Stormpetrel Machinery Manual

59753_Stormpetrel Machinery Manu1 1 12,07,07 1:27:6 PM
North West Shelf LNG Project Shipping
Northwest Stormpetrel

Machinery Manual


MACHINERY MANUAL
BOOK CONTENTS
PRELIMINARY PAGES
Title Page
Book Contents
Glossary of Symbols
Foreword
Record of Amendments
SECTION
1 Ship and Machinery Data
2 Integrated Automation System (IAS)
3 Main Plant
4 Power Generation
5 Auxiliary Systems
6 Hotel Services and Utilities
7 Emergency and Safety Systems
8 Shipboard Management System
9 Physical Location Diagrams
ALL
BOOK CONTENTS
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
ALL
GLOSSARY OF SYMBOLS

The Machinery and Cargo Manuals for the 125,000m³ Class of NW Shelf LNG Carriers have
been compiled from drawings and manufacturers’ instruction books provided by the building IMPORTANT
yards, “Mitsubishi Heavy industries limited, Nagasaki”, “Mitsui Engineering and Shipbuilding
Company Ltd Chiba Works” and “ Kawasaki Heavy Industries Ltd Sakaide Works”. 1. Carefully read the cautions and instructions laid down in this manual and the manufacturers’ manuals before starting any plant or equipment, or carrying out any maintenance.
The manuals provide descriptive summaries of, and brief operating instructions for, all 2. Before carrying out any maintenance to electrical equipment, ensure that the electrical supply has been switched off at the main switch, otherwise severe personal injuries may
principal systems, plant and equipment in the ship. None of the descriptions or procedures occur. It is necessary that the main switch be secured in the OFF position and a warning notice attached to the switch.
and associated diagrams exclude the use of ship’s drawings or reference material held on
board, and they are in no way intended to replace, in whole or in part, the instructions issued 3. When operating plant or equipment, do not exceed the rated capacities, speeds, pressures or temperatures, or act otherwise than laid down in this manual and the manufacturers’
by plant or equipment manufacturers or by the Allocated Operators of individual ships or manuals. Failing to heed these warnings may result in accidents causing personal injuries and/or damage to plant or equipment.
groups of ships within the Class.
4. Do not remove covers from rotating units while the unit is in operation. Particular caution should be exercised when machines are in the REMOTE or READY-TO-START modes.
The Machinery Manual is organised in nine sections, each comprising a number of articles.
The Cargo Manual comprises three Parts: ‘A - Cargo Systems’, ‘B - Deck Systems and 5. Never continue to operate any plant or equipment which appears to be unsafe or dangerous and always report such a condition immediately to your superior.
Equipment’ and ‘C - Physical Location Diagrams’. Each of these parts contains a number of
sections, each comprising a number of articles. For the convenience of the reader, Section 6. Never ignore suspicious circumstances, no matter how small. Small symptoms often appear before major failures.
1 ‘Ship and Machinery Data’ and Section 9 ‘Physical Location Diagrams’ of the Machinery
Manual have been reproduced identically in the Cargo Manual as Section A1 and Part C 7. Spills of fuel oil may cause slippery surfaces or fire, which may result in severe personal injuries and/or damage to plant or equipment.
respectively. A number of other articles which are of common interest to the Engine Room
and Deck Departments of the ship have been reproduced identically in both manuals (e.g. 8. Safety equipment, including alarms, shutdowns and the automatic starting of standby machinery, is to be tested at the intervals required by Operator Regulations.
Machinery Manual 5.6 ‘Nitrogen Generating System’ is reproduced in the Cargo Manual as
A4.4). 9. It should always be borne in mind that the ship carries a potentially dangerous cargo. It is therefore of paramount importance that all operations shall be carried out with safety
as the chief consideration.
Where colour has been used on diagrams in the manuals, to assist in the identification of
main process flow and to distinguish different media and/or process purpose, the colours
approximate to the pipe-marking colours used in the ship. It should be noted that
different colours are often used on the piping diagrams within the Custom Displays provided MACHINERY MANUAL CARGO MANUAL
for the ship’s Integrated Automation System (IAS), some of which are reproduced within the
manuals. Principal colours used are tabulated opposite. Ship’s Piping IAS Ship’s Piping IAS
Media Media
Colour Display Colour Colour Display Colour
Throughout the manuals, the following terms may be encountered:
Charterer - International Gas Transportation Company (IGTC) Water (Fresh; Drinking; Feed) Light Blue Cyan LNG Liquid
Sea Water Green Green LNG Spray
Operators - comprising: Steam Silver Grey Magenta LNG Vaporiser Supply Blue Cyan
- Australian LNG Ship Operating Company (ALSOC) (SW) Silver / Pink
- Nippon Yusen Kaisha (NYK) Forcing Vaporiser Supply
- Mitsui OSK Lines (MOL)
LNG Eductor Lines
- BP Shipping Ltd
- Shell International Trading and Shipping Company Ltd Fuel Oil Black Red or Magenta
(STASCO) Diesel Oil Brown Yellow LNG Vapour
LNG Vapour Return
Technical Advisers - North West Shelf Shipping Service Company Pty Ltd (NWSSSC) Lubricating Oil Yellow Yellow Fuel Gas
Yellow Ochre Yellow
Pressure ‘Build-up’ Lines
Inert Gas Magenta Magenta Cargo Tank ‘Exhaust’ Lines
Nitrogen Light Green Green Pressure Relief Lines
Oxygen Blue
Air (General Service; Control) Light Blue Green
(SW) Magenta Magenta or Blue Nitrogen Light Green
Fire Main Hydrants Red

Foam Buff Inerting/Aerating Lines
Magenta Magenta
Hold ‘Escape’ Lines
Fuel Gas Yellow Ochre
Carbon Dioxide Black Yellow
Dry Powder
Red + White
band
Other colours, as for Machinery Manual
SA/SP/SW/SR/SE/SM
FOREWORD (1)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SP/SW/SR/SE/SM
FOREWORD (2)
SECTION 1 - SHIP AND MACHlNERY DATA SECTION 5 - AUXILIARY SYSTEMS SECTION 8 - SHIPBOARD MANAGEMENT SYSTEM
This section contains general information, including principal particulars of the ship This section contains description of systems and operating instructions for the This section contains an overview and details of the Shipboard Management System
and machinery, tank capacities and lists of the applicable classification certificates, preparation and operation of auxiliary plant services within the machinery (SMS) and its interface with the Integrated Automation System (IAS), the lntegrated
rules and regulations. compartments associated with power generation and propulsion. Hotel services Navigation System (INS) and the Custody Transfer System (CTS).
are included in Section 6. Cargo Machinery and Deck Systems and Equipment are
General Arrangement diagrams of the ship and of the Centralised Administration included in Sections A4 and B1 of the Cargo Manual. The SMS information is repeated in the Cargo Manual as Chapter A10.1.
and Control Centre (CACC) are also included. General Arrangement diagrams of the
machinery spaces are included in Section 9. Each chapter within this section comprises at least one page of text to
emphasise the important features of the equipment or system and to provide the SECTION 9 - PHYSICAL LOCATION DIAGRAMS
Sea trial curves relate to the shaft speed/shaft horsepower/ship’s speed data obtained required operating instructions. Each page of text is supported by a line diagram.
during trials of NORTHWEST SANDERLING, compared with model test results. The diagrams contain relevant extracts from the ship’s piping and system drawings, This section contains a series of General Arrangement diagrams with tag numbers of
combined to illustrate as graphically as possible the operational functions of the selected valves superimposed to show their exact location in the ship.
The whole section is repeated in the Cargo Manual as Section A1. particular area. Main items of plant have been simplified in their representation,
since details of their construction and operation are provided in instruction books and Preceding the diagrams is an equipment list and a valve list containing the valves
drawings supplied by the manufacturers. illustrated, indicating the diagram on which they can be found and their grid reference
SECTION 2 - INTEGRATED AUTOMATION SYSTEM (IAS) on that diagram.
The salient features of presentation and illustration are the same as for Sections 3
This section provides a description of the IAS and its interface with power supplies and 4. This section is repeated as Section C1 in the Cargo Manual.
and operating stations. Examples of IAS displays are included at relevant points
throughout the manual. The section also includes information on the Engineers’ Safe operating practices should be followed at all times.
Patrolman Alarm System.
SECTION 6 - HOTEL SERVlCES AND UTlLlTIES
The chapters relating to the IAS are repeated in Section A3 of the Cargo Manual.
This section contains descriptions of system and operating instructions for the
hotel services. Sufficient information is given to provide an engineer with a clear
SECTION 3 - MAIN PLANT understanding of what is provided and how it is to be operated. Full details and
instructions are provided within the appropriate manufacturers’ instruction books.
This section contains descriptions of systems and operating instructions related to
the start-up, operation and shut-down of services for the propulsion plant and main There is a close relationship between these systems and some of the services and
machinery. systems contained in Section 5.
The diagrams have been drawn to show the interrelationships between piping SECTION 7 - EMERGENCY AND SAFETY SYSTEMS
systems, and cross-references from one diagram to another should assist in
appreciating the plant as a whole. Within the diagrams, components and fittings are This section contains descriptions and operating instructions for safety systems
generally as arranged in the shipyard piping drawings. Main items of plant have been applicable to the machinery part. Safety systems relevant to the deck and cargo part
simplified in their representation, since details of their construction and operation are are contained in Section A5 of the Cargo Manual. The following chapters appear in
provided in their manufacturers’ handbooks and drawings. both manuals:
All symbols used on diagrams are identical to the Mitsubishi Heavy Industries Ltd 7.1 Fire Detection System - Cargo A5.6
shipyard drawing symbols. Values of flaw, pressure and temperature are shown in the 7.3 Fixed Gas Detection Systems - Cargo A5.11
International System of Units (SI). 7.4.1 Water Mist Fire Fighting System - Cargo A5.8.1
7.4.1 (SM) Water Mist Fire Fighting System - Cargo A5.8.1
Dotted lines are used to represent control functions in the piping diagrams. They 7.4.2 Hot Foam Fire Fighting System - Cargo A5.8.2
are intended to illustrate control links between sensing devices, manual controls, 7.4.2 (SM) Water Spray Fire Fighting System - Cargo A5.8.2
actuators and valve positioners, but exclude any detail. 7.4.3 Carbon Dioxide Auxiliary Space Fire Fighting System - Cargo A5.8.3
7.4.4 Carbon Dioxide Cargo Motor/Machinery Space - Cargo A5.8.4
The piping system diagrams should not be considered with an eye to the physical 7.5 Fire Control Centre - Cargo A5.13
layout of the area of plant represented. Rather, each diagram should be seen as an
expression of the function that the particular configuration of pipework is designed to Action to be taken by the ship’s personnel in the event of an emergency will naturally
perform. Where necessary, line thickening has been used to indicate major flowlines. depend upon the operating state of the ship, whether loading or unloading cargo,
manoeuvring in confined waters, or proceeding in a normal-at-sea condition.
Reference is made to the relevant Custom and Group displays. Reproductions of the
most significant displays are included. On the occurrence of an emergency situation, the Fire Control Centre may be manned
and control of the safety operations directed from there. Machinery space incidents
Safe operating practices should be followed at all times. may be monitored from the CACC and/or the Monitor Room. However, immediate
action should be taken locally when appropriate.
SECTION 4 - POWER GENERATION
Individual Operator Safety Regulations are in no way superseded by the procedures
This section contains description of the electrical power generating and distribution in any chapters of the manual.
plant. A chapter on the Cathodic Protection System is also included.
Reference should be made to the ship’s Fire Control Plan and Safety Plan for the
The salient features of presentation and illustration are the same as for Section 3. disposition of safety equipment.

Revision No Dated Amended by (Signature) Date Revision No Dated Amended by (Signature) Date
Issue 2 August
Issue 3 January 1997
Issue 4 July 2007
ALL
RECORD OF AMENDMENTS
ISSUE 4 - JULY 2007

1 SHIP AND
MACHINERY DATA

CONTENTS
SECTION 1
SHIP AND MACHINERY DATA
1.1 Principal Particulars of Ship
1.2 Principal Particulars of Machinery
1.3 List of Pumps
1.4 Classification and Certificates, Rules and Regulations
1.5 Tank Capacities and Tank Plans
1.6 Ship’s General Arrangement
1.7 CACC Arrangement
1.8 Sea Trail Curves
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SECTION CONTENTS 1

ISSUE 4 - JULY 2007

Builders: Mitsubishi Heavy lndustries Ltd, Nagasaki Shipyard and Engine Works: Dimensions (metres)
Hull No Name Classification Society Length overall: 272.00

Length between perpendiculars: 259.00
1996 NORTHWEST SANDERLING LR Breadth (moulded): 47.20
2000 NORTHWEST SWIFT NK Depth (moulded): 26.50
2042 NORTHWEST SEAEAGLE LR Draught (moulded) designed: 10.95
2074 NORTHWEST STORMPETREL LR Draught (moulded) summer: 11.4

Mitsui Engineering and Shipbuilding Co Ltd, Chiba Works: Speed: 18.5 knots (loaded) MCR
19.3 knots (ballast) MCR
Hull No Name Classification Society
Endurance Burning Oil Only (approximate):
1351 NORTHWEST SWALLOW NK
1352 NORTHWEST SNIPE LR 8800 nautical miles
1370 NORTHWEST SANDPIPER LR
Shaft Horsepower (MCR):
Kawasaki Heavy lndustries Ltd, Sakaide Works:
17,140 kW
Hull No Name Classification Society
Fuel Consumption (MCR):
1410 NORTHWEST SHEARWATER LR
120 tonnes/day (fuel oil)

Charterers: The International Gas Transportation Company Limited. Guaranteed Boil-off Rate:
Classification: Lloyd’s Register of Shipping Approximate Tank Capacities: 0.15%/loaded day (pure methane base)
+100A1 Liquefied Gas Carrier (Methane in independent tanks, Approximate Tank Capabilities
Type B, Maximum pressure 0.25 bar. Minimum
temperature -163°C) SW Ballast Tanks (100% full): 53,700m³
+LMC Fuel Oil Tanks (95% full): 3155m³
+UMS Diesel Oil Tank (95% full): 502m³
The vessel is built for ‘In Water Survey’ but not classed for IWS Lubricating Oil Tanks: 132m³
Fresh Water: 367m³
Distilled Water: 260m³
Nippon Kaiji Kyokai Register of Shipping Distilled Water (SM): 522m³
Light Oil Tank (95% full): 143m³
NS* (Tanker, Liquefied Gases, Maximum Pressure
25 kPa and Minimum Temperature -163°C)
MNS* (MO-B)
Tonnage: Refer to table below
NW SANDERLING NW SWIFT NW SWALLOW NW SNIPE NW SHEARWATER NW SANDPIPER NW SEAEAGLE NW STORMPETREL

(SA) (ST) (SL) (SP) (SW) (SR) (SE) (SM)
H. 1996 H. 2000 H.1351 H. 1352 H. 1410 H. 1370 H. 2042 H. 2074
FLAG AUSTRALIAN JAPANESE JAPANESE AUSTRALIAN BERMUDAN AUSTRALIAN BERMUDAN AUSTRALIAN

DATE OF DELIVERY 30TH JUNE 1989 30TH AUG 1989 30TH NOV 1989 28TH SEPT 1990 24TH SEPT 1991 26TH FEB 1993 NOV 1992 28TH DEC 1994
PORT OF REGISTRY MELBOURNE TOKYO OSAKA MELBOURNE HAMILTON MELBOURNE HAMILTON MELBOURNE
FULL DISPLACEMENT MT (11.4m) 97,450 97,450 97,462 97,450 97,450 97,450 97,455 97,450
DEADWEIGHT TONNAGE MT (11.4m) 66,810 67,024 66,892 66,695 66,802 66,768 67,003 66,875
DISPLACEMENT (DESIGN DRAUGHT) MT (10.95m) 92,896 92,847 92,853 92,892 92,847 92,896 92,847 92,820
NET REGISTERED TONNAGE 35,503 32,143 32,015 31,503 32,539 31,503 31,884 31,503
GROSS TONNAGE 105,010 107,146 106,717 105,010 106,283 105,010 106,283 105,010
98.5% CARGO CAPACITY (-163°C) 125,452m³ 125,515m³ 125,631m³ 125,671m³ 125,660m³ 125,680m³ 125,541m³ 125,532m³
99.5% CARGO CAPACITY 126,718m³ 126,789m³ 126,906m³ 126,942m³ 126,937m³ 126,956m³ 126,815m³ 126,806m³
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PRINCIPAL PARTICULARS OF SHIP 1.1
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ISSUE 4 - JULY 2007
SA/SP/SW/SR/SE/SM
1.2 PRINCIPAL PARTICULARS OF MACHINERY (1)
MAIN ENGINE: Mitsubishi, two cylinder, cross-compound impulse-reaction AUXILIARY PLANT
marine steam turbine.
Condensers: Main Condenser:
Reduction Gearing: Mitsubishi tandem articulated type double reduction gear. One vacuum type single-pass scoop circulated at ship speeds
over 10 knots for main turbine.
Cooling surface: 2640m²
Power: Ahead: maximum continuous rating Vacuum: 722mm Hg at MCR condition and
17,140kW at 76 rev/min sea water temperature at 27°C.
Astern: 80% of ahead torque at 50% of
ahead speed, 6860kW at 53 Auxiliary Condenser:
rev/min. One atmospheric type horizontal shell and tube type for
Turbine: HP 6665 rev/min auxiliaries.
LP 4435 rev/min at MCR. Cooling surface: 250m²
Glands Condenser:
Propeller: One four-bladed, highly skewed solid keyless type, of One horizontal shell and tube type for gland service.
nickel-aluminium bronze. Cooling surface: 15m²
Diameter: 8600mm Distilling Plant: Two Sasakura Engineering Co model 5K-GR two-stage F-45
Pitch: 7520mm flash units, sea water cooled.
Weight: 47,980kg. Capacity: 45 tonnes/day.
BOILERS: Two Mitsui FW type MSD 40 ER, two drum, water tube Air Compressors: (SA/SP/SW/SR/SE/SM) Two diesel generator start motor-driven
boilers, with superheater, economiser and steam air heater. vertical piston two-stage, air-cooled type.
Boilers capable of dual firing in any ratio of fuel oil and natural Capacity: 20m³/h at 2.5 MPa.
gas.
(SA/SP/SW/SR/SE/SM) One emergency generator start
Normal maximum output for each boiler at 88.5% efficiency: diesel-driven vertical two-stage type.
35,100kg/h at 515°C and 6.0 MPa. Capacity: 5m³/h at 2.5 MPa.
(SA/SP/SW/SR/SE/SM) Two Atlas Copco GA37AP (Control air),

Steam Dump System: A steam dump system is provided, capable of dumping the air-cooled screw compressor.
excess steam generated by burning the designed rate of Capacity: 373m³/h at 0.91 MPa.
boil-off gas.
(SA/SP/SW/SR/SE) One Atlas Copco GA37AP (General
Service air), air-cooled screw compressor.
Forced Draught Fans: Two Osaka Blower Mfg Co Ltd model TACS-1130 motor-driven Capacity: 373m³/h at 0.91 MPa.
horizontal centrifugal, dual speed.
Capacity: 800/700m³/min at (SP) One CompAir 6050N Package Unit. (General Service air),
540/400mm H2O. air-cooled screw compressor.
Capacity: 368m³/h at 8.6 bar.
GENERATORS: One Shinko RG92 Rateau steam turbine, driving a Taiyo
Electric Mfg Co Ltd model FPWH 60AL-4 totally enclosed (SM) Two CompAir 6040N Package Unit. (General Service air),
brushless generator through a reduction gear. air-cooled screw compressor.
Capacity: 250m³/h at 8.6 bar.
Turbine speed: 9566 rev/min
Generator speed: 1800 rev/min (SW) One Suction Gas Engine Mfg Co Ltd model TCZG 275
Capacity: 3375kVA (2700kW). WADM ship service motor-driven vertical piston two-stage,
air-cooled, oil-free type.
Two Daihatsu 8DK-32 four-cycle, single-acting turbocharged Capacity: 250m³/h at 0.9 MPa.
diesels, driving Taiyo Electric Mfg Co Ltd model FPW 65D-10
totally enclosed brushless generators. (SE) One Mitsui Z Screen rotary compressor (General Service
air), with refrigerated dryer.
Continuous rating: 2870kW Capacity: 366m³/h at 7.0 Bar.
Speed: 720 rev/min
Capacity: 3375kVA (2700kW).
One Daihatsu 6DL-22 four-cycle, radiator-cooled diesel, driving

a Taiyo Electric Mfg Co Ltd model FEAT 50E-10 totally
enclosed brushless emergency generator.
Continuous rating: 625 kW

Speed: 720 rev/min
Capacity: 700kVA (560kW).

Purifiers: Three Mitsubishi Kakoki Kaisha Ltd model SJ20P CARGO MACHINERY
motor-driven partial discharge type.
Capacity: 3100 Iitres/h. HD Compressors: Two Atlas Copco Energas GmbH model GT063 T1K1
motor-driven, high-duty, centrifugal compressors. Control
Two purifiers designated for LO and one purifier for diesel via inlet guide vanes.
oil purification. Capacity: Effective suction volume
24,000m³/h at -140°C and
Pumps: See 1.3 List of Pumps. 103 kPaA suction pressure.
Discharge pressure at
Fans: Four engine room supply ventilation fans, motor-driven vertical 196 kPaA at -113°C.
axial type. LD Compressors:
Capacity: 1800m3/min at 40mm H2O. Two Atlas Copco Energas GmbH model GT026 T1K1
motor-driven, low-duty, centrifugal compressors. Control
Two engine room exhaust ventilation fans, motor-driven vertical via speed-controlled motors from 100% to 50% and with
axial type. inlet guide vanes.
Capacity: 2500m³/min at 15mrn H2O. Capacity: Effective suction volume
4800m³/h at -70°C
Two cargo machinery room supply ventilation fans, and 103 kPaA suction pressure.
motor-driven axial type. Discharge pressure at 196 kPaA
Capacity: 550m³/min at 15mm H2O. at -20°C.
Gas Heaters:
Two cargo machinery room exhaust ventilation fans, Two Mitsui Engineering and Shipbuilding Co Ltd, horizontal
motor-driven axial type. shell and tube, direct steam heated type.
Capacity: 600m³/min at 30mm H2O. Capacity: Heating capacity 6500MJ/h
For boil-off gas heating:
One incinerator flue gas fan, motor-driven horizontal centrifugal - lnlet condition -70°C,
type. 196 kPaA
Capacity: 200m³/min at 250mm H2O. - Outlet condition 45°C,
176 kPaA
Two inert gas generator rotary blowers, motor-driven horizontal For warm-up heating:
Rootes type. - lnlet condition -140°C,
Capacity: 95.8m³/min at 3700mm H2O. 196 kPaA
- Outlet condition 80°C (max),
One inert gas drying blower, motor-driven horizontal centrifugal 176 kPaA
type.
Capacity: 74m³/min at 1500mm H2O. LNG Vaporiser: One Mitsui Engineering and Shipbuilding Co Ltd, horizontal
shell and tube, direct steam heated type.
Air Conditioning Two Ushio Reinetsu Co Ltd main air conditioning refrigeration Capacity: LNG vaporisation 18,000kg/h with
Plant: machines, motor-driven screw compressors R22 direct inlet at -163°C and outlet at -60°C
expansion type. and 29 kPa
Capacity: 205 x 104kJ/h. or
LNG vaporisation 8100kg/h with
Two Ushio Reinetsu Co Ltd (Mayekawa Mfg Co Ltd) model M50 inlet at -163°C and outlet at +20°C
SC auxiliary air conditioning refrigeration machines, motor- and 29 kPa.
driven screw compressors R22 direct expansion type.
Capacity: 707 x 10³kJ/h. Forcing Vaporiser: One Mitsui Engineering and Shipbuilding Co Ltd, horizontal
shell and tube, direct steam heated type.
Two Ushio Reinetsu Co Ltd unit coolers for switchboard room, Capacity: LNG vaporisation 2700kg/h with
motor-driven reciprocating R22 direct expansion type. inlet at -163°C and outlet at -40°C
Capacity: 272 x 10³kJ/h. and 25 kPa.
Two Ushio Reinetsu Co Ltd unit coolers for workshop, motor- Nitrogen (N2) Two Maritime Protection AS (Permea) model Prism (R)
driven reciprocating compressors R22 direct expansion type. Generators: Alpha membrane penetration type.
Capacity: 272 x 10³kJ/h. Capacity: 60Nm³/h at 500 kPa.
(SM) - Two Teisan KK low pressure membrane permeation

Refrigeration Plant: Two Ushio Reinetsu Co Ltd provisions refrigeration machines, type.
motor-driven reciprocating compressors R22 direct expansion Capacity: 60Nm³/h at 500 kPa.
type.
Capacity: 460 x 10²kJ/h. Inert Gas Generator: One Smit Gadelus light oil burning type with cooling and
drying unit
Capacity: 11,000 Nm³/h at 25 kPa.
Dew-point -45°C and oxygen content
1.0% (max) by volume (0.5% mean).
SA/SP/SW/SR/SE/SM
PRINCIPAL PARTICULARS OF MACHINERY (2) 1.2
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1.3 LIST OF PUMPS (1)
No of PRIME MOVER MANUFACTURER TOTAL HEAD (m)

TITLE UNITS TYPE kW x rev/min (Sync) AND MODEL CAPACITY or DIFF PRESS (MPa)
FRESH WATER HANDLING PUMPS
Main condensate pump 2 Motor-driven vertical centrifugal 45 X 1800 Shinko EVZ 130M 80m³/h 90m
Drain pump 2 Motor-driven horizontal centrifugal 7.5 X 3600 Shinko SHQ 50MH 10m³/h 70m
Dump drain pump 1 Motor-driven vertical centrifugal 30 X 1800 Shinko EVZ 130MH 75m³/h 70m
Main feed-water pump 2 Turbine-driven horizontal centrifugal 373.6 X 7620 Coffin DEB-16 110m³/h 8.2 MPa
Auxiliary feed-water pump 1 Motor-driven horizontal centrifugal 210 X 3600 Shinko DK80-10MHC 55m³/h 8.2 MPa
Boiler compound injection pump 1 Motor-driven horizontal plunger 0.4 X 1800 Sakura Seisa Kusho Ltd 17 litres/h 6.9 MPa
(2 pumps driven off one unit) (SW not fitted) Type CJQ 153-2
Chemical metering injection pump 1 Motor-driven horizontal plunger 0.2 X 1800 Sakura Seisa Kusho Ltd 3.5 litres/h 0.25 MPa
(2 pumps driven off one unit) Type JM1015-2
Main condenser vacuum pump 2 Motor-driven horizontal 22 X 1200 Nash CL405 7.65 Nm³/h 722mm Hg
Ion exchanger regeneration pump 1 Motor-driven horizontal centrifugal 1.5 X 3600 Shinko GH-50M 2m³/h 20m
Main CCS cooling fresh water pump 3 Motor-driven vertical centrifugal 33 X 1800 Shinko GVD 260-2M 410m³/h 20m
Auxiliary CCS cooling fresh water pump 2 Motor-driven vertical centrifugal 5.5 X 1800 Shinko Ind. GVC 100M 55m³/h 20m
(Electric Motor Room)
Diesel generator engine cooling fresh 2 Diesel-driven horizontal centrifugal - Daihatsu 85m³/h 20m
water pump fitted on diesel
Emergency generator engine cooling fresh 1 Diesel-driven horizontal centrifugal - Daihatsu 35m³/h 26m
water pump (for high temperature)
Emergency generator engine cooling fresh 1 Diesel-driven horizontal centrifugal - Daihatsu 40m³/h 18m
water pump (for low temperature)
Emergency generator engine warm-up pump 1 Motor-driven vertical centrifugal 1.5 X 3600 Naniwa Type SVC 32 5m³/h 20m
Fresh water pump 2 Motor-driven horizontal centrifugal 7.5 X 3600 Shinko Ind. SHQ 50M 10m³/h 65m
Hot water circulating pump 2 Motor-driven horizontal centrifugal 1.5 X 1800 Shinko Ind. GH 50M 4m³/h 15m
Fresh water pump for firefighting 1 Motor-driven horizontal centrifugal 7.5 X 3600 Shinko Ind. SHQ 50M 5m³/h 110m
Distillate pump 2 Motor-driven horizontal centrifugal 1.5 X 3600 Sasakura MSS 2.1m³/h 30m
Drinking water pump (Japanese ships) 2 Motor-driven horizontal centrifugal 5.5 X 3600 Shinko GH 5DM 5m³/h 65m
Hot foam pump (SM not fitted) 1 Motor-driven vertical centrifugal 7.5 x 3420 DPVF 10-90 10.8 m3/hr 137.8m
Dedicated fire pump (SM not fitted) 1 Motor-driven vertical centrifugal 160 Shinko 385 m3/hr 96m
Fixed water mist system (SM not fitted) 1 Motor-driven vertical centrifugal 5.5 X 3480-3520 Grundfos CR 5-22 6.9 m3/hr 166.6m

SEA WATER HANDLING PUMPS
Main circulating pump 1 Motor-driven vertical centrifugal 110 X 400 Shinko Ind. CVF 850MU 6500/3000 m³/h 3/6m
Auxiliary circulating pump 1 Motor-driven vertical centrifugal 110 X 400 Shinko Ind. CVF 850 MU 6500/3000 m³/h 3/6m
Main CCS cooling sea water pump 2 Motor-driven vertical centrifugal 90 X 1800 Shinko Ind. GVD 360 MU 1100m³/h 20m
Auxiliary CCS cooling sea water pump (SM not fitted) 2 Motor-driven vertical centrifugal 11 X 1800 Shinko Ind. GVP 100 MU 55m³/h 40m
Distilled plant SW service pump (SM) 2 Motor-driven vertical centrifugal 11 X 1800 Shinko Ind. GVP 100 MU 42m³/h 40m
Brine pump 2 Motor-driven horizontal centrifugal 7.5 X 1800 Sasakura 100 x 50 MSM-A 42m³/h 25m
Ballast pump 2 Motor-driven vertical centrifugal 400 X 900 Shinko Ind. GVD 500-2MU 2800m³/h 35m
Ballast pump 1 Motor-driven vertical centrifugal 400 X 900 Shinko Ind. GVD 500-2MU 2800m³/h 35m
self-priming
Eductor driving & water spray pump 1 Motor-driven vertical centrifugal 340 X 1800 Shinko Ind. KV 300 MU 900m³/h 98m
Fire, bilge & general service pump 1 Motor-driven vertical centrifugal 110 X 1800 Shinko Ind. GVP 200 MUS 160/230m³/h 105/65m
self- priming
Fire pump 1 Motor-driven vertical centrifugal 90 X 1800 Shinko Ind. GVP 160-ZMU 160m³/h 105m
Fire line pressurising pump 1 Motor-driven horizontal centrifugal 7.5 X 3600 Shinko Ind. SHQ 50 MU 2m³/h 110m
Bilge & general service pump 1 Motor-driven vertical centrifugal 110 X 1800 Shinko Ind. GVP 200 MUS 230m³/h 65m
self-priming
Engine room bilge pump 1 Motor-driven vertical piston 3.7 X 1200 Shinko Ind. VPS 10 10m³/h 40m
Bilge separator service pump 1 Motor-driven progressive cavity pump 0.75 X 1725 Coffin World Water System 5m³/h 24.4m
in PMWA 2000 series
Sewage discharge pump 1 Motor-driven horizontal centrifugal 2.2 X 1800 Shjnko Ind. SHJ 70M 5m³/h 16m
Sewage transfer pump 1 Motor-driven horizontal snake 0.75 X 1800 Taiko Kikai Ind. HNP-201 1m³/h 30m
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LIST OF PUMPS (2) 1.3
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ISSUE 4 - JULY 2007
ALL
1.3 LIST OF PUMPS (3)

LO HANDLING PUMPS
Main LO pump 1 Main turbine-driven horizontal gear - Taiko Kikai Ind. LBS-150 150m³/h 0.25 MPa
Auxiliary LO pump 2 Motor-driven vertical centrifugal submerged 30 x 1800 Shinko Ind. SAC 150 150m³/h 0.25 MPa
Control oil pump 2 Motor-driven horizontal vane fitted on main 2.2 x 1800 Vehida Oil Hydraulics, 50T 2.4m³/h 1.5 MPa
turbine
Sterntube LO pump 2 Motor-driven horizontal gear 0.75 x 1200 Taiko Kikai Ind. NHG-1 M 1m³/h 0.3 MPa
LO transfer pump 1 Motor-driven horizontal gear 2.2 x 1200 Taiko Kikai Ind. NHG-5M 5m³/h 0.3 MPa
LO purifier feed pump 2 Motor-driven horizontal gear 2.2 x 1200 Taiko Kikai Ind. NHG-4M 3.5m³/h 0.3 MPa
Generator turbine LO pump 1 Turbine-driven horizontal gear fitted on - Mitsubishi 20m³/h 0.85 MPa
generator turbine
Generator turbine priming LO pump 1 Motor-driven horizontal gear 3.7 x 1800 Taikokikai Ind. NHGS-5M 7.5m³/h 0.3 MPa
Diesel generator engine LO pump 2 Diesel-driven horizontal gear fitted on - Daihatsu 54m³/h 0.65 MPa
generator diesel
Diesel generator engine priming LO pump 2 Motor-driven horizontal gear fitted on 1.5 x 1200 Daihatsu 15m³/h 0.4 MPa
generator diesel
Diesel generator engine rocker arm LO pump 2 Diesel-driven horizontal gear fitted on - Daihatsu 0.45m³/h 0.22 MPa
generator diesel
Main feed-water pump LO pump 2 Turbine-driven vertical gear fitted on pump - Coffin DE-DEB 1.08m³/h 0.32 MPa
Main feed-water pump priming LO 2 Motor-driven horizontal gear 0.1 x 1800 Tuthill Spec 84998-DE 0.11m³/h 0.42 MPa
pump
Emergency generator engine LO pump 1 Diesel-driven horizontal gear fitted on diesel - Daihatsu 11.1m³/h 0.6 MPa
Emergency generator engine priming LO 1 Motor-driven horizontal gear 0.2 x 1200 Daihatsu 0.55m³/h 0.1 MPa
pump
Generator turbine LO wing pump 1 Hand, fitted on generator turbine - King No.2 - -
Diesel generator engine LO wing 1 Hand, fitted on generator diesel - Yatsunami No.2 - -
pump
Emergency generator engine LO wing 1 Hand, fitted on emergency generator diesel - Yatsunami No.2 - -
pump

FUEL OIL HANDLING PUMPS
Fuel oil burning pump 2 Motor-driven horizontal screw 11 x 1800 Taiko Kikai Ind. MSE-7.5X-4M 7m³/h 2 MPa
Diesel oil purifier feed pump 1 Motor-driven horizontal gear 2.2 x 1200 Taiko Kikai Ind. WLS-4M 3.5m³/h 0.2 MPa
Heavy fuel oil transfer pump 1 Motor-driven vertical gear 30 x 1200 Taiko Kikai Ind. WL VS-50M 50m³/h 0.4 MPa
Diesel oil transfer pump 1 Motor-driven horizontal gear 11 x 1200 Taiko Kikai lnd. WLS-20M 15m³/h 0.4 MPa
Sludge oil transfer pump 1 Motor-driven horizontal snake 2.2 x 1200 Taiko Kikai Ind. HNP 401 5m³/h 0.35 MPa
Diesel generator engine fuel oil 2 Diesel-driven horizontal gear - Daihatsu 1.54m³/h 0.4 MPa
service pump fitted on diesel
Incinerator fuel oil burning pump 1 Motor-driven horizontal snake 0.4 x 3600 Mono ‘B’ Range 80 litres/h -
fitted on incinerator
Incinerator sludge circulating pump 1 Motor-driven horizontal gear 3.7 x 1800 Fujiata Type CES 10m³/h 0.15 MPa
fitted on incinerator
Incinerator diesel oil burning pump 1 Motor-driven horizontal gear 0.4 x 3600 Mono Type SB1045 36 litres/h 0.75 MPa
Inert gas generator fuel oil burning 1 Motor-driven horizontal gear 4 x 1800 Safag AG 810 NUBHR 1.2m³/h 2.2 MPa
pump fitted on IGG
Emergency generator engine fuel oil service 1 Diesel-driven horizontal gear - Daihatsu 0.42m³/h 0.45 MPa
pump fitted on engine
CARGO HANDLING PUMPS
Cargo pump 8 Motor-driven submerged single stage 365 x 1800 Ebara Corp 12EC-24 1400m³/h 135m
centrifugal
135m
Spray pump 4 Motor-driven submerged two stage 18.7 x 3600 Ebara Corp 2EC-092 40m³/h
centrifugal
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LIST OF PUMPS (4) 1.3
ISSUE 4 - JULY 2007

1. CLASSIFICATION 2.2 The following recommendations and guidelines have been incorporated and are (k) Register of Cargo Gear.
followed as far as applicable.
1.1 The ship has been built in conformity with the rules, regulations and requirements (l) Certificate of Tank Capacity Calibration.
and under the special survey of Lloyd’s Register of Shipping or Nippon Kaiji Kyokai (a) OCIMF:
Register of Shipping. (m) Deadweight Certificates.
Recommendations on Equipment for the Towing of Disabled Tankers,
1.2 The ship’s owner holds certificates having the following classification: September 1981. (n) Certificate of Custody Transfer Instrument.

Lloyd’s Register of Shipping Standardisation of Manifolds for Refrigerated Liquefied Gas Carriers (o) Test Certificates for:
(LNG).
(a) Hull: Class +100A1 Liquefied Gas Carrier (Methane in independent tanks, - Navigation Lights
Category B, Maximum pressure 0.25 bar, Minimum temperature -163°C). Guidelines and Recommendations for the Safe Mooring of Large Ships at - Magnetic Compass
Piers and Sea Island (except special condition of the intended terminal). - Compass Adjustment
(b) Machinery: Class LMC with level of automation equivalent to UMS - Direction Finder Calibration
notation. Ship to Ship Transfer Guide.
(p) Sanitary Certificate (for Japan).
Nippon Kaiji Kyokai Register of Shipping (b) SIGTTO Recommendations for Emergency Shut-down Systems.
(q) Domestic Water Analysis Certificate (for Japan).
(a) NS* (Tanker, Liquefied Gases, Maximum Pressure 25 kPa and Minimum (c) International Electrotechnical Commission (IEC) Publication 92 -
Temperature -163°C). Electrical Installation in Ships. (r) International Safety Management Code (ISM Code).
(b) MNS* (MO-B). (d) ISO Guidelines No 6954 (for vibration). (s) P & I Certificate (Certificate of entry).
1.3 The ship is built for ‘In Water Survey’ but is not classed for IWS. (e) ICS and CAA Guide to Helicopter/Ship Operations. (t) Ballast Water Management Plan Certificate.
(f) IMO Resolution A343 (IX) Recommendations on Method of Measuring (u) International Ship Security Certificate.
2. RULES AND REGULATIONS Noise Levels at Listening Posts.
2.1 The ship complies with the following conventions, laws, rules, regulations and (g) IMO Resolution A468 (XII) Code on Noise Level on Board Ships.
requirements of authorities as in force and published on the date of contract
signature and meets with the specific approval of the authorities indicated in the (h) IMO Draft Guidelines on Navigation Bridge Visibility (NAV 29/WP.3).
following list.
(i) IMO STCW 95 Code Amendment 2 (2001).
(a) Commonwealth of Australia Navigation Act.
(b) Regulations and Requirements of the Australian Department of 3. CERTIFICATES

Transport, Japanese Government, or UK Department of Transport.
The following certificates are held on board:
(c) International Convention on Load Line 1966, as amended by IMO
Resolution A513 (XIII) and A514 (XIII). (a) Classification Certificate.
(d) lnternational Convention for the Safety of Life at Sea (SOLAS) 1974, (b) Builder’s Certificate.
IMO Protocol 1978, Amendment 1981 and Amendment 1983 including
lnternational Code for the Construction and Equipment of Ships Carrying (c) SOLAS Certificates:
Liquefied Gases in Bulk (IGC Code). - Cargo Ship Safety Construction Certificate
- Cargo Ship Safety Equipment Certificate
(e) lnternational Convention for the Prevention of Collision at Sea - Cargo Ship Safety Radiotelegraphy and Radiotelephony
1972, as amended by IMO Resolution A464 (XII). Certificate
- Certificate of Fitness for Ships Carrying Liquefied Gases in
(f) lnternational Convention for the Prevention of Pollution from Ships 1973, Bulk
and IMO Protocol 1978.
(d) lnternational Oil Pollution Prevention Certificate (Statement of
(g) USCG Rules regarding Oil Pollution, Sanitation, and Navigation Safety Compliance).
for Foreign Flag Vessels (33 CFR 155, 156, 159 and 164).
(e) lnternational Loadline Certificate.
(h) USCG Rules for Foreign Flag Liquefied Gas Carrier to be intended to call
at US ports except in Alaska area (46 CFR 154) and Public Law (f) Certificate of Tonnage Measurement.
95-474 Oct 17 1978. ‘Port and Tanker Safety Act of 1978’.
(g) Letter of Fitness to applied USCG Rules.
(i) lnternational Tele-Communication Convention 1976.
(h) De-ratting Exemption Certificate.
(j) lnternational Convention on Tonnage Measurement of Ships 1969, as
amended by IMO Resolution A493 (XII) and A494 (XII). (i) Certificate of Sewage Treatment Unit.
(k) ILO Guide to Safety and Health in Dock Work 1976, as amended in 1979. (j) Test Certificates for Anchor and Chain Cable.
ALL
CLASSIFICATION AND CERTIFICATES, RULES AND REGULATIONS 1.4
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ISSUE 4 - JULY 2007
SM
1.5 TANK CAPACITIES AND TANK PLANS

CARGO TANKS FUEL OIL TANKS
Capacity Full at Capacity Full at Figure
Figure Figure Frame Capacity 95%
Frame -163ºC (m³) exl dome Northwest Frame -163ºC (m³) exl dome Tank Reference
Northwest Sanderling Reference Reference Numbers Full (m³)
Numbers Stormpetrel Numbers Number
Number 98.5% 99.5% Number 98.5% 99.5%
FO Side Tanks 17 64-68 1 361.3 (x2)
No 1 LNG Tank 1 92-101 31,365 31,682 No 1 LNG Tank 1 92-101 31,386 31,705 (P & S)
No 2 LNG Tank 2 83-92 31,370 31,686 No 2 LNG Tank 2 83-92 31,379 31,697 FO Settling Tanks 18 64-65.5 216.3 (x2)
No 3 LNG Tank 3 74-83 31,364 31,681 (P & S)
No 3 LNG Tank 3 74-83 31,381 31,700
No 4 LNG Tank 4 65-74 31,353 31,669 FO Overflow Tank 19 60-64 78.4
No 4 LNG Tank 4 65-74 31,386 31,704
(S)
Capacity Full at DO Storage Tank 20 49-64 502.1

Figure WATER BALLAST TANKS (S)
Frame -163ºC (m³) exl dome
Northwest Snipe Reference
Numbers Figure Weight
Number 98.5% 99.5% Frame Capacity DO Service Tank 21 61-64 35.7 (94.4%)
Tank Reference (Tonnes)
Numbers (m³) (S)
Number SG 1.025
No 1 LNG Tank 1 92-101 31,419 31,737
Fore Peak WB Tank 5 106-FE 2717 2 785 Light Oil Tank (P) 22 52-64 143.1
No 2 LNG Tank 2 83-92 31,420 31,738
No 1 WB Side Tanks 6 94-101 2677.5 (x2) 2 744 (x2) LUBRICATING OIL TANKS
No 3 LNG Tank 3 74-83 31,411 31,728 (P & S)
Figure
No 4 LNG Tank 4 65-74 31,421 31,739 Frame Capacity
No 2 WB Side Tanks 7 90-94 3456 (x2) 3 542 (x2) Tank Reference
Numbers (m³)
(P & S) Number
Capacity Full at LO Renovating 23 53-60 57.7 (91.2%)

Figure No 3 WB Side Tanks 8 85-90 2 598.9 (x2) 2 664 (x2)
Northwest Frame -163ºC (m³) exl dome Tank (S)
Reference (P & S)
Shearwater Numbers
Number 98.5% 99.5% Generator Engine (Level of Overflow Pipe)
No 4 WB Side Tanks 9 81-85 4 264.7 (x2) 4 371 (x2) LO Storage Tank 24 44-47 25.6 (95%)
No 1 LNG Tank 1 92-101 31,411 31,730 (P & S)
No 2 LNG Tank 2 83-92 31,414 31,733 LO Storage Tank 25 47-50 24.7 (90.8%)
No 5 WB Side Tanks 10 76-81 2 670 (x2) 2 737 (x2) (Aft) (S)
No 3 LNG Tank 3 74-83 31,416 31,735 (P & S)
LO Storage Tank (Level of Overflow Pipe)
No 4 LNG Tank 4 65-74 31,420 31,739 No 6 WB Side Tanks 11 72-76 4 253.1 (x2) 4 359 (x2) (Fore) (S) 26 50-53 24.7 (90.8%)
(P & S)
(Level of Overflow Pipe)
Capacity Full at No 7 WB Side Tanks 12 68-72 1 962.4 (x2) 2 011 (x2) LO Sump Tank 27 32-39 51.7 (95%)
Figure
Frame -163ºC (m³) exl dome (P & S) (SW) 52.4 (95%)
Northwest Sandpiper Reference
Numbers Stern Tube LO
Number 98.5% 99.5% No 1 Lower WB 13 91-93 1 918.1 1 966 Sump Tank (S) 28 24-26 5.0 (95%)
No 1 LNG Tank 1 92-101 31,430 31,749 Tank
No 2 LNG Tank 2 83-92 31,414 31,733 No 2 Lower WB 14 82-84 1 918.1 1 966 FRESH WATER TANKS
Tank
Figure
No 3 LNG Tank 3 74-83 31,434 31,753 Frame Capacity
Tank Reference
No 3 Lower WB 15 73-75 1 918.1 1 966 Numbers (m³)
No 4 LNG Tank 4 65-74 31,402 31,721 Number
Tank
Aft Peak WB Tank 16 AE-20 2 271.1 2 328 FW Tanks (P & S) 29 20-26 184 (x2)
Capacity Full at
Figure
Frame -163ºC (m³) exl dome Distilled Water Tanks (P & S) 30 26-32 261 (x2)
Northwest Seaeagle Reference
Numbers DRAIN TANKS (SM only)
Number 98.5% 99.5%
Figure
Frame Capacity Distilled Water Tanks No 2 S 30 26-29 120.9
No 1 LNG Tank 1 92-101 31,409 31,728 Tank Reference
Numbers (m³)
Number
No 2 LNG Tank 2 83-92 31,373 31,691 Stern Tube Cooling FW Tank 31 11-20 (Level of Overflow Pipe)
Bilge Holding Tank 32 20-31 126.7 129
No 3 LNG Tank 3 74-83 31,378 31,696
Clean Drains Tank 33 28-31 30.8 Distilled waterTank No 1 S 34 29-32 138.7
No 4 LNG Tank 4 65-74 31,381 31,700
Fire fighting Water Tank P 35 26-35 414
SA/SP/SW/SR/SE/SM
TANK CAPACITIES AND TANK PLANS 1.5
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SM
1.6 SHIP’S GENERAL ARRANGEMENT (1)

SM
SHIP’S GENERAL ARRANGEMENT (2) 1.6

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1.7 CACC ARRANGEMENT (1)

SM
CACC ARRANGEMENT (2) 1.7

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1.8 SEA TRIAL CURVES

2 INTEGRATED AUTOMATION
SYSTEM (IAS)

CONTENTS
SECTION 2
INTEGRATED AUTOMATION SYSTEM (IAS)
2.1 IAS Overview

2.2 IAS Control Operations

2.3 IAS Uninterruptible Power Supplies
2.4 EOS Changeover
2.5 Engineer’s Patrolman Alarm System
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2.1 IAS OVERVIEW (1) - CACC CONSOLE - GENERAL VIEW 8200 1707 Rev 5

1. GENERAL 1.2 Cargo System 1.4.2 The printers and colour hard copier associated with the Cargo and Machinery
EOS have not been shown. They are all located at a separate work-station adjacent to
1.1 Summary 1.2.1 This system is capable of control and monitoring of the cargo and ballast the console and behind the operators. A maximum of three printers can be assigned
auxiliaries and valves. In addition, automatic sequence control logic programs are simultaneously to any one EOS. The following are available:
1.1.1 The ship’s Integration Automation System (IAS) has been designed, programmed provided for each operation. Displays available are composed of overviews,
and installed by Yamatake-Honeywell, using the Total Distributed Control operational graphics, monitoring graphics, operational guidance graphics and alarm (a) Dedicated Printers:
‘BASIC’ System concept. displays. For types of display see 2.2 IAS Control Operations.
For each of the Cargo and Machinery System EOS,
1.1.2 Two entirely separate systems have been provided within the IAS for cargo/ballast 1.2.2 All emergency shutdown (ESD), cargo tank protection, and machinery trip and
operations (referred to as the Cargo System) and for machinery/electric generation safety systems are totally independent of the IAS. - One Data Logging printer
plant operations (referred to as the Machinery System). Certain other, independent, - One Alarm Message printer
control systems are interfaced with the Cargo or Machinery Systems, see paras 1.2.3 1.2.3 The following independent systems are interfaced with the Cargo System for
and 1.3.4. data gathering, calculation and monitoring purposes: Grouped trip alarm signals are handled by the EOS Alarm Message printers
as the official recordings of alarms. Discrimination and diagnostics of trips
1.1.3 Each of the Cargo and Machinery Systems is monitored and controlled from four - Cargo Tank Float Level Gauging System are handled by the Fast Alarm printer (see below).
Enhanced Operator Stations (EOS) in the CACC. The EOS are paired and are - Loading Computer
linked to two multi-VDU systems, one for Cargo and one for Machinery, each of which - Custody Transfer System (b) Fast Alarm Printer:
comprises four visual display units. The lower VDUs only are linked to keyboards - AMOS connect via satellite
(two for Cargo and two for Machinery) for operator manipulation at the CACC console. This can be assigned to any Cargo or Machinery EOS. It will discriminate
For the Machinery System only, a fifth EOS (and associated VDU and keyboard) is 1.3 System between the alarm(s) within an Alarm Group which have caused a trip action,
sited in the Monitor Room; control manipulation is not possible from EOS5 unless and is used for diagnostics. The printer can record alarm signals detected in
specifically assigned from the CACC Machinery EOS1-4. Each of the Cargo or 1.3.1 This system is capable of control and monitoring of the main propulsion plant and scanning intervals of either 10 or 100 milliseconds.
Machinery EOS databases is identical; loss of one will not cause loss of all. A Engine Room auxiliaries, and of the electric generating plant system.
summary of IAS control operations is given in 2.2. (c) Colour Hard Copier:
1.3.2 In addition, the system is capable of control and monitoring of specified control
1.1.4 A fundamental principle of the IAS is that departures of machinery and auxiliary valves, eg. desuperheaters, main engine lubricating oil, cooling water, etc. However, One type CHC-33 colour hard copier is provided. It can be used to obtain
systems from normal operating parameters are automatically monitored and alarmed auxiliary pump Standby/Auto selection can be carried out through this system, but hard copy colour prints of current screen displays from any of the upper
by exception. If all controls and machinery are operating normally, the operator must controlled by Terasaki motor automatic controllers within the starters. VDUs of either the Cargo or Machinery Operator stations. When a hard copy
access the system for information. is required, the relevant screen (Cargo EOS1 or 3, or Machinery EOS3 or 1)
1.3.3 Electrical power management is carried out using a Terasaki GAC5 system, which must be specified at the Screen Selector.
1.1.5 The grouping of alarms allows easy access for identification, action and recovery is stand-alone at the Main Switchboard but interfaced with the main IAS control
from an alarm condition. system for operation and monitoring.
1.1.6 As even momentary interruption of electrical power supply (100V ac) to the IAS could 1.3.4 The following independent systems are interfaced with the Machinery System,
cause failure of the IAS, a dedicated Uninterruptible Power Supply (UPS) system is with their own dedicated logic controllers and separate power supplies from the UPS
installed; see 2.3. system:
(Continued overleaf)
1.1.7 For certain operational requirements (or in the unlikely event of a partial system - Boiler Automatic Combustion Control System (and Burner Management)
failure) it is possible to interchange the functions of a pair of EOS at the CACC - Propulsion Performance Monitor
console Cargo and Machinery multi-VDU systems. Thus, monitoring and - AMOS connect via satellite
control of both Cargo and Machinery could be carried out at the same console
position. The changeover is allowed for by dedicated hard-wired connections in The Main Turbine has its own dedicated microprocessor-based control system.
the No.1 Equipment Room, ‘F’ Deck; see 2.4 EOS Changeover.
NOTE:
1.1.8 A VDU extension network allows for monitoring only of either the Cargo or For convenience, a table summarising IAS facilities, and their locations and
Machinery Systems at the following positions: functions has been placed at the end of this article, together with a glossary of the
most common IAS/TDC3000 terms and abbreviations.
- Wheelhouse (2 VDUs)
- Officers’ cabins (6) 1.4 CACC Console
- Monitor Room and Engine Room (two and five receptacles respectively, to
which portable VDU/keyboard units can be connected). 1.4.1 The layout of the CACC console is illustrated above. All principal controls and
indicators are shown as ‘scrap’ views below and above the overall layout. All control
1.1.9 Extension alarm panels are also installed in the Wheelhouse, Administration and monitoring facilities for cargo are on the left-hand side of the console and those
Room, Officers’ Cabins (6) and Officers’ Public Day Rooms (5). for machinery are on the right.
SM Only
Wheelhouse, Administration Room, Officers’ Cabins (6) and Officers’ Public
Day Rooms (4), and Cargo Extension in the Engine Room Workshop.
SA Only
Wheelhouse, Officers’ Cabins (6) and Officers’ Public Day Rooms (6).

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IAS OVERVIEW (1) 2.1

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SA/SL/SP/SW/SR/SE/SM
2.1 IAS OVERVIEW (2) - SYSTEM SCHEMATIC

2. THE HONEYWELL TDC3000 SYSTEM 2.2.1 Data highway: Failure of any of these diagnostic tests will cause the microprocessor to stall
and freeze the output at the last good value. The failure is annunciated by a
2.1 Design Concept (a) Duality and Isolation: lighted key and status codes at the operator station.
2.1.1 The TDC3000 ‘BASIC’ System is a distributed digital process control and data The Data Highway is a dual redundant communications system which The diagnostic features of the MC contribute to reliable, secure operation.
acquisition system which includes a comprehensive set of algorithms and auxiliaries, enables the interchange of data between the System modules/devices Other security features include:
and provides full control and monitoring capabilities. A ‘distributed’ control system is a distributed throughout the operating unit. It consists of two (primary and
control scheme whereby control is distributed functionally and geographically between back-up) separate coaxial cables for each branch, two separate Data - Memory protection for the database (both configured and
a number of independent communicating microprocessor-based logic controllers and Highway interfaces in each device, and a Highway Traffic Director (HTD) process-derived) that permits restart of a controller after a
alarm monitoring units. Such an arrangement of multiple controllers, each assigned its which includes a separate electronics package for the primary and power loss of short duration.
own control and monitoring functions, results in enhanced reliability due to: back-up cables. The Data Highway transformer coupling ensures that failure
of any device has no effect upon the operation of other devices or of the Data - Degraded operations; in the event of CPU failure, process
(a) The removal of dependence on a single centralised processor found in Highway itself. control loops may be manipulated manually from the operator
older direct digital control systems, and station.
(b) Security:
(b) Localisation of a single malfunction to a particular processor, which can 2.2.3 Uninterrupted automatic control
then be removed without disruption of the rest of the system. The communications protocol has extensive error detection and correction
features. The Uninterrupted Automatic Control (UAC) system provides continuous
2.1.2 The distributed control and centralised monitoring capabilities enable an operator automatic control in the event that a process controller malfunctions. The UAC
to recognise and react to situations at all process points, quickly and positively. Each word transmitted on the Data Highway is checked for data integrity. system detects a failure in one of up to eight controller files, announces the failure to
Built-in automatic diagnostic procedures not only alert an operator to a potential Each bit must have a positive and a negative pulse, and all 31 bits are the operator, switches in a reserve file (including all input/output (I/O) functions), and
equipment problem, but, in many cases, automatically take corrective action to avert the counted. A special code is computed by the sending device and must be resumes control of the process, regardless of the complexity of the control strategy of
problem. re-computed identically by the receiving device, as a sophisticated error the failed controller.
check.
2.1.3 The ‘BASIC’ System consists of standard, modular building blocks which are UAC is accomplished by automatically transferring inputs and outputs of a failed
linked together by Data Highways, into an integrated, hierarchical system with a Each data word is transmitted (echoed) by the receiving device to the controller to a reserve file, and loading all pertinent information stored in the
distributed architecture. Each of the major modules in this distributed architecture sending device, and must compare identically. Any discrepancy in any back-up memory (just as it was before the failure) into the memory of the reserve
includes a microprocessor with its own firmware and database. The distributed check will cause the word to be rejected and a notification of the error will be file. This transfer is effected at the loop level; failure detection and switchover to the
hardware and database reduce the effect of an isolated component failure, and reported to the sending Preferred Access Device (PAD). Diagnostic routines reserve controller do not depend on the availability of the Data Highway. Apart from the
complete loss of process information is avoided. in the PAD keep a running record of errors, and, if a predetermined error notification of the switchover, there is no change in the operator interface; operators
threshold is exceeded, a command is automatically issued which causes the can monitor and manipulate the same loops exactly as they did before.
2.1.4 All building block modules are task-partitioned; that is, each module is tailored to HTD to switch from the primary to the back-up Data Highway.
perform a specific, dedicated task, as follows:
2.2.2 Multifunction controller
(a) Process interface, or
(a) Summary:
(b) Control strategy implementation, or
The Multifunction Controller (MC) comprises a card file containing a (Continued overleaf)
(c) Operator interface. microprocessor system and an associated terminal panel, together with
one or two additional card fifes called Point Card Files and their associated
The module will perform its dedicated task independently of other blocks. terminal panels. The firmware in the MC includes a modulating control
function, a monitoring control function and a sequence control function.
2.1.5 In many cases, similar functions overlap at different hierarchical levels and so These three functions are in separate ‘sections’ of the firmware, but are
provide parallel or alternative paths for control and monitoring. If a particular element integrated to enable functioning as a system. The MC may also be
fails, its function can often be assumed by another element with a function. Task connected to a Local Communications Link to enable communications with
partitioning and distributed architecture allow the system to degrade gracefully while other Multifunction Controllers.
continuing to control the process.
(b) Security:
2.2 IAS Redundancy Provisions
The firmware for each MC includes a diagnostic routine that checks the
In addition to the inherent built-in protection against common mode failures afforded operation of the controller every second. Modules checked by this routine
by the distributed architecture, other redundancy and safety features of the system are:
include the following: - Power: Regulator and output cards
- Analogue/Digital Conversion: High and low limits
- Output: Read after write to set point
- Central Processor Unit (CPU): Miscellaneous errors; CPU
instructions set check.
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2.1 IAS OVERVIEW (3) - CACC CONSOLE - MULTI-VDU SYSTEM CONTROL FEATURES

3. MULTI-VDU SYSTEM CONTROL FEATURES 3.1.6 The allocation of Alarm Mastership to EOS 1 (or 3) is indicated by the CACC 3.4 Display Hierarchy
MASTER lamp. For the Machinery System only, Alarm Mastership can be
3.1 Multi-VDU Systems and Enhanced Operator Stations (EOSs) allocated to EOS 5; this is indicated by the Machinery MSR MASTER lamp. In the 3.4.1 An EOS provides a co-ordinated set of displays (see 2.2 IAS Control Operations,
event of failure of the EOS designated as Master, the relevant Cargo or Machinery para 2.2) allowing the operator to call up quickly any display or parameter of interest,
3.1.1 The Multi-VDU System consists of four VDUs ‘stacked’ in two tiers. Each VDU has NON-EXISTING lamp will light and the alarm will sound. Changeover of Alarm make required changes, and return to another display with minimum of keystrokes.
a unique number and is a component of one Enhanced Operator Station (EOS). Mastership is done on the Assignment Display of the desired slave station. Of this set, two displays (Group and Custom displays) are primary for overall system
Each vertical pair of VDUs has associated keyboards (a main and auxiliary). The monitoring.
main keyboards provide comprehensive control and monitoring facilities, and 3.1.7 Machinery System EOS5 is normally used for Alarm Scanning purposes (slave).
selection of displays. The auxiliary keyboard is used only for control loop However, operational control can be transferred from the CACC to EOS 5 by 3.4.2 The Group Display presents Process Variable (PV), Set Point (SP) and output
manipulation in conjunction with Group Displays. The keyboards are always pressing the appropriate MSR Operation Request Indicator key (Station No. 1/2/3/4); magnitude in graphical and numerical form for up to eight control loops. An
dedicated to the lower VDU only. the No. 5 STATION Operation Request key in the CACC console (Machinery) will associated Detail Display presents PV, SP, and output in graphical form, and numeric
light. All MSR Operation Request keys also act as alarms. Alarm Mastership is representation of all other parameters, for a single control loop.
3.1.2 The two vertical portions of the Multi-VDU System are two independent indicated in the MSR by CACC MASTER/MSR MASTER lamps.
Man-machine interfaces (MMI) for the TDC3000 ‘BASIC’ System. This composition 3.4.3 The following table shows the relationship between the Group Call-up Keys, the
ensures that a malfunction of one side of the Multi-VDU System is compensated for 3.1.8 Training can be carried out at the Cargo System position only (EOS 1 or 2) and operating modes (‘Personalities’) assigned to an EOS, and the associated displays:
by the other side. keys are positioned on the CACC console to effect and indicate changeover to the
Training mode. See 3.2 IAS Control Operations, para 6. EOS Alarm Group Call-up Associated
3.1.3 The built-in integrated hardware/firmware incorporates trending, alarming, Personality Mastership Key Display
printouts, Start-Stop action and system diagnostics. Because each EOS is 3.2 IAS Monitoring Annunciation (See Note)
self-contained (no mini-computer, memory, or other devices external to the Station),
it is capable of operating independent of any other. 3.2.1 System Monitoring enables the operators, at the CACC console, to observe the Master - Operating
Normal Group
operational status of each Data Highway device. Each device continuously performs Group
(Mode 0) Slave No annunciation
3.1.4 The major functions executed by an EOS are as follows: self-diagnostics, and reports its status to the EOS, which scans all devices every five 1-36
seconds. This diagnostic scan is performed in the ‘background’ mode, and does not Master - Alarm
- Indication of analogue and digital control and non-control variables involve any operator action. It serves to minimise effects on Cargo and Machinery Alarm
Annunciates Group
Systems Operations. (Mode 1) Slave
Process Alarm 1-36
- Manipulation of control loops (including set point, mode, and output) and
2-position or multiposition switches and selectors 3.2.2 In the event of malfunction, the operators are immediately notified via an audible Annunciates
alarm and a flashing HIWAY STAT key on the main keyboard. To determine which Sequence Master Unit Alarm
- Trending device failed and how it failed, the HlWAY STAT key is pressed to call up the (Mode 2) (and message)
Highway Status display. This display shows the number, type and status of Slave No annunciation Unit
- Alarm annunciation and display all (up to 63) devices simultaneously, with malfunctioning units shown with a Detail
Annunciates 1-36
flashing red code. Status information is shown in abbreviated English for quick fault
Alarm/Sequence Master Unit Alarm
- Custom Graphic displays (interactive schematics) identification.
(Mode 3) (and message
- Reports 3.2.3 If additional information is required for further isolation of a malfunction, the Box Slave No annunciation
Diagnostic display can be called up from the Highway Status display. This includes
- Archival history (trend) a separate display for each device on the Data Highway and details a device’s
status in the error code and an English description corresponding to the error code. NOTE:
- System diagnostics and reporting In many cases, the information given in the Box Diagnostic display will identify a If the Custom Display mode is selected (CUSTOM DISP key), the Group Call-up keys
specific failing printed circuit card. will call up any of Custom Graphic Displays 1 to 36, regardless of the EOS Personality
It allows status monitoring of, and communication with, sequence programs, which assignment.
are written in the Yamatake-Honeywell Sequence Oriented Procedural Language 3.2.4 This built-in system monitoring capability also provides for corrective actions.
(SOPL) and executed by Multifunction Controllers. For example, the operator may use the keyboard to restart a stalled controller, or, the 3.4.4 Further explanation of the above is given in 2.2 IAS Control Operations, para 4.
keyboard to manipulate controller loop outputs may be used. If equipment repair is
3.1.5 Each EOS and therefore VDU is assigned a specific ‘Personality’ (see 3.2 required, displayed data can be used to direct repair personnel.
IAS Control Operations, para 4). EOS Personalities are normally as follows, but can
be interchanged as operations require: 3.3 Indication of Analogue and Digital Control and Non-control Variables
- EOS 1; Alarm Scanning (Alarm Mastership) 3.3.1 Operation-by-exception greatly reduces control processes by emphasising only
those loops which are experiencing a disruption from normal operating levels. (Continued overleaf)
- EOS 3; Sequence Master
3.3.2 A graphic deviation presentation provides the operator with the means of
- EOS 2 & 4; Normal Group (any graphic display) monitoring many control loops from a distance. The exception to the normal
conditions, which gains the operator’s attention, is the loop with above or below
- Machinery EOS 5 in Monitor Room (MSR); Alarm Scanning normal detection.

Acceptance of process alarms can only be carried out at the EOS which is
designated as Master, when the alarm occurs.
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2.1 IAS OVERVIEW (4) - VALVE CONTROL SIGNAL AND SAFETY

4. OPERATION OF REMOTE CONTROL VALVES GLOSSARY OF TERMS AND ABBREVIATIONS Slot - A processing block within a controller
SMS - Shipboard Management System (covering maintenance, spares,
4.1 Remote, hydraulically operated, control valves (normally with position indicators) ACCS - Automatic Combustion Control System (for boilers) voyage/cargo calculations and navigation)
can be operated from any EOS dedicated to control operations. BMS - Burner Management System (for boilers) SOPL - Sequence Orientated Procedural Language; used in the
Box - Hardware devices, such as controllers, which are connected to Yamatake-Honeywell sequence programs
4.2 When the valve position setting value has been selected by the Operator (see the Data Highway SP - Set Point; the desired operating value for a controlled Point
2.2 para 3) the signal from the EOS is outputted to the Data Highway and thence to Box Number - The Highway address identifying a particular Box Target - The desired operating value for a monitoring point. Corresponds
the relevant Multifunction Controller (MC); see diagram ‘A’ above. CACC - Centralised Administration and Control Centre to Set Point of a controlled Point
C-LINK - Local Communications Link (see also LCI) TDC - Total Distributed Control
4.3 From the MC, an appropriate 4~20mA dc signal is outputted to the relevant COD - Changeover Device (Cargo/Machinery Systems) Trend - The graphical display of PV or RV values on a timebase
Remote Valve Controller (RCVC), which includes a Comparator. The RCVC is based COMM I/F - Communication Interface UAC - Uninterrupted Automatic Control; system which substitutes a
on an analogue circuit for high speed control treatment. CPU - Central Processor Unit reserve controller in the event of primary controller failure
CRT - Cathode Ray Tube (within a VDU) Unit - The functional block, consisting of up to eight sequences, used
4.4 A ‘feedback’ valve position signal (also 4~20mA dc) from the relevant CTS - Custody Transfer System to monitor and operate sequence control
valve/hydraulic system is inputted to both the Comparator and the MC. The Data Highway - A coaxial cable linking Boxes for data communication UPS - Uninterruptible Power Supply
Comparator compares this feedback signal with the valve position setting value DDU - Display Drive Unit; ‘drives’ Extension VDU’s VDU - Visual Display Unit
signal from the MC and outputs resultant valve control signals (OPEN Deviation - Difference between Target, or Set Point, and value of the
CONTACT/CLOSE CONTACT) to Open or Close magnetic relays. These signals are process variable
passed to the relevant hydraulic system to move the valve as required. DLSU - Display Logic Selection Unit; used in conjunction with Display
Drive Units
4.5 If the above control and feedback signals are associated with the Cargo System EAP - Extension Alarm Panel
and within hazardous, areas, they are routed via the IAS lntrinsic Safety System; see EAS - Extension Alarm System
below. EOS - Enhanced Operator Station
ESDS - Emergency Shutdown System
5. INTRINSIC SAFETY SYSTEM FAP - Fast Printer
FDD - Floppy Disk Drive
5.1 Within the IAS Cargo System only, all input signals from hazardous areas are FLGS - Float level Gauging System (cargo tanks)
input through Intrinsic Safety Barriers, sited in a non-hazardous area (the IAS Group - A functional display block on the EOS VDU, consisting of up to
Equipment Room). Hazardous and non-hazardous IAS circuits are electrically eight Points
isolated by the Highway Coupler Module (an optical communication device) in HCM - Highway Coupler Module; an optical device which connects
order to maintain the required non-hazardous circuit conditions. All equipments two sections of a Data Highway but achieves electrical isolation.
associated with the Intrinsic Safety System obtain their power supplies from a HTD - Highway Traffic Director.
dedicated Intrinsically Safe Transformer which is supplied in turn from the UPS IAS - Integrated Automation System.
System, see 2.3. The IAS lntrinsic Safety System is summarised in diagram ‘B’ ICC - Intelligent Communication Controller
above. I/F - Interface
I/O - Input/Output
5.2 The Intrinsically Safe Transformer is of the lapped winding type, with a copper LCI - Local Communication Interface (see also C-Link); used to
partition plate. The terminal plates of the primary and secondary coils, and their connect the IAS with other computer systems such as CTS,
respective terminals, must have a minimum separation of 50mm. The partition plate Loading Computer and SMS
must have a minimum thickness of 0.1mm and must be grounded (‘earthed’). A high MC - Multifunction Controller
insulation performance must be maintained. MMI - Man-machine Interface
PAD - Preferred Access Device
5.3 Analogue input and output signals (4~20mA dc or 1~5V dc) between hazardous PAE - Preferred Access Expander
and non-hazardous IAS circuits are transmitted via Signal Isolators, rated at >1500V PIO - Process Input/Output
for one minute. Point - A process tag which provides input to, or receives output from,
the IAS.
5.4 Contact outputs from non-hazardous to hazardous circuits are transmitted via PV - Process Variable; a signal representing the level or status of a
Magnetic Relays. These relays are rated at twice the voltage supply to the relay process measurement
contacts + 1000V (minimum 1500V for one minute). RCVC - Remote Control Valve Controller
RV - Remote Variable; second input to a controller. It may be another
PV, a manual input or the output of another controller (cascade).
Sequence - A defined chain of events which must occur before a command
will be executed
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2.2 IAS CONTROL OPERATIONS (1) - TYPICAL TYPES OF IAS DISPLAY

1. SYSTEM DESCRIPTION 1.2.3 The Cargo System is interfaced with the following: 2.2.1.4 At each operator station, the upper VDU is normally used for IAS and alarm
monitoring and the lower one for ship system control and monitoring. The Auxiliary
The IAS provides for independent control of the Machinery System, and the - Float Level Gauging System keyboard is always dedicated to the lower VDU and used only with Group Displays.
Cargo System. The principal functions of each system are summarised below. - Loading Computer Displays on the upper and lower VDU can be interchanged by using the associated
- Custody Transfer System DISPLAY TRANSFER key on the CACC console.
1.1 Machinery System 1.3 Control Facilities and Extension Monitoring 2.2.1.5 The DISPLAY TRANSFER keys also function as alarms; they will flicker and
the alarm buzzer will sound when some abnormal condition arises at the relevant
1.1.1 The Machinery System is capable of control and monitoring of: See 2.1 IAS Overview. EOS (Enhanced Operator Station), such as a process alarm detection, system
- Main turbine and auxiliaries (monitoring only of main turbine) abnormality detection, or message notification.
- Switchboard and generators
2. IAS DISPLAYS
- Main boiler and combustion control
- Burner management (monitoring only) 2.2.2 Custom Graphic Displays
2.1 Composition of Displays
- Fluid systems (fuel oil, lubricating oil, fire water, distilled and fresh water)
- Tank contents, transfer pumps and valve control for the above-named IAS displays have been generated from the shipyard drawings shown in the 2.2.2.1 These are functionally related user graphics (generally pipeline and equipment
fluid systems following list: layouts) for:
- Fire detection (monitoring only from stand-alone system) - Overview
- Vibration monitoring equipment (monitoring only) (a) General (Dwg V1-UF760) - Plant monitoring
- Main plant thermodynamic analyser (monitoring only) Contains general and common information for all IAS displays. - Plant operation
- Boil-off gas control to machinery spaces - Other (such as Operation Planning)
- Low duty compressors and heaters (b) Generator and Motor Control (Dwg V1-UF761)
For control and monitoring of electrical generators and motors. 2.2.2.2 By using the Associated Display function shown at the foot of a Custom Display,
1.1.2 The Machinery system is interfaced with the following: access (by a single keystroke) can be obtained to the related Detail Display,
(c) Cargo Control/Monitor (Dwg V1-UF762 & 766) Operating Groups, Alarm Groups, Trend Groups, etc, and other related Custom
- Boiler Automatic Combustion Control System (ACCS) - Cargo sequence handling and guidance Displays.
- Performance Monitor - Cargo equipment monitoring
- AMOS connect via satellite - Cargo valve and control 2.2.2.3 From a Custom Display, it is possible to change Set Points, Mode, Outputs, etc.
1.2 Cargo System (d) Boiler Control (Dwg V1-UF763) 2.2.2.4 Custom Displays are called up either by using the CUSTM DlSP key followed
Remote operation and monitoring of the ACCS by Group Call-up keys (1 to 36), or by using the GROUP key followed by ‘C’ and the
1.2.1 The Cargo System is capable of control and monitoring of: display number of the Alphanumeric Keyboard, followed by the ENTER key.
(e) Ballast Control (Dwg V1-UF764)
- Cargo pumps, spray pumps and valves - Ballast sequence handling and guidance 2.2.2.5 All Custom Graphic Displays (whether for Cargo or Machinery) are shown on a
- Cargo high duty compressors, heaters and vaporisers - Ballast level monitoring black background, using selections of colours from the seven available on IAS
- Heater (monitoring only) - Ballast valve control VDUs (white, red, blue, green, yellow, cyan and magenta). When delineating ship
- Cargo containment system monitoring system pipelines, colours similar to the actual piping colour code have been used
- Gas detection (monitoring only from stand-alone system) (f) Machinery Control/Monitor (Dwg V1-UF765) wherever possible. However, because of display-building constraints, the same colour
- Boil-off gas control to machinery spaces (monitoring only) - Monitoring of Engine Room machinery may not always be seen representing the same media on different Custom Graphic
- Monitoring of custody transfer measurement system - Boiler burner control Displays.
- Void space instrumentation
- Nitrogen system In general, Cargo Control displays, Ballast Control displays and Machinery Control 2.2.2.6 Items common to all Custom Graphic Displays are as follows:
- Compressor and compressor motor rooms’ ventilation displays are used for each control operation, in combination with Generator and
- Inert gas generator Motor Control displays (with the exception of power management of large motors, (a) Symbols:
and motor START/STOP operations). (i) Valve:
1.2.2 When operating in the CARGO/BALLAST mode, the Cargo IAS provides an Manually operated -
automatic sequence control which includes the following: 2.2 Types of Displays (See Diagram (1) above)
Controller-controlled -
(a) Cargo System: 2.2.1 Summary
Remote (hydraulic) operated -
(i) Cargo liquid and vapour valve line-up (indication)
2.2.1.1 The following types of displays are used for control and monitoring:
(ii) Cargo pump starting (up to pump running, ready for (ii) Pump:
- Custom Graphic
discharge) and stopping Pump -
- Group
(iii) Gas compressor starting and stopping (annunciation)
- Detail
(iv) Cargo tank spraying and forcing vaporisation Pump name -
- Trend

- Alarm Summary
(b) Ballast System: (iii) Other equipments are represented either by symbols
- Alarm Group
approximating to recognised process symbols (e.g. compressors)
(i) Tank and Engine Room valve line-up (indication) 2.2.1.2 In addition, the following System Monitoring displays may be used for checking or by representations of physical envelope (e.g. boilers).
(ii) Tank topping-off control, by closing valves and stopping pumps and during starting of the IAS:
at preset level - Highway Status
(iii) Tank final discharging control, by tank valve throttling or - Box Diagnostic
closing, and stopping pumps - Station Assignment (Continued overleaf)
(iv) Ballast pumps, eductors, valves and tank level monitoring
and control 2.2.1.3 Brief notes on each of the displays and methods of call-up are given in
succeeding paragraphs (for keyboard layout and functions, see para 3.1 overleaf
and succeeding pages).
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2.2 IAS CONTROL OPERATIONS (2) - CUSTOM AND ASSOCIATED DISPLAY NUMBERING - MACHINERY

(b) Pipeline Colours: 2.2.4.2 When a Group Display is on the screen, any associated Detail Display of the 2.2.7.3 An Alarm Group Display may consist of more than one page (20 alarms per
(i) Cargo: eight displayed Points can be called up by using the Position Selector keys (1 to 8), page), with a maximum of 600 alarm points.
LNG Vapour - Yellow followed by the DET key.
LNG Liquid - Cyan 2.2.7.4 These displays are called up as follows:
Nitrogen - Green 2.2.5 Trend Displays
Inert Gas - Magenta (a) EOS Assigned to Alarm Scanning (Mode 1):
2.2.5.1 These are graphic and numeric records of set points and outputs over the
(ii) Machinery: following time bases: The Group Call-up keys now correspond with Alarm Groups 1 to 36
Steam - Magenta and may be used to display the required display.
Fuel Oil - Red - 80 minutes
Fuel Oil - Red or Magenta - 24 hours NOTE:
Diesel Oil - Red - 48 hours If the EOS is assigned as both Alarm Scanning and Sequence
Diesel Oil - Yellow - 72 hours Monitoring (Mode 3) the Group Call-up keys work as sequence monitoring
Fuel Gas - Yellow annunciators and the alternative call-up method below must be used.
Lub Oil - Yellow 2.2.5.2 To obtain the 48 or 72 hour time bases, the Archival Trend diskette has to be
Fresh Water - Cyan inserted. (b) EOS Not Assigned to Alarm Scanning (Modes 0, 2 or 3):
Feed Water - Cyan
Salt Water - Green 2.2.5.3 Trend Displays are called up by using the GROUP key followed by TREND key The Alarm Group Display may be called up by using the GROUP key,
Inert Gas - Magenta and display number, followed by the ENTER key. followed by ‘A’ and the alarm group number on the Alphanumeric
Air - Magenta or Blue Keyboard, followed by the ENTER key.
Nitrogen - Green 2.2.6 Alarm Summary Display
2.2.7.5 The following colours are used on these displays:
NOTE: 2.2.6.1 The Alarm Summary display can be called up at an Enhanced Operator
Electrical power circuits are shown in white. Station (EOS) assigned to Alarm Scanning (Personality Mode 1, see para 4.1). - Cyan: DIS (Disabled) appears on the screen if the group is disabled.

(c) Indications of Type of Control: 2.2.6.2 The display consists of up to five pages (20 alarms per page) which can display up - Green: Time of day, date, titles, non-alarm tags, process descriptors,
Pressure - to 100 alarms, and represents an overall view of a series of all active alarms in the operating group number.
P
system (with the most recent alarm at the top) and the total alarm count. The Alarm
Summary shows, for new alarm points: - Red: Alarm indicator, alarm tags, alarm status, alarm operating
Temperature - T
group(s).
These are shown in the same colours as the relevant pipeline. - Time of occurrence
- Tag Name 2.2.7.6 Points in alarm and not acknowledged are displays with flashing asterisks at left
(d) Process Values:
- Type of Alarm and right of the line. If acknowledged, the asterisks are steady. Alarm groups may
These are shown either above or below the pipeline as a maximum of - Descriptor words
six characters (including the decimal marker) followed by the relevant be disabled during system start-up or by operator action; see para 4.3.
- Operating Group identifier
engineering unit. The following presentations of units are used: - Alarm Group identifier.
Temperature °C 2.2.8 Highway Status Display
Pressure KPA or MPa 2.2.6.3 The display is called up by using the ALM SUMM key, which will result in display
Flow KG/H or M3/H This indicates the operational status of all Boxes on the highway. The operator can
of the first page. The PAGE key is then used to step through the remaining four examine the detailed error conditions of a device by calling up the associated Box
Level MM or M pages.
Valve Position % Diagnostic Display. Highway Status is called up by using the HlWAY STAT key.
Revolutions (speed) RPM 2.2.6.4 The following colours are used on this display:
Salinity PPM 2.2.9 Box Diagnostic Display
Output Power KW - Cyan: Number of active alarms. This permits the operator to examine the detailed error conditions of a
- Green: Time of day, date, process descriptors, alarm group and highway-connected device. It is called up by using the BOX DlAG key, then
2.2.3 Group Displays operating group numbers. keying in the desired box number, followed by the ENTER key.
- Red: Alarm indicator, time of day when alarm occurred, alarm
2.2.3.1 These contain graphic and numeric representations of up to eight Points (e.g. status, titles, page numbers.
valves or equipments such as compressors). When a Group Display is called 2.2.10 Station Assignment Display
up, the Auxiliary Keyboard (see para 3.1) is used to carry out any necessary 2.2.6.5 Points in alarm and not acknowledged are displayed with flashing asterisks at
manipulation of the eight Points (control loops). The operable items are the Set Point After start-up of the IAS, the Station Assignment Display is displayed automatically
left and right of the line (asterisk, tag and type in red, other information in green). on screen. By using the MENU key the following can be set:
and Output. They can be used to manipulate valve position or to start or stop an item of If the operator presses the ACK key, the asterisks are displayed as steady. When
equipment. Points return to normal, they are automatically removed from the display. - EOS number
2.2.3.2 Group Displays are called up either by using one of the Group Call-up keys - EOS Personality
2.2.7 Alarm Group Display - Clock
(1 to 36), or by using the GROUP key and the display number on the Alphanumeric
Keyboard, followed by the ENTER key. - Date
2.2.7.1 An Alarm Group Display can be called up at an EOS regardless of its Personality - Other IAS operating parameters
Mode, but the call-up procedure varies according to the EOS assignment.
2.2.4 Detail Displays
2.2.7.2 The display shows all alarm points which have been configured in an Alarm
2.2.4.1 The Detail Display for any Tag No shows all system information concerning that Group (usually associated with a specific item of ship’s plant, or specific portion of
Tag. The following control loop variables may be manipulated: the ship’s systems). The display includes:
- Set point value (Continued overleaf)
- Operating mode - Tag Name (and if Disabled)
- Slot output value (if analogue), or Slot output state (if digital) - Alarm Status
- Other operating variables - Descriptor words
- Operating Group identifier
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2.2 IAS CONTROL OPERATIONS (3) - KEYBOARDS

3. KEYBOARD OPERATIONS 3.2 Manipulations on Custom Graphic Displays
3.1 Keyboards 3.2.1 Move cursor
3.1.1 Two keyboards are available for operation at each operator’s position. The lower, When the display is first called up, a yellow cursor will appear in front of the upper
larger one is the Main keyboard and is a standard membrane type. It is used for left data on the Custom Graphic, any of which may be updated.
all IAS operations and the functions of all keys are shown on the four succeeding
pages. To achieve vertical movement of the cursor, use the INDEX key; the cursor will move
down to each successive updatable item on the screen. Horizontal movement of the
3.1.2 The upper, Auxiliary, keyboard is an additional feature which is only usable cursor is achieved by using either the JOG key (for left to right movement) or the
with Group Displays. It allows convenient, parallel manipulation of any of the eight PAGE key (right to left).
Points (control loops) presented on a Group Display, whether analogue or digital.
3.2.2 Call up detail information:
3.1.3 Having selected a Group Display from the Main keyboard, any of the eight Points
are manipulated from the Auxiliary keyboard as follows, using the set of keys Having positioned the cursor on the Update Data concerned, use the ENTER key to
corresponding to the Point to be changed: obtain all available Detail Information for that digital point. The following will appear
at the bottom of the screen:
(a) Analogue:
- Tag name
(1) If Output is to be varied, select MAN. - Point descriptor (max 32 characters)
If Set Point is to be varied, select AUTO. - Operation mode
- Output state
(2) Using the FAST key, select the increment/decrement rate - Feedback state
required:
- On gives 10% per second (‘fast’) 3.2.3 Change digital point operation
- Off gives 1 % per second (‘slow’)
(1) For change of mode, use the MAN key.
The slow rate should be used to manipulate a valve when
monitoring a process variable to prevent excessive changes. (2) For change of output, use the or keys, as appropriate,
followed by the ENTER key.
It should be noted that the FAST key on the Auxiliary keyboard
does not give a fast screen update; this function is carried out at 3.2.4 Change analogue point operation
the Main keyboard.
(1) For change of mode, use the MAN, AUTO or CASC keys as appropriate.
(3) Use the or keys to increase or decrease the value.
(2) For change of output variable, use the OUT key, then set the new value (%),
(b) Digital: followed by the ENTER key.
(1) Select MAN (auto mode is not operable). (3) For change of set point, use the SP key, then set the new value (and
engineering unit if required), followed by the ENTER key.
(2) Use the or keys to give ON/OFF, START/STOP etc.
3.1.4 Having called up a Group Display, the CACC operator can observe the current
valve position (on the left) and current valve position setting value (on the right).
Alteration of valve position is then carried out by manipulating the valve position
setting value at the relevant Main keyboard by any of the following methods:
(a) Inputting a new whole value entry (10 characters).
(b) Using the Raise/Lower keys or

- Tapping a key will increase or decrease the setting value by
0.1%.
- Depressing a key continuously will increase or decrease the

setting value at the rate of 1% per second.
(c) Using the Fast Raise/Lower keys or

- Depressing a key will increase or decrease the setting value
at the rate of 10% per second.
NOTE:
If manipulating a valve by monitoring a process variable such as pressure,
Temperature or flow, only method (b) above (‘normal’ Raise/Lower)
should be used, in order to prevent excessive changes in valve position.
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2.2 IAS CONTROL OPERATIONS (4) - KEYBOARDS OPERATIONS - DEDICATED FUNCTION KEYS

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OPERATOR MANIPULATION AND
IAS CONTROL OPERATIONS (5) - KEYBOARD OPERATIONS -
DEDICATED FUNCTION KEYS (Contd)
2.2
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2.2 IAS CONTROL OPERATIONS (6) - KEYBOARD OPERATIONS - LOOP CONFIGURATION KEYS

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IAS CONTROL OPERATIONS (7) - KEYBOARD OPERATIONS - LOOP CONFIGURATION KEY (Contd) 2.2
ISSUE 4 - JULY 2007

4. ALARMS 4.2.4 Transfer of the Alarm Mastership from the Monitor Room to the CACC is carried 4.4.2 Horn silencing
out by the reverse procedure and is executed at the CACC EOS.
4.1 Alarm Assignments To silence the horn, depress the SIL key. (This will silence up to four Interconnected
4.2.5 Should alarm scanning be lost for some reason, the Alarm Mastership EOSs).
Alarms are handled by the IAS according to the four possible Personalities NON-EXISTING alarm lamp will light at both the CACC and Monitor Room
assigned to each EOS; see 3.1 IAS Overview (3), para 3.4.3. They are summarised consoles. 4.4.3 Alarm event acknowledgement
as follows:
4.3 Alarm Reposing and Interlocking An alarm event can be acknowledged with either the Alarm Summary Display or the
(a) ‘Group’ (Mode 0):
Alarm Group Display on the screens.
No alarm scanning or sequence monitoring takes place at the EOS.
Each of the Cargo and Machinery Systems has a Custom Graphic Display entitled
The operator is not informed either of alarm events or of sequence alarms
Alarm Reposing and Interlocking. They enable the operator to monitor status and to Depress the ACK key to acknowledge the alarm event. The asterisks stop flashing
and messages.
manually set alarms to the Reposing condition. and the printer logs the acknowledgement. The appropriate Group Display Call-up key
Definitions are as follows: stops flashing but remains lit. New unacknowledged alarms are indicated by flashing
(b) ‘Alarm’ (Mode 1):
asterisks.
Alarm scanning takes place. The Group Call-up keys now correspond to (a) Alarm Reposing:
Alarm Groups 1 to 36 and will flash in response to new alarms; they will
Current status is printed out. When in the Automatic mode, NOTES:
remain lit once acknowledged. The printer is automatically on and will print
alarms are disabled/enabled by the input signals from sensors in (a) If more than one alarm event has occurred, only those that are viewed
alarm events, acknowledgements and confirmation.
the ship’s systems. When in the Manual mode, alarms may be will be acknowledged.
disabled/enabled by the EOS operator, using the display on screen.
Normally, one EOS is assigned to Alarm Scanning.
(b) On the Alarm Summary Display, if more than one page of alarms has
(b) Alarm Interlocking: occurred, each display page must be called up to acknowledge the alarm
(c) ‘Sequence’ (Mode 2):
Current status is not printed. Alarms are only disabled/enabled by the events that appear there.
The UNIT SUMM key will be lit and sequence monitoring takes place. Up
external sensors.
to 36 units may be scanned for sequence messages and sequence alarms.
(c) If the Alarm Group is being viewed, only the alarms appearing on that
The Group Call-up Keys now correspond to Units 1 to 36. The printer is
4.4 Alarm Handling page of that Alarm Group will be acknowledged.
automatically on and will print sequence alarms, messages and sequence
state.
The following will be displayed in the Alarm Status columns of the Alarm 4.4.4 Corrective action
Summary and Alarm Group displays:
(d) ‘Alarm/Sequence’ (Mode 3):
The operating group number is displayed on the same line as the alarm event in
The EOS executes both Alarm Scanning and Sequence Monitoring.
Mode Meaning both the Alarm Summary and Alarm Group Displays. By observing this number, the
The Group Call-up Keys act in the same way as (c) above, ‘Sequence’.
HI PV High PV alarm Operating Group Display that contains the desired tag may be called up, and
The ALM SUMM key will flash in response to process alarms, and the
LO PV Low PV alarm corrective action taken.
printer is automatically on and will print process alarms and sequence/alarm
messages. HI DV High deviation alarm
LO DV Low deviation alarm 4.4.5 Return to normal
4.2 Sequence Master EOS HI ROC High rate of change alarm
LO ROC Low rate of change alarm When a tag returns to normal and is no longer in an alarm condition, the
STATE DESCRIPTOR State alarm following occur:
4.2.1 One EOS assigned to either Sequence or Alarm/Sequence duties is allocated as
the Master station for ‘Alarm Mastership’. Only the Master station can confirm a FB ERR Feedback alarm
CNT UP Count-up alarm (a) Upon Acknowledgement:
sequence message. Other EOS assigned to Sequence or Alarm/Sequence are
designated ‘Slaves’. PRE CNT Pre-count-up alarm
TIME UP Time-up alarm Alarm Summary Display - The alarm is deleted from the display.
BAD PV Over-range alarm Alarm Group Display - The asterisk and alarm condition are
4.2.2 Normally, an EOS in the CACC is designated as Master for both the Cargo and
OPEN Open thermocouple deleted from the display.
Machinery systems, with EOS 5 (for Machinery System) normally set to the Slave
A Alarm (according to the content set by the Group Call-up Keys - Lit keys are extinguished (if no other
mode. ‘Alarm Mastership’ is indicated on both the CACC and Monitor Room
EOS calculation point SOPL program) point(s) in that Alarm Group is in alarm).
consoles.
RESET Reset
IDLE Idle (b) Printer - The return-to-normal event is logged.
4.2.3 For operational requirements, it - may be desired to transfer Alarm Mastership
from the CACC to the Monitor Room. Assuming that the EOSs are in the normal ??? Highway error
NOTE:
mode (EOS in CACC designated Master) mastership is transferred to EOS 5 as
No unacknowledged alarm events are deleted from the Alarm Displays
follows: When the EOS determines that a point has gone into the alarm
by a return-to-normal event. These are held until they are acknowledged
(1) Use MENU key to call up the ‘Station Assignment’ display (see para condition, in addition to the indications of an alarm event being given in
before being deleted. If the printer is used for functions other than
2.2.10) at EOS 5. the operating group displays, the following sequence should take place:
alarming, such as Trending or Logging, or Reporting, the following actions occur:
(2) Key in the unique address of EOS 5, followed by the ENTER key. 4.4.1 Annunciation
(i) Alarms that occur during the printout of historical trending or logging,
(3) Press the JOG key for Operator Station Personality and confirm the reporting information or a screen copy, are held with their time of
EOS Personality (0 = Group; 1 = Alarm; 2 = Sequence; 3 = Alarm 1 (a) Group Call-up Keys: Indicate alarm by flashing of the appropriate key.
occurrence, and logged when the historical information or display printing
Sequence), followed by the ENTER key. is completed. Real-time trending is suspended during Alarm Printout and
(b) Alarm Horn Driver: Horn sounds, flashing asterisks and alarm condition
(4) Press the JOG key again for Sequence Master/Slave Assignment, and resumes after the alarm events have been logged. Up to 100 alarm events
appear on displays.
key in 1 for Master (0 = Slave), followed by the ENTER key. may be backlogged in this manner.

(5) Press the JOG key once more for Printing Assignment, and key in 1 for (c) Alarm Summary Display: Indicates new alarm at top of first display page,
(ii) Alarms that occur during real-time trend printing are printed as they occur.
On (0 = Off), followed by the ENTER key. with flashing asterisk and the time of occurrence.
This will result in automatic transfer of the EOS assigned to
(d) Printer: Logs the alarm event occurrence and automatically logs-out when
Sequence or Alarm/Sequence to the Slave mode and appropriate
changeover of Alarm Mastership indicator lamps at the CACC and Alarm Scanning is activated and de-activated.
Monitor Room consoles. Alarm acceptance at the EOS 5 is now enabled. (Continued overleaf)
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ISSUE 4 - JULY 2007
SM
2.2 IAS CONTROL OPERATIONS (9) - EXTENSION ALARM PANELS

5. EXTENSION VDU SYSTEM AND EXTENSION ALARM SYSTEM 5.2 Extension Alarm System 6. TRAINING MODE
5.1 Extension VDU System 5.2.1 Extension Alarm Panels (EAP) are fitted for each of the Cargo and Machinery 6.1 In order to familiarise operators with displays and keyboard manipulation of
Systems and interfaced with the IAS. Their purpose is to alert the ship’s control either the Cargo or Machinery System, the IAS can be used in the Training Mode.
5.1.1 The system is provided to allow Cargo and Engineer Officers to monitor plant positions and the Duty Cargo and/or Engineer Officers in the event of system Training in either Cargo or Machinery operations can only be carried out at the Cargo
operation. Manipulation of controls or process variables, or acceptance of alarms, abnormalities. They are generally installed at the same locations as the fixed multi-VDU system in the CACC. Programs covering valve operation, pump and com-
cannot be carried out from any of the extension VDUs, which are sited as detailed in Extension VDUs described in para 5.1, and at some additional places as detailed pressor control, etc are available for:
3.2(10) overleaf and diagram 3.1(2). on the table overleaf.
- Cargo and vapour handling
5.1.2 Receptacles (sockets) for the portable VDUs are located at the following 5.2.2 The Master units in the CACC are connected with the CACC console selector - Ballast control
positions: buttons for Duty Cargo Officer and Duty Engineer Officer. - Boiler control, including burner management
- Fuel supply; FO and Fuel Gas
- Monitor Room (2) 5.2.3 Each EAP has a set of red Group Alarm Indicators, five on the Cargo EAPs and - Bunker transfer.
- Engine Room (5), including: 10 on the Machinery EAPs, and a white SYSTEM ABNORMAL lamp. The lettered
Main Turbine Manoeuvring Station EAP ‘Groups’ should not be confused with the numbered IAS Operating Groups The Cargo System Highway is used for the Training Mode.
Boiler Gauge Board or Group displays. All EAPs also have a buzzer, a TEST pushbutton (for testing
Generator Turbine both the buzzer and the lamps) and a BUZZER STOP pushbutton. The EAPs 6.2 The Machinery and Cargo System Training graphics are distinguished by their
Monitor Room fitted in the Chief Engineer’s Cabin and on some vessels the Cryogenic Engineers display titles and by the Tag numbers used. Hands-on demonstration and
Workshop Cabin (Machinery only) have a Buzzer Cut/Normal switch, by which the buzzer training can be carried out without affecting actual ship’s system operation, since the
may be disconnected if desired; this has no effect on the Group Alarm Indicators. dedicated Training Database and Sequence Orientated Procedural Language
5.1.3 All VDUs have a 14-inch screen and an integral keyboard, from which it is Typical EAPs are shown on the diagram above. (SOPL) program does not support the Process Input/Output points.
possible to call-up either Cargo or Machinery System status information by way of
the following IAS displays: 5.2.4 The EAP Group Alarm Indicators are as follows: 6.3 To select Training Mode, carry out the following at the Cargo console in the CACC,
referring to Yamatake-Honeywell NWS LNG Carrier IAS Operation Manual, Section
- Alarm Summary Cargo Machinery 4-10:
- Custom Graphic ESDS Boiler Trouble
- Group. Gas Detection Main Turbine Trip (1) At ‘Training Mode Changeover Switch’ position, select the operator station
Vital Main Turbine Trouble required (No. 1 or No. 2). The TRAINING MODE indicator lamp will light.
5.1.4 The Extension VDU System is driven by four independent Display Drive Units Non-vital Auto Power Reduce
(two for Cargo and two for Machinery), each connected to the respective Cargo/ Fire (Chief Officer’s Room only) Generator Trouble (2) Load the Training Mode Database (carried on board) and associated
Machinery Data Highways. The Display Drive Units (DDU) send their signals to a System abnormal Fire SOPL program to the selected EOS, via the disk drive units located
Display Logic Selection Unit, which is connected to all extension VDU positions by Other Minor Trouble under the CACC Console.
coaxial cables. Bilge Abnormal
M/T Remote Control Trouble (3) Load the Training Mode Database and SOPL program to a selected
5.1.5 The relevant (Cargo or Machinery) available DDU is selected at the extension Gas-burning System Trouble multi function controller.
VDU by pressing the appropriate DDU Selector key (Cargo CA or CB; Machinery MA
or MB) within the following parameters indicated by the indicator lamps: 5.2.5 On detection of abnormal conditions giving rise to an alarm, the IAS will (4) Using the Station Assignment Display, assign the required Personality of
initiate signals to the Cargo or Machinery Extension Alarm System, as appropriate. the EOS selected for training (see paras 2.2.10 and 4.2).
(a) Lamp Lit: This will cause the buzzer to sound and relevant Group Alarm indicator lamp(s) to
flicker at all Cargo or Machinery EAPs in common areas. Indicator lamp will flicker on (5) Carry out training required. It should be noted that the following will have been
lndicates that the DDU marked on the lamp is already in use by all cabin EAP’s but the buzzer will only sound in the selected duty cargo or Engineer automatically completed:
another extension VDU. However, by depressing the key, the user will be Officers Cabin.
able to view the same screen as that selected at the other extension VDU. (a) Alarm and Message buzzer signals changed to training mode,
5.2.6 The alarm can be acknowledged by pressing the BUZZER STOP pushbutton
(b) Lamp Not Lit: at any EAP. The buzzer at the EAP will be silenced but the Group Alarm lndicator (b) All signals of abnormal conditions (including process
lamps will continue to flicker and buzzers sound in all other EAPs. Pressing alarms) generated by the training programs are disconnected from
lndicates that the DDU marked on the lamp is free. The user may gain the BUZZER STOP pushbutton on the selected Suty Cargo or Engineer Officers the ‘actual’ IAS Alarm Management System.
priority of use by depressing the key. EAP silences all EAP buzzers. If the alarm is acknowledged from the CACC, then
all EAP Group Alarm lndicator lamps will be lit (steady) and buzzers silenced. The 6.4 On completion of training, revert the system to normal operation as follows,
(c) Lamp ‘Flickering’: relevant Group Alarm lndicator lamps will remain lit at all EAPs until system referring to Yamatake-Honeywell NWS LNG Carrier IAS Operation Manual, Section
recovery is effected and the IAS alarm initiation ceases. 4-10:
lndicates that the user’s keyboard has Operation Priority (display call-up
only) of the DDU marked on the lamp. 5.2.7 EAP alarm acknowledgement is normally expected to be carried out by the (1) Load the Process Operations Database and SOPL program to the EOS
Duty Cargo or Engineer Officer, at the CACC. If an alarm is not acknowledged by which was assigned to training.
5.1.6 Possession of Operation Priority at a particular extension VDU and selected DDU the nominated duty Engineer within three minutes, a time-delay circuit will cause
is released as follows: EAP activation in all cabins fitted with Machinery EAP’s and sound the ENGINEER (2) Use the Station Assignment Display to enter or confirm all items for the
CALL ALARM WITHIN THE ACCOMMODATION ON THE ENGINEER OFFICER EOS selected for training.
- After five minutes have elapsed since selection, or DECK. If a cargo alarm is not acknowledged by the nominated duty officer within
- By depressing the selector key again, or three minutes an alarm is initiated on the Machinery system. (3) Release the EOS from the training mode by pressing the appropriate
- By selecting a different unassigned DDU. selector/indicator button (No. 1 or No. 2). The TRAINING MODE indicator
lamp should extinguish.
After the five minute period (above) has elapsed, the relevant DDU
indicator lamp will extinguish and Operation Priority will be lost. However, the last (4) Carry out normal EOS operation; all normal EOS functions and IAS
selected display will remain on the extension VDU. operation will have been restored.
(5) If any programs are lost, reload them using on-board disks.
SA/SP/SW/SR/SE/SM

ISSUE 4 - JULY 2007

Location VDU and Keyboard Recording Device Extension Alarm Panel Functions Assignment
Extension VDUs: • • 1 for Machinery System • Alarm Monitoring

Wheelhouse Machinery and
• 1 for Machinery System • 1 for Cargo System • Plant Monitoring by Extension VDUs
Cargo Systems
• 1 for Cargo System
CACC Multi-VDU System: Alarm Message Printer: Master Panel • Plant Operation Machinery and
• 1 for Machinery System • 1 for Machinery System (Duty Selector Panel) • Alarm Monitoring Cargo Systems
• 1 for Cargo System • 1 for Cargo System • 1 for Machinery System • Plant Monitoring
(Total 4 x Enhanced Operator • 1 for Cargo System • Alarm and Report Printout
Stations for each of Machinery Data Logging Printer: • Display Hard Copy by Colour Hard Copier
and Cargo Systems) • 1 for Machinery System • Trip Diagnostics by Fast Alarm Printer
• 1 for Cargo System • Duty Officer Selection for Extension Alarms
Colour Hard Copier:

Fast Alarm Printer
• For Cargo or Machinery
Chief Officer’s Cabin 1 x Extension VDU • 1 for Cargo System • Alarm Monitoring (SM Not fitted) Cargo System
(with Cargo/Machinery (SM Not fitted) • Plant Monitoring by Extension VDU
System Changeover)
Chief Engineer’s Cabin 1 x Extension VDU • 1 for Machinery System • Alarm Monitoring Machinery or
(with Cargo/Machinery 1 for Cargo System • Plant Monitoring by Extension VDU Cargo Systems
System Changeover)
Cryogenic Engineer’s Cabin 1 x Extension VDU • 1 for Machinery System • Alarm Monitoring Machinery or
(with Cargo/Machinery 1 for Cargo System • Plant Monitoring by Extension VDU Cargo Systems
System Changeover)
1st Engineer’s Cabin 1 x Extension VDU • 1 for Machinery System • Alarm Monitoring Machinery or
(SW/SE) 2nd Engineer’s Cabin (with Cargo/Machinery • Plant Monitoring by Extension VDU Cargo Systems
System Changeover)
2nd Engineer’s Cabin 1 x Extension VDU • 1 for Machinery System • Alarm Monitoring Machinery or
(SW/SE) 3rd Engineer’s Cabin (with Cargo/Machinery • Plant Monitoring by Extension VDU Cargo Systems
System Changeover)
3rd Engineer’s Cabin 1 x Extension VDU • 1 for Machinery System • Alarm Monitoring Machinery or
(SW/SE) 4th Engineer’s Cabin (with Cargo/Machinery • Plant Monitoring by Extension VDU Cargo Systems
System Changeover)
Officers Public Rooms (5) • • 5 for Machinery System • Alarm Monitoring Machinery and
2 for Cargo System Cargo Systems
(SM - 3 for Cargo System)
Monitor Room 1 x Enhanced Operator • • • Plant Operation Machinery System

Station for Machinery System • Alarm Monitoring
• Plant Monitoring
Engine Room 2 x Portable Plug-in VDUs • 1 for Cargo System • Alarm Monitoring by Extension VDUs Machinery System
(with Cargo/Machinery (SM Only) • Plant Monitoring by Extension VDUs Cargo Systems (SM Only)
System Changeover)
Spare Cabin “D – Deck” • • 1 for Machinery System (SR/SM) • Alarm Monitoring (SR Only) Machinery System (SR Only)
(SR/SM Only) 1 for Cargo System (SM Only)
SA/SP/SW/SR/SE/SM
IAS CONTROL OPERATIONS (10) - SUMMARY OF MAN-MACHINE INTERFACES AND FUNCTIONS 2.2
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ALL
2.3 IAS UNINTERRUPTIBLE POWER SUPPLIES (1)

1. IAS POWER SUPPLIES
1.1 General
1.1.1 All essential power to the IAS is derived from the Uninterruptible Power
Supply (UPS) located in No. 2 Equipment Room. The 100V 60Hz single phase
output from the UPS is fed directly to the adjacent UPS distribution board. A
simplified diagram of the IAS power supplies is shown above.
1.1.2 Power for the IAS is fed from the following three separate circuits from the UPS
distribution board:
Circuit No. Circuit Name Distribution Board

7DB001 IAS Cargo/General DB2
7DB002 IAS Cargo (IS) DB4
7DB003 IAS Machinery DB3
1.1.3 Power for the IAS cargo/general circuit is fed via distribution board DB2 which
is located in the forward part of No. 1 Equipment Room. DB2 supplies most of
the equipment in the CACC console, including the four cargo EOS units, the four
machinery EOS units, the four alarm printers and other peripherals. It also supplies
IAS PIO cubicles 17 and 18 in No. 1 Equipment Room.
1.1.4 Power for the IAS cargo (IS) (Intrinsically Safe) circuit is fed via distribution
board DB4 which is located adjacent to DB2. DB4 is fitted with an internal isolating
transformer to provide an isolated power supply for those cargo IAS units requiring
intrinsically safe inputs. DB4 supplies cargo IAS PIO cubicles 1, 2, 3, 4, 5, 6, 11, 12,
13 and 16. All these cubicles are located in No. 1 Equipment Room. No. 2 Machinery
EOS is supplied from distribution panel FI2.
1.1.5 Power for the IAS machinery circuit is fed via distribution board DB3 which is
located in the Monitor Room (adjoining the Main Switchboard Room). DB4 supplies
machinery IAS PIO cubicles 1, 2, 3, 4, 7, 8, 10, 11, 14 and 15 which are located in
the Machinery PIO Room or Monitor Room.
1.1.6 All power to the IAS is supplied at 100V ac single phase. Multifunction
Controllers and some other units have internal power supplies to convert this to
24V dc.
1.1.7 Certain non-essential IAS circuits are not supplied from the UPS. These
include: cabin extension displays; cargo IAS cubicles 19, 20, 21, 22, 23 and
4R; interfaces for the float gauges, and miscellaneous equipment in the CACC such
as the colour hard copier.
1.1.8 The UPS distribution board also supplies power for the gas detection system,
valve remote control for ESDS, turbine remote controls, ACCS, and the ship/shore
telephone & data communications systems (including the radio and optical links).
1.1.9 On the machinery system only, No. 2 EOS and No. 2 CRT, the outboard
keyboard and outboard CRT changeover unit are supplied from the main
switchboard via distribution board FI2 in No. 1 Equipment Room.
SA/SP/SR/SW/SE/SM
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2.3 IAS UNINTERRUPTIBLE POWER SUPPLIES (2)

2. UPS SYSTEM OPERATION 2.3 Emergency Operation 2.6 System Data
2.1 Summary 2.3.1 If the inverter and synchroniser control both fail in operation, supply can be made 2.6.1 lnverter
via manual breaker 52M. This breaker is mechanically interlocked with breaker 52I.
2.1.1 The UPS system is designed to provide a voltage-stabilised, fixed frequency This allows the UPS to supply unfiltered 100V ac via the 440V:100V transformer (T3) AC Input:
source. It is capable of maintaining its output even in the event of loss of its primary from the Main Switchboard. - No of phases 3
mains input, by instantaneously switching to a dedicated battery source. Further, if - Frequency 60Hz ± 3Hz
the inverter becomes overloaded or fails, the supply is automatically changed to a 2.3.2 Switching to this supply will temporarily interrupt the UPS unit output via a - Voltage 110V ± 10%
BYPASS unfiltered supply. This bypass supply is synchronised to ensure a bumpless mechanically interlocked switching arrangement, i.e., break before make.
changeover. If the changeover was due to an overload, the supply will automatically DC Input:
change back once the condition is cleared. 2.3.3 It should be noted that the bypass supplies will not be ‘clean’ and may be subject - Normal voltage 240V
to voltage variations which could adversely affect the IAS controls. - Battery 216V 200Ah
- Input: 440V ± 10% 60Hz or 216V dc
- Output: 100V ± 2% 60Hz ± 0.1Hz 2.4 Start AC Output:
- Capacity 30kVA
2.1.2 The UPS supplies power for the IAS, gas detection system, valve remote control (1) Set the lnverter Test Switch to NORMAL. - No of phases 1
for ESDS, turbine remote controls, automatic combustion control system, and the - Frequency 60Hz ± 0.1 Hz
ship/shore telephone and data communications systems (including the radio and (2) Turn Breaker 52R On. The indicator lamp for 52R and Charger - Voltage 100V ± 1%
optical links used during cargo transfer operations). should be lit.
2.6.2 Charger
2.1.3 The UPS is located on ‘F’ Deck and supplies 100V 60Hz single phase power (3) Turn Breaker 72B On. The indicator lamp for 72B should be lit.
directly to an adjacent UPS distribution board. AC Input:
(4) Press lnverter START pushbutton. The indicator lamp for the inverter - No of phases 3
2.1.4 Certain non-essential IAS circuits are not supplied from the UPS. These should be lit. - Frequency 60Hz ± 3Hz
include cabin extension displays, some cargo IAS cubicles, interfaces for the float - Voltage 110V ± 10%
gauges, and miscellaneous equipment in the CACC such as the colour hard copier. (5) Turn Breaker 52I On. The indicator lamp for 52I should be lit.
DC Output:
2.1.5 The output can be manually switched to a non-stabilised supply in the event of (6) Set Output Selection switch (TS3) to INVERTER. ACSWl should be on - Voltage 240.8V (2.33V per cell)
UPS failure. See diagram above. and the indicator lamp lit. - Floating Charge Current 20A
2.2 Operation (7) Turn Breakers 52S1 and 52S2 On. The indicator lamp for 52S2 should
be lit. Turn Breaker 52C On. The indicator lamp for 52C should be lit.
2.2.1 The normal 440V 3-phase input is taken from 1EF41 on the Emergency
Switchboard and passes via a 3-phase 440V:186V transformer to a charger AC:DC The inverter should now be in operation and bypass supply on standby.
unit (silicon diode rectifier bridge).
2.5 Stop
2.2.2 The resultant DC output is smoothed in a DC filter and inverted to 120V ac in a
controlled inverter. The AC output from the inverter is then fed via a 120V:100V Supply from the inverter, with ACSWl and OUTPUT indicator lamps lit.
transformer to a thyristor fitted in the positive output line.
(1) Set the Output Selection switch (TS3) to BYPASS. lndicator lamp
2.2.3 The charger supply to the 216V 200Ah batteries, housed in a separate room ACSWl should be unlit. lndicator lamp for ACSWC should be lit.
adjacent to No 2 Equipment Room, is controlled to a floating charge of 240.8V and
a maximum charging current of 20 amps. (2) Power is now supplied by the BYPASS circuit.
2.2.4 In the event of the mains supply failing, the batteries will automatically supply (3) Press the STOP pushbutton. lndicator lamp for the inverter should
the static inverter and the output from the UPS unit will be maintained. be unlit.
2.2.5 In addition to the above, a 440V single phase ‘bypass’ supply is taken from NOTE:
No 1 Main Switchboard and passes via a 440V:110V transformer to a second If Breaker 52I is turned off during supply from the inverter, the supply will not
thyristor. This supply is monitored by an inverter control circuit which synchronises automatically change to the Bypass Circuit.
the output of the inverter, that is, the output from the inverter is maintained in-phase
and at the same frequency as the Main Switchboard supply.
2.2.6 In the event of the UPS unit failing (e.g., component failure), the ‘bypass’ supply
is automatically brought into operation without interruption by the switching of the
two thyristor switches. In the event of an overload to the UPS unit, the synchronised
‘bypass’ supply will also be brought into operation without interruption to the UPS
output. If the overload is reduced within 10 seconds, power output will automatically
return to the inverter. Should the overload continue for more than 10 seconds, the
output from the inverter is stopped and the UPS output supply will be maintained via
the bypass.
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IAS UNINTERRUPTIBLE POWER SUPPLIES (2) 2.3

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2.4 EOS CHANGEOVER V1-UF705H

1. GENERAL (2) Set the EOS to be changed over to the Reset condition and silence
their buzzers. At each EOS:
1.1 Normally, one of the two multi-VDU systems at the CACC console is dedicated
solely to the Cargo System (left-hand side of the console) and the other one to (a) Press RESET key
the Machinery System (right-hand side). Under certain circumstances, it may be (b) Press SIL key
necessary to change over Enhanced Operator Station (EOS) functions in order to
monitor and control both the Cargo and Machinery Systems at either the Cargo or (3) At Cabinet 17 (Rear) in No. 1 Equipment Room, carry out the
the Machinery console. following:
1.2 Provision has therefore been made to interchange either of two EOS (as a (a) At Board HCB1:
set) between the Cargo and Machinery positions. The functions of a vertical pair of
VDUs (and associated keyboards) at the Cargo position can be interchanged with (i) lnterchange plugs C1A and M1A.
those of a vertical pair at the Machinery position. (ii) lnterchange plugs C1B and M1B.
(iii) Data Highway lines A and B are now changed
1.3 Changeover is carried out in No. 1 Equipment Room on ‘F’ Deck, where over.
connector boards, dedicated to EOS changeover, are situated in Cabinet 17 (Rear).
The following may be carried out: (b) At Board PCB1:
(a) lnterchange of Cargo EOS 1 and 2 (left-hand vertical pair) with (i) lnterchange plugs C1 and M1.
Machinery EOS 1 and 2 (right-hand vertical pair). This changeover has (ii) Preferred Access lines are now changed over.
been marked in red on the diagram above.
(c) At Board SCB1:
(b) lnterchange of Cargo EOS 3 and 4 (right-hand vertical pair) with
Machinery EOS 3 and 4 (left-hand vertical pair); marked in green on the (i) lnterchange plugs C1 and M1.
diagram above. (ii) Sequence Access lines are now changed over.
By interchanging connectors in these boards, each EOS will be cross-connected to (4) Start up (‘re-boot’) EOS which have been changed over, in
the ‘opposite’ Data Highway, Preferred Access and Sequence Access signals. accordance with Yamatake-Honeywell IAS Operation Manual (VIII),
Section 3-3-1.
1.4 It should be noted that EOS changeover can only be effected between
Machinery and Cargo in the CACC. Changeover of EOS functions between the Main (5) Re-assign EOS Functions as required.
Switchboard Room (Machinery EOS 5) and CACC is not possible.
1.5 It will take about 30 seconds to change connections and then between five and 2.2 To interchange Cargo EOS 3 and 4 with Machinery EOS 3 and 4, proceed as
ten minutes to upload (‘re-boot’) programs after the changeover. follows:
1.6 The action of changing over will only disrupt monitoring and operator control. (1) Repeat Steps 2.1 (1) and (2) above.
Systems will continue to operate under control of the Multifunction Controllers.
(2) At Cabinet 17 (Rear) in No. 1 Equipment Room, carry out the following:
2. INSTRUCTIONS (a) At Board HCB2:
2.1 To interchange Cargo EOS 1 and 2 with Machinery EOS 1 and 2, proceed as (i) lnterchange plugs C2A and M2A.
follows: (ii) lnterchange plugs C2B and M2B.
(iii) Data Highway lines A and B are now changed over.
(1) Transfer any of the following functions which were assigned to the EOS
to be changed over, to other EOSs: (b) At Board PCB1 :
- Alarm Monitoring (Mastership) (i) lnterchange plugs C2 and M2

- Sequence Monitoring (Mastership) (ii) Preferred Access lines are now changed over.
- Master Clock
- Report Scanning (c) At Board SCB1:
- Trend Display (i) lnterchange plugs C2 and M2.
(ii) Sequence Access lines are now changed over.
(3) Repeat Steps (4) and (5) in 2.1 above.
ALL
EOS CHANGEOVER 2.4

ISSUE 4 - JULY 2007

1. GENERAL
1.1 A timer-based alarm system is provided which, when started and not reset within
a designated period, will warn of an overstay of an engineer in the Engine Room.
1.2 Initially, the alarm system sounds a common Engine Room alarm then, after a
preset time delay, causes the Engineer’s Call in the Accommodation Space to
activate. An alarm will also be initiated on the Central Alarm Panel located in the
Wheelhouse.
2. DESCRIPTION
The Engineer’s Patrolman System comprises the following:
(a) Patrolman Call System Panel, located in the CACC comprising:

- Main timer (TM1)
- START pushbutton
- STOP pushbutton
- Buzzer.
(b) Secondary timer (TM2).
(c) ‘Timer Counting’ indications at seven locations throughout the

Engine Room.
(d) START and STOP pushbuttons at each Engine Room entrance on the
Upper Deck from the accommodation and at the entrance to the
Steering Engine Room.
(e) Alarm RESET buttons located at each level in the Engine Room.
(f) Output to the Engineer’s Call Alarm in the Accommodation Space.
(g) ‘Patrolman Call’ alarm light on the Navigation and Internal Communications
Equipment group of lant) the Central Alarm Panel in the Wheelhouse, port
side.
(h) Output to the Engine Room Common Alarm system.
3. OPERATION
3.1 Timer TM1 is started by pressing any one of the START pushbuttons provided.
3.2 After the set time interval of 30 minutes has elapsed, and provided that no
STOP pushbuttons have been pressed, the Engine Room Common Alarm will be
activated.
3.3 Activation of the Engine Room Common Alarm will initiate the start of timer TM2.
3.4 Pressing any one of the RESET buttons provided in the Engine Room will reset
timers TM1 and TM2. If reset action is not initiated within 10 minutes of timer TM2
starting, then both Engineer’s Call and Patrolman Call alarms will be activated.
3.5 The Patrolman Alarm System can be stopped by pressing any one of the STOP
pushbuttons provided. The alarm sequence will be stopped and all indications and
outputs reset.
ALL
ENGINEER’S PATROLMAN ALARM SYSTEM 2.5

ISSUE 4 - JULY 2007

3 MAIN PLANT

CONTENTS
SECTION 3
MAIN PLANT
3.1 Boilers (Overview)
2.2 Fuel Systems
3.3 Boil-off Gas System
3.4 Distilled and Fresh Water Production
3.5 Boiler Feed Water System
3.6 Condensate System
3.7 Drains System
3.8.1 High Pressure Steam System
3.8.2 Reduced Pressure Steam Ranges
3.8.3 Exhaust and Dump Steam Systems
3.9 Boiler Operation
3.10.1 Burner Management System (BMS)
3.10.2 Automatic Combustion Control System (ACCS)
3.11.1 Main Turbine and Gearbox (Overview)
3.11.2 Main and Auxiliary Salt Water System
3.11.3 Turbine and Gearbox Lubricating Oil System
3.12.1 Main Turbine Operating Procedures
3.12.2 Main Turbine Remote Control System
3.13 Sterntube Lubricating Oil and Sealing System
ALL
SECTION CONTENTS 3
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
ALL
3.1 BOILERS (OVERVIEW)

1. GENERAL 1.14 A high energy electrical igniter is fitted in a retractable, remote-controlled assembly. The (c) Airslide, Operating Air Press: 0.7 MPa
igniter passes through the burner carriage housing and runs throughout the length of the
1.1 The boilers are Mitsui-Foster Wheeler type MSD40ER of monowall construction. The register. It is electro-pneumatically operated and controlled by the Burner Management (d) Atomising Steam Press at Burner: 0.7 MPa (max)
boilers are left- and right-handed and capable of burning DO, HFO, natural gas (cargo System during the start sequence; see 3.10.1.
boil-off), and HFO/gas (dual fuel). 2.7 Fuel Characteristics
1.15 A Dualscan system of flame monitoring and detection provides both infra-red and
1.2 Boiler water is supplied to furnace floor, side and roof wall tubes, and screen tubes, ultra-violet scanning from a single viewing head. Control units are mounted in the 2.7.1 Fuel oil
through the screen header via downcomers. Steam and water from tubes is discharged miscellaneous panel in the Monitor Room. Repeater units are fitted in the CACC
directly to the steam drum. machinery side console. Sealing air for flame eyes is supplied from the Control Air Viscosity at burners: 15 to 20 centistokes
System. Oil flow per burner at MCR: 1482 kg/h
1.3 Boiler water is also supplied to front and rear wall tubes, through the front and rear lower Oil pressure at burner, MCR: 1.4 MPa
water wall headers, via downcomers from the steam and directly from the water drum. 1.16 Ten sootblowers are provided for each boiler; two long retractable types are fitted in the
Steam and water is discharged to the steam drum through the upper headers via riser superheater bank, two rotary types in the main bank, and a further six rotary types in the 2.7.2 Fuel gas
tubes. economiser.
Gas flow per burner at MCR: 1212 kg/h
1.4 The water wall tubes are seamless carbon steel, fitted with longitudinal strip fins. The Gas pressure at burner, MCR: 0.04 MPa
tubes are integrally welded to adjacent tubes by the strip fins. This is known as ‘monowall’ 2. DESIGN DATA
construction and provides a gastight welded water wall.
2.1 Pressures 2.8 Boiler Efficiency
1.5 The screen tubes at the furnace outlet are of seamless carbon steel and protect the FO Firing Gas Firing
superheater from flame impingement and excessive direct radiated heat. Design press for boiler: 7.35 MPa Normal load (high heat valve) 88.5% 88.9%
Design press for economiser: 9.21 MPa Co² content 14.5% 10.8%
1.6 The self-supporting superheater is arranged downstream of the screen tubes. The tube Hydrostatic test press for boiler: 11.04 MPa
element is of an inverted ‘U’ configuration, installed vertically. The headers are located Hydrostatic test press for economiser: 13.83 MPa 2.9 Soot Blowers
beneath the superheater space floor. Superheater tubes are retained in their position Superheater steam outlet press: 6.03 MPa
by means of sliding spacers on the superheater support tubes. The support tubes are (b) Soot Blower Valve Head Operating Steam Pressures:
arranged downstream of superheater and are expanded into both steam and water 2.2 Safety Valve Settings
drums. The superheater is divided into six passes. Steam temperature is controlled by Type Pressure
passing steam from No. 4 pass through a spray water cooled desuperheater. The steam Steam drum: 7.35 MPa Superheater long retractable units 1 & 2: 1.18 MPa
re-enters the superheater at the inlet to No. 5 pass. Superheater outlet: 6.37 MPa Bank tube rotary units 3 & 4: 0.69 MPa
Economiser: 9.21 MPa Economiser rotary units 5 to 10: 0.98 MPa
1.7 Main convection bank tubes are arranged downstream of superheater support tubes.
Boiler water is supplied to these convection tubes from the water drum. Steam and 2.3 Steam Capacity (c) Operating and blowing times:
water discharge direct to the steam drum. Operating Blowing
Superheated steam (normal): 35,100kg/h Time Time
1.8 Vent pipes from furnace top to economiser inlet are provided to prevent gas build-up. Superheated steam (maximum): 40,400kg/h
Superheater long retractable
1.9 Monowell and skin casings are covered with mineral glass fibre insulating materials, 2.4 Temperatures at Normal Load units 1 & 2: 3.1 min 2.6 min
retained by metal clips. The insulation materials are covered with corrugated ‘Keystone’ Bank tube rotary units 3 & 4: 1.0 min 1.0 min
plates. Superheater outlet: 515°C Economiser rotary units 5 to 8: 1.0 min 1.0 min
Feed temp at economiser inlet: 138°C Economiser rotary units 9 & 10: 1.0 min 30 secs
1.10 To reduce maintenance, refractory is used only on the furnace floor and burner quarls. Feed temp at drum inlet: 190°C
Air temp at steam air heater inlet: 38°C
1.11 The economiser is a counterflow type, with feed water downward and combustion gas Air temp at steam air heater outlet: 120°C
flow upward. The economiser element is of carbon steel with steel spiral fins welded to Gas temp at economiser outlet: 160°C
the element tube. The elements are arranged in a staggered formation and are welded
to the upper and lower economiser headers. 2.5 Weight of Water (per Boiler)
1.12 Each boiler is equipped with a steam air heater to increase the temperature of draught Water content, cold, normal level: approx 10,000kg
air prior to entering the boiler windbox. Water content economiser: approx 1800kg

1.13 Two Airoil-Flaregas, 5000 series, dual fuel burners are installed in the roof wall of 2.6 Burners
each boiler furnace. When burning boil-off gas (BOG), oil burners are left in position,
with atomising steam supplied for cooling, so as to be immediately available for use. (a) Oil Atomiser:
Interlocking valves for FO and atomising steam are provided to ensure that valves are
closed before burner body is removed. A further interlock prevents the valves being No fitted per burner: 1, on centreline of oil burner
reopened with burner body removed. Register airslides are operated remotely by
pneumatic cylinders mounted on the register. Air cylinder rams actuate the airslide via Type: Steam/air atomised Skewjet
two operating rods. (design No. 23)
(b) Gas Burners:
WARNING
THE PROJECTING MANUALLY OPERATED HANDLES MOVE DURING Size (normal load): C2-16 (-4) CW
PNEUMATIC OPERATION OF AIRSLIDES. Size (start-up/low load) C1-8
No fitted per burner: 6 fixed, with removable tip
Tip type: DA 21861
ALL
BOILERS (OVERVIEW) 3.1
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ISSUE 4 - JULY 2007
ALL
3.2 FUEL SYSTEMS (1) - HEAVY FUEL OIL TRANSFER

1. GENERAL 2.1.3 Tank level indication is provided locally on the tanks and is indicated by bar graphs NOTE:
on Machinery Display C-43. The tank level transmitters are of the The following fixed and portable reducers are provided for manifold ends:
1.1 Bunkering of fuels must be carried out within the guidelines laid down in the manual multiple reed switch and float type. In addition to tank level, they also provide the
‘NWS LNG Standard Guidelines for Cargo Handling and Operators’ Instructions’. signal input for tank high and low level alarms as shown on Alarm Display A-26.
Application Item Size Qty
Suitable supervision, precautions against pollution and the requirement to start
bunkering during daylight hours are included in the guidelines. Monitoring and control 2.1.4 Overflow from the settling tanks is led back to the respective side tank. Overflow Fixed J1S, 5K-300 x ANSI, 150psi-8in
HFO 4
of fuel transfer/filling and of fuel supply are on Machinery Displays C-43 and C-07 is via non-return valves VPL171 for the port side and VPL172 for the starboard. Piece ( 1 MPa-200mm)
respectively. ANSI, 150psi-8in x ANSI, 150psi-6in
2
2.1.5 Float-operated level switches in the HFO side tanks provide an alarm for high-high (1 MPa-200mm) (1 MPa-150mm)
1.2 Manifolds for bunkering are provided at the Cargo Manifold Deck – one manifold on level at 12.8m above tank bottom. Tank level high and low level alarms of 12.5m Portable ANSI, 150psi-8in x DIN 10 bar-8in
the port side, the other on the starboard side. Each manifold comprises two pairs and 1.5m respectively are from the reed-types switch described in paragraph 2.1.3. HFO 2
reducer (1 MPa-200mm) (1 MPa-200mm)
of shore connections; the forward of each pair are for the heavy fuel oil, the after Overflow from the side tanks is via 200mm lines to the FO overflow tank. The overflow ANSI, 150psi-8in x DIN 10 bar-6in
of each pair are for diesel or light oil. The manifolds are connected by crossovers. lines are provided with flow alarms and are indicated on Machinery Display C-43. 2
(1 MPa-200mm) (1 MPa-150mm)
Fixed J1S, 5K-100 x ANSI, 150psi-4in
1.3 Provision is made for draining the starboard manifold to the port side via a 50mm 2.1.6 Reed-type switches in the fuel oil settling tanks activate low and high level alarms Do or Light Oil 4
Piece (with slots) (1 MPa-100mm)
drain line connected into the FO/DO transfer line to the Engine Room. at 3.3m and 12.6m respectively. A locally mounted float switch will automatically stop
the HFO transfer pump should the level in a fuel oil settling tank reach 12.3m.

1.4 Sampling and air blow connections are provided at each HFO manifold only. Bosses
2.3 Light Oil System (Diagram (2) overleaf)
for pressure gauges are fitted to all manifold branches, including the starboard aft 2.1.7 Each HFO tank is provided with a steam heating coil and all HFO pipework is
DO manifold. heated by steam tracing lines; see 3.8.2 Reduced Pressure Steam Ranges. Each
2.3.1 The Light Oil System provides for the higher grade of diesel oil used in the inert
tank has a high temperature alarm set at 80°C.
gas generator. (Note that light oil is not always available at refit bunkerings).
1.5 Pressure indicating transmitters are fitted to each crossover, the values being
displayed on Machinery Display C-43. 2.1.8 Remote stop for HFO transfer pump and operation of HFO tanks’ emergency
2.3.2 Bunkering of light oil is usually through a dedicated filling point on the port side of
shut-off suction valves is from the Fire Control Centre.
the Upper Deck. This leads directly to the light oil storage tank. Light oil can also be
1.6 Bunkers are piped through the port Underdeck Passageway from the bunker station
loaded using the DO bunkering system.
to the respective storage tanks, then transferred internally as required to either
service or setting tanks. 2.2 Diesel Oil System (Diagram (2) overleaf)
2.3.3 The light oil storage tank is fitted with a multiple reed switch and float type level
indicator. This provides the input signal for the high and low level alarms as displayed
1.7 Overpressurisation of bunkering fuel lines is prevented by relief valves set at 2.2.1 Diesel oil is bunkered via a 100mm filling line. This is led through the port side
on Alarm Display A-26. The high and low level alarms are activated at 3.3m
0.7 MPa, excessive pressure is relived to a FO overflow tank. Underdeck Passageway to the DO storage tank.
and 0.9 respectively.
1.8 The FO overflow tank accepts overflow from the HFO side tanks, DO storage 2.2.2 The DO may be transferred to the DO service tank by the DO transfer pump, or
2.3.4 Overflow from the light oil tank is via a 100mm line to the FO overflow tank. A
tanks, light oil tank and relief pressure from bunkering lines. A local level indicator by the DO purifier. The DO transfer pump can also supply the emergency generator
flow alarm is fitted in the overflow line and is indicated on Machinery Display C-43.
is fitted. A high level alarm is activated at a point 200mm below the tank top and DO tank and the incinerator DO tank.
is displayed on Alarm Display C-43. The tank can be pumped out by the sludge
2.3.5 Suction from the light oil tank may be taken by the DO transfer pump via valves
oil transfer pump via suction valve VPL151; see 5.5 Incinerator and Compactor. 2.2.3 DO storage tank level indication is provided locally on the tank and is indicated
VPL141 and VPL142. Operation of light oil tank emergency shut-off suction valve
Discharge from the pump can be to HFO side tanks or settling tanks through VPL150, by bar graphs on Machinery Display C-43. The tank level transmitter is of the multiple
is from the Fire Control Centre.
to sludge oil settling tank via VPL406 or to the shore connection through VPJ138. reed switch and float type. The level transmitter also provides the signal inputs for
tank high and low level alarms of 9.9m and 1.0m respectively as shown on Alarm
2.4 Boiler FO System (Diagram (4) overleaf)
1.9 A centrifugal-type purifier is provided for the purification of diesel oil. The purifier Display A-26. DO service tank level is indicated by a tank-mounted sight glass and
has a dedicated feed pump which takes suction from the DO storage tank through is not indicated on the IAS. Three locally mounted float switches provide for low
2.4.1 The Boiler FO System is designed to allow initial boiler start-up using DO, boiler
emergency shut-off suction valve VPL121 and a simplex strainer. The feed level alarm, auto transfer pump stop, and high level alarm at 1.0m, 2.9m and 3.2m
operation using HFO, and gas-only firing with HFO as standby, or dual fuel firing.
pump discharges to the purifier through a remote-operated 3-way stop valve. respectively, from the tank bottom.
Monitoring is on Machinery Display C-07.
Purified DO is then discharged to the DO service tank through non-return valve
VPL213. monitoring of the DO purifier is also on Machinery Display C-43. 2.2.4 Overflow from the DO service tank is led back to the DO storage tank.
2.4.2 Initial Boiler Start-up. Boiler start-up from cold is achieved by using diesel oil
supplied by the FO burning pump from the DO service tank. The pump takes
2. DESCRIPTION 2.2.5 Overflow from the DO storage tank is via a 100mm line to the FO overflow tank.
suction through an air separator, flowmeter, duplex strainer, non-return valve
The overflow line is provided with a flow alarm and is indicated on Machinery
VPL057 and emergency shut-off valve VPL051.
2.1 Heavy Fuel Oil System (Diagram (1) above) Display C-43.
NOTE:
2.1.1 Heavy fuel oil is bunkered via a 300mm filling line. This is led through the port side 2.2.6 Both the emergency generator DO tank and the incinerator DO tank have local
During lighting-up operation on DO, ensure VPL044 is shut to isolate HFO system;
Underdeck Passageway and branched to the HFO side tanks, port and starboard. contents level gauges. Overflow from each tank is through a sight glass to the DO
return to settling tanks VPL032 and 033 are shut; and recirculation valve VPL031
service tank. A float-operated low level alarm for the emergency generator DO tank
open if necessary recirculate via the air separator. When shutting down FO system,
2.1.2 From the side tanks, the HFO is transferred via the HFO transfer pump to the is activated at 0.4m and displayed on Alarm Display A-27. The low level alarm for
ensure sufficient time on DO to Clear HFO from main lines and recirculating lines.
two fuel oil settling tanks. the incinerator DO tank is activated at 0.5m and displayed on Alarm Display A-26.
2.2.7 Remote stop for DO transfer pump and DO purifier, operation of DO tanks
emergency shut-off suction valves is from the Fire Control Centre.
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FUEL SYSTEMS (1) 3.2

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ALL
3.2 FUEL SYSTEMS (2) - DIESEL OIL AND LIGHT OIL TRANSFER MA-PL 103
MA - PL 105

2.4.3 Boiler Operation on HFO. Fuel oil is supplied from either HFO settling tank through 3. INSTRUCTIONS (2) Light oil bunkering via the 100mm connection positioned on the Upper
high or low suctions. It is led via 60-mesh duplex strainers, flowmeter and an air Deck at the accommodation front, port side. It can also be loaded through
separator column to the FO burning pumps. Fuel discharged from the FO burning pump 3.1 HFO Bunkering the DO manifold.
is passed through steam-heated FO heaters; see 3.8.2 Reduced Pressure Steam
Ranges. The amount of heat applied is dependent upon the viscosity of the HFO. A NWS PROJECT POLICY IS FOR BUNKER LINES TO BE TESTED AND (3) DO from both DO storage and service tanks and the contents of the light
split range (high or low volume) control system, monitored by the viscometer, maintains INSPECTED FOR SYSTEM INTEGRITY YEARLY AND, WHEN POSSIBLE, AT oil tank can be returned to shore using the DO transfer pump. Discharge to
fuel viscosity at 20 cSt by controlling the steam supply to the FO heater. From the FO LEAST TWO MONTHS PRIOR TO BUNKERING. OPERATOR’S INSTRUCTIONS shore is through the 100mm DO bunkering line via an isolating gate valve.
heater the fuel is led through a 270-mesh duplex strainer and viscometer to the boiler RELATING TO TESTING ARE TO BE FOLLOWED. Should the DO pump be unavailable, the HFO transfer pump can be used.
FO header. A recirculation line with a 5mm orifice and an isolating valve is fitted between In this event, remove the spectacle blank in the suction cross-connection,
the pot after the viscometer, and the air separator column. This line maintains a flow (1) Establish and test ship-to-shore, and internal communications within the isolate all HFO tanks and OPEN suction valve VPL152. Discharge to shore
through the viscometer, for control stability, when the boilers are firing on dual fuel, with ship. will be through isolating valve VPL122 to the 300mm HFO bunkering line.
low fuel flow to the burners and with fuel header recirculating valves closed. Fuel flow
is controlled by split range control valves positioned on the fuel supply to the boiler FO (2) Ensure manifold drain valves, sampling valves, drain coaming and drip 3.3 HFO Transfer
headers. Fuel pressure is governed by a recirculation control valve. This directs fuel tray valves are CLOSED and scuppers are plugged.
from the FO burning pump discharge back to the air separator. Both modes of control are CAUTION
monitored automatically; see 3.10.2 Automatic Combustion Control System (ACCS). (3) Ensure the oil fence is in place. REFER TO OPERATORS/PORT INSTRUCTIONS LIMITING/FORBIDDING
BUNKER TRANSFERS IN PORT.
2.4.4 Gas-only Firing. When operating boilers on gas, the fuel oil system remains in (4) Select Machinery Display C-43. OPEN remote-operated valve on selected
operation. This will provide instant burner firing on fuel oil should the gas supply fail tank and manual manifold valve. Ensure isolating valve VPL122 is (1) Ensure both side tanks’ emergency shut-off suction valves, VPL111 and
due to LD compressor or master gas valve malfunctions. While operating in this mode, CLOSED. VPL112, are OPEN.
2% of the FO burning pump output is circulated through the FO heaters to the boiler
(2) Ensure HFO transfer pump suction and discharge valves, VPL115 and
FO header. From the FO header the fuel is recirculated through a remote-operated
piston valve and an orifice plate. The recirculated oil may be led back to the settling VPL117, are OPEN.
tank from which it was drawn, through valves VPL032 or VPL033. Alternatively, the (3) Ensure bunker line isolating valve, VPL122 is CLOSED.
oil may be directed to the air separator by valve VPL031. The remaining output of the (4) Call up Machinery Display C-43. Select mode, PORT or STBD by cursor,
FO burning pump is led back to the air separator by recirculation flow control Increment/Decrement key and ENTER. Mode selector will open side tank
valve VPL062. suction and settling tank filling valves on the designated tanks; VPL114 and
VPL120 for STBD, or VPL113 and VPL119 for PORT.
2.4.5 The FO burning pump is provided with an automatic changeover facility. This (5) Transfer Display C-43 to the top screen, call up Display C-34 and start
enables the standby FO burning pump to start should an electrical fault or low output HFO transfer pump.
pressure be detected on the running pump.
(6) A float switch in the settling tanks will stop the HFO transfer pump at high
2.4.6 The duplex strainers have differential pressure alarms. The primary strainer at the level.
suction of the FO burning pumps is set at 98 kPa. The secondary strainer at the (7) On completion of HFO transfer, CLOSE all previously opened
discharge from the FO heaters is set at 196 kPa. Monitoring of these alarms is on remote-operated valves.
Machinery Display C-07.
3.4 DO Transfer
2.4.7 Remote stop for the FO burning pumps and operation of fuel oil tanks emergency
shut-off suction valves is from the Fire Control Centre. (1) Ensure DO storage tank emergency shut-off suction valve, VPL121, is
OPEN.
(2) Ensure DO transfer pump suction and discharge valves, VPL124 and
2.5 DO Purifier (Diagram (3) overleaf)
VPL125, are OPEN.
2.5.1 The single DO purifier is designed and installed to process bunkered diesel oil from (3) OPEN inlet valve, VPL126, to DO service tank.
the DO storage tank and, when processed, to pass it to the DO service tank from (5) Commence bunkering. (4) Start DO transfer pump from local or from Machinery Display C-34.
where it is routed to the various consumers. (5) The service tank float switch will stop the DO transfer pump at high level.
(6) A close watch must be kept for leaks at the bunkering station. Pipeline fuel (6) On completion of DO transfer, CLOSE all previously opened.
2.5.2 The purifier is a self-contained unit by Mitsubishi, model SJ20P, and is of the oil pressure is to be closely monitored, together with levels of all tanks. (7) To fill emergency generator or incinerator DO tanks, Steps (1) and (2)
partial discharge type. The model has a capacity of 3100 litres/h and is unheated. above, then OPEN the desired filling valve; VPL129 for emergency
The unit is fitted with a single electric motor drive and a direct-driven feed pump. (7) On completion of bunkering, CLOSE all valves, drain all pipelines and
generator DO tank, VPL130 for incinerator DO tank. Start DO transfer pump
replace blanks on manifold ends and samples valves.
from local and monitor the tank level on the local gauge. Stop the transfer
2.5.3 The purifier has a control panel which programmes the self-cleaning period when
the machine is running. The control panel also contains a monitor which alarms (8) HFO from both side and setting tanks can be returned to shore using the pump at the required tank level and CLOSE the filling valve to the service
should the discharge pressure rise or fall outside the defined limits and is indicated on HFO transfer pump. Discharge to shore is through isolating valve tank, VPL213.
Machinery Display C-43. VPL122 to the 300mm bunkering line. Should the HFO transfer pump be (8) The DO purifier can be used to fill the DO service tank from the DO storage
unavailable, the DO transfer pump can be used. In this event, remove tank. OPEN DO storage tank suction valve VPL121, DO purifier feed pump
2.5.4 The system is operated as required. During the automatic self-cleaning cycle, a spectacle blanks from both suction and discharge cross-connecting lines, suction valve VPL211, (bypass valve VPL215 SM only) and the discharge
three-way valve (VPL214) returns the feed DO to the suction side of the feed pump. isolate all DO tanks, OPEN suction valve VPL152 and discharge valve valve from the purifier to the DO service tank, VPL213.
VPL118. Discharge to shore is again via VPL122 to the 300mm bunkering
2.5.5 Operating water for the unit is taken from the Fresh Water Services (6.3) through line.
a pressurised operating water tank. Compressed air from the service air system is
used to pressurise the operating water tank and also to operate pneumatic control 3.2 DO and Light Oil Bunkering
valve VPL214 via a pilot solenoid valve. Waste water and sludge is directed to the FO
(1) DO and light oil bunkering via the 100mm bunkering line is as for HFO. (Continued overleaf)
sludge tank for disposal.
However, the DO and light oil storage tank valves have no remote
operating facility from the IAS. These valves are manually operated
from the Upper Deck.
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3.2 FUEL SYSTEMS (3) - DIESEL OIL PURIFIER MA - PL 104

3.5 DO Purifier
(1) Ensure DO storage tank emergency shut-off suction valve VPL121 is OPEN.
(2) OPEN the purifier suction main valve. VPL211, and the discharge to the
DO service tank, VPL213. OPEN water supply valve VPG204.
(3) Carry out safety checks on the purifier as follows:

(a) Correct gravity disc fitted.
(b) Inlet ports and frame cover are clamped by clamp nuts.
(c) Worm gear housing oil level.
(d) Brake is released with handle facing down.
(4) Ensure that the operating water tank supply valve, VPG201, is OPEN
and that service air system is available to pressurise the tank.
(5) Start the purifier motor at the starter.
(6) Switch ON the automatic control panel power source switch. At this
stage the indicator lamp marked SOURCE light showing that power is
being supplied to the panel; consequently the solenoid valves will OPEN
to supply water to the operating water tank OPEN the leak detector tank
valve and OPEN the bowl closing water valve. When the operating water
tank is full, the solenoid valve will de-energise and the supply of water will
stop. At the same time, the service air valve will OPEN to pressurise the
tank. Each step is shown by the lighting of the corresponding indicator lamp.
(7) Start the DO purifier feed pump. Ensure that the purifier motor has
attained full speed and then press the control pushbutton marked AUTO
START which will illuminate the relevant indicator lamp. The pushbutton
will also start the timer sequence which will automatically initiate a sludge
discharge cycle at set periods.
NOTES:
(a) Should the AUTO STOP be pressed, the purifier will immediately start
a sludge discharge cycle and, upon completion of the process, will stop the
machine.
(b) Should the pushbutton DISCHG. TEST be pressed, the purifier will start
a sludge discharge cycle irrespective of the position of the oil feed timer. On
completion of the sludge discharge, the machine will revert to a processing
diesel oil cycle on a new timed programme.
(c) When the EMERG. STOP pushbutton is activated, each valve is

CLOSED and the power supply to the purifier is removed, regardless of the
process cycle, to allow the machine to run down and stop.
(d) Power source is always left ON to prevent battery back-up being drained.
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SM
3.2 FUEL SYSTEMS (4) - BOILER SUPPLY SYSTEM MA-PB 102
MA-PL 107
MA-PL 102

3.6 Boiler FO Supply System
(1) OPEN selected HFO settling tank suction valve, either low level suction
VPL041 or VPL042 if tank is clear of water, or high level VPL001 or VPL002
for emergency use. Ensure that DO is supply valve VPL057 is CLOSED.
(2) OPEN recirculating valve VPL031 to air separator.
(3) OPEN line suction valve VPL044, OPEN line suction valves VPL044 &
VPL043 if on low suction.
SM only - Also OPEN recirculating valves VPL019 and VPL020.
(4) OPEN flowmeter isolating valves VPL033 and VPL004.
(5) OPEN both FO burning pumps’ suction and discharge valves VPL006
and VPL008, and VPL007 and VPL009.
(6) OPEN required boiler FO heater, HFO inlet and outlet valves VPL010
and VPL012, or VPL011 and VPL013.
(7) OPEN viscometer isolating valves VPL014 and VPL015.
(8) OPEN flowmeter isolating valves for both boilers VPL021, 022, 023
and 024.
(9) OPEN trace heating steam valves as required; see 3.8.2 Reduced
Pressure Steam Ranges.
(10) Ensure control air is supplied to both FO control valves and to the
FO heater temperature control valves; see 5.1 Compressed Air Systems.
(11) Call up Machinery Display C-34, set cursor to selected pump, change
input and press ENTER key. Ensure second pump indicates STANDBY
on Machinery Display C-34.
(12) OPEN downstream valves for heater steam controllers.
(13) CRACK OPEN steam inlet valves to FO heater and warm through
heater, GRADUALLY OPEN steam inlet valves fully.
(14) Start viscometer.
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3.3 BOIL-OFF GAS SYSTEM

1. GENERAL 2.1.8 The compressors are fitted with rotor radial vibration and axial position monitors to 2.2.3 The design capacity of each of the two heaters is as follows:
detect operating irregularities. An alarm will be actuated on Machinery Alarm Display
1.1 The Boil-off Gas (BOG) System enables fuel gas to be supplied to the boilers. A-10 if the following are exceeded: Boil-off Mode Warm-up Mode
The gas is produced by three different methods; firstly by natural boil-off during the
loaded passage, secondly from boil-off produced by spraying during cargo tank - Rotor excess vibration – High 31μm Gas Inlet Pressure: 196 kPa 196 kPa
cooldown during the ballast passage, and lastly by forcing boil-off using a forcing - High-Rotor axial position abnormal – High ±0.15mm Gas Temperature: -70°C -140°C
vaporiser in conjunction with either of the first two methods. Maximum Gas Pressure: DP < 5 kPa 176 kPa
2.1.9 Each compressor control system has three main controlling elements. These Maximum Gas Outlet Temp: +45°C +80°C
1.2 To enable the gas to be supplied to the boilers the following equipment is provided: enable the designed turn-down ratio, required for stable BOG burning, to be Maximum Gas Flow: 5000kg/h 36,000kg/h
- Two low duty (LD) compressors achieved over the full range of boiler operating conditions. Minimum Gas Flow: 500kg/h
- Two steam-heated gas heaters
- One steam-heated forcing vaporiser (a) The first controlling element is stepless, variable speed control of the The design of the heaters ensures that the outlet temperature is maintained within 3°C
compressor drive motor, between 50% and 100%. This varies power of set temperature over the full range of gas flow.
frequency between 30Hz and 60Hz (1750 to 3550 rev/min).
2. DESCRIPTION 2.2.4 Steam for the gas heaters is supplied from the Engine Room 1.0 MPa system.
(b) The second controlling element is inlet guide vane control. With the Each heater is provided with its own condensate drains collector and steam trap, and
2.1 LD Compressors compressor running at 50% speed, compressor throughput is increased is provided with a local temperature indicator.
by operation of the inlet guide vanes. This is achieved using a pneumatic
2.1.1 Each LD compressor is a single-stage centrifugal type with axial suction and positioner to modulate the guide vanes between -70° and +20°, according 2.2.5 Condensate drains from each heater and from each vaporiser are returned to the
tangentially mounted discharge nozzle. Running speed is between 13,042 rev/min to the demand signal. Demand signals for compressor output are generated atmospheric drains tank in the Engine Room via a common drains cooler and gas vent
and 26,084 rev/min, depending on boiler combustion control demand. by the gas flow control valve position on each boiler. The demand signal drains tank, installed in the lower part of the Cargo Machinery Room.
from the Automatic combustion Control System (ACCS) acts, through a high
2.1.2 A shaft seal, fitted where the rotor passes through the casing, prevents leakage of selector, on the LD compressor controller. To prevent cargo tank 2.2.6 Cooling water for the drains cooler is supplied from the auxiliary central cooling
gas. The seal is a floating carbon ring type with dual chambers. The first chamber under-pressure, a signal from the cargo tank protection controller is fed, via system, Cargo Manual A4.7 Auxiliary Central Cooling System (Aux CCS).
allows any gas leakage along the drive shaft to be returned to the compressor suction. a low selector, into the LD compressor control system.
The second chamber (outer) is pressurised with nitrogen to approximately 30 kPa; 2.2.7 A control board located adjacent to each heater allows auto/manual selection of
see 5.6 Nitrogen Generating System, see Cargo Manual A4.1.2. (c) The third element in the control system is recirculation of BOG at low temperature control and selection of the operation required; either warm-up or
boiler demand, thereby preventing ‘surge’. Surge is defined as high-speed boil-off operation. The gas heater controls are pneumatically operated with
2.1.3 The compressor gearbox is a two-shaft, involute helical gear type. The gearbox oscillations of flow and pressure in a compressor system. This causes compressed air supplied from the instrument air system.
input shaft is carried in plain sleeve bearings and absorbs the thrust loading of the instability, reduces efficiency and may cause damage to the compressor.
overhung impeller and gearing through a thrust collar. The gearbox output shaft is It results from actual flow through the compressor becoming too small 2.2.8 The gas outlet temperature set point can be changed from IAS Custom Display C-12.
carried in tilting pad type radial bearings. to adequately absorb the potential flow energy of the rotor. Surge is
controlled by increasing the actual flow through the compressor, using 2.2.9 Each heater is fitted with two pairs of control valves; one pair for boil-off mode and
2.1.4 Lubricating oil is supplied prior to starting and at shutdown, for 55 minutes, by an a surge control valve on the compressor discharge. Controlled opening one pair for warm-up mode. One valve in each pair controls gas flow to the heater
electric motor-driven auxiliary LO pump. A pressure switch enables the pump to start of surge control valve allows gas to be recirculated to the compressor inlet and the other controls bypass flow to the heater outlet. The two valves operate
when LO pressure is below 120 kPa, and stop after about 45 seconds (when the suction. This permits compressor operation with a gas flow of less than in split range to achieve accurate temperature control. All four valves are fitted with
machine is started and LO pressure is correct). The pump and motor unit is located that achieved with 50% motor speed and -80° closure of the inlet cylinder-type actuators.
in the Motor Room and serves as a standby unit should the main, shaft-driven, LO guide vanes. Excessive heating of the BOG by the compressor is
pump fail. also avoided. To allow the compressor to operate away from the surge 2.2.10 The warm-up control valves (VG942/944/946/948), which are of larger capacity
zone, an increase of gas throughput has been provided by using the than the corresponding boil-off control valves (VG941/943/945/947), will trip closed if
2.1.5 A LO cooler is provided to keep the LO at 48°C. Cooling water for the LO cooler is steam dump system, see 3.8.3 Exhaust and Dump Steam Systems. boil-off mode is selected.
supplied from the Auxiliary Central Cooling System (Aux CCS), see Cargo Manual
A4.7. A thermostatically controlled steam heater is filled in the sump oil tank. Drains 2.1.10 The compressors can be started in ‘Normal’ and ‘Emergency’ modes. Normal 2.2.11 The local control panel is fitted with a visual warning which indicates green when
from the heater pass to the bilge only. Start includes remote stop/start, manual stop/start and automatic speed adjustment the drains collector level is normal and red/white strips when the level is high. The
by control signals from the IAS. Emergency Start permits remote stop/start and warning indicator is monitored by Cargo Alarm Display A-12.
2.1.6 The compressor is driven via a gear-type coupling by a 180kW electric motor manual stop/start; speed control is manually adjusted on the speed controller within
mounted in the Motor Room. the control panel in the Cargo Switchboard Room. 2.2.12 The gas vent tank is monitored for the presence of gas by Cargo Alarm Display
A-18. A single sampling point monitors both the vent pipe of the gas vent drain tank,
2.1.7 Gastight integrity between Cargo Machinery Room and Motor Room and the vent from the gas vent bilge tank, each being provided with an individual
is ensured by a bulkhead seal. The seal, located on the Motor Room side of the 2.2 Gas Heaters isolating valve.
bulkhead, comprises a carbon ring seal which prevents the methane gas in the
compressor compartment from entering the motor space. The shaft seal 2.2.1 Two identical gas heaters are located in the Cargo Machinery Room. They are of 2.2.13 The gas vent drain tank is provided with high level and low alarms which are
consist of a system of chambers provided with multiple seal rings (consisting of three the horizontal shell and U-tube direct steam heated type, with a design capacity of indicated on Cargo Alarm Display A-12.
pieces) held by hose springs. The seal ring design allows a minimum clearance 6500MJ/h when supplied with steam at 784 kPa/175°C.
between shaft and seal ring bore. Clean dry air or nitrogen is blown into a seal
gas chamber to increase sealing efficiency. Seal gas pressure at 8kPa is normally 2.2.2 The heaters are used for the following operations: (Continued overleaf)
supplied by control air. Nitrogen backup is at 4kPa. In the chambers, the seal rings
are flexibly supported and secured against distortion. The split casing is made (a) Heating boil-off gas to supply as fuel to the boilers. This is the normal
of CrNi steel (1.4571). The seal ring material depends on the operating conditions mode of operation and only one heater is required in conjunction with a low
such as medium, temperature, and rotational speed. In the present case, duty (LD) gas compressor.
carbon rings with a high Teflon content are used.
(b) Heating LNG vapour to warm-up the cargo tanks prior to inerting
- Low seal gas pressure alarm: 5kPa gas-freeing and aerating. This operation is carried out using both gas
- Low seal gas pressure trip: 3kPa heaters and both high duty (HD) compressors.
- High temperature at seal: 80°C
SR/SE/SM
BOIL-OFF GAS SYSTEM (1) 3.3

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2.3 Forcing Vaporiser 3. INSTRUCTIONS (12) Ensure both compressors discharge valves VG903 and VG906 are OPEN.
2.3.1 The forcing vaporiser, located in the Cargo Machinery Room, is provided to vaporise (13) Start required compressor as follows:
LNG supplied from the cargo spray system. The forcing vaporiser provides fuel gas in
excess of that generated during normal operations. (a) Normal Mode:
2.3.2 The unit is a stainless steel, horizontal shell-and-tube, direct steam heated At the Cargo Group Starter Board:
type having the following design capacities:
(i) Turn main supply switch ON
LNG evaporation rate: 2700kg/h
LNG inlet temperature: -163°C (ii) Turn selector switch within control to NORMAL
LNG inlet pressure: 290kPa
Gas outlet temperature: -40°C (iii) Check ABNORMAL indicator lamp on the panel is OFF
Gas outlet pressure: 103 to 147kPa START Auxiliary LO pump and check STANDBY light is
on.
2.3.3 Heating steam is supplied from the 1.0 MPa steam system, see 3.8.2 Reduced
Pressure Steam Ranges. This pressure is reduced by a pressure regulating valve to Then:
0.3 MPa. Steam inlet temperature to the forcing vaporiser is 175°C.
(iv) Remote starting is by START signal from IAS. Speed is
2.3.4 Condensate drains flow to a drain collector fitted with a temperature probe and automatically controlled by analogue signal. Manual start
level switch. The level switch, activated by a build-up of condensate in the pot, will is by pressing START pushbutton at either IAS panel,
close both control valves and stop the flow of LNG to the vaporiser. Condensate cargo switchboard panel or local panel. Speed control is
passes the drain pot via the water-cooled drain cooler for gas heater, (see Cargo automatic by signal from the IAS.
Manual A4.7 Auxiliary Central Cooling System CCS)), to the gas vent drain tank and
then to the atmospheric drain tank in the Engine Room. NOTE:
3.1 LD Compressors
IAS tag No. VUR1 goes to MANUAL when compressor is stopped
2.3.5 A pneumatically operated pressure controller regulates the supply of LNG to the and must be put to AUTO after starting.
inlet of the to maintain the pressure of the cargo vapour system at a predetermined (1) Ensure LO temperature is ABOVE 25°C. If below, the LO pump to circulate
value. the oil. If necessary, open steam heating to sump. The steam heating coil
drains return to the bilge only. (b) Emergency mode, for motor speed change only:

2.3.6 A pneumatically operated temperature control valve admits liquid to a spray in the (i) Turn main supply switch ON.
outlet of the vaporiser, to maintain the outlet temperature at the set point of -40°C. (2) Ensure availability of cooling water from the Auxiliary CCS.
(3) OPEN compressor LO cooler cooling water valves, and for both (ii) Turn Normal/Emergency selector switch to EMERGENCY.
2.3.7 Vaporiser gas flow is controlled by the Flow Request signal, generated by the
difference between boiler gas flow (from the gas flow controller in the Automatic compressors.
(iii) Check ABNORMAL indicator lamp on the panel is OFF.
Combustion Control System (ACCS)) and available gas flow (from the cargo tank START Auxiliary LO pump and check STANDBY light is
pressure control system). When in service, the forcing vaporiser has a minimum flow (4) Ensure auxiliary LO pump is running.
on.
throughout of 540kg/h. This can result in an undesirable situation where, with the
ship’s speed of between 16.6 and 17.5 knots, the possibility exists of steam dumping (5) Ensure control air is being supplied to all pneumatic controllers.
(iv) Remote starting is by START signal from the IAS.
whilst force vaporising. The ship should be operated to avoid this situation. Automatic speed control by signal from IAS is not
(6) Ensure bulkhead seal tank is filled with clean oil to the correct level.
SR/SE/SM - Ensure air and nitrogen are being supplied to the bulkhead available. Speed can be manually adjusted between 50%
2.3.8 A mist separator is fitted to the gas outlet of the vaporiser to prevent carry-over of and 100% rated speed on the speed controller within
any LNG droplets to the LD compressors. Separated liquid is led back to the seals.
the control panel. Manual start is by pressing START
vaporiser gas outlet line. pushbutton at either of the panels. The motor will run
(7) Check bulkhead seal bearing lubricators are fully charged (if fitted) or
alternatively grease bearing on start up. up to full speed immediately. Speed control is manually
2.4 Engine Room Equipment adjusted on the speed controller.
SR/SE/SM - Ensure that air pressure at that bulkhead seal is at 8kPa.
2.4.1 Single wall pipework conducts the fuel gas along the deck to the Engine Room (14) Stop compressor as follows:
bulkhead. From here to the boilers, the pipe enters a duct along which air is (8) Ensure nitrogen at a pressure of 0.12MPa is supplied to compressor drive shaft
constantly being drawn from the Engine Room by one of two vent duct exhaust fans. seal to give a seal pressure of 30kPa.
(a) Remote stopping is by STOP signal from IAS.
The fans exhaust to atmosphere at the cargo area.
(9) Prepare gas heater for operation, see paragraph 3.2.
(b) Manual stopping is by pressing STOP on either of the and turning
2.4.2 Gas detecting units fitted in the duct constantly monitor for methane, see Cargo Ready to selector switch to OFF.
Manual A5.11 Fixed Gas Detection Systems. At a gas concentration of 30% of the (10) Ensure BOG vapour supply is available to compressors.
lower explosion limit (LEL), a visual and audible alarm will be actuated in the CACC, (15) Each LD compressor stop due to the following:
with indication in the Wheelhouse and Fire Control Centre (FCC). At 60% LEL, a (11) OPEN both compressors remote-operated suction valves VG901 and
gas trip will be initiated causing the gas master valve to CLOSE and the running LD VG04 from the IAS, using Display C-10.
(a) Signal from Emergency Shut Down System (ESDS).
compressor to STOP.
(b) Interlock on gas detector detecting flammable gas.
2.4.3 The vent duct exhaust fans are controlled and monitored from Machinery Displays
C-07 and C-34. The fans are arranged for auto-changeover, however, loss of both (c) Stop signal caused by both Motor Room supply fans stopping
fans will initiate a gas trip situation.
NOTE:
LD compressors cannot be used on No. 2 BOG heater when HD compressors are
running.
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3.2 Gas Heaters 3.3 Forcing Vaporiser 4. ALARMS
(1) At the local control board, select the operation required, either WARM-UP (1) Ensure control air is supplied to controllers.
or BOIL-OFF, and position Auto/Man selector to MAN to warm through the
heater. (2) Ensure that the Auxiliary CCS is in use and that cooling water is circulating Equipment Function Set Point Trip
in the drain cooler for gas heaters. Alarm
(2) Ensure that the gas detection system is functioning on the gas vent LD Compressor Discharge gas temperature high 80°C 100°C
drain tank (Cargo Alarm Display A-18) and that the gas detection sampling (3) Ensure gas detection system is functioning on gas vent drain tank (Cargo
valve is OPEN on gas vent drain tank. Alarm Display A-18) and that the gas detection sampling valve is OPEN on Rotor excess vibration 31μm 48μm
gas vent drain tank. Compressor seal nitrogen pressure low 15kPa 10kPa
(3) Ensure that the Auxiliary Central Cooling System is in use and that
cooling water is circulating in the drain cooler for gas heaters. (4) OPEN vaporiser condensate drain, steam trap isolating valves and bypass Rotor axial position abnormal 0.15± ±0.2
valve.
Motor bearing temperature high 85°C -
(4) Manually OPEN drain cooler outlet valve VPD812.
(5) OPEN vaporiser steam inlet valve VPB810. LO inlet temperature high 60°C 65°C
(5) Manually OPEN drain cooler inlet valve VPD811.
LO inlet temperature low 25°C -
(6) Using 0.3 MPa reducer bypass valve, WARM THROUGH reducing system,
(6) Manually OPEN gas heater drains collector steam trap isolating forcing vaporiser and drain line. LO inlet pressure low 120 kPa 90kPa
valves VPD803 (VPD804).
LO filter differential pressure high 80kPa -
(7) On completion of warming through, CLOSE steam trap bypass valve,
(7) Manually OPEN heater steam side vent valve. OPEN 0.3 MPa reducer isolating valves VPB801 and VPB803, CLOSE Bulkhead seal oil tank level low 200mm -
reducer bypass valve.
(8) Manually CRACK OPEN heater steam supply valve VPB812 (VPB813). LO sump tank temperature high 70°C -
When all air has been expelled from the heater, CLOSE the vent valve. (8) Call up Cargo Display C-13 and check that temperature control setting is
230mm
correct. OPEN valve VG919 using cursor, State Change key and Enter key. LO sump tank level low -
from top
(9) Manually OPEN heater steam supply valve VPB812 (VPB813).
(9) Direct flow of LNG to forcing vaporiser using spray pump, see Cargo (SR/SE/SM) Bulkhead seal press low 5kPa 3kPa
(10) Check that gas heater outlet manual valves VG914 (VG916) are OPEN, Manual A3.2 IAS Control Operations.
with indication on Cargo Display C-05 or C-12. Bearing LO temperature high 60°C 105°C
(11) Check that gas heater inlet remote-operated valves VG913 (VG915) 3.4 Engine Room Equipment Bulkhead seal oil tank temperature high 130°C -
are OPEN and that manual crossover valve VG920 is OPEN. Confirm on
Display C-05. (1) START one vent duct exhaust fan, using Machinery Display C-34. (SR/SE/SM) Bulkhead seal temperature
80°C 85°C
high
(12) From the local control board manual loader, adjust the flow of vapour to (2) Ensure gas detection system is functioning on vent duct (Cargo Display Gas Heater Gas outlet temperature high
the heater until stable conditions are achieved, then position the Auto/Man 90°C -
Alarm Display A-18).
selector switch to AUTO and transfer control to the IAS. Gas outlet temperature low 10°C -
(13) Continue to monitor the heaters from the CACC, using Display C-05. Drain collector level high 195mm -
Any adjustment to the temperature set point can be made on Display C-12.
Forcing
Gas outlet temperature high
Vaporiser 80°C -
Gas outlet temperature low
-70°C -
Heating steam pressure low
200kPa -
Gas vent drain tank level high
650mm -
Gas vent drain tank level low
200mm -
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3.4 DISTILLED AND FRESH WATER PRODUCTION
MA-PO103

1. GENERAL (1) Clean brine pump mechanical seal water filter. 2.2 Shutting Down Evaporator Plant
1.1 Two identical distilling units are provided. Each unit is of the two-stage flash type (2) OPEN brine pump outlet valve (VPH114 or VPH116) and ensure feed Disable the alarms for sea water supply pressure low, and drain salinometer. The
capable of producing 45 tonnes of distillate per day, for use as boiler make-up, water valve is open 1 turn. drain dump will still operate.
general service and domestic fresh water. The distilling plants can be monitored on
Machinery Display C-39. (3) Select salt water supply pump, OPEN required suction valve (VPH131 (1) CLOSE feed heater vent valve to 1st stage chamber.
or VPH133) and discharge valve (VPH135 or VPH137). Start the salt
1.2 Sea water is supplied from the Distilling Plant sea water pumps, see, 5.3.1 Salt water supply pump. (2) OPEN the condensate drain valves (VPD76 or VPD77 and VPD85 or
Water System. This is fed through the distilling plants condenser tube nests, air VPD86) to the bilge.
ejector condenser and feed water heater. The sea water is heated by steam from (4) Start brine pump. Check sea water inlet valve opens. Using regulating
the 0.26 MPa range (see 3.8.2 Reduced Pressure Steam Ranges) to a temperature valve, set brine pump discharge at 0.1 to 0.15 MPa. (3) CLOSE the condensate drain valves VPD83 or VPD84 and VPD74 or
of 75°C. The heating steam is further desuperheated by a water spray fed from VPD75) to the ADT.
the main condensate pump discharge, see 3.6 Condensate System. The hot (5) Make sure the feed heater condensate drain valve (VPD76 or VPD77) and
feed water is fed into spray pipes located on the floor of the evaporator first stage the ejector drain valve (VPD85 or VPD86) are open to the bilge. SHUT (4) Reduce the feed heater temperature controller to 30°C.
flash chamber. As this chamber is under vacuum, some of the sea water flashes drain valves (VPD83, VPD74, VPD75) to the ADT.
off. The resulting steam vapours are drawn up and passed through separators to the (5) SHUT the desuperheater spray water valve (VPF162 or VPF163).
first stage condensing area, where they condense to fresh water distillate. The (6) FULLY OPEN the feed heater vent valve to 1st stage.
remaining sea water feed that did not flash off in the first stage flows to a (6) CLOSE-IN the feed water supply valve to maintain a level and cool
higher vacuum, lower temperature, second stage flash chamber, where the process (7) OPEN the equalising valve between the 1st and 2nd stage. the chambers.
is repeated.
(8) OPEN 1.0 MPa steam valve (VPG206 or VPB207) to the air ejectors. (7) Turn OFF the distillate salinity alarm.
1.3 The distillate products of the two stages are pumped by the distilled water pump,
via a volumetric flowmeter to storage in distilled or fresh water tanks. (9) Drain the line before the 0.26 MPa stop valve. OPEN drain valve (VPB204 (8) Turn OFF the distillate pump. SHUT the distillate valve (VPG156 or
or VPB205) at outlet of steam control valve. Using the temperature VPG157), the distillate pump discharge valves and the respective fresh
1.4 The remaining brine, which does not flash off in the second stage shell, is pumped controller, OPEN the 0.26 MPa steam control valve and line of all water or drinking water tank supply valves (VPG192, VPG193, VPG194
directly overboard by the brine pump. condensate, then SHUT drain valve (VPB204 or VPB205) after the or VPG195).
control valve. CLOSE the control valve and FULLY OPEN the steam
1.5 The sea water feed inlet temperature to the distilling plant is automatically controlled stop valve (VPB202 or VPB203). (9) Allow evaporator to cool for 15 to 20 minutes.
by an air-operated temperature regulating valve, situated in the steam supply to
the feed water heater. The valve receives a pneumatic signal from a temperature (10) When the vacuum is about 80%, start opening heater steam control (10) CLOSE the air ejector steam valve (VPB206 or VPB207). Watch the
transmitter on the feed water outlet from the feed heater, which continually modulates valve (slowly and watch the vacuum). CLOSE the feed heater vent valve. levels in the chambers.
the valve to maintain the feed water temperature at the inlet to the first stage flash
chamber at 75°C. (11) FULLY OPEN the desuperheat spray water valve (VPF162 or VPF163) (11) Disconnect the salinometer probes.
to the feed heater (orifice plate control).
1.6 The air ejectors, which draw the initial vacuum in the shells, are driven by (12) Stop the chemical dosing pump. Shut down the chemical dosing system.
desuperheated steam from the 1.0 MPa steam range (see 3.8.2 Reduced (12) OPEN feed valve to maintain water level in the 1st chamber.
Pressure Steam Ranges) reduced in pressure through an orifice plate to 0.98 MPa. (13) Stop the salt water supply pump and CLOSE the suction valve (VPH131
Exhaust from the air ejectors is condensed in the air ejector steam condenser. (13) Allow condensate to drain to bilge (approx. 15 mins) to ensure that salinity or VPH133) and the discharge valve (VPH135 or VPH137).
The condensate is led to the main condenser or atmospheric drain tank as required. is low. Plug in the salinity probes and check the salinity readings on the
IAS screen. OPEN the drain valves (VPD83 or VPD84 and VPD74 or (14) FULLY CLOSE the water supply valve.
1.7 A salinity indicating system is provided for each distilling unit. This controls the VPD75) to the ADT and CLOSE the drains opened in step (5).
distribution of distillate to either the storage tanks or back to the distilling plant. A (15) Stop the brine pump when the chambers are empty. Confirm that the sea
salinity cell monitors the purity of the distillate. Should the salinity exceed 5 ppm, the (14) When level appears in distillate gauge glass, OPEN the distillate water water inlet valve has closed. CLOSE the outlet valve (VPH114 or VPH116).
cell will cause a solenoid valve to open and route the distillate to the second stage outlet valve (VPG156 or VPG157) and the distillate pump discharge
flash chamber. valves, and pump the distillate via the flow meter to the required fresh (16) CLOSE the equalising valve between the 1st and 2nd stage.
water tank.
1.8 To reduce scale formation, a chemical injection tank and electric metering pump (17) CLOSE the steam stop valve (VPB202 or VPB203).
are provided. A scale inhibiting chemical solution is continuously fed into the feed (15) With alarm cut on, switch on the distillate salinity meter.
sea water inlet to the plant. The chemical should be used in accordance with
manufacturer’s instructions. (16) Start distillate pump. Regulate discharge pressure to about 0.2 MPa (Continued overleaf)
and maintain a level in the gauge glass.
1.9 Scale deposits which build up within the sea water circuits are removed by a
chemical cleaning system. Connections are provided on the sea water lines for (17) Adjust the feed water heater temperature control to give 75°C at the inlet
attaching acid-resistant hoses. These are connected to a portable chemical to the 1st stage chamber.
circulating pump. The pump can then circulate a chemical cleaning solution around
the system from a chemical cleaning tank. For full details of chemical cleaning (18) Switch on salinity meter alarm.
procedures refer to manufacturer’s handbook.
(19) Check chemical dosing tank level (fill drum) and switch on dosing
2. INSTRUCTIONS pump (about 28 litres/min on the flow meter is 40 tonnes/day of distillate).
2.1 Starting Fresh Water Evaporator
Ensure that the salinity alarms are disabled and line up the evaporator filling to one of
the fresh water tanks.
Open for: Port - FW (VPG192) Stbd - FW (VPG193)

Port - DW (VPG194) Stbd - DW (VPG195)
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DISTILLED AND FRESH WATER PRODUCTION (1) 3.4

ISSUE 4 - JULY 2007

NOTES:
(a) Run the evaporate for six months. Out of service evaporator to be
drained to preserve the anodes.
(a) Monitoring of distilling plant alarms is on Alarm Display A-25.
(b) To prevent excessive scale formation in the distilling plants the following
must be observed:
(i) Feed water inlet temperature is not to exceed 80°C.
(ii) The feed water temperature rise across the feed heater must not
exceed 18°C.
(iii) Water levels in the first and second stages must never be above
the observation windows.
(iv) The rated capacity of the plant is not to be exceeded.
(c) Avoid operation of distilling plants in polluted waters. Any distillate

produced from polluted sea water should only be used for boiler feed as
it may contain harmful bacteria.
(d) Embarked domestic fresh water from shore is passed through a

chlorine and inhibitor injector prior to storage.
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DISTILLED AND FRESH WATER PRODUCTION (2) 3.4

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3.5 BOILER FEED WATER SYSTEM


1. GENERAL 1.10 In the event of a feed water regulating valve malfunction, the affected boiler may 2.1 Operation of Main Feed Pump
be fed through a manually operated feed check valve. This is fitted in the auxiliary
1.1 The Boiler Feed Water System comprises two main feed pumps, one auxiliary feed water line which bypasses the feed water regulating valve. The economiser can 2.1.2 Under normal operating conditions, the main feed pumps are started remotely.
feed pump, one deaerator feed heater, two chemical dosing systems and all also be bypassed. For automatic start-up, the switches in the Motor Room miscellaneous panel must be
necessary piping to provide feed water to the two main boilers from the deaerator or in the AUTO position. The pumps can also be started and stopped from this position.
distilled water tanks. 1.11 Each feed pump is provided with a recirculation line to the deaerator. Recirculation To allow for safe remote and automatic start-up, the following are provided:
is necessary to prevent overheating of the pumps during low feeding conditions.
1.2 The main feed pumps are steam turbine-driven type Coffin DEB-16 having a Recirculation is controlled automatically and is linked to the telegraph position. In the (a) A steam trap is fitted to the main steam inlet. This will keep the steam
capacity of 110m³/h at 848m total head. Each pump is driven by superheated steam at MANOEUVRING mode or when the telegraph lever is moved from the FULL AHEAD line drained of any water.
510°C supplied from the HP steam system; see 3.8.1. High Pressure Steam System. or FULL ASTERN positions, the recirculating valves are opened. The throughput of
Exhaust from the turbines is led to the 0.26 MPa steam range; see 3.8.2 Reduced the recirculating orifice is approximately 11m³/h. (b) Motorised steam supply valves are fitted before the control valves. The
Pressure Steam Ranges. Cooling water for the oil cooler is from the central cooling motorised valves are normally closed when the pump is stopped.
system. Monitoring of the main feed pumps is on Machinery Display C-14. 1.12 Two electric motor-driven auxiliary LO pumps are provided, one for each main feed
pump. The LO pump provides relay oil only to the feed pump balanced governor (c) A small bore bypass pipe is fitted around the turbine exhaust valve to keep
1.3 The auxiliary feed pump is a 210kW electric motor-driven type Shinko DK80-10MHC steam valve. The LO pump does not supply any oil to feed pump bearings. The the warmed through and the casing drained.
and has a capacity of 55m³/h with a discharge pressure of 8.3 MPa. The auxiliary auxiliary LO pump will start automatically on receipt of a feed pump ‘Start’ request.
feed pump can supply feed water to the boilers via both auxiliary or main feed lines. A pressure switch will stop the auxiliary LO pump when the turbo pump LO pump (d) Non-return valves VPC022/023 are fitted in the exhaust steam range. These
Cooling water from the central cooling system is supplied to the pump for use when the pressure reaches 0.28 MPa. Should the feed pump main LO pressure of 0.28 MPa allow exhaust isolating valves VPC011/012 to remain open without
feed temperature exceeds 90°C. Feed water from the main feed pumps’ discharges is not be achieved, then a timing switch will stop the auxiliary LO pump after 60 seconds. causing overheating of the turbine bearings and possible breakdown of
led via an orifice plate to the auxiliary feed pump for pump warming; the approximate This will ensure shutdown of the feed pump. the LO.
flowrate through the orifice is 1m³/h. The auxiliary feed pump can be started either
locally or remotely from Machinery Displays C-34 and GRP 142. 1.13 Failure of the running feed pump will be sensed by a differential pressure switch (e) Automatic control of feed pump recirculating valve VPF024.
positioned across the boiler feed water regulating valve. An ‘Auto Start’ request to
1.4 The deaerator feed heater is of the spray type having a capacity of up to 71.38 the standby main feed pump will be initiated. The auxiliary LO pump will start and the 2.1.2 The following valves should be OPEN to allow remote and automatic start-up of
tonnes of feed water per hour. Feed water supply from the condensate pump (see following interlocks will be satisfied before the pump will start: the main feed pumps:
3.6 Condensate System) enters the vent condenser; any air present is vented to
atmosphere. The feed water is then sprayed into the steam chamber where it is - Trip reset Valve Title No. 1 Pump No. 2 Pump
mixed with steam from the 0.26 MPa range (see 3.8.2 Reduced Steam Ranges), and - Pump suction valve open Steam Inlet (Motorised Valve) VPA021 VPA022
heated to 148°C. A level control system maintains a set working water level in the - Exhaust steam valve open Steam Exhaust VPA011 VPA012
deaerator. Excess water is led back to the distilled water tanks via spill valve VPF132. - Pump stopped Feed Water VPF002 VPF003
Low water level make-up is through make-up valve VPF136 via valve VPF139 to the Feed Water Discharge VPF011 VPF013
atmospheric drain tank, drain pump and atmospheric drain tank level control valve Automatic start of a standby feed pump should be accomplished within 40 seconds of Feed Water Recirculating VPF021 VPF022
VPF179, or via valve VPF140 to main condenser. High and low water level alarms failure of the running pump. LO Cooler, Cooling Water VPG083 VPG085
are provided. The deaerator is monitored on Machinery Display C-15. LO Cooler, Cooling Water Outlet VPG084 VPG086
1.14 The five HP steam external desuperheaters are supplied from either the main or Cooling Water Valves for Seals Additional Additional
1.5 Chemical treatment of the feed water is provided initially from a chemical metering the auxiliary feed pump discharge lines.
pump and tank. The pump injects hydrazine into the suction lines of the feed pumps It is recommended that the turbine nozzle hand valve be OPENED at all times. This
to deoxidise the feed water. A further system is provided for the injection of boiler will permit operation at any capacity within the capability of the pump.
compound into the feed water. Two separate methods are provided; one comprises 2. INSTRUCTIONS
an injection pump and tank, the other a compound vessel using feed pump discharge 2.1.3 The following safety devices are fitted for each pump:
pressure as the injecting force. Water for mixing of chemicals and boiler compound is
distilled water from the main condensate pumps; see 3.6 Condensate System. Title Set Point
Sentinel Valve 35kpa
1.6 Control of the amount of feed water to the boilers is provided by main feed water Pump Gland Relief Valve 77kpa
regulating valves VFW102/202. The feed regulating valve of each boiler maintains a Back-pressure Trip 42kPa
water level in the steam drum under varying load conditions. The level can be selected Overspeed Trip 8800 rev/min
to be either variable or fixed. This is achieved using a control system to monitor steam
flow from the boiler, feed water flow into the boiler and steam drum water level. 2.1.4 Overspeed, high LO temperature, low LO pressure and high deaerator pressure
alarms are provided.
1.7 Control of the feed pumps is from the feed water pump controller located on the
CACC console. A local control panel is also provided for either manual or automatic CAUTION
control. Valves and pipelines upstream of valve VPF025 are not rated at system working
pressure. This valve is locked open.
1.8 Differential pressure across the feed water regulating valve actuates the feed pump
main governor steam valve. This is via a ‘Low Signal’ selector and programmable
controller. Output from the controller is led to a current-to-pressure (I/P) convertor.
From the I/P convertor a pneumatic signal is sent via an auto/manual loader to the
governor steam valve positioner. (Continued overleaf)
1.9 Main feed pump discharge pressure is controlled at a constant value by a

pressure controller. Output from the controller acts on the valve positioner of the
balanced governor steam valve.
BOILER FEED WATER SYSTEM (1) 3.5

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SM
3.5 BOILER FEED WATER SYSTEM MA - PF 102

2.2 Operation of Auxiliary Feed Pump (4) OPEN condensate supply valve to deaerator VPF120; see 3.6 Condensate 4.4 A boiler compound injection vessel is fitted in some ships as an alternative method
System. of adding boiler compound to the boilers. The compound should first be mixed in a
2.2.1 For cold start conditions: separate mixing container. The compound injection vessel should be operated as
(5) When water level enters the centre water level gauge glass, OPEN steam follows:
(1) OPEN suction valve on required distilled water tank. supply valve VPB201; see 3.8.2 Reduced Pressure Steam Ranges.
(1) Ensure that injection vessel isolating valves VPF57 and VPF58 are
(2) OPEN valve VPF141. This valve is normally in the CLOSED position. (6) Ensure water level remains steady at approximately two-thirds of a glass CLOSED.
See 3.6 Condensate System. in the centre gauge glass.
(2) OPEN drain valve VPF56, ensure the vessel is empty.
(3) OPEN auxiliary feed pump suction valve VPF146. (7) High and low water level alarms are activated at 350mm above and
300mm below normal working level respectively. (3) CLOSE drain valve VPF56.
(4) OPEN feed pump recirculation valve VPF023.
(4) OPEN filling valve VPF59.
NOTE: 4. OPERATION OF CHEMICAL DOSING SYSTEMS
VPF025 must be OPEN (normally locked open). (5) Add previously mixed compound solution.
4.1 The chemical metering pump output can be adjusted to deliver up to 3.5 litres of
(5) OPEN auxiliary feed pump discharge valve to auxiliary feed line, VPF016. hydrazine solution. Pump output rate is achieved by manually adjusting the pump (6) CLOSE filling valve VPF59.
piston stroke. This can be carried out while the pump is running or stopped. The
(6) Start pump from local position and fill boiler to required level via auxiliary feed chemical supplier’s instructions should be followed regarding preparation of the (7) OPEN feed pump discharge to compound injection vessel.
check valve. hydrazine solution.
(8) SLOWLY OPEN discharge from compound injection vessel to boilers.
2.2.2 For operation with a steaming boiler: 4.2 The pump is started locally. Pump running is monitored on Machinery Display C-14.
A pump motor trip alarm is provided. Tank level switches will stop the chemical (9) After approximately 20 minutes, CLOSE valves VPF57 and VPF58.
(1) OPEN four cooling water valves on the aft end of the pump. metering pump at low tank level.
(10) OPEN drain valve empty VPF56, compound injection vessel, CLOSE
(2) OPEN pump suction valve from deaerator VPF004. NOTE: drain valve.
If BOG steam dumping is being carried out, hydrazine dosing rate be increased
(3) OPEN recirculating valve VPF023. accordingly. CAUTION
RUBBER GLOVES AND GOGGLES ARE TO BE WORN WHEN HANDLING
(4) OPEN valve VPF019 and warm through auxiliary feed pump through WARNING BOILER COMPOUND.
the warming orifice. HYDRAZINE IS STRONGLY ALKALINE AND VOLATILE. CONTACT MAY CAUSE
EYE INJURY AND SKIN IRRITATION. INGESTION, ABSORPTION THROUGH
(5) OPEN auxiliary feed pump discharge valve to main feed line, VPF015. THE SKIN AND INHALATION OF THE VAPOUR MAY BE HARMFUL. AVOID
CONTACT WITH EYES, SKIN OR CLOTHING. AVOID INHALING THE VAPOUR.
(6) Start pump. WEAR RUBBER GLOVES AND GOGGLES AND ENSURE AMPLE VENTILATION
AT POINT OF USE. DO NOT TAKE INTERNALLY.
(7) There is no control link between the auxiliary feed pump and the boiler.
Careful monitoring must be exercised when operating in this manner. IN THE EVENT OF CONTACT, REMOVE CONTAMINATED CLOTHING
IMMEDIATELY AND WASH BEFORE RE-USE. WASH IMMEDIATELY WITH
NOTE: PLENTY OF WATER. IF EYES ARE AFFECTED, WASH COPIOUSLY WITH
Feed water regulating valves control the level when using manual feed line. FRESH WATER FOR AT LEAST 15 MINUTES AND OBTAIN MEDICAL AID. IF
SWALLOWED, DO NOT INDUCE VOMITING, RINSE MOUTH, GIVE PLENTY OF
(8) If maximum output from the auxiliary feed pump is required, the WATER TO DRINK AND OBTAIN MEDICAL ADVICE WITHOUT DELAY. N.B. DO
recirculating valve may be closed. The throughput of the recirculating NOT GIVE AN UNCONSCIOUS PERSON ANYTHING TO DRINK.
orifice is approximately 11m³/h.
IF SPILLAGE OCCURS IT SHOULD BE FLUSHED WITH WATER; PROVIDE
2.2.3 Abnormal stop (no voltage) and low insulation are provided. MAXIMUM VENTILATION AND WEAR PROTECTIVE CLOTHING. IF RAGS OR
ABSORBENT MATERIAL ARE CONTAMINATED THEY SHOULD BE WASHED,
2.2.4 LOW INSULATION indicator lamp and thermal and thermistor Reset buttons are INCINERATED OR HOSED AWAY WITHOUT DELAY, TO AVOID OF
provided on the group starter panel. SPONTANEOUS COMBUSTION. AS IT HAS NO OPEN-CUP FLASH POINT,
THE PRODUCT ITSELF PRESENTS NO FIRE HAZARDS.
3. OPERATION OF DEAERATOR
4.3 The boiler injection pump, (not fitted on SW), can be regulated to deliver up to 17
(1) Ensure discharge valves from main condensate pumps to deaerator are litres of boiler compound solution. Pump output rate is achieved by manually
OPEN; see 3.6 Condensate System. adjusting the pump piston stroke while the pump is running. The rate of flow of
the compound solution required is dependent on boiler output at the time. Boiler
(2) Ensure spill valve, make-up valve and atmospheric drain tank level control compound should be mixed in the boiler compound tank in accordance with the
valve isolating valves are OPEN. manufacturer’s instructions. The pump is started from local. Pump motor running is
monitored on Machinery Display C-14. A pump motor trip alarm is provided. Tank level
(3) Ensure control air is available to level control system; see 5.1 Compressed switches will stop the pump at low tank level.
Air Systems.
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BOILER FEED WATER SYSTEM (2) 3.5

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3.6 CONDENSATE SYSTEM MA-PH 102
MA-PF 103

1. GENERAL 2.8 The atmospheric drain tank has a high level float switch which starts the standby (g) Distilled water supply for both boiler compound and chemical metering
drain pump, and a level control valve which keeps the level of the tank within preset mixing tanks.
1.1 The Condensate System provides the means of collecting all the condensate limits.
produced by the condensers and steam drains system, heating it, extracting (h) Auxiliary feed water pump suction through valve VPF146. Ensure ion
non-condensable gases and pumping the resulting pure heated water for boiler feed 2.9 Make-up to the condensate system is taken from the distilled water tank No. 1 or exchange unit bypass valve VPF141 is OPEN before running this pump and
to the deaerator storage tank. No. 2 through make-up control valve VPF136 to the atmospheric drain tank or the that distilled water tank valve VPF142 or VPF143 is OPEN.
main condenser. Excess condensate is returned to the distilled water tanks through
1.2 Control and monitoring of the Condensate System is via the IAS using the spill valve VPF132. (i) The turbo feed pump shaft packing have been replaced with
following displays: mechanical seals, with the cooling/flush water being supplied from the
2.10 The spill and make-up valves are used to regulate the level within the Condensate System and an alternative supply for the mechanical seals
(a) Machinery Displays: deaerator. (Nominal storage capacity is 15 tonnes.) When the level reaches a preset being taken from the drain pump Condensate System.
height, a control signal actuates spill valve VPF132 and dumps excess condensate
C-03 Main Turbine Auto Power Reduce to the distilled water tank. Spill valve VPF132 may be isolated and the spill controlled (Continued overleaf)
C-05 Condenser manually by regulating bypass valve VPF134.
C-15 LP Feed System
C-25 Minor Alarm 1 2.11 When the level in the deaerator drops to a preset level, a control signal
C-29 Main Turbine Condition actuates make-up valve VPF136, allowing sufficient water to drain from the
C-35 Motor Condition - Cooling Auxiliary 1 distilled water tanks via the ion exchanger to the atmospheric drain tank, to make up
C-38 Atmospheric Drain Tank for the lost water. The drain pump then pumps this water into the condensate main.
G-051 Main Condenser Control Make-up valve VPF136 may be isolated and the make-up controlled manually by
G-053 Main Condenser Vacuum regulating bypass valve VPF138. Alternatively, the make-up can be led direct to the main
G-151 Deaerator Level Indication Control condenser. Bypass valve VPF141 opens on deaerator low level +50mm and closes
G-152 LP Feed Condition at +100mm.
G-206 Drain Control
G-207 Drain Condition 2.12 An Ion Exchange Unit is provided to remove dissolved impurities from the water
G-211 Fresh Water/Distilled Water being fed from the distilled water tanks and, after treatment, discharge it to the
Condensate System for use in the ship’s boilers. Two ion exchange columns are
(b) Alarm Displays: provided, one being in use and the other as standby. Untreated water from the
distilled water tank is passed through a bed of mixed Cation and Anion resins. In
A-05 Condenser passing through these resins, metallic elements and acids are absorbed and
A-15 LP Feed System replaced with hydrogen and hydroxide ions which, when combined, form pure water.
A-25 Minor Alarm Group 1 Treated water is then passed to the Condensate System through valve VPF145.
The Ion Exchange Unit will treat distilled water with a salinity ≤1.5 ppm and
produce water with a CO² content ≤10 ppm, conductivity ≤2.0μs/cm at 25°C.
2. DESCRIPTION The resins are renewed when exhausted.
2.1 Two electric motor-driven, vertical, centrifugal main condensate pumps, each CAUTION
having a capacity of 80m³/h at 90m head, serve the main condenser. Normally one EXTREME CARE IS TO BE TAKEN DURING THE HANDLING AND STORAGE OF
pump is operated while the other is standby on automatic cut-in. TREATMENT CHEMICALS.
2.2 Condensate is discharged from the running main condensate pump to the 2.13 A duplex, cloth filter type grease extractor is to remove any grease or oil
deaerator via a salinity monitor, main gland condenser and the first stage feed water suspended in the condensate being fed from the atmospheric drain tank to the
heater. deaerator.
2.3 The main condensate pumps are able to handle all the condensate produced in 2.14 The Condensate System also supplies the following:
the main condenser under all conditions.
(a) Distilling plants, heating steam desuperheaters, desuperheating sprays
2.4 The main condensate pumps are self-cavitating and as such maintain a through valves VPF162 or VPF163.
minimum level in the main condenser. In Manoeuvring mode, the main condenser
recirculating valve is opened to maintain a cooling water flow through the main gland (b) 0.26 MPa steam external desuperheater sprays through control valve
condenser. VPF185.
2.5 Condensate accumulating in the atmospheric drain tank is pumped, via a grease (c) Dump steam desuperheating sprays through valves VPF182 or VPF183.
extractor, salinity indicator and atmospheric drain tank level control valve, to the main
condensate line downstream of the first stage feed water heater. (d) Main condenser dump steam chamber sprays through valve VPF167
and control valve VPF168.
2.6 Two electric motor-driven drain pumps are provided, each having a capacity of
10³m/h at 70m head. One pump is in use with the other standby on automatic cut-in. (e) Main turbine astern steam inlet sprays.
2.7 A dump drain pump having a capacity of 75m³/h at 70m head is also provided. (f) Make-up sealing water for both main condenser vacuum pumps
This pump is manually started and used to pump excess condensate generated in the through valves VPF164 or VPF165.
atmospheric drain tank when steam is being dumped to the auxiliary condenser; see
3.8.3 Exhaust and Dump Steam Systems.
SA/SP/SR/SE/SM
CONDENSATE SYSTEM (1) 3.6

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SM
3.6 CONDENSATE SYSTEM MA-PH 102
MA-PF 103

3. INSTRUCTIONS (13) OPEN dump drain pump suction valve VPF171 and discharge valve 4. ALARMS
VPF174.
Function Set Point
(14) OPEN both drain pump’s suction valves VPF172 and VPF173, and Gland condenser high outlet temperature 55°C
discharge valves VPF175 and VPF176. Main condensate pump high salinity 4.2 ppm
Auxiliary condenser high salinity 4.2 ppm
(15) OPEN drain pumps’ discharge recirculating valve VPF196 to Drain pump outlet high salinity 4.2 ppm
atmospheric drain tank. Main condenser high level Bottom + 1050mm
Main condenser high-high level
(16) Prepare and START ion exchange unit (IEU), see paragraph 3.2. OPEN (Auto Power reduce) Bottom + 1250mm
discharge from IEU, valve VPF145. Ensure bypass valve VPF141 is SHUT Deaerator low level 350mm below normal
and air is being supplied to the solenoid-operated control valve. Deaerator high level 350mm above normal
Atmospheric drain tank high level 1750mm from bottom
(17) OPEN supply valves to remaining consumers as required. Check water Atmospheric drain tank low level 500mm from bottom
level in main condenser is at normal. Fill manually, if required, using Distilled water tanks high level 7.45m from bottom
make-up bypass valve VPF138. Distilled water tanks low level 1.5m from bottom
Main condensate pump low discharge
(18) START the selected main condensate pump manually in LOCAL. pressure changeover 294 kPa
When pump is running correctly, change pump to REMOTE control. Ensure
remaining pump is on standby in the automatic start condition in REMOTE.
Alternatively, switch both pumps to REMOTE and start from the IAS as
required. Check water level remains at normal value.
(19) START selected drain pump manually in LOCAL. When pump is

running correctly, revert changeover switch to REMOTE. Ensure pump on
3.1 Starting the System
standby is in REMOTE.
(1) Ensure that cooling sea water is provided to the main condenser; see
(20) Ensure dump drain pump is in REMOTE control.
3.11.2 Main and Auxiliary Salt Water System. Under normal circumstances,
the auxiliary condenser will not be in use and will be isolated.
3.2 Ion Exchange Unit
(2) OPEN both main condensate pumps’ suction valves VPF101 and
VPF102, discharge valves VPF111 and VPF112, pump vent valves VPF103
(1) Ensure electrical power supplies are available.
and VPF104, pump shaft gland sealing valves VPF113 and VPF114, and
pump suction valves’ gland sealing valves VPF105 and VPF106.
(2) Ensure compressed air is available.
(3) OPEN condensate inlet and outlet valves to the main gland condenser.
(3) Ensure manual drain valves are CLOSED.
Ensure bypass valve VPF119 is LOCKED CLOSED.
(4) Ensure distilled water flowmeters’ isolating valves are OPEN.
(4) OPEN inlet and outlet valves on the condensate main at the first stage
feed water heater.
(5) Ensure column manual bypass valves are CLOSED.
(5) OPEN condensate main to deaerator valve VPF120.
(6) Turn both columns’ Deionisation/Stop switches to DEIONISATION.
(6) OPEN main condenser recirculation valve isolating valves.
(7) Turn selected column Run/Stop switch to RUN; column will commence
deionisation.
(7) OPEN spill valve isolating valves VPF131 and VPF133.
(8) Turn second column Run/Stop switch to RUN; column will be in a
(8) OPEN make-up valve isolating valves VPF135 and VPF137.
standby condition.
(9) OPEN atmospheric drain tank level control valve isolating valves
(9) For both columns to deionise simultaneously, turn Both Flow On/Off
VPF178 and VPF180.
switch to ON.
(10) Ensure control air is available to main condenser recirculation control,
(10) If the purity of the treated water exceeds a preset value, the water will
spill, make-up and atmospheric drain tank level control valves; see 5.1
automatically be dumped overboard via the waste water line.
Compressed Air Systems.
(11) OPEN spill/make-up valves VPF142 or VPF143 on the selected distilled

water tank.
(12) OPEN atmospheric drain tank make-up valve VPF139.
ALL
CONDENSATE SYSTEM (2) 3.6
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SA/SP/SW/SR/SE/SM
3.7 DRAINS SYSTEM (1) - CLEAN DRAINS MA - PD 102

1. GENERAL 2.2 Contaminated Drains (Diagram (2) overleaf) and around the outside of the third chamber element. Any remaining oil will pass into the
inner space of the third chamber separating-element and rise to the reservoir at the
1.1 The Drain System is provided to collect steam and condensate from steam 2.2.1 Contaminated Drains are divided into two distinct parts – one section providing top of the third chamber. Clean water is then directed through the cleansed water
supply lines and steam-driven machinery. the facility for separation of potentially gas-contaminated condensate drains, the other outlet to the drain inspection tank. Separated oil present in any of the oil reservoirs
for separation of potentially oil-contaminated condensate drains. Once separation has will be observed in the oil indicating sight glasses. The oil can be discharged from the
1.2 The system is divided into two parts, Clean Drains and Contaminated Drains. taken place, each part is led to the atmospheric drain tank. de-oiler by opening the respective oil drain valve. Any air present in the unit is
discharged automatically through the vent valves fitted on each chamber. Should the
1.3 Control and monitoring of the Drains System through the IAS is via the following 2.2.2 Drains from the following equipment may be contaminated by cargo gas and are led separator elements become blocked, the de-oiler will require back-washing. This is done
displays: to the gas vent drain tank through the drain cooler for gas heater, see Cargo Manual when the differential pressure across the unit exceeds 0.1 MPa at maximum capacity.
A4.2.2 LNG Vaporiser:
(a) Machinery Displays: 2.2.7 An oil content monitor is provided to detect the presence of oil at the de-oiler
(a) Forcing vaporiser. cleansed water outlet. The monitor transmits an electrical signal to a
C-15 LP Feed System (b) LNG vaporiser . solenoid-operated valve. This directs control air to a piston-operated three-way valve
C-19 Engine Room Bilge (c) Gas heaters 1 and 2. VPD271 on the outlet from the drain inspection tank. The drains are then led to the
C-25 Minor Alarm 1 (d) Drains from steam lines within the Cargo Machinery Room. bilge holding tank through valve VPD270.
C-35 Motor Condition – Auxiliary 1
C-38 Atmosphere Drain Tank Any vapour or gas contained in the condensate is released within the gas vent drain 2.2.8 Should the duplex strainer at the de-oiler inlet become blocked, the second filter
G-151 Deaerator Level Indication Control tank, detected by a gas detector and then vented to atmosphere. The drain from the can be brought into use by operating the changeover cock. The first filter can then be
G-152 LP Feed Condition tank is led through a U-tube water seal to the atmosphere drain tank. removed and cleansed. Maximum differential pressure across the strainer should not
G-206 Drain Control exceed 30 kPa.
G-207 Drain Condition 2.2.3 Drains from the following may be contaminated by coming into contact with the oil
in the system served. The drains are led to the atmospheric drain tank via a drain 2.2.9 The drain inspection tank is divided into two sections, each section having a
(b) Cargo Displays: cooler, de-oiler and drain inspection tank: sight window. A drain from the upper part of each section is provided. A weir is fitted in
the second section. Water flows from the first section to the second through an access
C-12 BOG/Warm-up Heater (a) HFO side and settling tanks. at the bottom of the dividing partition. Any oil floating on the surface of the water will
C-13 LNG/Forcing Vaporiser (b) Boiler HFO heaters. overflow into the drains and weir.
C-18 Gas Detection (1) (c) LO purifiers heaters.
(d) Boiler atomising steam headers.
(c) Alarm Display: (e) Bilge separator. (Continued overleaf)
(f) Bilge primary and separated bilge oil tanks.
A-25 Minor Alarm Group 1 (g) LO renovating and purifying tanks.
(h) FO and LO sludge tanks.
(i) FO overflow, main turbine LO sump and sludge oil settling tanks.
2. DESCRIPTION Hot pressurised drains are collected and directed to the drain cooler where they
condense and flow to the de-oiler via a duplex strainer.
2.1 Clean Drains (Diagram (1) above)
2.2.4 The contents of the atmospheric drain tank are pumped out to the main feed
2.1.1 Clean Drains compromise small-bore drain lines within the machinery spaces system via filters, salinometer and level control valve by using either of the two drain
which are not subject to contamination; these drains are routed to the either the pumps or the dump drain pump. Starting of the standby drain pump is initiated by
atmospheric drain tank, or the clean drain tank or, via a flash chamber, to the main a high level float switch in the atmospheric drain tank. The dump drain pump is
condenser. started locally, from the Switchboard Room, or via the IAS. The level in the
atmospheric drain tank is regulated by the atmospheric drain tank level control valve,
2.1.2 Drains from the ahead stop valve, astern guarding valve, astern manoeuvring see 3.6 Condensate System.
valve, cascade and first bleed steam lines and first stage feed water heater, are lead
through orifice plates to the flash chamber and then to the main condenser. 2.2.5 Fresh water from the main central cooling system is provided as the cooling
medium for the drain cooler, see 5.3.2 Main Central Cooling System (CCS). Cooling
2.1.3 Gland vent drain lines from turbine-driven machinery are routed direct to the for the drain cooler for the gas heater is fresh water from the auxiliary central cooling,
gland condenser, then to the atmospheric drain tank through an anti-syphon U-tube. systme see Cargo Manual A4.7 Auxiliary Central Cooling System (AUX CCS).
2.1.4 Drains from the distilling plants drain-regulators are led to the main condenser 2.2.6 The de-oiler is of the 3-element coalescer type having a capacity of 4.6m³/h. The
flash chamber via valve VPD072. Distilling plant drains may be let to the body of the de-oiler is divided into three chambers each with a cylindrical
atmospheric drain tank through valve VPD073. separating-element. Water containing oil will enter through the oily water inlet. Large
oil droplets will rise in the space around the separating element in the first chamber.
2.1.5 Clean drains from the boilers and boiler safety valves are led to the clean drain The oil will collect in an oil reservoir at the top of the chamber. The remaining oil/water
tank, see 5.4 Bilge System. mixture will pass into the inner space of the separating-element. The oily water then
flows through a lower duct into the outer space surrounding the second chamber
2.1.6 The boilers’ steam air heaters drain either to the first stage feed water heater separating-element. The action of passing through the separating-element causes
through valve VPD049 or to the atmospheric drain tank through valve VPD050. the fine oil droplets to coalesce into larger ones. These larger droplets will rise in
the inner space of the first chamber element and around the outside of the second
2.1.7 Clean drains with steam traps from all other sources are routed direct to the chamber element. The separated oil will collect in the reservoirs at the top of each
atmospheric drain tank. chamber. Any remaining fine oil droplets will pass into the inner space of the second
chamber separating-element. The liquid is then directed through a lower duct into
the outer space surrounding the third chamber separating-element. The oil droplets,
having coalesced into larger globules, will rise inside the second chamber element
ALL
DRAINS SYSTEM (1) 3.7
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/ST/SL/SP/SW/SR/SM
3.7 DRAINS SYSTEM (2) - CONTAMINATED DRAINS MA - PD 103

3. INSTRUCTIONS (10) Excessive steam issuing from the atmospheric drain tank overflow will (11) OPEN air vent cocks, drain valves for inner space of elements and oily
indicate that one or more of the steam traps is not operating correctly. water inlet valve.
3.1 Clean Drains
(11) To establish which trap is leaking live steam, the temperature at the outlet (12) When clear water issues from them, CLOSE each drain valve.
of each trap should be checked with a ‘touch temperature instrument (or
similar) which should, by comparison, pinpoint any unit causing the problem. (13) OPEN cleansed water outlet valve (VPD 266).
The defective steam trap should be isolated and inspected, and adjusted in
accordance with the manufacturer’s instructions. (14) OPEN oily water inlet valve (VPD 265).
3.3 De-oiler (15) CLOSE oily water bypass valve.
3.3.1 Start-up of the de-oiler is as follows: (16) If pressure difference across the de-oiler is still excessive, repeat Steps
1-14 until differential pressure is below 0.1 MPa.
(1) Ensure oily water inlet valve (VPD265), cleansed water outlet valve
(VPD266) and back-washing steam inlet valve are CLOSED. NOTE:
The internal pressure of the de-oiler is not to exceed 0.4 MPa during back-washing
(2) OPEN oily water bypass valve (VPD264) and cleansed water bypass valve operations.
(VPD268). Discharge any sediment present to bilge.
(3) OPEN air vent cocks, oily water inlet valve (VPD265) and all drain and
oil drain valves. CLOSE oily water bypass valve (VPD264).
(4) When clean water issues from them CLOSE each drain and oil drain valve.
(5) Chemically test the purity of the condensate from the cleansed water
bypass. When the water has been proven clean, OPEN cleansed water
outlet valve (PD266) and CLOSE cleansed water bypass (VPD268).
(1) OPEN all steam trap isolating and bypass valves relevant to the machinery
being warmed through. (6) De-oiler is now in operation.
(2) OPEN all drain line isolating valves to the atmospheric drain tank, clean 3.3.2 Back-washing of the de-oiler is as follows:
drain tank and main condenser flash chamber.
(1) OPEN de-oiler oily water bypass valve (VPD264), CLOSE oily water
(3) After initial draining of steam lines, CLOSE the steam trap bypass valves. inlet valve (VPD265).
Steam trap isolating valves are normally left OPEN.
(2) CLOSE all oil indicating sight glass isolating valves and air vent cocks.
3.2 Contaminated Drains
(3) CLOSE cleansed water outlet valve (VPD266).
(1) Ensure cooling water is supplied to both drain cooler and drain cooler for
gas heater through valves VPG063, VPG064 and VPG818, VPG819 (4) Ensure all drain and oil drain valves are CLOSED.
respectively.
(5) Admit steam into the de-oiler through the back-washing valve for the
(2) Prepare de-oiler as described in paragraph 3.3. first chamber separating-element. When the de-oiler internal pressure
reaches 0.2 MPa, OPEN the drain valve for the outside space of the first
(3) Ensure drain inspection tank drain valve VPD272 is CLOSED and oil drain chamber element. Discharge contaminated water to bilge, keeping the
valves VPD273 and VPD274 are OPEN. internal pressure of the de-oiler between 0.2 MPa and 0.35 MPa.
(4) Ensure control air is available to solenoid-operated dump valve VPD271. (6) When contaminated water ceases to flow from the drain valve, CLOSE
the first chamber back-washing steam valve and drain valve.
(5) Ensure oil content monitor sensing line isolating valve is OPEN.
(7) OPEN back-washing steam valve on the cleansed water outlet side.
(6) Fill gas vent drain tank and drain inspection tank to working level with clean When the internal pressure reaches 0.2 MPa, OPEN the drain from the
feed water, prior to returning any potentially contaminated drain condensate outside space of the third chamber separating-element. Discharge
to these units. contaminated water, keeping the internal pressure between 0.2 MPa and
0.35 MPa.
(7) OPEN all steam trap isolating and bypass valves.
(8) When contaminated water ceases to flow, CLOSE the third chamber
(8) After initial draining of steam lines, CLOSE steam trap bypass valves. drain valve.
The steam trap isolating valves are normally left OPEN.
(9) OPEN the drain valve for the outside space of the second stage
(9) It is important that steam traps are regularly inspected to ensure that they separating-element. Discharge contaminated water, keeping the internal
are clean and in good working order. pressure between 0.2 MPa and 0.35 MPa.
(10) When contaminated water ceases to flow, CLOSE the back-washing

steam valve and second chamber drain valve.
ALL
DRAINS SYSTEM (2) 3.7
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SP/SR/SM
3.8.1 HIGH PRESSURE STEAM SYSTEM MA - PA 102

1. GENERAL 2. INSTRUCTIONS
1.1 A High Pressure Steam System is provided to supply superheated steam from NOTE:
the boilers, at a pressure of 6.0 MPa and a temperature of 515°C. The following instructions refer to valve numbers relating to No. 1 boiler and assume
that this boiler is the first to be fired. Valve numbers shown in parentheses relate to
1.2 The system supplies superheated stem to the following: No. 2 boiler should this boiler be chosen to be fired first.
- Main turbine.
- Generator turbine. (1) Ensure all drain valves on superheated and desuperheated lines
- Both main feed pumps turbines. are OPEN.
- Large and small external desuperheaters.
(2) Ensure compressed air is available to pressure reducing, desuperheater
1.3 Steam is supplied from both boilers to the Main Turbine via intermediate stop water sprays and main dump valves controllers; see 5.1 Compressed
valves VPA001 and VPA002. Air Systems.
1.4 Steam supply to both feed pumps and the generator turbine is via auxiliary stop (3) Ensure desuperheater spray water is available; see 3.5 Boiler Feed
valves VPA011 and VPA012, cross-connection valve VPA023 and range Water System.
valve VPA031.
(4) OPEN 1.0 MPa pressure reducers’ isolating valves VPA042 and VPA045,
1.5 A further steam take-off, after each auxiliary stop valve, enables superheated steam VPA051 and VPA054.
to be led from No. 1 boiler, through valve VPA015, to the small external
desuperheater, and from No. 2 boiler, through valve VPA014, to the large external (5) OPEN small external desuperheater isolating valves VPA041 and
desuperheater. Steam supply to both desuperheaters is cross-connected through VPA015.
valve VPA013.
(6) OPEN cross-connecting valve VPA013.
1.6 Both desuperheaters use automatically controlled water sprays to reduce main
steam temperature to 315°C. Spray water is supplied from either the main or auxiliary (7) For operation with No. 2 boiler only, OPEN valve VPA014.
feed water lines; see 3.5 Boiler Feed Water System.
(8) OPEN feed pump cross-connection valve VPA023 and, if required,
1.7 Desuperheated steam from the small desuperheater is led, through valves range valve VPA032 to generator turbine.
VPA035 and VPA036, to the sootblowers (see 3.9 Boiler Operation), and through
valves VPA042 and VPA051 to both pressure reducing valves for the 1.0 MPa range; (9) SLOWLY OPEN bypass valve for auxiliary stop valve VPA011
see 3.8.2 Reduced Pressure Steam Ranges. (VPA012); WARM THROUGH steam lines.
1.8 Desuperheated steam from the large desuperheater is led through valves (10) As line pressure increases, CLOSE DOWN on drain valves as required
VPA064 and VPA065 to the two main steam dump valves; see 3.8.3 Exhaust and to minimise feed water loss.
Dump Steam Systems.
(11) When line pressure equals boiler pressure, OPEN auxiliary stop valve,
1.9 Steam outlet from both desuperheaters can be cross-connected through then CLOSE bypass valve.
valve VPA069, to permit either unit to supply both systems.
(12) Warm through and START main feed pump and generator turbine as
1.10 Monitoring of the High Pressure Steam System is on Machinery Displays C-12, required; see 3.5 Boiler Feed Water System, and 4.1 Turbo Generator.
C-16 and C-29.
(13) When Main Turbine is required, warm through, equalise pressures,
1.11 Emergency steaming pipes are provided to allow the supply of desuperheated and OPEN intermediate stop valve VPA001 (VPA002); see 3.12.1 Main
steam to either turbine set in the event of an emergency; see 3.12.1 Main Turbine Turbine Operating Procedures.
Operating Procedures.
1.12 System alarms are as follows:

(a) Superheated steam outlet from boilers:
PAH 6.18 MPa
PAL 5.39 MPa
TAH 525°C
TAL 480°C
(b) Desuperheated steam outlet from large desuperheater (65t/h):

TAH 345°C
TAL 280°C
(c) Desuperheated steam outlet from small desuperheater (15t/h):

TAH 345°C
TAL 280°C
ALL
HIGH PRESSURE STEAM SYSTEM 3.8.1
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
3.8.2 REDUCED PRESSURE STEAM RANGES (1)

1. GENERAL 1.7 Spray water for the desuperheaters is supplied from the main or auxiliary feed lines; 2. INSTRUCTIONS
see 3.5 Boiler Feed Water System.
1.1 Two reduced pressure steam ranges are provided, one at a pressure of 1.0
MPa, the other at 0.26 MPa (see diagrams (1) above and (2) overleaf). Monitoring is 1.8 Alarms for both high and low temperature are fitted after each desuperheater. A
via Machinery Displays C-13 and C-29. low pressure alarm is fitted after each pressure reducing valve.
1.2 The 1.0 MPa range is supplied from the High Pressure Steam System via the 1.9 The 1.0 MPa and 0.26 MPa steam ranges are protected against overpressurisation
small external desuperheater and a pressure reducing valve. The 1.0 MPa range by relief valves set at 1.1 MPa and 0.3 MPa respectively.
supplies desuperheated steam at 315OC to the following:
1.10 A dump valve (VPC018) is incorporated in the 0.26 MPa range to ensure system
(a) Boilers - Steam smothering pressure stability. Steam may be dumped direct to the main condenser or to the
Atomising and FO purge steam auxiliary condenser as required; see 3.8.3 Exhaust and Dump Steam Systems.
Mixing nozzle for water washing.
1.11 Bleed steam is supplied through cascade bleed valve VPB002 and 1st bleed valve
(b) Turbines - Main turbine and turbo generator gland steam. VPB004. These valves are electric motor driven and automatically controlled.
Cascade bleed take-off is from the main HP turbine 4th stage. The 1st bleed take-off
(c) Incinerator - Atomising steam. is from the main HP turbine exhaust belt. Control of the bleed valves is dependent
on the position of the main turbine ahead nozzle as follow:
(d) Steam supply to 0.26 MPa range.
Ahead Nozzle Cascade Bleed 1st Bleed
1.3 The 1.0 MPa range is further desuperheated to 200OC and supplies the following: % Open Position Position
0 SHUT SHUT
(a) FO heaters. 25 OPEN SHUT
57 OPEN OPEN
(b) FO side, settling and overflow tanks heating. 60 SHUT OPEN
100 SHUT OPEN (1) Ensure all supply steam lines are drained and warmed prior to admitting
(c) Distilling plant air ejector. full steam pressure to them.
The bleed steam valves will only automatically open when the plant is in
(d) Inert gas generator. automatic mode. In the manoeurvring mode both cascade and 1st bleed steam (2) Always use bypass lines around pressure reducing valves for
valves are automatically shut. Monitoring of bleed steam is on Machinery Displays warming-through purposes. After the line has been warmed
(e) Cargo Machinery Room, reduced to 0.3 MPa for use in the forcing C-13/C-29. sufficiently, OPEN the reducing valve outlet stop valve, SLOWLY OPEN
vaporiser. the inlet stop valve and CLOSE the bypass valve.
1.4 The 0.26 MPa range is supplied from the 1.0 MPa range and from main turbine (3) OPEN steam trap strainer blowdown valves to bilge until steam is
bleed steam through reducing valves VPB014 and VPB007 respectively. Exhaust issuing from them, then direct condensate to the respective drain system.
steam from the main feed pump turbines is also fed into the system.
(4) Ensure control air is available at reducing stations, dump valve and
1.5 The 0.26 MPa range supplies desuperheated steam at 237OC to the following: temperature regulating valves.

(a) Boilers steam air heaters. (5) It is important that steam traps and associated strainers are regularly
inspected to ensure that they are clean and in good working order.
(b) Deaerator.
(c) Distiller.
1.6 The 0.26 MPa range is further desuperheated to 200OC and supplies the following:

(a) FO tracing steam.

(b) LO purifiers preheaters.
(c) LO purifying and renovating tanks.
(d) Domestic steam services.
(e) Bilge primary and separated bilge oil tanks.
(f) De-oiler.

(g) FO and LO sludge oil tanks.
(h) Flexible hose connections for tank cleaning and weed clearance.
(i) M/T LO sump tank.
ALL
3.8.2
REDUCED PRESSURE STEAM RANGES
ISSUE 4 - JULY 2007

SM
3.8.2
REDUCED PRESSURE STEAM RANGES (2)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
3.8.3 EXHAUST AND DUMP STEAM SYSTEM

1. DESCRIPTION 1.2.8 A dump steam piston valve (VPA061) upsteam of the dump control valves is 2. INSTRUCTIONS
automatically activated, by a signal from the ACCS, when one of the following occur:
1.1 Exhaust Steam Systems
(a) Boiler superheater header pressure exceeds 6.13 MPa.
1.1.1 Exhaust steam from the main feed pumps is led to the deaerator feed heater and
boiler steam air heaters, and is used as make-up to the 0.26 MPa auxiliary steam (b) Cargo tank excess BOG (with DUMP condidtion selected).
system, see 3.8.2 Reduced Pressure Steam Ranges.
(c) Dump steam control of ACCS manually operated.
1.1.2 The main feed pumps exhaust steam line is maintained at a pressure of 0.26
MPa. The pressure is controlled by supplementing steam from the 1.0 MPa (d) LD compressor surge valve open.
auxiliary steam range or from the main turbine bleed steam system, see 3.8.2 Reduced
Pressure Steam Ranges. In the event of overpressurisation, steam pressure is The dump steam piston valve is interlocked with one of the following conditons:
normally dumped to the main condenser through control valve VPC018 and valve
VPC020. In the event that the main condenser is shut down, steam can be dumped to - Valve VPC041 open and main condenser vacuum under - 65 KPa,
the auxiliary condenser via VPC021.
or
1.1.3 Drains from the exhaust steam system are led to the clean drain tank, see 5.4
Bilge System. - Valve VPC042 open and the auxiliary condenser pressure of 118 kPa.
1.1.4 Exhaust steam from the generator turbine is led direct to the main condenser. 1.3 Condensers
1.1.5 Gland steam, exhausting from the main turbine, generator turbine and main 1.3.1 The titanium-tubed main condenser accepts Steam from the main turbine and
feed pumps, is led to a gland condenser. The resulting condensate is then led to the generator turbine exhausts. The condenser is provided with a dump steam chamber
clean drain tank. and water spray, fed from the main condensate pump discharge, to serve the main
dump steam system. Dump steam from the 0.26 MPa range may also be dumped
1.2 Dump Steam System to the main condenser. The main condenser will normally be used for dump steam 2.1 The following instructions pre-suppose that both boilers are steaming, auxiliary
condensing. steam stop valves VPA011 and VPA012 are open and the main or auxiliary condenser
1.2.1 An automatic steam dump system is provided. It is capable of handling excess (as required) is in service:
steam generated by the boilers when burning the designated rate of boil-off gas. 1.3.2 An auxiliary condenser is fitted to accept main and 0.26 MPa range dump
Steam is dumped to the main condenser under normal conditions, but alternatively it steam should the main condenser be unavailable. Condensate from the auxiliary (1) Ensure air supply is available to the controllers.
may also be dumped to the auxiliary condenser. condenser is led to the atmospheric drain tank, see 3.6 Condensate System. As the
auxiliary condenser is infrequently used, consideration must be given to the method (2) OPEN feed water spray line valves VPF040, VPF038, VPF037 and
1.2.2 Steam at boiler pressure passes through the large external desuperheater, of minimising internal corrosion during periods of inactivity. This is best achieved by VPF031, to the large external desuperheater.
reducing its temperature to 315OC, see 3.8.1 HP Steam System. isolating both steam inlet and cooling sea water valves and draining the condenser of
sea water and condensate. Prior to bringing the auxiliary condenser into service, the (3) OPEN double shut-off drain valves VPA081, VPA082, VPA085
1.2.3 From the external desuperheater, the steam passes through remote-operated cooling sea water tube stack should be purged of all air. This will prevent overheating and VPA086.
valve VPA061 to the main steam dump valves. and possible damage to the condenser.
(4) OPEN system valves VPA064, VPA065, VPC009 and VPC010.
1.2.4 The two main dump valves are operated by a split range (high or low volume) 1.4 Automatic Control
control system. Valve VPA062 is the high volume dump, valve VPA063 the low (5) OPEN valves VPF182 and VPF183 on spray line from condensate pump
volume. Monitoring of the dump valves is on the Machinery Display C-13. 1.4.1 The following signals operate the steam dump system: to dump steam desuperheaters.
1.2.5 The steam, having passed through the dump valves, is now at a pressure of 0.4 (a) Boiler steam pressure exceeding set-point determined on Display C-46. (6) OPEN steam trap isolating valves on drain lines from steam line to
MPa and a temperature of 236OC. dump desuperheaters.
(b) Boil-off gas available in excess of that required for boiler load setting.
1.2.6 The temperature of the dump steam is further reduced to 150OC by passing it Dumping of steam in this condition will only occur if the Dump/Vent selector (7) OPEN either valve VPC041 to main condenser OR valve VPC042 to
through a dump steam exhaust desuperheater, prior to entry to the main or auxiliary switch on the CACC console is set to DUMP. auxiliary condenser.
condenser.
(c) LD compressor operating below continuous surge zone. This will open (8) Using small bore bypass lines around valves VPA014 and VPA013,
1.2.7 Automatic control of the dump steam system is from the ACCS via a Steam the dump valve. The dump valve will close should any of the following drain lines of condensate and warm through pipework and associated
Dump Controller, Excess BOG Dump Controller and an LD Compressor Surge Valve occur: valves.
Close Controller. Manual control of the system can be selected using a visual display
unit from the IAS, from the CACC operator panel or the Boiler Gauge Board operator (i) Both LD compressors stop (9) CLOSE all drain and bypass valves. Slowly OPEN stop valves VPA014
panel. Signals from the control system are transmitted to current/pressure converters and VPA013.
at the valve positions of the steam dump control valves. (ii) All gas burners stop
(10) Monitoring and control of the dump steam system is via Display C-46.
(iii) LD compressor begins operating above continuous surge zone Associated Displays are C-06, C-10, C-13, C-33 and C-38. Automatic
control of the system is by the boiler ACCS, see 3.10.2 Automatic
(iv) Gas flow controller is set to MANUAL Combustion Control System (ACCS). Manual control is from the IAS on the
ACCS panel in the CACC, or from the Boiler Gauge Board ACCS panel via
the analogue back-up unit.
3.8.3
EXHAUST AND DUMP STEAM SYSTEMS
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
3.9 BOILER OPERATION
MA - MA 850

1. GENERAL - Bottom blow-off valves VSS134 (234) and VSS135 (235)
- Main feed check VFW105 (205) (c) Raise water level to normal using auxiliary feed pump, checking
The following instructions apply to either boiler. However, for the purpose of this that feed water system is functioning correctly, as in Step
manual, Tag numbers for No. 1 Boiler will be referred to. Tag numbers for No.2 Boiler - Auxiliary feed check VFW107 (207) (13) above.
are shown in parentheses. Normally, both boilers will be connected to the main steam
systems in port as well as at sea, but, for raising steam in the first instance, only one - Sample cooler valves VSS122 (222) and VSS123 (223) (14) OPEN economiser vent valves VFW115 (215) and VFW116 (216).
is required. Ensure that economiser is completely filled with water, then SHUT vent
- External desuperheater spray water stop valve VFW111 (211) valves.
2. INSTRUCTIONS
- Lower rear water wall header drain valves VSS128 (228) and (15) Ensure that base burner is fitted with a C1-8 atomiser.
VSS129 (229)
(16) Set fuel system to supply DO to the fuel oil burning pumps through
- Lower front water wall header drain valves VSS130 (230) and valve VPL057; see 3.2 Fuel Systems.
VSS131 (231)
(17) Open the service air valve VPE043 (044), to supply atomising air for the
- Screen header drain valves VSS132 (232) and VSS133 (233) burner.

CLOSE all atomising steam drain valves and ensure atomising steam
(9) Check that the following are OPEN: supply v/v to air heater closed.
- Superheater inlet pipe vent valves VSS126 (226) and VSS127 2.2 Lighting-off and Raising Steam
227)
(1) START No.1 Boiler FD fan on low speed, either from Main Switchboard
- Superheater outlet pipe vent valves VSH108 (208) and VSH109 or Display C-34. Ventilate the furnace thoroughly, by manually OPENING
(209) the air registers.
- Superheater header drain valves VSH101 (201), VSH102 (202, (2) START selected FO burning pump locally. Flush system through to
VSH114 (214) and VSH115 (215) remove any residual HFO, see 3.2 Fuel Systems.
- Superheater outlet drain valves VSH106 (206) and VSH107 (207) (3) CLOSE air register.
- Feed stop valves VFW104 (204), VFW109 (209) and (4) OPEN boiler fuel supply valve VPL025 (026).
2.1 Preparation VFW129 (229)
(5) At the Boiler Gauge Board, with LOCAL control selected, START Base
(1) Ensure that the furnace interior is clean and free from debris and that - All control unit isolating valves burner by pressing No.1 Burner On pushbutton.
the refractory is in good condition.
- All gauge isolating valves (6) When flame is established, check for the following:
(2) Ensure that no fuel oil has accumulated in the furnace bottom of - Flame impingement on furnace floor and walls
burner windbox. Ensure that drip pans are clean and that no blockages - Gauge glass isolating valves
obstruct drain pipes. Wipe up all oil spills and remove any combustible - Minimum production of smoke, but taking care to avoid unburned
material from the firing area. - Steam drum vent valve oil vapour being deposited on heating surface. This vapour can
cause secondary combustion and the heat of this may result in
(3) Ensure that air registers work freely, and that all fuel valves are SHUT. (10) Check that gauge glass drains operate correctly and are CLOSED. warped casings, baffles and supports, and possible tube failure.

(11) Ensure that compressed air is available to controllers and actuators. - Insufficient air supply will cause the boiler to pant. This may
(4) Check boiler to ensure that all repair work has been completed, all
loosen casings, with resultant gas leaks and damage to refractory.
tools and materials have been removed, handhole fittings and manhole
covers have been properly installed, and that all access doors and casing (12) Ensure that all dampers and fan control mechanisms work correctly and
panels have been replaced and properly secured. that indicators show correct positions. (7) EASE slightly, main steam stop valves, to prevent them jamming due to
expansion.
(5) If any boiler mountings have been removed, ensure that boiler has (13) Prepare auxiliary feed pump to take suction from distilled water tanks;
been hydrostatically tested. see 3.5 Boiler Feed Water System. Using auxiliary feed pump, fill (8) When steam issues from steam drum vent, indicating all air has been
boiler through auxiliary feed check until water level is 30mm from bottom of expelled from the drum, CLOSE steam drum vent.
(6) Ensure that all uptake access doors are CLOSED, uptakes are clear for lower gauge glass. CLOSE auxiliary feed check, OPEN valve VFW106
firing and no one is working in the funnel area. (206) and OPEN main feed check. Fill boiler to normal working level, via the (9) At a pressure of approximately 0.15 MPa, CLOSE superheater inlet
economiser. On completion, CLOSE main feed check. This procedure pipe vent valves when steam issues from them.
(7) Check safety valves to ensure that gags have been removed, lifting ensures that both feed lines are proved clear. Test the boiler low water level
levers have been replaced, and that easing gear is not fouled. Hand gear FO trips and alarms. (10) CLOSE DOWN superheater outlet vent valves as pressure rises, to
for lifting safety valves should be thoroughly examined and operated so far reduce steam wastage. A flow of steam must be maintained through the
as can be done without lifting safety valves. Operating cables should be NOTE: superheater.
adjusted if required and all lubrication points greased. If boiler has been standing idle and filled with water:
(11) CRACK OPEN superheater outlet drain valves, to prevent accumulation
(8) Check that the following are CLOSED: (a) Drain boiler through bottom blow-off line until water level is of condensate.
just above the bottom of lower gauge glass.
- Steam stop valves VSH120 (220) and VSH121 (221)
(b) OPEN superheater header and superheater outlet drain valves.
- Surface blow-off valves VSS124 (224) and VSS125 (225)

BOILER OPERATION (1) 3.9
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
3.9 BOILER OPERATION MA - MA 850

(12) If water hammer occurs in economiser during steam raising, supply ( 22) DRAIN steam air heater of condensate and supply with steam from 2.3 Shutting Down
feed water to the economiser and maintain boiler level at normal by using the 0.26 MPa range.
boiler surface blow-off valves VSS124(224) and VSS125(225). (1) Before shutting down the boiler, take a sample of boiler water and, if
(23) If necessary, operate superheater outlet steam temperature controller necessary, add boiler compounds.
(13) Adjust firing rate so that the temperature increase of boiler water does from Display C-12 or G-122, ensuring that the design temperature of 515°C (2) Use soot blowers prior to shutting down.
not exceed 1OC per minute. It is recommended that at least four hours be is not exceeded.
taken to put the boiler into service from cold. (3) Extinguish flames and remove burners. Allow forced draught fan to run on
(24) Prepare main or auxiliary condenser (as required) to receive exhaust to clear furnace of all gases. STOP forced draught fan and close all air
(14) Check water level by blowing down gauge glass. Do not allow level to steam; see 3.8.3 Exhaust and Dump Steam Systems. registers.
rise out of the top of the upper gauge glass. Water level may be lowered by
using surface blow-off valves. The water level is to be kept near to normal at (25) Prepare and start main condensate pumps; see 3.6 Condensate System. CAUTION
the steam drum centreline. Use auxiliary feed pump as required to make up DO NOT ALLOW COLD AIR TO BLOW THROUGH A HOT FURNACE, AS DAMAGE
for water losses through vents and drains. (26) When full boiler pressure is reached, prepare and start a main feed TO BRICKWORK AND CASINGS MAY OCCUR.
water pump; see 3.5 Boiler Feed Water System.
(15) At boiler pressure of approximately 1.0 MPa, OPEN auxiliary stop (4) Partially OPEN superheater outlet pipe vent valves.
bypass valve and warm through 1.0 MPa and 0.26 MPa steam ranges; see (27) Start-up of second boiler may be commenced as required, and then
3.8.2 Reduced Pressure Steam Ranges. When systems are warmed through connected to the on-line boiler when ready. (5) As soon as burners are extinguished, CRACK OPEN superheater
and steam pressures equalised. OPEN auxiliary stop valve and CLOSE outlet drain valves.
bypass valve. NOTE:
The second boiler may be warmed through by use of its steam air heater and (6) When boiler pressure drops below line pressure, CLOSE steam
(16) Supply steam to boiler FO heater. OPEN HFO supply to FO burning air bleed from the operating boiler. stop valves.
pump and CLOSE DO supply valve VPL057. Viscometer will limit steam
supply to FO heater while DO is in the system. As DO/HFO mixture (28) Clean burner as required, to ensure correct combustion. Atomising steam (7) When boiler pressure drops to approximately 1.5 MPa, FULLY OPEN
passes through FO heater, viscometer will slowly admit steam in order to is to be supplied to cool sprayer bodies when burning boil-off gas (BOG). the following:
maintain desired viscosity. When all DO has passed through, viscometer will - Superheater oulet drain valves
control FO heating steam to maintain HFO temperature at required viscosity. WARNING - Superheater inlet pipe vent valves
DO NOT IGNITE A BURNER FROM HOT BRICKWORK. THIS MAY RESULT IN - Superheater outlet pipe vent valves
(Not SA) A recirculating line with a 5mm orifice and isolating valve A FURNACE EXPLOSION, CAUSING SERIOUS DAMAGE AND PERSONAL
(8) At 0.0 MPa, OPEN steam drum vent valve.
is fitted between the pot after the viscometer and the air separator INJURY.
column. This line maintains a reasonable flow through the
viscometer, for control stability, when the boilers are firing on dual fuel, (29) Use bottom blow-off daily, depending on the quality of the boiler water. (9) When boiler is cold, CLOSE feed check valve.
with low fuel flow to the burners and with fuel header recirculating (The blow-off is used to reduce the concentration of dissolved solids
valves closed. suspended in the boiler water but should be used only when boiler steaming 2.4 Emergency Procedures
condition is steady at minimum load.)
(17) Supply steam to FO pipework trace heating lines. 2.4.1 High water level
(30) Use surface blow-off to remove oil and other contaminants on the surface
To prevent water level from rising too high and causing boiler to prime; SHUT
Note: Boiler pressure should not be raised beyond 1.0 MPa whilst of the boiler water. First raise the water level to between 25mm and 50mm
feed check valve and, in extreme cases, OPEN surface blow-off valve to
firing on DO. above normal. (The surface blow-off can also be used to reduce a high water
reduce level.
level.)
(18) STOP No. 1 burner from Boiler Gauge Board.
2.4.2 Low water level
(31) If steaming with the economiser isolated, OPEN economiser vents
(19) CLOSE atomising air and fuel supply valves, withdraw sprayer body and drains. If loss is gradual and noticed by operators:
and change atomiser to C2-16. Replace sprayer and OPEN atomising - Increase rate of feed.
steam and fuel supply valves. OPEN FO Control valve isolating valves CAUTION - Check feed line for leaks or closed valves.
VPL021(022) and VPL023(024). CLOSE valve VPL025(026). OPEN WHEN STEAMING WITH THE ECONOMISER ISOLATED: - Check valves for leaks or open valves.
atomising steam drain valves. - If necessary, feed boiler from auxiliary feed line.
- ENSURE THAT SUPERHEATED STEAM TEMPERATURE DOES NOT
(20) When boiler pressure reaches 1.5 MPa, the boiler can be raised to full EXCEED DESIGN VALUE.
CAUTION
working pressure of 6.15 MPa by the boiler Hot Start System; see 3.10.2 IF THE WATER LEVEL DISAPPEARS OUT OF THE GAUGE GLASS, STOP ALL
- DO NOT ATTEMPT TO OBTAIN MAXIMUM OUTPUT AS THIS WILL
Automatic Combustion Control System (ACCS). BURNERS IMMEDIATELY. DO NOT FILL HOT BOILER FEED WATER WITH
RESULT IN THE BOILER BEING OVERFIRED.
COLD FEED WATER, AS THIS MAY CAUSE SEVERE DISTORTION AND
(21) Select IAS control at Boiler Gauge Board; accept in CACC. SUBSEQUENT LEAKAGE.
- DO NOT REDUCE FEED WATER TEMPERATURE BELOW 130°C
Using Display C-08 (C-09), start No. 1 Burner as normal and put burner
OTHERWISE SUPERHEATED STEAM TEMPERATURE WILL RISE AND
control in AUTO. The Boiler Hot Restart system automatically controls 2.4.3 Tube failure
DAMAGE MAY OCCUR TO THE SUPERHEATER.
furnace purge, ignition and steaming-up by programmed schedule.
During hot restart, if superheater steam flow is less than required, In the event of tube failure, the boiler is to be secured quickly except for feed. Feed
- ENSURE THAT BOILER LOAD DOES NOT EXCEED 35 TONS/H.
superheater hot start valves VSH101(201) and VSH102(202) are water should be added in an effort to keep a level in the lower gauge glass until the
opened automatically by the Burner Management System to provide a boiler cools down. Monitor water level in the other boiler, as the sudden demand for
(32) Determine correct combustion air flow using an oxygen analyser.
flow through the superheater. Indicators are fitted to show valves are feed may result in a low water level. If tube failure is severe and water level cannot
Recommended value for oxygen content is between 1.5% and 5%.
open on the CACC Machinery Console. be kept in sight, shut feed to this affected boiler IMMEDIATELY. In extreme cases, it
may be necessary to keep forced draught fan running to carry steam up the funnel.
If escaping steam is a danger to life, boiler may be emptied through bottom blow-off
valves.
SA//SP/SW/SR/SE/SM
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ISSUE 4 - JULY 2007
3.9 BOILER OPERATION MA - MA 850

2.4.4 Loss of flame (13) On Group 62, switch FD fan control back to ‘Auto’ operation. 2.5.7 In Auto mode, the piston-actuated steam supply valve is automatically OPENED
to warm through pipework. When auto operation ends, the valve is CLOSED.
If burner should be extinguished due to: (14) On Group 61, boiler with failed FD fan ‘Air flow %’ will not indicate.
Monitor furnace pressures on Group C12. 2.5.8 In Manual and Local modes, the steam valve is opened and closed by the
- Loss of fuel pressure,
operator, using selection switch on control panel.
- Fuel pump stoppage,
(15) Group C8 and C9, ‘Fuel Control Mode’, will remain in Manual. Fuel will still
- Forced draught fan failure,
increase/decrease on demand but 2nd burner will not cascade on and 2.5.9 Prepare for initial operation as follows:
- Water in fuel;
off and will need to be started manually.
(1) CLOSE all burner valves IMMEDIATELY. (1) Switch ON circuit breaker in control panel.
(16) Increase load gradually until one of the following reaches its maximum:
(2) Ventilate the furnace. - XCACC11 or ACACC21 - No.1 or No.2 air control (2) Press Reset pushbutton on control panel.
- XCACC10 - No.1 fuel control
(3) Relight burners using high energy igniter. - XCACC20 - No.2 fuel control (3) Ensure all lamps indicating trouble or abnormal condition are OFF.
2.4.6.2 To change back to both fans operation. (4) SELECT operational mode using the following switches:
2.4.5 Boiler shutdown
(1) Open stopped FD fan isolation damper. - IAS/Control Panel/Local selector
If boiler is shut down for any reason:
- Auto/Manual changeover
(2) Start the FD fan. - 1B/1B 2B/2B selector
(1) OPEN hot start valves (superheater vent).

(3) Close the common damper. 2.5.10 For auto mode operation, when Auto Start switch is turned ON, AUTO
(2) CRACK OPEN superheater header drains.
OPERATION lamp illuminates, main steam valve OPENS, drain valve remains OPEN
(4) Change the FD fan operating on ‘High’ speed to ‘Low’ speed, give and pipework is warmed through. After a time delay of five minutes, the drain valve is
‘Low Mode’ a start signal and fan speed operating mode will change over. CLOSED. The soot blower units are operated in a preset sequence. When one cycle
2.4.6 One fan, two-boiler operation of operation is finished, Auto END lamp illuminates. When blowing soot on No.1 boiler
(5) At the BGB, switch ‘One Fan Two Boiler Operation’ changeover switch (switch position 1 B) or No.2 boiler (switch position 2B), soot blowing is completed
In the event of a forced draught fan failure, each fan has (when run on high speed) to “Off’. when units on selected boiler complete one cycle of operation. For soot blowing on
the capacity to supply both boilers with combustion air. To facilitate this, a locally both boilers (switch position 1B 2B), units on No.1 boiler complete one cycle and
operated crossover damper is provided. Indication of its position is on Display C-12. (6) Change Boiler Fuel Control back to ‘Auto’ operation. AUTO END lamp for 1B illuminates; then, units on No. 2 boiler complete one cycle
This function is linked to the boiler ACCS and is one of the signals used to generate of operation and AUTO END lamp for 2B illuminates. Soot blowing operation is now
the process variable (PV) for the air flow controller; see 3.10.2 Automatic Combustion automatically ended.
Control System (ACCS). 2.5 Soot Blower Operation
2.5.11 To stop soot blower units during operating sequence, turn Auto Stop switch. The
2.4.6.1 One FD fan failed during normal boiler operation 2.5.1 Soot blowers should be used as often as necessary, as indicated by changes in unit running continues to operate and complete its cycle, the next unit will not start. To
uptake temperature or draught loss. When the stack temperature falls below resume operation, turn Auto Start switch.
(1) Reduce the Telegraph Lever to ‘DEAD SLOW AHEAD’ so that the operating dew-point, certain components of stack gasses will condense. These condensed
boiler is not overloaded. gases (particularly from fuels with high sulphur content) will cause hard caking of soot 2.5.12 To stop auto operation, turn Auto/Bypass/Manual Start changeover switches of
deposits and are highly corrosive. all units to BYPASS. The unit running will continue to operate and complete its cycle.
(2) Boiler with failed FD fan will be at ‘Boiler Trip’ condition. The soot blowing operation is now automatically stopped.
2.5.2 When using soot blowers under low load conditions, be prepared for the burner
(3) At BGB, change over FD fan mode switch to ‘One Fan Two Boiler flames to be blown out. 2.5.13 For Manual mode operation, turn Main Steam Valve switch on control panel to
Operation’. OPEN. The main steam valve will OPEN and the warming through stage will
2.5.3 Long retractable soot blowers must never remain advanced without blowing commence. After five minutes, and when the drain valves have CLOSED, turn Auto/
Note: steam. Rotary blowers are never to be permitted to blow unless the nozzle is Bypass/Manual Start changeover switch of soot blower to be operated to MANUAL
This will automatically change burner control to MANUAL. rotating. START. The soot blower unit will start to operate.
(4) Close isolation damper on failed FD fan. 2.5.4 Ensure scavenging air check valves are functioning. The air check valves admit air 2.5.14 For Local mode operation, OPEN main steam valve using switch on control panel
to soot blowers when not in use, to prevent corrosive gasses backing-up into soot and warm through system. When warming through is complete and drain valves have
(5) Switch operating FD fan from ‘Low’ to ‘High’ speed mode. (It is not blower heads and pipework. Air supply is a continuous flow from FD fan. CLOSED, PRESS local Start pushbutton. Soot blower will start to operate.
necessary to stop this fan to change speed mode operation).
2.5.5 The soot blower system controls the operation of soot blowers, steam supply 2.5.15 To retract a long retractable soot blower during its operation, operate Retract
(6) Open common FD fan damper. valve and drain valves. Alarm annunciation is available on Display C-12. switch on IAS, control panel or local panel. The soot blower will also be retracted
when SB ABNORMAL occurs. The soot blower can also be retracted using the
(7) On failed boiler, reset fuel oil block valve and open. Group C8 or C9. 2.5.6 Soot blowers can be operated in any of the following modes: manual retracting equipment.

(8) Switch FD fan control on operating boiler to ‘Manual’. Group 62. - IAS Auto Mode - All soot blower units automatically start and operate in WARNING
a preset sequence by Start order from IAS, Machinery Display G-128. BEFORE USING THE MANUAL RETRACTING TOOL TO DRIVE RETRACTABLE
(9) On failed boiler, curser to Base Burner and initiate a start. Group 61. SOOT BLOWERS THE ELECTRICAL POWER TO THE MOTOR MUST BE
- Control panel Auto Mode - When Auto Start push-button on control panel ISOLATED.
(10) On operating boiler, increase FD fan output until ‘Purge Finish Indicator’ in Monitor Room is pressed, all soot blower units will automatically start and
is green. operate in a preset sequence. 2.5.16 Should a fault occur, the fault will be indicated by lamp illumination. When the
cause of the fault is remedied, PRESS Reset pushbutton. The next unit will then
(11) Purge the furnace then reduce the fan output on the operating boiler - Manual Mode - Each soot blower unit can be individually operated by resume operation in the same mode.
until ignition air rate is achieved (green light). local switch.
(12) The failed boiler will now complete its ‘Start’ sequence and the Base (Continued overleaf)
Burner will ignite.
SA/SP/SW/SR/SE/SM
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2.6 Boiler Feed Water Treatment
Reference should be made to information and testing procedures provided by

the boiler water treatment chemical supplier. The following table indicates target
values for boiler water:
Condition Value
pH value at 25°C: 9.7 to 10.2
Conductivity: 150 to 200µV/cm
Methyl Red alkalinity: 50 ppm
Phenolphthalein alkalinity: 50-80 ppm
Chlorides: Max 30 ppm
Silicia: Less than 5ppm
Phosphate: 15 to 25 ppm
Total dissolved solids: Max 150ppm
Hydrazine: 0.02 to 0.05 ppm
3. ALARMS AND TRIPS
Set Point
Function Alarm Trip
Drum level high Normal +150mm -
Drum level low Normal -150 -
Drum level very low - Normal -230
Superheater temp low 480OC -
Superheater temp high 525OC -
Superheater temp very high - 540OC
Superheater outlet press low 5.39 MPa -
Superheater outlet press high 6.18 MPa -
Atomising steam press low 558 kPa -
Atomising steam press low low - 392 kPa*
FO pressure low 216 kPa -
FO pressure low low - 119 kPa*
Burner header FO temp high 145OC -
Burner header FO temp low 90OC -
Flame eye seal air press low 588 kPa -
Economiser gas outlet temp high 250OC -
Economiser gas outlet temp low 130OC -
* FO burning only
SA/SP/SW/SR/SE/SM

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3.10.1 BURNER MANAGEMENT SYSTEM (1)

1. SUMMARY 2.1.4 Each CPU has a battery installed to protect run status and memory in the event of
an interruption of power supply. A CPU alarm will indicate LOW VOLTAGE of the
1.1 The Burner Management System (BMS) is a computerised ‘sub-system’ which is battery, which must then be replaced within one week.
interfaced with the IAS and the Automatic Combustion Control System (ACCS). It
uses Central Processor Units (CPU) to control the sequencing of the dual fuel 2.1.5 The BMS Mimic Board, mounted on the front of the Relay panel, indicates current
burners, as initiated by the IAS in Manual Remote or Automatic modes, or by the status of each of the four burners and of the two CPUs, and is used when adjusting or
ACCS in the Automatic mode. Initiation of burner sequencing is also available local monitoring the BMS programs
to the boilers (at the Boiler Gauge Board) in the Manual Local mode or the Boiler
Emergency mode. 2.1 -6 The BMS Control Panel is interfaced with the Automatic Combustion Control
System (ACCS) via the ACC Cabinet (see 3.10.2).
1.2 If an abnormality occurs during burner operation, an alarm is given to call the
operator’s attention. If the abnormality is serious, the fuel supply to the relevant boiler 2.2 BMS Local Panels (BGB)
is automatically shut off, for an emergency stop of the boiler.
The Boiler Gauge Board in the Engine Room, adjacent to the boilers, contains
1.3 Operation of the BMS from IAS keyboards (CACC Machinery EOS 1/2/3 or 4, or EOS5 the relays for local operation of the burners and displays the boiler monitoring
in the Monitor Room) is carried out by using Custom and Group Displays; gauges. The BGB also contains the Burner Operation panels for each boiler and,
see 2.1 IAS Overview and 2.2 IAS Operations. beneath them, the associated Emergency Burner Operation panels. The Gas Supply
Operation Panel (for both boilers) is sited in the centre of the BGB.
1.4 Monitoring only of Machinery IAS Displays can also be done by use of the
portable VDUs and associated keyboards of the IAS Extension VDU System; these 3. SYSTEM DESIGN PARAMETERS
can be plugged into receptacles in the Monitor Room (two positions) and the Engine
Room (five positions). 3.1 The BMS operates on the ‘base burner’ concept and allows for:
1.5 The diagram above summarises the operating philosophy and operating - Fuel Oil (FO) firing, or
instructions for the BMS and ACCS. This manual only gives an overview of the - Dual Fuel firing, or
facilities fitted. The following shipyard drawings should be consulted for all matters of - Gas Only firing, when boiler load is above 35%
detail:
In the event of an Emergency Shutdown System (ESDS) trip or closure of the
FD-MA760 Automatic Boiler Control System Master Gas Valve during dual fuel or gas firing, FO boost and changeover to
FD-MA905 Ship Test of Boiler Automatic Combustion Control System FO firing will commence automatically.
FD-MA909 Test Guidance of Total BOG System
MA-MA793 Test Procedure of Burner Management System 3.3 When Gas Only firing is required:
2. FUNCTIONAL DESCRIPTION - PRINCIPAL COMPONENTS (a) FO firing must already have been established before gas burning can
be commenced,
2.1 BMS Control Panel
(b) If boiler load is insufficient to sustain firing of both burners on gas, the
2.1.1 Situated in the Monitor Room (between the ACC Cabinet and the No. 2 burner will stop. No. 1 burner will revert to dual fuel burning if the load
Miscellaneous Panel), this contains the Burner Sequence Controllers (CPUs No. 1 reduces below 35%. If boiler load increases the No. 2 burner will start. In
and 2 and associated Input/Output units), relay units, trip circuits, BMS Mimic Board each case no alarm is given.
and system Power Supply Unit. For burner sequence control, two programmable
controllers (SYSMAC type C2000) are used. These CPUs have the same function
and the system design is such that both run all the time, with the designated ‘master’
CPU constantly updating the standby unit. This ensures that any failure of the master
controller is immediately recovered by the standby unit, which will instantaneously
assume control without any interruption to the process. In the event of failure, (Continued overleaf)
the failed CPU will be inhibited from operation until inspection and repair have
been effected.
NOTE:
The repair of a failed processor requires special procedures and must not be
attempted with the standby unit running and all input/output cabling
connected.
2.1.2 The CPUs have a self-diagnostic function, utilising LEDs (light emitting diodes)
installed on the front of each CPU. A Programming Console is supplied with each
CPU, which may be used to alter the program and which will also list Error messages
on an integral LCD (liquid crystal diode) screen.
2.1.3 A Watchdog Timer monitors each CPU program run time and will initiate a
FAILURE alarm if the scan time is in excess of the program setting; the standby CPU
will immediately assume control.
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3.10.1
BURNER MANAGEMENT SYSTEM (1)
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SA/SL/SP/SW/SR/SM

4. SYSTEM OPERATION 4.2.4 Gas Mode 6. FLAME MONITORING SYSTEM
4.1 Control Position This mode must be selected if gas firing only is to be carried out. To light up the Base 6.1 Flame Scanners
(No. 1) and No. 2 gas burners, the flames of the Base and No. 2 HFO burners must
4.1.1 Local be used. Two dual flame scanners are provided for each burner. These use ultra-violet (UV)
and infra-red (IR) sensors to detect the presence of flame at the HFO and gas burner
When the LOCAL Control Position pushbutton is pressed on the relevant (Boiler No. The same remarks concerning supply of boil-off gas, as noted in para 4.2.3 above, tips.
1 or 2) Dual Burner Operation panel of the BGB, burner control be set automatically will also apply Gas Mode
to MANUAL (and indicated on the panel). Operating commands can then be initiated 6.2 Interlocks
from the panel for: Whenever the Base or No. 2 gas burners are firing, the FO Back-up Control and
FO Boost Control will become operative as soon as AUTO is selected at the IAS 6.2.1 Burner Interlocks
- Boiler HFO Shut valve. keyboard. See para 5.2 below.
- HFO Burner No. 1 and No. 2 sequences. When one dual flame scanner detects a flame failure in a burner, the relevant
- Gas Burner No. 1 and No. 2 sequences. 5. AUTOMATIC OPERATION OF BURNERS (No. 1-1, 1-2, 2-1 or 2-2) F/E FAIL alarm lamp is lit at the appropriate BGB Bumer
Operation Panel and annunciated by the IAS.
Control priority is afforded to the Local position. The control position for the supply of 5.1 General
boil-off gas to the burners is selected at the Gas Supply Operation panel of the BGB. When both dual flame scanners detect flame failure, the relevant (No. 1-1 and 1-2 or
Automatic operation of all burners can be initiated, in accordance with 2-1 and 2-2) F/E FAIL alarm lamps are lit at the appropriate panel and annunciated by
It should be noted that Local control should be used for first start of burners, or if a the current fuel mode, by lighting the Base HFO Burner and then selecting the AUTO the IAS, and the relevant burner is tripped.
burner has been stopped while in LOCAL control. mode at the IAS keyboard; the appropriate FO Burner and/or Gas Burner Sequences
will then be followed by the BMS and ACCS. 6.2.2 Boiler Interlocks
4.1.2 IAS
5.2 Automatic Control of Number of Firing Burners In the event of flame failure being detected at all burner tips, the ALL BURNERS FAIL
If the IAS Control Position pushbutton is pressed at the BGB for burner operation alarm lamp is lit at the appropriate BGB Burner Operation Panel and annunciated
and/or gas supply, all control passes to the IAS. This needs to be acknowledged on 5.2.1 The required commands to increase/decease the number of firing burners are by the IAS, and the relevant boiler is tripped. The BOILER TRIP CONDITION alarm
the IAS before control passes to the IAS. made automatically by the ACCS and executed by the BMS; starting or lamp on the BGB Gas Supply Operation panel will be lit and BOILER TRIP alarm
stopping the No. 2 burners when in the HFO or DUAL fuel modes. annunciated by the IAS.
4.2 Fuel Modes
5.2.2 If a Master Gas Valve trip is detected when in the GAS fuel mode, the FO Boost
4.2.1 General Control sequence will automatically initiate:
With AUTO burner control selected at the IAS, the BMS automatically starts or stops (a) Start of the HFO burners, then
the No. 2 HFO or gas burners according to the fuel mode selected by operation of the (Continued overleaf)
Fuel Mode Switch from the IAS keyboard. (b) Automatic changeover to HFO fuel mode.
NOTE: 5.2.3 After changing over to gas-only firing, FO burners are purged with steam for at least 20
See also 3.2 Fuel Systems and 3.3 Boil-off Gas System. minutes.
4.2.2 HFO Mode
This mode must be selected if only FO burning is to be carried out. Once Base
Burner firing has been established (which must be initially started in LOCAL control by
using the No. 1 HFO Burner ON pushbutton at the BGB), AUTO control may be
selected; the number of burners firing will then be automatically controlled by the
ACCS.
4.2.3 Dual Fuel Mode
This mode must be selected for dual fuel firing. The minimum requirement of 2% fuel
oil firing is set automatically by the ACCS.
It be noted that the boil-off gas supply sequence can only be initiated in either
MANUAL REMOTE and AUTO REMOTE from the IAS, or in MANUAL from the BGB
Gas Supply Operation panel of the BGB if LOCAL control position has been selected
and Master Gas Valve and Boiler Gas Valve are open.
Nitrogen purge can be carried out in Automatic or Manual modes.
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3.10.1
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ALL
MA - UN 102

7. NITROGEN PURGE SYSTEM (See Diagram (3) above) 8. BURNER MANAGEMENT SYSTEM SAFETY DEVICES 10. EMERGENCY BURNER OPERATION

7.1 Master Nitrogen Purge 8.1 Boiler Fuel Oil Shut-off Conditions An Emergency Operation Panel is provided on the BGB below the boilers’ Burner
Operation Panel; see diagram 3.10.1(2). Each contains the following switches
On initiation, the line from the Master Gas valve outlet to each of the Boiler Gas valve During normal operation, the following events will shut-off FO to boilers, initiate alarms necessary for manual firing of each burner:
inlets is purged with nitrogen. There are two modes available (selected at the IAS at the BGB and IAS and give a Fast Alarm printout (IAS):
keyboard): - Emergency Mode (select NORMAL/PURGE/BURN)
Event Set Point - Emergency FO Cut Valve (NORMAL/CUT)
(a) AUTO - in which an automatic nitrogen purge is carried out after the Atomising Steam Pressure Low/Low 392 kPa (SW 400 kPa) - Spark (OFF/ON) (For each of Burners No. 1 and 2)
Master Gas valve has closed, or FO Pressure Low/Low 119 kPa (SW 60 kPa) - FO Valve (CLOSE/OPEN) (For each of Burners No. 1 and 2)
Forced Draught Fan Stop -
(b) MANUAL - in which a manually initiated nitrogen purge is carried out by Drum Water Level Low/Low NOR -230mm
operating the Master Nitrogen Purge ON switch, either in REMOTE from an Superheater Temperature High/High 540OC
IAS keyboard, or in LOCAL from the BGB (Gas Supply Operation panel). Black-out - (Continued overleaf)
All Burners Flame Failure (Flame Monitoring System)
Manual Trip -
7.2 Gas Header Nitrogen Purge Burner Ignition Sequence Failure -
BMS Controller Abnormal Alarms and changes to backup first
On initiation, the line from each Boiler Gas valve outlet to each burner is purged with
nitrogen. There are two modes available (selected at the keyboard): NOTE:
When in the Emergency Operating Mode, the following are inhibited:
(a) AUTO - in which an automatic nitrogen purge is carried out after the
Boiler Gas valve has closed, or - Atomising Steam Pressure Low/Low
- FO Burning Pump Stop
(b) MANUAL - in which a manually initiated nitrogen purge is carried out by - FO Pressure Low/Low
operating the relevant (Boiler No. 1 or 2) Header Nitrogen Purge ON switch, - Control Air Pressure Low/Low
either in REMOTE from an IAS keyboard, or in LOCAL from the BGB (Gas - Superheater Temperature High/High
Supply Operation panel). - Deaerator Level Low/Low (not SE)
- Burner Ignition Sequence Failure
CAUTION
IF THE FORCED DRAUGHT FAN STOPPED WHEN A HEADER NITROGEN 8.2 Master Gas Valve Shutoff Conditions
PURGE IS INITIATED, EACH BURNER GAS VALVE IS CLOSED, THE
HEADER VENT VALVE IS OPENED, AND ONLY THE GAS HEADER IS 8.2.1 During normal operation, the following events will shut off gas to the boilers,
NITROGEN-PURGED. initiate alarms at the BGB and IAS and give a Fast Alarm printout (IAS):
Event Set Point

7.3 Gas Burner Nitrogen Purge ESDS Activated -
Gas Duct Exhaust Fan Stop -
7.3.1 On initiation, the line from each Burner Gas valve outlet to each gas burner is purged Gas Leak Detection 60% LEL
with nitrogen. This purge will be carried out automatically when the Gas Burner valve Boil-off Gas Temperature Low 0OC
has closed (manual initiation is not possible). Gas Compressor Stop and/or Low Fuel Gas Pressure 0.78 kPa
(Inhibited when in emergency mode)
7.3.2 It be noted that the Gas Burner Nitrogen Purge will not be carried out when: (Note: All the above also initiate an FO BOOST signal)
Both Boilers Tripped -
- Boiler Shutdown has occurred, or
- All burners have stopped. 9. HOT RESTART
In either case, only the Gas Header Nitrogen Purge will take place. In order to facilitate operation of the Restart sequence (ie. Furnace, Purge, Ignition
and Raising Steam) from the IAS, an automatic valve has been fitted on the boiler
superheater vent. The control of this vent is from the BMS, ensuring sufficient flow
through the superheater to prevent overheating. Indicator lamps showing the open
signal has been initiated are located on the BGB (indication also on IAS). Some
vessels have also installed indication that the valve has actually opened.
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11. CONTROL FROM IAS
11.1 The principals of IAS keyboard assignment and Display manipulations for the
BMS are generally similar to those for the ACCS, as outlined in 3.10.2 Automatic
Combustion Control System (ACCS), para 4.5. See also 2.1 IAS Overview and 2.2
IAS Control Operations.
11.2 The principal Machinery IAS Custom Displays used for monitoring and control of
burner operations are C-08 and C-09; these are shown above, together with an
outline of the main IAS keyboard operations. Point manipulations are also
carried out from these Displays using the following associated Group Displays:
- No. 1 Boiler; G-081 to 083

- No. 2 Boiler; G-091 to 093
11.3 Other associated Custom Displays (in numerical order) are:
- C-06 Boiler ACC

- C-07 Fuel Supply: (see ‘2’ overleaf)
- C-10 LD Compressor
- C-11 Boiler Trip
- C-12 Boiler Furnace and Uptake
- C-13 Steam Distribution; (see ‘3’ overleaf)
- C-14 HP Feed System; (see ‘4’ overleaf)
- C-32 Boiler Control; (see ‘1’ overleaf)
- C-33 LD Compressor Control
- C-43 FO Transfer/Fill

The principal associated Group Displays are G-061 to 064, G-071 to 076,
G-081 to 083, G-091 to 093, G-101 to 106, G-121 to 128, G-131 to 136 and
G-141 to 144.
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3.10.1
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3.10.1
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3.10.2 AUTOMATIC COMBUSTION CONTROL SYSTEM (ACCS) (1)

1. SUMMARY
1.1 The Boiler Automatic Combustion Control System (ACCS) is a computerised

‘stand-alone’ system which is interfaced with the IAS and the Boiler Management System
(BMS). It uses Central Processor Units (CPU) for automatic control, and also provides
a manual control capability from a dedicated Boiler ACC Operator Panel in the CACC
Console, and an emergency manual control facility at the Boiler Gauge Board in the
Engine Room (via an Analogue Back-up Unit). See diagrams above and overleaf.
1.2 A CRT display and associated alphanumeric keypad are installed in the System
Monitor Unit of the ACC Panel in the Monitor Room, and can be used for monitoring and
adjustment of the system and field devices. In normal operation, boiler control functions
are executed every 200 microseconds.
1.3 Operation of the ACCS from IAS keyboards (CACC Machinery EOS 1/2/3 or 4, or EOS5
in the Monitor Room) is carried out by using Custom and Group Displays; see 2.1 IAS
Overview and 2.2 IAS Operations.
1.4 Monitoring only of Machinery IAS Displays can also be done by use of the
portable VDUs and associated keyboards of the IAS Extension VDU System; these can
be plugged into receptacles in the Monitor Room (two positions) and the Engine Room
(five positions).
1.5 The diagram above summarises the operating philosophy and operating
instructions for the ACCS and BMS. This manual only gives an overview of the facilities
fitted. The following shipyard drawings should be consulted for all matters of detail:
FD-MA760 Automatic Boiler Control System.

FD-MA905 Shop Test of Boiler Automatic Combustion Control System.
FD-MA909 Test Guidance of Total BOG System.
MA-MA793 Test Procedure of Burner Management System.
2. FUNCTIONAL DESCRIPTION - PRINCIPAL COMPONENTS
2.1 ACC Cabinet
2.1.1 This is installed in the Monitor Room and supplied with 100V ac 60 Hz. It houses
the CPUs, System Monitor Unit, 24V dc supply, Signal Conditioner for the temperature
sensors, and the CPU Changeover Relay circuits. It also contains a Deviation Check
Device for the outputs of the duplicated transmitters, which will alarm if the preset
deviation limits are exceeded.
2.1.2 Duplicated (dual) transmitters are fitted on each boiler for steam pressure,
steam temperature and steam flow.
2.2 Boiler ACC Operator Panel (CACC)
2.2.1 Installed in the right-hand wing of the CACC Console, this allows monitoring and
control of boiler ACC parameters, with Auto/Manual changeover switches and manual
loaders for the control of each of 15 loops; see diagrams 3.10.2 (1) and (2).
2.2.2 An IAS/CACC changeover switch on the CACC operator panel selects control
from either the IAS displays (at designated Machinery EOS) or from the CACC panel.
2.3 Boiler ACC Emergency Operator Panel (BOB)
2.3.1 This panel is installed in the centre of the Boiler Gauge Board (BGB) adjacent to
the boilers. In the event of total failure of the ACC Cabinet, it can be used for local boiler
operation in conjunction with the Analogue Back-up Unit (see para 2.4).
2.3.2 The Emergency Operator Panel has 12 output signal indicators and associated
Emerg Man/Remote changeover switches. When switched to EMERG MAN,
manipulation of the associated control valve is carried out by use of the relevant
Increase/Decrease buttons; see diagram 3.10.2(3).
3.10.2
AUTOMATIC COMBUSTION CONTROL SYSTEM (ACCS) (1)
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ISSUE 4 - JULY 2007
2.4 Analogue Back-up Unit
2.4.1 The unit installed in the PIO Unit Room and provided with 100V ac from the
Uninterruptible Power Supply System. It enables the BGB Emergency Operator Panel
to control the forced draught fan inlet guide vanes and boiler control valves in the
event of total failure of the ACC Cabinet.
2.4.2 The Analogue Back-up Unit continuously stores the latest output data for the
following 12 control loops:

- Feed water*
- Steam temperature*
- Air flow* *for each boiler
- Gas flow
- Fuel oil flow*
- Steam dump
- FO burning pump delivery pressure
In the event of total failure of the ACC Cabinet, control of the loops is frozen at the
last valid readings until Emergency Manual control is initiated from the BGB
Emergency Operator Panel.
3. ACCS CONTROL BLOCKS AND CONTROLLERS
To enable the ACCS to function, controllers are arranged in the six blocks and
two special control outlined below.
3.1 Master Control Block
3.1.1 Master controller
Determines the Fuel Demand signal from the Steam Flow signal (feed forward
control) and Steam Pressure Control signal (feedback control).
3.1.2 Steaming-up controller
Controls the ‘hot’ re-start of the boiler to follow the Steaming-up Schedule, after
ignition of the base fuel oil burner, within maximum boiler load during steam raising.
3.2 Fuel Control Block
3.2.1 Total fuel controller
Controls the total fuel flow (fuel oil gas) to match the Fuel Demand signal from the
Master Controller. The position of the FO flow control valves and the gas flow control
valves are controlled by split-range control according to the Total Fuel Flow control
signal.
3.2.2 Overload controller
Prevents boiler overload by limiting fuel flow to the burners. The set point of this
controller is automatically set by one or two boilers in use.
3.2.3 Fuel oil boost controller
Fitted to prevent loss of flame when burning dual fuel, by increasing FO flow in
the event of loss of gas due to closure of Master Gas Valve.

3.2.4 Preset fuel oil flow controller 3.4.3 LD compressor surge valve closure controller NOTE:
If both CPU’s should stop, the Auto/Manual control is automatically
Has the following functions: Will signal the Steam Dump Valve to open when the LD Compressor reaches transferred to MANUAL and all controller settings are locked at the last
the surge condition, to increase the boiler throughput at low load condition and allow value.
(a) Minimum FO flow to burners when burning FO only, or dual fuel. the LD Compressor surge valve to close. This is to prevent the compressor tripping
due to overheating. (4) ACC operating position is selected from the Boiler ACC Operator Panel
(b) Recirculating FO flow control when boiler is not burning FO. in the CACC Console (IAS/CACC). On transfer of operating position to IAS,
3.5 Steam Temperature Control Block an alarm will register indicating transfer of control.
(c) FO flow control at burner ignition.
3.5.1 Contains the Steam Temperature Controller, which is of the 3-element type, 4.2 ACCS Alarms
(d) FO boosting when ‘gas only’ burning, if gas is lost due to closure of sensing:
Master Gas Valve, thus ensuring that flameout does not occur. - Primary superheater outlet temperature 4.2.1 The system has self-diagnostic capabilities which are displayed on the System
- Superheated steam temperature Monitor Unit in the ACC Panel and controlled by the Alarm Page key. An Alarm
3.2.5 Preset gas flow controller - Spray water flow Acknowledge key stops the buzzer and flickering of an alarm message, An alarm
message will disappear when the relevant alarm condition is rectified.
Has the following functions: 3.5.2 The superheated steam temperature is controlled by the water spray of the
External Desuperheater. 4.2.2 ACC alarm Groups are as follows:
(a) Minimum gas flow to burners.
3.6 Feed-water Control Block (a) Group 0: Own CPU Trouble Alarm:
(b) Gas flow control at gas burner ignition. - AI Board Trouble (AD Converter failure)
3.6.1 Contains the Boiler Feed-water Controller, which is also of the 3-element type, - CPU Battery Low Voltage (between 1.8 and 2.4V; max 3.0V)
sensing: - Set Value Initialised
3.3 Air Control Block - Steam flow
- Drum level (b) Group 1: Other CPU Trouble Alarm:
3.3.1 Oxygen trim controller - Feed-water flow - Other CPU Stop.
Controls the Excess Air Ratio, to optimise oxygen content of the boiler exhaust 3.6.2 The level controller of the boiler has the following two selectable set points, (c) Group 2: Field Component Alarm:
gas. The controller will stop and its output signal will be held when one of the following operable manually from the CACC panel: - Sensor Failure
conditions occur: - Fixed set point, or - Output Signal Failure
- Variable set point dependent on steam flow - Dual Sensor Deviation High
- Soot blowing - Signal Conditioner Failure
- Steam flow (boiler load) changing 3.7 Sequence Control for Burner Management System
- Steam flow (boiler load) too low 4.3 ACCS Displays
- On/Off of burner The Boiler ACC assists the BMS by providing the following five control functions:
- Imbalance between the number of working burners and open air registers 4.3.1 There are 28 pages of operating information available. These can be accessed on
- oxygen analyser stopped (a) Judgement of fuel condition to change the Fuel Burning Mode. the CRT in the ACC Cabinet (monitor Room) by pressing the CONNECT pushbutton
of the CPU desired and then pressing the appropriate function on the keypad; see
3.3.2 Air flow controller (b) Control for Burner Ignition. System Monitor Unit panel layout below.
Controls the air-flow to match the total fuel flow from the Fuel Control Block (see (c) Ordering No. 2 Burner On/Off.
para 3.2 above). In addition, the following functions are also carried out:
(d) Control of FO Boosting.
(a) Automatic control of Excess Air Ratio by Boiler Load.
(e) Control of the Hot Restart.
(b) Automatic increase of air flow during soot blowing and single-burner
operation. 3.8 Control of FO Recirculation by FO Burning Pump
(c) Automatic Air Flow control during the operation of two boilers with only The position of the FO burning pump recirculation valve is controlled according to
one forced draught fan operating. the FO flow control valve position.
(d) Incorporates an Air Rich circuit to prevent black smoke generation. 4. OPERATING NOTES
4.1 To Start ACCS CPU System

3.4 Steam Dump Control Block 4.3.2 Alteration of data and set points, and adjustment of system parameters is possible
(1) Ensure that instrument air is supplied to all controllers. by using the Data Entry keyswitch and the address of the value to be changed.
3.4.1 Steam dump controller However, before this is attempted, reference should be made to the shipyard
(2) Close circuit-breakers to establish power to the ACCS. Drawings covering the equipment.
Opens the dump valve at high superheated steam pressure.
(3) At the ACC Cabinet in the Monitor Room, select the Master CPU desired
by pressing the relevant SELECT button on the System Monitor Unit. If any (Continued overleaf)
3.4.2 Excess boil-off gas dump controller of the following occur:

- Power failure of CPU, or
If DUMP mode is selected on the CACC panel, will dump steam generated by
- CPU failure detected by Watchdog timer system, or
excess BOG from the cargo tanks; see 3.3 Boil-off Gas System.
- AD Converter failure (AI Board trouble),
the standby CPU will automatically take over process control and an ACC
TROUBLE alarm will register in both the IAS and the System Monitor Unit.
3.10.2
AUTOMATIC COMBUSTION CONTROL SYSTEM (ACCS) (3)
ISSUE 4 - JULY 2007

4.3.4 If an adjustment to system parameters is to be carried out at the System Monitor 4.4 ACCS Operating Modes
Display Type of Key Operations Unit - say an alteration to Gain setting on No. 1 Boiler Steaming-up
No. Display Controller - proceed as follows: 4.4.1 These are tabulated below. Normally, the ACCS will be controlled from the CACC,
1st 2nd Name of Display
either at an IAS Enhanced Operator Station, or from the ACC Operator Panel
ACC - (1) Press the CONNECT pushbutton of the CPU already selected as the ‘master’ in the CACC Console.
1 Overview of ACC & Steam Dump
SDC (relevant SELECT and RUN pushbutton lamps lit).
Overview STC - 4.4.2 Total failure of the ACC cabinet is catered for by the Analogue Back-up Unit
2 Overview of STC & FWR (2) Move the Data Entry Key Switch to the ON position. (see para 2.4), which continuously stores the latest output data for the 12 principal
(Monitoring) FWR
control loops. In the event of total ACC Cabinet failure, control of these loops would
I/O -
3 Process Input/Output Condition (3) Call up the Steaming-up Control CRT display (No. 6) by first pressing be frozen at the last valid readings.
CHECK
the MSTR key and then ‘2’.
- CRT - 4.4.3 Subsequent ACC loop control must be carried out from the BGB, using the
4 (Erases CRT Screen)
CLEAR (4) Press the ADJ MODE key. ACC Emergency Operator Panel. To select control of any loop, the associated
5 1 Master Control changeover switch must be changed from REMOTE to EMERG MANUAL before
MSTER (5) Enter the Control Data Number and new data as follows: using the relevant Decrease/Increase buttons. The gauges on the BGB are used for
6 2 Steaming-up Control
031, SPACE key, 2.1 ENTER key. monitoring when in this mode.
7 1 Total Fuel Control (031 = Steam-up Control, No. 1 Boiler, P (Gain).)
8 2 Overload Control
(6) This will now be stored until a new entry is made. In the event that the entry
9 FO 3 FO Boost Control
is wrong (e.g. bad data format or out of limits entry) an ERROR message will
10 GAS 4 Preset FO Flow Control appear on the keypad. The incorrect entry may be erased by pressing the
11 5 Preset Gas Flow Control ERROR CLEAR key before re-entering correctly.
12 Adjustment 6 FO Recirculation Control (7) On completion, move the Data Entry switch to the OFF position and
13 and 1 Oxygen Trim Control press the CONNECT pushbutton (lamp should extinguish).
14 Monitoring of AIR 2 Air Flow Control
Controllers
15 1 Steam Dump Control ACCS CONTROL POSITION OPTIONS
16 STEAM 2 Excess BOG Dump Control REQUIRED
ACCS CACC
DUMP 3 Compressor Surge Valve Closure OPERATOR
17 CONDITION Engine Room
Control ACTIVITY Monitor Room
Boiler ACC Boiler Gauge Board
IAS (Machinery)
18 STC 1 Steam Temperature Control Operator Panel
19 2 Spray Water Control Monitoring of control Use VDU of EOS5 or Use Emerg Operator Panel
Use VDU 1/2/3/4 Use Operator Panel
20 FWR 1 Level Control conditions System Monitor Unit and BGB gauges
21 2 Feed Water Flow Control
Manual operation of
22 1 Steaming-up Schedule control valves and inlet Use EOS 1/2/3 or 4 Use Operator Panel Use EOS 5 Use Emerg Operator Panel*
Nominated vanes
23 2 Excess Air Ratio Curve
CPU
3 Spray Water Flow x Primary running Use System Monitor Unit
24 Adjustment Change set point Use EOS 1/2/3 or 4 - -
Superheater Outlet Temperature or Use VDU of EOS 5
of
CURVE 4 Set Point of Level Control x Steam
25 Curve Data Adjust Process
DATA Flow Control Signal
(Function Input/Output - - Use System Monitor Unit -
Generator) 5 FO Valve Position x Total Fuel Controller
26
Control Signal
6 Gas Valve Position x Total Fuel Monitoring of control Use Emerg Operator Panel
27 Use VDU 1/2/3/4 Use Operator Panel Use VDU of EOS 5
Control Signal conditions and BGB gauges
Both CPU’s
28 Adjustment 1 Span Data of Transmitter & Other stopped Manual operation of
SYST
of 2 control valves and inlet Use EOS 1/2/3 or 4 Use Operator Panel - Use Emerg Operator Panel*
29 DATA Other
System Data vanes
Monitoring of control Use Emerg Operator Panel

- - -
Total Failure of conditions and BGB gauges
ACC
Manual operation of
Cabinet
control valves and inlet - - - Use Emerg Operator Panel*
vanes
*Note: Appropriate changeover switch(es) on BGB Emergency Operator Panel must be switched from REMOTE to EMERG MAN position.
AUTOMATIC COMBUSTION CONTROL SYSTEM (ACCS) (4) 3.10.2
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ISSUE 4 - JULY 2007

4.5 Operating the ACCS from the IAS 4.5.4 The following control fatalities and indications are communicated between the ACC
Cabinet and the IAS:
4.5.1 As stated before, monitoring and control of the ACCS can be transferred to the IAS
by moving the IAS/CACC changeover switch on the Boiler ACC Operator Panel in the
CACC to the IAS position. Item Indications Set Point Manual
Control from Operation
4.5.2 The following principal Machinery IAS Custom Displays ‘2’ and ‘3’ above) IAS from IAS
are available:
Master Controller PV/SP/Output X X
- C-28 Machinery Condition (monitoring only) (1 Loop)
- C-32 Boiler Control (overview, monitoring only)
Gas Flow Control PV/Output X
- C-46 Steam Dump (monitoring and manual operation of steam dump
control) (2 Loops)
FO FLow Control PV/Output X

Other associated Custom Displays are C-34, C-35 and C-36 Motors (for pumps and
fans). (2 Loops)
Air Flow Control PV/Output X

4.5.3 The principal Machinery IAS Group Displays associated with the ACCS, and
boiler control generally are within G-061 to G-152 inclusive. Typical Group Display (2 Loops)
information is shown in ‘4’ above, in succeeding paragraphs.
FWR (Level) Control PV/SP/Output X X
Control Slot (CS-1): (2 Loops)
The Operator Point Mode indicated will be one of the following (as selected at
STC (Temp) Control PV/SP/Output X X
Operation Point OP-1):
(1 Loop)
(a) ‘A’ - Auto Mode:
Steam Dump Control PV/SP/Output X X
Set point (SP) manipulation is available from IAS, Output is from the
ACC Cabinet. (1 Loop)

FO Recirc Valve PV/SP/Output X X
(b) ‘M’ - Manual Mode:
SP manipulation is not available (SP is tracking PV, the Process Variable). Control (1 Loop)
Output manipulation is available from the IAS. Control Position Status
(IAS/CACC)
(c) ‘S �’ - Sequence Control Mode:
The Operation Point is controlled by an Application Program and no Control Mode Status X
operator manipulation is possible. (Auto/Manual)

Operation Point (OP-1): ACCS Condition Status
Selection of AUTO or MANUAL for a given Operation Point can be carried out at the (Nor/Fail)
IAS.
Indication Points (ID-1) and ID-2):

Show the ACCS control position, IAS or CACC, as selected at the CACC panel (see
para 4.5.1) and the ACCS condition (NOR = normal). In the event of a BOILER ACC
FAIL condition, the operating mode for the relevant (or all) Operation Point(s) will
automatically be set to MANUAL.
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AUTOMATIC COMBUSTION CONTROL SYSTEM (ACCS) (5) 3.10.2
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
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3.11.1 MAIN TURBINE AND GEARBOX (OVERVIEW)

1.1 GENERAL 2.3 Allowable Steam Pressure and Temperature 2.8 Direction of Propeller

1.1 The main propulsion plant consists of a High Pressure (HP) turbine and a low All parts of the turbine are designed to withstand maximum pressure and temperature For normal ahead operation, the propeller turns clockwise when viewed from aft.
Pressure (LP) turbine, located side by side and connected by a steam crossover pipe at the rated steam conditions. The following are the allowable steam conditions:
(an arrangement known as cross-compounding). A single astern turbine is within the 2.9 Turning Gear
LP turbine casing. Pressure
Continuous rating 7.5 kW, 440V, 3-phase, 60Hz
1.2 The main reduction gearbox is of the double reduction, tandem articulated type. Highest Allowable Steam Pressure 6.4 MPa Motor speed 1800 rev/min
The teeth of the gears and pinions are cut in a double helical arrangement with Propeller revolution approx 0.121 rev/min
the helices separated. The HP and LP turbines are individually connected to their Emergency Steam Pressure
respective first reduction pinions by means of flexible couplings. Both are alike in (not more than 12 hours per year) 7.0 MPa 2.10 Main Condenser
their arrangement and function, differing only in respect of their first reduction
tooth ratios. Each first reduction pinion meshes with a first reduction wheel. Two Temperature Type Radial flow surface type,
second reduction pinions are driven, through flexible couplings, by the first with dump steam chamber
reduction wheels. The two second reduction pinions mesh with the main wheel. Highest Allowable Steam Temperature 518°C Cooling surface 2640m2
The first reduction gears are located forward of the second reduction gears. The
Cooling water quantity 12,700m3/h
general arrangement of the gears is shown in the diagram above. Emergency Steam Temperature Tube material Titanium
(within 400 hours per year) 524°C
1.3 Propeller thrust in both ahead and astern directions is absorbed by ‘Michell’ type
thrust bearings, located in the main thrust block aft of the gearbox. Emergency Steam Temperature
(within 80hours per year and less than
1.4 Shaft turning gear is provided and drives through the end of the HP first reduction 15 continuous minutes) 538°C
opinion via bevel gears. The electric motor is reversible and drives through a
planetary gearbox. 2.4 Turbine Stages
2. DESIGN DATA HP Turbine One 2-row Curtis and six Rateau stages
LP Turbine Four Rateau and three Reaction stages
2.1 Turbine Type Astern Turbine Two 2-row Curtis stages
Mitsubishi Nagasaki impulse-reaction cross-compound single flow steam turbine. 2.5 Steam Extraction
Cascade Bleed From HP turbine 4th stage

Rating
1st Bleed From HP turbine exhaust
2nd Bleed From LP turbine 3rd stage
Normal Astern
Characteristics (maximum
Continuous 2.6 Turbine 1st Stage Nozzle Arrangement
Rating)
Shaft Horsepower (kW) 17,140 approx 6860 Number of Diameter
Nozzle Control Valve Lift (mm)
HP Turbine (rev/min) 6665 - Nozzles (mm)
(LP) Turbine (rev/min) 4435 approx 3105 No. 1 Valve 9 47.5 44.3
Propeller (rev/min) 76.0 approx 53.2 No. 2 Valve 9 47.5 32.3
No. 3 Valve 8 47.5 25.3
NOTE: No. 4 Valve 8 47.5 18.3
There is no critical speed range for this installation.
Astern 50 8032
2.7 Reduction Gear

2.2 Rated Steam Conditions
1st Reduction 2nd Reduction
For normal output, the ahead turbine is designed to operate at the following
steam conditions: HP LP HP LP
Wheel Wheel Wheel
Pinion Pinion Pinion Pinion
Inlet Steam Pressure 5.9 MPa Speed at MCR
Inlet Steam Temperature 510°C (rev/min) 6664.9 617.7 4435.0 563.9 617.7 563.9 76
Vacuum at the Condenser Top No of teeth 42 464 59 464 63 69 512
(When Sea Water Temperature is 27°C) -95 kPa PCD (mm) 248.3 2679.7 340.7 2679.7 582.0 637.4 4730.0
3.11.1
MAIN TURBINE AND GEARBOX (OVERVIEW)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SP/SW/SR/SE/SM
3.11.2 MAIN AND AUXILIARY SALT WATER SYSTEM MA - PH 102, MA - PH 105

1. PUMP AND SCOOP SYSTEM 3.3 Injection points are placed as follows: 4.2 Auxiliary Circulating System
1.1 The main salt water circulating system provided for the main condenser and (a) Sea chests, port and starboard, for general service, including fire and (1) Ensure the sea chest vents VPH251 and 252 are OPEN. OPEN sea
lubricating oil cooler comprises an inlet scoop, a main salt water circulating pump, bilge salt water pump systems. chest valve VPH002 or 003.
overboard discharges and associated valves and pipework.
(b) Sea chests, high and low, starboard side, for main and auxiliary (2) OPEN auxiliary condenser water box vent valves to purge any entrapped
1.2 At sea, under normal operating conditions, sufficient circulating water is provided condensers and LO cooler. air, then CLOSE and ensure that the water box drains are firmly CLOSED.
by the scoop system with the main circulating pump on standby. The main circulating
pump is bought into service when the ship is moving at reduced speeds, or astern, (c) Scoop inlet. (3) OPEN manual pump suction valve VPH005 and manual secondary
and during harbour manoeuvres. Circulating water is delivered in each case to the discharge valve VPH011 and locally operated valve overboard VPH012.
main condenser and lubricating oil cooler. 3.4 The carbon steel body of the Hychlorator and associated injection pipework are
lined with polyethylene or hard rubber and the downsteam valves are titanium ball (4) START auxiliary circulating pump from Display C-05, monitor on C-38,
1.3 Automatic changeover from pump circulation to scoop circulation occurs when valves, to prevent attacks by water containing high concentrations of chlorine. and OPEN pump discharge valve CPH007.
the pump/scoop system is in AUTO mode and the ship mode set at NOR, and shaft
speed reaches approximately 53 rev/min. There is a 10-minute time delay to allow the 4. INSTRUCTIONS 4.3 Supply Main System From Auxiliary Circulating Pump
ship to gain speed under normal conditions, or to prevent the scoop changeover IF
the main turbine time schedule is bypassed and Emergency Full Ahead is requested 4.1 Main Circulating System With the pump running as described in para 4.2, OPEN manual cross-over
during manoeuvring. The change from scoop to pump occurs at shaft speeds less valve VPH013 and supply main condenser through valve VPH008 with discharge
than 42 rev/min. Motorised valves in the discharge lines from the pump and scoop are (1) Ensure that sea chest vents VPH251 and 252 are OPEN. overboard valve VPH009 OPEN. CLOSE in valve VPH011 to maintain minimum
opened or closed sequentially by the changeover. cooling water through the auxiliary condenser.
(2) OPEN main condenser water box vents and leave them open. Ensure
1.4 Control of the scoop and main circulating pump is effected from the IAS in the that water box drains VPH 032 and 033 are firmly CLOSED. 4.4 Supply Auxiliary System From Main Circulating Pump
CACC through Displays C-05, C-29, C-35 or G-052. The auxiliary circulating pump is
controlled through Displays C-05, C-35, C-38, C-46 and G-052. (3) OPEN main engine lubricating oil cooler vent valves to purge air, then (1) Ensure that sea chest vents VPH251 and 252 are OPEN. OPEN
CLOSE. Ensure that drain valves are firmly CLOSED. valve VPH002 (high suction) or VPH003 (low suction). Ensure that auxiliary
1.5 The main circulating pump is a vertical centrifugal pump driven by a 110kW circulating pump discharge valve VPH007 is CLOSED.
electric motor and delivers 6500m3/h of water at a total head of 3m (3000m3/h at 6m). (4) OPEN main circulating pump suction valve VPH004 and other manual
An identical pump is provided to meet the requirements of the auxiliary condenser. valves in line to and from main condenser and lubricating oil cooler VPH008, (2) OPEN main circulating pump suction valve VPH004, crossover
Both pumps take suction from a manifold connecting the high and low sea chests. The 022 and 023. valve VPH013 and auxiliary condenser outlet valve VPH012, then auxiliary
two condenser system can be cross-connected. condenser inlet valve VPH011. CLOSE crossover valve VPH008.
(5) At Display C-05, select MANUAL, OPEN main sea inlet valve VPH002
1.6 System alarms are monitored through Display A-05; they are as follows: (high suction) and discharge overboard valve VPH009. Select PUMP mode (3) START main circulating pump and OPEN pump discharge valve VPH006.
and start main circulating pump. Confirm that valve VPH006 has opened.
- Main circulating pump 4.5 Operate Chlorinator
- Main circulating pump discharge valve NOTE:
- Auxiliary circulating pump High suction is used when in harbour. Low suction is used at sea when the (1) Open water supply valve VPH301 from main CCS cooling salt water
- Auxiliary circulating pump discharge valve. depth of water allows. service and ensure that the flowrate is in the green zone on the inlet
flowmeter.
1.7 In the event of flooding of the lower engine room, all valves of greater than (6) AUTO mode can be selected at any time and the transfer of mode to
400mm diameter can be closed from the Fire Control Centre or from the Monitor SCOOP will commence when the conditions are correct, see paragraph 1.3 (2) At local panel, press pushbutton No.1 to start Hychlorator.
Room, using a stored energy system of actuators. Valves are also provided with a above.
local manual operating facility. (3) Adjust valves VPH302, 303 and 304 to give required injection rates at
NOTE: port and starboard sea chests, high or low sea chests, and scoop
2. SAWDUST INJECTION The following conditions must be met before either PUMP mode or respectively. The required rates are tabulated below:
SCOOP mode is allowed.
A sawdust injection box is connected to the main condenser sea water inlet
Condition NSG/Gas Burning Loading Unload/Manoeuvre
piping. Sawdust from this box can be injected into the sea water side of the condenser At Monitor Room Sea Valve Panel:
using the salt water service system as the motive power. This action (performed only
in an emergency when leaking condenser tubes are suspected) reduces the degree
of contamination of the steam side (condensate) by salt cooling water.

-
-
-

High sea chest valve VPH002
Low sea chest valve VPH003
Main condenser overboard
discharge valve VPH009
} On REMOTE for
IAS operation
Sea Chest
Rate m3/h
Approximate
Scoop
22
Lo/Hi
-
P/S
2.0
Scoop
-
Lo/Hi
20.4
P/S
3.6
Scoop
-
Lo/Hi
20.4
P/S
3.6
3. CHLORINATOR - Scoop inlet valve VPH001 on REMOTE

Output
3.1 The Daiki Hychlorator generates hypochlorite by electrolysis of sea water. Sea At Main Switchboard Terasaki Group Starter Panels: Current (A) 4600 2500 2500
water fed to the unit from the main CCS cooling salt water pump is electrolysed - Main circulating pump on AUTO
as it passes between platinum-coated, titanium-plate anodes and stainless steel - Main circulating pump discharge valve VPH006 on AUTO NOTES:
cathodes.
On IAS Screen C-05: (a) If two circulating pumps are running, the output current is as per the
3.2 In electrolysing 24m /h of sea water, the system produces enough chlorine to
3
- High sea chest valve VPH002 at OPEN or Low sea chest NSG/Gas Burning condition.
treat 14,150m3/h at a dosage rate of 0.3ppm. This is sufficient to prevent the adhesion valve VPH003 at OPEN
and growth of marine organisms, such as barnacles, in the treated salt water systems - Main condenser overboard discharge valve VPH009 at OPEN (b) The injection nozzle block valves are solenoid-operated and are linked
and equipment. with the pump/scoop system so that, whichever sea valve is open the
corresponding chlorine injection valve is open.
(c) Output current should be set to give excess chlorine of 0.01 ppm at
SW overboard.
3.11.2
MAIN AND AUXILIARY SALT WATER SYSTEM
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
3.11.3 TURBINE AND GEARBOX LUBRICATING OIL SYSTEM
MA - PK 102

1.1 The Turbine and Gearbox LO System compromises a single direct-drive main
LO pump, two motor-driven auxiliary LO pumps, LO Cooler, auto-backwash filter (200
micron), LO sump tank with suction strainer and magnets, and LO gravity tank. A gear
case dehumidifier is also provided.
1.2 The direct-drive main LO pump is a horizontal gear type pump with a capacity
of 150m3/h at 2.5 MPa. The auxiliary LO pumps are of the centrifugal type, each
have a capacity of 150m3/h at 1.5 MPa. Two control oil pumps of the horizontal vane
type with a capacity of 2.4m3/h at 1.5 MPa are also provided. The control oil tank is
continuously replenished from the main LO system through an orifice plate and with
overflow back to the LO sump tank. See 3.12.2 Turbine Remote Control System.
1.3 LO is supplied to the system by the main LO pump when the shaft speed is about
65 rev/min. The auxiliary LO pumps are automatically started and stopped by falling
LO pressure and by signal from a propeller speed transmitter at 60 rev/min.
1.4 Both auxiliary LO pumps are capable of being operated locally and from the IAS in
the CACC through Displays C-04, C-30, C-35 or G-41.
1.5 The system pressure is maintained at 0.12 MPa by a pressure control valve located
at the inlet to the auto-backwash filter. System temperature is maintained at 44°C
by a modulated temperature control valve located on the downstream side of the LO
coolers. The LO pressure and temperature are monitored through Displays C-04,
C-30 and C-31. The temperature may be adjusted through Display C-04 or G-41. If (1) If the temperature of the LO is below 25°C, manually OPEN steam
the temperature is lower than 25°C the engine should not be turned. The oil in the valve VPB139 and drain valve VPD241 to heat the contents of the LO sump
system can be heated either by running the oil through the LO purifier heater or by use tank, or alternatively, operate the LO purifier system; see 5.2 Lubricating Oil
of the steam heating coil in the LO sump tank. System.
1.6 The LO gravity tank has capacity of 15m3 and is filled from the LO system. An (2) Manually OPEN the LO system valves from the discharge of both
overflow returns excess oil back to the LO sump tank through an observation sight auxiliary LO pumps (VPK001 and VPK002), through the auto-backwash
glass. The capacity of the LO gravity tank is sufficient to provide adequate lubrication filter and the LO cooler (VPK001 and VPK015), to the turbine bearings and
for the longest possible rundown time of the machinery after a blackout plus 50%. This reduction gearbox.
time is not less than 20 minutes.
(3) Start the selected auxiliary LO pump from Displays C-04, C-30, C-35
1.7 The LO sump tank has a storage capacity of 45m and is sufficient to hold the
3 or G-41.
contents of the complete system including the LO gravity tank. The normal capacity is
25m3. The contents of the LO sump tank and LO gravity tank are monitored through (4) Ensure that the LO gravity tank is filled through valve VPK023 and
Display C-30. The sump tank level is displayed as a bar graph. needle valve VPK024. When the tank is full, CLOSE valve VPK023.
1.8 Vents from the gear case are led to atmosphere at the casing top. Drains from (5) When the LO temperature is above 25°C, shut off the steam heating.
the auto-backwash filter are let back to the LO sump tank through a sludge collector. Ensure that the LO cooler sea water supply and return valves VPH022 and
VPH023 are OPEN.
1.9 LO system alarms for the main turbine, gearbox and shafting are monitored
through Display A-04. The alarms are as follows: (6) Ensure that the system pressure is automatically maintained at 0.12
MPa and adjust the temperature set point to 44°C through Displays C-04 or
LO sump tank level high Normal level + 620mm (44m3) G-41.
LO sump tank level high Normal level - 380mm (14m3)
LO gravity tank level low 1770mm (10m3) (7) When the main turbine runs up to speed, ensure that the main LO
LO leak tank level high 450mm (60 litres) pump takes over and the auxiliary LO pump reverts to standby. The
Low LO pressure 0.07 MPa transfer from auxiliary to the main LO pump takes place at about 65 rev/min
Auto-backwash filter 0.5 MPa differential pressure or with the LO pressure at about 107 kPa. The transfer from main LO pump to
Main LO inlet temperature high 54°C auxiliary LO pump takes place at 60 rev/min or with the LO pressure at
Main LO inlet temperature low 34°C about 93 kPa. The standby auxiliary LO pump automatically starts when the
pressure falls to 69 kPa.
1.10 The LO sump tank is replenished from the LO storage tank via valve VPK166
and rundown valve VPK169, common with return from LO deaeration tank. (See 5.2
Lubricating Oil System). Normally, the LO purifier will be in use on the main turbine
sump tank continuously.
SM/SE/SW
3.11.3
TURBINE AND GEARBOX LUBRICATING OIL SYSTEM
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
ALL
3.12.1 MAIN TURBINE OPERATING PROCEDURES (1) - STARTUP/SHUTDOWN OPERATIONS

CONDENSATE SYSTEM AND LO SYSTEM TURBINE AND STEAM LINE
SALT WATER SYSTEM 3.11.3
▼
OPEN CHECK CHECK
SEA WATER INLET & OUTLET VALVES OF MAIN OIL LEVEL IN LO SUMP TANK TURBINE EMERGENCY TRIP; EMERGENCY HAND TRIP SPEED DOWN
►
CONDENSER LOW LO PRESSURE TRIP
3.11.2 ▼ ▼
▼
OPEN STOP
▼ DELIVERY VALVES OF AUXILIARY STOP
LO PUMPS CONTROL OIL PUMPS
START
MAIN CIRCULATING PUMP (MOTOR DRIVEN)
▼ ▼
OPEN FINISH WITH ENGINE
▼ ▼ TURBINE DRAIN VALVES
CHECK OPEN ▼
CONDENSATE LEVEL IN THE CONDENSER ▼
AIR VALVE AND CLOSE DRAIN VALVE OF
IF THE LEVEL IS LOW, SUPPLY ‘MAKE-UP’ ENSURE CLOSE
DELIVERY LO STRAINER
WATER. 3.6 AHEAD AND ASTERN MANOEUVRING VALVES ARE CLOSED MAIN STEAM STOP VALVE
▼ ▼
▼ ▼
OPEN OPEN ▲ ▲ ▲
SET INLET & OUTLET VALVES OF LO COOLER STOP
CONDENSATE RECIRC VALVE BYPASS VALVES FOR AHEAD STOP VALVE (2 VALVES) CONTROL OIL PUMPS
▼ ▼
▼ ▼
CLOSE DRAIN VALVES AND OPEN AIR OPEN
OPEN BYPASS VALVES FOR AHEAD NOZZLES ON OPEN
VALVE OF LO COOLER
SUCTION VALVES FOR BOTH TURBINE (2 VALVES) CHECK AUTO TURBINE AND STEAM LINE
CONDENSATE PUMPS DRAIN VALES
▼ ▼
SET OPEN ▼
▼ LO TEMPERATURE CONTROLLER TO 44ºC BYPASS VALVE FOR MAIN INTERMEDIATE STOP VALVE TO
START WARM THROUGH MAIN STEAM PIP BETWEEN BOILER ENGAGE AND START
MAIN CONDENSATE PUMP OUTLET AND TURBINE TURNING GEAR
▼
▼ START ▼ ▼
MOTOR DRIVEN LO PUMP ENGAGE AND START
OPEN ► STOP
DELIVERY VALVES OF MAIN TURNING GEAR VACUUM PUMP
CONDENSATE PUMPS ▼
OPEN ▼
▼
SEA WATER INLET & OUTLET OPEN
▼ WHEN THE CONDENSATE VACUUM DROPS TO
VALVES OF LO COOLER GLAND LEAK-OFF VALVE
START LESS THEN -7kPa CLOSE
◄
GLAND EXHAUST FAN ▼ GLAND SEAL STEAM VALVE
▼
OPEN
▼ CHECK GLAND SEAL STEAM VALVE 3.8.2 ▼
START OIL LEVEL IN LO TANK AND
STOP
VACUUM PUMP AFTER CONFIRMING THE CONTROL OIL TANK AND CHECK ▼
MAIN FEED PUMPS WITH MECHANICAL SEALS
WATER LEVEL IN SEPARATOR TANK AND THE GOVERNOR HEAD TANK OVERFLOW SUPPLY
WATER FLOW TO SEAL WATER COOLER STEAM TO THE GLAND PACKINGS ▼
▼
▼ STOP
▼ START CONDENSATE PUMP
CONTROL OIL PUMP CONTINUE TURNING OPERATION FOR HALF AN HOUR ▼
CONDENSER CHECK
VACUUM ABOUT - 95kPa
▼
▼ ▼
STOP
CHECK OPEN
▼ SALT WATER CIRCULATING PUMP
CONTROL OIL TANK OVERFLOW MAIN INTERMEDIATE STOP VALVE AND CLOSE THE
BYPASS VALVE
▼
REQUEST WHEELHOUSE FOR PERMISSION TO TRY ENGINE
TRY ENGINE ◄
▼ ▼
DISENGAGE STOP
▼
TURNING GEAR TURNING GEAR
OPEN ▼
AHEAD STOP VALVE FULLY ▼
▼
START
▼ CONTROL OIL PUMPS DISENGAGE
AUTOMATIC SPINNING TURNING GEAR
MAIN TURBINE START-UP ▼
ENSURE ▼
▼
AHEAD AND ASTERN MANOEUVRING VALVES ARE CLOSED STOP
STANDBY LO PUMP
▼
▼ OPEN
▼
LEAVE PORT AHEAD STOP VALVE SLIGHTLY AND CLOSE BYPASS VALVES
CLOSE
▼ DRAIN VALVE
▼ CLOSE
OPEN SEA OPERATION BYPASS VALVES FOR AHEAD NOZZLE ON TURBINE ▼
FINAL STOP
▼
NORMAL OPERATION MAIN TURBINE SHUTDOWN

1.1 GENERAL (a) Emergency Hand Trip: (24) Use pushbutton control to OPEN Ahead to 28mm lift, then SHUT to
(i) OPEN ahead nozzle control valve, using telegraph approximately 2.8mm to keep turbine rolling ahead at 5 rev/min. Use TV
1.1 The following instructions relating to main turbine operation are grouped
control lever. camera to monitor a point ashore for ship movement.
numerically and correspond generally to the flow diagrams shown above.
1.2 These instructions include the following procedures: (ii) Turn Emergency Hand Trip switch to TRIP. Check ahead (25) When gangway is removed and clear, FULLY OPEN intermediate stop
nozzle control valve is fully CLOSED. valves and CLOSE bypass valves .
- Main turbine operations from cold through to full away and up to speed .
- Manoeuvring (b) LO Low Pressure Trip:
(26) With pushbutton control, ‘Blast’ turbine 10 rev/min ahead, then 10 rev/min
- Main turbine shutdown astern, to warm main turbine to approximately 350°C before standby
- Main turbine emergency operation (i) OPEN ahead nozzle control valve, using telegraph
control lever.
NOTE:
(ii) CLOSE inlet valve of pressure switch for LO low pressure
2. INSTRUCTIONS In pushbutton control, auto spin is inhibited. Watch shaft revolutions.
trip and GRADUALLY OPEN release for pressure switch.
2.1 General (iii) Ahead nozzle control valve should TRIP at a LO pressure
(27) 30 minutes before Standby, START diesel generator (GRP-C24) and
of 0.05 MPa.
2.1.1 During normal ship port operations, the main turbine is to be kept in a state of turn Number of Generator Control to OFF (Duty Engineer to visually inspect
readiness should the ship be required to leave the wharf at short notice. engine).
NOTE:
Tests of Overspeed Preventer and Interlocks should be carried out in accordance with
2.1.2 Woodside Operations - Marine Pilotage and Port Operations Manual, and North West (28) Select Ship Mode ‘Ballast’ or ‘Laden’ and Disposal Mode ‘Non’.
individual operator’s requirements, following the manufacturers’ instructions.
Shelf LNG Standard Guidelines for Cargo Handling, Chapter 2, Section 2(11) should
be referred to for individual requirements of the loading and discharge terminals. (9) STOP control oil pumps. (29) 10 minutes before Standby, while in contact with Wheelhouse via
Generally, the following must be observed: telephone, change to Lever control and, from the CACC, try engines with
(10) Ensure main steam strainer, HP steam chest and turbine casing drains telegraph Dead Slow Ahead and Dead Slow Astern.
(1) Intermediate stop valves to be CLOSED with bypass valves open are OPEN.
sufficiently to provide steam for warming through. The turbine control oil pumps
(11) Ensure the ahead stop valve and ahead nozzle warm through bypass valves (30) Change to Wheelhouse control and Try Engines with telegraph, Dead
will be STOPPED. Slow Ahead and Dead Slow Astern.
(4) are OPEN.
(2) Turning gear ENGAGED and the main turbine TURNED continuously while
the ship remains alongside. (31) Select Auto SPIN and wait for standby.
(12) ENGAGE and START turning gear; confirm turbine rotor is turning.
(3) Turbine casing, steam chest and HP steam chest drains remain OPEN. NOTE: Any problems, change to CACC pushbutton and stop turbine.
(13) Supply steam to turbine gland steam system; see 3.8.2 Reduced
(4) Gland steam sealing remains in operation. Pressure Steam Ranges. Pressure is maintained between 0.01 and 0.02 MPa
(32) Select AUTO SPIN and wait for STANDBY.
by two pressure controllers. Monitoring is on Display C-29. When gland steam
(5) Condensate and salt water services remain in operation. is being suppled, the turbine rotor must be turned continuously.
NOTES:
1. To reset Overspeed trips when in Auto Spin mode, switch auto
(6) Condenser vacuum is maintained. (14) START gland condenser exhaust fan locally; monitor on Display C-05.
spin switch to BY-PASS, then back to AUTO SPIN when the
propeller has stopped. This may also entail pressing RESET on the
(7) Ahead stop and ahead nozzle warm through bypass valves (4) OPEN. (15) With boiler intermediate stop valves VPA001 and VPA002, and turbine
Turbine Control Panel in the Monitor Room if the tugs are trailing the
ahead stop valve and astern manoeuvring valve CLOSED, GRADUALLY
ship too fast through the water for the propeller to stop.
OPEN intermediate stop valves bypass valves to FULL OPEN.

2.2
Main Turbine Operations from Cold Through to Full Away and Up To Speed
2. When testing telegraphs, control oil pumps to be stopped and
(16) START main condenser vacuum pumps as follows:
2.2.1 Main turbine preparation from cold and through to standby turning gear engaged. If not, then select push button control in

CACC before telegraph is moved.
(1) Prepare and START salt water system; see 3.11.2 Main and Auxiliary (a) OPEN SW cooling for both vacuum pumps, using valves VPH121,
Salt Water System. VPH122, VPH123 and VPH124; see 5.3.1 Salt Water System.
(b) OPEN condensate make-up valves and VPF164 and VPF165.
(2) Prepare and START condensate system; see 3.6 Condensate System. (c) START selected pump locally or from Display C-05 or C-35. The
pumps are arranged for auto changeover by low voltage or low
(3) OPEN gland leak-off valve between main turbine and gland condenser. vacuum.
(d) Raise condenser vacuum to -95 kPa.
(4) Prepare and START main turbinel oil system; see 3.11.3 Main Turbine and

Gearbox LO System. Prepare and START Sterntube LO and Sealing
(17) Using the turning gear, rotate the turbine rotor for a minimum of 30 minutes.
System, see 3.13.
(5) Ensure sump oil tank level is correct and overflow of control oil and (18) When manifold arms are disconnected and clear establish communications
governor head tanks are normal. Ensure overflow from LO gravity tank. with Wheelhouse
. and obtain watchkeeping officer’s consent to try Main
Turbine

(6) Using either starter or IAS Displays C-04 or C-35, START control oil pump.
Ensure STANDBY indicator illuminates for standby pump. (19) STOP and DISENGAGE turning gear.
(7) Ensure turbine LO pressure is 0.12 MPa and control LO pressure is (20) CLOSE ahead stop valve and turbine nozzle warm through bypass
1.5 MPa. Re-check control oil tank overflow. valves (4).
(8) With boiler intermediate stop valves, ahead stop valve, astern manoeuvring (21) Put astern guard valve back to normal position and ensure pin for
valve and astern guard valve all CLOSED, TEST turbine Emergency Hand Manual Operation has been removed.
Trip and LO Low Pressure Trip as follows: (22) SLOWLY OPEN ahead stop valve and lock in position.
(23) With telegraph at STOP and PUSHBUTTON control selected, start control
oil pump, ensuring other pump goes to standby.
SA/SP/SW/SR/SE/SM
3.12.1
MAIN TURBINE OPERATING PROCEDURES (1)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
ALL
3.12.1 MAIN TURBINE OPERATING PROCEDURES (2) MA - PA 103

2.2.2 Main turbine operations at full away (3) The main turbine is not to be operated at full power astern for longer (6) For turbine shutdown to cold, STOP vacuum pump.
(1) Answer sub-telegraph ‘R/U’, put Auto Power Reduce to NORMAL. than 120 minutes.
(7) When condenser vacuum drops to -7.0 kPa, CLOSE gland seal steam
(4) The astern guard valve will close when the telegraph control lever is at supply valve.
(2) Take HFO and DO counter readings.
Record DO service tank level. HALF AHEAD or above.
CAUTION
Control mode automatically changes from MANOEUVRE to NOR.
IF GLAND SEALING IS STOPPED BEFORE VACUUM IS LOW ENOUGH, COLD
2.3.2 Manoeuvring and normal control zone changeover AIR INGRESS INTO THE TURBINE VIA THE GLANDS MAY CAUSE ROTOR
(3) Change to Gas Only firing (GRP-C08/C09).
DISTORTION.
(1) Changeover from Manoeuvring to Normal mode is made automatically,
(4) Take D/G off load and change Number of Gen Control to ON (GRP-C24). by comparing telegraph control lever position with ahead nozzle valve lift. (8) STOP main condensate pump. CLOSE main condenser condensate
Stop second main CCS FW pump (GRP-C36), if two diesels were on. The mode change signals: recirculation valve.
(Check with Bridge for Traffic, etc., first).
(a) Closure of turbine drain valves. (9) Keep main circulating pump running until LP turbine exhaust
(5) Check astern guard valve, spray valve, and four turbine drain valves temperature has dropped.
are SHUT (GRP-C29). (b) Closure of condenser condensate recirculating flow vale.
Check feed pump recirc valve is SHUT (GRP-C14). (10) To prevent rotor distortion, keep turbine turning for at least six hours
Check condenser recirc valve closes (GRP-C05). (c) When Bleed System AUTO is selected on Display C-29, 1st until turbine is cooled through properly.
Check cascade bleed valve has opened (GRP-C29). stage and cascade bleed valves operate; see 3.8.2 Reduced
Pressure Steam Ranges. (11) When turning is complete, STOP and DISENGAGE turning gear, then
(6) After 10 minutes, check main condenser has changed over to scoop STOP auxiliary LO pump.
(GRP-C05). (d) When Scoop System AUTO is selected on Display C-05 and
shaft speed is greater than 53 rev/min, Main SW cooling system
(7) Above 65 rev/min, check turbine aux LO pump is off, and turbine will change over to scoop after 10 minutes; see 3.11.2 Main and (12) When the main turbine is shut down for long periods, the condensate in
bleeds have changed from cascade to 1st stage (GRP-C30 and GRP-C29). Auxiliary Salt Water System. the condenser is to be pumped out to prevent corrosion. The drain valve
before the ahead nozzle control valve is to be kept OPEN to prevent steam
(8) Trim VRU1.SP to 80 for full speed and 70 to 75 for slow speed (e) Main feed water pump recirculating valve will close; see 3.5 leakage into the turbine. All other drain valves are to be CLOSED.
steaming (GRP-106). Boiler Feed Water System.
(9) Set boiler feed water chemical pumps to ‘At Sea’ condition. (f) With Automatic Speed Increase control switched on and
(Thereafter, 3/E will adjust as required). telegraph control lever set to required speed, turbine speed will (Continued overleaf)
increase according to time schedule function, see 3.12.2 Main
(10) Adjust Chlorinator to ‘At Sea’ setting. Turbine Remote Control System.
2.2.3 Main turbine operations once full away and up to speed (2) The reverse occurs when telegraph control lever is moved from
NORMAL to MANOEUVRING. The scoop system will revert to the main
(1) Soot blow both boilers. circ pump at 42 rev/min, or at Normal to Manoeuvring changeover.

(2) Take Main Fire Pump off Auto Start (cargo GRP-C09).
(3) Check that second steering motor is turned off. 2.4 Main Turbine Shutdown
(4) Select Duty Engineer’s cabin alarm ON before departing CACC. (1) When FINISH WITH ENGINE is ordered, CLOSE the intermediate
stop valves and ahead stop valve.
2.3 Manoeuvring
(2) Ensure ahead nozzle valves, astern manoeuvring and astern guard
valves are CLOSED. STOP turbine control oil pumps.
2.3.1 Astern operation
(1) During astern operation, water is sprayed into the astern turbine steam (3) Check that all drain valves associated with main turbine are OPEN.
exhaust in order to limit the temperature exhausting into the
condenser. Spray water is supplied from the main condensate pumps; (4) ENGAGE turning gear and START turning the turbine.
see 3.6 Condensate System. Take-off point is prior to the first stage
feedwater heater. Spray water is controlled by opening of the astern (5) For normal port operation, continue turning until next departure, while
manoeuvring valve; manual isolating valves must be kept open. Water spray maintaining the condenser vacuum. The turbine may be started immediate-
does not operate during auto spin function. Monitoring is via Display C-05. ly for departure. (Intermediate stop bypass v/v’s OPEN and M/T warming
valves open (4)).
(2) Following prolonged full power astern running, rapid increases in
ahead power are to be avoided. Turbine speed should be increased
gradually, controlled by the time schedule of the Normal control zone. This
will take approximately 80 minutes to achieve full power ahead. Other than
in an emergency, full power ahead should not be restored in less than 30
minutes.
SA/SP/SR/SM
3.12.1
ISSUE 4 - JULY 2007

2.5 Main Turbine Emergency Operation (see diagram above) 2.5.4 Shaft limitations in emergency operation
NOTE: - HP turbine only: 5459kW x 52.1 shaft rev/min

The following is offered for general information only. Before emergency operation
is contemplated, the manufacturer’s operating manual is to be closely studied. - LP turbine only: 5920kW x 53.2 shaft rev/min
2.5.1 General 2.5.5 Local handwheel control
If either the HP or the LP turbine becomes inoperative, the remaining turbine can (1) Should turbine remote control become inoperative, ahead nozzle valve
be operated. This is achieved by disconnecting the affected turbine and replacing inlet and astern manoeuvring valve can be controlled by handwheels fitted to
or crossover piping by emergency pipework. Desuperheated steam only is used for their respective electric valve positioners.
emergency operation. It is supplied via portable pipework (100PA071) fitted between
valve VPA066 (downsteam of the large external desuperheater) and the main turbine (2) In the event of control oil failure, ahead nozzle valve, astern
steam inlet. manoeuvring valve and astern guard valve can be operated by their
respective emergency handwheels.
2.5.2 HP turbine operation
CAUTION
(1) Disconnect coupling between LP turbine and gearbox first pinion. WHEN OPERATING IN THIS MODE, ALL TURBINE SECURITIES ARE
OVERRIDDEN.
(2) Install emergency operating pipe between HP turbine and LP turbine
(Main Condenser). (3) When operating ahead nozzle valve, first disengage locking pin in
handwheel.
(3) Manually CLOSE astern guard valve.
(4) On completion of emergency handwheel operation, revert all emergency
(4) Manually OPEN ahead nozzle valves. Turbine operation will be carried handwheels to their standby position, and replace locking pin in ahead
out by manual operation of the ahead stop valve. nozzle valve handwheel.
CAUTION
AS THE ASTERN IS NOW DISCONNECTED, THERE WILL BE NO 3. ALARMS
ASTERN MANOEUVRING FACILITY AVAILABLE.
Function Set Point
(5) During HP turbine operation, to prevent distortion of LP turbine rotor, turn
LP turbine rotor 180° once every six hours, using the flexible coupling LP turbine thrust bearing LO temp high 80° C
flange. LP turbine fwd bearing LO temp high 80° C
LP turbine aft bearing LO temp high 80° C
(6) Supply water spray in LP turbine exhaust chamber to prevent overheating HP turbine thrust bearing LO temp high 80° C
of exhaust casing. HP turbine fwd bearing LO temp high 80° C
HP turbine aft bearing LO temp high 80° C
(7) HP turbine operation is to be limited to prevent overloading of the Control oil pressure low 0.89 MPa
reduction gear. Governor impeller head tank level low Normal minus 20mm
Condenser vacuum low -80 kPa
(8) Keep HP turbine exhaust chamber below normal operating pressure. Gland steam pressure high 34.3 kPa
Gland steam pressure low 4.9 kPa
2.5.3 LP turbine operation Astern steam leakage temp high 350°C
LP 1st pinion fwd bearing LO temp high 80°C
(1) Disconnect coupling between HP turbine and gearbox first pinion. LP 1st pinion aft bearing LO temp high 80°C
LP 2nd pinion fwd bearing LO temp high 80°C
(2) Install emergency steam pipe between HP turbine chest and LP turbine. LP 2nd pinion aft bearing LO temp high 80°C
LP 1st wheel fwd bearing LO temp high 70°C
(3) Insert blank flanges at the flanged connections of gland sealing and LP 1st wheel aft bearing LO temp high 70°C
leak-off steam pipework to the HP turbine. HP 1st pinion fwd bearing LO temp high 80°C
HP 1st pinion aft bearing LO temp high 80°C
(4) The ahead turbine will be operated by the ahead stop valve, the astern HP 2nd pinion fwd bearing LO temp high 80°C
turbine by manual operation of the astern manoeuvring valve. HP 2nd pinion aft bearing LO temp high 80°C
HP 1st wheel fwd bearing LO temp high 70°C
(5) LP turbine operation is to be limited to prevent overloading of the HP 1st wheel aft bearing LO temp high 70°C
reduction gear. 2nd wheel bull fwd bearing LO temp high 60°C
2nd wheel bull aft bearing LO temp high 60°C
CAUTION Main thrust bearing metal LO temp high 80°C
THE CHEST PRESSURE OF THE LP TURBINE IS NOT TO Main thrust bearing outlet LO temp high 60°C
EXCEED 0.326 MPa. Main LO temp high 54°C
Main LO temp low 34°C
Main LO press low 59 kPa
LO strainer differential press high 69 kPa

SA/SP/SR/SM
3.12.1
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SP/SW/SR/SE/SM
3.12.2 MAIN TURBINE REMOTE CONTROL SYSTEM (1)

1. GENERAL 2.6 A telegraph logger prints each telegraph order, recording date, time, order and 2.15 The reverse operation will occur when the telegraph control lever is moved to a
answer mark. The following annotations are used on the recording form: slower Ahead position. The same principle of operation applies to the astern
1.1 The Main Turbine Remote Control System allows for operation of the Main Turbine manoeuvring valve.
by Telegraph control from the Wheelhouse or CACC. Telegraph Order Annotation
FINISH WITH ENGINE F.W. ENG 2.16 The astern guard valve is opened hydraulically when a solenoid valve is
1.2 The system is a dual-redundant CPU-based, electro-hydraulic type. Power STANDBY STAND-BY energised and allows control oil to flow to the astern guard valve operating piston.
supplies, processors, relay units and a mimic panel are located at the Turbine Remote RUN UP RUN UP
Control Panel in the Main Switchboard Room. Hydraulic servo equipment is provided STOP STOP 2.17 Governor impellers, fitted to the HP and LP turbine, supply oil pressure to the
locally at the machine side. AHEAD DEAD SLOW D.SLOW-AH overspeed preventer. Should the turbine exceed its rated speed, increase in oil
AHEAD SLOW SLOW-AH pressure from the impellers will act on the overspeed preventer to reduce turbine
1.3 Signals from the telegraph control levers are led, via microcomputer and solid AHEAD HALF HALF-AH speed to within design limits.
state switches, to governor motors. The governor motors actuate the following, through AHEAD FULL FULL-AH
a system of levers, hydraulic pistons and valves: AHEAD FULL AWAY F.AWAY-AH
ASTERN DEAD SLOW D.SLOW-AS 3. FUNCTIONS AND INTERLOCKS
- Ahead Nozzle Valve ASTERN SLOW SLOW-AS
- Astern Guard Valve ASTERN HALF HALF-AS 3.1 Valve Position Control
- Astern Manoeuvring Valve ASTERN FULL FULL-AS
EMERGENCY FULL ASTERN EMERG-AS Valve Position Control is activated by operation of the telegraph control lever.
1.4 Control of the main turbine is available from the following positions: The valve is positioned by the electric positioner of the governor motor.
2.7 A telegraph repeater is provided in the Wheelhouse to indicate telegraph orders.
- Wheelhouse Navigation Control Console In Wheelhouse control, when an order is changed the indicator on the repeater will 3.2 RPM Control
- CACC Machinery Executive Console flash for two seconds. In CACC control, a telegraph order from the Wheelhouse will
- Machine side, using manual control and the Emergency Gauge Panel. cause the repeater indicator to flash until CACC telegraph control pointers are aligned When main turbine is operating in the Manoeuvring zone, RPM control is
by the operator. coordinated with valve position control. RPM control will be operational under any of
1.5 Monitoring of the Main Turbine Remote Control System is via Machinery Display the following conditions:
C-01. 2.8 The Main Turbine Control position can be selected using the Machine
Side/CACC selector switch at the machine side, together with Select and Change (a) RPM Control Bypass switch on mimic panel is at NOR.
2. DESCRIPTION Mode pushbuttons in the Wheelhouse and CACC. (b) Telegraph control lever is in the Manoeuvring zone.
(c) Telegraph control lever in Normal zone, with valve position in
2.1 In Wheelhouse control, the main turbine is directly controlled by operating the 2.9 Main Turbine acceleration ahead or astern is controlled by a time function in order Manoeuvring zone.
telegraph control lever on the Navigation Control Console. Movement of this lever will to limit thermal stress within the turbine whist in the Normal Mode. (d) Auto Power Reduce function is not overridden.
cause a buzzer in the CACC and gongs at machine side to sound for two seconds.
The telegraph order will be indicated on the telegraph control lever in the CACC. 2.10 If, during manoeuvring, the shaft is stopped for two minutes, an Auto Spin 3.3 Braking Characteristics
function (when switched on by the operator and set to AUTO) will automatically rotate
2.2 In CACC control, the telegraph order from the Wheelhouse is indicated on the the turbine, under steam, alternately ahead and astern. This will prevent distortion of 3.3.1 When the telegraph control lever is put to STOP from ahead (astern), astern
telegraph control lever of the CACC. Buzzers and gongs will sound until the two the turbine rotor. (ahead) steam is admitted to the turbine in order to stop the shaft. The shaft is
pointers on the control lever are aligned by the operator. detected to have ‘stopped’ when rotating at 1/10 rev/min. Braking steam is then
2.11 Control of the main turbine is divided into two zones, Manoeuvring and Normal. removed.
2.3 Should the CACC telegraph control lever fail, a back-up pushbutton control is Selection of either zone is carried out automatically by a limit switch. The
provided on the Machinery Executive Console. Manoeuvring zone is between STOP and FULL both ahead and astern. Shaft rev/min 3.3.2 If way on the ship causes the shaft to rotate about 1/10 rev/min, braking steam
is preset for each order. Normal zone is at FULL AWAY and shaft speed may be will again be admitted until the shaft speed has stopped. Braking will continue until
2.4 A telegraph receiver is fitted on the Emergency Gauge Panel at the machine side. varied to suit. A NORMAL indicating lamp on the control console illuminates when all way is off the ship or further telegraph movements are ordered. There are two
The receiver indicates the required telegraph order from the Wheelhouse or CACC the ahead nozzle valve lift enters the Normal Zone. modes available for ‘Stop’ condition, selectable by a Normal/Braking Function Cut
and provides a reply function. changeover switch. The switch is located at the Monitor Room Turbine Control Panel,
2.12 The hydraulic control system comprises a control oil tank, two electric motor on the back of the door behind the mimic panel. In NORMAL, shaft speed will be kept
2.5 Pushbutton-operated sub-telegraphs are provided at the Wheelhouse and CACC driven, horizontal vane pumps, and associated pipework required to supply hydraulic within 1/10 rev/min ahead or astern. In BRAKING FUNCTION CUT, shaft speed will
consoles, with indication only at the machine side. Each sub-telegraph is annotated oil pressure to the actuators of the main turbine control valves. Each pump has a be kept below 10 rev/min ahead or astern, with braking steam coming on until shaft
as follows: capacity of 2.4m3/h at a discharge pressure of 1.5 MPa. The pumps take suction from speed drops to 5 rev/min.
the control oil tank through 100 mesh strainers and discharge through a 200 mesh
F/E - Finish with Engine duplex filter. The control valve arrangements are shown on diagram (2) overleaf. NOTE:
S/B - Stand-by The 1/10 rev/min control is very severe on the plant if the ship has an appreciable
R/U - Run up 2.13 When the telegraph control lever is put to AHEAD, the ahead nozzle valve amount of way on. The BRAKING FUNCTION CUT mode is adequate for seagoing
governor motor turns and causes the control lever to move upward and turn about conditions and may be used, in certain circumstances, for manoeuvring. Therefore,
a fulcrum. This movement of the control lever causes the control oil pilot valve to the mode selection should be at the Chief Engineer’s discretion.
move downwards. As the pilot valve moves downwards, control oil is admitted to the
cylinder above the actuating piston via the emergency oil relay. The actuating piston
and its spindle are pushed downwards by control oil pressure and, by way of the valve (Continued overleaf)
operating lever, open the ahead nozzle valve.
2.14 When the governor motor stops, downward movement of the actuating piston
and spindle will cause the control lever to be pulled downwards and pivot about its
fulcrum. This causes the control oil pilot valve to return to its original position.
The ahead nozzle valve is now at the required position. When operating in the
manoeuvring zone, the governor motor will set the valve position to correspond to
that selected by telegraph control lever.
SA/SP/SW/SR/SE/SM
3.12.2
MAIN TURBINE REMOTE CONTROL SYSTEM (1)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SL/SP/SW/SRSE/SM
3.12.2 MAIN TURBINE REMOTE CONTROL SYSTEM (2)

3.4 Time Schedule 3.9 Mode Switch (3) In Wheelhouse, PRESS CACC Select pushbutton. Control is now in
the CACC, buzzers are off and CACC indication lamps at Wheelhouse and
3.4.1 In the Normal zone, to limit thermal stress within the turbine, ahead and astern 3.9.1 The Mode switch is a limit switch located in the positioner box on the HP turbine. CACC are steady.
valve opening is governed by a manually adjustable time schedule. For Ahead, the The governor motor receives a signal from the telegraph control lever or
valve can be set to between 60 and 120 minutes to travel from Manoeuvring to 100% pushbuttons and turns the positioner shaft. Movement of the positoner shaft makes or 4.1.2 CACC to Machine Side
MCR. For the Astern valve, the time taken from Manoeuvring to Fully Open is between brakes contact with various limit switches. The positioner shaft can also be operated
100 and 200 seconds. locally. (1) Machine side changeover switch to MACHINE SIDE.
3.4.2 An override facility is provided for use in an emergency to enable rapid opening of 3.9.2 In Manoeuvring mode, the turbine drain, condensate recirculation, main feed (2) Control is now at machine side in manual operation. Wheelhouse,
the ahead valve. The override is actioned is the Wheelhouse by turning Time pump recirculating, and astern water spray valves are automatically opened. These CACC and Machine side indicators illuminated.
Schedule Bypass switch on Navigation Control Console to BYPASS. Neither the valves are automatically closed when Mode switch changes to NORMAL.
ahead nor the astern valves will then have any time schedule function. 4.1.3 Machine Side to CACC
3.10 Astern Guard Valve Interlock
NOTE: (1) Machine side changeover switch to CACC.
If the time schedule is switched to BYPASS, then the program follows the 3.10.1 An interlock prevents the astern governor motor from operating when the astern
Manoeuvring time schedule. Only the Ahead Run-up schedule is bypassed. guard valve is closed and Mode switch is at NORMAL. (2) Control is now in CACC. Wheelhouse, CACC and Machine side
indications illuminated.
3.5 Auto Power Reduction 3.10.2 The astern guard valve opens when the telegraph control lever is put to SLOW
AHEAD from HALF AHEAD. The guard valve closes when the control is put to HALF 4.1.4 CACC to Wheelhouse
3.5.1 The operating range of both ahead and astern valves will be limited in order to AHEAD from SLOW AHEAD.
protect the plant should any of the following occur: (1) Machine side changeover switch to CACC.
3.11 Astern Water Spray Valve
(a) Superheated steam temperature - High High. (2) In Wheelhouse, PRESS Wheelhouse Select pushbutton. WHEELHOUSE
The astern water spray valve is opened in conjunction with astern valve opening. indication lamps in Wheelhouse and CACC will flash and buzzers will
(b) Superheated steam pressure - Low Low. The water spray valve is fully closed during auto spinning. sound.
(c) Boiler steam drum water level - High High. 3.12 Ahead Nozzle and Astern Valves (3) In CACC, PRESS Wheelhouse Select pushbutton. Control is now in
the Wheelhouse, buzzers are off and WHEELHOUSE indication lamps at
(d) Boiler steam drum water level - Low Low. The ahead nozzle and astern valves are interlocked. Neither one can be opened until Wheelhouse CACC are steady.
the other is fully shut.
(e) Condenser condensate level - High High. 4.2 Sub-telegraph Operation
4. INSTRUCTIONS
(f) Stern tube bearing temperature aft - High. (1) Select required order by PRESSING appropriate pushbutton in the
Wheelhouse Navigation Control Console.
3.5.2 The Auto Power Reduction function can be overridden by turning the Auto
Power Reduce switch to BYPASS. The switch is located on the Machinery Executive (2) Wheelhouse pushbutton will illuminate and corresponding pushbutton
Console in the CACC. on CACC machinery executive console will flash. Buzzers in both
Wheelhouse and CACC and gongs at machine side will sound.
3.6 Auto Spinning
(3) Acknowledge receipt of order in CACC by PRESSING corresponding
The Main Turbine rotor will be automatically turned alternately ahead and astern, pushbutton. Alarms are now silenced and indicating lamps steady.
under steam, if the shaft is stopped for two minutes. Auto Spinning will only be initiated
when the following conditions are satisfied: (4) When STAND BY is ordered, buzzers and gongs will be sounded.
PRESS S/B Gong Stop pushbutton on CACC console and PRESS
(a) Turning gear disengaged. Sub-telegraph Stand By pushbutton. Buzzers and gongs will stop after a
2-second delay.
(b) Auto Spinning Bypass switch is at AUTO.
(c) Main turbine control is by telegraph control lever.
(d) Telegraph control lever is at STOP.
(e) Main shaft is stopped (0 rev/min).
See also ‘Standard Guidelines for Cargo Handling’ for Terminal Safety
Requirements regarding Auto Spinning.
4.1 Control Position Selection
3.7 Turning Gear Interlock
4.1.1 Wheelhouse to CACC
When turning gear is engaged, operation of the ahead or astern valves is prevented.
(1) Machine side changeover switch to CACC.
3.8 Telegraph Interlock
(2) In CACC, PRESS CACC Select pushbutton. CACC indication lamps
To prevent incorrect operation of telegraph control lever, both ahead and astern in Wheelhouse and CACC will flash and buzzers will sound.
valves are interlocked so as not to work against telegraph orders.
MAIN TURBINE REMOTE CONTROL SYSTEM (2) 3.12.2
ISSUE 4 - JULY 2007

5. ALARMS, TRIPS AND SET POINTS 5.2 The alarms itemised in para 5.1 (1) through (8) above are displayed on the following: 5.4 A manually operated Trip switch is provided in the Wheelhouse, CACC and at
machine side.
5.1 The following alarms are provided for the remote control system: (a) Mimic Panel - Items 1, 4 & 8
(b) Display C-01 - Items 2, 3, 5, 6, & 7 5.5 In the case of a turbine trip, the telegraph lever must be brought to STOP in order
(1) Main Turbine Remote Control System Trouble: (c) Alarm Display A-01 - Items 1, 2, 3, 4, 5 & 8 to reset the trip.
(d) Alarm Display A-02 - Item 7
Displays the following on mimic panel: (e) Alarm Display A-03 - Item 6 5.6 Reset of an overspeed when in Autospin is done by moving telegraph lever to
STOP and by pressing Bypass switch, on CACC console, to BYPASS then returning
W/H control lever ON/OFF signal abnormal. 5.3 The following tabulation summarises auto power reduction and main turbine trip and to Autospin by pressing AUTO when problem has been rectified.
W/H control lever Analogue signal abnormal. alarm set points:
CACC control lever ON/OFF signal abnormal. 5.7 Under some situations a potential trip situation can be avoided by transferring
CACC control lever Analogue signal abnormal. from Bridge telegraph control to CACC pushbutton whilst vessel is being towed, i.e.
Auto Power Auto Power
AHD nozzle valve position signal abnormal. Function Yanai.
Trip with Reduction Reduction &
AST manoeuv. valve position signal abnormal. & Alarm
Alarm (to H/F) Recovery
Shaft revolution signal abnormal. Item 5.8 Auto power reduction is reset by pressing auto power reduce bypass switch on
with Alarm with Alarm
Main steam pressure signal abnormal. CACC console. Press AUTO when problem has been rectified. Condenser high level
AST water spray valve abnormal. SH Steam - - Low/Low Low and stern tube bearings high temperature interlocks are reset by moving control lever
Analogue/Digital Converter (ADC) trouble. Press Nozzle Valve: 5.39 MPa (Bridge or CACC as selected) back to HARBOUR FULL AHEAD.
Control power failure. Closing; 5.19 MPa
CPU trouble. Full close; 4.7 MPa NOTE:
Digital Input/Digital Output (D.I/D.O) trouble. Boiler Drum Very High - High/High High There is no interlock or alarm for ‘Wrong Way’ when operating the turbine from the
Level Normal Nozzle Valve Normal emergency or machine side location.
(2) Astern Guard Valve Abnormal: +230mm Closing at +150mm
Normal +150mm
Displayed when:
Boiler Drum - - Low/Low Low
(a) Control is in the Manoeuvring mode and astern guardian valve Level Nozzle Valve Normal
is not fully open and/or control lever position is at below SLOW AHD. Closing at +150mm
Normal -150mm
(b) Astern guardian valve is open in Normal mode or above SH Steam - - High/High High
HALF AHD in Manoeuvring mode. Temp Nozzle Valve 525°C
Closing at
(3) Wrong Direction: Normal 530°C
SH Steam - - - Low
Displayed when control lever or pushbutton is operated in the direction Temp 480°C
opposite to that ordered by the telegraph. A five-second time delay is
provided. Condenser - High/High - High
Level Bottom + Bottom +
(4) Control Power Fail: 1250mm 1050mm
Over speed High - - -
Displayed should any of the following power circuits fail: 82.8-84.0
rev/min
(a) Control lever. Rotor High/High - - High
(b) PB control and common. Excess 125µm 75µm
(c) Synchro transmitter. Vibration
(d) Governor motor.
(e) Control mode switch. LO Press Low/Low - - Low
49 kPa 59 kPa
(5) Auto Spinning Trouble: Cont Oil Low/Low - - Low
Press 0.49 MPa 0.89 MPa
Displayed should any of the following occur during auto spinning: Condenser Low/Low - - Low
Vacuum -67 kPa -80 kPa
(a) Shaft speed greater than 5 rev/min.
(b) Shaft stopped for more than 3 minutes. Boiler Trip 0 - - -
(c) Ahead or astern valve open for more than 30 seconds. (Turbine
Trip)
(6) Auto Power Reduce: Rotor Axial High/High - - High
Position
Displayed when system is in operation.
Overspeed High/High - - High

During Auto 7 rev/min 5 rev/min
(7) Main Turbine Emergency Trip Power Failure.
Spin

(8) Auto Power Reduction Bypass: Stern Tube - High - High
Brg Temp 55°C 55°C
Displayed when Auto Power Reduction is switched to BYPASS. Aft
MAIN TURBINE REMOTE CONTROL SYSTEM (3) 3.12.2

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SE/SM
3.13 STERNTUBE LUB OIL AND SEALING SYSTEM MA-PK 105

1. GENERAL 4.4 Lub oil returning from the sterntube bearing is led to a vent pipe and then flows to 5.1 Operate Lubricating Oil System (SA Only)
the sump through a sight glass and a float switch chamber. Loss of flow through the
The sterntube accommodates two cast iron bearing bushes lined with white float switch chamber initiates an alarm. (1) The LO in the stern tube is to be circulated by the stern tube LO pump at
metal (Railko - SE, SW), with lead-proof type oil sealing arrangements. The design all times, with valve ‘A’ CLOSED and valve VPK409 OPEN.
allows for replacement of the sealing rings without removal of the propeller or 4.5 A drain line from the aft shaft seal is led to an inspection tank. In the event of
the shaft. The sterntube is surrounded by the sterntube fresh water cooling tank. leakage, the level of liquid in the tank will rise to initiate an alarm. Tank contents are (2) LO for forward sealing is supplied through valve VPK414 on the stern
observed through a sight glass, any oil can be drained to the sump or to the bilge; tube bearing LO line.
2. OIL SEAL FORWARD water is run down to bilge.
(3) LO for chamber 2/3 of the aft seal is supplied through the valves
2.1 The foreword liner rotates with the shaft and two Viton spring-loaded seal rings 4.6 System alarms are monitored through Display A-04 and are as follows: VPK414 and VPK422 which are usually OPEN. Lubrication is to be carried
are fitted as shown above. The inner seal prevents the sterntube bearing oil from out once a week irrespective of draught, except when harbour.
leaking from the system, with the forward outer ring acting as a back-up in the event - Sterntube aft bearing metal temp high 55°C
of failure of the inner seal. (signals main turbine autopower reduction. If the aft seal LO settling tank oil level falls due to usage and/or leakage:
Duplicate sensors are fitted)
2.2 Space between the seals is circulated with oil to lubricate and cool the seals. - CLOSE valves VPK414 and VPK422
Oils flow through the seal chamber can be observed via a sight glass. - Sterntube forward bearing metal temp high 55°C
- OPEN valve VPK419 and make-up tank level
3. OIL SEAL AFT - Non-flow No flow
- CLOSE VPK419 and OPEN VPK414 and VPK422
3.1 The aft seal compromises a casing which is fixed to the hull, and a liner which is - Sterntube lub oil low inlet pressure 19.6 kPa
fixed to the propeller boss and which rotates with the propeller shaft. (4) LO for chamber 3/3S of the aft seal is supplied through valves VPK411
- Sump tank low level tank top -700mm and VPK430. If No3 sealing ring is damaged, these valves are to be
3.2 The casing consists of a flange ring, three intermediate rings and a cover ring CLOSED.
which are separately fastened with bolts. Individually assembled between these metal - Sterntube lub oil pumps start/stop
rings are four sealing rings, the leading edge (lips) of which is in contact with the liner. 5.1.2 Operate Lubricating Oil System (SP/SW/SR/SE/SM)
These lips press hard against the rotating liner due to the water and oil pressure, the - (SM) Sterntube LO supply tank high
elasticity of the rubber material and the force of the springs, all of which maintain the (1) Check sump tank level and replenish as necessary through valve VPK182.
sealing effect. 5. INSTRUCTIONS When tank is full, CLOSE VPK182.
3.3 The four sealing rings are numbered from the sea water side No. 1, No.2, No.3 (2) Ensure that the system is ready for circulation. Check that the
and No.3S. Sea water penetration is prevented by No.1 and No.2 sealing rings. In following valves are OPEN: Master pump suction non-return valve VPK401,
particular, No.1 sealing ring has the additional function of protecting the inside of No. 1 and No. 2 pump suction valves VPK402 and 403, No.1 and No.2 pump
the sterntube from extraneous substances in the sea water. The oil pressure in the discharge non-return valves VPK404 and 405, LO cooler inlet valve VPK406,
chamber between No.3 and No.3S sealing rings (located forward slide) is usually LO cooler outlet valve VPK407, inlet to bearing valve VPK409 and needle
adjusted to the same pressure as the sterntube pressure, which is 0.2-0.3 kg/cm2 valve VPK414.
higher than sea water pressure. Therefore there is no pressure load on No.3S sealing
ring in the above condition. Normally, lubricating oil in the sterntube is sealed by No.3 (3) Ensure that LO cooler bypass valve VPK408 is CLOSED.
sealing ring. However, if oil leaks from No.3/No.3S chamber, No.3S sealing ring can
be used to stop the leak by the operation of a valve. (4) Check OPEN LO supply tank inlet and vent valves VPK421 and 422.
Ensure that outlet valves VPK423 and 424 (SE/SM VPK420) are CLOSED.
4. LUBRICATING OIL SYSTEM
(5) Vent through VPK410 and CLOSE after all air is cleared. This valve is
4.1 A forced lubrication system is provided, comprising the following main items of normally CLOSED.
equipment:
(6) START selected sterntube lub oil pump from Display C-04, C-03, C-35
(a) Two horizontal gear lubricating pumps, each driven by a 0.75 kW or G-048.
electric motor to deliver 1m3/h of lub oil at at pressure of 0.3 MPa.
(7) Verify flow through return sight glass, adjusting forward seal flow with
(b) One lub oil cooler. needle valve VPK414.
(c) Two simplex suction strainers. (8) During normal operation, regular inspections should be made of oil
levels, pressures and temperatures. Oil samples should be taken from
(d) One sump tank. VPK416 or 417 and tested in accordance with planned maintenance
requirements. System contents should be centrifuged in the lub oil purifiers
4.2 The pumps normally operate with one running and the other auto standby. Each on a regular basis.
pump draws lub oil from the sump through a simplex strainer and delivers it via the
oil cooler to the sterntube bearing and forward and aft seals. Pumps are monitored NOTE:
and/or controlled from Displays C-04, C-35, C-38 and G-048. As the cooling water to the LO cooler heat exchanger is at 36°C it will help
maintain a reasonable oil temperature when the sea water temperature is
4.3 The standby pump will start automatically in response to a low pressure switch in cold.
the pump discharge line (at 29.4 kPa). Remote indication is given as to which is
running; start-up of the standby pump also initiates an alarm. The running pump can
be stopped remotely from the Fire Control Centre.
SA/SP/SW/SR/SE/SM
STERNTUBE LUB OIL AND SEALING SYSTEM 3.13

ISSUE 4 - JULY 2007

4 POWER GENERATION

CONTENTS
SECTION 4
POWER GENERATION
4.4 Turbo Generator
4.2 Diesel Generators
4.3 Power Distribution System
4.4 Power Management System (PMS)
4.5 Cathodic Protection
ALL
4
SECTION CONTENTS
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
4.1 TURBO GENERATOR

1. GENERAL 2. INSTRUCTIONS (3) Engage the electrically operated turning gear and start turning the
turbine and gearing, checking for abnormal sounds from the turbine.
1.1 The turbo generator (TG) set consists of a Shinko RG92 steam turbine driving NOTE:
through a single helical-type reduction gear to a generator unit (Taiyo model FPWH). The instructions below relate to bringing the set to a running condition and ready to (4) Ensure that the turbine gland steam leak-off valve VPC003 is OPEN to
The drive coupling connecting each unit is of the flexible gear type. receive an electrical load. The set is started locally and monitored from Machinery the gland condenser.
Display C-16 and Alarm Display A-16.
1.2 The steam turbine is a nine-stage impulse type, controlled by a Woodward (5) OPEN gland steam supply line steam trap bypass valve to ensure that
governor. The unit is protected with mechanical and electrical overspeed trips and is there is no condensate in the supply line. SHUT the bypass valve.
equipped with shutdown sensors for the following conditions:
(6) Ensure supply air to the front turbine bearing oil guard is OPEN and adjust to
- low lubricating oil pressure 1 kg/cm2. Outlet pressure should be around 0.02kg/cm2 (if fitted).
- low vacuum
- axial displacement (7) Warm through the superheated steam line from the supply stop
- rotor vibration valve VPA031, draining the line by OPENING the line drain valve VPA089
and CRACKING OPEN VPA090. When sufficiently warmed, CLOSE the
For a list of alarms/trips see the table overleaf. drain valves and SLOWLY OPEN the supply stop valve VPA031. CRACK
OPEN the emergency valve and steam strainer drains and SLOWLY OPEN
1.3 Steam is provided from the main superheated range at 5.88 MPa and 510°C. VPA032.
Exhaust from the turbine passes to the main condenser which has a design vacuum
of 722mm Hg. Gland steam is supplied from the 1.0 MPa steam range, and controlled (8) SLOWLY OPEN the steam supply valve VPB102 from the 1.0 MPa
between 0.001 to 0.020 MPa by a regulating valve, which in turn is controlled by auxiliary steam range and provide steam to the gland steam regulating
a pneumatic gland sealing steam controller. Excess gland steam is passed to the control valve. Regulate the controller to maintain the sealing steam pressure
main condenser through a spill control valve, also actuated by the steam controller. between 0.001 and 0.02 MPa, keeping spill and leakage to a minimum (set
The sealing steam controller maintains the gland steam pressure by balancing the point 0.02 MPa).
make-up and spill valves, and also by sensing the pressure at the steam inlet to the
gland steam receiver. A gauge board allows the following pressures to be monitored (9) When the turbine casing has warmed sufficiently, SLOWLY OPEN the
when starting the set: turbine exhaust valve bypass VPC002 to build-up the vacuum slowly in the
turbine over 20 minutes. When balanced, OPEN the exhaust valve VPC001
- Superheated steam and CLOSE the bypass. Ensure that the main condenser vacuum remains
- Turbine first stage normal and steady.
- Exhaust steam 2.1 Preparation
- Gland sealing steam (10) Check that the main superheated steam line and the main supply stop
- Lubricating oil pressure (1 ) Ensure that the lubricating oil level in the sump tank is correct, with no valve drain valves remain CRACKED OPEN.
- Control oil pressure water content. Should water be encountered, change the oil by directing it
to the auxiliary lubricating oil renovating tank for processing, using the (11) SLOWLY OPEN steam supply valve VPA032.
1.4 The turbo generator set has an integral lubricating oil system consisting of a lubricating oil transfer pump. Replenish the turbine sump tank.
direct-driven lubricating oil pump, a motor-driven lubricating oil pump which is used (12) Stop and disengage the turning gear.
as a priming unit and a hand pump for use in an emergency for generator run down. (2) Check that the electrical supply is available to the lubricating oil priming
The motor-driven lubricating oil pump is on auto standby and is also normally used pump motor. (13) Push TRIP RESET at local panel. Main stop valve lever should reset.
when starting or stopping the set. The lubricating oil system, in addition to providing CONTROL using main stop v/v. Allows the turbine to start and bring
oil for the turbine bearings, reduction gear and controls, also supplies oil to the (3) Check that compressed air is being supplied to the gland sealing steam the speed up to 400 rev/min generator speed. Maintain this speed for
generator pedestal bearings. Sight glasses are fitted at the bearing drains to observe controller from the control air system (see 5.1 (2)). approximately 20 to 25 minutes to ensure uniform warming of the
the quantity of oil flowing through. A sight glass is also provided at the turbine rotor. Check for abnormal sounds and observe that lubricating oil
free-end bearing for the same purpose. A turbine bed-mounted gauge board (4) Ensure that cooling fresh water is available for the coolers from the pressures remain constant, with a flow passing through the turbine and
allows the bearing and control oil pressures to be monitored locally during starting. Main Central Cooling System (CCS) (see 5.3.2). generator bearing sight glasses. SHUT all main steam line drains.
1.5 The diagram above contains a schematic layout of the lubricating oil system and (5) Check that the gland steam condenser is operating with cooling (14) If conditions are satisfactory, increase the speed of the set to 1800
the steam supply and exhaust systems (including the gland sealing steam). condensate passing through it and that the gland exhaust fan is operating rev/min generator speed over a period of ten minutes. The critical speed
(see 3.6 Condensate System). range for the turbine equates to approximately 1130 rev/min generator
1.6 The ac generator is a 4-pole, totally enclosed, air-cooled, brushless unit with an speed. Increase through this speed range as soon as possible and do not
external TEFC exciter, operating at 1800 rev/min, 450V, 60Hz, with a power (6) Ensure that the turbine is free to turn. linger or operate continuously in this range. Check governor takes control at
factor of 0.8 and rated at 2700kW. The generator is fitted with an inline air cooler 1800 rev/min, then OPEN main stop valve one more turn.
which is supplied with cooling water from the Main Central Cooling System (CCS) 2.2 Starting
(see 5.3.2). The cooler is fitted with visual indication of cooler leakage as well as (15) Check that all temperatures and pressures are rising to normal and
indication on Machinery Display C-16 and Alarm Display A-16. In the event of the (1) START the electrically operated lubricating oil priming pump at the confirm that the electrically operated lubricating oil priming pump stops
cooler failing, facilities are available to allow emergency operation without the air local panel and confirm that the bearing oil pressure is above 0.08 MPa. automatically at 0.09 MPa.
cooler by removing the access doors fitted at each end of the generator casing. This Check the low lubricating oil pressure alarm by stopping and then restarting
allows natural ventilation of the windings and continuous operation up to 100%, rating the pump. (16) Activate the Overspeed Trip Test knob to ensure that the oil controlled
as a drip-proof, self-ventilated machine. Space heaters, which have their electrical shutdown mechanism operates normally to stop the turbine. Do not attempt
supply interlocked with the generator air circuit-breaker, are fitted into the generator (2) Supply cooling fresh water to the lubricating oil cooler and generator to reset the control until the generator speed has dropped to below 1000
casing to prevent accumulations of moisture during shutdown periods. The pedestal air cooler. OPEN inlet valve VPG041, lubricating oil cooler outlet valve rev/min. All trips (mechanical and electrical) and alarms are to be tested
bearings are insulated electrically from the set. VPG043 and air-cooler outlet valve VPG042. Vent as necessary. in accordance with the maintenance schedule. Run up turbine to operating
speed, FULLY OPEN then CLOSE main stop valve half a turn.
SA/SP/SW/SR/SE/SM
4.1
TURBO GENERATOR (1)
ISSUE 4 - JULY 2007

(17) Electrically load the generator and monitor the set from Machinery Display C-16 3. ALARMS/TRIPS
and Alarm Display A-16.
Function Set Point
(18) Check that the MAIN SELECTOR switch in the Monitor Room is selected to the
required main switchboard ACB before closing T/G ACB. Watch the main Alarm Trip
condenser vacuum, atmospheric drain tank level, gland condenser temperature Turbo Generator (TG) Emergency Trip
and main condenser condensate outlet temperature.
- Low LO Pressure 0.058 MPa 0.049 MPa

2.3 Stopping - High Exh. Pressure -38 kPa -13 kPa

(1) Start a diesel generator and select T/G Full Auto ACB Open/Close to - Overspeed Elect. & Mech. 1980 rev/min 1980 rev/min
OPEN (GRP-C24).
- Hand Trip - -
(2) Transfer the electrical load and confirm that the main air circuit-breaker
is OPEN. Leave running on no load for five minutes. - Rotor Vibration 80 microns 140 microns

(3) CLOSE or TRIP the main steam stop valve, ensuring that the electrically - Rotor Axial Movement 0.5mm 0.7mm
operated lubricating oil priming pump cuts in when the lubricating oil
pressure drops to 0.04 MPa. TG Inlet Stm PS Low * 5.19 MPa
(4) CLOSE steam supply stop valves VPA031 and VPA032 and CRACK TG Gland PS Low -13 kPa
OPEN the line drain valves VPA089 and VPA090 and both line drain valves
at the turbine. CLOSE the gland leak-off valves VPC003 to the gland TG LO Sump Tk L Low Normal level
condenser. -60mm + 12secs
(5) CLOSE the turbine exhaust motorised valve VPC001 and when vacuum TG Gen Air Clr FW Leak -
is lost shut down the gland sealing steam. Ensure exhaust valve bypass
is SHUT. TG Stator Coil - High Temp 130°C
(6) ENGAGE the electrically operated turning gear within three minutes of TG Inlet LO Temp 50°C (SA 60°)
turbine stop and rotate the turbine rotor for a minimum of 90 minutes to
ensure uniform cooling. TG Brg Temps High 75°C

(7) After stopping the turning gear, stop the lubricating oil priming pump TG Air Cooler Air Out Temp High 60°C
after about 90 minutes and CLOSE the cooling water supply and return
valves to the lubricating oil cooler and generator air cooler. CLOSE all drain TG Air Cooler FW Out Temp High 45°C
valves.
TG LO Strainer DP High 98 kPa
(8) Purify the lubricating oil sump tank contents if necessary (see 5.2
Lubricating Oil System). TG Cont Oil Strainer DP High 98 kPa
*NOTE: Load shift to lead diesel generator and T/G ACB OPEN (turbine does not trip)
at 4.9 MPa.
TURBO GENERATOR (2) 4.1

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4.2 DIESEL GENERATOR (1) - FUEL OIL SYSTEM AND STARTING AIR

1. GENERAL 1.9 Each DG has two separate lubrication systems, the main LO system and the
rocker arm LO system; see diagram (3) overleaf. Lubricating oil for the main LO
1.1 Two diesel-driven generators are provided, located in the Engine Room, to system is contained in a sump tank incorporated in the bed of the engine and has the
provided electrical power for ship services. capacity of approximately 2.3m3. The engine-driven LO pump, having the capacity of
54m3/h, takes suction from the sump tank and discharges through the LO cooler. On
1.2 Each diesel generator (DG) set consists of a Daihatsu type 8DK-32, medium leaving the cooler, the LO supply is divided into two lines, one to the bearings through
speed, turbo-charged diesel engine driving, via a flexible coupling, a Taiyo, Model a 40 micron duplex filter (SM - K8LS auto back wash strainer), and the other for
FPN 65D-10 generator unit. piston cooling through a 50 micron duplex filter. In addition, two sets of
centrifugal-type Glacier filters are fitted to each engine on the discharge from the
1.3 Each DG has a power-generating capacity of 2700kW at 450V, 3-phase, 60Hz with LO pump. These remove any insoluble particles suspended in the LO. Flow of
an engine speed of 720 rev/min. LO through these filters for each engine is 1720 litres/h. For priming the main LO
system prior to start-up, an electric motor-driven LO priming pump is provided, having
1.4 Monitoring is on Machinery Display C-17 for No.1 DG and C-18 for No.2 DG. a capacity of 15m3/h x 0.4 MPa. This pump is run continuously when the engine is in
the Standby condition. The Low Speed switch will stop the LO priming pump when
1.5 The diesel engines may be started remotely from the IAS or the main the engine reaches 300 rev/min. The pump will be started automatically by the same
switchboard and locally from the local control panel. In the Remote mode, the speed switch as the engine is shut down.
governor control lever on the engine is set to RUN; the engine can then be started
using Machinery Display C-24. To start an engine from local control panel, set the The rocker arm LO system lubricates the valve rocker gear only. Oil for the system
governor control lever to RUN. The diesel generators are normally left in the Remote is contained in the rocker arm LO tank, capacity 30 litres, located at the drive end
mode. If starting the engines manually, the governor control lever is set to RUN. of the engine. An engine-driven gear-type LO pump is provided, capacity 450
litres/h. This takes suction from the LO tank and discharges, through a 200 mesh
1.6 Starting air at 2.5 MPa is provided from the DG start air compressors via the DG laminate-type filter, to the rocker gear. Return oil drains from the top of each
start air reservoir, see diagram above and 5.1 Compressed Air Systems. Starting is by cylinder head to the rocker arm LO tank. A pressure relief valve is fitted in the LO pump
a pilot air system. Pressing the Starting Air Control Valve button allows compressed discharge line.
air to the starting rotary valve, to each starting air valve on the cylinders and to the fuel
rack limiter. The Starting Air Control Valve button is to be released once the engine 1.10 Each engine is controlled by a Woodward governor type UG8D. The governor is of
has started. A check valve and safety plug are provided at the starting air main inlet to the mechanical-hydraulic type and is mechanically linked to the fuel rack.
prevent any blowback of combustion gases.
1.11 An oil mist detector is provided for each engine. Oil mist is drawn into a phototube
NOTE: for measurement; an alarm will sound if the oil mist density exceeds a preset level.
When starting the engine from the remote position, an engine low speed detection LEDs provide mist density indication.
switch (set point 300 rev/min) will, by de-energising the solenoid in the starting air
control valve, close the starting air supply when the engine starts. 1.12 Electric motor-driven turning gear is provided for each engine. A turning safety
switch prevents start-up when the turning gear is engaged and provides a STANDBY
1.7 Fuel oil, conforming to British Standard MA100 Class M3 Diesel Oil, is drawn by signal when disengaged.
the engine-driven FO feed pump from the DO service tank via a duplex filter, a
flowmeter and a DO air separator, see diagram above and 3.2 Fuel Systems. 1.13 An exhaust turbocharger with independent bearing lubrication system is fitted to
Discharge from the FO feed pump passes through a 200 mesh wire gauze duplex each engine.
filter to the fuel injection pumps. An accumulator is fitted to balance any fluctuations
in fuel pressure. Excess fuel pressure is relieved to the air separator at the suction 1.14 Each ac generator is a 10-pole, totally enclosed, air-cooled, brushless unit with an
side of the FO feed pump. A ‘leaked oil’ tank, capacity 10 litres, is located beside each external ac exciter. The generator is fitted with an in-line air cooler which is
engine. This tank will accept any fuel oil leakages occurring from the fuel injection supplied with cooling water from the Main CCS. The cooler is fitted with visual
pipes. A level switch fitted to each tank will activate a high level alarm monitored on indication of cooler leakage as well as indicating on Machinery Displays C-17 and
Alarm Display A-17 for DG No.1 and A-18 for DG No.2. The contents of the leaked oil C-18, and Alarm Displays A-17 and A-18 for DGs No.1 and No.2 respectively. In
tank can be drained to the FO sludge tank. the event of the cooler failing, facilities are available to allow emergency operation
without the air cooler by removing the access doors fitted at each end of the generator
1.8 Engine cooling is effected by two fresh water circuits. These are, a high casing. This allows natural ventilation of the windings and permits continuous
temperature circuit for cylinder jackets, cylinder heads and turbocharger, and a low operation up to 100% rating as a drip-proof, self-ventilated machine. Space
temperature circuit for the lubricating oil cooler, tubocharger intercooler and generator heaters (which have their electrical supply interlocked with the generator air
air cooler. Both fresh water circuits are supplied from the Central Cooling System, see circuit-breaker) are fitted into the generator casing to prevent accumulations of
diagram (2) overleaf and 5.3.2 Main Central Cooling System (CCS). Temperature in moisture during shutdown periods. Lubrication for the generator pedestal bearings
the high temperature circuit for both diesel generators is controlled by a three-way, is provided from the engine main LO system.
diaphragm-operated valve. Temperature control of the low temperature circuit is
effected by the Main CCS temperature control valve. Water in the high temperature
circuit of a running generator is circulated by a pump driven by the diesel engine.
When a generator set is in the Standby condition, warm water from the Main CCS
is circulated through the high temperature circuit to keep the engine pre-heated, (Continued on page 4.2 (4).)
ready for immediate start and electrical loading. A piston valve prevents the low
temperature water from circulating through the low temperature circuit to the
intercooler, LO cooler and generator air cooler when the engine is stopped. The
piston valve opens on Diesel Generator Start signal. Expansion and make-up within
the cooling circuits is provided by the Main CCS FW expansion tank. When both
diesel generators are running a second CCS FW pump will start.
4.2
DIESEL GENERATORS (1)
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4.2 DIESEL GENERATORS (2) - COOLING WATER MR SA 706
MA PG 102

SM
4.2
DIESEL GENERATORS (3) - ROCKER ARM LO AND MAIN LO SYSTEMS
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2. INSTRUCTIONS 3. ALARMS AND TRIPS
NOTE: Function Set Point Type

The following instructions relate to bringing one diesel generator set to
a running condition, locally from cold, ready to receive an electrical load. Overspeed 828 rev/min Alarm
Trip
Low LO Pressure 294 kPa Alarm

245 kPa Trip
High Cooling FW Temperature 85°C Alarm

90°C Trip
Low Piston Cooling Oil Pressure 147 kPa Alarm

Low Sump Tank LO Level Tank bottom +325mm for
12 sec Alarm
Low Rocker Arm LO Pressure 30 kPa Alarm
FO Leakage from Inspection Pipe (High Alarm

level in leaked oil tank)

(4) Check running engine pressures and temperatures. Low Cooling FW Pressure 147 kPa Alarm

(5) Check priming LO pump has stopped. Crankcase Oil Mist Alarm

(6) Electrically load the generator and monitor from the IAS. Low FO Pressure 100 kPa Alarm
2.1 Preparation
2.3 Stopping High LO Temperature 65°C Alarm
(1) Check the following for correct oil levels: (1) Remove electrical load and run engine on No Load to reduce engine EXHAUST GAS TEMPERATURE:
temperatures.
(a) Sump tank. Cylinder Out 480°C Alarm
(b) Rocker arm LO tank. (2) Shift control handle to STOP.
(c) Governor. Deviation From Average of
(d) Turbocharger (turbine side and blower). (3) Check LO priming pump cuts in at 300 rev/min. 6 Cylinders Highest and
Lowest, Delayed ±50°C Alarm
(2) Ensure DO service tank is FULL and all system valves are OPEN. (4) When engine has stopped, revert diesel generator to Standby in
Remote control as follows: Turbocharger Inlet 680°C Alarm
(3) Ensure control air is supplied to the FO shutdown device.
(a) Set control lever to RUN. GENERATOR:
(4) Ensure cooling water is available to the set. Manually OPEN piston (b) Manually CLOSE VPG031 or VPG036 (will normally close
valve VPG031 or VPG036, whichever is applicable (will normally open automatically when generator stops). Stator Windings 130°C Alarm
automatically on start up). (c) Leave LO priming pump running.
(d) Ensure the turning gear is disengaged. Pedestal Bearings 75°C Alarm
(5) Ensure that start air reservoir is FULL. (e) Leave the starting air valves OPEN.
Air Cooler Air Outlet 60°C Alarm
(6) Confirm electrical power is available to LO priming pump. START pump Diesel generator may now be started remotely, when required, via the IAS
and switch to AUTO on group starter panel. using Machinery Display C-24. Air Cooler Water Outlet 45°C Alarm

(7) OPEN indicates cocks. ENGAGE turning gear and turn engine 2.1/2 NOTES: Air Cooling Water Leakage Alarm
revolutions. DISENGAGE turning gear on completion. CLOSE indicates
cocks. (a) When stopping the engine from the remote position, the fuel shutdown
device will be activated. This moves the fuel rack to the NO FUEL position.
NOTE: The fuel shutdown device will be automatically reset by control air when the
Ensure the starting air valve VPE561 or VPE562 is CLOSED while the turning gear is next started.
is engaged.
(b) Under normal circumstances, the diesel generators be started/stopped by
2.2 Starting the Power Management System (PMS); see 4.4. The above is provided for
manual operation as a guide only.
(1) Set control lever to RUN.
(2) OPEN air supply to starting control valve. Drain the starting air line,
using valve VPE563 or VPE564.

(3) PRESS Starting Air Control Valve pushbutton. Engine will start and run up
to running speed of 720 rev/min.
4.2
DIESEL GENERATORS (4)
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4.3 POWER DISTRIBUTION SYSTEM (1)

1. ELECTRICAL DISTRIBUTION SYSTEM OVERVIEW
1.1 The electrical distribution system consists of three switchboards (main, cargo
and emergency), located in separate rooms, from which all the feeders for the
electrical equipment onboard the ship emanate. The main and cargo switchboards
are further divided and fitted in separate rooms; see also 4.4 Power Management
System (PMS).
1.2 Power is supplied to the main switchboard by three 2700kW generators (one
steam turbine-driven, two diesel engine-driven) at 440V ac 3-ph, 60Hz using an
insulated neutral supply system. A diesel-driven emergency generator of 560kW
capacity is connected to the emergency switchboard to meet statutory requirements
and to provide for restricted operations if the main generators are unavailable.

1.3 Parallel running is possible between all main generators. The emergency
generator may be paralleled with a main generator only for the time required to
transfer power without incurring a black-out.
1.4 Interconnections between the three switchboards are shown on the diagram
above. The normal and abnormal arrangements of these interconnectors are
described for each switchboard in subsequent paragraphs.
1.5 Supplies to Engine Room and deck auxiliaries are taken predominantly from
group starter panels; these consist of five boards GSP1A, 2A, 1B, 2B and 3. Boards
GSP1A and GSP2A form the wings of main switchboard; GSP1B, GSP2B and GSP3
are free-standing. Duplicated essential services derive their supplies from different
group starter boards; either ‘A’ or ‘B’ from boards 1 and 2 or different bushbars of
GSP3. This provides security of supply in the event of a single mode failure of the
power system.

1.6 Transformation of the voltage to 220V ac and 100V ac is effected to supply
navigational aids, lighting and minor power requirements, eg:

- Lighting: 100V ac
- Navigational Aids: 220V ac and 100V ac
- Accommodation Receptacles: 220V ac and 100V ac

1.7 Two battery back-up systems are provided, one for the IAS feeder circuits at
100V ac and the second for other safety systems at 24V dc.

1.8 Details of the electrical distribution systems are shown on diagram 4.3(3).
ALL
POWER DISTRIBUTION SYSTEM (1) 4.3
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2. FUNCTIONAL DESCRIPTION AND OPERATION
2.1 Main Switchboard Layout and Components
2.1.1 The main switchboard is arranged in two interconnected sections. To enhance

the security of supplies, each section is located in a separate room. Each
section consists of a bus-tie panel, turbo generator panel, synchronising panel, diesel
generator panel, 440V feeder panel and group starter panel.
2.1.2 Each 440V feeder panel can supply electrical power to the cargo and
emergency switchboards, as shown on diagram 4.3(1). These feeder circuits are
sized to accept the full load requirements of the respective switchboards, and so
provide total redundancy should any one 440V feeder panel be unavailable due to a
fault. Off-load disconnecting switches are provided between each generator
section and 440V feeder section of the switchboard. They permit isolation of a faulty
section and rapid restoration of supplies to the healthy section of the switchboard.

2.1.3 The busbar rating of the switchboard is 8000A which is adequate for the maximum
electrical load condition of the ship. However, the bus-tie circuit-breakers have a
maximum load current capacity of only 6000A. To restrict the load current seen by the
bus-tie circuit-breakers, operating configurations of generator and feeder circuits are
limited. Details of how this is achieved are given in para 2.2.
2.1.4 Controls are provided for operation from the switchboard for the following:

(a) Manual operation of all circuit-breakers (electrically and/or direct).
(b) Manual start of diesel generator sets and manual synchronising, and
without the check synchoniser in circuit.
(c) Selection of automatic control, auto-synchronising, standby selection and

load sharing modes.
(d) Transfer of control to the CACC through the Power Management System.
NOTE:
Control of the bus-tie and feeder air circuit-breakers is only possible manually from
the switchboard. Remote operation applies to generator circuit-breakers. Automatic
operation incorporates controls located on the Generator Auto Control Panel. The
main switchboard controls for all generators are centralised and duplicated on each
synchronising panel of the two switchboard sections.
(Continued on page 4.3 (4).)
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No 2 B GROUP STARTER PANEL (GSP2B) No 2 B GROUP STARTER PANEL (GSP2B) (Continued) No 3 GROUP STARTER PANEL (GSP3)
110kW FIRE BILGE AND GENERAL SERVICE PUMP 0.4kW WORKSHOP FAN 30kW No 1 MAIN AIR CONDITIONING FAN
110kW MAIN CIRCULATING PUMP 0.4kW WORKSHOP WELDING FAN 30kW No 2 MAIN AIR CONDITIONING FAN
90kW No 2 MAIN CCS COOLING SALT WATER PUMP ELECTRIC CHAIN HOIST (FOR LIFT SPACE) 22kW No 1 AUXILIARY AIR CONDITIONING FAN
33kW No 2 MAIN CCS COOLING FRESH WATER PUMP 0.4kW No 2 MAIN FEED PUMP STEAM INLET VALVE (SM only) 22kW No 2 AUXILIARY AIR CONDITIONING FAN
33kW No 3 MAIN CCS COOLING FRESH WATER PUMP 1.8kW GALLEY SUPPLY FAN
11kW No 2 AUXILIARY CCS COOLING SALT WATER PUMP No 1B GROUP STARTER PANEL (GSP1B) 3.7kW GALLEY EXHAUST FAN
7.5kW FIRE LINE PRESSURISING PUMP 0.5kW UPPER PORT SANITARY SPACE EXHAUST FAN
110kW FIRE BILGE AND GENERAL SERVICE PUMP
5.5kW No 2 AUXILIARY CCS COOLING FRESH WATER PUMP 1.1kW UPPER STARBOARD SANITARY SPACE EXHAUST FAN
40kW FIRE PUMP
45kW No 2 MAIN CONDENSATE PUMP 0.2kW NIGHT PANTRY SPACE EXHAUST FAN
110kW AUXILIARY CIRCULATION PUMP
22kW No 2 MAIN CONDENSER VACUUM PUMP 1.5kW RESTAURANT AND DUTY MESS ROOM EXHAUST FAN
210kW AUXILIARY FEED WATER PUMP
30kW No 2 AUXILIARY LO PUMP 1.5kW UPPER PUBLIC SPACE EXHAUST FAN
90kW No 1 MAIN CCS COOLING SALT WATER PUMP
37kW No 2 CONTROL AIR COMPRESSOR 0.4kW LOWER PUBLIC SPACE EXHAUST FAN
33kW No 1 MAIN CCS COOLING FRESH WATER PUMP
30kW No 3 ENGINE ROOM SUPPLY VENT FAN 0.5kW PROVISION SPACE SUPPLY FAN
11kW No 1 AUXILIARY CCS COOLING SALT WATER PUMP
(SA - OIL MIST DETECTOR CONTROL PANEL) 0.4kW LOWER PORT SANITARY SPACE EXHAUST FAN
5.5kW No 1 AUXILIARY CCS COOLING FRESH WATER PUMP
30kW No 4 ENGINE ROOM SUPPLY VENT FAN 0.2kW CHANGING ROOM SUPPLY FAN
45kW No 1 MAIN CONDENSATE PUMP
7.5kW No 2 FRESH WATER PUMP 0.2kW LOWER STARBOARD SANITARY SPACE EXHAUST FAN
22kW No 1 MAIN CONDENSER VACUUM PUMP
1.5kW No 2 HOT WATER CIRCULATING PUMP 37kW SMOKING ROOM EXHAUST FAN
30kW No 1 AUXILIARY LO PUMP
2.2kW No 2 CONTROL OIL PUMP
37kW No 1 CONTROL AIR COMPRESSOR 150kW No 1 AIR CONDITIONING HEATER CONTROL PANEL
1.5kW No 2 MAIN FEED WATER PUMP AUXILIARY LO PUMP
37kW SHIP’S SERVICE AIR COMPRESSOR 150kW No 2 AIR CONDITIONING HEATER CONTROL PANEL
0.75kW No 2 STERN TUBE LO PUMP
30kW No 1 ENGINE ROOM SUPPLY VENT FAN 1.85/3.7kW MONORAIL HOIST
5.5kW No 2 LO PURIFIER
30kW No 2 ENGINE ROOM SUPPLY VENT FAN 5.5kW No 1 PROVISION CRANE
2.2kW No 2 LO PURIFIER FEED PUMP
2.2kW SLUDGE OIL TRANSFER PUMP 5.5kW No 2 PROVISION CRANE
5.5kW No 2 DIESEL GENERATOR START AIR COMPRESSOR
340kW EDUCTOR DRIVE AND WATER SPRAY PUMP 5.5kW No 3 PROVISION CRANE
2.2kW No 2 DIESEL GENERATOR LO PRIMING PUMP
7.5kW No 1 FRESH WATER PUMP PROVISION ROOM REFRIGERANT UNIT COOLER
2.2kW LO TRANSFER PUMP
1.5kW No 1 HOT WATER CIRCULATING PUMP
11kW No 2 FO BURNER PUMP
2.2kW No 1 CONTROL OIL PUMP
30kW DUMP DRAIN PUMP
7.5kW No 2 DRAIN PUMP
1.5kW No 1 MAIN FEED WATER PUMP AUXILIARY LO PUMP AC100V FEEDER PANEL - ACCOMMODATION SERVICE (F100A)
0.75kW No 1 STERN TUBE LO PUMP
0.81kW No 2 BOILER FEED INLET VALVE WHEELHOUSE GROUP PANEL
5.5kW No 1 LO PURIFIER
0.4kW No 2 VENT DUCT EXHAUST FAN NAVIGATION LIGHTS
2.2kW No 1 LO PURIFIER FEED PUMP
2.2kW SEWAGE TRANSFER PUMP ACCOMMODATION LIGHTING DISTRIBUTION PANEL
5.5kW No 1 DIESEL GENERATOR START AIR COMPRESSOR
0.75kW SEWAGE SLUDGE PUMP 2 SPARE
2.2kW No 1 DIESEL GENERATOR LO PRIMING PUMP
1.5kW No 2 DISTILLER PLANT DISTILLATE PUMP
1.5kW GLAND EXHAUST FAN
7.5kW No 2 DISTILLER PLANT BRINE PUMP
11kW No 1 FO BURNER PUMP
3.7kW PURIFIER ROOM EXHAUST FAN AC100V FEEDER PANEL - ENGINE ROOM SERVICE (F100E)
30kW No 1 FO TRANSFER PUMP
5.5/0.2kW LATHE (LARGE)
7.5kW No 1 DRAIN PUMP ENGINE ROOM LIGHTING DISTRIBUTION PANEL
2.2kW PRECISION LATHE
0.81kW No 1 BOILER FEED WATER INLET VALVE MINOR POWER EQUIPMENT
2.2/0.4kW MILLING MACHINE
0.4kW No 1 VENT DUCT EXHAUST FAN AC100V FEEDER PANEL (INSTRUMENTATION)
1.5kW DRILLING MACHINE
1.5kW No 1 DISTILLER PLANT DISTILLER PUMP 3 SPARE
0.4kW BENCH DRILL
7.5kW No 1 DISTILLER PLANT BRINE PUMP
0.4kW HACKSAW
3.7kW GENERATOR TURBINE LO PRIMING PUMP
3.7 SHAPER
SLUDGE OIL INCINERATOR CONTROL PANEL AC100V FEEDER PANEL - INSTRUMENTATION (F100I)
300A ELECTRIC ARC WELDER
7.5kW MAIN TURBINE TURNING GEAR
0.1kW DEHUMIDIFIER CONTROL PANEL SMS, CTS, TURBINE REMOCON, SALINITY INDICATOR
0.75kW GENERATOR TURBINE TURNING GEAR
15kW No 2 SWITCHBOARD ROOM UNIT COOLER SMOKE INDICATORS ETC
SOOT BLOWER RELAY PANEL
0.1kW No 2 CONTROL AIR DRYER UNIT
0.1kW No 1 CONTROL AIR DRYER UNIT
15kW No 2 WORKSHOP COOLER UNIT
1.5kW REGENERATION PUMP
0.75kW GRINDER
15kW HOT WATER HEATER CONTROL PANEL UNINTERRUPTIBLE POWER SUPPLY FOR IAS
11kW DIESEL OIL TRANSFER PUMP
15kW No 1 WORKSHOP COOLER UNIT AC100V 1ph IAS FEEDER PANEL
5.5kW DIESEL OIL PURIFIER
CHLORINATOR
16kW No 2 PROVISION ROOM REFRIGERANT COMPRESSOR
15kW No 1 SWITCHBOARD ROOM UNIT COOLER
160kW No 2 MAIN AIR CONDITIONING REFRIGERANT COMPRESSOR
2.2kW BILGE SEPARATOR SERVICE PUMP DC24V FEEDER PANEL - GENERAL USE
55kW No 2 AUXILIARY AIR CONDITIONING REFRIGERANT COMPRESSOR
15kW No 1 PROVISION ROOM REFRIGERANT COMPRESSOR
1.5kW MAIN CIRCULATING PUMP DISCHARGE VALVE GENERAL AND FIRE ALARM
160kW No 1 MAIN AIR CONDITIONING REFRIGERANT COMPRESSOR
2.2kW DIESEL OIL PURIFIER FEED PUMP No 1 MSB (GENERATOR START)
55kW No 1 AUXILIARY AIR CONDITIONING REFRIGERANT COMPRESSOR
0.4kW BOILER COMPOUND INJECTION PUMP UNIT No 2 MSB (GENERATOR START)
3.7kW ENGINE ROOM BILGE PUMP
0.4kW BOILER HYDRAZINE INJECTION PUMP UNIT ESB (GENERATOR START) (SA CARGO SWITCHBOARD)
0.75kW FIRST BLEED VALVE
TEST PANEL INTERCOMMUNICATION EQUIPMENT
0.4kW CASCADE BLEED VALVE
0.75kW No 2 MAIN DIESEL GENERATOR ENGINE TURNING GEAR WHEELHOUSE DISTRIBUTION PANEL
3.7kW GENERATOR TURBINE EXHAUST VALVE
2.2kW PIPE BENDER
1.5kW AUXILIARY CIRCULATING PUMP DISCHARGE VALVE TRANSITIONAL EMERGENCY LIGHTING FOR ACCOMMODATION SPACE
2.2kW EMERGENCY BILGE SUCTION VALVE
0.75kW No 1 MAIN DIESEL GENERATOR ENGINE TURNING GEAR AND ENGINE ROOM
1.5kW No 2 MAIN AIR CONDITIONING OIL PUMP
1.5kW No 1 MAIN AIR CONDITIONING OIL PUMP
ELECTRIC CHAIN BLOCK (FOR WORKSHOP)
3.7kW No 2 SERVICE AIR COMPRESSOR
ELECTRIC CHAIN HOIST (FOR INCINERATOR ROOM)
0.4kW No 1 MAIN FEED PUMP STEAM INLET VALVE (SM only) AC100V FEEDER PANEL - INSTRUMENTATION (F100I)
RECEPTACLES IN CABINS (FOR PERSONAL USE)
SA/SP/SR/SM
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2.2 Main Switchboard Operations
2.2.1 General
This section describes the normal and alternative arrangements for distribution from
the main switchboard with reference to the interlocks that exist. The facilities
available for automatic operation are described in the ‘Power Management
System’ section of the manual (see 4.4).

2.2.2 Normal Operation (set up from main switchboard)
Case 1 (see above). The condition is where power is supplied to the whole distribution
system from the main generators. Both sections of the main switchboard are
energised with both bus-tie circuit-breakers (BT-M1 and BT-M2) closed. Electrical
power is provided to the cargo and emergency switchboard as follows:
(a) Cargo Switchboard
Cargo Switchboard No. 1 - supplied from main switchboard No. 1

section via circuit-breaker BT- M1C1 (interlocks then prevent the closure of
circuit-breaker BT-M1C2).

Cargo Switchboard No. 2 - supplied from main switchboard No. 2
section via circuit-breaker BT-M2C2 (interlocks then prevent the closure of
(b) Emergency Switchboard
Both feeder circuits to the emergency switchboard, BT-EM1 and BT-EM2,

should be energised because the interlocks to select which section of the
main switchboard supplies the emergency switchboard are made at the
emergency switchboard.

Case 2 (see above). This condition is as Case 1, the difference being that the cargo
switchboard is supplied as follows:
- Cargo Switchboard No.1 - Supplied from main switchboard No. 2 section

via circuit-breaker BT-M2C1) (interlocks then prevent the closure of
- Cargo Switchboard No. 2 - Supplied from main switchboard No. 1 section

via circuit-beaker BT-M1C2 (interlocks then prevent the closure of
circuit-beaker BT-M1C1).
2.2.3 Abnormal Operation (set up from main switchboard)
The abnormal operating conditions should only be used if one section of the main
switchboard (either MSB1 or MSB2 is de-energised or a disconnecting switch
(DS) has been opened.

(a) Case 1 - Where no generator is connected to one section of the main
switchboard and one or both of bus-tie circuit-breakers (BT-M1, BT-M2) are
open. This condition releases the mutual interlock between the two cargo
switchboard feeder circuits on the energised section and allows supplies to
be restored to both cargo switchboards.
(b) Case 2 - Where a disconnecting switch has been opened but both
bus-tie circuit-breakers are closed. This condition maintains the mutual
interlocks between the two cargo switchboard feeder circuits on the
energised 440V feeder section so that supplies can only be provided to
one of the two cargo switchboards. These interlocks prevent both cargo
being supplied from one section of the main switchboard by two generators
connected to the other section of the main switchboard. If this were
permitted, it would result in the circuit-breakers having a through-current in
excess of their capacity. Consequential overheating and failure would affect
the whole of the main switchboard.
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2.3 Cargo Switchboards Layout and Components

2.3.1 The cargo switchboard comprises two separate boards (CBS No. 1 and CBS No. 2),
each being located in a separate room with no electrical interconnections between
them.

The switchboards consist of moulded-case circuit-breakers and starters for the
electrical motor drives of the cargo pumps, spray pumps, gas compressors, valve
hydraulic power packs, nitrogen generator and cargo associated supply and exhaust
fans (see 4.3 (3)). These drives are arranged to provide total duplication between the
two switchboards. Two circuits deviate from this philosophy, these being:
(a) No. 2 cargo valve remote control main hydraulic pump. This is supplied
directly from the emergency switchboard.

(b) Cargo pump reduced volt starter. This is located on CBS1 and may be used
for any cargo pump motor.
2.4 Cargo Switchboards Operations

This section describes the normal and emergency arrangements of distribution
from cargo switchboards including the use of the reduced voltage starter. Remote
operation of the cargo system starters can also be performed via the IAS.
2.4.1 Normal Operation
Normal operation of both cargo switchboards is to have power supplied from the
main switchboard as explained in para 2.2. Diagram 4.3(4) shows the interlocks that
exist, which are present for all operational modes and must not be interfered with.
All circuit-breakers (ACB and MCCB types) have to be closed manually from the
switchboard. The starters can be operated from the switchboard or have control
transferred to the IAS.
2.4.2 Abnormal Operation
The abnormal operating condition should only be used when power is unavailable
from the main switchboard.
In this event, power is taken from either the emergency generator or shore
power source, via circuit-breakers BT-EC (located on the emergency
switchboard) and BT-CE (located on cargo switchboard No. 1). Under this condition
the operator must limit the power consumed on the cargo switchboard to within the
capacity available of the interconnector, by manual intervention (ie only one cargo
pump, plus auxiliaries). To allow a cargo pump to be started, with the limited power
available from the emergency generator, a reduced voltage starter is installed. The
use of this unit is described in para 2.4.3.
2.4.3 Reduced Voltage Starter (see illustration on this page)
The cargo pump which is selected for use must have the outgoing connections from
its normal supply starter disconnected. Then, using the portable flexible cable stored
in CSB1, a connection is made between the outgoing circuits of the reduced voltage
starter and the cargo pump supply cable. The unit is then energised by closure of the
MCCB supplying the reduced voltage starter, only local control being available from
the free standing starter panel. The portable cables are of sufficient length to reach
any cargo pump unit, thus allowing all tanks to be unloaded using this emergency
mode of operation.
PORTABLE CABLE CONNECTION BETWEEN SOFT STARTER & OUTGOING

TERMINAL OF CARGO PUMP
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2.5 Emergency Switchboard Layout and Components
The emergency switchboard comprises two parts, connected via an off-load

disconnecting switch (DS). The first part is an interconnector section incorporating
both bus-tie circuit-breakers and the shore power circuit-breaker. The second part is
a conventional emergency switchboard servicing statutory and emergency systems
with a generator panel, 440V feeder panels and feeder panel. Diagrams (1) and (3)
show the electrical arrangement schematically. The physical layout shown on this
page.

2.5.2 The controls for the operational modes which can be adopted from the emergency
switchboard are located on two panels (emergency generator and shore power
panels). The emergency generator panel is the control point for:
- Remote engine control (stop/start, governor, auto/manual)

- Generator ACB (breaker open/close and auto/manual)
- Engine sequence test (start and ACB close or engine start only)
- Engine test run (adds additional trip functions [high jacket water trip
enable] for one hour then resets automatically).
2.5.3 The shore power panel is the control point for:

- Shore power MCCB
- Synchronising (via bus-tie circuit-breakers)
control mode of bus-tie ACBs (manual/auto/feedback)
2.5.4 Details of the control switches are shown above. The locations of the panels are
shown on this page.
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2.6 Emergency Switchboard Operations 2.8 Operation of Starters
2.6.1 The operational modes which exist from the emergency switchboard are 2.8.1 Every starter has Stop and Start controls provided at the starter and at the
as follows: machine side. The machine-side control is dispensed with if the starter is within sight
of the machine (applies to individual starters only).
(a) Power supplied from MSB1 or MSB2
(b) Power to the ESB from the emergency generator 2.8.2 All machine-side controls are provided with a switch to allow the machine to be
(c) Power to the ESB from shore power prevented from starting. The positions on this switch are OFF and READY TO RUN.
(d) Back-feeding power to the main switchboard from the emergency After maintenance on a machine, this switch must be reset to the READY TO RUN
generator or shore power position.
(e) Momentary parallel operation between the main generators and
emergency generator for transferring power without incurring a black-out. 2.8.3 On the starters there is a control switch which has two positions labelled
REMOTE and LOCAL or, for automatic operation drives, REMOTE AUTO and LOCAL
2.6.2 An abnormal operational mode exists on the emergency switchboard when the MANUAL. The purpose of the position labeled REMOTE is to transfer control to the
off-load disconnection switch (DS) has been opened. This allows shore power and CACC location (into IAS). The purpose of the position labelled REMOTE AUTO is
emergency generator to be used simultaneously. two-fold. Firstly it allows automatic control by pressure, temperature etc, and
secondly, it transfers control to the CACC (into IAS). Even when remote control is
2.6.3 The diagram above lists all the mutual interlocks that exist for these operational selected, all Stop pushbuttons remain operable.
modes and the actions which alter their relationship to each other.
2.8.4 Where duplicated drives are provided, the AUTO CHANGEOVER starter type is
2.6.4 The normal operational mode is where the main switchboard supplies power to used. All these starters can be set-up or controlled from the CACC. All starters of this
the emergency switchboard via bus-tie circuit-breaker BT-EM1 or BT-EM2 type are fitted with an electronic control module called ‘MAC-25’. This module controls
(operator selectable). The emergency generator is selected for AUTO-START (control auto changeover and sequence start and establishes the second drive to standby
switches COS-L and COS-A) with automatic closure of the generator ACB. The duty. The method used for setting up running and standby drives is described on the
bus-tie ACBs control is selected to AUTOMATIC (switch COS-BT). Flow charts are flowchart pages of the Shipyard drawing titled ‘Group Starter Panel and Individual
provided explaining the prerequisites for each operational mode. These can be Starter’. There are special precautions to be taken when performing maintenance
found in the Shipyard drawing titled ‘Emergency Switchboard’. on these types of starters. These are explained on warning notices provided in the
starter itself.
2.6.5 Two test facilities exist for the emergency generator and switchboard. The first
allows an automatic start and ACB closure, to simulate a black-out condition (switch
TS). The second is to allow the engine to run with additional trips in circuit (ie low LO (Continued overleaf)
and CFW high temperature) for a period of one hour before automatically resetting to
normal mode (switch TES).
2.7 Group Starter Panels Layout and Types of Starters
2.7.1 The motor starters for the ship’s auxiliary systems are grouped on five starter
panels. These are GSP1A and 1B, GSP2A and 2B and GSP3.
2.7.2 The locations of these panels are as follows:
- GSP1A and 1B - Form wings to MSB1 and MSB2 respectively

- GSP2A - Free standing in No. 1 Main Switchboard Room
- GSP2B - Free standing in No. 2 Main Switchboard Room
- GSP3 - Air Conditioning Unit Room, Upper Deck
2.7.3 For reasons of security of supplies, the motor drives are arranged such that
duplicate units have one supply taken from ‘A’ and the other from ‘B’ group
starter panels. In the case of GSP3, duplicate busbars are provided and supplies are
taken from different busbars. Details of the motor drives for each of these boards are
shown on diagram 4.3(3).
2.7.4 Various types of starters are provided, summarised as follows:
- Non-auto (NA)
- Auto-start or stop or close (AST, ASP, ACL)
- Auto-start and stop or open and close (ASS, AOC)
- Auto changeover (ACO-NV, ACO-NV/PS)
2.7.5 Details of how these types of starters are applied to the ship’s motor drives are
shown on the specification list pages for each starter panel and individual starters in
the Shipyard drawing titled ‘Group Starter Panel and Individual Starter’.
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2.9 Portable Cable Connections - Purpose 3.2.4 Interlock Switch (inside panel): 3.4.5 Sequence Test Switch (inside panel):
NOTICE NOTICE
2.9.1 The purpose of the portable cable connections is two-fold. First to provide SWITCH MUST ALWAYS BE SET IN THE “NOR” POSITION. AFTER COMPLETION OF SEQUENCE TEST, THE TEST SWITCH IS TO
interconnection between the main switchboard, cargo switchboard and group BE SET BACK IN “NOR” POSITION.
starter panels 1B and 2B. The reason for this is to provide a temporary measure 3.2.5 MC for Motor Capacity Over 301kW:
to overcome a failure which has rendered the normal interconnector(s) WARNING 3.4.6 Operating Position Select Switch
inoperative, until repairs can be made. Secondly, to allow supplies to be provided BEFORE CARRYING OUT ANY WORK ON THE MAGNETIC NOTICE
to the cargo switchboard from another ship for discharging cargo, if a major problem CONTACTOR, DISCONNECT MAIN POWER AHEAD OF MOTOR THIS SWITCH MUST ALWAYS BE SET IN “REMOTE” POSITION.
has rendered the ship without power of its own. STARTER. or
NOTICE
2.9.2 For the first case, portable cables are provided onboard. The second case requires 3.2.6 Reduce Voltage Starter for Cargo Pump Use: THIS SWITCH MUST ALWAYS BE IN SET “REMOTE AUTO” POSITION.
special cables which are stored ashore, with other equipment for this emergency. WARNING
(See NWSSSC Emergency Management Plan). DON’T REPEAT STARTING OVER 3 TIMES DURING SHORT PERIOD. 3.4.7 Miscellaneous:
40 MINUTES IS NECESSARY FOR COOL DOWN. WARNING
2.9.3 A third case exists, where portable cables are used in conjunction with the reduced THE CIRCUIT TERMINALS MARKED IN RED IS ALIVE EVEN IF THE
voltage starter (see para 2.4.4 for details). 3.3 Emergency Switchboard ISOLATING SWITCH IS OPENED.
2.9.4 In the first case, where these portable connections are used, the operator is directly 3.3.1 EG Sequence Test PBS: WARNING
responsible for safety, as normal protection devices not be available. Particular WARNING THE CIRCUIT WITH TERMINALS MARKED IN RED OR BLUE IS ALIVE
attention must be paid to the load applied as there are no circuit-breakers used THIS PUSH BUTTON INITIATE E/G BLACKOUT SEQUENCE EVEN IF THE ISOLATING SWITCH IS OPENED.
and overloading could result in a fire hazard. TEST THEREBY TRIPPING RELEVANT BUS-TIE BREAKER.
WARNING
2.10 Portable Cable Connections - Location 3.3.2 Test Mode for Engine Safeguard: NO INSULATION TEST FOR THE CIRCUIT WITH TERMINALS MARKED
WARNING BLUE.
2.10.1 Portable connections are provided at the following locations: DEPRESSING THIS PUSH BUTTON WILL “ARM” CFW HIGH TEMP
TRIP ON E/G FOR A PERIOD OF 1 HOUR BEFORE BEING WARNING
Main switchboard - 440V feeder panels for both MSB1 AUTOMATICALLY RESET. THE CIRCUIT WITH CONNECTOR MARKED 1 IS ALIVE EVEN IF THE
and MSB2 STARTER UNIT SET DRAW-OUT POSITION. THE CIRCUIT IS
Cargo switchboard - CBS1 and CBS2 3.3.3 Panel: CONNECTED TO SEQUENCE TEST SOURCE.
Group starter panel - Sections 1B and 2B WARNING
THE PUSH BUTTON SW “EG SEQUENCE TEST AND TEST MODE FOR 3.4.8 MAC-25 (inside panel):
2.10.2 The internal connections provided are shown on the diagram above, together with ENG SAFEGUARD” PROVIDED INSIDE OF THIS PANEL. WARNING
the load capacity of the circuit. 1 NO INSULATION TEST.
3.3.4 ACB UVT circuit bypass switch: 2 DON’T CONNECT THIS UNIT TO STARTER FRAMEWORK
3. WARNING AND CAUTION LABELS As in 3.1.1 above. BECAUSE IT IS CONNECTED TO COMMON LINE.
The operator’s attention is drawn to possible dangers to life and/or to equipment 3.3.5 Phase Sequence Lamp:
inherent in the operation of electrical items. Notices in the form of labels are posted WARNING 4. DRAWING REFERENCE LIST
in appropriate places as indicated in the following paragraphs. CONFIRM “BRIGHT” AND “DARK” LAMP CORRECT BEFORE CLOSING
SHORE BREAKER. Elementary Diagram of Main Distribution
3.1 Main Switchboard System V2-SO004F
3.4 Group and Individual Starter
3.1.1 ACB UVT circuit bypass switch: Main Switchboard V2-SC701 (1/3)F
CAUTION 3.4.1 Various:
KEEP TO NORMAL POSITION AT ANY TIME, HOWEVER IN THE WARNING Arrangement of Main Switchboard Room
EVENT THAT ACB CANNOT BE CLOSED DUE TO ANY DAMAGE OR BEFORE CARRYING OUT INSULATION TEST, REMOVE THE WIRE Room V2-SO314F
TROUBLE IN OTHER CUBICLE, TURN TO “BY-PASS” POSITION. THEN CONNECTED TO TERMINAL “G” OF THE INSULATION RESISTANCE
UVT COIL IS ENERGISED AND ACB CAN BE CLOSED BY MANUAL MONITOR. Cargo Switchboard V2-SC701 (3/3)F
HANDLE OPERATION.
3.4.2 MAC-25 (inside panel): Arrangement of Cargo Switchboard
3.2 Cargo Switchboard NOTICE Room V2-SO313F
BEFORE DISCONNECTING MAC-25 CONSULT MANUAL.
3.2.1 Fixed Type Starters: Emergency Switchboard V2-SC701 (2/3)F
WARNING 3.4.3 Operating Position Select Switch for Individual Starter:
BEFORE CARRYING OUT ANY WORK ON FAN. LOCK THE ISOLATING NOTICE Arrangement of Emergency Switchboard
SWITCH IN THE OFF POSITION. THIS SWITCH MUST ALWAYS BE SET IN “REMOTE” POSITION. Room V2-SO315F
3.2.2 Withdrawable Type Starters: 3.4.4 All Starters in 1A, 1B, 2A 2B and 3 GSP and All Individual Starters. Instruction Manual for Main Switchboard 1/3.
WARNING WARNING Chapter 2 (Interlock Arrangement of Circuit Breakers) V2-SC801F
BEFORE CARRYING OUT ANY WORK ON FAN, LOCK STARTER UNIT BEFORE CARRYING OUT ANY WORK ON MOTOR, LOCK THE
IN DISCONNECT POSITION. ISOLATING SWITCH IN “OFF” POSITION. Wiring Diagram of Power System V2-SO101 F
3.2.3 Sequence Test Switch (inside panel): Cargo Pump Reduced Voltage Starter
NOTICE Panel V2-SD720F
AFTER COMPLETION OF SEQUENCE TEST, THE TEST SWITCH IS TO
BE SET BACK IN “NOR” POSITION. Generator Auto Control Panel V2-SC706F
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4.4 POWER MANAGEMENT SYSTEM (1) - LOCATIONS OF CONTROLS

1. OVERVIEW 2.5 To progress to automatic control, load sharing options and PMS control, two
different operating systems are provided, depending on whether the main switchboard
1.1 General or CACC control position has been selected:
1.1.1 The term ‘Power Management System’ (PMS) as used for this ship refers to the (a) Case 1 (Main switchboard control position) - Progression into
control of the main generators and the operational modes that they can be automatic and subsequent control requires operation of pushbuttons located
pre-selected to adopt without requiring further operator intervention. on the ‘Generator Auto Control Panel’ (see diagrams 4.4 (1) and (2)).
1.1.2 Other aspects of automatic control are independent of the PMS and remain (b) Case 2 (CACC control position) - Progression into automatic and
operative however the main generators are controlled. These aspects include: subsequent control requires operation via the keyboard of the IAS.
(a) Preference tripping. 2.6 All automatic functions are performed by a central processing unit (CPU) located in
(b) Automatic restart of motor drives after black-out restoration. the Generator Auto Control Panel. This unit is called GAC-5C (Generator automatic
(c) Auto changeover of running and standby motor drives. control system 5, type C) and is referred to in abbreviated form on all drawings. Not
only are the functions of auto synchronising, standby, load sharing and fault recovery,
1.2 Operational Modes etc, integral to this CPU but so also are all adjustments for load sharing set points, load
limits, voltage, frequency, start/stop request points and large motor start inhibits. This
1.2.1 Remote manual operations such as ACB, synchronising and load shift operations means failure of the CPU renders all automatic controls, as well as the remote control
can be performed from the main switchboard. Operations performed through the via the IAS inoperative.
Power Management System are as follows:
- Sequenced operations
- Load control
- Large motor starting
- Fault recovery (Continued overleaf)
1.2.2 Details of these operations, the flow charts which should be referred to and the
locations of control devices for setting up the equipment, are given in para 3
MSB/CACC Control, overleaf.
2. COMPONENTS AND OF CONTROLS
2.1 Before the operational modes can be described, an appreciation is needed of

the components and location of controls of the Power Management System. There
are three main locations of control devices associated with the Power Management
System:
- Main Switchboard Room (MSB1 and MSB 2)

- Generator Auto Control Panel
- CACC (Keyboard of IAS)
2.2 The hierarchy of control is determined by changeover switches located on the

main switchboards, namely COS-M1 (on MSB1) and COS-M2 (on MSB2). Operation
of these switches permits the choice of three options:
(a) Remote operation from MSB1 (COS-M1).

(b) Remote operation from MSB2 (COS-M2).
(c) Remote operation from CACC (COS-M1 and COS-M2).
2.3 Options (a) and (b) are provided to allow full control of the turbo generator and
related diesel generator, from one of the main switchboard rooms (either MSB1 or
MSB2) in the event of a hazard existing which restricts entry to the other switchboard
room.
2.4 Option (c) requires both changeover switches to be selected to remote operation
from the CACC, before the status is established.
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4.4 POWER MANAGEMENT SYSTEM (2) - MSB/CACC CONTROL

3. MSB/CACC CONTROL
Flow charts referred to in the subsequent text are parts of Drawing No.
V2-SC701F (1/3).
3.1 Remote Manual Operation from a Switchboard Room
3.1.1 Having selected this mode of control, the following operations can be undertaken:
(a) ACB closure onto de-energised busbars.

(b) Manual parallel running (manual synchronising using the check
synchroniser) and ACB closure.
(c) Manual load and ACB disconnection.
(d) Manual generator engine start and stop.
3.1.2 The flow charts detailing the procedure to follow and controls to use are FC13,
FC14, FC15 and FC12 respectively. To set up the system, refer to FC11 above.
3.2 Sequenced Operations
3.2.1 The sequenced operations are available through the keyboard of the IAS and are
the result of initial operator command. The control mode selected should be CACC
control position with auto control available. The following operations are then
available:
(a) Automatic synchonisation (with auto load sharing).

(b) Automatic generator start and parallel running (with auto load sharing).
(c) Automatic load shift and ACB disconnection.
(d) Automatic load shift/ACB disconnection and generator engine stop.
3.2.2 The flow charts detailing the procedure to follow and the controls to use are
FC41, FC43, FC44 and FC46 respectively. To set up the system refer to FC11
above.
3.3 Load Control
3.3.1 The prerequisite of automatic load control is that the controls are set up to
achieve ‘PMS control available’ either at the MSB or CACC locations.
3.3.2 The load control system is based upon the turbo generator being the lead set.
This normally supplies electrical power to the vessel with the diesel generators acting
as first and second standby units to automatically adjust for increases in load. The
second standby unit is required only for back-up, in the event that the first standby set
fails to start.
3.3.3 The basis for load sharing is twofold; either equal (parallel) load shared between
each set, or optimised. Equal (parallel) load sharing is, as the name suggests, equal
load apportioned between the two running sets.
3.3.4 Optimum load sharing allows the turbo generator to supply the majority of the
load connected, with the diesel generator supplying the balance. The limitations
in this mode are that the diesel engine must be loaded above its minimum load
condition of 20% (540kW) and that the turbo generator has an upper set point of
load acceptance (95% = 2565kW). The diesel generator starts at a turbo
generator load of 89% (2403kW). When the load condition is under 95% (2565kW)
the diesel generator stops. This mode is provided to enhance fuel efficiency when
boil-off gas is available.
3.3.5 The setting up of these two load sharing modes is performed either through the
keyboard of the IAS when in CACC control or by pushbuttons on the GACP when in
MSB control. (See accompanying illustration).
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4.4 POWER MANAGEMENT SYSTEM (3) - IAS DISPLAYS

3.3.6 Irrespective of which load sharing mode is selected when in PMS control a 4. IAS DISPLAYS
standby diesel generator set will start on load demand and stop on load reduction in
accordance with the preset load limits. 4.1 The three principal IAS Machinery Custom Displays used for PMS operations
and monitoring (C-23, C-24 and C-51) are shown above.
3.3.7 One other facility exists which is related to load sharing and this is ‘Number of
Generator Control’. This facility is selectable either through the IAS keyboard or Associated IAS Machinery Displays are:
pushbutton on the GACP, depending on control position. To obtain PMS control,
this facility must be selected to ON. However, if selected to OFF, it cancels the (a) Custom Displays
operation of the standby engine sets, with respect to the preset levels of load C-16 Turbo Generator
sharing, thus permitting two generators to supply power for loads where the C-17 No. 1 Diesel Generator
automatics would have reduced to one set. Under this condition the start of a C-18 No. 2 Diesel Generator
standby set for fault situations is not affected. (See illustration on previous page). C-27 Emergency Diesel Generator
3.3.8 The flow charts detailing the procedure to follow and the controls to use are FC61, FC62 (b) Group Displays
and FC63 see Drawing No. FV - SC701F (1/3). FC63 also shows the optimum load G-231 Generator Load
sharing philosophy in graphical form. G-232 Generator Current
G-233 Electrical Distribution
3.4 Large Motor Starting
(SA Only)
There are cases where large motors require more than one main generator on line to GRP-161 Turbo Generator
permit starting. These are: GRP-162 Turbo Generator
GRP-163 Turbo Generator
(a) H/D Gas Compressor - always requires two sets. GRP-164 Turbo Generator
(b) Ballast Pumps and Cargo Pumps - require two sets only if standing load GRP-171 No. 1 Diesel Generator
is high. GRP-172 No. 1 Diesel Generator
GRP-173 No. 1 Diesel Generator
Provided that the system is set up as detailed on flow charts FC64 and FC65, the GRP-175 No. 1 Diesel Generator
actions take place automatically once the motor start request has taken place. Flow GRP-176 No. 1 Diesel Generator
charts FC64 and FC65 are to be found in Drawing No. V2-SC701F (1/3). GRP-177 No. 1 Diesel Generator
3.5 Fault Recovery GRP-181 No. 2 Diesel Generator

GRP-182 No. 2 Diesel Generator
3.5.1 Provided that the system has been set up to provide ‘auto control available’, this GRP-183 No. 2 Diesel Generator
being a standby set is available to come on line (see flow chart FC11 on previous GRP-185 No. 2 Diesel Generator
page), the electrical generation system will recover automatically from the following GRP-186 No. 2 Diesel Generator
conditions: GRP-187 No. 2 Diesel Generator

- Generator overload GRP-191 Emergency Diesel Generator
- Low and high voltage
- Low and high frequency
- Turbine abnormal (low steam pressure, FO valve shut, etc) 4.2 IAS control is normally effected from the CACC Console (Machinery EOS 1, 2, 3 or
- Black-out 4) but may be effected from Machinery EOS 5 in the Monitor Room (next to the Main
Switchboard Room). See 2.1 and 2.2 ‘IAS Overview’ and ‘IAS Control Operations’
3.5.2 Except for the events which cause a black-out (ACB abnormal trip, bus abnormal) respectively.
the power system will sense the problem early enough to start a standby set,
synchronise, load shift and maintain the electrical power. 5. DRAWING REFERENCES

3.5.3 The flow charts which detail the sequence of operations and how the system Generator Auto Control Panel V2-SC706F
should be set up are FC51, FC56, FC57, FC58-1, FC58-2 and FC59, see Drawing Main Switchboard V2-SC701F (1/3)
No. V2-SC701F (1/3).
6. WARNING NOTICES

Refer to 4.3 Electrical Power Distribution.
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4.5 CATHODIC PROTECTION SYSTEM

1.1 GENERAL 3.1.2 Shaft-hull millivoltmeter (1 unit) 3.3.3 If any of the above conditions are encountered, the system should be put in
MANUAL until it has been repaired. When the controller is in MANUAL, the automatic
1.1 The external wetted area of the ship’s hull, rudder and propeller are protected by Record the shaft-hull millivoltmeter readings in column E of the Log Sheet. control portion of the circuit is disconnected and the output from the controller can be
an automatically controlled, impressed current, cathodic protection system type adjusted and held at a fixed value by adjusting the Manual control setting R22. Meter
‘CAPAC’ manufactured by Corrosion Engineering. There are two 200A main anodes Required value: less than 50mV M2 will still read the Automatic control setting R19, but this should be disregarded.
situated aft, one on each side of the vessel, and two 100A (recessed) main anodes
forward which supply the protective current to the hull. Four Ag/AgCI reference 3.1.3 Remote hull potential and ammeter (1 unit) 3.3.4 If past logs of correct operation are available:
electrodes are fitted, one forward and one aft on each side. Two controller/rectifier
automatic power supply units are installed, one in the Engine Room and the other (1) Press the reference cell check button S4 and record the voltage (1) Set Auto/Manual switch S3 to MANUAL.
forward in the Bosun’s Store, to supply the current for the main anodes. readings from meter V in columns B and C of the Log Sheet.
(2) Rotate manual control setting R22 until the ammeter reads the same as it
1.2 To ensure that the rudder is at the same potential as the hull, the rudder stock is (2) Record the anode current as read on meter A in column D of the did when the controller was functioning correctly.
connected to the hull by a flexible earthing strap. The propeller is earthed via the Log Sheet.
main shaft which is fitted with two sets of silver brushes in contact with a silver alloy 3.3.5 If past logs of correct operation are not available:
band around the shaft. One set is strapped directly to the hull. The other set is also NOTE:
connected to the hull, but through a millivoltmeter which measures the voltage It is normal for the current to change and, in general, the current may increase from (1) Set Auto/Manual switch S3 to MANUAL.
potential between the propeller and hull. Read-outs are given at the mitlivoltmeter in month to month if the underwater coatings suffer damage and more protective current
the Engine Room. is required. (2) Rotate manual control setting R22 until meter M1 reads one half of the
maximum rated current.
2. PRINCIPLE OF OPERATION 3.2 Setting to Work
(3) After 30 minutes, press control reference cell check button S1; meter
2.1 The automatic power supply units continuously measure the degree of protection The following procedure is used to place the equipment in operation once the anodes M2 should read 0.85V. If the reading is less than required, more anode
being achieved at the hull. Each unit is set for a specific level of protection, any and reference electrodes are in the water. current is necessary.
deviation from this level will cause the power supply to the anodes to be modified.
Consequently, the amount of current emitted at the anodes is increased or decreased (1) With the front panel removed, rotate automatic control setting R19 (4) Release control reference cell check button S1 and repeat Step (2) but
so as to adjust the level of cathodic protection current provided. and manual control setting R22 fully counter-clockwise. Set Auto/Manual increase meter M1 reading by 10%.
switch S3 to MANUAL (to the right). DO NOT adjust the current limit R12 as
2.2 An automatic control setting adjustment is located on a control panel inside the this setting has been factory-set. (5) After an additional 30 minutes, repeat Steps (3) and (4). Continue to
enclosure. This adjustment permits the controller to be set at the optimum level for increase current output with the manual control setting until the desired
the steel structure being protected. Two meters are provided on the unit; an ammeter, (2) Turn ON ac input breaker CB1. Voltmeter M2 should read 0.3± 0.1V and reference cell check reading is obtained.
which indicates the total anode current, and a voltmeter, which indicates the level of ammeter M1 should read less than 45A.
cathodic protection.
(3) Slowly rotate manual control R22 clockwise until ammeter M1 reads the
3. INSTRUCTIONS rated current of the unit. The equipment will deliver maximum rated current
in salt water and less in brackish or fresh water.
3.1 Operational Check of CAPAC System
(4) Rotate the manual control fully counter-clockwise and set Auto/Manual
3.1.1 Automatic power supply (2 units) switch S3 to AUTO.
(1) OPEN front panel. (5) Check the two reference electrodes by pressing control and auxiliary
reference cell check buttons and S1 and S2.
(2) Set Auto/Manual switch S3 to AUTO (to left side).
(6) Adjust automatic control setting R19 so that voltmeter M2 reads 0.85V.
(3) Turn ON load circuit-breakers CB2 and CB3 and line circuit-breaker CB1.
(4) Adjust automatic control setting R19 until meter M2 reads 0.85V. 3.3 Manual Operation

- Record the automatic control setting in column A of the Log 3.3.1 The controller circuit is designed to fail safe. This means that it reduces the
Sheet (see sample sheet on diagram above). anode current to a low value if the reference cell input is either open or short-circuited.
Any difficulties with the system can be observed from the Log Sheets.
Required value: 0.85V
3.3.2 The controller should be put in MANUAL mode for any one of the following
(5) Press control and auxiliary reference cell check buttons S1 and S2 and reasons:
record the meter M2 readings;
(a) When a constant current output is required to facilitate anode testing
- Record the control reference cell reading in column B of the Log (current in the Auto mode is usually not constant).
Sheet,
- Record the auxiliary reference cell reading in column C of the Log (b) When the controller does not function correctly in automatic, for example:
Sheet.
(i) When the control reference cell check reads below 0.1V
Required value: 0.80/0.95V (ii) When the control reference cell check reads more than 0.1V
above the automatic setting and the ammeter reads more
(6) Record the anode current, as read on meter in M1, in column D of the Log than leakage current (45A).
Sheet. (iii) When the control reference check reads less than the
automatic setting by 0.1V or more and the ammeter reads less than
Required value: more than 1A leakage current (45A)
CATHODIC PROTECTION SYSTEM 4.5

ISSUE 4 - JULY 2007

5 AUXILIARY SYSTEMS

CONTENTS
SECTION 5
AUXILIARY SYSTEMS
5.1 Compressed Air Systems
5.2 Lubricating Oil System
5.3.1 Salt Water System
5.3.2 Main Central Cooling System (CCS)
5.4 Bilge System
5.5 Incinerator and Compactor
5.6 Nitrogen Generating System
5.7 Steering Gear
ALL
5
SECTION CONTENTS
ISSUE 4 - JULY 2007

SM
5.1 COMPRESSED AIR SYSTEM (1) - SERVICE AIR MA-PE102, MA-PE103

1. GENERAL 1.12 The compressors start and stop in response to pressure fluctuations in the air 1.20 A 1m3 vertical cylindrical air receiver is provided to act as a storage vessel for
receivers. compressed air. The compressors start and stop in response to pressure fluctuations
1.1 The Compressed Air System is divided into two separate parts, namely Service in the air receiver. The compressors start at a falling pressure of 1.76 ±0.098 MPa
Air System and Control Air System (see diagrams 5.1(1) above and 5.1 (2) overleaf, (a) The service air compressors are set to operate in a “lead” and “lag” and stop at a rising pressure of 2.45 ±0.098 MPa. The compressors will trip in the
respectively). The two parts are cross-connected and are normally operated as one configuration. The operating pressures are set up via the air bottle mounted event of low lub oil pressure (39.2 kPa) or high outlet air temperature (90°C).
system. pressure switches.
1.21 The compressor is provided with a primary chamber on the air discharge. This
1.2 A further system, the Starting Air System (see diagram 5.1 (3) overleaf), is used “Lead” pressure band settings: Cut in: 0.75 MPa Chamber acts as a water separator. A connection is made from the primary chamber
to provide starting air for the diesel generators. This is a separate system with its own Cut out: 0.86 MPa to an exhaust valve which acts as an unloading valve, to allow the compressor to start
air compressors. It cannot be cross-connected to either the Service Air System or the “Lag” pressure band settings: Cut in: 0.65 MPa under no-load conditions.
Control Air System. It also supplies starting air to the emergency generator starting air Cut out: 0.84 MPa
system. 1.22 A connection from the Starting Air System is provided to supply air to the
emergency generator diesel engine if required.
1.3 The Service Air System provides compressed air for the following purposes: (b) The control air compressors operate in a “lead” and “lag” mode. The
operating pressures are set up via the compressor PLC control panel. Fur- 1.23 Alarm set points for the various systems are as follows:
- Air-operated tools and equipment thermore, user determined pressure settings can be allocated and saved to
- Air horns a “Pressure Band” for later use. This facility can be used to determine lead/ Low Pressure Alarms Set Points
- Pressurising systems for various tanks lag on each control compressor from week to week.
- Operation of fire dampers Control Air Receiver 490 ±9.8 kPa
- Cargo Machinery and Motor Rooms “Lead” pressure band settings: Cut in: 0.8 MPa Service Air Receiver 490 ±9.8 kPa
- Deck services Cut out: 0.86 MPa Diesel Generator Starting Air Receiver 1.67 ±0.098 MPa
- Accommodation services “Lag” pressure band settings: Cut in: 0.7 MPa Emergency Generator Air Receiver 1.67 ±9.8 kPa
- Aft Mooring Deck facilities Cut out: 0.84 MPa Emergency Generator Auxiliary Air Receiver 686 ±9.8 kPa
- Steering gear Control Air Line 441 ±9.8 kPa
- Emergency diesel generator auxiliary air receiver
- Air whistle on funnel 1.13 The compressors will trip in the event of low lub oil pressure or high outlet air All the above are indicated on Display C-37 Compressed Air.
temperature.
1.4 The Control Air System provides dry air for the control and operation of
pneumatically powered instruments and equipment within the ship’s various 1.14 The output from the screw compressors are passed through an air filter and a
systems. microfilter unit to remove water and oil from the air. (Continued overleaf)
1.5 Two compressors are provided for the Service Air System & two for the Control Air 1.15 Two air dryer units are provided for the Control Air System. Each unit is of the
System. All compressors are screw type. twin tower type, in which the air is dried by passing through desiccant contained within
the towers. Each unit can handle 100% of the air flow so that they can be operated
1.6 The Service Air Compressors are Compair 6040N delivering 250 m3/hr at 8.6 one unit duty the other on standby. The desiccant is regenerated by a reverse flow of
bar, complete with no filtration system fitted. air which passes through the tower and discharges to atmosphere.
1.7 The Control Air Compressors are Atlas Copco GA37AP delivering 373 m3/hr at 1.16 The drying cycle takes place in one tower for a period of 5 minutes; the air flow is
0.91 MPa, complete with air filter types: then changed by the operation of four solenoid-operated valves so that the other
tower is in use for 5 minutes. This cycle is repeated throughout the time that the
(1) DD175- General Purpose Filter drying unit is in operation. The solenoid valves operate in response to a timer in such
(2) PD175- High Efficiency Filter a manner as to direct a flow of 0.5Nm3/min of air through the tower which is to have its
(3) QD175- Oil Vapour Filter desiccant regenerated.
1.8 The two systems are set up as separate systems, with both control air and 1.17 The timing of operations is derived such that the tower being regenerated is
service air receivers being supplied by their respective compressors. There is pressurised slowly, first by closure of the drying air stream, secondly by opening of
provision for emergency supply by means of manual cross over valve VPE009. the inlet air stream to that tower. The tower which was on line is then depressurised
and reverse flow air admitted. This method of operation avoids shock loading of the
1.9 Two 3m3 vertical cylindrical air receivers are provided to act as buffer storage tanks, towers. A pre-filter of the oil absorbent type is provided upstream of each unit to
one for the Service Air System, the other for the Control Air System. prevent contamination of the desiccant. An afterfilter is provided downstream of each
unit to remove any dust particles carried over from the desiccant. An alarm is initiated
1.10 Air for the Service Air System is discharged directly into the distribution network after on the IAS if dew-point rises to -10°C ±2°C.
passing through a moisture separator. Any droplets of moisture are collected in a drain
trap. 1.18 Two air compressors are provided to supply air to the Starting Air System for the
diesel generator engines. The compressors are identical and of the motor-driven
1.11 Air for the Control Air System passes through air drying facilities before discharge vertical reciprocating type. The compressor has one double-acting piston. The top
to the Control Air System. of the piston provides first stage compression while the underside (annular side)
provides second stage compression. The compressors are air-cooled, cooling air
supplies being provided by a fan which is belt-driven from the free end of the
crankshaft.

1.19 The compressors are of Suction Gas Engine Mfg Co Ltd design, model TVX-35.
Each is rated at 20m3/h at 2.45 MPa; the cooling fan capacity is 960m3/h.

SM
5.1
COMPRESSED AIR SYSTEMS (1)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
5.1 COMPRESSED AIR SYSTEMS (2) - CONTROL AIR

2. INSTRUCTIONS 2.3 Put the Starting Air System into operation as follows:

(1) OPEN the selected starting air compressor discharge valve VPE551 or
VPE552 as required.

(2) OPEN the separator drain valves VPE553 and VPE554.
(3) OPEN the starting air receiver inlet and outlet valves.
(4) OPEN supply valves VPE561 and VPE562 (these valves are to remain
open for auto start of diesel generator).

(5) OPEN the cross-connection valve to the emergency generator engine air
start receiver VPE567.
(6) Start the selected compressor; when a dry flow of air is observed,
CLOSE the separator drain valve. Observe the pressures and temperatures
as the system is pressurised.
2.1 Put the Service Air System into operation as follows:
(1) OPEN service air compressor discharge valve VPE001 (SM - VPE006 &
007).
(2) OPEN service air receiver inlet valve VPE004.
(3) OPEN service air receiver outlet valve VPE008.
(4) OPEN and LOCK OPEN service air receiver outlet valve to air horn
VPE010.
(5) CLOSE cross-connection valve to control air system.
(6) CLOSE the remaining valves.
(7) Start the compressor; observe the pressures and temperatures as the
system is pressurised.
(8) Slowly OPEN supply valves to services as required.
2.2 Put the Control Air System into operation as follows:
(1) OPEN control air compressor discharge valves VPE002 and VPE003
(SM only VPE001).
(2) OPEN control air receiver inlet valve VPE005.
(3) OPEN and LOCK OPEN control air receiver outlet valve VPE101.
(4) Select the control air drying unit to be used and OPEN the inlet and
outlet valves - VPE102 or VPE103 and VPE104 or VPE105, as required.
OPEN valves VPE 108 and VPE109. CLOSE VPE110.
(5) CLOSE the remaining valves.
(6) Set up one compressor for ‘lead’ duty, the other for ‘lag’ duty.
(7) Start both compressors, observe the pressures and temperatures as

the system is pressurised. Ensure the dew-point meter is operating.
(8) Slowly OPEN supply valves VPE106 or VPE107 as required; supply

valves to the various equipments as required.
SL/SP/SW/SE/SM
5.1
COMPRESSED AIR SYSTEMS (2)
ISSUE 4 - JULY 2007

ALL
5.1
COMPRESSED AIR SYSTEMS (3) - STARTING AIR
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/ST/SL/SP/SR/SM
5.2 LUBRICATING OIL SYSTEM (1) - FILLING AND TRANSFER

1. GENERAL 3.2 The purifiers are so arranged that they may be used for the following purposes: 4.1 Continuous Main System Purification, Drawing From and Returning To the
Lubricating Oil Sump Tank Using No. 1 Purifier
1.1 Storage tanks are provided for all lubricating oils having an anticipated annual (a) Continuous main system purification.
usage rate in excess of 200 litres. Those grades of oil allotted a storage capacity (1) Confirm that the following valves are fully OPEN: Lub oil sump tank suction
greater than 1000 litres are also provided with separate loading lines. (b) Renovating tank purification. valve VPK111, purifier suction valve VPK112, recirculation valve VPK119,
pump discharge valve VPK121, heater outlet valve VPK123, purifier
1.2 Auxiliary machinery and the stern gland lubricating system share a common (c) Auxiliary system purification. discharge valve VPK135, lub oil deaeration tank inlet valve VPK139, lub oil
renovation tank. All tanks in the system have level gauges and lockable deaeration tank outlet valve VPK140.
spring-loaded drain cocks. (d) Sterntube system purification
(2) Check that the following valves are CLOSED: valve in line from lub oil
1.3 Certain tanks are provided with steam heating coils to promote separation of water, (e) Batch purifying of diesel generator sumps. renovating tank VPK114, valve in line from sterntube lub oil sump tank
oil and sludge in the settling process. VPK116, valve in line from generator engine lub oil renovating tank VPK118,
Continuous main system purification is the operating mode. valves in line from No. 2 lub oil purifier VPK131 and 133, valve in line to
2. LUBRICATING TANK CAPACITIES generator engine oil renovating tank VPK137, valve in line from oil storage
3.3 The purifier feed pumps are horizontal gear pumps driven by 2.2kW electric motors tank VPK169, valve in line to lub oil sump tank VPK188.
Tank Qty Capacity Heating Remarks to deliver 3.5m3/h at a differential pressure of 0.3 MPa. No. 2 purifier feed pump can
(m3) Coil take suction from the main turbine lub oil and sterntube lub oil sumps, and the lub oil (3) START No. 1 lub oil purifier feed pump and adjust flow using needle
and auxiliary lub oil renovating tanks. No. 2 purifier discharge can be directed to return valve VPK128.
Lub Oil Sump 1 norm 25 yes Storage the oil either to these same tanks or to the auxiliary lub oil purified tank.
capacity: 45 (4) Carry out safety checks on purifier as follows:
Lub Oil Storage 2 45.0 - 3.4 No. 1 purifier can perform the same duties as No. 2 but can also draw from the
Lub Oil Renovating 1 55.0 yes diesel generator lub oil renovating tank and return to that tank, or to the diesel (a) Correct gravity disc fitted.
Turbine Generator Lub generator lub oil purified tank. Spectacle flanges in the diesel generator lub oil NOTE: This is normally preset.
Oil Sump 1 1.5 - suction and discharge lines serve to reduce the incidence and degree of cross-pollution
Lub Oil Gravity 1 15.0 - between the different lubricating oils. (b) Inlet ports and frame cover clamped by clamp nuts.
Diesel Generator Lub Oil
Storage 1 20.0 - 3.5 The lub oil purifiers are of the motor-driven, centrifugal, partial discharge type, (c) Worm gear housing oil level correct.
Aux Lub Oil Purified 1 1.0 yes each capable of handling the output of its associated purifier feed pump, ie 3.5m3/h.
Aux Lub Oil Renovating 1 1.0 yes Sludge accumulating from the purification process is ejected automatically as part of a (d) Brake released with handle pointing down.
Sterntube Lub Oil Sump 1 1.5 - timed cycle of operations. Fresh water, used for sealing and as an operating medium,
Lub Oil Sludge 1 1.5 yes is supplied from an operating water tank from the fresh water service system and (5) Ensure that operating water tank supply valve VPG213 is OPEN and
Lub Oil Daily 1 0.2 - pressurised with compressed air. Control valves are pneumatically operated through that service air is available.
Compressor Oil 1 0.2 - solenoid-operated valves.
Cleaning Oil 1 0.2 - (6) Switch ON power to starter and press Start pushbutton to start purifier.
Diesel Generator Engine 3.6 Control and surveillance is conducted primarily from Display C-44. Status of
Lub Oil Sump 2 2.4 - Upper working purifiers and purifier feed pumps is indicated at Display G-231. Lub oil transfer pump (7) Operate steam heater to bring lubricating oil temperature to 83°C.
level state is given at Display G-232. Sludge tank high level and lub oil sump low level
Diesel Generator Engine warnings annunciate at G-231 and 232 respectively. (8) Switch ON power to local control panel. At this stage the indicator
Lub Oil Purified 1 5.0 yes lamp marked SOURCE will indicate that power is on the panel.
Diesel Generator Engine 3.7 A steam heater for each lub oil purifier system is provided to lower the viscosity of Solenoid-operated valves will: OPEN to supply water to the operating
Lub Oil the oil entering the purifier bowl, to aid purification. water tank, OPEN the leak detector tank valve, and OPEN the bowl
Renovating 1 5.0 yes closing water valve. When the tank is full, the solenoid is de-energised to
4. INSTRUCTIONS stop the supply of water. At the same time the service air valve will be
Tank capacities tabulated above were determined considering the opened to pressurise the tank. An indicator illuminates at each step. (Panel
following criteria: left with power ON to avoid drainage of CPU battery and loss of program).
(a) Sump tanks - normal working level sufficient to provide at least ten (9) Confirm operating water tank filled and pressurised.
minutes circulation. Storage capacity sufficient to accept normal working
level plus contents of gravity tank and system. (10) Ensure that the purifier attains full speed and then press the control
panel pushbutton marked AUTO START, the appropriate indicator will
Minimum amount to be carried in main engine storage tanks - 40m3. illuminate and the timer sequence will start to initiate the automatic sludge
discharge cycle.
(b) Gravity tank - contains enough lub oil to give adequate lubrication for at
least 20 minutes (the longest possible run-down time after a black-out plus (11) When the purifier is running and temperatures are steady, adjust
50%). needle valve VPK128, if necessary, to give the desired flow.
(c) Renovating tanks - capable of receiving the total content of the

connected system plus 20%. (Continued overleaf)
3. TRANSFER AND PURIFYING
3.1 The horizontal gear transfer pump is driven by a 2.2kW electric motor to deliver
5m3/h at a differential pressure of 0.3 MPa. It can take suction from the main turbine
lub oil, sterntube lub oil and turbine generator lub oil sumps, and all three renovating
tanks, and discharge to the lub oil storage and renovating tanks, to the auxiliary lub oil
renovating and purified tanks and to shore connections.
ALL
5.2
LUBRICATING OIL SYSTEM (1)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
5.2 LUBRICATING OIL SYSTEM (2) - LUB OIL PURIFIERS MA-PK103
MA-PG104
MA-PK104

NOTES:
(a) Should the pushbutton AUTO STOP be pressed, the purifier

will immediately start a sludge discharge cycle, upon completion of
which the machine will stop.

(b) Should the pushbutton DISCH TEST be pressed, the purifier
will start a discharge cycle irrespective of the position of the oil feed
timer. On completion, the machine will continue processing the
lubricating oil to the newly timed cycle.

(c) When the EMERG STOP pushbutton is activated, each valve
is CLOSED and power to the purifier is removed, regardless of the
process cycle, to allow the machine to run down and stop.
(12) On completion, after stopping the feed pump, CLOSE purifier suction
valve VPK112 and purifier discharge valve VPK135.

4.2 Batch Purification of No, 1 Diesel Generator Engine Lubricating Oil

(1) With the diesel generator off load and stopped, CLOSE starting air
valve VPE561 and lockout the engine. STOP the lub oil priming pump.
OPEN priming pump discharge valve VPK172 and generator engine lub
oil renovating tank inlet valve VPK148, ensure that No. 2 engine priming
pump discharge valve VPK174 and generator engine lub oil purifier tank
valve VPK146 remain CLOSED. CLOSE the non-return valve on the engine
supply to the bearings. Run the priming pump and transfer engine sump
contents to the generator engine renovating tank.
(2) When transfer is complete, CLOSE VPK172 and 148 and OPEN THE
NON-RETURN VALVE ON THE ENGINE.
(3) With all No. 1 purifier pump suction valves CLOSED, and VPK146 and
148 CLOSED, swing spectacle blind immediately downstream of VPK118 to
OPEN position, then OPEN VPK164 and 118.

(4) With all No. 1 purifier discharge valves CLOSED, and VPK146 and
148 CLOSED, swing spectacle blind immediately downstream of VPK137
to OPEN position. OPEN VPK148 and check VPK146 is CLOSED. OPEN
VPK137.
(5) Operate purifier as described in para 4.1. When quality of purified oil is
of satisfactory standard, OPEN VPK146 and CLOSE VPK148 to direct
discharge to the purified oil tank.

(6) On completion, CLOSE VPK118 and 137 and associated spectacle blinds
to reduce possibility of mixing different types of oil.

NOTE:
When routine maintenance procedures have been completed on the engine lub oil
system, the oil change can be completed by refilling the sump from the generator
engine purified oil tank. Lub oil is directed either through VPK163 and 171 or from
the generator engine lub oil storage tank through VPK170 and 165. Run the lub oil
priming pump and confirm oil pressure to the bearings.
5.2
LUBRICATING OIL SYSTEM (2)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
5.3.1 SALT WATER SYSTEM MA-PH103
MA-PH105
MA-UR102(2/4)

1. GENERAL A pressure switch in the pump discharge line, set at 245 kPa will close to initiate the 4.2 Supply Auxiliary Cooling
start-up of the standby pump. A further pressure drop to will activate the system Low
1.1 Two main CCS cooling sea water pumps supply salt water to the plate-type heat Pressure alarm. Control of the pumps is effected from Display C-36. System alarms (1) Ensure that port and starboard sea chest vent valves VPH163 and 164
exchangers of the Main Central Cooling System to cool the fresh water circulating in are monitored from Display A-25. are OPEN.
that system, see 5.3.2.
3.3 The pumps take suction from a manifold connecting the port and starboard sea (2) Manually OPEN the suction crossover valve VPH105, sea chest strainer
1.2 Two distillation plant SW service pumps supply sea water to the evaporator chests and supply the following: outlet valves VPH117 and 118, auxiliary CCS cooling seawater pumps
plants and to other services. suction valves VPH131 and 133, and discharge valves VPH135 and 137.
(a) Auxiliary CCS coolers No. 1 and 2.
2. MAIN CCS COOLING (3) OPEN sea chest valve VPH101 or 102.
(b) Swimming pool. (Not Japanese Ships).
2.1 Each vertical centrifugal pump is driven by a 90kW electric motor to supply (4) Vent suction strainers; ensure that pumps are primed. OPEN valves on
1100m3/h of water at a total head of 20m. One pump is normally in service at any (c) Sewage unit and sewage tank. one auxiliary plate cooler.
given time with the other at standby.
(5) Using Display C-36 or C-40, select standby pump and start duty pump.
2.2 The following controls and indications are provided for each pump: 4. INSTRUCTIONS The pump may also be started locally.
(a) Automatic changeover control. (6) Supply chlorine to sea chests through chlorination plant valve VPH302,
and sea chest valves VPH308 and 309. See 3.11.2 Main and Auxiliary Salt
(b) Remote operation. Water System.
(c) Running indication.
(d) Stop alarm.
A pressure switch in the pump discharge line, set at 118 kPa falling, will close and
initiate the start-up of the standby pump. A further drop in pressure to 98 kPa will
activate the system Low Pressure alarm. Control of the pumps is effected from
Display C-36. System alarms are monitored from Display A-25.
2.3 The pumps take suction from a manifold connecting the port and starboard sea
chests and supply the following:
(a) Main CCS coolers No. 1 and 2.
(b) Vacuum pump units No. 1 and 2.
(c) Sawdust injection box.
(d) Chlorination plant.

4.1 Supply Main CCS Cooling
2.4 Returns from coolers and vacuum pump units and the distilling plant brine
discharge are led overboard through a common line. (1) Ensure that port and starboard sea chest vent valves VPH163 and 164
are OPEN.
3. DISTILLATION PLANT SW SERVICE
(2) Manually OPEN the main CCS cooling seawater pumps’ suction valve
3.1 Each vertical centrifugal pump is driven by an 11kW electric motor to supply 55m3/h VPH103 and 104, suction crossover valve VPH105, discharge valves
of water at a total head of 40m. One pump is normally in service at any given time. VPH106 and 107, sea chest strainer outlet valves VPH117 and 118.
3.2 The following controls and indications are provided for each pump: (3) OPEN sea chest valve VPH101 or 102, and overboard discharge
valve VPH125.
(a) Remote operation.
(4) Vent suction strainers; ensure that pumps are primed. OPEN valves on
(b) Running indication. coolers as required, ie, one CCS cooler and both vacuum pump coolers.
(c) Stop alarm. (5) Using Display C-36 or C-40, start duty pump. The pump may also be
started locally.
3.3 The pumps take suction from a manifold connecting the port and starboard sea
chests and supply the following: (6) Supply chlorine to sea chests through chlorination plant valve VPH302,
and sea chest valves VPH308 and 309. See 3.11.2 Main and Auxiliary Salt
(a) Distilling plants No.1 and 2. Water System.
(b) Swimming pool.
(c) Sewage unit and sewage tank.
SM
SALT WATER SYSTEM 5.3.1
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
5.3.2 MAIN CENTRAL COOLING SYSTEM (CCS)

1. GENERAL 1.5 One of two seawater-circulated plate-type heat exchangers cools the fresh water in
the system. The seawater is supplied by one of two pumps, see 5.3.1 Salt Water
1.1 The CCS is a closed circuit containing fresh water circulated by three vertical System. An expansion tank accommodates changes in system volume resulting from
centrifugal pumps. Each pump is driven by a 33kW electric motor to discharge temperature changes.
410m3/h of water at a total head of 20m. Each pump is capable of meeting 50% of
the maximum system requirements. The pumps normally operate with one pump 1.6 System temperature is controlled at 36°C by a 3-way thermostatic valve VPG011,
running, one on standby and the third stopped. When both diesel generators are immediately downstream of the main CCS coolers, which determines the proportion
running, the standby pump starts and the third pump assumes standby mode. of fresh water pump discharge passing through the duty cooler.
System flow balance is achieved by orifice plates fitted on the outlet side of
consumer heat exchangers.
2. CHEMICAL TREATMENT
1.2 The following controls and indications are provided for each pump:
2.1 Operators will use various chemical companies’ products for corrosion control
- Automatic control but basically a nitrate/borate based corrosion inhibitor containing an anti-scalant and
- Remote operation a specific inhibitor for copper and copper alloys will be used. The treatment will also
- Running indication act as a biostat to prevent problems from bacteria.
- Stop alarm
2.2 Regular tests should be carried out for the following:
System pumps are monitored and/or controlled from Machinery Displays C-36, C-40
and G-216. Alarms annunciate at Display A-25. - Nitrites
- Chlorides
1.3 The system supplies cooling water to the following: - pH
- ‘P’ alkalinity
(a) Main feed pumps No. 1 and 2, lub oil coolers.
Normal values to be attained will be specified by individual Operator/Owners.
(b) Auxiliary feed pump.
3. INSTRUCTIONS
(c) Nitrogen generator air compressors No. 1 and 2 (Not SM).
(d) Auxiliary Central Cooling System (SM only)
(e) Main air conditioning refrigeration units No. and 2.
(f) Auxiliary air conditioning refrigeration units No. 1 and 2.
(g) Provision Room refrigeration machinery.
(h) Diesel generators No. 1 and 2, air coolers, generator air cooler and lub
oil cooler.
(i) Turbo generator air cooler and lub oil cooler.
(j) Drain cooler.
(k) Sterntube lub oil cooler.
(l) Inert gas generator refrigerant dryer condenser.
(m) Workshop unit coolers No. 1 and 2.
(n) Switchboard Room unit coolers No. 1 and 2.

(1) With the main CCS cooling sea water pumps in operation (see 5.3.1
Salt Water System), OPEN the main CCS FW cooler salt water inlet and
(o) Sample cooler for oil content monitor.
outlet manual valves VPH108 and 109, or 110 and 111 (each cooler has
100% capacity).
1.4 Jacket cooling of the running main diesel generator engine is achieved using an
engine-driven cooling pump capable of delivering 85m3/h of water at a total head
(2) OPEN the expansion tank connection valve VPG091 and ensure
of 20m. Jacket temperature is controlled by a 3-way thermostatic valve VPG027,
correct working level in expansion tank.
keeping the cylinder cover outlet temperature at 80°C. When the engines are in the
stopped condition, they are kept warm from warming lines coming from upstream of
(3) OPEN pump suction valves VPG001, 002, 003. OPEN pump
the plate coolers.
discharge valves VPG004, 005, 006 and ensure pumps are primed.
(4) At Display C-36, START the duty pump.
(5) OPEN fresh water cooling inlets and outlets of plant to be supplied; vent
as necessary.
ALL
5.3.2
MAIN CENTRAL COOLING SYSTEM (CCS)
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SP/SW/SR/SE/SM
5.4 BILGE SYSTEM

MA-PO112
MA-PO113
MA-PJ103
MA-PJ102

1. GENERAL The separated oil is passed to the separated bilge oil tank, where it is drawn (2) The following valves must be CLOSED.
off by the sludge oil transfer pump. See 5.5 Incinerator and Compactor. (a) The drains/solids dump valve
1.1 The Bilge System is provided to remove all accumulations of bilge water (b) The sample valves located on the vessel cover & separator
throughout the ship. The system is monitored on Machinery Display C-19. 1.8 An oil content monitor is provided. This utilises a unique detector array arrangement. vessel.
A narrow beam of light is emitted across a glass cell tube which the oily water sample (c) The clean water inlet gate valve
1.2 The Bilge system comprises the following: passes through. Light scattered and transmitted is detected across the array and
passed through a complex oil content calculation algorithm. The resulting oil content (3) Ensure that the clean water inlet ball valve and all manual valves leading
- Engine Room bilge pump is then displayed on the LCD screen. Should the oily bilge separator discharge oil to and from the separator are OPEN.
- Bilge primary tank content exceed 15ppm, the oil content monitor will operate a three-way valve
- Separated bilge oil tank and sound an alarm though the IAS. This will direct the oily bilge separator 2.1.2 Start up, normal operating procedures and shutdown.
- Clean drain tank discharge back to the bilge holding tank for reprocessing.
- Bilge holding tank With the pre-start checks performed & the clean water inlet primed, the pump can
- Oily water separator 1.9 All bilge wells, the bilge holding tank, separated bilge oil tank, and clean drain safely be operated and the system is now ready to be started.
- Bilge separator service pump tank have high level alarms. Port and starboard centre bilge wells have low
- Oil content monitor level switches to stop Engine Room bilge pump. In addition, a LONG RUN alarm is NOTE:
provided for the Engine Room bilge pump. The system design incorporates a feature to prevent the system pump from
1.3 In addition, the bilge & general service and the fire, bilge & general service running dry. The filling of the vessel is automatic and air will be automatically
pumps may by used to remove bilge water, or to pump out the clean NOTES: displaced from the vessel and discharged through the oil outlet valve by the
drain tank. To prevent bilge water contaminating other salt water systems, (a) For the oily bilge separator to function correctly, no detergents are to water from the clean water inlet valve. The operation switch may be placed in the
diaphragm-operated valves VPJ123/124 are fitted to the pumps’ bilge suctions. be present in the bilge water. RUN position, but will not engage the pump until the vessel is full.
Discharge pressure from each pump to the salt water systems will cause the bilge
suction valves to shut. Monitoring of these pumps is on Cargo Display C-09. (b) Attention is drawn to MARPOL regulations, Annex 1, Chapter II - (1) Place the power switch in the ON position. The power light and the oil
Requirements for Control of Operational Pollution, which states: discharge light should illuminate, the clean water inlet valve should open and
1.4 Bilge wells within the Engine Room are located as follows: fill the separator with clean water. When the Heli-Sep is full of water the oil
‘Any discharge into the sea of oil or oily mixtures from ships shall be discharge light will extinguish.
- Forward bulkhead (Fr 64 P&S) prohibited except when ALL the following conditions are satisfied:
- Centre ER (Fr 44/45 midships) CAUTION:
- Centre ER (Fr 39 P&S) (1) The ship is not within a special area. The system pump stator may occasionally bind in the pump housing after a lengthy
- Aft (Fr 20-24 midships) (2) The ship is proceeding en route. storage time. If required, remove, wet, unbind and reinstall the stator.
(3) The oil content of the effluent is less than 15ppm.
Bilge suction valves are manually operated from tank top level. (4) The ship has in operation an oil discharge monitoring and NOTE:
control system, oil-water separating equipment, oil filtering system When placed into AUTO operation, the oil extracted from the water will be discharged
1.5 Bilge wells are normally pumped out using the Engine Room bilge pump. This or other installation as required by these regulations’. automatically when a sufficient amount has accumulated over the internal oil sensing
discharges to the bilge primary tank. A high level float switch in this tank stops the probe, which controls the oil discharge cycle.
E.R. bilge pump.Any separated oil is led to the separated bilge oil tank. The 1.10 Emergency Bilge Suctions
remaining liquid is let to the bilge holding tank. Provision is made to pump bilges (2) To start the system, set the operation switch to the RUN position.
and bilge holding tank contents direct to shore. Capacity of each bilge tank is as In an emergency, large quantities of bilge water may be removed from the
follows: Engine Room using a direct suction to No.3 ballast pump. This takes suction from the (3) To manually discharge oil or flush the unit, place the operation switch in
- Bilge primary tank 5m3 forward end of the Engine Room through motorised valve VPJ094. Operation of this the FLUSH position.

- Separated bilge oil tank 10m3 valve may be made locally at the valve and/or from the motor starter located in No.

- Bilge holding tank 126.7m3 2B group starter panel in No. 2 Switchboard Room. The valve can also be manually (4) Stop the separator when a desired level is reached in the bilge holding

- Clean drain tank 30.8m3 operated locally in the event of motor failure. An emergency bilge suction from the DB tank, by placing the operation switch in the OFF position.
Pipe Passage through the ballast main is also provided. The suction is taken through
1.6 The oily bilge is drawn into the separator by the system pump, which is remote-controlled valve VPJ050, operated from Cargo Display C-08. Requires fitting (5) Shutdown the separator by placing the power switch in the OFF position.
located on the outlet side of the separator to prevent the formation of mechanical of spool place.
emulsion. Discharge from the separator is monitored by the Rivertrace Smart Cell.
The liquid is then passed overboard as water containing oil at less than 15ppm. 2. INSTRUCTIONS
1.7 The separator uses three stages of oil-water separation in a single vertical cylindrical 2.1 Operation of Oily Water Separator
pressure/vacuum vessel. The oily bilge enters the separator near the bottom of the
vessel. Most of the oil separates immediately due to the difference in relative density CAUTION:
and the reduced flow velocity inside the separator. The fluid flows upward through the THE SYSTEM MAY NOT PRODUCE A LEGALLY ACCEPTABLE OIL-FREE WA-
separating media matrix while solids and sludge drop to the bottom of the vessel. This TER EFFLUENT IF THE BILGE WATER IS CONTAMINATED WITH EXCESSIVE
path maximises contact with the separating media to enhance coalescence of the AMOUNTS OF SOAP, DETERGENTS, BILGE CLEANERS, BACTERIA OR OTHER
oil and increase solid/sludge fallout. The fluid exits the separating media where the EMULSIFYING AGENTS.
oil continues to flow to the top of the vessel, due to the difference in relative
density. The water is then drawn downward through the polishing pack of 2.1.1 Pre-start checks:
polypropylene beads. The polishing pack coalesces any residual oil that may be
left in the water until large enough to break loose and rise to the oil collecting (1) Before initial start up, ensure that the oily water inlet line is primed for
chamber. When sufficient oil has collected in the oil collecting chamber the oil proper operation of the separator. If the oily water inlet line is NOT primed
sensing probes create a signal to stop the pump and open the clean water inlet with water prior to initial start up, the system may not produce a flow or may
valve. Pressurised water entering from the bottom of the separator flows start frequently.
upward through the polishing pack and displaces the accumulated oil which is
discharged through the oil discharge line. The upward flow of clean water flushes
out the polishing pack with each oil discharge cycle. After the oil has been removed
and the oil sensing probes are again immersed in water, the separator returns to
the separating mode.
BILGE SYSTEM 5.4

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SL/SP/SW//SR/SE/SM
5.5 INCINERATOR AND COMPACTOR (1) - INCINERATOR

1. DESCRIPTION - INCINERATOR Opening up for Second Burn: If you need to do a second burn. It will be necessary to
wait until the incinerator has cooled before opening up. 3.4 Flame failure
1.1 Sludge Oil Incinerator
(1) Push the button “LOADING/SLAGGING” and the incinerator will tell In the event of flame failure, return the selector switch to Position 2 and push Reset
The incinerator is a rectangular steel frame, enclosing a cylindical chamber made of you when you can open the bottom door, (temperature below 170 button of burner controller installed in local control panel.
fire bricks, covered by insulation. degrees C).
At the front of the incinerator there is a garbage loading shute and an ash removal 3.5 Shutdown
door. (2) Open the bottom door and check that there is no Burning rubbish in the
bottom of the Furnace. If there is, stir it up with a Poker and close the (1) Turn the selector switch to Position 3. Run incinerator at this setting for
NOTE: door. Come back later. 10 minutes in order to cool the unit down.
Garbage cannot be loaded while the incinerator is operating.
(3) When it is safe to load the Incinerator again, open the top door and load (2) Turn the selector switch to Position 1. Incinerator will stop automatically
The incinerator can be stopped at any time by pressing the STOP button. as per instructions above. when flue gas fan stops at furnace temperature of 100°C.

Oily rags, oil filters, waste grease can be burnt but only in small quantities. About ¼ of (3) Turn power supply off.
a 20 litre drum of grease is maximum. The duty engineer should be advised prior to
burning such items. 3.3 Waste Oil Incineration (4) Isolate atomising steam.

The following should NOT be burnt in the incinerator. (1) Clean ash/debris from incinerator (load with type ‘3’ plastics if required).
Aerosol Cans, Batteries, PCBs, Garbage containing more than traces of heavy metals
and refined petroleum products containing halogen compounds. (See Marpol regula- (2) Check level in incinerator DO service tank. (From cold it takes around (Continued on 5.5 (3).)
tions). 40 litres of diesel to reach 550ºC).
Type “3” plastics (PVC or poly-vinyl-chloride) are required to be burnt at high tempera- (3) Ensure steam heating is on sludge oil settling tank, and drain off clear
tures. water.
Type “3” plastics are to be collected separately from other rubbish (including other (4) Ensure Instanta, bypass and FO return valves are open for incinerator
plastics), and burnt at high temperatures in the incinerator. The resulting ash must be sludge oil circulating pump.
retained onboard and landed ashore.
(5) Ensure suction and discharge ball cocks are fully open on sludge oil
2. OPERATION – INCINERATOR dosing pump and start sludge pump.
3.1 Pre-start Checks (6). Change burning time to desired value (set at 20 minutes for general
garbage burning), e.g. 600 minutes by pressing ENTER, then PROGRAM,
(1) Check that there is no damage to refractory brickwork. input the desired figure then press ENTER again.
(2) Dry waste should be placed in incinerator first. Solid waste volume should (7) Purge condensate from atomizing steam line, until sludge burning
be fed in at a rate not greater than 400 litres per charge. commences.
(3) Check that all doors in incinerator front are CLOSED. (8) Press sludge button
- ‘WTG FOR SLUDGE TEMP’ will display and sludge oil
(4) If waste oil is to be incinerated, first drain all separated water from the tank. circulation pump will start
3.2 Start-up - ‘BURNER STAGE No. 3’ will display and the furnace will be
heated to 550ºC
(1) Before loading incinerator. Shut Incinerator Room Air supply damper.
Open Bottom Door first (as this locks the top door) and then open the Top - At 550oC, the sludge dosing pump will start (@320rpm for 5
Door. Clean out ash and debris. Make sure that the “Breather Holes” in the minutes).
bottom of the furnace are clear.
(9) Adjust atomizing steam regulating valve to maintain steam pressure in
(2) When loading the incinerator do not overfill. This will block the Burner and the green range (2-4 bar)
a flame failure will occur. About 2/3 capacity is maximum. - Combustion chamber temperature rise is monitored at 30
second intervals (after the initial 5 minutes)
(3) If there is a need to burn flammable materials such as paints, oil or grease,
advise Duty Engineer before loading these items into incinerator. Only small
amounts can be burnt at any one time. - If the temperature rise is ≥ to 0ºC/30 seconds the dosing
pump increases speed in 3 rpm steps.
(4) Before starting the incinerator, ensure that the doors (from the
accommodation and into the engine room and deck) are closed. Re-open (10) Keep adjusting atomizing steam and sludge suction pressure while the
Incinerator room Air supply damper. pump is ramping-up, to maintain within operating ranges (green zones).
(5) Ensure incinerator doors are closed securely and then push the button Sludge dosing pump will continue ramping up until 1000rpm is reached,
that reads “SOLID WASTE”. The Incinerator will start automatically and look the combustion chamber temperature reaches 1150ºC, or, the flue gas
after itself temperature reaches 340ºC (most likely). The dosing pump will regulate
speed (and therefore flow rate) to maintain normal operating temperatures.
ALL
INCINERATOR AND COMPACTOR (1) - INCINERATOR 5.5

ISSUE 4 - JULY 2007

ALARM LIST
Alarm Display
The logic system contain 21 various alarms
ALARM TEXT Setpoint Active Ref. Description
FLUE GAS TEMP. HIGH 375ºC All time -F11 Flue gas above max. temp.
Combustion chamber temp above
COMB. CHMBR. TEMP HI 1200ºC All time -F12
max. temp.
Temp. falling below normal
COMB. CHMBR. TEMP LO 800ºC Running -F12
operation temp.
-F1,F2,
MOTOR OVERLOAD xA1 Running Protection relay cut out.
-F3,-F4
Micro switch in door lock not
DOOR NOT CLOSED ~ Running -Y2, -Y3
closed.
Combustion chamber pressure
DRAUGHT FAILURE -5 mmWC Running -A5
falling below set point.
5 min. Running Heater element active for an
DIESEL OIL TEMP. LOW -S3
10 min. Start up extended time.
Safety thermostat released.
DIESEL OIL TEMP. HIGH 90ºC Running -S4
(Require manual reset)
DIESEL OIL PRESS. LOW 11 bar Running +2S1 Diesel oil pump press low.
FLAME FAILURE ~ Running +2R1 Poor or no flame.
220V Control votage 10% out of
LO/HI VOLTAGE All time -K7
±10% normal.
OPERATOR PANEL MAC E300 STEAM/AIR PRESS.

1.0 bar Sl.prog. -S5A Steam / air pressure low/high.
General LOW/HIGH
STEAM/AIR PRESS.
4.5 bar Sl.prog. -S5B Steam / air pressure low/high.
Operator panel (fig 1) consist of 240 x 64 pixels graphic and text LCD display and a 26 key keyboard. The panel is directly connected to LOW/HIGH
“MELSEC FX2N” PLC. SLUDGE PRESS LOW 0.1 bar Sl.prog. -S6 Sludge pressure low.
The function of the panel is: Common fail on frequency
FREQ. INV FAILURE ~ Sl.prog. -U4
inverter. See appendix E.
- Selecting of burner mode, setting of all variables as temperature and time etc. SLUDGE TEMP. LOW 50ºC Sl.prog. -F13 Sludge temperature low.
- Display running condition, temperature, pressure, oil consumption, timer etc. SLUDGE TEMP. HIGH 95ºC Sl.prog. -F13 Sludge temperature high.
Running LED SLUDGE TANK TEMP. Safety thermostat released.
110ºC Sl.prog. +2S4
(1) LED for showing running status. HIGH2 (Require manual reset)
(2) Text labels for explanation for LED. Open circuit in sensor for flue
FGT CIRCUIT FAIL. ~ All time -U1
gas fan temp. (broken)
Display
Open circuit in sensor for comb. chamber
(3) Display (Figure 1-1) is a 240x64 pixels graphic and text LCD display with background lit. CCT CIRCUIT FAIL. ~ All time -U2
temp. (broken)
Keyboard Communication failure PLC unit
COMM ERROR ~ All time -A1 / -A2
(4) Text labels for explanation of function keys. to E300 operator terminal.
(5) LED for showing status of function keys.
Keyboard content: Function
(6) Function keys Selecting various burner modes.

If a submenu Local function keys are defined and used in a single block. Explanation of the local
is selected function keys are shown in the display above the function keys.
(Local Function Key)
(7) Numeral key (0-9) For entering numeric values.
(8) LIST Key is used to bring up the alarm list.
(9) PREV Key is used to return to the previous block (Menu).
(10) ACK Key is used to acknowledge and alarm in the alarm list.
(11) ARROW KEYS Key is used to move the cursor within a menu or dialog.
(12) MAIN Key is used to jump to main menu.
(13) Enter ◄┘ Key is used to confirm setting made and go to the next line/level.
(14) CLEAR ← Key is used to delete the character to the left of the cursor.
5.5
INCINERATOR AND COMPACTOR (2) - INCINERATOR
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/ST/SL/SP/SR/SE/SM
5.5 INCINERATOR AND COMPACTOR (3) - COMPACTOR

4. DESCRIPTION - COMPACTOR 5.1.2 To feed waste
4.1 Garbage is disposed of by a waste disposal system comprising: (1) Feed waste at a uniform rate.
- Pulper (2) Do not overload - if mixture ceases to rotate, stop feeding, until circular
- Water press motion resumes.
- Return pump (3) DO NOT deliberately feed bottles, metal, rags, string, or soft plastic in
- Pollution packer large quantities.

4.2 Wet garbage is fed into the pulper. The slurry is routed to the water press. The 5.1.3 To clean
dried residue is put in plastic bags and burnt in the incinerator or compressed in the
pollution packer before being incinerated. (1) After disposing of all waste or completing day’s work, allow system to
operate for five minutes without further addition of waste.
4.3 Dry garbage may be either fed directly into the incinerator or may be compressed
in the pollution packer before being incinerated. (2) OPEN drain valves. Stop machine and switch off isolator.
4.4 Non-combustible garbage may be dried in the incinerator. It is compressed in the (3) Hose pulper thoroughly, remove trash box basket and empty all solids.
pollution packer into cubes and is stored.
(4) CLOSE drain valves, re-fill to operating level if desired.
4.5 The pulper is a tank at the bottom of which is a motor-driven toothed disc
surrounded by vanes and a sizing ring. The tank contains the garbage and water. 5.2 Water Press Operation
The water is provided by the return from the water press. It is kept to a set level by a
solenoid valve operated by a pressure switch. The fluid leaving the pulper is The water press is operated in conjunction with the pulper and return pump.
approximately 2% solids and 98% water.
5.3 Pollution Packer Operation
4.6 The water press is an Archimedes screw which squeezes water out of the slurry.
The dried residue is raised to the top then drops down a chute into a garbage (1) Place the garbage in the packer.
container. The water is returned to the pulper by the return pump.
(2) Close the doors securely.
4.7 The pollution packer comprises a pressure plate which presses into a box,
compressing the garbage into a cube shape. The box may be lined with a strong (3) Turn the keyswitch ON.
plastic bag or a cardboard box. The pressure plate is driven down by a hydraulic ram
fed by a motor-driven hydraulic pump. (4) Wait until the pressure plate is down, as annuciated by the buzzer.
5. OPERATION - COMPACTOR (5) Turn the keyswitch OFF then back ON; the pressure plate returns to
the raised position and the buzzer stops.
NOTE:
The pulper water press and return pump are operated from a common control panel. (6) Open the doors and remove the compacted garbage.
The pollution packer has independent controls.
5.1 Pulper Operation
5.1 To start
(1) Ensure all drain valves are SHUT and fresh water inlet valves are OPEN.
(2) Turn isolator switch on control panel to ON.
(3) When pulper is filled with water to operating level, push Start button,
pulper will start and begin circulating water through the system.
(4) When ‘whirlpool’ is established, begin to feed waste.
ALL
INCINERATOR AND COMPACTOR (3) - COMPACTOR 5.5

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
5.6 NITROGEN GENERATING SYSTEM MA-UN104, 1-3044-2993

1. GENERAL 2.10 The design parameters of the units are as follows: 4. SAFETY
Nitrogen capacity: 2 x 60 Nm3/h
1.1 Nitrogen is required on board for the following purposes: Nitrogen purity: 97% (by vol. N2 + air) 4.1 Nitrogen is a non-toxic but asphyxiating inert gas of slightly lower density than air.
Delivery pressure at buffer tank outlet: 500 kPa (5 bar)
- Cargo line purging Maximum temperature at generator inlet: 60°C 4.2 Exposure to an atmosphere with a low concentration of oxygen does not
- Cargo compressor gland sealing Dew point at atmospheric temperature: -65°C necessarily produce recognisable symptoms before unconsciousness occurs. The
- Cargo compressor bulkhead seal backup Feed air pressure - minimum: 650 kPa onset of brain damage and the risk of death can follow within a few minutes. If the
- Cargo tank insulation (annular space) - maximum: 900 kPa oxygen deficiency is not sufficient to cause unconsciousness, the mind is liable to
- Vent riser fire extinguishing Particles removed: 99.98% over 0.3 micron become apathetic and complacent, and even if these symptoms are noticed and
- Engine Room gas line purging 100% over 0.9 micron escape is attempted, physical exertion will aggravate the weakness of both the mind
and the body. It is therefore necessary to ventilate thoroughly the space entered, so
1.2 Nitrogen is supplied by a nitrogen generator unit which has two sets of permeators 2.11 Alarm Points that no pockets of oxygen-deficient atmosphere remain. When testing for entry, a
of the semi-permeable membrane type. Nitrogen generated is stored in a buffer tank, Air temperature at inlet of activated steady reading of 21% oxygen is required.
thus allowing continuous unit operation when the demand rate fluctuates. carbon tower (high): 55°C
Oxygen content (high): 5%
1.3 A semi-permeable membrane is a barrier which prevents hydrodynamic flow so Air temperature at membrane inlet (high): 60°C
that transport through the membrane is by absorption and diffusion. Different Product gas pressure (low): 0.4 MPa (4kg/cm2g)
molecules transport at different rates so that ‘fast’ permeating gases such as Dew point (high) -50°C
oxygen can be separated from ‘slow’ gases such as nitrogen.
1.4 The semi-permeable membranes are enclosed within a pressure vessel and are
so disposed as to present the maximum possible surface area for gas to NOTES:
transport through. As compressed air flows inside the hollow fibre membranes, Flow rate of product gas can be increased by looking at oxygen meter
oxygen, carbon dioxide and water vapour contained in the air permeate faster than and adjusting ‘Flow Control Valve’.
nitrogen through the membrane to the low pressure side. Thus the air on the high
pressure side of the membrane becomes depleted of ‘fast’ gases and becomes rich in - Increase of feed air pressure 9.0 kg/cm2g (9.0 bar)
nitrogen, whilst the air on the low pressure side of the membrane becomes enriched
with oxygen. The oxygen-enriched air is vented to atmosphere at a safe location - Increase of feed air temperature operating range 40-50°C
whilst the nitrogen on the high pressure side of the membrane is directed to the
nitrogen buffer tank. 3. OPERATION
2. DESCRIPTION 3.1 General

2.1 Air from the Engine Room Control and Service Air System, at 6 bar and via two The nitrogen generator can only be controlled locally - the IAS performs a monitoring
coalescer filters, supplies the plant in a direct line to reduce condensation. function only via Cargo Custom Display C-14 or Group Displays G-141, 142.

2.2 Two more coalescer filters, one each side of a refrigerated air dryer, remove oil 3.2 Start-up Procedure
mist and water by a timed periodic blowdown via solenoid valves SV3 and SV4.
(1) Check lamps, pipelines and wiring connections.
2.3 The refrigerated dryer removes water to a dew point level of 3 to 5°C via an
automatic drain. (2) CLOSE all valves on the units.

2.4 Air then flows to one of two activated carbon towers where the oil mist is absorbed (3) Calibrate three sets of oxygen analysers with standard gas through valves
to zero. V5, V9 and V12, for 5 minutes. CLOSE valves V5, V9 and cylinder valve.
2.5 The particles in the processed dry oil-free air are removed by a 0.3 micron filter. (4) Power on control box and pre-heat permeator (SW1) Refrigerated dryer.
Air heater (SW2).
2.6 Air is heated in an electric heater to 40 to 55°C, and then flows into the membrane
modules where residual water vapour, carbon dioxide and oxygen are eliminated by (5) OPEN valves V1, V2, V3, V4, inlet and outlet of dryer, coalescing filters
permeation. and activated carbon towers.
2.7 Solenoid valve SV1-2 or SV2-2 opens for 10 minutes after start-up to purge gases SV1-1 will remain closed for 10 minutes with SV1-2 open to ensure the correct
to atmosphere via an adjustable orifice to ensure only nitrogen is bled to the buffer oxygen percentage is obtained, then they will change over. High oxygen alarm will
tank. then open SV1-2.
2.8 One oxygen meter for each module is also connected to the above solenoid valves 3.3 Shutdown Procedure
to vent gas at a high alarm.
(1) Power off pre-heater (SW1) and permeator (SW2).
2.9 Solenoid valve SV1-1 or SV2-1 opens to allow nitrogen to pass through the flow
control valve to the buffer tank. (2) CLOSE valves V1, V2 and V3.
SM
NITROGEN GENERATING SYSTEM 5.6

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
5.7 STEERING GEAR

1. GENERAL 3. OPERATION 4. INSTRUCTIONS

1.1 The ship is fitted with Mitsubishi electro-hydraulic steering gear with double 3.1 The following description applies to No. 1 hydraulic system. Operation of No. 2
opposed rams and four cylinders, mounted athwartships on a common bedplate. system is identical and identification numbers relating to it are shown in
parentheses.
1.2 Two separate hydraulic systems are fitted (No. 1 and No. 2), each with two
hydraulic pump units. The two hydraulic systems are designed to be operated 3.2 At start-up of steering motors No. 1 and No. 2 (No. 3 and No. 4), the two
independently and CANNOT be operated in PARALLEL. Each hydraulic pump unit hydraulic bypass valves, No. 1 and 2 (3 and 4), remain in bypass positions B1-1
comprises one Janney, tilting-plate, variable displacement pump, type 1V-FH2B-MK, and B2-1 (B3-1 and B4-1). System No. 1 and No. 2 solenoid valves are energised
fitted with a trochoid-type auxiliary pump, driven by a 45kW electric motor at 1800 and line-up oil ports to allow pilot oil through to open No. 1 and No. 2 (3 and 4)
rev/min, one servo-controller and two relief valves. transfer valves. Any oil discharged by auxiliary pumps No. 1 and 2 (3 and 4) to the
pilot oil lines is led back to hydraulic oil supply tank No.1 (No.2) through the hydraulic
1.3 A Racal (SM - Yokowawa) composite main steering system with Super bypass valves. At this point, pilot line oil pressure has not been established,
Adaptive Autopilot is provided, see Cargo Manual B1.1 Steering Gear - Bridge therefore transfer valves No. 1 and 2 (3 and 4) and cylinder bypass valve No. 2
Operations. The Racal (SM - Yokowawa) system operates either of the two hydraulic (No. 3) will not be actuated. As the steering motors reach running speed, oil
systems. Autopilot control panels are located in the Wheelhouse. Monitoring of the pressure differential across the orifice in each hydraulic bypass valve causes the
steering gear is by Machinery Display C-41. valves to be moved to positions B1-2 and B2-2 (B3-2 and B4-2). The bypass port to
the oil supply tank is now closed and pilot line oil pressure is established. Pilot line
2. DESCRIPTION oil pressure of 1.55 MPa is maintained by the pilot relief valves. The pilot line pressure
now acts upon the following:
2.1 The hydraulic systems are designed to operate at a maximum pressure of 2.11
MPa. Two hydraulic oil supply tanks are provided, one for each system, each tank - Servo-controllers of the steering motors main hydraulic pumps.
having a capacity of 800 litres. The tanks are fitted with low and low-low level alarms - Main pilot chambers of the transfer valves.
set at 355mm and 500mm respectively, from the tank top. A thermometer and an oil - The pilot chamber of the cylinder bypass valve in No. 2 (No. 1)
(1) Ensure that the hydraulic oil supply tanks of both systems are filled
level gauge with self-closing valve are also fitted. Total capacity of both systems is hydraulic system via change valve No. 1 (No. 2).
with clean filtered oil to the correct level.
about 2600 litres.

The main hydraulic circuit is now connected to No. 1 and 2 (3 and 4) rams and (2) Ensure that there is no loose equipment on or around machinery that is
2.2 A separate hydraulic oil storage tank, having a capacity of 1300 litres, is provided cylinders. The steering gear is now operating on No. 1 (No. 2) hydraulic system using liable to foul when the steering gear is moved.
to permit recharge of one system. Oil can be transferred from the storage tank, cylinders No. 1 and 2 (3 and 4) to move the rudder. Rams in cylinders No. 3 and 4 (1
by a permanently fitted hand pump, to either system oil supply tank. The hand pump and 2) in No. 2 (No. 1) hydraulic system are free-floating and balanced hydraulically (3) Ensure crosshead bush lubricating oil tank is full of clean oil.
discharges through a 40 micron fitter at a maximum rate of 20 litres/min. through cylinder bypass valve No. 2 (No. 1).
(4) Ensure rudder stock mechanical lubricator is charged with grease.
2.3 The steering motors can be started in the Steering Engine Room or from the 3.3 When the steering motors are switched off, system No. 1 (No. 2) solenoid valves
(5) Ensure remote steering control lever pins are positioned for GYRO
steering gear control and alarm panel mounted behind the steering pedestal in the are de-energised and line-up oil ports allowing pilot oil pressure at the transfer
Wheelhouse. Power for steering gear control circuits is from the respective steering valves to collapse. The return spring in each valve causes the transfer valve to close. control:
- Pins Q & S - IN - Pins R & T - OUT
motors supplies. No. 1 steering motor is supplied with 440V ac normal supply from Pilot line differential oil pressure across each orifice in the hydraulic bypass valves

No.1 Main Switchboard. No. 3 steering motor is supplied with 440V ac normal supply decreases to a point whereby the return spring overcomes the pilot oil pressure. NOTE: Only one pin to be in place at each control station at any time.
from No. 2 Main Switchboard. Steering motors No. 2 and 4 are supplied with 440V ac This will cause the valves to move from positions B1-2 and B2-2 (B3-2 and B4-2) to
from the Emergency Switchboard. positions B1-1 and B2-1 (B3-1 and B4-1). Any remaining pilot line oil pressure is (6) On the wheel module, turn Function Selector switch to WHEEL (SM - HAND)
dispersed to the supply oil tank No. 1 (No. 2) through the bypass ports of the hydraulic for manual steering.
2.4 Should a black-out condition occur, with subsequent hydraulic pressure failure, bypass valves. With the solenoid valves causing loss of pilot oil pressure at the
(7) are available to the steering gear control systems.
Ensure power supplies
the rudder will be hydraulically locked at the position it is set at the time of black-out transfer valves, valves No. 1 and 2 (3 and 4) switch from positions T1-2 and T2-2
by the cylinder bypass and transfer valves. (T3-2 and T4-2) to T1-1 and T2-1 (T3-1 and T4-1). Thereby, the hydraulic systems
between the main hydraulic pumps and the rudder actuating rams are isolated. Also, (8) Turn power selector switch to either system No. 1 or No. 2 (SM - FV-1 or
2.5 One steering hydraulic system is capable of moving the rudder from 35° on one the cylinder bypass valve of No. 2 (No. 1) hydraulic system is closed. The rudder is FV-2) as required.
side to 30° on the other in 28 seconds at the ship’s maximum ahead speed. The now hydraulically locked in position.
rudder angle is normally restricted to 35°. However, by using a keyswitch on the (9) Turn wheel and confirm that rudder moves to the position set by the
steering gear control and alarm panel, rudder angles can be extended up to 45°. 3.4 When the steering motors in No. 1 (No. 2) hydraulic system are started, No. 1 rudder demand indicator in the wheel module.
Rudder angles in excess of 35° are limited to ship’s ahead speed of 12 knots (50 (No. 2) autopilot system will be switched on. Steering is then available using No. 1
rev/min) or less. A red indicator light shows that the 45° option is in use. A white light (No. 2) system. (10) Check steering gear for oil leaks and defects.

indicates that the 35° limit is in use.
(11) To change from manual steering to autopilot, first steady the ship on
3.5 Should any damage occur to the pipework resulting in a large loss of hydraulic oil,
course and then select AUTO on Function (SM - Mode) Selector switch.
2.6 Should the running hydraulic system fail for any reason, the second system the oil level in No. 1 (No. 2) hydraulic oil supply tank will drop until the low switch is
A monitoring system, having checked the status of the control system, will
will start automatically and take control. In the event of hydraulic pipe failure in reached. This will cause an alarm to sound in the Wheelhouse and CACC. If use of
activate the autopilot. Audio and visual alarms will be initiated if autopilot
the running system, the second system will start on detection of oil supply tank the steering gear is continued in this condition, the oil level will continue to drop until
is not activated. Should this occur, revert to manual steering by turning
low-low level. reaching the low-low level switch. The signal from the low-low level switch stops the
Function Selector (SM - Mode) switch to WHEEL (SM - HAND) and
steering motors of No. 1 (No. 2) hydraulic system and switches off the autopilot. A
investigate cause of autopilot rejection.
2.7 Each hydraulic system incorporates a local control handwheel; this is disengaged POWER FAIL alarm will be initiated, causing the steering motors in No. 2 (No. 1)
for normal steering from the Wheelhouse and engaged in an emergency for local system to be automatically started and the autopilot to be switched to controlling No.
(12) To engage the control handwheel, switch OFF power supply to remote
hand control. 2 (No. 1) hydraulic system.
steering gear control system. Engage handwheel by moving control lever

pins as follows:
2.8 Each steering gear crosshead bush is lubricated by oil from an oil box mounted on 3.6 The steering gear operation and modes of control must be checked, following
- Pins R & T - IN - Pins Q & S - OUT
top of the crosshead pin. Rudder stock bushes are lubricated by an automatic Operator’s Instructions, prior to Standby conditions or entering or leaving port.

chain-driven grease lubricator. NOTE: Only
one pin to be in place at each control station at any time.
Steering control is now available from the local control handwheel of the
running hydraulic system.
STEERING GEAR 5.7

ISSUE 4 - JULY 2007

6 HOTEL SERVICES
AND UTILITIES

CONTENTS
SECTION 6
HOTEL SERVICES AND UTILITIES
6.1 Domestic Refrigeration
6.2 Air Conditioning and Ventilation
6.3 Fresh Water Services
6.4 Sewage System
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6
SECTION CONTENTS
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ISSUE 4 - JULY 2007
SA/SL/SP/SR/SM
6.1 DOMESTIC REFRIGERATION

1. INTRODUCTION 2.6 Refrigerated Chambers 3.2 Shutdown
1.1 Two 100% refrigerant (Freon R22) compressor units are provided to maintain typical 2.6.1 The Cold Rooms vary in both size and heat removal capacity between ships in (1) CLOSE the refrigerant condenser outlet valve (6).
temperatures in the Domestic Cold Rooms as follows: accordance with Operator requirements.
(2) Allow the compressor to pump down the system to the condenser until
Note: Not all rooms are fitted on each vessel. 2.6.2 The temperature of each Cold Room is available on Display C-42. the compressor suction pressure is just above 0 MPa.
- Dairy: 0°C 2.6.3 Each Cold Room contains a direct expansion cooling coil (evaporator) and a (3) Stop the compressor.
- Freeze: -25°C circulation fan, except the Meat Room which has two cooler units. Electrically heated
- Meat: -20°C defrost elements and drip pan heaters are provided for each evaporator unit, except (4) CLOSE the compressor suction valve (10) and the oil separator gas
- Vegetable: 0°C (SW 2°C) the one in the Beer Room. outlet valve (11).
- Beer: 4°C
- Lobby: 12°C 2.7 Alarms (5) After 20 to 30 minutes, CLOSE the refrigerant condenser cooling water
- Flour: 7°C inlet and outlet valves.
Temperature alarms are provided as follows: (Typical)
(6) Check that the compressor crankcase heater has switched on.
1.2 The system is direct expansion, with a cooling coil and fan cooler unit in each Cold High Low
Room except the meat room which has two units. The design duty cycle for the Beer Room: 9°C 1°C (7) CLOSE other system valves as required.
refrigeration plant is approximately 11 hours per day. Vegetable Room: 5°C (SW 14°C) 0°C
Freezer Room: -15°C 3.3 Oil Charging
2. SYSTEM DESCRIPTION Dairy Room: 5°C
Meat Room: -15°C (SW -8°C) -3°C Ensure the compressor crankcase is under vacuum. By means of a vacuum P/P
2.1 Compressors Compressor: Abnormal stop if necessary. Charge with oil through the charge/drain valve to the correct level, using
Flour Room: 19°C 3°C a charging hose. Purge any air from the hose before connecting to compressor.
2.1.1 The compressors are 8-cylinder, 2-stage, driven by 15kW electric motors Butchers Lobby: 24°C 5°C
through ‘V’ belts. 3.4 Refrigerant Charging
3. OPERATION
2.1.2 Automatic unloaders, operated by crankcase oil pressure, allow capacity steps 3.4.1 While the system is under vacuum, charge refrigerant directly into the condenser.
of 0%, 33%, 66%, and 100%, to allow for the changing requirements of the 3.1 Start-up
Cold Rooms. 3.4.2 The quantity of refrigerant charged into the condenser must be predetermined. Do
(1) OPEN the refrigerant condenser cooling water inlet and outlet valves not overfill. When the condenser has been charged with the predetermined quantity,
2.1.3 A low pressure cut-out switch, and high and low gas pressure switches provide VPG051, VPG052 (VPG053, VPG054). charge the evaporator using the full refrigerating cycle. A charging valve is provided
compressor protection in addition to the relief valves. between the valve on the condenser and the expansion valve.
(2) Ensure that the compressor crankcase oil level is correct. Bullseye oil
2.1.4 A crankcase heater maintains the oil temperature above 30°C when a compressor sight-glass half-full). 3.4.3 Before starting the compressor to charge through the evaporator, confirm that
is shut down. cooling water is being fed to the condenser. GRADUALLY OPEN the valves on the
(3) OPEN the following valves: gas cylinder and the charging port on the pipeline, while continuously operating the
2.1.5 Compressor relief valves are piped to a vent system which terminates on the compressor at a suction pressure of about 0.2 MPa (2kg/cm2).
Upper Deck. NOTE:
Numbers in brackets after each valve are shown on the diagram above. 3.4.4 Under normal conditions, the system should only require topping-up infrequently.
2.2 Oil Separators
- Oil separator discharge valve (11) 3.6 Design Parameters
Cyclone-type oil separators are provided to return oil entrained in the refrigerant gas - Oil separator (3) oil return valve to compressor
to the crankcase, under float control. - Refrigerant condenser gas inlet valve (12) Refrigerant: R22
- Refrigerant dryer (4) inlet and outlet valves Evaporating temperature (maximum): 10°C
2.3 Intercoolers - Intercooler (13) spray valve isolating valves Evaporating temperature (minimum): -30°C
- Liquid manifold isolating valves Condensing temperature (maximum): 48°C
Compressor interstage cooling is provided by the liquid refrigerant from the - Thermostatic valve isolating for each Cold Room Discharge gas temperature: Less than 120°C
condenser, using a shell-and-tube type cooler, with additional spray cooling controlled - Evaporator outlet isolating valves Oil temperature: Less than 70°C
by a thermostatic expansion valve. - Evaporator outlet strainer isolating valves Minimum oil temperature
(oil heater thermo switch): 30°C
2.4 Condensers (4) Ensure that the compressor and refrigerant condenser relief valve Superheat temperature: 15°C
isolating valves are OPEN. Net oil pressure oil pressure
Shell-and-tube type refrigerant condensers are cooled by fresh water from the (= oil pressure, gauge, minus suction pressure): 0.15 to 0.3 MPa
Main Central Cooling System; see 5.3.2. They are sized (96 litres) to accept the full (5) Ensure that the thermostatic expansion bypass valves and the
refrigerant charge (60 litres = 72kg) when the system is pumped down. Relief valves evaporator pressure regulator bypass valve are CLOSED.
are piped to the vent system.
(6) Start the compressor locally from the Group Starter Panel, and check
2.4 Expansion Valves the lubricating oil pressure and the motor current.
2.5.1 Thermostatic control valves and isolating valves are provided to control the flow (7) When the compressor is up to speed, SLOWLY OPEN the compressor
of refrigerant to each Cold Room evaporator. suction valve (10) fully. Then OPEN the refrigerant condenser outlet valve
(6).
2.5.2 Additionally, a bypass line around each group of valves incorporates a manual
expansion valve to allow manual control in the event of failure of the thermostatic (8) Set the liquid supply solenoid valves to AUTO.
expansion valve.
(9) Check the crankcase oil level.
6.1
DOMESTIC REFRIGERATION
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6.2 AIR CONDITIONING AND VENTILATION (1) - MAIN AIR CONDITIONING PLANT (1)

1. GENERAL 2.3 Independent Oil Injection Pump 2.7 Cooling control

1.1 Two 100% capacity air conditioning units are provided for the ship’s The electric motor-driven oil pump is a double helical gear-type pump, 2.7.1 Cooling temperature control
accommodation. Each unit includes a screw-type compressor, an oil injection pump, incorporating an oil pressure regulating valve, set at 0.3 MPa, to return excess
a condenser and receiver, and control equipment located in the Engine Room. pressure to the suction side of the pump. (a) Thermostat TIC-1, which senses the air return duct temperature, is set
for single compressor operation.
1.2 Two air handling units (AHU), each containing a steam heater and two banks of 2.4 Condensers and Receivers
cooling coils, are located at Upper Deck level. They distribute air to the (b) For extreme conditions, thermostat TIC-2, which also senses air return
accommodation through separate air trunks. 2.4.1 The 400 litre capacity shell-and-tube type condenser is directly connected to the duct temperature, is set for two-compressor operation.
200 litre capacity receiver. Fresh water from the Main Central Cooling System is
1.3 In normal summer conditions (35°C and 80% relative humidity) one unit is circulated through the condenser. Normal fully charged capacity of the system is 160 (c) To prevent undercooling, a thermostat is mounted at the fan outlet.
sufficient to maintain the accommodation atmosphere at 27°C and 50% relative litres (190kg).
humidity. In the event of extreme conditions both units can be operated. 2.7.2 Heating temperature control
2.4.2 Refrigerant gas from the compressor is cooled and liquefied in the condenser and
1.4 In winter, the air is warmed by steam-heated elements (steam supply 0.26 led down to the liquid receiver. (a) A thermostat sensor, mounted in the blower outlet, controls the steam
MPa) mounted in the AHU to maintain accommodation temperature at 20°C. Four regulator valve to provide automatic heat control.
sequentially controlled 37.5kW electric heaters are included in the AHU for use if the 2.5 Air Handling Unit Coolers
steam heaters are inoperative. (b) For back-up heater control, between one and four 37.5kW electric
The liquid refrigerant passes from the receiver through a dryer, which can be heater elements are switched on by a motor-operated step controller which
1.5 Humidity of the heated air is adjusted by manual control of a steam injector in the bypassed, to the three solenoid valve isolated expansion valves on each AHU cooler receives signals from a temperature indicator thermostat whose sensor is
air handling unit. (evaporator). Refrigerant gas from the coolers returns to the compressor through an mounted in the outlet trunking.
accumulator and a gas suction strainer mounted on the compressor.
1.6 A 100% air recirculation facility is provided for operational and safety The control flow chart overleaf shows the automatic control for both heating and
requirements. Full recirculation is achieved when the accommodation return dampers 2.6 Operational Parameters and Safety cooling, with one or two compressors in use.
are open, fan discharge dampers are fully open, and the dampers on the air plenum
inlets are closed. Under normal circumstances, the fresh air/recirculated air ratio will Set points of safety and control devices:
be about 50:50.
R22 (Freon)
1.7 A CO2 sampling point is fitted in the return air trunking with a local monitor. High Single, high stage (Continued overleaf)
CO2 gas alarm is indicated on an IAS Display.
Safety valve 9.5kg/cm2
1.8 The AHU take suction through a common trunk from air intake louvres located at Abnormal high pressure protection 15.0kg/cm2
the after end of the accommodation. Air filters fitted to the suction side of the AHU can Oil pressure protection dif. 0.5kg/cm2
be cleaned and re-used. Air from the units is distributed through the accommodation Abnormal lub. oil temperature protection 50°C
through trunking and adjustable supply louvres in each space. Heater, thermostat about 30°C

2. PLANT DESCRIPTION
Normal operating conditions:
2.1 Compressors
R22 (Freon)
2.1.1 The Freon R22 refrigerant gas compressors are oil-injected screw-type 106 Single, high stage
MUD-L compressors. They are direct-driven by 160kW electric motors at 3550 rev/
min. Discharge gas pressure 9 to 15kg/cm2
Suction gas pressure 600mmHg to 6kg/cm2
2.1.2 Capacity adjustment between 10% and 100% is controlled by an oil-operated Oil pressure Discharge pressure + 1 to 4kg/cm2
unloader slide valve which varies the quantity of gas returned to the suction side of Standard oil pressure Discharge pressure + 2 to 3kg/cm2
the compressor. Control signals for the unloader are from a compressor suction line Oil pressure at filter Within oil pressue + 1.5kg/cm2
pressure detector. Discharge gas temperature 45 to 90°C
Suction gas temperature -50 to +20°C
2.1.3 The rotor clearances and the clearance between the rotor and casing are sealed Lub. oil temperature 30 to 55°C
with oil injected by an independent electric motor-driven oil pump. The compressed Standard oil temperature 35 to 45°C
Freon gas with atomised oil is discharged to an oil separator. There are no manual Allowable oil leakage from
suction and discharge valves, but the check valves fitted in the compressor suction the shaft seal of compressor & oil pump 3cc/h
line and the oil separator outlet prevent reverse rotation of the compressor when it is
stopped.
2.2 Oil Separator
2.2.1 The separator is a baffle plate vertical separator with a thermometrically controlled
oil heater and an oil level sight glass.
2.2.2 The oil and gas discharged by the compressor are separated by impingement on
the baffles. The oil is returned to the oil pump through a cooler and filter and the gas
is discharged to the condenser.
2.2.3 The oil can be replenished through connections on the filter.
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AIR CONDITIONING AND VENTILATION (1) - MAIN AIR CONDITIONING PLANT (1) 6.2
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6.2 AIR CONDITIONING AND VENTILATION (1) - MAIN AIR CONDITIONING PLANT (2)

3. OPERATION 3.2 Preparation for Operation

3.1 Checks Prior to Trial Operation (1) Turn the compressor by hand. It should turn easily.

3.1.1 Protection devices (2) Check that the compressor unload indicator is at 0. The compressor will
not start with the indicator in any other position. With the standard control
Connect power to the control circuit and check that the following are functioning system, the slide valve moves automatically to the NO LOAD position when
correctly: the starter pushbutton is pressed.
- Abnormal voltage breaker switch (3) Check that the oil level in the oil separator sight glass is correct.
- Low oil pressure protection switch
- Abnormal high oil temperature protection thermostat (4) Check that there is a flow of water through the condenser.
- Oil heater thermostat
(5) Switch the lube oil pump to READY TO RUN and, with the main motor
3.1.2 Capacity control power OFF, press the Start button.
(1) Start the oil pump. (6) Turn the main switch to ON and start the main motor.

(2) Using the Automatic control package, set the Capacity Control switch on (7) Check that the oil pressure rises to 2 to 3kg/cm2.
the control panel to MANUAL and press the Load pushbutton switch.
(8) Check for abnormal noise and vibration.
(3) Ensure that the unloader indicator at the free end of the compressor
moves slowly and smoothly from 0 to 100. The unloader indicator shows the (9) Check that the gas temperature is below 90°C.
degree of slide valve opening. Left to right movement increases capacity in
that the refrigerant bypass port is closed down. (10) Check that the oil temperature is below 55°C. This should stabilise after
10 to 30 minutes.
(4) Press UNLOAD pushbutton until indicator is back to 0. Switch control
back to AUTO. (11) Check that the oil level remains visible in the oil separator sight glass.

3.1.3 Stop valves 3.3 Normal Shutdown
CHECK/SET the position of the following valves: (1) System is to be pumped down prior to stopping the compressor.
- Oil separator safety valve isolating valve, gas outlet valve, oil outlet (2) Isolate liquid receiver.
valve and gauge valve OPEN, and air purge valve CLOSED.
(3) Close condenser coolant inlet and outlet valves.
- Oil cooler coolant outlet valve OPEN, coolant air purge and drain
valves CLOSED.

- Oil filter inlet valve and gauge isolation valves OPEN and filter drain
valve CLOSED.
- Oil pump discharge valve OPEN.
- Condenser and receiver inlet valves OPEN.
- Condenser cooling water inlet and outlet valves OPEN.

- Condenser safety valve isolating valves OPEN and vent valves CLOSED.

- Evaporator liquid isolating valves OPEN and return valves OPEN.
- Accumulator inlet strainer isolating valves OPEN.
- Suction gas strainer inlet valve and outlet gauge isolating valves OPEN
and vent valve CLOSED.
- Compressor suction valve and liquid receiver outlet valve OPEN.
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AIR CONDITIONING AND VENTILATION (1) - MAIN AIR CONDITIONING PLANT (2) 6.2

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6.2 AIR CONDITIONING AND VENTILATION (2) - AUXILIARY AIR CONDITIONING PLANT (1)

1. GENERAL 2.2 Condensers and Receivers 3.1.3 Stop valves

1.1 Two 100% capacity auxiliary air conditioning plants are provided for the following 2.2.1 The 230 litre capacity shell-and-tube type condenser is connected to the 150 CHECK/SET the position of the following valves:
spaces: litre capacity receiver. Fresh water from the Main Central Cooling System is
Centralised Administration and Control Centre circulated through the condenser. Normal fully charged capacity of the system is 93 - Condenser inlet valve and safety valve isolating valve OPEN, and vent
Conference Room litres (110kg). valves CLOSED.
Night Pantry
No. 1 Cargo Switchboard Room 2.2.2 Refrigerant gas from the compressor is cooled and liquefied in the condenser and - Condenser cooling water inlet and outlet valves OPEN.
No. 2 Cargo Switchboard Room led down to the receiver.
Gyro Room - Receiver inlet and outlet valves, and safety valve isolating valves OPEN.
No. 1 Equipment Room 2.3 Air Handling Unit Coolers Vent valves CLOSED.
No. 2 Equipment Room
Ship/Shore Communications Room The liquid refrigerant passes from the receiver through a dryer, which can be - Dryer inlet and outlet valves OPEN, bypass and vent valves CLOSED.
Electrical Distribution Room bypassed, to the two solenoid valve isolated expansion valves on each AHU cooler
Emergency Generator Switchboard Room (evaporator). Refrigerant gas from the coolers returns to the compressor through an - Evaporator liquid isolating valves and gas return valves OPEN.
accumulator and a gas suction strainer.
1.2 Each unit includes a screw-type compressor, a condenser and receiver, and control - Accumulator inlet strainer isolating valves OPEN.
equipment located in the Engine Room. 2.4 Controls
- Suction strainer inlet valve OPEN and vent valve CLOSED.
1.3 Two air handling units (AHU), each containing a steam heater and two banks of 2.4.1 Cooling temperature control
cooling coils are located at Upper Deck level. They distribute air through separate - All gauge isolating valves OPEN.
trunking to the spaces detailed in para 1.1 above. (a) Thermostat TIC-1, which senses the air return duct temperature, is set
for single compressor operation. - Compressor safety valve isolating valve OPEN.
1.4 In normal summer conditions (35°C and 80% relative humidity) one unit is sufficient
to maintain space atmosphere at 28°C and 50% relative humidity. In the event of (b) For extreme conditions, thermostat TIC-2, which also senses air return - Compressor suction valve OPEN.
extreme conditions, both units can be operated. duct temperature, is set for two-compressor operation.
3.2 Preparation for Operation
1.5 In winter, the air is warmed by a steam heater (steam supply 0.26 MPa) mounted (c) To prevent undercooling, a thermostat is mounted at the fan outlet.
in each AHU to maintain the spaces at 15°C. (1) Turn the compressor by hand. It should turn easily.
2.4.2 Heating temperature control
1.6 Humidity of the heated air is adjusted by manual control of a steam injector in the (2) Check that the compressor unload indicator is at 0. The compressor will
air handling unit. A thermostat sensor, mounted in the blower outlet, controls the steam regulator valve not start with the indicator in any other position. With the standard control
to provide automatic heat control. system, the slide valve moves automatically to the NO LOAD position when
1.7 A 100% air recirculation facility is provided for operational and safety requirements. the starter pushbutton is pressed.
Full recirculation is achieved when the return dampers are fully open, fan discharge The control flow chart above shows the automatic control for cooling with one or two
dampers are fully open, and the dampers on the air plenum inlets are fully closed. compressors in use. (3) Check that the oil level in the oil tank sight glass is correct.
Under normal circumstances, the fresh air/recirculation air ratio will be approximately
30:70. 3. OPERATION (4) Check that there is a flow of water through the condenser.

1.8 The AHU take suction through a common trunk from air intake louvres. Air filters in 3.1 Checks Prior to Trial Operation (5) Turn the main switch to ON and start the compressor.
the suction side of the AHU can be cleaned and re-used. Air from the units is
distributed through trunking to adjustable supply louvres in each space. 3.1.1 Protection devices (6) Check that the oil pressure rises to correct operating value.

Connect power to the control circuit and check that the following are functioning (7) Check for abnormal noise and vibration.
2. PLANT DESCRIPTION
correctly:
(8) Check that the gas temperature is below 90°C.
2.1 Compressors
- Abnormal voltage breaker switch
2.1.1 The Freon R22 refrigerant gas compressors, type M50SC, are oil-sealed screw-type - Low oil pressure protection switch (9) Check that the oil temperature is below 55°C. This should stabilise after
compressors. They are direct-driven by 55kw motors at 3550 rev/min. Sealing oil is - Abnormal high oil temperature protection thermostat 10 to 30 minutes.
circulated through an oil tank and filter. - Oil heater thermostat
(10) Check that the oil level remains visible in the oil tank sight glass.
2.1.2 Capacity adjustment between 10% and 100% is by an unloader slide valve which 3.1.2 Capacity control
varies the quantity of gas returned to the suction side of the compressor. Control 3.3 Normal Shutdown
signals for the unloader solenoid valves are from a compressor suction line pressure Check the operation of the capacity control valves.
detector. (1) System is to be pumped down prior to stopping the compressor.
(1) Start the oil pump.
2.1.3 The rotor clearances and the clearance between the rotors and the casing are (2) Isolate liquid receiver.
sealed with oil which is circulated through the oil cooler, oil filter and oil reservoir (2) Using the Automatic control package, set the capacity control switch on
tank. the control panel to MANUAL and press the Load pushbutton switch. (3) Close condenser coolant inlet and outlet valves.

2.1.4 The compressed Freon gas is discharged to the condenser. There are no (3) Ensure that the unloader indicator at the free end of the compressor moves
manual suction and discharge valves, but check valves fitted in the compressor slowly and smoothly from 0 to 100. The unloader indicator shows the
suction and discharge lines prevent reverse rotation of the compressor when it is degree of slide valve opening. Left to right movement increases capacity (Continued overleaf)
stopped. in that the refrigerant bypass port is closed down.

(4) Press UNLOAD pushbutton until indicator is back to 0. Switch control
back to AUTO.
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AIR CONDITIONING AND VENTILATION (2) - AUXILIARY AIR CONDITIONING PLANT 6.2

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AIR CONDITIONING AND VENTILATION (2) - AUXILIARY AIR CONDITIONING PLANT (2) 6.2

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6.2 AIR CONDITIONING AND VENTILATION (3) - WORKSHOP & MAIN SWITCHBOARD PACKAGED UNITS

1. GENERAL 3. OPERATION

1.1 Each space can be maintained at a comfortable temperature by the operation of 3.1 Start-up
one of the two identical packaged air conditioning units fitted in each space.
(1) Check that all the refrigerant system manual valves are OPEN.
1.2 The independent units circulate air around the space, drawing make-up air from
the Engine Room supply trunking. (2) OPEN the condenser water valves as follows.
1.3 Each unit incorporates a refrigerant compressor, a condenser, an evaporator, (a) Workshop - VPG079/VPG081 inlet
two fans, and control and electrical equipment. - VPG080/VPG082 outlet
1.4 The units are Ushio Reinetu type M50SC using Freon R22 refrigerant. (b) Switchboard Room - VPG075/VPG077 inlet
- VPG076/VPG078 outlet
2. PACKAGE DESCRIPTION
(3) Operate the Start button for the fan motor and check that the indicator
2.1 The refrigerant compressor is electric motor driven through a V belt. light RUN is on.
2.2 The condenser is water-cooled from the Main Central Cooling System. It is sized (4) Operate the Cool/Heat pushbutton to start the compressor.
to hold the system refrigerant when the system is pumped down for maintenance.
(5) Set the thermostat between Marks 3 and 4.
2.3 The evaporator is mounted at the front of the unit. It provides cooling for the air
drawn in by the fans and at the same time reduces the humidity. (6) Check that the compressor oil level is visible in the sight glass.
2.4 The fans are driven by V belt from an electric motor and discharge air at the top of (7) Check the running pressures as follows:
the unit.
- Discharge pressure 1.1 to 1.6 MPa
2.5 The controls are located in the unit control box and include the following:
- Suction pressure 0.4 to 0.5 MPa
- Compressor capacity control unloading solenoid valves
- Oil pressure 0.6 to 1.0 MPa
- High pressure cut-out
3.2 Shutdown
- Oil pressure cut-out
When the unit is shutdown, power must be left on the unit for the compressor
- Low pressure cut-out crankcase heater.

- Emergency Stop (Engine Room fire fighting)
- Overcurrent relay
2.6 A washable air filter removes dust from the air before the air passes over the
evaporator.
ALL
AIR CONDITIONING AND VENTILATION (3) - WORKSHOP & MAIN SWITCHBOARD PACKAGED UNITS 6.2

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SP/SR/SM
6.3 FRESH WATER SERVICES MA-PG102
MA-PG105


1.1 The Fresh Water Services System includes the storage and distribution of cold
water, circulation of hot water for the various fresh water consumers, and fresh water
flushing of the deck spray system (via the bilge and GS pump). Monitoring of the
system is on Machinery C-39.

1.2 Fresh water is stored in two tanks located port and starboard at frames 20 to 26 on
the 2nd and 3rd Deck levels. Each tank incorporates two vents, a sounding tube, local
and remote level gauges and high and low level alarm float-type switches.
1.3 Two 10m3/h fresh water pumps, one duty and the other standby, are located on the
3rd Deck between frames 26 and 29 on the port side. The pumps take suction from
the fresh water storage tanks through tank-bottom strainers and discharge to a
pressure tank. A long-running alarm for the fresh water pumps is set at 60 minutes.

1.4 The 2m3 fresh water pressure tank is located on the 3rd Deck between frames 20
and 23 on the port side. Two pressure switches (one for each pump) control the fresh
water pump cut-in and cut-out in the automatic mode, to maintain the water level
operating band. Initial charge air, which sets the position of the water level operating
band, is supplied from service air. A safety valve is set at 0.8 MPa (SA 0.75 MPa).
1.5 A cartridge-type filter, which can be bypassed, is fitted in the fresh water pressure
tank outlet line.
2.1 To bring the system into operation, carry out the following:
1.6 Water treatment is provided by chlorine/mineral/inhibitor injection units. The
appropriate chemical can be injected into the FW tank filling line and the supply lines (1) OPEN the tank outlet valve VPG101 (VPG102) on the selected tank.
to the domestic consumers. Drinking water is treated by passing a percentage through
a Katadyne silver ion steriliser and injecting a mineral compound. (2) OPEN the suction and discharge valves on both fresh water pumps
and check that the fresh water pressure tank outlet valve is SHUT.
1.7 Two 4m3/h hot water circulating pumps and their associated steam and electric
heaters are located on the 2nd Deck at frame 44 on the port side. The safety valves (3) START the selected fresh water pump manually and fill the pressure tank
on the water heaters are set at 0.7 MPa. to half full, then STOP the pump.
1.8 A 5m3/h fresh water pump for fire fighting is located on the 3rd Deck between (4) Charge the pressure vessel (from a service air source) to the pump
frames 23 and 26 on the port side. This pump takes suction from the fresh cut-out pressure of 0.637 MPa.
water tanks through tank-bottom strainers and discharges to a pressure tank. A
long-running alarm for the pump is set at 60 minutes. (5) OPEN pressure tank outlet valve.
1.9 The 1.5m3 pressure tank for fresh water fire fighting is located on the 3rd Deck (6) Check that the pump cuts-in when the level falls to 2 inches above the
between frames 20 and 23 on the port side. One pressure switch controls the water bottom of the gauge glass.
pump cut-in and cut-out, to maintain the water level operating band. Initial charge air,
which sets the position of the water level operating band, is supplied from service air. NOTE:
A safety valve is set at 1.4 MPa (SA 1.25 MPa). The higher the water level at pump cut-out, the narrower will be the working
band and the higher will be the frequency of pump cut-in and cut-out.
1.10 Fresh water can be run down from the fresh water tanks to replenish the
sterntube cooling fresh water tank if required. (7) Carry out Steps (2) thru (6) for the fresh water pump and pressure tank
for fire fighting.
1.11 Fresh water for fresh water washing using the bilge and GS pump can be taken
either from the fresh water tanks or from the sterntube cooling fresh water tank. (8) OPEN the suction and discharge valves on the selected hot water
circulating pump and the outlet valve on the associated heater.
Following Note and Warning refers to SAonly
(9) START the circulating pump and admit steam to the heater.
NOTE:
Spool piece from stern tube FW tank is normally removed.
WARNING
STERN TUBE FW TANK IS TREATED WITH BIOCIDE.
SA/SP/SW/SR/SE/SM
FRESH WATER SERVICES 6.3

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
6.4 SEWAGE SYSTEM

1. GENERAL 3.3 There are four epoxy-lined compartments. Bacteriological breakdown of the 5.2 Transfer Sewage from Holding Tank to Treatment
sewage takes place in the two aeration chambers. Oxygen to support the aerobic
1.1 In 1973, the Inter-governmental Maritime Consultative Organisation held an bacteria is supplied by two sets of ‘Roots’ type blowers. Treated sewage passes to a (1) OPEN valves VPJ230 and 231. Ensure that valves VPH166 and VPJ208
International conference from which arose the International Convention for the precipitation tank where the ‘activated sludge’ settles. Precipitated sludge and surface are CLOSED.
Prevention of Pollution from Ships. Annex IV of that document dealt with the scum are returned to the second aeration tank by an air lift pump, thus leaving a clean
prevention of pollution by sewage from ships. Sewage is defined as: clear water effluent. (2) RUN sewage sludge pump to effect transfer.

(a) Drainage and other wastes from any form of toilets, urinals and WC 3.4 In the fourth chamber, the effluent is disinfected by being brought into contact (3) Wash the holding tank using auxiliary CCS cooling salt water supply
scuppers. with chlorine (chlorine acid). It is then discharged overboard using the sewage through VPH167.
(b) Drainage from medical premises (dispensary, sick bay. etc) via wash discharge pump. The pump starts and stops in response to level switches in the
basins, wash tubs and scuppers located in such premises. treatment unit; an excessively high level will activate the sewage group alarm at (4) On completion, shut down and isolate sludge pump.
(c) Drainage from medical spaces containing living animals. Display A-26.
(d) Other waste waters, when mixed with drainages defined above. 5.3 Transfer Sewage From Holding Tank to Sludge Oil Settling Tank
3.5 The sewage discharge/transfer pump may also be used to discharge the contents
1.2 Surveys are to be carried out regularly on board this vessel to ensure that: of the treatment unit and/or holding tank through port and starboard manifolds to (1) OPEN valves VPJ230 and VPH166. Ensure that valves VPJ208 and 231
shore connections for treatment ashore. are CLOSED.
(a) The sewage treatment plant meets operational requirements.
(b) The sewage holding tank is of adequate capacity. 4. SEWAGE HOLDING TANK (2) RUN sewage sludge pump to effect transfer.
(c) The sewage discharge line is conveniently placed and is fitted with a
standard shore connection. 4.1 A holding tank of 25m3 capacity is installed to store soil and grey water when the (3) Wash the holding tank using auxiliary CCS cooling salt water supply
treatment unit is unavailable for use. through VPH167.
A successful survey results in the issue of an International Sewage Pollution
Prevention Certificate valid for a period of five years or less, not necessarily 4.2 A sewage sludge pump is used to transfer the contents of the holding tank or of (4) On completion, shut down and isolate sludge pump.
transferable with change of flag. the treatment unit to the sludge oil settling tank, for dewatering prior to disposal by
incineration. It may also be used to transfer the contents of the holding tank to the 5.4 Discharge Sewage for Shore Treatment
1.3 Normally, sewage may be discharged into the sea only as effluent from the treatment unit.
working sewage treatment plant, and then only if the effluent does not produce visible (1) Connect shore lines to shore connection (port or starboard as appropriate).
floating solids and does not discolour the water. 5. INSTRUCTIONS OPEN shore connection isolating valve.

NOTE: 5.1 Run Sewage Treatment Plant (2) Check VPJ206 and 224 are CLOSED.
When the sewage is mixed with wastes or waste waters having different
discharge requirements, the more stringent requirements will apply. (1) OPEN aeration compartment discharge valve. (3) OPEN VPJ213 or 214 as appropriate, and VPJ211. OPEN holding tank
suction VPJ208 or treatment unit suction VPJ207, as required, and check
2. OVERVIEW (2) OPEN supply line from auxiliary CCS cooling salt water system and fill that the others are CLOSED.
treatment unit until the HIGH WATER LEVEL lamp on the local control panel
WARNING illuminates. On completion, immediately CLOSE the salt water inlet valve. At (4) Run the sewage discharge/transfer pump to effect transfer to shore.
STERILIZING AGENTS SUCH AS CALCIUM HYPOCHLORITE AND CHLORINE the same time check that the high level alarm annunciates.
MUST BE STORED IN A SUITABLE WELL VENTILATED PLACE SOME DISTANCE (5) Wash the tank or unit using auxiliary CCS cooling salt water supply
(3) OPEN sterilization compartment outlet block valve and discharge/transfer
FROM ORGANIC MATERIALS AND SOURCES OF IGNITION. through VPH167 or VPH166 respectively.
pump valves VPJ207, 211, 213, 224 and 206. Check that VPJ208, 214 and
218 are CLOSED.
CAUTION (6) On completion, stop pumping, disconnect shore lines, isolate shore
TO MAINTAIN THE AEROBIC BACTERIAL CULTURE, THE USE OF CHEMICAL connection and restore system to required operating configuration.
CLEANERS AND BIOCIDES IN THE SOIL SYSTEM MUST BE REDUCED TO THE (4) Set sewage discharge/transfer pump selector switch to AUTOMATIC.
MINIMUM. Confirm that the pump starts automatically and that WATER LEVEL lamp 5.5 Shut Down Unit
extinguishes and LOW WATER LEVEL lamp does not come on.
2.1 Soil pipes from WCs are gathered into a main line connected to a sewage 5.5.1 When the unit has to be shut down for inspection, failure of equipment or part
(5) Set the discharge/transfer pump selector switch to MANUAL and ON.
treatment tank of Taiko manufacture. In the event of plant failure or other emergency, replacement, proceed as follows:
When the indicator lamp marked LOW WATER LEVEL illuminates, set the
provision is made for discharging the sewage directly overboard or for diverting it to
switch to MANUAL and OFF.
a storage tank. The storage tank also receives the sewage when it is prohibited to (1) If in unrestricted waters, OPEN the direct overboard discharge valve;
discharge it overboard. The units are mounted on the starboard side 3rd Deck. otherwise OPEN VPJ209 and CLOSE VPJ210, or prohibit use of
(6) Check oil levels in blowers, top up as necessary. OPEN screwdown
toilets.
check valves for blowers.
2.2 The hospital soil pipe is led directly to the treatment unit but its contents may also
be discharged overboard through an independent line. (2) Set aeration blower switch to OFF.
(7) Check function of blowers. Set selector switch to No. 1 and ON. With

No. 1 blower in operation, confirm that the water in the aeration
3. TREATMENT UNIT (3) Set discharge/transfer pump switch to OFF.
compartments is activated. If running water is heard, operation is normal. DO
NOT attempt to alter the factory-set position of the air supply cock. STOP No.
3.1 The type AP-6 unit fitted is rated at 75 men/day. Its design complies with USCG (4) Set power source switch to OFF at main circuit-breaker.
1 blower and check No. 2 by turning the selector switch to No. 2 and ON.
Regulation 33CFR 159 (1975) and has been certified by the UK DOT under IMO
Resolution MEPC2 (VI). The unit purifies sewage by the extended aeration activating 5.5.2 When the unit is not to be used for a prolonged period, all drain valves located
(8) Set the switch to OFF.
sludge method, then discharges a sterilized effluent overboard. at the bottom should be opened under operating conditions, and sewage in the unit
discharged. Cleaning water should be supplied after the covers have been removed.
(9) Check supply of disinfectant.
3.2 Effluent has the following qualities: Flush and drain two or three times, and then stop all operation by opening main
circuit-breaker. If there is any possibility of freezing due to low temperatures, open all
(10) Check that VPJ209 is CLOSED and connect soil lines to treatment
Suspended solids - less than 50mg/litre pump and piping drains. Any liquids which cannot be drained should be protected by
unit, OPEN VPJ217, 219 and 210.
Coliform bacteria - less than 200/100ml an adequate quantity of antifreeze.
Biochemical oxygen demand (BOD) - less than 50mg/litre
(11) Set discharge/transfer pump switch to AUTOMATIC.
ALL
SEWAGE SYSTEM 6.4

ISSUE 4 - JULY 2007

7 EMERGENCY AND
SAFETY SYSTEMS

CONTENTS
SECTION 7
EMERGENCY AND SAFETY SYSTEMS
7.1 Fire Detection System
7.2 Oil Mist Detection System
7.3 Fixed Gas Detection Systems
7.4.1 Carbon Dioxide Fire Fighting System
7.4.2 Water Spray Fire Fighting System
7.5 Fire Control Centre
7.6 Fire Main System
7.7 Emergency Diesel Generator
SM
7
SECTION CONTENTS
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
ALL
7.1 FIRE DETECTION SYSTEM (1) - SCHEMATIC DT-5679

AJ-9521
AJ-7523

1. GENERAL 1.10 The Fire Zone Alarm Panel in the CACC is provided with the following indications - No. 1 Locker
and controls: - Night Pantry
1.1 The Fire Detection System consists of sensors and alarm pushbuttons
connected to a Fire Alarm Panel (FAP) which is located in the Fire Control Centre. (a) Indications: Repeater Panel E
Sensors are located in all living and working spaces throughout the ship and will - Zone lamps (x32) - No. 2 Locker
initiate an alarm at the FAP in the event of detection of smoke or a rise in - Trouble lamp - orange LED - 3rd Engineer
temperature. Alarm pushbuttons are located at strategic positions throughout the - Switch position warning lamp - yellow LED - No. 2 Baggage Locker
ship and will, on operation, initiate alarms at the FAP. - Trouble buzzer - Chief Engineer’s Office
- Alarm Bell - Chief Engineer’s Day Room
1.2 The protected spaces are divided into 32 separate zones, each zone having a - Chief Engineer’s Bedroom
number of sensors grouped within it. The number and types of sensors provided (b) Controls: - 2nd Engineer
depends on the complexity of the zone and the varying nature of the fire risk within - Lamp Test switch - Cryogenic Engineer’s Bedroom
it. - Bell Off switch - Cryogenic Engineer’s Day Room
- Buzzer Off switch
1.3 The zones are linked independently to the FAP in such a way as to indicate the Repeater Panel F
zone in which an alarm has been initiated. Note: Bell off switch to be used only on the authority of the Master. Alarm will re-sound - Officers’ TV Room
if additional detectors are activated. - Officers’ Lounge
1.4 Zone alarm output signals from the FAP are routed to the IAS, the - Officers’ Lounge
Wheelhouse Group and a Fire Zone Indicator Panel in the CACC. 1.1.1 Fire alarm bells, air horns, common alarms, buzzers and flashing beacons are - Spare / Electrician
located throughout the ship. The type and number of alarm devices is determined by - 1st Engineer’s Day Room
1.5 Signals from various detectors are not only routed to the FAP but also to 16 the noise level within the compartment. To avoid spurious alarms, these devices will - 1st Engineer’s Bedroom
Fire Detector Repeater Light Panels. These panels are located within the zone only be initiated after a time delay or directly by manual action. - No. 2 Linen and Bedding Locker
served by the detectors and they indicate the compartment/area in which a fire has - Night Pantry
been detected. 1.12 The repeater light panels will indicate fire alarms in specific compartments, they
are located as shown in the Table of Detector Locations and Types overleaf. The Repeater Panel G
1.6 Three basic types of fire detector are used in the system, namely the ion-chamber specific compartments are shown on the various repeater light panels as follows: - Electric Cable Trunk (ECT)
smoke detector, the flame detector and the thermal (heat rise) type detector. The ion - Hospital
Repeater Panel A
detectors used in cargo machinery spaces are of the intrinsically safe type. - Dispensary
- Electric Cable Trunk (ECT)
- No. 3 Baggage Locker
- Radio Room
1.7 Most of the detectors are provided with built-in LEDs which illuminate to indicate - Rating ‘A’ , (SM Chief IR)
- Radio Workshop
which device within the zone has detected a source of fire or has failed. - Rating ‘B’ , (SM Rating ‘A’)
- Administration Room
- Rating ‘C’ , (SM Rating ‘B’)
- Conference Room
1.8 The FAP is provided with the following visual indications and controls for the - Rating ‘D’ , (SM Rating ‘C)
- CACC
system as a whole:
- CACC
Repeater Panel H
- CACC
(a) Indications: - Crew’s TV Room
- Night Pantry
- Crew’s Lounge
- Zone lamps (x32) - Crew’s Lounge
Repeater Panel B
- Fire alarm lamps (x2) - Rating ‘H’ , (SM Rating ‘G’)
- Electric Cable Space
- Trouble lamps (x2) - Rating ‘G’ , (SM Rating ‘F’)
- No. 1 Equipment Room
- Test indicators (x2) - Rating ‘F’ , (SM Rating ‘E’)
- Zone Off indicators (x2) - Rating ‘E’ , (SM Rating ‘D’)
- Line break indicators (x2) - No. 3 Linen and Bedding Locker
- Ship/Shore Communication Space
- Line short indicators (x2) - Night Pantry
- Store Space
- System ON indicators (x2)
- Protective Equipment Room
- AC failure indicators (x2) Repeater Panel I
- DC failure indicators (x2) - Trainee , (SM Trainee ‘B’)
Repeater Panel C
- Buzzers (x2) - Rating ‘I’ , (SM Rating ‘H’)
- Rating ‘J’ , (SM Rating ‘I’)
- Cadet ‘B’, (SM Cadet ‘A’)
(b) Switches: - Rating ‘K’ , (SM Trainee ‘A’)
- Chief Steward
- Zone Test switches (x32) - Catering ‘A’
- No. 1 Baggage Locker
- Zone Off switches (x32)
- Master Office
- AC power switches (x2) Repeater Panel J
- Master Day Room
- DC power switches (x2) - Changing Room
- Master Bedroom
- Horn Off switches (Confirmation switches) (x2) - Dark Room
- 3rd Mate
- Reset switches (x2) - Hobby/Games Room
- Pilot
- Lamp Test switches (x2) - Gymnasium Locker
- Fire Test switches (x2) - Gymnasium
Repeater Panel D
- Line Break Test switches (x2) - Library
- Super Cargo
- Dimmer switches (x2) - No. 4 Baggage Locker
- Cadet ‘A’, (SM Cadet ‘B’)
- No. 4 Linen and Bedding Locker
- Radio Officer, (SM Cadet ‘C’)
1.9 The FAP is supplied with power from the 100V ac UPS system for normal use - Catering ‘B’ , (SM Chief Cook)
- Owner
and 24V dc for emergency use. - Catering ‘C’ , (SM 2nd Cook)
- 1st Mate’s Day Room
- Catering ‘D’ , (SM Catering ‘B’)
- 1st Mate’s Bedroom
- Night Pantry
- 2nd Mate
- Officers’ OS Locker
- No. 1 Linen and Bedding Locker (Continued overleaf)
SA/SL/SP/SR/SM
FIRE DETECTION SYSTEM (2) 7.1
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SP/SR/SM
7.1 FIRE DETECTION SYSTEM (3) - ALARM INITIATION

Repeater Panel K 2. INSTRUCTIONS
- LC Room
2.1 The various methods of initiating a fire alarm are shown on the diagram above.
- Restaurant
- Restaurant
- Clean Linen Locker
3. DETECTOR LOCATIONS AND TYPES
- Provision Handling Space
- Dirty Linen Locker
- Provision Handling Space Smoke Detector Fire Detector
- Steward’s Store LOCATION Alarm Repeater
- Shore Worker Ionisation Type Thermal Type Pushbutton Light Panel
- Bond Locker
Zone 1 – Navigation Deck
Repeater Panel L 1
− Lift Top
- Provision Handling Space 1 (SM) 1
− Stairway
- Provisions Store − Wheelhouse 3 - (SM 4) 1 – (SM 0) P
- Incinerator Room − Night Pantry (SM) 1 1 – (SM 0)
- Incinerator Room 1
− Pyrotechnic Locker
- Garbage Disposal and Storage Room
− Radar Locker 1
- Shop
- Duty Mess Room
Zone 2 – ‘G’ Deck
- Duty Mess Room 1
- Cook Rest Area − Electric Cable Trunk
− Passage 2 2 A
- Service Space Area
- Service Space Area − Radio Room 1
- Galley − Radio Workshop , (SM Electrical cable trunk) 1
- Galley − Stairway 1 1
− Administration Room 1 - (SM 4)
Repeater Panel M − Conference Room 1
- Gyro Room − CACC 3
- Air Condition Unit Room − Night Pantry 1
- Air Condition Unit Room
- Breathing Apparatus Store
- Deck Store and Workshop – (SM Paint store) Zone 3 – ‘F’ Deck
1
- Deck Store and Workshop − Electric Cable Space
2
- No. 2 Baggage Locker – (SM Upper deck starboard) − No. 1 Equipment Room
- Air Condition Unit Room − Passage 2 2 B
- Hydraulic Pump Unit Room − No. 2 Equipment Room 1
− Stairway 1 1
Repeater Panel N − Ship/Shore Communication Space 1
- Fire Control Centre − Store Space
- Deck Store 1
− Protective Equipment Room
- Breathing Apparatus Room 1
- Electrical Distribution Panel Room
- Officers’ Changing Room Zone 4 – ‘E’ Deck (Starboard)
- BA Compressor room 1
− Electric Cable Trunk
- Bosun’s Store 1
− Cadet ‘B’ , (SM Cadet ‘A’)
- No. 1 Baggage Locker – (SM Upper deck port) − Chief Steward 1
- Crew’s Changing Room 3 1 C
− Passage
- Passage – (SM) not fitted in this location 1
- Ship’s Laundry − No. 1 Baggage Locker
− Master Office 1
- Drying Room
- Drying Room − Master Day Room 1
- Ship’s Laundry − Master Bedroom 1
− 3rd Mate 1
Repeater Panel O − Pilot 1
- Emergency Generator Switchboard Room − Stairway* 1 1
- Emergency Generator Room
- Emergency Generator Room
- Emergency Generator Room * These detectors are not connected to repeater panels.
Repeater Panel P
- Lift Top
- Pyrotechnic Locker
- Radar Locker
SA/SL/SP/SR/SM

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SA/SL/SP/SR/SM
7.1 FIRE DETECTION SYSTEM (5)
3. DETECTOR LOCATIONS AND TYPES (Cont’d)
Smoke Detector Smoke Detector Fire Detector

Fire Detector
LOCATION Alarm Repeater LOCATION Alarm Repeater
Ionisation Type Thermal Type Ionisation Type Thermal Type Pushbutton Light Panel
Pushbutton Light Panel
Zone 5 – ‘E’ Deck (Port) Zone 9 – ‘C’ Deck (Port)

1 1
− Super Cargo − Crew’s TV Room
1 2
− Cadet ‘A’ , (SM Cadet ‘B’) − Crew’s Lounge
1 2 1 H
− Radio Officer , (SM Cadet ‘C’) − Passage
3 1 D 1
− Passage − Rating ‘H’ – (SM) Rating ‘G’
− Owner 1 − Rating ‘G’ – (SM) Rating ‘F’ 1
− 1st Mate’s Day Room 1 − Rating ‘F’ – (SM) Rating ‘E’ 1
− 1st Mate’s Bedroom 1 − Rating ‘E’ – (SM) Rating ‘D’ 1
− 2nd Mate 1 − No. 3 Linen and Bedding Locker 1
− Officer’s OS Locker 1 − Night Pantry 1
− No. 1 Linen and Bedding Locker 1
− No. 1 Locker 1
− Night Pantry 1 Zone 10 – ‘B’ Deck (Starboard)
− Trainee – (SM) Trainee ‘B’ 1
− Passage 2 1 I
Zone 6 – ‘D’ Deck (Starboard) − Rating ‘I’ – (SM) Rating ‘H’ 1
− No. 2 Locker 1 1
− Rating ‘J’ – (SM) Rating ‘I’
− 3rd Engineer 1 1
− Rating ‘K’ – (SM) Trainee ‘A’
− No. 2 Baggage Locker 1 1
− Catering ‘A’
− Passage 3 1 E 1
− Stairway
− Chief Engineer’s Office 1
− Chief Engineer’s Day Room 1
− Chief Engineer’s Bedroom 1 Zone 11 – ‘B’ Deck (Port)
− 2nd Engineer − Changing Room 1
1
− Cryogenic Engineer’ Bedroom − Dark Room 1
1
− Cryogenic Engineer’ Dayroom − Passage 1
1
− (SM) Stairway (Entrance) − Hobby/Games Room 1
1 1
− Gymnasium Locker 1
Zone 7 – ‘D’ Deck (Port) − Gymnasium 1
− Officer’s TV Room 1 − Passage 2 1 J
− Officer’s Lounge 2 − Library 1
− Spare/Electrician 1 − No.4 Baggage Locker 1
− Passage 2 1 F − No.4 Linen and Bedding Locker 1
− 1st Engineer’s Day Room 1 − Catering ‘D’ – (SM) Chief Cook 1
− 1st Engineer’s Bedroom 1 − Catering ‘C’ – (SM) 2nd Cook 1
− No.2 Linen and Bedding Locker 1 − Catering ‘B’ 1
− Night Pantry 1 − Catering ‘A’ – (SM) Not fitted 1
− Night Pantry 1
Zone 8 – ‘C’ Deck (Starboard) Zone 12 – ‘A’ Deck (Starboard)

− Electric Cable Trunk 1 1
− Electric Cable Trunk
− Hospital 1 2 1 K
− Passage
− Passage 3 1 G − Stairway 1 1
− Dispensary 1 − LC Room 1
− No. 3 Bagage Locker 1 − Restaurant 2
− Rating ‘A’ , (SM) Chief IR) 1 − Clean Linen Locker 1
− Rating ‘B’ , (SM) Rating ‘A’) 1 − Provision Handling Space 1
− Rating ‘C’ , (SM) Rating ‘B’) 1 − Dirty Linen Locker 1
− Rating ‘D’ , (SM) Rating ‘C’) 1 − Steward’s Store 1
− Stairway 1 1 − Shore Worker 1
− Bond Locker 1
− Passage 1 1

3. DETECTOR LOCATIONS AND TYPES (Cont’d)
Smoke Detector Detector

Smoke Detector Fire Detector Fire Alarm
LOCATION Repeater Light
LOCATION Alarm Repeater Ionisation Type Thermal Type Pushbutton
Ionisation Type Thermal Type Panel
Pushbutton Light Panel
Zone 13 – ‘A’ Deck (Port) Zone 17 – 2nd Deck (Starboard)
− Provision Handling Space 1 − (48S – 51) 1
− Passage 2 1 L − (49S – 14) 1
− Provisions Store 1 − (56S – 19) 1
− Incinerator Room 2 − (42S – 19.5) 1
− Garbage Disposal and Storage 1 − (39S – 12.5) 1
Room − (35S – 19.5) 1
− Shop 1 − (29S – 14) 1
− Duty Mess Room 2 − (27S – 12.5) 1 (SM) 1
− Cook Rest Area 1 − (29S – 4)
− Service Space Area 1 , (SM 2) 1 , (SM 0) − (32 Centre Line)
1
1 }
1 Flame
1 detector (SM)
− Galley 2 − (39S – 5) 1
− (SM) (56S – 8) 1
Zone 14 – Upper Deck (Starboard)
− Gyro Room 1 1 M Zone 18 – 2nd Deck (Port)
− Passage 2 1 − (48S – 5) , (SM not fitted) 1
− Stairway 1 1 , (SM 0) − (48P – 5) 1
− Air Conditioning Room 2 − (39P – 5) 1
− Breathing Apparatus Store 1 − (29P – 5) , (SM 29P – 4) 1 (SM) 1 Flame
− Deck Store and Workshop 2 − (27P – 12) , (SM 27P – 10) 1 , (SM 0) (SM) 1
− No. 2 Baggage Locker , (SM Upper 1 − (29P – 14.5) , (SM 29P – 14) 1
deck starboard) − (39P – 20.5) , (SM 39P – 20) 1 , (SM 0) (SM) 1
− Air Conditioning Unit Room 1 − (39P – 13.5) , (SM 44P – 8) 1
− Hydraulic Pump Unit Room 1 − (49P – 12) , (SM 49P – 12.5) 1
− (SM) Paint store 1 − (60P – 14.5) , (SM 60P – 15) 1
− (SM) 56P – 6.5 1
Zone 15 – Upper Deck (Port)
− Passage 2 , (SM 1) 1 N
− Fire Contol Centre 1 , (SM 2) Zone 19 – 3rd Deck
− Deck Store 1 − 32S – 14.5 , (SM 29S – 13) 1 2 , (SM 0)
− Breathing Apparatus Room 1 − 23S – 10.5 , (SM 38S – 3.5) 1
− Electric Distribution Panel Room 1 − 25S – 5 , (SM 38P – 3.5) 1
− Passage 2 2 , (SM 1) − 37S – 4 , (SM 44P – 10.5) 1
− Officers’ Changing Room 1 − 48S – 4.5 , (SM 49S – 3) 1
− BA Compressor room 1 − Lift Motor Room – (SM 56S – 2.5) 1
− Bosun’s Store 1 − 61P – 3.5 , (SM 60S – 1.5) 1
− No. 1 Baggage Locker , (SM Upper 1 − 52P – 3.5 , (SM 49P – 7.5) 1 , (SM 0) (SM) 1
deck port) − 48P – 5.5 , (SM 28S – 8) 1
− Crew’s Changing Room 1 − 37P – 3.5 , (SM 27C) 1
− Ship’s Laundry (Dirty) 1 − 25P – 5 , (SM 26P – 8) 1
− Ship’s Laundry (Clean) 1 − 28P – 12 , (SM 27P – 10.5) 1
− Drying Room 1 − 35P – 17.5 , (SM 35P – 13) 1
− Drying Room 1 − 42P – 13.5 , (SM 44S – 7.5) 1
− (SM 55P – 7)
Zone 16 Zone 19 – 2nd Deck
− No.1 Cargo Switchboard Room 2 − (SM) 27S – 12.5 1
− No.2 Cargo Switchboard Room 2 − (SM) 27P – 10 1
− (SM) 44P – 8 1
− (SM) 49P – 3.5 1
− (SM) Steering flat 22S – 4 1
− (SM) Lower floor 56P – 7 1
− (SM) 4th deck 49S – 7 1
− (SM) 49P – 7.5 1
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3. DETECTION LOCATION AND TYPES (Cont’d)
Smoke Detector Fire Detector Smoke Detector Fire Detector

LOCATION Alarm Repeater LOCATION Alarm Repeater
Ionisation Type Thermal Type Pushbutton Light Panel Ionisation Type Thermal Type Pushbutton Light Panel
Zone 20 – 4th Deck 1 Zone 22 – Steering Engine Room

− (59 Centre Line) 1 1
1 −
− (56S – 6.5) 1 (SM 6)
1 −
− (52S – 15) 1
1 −
− (49S – 5) 1
1 −
− (44S – 10) 1
1 −
− (35S – 5)
− (26 Centre Line) 1
1 Zone 23
− (35P – 5)
− (41 Centre Line) 1 – Emergency Generator Room
− (44P – 10) 1 and Switchboard Room
− (49P – 4) 1 − Emergency Generator Room 3
− (56P – 8) 1 − Emergency Generator Switchboard
− (52P – 14) 1 Room 1 1
− (60P – 17) 1 − Passage 0
Zone 24
Zone 21 – Lower Floor 1 − No.1 Diesel Generator Room 2 (SM 1)
− 63 Centre Line 1
− 63S – 10.5
1 Zone 25
− 56S – 6.5
1 − No.2 Diesel Generator Room 2
− 44S – 6.5 (SM 1)
1
− 35S – 3.5
1
− 25 Centre Line
1 Zone 26
− 35P – 3.5 (SM 1)
1 − No. 1 Main Switchboard 4, (SM 5)
− 44P – 6.5
1 − No. 2 Main Switchboard 5, (SM 4) 1
− 52 Centre Line
− 56P – 7 1
− 63P - 10 1 Zone 27
− SPARE
(SM) Zone 20 – 4th Deck
− 49S – 7 1
1 Zone 28
− 49S – 9.5
1 − Laboratory 1
− 52S – 15
1 − Instrument Workshop 1
− 56S – 6.5
1 − Space above Instrument Workshop 3
− 59C
1 − Workshop 3, (SM 6) (SM) 1
− 56P – 8
− 60P – 17 1
− 52P – 14.5 1
1 Zone 29
− 44P – 13.5 1 (flame
− Inert Gas Generator Room 3, (SM 5)
− 35P – 4 1 detector)
− 35S – 4 1
(SM) Zone 21 –Lower Floor Zone 30

1 − Purifier Room 1
− 45S – 6.5
− 52S – 8 1
− 60S – 10.5 1
Zone 31
− 52S – 1 1
− Cargo Machinery Room 4
− 61C 1
− Cargo Machinery Motor Room 2
− 61P – 9.5 1
− 56P – 7 1
− 52P – 8 1 Zone 32
− 45P – 7.5 1 − Bosun’s Store 6
− 39C 1 − Forward Fire Pump Space 3 1
− 32S – 3.5 1 − Hydraulic Pump Unit Space 2
− 29P – 1.5 1
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7.2 OIL MIST DETECTION SYSTEMS

1. GENERAL 3.2 Electronics Operation
1.1 A SlGRlST type KTN oil mist detector is installed to enable leakage of fuel oil or LO The function of the electronics is to create an output signal that exhibits a
in the Machinery Space to be detected and to initiate an alarm. characteristic amplitude in relation to the measured value. In the case of
scattered light turbidimeters, the turbidity measured is proportional to the current
1.2 The detector uses the scattered light principle to assess the turbidity of sampled in the compensation instrument. The current in the compensation instrument is
air. Scattering of the light beam, caused by oil mist particles in the air sample, is derived from the pulsating luminous intensity. To this end, the photocell converts
measured using the peripheral rays of light. This measurement is taken within an the pulsating luminous intensities into a pulsating photoelectric current. It is then
angle of 15° to the light source. amplified by the amplifier, rectified by the phase demodulator, and converted by
the integrator into the output current required for the compensation instrument.
1.3 Alarms are indicated on Alarm Display A-20.
2. DESCRIPTION
2.1 An electric motor-driven air sample blower continuously draws sample air into
the detector, through solenoid-operated valves fitted in three main sample lines.
2.2 Each main sample line is connected, via three-way and four-way adaptors, to 12
sampling points, thus enabling a total of 36 locations to be monitored for oil mist.
2.3 The solenoid valves are opened in turn, according to a timed cycle, to admit air
samples to the detector unit.
2.4 An alarm will sound if any of the following faults occur within the unit:
- Amplifier failure
- Light source failure
- Oscillating mirror failure
- Photocell voltage failure
- Interruption of compensation instrument
3. MEASURING PRINCIPLE
3.1 Summary
3.1.1 Air or gas samples that contain solid matter appear turbid. Turbidity measurement
assesses this visual phenomenon quantitatively. As shown above, there are a number
of ways to make the measurement.
3.1.2 A light beam (L1) is attenuated as it passes through the air sample (P), because
the light is scattered in all directions by the particles. Either the attenuation of the light
beam or the scattered light can be taken as a measure of turbidity.
3.1.3 In the SIGRIST Oil Mist Detector KTN, the 15° scattered light (St) between the
two beams (G) and (G1) is taken as the measure of turbidity. The SlGRlST Oil Mist
Detector KTN is therefore classified as a 15° scattered light photometer.
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7.3 FIXED GAS DETECTION SYSTEMS (1) - CARGO PART SYSTEM

1. SUMMARY 2.1.4 The power for the control of the system is supplied from the 100V ac 60Hz 2.3.3 Flow failure will be sensed by the vacuum switch VS1 which will activate the FLOW
Uninterruptible Power Supply (UPS) system to the separate power supply box. The FAILURE alarm lamp (flashing) and the audible alarm.
1.1 Fixed gas detection systems are fitted as follows: power supply box incorporates a gas alarm meter for the detection panel, indicator
lamps, power switch and Measure/Calibration changeover switch. 2.4 Calibration
- Cargo part system (Infra-red)
2.1.5 An extension gas alarm panel located in the Fire Control Centre (FCC) provides The calibration procedure for both analysers is as follows:
- Cargo machinery trip system (Infra-red)
alarm and trip indications, where applicable, for all systems.
- Engine Room system (Catalytic) (1) Check that the flowmeter for the sample flow is set at 1-2 litre/min.
- Accommodation and accommodation front (SW only) system (Catalytic) 2.2 Operation
- Motor Room system (Catalytic) (2) Turn the calibration switch from MEASURE, to CALIBRATE.
2.2.1 Air from all sampling points is drawn continuously by the bypass pump to ensure that
1.2 All systems provide constant monitoring of methane gas concentration over a range a true sample is available for testing at all times. The bypass pump discharges to (3) Turn the gas bottle switch to ZE (zero gas, 100% nitrogen).
of 0 to 100% LEL, with audible and visual alarms for gas concentrations of 30% LEL atmosphere in a safe area.
or higher. (4) OPEN the zero gas cylinder (BO1) manual isolating valve
2.2.2 In the auto scanning mode, the 3-way solenoid valves are energised in a sequence and set the flow to the same as the measured flow.
1.3 The cargo machinery trip system and the Motor Room system initiate machinery trip that ensures that a sample is drawn by the sampling pump from each sampling point
at a gas concentration of 60% LEL. every 30 minutes. The sampling pump discharges via filters and a needle valve (5) Set the analyser reading to ZERO.
through the analyser in use to atmosphere in a safe area.
2. CARGO PART SYSTEM (Model FMA-231 UR infra-red Type) (6) CLOSE the zero gas cylinder manual isolating valve and OPEN
2.2.3 Selection of any sampling point can be carried out manually by moving the Auto/ the span gas cylinder (BO2) manual isolating valve.
2.1 Description Manual switch on the detection panel to MANUAL and then pushing manual selector
switch No. 51 until the desired sampling point is reached. (7) Turn the gas bottle selector switch to SP (span gas, 90% LEL).
2.1.1 Air samples are piped from 30 points in the cargo spaces to a stop valve box
mounted on ‘F’ Deck level accommodation starboard bulkhead. One sample point in 2.2.4 The analysers are infra-red absorption type which measure the concentration of one (8) Adjust the flow to 1-2 litres/min.
the Cargo Machinery Room is shared by two sources, the gas vent drain tank and component, methane, in a gas sample mixture.
the bilge vent tank. (9) Check and, if necessary, adjust the analyser span to the correct reading
Dissimilar compounds absorb infra-red radiation in different regions of the infra-red for the span gas used.
(SA/SP/SW/SR/SM only) spectrum, and the absorption provides a measure of the concentration of the gas
Normally, this gas analyser will continuously sample at the vent from the gas drain component under analysis. (10) CLOSE the span gas cylinder manual isolating valve and OPEN the
tank but can be switched to sample at the bilge vent tank if it is necessary to transfer check gas cylinder (BO3) isolating valve.
bilge water to the Engine Room. The analyser cell comprises two electrically heated filaments as infra-red sources
and a condenser microphone in a sealed enclosure as a detector. Beams from the (11) Turn the gas bottle selector switch to CH (check gas, 30% LEL).
(SR only) filaments pass through a comparison gas and the sample gas to reach the detector
Constant dual sampling - no changeover facility. cell. As the gas in the detector cell absorbs radiation transmitted through the cell, it (12) Adjust the flow to 1-2 litres/min; check and, if necessary, adjust the
expands, causing the microphone diaphragm to move to produce an output signal. reading to 30% LEL. Check that the alarm activates.
(SE only)
Samples gas drain tank only. A rotating interrupter ‘chops’ the beams through the sample and comparison cells (13) CLOSE the check gas cylinder isolating valve and turn the calibration
alternately. When the transmitted radiation from each cell is equal, equal energy switch to ‘Measure’.
2.1.2 The stop valve box contains the manual stop valves and control air-operated stop reaches the detector, and the interrupting frequency of 2Hz is then zero. If methane
valves for each sample pipe, together with the manual stop valves for the sample is present in the sample, energy at the filter frequency in the infra-red spectrum is NOTE:
exhaust from the gas detection panel. absorbed, unequal energy is transmitted by the two beams to the detector cell, and A portable meter should be used occasionally at source, to ensure that the sample
an output is therefore present which rises with the methane concentration. suction lines are not leaking and presenting a diluted sample to the fixed system.
2.1.3 From the stop valve box, the sample piping is led to the gas detection panel, located
in the CACC. The gas detection panel contains the following: 2.2.5 If a sample contains a methane concentration of more than 30% LEL, the alarm
display lamp of the indicator meter will light, the individual gas alarm lamp on the
(a) A flame arrester, 3-way solenoid valve, needle valve and flowmeter for each panel will flash and the audible alarm will be activated. Alarm will also be indicated
sample pipe. on the extension panel in the FCC and on IAS Cargo Display C-18.
(b) Main and back-up bypass pumps, with their associated filters, solenoid
valves and pressure switch. 2.2.6 If a methane concentration of 30% LEL or more is detected by the explosion proof
(c) Main and back-up sampling pumps, with their associated filters, flowmeter, detector head in the gas detection panel, the alarm on the power supply box will be
pressure switch and vacuum switch. activated and an alarm signal sent to the IAS. If the concentration then rises to 60%
(d) One main and one spare infra-red type gas analyser, with their associated LEL, the air-operated stop valves in the stop valve box will close automatically and
isolating valves. the power to the gas detection panel will be switched off.
(e) An analyser output signal relay circuit box, which directs the output signals
to the IAS and to the extension alarm panel. 2.3 System Malfunction
(f) Analyser and bypass pump discharge flame arresters.
(g) Span gas, zero gas and check gas bottles, with their associated regulators 2.3.1 In the event of analyser failure, the ANALYSER FAILURE lamp will flash and the
and solenoid valves. audible alarm will sound. Alarm will also be indicated on the IAS. (‘Gas Detector
(h) An explosion-proof gas detection head. Trouble’).
(i) Control air filter, regulator and solenoid valve.
(j) Selector switches, address and alarm lamps, alarm meters and flowmeters 2.3.2 Pump failure will activate pressure switch PS1 or PS2 which will activate the pump
are mounted on the front of the panel. failure alarm.
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7.3 FIXED GAS DETECTION SYSTEMS (2) - CARGO MACHINERY GAS MONITORING AND TRIP SYSTEM

3. CARGO MACHINERY GAS MONITORING AND TRIP SYSTEM 3.3 System Malfunction
(Models FMA-1 -UR(S))
3.3.1 In the event of analyser failure, the ANALYSER FAILURE alarm will be initiated
3.1 Description on the unit and the IAS.
3.1.1 Air samples are piped to individual infra-red type gas detector units from the 3.3.2 Pump failure is indicated on the unit.
following areas:
(a) Gas ducts in the Engine Room - 2 points - Channels 81 and 82. 3.3.3 Flow failure will be indicated with both visible and audible alarms.
(b) Boiler hood port - Channel 83.
(c) Boiler hood starboard - Channel 84.
(d) Inert gas line - Channel 88. 3.4 Calibration
3.1.2 Each gas detection unit includes a sampling pump, an infra-red type gas analyser, 3.4.1 Calibration is carried out in a similar manner to that described in paragraph 2.4.
a Measure/Calibration changeover switch and solenoid valve, calibration tappings,
alarms and trip lamps, and a relay circuit. 3.4.2 The gas detector panel also allows alarm test, high 30% LEL and high high 60%
LEL to be simulated and the set points adjusted.
3.1.3 The power supply is 100V ac from the normal supply.
3.2 Operation
3.2.1 The operation of each unit is identical. Air is drawn from the sampling point by
the sampling pump and discharged through the infra-red type analyser to
atmosphere in a safe area. The flow is adjusted by a manually operated needle valve
on the inlet to the analyser.
3.2.2 The infra-red absorption type analyser is described in detail in paragraph 2.2.4.
3.2.3 If the sample contains a methane concentration of 30% LEL (adjustable), alarms
are activated on the unit, on the extension gas alarm panel in the FCC and on IAS
Cargo Display C-41 and Alarm Group A-1 8.
3.2.4 If the methane content of the sample, taken by the trip unit for a gas duct in the
Engine Room, rises to 60% LEL, the master fuel gas valve is tripped closed within 20
seconds, thereby isolating the Engine Room from the gas supply.
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7.3 FIXED GAS DETECTION SYSTEMS (3) - ENGINE ROOM AND MOTOR ROOM SYSTEMS

4. ENGINE ROOM AND MOTOR ROOM SYSTEMS 4.3 System Malfunction
(Models FMA-1 JA-8W ER and FMA-1 JA-4W-MR & BS) Gas detection head failure is indicated by an orange TROUBLE lamp on the
associated gas alarm meter.
4.1 Description
4.4 Calibration
4.1.1 Eight points in the Engine Room, three points in the Motor Room, one point in
the Bosun’s Store and one point in the Emergency Generator Room, are monitored Each gas detection head and its associated gas alarm meter is individually
continuously by explosion-proof catalytic combustion type detectors. calibrated as follows:
4.1.2 Each detector is connected to an alarm unit mounted in its system gas alarm (1) Carry out zero adjustment on the gas alarm meter.
meter cabinet, located in the Monitor Room for the Engine Room system and in No.
2 Cargo Switchboard Room for the Motor Room and Bosun’s Store. The emergency (2) Turn the upper alarm level setting element ‘AL SET (HI)’ fully clockwise.
generator unit is located in the Emergency Switchboard Room.
(3) Fill the Dunlop ball supplied with standard gas from the gas bomb.
4.1.3 Each alarm unit incorporates power, trouble and alarm lamps, a gas meter,
zero adjuster and a Test/Reset switch. The power switch is located at the back of (4) Fit the Dunlop ball and rubber chamber over the sensor head and blow
the unit. the standard gas into the diffusing part of the head.
4.1.4 Power for the Engine Room system is supplied from the 100V ac Uninterruptible (5) When the meter reading stabilises, adjust the meter to the value of
Power Supply (UPS) system and for the Motor Room system from the normal 100V the standard gas by adjusting SPAN.
ac supply.
NOTE:
4.2 Operation Since the standard gas concentration is normally indicated on the bomb
as percentage volume, and the meter is graduated in percentage LEL, the
4.2.1 The catalytic combustion type detector comprises two platinum detector filaments percentage LEL of the standard gas must first be calculated. The following
(one coated with a catalyst) arranged in a balanced bridge network to provide calculation assumes that the standard gas is a methane-based mixture of
temperature compensation. The bridge zero output is displayed on the detector 1.6% by volume:
meter.
Indicated Concentration of Standard Gas
4.2.2 If air containing methane passes over the catalyst-coated filament in the detector % LEL = =
head, chemical combustion occurs and the heat generated causes the resistance LEL of Methane Gas
of the element to rise. The resulting imbalance of the bridge is measured in the
associated alarm unit and indicated on the detector meter.
(1.6% Vol) x 100
4.2.3 In the event of gas detection in the Engine Room of 30% LEL (adjustable), = = 32
alarms will be initiated on the gas alarm meter panel, the extension gas alarm panel (5%)
in the FCC and on IAS Machinery Display C-22 and Alarm Group A-22.
If the standard gas base is other than methane, the LEL of the gas must be
4.2.4 In the event of gas detection in the Motor Room or Bosun’s Store of 30% LEL used in the calculation.
or higher, alarms will be initiated on the gas alarm meter panel, the extension gas
alarm panel and on IAS Cargo Display C-41. (6) Set the alarm level and trip level (Motor Room system only) with the
Test/Reset switch in the TEST position.
4.2.5 If gas concentration of 60% LEL is detected by two out of three detectors in the
Motor Room, the power supply to the motors and all non-IS electrical power supplies (7) On completion, set the Test/Reset switch to RESET position.
will be tripped in addition to the alarms sounding.
4.2.6 After alarm operation, the individual gas alarm meter(s) must be reset by
operating the Test/Reset switch only after the gas concentration in the Motor Room
has been verified. Motor Room supply fans must be started before any other
equipment. (Continued overleaf)
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7.3 FIXED GAS DETECTION SYSTEMS (4) - ACCOMMODATION

5. ACCOMMODATION AND ACCOMMODATION FRONT SYSTEM
(Model FMA-440F)
5.1 Description
5.1.1 Eighteen points in the Accommodation are monitored continuously by catalytic

combustion type detectors (SA/SP/SR/SE/SM).
Twenty-two points in the Accommodation and Accommodation Front are monitored
continuously by catalytic combustion type detectors (SW).
5.1.2 Each detector is connected to an alarm unit mounted locally.
5.1.3 Each alarm unit incorporates power, trouble and alarm lamps, a gas meter,
zero adjuster and a Test/Reset switch. The power switch is located inside the unit.
5.1.4 Power is supplied from the 100V ac Uninterruptible Power Supply (UPS) system.
5.2 Operation
5.2.1 The operation of the catalytic type detector is described in paragraphs 4.2.1
and 4.2.2.
5.2.2 In the event of gas detection in any of the gas detectors of 30% LEL
5.2.4 After alarm operation, the individual gas alarm meter(s) must be reset by
(adjustable) alarm is indicated on the relevant local gas alarm units. Additionally,
operating the Test/Reset switch.
for Channels 110 to 117, alarm is indicated on the extension alarm panel. The
other channels alarm with a single indication on IAS Cargo Display C-40 and
5.3 System Malfunction
Alarm Group A-18.
Gas detection head failure is indicated by an orange TROUBLE lamp on the
5.2.3 For changes 110 to 117, alarm is indicated on the extension alarm panel. The associated gas alarm meter.
other channels alarm with a single indication on IAS Goup Display C-40 and Alarm
Group A-18. 5.4 Calibration
Calibration of the gas detectors is as described in paragraph 4.4.
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7.4.1 CARBON DIOXIDE FIRE FIGHTING SYSTEM (1)

1. GENERAL 2.2.3 The cylinder release valve assembly contains a spring-loaded piston valve, a release 3.1.3 Local release
disc, a cutter and cutter operating piston. Also included is a manual operation pin
1.1 The Carbon Dioxide Fire Fighting System consists of a number of separate systems fitted to the cutter piston. Release of carbon dioxide from the cylinder is generally If the gas is not released, the system can be operated locally from the Carbon Dioxide
which provide protection for the following: carried out by applying an actuating gas onto the cutter piston, causing the cutter to Bottle Room. Open the bypass valve at the delay discharge unit in the room.
pierce the release disc. This releases the spring, causing the piston valve to open
- Engine Room (total flood) fully, thus allowing a full bore rapid discharge of liquid carbon dioxide. (1) Ensure all personnel have vacated the Engine Room spaces.
- Machinery and Switchboard spaces (2) Start the emergency diesel generator and supply the emergency
- Cargo Machinery/Motor Rooms 2.2.4 Located in the Carbon Dioxide Bottle Room, the compartment selection valve switchboard.
unit consists of the selection valve, pressure gauge, safety vent, check valve and
Each release system is controlled manually. stop valve. The selection valve can be remotely operated and is used to direct the (3) From the FCC:
released carbon dioxide to the correct compartment. Each selection valve can be (a) Stop the oil pumps
1.2 For the Galley Carbon Dioxide System, see paragraph 4. manually operated by a local lever. To ensure the proper use of the manual release, (b) Close the fire dampers
the lever is contained in a locked cabinet. (c) Operate the oil tank cut-off valves
1.3 The function of each system is to control and extinguish fire by discharging carbon
dioxide through fixed piping and nozzles into the affected compartment. The amount 2.2.5 The delay discharge unit provides a 20 second delay - from the moment of signal (4) In the Carbon Dioxide Bottle Room, open the release cabinet doors.
of carbon dioxide required to extinguish a fire is 40% of the gross volume of the actuation to the moment of gas release. This delay allows enough time for personnel (5) Operate the actuating cylinder for the selection valve.
compartment. All systems are sized to achieve this concentration within 2 minutes. to escape from the affected area, i.e. the time between visual/audible alarms (6) Operate the actuating cylinder for the main cylinder release.
sounding and the time of gas release. The delay unit consists of a manifold and
1.4 Each carbon dioxide protected compartment is provided with local and remote visual orifice chamber. After 20 seconds, carbon dioxide will be released into the Engine Room, the Main
and audible indications that carbon dioxide is to be released in the space. Switchboard Rooms, the Incinerator Room, both Generator Rooms and the Purifier
2.2.6 The remote release box contains two actuating cylinders, electric switches for alarms Room. Keep the cabinet door open until gas discharge is complete.
1.5 Operation of individual systems initiates automatic shutdown of ventilation to the and fan stops, and a manually operated cylinder release valve. Opening the door will
area. operate the visual and audible alarms for the protected compartment and stop the If carbon dioxide still fails to release, remove the key from the release cabinet and
ventilation fans for the area. One of the actuating cylinders operates the main carbon unlock the cover on the two Engine Room selection valves and pull the levers
1.6 The table overleaf (Carbon Dioxide Fire Fighting System Data) shows the number of dioxide cylinder release, and the other opens the compartment selection valve (via manually. Manually release each of the 473 cylinders for the Engine Room spaces
cylinders dedicated to each area. the delay unit). The actuating cylinder release valve is similar in construction to the by removing the lock clip and pushing the manual pin on the release valve. Similarly,
main cylinder valve, but only has facility for manual operation. operate the system for the Main Switchboard Rooms, Generator Rooms, Incinerator
1.7 All systems are similar in operation. Cylinder storage for the Engine Room Room and Purifier Room, either by remote or manual release.
compartments is located in a Bottle Room accessed from the Steering Engine Rat. 3. OPERATION
Cylinder storage for the Cargo Machinery areas is on the Main Deck below the 3.2 Machinery and Switchboard Spaces
Cargo Motor Room. 3.1 Engine Room (Total Flood)
3.2.1 General
1.8 The Engine Room cylinder storage area is provided with a separate exhaust fan in 3.1.1 Remote release
addition to a mushroom vent. The following spaces have individual systems, each of which has similar remote,
Remote operation is from the Release Cabinet in the FCC. Opening the cabinet door local and emergency operating procedures:
1.9 The remote release systems are pressurised by carbon dioxide actuating cylinders will operate the Engine Room carbon dioxide release motor sirens, bells and carbon − No. 1 and 2 Diesel Generator Rooms
located in the Remote Release Boxes. dioxide release alarm on the IAS Machinery Display C-21. Opening the cabinet door − No. 1 and 2 Main Switchboard Rooms
will also stop the following fans: − Incinerator Room
− No. 1 and 2 forced draught fans − Purifier Room
2. DESCRIPTION − No. 1, 2, 3 and 4 Engine Room supply fans − Emergency Diesel Generator Room
− No. 1 and 2 Engine Room exhaust fans − Emergency Switchboard Room
2.1 Carbon Dioxide − No. 1 and 2 vent duct fans − Paint Store
− No. 1 and 2 Main Switchboard Room A/C fans − No. 1 and 2 Cargo Switchboard Rooms
Carbon dioxide is a non-flammable, colourless, odourless, non-conductive gas. It − No. 1 and 2 Workshop A/C fans
extinguishes the fire by physically displacing the oxygen from the area, making it − Purifier Room exhaust fan 3.2.2 Remote release procedure
impossible for the combustion process to continue. The gas is non-toxic but, because − Weld space exhaust fan
it displaces oxygen, inhalation in large concentrations is fatal. Therefore, prior to The following remote release procedure is common to all of the above systems.
releasing carbon dioxide, great care must be taken to ensure there are no personnel 3.1.2 Remote release procedure
present in the compartment to be flooded. (1) Ensure that all personnel have vacated the space.
(1) Ensure all personnel have vacated the Engine Room spaces. (2) Ensure that all ventilation flaps to the space are closed.
2.2 System Components (2) Start the emergency diesel generator and supply the emergency
switchboard. (3) Open the release cabinet door for the space.
2.2.1 The carbon dioxide system is made up of five components: (3) From the FCC: (4) Pull off the safety clip on the valve on the right-hand actuating cylinder and
(a) Stop the oil pumps push the knob. This opens the compartment selection valve
- Carbon dioxide cylinder (b) Close the fire dampers
- Cylinder release valve (5) Pull off the safety clip on the valve on the left-hand actuating cylinder and
(c) Operate the oil tank cut-off valves push the knob. The carbon dioxide is now discharged into the space.
- Compartment selection valve
- Delay discharge unit (4) Open the release cabinet doors. (6) Keep the release cabinet door open until gas discharge is complete.
- Remote release box (5) Operate the actuating cylinder for the selection valve.
(6) Operate the actuating cylinder for the main cylinder release.
2.2.2 The carbon dioxide is contained under pressure as a liquid in 82.5 litre steel
cylinders each containing 55kg of liquid. To maintain the carbon dioxide as a liquid
it is pressurised to 136.6 bar at 50°C. Each cylinder is fitted with a syphon tube and After 20 seconds, carbon dioxide will be released into the Engine Room, the Main
cylinder release valve to ensure rapid discharge. Switchboard Rooms, the Incinerator Room, both Generator Rooms and the Purifier
Room. Keep the cabinet door open until the carbon dioxide discharge is complete.
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7.4.1 CARBON DIOXIDE FIRE FIGHTING SYSTEM (2)
3.2.3 Additional remote release procedures (6) Emergency Switchboard Room 3.26 Emergency manual release procedure
In addition to the above remote release procedure, the following actions are applicable When operating the release cabinet door, the following actions take place: The following emergency manual release procedure is common to all of the spaces
to the systems as indicated. listed in paragraph 3.2.1.
- The release alarm in the space will operate
(1) No. 1 and 2 Diesel Generator Rooms - The release alarm will appear on the IAS If carbon dioxide cannot be released by the remote or local release procedures, the
- The auxiliary AC fans (2 sets) will stop compartment selection valve and individual carbon dioxide cylinders can be operated
(a) When opening the release cabinet door the following actions take manually from the Bottle Room.
place: (7) Paint Store
(1) Carry out the local release procedure.
- The motor siren and lamp in the space will operate When operating the release cabinet door, the following actions take place:
- The carbon dioxide release alarm will appear on the IAS (2) Keep the release cabinet door open until discharge is complete.
- The Engine Room supply fans (Nos. 1 to 4) and exhaust - The release alarm in the space will operate
fans (Nos. 1 and 2) will stop - The release alarm will appear on the IAS (3) Identify the carbon dioxide cylinders dedicated to the space to be flooded.
- The Paint Store vent fan will stop The cylinders are colour-coded as shown on the front of the local release
(b) Before releasing carbon dioxide, stop the diesel engine (if it is cabinet.
running) and, if possible, dose the DO isolation valve at the DO (8) No. 1 and 2 Cargo Switchboard Rooms
service tank. (4) Take the key from the cabinet and unlock the door of the selection valve
When operating the release cabinet door, the following actions take place: box.
(2) No. 1 and 2 Main Switchboard Rooms
- The release alarm in the space will operate (5) Lift the lever to open the selection valve.
(a) When operating the release cabinet door, the following actions take - The release alarm will appear on the IAS
place: - The auxiliary AC fans (2 sets) will stop (6) Release the carbon dioxide cylinders individually by removing the safety clip
on the cylinder release valve and pushing the manual operating knob.
- The carbon dioxide release bells will operate 3.2.4 Local release procedure
- The release alarm will appear on the IAS 3.3 Cargo Machinery/Motor Rooms
- The room AC cooler unit fan will stop The following local release procedure is common to all of the spaces listed in paragraph
3.2.1. 3.3.1 General
(3) Incinerator Room
(1) Ensure that all personnel have vacated the space. The release system for these spaces is similar to the Engine Room spaces but the
(a) When operating the release cabinet door, the following actions take cylinders are stored in a separate area. The Bottle Room contains 13 x 55 kg carbon
place: (2) Ensure that all ventilation flaps to the space are closed. dioxide cylinders. All the cylinders are required to flood the Machinery Room but only
six are required to flood the Motor Room. Similar to the Engine Room, there is a
- The release alarm in the space will operate (3) In the Carbon Dioxide Bottle Room, open the release cabinet for the space. compartment selection valve for each space and a delay discharge unit to delay the
- The release alarm will appear on the IAS release of the gas after the actuating cylinder has been operated. The remote release
- The incinerator will stop (4) Pull off the safety clip on the right-hand actuating cylinder and push the knob. cabinets are located outside each space adjacent to the lower entrance doors.
This opens the compartment selection valve.
(b) Before releasing carbon dioxide, operate the lnstanta valve for the 3.3.2 Remote release procedure
incinerator DO tank and the sludge oil tank. (5) Pull OH the safety clip on the left-hand actuating cylinder and push the knob,
the carbon dioxide is now discharged into the space. Opening the release cabinet door will operate the carbon dioxide release alarms in
(4) Purifier Room the space and on the IAS. The fans are stopped by a pressure switch activated by the
(6) Keep the release cabinet door open until gas discharge is complete. selection valve actuating cylinder.
(a) When operating the release cabinet door, the following actions take
3.2.5 Additional local release procedures (1) Ensure that all personnel have vacated the space.
place:
In addition to the above local release procedure, the following actions are applicable (2) Open the door to the release cabinet.
- The release alarm in the space will operate
to the systems as indicated.
- The release alarm will appear on the IAS
(3) Pull off the safety clip on the valve of the right-hand actuating cylinder and
- The Purifier Room exhaust fan will stop
(1) No 1 and 2 Diesel Generator Rooms. push the knob. This will open the compartment selection valve and operate
Stop the diesel engine (if it is running) and, if possible, close the DO the pressure switch to stop the space exhaust fans.
(b) Before releasing carbon dioxide, operate the oil pump emergency
isolation valve at the DO service tank.
stop for the pumps in the space and close the lnstanta valves for (4) Ensure that all ventilation flaps for the space are closed.
the space.
(2) Purifier Room
Operate the oil pump emergency stop for the pumps in the space and (5) Pull off the safety clip on the valve of the left-hand actuating cylinder and
(5) Emergency Diesel Generator Room push the knob. After 20 seconds carbon dioxide will be discharged into the
close the lnstanta valve for the space.
space.
(a) When operating the release cabinet door, the following actions take
(3) Emergency Diesel Generator Room
place: (6) Keep the release cabinet door open until gas discharge is complete.
Stop the emergency diesel generator if it is running, and take off the
standby on the emergency switchboard. Close the lnstanta valve for
- The release alarm in the space will operate (7) In the event that gas is not discharged after the delay, open the bypass valve
the space.
- The release alarm will appear on the IAS at the delay discharge unit in the Carbon Dioxide Bottle Room.
- The Emergency Diesel Generator Room exhaust fan will
stop
(b) Before releasing carbon dioxide, operate the lnstanta valve for the
emergency diesel generator DO tank.

3.3.3 Local release procedure 4.4 The fire dampers for both supply and exhaust ventilation ducts within the galley 5.1.2 If all fires are extinguished and cool, the space can be thoroughly ventilated. If
are manually controlled from within the cook’s rest area adjacent to the carbon available, ventilate by first using exhaust fans and then supply fans. Confirm the
(1) Ensure that all personnel have vacated the space. dioxide release point. In addition, the fire dampers are of the fuse type and will close space atmosphere with an oxygen meter. In the Carbon Dioxide Bottle Room, loosen
automatically in the event of being exposed to fire. and remove the flared nuts on the control pipes to release any actuating gas. Reset
(2) In the Carbon Dioxide Bottle Room, open the release cabinet for the the compartment selection valves for the relevant space by pushing down the valve
space. 4.5 To release the carbon dioxide, proceed as follows: spindle. Hang the spindle arrester on the spindle pin and fix the lever at the original
position. The space can now be re-entered.
(3) Pull the safety clip on the valve of the right-hand actuating cylinder and (1) Open the door of the cylinder release box. This action will:
push the knob. This will open the compartment selection valve and operate 5.2 Removing the Used Cylinders
the pressure switch to stop the space exhaust fans. - Activate the carbon dioxide release alarms (audible and visual)
which will sound in the area After ensuring that all pressure is released, dismantle the control loop piping and
(4) Ensure that all ventilation flaps for the space are closed. - Trip the vent fans remove the cylinder release valve. Remove the discharge piping and fit the safety
- Activate the extension alarms on the IAS cap nut onto the outlet nipple. Fit the cylinder cap to the cylinder and remove the
(5) Pull the safety clip on the valve on the left-hand actuating cylinder and push cylinder straps from the stanchion. The cylinder can now be removed and sent for
the knob. After 20 seconds gas will be released to the space. (2) Check that all personnel have been evacuated from the area and that all refilling. New release discs will have to be fitted to the cylinders.
persons are accounted for.
(6) Keep the release cabinet door open until the gas discharge is complete. 5.3 Inspection for Fire Damage
(3) Stop the vent fans and close the fire dampers for the area.
(7) In the event that gas is not discharged after the delay, open the bypass All piping will have to be inspected for blockages and fire damage. Cheak all discharge
valve at the delay discharge unit in the Carbon Dioxide Bottle Room. (4) Activate the carbon dioxide release by pulling the lever. nozzle/horns. Replace all discharged cylinders as soon as possible. Recharge all
actuating cylinders and fit new release discs. Reset all pressure operated devices
3.3.4 Emergency manual release procedure and switches. Refit all safety clips, and reset release cabinets.
5. PROCEDURES AFTER A FIRE
If carbon dioxide cannot be released by the above methods, the compartment
selection valve and individual carbon dioxide cylinders can be manually operated 5.1 General
from the Bottle Room.
5.1.1 Since carbon dioxide has no cooling effect, the space into which it has been
(1) Operate as per the local release procedure, paragraph 3.3.3 above. discharged should be left closed for as long as possible. Before entering, check
all boundaries are cool and as far as possible ensure all fires are extinguished.
(2) Keep the release cabinet door open until discharge is complete. The space can be entered by personnel wearing SCBA to check that all fires are
extinguished. Care should be taken in selecting the entrance point so as to limit the
(3) Identify the carbon dioxide cylinders dedicated to the space to be flooded. resupply of air that may re-ignite any hot fuels, etc.
The cylinders are colour-coded as shown on the front of the local release
cabinet.
(4) Take the key from the cabinet and unlock the door of the selection valve CARBON DIOXIDE FIRE FIGHTING SYSTEM DATA
box.
Protected Area Cylinders Remote Release Location
(5) Lift the lever to open the selection valve. Engine Room 481 FCC
(6) Release the gas cylinders individually by removing the safety clip on the No.1 Diesel Generator Room 10 Outside inboard aft door
cylinder release valve and pushing the manual operating knob. No.2 Diesel Generator Room 10 Outside inboard aft door
Purifier Room 6 Outside inboard door
4. GALLEY CARBON DIOXIDE SYSTEM No.1 Main Switchboard Room 8 Adjacent 2nd Deck IGG door
4.1 The exhaust duct serving the galley range is subject to possible accumulations of No.1 Main Switchboard Room 7* Adjacent 2nd Deck IGG door
grease, etc. In the event that these accumulations become ignited, a carbon dioxide Incinerator Room 2 Outside Engine Room entrance door
fire extinguishing system is fitted and is capable of flooding the duct space with gas
between the lower and upper fire dampers fitted within the duct. Emergency Diesel Generator Room 5 FCC
Emergency Switchboard Room 2 FCC
4.2 The 7.3kg of carbon dioxide provided is sufficient, with 10% reserve, to flood the total
volume of the duct (3.7m³). The design of the system is such that 50% of the gas is Paint Store 1** In upper Deck stbd BA locker
capable of being discharged in less than two minutes. No.1 Cargo Switchboard Room 4* Upper Deck fwd cross alleyway
WARNING No.2 Cargo Switchboard Room 4* Upper Deck fwd cross alleyway
ALTHOUGH THE CARBON DIOXIDE FLOODING SYSTEM IS CONFINED TO Cargo Machinery Room 13 Outside entrance door
THE EXHAUST DUCT TRUNKING, AS A SAFETY PRECAUTION THE GALLEY
SHOULD BE EVACUATED BEFORE RELEASE. Cargo Motor Room 6 Outside entrance door
Galley (7.3kg) Cook’s Rest Area
4.3 The release for the carbon dioxide system, together with the stop/start switches
for the galley fans, including the exhaust duct fan, is located in the cook’s rest * included Engine Room floor
area adjacent to the galley. In addition, the galley fans may be stopped from the ** included Emergency Diesel Generator Room/Emergency Switchboard Room flood
Wheelhouse and the Fire Control Centre.
SM
CARBON DIOXIDE FIRE FIGHTING SYSTEM (3) 7.4.1
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
7.4.2 WATER SPRAY FIRE FIGHTING SYSTEM

1. GENERAL 3.3 Automatic Operation
1.1 The port and starboard boiler tops (firing platforms) and the burner zone of the inlet Automatic operation of the system is as follows:
gas generator plant require a fast responding fire extinguishing medium. This is
supplied by an MHI Fine Mist Water Spray system. The system is able to operate in Operation Effect
an open atmosphere, and has minimal effect on personnel working in the area.
(1) Fire detected by bath detectors - Signal to control panel.
1.2 The water spray works on the principle that the atomisation of the water increases Extension alarms sound
its surface area and effectively extinguishes the fire by a combination of cooling on IAS. Engine Room vent
and smothering. Due to this large increase in effective surface area, only a small fans trip.
quantity of water is required. The nozzles discharge at a rate of 4.2 litres/min/m² and
therefore have minimal effect on electrical devices. (2) Signal from control panel to - Water spray release
local control unit alarms (audible and visual)
1.3 The fire detection in all three areas is by means of ionisation and infrared flame activate within area.
detectors. Signals from these detectors are fed into a main control panel which will,
under certain conditions, automatically activate the water spray system. The system (3) Second signal from control - Water spray is released.
can also be released manually.
3.4 Manual Operation
2. DESCRIPTION (1) Check as for automatic operation (paragraph 2.2).
The system comprises a 200 litre fresh water tank which can be pressurised to 5.5 (2) At the local control panel select MANUAL on the key switch. Confirm
kg/cm², via a pressure regulating valve, by nitrogen stored in a 68 litre, 14.7 mPa the MANUAL indicator on the main control panel.
cylinder. The electronic control of the system is made up of a main control panel and
two local control panels. There are also solenoid operated area selection valves, a (3) At the local control panel remove the protective cover and press the
nitrogen cylinder pressure switch, and visual and audible alarms. RELEASE button.
(4) If the main control panel is inoperative, operate the nitrogen cylinder
3. OPERATION solenoid valve by removing the plastic safety cap and pulling the knob.
3.1 General (5) Identify the correct selection valves for the area (one nitrogen and
one water) and open them by screwing in the manual handles.
On activation, nitrogen gas is discharged to the water vessel via a pressure regulator.
The pressurised water and remaining nitrogen are then piped separately through the
selection valve to either three nozzles located above each boiler firing platform or
through two nozzles located at the IGG burner zone.
3.2 Setting-up for Automatic Operation
(1) Check that the water lwei in the vessel is normal.
(2) Check the nitrogen cylinder solenoid valve is reset and that the cylinder is
pressurised to above 120 kg/cm².
(3) Check that the control panel has 100V and 24V source.
(4) Check that the manual operation handle on the selection valves is fully
open.
(5) On the Main Control Panel check the Zone Off and Test buttons are normal.
Check the Horn Off, Fire Test and Line Break Test switches are normal.
Reset any alarm condition.
(6) At the Local Control Panel of the area to be protected, select AUTO
operation with the keyswitch. Confirm AUTO indication on the main control
panel.
SM
WATER SPRAY FIRE FIGHTING SYSTEM 7.4.2
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
7.5 FIRE CONTROL CENTRE

1. GENERAL 2.1.3 Water Pumps in the Engine Room - the following Engine Room water pumps can Engine Room Group 4 - No. 1 Purifier Room
be remotely started and stopped by pressing the appropriate pushbutton on the No. 1 LO purifier
1.1 The Fire Control Centre (FCC) is located on the port side of the Upper Deck control panel: No. 1 LO purifier feed pump
immediately forward of the Emergency Switchboard Room. (a) Fire pump. Diesel oil purifier
Diesel oil purifier feed pump
(b) Fire, bilge & GS pump.
1.2 The FCC is the control point for all fire fighting operations and is divided into two No. 1 fuel oil burning pump
compartments. The port forward area containing electrical equipment is partially (c) Fire fighting FW pump. Purifier Room exhaust fan
separated from the rest of the compartment by a steel partition. The FCC can (d) Fire main pressurising pump. HFO transfer pump
be reached either internally through the Accommodation or externally via the Diesel oil transfer pump
weathertight door to the Upper Deck. (e) Water spray and eductor driving pump.
Engine Room Group 5 - No. 2 Purifier Room
1.3 The following equipment is located within the port forward part of the FCC: 2.1.4 Emergency Stop Switch Panel - this has Normal/Emergency switches for the No. 2 LO purifier
remote stopping of machinery in the event of a fire. A total of eleven switches are No. 2 LO purifier feed pump
(a) Two telephones (internal only). provided, each controlling a specific zone and machinery group as shown below: No. 2 fuel oil burning pump
(b) lnitiation point for Cargo Emergency Shutdown System.
Engine Room Group 1 - No. 1 Pumps/Fans Engine Room Group 6 - Incinerator Room
(c) Control panel for emergency forward fire pump.
No. 1 auxiliary LO pump Sludge oil incinerator control panel
(d) Control panel for sea water and fresh water fire pumps in the Engine No. 1 control oil pump
Room. No. 1 main feed pump auxiliary LO pump Engine Room Group 7 - Emergency Generator
No. 1 sterntube LO pump Emergency Generator LO priming pimp
(e) Emergency Stop Switch Panel with switches for tripping fans, LO pumps,
No. 1 diesel generator LO priming pump Emergency Generator radiator cooling fan
fuel oil pumps and similar machinery in the Engine Room, Accommodation,
Turbogenerator LO priming pump Emergency Generator Room exhaust//fan
Cargo Machinery Room, Forecastle space, etc.
No. 1 main air conditioner oil pump (SW only) Emergency Switchboard Room supply fan
(f) Fire Alarm Panel. LO transfer pump
(g) Extension Gas Alarm Panel. Sludge oil transfer pump Deck Group 1 - Accommodation Fans
Bilge separator service pump No. 1 main air conditioning fan
(h) Control panel for automatic Water Mist extinguishing systems for boiler No. 1 FD fan No. 2 main air conditioning fan
firing platforms, inert gas generator, incinerator room, port & starboard Gland exhaust fan No. 1 auxiliary air conditioning fan
diesel generator room and purifier room. No. 1 Engine Room supply vent fan No. 2 auxiliary air conditioning fan
(i) lnitiation point for Hotfoam (SM - Carbon Dioxide) extinguishing system for No. 2 Engine Room supply vent fan Galley supply fan
Engine Room. No. 1 Engine Room exhaust vent fan Galley exhaust fan
No. 1 vent duct exhaust fan Provision Space supply fan
(j) lnitiation point (SM - and cylinder) for Emergency Switchboard Room Workshop exhaust fan Night Pantry Space exhaust fan
Carbon Dioxide extinguishing system. Welding space exhaust fan Upper Public Space exhaust fan
(k) lnitiation point (SM - and two cylinders) for Emergency Generator Room No. 1 Workshop unit cooler Lower Public Space exhaust fan
Carbon Dioxide extinguishing system. No. 1 Switchboard Room unit cooler Upper Port Sanitary Space exhaust fan
Upper Starboard Sanitary Space exhaust fan
(l) Sea valve control box. Engine Room Group 2 - No. 2 Pumps/Fans Lower Port Sanitary Space exhaust fan
(m) Control panel for emergency forward fire pump. No. 2 auxiliary LO pump Lower Starboard Sanitary Space exhaust fan
No. 2 control oil pump Restaurant and Duty Mess exhaust fan
1.4 The following equipment is located within the main part of the FCC: No. 2 main feed pump auxiliary LO pump Changing Room supply fan
No. 2 sterntube LO pump Air Conditioning Unit Room exhaust fan
(a) lnitiation panels for dry powder extinguishing systems. No. 2 Diesel generator LO priming pump Navigation Deck Toilet exhaust fan
(b) lnitiation point for general alarm (not SW). No. 2 Main air conditioner oil pump Swimming Pool Space exhaust fan
No. 2 FD fan Garbage Disposal and Storage Space supply fan
(c) Switch for remote release of fire doors within the Accommodation (not SW).
No. 3 Engine Room supply vent fan Hospital exhaust fan
(d) Control panel for remote closure of oil tank shut-off valves. No. 4 Engine Room supply vent fan Paint Store exhaust fan
No. 2 Engine Room exhaust vent fan
(e) Fire main distribution headers valves.
No. 2 vent duct exhaust fan (SE) Deck Group 1 - Accommodation Fans
(f) Water spray distribution header valves. No. 2 Workshop unit cooler Main air conditioning fan (2 sets)
(g) Helideck foam monitor remote control. No. 2 Switchboard Room unit cooler Auxiliary air conditioning fan (2 sets)
Galley supply fan
Engine Room Group 3 - Inert Gas Generator (IGG) Room Galley exhaust fan
2. DESCRIPTION No. 1 Nitrogen generator air compressor (SM not fitted) Sanitary space exhaust fan
No. 2 Nitrogen generator air compressor (SM not fitted) Pantry Space exhaust fan
2.1 Port Forward Area IGG fuel pump Officer’s laundry and locker space exhaust fan
No. 1 inert gas generator blower Provisions space supply fan
2.1.1 Cargo Emergency Shutdown System (ESDS) - this system is operated by opening No. 2 inert gas generator blower Lower Sanitary Spaces exhaust fan (2 sets)
the ESDS panel and pressing the button. The alarm bell above the switchbox will IGG dryer fan Lower locker and laundry exhaust fan
sound. Gymnasium and games room exhaust fan
Scuttle fan (7 sets)
2.1.2 Emergency Forward Fire Pump - the diesel-hydraulic driving unit for the forward Crew laundry exhaust fan
fire pump is started by operating the keyswitch in the Emergency Fire Pump Remote Crew public space exhaust fan
Control Panel. Officers’ public space exhaust fan
FIRE CONTROL CENTRE (1) 7.5
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
7.5 FIRE CONTROL CENTRE

Deck Group 2 - Steering Flat 2.1.7.1 (SM) Engine Room Total Flooding Release Box with Leakage Control - The − IGG cooling sea water outlet
No. 1 mooring winch hydraulic pump release of Carbon Dioxide to the Engine Room is operated from the Engine Room − Port side ballast sea chest
No. 2 mooring winch hydraulic pump Total Flooding Release Box. Opening the door of the box releases microswitches − Starboard side ballast sea chest
Steering Flat supply fan which stop the Engine Room ventilation fans and activate audible and visual alarms
(SM) Carbon Dioxide bottle room supply fan in the FCC, the Engine Room and the IAS. The box contains two cylinders of nitrogen This extension switch operates the closing sequence via the local control panel in
which, when released, will each cause the Carbon Dioxide cylinders to operate. The the Monitor Room. In the event of hydraulic failure, the stored energy system at No
Deck Group 3 - Forecastle nitrogen in the cylinder is released manually by removing a pin and pulling a lever; 9 solenoid valve stand is sufficient to close all valves at normal operational speed.
No. 1 winch and windlass hydraulic pump both are mounted on the cylinder.
No. 2 winch and windlass hydraulic pump 2.2 Main FCC Area
No. 3 winch and windlass hydraulic pump 2.1.8 Refer to 2.1.8.1 for the applicable Ship.
No. 4 winch and windlass hydraulic pump 2.2.1 lnitiation Point for the Dry Powder Extinguishing System - the dry powder
Windlass brake hydraulic pump 2.1.8.1 (SA/SP/SW/SR/SE) Water Mist Control Panel - This panel provides the following extinguishing system is operated from two main reserve monitor release units. Each
Mooring winch remote control hydraulic pump functions for the water mist system from the FCC. unit contains two nitrogen cylinders which, when released, will each cause the gang
Bosun’s Store supply fan • Manual water mist operation in each of the 7 protected zones release of one of the dry powder monitor stations. The nitrogen in the cylinder is
Forward Fire Pump Space supply fan • Zone isolation valves open/closed indication released manually by removing a pin and pulling a lever; both are mounted on the
• Alarm acknowledge button cylinder.
Cargo Group
• Pump run/stop/fault indication
No. 1 HD gas compressor LO pump
• Pump stop & lock out button 2.2.2 lnitiation Point for General Alarm - the general alarm is initiated by breaking the
No. 2 HD gas compressor LO pump
appropriate transparent panel and operating the On/Off switch (not SW).
No. 1 cargo valve hydraulic pump
2.1.8.1 (SM) lnitiation Point for Emergency Switchboard Room Carbon Dioxide - The
No. 2 cargo valve hydraulic pump
Carbon Dioxide release to the Emergency Switchboard Room is operated from the 2.2.3 Accommodation Fire Doors’ Switch - the fire doors in the Accommodation can be
Small cargo valve hydraulic pump
box mounted on the single Carbon Dioxide cylinder. Opening the door of the box closed simultaneously by de-energising the magnetic devices holding them open.
No. 1 Cargo Machinery Motor Room fan
releases microswitches which stop the ventilation fans and activate audible and The release switch can be operated after breaking the appropriate transparent panel
No. 2 Cargo Machinery Motor Room fan
visual alarms in the FCC, the Emergency Generator Room and IAS. Carbon Dioxide (not SW).
No. 1 Double Bottom Pipe Passage fan
in the cylinder is released manually by removing a pin and pulling a lever; both are
No. 2 Double Bottom Pipe Passage fan
mounted on the cylinder. 2.2.4 Oil Tank Shut-off Valves Control Panel - the emergency cut-off device for the oil
No. 1 LD gas compressor LO pump
tanks shut-off valves is powered by its own air receiver which is topped up from the
No. 2 LD gas compressor LO pump
2.1.9 (SA/SP/SW/SR/SE) Initiation Point for Carbon Dioxide Release System ship’s compressed air system. To trip each tank valve closed, move the operating
No. 1 ballast valve hydraulic pump
– Emergency Generator Room & Emergency Switchboard Room - The CO2 lever to the ‘TRIP’ position. Five operating levers are provided covering:
No. 2 ballast valve hydraulic pump
release for these spaces is operated from the appropriate box mounted on the
Ballast valve hydraulic top-up pump
port side of the FCC. Opening of the doors releases micro switches which activate (a) Emergency generator DO service tank.
No. 1 Cargo Machinery Room exhaust fan
audible and visual alarms in the protected space and the IAS. Operation of the main
No. 2 Cargo Machinery Room exhaust fan
CO2 valve in the CO2 cylinder storage room activates ventilation fan shutdown. (b) Incinerator DO service tank and sludge oil settling tank.
No. 1 Under Deck Passageway fan
No. 2 Under Deck Passageway fan
Carbon Dioxide is released by operating both levers (1 and 2) and opening the screw (c) Port fuel oil tanks and LO tanks:
down valve on the pilot bottle.
2.1.5 Fire Alarm Panel - this indicates the zone in which a fire occurs. The panel is − FO side tank port
equipped with an audible warning, Reset and Horn switches, system test facilities 2.1.10 (SM) lnitiation Point for Emergency Generator Room Carbon Dioxide -The − No 1 FO settling tank
and trouble indicators. Carbon Dioxide release to the Emergency Generator Room is similar to that for the − Light oil tank
Emergency Switchboard Room. − DO service tank
2.1.6 Extension Gas Alarm Panel - this is a repeater of the Gas Detector Panel in the
− LO storage tank
CACC and gives remote indication of gas alarms and trips. The panel has no reset
2.1.11 (SA/SP/SW/SR/SE) Hotfoam System Control Cabinet - The Hotfoam system is a − LO renovating tank
or alarm accept facilities.
multistage system using fresh water, and then foam, when fighting fires. The system − Generator engine LO storage tank
is installed to protect the following areas. − Separated bilge oil tank
2.1.7 Refer to 2.1.7.1 for the applicable Ship.
− Total Engine Room flooding − FO additive tank
− Purifier room
2.1.7.1 (SA/SL/SP/SW/SR/SE) Water Mist Detection Panel - This fire detection panel is
− Inert gas generator firing platform (d) Starboard fuel oil tanks and LO tanks:
in addition to the ship’s main fire detection and alarm system. It is a “double knock”
− Port diesel generator room
system, and monitors 7 zones:
− Stbd diesel generator room − FO side tank starboard
(1) Port boiler firing platform, (2) Stbd boiler firing platform, (3) Inert gas
− No 2 FO settling tank
generator firing platform, (4) Incinerator room, (5) Port diesel generator room,
For operation refer to Hotfoam Fire Fighting System 7.4.2. − DO storage tank
(6) Stbd diesel generator room, (7) Purifier room.
− LO gravity tank
2.1.12 Cargo Machinery Room Carbon Dioxide Relay Box - Contains relays for operation − Generator engine renovating tank
Each area is monitored by a UV flame detector and a smoke detector. Activation of
of alarms in the room and transfer of operation signal to the IAS. − Generator engine LO purifier tank
either detector activates the alarm at the following locations:
− Auxiliary LO renovating tank
− Local alarm within/adjacent to the area protected
2.1.13 Sea Valve Control - The following ship side valves are tripped closed by operation − Auxiliary LO purifier tank
− Water mist panel in the FCC
of the switch marked SEA VALVE CONTROL which has two positions NORMAL and − FO sludge tank
− Water mist fire detection panel in the FCC
EMERGENCY STOP: − LO sludge tank
− Water mist fire detection panel in the CACC
Scoop sea water inlet
− Water mist fire detection panel in the Wheelhouse
− High sea chest (e) Air cylinders for Engine Room ventilation fan dampers and for Purifier
− Low sea chest Room exhaust fan damper.
Activation of the second detector in the same zone will activate the water mist
− Main condenser sea water outlet
system in the area protected and indicate valve actuation at the following locations:
− Auxiliary condenser sea water outlet 2.2.5 Fire Main Distribution Header Valves - the distribution valves for hydrant and water
− Water mist fire detection panel in the FCC
− Port side sea chest spray headers are operated manually at their respective headers.
− IAS System
− Starboard side sea chest
− Water mist panel in the FCC
− Main sea water service outlet 2.2.6 Hellideck Foam System - The water inlet and outlet valves, foam concentrate valve
− Water mist fire detection panel in the CACC
and the foam concentrate pump can be operated from the FCC.
− Water mist fire detection panel in the Wheelhouse
FIRE CONTROL CENTRE (2) 7.5
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
7.6 FIRE MAIN SYSTEM (1)

1. DESCRIPTION 1.12 The location of starters for motor-driven pumps is as follows:
1.1 The fire main is pressurised with sea water to 1 MPa via the distribution manifold Fire Pump - No. 1B GSP, 1G1 B04
in the Fire Control Centre see 7.5. Fire Bilge & General Service Pump - No. 1B GSP, 1G1 B03
Eductor Driving & Water Spray Pump - No. 1B GSP, 1G1 B20
1.2 To protect the main against corrosion, it is lined with polyethylene. The valve Fire Fighting Fresh Water Pump - No. 1B GSP, 1G1 B38
bodies are cast iron, lined with neoprene. Dresser-type couplings are provided as Bilge & General Service Pump - No. 2B GSP, 1G2 B03
expansion joints and are lined with nylon. Fire Line Pressuring Pump - No. 2B GSP, 1G2 B09
1.3 Under normal conditions, the system is maintained under pressure by the fire 1.13 The Fire Main System is also used to supply motive power for fixed eductors fitted
line pressuring pump. The pump is a motor-driven horizontal centrifugal type with a in void spaces, Underdeck Passageways, Bosun’s Store Flat and hold spaces.
capacity of 2m3/h at 110 metres head from a 7.5kW motor running at 3600 rev/min.
Suction is taken from the main sea water suction line. The pump is located in the 2. ACCOMMODATION FRESH WATER FIRE SYSTEM
Engine Room lower level, port side.
The accommodation is covered by first aid hoses fitted on each deck. The hose reels
1.4 Fire water and deck wash water is supplied on demand by the fire pump. The are supplied via a fresh water pressure tank and pump, taking suction from the fresh
pump is a motor-driven vertical centrifugal type with a capacity of 160m3/h at 105 water tanks.
metres head from a 90kW motor running at 1800 rev/min. Suction is taken from the
main sea water suction line. The pump is located in the Engine Room lower level, port
side.
1.5 The main is supplied also by the fire, bilge & general service pump which is similar
to the fire pump.
1.6 The main may be cross-connected to the bilge & general service pump and to
the eductor driving & water spray pump.
1.7 The main may be supplied also from the emergency fire pump located in the
Bosun’s Store Flat. The pump unit comprises a Diesel Engine Driven fire pump
supplied from a feeding pump. The feeding pump is located below normal water
level, and is driven via hydraulic motor which is supplied from a hydraulic pump by
the same diesel engine. The unit has independent hydraulic circuit, fuel supply
and battery start system. It can be started either locally, or remotely from the
Fire Control Centre.
1.8 Outputs from the Fire Control Centre fire water manifold (see diagram (1) above)
are as follows:
A - to fire main in starboard Underdeck Passageway.
B - to fire main on Flying Passageway.
C - to starboard lifeboat spray.
D - to port lifeboat spray,
E - to the Accommodation Space.
F - to the Steering Engine Flat for helideck foam.
G - to the deck water spray system via isolating valve
1.9 Valves are fitted at strategic positions on the main line to allow isolation in the
event of damage. The remainder of the system is shown on diagram (2) overleaf.
1.10 An international ship/shore connection is stored on the port side, Upper Deck,
outside (inside on SW & SE) the Fire Control Centre for use on the deck fire main
as required.
1.11 Motor-driven pumps may be started either locally or from the Centralised
Administration Control Centre (CACC). The fire pump and the fire, bilge & general
service pumps may be started from the Wheelhouse or the Fire Control Centre. The
fire pump can be arranged to start automatically on pressure reduction in the fire
main.
ALL
FIRE MAIN SYSTEM 7.6

ISSUE 4 - JULY 2007

SA/SL/SP/SR/SE/SM
FIRE MAIN SYSTEM (2) 7.6

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
7.7 EMERGENCY DIESEL GENERATOR (1)

1. GENERAL 1.11 The emergency generator is rated to allow operation of one cargo pump and 2. INSTRUCTIONS
essential auxiliaries in the event of loss of main generators. It provides power supplies
1.1 The emergency diesel generator has a power generating capacity of 560kW at for the following: 2.1 Preparation of Engine
440 V, 3-phase, 60Hz for emergency supplies.
(a) 100V Feeder Panel, which supplies: (1) Ensure that the radiator is filled to the correct operating level.
1.2 The diesel engine may be started remotely from the Emergency Switchboard or
locally at the engine. In the remote mode, the engine may be started automatically in - Wheelhouse group panel (2) Ensure that the engine sump is filled with clean lubricating oil to the
the event of complete power failure. The engine will normally be in the Remote Auto - Navigation light indicator panel correct level.
mode. - Lighting panel board EL1 - Navigation Bridge Deck
- Lighting panel board EL2 - D, E, F and G Decks (3) Ensure that the emergency generator DO tank is filled to the maximum
1.3 A self-contained starting air system is provided. This system contains a - Lighting panel board EL3 - A, B and C Decks operating level: check that water is not present in the tank.
two-stage diesel-driven reciprocating compressor which discharges to a 0.15m3 - Lighting panel board EL4 - Upper Deck and Under Deck Passage
receiver at 2.5 MPa. A solenoid-operated air-start valve admits this air directly into - Lighting panel board EL5 - Engine room, Engine Casing and (4) Ensure that both air receivers are full at maximum operating pressures.
each cylinder in turn via the air start valves, which are controlled by the rotary air 2nd Deck
distributor. The air receiver is normally kept charged from the main diesel generator - Lighting panel board EL6 - Engine Room and 3rd Deck (5) All valves are to be in running position at all times.
air start system. - Lighting panel board EL7 - Engine Room 4th Deck and Lowering
Floor (6) Start the lubricating oil priming pump (normally running continuously).
1.4 The local method of starting is by means of an air-start motor. This is supplied from - Lighting panel board EL8 - Double Bottom Pipe Passage
a 0.5m3 auxiliary air receiver at 0.9 MPa. This receiver is charged from the Service - Foward fire pump control panel source box (7) If the ambient temperature is below 20°C, start the warm-up pump
Air System. - Radio console (normally running continuously to maintain jacket temperature at 30°C).
1.5 Engine cooling is effected by two closed fresh water circuits. These are: a high (b) 440V Feeder Panel, which supplies: (8) If a manual start is required; bar the engine over and return turning bar to
temperature circuit for cylinder jackets, cylinder heads and turbocharger, and a low its stowage on completion.
temperature circuit for the air cooler and lubricating oil cooler. Both fresh water circuits - No. 4 steering motor and auto pilot
are cooled by a forced draught radiator. The cooling water pumps for the circuits are - Engineers’ lift (9) Set the fuel oil handle to the RUN position.
engine-driven. The water temperature in each circuit is controlled by independent - Wheelhouse group panel (No.2 Radar)
wax-type temperature control valves. An expansion tank with a pressure cap and - Rescue boat davit winch (10) Set the controls in accordance with the desired mode of operation as
make-up connection is provided on the radiator. - Uninterruptible power supplies shown in the following diagrams: 7.7 (2), (3) and (4).
- Radio telegraph and telephone equipment
1.6 Lubricating oil is contained in a separate sump which has a capacity of - No.2 cargo switchboard (hydraulic pump unit for cargo valve (11) Turning the engine for remote start is initiated by a signal from the
approximately 800 litres. The engine-driven lubricating oil supply pump discharges to remote control) Emergency Switchboard or local starter panel to the starting air solenoid
the engine through a cooler and duplex filters. A proportion of lubricating oil is passed - No.2 gyro compass valve, which supplies air from the emergency generator air receiver to
through a glacier-type partial flow filter. - Wheelhouse group panel (220V ac service) the main air starting valve, the starting air rotary valve and the cylinder
- No.2 lifeboat davit winch air start valves.
1.7 The engine is kept warm by use of a warm-up heater and pump in the high - Emergency generator lubricating oil priming pump
temperature cooling line. This also heats the lubricating oil. A motor-driven LO - Emergency generator radiator cooling fan (12) Turning the engine for local start is effected by opening the valve admitting
priming pump and a hand-operated wing pump are provided for starting - Navigation console (piston horn) air from the emergency generator auxiliary air receiver to the air-start
purposes. Under standby conditions, the warm-up pump and lub oil priming pump - Cargo Room and Motor Room lighting system source box motor and depressing button to operate air motor.
are operating continuously. - Instrumentation transformer (105V)
- Power Receptacle for BA comp
1.8 Fuel oil supplies are obtained from a gravity tank and supplied to the engine via - Emergency service transformer (105V)
an engine-driven fuel oil service pump and duplex strainer. - Emergency generator warm-up pump
- Emergency Generator Room exhaust fan
1.9 The engine is protected by trips which operate to stop the engine in the event of - No.1 Engine Room exhaust ventilation fan
low lubricating oil pressure, engine overspeed or high cooling water temperature - No.2 steering motor and auto pilot
under normal conditions. In Emergency mode, the high cooling water temperature trip - Wheelhouse group panel (No.1 Radar)
is inhibited. In Test mode, the high cooling water temperature is active and as such - No.1 lifeboat davit winch
will trip the engine if the temperature exceeds 95°C. The Test Mode select button is - No.1 gyro compass
located in the emergency switchboard and will automatically reset to EMERGENCY - General service battery charge and discharge panel
MODE after one hour. The trip set points are as follows: - No.1 cargo switchboard
- No.1 Engine Room supply vent fan
Low lubricating oil pressure trip -126 kPa - Forward fire pump and hydraulic pump unit space supply fan
Engine overspeed trip -828 rev/min - (SM only) CO2 bottle room exhaust fan
Cooling water high temperature trip -95°C - E/R Hotfoam system (not SM)
- E/R Watermist system (not SM)
1.10 Engine start is inhibited when the turning bar is removed from its stowage
position. This ensures that the engine cannot start whilst the engine is being barred-
over by hand.
EMERGENCY DIESEL GENERATOR 7.7

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
7.7 EMERGENCY DIESEL GENERATOR (2) - INSTRUCTIONS (1)

EMERGENCY DIESEL GENERATOR (2) - INSTRUCTIONS (2) 7.7

ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
7.7 EMERGENCY DIESEL GENERATOR (3) - INSTRUCTIONS (3)

8 SHIPBOARD MANAGEMENT
SYSTEM (SMS)

CARGO MANUAL
CARGO SYSTEMS
SECTION 8
SHIPBOARD MANAGEMENT SYSTEM
8.1 Shipboard Management System
ALL
SECTION CONTENTS 8
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
ALL
8.1 SHIPBOARD MANAGEMENT SYSTEM
Sealanes
NWS Office
Perth
Other
Amos Server Exchange Internet Suppliers
Server
Firewall
Fuji
Trading
Company
Remote Access
Xantic - Burum
Amos Mail Server
SANDERLING 41 SWIFT 42
SNIPE 44 SWALLOW 43
SANDPIPER 46 SHEARWATER 45
SWAN 49
STORMPETREL 48 SEAEAGLE 47

1. OVERVIEW 2.3 Ordering System
1.1 The Shipboard Management System (SMS) operates on a Local Area Network 2.3.1 The ship’s charterers, IGTC (International Gas Transportation Company),
(LAN) of personal computers (IBM PC compatible) which share a common system have contracted Fuji Trading Company (FTC) to supply ships’ spares. Each ship has
file server. the Amos Maintenance & Purchasing (M&P) system installed, along with a special
Fuji Interface that was developed by Spectec to facilitate sending orders directly to
1.2 Each ship runs software which allows data transmissions between ship and shore FTC Offices in Kobe. This enables ‘paperless’ spares processing.
via satellite communications (SATCOM). In addition they have standard software
to complete all other functions onboard including planned maintenance, ordering & 2.3.2 In addition to supplying spares, FTC will also maintain the ‘Master’ spares
voyage management. database and will have the responsibility of adding new part numbers and supplying
these to each ship. There is also an agreement in place with Sealanes in Fremantle
for the ship’s stores orders to be placed through them. All orders are currently sent
2. SOFTWARE in electronically via the e-mail system.
2.1 Data Communications 2.3.3 Details of the allocated operator’s role in the Purchasing system (relating to
requisition, approval and processing) vary and reference must be made to the
2.1.1 Each ship has installed the Amos Mail software from Xantic and has a unique individual operator’s procedures, viz:
e-mail address within the domain “@nwsfleet.com”. The e-mail software is closely - Shell Tankers Australia PL (STAPL)
integrated with all other software packages for sending of respective data and also - Nippon Yusen Kaisha (NYK)
for sending e-mail messages. The operation of the Amos Mail program is covered in - Mitsui OSK Lines (MOL)
a comprehensive manual supplied via Xantic. - BP Shipping Limited (BP)
- Shell International Trading and Shipping Co Ltd (STASCo)
2.2 Planned Maintenance
2.4 Voyage Management
2.2.1 The operator has adopted the use of Spectec’s Amos M&P package, although
their respective databases are individually maintained in the NWSSSC Perth office. 2.4.1 A Microsoft Access database named NWSVP was developed to record all data
Once the data is entered onboard this is sent ashore on a regular basis as an ‘export’ relating to a voyage including sea passage noon reports whilst at sea, port arrival
from the ship using the e-mail software. The office system then ‘imports’ this data and departure, as well as in-port operations. The program includes cargo logs to
into the office database providing a backup system in case of failure and allowing a record loading and discharge information as well as cargo information whilst at sea.
review to be undertaken by office staff of the current status of the equipment onboard Daily logs are created for ‘noon’ reports’ whilst the vessel is at sea.
the ship.
ALL
SHIPBOARD MANAGEMENT SYSTEM 8.1
ISSUE 4 - JULY 2007

9 PHYSICAL LOCATION
DIAGRAMS

CONTENTS
SECTION 9
PHYSICAL LOCATION DIAGRAMS
9.1 Equipment List
9.2 Valve List
9.3 Typical Arrangement of Tank Top
9.4 Cargo Manifold Area
9.5 Cargo Machinery Room – Upper Flat
9.6 Cargo Machinery Room – Lower Floor
9.7 Upper Deck Engine Room Casing, Tank Tops and Flying Passage
9.8 2nd Deck/Underdeck Passageways and Bosun’s Store Flat
9.9 Engine Room Upper Deck, ‘A’ Deck and Casing Top
9.10 Engine Room 2nd Deck
9.11 Engine Room 3rd Deck
9.12 Engine Room 4th Deck
9.13 Engine Room Lower Floor
9.14 Steering Engine Room
ALL
SECTION CONTENTS 9
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
9.1 EQUIPMENT LIST
Equipment Name Page No Equipment Name Page No
HP Turbine 9.12
No 2 Aux CCS Cooling FW Pump 9.6 (SM 9.11)
LP Turbine 9.12
No 1 Aux CCS FW Cooler (SM Not fitted) 9.6
Reduction Gear 9.12
No 2 Aux CCS FW Cooler (SM Not fitted) 9.6
Dehumidifier 9.13
No 1 Main CCS Cooling SW Pump 9.13
9.10 No 2 Main CCS Cooling SW Pump 9.13
No 1 Main Boiler
9.10 No 1 Aux CCS Cooling SW Pump (SM Not fitted) 9.13
No 2 Main Boiler
No 2 Aux CCS Cooling SW Pump (SM Not fitted) 9.13
External Desuperheaters 9.10
Main CCS Cooling FW Expansion Tank 9.9
No 1 Forced Draught Fan 9.9
Aux CCS Cooling FW Expansion Tank 9.5
No 2 Forced Draught Fan 9.9
(SM) No 1 Distilling Plant SW Service Pump 9.13
(SM) No 2 Distilling Plant SW Service Pump 9.13
Turbo Generator 9.11
No 1 Diesel Generator 9.11
No 1 Fresh Water Pump 9.11
No 2 Diesel Generator 9.11
No 2 Fresh Water Pump 9.11
Emergency Generator 9.7 Fresh Water Pressure Tank 9.11
9.13 No 1 Hot Water Circulating Pump 9.10
Main Condenser
9.13 No 2 Hot Water Circulating Pump 9.10
Auxiliary Condenser
9.13 No 1 Hot Water Heater 9.10
Atmospheric Drank Tank
No 2 Hot Water Heater 9.10
Main Gland Condenser 9.12
Fresh Water Pump for Firefighting 9.11
No 1 Main Condenser Vacuum Pump 9.12
Fresh Water Pressure Tank for Firefighting 9.11
No 2 Main Condenser Vacuum Pump 9.12
Chlorine Inhibitor & Mineral Injection Unit 9.11
No 1 Distilling Plant 9.12
Main Circulating Pump 9.13
No 2 Distilling Plant 9.12
Auxiliary Circulating Pump 9.13
Ion Exchanger 9.12
Sawdust Injection Box 9.13
Regeneration Pump 9.12
9.12 No 1 Ballast Pump 9.13
No 1 Control Air Compressor
No 2 Control Air Compressor
Control Air Dryer
9.12 Eductor Driving & Water Spray Pump 9.13
Service Air Compressor (SM Not fitted)
9.12 Educator 9.13
Control Air Receiver
9.12 Solenoid Board for Ballast Valves 9.13
Service Air Receiver
No 1 DG Starting Air Compressor 9.11
Fire, Bilge & General Service Pump 9.13
No2 DG Starting Air Compressor 9.11
Fire Pump 9.13
DG Start Air Reservoir 9.11
Fire Line Pressurising Pump 9.13
(SM) No 1 Service air compressor 9.12
Fwd Fire Pump 9.8
Bilge & General Service Pump 9.13
9.12 Engine Room Bilge Pump 9.13
DO Purifier
Bilge Separator 9.13
No 1 LO Purifier 9.12
Bilge Separator Service Pump 9.13
No 2 LO Purifier 9.12
Sewage Treatment Unit 9.11
Purifiers Operating Water Tanks 9.12
Sewage Transfer Pump 9.11
9.13 Sewage Tank 9.11
No 1 Main Condensate Pump
9.13 Bilge Primary Tank 9.12
No 2 Main Condensate Pump
9.13 Sludge Collector 9.13
No 1 Drain Pump
No 2 Drain Pump 9.13
9.12 Main LO Pump 9.13
Drain Inspection Tank
9.13 No 1 Auxiliary LO Pump 9.13
Dump Drain Pump
9.12 No 2 Auxiliary LO Pump 9.13
No 1 Main Feed Water Pump
9.12 Control Oil Pump Unit 9.12
No 2 Main Feed Water Pump
9.12 No 1 Stern Tube Lo Pump 9.13
Auxiliary Feed Water Pump
9.9 No 2 Stern Tube LO Pump 9.13
Deaerator
9.11 LO Transfer Pump 9.13
Boiler Compound Injection Unit (SM Not fitted)
No 1 LO Purifier Feed Pump 9.13
Chemical Metering Pump & Tank 9.10
No 2 LO Purifier Feed Pump 9.13
Chlorinator 9.12
G/E LO Renovating Tank 9.10
G/E LO Purifier Tank 9.10
No 1 Main CCS Cooling FW Pump 9.12
No 1 Fuel Oil Burning Pump 9.12
No 2 Fuel Oil Burning Pump 9.12
No 1 Main CCS FW Cooler 9.12
No 2 Main CCS FW Cooler 9.12 Sludge Oil Transfer Pump 9.11
No 1 Aux CCS Cooling FW Pump 9.6 (SM 9.11) LO Sludge Tank 9.12

Equipment Name Page No Equipment Name Page No
lnert Gas Generator 9.11

N2 Generator Air Compressor No 1 (SM Not fitted) 9.11
No 1 IGG Blower 9.11
No 2 IGG Blower 9.11 N2 Generator Air Compressor No 2 (SM Not fitted) 9.11
IGG Refrigerator Unit 9.10 N2 Generator Separator 9.11
lnert Gas Analyser 9.11 N2 Buffer Tank 9.11
Start Panel for IGG 9.11 (SM) N2 Air Dryer 9.11
Control Panel for IGG 9.11
(SM) IGG Dryer Control Panel 9.11
No 1 Supply Vent Fan 9.9
No 1 Main Air Cond Compressor Unit 9.10 No 2 Supply Vent Fan 9.9
No 2 Main Air Cond Compressor Unit 9.10 No 3 Supply Vent Fan 9.9
No 1 Aux Air Cond Compressor Unit 9.10 No 4 Supply Vent Fan 9.9
No 2 Aux Air Cond Compressor Unit 9.10 No 1 Exhaust Vent Fan 9.9
Main Air Cond Condenser Units 9.10 No 2 Exhaust Vent Fan 9.9
Main Air Cond Liquid Separators 9.10 Vent Duct Exhaust Fans 9.10
Aux Air Cond Liquid Separators 9.10 Flue Gas Fan for Incinerator 9.9
No 2 Unit Cooler 9.10
No 1 Fwd Hydraulic Pump Unit 9.8
No 1 Provisions Refrigeration Unit 9.10 No 2 Fwd Hydraulic Pump Unit 9.8
No 2 Provisions Refrigeration Unit 9.10 No 3 Fwd Hydraulic Pump Unit 9.8
No 4 Fwd Hydraulic Pump Unit 9.8
Stern Tube LO Cooler 9.13 No 1 Aft Hydraulic Pump Unit 9.14
Main Turbine LO Cooler 9.13 No 2 Aft Hydraulic Pump Unit 9.14
1st Stage Feed Water Heater 9.12
No 1 Boiler FO Heater 9.12 Echo Sounder 9.13
No 2 Boiler FO Heater 9.12
No 1 Purifier LO Heater 9.12 Small Lathe 9.11
No 2 Purifier LO Heater 9.12 Large Lathe 9.11
Shaper 9.11
Drain Cooler 9.12 Grinder 9.11
Grease Extractor 9.12 Drilling Machine 9.11
De-oiler 9.12 Milling Machine 9.11
Guillotine 9.11
No 1 Main Switchboard 9.10 Pipe Bender 9.11
No 2 Main Switchboard 9.10 Hacksaw 9.11
No 1 B Group Starter Panel 9.10 Electric Welder 9.11
No 2 B Group Starter Panel 9.10
No 2 Machinery PIO Unit 9.10 Helideck Foam Unit 9.14
General Service Transformer (SM Not fitted) 9.10
Main Turbine Remote Control Panel 9.10
Boiler Control Panel 9.10 Mooring Winch DM-1 9.7
Soot Blower Control Panel 9.10 Windlass DM-3 9.7
Misc Control Panels 9.10 Windlass DM-4 9.7
Boiler Gauge Board 9.10 Mooring Winch DM-5 9.7
Emergency Gauge Board 9.12 Mooring Winch DM-6 9.7
Main & Aux Air Cond Panels 9.10 Mooring Winch DM-7 9.8
Gas Detector Panel 9.10 Mooring Winch DM-8 9.8
Control Panel and Air Bottle 9.10
Viscometer Control 9.12
Ship’s Side Valves Solenoid Stand 9.10
No 1 HD Compressor 9.6
No 2 HD Compressor 9.6
No 1 LD Compressor 9.6
No 2 LD Compressor 9.6
No 1 BO/WU Gas Heater 9.5

No 2 BO/WU Gas Heater 9.5
Degasser 9.6
Drain Cooler for Gas Heater 9.6
Drain Tank for Gas Heater 9.6
Mist Separator 9.5
LNG Vaporiser 9.5

Forcing Vaporiser 9.6
EQUIPMENT LIST 9.1
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
9.2 VALVE LIST (1) - MACHINERY (1)
Tag No Equipment Name Page No Tag No Equipment Name Page No Tag No Equipment Name Page No
VCF VPE
VCF101 Chemical Feed Check 9.10 VPS Ctd
VPE001 Service Air Comp, Air Outlet 9.12
VCF102 Chemical Feed Stop 9.10 VPA041 Steam Outlet from Smll Extnal Desuphtr 9.10
VPE002 No 1 Control Air Comp, Air Outlet 9.12
VCF201 Chemical Feed Check 9.10 VPA044 1.0 MPa PRV 9.10
VPE003 No 2 Control Air Comp, Air Outlet 9.12
VCF202 Chemical Feed Stop 9.10 VPA053 1.0 MPa PRV 9.10
VPE004 Air lnlet to Service Air Reservoir 9.12
VFW VPE005 Air lnlet to Control Air Reservoir 9.12
VFW103 Feed Water Emergency Stop 9.10 VPA061 Main Dump Steam Control 9.12
VPE006 Control Air Intermediate 9.12
VFW104 Feed Water Economiser lnlet Stop 9.10 VPA062 No 1 Main Dump Steam Control 9.12
VPE008 Service Air Reservoir Outlet 9.12
VFW105 Main Feed Water Check 9.10 VPA063 No 2 Main Dump Steam Control 9.12
VPE009 To Ship Service Air Line 9.12
VFW106 Feed Water Economiser Bypass Stop 9.10 VPA064 Steam lnlet to No 1 Main Dump Valve 9.12
VPE016 Compressed Air to Deck Service Line 9.10
VFW107 Aux Feed Water Check 9.10 VPA065 Steam lnlet to No 2 Main Dump Valve 9.12
VFW108 Spray Water Control Valve lnlet 9.10 VPA066 Emergency Steam to Main Turbine 9.12
VPE043 Service Air (Main Boiler) 9.10
VFW109 Feed Water Check 9.10 VPA069 Large External Desuperheater Discharge 9.11
VPE044 Service Air (Main Boiler) 9.10
VFW110 Spray Water Control Valve Outlet 9.11 to Aux Steam Line 9.10
VPE045 Flame Eye Seal Air 9.10
VFW111 Spray Water Check 9.11 VPB
VFW112 Spray Water Control Valve Bypass 9.11 VPB001 Cascade Bleed 9.12
VPE101 Control Air Reservoir Air Outlet 9.12
VPB002 Cascade Bleed Outlet 9.12
VPE102 No 1 Control Air Dryer Air lnlet 9.12
VFW115 Economiser Air Vent 9.10 VPB003 1 st Bleed 9.12
VPE103 No 2 Control Air Dryer Air lnlet 9.12
VFW116 Economiser Air Vent 9.10 VPB004 1 st Bleed Outlet 9.12
VPE104 No 1 Control Air Dryer Air Outlet 9.12
VFW117 Economiser Drain 9.10 VPB007 0.26 MPa PRV (Bleed) 9.10
VPE105 No 2 Control Air Dryer Air Outlet 9.12
VFW118 Economiser Drain 9.10 VPB014 0.26 MPa PRV (Live Steam) 9.10
VPE106 No 1 Control Air Dryer Shut Off 9.12
VFW122 Main Line Spray Water Stop 9.11 VPE107 No 2 Control Air Dryer Shut Off 9.12
VFW123 Aux Line Spray Water Stop 9.11 VPB031 Steam to Cargo Machinery Room 9.10
VPE108 Dew-point Meter lnlet 9.12
VFW129 Aux Feed Water Check 9.10 VPB035 Atomising Steam to Incinerator 9.10
VPE109 Dew-point Meter Outlet 9.12
VFW132 Feed Water DP Stop 9.10
VPB086 Steam to Mixing Nozzle 9.10
VPE551 No 1 D/G Starting Air Comp Outlet
VFW203 Feed Water Emergency Stop 9.10 VPE552 No 2 D/G Starting Air Comp Outlet 9.11
VFW204 Feed Water Economiser lnlet Stop 9.10 VPB101 Main Turbine Gland Steam lnlet 9.12
VPE561 No 1 D/G Starting Air lnlet 9.11
VFW205 Main Feed Water Check 9.10 VPB102 Generator Turbine Gland Steam lnlet 9.11
VPE562 No 2 D/G Starting Air lnlet 9.11
VFW206 Feed Water Economiser Bypass Stop 9.10 VPB103 0.26 MPa Auxiliary Steam 9.10
VPE567 Starting Air to Emergency D/G 9.11
VFW207 Aux Feed Water Check 9.10 VPB104 0.26 MPa External Desuperheater lnlet 9.10
9.11
VFW208 Spray Water Control Valve lnlet 9.11 VPE601 Control Air to lnert Gas Generator
VFW209 Feed Water Check 9.10 VPB111 Steam to Steam Air Heater 9.10
9.11
VFW210 Spray Water Control Valve Outlet 9.11 VPB124 Steam to No 1 LO Purifier 9.12
VPB128 Steam to No 2 LO Purifier 9.12 VPE701 Starting Air to Emergency D/G
VFW211 Spray Water Check 9.11 VPE704 Emergency D/G Start Air Reservoir Outlet 9.9
VFW212 Spray Water Control Valve Bypass 9.11 VPB139 Heating Steam lnlet to LO Sump Tank 9.13
VPE705 Emergency D/G Start Air Reservoir lnlet 9.9
VPE711 Emergency D/G Aux Air Receiver Outlet 9.9
VFW215 Economiser Air Vent 9.10 VPB201 Heating Steam to Deaerator 9.9
VPE712 Emergency D/G Aux Air Receiver lnlet 9.9
VFW216 Economiser Air Vent 9.10 VPB206 Steam to No 1 Distilling Plant Air Ejector 9.12
VPF 9.9
VFW217 Economiser Drain 9.10 VPB207 Steam to No 2 Distilling Plant Air Ejector 9.12
VPF001 Deaerator Outlet to Main Feed Water Pp
VFW218 Economiser Drain 9.10 VPF002 No 1 Feed Water Pump Feed Water lnlet 9.9
VPB602 Steam to lnert Gas Generator Dryer 9.11
VPF003 No 2 Feed Water Pump Feed Water lnlet 9.12
VFW229 Aux Feed Water Check 9.10 VPF004 Aux Feed Water Pump Feed Water lnlet 9.12
VFW232 Feed Water DP Stop 9.10 VPB802 0.3 MPa PRV 9.6
9.12
VPA VPB810 Steam lnlet to Forcing Vaporiser 9.6
VPB812 Steam lnlet to No 1 Gas Heater 9.5 VPF011 No 1 Feed Water Pump Main Feed Outlet
VPA001 No 1 Boiler Outlet to Main Turbine 9.11 to Boiler 9.12
VPA002 No 2 Boiler Outlet to Main Turbine 9.11 VPB813 Steam lnlet to No 2 Gas Heater 9.5
VPC VPF012 No 1 Feed Water Pump Aux Feed Outlet
VPA011 No 1 Boiler Outlet to Main Feed Water 9.11 to Boiler 9.12
Pump Turbine VPC001 Generator Turbine Exhaust Steam 9.12
VPC002 Generator Turbine Exhaust Balancing 9.12 VPF013 No 2 Feed Water Pump Main Feed Outlet
VPA012 No 2 Boiler Outlet to Generator Turbine 9.11 to Boiler 9.12
VPC009 Dump Steam Outlet 9.12
VPC010 Dump Steam Outlet 9.12 VPF014 No 2 Feed Water Pump Aux Feed Outlet
VPA013 Large External Desuphtr Steam lnlet 9.11 to Boiler 9.12
VPA014 Large External Desuphtr Steam lnlet 9.11 VPF015 Auxiliary Feed Water Pump Main Feed
VPA015 Small External Desuphtr Steam lnlet 9.11 VPC011 No 1 Feed Water Pp Exh Steam Outlet 9.12
Outlet to Boiler 9.12
VPC012 No 2 Feed Water Pp Exh Steam Outlet 9.12
VPC018 0.26 MPa Dump Valve 9.12 VPF016 Auxiliary Feed Water Pump Aux Feed
VPA021 Steam to No 1 Mn Feed Water Pp Turb 9.11 Outlet to Boiler 9.12
VPA022 Steam to No 2 Mn Feed Water Pp Turb 9.11 VPF019 Auxiliary Feed Water Pump Warming
VPA023 Steam Isolating for Main Feed Water 9.11 VPC020 Exhaust Steam to Main Condenser 9.12
9.12
Pump Turbines VPC021 Dump Steam to Auxiliary Condenser 9.12
VPC041 Dump Steam to Main Condenser 9.12 VPF021 No 1 Main Feed Water Pump Recirc to
VPA026 No 2 Main Feed Water Pump Steam 9.11 Deaerator 9.12
Flow Control VPC042 Dump Steam to Auxiliary Condenser 9.12
VPD VPF022 No 2 Main Feed Water Pump Recirc to
VPA028 No 1 Main Feed Water Pump Steam 9.11 Deaerator 9.12
Flow Control VPD265 De-Oiler Drain lnlet 9.12
VPD266 De-Oiler Drain Outlet 9.12 VPF023 Auxiliary Feed Water Pump Recirc to
Deaerator 9.12
VPA031 Steam to Generator Turbine 9.11 VPD271 Drain Inspection Tank Changeover 9.12
VPA032 Steam to Generator Turbine 9.11 VPD811 Drain Cooler for Gas Heater Drain lnlet 9.6
VPA035 Steam to No 1 Soot Blower 9.10 VPD812 Drain Cooler for Gas Heater Drain Outlet 9.6
VPA036 Steam to No 2 Soot Blower 9.10

VPF Ctd VPF Ctd VPG031 No 1 Gen Air Cooler, Cooling Water lnlet 9.11
VPF024 Feed Water Pumps Recirc 9.12 VPF143 No 2 Distilled Water Tank Outlet 9.11 VPG032 No 1 Gen Air Cooler, Cooling Water Outlet 9.11
VPF025 Deaerator Recirc Feed Water lnlet 9.9 VPF145 Ion Exchanger Outlet 9.12 VPG033 No 1 Generator Engine Air Cooler, Cooling 9.11
VPF026 1.0 MPa External Desuperheater Temp 9.10 VPF146 Auxiliary Feed Water Pump lnlet 9.12 Water Outlet
Control Cooling Water lnlet VPF147 Regeneration Pump Suction 9.12 VPG036 No 2 Generator Air Cooler, Cooling Water 9.11
VPF027 1.0 MPa External Desuperheater Temp 9.10 VPF148 Regeneration Pump Delivery 9.12 lnlet
Control Cooling Water Outlet VPG037 No 2 Generator Air Cooler, Cooling Water 9.11
VPF029 1.0 MPa External Desuperheater Cooling 9.10 VPF162 No 1 Distilling Plant Spray Water lnlet 9.12 Outlet
Water lnlet VPF163 No 2 Distilling Plant Spray Water lnlet 9.12 VPG038 No 2 Generator Engine Air Cooler, Cooling 9.11
VPF164 No 1 Main Condenser Vacuum Pump 9.12 Water Outlet
VPF031 Main Feed Water to Extnal Desuphtrs 9.11 Sealing Water lnlet VPG039 No 1 Generator Set, Cooling Water lnlet 9.11
VPF032 Auxiliary Feed Water to Extnal Desuphtrs 9.11 VPF165 No 2 Main Condenser Vacuum Pump 9.12 VPG040 No 2 Generator Set, Cooling Water lnlet 9.11
VPF033 Small External Desuperheater Temp 9.11 Sealing Water lnlet
Control Cooling Water lnlet VPF167 Main Condenser Dump Steam Spray 9.13 VPG041 Turbo Generator, Cooling Water lnlet 9.11
VPF034 Small External Desuperheater Temp 9.11 VPF168 Main Condenser Dump Steam Spray 9.13 VPG042 Turbo Generator, Cooling Water Outlet 9.11
Control Cooling Water Outlet VPG043 Turbo Generator, Cooling Water Outlet 9.11
VPF036 Small External Desuperheater Cooling 9.11 VPF171 Dump Drain Pump Suction 9.13
Water lnlet VPF172 No 1 Drain Pump Suction 9.13 VPG051 No 1 Provisions Refrigeration Plant, 9.10
VPF037 Large External Desuperheater Temp 9.11 VPF173 No 2 Drain Pump Suction 9.13 Cooling Water lnlet
Control Cooling Water lnlet VPF174 Dump Drain Pump Discharge 9.13 VPG052 No 1 Provisions Refrigeration Plant, 9.10
VPF038 Large External Desuperheater Temp 9.11 VPF175 No 1 Drain Pump Discharge 9.13 Cooling Water Outlet
Control Cooling Water Outlet VPF176 No 2 Drain Pump Discharge 9.13 VPG053 No 2 Provisions Refrigeration Plant, 9.10
VPF179 Atmospheric Drain Tank Level Control 9.12 Cooling Water lnlet
VPF040 Large External Desuperheater Cooling 9.11 VPG054 No 2 Provisions Refrigeration Plant, 9.10
Water lnlet VPF182 Dump Discharge Spray Water lnlet 9.12 Cooling Water Outlet
VPF183 Dump Discharge Spray Water lnlet 9.12 VPG055 No 1 Aux Air Conditioning Unit, Cooling 9.10
VPF051 No 1 Boiler Blow Off 9.11 VPF185 Tracing External Desuperheater 9.10 Water lnlet
VPF052 No 2 Boiler Blow Off 9.11 Temperature Control VPG056 No 1 Aux Air Conditioning Unit, Cooling 9.10
VPF054 Boilers Blow Off 9.13 Water Outlet
VPF057 Boiler Compound Vessel Feed Water lnlet 9.11 VPF196 Drain Pump Recirc to Atmospheric 9.13 VPG057 No 2 Aux Air Conditioning Unit, Cooling 9.10
VPF058 Boiler Compound Vessel Outlet to Boiler 9.11 Drain Tank Water lnlet
Drums VPG VPG058 No 2 Aux Air Conditioning Unit, Cooling 9.10
VPG001 No 1 Main CCS Cooling FW Pump Suction 9.12 Water Outlet
VPF101 No 1 Main Condensate Pump Condenser 9.13 VPG002 No 2 Main CCS Cooling FW Pump Suction 9.12 VPG059 No 1 Main Air Conditioning Unit, Cooling 9.10
Water lnlet VPG003 No 3 Main CCS Cooling FW Pump Suction 9.12 Water lnlet
VPF102 No 2 Main Condensate Pump Condenser 9.13 VPG004 No 1 Main CCS Cooling FW Pump 9.12 VPG060 No 1 Main Air Conditioning Unit, Cooling 9.10
Water lnlet Delivery Water Outlet
VPF103 No 1 Main Condensate Pump Balance 9.13 VPG005 No 2 Main CCS Cooling FW Pump 9.12 VPG061 No 2 Main Air Conditioning Unit, Cooling 9.10
VPF104 No 2 Main Condensate Pump Balance 9.13 Delivery Water lnlet
VPF105 No 1 Main Condensate Pump Sealing 9.13 VPG006 No 3 Main CCS Cooling FW Pump 9.12 VPG062 No 2 Main Air Conditioning Unit, Cooling 9.10
Water Delivery Water Outlet
VPF106 No 2 Main Condensate Pump Sealing 9.13 VPG007 No 1 Main CCS FW Cooler, FW lnlet 9.12
Water VPG008 No 1 Main CCS FW Cooler, FW Outlet 9.12 VPG063 Drain Cooler, Cooling Water lnlet 9.12
VPG009 No 2 Main CCS FW Cooler, FW lnlet 9.12 VPG064 Drain Cooler, Cooling Water Outlet 9.12
VPF111 No 1 Main Condensate Pump Condenser 9.13 VPG010 No 2 Main CCS FW Cooler, FW Outlet 9.12 VPG065 Stern Tube LO Cooler, Cooling Water lnlet 9.13
Water Delivery VPG066 Stern Tube LO Cooler, Cooling Water 9.13
VPF112 No 2 Main Condensate Pump Condenser 9.13 VPG011 Main CCS FW Coolers Temp Control 9.12 Outlet
Water Delivery VPG012 Main CCS Cooling FW Pumps, FW 9.12
VPF113 No 1 Main Condensate Pump Sealing 9.13 Control VPG071 No 1 N2 Generator Air Comp, Cooling 9.11
Water lnlet Water lnlet (SM Not fitted)
VPF114 No 2 Main Condensate Pump Sealing 9.13 VPG021 No 1 Generator Engine Jacket Cooling 9.12 VPG072 No 1 N2 Generator Air Comp, Cooling 9.11
Water lnlet Water Outlet Water butlet (SM Not fitted)
VPF117 Main Gland Condenser Condensate Water 9.12 VPG022 No 1 Generator Engine Jacket Cooling 9.11 VPG073 No 2 N2 Generator Air Comp, Cooling 9.11
lnlet Water lnlet Water lnlet (SM Not fitted)
VPG023 No 1 Generator Engine Warm Up 9.11 VPG074 No 2 N2 Generator Air Comp, Cooling 9.11
VPF120 Condenser Water Line to Deaerator 9.12 VPG024 No 2 Generator Engine Jacket Cooling 9.11 Water butlet (SM Not fitted)
Water Outlet VPG075 No 1 Switchboard Room Unit Cooler, 9.10
VPF132 Spill Valve 9.12 VPG025 No 2 Generator Engine Jacket Cooling 9.11 Cooling Water lnlet
VPF136 Make-Up Valve 9.12 Water lnlet VPG076 No 1 Switchboard Room Unit Cooler, 9.10
VPF139 Atmospheric Drain Tank Make-Up 9.13 VPG026 No 2 Generator Engine Warm Up 9.11 Cooling Water Outlet
VPG027 Generator Engines Temp Control 9.11 VPG077 No 2 Switchboard Room Unit Cooler, 9.10
VPF140 Main Condenser Make-up 9.12 Cooling Water lnlet
VPF141 Ion Exchanger Bypass 9.12 VPG078 No 2 Switchboard Room Unit Cooler, 9.10
VPF142 No 1 Distilled Water Tank Outlet 9.11 Cooling Water Outlet
VALVE LIST (1) - MACHINERY (2) 9.2
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
9.2 VALVE LIST (1) - MACHINERY (3)
VPG Ctd VPJ Ctd VPH Ctd

VPG079 No 1 Workshop Unit Cooler, Cooling Water 9.11 VPG811 Aux CCS FW Coolers Temp, Control (SM Not fitted) 9.6 VPH121 No 1 Vacuum Pump, Cooling SW Inlet 9.12
Inlet VPG818 Drain Cooler for Gas Heater, Cooling Water Inlet 9.6 VPH122 No 1 Vacuum Pump, Cooling SW Outlet 9.12
VPG080 No 1 Workshop Unit Cooler, Cooling Water 9.11 VPG819 Drain Cooler for Gas Heater, Cooling Water Outlet 9.6 VPH123 No 2 Vacuum Pump, Cooling SW Inlet 9.12
Outlet VPH124 No 2 Vacuum Pump, Cooling SW Outlet 9.12
VPG081 No 2 Workshop Unit Cooler, Cooling Water 9.11 VPG821 No 1 HD Gas Compressor LO Cooler, Cooling Water 9.6
Inlet Inlet VPH125 Main CCS Cooling SW Pumps Discharge 9.13
VPG082 No 2 Workshop Unit Cooler, Cooling Water 9.11 VPG822 No 1 HD Gas Compressor LO Cooler, Cooling Water 9.6 Overboard
Outlet Outlet VPH128 Main CCS SW to No 1 Distilling Plant 9.13
VPG083 No 1 Main Feed Water Pump, Cooling 9.12 VPG823 No 2 HD Gas Compressor LO Cooler, Cooling Water 9.6 VPH129 Main CCS SW to No 2 Distilling Plant 9.13
Water Inlet Inlet
VPG084 No 1 Main Feed Water Pump, Cooling 9.12 VPG824 No 2 HD Gas Compressor LO Cooler, Cooling Water 9.6 VPH131 No 1 Aux CCS Cooling SW Pump Suction 9.13
Water Outlet Outlet VPH133 No 2 Aux CCS Cooling SW Pump Suction 9.13
VPG085 No 2 Main Feed Water Pump, Cooling 9.12 VPG825 No 1 LD Gas Compressor LO Cooler, Cooling Water 9.6 VPH135 No 1 Aux CCS Cooling SW Pump Delivery 9.13
Water Inlet Inlet VPH137 No 2 Aux CCS Cooling SW Pump Delivery 9.13
VPG086 No 2 Main Feed Water Pump, Cooling 9.12 VPG826 No 1 LD Gas Compressor LO Cooler, Cooling Water 9.6 VPH138 SW to Aux CCS FW Coolers (SM Not fitted) 9.13
Water Outlet Outlet VPH131 (SM) No 1 Distilling Plant SW Pump Suction 9.13
VPG827 No 2 LD Gas Compressor LO Cooler, Cooling Water 9.6 VPH133 (SM) No 2 Distilling Plant SW Pump Suction 9.13
VPG091 Main CCS FW Expansion Tank Outlet 9.9 Inlet VPH135 (SM) No 1 Distilling Plant SW Pump Delivery 9.13
VPG101 No 1 FW Tank Outlet 9.11 VPG828 No 2 LD Gas Compressor LO Cooler, Cooling Water 9.6 VPH137 (SM) No 2 Distilling Plant SW Pump Delivery 9.13
VPG102 No 2 FW Tank Outlet 9.11 Outlet
VPG103 No 1 FW Pump Suction 9.11 VPH141 Fire, Pump SW Suction 9.13
VPG104 No 2 FW Pump Suction 9.11 VPH142 Fire, Bilge and GS Pump SW Suction 9.13
VPG106 Stern Tube Cooling FW Tank, Filling 9.13 VPH VPH143 Bilge and GS Pump SW Suction C1.13
VPG107 Stern Tube Cooling FW Tank, Filling 9.13 VPH001 Scoop Suction 9.13
VPG108 FW Pump for Fire Fighting, Delivery 9.11 VPH002 Circ Pumps High Suction 9.13 VPH150 Fire, Bilge and GS Pump, Discharge to 9.13
VPG109 FW Pump for Fire Fighting, Suction 9.11 VPH003 Circ Pumps Low Suction 9.13 Firemain
VPH004 Main Circ Pump SW Suction 9.13 VPH151 Fire, Bilge and GS Pump, Discharge to Water 9.13
VPG111 Fire Fight Pressure Tank, Outlet 9.11 VPH005 Aux Circ Pump SW Suction 9.13 Curtain System
VPG112 FW Pressure Tank, Outlet 9.11 VPH006 Main Circ Pump SW Delivery 9.13 VPH152 Bilge and GS Pump, Discharge to Water Curtain 9.13
VPG113 FW Filter Inlet 9.11 VPH007 Aux Circ Pump SW Delivery 9.13 System
VPG114 FW Filter Outlet 9.11 VPH008 Circ Pumps Outlet to Main Condenser 9.13
VPG116 No 1 FW Pump, Delivery 9.11 VPH009 Main Condenser SW Outlet 9.13 VPH166 Sewage Unit SW Inlet 9.11
VPG118 No 2 FW Pump, Delivery 9.11 VPH011 Aux Condenser SW Inlet 9.13 VPH167 Sewage Tank SW Inlet 9.11
VPH012 Aux Condenser SW Outlet 9.13
VPG201 DO Purifier Op Water Tank, FW Inlet 9.12 VPH013 SW to Main and Aux Condensers 9.13 VPH201 Fire Pump SW Delivery 9.13
VPG204 DO Purifier Op Water Tank, FW Outlet 9.12 VPH202 Fire, Bilge and GS Pump Discharge to 9.13
VPH022 LO Cooler SW Inlet 9.13 Fireman
VPG211 No 1 LO Purifier Op Water Tank, FW Inlet 9.12 VPH023 LO Cooler SW Outlet 9.13
VPG213 No 1 LO Purifier Op Water Tank, FW Outlet 9.12 VPH223 Pressurising Pump Discharge to Fireman 9.13
VPG221 No 2 LO Purifier Op Water Tank, FW Inlet 9.12 VPH037 Fire, Bilge and GS Pump Suction from Main 9.13 VPH225 Pressurising Pump SW Suction 9.13
VPG222 No 2 LO Purifier Op Water Tank, FW Outlet 9.12 Condenser
VPH302 Chlorination to Port and Starboard Sea 9.12
VPG301 No 1 Hot Water Circulating Pump, Delivery 9.10 VPH101 Starboard Sea Chest SW Suction 9.13 Chests
VPG302 No 1 Hot Water Circulating Pump, Suction 9.10 VPH102 Port Sea Chest SW Suction 9.13 VPH303 Chlorination to High and Low Sea Chests 9.12
VPG303 No 2 Hot Water Circulating Pump, Delivery 9.10 VPH103 No 1 Main CCD Cooling SW Pump, SW Suction 9.13 VPH304 Chlorination to Scoop 9.12
VPG304 No 2 Hot Water Circulating Pump, Suction 9.10 VPH104 No 2 Main CCD Cooling SW Pump, SW Suction 9.13 VPH305 Chlorination Inlet to Scoop 9.13
VPG305 No 1 Hot Water Heater, Outlet 9.10 VPH306 Chlorination Inlet to Low Sea Chest 9.13
VPG306 No 2 Hot Water Heater, Outlet 9.10 VPH105 Sea Chest Isolation 9.13 VPH307 Chlorination Inlet to High Sea Chest 9.13
VPH308 Chlorination Inlet to Port Sea Chest 9.13
VPG601 Inert Gas Generator, FW Inlet 9.11 VPH106 No 1 Main CCS Cooling SW Pump, Delivery 9.13 VPH309 Chlorination Inlet to Starboard Sea Chest 9.13
VPH107 No 2 Main CCS Cooling SW Pump, Delivery 9.13
VPG801 No 1 Aux CCS Cooling Water Pump, 9.6 VPH108 No 1 Main CCS FW Cooler, SW Inlet 9.12 VPH801 No 1 Aux CCS FW Cooler, SW Inlet 9.6
FW Suction VPH109 No 1 Main CCS FW Cooler, SW Outlet 9.12 VPH802 No 2 Aux CCS FW Cooler, SW Inlet 9.6
VPG802 No 2 Aux CCS Cooling Water Pump, 9.6 VPH110 No 2 Main CCS FW Cooler, SW Inlet 9.12 VPH803 No 1 Aux CCS FW Cooler, SW Outlet 9.6
FW Suction VPH111 No 2 Main CCS FW Cooler, SW Outlet 9.12 VPH804 No 2 Aux CCS FW Cooler, SW Outlet 9.6
VPG804 No 1 Aux CCS Cooling Water Pump, 9.6 VPJ
FW Delivery (SM 9.11) VPH113 No 1 Distilling Plant, SW Inlet 9.12 VPJ031 No 1 Ballast Pump, Ballast Water Suction 9.13
VPG805 No 2 Aux CCS Cooling Water Pump, 9.6 VPH114 No 1 Distilling Plant, SW Outlet 9.12 VPJ032 No 1 Ballast Pump, Ballast Water Suction 9.13
FW Delivery (SM 9.11) VPH115 No 2 Distilling Plant, SW Inlet 9.12 VPJ033 No 1 Ballast Pump, Ballast Water Delivery 9.13
VPG807 No 1 Aux CCS FW Cooler, FW Inlet 9.6 VPH116 No 2 Distilling Plant, SW Outlet 9.12 VPJ034 No 1 Ballast Pump, Ballast Water Delivery 9.13
VPG808 No 2 Aux CCS FW Cooler, FW Inlet 9.6 VPJ035 No 2 Ballast Pump, Ballast Water Suction 9.13
VPG809 No 1 Aux CCS FW Cooler, FW Outlet 9.6 VPH117 Starboard Sea Chest, SW Suction 9.13 VPJ036 No 2 Ballast Pump, Ballast Water Suction 9.13
VPG810 No 2 Aux CCS FW Cooler, FW Outlet 9.6 VPH118 Port Sea Chest, SW Suction 9.13 VPJ037 No 2 Ballast Pump, Ballast Water Delivery 9.13
VPJ038 No 2 Ballast Pump, Ballast Water Delivery 9.13

VPG Ctd VPJ Ctd VPK Ctd
VPJ039 No 3 Ballast Pump, Ballast Water Suction 9.13 VPJ213 Sewage Treatment Unit to Starboard 9.11 VPK150 LO Storage Tank, Filling 9.10
VPJ040 No 3 Ballast Pump, Ballast Water Suction 9.13 Shore Connection VPK151 LO Storage Tank, Filling 9.10
VPJ041 No 3 Ballast Pump, Ballast Water Delivery 9.13 VPJ214 Sewage Treatment to Port Shore 9.11 VPK153 LO Renovating Tank, Inlet 9.10
VPJ042 No 3 Ballast Pump, Ballast Water Delivery 9.13 Connection VPK157 G/E LO Renovating Tank, Filling 9.10
VPJ043 Ballast Line 9.13 VPJ217 Starboard Soil to Sewage Tank and Unit 9.11
VPJ044 Ballast Line 9.13 VPJ218 Starboard Soil to Overboard 9.11 VPK161 Aux LO Renovating Tank, Outlet 9.10
VPJ045 Ballast Line 9.13 VPJ219 Port Soil to Sewage Tank and Unit 9.10 VPK162 Aux LO Purifier Tank, Outlet 9.10
VPJ046 Ballast Line 9.13 VPJ230 Disposal Overboard 9.13 VPK163 G/E LO Purifier Tank, Outlet 9.10
VPJ047 Port Ballast Sea Chest 9.13 VPJ231 Sewage Transfer Pump Delivery 9.11 VPK164 G/E LO Renovating Tank, Outlet 9.10
VPJ048 Starboard Ballast Sea Chest 9.13 VPK165 G/E LO Storage Tank, Outlet 9.10
VPJ049 Ballast Water Aft Peak Tank 9.12 VPJ210 Soil to Sewage Treatment Unit 9.11 VPK166 LO Storage Tank, Outlet 9.10
VPK VPK167 LO Storage Tank, Outlet 9.10
VPJ050 Ballast Stripping Eductor Emerg Suction 9.13 VPK001 No 1 Auxiliary LO Pump Delivery 9.13 VPK168 LO Renovating Tank, Outlet 9.10
VPJ051 Ballast Common Line 9.13 VPK002 No 2 Auxiliary LO Pump Delivery 9.13 VPK169 LO Storage Tank to LO Sump Tank 9.10
VPJ052 Ballast Common Line 9.13 VPK011 LO Cooler Inlet 9.13
VPJ053 Ballast Stripping Eductor Discharge 9.13 VPK015 LO Cooler Outlet 9.13 VPK170 LO Storage Tank to Turbo Generator 9.10
Overboard VPK171 No 1 Generator Engine LO lnlet 9.11
VPJ054 Eductor Drive and Water Spray Pump 9.13 VPK022 LO Gravity Tank Outlet 9.11 VPK172 No 1 Generator Engine LO Outlet 9.11
SW Suction VPK023 LO Gravity Tank Filling 9.11 VPK173 No 2 Generator Engine LO lnlet 9.11
VPJ055 Discharge to Water Spray Line 9.13 VPK024 LO Gravity Tank Inlet 9.11 VPK174 No 2 Generator Engine LO Outlet 9.11
VPJ056 Ballast Stripping Eductor, Driving Water 9.13 VPK175 Turbo Generator LO Inlet 9.11
Inlet VPK031 No 1 Steady Bearing LO Inlet 9.13 VPK l76 Turbo Generator LO Outlet 9.11
VPK032 No 2 Steady Bearing LO Inlet 9.13
VPJ064 Eductor Drive and Water Spray Pump 9.13 VPK182 Stern Tube LO Sump Tank from LO Tanks 9.12
SW Delivery VPK111 LO Sump Tank Outfit 9.13 VPK183 Stern Tube LO Sump Tank from LO 9.12
VPJ065 Ballast Stripping Eductor, Emerg Suction 9.13 VPK112 No 1 LO Purifier Feed Pump from LO 9.13 Purifiers
VPJ066 Ballast Stripping Eductor, Suction 9.13 Sump Tank VPK184 Stern Tube LO Sump Tank Outlet 9.13
VPJ067 Eductor Drive and Water Spray Pump, 9.13 VPK113 No 2 LO Purifier Feed Pump from LO 9.13 VPK185 LO Transfer Pump Suction from G/E LO 9.13
SW delivery Sump Tank Renovating Tank
VPK114 No 1 LO Purifier Feed Pump from LO 9.13 VPK186 LO Transfer Pump Suction from T/G LO 9.13
VPJ091 No 1 Ballast Pump Outlet 9.13 Renovating Tank Sump Tank
VPJ092 No 2 Ballast Pump Outlet 9.13 VPK115 No 2 LO Purifier feed Pump from LO 9.13 VPK187 LO Transfer Pump Suction from Stern Tube 9.13
VPJ093 No 3 Ballast Pump Outlet 9.13 Renovating Tank LO Sump Tank
VPJ094 Emergency Bilge Suction 9.13 VPK116 No 1 LO Purifier feed Pump from Stern 9.13 VPK188 LO Transfer Pump Suction from LO Sump 9.13
Tube LO Sump Tank Tank
VPJ121 Fire Bilge and GS Pump, Bilge Main 9.13 VPK117 No 2 LO Purifier feed Pump from Stern 9.13 VPK189 LO Transfer Pump Suction from LO 9.13
Suction Tube LO Sump Tank Renovating Tank
VPJ122 Fire, Bilge and GS Pump, Direct Bilge 9.13 VPK118 No 1 LO Purifier Feed Pump from G/E 9.13
Suction LO Renovating Tank VPK190 LO Transfer Pump Suction from LO 9.12
VPJ123 Fire, Bilge and GS Pump, Bilge Suction 9.13 Sludge Tank
(Oil Prevention) VPK119 No 1 LO Purifier Recirc Line 9.13 VPK191 Generator Engines LO to Separator Bilge 9.11
VPJ124 Bilge and GS Pump, Bilge Suction 9.13 VPK120 No 2 LO Purifier Recirc Line 9.13 Oil Tank
(Oil Prevention) VPK121 No 1 LO Purifier Feed Pump Delivery 9.13 VPK192 LO Transfer Pump Delivery 9.13
VPJ125 Fire, Bilge and GS Pump Discharge to 9.13 VPK122 No 2 LO Purifier Feed Pump Delivery 9.13
Overboard VPK123 No 1 Purifier LO Heater Outlet 9.12 VPK401 Stern Tube LO Sump Tank Outlet 9.13
VPJ126 Bilge and GS Pump Discharge to 9.13 VPK124 No 2 Purifier LO Heater Outlet 9.12 VPK402 No 1 Stern Tube LO Pump Suction 9.13
Overboard VPK127 No 2 LO Purifier Feed Pump flow Control 9.13 VPK403 No 2 Stern Tube LO Pump Suction 9.13
VPJ127 Fire, Bilge and GS, Bilge and GS Pumps 9.13 VPK128 No 1 LO Purifier Feed Pump Flow Control 9.13 VPK404 No 1 Stern Tube LO Pump Delivery 9.13
Discharge Overboard VPK131 No 1 LO Purifier to Stern Tube LO Sump 9.12 VPK405 No 2 Stern Tube LO Pump Delivery 9.13
Tank VPK406 Stern Tube LO Cooler lnlet 9.13
VPJ130 Engine Room Bilge Pump, Suction 9.13 VPK132 No 2 LO Purifier to Stern Tube LO Sump 9.12 VPK407 Stern Tube LO Cooler Outlet 9.13
VPJ131 Engine Room Bilge Pump, Bilge Suction 9.13 Tank VPK409 LO to Aft Stern Tube 9.13
VPJ133 Engine Room Bilge Pump, SW Suction 9.13 VPK133 No 1 LO Purifier to LO Renovating Tank 9.12 VPK410 Stern Tube Air Vent 9.13
VPJ138 Engine Room Bilge Pump, Discharge to 9.13 VPK134 No 2 LO Purifier to LO Renovating Tank 9.12 VPK414 LO to Forward Stern Tube 9.13
Shore Connection VPK135 No 1 LO Purifier to LO Sump Tank 9.12
VPK136 No 2 LO Purifier to LO Sump Tank 9.12 VPK421 Inspection Tank lnlet 9.13
VPJ154 Bilge Separator Service Pump, SW Suction 9.13 VPK137 No 1 LO Purifier to G/E LO Renovating 9.12 VPK422 Inspection Tank Outlet 9.13
VPJ156 Bilge Separator Service Pump, Delivery 9.13 Tank VPL
VPJ159 After Treatment Unit, Inlet 9.13 VPK139 LO Dearation Tank Inlet 9.12 VPL001 No 1 FO Settling Tank High Outlet 9.12
VPJ160 After Treatment Unit, Outlet 9.13 VPK140 LO Dearation Tank Outlet 9.12 VPL002 No 2 FO Settling Tank High Outlet 9.12
VPL003 FO Flowmeter Inlet 9.12
VPJ206 Starboard Drain Overboard 9.13 VPK141 Aux LO Renovating Tank, Inlet 9.10 VPL004 FO Flowmeter Outlet 9.12
VPJ207 Sewage Sludge Pump, Suction 9.11 VPK143 G/E LO Storage Tank, Filling 9.10 VPL006 No 1 FO Burning Pump Suction 9.12
VPJ208 Sewage Sludge Pump, Suction 9.11 VPK145 Aux LO Purifier Tank, Inlet 9.10 VPL007 No 2 FO Burning Pump Suction 9.12
VPJ209 Soil to Sewage Tank 9.11 VPK146 G/E LO Purifier Tank, Inlet 9.10 VPL008 No 1 FO Burning Pump Delivery 9.12
VPJ211 Sewage Sludge Pump Delivery 9.11 VPK148 G/E LO Renovating Tank, Inlet 9.10 VPL009 No 2 FO Burning Pump Delivery 9.12
ISSUE 4 - JULY 2007

VPL Ctd VSH VSS Ctd
VPL010 No 1 Boiler FO Heater Inlet 9.12 VSH101 Superheater Header Drain 9.11 VSS204 Feed Water Control Stop 9.10
VPL011 No 2 Boiler FO Heater Inlet 9.12 VSH102 Superheater Hot Start 9.11 VSS205 Drum Water Level Interlock Stop 9.10
VPL012 No 1 Boiler FO Heater Outlet 9.12 VSH106 Superheater Outlet Pipe Drain 9.11 VSS206 Drum Water Level Interlock Stop 9.10
VPL013 No 2 Boiler FO Heater Outlet 9.12 VSH107 Superheater Outlet Pipe Drain 9.11
VPL014 Viscometer Inlet 9.12 VSH108 Superheater Steam Vent 9.11 VSS207 Water Level Gauge Stop 9.10
VPL015 Viscometer Outlet 9.12 VSH109 Superheater Steam Vent 9.11 VSS208 Water Level Gauge Stop 9.10
VSH110 Superheater Air Vent Line Drain 9.11 VSS212 Water Level Gauge Drain 9.10
VPL031 Recirc to Air Separator 9.10 VSH111 ACC Stop 9.11 VSS213 Water Level Gauge Stop 9.10
VPL032 No 1 FO Settling Tank, Return 9.10 VSH114 Superheater Header Drain 9.11 VSS215 Water Level Gauge Stop 9.10
VPL033 No 2 FO Settling Tank, Return 9.10 VSH115 Superheater Header Drain 9.11 VSS218 Water Level Gauge Drain 9.10
VPL041 No 1 FO Settling Tank, Low Outlet 9.12
VPL042 No 2 FO Settling Tank, Low Outlet 9.12 VSH120 Main Steam to HP Turbine 9.11 VSS222 Salinometer 9.10
VPL043 FO Settling Tanks, Low Suction 9.12 VSH121 Main Steam to External Desuperheater 9.11 VSS223 Salinometer 9.10
VPL044 FO Settling Tanks, to Boiler 9.12 VSS224 Surface Blow-Off 9.10
VSH201 Superheater Header Drain 9.11 VSS225 Surface Blow-Off 9.10
VPL051 DO Service Tank, Outlet 9.10 VSH202 Superheater Hot Start 9.11 VSS226 Air Vent 9.10
VPL057 From DO Service Tank, to Boiler 9.12 VSH206 Superheater Outlet Pipe Drain 9.11 VSS227 Air Vent 9.10
VSH207 Superheater Outlet Pipe Drain 9.11
VPL062 FO Pressure Control 9.12 VSH208 Superheater Steam Vent 9.11 VSS228 Water Wall Header Drain 9.11
VSH209 Superheater Steam Vent 9.11 VSS229 Water Wall Header Drain 9.11
VPL111 FO Side Tank (Port), Outlet 9.12 VSH210 Superheater Air Vent Line Drain 9.11 VSS230 Water Wall Header Drain 9.11
VPL112 FO Side Tank (Starboard), Outlet 9.12 VSH211 ACC Stop 9.11 VSS231 Water Wall Header Drain 9.11
VPL113 FO Side Tank (Port), Outlet 9.12 VSH214 Superheater Header Drain 9.11 VSS232 Screen Header Drain 9.11
VPL114 FO Side Tank (Starboard), Outlet 9.12 VSH215 Superheater Header Drain 9.11 VSS233 Screen Header Drain 9.11
VPL115 HFO Transfer Pump Suction 9.12
VPL116 HFO Transfer Pump Suction from FO 9.12 VSH220 Main Steam to HP Turbine 9.11 VSS234 Bottom Blow-Off 9.11
Settling Tanks VSH221 Main Steam to External Desuperheater 9.11 VSS235 Bottom Blow-Off 9.11
VPL117 HFO Transfer Pump, Delivery 9.12
VPL118 HFO Transfer Pump, Cross Connection 9.12 VSS
VPL119 No 1 FO Settling Tank, Inlet 9.11 VSS101 Remote Water Level Indicator Stop 9.10
VPL120 No 2 FO Settling Tank, Inlet 9.11 VSS102 Remote Water Level Indicator Stop 9.10
VSS103 Feed Water Control Stop 9.10
VPL121 DO Storage Tank, Outlet 9.12 VSS104 Feed Water Control Stop 9.10
VPL122 FO Transfer To/From Hull Part 9.10 VSS105 Drum Water Level Interlock Stop 9.10
VPL124 DO Transfer Pump Suction from DO 9.12 VSS106 Drum Water Level Interlock Stop 9.10
Storage Tank
VPL125 DO Transfer Pump, Delivery 9.12 VSS107 Water Level Gauge Stop 9.10
VPL126 DO Service Tank, Inlet 9.10 VSS108 Water Level Gauge Stop 9.10
VPL129 Emergency Generator DO Tank, Inlet 9.9 VSS112 Water Level Gauge Drain 9.10
VPL130 Incinerator DO Tank, Inlet 9.9 VSS113 Water Level Gauge Stop 9.10
VPL131 DO Storage Tank, Inlet 9.11 VSS115 Water Level Gauge Stop 9.10
VSS118 Water Level Gauge Drain 9.10
VPL141 Light Oil Tank, Outlet 9.10
VPL142 DO Transfer Pump Suction from Light Oil 9.12 VSS122 Salinometer 9.10
Tank VSS123 Salinometer 9.10
VSS124 Surface Blow-Off 9.10
VPL150 Sludge Oil Transfer Pump Discharge to 9.13 VSS125 Surface Blow-Off 9.10
HFO line. VSS126 Air Vent 9.10
VPL151 FO Overflow Tank, Outlet 9.13 VSS127 Air Vent 9.10
VPL152 HFO Transfer Pump, Cross Connection 9.12
VSS128 Water Wall Header Drain 9.11
VPL171 FO Side Tank (Port), Overflow 9.11 VSS129 Water Wall Header Drain 9.11
VPL172 FO Side Tank (Starboard), Overflow 9.11 VSS130 Water Wall Header Drain 9.11
VSS131 Water Wall Header Drain 9.11
VPL211 DO Purifier, DO Suction 9.12 VSS132 Screen Header Drain 9.11
VPL212 DO Purifier, DO Inlet 9.12 VSS133 Screen Header Drain 9.11
VPL213 DO Purifier, DO Outlet 9.12
VPL291 DO Purifier, Sludge Outlet 9.12 VSS134 Bottom Blow-Off 9.11
VSS135 Bottom Blow-Off 9.11
VPL404 Sludge Oil Transfer Pump, Suction 9.13
VPL406 Sludge Oil Transfer Pump, Outlet to Sludge 9.13 VSS201 Remote Water Level Indicator Stop 9.10
Oil Setting Tank VSS202 Remote Water Level Indicator Stop 9.10
VPL412 Incinerator DO Tank Outlet 9.9 VSS203 Feed Water Control Stop 9.10
VPL417 FO Return to Sludge Oil Setting Tank 9.9
VPL418 Incinerator Burner Supply Pump, DO Inlet 9.9
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
9.2 VALVE LIST (2) - CARGO (1)
VG071 Vapour Manifold ESD 9.4 VG946 No 2 Gas Heater Inlet Cont - Warm-up 9.6 VL200 No 2 Tank Filling 9.3
VG072 Vapour Manifold ESD 9.4 VG947 No 2 Gas Heater Bypass Cont - BOG 9.5 VL201 No 2 Tank Cargo Pump 1 Discharge 9.3
VG073 Vapour Manifold Purge 9.4 VG948 No 2 Gas Heater Bypass Cont - Warm-up 9.5 VL202 No 2 Tank Cargo Pump 2 Discharge 9.3
VG074 Vapour Manifold Purge 9.4 VL203 No 2 Tank Cargo Pump 1 Non-return 9.3
VG077 Vapour Manifold Bypass 9.4 VI090 Air Purging 9.4 VL204 No 2 Tank Cargo Pump 2 Non-return 9.3
VG078 Vapour Manifold Bypass 9.4 VI190 No 1 Hold Escape 9.3 VL210 No 2 Tank Liquid Branch 9.3
VG079 Vapour Crossover Block 9.4 VI195 No 1 Hold Inerting/Aerating 9.7 VL220 (SE/SM) No 2 Tank Filling Valve By Pass 9.3
VI290 No 2 Hold Escape 9.3
VG170 No 1 Tank Vapour Connection 9.3 VI295 No 2 Hold Inerting/Aerating 9.7 VL300 No 3 Tank Filling 9.3
VG173 No 1 Tank Press Build-up Branch 9.3 VI390 No 3 Hold Escape 9.3 VL301 No 3 Tank Cargo Pump 1 Discharge 9.3
VI395 No 3 Hold Inerting/Aerating 9.7 VL302 No 3 Tank Cargo Pump 2 Discharge 9.3
VG270 No 2 Tank Vapour Connection 9.3 VI490 No 4 Hold Escape 9.3 VL303 No 3 Tank Cargo Pump 1 Non-return 9.3
VG273 No 2 Tank Press Build-up Branch 9.3 VI495 No 4 Hold Inerting/Aerating 9.7 VL304 No 3 Tank Cargo Pump 2 Non-return 9.3
VL310 No 3 Tank Liquid Branch 9.3
VG370 No 3 Tank Vapour Connection 9.3 VI496 Hold IG/Aeration Isolation 9.7 VL320 (SE/SM) No 3 Tank Filling Valve By Pass 9.3
VG373 No 3 Tank Press Build-up Branch 9.3 VI497 Inerting/Aerating Non-return 9.8
VI498 Inerting/Aerating Non-return 9.8 VL400 No 4 Tank Filling 9.3
VG470 No 4 Tank Vapour Connection 9.3 VI890 Machinery Room Inerting 9.7 VL401 No 4 Tank Cargo Pump 1 Discharge 9.3
VG473 No 4 Tank Press Build-up Branch 9.3 VI891 Machinery Room Inerting 9.7 VL402 No 4 Tank Cargo Pump 2 Discharge 9.3
VG474 Master Fuel Gas (SA/SL/SP/SW/SR/SE) 9.8 VL403 No 4 Tank Cargo Pump 1 Non-return 9.3
VG921 Master Fuel Gas (SM) 9.5 VL011 Liquid Manifold ESD 9.4 VL404 No 4 Tank Cargo Pump 2 Non-return 9.3
VL012 Liquid Manifold ESD 9.4 VL410 No 4 Tank Liquid Branch 9.3
VG770 Press Build-up Line to No 1 Vent 9.7 VL013 Liquid Manifold Double Shut 9.4 VL420 (SE/SM) No 4 Tank Filling Valve By Pass 9.3
VG771 Vapour Header Vent Control 9.7 VL014 Liquid Manifold Double Shut 9.4
VG772 Vapour Header Vent Block 9.7 VL015 Liquid Manifold Purge 9.4 VL700 Liquid Header/No 1 Vent Conn 9.7
VG773 Pressure Build-up Connection 9.3 VL016 Liquid Manifold Purge 9.4 VL701 Liquid Line Purge 9.7
VL017 Liquid Manifold Drain 9.4 VL702 Vapour/Inert Conn to Liquid Header 9.3
VG871 LNG Vaporiser/Vapour Header Conn 9.7 VL018 Liquid Manifold Drain 9.4
VG872 LNG Vaporiser/Press Build-up Conn 9.7
VG873 Compressor Suction 9.7 VL021 Liquid Manifold ESD 9.4 VN088 N2 Purge for Aerating Pipe 9.4
VG874 Hot Vapour/Compressor Suction Conn 9.7 VL022 Liquid Manifold ESD 9.4 VN180 N2 Bleed Press Relief No 1 Hold 9.7
VL023 Liquid Manifold Double Shut 9.4 VN181 N2 Bleed to Lower Ann Space No 1 9.7
VG900 Vapour Return Throttling 9.5 VL024 Liquid Manifold Double Shut 9.4 VN182 N2 Bleed to Upper Ann Space No 1 9.7
VG901 No 1 LD Comp Suction 9.5 VL025 Liquid Manifold Purge 9.4 VN183 N2 Bleed No 1 Hold 9.7
VG902 No 1 LD Compressor Non-return 9.6 VL026 Liquid Manifold Purge 9.4 VN184 N2 Bleed No 1 Hold 9.7
VG903 No 1 LD Comp Discharge 9.6 VL027 Liquid Manifold Drain 9.4
VN185 N2 Bleed Flowmeter Bypass No 1 9.7
VG904 No 2 LD Comp Suction 9.5 VL028 Liquid Manifold Drain 9.4
VG905 No 2 LD Compressor Non-return 9.6 VN186 N2 Bleed Flowmeter Bypass No 1 9.7
VG906 No 2 LD Comp Discharge 9.6 VL031 Liquid Manifold ESD 9.4 VN187 N2 Exh From Lower Ann Space No 1 9.7
VL032 Liquid Manifold ESD 9.4 VN188 N2 Exh From Upper Ann Space No 1 (SE/SM Not fitted) 9.7
VG907 No 1 HD Comp Suction 9.5 VL033 Liquid Manifold Double Shut 9.4 VN189 N2 Return to No 1 Hold 9.7
VG908 No 1 HD Compressor Non-return 9.5 VL034 Liquid Manifold Double Shut 9.4
VG909 No 1 HD Comp Discharge 9.5 VL035 Liquid Manifold Purge 9.4 VN280 N2 Bleed Press Relief No 2 Hold 9.7
VG910 No 2 HD Comp Suction 9.5 VL036 Liquid Manifold Purge 9.4
VN281 N2 Bleed to Lower Ann Space No 2 9.7
VG911 No 2 HD Compressor Non-return 9.5 VL037 Liquid Manifold Drain 9.4
VG912 No 2 HD Comp Discharge 9.5 VL038 Liquid Manifold Drain 9.4 VN282 N2 Bleed to Upper Ann Space No 2 9.7
VN283 N2 Bleed No 2 Hold 9.7
VG913 No 1 Gas Heater Inlet 9.5 VL041 Liquid Manifold ESD 9.4 VN284 N2 Bleed No 2 Hold 9.7
VG914 No 1 Gas Heater Outlet 9.5 VL042 Liquid Manifold ESD 9.4 VN285 N2 Bleed Flowmeter Bypass No 2 9.7
VG915 No 2 Gas Heater Inlet 9.5 VL043 Liquid Manifold Double Shut 9.4 VN286 N2 Bleed Flowmeter Bypass No 2 9.7
VG916 No 2 Gas Heater Outlet 9.5 VL044 Liquid Manifold Double Shut 9.4 VN287 N2 Exh From Lower Ann Space No 2 9.7
VN288 N2 Exh From Upper Ann Space No 1 (SE/SM Not fitted) 9.7
VG917 Hot Vapour Main 9.5 VL045 Liquid Manifold Purge 9.4
VG918 LNG Vaporiser Outlet 9.5 VL046 Liquid Manifold Purge 9.4 VN289 N2 Return to No 2 Hold 9.7
VG919 Forcing Vaporiser Outlet 9.5 VL047 Liquid Manifold Drain 9.4
VG920 LD & HD Comp Discharge Crossover 9.5 VL048 Liquid Manifold Drain 9.4 VN380 N2 Bleed Press Relief No 3 Hold 9.7
VN381 N2 Bleed to Lower Ann Space No 3 9.7
VG931 No 1 LD Comp Antisurge 9.5 VL100 No 1 Tank Filling 9.3 VN382 N2 Bleed to Upper Ann Space No 3 9.7
VG932 No 2 LD Comp Antisurge 9.5 VL101 No 1 Tank Cargo Pump 1 Discharge 9.3 VN383 N2 Bleed No 3 Hold 9.7
VG933 No 1 HD Comp Antisurge 9.5 VL102 No 1 Tank Cargo Pump 2 Discharge 9.3
VN384 N2 Bleed No 3 Hold 9.7
VG934 No 2 HD Comp Antisurge 9.5 VL103 No 1 Tank Cargo Pump 1 Non-return 9.3
VG941 No 1 Gas Heater Inlet Cont - BOG 9.5 VL104 No 1 Tank Cargo Pump 2 Non-return 9.3 VN385 N2 Bleed Flowmeter Bypass No 3 9.7
VG942 No 1 Gas Heater Inlet Cont - Warm-up 9.6 VL110 No 1 Tank Liquid Branch 9.3 (SM 9.7) VN386 N2 Bleed Flowmeter Bypass No 3 9.7
VG943 No 1 Gas Heater Bypass Cont - BOG 9.5 VN387 N2 Exh From Lower Ann Space No 3 9.7
VG944 No 1 Gas Heater Bypass Cont - Warm-up 9.5 VL120 (SE/SM) No 1 Tank Filling Valve By Pass 9.3 VN388 N2 Exh From Upper Ann Space No 3 (SE/SM Not fitted) 9.7
VG945 No 2 Gas Heater Inlet Cont - BOG 9.5 VN389 N2 Return to No 3 Hold 9.7

VN480 N2 Bleed Press Relief No 4 Hold 9.7 (SM 9.8) VS450 No 4 Tank Spray Pump Discharge 9.3 - Bilge Suction - Fo’c’sle 9.8
VN481 N2 Bleed to Lower Ann Space No 4 9.7 (SM 9.8) VS451 No 4 Tank Spray Nozzle 1 9.3 - Bilge Suction - Fo’c’sle Stbd 9.8
VN482 N2 Bleed to Upper Ann Space No 4 9.7 (SM 9.8) VS452 No 4 Tank Spray Nozzle 2 9.3 - Bilge Suction - Fwd Cofferdam Port 9.8
VN483 N2 Bleed No 4 Hold 9.7 (SM 9.8) VS453 No 4 Tank Spray Nozzle 3 9.3 - Bilge Suction - Fwd Cofferdam Stbd 9.8
VN484 N2 Bleed No 4 Hold 9.7 (SM 9.8) - Bilge Eductor Overboard - Fo’c’sle 9.8
VS454 No 4 Tank Spray Return 9.3
VN485 N2 Bleed Flowmeter Bypass No 4 9.7 (SM 9.8) Bilge Educt Drive - DB Pipe Pass Fwd
VS455 No 4 Tank Spray Master 9.3 - 9.8
VN486 N2 Bleed Flowmeter Bypass No 4 9.7 (SM 9.8) Bilge Educt Drive - DB Pipe Pass Aft
VS456 No 4 Tank Spray Bypass 9.3 - 9.7
VN487 N2 Exh From Lower Ann Space No 4 9.7 (SM 9.8) Bilge Educt Drive - Chain Lkr Port
VS457 No 4 Hold LNG Eductor Drive Conn (SM Not fitted) 9.3 - 9.8
VN488 N2 Exh From Upper Ann Space No 4 (SE/SM Not fitted) 9.7 Bilge Educt Drive - Chain Lkr Stbd
VS458 No 4 Hold LNG Eductor Drive (SM Not fitted) 9.3 - 9.8
VN489 N2 Return to No 4 Hold 9.7 (SM 9.8) Bilge Educt Drive - Fo’c’sle Port
VS459 No 4 Hold LNG Eductor Disch (SM Not fitted) 9.3 - 9.8
VS460 No 4 Hold LNG Eductor Disch Conn (SM Not fitted) 9.3 - Bilge Educt Drive - Fo’c’sle Stbd 9.8
VS051 Liquid Crossover Cooldown 9.4
VS461 No 4 Tank Spray Pump Non-return 9.3 - Bilge Educt Drive - Fwd Void Port 9.7
VS052 Liquid Crossover Cooldown 9.4
VS462 No 4 Hold LNG Eductor Suction (SM Not fitted) - - Bilge Educt Drive - Fwd Void Stbd 9.7
VS053 Spray Drain 9.4
- Bilge Educt Drive - No 1 Aft Void Port 9.7
VS054 Spray Drain 9.4
VS750 Spray Crossover Block 9.7 - Bilge Educt Drive - No 1 Aft Void Stbd 9.7
VS055 Spray Crossover 9.4
VS751 Spray Header Block 9.3/ 9.7 - Bilge Educt Drive - No 2 Aft Void Port 9.7
VS056 LNG Vaporiser Supply 9.4
VS752 Spray Header Block 9.7 - Bilge Educt Drive - No 2 Aft Void Stbd 9.7
VS057 Nitrogen Purge 9.4
VS753 Spray Header Block 9.7 - Bilge Educt Drive - Aft Void Port 9.7
VS754 Forcing Vaporiser Supply 9.7 - Bilge Educt Drive - Aft Void Stbd 9.7
VS061 Liquid Manifold Cooldown 9.4
- Bilge Educt Drive - No 4 Aft Void P+S 9.7
VS063 Liquid Manifold Cooldown 9.4 VS901 LNG Vaporiser Inlet Control 9.5 - Bilge Educt Drive - No 1 Hold 9.7
VS064 Liquid Manifold Cooldown 9.4 VS902 LNG Vaporiser Spray Control 9.5 - Bilge Educt Drive - No 2 Hold 9.7
VS065 Liquid Manifold Cooldown 9.4 VS903 Forcing Vaporiser Inlet Control 9.6 - Bilge Educt Drive - No 3 Hold 9.7
VS066 Liquid Manifold Cooldown 9.4 VS904 Forcing Vaporiser Spray Control 9.6 - Bilge Educt Drive - No 4 Hold 9.7
VS067 Liquid Manifold Cooldown 9.4 - Bilge Educt Drive - Port U/D Pass Fwd 9.7
* Bottom of hold - Bilge Educt Drive - Port U/D Pass Mid 9.7
- Bilge Educt Drive - Port U/D Pass Aft 9.7
VS150 No 1 Tank Spray Pump Discharge 9.3 - Bilge Educt Drive - Stbd U/D Pass Fwd 9.7
VS151 No 1 Tank Spray Nozzle 1 9.3 Liquid and Spray Line Relief Valves - Bilge Educt Drive - Stbd U/D Pass Mid 9.7
VS152 No 1 Tank Spray Nozzle 2 9.3 - Bilge Educt Drive - Stbd U/D Pass Aft 9.7
Tag No Equipment Name Page No - Cable Washer Port 9.7
VS153 No 1 Tank Spray Nozzle 3 9.3
VS154 No 1 Tank Spray Return 9.3 - Cable Washer Stbd 9.7
VLR01 Liquid Manifold Relief Valve 9.4
VS155 No 1 Tank Spray Master 9.3 - Draft Gauge lsolating - Fwd 9.8
VS156 No 1 Tank Spray Bypass 9.3 - Draft Gauge lsolating - Port 9.7
VS157 No 1 Hold LNG Eductor Drive Conn (SM Not fitted) 9.3 - Draft Gauge lsolating - Stbd 9.7
VS158 No 1 Hold LNG Eductor Drive (SM Not fitted) 9.3 - Fire Main Block - Fly Pass Fwd 9.7
VS159 No 1 Hold LNG Eductor Dish (SM Not fitted) 9.3 - Fire Main Block - Fly Pass Mid 9.7
VS160 No 1 Hold LNG Eductor Dish Conn (SM Not fitted) 9.3 - Fire Main Block - Fly Pass Aft 9.7
VS161 No 1 Tank Spray Pump Non-return 9.3 - Fire Main Block - Stbd U/D Pass Fwd 9.7
VS162 No 1 Hold LNG Eductor Suction (SM Not fitted) - - Fire Main Block - Stbd U/D Pass 1/2 9.7
VLR11 No 1 Liquid Branch Relief Valve 9.3
- Fire Main Block - Stbd U/D Pass Mid 9.7
VS250 No 2 Tank Spray Pump Discharge 9.3 - Fire Main Block - Stbd U/D Pass 3/4 9.7
VS251 No 2 Tank Spray Nozzle 1 9.3 - Fire Main Block - Stbd U/D Pass Aft 9.7
VS252 No 2 Tank Spray Nozzle 2 9.3 - Fire Main Block - Upper Dec/Aft 9.7
VLR51 Liquid LNG Hose Relief Valve 9.4
VS253 No 2 Tank Spray Nozzle 3 9.3 - Fire Main Block - Upper Dec/Fly Pass 9.7
VS254 No 2 Tank Spray Return 9.3
VLR52 Liquid LNG Hose Relief Valve 9.4
- Fire Main to Upper Deck - Fwd 9.7
VS255 No 2 Tank Spray Master 9.3 VLR53 Liquid LNG Hose Relief Valve 9.4
- Fire Main to Upper Deck - Mid 9.7
VS256 No 2 Tank Spray Bypass 9.3 VLR54 Liquid LNG Hose Relief Valve 9.4
- Fire Main to Upper Deck - Aft 9.7
VS257 No 2 Hold LNG Eductor Drive Conn (SM Not fitted) 9.3 VLR55 Liquid LNG Hose Relief Valve 9.4
- Fresh Water Loading - Port 9.7
VS258 No 2 Hold LNG Eductor Drive (SM Not fitted) 9.3 VLR56 Liquid LNG Hose Relief Valve 9.4
- N2 Bleed to LNG Liquid Header 9.7
VS259 No 2 Hold LNG Eductor Disch (SM Not fitted) 9.3 VLR57 Liquid LNG Hose Relief Valve 9.4
- Fresh Water Loading - Stbd 9.7
VS260 No 2 Hold LNG Eductor Disch Conn (SM Not fitted) 9.3 VLR58 Liquid LNG Hose Relief Valve 9.4
- Fwd Firepump Sea Suction 9.8
VS261 No 2 Tank Spray Pump Non-return 9.3 VLR71 Liquid Header Relief Valve 9.3
- Fwd Firepump C.W. Overboard 9.8
VS262 No 2 Hold LNG Eductor Suction - VSR01 Spray Crossover Relief Valve 9.4
- Shell Water Curtain - Port Fwd 9.7
VSR02 Spray Crossover Relief Valve 9.4
- Shell Water Curtain - Port Aft 9.7
VS350 No 3 Tank Spray Pump Discharge 9.3 VSR03 LNG Vaporiser Supply Relief Valve 9.4
- Shell Water Curtain - Stbd Fwd 9.7
VS351 No 3 Tank Spray Nozzle 1 9.3 VSR11 No 1 Spray Bypass Relief Valve 9.3
- Shell Water Curtain - Stbd Aft 9.7
VS354 No 3 Tank Spray Return 9.3 VSR41 No 4 Spray Bypass Relief Valve 9.3
VS355 No 3 Tank Spray Master 9.3 VSR70 Spray Header Relief Valve 9.3
VS356 No 3 Tank Spray Bypass 9.3 VSR71 Spray Header Relief Valve 9.7
VS357 No 3 Hold LNG Eductor Drive Conn (SM Not fitted) 9.3 VSR72 Spray Header Relief Valve 9.7
VS358 No 3 Hold LNG Eductor Drive (SM Not fitted) 9.3 VSR73 Spray Header Relief Valve 9.7
VS359 No 3 Hold LNG Eductor Disch (SM Not fitted) 9.3 VSR74 Forc Vaporiser Supply Relief Valve 9.7
VS360 No 3 Hold LNG Eductor Disch Conn (SM Not fitted) 9.3 VSR91 LNG Vaporiser Relief Valve 9.5
VS361 No 3 Tank Spray Pump Non-return 9.3 VSR92 Forc Vaporiser Relief Valve 9.5
VS362 No 3 Hold LNG Eductor Suction (SM Not fitted) - VPJ01 Forepeak Ballast lsolating 9.8
VALVE LIST (2) - CARGO (2) 9.2
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
9.3 TYPICAL ARRANGEMENT OF TANK TOP

SM
CARGO MANIFOLD AREA 9.4
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
9.5 CARGO MACHINERY ROOM - UPPER FLAT

SM
CARGO MACHINERY ROOM - LOWER FLOOR 9.6
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
9.7 UPPER DECK/ENGINE ROOM CASING, TANK TOPS AND FLYING PASSAGE

SM
2ND DECK/UNDERDECK PASSAGEWAYS AND BOSUN’S STORE FLAT 9.8
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
9.9 ENGINE ROOMS UPPER DECK, ‘A’ DECK AND CASING TOP

SM
ENGINE ROOM 2ND DECK 9.10
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
9.11 ENGINE ROOM 3 DECK
RD

SM
ENGINE ROOM 4TH DECK 9.12
ISSUE 4 - JULY 2007

ISSUE 4 - JULY 2007
SM
9.13 ENGINE ROOM LOWER FLOOR

SM
STEERING ENGINE ROOM 9.14
ISSUE 4 - JULY 2007


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59753_Stormpetrel Machinery Manu1 1 12,07,07 1:27:6 PM

North West Shelf LNG Project Shipping

59753_Stormpetrel Machinery Manu2 2 12,07,07 1:27:10 PM

1 Ship and Machinery Data

2 Integrated Automation System (IAS)

6 Hotel Services and Utilities

7 Emergency and Safety Systems

8 Shipboard Management System

9 Physical Location Diagrams

59753_Stormpetrel Machinery Manu4 4 12,07,07 1:27:10 PM

59753_Stormpetrel Machinery Manu5 5 12,07,07 1:27:33 PM

Fire Main Hydrants Red

59753_Stormpetrel Machinery Manu6 6 12,07,07 1:27:34 PM

59753_Stormpetrel Machinery Manu7 7 12,07,07 1:27:35 PM

Issue 3 January 1997

Issue 4 July 2007

59753_Stormpetrel Machinery Manu8 8 12,07,07 1:27:36 PM

59753_Stormpetrel Machinery Manu10 10 12,07,07 1:27:36 PM

SHIP AND MACHINERY DATA

1.1 Principal Particulars of Ship

1.2 Principal Particulars of Machinery

1.3 List of Pumps

1.4 Classification and Certificates, Rules and Regulations

1.5 Tank Capacities and Tank Plans

1.6 Ship’s General Arrangement

1.7 CACC Arrangement

1.8 Sea Trail Curves

59753_Stormpetrel Machinery Manu12 12 12,07,07 1:27:36 PM

Hull No Name Classification Society Length overall: 272.00

Tonnage: Refer to table below

NW SANDERLING NW SWIFT NW SWALLOW NW SNIPE NW SHEARWATER NW SANDPIPER NW SEAEAGLE NW STORMPETREL

FLAG AUSTRALIAN JAPANESE JAPANESE AUSTRALIAN BERMUDAN AUSTRALIAN BERMUDAN AUSTRALIAN

59753_Stormpetrel Machinery Manu14 14 12,07,07 1:27:37 PM

(SA/SP/SW/SR/SE/SM) Two Atlas Copco GA37AP (Control air),

One Daihatsu 6DL-22 four-cycle, radiator-cooled diesel, driving

Continuous rating: 625 kW

59753_Stormpetrel Machinery Manu15 15 12,07,07 1:27:38 PM

(SM) - Two Teisan KK low pressure membrane permeation

59753_Stormpetrel Machinery Manu16 16 12,07,07 1:27:39 PM

No of PRIME MOVER MANUFACTURER TOTAL HEAD (m)

FRESH WATER HANDLING PUMPS

59753_Stormpetrel Machinery Manu17 17 12,07,07 1:27:39 PM

SEA WATER HANDLING PUMPS

59753_Stormpetrel Machinery Manu18 18 12,07,07 1:27:40 PM

No of PRIME MOVER MANUFACTURER TOTAL HEAD (m)

59753_Stormpetrel Machinery Manu19 19 12,07,07 1:27:41 PM

FUEL OIL HANDLING PUMPS

CARGO HANDLING PUMPS

59753_Stormpetrel Machinery Manu20 20 12,07,07 1:27:42 PM

(b) Regulations and Requirements of the Australian Department of 3. CERTIFICATES

59753_Stormpetrel Machinery Manu22 22 12,07,07 1:27:42 PM

59753_Stormpetrel Machinery Manu23 23 12,07,07 1:27:47 PM

Capacity Full at DO Storage Tank 20 49-64 502.1

Capacity Full at LO Renovating 23 53-60 57.7 (91.2%)

59753_Stormpetrel Machinery Manu24 24 12,07,07 1:27:49 PM

59753_Stormpetrel Machinery Manu25 25 12,07,07 1:27:58 PM

SHIP’S GENERAL ARRANGEMENT (2) 1.6

59753_Stormpetrel Machinery Manu26 26 12,07,07 1:27:59 PM

59753_Stormpetrel Machinery Manu27 27 12,07,07 1:28:0 PM

CACC ARRANGEMENT (2) 1.7

59753_Stormpetrel Machinery Manu28 28 12,07,07 1:28:8 PM

59753_Stormpetrel Machinery Manu29 29 12,07,07 1:28:9 PM

59753_Stormpetrel Machinery Manu30 30 12,07,07 1:28:9 PM