 First Aid Box 65 Stairway from Upper Deck
18 Main Switchboard Panel 18 - Bypass/Override and Preference Trips 42 230V Consumer Board 66 Entrance from Engine Room
19 Main Switchboard Panel 19 - Insulation Monitor 43 Workdesk and Computer 67 CO2 Fire Extinguisher
20 Main Switchboard Panel 20 - Standby Pumps 44 Tank Gauging Unit 68 EEBD
21 Main Switchboard Panel 21 - Standby Pumps 45 Workdesk 69 Safety Plans
22 Main Switchboard Panel 22 - Standby Pumps 46 Control Console - Section 1 - see overleaf 70 Main Engine Local Fire Fighting Release Pushbutton
23 Main Switchboard Panel 23 - Standby Pumps 47 Control Console - Section 2 - see overleaf
24 Main Switchboard Panel 24 - Standby Pumps and Consumer 48 Control Console - Section 3 - see overleaf
3.2 Engine Control Room, Console And Panels The main control and operating console includes the following: • Fire alarm repeater panel
• Manoeuvring telegraph • Smoke Detector alarm repeater panel
The engine control room is situated in the engine room at the second deck
forward. The engine control room contains all the necessary equipment • Main engine local panel • Automatic and sound powered telephones
and controls to permit the centralised supervision of machinery operations. • Main engine speed indicator and revolution counter • Clock
Automatic and remote control systems are provided to allow the machinery
spaces to run unattended at sea and in port during cargo operations. In the main • Main engine load indicator
control room is the electrical switchboard which contains the main panels for Main engine hour meter Operator Work Stations (OWS)
the generator engines, basic transformers and reefer transformers.
• Main engine fuel oil inlet pressure indicator There are two operator work stations (OWS) together with associated
The main engine control room contains the following: • Main engine Maihak panel keyboards and trackball pointing devices. The OWS displays indicate alarms,
mimic displays, generator conditions and other operating conditions for the
• Main engine control and operating console • Main engine vibration damper panel
main engine and auxiliary machinery as explained in section 3.1.2.
• Main switchboard • Shaft amplitude indicator
• Starting air pressure gauge An alarm printer is located in the control room and this is used for printing
• Computer work stations
alarms as they occur and alarm lists as required. The log may also be printed
• MCS 40M FPD cabinet(s) • Control air pressure gauge on demand on the graphic printer.
• Tank gauging unit • Turbocharger speed displays
• Instruction books cabinet and shelves • Main engine lubricating oil pressure gauges Main Engine FlexView Monitor
• Filing cabinet for drawings • Main engine crosshead oil pressure gauges
The main engine WECS system flexView software is loaded on a computer
• Tank sounding board and notice board • Main engine cooling water pressure gauge and this is available to the engineers via a dedicated computer with its own
• Oil mist detector panel • Main engine cooling water temperature gauge monitor, keyboard and trackball.
• Ship’s computers, keyboards and printers • Main engine scavenge air pressure gauge
Cylmate Monitor
• Fire safety plan • Fuel oil viscosity controller
• Smoke and thermal detectors • Fuel oil flow monitor The main engine operation is monitored by Cylmate software and this is
displayed on a dedicated monitor which is connected to a PC running Cylmate
• Desk • Rudder Angle Indicator
software and having inputs from the main engine. The Cylmate system is
• Chairs • Steering Gear Alarm and Indicator Panel accessed via a dedicated keyboard and trackball.
• Whiteboards • Boiler gauges and water level indicators
• Fire extinguishers • Boiler emergency stop Main Electrical Switchboard
• Call button for elevator • Boiler feed and treatment pump indicator lamps
The main switchboard is located in the engine control room. Details of the
• Fuel tank level and temperature gauges • Boiler waste oil water content indicator main electrical switchboard are given in section 2.13 of this manual.
• Exhaust gas boiler/oil fired boiler uptake temperature indicator
The basic systems include:
• DMS2100 panel
• Main 440V and 220V power distribution panels
• DPS2100 panel
• Group starter panels
• DAS 40M panel
• Four diesel generator input and power management panels
• Duty Alarm Panel
• Reefer supply panels
• Engine room vent fan running/speed indicator lamps
• Bow and stern thruster panels
• Engine room vent fan stop indicator lamps
• Bus tie breakers
• Starting air compressor selector switch
• Air compressor running indicator lamps
Illustration 3.2b Engine Room Control Console
18 31 32 33
1 15 34
4 5 SAL
SD1-6
Speed WT
BT
50 50
Distance/Direction
Trip
6 7
Total
rpm
Press
70 10 66
2 sec Test
100 100
19
Long Trip
BT Reset
Trans Total
WT Trip
Res Dir
DIM
(70 10 86D)
8 9
20 35
11 16 41 43 44
10 12 55 59 63
STN
Schiffselektrik 67
13 36 37 42 45 46
21
70
FIRE
2 14 7
ABC
4
8
DEF
5
9
GHI
6
17 38 39 40 47 48
JKL MNO PQR
1 2 3
STU _VW XYZ
MENU NEXT ALARM

0
ALARMS ALARM SILENCE
22 26 29
49 50 56 58 60 62 64 65
0 20 40 60 80 100
52
-10 0 10 20 25
0 2 4 6 8 10
69
23 51
Num
Lock
Caps
Lock
Scroll
Lock
Num
Lock
Caps
Lock
Scroll
Lock
Num
Lock
Caps
Lock
Scroll
Lock
53 54 66
24 25 2 1 12
1
2
CALL 3 11 3
4 10
3
5 9
6 8
27 30 CALL
STOP
57 61
Num Caps Scroll
Lock Lock Lock
28 68
Key
1 - Power Supply Indicator Panel 26 - Engine Room Alarm Panel 51 - Engine Order Telegraph
2 - 24v DC Distribution Behind the Cover 27 - DAS 40M Alarm Panel 52 - Telephone List
3 - 230v AC Distribution Behind the Cover 28 - Section 1-3 Lamp Test 53 - Automatic Telephone and Buzzer
4 - Auxiliary Boiler Steam Pressure Indicator 29 - DMS Sub Panel 54 - Sound Powered Telephone
5 - Exhaust Boiler Steam Pressure Indicator 30 - DPS Operation Panel 55 - No.1 Workstation TFT Monitor
6 - Auxiliary Boiler Water Level Indicator 31 - Speed Log Indicator 56 - No.1 Workstation Keyboard
7 - Exhaust Boiler Water Level Indicator 32 - Main Engine RPM Indicator 57 - No.1 Workstation Writing Plate
8 - Auxiliary Boiler Up Take Temperature Indicator 33 - Engine Damper Control Panel 58 - No.1 Workstation Trackball
9 - Exhaust Boiler Up Take Temperature Indicator 34 - Clock 59 - No.2 Workstation TFT Monitor
10 - Auxiliary Boiler Water in Waste Oil Indicator 35 - Engine Maihak Power/Torque Unit 60 - No.2 Workstation Keyboard
11 - Boilers Emergency Stop 36 - Main Engine Charging Air Pressure Indicator 61 - No.2 Workstation Writing Plate
12 - Exhaust Boiler Condensate Temperature Indicator 37 - Main Engine Load Indicator 62 - No.2 Workstation Trackball
13 - Boiler Feed Pump Indicator Lamps 38 - No.1 Turbocharger RPM Indicator 63 - Cylmate Monitor
14 - Fire Alarm Slave Panel 39 - No.2 Turbocharger RPM Indicator 64 - Cylmate Keyboard
15 - Rudder Angle Indicator 40 - No.3 Turbocharger RPM Indicator 65 - Cylmate Trackball
16 - Rudder Alarms for Pumps and Pump Controls 41 - Shaft Amplitude Indicator 66 - Alarm Printer
17 - Smoke Detection Panel 42 - Main Engine Fuel Oil Inlet Pressure Indicator 67 - WECS Monitor
18 - Viscosity Controller Viscosity/Temperature and Switch 43 - Main Engine Starting Air Pressure Indicator 68 - WECS Keyboard
19 - MDO and HFO Indicator Lamps 44 - Main Engine Control Air Pressure Indicator 69 - WECS Trackball
20 - Fuel Oil Flow Monitoring Unit 45 - Main Engine Main Bearing Oil Inlet Pressure Indicator 70 - Printer
21 - DMS Operation Panel 46 - Main Engine Crosshead Bearing Oil Inlet Pressure Indicator
22 - Engine Room Vent Fan Indicator Lamps 47 - Main Engine Cooling Fresh Water Inlet Temperature Indicator
23 - Starting Air Compressor Selector Switch 48 - Main Engine Cylinder Cooling Fresh Water Inlet Pressure Indicator
24 - Starting Air Compressor Indicator Lamps 49 - Revolutions Counter
25 - Working Air Compressor Indicator Lamps 50 - Running Hour Counter
3.3 Hydraulic Remote Valve Operating System
Illustrations
3.3a Hydraulic Valve Remote Operating System
3.3b Hydraulically Operated Valve

Illustration 3.3a Hydraulic Valve Remote Operating System
A722-139 A721-055 A721-060 A722-052 A721-052 A721-001

A721-018 A721-035 A723-036 A722-032 A722-026 A721-012 A721-008 A721-005
A721-058 A721-056 A721-061 A722-053 A721-053 A721-002
A721-019 A721-036 A723-037 A722-029 A721-013 A721-009 A722-014 A721-006 A722-006
A721-057 A721-062 A722-054 A721-054 A721-003
A721-020 A721-038 A723-038 A722-030 A721-014 A721-010 A722-015 A721-007 A722-013
A721-059 A721-063 A722-055 A721-077 A721-056 A721-004 A722-001
A721-021 A721-039 A723-039 A721-015 A721-019 A721-011 A722-130
A721-078 A721-067 A721-064 A722-004
A721-022 A721-040 A723-040 A721-016 A721-021
A721-024 A721-042 A723-041 A721-017 A721-025
A721-025 A721-046 A723-042
A721-026 A721-050 A723-043
A721-027 A721-051 A723-044
A721-030 A721-075 A723-045 A713-142
A721-032 A721-076 A723-046 A723-047
Control from Substation No.1 in Engine Room Control from Substation No.2 in Port Passageway No.3
230V Supply 230V Supply

Communication Line
3.3 Hydraulic Valve Remote Operating System Each valve actuator has its own mini power pack consisting of an electric Hold 6
motor driven hydraulic pump and an oil reservoir. This arrangement means that
Bilge System Valves (Located in No.6 Hold)
only electric power and signalling cable is connected to the valve positioner.
Hydraulically Actuated Remote Closing Valves A722-056 A722-067
Oil leakage from the hydraulic reservoir can be readily detected due to signs
of visible oil at the valve actuator. The cause of any hydraulic oil leakage must
Ballast System Valves (Located in No.6 Hold)
Hydraulic Remote Operating Valve System be rectified as soon as possible.
A721-052 A721-053 A721-054 A721-077 A721-078
Maker: Damcos
In an emergency, valves can be opened or closed by means of the portable hand
Type: Electro-hydraulic pump unit which is provided. This portable unit connects to the emergency Hold 5
connections on the valve hydraulic actuator and the valves may be opened or Bilge System Valves (Located in No.5 Hold)
closed locally by operation of the hand pump. One portable pump is located in A722-032 A722-026 A722-029 A722-030
Introduction the engine room and another in the bow thruster room.
A number of valves throughout the machinery spaces and ship are remotely Hold 4
Two valves, A721-039 and A721-030 for the port and starboard ballast
operated by hydraulic means from the system mimic displays at the operator
overboard discharge are provided with their own manually operated emergency Ballast System Valves (Located in No.4 Hold)
workstations in the ship’s control centre and engine control room. Valves are
pumps. A721-012 A721-013 A721-014 A721-015 A721-016 A721-017
fitted with hydraulic actuator units, incorporating mini power packs, allowing
the valves to be opened and closed from the screen mimic display for the
system concerned. Systems having remotely operated valves are the fuel oil Control Cabinet Located in the Engine Room
loading and transfer system, the ballast system and the bilge system. A722-019 A722-021 A722-025
Ballast System Valves (Located in Engine Room)
The valves have valve position indicators fitted so that the position of the valve, A721-018 A721-019 A721-020 A721-021 A721-022 A721-024 Hold 3
open or closed, can be seen locally and indicated on the screen mimic display. A721-025 A721-026 A721-027 A721-030 A721-032 A721-035 Ballast System Valves (Located in No.3 Hold)
When a valve is closed it’s icon will sit at 90° to the fluid flow line, additionally A721-036 A721-038 A721-039 A721-040 A721-042 A721-046 A721-008 A721-009 A721-010 A722-011
the body of the icon will be hollow. When a valve is open, the icon will sit in A721-050 A721-051 A721-075 A721-076
line with the fluid flow line and the body of the icon will be solid as indicated
in the image below. Fuel System Valves (Located in Engine Room) A722-014 A722-015 A722-130
A723-037 A723-038 A723-039 A723-040 A723-041 A723-042
Ballast and
A723-043 A723-045 A723-046 A723-047 A713-142 Fuel System Valves (Located in No.3 Hold)
630410 Bilges Valves 630410 A723-108 A723-109 A723-110 A723-111 A723-112 A723-113
Reset Reset A723-134
Hold 8
Open Close
Closed Open
A722-139 Hold 2
Two valves, A721-042 and A721-046 which are the discharge valves from the
Ballast System Valves (Located in No.2 Hold)
ballast pumps, are fitted with double acting actuators which allow for variable Ballast System Valves (Located in No.8 Hold) A721-005 A721-006 A721-007
amount opening of the valve. These valves may be opened proportionally A721-058
between 0% and 100% in order to control the discharge flow rate and back
pressure from the pump; the screen display has intermediate position indicators
Hold 7 A722-006 A722-013
for these valves to show the extent of the valve opening.
610460_pos (BW VV A721-46, position re... A722-052 A722-053 A722-054 A722-055 Hold 1
Select Valve 610460_pos Next Step Ballast System Valves (located in No.1 hold, bow thruster space)
% Field Box, PV -1
Set Point 28 OK Ballast System Valves (Located in No.7 Hold) A721-001 A721-002 A721-003 A721-004 A721-064
Following SP
SP 0 Enter Required A721-055 A721-056 A721-057 A721-059 A721-060 A721-061
Field Opens (0.00 - 100.00) % Cancel
Value A721-062 A721-063 Bilge System Valves (Located in No.1 Hold, bow thruster space)
A722-001 A722-004
In the event of electrical power failure, all fuel system valves will maintain For Valves Which Retain their Position on Power Failure Illustration 3.3b Hydraulically Operated Valve
their set positions. Bilge valves move to the closed position on power failure.
a) Connect the hand pump pipes to the quick-release connections
Ballast valves A721-021, A721-025/A721-032, A721-036/A721-050 and
on the local power unit, A to A and B to B. The connections
A721-050/A721-059 maintain their set positions in the event of power failure,
must be correctly set for the opening or closing operation
while all other ballast valves move to the closed position. The emergency
whichever is required.
operated hand pumps are then used to open or close valves as required. Oil Reservoir
b) Set the hand pump pilot valve to the desired position Open or
Procedure for Operating the Remote Closing Valve System Closed.
a) Inspect the oil level (via sight glass) on the hydraulic oil c) Operate the hand pump lever until the desired valve position is
reservoir for each valve mini power pack to ensure that it is reached.
DPI-C Position Indicator
at it’s normal working level and that there are no signs of any
leaks. The valve may be manually moved by means of a key fitted to the valve shaft.
It is first necessary to open the crossover valve (bleed screw) on the local
b) Ensure that the 230V power isolation breaker for each substation power unit, this will allow the valve shaft to be turned to the desired position.
is in the ON position. With the valve in the correct position close the crossover valve, the key can
now be removed.
BRC Actuator
c) Check that the screen mimic displays for each controlled system
is operational.
d) Using the pointing device on the required screen mimic, open or

close the valves as required by clicking on the valve to bring up
the valve command faceplate, and then clicking on the OPEN or
CLOSE command at the faceplate. Check that the indicator for
the valve changes from open to closed or vice versa depending
upon the action carried out on screen. For the proportional
valves operate the open or close slider at the command faceplate
to open or close the valve by the desired amount.
Procedure for Operating the Emergency Valve Portable Hand

Pump
Butterfly Valve
The hand pump has its own oil reservoir which must be fully charged.
For Valves Which Move to the Closed Position on Power Failure

a) Connect the hand pump pipes to the quick-release connections
on the local power unit, A to A and B to B.
b) Set the hand pump pilot valve to the desired position - OPEN
position.
c) Operate the hand pump lever until the desired valve position is
reached.
d) In order to close the valve, slowly open the crossover (bleed

screw) valve on the hydraulic unit to release pressure; the valve
will close.
Section 4: Emergency Systems 4.6 Safety Equipment
4.1 Fire Hydrant System 4.6.2 Fire Dampers, Location and Control
Illustrations 4.6.2 Fire Fighting Equipment
4.1a Fire Hydrant System in the Machinery Spaces
4.1b Fire water on Deck and Accommodation Areas
Illustrations
4.6.1a Fire Alarm and Detection System -
4.2 CO2 Fire Fighting System
4.6.1b Fire Alarm and Detection System - Deck 2 and 4
Illustrations
4.6.1c Fire Alarm and Detection System - Deck 6
4.2a CO2 Fire Extinguishing System
4.6.1d Fire Alarm and Detection System - Steering Gear Room
4.2b CO2 Room
4.6.2a Fire Dampers, Location and Control - Deck 6
4.6.2b Fire Dampers, Location and Control - Deck 4 and Steering Gear Room
4.3 Fire Detection System
Illustrations 4.6.3a Fire Fighting Equipment - Deck 2
4.3a Fire Detection System 4.6.3b Fire Fighting Equipment - Deck 4
4.3b Menu Tree 4.6.3c Fire Fighting Equipment - Deck 6
4.6.3d Fire Fighting Equipment - Steering Gear Room and Tank Top
4.4 Quick-Closing Valves, Fire Damper System and Emergency Stops 4.6.4a Lifesaving Equipment and Emergency Escapes - Deck 2
Illustrations 4.6.4b Lifesaving Equipment and Emergency Escapes - Deck 4
4.4a Quick-Closing Valves
4.6.4c Lifesaving Equipment and Emergency Escapes - Deck 6
4.4b Fire Damper Operating System
4.6.4d Lifesaving Equipment and Emergency Escapes - Steering Gear Room and Tank Top
4.4c Emergency Stop Panel
4.5 Water Mist Fire Extinguishing System

Illustrations
4.5a Water Mist Fire Extinguishing System
Illustration 4.1a Fire Hydrant System in the Machinery Spaces
To Accommodation
Area Starboard Side To Engine Room
To Accommodation
Casing Hydrants
Area Port Side
(see Illustration 5.1.2a)
020
022 To Forward Deck To Aft Deck
To
Port Side 016 017 Port Side
Forward
To Aft Deck
Deck 064
Starboard Side 014 Key
Starboard
021 024 065
Side
019 Fire Main
023
018 063 015
Sea Water
Starboard Side Passageway Port Side Passageway
Adjacent to Damcos Refrigeration/AC Deck
Station No.1 Starboard Aft End
012 Starboard Forward Port Mid Engine Room 013
011
FO Separator Hatch Area
Air Compressor Deck

Starboard Aft End
028 Port Mid Engine Room
No.1 and 2 Generator 026 Workshop Hatch Area 025
No.3 and 4 Generator Engine Room
Engine Room
027
Port Mid Engine Room 104

Boiler Flat 030 Exhaust Gas Boiler
Store Room Hatch Area
Washing Tank
029
105
To
Overboard
Discharge to
110 To Water Fog Overboard Via
PI Distribution Ballast Min
Water Fog Manifold 006
to Boiler 007 A722-078 Port Side Tunnel Area
Starboard Forward Supplied from
Floor Plates Starboard Aft
Port Mid
Deck System
005 Floor Plates
004 (see Illustration 5.1.2a
From Water for Connection)
Fog Pump
Air Air
Priming Unit 002 A722-079 Priming Unit
PI +- PI PI PI +-
Forward Shaft Tunnel Aft
Bilge Suction
Fire Pump A722-081
160m3/h x 8kg/cm2 Bilge/Fire Pump 008 009 066
001 Direct Bilge
300/160m3/h x 5.8/8kg/cm2 Suction
A722-080 A722-082 Port Forward
From SW Cistern From SW Cistern
Issue: Final Draft - May 2007 IMO No: 9313905 Section 4.1 - Page 1 of 4
4.1 Fire Hydrant System are always available for fire fighting duties. The only time the bilge/fire pump Position Description Valve
would not be available for supplying the fire hydrant system is when it is
Closed Discharge valve to ballast overboard line A722-078
necessary to use the pump for bilge pumping duties.
Introduction Open Pump discharge valve A722-079
In the event of being used for the pumping of bilges, it is very important that Open Discharge valve to fire main A724-004
The fire hydrant and deck wash system can supply sea water to: the discharge valve to the fire main is closed and the discharge to overboard Non Fire System Valves
• The fire hydrants in the engine room is opened. When the pump is returned to fire main duty it is imperative that Closed Discharge to exhaust boiler washing eductor A724-105
the pump bilge suction valve is securely closed, in order that no bilge water Closed Discharge to soot collecting tank A724-104
• The fire hydrants on deck
and possible entraped oil may be directed into the fire main and possibly
• The fire hydrants around the accommodation block onto a fire. Additionally, there is the potential for the pump losing suction if a
• Hawse pipes bilge well valve is left open and the bilge well subsequently becomes empty e) Start the selected pump (Fire or Bilge/Fire) and supply water
allowing air to be drawn into the pump. to the fire main. At this point only the engine room fire hydrant
• Forward bilge eductor system is being supplied.
The emergency fire pump is located in the forward thruster room and takes
The following pumps can supply the fire and deck wash system: suction from a dedicated sea chest. There is a suction strainer located just f) Open the deck fire main supply valves A724-015 port and
before the pump. The pump discharges into the port and starboard main fire A724-023 starboard. The valves are located outside the engine
Engine Room Fire Fighting Pump lines, with the isolating valves located in No.1 cargo hold at tier level No.12. room in the port and starboard passageways on No.2 deck.
The pump may be started locally, or remotely from the bridge and fire control
Maker: Heinrich Behrens Pumpenfabrick
station. g) Open the deck fire isolation valves according to the table
No. of sets: 1 below.
Type: Vertical, centrifugal with self-priming unit
Preparation for the Operation of the Fire Hydrant System
Model: VRW 5/350 Position Description Valve
Capacity: 160m3/h at 8.0 bar a) The intermediate isolating valves in the port and starboard Open Forward port fire main isolation valve A274-063
passageways must be open and the drain lines closed. Open Aft port fire main isolation valve A274-014
Engine Room Bilge/Fire Fighting Pump Open Port side accommodation isolation valve A274-016
b) All hydrant outlet valves and drains must be closed.
Open Forward starboard fire main isolation valve A274-021
c) Ensure that all instrumentation is operational and reading Open Aft starboard fire main isolation valve A274-024
No. of sets: 1
correctly and that the pump self-priming system is operational Open Starboard side accommodation isolation valve A274-022
Type: Vertical, centrifugal with self-priming unit
and the air supply open. Open Forward crossover valve in No.1 cargo hold port A274-075
Model: VNF 7/420
side
Capacity: 300/160m3/h at 5.8/8.0 bar d) Set the valves according to the tables below: Open Forward crossover valve in No.1 cargo hold side A274-076
starboard
Emergency Fire Fighting Pump It is assumed that the sea water cistern crossover is flooded and operational.
h) Open the desired hydrant valve on the fire main after connecting
Fire Pump the fire or wash deck hose.
No. of sets: 1
Type: Vertical, centrifugal Position Description Valve Note: Hydrant valves are normally closed unless they are required to be open
Model: VRW 3/350 G Open Sea water suction valve A724-001 for operation. It is essential that all hydrant valves are operable at all times;
Capacity: 75m3/h at 8.0 bar Open Pump discharge valve A724-002 they should be maintained in a clean condition and should be opened and
closed at least once each week to ensure that they remain operational.
The fire and bilge/fire pumps are in normal operations kept ready on the fire
Bilge/Fire Pump
main; these pumps can be started remotely from the bridge and the fire control
station. The bilge/fire pump can also be started and stopped from the GOSs. Position Description Valve
Open Sea water suction valve A722-080
The fire pump and the bilge/fire pump suction valves from the sea water cistern
Closed Bilge main suction valve A722-081
crossover main and the discharge valves to the fire main outlet are maintained
in the open condition in order to ensure that in normal operations the pumps Closed Direct bilge suction valve A722-082
Illustration 4.1.2a Fire Water on Deck and Accommodation Areas
H Deck 103 102
Swimming
G Deck 101 100 Pool Filling 099
F Deck 098 097 096

Engine
Casing
E Deck 095 094
D Deck 086 087 088
C Deck 089 090
B Deck 091 093 092
A Deck 084 085

International
Shore Connection
Upper Deck 107 108 067
Isolating Valves Tier 12
Cargo Hold No.1
017 016
046 048 049 052 053 056 057 059
014 063
2nd Deck
044 064 061
018
015
To Steering
Gear Room 075
From
Engine
Room 076
062
023
045 047 050 051 054 055 058 060

043
072
7 to 2.2 bar A725-235
065
024 021
019 A729-002 Vent Line PI± PI
Fire Main Supply to 022 Air Blow
Hydrants in the Shaft Tunnel 068
International Steam Blow
Shore Connection A717-162 073 074
020 071
070 106
Sea Chest Emergency Fire Pump
75m3/h x 8kg/cm2
The fire hydrant valves are located as follows: Engine Room Fire Hydrants The emergency fire pump sea chest vent valve should be kept open at all times.
There is an air and steam weed blow line fitted to the sea water chest for use
Location Hydrant Valve No. in case of fouling or obstruction.
Deck Fire Hydrants
Tank deck/Bottom level, port middle A724-005
Location Hydrant Valve No. Tank deck/Bottom level, forward starboard A724-007
Port Starboard Tank deck/Bottom level, port aft tunnel area A724-006
Focsle deck A724-082 A724-083 Deck 5, outside store and fuel oil booster room A724-030
Focsle bosun’s store A724-079 A724-077 Deck 4/5, by boiler A724-029
No.2 hatch A724-061 A724-062 Deck 4/5, starboard diesel generator room, aft A724-027
No.4 hatch A724-059 A724-060 Deck 4/5, air compressor room, aft A724-028
No.5 hatch A724-057 A724-058 Deck 4, outside engine room workshop, port A724-025
No.7 hatch A724-056 A724-055 Deck 4, port diesel generator room, forward A724-026
No.9 hatch A724-053 A724-054 Deck 2, outside separator room, port A724-013
No.10 hatch A724-052 A724-051 Deck 2, outside engine control room A724-012
No.12 hatch A724-049 A724-050 Upper deck, inside engine casing A724-108
No.14 hatch A724-048 A724-047 B deck, inside engine casing A724-093
No.15 hatch A724-046 A724-045 D deck, inside engine casing A724-087
Mooring deck A724-044 A724-043 F deck, inside engine casing A724-097
Steering gear room A724-010
Shaft tunnel forward A724-008
Note: Each fire hydrant valve has an associated hose with nozzle and hydrant
Shaft tunnel middle A724-009 connection. This equipment must be maintained in an effective condition at
Shaft tunnel aft A724-066 all times so that it is available whenever required. Fire hydrant valve spindles
must be lubricated and operated at least once each week to ensure that they
It should be noted that the hydrant in the steering gear room is supplied from are available for use whenever required.
the port aft section of the fire main. Whilst the hydrants in the shaft tunnel are
supplied from the starboard aft main. Note: The 25 litre foam station located in the engine room is used in
conjunction with the fire hydrant system. The foam station box is located by
hydrant A724-026 in No.1 and 2 generator engine room.
Accommodation Block Fire Hydrants
Location Hydrant Valve No. Emergency Fire Pump

Port Starboard
Upper deck outside entrance A724-107 A724-067 Both the suction and the discharge valves from this pump are normally locked
A-deck outside entrance A724-084 A724-085 open, so that the pump may be started remotely and will supply water to the
fire main immediately. The ship side suction valve A724-068 is located on
B-deck outside entrance A724-091 A724-092
the sea chest with the pump suction valve A724-070 after the suction strainer.
C-deck outside entrance A724-089 A724-090 The non-return discharge valve A724-071 is immediately after the pump the
D-deck aft outside entrance A724-087 A724-088 discharge line then branches into two, one section discharging directly to the
E-deck aft outside entrance A724-095 A724-094 focsle hydrant and cable wash system. The second section discharges through
F-deck aft outside entrance A724-098 A724-096 A724-073 to the fire main crossover in No.1 cargo hold. The valves A724-
G-deck aft outside entrance A724-101 A724-099 075 and A724-076 provide isolation from the port and starboard fire mains if
required.
H-deck aft bridge wing A724-103 A724-102
As the emergency fire pump is 2.25m above the lightest sea going draught it is
On G-deck valve A724-100 is dedicated to filling the swimming pool from the provided with a vacuum priming pump.
fire main.
To Deck Safe Area Key

Illustration 4.2a CO2 System Room 51 Cylinders
CO2
Compressed
Air Connection Air
PS
Electrical Signal
Cargo Hold
Bank 1
Cargo Hold
52 Cylinders
Bank 2
Cargo Hold
Bank 3
Cargo Hold
Bank 4
To Alarm via
Relay Box
58 Cylinders
PS PI
58 Cylinders
Paint Room CO2 Cylinders
Paint Room
CO2 Valve
Compressed Air
Connection
Cargo Hold Release Group Engine and Engine Cargo Holds

Test Pipe
Cargo Holds PI Control Rooms CO2 Valve
with Plug Engine Room
4 3 2 1 Main Release CO2 Valve To Paint Room
Emergency
Valve Release CO2 System
Cabinet O O
2 1 PS PS
Compressed Air Compressed Air

To Alarm via Connection To Alarm via Connection
From Release Group 4 for Cargo Holds Pilot Cylinders
From Release Group 3 for Cargo Holds Relay Box Relay Box
From Release Group 2 for Cargo Holds From Fire Control Station From Fire Control Station To Fire Station
From Release Group 1 for Cargo Holds Release Cabinet Release Cabinet Three-Way Valves
4.2 Co2 Fire Extinguishing System and operation of three-way valves is required to change from the normal smoke In the CO2 Cylinder Room
detection mode to CO2 release mode. The smoke detector three-way valves are
Maker: Minimax GmbH located in the fire control station in the ship’s control centre on A deck. • Master control box for the engine room CO2 release
Type: High pressure • Master control box for the cargo holds CO2 release
A pressure gauge and pressure switch are fitted to the main CO2 manifold.
Capacity: 219 cylinders each containing 53.3kg
From the fire control station the N2 cylinders are released remotely but in the
Spaces protected: Engine room and cargo holds The system is designed to discharge the required number of cylinders into each CO2 room they can be released both remotely and manually.
space as indicated in the table on the following page.
Introduction Alarms
CO2 Requirements
Various alarms are connected to this system to give warning of CO2 discharge.
Dependant upon the application, CO2 is normally employed at levels of between The amount of CO2 required to be carried on board the vessel depends upon the They are installed as follows:
35% and 50% by volume to produce an oxygen deficiency and thus extinguish volume of the largest protected compartment. The largest hold is No.4 and this
a fire. This level of oxygen reduction is also capable of causing asphyxiation. requires a total 169 cylinders to be released. The engine room, including the • Engine room including the engine control room
Fixed systems are therefore designed to include safeguards which prevent the control room requires the full compliment of 219 cylinders to be discharged. • Cargo holds
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 For cargo hold CO2 release, the number of cylinders to be released is They are initiated via a heavy duty relay from switches mounted on the control
normally. CO2 is not generally regarded as having a high intrinsic toxicity determined by the hold capacity; this is covered below in the operation of the box doors, on control valves and on main CO2 release valves.
and is not normally considered to produce decomposition products in a fire cargo hold system.
situation.
Two pilot N2 cylinders are located in the fire control room and are used Engine Room Control Box
All of the CO2 cylinders are fitted with safety devices to relieve excess pressure for activating the release of the main CO2 cylinders from, additionally two
caused by high temperatures. To avoid these safety devices operating, it is CO2 pilot cylinders are located in the CO2 room. The discharge from the N2 The system is operated by a supply of N2 separate from the main fire
recommended that cylinders are located in areas where the ambient temperature cylinder(s) are pressure regulated down from 200 bar to a operating pressure of extinguishing central bank of CO2 cylinders. The N2 is stored in two 10 litre
will not exceed 46°C. Cylinders must not be stored in direct sunlight. 50 bar. In each case one cylinder at each location is used as a standby cylinder (200 bar) pilot cylinders which are installed adjacent to the control boxes at the
in the event that the first cylinder fails to activate the system. fire control station and in the CO2 room. The control cylinders are connected to
CO2 may cause low temperature burns when in contact with the skin. In such the main pilot system pipework via isolation valves installed within the control
cases the affected area should be thoroughly irrigated with clean water and box, both for the engine room and cargo hold system.
afterwards dressed by a trained person. Distribution Valves
A distribution valve is installed into the CO2 discharge pipework between the For the engine room system the pilot valve marked cylinders is connected via
CO2 manifold and the discharge nozzles to direct the CO2 gas into the space small bore pilot gas pipework to the cylinder bank to open the cylinders. The
System Description where the fire is located. The distribution valve is opened when the CO2 system pilot valve marked valve is used to direct pilot gas to open the distribution
Areas Protected for a particular space is activated. The following sizes are used for each space valve to the engine room. The pilot valves are positioned so that the control box
and are located in the CO2 room: door cannot be closed with the valves in the open position. It is also arranged
The CO2 system consists of a central bank of cylinders installed in a designated that the control box door will operate a switch when it is in the open position,
compartment in the ship in order to protect the following areas: 150mm for the engine room CO2 discharge to initiate audible and visual alarms. When the engine room system isolation
• Engine room including the engine control room 25mm for the cargo hold discharge valve is operated, the engine room fans are automatically tripped.
• Cargo holds No.1 to 8
A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
Control Box Positions
pressure.
Central Bank CO2 System Discharge of the CO2 is manually operated from a control box. There are
two control boxes connected to the central bank system. These are located as The N2 pilot cylinders in the fire control station are fitted with reducing
The central CO2 bank which is located in the CO2 room below the poop follows: valves to limit the operating gas pressure to 50kg/cm². The pilot cylinders for
deck starboard side, consists of 219 cylinders, each containing a 53.3kg CO2 local operation in the CO2 room supply the gas at cylinder pressure, without
charge. reduction.
In the Fire Control Station
These cylinders are connected to discharge nozzles within the protected spaces • Master control box for engine room CO2 release
via cylinder manifolds and distribution pipework. The distribution pipes in the
hold spaces are also used as detection pipes for the smoke detection system • Master control box for cargo holds CO2 release
Illustration 4.2.1b CO2 Fire Extinguishing System

Exhaust to SMOKE DETECTION SYSTEM SDS-48
Funnel
Top
ON FIRE FAULT
ACCEPT TEST RESET
Cargo Hold Release Group Safetec

SWITCH FANS
DIAGNOSES
ON-/OFFLINE
Cargo Holds M To Bridge Repeater Panel

4 3 2 1 Main Release
Valve
M
Engine Casing - F Deck SMOKE DETECTION SYSTEM SDS-48
From CO2 Cylinder Room Cargo Hold Main Release Valve

ON FIRE FAULT
ACCEPT TEST RESET

SWITCH FANS
DIAGNOSES
Safetec ON-/OFFLINE
Pilot Line from CO2 Cylinder Room Cargo Hold Release Group 1
Engine Control Room
Pilot Line from CO2 Cylinder Room Cargo Hold Release Group 2 Repeater Panel
XXX
XXX Extension Unit
Extension Unit
Vent Valve
Engine Room
Release Station
SMOKE DETECTION SYSTEM SDS-48
200 Bar 200 Bar

ON FIRE FAULT
50 Bar 50 Bar
ACCEPT TEST RESET
SWITCH FANS
DIAGNOSES
Safetec ON-/OFFLINE
Pilot Lines to CO2 Cylinder Room

Engine Room
Emergency Release Station
2 1
N2 10 Litre Pilot Cylinders To Alarm via Relay Box
13 12 11 10 9 8 7 6 5 4 3 2 1
Key CO2 from CO2 Cylinder Room To Cargo Hold No.1

CO2 To Cargo Hold No.8 To Cargo Hold No.2
Sample Air To Cargo Hold No.8 To Cargo Hold No.3

To Cargo Hold No.7 To Cargo Hold No.3
Electrical Signal
Instrumentation To Cargo Hold No.6 To Cargo Hold No.4
Engine Room System c) Pull down the control valve handle for the valves to open the Hold No. Cylinders Required Cylinder Groups Cylinders Released
main CO2 cylinder bank. The switch will initiate the tripping of
1 15 1 43
a) On discovering a fire, shut down machinery, fuel supplies the ventilation fans, main engine auxiliary blowers and boiler
trip. 2 83 1+2 86
and ventilation systems. Close all door ventilators and other
openings, having first ensured that all personnel have been 3 134 1+2+3+4 172
evacuated and accounted for. d) Pull down the control valve handle for the main valve. 4 169 1+2+3+4 172
Extinguishing CO2 gas will be released from the cylinder bank 5 117 1+2+3 129
b) Take the key from the smash box located at the entrance door to the engine room nozzles. 6 135 1+2+3+4 172
to the ship’s control centre then go to the extinguishing system 7 123 1+2+3 129
control box in fire control station. Cargo Hold System 8 95 1+2+3 129
c) Open the engine room control box door. This will cause
Discharge of CO2 to the cargo holds is via a diverter three-way valve block to
the alarms to sound in the engine room. The engine room Cargo Hold System
any cargo hold.
ventilation fans and all dampers must be closed before the CO2 a) Before operating the extinguishing system, ensure that there
is released. are no personnel in the cargo space(s) and all personnel are
Diverter valves are used where the CO2 system is combined with a smoke
sampling system protecting the cargo spaces, when CO2 gas is required to be accounted for. Ensure all openings including hatch covers,
d) Open the valve on one of the control cylinders to release pilot ventilators, ports, sounding pipes etc, connected with the
injected into a cargo hold space then it is redirected down the smoke sampling
N2. compartment are sealed.
lines to the cargo space affected.
e) Pull down the control valve handle (cylinders) which directs b) Open the door for the cargo hold system three-way diverter
pilot gas to the cylinder bank. Control Box (Cargo System) valves in the fire control station, reposition the three-way
The system is operated by a supply of N2 separate from the main fire diverter valve for the cargo hold on fire by pulling down the
f) Pull down the control valve handle (valve) which directs pilot lever to redirect CO2 gas down that sample line.
extinguishing central bank of CO2 cylinders. This activation N2 is stored in two
gas to open the main valve.
10 litre pilot cylinders which is installed adjacent to the control boxes at the
fire control station and in the CO2 room. The control cylinders are connected to c) Using the access key, open the for the cargo hold release station;
Extinguishing CO2 gas is now released from the cylinder bank to the engine this will cause the alarm to sound in the cargo holds and the
the main pilot system pipework via isolation valves installed within the control
room distribution nozzles. ventilation fans for all holds to be stopped. Open the cylinder
box, both for the engine room and cargo hold system.
group valve(s) 1 to 4 as required for the required amount of
g) After 10 minutes close the pilot cylinder hand wheel valve in the main bank cylinders to be released. Open the main ‘hold’ valve
When the control cabinet door is opened either in the fire control station or
remote control cabinet box. situated on the right hand side of the cabinet.
locally in the CO2 room for the cargo system, alarms are sounded in each hold
and the ventilation fans will be tripped. Operating the levers 1, 2, 3 or 4 will
Note: Allow time for structural cooling before opening the engine room, at direct pilot gas onto the gang release system for required amount of groups that d) Release one pilot N2 cylinder by opening the pilot cylinder
least 24 hours prior to ventilating the CO2 gas. are required. Operating the HOLD control lever will direct pilot gas to open handwheel valve. Pilot gas will now be directed to release the
the distribution valve, which will direct CO2 to the three-way diverter valve main bank cylinders and to open the supply valve for the cargo
WARNING assemble in the fire control station. holds. CO2 will now be directed via the diverter valve into the
selected hold.
Do not enter a space that has been flooded with CO2 without the use of
breathing apparatus. Operating Instructions for the Cargo Hold System
Note: During the above procedure and until arriving in port, keep all
In the unlikely event of pilot gas initiation failure: openings sealed and directional valves open. Do not open the hatches or
The cargo hold system has different CO2 release requirements for each hold.
other openings of the compartment until arrival in port.
There are four groups of CO2 cylinders which will be released when the
a) Proceed to the engine room release box in the CO2 room. With individual valves are actuated. Each group consists of 43 cylinders. These
the control cabinet key from the smash box open the control In the unlikely event of pilot gas initiation failure at the fire control station:
are released as shown below to supply the required quantity of CO2 for each
cabinet, the alarms will sound in the engine room. The engine hold.
room ventilation fans should have already been stopped. a) The three-way diverter valve should already be set for delivery
of CO2 to the cargo hold on fire.
b) Remove the safety pin on one of the control cylinders then
operate the release lever, this will now release the pilot CO2.
b) Go to the cargo hold CO2 release box in the CO2 room. Carry Paint Room CO2 System
out the same procedure c) to d) as for the operation from the fire
control station. The smash box key is located next to the control The paint room is protected by a separate CO2 system which is used to
release cabinet. extinguish any fire which may occur. Four 45kg CO2 cylinder located in the
main CO2 room are used and these are manually released as required.
Indication that a cylinder has released its charge will be shown by snow and ice
developing on the outlet line and the top of the cylinder. The CO2 system for the paint room is operated from the CO2 room. Opening
the main valve for the paint room activates an alarm in the space and stops
the ventilation fan by means of microswitches. Ensure that all personnel have
Testing of the Smoke Sampling/CO2 Discharge Line evacuated the room and then close the door to the paint and lamp store and
activate the CO2 system.
Testing of each smoke sampling/CO2 discharge line from each cargo hold must
be done every six months. The process is carried out by directing compressed
CO2 is supplied into the paint room by opening the individual CO2 cylinder
air down the line to the sampling point in the cargo holds, a test point just
valves manually.
before the sampling point is used to verify that the line is clear.
a) Remove the blank from the test point on the sampling line to be Emergency Generator Room CO2 System
tested.
The emergency generator room is protected by a separate CO2 system which is
b) In the CO2 room, connect the compressed air supply to the test used to extinguish any fire which may occur. Two 45kg CO2 cylinder are used
point on the cargo hold CO2 discharge line, the test point is and these are manually released from the emergency generator CO2 room on
indicated on illustration 5.1.3a. ‘A’ deck, aft of the emergency generator room.
c) Open the air supply isolating and the system test line valve. The CO2 system for the emergency generator room is operated from the
adjacent CO2 room. Opening the main valve to the generator room activates
d) In the SCC open the fire control cabinet door for the smoke an alarm in the space and stops the ventilation fan by means of microswitches.
sampling three-way diverter valves. Personnel should be in Ensure that all personnel have evacuated the room and then close the door and
radio communication standing by in the cargo hold at the smoke all ventilation dampers to the emergency generator room and activate the CO2
sampling line to verify the air flow. system.
e) The operator in the SCC should swing over the diverter valve CO2 is supplied to the emergency generator room by opening the individual
which will now direct the compressed air flow down the cylinder valves manually.
sampling line. In the cargo hold the person standing by can
judge the air flow by listening for the air passing down the
line.
f) When the test of the sampling line is complete, swing the three-
way diverter valve back to the smoke sampling system. Carry
out the testing of any other smoke sampling lines in the same
manner.
g) When the last line has been tested, shut off the compressed air
supply to vent the flexible air hose before it is disconnected.
Close the test point on the CO2 discharge line. Swing the last
three-way diverter valve back to the smoke sampling system.
h) Return all blanks on the sampling test points to the closed

position.
Illustration 4.3a Fire Detection System

Fire Detection Master Panel on the Bridge Main Control Console (BMCC)
SERVOTEKNIKK
Siren
7
FIRE POWER FAULT
6
SYSTEM FAULT
TEST ALARM SOUNDERS DELAYED AC 220V Supply from Main Switchboard

DISABLEMENTS OPERATOR ACCESS
AC 220V Supply from Emergency Switchboard

Key
7 8 9
5 ABC DEF GHI
Activation Signal from Cargo Hold Smoke Detector
1. - Permanent Function Keys
4 5 6
2. - Multiple Alarms Indication JKL MNO PQR
To Protocol Convertor for VDR Unit
3. - Alphanumeric Keyboard
4 1 2 3
4. - Panel Function Keys STU VW XY
To Engine Room Water Mist

5. - LCD Information and Menu Display 2 3
0 Pump Start Control System
6. - Status Information LCDs
MENU NEXT ALARM
7. - Fire Alarm Indication ALARMS ALARM SILENCE
ServoMaster
1
Fire Doors
Release Signal Immediate on Activation Loop 1: Wheelhouse, G, F and E Decks, Including Battery Room (Ex. Type Detector)
of a Manual Alarm Call Button. x39 x7
2 Minute Delay on Detector Head Alarm.
Each Door ‘Hold On’ Coil Fitted
with Manual Release Button
Loop 2: D, C, B and A Decks.

x39 x12 x1
Fire Doors G Deck (x 2, Staircase to Alleyway)
Fire Doors F Deck (x 2, Staircase to Alleyway)
Fire Doors E Deck (x 2, Staircase to Alleyway)
Fire Doors D Deck (x 2, Staircase to Alleyway)
Fire Doors C Deck (x 2, Staircase to Alleyway) Loop 3: Upper, 4th Deck and 6th Deck (Stabiliser and Bow Thruster Rooms)
and Paint Store (Ex. Type Detector). x20 x6 x1
Fire Doors B Deck (x 2, Staircase to Alleyway)
Fire Doors A Deck (x 2, Staircase to Alleyway)
FIRE POWER FAULT

SERVOTEKNIKK
Fire Doors U Deck (x 2, Staircase to Alleyway)
SYSTEM FAULT
TEST ALARM SOUNDERS DELAYED
Loop 4: Engine Room 2nd, 3rd, 4th, 5th and 6th Decks, Engine Casing
7 8 9
H, F, E, D, C, B and A Decks. x18 x8

ABC DEF GHI
4
JKL
5
MNO
6
PQR x41
1 2 3
STU VW XY
MENU NEXT ALARM

ServoMaster
Fire Detection Slave Panel in the Fire Control Station
Fire Detection Slave Panel

in the Engine Control Room
SERVOTEKNIKK
FIRE POWER FAULT
SYSTEM FAULT
TEST ALARM SOUNDERS DELAYED
7 8 9
ABC DEF GHI
4 5 6
JKL MNO PQR
1 2 3
STU VW XY
MENU NEXT ALARM

ServoMaster
4.3 Fire Detection System Function Keys The LCD display will indicate the location of the fire alarm, its addressable ID
number and type of detector head.
MENU < > ALARMS
Maker: Consilium Servoteknikk AS, Norway
Type: ServoMaster Permits the display to return to the main menu. When the panel is in the alarm The function of the three keys below the display are described by the text
state however, this key can be used to toggle between the main menu and the written above the keys in the bottom line of the display.
active alarm message.
Introduction When the ACKNOWLEDGE button is pressed, the panel and alarm point with
NEXT ALARM fire status will return to the normal operating condition.
The vessel is equipped with a fully addressable fire alarm system with a central
control panel monitoring both the status of internal circuits and components Used to scroll through the different alarms. The two red lamps directly above If the panel registers more than one alarm, several options appear on the
and providing both visual and audible fire alarms. The system is configured the key illuminate to indicate the presence of more than one alarm. bottom text line:
with 4 loops with fully addressable detector heads, see section 5.1.7 for the FIRST AL
illustrations showing the locations of the fire alarm detector heads and manual ALARM SILENCE
alarm call points. This displays the present alarm number and the total number of alarms active
Silences the audible alarm. The panel can be programmed to restart the audible
alarm if ALARM SILENCE is pressed a second time. as an x/y where x is the alarm number, and y is the total number of alarms.
The system monitoring of the engine room, will, if certain detector heads are
triggered, send a signal for the water mist suppression fire fighting system to NEXT ALARM
selectively target the area which has gone into alarm. See the previous section NUMERIC KEYBOARD By pressing this key details of the next alarm are obtained.
for full details of the water mist system. The numeric keyboard is used for several functions. The necessary instructions
for the various menus are displayed as they arise. PREV. ALARM
Operation By pressing this menu key details of the previous alarm are displayed.
When the panel is in normal operation and the keyboard locked, NORMAL
The fire alarm control panel consists of three function keys together with a OPERATION is displayed together with the time in hours and minutes. Fault Alarm
numeric keyboard to input the required data.
The ‘main menu’ is displayed when the keyboard has been unlocked. Faults are indicated by a flashing yellow lamp marked FAULT. The internal
buzzer is activated and the upper line of the display shows FAULT and the date
Operation of the panel is carried out with a combination of three arrow keys
and time the fault occurred. The next two lines of the display are used for text
located below the display and a menu system shown in the display. The keys Fire Alarm describing the fault area and additional information.
have various functions depending on the displayed menu, the lower line in
the display shows the main menu. Selection can be made from this menu by A fire alarm is indicated on the panel by two flashing red lights in a square The ALARM SILENCE key stops the audible alarm and the flashing yellow
pressing one of the keys directly below the text in the display. The chosen marked FIRE together with audible alarm bells. The upper line on the control lamp marked FAULT then becomes an unbroken continuous light.
function will then be displayed in a new menu with further instructions. See panel display will indicate the exact alarm point number in the form of a four
illustration 5.1.6b for the display menu tree. digit number (xxzz), the first set of digits (xx) will indicate the loop number, In order to carry out further operations, the keyboard must be unlocked by
either 1, 2, 3 or 4, the second set of digits (zz) will indicate the addressable entering the access code.
The control panel function key pad is normally left in a secure state, ie, the head number. The date and time of the alarm and a text message are displayed
operator must first enter an access code to be able to carry out any changes, describing the fire head description and location. The function of the three keys below the display are described by the text
disconnection, reconnections, time/date changes etc. The access protection on
written above the keys in the bottom line of the display.
the protected function keys must be set in the ON condition for this function The ALARM SILENCE key stops the audible alarm and the flashing red lamps
to be in place. When the access code has been successfully entered, the marked FIRE then becomes an unbroken continuous light. When the key under the text ACKNOWLEDGE is pressed, the panel and alarm
OPERATOR ACCESS indicator LCD on the panel will be lit, it will remain in
point with fault status will return to the normal operating condition.
this condition for approximately 60 seconds after the last press of a function
Note: The ship’s general alarm will sound after two minutes if the alarm is
key. If during the 60 seconds countdown period a function key is pressed, the
not acknowledged on the attended deck duty alarm system monitoring panel If a fire alarm occurs when the panel indicates a fault alarm, the fire alarm will
countdown will be reset.
(ie, on the bridge in sea mode or in the SCC in harbour mode), on the master cancel all fault alarms and the panel will activate the fire alarm only.
fire alarm panel on the bridge as well as the duty alarm system panel in the
The on screen alarm ACKNOWLEDGE button and the permanent function
ECR. Although the alarm can be silenced at one of the remote repeater panels
buttons are not included in the protected system status.
this will not acknowledge the alarm.
System Fault Setting Date and Time During ship’s operations it might be necessary to isolate detector heads (or if
necessary an entire zone) while hot work is taking place ie, during welding, gas
The panel continuously displays the current date and time on the status line.
A system fault is indicated by a flashing yellow lamp marked FAULT and an cutting operations etc. In these situations a sensor head can be disconnected for
intermittent sounding of a buzzer. This fault is extremely serious since the a period of time from the fire detection loop. It is not possible to disconnect
a) Select the SYSTEM SETTINGS key in the main menu, confirm
panel’s microprocessor has ceased to operate. manual call points.
the request by pressing ENTER.
Other Faults b) Use the UP and DOWN arrow keys to select the command To Disconnect/Reconnect a Sensor Head
line SET DATE AND TIME, confirm the request by pressing
The panel monitors a number of systems and functions: ENTER. The alarm panel must be in the unlocked position, the OPERATOR ACCESS
indicator LCD on the panel will be lit. Press the MENU < > ALARMS button
• Alarm outlets c) Set the new time date using the numeric keypad. to access the main menu options.
• Control outlets
d) Confirm the change command by pressing ENTER. a) Press the UP or DOWN arrow buttons to select the
• Fire door outlets DISABLEMENTS SENORS option then press the ENTER
• Fault relays key.
Display Set-up
• Fire contact relay
(Backlight) b) Use the UP and DOWN arrow keys to select the DISABLEMENTS
• Fire contact relay SENORS option, the DISABLEMENTS ZONES and ENABLE
a) Select the SYSTEM SETTINGS key in the main menu, confirm ALL SENSORS options are also covered on the sub menu.
• Internal buzzer
the request by pressing ENTER. Press the ENTER key. The menu will change to allow the
• Data communication outlet operator to enter the sensor address number.
b) Select the command line SET DISPLAY BACKLIGHT, confirm
• General alarm outlet
the request by pressing ENTER.
• Mains supply c) Enter the sensor address number using the keypad. Press
The screen will now show a graphical bar indicating the current CLEAR if an incorrect number is entered. The screen display
• Battery supply
light intensity setting. Use the UP/DOWN arrow keys to adjust will now indicate the current condition of the requested sensor.
• Battery charging voltage the backlight level, each set point change will be carried out in The options ENABLE or DISABLED, CLEAR and BACK are
• Fuses voltage outlets steps of 10%. given at the bottom of the screen. Press the required option
key to change the sensor’s status. If any additional sensors are
• Insulation circuit required to be disabled/enabled, enter the sensor’s ID address,
c) When the required value has been reached press OK to return to
• DC voltage supply the SYSTEMS SETTINGS menu. then proceed to change its status as previously indicated.
A flashing yellow lamp marked FAULT and the activation of the internal It is possible to reconnect all currently disabled senors using the
(LED Intensity)
buzzer indicates these faults. ENABLE ALL SENSORS option in the main menu.
a) Via the SYSTEMS SETTINGS main menu [see item a) above
The alarm type FAULT is shown followed by the date and time. The type of if not already in the SYSTEMS SETTINGS menu], select the
alarm is specified on the next two text lines which describes the location, and command line SET LED INTENSITY, confirm the request by d) When all the required sensors have been disconnected/enabled,
other pertinent information. pressing ENTER. press the BACK arrow key twice to return to the main menu,
then press the EXIT key. The system protection can be reset
The ALARM SILENCE key stops the audible alarm. The flashing yellow lamp The screen will now show a graphical bar indicating the current by typing in the access code; the protection will come on
marked FAULT switches to continuous illumination and the display remains light intensity setting. Use the UP/DOWN arrow keys to adjust automatically 60 seconds after the last key command.
unchanged. the backlight level, each set point change will be carried out in
steps of 10%.
Note: Faults must be corrected as soon as possible to ensure full effective
monitoring of the system. b) When the required value has been reached press OK to return to
the SYSTEMS SETTINGS menu.
In order to continue with further operations on diagnosis of a fault, the
keyboard must be unlocked and the ACKNOWLEDGE key pressed.
To View and Change Disablement Outlets Illustration 4.3b Menu Tree

Zone No.1: Bridge
This menu is used by the operator to select the disablement/enablement of Select Function Disablements - Outlets Disablements - Outlets
Zone No.2: G Deck
alarm sounders, door release units, control and fault outlets. The main use EXIT Alarm Sounders ENABLED Alarm Sounders ENABLED
Disablements - Outlets Door releases ENABLED Door releases DISABLED Zone No.3: F Deck
would be during the testing of sensors without the ringing of the alarm bells Disablements - Sensors Control outlets ENABLED Control outlets ENABLED
View information Fire brigade ENABLED Fire brigade ENABLED Zone No.4: E Deck
throughout the ship. When the alarm sounder function is set to DISABLE, the Functional tests Fault outlets ENABLED Fault outlets ENABLED
System settings Zone No.5: D Deck
alarm monitoring panels will not be affected. Service functions
System configuration Zone No.6: C Deck
Zone No.7: B Deck
The alarm panel must be in the unlocked position, the OPERATOR ACCESS Enter
Down
Up Back
Down
Disable Back
Down
Enable
Zone No.8: A Deck
indicator LCD on the panel will be illuminated. Press the MENU < > ALARMS Zone No.9: Upper Deck (Including Reefer Workshop and
button to access the main menu options. Bosun’s Store)
a) Select the DISABLEMENTS OUTLETS option then press the Select Function Disablement - Sensors Disablement - Sensors Zone No.10: Focsle Bosun’s Store
ENTER key, by default this should be the first option given on EXIT Back Enter Sensor number: ---/--
Zone No.11: CO2 Room, Steering Gear Compartment,
Disablements - Outlets Disablements - Zones
the screen, but if necessary use the UP/DOWN keys to scroll to Disablements - Sensors Disablements - Sensors Status sensor 101/01: DISABLED
Rope Store, Paint Store, Stern Thruster Room
this option. View information
Functional tests
Enable all sensors Panel A, LC 1, Loop 1, Dev. 1 Zone No.12: Stabiliser Room and Bow Thruster Room
System settings Zone No.13: Engine Control Room
Service functions
System configuration Zone No.14: Engine Room 2nd Deck (Separator Room, Main
b) The condition of all of the outlets will be indicated. Select the Engine Tops, A/C Units
Down Down Down
required outlet function using the UP and DOWN arrow keys. Enter Up Enter Up Enter Enable
Zone No.15: Engine Room 3rd Deck (Auxiliary Engine Rooms,
The option will be given to change is current status to either Boiler, Air Compress Store Room, FO Booster
ENABLE or DISABLE. When the action has been carried out Pump Room, and above Common Rail FO Pumps
press ENTER to carry out the function change. Select Function View information View sensors Zone No.16: Workshop
EXIT Back Select sensor: ---/-- Zone No.17: Floor Plates
Disablements - Outlets View zone
Alarm Sounders Disablements - Sensors View sensor Status zone 1 /1: ENABLED Zone No.18: Engine Room Casing
View Information View alarms by level Panel A, LC 1, Loop 1, Dev. 1
Functional tests Overview disablements Alarm level: NONE Zone No.19: Shaft Tunnel
This outlet function when set to DISABLE will disable the alarm bell outputs System settings View all sensor disablements Dig. status: 00H, Info status 0
Service functions View disabled outlets
AB1 and AB2. System configuration
Down Down
Enter Up Enter Up Enter Clear
Door Holders
This outlet function when set to DISABLE will disable the automatic release
to the fire door holding open magnets when a fire alarm is activated. Select Function System settings Set display backlight Set LED intensity
EXIT Back Current display backlight setting: 80% Current LED intensity setting: 80%
When a DISABLEMENTS OUTLET function is active, the LCD on the Disablements - Outlets
Disablements - Sensors
Set display backlight
Set display contrast
control panel DISABLEMENTS will be illuminated. View information
Functional tests
Set LED intensity
Set date and time
System settings
Service functions 0% 50% 100% 0% 50% 100%
System configuration
c) To confirm the DISABLEMENTS action press the ENTER
Down Down Down Down
key. Return to the main menu then press the EXIT key. The Enter Up Select Up
OK
Up
OK
Up
system protection can be reset by typing in the access code, the

protection will come on automatically 60 seconds after the last
key command. System settings Set display contrast Set date and time
Back Current display contrast: 2
Set display backlight
Set display contrast Set correct date and time
Set LED intensity _9.11.2002 08:29:04
Set date and time
-5 0 +5
Down Down
Select Up OK OK Clear Cancel
Up
Illustration 4.3a Quick-Closing Valve System

Release Station for Quick Closing Valves
Main Engine
Emergency
Cylinder
Generator
Lubricating
Diesel Oil
Oil Service
Service Tank
Tank
A713-201 A714-064
1 2 3 4 5 6 7 8 9 10 11 12
F56
A713-307 M60 F54
A713-306 M62 A723-055 Low Sulphur A723-056
Fuel Oil Heavy Fuel
Lubricating Oil Heavy Fuel
Sludge Tank Oil Deep
Sludge tank Oil Deep
Starboard
Tank
A713-308
M04 M42 F57

M10 M44 F55 F53 F51 F52
Low Sulphur Turbocharger Turbocharger Generator Low Sulphur
A723 A723 Marine Diesel A714 A714 A714 A714 Crankcase A723 A723 Heavy Fuel A723 Heavy Fuel A723 Heavy Fuel A723 Heavy Fuel
Heavy Fuel Lubricating Lubricating Engine Heavy Fuel
-062 -063 Oil Service -502 -501 -201 -065 Lubricating Oil -053 -051 Oil Deep -052 Oil Deep -054 Oil Deep -057 Oil Deep
Oil Settling Oil Tank to Oil Tank to Lubricating Oil Oil Deep
Tank Storage Tank Tank Port Tank Port Tank Centre Starboard
Tank Cleaning Pump Storage Tank Tank
M07
M63 M03 M05 Low Sulphur Heavy Fuel F59 M43 M45 M67
M61
A713-303 Boiler A713-301 A723-060 Heavy Fuel A723-059 Heavy Fuel A723-061 Oil Service Tank A723-058 Marine Diesel A714-061 Cylinder A714-062 Cylinder A714-063 Cylinder
Boiler Fuel Oil
Sludge Tank Lubricating Oil Oil Settling Oil Service Oil Service Lubricating Oil Lubricating Oil Lubricating Oil
Sludge Tank Tank Tank Main Engine Tank Storage Tank Storage Tank Storage Tank
A713-304 A713-302
A713-004
A713-404 A713-403
A713-402 A713-401
No.4 Generator Engine No.3 Generator Engine
No.2 Generator Engine No.1 Generator Engine
Key
Hydraulic Oil
4.4 Quick-closing Valves, Fire Damper Tank Valve Fire Dampers

System And Emergency Stops Group 2
Fire dampers operate to close ventilation openings in the event of a fire.
Heavy Fuel Oil Settling Tank - MO3 A723-060
Introduction Heavy Fuel Oil Service Tank - MO5 A723-059 Locally operated manual dampers are fitted at a number of located throughout
Heavy Fuel Oil Service Tank, Low Sulphur - MO7 A723-061 the vessel and these are operated as and when required by personnel at the
All the outlet valves from the fuel oil and lubricating oil tanks, from which Marine Diesel Oil Storage Tank - FO59 A723-058 vicinity.
oil could flow to feed a fire, are equipped with hydraulically operated quick-
Group 3
closing valves, which are activated from the fire control station. They are An automatic fire damper control panel is fitted in the Fire Station on A deck.
supplied with oil from a group of hand pumps situated in the fire control station Cylinder Oil Storage Tank - M43 A714-061
This panel has two switches for operating dampers in the machinery spaces,
on A deck. Cylinder Oil Storage Tank - M45 A714-062 one for engine room fire dampers and the other for dampers in technical rooms
Lubricating Oil Cleaning Tank - M67 A714-063 away from the engine room.
The individual pumps for the quick-closing valves are in two groups of six, Group 4
each group having a separate oil reservoir with sight glass. Diesel Generator No.1 A713-401 Illuminated indicators show whether dampers in the following areas are open
Diesel Generator No.2 A713-402 or closed:
When the hand pump is operated oil is supplied cylinders on each valve in the
Group 5 Engine room air supply and exhaust damper
selected group. Pistons in the cylinders move out and release the bridge of each
valve in that group, thus causing the valves to close. Diesel Generator No.3 A713-403 Shaft tunnel supply damper
Diesel Generator No.4 A713-404 Stabiliser room supply and exhaust dampers
The valves are reset by releasing the hydraulic pressure and operating the Group 6
valve handwheel in a closed direction to reset the bridge mechanism and then Heavy Fuel Oil Settling Tank, Low Sulphur - MO4 A723-062 In addition to switches for closing dampers in the engine room and technical
opening the valve in the normal way.
Marine Diesel Oil Service Tank - FO10 A723-063 rooms there is also an Emergency Stop pushbutton for shutting down all
Group 7 ventilation in these spaces.
Quick-closing valves are fitted at the fuel inlet to the main engine and to each
generator engine. Generator Engine Lubricating Oil Storage Tank - M42 A714-201
The panel contains a reset pushbutton for the separator room damper which has
Main Engine Crankcase Oil Storage Tank - M44 A714-065 been closed by activation of the water mist system in the separator room.
The main sea suction valves are operated remotely from the deck above by Turbocharger LO service tank to cleaning unit A714-502
means of an extension spindle and handwheel. The starboard side extension
Turbocharger LO service tank to pump A714-501
valve spindle handwheel is located in the starboard generator room and the port
extension valve spindle handwheel is located in the fuel booster room. Group 8
Heavy Fuel Oil Deep Tank Port Forward - FO53 A723-052
Heavy Fuel Oil Deep Tank Port Aft - FO55 A723-051
Oil Tank Quick-Closing Valves
Heavy Fuel Oil Deep Tank Low Sulphur Port - FO57 A723-053
Group 9
CAUTION
Heavy Fuel Oil Deep Tank Centre - FO51 A723-054
Some tanks, such as lubricating oil daily service tanks do not have quick-
closing apparatus fitted. This is because they are normally closed and Heavy Fuel Oil Deep Tank Starboard Forward - FO52 A723-057
only opened for short periods when required. It is important to ensure Heavy Fuel Oil Deep Tank Starboard Aft - FO54 A723-056
that these are always closed when not in use. Heavy Fuel Oil Deep Tank Low Sulphur Starboard - FO56 A723-055
Group 10
Tank Valve Fuel Oil Sludge Tank - M60 A713-307
Group 1 Fuel Oil Sludge Tank - M60 A713-308
Main Engine Fuel Oil Inlet A713-004 Lubricating Oil Sludge Tank - M62 A713-306
Fuel Oil Sludge Tank - Boiler - M61 A713-303 Group 11
Fuel Oil Sludge Tank - Boiler - M61 A713-304 Cylinder Oil Service Tank for Main Engine A714-064
Lubricating Oil Sludge Tank - Boiler - M63 A713-301 Group 12
Lubricating Oil Sludge Tank - Boiler - M63 A713-302 Emergency Generator Fuel Oil Tank A713-201
Ventilation Dampers and Emergency Stops the emergency generator room) or the dampers may be activated locally from Within the accommodation fire doors provide protection and these must be
within the room. closed in the event of a fire. The doors are of the self-closing type and are kept
Ventilation dampers are installed at various locations in order to shut off the open by means of electro-magnetic catches which are released in the event of
flow of air which would feed a fire in a particular compartment. The dampers A number of dampers are provided with local actuation including the air a fire.
are to be closed in the event of a fire and ventilation fans shut off. In the event conditioning units in the engine control room and the workshop. These units
of a fire in a space where CO2 is used, ventilation is automatically shut off may also be shut down locally. The galley is provided with automatic dampers
Main Engine Emergency Stops
when the system is initiated. which may also be activated locally.
Emergency Stops for the main engine are located on the bridge at the main
Cargo holds are fitted with vent fans and these are shut off and dampers closed manoeuvring console and on the two bridge wing consoles.
from the ship control centre; fans may also be stopped locally if required.
Ventilation systems in the engine room and accommodation spaces are also
provided with fan stops and fire dampers. Fans and ventilation systems may Illustration 4.4.1c Emergency Stop Panel
be stopped locally or remotely as required depending upon the nature of the
outbreak. The shutting off of engine room ventilation fans automatically shuts
the ventilation dampers.
In the fire control station there is located an Emergency Shut Down Panel
which contains stops for fans and ventilation systems throughout the ship,
together with stops for machinery which might aggravate a fire situation. GROUP 1 GROUP 2 GROUP 3.1
CARGO HOLDS 1, 2, 3
GROUP 3.2 GROUP 3.3 GROUP 3.4
ACCOMMODATION ENGINE ROOM CARGO HOLDS 4,5 CARGO HOLDS 6, 7, 8 AFT SHIP VENTILATION
Ventilation systems are grouped in order to allow any particular part of the ship VENTILATION VENTILATION
AND
FORE SHIP VENTILATION VENTILATION VENTILATION
to be isolated quickly.
Fire Control Station Emergency Stop Panel
• Group 1 Stop Button - Accommodation Ventilation

GROUP 4 GROUP 5 GROUP 6 GROUP 7
• Group 2 Stop Button - Engine Room Ventilation SEPARATORS BOILER OIL AUX. BLOWERS
PLANT PUMPS MAIN ENGINE
• Group 3.1 Stop Button - Cargo Holds 1, 2, 3 and Fore Ship

Ventilation
• Group 3.2 Stop Button - Cargo Holds 4 and 5 Ventilation
• Group 3.3 Stop Button - Cargo Holds 6, 7 and 8 Ventilation
• Group 3.4 Stop Button - Aft Ship Ventilation EM. STOP
AUXILIARY
EM. STOP
AUXILIARY
EM. STOP
AUXILIARY
EM. STOP
AUXILIARY
DIESEL 1 DIESEL 2 DIESEL 3 DIESEL 4
• Group 4 Stop Button - Separators
• Group 5 Stop Button - Boiler Plant
• Group 6 Stop Button - Oil Pumps
• Group 7 Stop Button - Main Engine Auxiliary Blowers
• No.1 Diesel Generator Engine Emergency Stop Pushbutton
The emergency generator room is protected by dampers which may be activated

automatically when the vent fan stop is activated (the stop is located outside
Illustration 4.5.1a Water Mist Fire Extinguishing System
Ship Fire
PI Input
Generator Detection
Module
Engine No.1 M Panel
PI
Lubricating Oil
Separator No.1 Control VDR
Panel VDR
Lubricating Marine Diesel Fuel Oil Purifier Fuel Oil Purifier
M
To Scuppers Oil Purifier Oil Purifier
To Scuppers
From Working Air System
Generator Remote
Engine No.2 Release
Cabinet
PI
M
Man Power
Module Supply
Fuel Oil To Scuppers From
PI Cabinet
Supply Unit Working Air Auxiliary Power M31
and Starter
M System Supply Fresh Water Tank Port
Panel
121m³
Low Level
Alarm Switch
Boiler Front
20%
To Scuppers
To Bilge Well
Fuel Pumps
PI
Main Engine M
M To the Hydrophore Pumps
PI PI+-
A724-110
To Scuppers From Mini Fog Pump

Fire Main 11m³/h x 10.5 bar
To Bilge Well M32

Fresh Water Tank Starboard
PI 206m³
Generator
Low Level
Engine No.3 M
Alarm Switch
20%
Lubricating Oil Key
Separator No.2
Fire Water
To Bilge Well
To Scuppers Fresh Water
Electrical Signal To the Hydrophore Pumps

Generator Alarm
Engine No.4
4.5 Fresh Water Mist Fire Extinguishing • No.1 (port) generator room, generator engines No.1 and No.2; protected spaces the section release solenoid valves are located at the manifold
System Section Valve 2. One smoke detector and one flame detector. situated on the 2nd deck, starboard just outside of the engine control room.
Nine nozzles, four above each engine and one above the LO
Maker: Minimax GmbH separator. The local release panel is located outside the forward The mode switch for the water mist fire fighting system (on the pump starter
entrance to the room. cabinet located adjacent to the pump) must be set to AUTO at all times unless
Pump model: Grundfos CR10-09
work is being undertaken on the system.
No. of sets: 1 • No.2 (starboard) generator room, generator engines No.3 and
No.4; Section Valve 3. One smoke detector and one flame
Type: Vertical multistage centrifugal During daywork periods when the engine room is manned, the mode switch
detector. Nine nozzles, four above each engine and one above
Capacity: 12.1m3/h at 10.5kg/cm2 for the pump may be set to the manual (O) position, this will allow the engine
the LO separator. The local release panel is located outside the
room staff to assess a fire situation before activation of the sprinkler system.
forward entrance to the room.
Introduction • FO Booster room; Section Valve 4. Two smoke detectors and The fresh water mist system releases water mist into a compartment
one flame detector. Two Nozzles. The local release panel is automatically when a fire is detected by at least two fire detection heads which
High pressure water forced through atomiser heads will break down into very located outside the forward entrance door from the FO booster are active at the same time. It can also be activated by activating the appropriate
fine droplets. These droplets have a very effective extinguishing effect on fires, room to the main engine room. local release or from the remote release panel.
even oil fires. The fine droplets remain suspended in the air and so they do not • Separator room; Section Valve 5. Two smoke detectors and one There are a total of 60 spray nozzles situated as follows:
disturb the oil surface nor do they settle to form a water layer on which burning flame detector. Four Nozzles. The local release panel is located
oil could float. Fine water droplets present a large surface area to the fire and so outside the forward entrance door to the separator room from Protected Space No. of Nozzles
they exert a cooling effect as the droplets rapidly evaporate. The large droplet the main engine room. No.1 diesel generator room (port side) 9
concentration and the evaporation have the effect of reducing the local oxygen
• Boiler burner area; Section Valve 6. One smoke detector and No.2 diesel generator room (starboard side) 9
level. The cooling effect and the reduced local oxygen concentration result in
the fire being extinguished. one flame detector. One Nozzle. The local release panel is Separator room 4
located outside the port generator room forward entrance. Fuel oil supply unit 2
The fresh water mist fire extinguishing system relies upon the delivery of Boiler front 1
high pressure water to nozzle heads located at sites of fire risk. Six areas are The fire detector heads, which control the operation of the water mist system
Main engine top and fuel pumps 18
protected by the water mist system, these are the two generator engine rooms, via its own dedicated fire alarm panel, are in addition to the detector heads
the separator room, the fuel oil supply unit, the oil fired boiler burner unit and which relay a fire signal to the ship’s main fire alarm monitoring system.
the top of the main engine. The area to be protected is provided with a number When a detector head is activated an alarm is initiated at the water mist fire Procedure for Setting the Water Mist System for Operation
of nozzle heads fitted in branch pipes which are connected to the main supply alarm control panel. If a second detector in the same loop is activated whilst
line to that compartment. the first detector is still active, the water mist sprinkler pump is started and the The description assumes that the port FW tank is being used.
protected space solenoid valve is opened. Under actual smoke/fire conditions,
The main supply line to the compartment has a solenoid operated isolating it can be expected that alarms will be indicated on both the ship’s main fire a) Check that the fresh water tank to be used has sufficient water.
valve. The solenoid valve is activated by the fire control system when a fire alarm and water mist fire alarm panels at the same time.
detector senses a fire in the protected compartment. The solenoid valve for the b) Open the supply valve from the FW tank to be used
protected space opens to release water through the nozzles and the water mist At the water mist remote release panel located in the fire station there are
pump is started at the same time. fire indicators for each protected space and START/STOP pushbuttons for Note: The FW tank system is such that neither tank would ever be empty as
the protected spaces. The operator in the fire station may release water mist the tank not being used to supply water to the domestic system would be in
The protected spaces have the following detector heads and a local release manually into a protected space by pressing the START/STOP pushbutton. the process of being filled by the FW generator. When changing over FW
panel Pressing the START/STOP pushbutton whilst release is active will stop the tanks for domestic purposes the suction valves for the water mist system
water mist pump and close the release section valve. should also be changed.
• Engine room; Section Valve 1. Two smoke detectors and two
flame detectors above the main engine heads, plus one smoke The water mist fire extinguishing system uses fresh water in order to reduce the
detector and one flame detector above the fuel pumps. Sixteen c) Set the valves as in the following table:
risk of corrosion but the lines are dry between the solenoid valves and the spray
nozzles above the main engine heads and two nozzles above heads unless the system is actually operating. The fresh water is taken from the
the fuel pumps. The local release panel is located in the engine port and starboard fresh water tanks via dedicated valves, one of which must Note: At the water mist unit each protected space has a manually operated
control room adjacent to the door into the machinery space. The always be open. line valve after the solenoid valve; this line valve must normally be in the
two main engine sections, cylinder tops and fuel pumps, are open position. The test/drain valve located between the solenoid valve and
activated simultaneously. the manual line valve must normally be closed.
Section release solenoid valves for the separator room and the fuel oil booster
room are located with the local release panel outside of the room. For the other
Position Description Valve System Testing Purging the System

Open Water mist supply pump suction valve
The fresh water mist system should be tested at regular intervals. The testing After the release of fresh water mist into the protected space the lines must
Open Water mist supply pump discharge valve must be co-ordinated with the duty deck officer to ensure that all personnel are be cleared of water using compressed air. There is a compressed air line
Closed Sea water supply valve A724-110 aware of the test taking place. connection at the water mist manifold located at the starboard side of deck 2
Operational Solenoid valve to main engine top and fuel just outside of the engine control room. Compressed air is supplied from the
as required pumps working air system.
Procedure for Testing the Fresh Water Mist System
Operational Solenoid valve to No.1 and No.2 diesel generator
as required room After the water mist pump has been stopped and the fire is extinguished the
a) Close all line isolating valves located after the solenoid valves section pipeline may be purged of water using compressed air when it is safe
Operational Solenoid valve to No.3 and No.4 diesel generator and open the test/drain valve for the section to be tested.
as required room to enter the space in which the fire has occurred.
Operational Solenoid valve to fuel oil supply unit b) Release a section manually by pressing the section pushbutton The pump control switch is turned to the OFF position so that the pump cannot
as required for that section or by manually turning the solenoid valve switch operated.
Operational Solenoid valve to separator room to the open position.
as required The air supply valve to the manifold is opened and this directs compressed air
Operational Solenoid valve to boiler front c) Check that the pump starts, that the section solenoid valve opens into the water mist manifold. The section drain valve should be closed and the
as required and that water is released at the test/drain valve. main outlet line from the solenoid valve should be opened. The solenoid valve
is opened by means of the manual switch at the valve. This allows compressed
d) The power switches for the Water Mist Fire Fighting System d) When water has been released reset the alarm at the local air into the section line and this air will force all water from the pipe and at the
from the main and emergency switchboards must be turned to control panel and check that the section solenoid valve closes same time dry the pipe.
the ON positions; a check at the pump panel should show that and that the water mist pump stops. If the valve manual switch
power is available from both sources. The fire fighting pump has been turned to the open position this must be returned to the Air should be allowed to flow through the line for about 2 to 3 minutes after
switch must be set to the AUTO position.. normal position. the water has all been cleared from the line in order to ensure that the section
pipes are dry.
e) The local fire fighting water mist system is now operational. e) Close the test/drain valve.
The pump will operate in the event of a fire being detected in After drying of the section line the section solenoid valve is closed. The air
a protected space or in the event of manual activation of the f) Repeat the test procedure in steps a) to e) above for the other supply valve to the water mist manifold is closed.
system. The solenoid valve for the protected space will open at sections.
the same time and allow water into the line to the spray heads The pump switch must be returned to the AUTO position and the fresh water
in the protected space. g) When all tests have been completed check that all test/drain tank(s) replenished so that there is sufficient fresh water available for any
valves are closed and open all line isolating valves after the future activation of the system..
Manual activation of water mist release for a particular section is made by solenoid valves.
pressing the local release panel pushbutton or by turning the solenoid valve
switch for that section to the open position. In both cases an alarm will be h) Check that there is sufficient water in the fresh water tank and
activated, the section valve will open and the water mist pump will start. change over tanks if necessary.
The nozzle heads and valves should be checked at intervals in order to detect i) Record the water mist system test in the log book.
any leakage. The spray heads have plastic protective covers which should be
kept in place; they will blow off when the system operates. A similar test can be carried out from the remote release panel situated in the
fire station. In this case it is possible to check the remote system and all aspects
A sea water supply valve is located at the discharge side of the water mist of the remote panel operation.
pump and this may be opened if there is a shortage of fresh water due to
prolonged operation of the water mist pump. If sea water is used in the system,
all pipework must be flushed through with fresh water before purging with
air.
4.6 Safety Equipment

Illustration 4.6.1a Fire and Safety Symbols List
Remote Control for Emergency C Fire Damper for Deck Space
W
CO2 Portable CO2 Fire Extinguisher (5kg) Fire Main Section Valve Fire Pump Rescue (6 persons)
5
FIRE
P Portable Powder Fire Extinguisher (2kg) Safety and Fire Control Plans
International Shore Connection Remote Shut-Off Fuel Oil Pumps PLAN
2 for Rescue Boat
Liferaft (20 persons)
20P
P Portable Powder Fire Extinguisher for W
Fire Main with Fire Hydrant Valve Remote Shut-Off LO Pumps C Control Station
6 Life Boat (6kg)
Liferaft (16 persons)
PO Portable Powder Fire Extinguisher (12kg)
12 Offshore Type
W Fire Station with Hose, Nozzle and Spanner Remote Control for Bilge Pumps F Fire Station 16P
FL FD Liferaft (6 persons)
P Local Fire Extinguishing System for Deep
Portable Powder Fire Extinguisher (12kg) Remote Control for Emergency Bilge Remote Control Magnet Door 6P
12 Fat Fryer
Pump
WFL
Embarkation Ladder
P Portable Powder Fire Extinguisher (25kg) Space Protected by Water Fog WT
25 Remote Control for Fuel Oil Valves Remote Control for Watertight Sliding Door
Life Jackets
Portable Foam Applicator (20Litres) WF Panel for Remote Controlled Water Fog M
Class ‘A’ Magnetic Lock Fire Door
Remote Control for LO Valves
Immersion Suits
Fire Blanket for Galley Pump for Water Fog System
WF
Radio Battery Class ‘A’ Self Closing Fire Door
W F
International Lifebuoy with 30m Lines
10FT Extension Piece 5 Feet Pushbutton for Water Fog CO2
CO2 Remote Release Station Class ‘A’ Fire Door
Lifebuoy
S P Manual Release Fire Exhaust System for CO2
5FT Extension Piece 10 Feet
Deep Fat Fryer WT
CO2 Fixed Fire Extinguishing Battery Class ‘A’ Fire Door (Water Tight)
Lifebuoy with Night Light
WF
Spare Charges Remote Operated Valve for Water Fog CO2
Spaces Protected by CO2 Class ‘B’ Fire Door
Lifebuoy with Day and Night Light
P 12kg Powder Spare Charge Monitored Smoke Detectors A
12
Accommodation Ventilation Remote Control ‘A’ Class Fire Resisting Division
or Shut-Off Remote Release Unit for MOB Lifebuoy
P 25kg Powder Spare Charge M

25 Monitored Heat Detectors Machinery Spaces Ventilation Remote ‘B’ Class Fire Resisting Division Hoisting Stretcher
Control or Shut-Off
C
N2 Recharging Unit and One Spare Bottle Monitored Flame Detectors Cargo Spaces Ventilation Remote WT ‘A’ Class Watertight Sliding Fire Door Medical Supply
Control or Shut-Off
Fire Pump 160m³/h Manually Operated Call Point

Ventilator ‘A’ Class Self Closing Sliding Door Rocket Parachute Flares (Red)
A
Emergency Fire Pump 75m³/h Pushbutton for General Alarm Remote Control for Machinery
Emergency Escape Breathing Device Line Throwing Appliance
Fire Damper
M
Fire/Bilge Pump 160/300m³/h Control Panel for Fire Detection and
Remote Control for Accommodation
Alarm System Direction of Escape GMDSS Portable VHF
Fire Damper
Ballast Bilge Pump 600/400m³/h Emergency Diesel Generator Set A

G Accommodation Fire Damper Secondary Means of Escape
Radar Transponder
Cargo Hold Bilge Pump 90m³/h M

Emergency Switchboard Machinery Spaces Fire Damper Emergency Exit
Satellite EPIRB
Bilge Pump for C02 Room 10m³/h A Fire Damper for Accommodation Space
Ventilation Remote Control or Shut Off Life Boat (36 persons) Man Rope (30m)
CO2
M Fire Damper for Engine Room Space

Bilge Ejector Remote Control for Fire Pumps X Muster Station
Illustration 4.6.1b Fire Detection System - Engine Room Deck 2
Separator Room Key
Manually Operated Call Point
Monitored Smoke Detectors
Monitored Detectors
Control Panel for Fire Detection and

Alarm System
Remote Control for Fuel Oil Valves
Illustration 4.6.1c Fire Detection Equipment - Engine Room Deck 13602
Auxiliary Engine Room
Key
Upper Gallery
Monitored Detectors
Compressor
Room
Illustration 4.6.1d Fire Detection Equipment - Engine Room Deck 4
Key
Monitored Detectors
Compressor Room
Illustration 4.6.1e Fire Detection Equipment - Engine Room Deck 9725
Engine Store Fuel Oil Booster Room
Key
Monitored Detectors
Compressor Room
Illustration 4.6.1f Fire Detection Equipment - Engine Room Deck 6957
Fuel Oil Booster Room

Engine Store
Key
Monitored Detectors
Lower Gallery
Illustrator 4.6.1g Fire Detection Equipment - Engine Room Deck 6, Shaft Tunnel and Stabiliser Spaces
Engine Room 6th Deck Detail
Key
10
6th Deck
See Detail Above
4.6.2 Fire Flaps Location and Control
Illustration 4.6.2a Fire Flaps - Engine Room Deck 4
Engine Room Workshop M
Local ET02
M M
Local ET03 Local ET04
Key
M
Machinery Spaces Ventilation Remote
Control or Shut-Off
Ventilator
Compressor Room
Illustrator 4.6.2b Fire Dampers - Engine Room Deck 6 and Steering Gear Room
A
M
Local ET10
Local ET7
M
Located in FO
Booster Room
Local ST7
Steering Gear Room
M M
FD(EL)- FD(EL)- A
ST7-05 ET7-11
Paint Local ET9

Store Rope Store
ST01
ET06
M Steering Gear Room
M M
FD(EL)- Local ST01

ST01-03 Local ET11
A
M Local ET12
CO2 Room
10
Local ET8
M
Local ST8 A
M M
ET9-10
FD(EL)- FD(EL)- Local
ST8-03 ET8-03 M
Key
A ST01
Accommodation Ventilation Remote Control M
or Shut-Off
M ST06
Machinery Spaces Ventilation Remote M
Control or Shut-Off
ET11
Ventilator
A Fire Damper for Accommodation Space
M
Machinery Spaces Fire Damper
4.6.3 Fire Fighting Equipment
Illustration 4.6.3a Fire Fighting Equipment - Engine Room Deck 2
W W W W
CO2
W
WT W
CO2
WFL CO2 Key
5
W
WF Fire Main with Fire Hydrant Valve
W F
P CO2 P
12 Separator Room 5 25 W
Fire Station with Hose, Nozzle and Spanner
W
Fire Main Section Valve
CO2
5 Portable CO2 Fire Extinguisher (5kg)
P
12 Portable Powder Fire Extinguisher (12kg)
W F P
WT
Class ‘A’ Fire Door (Water Tight)
‘A’ Class Fire Resisting Division
WFL
Space Protected by Water Fog
P
WF
P 12
25 Remote Operated Valve for Water Fog
W F
Push Button for Water Fog
CO2
P CO2
WT W
12 Spaces Protected by CO2
W W
CO2 CO2
W 5
WF
W W W W
Illustration 4.6.3b Fire Fighting Equipment - Engine Room Deck 13602
Key
CO2
P Portable Powder Fire Extinguisher (12kg)
CO2 12
CO2 ‘A’ Class Fire Resisting Division
CO2
Spaces Protected by CO2
P
12
Upper Gallery
CO2
P
Auxiliary Engine Room CO2
12
Compressor
Room
CO2
Illustration 4.6.3c Fire Fighting Equipment - Engine Room Deck 4
WFL
P
12
CO2
W
Key
WT W Auxiliary Engine Room W
W CO2
Engine Room Workshop WFL
P Portable CO2 Fire Extinguisher (5kg)
5
25
P P
12 12 Portable Powder Fire Extinguisher (12kg)
P CO2
12 5
WF
P
W F 25 Portable Powder Fire Extinguisher (25kg)
P
25
Portable Foam Applicator (20Litres)
WFL
W
WFL
Fire Main with Fire Hydrant Valve
W
Fire Station with Hose, Nozzle and Spanner

CO2 CO2
WT
Class ‘A’ Fire Door (Water Tight)
WFL
Space Protected by Water Fog
P P WF
12 12 Remote Operated Valve for Water Fog
W F
CO2
Compressor Room CO2
WFL
Spaces Protected by CO2
CO2
WFL
Illustration 4.6.3d Fire Fighting Equipment - Engine Room Deck 9725
Key
CO2
Portable CO2 Fire Extinguisher (5kg)
5
P
CO2
Engine Store Fuel Oil Booster Room P

Portable Powder Fire Extinguisher (25kg)
25
CO2 CO2

CO2
CO2
P 5 Spaces Protected by CO2
25
W
W W
W Fire Station with Hose, Nozzle and Spanner
W F
CO2
CO2
P
12
P P
W F 12 25
W W
P
12
W W
Compressor Room P
12 CO2
CO2 CO2 5
Illustration 4.6.3e Fire Fighting Equipment - Engine Room Deck 6957
CO2
W
W
CO2 Key
CO2 Engine Store
P P P
12 12 12
CO2
CO2 WF W F Spaces Protected by CO2
5
WF
Remote Operated Valve for Water Fog
W
W Fire Station with Hose, Nozzle and Spanner
W F
Pushbutton for Water Fog
Lower Gallery
CO2
CO2 Portable CO2 Fire Extinguisher (5kg)
5
P
Portable Powder Fire Extinguisher (12kg)
12
CO2
Illustrator 4.6.3f Fire Fighitng Equipment - Engine Room Deck 6 (Bottom Plates)
Key
CO2
Fire/Bilge Pump
160/300m³/h
400
Fire Pump
160m³/h
W
W
Ballast Bilge Pump
P 600/400m³/h
P 12 P
CO2
12 12
Cargo Hold Bilge
Pump 90m³/h
CO2
Pump for Water
WT
WF Fog System
P P W
90
12 25 W W Fire Main with
Fire Valves
Fire Station with

W Hose, Nozzle
and Spanner
CO2 Portable CO2 Fire

CO2 5 Extinguisher (5kg)
5
W Portable Powder
W P
Fire Extinguisher
12
CO2 (12kg)
P
Portable Powder
12 P
P Fire Extinguisher
25
12 (25kg)
CO2 ‘A’ Class Fire

CO2 Resisting Division
WT ‘A’ Class Watertight

10 Sliding Fire Door
WF
CO2 Spaces Protected
by CO2
Illustration 4.6.3g Fire Fighting Equipment - Shaft Tunnel, Steering Flat and Bow Thruster Space
Key
CO2 Portable CO2 Fire Extinguisher (5kg)

5

2 for Rescue Boat

12

25
Spare Charges
CO2
Steering Gear Room Spaces Protected by CO2
6th Deck Shaft Tunnel
CO2
CO2 Remote Release Station
CO2 Bow Thruster Room
CO2
Paint P Rope CO2 Fixed Fire Extinguishing Battery

Store 12 Store
W W
W W W W W Fire Main with Fire Hydrant Valve
P CO2 P P
W W W W CO2
12 5 12 12 W
P
5 Fire Station with Hose,
W
Steering Gear Room W Nozzle and Spanner
25 CO2
CO2 International Shore Connection

CO2
CO2
10FT Extension Piece 10 Feet
CO2 Room
Illustration 4.6.4a Lifesaving Equipment and Escape Routes - Engine Room Deck 2
Separator Room
Key
Emergency Escape Breathing Device
Direction of Escape
Secondary Means of Escape
Emergency Exit
Illustration 4.6.4b Lifesaving Equipment and Escape Routes - Engine Room Deck 13602
Upper Gallery Key
Direction of Escape
Compressor
Room
Illustration 4.6.4c Lifesaving Equipment and Escape Routes - Engine Room Deck 4
Key
Direction of Escape
Emergency Exit
Compressor Room
Illustration 4.6.4d Lifesaving Equipment and Escape Routes - Engine Room Deck 9725
Engine Store Fuel Oil Booster Room
Key
Direction of Escape
Compressor Room
Illustration 4.6.4e Lifesaving Equipment and Escape Routes - Engine Room Deck 6957

Engine Store
Key
Direction of Escape
Lower Gallery
Illustrator 4.6.4f Lifesaving Equipment and Escape Routes - Engine Room Deck 6
Engine Room 6th Deck Detail
Key
Direction of Escape
Emergency Exit
10
6th Deck
See Detail Above
Illustration 4.7a Watertight Doors Control Panel
REMOTE CLOSING
DOOR 1301
RESET ALARM LAMP TEST LIGHT DIMMER POWER FAILURE
CONTROL CABINET
LOCAL DOOR
CONTROL CLOSED F1. F2 DOOR 1301
DECK 3, FRAME 30
THE DOOR CAN BE IN
HATCH TO SHAFT TUNNEL
“DOOR CLOSED” MODE
FROM THE FIRE PANEL
The “Doors Closed” mode shall only -GREEN LIGHT: HATCH CLOSED
WATERTIGHT SLIDING DOOR be used in an emergency or for testing -RED LIGHT: HATCH OPEN
purposes. Ref. SOLAS ch. II-1 Reg 15.8.1
REMOTE CLOSING
LEGEND WATERTIGHT SLIDIND DOOR:
DOOR 1301
DOOR LOCAL DOOR
-YELLOW LIGHT: 1104
DOOR LOW OIL LEVEL
CONTROL CLOSED
1301 LOSS OF POWER LEGEND OTHER DOORS:
-GREEN LIGHT: -GREEN LIGHT:

DOOR CLOSED.
FR. 101
DOOR CLOSED
FR134
-RED LIGHT:
-RED LIGHT DOOR OPEN
DOOR OPEN
-RED FLASHING LIGHT: 4.DECK
DOOR CLOSING THE DOOR CAN BE IN
6.DECK
‘DOOR CLOSED’ MODE
FROM THE WATERTIGHT
DOOR
1020 DOOR PANEL
DOOR DOOR DOOR DOOR DOOR DOOR
1018.1 1016 1014 1004 1002 1000
DOOR
1018.2
DOOR
1006
Control Panel in the Fire Control Station
DOOR
1007
DOOR
1019
DOOR DOOR DOOR DOOR DOOR DOOR 2.DECK
DOOR 1017.1 1015 1013 1005 1003 1001
1017.2
FR. 13 FR. 49 FR. 85 FR. 119 FR. 161 FR. 199 FR. 271
4.7 Watertight Door system The door is provided with a hand operated pump, with handles located on both When the door is under remote closing mode, the operator must operate the
sides of the door. This hand pump is operated to locally open or close the door if control handle and wait for the door to be fully open before passing through the
there is a failure of the power pack for any reason. Opening of the door requires door way. With the door fully open and before passing through, the operator
Watertight Sliding Door
the hand pump to be operated together with movement of the control lever to should take hold of the control handle on the other side in order to maintain the
Maker: Schoenrock Hydraulik Marine Systems GmbH the open or close position. Prior to operation of the hand pump the main power door in the fully open position before passing through. It is considered good
Type: Electro-hydraulic supply to the power pack must be isolated. When operating with the hand pump, practice to wait by the door until its has fully closed before moving away.
the closing time for the door should not exceed 90 seconds.
WARNING
Introduction A watertight door indicator panel is are provided in the wheelhouse. Do not pass through the door if it is in the process of closing (including
pre-warning period) under remote closing operations. On no account
A watertight sliding door is located in the engine room at the floor deck level must the operator carry items in the hand when requiring to open the
aft bulkhead for access into the shaft tunnel area. This is in order to maintain
Emergency Remote Control
door when in remote closing mode.
the watertight integrity of the ship whilst allowing for the passage of personnel
In an emergency the sliding watertight door may be closed from the fire control
between compartments. The door is opened and closed hydraulically, the
station and the bridge by turning the remote switch on the control/mimic
hydraulic power being provided by an electric motor driven pump unit. Procedure for Operating the Watertight Door Manually from
panel from LOCAL CONTROL to DOOR CLOSED. Power for this system is
supplied from the emergency switchboard. the Local Position
Hinged watertight doors are fitted at the entrances to the passageways at the
side of the ship from the engine room at deck 2 level and from the after mooring Local manual operation takes place if there is a failure of the power pack.
deck. There are further hinged watertight doors at various points along the Procedure for Setting the Watertight Door for Electro-
passageways and a watertight door at the shaft tunnel emergency escape hatch Hydraulic Control a) Ensure that the power pack electrical supply switch is turned
into No.8 hold. The positions of all watertight doors is indicated on a mimic off.
display panel located on the bridge. Red indicator lamps are illuminated when a) Ensure that the door power pack oil reservoir is at the correct
doors are open and green lamps when doors are closed. level and that there are no signs of oil leakage at the power b) To open the door place the hand pump handle in the hand pump
pack, control system or cylinder. This should be part of a routine operating socket. Operate the hand pump handle and move the
The engine room shaft tunnel watertight door is of the horizontal sliding type, the weekly check. lever handle to the OPEN position simultaneously.
passageway must be kept clear at all times with the track not allowed to become
restricted in any way. The door is operated locally but remote closing switches b) Ensure that there is electrical power available, and that the c) When the door is fully open remove the hand pump handle and
are provided in the fire control station and on the bridge for closing of the door. power pack is switch ON. return it to its storage position.
These switches are normally left in the Local Control position.
c) Check that the pump starts and pressurises the system, cutting d) Walk through the door and place the hand pump handle on the
The door is moved in the open and close direction by a single double acting out at the selected cut-out pressure. The watertight door is ready other side of the door in the pump operating socket. Close the
hydraulic cylinder, located at the mid - point of the door. The cylinder is attached for operation. door by operating the door hand pump handle whilst holding the
to the ships structure and the piston rod connects to the door. The door closing control lever handle in the CLOSE position.
time must not exceed 40 seconds.
Procedure for Operating the Watertight Door The bell and indicator lamps will operate during manual opening and closing
The hydraulic power pack has an electrically driven pump which pressurises of the door, if there is electrical power available.
the hydraulic accumulator cylinder, the working pressure is 180kg/cm2. The a) Ensure that the power pack is operating.
pump takes suction from an oil tank, which must always be maintained at the
correct level, and delivers oil into the operating system. The door is opened b) To open the door move the lever handle to the OPEN position; Hinged Watertight Doors
and closed by means of a control lever which has handles on each side of the the pump will start and the door will begin to open. Check that
door. Movement of the lever operates a switch which directs oil to the open the bell operates and that the indicator lights operate. Hinged watertight doors should be kept closed whilst the ship is at sea.
or close sides of the hydraulic cylinders depending upon which way the lever The doors are held firmly in place by means of dog clips and these should
is moved. At the same time a switch is activated which starts the pump and c) When the door is fully open the pump will automatically stop. be maintained in a free and lubricated condition so that they will operate
maintains hydraulic pressure until the door is fully open or fully closed; when Step through the door and move the lever handle on the other effectively at all times without the need for excess force.
the door is fully open or closed system pressure rises and a pressure switch side of the door to the CLOSE position. The pump will start
stops the pump. and the door will close. Check that the bell operates and that the The door seals must be checked and care taken to ensure that nothing is trapped
indicator lights function correctly. Check that the door closes between the door and the frame when it is closed which could damage the seal.
A local bell sounds and an indicator lamp is illuminated when the door is stopped fully. The pump will stop when the door is fully closed. Door positions are indicated on the bridge and the indicator lamps must be
when it is being remotely opened or closed. checked to ensure that they are working. A door indicator should show open
or closed.
Section 5: Emergency Procedures
5.1 Flooding in the Engine Room - Emergency Bilge

Suction
Illustrations
5.1a Engine Room Bilge Suctions
5.1b Engine Room Emergency Bilge Suction
5.2 Local (Emergency) Operation of Main Engine

Illustrations
5.2a Main Engine Local Control Panel
5.3 Emergency Steering

5.4 Emergency Fire Pump Operation
Illustrations
5.4a Emergency Fire Pump
5.5 Fire in Engine Room

5.6 Fire Control Station
Illustrations
5.6.1a Fire Control Station
Illustration 5.1a Engine Room Bilge Suctions
Sea Chest
Oily
Water 132 143
H Tank 104
134 Bilge
Well
Cargo Hold Bilge Pump 108

Cofferdam Below Main Engine
129m3/h x 2.0kg/cm2
Bilge 072
Well Main Engine
074 075 Seating
073 093
097
M
092
077
Priming Key
To Fire and Washdeck From Cargo Bilge
Unit
080 Bilge
Suction 96m3
Air
Engine Room 098
Sea Water
101
078
Bilge / Fire Pump Unless Otherwise Stated
300/160m3/h x 5.8kg/cm2 082
141 100
085 083
086 084 090
Priming 102
To Ballast
Unit
System Oily Bilge
Water Unit
089
Clean Dirty
H H
Tank Tank 087
From Ballast 088
System
M
Ballast / Bilge Pump Engine Room
600/400m3/h x 2.5kg/cm2 Oil Drain Tanks Bilge Pump 110
Sewage 25m3/h x2.5kg/cm2
109
Tank 091
H 103 Bilge
Emergency Bilge Suction Well
Void Space
5.1 Flooding In The Engine Room - Pumps Available for Bilge Pumping Duties Illustration 5.1b Engine Room Emergency Bilge Suction
Emergency Bilge Suction Engine Room Bilge Pump
Flooding in the engine room may occur due to a defect in the hull structure, The engine room bilge pump can take suction from the engine room bilge main Overboard
Pipe Box
possibly due to grounding, berthing or collision damage, or, more likely, due and does not discharge water directly overboard only to:
019
to a defect in the sea water pipeline system. • Dirty bilge tank 062 PI
• Oil drain tanks To/From
Measures to Prevent or Alleviate Flooding 018 014 TI Fresh
Water
Cargo Hold Bilge Pump PI Cooling
Maintain pipelines externally, tighten slack supports and replace broken ‘U’ System
bolts on pipe brackets to minimise fretting in way of supports. Takes suction from the forward and aft sections of the cargo hold bilge main
012 060 TI
which connect to the engine room bilge main. The cargo bilge pump discharges No.1 Central Fresh
Operate all ship’s side valves regularly (at weekly intervals whenever water directly overboard or into the cargo hold bilge tank 016 Water Cooler
possible), so that they can be operated easily when required. Valves such as fire
pump suction valves, which are normally open, should be closed and reopened The cargo hold bilge main also connects to dedicated suctions in each of the
063 PI
regularly to prevent a build up of marine growth. three machinery space bilge wells, aft, port forward and starboard forward.
017 To/From
TI Fresh
Before opening sea water filters for cleaning, make sure all the isolating valves Oily Water Separator/Emulsion Breaker Feed Pump
015
Water
are tight by opening the vent in the cover. Always break the cover joint before PI Cooling
removing all the cover bolts. This also applies when opening coolers and Takes suction from the engine room bilge main and both sections of the bilge System
pipelines anywhere in the system. Care must always be taken when removing tank then discharges directly overboard through the oily water separator. 013 061 TI
covers or opening any part of the sea water system, as a valve indicated as No.2 Central Fresh
Water Cooler
being shut, may be partially or even fully open. Bilge/Fire Pump PIAL
All personnel should be familiar with the position of the various bilge suctions The bilge/fire pump takes suction from the engine room bilge main and from
and valves as well as the pumps that may be utilised for bilge pumping duties. a direct engine room bilge suction, which is located in the bilge well at the
They should also be familiar with the position of the main sea suction and forward end of the engine room on the port side of the centre line. The bilge/
overboard valves and aware of which sea suction is currently in use. fire pump discharges water directly overboard. 009 010 011
The emergency bilge suction valve should be operated and lubricated on a Ballast/Bilge Pump 040 041 042
No.3 Main Sea Water
regular basis, such as weekly. Double bottom sounding pipe cocks should be PS PS PI PS PI Cooling Pump
kept closed when not in use and all caps fitted. Self closing devices must also The ballast/bilge pump takes suction from the engine room bilge main via the (960/1,200m3/h x
cargo hold bilge main and discharges water directly overboard. 0.9/2.0kg/cm2)
be in use as appropriate.. No.1 No.2 No.3
Emergency
PI+- PI+- PI+- Bilge Suction
No.1 and 2 Main Sea
No.3 Central Cooling Sea Water Pump A722-091
Bilge Suction Strainers Water Cooling Pumps
(1,450m3/h x
This pump may draw through a dedicated emergency bilge suction A722-091 006 2.0kg/cm2) 007 008
Bilge suction strainers should be checked and cleaned whenever the opportunity at the forward end, starboard side of the tanktop, the valve for this is operated
by an extended spindle from above the floor plate level. During this operation Tank Top
arises. Frequent checking and cleaning will reduce the risk of a strainer
becoming blocked; strainers may be difficult to clean if flooding does occur. main sea water pumps No.1 and No.2 are stopped and pump No.3 operated
manually the pump sea suction valve A711-008 is throttled in or shut as Sea Suction Crossover
required. The pump discharges to the central coolers as normal and from them
Ship Side Valves to overboard. Back pressure may be reduced by opening the backflush/bypass
Key
Sea Water
valves A711-016 and A711-017.
The main sea suction valves, high and low suction, are locally operated valves. Emergency
They can also be operated by means of handwheels with extended spindles Bilge Suction
from the deck above. The starboard sea suction extension valve handwheel CAUTION All Valves Prefixed A711
is located in the starboard generator engine compartment and the port valve Direct overboard pumping of bilges is only to be undertaken in an Unless Otherwise Stated
extension handwheel is located in the fuel oil booster room. emergency to control flooding which could endanger the ship.
5.2 Local (Emergency) Operation Of Main Procedure for Operating the Main Engine from the Local Note: The engine may be controlled manually from the Backup control
Engine (Engine Side) Control Stand situated in the DMS2100i Manual Panel in the ECR console. This panel has
the same pushbuttons and Fuel Command dial as the local panel. However,
Local (Emergency) Control from Engine Side Note: If changeover to the LOCAL position is to be made with the engine in the event of failure of the governor system control should always be from
running the Fuel Command control dial must be turned to the approximate the local panel as this enables the operator to monitor the engine directly at
In the event of breakdown of the remote control system the engine may be position of the current engine speed. all times.
controlled from the local (emergency) stand at the engine side. The local
control stand is situated on the forward port side of the engine at the middle Note: When the engine is controlled from the local control stand the operator
platform level. Illustration 5.2a Main Engine Local Control Panel
must remain at the local control position and must constantly observe the
engine speed and be prepared to make adjustments as required.
The main engine is controlled electronically by the WECS-9520 system
and the operator must interface with this when operating the engine in local The following procedure assumes that the engine is stopped when the change
(emergency) mode. The WECS-9520 and servo/control oil systems must be is made. All engine operating systems must be functioning and the engine must
operational otherwise the engine will not function. The WECS-9520 controls be ready to start.
the operation of the fuel injection system, the exhaust valves and the starting
air system. The engine overspeed monitoring system must be fully operational a) Check that the WECS-9520 is operating and that the control oil,
and correctly set at all times, no matter which control station has control of servo oil and fuel oil rail pressures are all within the acceptable START
AHEAD
AIR
RUN
AUX
BLOWER
PRESEL
SPEED
CONTROL
MODE
REMOTE
AUTOM
CONTROL
SAFETY
SYSTEM
RESET
the engine. range. STOP

ECR
SHD
MANUAL
OVERIDE
CONTROL
The engine is controlled locally from the local control stand, which is equipped b) Switch on the auxiliary blowers by pressing the BLOWER START
ASTERN
SLOW
TURNING
AUX.
BLOWER
FUEL
CONTROL
LOCAL
MANUAL
SOUND
OFF - ALM
PRESELECT pushbutton. Auxiliary blower No.1 will start

STOP MODE CONTROL ACKN.
with all the pushbuttons, switches and dials necessary to start, stop and
manoeuvre the engine. The control panel has a telegraph which signals engine immediately with No.2 and No.3 auxiliary blowers starting after WECS-9520 MANUAL CONTROL
movements from the bridge and enables the operator to signal to the bridge that intervals of about 20 seconds each.
a speed/direction command has been complied with.
c) Press the FUEL CONTROL MODE pushbutton. ENGINE SPEED SPEED / FUEL DIAL
As there is no physical link between the local control stand and the fuel EMERGENCY
STOP
OVERRIDE
SHUTDOWN
- +
injection system (because regulation of the fuel injection system is carried out d) Turn the rotary Fuel Command control dial to the starting fuel
electronically by the WECS-9520), there is no changeover linkage to operate. position (about 15% to 20%). This dial sends a signal directly 50 50
to the WECS-9500.
RESET
SEA MODE SHUTDOWN
In order to change the engine control to the local stand the operator only has 100 rpm 100 STANDBY WRONG
WAY
to press the LOCAL MANUAL CONTROL pushbutton in the WECS9520 e) Press the START AHEAD or START ASTERN PUSHBUTTONS
as required for the desired direction of rotation. The pushbutton
FWE SUPPLY
Manual Control Panel at the local control stand. As the local control stand has
the highest priority for control, there is no need for any control transfer from should be pressed until the engine starts but should not be
the remote control stations. pressed for more than about 8 seconds in order to prevent
wastage of starting air. If the engine fails to reach firing speed
System pressures should be as in the table below for starting and running: within 8 seconds, or even to turn over on starting air, the cause
of the problem must be investigated before a restart attempt is S
T
made.
SL AD
DE OW
System Medium Pressure O
OW
SL
AD
DE
P
SLO
Control air from board system (adjusted to 6.5 bar 7.0 - 8.0 bar f) When the engine is running on fuel, the Fuel Command control
W
SL
OW
with pressure reducing valve 23HA) dial must be adjusted slowly until the engine runs at the desired HALF HALF
Control air from starting air receiver (adjusted to 6.0 25 - 30 bar (max) speed. In order to reverse the engine the Fuel Command control FU
LL FU
LL
bar with pressure reducing valve 19HA) dial must be turned to the 0% position and the engine should
X
MA
Starting air from starting air receiver 25 - 30 bar (max) stop.
STORK-KWANT
Main bearing and piston cooling oil 4.8 - 6.0 bar SNEEK HOLLAND
f) The Fuel Command control dial is turned to the 15% to 20%

Crosshead bearing oil 10 - 12 bar position. The engine is then started in the new direction as
Servo oil 100 - 200 bar indicated in item e) above.
Control oil 200 bar
Fuel oil common rail 800 - 1000 bar
5.3 Emergency Steering pushbutton is depressed for the period it takes to turn the rudder Emergency Steering Drill
to the desired position and then it is released in order to stop
If failure occurs in the remote operating system from the wheelhouse, the further rudder rotation. Emergency steering drill should be carried out at least once every three months
steering can be operated from the steering gear room. when traffic and navigational restrictions permit.
Note: Only one pump should be operating in NFU mode as it is difficult to
press the PORT and STARBOARD pushbuttons on more than one panel at It is to consist of the direct operation of the main steering gear by using the
Description the same time. manual control within the steering flat. This operation is to be directed from
the navigation bridge. After each drill, details and the date it was carried out are
The steering gear consists of a tiller, turned by a four cylinder hydraulic to be entered in the Official Log Book and Particulars and Records Book.
system, that in turn is powered by four electrically driven hydraulic pumps. Emergency Control of the Steering Gear
In accordance with IMO regulations the pumps, hydraulic power circuits and
rams can operate as two isolated systems. Emergency steering is used if there is no control from the control panels.
Emergency control provides for control of one pump unit by manual movement
The steering gear is fitted with an automatic isolation system. This system is of the torque motor which regulates the pump.
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks. a) On loss of steering gear control from the bridge, establish
In accordance with IMO regulations the hydraulic pumps used in the steering A telephone is located on the steering gear compartment
gear are supplied with power from two independent sources. In the event of platform.
power failure from the main switchboard, No.3 pump is supplied from the
emergency switchboard. Additional security is provided by supplying No.1 Indication of the rudder angle and a compass repeater are provided for manual
pump from the port side of the main switchboard, whilst No.2 and No.4 pumps control of the steering gear. When operating with emergency steering only one
are supplied from the starboard side. steering gear pump unit must be running.
b) Ensure that the bridge unit is selected for NFU Mode.

Procedure for Operation of Steering Gear on Loss of Remote
Bridge Control c) Select a pump to be used and ensure that it is the only pump
operating. At the pump starter panel turn the LOCAL/REMOTE
The steering gear may be operated in Non-follow up NFU mode or in control switch to LOCAL control.
emergency mode.
d) At the unloading valve for the pump to be used press in the
manual spring loaded pushbutton located at the end of the valve;
NFU Mode lock this pushbutton in position by turning the locking device.
a) On loss of steering gear control from the bridge, establish Ensure that the pushbutton remains locked at the ‘In’ position.
e) Using the lever on the torque motor, located above the oil tank
A telephone is located on the steering gear compartment
at the unloading valve, operate the steering gear by pushing
platform. or pulling on the lever as required. Attention must be paid to
movement of the lever to ensure that it is moved in the correct
Indication of the rudder angle and a compass repeater are provided for manual direction to achieve the desired steering direction. When the
control of the steering gear. When operating with emergency steering only one rudder reaches the desired angle release the lever.
steering gear pump unit must be running.
Note: Only one pump should be operating in Emergency Mode using the
b) Ensure that the bridge unit is selected for NFU Mode.
torque motor lever.
c) Select a pump to be used and ensure that it is the only pump
operating. At the Pump starter panel turn the LOCAL/REMOTE Note: When operating the steering gear in Emergency Mode using the torque
control switch to LOCAL control. motor lever the rudder angle limits are not operational and care must be taken
to ensure that the maximum rudder angle is not exceeded.
d) Press the PORT or STARBOARD pushbuttons to turn the
steering gear in the direction request by the bridge. The
5.4 Emergency Fire Pump Operation

Illustration 5.4a Emergency Fire Pump
Emergency Fire Pump
Isolating Valves Tier 12
Maker: Heinrich Behrens Pumpenfabrik, Bremen Cargo Hold No.1
No. of sets: 1 057 059

Type: Vertical centrifugal, self-priming
2nd Deck
Model: VRF 3/350 G
061
Capacity: 75m3/h x 8.0kg/cm2
The emergency fire pump is located in the bow thruster room. The pump is fed
from the emergency generator 440V feeder panel via an isolation breaker.
Starting and stopping of the pump can take place from four locations; 075
• Locally at the pump.

• Locally in the bow thruster compartment At this location there 076
is a starter panel containing an isolation switch, ammeter load
indicator, running hours counter and motor heater switch. 062
• In the fire control station by the ship’s cargo control centre.

• On the bridge control panel. 058 060
Both the suction and the discharge valves from this pump are normally locked
open, so that the pump may be started remotely and will supply water to the
fire main immediately. The shipside suction valve A724-068 is located on the Air
Priming Unit
sea chest with the pump suction valve A724-070 after the suction strainer. 072
The non-return discharge valve A724-071 is immediately after the pump, the 7 to 2.2 bar A725-235
A729-002 Vent Line PI± PI
discharge line then branches into two. One section discharging directly to the Air Blow
068
focsle hydrant and cable wash system. The second section discharges through Steam Blow
A717-162 073 074
071
A724-073 to the fire main crossover which is located in No.1 cargo hold at tier 070 106
level 12. The valves A724-075 and A724-076 provide isolation from the port Sea Chest Emergency Fire Pump
and starboard fire mains if required. 75m3/h x 8kg/cm2
Key
As the emergency fire pump is 2.25m above the lightest sea going draught it is
provided with a vacuum priming pump. When a command signal is sent for the
Sea Water
pump to start, the presuction priming unit will operate, visual indication that
the presuction unit is running is given on the control panel in the fire control Fire Water
station and on the bridge control panel.
The emergency fire pump sea chest vent valve should be kept open at all times.
There are air and steam weed blow connections fitted to the sea water chest for
use in case of fouling or obstruction.
The pump and suction valves should be operated and lubricated according to
companies procedures.
5.5 Fire In The Engine Room g) Establish the vessel’s position and update the communication s) On the arrival of the fire brigade, inform the Chief Fire Officer
centre. of:
Engine Room Fire Prevention • Any personnel missing
h) If any person is seriously injured, request assistance from the
nearest rescue centre. • Assumed location of fire
The best way of dealing with an engine room fire is to prevent one. Oil spills • What is assumed to be burning
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 In Port • Any conditions that may constitute a hazard
possible.
WARNING t) Assist the Chief Fire Officer with information and orientation,
Rags, oily waste and similar combustible material must not be stored in the Fire plans are housed in red cylindrical containers at the port and by means of drawings and plans.
engine room and plastic containers must not be used for storing such material starboard accommodation entrances on the upper deck. These are
or used as drip trays. positioned to assist outside parties to deal with a fire on board and If the fixed fire extinguishing system is to be used, take the following action:
should under no circumstances be removed.
Lagging must be correctly fitted to exhaust manifolds and the dripping of oil Battening Down of the Engine Room
onto hot manifolds, even when lagged, must be prevented. i) Activate the emergency shutdown system in agreement with the
terminal duty personnel. a) Stop the main and auxiliary engines and shut down the boiler.
Fire detection equipment must be checked frequently and fire extinguishing
appliances must be in an operable state at all times. j) Conduct a crew check. b) Sound the evacuation alarm.
k) Organise the crew for fire fighting duties. c) Stop all the ventilation fans.
Should a Fire Occur in the Engine Room
l) Inform the terminal authorities and the local fire brigade even if d) Start the emergency generator and put on load.
WARNING the fire appears to be under control.
Under no circumstances should anybody attempt to tackle an engine e) Trip the quick-closing valves and the engine room auxiliary
room fire alone. It is essential that the fire alarm be raised as soon as an m) If personnel are missing, consider the possibility of searching in machinery from the fire control centre.
outbreak of fire is detected. the fire area.
f) Count all personnel and ensure that none are in the engine
n) Close all accessible openings and hatches to prevent the fire room.
General spreading.
g) Close all fire flaps and funnel doors.
a) Immediately sound the fire alarm and muster the crew. o) If the vessel is bunkering prepare to disconnect the bunkering
hoses and release the bunkering barge. h) Close all doors to the engine room.
b) If personnel are missing, consider the possibility of searching in
the fire area. p) Prepare to vacate the berth, if required, and inform the i) Start the emergency fire pump and pressurise the fire main.
authorities immediately if there might be problems in vacating
c) Determine the location of the fire, what is burning, the direction the berth. j) Operate the pressurised water spray system or the CO2 system
of spread and the possibility of controlling the fire.
depending upon the location and extent of the fire.
q) If there is a danger of the release of poisonous gases or of
d) If there is the least doubt whether the fire can be controlled by explosion, consider part or total ship abandonment. Ship
ship’s crew, warn of the situation on the distress frequencies. drawings, cargo plans etc. should be taken ashore. A crew check
is to be carried out again.
e) If the fire fighting capacity is limited, give priority to fire
limitation until the situation is clarified. r) Consider using the fixed fire extinguishing systems, depending
on the extent of the fire. The local pressurised water mist system
f) If substances which are on fire, or close to a fire, may emit applies to the specific areas of main engine, generators, boiler,
poisonous gases or explode, direct the crew to a safe position FO booster room and separator room whilst the CO2 system
before actions are organised. covers all engine room spaces.
Illustration 5.6a Fire Control Station

1 Smoke Detection System and Fan Damper Control Panel 2 Smoke Detection System
1 2 3
Telephone Fan Damper

and PA speaker Control Panel
Fire Alarm
Manual Call Button EEBD
7 Fire Control
Station
International Shore
Stabaliser Fan
Connection x 2.
Damper Panel
Muster List
6 5 4
Lifesaving Equipment,
Water Mist Release Box Fire Pumps Control Panel 5 Fire Fighting Equipment
7 Quick-Closing Valve Operation Unit 6 + 4
and Emergency Shut Down Panel and Chemical Suits 3 CO2 Cabinet
Emergency
Stop Pushbuttons
Cargo Hold
PA Speaker
Release
FIRE POWER FAULT
SYSTEM FAULT
TEST
DISABLEMENTS
SERVOTEKNIKK
ALARM SOUNDERS DELAYED
OPERATOR ACCESS
Cabinet
7 8 9
ABC DEF GHI
Fire Alarm
4 5 6
JKL MNO PQR
1 2 3
STU VW XY
Repeater Panel
MENU NEXT ALARM
ServoMaster
Lifeboat
Stations Button
Local Remote
Control Control
Oneness is achieved by recognising
Oneness is achieved by recognising

Inspiring others towards happiness
Inspiring others towards happiness

Love what is ahead by loving what
Love what is ahead by loving what

The mind is given to you, you are
The mind is given to you, you are

We are spiritual beings having a
We are spiritual beings having a
Watertight Door 1301

True understanding is found
True understanding is found

brings you happiness
brings you happiness

not given to the mind
not given to the mind

through compassion
through compassion
human experience
human experience
has come before
has come before

yourself
yourself
Local/Remote Switch
Water Mist
1. Instructions for operator
2. Place holder text
3. What to do next
4. See section 5.3
5. What are you going to do now
Release Box
FIRE DISCHARGE
6. Start at the beginning
1. Main Engine
2. Aux. Engine 1+2 PS
3. Aux. Engine 3+4 SB
4. Booster Unit
5. Separators
6. Boiler
FIRE START / STOP
Pilot CO2
Supply Cabinet
Engine Room
Release
Cabinet
Fire Pump(s)
Start/Stop Pushbuttons
5.6 Fire Control Station • PA broadcast controller panel

• Lifeboat stations button
The fire control station contains the following command and detection systems
mainly contained within protective cupboards which are glass fronted as
indicated on illustration 4.2a: Cupboard 6
• Quick-closing valve operation unit

Note: The door leading into the fire control station from the working alleyway
hinges into the area and onto the door covering the fire damper control panel, Additionally there are items fitted to the bulkheads directly opposite the
therefore care must be exercised when the entrance door is closed in order to entrance to the room, these include:
access the fan damper panel.
• One EEBD
The illustration has broken the systems down into seven cupboard areas: • Two international fire hose connections
• Automatic telephone unit with associated telephone directory
Cupboard 1
• Ship’s muster list
• Fire flap closing activation pushbuttons • Key for the CO2 release cabinets
• Stabiliser fan damper switchboard panel • PA speaker
• Three-way diverter valves plus sighting tubes for the cargo • Alarm siren
holds smoke detection system and CO2 discharge into individual
holds No.7 and 8 • Room heater
At the entrance into the room from the alleyway there is a manual fire alarm
Cupboard 2 call button and power socket
• Three-way diverter valves plus sighting tubes for the cargo
holds smoke detection system and CO2 discharge into individual
holds No.1, 2, 3, 4, 5 and 6 and sighting tubes
• Smoke detection control unit for the cargo holds
Cupboard 3
• CO2 operation release system for the engine room and cargo
holds plus the CO2 pilot cylinders
Cupboards 4 and 5
• Two full sets of fire fighting and associated equipment

• Two chemical protection gas tight suits
Cupboard 6
• Emergency group stop switches

• Start/stop buttons for the fire and bilge/fire pumps in the engine
room and the emergency fire pump in the bow thrust space
• Fire detection alarm repeater panel
• Water mist release panel for the engine room spaces
5.7 Failure Of The Engine Room Sam/lyngsø It should be noted that database failures can occur due to errors in the
system and if there is any indication of a communication or database error a Location of Local Temperature and Pressure Gauges
System
downloading of the database to the system may solve the immediate problem. System Gauge Location
Failure of any part of the SAM/Lyngsø Alarm and Monitoring System (DAS HT cooling water pressure At local control stand
40M) or the Main Engine Remote and Safety System (DPS), etc., will result If the SAM/Lyngsø system cannot be completely repaired it is necessary for a Jacket water inlet temperature At engine; CW inlet manifold at engine top
in a loss of data from the equipment associated with the station of the SAM/ watchkeeping system to be organised so that the engine room is continuously level, forward and rear of the engine
Lyngsø system which has failed. Automatic control equipment associated manned. Any equipment which cannot be monitored and controlled by the Jacket water cylinder outlet At exhaust valves
with the failed station will also be unavailable. Different items of equipment SAM/Lyngsø must be monitored and controlled manually. Frequent rounds of temperature
are associated with each SAM/Lyngsø station and the effect the failure has the engine room must be conducted in order to check temperatures, pressures,
Main LO pressure At local control stand
depends upon which station has failed. tanks levels etc., and to make any adjustments necessary.
Crosshead LO pressure At local control stand
In basic terms the equipment which is associated with the failed station must Exactly what needs adjusting depends upon the equipment concerned but the Main LO inlet temperatures At forward end of engine middle platform
be monitored locally as the links to the OWS screens will not be operating main engine requires particularly close attention especially during changes in level
and so no information such as temperatures, pressures, tank levels, etc. will be load and if sea water temperatures vary. It is essential that jacket cooling water Crosshead LO inlet At forward end of engine middle platform
available in the ECR. Similarly automatically controlled equipment, such as temperature is maintained at the optimum level and that the rate of change of temperature level
temperature controlled valves on coolers, will have to be regulated manually; temperature is not excessive; undercooling and overcooling can have serious Turbocharger LO temperature At the aft end of the turbocharger
in the case of cooler temperature controlled valves this will be by means of the consequences and may result in cracked cylinder liners.
Turbocharger LO pressure At the turbocharger LO pump unit
handwheel on the valve.
There are high and low temperature cooling water systems to regulate. There Turbocharger air cooler inlet At each charge air cooler
is a three-way temperature controlled valve in the HT cooling water system and outlet cooling water
In the event of failure in any part of the Lyngsø system an alarm will
at the connection with the LT cooling water system. There are two three-way temperatures
be activated and the duty engineer will be summoned to the ECR. Upon
confirmation that failure has occurred in the SAM/Lyngsø system the duty temperature controlled valves in the LT cooling water system, one at central Turbocharger charge air At fwd charge air cooler
engineer must immediately summon the Chief Engineer and other engineers coolers and one at the LT cooling water bypass for the LO cooler. These valves cooling water pressure
as the duty engineer will not be able to monitor and control the equipment are not controlled through the SAM/Lyngsø system and so cooling water Charge air temperature At charge air receiver aft
manually and at the same time take steps to attempt to correct the fault. temperature control should be maintained. However, it is essential that the Thrust bearing ahead and Bottom plates at aft end of engine port side
watchkeeping engineer observes the cooling water temperatures to ensure that astern pad temperatures
The ability to rectify any faults in the SAM/Lyngsø system will depend upon the correct temperatures are being maintained. Fuel oil inlet pressure Local control stand
the nature of the fault and the availability of spares on board. This section
Exhaust valve air spring inlet Local control stand
is concerned with the emergency procedure involved in maintaining the In the event of pump failure (water or lubricating oil) the standby pump may
pressure
ship operational should failure of the SAM/Lyngsø system occur and is not cut in automatically; this function depends upon which part of the SAM/
concerned with repair of the SAM/Lyngsø. However, it may be possible to Lyngsøsystem has failed. However, alarms come through the SAM/Lyngsø and Charge air pressure Local control stand and at charge air receiver
get the system working again quickly by replacement of a failed system card so the duty engineer must monitor system pressures frequently. Temperatures aft
should one be available. and pressures must be monitored locally at the engine and coolers/pumps, as Starting air pressure Local control stand
the SAM/Lyngsø will not be operating fully, if at all. Information may not be
At the OWS it is possible to investigate the SAM/Lyngsø system via the available in the ECR, it may only be available at gauges on the engine, pumps
menu at the left of the graphic screen. In the System section the status of the and coolers.
outstations may be invsetigated enabling the operator to see the condition of
the outstations. Failed cards and systems linked to a card will show up orange All engineers must be familiar with the location of local temperature, pressure
and this will indicate the immediate area of investigation; there will also be and other gauges in order to be able to immediately assess the condition of
messages at the SAM/Lyngsø operator panels. engine systems should the control and monitoring system fail.
If spare cards are not available it may be possible to take a card from an
outstation with equipment which can be monitored manually without too much
difficulty. When replacing cards it is essential that the card condition exactly
matches that of the card being replaced, including the settings of jumpers and
dip switches. The SAM/Lyngsø manual must be consulted at all stages and
SAM/Lyngsø should be consulted for advice as soon as possible, preferably
before any system hardware changes are made. After card replacement the
system requires rebooting and the database downloading.
Section 6: Communications
6.1 Duty Alarm System
Illustrations
6.1.1a DAS 40M Alarm Panel
6.2 Sound Powered Telephone System
Illustrations
6.2.1a Sound Powered Telephone System
6.1 Duty Alarm System Alarms Cut-Out MCS 2200 Printer

In some cases alarms may need to be disabled, eg, if the sensor is faulty, if The printer is controlled from the ECR panel and the bridge panel, however
Maker: SAM Electronics work is being carried out that may cause undesired alarms, or when the main only the printing of reports is possible from the bridge.
Type: MCS 2200 engine is stopped and an associated alarm will occur because the system is not
operating. The following information can be printed:
Introduction • Alarm event log

These can be activated at the ECR station or the local operating panel after
inserting a valid password. • Data log
The purpose of an alarm and monitoring system is to collect the information
• Alarm list
concerning the safety on board the ship and to monitor the alarm situation.
WARNING
• Cut-out list
The system carries out the following tasks: An alarm should only be cut out by authorised personnel.
• Acquisition of supervision data. ie, sensor values Alarm Event Log

Description
• Detection of alarm states i.e. illegal values or states This log contains events concerning:
Bridge and Accommodation Alarm System
• Announcement of detected alarms • Alarms changing from normal to alarm and vice versa
The advising of an alarm to the duty engineers takes place through the Duty
• Supervision of engineer response • Change of state of event channel
Alarm Panels (DAPs) which are located in the cabins of the duty engineer’s
• Logging of alarms and events and the public rooms, and on the basic alarm panels on the bridge. • Channels entering and leaving cut-out states
• System and configuration error messages
After discovering an alarm, the system will announce this to the duty engineer When an alarm occurs, the buzzer on the bridge will sound, and the navigator
and the bridge, thus making it possible to operate the ship with unmanned can only silence it locally by pressing STOP HORN on the bridge panel. This • Entering and leaving of privileged modes
machinery spaces. will not affect the status of the alarm anywhere else. • Change of duty-engineers and ‘Unmanned Watch Station’
status.
The alarm is not only presented as an alarm in general but also by an alarm To select/deselect Unmanned Machinery Spaces a request is raised from the
group. Thus the engineer can determine the nature of the alarm quickly, e.g. ECR panel to the bridge panel. This may be accepted or rejected by the bridge, • Change of system date and time.
from either main engine, pumps, power plant, fire, etc. or withdrawn by the ECR.
Data Log
In response to the alarm announcement, the engineer must stop the buzzer/horn Any of the DAPs located in the cabins can be brought to function in a similar
This is a report on channels showing their current value or status.
and acknowledge the alarm, to confirm that he is aware of what has happened. manner to the panels in the public rooms. Therefore a cabin panel not selected
Failure to do this will result in the system announcing the alarm in all possible on duty, can be selected to give alert as the alarm occurs. This allows a duty
locations, to ensure that the alarm is noticed. engineer to visit a cabin other than their own. Alarm List Report
This is a print out of the content of the alarm list, and it contains all the
An alarm has four states:
Duty Engineer Watch System standing and acknowledged alarms in the system at the moment the report was
• Normal ordered. It runs continually but can be interrupted for reports of other types,
When a UMS alarm sounds the duty engineer can acknowledge the alarm
such as Noon Log reports each day.
• Normal and not acknowledged either in his cabin or a public room, depending where the engineer is when it
occurs.
• Present but not acknowledged
Cut-Out List Report
• Present and acknowledged In both cases the action is to first silence the buzzer/horn locally and then This contains all the channels which are in the automatic or manual cut-out
proceed to the ECR panel to silence and acknowledge the alarm at source. list state.
The ECR station is the centre of the system, and it is from here that the alarms
must be acknowledged. Failure to acknowledge the alarm at the ECR panel within a predetermined time
(typically 5 minutes) will result in an ALL ENGINEERS CALL announcement
Note: Silencing the buzzer/horn has no significance to the alarm state. on all panels.
The alarm must be acknowledged in order to avoid the ALL ENGINEERS
CALL A back-up engineer can also be selected if necessary, to act as a replacement
. should the duty engineer not respond to an alarm.
DAS 40M Duty Alarm Panel • Acknowledging the alarm at the LOP All Engineer’s Call
Basic Description of the Features
When the duty call has been acknowledged the following occurs: The call is announced on all the panels at the following locations:
• LCD display: Displays the numerical data • All buzzers which have been started due to the duty call are • The public rooms
• Buzzer: Draws the engineer’s attention to any new situation in stopped
• On the bridge
the UMS2100 • The duty LED stops flashing
• In all cabins
• Alarm LED: Used for the indication of unacknowledged
• In the ECR
alarms
• Keyboard soft keys: The functions of these keys are shown on Note: When an All Engineer’s Call is initiated, the buzzers cannot be stopped
the display locally. All of the buzzers sound until all the alarms have been acknowledged
• Cursor and select keys: Used for scrolling in lists and pointing from the ECR watch station BAP.
at elements
• Function keys: Each key enables the operator to access a unique
function or mode in the UMS 2100. When one of the keys is
pressed an LED on the key will be illuminated.
Illustration 6.1a DAS 40m Alarm Panel
• Alarm Group LEDs: These are able to display the status of ten
different alarm groups via the group alarm LEDs.
• Duty LED function: This is used for the following purposes:
SAM
Electronic Geamar Duty Alarm System DAS 40m
• Indication that a duty engineer has been selected
• Indication that a duty call is unacknowledged
• Indication that a duty selection is in progress
Automatic Duty Call Announcement at the Alarm Panels ALARM

LIST
When a duty engineer has been selected, a duty call is given when a new alarm
appears.
MAINTE- DIMMER/
NANCE CONTRAST
EDIT
The call is announced on the panels at the following locations: DUTY WATCH S1 S2 S3 S4
• In the duty engineer’s cabin

• The public rooms ME ME ENGINE ME REM ESC ENT

SHUTDOWN SLOWDOWN FIRE DISPLAY
ALARM CTRL FAIL
• On the bridge, if ‘Unattended Engine Room’ is selected
The panels react in the following way:
ASSIST ME BRIDGE SENSOR SYTEM PRINTER
• The buzzer flashes CALL RED RPM ALARM FAILURE FAILURE CONTROL
• The alarm LED flashes

• The duty LED flashes
The duty call is acknowledged in the following ways:

• By pressing the STOP HORN in the duty engineer’s cabin
• By pressing the STOP HORN on the BAP
Illustration 6.2a Sound Powered Telephone System
Bridge Main Console Chief Engineer Office
No.1 No.3
2 1 12 2 1 12
CALL 3 11 3 11
CALL
4 10 4 10
5 9 5 9
6 8 6 8
CALL
CALL
STOP
STOP
24V DC
Wheelhouse
Control Panel 3
PHONTECH
Steering Gear Room Call Indication

Beacon and Klaxon Engine Room Call Indication Emergency Generator Room
Beacon and Klaxon
Call Indication
Engine Control Console Beacon and Klaxon
Auto
Exchange No.2
Auto
230V AC Exchange
3
2 1 12
11
230V AC
CALL
4 10
5 9
6 8
230V AC
CALL
No.5
STOP
No.6 No.4
2 1 12
CALL 3 11
4 10 2 1 12 2 1 12
5 9 CALL 3 11 CALL 3 11
6 8 4 10 4 10
5 9 5 9
6 8 6 8
CALL
STOP
CALL CALL
STOP STOP
PHONTECH
PHONTECH
6.2 Sound Powered Telephone System e) At the end of the call, replace the handset. If the handset is not
replaced, no further incoming calls will be received.
Maker: SMK
f) Turn the selector switch to the OFF position.
Type: 4000
Incoming calls are signalled by a tone from the handset’s microphone and
flashing of the integral LED indicator. Some telephones in noisy areas are
Introduction fitted with separate alarm bells, warning lights and headphones as shown on
illustration 6.2a above.
The sound powered telephone system is an emergency communication system
which connects several important locations in the ship. The system is intended
for use when all other forms of communication have been lost. The system uses
communication cables which are directly wired to and from the telephones. In
machinery spaces and rooms where the ambient noise level can be very high,
there are rotating indicator lamps to alert personnel to an incoming telephone
call.
The telephones are powered by an internal electrical generator which has to be

hand-cranked by the operator 3 to 5 turns to provide power. This can provide
up to 20 minutes of power. The location of the sound powered telephones is
shown in illustration 6.2a.
Note: If external power is connected to the system, the call delay timer will
keep the call LED illuminated for approximately 20 seconds. Press the call
stop button the extinguish the LED.
The system has units at the following positions:

No.1: Wheelhouse main control console (fitted with a dimmer
control).
No.2: Engine control room console
No.3: Chief Engineer’s Office
No.4: Emergency Generator Room
No.5: Steering gear room
No.6: Main engine local control station
Procedure for Making a Call from a Sound Powered

Telephone
a) Select the required station using the selector switch.
b) Lift the handset and listen.
c) Turn the handle of the generator clockwise at least 10 times.
d) The handle may need to be cranked again after a period of time

if the call becomes faint.

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Maersk Boston Machinery Operating Manual

Issue and Updates This manual was produced by:

• Sections are removed from circulation when obsolete.

Machinery Symbols and Colour Scheme

Stop Valve Electromagnetic

Angle Stop Valve Three-Way Valve Vent Pipe with T Pipe

Screw Down Non-Return Ball Valve

High Temperature Cooling Water Sounding Head with Self-

H c o Blind (Spectacle) Flange

Fuel Oil Double Flange Valve

Marine Diesel Oil

Steam Trap Without Strainer Diaphragm Pump Automatic Air Vent

Excentric Screw Pump Disk Check Valve

Electrical Signal Reversible Propeller Oil/Water Seperator

Instrumentation Ball Valve with ‘Rico’-

Fire Hydrant Valve with

Safety / Relief Valve Rose Box Flow Meter Eductor (Ejector)

Not Connected Sounding Pipe Head

Electrical and Instrumentation Symbols

I Current to Pressure Pushbutton

Transformer BZ Buzzer Making Contact

Group Junction Box xx Emergency Stop

ZBK Zener Barrier Box Resistor Trip Automatic T p

LM Limit Switch Variable Resistor Vacuum Circuit Breaker

Principal Machinery Particulars

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Miscellaneous Water Pumps

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Machinery Electric Motors Starters

Section 1: OPERATIONAL OVERVIEW

Dead Ship Condition

Supply power to the 440V and 220V emergency

Remove the shore supply. 2.13.2

Prepare the low temperature FW cooling system.

Start a generator engine LO priming pump. 2.8.3

Start the generator engine DO service pump. 2.6.2

Prepare a generator engine for starting.

Continues on next page

1.1 To Bring Vessel Into Live Condition

Prepare the water mist system. 4.5

Start the domestic FW system with the electric

Put the domestic refrigeration system into operation. 2.14.2

Put the general service air system into operation. 2.10.2

Pump bilges to the bilge water tank as required. 2.9.1

Put stern tube LO system into operation. 2.8.4

Put all ancillary equipment on standby.

Plant is now in Live Condition

One diesel generator in use, the other diesel

Put the fire pumps on standby. 4.1

Start the sewage treatment plant. 2.14.5

1.2 To Prepare Main Plant For Operation

Plant is in Live Condition

One diesel generator in use, the other diesel

Plant in In Port Condition

Be prepared to change to LSHFO if in a SECA. 2.6.1

Diesel generators in use as required for cargo, other