1 Diesel Engineer Cruise Notebook 1 385 PDF

1.
0 Introduction
Operating and maintaining shipboard engineering systems is one of the most
challenging and rewarding endeavors an engineer can take on. Just the variety of systems
is daunting. An engineer aboard ship must operate and maintain the propulsion engines
and drive train, electrical generation and distribution, water distillers, auxiliary steam,
refrigeration, climate control, pollution control, and fire fighting systems. In order to
accomplish this, they must have an understanding of mechanics, electricity, electronics,
pneumatics, hydraulics, and thermodynamics and they must be able to use the associated
tools and test equipment. Finally, they must be able to do this within the confined world
of a ship at sea, using only the knowledge, skills, tools, and spare parts that they bring
with them on the voyage. No other engineering discipline requires the breadth of
knowledge nor is conducted in as unforgiving an environment as shipboard engineering.
As an engineering student at the California Maritime Academy, you have accepted the
challenge of attaining the knowledge, skills, and proficiency required to become a
shipboard engineer. Although your ultimate career path may take you in a different
direction, the competencies that you achieve during your training on the Golden Bear are
also “life skills” that can be applied anywhere. The purpose of the Engineering Cruise
Notebook is to assist you in the job of learning the principles and skills of shipboard
engineering. The Engineering Cruise Notebook, along with your watchstanding,
daywork, and practical training, are the tools that you have to help you become a
competent, professional engineer. However, even the best tools are useless if they are
never taken out of the tool box and put to use. Using your tools will require work, lots of
work, so let’s get started.
Any tool can be misused. One of the pitfalls that many engineering students get
caught up in is “recipes”. In order to light off or secure a piece of equipment, for
example, you must go through a series of steps. Many students want to memorize this list
of steps without really understanding the purpose of each one. This check list approach
to engineering will not allow you to achieve the knowledge and skills necessary. The
way to approach the seemingly overwhelming task of learning all of the pipes, valves,
and components in the engineering spaces is to realize that they make up sub-systems.
For example, we can take a check list for lighting off the main engines on the TSGB and
go through the procedure, but this check list is only applicable to the main engines on the
TSGB, not to the next ship or plant you will be working at after graduation. Thus, a
better approach is to realize that all diesel engines are made up of fuel oil, lube oil, charge
air, cooling water, and engine starting sub-systems. With this list, you can line up and
start each sub-system in the proper order and successfully light off the engine. This list
of sub-systems is applicable to every diesel and can be used throughout your career.
Thus, learning the component parts and the sub-systems that make up every engineering
system on the ship is absolutely essential to you achieving your goal of becoming a
competent, professional engineer.
Another skill that you will need to achieve is that of “ACTION—REACTION”. Each
step in the lighting off, operating, and securing of an engineering system requires a series
of actions. For example, an action might be opening or closing a valve, starting or
stopping a motor, etc. But every time you carry out an ACTION, you must ask yourself,
“what is the purpose of this action, what am I trying to achieve”? The answer to this
question is the REACTION. For example, if the ACTION is opening a valve, then the
REACTION is to allow flow. We can assume that our action achieved the desired
reaction, but what if the valve disc or gate came off the stem or we missed another valve
in the lineup? How do we know that the ACTION of opening of the valve actually
achieved the desired REACTION of flow? The answer to this is not as simple as it
might first seem. We have very few flow meters in the plant. However, one way might
be to feel the pipe near the valve and see if the temperature changes. We might be able to
hear the flow start through the valve. If the flow is from one tank to another, we can
sound the tanks and see if the level is going down in one tank and coming up in the other
tank. The ACTION—REACTION skill requires us to think ahead. Before we start a
pump or open a valve, we must ask ourselves what the REACTION will be and how are
we going to measure and know that is was accomplished. The skill of ACTION—
REACTION is absolutely essential to you achieving your goal of becoming a competent,
professional engineer.
This Engineering Cruise Notebook is a basic tool box. It has the tools necessary to get
started. However, as your knowledge and skill grow, you will want to add more tools to
your tool box so that you can do more jobs more easily. You should add your systems
drawings, notes, references, and any other tools that you can think of to your Engineering
Cruise Notebook toolbox. By the end of three training cruises, your Engineering Cruise
Notebook should contain all of the information needed to be a Third Assistant Engineer,
Steam, Motor, and Gas Turbine, Unlimited Horsepower. The career path that you have
chosen is not the easiest, but it is one of the most rewarding. From those who have gone
before you, good luck!
TABLE OF CONTENTS
1.0 INTRODUCTION
2.0 SAFETY
3.0 ENGINEERING DEPARTMENT NOTES
4.0 ENGINEERING GENERAL INFORMATION
5.0 ENGINEERING CONTROL SYSTEMS
6.0 MAIN PROPULSION ENGINES
7.0 PROPULSION DRIVE TRAIN
8.0 PROPULSION CONTROLS
9.0 SHIP’S SERVICE and EMERGENCY DIESEL GENERATOR ENGINES
10.0 ELECTRICAL GENERATION and DISTRIBUTION
11.0 SEAWATER AND CENTRAL FRESH WATER COOLING SYSTEMS
12.0 LUBE OIL PURIFIER SYSTEM
13.0 FUEL OIL STORAGE and TRANSFER SYSTEMS
14.0 BILGE AND OILY WATER SEPERATOR SYSTEMS
15.0 SANITARY and SEWAGE SYSTEMS
16.0 BOILER and STEAM SYSTEMS
17.0 STEERING GEAR
18.0 COMPRESSED AIR SYSTEMS
19.0 DISTILLING PLANT
20.0 SHIP’S SERVICE REFRIGERATION PLANT
21.0 FIREFIGHTING and EMERGENCY SYSTEMS
22.0 CLIMATE CONTROL
23.0 POTABLE WATER SYSTEMS
24.0 LIFESAVING SYSTEMS
25.0 SEAWORTHINESS
26.0 BALLAST SYSTEM
27.0 ENGINEERING STORES, SPARE PARTS, AND TECHNICAL LIBRARY
RED: Revised chapters

BLUE: Chapters yet to be written
2.0 Safety
Chapter 2 Table of Contents
2.1 Introduction.........................................................................................................................1
2.2 Protecting Your Body..........................................................................................................3
2.3 Eye Protection .....................................................................................................................4
2.4 Hearing Protection...............................................................................................................6
2.5 Protecting Your Hands ........................................................................................................8
2.6 Respiratory Protection .........................................................................................................9
2.7 Hard Hats ..........................................................................................................................11
2.8 Heat Stress ........................................................................................................................12
2.9 Asbestos............................................................................................................................14
2.10 Hazardous Chemicals ....................................................................................................16
2.11 Electrical Safety ............................................................................................................17
2.12 Welding and Burning.....................................................................................................32
2.13 Grinding ........................................................................................................................35
2.14 Compressed Air .............................................................................................................37
2.15 Rigging..........................................................................................................................38
2.16 Machinery TagOut .......................................................................................................39
2.17 Heavy Weather ..............................................................................................................40
2.18 Shore Liberty.................................................................................................................40
Return to Notebook.doc.
2.1 Introduction
The old adage from the days of sailing ships, “one hand for the ship and one hand for yourself”,
is every bit as true today as it was two hundred years ago. Although we are no longer required to
climb a hundred feet aloft above a swaying deck, the fact is that medical care aboard merchant
ships has not progressed nearly as far as the technology for propelling them through the ocean.
Medical care at sea normally falls to the mates – usually the third mates since they are often the
ones who most recently had first aid training. Never forget that in the career you have chosen,
you are often days away from professional medical care. Fairly minor injuries could become
very serious and lifethreatening injuries could very well end in death in that amount of time.
The article on the following page is taken from an older edition of the Chevron Shipping
Company Safety Bulletin. The engineer in this article was lucky; his ship was within helicopter
range of land. Imagine if this same injury had occurred in the middle of the North Pacific
halfway between San Francisco and Kobe, Japan.
While it is true that we carry a doctor aboard the Training Ship, the basic equipment
available in sickbay is limited. Thus, the time to start thinking like a professional marine
engineer is now – and a large part of this is thinking safe. Make your own luck, whether you are
changing out an injector or crossing an open deck in heavy weather, by doing it safely – doing it
right.
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It is often said that safety is just common sense, but that’s not entirely true. It is not
intuitive that using penetrating oil to loosen a rusty valve cap on an oxygen bottle will result in
an explosion when the oxygen valve is opened – but it will. So learning how to work safely is
just as important as common sense.
All good engineers like to work quickly and efficiently; it’s in our nature. This is what
the engineer who suffered the eye injury thought he was doing by not “wasting time” by putting
on eye protection. However, instead of being quick and efficient, he never finished the job and
someone else had to, probably hours or days later. So knowing how to work safely is of
absolutely no value unless you practice working safely. Taking the time to get your safety
glasses or a dust mask is no more a “waste of time” than planning the job out or collecting the
proper tools and parts before you start. Carrying out each of these steps practically guarantees a
job will be completed quickly and efficiently. Skipping any of these steps practically guarantees
that the job will be delayed – maybe forever.
Learning safety aboard ship is just as important as learning the lube oil system or how to
light off a generator. So how do you learn safety? The answer is, pretty much the same way you
learn the lube oil system or how to light of a generator. This section covers the basics of personal
and job safety. But like most of what we learn on cruise, safety cannot all be learned from a
book. You will learn the most about safety while watch or on day work. The electrician, for
example, will include the safety aspects when instructing students in how to accomplish a job
safely by actually carrying out the safety instructions. Seems easy enough and it is – but knowing
how to detect a blown fuse is not good enough, you must be able to detect a blown fuse safely.
A Chevron employee submitted the following article in the hope that such an injury will
never occur again.
If I could do it again….
It was raining outside, and the 1 st Assistant was waiting on deck taking cover in the
forecastle storage room while I was below making up a new fitting for a corroded steam drain
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line. I found the pipe and fittings I needed, and moved everything into the machine shop so that I
could do the job on the workbench. I cut the pipe to the correct size, and quickly threaded both
ends for the fittings. The threading tool left some rough edges, so without thinking, I quickly
turned on the wire wheel and began cleaning the threads. It never crossed my mind that the wire
wheel would be the last piece of equipment I would see in over a month – that was where I was
wrong. In less than a second from when I started cleaning, a loose wire detached from the wheel
and flew straight into my eye. Instantly I knew what I had done, and found myself shouting
mentally “God, let me take it back!” I could actually see the wire sticking out of my eye with
blurred vision. It was like a lance with the end chinked where it had been attached to the wire
wheel. The goggles were hanging harmlessly over the grinding machine, and if I could, I would
have rolled my eyes in disbelief, knowing all the times I HAD worked with eye protection when
nothing happened! My body was beginning to react to the wound, and I felt a burning pain
extending from my eye. I dropped the pipe and covered my face with my hands as the picture of
the wire penetrating my eye repeated in my mind like a broken movie. Strangely, I had the
presence of mind to turn off the wire wheel before staggering out of the machine shop. Knowing
I needed help, I called out as I made my way to the nearest eye station. What I saw in the mirror
made me sick. The wire had lodged grotesquely almost dead center in the middle of my iris, and
for the first time I realized I may lose my eye. All the anger at being hurt, and regret for not
using eye protection was immediately washed away by raw terror. I don’t remember much about
what happened afterward, but apparently I went into a state of mild shock. I remember glimpses
of being cared for on board until the slow motion rotors of a helicopter lifted me off the deck of
the ship toward land and safety.
To this day, I believe the fear of losing my eye was the only reason I did not – could not –
pull the wire out. Fortunately, I am told, the precious fluid retained in the retinal sack did not
leak out because the wire acted as a stopper. I was lucky to have lost my eyesight for only a
month while both eyes were covered to reduce any outside stimulus. The wound recovered, but
occasionally the fear returns when I think of the near consequences and of the pitiful though
“God, let me take it back!” They say experience is the best teacher, but it is too easy to learn the
wrong way. I almost lost my eye relying on the thin protection of past experience. The fact is
nobody is immune to a potentially devastating injury. Now I make sure that everyone who works
for me controls the job rather than letting the job control them. The extra few seconds saved by
not wearing protective gear or using the right tools are not worth the pain and humiliation of a
crippling accident – believe me, I know.
Return to Chapter Table of Contents.
2.2 Protecting Your Body
The most basic form of personal protection is the uniform that you are required to wear.
The greatest protection it offers is from high temperature in the form of steam, flame, or hot
surfaces. While this protection is not 100%, there is a significant difference between feeling the
heat of a 300 o F steam line through the sleeve of your shirt and touching your skin directly on the
line. In order for your clothing to offer effective protection, it must cover as much as possible.
This means long pant legs, long sleeves, and collar. The material should contain as much natural
fiber (usually cotton) as possible since most synthetic materials are flammable. Your uniform
should also be kept clean and mended. Oil soaked clothing also burns well and Murphy’s Law
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says that a torn sleeve is exactly where you will touch that hot steam line! You are also required
to wear proper foot protection in the form of leather shoes with nonrubber soles. Work shoes of
this type will help protect your feet from dropped heavy objects. The heavyduty soles will allow
you to cross hot decks when escaping from or fighting a fire.
2.3 Eye Protection
You have already read an account of a serious eye injury in the introduction to this
chapter. Unfortunately, articles describing actual instances where eye protection actually saved a
person’s vision are harder to find. You may find the following account interesting.
Missouri Sailor ‘Sees’ the Importance of Safety Glasses
For Machinery Repairman 3 rd Class Don Harris, it was just going to be another ordinary
repair job: create a new part for a feed pump in the USS Missouri’s number four fire room.
Harris cleared his work area, put on his Navyissue, shatterresistant safety glasses and went to
work; however, this time, the job proved to be anything but routine for Harris. “I was working
on a valve disc,” Harris said, “feeding to the end mill cutter, when a piece of it broke off and hit
me in the face.” The piece that hit Harris was part of a new end mill cutter, used to cut metal
while making new parts. The piece had been removed from its plastic cover only moments
before the job was started. The cutter that Harris was using rotates at high speed, generating a
tremendous amount of torque. A one inch long, by half inch wide, razor sharp sliver broke off
and hit Harris’ face. “I didn’t even see it,” Harris said. “I heard this ‘BOOM’. Something hit my
glasses and fell off.” The chunk of steel hit the left lens of Harris’ safety glasses, penetrating a
quarter inch into the glass and cracking it. The chunk of steel barely grazed Harris’ eyelashes.
Harris felt glass fragments in his eye and went into the restroom and flushed them out. After
flushing them out of his eye, he went to the medical department. The medical officer found no
damage to the eye. “There is no question that the proper use of safety gear saved the man’s
vision,” said CDR Jack Smith, Missouri’s senior medical officer.
The human eye is one of the most delicate organs in the body. By necessity, it is the most
exposed. Nature recognized that extraordinary protection was needed, and so designed multi
purpose automatic defense features into each person’s optical system. Tough, instant closing
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shutters (eyelids) activated by touchsensitive sensors (eyelashes), padded awnings and moisture
traps (eyebrows), armor (orbital ridges and cheekbones), and a constant flow of lubricating and
cleansing arrangement (tears). It is a wonderfully effective system, but all of this was designed
long before human beings – and their eyes – were exposed to the unnatural conditions and perils
of the mechanical age.
Finally, remember that you are training to be an Engineering Officer. As an officer, you
are not only responsible for your personal safety, but you are also responsible for the safety of
the engineering plant and the people who work under you. You cannot possibly carry out these
responsibilities successfully unless you: 1) set a personal example and 2) ensure that those under
you are in fact carrying out safety instructions. The time to start practicing this responsibility is
now. If you are an upper class in charge of a job on watch, make sure you are carrying out steps
1 and 2. If you are an underclass working on a job, make sure you are carrying out step 1.
The engineering spaces aboard a ship are a hostile environment. Everything from high ambient
temperatures and noise levels to hot steam pipes are hazardous to your health. It is possible to
work safely in this environment, but you need to be aware of the hazards present and know how
to protect yourself from them. In addition, you will need to “arm” yourself with additional
personal protection. Personal protection such as safety glasses, gloves, and hard hats will protect
you from hazards, which could cause immediate injury. Personal protection in the form of
respirators and hearing protection will protect you from long term injury which may not show up
immediately, but may be even more debilitating in the long term.
Face the facts! Aboard ship there are many jobs where natural eye protection is not
enough. Power tools generate dust, chips and splinters, and set them flying faster than the blink
of an eye. Welding arcs and torch flames can blind you in a flash. Strong caustics and acids can
destroy your sight in a wink. Aboard ship, your injured eye may have to wait hours, and
possibly days, for the specialized medical attention it needs. And, even, when that treatment is
immediately available, the chances are 7 out of 10 that sight will be lost if the injury involves a
foreign particle embedded in the eye.
Face the facts! You can’t afford the pain of an eye injury or the loss of sight. You can
afford the eye protection that can prevent 95 percent of all industrial eye injuries. Goggles and
face shields are provided on board for every need. Insist on wearing them whenever your work
calls for more eye protection than you were born with.
The following is a list of situations in which eye protection must be worn. It does not
cover every applicable situation. Use your best judgment, but remember proper medical attention
could be days away.
· Using a compressed air nozzle
· Water washing boilers/removing soot deposits from boilers
· Filling batteries with acid/moving full batteries
· Using the lathe or milling machine
· Using stationary or portable chipping or grinding machines
· Changing burners in boiler/cleaning carbon from burner tips
· Working with insulating materials (e.g. calcium silicate or fibers)
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· Chipping paint, rust, or scale
· Chiseling with hand held or pneumatic tools
· Arc welding or gas burning
· Mixing or adding boiler chemicals
2.4 Hearing Protection
We are born with a certain amount of hearing sensibility. Ordinarily, this is enough to last
our lifetime. However, loud noise damages the ear’s delicate parts and uses up our sensitivity. If
we use it up early in our lives, it won’t last a lifetime!
Sound Adds Up
Sound is measured in decibels (dB). The threshold of hearing, that is, where we can no
longer hear sound with the human ear, is 0 dB. Excessive noise can damage and destroy – as
shattered windows resulting from sonic booms show. A similar effect occurs when delicate parts
of the ears are overexposed to noise. Sound is described scientifically in terms of three
variables: amplitude (loudness), frequency (pitch), and duration (time). Excesses in any or all of
these characteristics can create a condition called noise. Noise is further categorized as ongoing
or impulsive, and ongoing noise may be steady state, fluctuating, or intermittent. The variables of
sound make sound (and noise) measurement a complex problem. One person may not be
overexposed by a short duration of excessive noise, with large restful segments of quiet between
exposure, while another person might be in a much more hazardous situation, with continuous
exposure – no breaks – to a slightly less excessive noise.
Sound adds up. For example, take an employee who works around some machinery,
which emits 100 dB. According to the dosage concept (see table), the maximum safe length of
exposure to 100 dB over a work shift is 2 hours.
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“Weighted” Sound Level Maximum Exposure Permitted
(dBA) (Hours)
Under 90
90 8
95 4
100 2
105 1
110 ½
115 ¼
Over 115 Not Permitted
For the employee who leaves work to spend a couple of hours riding a nonmuffled trail
motorcycle or cutting logs with a chainsaw, hearing damage potential is increased. If the
employee then washes up, dons party apparel, and dances for three hours to loud music, hearing
damage potential is increased considerably more. This is essentially how sound adds up.
People also show a decrease in hearing sensitivity as part of the natural aging process,
especially for the higher frequencies. This process can begin as early as 20 to 30 years of age. Be
alert for possible hearing protection needs.
· If on the job noise forces you to shout to be heard at a close range,
· If you have a ringing in your ears after prolonged exposure to noise, or
· If ordinary conversion seems muffled and indistinct.
Sound adds up! Remember to limit high noise activities to short time periods, spread
them out over time, and wear personal hearing protection where required.
Now Hear This
Prolonged exposure to high noise levels causes hearing loss. That’s a proven fact!
Anyone who tells you differently doesn’t have the facts. Everyone prefers a future with sound, so
read on. You can protect yourself against hearing loss from exposure to high noise levels by
using hearing protection devices. People make a lot of excuses for not wearing hearing
protection. Here are some of the more common excuses and our comments.
· “My hearing’s already bad.” Then, don’t allow it to get worse! Permanent damage can’t be
corrected, but further damage can be prevented.
· “I can’t hear the alarms or bells when I’m wearing hearing protection.” Not correct.
Hearing protection cuts down on the distracting noise and alarms are actually easier to hear.
· “The hearing protection muffles the sound of the machinery and can’t tell when something’s
going bad.” Hearing protection doesn’t change the quality of the sound, only the quantity,
and you quickly adjust to that. Also, most sound is caused by vibration, and you feel the
changes as well as hear them. Hearing protection devices do not affect your ability to feel
vibration.
· “I have become used to the noise so it doesn’t affect me.” This may happen because you are
losing hearing sensitivity and the noise doesn’t register anymore.
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· “Hearing protection is uncomfortable after I wear it for awhile.” Then try another type.
There are earmuffs, earplugs, and disposable earplugs available on ship. The only
requirement is that the type of hearing protection used must have a specified minimum noise
reduction capability. P.S. A cotton wad is not an acceptable earplug.
· “It’s too much of a bother to keep putting on and taking off hearing protection as you move
around.” We agree that there is some bother. But, you’ll have a lot more bother when your
hearing is gone.
· “It’s not noisy enough to need hearing protection.” If you have to raise your voice to be
heard by someone less than an arm’s length away, you should both be wearing hearing
protection devices.
The main engine spaces on the Training Ship are normally between 95 and 100 dB.
However, foam rubber earplugs reduce the noise level reaching the ear by 25 to 30 dB. Earmuffs
will reduce the noise level by 35 to 45 dB. So both types bring the noise level down into the safe
range and no damage to your ears will occur – if you wear them.
2.5 Protecting Your Hands
When your hands are exposed to hazard, which could cause cuts, abrasions, and heat or
chemical burns, they need the extra protection of gloves. It’s a good idea to carry a personal set
of work gloves for general protection. They will protect you when working around hot steam
lines or opening valves where the hand wheels are hot due to conduction. However, several other
jobs require gloves for proper protection. These are:
· Rubber gloves – when working near live circuits to insulate you from electric shock.
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· Rubber, neoprene, or vinyl gloves – when mixing, carrying, or pouring chemicals or solvents.
These materials prevent the chemicals from coming into contact with your skin and causing
burns or being absorbed through the skin.
Obviously, gloves cannot protect your hands in every situation. When rigging heavy
equipment, keep your hands out from underneath. Also, as the following article illustrates, keep
your hands away from rotating shafts.
Hand Trap
An oiler was recently airlifted from a vessel after losing the tips of three fingers while
polishing the ship’s propeller shaft. The oiler was holding small strips of emery cloth against the
shaft with the palm of his hand and fingers. As he polished along the shaft, his fingers entered a
gap between the shaft and a guard, which had a clearance of 1½ inches at the 12 o’clock
position and ¼ inch at the 9 o’clock position. The turning shaft trapped the oiler’s fingers under
the edge of the sheet metal guard and rotated his hand around under the sharp edge, cutting off
the tips of his middle ring, and little fingers.
2.6 Respiratory Protection
The air at sea is some of the cleanest on Earth. Nearly every day you can see from
horizon to horizon – try doing that in most of California! However, many jobs aboard ships may
have temporary, localized contamination of the air. When required to work in such an
environment you must protect your respiratory system. This is done in one of two ways: by
filtering the contaminants from the air that you breathe, or by breathing clean air from another
source. As with hearing loss, the effects of breathing contaminated air might not be immediate,
but they will become apparent in the long term. Every effort is made to limit your exposure to
contaminated air while aboard the Training Ship. There are three major forms of respiratory
protection available aboard the Bear:
Dust Masks – These will protect you from the most common form of contamination; airborne
dust and dirt from cleaning, chipping, wire wheels, and grinding. They are available from the
tool room. Dust masks fit over the nose and mouth and should fit snugly against the skin to
insure an airtight seal. As the masks become dirty or wet, they should be replaced so that
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breathing isn’t restricted. It is very important to remember that dust masks will not protect you
from fumes such as those that occur when spray painting.
Cartridge Respirators – Although these are designed to remove many different types of dust and
fumes, the only type we use are made for filtering asbestos particles from the air. They must not
be used for anything else. Asbestos safety is covered in another section, but since asbestos
containment is done by ship’s force on an emergency basis only, you may never have to use
them.
Selfcontained Breathing Apparatus (SCBA) – The primary use of these devices is for fire
fighting and rescue in a smoke filled or oxygen deficient space. Clean air is carried in a cylinder
on the user’s back. They are for emergency use only.
Many times, your other senses will make you aware of a contaminated atmosphere. Eye
irritation or an unusual smell may tell you that the air is not pure, but by then you are already
breathing the contamination. Also, these senses will not work for many serious situations such as
airborne asbestos or oxygen deficiency. So follow the simple rules below to protect yourself and
your coworkers.
· When possible, take the dusty or dirty work up on deck where the contamination can be
carried away. If this is not possible, be sure that the area in which you work in is well
ventilated – rig extra temporary ventilation equipment to the site if necessary.
· Never enter fuel tanks, void spaces, cofferdams, or even cargo spaces until they have been
certified as safe by the Chief Engineer or Chief Mate.
· Report air contaminants such as loose asbestos, oil or chemical spills, or engine and boiler
exhaust gas leaks to a licensed watch officer immediately.
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· Get into the habit of reading carefully the labels of all chemicals that you use – especially
spray cans. Always follow the instructions for respiratory protection given on the label.
2.7 Hard Hats
Many companies require hard hats to be worn at all times while in the engine spaces or
out on deck. Although our requirements on the Training Ship are not that strict, you are required
to wear a hard hat at any time you are doing rigging. Although the heavy object that you are
rigging may not be over your head, chain falls usually are. Padeyes can break, straps can slip
and the chain fall and any associated hardware will come down on you causing injury. The hard
hat protects you in two ways. The hardhat plastic shell prevents the falling objects from landing
directly on your scalp and skull bone. The suspension band cushions the force of the impact and
distributes the blow over a wider area. In order to work properly, the suspension band must be
intact and adjusted to fit the wearer squarely and snugly. If worn properly, the hard hat will
protect you from forces up to 850 pounds.
Hard-hat saves dam worker's life
Hardhats are as common in the U.S. Army
Corps of Engineers as the castle image. For
most people, those plastic helmets are
probably just part of the scenery. But for one
powerplant mechanic who fell more than 20
feet from an unprotected ledge at the
Dardanelle Powerhouse, a hardhat made a
difference. Although hardhats are not
designed to protect against lateral blows, this
one did and prevented serious injury or death.
The accident also led to improved fall
protection at the Dardanelle Powerhouse. The remains of Richard Duck's shattered hardhat
indicate the force of the blow that it absorbed. (Photo
courtesy of Little Rock District)
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Richard Duck was working with James Nearn, the power plant senior mechanic, and Dino Cossey, a
contractor with Voith Hydro, to find a leaky pipe in the Unit 2 turbine pit. The three had examined the
pipe just outside the turbine pit, but didn't find any problems. Duck volunteered to go into the turbine pit
area to look at the other end of the pipe for the leak.
Turbine pit
To reach the pipe, Duck entered the turbine pit through a door on the opposite side from the pipe. He
climbed a small, tworung ladder at the entrance to get to the generator apron. Duck had to walk along
this apron ledge to get to the pipes.
The ledge is only four feet wide, and only fourandahalf feet of headroom. Duck stands six feet tall, and
had to bend to walk along the ledge. He got to the middle of the generator apron, then hit his hardhat
against one of the reinforcement ribs on the ceiling of the apron. The blow knocked his hardhat over his
eyes, and he became disoriented and lost his balance.
"Done deal!"
"Before I realized it, I was over the edge," Duck said. "I tried to grab hold of something, but I couldn't. I
thought to myself, 'Well, this is a done deal!'"
Duck fell over the ledge and landed between the steel wicket gate arms 20 feet below. During the fall,
Duck lost his hardhat, but he kept it on long enough to prevent serious injury. He received a gash on his
forehead, but the front and the back of the hardhat were shattered. He also received bruises and a cut to
his right palm.
Cossey was still working outside the turbine pit when he heard a bang and went to investigate. When he
entered the turbine pit, Cossey could see Duck's hardhat broken on the floor. Then he saw Duck between
the wicket gate arms.
Cossey yelled for Nearn to get assistance, and stayed with Duck. Troy Tate, a power plant mechanic and
paramedic, administered first aid while waiting for the Yell County Emergency Medical Service.
The ambulance transported Duck to Saint Mary's Hospital in Russellville. He is now resting at home and
undergoing physical therapy, and he is expected to return to work.
"The hardhat saved his life," said Clarinda Harvey, industrial hygienist with the Little Rock District
Safety Office. "Duck, at some point during the accident, received a major blow to the front of his head.
The hardhat, held on momentarily by the earmuffs, took the force of the blow before it shattered."
2.8 Heat Stress
The first thing that everyone notices about the engineering spaces is that they are hot. On
the Training Ship, these temperatures average from 20 to 30 degrees hotter than the outside
12
(ambient) air. It is possible to work and stand long watches in this environment if you know how
and are aware of the dangers. To keep yourself healthy in the heat, do the following.
· As the temperatures go up, take more breaks during the job or between rounds to cool off. If
you can leave the engine spaces to do your work in a cooler space, do so. If you cannot,
spend some time under a blower to let your body cool a little. Also, get more rest during your
offduty hours to allow your body to regain lost energy due to heat stress.
· Reduce food intake, especially proteins. Large amounts of food have to be burned off and
that increases body heat.
· Although a complete uniform must be worn for protection, adjust it for hot weather. Roll up
sleeves and keep your collar loose. Since most of your body heat escapes through the top of
your head, wear a wellventilated cap or none at all. Also a shorter haircut will help.
· Increase your salt intake as soon as you begin to perspire profusely. The best way to do this
is by increasing the amount of salt in your food.
· Do not let yourself dry out. Perspiration losses must be made up. Drink at least eight glasses
of water every day. You must not only drink enough water to continue to perspire and keep
cool, but also to allow your body to urinate regularly and remove body waste. Just as a low
water casualty will cause problems in the boilers and ship’s steam system, low fluid level in
your body will cause important bodily processes to malfunction.
There are also steps that you can take while on watch to reduce engine room temperature and
humidity. Obviously, reducing hot steam and condensate leaks will help. Steam is colorless – so
don’t assume that because you cannot see a packing gland leaking that it isn’t. Ensure that the
screens on the suction and the discharge sides of the ventilators are clean and free from
obstructions. Finally, keep the bilges pumped dry. Humidity from evaporating bilge water only
makes it seem hotter and more uncomfortable. The more moisture the air contains, the less it is
able to cool your body by evaporating the sweat your body produces.
Everyone should be aware of the physical problems associated with heat stress and
should be aware of the symptoms occurring to themselves as well as to those around them.
Heat Stroke is caused by a malfunction of the body temperature regulating system and is the
most serious condition caused by heat exposure. Symptoms include hot, flushed, dry skin, mental
confusion, convulsions, and even coma.
Heat Exhaustion is caused by inadequate peripheral blood circulation brought about by
insufficient salt and water intake. Symptoms include cool, pale, moist skin, nausea, headache,
general weakness and even collapse.
Heat Cramps are caused by insufficient salt intake.
Heat Rash can occur in some people working in a hot environment if precautions against heat
stress are not used.
13
2.9 Asbestos
The Golden Bear III, our current training ship, was built after the hazards of asbestos
were discovered, and so no asbestos was used in her construction. However, many older
ships that are still in service, including the one that you may do your commercial cruise
on, do contain asbestos. Thus, the following safety information about asbestos is
important for you to know.
In the early 1970’s, it was discovered that breathing asbestos dust caused severe lung
disease resulting in death. Before this discovery, asbestos was thought to be a benign mineral,
which had excellent insulating and heat resistive properties. Thus it was used extensively in
buildings and on ships to insulate pipes and walls. We now know that this was a mistake, but one
we can safely live with if we keep the asbestos encapsulated and do not let it become dust. The
air on the ship has been tested many times and found to be free from harmful levels of asbestos.
So the only way that asbestos dust contamination can be created is we do it ourselves. As long as
we do not break the coverings that keep the asbestos encapsulated, we will not contaminate the
air that we breathe with asbestos dust. Sounds simple enough, but to ensure that you do not cause
asbestos contamination, you must know where asbestos is used, what will cause it to become
hazardous dust, and what to do if the covering (lagging in the case of pipes) is broken.
First of all, you cannot identify asbestos on sight. It comes in different colors and textures
including brown, gray and white. Several other insulating materials such as diatomaceous earth,
silicates, and even fiberglass look much the same as asbestos. So how can one determine what is
asbestos and what is not? We must assume all of the following contain asbestos:
· All steam pipe insulation
· All hot water pipe insulation
· All insulation on steam heat exchangers (water heaters, fuel oil heaters, lube oil heaters,
feed heaters, etc.)
· All bulkhead and overhead insulation in the engine spaces
· All bulkheads and overhead insulating materials – even if they are covered with sheet
metal or paneling.
14
The only exceptions to the above rules are pipes where the insulation covering is red (this
is the standard method for identifying asbestos free insulating materials).
Asbestos is dangerous only if it is breathed into the lungs as airborne dust. When
asbestos is used as an insulator, it is mixed with a binding agent and formed into blocks or
sheets. These sheets are then placed around the object to be insulated and covered with a binding
cloth material. This covering is the barrier between asbestos and the air we breathe. So how does
the block or sheet of asbestos, which is relatively harmless, become dust?
· From people damaging the cover by hanging onto, climbing onto, or hanging things onto
asbestos covered pipes or equipment.
· Vibration
· Drilling or cutting into bulkheads covered with asbestos
· Allowing the insulation to become water logged. A practice that breaks down the asbestos
binders.
Even if the solid asbestos is broken down into fiber form, it is still harmless if the
covering is maintained. This will only be true if people do not damage the covering by drilling
into it, cutting through it, allowing leaks to continually drip onto it or climbing or hanging on it.
In order to keep the air asbestos free, and in order to protect us from deadly diseases such
as asbestosis, the following rules apply to all:
Students will perform no asbestos removal. All removal work will be delayed until it can be
done by a qualified contractor or by a qualified member of the ship’s staff.
No insulated overhead or bulkhead is to be cut or drilled into until the Chief Engineer or Chief
Mate has inspected them.
Never hang a chain fall from, or climb onto an insulated pipe. Use a ladder or a stool to reach or
to climb up.
Finally, what action do you take if you locate asbestos, or if you break into asbestos
accidentally? If possible you and everyone else leave the space and prevent the dust from
spreading by closing off all doors and ventilation to the space. If this cannot be done, wet the
exposed asbestos with a fine spray of water. Do not wash the asbestos into the bilge or down a
drain where it will turn to dust again in the future. Immediately notify the Chief Engineer or
Duty Engineering Officer so that they can assign qualified personnel to clean up the
contamination as soon as possible.
Keep in mind that negligence on anyone’s part can expose everyone to asbestos dust
hazards. Lung damage caused by asbestos will take years to become debilitating. However, there
is no good time in anyone’s life to begin dying of asbestosis. Do your part in keeping the air
aboard our ship clean and asbestos free.
15
2.10 Hazardous Chemicals
16
Although the number of chemicals you are exposed to on the Training Ship are minimal,
there are certain chemicals that are required to be used in order to operate the plant. Boiler water
chemicals and cleaning solvents are the most common. Whenever chemicals are received aboard
the TSGB, the manufacturer’s recommendations for safety equipment are placed on the container
in which the chemicals are kept. This includes information on the health risk, flammability,
conductivity, and level of safety equipment recommended.
It is your responsibility to use the recommended protection. If there is no sticker on the
container, read the label. If protection is recommended, then obtain a sticker from the
storekeeper and label it. Do not assume any chemical is harmless – find out!
2.11 Electrical Safety
Electrical safety is concerned with preventing two types of accidents: electrocution and
fire. We are not talking about cuts and bruises here, but incidents that nearly always result in
death! As you know, electricity is essential to operating and controlling a modern merchant ship.
But it must be contained in the conductors designed to carry it. If allowed to escape, the results
can be deadly.
There is a misconception that people working on electrical equipment or circuits sustain
most electrical shocks. This is not true. Just as you ensure that there is no pressure in a steam line
before loosening the bolts that hold the connection tight, you open switches and circuit breakers
before performing any work on an electrical conductor. In fact, most shocks and electrocutions
take place while operating faulty equipment. Often these are portable power tools and extension
cords. Electrical shock occurs with this equipment because electricity always follows the path of
least resistance. That is, if the current can flow through your body to a point of less potential or
ground instead of turning a motor for a drill or grinder, then it will do so. Ordinarily it is
prevented from doing so by insulation. However, if the insulation is damaged, broken or missing
then the stage is set for a fatal accident. The problem is compounded aboard the Training Ship by
two factors. First, most of the decks are bare steel and offer little insulation and ground, and
secondly, we are often in hot weather and skin moistened by perspiration is approximately 500
times more conductive that dry skin.
How do we work safely with electrical equipment?
· Always keep in mind that the only thing that keeps the electricity from flowing through you
is a relatively thin layer of insulation. Inspect this covering and ensure that there are not any
gaps, breaks, or deteriorated areas.
· Nearly all equipment aboard the Training Ship is grounded. This means that there is a
conductor connecting the equipment casing to ground so that if a fault does occur the current
will flow from the equipment ground and not through you. Be sure that the grounding wire or
strip is in place before you use a piece of equipment. On electrical plugs, the ground wire is
the round prong in the center of the plug (in between the two flat electrical current carrying
17
prongs). Be sure that this prong is not broken off or missing and never ever use an adapter
that covers this prong up. Always be sure that the grounding strap or plug is clean. Just as a
dirty battery strap will prevent current from flowing through a conductor connection, a fouled
or poorly attached ground wire may cause the path of least resistance to become your body.
· Electricity does not have an odor. If you start a piece of electrical equipment and smell an
acrid or burning odor – shut it down immediately and have it checked out. Other signs of
trouble with electrical equipment are motors that fail to turn, motors that vibrate but fail to
turn, or motors that run at inconsistent speeds. Never tell yourself that you’ll just use the
motor to finish this job and then get it checked out – you may never get a chance to finish the
job.
· Any arcing or sparking is tell tale sign of a very serious casualty and electrical power must be
secured immediately. Arcing is a visual sign that electricity has escaped from its insulated
conductor. This means that there is a shock hazard. In addition, the temperature of the arc is
over 1000 F and could ignite a fire.
· As a marine engineer, you will be required to perform maintenance, troubleshoot, and repair
electrical equipment. To do this safely, you must know and follow a few basic rules.
· Always secure power to the circuit and equipment that you are working on and tag it out.
Remember that in most cases, you will be removing the cover or insulation of the conductor
to work on it. This sounds simple enough, just disconnect the breaker or switch to the circuit.
However, on modern automated ships the equipment may have more than one power source
and backup power sources may come online at some point later. Therefore, it is important
to examine the electrical system schematics particular to your circuit before you begin work.
Knowing how to read these schematics is crucial to the performance of the electrical work.
· Although the circuit that you may be working on is dead, it may be in close proximity to live
circuits, especially when working on switchboards or distribution boxes. Do not take
chances! Secure the nearby circuit board if necessary. Also, always use insulated tools,
remove any and all metal jewelry such as bracelets, watches, or neck chains and work with
one hand if possible – current flowing from one arm to the other passes near the heart and a
simple shock may cause fatal electrocution.
· Never work alone. If electrocution should occur, someone must be present to remove you
from the conductor, summon help and start first aid immediately. (Do not endanger yourself
in an electrical rescue attempt – use a piece of dry wood to remove the victim from the
conductor if you cannot secure the power to it.)
· Remember, a live circuit breaker looks, smells, and sounds just the same as a dead one. They
only feel different, and then it is too late.
· Just as a boiler has safety valves to protect it from over pressurization and a possible
explosion, all electrical circuits are protected by circuit breakers and/or fuses that protect
them from excess current. If more current flows through a circuit that it is designed to carry,
18
then its insulation may breakdown and overheat and burn off possibly causing a serious fire.
The common causes of excess current are:
· Unauthorized modifications to circuits. This may be as innocent as placing 100 watt light
bulbs in a socket designed for 60 watt bulbs, or using extension cord multiplexers to run
many appliances from a single outlet – thereby overloading the outlet.
· Adding more lights or outlets to an existing circuit without upgrading its capacity. Circuits
are rarely designed for addons. If new outlets or lights are needed, then a new circuit should
be run.
· Defective equipment, such as frozen pumps, will cause an overload. The motor will continue
trying to turn the pump while drawing more and more current until an overload condition
exists.
· Faulty wiring or connections can cause a short circuit to exist. This happens when two
conductors come into direct contact. In this case there is practically no resistance. Since the
voltage is constant, we know from ohms law (V=I*R) a very large current results. Short
circuits may cause arcing or rapid heating, which could result in a fire.
· There are two devices used to protect electrical circuits in the event of excess current flow:
fuses and circuit breakers. In a fuse, the high current causes the temperature in the
conducting portion of the fuse to rise very high, very fast, causing the fuse’s conductor to
melt, thereby breaking the connection. The fuse must be replaced by one of the proper size,
the proper type, and only once the cause of failure has been determined and corrected.
Failure to carry all three of these steps will likely cause the failure to happen again. In a
circuit breaker, the high current causes the breaker to open the connection. The advantage of
the circuit breaker is twofold. First, it visually tells you that the circuit has “tripped out” on
excess current. Secondly, it does not need to be replaced, only reset after the cause of the
excess current has been determined.
· Steam and water leaks in piping systems are easy to detect because we can usually see and/or
hear them. Electrical system “leaks” are not nearly as obvious, but much more dangerous.
Evidence of such leaks as deteriorated insulation, exposed conductors, malfunctioning
equipment, or arcing require immediate attention. Pressures and temperatures in steam and
water systems are carefully monitored. We wouldn’t operate these systems above their
designed operating temperatures and pressures. The same is true for electrical systems, we
cannot operate them at higher currents than they were designed for or serious casualties will
result. Finally, we would not tamper with a safety valve to make it inoperative. In addition
we test all safety valves once a year. Circuit breakers and fuses are just as important but are
impractical to test. Thus they must be maintained as originally designed and never altered. As
the Training Ship ages, the electrical system continues to deteriorate and we all must be
vigilant in our efforts to maintain them in a safe, working order.
·
19
Section 1
Electricity Is Dangerous
Whenever you work with power tools or on electrical
circuits there is a risk of electrical hazards, especially Note to the learnerThis
manual describes the hazards of
electrical shock. Anyone can be exposed to these electrical work and basic
hazards at home or at work. Workers are exposed to approaches to working safely. You
more hazards because job sites can be cluttered with will learn skills to help you
recognize, evaluate, and control
tools and materials, fastpaced, and open to the electrical hazards. This information
weather. Risk is also higher at work because many jobs will prepare you for additional
involve electric power tools. safety training such as handson
exercises and more detailed reviews
of regulations for electrical work.
Electrical trades workers must pay special attention to
electrical hazards because they work on electrical Your employer, coworkers, and
community will depend on your
circuits. Coming in contact with an electrical voltage can expertise. Start your career off right
cause current to flow through the body, resulting in by learning safe practices and
electrical shock and burns. Serious injury or even death developing good safety habits.
Safety is a very important part of
may occur. As a source of energy, electricity is used any job. Do it right from the start.
without much thought about the hazards it can cause.
Because electricity is a familiar part of our lives, it often
is not treated with enough caution. As a result, an
average of one worker is electrocuted on the job every
day of every year! Electrocution is the third leading
cause of workrelated deaths among 16 and 17
yearolds, after motor vehicle deaths and
workplace homicide. Electrocution is the cause of
12% of all workplace deaths among young
workers. 1
This manual will present many topics. There are four main types of electrical injuries:
electrocution (death due to electrical shock), electrical shock, burns, and falls. The
dangers of electricity, electrical shock, and the resulting injuries will be discussed. The
various electrical hazards will be described. You will learn about the safety model, an
important tool for recognizing, evaluating, and controlling hazards. Important
definitions and notes are shown in the margins. Practices that will help keep you safe and
free of injury are emphasized. To give you an idea of the hazards caused by electricity, case
20
studies about reallife deaths will be described.
How is an Electrical Shock Received?
An electrical shock is received
when electrical current passes currentthe movement of
through the body. Current will electrical charge
pass through the body in a voltagea measure of electrical
force
variety of situations. circuita complete path for the
Whenever two wires are at flow of current
different voltages, current will
You will receive a shock if you
pass between them if they touch two wires at different
are connected. Your body can voltages at the same time.
connect the wires if you touch
both of them at the same
time. Current will pass
through your body.
In most household wiring, the black wires and the red wires
are at 120 volts. The white wires are at 0 volts because they
are connected to ground. The connection to ground is often
through a conducting ground rod driven into the earth. The
connection can also be made through a buried metal water
pipe. If you come in contact with an energized black
wireand you are also in contact with the neutral
white wirecurrent will pass through your body. You
will receive an electrical shock.
You can even receive a shock when you are not in contact with an electrical ground. Contact
with both live wires of a 240volt cable will deliver a shock. (This type of shock can occur
21
because one live wire may be at +120 volts while the other is at 120 volts during an
alternating current cyclea difference of 240 volts.). You can also receive a shock from
electrical components that are not grounded properly. Even contact with another person
who is receiving an electrical shock may cause you to be shocked.
A 30yearold male electrical technician was helping a company service
representative test the voltageregulating unit on a new rolling mill. While the
electrical technician went to get the equipment service manual, the service
representative opened the panel cover of the voltage regulator's control cabinet
in preparation to trace the lowvoltage wiring in question (the wiring was not
colorcoded). The service representative climbed onto a nearby cabinet in order
to view the wires. The technician returned and began working inside the control
cabinet, near exposed energized electrical conductors. The technician tugged at
the lowvoltage wires while the service representative tried to identify them
from above. Suddenly, the representative heard the victim making a gurgling
sound and looked down to see the victim shaking as though he were being
shocked.
Cardiopulmonary resuscitation (CPR) was administered to the victim about 10
minutes later. He was pronounced dead almost 2 hours later as a result of his
contact with an energized electrical conductor.
To prevent an incident like this, employers should take the following steps:
· Establish proper rules and procedures on how to access electrical
control cabinets without getting hurt.
· Make sure all employees know the importance of deenergizing
(shutting off) electrical systems before performing repairs.
· Equip voltageregulating equipment with colorcoded wiring.
· Train workers in CPR
A maintenance man rode 12 feet above the floor on a motorized lift to work on a 277volt light fixture. He did not
turn off the power supply to the lights. He removed the line fuse from the black wire, which he thought was the
"hot" wire. But, because of a mistake in installation, it turned out that the white wire was the "hot" wire, not the
black one. The black wire was neutral. He began to strip the white wire using a wire stripper in his right hand.
Electricity passed from the "hot" white wire to the stripper, then into his hand and through his body, and then to
ground through his left index finger. A coworker heard a noise and saw the victim lying faceup on the lift. She
immediately summoned another worker, who lowered the platform. CPR was performed, but the maintenance man
could not be saved. He was pronounced dead at the scene.
You can prevent injuries and deaths by remembering the following points:
· If you work on an electrical circuit, test to make sure that the circuit is deenergized (shut off)
· Never attempt to handle any wires or conductors until you are absolutely positive that their electrical
supply has been shut off.
· Be sure to lock out and tag out circuits so they cannot be reenergized.
· Always assume a conductor is dangerous.
22
Summary of Section 1
You will receive an electrical
shock if a part of your body
completes an electrical circuit
by...
· Touching a live wire and an
electrical ground, or
· Touching a live wire and
another wire at a different
voltage.
Section 2
Dangers of Electrical Shock
The severity of injury from electrical shock depends on ampere (amp) the unit used to
the amount of electrical current and the length of time the measure current
current passes through the body. For example, 1/10 of an
milliampere (milliamp or mA)
ampere (amp) of electricity going through the body for 1/1,000 of an ampere
just 2 seconds is enough to cause death. The amount of
internal current a person can withstand and still be able to shocking currentelectrical
current that passes through a part
control the muscles of the arm and hand can be less than of the body
10 milliamperes (milliamps or mA). Currents above 10 mA
can paralyze or "freeze" muscles. When this "freezing" You will be hurt more if you can't
let go of a tool giving a shock.
happens, a person is no longer able to release a tool,
wire, or other object. In fact, the electrified object may be The longer the shock, the greater
held even more tightly, resulting in longer exposure to the the injury.
shocking current. For this reason, handheld tools that
give a shock can be very dangerous. If you can't let go of
the tool, current continues through your body for a longer
time, which can lead to respiratory paralysis (the muscles
that control breathing cannot move). You stop breathing
for a period of time. People have stopped breathing when
shocked with currents from voltages as low as 49 volts.
Usually, it takes about 30 mA of current to cause
respiratory paralysis.
Currents greater than 75 mA may cause ventricular
fibrillation (very rapid, ineffective heartbeat). This
condition will cause death within a few minutes unless a
23
special device called a defibrillator is used to save the
victim. Heart paralysis occurs at 4 amps, which means the
heart does not pump at all. Tissue is burned with currents
greater than 5 amps. 2
The table shows what usually happens for a range of
currents (lasting one second) at typical household
voltages. Longer exposure times increase the danger to
the shock victim. For example, a current of 100 mA
applied for 3 seconds is as dangerous as a current of 900
mA applied for a fraction of a second (0.03 seconds). The
muscle structure of the person also makes a difference.
People with less muscle tissue are typically affected at
lower current levels. Even low voltages can be extremely
dangerous because the degree of injury depends not only
on the amount of current but also on the length of time
the body is in contact with the circuit.
LOW VOLTAGE DOES NOT MEAN LOW HAZARD!
Effects of Electrical Current* on the Body 3
Current Reaction
1 milliamp Just a faint tingle.
5 milliamps Slight shock felt. Disturbing, but not painful. Most people can "let go."
However, strong involuntary movements can cause injuries.
625 milliamps (women)† Painful shock. Muscular control is lost. This is the range where
930 milliamps (men) "freezing currents" start. It may not be possible to "let go."
50150 milliamps Extremely painful shock, respiratory arrest (breathing stops), severe
muscle contractions. Flexor muscles may cause holding on; extensor
muscles may cause intense pushing away. Death is possible.
1,0004,300 milliamps (14.3 amps) Ventricular fibrillation (heart pumping action not rhythmic) occurs.
Muscles contract; nerve damage occurs. Death is likely.
10,000 milliamps (10 amps) Cardiac arrest and severe burns occur. Death is probable.
15,000 milliamps (15 amps) Lowest overcurrent at which a typical fuse or circuit breaker opens a
circuit!
*Effects are for voltages less than about 600 volts. Higher voltages also cause severe burns.
†Differences in muscle and fat content affect the severity of shock.
24
Sometimes high voltages lead to additional injuries. High
voltages can cause violent muscular contractions. You may
High voltages cause additional
lose your balance and fall, which can cause injury or even injuries!
death if you fall into machinery that can crush you. High
voltages can also cause severe burns (as seen on pages 9 Higher voltages can cause larger
currents and more severe shocks.
and 10).
At 600 volts, the current through the body may be as great Some injuries from electrical
as 4 amps, causing damage to internal organs such as the shock cannot be seen.
heart. High voltages also produce burns. In addition, internal
blood vessels may clot. Nerves in the area of the contact
point may be damaged. Muscle contractions may cause bone fractures from either the
contractions themselves or from falls.
25
A severe shock can cause much more damage to the body
than is visible. A person may suffer internal bleeding and
destruction of tissues, nerves, and muscles. Sometimes
the hidden injuries caused by electrical shock result in a
delayed death. Shock is often only the beginning of a chain
of events. Even if the electrical current is too small to
cause injury, your reaction to the shock may cause you to
fall, resulting in bruises, broken bones, or even death.
The length of time of the shock greatly affects the amount
of injury. If the shock is short in duration, it may only be
painful. A longer shock (lasting a few seconds) could be
fatal if the level of current is high enough to cause the
heart to go into ventricular fibrillation. This is not much
current when you realize that a small power drill uses 30
times as much current as what will kill. At relatively high
currents, death is certain if the shock is long enough.
However, if the shock is short and the heart has not been
damaged, a normal heartbeat may resume if contact with
the electrical current is eliminated. (This type of recovery
is rare.)
The greater the current, the greater
the shock!
Severity of shock depends on
voltage, amperage, and resistance.
resistancea material's ability to
decrease or stop electrical current
ohmunit of measurement for
electrical resistance
Lower resistance causes greater
currents.
Currents across the chest are very
dangerous.
The amount of current passing through the body also affects the severity of an electrical
shock. Greater voltages produce greater currents. So, there is greater danger from higher
voltages. Resistance hinders current. The lower the resistance (or impedance in AC circuits),
the greater the current will be. Dry skin may have a resistance of 100,000 ohms or more.
Wet skin may have a resistance of only 1,000 ohms. Wet working conditions or broken skin
will drastically reduce resistance. The low resistance of wet skin allows current to pass into
the body more easily and give a greater shock. When more force is applied to the contact
point or when the contact area is larger, the resistance is lower, causing stronger shocks.
The path of the electrical current through the body affects the severity of the shock.
Currents through the heart or nervous system are most dangerous. If you contact a live
wire with your head, your nervous system will be damaged. Contacting a live electrical part
with one handwhile you are grounded at the other side of your bodywill cause electrical
26
current to pass across your chest, possibly injuring your heart and lungs.
A male service technician arrived at a customer's house to perform prewinter maintenance on an oil furnace. The
customer then left the house and returned 90 minutes later. She noticed the service truck was still in the driveway.
After 2 more hours, the customer entered the crawl space with a flashlight to look for the technician but could not see
him. She then called the owner of the company, who came to the house. He searched the crawl space and found the
technician on his stomach, leaning on his elbows in front of the furnace. The assistant county coroner was called and
pronounced the technician dead at the scene. The victim had electrical burns on his scalp and right elbow.
After the incident, an electrician inspected the site. A toggle switch that supposedly controlled electrical power to the
furnace was in the "off" position. The electrician described the wiring as "haphazard and confusing."
Two weeks later, the county electrical inspector performed another inspection. He discovered that incorrect wiring of
the toggle switch allowed power to flow to the furnace even when the switch was in the "off" position. The owner of the
company stated that the victim was a very thorough worker. Perhaps the victim performed more maintenance on the
furnace than previous technicians, exposing himself to the electrical hazard.
This death could have been prevented!
· The victim should have tested the circuit to make sure it was deenergized.
· Employers should provide workers with appropriate equipment and training. Using safety equipment should be
a requirement of the job. In this case, a simple circuit tester may have saved the victim's life.
· Residential wiring should satisfy the National Electrical Code (NEC). Although the NEC is not retroactive, all
homeowners should make sure their systems are safe.
There have
been cases
where an arm NECNational Electrical Codea
comprehensive listing of practices
or leg is to protect workers and equipment
severely from electrical hazards such as fire
burned by and electrocution
highvoltage
electrical
current to the point of coming off, and the
victim is not electrocuted. In these cases, the
current passes through only a part of the
limb before it goes out of the body and into
another conductor. Therefore, the current
does not go through the chest area and may
not cause death, even though the victim is
severely disfigured. If the current does go
through the chest, the person will almost
surely be electrocuted. A large number of
serious electrical injuries involve current
passing from the hands to the feet. Such a
path involves both the heart and lungs. This
type of shock is often fatal.
27
The danger from electrical shock depends
on...
· the amount of the shocking current
through the body,
· the duration of the shocking current
through the body, and
· the path of the shocking current
through the body.
Section 3
Burns Caused by Electricity
The most common shockrelated, nonfatal injury is a burn.
Electrical shocks cause burns.
Burns caused by electricity may be of three types:
electrical burns, arc burns, and thermal contact burns. arcblastexplosive release of
Electrical burns can result when a person touches electrical molten material from equipment
caused by highamperage arcs
wiring or equipment that is used or maintained improperly.
Typically, such burns occur on the hands. Electrical burns arcingthe luminous electrical
are one of the most serious injuries you can receive. They discharge (bright, electrical
sparking) through the air that
need to be given immediate attention. Additionally, clothing occurs when high voltages exist
may catch fire and a thermal burn may result from the heat across a gap between conductors
of the fire.
Arcblasts occur when powerful, highamperage currents arc
through the air. Arcing is the luminous electrical discharge
that occurs when high voltages exist across a gap between
conductors and current travels through the air. This
28
situation is often caused by equipment failure due to abuse
or fatigue. Temperatures as high as 35,000°F have been
reached in arcblasts.
There are three primary hazards associated with
an arcblast.
(1) Arcing gives off thermal radiation (heat) and
intense light, which can cause burns. Several
factors affect the degree of injury, including skin
color, area of skin exposed, and type of clothing
worn. Proper clothing, work distances, and
overcurrent protection can reduce the risk of such
a burn.
(2) A highvoltage arc can produce a considerable
pressure wave blast. A person 2 feet away from a
25,000amp arc feels a force of about 480 pounds
on the front of the body. In addition, such an explosion can cause serious ear damage and
memory loss due to concussion. Sometimes the pressure wave throws the victim away from
the arcblast. While this may reduce further exposure to the thermal energy, serious
physical injury may result. The pressure wave can propel large objects over great distances.
In some cases, the pressure wave has enough force to snap off the heads of steel bolts and
knock over walls.
(3) A highvoltage arc can also cause many of the copper and aluminum components in
electrical equipment to melt. These droplets of molten metal can be blasted great distances
by the pressure wave. Although these droplets harden rapidly, they can still be hot enough
to cause serious burns or cause ordinary clothing to catch fire, even if you are 10 feet or
more away.
Five technicians were performing preventive maintenance on the electrical system
of a railroad maintenance facility. One of the technicians was assigned to clean the
lower compartment of an electrical cabinet using cleaning fluid in an aerosol can.
But, he began to clean the upper compartment as well. The upper compartment
was filled with live circuitry. When the cleaning spray contacted the live circuitry, a
conductive path for the current was created. The current passed through the
stream of fluid, into the technician's arm, and across his chest. The current caused
a loud explosion. Coworkers found the victim with his clothes on fire. One worker
put out the fire with an extinguisher, and another pulled the victim away from the
compartment with a plastic vacuum cleaner hose. The paramedics responded in 5
minutes. Although the victim survived the shock, he died 24 hours later of burns.
This death could have been prevented if the following precautions had been taken:
· Before doing any electrical work, deenergize all circuits and equipment,
perform lockout/tagout, and test circuits and equipment to make sure
they are deenergized.
· The company should have trained the workers to perform their jobs
safely.
· Proper personal protective equipment (PPE) should always be used.
29
· Never use aerosol spray cans around highvoltage equipment.
Electrical Fires
Electricity is one of the most common causes
of fires and thermal burns in homes and
workplaces. Defective or misused electrical
equipment is a major cause of electrical fires. If
there is a small electrical fire, be sure to use only
a Class C or multipurpose (ABC) fire extinguisher,
or you might make the problem worse. All fire
extinguishers are marked with letter(s) that tell
you the kinds of fires they can put out. Some
extinguishers contain symbols, too.
The letters and symbols are explained below
(including suggestions on how to remember
them)
Learn how to use fire extinguishers
at work.
A (think: Ashes) = paper, wood,
etc.
B (think: Barrel) = flammable
liquids
C (think: Circuits) = electrical
fires
30
Here are a couple of fire extinguishers at a
worksite. Can you tell what types of fires they will
put out?
However, do not try to put out fires unless
you have received proper training. If you are
not trained, the best thing you can do is
evacuate the area and call for help.
Thermal burns may result if an explosion occurs
when electricity ignites an explosive mixture of
material in the air. This ignition can result from
the buildup of combustible vapors, gasses, or
dusts. Occupational Safety and Health
Administration (OSHA) standards, the NEC, and
other safety standards give precise safety
requirements for the operation of electrical
systems and equipment in such dangerous areas.
Ignition can also be caused by overheated
conductors or equipment, or by normal arcing at
switch contacts or in circuit breakers.
Burns are the most common injury caused by
electricity. The three types of burns are . . .
· electrical burns,
· arc burns, and
· thermal contact burns.
First Aid Fact Sheet
What Should I Do If a CoWorker Is Shocked or Burned by Electricity?
Shut off the electrical current if the victim is still in contact with the energized circuit. While
you do this, have someone else call for help. If you cannot get to the switchgear quickly,
pry the victim from the circuit with something that does not conduct electricity such as dry
31
wood. Do not touch the victim yourself if he or she is still in contact with an
electrical circuit! You do not want to be a victim, too!
Do not leave the victim unless there is absolutely no other option. You should stay with the
victim while Emergency Medical Services (EMS) is contacted. The caller should come back to
you afterwards to verify that the call was made. If the victim is not breathing, does not
have a heartbeat, or is badly injured, quick response by a team of emergency medical
technicians (EMT's) or paramedics gives the best chance for survival.
2.12 Welding and Burning
In port, there are more ships destroyed by fire resulting from welding and burning (hot
work) than any other cause. Besides the dangers of fire, there are several other hazards
associated with hot work. These are:
· The generation of fumes which may be toxic if breathed in concentrated form for long
periods of time.
· The possibility of electrical shock or electrocution when welding.
· The generation of intense ultraviolet light, which can damage unprotected eyes.
Being able to conduct hot work is essential to the repair and maintenance of any
merchant ship. However, to do it safely requires you to follow many safety rules.
High Temperature
You must know that the space you are in is free of combustible liquids and gases. If
welding on bulkheads, overheads, or decks, you must know that adjacent spaces are also free of
fire or explosion hazards. You can assume that normal living and working spaces have an
atmosphere that is safe to work in. But what about oily bilges? A cargo hold or void space that
has been unventilated or locked up for a long period of time? These atmospheres must be tested
before any hot work is started. What about the tank tops, bulkheads, and overheads that also
serve as the walls of fuel tanks? The person responsible for ensuring the safety of all hot work is
the Chief Engineer. A Hot Work Permit will be obtained from the engineering office, filled out
properly, and signed by the Chief Engineer before any hot work is started.
When welding or burning, the goggles or welding hood limits your field of view. You
therefore must have a fire watch who can survey the area around you and ensure no fires are
starting. If you are welding on a bulkhead, overhead, or deck, a second fire watch must be
stationed in the adjacent space. Each fire watch will have a water hand pump fire extinguisher
available from the tool room. Fire station hoses and extinguishers are for emergency use only,
and may not be used for fire watch purposes. In addition, the fire watch for arc welding must
have shaded safety glasses on. These are available from the welding gear locker. All other fire
watches will wear safety glasses. A fire watch will be maintained in a space in which hot work
32
has been done for two hours. The licensed officer in charge of the job may reduce this time. At a
minimum, the weld or cut will be cool enough to hold your bare hand on it before the watch is
secured.
The temperatures of the molten material and electric arcs associated with hot work are
thousands of degrees. Also, the high intensity ultraviolet light emitted from arc welding can burn
exposed skin. These hazards can be controlled with proper clothing and shielding. Except when
engaged in light work, all welders should wear flameproof gauntlet gloves. A flameproof apron
made of leather or other suitable material may also be desirable as protection against radiated
heat and sparks. All other clothing, such as overalls, should be reasonably free from oil or grease.
Sparks may lodge in rolledup sleeves or pockets of clothing, or cuffs of overalls or trousers. It is
therefore recommended that sleeves and collars be kept buttoned. Trousers or overalls should not
be kept turned up on the outside. For very heavy work, fire resistant leggings, high boots, or
other protection should be used. Capes or shoulder covers made of leather or other suitable
material should be worn during overhead, welding or cutting. Leather skullcaps may be worn
under helmets to prevent head burns.
Toxic Fumes
A vast majority of the metal cut and welded aboard ship does not give off toxic fumes.
Steel coated with cadmium or galvanized zinc is the exception. These metals, when absorbed in
the body by breathing their fumes, accumulate and cause longterm health problems. There are
two ways to control this problem.
· Since these metals are relatively thin coatings, they can be removed from the area to be
welded by grinding or sanding.
· Proper ventilation will draw the fumes away from the welder.
Electric Shock
When arc welding, electric current flows from the work to ground. If it is easier for the
current to pass through you than the grounding strap, it will. It is especially important that the
operator be thoroughly instructed in how to avoid shock. Since the voltages required for arc
welding are low and normally will not cause injury or sever shock, parts having these voltages
are likely to be handled carelessly. Nevertheless, these voltages are high enough to be dangerous
to life under some circumstances.
Clothing that is damp from perspiration or wetworking conditions is dangerous. They
may reduce contact resistance so much that even a low current will cause a violent muscular
contraction and prevent the operator from letting go of the live part. The operator should never
permit the live metal parts of an electrode holder to touch their bare skin or any wet covering of
their body. They should also use dry insulating material to prevent electrical contact with the
work or the ground. This is particularly important where large area contacts are made as when
working in a sitting or prone position. The operator should not use electrode holders for manual
arc welding without wellinsulated jaws in good repair. Electrode holders must not be cooled by
immersion in water.
33
Special precautions should be taken to prevent shockinduced falls when the operator is
working aloft. Even mild shocks can cause involuntary muscle contraction leading to falls from
very high places. The welder should not coil or loop welding electrode cable around parts of his
body, and should not use cables with splices or repaired insulation within ten feet of the holder.
Eye Protection
Eye protection is an obvious requirement for the person doing hot work. Intense light,
arcing, and molten metal splatter can obviously cause permanent blindness. Eye protection is
also important for those helping in the immediate area. All others should stay well away until the
work is completed. The fire watch should ensure this.
In addition, the following safety precautions must be observed when working with
oxygenacetylene equipment:
Oxygen Cylinders
· Always have valve cap on when handling tanks.
· Do not store near acetylene or oil.
· Keep away from heat.
· DO NOT allow oxygen to blow on clothing. Clothing absorbs oxygen and will burn
intensely, if ignited.
· DO NOT oil or grease threaded connections. Petroleum will explode in a pure oxygen
atmosphere.
· Cylinders shall be secured at all times.
Acetylene Cylinders
· Always stand in a vertical position.
· Keep away from heat – fusible plug in top of cylinder melts at approximately 212 F, allowing
gas to escape to atmosphere.
· DO NOT store near oxygen cylinders.
· Do not open the valve any more than 11/4 turns.
· Tank valve stem has an Oring seal, which should not require attention.
· If there are leaks from the cylinder for any reason, move the cylinder up on deck and open
valve enough to let the gas escape to the atmosphere safely.
· Handle with care.
· Cylinders shall be secured at all times.
General
· Goggles should be worn to protect the eyes when cutting or welding.
· Take special care to prevent OxyAcetylene hoses from damage, which would allow gasses
to escape and cause a fire or explosion.
· Check valves should be fitted to oxygen and acetylene torch hose connections to prevent
hose explosions and fires.
34
2.13 Grinding
Grinding metal can save hours of work, if done properly. However, as with any process
using an exposed, highspeed wheel, safety must be used to prevent injury. Besides the obvious
eye hazard, the wheel can come apart. The wheel is made of abrasive grains bonded together. If
the bonding material deteriorated, or its strength is exceeded, it will fail.
Before mounting a new grinding wheel, give it a ring test. Hold the wheel on your finger
and tap it at four equally spaced points around the wheel with a wooden mallet or the handle of a
screwdriver. If the wheel is solid, it will give a clear, ringing sound. If it is cracked, it will give a
dull thud.
Wheel Dressers
A wheel dresser is a tool that is used to recondition the surface of a grinding wheel. You
should use the dresser to keep the surface of the wheel free of grooves and nicks. When using a
wheel dresser, observe the following precautions.
· Wear goggles to protect your eyes against heavy particles, and wear a face shield in addition.
· Use a dressing tool to do the job, never use a lathecutting tool.
· Inspect star dressers for loose shafts and worn disks.
· Round off the wheel edges with a hand stone to avoid chipping the edges.
· Use the work rest to support and guide the tool. Use a tool holder if one is available.
· Apply moderate pressure slowly and evenly.
· Keep spare wheels in a dry storage area. Carborundum wheels become weakened in moist
storage and this can lead to failure and violent disintegration in use.
All grinders fall into either one of two categories: stationary grinders (bench grinders)
and hand grinders. Each has its own set of safety precautions that one must be familiar with
before attempting to operate.
Stationary Grinders
What to do Why
· wear goggles and face shield · to protect the eyes and face
· keep guards and eye shields in place · for protection if wheel breaks
· keep tool rest within 1/8” of wheel and · to prevent fingers and work from being
just below the centerline of the wheel. pulled into the wheel
Do not adjust while the wheel is in
motion
· apply work gradually against a cold · to give wheel a chance to warmup,
wheel thereby lessening the chance of
breakage
· avoid grinding on the flat side of · wheel may break under side loading, or
35
straight wheels may become grooved and weakened
· avoid prolonged grinding or excessive · causes overheating of wheel which may
forcing of work against wheel cause wheel to untimely disintegrate
· stand aside of wheel when starting · wheel may be cracked and fly apart,
machines pieces may strike the operator
· stop the grinder and notify your · vibration could be a sign of a loose
supervisor if any undue vibration or out spindle or nut. If allowed to operate the
of balance is observed wheel could fly off or break
· do not use a different size wheel, or any · wheel may disintegrate and flying
wheel that is not rated for at least the pieces traveling at speeds in excess of
maximum speed of your grinder 100 mph could strike the operator
Hand Grinders
What to do Why
36
· wear goggles and face shield · to protect the eyes and face
· wear protective clothing such as gloves · to protect skin from grinder and
and long sleeves fragments
· keep guards in place when grinding in · for protection, if wheel breaks
the open
· stand aside of wheel rotation when · for protection, if wheel breaks
starting
· avoid excessive pressure when grinding · excessive pressure may bend or break
the spindle. It’s safer to change to
another grade of wheel
· be sure, when changing wheels, that · wheel may break if operated beyond
the safe operating speed of the wheel is it’s safe operating speed
greater than the speed of the motor.
Safe operating speeds are stenciled on
the side of the wheels. Speed of motor
in rpm’s is stenciled on motor. Note:
Install steel flanges and gaskets on
both sides of the wheel
· handle grinder with care at all times. · may crack the wheel or bend the
Lay it down carefully. spindle, if dropped
· when not in use, do not pile other tools
on top of it
· lubricate motor at least once per shift
when operating more on continuous
grinding.
· do not use as a stationary grinder by · absence of a tool rest creates the hazard
clamping in a vice or attaching to a of hands slipping against the wheel.
work bench Clamping a motor in a vise may
damage the motor
· return grinder to workshop when job is · to allow for inspection, maintenance
completed and tag when motor is not and repair of equipment. Do not leave
operating satisfactorily. Do not keep exposed to weather
out for extended periods of time
2.14 Compressed Air
Ship’s service 100psig air is handy for cleaning small parts. The air is accelerated to an
extremely high velocity by dropping its pressure through a nozzle. The danger is that small
particles picked up in this air stream become eye hazards. So, when using air, ensure that you
and everyone nearby have eye protection on. Air doesn’t really clean anything, it just moves the
dust around to a new location. If possible, direct the air stream into a rag or bucket. Do not spray
the dirt around where someone else will have to clean it up. Finally, never use air to clean
yourself off. Air getting under your skin through even a small cut could be very serious. An air
37
stream directed into your ear could blow out an eardrum. Neither of these injuries is worth the
“time saved”.
2.15 Rigging
Rigging is the process of moving objects too heavy to be picked up. This normally
requires the use of devices that give you a mechanical or hydraulic advantage. We may have to
move very heavy objects several decks up or only a few inches. Thus, the crushing force of a
heavy falling object may only be to the fingers and toes, but serious all same. Even if we are
spared from injury, serious damage to equipment will almost surely result. Following these
safety rules will help make rigging a safe evolution:
· No rigging is permitted on the Training Ship, except under the direct supervision of a
licensed officer or a warrant officer.
· All of those involved with the rigging operation must wear hardhats. They are available from
the tool room, but you should have your own.
· Rigging equipment is rated for the maximum load that it can lift. This rating assumes that the
load is lifted straight up. Any side loading reduces the rating. You must know the weight that
you are lifting in order to ensure that you do not exceed the maximum load capacity of your
equipment. Sometimes, the weight of the load can be found on the nameplate or in the
technical manual. If not, you will have to estimate. Steel weighs about 500lbs/cubic foot.
There are 2000 lbs per ton. So a plate 10 ft x 5ft x 1 in thickness weighs one ton.
· Learn to lift the object properly. Although back injury is less common among young workers,
overall it is the biggest cause of lost work time after the common cold. Use the following
rules:
· Don’t lift loads over 50 lbs, rig them. Although you may be able to lift much heavier
loads in the gym, lifting or moving heavier loads over a moving deck, up narrow ladders,
or through passageways is dangerous
· Keep your back straight
· Squat down, bend your knees
· Lift smoothly, using the muscles in your legs to do the work. Keep your back straight –
you should be able to look straight ahead. Bending over the load puts excessive strain on
your spine
· Position the load so that it is comfortable to carry
· If you are placing the load back on the deck, lower it in the same manner that you picked
it up
38
2.16 Machinery TagOut
• Disconnect electrical power by opening the circuit breaker.
• Place a tag and, if possible, a padlock on the circuit
• Put name, date, and reason for lock out on tag.
• Remove when done. VERY IMPORTANT!
• Always double check the circuit breaker each time that you return to
the work sight to ensure no one has energized the circuit.
A method of tagging out valves, circuit breakers, etc. on systems or equipment being
worked on is used on all ships. Personnel rotate from job to job and rarely see an assignment
through from start to finish. As a result, tags that are overlooked at the end of the job, become
outdated and in many cases are completely ignored. Under these circumstances, people may be
injured or killed and serious damage could occur to the ship. In order to ensure the reliability of
the tag out system, the following policy will be adhered to:
· Always play it safe, when in doubt, tag it out.
· Tags will be written in waterproof ink and contain the following information: date, printed
name of person in charge of the job, printed name of the warrant officer or licensed officer in
charge of the job and a brief statement as to why the tag is in place.
· Each tag filled out is to be logged in one of two tagout logs. The first is in the EOS and the
second is in the Electrician’s Shop.
· Only one of two people whose name appears on the tag is to remove it when the job is
completed.
39
2.17 Heavy Weather
Simply put, the sea will not forgive those who fail to respect its force or who fail to take
the necessary precautions in heavy weather. The Training Ship sits at her berth, protected for 8
months out of the year. We bring our shore side habits, based on a horizontal floor, aboard with
us. Unfortunately, too many of these habits go to sea with us – setting heavy objects on
workbenches, failing to secure stored parts, etc. Then one day, the deck is at a 15 degree angle
and our parts are rolling across it, both being damaged and doing damage. The ship was designed
and built to withstand such motion with no damage. It is the items and equipment that we bring
aboard and fail to secure that are a problem. Since we cannot always predict when heavy weather
will occur or how severe it will be, all objects must be stored in a safe, shipshape manner. Many
seamen have been injured or killed by heavy objects rolling across the deck, and ships have been
sunk do to shifting cargo.
On occasion, the deck watch officer will secure the lower weather decks in heavy
weather. This is an order and must be obeyed. If you are lost overboard, the chances of being
saved are not good. We give ourselves a false sense of security by holding man overboard drills
only in good weather. Keeping track of you while the ship is turning and completing shipboard
recovery because the rescue boat can’t be launched is incredibly more difficult. In addition, if the
sea temperature is less than 50 F, we will be lucky just to recover your dead body! Don’t fool
with Mother Nature.
2.18 Shore Liberty
“Hey, what’s a section on shore liberty doing in the safety chapter of the cruise
notebook? Liberty is when we can get away from safety and have some fun.” Well,
unfortunately, this is not true. A student has never been killed or seriously injured in the line of
40
duty aboard the Training Ship. Students have died and been seriously injured while having “fun”
ashore.
“So, does this mean we have to wear our hardhats and safety glasses ashore and visit the
local churches and museums?” No, but it won’t hurt to keep a couple of things in mind. Safety is
not a set of rules to be memorized for the next test – it’s a part of a professional attitude. Safety is
one of the things that allow you to control the situation instead of the situation controlling you.
Controlling the situation is what an officer does.
In most cases, the students killed or seriously injured have been using alcohol to excess,
and were not in control of the situation. This may have been safe at home, but most of the world
is not as safe as home is. Finally, you might think that getting hurt ashore isn’t as bad as getting
hurt aboard a ship, since medical care is readily available on shore. Think again. In many of the
ports we visit, the medical facilities aren’t much better than what we have aboard ship and the
staffs are not nearly as well trained. So make your own luck by being in control – thinking safe.
Return to Chapter Table of Contents or Notebook.doc.
41
3.0 Engineering Department Notes
Chapter Table of Contents
3.1 Introduction ..................................................................................................................... 1

3.2 Engineering Department Organization............................................................................ 2
3.3 Engineering Department Orders...................................................................................... 2
3.3.1 Standing Order #1 – Watch Manning and Instructions ............................................ 2
3.3.2 Standing Order #2 – Routine for Watch Personnel at Sea........................................ 6
3.3.3 Standing Order #3 - 24-hour Duty Watches ............................................................. 7
3.3.4 Standing Order #4 - Divisional Cleaning Areas ....................................................... 7
3.3.5 Standing Order #5 - Work Uniform.......................................................................... 8
3.3.6 Standing Order #6 - Instructions for Log Keeping and Watch Procedures .............. 8
3.3.7 Standing Order #7 - Watch Orders for Import while TSGB is at CMA Pier............ 9
3.3.8 Standing Order #8 - Sludge Tank and Waste Oil Transfer..................................... 10
3.3.9 Standing Order #9 - Arrival and Departure Procedures.......................................... 11
3.1 Introduction
This section applies to the organization and orders of the Engineering Department for
both import and at sea. Clearly some of the orders and organization only apply while at the
Academy during class periods and some apply to the period of time the ship is on summer
training cruise.
Engineering standing orders form the basis or the organization of the ship’s engineering
department. These are the common rules and procedures that all engineers must follow to insure
a smooth running organization. By their nature, standing orders change with time. It is therefore
important to be sure that you have the most current edition of the standing orders.
Watch responsibilities, training requirements and proficiency evaluations are based on

the requirement of the Standards for Training, Certification and Watchstanding for Seafarers,
1978 (as amended in 1995). These standards were developed by an international convention and
form the basis for the training and certification of all shipboard officers. The United States, as
part of the international convention, has agreed to comply with the STCW Code which these
standards are part. You will receive a Seagoing Training Record Book to record the completion
of this training and your demonstrated proficiency.

3.2 Engineering Department Organization
The Chief Engineer heads the Engineering Department. The Chief Engineer must have a
Coast Guard License for Motor Vessels of unlimited horsepower. The Chief Engineer is
responsible for all of the activities of the Engineering Department. Additionally, the Chief
Engineer is the key point of liaison between the ship and the Engineering and Technology
Department.
The First Assistant is responsible to the Chief Engineer for the day to day running of the
engine room and all auxiliaries. The First Assistant is a licensed officer and runs day work at sea
and in port.
Licensed Engineering Officers stand watches in the engine room, and are responsible to
the Chief Engineer for the safe and proper operation of all equipment and systems. Engineering
Officers assigned to day work assist the First in maintaining engineering systems and equipment.
3.3 Engineering Department Orders
The following standing orders are to prevail at all times unless specifically countermanded, by
the Chief Engineer or the Licensed Watch Engineer.
3.3.1 Standing Order #1 – Watch Manning and Instructions
Engineering watch sections shall be manned as follows:
First Class: Third Class:

Watch Engineer Engineer #1
Assistant Watch Engineer Engineer #2
Engineer #3
Engineer #4
Engineering Watch Instructions:
Watch Engineer
Objective: Provide first class engineering students with training and experience in the
supervision of engineering plant operations. The Watch Engineer shall act for and report to the
licensed watch engineer on watch.
Duties and Responsibilities:

1. Before taking over a watch it shall be the responsibility of the relieving Watch Engineer to
obtain the following information from the Engineer being relieved:
a. Equipment in use. Review previous three watch entries.
b. Any abnormal conditions of temperature and/or pressure.
c. Ready status of equipment. Note any equipment out of commission.
d. D. O. tank in use and amount in tanks.
e. Distilled water tanks in use and amount in tanks.
f. Level of water in bilges.
g. Orders from bridge that may apply to operation.
h. Any maintenance being done in the engine spaces.
i. Any deviation from normal operation conditions.
j. The smooth log and auxiliary logs should be complete and accurate. This includes the
watch engineer printing and signing their name in the smooth log
2. After taking over the watch, the Watch Engineer must make a thorough inspection of all
machinery and equipment in the engines spaces.
3. There must be at least one person in the control room at all times to insure a prompt response
to all orders from the bridge. The Watch Engineer is not to leave the Engine Room unless
properly relieved.
4. All watches in the Engine Spaces are responsible for monitoring, adjusting and
troubleshooting the engineering plant. This includes properly tightening valve packing,
pump packing, and wiping up minor drips and leaks, All other repairs are to be noted by the
watch and written in the engine room repair book.
5. Before any maneuvering situations, obtain a time from the bridge and set the engine room
clock accordingly. Use the engine room clock only for the bell book entries.
Assistant Watch Engineer
Objective: Provide first class engineering students with training and experience in the
supervision of engineering plant operations. The Assistant Watch Engineer shall support and
report to the Watch Engineer.
Duties and responsibilities:
1. Assist the Watch Engineer in the operation of the engineering plant.

2. Train the underclass engineers in proper engine room watch procedures and functions.
3. Make hourly rounds of the engineering spaces including steering gear room.
Engineer
Objective: Orient third class engineering students to engineering plant and provide them with
diverse experiences in the operation and maintenance of an engineering plant. This watch will
complete the required rounds and conduct engineering plant evolutions following standard
operating procedures.
Engineers will rotate through the following duties and responsibilities during a four-hour watch:
• Engineer #1 - Make rounds of the main engine and Reefer/HVAC systems and check for
correct operation.
• Engineer #2 - Make rounds of support systems and check for correct operation.
• Engineer #3 - Stand watch on the boiler flat, if needed, making sure the boiler is operating
correctly and safely.
• Engineer #4 - Clean designated areas in the engine spaces.
Special Orders – Specific Watch Duties:
00-04 Watch
1. Pump bilges to the Waste Oil Holding Tank

2. Run the Oily Water Separator (OWS)
3. Log bilge pumping and OWS operation in the OWS log mounted near pump
4. Log OWS discharge in the Oil Record Book and smooth log.
04-08 Watch
1. Continue Oily Water Separator (OWS) operations, if needed.

2. Log OWS operation in OWS log mounted near pump
4. Lube oil purifier operations (main engine and SSDG’s).
5. Turbo-wash main engines.
6. Check SSDGs per C/E and shift the SSDG lube oil purifier daily
7. Lubricate governor racks and top off governor oil levels.
08-12 Watch
1. Air compressor operations. Log lube oil added and pump-up times in theCompressor Log
and fix small leaks. Blow down all air bottles on attached list and trip-L traps daily.
2. Fill out CAPAC and Chloropac logs.
3. Add lube oil to the main engines (daily at 1000).
4. Log lube oil usage in the engine room smooth log for the noon report.
5. Stern tube operations.
6. Continue Oily Water Separator (OWS) operations, if needed.
8. Log OWS operation in OWS log mounted near pump.
12 -16 Watch
1. Check reefers & add oil or freon as needed (log amount added in smooth log)
2. Check MSD and fill chorine tubes as needed.
3. Pump bilges into the Waste Oil Holding Tank
4. Fuel oil purifier operations
16-20 Watch
1. Evaporator operations and treatment

2. Potable water tank treatment (Brominator)
3. Log operations in Potable Water Log
20-24 Watch
1. Cooling water treatment

2. Start the standby generator and place on the line. Secure one generator and place in standby.
3. Add oil & grease to the steering gear, as needed (log amount added in smooth log).
All Watches
1. Check main engines for leaks, problems and trends (as per engine checklist)
2. Check SSDG's (As per engine checklist)
3. Check purifiers for leaks.
4. Check sludge tank levels.
5. Watch in charge of pumping sludge tank with purifier (once per day if poss.)
6. Log when water is added to expansion tanks. Keep 2/3 in glass. (Not Full)
7. Log start/stop of main and aux. machinery.
8. Boiler checked for proper cycling and modulation. No excessive leakage at boiler or related
piping.
9. Walk through fidley looking for excessive movement or leakage in uptake or other support
structures.
10. Refrigeration pressures, temps and levels,
11. Check the starting air system for leaks, levels and operation.
12. Check potable and distillate water levels.
13. SSDG operations.
14. Check service air and control air compressors operations, levels and leaks.
15. Check FW cooling system for leaks, pressures and temps.
16. Check evaporator for leaks, pressures and temps.
17. Log Arrival and Departure (FWE and STBY)
3.3.2 Standing Order #2 – Routine for Watch Personnel at Sea
Engineering Department watches will be stood on a four-section basis, by divisions. The 1600 to
2000 watch will be broken into two dog watches; namely, 1600 to 1800 and 1800 to 2000.
Cadets in the watch section will not leave their watch station for any reason including fire or
abandon ship drills unless ordered by the licensed watch officer.
Cadets in the watch section will attend all drills when not on watch.
Cadets in the watch sections are responsible for their divisional cleaning areas on off-watch
periods.
A watch stander is responsible for their watch duties until properly relieved by their relief. In
unusual circumstances, a cadet is still responsible for their watch duties until relieved by a
licensed watch officer.
3.3.3 Standing Order #3 - 24-hour Duty Watches
The following watches will be stood by the Engineering Cadets on a 24-hour basis are:
1. Cadet Engineer Officer of the Day (EOD)

2. Third Class Assistant Engineer Officer of the Day (AEOD)
The EOD will report to the Chief Engineers office at 0745 each day, including in port periods.
The EOD shall be responsible for the following:
1. Determining the amount of fuel oil onboard and fuel oil consumed.
2. Any required transfer of fuel oil during duty day.
3. Drain water from all settler tanks
4. Check the FO purifier and switch as needed.
5. Determining the amount of potable and feedwater consumption and amount onboard.
6. Calculating the engineering noon report.
7. Jacket water testing.
8. Boiler water treatment
The EOD is also responsible for all duties outlined in the EOD daily log book along with any
special order from the Chief Engineer or Corps 2nd Assistant Engineer.
3.3.4 Standing Order #4 - Divisional Cleaning Areas
The following areas are divisional cleaning areas. It is the Day Work Section's responsibility to
ensure that their area is clean and well maintained. From time to time, your Division may be
asked to carry out special assignments in your area (i.e. washing bulkheads, painting deck plates,
etc.). The overall condition of these areas is a direct reflection upon the condition of your
Division. A sloppy and dirty area implies a sloppy and uncaring Division.
Division 1E: The entire 12' flat and the Auxiliary Machinery Room.
Division 2E: The entire 23' flat.
Division 3E: The 32'flat, EOS, Machine Shop, Tool Room, Electricians Shop, and the
Emergency Fire pump room.
Division 4E: The Emergency Diesel Generator, Steering Gear, Shaft Alley, and the Boiler
Room down to the main deck.

3.3.5 Standing Order #5 - Work Uniform
The work uniform for Engineering Cadets is full dungarees or blue coveralls. The following also
applies when applicable:
• Long sleeve shirts and coveralls are required in the engine spaces.
• Ball caps, if worn, will be the blue CMA type.
• T-shirt, if worn, will be plain white.
• Black or brown work shoes are required for day work and watch. Steel toed safety shoes are
recommended.
• An operating flashlight will be carried at all times while on watch or day work.
• Hearing protection is mandatory while on watch or working in the engine room.
• No jewelry shall be worn in engineering spaces. This includes necklaces and rings.
3.3.6 Standing Order #6 - Instructions for Log Keeping and Watch Procedures
The following orders apply to normal routine watches. They are not meant to imply that
appropriate action should not be taken in the event of an emergency to prevent damage to
operating machinery or personnel. The Engineering Watch Officer on watch (Engineering Duty
Officer, in port) is to be contacted immediately in case of emergency.
1. Log entries will be made in black waterproof ink only.

2. An accurate entry shall be made for log heading during each 4-hour watch. All licensed
watch engineers will co-sign the log along with the Cadet watch engineer.
3. The logbook shall be returned to the Chief Engineer (placed in the C/E office by the off
going 08-12 Watch Engineer) after the 1200 watch in order to make the noon report.
4. Cadet watch engineers are not to "change over" to standby equipment without prior
permission of the licensed watch officer unless it is an emergency.
5. The relieving watch shall be on time. They shall report to their watch station by IO of the
hour, Any Cadet reporting to watch after that time shall be reported as late for watch.
6. The Chief Engineer and First Assistant Engineer shall be notified 1-1/2 hours prior to the
expected standby when getting ready to get underway from a port. 1- 1/2-hour notice shall
be given to the same prior to the expected arrival when entering a port. Also a (1) hour
notice shall be given when a major speed change is to be expected.
7. When detention time is required for training (i.e. boat drills, rubber docking, man overboard
etc.) an accurate F. O. meter and shaft counter shall be logged at the time logged for the
beginning and end of detention. Take shaft counter readings from the shaft alley repeater.
8. Bilge pumping operations will be entered in the logbook. All OWS operations will be
entered in the OWS log and Oil Record book. The licensed watch officer must sign the Oil
Record book.
The following entries are to be made in the Remarks Section of the smooth Engineering Log.
• All pertinent data relating to any slowing and/or stopping of main engines at sea, including
times, the reason and actions taken.
• Non-routine or training, stopping and/or starting of any equipment must be noted including
specific times and reasons.
• Each occurrence of personal injury detailing names of injured and time.
• All pertinent data concerning safety drills, detailing time(s) and each piece of equipment
tested.
• All pertinent data concerning the testing of specific equipment, such as steering gear and
E.O.T. detailing time(s) and engineer witnessing tests.
• Start and finish times for receiving and transferring D.O. and the tanks affected. (Information
to be obtained from the EOD)
• Start and finish times for receiving fresh water in port and the tanks being filled.
• Any special orders from the bridge. (name and title of person issuing the orders)
• Detailed notations of all observations that the Watch Engineer judges to be pertinent.
When the logbook is complete and accurate the watch engineer will print and sign their name
and submit it to the licensed watch officer for their approval and signature.
3.3.7 Standing Order #7 - Watch Orders for Import while TSGB is at CMA Pier
It is expected for the watch to be a learning experience while aboard the TSGB. It however is
not acceptable to PLAY with the equipment. Safety is everyone's responsibility and should be of
the highest concern. Oil on the deck or on the ladders must be wiped up immediately.
The machinery space must be in a proper state of cleanliness before the watch is relieved. At a
minimum: the EOS will be swept, trash carried out, coffee area and cups clean, and the EOS
head and the head across from the Chief s office will be cleaned before the end of the watch.
This is a watch responsibility and is in addition to the Divisional cleaning area responsibilities.
The following specific orders apply:
1. Do not put personal belongings on the control board 'in the EOS.
2. Coffee cups and soda cans should not be placed on the control board or electrical control
panels.
3. No smoking within the ships structure.
4. If the CAPAC unit is on-line, the watch will check the unit once during their watch. The
2400-0400 watch will record the readings on the CAPAC log. The CAPAC log should be
located on a clipboard above the CAPAC.
5. The EOS must be manned by a minimum of one watchstander. That watchstander must
know the whereabouts of the other watchstanders.
6. For meals the watch will send 2 people to the messdeck at a time. Each watch will be
checked by the Night Engineer.
7. The Night Engineer will be onboard from 1630 till relief (at approximately 0730). The only
exceptions to this order is attendance of classes, meals, and situations cleared by the PDO.
The Watch will need a pager # or location where the Night Engineer can be contacted.
8. The Night Engineer will take breakfast from 0630 to 0700. The Night Engineer will stay
until relieved by one of the Engineering Officers, at which time the Night Engineer will brief
the Engineer Officer on the nights events. The Night Engineer is excused from morning
formation.
9. While it's not intended that the Duty Section spend all of their time cleaning, the machinery
spaces aboard must be maintained. As minimum, the area should be swept (and mopped if
necessary) and free of oil and debris.
The watch has the key to the Student Toolbox Storage Room. This space is to remain locked at
all times except for rounds or official business by a Licensed Officer or the watch on duty. Any
entry into this space, besides rounds done on an hourly basis, must be logged in the Watch
Engineer’s Logbook. At the end of the watch in the morning, it is the Night Engineer’s
responsibility to turn the key over to one of the following people:
Bill Davidson
Lyle Cook
John Coyle
Mike Andrews
Sonny Cacuyog
Bob Smith
The key will NOT be handed over to Deck Officers, the Boathouse, or anyone else. If the off-
going Night Engineer has class before 0800, it is his/her responsibility to find a replacement to
stand in for the period that they will be unavailable. This in no way absolves or lessens the
responsibility of the Night Engineer.
The on-coming Night Engineer will pick up the key at 1630 from one of the following people-.
Bill Davidson
Lyle Cook
John Coyle
Mike Andrews
Sonny Cacuyog
Bob Smith
3.3.8 Standing Order #8 - Sludge Tank and Waste Oil Transfer
No sludge transfer is to be performed in the “auto” position without an operator in the area of the
pump watching over the operation. Rounds on lower levels may be preformed while pumping,
but frequent checks at pump and tanks must continue. Upon completion of transfer, pumps are
to be put back in the “off” position.
In order to avoid the excessive mixing and emulsifying of slop oil and oily wastes, and the
resulting difficulties in separating and handling slops, the waste oil system operating instructions
in the TSGB Operating Manual should be ignored on the point of pumping sludge from the
purifier sludge tank and “overflowing” from the waste oil settling tank to the waste oil tank. The
following procedures should be substituted.
Purifier sludge transfer pumps should be used to pump from the purifier sludge tanks to the
waste oil settler. When the waste oil settler gets above 80%, a suction should be taken off the
waste oil settler and discharged to the oily waste holding tank until the oil interface is reached.
The oil can be discharged to the waste oil tank.
3.3.9 Standing Order #9 - Arrival and Departure Procedures
These orders apply to arrival and departure watch standing procedures. These orders may not
apply to some ports where special procedures or precautions are necessary.
Arrival
The following orders should be carried out prior to arrival and maneuvering.
1. Sea suction should be switched over to the high sea suction.

2. Chloropac discharge should be switched over to the high sea chest.
3. Distillers should be secured. Salt-water ejector overboard valves should be shut.
4. Secure OWS and shut overboard (may be required long before arrival).
5. Divert all gray water to MSD unit, line up MSD discharge to sewage holding tank (ballast
tank), and shut all overboard valves (only in some ports).
Sea watches may be held past their relieving times to complete main engine shutdown.
In-port watch or day-work sections will be responsible for doing shore connections
Departure
Divisional teams will be utilized for doing light off of main engines and disconnection of shore
connections. These teams will be required to meet in the EOS about 2 hours prior to sailing.
After departure the following systems can be returned to “at sea” status. Call bridge for
approval before any over-board valves are opened.
1. Distillers should be started as soon as possible on steam. (Jacket water if available.)

2. Sea suction should be switched back to one of the low sea chests.
3. Chloropac discharge should be switched over to the corresponding sea chest.
4. MSD unit may be returned to “at sea” status. Gray water can be re-diverted overboard.
5. OWS operations may commence as needed.

4.0 TSGB General Information
4.1 Introduction............................................................................................................................. 1
4.2 General Description ................................................................................................................ 1
4.3 Central Control System........................................................................................................... 3
4.4 Reference Data.......................................................................................................................... 7
Table 4.4.1 - Drawings................................................................................................................ 8
Table 4.4.2 – Technical Manuals................................................................................................ 9
4.5 General Information for the Machinery Room Arrangement ............................................... 12
Table 4.5.1 - Machinery Room Arrangement Tanks in Double Bottom .................................. 13
Table 4.5.2 - Machinery Room Arrangement 10' Level ........................................................... 14
4.1 Introduction
An overview of the machinery and associated systems that comprise the engineering plant
aboard the Training Ship Golden Bear III is presented in this chapter. A brief summary of the
Central Control System and reference data for this manual is also included.
4.2 General Description
Machinery Room Arrangement – The machinery room arrangement, located at various levels
throughout the ship, is presented at the end of this chapter. Each chapter figure has an
accompanying table, which lists the equipment number, quantity, and description of each
component.
Fuel Systems - The fuel systems consist of diesel fuel marine (DFM) storage tanks, settling
tanks, service tanks, and complete fuel transferring, treatment, and services systems. A system
consisting of drip pans and gravity drains collects fuel leakage.
Lubricating Oil Systems - The lubricating oil systems consist of storage tanks, settling tanks,
transfer pumps, and complete purification and heating systems. A lubricating oil service system
is provided for main engines, SSDG, reduction gear, stern tube, and main thrust bearings.
Seawater Systems - The Main and Auxiliary Seawater System provides seawater cooling to
selected equipment. The Bilge, Ballast, and Firemain Systems also utilize seawater. Certain
pumps contained in the Bilge and Ballast Systems are integrated so that the same pump can be
used to transfer ballast or to pump bilges. The fire pumps also provide seawater to the Firemain
and the Foam Firefighting Systems. A separate Seawater System is provided for sanitary flushing
purposes.
Fresh Water Systems - Fresh water, potable water, and feed water are provided by two NIREX
single-stage distillers; each capable of meeting all water needs. Fresh water is used for the Main
Engine Jacket Water Cooling, the SSDG Jacket Water Cooling, the Air Conditioning Chilled
Water, and the Central Cooling System. A ship’s Potable Water System provides the crew's
accommodation needs. Storage for the potable water consists of two tanks utilizing bromine
treatment. The distilled water/reserve feed water storage consists of two tanks that do not utilize
bromine treatment.
Steam, Heating, Ventilation and Air Conditioning - An oil-fired boiler provides steam for the
ship. An Electric Boiler is used for in port steam production. Steam is used for Main Engine
warm-up, lube oil purification, accommodation heating purposes, potable water heating, and
cleaning. Heating, ventilation, and air conditioning are provided throughout the ship.
Compressed Air Systems - Two motor-driven air compressors provide the air for starting the
main diesel engines, the SSDGs, and operating the main engine clutch. One motor-driven air
compressor of smaller capacity is provided to top off the main air receivers. Ship’s service air is
provided from a separate compressor and receiver. Control air for various ship equipment is
provided from yet another separate compressor and receiver.
Sewage Treatment System - The Sewage Treatment System collects, treats, and discharges
sewage waste. The system meets all environmental requirements and standards which prohibit
the overboard discharge of untreated sewage. The system consists of a sewage transfer station,
Marine Sanitation Device (MSD), pumps, and valves.
Chemical Fire Extinguishing Systems - Two Fire Extinguishing Systems are utilized in addition
to the Firemain System to enhance firefighting capabilities. One system is the Halon 1301, which
is a Fixed Flooding System complete with alarms and actuators. The other is the Aqueous Film
Forming Foam (AFFF) for bilge flooding and coverage of the helicopter hover area. The
Aqueous Potassium Carbonate system for gaylord hoods in the galley is another vital asset in the
firefighting process.
Steering Gear System - The Steering Gear System consists of two hydraulic cylinders, two
hydraulic power plants, ramrod and rapson slide, tiller hub and rudder, electro hydraulic controls,
and an emergency apparatus, which consists of a hand pump and trick wheels. Steering control
consists of three modes of operation: automatic, manual, and emergency.
Power And Lighting Distribution System - Two ship service switchboards and one emergency
switchboard contain power buses and one ship service switchboard and one emergency
switchboard contain lighting buses. The ship service generator plant is divided into two units.
Each unit consists of one or two generators connected to an associated bus tie switchboard for
their control, and a distribution system to carry power to the ship service power and lighting
loads. One generator is reserved for automatic standby if one of the operating generators goes off
line. An emergency diesel generator is also available. Shore power connections consisting of
four 200 amp capacity plugs are on the main deck after exterior bulkhead of the after deckhouse.
Switchgear for the shore power connections is located on the engineering control room.
Diesel Engine And Boiler Exhaust Systems - The main diesel engines, ship service diesel
generators (SSDG), and the oil-fired boiler are each served by dedicated exhaust piping. Each
diesel engine exhaust pipe contains an exhaust silencer.
Oily Waste And Waste Oil Transfer System - The Oily Waste and Waste Oil Transfer System
includes the Oily Waste Collecting System and the Oily Water Separation System. The Oily
Waste and Waste Oil Transfer System is provided to collect and process oils that may drip from
equipment or piping.
Hydraulically Operated Horizontal Sliding Watertight Doors - A door is provided in each of two
critical areas. Watertight (WT) door 5-144-1 is the access between Machinery Room 5-114-0 and
Auxiliary Machinery Room 5-144-0. WT door 5-154-l is the access between Auxiliary
Machinery Room 5-144-0 and Shaft Space 5-154-0.
Ship Stores Refrigeration System - The Ship Stores Refrigeration System maintains the freeze
room, chill/freeze room, dairy room, and fish room at the required temperatures for food storage.
This system consists of two package refrigerant units (marinepaks). and unit coolers (diffusers)
for each room. A thermostat in each room, the marinepaks, and the diffusers form an
automatically controlled refrigeration plant.
Main Propulsion System - The Main Propulsion System consists of two medium speed, direct-
reversing Enterprise-model diesel engines driving a fixed pitch propeller through flexible
couplings, clutches, a reduction gear set, and forged steel shafting.
4.3 Central Control System
The Central Control System (CCS) and its peripheral systems comprise the Automated
Centralized Control Unit (ACCU). The CCS provides automatic remote control for ship
propulsion, electrical power generation, and auxiliary engineering equipment. The Central
Control System is designed to require minimal watchstander attention during system startup and
shutdown and especially during steady-state cruising operations. The CCS is programmed to
coordinate local and remote engineering plant controls and indications and to distribute
engineering plant alarms to the wheelhouse, officers' mess and lounge, engineer staterooms, and
other remote panels. The CCS constantly monitors engineering plant temperatures, pressures,
and tank levels, and then logs these parameters as required. This multilevel automation enables a
relatively small engineering crew to effectively operate and maintain a complete engineering
plant in compliance with U.S. Coast Guard safety regulations. The Central Control System is
described in detail in technical manual T9200-AT-CCS-010.
The CCS and its peripheral systems are listed below:

Uninterruptible power supply system
Main propulsion control system
Diesel generator control system
Fuel oil system controls
Lube oil system controls
Compressed air system controls
Water cooling systems controls
Auxiliary machinery control system
Damage control system
Alarm system
Data acquisition and logging system
Watchcall system
Machinery performance monitoring system
The Ballast Control System, a segregated system, is indirectly connected into the CCS. It is
operated and maintained jointly with the systems, which are directly connected into the CCS.
The following paragraphs provide a general system description. For a detailed description, see
the Central Control System technical manual T9200-AT-CCS-010. The illustrations of CCS
panels, which are provided later in this chapter, are taken from the CCS technical manual.
Central Control System Equipment - The CCS and peripheral systems are controlled and
monitored through several consoles, panels, and connection boxes. A simplified diagram of the
system equipment is shown in figure 1-1. The Main Control Console (MCC) is at the functional
center of the system. Various remote sensors and associated connection boxes provide inputs to
the I/O panels. Two remote Cathode Ray Tube (CRT) displays can monitor MCC outputs.
Cables interconnecting the components are shielded and terminate in cannon plugs, which fit into
jacks in the consoles and panels.
• Main Control Console (MCC) - The MCC is a seven-section console located in the Enclosed
Operating Station (EOS) 2-134-0. Controls and indicators from all ACCU systems are
mounted within easy operator reach. The Main Propulsion Control System controls and
indicators are at the center of the MCC on console sections 3, 4, and 5 (figures 1-2, 1-3, and
1-4). From these sections, a watchstander can control and monitor the operation, speed, and
direction of the two main propulsion diesel engines. The diesel generator control system
controls and indicators are on console section l (figure 1-5) of the MCC. From this section, a
watchstander can control and monitor the operation of the three diesel engines, which drive
the ship service generators. The Fresh Water, Seawater, and Jacket Water Cooling Systems
are also controlled and monitored from console section 1. The Fuel, Lubricating Oil, and
Compressed Air Systems are controlled and monitored from console section 2 (figure 1-6).
There are also five fuel flow gages installed in the EOS to indicate totalized fuel flow. These
systems are required to start and run any of the five diesel engines. Console section 6 is used
to control and monitor the Auxiliary Machinery Control System, which includes various
pumps and motors not required for diesel engine operation. Console section 7 of the MCC, is
used to control and monitor the Damage Control System in the event of fire or flooding. This
system controls fire pumps, major hull valves, watertight doors, ventilation, and fuel and
lubricating oil supplies. The Alarm System is integrated into all other systems as required but
can be monitored primarily using a CRT and associated keypad on console section 3. Printers
and associated switches on console sections 3 and 5 are used to control the data acquisition
and logging system which can log engine-order bells as well as engineering plant data. The
Watchcall System, used to alert and summon watchstanders, is controlled on console section
3. A portable computer, maintained at or near the MCC, constitutes the Machinery
Performance Monitoring System. This system is used to analyze diesel engine performance
and has no direct impact on diesel engine operation. A clock is provided on console section
7. Sound-powered phones are provided on console sections 2 and 4. Each console vertical
and desk level panel is hinged, and a rear access panel is installed for easy access when
internal maintenance is required. Indicator lamp bulbs can be removed directly from outside
the MCC when replacement is required. The MCC enclosure is drip proof.
• Bridge Control Console (BCC) - The BCC, a two-section console located in the Wheelhouse
04-47-0, provides controls and indicators for the Main Propulsion Control System, Damage
Control System, Alarm System, and Watchcall System. The Main Propulsion Control System
controls and indicators are on console section l (figure 1-7) of the BCC along with the Alarm
System controls and indicators. The Main Propulsion Control System controls at the BCC are
operational only if the MCC has transferred control to the BCC. All other BCC systems are
always operational. There is also a clock mounted on BCC section. The clock controls
adjacent to the BCC clock also control the MCC clock. The Damage Control System and
Watchcall Systems are controlled and monitored from console section 2 of the BCC.
• Fuel Oil Transfer Station - The fuel oil transfer station (figure 1-8) is a one-section panel
located on 4th deck in the Auxiliary Machinery Room (5-144-0). It provides controls for the
DFM transfer pumps. It also provides indicators for transfer pump suction and discharge
pressures as well as all DFM tank levels. Non-vital alarms and associated alarm system
controls are also provided.
• Fueling Station Alarm Panels - The port and starboard fueling station alarm panels (figure 1-
9), located at 1-20-3 and 1-20-4, provide alarm system indicator lights for high fuel levels in
the DFM storage tanks. A bell alarm accompanies the indicator lights. Alarm system controls
for acknowledging and testing alarms is also provided.
• Fire Control Panel - The fire control panel at 1-138-4 is a two-section panel with controls and
indicators for the Damage Control System and Alarm System on both sections. The controls
and indicators control opening and closing of major hull valves, Firemain valves, and fuel
system valves; secure machinery room ventilation fans; and start and stop any of the three
pumps which can serve as fire pumps.
• Duty Engineer Alarm Panels - Duty engineer alarm panels are bulkhead mounted in the
staterooms of the chief engineer; 1st, 2nd, and 3rd assistant engineers; and in the officers'
mess and officers' lounge. Alarm system indicators lights and associated controls summarize
vital, non-vital, fire, bilge level, and steering gear alarms which register individually at the
MCC. A horn accompanies the visual alarms. Watchcall system controls and indicators are
also provided to summon engineers to the MCC or BCC. The alarm functions of each alarm
panel are actuated only when that panel is selected ON DUTY via a keypad on the MCC.
• Call Boxes - Call boxes are bulkhead-mounted in six staterooms assigned to engineering
watchstanders. The horn on each call box sounds to summon the selected watchstander to the
MCC or BCC Controls are provided to acknowledge and test the horn.
• Remote Automated Centralized Control Unit Input/Output Panels - The eight remote
Automated Centralized Control Unit (ACCU) input/output (I/O) panels are located
throughout the Machinery Room and elsewhere. The ACCU I/O panels collect and distribute
electronic signals among control consoles, remote sensors, and the electrical equipment being
controlled, such as motors and solenoid valves. The I/O panels have no external operational
controls or indicators. Electronic modules inside the I/O panels have Light-Emitting Diodes
(LED's) that are used during maintenance to help indicate malfunctions.
• Uninterruptible Power Supply (UPS) - The UPS receives 115-Vac power from the ship
service switchboard in EOS 2-134-0 and the emergency switchboard at 03-73-0. The UPS
also has an emergency backup from 24-Vdc storage batteries to supply ACCU electronic
circuits even if all ship's power is lost. The UPS is located in the EOS and has indicating
lights, which show when power is available.
• Ballast Control Console - The ballast control console is a one section console located
adjacent to the MCC. Ballast control system controls and indicators are used to start and stop
ballast pumps. A CRT indicates ballast tank levels and ship trim. The console vertical and
desk level panels are hinged, and rear panels are installed for easy access when internal
maintenance is required.
• Ballast Control Input/Output Panels - The ballast control I/O panels perform the same
function for the ballast control system that the remote ACCU I/O panels perform for the
ACCU systems. The two ballast control I/O panels, one located near the forward end of the
ship and one located aft in the EOS, have no controls or indicators except for internal LED's
on their electronic modules.
• Group Control Centers - There are ten GCC's located throughout the engineering spaces used
for ship service electrical distribution and local control of electrical equipment. Although not
a part of the ACCU, the GCC’s send and receive electronic signals to and from the MCC
either directly or through the remote ACCU I/O panels.
• Main Engine Local Control Panel - The main engine local control panel is an upright panel
located near the two main engines. Like the GCC, it is electrically interconnected with the
MCC but is not part of the ACCU. Main engine control from the MCC is possible only if
control is transferred from the main engine local control panel.
• Ship Service Diesel Generator Local Control Panels - There are three SSDG local control
panels, each located near its respective SSDG. Each is electrically interconnected with the
MCC but is not part of the ACCU.
• Remote Sensors - Remote sensors mounted on or near the equipment being monitored, detect
temperature, pressure, or fluid level and convert the physical parameters into an electrical
signal that can be sent to the MCC through a remote ACCU I/O panel. Temperature sensors
include resistance temperature detectors (RTD's) and thermocouples which provide meter
indications of temperatures as they vary over a wide range, and temperature switches which
actuate/de-actuate at specific temperatures, for alarms or shutdowns. Pressure sensors and
differential pressure sensors include strain gages for monitoring pressure ranges, and pressure
switches for detecting pressure set points. Fluid level sensors include float-actuated reed
switches for level ranges and for level set points. Sensors which indicate ranges can also be
used to indicate set points if their varying outputs are connected to triggering circuits rather
than meters or gages. Each sensor is connected to a remote ACCU I/O panel through a
junction box.
• Auxiliary Indicators - In addition to the indicators provided on consoles and panels already
described in this chapter, four remote indicators are provided for specific functions. The chief
engineer's CRT and associated keypad are located in the chief engineer's office and can be
used to monitor all engineering plant functions. A maintenance CRT is used for self-
diagnostic troubleshooting. A shaft speed (rpm) indicator is provided on fiddle board no. 2 in
the Oceanographic Plot Center at 4-89-0.
• Central Control System Arrangement - The ACCU consoles, panels, and peripheral
equipment are located in and around the engineering spaces, engineering watchstanders'
living spaces, and wheelhouse. In the engineering spaces, remote sensors are installed in or
on the machinery, tank, valve, or other equipment being monitored. Remote I/O panels
located throughout the machinery room (four on 4th deck level, two on 3rd deck level, and
one in the EOS) receive inputs from nearby sensors and send outputs to the MCC. Control
signals are transmitted from the MCC to start or stop various motors or operate other
electrical devices, then travel back through the I/O panels to the GCC and the main engine
local control panel. The EOS, located at 2nd deck above and aft of the engine room, also
contains the ballast control console and a ballast control I/O panel. The eighth I/O panel is
located at 1-81-1. It provides the connection points between the MCC and the BCC, which is
located in the Wheelhouse 04-47-0. The fuel oil transfer station 4-147-4 is located near the
tanks and pumps used to transfer fuel oil. Two fueling station alarm panels 1-120-3 and 1-
120-4 and a fire control panel 1-138-4 are located well above the engineering spaces so they
can be operated and monitored safely in damage control situations or when unloading fuel
oil. In the crew living spaces forward on 02 and 03 levels, there are duty engineer alarm
panels in the staterooms of the chief engineer and 1st, 2nd, and 3rd assistant engineers as
well as in the officers' mess and officers' lounge. There are also call boxes in six staterooms
assigned to engineering watchstanders. The chief engineer's CRT is located in the Chief
Engineer's Office 03-47-2.
4.4 Reference Data
Table 4.4.1 - Drawings.................................................................................................................... 8

Table 4.4.2 – Technical Manuals.................................................................................................... 9
Table 4.4.1 - Drawings
Reference Title Drawing
a Piping Diagram A/C Chilled Water System 514-6351447
b Piping Diagram Firemain and Washdown Counter- 521-6251448
measures System
c Piping Diagram Halon 1301 Extinguishing System FP-10-1862
d Piping Diagram AFFF Extinguishing System 555-6251450
e Piping Diagram Stern Tube Bearing Lubricating Oil 549-6251452
System
f Piping Diagram Distilling Plant and Potable Water 533-6251453
System Modifications:
533-6253001
g Piping Diagram Fuel Oil Service System 541-625145
Modifications:
541-
62530014
h Piping Diagram Fuel Oil and DFM Fill and Transfer 541-6251455
System
i Piping Diagram Lube Oil Service System 549-6251456
j Piping Diagram Fuel Oil Transfer and Purification 524-6251457
System
k Piping Diagram Main and Auxiliary Seawater System 524-6251458
l Piping Diagram Ballast System 529-6251459
m Piping Diagram Bilge and Priming System 529-6251460
n Diagram Central Cooling System 532-6251462
o Piping Diagram DFM Service System 541-6251463
p Diagram Oily Waste & Waste Oil Transfer 593-6251464
q Piping Diagram Sanitary Flushing System 521-6251465
r Piping Diagram Steam Condensate and Feed System 528-6251466
s Piping Diagram Sewage Treatment System 528-6251467
t Piping Diagram Compressed Air System 551-6251468
u Piping Diagram Control Air System 551-6253018
v Machinery Arrangement Engine Room 201-6251469
w Piping Diagram Hydraulic Systems 556-6253090
x Heating, Ventilation, and Air Conditioning Diagram 510-6251661
y Electrical System One-Line Diagram 320-6251749
z Compartment & Access Double Bottom 071-6251209
aa Compartment & Access 12' 0 Flat 071-6251211
bb Compartment & Access 23' 0 Flat 071-6251212
cc Compartment & Access Second Deck 071-6251213
dd Piping Diagram APC Fire Extinguishing System 555-6251451
ee HVAC Electric Water Heater Lists 511-6251664
ff Ships Stores Refrigeration Piping System 516-6253113
Table 4.4.2 – Technical Manuals

Reference Equipment Manual
a A/C Plant 150 Ton T9514-AZ-MMC-010
b A/C Unit Self-Contained EOS T9514-A1-MMC-010
c AFFF Foam Proportioning Units and Equipment T9555-BB-MMC-010
d Air Compressor, Control Air T9551-AG-MMC-010
e Air Compressor, Diesel Starting T9551-AF-MMC-010
f Air Compressor, Topping Off T9551-AE-MMC-010
g Air Conditioning Chill Water Pump T6225-G3-MMC-010
h Air Filter Gage T9512-AQ-MMC-010
i Anchor Windlass T9581-AJ-MMC-010
j Automatic Temperature Controllers T9510-AG-MMC-010
k Bearing, Line Shaft T9244-AK-MMC-010
l Bearing, Stern Tube T9244-AJ-MMC-010
m Bearing, Thrust T9244-AR-MMO-010
n Boiler, Oil Fired T9517-AE-MMC-010
o Bolts, Shaft Coupling T9243-AG-MMC-010
p Bromine Treatment Motor/Pump 0947-LP-234-8010
q Bromine Feeder, Proportioning 0948-LP-121-8010
r Bromine Treatment Recirculating Feeder 0948-LP-121-7010
s Central Control System, Vol. 1 T9200-AT-CCS-010
t Centralized Engine Room/Bridge Controls T9436-AW-MMC-010
u Chlorine Injection System (Chloropak) T9256-AD-MMC-010
v Cooler, Fuel Oil T9261-AL-MMC-010
w Coupling, Shafting T9242-AG-MMC-010
x Diesel Generator Intake Silencer T9343-AA-MMC-010
y Distilling Plant T9531-AS-MMC-010
z Doppler Speed Log SE354-CY-MMC-010
aa Door, Watertight, Power Operated Sliding T9617-AR-MMC-010
bb Dehumidifier, Mechanically Refrigerated T9514-A2-MMC-010
cc Dehydrator Low Pressure Air T9550-AR-MMC-010
dd Electric Heaters T9243-AL-MMC-010
ee Electrically Operated Valves T6435-B4-MMO-010
ff Emergency Diesel Generator T9312-AJ-MMO-010
gg Engine Room Crane Monorails and Trolley T6811-AF-MMC-010
hh Expansion Tanks T9514-AW-MMC-010
ii Fire/Smoke Detection System TE168-A2-MMC-010
jj Group Control Centers T9302-AE-MMC-010
kk Halon System T9555-A9-MCC-010
ll Heat Exchanger/Cooler Central F.W./Helitherm T9530-AP-MMC-010
mm Heat Exchanger, Plate, Instantaneous Water T9532-AG-MMC-010
Heater
nn HVAC Cooling Coils T9512-A1-MMC-010
oo Hydro-pneumatic Tank/Pump, Potable Water and T9533-AH-MMH-010
Sanitary Flushing
pp Individual Motor Controllers T6263-A6-MMC-010
Qq Level Gages, M/E Lube Oil Sump SN610-AB-MMO-010
rr Lighting Transformer T9314-AM-MMC-010
ss Motorized Louvers, Emergency D.G T9512-AZ-MMC-010
tt Machinery Performance Monitoring TT822-AA-MMC-010
uu Main Propulsion Diesel Engine, 4 Vol T9233-AK-MMC-010
vv Oil/Water Separator T9593-A7-MMC-010
ww Pumps, Centrifugal Type (FRAMO) T6255-G1-MMC-010
xx Pumps, Helical Screw Type (FRAMO) T6225-G2-MMC-010
yy Purifier, Lube Oil T9261-AG-MMC-010
zz Purifier, SSDG Lube Oil T9261-AK-MMC-010
aaa Purifier, Fuel Oil T9262-AR-MMC-010
bbb Purifier, Diesel Fuel T9261-AJ-MMC-010
ccc Pilgrim Nut T9245-AF-MMC-010
ddd Public Address System TE101-AT-MMC-010
eee Reduction Gear/Main Propulsion T9241-AK-MMC-010
fff Refrigeration Plant, 4.5 Ton T9561-AR-MMC-010
ggg Rudder Angle Indicator T9562-AD-INM-010
hhh Salinity Indicating System T9531-A1-MMC-010
iii Strainers Simplex, Mueller T6437-AG-OMP-010
Jjj Strainers Duplex, Mueller T6437-AG-OMP-010
kkk SS and Emergency Switchboards T9324-AZ-MMC-010
lll SS Diesel Generators T9311-A5-MMC-010
mmm Self Contained A/C Unit EOS T9514-AI-MMC-010
nnn Sewage Treatment Plant T9593-DA-MMC-010
ooo Shaft Horsepower Indicator T9243-AK-MMC-010
ppp Sound Attenuator Boxes TT902-AA-MMC-010
qqq Sound Isolator and Diaphragm Coupling T9242-AH-MMC-010
rrr Steam Dump Vent Condenser T9517-AF-MMC-010
sss Steam Heaters T9511-AX-MMC-010
ttt Steering Control T9561-AI-MMO-010
uuu Steering Gear T9561-AZ-MM0-010
vvv Tank Level Indicating System TN572-AE-MMC-010
www Uninterruptible Power Supply T9314-AJ-MMD-010
xxx Vacuum Priming T6225-G4-MMC-010
yyy Valves Pneumatically Operated T6435-BZ-MMC-010
zzz Valves - Camflex II - Regulating & Control T6435-BX-MMC-010
aaaa Valves - Pressure Reducing - Thermostatic S6435-BJ-MMC-010
bbbb Valves - Regulating & Control - Leslie T6435-B3-MMC-010
cccc Vent Electrostatic Precipitators 0938-LP-054-7017
dddd Vent Fans & Motors T9512-AY-MMC-010
eeee Waste Oil Transfer Pump T6625-GW-MMO-010
ffff Watertight Door Indicators T9167-AR-MSC-010

4.5 General Information for the Machinery Room Arrangement
The machinery room arrangement contains a plan view of each level of the machinery room
showing physical arrangement of equipment with a table reference number. References v, z, aa,
bb, and cc, Table 4.4.1, were used to develop these plan views. The following figures identify
those levels:
Machinery Room Arrangement Tanks in Double Bottom (Figure 1-11)

Machinery Room Arrangement 10' Level (Figure 1-12)
Machinery Room Arrangement 23' Level (Figure 1-13)
Machinery Room Arrangement 32'6" Level (Figure 1-14)
Each figure has a table listing the quantity and name of the equipment component. The
equipment number corresponds to the reference number on the figure. The following tables
identify those components:
Table 4.5.1 - Machinery Room Arrangement Tanks in Double Bottom ...................................... 13

Table 4.5.2 - Machinery Room Arrangement 10' Level ............................................................... 14
Table 4.5.1 - Machinery Room Arrangement Tanks in Double Bottom
Equipment Number Quantity Description
5 1 Dirty Oil Tank
34 1 Oily Waste Holding Tank
46 1 SSDG Lube Oil Sump Tank
109 1 Waste Oil Settling Tank
135 1 Waste Oil Tank
193 1 SW Ballast Tank
Table 4.5.2 - Machinery Room Arrangement 10' Level

1 2 Main Engine
2 1 Reduction Gear
4 2 Fuel Oil Purifier
6 1 Lubricating Oil Transfer Pump
7 1 Diesel Fuel Marine Pump
8 2 Automatic Bilge Pumps
9 2 Oily Waste Transfer Pump
11 2 Reduction Gear Lubricating Oil Pump and
Strainer
12 1 Fire and Ballast Pump
13 4 SSDG Lubricating Oil Purifier and Main Engine
Lubricating Oil Purifier
14 2 Main Engine Lubricating Oil Self-Cleaning Filter
15 2 Main Engine Lubricating Oil Standby Pump
16 2 Main Engine Lubricating Oil Suction Strainer
17 2 Main Engine Jacket Water Standby Pump
18 1 Waste Oil Transfer Pump
19 1 Oily Water Separator
20 1 Sanitary Flushing System Hydro-pneumatic Tank
and Sanitary Pumps
22 2 Fuel Oil Transfer Pump and Suction Strainers
24 1 Main Seawater Pump Suction Strainer
26 3 Main Seawater Pump
27 2 Auxiliary Seawater Pump
28 2 Bilge & Ballast Pump
29 1 Independent Bilge Pump
30 1 Fire & General Service Pump and Suction
Strainer
31 2 Boiler Feedwater Pump
32 2 Main Engine Jacket Water Cooler
33 2 Main Engine Lubricating Oil Cooler
42 2 Main Engine Fuel Oil Heater
43 1 Fuel Oil Booster Pump Suction Strainer
44 2 Fuel Oil Booster Pump
45 1 Main Engine Fuel Final Filter
48 1 Steam Condensate Drain Collecting Tank
51 2 Diesel Fuel Marine Booster Pump
58 1 Sewage Treatment Plant
59 1 Diesel Fuel Marine Booster Pump Suction
Strainer
61 1 Electrolytic Hypochlorinator (chloropak)
72 1 Telephone Hood
73 1 Purifier Workbench
74 4 Bilge Drain Well
75 1 Fuel Oil and Diesel Fuel Marine Gage Board
Instrumentation
76 2 Main Engine Jacket Water Keepwarm Heater
77 2 Main Engine Jacket Water Keepwarm Pump
78 2 Group Control Center
80 1 Diesel Fuel Marine Transfer/Service Pump
81 1 Bilge Vacuum Priming Tank/Priming Pumps
83 1 Auxiliary Seawater Pump Strainer
84 2 Diesel Fuel Marine Transfer/Service Pump
Suction Strainer
85 2 Bilge Suction Manifold
86 2 Bilge & Ballast Pump Suction Manifold
87 1 Fire & General Service Pump Suction Manifold
88 1 Fire & Ballast Pump Discharge Manifold
89 1 Thrust Bearing/Steady Bearing Assembly
90 1 Fuel Oil Transfer Suction & Discharge Manifold
91 1 Diesel Fuel Marine Transfer Suction & Discharge
Manifold
92 2 Distilling Plant Feed Pump
106 2 Stern Tube Lubricating Oil Pump Drain Tank
107 1 Stern Tube Lubricating Oil Pumps
108 1 Stern Tube Lubricating Oil Pumps
111 2 Reduction Gear Lubricating Oil Coolers
115 1 Fire and General Service Pump Suction Strainer
117 1 Fuel Oil & Diesel Fuel Marine Tank Level Gages
& Alarms
120 1 Fire and Ballast Pump Suction Strainer
121 1 Independent Bilge Pump Suction Strainer
122 2 Line Shaft Bearings
124 4 Main Engine Lubricating Oil Final Strainer
125 1 Fire & Ballast Pump Seachest
126 1 Distilling Plant Seachest
127 1 Steam Dump & Vent Condenser
129 2 Horizontal Sliding Watertight Doors
130 1 Distilling Plant Feed Pump Suction Strainer
132 1 Lubricating Oil Purifier Suction Strainer & Pump
Module
133 2 Bilge and Ballast Pump Discharge Manifold
135 1 Lubricating Oil Transfer Pump Suction Strainer
139 2 Lubricating Oil Polishing Filter
148 1 Fuel Oil Purifier Pumping Module
170 2 Main Engine Fuel Final Filter
173 4 Remote Input/Output Panels
174 2 Main Engine Lubricating Oil Standby Full-Flow
Strainer
178 1 Independent Bilge Pump Suction Manifold
183 2 Thrust Bearing Lubricating Oil Pumps
184 2 Sewage Treatment Plant Transfer Pumps
187 1 Gearbox-Mounted Shaft Brake
188 1 Shaft Brake Hydraulic Pump
194 1 SSDG Lube Oil Independent Sump Tank (4-126-
4)
195 1 Clean Fuel Oil Drain Tank (4-116-1)
196 2 Thrust Bearing Lube Oil Coolers

1 2 Main Engine
21 3 Central Fresh Water Cooling Pump
25 2 Central Fresh Water Cooler
38 1 Hydro-pneumatic Tank & Two Pumps
39 3 Ship's Service Diesel Generator
47 1 Oil-Fired Boiler
49 3 Air Conditioning Chilled-Water Plant
50 2 Distilling Plant
56 1 Lighting Transformer
63 1 Exhaust Gas Boiler Recirculation Pump Module
66 1 Control Air Compressor
67 1 Control Air Receiver
68 1 Control Air Dryer
98 3 Air Conditioning Chilled-Water Circulating
Pump
100 1 Air Conditioning Refrigeration Receiver with
Transfer Compressor
110 2 Machinery Removal Bolted Plates
112 1 Boiler Water Test Station
113 1 Boiler Feed Sample Cooler
118 2 Hot Water Heater
119 1 Sink, 20" x 24"
136 1 Air Conditioning Chilled-Water Hydro-
pneumatic Expansion Tank
137 2 Proportioning Brominator
138 1 Recirculating Brominator
146 2 Main Engine Crankcase Vent Fan
160 1 Fuel Oil Final Filter
161 1 SSDG Fuel Pressure Pump
162 1 SSDG Fuel Pressure Pump
163 1 SSDG Fuel Self-Cleaning Fuel Oil Filter
164 1 SSDG Fuel Bypass Filter
165 1 SSDG Fuel Oil Mixing Tank
166 1 SSDG Fuel Circulating Pump
167 1 SSDG Fuel Circulating Pump
168 2 SSDG Fuel Heater
169 3 SSDG Fuel Final Filter
171 1 Oil-Fired Boiler DFM Service Pump Assembly
173 1 Remote I/O Panel #3
176 2 Hot Water Circulating Pump
179 1 Diesel Generator Fresh Water Cooler
186 2 Diesel Fuel Marine Pump
189 1 Cathodic Protection Control Panel
190 1 Cathodic Protection Power Supply
197 Fuel Oil Coolers

52 2 Ship Service Refrigeration Plant
54 1 Main Switchboard
55 1 Main Control Console
57 1 Washbasin
64 2 Diesel Start/Ship's Service Air Compressor
65 4 Diesel Start/Ship's Service Air Receiver
71 1 Topping Off Air Compressor
82 1 Water Closet
99 1 Engine Room Escape
101 1 Desk & Chair
102 1 EOS Air Conditioning Unit
103 1 Potable Water Drinking Fountain
104 1 Coffee Maker
110 1 Machinery Removal Bolted Plates
134 1 Refrigerator
141 2 Main Engine De-aeration Tanks
142 6 Overhead Trolley Rails
153 5 Diesel Engine Exhaust Piping
154 4 Boiler Uptake Piping
155 1 Diesel Engine Intake Piping
173 1 Remote I/O Panel #8
175 1 Uninterrupted Power Source Panel
182 1 Segregated Ballast I/O Panel No.2

CHAPTER 5
MAIN PROPULSION SYSTEM
5.1 INTRODUCTION: ............................................................................................................. 1
5.2 MAIN PROPULSION SYSTEM MAJOR COMPONENTS:............................................ 1
5.3 CONTROL SYSTEM......................................................................................................... 5
ENGINE CONTROL:........................................................................................................... 6
ENGINE SPEED GOVERNING AND LOAD SHARE CONTROLS:............................. 12
MANEUVERING MODE:................................................................................................. 16
5.4 DEFINITIONS:................................................................................................................. 17
5.5 EQUIPMENT ................................................................................................................... 18
5.6- GENIE DATA ACQUISITION OIT............................................................................... 19
5.7- ELECTRIC POWER SUPPLY SYSTEM ...................................................................... 19
5.8 AIR SUPPLY SYSTEM ................................................................................................... 21
5.9 EXISTING ACTUATORS AND POSITIONERS........................................................... 21
5.1 INTRODUCTION:
This chapter describes the various systems comprising the Main Propulsion System,
along with standard operating procedures for normal and emergency (i.e., casualty) modes of
operation. Each system component is described to include its function, design ratings, and any
information that may prove helpful to the operator.
Return to the Chapter Table of Contents
GENERAL INFORMATION FOR MAIN PROPULSION SYSTEM.

The Main Propulsion System (figure 18-1) consists of two main propulsion engines
(main engines) driving a fixed-pitch propeller through clutches, a reduction gear, a brake,
shafting, and a main propulsion control system. The main engines provide the power for
forward and reverse ship motion at varying speeds. The pneumatically operated clutches
connect and disconnect the main engines to and from the reduction gear. The reduction gear
transfers power from the main engines to the shafting at a reduced speed. The brake is used to
slow down and stop the propulsion system for clutching, declutching and direction changes.
The shafting transfers power from the reduction gear to the propeller and absorbs radial and
axial forces on the shaft. The main propulsion control system provides controls and indicators
for starting, stopping, and controlling speed and direction of the main engines and shafting.
Remote controls and indicators for the Main Propulsion System and associated systems are
provided in the Enclosed Operating Space (EOS), at the Main Control Console (MCC) sections
1 through 6, in the wheelhouse at the Bridge Control Console (BCC) section 1, at the fuel oil
transfer station, and at the fueling station alarm panels. These panels are briefly discussed in
chapter 1 and described in detail in the Central Control System technical manual T9200-AT-
MMC-010. A local control panel is also provided for the main engines. Table 18-1 lists major
components in this system.
5.2 MAIN PROPULSION SYSTEM MAJOR COMPONENTS:
MAIN ENGINES.
The main engines provide the power for forward and reverse ship motion at varying
speeds. Each engine is equipped with a fuel subsystem, a Lubricating Oil Service System, a
Jacket Water Cooling System, Central Fresh Water cooler connections, and intake and exhaust
system connections. The main engines are now only capable of using Diesel Fuel Marine
(DFM). The mixing system that enabled the use of Heavy Fuel Oil (FO) for combustion has
been removed from the fuel system. The main engine internal cooling is designed to allow the
use of FO more efficiently at lower loads. This is accomplished by controlling central cooling
fresh water flow to the second stage of the intercoolers. Each main engine is capable of
delivering 7,200 bhp at 440 rpm. Main engine speed and direction can be controlled from the
local control panel, the BCC, or the MCC. Main engine shutdown can be performed from the
MCC or the local control panel. The main engines are described in detail in the Main
Propulsion Engine Model R5-Vl6 technical manuals, volumes 1 through 4 T9233-AK-MMC-
010, -020, -030, -040, and -050. The MCC and BCC are generally discussed in chapter 1 and
described in detail in the Central Control System technical manual T9200-AT-MMC-010.
Component Quantity Characteristics
Main Engine 2 Mfr: Transamerica Delaval Inc., Enterprise Engine Division

Model: R5-Vl6 (Enterprise)
Fuel: Diesel Fuel Marine Heavy Fuel Oil
Number of Cylinders: 16
Bore: 17 in.
Stroke: 21 in.
Cycles: Four
BMEP: 252 psi
Rated Horsepower: 7,200 BHP
Rated Speed: 440 rpm
Rotation: Counterclockwise, viewed from astern, a with
engine rotating in ahead direction.
Starting System: Pilot air, gear driven distributor
Firing Order: Ahead-1L-3R-6L-7R-2L-4R-5L1R-8L-
6R-3L-2R-L-5R-4L-8R
Astern-1L-8R-4L-5R-7L-2R-3L-6R-8L-
lR-5L4R-2L-7R-6L-3R )
Displacement Per Cylinder: 4,766.6 cu. in.
Flywheel Diameter: 71 in.
Fuel Injection Timing: See engine nameplate
Fuel Injection Pump Rack: See engine nameplate.
Valve Clearance: Intake & Exhaust 0.040in. (cold)
Reduction 1 Mfr: Lohmann & Stolterfoht

Gear Model: GVE2050A
Speed Reduction: 3.67:1
Power Transfer: 2 x 7,200 hp
Clutch 2 Mfr: Lohmann & Stolterfoht

Type: Pneumatic-lex KAP 410 Mod. 1000
Weight: 1.2379 lb
Length: 45.2 in.
Maximum Diameter: 63.78 inches
CLUTCHES.
The pneumatically operated clutches connect and disconnect the main engines to and
from the reduction gear. Each clutch consists of a highly elastic mechanical friction unit and an
electro-pneumatic control unit. When engaged, the friction unit transfers main engine rotation
to the reduction gear. The friction unit also compensates for minor misalignment and absorbs
torsional vibrations. The control unit uses electrical inputs to pressurize and depressurize an
operating cylinder of the friction unit. Pressurizing the cylinder engages the friction unit.
Depressurizing the cylinder allows spring force to disengage the friction unit. If automatic
clutch control is lost, the clutches can also be manually engaged and disengaged. A detailed
description of the clutches is provided in the Main Propulsion Reduction Gear and Clutches
technical manual T9241-AK-MMC-010.
REDUCTION GEAR.
. The reduction gear transfers power from the main engines to shafting at a reduced
speed. The reduction gear consists of two drive pinions, a bull gear, and a Lubrication Service
System. Each drive pinion shaft is directly connected to one end of the clutch. When the main
engines are operating and the clutches are engaged the drive pinions turn the bull gear. The
bull gear shaft is connected to the propulsion shafting. The reduction gear is of a bevel gear
design and discussed in detail in the Main Propulsion Reduction Gear and Clutches technical
manual T9241-AK-MMC-010.
Lubrication to the reduction gear is achieved using two electric pumps. One pump is
running while the other is on standby. These pumps take suction from a sump located below the
gears. Before the oil reaches the sump the oil goes though suction strainers. A run down tank
uses positive head pressure to supply oil to the reduction gear in emergency situations. A
limited amount of oil is supplied to allow time for engine and reduction gear shutdown.
BRAKE.
The brake is used to slow down and stop the propulsion system for clutching,
declutching and direction changes. The brake is attached to the reduction gear casing and
braking torque is applied to one reduction gear drive pinion shaft. The brake consists of a
hydraulically actuated disc brake and an electro-hydraulic power and control unit. Normally
the brake pads are held away from the brake disc by springs. Hydraulic pressure applied to a
hydraulic cylinder forces the pads against the disc to slow down and stop the reduction gear and
shafting. The electro-hydraulic power and control unit pressurizes and depressurizes the
hydraulic cylinder. An electric motor driven hydraulic pump maintains hydraulic supply
pressure between 1740 psi and 2030 psi. An accumulator stores hydraulic fluid under pressure
for brake actuation. A two-position solenoid-operated directional control valve is energized to
pressurize the hydraulic cylinder. When the solenoid valve is de-energized a spring positions
the valve to vent hydraulic fluid from the hydraulic cylinder to a reservoir at the hydraulic
pump suction., If automatic brake control is lost, the brake can be manually actuated and de-
actuated. A detailed description of the brake is provided in the Propulsion Reduction Gear and
Clutches technical manual T9241-AK-MHC-010.

SHAFTING
The shafting transfers power from the reduction gear to the propeller and it absorbs
radial and axial forces. The shafting consists of a flexible coupling, a main shaft, a thrust
bearing assembly, two line bearings, and a stern tube with forward and aft bearings. The
flexible coupling connects the reduction gear bull gear shaft to the main shaft, compensates for
minor misalignment, and dampens torsional vibrations. The main shaft drives the propeller.
THRUST BEARING.
The thrust bearing assembly absorbs main shaft axial and radial forces. The thrust
bearing assembly is described in detail in the Thrust Bearing Assembly technical manual
T9244-AR-H HO-010. The line bearings support and align the main, shaft, and absorb shaft
radial forces. The line bearings are described in detail in Line Shaft Bearing Assembly tech-
nical manual T9244-AK-HHC-010. The stern tube forward and aft bearings support and align
the main shaft and absorb shaft radial forces. The stern tube bearings are described in detail in
the Stern Tube Bearings and Seals Assemblies technical manual T9244-AJ-MHC-010.
MAIN PROPULSION CONTROL SYSTEM

The Main Propulsion Control System consists of controls and indicators, which are used to
start, stop, and control the speed and direction of the main engines and shaft. These controls and
indicators are located on the MCC section 3, 4, and 5; on the BCC; and on the engine local control
panel (ELCP). Detailed information for MCC and BCC is provided in the Central Control System
technical manual T9200-AT-MHC-OlO. The ELCP (figure 18-2) is normally used to start the main
engines; control of the main engines is then transferred to the MCC or BCC.
5.3 CONTROL SYSTEM
Overview:
The TMS SYSTEM 2000 Engine Control system exemplifies the state of the art in engine
control systems. The SYSTEM 2000 represents the culmination of ideas and design techniques
developed through many years of experience in servicing and upgrading numerous different
propulsion control systems from several manufacturers. The end result is that TMS has created
a system that is superior to all others in versatility, reliability, ease of operation, trouble
shooting and maintenance.
The system incorporates two PLC’s, one for the port and the other for the stbd. The system
may operate easily on one engine if one PLC fails. This is because all common (devices
connected to the reduction gear , EOT, etc.) field devices have been connected to both PLC’s.
There is Peer to Peer communication between the PLC’s, but this is a requirement for the new
maneuvering mode of operation only. All other modes work without the PLC communication.
The system incorporates an IBM compatible computer, configured as an OIT using GENIE
software. Various screens can be accessed which show many engine operating parameters, and
modes.
On this system, all existing field devices have been re-used, with the exception of the cam shaft
position proximity switches.
The camshaft proximity switches have been replaced with an LVDT (Linear Variable
Displacement Transformer). There are signal conditions in the console, which converts the AC
signal to a 4-20 mA signal and sends it to the appropriate PLC. This is much better than the old
proximity switches, because:
1) There are no field adjustments

2) The environmental ratings are much better
3) There never is any question as to where the camshaft is at any time. Even if the camshaft
gets stuck, the display will indicate exactly where it is.
4) The fail-safe mode is a bad quality signal, so the system is much safer.
The new control system has been designed to operate like the old control system (with fewer
problems), so operating instructions will be the same as before. The one exception is the new
maneuvering mode. In this mode, one engine will be rotating in the ahead direction, and the
other engine will be rotating in the astern direction. If the throttle demand is in the ahead
direction, the astern rotating engine’s clutch will be dis-engaged, and the ahead rotating engines
clutch will be engaged, and vice versa. Reduced power will be available in this mode, but
reversing the engines for a change in direction will be unnecessary.
ENGINE CONTROL:
ENGINE SHUT DOWN FUNCTION:

The following are engine shutdown functions:
1) Engine Main Bearing High Temp.

2) Engine Overspeed
Note: This shutdown function latches into the overspeed condition and requires the shudown
activate button in the local panel to be depressed before the condition can be cleared to allow
the shutdown system to be reactivated.
3) Low Lube Oil Pressure ( 25 psi)

4) Right and Left Bank Turbo Charger Low Lube Oil Pressure ( 10 psig)
5) Jacket Water Low Pressure ( 10 psig)
6) All emergency stop push buttons
Note: The engine overspeed, low lube oil pressure, and emergency stop drive the PLC inputs,
and also, a supervisory shutdown circuit. This supervisory circuit will shut down the engine
even if the PLC fails to shut down the engine.
ENGINE SLOWDOWN FUNCTIONS:
Since this is a training vessel, the typical slowdown circuits have been changed to alarms.
There are no engine slowdown functions now.
CAMSHAFT VERIFICATION:
The engine camshafts are shifted axially to place either the ahead or astern cam lobes in a
position to actuate the tappets, valves and fuel injection pumps. Camshaft position must be
verified in an acceptable position for a safe engine operation similar to other engine shutdown
pemissives. The cam position can be in either of two positions:
a) Cams Ahead:
1) Both LB and RB (left bank and right bank) cams are in the full ahead positions,
and the signal quality is good.
b) Cams Astern:
1) Both LB and RB (left bank and right bank) cams are in the full astern positions,
and the signal quality is good.
Before the engine can be started, the cams must be verified in the proper direction.

CAMSHAFT SHIFTING PERMISSIVES:
Before the cams will shift directions, the following permissives must be satisfied:
a) Fuel is off. This is a proximity switch on the rack.
b) Clutch is disengaged.
c) Engine speed is below 150 RPM.
d) Engine shutdowns are satisfied.
The camshaft shifting is initiated be operating the appropriate solenoid valves. During normal
operation, either the ahead or the astern solenoid valves remain energized. If the engine is in
the maintenance/shutdown mode, the solenoid valves will de-energize, and a person can
override the solenoid valve by pressing the mechanical detents in the solenoid valves.
ENGINE BLOWDOWN:
Engine blowdown (clear cylinder check ) is a pre-start maintenance procedure, used to verify
that the cylinders are free from liquid. The engine’s indicator cocks must be visually observed
during the procedure, therefore this procedure can only be preformed when the control for the
engine being tested is in the local control mode.
For blowdown to be ready, the following must be true:
1) The on-engine manual engine shutdown valve is in the shutdown position
2) Clutch is disengaged
3) Engine is stopped
4) Engine shutdowns are satisfied (except jacket water pressure)
5) Camshaft is verified in either direction
When the above conditions are met, the operator may press the local start button (either ahead
or astern ) and the engine will turn over without starting, for as long as the operator holds the
button in.
There is an indicator light which indicates when the engine is ready for blowdown.
ENGINE STARTING:
The engine starting is an automatic control function that occurs as a result of an engine start
request. The start request is generated from the active control station. From the local control
panel, each engine can receive independent operator-generated start requests using the engine
ahead and astern illuminated buttons. When the control system is in remote, the start requests
for each engine are automatically generated by the PLC, based on throttle position, or selection
of the new maneuvering mode.
When a start request is present, the cams will shift to the proper direction. Before this happens,
the following must be met:
1) The engine shutdown must be satisfied.

2) The manual stop valve must be in the run position.
3) Fuel is proven off.
4) Engine speed is below cranking speed.
The following must be met for the engine to start cranking:
1) All conditions in above paragraph.

2) Camshafts proven in the proper direction.
3) Clutch is disengaged.
The following must be met for the control system to admit fuel:
1) All conditions in above paragraph.
2) Engine is turning in the direction of the start request.

ENGINE DIRECTION REVERSAL:
The control system automatically sequences the reversal of the engine in accordance with the
control logic described above for engine starting. Note that in a direction reversal, the engine’s
camshafts will shift as soon as the fuel is shut off, the clutches have disengaged, and the engine
speed is below 150 RPM. As soon as the camshafts are varified as being in the correct location
for the present direction order, the starting air will be admitted to the engine. Application of
the starting air usually occurs while the engine is still rolling in the previous direction, and the
starting air quickly brakes the engine and rolls it in the new direction. As soon as the engine
begins rolling in the correct direction, the electronic direction sensing verifies engine rotation
and fuel is admitted to the engine. The entire directional reversal occurs in a very short time
interval.
Note that the fuel off verification sensor is required as a cam shaft permissive. In the event of a
sensor failure the engine will not reverse direction automatically. The control system
accommodates a manual cam shift by taking local control of the engine, placing the on-engine
push to stop valve in the stop position, and providing a cam shift signal via the appropriate
local panel start button, as described in the specified section describing engine blowdown.
ENGINE SHUTDOWN:
The engine control system will maintain the engines in a running status until the control system
receives a stop request from the control station, or an automatic protecxtive shutdown occurs.
The engine is stopped be de-energizing the engine shutdown cylinder and extensible link
solenoid valve.
CLUTCH/BRAKE CONTROLS:
The engine clutches allow the engine to be disconnected from the reduction gear when the
propeller shaft is not to be driven or when engine starting or direction reversal occurs. The
clutches are pneumatically loaded for engagement. The pneumatics loading of the clutches is
controlled by the clutch control panels, not by the PLC.
The shaft brake stops the propeller shaft when the clutches are not engaged. The use of a shaft
brake reduces the amount of clutch slip that occurs during direction reversal clutch
engagements, both by decreasing the relative slip velocity at initial engagement and because the
amount of torque generated be water passing the propeller is generally lower for a stationary
propeller that for a propeller that is just slightly below the free running speed. Proper
clutch/brake timing is critical for optimum performance on a direction reversals. The controls
for the clutches and brake function as follows:

CLUTCH ENGAGEMENT:
Clutch engagement occurs once an engine has started, reached idle speed (150 RPM), and has
had time for the governor to reach a stable control status ( 3 seconds after the engine reaches
150 RPM )
If the engines are in the normal twin mode , the clutch engagement signals are synchronized in
order to minimize the amount of clutch wear that occurs and insure the most reliable shaft
direction reversal. If the delay between the two engines becoming available exceeds eight
seconds the first engine ready to engage begins clutch engagement alone. If the second engine
becomes available after the first engine begins to engage its clutch, the second engine is not
precluded from clutch engagement because of slip limits or because the first engine is operating
in an under-speed condition.
In many cases, clutch slip still occurs after the clutch engaged pressure switch closes, therefore
the clutch engaged pressure is not used exclusively
As verification of clutch engagement. The speed difference between the engine and reduction
gear is compared to verify that no clutch slippage is occurring. This input is used for the clutch
engagement lamps and most other internal logic clutch engagement functions.
For transitions between the single engine mode and the twin engine mod, the speed
synchronization of the on-coming engine is verified with clutch slip limits. In this case, for the
slip limits to become effective, the on-line engine’s clutch must be fully engaged ( i.e.:
pressurized and not slipping ) and the engine must be in control of shaft speed. In the event
that the on-line engine is not running at the speed set point, for instance because the engine is
operating in a rack limited mode ( see engine load limits elsewhere in this specification ), the
oncoming engine is synchronized with the existing propeller shaft speed, not the speed set
point.
CLUTCH DISENGAGEMENT:
There are two principal concerns regarding clutch disengagement which are addressed by the
engine controls.
1) The rotational inertia of a de-clutched engine is very small, and the engine can reach unsafe
operational speeds in a very short time period. To preclude over-speeding the engine upon
clutch disengagement, the control system first brings the engine to idle speed by reducing
the governor setting to a preset value.
2) In normal de-clutching operations, the speed of the propeller shaft must be below the
maximum de-clutch speed before clutch disengagement occurs.
3) In the case of automatic engine shutdowns, engine emergency stop signals, or single engine
de-clutching leaving the other engine clutched-in, the control system allows clutch
disengagement without the shaft being below the maximum de-clutch speed.
4) When single engine mode is selected while the plant is operating in twin engine mode, the
control system first transfers the load between engines by ramping the fuel off to the engine
going off-line. The transition period between the initial request and the de-clutch occurring
is indicated by an on-biased flash at the clutch engaged lamps.

BRAKE ENGAGEMENT:
The shaft brake is a hydraulically actuated disk brake by the reduction gear’s port pinion. The
torque applied by the shaft brake is limited by a pressure regulating valve in the supply
connection to the brake calipers. The hydraulic actuation system has a pneumatically loaded
accumulator to store a sufficient quantity of pressurized hydraulic fluid to allow rapid
application of braking torque.
The pressure regulating valve has a constant leakage rate when the brake is engaged. The
leakage causes the hydraulic pump to cycle on and off continuously while the brake is engaged.
Continuous cycling can cause overloading of the brake hydraulic pump, therefore the brake
engagement signal is limited in duration to fifteen (15) minutes.
The hydraulic actuation system can malfunction if the pneumatic charge in the accumulator
leaks, fluid levels are not maintained correctly or a variety of other reasons. The control system
does not require the shaft brake to function for shaft reversals. If the brake does not function
properly, the control system provides a brake failure alarm to the operator. This alarm is
indicated by fast flashing the brake engaged lamps and an audible warning.
For automatic reduction gear or thrust bearing shutdowns and propulsion plant emergency stop
conditions, the brake engages without regard to maximum de-clutch speed limits.
For the brake to operate properly, both PLC’s must agree that the brake is to be applied. This
means that if one PLC is down for some reason, the other PLC will operate its engine properly,
but the shaft brake will never be applied.

CLUTCH/BRAKE TIMING:
The engagement of the clutches and brake are coordinated by the engine control system to
reduce component wear and:
1) The control system incorporates two different operational modes for the clutch brake timing
circuit. For normal low speed maneuvering the brake disengages immediately upon the
transmission of a clutch engaged signal to limit the amount of clutch wear caused by
simultaneous engagement of both the clutches and the brake.
2) For high speed reversals, there is an adjustable delay between the transmission of the clutch
engagement signal and the brake disengage signal to both limit the amount of clutch slip
resulting from excessive slip rates and improve the reliability of high speed direction
reversals. The time delay between the clutch engagement signal and the brake
disengagement signal is needed to allow pre-filling the clutches and allow the slipping
clutches to transmit approximately the same torque to the propeller shaft as the shaft brake
is holding. This time delay is tunable to adjust for best performance.
3) The control system selects the brake disengagement timing mode by timing the period
between the engine fuel off condition (initiation of the coast down period) and reaching the
maximum de-clutch and brake speed limit.
CLUTCH SLIP MONITORING:
The control system continuously monitors the comparative speeds of the engine and propeller
shaft, for verification of proper clutch disengagement. In the event of failure of the propeller
shaft magnetic pickup signal, the control system provides an alarm indication to the operator,
and continues to function automatically without impacting the operability of the engines.
Failure of the shaft/engine speed verification function is determined by the internal bad quality
signal in the PLC and by comparing the two engine speeds when in the twin engine mode of
operation.
ENGINE SPEED GOVERNING AND LOAD SHARE CONTROLS:
Magnetic Pick-ups:
The speed reference signal used by the engine governor system is the individual engine’s
magnetic pick-up (MPU) when the engine is de-clutched, or when there is a deviation between
the engine speed MPU is used as a speed reference, because there is less torsional speed
variation at the propeller shaft than at the engine. If clutch slip is detected once the engine is
operational, the engine’s speed governor reverts to the individual engines MPU.
VARIABLE PID PARAMETERS:
The speed response of the governor is very critical when the engine is de-clutched, because of
the very light rotational inertia of the engine and its’ relativity slow time response, especially at
slow speeds. The governor’s dynamic response is modulated to allow fast response to protect
from excessive speed deviations, yet avoid hunting. This is accomplished by using different
PID parameters when the engine is de-clutched, clutched, or both clutches in.

SPEED LIMIT CONTROLS:
There is a common speed limit calculation for the propeller shaft, which is active for any
engines on-line. De-clutched engines are not affected by this speed limit.
LOAD SHARING:
The controls provide for controlled unloading of an engine when changing from signal engine
to twin engine modes of operation. The typical twin engine mode of operation shares load
between the engines by providing identical rack settings to each engine. In the twin engine
mode of operation, if clutch slip is detected on an engine, the load share system is disabled, and
the load reduced on the engine so affected until the clutch has stopped slipping. Once the
clutch has again fully engaged the engine is brought back into a normal load share condition. If
the clutch will not transit power effectively as determined by three failed attempts to resume
sharing load, the engine automatically de-clutches and an alarm activates to alert the operator
of the condition.
OVERLOAD PROTECTION:
The engine overload is accomplished by the speed based fuel rack limits. A function curve is
set up with the input being the speed of the engine, and the output being the rack limit. This
rack limit is applied to the governor setting. If the output to the governor reaches this rack
limit, the overload alarm on the ACCU system is activated. The alarm clears when the throttle
is pulled back and the torque drops back below the overload limit. Due to the request of the
owner, this limit has been disabled.

SPEED RATE LIMITS:
Upon owners request, the speed rate limits have been set to their maximum value, effectively
eliminating them. These could be put into service at any time by a parameter change. This
implies that if an operator moved the throttle position too fast, the overload alarm could be
activated.
TURBO SURGE PROTECTION:
Protection from turbo surge is accomplished by a rate limit on the output of the governor,
which will slow the rate of high load fuel cutback. The de-fueling rate limit is only activated
when the engine is fully clutched-in, the clutch is not slipping, and the throttle is still the
direction of the engine rotation.
BACK UP PNEUMATIC GOVERNOR:
The existing Woodward Governor has both an electric and a pneumatic control. The electric
signal is a 0-200 mA signal which corresponds to rack position. The pneumatic signal is an
actual speed setpoint which “governs” the engine speed. The governor selects the highest
signal. In other words, if the pneumatic signal is set for 50%, the engine would run at least ½
speed, even if the electrical signal was zero. The electrical signal could override the pneumatic
signal to make the engine faster, but not slower.
The new backup governor speed setting mechanism takes advantage of these high selected
signals.
If the solenoid in the backup goveror control panel drops out, the engine doesn’t immediately
change speeds to the setpoint dialed on the backup governor control panel, as there is no was to
insure that this would be adjusted at a safe speed level. Instead, it defaults to a regulator that is
mounted inside the backup governor. This should be adjusted to the idle speed. At this point,
an operator may adjust the external regulator to the desired RPM setting, and then press the
XFER button (a pneumatic push button), which will transfer the pneumatic signal from the
external regulator to the governor. This is accomplished by the means of a shuttle valve (see
drawing number 5092-MS-N1)
The above logic is duplicated for the port and stbd engine. There is a crossover valve on the
final output stage which allows both engines to be operated from one speed setting regulator.
OPERATING STATIONS CONTROL MODES:
CONTROL STATION TRANSFER FUNCTIONS:
There are three possible control stations for the engines: Local, located at a control panel at the
front of the engines; Engineers Operating Station (EOS), which is in the engineers control
room; and in the Bridge. The bridge control function is programmed into the PLC, but it is
disabled, due to owners request. This could be re-enabled at a later time.
The hierarchy of control is as follows:
Local control may override EOS control. EOS control may override bride control. Control
transfer should be requested and acknowledged by the engine order telegraph system, but the
local control station can take control if it is not acknowledged, and
the EOS control station may take control from the bridge even if it is not acknowledged. A
continuous alarm will sound until it is acknowledged by the remote station.
There are also control transfer permissives, which will not allow the control transfer from local
to EOS or EOS to bridge (if bridge control enabled) to occur until they have been satisfied.
Uncompleted control transfers are indicated by a flashing lamp for the selected control station
and an audible bell.

OPERATION STATION STATUS LAMPS:
The status lamps are illuminated continuously to indicate the active control station.
If a station is selected, but is not active, the lamps for the selected control station flash on and
off, to indicate a control transfer problem.
The Engine Order Bell rings whenever control transfer occurs for a minimum of one second.
The bell continues ringing (the bell pulses on and off to differentiate the audible signal from the
EOT engine order signal) as long as a control station transfer has been requested, but is not
active. This condition is visually indicated by a flashing lamp for the selected control station as
described above.
TRANSFER TO LOCAL CONTROL:
Transfer to Local control from the EOS is accomplished by placing the local EOT in any
position other than remote. A transfer to local control will override all other control stations.
There is no requirement for throttle matching or confirmation of the control transfer request
before the control transfer is effective. (Throttle matching is not required for transfer to the
local control station because the speed and direction inputs from the local station are digital
raise/lower signals and the existing engine operation is not affected until the operator selects a
different set point.)
In the single engine mode of operation, the off-line engine can be in local control without
affecting the remote control status of the on-line engine. This is accomplished using the local
panel’s propeller control selector switch. Engines are not allowed to engage their clutch unless
they are placed in the available mode by using this selector switch. (For example if the ship is
in the single engine mode of operation using the port engine, and local control of the starboard
engine is desired for clear cylinder check and observation of the initial engine start-up, the
propeller control switch is placed in the port position, and the local control station will be able
to perform all the normal engine start-up functions for the stbd engine, but won’t be able to
clutch in.)

TRANSFER FROM LOCAL CONTROL TO EOS CONTROL
Transfer to remote control from local control is requested by placing the local EOT in the
remote position.
If the propulsion system is available or underway, the control transfer is acknowledged at the
EOS by matching the engine throttle position of the EOS to the existing speed set point (by
matching the pointers of the throttle request and set point.)
If neither engine is available (the propulsion system is not active), or if the engines are running
but their clutches are not presently engaged, the control transfer need not be acknowledged at
the EOS, as long as the EOS engine throttle is in the stop position and the EOS EOT is in the
same position as the bridge EOT
ENGINE CONTROL MODES
1) Normal Twin Engine
In the normal twin engine control mode, both engines operate in the same direction and share
load equally.
2) Single Engine
The single engine operational mode occurs whenever only one engine is engaged to drive the
propeller shaft. There are a number of means of accomplishing single engine operation, both
automatically and through operator selection of this mode.
3) Maneuvering. Description following:
MANEUVERING MODE:
The new control system has incorporated a maneuvering mode of operation, in which the
engines will counter-rotate and the direction of propeller shaft rotation is determinedby clutch
engagement alone. This mode of operation allows a reduction in the amount of starting air
consumption during maneuvering operations. In the past, the number of direction changes in
any given period is limited by the capacity of the starting air tanks and the recharge rate of
those tanks by the starting air compressors in the ship’s new function as a training vessel, there
will be prolonged periods of practice maneuvering which was not well supported vby the prior
method of restarting the engines for each direction change.
The objective of this operational mode is to provide an unlimited number of shaft reversals
during low speed maneuvering and docking operations by releasing the ship from the starting
air system capacity constraints. This increase in maneuvering capability does come at a cost, as
the available shaft power is reduced to the single engine capacity. If faster transient response
than the single engine capability is requested, the operators should de-select the maneuvering
mode to revert to normal twin engine operation. It should be noted that the response time for a
full direction reversal is still faster from the maneuvering mode because one engine will already
be running in the opposite direction, and the initial shaft direction reversal can occur almost
instantly.

MANEUVERING MODE SELECTION LOGIC AND ANNUNCIATION
The control logic for the maneuvering mode will function as follows:
The maneuvering mode is selected, or de-selected, by momentarily depressant the maneuvering
mode push button at the EOS. The maneuvering button lights and remains lit so long as the
system is in the maneuvering mode. Maneuvering mode is automatically recognized by the
PLC’s if the local operation station has control, the engines are running in the correct directions
for maneuvering mode, and the local propeller control selector switch is in the “Both” position.
When maneuvering mode is selected the starboard engine runs in the ahead direction and the
port engine runs in the astern direction. The control system does not interrupt the power to the
propeller shaft during the control mode change. If the engines are driving the shaft when the
maneuvering mode is selected, the appropriate engine continues to drive the propeller shaft
while the other engine de-clutches and reverses direction. De-selection of maneuvering mode
also doesn’t interrupt power to the propeller shaft: the off-line engine automatically reverses
direction, synchronizes to the on-line engine, and clutches in. Transition periods between
operational modes is indicated by the maneuvering mode push button lamps flashing on and off
with a 50% duty cycle.
The control system doesn’t allow maneuvering mode operation unless both engines are
available and the speed request (throttle position) is below the maximum single engine speed
(the controls also transfer to the normal mode in the event clutch engagement signals are
received for both clutches).
In the event of an interruption of these permissives, such as by an engine shutdown, the control
system automatically reverts to normal operation as though maneuvering mode was de-
selected. Slowdown commands affect the individual engine for which the signal is present, just
as in normal single engine operation. Both automatic transfer to the normal operating mode,
and a non-allowed transfer to the maneuvering mode selection request, in indicated by the push
button lamps flashing on and off at a fast rate, and by activating the alarm system.
Control of the propeller shaft speed and direction is identical to normal ship operation for the
EOS control: through the throttle control joystick. The control of engine maneuvering at the
local control station is via the individual engine clutch controls. In local control it is necessary
to manually provide a disengage signal to the on-line engine before a clutch engage signal to
the counter rotating engine is allowed. (See paragraph below.)
There are interlocks which prevent engagement of both clutches when the engines are counter-
rotating. The presence of either a clutch engage signal, clutch in command, or clutch pressure
on one engine inhibits any subsequent engagement signal for the other engine if it is counter-
rotating. The control system recognizes conditions where as a result of operator error or
component malfunction, both clutches engage simultaneously. In this condition the control
system automatically shifts out of the maneuvering mode and into the normal twin engine mode
of operation as described above. The control system recognizes both clutches as being engaged
when any of the following conditions are met for more than two (2) seconds: both clutch
engaged commands are present, both clutch engaged confirmation pressure switch outputs are
present, or if the governor output position of the off-line engine is significantly above the
normal idle speed for fuel rack requirement.
5.4 DEFINITIONS:
PID:
This stands for “Proportional-Integral-Derivative,” and refers to the mathematical processes

utilized inside the PLC. These controllers are somethimes referred to as PID controllers or
stations. The PID portions of the controllers are adjustable for Proportional Band (the inverse
of Gain), Integral (also called Reset), and Derivative (also called Rate).
Process:
The ACTUAL value of pressure, temperature or other steam pant variables sent to a PID
controller or readout.
Setpoint:
1. The DESIRED value of pressure, temperature or other process sent to a PID controller.
Setpoint can be determined by an operator, or it can be sent from another part of the
program. (See Cascade, below.)
2. Maximum of minimum allowable value, such as fuel oil high temperature alarm setpoint.
Feedforward:
A value that is internally mathematically added to a PID controller output. Feedforward is

useful where a whole range of output valves are needed, and better response can be generated
by adding another process or calculated value to the output. A good example of this is the
engine speed control PID. If the engine is de-clutched, as the throttle is increased or decreased,
the rack will have to move a relatively small amount. We add a small number to the output as
the setpoint is increased. If this is the only engine that is clutched in, we add a large number to
the output of the PID as an increase in engine speed will necessitate a large movement of the
rack.
Element:
This is another term for Input Signal or Device. A 3-element system uses 3 different input
signals from 3 separate sources in computing its output. For example, the three elements in the
feedwater system are drum level, stem flow and feedwater flow.
PLC:
This is an acronym for Programmable Logic Controller.
OIT:
This is acronym for Operator Interface Controller.
5.5 EQUIPMENT
The system 2000 Engine Control system consists of three major subsystems: external
transmitters and sensors (inputs), PLC’s (computational devices), and solenoids and actuator
interface transducers (outputs). All signals from the field-mounted sensing devices are brought
into the Port and STBD PLC’s. These may be either 4-20 mA analog signals or dry contact
inputs such as pushbuttons, pressure switches, etc., which are then routed to the PLC’s through
field terminal blocks.
Mounted on the back side of the propulsion section in the Engineers Operating console are the
“brains” of the Engine Control system-the two GE Fanuc 9030 model 351 PLC’s. These are
very fast, powerful processors.
Please see drawing number 5092-GA-M1 for a block diagram of the system.
5.6- GENIE DATA ACQUISITION OIT
Purpose:
There are many signals and variables that must be watched and/or controlled by TMS’s
SYSTEM 2000 Engine Automation system. While the system goes about its work with
virtually no operator intervention, it can be of significant value to have an ongoing record of
nearly every event that is taking place. The TMS GENIE DATA ACQUISITION System
provides this record without the space and maintenance problems associated with the old paper-
tape recorders.
5.7- ELECTRIC POWER SUPPLY SYSTEM
For the following discussion refer to the following drawings: TMS Dwg 5092-MS-E1, Sht1.
120 VAC POWER
There are two sources of 120 volt power for the propulsion control system. The normal supply
comes from 14P102, and the emergency supply comes from 13E133. Both sources feed
transfer relay “PTR.” When both sources are powered, the relay is energizes, and normal
power is supplied through the normally open contacts to the propulsion system. If the
emergency supply is dropped out, only an alarm is activated. No physical action takes place. If
the normal supply is dropped out, relay “PTR” drops out and the system immediately transfers
to the energy source via the normally closed contacts on “PTR”. This happens so fast that the
engines should mot trip on transfer.
This 120 volts supplies 6 breakers. they are located under the console top in the propulsion
section of the console (except where noted).
1) power to #1 24 VDC supply
2) power to #2 24 VDC supply
The 2 DC supplies provide 24 VDC power to all of the PLC inputs, indicator lights,
relay coils, etc. These supplies are diode steered (i.e. if one fails the other takes over
with an alarm.) These two breakers are located adjacent to their associated power
supply, in the back of the propulsion section of the console.
3) power to stbd engine controls
This feeds 120 volts to the solenoids, PLC, signal conditioners, etc. for the stbd main
engine.
4) power to port engine controls
This feeds 120 volts to the solenoids, PLC, signal conditioners, etc. for the port main
engine.
5) power to common engine controls
This feeds 120 volts to the solenoids, signal conditioners, etc. for the reduction gear,
EOT interface, etc.
6) spare
24VDC POWER
The two 24 VDC power supplies are diode steered to create 1 very reliable D.C. supply. This
supply feeds several fuses, and thermistors. The fuses supply D.C. to the PLC output modules,
which drive relays. These fuses are monitored by the power monitor circuits.
FU1: Powers the stbd output module 6 group C. This powers several control relays for the
stbd engine. See dwg number 5092-MS-01 sht 13.
FU2: powers the port output module 6 group C. This powers several control relays for the
port engine. See dwg number 5092-MS-01 sht 4
FU3: powers the stbd output module 6 group D. This powers several control relays for the
stbd engine. See dwg number 5092-MS-01 sht 13.
FU4: Powers the port output module 6 group D. This powers several control relays for the
port engine. See dwg number 5092-MS-01 sht 4.
FU5: Powers the stbd output module1 10 group C. This powers several control relays for
the stbd engine alarm system interface to ACCU. See dwg number 5092-MS-01 sht 18.
FU6: Powers the port output module 10 group C. This powers several control relays for the
port engine alarm system interface to ACCU. See dwg number 5092-MS-01 sht 9.
Note: All 24VDC power is referenced to Common Bus (wire 100) and chassis ground.

CURRENT LIMITING DEVICES
These thermistor current limiting devices are located on the back panel of the front section of
the propulsion section of the console.
PLC INPUT SUPPLIES:
The 24 VDC supply also powers the thermistors which are used field current limiting devices.
There is one thermistor for every group of 8 inputs. TH1P through TH12P and TH1S through
TH12S feed the port and stbd inputs respectively. Please see drawing number 5092-MS-11 all
sheets. These thermistors are monitored by the power monitor system.
PLC OUTPUT SUPPLIES:
The 24 VDC supply also powers the thermistors which are current limiting devices for the PLC
outputs. The thermistors supply power to the indicator lamps. there is one thermistor for every
8 outputs. TH15P through TH21P and TH15S through TH21S feed the port and stbd output
modules respectively. Please see drawing number 5092-MS-01 all sheets. These thermistors
are not monitored by the power monitor system, because they are not controlling devices.
5.8 AIR SUPPLY SYSTEM
The existing control air has not been modified for the purposes of the SYSTEM 2000 upgrade.
All actuators and positioners were retained and simply connected electrically to the SYSTEM
2000 outputs.
5.9 EXISTING ACTUATORS AND POSITIONERS
All actuators and solenoids are existing. The main engine has different device send signals to
the PLC. Some of these devices include thermocouples, pressure switches, hydraulic actuators,
temperature switches, magnetic pick-ups (MPU), linear variable displacement transformers
(LVDT), and resistance temperature devices (RTD).

6.0 DIESEL GENERATORS
6.0 Diesel Generators.................................................................................................................... 1

Chapter Table of Contents .................................................................................................. 1
6.1 Ship Service Diesel Generators .............................................................................................. 1
6.1.1 Ship Service Diesel Engine......................................................................................... 1
6.1.2 Ship Service Diesel Generator Control System .......................................................... 1
6.1.3 Ship Service Diesel Generator Parameters ................................................................. 3
6.2 Emergency Diesel Generator .................................................................................................. 4
6.2.1 Emergency Diesel Generator Operation ..................................................................... 4
6.2.2 Emergency Diesel Generator Parameters ................................................................... 6
6.1 SHIP SERVICE DIESEL GENERATORS

The Ship Service Diesel Generator (SSDG) is the normal source of electrical power when
underway. The SSDG is a six cylinder, MAK, four-stroke diesel engine coupled through a
vibration dampener to a Siemens AC generator.
Return to the Chapter Table of Contents.
6.1.1 Ship Service Diesel Engine

The MAK diesel engine runs at 900 revolutions per minute (RPM). Its speed is controlled
by a Woodward governor card, located in the Ship Service Switchboard, acting on an electro-
hydraulic actuator mounted on the engine. Regardless of loading on the engine, the governor
tries to maintain the engine speed constant. This is called isochronous operation. When the
SSDG is overloaded, the governor will go into speed droop.
Each SSDG is capable of automatically starting and running to at least 50 percent load in
30 seconds and 100 percent load in 45 seconds. Each SSDG can withstand 140 percent of its
rated load for 2 seconds in order to effect load shedding to 110 percent of its rated load. They
can run at 110 percent for 1 hour.
6.1.2 Ship Service Diesel Generator Control System

The SSDG Control System consists of controls and indicators, which are used to start,
stop, and monitor the diesel generator engines. These controls and indicators are located on the
1
upper portion of Main Control Console (MCC) and also at the Local Control Console (LCC).
The electric plant also provides for connecting shore electrical power for shipboard use.
SHIP’S SERVICE DIESEL GENERATOR OPERATIONAL TESTING
WARNNG: The following procedure for starting the ship’s service diesel generator is to be
used as a guideline only. For actual startup, the operator must use the recommended startup
procedures in the manufacturer’s technical manual. Failure to use the manufacturer’s
technical manual could result in severe equipment damage and possible bodily harm.
1. Inspect diesel engine and make necessary checks, using the manufacturer’s technical manual.
2. Perform SSDG pre-operational checks.
3. At SSDG Local Control Panel, set ER-ECR selector switch to ER position. The ER indicator
lamp should come on.
4. By pressing LAMP TEST push-button, all indicator lamps should come on. Replace any
indicator lamps that fail this test.
5. Set MANUAL-STANDBY selector switch to the MANUAL position. The “White”
MANUAL indicator lamp should come on.
6. Turn REPAIR KEY SWITCH to OFF position. The REPAIR indicator lamp should not be
illuminated. “White” ENGINE CLEAR indicator lamp should come on.
7. Turn TEST RUNNING key switch to SPEED N MIN position. “Green” SPEED N MIN
indicator lamp should come on.
8. Start SSDG.
2
9. Turn TEST RUNNING key switch to SPEED N 100% position. “Green” SPEED N 100%
indicator lamp should come on and engine should run at 100 percent speed. Watch ENGINE
SPEED indicator and verify that the engine reaches 100 percent rated speed.
10. Turn TEST RUNNING key switch to SPEED N MIN position.
11. Shut down SSDG.
12. Turn TEST RUNNING key switch to ZERO position. The “green” SPEED N MIN indicator
lamp should go off.
13. Return engine to normal operation.
AUTOMATIC OPERATION
The following procedure shall be used to operate SSDG in automatic.
1. Perform preoperational checks.

2. Ensure that AVAILABLE and STANDBY indicator lamps are on. If not place ER-ECR
selector switch at local control panel in ECD position.
3. When SSDG starts automatically, verify that RUNNING indicator lamp comes on.
4. Perform fuel changeover.
To stop the SSDG, it must be placed in manual.
6.1.3 Ship Service Diesel Generator Parameters
Generator Description
Manufacturer Siemens, Erlangen
Model IFJ6
Type Synchronous Generator with internal electronic
excitation and voltage control, and water-cooled
generator air cooler
Power Rating 900 kW, 1475 Amps, 450V AC, 3 phase, 60 Hz,
1150 KVA @ 0.8 power factor
Indication Type Normal Reading

Speed 900 RPM
Voltage 450V AC
Power 1443 Amps
Starting Air Pressure 400 psi
3
6.2 EMERGENCY DIESEL GENERATOR
The emergency diesel generator is used onboard ship to provide 450-volt, 60-cycle, 3
phase AC power for emergency shipboard use. It consists of a 480 continuous horsepower, 8-
cylinder diesel engine coupled directly to a 300 kW alternator.
6.2.1 Emergency Diesel Generator Operation

The Emergency Diesel Generator Set is designed for automatic start emergency service
with essentially unattended operation. Provisions are incorporated into the controls to allow
local or remote manual starting of the unit. Regardless of the method utilized for starting, the
engine may be only manually stopped. To ensure proper operation of equipment, it is imperative
that the operator become familiar himself with the location and function of the various controls,
both local and remote.
The Engine Control and Alarm Panel controls engine operation and provide both visual
and audible alarms of monitored fault conditions. Engine operation is controlled by the position
of the Operation Selector Switch. Three amber indicating lights provide the operator with a
visual warning that monitored areas are outside their design or operating parameters. The red
indicating lights show when a monitored area caused an automatic shutdown. Automatic
shutdown of the engine will occur if any of three monitored fault conditions occur. Any fault
condition, whether indicated by an amber or red indicating light will also sound the alarm horn.
The alarm horn may be silenced by turning the Alarm Acknowledge switch to silence.
Additionally, the Air Box Damper will be tripped automatically by the Engine Control and
Alarm Panel during engine over speed condition, high water temperature condition, or Halon
release.
The engine may be started locally at the unit by turning the Operation Selector Switch to
the start position, and remotely from the engine switchboard or the fire control panel. Remote
manual starting may be accomplished only when the Operation Selector Switch is in the normal
position. The engine may be started automatically from a remote location only when the
Operation Selector Switch is in the normal position.
Failure to Start (Overcrank): Should the engine fail to start on the initial attempt, either
manually or automatically, after a 10 second period the overcrank light on the Engine Control
and Alarm Panel will come on and the remote alarm horn will sound. Additional manual start
attempts may be performed by pressing the manual start override push-button and following the
manual start procedures listed on the inside of the hydraulic cranking panel cabinet.
Normal engine shutdown is a manual operation performed remotely at the engine

switchboard or locally at the Engine Control and Alarm Panel.
The engine will automatically shut down on any of the following conditions:
4
• Engine speed above 2,050 rpm
• Water temperature above 205oF
• Lubricating oil pressure below 20 psi
• Release of Halon
An indicating light will come on and the alarm horn will sound if any of the following conditions
occurs (If the engine is running, shutdown will not occur):
• Starting hydraulic pressure below 2,000 psi
• Lubricating oil temperature above 275 oF
• Manual crank valve open
5
6.2.2 Laws Pertaining to Emergency Generator Performance
6.2.3 Emergency Diesel Generator Parameters
Component Specifications
Regulated Alternator KVA 375.0 @ 0.8 power
Rating factor
kW 300
Rated Voltage 225/450
Max Voltage 236/472
Min Voltage 213/427
Rated Current 962/481
Synchronous Speed 1,800 RPM
Temperature Rise (at rated 80O C
voltage)
Voltage Regulator Manufacturer The Lima Electric Company Inc.
Model KR7FF/FFM
Manual Voltage Manufacturer The Lima Electric Company Inc.
Model MCV-300
Return to the Chapter Table of Contents or Notebook.doc.
6
SALT WATER SYSTEMS
8.1.................................................................................................................................... 2
8.1.2 TO START MAIN SEA WATER PUMP ............................................................. 3
8.2 Major Components.................................................................................................... 3
8.3 To start main sea water pump ................................................................................... 4
8.3.2 To Secure Main Sea Water Pump.......................................................................... 4
8.3.3 To Start Auxiliary Seawater Pump ........................................................................ 5
TO SECURE AUXILIARY SEAWATER PUMP ............................................................. 5
8.4 Low Seawater Cooling Pressure ................................................................................... 6
8.4.2 REMEDIAL ACTION............................................................................................... 6
CAUSES ............................................................................................................................. 6
8.4.3 RUPTURE IN SEAWATER COOLING PIPING .................................................... 6
8.4.2 REMEDIAL ACTION............................................................................................... 7
8.4.3 RUPTURE IN SEAWATER COOLING PIPING .................................................... 7
8.4.4 USING MAIN SEA WATER PUMPS TO PUMP BILGES IN AN EMERGENCY7
8.4.5 EXCESSIVE SEAWATER GROWTH................................................................. 7
8.5 BALLAST SYSTEM................................................................................................ 8
8.6 FIRE AND BALLAST SYSTEMS ......................................................................... 8
8.6.1 OPERATING PROCEDURES FOR BALLAST SYSTEM ................................ 9
8.7 BILGE SYSTEM .................................................................................................... 10
8.7.2 MAJOR COMPONENTS.................................................................................... 10
8.7.3 OPERATING PROCEDURES FOR THE BILGE SYSTEM.......................... 12
TO SECURE PNEUMATIC DIAPHRAM BILGE PUMP.......................................... 12
TO START INDEPENDENT BILGE PUMP .................................................................. 12
8.8 OPERATING INSTRUCTION FOR PUMPING CHAIN LOCKER AND
ADJACENT SPACES 2-15-1 AND 2-15-2 ..................................................................... 13
TO SECURE INDEPENDENT BILGE PUMP ............................................................... 13
8.9. OPERATING INSTRUCTION FOR PUMPING CHAIN LOCKER AND
ADJACENT SPACES 2-15-1 AND 2-15-2 ..................................................................... 13
8.82 CASUALTY OPERATING PROCEDURES FOR BILGE ..................................... 13
8.8.1................................................................................................................................... 14
8.82 CASUALTY OPERATING PROCEDURES FOR BILGE ..................................... 14
8.9.2 MAJOR COMPONENTS........................................................................................ 14
FIREMAIN SYSTEM ...................................................................................................... 16
8.9 TO START FIRE AND BALLAST PUMP’ ............................................................ 16
TO SECURE FIRE AND BALLAST PUMP................................................................... 16
TO START FIRE AND GENERAL SERVICE PUMP ................................................... 16
TO START EMERGENCY FIRE PUMp ........................................................................ 17
8.11 SANITARY FLUSHING SYSTEM..................................................................... 17
8.11 MAJOR COMPONENTS................................................................................. 17
8.12 IN PORT, NOT USING SANITARY PUMPS .................................................... 18
8.12 MAJOR COMPONENTS................................................................................. 19
Introduction
This chapter describes the various subsystems comprising the Seawater
Systems, along with standard operating procedures for normal and emergency
(i.e., casualty) modes of operation. The Seawater System utilizes seawater for
cooling, ballasting, flushing, and fire fighting. Each system component is
described to include its function, design ratings, and any information that may
prove helpful to the operator.
8.1
Seawater systems provided on board are the Main and Auxiliary

Seawater Service System, the Ballast System, the Bilge System, the Firemain
and Washdown Countermeasures (WDCM) System (partially removed and fully
inactive), and the Sanitary Flushing System. The Main and Auxiliary Seawater
Service System provides seawater to cool the Central Cooling System fresh
water coolers, two refrigeration plants, and three air conditioning chilled-water
plants. The Ballast System is used to increase or decrease the ship's ballast by
pumping seawater to or from any of the 28 seawater ballast tanks. The Bilge
system pumps accumulated seawater and oil from various points in the ship to
the oily waste holding tank. The Firemain supplies seawater to the firemain and
the Aqueous Film Forming Foam Fire Extinguishing (AFFF) System. The
Sanitary Flushing System provides seawater for the ship's water closet flushing
and provides seawater to the oily water separator in the Oily Waste and Waste
Oil Transfer System.
Main and Auxiliary Salt Water Systems

The Main and Auxiliary Seawater Service System supplies seawater to
the Central Cooling System, two ship's service refrigeration plants, and three air
conditioning chilled-water plants. This system consists of three seachests, two
duplex strainers, three main seawater pumps, two auxiliary seawater pumps, a
Chloropak unit, and a backpressure regulator. The seachests provide seawater
to the main and auxiliary seawater pump suction headers. One duplex filter is
installed in each suction header to prevent large particles from entering and
damaging any of the pumps, or from clogging the seawater supply piping to any
cooled component. The main seawater pumps supply seawater to the Central
Cooling System fresh water coolers. These coolers are described in the chapter
on Central Fresh Water. The auxiliary seawater pumps supply seawater to the
refrigeration plants and the air conditioning chilled-water plants. The refrigeration
and air conditioning chilled-water plants are described in the chapter on
refrigeration. The Chloropak unit chemically treats the seawater to minimize
marine growth in the system. The chemically treated seawater is also supplied to
the Ballast System and the Firemain. The backpressure regulator maintains
seawater supply pressure to the refrigeration and air conditioning chilled-water
plants at approximately 60psi. In an emergency, the main seawater pumps can
be used as bilge pumps for the machinery room. This should be done only in
case of flooding because sludge and oil that may be contained in the water will
present a pollution hazard and decrease the heat transfer capabilities of the fresh
water coolers. The combined main and auxiliary seawater suction header is
connected to the Ballast System and the Firemain. The Ballast System
connections allow the main or auxiliary seawater pumps to pump seawater
ballast overboard. The Fire and General Service Pump, located outboard of the
Starboard Main Engine, takes seawater suction only from these seachests.
8.1.2 TO START MAIN SEA WATER PUMP
1. Ensure that Chloropak unit is operating.

2. Open applicable seachest suction valve.
3. Open seawater pump suction and discharge valves for all three
pumps.
4. Open Central Fresh Water cooler inlet and outlet valves.
5. Open overboard discharge valve.
6. Open suction and discharge valves to pump selected as standby unit.
7. Place two pumps in run and one in standby.
8. Routinely check pump suction gages to ensure that no cavitation is
present due to partly clogged suction strainer.
8.2 Major Components
Seachests
Three seachests provide seawater to the main and auxiliary seawater
pump suction headers. Each seachest is equipped with an air or steam
blowdown hose connection, a waster piece, a vent, and a Chloropak connection.
Two of the seachests are low suction (Port and Starboard) to be used underway
and one is high suction (Starboard side only) to be used while in port or during
shallow water operation.
Duplex Strainers
A duplex strainer is provided on each suction header to protect the pumps
from solid particles. The main seawater pump suction strainer has a 4,000-gpm
capacity. The auxiliary seawater pump strainer has a 1,300-gpm capacity.
Main Seawater Pumps

The main seawater pumps supply seawater to the Central Cooling System fresh
water coolers. During normal operation, two pumps operate online, with the third
pump in standby. When pressure falls below 15 psi, an audible and visual alarm
is actuated in the Engine Operating Space (EOS), and the standby pump
automatically starts. In the case of an emergency, the MSW system can be
routed through the Auxiliary Saltwater System.
Chloropak
The Chloropak is a self-generating aqueous sodium hypochlorite injection
system used to reduce the effects of marine growth in seawater piping systems.
A high-concentrate solution is injected into the online seachest when it is in use.
This solution is mixed with the seawater being taken in by the pump or pumps in
operation. This mixture, or low- concentrate solution, is then purged to the
secured seachest, the normally idle fire pump, and the fire and ballast pump via
0.5- to 1.0-ppm flow restrictors. It should be noted that the seachest serving the
distilling plant and flushing system receives no treatment. The aqueous sodium
hypochlorite is undesirable and hazardous for use in the distilling plant and
flushing system.
Auxiliary Seawater Pumps

The auxiliary seawater pumps supply seawater to the air conditioning chilled-
water plants and refrigeration plants. During normal operation, only one pump
operates online, with the other in standby. When pressure falls below 25 psi, an
audible and visual alarm is actuated in the EOS, and the standby pump
automatically starts.
8.3 To start main sea water pump
9. Ensure that Chloropak unit is operating.

11. Open seawater pump suction and discharge valves for all three
pumps.
12. Open Central Fresh Water cooler inlet and outlet valves.
14. Open suction and discharge valves to pump selected as standby unit.
15. Place two pumps in run and one in standby.
8.3.2 To Secure Main Sea Water Pump
1. Ensure that Central Cooling System is shut down.

2. Place all main seawater pumps at stop.
3. Close all valves opened in start-up procedure.
Operating Procedures For Auxiliary Seawater Pumps

The auxiliary seawater pumps provide seawater for the air conditioning
chilled-water plants and the refrigeration plants. During normal operation, one
pump is online, with the other in standby. A backpressure valve permits
overboard flow at low condenser loads to maintain minimum flow through the
online pump and to maintain seawater supply pressure at approximately 60 psi.
Open applicable seachest suction valve.
1. Open seawater pump suction and discharge valves for both pumps.
2. Open inlet and outlet valves at air conditioning chilled-water plant.
3. Open inlet and outlet valves at refrigeration plant.
5. Open Chloropak valves to seachest requiring high-concentrate solution
from Chloropak (online seachest).
6. Open Chloropak valves to secured seachests requiring low-
concentrate solution from flow restrictors.
7. Start selected auxiliary seawater pump.
8. Start Chloropak (refer to manufacturer's technical manual).
8.3.3 To Start Auxiliary Seawater Pump

11. Open seawater pump suction and discharge valves for both pumps.
12. Open inlet and outlet valves at air conditioning chilled-water plant.
13. Open inlet and outlet valves at refrigeration plant.
15. Open Chloropak valves to seachest requiring high-concentrate solution
from Chloropak (online seachest).
16. Open Chloropak valves to secured seachests requiring low-
concentrate solution from flow restrictors.
17. Start selected auxiliary seawater pump.
Start Chloropak (refer to manufacturer's technical manual).
Routinely check the pump suction gauges to ensure that no cavitation is present
due to a partly clogged suction strainer.
TO SECURE AUXILIARY SEAWATER PUMP
1. Ensure that Chloropak unit is not required for any other system.
2. Stop Auxiliary Seawater pumps.
3. Close all valves opened in start-up procedure
CASUALTY PROCEDURES FOR MAIN AND AUXILIARY

SEAWATER SERVICE SYSTEMS
8.4 Low Seawater Cooling Pressure
The following paragraphs discuss low seawater cooling pressure including
symptoms, causes, remedial action, and possible additional casualties resulting
from this condition.
SYMPTOMS
1. Low seawater pressure indicated on pump gages.

2. High temperatures indicated on equipment served.
Low-pressure alarm sounds.
8.4.2 REMEDIAL ACTION

1. Immediately notify the Watch Officer on duty.
2. Reduce load of equipment as required to prevent overheating.
3. Check and clean seawater duplex strainer.
4. Blow out seachest.
Possible Additional Casualty

Overheating of engines and other equipment is a possible additional
casualty of low seawater cooling pressure.
CAUSES
1. Seawater pump failed.
2. Seachest and/or duplex strainer obstructed.
3. Seawater pumps air-bound.
4. Failure of back pressure regulator.
8.4.3 RUPTURE IN SEAWATER COOLING PIPING
If this casualty occurs, actions to be taken are:

2. Secure cutoff valves nearest to both sides of-rupture.
3. Plug or repair damaged piping.
4. Rig hose jumpers across, or cross-connect around, ruptured piping
section to provide cooling water to machinery components, which
require this cooling feature.
5. Perform damage control to possible secondary casualties on nearby
equipment (e.g. electrical equipment).
8.4.2 REMEDIAL ACTION
6. Reduce load of equipment as required to prevent overheating.
7. Check and clean seawater duplex strainer.
8. Blow out seachest.
Possible Additional Casualty

Overheating of engines and other equipment is a possible additional
casualty of low seawater cooling pressure.
8.4.3 RUPTURE IN SEAWATER COOLING PIPING
If this casualty occurs, actions to be taken are:

7. Secure cutoff valves nearest to both sides of-rupture.
8. Plug or repair damaged piping.
9. Rig hose jumpers across, or cross-connect around, ruptured piping
section to provide cooling water to machinery components, which
require this cooling feature.
10. Perform damage control to possible secondary casualties on nearby
equipment (e.g. electrical equipment).
8.4.4 USING MAIN SEA WATER PUMPS TO PUMP BILGES IN AN

EMERGENCY
The three main seawater pumps can be used as machinery room bilge
suction as follows:
1.Unlock and release emergency bilge suction valve.

2.Secure suction valve on idle pump(s).
3.Secure all but one main seachest.
4.Open emergency bilge suction valve.
5.Close open seachest valve until satisfactory vacuum reading is
obtained at suction of pump(s) being used.
Secure auxiliary seawater system, if necessary
8.4.5 EXCESSIVE SEAWATER GROWTH
Removal of seawater growth is necessary to minimize corrosion. The

following actions are helpful in extending the service life of metals in a Seawater
System.
1. Eliminate as much air as possible.

2. Operate with minimum velocities.
3. Repair leaks.
4. Eliminate wire drawing by fully opening valves where throttling is not
necessary.
5. Eliminate vibration or other mechanical damage to piping.
6. Avoid subjecting pipes to heat, which would cause local destruction of
coating and promote galvanic action.
7. Avoid using dissimilar metals in contact with each other.
8. Use Chloropak in accordance with manufacturer's instructions.
8.5 BALLAST SYSTEM
The Ballast System is a segregated system arranged for flooding or

deballasting the main ballast tanks and the forward and aft peak tanks. The
system is normally served by the Segregated Ballast pump and by the Fire and
Ballast pump. In an emergency, any pump in the Main and Auxiliary Seawater
Service System can be used to pump ballast overboard. A ballast control station,
permitting remote control of the Ballast System, is located in the EOS. The
Ballast System consists of a Fire and Ballast pump, a Segregated Ballast pump,
a simplex strainer, the Vacuum Priming System, a leak-off connection, two
ballast main connections and 28 ballast tanks with isolation valves. The simplex
strainer prevents particles of 3/8-inch diameter and larger from entering the
pump. The Vacuum Priming System ensures that air is removed from the pump
suction piping, and that the piping is full of water. The leak-off connection
ensures that a minimum of 60gpm flows through the pump when it is operating.
This flow prevents the pump from overheating. A solenoid valve in the leak-off
connection piping is opened when the pump is energized. The two ballast main
connections, one at the pump suction and one at the pump discharge, allow the
Fire and Ballast pump to be used to add or remove seawater from the tanks. The
ballast main is a common suction and discharge header to and from all 28 tanks.
A separate pump overboard discharge line is provided for pumping ballast
overboard.
{INSERT PHOTO OF ER AREA HERE}
8.6 FIRE AND BALLAST SYSTEMS
Fire And Ballast Pump

The Fire and Ballast pump, located in Shaft Alley, is a vertically mounted,
motor-driven centrifugal pump rated at 1,120 and 550gpm at 108 and 141.5 psi.
The pump takes suction from a seachest (also located in Shaft Alley) and
discharges to a five-valve manifold. The pump discharge manifold gives the
operator a choice of firemain, AFFF, overboard, washdown and ballast
discharge. Note that the washdown system has been removed, but some piping
remains. The five valves are remotely operated. Ballast/Deballast operations
should not be done in port or enclosed waterways so as to limit impact on
indigenous species. Controls for starting and stopping the fire pump, and
continuous displays and alarms for low firemain pressure are located on the EOS
ballast control console and the Bridge Control Station. Automatic valve operation
for the fire pump is sequenced with the fire pump start switch. Fire main pressure
alarms are automatically armed (ready for activation on low pressure) whenever
the fire pump control has been activated.
Ballast Pump
The ballast pump also provides seawater to the 28 ballast tanks via
network of suction and filling piping throughout the ship.
Isolation Valves
The ballast tank isolation valves are all capable of being operated
remotely from the EOS. Reach rod operated valves are fitted with electric motor
drives on the deck stands. Only emergency suction valves and equalizer valves
have "manual only" reach rods (five total). It is important to close all tank valves
when they're not in use in order to preserve the ship's watertight integrity. All the
valves with electric motor drives are controllable from the EOS and all are
equipped with emergency manual handwheels in case of electrical malfunction.
When stripping tanks or pumping from sea- to low-level tanks, it may be
necessary to throttle pump discharge valves to maintain an adequate primp
head.
Ballast Tanks
The Ballast System consists of 28 ballast tanks (including the forward and
aft peak tanks). Each ballast tank contains a liquid level transmitter, which
monitors tank levels from a remote location at the EOS. The liquid level
transmitter also activates a high-level alarm at the ballast control station.
8.6.1 OPERATING PROCEDURES FOR BALLAST SYSTEM
FILLING BALLAST TANKS WITH BILGE AND BALLAST PUMP
1. Open sea suction valve on manifold at suction side of pump.

2. Open gate valve on tank or tanks to be filled.
3. Start ballast pump with discharge valve closed. To avoid water
hammer and power surge, then slowly open after pump is up to speed.
4. After ballast tank has been filled to required level, stop ballast pump
and close valves opened in steps 1 through 3.
FILLING BALLAST TANKS WITH FIRE AND BALLAST PUMP
1. Open seachest suction gate valve on suction side of fire and ballast
pump.
2. Open angle valve at discharge manifold.
3. Open gate valve or valves on tank or tanks to be filled.
4. Start fire and ballast pump.
5. After ballast tank has been filled to required level, stop fire and ballast
pump and close valves opened in Steps 1 through 3.
Ballasting Operations in Port and in Enclised Waterways
Of increasing concern throughout the world is the environmental impact by non-

indigenous species upon local eco-systems. As fish, mollusks and other
organisms can enter the ships ballast tanks through this system, it is very
important that ballasting operations not be performed while the ship is in port or
in enclosed waterways so as to limit the introduction of these non-indigenous
species into an abnormal habitat.
8.7 BILGE SYSTEM
The Bilge System consists of a bilge pump, which can take suction from bilge
manifolds located in the engine room and discharge to the oily waste holding
tank. In addition, two automatic bilge pumps installed at both port and starboard
aft ends of the engine room can automatically pump engine room, machinery
space, and shaft alley bilges. The automatic pumps are controlled by level
switches in their respective wells and are equipped with excess run alarms. This
alarm sounds when a pump has been running for 15 cumulative minutes in 24
hours. The pumps discharge bilge water to the Oily Waste and Waste Oil
Transfer System oily waste holding tank. Bilge drain wells are located at various
low points throughout the ship. Rosebox strainers in these drain wells prevent
debris from entering the piping. A chain locker eductor is provided to pump waste
from the chain locker and two adjacent spaces overboard. A priming unit is
provided to prime various pumps in the Ballast, Bilge, and Firemain and WDCM
Systems. An emergency bilge suction allows the main seawater pumps to
pumpwater out of the Machinery Room.
8.7.1 PHOTO OF SEGREGATED BILGE PUMP HERE
8.7.2 MAJOR COMPONENTS
Segregated Bilge Pump

The pump is located in the forward end of the engine room, port side. It
can be lined up for bilge pumping to the oily-waste holding tank.
Pneumatic Diaphragm Bilge Pump

The pump is located on the deck plate forward of the Port Main Engine
and is the primary pump used for pumping the bilge. This pump replaces the
functionality of the segregated bilge pump and is lined up for pumping to the oily-
waste holding tank.
ndependent Bilge Pump

An independent bilge pump is cross-connected to the bilge and ballast
pumps through a 6-inch bilge suction main. Four bilge wells are connected to the
bilge main, which is served by all three bilge pumps. The independent bilge
pump, located in the shaft alley, is isolated from the main machinery space by
two watertight bulkheads to offer pumping capabilities in the event of lower level
machinery room flooding or similar casualty to bilge and ballast pumps.
Automatic Bilge Pumps

Two automatic bilge pumps are located outboard of the L.O. Transfer
pumps on the port side. One pump takes suction from the aft Port side of the
engine room and the other from the aft Starboard side. These pumps are
controlled by level sensors in their bilge wells, and discharge oily bilge water to
the oily waste holding tank. It must be noted that these pumps are no longer
used but are still operable if desired.
Bilge And Ballast Pump Suction And Discharge Manifolds

The bilge and ballast pump suction and discharge manifolds allow
alignment of various valves off a common suction line. The bilge and ballast
pump suction manifolds provide suction of seawater, ballast, or bilge water. The
bilge and ballast pump discharge manifolds provide discharge from the pumps to
various tanks or overboard.
Chain Locker Eductor

An eductor supplied from the firemain serves three spaces for dewatering.
Three angle check stop valves take suction from the Chain Locker Sump 2-15-0,
unassigned space 2-15-1, and unassigned space 2-15-2. The Chain Locker
Sump is equipped with a high-level alarm.
Priming Unit
The priming unit consists of a seal tank containing fresh water, two
priming pumps, a vacuum tank, and various control devices. The priming unit
evacuates air from the suctions of the bilge and ballast pumps, the independent
bilge pump, the fire and ballast pump, and the oily-waste pumps to ensure that
these pumps are primed with water. The priming unit seal tank is vented to the
atmosphere to ensure that oily-waste pump vapors are expelled out of the
machinery space.
Bilge Drain Wells

The bilge drain wells are located at low points, utilizing rosebox strainers
to prevent debris from entering the piping.
Instruments And Controls

High-level alarms are provided in each space containing bilge drain wells.
The alarms sound in the EOS to alert operating personnel of abnormal bilge
levels. An oil-content alarm is located on the overboard discharge piping to alert
operating personnel that abnormal amounts of oil are being pumped overboard.
Reach Rod Operated Valves

These valves permit pump out using a pump located in an unflooded
space, of a flooded space.
8.7.3 OPERATING PROCEDURES FOR THE BILGE SYSTEM
The Bilge System is designed to use the Pneumatic Diaphragm Bilge Pump and
the Independent Bilge Pump to remove bilge water during normal circumstances.
TO START PNEUMATIC DIAPHRAM BILGE PUMP
1. Open gate valve on oily waste holding tank.

2. Open valve on bilge suction manifold to compartment to be pumped.
3. Open air valve to the pump to begin operation.
TO SECURE PNEUMATIC DIAPHRAM BILGE PUMP
1. Secure ship service air to pump

2. Reverse steps as outlined in start-up procedure.
TO START SEGREGATED BILGE PUMP
1. Open gate valve on oily waste holding tank.

3. Start selected bilge pump and open discharge valve after pump is up
to speed. Throttle discharge valve as necessary to maintain pump
design head.
TO SECURE SEGREGATED BILGE PUMP
1. Stop bilge pump.

TO START INDEPENDENT BILGE PUMP

1. Open fire and overboard discharge valve.
3. Start independent bilge pump and open discharge valve after pump is
up to speed. Throttle discharge valve as necessary to maintain pump
design head.
8.8 OPERATING INSTRUCTION FOR PUMPING CHAIN LOCKER

AND ADJACENT SPACES 2-15-1 AND 2-15-2
These two spaces are cleared of bilge water by means of a water-driven
eductor, using pressurized seawater from the firemain. Bilge water is siphoned
up from the bilge and into the overboard discharge. The following steps shall be
used when starting eductor pump.
1. Open the overboard discharge valve.

2. Open supply from firemain to establish a vacuum on suction line.
3. Open angle stop check suction valve to compartment being pumped.
TO SECURE INDEPENDENT BILGE PUMP

1. Stop independent bilge pump.
8.9. OPERATING INSTRUCTION FOR PUMPING CHAIN LOCKER

AND ADJACENT SPACES 2-15-1 AND 2-15-2
These two spaces are cleared of bilge water by means of a water-driven
eductor, using pressurized seawater from the firemain. Bilge water is siphoned
up from the bilge and into the overboard discharge. The following steps shall be
used when starting eductor pump.
4. Open the overboard discharge valve.

5. Open supply from firemain to establish a vacuum on suction line.
6. Open angle stop check suction valve to compartment being pumped.
8.82 CASUALTY OPERATING PROCEDURES FOR BILGE

In a casualty situation, the main seawater cooling pumps can be cut in to
pump the bilge in the Machinery Room. The following steps shall be used when
pumping the bilges with the main seawater pumps.
1. Open emergency bilge suction angle stop check valve.
2. Secure suction valve(s) on idle pump(s) of main seawater service
system.
3. Secure all but one (1) main seachest.
4. Open emergency bilge angle stop check valve.
5. Close down open seachest valve until satisfactory vacuum reading is
6. Secure auxiliary seawater system, if necessary.
8.8.1
TO SECURE PUMPING WITH EDUCTOR
The following steps shall be used when securing the eductor pump.
1. Close angle stop check valve to compartment being pumped.

2. Secure supply from firemain.
3. Close overboard discharge valve.
8.82 CASUALTY OPERATING PROCEDURES FOR BILGE

In a casualty situation, the main seawater cooling pumps can be cut in to
pump the bilge in the Machinery Room. The following steps shall be used when
pumping the bilges with the main seawater pumps.
7. Open emergency bilge suction angle stop check valve.

8. Secure suction valve(s) on idle pump(s) of main seawater service
system.
9. Secure all but one (1) main seachest.
10. Open emergency bilge angle stop check valve.
11. Close down open seachest valve until satisfactory vacuum reading is
12. Secure auxiliary seawater system, if necessary.

Fire And General Service Pump
The fire and general service pump is a vertically-mounted centrifugal
motor driven pump. The pump takes suction from a two-valve suction manifold,
which gives the operator a choice of seawater suction from the 18-inch seawater
main or suction from the 6-inch ballast main. The firemain discharge valves are
remotely operated. The fire and general service pump is located in the engine
room outboard of the starboard main engine. Controls for starting and stopping
the fire pump, along with continuous displays and alarms for low firemain
pressure, are located in the EOS on the Fire Control Console, the Bridge Fire
Control Console, and from the Fire Control Room (1-138-6). Automatic valve
operation for the fire pump is sequenced with the fire pump start switch. Firemain
pressure alarms are automatically armed (ready for activation on low pressure)
whenever the fire pump control has been activated.
Fire And Ballast Pump

The fire and ballast pump is a vertically mounted motor-driven centrifugal
pump. The pump takes suction from a seachest and discharges to a five-valve
manifold. The pump discharge manifold gives the operator a choice of five
discharge options: firemain, AFFF, overboard, washdown and ballast. The five
valves are remotely operated. Note that while various pipes are still in place, the
washdown system is no longer in use and is blanked off. The fire and ballast
pump is located in the shaft alley.
Emergency Fire Pump

The emergency fire pump is a vertically-mounted motor-driven centrifugal
pump, rated at 535 gpm at 130 psi. The pump takes suction from a seachest and
discharges to a three-valve manifold. The pump discharge manifold gives the
operator a choice of firemain, AFFF or overboard discharges. The three valves
are remotely operated. The emergency fire pump is located in the emergency fire
pump compartment at frame 65.
Fire Stations
Fire stations are located throughout the ship. Fire stations in interior
spaces consist of a 2-1/2-inch cutout valve, a 1-1/2-inch Y-valve, a 50-foot hose,
a nozzle, and a hose rack. An exterior outfit consists of a 2-1/2-inch cutout valve,
two 2-1/2-inch 50-foot hoses, a nozzle, and-a hose rack.
Discharge Manifolds
Discharge manifolds are located on the discharge side of the fire and
ballast pump, the fire and general service pump, and the emergency fire pump.
The discharge manifolds allow the operator multiple choices of discharge from a
single location.
Remote Operator Valves

Remotely operated valves allow valve opening or closing from a remote
area, such as the EOS and BCC. These are operated either by means of a
reach-rod assembly or by electrically-driven 440VAC motor actuators. Some
may be operated by both means.
Seachest Blowdowns
Blowdowns are provided to clear the seachest of foreign matter, using
low-pressure air or steam.
Shore Connections
Two 1-1/2-inch shore connections are provided on both port and starboard
sides of the ship. The shore connection allows the ship to receive firemain
pressure from shore services when in port.
Pump Leak-off
Pump leak-off connections allow the seawater to circulate when valves are
shut to prevent overheating of the pump.
FIREMAIN SYSTEM
The Firemain System supplies seawater to the firemain and the AFFF Fire
Extinguishing System. The Firemain is served by three pumps: one located
forward, one amidships, and one aft. The pumps discharge via separate risers to
the firemain, and AFFF. The firemain and risers are arranged so that damage in
any section will not render the entire system or portions of it inoperative. The
control system provides start and stop switches for each pump. It is possible to
run all three pumps, using one pump for each subsystem.
OPERATING PROCEDURES FOR FIREMAIN
8.9 TO START FIRE AND BALLAST PUMP’

1. Open seachest suction valve.
2. Start fire and ballast pump.
3. Open applicable discharge valve.
4. Monitor all gages and indicators.
TO SECURE FIRE AND BALLAST PUMP
1. Stop fire and ballast pump.

2. Close seachest suction valve.
3. Close all applicable discharge valves.
TO START FIRE AND GENERAL SERVICE PUMP

1. Open seachest suction valve to sea water main.
2. Start fire and general service pump.
TO SECURE FIRE AND GENERAL SERVICE PUMP
1. Stop fire and general service pump.

3. Close all applicable discharge valves.
TO START EMERGENCY FIRE PUMp

1. Open seachest suction valve
2. Start emergency fire pump.
TO SECURE EMERGENCY FIRE PUMP
1. Stop emergency fire pump.

3. Close applicable discharge valve.
8.11 SANITARY FLUSHING SYSTEM
The Sanitary Flushing System provides the flushing water for the ship's
water closets and the Oily-Waste and Waste Oil Transfer System oil-water
separator. The system consists of two sanitary pumps, which take suction from
the distiller seachest and discharge to the sanitary flushing piping system. A
hydro-pneumatic accumulator tank located on the discharge side acts as a
cushion to prevent the constant on-and-off cycling of the pumps when flushing
services are used. A shore connection with a reducing station is provided for use
in port. Various instruments and controls are provided with the system.
8.11 MAJOR COMPONENTS
Sanitary Pumps
Two sanitary pumps provide seawater for flushing the ship's water closets
and oily water separator. During normal operation, one pump is designated as
the service pump, with the other in standby mode. The pumps are cycled by
pressure switches on the hydro-pneumatic tank.
Hydro-pneumatic Tank
The hydro-pneumatic tank contains air and water under pressure. The
tank acts as a cushion to prevent the constant cycling of the sanitary pumps. The
pressure switches for the lead and standby sanitary pumps are located on the
hydro-pneumatic tank.
Flushing Services
The sanitary system does not use fresh water from the Potable Water
Pump System due to the limited supply of fresh water aboard ship. The flushing
services include all water closets and other equipment requiring the use of a
dedicated seawater flushing system. Note that the seachest from which the
sanitary system takes suction is not fitted with a Chloropak connection, due to
the impact the chemicals would have upon the MSD system organisms.
Shore Connection With Reducing Station

Shore connections, located both port and starboard on the main deck,
provide a means to receive flushing water from shore services when the ship is in
port. The reducing station, located at frame 120 on the second deck, serves to
maintain 75-psi flushing system pressure when receiving flushing water from
shore services. The station is equipped with a 150/75-psi reducing valve,
strainer, pressure gage, relief valve set to lift at 83 psi, and a bypass line for
initial shore supply startup.

Pressure switches permit selecting either sanitary pump as a service
pump with the other pump as a standby pump. The service pump starts at 50 psi
and stops at 70 psi. The standby pump starts at 45 psi and stops at 70 psi. The
hydro-pneumatic tank is equipped with a relief valve set to lift at 83 psi and a low-
pressure alarm that sounds at the EOS.
8.12 IN PORT, NOT USING SANITARY PUMPS
The following procedures apply to in port conditions when flushing water is

available to the ship.
1. Secure sanitary pumps, if operating, and close suction and discharge

valves.
2. Close hydro-pneumatic tank isolation valve.
3. Connect flushing hose to ship's main deck flushing connection port or
starboard.
4. Open flushing water supply valve and deck connection valve.
5. Slowly open sanitary water shore connection reducing station outlet
valve.
6. Slowly crack open sanitary water shore connection reducing station
bypass valve. When system pressure is 75 psi, close valve.
Slowly open sanitary water shore connection reducing station inlet valve
Sanitary Pumps
Two sanitary pumps provide seawater for flushing the ship's water closets
and oily water separator. During normal operation, one pump is designated as
the service pump, with the other in standby mode. The pumps are cycled by
pressure switches on the hydro-pneumatic tank.
Hydro-pneumatic Tank
The hydro-pneumatic tank contains air and water under pressure. The
tank acts as a cushion to prevent the constant cycling of the sanitary pumps. The
pressure switches for the lead and standby sanitary pumps are located on the
hydro-pneumatic tank.
Flushing Services
The sanitary system does not use fresh water from the Potable Water
Pump System due to the limited supply of fresh water aboard ship. The flushing
services include all water closets and other equipment requiring the use of a
dedicated seawater flushing system. Note that the seachest from which the
sanitary system takes suction is not fitted with a Chloropak connection, due to
the impact the chemicals would have upon the MSD system organisms.
Shore Connection With Reducing Station

Shore connections, located both port and starboard on the main deck,
provide a means to receive flushing water from shore services when the ship is in
port. The reducing station, located at frame 120 on the second deck, serves to
maintain 75-psi flushing system pressure when receiving flushing water from
shore services. The station is equipped with a 150/75-psi reducing valve,
strainer, pressure gage, relief valve set to lift at 83 psi, and a bypass line for
initial shore supply startup.

Pressure switches permit selecting either sanitary pump as a service
pump with the other pump as a standby pump. The service pump starts at 50 psi
and stops at 70 psi. The standby pump starts at 45 psi and stops at 70 psi. The
hydro-pneumatic tank is equipped with a relief valve set to lift at 83 psi and a low-
pressure alarm that sounds at the EOS.
OPERATING PROCEDURES FOR SANITARY FLUSHING SYSTEM
8.12 IN PORT, NOT USING SANITARY PUMPS

7. .
8.12.1 SHIFTING FLUSHING SUPPLY FROM SHORE TO SHIP SUPPLY
The ship flushing supply is from the distiller seachest. The following are
recommended procedures for shifting the flushing supply.
1. Open sanitary pump suction valves.

2. Vent pump casing.
3. Start pump.
4. Slowly open pump discharge valve.
5. Open hydro-pneumatic tank isolation valve. .
6. Close shore connection supply valve and disconnect hose.
7. See Potable Water and Sanitary Flushing Skids technical manual T9533-
AH-MMC-010 (Technical Manual #64 in the Tech Library) for detailed
operation description of sanitary flushing skid pumps.
LUBE OIL SYSTEM
CHAPTER 9 TABLE OF CONTENTS......................................

LUBE OIL SYSTEM.................................................................................................................. 1
9.0 LUBRICATING OIL SYSTEMS............................................................................................. 3
General Information for Lubricating Oil (LO) Systems ................................................................. 4
9.1 ENGINE LUBRICATING OIL STORAGE AND TRANSFER SYSTEMS .......................... 4
MAJOR COMPONENTS............................................................................................................... 5
9.1.1 Main Engine Lube Oil Storage Tank ..................................................................................... 5
9.1.2 Main Engine Lube Oil Settling Tank..................................................................................... 5
9.1.3 Lube Oil Transfer Pump ........................................................................................................ 5
Requirements When Transferring Lube Oil or Filling Lube Oil Tanks From Deck ...................... 5
9.2 Operating Procedures for Engine Lubricating Oil Fill and Transfer System ........................... 6
WARNING ................................................................................................................................. 7
9.2.1 Transfer of Engine Lubricating Oil from Tank to Tank Using Transfer Pumps ................... 7
9.2.2 Transfer Engine Lubricating Oil from Tank to Tank, Using Purifiers .................................. 7
9.2.3 Transfer Engine Lubricating Oil From Tank To Deck .......................................................... 8
9.2.4 Renovation of Engine Oil ...................................................................................................... 9
9.3 MAIN ENGINE LUBE OIL PURIFICATION SYSTEM ............................................... 9
MAJOR COMPONENTS..................................................................................................... 10
9.3.1 Main Engine Lubrication Oil Purifier Pump ....................................................................... 10
9.3.2 Main Engine Lube Oil Purifiers........................................................................................... 10
9.3.3 Main Engine Lube Oil Polishing Filter................................................................................ 11
9.4 NORMAL OPERATION OF MAIN ENGINE LUBE OIL PURIFICATION SYSTEM ..... 11
9.4.1 Periodic Inspection of Main Engine Lube Oil Purifiers ...................................................... 12
9.5 MAIN ENGINE LUBE OIL PURIFICATION SYSTEM CASUALTY CONTROL
PROCEDURES............................................................................................................................. 13
9.5.1 Automatic Shutdown ........................................................................................................... 13
9.5.2 Emergency Shutdown .......................................................................................................... 13
9.5.3 Operation with Only One Main Engine Lube Oil Purifier .................................................. 13
WARNING ................................................................................................................................... 14
9.5.4 Failure of Both Main Engine Lube Oil Purifiers ................................................................. 14
9.6 SSDG LUBE OIL PURIFICATION SYSTEM...................................................................... 14
9.6.1 MAJOR COMPONENTS.................................................................................................... 15
9.6.2 SSDG Lube Oil Purifier Pump ............................................................................................ 15
9.6.3 SSDG Lube Oil Purifiers ..................................................................................................... 15
9.6.4 Normal Operation of SSDG Lube Oil Purification System................................................. 16
9.6.5 Periodic Inspection of SSDG Lube Oil Purifier .................................................................. 17
9.7 SSDG LUBE OIL PURIFICATION SYSTEM CASUALTY CONTROL PROCEDURES 18
9.7.1 Automatic Shutdown ........................................................................................................... 18
9.7.2 Emergency Shutdown .......................................................................................................... 18
9.7.3 Troubleshooting Guide ........................................................................................................ 18
9.7.4 Operation without the SSDG Lube Oil Purifier................................................................... 18
WARNING ................................................................................................................................... 19
1
9.7.5 Failure of the SSDG LO Purifier ......................................................................................... 19
9.8 MAIN ENGINE LUBRICATING OIL SERVICE SYSTEM................................................ 20
9.8.1 MAJOR COMPONENTS.................................................................................................... 20
Main Engine Sump Tank .............................................................................................................. 20
Standby Lubricating Oil Pump ..................................................................................................... 20
Main Lubricating Oil Pump .......................................................................................................... 21
Main Engine Lubricating Oil Self-Cleaning Filter ....................................................................... 21
9.9 OPERATING PROCEDURES FOR MAIN ENGINE LUBRICATING OIL SERVICE
SYSTEM....................................................................................................................................... 21
9.9.1 Main Engine Lubricating Oil Service System Warm-up..................................................... 21
9.9.2 Main Engine Lubricating Oil Service System Startup......................................................... 21
9.9.3 Main Engine Lubricating Oil Service System Normal Operation ....................................... 23
9.9.4 Main Engine Lubricating Oil Service System Shutdown .................................................... 23
9.9.5 Casualty Control Procedures for the Main Engine Lubricating Oil Service System........... 24
9.9.6 Abnormal Lubricating Oil Indications................................................................................. 24
9.10 SHIP SERVICE DIESEL GENERATOR LUBRICATING OIL SERVICE SYSTEM
............................................................................................................................................... 24
9.10.1 MAJOR COMPONENTS.................................................................................................. 24
Engine-Driven Lubricating Oil Pump........................................................................................... 24
Lubricating Oil Priming Pump...................................................................................................... 25
Automatic Lubricating Oil Filter .................................................................................................. 25
Operating Conditions for Ship's Service Diesel Generator Lubricating Oil Service System ....... 25
Operating Procedures for Ship's Service Diesel Generator Lubricating Oil Service System....... 25
9.10.2 Ship Service Diesel Generator Lubricating Oil Service System Start Up ......................... 25
9.10.3 Ship Service Diesel Generator Lubricating Oil Service System Shutdown ...................... 26
9.10.4 Casualty Control Procedures for Ship’s Service Diesel Generator Lubricating Oil Service
System........................................................................................................................................... 26
9.10.5 Abnormal Lubricating Oil Indications............................................................................... 26
9.11 REDUCTION GEAR LUBRICATING OIL SERVICE SYSTEM ............................. 26
Reduction Gear Lube Oil Storage Tank........................................................................................ 27
Reduction Gear Lube Oil Settling Tank ....................................................................................... 27
Gear Sump .................................................................................................................................... 27
Reduction Gear Lubricating Oil Pump ......................................................................................... 27
9.11.2 Emergency Lubricating Oil Head Tank............................................................................. 28
9.11.3 Thermostatic Control Valve............................................................................................... 28
9.11.4 Requirements When Transferring Reduction Gear Lube Oil Or Filling Lube Oil Tanks
From Deck .................................................................................................................................... 28
9.11.5 Operating Procedures for Reduction in Gear/Bearing Lubricating Oil Storage and Settling
System........................................................................................................................................... 29
9.11.6 Transfer Reduction Gear/Bearing Lubricating Oil from Tank to Tank, Using Transfer
Pumps............................................................................................................................................ 29
9.11.7 Transfer Reduction Gear/Bearing Lubricating Oil from Tank to Tank, Using Purifiers... 30
9.11.8 Transfer Reduction Gear Lubricating Oil from Tank To Deck ......................................... 31
9.11.9 Renovation of Reduction Gear or Thrust Bearing Lube Oil.............................................. 32
2
9.11.10 Cleanliness of Reduction Gear Lubricating Oil............................................................... 32
9.12 OPERATING PROCEDURES FOR REDUCTION GEAR LUBRICATING OIL SERVICE
SYSTEM....................................................................................................................................... 33
9.12.1 Preparation For Reduction Gear LO System Startup......................................................... 33
9.12.2 Reduction Gear Lubricating Oil Service System Startup .................................................. 33
9.12.3 Normal Underway Operation of Reduction Gear Lubricating Oil System........................ 33
9.12.4 Operation Of Main Engine Lube Oil Purifier On Reduction Gear LO System................. 34
Reduction Gear Lubricating Oil Service System Shut Down....................................................... 35
9.12.6 Casualty Control Procedures for Reduction Gear Lubricating Oil Service System .......... 35
9.13 MAIN THRUST BEARING LUBRICATING OIL SERVICE SYSTEM .................. 36
Rotary Pumps................................................................................................................................ 36
Sump Tank .................................................................................................................................... 36
WARNING ............................................................................................................................... 36
Lubricating Oil Cooler.................................................................................................................. 37
Operating Procedures for the Thrust Bearing Lubricating Oil Service System............................ 37
9.13.2 THRUST BEARING LUBRICATING OIL SYSTEM STARTUP.................................. 37
.13.3 NORMAL OPERATION OF THRUST BEARING LUBRICATING OIL SYSTEM....... 37
9.13.4 Thrust Bearing Lubricating Oil System Shutdown............................................................ 38
9.14 Stern Tube Lubricating Oil Service System ................................................................. 38
9.14.1 Major Components..................................................................................................... 38
Head Tank..................................................................................................................................... 38
Drain Tank .................................................................................................................................... 38
The Rotary Lubricating Oil Pumps............................................................................................... 39
Emergency Hose Connection........................................................................................................ 39
CAUTION..................................................................................................................................... 39
Emergency Grease Fittings ........................................................................................................... 39
Inflatable Seal ............................................................................................................................... 39
Forward Seal Tank........................................................................................................................ 39
Forward Seal Pump....................................................................................................................... 40
Sample Connections...................................................................................................................... 40
9.14.2 Operating Procedure for the Stern Tube Lubricating Oil Service System......................... 40
9.14.3 Stern Tube Lubricating Oil System Startup....................................................................... 40
9.14.4 Normal Operation of Stern Tube Lubricating Oil System................................................. 41
9.14.5 Stern Tube Lubricating Oil System Shutdown .................................................................. 41
9.14.6 Recommended Lubricating Oils ........................................................................................ 41
9.0 LUBRICATING OIL SYSTEMS

Introduction
This chapter describes the various subsystems comprising the Lubricating Oil Systems,
along with standard operating procedures for normal and emergency (i.e., casualty) modes of
3
operation. Each system component is described to include its function, design ratings, and any
information that may prove helpful to the operator.
General Information for Lubricating Oil (LO) Systems

There are five major lube oil systems included in the machinery plant to supply the main
engines, ship service diesel generators (SSDG), reduction gear, thrust bearing, and stern tube.
Three different grades of lube oil (LO) are used in these systems. Engine LO, used in the main
engines and SSDG is a high viscosity, alkaline mineral oil with detergent additives. Reduction
gear/thrust bearing LO is a lower viscosity mineral oil with extreme-pressure additives. Stern
tube oil is a turbine-grade mineral oil. All three of these oils are different and should never be
mixed. The use of a mixture of oil in any LO system can lead to component failure. Only oil
listed for a specific system should be used in that system. Use of oil other than the specified oil
can lead to component failure. Further, oil used in each of the main engines and each of the
SSDG's will deteriorate differently and LO analysis can provide clues of engine condition.
Therefore, the LO of each engine should be kept separate and piping is arranged to facilitate this.
In addition to the five major LO systems, three subsystems are provided for LO storage and
transfer, main engine LO purification, SSDG LO purification. Interconnecting piping,
particularly in the storage and transfer system and in the main engine purification system, creates
a risk of mixing LO between systems, which must be avoided through locked-shut valves, and
operator care. Recommended lube oils for most major and minor systems are listed in table 4-18
at the end of this chapter. Recommendations not listed may be found in the component
manufacturer's technical manual listed in table 1-2. Substitute oils may be used if their
specifications match those of the recommended oils.
9.1 ENGINE LUBRICATING OIL STORAGE AND TRANSFER SYSTEMS
Separate deck fill connections and tanks are provided for main engine LO and reduction
gear LO to keep these systems separate. This segregation extends as far as the lube oil transfer
pump in order to limit the amount of oil lost to flushing when different LO grades must be
transferred. Main engine LO storage is used to fill the SSDG LO system. Portable oil drums are
used to fill the stern tube oil system. Reduction gear, thrust bearing, and stern tube LO storage
and transfer are described in later sections of this chapter. Engine (main engine and SSDG) LO
storage and transfer components are described in the following paragraphs and listed in tables.
The waste oil tank (6144-0), which collects all LO lost to flushing as well as other lube oil and
fuel mixes, is part of the oily waste and waste oil transfer system.
4
MAJOR COMPONENTS
9.1.1 Main Engine Lube Oil Storage Tank
The main engine LO storage tank receives engine oil from either of the two deck fill
connections and stores it until the oil is transferred to replenish the main engine or SSDG LO
systems. It also receives recirculating flow from the main engine LO purifiers and overflows
into the main engine LO settling tank. The overflow line is vented to atmosphere at main deck.
The tank has a high-level alarm and a tank level indicator.
9.1.2 Main Engine Lube Oil Settling Tank
The main engine LO settling tank can be filled from deck fill connections or from main
engine LO storage tank overflow. A steam coil in the tank heats the oil to accelerate the settling
of contaminants and the evaporation of moisture. Settled contaminants are then drained from the
bottom of the tank to the waste oil tank. A thermostatically controlled steam valve controls
steam flow to maintain the tank at 130°F and a high temperature alarm is set at 150°F. The main
engine LO settling tanks overflows to the main engine LO purifier sludge tank and the overflow
line are vented to atmosphere at main deck. Like the main engine LO storage tank, the settling
tank can transfer oil through the LO purifiers or the transfer pump to replenish main engine or
SSDG sump tanks. Also like the storage tank, the settling tank has a high level alarm and a tank
level indicator.
9.1.3 Lube Oil Transfer Pump
The LO transfer pump is a motor-driven, screw-type pump rated at 40 gpm and 50 psi. It
is used to transfer LO between various tanks and sumps and is used for both main engine/SSDG
engine oil and reduction gear/thrust bearing oil transfers. Because of the possibility of mixing
different grades of oil with the transfer pump, most of its various suction and discharge valves
are locked shut and its lines must be carefully flushed before it can switch systems. It can be
lined up to high suction in storage/settling tanks to replenish sump tanks or can be lined up to
low suctions to pump contaminated LO into the waste oil tank. The pump is protected against
damage by a relief valve on its discharge and by a suction strainer.
Requirements When Transferring Lube Oil or Filling Lube Oil Tanks From Deck
Prior to transferring lubricating oil, the following requirements shall be met: (Refer to 33,
Code of Federal Regulations (CFR), Chapter 1, Subchapter 0 for specific rules and regulations
governing transfer of lubricating oils).
1. Watches shall be posted at all locations of possible oil spills including tank vents
and deck fills connections if they are involved. Direct communication to all
5
transfer stations shall be established before starting evolution and all tanks not
involved in the transfer shall be isolated.
2. Check-off lists of all locations and procedures necessary for system line-up and
operations shall be established and maintained to reflect the installed system.
Double-checking of all valves is essential to ensure that only those tanks involved
in the transfer evolution are lined up.
3. Every person involved in the transfer shall be formally qualified in transfer
procedures, emergency procedures, and communication requirements.
4. Continuous tank sounding and indicator monitoring at remote tank level indicator
of tank being filled shall be maintained and reported to the control console
operator. Additionally all tanks shall be sounded to ensure that only those tanks
being filled are receiving LO. Sounding valves shall be securely closed after each
use.
5. Precautionary measures shall be taken to minimize the damage of an oil spill,
should one occur, including blocked scuppers, availability of adequate trained
manpower, and availability of sufficient containment and cleanup of equipment.
6. At the first sign of spilling, improper tank level changes, or any other
malfunction, LO transfer shall be stopped immediately and shall be restarted only
after the problem is corrected.
9.2 Operating Procedures for Engine Lubricating Oil Fill and Transfer System
Normally main engine and SSDG sump tank filling is performed using the main engine and
SSDG LO purifiers. In an emergency the transfer pump can be used to fill a sump tank but this
would introduce unpurified oil into the service system. The transfer pump can also be used to
pump contaminated oil from the low suction of the main engine LO storage or settling tank to the
waste oil tank. If a main engine purifier is to be used for reduction gear LO purification or sump
tank filling, the purification loop used should be thoroughly flushed before and after the
operation to minimize the amount of LO cross contamination. In such situations, it may be
desirable to use the LO transfer pump to pump from the high suction of the main engine LO
settling tank (or even the storage tank) to the sump tank being filled. If the transfer pump also
requires flushing before it can be used to pump engine oil, gravity transfer may be considered as
a means of filling the sump tanks.
Since the main engine LO setting tank (and storage tank) are above the sump tanks, their
high suction connections can be opened to flow directly into any main engine or SSDG sump
tank, thus bypassing both the purifiers and the LO transfer pump. The gravity transfer method is
slower than the other two methods but may be useful to avoid the delays required for flushing the
purifiers or the LO transfer pump if they have been used to pump reduction gear/thrust bearing
LO. Piping is provided to connect the deck fill connections to the transfer pump suction or to
gravity fill any sump tank. Such connections present a great risk of contamination reaching the
engines, however, and should be avoided. Specific operating procedures for the main engine and
6
SSDG LO subsystems are provided in technical manuals #144 and #184 (T9233-AK-MMC-010
and T9311-A5-MMC-010).
WARNING
Do not drain oil from a main engine sump or SSDG oil pan
while the engine is running, even while simultaneously filling
that same sump or oil pan.
9.2.1 Transfer of Engine Lubricating Oil from Tank to Tank Using Transfer Pumps
1. Ensure that all tank isolation valves are closed.

2. Open suction valve at applicable tank from which LO is to be transferred. Main
engines LO storage and settling tanks have both high and low suctions. If transfer
is from storage or settling tank to any sump tank, open high suction valve. If
transfer is from storage or settling tank to waste oil tank, open low suction valve.
3. Open applicable transfer pump suction valve or valves.
4. Open applicable inlet valve at tank or sump to be filled.
5. Open applicable transfer pump discharge valve to tank or sump to be filled.
6. Start transfer pump. Ensure that only those tanks involved in transfer are
changing in fluid level, by taking soundings of all tanks.
7. After LO has been transferred, stop transfer pump and close all valves previously
opened for this operation. Lock all valves designated as being locked-closed.
9.2.2 Transfer Engine Lubricating Oil from Tank to Tank, Using Purifiers

2. Ensure that ships service air and control air is available at purifier skid.
3. Open sump suction valve at applicable tank from which lubricating oil is to be
transferred and purified. Main engines LO storage tank low suction and main
engine LO settling tank high and low suctions are available for the purifiers.
The low suctions should not be connected to the purifiers unless contaminants
in each tank have been settled out and drained to the waste oil tank or have been
purified out.
4. Open applicable purifier pump suction valve or valves.
WARNING
7
Engine Lube Oil system and reduction gear LO system use
different grades of lube oil. Do not mix these grades.
5. If main engine LO purifier has been used to purify reduction gear LO, flush
system and piping with main engine LO to prevent contamination of reduction
gear LO into main engine LO.
1. Close purifier pump discharge valve to purifier skid.

2. Open purifier pump discharge valve to waste oil tank.
3. Start pump. When all reduction gear LO is flushed through pump
and pump is discharging main engine LO, stop pump.
4. Open vent and drain valves on heater and purifier.
5. Clean purifier in accordance with manufacturer technical manual
#10 (T9261-AG-MMC-010).
6. Close heater LO outlet valve and ensure that heater bypass is closed.
7. Close purifier pump discharge valve to waste oil tank and open
pump discharge to purifier skid.
8. Start and stop purifier pump as required to fill and drain heater three
times.
9. Ensure that purifier cleaning is complete and that purifier is ready for
operation.
10. Open and close valves as required to line up recirculation flow to
appropriate main engine LO sump tank, or to main engine LO
storage tank.
9.2.3 Transfer Engine Lubricating Oil From Tank To Deck
1. Ensure that all requirements for transferring lube oil involving deck fill
connections are followed throughout this procedure.
3. Open suction valve at applicable tank from which LO is to be transferred. Note
that the main engine LO storage and settling tanks have both high and low
suctions and that use of low suction may carry contaminants to deck connections.
If this is desirable use low suction; otherwise, use high suction.
5. Open transfer pump discharge valves to deck fill header.
6. Open deck fill connection isolation valve and ensure that discharge hose is
properly connected to LO receptacle of sufficient capacity.
7. Start transfer pump. Ensure that only the tank being transferred is decreasing in
level, by sounding all tanks.
8
8. After LO has been transferred, stop transfer pump and close all valves previously
opened for this operation. Lock all vales designated on figure 4-1 as being
locked-closed.
9.2.4 Renovation of Engine Oil
1. Ensure that steam is available and open steam supply and condensate return
valve for main engine LO settling tank.
2. Transfer lube oil to be renovated from appropriate sump tank to settling tank,
using transfer pump.
3. If required, refill drained sump tank from main engine LO storage tank using
transfer pump and storage tank high suction.
4. Allow settling tank to remain undisturbed for approximately 24 hours and
periodically check thermometer to ensure that tank temperature remains at 130F
throughout this settling period.
5. Transfer settled waste oil and water to waste oil tank using transfer pump and
settling tank low suction.
6. Draw an oil sample from settling tank and visually verify that the oil is clear and
bright with no visible particulate content or fogginess. If possible, deliver oil
sample to an approved shore facility for complete analysis.
7. After renovated oil has been sampled and accepted for reuse, transfer oil from
settling tank to sump tank, using LO purifiers and settling tank high suction.
Note warning in that procedure to flush any purifier, which has been used to
purify reduction gear LO.
8. Operate LO purifier on refilled sump until purifier no longer removes any water
from the oil.
9. Return purifier, sump tank, and associated engine to normal operation.
9.3 MAIN ENGINE LUBE OIL PURIFICATION SYSTEM

The main engine LO purification system consists of separate purification loops for each
main engine. These loops may be connected through locked-closed valves for emergency use.
Either purifier may also be used to purify reduction gear/thrust bearing LO but this also involves
locked-closed valves and requires extensive flushing both before and after such use to prevent
mixing engines LO with reduction gear LO. In normal service at sea, both purifiers are in
continuous operation. They may both be operated continuously in port, as well.
9
MAJOR COMPONENTS
The main engine LO purification system consists of two main engine LO purifier pumps,
two steam heaters, two electric heaters, two separator (purifier) units, one sludge tank, one
sludge pump, and two polishing filters. Each purifier pump draws LO from one main engine
sump and discharges the LO to one heater. Each heater uses steam to increase LO temperature
before it reaches a purifier. The higher temperature corresponds to the optimum
viscosity/density range for efficient LO purification. Each purifier removes most of the solid
contaminants and water from the LO. The LO is discharged from the purifier through a
polishing filter back to the original main engine sump. The piping allows for two separate
purification loops to be operated at the same time. When the main engines are in operation, each
sump is normally being continuously purified by a dedicated purification loop. If a main engine
LO purification system component fails, the system can be cross-connected at the purifier pump
suction and discharge, and the purifier discharge, to allow purification of the LO in either main
engine sump. In an emergency, one purification loop can be used to purify reduction gear/thrust
bearing LO. This is normally not done because proper main engine operation requires
continuous LO purification. However, when one or both main engines are shut down, reduction
gear/thrust bearing purification can be accomplished as long as the purifier used is thoroughly
flushed and cleaned before it is returned to main engine LO operation. The main engine LO
sludge pump functions identically to the fuel oil purification system sludge pump as discussed in
paragraph. Details of the main engine LO purification system is provided in the manufacturer's
technical manual #10 (T9261-AG-MMC-010).
9.3.1 Main Engine Lubrication Oil Purifier Pump
Each main engine purifier pump is a motor-driven positive-displacement gear pump with
a simplex suction strainer and a relief valve, which discharges back to the pump suction. The
purifier pumps pump LO to the heaters at a higher rate than the purifiers can operate. This
requires that a flow control valve at the heater inlet be throttled, to allow some LO to bypass the
heater and purifier and flow directly to the purifier discharge piping. A flow meter in the purifier
inlet piping is provided for this purpose.
9.3.2 Main Engine Lube Oil Purifiers
Each main engine LO purifier is a conventional, self-cleaning unit with gravity disk
control of the interface. An air-activated, 3-way bypass valve at the inlet diverts LO flow
directly to the purifier discharge during transients as determined by the Electronic Programmable
Controller (EPC-30) control system. As LO passes through the disk stack, solids and water
migrate outward under centrifugal force. The cleared LO is then discharged from the top of the
10
bowl by a paring disk. The solids accumulate at the outer periphery of the bowl and are
discharged periodically to the sludge tank. The operator programs the frequency of these
discharge cycles into the EPC-30 control system. The EPC-30 initiate ' s a sludge discharge
cycle by applying control water pressure to the top of a slide assembly, which opens the bowl,
and terminates the cycle by releasing the water pressure.
9.3.3 Main Engine Lube Oil Polishing Filter
Each main engine LO polishing filter cleans the LO purifier discharge before it returns to
the main engine sump tanks. It has a very high filtration rating and is able to remove particles
much smaller than any other filter in the system. Because it is so fine, the filter cartridge element
is particularly susceptible to clogging and a differential pressure alarm is installed to ensure that
the filter is cleaned before lube oil flow to the sump tank is affected.
9.4 NORMAL OPERATION OF MAIN ENGINE LUBE OIL PURIFICATION

SYSTEM
The following are steps taken to properly establish main engine lubrication for normal operation.
1. When main engines are to be operated, operate main engine purification subsystem in
split plant operation to provide dedicated purification of each main engine sump for
each main engine. Ensure that all tank isolation valves are closed.
1. Ensure that ship's service air and control air are available to purifier skid and
that purifier is clean, correctly reassembled with all parts secure and ready
for operation, with brake off, and with oil sump filled.
2. Ensure that purifier pump suction and discharge cross-connect valves and
purifier discharge cross-connect valves are closed.
3. Ensure that steam is available to heater.
4. Ensure that fresh water tank is full. Continuously monitor fresh water tank
level and refill as required.
5. Open purifier pump suction isolation valves and purifier recirculation
isolation valves and starts the purifier pump.
6. Start the purifier. When up to speed, close the bowl by opening the water
supply valve to the bowl-closing circuit. When bowl is closed, open oil inlet
valve to purifier.
7. As oil temperature approaches normal at heater outlet, close water outlet ball
valve and open water supply ball valve for 10 seconds, then reopen water
outlet ball valve. This establishes an oil-water interface.
8. Move the three-way valve to the FEED position. Adjust throughput flow to
12.3 gpm by throttling recirculation valve after purifier pump.
11
9. Set the automatic sludge discharge timer for two hours, or at a different
period if experience shows that two hours is too long or not long enough for
adequate sludge discharge. See manufacturer's technical manual #10
(T9261-AG-MMC-010, Section 4).
10. Continuously monitor main engine sump tank levels and adds makeup LO as
required.
2. If required, add makeup LO to main engine sump.

1. Slowly open purifier recirculation to main engine LO storage tank isolation
valve. This action along with step 2.2 will prevent storage tank LO from
recirculating past the purifier and directly into the sump tank once filling
begins in step 2.4.
2. Close purifier recirculation to main engine sump isolation valve.
3. Slowly open purifier pump main engine LO storage tank suction isolation
valves. Open isolation valve at storage tank for purifier recirculation.
4. Slowly close purifier pump main engine suction valve. Main engine sump is
now being filled with purified LO from storage tank while unpurified
(recirculating) LO is being returned to the storage tank.
5. Continuously monitor main engine sump level.
6. When main engine sump level is near high end of operating band, slowly open
purifier pump main engine sump suction isolation valve.
7. Slowly close purifier pump suction isolation valves for storage tank.
8. Slowly open purifier recirculation to main engine sump isolation valve.
9. Slowly close purifier recirculation to storage tank isolation valve.
10. Monthly, take LO analysis samples from purifier inlet and discharge.
11. After either main engine is secured, shut down its dedicated main engine
purification system.
1. If required, fill main engine sump (steps 2.1 through 2.9).
2. Shut off steam to heater and move three-way valve to
RECIRCULATE position.
3. Force three sludge discharge cycles. See manufacturer's
technical manual #10 (T9261-AG-MMC-010, Section 4).
4. When purifier stops, stop purifier pump.
5. Close purifier pump suction valve at main engine sump and
purifier recirculation valve.
9.4.1 Periodic Inspection of Main Engine Lube Oil Purifiers
The LO purifiers should be taken out of service, opened for inspection, and manually
cleaned after every 1000 hours of operation unless experience can establish that a longer interval
between inspections is reasonable. Engine condition and usage and the quality of fuel oil being
used may also impact the periodicity of purifier inspections. Step-by-step cleaning and
inspection procedures are provided in the manufacturer's technical manual #10 (T9261-AG-
MMC- 010, Section 5).
12
9.5 MAIN ENGINE LUBE OIL PURIFICATION SYSTEM CASUALTY

CONTROL PROCEDURES
9.5.1 Automatic Shutdown
The main engine LO purifiers respond automatically to several casualty conditions as sensed
by the EPC-30 control system.
9.5.2 Emergency Shutdown
A main engine LO purifier can be manually shut down in an emergency using the following
procedure.
• Switch off purifier motor instantly.

• Apply brake instantly.
• Manually set three-way valve in its FEED position instantly.
• Shut off steam to heater.
• After purifier bowl has completely stopped, switch off purifier pump and EPC-30
control system and reset three-way valve to its RECIRCULATION pos9.5.3
Troubleshooting Guide.
See the troubleshooting guides in manufacturer's technical manual #10 (T9261-AG-MMC-010,

Sections 4 and 7).
9.5.3 Operation with Only One Main Engine Lube Oil Purifier
A main engine can be operated without a LO purifier but, over time, the deterioration of LO
quality will lead to excessive wear and early failure of main engine components. If a LO purifier
fails, operate as follows:
1. If the LO quality is known to be reasonably good, operate the main engine

normally for up to 72 hours.
2. If the LO quality is questionable or if the engine has operated without a
purifier for 72 hours, stop the engine, transfer sump tank LO to the settling
tank, refill sump with fresh LO, and restore engine to normal operation for
up to 72 hours. Do not attempt to change sump LO with engine running.
13
3. If the failed LO purifier cannot be returned to service after 72 hours of
operation on fresh oil, shift both main engines from fuel oil to DFM and
use the remaining LO purifier alternatively on each engine in 24-hour
cycles. After a period of operation in this mode, one engine can be
switched back to fuel oil and receive 18 hours of purification per day
while the engine on DFM receives 6 hours of purification.
WARNING
Do not attempt parallel operation of both main engines on only
one LO purifier. Inherent unbalance in the two systems can
lead to the transfer of LO in one main engine sump to the
opposite sump.
9.5.4 Failure of Both Main Engine Lube Oil Purifiers
If both Main Engine LO Purifiers are unavailable, proceed as follows:

1. If the LO quality is known to be reasonably good, operate both main
engines normally for up to 72 hours.
2. Attempt to restore at least one LO purifier to service by interchanging
components, some components must be exchanged as complete units. If
one purifier is restored, operate as described in paragraph 4-3.4.4.
3. If the LO quality is questionable or if the main engines have operated
without purification for 72 hours, stop the engines one at a time, transfer
sump tank LO to the settling tank, refill sump with fresh LO, and restore
engines to normal operation for up to 72 hours. Do not attempt to change
sump LO with engine running.
4. If no LO purifier can be returned to service after 72 hours of operation on
fresh oil, shift both main engines from fuel oil to DFM.
9.6 SSDG LUBE OIL PURIFICATION SYSTEM

The SSDG LO purification system is shown in Fig 4-1, sheet 3. The system is in continuous
use at all times during SSDG operation, and may be used when SSDG's are shut down as well.
Each SSDG oil pan overflows to an independent oil sump, from which a purifier pump takes
suction from. The purifier discharge is directed back to the same SSDG oil pan. When two
SSDG's are operating, the system is operated in two separate loops, one for each SSDG in use.
14
When only one SSDG is operating, only a single loop is used. A loop is comprised of an
independent sump, a purifier pump, heater and one purifier.

The SSDG LO purification system consists of two SSDG LO purifier pumps, two heaters,
two separator (purifier) units, one sludge tank, and one sludge pump. Each purifier pump draws
LO from one SSDG sump and discharges the LO to one heater. Each heater uses steam to
increase LO temperature before it reaches a purifier. This heightened temperature corresponds to
the optimum viscosity/density range for efficient LO purification. Each purifier removes most of
the solid contaminants and water from the LO. The LO is discharged from the purifier to one of
the SSDG oil pans which then overflows back to the original SSDG sump. The piping allows for
two separate purification loops to be operated at the same time. When two SSDG's are in
operation, each oil pan is normally being continuously purified by a dedicated purification loop.
If an SSDG LO purification system component fails, the system can be cross-connected at the
purifier pump suction and discharge, and at the oil pan supply valves, to allow purification of the
LO in any SSDG oil pan and sump. The SSDG LO sludge pump functions identically to the fuel
oil purification system sludge pump. Details of the SSDG LO purification system is provided in
the manufacturer's technical manual #7 (T9261-AK-MMC-010).
9.6.2 SSDG Lube Oil Purifier Pump
Each SSDG LO purifier pump is a motor driven, positive-displacement gear pump with a
simplex strainer and a relief valve, which discharges back to the pump suction.
9.6.3 SSDG Lube Oil Purifiers
Each main engine LO purifier is a conventional, self-cleaning unit with gravity disk control
of the interface. An air-activated, 3-way bypass valve at the inlet diverts LO flow directly to the
purifier discharge during transients as determined by the EPC-30 control system. As LO passes
through the disk stack, water and solids migrate outward under centrifugal force. The cleaned
LO is then discharged from the top of the bowl by a paring disk. The solids accumulate at the
outer periphery of the bowl and are discharged periodically to the sludge tank. The operator
programs the frequency of these discharge cycles into the EPC-30 control system. The EPC-30
initiates a sludge discharge cycle by applying control water pressure to the top of a slide
assembly that opens the bowl and terminates the cycle by releasing the water pressure.
15
9.6.4 Normal Operation of SSDG Lube Oil Purification System
1. When SSDG's are to be operated, operate SSDG purification subsystem in

split plant operation to provide dedicated purification of each operating
SSDG.
2. Ensure that ship's service air and control air are available to
purifier skid and that purifier is clean, correctly
reassembled with all parts secure, and ready for operation,
with brake off, and with oil sump filled.
3. Ensure that purifier pump suction and discharge cross-
connect valves, purifier discharge cross-connect valves, and
purifier recirculation valves are closed.
5. Ensure that fresh water tank is full, Continuously monitor
fresh water tank level and refill as required.
6. Open oil pan overflow valve to SSDG lube oil independent
sump tank.
7. Open purifier pump independent sump tank isolation valve
for one purifier pump.
8. Open purifier discharge to oil pan isolation valves. Ensure
that purifier discharge valves opened are for oil pan
draining to independent sump tank and for the same
purifier supplied by purifier pump lined up to independent
sump tank.
9. Repeat steps 1.6 through 1.8 for oil pan of other SSDG to
be operated, for other SSDG lube oil sump tank, and for
other purifier pump and purifier. Ensure that established
purification loops are not cross connected at any point in
system, and then start purifier pumps.
10. Start the purifiers. When up to speed, close the bowls by
opening the water supply valves to the bowl-closing circuit.
When bowl is closed, open oil inlet valve to each purifier.
11. As oil temperature approaches normal at heater outlet,
close water outlet ball valve and open water supply ball
valve for 10 seconds, then reopen water outlet ball valve.
This establishes an oil water interface.
12. Move the three-way valve to the FEED position.
13. Set the automatic sludge discharge timer for two hours, or
at a different period if experience shows that two hours is
too long or not long enough for adequate sludge discharge.
See manufacturer's technical manual #7 (T9261-AK-MMC-
010, Section 4).
14. Continuously monitor sump tank levels and adds make up
LO as required. If one tank level is decreasing and other
16
tank level is increasing, purification loops are cross
connected. If purification loops are cross connected, shut
down SSDG purification subsystem (steps 1 and 2) and
repeat steps 1 through 13.
2. If required, add makeup LO to SSDG lube oil independent sump tanks.

3. If operating SSDG's have been shifted, switch purification loop from
shutdown SSDG to newly started SSDG.
1. Slowly open oil pan overflow valve for newly
started SSDG to same sump tank as shutdown
SSDG.
2. Slowly open purifier discharge valves to newly
started SSDG. Ensure that purifier discharge is
from same purifier used on shutdown SSDG.
3. Slowly close purifier discharge to shutdown SSDG.
4. Slowly close oil pan overflow from shutdown
SSDG.
5. Repeat step 14.
4. Monthly, take LO analysis samples from purifier inlet and discharge.

5. When all SSDG's are secured, shutdown SSDG purification subsystem.
1. Shut off steam to heaters and move the three-way valve to its
RECIRCULATE position.
2. Force three sludge discharge cycles. See manufacturer's
technical manual #7 (T9261-AK-MMC-010, Section 4).
3. When purifiers stop, stop purifier pumps.
4. Close all oil pan and sump tank isolation valves.
9.6.5 Periodic Inspection of SSDG Lube Oil Purifier
The LO purifier should be taken out of service, opened for inspection, and manually cleaned
after every 1000 hours of operation unless experience can establish that a longer interval between
inspections is reasonable. Engine condition and usage and the quality of fuel oil being used may
also impact the periodicity of purifier inspections. Step-by-step cleaning and inspection
procedures are provided in the manufacturer's technical manual #7 (T9261-AK-MMC-010,
Section 5).
17
9.7 SSDG LUBE OIL PURIFICATION SYSTEM CASUALTY CONTROL
PROCEDURES
9.7.1 Automatic Shutdown
The SSDG LO purifiers respond automatically to several casualty conditions as sensed by

the EPC-30 control system. The responses are listed in paragraph. The most fundamental
reason, however, which would cause an automatic shut down would be an excessive vibration of
the unit.
9.7.2 Emergency Shutdown
The SSDG LO purifier can be manually shut down in an emergency using the following
procedure.
1. Switch off purifier motor instantly.

2. Apply brake instantly.
3. Manually set three-way valve in its FEED position instantly.
4. Shut off steam to heater.
5. After purifier bowl has completely stopped, switch off purifier pump and
EPC-30 control system and reset three-way vale to its RECIRCULATION
position.
9.7.3 Troubleshooting Guide
See the troubleshooting guides in the manufacturer's technical manual #7 (T9261-AK-

MMC-010, Section 4 and 7).
9.7.4 Operation without the SSDG Lube Oil Purifier
A SSDG can be operated without a LO purifier but, over time, the degradation of LO quality
will lead to excessive wear and early failure of SSDG components. If a LO purifier fails, operate
as follows:
1. If the SSDG is to be in use for 72 hours or less, and its LO is known to be

in good condition, or if the purifier outage is not expected to exceed 72
hours, leave the available purifier in service on the SSDG which was
initially in use. If the purifier pump and sump of the unavailable purifier
are available, circulate the oil of the second SSDG, bypassing the purifier.
2. If there is any question about the condition of the LO in the second SSDG,
or if it has operated 72 hours without purification, take it off the line, stop
18
it, transfer the oil pan contents (or oil pan and sump, if both were in use) to
the waste oil tank, replace with fresh oil and restore the SSDG to service.
Do not attempt to change oil pan contents of a SSDG, which is running.
3. If the SSDG will be in use for more than 72 hours or if 72 hours have
elapsed, use the available purifier alternatively on each engine/sump tank
in 24-hour cycles.
WARNING
Do not attempt to parallel sump tanks through a single
purifier: the imbalance inherent in the systems can lead
to the contents of one sump being transferred to the
other.
9.7.5 Failure of the SSDG LO Purifier
If the SSDG LO purifier is unavailable and sufficient DFM is available, it is preferable to

operate the SSDG's on DFM. Also, proceed as follows:
1. If the LO in the SSDG to be used is known to be in good condition, and the purifier
outage is expected to be 72 hours or less, operate the SSDG normally. If purifier
pumps and sumps are available, circulate the LO in split-plant mode, bypassing the
purifiers. In the interim attempt to restore at least one SSDG LO purifier to service, by
interchanging components, if necessary. (Note that bowl components must be
exchanged as complete units.) If one purifier is restored, operate it. (Note that if
sufficient reserve of purified DFM has been accumulated in the DFM day tank, those
parts that are interchangeable may be borrowed from the DFM purifier.)
2. If there is any question about the condition of the SSDG LO, or after 72 hours of
operation without a LO purifier, stop the SSDG one at a time, transfer oil pan contents
(or oil pan and sump, if both were in use) to the waste oil tank, replace with fresh oil,
and restore the SSDG to service. Do not attempt to change oil pan contents of an
SSDG that is running.
3. If it is anticipated that both SSDG purifiers will be unavailable for more than 72 hours,
or if this has in fact elapsed since the oil was changed, switch both SSDG to DFM until
an SSDG LO purifier is again available.
19
9.8 MAIN ENGINE LUBRICATING OIL SERVICE SYSTEM
Each of the two main engine lubricating oil service systems provide filtered LO to its
respective main engine at the proper temperature for effective main engine component
lubrication and cooling. Both systems are functionally identical. Each system consists of a main
engine sump tank, a motor-driven LO pump, a back-pressure regulating valve, a thermostatic
valve, a main engine LO and jacket water (JW) cooler, a self cleaning filter, a simplex standby
full-flow strainer, a final strainer transfer valve, two final strainers, and two turbocharger oil
drain line air separators. The engine driven LO pump supplies LO to the main engine. From the
discharge of either pump, LO flows through the back pressure regulating valve and the 3-way
thermostatic valve at the LO cooler inlet. The back pressure-regulating valve maintains proper
psi oil pressure in the main engine by diverting excess flow pressure back to the sump tank. The
thermostatic valve controls the LO temperature by diverting LO around the LO cooler. After the
LO cooler, oil flows to the self-cleaning filter or the simplex standby full-flow strainer.
Normally the self-cleaning filter is on the line; however, if maintenance is being performed on
the self-cleaning filter or if oil temperature is low, the standby full-flow strainer must be on the
line. Pressurized LO in the main engine is directed to main engine internal components and the
turbocharger. Each turbocharger LO drain line first enters an air separator. The air separator
allows trapped gases in the LO to be vented to the atmosphere before the LO is returned to the
sump with two connections and each connection is piped to its own header. Two tank.
Main Engine Sump Tank
Each main engine sump tank is equipped with two vents, several oil return connections, a
steam heating coil, a temperature indicator, a sounding tube and remote level indicator,
purification system connections, a low level alarm, and a LO transfer pump connection. The
steam heating coil is used to warm up the LO in preparation for main engine operation. Unless
sump tank LO temperature is high enough a temperature switch prevents main engine operation.
Standby Lubricating Oil Pump
One standby pump is provided for each main propulsion diesel engine. The pump is on
automatic standby, and will start if the LO pressure out of the main pump drops. This ensures
positive lube oil flow.
20
Main Lubricating Oil Pump
The main LO pump is a positive displacement rotary pump.
Main Engine Lubricating Oil Self-Cleaning Filter
The main engine LO self-cleaning filter uses a magnetic filter element for filtration of LO.
An internal oil-driven motor drives the automatic cleaning device, which flushes the filter
minimizing the need for manual cleaning. When the filter does need cleaning, LO flow should
be immediately shifted to the standby full-flow strainer.
9.9 OPERATING PROCEDURES FOR MAIN ENGINE LUBRICATING OIL

SERVICE SYSTEM
The following procedures are guidelines for the main engine LO system. Specific operating
requirements and procedures are provided in the Main Propulsion Engine Model R5-V16
Technical Manual #144 (T9233-AK-MMC-010). No procedure should begin until the operator
has verified that LO quantity and quality are sufficient for proper operation.
9.9.1 Main Engine Lubricating Oil Service System Warm-up
1. Open steam and condensate system valves to steam heating coil of one main engine LO
sump tank.
2. Place main engine LO purification system in normal operation
3. Repeat steps 1 and 2 for second main engine.
4. When main engine LO sump tank temperatures are above 130 F, main engine LO is
ready for normal operation.
9.9.2 Main Engine Lubricating Oil Service System Startup
1. Ensure that main engine LO is warmed up.

2. Ensure that central cooling fresh water is available to LO cooler.
3. Ensure that LO cooler inlet and outlet valves are open.
4. Ensure that ship service air is available to unloading valve.
5. Ensure that control air is available to engine-driven LO pump automatic
transfer switches.
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6. Close inlet and outlet isolation valves for self-cleaning filter.
7. Open inlet and outlet isolation valves for standby full-flow strainer.
8. Open outlet isolation valves for both final strainers.
9. Place final strainer 3-way plug valve in mid-position to supply LO equally
through both final strainers to main engine.
10. Start motor-driven LO pump by placing pumps motor in run.
11. Vent airs from LO cooler and all strainers and filters.
12. Slowly crack open, then fully open self-cleaning filter inlet valve.
CAUTION
To prevent equipment damage, ensure that differential

pressure across lined up self-cleaning filter does not exceed 6
psid. Perform either step 13 or step 14, depending on initial
differential pressure, to place self-cleaning filter on line.
13. If differential pressure across standby full-flow strainer is less than 6 psid,
slowly crack open, then fully open self-cleaning filter outlet valve.
14. If differential pressure across standby full-flow strainer is greater than 6
psid carefully place self-cleaning filter on line as follows:
1. Slowly crack open self-cleaning filter outlet valve.

2. Slowly open self-cleaning filter outlet valve 1/2 turn. Ensure that
differential pressure across filter decreases.
3. Continue to open self-cleaning filter outlet valve in ½ turn
increments until differential pressure is less than 6 psid or until
different pressure stops decreasing at some point above 6 psid.
4. If filter differential pressure is less than 6 psid, slowly open filter
outlet valve to fully open.
5. If filter differential pressure stopped decreasing at some point
greater than 6 psid, close self-cleaning filter outlet valve, place
motor-driven LO standby pump at off, and determine and correct
cause of high differential pressure.
15. If filter differential pressure is greater than 2 psid with both filters on line,
close inlet and outlet valves for self-cleaning filter and determine and
correct the cause of high differential pressure across self-cleaning filter.
16. If filter differential pressure is less than 2 psid, slowly take standby full-
flow strainer off line.
1. While monitoring filter differential pressure slowly close standby

strainer outlet valve.
2. If differential pressure increases to above 3 psid, fully open
standby strainer outlet valve, close self-cleaning filter inlet and
22
outlet valves, determine and correct cause of high differential
pressure across self-cleaning filter.
3. If differential pressure is 2 psid or less and standby full-flow
strainer outlet valve is closed, close standby strainer inlet valve.
17. If motor-driven LO pump operating time is approaching 15 minutes and

main engine start up is not immediately expected, the motor-driven LO
standby pump should be stopped to prevent possible motor overheating.
18. Just before main engines are started, place motor-driven LO pump in
standby.
19. When LO temperature is 130 F or greater at final strainer transfer three

way valve, shift valve to select only one final simplex strainer.
9.9.3 Main Engine Lubricating Oil Service System Normal Operation
1. Periodically monitor main engine sump tank level. If required, refill sump tank. In
an emergency, refill sump tank using LO transfer pump.
2. Verify that LO standby pump remains in standby under all normal engine conditions.
3. Continue to operate both main engines LO purification system loops on their
associated main engines.
4. Periodically monitor all plant parameters. See table 4-9 for LO system parameters.
5. Weekly, blow down self-cleaning filter. Approximately 2 gallons of LO should be
blown down each week to remove all sludge.
6. Frequently sample LO for analysis and stop engine if quality does not conform to
manufacturer's requirements. See technical manual #144 (T9233-AK-MMC-010).
Drain and refill LO system as required.
9.9.4 Main Engine Lubricating Oil Service System Shutdown
1. Ensure that main engine is shut down.

2. Stop motor-driven LO pump.
3. Close self-cleaning filter and standby full-flow strainer inlet and outlet valves, and final
strainer outlet valves.
4. Clean and inspect all filters and strainers except self-cleaning filter.
5. Open final strainer outlet valves and standby full-flow strainer inlet and outlet valves.
6. Add makeup LO to main engine sump tank. Then, if desired, shut down main engine
LO purification system. Note that LO purification system may be left in operation if LO
sampling analysis suggests the need for additional purification.
23
9.9.5 Casualty Control Procedures for the Main Engine Lubricating Oil Service
System
A sudden loss of main engine LO will lead to main engine failure. It is generally impossible
to operate a main engine in a casualty control situation involving loss of lube oil, but there are
ways to bypass this. When main engine LO component repairs cannot be immediately
performed and main engine operation is absolutely necessary, certain components may be
manually controlled to allow uninterrupted operation. The guidelines pertaining to component
manual control shall be followed.
9.9.6 Abnormal Lubricating Oil Indications
The following section discusses abnormal LO indications, including symptoms, possible

causes, and corrective action. Main engine repairs are described in the manufacturer's technical
manual #144 (T9233-AK-MMC-010).
9.10 SHIP SERVICE DIESEL GENERATOR LUBRICATING OIL

SERVICE SYSTEM
Each SSDG LO service system provides filtered LO to its respective SSDG at the proper
temperature for effective SSDG component lubrication and cooling. Each of the three systems
consists of an engine-driven LO pump, a LO priming pump, an oil pan, an inline strainer, an
automatic filter, a LO cooler, a pressure-regulating valve, a duplex filter, and a final strainer.
The engine-driven LO pump and the priming pump draw in LO from the oil pan and discharge
the LO to the automatic LO filter. The LO in the oil pan is continuously cycled through the
SSDG LO purification system through discharge and overflow connections. The automatic, and
self-cleaning, LO filter operates as the main filter in the system. The pressure-regulating valve
maintains proper oil pressure by dumping excess oil back to the oil pan.
Engine-Driven Lubricating Oil Pump
The engine-driven LO force pump has a variable capacity that increases until normal engine
speed is attained. The LO pump is the only provider of oil to the system once the engine is
24
started so pump failure immediately results in SSDG shutdown. An internal relief valve opens if
pump discharge pressure becomes too high.
Lubricating Oil Priming Pump
The motor-driven LO priming pump has a fixed capacity based on motor speed. When
placed in automatic, the priming pump is started and stopped based on SSDG speed. This is to
ensure that the engine can be safely started automatically at any time by providing continuous
lubrication when the SSDG is shut down. An internal relief valve (sometimes called overflow
valve) opens if discharge pressure becomes too high.
Automatic Lubricating Oil Filter
The automatic LO filter operates as the main filter in the SSDG LO SYSTEM. The
automatic filter is self-cleaning with flushing is initiated by differential LO pressure across the
filter.
Operating Conditions for Ship's Service Diesel Generator Lubricating Oil Service
System
Normal operating parameters are provided in table 4-1.
Operating Procedures for Ship's Service Diesel Generator Lubricating Oil Service
System
The following procedures are guidelines for the SSDG LO system. Specific operating
requirements are provided in the Ship's Service Diesel Generator Engines technical manual #184
(T9311-A5-MMC-010). These procedures apply to one SSDG and must be repeated for each
SSDG as required.
9.10.2 Ship Service Diesel Generator Lubricating Oil Service System Start Up
1. Ensure that all SSDG LO system valves are properly positioned.

2. If SSDG is to be operated, operate SSDG Purification Subsystem
3. Place LO priming pump for SSDG(s) to be operated in automatic and also
place LO priming pump for standby SSDG to be placed in automatic
standby. Priming pumps should start when placed in automatic.
4. Ensure that central cooling fresh water is available to LO cooler.
25
9.10.3 Ship Service Diesel Generator Lubricating Oil Service System Shutdown
1. Ensure that the SSDG is shutdown and not in automatic standby.

2. Place LO priming pump at stop.
3. Clean and inspect all filters and strainers.
4. If SSDG LO purification subsystem is operating on oil pan for this SSDG,
switch purification loop to another SSDG or shut down purification
subsystem as required. Note that purification system may remain in
operation on a shutdown SSDG if oil sample analysis suggests that
additional purification is required.
9.10.4 Casualty Control Procedures for Ship’s Service Diesel Generator Lubricating Oil
Service System
A sudden loss of SSDG LO will lead to SSDG failure. When SSDG LO component
repairs cannot be immediately performed and SSDG operation is absolutely necessary certain
components may be manually controlled to allow uninterrupted operation. The guidelines
pertaining to component manual control shall be followed.
9.10.5 Abnormal Lubricating Oil Indications
The following section discusses abnormal LO indications, including symptoms, possible

causes, and corrective action. SSDG repairs are described in the manufacturer's technical
manual #184 (T9311-A5-MMC-O10).
9.11 REDUCTION GEAR LUBRICATING OIL SERVICE SYSTEM
The reduction gear lubricating oil service system provides filtered LO to the reduction gears
at the proper temperature to lubricate and cool the gears and bearings. The system consists of a
gear sump, two motor-driven LO pumps, an emergency LO head tank, two magnetic simplex
suction strainers, a duplex magnetic pump discharge filter, two LO coolers, a thermostatic
control valve, and various controls and indicators. The sump is the source of LO to both pumps
and collects LO returned from lubricated components. Either motor-driven pump can serve as
lead pump to circulate LO through the system. The remaining standby pump circulates LO when
lead pump discharge pressure is too low to adequately lubricate the reduction gear. The
emergency head tank is maintained full by pump discharge and can supply lube oil to the
reduction gear for a sufficient slowdown period if electrical power is lost for both motor-driven
pumps. The suction strainers prevent impurities in the LO to the pumps from entering and
damaging the operating pump. Normally only one strainer is on the line at a time. The duplex
filter removes impurities in the LO out of the pumps, thereby protecting the gears and bearings
from damage. The LO coolers transfer excess heat in the LO to the central cooling fresh water.
Normally one cooler is on the line and the other is isolated, in standby. The thermostatic control
26
valve mixes oil bypassing the LO cooler with oil leaving the LO cooler, to provide oil at the
proper temperature to the gears and bearings. The controls and indicators provide pressure,
temperature, and level indicators, automatic equipment actuation; and various alarms.
Reduction Gear Lube Oil Storage Tank
The reduction gear LO storage tank receives engine oil from either of the two deck fill
connections and stores it until the oil is transferred to replenish the reduction gear or thrust
bearing LO systems. It overflows into the reduction gear LO settling tank. The overflow line is
vented to atmosphere at main deck. The tank has a high-level alarm and a tank level indicator.
Reduction Gear Lube Oil Settling Tank
The reduction gear LO settling tank can be filled from deck fill connections or from
reduction gear LO storage tank overflow. A steam coil in the tank heats the oil to accelerate the
settling of contaminants and the evaporation of moisture. Settled contaminants are then drained
from the bottom of the tank to the waste oil tank. A thermostatically controlled steam valve
controls steam flow to maintain the tank at 130 F. The reduction gear LO settling tanks
overflows to the main engine LO purifier sludge tank and the overflow line are vented to
atmosphere at main deck. Like the LO storage tank, the settling tank can transfer oil through the
main engine LO purifiers or through the transfer pump to replenish reduction gear or thrust
bearing sump tanks. Also like the storage tank, the settling tank has a high-level alarm and a
tank level indicator.
Gear Sump
The gear sump provides the LO for the system pumps. The sump is equipped with a steam-
heating coil to maintain pumping viscosity of the LO. A low-level alarm sounds when sump
level falls to low.
Reduction Gear Lubricating Oil Pump
Each motor-driven LO pump can serve as the lead pump or the standby pump. When in
standby, the pump starts automatically upon low LO pressure out of the lead pump. The lead
pump automatically stops when the standby pump starts and must be manually restarted after LO
pressure returns to normal. This prevents both pumps from running simultaneously which might
over pressurize the system. An alarm also sounds low LO pressure.
27
9.11.2 Emergency Lubricating Oil Head Tank
The emergency LO head tank is maintained constantly full by a 24-gpm flow diverted from
the pump discharge and overflows back into the gear sump. If pump flow is lost, the tank can
sustain a 45-gpm flow into the reduction gear to maintain lubrication while the gear is slowed
and stopped. An alarm sounds if tank level is less than full. If tank level falls below 80%,
control interlocks either prevent engaging the clutch or disengage the clutch and set the brake if
the clutch was previously engaged.
9.11.3 Thermostatic Control Valve
The thermostatic control valve is a three-way valve that controls the flow of LO through the
coolers. It maintains the temperature of LO to the gears and bearings by regulating a mixture of
cooler outlet flow with cooler bypass flow. This mixture, by temperature, then flows to the gear
and bearings.
9.11.4 Requirements When Transferring Reduction Gear Lube Oil Or Filling Lube
Oil Tanks From Deck
Prior to transferring lubricating oil, the following requirements shall be met: (Refer to 33,
Code of Federal Regulations (CFR), Chapter 1 Subchapter 0 for specific rules and regulations
governing transfer of lubricating oils).
1. Watches shall be posted at all locations of possible oil spills including tank
vents and deck fills connections if they are involved. Direct
communication to all transfer stations shall be established before starting
evolution and all tanks not involved in the transfer shall be isolated.
2. Check-off lists of all locations and procedures necessary for system line-
up and operations shall be established and maintained to reflect the
installed system. Double-checking of all valves is essential to ensure that
only those tanks involved in the transfer evolution are lined up.
3. Every person involved in the transfer shall be formally qualified in
transfer procedures, emergency procedures, and communication
requirements.
4. Continuous tank sounding and indicator monitoring at remote tank level
indicator of tank being filled shall be maintained and reported to the
control console operator. Additionally all tanks shall be sounded to ensure
that only those being filled are receiving LO. Sounding valves shall be
securely closed after each use.
28
5. Precautionary measures shall be taken to minimize the damage of an oil
spill, should one occur, including blocked scuppers, availability of
adequate trained manpower, and availability of sufficient contaminant and
cleanup equipment.
6. At the first sign of spilling, improper tank level changes, or any other
malfunction, LO transfer shall be stopped immediately and shall be
restarted only after the problem is corrected.
9.11.5 Operating Procedures for Reduction in Gear/Bearing Lubricating Oil

Storage and Settling System
Normally reduction gear and thrust bearing sump tank filling is performed using the transfer
pump. The transfer pump can also be used to pump contaminated oil from the low suction of the
reduction gear LO storage or settling tank to the waste oil tank. If a main engine purifier is to be
used for reduction gear LO purification or sump tank filling, the purification loop used should be
thoroughly flushed before and after the operation to minimize the amount of LO cross
contamination. In such situations, it may be desirable to use the transfer pump to pump from the
high suction of the reduction gear LO settling tank (or even the storage tank) to the sump tank
being filled. If the transfer pump also requires flushing before it can be used to pump
gear/bearing oil, gravity transfer may be considered as a means of filling the sump tanks. Since
the reduction gear LO settling tank (and storage tank) are above the sump tanks, their high
suction connections can be opened to flow directly into the reduction gear or thrust bearing sump
tank, thus bypassing both the purifiers and the LO transfer pump. The gravity transfer method is
slower than the other two methods but may be useful to avoid the delays required for flushing the
purifiers or the LO transfer pump if they have been used to pump Main Engine/SSDG LO.
Piping is provided to connect the deck fill connections to the LO transfer pump suction or to
gravity fill any sump tank. Such connections present a great risk of contamination reaching the
gears and bearings, however, and should be avoided. Specific operating procedures for the
reduction gear and thrust bearing subsystems are provided in their respective technical manuals
#149 and #144 (T9241AK-MMC-010 and T9244-AR-MMC-010).
9.11.6 Transfer Reduction Gear/Bearing Lubricating Oil from Tank to Tank, Using
Transfer Pumps
1. Ensure that all isolation valves are closed.

2. Open suction valve at applicable tank from which LO to be transferred.
Reduction gear LO storage and settling tanks have both high and low
suctions. If transfer is from storage or settling tank to any sump tank,
29
open high suction valve. If transfer is from storage or settling tank to
waste oil tank, oil low suction valve.
3. Open applicable transfer pump suction valve or vales.
4. Open applicable inlet valve at tank or sump to be filled.
5. Open applicable transfer pump discharge valve to tank or sump to be
filled.
6. Start transfer pump. Ensure that only those tanks involved in transfer are
changing in fluid level, by taking soundings of all tanks.
7. After LO has been transferred, stop transfer pump and close all valves
previously opened for this operation. Lock all valves designated on figure
4-1 as being locked-closed.
9.11.7 Transfer Reduction Gear/Bearing Lubricating Oil from Tank to Tank, Using
Purifiers

2. Ensure that ships service air and control air is available at purifier skid.
3. Open sump suction valve at applicable tank from which lubricating oil is to be
transferred and purified. Reduction gear LO storage tank low suction and reduction
gear LO settling tank high and low suctions is available for the purifiers. The low
suctions should not be connected to the purifiers unless contaminants in each tank
have been settled out and drained to the waste oil tank or have been purified out.
4. Open applicable purifier pump suction valve or valves.
WARNING
Engine LO system and reduction gear LO system use different

grades of lube oil. Do not mix these grades.
5. If main engine LO purifier has been used to purify engine LO, flush system and
piping with engine LO to prevent contamination of reduction gear LO into main
engine LO.
1. Close purifier pump discharge valve to purifier skid.

2. Open purifier pump discharge valve to waste oil tank.
3. Start pump. When all main engines LO is flushed through pump
and pump is discharging reduction gear LO, stop pump.
4. Open vent and drain valves on heater and purifier.
5. Clean purifier in accordance with manufacturer technical manual
#10 (T9261-AG-MMC-010).
6. Close heater LO outlet valve and ensure that heater bypass is
closed.
7. Close purifier pump discharge valve to waste oil tank and open
pump discharge to purifier skid.
30
8. Start and stop purifier pump as required to fill and drain heater
three times.
9. Ensure that purifier cleaning is complete and that purifier is ready
for operation.
10. Open and close vales as required to line up recirculation flow to
reduction gear, thrust bearing LO sump tank, or to reduction gear
LO storage tank.
1. Open applicable inlet valve to tank or sump to be filled.

2. Line up purifier for operation, using manufacturer's
technical manual #10 (T9261-AG-MMC-010).
3. Open discharge valve from purifier to tank to be filled.
4. Start purifier, using manufacturer's technical manual #10
(T9261-AG-MMC 010)
5. After lubricating oil has been transferred, stop purifier,
using manufacturer' technical manual #10 (T9261-AG-
MMC-010), and close all valves previously opened for this
operation. Lock all valves designated on figure 4-1 as
being locked closed.
6. Close all suction and discharge valves.
9.11.8 Transfer Reduction Gear Lubricating Oil from Tank To Deck
1. Ensure that all requirements for transferring lube oil involving deck fill
connections are followed throughout this procedure.
3. Open suction valve at applicable tank from which LO is to be transferred.
Note that reduction gear LO storage and settling tanks have both high and
low suctions and that use of low suction may carry contaminants to deck
connections. If this is desirable, use low suctions; otherwise, use high
suction.
5. Open transfer pump discharge valve to deck fills header.
6. Open deck fill connection isolation valve and ensure that discharge hose is
properly connected to LO receptacle of sufficient capacity.
7. Start transfer pump. Ensure that only the tank being transferred is
decreasing in level, by sounding all tanks.
8. After LO has been transferred, stop transfer pump and close all valves
previously opened for this operation. Lock all vales designated as being
locked-closed.
31
9.11.9 Renovation of Reduction Gear or Thrust Bearing Lube Oil
1. Ensure that steam is available, and open the steam supply and condensate return valves
for reduction gear LO settling tank.
2. Transfer lube oil to be renovated from reduction gear or thrust bearing sump tank to
settling tank, using transfer pump.
3. If required, refill drained sump tank from reduction gear LO storage tank using transfer
pump and storage tank high suction.
4. Allow settling tank to remain undisturbed for approximately 24 hours and periodically
check thermometer to ensure that tank temperature remains at 130 F throughout this
settling period.
5. Transfer settled waste oil and water to waste oil tank using transfer pump and settling
tank low suction.
6. Draw or oil sample from tank and visually verify that the oil is clean and bright with no
visible particulate content or fogginess. If possible, deliver oil sample to an approved
shore facility for complete analysis.
7. After sampled and renovated oil has been accepted for reuse, transfer oil from settling
tank to sump tank, using LO purifiers and settling tank high suction. Note warning in
that procedure to flush any purifier, which has been used to purify main engine LO.
8. Operate LO purifier on refilled sump until purifier no longer removes any water from
the oil.
9. Return purifier, sump tank, and associated systems to normal operation.
9.11.10 Cleanliness of Reduction Gear Lubricating Oil
It is essential for good gear operation that the reduction gear LO system be kept clean at all
times. Purifiers should be operated in accordance with MSC instructions and the manufacturer's
technical manual for the purifier. It should be noted that the purifier primary purpose is main
engine service. The possibility of having a large amount of dirt in a system is greatest with new
gears or after gear casings have been lifted for repair or inspection. Particular care shall be given
to checking strainers when units are new or after covers or caps have been lifted. If large
amounts of dirt are found, manual cleaning of the sump tank or flushing of the system with
nozzles and bearings bypassed should be performed. In addition, muslin bags made of cotton-
sheeting cloth, fitted in the strainer basket, will assist materially in removing particles which
would pass through the strainer mesh. To avoid accumulation of water resulting from
condensation and consequent rusting of the casing and gears, continued circulation of the LO is
required when the main engines are secured, until the temperature of the LO and reduction gear
casings approximates the engine room temperature.
32
9.12 OPERATING PROCEDURES FOR REDUCTION GEAR
LUBRICATING OIL SERVICE SYSTEM
9.12.1 Preparation For Reduction Gear LO System Startup
The following items should be checked prior to startup.

1. Open stopcocks at base of reduction gear long enough to inspect for water that may
be present in the LO at the bottom of the LO sump (or through such fittings as may be
provided for the system). If water is found, purify LO using one main engine LO
purifier.
2. Inspect the sump or supply for sufficient LO for the system. Fill sump as required.
3. The LO in the sump should be about 90 F before startup due to heat absorbed from
the nearby main engine sumps which are steam-heated. It may be necessary to heat
the LO by temporarily running one of the LO pumps if LO is below this temperature.
Open appropriate pump suction valve before running pump.
4. Open, inspect, and clean (if required) all strainers and filters. The main engine LO
purifier heaters may also be used to heat the reduction gear sump.
9.12.2 Reduction Gear Lubricating Oil Service System Startup
1. Ensure that system is properly prepared for startup.

2. Lineup system valves so that both pumps are on-line (one in run and the
other in standby) and only one LO cooler is on-line (with the standby
cooler isolated until needed).
3. Start one LO pump and place standby LO pump in standby.
4. Ensure that LO flows freely and at correct pressure to all gear shaft
bearings, spray nozzles, and shaft components. When LO flow is verified,
check sump tank operating level and add LO as required.
5. Ensure that central cooling fresh water is supplied to online LO cooler, by
checking fresh water valve lineup and by starting central fresh water
cooling pumps if required.
9.12.3 Normal Underway Operation of Reduction Gear Lubricating Oil System
When the ship is underway, observe all LO pressures and temperatures to see that they
remain normal. Ensure that readings are logged hourly. The temperature of LO discharged from
a bearing, as measured with a thermometer, shall not exceed 180 F maximum or a 50 F
maximum rise above cooler outlet temperature, whichever is less. In addition to local reading
thermometers, thermocouples or resistance temperature indicating detectors should be closely
monitored and must be within parameters established by the applicable manufacturer's technical
33
manual. Check the LO level in the sump hourly, or more frequently if level changes are not
explained. If changes occur, investigate for leaks. LO samples should be taken and tested
monthly or more frequently if LO quality is questionable. If the ship is getting underway after an
extended time in port, after an overhaul, or especially after work which necessitated removing
gear covers, muslin bags should be used in the strainers. Operation with the muslin bags should
be continued until such time as the bags show little accumulation of dirt in a 4-hour period.
Operation of the purifier will aid in removal of fine dirt and water. The more frequently the
purifier is operated, the cleaner the LO will be. It should be noted that the purifier primary
service is for main engines. Thus, the purifier should be operated only in an emergency or when
in port.
9.12.4 Operation Of Main Engine Lube Oil Purifier On Reduction Gear LO System
1. When one are both main engines are also being operated, operate main engine purification
subsystem in split plant operation to provide dedicated purification of one main engine
sump for one main engine, and of the reduction gear (or thrust bearing) sump as required.
Ensure that all tank isolation valves are closed.
1. Ensure that ship's service air and control air are available to purifier skid and that
purifier is clean, correctly reassembled with all parts secure and ready for operation,
with brake off, and with oil sump filled.
2. Ensure that purifier pump suction and discharge cross-connect valves and purifier
discharge cross-connect valves are closed.
4. Ensure that fresh water tank is full. Continuously monitor fresh water tank level
and refill as required.
5. Flush residual main engine oil in the purifier loop to the waste oil tank.
6. Open purifier pump suction isolation valves and purifier recirculation isolation
valves and starts the purifier pump.
7. Start the purifier. When up to speed, close the bowl by opening the water supply
valve to the bowl-closing circuit. When bowl is closed, open oil inlet valve purifier.
8. As oil temperature approaches normal at heater outlet, close water outlet ball valve
and open water supply ball valve for 10 seconds, then reopen water outlet ball
valve. This establishes an oil-water interface.
9. Move the three-way valve to the FEED position. Adjust throughput flow to 12.3
gpm by throttling recirculation valve after purifier pump.
10. Set the automatic sludge discharge timer for two hours, or use a different period if
experience shows that two hours is too long or not long enough for adequate sludge
discharge. See manufacturer's technical manual #10 (T9261-AG-MMC-010,
Section 4).
11. Continuously monitor reduction gear (or thrust bearing) sump tank levels and adds
makeup LO as required.
2. If required, add makeup LO to reduction gear (or thrust bearing) pump.
34
1. Slowly open purifier recirculation to reduction gear LO storage tank isolation valve.
This action along with step 2.2 will prevent storage tank LO from recirculating past
the purifier and directly into the sump tank once filling begins in step 2.4.
2. Close purifier recirculation to main engine sump isolation valve.
3. Slowly open purifier pump reduction gear LO storage tank high suction isolation
valves. Open isolation valve at storage tank for purifier recirculation.
4. Slowly close purifier pump reduction gear (or thrust bearing) suction valve. Sump
is now being filled with purified LO from storage tank while unpurified
(recirculating) LO is being returned to the storage tank.
5. Continuously monitor sump level.
6. When sump level is near high end of operating band, slowly open purifier pump
reduction gear (or thrust bearing) sump suction isolation valve.
7. Slowly close purifier suction isolation valves for storage tank.
8. Slowly open purifier recirculation to sump isolation valve.
9. Slowly close purifier recirculation to storage tank isolation valve.
3. Take LO samples from purifier inlet and discharge.

4. After reduction gear/thrust bearing LO is properly purified, shut down its temporary
purification system.
1. If required, fill reduction gear (or thrust bearing) sump (steps 2.1 through 2.9).
2. Shut off steam to heater and move three-way valve to RECIRCULATE position.
3. Force three sludge discharge cycles. See manufacturer's technical manual #10
(T9261-AG-MMC-010, Section 4).
4. When purifier stops, stop purifier pump.
5. Return purifier to main engine service. Close purifiers pump suction valve at sump
and also close purifier recirculation valve.
Reduction Gear Lubricating Oil Service System Shut Down
1. Ensure that both main engines are shut down.

2. Engage brake.
3. Continue to operate one LO pump until LO temperature approximates engine
room temperature to prevent moisture condensation, then secure both LO
pumps.
4. If required, add makeup LO to sump using main engine LO purification
subsystem.
9.12.6 Casualty Control Procedures for Reduction Gear Lubricating Oil Service
System
The following section discusses abnormal reduction gear LO indications, including

symptoms, probable causes, and corrective action. It should be noted that any casualty in the
35
reduction gear LO system may require a decision to stop and lock the shaft. The bridge or the
engine room depending on the ship's procedures, the seriousness of the casualty, and the need for
continuing propulsion, may make the decision. Operation at reduced speed may also be
considered.
9.13 MAIN THRUST BEARING LUBRICATING OIL SERVICE SYSTEM

The main thrust bearing LO service system provides filtered LO to the thrust bearing
assembly to lubricate and cool the journal and thrust bearings. The system consists of two rotary
pumps, a duplex suction strainer, a sump tank, a duplex discharge filter, two LO coolers, and a
mixing valve. The sump tank is filled with reduction gear/bearing LO from the reduction gear
LO storage or settling tank. Piping is provided to purify sump tank LO using either of the main
engines LO purifiers. The rotary pumps draw in LO through the duplex strainer from the sump
tank and discharge the LO through the duplex filter and on-line LO cooler to the thrust bearing
assembly. Normally one pump is running and the other is in standby. The coolers transfer
excess heat from the LO to the central cooling fresh water system. The thermostatic control
mixing valve combines LO from the cooler with LO bypassing the cooler to maintain proper LO
temperature to the thrust bearing assembly. A pressure switch in the LO supply line to the
bearings automatically declutch the main engines if LO pressure drops too low.
Rotary Pumps
The rotary pumps draw in LO through the duplex strainer from the sump tank and discharge
the LO through the duplex filter and on-line LO cooler to the thrust bearing assembly. One
pump runs as a lead pump and the remaining pump is placed in standby. The standby pump
automatically starts if running pump discharge pressure drops too low.
Sump Tank
The sump tank is the source of LO for the system and collects LO returned from the thrust
bearing assembly. This 200-gallon tank is equipped with a low-level switch, a high-temperature
alarm, an electric heating element, and a sounding tube. The electric heating element is used to
warm up the LO to normal operating temperature. The tank is filled from the reduction gear LO
storage or settling tank and can be connected either of the main engine LO purifiers.
WARNING
Purifier must be flushed before and after use on thrust bearing sump
tank to prevent mixing engine LO with gear/bearing LO.
36
Lubricating Oil Cooler
The LO coolers transfer excess heat from the LO to the central cooling fresh water.
Normally one cooler is on-line and the other is isolated in standby. These shell and tube type
coolers maintain LO entering the thrust bearing assembly within the desired supply temperature
range through manual control of fresh water flow. Supply temperature is allowed to vary within
this normal range but should never be allowed to exceed the high temperature set points.
Operating Procedures for the Thrust Bearing Lubricating Oil Service System
For specific operating procedures for the thrust bearing LO system, refer to the thrust
bearing assembly technical manual #404 (T9244-AR-MMC-010)). The following procedure is a
guideline for normal operation.
9.13.2 THRUST BEARING LUBRICATING OIL SYSTEM STARTUP
1. Check LO sump tank level and fill as required using reduction gear/thrust bearing
procedures.
2. Visually inspect a LO sample and verify that oil is clear and bright with no visible
particulate or fogginess indicating solid or liquid contamination. If contamination is
discovered, drain and refill sump as described in step 1, or operate one main engine LO
purifier on the bearing sump tank.
3. Clean and inspect the suction strainer and discharge filter.
4. Energize sump tank heater until LO temperature is 110 F of higher.
5. Lineup system valves so that both LO pumps are on-line with one pump to be running
and the other placed in standby.
6. Lineup system valves so that one LO cooler is on-line and the other is isolated in standby.
Ensure that central fresh water cooling is available to both LO coolers. If fresh water is
not available, check for proper operation of the central fresh water cooling system.
7. Start selected LO pump and verify that pump runs and LO flow is visible in oil flow sight
gages. If oil does not flow or if plant parameters do not appear normal, proceed to
casualty control procedures.
.13.3 NORMAL OPERATION OF THRUST BEARING LUBRICATING OIL SYSTEM
1. Ensure that hourly log readings are taken of LO system levels, pressures, and
temperatures and compare readings to plant parameters.
2. Take monthly LO samples for analysis (or more frequently if LO quality is
questionable) and either drain and refill sump tank or purify sump using one main
engine LO purifier if analysis shows LO deterioration.
37
3. Monitor suction strainer and duplex filter differential pressures as indicated on hourly
logs and shift and clean strainer/filter if differential pressure exceeds maximum.
4. Drain and refill LO sump after every 5,000 hours of thrust bearing operation.
9.13.4 Thrust Bearing Lubricating Oil System Shutdown
1. Ensure that main engines are stopped and shaft is locked before shutting down
thrust bearing LO system.
2. Allow LO pump to circulate LO until LO temperature approximates engine room
ambient temperature to prevent condensation, then turn both LO pumps off.
3. Secure central fresh water cooling flow to both LO coolers.
4. After the LO pumps have been stopped for 30 minutes to allow LO to drain back to
sump, check sump tank level and replenish as required.
9.14 Stern Tube Lubricating Oil Service System
The stern tube lubricating oil service system provides filtered LO to the forward and aft
stern tube bearings to lubricate the main propulsion shaft stern tube bearings. The system
consists of two separate pumping circuits, the bearing lubrication circuit and the forward seal
circuit. The oil in the bearing lubrication circuit completely floods the annulus between stern
tube and propeller shaft, under the static head of the head tank. The static head is slightly greater
than seawater pressure acting on the after seal. The oil in this circuit is kept in slow circulation
by the rotary pumps, which remove oil from the lower, forward end of the stern tube at a slow
rate, via the drain tank, and return it to the upper, aft end of the stern tube. The oil is cooled by
convection to the stern tube and shaft. The forward seal circuit enables an intermediate pressure
to be maintained between the bearing lubrication circuit and the machinery space. A fresh water-
circulated coil in the forward seal tank cools oil in this circuit. Stern tube LO is stored in drums.
9.14.1 Major Components
Head Tank
The head tank is equipped with a high-level alarm and a low-level alarm. A combination
filler-breather fitting with an integral strainer is provided for filling, and a graduated scale sight
glass allows LO level monitoring.
Drain Tank
The motor-driven rotary pumps take suction from the drain tank. The tank is equipped with
an electric heater, a pressure and temperature gauge, and a drain plug valve.
38
The Rotary Lubricating Oil Pumps
Two motor-driven rotary LO pumps, one in service and the other in standby, discharge
through the duplex filter to the aft bearings. The standby pump is set to start upon low LO
discharge pressure of the running pump. Each pump is protected from an overpressure condition
by a relief valve.
Emergency Hose Connection
The emergency LO fills hose connection consists of a gate valve with a hose connection. This
emergency connection is supplied with LO from the main engine LO purifiers.
CAUTION
Emergency Hose Connection is for EMERGENCY USE ONLY. Use of

engine oil will reduce working life of the stern tube seals by slowly
dissolving them.
Emergency Grease Fittings
Two 1/2-inch emergency grease fittings are provided to fill each bearing in an emergency.
If these fittings are used a syrupy mixture of oil and grease should be injected into the bearings.
Inflatable Seal
The forward seal includes an inflatable static seal to permit seal replacement at sea with
the shaft stopped. A 1/4-inch air hose connection allows inflation of the seal using the Ship's
Service Low Pressure Air System.
Forward Seal Tank
A tank equipped with a high-level alarm, a low level alarm, and a sight glass provides LO to
the forward seal pump. Lubricating oil temperature is maintained by central cooling fresh water
flowing through a cooling coil in the tank.
39
Forward Seal Pump
A single forward seal pump provides LO under pressure to the forward seal. A relief valve
protects the pump from over pressurization.
Sample Connections
Two valves are provided with plugs to sample the oil from the forward seal and normally
closed aft cavity (aft bearings and seal). LO samples should be taken frequently and checked for
water content. No water should be present in the lubricating oil, due to the pressure head
maintained on the system. Normal leakage of LO should be monitored on the bearing circuit
head tank sight glass. Leakage should be very minimal. Storage drums are located next to the
head tank to replenish the LO due to leakage. Excessive LO replenishment indicates worn seals
or poor pipe connections.
9.14.2 Operating Procedure for the Stern Tube Lubricating Oil Service System
For specific operating procedures of the stern tube lubricating oil system, refer to the
Waukesha Stern Tube Bearings and Seals technical manual #403 (T9244AJ-MMC-010). The
following procedures are guidelines for normal operation.
9.14.3 Stern Tube Lubricating Oil System Startup
1. Check bearing circuit head tank and forward seal tank levels and fills as required
using LO oil drums and hand pump.
2. Visually inspect a LO sample and verify that oil is clear and bright with no visible
particulate or fogginess indicating solid or liquid contamination. If contamination is
discovered, drain and refill system as described in step 1. Water can be drained
through the drain tank drain plug.
3. Clean and inspect the suction strainer and discharge filter.
4. Energize drain tank heater until LO temperature is 100 F.
5. Lineup system valves so that both bearing circuit LO pumps are on-line with one
pump to be started in run and the other placed in standby.
6. Ensure that central fresh water cooling is available to the forward seal tank cooling
coil. If cooling water is not available, check the central fresh water cooling system
for proper operation.
7. Start selected bearing circuit LO pump and forward seal pump and verify that pumps
run and LO flow is evident through pressure gage readings. If oil does not flow or if
plant parameters do not appear normal, proceed to casualty control procedures.
40
9.14.4 Normal Operation of Stern Tube Lubricating Oil System
1. Ensure that hourly log readings are taken of the stern tube LO system levels, pressures,
and temperatures and compare readings to plant parameters listed in table 4-17.
2. From all sample connections, take LO samples for analysis after every 500 hours of
system operation (or more frequently if LO quality is questionable). Drain and refill
system using LO drums and hand pump or drain water through drain tank drain plug if
analysis shows LO deterioration.
3. After five hours of forward seal operation, check LO return temperature and manually
adjust fresh water flow to the forward seal tank cooling coil until return temperature
stabilizes at 120 F.
4. Monitor bearing circuit suction strainer and duplex filter and forward seal suction
strainer differential pressures as indicated on hourly logs. Shift and clean strainer/filter
if differential pressure exceeds maximum value listed in table 4-17. To clean forward
seal strainer, open bypass valve around strainer and pump, and temporarily secure
pump.
5. Drain and refill LO system after every 5,000 hours of stern tube operation.
9.14.5 Stern Tube Lubricating Oil System Shutdown
1. Ensure that main engines are stopped and shaft is locked before shutting down stern tube
LO system.
2. Allow the LO pump to circulate LO until the LO temperature approximates engine room
ambient temperature to prevent condensation, and then turn both LO pumps off.
3. Secure central fresh water cooling flow to forward seal tank.
4. Checks bearing circuit head tank levels and replenishes as required using LO drums and
hand pump.
5. Draw LO samples from all sample connections regularly while shut down and check
carefully for shaft seal leakage if seawater appears in any sample.
9.14.6 Recommended Lubricating Oils
All LO systems described in this chapter were designed to function best with various oils
(and greases) possessing specific characteristics depending on the purpose and environment of
each system. For example, main engine LO is best suited for high-speed, high temperature
applications adjacent to fuel oil systems while stern tube LO is best suited for low-speed
applications adjacent to seawater. LO recommendations are found in virtually all manufacturers'
41
technical manuals. Substitute LO may be used only if it possesses the same characteristics and
additives as recommended LO.
42
10.0 ELECTRICAL GENERATION and DISTRIBUTION
10.1 SYSTEM OVERVIEW
10.2 SHIP’S SERVICE DIESEL GENERATORS
A) Generator Description
B) Generator Monitoring and Control
B) Generator Monitoring and Control
10.4 BATTERIES
10.5 SHORE POWER
10.6 ELECTRICAL DISTRIBUTION
10.7 EMERGENCY POWER
10.8 GROUNDS AND GROUND DETECTION
10.1 SYSTEM OVERVIEW: The electrical generation and distribution system

supplies, stores, and distributes electrical energy throughout the ship. The system
consists of three ship’s service diesel generators (SSDG’s), an emergency diesel
generator (EDG), emergency batteries, and the switchboards, wiring and
components necessary to distribute the electricity throughout the ship. When at the
CMA campus, the source of electrical power for the ship is shore power from the
municipal power grid (the same source as the rest of the campus). However,
during the cruise, the SSDG’s are the normal source of electrical power. The EDG
automatically starts when 450 volts to the emergency switchboard is lost. The
EDG is capable of supplying power to a limited number of loads from the
emergency switchboard. If the emergency diesel fails to start, the batteries will
supply electrical power to emergency lighting only. When underway, two SSDG’s
are normally operated in parallel to provide ship’s electrical power. The third
SSDG is normally in standby status and can be started and put on line if one of the
operating SSDG’s fails. Controls for the SSDG’s are provided at the main control
console in EOS and locally at each SSDG local control panel. While all three
SSDG’s can be run in parallel in any combination, the SSDG’s, EDG, and shore
power cannot be paralleled. All electrical power, no matter what the source, is
delivered to the switchboard. From the switchboard, it is delivered to the various
circuits that will conduct the electricity to its final load.
Another way to view the system is as a series of energy conversions and
transfers. The energy starts out as chemical energy in the form of fuel. This fuel
is delivered to an engine, where it is converted to mechanical energy. This
mechanical energy, in turn, drives an electrical generator which converts it to
electrical energy. The electrical energy is then transferred to the switchboard for
distribution to its various uses, known as loads. Some of the electrical energy goes
to batteries, where it is stored for future use. The rest is distributed through out the
ship to various components for conversion to useful energy. For example:
Motors convert electrical energy into mechanical energy
Resistance heaters convert electrical energy into heat energy
Lights convert electrical energy into light energy
Speakers convert electrical energy into sound energy
Another interesting characteristic of the system is that it must provide the exact
amount of electricity to meet the demand. However, the demand, or load, is
uncontrolled. Loads are constantly being turned on and turned off with no thought
as to how it will affect the total load. Thus the electrical plant must automatically
supply the correct amount of electricity at 450 volts and 60 cycles twenty
four/seven!
10.2 SHIP’S SERVICE DIESEL GENERATORS
SSDG#1 SSDG#2 SSDG#3
3
MAIN BUS
GENERATOR CIRCUIT BREAKERS
The SSDG’s are the normal source of electrical power when the ship is being operated
during cruises. Each generator has the following characteristics:
Manufactured by Siemens of Germany, model 1FJ6
Type: Synchronous (alternating current) generator with internal electronic excitation
and voltage control
Generator air cooler, water cooled
Power:……….900 kW
Voltage:……..450 volts
Amperage...…1475 amps max.
Speed………..900 RPM
Cycles……….60 Hz
Power factor...0.8 at 1150 kVA
Phases……….3
Temperature…122ºF
FIELD MAGNETS
SLIP RINGS
FIGURE 1 ARMATURE
DEFINITIONS:
In order to cause current to flow in a conductor, three things are required: (1) a strong
magnetic field (2) a conductor (3) relative motion between the magnetic field and the
conductor. In the SSDG’s, the strong magnetic field is produced by electromagnets. The
conductors consist of “windings” of many copper wires. The relative motion is the
rotation produced by the diesel engine driving the generator.
Voltage is the “pressure” in the electrical system causing the electrons to flow in the
conductors. The voltage is a function of the generator RPM, the load, and the strength of
the magnetic field. Just as the pressure of the steam generated in a boiler is held constant,
the voltage of the electricity generated in a generator is held constant. Aboard ships, this
value is 450 volts.
=
VOLTS PRESSURE
Amperage or Amps is the flow rate of the electrical energy. The amperage is a function
of electrical demand (electrical load) and varies as the load varies. The greater the load,
the higher the amperage. While the amperage varies directly with the load, each
generator and circuit does have a maximum amperage limit that cannot be exceeded.
=
AMPERES FLOW RATE
Watts or Kilowatts is the electrical power. It is basically the volts times the amps and
is also a function of the electrical load. Each generator also has a maximum kW limit
that cannot be exceeded.
=
WATTS POWER
Frequency or Cycles is the frequency of the alternating current sine wave. It has units
of cycles per second or Hertz. The frequency aboard ship is maintained at 60 cycles or
Hertz and is held constant. Frequency is a function of the speed of the generator.
Therefore, in order for the frequency to be constant, the generator speed must be
constant.
CYCLES PER SECOND
= HERTZ
Field: The electromagnets that produce the magnetic field of the generator
Exciter: The part of the generator that supplies the direct current electrical energy to
the field electromagnets in order to produce the magnetic field. The exciter is usually a
separate, small generator.
Armature: The copper wire conductors (windings) in which the electrical energy is
produced due to the relative motion between the field and the armature.
Rotor is the part of the generator that rotates.
Stator is the part of the generator that is stationary
GENERATOR DETAILS:
The generator can be divided into the following main components:
1) Frame with stator and heater
2) Rotor (83)
3) Exciter with electronic voltage control.
4) Bearings (6)(7)(27)(29)
5) Cooling system (82)
ARMATURE STATOR
ROTOR FIELD
RECTIFIER RING
The frame is the rectangular housing fabricated from welded steel plate. It holds and
protects all of the other components of the generator. The frame forms an air tight
enclosure so that airborne dirt and moisture are excluded. Although there are louvers on
the casing, they are covered over by solid plates on the inside. In the event of a leak in
the water cooled heat exchanger, it can be isolated and these solid plates can be removed
to allow cooling by ambient air in emergency operation. The frame also contains the
anticondensation heaters. This heater is designed to ensure that the temperature of the
windings is always higher than the ambient air temperature during shutdown periods.
This prevents any condensation from forming on the generator parts. This heater comes
on automatically when the generator is secured.
STATOR WINDINGS
The frame also holds the stator windings. In the SSDG, there are two sets of stator
windings. The generator stator windings are armature windings in which the electrical
energy is produced. These windings are connected to the conductors that take the
electricity from the generator to the switchboard and then out to the loads. There is
another set of smaller windings for the exciter. These windings are field windings that
produce the magnetic field for the exciter generator.
While Figure 1 illustrates the three requirements for producing electrical energy in a
generator, actual generators differ in construction. Figure 1 shows the field (magnets)
being stationary and the armature (conductors) rotating. In actual generators, the
armature is stationary (stator) and the field rotates (rotor). This design means that there is
no relative motion between the armature and the cables that conduct the electrical energy
from the generator to the switchboard. Thus, the slip rings are eliminated and the cables
can be connected directly to the armature stator. Another difference between the simple
generator of Figure 1 and actual generator is that the field magnets are not permanent
magnets, but powerful electromagnets. These electromagnets require a source of direct
current (DC) electricity to produce the magnetic field. In the SSDG, this electricity is
produced by the exciter rotor(4). The exciter is a separate generator, in this case on the
same shaft as the ship’s service generator. The alternating current (AC) produced in the
exciter rotor flows to the rectifier ring(3). This component is also on the rotor and
electronically rectifies the AC current to the DC current needed by the field
electromagnets. Finally, the exciter current flows to the electromagnets of the field
rotor(2) where it produces the rotating magnetic field required by the generator.
EXCITER ROTOR ARMATURE .
GENERATOR (PRODUCES AC CURRENT)
RECTIFIER RING
ROTOR FIELD (CONVERTS AC to DC
(USES DC CURRENT
CURRENT)
TO PRODUCE
MAGNETIC FIELD)
Rectifier
GENERAL CIRCUIT DIAGRAM OF GENERATOR & EXCITER
As stated earlier, the voltage must remain at 450 volts. Since the speed of the generator
is kept constant in order to maintain the 60 Hz, the other variables the affect voltage are
load and field strength. The load varies with the requirements of the ship and is not
controlled. Therefore, the field strength must be varied in order to keep the voltage
constant. This is done automatically by the voltage regulator. The voltage regulator
controls the DC current to the generator field in order to keep the generator voltage
constant at 450 volts. As with any automatic system, the voltage regulator must measure,
compare, compute, and adjust. There is a “sensing circuit” which measures the line
voltage going to the loads. Since the set point is a constant 450 volts, there is a
“reference circuit”. There is a “comparison circuit” to compare the actual line voltage to
the desired set point voltage. The voltage regulator then adjusts the current to the field to
maintain the 450 volt line voltage.
The set point of the voltage regulator on each generator can be adjusted with the AUTO
VOLTAGE CONTROL knob on the switchboard. This knob adjusts a sliding rheostat
and is very sensitive. A small adjustment will change the voltage set point significantly
and should never be adjusted unless a licensed officer is present. There is also a
MANUAL VOLTAGE CONTROL which can be used if the automatic voltage regulator
fails. There is a selector switch behind the front switchboard panel of each generator for
selecting either AUTO or MANUAL VOLTAGE CONTROL. However, MANUAL
VOLTAGE CONTROL adjustment will not automatically maintain the voltage and if
manual regulation is required, the manual control will have to be adjusted every time
there is a change in load. The selector switch is normally in AUTO and should only be
switched to MANUAL in the presence of a licensed officer.
The generator rotor is supported at both ends by split, spherically seated Babbitt type
sleeve bearings. Both bearings are identical. The bearing shells are made of cast iron
and the Babbitt bearing lining is metallically and mechanically bonded to the shell. The
split shell design allows the bearings to be replaced out without disassembly of the
generator. The surface of the bearing housing is finned to improve heat dissipation to the
atmosphere and this provides all of the oil cooling necessary. Each bearing is fitted with
a remote reading thermometer for constant temperature monitoring. The bearings are
ring lubricated. The ring (10) hangs loosely on the shaft and is guided in the upper half
of the bearing housing. Oil in the bottom of the bearing housing sticks to the ring and is
carried to recesses in the bearing shell that are connected to the oil grooves. Oil is
prevented from leaking out around the shaft by two part labyrinth sealing rings made of
hard lead. In addition, an oil retaining collar (20) on the bearing shell catches the oil
escaping from the bearing axially, as well as that thrown off from the shaft collars. A
pressure equalizing chamber (19) between bearing and generator prevents the cooling air
stream in the generator from drawing oil from the bearing. A niche in the flange of the
bottom part of the bearing housing forms an opening (18) for pressure equalization
between the chamber and atmosphere. There are three oil sight glasses on each bearing
housing. The two on the sides show the oil level in the bearing housing sump. The one
on top shows the oil circulating with the oil ring.
The generator is fitted with a closed circuit cooling system for cooling the air inside the
frame. This is necessary because any time there is an energy conversion, in this case
from mechanical to electrical energy, there are inefficiencies that often result in heat.
This heat is transferred to the air inside the frame and then to the central fresh water
circulating through the air cooler. There is always the possibility of a leak occurring in
the tubes of the heat exchanger. To prevent such a leak from spraying water on the
generator rotor, the inner tubes are run inside outer tubes. A leak in the inner tube will be
isolated inside the outer tube. The heated air flows over the fins of the outer tubes and
passes its heat to the inner tubes. The heat then passes from the inner tubes into the
cooling water. The air is circulated through the cooler by a fan attached to the generator
rotor (1).
There are alarms on each generator for the following:
Bearing temperatures
Air temperature within the generator frame
Cooling water temperature exiting the generator cooler
High frequency
Low frequency
High voltage
Low voltage
High current
Generator insulation resistance
B) Generator Monitoring and Control:
Generator monitoring and control is accomplished at the generator sections of the
main switchboard in E.O.S. This section for each generator contains the meters and
devices necessary for monitoring the generator during normal operations and the controls
for putting the generator on line or taking it off line. It is important for the engineer to
understand the function of every one of these controls. The diagram below shows the
monitoring and control section for one generator. It is described in the following:
(1) The voltmeter and the selector switch directly below it are used to monitor the
generator voltage. Normally, the voltage is controlled automatically by the automatic
voltage control. However, in the event of a failure of this control, the voltage would have
to be regulated manually using the manual voltage control. The selector switch allows
the engineer to use the same meter to check the voltage any of the three phases. They
should all always be 450 volts when the generator is in operation.
1 2 3 4
5
6 7
8
9
10
(2) The ammeter and the selector switch directly below it are used to monitor the
amperage load on the generator. The amperage will vary, depending on the load, but
should not exceed the maximum of 1450 amps indicated by the red mark on the meter.
The selector switch allows the engineer to use the same ammeter to check the amperage
in all three phases. Normally, the amperage load in all three phases should be the same.
(3) The kilowatt meter is used to monitor the electrical power being produced by the
generator. The kilowatts will vary, depending on the load, but should not exceed the
maximum of 900 kilowatts indicated by the red mark on the meter.
(4) The generator temperature meter is used to monitor the temperature of the stator
windings in the generator. During generator operation, heat is a byproduct of the
electrical generation and is removed by the generator air cooler. Under operating
conditions, the generator temperature should not exceed 122ºF (50ºC). The temperature
meter does not show the generator temperature when the generator is shut down. The
RTD selector switch is used to select the temperature sensor. Upon failure of a sensor,
the selector can be used to switch to another sensor in order to continue to monitor the
generator temperature
(5) The synchronizing mode selection switch allows the engineer to set up the
generator to parallel automatically or manually. In the automatic mode, once the
generator is started, this control will monitor the voltage and phase relationship of the
generator to the bus. When the voltage and phase relationship are within the limits, this
control will automatically close the generator circuit breaker, paralleling the generator.
In the manual mode, this control is bypassed and the engineer must go through the
procedure to manually parallel the generator. On the training ship, this selector switch in
normally put in the manual position so that the engineer can determine whether the
generator should be put on line and then control the procedure.
(6) The generator circuit breaker remote control switch and the indicator lights allow
the engineer to open and close the generator circuit breaker and determine the position of
the circuit breaker. The position of the circuit breaker is shown by the illumination of
either the amber circuit breaker open or blue circuit breaker closed indicator lights. The
circuit breaker remote control switch is used by the engineer to manually close the circuit
breaker and put the generator on line or open the circuit breaker and take the generator
off line.
(7) The generator space heater indicator light and selector switch are used to control the
heater in the generator. This heater is used during periods of generator shutdown to keep
the generator windings above ambient temperature and prevent condensation from
forming on the interior surfaces of the generator. The selector switch is used to turn the
heater on and off and the indicator light shows whether there is power to the heater or
not. If the heater switch in turned on and the indicator light fails to illuminate, there is a
problem. Either the light bulb is burned out or the switch has failed.
(8) The governor control changes the set point of the generator speed that the governor
maintains. It is used when manually paralleling the generator. It is used in conjunction
with the synchroscope in order to bring the speed of the oncoming generator slightly
higher than the bus in order to have the synchroscope turn slowly in the fast direction.
(9) The generator unloading push button allows the engineer to take the generator off
the bus. By pushing this button, the generator will automatically begin shedding its load
which can be seen by a decrease in the amp and kilowatt meters. When the load reaches
zero, the generator circuit breaker will trip on reverse current and take the generator off
line.
(10) The generator running indicator light tells the engineer when the generator is
running, or turning. It does not indicate whether the generator is on line, only that the
generator is turning and producing voltage.
In addition to the above monitors and controls that are on all three SSDG sections of
the switchboard, there are others that are common to all three generators. These are
shown and described below:
When paralleling a generator, the synchroscope is used to determine when the
oncoming generator frequency is in phase with the bus. In addition, the two
synchronizing lights can be used for this purpose. The selector switch allows the
synchroscope to be used for all three generators. The engineer selects the generator that
is to be brought on line with the selector switch. The frequency of the oncoming
generator is then adjusted so that the synchroscope is turning slowly in the fast direction.
The synchronizing lights will go from out to bright and then out again in synch with the
synchroscope. They will be out when the synchroscope pointer is at 12 o’clock. This
indicates when the frequencies of the bus and the oncoming generator are momentarily in
phase. After the generator is paralleled and the synchroscope is no long needed, the
selector switch should be turned to the off position to save wear and tear on the
synchroscope.
The frequency meter is also shared by all three generators. Using the selector switch, the
frequency of the bus and any oncoming generator can be checked. The bus frequency is
a constant of 60 cycles or Hertz.
A) Generator Description: The purpose of the EDG is to provide limited power to
the emergency switchboard and distribution system in the event of a serious
casualty to the SSDG’s or main switchboard. The EDG is a brushless A/C
generator and is basically a smaller version of the main generators. It’s
characteristics are:
MFR: The Lima Electric Company, Model MCV300
KVA rating: 375.0 at 0.8 power factor
KW: 300
Voltage: 450
Max current: 481 amps
Speed: 1800 rpm
Temperature rise at rated voltage: 80ºC
Note that the maximum power rating is only 300 kW which is 1/3 of the power rating
of just one of the SSDG’s! The EDG electrical generation, excitation, and voltage
control are all done in the same way that it is done in the SSDG’s and this information is
not repeated here. Refer to the SSDG section of this notebook for this information.
The EDG generator frame and casing are opened to ambient air through louvers
located in the bottom half of the casing. Fans on the generator shaft circulate ambient air
around the generator rotor to provide the cooling necessary. It is important that the
louvers on the generator casing remain clean and that the dampers allowing air into the
EDG room are open in order to provide sufficient air flow for generator cooling.
The EDG generator bearings are ball bearings and are sealed with grease lubrication.
B) Generator Monitoring and Control: The monitoring and control of the EDG is

much like that of the EDG’s. A picture of the EDG monitor and control section of
the emergency switchboard is shown below.
(1) The voltmeter allows the engineer to monitor the system voltage and the selector
switch below it allows the engineer to use the same voltmeter to read the voltage
of any of the three phases.
(2) The frequency meter shows the frequency of the generator
(3) The amp meter is used to monitor the load on the EDG. Since there is no kilowatt
meter, this is the only way for the engineer to monitor the generator load. The
maximum amperage is 480 amps, as noted by the red boundary on the meter.
(4) The space heater indicator light and ON/OFF switch located below it allow the
engineer to turn on the heaters in the switchboard. These heaters are required
because there is no climate control in the EDG room and the heaters prevent
condensation from forming in the electrical circuits and components during cold
or humid weather.
(5) The emergency generator power available indicator light shows when the
generator is up to 450 volts and can be put on line.
(6) The amber “EDG circuit breaker (CB) open” indicator light shows when the
generator circuit breaker is open for any reason.
(7) The blue “EDG circuit breaker closed” indicator light show when the generator
circuit breaker is closed for any reason.
(8) There are two control switches for manually opening or closing the EDG circuit
breaker.
(9) There are two voltage control knobs and selector switch. As with the SSDG’s, the
normal method of voltage control is to use the automatic mode. Once the set point
is adjusted, it should not have to be readjusted. If there is a failure of the
automatic voltage regulator, the selector switch can be moved to manual voltage
control. In this mode, voltage will have to be readjusted with changes in load.
This should not be done unless a licensed officer is present.
5 6 7
4
11 8
1 2 3
10
9
4
12 11
(10) The louver select switch allows the engineer to choose which mode the louver
control is in. Normally, this is in the automatic mode. In this mode, the louvers
will open upon starting the diesel engine, allowing air to enter the space. The
louvers will automatically close when the diesel is shut down to keep weather out
and will also close in event of a CO2 release so that the CO2 does not escape the
space or become diluted with outside air.
(11) The emergency generator feedback selector switch overrides the interlock
between the generator circuit breaker and the bus tie circuit breaker and allows
both to be closed at the same time. This switch has a key lock which must be
turned with the key before the switch position can be changed. This is because the
EDG cannot be paralleled with the SSDG’s. This is normally prevented by the
circuit breaker interlock. Thus, it is extremely important that the SSDG circuit
breakers be off before the selector switch is turned to the “backfeed” position.
Power from the EDG is only backfed from the emergency switchboard to the main
switchboard in emergency situations where there is no power available from any
of the SSDG’s. The Chief Engineer must approve this lineup and only he has the
key to this switch.
(12) The EMERGENCY GENERATOR OPERATIONAL MODE SELECTION
switch is used to select how the generator will be started. In the OFF position, the
generator cannot be started from the switchboard. This is the position used when
the ship is on shore power so that there is no possibility of the generator trying to
parallel with shore power after a momentary loss of power. The AUTO mode is
used when on ship’s power. This will allow the EDG to start automatically upon
loss of main bus voltage. The MANUAL mode is used for testing the automatic
start sequence of the EDG without interrupting normal power to the main
switchboard from the SSDG’s. The EDG can also be remotely started from the
emergency switchboard in this mode.
The MANUAL START AUTO TRANSFER SEQUENCE TEST SWITCH is
used to test the start sequence of the EDG and to start and stop the EDG from the
switchboard. With the operational mode selection switch in the manual position,
turning the sequence test switch to START will start the EDG. Turning the
sequence test switch back to NORMAL will stop the EDG. Turning the sequence
test switch to the TRANSFER SEQ TEST position will cause the bus tie circuit
breaker to open, the EDG to start automatically, and the EDG circuit breaker to
close, providing power to the emergency switchboard. The transfer sequence test
switch in normally in the NORMAL position.
10.4 BATTERIES: The batteries provide direct current (D/C) electrical energy to the
24 volt emergency power system. This system powers a very limited number of
loads. These are: (1) the general alarm panel, (2) the emergency generator alarm
panel, (3) the regulated power supply to each SSDG control panel. The 24 volt
D/C switchboard is located at the forward, lower corner on the emergency
switchboard. In addition to the load circuit breakers shown, there is a selector
switch for selecting which bank of batteries will power the loads.
The battery banks are located in the battery locker on the 04 bridge deck, port side, aft.
They are nickelcadmium type batteries. The batteries are kept charged by an automatic
battery charger that receive it’s power from the emergency switchboard. These chargers
are located on the aft bulkhead of the EDG room.
Because the batteries are on continuous charge, there is the possibility of them giving off
hydrogen gas in sufficient quantity to make an explosive mixture. To prevent this, there
is a supply and exhaust blower providing ventilation of the battery locker. It is extremely
important that these blowers be running all of the time. The batteries must be tested once
each six months under load.
In addition to the 24 volt emergency system, there is the emergency lighting system.
Certain lights throughout the ship are designated emergency lighting. Basically, they
provide enough lighting in living and work spaces to be able to exit the space in an
emergency. Each of these emergency lights has a small battery and battery charger
installed in it. In the event of a power loss from the normal 120 volt A/C power, the
emergency lights will automatically shift over to their own battery source of power.
There is only enough power in the battery to light one of the fluorescent tubes for ½ hour.
Once 120 volt A/C power is comes back on line, the emergency lights automatically shift
back to this power source and the batteries are recharged from the 120 volt power source.
Emergency lights can be identified throughout the ship because they are labeled with a
small red E and they have a small red light and test push button in the corner.
10.5 SHORE POWER
SHORE POWER
The ship’s electrical
system is compatible
with U.S. shoreside
systems. The T.S.G.B.
is on shorepower when
at CMA. Merchant
ships rarely go on
shorepower, even
when in port. Usually
only in the shipyard.
MAIN BUS
10.6 ELECTRICAL DISTRIBUTION:
DEFINITIONS:
Circuit Breaker: An electrical switch that has three fundamental puposes: 1) provide
circuit protection 2) allow a circuit to be energized when the breaker is closed or de
energized when the breaker is open 3) to isolate a circuit while repairs are being
made. Smaller circuit breakers are manually operated with a handle on the front
much like a light switch. Also like a light switch, when the handle is up, the breaker
is closed and when the handle is down, the breaker is open. Larger circuit breakers
like the generator and bus tie circuit breakers are electrically operated, although they
have an emergency manual mode. In addition to being manually or remotely
operated switches, circuit breakers automatically protect the circuits and electrical
equipment by automatically opening if they are subjected to 1) high current, 2) low
voltage, 3) overload. Any of these three conditions will cause the current to increase
above normal, causing the temperature of the conductors to increase. When the
temperature of the circuit breaker exceeds the set point, it will automatically trip and
isolate the circuit. In manual circuit breakers, this will result in the handle going to
the middle position. In larger circuit breakers, the openclosed indicator will read
open. Once the cause of the circuit breaker trip has been identified and corrected, the
circuit breaker can be closed and the circuit put back into operation. The electricity
will pass through several circuit breakers in its journey from the generator to the load
and there are hundreds of circuit breakers in the ship’s electrical system. All of these
circuit breakers are organized for “selective tripping”. This permits the isolation of a
faulty section of the system and, at the same time, maintains power to as much of the
system as possible. Thus, the circuit breaker closest to the fault will open first and the
breaker farthest from the fault and closest to the generator will open last. The
generator circuit breakers have the added feature that they will prevent “reverse
current”, that is, the flow of electricity from the bus to the generator. Thus, they act
as a check valve, allowing electricity to flow only from the generator to the bus. If
the electrical flow reverses, these circuit breakers will trip.
Manually Operated Load Circuit Breakers Remote Electrically
Operated Generator or
Bus Tie Circuit Breaker
In the event of generator overload, which can occur in the event of one of the two
generators tripping off line, the load on the remaining generator must be reduced
quickly or it will also trip, resulting in a complete loss of electrical power. The
switchboard circuit breakers are labeled as LOAD SHEDDING (white), NON VITAL
(yellow), and VITAL (red). In the event of a generator overload, all LOAD
SHEDDING and NON VITAL circuit breakers should be manually opened as quickly
as possible. Priority should be given to LOAD SHEDDING as these are the largest
loads and will reduce the load on the generator fastest.
Bus Bars: Heavy, rugged copper conductors that are used to carry the large generator
loads within the switchboard. Personnel are protected from contact with the bus bars
because they are completely contained in the interior of the switchboard. However,
they are not insulated and opening a switchboard panel and touching an energized bus
bar will result in death!
Disconnect Links: Devices used in switchboards to isolate a generator, a switchboard
section, or a bus tie whenever equipment has been damaged or whenever maintenance
is required. Disconnect links are connected in the large bus bars and are designed to
carry the entire current of the bus. The screwtype disconnect links are normally
located in the rear of the switchboard and are operated by means of an insulated
wrench. The disconnect links must be tightened firmly in both the open and closed
positions. CAUTION: do NOT operate the disconnect links when there is current
flowing through the circuit.
Transformer: A device for changing voltage. The generators onboard ship produce 450
volts. However, the lighting and outlet circuits require 110 volts. Thus, the
transformer is used to change some of the 450 volt current to 110 volts. The
transformer has no moving parts. It consists of two electromagnet coils. The primary
coil has 450 volt A/C power supplied to it and it becomes the field, providing the
magnetic field. The secondary coil becomes the armature that has the 110 volt
current induced in it. The “relative motion” needed to induce the current in the
secondary coil is provided by the A/C current of the primary coil building up as the
current increases and then collapsing as the current decreases. Thus, the alternating
current provides the relative motion of the magnetic field between the field and the
armature. The 110 volts A/C current induced in the secondary coil is connected to the
110 volt lighting and outlet circuits. Transformers are housed in sheet metal boxes
and usually make a slight 60 cycle buzzing noise and are warm to the touch due to the
inefficiency of the voltage conversion.
Motor Control Center (MCC): In order to reduce the size of the main switchboard and
reduce the length of the conductors to the loads, motor control centers are incorporated
into the electrical distribution system. These are essentially mini switchboards located
closer to the loads that they serve. They have circuit breakers for each load and, in
addition, often have startstop buttons for the load. A single large conductor can be run
from the main switchboard to the MCC and then shorter conductors can be run from the
MCC to the individual loads.
MOTOR CONTROL CENTER (MCC) POWER PANEL
Power Panel: These serve the same function as motor control centers, except that they
serve the 110 volt lighting and outlet circuits. They are located throughout the ship in
sheet metal boxes with doors on the front. Inside, there are rows of manual circuit
breakers. Each circuit breaker serves a lighting or outlet circuit located close by.
Motor Controllers: These are control circuits that control motor starting current and
protect the motor from overload and low voltage. They are contained in sheet metal
boxes located close to the motor that they service. In addition, the local START/STOP
push buttons are usually located on the front of the motor controller. Controllers are
categorized as one of two types; low voltage protection (LVP) and low voltage release
(LVR). The LVP controller disconnects the motor from the power supply upon low
voltage. Upon the return of normal supply voltage, the motor will not start until the
operator pushes the start button. This protects the generators from overload upon
restoration of power due to all of the motors trying to restart at the same time. LVP is
desirable for motors that are nonvital and do not have to restart immediately. The LVR
controller disconnects the motor from the power supply upon low voltage. Upon the
return of normal supply voltage, the motor will automatically restart. The LVR is used
for vital motors that must restart immediately upon restoration of normal power.
MAIN BUS, 3 PH, 440 VAC
DISCONNECT
INSIDE
DISTRIBUTION PANEL
2SENCB/ENGRM
ERVCB
L0405 P405,P406,
PANEL 11 M
M M M P402,P404
P0401 P0402 P0403 P408,P448
PANEL 6
MN SWBD PANEL 6
MN SWBD
MN SWBD P0404
BUS TIE
to
EMERG SB
@ BUS TIE
CONTROL
440/120 VAC
XFRMR VITAL MCC NON VITAL MCC
3 PH 225 KVA
SSDG #1 SSDG #3 EMERG GEN

900 KW @ 440 VAC SSDG #2 900 KW @ 440 VAC BUS TIE
120 VAC 900 KW @ 440 VAC
LIGHTING
ELECTRICAL
SHORE POWER #2
INTERLOCK
SHORE POWER #3
SHORE POWER #4
EL0400 BUS TIE to MAIN SB
NORMALLY CLOSED
440/120 VAC
XFRMR
24 VDC
BATTERY BANK 120 VAC to 24 VDC
EDG ROOM
INVERTER
CHARGER
EGCB
EDG
300 KW
EMERGENCY EMERGENCY
LIGHTING BUS SWITCHBOARD
24 VDC BUS 120 VAC 440 VAC, 3 PH, 60 HZ
The ship’s service distribution system consists of the three SSDG’s connected to the
main bus in the switchboard through their respective generator circuit breakers. The
electrical energy then flows from the bus to the loads. Some loads are connected directly
to the main switchboard, located in EOS, through load circuit breakers. However, there
are hundreds of electrical loads located throughout the ship and it is impractical to run
every conductor from the load to the main switchboard in EOS. Therefore, there are a
number of motor control centers (MCC) located in the engine room. These MCC’s are
powered from the main switchboard. The MCC’s, in turn, provide electrical energy to
the loads that they supply. You can think of the motor control centers as remotely
located extensions of the main switchboard. The main bus is also connected to the
emergency bus through the bus tie conductors and circuit breakers. It is also possible to
connect the main bus to shore power through the shore power circuit breakers.
The ship’s service switchboard is housed in a sheetsteel enclosures from which only
the meters and operating handles of the switches and circuit breakers protrude from the
front of the switchboard. The switchboard is divided into units. Each unit has all of the
required devices such as circuit breakers, meters, and controls for a particular function.
For examples, there is a separate unit for each generator.
MAIN BUS, 3 PH, 440 VAC
DISCONNECT
INSIDE
DISTRIBUTION PANEL
ENG RM
P401,P403
2SENCB/ENGRM
L0405 ERVCB
P405,P406,
PANEL 11 M
M M M P402,P404
P0401 P0402 P0403 P408,P448
MN SWBD PANEL 6
PANEL 6
MN SWBD
MN SW BD P0404
BUS TIE
to
VITAL MCC EMERG SB
@ BUS TIE
CONTROL
440/120 VAC
XFRMR VITAL MCC NON VITAL MCC
3 PH 225 KVA
SSDG #1 SSDG #3 EMERG GEN

900 KW @ 440 VAC SSDG #2 900 KW @ 440 VAC BUS TIE
120 VAC 900 KW @ 440 VAC
LIGHTING
ELECTRICAL
SHORE POWER #2
INTERLOCK
SHORE POW ER #3
SHORE POWER #4
EL0400 BUS TIE to MAIN SB
Generator circuit breakers are
located between the generator
and the bus.
and the bus.
B
U
S
Load circuit breakers are located
between the bus and the load
B
U
S
10.7 EMERGENCY POWER
EDG COOLING
FUEL M
A
I
EMERGENCY N
SWITCHBOARD BUS TIE
B
EMERGENCY BUS U
S
EMERGENCY GENERATOR CIRCUIT BREAKER
BATTERY CHARGER
EMERGENCY BUS
24 VOLT D.C.
EMERGENCY BUS
10.8 GROUNDS AN DGROUND DETECTION
Grounding
• At home, if we have a short circuit on a
two prong plug, we will generate a lot of
heat and the device will be damaged
• With a 3prong plug, if a short exists, the
third prong is used for grounding.
– The groundline is directly connected to the
ground, a short will send the extra electricity
to the ground instead of damaging the
equipment
Ground Fault Monitoring
• Ground indication lamps in a
3phase a.c. system are
arranged as shown.
• With no ground faults the
lamps glow with equal half
brilliance.
• If a ground fault occurs on
one line, then the lamp
connected to that line goes
dim or extinguished.
• The other lamps experience
an increased voltage and
glow brighter than before.
10 FUEL SYSTEMS
Chapter 10 Table of Contents
10.1 INTRODUCTION.................................................................................................................. 2
10.2*GENERAL INFORMATION FOR FUEL SYSTEMS ......................................................... 2
10.3 TEMPERATURE VISCOSITY RELATIONSHIP ............................................................... 3
10.4 FUEL OIL PURIFICATION REQUIREMENTS.................................................................. 3
10.5 FUEL OIL TRANSFER CONTROL STATION ................................................................... 4
10.6 FUEL OIL FILL AND TRANSFER SYSTEM ..................................................................... 4
MAJOR COMPONENTS............................................................................................................... 5
Table 10-1. Fuel Oil Transfer System Component List................................................................. 5
10.7 OPERATING CONDITIONS FOR THE FUEL OIL TRANSFER SYSTEM ..................... 8
10.7.1 GENERAL OPERATING INFORMATION FOR FUELING, DEFUELING, AND
INTERNAL FUEL TRANSFER .................................................................................................... 8
10.7.2 TRANSFER REQUIREMENTS FOR FUELING, DEFUELING, AND INTERNAL
FUEL TRANSFER ......................................................................................................................... 9
10.7.3 OPERATING PROCEDURES FOR THE FUEL OIL TRANSFER SYSTEM ........ 9
10.7.4 TO RECEIVE FUEL ................................................................................................. 9
10.7.5 TO TRANSFER FUEL................................................................................................. 10
10.7.6 TO OFFLOAD FUEL................................................................................................... 10
10.7.7 AUTOMATIC FO MAKEUP....................................................................................... 10
10.7.8 STARTUP........................................................................................................................ 10
10.8 OPERATING PROCEDURES FOR FUEL OIL SERVICE SYSTEM .............................. 13
10.8.1 FUEL OIL SERVICE SYSTEM PREPARATION................................................. 13
10.8.2 DIESEL FUEL MARINE FILL AND TRANSFER SYSTEM................................ 14
MAJOR COMPONENTS............................................................................................................. 14
10.8.3 DIESEL FUEL MARINE TRANSFER PUMPS ..................................................... 14
10.8.4 DIESEL FUEL MARINE SETTLING TANK......................................................... 15
10.8.5 DIESEL FUEL MARINE STORAGE TANK ......................................................... 15
10.8.6 MAIN ENGINE DIESEL FUEL MARINE DAY TANK........................................ 15
10.8.7 GENERATOR DIESEL FUEL MARINE DAY TANK .......................................... 15
10.8.12 EMERGENCY DIESEL GENERATOR DAY TANK............................................ 16
10.8.13 OPERATING CONDITIONS FOR DIESEL FUEL MARINE TRANSFER
SYSTEM 16
10.8.14 TO RECEIVE FUEL ................................................................................................ 16
10.8.15 TO TRANSFER FUEL............................................................................................. 17
10.8.16 TO OFFLOAD FUEL............................................................................................... 17
10.9 DIESEL FUEL MARINE SERVICE SYSTEM ................................................................... 17
10.10 MAIN PROPULSION DIESEL ENGINE DIESEL FUEL MARINE SERVICE
SYSTEM ....................................................................................................................................... 17
10.10.1 DIESEL FUEL MARINE BOOSTER PUMPS........................................................ 18
10.11 SHIP’S SERVICE DIESEL GENERATOR DIESEL FUEL MARINE SERVICE
SYSTEM 18
10.12 OPERATING PROCEDURES FOR DFM SERVIVE SYSTEM............................ 19
10.12.1 DIESEL FUEL MARINE SERVICE SYSTEM PREPARATION .......................... 19
10.12.2 MAIN PROPULSION DIESEL ENGINE DIESEL FUEL MARINE SERVICE
SYSTEM STARTUP .................................................................................................................... 19
10.12.3 SHIP SERVICE DIESEL GENERATOR DIESEL FUEL MARINE SERVICE
SYSTEM STARTUP .................................................................................................................... 20
10.12.4 MAIN PROPULSION ENGINE DIESEL FUEL MARINE SERVICE SYSTEM
SHUTDOWN................................................................................................................................ 20
10.12.5 SHIP SERVICE DIESEL GENERATOR DIESEL FUEL MARINE SERVICE
SYSTEM SHUTDOWN............................................................................................................... 20
10.12.6 DIESEL FUEL MARINE SERVICE SYSTEM SHUTDOWN............................... 20
10.12.7 CASUALTY CONTROL PROCEDURES FOR THE DIESEL FUEL MARINE
SERVICE SYSTEM ..................................................................................................................... 21
10.12.8 DIESEL FUEL MARINE PURIFICATION SYSTEMS ......................................... 21
10.12.9 SLUDGE PUMP....................................................................................................... 21
10.13 DIESEL FUEL MARINE PURIFICATION SYSTEM ............................................... 21
10.14 CASUALTY CONTROL PROCEDURES FOR DFM PURIFICATION SYSTEM ..... 24
10.14.1 AUTOMATIC SHUTDOWN OR RESPONSE ....................................................... 24
10.14.2 EMERGENCY SHUTDOWN.................................................................................. 24
10.14.3 TROUBLESHOOTING GUIDE .............................................................................. 24
10.14.4 FAILURE OF DFM PURIFIER ............................................................................... 24
10.1 INTRODUCTION
This chapter describes the various subsystems comprising the Fuel Systems along with standard
operating procedures for normal and emergency (i.e., casualty) modes of operation. Each system
component is described to include its function, design ratings, and any information that may
prove helpful to the operator.
10.2*GENERAL INFORMATION FOR FUEL SYSTEMS

The Fuel Systems provided onboard are the Diesel Fuel Marine (DFM) Fill and Transfer System
(figure 3-3), the DFM Service System (figure 3-4), and the DFM Purification System (fig 3 6).
The DFM Fill and Transfer System provides the same functions for the DFM as the FO Fill and
Transfer System provides for the FO. It also supplies purified DFM to the emergency diesel
generator day tank and to the lifeboats. The DFM Service System provides DFM to the oil-fired
boiler and to the main engines and the SSDG’s. The DFM Purification System purifies and
transfers DFM from the main engine DFM settling tank to the main engine day tank or the SSDG
DFM day tanks. Even though piping still exists for the Heavy Oil (HO) systems and tanks they
are no longer used, systems labeled Fuel Oil (FO) are strictly DFM.
Diesel Fuel Marine (DFM) has a viscosity of 45 seconds Redwood at 100 F and can readily be
used as a fuel in the diesel engines without heating. DFM is primarily used in the main engines
and SSDG. DFM is also used by the emergency diesel generator, the oil fired boiler, and for
lifeboat engines. Though the qualities of DFM have been more standardized than those of FO, it
is still recommended that the properties of DFM from any source be checked against the diesel
manufacturers’ specifications prior to purchasing the fuel. Using any fuel with characteristics
outside the limits specified by the manufacturer could lead to equipment damage.
10.3 TEMPERATURE VISCOSITY RELATIONSHIP
Personnel must keep in mind that viscosity not temperature is the fuel oil parameter that must be
maintained for proper diesel engine operation. The horizontal axis of the graph is a linear scale
of temperature in degrees Fahrenheit and degrees Celsius. There are five vertical axes; each
providing a non-linear scale of a different unit of kinematic viscosity is the property by which a
fluid offers resistance to flow and shear stress. The dynamic viscosity of a liquid is
predominately dependent on the liquids molecular cohesion, which decreases as temperature
increases. Liquid density also decreases as temperature increases but the magnitude of the
change in density is insignificantly smaller than the corresponding change in fuel oil molecular
cohesion and the overall effect is a decrease in kinematic viscosity. For the remainder of this
discussion, and in all other sections in this manual, viscosity refers to kinematic viscosity. The
units of viscosity used in this manual are centistokes and Saybolt Universal Seconds (SUS).
10.4 FUEL OIL PURIFICATION REQUIREMENTS
Water and sediment (contaminants) that collect in ship and shore fuel tanks must be removed
from the fuel oil before the fuel oil can be used. Most of the contaminates tend to settle toward
the bottom and can easily be removed by stripping fuel tanks and or draining the tanks using the
lowest suction line in the tank, however some containment’s remain suspended in the fuel oil. If
these contaminants are not removed before the fuel oil is used then the equipment using the fuel
oil can be severely damaged. It is imperative that fuel oil be purified before it is used.
10.5 FUEL OIL TRANSFER CONTROL STATION

The fuel oil transfer control station is located in the Auxiliary Machinery Room 5-144-0.
Start/stop control and suction and discharge pressure indicators are provided at the fuel oil
transfer control station, and remotely in the EOS 2-134-0 for the FO transfer and DFM
transfer/service pumps. The fuel oil transfer station includes the following features. All FO used
on the Golden Bear is DFM. Heavy Oil is no longer used, even though piping and tanks may still
be labeled as such.
1. Liquid level display for all fuel oil and DFM tanks, the dirty oil tank 6-140-2 and clean fuel
oil tank.
2. High level alarms for all fuel oil and DFM storage tanks, clean fuel oil tank and the dirty oil
tank.
3. High and low level alarms for the fuel oil settling, fuel oil day, DFM settling, and DFM day
tanks.
4. Temperature indication for all fuel oil storage, settling, day, and dirty oil (overflow) tanks,
and for the DFM settling tank and clean fuel oil tank.
5. Sound power telephone with communication to the deck fills stations.
10.6 FUEL OIL FILL AND TRANSFER SYSTEM
The Fuel Oil (FO) Fill and Transfer System is used to onload and offload fuel oil and to transfer
fuel oil to or from any tank within the system. It can also pump contaminated fuel oil or strip
water from any tank to the waste oil-settling tank in the Oily Waste and Waste Oil Transfer
System. Component descriptions are listed in Table 10-1. Either FO transfer pump can be used
to transfer fuel. Each pump draws a suction through its suction strainer from the dirty oil tank,
the clean oil drain tank or from the FO transfer suction and discharge manifold (transfer
manifold). From the pumps, the fuel oil can be discharged to the transfer manifold, the FO Fill
connections for offloading fuel, or, if the fuel is contaminated, to the waste oil settling tank.
Water that may collect at the bottom of a tank should be pumped to the waste oil-settling tank for
further processing. Two deck fill connections at frame1-150-2 and 1-150-2, one port and one
starboard, are provided for on loading and offloading fuel oil. These connections are just aft of
the DFM fill connections on main deck. Major system components are listed in table 3-1.
MAJOR COMPONENTS
10.6.1 FUEL OIL TRANSFER PUMPS
Either FO transfer pump can be used to transfer fuel. Only one pump is operated at any one
time. The two-speed, motor-driven pumps are capable of delivering 75 or 150 gallons per
minute (gpm) at 50 pounds per square inch (psi). Each pump is protected from over
pressurization by a relief valve set to lift at 65 psi.
10.6.2 STRAINERS
One simplex suction strainer is provided for each FO transfer pump. The simplex strainers serve
to protect the pumps from particles larger than 1/8 inch that would cause pump damage.
10.6.3 FUEL OIL TRANSFER SUCTION AND DISCHARGE MANIFOLD
The transfer manifold consists of suction and discharge manifolds, which connect the FO day
and settling tanks and all the FO storage tanks to the transfer pumps.
10.6.4 FUEL OIL STORAGE TANKS
Six storage tanks are provided to contain the fuel oil. Each tank is equipped with a high-level
alarm. Each temperature indicator circuit also provides a high temperature alarm at 130 F.
Since the Golden Bear only uses DFM, the temperature indicators and alarms are no longer
applicable. Tanks are listed forward to aft as 5-47-2, 5-47-0, 5-47-1, 5-104-0, 3-144-4, and 3-
146-1. Steam coils and a temperature-regulating valve provide us with the possibility to heat the
storage tanks and supply a temperature of 100 F. Temperature regulating valves have been
removed making the steam coils non-operational.
Table 10-1. Fuel Oil Transfer System Component List

FO Transfer Pumps 2 MFR: Frank Mohn (FRAMO)
Type: Two-Speed Vertical Screw (LNA 82/140)
Capacity: 150 or 75 gpm
Design Pressure: 50 psi
Pressure Relief Setting: 65 psi
Speed: 1,165 or 570 rim
Casing Material: Ductile Iron
Weight: 419 lb.
FO Transfer Pump MFR: Reliance Electric
Motor Type: Two Speed 365 TD
Speed: 1,165 or 570 rpm
Starting Current: 61.4 amp at 570 rpm
Normal Current: 12.8 amp at 570 rpm
Starting Current: 134 amp at 1,165 rpm
Normal Current: 19.3 amp at 1,165 rpm
Power Requirements: 440 volts, 3 pH. 60 Hz
Rating: 15 hp at 1,165 rpm, 7.5 hp at 570 rpm
Weight: 550 lb.
Strainers 2 MFR: Mueller Steam Specialty

Drawing No.: AN-6.0-125F-CS-G Rev. 1
Size: 6 in.
Body Material: Cast Carbon Steel
Screen: 1/8 in. Perforations, Stainless Steel
Design Pressure: 285 psi
Overall Dimensions: 20-1/4 x 30-1/2 in.
Vent and Drain Size: ½ in. NPT
Table 10-1. Fuel Oil Transfer System Component List (Continued)

FO Storage Tanks 6
5-47-0 Capacity: 320,700 gal
5-47-1 Capacity: 116,950 gal
5-47-2 Capacity: 116,950 gal
5-104-0 Capacity: 186,190 gal
3-144-4 Capacity: 100,940 gal
3-146-1 Capacity: 90,560 gal
FO Settling Tank 1 Capacity: 32,760 gal.
FO Day Tank 1 Capacity: 32,760 gal.
Dirty Oil Tank 1 Capacity: 1,420 gal.
Clean Fuel Oil Drain 1 Capacity: 320 gal.

Tank
Waste Settling Tank 1 Capacity: 2,500 gal.
10.6.5 FUEL OIL SETTLING TANK
The settling tank (3-144-1) provides for automatic makeup of fuel oil while permitting the
precipitation of solids and water. The settling tank is equipped with a high-level alarm, a tank
level indicator, a temperature indicator, a low-level alarm, a low-level switch and two high-level
switches. The low-level alarm is set at 30 percent of the tank capacity. The low-level switch
turns on a FO transfer pump when tank level drops to 80 percent capacity. When the tank is
filled to 90 percent capacity the high-level switches turn the transfer pump off. For the settling
tank automatic refilling to occur, one fuel storage tank must be kept lined up to the transfer pump
suction, the settling tank lined up to the pump discharge, and a transfer pump placed in standby.
Two drain connections are provided to drain water from the settling tank. These drain
connections are the same as those in the day tank. If overfilled, this tank overflows to the dirty
oil tank. The high level alarms are subject to change depending on the sea conditions.
10.6.6 FUEL OIL DAY TANK
Because purified fuel supplied to the day tank is greater than the fuel used by the main engines
and SSDG’s the day tank is kept full and overflowing to the settling tank. The day tank is
equipped with a high-level alarm, a tank level indicator, a temperature indicator, and a low-level
alarm. The high-level alarm is in the day tank-to-settling tank overflow-connection vent piping.
It is set at 12 inches above the overflow piping. When fuel is being used for diesel operation the
fuel Purification System is continuously operating, drawing fuel from the settling tank and
discharging fluid to the day tank. The low-level alarm is set at 30 percent of the day tank
capacity. Two drain connections, one at the bottom of the tank and one 12 inches above the tank
bottom, are connected to the fuel Purification System sludge tank. These drains allow water that
may collect in the day tank to be stripped from the system. A sight flow unit in the drain line
allows visual inspection of the fluid being drained.
10.6.7 DIRTY OIL TANK
The dirty oil tank (6-140-2) collects gravity drains of lubricating oil, fuel, and various tank
overflows. The tank is equipped with a high-level alarm, a tank level indicator, and a
temperature indicator. See Oily Waste and Waste Oil Transfer System (chapter 12) for
additional information.
10.6.8 CLEAN FUEL OIL DRAIN TANK

The clean fuel oil drain (4-116-1) tank collects gravity drains of DFM engines. The tank is
equipped with a high-level alarm, and a tank level indicator. The fuel Purification System
purifies and discharges the contents of this tank to the day tank.
10.6.9 WASTE SETTLING TANK
The waste-settling tank (6-114-2) is used for settling the heavier sludge deposits such as those
generated by the fuel oil purifier sludge tank. The settling tank is equipped with a high-level
alarm, a tank level indicator, a temperature indicator, and a high-level sensor. See Oily Waste
and Waste Oil Transfer System (Chapter 15) for additional information.
10.7 OPERATING CONDITIONS FOR THE FUEL OIL TRANSFER

SYSTEM
10.7.1 GENERAL OPERATING INFORMATION FOR FUELING, DEFUELING,

AND INTERNAL FUEL TRANSFER
This ship utilizes a Clean Ballast System, which provides complete separation between fuel
storage tanks and the Seawater Ballast System. Fuel Fill, Transfer, and Stripping Systems are
isolated from Drainage, Ballast, and Bilge Systems and are used solely for fuel storage and
management. Tanks used for ballast are so designated and can be filled with seawater for ship
stability and trim. Compensation for receiving fuel is provided by transferring ballast. The
ship’s Damage Control Book and Trim and Stability Booklet contain valuable information for
weight and stability. When fueling, it is best to fill as many tanks as possible to balance the
weight transfer and lower the fueling rate for each tank. It is important to fuel at controlled rates
to prevent overflows and spills, particularly when a tank is approaching full. Keep in mind that
list leads too inaccurate tank readings. Tanks are calibrated at an even keel thus keeping the ship
as close to even keel as possible will give the most accurate readings for recording fuel quantities
as received. When an individual tank fills to 95 percent, it should be secured. The rated full
capacity of a fuel tank is 95 percent of the total capacity as computed after allowance has been
made for all obstructions in the compartment. The remaining 5 percent of the total tank capacity
are reserved to allow for fuel expansion. After all stowage tanks of a group are filled, overflow
is governed by the size of individual and combined overflow lines and their flow rates. To
prevent frequent overflowing, steps must be taken to reduce the fueling rate to individual tanks
as their level approach the 95 percent level. The filling rate to individual tanks may be reduced
by throttling the valve on the tank being filled or opening another valve to fill an additional tank.
Each tank is equipped with a high-level alarm, which is set to sound when the tank has reached
between 95 and 98 percent capacity. If the high-level indicator alarm sounds, filling of the
affected tank shall be immediately secured. Alarm points are set above the 95 percent tank
capacity to prevent their actuation in the course of routine tank filling. All requirements of 33
Code of Federal Regulations (CFR), Chapter 1, Subchapter O, shall be followed.
10.7.2 TRANSFER REQUIREMENTS FOR FUELING, DEFUELING, AND
INTERNAL FUEL TRANSFER
Prior to fueling, defueling, or transferring fuel internally within the ship, the following
requirements shall be met:
1. While in port, fuel transfers shall be accomplished during normal daylight working hours by
established fueling details. Approved anti-pollution containment’s, to including a
containment boom and appropriate signal flags and lighting, shall be employed.
2. Topside watches shall be posted at all locations of possible fuel spills. Direct communication
to all fuel transfer stations will be established before starting each transfer evolution.
3. Check off lists of allocations and procedures necessary for fuel system lineup and operation
Shall be established and maintained to reflect the installed system. Double-checking of all fuel
system valves is essential to ensure that all tanks not involved in the transfer are isolated.
4. Every person involved in fuel transfer operations is to be formally qualified in fueling
procedures and communication requirements.
5. Continuous tank sounding and indicator monitoring at remote tank level indicator of tank
being filled shall be maintained and reported to the Fueling Control Console Operator.
Additionally, all tanks shall be sounded to ensure that only those tanks being filled are
receiving fuel. Sounding valves shall be securely closed after each use.
6. Precautionary measures shall be taken to minimize danger of a fuel spill, including blocked
scuppers, availability of adequate manpower, and availability of sufficient containment and
cleanup equipment, such as an oil spill control kit.
7. At the first sign of spillage, improper tank level changes, or any other malfunction, fuel
transfer shall be immediately secured.
10.7.3 OPERATING PROCEDURES FOR THE FUEL OIL TRANSFER SYSTEM
For all fuel transferring operations refer to TSGB Bunkering Instructions.

10.7.4 TO RECEIVE FUEL
1. Fuel stations located: frame 150 port and starboard

2. Connect hose to FO filling connection. Verify that all connections are tight. Ensure that
loading hose will not be damaged by ships or barge movements caused by drift, list, or tidal
changes.
3. Open valves to FO tanks that are being filled.
4. Slowly open valve at FO filling connection.
5. Watch tank levels on consoles and note correlation with soundings. As each tank
approaches 90 percent capacity begin to reduce filling rate to 400gpm.
Close valves to tanks at 95 percent full.
6. Repeat steps 3 through 5 as required to fill all tanks.
7. As last tank reaches 75 percent full inform barge or terminal of imminent shutdown.
8. After shutdown, open fueling connection to one storage tank on board and request barge or
terminal to do the same. Allow hose to drain for 5 minutes in this condition prior to
disconnecting hose.
10.7.5 TO TRANSFER FUEL
1. The fuel transfer rate allowed for fuel or diesel oil day and settling tanks or storage tanks is
400gpm per tank.
2. Open cutout valves in FO transfer main to FO transfer pump suction manifold.
3. Open FO transfer pump suction and discharge valves.
4. Open inlet valve to one FO tank, as required.
5. Start pump. Ensure that no other shipboard tank is receiving fuel, by taking tank soundings.
6. After fuel has been transferred, stop pump and close valves previously opened for this
operation.
7. Repeat steps 2 through 6 as required to transfer fuel.
10.7.6 TO OFFLOAD FUEL
1. Open valve from tank to be defueled.
2. Open FO transfer pump suction and discharge valves.
3. Connect discharge hose to FO filling connection and open valve at connection. Verify that
all connections are tight. Ensure that loading hose will not be damaged by ships or barge
movements caused by drift, list, or tidal changes.
4. Start pump.
5. After fuel has been offloaded, stop pump and close valves previously opened for this
operation.
6. Repeat steps 2 through 6 as required to offload fuel.
7. After shutdown open filling connection to one storage tank on board and request barge or
disconnecting hose.
10.7.7 AUTOMATIC FO MAKEUP
During operating conditions when fuel is supplied to the main engines or SSDG’s, the transfer
system is lined up to automatically refill/makeup the FO settling tank. For this condition the
following procedures shall be used.
10.7.8 STARTUP
1. Verify all tank transfers are completed.

2. Verify that clean oil drain tank, dirty oil tank, waste oil settling tank, and fuel filling
connection valves to the FO transfer system are closed.
3. Open tank isolation valve and transfer manifold tank suction valve for on-service fuel
storage tank to be used as make up source.
4. Ensure that all other fuel service tanks are isolated.
5. Open suction and discharge valves for both transfer pumps.
6. Open settling tank transfer system isolation valve, transfer manifold pump discharge isolation
valve, and transfer manifold discharge to settling tank valve.
7. Place one transfer pump in standby.
8. Periodically monitor settling tank level and verify that transfer pump starts at 80 percent
settling tank capacity and stops at 90 percent settling tank capacity.
9. To change on service tank, open isolation and transfer manifold suction valve for new on-
service tank then close corresponding valves for old on-service tank.
10.7.9 SHUTDOWN
1. Place both transfer pumps at off.
2. Close settling tank transfer system isolation valve and transfer manifold discharge to settling
tank.
3. Close on service FO storage tank isolation valve and transfer manifold suction valve for on-
service tank.
4. Close transfer pump suction and discharge valves and pump discharge to transfer manifold
valve.
10.7.10 FUEL TRANSFER
1. Shut down automatic FO makeup.

2. Perform fuel transfer.
3. Start up automatic FO makeup.
10.7.11 MAIN ENGINE FUEL SUBSYSTEMS
Each main engine fuel subsystem controls and measures fuel flow through one main engine.
Both subsystems are identical. One subsystem consists of two flow meters, a final duplex filter,
a backpressure regulator, and a re-circulation valve. One flow meter indicates fuel flow supplied
to the main engine. The other flow meter indicates fuel flow returned from the main engine.
The difference between the fuel meter indications is the main engine fuel consumption. The
final fuel filter removes particles of 5-micron size and larger from the fuel entering the main
engine. The backpressure regulator maintains 20-psi fuel pressure out of the main engines. The
recirculation valve allows FO to be circulated through the rest of the FO service system when
DFM is selected as fuel for the main engines.
10.7.12 FINAL DUPLEX FILTER

The final duplex filter removes particles of 5-micron size and larger from the fuel entering the
main engine. The filter is the only stage of DFM filtration. The basket strainer on DFM suction
is not considered a stage of filtration. A filter differential pressure alarm sounds at 15 psid
signaling the need to switch and replace filters. The pressure differential across a new filter is
approximately 5 psid.
10.7.13 PRESSURE PUMP SUCTION STRAINER

The fuel pressure pump suction strainer prevents particles of 35 mesh (500 micron) and larger
from entering and damaging the fuel pressure pumps. The duplex strainer is equipped with a
differential pressure transducer that sounds an alarm at 10 psid. The alarm indicates the strainers
need to be switched and cleaned.
10.7.14 DIESEL GENERATOR FUEL PRESSURE PUMPS

Two pumps are provided to supply fuel from the day tank to the mixing tank. Only one pump is
operated at a given time. The motor-driven pumps are capable of delivering fuel oil at 8 gpm at
73 psi. Each pump is protected from over pressurization by an internal relief valve set at 73 psi.
10.7.15 MIXING TANK

The 26-gallon mixing tank preheats makeup FO with recirculated FO, and provides a gas
pressurized fuel surge volume to minimize SSDG service system fuel shocks. A low-level alarm
set at 20 gallons sounds when the tank needs venting.
10.7.16 DIESEL GENERATOR FUEL CIRCULATING PUMPS

Two circulating pumps are provided to supply fuel from the mixing tank to SSDG’s. Only one
pump is operated at a given time. The motor-driven pumps are capable of delivering fuel oil at a
rate of 8 gpm at 73 psi. Each pump is protected from over pressurization by an internal relief
valve set at 73 psi.
10.7.17 DIESEL GENERATOR FUEL SUBSYSTEMS
Each SSDG Fuel Subsystem controls fuel flow through one SSDG. All three subsystems are
identical. One subsystem consists of two 3-way valves; a Halon system controlled valve, and an
SSDG fuel final filter. The Halon system controlled valve closes when SSDG’s dedicated Halon
unit is initiated. The fuel final filter prevents particles of 34 micrometers and larger from
entering the SSDG.
10.7.18 HALON SYSTEM CONTROLLED VALVE
The Halon system controlled valve closes when that SSDG’s dedicated Halon unit is initiated.
This gate valve is latched open against spring force. The valve can be tripped closed manually.
If the dedicated Halon unit is initiated it causes a solenoid valve to open allowing air pressure to
trip the Halon system controlled valve closed.
10.7.19 SSDG FUEL FINAL FILTER
The fuel final filter prevents particles 34 mm and larger from entering the SSDG. This duplex
filter is equipped with an alarm that sounds at 11.6 psid. The alarm indicates the need to switch
and replace filters. This filter is used for DFM.
10.7.20 SAMPLING, TESTING, AND STRIPPING FUEL TANKS
Experience shows that water and sediment, which collect in ship fuel tanks, are major factors
contributing to the gradual deterioration of shipboard fuel service pumps, diesel engines, and
steam boilers. The water in tanks also leads to the growth of bacteria. It is essential that ship
fuel tanks be regularly tested for contamination and that they be stripped whenever
contamination is detected. Fuel quality maintenance is an ongoing process because fuel tanks
can be contaminated by rust particles induced by moisture drawn in through air vents, leakage of
valves and tank seams, condensation on tank surfaces, and the settling of solids and residues
picked up during fuel transfer.
10.7.21 FUEL AND WATER SEPARATION

Fuel oil from the storage tanks is transferred into the settling tank by a selected transfer pump.
Opening the tanks bottom drain valve and discharging via the sight glass to the fuel oil purifier
sludge tank normally remove water and contaminants, which are separated from the fuel in the
settling tank. If water is detected above the high drain connection, located 12 inches above the
bottom of the settling tank, temporarily secure filling of the settling tank, re-align valves and use
one of the transfer pumps and the settling tank low suction to transfer. The fuel remaining in the
settling tank is continuously purified to remove residual water and contaminants and is
discharged to the FO day tank. During normal operation the day tank is continuously
overflowing to the settling tank.
10.8 OPERATING PROCEDURES FOR FUEL OIL SERVICE SYSTEM
10.8.1 FUEL OIL SERVICE SYSTEM PREPARATION
The following procedure shall be used to prepare the Fuel Oil Service System for use by the
main engines or SSDG’s.
1. Open FO settling tank drain valves to drain any contaminants from bottom of tank to Fuel Oil
Purification System sludge tank. Close valves when sight flow drip tube indicates all
contaminants are removed.
2. Repeat step l for FO day tank. If contamination exists in day tank, completely drain day tank.
Refill day tank using fuel oil purification system.
3. Ensure that Central Control System is on-line (technical manual # 34, chapter 3).
4. Ensure that all fuel transfers are completed then operate FO Fill and Transfer System for
automatic fuel oil makeup.
5. Ensure that Starting and Ships Service Air System and Control Air System are operating and
air pressure is available to all pneumatically controlled and operated components.
6. Verify that all Fuel Oil Service System valves are properly positioned.
7. Ensure that Fuel Oil Purification System is operating.
10.8.2 DIESEL FUEL MARINE FILL AND TRANSFER SYSTEM
The DFM Fill and Transfer System are used to onload and offload DFM and to transfer DFM to
and from any tank within the system. It can also pump contaminated DFM to the waste oil-
settling tank in the Oily Waste Oil Transfer System. Normally this system is lined up with one
pump dedicated to transferring unpurified DFM from the storage tank to the main engine DFM
settling tank and the other pump lined up to transfer purified DFM as required. This system, in
conjunction with the DFM Purification System, can supply purified DFM from the main engine
day tank to the SSDG day tanks; the emergency diesel generator day tanks, or to the port and
starboard lifeboat fill connections. In an emergency either transfer pump can be lined up to
perform the function of the other, but this would allow the mixing of purified and unpurified
DFM. Each pump is equipped with a suction strainer and a relief valve. A DFM transfer suction
and discharge manifold connects all tanks except the emergency diesel generator day tank and
waste oil settling tank to the transfer pumps. The emergency diesel generator day tank and the
waste oil-settling tank are connected directly to the transfer pump discharge piping. Along with
its transfer manifold connection, the main engine DFM day tank is connected directly to the
transfer pump suction piping and the two SSDG day tanks are connected to the pump discharge
piping. This piping arrangement allows one pump to transfer unpurified DFM from the storage
tank to the settling tank, the DFM Purification System, to transfer and purify DFM from the
settling tank to the main engine day tank; and the other pump to transfer purified DFM from the
main engine day tank to any other day tank or the life boat fill connections without cross
connecting or interrupting any of the three flow paths. The main engine and SSDG day tank
overflow piping is connected to the settling tank. A high level switch in the settling tank helps
prevent settling tank overflow by securing both transfer pumps. The overflow piping and
settling tank high-level switch help prevent spillage in case of overfilling any of the four tanks.
The emergency diesel generator day tank overflows to the 04 level and has only a high level
alarm. Overflowing this tank will cause a DFM spill. Two deck fill connections at frame 150,
one port and one starboard are provided for onloading and offloading DFM. These connections
are just forward of the FO fill connections on the main deck.
MAJOR COMPONENTS
10.8.3 DIESEL FUEL MARINE TRANSFER PUMPS
Two transfer pumps are provided for transferring fuel to various tanks. Each motor-driven pump
is capable of delivering 25 gpm at 50 psi. A relief valve set to lift at 65 psi provides pump
protection.
10.8.4 DIESEL FUEL MARINE SETTLING TANK
The main engine DFM settling tank (3-144-3) provides temporary storage of fuel, which is to be
purified while permitting precipitation of solids and water. The tank operating capacity is 7,214
gallons. Storage tank fuel is transferred to the settling tank for purification. From the purifier,
the oil is passed to a main engine or SSDG DFM day tank for use. Steam coils can be used to
maintain the tank temperature at 80 F to accelerate the precipitation of impurities. The settling
tank is equipped with a high-level alarm, a temperature indicator, with a high temperature alarm
set at 130 F; a tank level indicator; and a low-level alarm, set at 30 percent tank capacity. This
tank overflows to the dirty oil tank.
10.8.5 DIESEL FUEL MARINE STORAGE TANK
DFM storage tank (5-35-0) is provided to store up to 121,816 gallons of DFM. The tank is
equipped with a high-level alarm, and a tank level indicator.
10.8.6 MAIN ENGINE DIESEL FUEL MARINE DAY TANK
The main engine DFM day tank (3-139-1) provides fuel to the main propulsion diesel engines
via the DFM Service System. The tank operating capacity is 8,681 gallons. The tank is
equipped with a high-level alarm, set at 98 percent tank capacity; a tank level indicator; and a
low-level alarm, set at 30 percent tank capacity. This tank overflows to the DFM tank.
10.8.7 GENERATOR DIESEL FUEL MARINE DAY TANK
Two generator DFM day tanks provide fuel to the three SSDG engines via the DFM Service
System. Tank 2144-1 has an operating capacity of 2,518 gallons and tank 2-144-3 operating
capacity is 2,118 gallons. The tanks also provide fuel to the auxiliary oil fired steam heat boiler.
Each tank is equipped with a high-level alarm, a tank level indicator, and a low-level alarm.
These tanks overflow to the DFM settling tank
10.8.12 EMERGENCY DIESEL GENERATOR DAY TANK
The emergency diesel generator day tank provides storage for the emergency diesel generator
fuel. The tank total capacity is 480 gallons. The tank is equipped with a high-level alarm, and a
low-level alarm.
10.8.13 OPERATING CONDITIONS FOR DIESEL FUEL MARINE TRANSFER

SYSTEM
Refer to TSGB Bunkering Instructions, Fuel Oil Transfer Section, Fueling, Defueling, and
Internal Fuel Transfer requirements.
10.8.14 TO RECEIVE FUEL
1. Fuel stations located: frame 150 port and starboard

2. Connect hose to DFM filling connection. Verify that all connections are tight. Ensure that
loading hose will not be damaged by ships or barge movements caused by draft, list or tidal
changes.
3. Open valves to DFM storage tank being filled Slowly open valve at DFM filling connection.
4. Watch tank levels console and note correlation with soundings. As each tank approaches 90
percent capacity reduce filling ratio 400 GPM. Close valves to tanks at 95 percent full.
6. Repeat steps 3 through 5 as required to fill all tanks.
7. As last tank reaches 75 percent full inform barge or terminal of imminent shut down.
8. After shut down, open filling connection to storage tank on board and requires barge or
terminal to do the same. Allow hose to drain 5 minutes in their condition prior to
disconnecting hose.
10.8.15 TO TRANSFER FUEL
1. The flow transfer rate allowed for fuel or diesel oil in to the settling and storage tanks is 400
GPM per tank.
2. Open cutout valves in DFM transfer main to DFM transfer pump suction manifold.
3. Open DFM transfer pump suction and discharge valves.
4. Open valve to one DFM tank, or as required.
5. Start pump. Ensure that no other shipboard tank is receiving fuel, by taking tank soundings.
6. After fuel has been transferred, stop pump and close valves previously opened for this
operation.
7. Repeat steps 2 through 6 as required to transfer fuel.
10.8.16 TO OFFLOAD FUEL
1. Open valve from tank to be defueled.

2. Open DFM transfer pump suction and discharge valves.
3. Connect discharge hose to DFM filling connection and open valve at connection. Verify that
all connections are tight. Ensure that loading hose will not be damaged by ships or barge
movements caused by draft, list or tidal changes.
4. Start pump.
5. After fuel has been offloaded, stop pump and close valves previously opened for this
operation.
6. Repeat steps 2 through 6 as required to offload fuel.
7. After shutdown, open filling connection to storage tank on board and request barge or
disconnecting hose.
10.9 DIESEL FUEL MARINE SERVICE SYSTEM
The DFM Service System provides DFM to the main engines and SSDG’s. It is divided in this
section to separate major components contained in the Main Engine DFM Service System from
those in the SSDG DFM Service System. The SSDG DFM Service System also provides DFM
for the oil-fired boiler and for the emergency diesel generator head tank.
10.10 MAIN PROPULSION DIESEL ENGINE DIESEL FUEL MARINE SERVICE

SYSTEM
The Main Engine DFM Service System provides the main engines with clean DFM for
combustion. Each booster pump draws DFM from the main engine DFM day tank, through the
duplex strainer and discharges the DFM to the two main engine fuel subsystems at the three-way
valves. When DFM is used in the main engines one pump is operated in run and the other pump
in standby. If the running pump discharge pressure decreases to 30 psi the standby pump
automatically starts. If pressure continues to decrease, an alarm will sound. The duplex strainer
prevents particles from entering and damaging either booster pump. The DFM supply pressure-
regulating valve maintains 50-psi DFM pressure at each main engine fuel subsystem supply
header. Excess flow is directed to the main engine fuel subsystem return header that leads back
to the day tank.
MAJOR COMPONENTS
10.10.1 DIESEL FUEL MARINE BOOSTER PUMPS
Two booster pumps are provided to supply DFM from the day tank to the main propulsion
engines. Each motor driven pump delivers 33 gpm. Each pump is protected from over
pressurization by a relief valve set to lift at 75 psi.
10.10.2 DIESEL FUEL MARINE BOOSTER PUMP SUCTION DUPLEX

STRAINER
The duplex strainer is used to remove any contaminants from the DFM prior to its admission to
the booster pumps. If the strainer differential pressure exceeds 5 psid, an alarm sounds
indicating the need to switch and clean elements.
10.11 SHIP’S SERVICE DIESEL GENERATOR DIESEL FUEL MARINE

SERVICE SYSTEM
The SSDG DFM Service System provides one oil-fired boiler and three SSDG’s with clean
DFM. Refer to TSGB Boiler section. The service pump draws DFM from the on service SSDG
DFM day tank and the mixing pipe through the duplex strainers, and discharges the DFM
directly to the three SSDG fuel subsystems at the three-way valve. The SSDG fuel subsystems
are discussed in the TSGB SSDG instruction section. The 14-gallon Mixing pipe is the DFM re-
circulation point and allows gases that may be released from the DFM to be vented to
atmosphere. The pipe vent is located on the 01 level. When one or more SSDG’s are operating
on DFM the service pump draws most of the DFM from the mixing pipe. The DFM not
consumed is returned to the mixing pipe. Makeup for the DFM used by the SSDG’s flows from
the on-service day tank to the mixing pipe. Return to the Chapter Table of Contents.
MAJOR COMPONENTS
10.11.1 DIESEL FUEL MARINE SERVICE PUMP
The SSDG DFM service pump provides fuel pressure to the individual SSDG engines. The
pump delivers DFM at 8.3 gpm.
10.11.2 DUPLEX STRAINER
The duplex strainer prevents particles of 35 mesh (500 microns) and larger from entering and
damaging the service pump. When strainer differential pressure reaches 5 psid an alarm sounds
indicating the need to switch and clean strainer elements.
10.12 OPERATING PROCEDURES FOR DIESEL FUEL MARINE SERVIVE

SYSTEM
~NOTE~
There is no automatic DFM refill/makeup system. Therefore, when DFM is being used,
periodically check settling and day tank levels and refill in accordance with procedures
below.
10.12.1 DIESEL FUEL MARINE SERVICE SYSTEM PREPARATION
The following procedure shall be used to prepare the DFM Service System for use by the main
engines SSDG’s, or oil fired boiler.
1. Check main engine and SSDG DFM day tank levels. If required operate DFM Purification
System to fill main engine and SSDG day tanks with purified DFM.
2. Check main engine DFM settling tank level. If required operate DFM Fill and Transfer
System to fill settling tank from DFM storage tank.
3. Ensure that Central Control System is on line (technical manual #34, chapter 3).
4. Ensure that Starting and Ships Service Air System and Control Air System are operating and
air pressure is available to the main engine and SSDG Fuel subsystems and to the oil fired
boiler.
5. Ensure that all DFM Service System valves are properly positioned. Only one SSDG DFM
day tank is to be used for service, ensure that on service tank supply and return valves are
open and supply and return valve for other SSDG DFM day tank are closed
5. When DFM is being used as fuel periodically repeat steps 1 and 2.
10.12.2 MAIN PROPULSION DIESEL ENGINE DIESEL FUEL MARINE

SERVICE SYSTEM STARTUP
The following procedure shall be used to supply either or both the main engines with DFM for
combustion.
1. Ensure that DFM Service System is prepared for use.
2. For main engine startup, ensure that main engine fuel subsystem 3-way valves are positioned
for DFM supply and return.
3. Place one main engine DFM booster pump in run.
4. When booster pump discharge pressure is greater than 30 psi, place remaining booster pump
in standby.
5. If main engines are shutdown then start up main engines on DFM.
10.12.3 SHIP SERVICE DIESEL GENERATOR DIESEL FUEL MARINE

SERVICE SYSTEM STARTUP
The following procedure shall be used to supply one; two or all three SSDG’s with DFM using
the SSDG DFM Service System. If SSDG’s are to be operated on DFM for an extended period of
time, use the SSDG Fuel Oil Service System to supply the SSDG’s with DFM
1. For SSDG startup, ensure that DFM Service System is prepared for use.
2. For SSDG startup, ensure that SSDG fuel subsystem 3-way valves are positioned for DFM
supply and return.
3. Place SSDG DFM service pump in run. SSDG DFM Service System is ready to provide
DFM to SSDG(s). When DFM supply pressure to SSDG’s exceeds 45 psi.
4. If SSDG(s) are shutdown, then startup SSDG(s).
10.12.4 MAIN PROPULSION ENGINE DIESEL FUEL MARINE SERVICE

SYSTEM SHUTDOWN
When DFM is no longer going to be used by the main engines, the following procedure shall be
used to shut down the main engine DFM Service System.
1. Ensure that both main engines are shut down.
2. Place both main engines DFM booster pumps at off.
3. If required, purify DFM to fill main engine DFM day tank.
4. If required, transfer DFM to fill DFM settling tank.
10.12.5 SHIP SERVICE DIESEL GENERATOR DIESEL FUEL MARINE

SERVICE SYSTEM SHUTDOWN
The following procedure shall be used to shut down the SSDG DFM service system and to place
this system in auto-standby.
1. Ensure that all SSDG’s are shut down.
2. If SSDG auto-standby is required, place SSDG DFM service pump at standby.
3. If SSDG auto-standby is not required, place SSDG DFM service pump at off.
4. If required, purify DFM to fill SSDG day tanks.
10.12.6 DIESEL FUEL MARINE SERVICE SYSTEM SHUTDOWN
When no diesel engine is operating on DFM, SSDG auto-standby is not required, and both the
main engine and SSDG DFM Service Systems are shut down, the following procedure shall be
used to shut down the DFM Service System.
~NOTE~
When oil fired boiler is in operation one SSDG DFM day tank must remain on the line to
supply DFM to the boiler.
1. If required, purify DFM to fill all DFM day tanks.
10.12.7 CASUALTY CONTROL PROCEDURES FOR THE DIESEL FUEL

MARINE SERVICE SYSTEM
Sudden loss of DFM can lead to main engine or SSDG failure. It can also defeat the SSDG auto-
standby feature. Main engine and SSDG casualty control is discussed in tech manual # 34
chapter 18. Oil Fired boiler casualty controls covered in the Oil Fired Boiler technical manual
10.12.8 DIESEL FUEL MARINE PURIFICATION SYSTEMS
The FO Purification System and DFM Purification system operate the same due to the fact that
the TSGB strictly uses DFM. This section provides general functional information and operating
guidelines. Specific information is provided in the applicable technical manuals as referenced in
the following paragraph. The FO Purification System heats, purifies, and transfers fuel from the
FO settling tank to the FO day tank. The DFM Purification System purifies and transfers DFM
from the main engine DFM settling tank to the main engine DFM day or SSDG DFM day tanks.
Each system is described separately in the following paragraphs.
10.12.9 SLUDGE PUMP
The air driven sludge pump is operated manually or automatically to periodically empty the
sludge tank. In automatic mode the pump is stared by the Automatic Control Switch 10F (ACS)
in response to a high level switch on the sludge tank, and then operates for an adjustable time
period of up to 1 hour. A continued high level in the tank at the end of the pumping cycle will
initiate an alarm.
10.13 DIESEL FUEL MARINE PURIFICATION SYSTEM
The Diesel Fuel Marine Purification System is used to remove solids and water from the DFM so
that it can be safely burned by the main propulsion diesel engines the ship’s service diesel
generator engines, the emergency diesel generator engine, the oil fired boiler, and the lifeboat
engines. For more specific information, refer to Diesel Oil Purification System with Electronic
Programmable Controller 30 (EPC) Solid State Controls technical manual # 8
MAJOR COMPONENTS
10.13.1 DIESEL FUEL MARINE PURIFIER

The DFM purifier incorporates an integral feed pump, driven by the purifier motor. A re-
circulation line from the pump discharge back to the DFM settling tank regulates purifier
throughput. The DFM purifier is a conventional self-cleaning unit, with gravity disk to maintain
an interface in the disk stack. DFM enters the purifier directly from the feed pump, via an air-
activated three-way valve. (There is no heater.) The three way valve will divert DFM feed back
to the DFM settling tank during startup, shutdown and at other times when the purifier
parameters are outside set limits, as determined by the EPC 30 control system. As fuel passes
through the disk stack, solids and water migrate outward. The cleaned DFM is discharged from
the top of the bowl by paring disk; the solids accumulated at the outer periphery of the bowl and
are discharged periodically to the sludge tank. The frequency of these sludge discharge cycles is
programmed into the EPC 30-control system by the operator. The EPC 30 initiates a sludge
discharge cycle by applying control water pressure to the top of a slide assembly, which opens
the bowl, and terminates the cycle by releasing the water pressure.
10.13.2 PURIFIER OIL FEED PUMP
The un-separated DFM is pumped by the purifier oil feed pump to the purifier. A strainer
prevents particles of 40 mesh (430 microns) from entering and damaging the pump. A relief
valve set at 85 psi protects the pump from overpressure conditions. The purifier motor drives
this pump.
this pump.
10.13.4 PURIFIER AUTOMATIC CONTROLS
The function of the purifier is controlled by the EPC-30 solid-state controls. These cm signal
indication. During startup, sealing water is automatically supplied to the purifier. This water is
required to prevent DFM discharge to the sludge tank through the separated water discharge
connection. During operation the water drain valve is kept open, allowing continuous discharge
of separated water to the sludge tank. Just prior to automatic sludge discharge, the drain valve is
closed and the sealing water supply valve is opened. The extra sealing water prevents DFM
discharge to the sludge tank during automatic sludge discharge. After sludge discharge, the
sealing water supply valve is closed and the separated water drain valve is reopened.
10.13.5 OPERATING PROCEDURES FOR DFM PURIFICATION SYSTEM
Complete detailed operating, adjustment, troubleshooting, and maintenance procedures are
provided for the DFM Purification System in the Diesel Oil Purification System technical
manual #8.
10.13.6 NORMAL OPERATING OF DFM PURIFICATION SYSTEM
Normally the DFM purifier is used to batch purify DFM from the DFM settling tank to the main
engine DFM day tank or either of the SSDG DFM day tanks.
this pump.
10.13.8 START PURIFIER
1. Ensure that purifier is clean, correctly reassembled with all parts secure and ready for
operation with brake off and oil sump filter filled in accordance with technical manual # 2. 2.
Check that valves are properly lined up through purifier to desired day tank.
3. Top up operating water tank. Ensure that ships service air and control air are available; if not
see chapter 9 of Engine Operation Manual (EOM).
4. Ensure that automatic programs are correctly set (technical manual # 8) with EPC 30
program switch in stop position and power switch in position 1.
5. Start purifier.
6. When purifier counter indicates that it is up to speed move EPC 30 program switch to run.
7. DFM Purification System will now operate automatically initiating sludge discharges
automatically as required.
8. Periodically check purifier oil sump and check that temperatures and pressures conform to
table 3-13. Listen for unusual noises or vibration, if necessary use emergency shutdown
procedure.
9. Every month take inlet and discharge samples for analysis.
10. Discharge cycles can be initiated manually by depressing DISCHARGE button.
10.13.9 STOP PURIFIER
1. Move EPC 30-program switch to STOP.
2. When yellow EPC 30 discharge lamp comes on apply brake.
3. When purifier comes to complete stop, release brake.
4. After yellow EPC 30 discharge lamp goes off, press start switch on motor starter. Allow
purifier to run for 60 seconds to empty bowl then press stop switch on motor starter. (Do
NOT use program switch for these steps.)
10.13.10 PERIODIC INSPECTION OF DFM PURIFIER
Although the purifier is normally self-cleaning, periodically it must be taken out of service,
opened for inspection and manually cleaned if necessary. A reasonable interval for this
procedure is best established by experience, and will subsequently vary depending on fuel
quality. To establish an interval, open the purifier after three days of operation on newly
bunkered fuel; if all is well, open purifier after it has operated a week, and so on until the
cleaning is necessary. The procedure for these inspections is as follows:
1. Stop the purifier.
2. Open, inspect, clean and reassemble the purifier following the detailed procedure in technical
manual # 8.
3. Restore the purifier to service, following the normal starting procedure.
10.14 CASUALTY CONTROL PROCEDURES FOR DFM
PURIFICATION SYSTEM
10.14.1 AUTOMATIC SHUTDOWN OR RESPONSE
The EPC 30-control system automatically responds to various situations. The control system
also illuminates and extinguishes LEDs in the EPC 30 panel. Refer to the Diesel Oil Purification
System technical manual (technical manual # 8) for decoding and interpreting the LED patterns
10.14.2 EMERGENCY SHUTDOWN
1. In case of abnormal condition, press red emergency pushbutton located near purifier. This
activates the safety function and stops purifier with bowl filled.
2. Acknowledge alarm signal by pressing EPC 30 ALARM pushbutton until alarm lamp stops
flashing.
3. Correct cause of abnormal condition.
4. Reset emergency pushbutton by turning button in direction of arrow.
10.14.3 TROUBLESHOOTING GUIDE
Refer to the Diesel Oil Purification System technical manual (technical manual # 8) for purifier
troubleshooting.
10.14.4 FAILURE OF DFM PURIFIER
If the DFM purifier becomes unavailable, then DFM can only be used until the reserve of
purified DFM in the main engine and SSDG DFM clay tanks is depleted. If the DFM purifier
cannot be restored to service and DFM must be purified for continued ships operation then it is
possible to cannibalize parts from one SSDG lubricating oil purifier. Bowl components must be
exchanged as complete units. Refer to TSGB SSDG Lubricating Oil Purification System
operational requirement before shutting down an SSDG lubricating oil purifier.
CENTRAL FRESH WATER SYSTEM
CHAPTER 11
Table of Contents
11.0 CENTRAL COOLING SYSTEM ............................................................................................1

11.1 MAJOR COMPONENTS.........................................................................................................2
11.1.1 Central Fresh Water Cooling Pump.......................................................................................2
11.1.2 Central Fresh Water Cooler...................................................................................................2
11.1.2 Ship's Service Diesel Generator Coolers...............................................................................2
11.1.3 Boiler-Water Sample Cooler .................................................................................................3
11.1.4 Steam Dump and Vent Condenser.........................................................................................3
11.1.5 Main Engine Coolers .............................................................................................................3
11.1.6 Reduction Gear Lubricating Oil Cooler ................................................................................3
11.1.7 Stern Tube Forward Seal Lubricating Oil Cooler .................................................................4
11.1.8 Diesel Start/Ship's Service Air Compressor Cooler ..............................................................4
11.1.9 Topping Off Air Compressor ................................................................................................4
11.1.10 Control Air Compressor ......................................................................................................4
11.1.11 Control Air Dryer ................................................................................................................4
11.1.12 Enclosed Operating Space (EOS) Air Conditioning (AC) Unit ..........................................4
11.1.13 Thrust Bearing Lubricating Oil Cooler ...............................................................................4
11.2 AUXILLARY EQUIPMENT...................................................................................................5
11.2.1 Orifices ..................................................................................................................................5
11.2.2 Thermostatic Control Valves.................................................................................................5
11.2.3 Operating Procedures for the Central Cooling System .........................................................5
11.3 OPERATION-PROPULSION PLANT OPERATION ............................................................5
11.3.1 Operation without Propulsion Plant ......................................................................................6
11.4 CASUALTY CONTROL PROCEDURES FOR CENTRAL COOLING SYSTEM ..............6
11.4.1 Low Central Cooling Water Pressure....................................................................................6
11.5 SYMPTOMS ............................................................................................................................6
11.6 CAUSES...................................................................................................................................6
11.7 REMEDIAL ACTION .............................................................................................................6
11.8 MAIN ENGINE CONTROL ACTION....................................................................................7
11.9 Possible Additional Casualty....................................................................................................7
CENTRAL COOLING SYSTEM
11.0 CENTRAL COOLING SYSTEM

Introduction
The Central Cooling System serves most major heat-producing equipment that requires
cooling. The system uses fresh water with a nominal supply pressure of 66.5 psi and delivers
95°F cooling water to all cooling loads. Supply pressure is maintained by a bypass valve that
senses pump discharge pressure and directs fresh water back to the pump suction as required.
Heat is removed from the Central Cooling System by the central fresh water coolers, which use
seawater as a cooling medium.
Return to Table of Contents

11.1.1 Central Fresh Water Cooling Pump
Three motor-driven Central Fresh Water (CFW) cooling pumps are provided for
circulating fresh water throughout the system. During normal operation, two pumps will operate.
If either pump fails, the third pump will start automatically if the system pressure falls below 50
psi. Pressure change in the CFW system is caused by the amount of load required for cooling
various pieces of equipment. When in port and using only one generator, only one CFW pump is
needed on line to ensure sufficient cooling. Each pump is designed to deliver 1900 GPM at a
discharge pressure of 66.5 psi.
11.1.2 Central Fresh Water Cooler
Two plate-type heat exchangers are provided to remove the heat exchanged from the heat
generating equipment. The fresh water cooler uses seawater from the Seawater Service System
as a cooling medium. The saltwater service pumps, which deliver the cooling water, are designed
to deliver 2000 GPM at a discharge pressure of 30 psi. The coolers are designed to reject
30,901,146 BTU/hr.
11.1.2 Ship's Service Diesel Generator Coolers
Each SSDG uses central fresh water cooling for its lubricating oil cooler, generator air
cooler, the second stage of the combustion air after cooler, and its jacket water cooler. For each
SSDG, the central fresh water flow is functionally the same. Only one SSDG will be discussed.
The SSDG uses two central fresh water flow paths. The first flow path is through the
jacket water cooler. Central fresh water flowing through this cooler is controlled by a throttle
valve, which has locking positions. Once set, this valve should rarely require adjustment. The
second flow path is through the generator air cooler, the lubricating oil cooler, the after cooler,
and a pneumatically controlled three-way valve. The air supplied to this valve is from the after
cooler air outlet. Since air pressure out of the after cooler is proportional to diesel engine load, the
diesel engine load indirectly controls after cooler second-stage cooling. Under low load
conditions, air pressure is low and the three-way valve allows very little central fresh water out of
the lubricating oil cooler to flow to the after cooler.
Jacket water to the after cooler first stage sufficiently cools the intake air. As load and air
pressure increase, more of the central fresh water is directed through the after cooler second
stage. Controlling air temperature into the diesel engine in this way allows more efficient fuel oil
combustion at lower loads. A throttle valve (sometimes called a balancing device) controls the
maximum CFW flow through these coolers. The SSDG air cooler is designed to transfer
1,335,000 BTU/hr. The SSDG water cooler is designed to transfer 110, 000 BTU/hr. The SSDG
lubricating oil cooler is designed to transfer 665,000 BTU/hr.

11.1.3 Boiler-Water Sample Cooler
A boiler water sample cooler is provided to cool the boiler water prior to taking a sample for
testing purposes. This cooler is located in the Boiler Chemical Test Station (4-130-1). The cooler
is designed to transfer 9,500 BTU/hr.
11.1.4 Steam Dump and Vent Condenser
The steam dump and vent condenser utilizes the Central Cooling System as a cooling
medium. The condenser is equipped with temperature gauges located on the inlet and outlet. A
low-pressure switch, installed in the cooling water outlet, closes the steam dump valve upon loss
of cooling water. The condenser is designed to handle a maximum of 11,500 lbs. saturated steam
per hour. The maximum flash pressure is 1 psi.
11.1.5 Main Engine Coolers
Each main engine uses central fresh water for its combustion air coolers (sometimes
called after coolers) and its combination lubricating oil and jacket water cooler. For each main
engine the central freshwater flow path is functionally. Only one main engine will be discussed.
Both after coolers remove heat of compression from the diesel engine intake air leaving the
turbochargers. These two-stage coolers use jacket water in the first stage and central fresh water
in the second stage. The combination cooler has three separate internal flow paths, one for
lubricating oil, one for jacket water, and one for central freshwater. The central fresh water cools
both of the other fluids. A three-way thermostatic control valve directs central fresh water from
the supply header either through the after coolers or around the after coolers to the combination
coolers.
The main engine control system senses water temperature and sends an electrical signal to
an electro-pneumatic converter. This converter sends an air signal to the thermostatic valve,
which adjusts central fresh water flow through the after coolers. During low load conditions very
little central fresh water flows through the after cooler. As load is increased more central fresh
water is directed through the after coolers. Controlling air temperature into the diesel engine in
this manner allows more efficient fuel combustion at low loads. After the after coolers or
thermostatic valve, the central fresh water cools the lubricating oil and the jacket water, and then
flows to the return header. The main engine jacket water cooler is designed to transfer 14,735,137
BTU/hr. The main engine lubricating oil cooler is designed to reject 3,699,812 BTU/hr and the
main engine after coolers are designed to reject 2,600,000 BTU/hr.
11.1.6 Reduction Gear Lubricating Oil Cooler
Two coolers are provided for the main propulsion reduction gear. The coolers are
equipped with temperature gauges on both the outlets. Each cooler is designed to transfer 940,550
BTU/hr.

11.1.7 Stern Tube Forward Seal Lubricating Oil Cooler
A cooler is provided within the head tank to cool the Stem Tube Forward Seal Lube Oil
System. Temperature gauges are provided on both the inlet and outlet. This cooler is designed to
transfer 2,400 BTU/hr.
11.1.8 Diesel Start/Ship's Service Air Compressor Cooler
The two diesel start/ship's service air compressors are cooled by the Central Cooling
System. Each compressor is equipped with temperature gauges on both the inlet and outlet. The
heat transfer rate of these coolers is 120,000 BTU/hr.
11.1.9 Topping Off Air Compressor
One topping off air compressor is cooled by the Central Cooling System. The compressor is
equipped with temperature gauges on both the inlet and outlet. The heat transfer rate is 19,500
BTU/hr.
11.1.10 Control Air Compressor
The ship's refrigerated control air compressor is cooled by the Central Cooling System.
Temperature gauges are provided on both the inlet and outlet. The amount of heat transferred
from this compressor is designed at 13,800 BTU/hr.
11.1.11 Control Air Dryer
The ship's control air dryer is cooled by the Central Cooling System. Temperature gauges
are provided on both the inlet and outlet.
11.1.12 Enclosed Operating Space (EOS) Air Conditioning (AC) Unit
The Central Cooling System also provides cooling water to the EOS AC unit condenser.
11.1.13 Thrust Bearing Lubricating Oil Cooler
Two coolers are provided for the thrust bearing assembly. The coolers are equipped with
temperature gauges on the outlets.

11.2 AUXILLARY EQUIPMENT
11.2.1 Orifices
Various orifices are located throughout the piping to control the flow of cooling water. This
ensures that each cooler receives sufficient flow required to operate efficiently. The central
cooling water flow rates to the various coolers with their design inlet/outlet temperatures are as
follows:
SSDG Lubricating Oil Cooler 332 GPM @ 95F/165F

Boiler Water Sample Cooler Steam Dump and Vent 1000 GPM @ 100.9F/108.1F for
Condenser L.O.
108F/137F for J.W.
Steam Dump and Vent Condenser 260 GPM @ 95F/112F
Main Enigne LO and JW Cooler 125 GPM @ 95F/110F
Main Engine After Cooler 2 GPM @ 95F/97.4F

Reduction Gear L.O. Cooler 55.5 GPM @ 95F/99.3F
Stern Tube L.O. Cooler 19.5 GPM @ 95F/97F
Diesel Start/Ship Service Air Comp J.W. Cooler 19.3 GPM @ 95F/98F
Topping Off Air Compressor J.W. Cooler 3 GPM @ 95F/104F
Control Air Compressor J.W. Cooler 1900 GPM @ 127.83F/95F
Refrigerated Control Air Dryer Cooler 109 GPM @ 106F/113F
11.2.2 Thermostatic Control Valves
Six air-actuated thermostatic control valves are used in the Central Cooling System. Two
of the thermostatic valves control the central cooling water flow to the second stage of each main
engine after cooler. One thermostatic valve controls the flow of central cooling water to the
central fresh water cooler, to maintain a 95°F cooling water
11.2.3 Operating Procedures for the Central Cooling System
The Central Cooling System is an open re-circulating system utilizing a gravity head tank
for air purge. Operation is automatically controlled once the initial valve lineup is accomplished.
Systems requiring cooling only need their inlet/outlet cutout valves opened. Normal operating
parameters are listed in table 6-6 of the Engineers Operating Manual.
11.3 OPERATION-PROPULSION PLANT OPERATION

1. Fill gravity head tank with fresh water.
2. Open three cooling pump suction and discharge valves.
3. Bleed air from pump casings.
4. Open inlet and outlet valves on central fresh water coolers.
5. Open inlet and outlet valves to equipment requiring cooling water.
6. Start two fresh water pumps. Leave third fresh water pump in standby.
7. Monitor temperature gages and gravity head tank.
8. Fill gravity head tank as required, as air is purged from system.
11.3.1 Operation without Propulsion Plant
With the propulsion plant secured, a fresh water cooling pump and heat exchanger will
adequately service the remaining loads. Isolate all non-operating loads by closing the isolation
valves.
11.4 CASUALTY CONTROL PROCEDURES

The Central Cooling System is considered a vital system due to its effect on cooling the
ship's major propulsion systems.
11.4.1 Low Central Cooling Water Pressure
The following paragraphs discuss low central cooling water pressure, including
symptoms, causes, remedial action, and possible additional casualties resulting from this
condition.
11.5 SYMPTOMS
1. Low central cooling water pressure indicated on gauges.

2. Cooling water and lubricating oil temperatures rise above normal.
3. All equipment that receives cooling water has high temperature indications.
11.6 CAUSES
1. Central Fresh Water cooling pump failure and standby pump failure.
2. Central Fresh Water cooling pumps are airs bound.
3. Rupture in cooling line piping or equipment coolers.
11.7 REMEDIAL ACTION

1. Notify and keep Main Engine Control informed of situation.
2. Reduce load and/or speed of engines, as required to prevent overheating.
3. Isolate equipment not vital or necessary by closing valves.
4. Check gravity head tank for correct water level.
5. Bleed pump casing, if required.
6. Check piping for ruptures or leaks.
7. Make necessary repairs.

11.8 MAIN ENGINE CONTROL ACTION
1. Notify Bridge of casualty.

2. Report maximum speed available.
3. Take control of engines from Bridge.
4. Notify Bridge of casualty cause, action being taken, and estimated time needed to make
repairs.
11.9 Possible Additional Casualty

Overheating of the engine and other equipment served by the Central Cooling System.

CHAPTER 12
OILY WATER SEPARATOR SYSTEM
TABLE OF CONTENTS
12.0 INTRODUCTION ...................................................................................................... 1

12.1 GENERAL OPERATION .......................................................................................... 1
12.2 MAIN COMPONENTS.............................................................................................. 2
12.3 OILY WASTE MANAGEMENT .............................................................................. 2
12.4 SEPARATOR TANK MODULE ............................................................................... 2
12.5 OWS PUMP................................................................................................................ 2
12.6 OILY WATER INTERFACE SENSOR .................................................................... 3
12.7 MANUAL START-UP............................................................................................... 3
12.8 NORMAL/ MANUAL /HIGH LEVEL SHUT DOWN............................................. 3
12.9 EMERGENCY SHUT DOWN................................................................................... 4
12.10 EMERGENCY OPERATIONS................................................................................ 4
12.11. TANKS .................................................................................................................... 4
12.0 INTRODUCTION
The oily water separator is designed to process oily water mixtures generated in
machinery space bilges and fuel tank ballast and produce an effluent with an oil content
of less than 15 ppm. The United States Coast Guard and the IMO have required that all
ships larger than 400 tons gross tonnage have to be fitted with oily water separator
equipment or oil filtering systems. The oily water separator on this vessel is in
accordance with the United States Coast Guard requirement 46 CRD part 162
engineering design and approval requirements for oil pollution prevention equipment.
12.1 GENERAL OPERATION

The OWS uses gravity to separate oil from water that comes from the Oily Water
Holding Tank. It consists of two coelescer beds, which separate larger oil droplets from
smaller droplets with the help of an inlet baffle, which allows oil droplets to flow pass the
propylene granules. The propylene granules attract oil and repel water. The more
buoyant oil particles remain towards the top, while a less buoyant mixture drops to the
bottom. Water from sanitary flushing is then used to “Back-flush” the system, pushing
the more buoyant mixture out the discharge manifold. This mixture then goes to the
Waste Oil Tank. The effluent that passes through the coelescer beds runs through a
sensor, which then determines the parts per million. Before being pumped overboard the
mixture must be 15ppm, and in foreign ports it is wise to check with foreign regulations
before even considering dumping any water oil mixture. If the mixture is not 15ppm or
lower the OWS will shut the discharge and will re-circulate through the OWS system.
1
12.2 MAIN COMPONENTS
Coelescer box assemblies baffle, weir and support
Progressive cavity pump and marine duty motor
Automatic control panel
Bilge alarm (15-ppm oil content meter)
Electric motor actuated ball valves
Electric solenoid valves, all auxiliary valves and strainers
12.3 OILY WASTE MANAGEMENT

The purpose of the oily waste management system is to collect all waste oil from
sludge tanks, bilges and drains and transfer the oily waste to the Oily Waste Holding
Tank. The bilges are pumped by using the vacuum priming pump or the chuga chuga
pump. The sludge tanks use diaphragm pumps to transfer sludge from the purifier sludge
tanks to the settling tanks. Oily mixtures are then transferred from the settling to the Oily
Waste Holding Tank. The main function of the settling tank is to let water separate out of
the oil and sink to the lower part of the tank. The oily water mixture (effluent) is sent to
the Oily Waste Tank then to the Oily Water Separator and the oil is sent to the Waste Oil
Tank.
12.4 SEPARATOR TANK MODULE

All of the internals to the separator tank are constructed of type two PVC plastic
for maximum corrosion resistance. The internal parts of the system are designed to seal
themselves in place by compression of the tank top fasteners. The tank internals include
an inlet weir, inlet baffle, an upper and lower coalescer box and a bottom standoff. The
coalescer box assemblies seal themselves into place. They are filled with polypropylene
granules which separate oil and water. The tank top includes the system inlet valve, the
oil discharge valve, the pressure relief valve, two interface probes and the inlet weir pipe.
12.5 OWS PUMP

The pump runs at 1700rpm and can draw a maximum suction lift of 25 feet and
meet a discharge head of 70 feet (maximum). It will meet a discharge head of 70 feet at 8
gpm. The pump motor is ½ horsepower, 1750 rpm, 3 phase 60 hertz.
2
12.6 OILY WATER INTERFACE SENSOR
A dielectric type interface sensor is used to determine the amount of accumulated
oil and to activate the automatic oil discharge circuitry. It is a solid state package, which
provides normally open and normally closed relay contacts. Two teflon insulated brass
probe assemblies are mounted on the tank top through two ¼ inch fittings. They are tip-
sensitive to give precise interface detection.
The bilge alarm is an oil content meter with an alarm threshold set at 15ppm.
Within the sensor probe, light is directed into a chamber filled with a sample. The light is
measured by two photo devices, which transform light into electric current. When the
sample is perfectly clear, that is, when no oil is present, light reaches the transmit cell
unimpeded and dumps the water overboard. The light is scattered by oil droplets and
reaches the scattered cell. When the oil concentration is detected above this limit an
alarm relay will be activated which will divert/ re-circulate the oily water separator
effluent discharge back to the oily water holding tank. The alarm unit takes an oil sample
every 8 seconds and wipes the sample wall clean with every sample. The amount of oil
in water is given by the ratio of scattered light to transmitted light.
12.7 MANUAL START-UP

With power to the unit and valves and switches set per (Table 2-2 in the OWS
technical manual #362) switch the system to manual. The OWS will process
continuously, independent of the level switches in the oily water-holding tank and waste
oil tank. The system must be switched “off” or into “auto” to stop processing.
12.8 NORMAL/ MANUAL /HIGH LEVEL SHUT DOWN

Automatic shut down of the system takes place when the low-level switch in the
oily waste holding tank is deactivated. Manual shut down of the system is accomplished
by switching the system selector switch “off”. High level condition in the waste oil tank
as detected by a high level float switch will automatically deactivate/override the OWS
holding circuit causing shutdown of the OWS. This provides protection against
overfilling the waste oil tank beyond its capacity. The waste oil tank must be pumped out
below the set level before the OWS can be reactivated.
3
12.9 EMERGENCY SHUT DOWN
The ships disconnect switch should not be used to shut down the system normally.
Doing so may result in leaving the motor actuated valves in the open position. The ship’s
disconnect switch is used. This switch interrupts the incoming power, the only source of
electrical potential is in the control panel.
12.10 EMERGENCY OPERATIONS

If certain “emergency conditions” arise, discharge of oil or oily mixtures are
permitted in the following situations. Discharging of oil or oily mixtures for the purpose
of securing the safety of a ship or saving life at sea. The discharge of oil or oily mixtures
resulting from damage to a ship of its equipment.
a) Provided that all reasonable precautions have been taken after the occurrence of
the damage or discovery of the discharge for the purpose of preventing or
minimizing the discharge.
b) Except if the owner or the Master acted either with intent to cause damage, or
recklessly and with knowledge that damage would probably result.
12.11. TANKS
Clean Oil – this is a small tank that you do not want any oil in, however oil does get into
it and the oil is resusable. The main source of oil into this tank is from Main Engine
injector leak by.
Dirty Oil – the oil in this tank comes from machinery drains and sits until the oil and
water separate, the water is then pumped to the Waste Oil Holding and the oil to Waste
Oil tank. This tank is monitored to make sure that the machinery around the engine room
is not leaking oil to badly.
Waste Oil – the oil in this tank comes from three sources, Waste Oil Settling, Oily Waste
Holding, and pure oil dumped in from clean up by cadets. This tank should be pure dirty
oil, however water seems to get in this tank. So once a year normally while in port,
steam is added to aid in oil and water separation, and the water is pumped out to the Oily
Waste Holding. The oil in this tank is unusable and the only way to get rid of it is to
pump it ashore, so it is important to allow only oil in this tank because of its limited
capacity.
Waste Oil Settling – when pumping the bilge this is the tank where the bilge water is
pumped to first. It is pumped here first, to be given time to settle out between oil and
water. Due to the specific gravity of oil and water oil will float on top of the water.
Normal wait time for letting this tank sit and settle out is 24 hours. After settling out, the
4
water on the bottom of the tank is pumped to the Oily Waste Holding tank and the oil is
left in this tank until it becomes enough to be pumped to the Waste Oil tank.
Oily Waste Holding – the mostly water solution that is pumped here from the Waste Oil
Settling tank is ran through the Oily Waste Separator (OWS). The tank is pumped down
normally to about 500 gallons so that oil is not pumped through the beads of the OWS
because oil will clog it up. In addition, like the Waste Oil Settling tank, the oil on top is
pumped to the Waste Oil tank when the need arises.
5
SECTION 14: STEAM PLANT
SPELL CHECK & PROOF READ WHOLE DOC.

SECTION 14: STEAM PLANT ................................................................................................... 1
14.1.1: Water and Steam System .............................................................................................. 1
14.1.3: Burner Management System............................................................................................. 2
14.2.1: Drain Collecting and Inspection Tank .............................................................................. 3
14.2.2: Condenser ......................................................................................................................... 3
14.2.5: Boiler Feed Water Booster Pumps.................................................................................... 4
INTRODUCTION
This chapter describes the various components of the Steam Plant. The Steam Plant
consists of, an Oil-Fired Boiler Steam Supply System, a Feed Water System, a Steam
Distribution System, and a Condensate Return System. The Oil-Fired Boiler Steam Supply
System burns Diesel Fuel Marine (DFM) to produce steam. The Feed System provides
chemically treated water for steam production. The Steam Distribution System supplies steam
to the various steam loads throughout the ship. The Condensate Return System collects
condensed steam (condensate) from the online steam loads and returns the condensate to the
Feed System.
14.1: OIL FIRED BOILER

The Oil-Fired Boiler is quicksteaming, vertically fired, , water tube package boiler
manufactured by the Clayton Steam Generator Inc. The boiler will develop its full rated steam
pressure output at approximately 11,500 (lb/hr), of 99 percent quality steam (containing less
than one percent of moisture) per hour from 60°F feed water, within 5 minutes from a filled
coil, cold start condition. It is comprised of three main systems: Water and Steam, Fuel-Oil
Fired Units, Electrical Devices.
14.1.1: Water and Steam System

Water and Steam System provides chemically treated feedwater to the boiler.
Feedwater is pumped directly into the Heating Coil, flowing through the spiral single-passage
section of the Coil in a direction opposite that the combustion gasses (counterflow principle).
The Heating Coil consists of a series of carbon steel spirally wound tube sections
(pancake sections) It construction implies a single-pass, mono-tube design. A counterflow
method of fluid circulation, at controlled velocities, is utilized to provide maximum heat
transfer. The combustion gases flow upward around the tubes of the Heating Coil while the
fluid inside the tubes is circulating in a downward direction. The Heating Coil is mounted to
allow free expansion.
As the steam mixture leaves the generating section, it passes through the helically wound
water wall section, into the Separating Nozzle of the Steam Separator. The velocity and
centrifugal force of the mixture causes the steam to be released and the excess fluid to fall to
the bottom of the Separator. When the fluid level rises high enough to activate the invert bucket
of the Steam Trap, the fluid is sent back to he Condensate Receiver. This effective method of
mechanical separation prevents carry-over of liquid and chemical treatment into the steam
system. Steam is delivered from the discharge outlet of the Steam Separator. The surplus liquid
is returned to the Condensate Receiver through the Steam Trap(s) mounted on the Steam
Separator. The safety valve on the Separator is set at 125 PSI.
14.1.2: Fuel Oil Fired Unit System
Fuel-Oil Fired Unit System delivers, measures, and burns fuel. Fuel is delivered to the
draft Burner under pressure. Burner Fuel pressure is governed by the adjustable Fuel Pressure
Regulator. Pilot Oil pressure is controlled by using the BackPressure Regulator. Clean, dry
compressed air is used as the fuel oil atomizing medium. Air entering the Burner Volute from
the Blower is centrifugally directed at high velocity to the Burner Manifold. It blends with fuel
from the Burner and is ignited by a Pilot Flame. On Oil-Fired Units, an Air Atomizing Nozzle
is used to ensure the best Burner operation over entire modulating range. The Electronic Safety
Control (ESC) must detect the pressure of a Pilot Flame before the Burner Controls are
energized. After the Burner starts, the main flame is monitoring by the ESC. The Flame
Safeguard Control uses an Ultra Violet (UV) Scanner for flame detection.
14.1.3: Burner Management System
Electrical Devices System is designed to monitor, adjust, and control the entire boiler
operation. Audible Alarm (AA), Atomizing Air Pressure Switch (AAPS), Automatic/manual
Switch (AMS), Electronic Safety Control (ESC), Fuel Pressure Switch (FPS), Group Motor
Protectors (Blower-GMP1, Variable Speed Drive-GPM3), and so on.
14.2: FEED WATER SYSTEM

The Feed Water System supplies feed water to the oil-fired boiler. The system uses
distilled water which is chemically treated and pumped via the Booster Feed Pumps to the
Boiler Feed Water Pumps. The feed water system consists of a drain collecting and inspection
tank, a distilled water tank, reserve feed tank, a boiler water test station and a chemical
injection tank and pump set. The Drain collecting and inspection tank receives condensate from
the vent and steam dump condensers. A float type make-up feed regulating valve automatically
makes up for system water losses allowing water from the distilled water tank to drain to and
refill the drain collecting and inspection tank. The boiler booster feed water pumps draw water
from that tank and discharges the water to the boiler feed pumps. A recirculation line in the
pump discharge maintains minimum pump flow requirements by allowing water from the pump
discharge to return to the drain collection and inspection tank. The salinity monitoring system
senses total dissolved solids (TDS) in the feedwater and provides corresponding indication.
This system used to protect the boiler from excessively high TDS by causing an automatic
dump valve and automatic changeover valve to shift. During normal operation these air-
actuated three-way valves would allow feed water in the drain collecting and inspection tank to
flow to the boiler booster feed water pumps. When shifted, the dump valve would dump the
drain collecting and inspection tank water to the bilge and the changeover valve would
simultaneously allow water from a reserve feed tank to flow to the boiler booster feed pumps.
This system, however, is no longer operational and the water in the drain collecting and
inspection tank must be manually changed. The chemicals minimize boiler sludge buildup and
chemical attack of the boiler tubes. A sample-cooler uses Central Fresh Water for testing at a
test sink. This cooling prevents the water from flashing as the pressure drops to atmospheric
pressure.
14.2.1: Drain Collecting and Inspection Tank

The drain collecting and inspection tank serves several functions in the steam system.
The most important function of this tank is to ensure that no oil makes its way into the boiler
tubes. The Drain Collecting and Inspection Tank is divided into two separate tanks to achieve
this. One side of the tank, the Contaminated Drain Tank (CDT), collects all of the cooled
steam from potentially contaminated steam lines such as the steam that comes from the Main
Engine Lube Oil Sumps. This side of the tank has an oil sensor that gives an alarm if oil is in
the tank. If oil is discovered, the tank can be drained to the bilge and refilled with distilled
water. The other side of the tank, the Atmospheric Drain Tank (ADT), collects all cooled
steam from equipment that does not create a contamination threat to the boiler system, such as
the hot water heater system. The ADT directly supplies water to the booster pumps that
eventually feeds the boiler. Water from the CDT is filtered through a Loofa sponge before it
moves into the ADT to remove possible contamination.
Another function of the drain collecting and inspection tank is to ensure that the boiler
never losses its feed water supply. The ADT tank contains a ball float valve that is
mechanically attached to a valve that lets more fresh water into the tank due to losses in the
system. A manual bypass is provided to bypass the automatic feature. The tank is fitted with
inspection windows and a sight glass to ensure that there is an adequate level in the tank. The
tank also has a high level alarm sensor as well as a low level alarm sensor.
The last function of the Drain Collecting and Inspection Tank is to guarantee that the
booster pumps pump only condensed water to the boiler flat. To accomplish this the CDT
vents any leftover steam to a condenser that condenses the water and drains it to the ADT side
of the tank. If the water happens to be too cold there is a steam heater that runs through the
ADT side of the tank to preheat the feed water going to the boiler.
14.2.2: Condenser
The condenser is conveniently located directly above the Drain Collecting and
Inspection Tank and is manufactured by ITT Standard Technical Corporation. It is a shell and
tube type condenser with steam going through the shell and the CFW going through the tubes.
The shell is one pass flow while the tubes are two pass flow. The designed flow rate of the
steam is 11,500 lb./hr while the flow rate of the water is 332 gpm. The condenser takes vented
steam from the CDT, condenses it to water, and drains it to the ADT. It is worth noting that the
condenser used to take steam from the waste heat boiler, which no longer exists on the TSGB,
and condense it back to the ADT when the waste heat boiler was producing more steam than
required by the plant.
14.2.3: Distilled Water Tank
The distilled water tank supplies make up water to the drain collecting and inspection
tank for water lost from steam losses due to leaks and blowdown of the boiler. The distilled
water tank is generally the primary tank used to replenish lost water. The tanks capacity is
5400 gallons and is located just outside the EOS on the starboard side (2-139-1). The tank is
equipped with a sight glass, a tank level indicator, and a sampling connection. The tank is
filled via a shore connection or the distilling plant.
14.2.4: Reserve Feed Water Tank
The reserve feed water tank also supplies water to the drain collecting and inspection
tank. It is usually used as a backup for the distilled water tank. The Reserve Feed Water Tank
also has a capacity of 5400 gallons and is also located just outside EOS on the starboard side
(2-139-1). This tank has all the equipment of the distilled water tank and is filled in the same
manner.
14.2.5: Boiler Feed Water Booster Pumps

The boiler feed pumps are manufactured by Vapor Va-Power Products. They are
verically mounted, centrifugal pumps with a capacity of 90 gpm at 410 feet. Each pump is
capable of supplying water from the drain collecting and inspection tank to the boiler feed
water pumps on the 04 boiler flat. These pumps are run by a 20 horsepower Reliance Electric
motor. The motor is a 460V, 3 phase, 60 Hz, electric motor that draws a normal current of 24
Amps. These motors run at a speed of 3600 RPM.
14.2 6: Boiler Water Feed Pumps

NEED TO TYPE INFO ON THESE PUMPS
14.2.7: Salinity Monitors
A Salinity Monitoring System is installed to monitor Total Dissolved Solids (TDS) in
the feed water pump suction, reserve feed tank, distilled water tank, and steam dump and vent
condenser condensate. NEED TO FIND SETPOINT
15.0 SANITARY/ SEWAGE (M.S.D.) SYSTEM
15.1 General Information
15.2 Sanitary System
15.3 Basic Principles of Operation
15.4 Sewage Flow into the O.W.S.
15.5 Gray Water
15.6 Aeration
15.7 The Chlorinator
15.8 Disposal of Treated Waste
15.9 Bypass Tank
15.1General Information: The purpose of the sanitary system is to provide flushing water
to the toilets. This is a salt water system that takes sea water and delivers it throughout
the ship for flushing service to carry the sewage to the marine sanitation device.
The purpose of the MSD (Marine Sanitation Device) is to prevent the discharge of
solid human waste and possibly harmful bacteria within three miles of land or in special
zones. The MSD does not prevent pollution. The discharge of macerated (liquefied)
sewage and chlorine does constitute pollution. However, the MSD minimizes the impact
of sewage discharge on the environment and the near coastal human population. In fact,
the argument could be made that legally discharging raw sewage in the open ocean is less
polluting since any harmful bacteria cannot live in the temperature, salinity, and sunlight
of the open ocean and no chlorine is discharged with the raw sewage.
15.2Sanitary System: The sanitary flushing system provides the flushing water for the
ship’s water closets and the oilywater separator. The system consists of two sanitary
pumps, which take suction from the distiller sea chest and discharge to the sanitary
flushing piping system. A hydropneumatic accumulator tank located on the discharge
side stores and releases energy to prevent the constant onandoff cycling of the pumps
when flushing services are used. A shore connection with a reducing station is provided
for use when the ship is in port. Various instruments and controls are provided with the
system.
Two sanitary pumps provide seawater for flushing the ship’s water closets and oily
water separator. During normal operation, one pump is designated as the service pump,
with the other in standby mode. The pumps are turned on by the low pressure switch and
turned off by the high pressure switch located on the hydropneumatic tank.
The hydropneumatic tank contains air and water under pressure. The tank is an energy
storage device to prevent the constant cycling of the sanitary pumps. The air in the top
part of the tank is compressible, and therefore, is capable of storing energy. The water in
the bottom of the tank is used to supply extra water to the system when the demand for
flushing water exceeds the capacity of the pump. When the low pressure limit is reached,
the pump turns on, providing water to the flushing system and to the hydropneumatic
tank. As water flows into the tank, it compresses the air on top, storing energy. When
the pressure reaches the high limit, the pump turns off. When flow is required by the
system, the compressed air pushes the water from the hydropneumatic tank out into the
system. As this stored energy is used up, the pressure in the tank drops and eventually
reaches the low limit, causing the pump to turn on and “recharge” the system. The
reason that the system is designed this way is to reduce the number of starts and stops
that the pump is subjected to, thus reducing wear and tear on the pump motor and starter.
A selector switch permits selecting either sanitary pump as a service pump with the
other pump as a standby pump. The service pump starts when the pressure in the hydro
pneumatic tank drops to 50 psi and stops when the tank pressure reaches 70 psi. The
standby pump starts at 45 psi and stops at 70 psi. The hydropneumatic tank is equipped
with a relief valve set to lift at 83 psi. There is a sanitary system lowpressure alarm that
sounds at the EOS. Note that the sea chest from which the sanitary system takes suction
is not fitted with a Chloropak connection, due to the negative impact the chemicals would
have upon the MSD system bacteria.
In port, we can use pressurized water from shore and secure the ship’s pumps and
hydropneumatic tank. Shore connections, located both port and starboard on the main
deck, provide a means to receive flushing water from shore services when the ship is in
port. The reducing station, located at frame 120 on the second deck, serves to maintain
75psi flushing system pressure when receiving flushing water from shore services. The
station is equipped with a 150/75psi reducing valve, strainer, pressure gage, relief valve
set to lift at 83 psi, and a bypass line for initial shore supply startup.
The following procedures apply to in port conditions when flushing water is available
to the ship.
1. Connect flushing hose to ship’s main deck flushing connection port or
starboard.
2. Secure sanitary pumps, if operating, and close suction and discharge valves.
3. Close hydropneumatic tank isolation valve.
4. Open flushing water supply valve and deck connection valve.
5. Slowly open sanitary water shore connection reducing station outlet valve.
6. Slowly crack open sanitary water shore connection reducing station bypass
valve. When system pressure is 75 psi, close valve. Slowly open sanitary
water shore connection reducing station inlet valve
The following are recommended procedures for shifting the flushing supply from the
shore connection to the ship’s system.
1. Open sanitary pump suction valves.
2. Vent pump casing.
3. Start pump.
4. Slowly open pump discharge valve.
5. Open hydropneumatic tank isolation valve. .
6. Close shore connection supply valve and disconnect hose.
7. See Potable Water and Sanitary Flushing Skids technical manual T9533AH
MMC010 (Technical Manual #64 in the Tech Library) for detailed operation
description of sanitary flushing skid pumps.
15.3Marine Sanitation Device: Basic Principles of Operation
Marine Sanitation Device (MSD) Regulations and Definitions: The MSD on the
training ship is a Type II MSD. Type I MSD’s are used on small boats. Type II and III
are used on ships. Examples of Type III MSD’s are holding tanks and incinerators.
Sewage or “black water” means human body wastes and the wastes from toilets and
other receptacles intended to receive or retain body waste.
Grey water means water that drains from sinks, showers, and scullery machines.
Fecal coliform bacteria are those organisms associated with the intestine of warm
blooded animals that are commonly used to indicate the presence of fecal material and
the potential presence of organisms capable of causing human disease.
Type I marine sanitation device means a device that, under the test conditions, produces
an effluent having a fecal coliform bacteria count not greater than 1,000 per 100
milliliters and no visible floating solids.
Type II marine sanitation device means a device that, under the test conditions, produces
an effluent having a fecal coliform bacteria count not greater than 200 per 100 milliliters
and suspended solids not greater than 150 milligrams per liter.
Type III marine sanitation device means a device that is designed to prevent the
overboard discharge of treated or untreated sewage or any waste derived from sewage.
The MSD is required to be used whenever the ship is within 3 miles of land or within a
special zone. However, the MSD on the training ship is normally operated continuously
during the entire cruise. In some harbors, local regulations are more stringent and no
overboard discharge is allowed. In this case, sewage is either pumped ashore to the
municipal sewage system or diverted to collection tank 51042 on the ship where it is
held until the ship is outside the 3 mile zone, where it is pumped overboard.
Sewage flows into the MSD either directly by gravity from toilets in the aft house or by
being pumped from the forward lift station (sewage collection tank for the forward
house). The MSD tank is located in the auxiliary machinery space. It consists of two
chambers. In the first chamber, the sewage is introduced to the “fixed activated sludge
(bacteria) system”. Here, the sewage is digested by bacteria. This bacteria occurs
naturally in the sewage, but can be augmented by a bacteria medium which can be added
to the tank. In order to encourage bacterial growth and facilitate the bacterial treatment
of the sewage, there is a plastic medium, or matrix, which the bacteria can attach to.
Also, these are aerobic bacteria and require oxygen to live. Thus, compressed air is
distributed throughout the first chamber in order to aerate the liquid in the tank. While in
the first chamber, the sewage is broken down and completely liquefied by the bacteria.
The decomposed sewage then flows into the second chamber, known as the chlorine
contact discharge chamber. In this chamber, a chlorine solution is introduced. This
chlorine kills the bacteria that have carried over with the decomposed sewage so that only
disinfected effluent is discharged overboard. At this point, the decomposed, disinfected
sewage is pumped overboard.
8" VENT LINE
DISCH TO 51042
05 DECK PORT
DISCHARGE OVBD
MSD SYSTEM DISCHARGE OVBD
STBD
AFT HOUSE INFLUENT
*CERTIFIED CLASS II SYSTEM PORT
*RATED FOR 373 PEOPLE
*CAN PUMP WITHIN 3 MI LIMIT
GRAY WATER
FIXED ACTIVATED SLUDGE OVBD
INFLUENT
SYSTEM, BACTERIA GROW
ON A MEDIUM AND DIGEST
FWD HOUSE INFLUENT
SEWAGE
and MISSION SPACES
AIR IN
ROOTS BLOWER
CHLORINATOR
TRAP
Level
HLA Contact Tank Sensors
TRAP
LS to Discharge
FWD SEWAGE TANK
4754
a/k/a FWD LIFT
STATION
AERATION LINE
23PSI
SCRUBBER LINE
1 X PER W EEK
DISCHARGE PUMPS
240 GPM
FWD HOUSE
TRANSFER PUMPS
115 FLUSHOMETERS ABOARD VESSEL
7 GALS/FLUSH
15.4 Sewage Flow into the O.W.S.: Sewage flows from the toilets into the
sewage treatment system by gravity. All sewage from the forward house
drains to the forward lift station. No treatment occurs in this tank, it is simply
a collection point for the sewage. As the level in the tank rises, there is a
sensing probe that detects the upper level and starts a transfer pump when this
level is reached. When the level has dropped sufficiently, a lower level
sensing probe stops the transfer pump. The transfer pumps are motor driven
and are designed to be nonclogging. Three pumps are provided and each is
rated at 60 gpm at 50 psi. One pump is selected as the service pump while the
others are in standby. Should the effluent to the tank exceed the capacity of
the service pump, the standby pump(s) will automatically start to assist the
service pump. The discharge from the forward lift station transfer pumps can
be lined up overboard or to the MSD tank using the lift station diverter valve.
This valve is located in AMR just over the control panel on the aft end of the
MSD tank.
Sewage from the aft house flows by gravity directly into the first chamber of the
MSD. The decomposed sewage in the first chamber then overflows into the second,
or chlorine contact chamber. There is a trap in the overflow line to prevent chlorine
gas from back flowing into the first chamber and killing the bacteria in this chamber.
The chlorinator also injects chlorine into the decomposed sewage flow going into the
second chamber. There is a high and low level probe in the second chamber. When
the chamber fills, the high level probe starts the discharge pump, which pumps the
now disinfected effluent overboard or to holding tank 11042. As the level in the
chamber drops, the low level probe shuts the pump off. The MSD transfer pumps are
motor driven and are of the nonclog design. Two pumps are provided and each is
rated at 60 gpm at 50 psi. One pump is designated as the service pump while the other
is in standby. The discharge from these pumps can either be lined up overboard, to
the shore connection, or to the holding tank. The diverter valve for selecting
overboard or shore/holding tank is located on the 32’ flat of the engine room, stbd
side, just aft of the #4 start air receiver.
15.5 Gray Water: Drains from sinks, showers, and the scullery machine
constitute gray water. Gray water drains from the main deck, forward house,
and after house can either be lined up overboard or to the MSD tank in AMR.
These drains are normally lined up overboard at sea. However, when the ship
is in port, these drains are lined up to the MSD, where the gray water goes
through the same treatment process as the black water. There are eight
diverter valves for this part of the gray water system. The diverter valves are
used to line up the gray water either overboard or to the MSD tank. There
locations are listed below.
2 nd deck aft, port side, welding shop in the overhead
2 nd deck aft, stbd side, hose room in the overhead
Engine room, 32’ level, port side, just outside EOS (bottle rack)
Engine room, 32’ level, stbd side, overhead corner aft of start air receiver
#4
Machine ship, over injector test stand
2 nd deck, lower berth deck fan room, 2 valves outboard
3 rd deck, Bowditch classroom, forward closet in the overhead (this valve
serves all of the garbage disposals)
The gray water drains in the lower berth decks and the classroom area can only
drain to the forward lift station. From here, they can either be pumped to the MSD
tank or overboard.
15.6 Aeration: The air that bubbles through the first chamber is provided by a
nashhytor type compressor. The air pressure is 2 to 3 psi. This compressor
also has enough capacity to also supply air for the scrubber line. This line is
used once each week to put a large flow of air into the first chamber and
agitate the activated sludge, which keeps the bacteria healthy. Also, in the
event of failure of the compressor, ship’s service compressed air can the
crossed over to the MSD aeration system.
Belt driven vacuum pump
15.7 The Chlorinator: The chlorinator adds chlorine to the effluent going to the

contact chamber. This process kills all bacteria, sanitizing the effluent before
it is discharged from the MSD. The chlorine is contained in large, solid
pellets which automatically feed into the liquid stream and dissolve at the
proper rate. The pellets are stacked in the chlorinator and gravity feed as the
bottom pellet dissolves. It is the engine room watches responsibility to insure
that there are adequate pellets in the chlorinator. When pellets need to be
added, the first step is to done protective gear. This consists of goggles,
gloves, and rolled down sleeves. The next step is to open the bypass valve
around the chlorinator, close the two chlorinator isolation valves, remove the
pellet container covers, and add additional pellets. The chlorinator is then
placed back on line in the opposite order.
15.8 Disposal of Treated Waste: There are three options for disposing of the

treated waste. They are (1) pump it overboard, (2) pump it to the main deck shore
connection, and (3) pump it to the 21041 holding tank just forward of the engine
room. It is important to know under what conditions each is used and how to line
each one up.
HOLDING TANK
OVERBOARD
SHORE CONNECTION
FROM M.S.D.
Normal disposal from the M.S.D. is overboard during the cruise. This is done both
at sea and in those ports that allow the discharge of treated sewage. In those ports
that prohibit the discharge of treated sewage overboard, the discharge is routed to the
holding tank located just forward of the engine room on the starboard side. Note that
there are two valves in the lineup to this tank, one in the engine room and one at the
tank, located in the deck training locker (21041) in the aft starboard corner. In ports
that have shore connections on the pier and at the CMA campus, the treated sewage is
pumped to the shore connection.A 4inch shore connection is provided on the main
deck, both port and starboard, for disposing of sewage to a suitable shore receiving
station.
15.9Bypass Tank: There is an M.S.D. bypass tank located in the AMR just outboard of
the M.S.D. tank. The purpose of this tank is to provide an alternate method of
collecting and pumping sewage in the event that the M.S.D. suffers a failure or has to
be taken out of service for repairs or maintenance. No treatment occurs in this tank, it
is simply a collection point, like the lift station, where untreated sewage is collected
for disposal. The untreated sewage can be pumped overboard, to the shore
connection, or to the holding tank. The bypass tank has an internal submersible pump
with sensors for starting and stopping it. This tank can also be lined up to the M.S.D.
pumps, but these are not connected to the drain tank sensors.
5.0 ENGINEERING CONTROL SYSTEMS
TABLE OF CONTENTS
15.1 Introduction……………………………………………1
15.2 Information Display……………………………………2
15.3 Monitor and Alarm…………………………………….3
15.4 Remote Control………………………………………...5
15.5 Program Control………………………………………..6
15.6 Conclusion……………………………………………..11
15.1 Introduction: In their simplest form, engineering control systems allow the
engineer to measure plant parameters and then manually make adjustments based upon
these measurements. In their most sophisticated form, control systems not only measure
plant parameters, but automatically make the adjustments and allow for “unmanned”
engineering systems. Because engineers rely on these systems for reliable and efficient
operation of the entire engineering plant, they must have a good understanding of how
these control systems work. When engineering students first see the gauges, meters,
L.E.D. readouts, switches, knobs, and computer screens associated with these control
systems, they are often overwhelmed. They often assume that these systems are
extremely complicated and can only be understood by the controls engineers that
designed them. This is not the case, and in fact, all engineers must have a good
understanding of these systems. As with anything else that we must learn, but seems
overwhelming, the first step is to break it down and organize it in an understandable way.
If we take all of the engineering control components in the engine spaces, we can
organize all of them into four categories:
1) Information Display
2) Monitor and Alarm
3) Remote Control
4) Program Control
Whenever you are trying to understand a control system, it is best to start by determining
which of these categories it falls into.
The thing that all of these categories have in common is that they all measure
something. The easiest things to measure, and therefore the things that are measured
most often in the plant are pressure, temperature, level, and rotational speed. Pressure
gauges read pressure, thermometers read temperature, level indicators read level, and
tachometers read rotational speed. A parameter that is difficult to measure accurately is
flow rate, the therefore it is rarely measured. Anything that is measured must have units
associated with it. Another thing that will help you understand the control system that
you are studying is to know the units of what is being measured.
1
15.2 Information Display:
EXAMPLES OF INFORMATIONAL
DISPLAYS
PRESSURE IN POUNDS PER
SQUARE INCH
FLOW R ATE IN
GALLONS PER
MINUTE
LEVEL IN INCHES
Informational displays give information to the engineer that is needed to manage and
troubleshoot the engineering systems. However, the informational displays do not
actually control anything themselves. They may be located locally at the actual sight
where the parameter is being measured or they may be located remotely so that the
information can be brought to a central location such as a console or gauge board. Levels
can be read directly, as in the boiler gauge glass pictured above. Direct measurement is
very accurate and no calibration of the measuring device is required. However, pressure,
temperature, rotational velocity, and flow rate must be measured indirectly. This means
that the measuring device must measure the pressure, thermal, or kinetic energy and
convert it to another energy form, usually mechanical or electronic. The energy of the
measuring device must be calibrated to the energy of the measured parameter and there is
always some error involved. It is important that indirect measuring devices be kept
calibrated so that the engineer can rely on accurate readings. Also, do not be fooled into
believing that digital L.E.D. readouts are more accurate than analog pointers they may or
not be, depending on the accuracy of their calibration. Another assumption is that local
measuring device is more accurate than a remote measuring device because some
accuracy is lost in sending the signal to the remote location. This is not true. Again, the
accuracy depends on the calibration. Finally, be aware that most engineering measuring
devices are accurate to three significant figures and not more. Thus for example, a
pressure gauge can measure accurately 25.8 psi, 258 psi and 2580 psi. Many industrial
measuring devices used in the engine room are only accurate to two significant figures.
2
15.3 Monitor and Alarm:
3
The purpose of monitor and alarm systems is to warn the engineer when a
measurement is no longer within prescribed parameters. Monitor and control systems do
not control anything. It is up to the engineer to take the appropriate action when the
alarm is actuated. Although the monitor and alarm system must continually
measure/monitor the parameter, the monitor and alarm system does not usually tell the
engineer what the value of the parameter is. It simply actuates an alarm once the
parameter limit is reached. The alarm is usually both audio and visual, but may be only
one or the other. Also, the alarm usually has a brief description of what the alarm means,
such as “CONTROL AIR PRESSURE LOW”. On older ships, only the most important
plant parameter are monitored and alarmed. However, on newer ships where computers
can monitor hundreds of parameters at the same time, literally hundreds of plant
parameters are monitored and alarmed.
It is important that the engineer:
(1) Understand what is being measured and what the alarm really means. For example,
an alarm that reads “GENERATOR #1 LOW VOLTAGE”. What voltage is being
measured; the generator line voltage, field voltage, bus voltage? You must know what is
being measured and therefore, what the alarm really means.
(2) Prioritize the importance of the alarms. All alarms require the engineer to take action.
However, some require more immediate action in order to maintain plant status. Also,
during a casualty to the plant, you will probably get many alarms. Again, it is important
to react to these in order of importance. For example, the CONTROL AIR LOW
PRESSURE alarm is much more important and requires more immediate action than the
PORT E.R. BILGE HIGH LEVEL alarm.
(3) Have a plan for responding to the alarm and bringing the monitored parameter back
within the proper limits. If you have not traced out, learned, and thought about the main
engine jacket water system, then you will not be able to properly react to a PORT M.E.
LOW J.W. PRESSURE alarm. If all you can do is silence the alarm and wait for the
Chief Engineer to arrive, you are not a marine engineer. If, however, you can stop the
engine, open the standby jacket water pump suction and discharge valves, start the pump,
and then restart the engine and have it on line by the time that the Chief Engineer arrives,
you are a marine engineer.
4
15.4 Remote Control:
Remote control allows the operation of the engineering component to be conducted
from a location away from the component itself. Probably the oldest remote control on
ships is the steering. Originally, the helmsman had to operate a tiller colocated with the
rudder. Eventually through the use of ropes and pulleys, the helmsman could be up on
deck. Finally, the modern electro hydraulic steering gear can be controlled from
anywhere on the vessel. The evolution of other remote controls have followed this same
path. Older remote controls are mechanically linked to the device that they control and
the distance is limited. Modern remote controls are actuated on computer touch screens
and can be located anywhere on the vessel. Remote controls are desirable in order to:
(1) Quickly line up and start equipment in an emergency such as a fire pump. Rather
than having to leave their watch station to go to the fire pump and start it locally,
the pump can be started by the watch stander from the E.O.S. or bridge watch
stations.
(2) Have access to the remote control in the event the equipment cannot be reached
locally, such as in the case of fire or flooding. For example, fuel oil shutoff
valves are required to have remote shutoff controls located outside the engine
spaces in case the valve are inaccessible due to fire or smoke in the space.
5
(3) Reduce the time and number of people required to operate the engineering plant.
A propulsion diesel engine can be lined up and started much more quickly by one
person if all of the systems can be lined up and started from a central location,
rather than having to move from component to component around the engine
room, lining up or starting each one locally.
However, the engineer must be very careful when using remote controls. Because the
operator is not there to observe the operation of the component, if something is wrong
with the machine or lineup, there is a good chance that the problem will not be
discovered until damage has occurred. Also, the engineer must know exactly what the
remote control actually does and, just as importantly, what it doesn’t do. For example, a
fire pump often can be started remotely. However, does the remote control open the
suction and discharge valves, or just start the electric pump? If it only starts the pump,
then the valves must be left in the correct position for remote starting. If they were
closed and the pump started and allowed to run, it would overheat and possibly be
damaged, resulting in disastrous consequences. Therefore, care must be exercised to
insure that remotely controlled systems are lined up for remote operation. Also, remote
operation does not relieve the engineer of the responsibility of insuring that the
equipment is operating properly. The operation of the component or system should be
checked as soon as practical after the remote operation is completed.
15.5 Program Control:
Program controls automatically control measured parameters to maintain them within
desired limits, start or stop components as necessary, and control the sequence of events.
While program controls are the most sophisticated form of engineering automatic control,
they only mimic what engineers used to do manually and even then, they only mimic the
simplest of these functions. The level of sophistication varies from the controls that
automatically start a standby piece of equipment if the primary fails to the controls for
maneuvering the main engines.
Program controls can be categorized as follows:
(A) Standby/ Auto Start or Stop
(B) Two Position Controller
(C) Proportional Controller
(D) ProportionalIntegralDifferential Controller
6
The first thing to understand when learning about program controls is that they
automatically do some function that used to done manually by the engineer. The human
brain is much more powerful than the most sophisticated program control. Let’s start
with the manually controlled hot water heater below.
Another thing to remember about program controls is that they all must (1) measure
(2) compare (3) compute (4) adjust.
(1) MEASURE: In this case, the person is measuring the temperature of the hot water

with their hand. Let’s say that the temperature is being measured in units of degrees
Fahrenheit. Once the value of what is being controlled is measured, that measurement
must be compared to the “set point”. The set point is the desired value of the parameter
being measured.
(2) COMPARE: So, let’s say that the person is told to keep the temperature of the hot
water at 140ºF. They would have an idea in their brain of what 140ºF felt like, and would
compare what they were feeling (measuring) to their idea of 140ºF.
(3) COMPUTE: They would then have to make a computation. In a vast majority of
automatic controls, this computation is a simple subtraction problem. In this example,
the computation is to subtract the measured value from the set point value of 140ºF. This
process is so simple that if we were actually doing this, we would simply say that the
temperature of the water was a little colder, a lot colder, a little hotter, or a lot hotter than
what 140ºF feels like. But what we would actually be doing in our brain is a subtraction
problem. Let’s say that the actual temperature was 130ºF. Our subtraction problem is
140ºF 130ºF = +10ºF. The magnitude of the answer tells us that the actual temperature
is a little different than the set point and the + tells us that it is colder than the set point.
If the actual temperature was 170ºF, the result of our subtraction problem would be 30ºF.
This would tell us that the difference was a lot (30ºF) hotter () than the set point.
(4) ADJUST: Finally, the person would make the adjustment to the steam valve
necessary to bring the measured value back as close as possible to the set point value.
(B) TWO POSITION CONTROLLER: Let’s suppose the person is being paid at
minimum wage and is a two position controller. In this case, if the result of the
7
subtraction problem is negative, the water is too hot and they will close the steam valve
all they way. The temperature of the hot water will then begin to decrease, and when the
result of the computation becomes positive, they will open the steam valve all the way.
The disadvantage of this two position controller is that it does not control the temperature
very accurately and the actual temperature is always varying above and below the set
point. This is called “hunting”. However, the two position controller does have a couple
of advantages. It is inexpensive (minimum wage) and it is simple which means in
general that it is more reliable. An example of a two position controller is the pressure
control for the compressed air system. When the pressure drops to a minimum value, the
compressor is turned on and when the pressure reaches the maximum value, the
compressor is turned off. This causes the actual air pressure to vary above and below the
set point, but for this system, that is not a problem. Thus, the compressed air pressure is
automatically controlled “good enough” by an inexpensive, reliable two position
controller.
(C) PROPORTIONAL CONTROLLER: As the person gains more experience, they
realize that they can do a better job of maintaining the hot water temperature closer to the
set point if they adjust the steam valve in proportion to the magnitude of the result of the
computation. Thus, if the result is negative 10ºF, they would close down on the steam
valve a small amount and if the result is positive 40ºF, they would open up on the valve a
large amount. This will not eliminate hunting, because the person has to see an error (a
result of the computation other than zero) before they make an adjustment. Thus, the
temperature is already something other than the set point before an adjustment is made.
However, it significantly reduces the magnitude of the hunting and thus keeps that hot
water temperature much closer to the set point than the two position controller did. The
disadvantage is that because the person can now do a better job of controlling the
temperature, they want a pay raise! These systems are more expensive and slightly less
reliable. An example of a proportional controller is pressure regulating valve for the
central fresh water (CFW) system. The is a direct acting diaphragm valve. As the CFW
pressure increases above set point, the valve opens more, bypassing more water back to
the pump suction. Conversely, if the CFW pressure is below set point, the valve closes
down more, sending more water to the CFW system.
PROPORTIONALINTEGRALDIFFERENTIAL (PID) CONTROLLER: So far, the
person has only been able to measure temperature and react to changes in temperature.
However, if we ask ourselves “what causes the changes in temperature that require them
to make adjustments to the steam valve?”, we can improve our control system even
further. The answer to the previous question is changes in demand for hot water (load).
Thus, if the person can also see a change in load, they can anticipate that this will cause
the temperature to change and they can start making the adjustment to the steam valve
even before an error in temperature occurs. For example, if the demand for hot water
increases, they can immediately begin opening the steam valve, before the temperature
actually begins to drop. The ability of the controller to measure a change in load and
react to this change is called integral control. If, in addition, the controller can measure
the rate at which the load is changing, then they can adjust the steam valve in proportion
to the rate of load change. For example, if the demand for hot water decreases a little,
they can immediately close down on the steam valve a little. However, if the demand
decreases a lot, they can immediately close down on the steam valve a lot. The ability of
8
the controller to measure the rate in load change and react to this rate of change is called
differential control. Controllers can be proportional (P), proportional + integral (PI) or
proportional + integral + differential (PID). It is interesting to note that the initial
adjustment to the steam valve is initiated by the change in load (I and D), but the final
adjustment must be made by the error in temperature since that is ultimately what the
system is controlling. Now that our hot water controller person can measure both
temperature and load and maintain the temperature nearly exactly equal to the set point,
they want chief engineers pay! PID controllers are the most expensive and complicated
control systems. An example of the PID controller is the thermostatic valve that controls
jacket water (JW) flow to the evaporator. This controller measures both JW temperature
out of the engine and the speed (load) on the engine. This valve automatically adjusts the
flow of JW to the evaporator to prevent sub cooling of the JW. If the temperature of the
JW is above 170ºF, it sends all of the JW to the evaporator. As the JW temperature
drops, it bypasses more water around the evaporator until at 160ºF, it diverts all of the JW
around the evaporator. In addition, if the engine speed is decreased, the valve will
immediately begin bypassing more water around the evaporator in anticipation that the
temperature will begin to decrease due to the lower load.
EXAMPLES OF EACH TYPE OF PROGRAM CONTROLLER ON THE T.S.G.B.:
(A) STANDBY AUTO START/ STOP: The most common application for
this type of control is on systems that have a backup pump. Usually the
controller measures the system pressure and the program assumes that if
the pressure decreases to a certain point, that the online pump has stopped
and the standby pump should be started automatically.
9
(B) TWO POSITION CONTROLLER: In the AUTO position, the air
compressor controllers measure the system pressure and stop the
compressor at the high limit and start the compressor at the low limit. The
relief valve measure system pressure and opens at the popping pressure
and closes when pressure drops below the popping pressure.
(C) PROPORTIONAL CONTROLLER: The Central Fresh Water pressure
controller measures the system pressure, converts this signal to a
proportional air signal, and moves the diaphragm on top of the valve to
control the pressure.
10
(D) PROPORTIONALINTEGRALDIFFERENTIAL CONTROLLER: The
controller for the main engine jacket water to the evaporators is a PID
controller. It measures the temperature of the jacket water leaving the
main engine This measurement is sent to the main engine program logic
controller (PLC) where it is used to regulate the valve position.
15.6 CONCLUSION:
Hopefully, this discussion has given you an understanding of the systems that
engineers use to monitor and control the plant. Aboard modern ships, there are thousands
of gauges, meters, indicators, alarms, startstop buttons, and controls. How many of
these you understand and can use correctly is a direct measure of how good an engineer
you are.
The first step in accomplishing this daunting task of understanding and correctly using
these systems is to understand that they are made up of relatively simple, independent,
“stand alone” units.
The next step is to determine which category the unit falls into because this will tell
you it’s purpose. It will be one of the following:
1) Information Display: gives you the value of the measurement.
2) Monitor and Alarm: tells you when the measurement is outside of limits.
11
3) Remote Control: allows you to start and stop equipment from a central location.
4) Program Control: automatically operates and adjusts equipment to maintain the
measured value close to the set point value.
Finally, you must learn what the system actually measures, what its limitations are,
and what you are going to do with the information. This will depend on which category
it falls under.
1) Information Display: Where is the measurement taken? What is the normal value?
If the measured value is not normal, why?
2) Monitor and Alarm: What is actually being measured? What action must be taken
to prevent casualties to the plant and equipment? Does this alarm cause any other
action to occur, for example, main engine shutdown?
3) Remote Control: What does the remote control do and not do? Is the system
properly lined up for remote control?
4) Program Control: What does the program control actually measure and adjust? If
this automatic system fails, how can the system be operated manually?
This is a big challenge and you will not be able to achieve 100% competency in all
areas. However, the more you learn, the better engineer you will be.
12
18.0 COMPRESSED AIR SYSTEMS
TABLE OF CONTENTS
18.1 Introduction
18.2 Ship’s Service Air System
18.3 Start Air System
18.4 Control Air System
18.1 Introduction
The purpose of the compressed air system is to create, store, and distribute pneumatic
energy to the various components that require it for their operation. Modern ships,
including the Golden Bear, have three compressed air systems: (1) Ship’s Service, (2)
Starting, and (3) Control Air. While each of these systems has different uses for the
pneumatic energy that they provide, they have the same components and basically
operate in the same way.
All three systems basically operate as follows: Electrical energy is delivered to the
compressor motor, which converts it to mechanical energy. This mechanical energy is
delivered to the compressor, which converts it to pneumatic energy. The compressor is
basically a positive displacement air pump. It takes suction from the atmosphere and,
after adding energy to the air, delivers it to the system. Remember that pumps and
compressors do not create pressure, they create flow. It is resistance to flow that creates
the pressure. In most cases, the air flows from the compressor into a receiver. The
receiver is an pneumatic energy storage device. It is able to hold a volume of compressed
air until the air is required by the system. Receivers (a) allow large temporary demands
on the system in excess of the compressor capacity, (b) dampen out pressure pulsations
characteristic of reciprocating compressors, and (c) provide a place for moisture in the air
to separate out and be drained from the system. The compressed air then flows to the
component where it will be used.
18.2 Ship’s Service Air System
Ship’s service air is delivered throughout the ship to provide compressed air for
pneumatic tools, boiler fuel atomization, and general compressed air uses. Compressed
air is delivered to the system by four air compressors.
ROTATING BARREL
(ROTOR)
DISCHARGE PORT
SLIDING VANES
(ROTOR BLADES)
COMPRESSOR
CASING (STATOR) SUCTION PORT
FIG. 1
ENGINE ROOM COMPRESSOR: The engine room compressor is located on the

aft part of the 23’ flat, in the cage. It is manufactured by the Fuller-Davey Company
and is a rotary sliding vane type. In this type of compressor, a rotating barrel (rotor) is
eccentric to the compressor casing (stator). Sliding vanes (rotor blades) are fitted into
radial slots in the barrel. The tips of the sliding vanes are kept extended and in contact
with the compressor casing by centrifugal force. Thus the space between the barrel and
the casing is divided into segments. Note in FIG. 1 that in the blue portion, the volume of
each segment is increasing as the barrel turns. As this volume increases, the pressure
decreases, thus, air is pulled in from the atmosphere. In the red portion, the volume of
each segment is decreasing, pushing the air out into the compressed air system. This
compressor has a capacity of 207 cubic feet per minute (cfm). It automatically maintains
the ship’s service air system at a pressure of between 115-125 psi. A cut-in pressure
switch starts the compressor motor when system pressure drops to 115 psi and a cut-out
pressure switch stops the motor when the system pressure reaches 125 psi.
Oil is injected into the stator to provide cooling, sealing, and lubrication during the air
compression cycle. Therefore, the compressed air leaving the compressor is saturated
with oil vapor. This oil must be recovered and sent back to the compressor. Thus, the
air-oil mixture next passes through the oil separator. The oil separator performs a triple
function which is removing oil from the compressed air, acts as an air receiver tank, and
is the oil reservoir. The oil separator is a vertical labyrinth type with a replaceable
cartridge element. The tank is protected from over pressurization by a relief valve set at
140 psi. The air-oil mixture that is discharged from the compressor flows to the air-oil
separator tank. The mixture passes through the separator where the oil is removed from
the air in three steps: (1) through a labyrinth where most of the oil is removed; (2) by
impingement on the filter elements external screen; (3) through the filter element. The
oil removed by the (1) labyrinth and (2) screen falls to the bottom of the separator tank.
Oil removed by the (3) filter is removed from the separator base by a scavenger pipe and
returned to the compressor via tubing to the intake control body.
The radiator type oil cooler provides cooling of the system oil by ambient air being
drawn into the housing compartment through the intake louvers by the suction type fan.
The ambient air moves across the cooling cores of the oil cooler, picking up the heat and
blowing the heated air out through the outlet louvers. Heated oil passing through the core
is cooled and then flows to the oil thermal bypass valve
The oil that accumulates in the oil separator tank is forced into the thermal bypass
valve by air pressure. This is a thermostatic valve which senses the temperature of the
oil. When the oil is cool, this valve is open, allowing flow directly into the oil filter and
then to the compressor. When the oil reaches 150 ºF, the valve begins to direct some of
the oil through the oil cooler for heat dissipation and then to the oil filter. Thus, this
valve maintains the oil temperature at a set point of 150 ºF. The oil then flows into the
compressor oil gallery where it is injected under pressure into the stator bore
compartment and into the bearings and rotor end faces. Since the injected oil was cooled
before being mixed with air, the heat of compression is reduced. This provides a lower
final discharge temperature.
The compressor is protected against overheating by the thermo-switch. This senses
the air discharge temperature and if it exceeds 235 ºF, this switch will shut down the
compressor. The thermo-switch will not allow the compressor to restart until the
discharge air temperature has cooled to 215 ºF.
The intake air filter is of the dry, replaceable element type. One of the most important
service requirements for long term maintenance-free operation is to clean or replace the
air filter element regularly. Excessive wear and poor performance of the compressor will
result if the air filter is clogged or allows contamination to enter the compressor. Dirt
entering the compressor will eventually settle on the oil separator element and produce a
pressure drop across the separator.
The oil filter is of the spin on replaceable cartridge type. It is most important that the
oil filter cartridge be change regularly for long term maintenance-free performance.
Excessive wear and poor performance of the compressor will result if oil is allowed to
become contaminated.
Operating Controls and Indicators:
Air Pressure Gauges: The air pressure gauge on the control panel indicates the air
pressure within the oil separator tank. The service pressure gauge indicates the pressure
in the air receiver. A pressure differential of 15 psi indicates that the separator element
requires replacement.
Compressor Oil Temperature Gauge: Indicates the temperature of the air-oil mixture at
the compressor discharge.
Hour-meter: Registers the total operating time in hours and tenths of hours.
Selector Switch: Allows the operator to set the mode of operation to manual or automatic
(MAN-OFF-AUTO)
Start Switch: Controls operating electrical power to the motor.
Separator Oil Level Sight Glass: Used to check proper oil level when the compressor is
operating under full load and at normal operating temperature. Correct oil level is
¼ to ½ full on the gauge. Oil must be added when oil fails to appear in the sight glass
while operating in the load mode.
Flow Sight Gauge: Used to visually check the oil flow return line from the oil separator
element to the air intake control housing. When the compressor is running loaded, oil
flows through the sight gauge in a percolating type action. If this action cannot be
observed, this indicates the strainer and /or orifice must be cleaned.
Time Delay Relay: Prevents the operator from initiating a restart for 5 minutes after
shutdown or loss of power. Do not bypass this time delay! A compressor that has
been running in the load mode without running in the unload mode for at least 15
seconds prior to shut-down, has oil trapped in the compressor and a minimum of 5
minutes is required for oil to gravity drain from the compressor. A restart must not be
attempted with a flooded compressor or permanent damage to the compressor will
result.
Pressure Switch: This switch controls the compressor discharge pressure. It starts the
compressor when the discharge pressure falls to 115 psi and stops the compressor when
the discharge pressure reaches 125 psi.
Compressor Intake Pressure Switch: Prevents damage to the compressor by shutting it
down if a malfunction causes oil to be forced into the compressor air suction. This type
of malfunction would cause the intake pressure to become high, and when it reaches 5
psi, the switch will shut down the compressor.
The following is a description of the operation of the compressor. Before beginning

this discussion, it is necessary to understand the definitions of loaded and unloaded
compressor operation. In the loaded mode, the compressor is running and is compressing
air and sending it out to the system. However, the compressor is a positive displacement
air pump, so it must be unloaded when (a) it is starting so that it starts under minimum
load, and (b) if the manual (MAN) selector position and the maximum discharge pressure
is reached so that the system is not over-pressurized. When running unloaded, the
compressor is not compressing air and the discharge pressure is zero psi. The compressor
can be run in the manual (MAN) mode or the automatic (AUTO) mode. In manual, the
compressor runs continuously and the discharge pressure is controlled by the compressor
going to the unload mode when the discharge pressure reaches 125 psi and then going to
the load mode when the discharge pressure drops to 115 psi. Manual operation should be
selected if the demand for compressed air is high. In automatic, the compressor will shut
off when the pressure reaches 125 psi and it will restart when it reaches 115 psi. The
compressor is normally run in the automatic AUTO mode.
Load Mode (see FIG. 2) Assuming that the compressor is just being started and put
on line with no pressure in the system. The air compressor begins to compress air and
pass it into the oil separator tank. The oil separator tank accumulates the compressed air
until it reaches approximately 60-70 psi which opens the minimum pressure valve. This
allows compressed air to flow through the check valve, through the after cooler, and to
the receiver tank.
Unload Mode (see FIG. 3) When the pressure switch actuates, it de-energizes the
solenoid valve and allows it to open. The opening of the air solenoid valve allows the
pressure from the air receiver line to be applied to the air intake valve and the unload
valve. The air intake valve closes, stopping the ambient air flow to the compressor. The
unload valve opens allowing oil separator tank pressure to be vented through the unload
bleed valve opening into the air intake valve body. The oil separator tank pressure is
reduced to less than 10 psi. The reduced pressure in the separator tank produces a reverse
flow of air from the external receiver tank which immediately closes the air control check
FIG. 2
FIG. 3
valve, isolating the receiver tank from the oil separator tank. The unload bleed valve
allows a small volume of air to circulate through the air intake and the compressor to
provide circulation and reduce cavitation. With the air intake closed, the compressor is
running unloaded (no source of air). The compressor will continue to operate in the
unload mode until the air demand is sufficient to drop the air receiver tank pressure to
less than 115 psi.
The compressed air leaves the compressor outlet and flows through an in-line water
separator. It then travels to the receiver, where it is stored for use in the ship’s service air
system. The last component that the compressed air passes through before being sent out
into the distribution piping for use is the refrigerated compressed air dryer. This unit
removes both moisture and solid contaminants from the air.
AIR FROM COMPRESSOR
DRAIN
AIR TO SYSTEM
Compressed air, saturated with water vapor, enters the air-to-air heat exchanger (A)
where it is pre-cooled by the outgoing chilled air. It then goes to the air-to-refrigerant
heat exchanger (B) where it is further cooled by the refrigeration system. As the air is
cooled, water vapor condenses into liquid droplets which are removed by the separator
(C) and discharged from the dryer by an automatic drain (D). This drain measures the
level of liquid water that has accumulated in the separator and when the high level limit is
reached, it opens to drain the water out. The separator also has a filter that removes all
particles 3 microns and larger. The dry, chilled air then passes back through the air-to-air
heat exchanger where it is reheated before exiting the dryer. The compressed air then
enters the ship’s service air distribution system and is supplied to the various components
that require pneumatic energy.
STEERING GEAR & LINE LOCKER COMPRESSORS: The two ship’s service air
compressors located in the after part of the ship are Model SK 26 screw type compressors
manufactured by Kaeser Compressors, Inc.
The main components of the compressor are a housing and two rotors. The
compressor is driven by an electric motor through V-belts. There are two rotors with ball
bearings in the housing: a male rotor with 5 lobes driven by the motor and a female rotor
with 6 voids. While the rotors are turning, air is drawn in through the inlet port att he
upper side of the housing and the trapped air is compressed at the lower side on the
housing. The oil injected into the housing at the lower side picks up the heat resulting
from the compression process, present the rotors from contacting each other, and
lubricates the ball bearings.
How do Kaeser screw compressors work?
Atmospheric air is drawn through the inlet filter(1) into the airend(2)where it is compressed. The air end
is driven by the electric motor (3). Synthetic cooling fluid, Sigma Premium Fluid, is injected into the air
end to serve as coolant, lubricant and sealant. Under normal conditions the air reaches a temperature of
only about 180°F during compression.
A three-stage separator(4) removes the cooling fluid from the compressed air. The fluid passes through
the cooler(5), the microfilter(6) and back to the point of injection. A thermostatic valve regulates and
optimizes the fluid temperature. The air emerges from the separator cartridge(7) with a remaining fluid
content of less than 2 ppm, passes through the minimum pressure/check valve(8) and finally through
the aftercooler (9).
In the aftercooler, the air is cooled down to around 9°F to 18°F above ambient temperature and most of
the moisture is removed. The air finally leaves the compressor at the outlet (10).
AMBIENT AIR
INLET
COMPRESSED AIR OUT

TO S.S. SYSTEM
FIG. 4
Details of the compressor operation are as follows. The description starts with the
compressor being started in the unloaded mode. Air is drawn in through the ambient air
inlet and through the 4 micron inlet air filter (4). The air then passes through the spring
loaded check valve in the inlet valve (6). If the compressor motor were mistakenly wired
so that the compressor ran backwards, the inlet check valve would prevent reverse flow
and pressure would increase in the suction line, causing the pressure switch (7) to shut
down the compressor. The air continues through the compressor (1) and into the oil
separator (12). Here, the lube oil added in the compressor is separated from the
compressed air and drains to the bottom of the separator casing. The oil is forced by the
air pressure in the separator to flow back to the compressor. It passes by the oil
temperature controller (17) which maintains the oil temperature at 160 ºF by bypassing
the cooler (16) until the oil reaches the set point, and then directing enough oil through
the cooler to maintain the 160 ºF set point. The oil then passes through a 10 micron oil
filter (11) and through a 350 micron strainer which protects the compressor from large
size contaminants. The oil separator is fitted with a pressure gauge (18), a relief valve
(4), an oil level sight glass max. (28) and an oil level sight glass min. (29). The
compressed air passes out the top of the oil separator and comes to a T connection. As
the compressor runs, the pressure in this line will slowly increase because of the
restriction in the vent valve (10). This vent valve allowed all of the discharge pressure to
vent to atmosphere through the intake when the compressor last stopped. Air pressure in
the S.S. air system was maintained by the minimum pressure check valve (5). When the
discharge pressure from the compressor reaches 65 psi, the minimum pressure valve will
open and allow air to flow through the after-cooler and out into the S.S. air system.
When the pressure has built up to the minimum pressure cut-in point, the pressure switch
(8) will actuate, causing the control valve (9) to shift to the open position. This will
allow compressed air to actuate the vent valve (10), closing it and the inlet valve (6)
opening it. This process shifts the compressor from the unload mode to the load mode
and it is now running at full capacity. When the pressure builds up to the maximum cut-
out pressure, the compressor will shut off and the control valve solenoid will de-energize,
closing this valve and placing the compressor back into the unloaded mode for the next
start.
COMPRESSOR CONTROLS: The compressor control panel has the following controls
and information.
START / STOP: This switch simply turns the compressor on or off
KAESER CONTROL:
1. ON: Comes on when the unit is in operation or ready for operation. Goes out in
case of malfunction. In case of malfunction, one of the malfunction lights (2,3,4)
come on and the compressor is automatically shut down.
2. MOTOR: Overload relay of the compressor motor.
3. TEMPERATURE: Contact thermometer for excessive final compression air
temperature. When temperature reaches 230 ºF, the unit is shut down.
4. ROTATION: Pressure switch at the compressor suction will shut the unit down if
the direction of rotation is incorrect or the V-belts are broken or have slipped.
5. This is a spare.
SERVICE HOURS: Records total hours the unit has been in operation.
TEMPERATURE: Shows the temperature of the air leaving the compressor.
PRESSURE: Shows the pressure of the air leaving the unit.
The oil level max. and min. sight glasses are

viewed through windows cut in the side of
the unit casing. Always shut off the
compressor when checking the oil level.
Oil must be added when the minimum oil
level, which is the middle of the lower sight
glass is reached. Fill to the middle of the
upper sight glass, no higher.
THE TOPPING OFF COMPRESSOR: The “topping off” compressor was originally
installed as a make-up compressor for the start air system. However, it was deemed as
not necessary for this application and has been converted over to the ship’s service air
system. This compressor is a reciprocating piston type compressor with a capacity of 12
c.f.m. It has two cylinders and compresses the air in two stages.
2ND STAGE CYLINDER HEAD
1ST STAGE
CYLINDER HEAD
CRANKCASE
COMPRESSOR DESCRIPTION: The compressor consists of a crankcase and cylinder

block containing the crankshaft, piston and connecting rod, and an internally driven oil
pump. The cylinder head contains the suction and discharge valves and the cooling ports.
The compressor is provided with its own cooling system with an externally driven water
circulating pump. A combined suction filter/silencer is fitted on the side of the cylinder
head and connected to the suction chamber.
The crankcase and cylinder block are combined in one casting. Two main bearings
are fitted: the drive end bearing is fitted in a bearing housing bolted to the crankcase and
the non-drive end bearing is fitted directly in the crankcase. A large inspection door is
provided on the side of the crankcase permitting access to all working parts. A
lubricating oil dipstick and filler is located at the non drive end of the crankcase and
above the oil pump. The crankcase is also fitted with a breather. The cylinder block is
fitted with a first stage centrifugally cast liner. The liner is a light drive fit in the cylinder
block and is sealed at the bottom by two O-ring seals and at the top by the first stage
cylinder head to crankcase joint. The cylinder head retains the liner in position.
The crankshaft incorporates integrally cast balance weights and is drilled at the non-
drive end for the oil pumping coupling collar. The crankshaft drive end is provided with
a keyway and is drilled and tapped for attachment of the flywheel. The connecting rod is
fitted with a babbited bearing at the crankshaft end and a lead-bronze bearing at the
piston end. The aluminum alloy piston is of the steeple type which incorporates with the
lower part being the first stage the upper part being the second stage. The first stage
lower section is fitted with two compression rings and two slotted oil control rings. The
second stage upper section is fitted with four compression rings. There are two cylinder
heads. The first stage cylinder head is the large casting bolted to the crankcase. It
contains the second stage cylinder, the suction chambers for both the first and second
stages, the first stage discharge chamber, and the transfer passages for air passing from
the first stage cooler to the second stage suction chamber. The second stage cylinder
head is located on top of the compressor. It contains the second stage discharge chamber,
two passages from the discharge chamber to the second stage cooler, and the final
discharge chamber. The final discharge chamber is fitted with the second stage relief
valve, a condensate drain valve, and a fusible plug.
The air flow is as follows: Atmospheric air is pulled in through the inlet air filter and
through the first stage suction valve. The compressor valves are basically spring loaded
check valves. As the piston is moving down, the cylinder volume is increasing, causing
the cylinder pressure to drop below atmospheric pressure and drawing air in through the
suction valve. As the piston moves up, the pressure increases, causing the suction valve
to close the discharge valve to open. This allows the air to pass through the discharge
valve and into the discharge chamber. From here, it enters the first stage cooler. This
cooler is simply three copper U-tubes that are fitted into the jacket water passage. The air
inside these tubes is therefore cooled by the jacket water. From the first stage cooler, the
air is led to the second stage suction valve. As the second stage piston is moving down,
the air is drawn through this valve into the cylinder. As the second stage piston moves
up, the suction valve closes and the first stage valve opens, allowing the air to flow into
the discharge chamber. From here, it enters the second stage cooler consisting of two
copper U-tubes with jacket water passing around them. The air passes through the cooler
and out into the final discharge chamber where it is discharged from the compressor.
Lubrication is provided by a crankshaft driven lube oil pump. The pump takes suction
from the crankcase sump through a full-flow oil filter. The filter consists of a bonded
paper element attached to the filter cover. Oil flows from the pump into drilled passages
in the crankshaft to the main crankshaft bearing and both connecting rod bearings. The
pump has a relief valve which is set to 40 psi.
The heat of compression and friction is removed by jacket water circulating through
the compressor heads. The jacket water circulates around the first stage cylinder liner
and the cooler tubes and into the first stage cylinder head where it cools the valve bodies,
the second stage cylinder, and the cooling tubes. The water then passes into the second
stage cylinder head, cooling the valves, and then passes through the cylinder head outlet
flange. A jacket water bursting disc is mounted on the side of the cylinder head. The
disc will burst in the event of an internal high pressure air leak into the jacket water
system. The jacket water now flows to the cooler. There is a T-connection on the inlet
side of the cooler, connected to the compressor jacket water head tank. The heat in the
jacket water flows to central fresh water in the cooler. The now cooled jacket water next
flows into the pump suction. The water pump is mounted on the oil pump and is directly
driven form it. The pump is a flexible rotor, positive displacement type. It comprises a
body and end cover which houses a rotor to operate the impeller with flexible synthetic
rubber blades. The sealing of the pump is achieved by means of a mechanical seal fitted
to the pump shaft.
CONNECTION TO HEAD TANK
JACKET WATER PUMP SUCTION
HEAT EXCHANGER (COOLER)
CENTRAL FRESH WATER

COMPRESSOR OPERATION: The control panel contains the start/stop push button,
alarms, and a reset.
Push the start button and if the S.S. air pressure is below the low limit cut-in pressure, the
compressor will start. The running lamp will be illuminated. The solenoid drain valves
will remain open for 10 seconds, allowing an unloaded run up to speed after which they
are closed electrically, putting the machine on load. Simultaneously, a timer in the
control panel is activated putting the solenoid drain valves on a cycle of 2 seconds open
(blow down) every 5 minutes in order to discharge any condensate formed. The
compressor will run in this mode until the air receiver reaches full pressure. At this point,
the air pressure switch will open and the compressor will stop. When the air pressure in
the S.S. air system drops below the cut-in pressure, the sequence will repeat
automatically. Under a high air temperature, high jacket water temperature, or a low lube
oil pressure alarm condition, the compressor will stop and the fault warning light will go
on. The alarm panel in EOS will also signal.
18.3 Start Air System: The purpose of the start air system is to provide compressed air
for starting the main engines, starting the ship’s service diesel generators, operating
the main engine clutches, and as a backup source for the ship’ service and control
air systems. The two diesel starting air compressors are identical and are capable of
charging the ship’s diesel engine air starting receivers (370 ft³ total capacity) to a
working pressure of 585 psig.
PRESSURE SENSING
SWITCHES
585PSI 350PSI@800SCFM
TO SSDG STARTING AIR
600PSI
585PSI 200PSI@291SCFM IN 4 SEC

TO PORT M/E AIR START
92.5 CU FT STARTING/SHIP'S SERVICE AIR COMP. 140PSI@22SCFM IN 3 SEC

200PSI TO PORT M/E CLUTCH
585PSI 123 CFM,75HP
ON@525PSI/OFF@540PSI
CFW 585PSI 200PSI@291SCFM IN 4 SEC

TO STBD M/E AIR START
600PSI
200PSI 140PSI@22SCFM IN 3 SEC TO STBD M/E CLUTCH

92.5 CU FT
585PSI
125PSI@ SOLENOID
TO SHIP'S SERVICE AIR MAIN
585PSI 300SCFM
OPEN @ 100PSI
CLOSED @ 125PSI
600PSI SOLENOID
CFW 125PSI@
TO SHIP'S CONTROL AIR MAIN
585PSI 355SCFM
OPEN @ 100PSI
CLOSED @ 120PSI
STARTING/SHIP'S SERVICE AIR COMPRESSOR

92.5 CU FT
123 CFM,75HP
585PSI
ON@510PSI/OFF@550PSI
600PSI
CFW
TOPPING AIR COMPRESSOR STARTING AIR SYSTEM
12 CFM, 15HP
92.5 CU FT 585PSI MAIN ENGINES AND SSDG's
585PSI ON@525PSI/OFF@575PSI
TOTAL TANK CAPACITY

ALLOWS FOR 12 ENGINE
STARTS
DRAINS TO OILY WASTE
COLLECTION SYSTEM
Each compressor is two stage, two crank, single acting, and belt driven by an electric
motor. The compressor consists of an integral crankcase and cylinder block which
contains the crankshaft, pistons and connecting rods, coolers, and internally driven lube
oil pump, and two cylinder heads with suction and discharge valves. The compressor is
provided with its won cooling system with an externally mounted, internally driven
jacket water circulating pump. The crankcase and cylinder block are combined in one
casting. Three main bearings are fitted directly into the crankcase. A large inspection
door is provided on each side of the machine and gives complete acdessibility to all
working parts. A dipstick is fitted on the left hand door and when removed, the hole may
be used for filling or topping off the crankcase oil. Ta breather is fitted on the right hand
side of the crankcase. The first stage cylinder and second stage cylinder are both fitted
with centrifugally cast cylinder liners of the “wet” type. The liners are sealed with O-
rings, one at the top and two at the bottom. The cylinder block also carries the 1st and 2nd
stage coolers and is provided with drain valves to facilitate system drainage. The
crankshaft incorporates integral balance weights and is drilled and tapped at the non-drive
end for the oil pump drive sprocket and at the drive end for the flywheel attachment bolts.
The pistons are made of aluminum alloy. The first stage piston is fitted with two
compression rings and one slotted oil control ring. The second stage piston consists of a
lower “buffer” piston and a second stage piston. The piston is fitted with compression
rings at its upper extremity but the buffer piston has no rings fitted. The purposes of the
buffer piston are to provide space for a large wrist pin than would be possible in the small
diameter of the second stage piston and to provide “guide” to keep the second stage
piston aligned in it’s cylinder. The buffer piston does not actually compress air for the
compressor.
BUFFER
PISTON
PRESSURE
REGULATING VALVE
The main bearings and connecting rod bearings are fed by a rotary gear pump. This
pump is chain driven from the crankshaft. Oil is drawn from the crankcase through an
inlet strainer into the oil pump. The oil discharge flow splits at a T. Part of the oil flow
is fed to the three main bearings and the rest passes through the pressure regulating valve,
set at 2.8 bar, and on to the oil filter. The oil that passes through the filter is returned to
the crankcase. From the main bearings, oil flows through passages in the crankshaft to
the connecting rod bearings.
The schematic diagram above shows the flow of air through the compressor.
Atmospheric air enters through the suction filter and is drawn through the first stage
suction valve into the first stage cylinder. As the first stage piston compresses the air, it
flows out through the delivery (discharge) valve into the first stage air cooler. This
cooler is a tubular type which is cooled by jacket water circulating through the
compressor. The is then drawn through the second stage suction valve into th second
stage cylinder. As the second stage piston compresses the air, it flows out through the
delivery (discharge) valve into the second stage air cooler. This cooler is also a tubular
type which is cooled by jacket water circulating through the compressor. The
compressed air then passes through a check valve and into the oil and water separator.
From here, the air leaves the compressor and is delivered to the air bottles.
The jacket water circulates through the cylinder block which houses the first and
second sate coolers. It when passes into the first stage cylinder head an din turn, cools
the valves, before passing into the second stage cylinder head. Here, it repeats the
cooling process and then exits the compressor. It now flows to the jacket water cooler
heat exchanger and then to the jacket water circulating pump. The pump is a flexible
rotor, positive displacement type. It comprises a body and end cover which houses a
rotor to operate the impeller with flexible synthetic rubber blades. The sealing of the
pump is achieved by means of a mechanical seal fitted to the pump shaft.
From the pump, it returns to the compressor. Thermal expansion and contraction and
make-up is allowed for by a head tank connected at a Tee just before the cooler inlet.
The first stage cooler is a single pass type in which the air passes from an inlet cover
through a bank of tubes to an outlet cover. The cooler is mounted in the cylinder block.
A tube sheet, into which the tubes are expanded, is secured to the inlet cover, and this in
turn is secured to the cylinder block. At the outlet end, the cooler tubes are expanded into
a similar tube sheet. This is attached to the outlet cover with a thin brass diaphragm
interposed between the mating surfaces. The outer edges of the diaphragm are clamped
to the cylinder block by a sealing ring. This allows free movement of the cooler
assembly, due to the thermal expansion of the cooler tubes relative to the cylinder block.
The outlet cover is fitted with a drain valve for draining any water that condenses from
the air in the cooler. This valve is also be used as an unloader to relieve the pressure in
the cooler during starting. The cover is also fitted with a relief valve.
The second stage cooler is a double pass type in which the air passes from the inlet
cover and into the upper bank of tubes. It then is returned through the lower bank of
tubes. Thermal expansion is allowed for in the same way as in the first stage cooler. The
inlet cover is also fitted with a drain valve and relief valve.
Unloading is accomplished in the same manner as it is for the topping off compressor
(see Fig 3-2, page 20) These are normally open solenoid valves that get their signal from
the compressor controller. When the compressor is stopped, the valves open, allowing
the air pressure in the first and second stage air coolers to vent to the atmosphere, thus
unloading the cylinders and allowing the compressor to start under minimum load. When
the compressor starts, adjustable timed contacts energize after the compressor comes up
to speed to load the compressor. These same valves open for a brief period of time
periodically, controlled by a timer, to drain condensate from the coolers.
The controller also sets the LEAD/FOLLOW sequence for the compressors. This is
done so that under conditions of high air demand, both compressors will not start at the
same time, causing an excessive electrical load. This is accomplished by setting the start
and stop set points at 545 and 585 psi for the lead and 540 and 580 psi for the follow.
Also, there is a 10 second delay between starts built into the motor controllers.
Control Air System: The purpose of the Control Air System is to provide pneumatic
energy needed to actuate the purifiers, main engine controls, and remotely and
automatically controlled valves, located throughout the ship. The most significant
difference between the Control Air System and the Ship’s Service and Start Air Systems
is that control air must be as dry and clean as possible. Moisture will cause corrosion and
when is condenses, forms water. Dirt plugs orifices and increases friction in moving
parts. The valves that receive control air have a low tolerance for any of these problems.
The control air compressor supplies 32.7 c.f.m. at 125 psi. Otherwise, it is exactly the
same as the topping off compressor, and so it’s description will not be repeated here. All
pertinent information on this compressor is contained in the section on the topping off air
compressor starting on page 15.
CONTROL AIR SYSTEM USES

L.O. PURIFIERS F.O. PURIFIERS
TURBO AFTERCOOLER TEMP CONTROLLER
JACKET WATER COOLER CONTROLLER STANDBY SUPPLY FROM
MAIN ENGINE LOCAL CONTROL STARTING AIR SOLENOID
DISTILLER JW BYPASS VALVES CONTROL 100/120 PSI
CFW TEMPERATURE CONTROLLER
CFW PRESSURE CONTROLLER TO CONTROL AIR SYSTEM
SSDG TURBO AFTER COOLERS COMPRESSOR START STOP
140PSI
115/125PSI
STANDBY SUPPLY FROM

SERVICE AIR SOLENOID PRESS
CONTROL 110/125 PSI
125PSI STANDBY CONTROL AIR SUPPLY 42 CU FT
FROM STARTING AIR SYSTEM PRESSURE SWITCHES
125PSI STANDBY CONTROL AIR SUPPLY
FROM SERVICE AIR SYSTEM
COALESCER/ABSORBER/
FILTER AIR DRYER
SOLENOID OPERATED
VALVES
AFTERCOOLER
140PSI TEMP DRAIN REG

CFW PRESS
DX
CFW
AIR FILTER CONTROL AIR MOISTURE SEPARATOR COALESCER/ABSORBER/

COMPRESSOR
FILTER
32.7CFM@125PSI
DRAINS SEPARATOR AUTO DRAIN WITH

BYPASS
TO OILY WASTE COLLECTION TO OILY WASTE COLLECTION
CONTROL AIR COMPRESSOR

SYSTEM
SYSTEM DESCRIPTION: The compressed air leaves the compressor and travels to the
aftercooler. This shell and tube heat exchanger is the same as described for the topping
off air compressor (see page 18). Because cooling the air will cause moisture to
condense, the air next flows to the moisture separator. This device causes rapid changes
in direction of the air flow and the denser water, which cannot change direction as
quickly as the air, is separated out and falls to the bottom of the container, where is drains
to the oily waste collection tank. The air flow next passes to the coalescer/absorber filter
where solid and water contaminants are removed GET TECH MANUAL FOR THESE.
The water separated out by these filters also drains to the oily waste collection tank.
Next, the air travels to the air dryer. This component uses refrigeration to reduce the
temperature of the air even further so that more moisture is removed. Finally, the
compressed air is sent to the storage bottle. This storage device holds 42 cubic feet of
compressed air and serves to supply large amounts of air during high demand periods and
reduce pulsations from the reciprocating air compressor.
REFRIGERATED
AIR DRYER
COALESCER/
ABSORBER
FILTERS
SYSTEM CROSS-OVERS: Although there is only one air compressor primarily
dedicated to the Control Air System, this system is of such critical importance that every
other air compressor on the ship can be used as a back-up air compressor for this system.
This is accomplished through the use of cross-over piping and valves from both the ship’s
service and start air systems. The control air system pressure is constantly monitored and
if it drops below the minimum pressure, then a solenoid valve will open, allowing
compressed air from the other system to flow into the control air system and maintain
system pressure. The cross-over systems are actuated as follows:
Standby control air supply from ship’s service air system - open when control air
pressure drops to 110 psi, closed when pressure rises to 125psi
Standby control air supply from starting air system - open when control air
pressure drops to 100 psi, closed when pressure rises to 120psi
A similar system is also set up to provide ship’s service air from the starting air system.
This cross-over system is actuated as follows:
Standby ship’s service air supply from the starting air system - open when
service air pressure drops to 100 psi, closed when pressure rises to 125 psi
START AIR SOLENOID TO

CONTROL AIR
(LOCATED AFT OF START
AIR TANKS)
SHIP’S SERVICE AIR

SOLENOID TO CONTROL AIR
(LOCATED NEXT TO CONTROL
AIR COMPRESSOR)
19.0 EVAPORATORS
19.1 PRINCIPLES OF OPERATION
19.2 PRINCIPLES OF DISTILLATION
19.3 THE FEEDWATER/ VACUUM PUMP/ BRINE SYSTEMS
19.4 HEAT SOURCE SYSTEMS
19.5 DISTILLATE SYSTEM
19.6 CHEMICAL FEED
19.7 DISTRIBUTION OF DISTILLATE
19.8 LIGHTOFF THE SECURING PROCEDURES
19.9 TROUBLESHOOTING
19.1 PRINCIPLES OF OPERATION

Condenser
(upper heat exchanger)
Evaporator
(lower heat exchanger)
AirBrine Ejector
MOISTURE
SEPARATER
SCREEN
DIVISION
PLATE
CONDENSER
UPPER HEAT EXCHA NGER
SA LT WA TER
V
V APOR
BRINE
A IR
AIR EVAPORATOR SHELL
REMOVA L
CONDENSING
CHEMICA L TREATMENT
SECTION
SALT WATER
DEMISTER
VA POR
EVA PORATOR
EV APORATION
LOWER HEAT EXCHANGER
SECTION
CHEMICAL
TREATMENT BRINE
Rotameter
BRINE
SA LT WA TER, BRINE, and AIR
OVERBOA RD
AIR/BRINE EJECTOR
SEA CHEST
EJECTOR PUMP
DISTILLATE
VAPOR
BRINE CONDENSING SECTION
EACH EVAP RATED @
9,600 GPD VAPOR GENERATED IN
(45 METRIC TONS/DAY) THE EVAPORATION
SECTION IS DIRECTED TO
THE CONDENSING
SECTION.
RESERVE FEED TANK 21393
5,430 GALS
DISTILL TANK 21391 DEMISTER
6,270 GALS
PORT POTABLE TANK 21102
17,000 GALS
STBD POTABLE TANK 21101
17,000 GALS SOLENOID DUMP
VALVE
TOTAL CAPACITY
45,700 GALS
BRINE
SALINITY CELL
M
PRODUCTION
METER
FRESH WATER
(DISTILLATE) PUMP
DUMP to BILGE @
> 15 ppm Dissolved Salts
EVAPORATOR
DISTILLATE LOOP
HOT WATER (HEAT SOURCE) LOOP
(1) MAIN ENGINE JACKET WATER (1) JACKET WATER RETURN TO MAIN ENGINE
(2) STEAM HEATED HOT WATER LOOP (2) HOT WATER LOOP RETURN TO STEAM
(3) COMBINATION OF BOTH HEAT HEA T EXCHANGER
SOURCES (3) JACKET WATER RETURN TO MAIN ENGINE
DEMISTER
EVA PORATION
SECTION
BRINE
EVAPORATOR
HEATING LOOPS
The purpose of the evaporators is to provide fresh water to the ship. This is
accomplished by heating seawater to the boiling point and then condensing the vapor
(steam) produced by the boiling to obtain fresh water. This process is called distillation.
The two Nirex brand evaporators on the Golden Bear are state of the art in design and can
produce 9600 gallons of fresh water per day (GPD) each.
All modern marine evaporators are made up of 6 subsystems. These are (1) salt
water feed, (2) brine, (3) heat source, (4) air extraction, (5) distillate, and (6) chemical
feed. The evaporator operates as follows: The ejector/cooling water pump takes sea
water suction from a sea chest. It pumps the sea water to the evaporator shell, where it
enters near the top. The sea water then passes through the plate heat exchanger, located
in the upper half of the shell. As it passes through, it gains sensible heat from the vapor
being condensed into distillate on the other side of the plates in the same heat exchanger.
The sea water then exits the shell and at this point and the sea water flow is split. Most of
the seawater is directed to the air/brine ejector where it provides the kinetic power for this
vacuum pump. After acting as the power source for the air/brine ejector, it is discharged
overboard. The sea water that splits off and does not go to the air/brine ejector is now
called feed water. The feed water enters the plate heat exchanger located in the bottom
half of the shell. As the feed water passes through this heat exchanger, it picks up
sensible heat from the heat source on the other side of the plates. The now hot feed water
flows out of the heat exchanger into the shell, which is under a vacuum. Because the
feed water temperature is above the saturation temperature of the vacuum in the shell, the
water “flashes” or boils in the shell producing vapor. The vapor rises to the top of the
shell, and enters the upper plate heat exchanger. There, it loses latent heat and
condenses, becoming distillate. The feed water coming out of the lower heat exchanger
that does not turn to vapor drops to the bottom of the shell and is now called brine.
Because the feed water that turned to vapor left it’s salt behind in the liquid brine, the
brine is saltier that the seawater. The brine is then pulled out the bottom of the shell by
the air/brine ejector and pumped overboard. The distillate collects in the bottom of the
upper heat exchanger and is pumped out using the distillate pump. The distillate pump
causes the distillate to flow to the fresh water storage tanks. Besides pumping the brine
overboard, the air/brine ejector is also the vacuum pump. It continuously pumps the air
that leaks into the shell or comes out of solution from the feed water and sends this air
overboard with the brine, thus maintaining the vacuum in the evaporator shell. There are
two heat sources for the evaporators on the Golden Bear. The first is main engine jacket
water. Rather than reject this heat to the Central Fresh Water (CFW) system and then
overboard, we can use this heat as the heat source for the evaporator. The second heat
source is steam from the auxiliary boiler steam system. In the event that an engine is
secured or being operated at such a low speed that there is not enough heat in the jacket
water to run the evaporator, auxiliary steam can be used as the heat source. The last sub
system is the chemical feed. Chemicals are vacuum dragged into the feedwater in order
to (1) prevent scale from forming on the heat exchanger surfaces, and (2) reduce the
surface tension of the feed water so that the boiling process is less violent which results in
less carryover of moisture and purer distillate.
19.2 PRINCIPLES OF DISTILLATION
At a given pressure, the rate at which seawater is evaporated in a distilling plant is
dependent on the rate at which heat is transmitted to the water. The rate of heat transfer
to the water is dependent upon a number of factors such as the temperature difference
between the substance giving up heat and the substance receiving heat, the available
surface area through which heat flows, and the coefficient of heat transfer of the
substances and materials of the heat exchanger that constitute the distilling plant.
Additional factors such as the velocity of flow of the fluids and the cleanliness of the heat
transfer surfaces also have a marked effect upon heat transfer in a distilling plant. The
only factor that the operating engineer has control over is the cleanliness of the heat
transfer surfaces.
The seawater is a water solution of various minerals and salts. In addition to the
dissolved material, seawater also contains suspended matter such as vegetable and animal
growths, bacteria, and other microorganisms. Under proper operating conditions, marine
distilling plants are capable of producing fresh water, which contains only minute traces
of the chemical and biological contaminants. Seawater in the open ocean is relatively
pure and free of chemical and biological contaminants. Seawater near shore often is not.
Thus it is very important that potable water not be made near shore, in port, or when the
ship is stopped or slowed for boat drills or “rubber docking” for example. It is of the
utmost importance not to contaminate the ships potable water supply with even a minute
amount of bacterial or chemical pollutants. It should be noted that distilling plants are not
effective in removing volatile gases or liquids which have a lower boiling point than
water, nor are they effective in killing all microorganisms.
One of the problems that arise in the distillation of seawater occurs because some
salts present in the seawater are negatively soluble; that is, they are less soluble in hot
water than they are in cold water. A negatively soluble salt remains in solution at low
temperatures but precipitates out of solution at higher temperatures. The crystalline
precipitation of various sea salts form scale on the heat transfer surfaces and thereby
interferes with heat transfer. In distilling plants, this problem is partially avoided by
designing the plant to operate under vacuum. It is very important that the operating
engineer insure that the heat source does not overheat the feed water in the evaporator
heat exchanger. If the feed water becomes too hot or boils in the heat exchanger itself,
salt deposits will quickly “scale up” the plate surfaces, greatly reducing the capacity of
the evaporator.
The use of low pressures (and therefore low boiling temperatures) has the
additional advantage of greater thermodynamic efficiency than can be achieved when
higher pressures are used. At low pressures, less heat is required to make the seawater
boil and less heat is lost overboard through the circulating water that cools and condenses
the vapor.
19.3 THE FEED WATER/ VACUUM PUMP/ BRINE SYSTEMS
Feed water is supplied to the evaporator by the ejector pump, located on the 10’ level
of the engine room, port side. This is a centrifugal pump. On the discharge side, there is
a crossover which connects both evaporators, so that either pump can be lined up to
either evaporator. The pump discharge is led to the 23’ level where it enters the top
section of the evaporator and passes through the condensing heat exchanger. It then exits
the shell and the flow is split. Most of the water is led to the air/brine ejector, which is a
jet pump that operates on the venturi principle. The flow of water is accelerated through
the ejector by a nozzle which allows this pump to take suction from a very high vacuum.
The air/brine ejector serves the dual functions of pulling air from the evaporator shell and
pumping the brine from the bottom of the shell. The discharge of the ejector, which
consists of sea water, brine, and air is led overboard at the 23’ level. The seawater that is
not used in the ejector is called feed water. The amount of feed water that is pumped into
the evaporator is set by an orifice plate in the feed water line. The feed water then enters
the evaporator heat exchanger in the bottom section of the evaporator, where it is further
heated by the jacket water/ hot water loop. It then flows into the evaporation section of
the shell, where is “flashes” or boils. The vapor that is formed rises through the demister
to the upper section of the shell. The feed water that does not flash to vapor drops to the
bottom of the shell and is now called brine. You can determine the level of brine in the
bottom of the shell by observing it through a “bulls eye” port on the lower side of the
shell. This level should always be in sight in the bulls eye, never covering it. The brine
is continuously pulled from the bottom of the shell by the air/brine ejector and is led
overboard with the rest of the discharge from this pump. Air must also be continuously
removed from inside the evaporator shell. A small amount of air continuously leaks into
the shell through tiny leaks in the many seals and connections to the shell. Also, there is
dissolved air in the feed water that comes in from the sea. This dissolved air comes out
of solution when the feed water is heated and enters the vacuum of the shell. Thus, in
order to maintain the shell vacuum, this small amount of air must continuously be
removed by the air/brine ejector. The air/brine ejector is connected to the evaporator by a
pipe that runs upward, goes through the shell, and into the bottom of the condenser heat
exchanger, connecting just above the suction for the distillate. The airvapor mixture is
pulled through this heat exchanger, and the vapor is condensed, leaving only the air to be
pulled out through the air/brine ejector suction. Near the top of this suction pipe is a
small “bullseye” sight glass. This has two purposes. When the evaporator is being lit
off, it is used to determine when to start the distillate pump. When the evaporator starts
to make distillate, it collects in the bottom of the condenser heat exchanger. The level
continues to rise until it reaches the level of the air suction pipe. At this point, it is drawn
out the air suction pipe by the air/brine ejector and goes overboard. When this happens,
you can see water in the bullseye and you know that the evaporator is producing
distillate. You can then start the distillate pump. Once the evaporator is in operation,
there should not be any water visible in the bull’s eye. If there is, it is an indication that
the distillate pump capacity has been reduced. This might be caused by the pump being
off, a worn pump impeller, or a valve left closed in the lineup to the water tanks.
19.4 HEAT SOURCE SYSTEMS
The heat source for the evaporators on the Golden Bear can be (1) jacket water from
the main engines, (2) main engine jacket water augmented by heat from auxiliary steam
and (3) the hot water loop heated by auxiliary steam from the boiler. Jacket water from
the #1 starboard main engine can only be used by the #2 evaporator and jacket water
from the #2 port main engine can only be used by the #1 evaporator. The preferred
method of supplying heat to the evaporators is using the jacket water. If this heat were
not used in the evaporators, it would be rejected to the central fresh water system and
then overboard. However, ships operations often dictate that the main engines are run at
low speed, where the heat content of the jacket water is not enough to run the evaporators
at full capacity, or one engine is shut down so there is no jacket water heat for that
evaporator. At low main engine loads, the heat content of the jacket water can be
augmented by the heat from auxiliary steam.
(1) Jacket Water from the Main Engine:
J.W. FROM M.E. THERMOSTATIC VALVE
J.W. FROM THERMOSTATIC VLV @>170ºF
EVAP
BYPASS
VALVE J.W . BYPASSED AROUND EVAP TO PREVENT SUBCOOLING JW FROM M/E
@ >170 F
JW RETURN to
DA TANK
D.A.
TK
FILL LINE
STEAM to HOT WATER
LOOP FROM BOILER
DEMISTER
180 F
EVAPORATION SECTION
190 F Max PLATE HEATER
CONSTANT TEMP
STEAM TRAP REGULATOR
BRINE
RETURNS to
DRAIN TANK JW STEAM ASSIST
HOT WATER
EVAPORATOR CIRCULATING PUMP
HEATING LOOPS
Jacket water supplied from the main engine to the evaporator is the simplest, but the most
unforgiving heat source lineup. If not done correctly in the proper order, you can stop
the circulation of jacket water through the main engine, causing the engine to shutdown
on high jacket water temperature. All five valves to and from the evaporator must be
opened first and then the evap bypass valve at the thermostatic valve on the 32’ level can
be closed. When making this lineup, you must never interrupt the flow of jacket water
to and from the main engine. The thermostatic valve measures the temperature of the
jacket water leaving the main engine in order to prevent subcooling of the jacket water
returning to the engine. Think of the evaporator and the jacket water cooler as being two
coolers in series. At full engine horsepower, there is enough heat in the jacket water to
run the evaporator at full capacity. When the jacket water leaving the engine is above
170ºF, the thermostatic valve will send all of the jacket water to the evaporator. If the
evaporator cannot remove all of the heat necessary to cool the jacket water, the additional
heat is removed in the jacket water cooler. If the engine were to be slowed down, there
would be less heat in the jacket water and the temperature would begin to drop. When
the temperature dropped below 170ºF, the thermostatic valve would begin to send less
jacket water to the evaporator and bypass more around the evaporator in order to
maintain the temperature at set point. The result would be a decrease in the evaporator
capacity. At this point, it would be necessary to augment the jacket water heat with heat
from auxiliary steam in order to maintain the evaporator at full capacity. If the engine
jacket water outlet temperature dropped below 160ºF, the thermostatic valve would fully
bypass all of the jacket water around the evaporator in order to prevent sub cooling the
jacket water.
(2) Main Engine Jacket Water Augmented by Heat from Auxiliary Steam:
EVAP
BYPASS
VALVE J.W . BYPASSED AROUND EVAP TO PREVENT SUBCOOLING
D.A. JW RETURN to
DA TANK
TK
FILL LINE
STEAM to HOT WATER
JW FROM M/E
LOOP FROM BOILER
@ >170 F
DEMISTER
180 F
EVAPORATION SECTION
CONSTANT TEMP
BRINE
RETURNS to
HOT WATER
HEATING LOOPS
When the main engine load is reduced to the point that it is not supplying sufficient
heat to the jacket water to run the evaporator at full capacity, then the jacket water is
routed to the hot water circulating pump and the plate heater. In this heater, auxiliary
steam is used to add sensible heat to the jacket water. The steam flow to this plate heater
is controlled by the “constantemp” temperature regulating valve. This valve senses the
temperature of the jacket water entering the evaporator. It is set to maintain this
temperature at 170ºF. This adds sufficient heat to the jacket water to return the
evaporator to full capacity. As before, extra care must be taken when making this lineup
not to stop the flow of jacket water to the main engine.
(3) Hot Water Loop Heated by Auxiliary Steam from the Boiler
EVAP
BYPASS
VALVE J.W. BYPASSED AROUND EVAP TO PREVENT SUBCOOLING
D.A. JW RETURN to
DA TANK
TK
FILL LINE
STEAM to HOT WATER
JW FROM M/E LOOP FROM BOILER
@ >170 F
DEMISTER
180 F
EVAPORATION SECTION
CONSTANT TEMP
BRINE
RETURNS to
HOT WATER
HEATING LOOPS
In the event that the main engine is shut down, the evaporator can be operated using
the hot water loop. The reason that the system was not designed to put steam directly
into the evaporator heat exchanger in the bottom of the shell is that the temperature is
difficult to control and overheating of the plates occurs, causing scaling. The pump
provides circulation of the water and the plate heat exchanger reheats the water. Thus
the water simply circulates around, gaining heat in the plate heater and giving up heat in
the evaporator heat exchanger in the evaporator shell. When lining up this system, it is
important to insure that the hot water loop is full using the fill line. As with all heaters, it
is important to start the flow of fluid being heated, water, before starting the heat source,
in this case, steam.
19.5 Distillate System
The vapor condensed in the condenser heat exchanger collects as water in the bottom
of the exchanger and is now called distillate. The distillate pump takes suction from the
bottom of the condenser heat exchanger, which is under a vacuum, and pumps the
distillate to the designated storage tank. Before the distillate goes to the storage tanks, it
passes through a salinity sensor and threeway dump valve. The salinity sensor measures
the conductivity of the water passing by it. As the salinity of the distillate increase, so
does its conductivity. This system is calibrated in parts per million (ppm). As long as the
distillate contains less than 5 ppm salinity, it is routed through the dump valve to the
storage tanks. If the salinity is 5 ppm or more, the three way dump valve is “tripped” by
the salinity sensor, an alarm sounds, and the distillate is sent to the engine room bilges.
Once the problem is solved and salinity decreases to less than 5 ppm, the dump valve
resets automatically and sends the distillate to the storage tanks. The distillate also
passes through a flow meter. This flow meter has a counter which records the amount of
distillate pumped through it. It is important to record the flow meter reading in the log
book (1) at the end of each watch, (2) when lighting off and securing an evaporator, (3)
when changing over the distillate pump discharge to another tank.
19.6 CHEMICAL FEED
A chemical stream is added to the feed water as it enters the evaporator shell. This
chemical has two purposes: (1) to reduce the surface tension of the feed water so that the
vapor can more easily separate from the water and there is less carryover of moisture
with the vapor, and (2) to prevent scale formation on the heat exchanger surfaces. This
chemical is added to water in the mixing tank and is vacuum dragged into the feed water.
The feed rate is set by an adjustable needle valve, used in conjunction with a flow meter.
19.7 DISTRIBUTION OF DISTILLATE
Distillate produced by the evaporators is distributed to any of four tanks via the
distillate pump from each unit. Tanks used for distillate are:
TANK CAPACITY LOCATION
Reserve Feed Tank 5,430 gallons 21393
Distillate Tank 6,270 gallons 21391
Port Potable Water Tank 10,448 gallons 21102
Starboard Potable Water 10,769 gallons 21101

Tank
TOTAL CAPACITY: 32,917 gallons
Show tank location on diagram of ship
19.8 LIGHTOFF AND SECURING PROCEDURES
The following is an outline of the procedures for lightingoff the securing the
evaporators. The details of tracing out each subsystem is left to the student. The sub
systems are lined up and started in the following order:
· The ejector pump, which also starts the feed, brine, and air extraction systems
· Chemical feed
· Heat source
· Distillate pump
1. Line up all valves from the sea chest to the brine overboard, but leaving the ejector pump
discharge valve closed. Close the two vacuum breaker valves on the evaporator shell. Start
the ejector pump and open the pump discharge valve. The shell vacuum should start to
increase and the brine level in the shell bullseye should be visible. When the shell vacuum
has reached 90% vacuum;
2. Insure that there is sufficient chemical in the chemical feed tank. Open the needle valve and
adjust the flow to the prescribed rate.
3. Line up the heat source as follows:
(a) Jacket Water only: line up the three valves on the 23’ level at the evaporator, then
go up to the 32’ level. Open the jacket water valves to and from the evaporator and
then close the bypass valve. Use extreme caution to insure that you do not interrupt
jacket water flow to the main engine.
(b) Jacket Water heated by steam: Line up all valves on the 23’ level at the evaporator
to route the jacket water through the hot water circulating pump and plate heater
except the pump discharge valve. Start the pump and open the pump discharge
valve. On the 32’ level open the jacket water valves to and from the evaporator and
then close the bypass valve. Use extreme caution to insure that you do not interrupt
jacket water flow to the main engine. Insure that the condensate return valve from
the plate heater is open, then line up steam through the constantemp steam regulator.
Watch the plate heater outlet temperature and insure that it does not exceed 180ºF.
(c) Hot Water Loop only: Line up all valves on the 23’ level at the evaporator to route
the jacket water through the hot water circulating pump and plate heater except the
pump discharge valve. Start the pump and open the pump discharge valve. . Insure
that the condensate return valve from the plate heater is open, then line up steam
through the constantemp steam regulator. Watch the plate heater outlet temperature
and insure that it does not exceed 180ºF.
4. When water appears in the air extraction bullseye, line up and start the distillate pump.
Insure that water stops flowing through the bullseye. Turn on power to the salinity
indicator. Note and record the meter reading.
Securing the evaporator is basically carried out in the opposite order as the lightoff.
However, after all of the other subsystems are secured, leave the ejector pump lined up
and running for at least one half hour after securing the heat source. This is necessary
because there is enough residual heat in the evaporator to cause boiling in the heat
exchangers and they will scale up, greatly reducing the evaporator capacity. This usually
results in additional work for the first assistant engineer and their daywork crew as they
have to disassemble the heat exchanger plates, chemically and manually clean them, and
reassemble. Thus securing the evaporator improperly is a sure fire way to go to the top of
the 1 st A/E’s shit list.
19.9 TROUBLESHOOTING
OPERATIONAL SYMTOMS POSSIBLE CONSEQUENC REPAIR

DEVIATION IRREGULARITY E
Drop in 1.0 Partially Scaling of Dismantling of
Production Lower boiling blocked feed plates on evaporator section for
temperature and less water orifice, steam side. cleaning.
Dt over evaporator. and/or deposit
of sludge on
jacket water
side.
1.1 Blocking of inlet Dismantling of
Lower boiling channel in plate stack, evaporator section for
temperature and i.e. with rust scales, cleaning.
higher Dt over bits of gaskets, etc.
evaporator.
1.2 Sludge on the plates Dismantling of
Higher boiling on sea water side. condenser section for
temperature and less cleaning.
Dt over condenser.
1.3 Blocking of inlet Dismantling of
Higher boiling channel in plate stack, evaporator section for
temperature and less i.e. with rust scales, cleaning.
Dt over condenser. bits of gaskets, etc.
1.4 1. Too low ejector/ 1. Not sufficient 1. See under item 1.6.

Low vacuum. cooling water pump pressure/ 2. Pressure test the
(Normal vacuum pressure. flow to the ejector distiller max 150 kPa
above 90%) 2. Leakage on distiller. and to the (21.8 psi).
3. Extraneous matter condenser 3. Inspect nozzle(s) and
in ejector nozzle(s) section. clean
OPERATIONAL SYMPTOMS POSSIBLE CONSEQUENCE REPAIR
DEVIATION IRREGULARITY
1.5 1. Defective 16: 1. Clean or replace
Too low ejector/ pressure Not sufficient pressure gauge
cooling water pump gauge. pressure and flow to 2. Clean the suction
pressure. 2. Blocked the ejector and to the strainer.
Min. Pressure suction condenser section. 3. Examine and
300kPa. (43.5 psi) strainer. overhaul defective
3. Defective valves.
valves on 4. Repair the leaks.
suction or 5. Check pump. Max
pressure pipe. 1 mm.
4. Leakage on 6. Change 2 phases.
suction pipe
for pump.
5. Defective
impeller/
sealing ring.
6. Wrong
rotation
direction of
pump.
1.6 1. Leakage on the Produced fresh water 1. Examine the
Overflow in sight suction pipe. escapes overboard suction pipe,
glass (normal back 2. Defective through ejector. especially at unions
pressure for F.W. mechanical seal in and connections.
extraction pump F.W. extraction 2. Replace
120160kpa (17.4 pump. mechanical seal.
23.2 psi) 3. Defective 3. Check pump. Max
impeller/seal clearance 0.8mm.
ring in F.W. 4. Change two
extraction pump. phases.
4. Wrong rotation
direction of F.W.
extraction pump.

5. Valves to High 5. Check all valves
freshwater tanks not freshwater 6. Clean the
open. extraction filter.
6. Blocked filter in pump pressure
inlet of water
1.7 Defective water Examine the water

Too low production clock. clock. Let the
according to water produced water flow
clock, when through the water
pressures and clock in to a 10 liter
temperatures are pail and check the
normal, and no production with a
overflow in sight stop watch.
glass of vacuum.
Salinity 1.8 1. Demister is not High brine level 1. Check the fitting
Too high salinity fitted correctly. (normal 1020 mm) of demister, this
(above 1.5 ppm) 2. Defective or shall fit against the
wrongly fitted front baffle and the front
cover gasket. cover.
3. Insufficient brine 2. Replace front
extraction. cover gasket
4. Defective or dirty 3. See 1.10
electrode unit. 4. Examine the
electrode unit for
cracks and whether
it has been correctly
connected and free
of dirt.

Loss of jacket 1.10 Leakage in the Open the distiller
cooling water Frequent filling up evaporator section. and pressure test the
of fresh water evaporator section.
expansion tank Max (6.0 kp/cm 2 )
without provable (87 psi). If a
leakage. defective plate is
found this and either
of the adjacent plates
are removed, and
assembly measure
has to be corrected
according to new
plate number. Also,
check the plate
gaskets and replace
those on which
defects are found.
Abnormal amperage 1.11 1. Defective 1. High boiling 1. Replace nozzle(s).
consumption The amperage nozzle(s) in ejector. temperature. 2. Replace orifice.
ejector/cooling water consumption for the 2. Defective orifice 2. Low vacuum. 3. Examine with
pump motor. ejector/cooling water in feed water inlet. 3. High brine level. stethoscope, and
pump is higher than 3. Defective 4. High temperature replace if defective.
stated on the name bearings in the in motor ends, noise 4. Examine and
plate of the electric motor. from motor 15: replace the contact
motor. 4. Defective 5. Frequent stop of set if defective.
contactor. motor. 5. Max 5%
5. Breaking of difference in
phases amperage between
phases.
15.0 STEERING GEAR SYSTEM
15.1 General Information for the Steering Gear System...................................................1
15.2 Overview of Hydraulic Steering Engine...................................................................3
Table 151. Steering Gear System Component List......................................................3
15.3 Steering Gear Control ..............................................................................................7
15.4 Steering System Details .........................................................................................13
15.5 Steering Gear Control Modes.................................................................................16
15.6 Communications and Alarms ………………………………………………….......19
15.7 Emergency Steering and Rudder Positioning………………………………………21
15.8 Steering Gear System LightOff and Testing..........................................................23
15.1 General Information for the Steering Gear System: The purpose of the steering

gear is to provide remote control of the rudder, and therefore directional control of the
ship. While the operation of the steering gear falls to the deck department, the engineers
are responsible for the maintenance, starting, stopping, and operational checks. Both
departments are responsible for jointly carrying out the operational tests on the steering
gear. The steering gear consists of two distinct parts, (1) the hydraulic steering engine
which provides the power to move the rudder and (2) the control system which provides
remote control of the rudder position. When studying the steering gear, it is important to
keep these two subsystems distinct.
The Steering Gear System consists of two hydraulic cylinders and ram, two
hydraulic pumps, Rapson slide, tiller hub and rudder, electrohydraulic controls, a hand
pump and trick wheels. The Steering Gear system provides ship's steering control in three
separate modes: bridge gyrocompass or manual helm input, local trick wheel, and non
followup. A single Steering Stand Control Station is mounted in the center of the bridge.
This Steering Stand Control Station contains the wheel, the mode selector switch, the
steering system selector switch (for automatically starting the selected port or starboard
steering gear pump motor), and a combined wheel position and rudder order indicator and
steering repeater. Table 91 lists the major system components. This system is completely
described in the Electrohydraulic Steering Gear technical manual T9561AZMMO
O10.
The steering gear must be capable of moving the rudder from 35 degrees on one
side to 35 degrees on the other with the vessel at its deepest loadline draft and running at
maximum ahead service speed. It must also be able to move the rudder from 35 degrees
on one side to 30 degrees on the other in not more than 28 seconds under the same
conditions (CFR 46 Section 58.2510 part (b) 2).
ENERGY FLOW IN THE
STEERING GEAR
ELECTRICAL
ENERGY FROM
SHIP’S SERV ICE MECHANICAL HYDRAULIC MECHANICAL
GENERATORS ENERGY ENERGY ENERGY
POSIT IVE
ELECTRIC
DISP LACEM ENT ACTUATOR R UDDER
MOTOR PUM P
OR EMERGENCY MECHANICAL
DIESEL ENERGY
GENERATOR ELECTRICAL
CONVERTS SPERR Y ENERGY BR IDGE
ELECTRICAL TO CON TR OL STEER ING
HYDRAULIC TO U NIT STAND
MECHANCIAL
RUDDER
SSDG POST
ELECTRIC ACTUATOR
HYDRAULIC MOTOR
PUMP
STEERING STAND
EDG
CONTROL
UNIT
15.2 Overview of Hydraulic Steering Engine: Hydraulic power is used for steering
gears because (1) it can convert the high speed of the electric motor into low speed, but
high torque, (2) because it can cause the ram to change direction smoothly and rapidly
without stopping and changing the rotation of the motor, and (3) it can accurately
position the rudder and hold it in that position. An electric motor that turns at a fixed
speed and in a fixed rotation provides mechanical power through its output shaft to the
steering gear pump. The pump converts this mechanical power to hydraulic power. By
remotely controlling the position of the tilt box (swash plate) in the pump, the flow rate
and flow direction of the hydraulic oil can be remotely controlled from the bridge. The
flow of hydraulic oil from the pump is piped to each end of the ram. The ram converts
the hydraulic power back into mechanical power to move the ram, which in turn moves
the rudder. When the axial piston, variable stroke pump is at “zero stroke”, the motor
continues to rotate the pump, but there is no flow. Since the hydraulic oil is
incompressible, the ram is in “hydraulic lock” and cannot move. When the rudder is to
be moved, the angle of the tilt box is increased, putting the pump “on stroke”. This
causes the hydraulic oil to flow in one direction which in turn, causes the ram to move
and turn the rudder. When the rudder is to be moved in the opposite direction, the angle
of the tilt box is brought back through zero stroke and the angle of the tilt box is
increased in the opposite direction. This puts the pump “on stroke” in the opposite
direction causing the hydraulic oil to flow in the opposite direction which, in turn, causes
the ram to move and turn the rudder in the opposite direction.
Table 151. Steering Gear System Component List

Hydraulic 2 MFR:Denison Dev. Abex Corp.
Pump Units Axial Piston, Variable Displacement, Servo
Operated, BiDirectional Flow
56.5 GPM, 2500 psi max discharge pressure
Hydraulic 2 MFR: Reliance Electric
Pump Motor Horsepower: 60
Power Requirements: 440 volts, 3 phase
Hydraulic 1 MFR: Jered Brown Brothers, Inc.
Cylinders
Steering 2 MFR: Sperry Rand Corp.
Control
Max Torque…………………8,000,000 inch pounds
Main Line Relief Valve…….2080 psig
Servo Relief Valve…….……600 psig
Replenishing Relief Valve….150 psig
Manual Pump………………..650 psig
Hydraulic Pump Unit
Each hydraulic pump unit consists of a reservoir (service tank), pumps, valves,
piping, and an electric motor. Each steering gear pump is a variable stroke type with a
design pressure of not more than 2,500 psi. The pump units provide the hydraulic oil flow
to operate the ram and tiller assembly. Also attached to the same pump shaft is a fixed
displacement control oil pump.
Hydraulic Cylinders
The cylinder and ram are made of steel and mounted to the ship structure. The
ram is outside packed and guided by bronze bushings fitted into the cylinders. Copper
ram stops take effect at right and left angles of 37 degrees and steel ram stops take effect
at right and left angles of 38 degrees.
We use a variable displacement, piston pump for steering gears. As

we control the movement of the yellow tilt box, the flow rate
(displacement) and even the direction of flow can be changed.
Note that if the tilt box (swash p late) angle changes
from the blue to the red axis, the inlet becomes the
outlet and the outlet becomes the inlet
ADJU STABLE
TILT BOX
HYDRAULIC RAM ACTUATOR

(TSGB)
The linear motion of the ram must be
converted into rotary motion in order to turn
the rudder post. This is accomplished with a
connection called a RAPSON SLIDE.
SLIDE .
The R apson Slide R UDDER
ST OCK
consists of a st eel
block fitt ed over a pin
attach ed to the top o f
the ram . The st eel TILL ER
P IN
TILL ER
block also fits into a ARM
STEEL
ARM
slot in the till er arm . BLOCK
As the ram m oves

back and forth, th e
steel blo ck pushes on RAM
the tiller arm , creating
a torqu e that rotates
the rudder sto ck.
15.3 Steering Gear Control: Steering gear control is an automatic system which allows
the steering gear to be remotely controlled. Basically, the new helm order changes the
“set point” of the automatic system and the system automatically responds to bring the
position of the rudder to the new set point. The units of the set point measurement are
degrees of rudder angle. Thus, if the helm angle is changed from 0º to 15º right rudder,
the steering gear will automatically respond to bring the rudder to the new set point of 15º
right rudder.
THE STEERING GEAR IS AN

AUTOMATIC SYSTEM!
ADJUST THE SYSTEM MEASUREMENT
PUT PUM P ON THE
STROKE TO POSITIONING THE
RUDDER RUDDER
MOVE RUD DE R
ANGLE
COMPARE
ACTUAL RU DDE R AN GL E T O
DESIR ED RUD DE R AN GL E
COMPUTE
ANGL E AND DIRECT ION
TO TU RN RUD DER T O
MATCH SET POINT
Normally, the rudder angle command “set point” originates on the bridge at the steering
stand. This is an electric signal that is transmitted to the steering gear room through wire
conductors. The steering gear control cannot “read” this electric signal from the bridge
directly, so it must be converted into an equivalent mechanical signal first. This is done
by the “Sperry control unit”, located underneath the differential. The Sperry unit first
converts the electric signal to an amplified (stronger) hydraulic signal, and then uses a
hydraulic motor to convert the hydraulic signal into a mechanical signal that the steering
gear can use. This mechanical set point signal now goes to the differential, which is a
mechanical computer that compares and computes the final signal necessary to put the
steering engine hydraulic pump on stroke to bring the rudder to the new set point angle
command. As the rudder approaches the new set point angle, the feedback signal
generated by the rudder movement takes the hydraulic pump “off stroke”, thus stopping
the rudder motion at the ordered angle and holding the rudder in this position until the
rudder angle command “set point” is changed to a new rudder angle command. In the
event that the rudder angle command signal from the bridge is faulty or interrupted, the
rudder angle command can be given directly into the differential by the “trick wheel”
local control in the steering gear room.
STEERING GEAR CONTROL

The “heart” of the steering gear
control system is the
DIFFERENTIAL
IN ORDER TO DO IT ’S JOB, THE

DIFFERENTIAL HAS 3 INPUTS
AND 1 OUTPUT
Follow-up from steering
gear to measure actual
rudder angle
Ordered angle
from steering O utput to
stand on steering gear
bridge via the DIFFERENTIAL pump tilt-box
Sperry control
Control Unit
Ordered angle from “trick
wheel” (used only in
emergencies)
ORDERED ANGLE FROM
STEERING STAND VIA SPERRY
CONTROL UNIT
Rotational mechanical output

into the bottom of the
Differential
Low pow er
electric
SPERRY CONTROL
signal UNIT
Takes the electric signal
and increases its pow er
to a proportional
mechanical signal
ORDERED ANGLE FROM

“TRICK WHEEL ”
(SECONDARY INPUT)
Differential
If the signal from the
bridge steering stand is
Trick Wheel
interrupted or faulty, the
ordered angle input can be
shifted to the Trick Wheel
FOLLOW -UP TO MEASURE
ACTUAL RUDDER ANGLE
Differential
Rapson
Slide
TRAN SITION FRO M LINEAR MO TION

OF RAM TO RO TATIONAL MO TION OF
FOLLOW - UP
CO LLAR
PIN
SHAFT WITH
SPIRAL GROO VE
Attached to
Rapson Slide
here
Follow-up input
into the
Differential
OUTPUT TO PUMP TILT -BOX

CONTROL
The Differential output is transmitted through the

linkage to the steering gear hydraulic pump where it
adjusts the tilt-box to either hold the rudder at the
desired angle or move the rudder to the desired angle
One way to und erstand wh at the Differential doe s i s to think of the inpu t
from the steering stan d or the trick w heel as a po sitive (+) sig nal and the
input from the Follow-Up as a negative ( -) sign al. T he Differential add s
the two signals. If the sum is zero, the ru dder is at the de sir e angle and the
pump tilt-box is at zero stroke. If it i s not zero, the n the differe ntial move s
the p ump tilt-box in the proper direction to de crease the difference
betwe en the two sign als until it is zero.
Follow-up from steering
gear to measure actual
Ordered angle rudder angle
from steering (-)
Output to
stand on (+) steering gear
bridge via the DIFFERENTIAL pump tilt-box
Sperry control
Control Unit (+)
Ordered angle from “trick
wheel” (used in emergency
only)
FOLLOW -UP
STEERING STAND
TILT B OX
CONTR OL
TRICK W HEE L
Now, let’s follow the control signal through the entire system. The signal normally
starts at the steering stand when the helmsman moves the wheel. What is actually
happening is the rotation of the steering wheel to a new position is changing the set point
signal to the steering gear. This new signal is transmitted to the steering gear room
electrically. The signal passes through a switch box on the aft bulkhead of the steering
gear room. The switch box must be on to allow the signal to continue to the Sperry unit.
The electric signal continues to the Sperry unit where it controls a pair of hydraulic flow
control valves. One of these solenoid valves is actuated if the signal is to starboard and
the other is actuated if the signal is to port. The signal is now converted to a hydraulic
signal within the Sperry unit. The electric signal actuates the solenoid of one of the flow
control valves, allowing control hydraulic oil to flow to a hydraulic motor. The hydraulic
motor converts the signal into a rotational mechanical signal. The motor rotates the shaft
in the direction and amount proportional to the original electric signal. The mechanical
shaft comes out of the top of the Sperry unit and into the bottom of the differential. The
differential is a mechanical “summing junction”. It adds the “positive” signal from the
Sperry unit to the “negative” signal from the followup. If the signal from the Sperry unit
and the signal from the followup sum to zero, the rudder position match the set point and
the rudder does not move, However, in this example, the signal represents a change in
the set point, so the sum of the Sperry unit signal and the followup signal does not equal
zero. This will cause the output shaft from the differential to begin to rotate. This output
shaft is mechanically linked to the servo of the steering gear pump which, in turn, moves
the tilt box in the pump. The signal out of the differential moves the tilt box in the pump
from zero stroke and puts the pump on stroke, causing steering gear hydraulic oil to flow
and moving the ram in the proper direction. As the ram moves, it drives the follow up,
sending a mechanical signal back to the differential. When the ram has moved far
enough that the followup signal (negative) matches the magnitude of the signal from the
bridge (positive), the differential output moves the tilt box back to zero stroke, hydraulic
oil flow stops, the ram stops moving. The rudder will be hydraulically “locked” in this
position until a new signal is sent from the steering stand on the bridge, which will start
the entire process again.
15.4 Steering System Details: The steering gear engine is a “demand” type hydraulic design.

This means that the steering engine pump does not take suction directly from the
reservoir, but instead takes hydraulic oil suction from one end of the ram and pumps it
directly to the other end of the ram. The reservoir is still required in order to provide
makeup oil for leaks and thermal contraction and to provide a space for excess oil to go
during thermal expansion. There are actually two pumps within each pump casing, both
of which are driven by the same motor on the same shaft. The first is the variable
displacement steering engine pump which is dedicated to moving the ram and rudder.
The second is a smaller, fixed displacement pump that takes suction from the oil reservoir
and provides control oil to (1) actuate the servo which moves the tilt box on the steering
engine pump (2) move the hydraulically actuated directional control valves (3) makeup
for oil losses in the steering engine hydraulic system (4) actuate the Sperry Control Unit
hydraulic motor.
STEERING ENGINE
HYDRAULIC OIL FLOW
CO NT ROL OIL FLOW
SP ERR Y
U NIT
HELM MOTOR
CON TROL
VALV E AC TU AT ION

BYPA S S
SER VO
A C TUA TION
R EPL EN I SH ING OI L

When the hydraulic pump motor is started, both the steering gear pump and the
control oil pump are put on line. Oil is pulled from the service tank underneath the
pumps, through a strainer, and into the control oil pump. The oil then flows through a
filter with back pressure bypass. From here, the flow splits to its various applications. (1)
Oil flow to the hydraulic servo (HYD SERVO). Here, it serves to actuate a piston,
controlled by the mechanical link (MECH LINK) which is attached to the differential
output shaft. Thus, the mechanical signal from the differential is amplified by the
hydraulic servo and moves the tilt box of the steering gear pump. (2) When the steering
gear pump motor is started, the solenoid valve for that pump is also actuated. This allows
control oil to flow to the DISTRIBUTION VALVE PILOT OPER., valves 30 and 31, and
pressure switch B2. These three valves put the steering gear pump on line to the
cylinders and ram. The pressure switch actuates the alarm in the event of loss of main
system pressure. (3) Replenishing oil is supplied to both sides of the steering gear pump
piping system. The suction side of this pump will change back and forth, depending on
which way the rudder is moving. The suction pressure to the steering gear pump is
maintained at 150 psi by the directional controlpressure relief valve combination located
in the drawing just below the control oil pump. Any oil loss due to leakage or thermal
contraction will cause the suction pressure to fall below minimum and replenishing oil
from the control oil system will flow, maintaining the pressure. Thus, the pressure
throughout the system is maintained and no air can be drawn into the system.
Replenishing pressure actuates pressure switch B2 for the low replenishing pressure
alarm. When the pumps are shut down, the positive pressure in maintained by
accumulator (N275 PRECHG). Control oil that passes through the relief valves and oil
that leaks internally in the steering gear pump is sent back to the service tank via a
radiator heat exchanger and filter with pressure relief bypass. (4) Control oil is supplied
to the Sperry Control Unit via a filter and flow control valve. The oil then passes through
the helm control valve. This valve has two solenoids which are controlled by the helm on
the bridge. When a new rudder angle order is sent from the bridge (steering wheel is
turned to a new set point), the appropriate solenoid is actuated (one solenoid for left
rudder and the other solenoid for right rudder). When the valve is actuated, control oil
flows to the hydraulic motor, causing it to turn. As the motor turns, it sends a feedback
signal to the steering control which deactuates the solenoid when the motor has turned
an amount proportional to the signal from the helm. The helm control valve then returns
to center position, hydraulically locking the motor in place. Just before the motor, there
is a bypass valve. This valve is actuated when the switch box on the aft bulkhead is
turned on and allows the control oil to flow to the motor. If the switch box is turned off,
the bypass valve shifts to the bypass position, preventing control oil flow to the motor
and putting the motor on bypass. This must be done when shifting steering control to
trick wheel control.
15.5 Steering Gear Control Modes: (1) Bridge gyroscope or manual helm input
steering engine control. In this mode, the command to the bridge steering stand can
either be made from the gyroscope (auto steering) or by the helmsman turning the
steering wheel. The selection between these two inputs in made on the bridge steering
stand. This signal goes from the steering stand to the switch box located on the after
bulkhead of the steering gear room.
ORDERED ANGLE FROM

STEERING STAND VIA SPERRY
CONTROL UNIT
Rotational mechanical output

into the bottom of the
Differential
Low pow er
electric
SPERRY CONTROL
signal UNIT
Takes the electric signal
and increases its pow er
to a proportional
mechanical signal
In bridge control mode, the switch is turned on and it allows the steering signal from the
steering stand to continue to the Sperry Control Unit and it shifts the bypass valve to put
the hydraulic motor on line. From this point, the control signal progresses as described in
the 15.3 STEERING GEAR CONTROL section above.
(2) Local trick wheel mode: This mode is used when the signal from the bridge is
interrupted or faulty. Basically, shifting to this mode is shifting control of the steering
gear from the bridge to the steering gear room. It is important to understand that only the
location of the steering gear control is being shifted. The steering gear engine must still
be completely functional and the differential control must also be working properly. To
use the trick wheel, the bridge signal and Sperry Unit hydraulic motor must be turned off
by turning off the switch box on the aft bulkhead of the steering gear room. This
interrupts the signal from the bridge and also puts the Sperry Unit hydraulic motor on
bypass. This is necessary because in trick wheel mode, the differential will drive the
Sperry Unit shaft and if the motor is not in bypass, it will hydraulically lock this shaft.
The trick wheel clutch can then be engaged and the steering command sent directly into
the differential. From this point, the control signal progresses as described in the 15.3
STEERING GEAR CONTROL section above.
ORDERED ANGLE FROM

“TRICK WHEEL ”
(SECONDARY INPUT)
Differential
If the signal from the
bridge steering stand is
Trick Wheel
interrupted or faulty, the
ordered angle input can be
shifted to the Trick Wheel
The trick wheel is engaged by pushing in on the button on the end of the locking pin
through the shaft and then pulling the pin out. The trick wheel is then pushed in toward
the differential and rotated until it mechanically engages. While pushing in on the button
on the end of the pin, it is reinserted through the shaft to keep the trick wheel engaged.
The helm angle ordered by the trick wheel can be seen on the angle indicator on the face
of the differential. The inner pointer shows the rudder command from the trick wheel.
The outer pointer shows the actual position of the rudder. Note that when the pointers do
not match, the steering gear is moving the rudder and when the pointers do match, the
steering gear is stopped.
(3) Non FollowUp (NFU) Mode: This mode is somewhat misnamed because in order
to use it, the mechanical followup input signal from the ram into the differential must be
working properly. When in this mode, an electric signal is sent directly to the solenoids
on the helm control valve of the Sperry Unit. For example, turning the spring loaded
lever switch on the NFU panel to left rudder actuates the left rudder solenoid, causing the
helm control valve to shift, allowing hydraulic oil to move the hydraulic motor in the left
rudder direction. This mechanical signal then goes to the differential. From this point,
the control signal progresses as described in the 15.3 STEERING GEAR CONTROL
section above. In this mode, the steering gear engine must still be completely functional
and the differential control must also be working properly.
The steering gear pumps and m otors are duplicated as port
motors
and starboard units for reliability purposes. For steering in
the non -follow up m ode, there is a selector switch on the N FU
mode,
control box. FWD is the bridge and PORT AFT and STBD
AFT are local aft steering control
control
This mode can be used if the Sperry Unit electric followup is not working, causing
the steering gear engine to over travel when in bridge steering stand control. It can also
be used to cause the steering gear to over travel for testing relief valve settings. This
mode of steering can be controlled from the bridge steering stand or locally in the aft
steering room. To put the NFU mode of steering on line, leave the switchbox on the aft
bulkhead turned on. Turn the selector switch on the top of the NFU panel in aft steering
to the desired position. FWD shifts NFU steering control to the bridge steering stand.
PORT AFT and STBD AFT put the respective steering gear motors and pumps on line
for local NFU control. The NFU helm order can then be sent to the steering gear by
The steering gear

can also be
operated in the
non- follow up
mode. Under what
conditions would
you want to do
this?
this?
turning the spring loaded switch on the face of the NFU panel for the port or starboard
steering gear unit. When the lever is turned, the steering gear engine will continue to
travel until the lever is released and returns to center position. Thus in order to achieve a
particular angle, the helmsman must watch the rudder position as it travels and let go of
the lever when the desired angle is reached.
15.5 COMMUNICATIONS AND ALARMS: Communications between the bridge

and the aft steering room are essential when testing the steering gear and when
steering control is shifted to aft steering in an emergency. There is a dial telephone
on the forward bulkhead, starboard side of the steering gear room. However, this
location is far away from the steering gear controls and not really practical to use
for testing or in an emergency.
DIAL SOUND
PHONE POWERED
PHONE
On the aft bulkhead, there is a sound powered phone handset. To use this phone, remove
the handset from the cradle, use the selector dial to select the station that you wish to call
(normally the bridge) and crank the handle on the side of the phone. This will ring the
phone at the station you are calling. Remember that with a sound powered handset, you
must push the button down on the handset all the time; both when talking and listening.
You must also speak loudly and clearly since your voice is providing the power for this
phone. The problem with using the handset is that the ambient noise from the steering
gear engine overpowers the sound from the phone and you cannot hear the person
talking. Therefore, a sound powered “mickey mouse” headphone set is provided and
should be used to communicate when the steering gear is on line. This set is stowed in a
metal box on the aft bulkhead. The wire should be plugged into the 1JV “maneuvering”
circuit. To call the bridge, use the selector dial on the side of the sound powered phone to
select the station and crank the handle on the side of the phone. When the person
answers, push the button down on the mouth piece to speak and release the button to
hear.
PHONE
PUSH HANDSET
BUTTON PUSH
BUTTON
PLUG
Alarms for the steering gear are as follows. These alarms are audio and visual and
sound in both E.O.S. and on the bridge.
POWER FAILURE ALARM: If electrical power is lost to the steering gear motor due to
a casualty in the circuit or a circuit breaker trip, this alarm will actuate. The normal
procedure if this alarm sounds is to shift to the other steering gear motor and pump unit.
MOTOR ALARM: If an overload condition exists on the steering gear motor, this alarm
will actuate. The normal procedure if this alarm sounds is to shift to the other steering
gear motor and pump unit.
CONTROL POWER FAILURE: If electrical power is lost to the bridge steering stand or
to the Sperry Control unit in after steering, this alarm will actuate. The normal procedure
if this alarm sounds is to shift steering control to the trick wheel in after steering.
LOW OIL LEVEL ALARM: If the hydraulic oil level in either service tank reaches a
low level, this alarm will actuate. Normal procedure if this alarm sounds is to
immediately shut off the motor and pump that is on line and investigate the cause of the
low oil level. Only in an absolute emergency should the standby motor and pump be put
on line immediately. This is because the pump relies on the hydraulic oil for lubrication.
If there is a serious leak in the piping system, causing the loss of oil in one motor and
pump, putting the other unit on line could result in it suffering the same casualty shortly
after startup.
Steering Gear Indicator Lights on E.O.S. Console
15.7 EMERGENCY STEERING AND RUDDER POSITIONING: Generally, loss
of steering control falls into one of two categories:
1. Loss of remote control from the bridge: If the bridge cannot control the rudder
position, but the steering gear engine is functioning properly, then steering control should
be shifted to the trick wheel in after steering. Shifting to trick wheel will isolate any
problems with the bridge steering stand and the Sperry Control unit. However, in order
to steer with the trick wheel, the differential along with it’s associated motor and pump
and the steering gear engine must be functioning properly.
2. Loss of the steering gear engine: If the steering gear engine fails to respond because
of a casualty to the online motor or pump, then power should be shifted to the other
motor and pump. Examples of such a casualty would be the electric motor burning up or
the pump seizing. Shifting power to the other motor pump unit will isolate problems with
the online motor or pump. However, all other components of the steering gear engine
must be functioning properly. Electrical power for the starboard motor comes from the
main switchboard and power for the port motor comes from the emergency switchboard.
Sec. 35.4030 Instructions for changing steering gearTB/ALL.
Instructions in at least 1/2 inch letters and figures shall be
posted in the steering engineroom, relating in order, the different
steps to be taken in changing to the emergency steering gear. Each
clutch, gear wheel, lever, valve or switch which is used during the
changeover shall be numbered or lettered on a brass plate or painted so
that the markings can be recognized at a reasonable distance. The
instructions shall indicate each clutch or pin to be `ìn'' or `òut''
and each valve or switch which is to be `òpened'' or ``closed'' in
shifting to any means of steering for which the vessel is equipped.
Instructions shall be included to line up all steering wheels and
rudder
amidship before changing gears.
EMERGENCY STEERING PROCEEDURES, T.S.G.B.
Upon receiving a call from the bridge stating:
“Steering casualty, shift to trickwheel steering, steer course XXX”
Initiate the changeover to emergency control by thickwheel. In order to steer by
trickwheel, the steering gear engine must be operating properly. Insure that the motor,
pum, ram, and followup are all operating properly.
STEP 1: Shift to the desired motor and pumpby shifting the selector switch on top of the
nonfollowup control box to the desired pump (PORT AFT or STBD AFT).
If desired motor and pump do not start, go to the motor controller, turn the selector switch
from WHEELHOUSE to LOCAL, check t see that the red stop button is pulled out, and
then push the start button.
STEP 2: Turn off power to the Sperry Unit. Go to the aft bulkhead of after steering
directly aft of the steering gear. There is a power disconnect switch for the port unit and
for the starboard unit. Pull the disconnect lever down to the OFF position for the unit that
you are going to steer by.
STEP 3: Engage the trickwheel on the unit that you are going to steer by. Push in the
release pin on the end of the toggle and pull the toggle out of the clutch. Now push the
trickwheel in until the toggle can be reinserted. Insert the toggle. You now have
steering control on the trickwheel. Steer the course ordered by the bridge using the gyro
repeater.
GYRO
REPEATERS
THE HAND PUMP:
The hand pump located aft of the steering gear has two functions:
1. It can be used as a hydraulic oil transfer pump to move oil from the storage tank
into either the port or starboard service tanks. It can also be lined up to pump out
the service tanks to the storage tank if the service tanks need to be cleaned or
repaired.
2. It can be used to position the rudder. However, its capacity is too small and IT
CANNOT BE USED TO STEER THE SHIP. It moves the rudder too slowly to
be effective as a steering mechanism. If the ship needed to be towed, for
example, the hand pump could be used to position the rudder amidships. The
rudder would then be mechanically locked in this position using the ratcheted,
adjustable stops on the forward side of the steering gear engine.
The first step to using the hand pump is to line up the pump for its intended purpose. The
various valve lineups are shown on the placard mounted on the aft bulkhead. The
handles for the valves are stored in the metal box located on the aft bulkhead. The yellow
handles for the pumps are stored on the aft bulkhead. Place both handles on the pump
shafts. Both handles must be used. To begin pumping, rotate both handles in the same
direction.
15.8 STEERING GEAR SYSTEM LIGHTOFF and TESTING: Before lightingoff
the steering gear, the following checks should be made:
Check the oil levels in both service tanks
Insure that there is grease in the automatic grease pump container
Make a “walk around” inspection of the steering gear, inspecting for any abnormal
conditions.
Call both the bridge and EOS and inform them that the steering gear is going to be
started.
Once the preinspection is complete, carry out the following steps:
Place the selector switch on the port and starboard fan motor controllers to AUTO and
insure power available light is on
Turn on power to the automatic grease pump
Place the selector switch on the steering gear motor controller to LOCAL. Start the
motor.
Make another “walk around” inspection of the steering gear, inspecting for any abnormal
conditions.
The steering gear is now ready for testing: The following Coast Guard Regulations
apply.
TITLE 46SHIPPING
CHAPTER ICOAST GUARD, DEPARTMENT OF HOMELAND
SECURITY
PART 35_OPERATIONSTable of Contents
Subpart 35.20_Navigation
Sec. 35.2010 Steering gear testT/ALL.
On all ships making voyages of more than 48 hours'
duration, the
entire steering gear, the whistle, the means of
communication, and the
signaling appliances between the bridge or pilothouse and
engineroom
shall be examined and tested by a licensed officer of the
vessel within
a period of not more than 12 hours before leaving port. All
such vessels
making voyages of less than 48 hours' duration or operating
on lakes,
bays, sounds, and rivers shall be so examined and tested at
least once
in every week. The fact and time of such examination and
test shall be
recorded in the ship's logbook.
Title 33: Navigation and Navigable Waters
PART 164—NAVIGATION SAFETY REGULATIONS
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§ 164.25 Tests before entering or getting underway.
(a) Except as provided in paragraphs (b) and (c) of this section no person may
cause a vessel to enter into or get underway on the navigable waters of the
United States unless no more than 12 hours before entering or getting underway,
the following equipment has been tested:
(1) Primary and secondary steering gear. The test procedure includes a visual
inspection of the steering gear and its connecting linkage, and, where applicable,
the operation of the following:
(i) Each remote steering gear control system.
(ii) Each steering position located on the navigating bridge.
(iii) The main steering gear from the alternative power supply, if installed.
(iv) Each rudder angle indicator in relation to the actual position of the rudder.
(v) Each remote steering gear control system power failure alarm.
(vi) Each remote steering gear power unit failure alarm.
(vii) The full movement of the rudder to the required capabilities of the steering
gear.
(2) All internal vessel control communications and vessel control alarms.
d) No vessel may enter, or be operated on the navigable waters of the United
States unless the emergency steering drill described below has been conducted
within 48 hours prior to entry and logged in the vessel logbook, unless the drill is
conducted and logged on a regular basis at least once every three months. This
drill must include at a minimum the following:
(1) Operation of the main steering gear from within the steering gear
compartment.
(2) Operation of the means of communications between the navigating bridge
and the steering compartment.
(3) Operation of the alternative power supply for the steering gear if the vessel is
so equipped.
Conduct the actual test as follows:
Engage the trick wheel for the steering gear pump that is online. Move the rudder,
insuring that the rudder moves to the position ordered on the trick wheel. Now
disengage the trick wheel. Turn on the switch box on the aft bulkhead for the steering
gear on line. Call the bridge and have them move the steering gear using the bridge
steering stand. Once they are satisfied that the bridge control is operating properly,
have them remotely start the other pump motor.
Repeat the above steps for the other steering gear motor and pump.
Finally, insure that (1) the grease pump is on (2) both fan motor controllers are in AUTO
(3) both steering gear motor controllers are in BRIDGE and the STOP buttons are pulled
out (4) both switch boxes on the after bulkhead are turned on (5) the NFU controller
selector switch is in the FWD position.
20.0 SHIP’S SERVICE REFRIGERATION SYSTEM
TABLE OF CONTENTS
20.1 INTRODUCTION ............................................................................................................. 1
20.2 GENERAL INFO FOR SHIP STORES REFRIGERATION SYSTEM.............................. 1
20.3 COMPRESSOR ................................................................................................................. 2
20.4 CONDENSER ................................................................................................................... 5
20.5 WATER REGULATING VALVE ..................................................................................... 6
20.6 SAFETY HEADS AND RELIEF VALVES....................................................................... 6
20.7 RECEIVER........................................................................................................................ 7
20.8 KING VALVE ................................................................................................................... 8
20.9 DEHYDRATOR ................................................................................................................ 8
20.10 ECONOMIZER (heat exchanger).................................................................................... 8
20.11 DIFFUSERS (Evaporators) ............................................................................................ 10
20.12 SOLENOID VALVES AND BACK PRESSURE VALVES ......................................... 11
20.13 THERMAL EXPANSION VALVE ............................................................................... 12
20.14 OPERATING CONDITIONS FOR SS REFRIGERATION SYSTEM........................... 12
20.1 INTRODUCTION
The purpose of the refrigeration system is to remove sensible heat from the ship's food
storage reefer boxes and transfer this heat to the ocean heat sink. It is important to note that the
type of refrigerant originally used in the system was R12. It was changed to R134A because
R134A is less damaging to the environment. This change was accomplished during the vessel's
conversion to a training ship in 1996. While the components of the system remained the same,
the most significant effect the conversion to R 134A had on the system was to change several
operating temperatures and pressures. Note that these changes are reflected in this chapter, but
may not have been updated in the technical manuals for this system. This chapter describes the
Ship Stores Refrigeration System with standard operating procedures for normal operation.
Each system component is described to include its function, design ratings, and any information
that may prove helpful to the engineer.
20.2 GENERAL INFORMATION FOR SHIP STORES REFRIGERATION SYSTEM
The Ship Stores Refrigeration System maintains the freeze room, chill/freeze room, dairy
room, two thaw rooms, and fish room at the required temperatures for food storage. This system
consists of two package refrigerant plants (MarinePac), located in the Engine Room, and unit
coolers (diffusers), located in each reefer box. The ships service refrigeration system includes:
1) Compressor
2) Condenser with rupture disk
3) Two overboard discharge lines and an auxiliary sea water inlet valve with water regulating
valve
4) Receiver with rupture disk connected to the rupture disk overboard discharge line
5) “King” valve
6) Dehydrator with bypass
7) Main shutoff solenoid (king valve)
8) Economizer (heat exchanger)
9) Solenoid temperature control valves
1
10) Thermal expansion valves
11) Diffusers with back pressure regulator valves.
TEMP REG VALVE
HP RUPTURE DISCS SET to MAINTA IN ~ 135 psi in CONDENSER
SET @ 230 psi / 72 F CONDENSER
COOLING WATER
OVBD
HP RELIEF OVBD
P 60 65 psi
RECEIVER
ASW SUPPLY
to CONDENSER
~ 175 F T
L N
C TI O
130 140 psi P N NE
CO
NG E)
GI
AR LV
H VA
I D C G
IN
ECONOMISER LI QU ( K SS

~80 F ID LA
R NO G
T YE LE HT
~80 F DR SO SIG
R134a COMPRESSOR T
CH FCF GAS CHARGING HP REFRIGERANT
2 3
CONNECTION to BOXES
OIL PRESS
CRANKCASE OIL P 80 90 psi
P
COOLER
TX SI DR SO
V GH LE
T YE NO
GL R ID
AS
S
RETURNS FROM
REEFER BOXES
REFRIGERATION COMPRESSOR
SYSTEM
20.3 COMPRESSOR
The compressor is a Yorkmanufactured, open drive, reciprocating type. It is equipped with
automatic unloading and capacity reduction, and is driven by an electric motor through Vbelts.
The function of the compressor is to cause refrigerant flow. It compresses the lowpressure
refrigerant vapor returning from the boxes and pumps it into the condenser shell where, at a
higher pressure and temperature, it condenses to a liquid refrigerant. Seawater, pumped through
the condenser tubes, removes the latent heat, which the refrigerant picked up in the reefer boxes.
The technical manual of the 4.5ton capacity Ship Stores Refrigeration System (T9561AR
MMC010) provides detailed information including piping and wiring diagrams for this system.
Major system components are listed in table 12 1.
The compressor has several controls for automatic operation and shutdown in the event
of a casualty. The compressor is basically a constant speed positive displacement pump. The
flow rate of refrigerant through the system varies, depending on the load or demand. For
example, in the middle of the night when the reefer box door has been left closed for several
hours, the demand is low and the corresponding refrigerant flow rate is also low. During the
day, when breakouts of food are done and the box door is left open for extended periods, the
demand is high and the corresponding refrigerant flow is high. There needs to be a control
system for matching the flow rate or capacity of the compressor to the flow rate required by the
reefer system. This is accomplished by the compressor “unloader”. The unloader automatically
2
changes the flow rate capacity of the compressor by holding open the inlet and outlet valves of
the unloaded cylinders, thereby taking them off line and reducing the capacity of the
compressor. When flow demand increases, the unloader will load more cylinders, allowing their
valves to function normally, and thereby increasing the capacity of the compressor. In order to
match the compressor capacity to the system flow rate required, the unloader measures the
compressor suction pressure. If the suction pressure is increasing, the system flow rate exceeds
the capacity of the compressor. When the suction pressure reaches a certain limit, the unloader
will begin loading cylinders in order to increase compressor capacity and reduce the suction
pressure. If the suction pressure is decreasing, the compressor capacity exceeds the system flow
rate. When the pressure reaches a certain low limit, the unloader will begin unloading cylinders
in order to decrease compressor capacity and increase the suction pressure. Thus the unloader is
able to approximately match the compressor capacity to the system flow rate demand by loading
and unloading cylinders in order to keep the suction pressure between set limits.
The compressor discharge pressure is set by the condenser cooling water regulating valve.
This automatic valve measures the refrigerant pressure in the condenser and is set to maintain it
at 135 psi. If this pressure is rising above the set point, the cooling water regulating valve opens
more, allowing more cooling water flow and condensing the refrigerant more rapidly, thus
reducing the compressor discharge pressure. Conversely, if the discharge pressure is decreasing
below set point, the cooling water regulating valve closes down more, allowing less cooling
water flow and condensing the refrigerant less rapidly, thus increasing the compressor discharge
pressure. If there were a failure of the condenser cooling water system, the discharge pressure
of the compressor would significantly increase. If the discharge pressure becomes excessive,
the high pressure cutout switch will shut down the compressor and send an alarm to E.O.S.
The compressor has a lubrication oil system. The lube oil pump is driven by the compressor.
The normal oil pressure is 8090 psi. In the event of a lube oil pump failure, a pressure switch
will detect the low lube oil pressure, shut down the compressor, and send an alarm to E.O.S.
There is a lube oil cooler heat exchanger in the compressor sump that cools the oil when the
compressor is operating. This heat exchanger is cooled by a small flow of refrigerant from the
reefer system. There is also a lube oil sump electrical resistance heater for use when the
compressor is shut down. This heater is required because liquid refrigerant will mix with cold
lube oil and dilute it. The heater keeps the lube oil warm and any liquid refrigerant will be
boiled off, thus keeping the lube oil free of refrigerant.
3
1 2 4
3
COMPRESSOR CONTROLS:
(1) OIL PRESSURE DIFFERENTIAL CONTROL SWITCH: This switch is a safety device
to protect the compressor against loss of lube oil pressure. The switch is of the
differential type. One element is connected to the oil pump discharge line and senses
crankcase pressure plus oil discharge pressure. The other element is connected to and
senses crankcase pressure. Thus, the differential pressure is the actual oil pressure. Oil
pressure is not immediately established when the compressor is started, but a delay relay
temporarily bypasses the oil pressure switch until the pressure is normal. If the oil
pressure has built up within 10 seconds, the oil pressure switch contacts will close and
the compressor will continue to run. If the oil pressure does not build up within 10
seconds, the oil pressure contacts will open and the compressor will stop.
(2) HIGH PRESSURE REFRIGERANT CONTROL SWITCH: The switch is connected to
the compressor discharge line. The switch stops the compressor when the pressure
becomes excessive. When the pressure returns to normal, the switch can be manually
reset and the compressor restarted manually.
(3) LOW PRESSURE REFRIGERANT CONTROL SWITCH: This switch is connected to
the compressor suction line. The switch stops the compressor when the pressure is
reduced to the minimum shut down pressure and automatically starts the compressor
when the suction pressure has risen to the startup pressure. The purpose of this control
is to work in conjunction with the unloader to match the compressor flow rate with the
load flow rate. Normal changes in load should be handled by the unloader. However,
4
large reductions in load may be outside the range of the unloader, and then the low
pressure control switch will actuate.
(4) SEA WATER FAILURE CONTROL SWITCH: This switch is a safety control
provided to stop the compressor if the cooling water pressure to the condenser drops
below a minimum value. The switch will reset automatically when water flow is
restored and the compressor can be restarted manually.
.
20.4 CONDENSER
The condenser is a horizontal, twopass, shellandtube marine heat exchanger. The front
and back heads are provided with openings at the top for venting air and at the bottom for
draining water. The function of the condenser is to provide a heat transfer surface for
transferring the latent heat in the refrigerant to the cooling water. During this heat transfer
process, the refrigerant vapor is condensed to liquid. The refrigerant vapor from the compressor
is discharged into the condenser where it is cooled by and condensed on the outside of the water
tubes. Seawater circulated inside the tubes carries away the latent heat of the refrigerant as it
condenses. The cooling water regulating valve controls the seawater flow rate through the
condenser. It is important that you understand the purpose of this valve, what it senses or
measures, and how it works. Checking the condenser for proper operation consists of inspecting
for leaks and checking the cooling water differential temperature.
5
20.5 WATER REGULATING VALVE
A condenser water regulating valve is located in the water outlet from the condenser. It
is actuated by refrigerant pressure in the condenser shell. This pressure acts upon the bellows,
which in turn moves the valve stem to open or close the water valve. As the refrigerant
condensing pressure increases, the valve opens to admit more water. Decreasing condensing
pressure causes the valve to reduce the flow of water. If the flow was not controlled, then too
much water would cause the refrigerant to become subcooled, reducing the refrigeration system
efficiency. If there was too little water then some vapor would flow to the refrigerated spaces
and also decrease the efficiency. When the compressor stops, the refrigerant pressure in the
condenser shell decreases to the saturated vapor pressure corresponding to the ambient
temperature This decreases in pressure is sufficient to close the valve and stop the flow of water.
20.6 SAFETY HEADS AND RELIEF VALVES
SAFETY HEADS WITH
RUPTURE DISCS
6
The refrigerant system is protected from excessive pressure by safety heads and pressure
relief valves. These are included to prevent system pressure from rising above a safe limit when
operating controls fail or when the system is exposed to excessive heat.
The receiver is protected by a safety head relief valve installed in a line connected to the
equalizing line between the receiver and the condenser. If the pressure in the receiver rises to a
pressure of 213 psig, with all valves at the receiver closed, the bursting disk within the safety
head will rupture, releasing refrigerant pressure to the relief valve. If refrigerant pressure
continues to increase to a pressure of 225 psig, the relief valve will open, relieving refrigerant
pressure overboard.
The condenser is also protected by a safety head and relief valve installed in a line
connected to the equalizing line between the receiver and the condenser. The arrangement of
these relief devices is identical to that of the receiver.
20.7 RECEIVER
The receiver is a horizontal marine type, fitted with a mechanical liquid level indicator.
It serves to accumulate the liquid refrigerant from the condenser and as a reservoir where all of
the refrigerant in the system can be stored during pumping down of the system for inspection or
repairs. It also serves as a seal against the entrance of vapor to the liquid line. Inspection of the
receiver during watch rounds consists of checking for a refrigerant level. This level will vary,
depending upon system load, but should not go below the ½ level.
7
20.8 KING VALVE
The “king” solenoid valve is located in the liquid refrigerant line leaving the receiver.
This solenoid is energized by a normally open contact in the compressor motor controller upon
compressor startup. The king valve is deenergized (closed) upon shutdown of the refrigeration
compressor so the refrigerant is kept from leaking into the system. If refrigerant was allowed to
flood the system between the “king” valve and the compressor, then when the system was
restarted, there would be a possibility of liquid refrigerant getting to the compressor suction,
which could damage the compressor.
20.9 DEHYDRATOR
DEHYDRATOR
SOLENOID
“KING”
VALVE
The liquid line dehydrator consists of a cylindrical chamber containing a replaceable
desiccant cartridge, which filters solids and absorbs water moisture from the liquid refrigerant
passing through it. The dehydrator can be bypassed for repair or replacement maintenance.
Water moisture in the system can freeze when the refrigerant expands in the thermal expansion
valve, forming ice and blocking the flow of refrigerant.
20.10 ECONOMIZER (heat exchanger)
8
The economizer is a horizontal shell and tube type heat exchanger . Its function is to
increase the thermal efficiency of the refrigeration system by reducing the amount of heat lost to
the sea water in the condenser. It accomplishes this by allowing heat to flow from the warm
liquid refrigerant flowing to the evaporator coils to the cold compressor suction gas. Cooling the
liquid refrigerant reduces the presence of flash gas at the thermal valves and enables the
refrigerant to absorb a greater amount of heat per pound flow in the coils. The transfer of heat
to the suction line evaporates small amounts of entrained liquid in the line and prevents it from
being swept along to the compressor.
REEFER BOX LAYOUT
T
FREEZE ROOM
11060
DIFFUSER ~0 psi / ~0 F
TXV
TH ER
ET ER TXV T
SOLENOID M IN T
LO
W RA
F ST
DIFFUSER
F F
THAW BOX
R R SO LENOI D
~50 F NE ET
E
AI TH
P T R M
TH ST W
TXV TH
FLO
THAW BOX FAN
DIFFUSER
P T
T
FISH ROOM
1971
~0 psi / ~0 F
HP LIQUID FROM RECEIVER
X X
X X
LP GAS RETURNS TO COMPRESSOR
T
CHILL ROOM
11051
DIFFUSER ~1015 psi / ~40 F
T
R
THAW BOX
TXV
TH E ER
ET R ~50 F R ET TXV T
SOLENOID M NE NE M
O
W AI AI W
FL S TR ST
R
F LO
DIFFUSER
F F
TH SOLENOID
P T TH
TH THAW BOX FAN
BACK PRESSURE
VALVE BACK PRESSURE
DIFFUSER VALVE
P T
T
DAIRY ROOM
1973
~1015 psi / ~40 F
9
20.11 DIFFUSERS (Evaporators)
The purpose of the diffuser is to cool the air in the reefer box that it serves. They are
heat exchangers, which are installed in each of the refrigerated rooms. The cooler consists of
finned cooling coils, which carry the refrigerant, and motordriven fans, which draw room air
over and around the outside of coils. Sensible heat of the air in the room is transferred through
the walls of the coils and into the refrigerant. Each diffuser unit has two automatic control
valves to control refrigerant flow into and through the cooling coils. The first is the solenoid
valve. The second valve is the thermostatic expansion valve (TXV). Each box has a set point
temperature:
Chill/Freeze Box 33º to 35 o F Freeze Box 1º to +1ºF

Dairy Box 33º to 35 o F Fish Box +5ºF
Each diffuser has a fan for circulating the reefer box air across the tubes and increasing the
efficiency of the heat exchange. Also, each is fitted with an electric resistance heater. Air that
enters the reefer box when the door is open bringing humidity into the box. This moisture will
freeze on the diffuser tubes, insulating them and reducing the efficiency. The ice that is formed
will also block the flow of air through the diffuser. Thus periodically, the heater is set to come
on and defrost the diffuser. The frequency and period of heating is adjustable. It should be
adjusted so that just enough heat is used to keep the evaporator tubes frost free. Generally, more
frequent and longer heating periods will be required in humid climates, so the heater must be
adjusted as the ship moves to different climate areas.
10
20.12 SOLENOID VALVES and BACK PRESSURE VALVES
The function of the solenoid valve is to control the temperature of the reefer box that it serves.
It is located between the strainer and thermal expansion valve in each liquid line to a diffuser.
The solenoid valve measure the air temperature in the reefer box. The valve either completely
opens or completely shuts, there is no throttling. The valve opens when the solenoid is
electrically energized by the contacts of the thermostat and closes when the electrical circuit is
broken. The valve opens and allows the flow of refrigerant when the box temperature rises
above the set point. It closes and stops the flow of liquid refrigerant to the diffuser when the
box has reached the desired temperature.
In addition, the chill/freeze and dairy rooms have back pressure valves at their coil outlets.
In a parallel system where more than one reefer box is supplied by a single refrigeration system,
all but the lowest temperature box requires a back pressure valve. This is because the saturation
temperature of the refrigerant in the evaporator (diffuser) coils is directly related to the
saturation pressure. Thus, if the outlets of all of the evaporators were at the same pressure, the
saturation pressure would be too low for the higher temperature boxes and the temperature
would be too cold. The back pressure valve on the higher temperature boxes is adjusted to
maintain the saturation pressure, and therefore the saturation temperature of the refrigerant at the
correct temperature for proper control of the box temperature. These valves do not
automatically adjust during operation, they are initially set and then no other adjustment is
required.
11
20.13 THERMAL EXPANSION VALVES (TXV)
The function of the thermal expansion valve is to insure sufficient suction superheat under all
loading conditions to prevent liquid refrigerant from flooding back the compressor. The thermal
expansion valves are located in the liquid line to each diffuser. These automatic valves measure
the temperature of the gas leaving the diffuser and are set to maintain a set point of about 10ºF
of superheat. The temperature sensing bulb of the valve is clamped to the suction line leading
from the diffuser and responds to temperature changes in the line by actuating the power
element of the valve. In turn, the power element positions the valve stem to control the flow of
liquid to the diffuser. If the temperature of the refrigerant gas in the diffuser outlet is above the
set point temperature, the TXV opens to allow more refrigerant flow. If the temperature is
below set point, the valve closes down to decrease the flow.
20.14 OPERATING CONDITIONS FOR SHIP STORES REFRIGERATION SYSTEM
For specific operating conditions for the Ship Stores Refrigeration System, see 4.5Ton
Capacity Ship Stores Refrigeration System (technical manual #420). Normal operating
parameters are listed in table 122.
12
Table 121. Ship Stores Refrigeration System Component List

Refrigeration Plant 2 MFR: York International Corp.
(“Marinepac”) Refrigerant: R134a
Size: 4.5 ton
Suction Pressure: 2” Hg
Discharge Pressure: 80 psi
Condenser Water Temperature: Design –
85 F, Actual – Sea Temp
Approx. Receiver Refrigerant Charge: 104 lb.
Compressor 2 MFR: York International Corp.
Type: Marine, open reciprocating
Drive: 3 Vbelts
Cylinders: 9, 25/8” bore, 21/4” stroke
Oil Charge: 8 qt, synthetic oil
Oil Pressure: 60 to 70 psi above suction pressure
with warm oil (not adjustable)
Capacity Reduction:
Cylinders Permanently Loaded: 3
Cylinders Unloadable: 6
Reduction %: 33, 44, 56, 78, 100
Compressor Motor 2 MFR: Reliance Electric
Horsepower: 30 bhp
Speed: 1,800 rpm
Power Requirement: 440 V, 3 ph, 60 Hz
Condenser 2 Type: Marine, horizontal, 2pass
Size: 8” x 6’
External Tube Surface: 144 ft 2
Number of Tubes: 42
Gas Connection: 11/8” OD
Liquid Connections: 7/8” OD
Cooling Water Flow: 92 gpm max
Cooling Water Temperature: Design – 85 F,
Actual – Sea Temp
13
Dehydrator 2 Type: Henry 8024 – 7/8
Liquid Connections: 7/8 in ODF
Replacement Cartridge: Henry 824CM
Receiver 2 MFR: York International Corp.
Type: Marine, horizontal, liquid level indicator
Size: 8” x 5’
Capacity: Approx. 104 lb.
(completely full capacity @ 120 F)
Inlet Connections: 7/8 in OD
Outlet Connections: 7/8 in OD
Freeze Room Unit Cooler 2 Air Temperature: 0 F
(Diffuser) Refrigerant Temperature: 12 F
Fan Motor Rating: 110 V, 1 ph, 60 Hz, 5.4 A
Heater Rating: 440 V, 3 ph, 60 Hz, 12.6 A
Chill/Freeze Room Unit 2 Air Temperature: 33 F/ 0 F
Cooler (Diffuser) Refrigerant Temperature: 25 F/12 F
Dairy Room Unit Cooler 1 Air Temperature: 33 F
Fish Room Unit Cooler 1 Air Temperature: 0 F
Fan Motor Rating: 110 V, 1 ph, 60 Hz, 3.2
14
CHAPTER 20: EMERGENCY PROCEDURES
TABLE OF CONTENTS
20.1 Introduction............................................................................................................................. 1
20.2 Emergency Pull Devices ......................................................................................................... 2
20.2.1 Fire Screen Doors ................................................................................................................ 2
20.2.2 Ventilation Fans ................................................................................................................... 2
20.2.3 Fire Alarms .......................................................................................................................... 2
20.3 Emergency Fuel Shutoff Devices ........................................................................................... 3
20.3.1 Auxiliary Oil Fired Boiler.................................................................................................... 3
20.3.2 Fuel Oil Transfer Pumps...................................................................................................... 3
20.3.3 Fuel Oil Service and Booster Pumps ................................................................................... 4
20.4 Releasing Fixed Extinguishing Agents................................................................................... 4
20.4.1 Halon 1301 Agent ................................................................................................................ 4
20.4.2 Carbon Dioxide.................................................................................................................... 5
20.4.3 AFFF System (Aqueous Film Forming Foam).................................................................... 5
20.4.4 Aqueous Potassium Carbonate ............................................................................................ 6
20.4.5 Machinery Spaces ................................................................................................................ 7
20.4.6 Paint Locker ......................................................................................................................... 8
20.4.7 Flammable Stores Lockers................................................................................................... 8
20.4.8 Emergency Diesel Generator ............................................................................................... 8
20.5 Emergency Watertight Doors ................................................................................................. 8
20.6 Fans and Vents........................................................................................................................ 9
20.6.1 Machinery Spaces ................................................................................................................ 9
20.7 Fire Response........................................................................................................................ 10
20.7.1 Standard Processions ......................................................................................................... 10
20.7.2 Laundry Facilities .............................................................................................................. 10
20.7.3 Galley................................................................................................................................. 10
20.8 Man Overboard ..................................................................................................................... 10
20.9 Abandon Ship........................................................................................................................ 10
20.1 Introduction
This chapter is an overview of the ships safety procedures pertaining to emergency

situations. An emergency on this ship can be a fire, man over board, or any other situation that
would necessitate you to abandon ship. All personnel onboard must be familiar with the
procedures set forth in case of an emergency. This chapter will also inform you of the location
of many of the different pieces of emergency equipment on board, including but not limited to,
the fire screen doors, emergency fire dampers, manual fire pull handles, emergency shutoff for
machinery spaces, and fixed firefighting system locations.
20.2 Emergency Pull Devices
20.2.1 Fire Screen Doors
As per S9086-S3-STM-010/CH-555 of the …, which states that “A fire zone boundary, is a

physical boundary to retard the passage of flame and smoke. Fire zone boundaries confine a fire
within set areas and provide staging areas for fire parties.” Fire Screen Doors can be found in
numerous locations aboard the TSGB. The Fire Screen Door system includes any door labeled
FSD (such as those with windows found at stair tower entrances) as well as all doors operated by
the bridge-controlled “Fire Door Release System.” These doors afford a containing effect in the
event of a fire and are strategically placed to aid in the prevention of fire spread.
The magnetically held fire door lock is designed to release upon loss of electricity to its
electro-magnet (that is to say that it “fails closed”). This means that the doors will slam closed in
the event of a power failure as well as an opening of the circuit by the bridge. It should here be
noted that these magnetically actuated doors must be kept clear of any obstruction which could
impede proper operation as these doors. The fire screen doors are the first line of defense against
the spread of many non-machinery space related fires.
20.2.2 Ventilation Fans
The pull mechanisms for ventilation fans are located throughout the ship. These pull
lines can be seen coming from the overhead and have a red handle. When pulled these lines
close off ventilation to the area where the fire is being fought. It is normally the responsibility of
the fire response team to know where these handles are and which vents they close but it is not a
bad idea to get familiar with the general idea of where they are. All the lines have tags that tell
you what vents they close off so it is not necessary to memorize which pull lines do what.
20.2.3 Fire Alarms
To begin with a fire alarm is recognizable as a sounding of one continuous blast from the
general alarm.
On board the training ship Golden Bear there are many pull fire alarms located though
out the ship. These pull alarms are red in color and located chest level on the bulkheads. When
activated by pulling down on the handle, a signal will be sent up to the bridge, which must be
acknowledged within two minutes or the general alarm will sound. If a fire is seen by any
personal there should be no hesitation to pull the alarms. If two of the pull alarms are in close
proximity then pulling both would not be a bad idea just in case one malfunctions. A fire should
never be fought alone! Pulling an alarm should be the first thing done. However these alarms
should not be pulled if there is not a fire. A fire onboard ship is very serious and fooling around
by pulling an alarm falsely will not be tolerated.
Locating these fire pull alarms is easy and very intuitive. There are three general locations where
they can be found:
1) On the inside bulkheads as you are exiting the ship to go out on deck. They can be located
on either your left or right side.
2) On the bulkhead just before entering any of the stair towers.
3) Also they can be found any normal (non emergency exit) entrance to the Engine Room.
Note: No pull alarms are located out on deck. They must be activated from within the house.
Also, in the Engine Room, there are two alarms located on the port and starboard side of the
EOS. No other pull alarms are located elsewhere in the Engine Room.
20.3 Emergency Fuel Shutoff Devices
20.3.1 Auxiliary Oil Fired Boiler
The emergency shut off for the oil fired boiler is located on the port side exit from the
engine room on the main deck. It is between the door and a manual fire alarm pull. There is a
thin piece of glass protecting a button which would secure the boiler. In order the break the glass
there is a little hammer about six inches long which hangs on a chain attached to the forward end
of the box. PUSH ONLY IN AN EMERGECY.
20.3.2 Fuel Oil Transfer Pumps
Located in the AMR (Auxilary Machinery Room) the fuel oil transfer pumps are
probably the most likely place for a bilge fire which is why this is one of the few locations which
has the ability to have AFFF pumped into its bilges. You will learn more about AFFF in a later
chapter.
20.3.3 Fuel Oil Service and Booster Pumps
20.4 Releasing Fixed Extinguishing Agents
20.4.1 Halon 1301 Agent
The Halon 1301 agent is a halongenated methane compound, bromotrifluoromethane. Its

chemical symbol is CBrF3. Halon 1301 is a colorless, odorless, electrically nonconductive gas.
At ambient conditions, Halon 1301 has an approximate boiling point of -72° F and freezing point
of -270° F. By compression and removal of the heat of vaporization, Halon 1301 is liquefied and
stored in a liquid state. Halon is considered a smoothering agent because it is heavier than air
and thusly displaces the oxygen when it is released into a confined space (such as an engine
room). Displacing the air leaves none left for the fire to use to combust, and the fire is
suffocated.
CAUTION
It is important not to start any fire system falsely, but even more so in the case of Halon
because it capable of killing people. Just as in the case of a fire, Halon displaces air and a
person without air to breath would suffocate.
PURPOSE
The Halon 1301 System is used to extinguish fires in specific hazardous areas, in
equipment where agent cleanup creates a problem, or where a low-weight extinguishing agent is
required. The Halon 1301 System is used to protect the following:
a) Gaseous and liquid flammable materials

b) Electrical hazards
c) Gasoline and flammable fuels
d) Paper, wood and textile combustibles
e) Hazardous solids
LIMITATIONS
The Halon 1301 System must not be used to combat fires involving the following
materials since contact with Halon will cause a violent reaction:
a) Pyrotechnic chemicals containing their own oxygen supply, such as gunpowder, rocket
propellants, cellulose nitrate, and organic peroxides.
b) Reactive metals: sodium, potassium, magnesium, titanium, zirconium, uranium, and
plutonium.
c) Metal hydrides, such as lithium hydride.
20.4.2 Carbon Dioxide
A second method of extinguishing fires by smothering is the use of the inert gas, CO2.
CO2 is about 1.5 times heavier than air. This makes CO2 a suitable extinguishing agent because
it tends to settle down and blanket the fire. CO2 is a dry, non-corrosive gas, which is inert when
in contact with most substances and will not leave a residue and damage machinery or electrical
equipment.
In both, the gaseous state and the finely divided solid (snow) state, it is a nonconductor of
electricity regardless of voltage, and can be safely used in fighting fires that would present the
hazards of electrical shock. CO2 extinguishes the fire by diluting and displacing its oxygen
supply. If gaseous CO2 is directed into a fire so that sufficient oxygen to support combustion is
no longer available, the flames will die out. Depending on the fuel the fire is feeding off of, this
action will take place when the 21 percent oxygen content, normally present in air, is diluted
with CO2 to below 15 percent. Some ordinary combustible class A fires require that the oxygen
content be reduced to less than 6 percent in order to extinguish glowing combustion (a
smoldering fire).
CO2 has limited cooling capabilities, and may not cool the fuel below its ignition
temperature and is more likely than other extinguishing agents to allow re-flash. Therefore, the
firefighter must remember to standby with additional backup extinguishers. The temperature of
the burning substance and its surroundings must be lowered below its ignition temperature if the
fire is to remain extinguished. CO2 is not an effective extinguishing agent for fires in materials
that produce their own oxygen supply such as aircraft parachute flares. Fires involving reactive
metals, such as magnesium, sodium, potassium, or titanium cannot be extinguished with CO2.
Because of the relatively high temperature involved, these metal fuels decompose CO2 and
continue to burn.
CAUTION
CO2 can cause unconsciousness and death when present in fire extinguishing
concentrates. The reaction in such cases is most closely related to suffocation. A concentration
of 9 percent oxygen is about all that most people can withstand without losing consciousness
relatively quickly. Therefore, caution must be exercised when discharging CO2 in confined
spaces. A typical discharge of liquid CO2 has a white cloudy appearance due to finely divided
dry ice particles carried along with the flashing vapor. Some water will condense from the
atmosphere creating additional fog, which will persist for a time. So when discharging a CO2
extinguisher do not be alarmed at this sight.
20.4.3 AFFF System (Aqueous Film Forming Foam)
The AFFF (Aqueous Film Forming Foam) system utilizes a foam concentrate pump
capable of delivering the concentrate at a pressure slightly higher than the system’s water
pressure. The ratio controller (mixing device incorporated into each unit) and its companion
metering orifice maintain a constant 3% solution percentage over a wide range of flows. They
also supply pressure, provided that the foam concentrate and water supply pressures, at the ratio
controller, are equal. This pressure balance is achieved by utilizing a diaphragm type pressure
control valve with appropriate pilot lines which sense the foam concentrate and water pressures.
The valve reacts to the sensing signals by opening when the foam concentrate pressure becomes
higher and closing when it is lower than the water pressure. As the valve opens, it allows some
of the foam concentrate to pass back into the foam storage tank thus reducing the foam
concentrates pressure at the ratio controller in order to equal the water pressure. Conversely,
when the water pressure becomes higher than that of the foam concentrate, the valve closes and
allows less foam concentrate to pass into the storage tank this increasing the foam concentrate
pressure at the ratio controller to equal the water pressure.
OPERATION
The foam storage concentrate may be filled by opening the fill cup valve and pouring the
foam concentrate directly into the fill cup. Fill the tank with concentrate until it is at the 75
gallons level, as indicated on the sight glass. Close the fill cup valve. The system is fully
operational at this point.
In order to activate the system, proceed as follows:

1. Start the main fire pump and open the water supply valve.
2. Start the foam concentrate pump which automatically open the motorized main shut off
valve.
3. Open the discharge valve to one of the desired areas – Machinery Space Bilge or Helicopter
Hover.
4. When foam discharge is no longer required, close the mixing shot off valve.
5. Shut off the foam concentrate pump which will automatically closes the motorized main shut
off valve.
6. Allow the discharge devices to discharge until clear water is observed.
7. Shut off the main fire pump and close both the water supply and discharge valves.
20.4.4 Aqueous Potassium Carbonate
Aqueous Potassium Carbonate (APC) is used onboard the Golden Bear for extinguishing
burning cooking oil and grease in deep fat fryers and galley ventilation exhaust ducts. Aqueous
Potassium Carbonate solution consists of 42.2 percent potassium carbonate (K2CO3) and 57.8
percent water. A technique often used in combating liquid grease fires involving unsaturated
animal and vegetable oils and fats, is the application of alkaline solutions such as APC which,
upon contact with the burning surface, generate a soap like froth that excludes air from the
surface of the grease or oil. The light soap froth containing steam, causes CO2 and glycerin
bubbles to float on top of the burn, the fire is then extinguished.
The Range Guard Fire Extinguishing System (range Guard) is a fixed aqueous potassium
carbonate fire extinguishing system that is specifically designed for use with shipboard galley
deep fat fryers and their exhaust system. The system responds automatically to the detection of a
fire or it can be operated manually by the use of remote controls. A fire-extinguishing chemical
is discharged from the cylinder(s) through nozzles located over the deep fat fryers and in the
range hoods and plenums. Each system is completely self-contained, except for the electrical
connection to the appliance power.
OPERATION
The operation of the range guard is normally fully automatic; however, manual back-up
modes of operation are located at the cylinder assembly, pressure release control box, and the
remote manual control box.
Automatic Operation
Automatic operation of the range guard is mechanized by joining lengths of control cable
together with the fusible links located in detectors and placing the cable under tension with the
extension spring in pressure release control box. Excessive heats on a fusible link (360°F) melts
the link and release the cable tension. The extension spring pulls the lever toward it. This action
activates the pressure release cartridge, releasing nitrogen gas (300 psi) which activates lever
control head, causing cylinder to discharge.
Manual Operation
The range guard has three manual modes of operation available: remote manual control
box operation, pressure release control box operation, and cylinder assembly operation.
Remote Manual Control Box Operation: The remote manual control box is located near a
second exit. To operate, pull release pin on the front of the remote manual control box until
the wire and lead seal break. The cable release system is unanchored, which allows the
pressure release control box to energize the cylinder assembly valve. Opening the valve
discharge the system.
Pressure Release Control Box Operation: The pressure release control box is located near the
cylinder assembly or near the main exit. TO operate, lift the hinged door, breaking the wire
and lead seal. The extension spring pulls the lever toward it, which causes the cartridge to
discharge. The pressure from the cartridge opens the valve of the cylinder assembly,
discharging the system.
Cylinder Assembly Operation: The lever control head is located on top of the cylinder. To
operate, pull the release pin until the wire and lead seal break. Manually pull the lever on the
lever control head until it comes to a stop. This opens the valve of the cylinder assembly,
discharging the system
20.4.5 Machinery Spaces
The Machinery Room Halon 1301 System consists of: twelve (12) 550 lb. Halon
cylinders; two (2) 50 lb. Pilot CO2 cylinders, each equipped with a cable operated control head; a
control stop valve equipped with a cable operated control head; pressure operated switch; alarm
sirens; discharge delay receivers providing a 58 second delay; four (4) remote control pull boxes
connected by 1/16’’ cable to the cable operated control heads; and discharge nozzles.
Two pull boxes are located in the Engine Operating Station (EOS) 2-134-0; two pull
boxes are also located at the fire control station. In each set of pull boxes, one pull box controls
the pilot CO2 cylinders, the other controls the ½’’ control valve.
System actuation is accomplished by the operation of both remote manual pull boxes (in
EOS, at the fire control station, locally in the Halon Room). Operating the cylinder and valve
pull box actuates the CO2 pilot cylinders while operation of the control valve pull box opens the
control valve to permit the CO2 gas to discharge into the actuation piping. Pressurized CO2
provides the force required to operate the pressure switch, sound the alarm sirens, and open the
pressure-operated valves on the Halon cylinders. Halon 1301 gas is routed into the system
piping and discharged through nozzles installed in the space. In addition, the control head
mounted on the pilot CO2 cylinders is provided with a manual lever to permit local manual
actuation at the CO2 cylinders.
A preset time delay assembly in the CO2 piping provides an interval of 58 seconds
between the time the CO2 pressure sounds the alarm sirens and operates pressure switch and the
time Halon 1301 is discharged. The time delay is also provided with a manual control head to
permit manual bypass of the delay period.
20.4.6 Paint Locker
The paint locker is located on the fantail just port of the main decks most aft exit. The
paint locker has manually closed air dampers as well as several fire detecting sensors, one a
smoke detector and the other a CO2 detector, either of which will send an alarm signal to the
bridge.
20.4.7 Flammable Stores Lockers
There are really two rooms listed as the flammable liquid storage rooms, #1 and #2.
They are located on either side of the 2nd deck entrance to the steering gear hallway. The one of
port is #2 which is protected with Halon, and #1 is on the starboard side and is protected with
CO2
20.4.8 Emergency Diesel Generator
20.5 Emergency Watertight Doors
As per S9086-S3-STM-010/CH-555 Regarding watertight integrity, it is stated that

“Main transverse watertight bulkheads, the shell, and the damage control deck (uppermost deck
to which watertight bulkheads are carried), constitute the watertight envelope and subdivision
which will enable a ship to maintain watertight integrity and survive underwater damage.”
Two, emergency water tight doors are found on the TSGB: one between the Main
Machinery Space (MMS) and Auxiliary Machinery Room (AMR) and one between AMR and
shaft alley. Upon closure they seal, from one another, the spaces that they stand between,
ensuring watertight integrity of the MMS in the event of leaks developing in the after machinery
spaces. They are hydraulically activated sliding doors and can be closed locally or remotely
from three locations:
The Bridge
Fire Control Room
01 Deck, starboard side, aft house weather deck
20.6 Fans and Vents
20.6.1 Machinery Spaces
Breakers for the engine room's ventilation fans are located in the aft-most fan room 2-
154-0, (in the area most commonly known as the "horseshoe"). In the event of a fire, these
breakers need to be tripped to insure that the air flow into and out of the engineering space has
halted. The ventilation if not secured could supply adequate air for combustion to continue after
the release of an extinguishing agent in the engine room. It could also provide a way out of the
confined space for the extinguishing agent. The supply and exhaust fans must also be tripped to
help prevent an explosion. These breakers are located in the EOS behind the Main Control
Console. The intake and exhaust vents are physically located on the 04 deck, or “Helo” deck.
The vanes for these vents are tested each week when the fire drills aboard the Golden Bear take
place. The supply vents are pneumatically actuated and are tripped closed when the supply fans
are not in operation. An emergency stop button for the fans is located in the Fire Control Room
on the main deck. The exhaust vents have a pull pin on the linkage that must be pulled to secure
air flow from the engine room.
20.7 Fire Response
20.7.1 Standard Processions
20.7.2 Laundry Facilities
20.7.3 Galley
20.8 Man Overboard
In the case of a man overboard drill there will be advanced notice that it is a drill, and to
find out if you are on the MOB team as well as your post, you need to look on the billet list. The
man overboard emergency is horned with a morse code “O” which is two long horn blasts.
20.9 Abandon Ship
In the case where it was necessary to abandon ship the ship would sound more than 6
short horn blasts followed by one long one.
When abandoning ship there is a set course of actions that need to take place to release
the different water craft. In order to know which boat or raft that you are in you must once again
look at the billet list. On the billet list you will find which you are in as well as what number you
are in and what you are supposed to do to assist in the launching of the craft.
LAUNCHING A LIFE RAFT

1. You must first break the line that is strapping it into it’s saddle.
2. Next you must take the end of the painter that is sticking out of the end of the container and
make it fast to the safety railing.
3. Throw the entire container over the side of the ship near where you tied the painter.
4. Once the container is in the water, give the painter a good tug to release the CO2 in the
cylinder under the raft.
5. Once the raft is inflated bring it as close to the ship as it can safely be.
6. Make sure that everyone has a lifejacket on as they begin to enter the water or the raft,
otherwise make sure someone already in the raft passes their lifejacket back for the person
about to enter.
7. After entering the raft the first order of business should be to cut the painter with as much
length as possible in case you need it later.
8. EVERYONE is to take the seasickness pills, vomiting is a waste of necessary proteins.
LAUNCHING A LIFEBOAT
1. Put in the boat plug.
2. Release the gripes.
3. Put out the fenders.
4. Lower the boat slowly to the embarkation deck.
5. Attach the frapping lines.
6. Release the manropes.
7. Release the tricing pendants.
CAUTION: At this point it is a necessity to stand clear of the mechanical release for the
lifeboat.
8. Embark the lifeboat.
9. Slowly lower the lifeboat to the water.
10. Those remaining above need to now climb down into the lifeboat using the rope ladder that
should be available.
11. Release the lowering lines.
12. Release the sea painter attempting to get as much of it as possible.
CHAPTER 21
LIFESAVING
21.1 INTRODUCTION: ................................................................................................. 1
21.2 LIFEBOAT CONSTRUCTION: ............................................................................ 2
21.3 PROCEDURES FOR CHECKING AND LOWERING A LIFEBOAT:............... 2
21.4 MAJOR COMPONENTS OF THE DAVIT SYSTEM:......................................... 3
21.5 LIFE BOAT NUMBER 1 ....................................................................................... 4
21.5.1 Start Up ................................................................................................................ 4
21.5.2 Securing Engine ................................................................................................... 5
21.6 LIFE BOAT NUMBER 2 ....................................................................................... 5
21.6.1 Start Up ................................................................................................................ 5
21.6.2 Securing Engine ................................................................................................... 6
21.7 TROUBLE SHOOTING SMALL DIESEL ENGINES ......................................... 6
21.7.1 Fuel Problems ...................................................................................................... 7
21.7.2 Temperature Problems ......................................................................................... 7
21.7.3 High Water Temperatures.................................................................................... 8
21.7.4 Air Cooled Engines.............................................................................................. 8
21.7.5 Exhaust Leaks ...................................................................................................... 8
21.8 SMALL CRAFT ENGINEERS.............................................................................. 9
21.8 1 Initial Start Up and Check Out............................................................................. 9
21.8.2 Radio Problems.................................................................................................. 10
21.8.3 Shut Downs........................................................................................................ 10
21.1 INTRODUCTION:
The lifeboats and launch equipment are provided for evacuation of ship’s
personnel in time of emergency. This equipment is fully U.S. Coast Guard approved and
is designed for launching with the ship experiencing up to 20 degrees list and/or 10
degrees trim. Six lifeboats and launching systems are provided as well as 12 life rafts.
Two of the six are totally enclosed lifeboats. The two forward uncovered lifeboats are
diesel engine propelled and have oars as backup, and the two aft uncovered lifeboats have
oars only. The two fully enclosed lifeboats are diesel engine propelled.
This is lifesaving equipment, the importance of which cannot be overemphasized.
Precautions should be taken to see that this vital equipment is not tampered with. This
equipment should be operated, maintained and serviced by appropriately qualified
personnel.
Regularly scheduled drills must be held to assure that the ship’s personnel are
comfortable with the operation of this equipment. It should be properly maintained so
that it remains in an “at ready” condition at all times.
As a prerequisite to Cruise 150, Marine Survival covers all of the essential
material required by the U.S. Coast Guard’s 33 CFR.

21.2 LIFEBOAT CONSTRUCTION:
The lifeboats are made of fiberglass reinforced plastic (F.R.P.). The boats are
constructed of layers of fiberglass material, each impregnated with fire retardant resins.
This type of construction offers light weight combined with floatation, making stripping
and inspection of the individual units unnecessary. Boats are fitted with the required
survival equipment and provisions in correspondents with the United Sates Coast Guard
specifications.
21.3 PROCEDURES FOR CHECKING AND LOWERING OF A

LIFEBOAT:
1. The Person In Charge (PIC) musters their crew and orders a person to check out the
lifeboat while it is in the stow position, details personnel for duties such as; retaining
bar release hooks/gripes, and power switch, boarding ladder and fenders.
2. The person checking the lifeboat should affirm that the boat plug is in, sea painter is
properly rigged, tricing pennants are secured in place, man ropes unlashed, and tiller
and rudder checked.
3. The PIC, in an emergency, orders boarding ladder put over the ship’s side.
4. Secure the fenders at the ship’s side
5. Rig the sea painter forward of the boat to a secure point on the ship. The sea painter
is tied to the most forward thwart on the lifeboat. The sea painter also should be free
of all obstructions.
6. A person is to be assigned to lower the lifeboat and must stand by the brake.
7. Two people are to be assigned to stand by the McCluny hooks on the retaining
hooks/gripes.
8. When the person checking the lifeboat is done doing their check on the boat, release
the McCluny hooks on the retaining bars and make sure that the davit tracks are free
of obstructions.
9. Lower the lifeboat to the embarkation deck .
10. Place Bowman and Coxswain in the boat plus two personnel to work the Rottmer
releasing lever. Attach the frapping lines and wait for the order to man the boats.
This order is given by the Master.
11. If the Master gives the order and when the lifeboat is fully manned, put power to the
davits and hoist the boat to the davit head, taking the weight off the tricing pennants.
The PIC gives all the orders in this procedure. Give the order “Hoist the Lifeboat” to
hoist it up and “High Enough” when the boat weight is supported by the davits.
12. The PIC gives the order to remove the lashings on the McCluny hooks attaching the
tricing pennants. The tricing pennants should be release at the same time otherwise
the boat will rock and can throw someone out of the boat.
13. The lifeboat should be lowered to just above the water line and the PIC gives the
order to remove the securing pin on the Rottmer releasing lever.
14. When the boat hits the water the PIC tells the Coxswain to release the Rottmer
releasing lever. The Coxswain gives the order to the two personnel and they move
the lever over to the opposite side of the boat thus releasing the lifeboat from its falls.
15. The Coxswain turns the steering oar in the appropriate direction to steer away from
the ship. Take care not to allow any of the blocks to hit anyone .
16. Once the boat is clear of the ship the sea painter is to be released.
21.4 MAJOR COMPONENTS OF THE DAVIT SYSTEM:

FALLS: Falls are the ropes (wire or fiber) used in hoisting and lowering lifeboats. They
are secured to the davit and lifeboat releasing hooks.
DAVITS: A davit is designed to launch, retrieve, and stow a lifeboat. The davit consists
of a pair of crescent shaped arms mounted on rollers, installed in a pair of inclined
trackways, on which the arms travel from the onboard to the outboard positions. The
boat is lowered to the water by gravity, under control of the centrifugal and manual
brakes on the winch. The boat is hoisted from the water and the arms are brought to their
stowed position by the winch, which can be hand cranked in the event of a power failure.
WINCH: The winch is designed for gravity lowering with electric power hoisting. This
double-drum winch has a totally enclosed gear case lubricated by an oil bath.
SHEAVES: Sheaves are pulley wheels which falls are led through. The sheaves are on
the davit arm. Sheaves must have a diameter at the base of the groove equal to at least
twelve times the diameter of the wire rope. These must be inspected every 60 days.
FALL BLOCK RINGS: Fall block rings are the rings connected to the fall block at the
end of the fall, and connect the fall block to the Rottmer releasing hooks at each end of
the lifeboat.
BELLY GRIPES: Belly gripes are ropes that hold the boat in the cradle when secured for
sea.
CRADLE: The cradle is the place where the boat sits when secured for sea.
LOCKING BAR: The locking bar prevents the boat from falling off the ship in case of a
brake failure.
LIMIT SWITCH: A limit switch is a switch on the upper portion of the davit arm. When
raising the boat back into the cradle, it will hit the switch and the winch will stop. The
boat has to be cradled the rest of the way by hand.
BRAKE RELEASE LEVER: The brake lease lever removes the brake, allowing the ship
to move downwards.
LIFEBOAT SKATES: As the lifeboat is being lowered it can slam against the hull of the
ship. To prevent damage skates are on the inboard side of the boat.
21.5 LIFE BOAT NUMBER 1
21.5.1 START UP
First check the fuel level in the tank located in seat just forward of engine box.
The Tank should be full or nearly so to provide for 24 hours at six knots. There are port
and starboard lifeboat fueling stations amidships on the outside main deck.
1. Open the forward engine hatch and make initial visual inspection of the
engine, hoses, and belts. Check for any oil or coolant that may have leaked
out of engine while the boat was inactive.
2. Check the water level in the expansion tank. Note any soot or oil in the
coolant. Add coolant/water mixture if necessary.
3. Check the oil level on the dipstick. The oil should be at the high mark level
on the dipstick. Add oil if necessary.
4. Open the aft engine hatch and check the gear oil level.
5. Set the raw water valves in the water operation, or set the valve so suction is
through the line to the water bucket. Use a full 5-gallon water bucket for an
out-of-water engine test.
6. Check pressure at the accumulator tank. You will need approximately 2300
pounds on the gauge to turn the engine over fast enough to start. If the gauge
reads low, the tank must be pumped up with the engine mounted hand pump.
To pump up the tank by hand, open the valve at the tank discharge. Use the
long rod that is mounted inside the stbd side of the motor box.
7. Once pressure is built up, keep the valve open at the accumulator tank. When
the engine is running it will pump up the tank with an engine driven hydraulic
pump.
8. Make sure the shut off rod is pushed in.
9. Pull throttle rod out approximately ½ inch.
10. Insure that prop is clear of lines.
11. Start engine.
12. Check to see that a good stream of water is coming out the port exhaust. The
engine is starting cold, so you will get blue exhaust smoke until the engine
warms up.
13. Watch the oil pressure gauge. Pressure should be at least 20 lbs.
14. While the engine is running, make a visual check of running components.
Observe all hoses at connections. Observe water temperature gauge, which
should be near 175 degrees. Check for any oil or coolant leaks.
15. To stop the engine, slow engine throttle down and pull out stop rod.
NOTE
If the engine has been running hard for an extended
period, run it at idle for 5 minutes
before shutting down.
21.5.2 SECURING ENGINE
After shutting down engine, make a visual inspection of the engine. Wipe
down motor and engine sump. Note any problems that can be corrected before
the next start up. Report any problems to the Second Engineer immediately.
Check the level in the fuel tank. Report tank level findings and oil usage to the
Second Engineer.
This lifeboat is set up for immediate emergency use. Do not leave it in

a condition that will impair its operation.
21.6 LIFE BOAT NUMBER 2
21.6.1 START UP
1. Check the fuel tank level. The tank should be full or nearly so to provide for
24 hours at six knots.
2. Open the engine hatches to make a visual inspection of the engine.
3. Check the oil levels in both the engine and the transmission. Add oil, if it is
needed, to proper high mark on the dipstick. This engine is air-cooled. No
water check is needed.
4. Set the compression lever to the open position.
5. Set up the hand crank at fwd hatch of the engine.
6. Make sure the stop lever is in and the throttle lever is approximately ½ inch.
7. The engine is ready to start.
8. Have one person rotate the engine briskly for approximately 10 turns. As the
engine is being turned over, throw the compression lever to the closed
position. The engine will buck but it will start.
9. Make a visual inspection of the running engine.
10. Stop the engine by pulling out the stop rod until the engine stops completely.
21.6.2 SECURING ENGINE
After shutting down the engine, make a visual inspection. Note any oil
leaks. Wipe down engine and sump. Note any problems that can be corrected
before the nest start up. Notify the Second Engineer of any problems so that they
can be dealt with before the next start up.
Check the level in the fuel tank. Notify the engineer in charge if fuel has
to be added before next start up.
This lifeboat is set up for immediate emergency use. Do not leave this
boat in a condition that will impair its intended propose.
21.7 TROUBLE SHOOTING SMALL DIESEL ENGINES
The two most common problems causing no start in small diesel engines are
SLOW CRANKING SPEED and NO FUEL GETTING TO THE INJECTOR
NOZZELS.
Engines must turn over fast enough to create the proper firing conditions. Before
breaking out the wrenches, make sure the engine is turning over at the proper RPM.
Check out the hydraulic pressure in the accumulator tank and the lines leading to the
hydraulic start motor.
If the starter does not turn, check the valve line up. Make sure you have the right
valves opened. Also, check to see that the starter pinion is not jammed into the engine
flywheel.
In electrically started engines, the batteries must be fully charged to provide

enough power to the starter motor. A low battery will not roll an engine over fast
enough. So check to see that all connections are clean and tight. Check the starter
solenoid. A clicking or buzzing sound indicates a low battery or bad connection. No
click means a dead battery, a very bad connection, or a stuck starter motor or solenoid.
Slower starts can also be caused by cold conditions. Many engines do not have
pre-start block heaters. Very cold lube oil will make turning engines over difficult.
The final and most serious problem is an engine that is hydraulically locked. This
is an engine that has some form of liquid that has leaked into one of its cylinders. The
liquid, most likely engine coolant, cannot be displaced or compressed as the engine turns
over. If the engine is forced to turn over, or it turns over due to other cylinders firing,
serious damage will occur to the piston, connecting rod, liner or engine block, and the
cylinder head. The cause of such a problem must be ascertained immediately and
remedied at the earliest opportunity so that the boat is ready for use in an emergency.
21.7.1 FUEL PROBLEMS
It is very hard to starve an engine of air. However, no fuel entering a cylinder

will result in no firing and no start.
Start with the basics. Is the shut down rod pulled? Is any device meant to shut
down the fuel supply turned off? Check the throttle and stop lever linkage. The rod may
be in a proper position, however the lever it connects to may be disconnected and in a
stop position.
If everything is in the proper position, start at the fuel tank and work your way
back to the engine. Check the fuel, check to see that the shut off valve is open. Check
for any obvious fuel line leaks. Intake lines will leak while the engine is shut down. Air
will enter at these leak points. Air in any point in the fuel lines will prevent fuel from
reaching the injector nozzles.
If all connections are tight and stop levers are in the proper positions the engine
should start. Don't waste energy continually cranking the engine. Begin a process of
gently cracking open fuel lines after the fuel pump to see if you have fuel going to the
engine. Don't crack open filters until you determine there is no flow out of its discharge
point. While the engine turns over, you should have a positive steady flow at each
cracking point. Fuel should not spurt or bubble. If you do note air, keep the fitting open
and purge the air out until you get a steady stream of fuel while cranking over the engine.
Continue this purge process all the way to the nozzles or injectors. Make sure that you
retighten all cracked open connections.
Once you get a clean steady flow of fuel to the injector or nozzle, the engine will
start.
21.7.2 TEMPERATURE PROBLEMS
Hot engines should not be shut down too fast. Idle down and see if the
temperature goes down. If you continue to get a dramatic rise shut down and correct the
problem. If you do get a change, stop the engine after it has cooled down to an
acceptable, lower temperature. Do not operate an engine without coolant in it. Loss of
coolant in the head and around the cylinders will cause severe problems.
High operating temperatures with water-cooled engines are easy to troubleshoot.

Coolant in the engine and lube oil coolers has to be cooled by saltwater that is pumped
through an engine-mounted heat exchanger. You have two pumps. One is the fresh
water pump; the other is the salt or raw water pump. The pumps are belt driven off
engine space pulleys.
21.7.3 HIGH WATER TEMPERATURES
♦ Low coolant level

♦ Broken belt
♦ Damaged or burned out raw water pump impeller. Impellers burn up very fast when
they run without water.
♦ Raw water inlet clogged.
♦ Malfunctioning engine water cooling thermostat.
♦ Damaged or worn fresh water pump impeller.
21.7.4 AIR COOLED ENGINES
Air-cooled engines are cooled by air flowing or being drawn into the engine air
box. Opening up the box will often interrupt the flow or disrupt it to a point where not
enough cool air is being drawn across the engine. Make sure your engine is properly
shrouded. Also, check the Air Intake filter. Check to see that no gear or tarps are
covering the inlet screens.
21.7.5 EXHAUST LEAKS
Engine exhaust leaking into the engine housing will cause the engine to run very
poorly or shut down completely. On a properly closed housing, the engine will breathe
its own air-depleted exhaust. This will result in black smoke. If you do develop a leak,
correct it immediately. If you are running, make sure more air can get to the engine inlet
by cracking open the engine box.
21.8 SMALL CRAFT ENGINEERS
On the Golden Bear, there are 9 boats:
1. Diesel powered lifeboat (Westerbeek)

2. Diesel powered lifeboat (Westerbeek)
3. Oar powered lifeboat (Lister)
4. Oar powered lifeboat (Lister)
5. Fully enclosed lifeboat
6. Fully enclosed lifeboat
9. Ship’s Launch
10. Fast Rescue Launch (Zodiac)
12. Captain’s launch (Boston Whaler)
Boats Number 7 and 8 remain at the CMA campus and are not used during Cruise,
primarily due to lack of deck space. These boats were used as liberty launches aboard the
Golden Bear II.
21.8 1 INITIAL START UP AND CHECK OUT
You will need to show up at least one half hour before launch to properly check
out your boat. Do not show up after the boat is being launched, as you will require
adequate time prior to that point in order to perform the following checklist:
Check out:
♦ Fuel
♦ Coolant levels
♦ Oil level in both engine and gear box
♦ Belts and Hoses
♦ Throttle Linkage and Steering
Aboard each craft, you should have additional oil for the engine and gear-
box, hydraulic oil for steering, and 5 gallons of coolant/water mix. Aboard the
ship, we also carry fuel filters, belts, light bulbs, and more oil if needed. You will
need a complete tool bag to make any minor repairs onboard.
During operations, position yourself to keep an eye on the engine lube oil
pressure and water temperature gauges. Listen to the normal operating sounds of
the engine. Make frequent checks of the engine during idle periods. Tighten
loose belts and hose clamps if needed. Periodically check the fuel level in the
tank.
NOTE
Do not take previous engineers "OK". Check everything yourself to be sure.
21.8.2 RADIO PROBLEMS
If you experience problems and need to radio the ship, be clear and concise with
your radio transmission. Contact the Second Engineer, if he/she is aboard, or the
engineering Duty Officer. Make the contacts yourself, not by second party. Give a clear,
short explanation of your problem. Wait for instructions. Do not run an engine without
oil! If an engine will not start, do not waste energy. If the engine is hand cranked, use all
the available crew- take turns. If it is started off the batteries, do not run the cranking
battery down trying to start the engine. Analyze your problem before wasting too much
energy.
21.8.3 SHUT DOWNS
When you are getting ready to shut down, record the fuel level in the boats' tanks.
Top off water and lube oil. Wipe down the engine and spaces. Note any problems.
Contact the Second Engineer if repairs are needed.
21.9 LIFERAFTS
Aboard The Golden Bear, there are 12 liferafts. These rafts are secured to the
deck on the 02 Deck port and starboard. To release them manually, the lines must be
unfastened from the cradle. The rafts are fitted with a hydrostatic release that, in the event
of the ship sinking, will actuate at ten feet below the surface of the water. This allows the
raft to float to the surface, whereupon a line attached to it pulls on the inflation
mechanism.
As to Coast Guard’s 46 CFR Part 117.202, each vessel certificated to operate on
an oceans routes in cold water must be provided with inflatable liferafts of an aggregate
capacity that will accommodate at least 100% of the total number of personnel permitted
on board. In warm water ocean routes, the vessel must supply inflatable buoyant
apparatuses to accommodate at least 67% of the total number of personnel permitted on
board. Life floats must be in capacity of 100% of total number of personnel permitted on
board.
Aboard the Golden Bear, each lifeboat has a 25 person capacity. The Coast
Guard requires that a liferaft have at least a six person capacity.

CHAPTER 22
SEAWORTHINESS
22.1 NDRODUCTION: .................................................................................................. 1
22.2 WATERTIGHT INTEGRITY AND SEAWORTHINESS OF THE SHIP: .......... 1
22.2 WATERTIGHT INTEGRITY INSPECTIONS: .................................................... 1
22.2.1 Watertight Doors:............................................................................................. 1
22.2.2 Electrical Wire Connectors:............................................................................. 2
22.2.3 Pipes:................................................................................................................ 2
22.2.4 Manhole Accesses:........................................................................................... 2
22.2.6 Ventilation: ...................................................................................................... 2
22.3 WATERTIGHT INTEGRITY AND SEAWORTHINESS OF THE SHIP: .......... 3
22.1 NDRODUCTION:
Aboard a ship, each room and the contents of that room must be sea worthy. All
heavy objects, including desks, computers, lockers, bunks, and dressers, are secured to
either the bulkhead or deck. Pipes are secured to protect the crew from leaks. Water
tight doors separate spaces for boundary mitigation for fires and floods.
22.2 WATERTIGHT INTEGRITY AND SEAWORTHINESS OF THE SHIP:
The exterior of the ship must be watertight and weather-tight. There are three area that
are looked at:
1) Submerged Hull: This can only be done during dry dock. Sea chests, the
propulsion shaft, and the hull itself.
2) Hull Above the Waterline: Overboard lines, such as the distillation plant
overboard line, must be welded to the hull to seal the hole. Portholes on the
hull should be either non-opening or sealed with gaskets and dogs.
3) Decks and Houses: The doors entering the houses must be weather-tight and
watertight. The sounding tubes on the deck must have screw in caps to
prevent water from entering the various tanks. All the vents on deck should
be gooseneck shaped and have ball floats. Ventilation ducts should be welded
where they go through the deck or bulkhead. They also should have covers
with gaskets and dogs for securing on heavy weather.
22.2 WATERTIGHT INTEGRITY INSPECTIONS:
22.2.1 Watertight Doors:
Door Gaskets: The gasket material should be soft and pliable. The gasket should
not have cracks, especially look at the corners. The gasket should be clean and
free of paint.
Door Hinges: The hinges should hang the door in such a matter that the knife-
edge is centered on the gaskets.
Dogs: Dogs should have no play where they pass through the door and they
should turn freely. When closing the door the dogs should come up half-way on
the wedges that they engage. If they do not come up half-way, spacers, under the
nut holding the dog, should be added.
Knife-Edge: The knife-edge should be smooth and clean. If there are bends,
gouges, or bumps the watertight integrity is compromised. Painting the knife-
edge also compromised the watertight integrity. If the paint chips off there will
be gaps where water can leak in. Rust is also a problem. It causes bumps which
cause gaps in the seal. To test the seating of the knife-edge on the gasket. Rub
chalk on the knife-edge and close the door. There should be an even chalk line on
the gasket. Any gaps indicate probable leaks. This test is called the “Chalk Test”
22.2.2 Electrical Wire Connectors:
Electrical wire runs throughout the ship, and they pass through the bulkheads and
deck. To seal the hole made in the deck or bulkhead stuffing tubes are used. The wire
passes through the tube and packing is stuff into the tube. A compression nut is screwed
on top of the tube and compresses the packing. To test the integrity of the stuffing tube,
pull on the wire, if it does not move it is generally watertight.
22.2.3 Pipes:
Generally sealed by welding them to the bulkhead or deck that they pass through.
Inspection of the integrity includes the quality of the weld and any corrosion.
22.2.4 Manhole Accesses:
Manhole covers are put over the actual manhole access. These have a gasket that
should be checked for flexibility, corrosion, and discoloration. The cover itself has studs
and nuts that should be place and tight.
22.2.5 Shafts and Reach Rods:

Shafts are generally sealed by synthetic rubber rings that bolt to the bulkhead and
the shaft passes through with a very close clearance. Check for resilience of the seal
material and any rips or worn areas.
Reach rods are generally sealed with packing glands similar to the ones on the
valves that they service. The reach rod can be grabbed and pushed side to side. There
should be no movement at the packing gland. The area around the gland can be checked
for moisture and corrosion which would indicate that it is leaking.
22.2.6 Ventilation:
Generally, ventilation ducts do not transverse watertight bulkheads. Exceptions

on the T.S.G.B. are the two that go through the bulkhead over the watertight door into
after steering. They are fitted with valves for sealing off the vent in the event of flooding
or fire. Where vent ducting passes through a deck, inspect for corrosion in the area.
22.3 WATERTIGHT INTEGRITY AND SEAWORTHINESS OF THE SHIP:

CHAPTER 23
FIREFIGHTING SYSTEM
23.0 Dangers of fires ......................................................................................................... 2

23.0.1 Introduction.......................................................................................... 2
23.0.2 Classifications of fires ......................................................................... 2
23.1 FIRE CONTROL.................................................................................... 3
23.1.1 Fire Screen Doors ................................................................................ 3
23.1.2 Fire Zone Boundary ............................................................................. 4
23.1.3 Watertight Door ................................................................................... 4
23.1.4 Characteristic ....................................................................................... 5
23.1.5 Control ................................................................................................. 5
23.2 FIRE ALARMS ...................................................................................... 6
23.2.1 Introduction.......................................................................................... 6
23.2.2Manual Fire Pull Handles ..................................................................... 6
23.3 SMOKE/ FIRE DETECTION ................................................................ 6
23.3.1 Introduction.......................................................................................... 7
23.3.2 Control Panel ....................................................................................... 7
23.3.3 Standby Mode ...................................................................................... 7
23.3.4 Trouble Mode ...................................................................................... 7
23.3.5 Power Failure Mode............................................................................. 8
23.4 CARBON DIOXIDE .............................................................................. 8
23.4.1 Introduction.......................................................................................... 8
23.4.2 Detail.................................................................................................... 9
23.5 AQUEOUS POTASSIUM CARBONATE ............................................ 9
23.5.1 Introduction.......................................................................................... 9
23.5.2 Detail.................................................................................................. 10
23.5.3 Operation ........................................................................................... 10
23.5.4 Automatic Operation.......................................................................... 10
23.5.5 Manual Operation .............................................................................. 10
23.5.6 Remote Manual Control Box Operation............................................ 11
23.5.7 Pressure Release Control Box Operation .......................................... 11
23.5.8 Cylinder Assembly Operation ........................................................... 11
23.6 AFFF SYSTEM .................................................................................... 11
23.6.1 Introduction........................................................................................ 11
23.6.2 Operation ........................................................................................... 12
23.6.3 Normal Operation .............................................................................. 12
23.6.4 Emergency Operation ........................................................................ 12
23.6.5 Concentrate Line Flushing................................................................. 13
23.7 Halon 1301............................................................................................ 14
23.7.1 Introduction........................................................................................ 14
23.7.2 Halon 1301 Agent.............................................................................. 14
23.7.3 Releasing Halon................................................................................. 14
23.7.4 Purpose............................................................................................... 15
23.7.5 Limitations ......................................................................................... 15
23.7.6 Machinery Room System .................................................................. 15
23.7.7 Auxiliary Machinery Room, Emergency Generator Room, Flammable
Liquids Storeroom, Paint Room System ...................................................... 16
23.7.8 If Halon is Released ..................................................................... 17
23.7.9 Local Operation ........................................................................... 17
23.0 DANGERS OF FIRES
23.0.1 Introduction
In order for a fire to be produced there must be oxygen (to combine with fuel
vapor), heat (to raise the temperature) and fuel (to vaporize and burn). Examples of
gaseous fuels onboard a ship include acetylene, propane and hydrogen. When fuel is mix
with oxygen they produce a flammable vapor. When a heat source (ignition) is added,
the fire will burn until one of the three factors of a fire is eliminated. If any side of the
fire triangle is missing, a fire cannot start. If any side of the fire triangle is removed, the
fire will go out.
Fires can generate temperatures up to 1,000 degrees F. Temperatures that exceed
150 degrees F become hazardous to humans. Carbons Monoxide, Carbon Dioxide and
smoke are introduce in gaseous form when a fire is produced. Unconsciousness occurs
when there is less than ten percent of oxygen in the air. Smoke makes if difficult to
breathe and vision is blurred. If less than 1.3 percent of carbon monoxide is exposed to
the lungs, less than three breaths can result in unconsciousness. Carbon Dioxide attacks
the respiratory system and prevents oxygen from reaching the lungs.
23.0.2 Classifications of fires
Classifications of fires Details Extinguisher

Class A Fires involve products such as Water (straight or fog pattern),
paper, wood and fibrous material. AFFF if fire is deep-seated
Class B Fires involve substances such as AFFF, Halon, APC, CO2

gasoline, fuels and any other
flammable liquid.
Class C Fires involve electrical fires. Nonconductive agent such as
CO2, water spray at prescribed
distance
Class D Fires involve combustible metals Halon, water in large quantity in
such as magnesium and titanium. a for pattern
Note:
Flammable gas fires should never be extinguished unless
there is a reasonable certainty that the flow of gas can be
secured. There may be small explosion when water is
applied to burning Class D materials.
23.1 FIRE CONTROL
23.1.1 Fire Screen Doors

Fire Screen Doors close off fire zone boundaries and can be found in numerous
locations aboard the TSGB. The Fire Screen Door system includes any door labeled FSD
(such as those with windows found as stair tower entrances) as well as all doors operated
by the bridge-controlled “Fire Door Release System.” These doors afford a containing
effect in the event of a fire and are strategically placed to aid in the prevention of fire
spread.
The magnetically withheld fire door is designed to release upon loss of electricity
to its electromagnetic restraining device (that is to say that it “fails closed”). This means
that the doors will slam closed in the event of a power failure as well as an opening of the
circuit by the bridge. It should here be noted that these magnetically actuated doors must
be kept clear of any obstruction which could impede proper operation as these doors are
the first line of defense against the spread of many non-machinery space related fires.

23.1.2 Fire Zone Boundary
A Fire Zone boundary is a physical boundary o retards the passage of flames and
smoke. Fire Zone boundary confine fires within set areas and provide staging areas for
fire parties.
As per S9086-S3-STM-010/CH-555, it is stated that “A fire zone boundary, is a
physical boundary to retard the passage of flame and smoke. Fire zone boundaries
confine a fire within set areas and provide staging areas for fire parties.” Also, regarding
watertight integrity, it is stated that “Main transverse watertight bulkheads, the shell, and
the damage control deck (uppermost deck to which watertight bulkheads are carried),
constitute the watertight envelope and subdivision which will enable a ship to maintain
watertight integrity and survive underwater damage.”
Space Protection/ Location Table

Zone Number Space Name Location
1 EDG Room 03-70-0
2 Paint Room 01-76-2
3 Flammable Liquid Storeroom 2-166-2
4 Engine Room 2nd Deck 2-114-0
5 ER 10' Grating Level 3-114-0
6 ER 23'0'' Level 4-114-0
7 ER tank top 5-114-0
8 spare zone ~~~~~
9 EOS 2-134-0
10 ER - Manual pull station:
Main Deck Port & Stbd 1-128-1 & 2
01 level Stbd 01-129-1
02 level Stbd 02-134-1
11 Wheel House - Manual pull station 04-54-1
12 AMR 5-144-0
13 SSDG unit number 1 3-127-1
23.1.3 Watertight Door

Two, emergency watertight doors are found on the TS Golden Bear: one between
the Main Machinery Space (MMS) and Auxiliary Machinery Room (AMR) and one
between AMR and Shaft Alley. They operated on 440 volts AC, 3 phase, 60 Hertz.
These watertight doors are classified as a horizontal typed and conforms to the US Coast
Guard requirements for Class III doors. The basic use of this type of door is to seal off
compartments in case of emergency. Upon closure they seal, from one another, the
spaces that they stand between, ensuring watertight integrity of the MMS in the event of
leaks developing in the after machinery spaces.
23.1.4 Characteristic
i. Flame tight and watertight

ii. It can be power operated from a remote position and from local positions on each
side of the bulkhead.
iii. In case of power failure, it can be operated manually from local positions on each
side of the bulkhead and from a remote position above door.
iv. It is designed to withstand a 34.64’ head of water.
WARNING:
Prior to operation ensure that all personal and/or equipment
are free door.
Caution:
Do not operate door with shut off valves closed as this will
back pressure the hydraulic pumps and cause rupture of the
shaft seals.
23.1.5 Control
a) The local hand pump is provided for manual hydraulic operation is case of power
loss.
b) Remote hand pump, located on the 01 Deck, starboard side, aft house weather
deck, provided manual hydraulic operate to close the door only from a remote
position above the bulkhead deck.
c) A Controlex indicator assembly located at the remote hand pump, gives visual
mechanical indication of the door’s position.
d) Local control switches located on each side of the bulkhead, open and close the
door electro-hydraulically.
e) A switch is provided at the EOS, Bridge, and Fire Control Room which allows
remote closing of the WTD.

23.2 FIRE ALARMS
23.2.1 Introduction
On board the training ship Golden Bear there are many pull fire alarms located
though out the ship. These pull alarms are red in color and located chest level on the
bulkheads. When activated by pulling down on the handle, a signal will be sent up to the
bridge, which must be acknowledged within two minutes or the general alarm will sound.
If a fire is seen by any personal there should be no hesitation to pull the alarms. In fact, it
is recommended that you pull as many as possible until you can get the word out that
there is a fire. A fire should never be fought alone! Pulling an alarm should be the first
thing done. However these alarms should not be pulled if there is no fire. A fire onboard
ship is very serious and fooling around by pulling an alarm falsely will not be tolerated.
23.2.2Manual Fire Pull Handles

The emergency fire pull handles are located outside of every stair tower exiting
door, on the inside to every hatch leading outside the ship’s houses, and on the outside of
every exit door from the engine spaces. These emergency fire pull handles are all small,
red and are mounted about four feet above the deck. Once the handles are pulled a signal
is sent to the bridge which either is acknowledged within 2 minutes, or the fire alarm is
sounded. This is represented by one continuous ringing of the general alarm.
Locating these fire pull alarms is easy and very intuitive. There are three general
locations where they can be found:
1) On the bulkheads as you are exiting the ship to go out on deck. They can be
located on either your left or right side.
2) On the bulkhead just before entering any of the stair towers.
3) Also they can be found before you enter the Engine Room.
Note:
No pull alarms are located out on deck. They must be
activated from within the house. Also, in the Engine
Room, there are two alarms located on the port and
starboard side of the EOS. No other pull alarms are located
elsewhere in the Engine Room.
23.3 SMOKE/ FIRE DETECTION

23.3.1 Introduction
This system is comprised of a control panel, through which all electrical signals
flow, and outlying devices i.e. Smoke, flame, and thermal detectors, pull stations, sirens,
bells, remote annunciators and strobe lamps. The system control panel is comprised of
modules, each of which provides a specific function to the whole of the system. The
modules are electrically connected together via 10 pin jumpers, 5” and 24”, which
provide power, alarm, and supervisory signals to the main control panel module CP-35.
There are basically four different types of modules:
a) Input modules that smoke/ fire detection devices are tied to.
b) Output modules that alarm sirens and flashing lamps are tied to.
c) Control Modules i.e. the supplementary relay module.
d) Power Supply Module which takes incoming 123VAC ship’s power and
transforms and rectifies it down to 24VDC nominal.
e) Emergency Power and meter modules to which the battery is connected.
23.3.2 Control Panel

The control panel is made up of an enclosure of various modules and function in
concert to provide the proper response to an alarm situation. The remote annunciators
merely mimic the indications of the main control panel. Connected to the control panel
are two mimic or remote annunciators, one for the port side gangway station and one for
the starboard gangway station. These two annunciators mimic the status of the main
control panel. Also connected to the control panel are all of outlying detection devices,
manual pull stations, sirens, strobes, and flashing lights as well as relay contacts to the
computer in the EOS Room.
23.3.3 Standby Mode

The system in standby mode yields only a green “power on” lamp (LEP) located
at he upper right side of the control panel on the Main Control Unit (CP-35). No other
lamps or audible are activated. This indicates that all outlying circuits are “OK”; that the
smoke detention lines, pull station lines, and alarm circuits are “supervising”. It also
means that the standby batter is within limits. Also, the green power on lamp on the
remote annunciators will be on.
23.3.4 Trouble Mode

Should a break occur in the wiring to any of the outlying devices, or the standby
battery, a trouble buzzer would sound along with a yellow LED lamp pinpointing the area
of compromise. This trouble buzzer can be silenced by a “Trouble Silence” rocker
switch located on the CP-35 module at the top of and slightly left of center of the control
panel. Note, that although a “Ground Fault” lamp exists on the control panel, this circuit
has been deliberately defeated. This was necessary since two of the outlying detection
circuits are rated “Intrinsically Safe” and employ shunt diode barriers that actually create
a ground. Upon correction of the trouble, the trouble signals will automatically turn off.
Should an ionization, flame, or thermal detector sense a fire, or a pull station be
activated in the engine spaces, all siren would sound, all strobe lamps would flash, alarm
bells with visual signals would be activated in the EOS, and the appropriate red zone
lamp (LED) would light on the control panel. The red LED on the CP-35 would also
light indicating “System Alarm”. The system audible and visual signals can be silenced
by depressing a “Alarm Silence” rocker switch located on the CP-35 module at the top of
and slightly left of center of the control panel next to the trouble silence switch. Upon
silencing the alarms, the “System” alarm LED will begin to flash indicating the silenced
function has been activated. Should a fire be detected in a different engine room zone,
the siren and strobes will be reactivated. This is known as a “subsequent alarm” and tells
you that a new zone has activated. This too, can be silenced.
If a fire is detected in a non-engine room zone, only the bell above the main
control panel in the wheelhouse, and the in the remote annunciators will sound. Failure
to acknowledge (silence or reset) the control panels alarm within two minutes will
automatically activate the ship’s General Alarm System.
23.3.5 Power Failure Mode

Should primary 123VAC power fail, the system automatically switches over to
battery. When this happens, the green “Power On” LED changes from “Steady On” to
flashing. Also, the power failure relay located in the lower right side of the main control
panel will de-energize, transferring its contacts. Upon restoration of primary power, the
green “Power On” lamp reverts back to steady on, and the battery is put on an equalizing
charge until it’s fully recharged, then onto a float charge to maintain full capacity.
23.4 CARBON DIOXIDE
23.4.1 Introduction
A method of extinguishing fires by smothering is the use of the inert gas, CO2.
CO2 is about 1.5 times heavier than air. This makes CO2 a suitable extinguishing agent
because it tends to settle and blanket the fire.

23.4.2 Detail
CO2 is a dry, non-corrosive gas, which is inert when in contact with most
substances and will not leave a residue and damage machinery or electrical equipment.
In both, the gaseous state and the finely divided solid (snow) state, it is a nonconductor of
electricity regardless of voltage, and can be safely used in fighting fires that would
present the hazards of electrical shock. CO2 extinguishes the fire by diluting and
displacing its oxygen supply. If gaseous CO2 is directed into a fire so that sufficient
oxygen to support combustion is no longer available, the flames will die out. Depending
on the fuel, this action will take place when the 23 percent oxygen content, normally
present in air, is diluted with CO2 below 15 percent oxygen. Some ordinary combustible
class A fires require that the oxygen content be reduced to less than 6 percent in order to
extinguish glowing combustion (smoldering fire). CO2 has limited cooling capabilities,
and may not cool the fuel below its ignition temperature and is more likely than other
extinguishing agents to allow reflash. Therefore, the firefighter must remember to
standby with additional backup extinguishers. The temperature of the burning substance
and its surroundings must be lowered below its ignition temperature if the fire is to
remain extinguished. CO2 is not an effective extinguishing agent for fires in materials
that produce their own oxygen supply such as aircraft parachute flares. Fires involving
reactive metals, such as magnesium, sodium, potassium, or titanium cannot be
extinguished with CO2. Because of the relatively high temperature involved, these metal
fuels decompose CO2 and continue to burn.
CAUTION:
CO2 can produce unconsciousness and death when present
in fire extinguishing concentrates. The reaction in such
cases is more closely related to suffocation. A
concentration of 9 percent is about all most people can
withstand without losing consciousness within a few
minutes. Therefore, caution must be exercised when
discharging CO2 in confined spaces. A typical discharge
of liquid CO2 has a white cloudy appearance due to finely
divided dry ice particles carried along with the flash vapor.
Some water will condense from the atmosphere creating
additional fog, which will persist for a time.
23.5 AQUEOUS POTASSIUM CARBONATE
23.5.1 Introduction
Aqueous Potassium Carbonate (APC) is used, onboard the Golden Bear, for
extinguishing burning cooking oil and grease in deep fat fryers and galley ventilation
exhaust ducts. Aqueous Potassium Carbonate solution consists of 42,2 percent potassium
carbonate (K2CO3) and 57.8 percent water. A technique often used in combating liquid
grease fires involving unsaturated animal and vegetable oils and fats is the application of
alkaline solutions such as APC which, upon contact with the burning surface, generate a
soaplike froth that excludes air from the surface of the grease or oil. The light soap froth
containing steam, cause CO2 and glycerine bubbles to float on top of the burn, the fire is
extinguished.
23.5.2 Detail
The Range Guard Fire Extinguishing System (range Guard) is a fixed aqueous
potassium carbonate fire extinguishing system that is specifically designed for use with
shipboard galley deep fat fryers and their exhaust system. The system responds
automatically to the detection of a fire or it can be operated manually by the use of
remote manual controls. A fire-extinguishing chemical is discharged from the cylinder(s)
through nozzles located over the deep fat fryers and in the range hoods and plenums.
Each system is completely self-contained, except for the electrical connection to the
appliance power.
23.5.3 Operation
The operation of the Range Guard Fire Extinguishing System (range guard) is
normally fully automatic. Manual back-up modes of operation are provided for at the
cylinder assembly, pressure release control box, and the remote manual control box.
23.5.4 Automatic Operation

Automatic operation of the range guard is mechanized by joining lengths of
control cable together with the fusible links located in detectors and placing the cable
under tension with the extension spring in pressure release control box. Excessive heats
on a fusible link (360°F) melts the link and release the cable tension. The extension
spring pulls the lever toward it. This action activates the pressure release cartridge,
releasing nitrogen gas (300 psi) which activates lever control head, causing cylinder to
discharge.
23.5.5 Manual Operation

The range guard has three manual modes of operation available: remote manual
control box operation, pressure release control box operation, and cylinder assembly
operation.
23.5.6 Remote Manual Control Box Operation

The remote manual control box is located in a remote location or near a second
exit. To operate, pull release pin on the front of the remote manual control box until the
wire and lead seal break. The cable release system is unanchored, which allows the
pressure release control box to energize the cylinder assembly valve. Opening the valve
discharge the system.
23.5.7 Pressure Release Control Box Operation

The pressure release control box is located near the cylinder assembly or near the
main exit. TO operate, lift the hinged door, breaking the wire and lead seal break. The
extension spring pulls the lever toward it, which causes the cartridge to discharge. The
pressure from the cartridge opens the valve of the cylinder assembly, discharging the
system.
23.5.8 Cylinder Assembly Operation

The lever control head is located on top of the cylinder. To operate, pull the
release pin until the wire and lead seal break. Manually pull the lever on the lever control
head until it comes to a stop. This opens the valve of the cylinder assembly, discharging
the system.
23.6 AFFF SYSTEM
23.6.1 Introduction
The system utilizes a foam concentrate pump capable of delivering the
concentrate at a pressure slightly higher than the system’s water pressure. The ratio
controller (mixing device incorporated into each unit) and its companion metering orifice
maintain a constant 3% solution percentage over a wide range of flows and supply
pressure provided that the foam concentrate and water supply pressures, at the ratio
controller, are equal. This pressure balance is achieved by utilizing a diaphragm type
pressure control valve with appropriate pilot lines, which sense the foam concentrate and
water pressures. The valve reacts to the sensing signals by opening when the foam
concentrate pressure becomes higher and closing when it is lower than the water pressure.
As the valve opens, it allows some of the foam concentrate to pass back into the foam
storage tank thus reducing the foam concentrates pressure at the ratio controller in order
to equal the water pressure. Conversely, when the water pressure becomes higher than
that of the foam concentrate, the valve closes and allows less foam concentrate to pass
into the storage tank this increasing the foam concentrate pressure at the ratio controller
to equal the water pressure.
23.6.2 Operation
Opening the fill cup valve and pouring the foam concentrate directly into the fill
cup may fill the foam storage concentrate. Fill the tank with concentrate until it is at the
75 gallons level, as indicated on the sight glass. Close the fill cup valve. The system is
fully operational at this point.
WARNING
The concentrate used to refill the tank after each operation
should be the same as the existing concentrate.
23.6.3 Normal Operation

In order to activate the system, proceed as follows:
1. Start the main fire pump and open the water supply valve.
2. Start the foam concentrate pump, which automatically open the motorized main
shut off valve.
3. Open the discharge valve to one of the desired areas – Machinery Space Bilge or
Helicopter Hover.
4. When foam discharge is no longer required, close the mixing shot off valve.
5. Shut off the foam concentrate pump, which will automatically closes the
motorized main shut off valve.
6. Allow the discharge devices to discharge until clear water is observed.
7. Shut off the main fire pump and close both the water supply and discharge valves.
8. Follow the system’s flushing in the section below.
23.6.4 Emergency Operation
If the pressure control valve fails:

1. If after performing steps #1 through 3 of the operation section, the resulting foam
solution does not appear to be correct during discharge, check the readings of the
water and foam concentrate pressures on the duplex gauge. Both pressures should
register within 5 psi if the pressure control valve is operating correcting.
2. If the pressures are significantly different, close pressure control valve shut off,
and slowly open manual proportioning valve to manually regulate the concentrate
pressure until it equals the pressure of the water supply.
3. Perform steps #4 through 8 of the operation section above.
4. Remove and disassemble the backpressure control valve after the operation is
completed to identify and correct the malfunction.
5. Return the repaired valve into the system’s piping and retest the unit.
23.6.5 Concentrate Line Flushing
After each operation, the concentrate lines should be flushed in the following manner:
1. Verify that all of the system’s valves are in their normal positions:
Valve Normal Position

Fill Cup Valve CLOSED
Drain (tank) CLOSED
Duplex Gauge Test Connection Shut-off CLOSED
Duplex Gauge Test Connection Shut-off CLOSED
Compound Gauge Test Connection Shut-off CLOSED
Compound Gauge Shut-off OPEN
Concentrate Sensing Duplex Gauge Shut-off OPEN
Water Sensing Duplex Gauge Shut-off OPEN
Flush Valve CLOSED
Flush Valve CLOSED
Mixing Shut-off OPEN
Water Sensing Line Shut-off OPEN
Concentrate Sensing Line Shut-off OPEN
Main Shut-off CLOSED
Pressure Control Valve Shut-off OPEN
Manual Proportioning CLOSED
Pressure Control Valve Shut-off OPEN
Concentrate Return OPEN
2. Close the concentrate return valve and mixing shut-off valve.

3. Open the manual proportioning valve and both of the flush valves.
4. Drain all remaining foam concentrate from the lines between the two flush valves,
and return to the storage tank if clean.
5. Remove the flushing connections from the Y-strainers (3) and clean baskets.
6. Flush the system with plain water through the two flush valves until the eater
coming from the Y-strainers is clear.
7. Drain all water from the concentrate lines.
8. Return the baskets and flushing connections to their appropriate Y-strainers.
9. Close the flush valves.
10. Return all valves to their normal positions.
11. Refill the foam storage tank, if necessary, with foam liquid, NOTE: using the
same concentrate as was used for the initial fill.
23.7 Halon 1301
23.7.1 Introduction
This manual covers the purpose, description, installation, operation, and
maintenance of the Halon 1301 Fixed Flooding System, manufactured by Kidde, Inc..
Two Fire Extinguishing Systems are utilized in addition to the Firemain System to
enhance firefighting capabilities. One system is the Halon 1301, which is a Fixed
Flooding System complete with alarms and actuators. The other is the Aqueous Film
Forming Foam (AFFF) for bilge flooding and coverage of the helicopter hover area. The
Aqueous Potassium Carbonate system for Gaylord hoods in the galley is another vital
asset in the firefighting process.
23.7.2 Halon 1301 Agent

The Halon 1301 agent is a halongenated methane compound,
bromotrifluoromethane. Its chemical symbol is CBrF3. Halon 1301 is a colorless,
odorless, electrically nonconductive gas. At ambient conditions, Halon 1301 has an
approximate boiling point of -72° F and freezing point of -270° F. By compression and
removal of the heat of vaporization, Halon 1301 is liquefied and stored in a liquid state.
23.7.3 Releasing Halon

When releasing the Halon to the machinery spaces from any of the locations, the
fire control room, the bridge, the Halon room, or EOS, several things will happen. First
things first, you must close the watertight door to the AMR, and ensure that all the other
doors leading to the engine room are closed. Then pull the valve control and then the
cylinder control levers (except for the case of local release from the Halon room). The
Halon alarm will then sound in the engine room for 60 seconds approximately before the
Halon is released. During that period the vent fans 33, 34, 36, 38, 39, 40, 41 will be
secured, the SSDG DFM pumps and all three SSDG will be secured, the ME fuel oil
purifiers will stop, the fuel oil booster pumps will shut off along with the two main
engines themselves.
23.7.4 Purpose
The Halon 1301 System is used to extinguish fires in specific hazards or
equipment where agent cleanup creates a problem, or where a low-weight extinguishing
agent is required. The Halon 1301 System is used to protect the following:
a) Gaseous and liquid flammable materials

b) Electrical hazards
c) Gasoline and flammable fuels
d) Paper, wood and textile combustibles
e) Hazardous solids
23.7.5 Limitations
The Halon 1301 System must not be used to combat fires involving the following
materials since contact with Halon will cause a violent reaction:
a) Pyrotechnic chemicals containing their own oxygen supply, such as gunpowder,

rocket propellants, cellulose nitrate, and organic peroxides.
b) Reactive metals: sodium, potassium, magnesium, titanium, zirconium, uranium, and
plutonium.
c) Metal hydrides, such as lithium hydride.
23.7.6 Machinery Room System

The Machinery Room Halon 1301 System consists of twelve (12) 550 lb. Halon
cylinders, two (2) 50 lb. Pilot CO2 cylinders, each equipped with a cable operated control
head, a control stop valve equipped with a cable operated control head, pressure operated
switch, alarm sirens, discharge delay, four (4) remote control pull boxes connected by
1/16’’ cable to the cable operated control heads, and discharge nozzles.
Two pull boxes are located in Enclosed Operating Station (EOS) 2-134-0; two
pull boxes are also located at the fire control station. In each set of pull boxes, one pull
box controls the pilot CO2 cylinders, the other controls the ½’’ control valve.
System actuation is accomplished by the operation of both remote manual pull
boxes (either in EOS or at the fire control station). Operating the cylinder and valve pull
box actuates the CO2 pilot cylinders while operation of the control valve pull box opens
the control valve to permit the CO2 gas to discharge into the actuation piping.
Pressurized CO2 provides the force required to operate the pressure switch, sound the
alarm sirens, and open the pressure-operated valves on the Halon cylinders. Halon 1301
gas is routed into the system piping and discharged through nozzles installed in the space.
In addition, the control head mounted on the pilot CO2 cylinders is provided with a
manual lever to permit local manual actuation at the CO2 cylinders.
A preset time delay assembly in the CO2 piping provides an interval between the
time the CO2 pressure sounds the alarm sirens and operates pressure switch and the time
Halon 1301 is discharged. The time delay is also provided with a manual control head to
permit manual bypass of the delay period.
23.7.7 Auxiliary Machinery Room, Emergency Generator Room, Flammable

Liquids Storeroom, Paint Room System
The Halon 1301 system for the Auxiliary Machinery Room (AMR), Emergency
Generator Room, Flammable Liquids Storeroom, and Paint Room each consists of a
Halon 1301 cylinder (cylinder size varies according to system design) equipped with a
cable operated control head, a control stop valve equipped with a cable operated control
head, pressure operated switch, alarm siren, discharge delay, two (2) remote control pull
boxes connected by 1/16” cable to the cable operated control heads, and discharge
nozzles.
Two pull boxes are located outside of each space. For the AMR, two pull boxes are also
located at the fire control station. In each set of pull boxes, one pull box controls the
Halon 1301 cylinder, the other controls the control valve.
System actuation is accomplished by the operation of both remote manual pull
boxes (either outside the space or at the fire control station). Operating the cylinder and
valve pull box actuates the Halon cylinder valve while operation of the control valve pull
box opens the control valve to permit the Halon gas to discharge into the system piping,
operating the pressure switch, sounding the alarm siren. The Halon 1301 gas is then
discharged through nozzles installed in the space. In addition, the control head mounted
on each Halon cylinder is provided with a manual lever to permit local manual cylinder
actuation,
A preset time delay assembly in the system piping provides an interval between
the time the Halon 1301 pressure sounds the alarm siren and operates pressure switch and
the time Halon 1301 is discharged. The time delay is also provided with a manual
control head to permit manual bypass of the delay period.
WARNING:
ALL PERSONAL SHALL LEAVE THE AREA
IMMEDIATELY UPON ACTIVATION OF ALARM
SYSTEMS. MACHINERY ROOM SYSTEM
DISCHARGES 60 SECONDS AFTER INITIAL ALARM.
ALL OTHER SYSTEMS DISCHARGE 25 SECONDS
AFTER INITIAL ALARM.
WHERE POSSIBLE, EVACUATING PERSONNEL

SHALL SECURE ALL HATCHWAYS, DOORS,
ACCESSIBLE VENTS, ETC., AS THEY VACATE THE
AREA.
NOTE
Upon actuation of the extinguishing system, all electrically
powered space ventilation will be automatically secured.
23.7.8 If Halon is Released
Immediately upon recognition of a fire condition, proceed as follows:
1. Evacuate the area.

2. Proceed to appropriate pull boxes.
3. Break glass and pull handle in BOTH the cylinder and control valve pull boxes.
Pressure operated siren will sound immediately upon pull box operation.
NOTE
Halon system WILL NOT actuate unless both control valve
and cylinder pull boxes are operated.
4. If space is cleared and secured before the delay period has elapsed, bypass discharge
delay as follows:
a) Proceed to discharge delay assembly.

b) Pull pin out of discharge delay control head.
c) Set lever at OPEN position. Halon system will discharge immediately
after lever is at full OPEN position.
23.7.9 Local Operation
Each system is actuated locally as follows:
1. Proceed to appropriate cylinder.

2. Remove locking pin from local cable operated control head.
3. Manually position controls head lever to full OPEN position.
4. Proceed to appropriate control valve.
5. Remove locking pin from control head.
6. Manually position controls head lever to full OPEN position.
7. Proceed at once to discharge delay assembly.
NOTE:
The discharge delay assembly is equipped with a manually
operated lever to permit override of the discharge delay
cycle.
WARNING
THE DISCHARGE DELAY PERIOD IS PROVIDED TO
ALLOW PERSONNEL TO EVACUATE HAZARD
AREA. THEREFORE, DO NOT INITIATE OVERRIDE
OF DISCHARGE DELAY CYCLE UNLESS HALON IS
NOT RELEASED WITHIN 60 SECONDS
(MACHINERY ROOM) OR 25 SECONDS (ALL OTHER
SPACES) OF ACTUATION.
8. Rotate discharge delay control head lever full OPEN position.

9. System will discharge immediately after lever is at full OPEN position.

CFR'S FOR POLLUTION PERTAINING TO THE TSGB
DENIAL ENTRY (151.08)..........................................................................................1
APPLICABILITY (151.09) .........................................................................................1
CONTROL OF DISCHARGE OF OIL(151.10) ..........................................................2
EXCEPTIONS FOR EMERGENCIES(151.11)...........................................................3
REPORTING REQUIREMENTS (151.15)..................................................................3
INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATES (151.19)....3
OIL RECORD BOOK(151.25)....................................................................................4
SHIPBOARD OIL POLLUTION EMERGENCY PLANS (151.26) ............................5
DENIAL ENTRY (151.08)
Unless a ship is entering under force, no oceangoing tanker or any other
oceangoing ship over 400 gross tons that is required to retain oil or oily residues and
mixtures on board while at sea, may enter any port or terminal unless the port or terminal
has a Certificate of Adequacy. A Captain of the Port may deny the entry of a ship to a
port or terminal if
1. The port or terminal does not have a Certificate of Adequacy; or
2. The port or terminal is not in compliance with the Criteria for Adequacy of
Reception Facilities: Garbage.
APPLICABILITY (151.09)
33 CFR Parts 151.09 151.25 apply to each ship that
1. Is a United States ship and engages in international voyages
2. Is a United States ship and is certificated for ocean service
3. Is a United States ship and is certificated for coastwise service beyond three
nautical miles from land ;
4. Is a United States ship and operates at any time seaward of the outermost
boundary of the territorial sea of the United States
5. Is not a United States ship while in the navigable waters of the United States,
or while at a port or terminal under the jurisdiction of the United States
CONTROL OF DISCHARGE OF OIL (151.10)
When more than 12 nautical miles from the nearest land, any discharge of oil or oily
mixtures into the sea from a ship’s machinery space bilges is prohibited except when all
of the following conditions are satisfied
1. The oil or oily mixture does not originate from cargo pump room bilges (for tankers)
2. The oil or oily mixture is not mixed with cargo residues
3. The ship is not within a special area (as defined by 33 CFR)
4. The ship is proceeding enroute
5. The oil content of the treated substance, without dilution, is less than 100 parts per
million (PPM)
6. The ship has operational oilywater separating equipment, a bilge monitor, bilge
alarm, or a combination thereof
When within 12 nautical miles of the nearest land, any discharge of oil or oily
mixtures into sea from a ship’s machinery space bilges is prohibited except when all of
the following conditions are satisfied
1. The oil or oily mixture does not originate from cargo pump room bilges (for tankers)
2. The oil or oily mixture is not mixed with oil cargo residues
3. The oil content of the treated substance, without dilution, does not exceed 15ppm
4. The ship has operational oily water separating equipment, a bilge monitor, bilge
alarm, or combination thereof
5. The oilywater separating equipment is equipped with a 15ppm bilge alarm
EXCEPTIONS FOR EMERGENCIES (151.11)
1. The discharge into the sea of oil or oily mixture necessary for the purpose of
saving the ship or the lives of personnel onboard.
2. The discharge into the sea of oil or oily mixture resulting from damage to a
ship or its equipment
§ Provided that all reasonable precautions have been taken after the
occurrence to prevent further harm to the environment
§ Except if the owner or the master acted either with intent to cause damage,
or recklessly and with knowledge that damage would probably result
REPORTING REQUIREMENTS (151.15)
The person in charge of a ship involved in an accident must report the details of
the incident, without delay and to the fullest extent possible in accordance with the
provisions in this section.
Each report shall be made by radio as soon as possible, as well as by the fastest
means available at the time the report is made.
Reports shall be directed to the appropriate officer or agency of the government of
the country in whose waters the incident occurs. Additionally, for incidents involving
U.S. ships, the reports shall be directed to either the nearest Coast Guard
Captain of the Port or to the National Response Center.
INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATES (151.19)
Each U.S. oil tanker of 150 gross tons and above and each other U.S. ship of 400
gross tons and above that engages in voyages to ports or offshore terminals under the
jurisdiction of non U.S. parties to MARPOL 73/78 (Maritime Pollution) must have on
board a valid International Oil Pollution Prevention (IOPP) Certificate.
The Supplement to the IOPP Certificate is a part of the IOPP Certificate and must
remain attached to that Certificate. If the Supplement to the Certificate is changed, a new
IOPP Certificate will be required.
The IOPP Certificate for each U.S. inspected ship is valid for a period four years
from the date of issue, and for each non U.S. inspected ship, the IOPP Certficate is valid
for 5 years from the date of issue.
OIL RECORD BOOK(151.25)
Each oil tanker of 150 gross tons and above, ship of 400 gross tons and above
other than an oil tanker, and manned fixed or floating drilling rig or other platform shall
maintain an Oil Record Book Part I (Machinery Space Operations).
An Oil Record Book printed by the U.S. Government is available to the masters
or operators of all U.S. ships subject to this section, from any Coast Guard Marine Safety
Office, Marine Inspection Office, or Captain of the Port Office. The ownership of the Oil
Record Book of all U.S. ships remains with the U.S. Government.
Entries shall be made in the Oil Record Book on each occasion, on a tank to tank
basis if appropriate, whenever any of the following machinery space operations take
place on any ship to which this section applies
1. Ballasting or cleaning of fuel oil tanks
2. Discharge of dirty ballast or cleaning water from fuel oil tanks
3. Disposal of oily residues (sludge)
4. Discharge overboard or disposal otherwise of bilge water that has
accumulated in machinery spaces.
This operation shall be fully recorded without delay in the Oil Record Book so
that all the entries in the book appropriate to that operations are completed. Each
completed operation must be signed by the person in charge of the operation/s
concerned and each completed page must be signed by the master or other person
having charge of the ship.
The master or other person having charge of the ship who is required to keep
an Oil Record Book shall be responsible for the maintenance of the record. The
Oil Record Book shall be kept in such a place as to be readily available for
inspection at all reasonable times and shall be kept on board the ship and
maintained for no less than three years.
SHIPBOARD OIL POLLUTION EMERGENCY PLANS (151.26)
The ship board oil pollution plan must be available on board in English and in the
working language of the master and the officers of the ship, if other than English.
The plan must contain the following six components
1. Introduction (amongst other things, will contain the ship's name, call

sign, official number, International Maritime Organization
international number, and principle characteristics.
2. An explanation of the purpose and use of the plan and indicate how the
shipboard plan relates to other shorebased plans.
3. Reporting requirements, which will include when to report the
information required and whom to contact
4. The steps to control a discharge. This includes operational spills, and
spills resulting from casualties.
5. National and Local Coordination.
6. Must have appendices (there are specific specifications that must be
followed).
7. Nonmandatory provisions.
8. An index of sections.

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1.

RED: Revised chapters

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3.1 Introduction ..................................................................................................................... 1

Watch responsibilities, training requirements and proficiency evaluations are based on

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3.3 Engineering Department Orders

3.3.1 Standing Order #1 – Watch Manning and Instructions

Engineering watch sections shall be manned as follows:

First Class: Third Class:

Engineering Watch Instructions:

Duties and Responsibilities:

Assistant Watch Engineer

Duties and responsibilities:

1. Assist the Watch Engineer in the operation of the engineering plant.

1. Pump bilges to the Waste Oil Holding Tank

1. Continue Oily Water Separator (OWS) operations, if needed.

1. Evaporator operations and treatment

1. Cooling water treatment

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3.3.2 Standing Order #2 – Routine for Watch Personnel at Sea

3.3.3 Standing Order #3 - 24-hour Duty Watches

1. Cadet Engineer Officer of the Day (EOD)

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3.3.4 Standing Order #4 - Divisional Cleaning Areas

Division 2E: The entire 23' flat.

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1. Log entries will be made in black waterproof ink only.

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The following specific orders apply:

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3.3.8 Standing Order #8 - Sludge Tank and Waste Oil Transfer

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3.3.9 Standing Order #9 - Arrival and Departure Procedures

1. Sea suction should be switched over to the high sea suction.

1. Distillers should be started as soon as possible on steam. (Jacket water if available.)

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Chapter Table of Contents

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4.2 General Description

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4.3 Central Control System

The CCS and its peripheral systems are listed below:

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4.4 Reference Data

Table 4.4.1 - Drawings.................................................................................................................... 8

Table 4.4.2 – Technical Manuals

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Machinery Room Arrangement Tanks in Double Bottom (Figure 1-11)

Table 4.5.1 - Machinery Room Arrangement Tanks in Double Bottom ...................................... 13

Table 4.5.2 - Machinery Room Arrangement 10' Level

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Table 4.5.3 - Machinery Room Arrangement 23' Level