P960 Section 2 Main Machinery and Services

DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR
REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT
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2.1 Starting Conditions
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2.1.1 Start-up Sequence
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2.1.2 Starting Conditions
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2.1.3 Main Machinery Layout
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DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT
AIDAprima Technical Operating Manual

2.1 STARTING CONDITIONS
2.1.1 START-UP SEQUENCE
2.1.1a Sequence Flow Diagram - Start-Up
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Connect and load diesel generator, remove 2.2.3
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Dry Dock
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Starting Condition (See 2.1.1) When the dock is load from emergency generators, shut down 6.1
flooded, all overboard emergency generators
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discharge valves and Supply switchboards and substations as required 3.1-4
sea water systems
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See must be visually
checked for integrity.
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Section
Start emergency generators 6.1 Disconnect and isolate shore supply 3.18
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Load emergency generators 3.15
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Start fuel oil purifiers
2.6.2
Start/operate remaining diesel generator engine
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Start machinery space ventilation 6.7.4 2.7.2
lubricating oil purifiers
Start DG engine fresh water cooling systems 2.4.1/2
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Start auxiliary consumer’s LT cooling systems 2.4.3
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Dock flooded
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Start sea water cooling systems 2.3.1/2/3
Operate start air compressor as required 2.5.1
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Ensure start air receivers are at working pressure
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Operate working air system 2.5.2
Change over boiler(s) to HFO 6.2.4
Supply control air system 2.5.3
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Change over diesel generator engine to HFO 2.6.1
Supply trace heating 3.17
Prepare and start feed and condensate system

Start one boiler on MDO
6.2.3
6.2.4
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2.4.1-3
Circulate diesel generator engine economisers 6.2.2 Prepare and start domestic fresh water
systems 6.3.1-6
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Supply steam to fuel oil storage and consumers 6.2.7/8
Prepare technical water system 6.3.7
on MDO
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Prepare diesel generator fuel system to run
2.6.1
Prepare and start air conditioning plant 6.7.1
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Supply MDO to diesel generator engines Prepare and start accommodation air conditioning 6.7.2
units and fans
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Prepare and start provision refrigeration plant 6.7.4
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Preheat selected diesel generator engine
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Raise diesel generator engine jacket to correct 2.4.1/2
temperature Prepare and start sewage systems 6.4.1-3
D Start selected diesel generator engine 2.2.3

Plant is in 'In-Port' Condition
Issue: First Draft June 2015 IMO No: 9636955 Section 2.1.1 - Page 1 of 1
Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com

2.1.2 Starting Conditions Boiler Systems Compressed Air Systems
It is assumed the ship is in dry dock, the ship is cold but connected to an
electrical shore supply. The Integrated Alarm, Monitoring and Control System
• The boiler feed and condensate system hotwell is at working
level and the feed water tank is full (6.2.3).
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• The starting air receivers are at working pressure (2.6.1).
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• The control and working air systems are at working pressure
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(IAMCS) and the Safety Management System (SMS) are operational. • The boiler burners are clean and ready to fire on gas oil. The (2.6.2/2.6.3).
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burner fuel system is primed with gas oil (6.2.4).
Diesel Generator Systems Distilled Water Systems
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Steam Systems
• The main diesel generator engine fuel systems have been
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• The distilled water transfer system tanks are full (6.3.3).
flushed and shut down on marine gas oil (2.9.1). • The steam and steam drain systems are not in operation
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(6.2.6).
Grey and Black Water Systems
Emergency Generator Systems
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Sea Water Systems • The grey water system is available for operation (6.4.1).
• The emergency diesel generator is ready to start (6.1).
• The black water system is available for operation (6.4.2/6.4.3).
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• Some sea water systems are operational via a limited shore
supply (2.3).
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Fire Systems
Bilge Water Systems
• The fire detection system is operational (10.5).
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Fresh Water Systems • The bilge systems are available for operation (6.5.1/6.5.2).
• The fire and deck wash system (10.6) is being supplied from
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ashore via hose connections (see 6.9 - Dry Dock Services). • The HT and LT fresh water cooling system valves are normally • The oily water separators are available for operation (6.5.4).
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left open, the systems are full and the expansion tanks are at • The main bilge system is available for operation (6.5.1).
• The hi-fog system is operational (10.7). their working levels (2.4).
• The bilge water tanks are empty.
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• The CO2 system is operational (10.8).
Lubricating Oil Systems
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• The fire doors and fire dampers are operational (10.10).
Miscellaneous Systems
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• All lubricating oil transfer system valves are closed, the storage
Electrical Systems tanks are full and all main and auxiliary machinery sumps are at • The thruster oil systems are full and the header tanks are at their
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their working levels (6.6.4). working levels (7.4).
• The main switchboards are back-fed from the shore supply (3.2).
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• The lubricating oil separator systems are available. The sludge • The stabiliser systems are full and the header tanks are at their
• The engine room switchboards and accommodation substations working levels. The hydraulic systems are ready for operation
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tanks are empty (2.11.2).
are supplied (3.4). (7.5).
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• The lubricating oil leakage and sludge tanks are empty (6.6.5).
• Basic lighting is available.
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General
Fuel Oil Systems
Ventilation and Refrigeration Systems
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• All valves to gauges and instrumentation are open.
• All fuel oil transfer and bunkering system valves are closed, the
• The machinery ventilation system is operational (6.7.4). • All lubricating oil sump tanks, fuel oil tanks and gas oil tanks
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storage and service tanks are full and the settling tanks are at
• Utility and crew area ventilation is available. their working levels (6.6.1). are checked for water and drained as required.
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• Provision and air conditioning plant is shut down (6.7). • All marine gas oil transfer and bunkering system valves are • All strainers and filters are clean.
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closed, the storage and service tanks are full (6.6.2). • All items of main and auxiliary machinery should be checked
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• The HFO separator system is available. The sludge tanks are as being free to turn. They should all be turned at least one full
revolution before starting after a prolonged stoppage.
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empty (2.9.2).
• The fuel oil leakage and sludge tanks are empty (6.6.5).
2.1.3 MAIN MACHINERY LAYOUT

Illustration 2.1.3a Main Machinery Layout - Deck 1, 16, 17
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Deck 1
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Incinerator Space
Deck 16
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Cofferdam Grease Cofferdam
Working Settling Solid/ Air Control Air RO Plant
Air Compressor Tank DPF Aux. Grease Dryer Receiver Filter SW Heater
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Hotel Technician Hot Filter 2 Separator
Well No.3
Workshop/Store Mixing Fan
No.4
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Pipe Room
DG Starting No.1 FW Generator DG Room DG Comb. DG Room
Air Compressor Flue Incinerator
Gas No.2 (RO Type) Supply Fan Fan Supply Fan
Room Fan
Fan
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Black W. Auxiliary Blr. Supply Fan No.4 No.4 No.2 Room No.2
Filter DG Starting
Auxiliary Blr. Flue Air Compressor Inverter Inverter
Gas Filter Filter
Inverter No.1 FD Fan
Filter Pipes Hot Main Cool
No.2
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Well SW CL
FD Fan
Pump Tel Oil Mist
IAMCS Box Separator
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Auxiliary Blr. SCU
Control Panel Dosing Unit IAMCS Panel
HT CW Main SCU Heat
Engine Trace No.3 No.3 No.1 No.1
No.4 HT No.2 STR
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Distribution CLG FW No.2 DG Room DG Comb. DG Room
Board Cooler Supply Fan Fan Supply Fan
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STR Fan
Room Silencer Silencer
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Pump Waste Inverter Air Intake
Air Intake Room (Fwd)
Inverter Heat Filter Room (Fwd)
Distribution Engine Filter Recovery Main LT
Board Main Engines Main Engines
Store Scrubber Hot Water CLG FW
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CL Supply No.3 Heater No.1 Pump
Pump No.2 Inverter 128 140 156
FV Inverter No.2 Filter
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Test Space Chiller
DPF Water
Resis. Waste
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Heat Circ.
Panel Pump
EGC Recovery
Engine Feeder Hot Water
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Workshop Panel WSTN Heater
Load
Space Load
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Distribution Space
Board Cofferdam No.2 Deck 17
Welding GO
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Space GO Service Tank (2S)
Engine Treat. Unit Chiller
Chemical HFO HFO Water No.2 ESB Room Co2
STR No.4 FW Generator
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Distribution Settling Service Circ. No.2 ESB 2
(RO Type) Pump Main LT ESB 1
Board LO Tank (1S) Tank (1S)
Purifier No.3 Main LT CLG FW Cooler CLG FW UPS UBATT
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Unit No.1 Pump BU BU Over
Cofferdam No.1
Accumulater Run
Unit No.1 CL
GO Over
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No.2
No.4 No.3 Tank Run
HFO HFO HFO No.2 LB HB Exhaust Gas Pipe
Settling Service EDG Silencer
Purifier Unit LO LO LO
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Tank (2S) Tank (2S) Accumulator Filter GO Used Storage Storage EDG Room Fire
Service Tank (1S) No.1 GO
Special Unit W. Fog Tank
Engine Store Treat. Unit No.1 (S)
Tank Tank Dumper
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Oil Tanks System (S) (S) Supply
HP Pump HFO Duct
Special Accumulator Purifier Unit Dumper Space Radiator
Equip. Room Cofferdam Unit Unit Cofferdam Exhaust Duct Motor
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Mid. Auxiliary Machinery Room 292 304 316
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Aft Main Engine Room Fwd Main Engine Room Fire Zone 2
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Fire Zone 5 Fire Zone 4
Reference Drawing: MA1-ZB00_R2A0

Illustration 2.1.3b Main Machinery Layout - Deck 2, 02, 3
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Deck 3
Shredder Control
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Panel for Dryer
Dryer
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Cold
Deck 2 Garbage Garbage Handling Space
Deck
Room Cut
Densifier
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Incinerator Space Out
Bone Infeed
to FW
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Shredder Flue
Cofferdam Dry Garbage Silo Cofferdam No.2 Air Supply
Ship Service FW Generator Gas Pipe Duct Duct
Air Dryer Air Receiver (R.O. Type) Filter
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Hot Hazard Supply STR
Well Ship Service Waste Duct
Sludge
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Air Receiver Mn DG Space
DE Watering Silo HT
Units Starting Trolley Cool FW
FW Air Receiver Air Lock Space Locker Expansion
Electrical Shredder Vent Boost Fan CL Tank
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Workshop Unit
Store/Office FD Fan Flue Gas FD Fan Forklift
Pipe Garage
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Decanter No.1 Supply No.3 Air No.1 Air Supply
No.2 Duct Duct Duct Duct
Comm. Exhaust Auxiliary
Auxiliary
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Workshop Gas Fan Blr
Blr
Comm. 104 116 140 164
STR No.4 No.2
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Deck 02
Fwd Main
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Pod Room
Switchboard
Room No.4 No.3
Engine POD
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Office Aft Main 2
Switchboard Main Engines Main Engines Propulsion
Room Brake Transformers
No.3 No.1 Resister
Exhaust
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CL
Gas Heater Excitation
Transformers
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SSU
Hotel
Control WC
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WC Room
Brake
Resister
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Loading
Cofferdam No.2
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GO Space Converter Panel - CIU
Service Tank (2S) Chiller
Engine Water No.2
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WHRS Hot HFO HFO Circ.
Control Room Settling Service No.2 Converter Panel
Water System Pump Main LT
Exp. Tank Tank (1S) Tank (1S) CL
CLG FW
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Main LT CLG FW Cooler
Pump Pod Converter Panel
No.1 No.1
Thruster
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FW Generator No.1 Brg. LO
Shower (RO Type) Storage
LB HB Tank Loading Converter Panel - CIU
Special HFO HFO LO LO Space
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Filter LO Storage Storage Pod
Oil Tanks Settling Service Slewing
Tank (2S) Tank (2S) GO Used Tank Tank
Accumulator Service Tank (1S) Tank (S) (S) Brg. LO
(S) Storage
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N2 and Co2 Lab. Unit
Bottle Room Tank Brake
EGTS Dosing Resister
Cofferdam
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System Cofferdam
SSU
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Mid. Auxiliary Machinery Room Excitation
Transformers
Aft Main Engine Room Fwd Main Engine Room Brake
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Resister
Fire Zone 5 Fire Zone 4 No.2 No.1
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Propulsion
Propulsion
Transformers
-8 12 24
Fire Zone 7

Illustration 2.1.3c Main Machinery Layout - Deck 0
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Deck 0 Aft Incinerator Space
SEAC6P
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8 Cofferdam 34 Key
50 51 52
1 Backflushing Pump
30 32 2 BTS Auto Filter/Box 79 No.2 CCU Sequence Control Panel
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7 9 53
1 3 Remote Control Indicator 80 No.3 Cent Chiller Unit
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5 31 4 BTS EUT Unit/Power 81 ECCO Washing Water Drain Tank
11 12 55 54 5 AC Drain Collecting Station 82 CCU Chilled W. Supply Pump
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6 10 33 35 49
56 6 BTS Control/Monitor Units 83 FG Heater
3 13
39 7 Pool Water Filling Pump 84 Main Gas Valve Unit
49 8 Inverter Pool Water Filling Pump 85 No.1 & 2 LNG EVAP Heat Water Circ. Pump
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4 38 37 36
40 57 58 9 BLG/BST Stripping Pump 86 Sludge Oil Treatment Unit
MG02PS 39 48 10 Grease Separator 87 Oily Water Separator Unit
45 No.4
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11 Grey Water Collecting Tank 88 Bilge Water Separator
46 12 W. FOG System HP Pump Unit 89 Blr Feed Water Pump
PW14P
42 13 Black Water Vacuum Unit 90 Water Treatment Unit for WHR System
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15 16 17
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47 14 Grey Water Collecting Tank 91 Sludge Shift Pump
15 BLG/BST Water Pump 92 No.1 & No.2 Sludge Oil Transfer Pumps
69 Main Engines
BW17C 44
No.3 16 Monitor Unit 93 No.1 Auxiliary Blr
CL
17 Fire Pump 94 Waste Heat Recovery Hot W. STM Heater
&
59
60 18 Lifeboat Gas Oil Service Tank (S) 95 Main Eng HT CLOTW Cooler
PW13S 63
19 19 Local Oil Drain Collecting Tank & Pump 96 W. Heater Recovery Hot Water Circ. Pump
18 61 20 No.1 & No.2 Gas Oil Transfer Pumps 97 ACU Hot Water Supply Pump
64 46 21 Beverage Dispensing System Ice Water Cooler Unit 98 No.2 Bilge Pump
69 38
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62 45 70 22 Brine Pump 99 No.1 & No.2 RO Plant SW Supply Pump
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23 Filling Pump 100 Ignition Module
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MG01S 29 66 67 68 71 24 Brine Mixing Tank 101 Inverter Main Col. SW Pump
21 65 25 Recovery Unit 102 No.1 MGPS SW Supply Pump
74 72 73 26 Brine Expansion Tank 103 Main Cool SW Pump
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27 Room Control Panels 104 High Quality Tech. Water Hydrophore Tank
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28
75 28 Brine Units 105 AC System Preheater
29 Brine Unit Panels 106 LO Purifier Feed Pump
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24 76 77
80 82 30 No.2 MGPS Sea Water Supply Pump 107 Main Engine LO Cooler
23 31 No.1 & No.2 Scrubber CS Pumps 108 No.1 Blackout Pump Module
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27 32 LT Cool Water Dosing Unit 109 ACU Chilled Water Supply Pump
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78 79
26 33 No.4 & No.3 Main LT Clg FW Coolers 110 HFO Settling Tank (1S)
34 Local Oil Drain 111 HFO Service Tank (1S)
SEAC6S Mid. Auxiliary Machinery Room 35 MGPS Panel 112 No.1 Absorption Chiller Unit
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Aft Fire Pump Room Aft Auxiliary Machinery Room Aft Main Engine Room 36 No.2 Auxiliary Blr 113 No.2 Cent. Chiller Unit
37 No.4 & No.3 Main LT Clg FW Pumps 114 No.2 & No.1 CCU Chilled Water Supply Pump
Fire Zone 7 Fire Zone 6 Fire Zone 5 38 LO Bypass Filter 115 Gas Detection INdication Panel
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39 Inverter Main CSW Pump 116 No.1 Cent. Chiller Unit
Gas Valve Unit Room Deck 0 Mid 40 No.4 Main Cool SW Pump 117 No.1 CCU Sequence Control
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41 No.3 Main Cool SW Pump 118 Membrane Feed Pump
SEAC4P 42 Inverter Filter Main Cool SW Pump 119 Desludge Pump
Cofferdam 120 43 No.2 W. Fog System FW Supply Pump 120 Alum Dosing Pump & Tank
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85
87
88 44 Main Engine Jacket Electric Preheater 121 No.1 & No.2 Low Grade Tech. Water Pumps
86 HW4P
121
Void 14C 45 LO Safety Filter 122 Clean/Oily BLG Service Pumps
118 133 119
89 46 LO Auto Filter 123 Blower
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83 91 BR (2P) 47 Main Engine LO Cooler 124 Membrane Bank
90 92 Stage 1 135
84 PW12P 48 Inverter Main LT Clg FW Pump 125 Cleaning Tank
136
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93 Bioreactor (2P) 49 Inverter Filter Main LT Clg FW Pump 126 No.1 & No.2 HFO Transfer Pumps
HFO6P
Stage 2 50 Hydraulic Unit 127 Carbon Filter
94 96 97 98 99 Dirty 51 MGO Supply Pump Unit 128 Low Pressure RO
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95 122 Sec HFO12P 52 Decanter Drain Tank 129 W. Fog System HP Pump Unit
138
100 69 Crew Gym 53 Bio-Sludge Bagging 130 No.1 & No.2 Grey Water Transfer Pump
No.2 101 102 123 Interm
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Sec 54 Dewater & Dryer Cond. Drain Tank 131 Anoxic Return Pump
137 HFO8P 149 55 Bio-Sludge & FW Holding Tank 132 Sewage Sludge Pump
103 124
Clean 138 56 Vacuum FW Holding Tank 133 Interstage Filter Module
Sec
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57 No.2 Wash D. Transfer Pump 134 No.1 & No.2 Black Water Discharge Pump
142 143 144 145 146
Main Engines 69 125 126 151 58 No.2 W. Heater Recovery Hot W. Circ. Pump 135 Cocentrated Sludge Oil Tank (P)
104 Crew Hairdresser 59 Main Engine Jacket Heater WHR W. Preheater 136 Sludge Oil Settling Tank (P)
CL No.1 138 150
60 No.3 & No.4 RO Plant SW Support Pump 137 Panel Heat Trace
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139
127 128 129 147
152
153 61 No.2 ACU Clg SW Pump 138 IAMCS SCU
105 148 62 No.3 CCU Cool SW Pump 139 No.3 Fire Pump
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14 154
130 63 No.3 & No.4 Grey Water Transfer Pumps 140 Black Water Storage Tank (2S)
106 107 46 13 131 64 No.2 RO Black Water Pump 141 Black Water Storage Tank (1S)
Sewage Black Water HFO7S
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109 13 65 SW Auto Black Water Filter Dishcharge Pump 142 No.1 & No.2 Cold Potable Water Pumps
108
Sludge Tank (S) 132 Anoxic (S) HFO11S 155 66 FO Purifier Feed Pump 143 No.1 & No.2 Hot Potable Water Circ. Pumps
112 67 Clean Fuel Drain Collect Tank & Pump 144 Potable Hot Water Heater
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110 111 Over 68 No.2 Absorption Chiller Unit 145 Potable Water Cooler
140 Run 69 Main Engine Control Panel 146 HP Wash Pump Unit
Bioreactor (2S)
HFO5S
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Stage 2 70 LO Cooler 147 Potable Water Treatment Unit
114 115 141 PW11S 71 HMI Device Unit 148 Dish Washer & Brewery Water Treatment Unit
BR (2S)
Stage 1 72 Ready for Operation Indicator 149 Mineralising Filter Unit (Acid)
113 116
133 73 Remote Control Indicator 150 Bilge Pump
Void 14C 74 No.2 Main Engine FO Feed Module 151 Drain Ion Exchanger
HW3S
134 75 No.3 Chiller Water Circ. Pump 152 MALS Inverter Filter
117
Cofferdam 76 HFO Settling Tank (2S) 153 No.2 Fire Pump
SEAC4S 77 HFO Service Tank (2S) 154 Fire Main Hydrohore Tank
78 No.3 W. Fog Sys. FW Supply Pump 155 MALS Blower Unit
Fwd Main Engine Room Bioreactor & Stabiliser Room Fwd Auxiliary Machinery Room
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Section 2.2 Main Generators

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2.2.1 Main Engines
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2.2.2 Main Engine Control and Safety
2.2.3 Main Engine Operation
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Illustration 2.2.
2.2.1a Main Generator
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Reference 2.2.1a
Drawing: Main Generator
MA7-LA2002-B Rev1 P76
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Non Drive-End View Side View Drive-End View
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Reference Drawing: MA7-LA2002-B Rev1 P76

2.2.1 Main Generators Turbocharger Cooling Water System
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HT-circuit volume : 1200 litre
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Manufacturer: Caterpillar-MAK Manufacturer: ABB LT-circuit volume : 170 litre
No. of sets: Two per engine
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Model: 12M43C Compensation tank: 1200 litre (min.)
No. of sets: 3 Model: TPL Engine-driven pump: 0.4 bar - 3.0 bar (suction)
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Type: Four-stroke, trunk piston, V-form, constant pressure Weight: Engine in. pressure: 2.5 bar - 6.0 bar
turbocharged
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Exhaust gas temperature��: � (43C):
��
310 °C - 340 °C Engine out. temperature: 94 ��
°C� (max)
��
Engine rating: 12000kW Capacity (43C): 81,340 kg/h - 78,020 kg/h Pre-heater: 72 kW
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Speed: 500 rpm Exhaust gas temperature: (46DF): 330 °C - 360 °C (diesel mode)
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Cylinder bore: 430mm Capacity (46DF): 79,920 kg/h - 74,010 kg/h (diesel mode)
Piston stroke: 610mm 320 °C - 350 °C (gas mode)
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No. of cylinders: 12 Capacity (46DF): 68,090 kg/h - 66,210 kg/h (gas mode)
Back pressure: 30 mbar (max)
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Manufacturer: Caterpillar-MAK Exhaust gas mass flow: 81342 kg/h - 78017 kg/h
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No. of sets: 1
Model: 2M46DF
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Type: Four-stroke, trunk piston, V-form, constant pressure Fuel System
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turbocharged
Engine rating: 12000kW No. of sets: (HFO): 4 (Purifier)
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Speed: 500 rpm No. of sets (MGO): 2 (MGO Treatment Unit))
Pressure pump: 9.3/4.4�m3/h��
, 5 bar (2-speed)
��
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Cylinder bore: 460mm
Circulating pump: 16.0/7.4� 3
m /h��
, 6 bar (2-speed)
��
Piston stroke: 610mm
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No. of cylinders: 12 Mixing tank volume: 200 litres
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Engine inlet pressure: 4 bar - 8 bar
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Heater capacity: 220 kW
Air Start System Automatic filter : 10 micron
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Separator capacity (HFO)��m3/h
��
:5.7�
Operating pressure: 14.0 bar - 30 0 bar
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Separator capacity (MGO):5.0m3/h
Governor
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Lubricating Oil System
Manufacturer:
No. of sets:
Regulateurs Europa
One per engine
M A No. of sets :
Viscosity class:
4 (Purifier)
SAE 40
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Model: Viking: 35 Engine-driven pump: 250 �m3/h��
, 10 bar
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Pre-lubricating pump: 40� 3
m /h��
, 5 bar
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Engine inlet temperature: 65 C
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Sump tank volume: 22000 litres
Automatic filter: 34 micron
Duplex filter: 80 micron
Protective filter: 200 micron
Separator capacity: ��3/h
3.8m

Introduction Lubricating Oil System The level of oil in the ��
circulation tank��
must be checked daily and the oil shall
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Lubricating oil for the bearings, cylinders and turbocharger is stored in the be replenished as necessary from one of the main engine LO storage tanks. It is
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This vessel is fitted with three conventional marine diesel engines and one dual LO circulation��
tank and is circulated through the system by an engine driven essential that only the correct grade of oil is used in the LO ��
circulation tanks�.
fuel engine which can run on Natural gas (NG) to provide power for the ship pump. See Section 2.11 for further information regarding the vessel’s LO systems.
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whilst in port, when suitable on shore facilities are available. Cooling Water System
An electrically driven prelubrication pump is fitted and this must be operated
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The engines are of the four-stroke, trunk piston type and are unidirectional for at least 10 minutes before the engine is started to ensure that there is The engine cylinders and cylinder heads are water cooled to keep the operating
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with operating speeds of 500 rpm. Constant pressure turbocharging is applied sufficient oil at all of the bearing surfaces.
by means of one turbocharger per bank of cylinders on each engine, with WARNING
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the temperature of the scavenge air being reduced by an intercooler located The engine cannot be started unless the prelubrication pump is running, as the If the engine has been shut down by the oil mist detector do NOT open
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between the turbocharger and the charge air manifold. low LO pressure trip will prevent starting. The pump also receives a start signal any of the crankcase doors until at least 20 minutes after stopping,
from the engine safety system when the engine has been stopped and the LO . allowing air into the crankcase before cooling has taken place can
pressure drops.
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The cylinder jackets and cylinder heads are water cooled by means of circulating result in an explosion.
fresh water; the lower part of the cylinder liner is not cooled. The water jacket
is fitted to the upper part of the liner where it projects above the engine block, The pump should be run for at least 10 minutes after stopping the engine to temperatures within acceptable limits and so maintain material strength. The
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which means that there are no cooling water passages in the cylinder block. The remove heat from the engine parts such as the pistons and the crankshaft. The cooling system is designed to prevent high temperature gradients within the
prelubrication pump operates until the engine-driven pump delivers sufficient engine which would result in thermal stress. Fresh water is used for cooling and
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engine jacket and cylinder head cooling system is the high temperature (HT)
fresh water (FW) cooling system; each engine is also provided with a separate oil to the lubrication system. this is chemically treated to inhibit corrosion. Water from the high temperature
(HT) cooling fresh water system circulates around the upper parts of the
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low temperature (LT) FW cooling system. The LT cooling system is used to
remove heat from the lubricating oil and charge air. The HT cooling water The engine-driven pump and the prelubrication pump both draw oil from cylinder liners and through the cylinder heads. HT cooling water also acts as a
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systems have a heat recovery exchanger and have one circulating pump driven the ��
LO circulation tank��
via a suction strainer. The oil from the pumps passes coolant in the first stage of the charge air cooler.
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by the main engine. There is also one electrically driven circulating pump per through a self cleaning filter, cooler, duplex filter and protective strainer, it is
engine which circulates the HT cooling water system through the engine and a then discharged to the engine LO distributor pipe. The engine cooling system may be drained to the cooling FW drain tank if
required when maintenance of the engine is required. The HT and LT FW
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preheater. This pump is used when the engine is stopped. There are two types
of preheater available, these being electric and waste heat recovery from the There is a temperature controlled three-way valve in the oil flow line after the cooling system of each engine sets in the FWD/AFT engine rooms is equipped
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hot water system. Both of them allow the engine to be warmed through before cooler, allowing some of the oil to bypass the cooler in order to maintain the with its own dedicated expansion tank. See Section 2.4 for more detailed
oil at the correct temperature. The cooler is cooled by the LT FW water cooling information.
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starting. The cooling water system is described in Section 2.4.
system. From the distributor pipe, the oil is directed to the main bearings.
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The engine bearings are supplied with lubricating oil (LO) by an engine- From the main bearings the oil flows through drillings in the crankshaft to the
Camshaft
driven pump. The pump takes its suction from the LO circulation tank, which bottom end bearings, it then passes up through the connecting rods to the top
A
must be maintained at the correct level. The tanks must be checked daily and end bearings and pistons, where it serves as a coolant. Oil is distributed to the The camshaft is rotated by the crankshaft through a system of gears with
the gear drive arrangement being located at the drive end of the engine. The
U
replenished with oil of the correct grade as required, from the LO storage camshaft bearings and the cam boxes, the governor drive and rocker boxes. A
tanks. Lubricating oil is pumped to the main, bottom and top end bearings; the separate oil supply pipe leads from the distributor pipe to the turbocharger. camshaft is built up of a number of sections that are joined together by bolted
N
cylinder liners are splash lubricated from the crankcase. LO is also supplied to flanges. For each unit of the camshaft, there is one fuel injection cam, one air
inlet valve cam and one exhaust valve cam. All of these cams have smooth
A
the camshaft system, the valve rocker arm mechanisms and the turbocharger The crankcase is fitted with a number of crankcase explosion relief doors.
bearings. The oil flowing to the engine is maintained at the correct temperature These doors must be in good operational condition at all times and no materials profiles that allow for a controlled lifting and falling of the cam followers.
M
by passing it through a plate cooler. This is circulated with water from the must be placed next to the doors that could impair their effective operation.
engines’ LT FW cooling system as detailed in Section 2.11. The crankcase is also fitted with an oil mist detector, which monitors the Turning Gear
T
oil mist concentration in the crankcase. By measuring the opacity of the A turning gear assembly has been fitted at the flywheel of the engine and is
F
All of the cylinder heads are provided with bore cooling at the lower face and atmosphere in the individual engine units, abnormal operating conditions such driven by an electric motor and gearbox. It is engaged manually from a lever
each head is fitted with two exhaust and two air inlet valves. All of the valves as overheating bearings and piston blow-by are detected. If abnormal oil mist on the turning gear housing and has a manual adjusting handle below which
A
are fitted with mechanical rotators and rotation can be observed by removing concentrations are detected, the oil mist detector generates an alarm and the can be used for fine adjustment to assist in engaging the gears.The turning gear
R
the sealing cap on the cylinder head cover box and viewing the mark on the engine is shut down. is interlocked with the engine’s starting system so that the engine cannot be
valve spring plate. Care should be taken when observing the valves to check started while it is still engaged.
D
that there is an even rotation of each valve as the engine operates. The cylinder The engine is provided with a centrifugal LO separator which is used to remove
heads are also provided with a fuel injector and a starting air valve. The engine fine particles from the lubricating oil and so extend engine life.The separator
is started with compressed air at 30 bar pressure; the starting air being stored is supplied from the ��
LO circulation tank��
via a suction strainer, feed pump and
in two air reservoirs. The air supply to the engine cylinders is controlled by heater. Ideally the centrifugal separator unit should be operated whenever the
special passages in the fuel injection pumps. engine is running; the separator must be cleaned at the correct intervals to
ensure that it is always effective in operation.

Fuel Systems High or low speed of the FO feed pumps and HFO circulating pumps shall Starting Air System
T
be selected automatically based on the number of running engines in each The engine is started using compressed air at a pressure of 30 bar. The air enters
N
All main engines can operate on fuel oil. but main engine No.2 is a dual fuel system. the cylinders in a timed sequence which causes the crankshaft to rotate.
variant and can therefore operate on fuel oil (HFO/MDO) and natural gas. Excess fuel leaves the engine via a pressure absorber and the fuel suction and
E
return line is fitted with a flow meter and so the difference between the supply During the starting sequence starting air flows from the master starting valve
and return flow meter readings is the actual engine fuel consumption. to control valves at the fuel injection pumps. Starting air is then applied to the
M
Fuel Oil System
The fuel is stored in HFO and MGO fuel oil storage tanks respectively and is air start valves in each cylinder head.
M
transferred to tanks for use by the engines. MGO is transferred from the storage Each engine cylinder is provided with a cam actuated fuel injection pump of
tanks to the day tanks by means of the MGO treatment unit service/settling the helical control type. The quantity of fuel supplied by the fuel injection The air start valves are opened by the starting air and air enters the engine
O
tanks and storage tanks above double bottom, which removes solid impurities pump is varied by movement of the fuel rack, which is under the control of the cylinder causing the engine to rotate.
C
and water. A transfer pump can also be used to transfer fuel to the day tanks, governor system. This arrangement avoids the need for a separate starting air distributor
see section 2.9 for further details. system.
The three fuel oil only engines have one fuel injection pump and one fuel
&
The fuel oil outlet valves are the quick-closing type which are closed from a injector per cylinder. The fuel injection pump also regulates the flow of starting In addition to starting air, the engine also has a supply of control air to operate
cabinet located in each switchboard room and a back-up panel in the engine air to the air start valve when the engine is being started. the emergency stop devices and the oil mist detector.
W
emergency station.
The one dual fuel engine is similar the the above but is also designed to operate
IE
on natural gas with a small amount of MGO used as a pilot fuel.��
See Section 2.9 CAUTION
The fuel supply from the day tanks is supplied to the fuel oil supply and booster
for further information regarding the vessel’s fuel oil systems. The master start air valve must not be closed when the engine is
V
module and first passes through a HFO/MDO change over valve to the primary
running
duplex filter which must be maintained in a clean condition at all times.
From to the primary duplex filter, the filtered fuel is supplied to the suction side
of the fuel pressure pump set (duty/stdby) rated at 9.3 m3/h at 5.0 bar. a fuel
R E Turbocharger
There is one turbocharger fitted to each bank of cylinders of the main engine
that operates on the constant pressure principle, where exhaust gas from all of
R
oil pressure regulating valve set at 4.0 bar returns fuel oil back to the suction
side of the primary duplex filter via a fin tube heat exchanger to maintain the the cylinders flows into large volume exhaust manifolds which then supply the
O
system pressure. turbocharger.
F
The fuel oil then passes through the self cleaning filter unit (10 micron), to the The turbocharger is equipped with a single stage radial flow exhaust gas
L
mixing tank. turbine and a single stage radial flow compressor. The turbine wheel and shaft
form one part and the compressor impeller is fitted to the shaft.
A
The Fuel oil circulating pump set (duty/stdby) rated at 16.0 m3/h at 6.0 bar take
U
suction from the mixing tank and then discharge via a three way valve which The complete rotor assembly has been dynamically balanced and is supported
can direct the fuel oil to either the fuel oil cooler for MDO operation or bypass by ? bearings mounted in bearing housing in the turbocharger casing. The
N
the cooler for HFO operation. bearings are lubricated and cooled with oil supplied from the engine LO
A
system.
When operating on HFO the fuel oil is heated by the HFO final pre-heater unit
M
(duty/stdby), then passing through the viscometer before leaving the fuel oil
supply and booster module to the main diesel engines.
F T
The fuel enters the engine system via a pressure absorber and a fine duplex
filter, which must be maintained in a clean condition at all times. The change-
A
over handle for the filter sections must be correctly positioned to ensure full
R
flow of fuel through the filter.
D
The fuel oil circulating pump supplies fuel to the fuel injection pump suction
main. The capacity of the circulating pump is greater than the fuel requirements
of the engine and the excess fuel returns to the mixing tank or the day tank
from which it has been taken. It is important when changing over day tanks
that the suction and return valves for the same tank are open and closed on the
other tank.
T
Governor
N
The electronic governor is of the Regulators Europa make and Viking 35
E
model.
M
The Governor controls the actuator which is connected to the fuel linkage of
M
each fuel pump via the ECM.
O
Governor settings must not be changed except on the authority of approved
C
personnel as incorrect adjustment can cause unstable engine operation and may
even result in over speed.
Manual Engine Speed Control

&
W
Under normal conditions the governor regulates the fuel setting of the fuel
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injection pumps depending upon the load on the engine and the selected
operating speed.
CAUTION
The procedure for manually controlling the engine speed must only be
E V
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undertaken in emergency situations
O R
L F
U A
A N
T M
A F
D R

Illustration 2.2.2a Engine Control System Concept
Isochronous Load Sharing

via Speed Governor V35
Droop Load Sharing via PMS
(Manual Mode, Failure of ISO.LS)
N T
Diesel Start/Stop
M E
M
PMS Synchronisation
Droop Load Sharing
C O
&
Vessel
Alarm
System
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Control Control Control Control
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System System System System
V
Engine Engine Engine Engine
Control & Control & Control & Control &
E
Monitoring Monitoring Monitoring Monitoring
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Slow Slow Slow Slow
Turn Engine Turn Engine Turn Engine Turn Engine
Unit Protection Unit Protection Unit Protection Unit Protection
R
O
Alarm Alarm Alarm Alarm
F
FCT FCT FCT FCT
L
Monitoring Monitoring Monitoring Monitoring
G G G G
A
Slow Slow Slow Slow
Turn Turn Turn Turn
U
Main Engine 1 Main Engine 2 Main Engine 3 Main Engine 4
12 VM43C 12 VM46DF 12 VM43C 12 VM43C
N
Charge Charge Charge Charge
Air Heating Air Heating Air Heating Air Heating
A
M
230V AC/24V DC 230V AC/24V DC 230V AC/24V DC 230V AC/24V DC
Supply Supply Supply Supply
Conversion Conversion Conversion Conversion
T
CANbus CANbus CANbus
F
Speed Speed Speed Speed
Governor Governor Governor Governor
A
Viking 35 Viking 35 Viking 35 Viking 35
R
Gas
Management
System
CB
D CB
Tie Breaker
CB CB
Reference Drawing: 2300-MA7-LA2001-A R3A0 9/22

2.2.2 MAIN ENGINE CONTROL AND SAFETY SYSTEM The basic engine control and monitoring system is installed in the local con- System Description
T
trol panel (LCP) and provides the following functions:
N
The control and monitoring strategy for all the diesel generator engines can
Introduction be can be seen in illustration 2.2.2a, the various systems communicate with
E
• Alarm management
IAMCS via a Modbus TCP or RTU, but all safety signal are have hard-wired
• Local start/stop and emergency start/stop from the engine
M
This vessel is provided with four main diesel generators, three 12M46C which communication.
operate on liquid fuel only and one 12M46DF which can operate on both control panel
M
liquid fuel and gas fuel. They all have similar control systems except the dual • Remote start/stop from power management system (PMS) • Isochronous load sharing is controlled by the electronic governor
fuel engine has an extra gas management system module.
O
• Start/stop sequence control (V35)
C
The modular alarm and control system (MACS) and is supported by a stand- • Critical parameter monitoring • Droop load sharing is controlled by the PMS in manual mode if
ard plc and consists of the following software and hardware based subsys- failure of isochronous load sharing
• Slow turn control
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tems:
• Control and monitoring (FCT)
The engine cabinet is located close to the engine which houses a remote panel
• Exhaust gas temperature monitoring
W
• Engine control and monitoring (MACS) which displays the current engine status similar to the LCP, the cabinet also
• Main and big end bearing temperatur monitoring houses the I/O interface for the peripheral plant (DF) consisting of the gas
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• Start-Stop management (DCU)
sensors, ventilation systems for the exhaust gas system, vacuum system for
• Protection system (SDU) • Charge air part load heating control the double walled gas piping and pilot ignition fuel module.
V
• Electronic control module ADEM 4 (ECM) • Ignition fuel module control (GMS)
E
MACS is divided into several PLC’s which are located in the LCP, DCU, Ter-
• Electronic speed governor RE Viking V35 (V35) • Vacuum pump module control (GMS)
minal box and engine cabinet and are communicating via I/O module located
R
• Flexible camshaft technology (FCT) • Exhaust gas venting module control (GMS) on the engine.
R
• Slow turn control • Crancase detection module control (GMS)
The LCP also houses the protection system which includes all its own sensors
• Charge air heater control
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for the relevant shut-down functions in the event of a major fault. The faults
will be shown on the protection system LED and also on the LCP display.
F
• Gas management system (GMS)
L
The 12M46DF dual fuel engine (DF) has the additional GMS which is inte- The protection system includes the following functions:
grated with MACS.
A
• Automatic shutdown
U
• Manual emergency
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• Reset function
A
• Start interlock
M
If an an automatic shutdown of an engine is activated, the PMS will start and
T
connect to the switchboard the next standby generator, also the propulsion
power limitation system (PLS) will reduce the load on the remaining diesel
F
engines.
A
In an emergency situation, the automatic shutdowns can be overridden using the
R
override switch located in the ECR console (illuminates when active) except
D
overspeed shutdown, manual emergency shutdown and generator protection.
The automatic shutdown activates thes emergency stop valve and the stop to
the electronic governor with a one second delay (overspeed shutdown and
manual emergency stop, instantly)
The protection system reduces the load on the switchboard without delay.

Illustration 2.2.2b Engine Control System Overview 12M43C
IMACS
N T
E
Integrated Monitoring
Alarm and Safety System
M
Key
Modbus RTU
M
Modbus TCP
O
Modbus TCP Modbus TCP to Ship’s System
C
Modbus RTU RS-4BS Ship
Modbus TCP
Modbus RTU RS-4BS Engine
&
ModbusRTU RS-4BS SDU
Primary Interface: Modbus TCP DCU Ethernet Switch
Secondary Interface: Modbus RTU DCU Engine Cabinet CANbus
W
Tertiary Interface: Modbus TCP PLC TB
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1
V
PLC EC
Remote Panel
Engine Cabinet
E
2
Local Sharing
System
Modbus RTU
R REthernet Switch Modbus TCP
O
Terminal box
Modbus RTU
1
L F
RS-485
CAN 2
CAN 1
PLC TB
A
Engine TB Modbus TCP
2
N U CANbus 1
A
CANbus 2
M
TC 1 RTD 1 RTD 2
T
SDU
DCU
A F ECM 1
Big End Bearing
Temperature
Modbus RTU
TC 2 RTD 3 Meas. System
D
OMD
Oil Mist
Detector

Manual emergency shutdown, is independent to the automatic shutdown and Slow Turn FCT Control Unit
T
the switches can be activated from the ECR, ESD or engine control panel. The
N
switches or push buttons can be reset when the engine has stopped. The slow turn facility has been fitted to the engines to prevent possible damage The FCT is fitted to reduce the engine exhaust smoke during low load operation
occurring by starting engines with liquid present in a cylinder, the function is
E
in the range of 0% to 25%, giving a smoke reduction of up to 60%. The
Note: The engine are NOT ABLE to run with a failed engine protection
as follows: camshaft timing can be altered as follows:
system
M
• Change of injection timing
• Local engine start at LCP without slow turning
M
Each engine has a dedicated LCP to provide the basic control functions such • Change of injection quantity
as start, stop and lower raise, also displays the engine measured values in • Emergency engine start at LCP without slow turning
O
• Change of inlet timing
independent graphics.
• Blackout engine start at LCP without slow turning
C
• Remote engine start not set to automatic with slow turning This is a fail-safe system and a spring will return the camshaft to the normal
The shut down unit (SDU) is also housed within the LCP and in the event of
position if a control system or pneumatic system failure occurs, a loss of the
&
a failure of the HMI the SDU has three LED status bars displaying engine • Remote engine start set to automatic and standstill time of camshaft position by the control system will activate a shutdown.
status. engine less than 120 minutes without slow turning
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• Remote engine start set to automatic and standstill time of When operating in the gas mode the FCT will change from diesel mode to
The alarm system has the following fuctions:
engine equal or above 120 minutes with slow turning gas mode and adjust the valve timing to maintain the methane gas slip to a
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minimum and to increase the gas admission time to the combustion chamber.
• Automatic genset request, where the PMS will start the next • Remote engine start during running slow turn sequence will
V
standby engine, connect to the switchboard, take load and will allow direct start on completion of slow turning, if no failure has
occurred. Charge Air Pre-Heater Control
E
then disconnect the faulty genset, allow to cool down (dependant
on shut-down) and stop • Engine set to automatic will carry out a slow turning every four
R
hours The Charge air preheating control operates depending on the part load fuel
• Pre-alarm shutdown request, the PMS will start the next standby
rack position being less than 25%, resulting in the control valve being held
R
engine, connect to the switchboard and share the load • Following a control mode change to manoeuvring on an engine
shut and also suppressing the charge air temperature high alarm (7201). At
set to automatic, the PMS system will activate a slow turn
fuel rack positions greater than 25%, the control valve will open and the
O
ECM’s ( DFx3, Cx1)are located on the engine for the FCT and gas/diesel sequence.
charge air temperature high alarm (7201) will be operable.
F
mode governing, the gas valve unit (GVU) is controlled by MACS and is
hard-wired to the engine cabinet. IAMCS will monitor the availability of the diesel generators when set to
L
standby including the prelubrication and slow turning.
To maintain the most reliable system, the sensors are connected to different
Gas Management System
A
I/O modules, therefore if a single I/O module or serial bus line should fail, the
U
main system will remain in operation with the minimal loss of engine param- The gas management system is installed to control and monitor the gas plant
eters. systems and is not part of the engine contol system.
A N
The DCU and PLC will evaluate all connected sensors and display them at the
DCU, MACS time stamps the messages and alarms with the vessels main time
Ignition Fuel Module
M
and forwards this information to IAMCS.
When running the DF engine in gas mode, a pilot injection of MGO is re-
T
CAUTION quired to ignite the NG. It is essential that the quality and cleanliness of the
F
pilot fuel is correct, therefore an ignition fulf module is fitted and controlled
Be aware that the engine will still be ABLE to run with a failed engine alarm
and monitored by the engine control and monitoring system.
A
system.
D R

Illustration 2.2.2c Engine Control System Overview 12M46DF
IMACS
N T
E
Integrated Monitoring
Alarm and Safety System
M
Key
Modbus RTU
M
Modbus TCP
O
Modbus TCP Modbus TCP to Ship’s System
C
Modbus RTU RS-4BS Ship
Modbus TCP
Modbus RTU RS-4BS Engine
&
ModbusRTU RS-4BS SDU
Primary Interface: Modbus TCP DCU Ethernet Switch
Secondary Interface: Modbus RTU DCU Engine Cabinet CANbus
W
Tertiary Interface: Modbus TCP PLC TB
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1
V
PLC EC
Remote Panel
Engine Cabinet
E
2
Modbus RTU
R
Local Sharing Modbus RTU
System Ethernet Switch Modbus TCP
O
Terminal box
L F
RS-485
CAN 2
CAN 1
PLC TB
A
Engine TB Modbus TCP
2
N U CANbus 1
A
CANbus 2
M
TC 1 RTD 1 RTD 2
T
SDU
DCU
A F ECM 1
Big End Bearing
Temperature
R
iCPM ECM 2
Modbus RTU
TC 2 RTD 3 In-Cylinder Meas. System
Pressure Module ECM 3
D
OMD
Oil Mist
Detector

Electronic Governor Failure Mode for CANbus Loadsharing Power Supplies
The generator engines are all fitted with an electronic load sharing governor
and normally operate in the ISOCHRONOUS mode. Engine fuel demand is
Should a communication failure occur with one of the load sharing governors
it will trip itself into DROOP mode, display the communication failure alarm
N T
For power supply redundancy reasons, there are two 230V (AC) buffered from
E
UPS installed in both main switchboard rooms, to supplies to each control
regulated by the ECM and a direct acting hydraulic actuator. and minor alarm. A reset will be given and the V35 will attempt to re-estab- cabinet. the 230V being converted to 24V (DC) for the various control equip-
M
lish communication, if re-establishment is successful, ISOCHRONOUS load ment. There is also a redundant 230V supply to the DF engine for the addi-
The actuator regulates the fuel linkages under control of the electronic gov- sharing will commence, if unsuccessful, the V35 will remain in DROOP tional gas fuel system.
M
ernor. The electronic governor has stored parameters and using the measured mode and alarm.
data , calculates the required value required to operate the actuator.
O
During normal operation the LED display on the V35 will sequentially dis- Minimum systems for Safe Operation
C
Load sharing of the four generator engines is in ISOCHRONOUS mode play the engine speed, load share status, alarm codes and the connected V35’s,
when connected to the switchboard, the data transmission between electronic but if a “Governor Lost” alarm is present, it will display the alarm and the The minimum available systems required for safe operation of the engine with
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governors is by CANbus communication. identities of the governors still communicating within the CANbus. no restrictions is one ECM and the protection system.
Should unsymetrical load sharing be required, this can be changed over to CAUTION
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DROOP mode in the PMS. ISOCHRONOUS mode is controlled by the PMS
If a V35 is powered off , communication with the CANbus will stop
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via the lower/raise inputs of the electronic governor.
and all remaining units will switch to DROOP mode
V
When changing from ISOCHRONOUS mode to DROOP mode, the bump-
E
less transfer function calculates the DROOP zero position/current speed/load
conditions to ensure a smooth transition to DROOP mode. Loading/Off-Loading
Should a governor in DROOP mode running in parallel with other governors,

load may be adjusted using the Raise/Lower speed inputs.
R R
To ensure smooth and controlled loading/un-loading of the generators, the
load control circuit will ramp-up/ramp-down load gradually in order to mini-
mise the amount of disturbance to the net frequency.
O
The electronic governors are factory set and should not require further adjust-
F
ment unless defective. Should off-loading be selected via the digital input, this unit will be a “Slave”
unit even if it was previously selected “Master”. When off-loading the actua-
L
tor will ramp-down to the off load trip level and when the kW load reaches the
Engine Control Module
A
“Off Load Trip” level, the switchboard breaker will be opened.
U
The ECM is installed inline with the V35 which communicates the calculated
N
fuel demand to the ECM which in turn controls the actuator, the ignition fuel
common rail system and/or the gas admission valves to the requested settings.
M A
The diesel fuel engines only require one ECM to control the main actuator
and the FCT, whereas the Dual fuel engine requires three ECM’s to to control
T
the following:
A F
• No.1 ECM controls the main actuator, FCT and ignition fuel
common rail system
R
• No.2 ECM controls the gas admission valves
D
• No.3 ECM controls the gas admission valves

2.2.3 Main Engine Operation Procedure for Preparing a Main Engine for Starting h) Clean all lubricating oil system filters.
Engine Operation
Note: Prior to any engine start, a check must be made to ensure that there
are no obvious engine defects and all pipes, crankcase doors and linkages
N T
Note: A LO sample should be taken from each engine on a weekly basis
E
are correctly tightened and the samples analyzed as soon as possible. The samples must be taken
Each engine can be started and stopped from its own local control panel or the whilst lubricating oil is circulating through the system to ensure that the
M
engine control room console. When set to local control the engines cannot be It is good practice, when first starting, to start the engines from the control sample is representative of the oil in the system.
M
started from the engine control room. panel in the engine room. This will allow the duty engineer to satisfy himself
that the engines and support systems are ready to operate and only then switch
O
The local control panels have illuminated START and STOP pushbuttons, them over to engine control room control.
C
which allow for local starting and stopping of the engines. In addition there i) Switch on the prelubrication pump by setting the pump selectors to
is a lamp test pushbutton and illuminated indicators for ‘false start’, ‘start Subsequent starts and stops can then be undertaken from the engine control the AUTO position. Check the oil pressure and that oil is being
interlock’ and ‘control from remote control’. Two pushbuttons are provided for
&
room by the duty engineer in accordance with his requirements. circulated through the system. Check that there are no leaks.
adjusting the engine speed, these are marked LOWER and RAISE.
a) Ensure that power is available to the local and remote engine j) When the prelubricating pump is operating, open the cylinder
W
The panels also have various pressure gauges, turbocharger and engine rpm control systems, engine safety system and instruments. indicator cocks and turn the engine using the turning gear for
gauges. A digital temperature scanner that can display temperature readings
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two full revolutions. This is particularly important if engine
from sensors located on the engine is also provided. b) Ensure that all instrumentation root valves are open and that the maintenance work has been carried out. After turning the engine
V
instruments are operating correctly. disengage the turning gear.
E
c) Ensure that the fuel system is fully primed and that all fuel filters k) Ensure that the fuel system is correctly set for supply and return
R
have been cleaned. fuel oil flows to the same day tank. Check that there are no leaks
in the fuel system.
R
d) Ensure that the HT and LT fresh water cooling systems are fully
Note: The prelubrication pump should be operated for at least 10 minutes
charged and operating. The water level in the expansion tanks
O
before the engine is started.
must be checked and water added to the tanks as necessary.
F
e) Ensure that the HT preheater HT cooling water bypass valves, are
L
shut. l) Check that the engine local control panel has electrical power
A
available and that the indicator lamps are illuminated. Press the
f) Start the engine cooling water preheater pump to circulate water LAMP TEST pushbutton and check that all of the lamps are
U
through the engine HT cooling system. Apply heating to the working.
N
Note: The cooling water must be sampled each week and analysed for m) Ensure that the main air supply is available and that the valves to
A
corrosion inhibiting chemical. If the results of the analysis show a shortage the engine starting air system are open. Refer to section 2.6.
of inhibitor, additional chemical must be added in accordance with the
M
manufacturer’s recommendations. n) Press”Slow Turn” push button and confirm smooth rotation of
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engine to ensure no water in cylinder.
preheater, warming the engine through in accordance with the
F
manufactures recommendations.. Check the engine for cooling o) If all of the systems are normal the engine is ready for starting
A
water leaks, if there are any leaks rectify these before starting
the engine.
D R g) Check the level of oil in the engine sump and replenish from one
of the storage tanks if necessary.
Note: The engine HT cooling water should be heated to a minimum of

40°C before starting the engine.

Procedure for Starting an Engine from the Local Position Procedure for Starting an Engine from the ECR Procedure for the Emergency Starting of an Engine
a) Prepare the engine for starting in accordance with the procedure

above.
a) Prepare the engine for starting as in the procedure detailed
previously.
N T
Note: The emergency starting of an engine can only take place at the
engine. The start air pressure low alarm will be activated at 14 bar, but it
E
may still be possible to start the engine. This procedure is only to be used if
M
b) At the engine control panel set the changeover switch to position b) At the engine control panel set the change-over switch to position normal starting procedures do not operate because of failure in the control
No.1 (ENGINE). No.2 (REMOTE). This will automatically transfer engine system. (STBL is activated)
M
control to the ECR.
c) Confirm cooling water inlet valve is open.
O
c) Confirm “ready for start” lamp is illuminated on
C
d) Confirm exhaust gas damper LCP for Engines is indicating open IAMCSmimicpanel. a) Prepare the engine for starting as in the procedure detailed
(automatic operation) previously.
&
d) The engine can now be started from the ECR. Start the prelubrication
e) Press the START pushbutton on the control panel. The engine will pump by pressing the START PRE-LUBRICATION button and b) At the engine control panel set the changeover switch to position
turn over on starting air and when the firing speed is reached after 10 minutes of operation start the engine by pressing the No.1, Engine.
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(approximately 80 rpm) fuel will be admitted. When the engine START pushbutton. When the oil pressure at the engine is
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is running on fuel the starting air will be shut off and the air start sufficient, the START BLOCKING light will extinguish and c) Press “EMERGENCY START” pushbutton on LCP or the starting
lines vented. The governor will regulate the engine to the preset only then will it be possible to start the engine. air solenoid valve on the engine.
V
idling speed, 350 rpm.
Note: Although the engine has been started remotely, the duty engineer CAUTION
E
CAUTION should check the operation of the engine to ensure that there are no defects Manual emergency start is to be carried out with extreme caution as no safety
R
The master starting air valve must not be closed when the engine is which may only become apparent when the engine is running. The duty interlocks will be active.
running. engineer must stop the HT cooling water preheating pump and set the HT
R
cooling water system valves according to the procedures detailed above.
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f) The prelubrication pump will be automatically stopped when the
F
engine-driven LO pump is supplying oil to the engine systems If the engine is unable to start because of an interlock, the start sequence will
at the correct pressure. be blocked and the START BLOCKING alarm will be illuminated.
g) Stop the HT cooling water preheating pump and close the pump
and preheater valves. The engine-driven HT circulation pumps
A L
The OVERRIDE pushbutton will override the slowdown and shutdown
functions.
U
will circulate cooling water round the HT and LT cooling water
N
systems.
A
h) When the engine is running, check the engine for leaks and for
M
unusual noises which will indicate defective operation. If there
is any indication of a serious leak or defective operation the
T
engine must be stopped immediately.
A F
D R

Procedure for Stopping an Engine in Local or Remote Mode Routine Engine System Checks
T
a) Reduce the engine load gradually until it is operating on no load. a) During engine operation, the LO and cooling fresh water
N
temperatures and pressures should be checked. Abnormal
E
b) Activate the red engine STOP button on the control panel either changes in pressure or temperature will indicate defective
locally or at the remote control station. The control system operation or the failure of a component. High or low temperatures
M
will move the fuel rack to the zero fuel position and stop the and pressures will initiate alarm conditions, but changes in
M
engine. temperature and pressure across components such as coolers
and filters will indicate a need for cleaning which may be
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c) The engine systems may be left open if the engine is to be started undertaken before an alarm condition is reached.
again in the near future but if it is not to be operated for a longer
C
period, the system valves should be closed. b) Check for LO, cooling fresh water and fuel oil leaks. Rectify as
soon as possible. Check the levels in the LO circulation tanks
&
d) The starting air vessels must be fully charged and the fuel system and cooling water system expansion tanks.
isolated.
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Note: When the engine is running normally the LO separator should be
e) The engine must be left in a state or readiness for the next start.
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operated so that impurities are removed from the engine lubricating oil.
If maintenance is to be carried out on the engine this must be
scheduled carefully so that it can be completed before the next
V
engine requirement.
E
c) Check each cylinder performance by monitoring the spread of
R
exhaust temperatures when the engine is running at a steady load.
If an abnormal spread of exhaust gas temperatures is observed
R
check the cylinder power balance. If an exhaust temperature
is abnormally high or low without any other apparent engine
O
problems, suspect the instrumentation and check that.
F
d) Check engine alarms and shutdown conditions as applicable.
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e) Check that each engine’s local STOP pushbutton still works when
A
the main engine has been switched over to ECR operation.
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f) Check that the water drain in the charge air manifold is clear and
N
that excessive amounts of water are not discharged.
A
g) Sample the cooling fresh water for the concentration of corrosion
M
inhibitor and replenish as necessary.
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h) The LO should be sampled and analysed at intervals recommended
F
by the engine manufacturer and the oil supplier. The results of
A
the analysis will indicate whether any oil treatment is required
or if the whole charge needs to be replaced.
D R i) The fuel should be sampled whenever bunkers are taken and the
samples analysed. The results of the analysis will indicate if any
additional treatment or procedures are necessary before the fuel
is used in the engines.
N T
M E
M
2.3 Sea Water Systems
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2.3.1 Main Sea Water Cooling System

2.3.2 Air Conditioning Plant Sea Water Cooling System
2.3.3 Reverse Osmosis (RO) Sea Water Supply Systems
& C
IE W
E V
R R
F O
A L
N U
M A
F T
R A
D

Illustration 2.3.1a Principle Sea Water System
T
Deck 7 Deck 7
N
To MALS
E
For Weed Clearing
For Weed Clearing 050 048 046 041 043 045
M
FM
M
019 0D2 Auto Back- 009 0D1 010
Forward Forward
Wash Strainer
O
Sea Chest Sea Chest
Port 047 042 Starboard
Forward Sea Water Crossover Main
C
003 004 002 044 001
039 M 0A1 049 Conventional 038
&
005 Strainer
Key
To Clean Sea Water
FM Bilge Well Warm Sea Water Recirc.
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006 MGPS Treated Sea Water To Clean
0B1 Auto MGPS
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Steam Bilge Well
Back-Wash Filter Sea Water MGPS 016
Drain To Bilge
Sea Water Pump Supply Pump Cu-AI
0A2 Anode Vent
V
All Valves are Suffixed ‘VPH’
E
Unless Otherwise Stated
008 007
R
032
Fire Zone 4
R
From Main LT Cooling
Compartment 12 Fresh Water Coolers Outlet
Forward Main Engine Room
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Fire Zone 5
From Main LT Cooling
F
Compartment 14
Aft Main Engine Room Fresh Water Coolers Outlet
A L
U
058 057
MGPS 0A4
N
Cu-AI
Anode 066
To Clean 0B2
A
Bilge Well FM
To Clean
M
056
MGPS Bilge Well Auto Back-Wash
Sea Water Filter Sea Water Pump
055 Supply Pump
T
085 M 0A3 094 084
F
099
A
Aft 053 054 Aft Sea Water Crossover Main 052 051 Aft
097 092
Sea Chest Conventional Auto Back- Sea Chest
R
Port Strainer Wash Strainer Starboard
FM
D
060 0E2 059 0E1 069
088 098 096 091 093 095
For Weed Clearing For Weed Clearing

Deck 7 Deck 7
0A5
Reference Drawing:MA1-PH0001, Rev 4

2.3 Sea Water Systems MGPS Sea Water Supply Pump Introduction
T
Manufacturer: Naniwa Pump Mfg. Co. Ltd.
N
2.3.1 Main Sea Water Cooling System The principal sea water cooling system as shown in illustration 2.3.1a has
Type: MDHC
been designed as two independent systems, providing primary cooling for
E
Model: CR-80 the forward and aft engine rooms, compartment/fire zones 12/4 and 14/5
No.1 and No.2 Main Sea Water Cooling Pumps
M
No. of sets: 2 respectively. This achieves compliance with the Safe Return to Port rule
Manufacturer: Naniwa Pump Mfg. Co. Ltd. Capacity: 30m3/h at 1.0 bar (SRTP) for cruise liners.
M
Type: MDVC, variable speed Motor: 690V, 2.2kW, 1,500 rpm
The sea water cooling systems are designed to provide sufficient capacity for
O
Model: FBWV-500 Equipment No: NH13001/NH13002 the total cooling demand of the vessel.
No. of sets: 2
C
Capacity: 2,200m3/h at 2.0 bar Auto Back-Wash Filter Discharge Pump Each engine room compartment has two main sea water inlets situated above
&
Motor: 690V, 200kW, 1,000 rpm the double bottom level PT and SB. These being connected together via inlet
Manufacturer: Naniwa Pump Mfg. Co. Ltd. strainers by a crossover main located in the double bottom.
Equipment No: NH05001/NH05002 Type: MDHC (open impeller)
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Model: PS125/80 The sea water strainers have an isolation valve either side to allow for cleaning
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No.3 and No.4 Main Sea Water Cooling Pumps No. of sets: 2 when required. The automatic back-wash strainers have two modes of operation,
timer and differential pressure. The strainers are located as follows:
Manufacturer: Naniwa Pump Mfg. Co. Ltd. Capacity: 90m3/h at 1.0 bar
V
Motor: 690V, 11kW, 1,000 rpm • Forward engine room PT - automatic back-wash strainer.
Type: MDVC, variable speed
E
Model: FBWV-450-2 Equipment No: NH10001/NH10002 • Forward engine room SB - conventional strainer.
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No. of sets: 2 • Aft engine room PT - conventional strainer.
Capacity: 1,500m3/h at 3.0 bar • Aft engine room SB - automatic back-wash strainer.
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Scrubber Water Supply Pump
Motor: 690V, 250kW, 1,000 rpm
Manufacturer: Naniwa Pump Mfg. Co. Ltd.
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Equipment No: NH05003/NH05004 All the sea chests are also fitted with:
Type: MDVC
F
Model: C1V-250A • Vent line connection (valve must be open when in operation).
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No.1, No.2, No.3 and No.4 Main LT Fresh Water Coolers No. of sets: 2 • Steam connection for weed clearing and ice protection.
Manufacturer: Hisaka Works Ltd.
A
Capacity: 800m3/h at 6.5 bar • Marine growth protection system connection.
Type: Titanium plate heat exchanger; 399 plates Motor: 690V, 250kW, 1,500 rpm
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• Connection for sea water cooling recirculation (ice protection).
Model: RX-795-NHPM-399 Equipment No: NP02001/NP02002
N
• Connection for exhaust gas scrubber sea water supply
No. of sets: 4
(compartment 14 only).
A
Capacity: 12,500kW
No.3 and No.4 Main DG Scrubber
Equipment No: NG76001/NG76002/NG76003/NG76004 The main sea water cooling pumps take suction from the crossover main and
M
Manufacturer: Ecospray Tech. circulate sea water through the associated LT fresh water cooler and then the
Type: SW spray with centrifugal demister sea water is discharged overboard.
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Marine Growth Prevention System
No. of sets: 2
F
Manufacturer: Nippon Corrosion Engineering No.1 and No.2 main sea water cooling pumps take suction from the sea water
Capacity: 55,700Nm3/h at 85% load
A
Type: Cu-Al anode crossover located in compartment 12. No.3 and No.4 diesel generator sea
Equipment No: RA45013/RA45014 water cooling pumps take suction from the sea water crossover located in
R
Model: DEFGURON CAOG-26
compartment 14. These pumps are variable speed, giving the required water
No. of sets: 2
D
flow in all load conditions.
Equipment No: NH55001/NH55002
No.1 and No.3 main sea water pumps have an emergency bilge suction for
compartment 12 and 14 respectively.

Procedure for Operating the Sea Water System to the Main Forward Sea Water Crossover (Compartment 12, FZ4) Aft Sea Water Crossover (Compartment 14, FZ5)
T
LT FW Coolers
All valves suffixed ‘VPH’ unless otherwise stated. All valves suffixed ‘VPH’ unless otherwise stated.
With the forward and aft sea water crossover mains in operation as previously
described, sea water cooling can now be supplied to the main LT FW coolers.
Position Description
Open No.1 main sea water cooling pump suction valve
Valve
011
Position Description
Open
E
No.3 main sea water cooling pump suction valve
N Valve
061
M
Open No.1 main sea water cooling pump vent valve 0A9 Closed No.3 main sea water cooling pump emergency bilge 063
a) Initially, one sea water cooling pump in local control should
M
Closed No.1 main sea water cooling pump emergency bilge 013 suction valve
be used with the discharge valve (021VPH, No.1 or 071VPH, suction valve Closed No.3 main sea water cooling pump discharge valve 071
O
No.3) closed.
Closed No.1 main sea water cooling pump discharge valve 021 Open No.4 main sea water cooling pump suction valve 062
C
b) The main LT FW coolers are initially filled using the small Open No.2 main sea water cooling pump suction valve 012 Open No.4 main sea water cooling pump discharge valve 073
filling valves (014VPH, No.1, 018VPH, No.2 or 064VPH, No.3, Open No.2 main sea water cooling pump discharge valve 023 Closed Dry dock sea water cooling supply valve 090
&
068VPH, No.4) and the main inlet valves (024VPH, No.1 or Auto Surplus steam condenser auto-supply valve 033 Closed No.3 main LT FW cooler sea water cooling inlet valve 074
074VPH, No.3) closed to prevent damage to the cooler plates. Open Surplus steam condenser minimum flow supply valve 034 Open No.3 main LT FW cooler sea water small filling valve 064
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Closed Dry dock sea water cooling supply valve 089 Closed No.3 main LT FW cooler back-wash inlet valve 075
c) Ensure that sea water cooling minimum flow valve (034VPH)
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Closed No.1 main LT FW cooler sea water cooling inlet valve 024 Closed No.3 main LT FW cooler back-wash outlet valve 077
to the surplus steam condenser is open to prevent overheating
(forward main engine room only). Open No.1 main LT FW cooler sea water small filling valve 014 Open No.3 main LT FW cooler sea water cooling outlet valve 076
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Closed No.1 main LT FW cooler back-wash inlet valve 025 Closed No.4 main LT FW cooler sea water cooling inlet valve 028
E
d) Ensure that all test cocks are closed and that instrumentation Closed No.1 main LT FW cooler back-wash outlet valve 027 Closed No.4 main LT FW cooler sea water small filling valve 078
root valves are open. Set the valves in accordance with the
R
Open No.1 main LT FW cooler sea water cooling outlet valve 026 Closed No.4 main LT FW cooler back-wash inlet valve 079
following table:
Closed No.2 main LT FW cooler sea water cooling inlet valve 028 Closed No.4 main LT FW cooler back-wash outlet valve 081
R
Open No.2 main LT FW cooler sea water small filling valve 018 Closed No.4 main LT FW cooler sea water cooling outlet valve 080
O
Closed No.2 main LT FW cooler back-wash inlet valve 029 Closed Scrubber sea water mixing pipe supply valve 623
Closed Port aft sea chest recirculation valve 085
F
Closed No.2 main LT FW cooler back-wash outlet valve 031
Open No.2 main LT FW cooler sea water cooling outlet valve 030 Closed Starboard aft sea chest recirculation valve 084
L
Closed Main LT FW coolers discharge line vent valve 0A8 Open Sea water cooling overboard line valve 082
A
Closed Port forward sea chest recirculation valve 039 Open Sea water cooling overboard discharge valve 083
Closed Starboard forward sea chest recirculation valve 038
U
e) Start the main sea water cooling pump at the local position and
Open Sea water cooling overboard discharge valve 037
N
slowly open the discharge valve (021VPH or 071VPH) to allow
the system to fill. Vent at the LT FW coolers and the discharge
A
line as required.
M
f) Open the main LT FW cooler inlet valves (024VPH, No.1,
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028VPH, No.2 or 074VPH, No.3, 078VPH, No.4) and close
small filling valves (014VPH, No.1 or 064VPH, No.3).
A F g) Open up the sea water cooling pump discharge valve fully

(021VPH, No.1 or 071VPH, No.3) and change local pump
R
starter to remote.
D
h) On the sea water cooling mimic in the ECR, select auto with the
other main sea water pump as standby.
Authors Note: Section 2.3.1 WIP.

Illustration 2.3.1b Aft and Forward Main Engine Sea Water Room Cooling System
T
Forward Forward
N
Sea Chest Forward Sea Water Crossover Main Sea Chest
Port Starboard
E
039 012 011 038
IAMCS
M
500 500
034 50 250 P C P C 250
T
M
300 M 300
To Sea Chest Vent Line
033 NC 0A9
O
40 200 022 020
Main Cooling Sea Water Main Cooling Sea Water
Surplus STM T 087 Pump (2.200m3/h x 2 bar) Pump (2.200m3/h x 2 bar) 400 Emergency Bilge
C
500
Condenser NC 089 023 021 013 Suction
300 To Bilge Well P
TAHH TAH TIC
10 Pump Auto Change Pump Auto Change
PM 550
&
45470 45470 45470 0A8 45460
350
450 350
10
0A7
W
T T
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450 200 350
030 P P
026 350
032 035 No.2 Main Low No.1 Main Low
Temperature Temperature
V
031 027
Cooling Fresh Cooling Fresh
Water Cooler Water Cooler
E
350
029 P P 025 350
Fire Zone 4
R
Compartment 12 250 028 024
Forward Main Engine Room T T
Small Filling 50 50 Small Filling
Valve Cleaning Cleaning Valve
R
450 018 Connection 250 Connection 014
037 036
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To Scrubber Sea Water System 250
F
See illustration 2.3.1c 623 Small Filling 50 50 Small Filling
450 250 Valve 068 T T 064 Valve
L
Key
083 082 Sea Water
Fire Zone 5 078 074 350
A
350 P Warm Sea Water Recirc. P
Compartment 14 No.4 Main Low No.3 Main Low
Aft Main Engine Room Vent
U
079 Temperature Temperature 075
Cooling Fresh Drain To Bilge Cooling Fresh
Water Cooler Instrumentation Water Cooler
N
450 200
350
081 P P 077 350
A
080 Unless Otherwise Stated 076
Bunker Station Bunker Station Cleaning T T
Cleaning
(Port) (Starboard)
M
450 Connection 350 Connection
200 350
Emergency Bilge
T
PM 450 400
45460
063 Suction
F
Deck 3 NC 090 P 073 071 400
A
P C P C
200 200
072 070
R
250 250
NC 086 Main Cooling Sea Water Main Cooling Sea Water
D
400 400
40 Pump (1.500m3/h x 3 bar) Pump (1.500m3/h x 3 bar)
To Scrubber Supply
See Illustration 2.3.1c 085 To Bilge Well 062 061 084
Pump Auto Change Pump Auto Change
Aft Aft
Sea Chest Aft Sea Water Crossover Main Sea Chest
601 Port Starboard

Both the forward and aft engine room sea water cooling systems have direct Procedure for Operating the Sea Water Crossovers PositionDescription Valve
T
connections with the shore sea water supply, thus enabling the associated diesel
Closed MGPS unit vent valve 008
N
generator engine to be run during the vessel’s stay in dry dock. When operating Each sea suction chest has a weed clearing steam connection from the steam
with a dry dock supply, the discharges must be via pipes attached to flanges at Open MGPS unit discharge valve 007
system and a vent line. The vent valves should be left open at all times when
E
the sea chests. Shore supply cooling sea water is usually limited and so only the sea chest is in service. Open Starboard sea chest MGPS inlet check valve 0D1
one diesel generator engine may be operated.
M
Open Starboard sea chest MGPS inlet valve 010
The sea chests have recirculation lines from the LT coolers sea water overboard Closed Port sea chest air vent valve 048
M
The speed of each main cooling sea water pump is controlled in accordance discharge; these facilities should be used in order to prevent the build-up of ice Closed Port sea chest weed clearing steam supply valve 050
with the demands of the associated LT fresh water cooling system. The PID in the sea chest in ice conditions.
O
controller is integrated in the IAMCS which uses the temperature after the LT Closed Port sea chest warm water recirculation remote operated 039
valve
C
cooler to control the setting of the LT cooler bypass three-way valve, and the The inlet valves connecting the sea suction chest to the suction filters are
speed of the associated sea water cooling pump is controlled to maintain the remotely operated and normally controlled through the IAMCS from the Closed Port sea chest remote operated suction valve 003
position of the three-way valve to the set point (default 80%).
&
appropriate sea water cooling screen mimic. The procedure detailed below Closed Port suction filter vent valve 047
assumes that the sea water crossovers will be operated using the starboard sea Closed Port suction filter outlet valve to crossover 004
A differential pressure sensor is fitted across each pump and this initiates suction chests. In normal operation, both back-wash filters are used and the Closed Port sea chest MGPS inlet diaphragm valve 009
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an alarm should the pressure across the pump fall to 0.15 bar and automatic manual filters are standby.
changeover is activated at 0.1 bar. Closed Port sea chest MGPS inlet check valve 0D2
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Closed Port sea chest MGPS inlet valve 019
a) Ensure that all the suction filters are clean. The filters should
Each main cooling sea water pump can be operated from its local starter panel
V
be cleaned when the pressure drop across the filter reaches an As Reqd MALS piping
or remotely via the IAMCS. The local starter has a LOCAL/REMOTE selector unacceptable level. Care must be taken when cleaning a filter to Closed Port suction filter electric motor operated valve to auto 0A1
E
switch and START and STOP pushbuttons. When switched to LOCAL, the ensure that the inlet and outlet valves are securely closed, and back-wash pump
R
pump is started and stopped by pressing the START/STOP buttons.
that the filter has been vented and drained. The filter cover must Closed Port suction filter manual valve to auto back-wash pump 049
be carefully unbolted to ensure that there is no pressure in the Closed Port suction filter auto back-wash pump discharge valve 0A2
When the selector switch is set to the REMOTE position, the pumps can be
R
filters, and that sea water is not leaking past a damaged valve. Open Sea water crossover vent valve port 046
started and stopped in manual mode through the IAMCS via the appropriate
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screen mimic. If automatic is selected at the mimic display, running and fault
b) Ensure that all test cocks are closed and that instrumentation
indication, etc, are displayed. The mimic also displays further information,
F
root valves are open. Set the valves in accordance with the Sea Water Crossover (Compartment 14, FZ5)
such as LOCAL/REMOTE control. The speed of the pump is controlled by the
following table:
L
IAMCS and automatic changeover function becomes available. All valves suffixed ‘VPH unless otherwise stated, starboard aft auto back-
wash strainer in use.
A
The sea water circulation system is protected against marine growth and Sea Water Crossover (Compartment 12, FZ4)
Position Description Valve
U
corrosion by an anti-fouling system with aluminium and copper anodes in
each sea water crossover and sea suction chest. The anodes for each system are All valves suffixed ‘VPH’ unless otherwise stated, starboard forward Open Starboard sea chest air vent valve 093
N
connected to the Marine Growth Prevention System (MGPS) which is detailed conventional strainer in use. Closed Starboard sea chest weed clearing steam supply valve 095
A
later in this section. All the sea water cooling pipes are polyethylene coated, Closed Starboard sea chest warm water recirculation remote 084
therefore, hot work is prohibited. operated valve
M
Open Starboard sea chest air vent valve 043
In the event of there being a blackout in the engine room, the operating main Closed Starboard sea chest weed clearing steam supply valve 045 Open Starboard sea chest remote operated suction valve 051
T
cooling sea water pumps will be automatically restarted as part of the network Closed Starboard sea chest warm water recirculation remote 038 Auto Starboard suction filter remote operated valve to auto 0A3
back-wash pump
F
sequential restart procedure by the power management system. See Section 5.2 operated valve
for further information. Open Starboard sea chest remote operated suction valve 001 Closed Starboard suction filter manual valve to auto back-wash 094
A
pump
Closed Starboard suction filter drain valve 044
R
Open Starboard suction filter auto back-wash pump discharge 0A4
Open Starboard suction filter vent valve 042
valve
D
Open Starboard suction filter outlet valve to crossover 002
Open Starboard suction filter auto back-wash pump overboard 0A5
Open Sea water crossover vent valve starboard 041 discharge valve
Open MGPS SW supply pump suction valve 005 Open Starboard suction filter vent valve 092
Open MGPS SW supply pump discharge valve 006 Open Starboard suction filter outlet valve to crossover 052
Closed MGPS unit drain valve 016 Open Sea water crossover vent valve starboard 091
Position Description Valve Sea Water Protection System
T
Open MGPS SW supply pump suction valve 055 Sea Water Anti-fouling and Corrosion Protection System
N
Open MGPS SW supply pump discharge valve 056 Manufacturer: Nippon Corrosion Engineering
E
Closed MGPS unit drain valve 066 Type: Copper and aluminium anodes
M
Closed MGPS unit vent valve 058
Open MGPS unit discharge valve 057 Anti-fouling and corrosion protection systems are provided at sea chests and
M
Open Starboard sea chest MGPS inlet diaphragm valve 059 the MALS piping, by means of two separate sub-systems:
O
Open Starboard sea chest MGPS inlet check valve 0E1 • Forward for compartment 12.
Open Starboard sea chest MGPS inlet valve 069
C
• Aft for compartment 14.
Closed Port suction filter drain valve 099
&
Closed Port sea chest air vent valve 098 The Cu anodes release copper ions when an electric current is applied and these
Closed Port sea chest weed clearing steam supply valve 088 ions combine with those released from the sea water during electrolysis. The
Closed Port sea chest warm water recirculation remote operated 085 effect of the ions is to prevent or discourage micro-organisms from entering the
W
valve sea water circulation system, thus preventing the breeding of these organisms
IE
within the sea water system.
Closed Port sea chest remote operated suction valve 053
Closed Port suction filter vent valve 097
V
It is essential that the correct current is applied to the anodes for the operating
Closed Port suction filter outlet valve to crossover 054 sea water suction chest; too low a current results in insufficient protection and
E
Closed Port sea chest MGPS inlet check valve 0E2 too high a current results in rapid wasting of the anodes. The anodes must be
R
Closed Port sea chest MGPS inlet valve 060 checked periodically in order to ensure that they are wasting at the expected
rate. Rapid wasting will result in loss of protection when the anodes are
R
c) The sea water crossovers are now ready for the operation of any depleted, but the rapid wasting of the copper anodes can result in high copper
of the connected sea water systems. At least two sea suction deposits on the sea suction filter, resulting in partial blockage.
O
filters should be open (these may be on the same side of the
F
vessel or one on the port and one on the starboard). The current settings for all the anodes should be automatically controlled,
based on the sea water flow in the system. The manufacturer states that there is
L
no need to adjust any of the settings once the unit is operational. Adjustment of
d) Start the marine growth prevention system, this should always
current should only be made after consulting the supplier’s operating manual.
A
be operational whenever any sea water main is in use.
Incorrect setting of the current can result in inadequate protection against
U
marine growth and corrosion.
N
There are local control panels in compartments 12 and 14. To check the
A
system is functioning correctly, the operator should check the unit is on and
in AUTOMATIC mode and the green AUTO LED is illuminated. The mode
M
should be selected using the selector switch on the local panel and selecting
AUTOMATIC. If there are any errors, refer to the manufacturer’s manual for
T
details of corrective measures, bearing in mind that incorrect adjustment of the
F
unit can result in poor system protection.
R A
D

Illustration 2.3.1c Exhaust Gas Scrubber Sea Water Cooling System Aft Main Engine Room
T
No.4 Main Engine No.3 Main Engine
P P Compartment 14 Garbage Handling Space Aft Casing Scrubber Scrubber
25
N
H. Tech
Water 066VPU Sodium 067VPU
VA57 Carbonate
E
SA RM
46660 46660 Storage Tank 200 200
LAH
M FS 46675
M
LAH
Water Charge FS FS 46680 LAM
Start/Stop FS FS 46675
XA XM
M
46696 46696 LAL
FS 46675
LALL LM Electric Heater
O
46680 46680
LAL
FS 46680 V97
Sodium
C
Carbonate PM PM
Mixing Tank 061VPU 46545 46545
674 673
&
25 TM TM
46565 46565
062VPU 064VPU Cofferdam Escape Trunk PM PM

Compartment Compartment FM 46590 FM 46590
Sodium Carbonate 14 13 676 675
W
Solution Circ. Pumps 25 25 PM PM
PIC25 (2m3/h x 6 Bar) 46590 46590
Sodium Carbonate 80071 350 678 677
IE
25 350
Handling Room TM TM
Compartment 15 063VPU 065VPU 350 To No.4 Main Engine 46570 46570
Scrubber
V
Hotel 627
350 350
Workshop
E
Compartment 15 626 078VPU 076VPU
Aft Main Engine Room
R
25 25 Compartment 14
FM FM
Aft Sea Chest
Port
O R 601
F
25 25 450 077VPU 075VPU
10 10 25
L
684 683
25
Sampling Sampling
A
LS LS LS 602 604
TM Scrubber Water
PH 46575
Mixing Pipe
U
628 M67 M63
450 642 To Clean
641 Bilge well
N
DPS
M69 350 350 25
686 625 624 LS 603
A
600 10
FM 25 P
Sampling
PH 607
DPS
M
PM Key 25
46550
From Main Lock 672 637 M66
25 450
Cooling System 608 350
Sea Water
T
687 623 M65
10
615
685 082 Pump 15 Scrubber Water 682
F
P FM Supply Pump
10
M
Sampling 073VPU 074VPU (800m3/h x 65mth) Sampling
100 100 80 40 Near Coaming
A
Scupper
P
R
600
Key DPS
450 25 80
635
D
Sea Water Supply 671 M62
622 083 350
Sea Water Drain 10
M61 605
15 Scrubber Water 681
Instrumentation FM Supply Pump RA45023
M
Aft Auxiliary 071VPU 072VPU (800m3/h x 65mth) Sampling
Electrical Signal 80 40 Near Coaming
Machinery
Room All Valves are Suffixed ‘VPH’ Scupper
Compartment Unless Otherwise Stated 25
15

Procedure for Operating the Sea Water System to the Position Description Valve Position Description Valve
T
Scrubber Systems Auto No.3 ME scrubber strainer back-wash valve Closed No.3 ME scrubber inlet valve to mixing pipe M63
N
Closed No.3 ME scrubber strainer vent valve 635 Open No.4 ME scrubber inlet valve to mixing pipe M67
The exhaust gas cleaning system (EGCS) has been fitted to the exhaust systems
E
of No.3 and No.4 main engines located in compartment 14, fire zone 5. Open No.3 ME scrubber strainer outlet valve M62 Auto Mixing pipe dilution water to overboard 082
M
Auto. No.3 ME scrubber lower nozzle inlet valve Auto Mixing pipe dilution water inlet valve 623
The system comprises of two dedicated scrubber sea water supply pumps Open No.3 ME scrubber drain water monitor inlet valve 626 Open Dilution water overboard discharge valve
M
which supply sea water to there dedicated ME scrubber unit to cool and clean Open No.3 and No.4 ME scrubber drain water monitor outlet 628 Open Overboard discharge monitor inlet valve 624
the exhaust gas as it passes through the scrubber.
O
valve Open Overboard discharge monitor outlet valve 625
Open No.3 ME scrubber inlet valve to mixing pipe M63 Open Overboard discharge line valve M69
C
The sulphur oxide content (SOx) is reduced prior to the exhaust gas exiting
Closed No.4 ME scrubber inlet valve to mixing pipe M67 Open Overboard discharge valve 622
the stack.
Auto Mixing pipe dilution water to overboard 082
&
The sea water drains from the scrubber with a reduced pH level, which is Auto Mixing pipe dilution water inlet valve 623 c) Start and stop of variable speed scrubber water supply pump
monitored and treated accordingly to raise the discharge to an appropriate pH Open Dilution water overboard discharge valve 083 shall be sequentially controlled by exhaust gas treatment
W
level. system,
Open Overboard discharge monitor inlet valve 624
IE
Open Overboard discharge monitor outlet valve 625 d) Details of full system operation and chemical treatment are
The treated sea water then passes through the scrubber water mixing pipe,
Open Overboard discharge line valve M69
V
where sea water from the main LT FW cooler discharges is added to dilute shown in Section 2.8, Exhaust Gas Treatment System.
the treated sea water, this being controlled by a final sample monitor prior to Open Overboard discharge valve 622
E
discharge overboard.
R
No.4 ME Scrubber
a) With the aft sea water crossover main and aft sea water cooling
R
to main LT FW coolers in operation as previously described, sea All valves suffixed ‘VPH’ unless otherwise stated.
water cooling can now be supplied to the scrubber system.
O
F
b) Ensure that all test cocks are closed and that instrumentation Open Aft sea chest suction valve 601
root valves are open. Set the valves in accordance with the Closed Sea water strainer bypass valve 604
L
following tables:
Closed Sea water strainer drain valve 641
A
Closed Sea water strainer vent valve 642
No.3 ME Scrubber
U
Open Sea water strainer inlet valve 602
N
All valves suffixed ‘VPH’ unless otherwise stated. Open Sea water strainer outlet valve 603
Open Sea water supply monitor inlet valve 607
A
Open Sea water supply monitor outlet valve 608
Open Aft sea chest suction valve 601
M
Closed No.3 ME scrubber water supply pump suction valve M61
Closed Sea water strainer bypass valve 604
Open No.4 ME scrubber water supply pump suction valve M61
T
Closed Sea water strainer drain valve 641 Closed No.4 ME scrubber water supply pump discharge valve 615
F
Closed Sea water strainer vent valve 642 Closed No.4 ME scrubber strainer drain valve RA
A
Open Sea water strainer inlet valve 602 45024
Open Sea water strainer outlet valve 603 Auto No.4 ME scrubber strainer back-wash valve
R
Open Sea water supply monitor inlet valve 607 Closed No.4 ME scrubber strainer vent valve 637
D
Open Sea water supply monitor outlet valve 608 Open No.4 ME scrubber strainer outlet valve M66
Closed No.4 ME scrubber water supply pump suction valve M65 As reqd. No.4ME scrubber lower inlet valve
Open No.3 ME scrubber water supply pump suction valve M61 Open No.4 ME scrubber drain water monitor inlet valve 627
Closed No.3 ME scrubber water supply pump discharge valve 605 Open No.3 and No.4 ME scrubber drain water monitor outlet 628
Closed No.3 ME scrubber strainer drain valve valve

Illustration 2.3.2a ACU Sea Water System
T
501
From
E N
M
From
No.1 CCU No.3 CCU
P C
M
450 450 350
511
502 M
O
ACU Cooling Sea Water 450
507 508 509 215
Pump (1300m3/h x 2 bar)
513 530
C
TM TIC
80211 80211 300 300
&
506 503
450
ACU
W
LCP
To Ball Cleaning
System
IE
Ball Trap
No.1-1 No.1-2
V
Absorption Chiller Unit Absorption Chiller Unit
(ACU) (ACU)
R E
300
504 505
R
Fire Zone 4
300 300
Compartment 12
F O
Fire Zone 5 300 300
Compartment 14
Aft Main Engine Room 555 554
A L 300
N U
No.2-1
Absorption Chiller Unit
No.2-2
Absorption Chiller Unit
A
(ACU) (ACU)
To Ball Cleaning
M
ACU
LCP System
Ball Trap
T
553 556
300 300 450
F
TM TIC
80211 80211 From No.3 CCU
A
563 580
R
Key 552 P C M
450
450 450 350 557 558 559 255
D
Sea Water Supply 561
ACU Cooling Sea Water
Sea Water Return Pump (1300m3/h x 2 bar)
551
Electrical Signal
All Valves are Suffixed ‘VPH’ Aft Sea Water Crossover Main
Reference Drawing:MA1-PO0009, Rev 4

2.3.2 Air Conditioning PLANT Sea Water Cooling Absorption Chiller Unit Cooling Sea Water System Aft Engine Room (Compartment 14, FZ5)
T
Systems
All valves suffixed ‘VPH’ unless otherwise stated.
N
These ��
cooling ��
sea water systems are provided for the ACU located in the forward
and aft engine rooms, compartment 12, 14 and fire zone 4, 5 respectively.
E
Absorption Chiller Unit (ACU) ��
Cooling ��
Sea Water Pumps Position Description Valve
Manufacturer: Naniwa Open Aft ACU cooling sea water pump suction valve 551
M
Each system comprises of an variable speed ACU ��
cooling��
sea water pump,
Type: MDVC, variable speed which takes suction from the main sea water crossovers and supplies it to the Open Aft ACU cooling sea water pump discharge valve 563
M
Model: FBWW-450 ACU condenser and absorber. Open No.1 aft ACU cooling sea water inlet valve 556
Open No.1 aft ACU cooling sea water outlet valve 554
O
No. of sets: 2 The sea water leaving the condenser is directed overboard or diverted back to
Capacity: 1,300m3/h at 2.0 bar (100%) Open Ball trap outlet valve 580
C
the pump suction by a three-way valve.
Motor: 690V, 132kW, 1,000 rpm Operational Return/overboard three-way valve 557
Open Return valve 561
&
Builder’s reference No: NH17001/NH17002 The three-way valve and the variable speed cooling��
��
sea water pump are
controlled by the control system to maintain the cooling water inlet temperature Open No.2 aft ACU cooling sea water inlet valve 553
between operating temperatures of 20°C to 32°C. Open No.2 aft ACU cooling sea water outlet valve 555
W
Ball Cleaning System Sea Water Circulation Pump
Open Overboard discharge line valve 559
IE
Manufacturer: Naniwa Procedure for Operating the Sea Water Systems to the ACU Open Aft ACU cooling sea water overboard discharge 255
Type: MDHC, variable speed valve
V
With the forward and aft sea water crossover mains in operation as previously
Model: BH-50
E
described, cooling
��
sea
��
water can now be supplied to the ACU ��
cooling sea
��
water c) ACU cooling
��
sea
��
water pump is automatically controlled from
No. of sets: 1 systems. ACU local control panel.
R
Capacity: 12.6m3/h at 2.4 bar (100%)
Motor: 690V, 4��
��
kW, 3,000��
��
rpm a) Ensure that all test cocks are closed and that instrumentation
Sponge Ball Type Cleaning System
R
Builder’s reference No: NH16001 root valves are open.
O
The ACU is fitted with a sponge ball type heat exchanger cleaning system
b) Set the valves in accordance with the following table:
F
which will prevent scale build-up within the heat exchanger, maintaining
Centrifugal Chiller Unit (CCU) ��
Cooling Sea Water��
Pumps
efficiency.
L
Manufacturer: Naniwa Forward Engine Room (Compartment 12, FZ4)
Type: MDVC, variable speed The system consists of one ball collector, two ball traps and one sea water
A
All valves suffixed ‘VPH’ unless otherwise stated. circulation pump. The sea water circulating pump circulates the sponge balls
Model: FBWV-450
U
within the sea water pipe-work and heat exchanger, preventing scale adhesion.
No. of sets: 3 Position Description Valve
The sponge balls are collected in the ball traps in each system and are then
N
Capacity: 1,250m3/h at 2.0 bar (100%) Open No.1 ACU cooling sea water pump suction valve 501 returned to a common ball collector for re-circulation.
A
Motor: 690V, 132kW, 1,000 rpm Open No.1 ACU cooling sea water pump discharge valve 513
Builder’s reference No: HC91023-Z01/-Z02/-Z03 Open No.1B ACU cooling sea water inlet valve 503 This system is automatically controlled from the local control panel, cleaning
M
Open No.1B ACU cooling sea water outlet valve 505 one ACU at a time by opening and closing the relevant valves, and running the
circulation pump for thirty seconds with a thirty minute interval between each
T
Open Ball trap outlet valve 530
Emergency Chiller Unit ��
Cooling Sea Water��
Pump operation.
Operational Return/overboard three-way valve 513
F
Manufacturer: Naniwa Open Return valve 511
A
Forward Engine Room (Compartment 12, FZ4)
Type: MDVC Open No.1A ACU cooling sea water inlet valve 506
R
Model: FBSV-150 Open No.1A ACU cooling sea water outlet valve 504 All valves suffixed ‘VPH’ unless otherwise stated.
D
No. of sets: 1 Closed Forward ACU sea water cooling drain valve 541
Capacity: 120m3/h at 2.5 bar Open Overboard discharge line valve 509
Open TR1 ball trap manual outlet valve 526
Motor: 690V, 18.5��
��
kW, 1,500
�� rpm Open Forward ACU cooling sea water overboard 215
Operational TR1 ball trap outlet valve 527
Builder’s reference No: ��
HC91016 discharge valve
(MV13)
Open Fwd line manual valve 532

Illustration 2.3.2b Sponge Ball Cleaning System
Ball Trap
N T
E
To Overboard/ACU 350 450 300
Cooling Sea Water Pump
M
Key
M
ACU Sea Water System
O
No.1-1 No.1-2 Sponge Ball Type Cleaning System
C
Absorption Chiller Unit Absorption Chiller Unit All Valves are Suffixed ‘VPH’
(ACU) (ACU) Unless Otherwise Stated
&
50 50
W
532 (1-1) 526 (1-2) 525 (1-3) 523 (1-4)
IE
531 (M14) 527 (M13) 524 (MV11) 522 (MV12)
V
From ACU Cooling 50 50
350 300 300
Fire Zone 5
Sea Water Pump Compartment 13
E
(1300m3/h x 2 bar) Mid Auxiliary Machinery Room Room
R
50
Fire Zone 4
R
Compartment 12 50
O
50
F
571
Ball Trap
L
To Overboard/ACU 350 450 300
A
Ball Collector
N U
A
No.2-1 No.2-2 579 587 586 585
Absorption Chiller Unit Absorption Chiller Unit (MV1) (MV2) (MV3) (MV4)
M
(ACU) (ACU) NC 588
15
50 50
F T
50 50 50 50
A
582 (2-1) 576 (2-2) 573 (2-3) 575 (2-4)
C P
R
581 (M24) 577 (M23) 572 (M21) 574 (M22)
D
From ACU Cooling 50 50
350 300 300 Ball Cleaning Sea Water
Sea Water Pump
Circulation Pump
(1300m3/h x 2 bar)
50
Fire Zone 5 50
Compartment 14
Reference Drawing:MA1-PO0009, Rev 4
Position Description Valve Centrifugal Chiller Unit Sea Water Cooling System Illustration 2.3.2d Sponge Ball Type Cleaning System
T
Operational Fwd line valve 531 Operation of Sponge Ball Injection Circuit
N
(MV14) The centrifugal chiller units consists of three centrifugal chiller units (CCU),
Ball Trap TR1
two located in the forward and one in the aft engine rooms, compartment 12,
E
To OB/ACU
Open No.1-2 chiller manual inlet valve 523 14 and fire zone 4, 5 respectively. Cooling SW
Operational No.1-2 chiller inlet valve 522 Pump
M
No.1-1 Aft
(MV12) Absorption Chiller Unit
Each CCU having a dedicated variable speed sea water cooling pump and on (532) 1-1 (ACU) (Starboard)
M
TBC No.1-1 chiller manual inlet valve 525 the condenser outlet, a three-way valve to direct the sea water overboard or
Operational No.1-1 chiller inlet valve 524 divert it back to the pump suction to maintain the required sea water cooling
O
(MV11) temperature.
50 50
C
The three-way valve and the variable speed sea water cooling pump are NO 3-1 (571)
Mid Auxiliary Machinery Room (Compartment 13, FZ5)
&
controlled by the control system to maintain the cooling water inlet temperature
between operating temperatures of 20°C to 34°C. (525) 1-3
All valves suffixed ‘VPH’ unless otherwise stated. Ball Collector
W
(531) MV14 (524) MV11
Position Description Valve With the forward and aft sea water crossover mains in operation as previously
(587) (585)
IE
Operational Ball collector manual inlet/outlet valve 571 described, sea water cooling can now be supplied to the CCU sea water cooling
systems. MV3 MV1
Operational Circulation pump suction valve 579 NC 3-2 (588)
V
(MV1) 50 From ACU 50 15 50 50
a) Ensure that all test cocks are closed and that instrumentation Cooling Sea Water
E
Operational Circulation pump suction valve 587 root valves are open. Pump
(MV2)
R
Operational Circulation pump discharge valve 588 b) Set the valves in accordance with the following table:
(MV3)
R
Operational Circulation pump discharge valve 585
O
(MV4)
F
Closed Circulation pump drain valve 588 Operation of Sponge Ball Collection Circuit
L
Illustration 2.3.2c Sponge Ball Type CleaningSystem Ball Trap TR1 Key
Aft Engine Room (Compartment 14, FZ5)
A
To OB/ACU
Water MV MV MV MV MV MV MV MV MV MV MV MV Sponge Ball Circuit
Key Cooling SW
Pump 1 2 3 4 11 12 13 14 21 22 23 24
U
Pump ACU Sea Water Supply
Injection On O X O X O X X O X X X X
Position Description Valve No.1-1 (532) 1-1 1-2 (526)
N
Collection On X O X O X X O O X X X X
Open TR2 ball trap manual outlet valve 576
A
Injection On O X O X X O X O X X X X 50 50 50
Operational TR2 ball trap outlet valve 577 No.1-2
Collection On X O X O X X O O X X X X NO 3-1 (571)
M
(MV23)
Open Aft line manual valve 582 Injection On O X O X X X X X O X X O
T
No.2-1
Operational Aft line valve 581 Collection On X O X O X X X X X X O O
Ball Collector
F
(531) MV14 MV13 (527)
(MV24) Injection On O X O X X X X X X O X O
No.2-2
A
Open No.2-1 chiller manual inlet valve 573 (585) (587)
Collection On X O X O X X X X X X O O
Operational No.2-1 chiller inlet valve 572
R
MV4 (588) NC MV2
3-2
(MV21)
50 50 50 15 50
D
Open No.2-2 chiller manual inlet valve 575
Operational No.2-2 chiller inlet valve 574
(MV22)

Illustration 2.3.2e CCU Sea Water Cooling System
T
N
Compartment 13 Compartment 12 Key
Mid Aux. Mach. Room Forward Main Engine Room
E
Sea Water Supply
From Absorption From Absorption
M
Chiller Unit Chiller Unit All Valves are Suffixed with ‘VPH’
O M
C
M M M
&
252 233 232 213 212
243 251
CCU
LCP
IE W223 231
CCU
LCP
203 211
CCU
LCP
V
PM PM PM
E
244 P
80076 224 P
80075 204 P
80074
Sacrifice Sacrifice Sacrifice
R
Pipe Pipe Pipe
PIC PIC PIC
80079 80078 80077
R
T T T
O
242 222 202
C C
L F C C C C
A
No.3 No.2 No.1
CCU CCU CCU
No.3 CCU Cooling No.2 CCU Cooling No.1 CCU Cooling
U
Condenser Condenser Condenser
Sea Water Pump Sea Water Pump Sea Water Pump
N
SA RM PIC SA RM PIC SA RM PIC
80393 80393 80073 80392 80392 80071 80391 80391 80071
245
M A 225 205
241
F T 221 201
R A Sea Water Crossover Sea Water Crossover Main
255
D
OIO
45540
(Compartment 14)
215
OIO
45540

Forward Engine Room (Compartment 12, FZ4) c) Start variable speed CCU sea water cooling pump locally on
T
minimum speed and slowly open discharge valve (TBC,VPH or
N
TBC,VPH) until fully open, then increase pump speed to give
required flow.
E
Open No.1 chiller unit sea water cooling pump suction 201
M
valve
M
Open No.1 chiller unit sea water cooling pump discharge 202
valve
O
Open No.1 chiller unit sea water cooling in-let valve into 203
C
CCC unit
Open No.1 chiller unit sea water cooling out-let valve 211
&
from CCC unit
Operational No.1 chiller unit sea water cooling pump three-way 212
valve
W
Open No.1 chiller unit sea water isolation valve 213
IE
Open Forward ACU and CCU sea water cooling 215
overboard discharge valve
E V
R
R
O
F
valve
Closed No.2 chiller unit sea water cooling pump discharge 222
L
valve
A
Open No.2 chiller unit sea water cooling in-let valve to 223
CCC unit
U
N
from CCC unit
Operational No.2 chiller unit sea water cooling three-way valve 232
A
Open No.2 chiller unit sea water isolation valve 233
M
Open Forward ACU and CCU sea water cooling 215
overboard discharge valve
T
F
valve
A
Closed No.3 chiller unit sea water cooling pump discharge 241
valve
R
Open No.3 chiller unit sea water cooling in-let valve into 243
D
CCC unit
from CCC unit
Operational No.3 chiller unit sea water cooling three-way valve 252
Open Aft ACU and CCU sea water cooling overboard 255
discharge valve
N T
M E
O M
& C
IE W
E V
THIS PAGE IS INTENTIONALLY BLANK
R R
F O
A L
N U
M A
F T
R A
D

Illustration 2.3.2f Emergency Chiller Sea Water Cooling System
Deck 2 Arrangement Emergency Chiller Plant
N T
M E
O M
C
Bow Thruster Room
&
PS
To Overboard
1005VHC 111VED
W
1021VHC
IE
PS
V
TT
E
From Sea Chest
1013VHC 114VED
R
Emergency Chiller Unit Expansion Emergency Chiller Unit Emergency Chiller Unit Emergency Chiller Unit
Chilled Water Tank (with Local Control Panel) Cooling Sea Water Pump
R
Circulation Pump
O
MFB 681m2/47.804m MFB
Deck 0 Arrangement
L F
Group Starter Panel
GSP-AUX-00-1
U A
Fwd Fire Pump Room
A N
T M Key
Sea Water Supply
F
Sea Water Return
A
Electrical Signal
D R Emergency Chiller Unit


MFB 223m2/47.804m MFB
Reference Drawing:FE7-HCZ102

Illustration 2.3.2e CCU Sea Water Cooling System
T
N
Compartment 13 Compartment 12 Key
Mid Aux. Mach. Room Forward Main Engine Room
E
Sea Water Supply
From Absorption From Absorption
M
Chiller Unit Chiller Unit All Valves are Suffixed with ‘VPH’
O M
C
M M M
&
252 233 232 213 212
243 251
CCU
LCP
IE W223 231
CCU
LCP
203 211
CCU
LCP
V
PM PM PM
E
244 P
80076 224 P
80075 204 P
80074
Sacrifice Sacrifice Sacrifice
R
Pipe Pipe Pipe
PIC PIC PIC
80079 80078 80077
R
T T T
O
242 222 202
C C
L F C C C C
A
No.3 No.2 No.1
CCU CCU CCU
No.3 CCU Cooling No.2 CCU Cooling No.1 CCU Cooling
U
Condenser Condenser Condenser
Sea Water Pump Sea Water Pump Sea Water Pump
N
SA RM PIC SA RM PIC SA RM PIC
80393 80393 80073 80392 80392 80071 80391 80391 80071
245
M A 225 205
241
F T 221 201
R A Sea Water Crossover Sea Water Crossover Main
255
D
OIO
45540
(Compartment 14)
215
OIO
45540
Issue: First Draft June 2015 IMO No: 9636955 Section x - Page x of x

Emergency Chiller Unit Sea Water Cooling System
The dedicated emergency chiller sea water pump is located and also takes
suction from a sea chest, in the forward fire pump room.
N T
The fixed speed pump is supplied with power from the emergency
switchboard.
M E
M
A three-way rotary valve is fitted to the discharge line from the condenser
O
which directs the cooling sea water overboard or directs it back to the pump
C
suction to maintain the cooling sea water temperature within the operative
range.
&
a) With the emergency sea water cooling chest in operation, sea
water can now be supplied to the emergency chiller plant.
IE W
V
following tables:
E
Forward Fire Pump Room (Compartment 3, FZ1)
R
R
Open Emergency chiller unit sea water chest suction Emergency Chiller Sea Water System
valve
O
Operational Emergency chiller unit sea water line suction 114VED
F
valve
L
Operational Emergency chiller unit sea water line suction 1013VHC
valve
A
Operational Emergency chiller unit sea water three-way 1021VHC
U
valve
Operational Emergency chiller unit sea water line discharge 1005VHC
N
valve
A
Operational Emergency chiller unit sea water line discharge 111VED
valve
M
Open Emergency chiller unit sea water overboard
T
discharge valve
A F
D R
Emergency Chiller Sea Water Control Panel Emergency Chiller Sea Water System

Illustration 2.3.3a RO Plant Sea Water Supply System
N T
E
T Cleaning
RO Plant 121 RO Plant 126 Connection RO Plant 101
M
LCP OIO LCP OIO IAMCS LCP OIO
400 400 400
41010 41010 150
104 150 41010
No.1 RO
LS LS LS
M
Sea Water Heater TM
123 P C 128 P C 108 P C
(2,450kW x 156m3/h) Cleaning 106 41900
Connection
O
TIC
RO Plant Sea Water Supply RO Plant Sea Water Supply RO Plant Back-Washing
122 127 41900 102
Pump (78m3/h x 4.8 bar) Pump (78m3/h x 4.8 bar) T
103 Pump (56m3/h x 2.5 bar)
C
150 200 200
200 200 105 109

P
&
100 100
P
M M M M 150
W
50 50 To Clean 50 50 To Clean
107
M M Bilge Well M M Bilge Well
IE
M M M M
P P P P
E V
M M M M M M M M M M M M
R
Sand Filter Sand Filter Sand Filter Sand Filter
1A
P
1B
P
1C
P
1D
P To RO
100 100
High Pressure
Fire Zone 4
R
From RO 150 150 Pumps 150
Compartment 12
Forward Main Engine Room Modulars 112
O
Fire Zone 5 From RO 150 150 150
F
Compartment 14 Modulars
Aft Main Engine Room 100 100 To RO 162
High Pressure
L
Sand Filter P Sand Filter P Sand Filter P Sand Filter P Pumps
2A 2B 2C 2D
Key
A
RO (Filter) Sea Water
M M M M M M M M M M M M
U
RO (Back-Wash) Sea Water
Bilge
N
P P P P Electrical Signal
M M M M
M M M M
A
50 50 To Clean 50 50 To Clean Unless Otherwise Stated
Bilge Well Bilge Well 150
M
M M M M
100 100 157
P
T
200 200
P
F
150 200 200
T 150 155 159
A
RO Plant RO Plant RO Plant
172 LCP 177 LCP TIC 152 LCP
Cleaning 41900
153
R
No.2 RO Connection TM
173 P C 178 P C 41900 158 P C
OIO OIO Sea Water Heater OIO
D
41010 41010 (2,450kW x 156m3/h) 156 41010
150 150
400 LS 400 LS IAMCS 400 LS
RO Plant Sea Water Supply RO Plant Sea Water Supply RO Plant Back-Washing
Pump (78m3/h x 4.8 bar) 171 Pump (78m3/h x 4.8 bar) 176 Cleaning 154 Pump (56m3/h x 2.5 bar) 151
T Connection
Aft Sea Water Crossover Main
Reference Drawing:MA1-PG0001, Rev 4

2.3.3 Reverse Osmosis (RO) Sea Water Supply RO Plant Sea Water Systems Position Description Valve
T
Systems Operational 1B sand filter outlet valve
N
There are two reverse osmosis systems on this vessel, the forward system
located in compartment 12/fire zone 4 and the aft system located in Operational 1C sand filter inlet valve
E
RO Plant Sea Water Supply Pumps Operational 1C sand filter outlet valve
compartment 14/fire zone 5.
Manufacturer: Naniwa
M
Operational 1D sand filter inlet valve
Type: MDVC, variable speed Each system consists of two sea water supply pumps, one sea water heater and Operational 1D sand filter outlet valve
M
Model: BHV-100 one sea water back-wash pump. Open Sand filters to RO modules line valve 116
O
No. of sets: 4 The RO plant sea water supply pumps take suction from the crossover main
Capacity: 78m3/h at 4.8 bar (50%) Aft Engine Room (Compartment 14, FZ5)
C
and can discharge directly to the sand filters or via the sea water heater. The
Motor: 690V, 15��
��
kW, 2,900��
��
rpm filtered sea water feed is then directed to the RO high pressure pumps via The aft section is described with the sea water heater off-line.
&
Builder’s reference No: NH06001/2/3/4 strainers before reaching the RO membrane modules.
a) With the aft sea water crossover main in operation as previously
The RO plant sea water heater is used when the ambient sea water temperatures described, sea water can now be supplied to the RO plant.
W
RO Plant Back-Washing Pumps are below 20°C to help maintain the RO plant efficiency.
IE
Manufacturer: Naniwa b) Ensure that all test cocks are closed and that instrumentation
Forward Engine Room (Compartment 12, FZ4) root valves are open. Set the valves in accordance with the
Type: MDVC
V
following tables:
Model: FBSV-100 The forward section is described with the sea water heater on-line.
E
No. of sets: 2
R
a) With the forward sea water crossover main in operation as
Capacity: 56m3/h at 2.5 bar (100%)
previously described, sea water can now be supplied to the RO
Motor: 690V, 11��
��
kW, 1,450��
��
rpm Position Description Valve
plant.
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Builder’s reference No: NH03001/2 Open No.3 RO sea water supply pump suction valve 171
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b) Ensure that all test cocks are closed and that instrumentation Open No.3 RO sea water supply pump discharge valve 172
F
root valves are open. Set the valves in accordance with the Open No.4 RO sea water supply pump suction valve 176
RO Plant Sea Water Heater following tables: Open No.4 RO sea water supply pump discharge valve 177
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Manufacturer: Hisaka Closed No.2 SW heater inlet valve 153
A
Type: Plate All valves suffixed ‘VPH’ unless otherwise stated. Open No.2 SW heater bypass valve 155
Model: LX-395-NHPM-61
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Position Description Valve Closed No.2 SW heater outlet valve 154
No. of sets: 2 Closed No.2 SW heater back-wash inlet valve 156
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Open No.1 RO sea water supply pump suction valve 126
Capacity: 156m3/h, 2,450kW Closed No.2 SW heater back-wash outlet valve 157
Open No.1 RO sea water supply pump discharge valve 127
A
Builder’s reference No: NH31001/2 Open No.2 back-washing pump suction valve 151
Open No.2 RO sea water supply pump suction valve 121
M
Open No.2 RO sea water supply pump discharge valve 122 Open No.2 back-washing pump discharge valve 152
Open No.1 SW heater inlet valve 103 Closed Back-up line for back-washing 159
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Closed No.1 SW heater bypass valve 105 Operational 2A sand filter inlet valve
F
Open No.1 SW heater outlet valve 104 Operational 2A sand filter outlet valve
A
Closed No.1 SW heater back-wash inlet valve 106 Operational 2B sand filter inlet valve
Operational 2B sand filter outlet valve
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Closed No.1 SW heater back-wash outlet valve 107
Open No.1 back-washing pump suction valve 101 Operational 2C sand filter inlet valve
D
Open No.1 back-washing pump discharge valve 102 Operational 2C sand filter outlet valve
Closed Back-up line for back-washing 109 Operational 2D sand filter inlet valve
Operational 1A sand filter inlet valve Operational 2D sand filter outlet valve
Operational 1A sand filter outlet valve Open Sand filters to RO modules line valve 166
Operational 1B sand filter inlet valve
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M E
O M
& C
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E V
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F O
A L
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M A
F T
R A
D
Reverse Osmosis Plant (R.O. Plant) Reverse Osmosis Back-Wash Pump (R.O. B.W. Pump)

Sea water supply pump control is integrated in the R.O. unit logic controller. Position Description Valve Back wash pump control integrated in the R.O. unit programmable logic
T
Please read manufacturers instruction manual and revise the description controller. Please read manufacturers instruction manual and revise the
Operational 1C sand filter back-wash inlet valve
N
accordingly. description accordingly.
(Technical handbook HLE64.84-4 2014-02 Ind00. pdf) Operational 1C sand filter back-wash outlet valve (Technical handbook HLE64.84-4 2014-02 Ind00. pdf)
E
Operational 1D sand filter back-wash inlet valve
There is a interlock to start R.O. unit as described below. Sea water heater back washing can not be done by the back washing pump.
M
Operational 1D sand filter back-wash outlet valve
101VPH, 171VPH, 176VPH, 162VPH, 6Q5VPG and 6Q2VPG (or 6Q8VPG Open Forward RO plant brine and back-wash overboard 112 To back wash the sea water heater, valve position is changed to back washing
M
+ 6Q2VPG) should be open to start No.1 R.O. unit. discharge valve position and then start the sea water supply pump at manual operation mode.
151VPH, 171VPH, 176VPH, 162VPH, 6Q5VPH and 6Q2VPG (or 6Q8VPG
O
+ 6P2VPG) should be open to start No.2 R.O. unit. c) Start No.1 variable speed R.O. plant back-washing sea water
C
cooling pump locally on minimum speed and slowly open
RO Plant Back-Wash Sea Water Systems discharge valve (102VPH) until fully open, then increase pump
&
speed to give required flow.
Back wash pump control integrated in the RO unit programmable logic
controller. Please read manufacturers instruction manual and revise the
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description accordingly.
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(Technical handbook HLE64.84-4 2014-02 Ind00. pdf) a) With the aft sea water crossover main in operation as previously
described, sea water can now be supplied to the RO plant.
V
Sea water heater back washing can not be done by the back washing pump.
To back wash the sea water heater, valve position is changed to back washing b) Ensure that all test cocks are closed and that instrumentation
E
position and then start the sea water supply pump at manual operation mode. root valves are open. Set the valves in accordance with the
R
following tables:
Forward Engine Room (Compartment 12, FZ4)
R
a) With the forward sea water crossover main in operation as
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previously described, sea water can now be supplied to the RO Position Description Valve
F
plant. Closed No.2 SW heater inlet valve 153
Open No.2 SW heater bypass valve 155
L
root valves are open. Set the valves in accordance with the Closed No.2 SW heater outlet valve 154
A
following tables: Closed No.2 SW heater back-wash inlet valve 156
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N
All valves suffixed ‘VPH’ unless otherwise stated. Open No.2 back-washing pump suction valve 151
Closed No.2 back-washing pump discharge valve 152
A
Open Crossover valve 159
Open No.1 SW heater inlet valve 103
M
Operational 2A sand filter back-wash inlet valve
Closed No.1 SW heater bypass valve 105
Operational 2A sand filter back-wash outlet valve
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Open No.1 SW heater outlet valve 104
Operational 2B sand filter back-wash inlet valve
F
Closed No.1 SW heater back-wash inlet valve 106
Operational 2B sand filter back-wash outlet valve
A
Operational 2C sand filter back-wash inlet valve
Open No.1 back-washing pump suction valve 101
R
Operational 2C sand filter back-wash outlet valve
Open No.1 back-washing pump discharge valve 102
Operational 2D sand filter back-wash inlet valve
D
Closed Back-up line for back-washing 109
Operational 2D sand filter back-wash outlet valve
Operational 1A sand filter back-wash inlet valve
Open Aft RO plant brine and back-wash overboard 162
Operational 1A sand filter back-wash outlet valve discharge valve
Operational 1B sand filter back-wash inlet valve
Operational 1B sand filter back-wash outlet valve
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M E
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2.4 Fresh Water Systems
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2.4.1 Diesel Generator Low Temperature Cooling Water System
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2.4.2 Diesel Generator High Temperature Cooling Water System
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2.4.3 Auxiliary Fresh Water Cooling Systems
V IE
R E
O R
L F
U A
A N
T M
A F
D R

Illustration 2.4.1a Diesel Generator LT Cooling Fresh Water System 25 Fire Zone 5 Fire Zone 4 25
T
80 80
XA XA
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1Q1 171 172 43860 FS LAH 1C1 121 122 200 To No.1 43860 FS LAH
No.2 43060 No.1 43060
150 150 Pod (S)
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25 65 65 25 PS
200 To No.2 Main LT 25 65 65 25 PS Main LT
No.4 Main DG No.2 Main DG
Pod (P) Cool. FW 200 To Auxiliaries Cool. FW
150 150
Expan. FS Expan. FS
M
TI LAL TI FZ4 LAL
NC 173
Tank 43050 NC 123
Tank 43050
200 To Auxiliaries 200 To Bow
TM PM PI To HT TM PM PI To HT
400 400
M
20510 20540 System FZ5 192 195 23510 23540 System Thrusters 142 145
TM PAL FZ5 200
TM PAL FZ4 200
TI TI 20510 20540 TI TI 23510 23540
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150 Main LT 150 Main LT
M 156 160 159 M 106 110 109
174 M04 Cooling FW 124 M02 Cooling FW
C
TI
Pumps 155 154 To HT Pumps 105 104 To HT
25 25 65 System FZ5 25 25 65 System FZ4
1T3 PI 1F3 PI
No.4 Chemical No.2 Chemical
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150 PI 150 PI
Dosing Dosing
No.4 Main 175 TI No.2 Main 125
PAH PM PAL PAH PM PAL
DG LO 45038 45038 45038
DG LO 45038 45038 45038
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Cooler PI CI AC RO No.3 Cooler PI CI AC RO No.1
25 34022 CI 25 34022 CI
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40 PIC 65
RM SA 40 PIC 65
RM SA
34022 34022 34022 34022
176 34022 126 34022
1R6 TI 158 1D6 TI 108
65 65 1T4 153 152 65 65 1F4 103 102
V
80 IAMCS 80 IAMCS
1R3 1D3
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TAH TM TIC TAH TM TIC
45036 45036 45036 45036 45036 45036
Key
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300 300
LT FW Supply
LT FW Return TI TI TI TI TI TI TI
M 151 M 101
M M
R
HT Fresh Water 100
Lubricating Oil
XA 188 189 1E1 XA 138 139
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Sea Water 20690 Main LT Cooling 20690 No.1 Main LT Cooling No.2
TI No.3 TI TI No.4 TI 1E3 TI TI TI
Gas Oil FW Coolers FW Coolers
F
Glycol 100
Chemical 1E8 186 187 1E2 1G3 136 137
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Bilge Main Engine Main Engine
GO Cooler Sample 199 190 Glycol Water GO Cooler Sample 149 140
Electrical Signal
162 112
A
157 Heater 107
All Valves are Suffixed ‘VPG’
Unless Otherwise Stated 161 111
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TI TI
80 150 80 150
N
No.2 184 No.1 134
1N1 400
1A1 400
RO SW RO SW
A
25 65 65 25 No.3 Main DG PS TI IAMCS 25 65 65 25 No.1 Main DG PS TI IAMCS
Heater Heater
150 150
M
TI TI
200 65 25 182 181 200 65 25 132 131
NC 163 NC 113
TM PM PI To HT TM PM PI To HT
20510 20540 System 20510 20540 System 200
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From No.1 Pod (S)
TM PAL FZ5 TM PAL FZ4 200
TI TI 20510 20540 200 TI TI 20510 20540 From Auxiliaries FZ4
F
150 From Auxiliaries FZ5 150
M 191 200 M 141 200
TI 164 M03 From No.2 Pod (P) TI 114 M01 From Bow Thrusters
A
25 25 TI 25 25 TI
1T1 1F1
R
150 150
No.3/4 DG No.1/2 DG 119
D
169
165 HT Cooling No.1 Main 115 HT Cooling
No.3 Main TI 167 TI 117
DG LO FW Heater DG LO FW Heater
Cooler 150
Cooler 150
168 118
40 166 40 116
250
1P6 1B6
65 65 1T2 NC 65 65 1F2 NC
80 65 80 65
PG6001 PG6001
1P3 170 Fire Zone 5 Fire Zone 4 1B3 120 Reference Drawing:MA1-PG0001, Rev 3

2.4 Fresh Water Systems Introduction The temperature of water circulating in the cooling LT FW system is regulated
T
by means of a temperature controlled outlet/bypass valve (101VPG for the
N
2.4.1 Diesel Generator low temperature Cooling There are two independent LT fresh water cooling systems; these offer forward system and 151VPG for the aft system). Which is set to maintain
WATER System complete redundancy for the LT fresh water cooling system and comply with a temperature of 36°C at the cooler outlet. The cooler is circulated with sea
E
the safe return to port (SRtP) rules. water (see Section 2.3.2 of this Technical Operating Manual). The LT cooling
water at the cooler outlet has a high temperature alarm set at 41°C. If there is
M
Main LT Fresh Water Cooling Pumps The forward system (compartment 12/fire zone FZ4) provides cooling for No.1 a sensor fault, the cooler outlet valve opens fully to allow 100% water flow
M
Manufacturer: Naniwa and No.2 main generators, forward auxiliary consumers and No.1 (SB) pod from the cooler.
system.
Type: MDVC (variable speed)
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The system pressure is monitored by two pressure sensors, one is for pressure
Model: FBWV-450-2 The aft system (compartment 14/fire zone FZ5) provides cooling for No.3 and
C
monitoring/alarm and the other is for automatic changeover of the pumps.
No. of sets: 4 No.4 main generators, aft auxiliary consumers and No.2 (PT) pod system. When the pressure at the pump outlet drops to 3.6 bar, the system will start the
Capacity: 1,350m3/h at 4.0 bar (100%) standby pump, then after five seconds, the defective duty pump is stopped and
&
Each system further contains the following sub-systems which have remote/ an alarm generated through the IAMCS. The second pressure sensor activates
Motor: 440V, 250kW, 1,500 rpm
manual isolation valves operated from the IAMCS: an immediate low pressure alarm at 3.8 bar and a low low pressure alarm at
Equipment: NG71001/2/3/4
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• Main diesel generators (111, 121, 161, 171VPG). 3.6 bar.
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• Pod and related propulsion system (209, 259VPG). Each pump/cooler sub-system has an associated expansion/make-up tank, and
Main LT Cooling Fresh Water Coolers
• MALS, stabiliser and thruster system (303, 305VPG). a number of consumers supplied by the system. The expansion tanks are fitted
V
Manufacturer: Hisaka
with a low level alarm (30%) and are filled from the technical water system.
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No. of sets: 4 The auxiliary cooling water systems are not isolated in normal operation to The LT fresh water cooling system can be drained to the cooling fresh water
Model: RX-795-NHPM-399 avoid inadvertent overheating.
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drain tank (No.1P compartment 12) for maintenance purposes.
Type: Plate
Each DG LT cooling fresh water system contains the following (see illustration Each pair of engines in a diesel engine room shares a chemical dosing unit
R
Capacity: 675m3/h, 12,503kW
2.4.1a, Diesel Generator LT Cooling Fresh Water System): which operates to maintain the circulating water in an effective condition for
Equipment��
: NG76001/2/3/4
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• Two variable speed LT cooling fresh water pumps, each with preventing corrosion and scale formation. The analysis and dosing systems are
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100% system capacity, operated in duty/standby mode. The manually operated. Circulating water must have the following properties:
Glycol Water Heater pump speed is regulated by the IAMCS to maintain the system • pH 6.5-8
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pressure constant
Manufacturer: Hisaka • Hardness 10°dH (maximum)
A
Type: Plate • Two DG LT FW cooling outlet/bypass 3-way valves (M01,
M02, M03 and M04). • Chlorides 100mg/l (maximum)
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Model: RX-185A-NHPM-121
• One plate-type glycol water heat exchanger (forward system • Sulphates 200mg/l (maximum)
No. of sets: 1
N
only) for fuel gas evaporator heating water.
Capacity: 130m3/h, 700kW
A
Equipment��: UN76001
�� • Two plate-type DG LO coolers, where the LT cooling water
after the DG air cooler cools the DG LO system. Cooling Water System
M
• One plate-type DG HT FW coolers, where the HT water is No.1/2 M/E HT-
RO Sea Water Heater
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cooled by the LT water. circuit volume : 7,730 litre
F
Manufacturer: Hisaka • One plate type reverse osmosis SW heater with bypass valve No.3/4 M/E LT-
Type: Plate (131, 181VPG) controlled by the IAMCS. circuit volume: 7,740 litre
A
Model: lX-395A-NHPM-61 • Two plate-type LT FW coolers, where the LT cooling water FWD LT- circuit volume: 27,630 litre
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No. of sets: 2 (one per engine room) is cooled by the sea water cooling system. The cooler outlet AFT LT- circuit volume: 23,510 litre
D
Capacity: 200m3/h, 2,450kW temperature of 36°C is also regulated by PI controlled outlet/ Expansion tank: 2500 litre
Equipment��
: NH31001/2 bypass valves (101, 151VPG). Engine-driven pump: 0.4 bar,-3.0bar (suc)
• One shell and tube type DG gas oil cooler, with inlet/bypass Engine inlet pressure: 2.5 bar, 6.0bar
valve and discharge oil content monitor.
Engine outlet temperature: 94°C
• One chemical dosing unit. Preheater: 72kW (electric all engines)
• One LT FW expansion tank. 370kW (WHR hot water 2 engines)

Procedure for Setting Up and Operating the Low Position Description Valve Position Description Valve
T
Temperature Cooling ��
Fresh Water ��
System Open/Auto No.2 DG LT cooling water remote inlet valve 121 Open/Auto No.3 DG LT cooling water manual inlet valve 162
N
Closed No.2 DG LT/HT cooling water drain valve 123 Open No.3 DG LT cooling water remote inlet valve 161
The LT fresh water cooling circuits for all diesel generator engine systems are
E
identical. Each HT system is cooled by the engine’s cooling ��
LT FW��
system, Open No.2 DG LT cooling water manual outlet valve 124 Closed No.3 DG LT cooling water drain valve 163
M
therefore the HT system cannot operate without the LT system in operation. Operational No.2 DG LT cooling water outlet/bypass valve M02 Open No.3 DG LT cooling water manual outlet valve 164
The following description applies to both LT cooling systems: Open No.2 DG LO cooler LT cooling water inlet valve 125 Operational No.3 DG LT cooling water outlet/bypass valve M03
M
Open No.2 DG LO cooler LT cooling water outlet valve 126 Open No.3 DG LO cooler LT cooling water inlet valve 165
a) Ensure that all pressure gauge and instrumentation valves/cocks
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Open No.2 alternator/bearing LT cooling water inlet valve 1C1 Open No.3 DG LO cooler LT cooling water outlet valve 166
are open, that all instruments are reading correctly and control
Open No.2 alternator LT cooling water outlet valve 1D3 Open No.3 alternator/bearing LT cooling water inlet valve 1N1
C
systems are operational.
Open No.2 alternator bearing LT cooling water outlet valve 1D6 Open No.3 alternator LT cooling water outlet valve 1P3
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b) Ensure that the main sea water cooling system is operational Open Forward DG GO cooler line valve 106 Open No.3 alternator bearing LT cooling water outlet valve 1P6
(see Section 2.3.1) and that sea water is circulating through the As reqd. Forward DG GO cooler inlet valve Open No.4 DG LT cooling water manual inlet valve 172
associated LT FW cooler. Operational Forward DG GO cooler
W
Open/Auto No.4 DG LT cooling water remote inlet valve 171
As reqd. Forward DG GO cooler outlet valve Closed No.4 DG LT cooling water drain valve 173
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c) Check that the system expansion/make-up tank is at the correct
As reqd. Forward DG GO oil monitor outlet valve 107 Open No.4 DG LT cooling water manual outlet valve 174
level, and that the water is chemically treated. Check that the HT
V
cooling system is full. As reqd. Glycol heat heater inlet valve 1E1 Operational No.4 DG LT cooling water temperature control valve M04
As reqd. Glycol heat heater outlet valve 1E2 Open No.4 DG LO cooler LT cooling water inlet valve 175
E
d) Set the valves as in the following table. Valves are to be set as Open Glycol heat heater bypass valve 1E3 Open No.4 DG LO cooler LT cooling water outlet valve 176
R
indicated unless an engine has been shut down for maintenance Closed LT cooling water drain valve 120 Open No.4 alternator/bearing LT cooling water inlet valve 1Q1
and the power management system configured so that the engine
Open No.1/2 DG HT cooler LT cooling water inlet valve 118 Open No.4 alternator LT cooling water outlet valve 1R3
R
cannot be started. Unless specified, all other valves including
line drain valves must be closed: Open No.1/2 DG HT cooler LT cooling water outlet valve 119 Open No.4 alternator bearing LT cooling water outlet valve 1R6
O
Closed No.1/2 DG HT cooler LT cooling water bypass valve 117 Closed LT cooling water drain valve 170
F
Operational Forward RO SW heater inlet/bypass valve 131 As reqd. DG GO cooler line valve 156
No.1 and No.2 Diesel Generator Engines Cooling ��
LT FW ��
System
As reqd. Forward RO SW heater inlet valve 132 Open DG GO cooler inlet valve
L
All valves are suffixed with ‘VPG’ unless otherwise stated
As reqd. Forward RO SW heater outlet valve 134 Operational DG GO cooler temperature control valve
A
Open No.1 main LT cooler LT FW inlet valve 136 As reqd. Aft DG GO cooler outlet valve
Open No.1 LT FW expansion tank run-down valve 142
U
Closed No.1 main LT cooler slow filling LT FW inlet valve 149 Open Aft DG GO oil monitor outlet valve 157
Open No.1 cooling LT FW pump suction valve 102
N
Open No.1 main LT cooler LT FW outlet valve 138 Open No.3/4 DG HT cooler LT cooling water inlet valve 168
Open No.1 cooling LT FW pump discharge valve 109
Open No.2 main LT cooler LT FW inlet valve 137 Open No.3/4 DG HT cooler LT cooling water outlet valve 169
A
Open No.2 cooling LT FW pump suction valve 103
Closed No.2 main LT cooler slow filling LT FW inlet valve 140 Closed No.3/4 DG HT cooler LT cooling water bypass valve 167
Open No.2 cooling LT FW pump discharge valve 110
M
Open No.2 main LT cooler LT FW outlet valve 139 Operational Aft RO SW heater inlet/bypass valve 181
Open No.1 DG LT cooling water manual inlet valve 112
Operational No.1/2 main LT cooler LT FW 101 As reqd. Aft RO SW heater inlet valve 182
T
Open/Auto No.1 DG LT cooling water remote inlet valve 111
Open LT cooling water system vent valve 141 As reqd. Aft RO SW heater outlet valve 184
F
Closed No.1 DG LT/HT cooling water drain valve 113
Open No.3 main LT cooler LT FW inlet valve 186
A
Open No.1 DG LT cooling water manual outlet valve 114
No.3 and No.4 Diesel Generator Engines LT FW Cooling System Closed No.3 main LT cooler slow filling LT FW inlet valve 199
Operational No.1 DG LT cooling water outlet/bypass valve M01
R
All valves are suffixed with ‘VPG’ unless otherwise stated Open No.3 main LT cooler LT FW outlet valve 188
Open No.1 DG LO cooler LT cooling water inlet valve 115
Closed No.3 main LT cooler LT FW inlet valve 187
D
Open No.1 DG LO cooler LT cooling water outlet valve 116 Position Description Valve
Open No.2 LT FW expansion tank run-down valve 192 Closed No.2 main LT cooler slow filling LT FW inlet valve 190
Open No.1 alternator/bearing LT cooling water inlet valve 1A1
Open No.3 LT FW cooling pump suction valve 152 Open No.2 main LT cooler LT FW outlet valve 189
Open No.1 alternator LT cooling water outlet valve 1B3
Open No.3 LT FW cooling pump discharge valve 159 Operational No.1/2 main LT cooler LT FW temperature control 151
Open No.1 alternator bearing LT cooling water outlet valve 1B6 valve
Open No.2 DG LT cooling water manual inlet valve 122 Open No.4 LT FW cooling pump suction valve 153
Open LT cooling water system vent valve 191
Open No.4 LT FW cooling pump discharge valve 160

e) The main LT coolers should be initially filled using the slow
T
filling valves to prevent plate damage
N
f) Start the main LT cooling water pump at the local position
E
and slowly open the discharge valve (109, 140, 159, 160VPH)
to allow the system to fill. Vent at the LT FW coolers as
M
required.
M
g) Open up the LT FW cooling water pump discharge valve fully
O
(109, 140, 159, 160VPH) and change local pump starter to
C
remote.
h) On the LT cooling water mimic in the ECR, select auto with the
&
other main LT cooling water pump as standby.
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LT Fresh Water Cooler
E V
R R
F O
A L
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M A
LT Fresh Water Cooling Pumps
F T
R A
D Main LT Cooling F.W. Pump No.4
LT Fresh Water Cooling Pumps Suction and Delivery Gauges

Illustration 2.4.2a Diesel Generator HT Cooling Fresh Water System 15 Fire Zone 5 Fire Zone 4 15
T
From No.1
Near Gas Main LT
IAMCS Vent Exhaust Cool. FW
IAMCS
N
From No.2 Main LT Set at 069 TIC
Exp. Tank Set at 019 TIC
45031 XA 45031
Cool. FW Exp. Tank 93.5°C No.4 Main DG 93.5°C No.2 Main DG
E
LAH LAH 43850
43050 200 M14 M 200 43050 200 M12 M 200
FS 061 FS 011
TM TAH TM TAH
M
No.3/4 PM PAL No.1/2 PM PAL
TAH 20530 20530 20550 20550 TAH 23530 23530 23550 23550
Main DG 65 20130
Main DG 65 23130
LAL LAL
HT Clg FW HT Clg FW
M
43050 43050
082 Load Red. PS PS PAL 032 Load Red. PS PS PAL
FS Expansion FS Expansion
Request TM 20310 Request TM 23310
Tank 50 50 Tank 50 50
PAL 20520 PAL 23520
O
200 200 200 200
20140 TAL Load Red. 23140 TAL Load Red.
091 094 064 065 20520 Request 041 044 014 015 23520 Request
C
NC 65 NC 65
65 093 NC 65 043 NC
&
067 017
MFA MFA
20660 Key 23660
088 038
HT FW Supply
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087 037
50 50
HT FW Return
No.3/4 Main DG No.1/2 Main DG
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Jacket WHRW No.4 Main DG Jacket Fresh Water Jacket WHRW No.2 MainDG Jacket
Preheater Electric Preheater Condensate Preheater Electric Preheater
V
TI Chemical TI
65 65
E
Bilge
083 From LT 033 From LT
Electrical Signal
TIC Cooling TIC Cooling
R
TI 45035 089 TI 45035 039
65 65 System FZ5 All Valves are Suffixed ‘VPG’ 65 65 System FZ4
65 Unless Otherwise Stated 65
R
084 034
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25 15 25 15
F
WHRW Out IAMCS WHRW Out IAMCS
Temperature Set at 059 TIC Temperature Set at 009 TIC
L
IAMCS 93.5°C 45031 IAMCS 93.5°C 45031
Control No.3 Main DG Control No.1 Main DG
300 200 M13 M 300 200 M11 M
A
051 TM TAH PM PAL
001 TM TAH PM PAL
U
TAH 20530 20530 20550 20550 TAH 20530 20530 20550 20550
Set at TIC Set at TIC
45032 65 20130 45032 65 20130
94°C Set at 94°C Set at
Load Red. Load Red.
N
300 M 94°C M 200 081 PS PS PAL 300 M 94°C M 200 031 PS PS PAL
Request TM 20310 Request TM 20310
071 072 054 PAL 20520 021 022 004 PAL 20520
A
060 20140 TAL Load Red. 010 20140 TAL Load Red.
NC NC
65 055 20520 Request 65 005 20520 Request
M
300 300 300 300 056 300 300 300 300 006
MFA
NC MFA
NC
085 035
T
20660 20660
057 007
086 036
F
Chemical 50 Chemical 50
Dosing Dosing
A
From LT Cooling From LT Cooling
No.3 Main DG Jacket Supply FZ5 No.1 Main DG Jacket Supply FZ4
075 076 073 074 Electric Preheater 025 026 023 024 Electric Preheater
R
No.3/4 No.3/4 No.1/2 No.1/2
Main DG Main DG PG6001 Main DG Main DG PG6001
D
TI WHR TI TI TI TI WHR TI TI TI
HT HT
Hot W CFW Hot W CFW
Heater Cooler Heater Cooler
092 042
65 65
Fire Zone 5 Fire Zone 4 Reference Drawing:MA1-PG0001, Rev 3

2.4.2 Diesel Generator high temperature Cooling Main DG WHR Hot Water Heater The HT cooling fresh water system cools engine cylinder jackets and cylinder
T
WATER System Manufacturer: Hisaka
covers as well as the first stage charge air cooler. Water is circulated by an
N
engine-driven pump when the engine is operating. Water first flows to the
Type: Plate cylinders and the outlet from these is then directed to the first stage charge air
E
Engine-Driven High Temperature Fresh Water Pumps Model: SX-475A-NHPM-501 forward cooler.
Manufacturer: MaK
M
SX-475A-NHPM-465 aft
Type: Engine driven HC No. of sets: 2 (one per engine room) When the engine is not operating, the engine system temperatures are
M
No. of sets: 4 (one per engine) maintained by a preheater unit which comprises of an electrically-driven pump
Capacity: 491m3/h, 10,800kW forward
and two heaters in series; one heater is electric and the other is supplied with
O
Capacity: 250m3/h at 3.2 bar 500m3/h, 11,100kW aft water from the waste heat recovery system (see Section 2.5 of this manual for
Equipment: LA20001/2/3/4 Equipment��
: NG77001/2
C
details of this system).
The preheater pump circulates engine HT cooling water through both heaters,
&
Main DG Preheating Pump Main DG HT Cooling Fresh Water Cooler but the waste heat preheater is the normal source of heating and the electric
Manufacturer: MaK Manufacturer: Hisaka heater operates with a temperature control unit to ensure that the correct
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Type: MDVC Type: Plate preheating temperature is reached. The waste heat preheater may be bypassed
if required.
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No. of sets: 4 (one per engine) Model: L��
X- 595A-NHPM-95 forward
Capacity: 12m3/h at 2.5 bar ��
LX- 595A-NHPM-99�� aft The preheater unit operates whenever the engine is stopped and is controlled
V
Motor: 690V, 5.5��
��
kW, 1,500��
��
rpm No. of sets: 2 (one per engine room) by the engine control system. The preheater pump draws from the engine HT
E
Equipment��
: 5LA20101/2/3/4 Capacity: 491m3/h, 11,850kW forward cooling water outlet line via the recirculation line at the temperature controlled
R
500m3/h, 12,200kW aft three-way valve. The preheater delivers heated water to the engine HT system
after the engine-driven HT circulating pump. The preheater maintains a
Main DG Jacket Water Electric Preheater Equipment��
: NG78001/2
temperature in the circuit of 70°C to enable normal engine starting.
R
Manufacturer: MaK (ELWA)
O
Type: Electric Each system has an associated expansion/make-up tank. The expansion
Introduction
F
tanks are fitted with a low level alarm and are filled from the technical water
Model: KVE-72
system.
No. of sets: 4 (one per engine) There are two independent HT fresh water cooling systems; these offer
L
Capacity: 12m3/h, 72kW complete redundancy for the HT fresh water cooling system and comply with The HT fresh water cooling system can be drained to the cooling fresh water
A
the safe return to port (SRtP) rules. drain tank (No.1P compartment 12) for maintenance purposes.
Equipment��
: LA20101/2/3/4
U
The forward system (compartment 12/fire zone FZ4) provides cooling for Each pair of engines in a diesel engine room shares a chemical dosing unit
N
Main DG WHRW Preheater No.1 and No.2 main generators and the forward auxiliary consumers. which operates to maintain the circulating water in an effective condition for
A
Manufacturer: Hisaka preventing corrosion and scale formation. The analysis and dosing systems are
The aft system (compartment 14/fire zone FZ5) provides cooling for No.3 and manually operated. Circulating water must have the following properties:
Type: Plate No.4 main generators and the aft auxiliary consumers.
M
Model: LX-095A-NHJM-25
• pH 6.5-8
T
No. of sets: 2 (one per engine room) The HT system temperature is maintained by a PID controlled 3-way valve
which maintains an off-engine temperature of approximately 94°C.
F
Capacity: 24m3/h, 370kW • Hardness 10°dH (maximum)
• Chlorides 100mg/l (maximum)
A
Equipment��
: NG77003/4 The HT systems are initially cooled by the waste heat recovery hot water
heaters and secondly cooled by the HT fresh water coolers, which in turn are • Sulphates 200mg/l (maximum)
R
cooled by the LT fresh water cooling system.
D
Both heat exchangers have a PID controlled 3-way valve to maintain a HT
system temperature of approximately 94°C.

Each DG HT cooling fresh water system contains the following (see illustration d) Set the valves as in the following table. Valves are to be set as Position Description Valve
T
2.4.2a, Diesel Generator HT Cooling Fresh Water System): indicated unless an engine has been shut down for maintenance
Open Engine outlet valve to preheaters 031
N
• Four (one per engine) engine-driven HT cooling fresh water and the power management system configured so that the engine
cannot be started. Unless specified, all other valves including Closed No.1/2 jacket WHRW preheater bypass valve 039
E
pumps, each with 100% system capacity, to maintain the system
line drain valves must be closed: Open No.1/2 jacket WHRW preheater inlet valve 033
pressure.
M
Open No.1/2 jacket WHRW preheater outlet valve 034
• Four (one per engine) DG HT FW cooling outlet/bypass 3-way Open No.1 jacket electric preheater inlet valve 035
No.1 Diesel Generator Engines HT FW Cooling System
M
valves (M11, M12, M13 and M14, set at 94°C).
Open No.1 jacket electric preheater outlet valve
• Four (one per engine) DG jacket electric preheaters. All valves are suffixed with ‘VPG’ unless otherwise stated
O
Open No.1 jacket electric preheater return valve 036
• Two (one per engine room) plate-type DG jacket WHRW Open Engine outlet valve to cooling system 001
C
preheaters in series with the electric preheaters. Open Engine-driven pump inlet valve 005
Operational Cooling system 3-way valve (set at 93.5°C) M11
Open Engine-driven pump outlet valve
&
• Two (one per engine room) DG WHR hot water heater 3-way Open No.1/2 DG WHR hot water heater inlet valve 025
Open Cylinder bank vent valve
valves (021VPG and 071VPG, set at 94°C). Operational No.1/2 DG WHR hot water heater temperature 021
• Two (one per engine room) plate-type DG WHR hot water control valve
W
Closed No.1/2 jacket WHRW preheater bypass valve 039
heaters. Open No.1/2 DG WHR hot water heater outlet valve 026
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Open No.1/2 jacket WHRW preheater inlet valve 033
• Two (one per engine room) DG HT CFW cooler 3-way valves Open No.1/2 DG CFW cooler inlet valve 023
(022VPG and 072VPG, set at 94°C). Operational No.1/2 DG CFW cooler temperature control valve 022
V
Open No.1 jacket electric preheater inlet valve 035
Open No.1/2 DG CFW cooler outlet valve 024
E
• Two (one per engine room) plate-type DG HT CFW coolers.
Open Chemical dosing unit outlet valve 010
• Two (one per engine room) chemical dosing units.
R
Open Return line valve 004
• Two (one per engine room) HT FW expansion tanks. Open Engine outlet valve to cooling system 001
Open DG HT expansion tank line valve 042
R
Operational Cooling system 3-way valve (set at 93.5°C) M11
Open DG HT expansion tank run-down valve 041
Open No.1/2 DG WHR hot water heater inlet valve 025
O
Closed DG HT expansion tank drain valve 006
Procedure for Setting Up and Operating the Diesel Generator Operational No.1/2 DG WHR hot water heater temperature 021
F
Engine High Temperature Fresh Water Cooling System control valve
Closed DG HT expansion tank run-down valve 044
L
Open No.1/2 DG WHR hot water heater outlet valve 026
The HT fresh water cooling circuits for all diesel generator engine systems are
Open No.1/2 DG CFW cooler inlet valve 023
A
identical. Each HT system is linked to the engine’s LT FW cooling system, No.3 Diesel Generator Engines HT FW Cooling System
therefore, the HT system cannot operate without the LT system in operation. Operational No.1/2 DG CFW cooler temperature control valve 022
U
The following description applies to all four HT cooling systems: Open No.1/2 DG CFW cooler outlet valve 024 All valves are suffixed with ‘VPG’ unless otherwise stated
N
Open Chemical dosing unit outlet valve 010 Position Description Valve
a) Ensure that all pressure gauge and instrumentation valves/cocks Open Engine-driven pump inlet valve 005
A
are open, that all instruments are reading correctly and control Open DG HT expansion tank line valve 042 Open Engine-driven pump outlet valve
M
systems are operational. Open Cylinder bank vent valve
T
b) Ensure that the diesel generators sea water system cooling Closed DG HT expansion tank line drain valve 006
Closed DG HT expansion tank line drain valve 007 Closed No.1/2 jacket WHRW preheater bypass valve 039
F
systems are operational (see Section 2.3.1) and that sea water
is circulating through the associated diesel generator LT FW Closed DG HT expansion tank run-down valve 044 Open No.1/2 jacket WHRW preheater inlet valve 033
A
cooler. Open No.1/2 jacket WHRW preheater outlet valve 034
R
No.2 Diesel Generator Engines HT FW Cooling System Open No.1 jacket electric preheater inlet valve 035
c) Check that the LT cooling fresh water system is operating (see
D
Section 2.4.1 of this Technical Operating Manual) and that All valves are suffixed with ‘VPG’ unless otherwise stated
the system expansion/make-up tank is at the correct level, and Open No.1 jacket electric preheater return valve 036
that the water is chemically treated. Check that the HT cooling Open Engine outlet valve to cooling system 001
Open Engine-driven pump inlet valve 005
system is full. Operational Cooling system 3-way valve (set at 93.5°C) M11
Open Engine-driven pump outlet valve
Open No.1/2 DG WHR hot water heater inlet valve 025
Open Cylinder bank vent valve
Position Description Valve Position Description Valve Safe Return to Port
T
Operational No.1/2 DG WHR hot water heater temperature 021 Closed DG HT expansion tank drain valve 007
N
control valve Forward and aft diesel generator engine room cooling water systems are
Closed DG HT expansion tank run-down valve 044 completely separate; this separation includes electrical supply, sea water
E
Open No.1/2 DG WHR hot water heater outlet valve 026 systems, pipework and pumps. A redundant technical water filling system is
Open No.1/2 DG CFW cooler inlet valve 023 e) Ensure that electric power and/or WHRS are available to the
M
available for the expansion tanks and individual systems.
Operational No.1/2 DG CFW cooler temperature control valve 022 fresh water preheater and start the preheater pump. The preheater
module has a local starter panel with a switch for STOP/LOC/
M
Open No.1/2 DG CFW cooler outlet valve 024 Main diesel generator engine sets in the same engine room are cooled by a
REM; there is also a START pushbutton and a running indicator separate sea water, LT fresh water and HT fresh water system, and these are not
O
Open Chemical dosing unit outlet valve 010 lamp. When the switch is set to REM (remote), the preheater connected to any of the diesel generators in the other engine room. The diesel
Open Return line valve 004 pumps are controlled. The preheater pump may be selected for
C
generators in the forward diesel generator room are connected to the forward
Open DG HT expansion tank line valve 042 manual and started and stopped manually at the mimic. main switchboard and those in the aft diesel generator room are connected to
&
the aft main switchboard. This offers complete electrical separation.
Closed DG HT expansion tank drain valve 006 The Pre-heater / pump unit has a dedicated starter panel at local, and the
Operator can select “REM” or “LOC” mode. The Safe Return to Port situations outlined below apply to the diesel generator
W
HT cooling water systems in this section and the diesel generator LT cooling
Closed DG HT expansion tank run-down valve 044 If “REM” mode is selected, the pump is automatically started when the engine
IE
water systems in the previous section (2.4.1.).
stops.
V
No.4 Diesel Generator Engines HT FW Cooling System If compartment 12 is lost due to fire or flood, the HT/LT cooling fresh water
system for the forward diesel generator engine room is unavailable, but the aft
E
All valves are suffixed with ‘VPG’ unless otherwise stated f) Make sure the pre-heater is operating correctly and that the diesel generator engine room can be operated without restriction.
R
temperature of the HT circuit is increasing towards the required
Open Engine-driven pump inlet valve 005 70°C. Check that water is circulating throughout the high If compartment 14 is lost due to fire or flood, the HT/LT cooling fresh water
temperature cooling fresh water system and that there are no
R
Open Engine-driven pump outlet valve system for the aft diesel generator engine room is unavailable, but the forward
Open Cylinder bank vent valve leaks. diesel generator engine room can be operated without restriction.
O
F
g) When the engine HT and LT systems are operating correctly
Closed No.1/2 jacket WHRW preheater bypass valve 039 and the required temperature is achieved, the engine is ready for
L
Open No.1/2 jacket WHRW preheater inlet valve 033 starting provided that all other conditions are satisfied.
A
Open No.1 jacket electric preheater inlet valve 035 It is important that the circulating fresh water is analysed frequently and
U
treatment chemicals added as necessary in order to prevent corrosion in the
circulation system.
N
Open Engine outlet valve to cooling system 001
A
WARNING
Operational Cooling system 3-way valve (set at 93.5°C) M11 Care must be taken when handling and mixing treatment chemicals.
M
Open No.1/2 DG WHR hot water heater inlet valve 025 Protective clothing and goggles must be used whenever handling such
Operational No.1/2 DG WHR hot water heater temperature 021 treatment chemicals.
T
control valve
F
Open No.1/2 DG WHR hot water heater outlet valve 026
A
Open No.1/2 DG CFW cooler inlet valve 023
R
Operational No.1/2 DG CFW cooler temperature control valve 022
Open No.1/2 DG CFW cooler outlet valve 024
D
Open Chemical dosing unit outlet valve 010
Open DG HT expansion tank line valve 042

Illustration 2.4.3a Auxiliary LT Cooling Fresh Water System Aft
T
40
N
377 TI Flash Steam
Condenser 3F0 TI
E
Aft Switchboard Room 40
125
40 40 Key 378
3F8 Biosludge
M
TI 385 TI 389 LT FW Supply Dryer
125
50
LT FW Return 3F7
M
375 TI No.2 Dirty
Fresh Water TI
No.4 Service No.3 Service Drain Cooler
O
Bilge 50
Transformer Transformer 25
376 Dry
Electrical Signal 3F6
C
Garbage
All Valves are Suffixed ‘VPG’ 65 65 25 Shredder
Unless Otherwise Stated 100
40 40 3F5
&
372 TI No.2 Clean
382 386 TI
Drain Cooler
100
50
373 Dried
3F4
W
Biosludge
50 Silo
TI
IE
3F3
40 40 Start Air 25
394 Dryer 392 TI
V
40
25 25
25
Hyd.
E
TI 3F2
25 No.3 ME 25 Unit
Start Air
R
Oil Content 3k4 3F1
393 Compressor 391
Monitor System 25
R
3k3
40 125 125
25
O
BWTS EUT 3k2 15
Boiler
F
TI Power Unit 25
Chemical 395 To Fwd
3k1 NC
Dosing 15 150 LT Cooling
358 355
L
No.2 398 352 FW System FZ4
TI
Fwd Eng Room
NO
A
TI 250 300
Freon DX Units To/From Aft LT
351 Cooling FW
U
3H6 No.2 3H5
No.1 250 300 System FZ5
Aft Eng Room
N
360
TI
25 25
361 366 NC From Fwd
3J3 3J2 150
A
Brine Chiller LT Cooling
TI Units 359 FW System FZ4
39A 39B Fwd Eng Room
M
50 50 TI
40
3H3 No.1 3H2 Motor for
T
TI 363
40 No.3 CCU
F
WHR Hot Water
100 100 200 TI 200 362
Refrigerant Circulating Pump
A
Recovery Unit
TI TI
R
40 40 40 25
3H8 3H7 3H1 AC Refrigerant 365 39D
D
Recovery Unit 40 25
3H9 364 39C WHR ABS Chill.
Hot Water Supply Pump
100
To/From Fwd LT
Cooling FW
100 System FZ4
Fwd Eng Room
Reference Drawing:MA1-PG0001, Rev 3

2.4.3 Auxiliary fresh water Cooling Systems Procedure for Operating the Forward Auxiliary Cooling Position Description Valve
T
System Open No.1 bow thruster motor cooler outlet valve 316
N
Introduction Open No.2 bow thruster motor cooler inlet valve 3B1
The auxiliary systems are cooled by the engine’s LT FW cooling system,
E
therefore, the auxiliary system cannot operate without the LT system in Open No.2 bow thruster motor cooler outlet valve 317
The forward and aft auxiliary fresh water cooling systems are sub-sections of
M
operation. The following description applies to the forward auxiliary cooling Open No.3 bow thruster motor cooler inlet valve 3B5
the LT cooling water systems.
system: Open No.3 bow thruster motor cooler outlet valve 318
M
The forward system (compartment 12) provides cooling for the forward Open LT cooling supply valve (FZ4) 311
a) Ensure that all pressure gauge and instrumentation valves/cocks
O
auxiliary consumers, freon DX units and No.1 (SB) pod system. Open LT cooling return valve (FZ4) 315
Open Forward WHR absorption chiller hot water supply 34A
C
The aft system (compartment 14) provides cooling for the aft auxiliary systems are operational.
pump cooler inlet valve
consumers and No.2 (PT) pod system. Open Forward WHR absorption chiller hot water supply 34B
&
b) Ensure that the main sea water cooling system is operational
(see Section 2.3.1) and that sea water is circulating through the pump cooler outlet valve
Each system can be cross-connected if required via normally closed manual
associated main LT cooling FW cooler. Open Forward WHR hot water circulating pump cooler 34C
W
isolation valves (302, 309, 352 and 359VPG).
inlet valve
IE
c) Check that the system expansion/make-up tank is at the correct Open Forward WHR hot water circulating pump cooler 34D
Forward Auxiliary Cooling System level, and that the water is chemically treated. Check that the outlet valve
V
auxiliary cooling system is full. Open No.1 clean drain cooler inlet valve 322
The forward system (FZ4) supplies the following consumers:
E
Open No.1 clean drain cooler outlet valve 323
• PT and SB stabiliser coolers. d) Set the valves as in the following table. Valves are to be set as
R
Open Flash steam condenser inlet valve 327
indicated unless specified, all other valves including line drain
• MALS LO and after-coolers (FZ3). valves must be closed: Open Flash steam condenser outlet valve 328
R
• No.1, No.2 and No.3 bow thruster motor coolers (FZ1). Open No.1 dirty drain cooler inlet valve 325
Open No.1 dirty drain cooler outlet valve 326
O
• Forward WHR absorption chiller hot water supply pump Forward Auxiliary Cooling System
Open Forward boiler chemical dosing unit inlet valve 348
F
cooler. All valves are suffixed with ‘VPG’ unless otherwise stated
Open Forward boiler chemical dosing unit outlet valve 345
• Forward WHR hot water circulation pump cooler. Position Description Valve
L
Open. Inverter for CCU inlet valve 346
• Forward boiler chemical dosing unit cooler. Open LT cooling supply manual valve (FZ4) 301
A
Open. Inverter for CCU outlet valve 347
• No.1 clean drain cooler. Open/Auto LT cooling supply remote valve (FZ4) 303
Open No.1 service transformer inlet valve 332
U
Open LT cooling return valve (FZ4) 310
• No.1 dirty drain cooler. Open No.1 service transformer outlet valve 335
N
Closed LT cooling supply crossover valve (from FZ5) 302
• Forward flash steam condenser. Open No.2 service transformer inlet valve 336
Closed LT cooling return crossover valve (to FZ5) 309
A
Open No.2 service transformer outlet valve 339
• No.1 ME start air compressor cooler and dryer. Open Port stabiliser inlet valve 3C8
Open No.1 ME start air compressor inlet valve 341
M
• Inverter for CCU cooler. Open Port stabiliser outlet valve 3C9
Open. No.1 ME start air compressor outlet valve 343
Open Starboard stabiliser inlet valve 3C6
T
• No.1 and No.2 service transformer coolers. Open Start air dryer inlet valve 342
Open Starboard stabiliser outlet valve 3C7
F
• No.1 and No.2 CCU motor coolers. Open. Start air dryer outlet valve 344
Open LT cooling supply line valve (FZ4/FZ3) 304
Open No.1 CCU motor cooler inlet valve 3E2
A
• No.1 and No.2 freon DX units (FZ6).
Open LT cooling return line valve (FZ3/FZ4) 308
Open No.1 CCU motor cooler outlet valve 3E5
R
• No.1 ME start air compressor Open MALS after-cooler inlet valve 3C1
Open No.2 CCU motor cooler inlet valve 3E3
• No.1 Start air dryer. Open MALS after-cooler outlet valve 3C2
D
Open No.2 CCU motor cooler outlet valve 3E4
Open MALS LO cooler inlet valve 3C3
Open LT cooling supply valve freon DX units (FZ4/FZ5) 313
Open MALS LO cooler outlet valve 3C4
Open LT cooling return valve freon DX units (FZ5/FZ4) 314
Open/Auto LT cooling supply line valve (FZ3/FZ1) 305
Open Freon DX units inlet valve 3J2
Open LT cooling return line valve (FZ1/FZ3) 307
Open Freon DX units outlet valve 3J3
Open No.1 bow thruster motor cooler inlet valve 3A1

Illustration 2.4.3b Auxiliary LT Cooling Fresh Water System Fwd
T
TI TI
N
40 50
Fwd Switchboard Room
E
Flash Steam 328 326 No.1 Dirty 40 40
Condenser Drain Cooler
40 50 Key 339 TI 335 TI
M
347
327 325 LT FW Supply
LT FW Return
M
TI
Inverter No.2 Service No.1 Service
100 Fresh Water for CCU Transformer Transformer
O
No.1 Clean 323 Bilge
Drain Cooler Electrical Signal 346
100
C
15
322 Boiler All Valves are Suffixed ‘VPG’ 40 40
345 Chemical Unless Otherwise Stated 40 40
15 336 332
&
Dosing
348
25 65
34C
W
25 65
IE
WHR Hot Water TI 34D
Circulating Pump
E V
25
34A TI
No.3 Bow No.2 Bow No.1 Bow
R
25 40 Start Air 25 Thruster Thruster Thruster
34B 344 Dryer 342 Motor Motor Motor
WHR ABS Chill. TI
25
R
Hot Water Supply Pump
25 TI TI TI
NO TI
200 No.1 ME
O
To/From Aft 318 3B5 317 3B1 316 3A1
LT Cooling 311 Start Air
343 341
F
FW System FZ4 Compressor 65 65 65 65 65 65
200
Fwd Eng Room
315
L
100
From Aft LT NC
Cooling FW 150 40
A
System FZ5 302 100
Aft Eng Room
U
150
To/From Aft TI
LT Cooling 301 303
N
FW System FZ4 100
150 Port Stabiliser
Fwd Eng Room MALS 3C2
A
310 After-Cooler Deck 1
100
To Aft LT NC
150 3C1
Cooling FW
M
TI
309 TI
System FZ5 Deck 1
Aft Eng Room 50
TI
3C9 3C8
T
MALS 3C4
40
LO Cooler 50
Motor for 50 50
F
3E5
No.1 CCU 3C3
40
150 100
A
3E2 304 305
TI
R
40 150 100
Motor for 3E4 308 307
D
No.2 CCU 40 50 50
3E3
3C7 3C6
NO TI
To/From 313
Freon DX NO
System (FZ6)
314 Starboard Stabilizer Fire Zone 4 Fire Zone 3 Fire Zone 2 Fire Zone 1 Reference Drawing:MA1-PG0001, Rev 3

Aft Auxiliary Cooling System Procedure for Operating the Aft Auxiliary Cooling System Position Description Valve
T
Open AC refrigerant unit inlet valve 364
N
The aft system (FZ5) supplies the following consumers: The auxiliary systems are cooled by the engine’s LT FW cooling system,
therefore, the auxiliary system cannot operate without the LT system in Open AC refrigerant unit outlet valve 365
E
• Hydraulic unit cooler. Open Aft WHR absorption chiller hot water supply pump 39C
operation. The following description applies to the aft auxiliary cooling
• Dried biosludge silo. cooler inlet valve
M
system:
• Dry garbage shredder cooler. Open Aft WHR absorption chiller hot water supply pump 39D
M
a) Ensure that all pressure gauge and instrumentation valves/cocks cooler outlet valve
• Biosludge dryer. are open, that all instruments are reading correctly and control Open Aft boiler chemical dosing unit inlet valve 315
O
• Aft WHR hot water circulation pump cooler. systems are operational. Open Aft boiler chemical dosing unit outlet valve 34A
C
• Aft boiler chemical dosing cooler. Open Aft WHR hot water circulating pump cooler inlet 39A
b) Ensure that the main sea water cooling system is operational
valve
&
• No.3 CCU motor cooler. (see Section 2.3.1) and that sea water is circulating through the
associated main LT cooling FW cooler. Open Aft WHR hot water circulating pump cooler outlet 39B
• Aft WHR absorption chiller hot water supply pump cooler. valve
W
• AC refrigerant recovery unit. c) Check that the system expansion/make-up tank is at the correct Open No.3, ME start air compressor inlet valve 391
IE
• No.3 ME start air compressor cooler and dryer. level, and that the water is chemically treated. Check that the Open No.3, ME start air compressor outlet valve 393
auxiliary cooling system is full. Open Start air dryer inlet valve 392
• Forward flash steam condenser.
V
Open Start air dryer outlet valve 394
• No.2 clean drain cooler. d) Set the valves as in the following table. Valves are to be set as
E
Open No.2 clean drain cooler inlet valve 372
indicated unless specified, all other valves including line drain
• No.2 dirty drain cooler.
R
valves must be closed: Open No.2 clean drain cooler outlet valve 373
• No.3 and No.4 service transformer coolers. Open Flash steam condenser inlet valve 377
R
• No.1 and No.2 brine chiller unit. Aft Auxiliary Cooling System Open Flash steam condenser outlet valve 378
Open No.2 dirty drain cooler inlet valve 375
O
• Refrigerant recovery unit. All valves are suffixed with ‘VPG’ unless otherwise stated
Open No.2 dirty drain cooler outlet valve 376
F
• BWTS EUT power unit cooler. Position Description Valve
Open No.3 service transformer inlet valve 386
Open LT cooling supply valve (FZ5) 351
L
• Oil content monitor. Open No.3 service transformer outlet valve 389
Open LT cooling return valve (FZ5) 360
A
• Working air compressor. Open No.4 service transformer inlet valve 382
Closed LT cooling supply crossover valve (to FZ4) 352
Open No.4 service transformer outlet valve 385
U
Closed LT cooling return crossover valve (from FZ5) 359
Open. BWTS EUT power unit inlet valve 3K1
N
Open LT cooling supply line valve 355
Open BWTS EUT power unit outlet valve 3K2
Open LT cooling return line valve 358
A
Open. Oil content monitor inlet valve 3K3
As reqd. Aft auxiliary LT system vent valve 3F0
Open Oil content monitor outlet valve 3K4
M
Open Hydraulic unit inlet valve 3F1
Open LT cooling supply line valve 3H1
Open Hydraulic unit outlet valve 3F2
T
Open LT cooling return line valve 3H9
Open Dried biosludge silo inlet valve 3F3
F
Open Refrigerant recovery unit inlet valve 3H7
Open Dried biosludge silo outlet valve 3F4
Open Refrigerant recovery unit outlet valve 3H8
A
Open Dry garbage shredder inlet valve 3F5
Open No.1 brine chiller unit inlet valve 3H2
R
Open Dry garbage shredder outlet valve 3F6
Open No.1 brine chiller unit outlet valve 3H3
Open Biosludge dryer inlet valve 3F7
D
Open No.2 brine chiller unit inlet valve 3H5
Open Biosludge dryer outlet valve 3F8
Open No.2 brine chiller unit outlet valve 3H6
Open LT cooling supply line valve 361
Open LT cooling supply valve freon DX units 3J2
Open LT cooling return line valve 366
Open LT cooling return valve freon DX units 314
Open No.3 CCU motor cooler inlet valve 362
Open No.3 CCU motor cooler outlet valve 363

Illustration 2.4.3c Auxiliary Cooling System Pod
T
To/From LT
N
269 Cooling FW
Key
System
E
LT Fresh Water Fire Zone 5
259 258
LT FW Return
M
All Valves are Suffixed ‘VPG’
To/From LT
M
219 Cooling FW
System
Fire Zone 4
O
209 208
C
Fwd
No.2 Pod Room Port No.1 Pod Room Starboard
251 268 218 201
&
200 200 200 200
NC NC
150 150
W
260 210
TI TI
NC NC
IE
150 150
270 220
E V
50 65 50 50 65 50
No.3 273 281 231 223 No.1
R
Transformer Transformer
50 65 50 50 65 50
274 282 232 224
R
TI TM FA TM TI TI TM FA TM TI
FA FA
45044 45044
45043 45047 45048 Converter Converter 45048 45047 45043
50
F
283
O 233
50
L
150 150 50 50 150 150
A
294 292 284 234 291 293
50 50
TM TI TI TM
U
No.4 275
FA
45044 45044
FA
225 No.2
45048 Converter Converter 45048
Transformer Transformer
50 50
N
276 226
150 150
A
TI TM FA FA TM TI
45043 45047 45047 45043
M
150 150
F T
A
125 125 100 100 100 100 125 125
No.2 Pod No.1 Pod
Port Starboard
R
Shaft Shaft
D
Line 40 100 100 40 Line
Support 271 254 264 214 204 221 Support
Cooling Cooling
Unit Unit
40 100 Air Unit Air Unit 100 40
272 255 265 215 205 222
TI TM TM TI TI TM TM TI TI TM TM TI
FA FA FA FA
45042 45041 45041 45041 45041 45042
45046 45046 45046 45046
Aft Reference Drawing:MA1-PG0001, Rev 3

Auxiliary Cooling Systems Pod
Introduction
N T
E
There are two azipod fresh water cooling circuits, which may also be known
M
as Cooling Air Units (CAU), one on the port side and one on the starboard
side. Each system is further split into two cooling stages, each stage consisting
M
two air coolers. The first and second cooling stage is supplied by the LT
O
fresh water cooling system. The azipod LT fresh water circulates through LT
fresh water coolers which are cooled by sea water (see Section 2.3.3 of this
C
Technical Operating Manual). Azipod cooling is by means of closed-circuit
air circulation. There are two fans and two heat exchangers, all fans and heat
&
exchangers are required to be operating at any time for full cooling.
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The duty LT circulating pump forces waters through the LT coolers, where
three-way bypass valves (controlled through the IAMCS) operate to maintain
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the LT cooler outlet temperature (and therefore consumer inlet temperature) at
36��
°C��
; an alarm is raised if the temperature rises to high 39��
°C and high high
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43°C. The LT fresh water pumps, coolers and expansion tank for No.1 pod SB
E
are located in compartment No.12 and those for No.2 pod PT are located in
compartment No.14; this provides for 100% pod redundancy and satisfies the
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Safe Return to Port requirements. CAU coolers are located in the associated
pod rooms on deck 2. Apart from the location of equipment, the systems are
R
identical.
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The azipod LT fresh water systems may be drained to and filled from the Azipod Air Cooling Unit
F
cooling FW
��
drain
��
tank (see Section 2.4.3 of this Technical Operating Manual).
The pod system is part of the LT cooling water system with remote control
L
valves to prevent flow during port stays for energy saving reasons, this is
A
monitored by flow switches at the inlet to individual items of equipment. In the
event of loss of cooling in either pod, interconnections are provided to allow
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reduced load running of both pods, CAU flow reduced to 50% and azipod load
N
limited to 60%
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No.1 pod system SB (FZ4) supplies the following consumers:
M
• No.1 and No.2 propulsion transformers.
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• No.1 azipod converter units (x2).
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• No.1 azipod air coolers (x2).
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• No.1 azipod shaft line support unit.
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No.2 pod system PT (FZ4) supplies the following consumers:
D
• No.3 and No.4 propulsion transformers.
• No.2 azipod converter units (x2).
• No.2 azipod air coolers (x2).
• No.2 azipod shaft line support unit.

Procedure for the Setting Up and Operation of the Azipod No.2 (Port) Azipod Fresh Cooling Water Systems WARNING
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Fresh Water Cooling Systems All valves are suffixed with ‘VPG’ unless otherwise stated Care must be taken when handling and mixing treatment chemicals.
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Position Description Valve Protective clothing and goggles must be used whenever handling such
The cooling water systems for No.1 and No.2 azipods are the same and the
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Open LT cooling water supply manual valve (compt. 14) 258 treatment chemicals.
description below applies to both.
Open LT cooling water return manual valve (compt. 14) 269
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a) Ensure that all pressure gauge and instrumentation valves/cocks Open LT cooling water supply remote valve (compt. 14) 259
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are open, that all instruments are reading correctly and control Open LT cooling water supply manual valve (No.2 pod 251
systems are operational. room PT)
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Open LT cooling water return manual valve (No.2 pod 268
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b) Set the valves as in the following table. Unless specified, all room PT)
other valves including line drain valves must be closed:
Closed No.1/2 LT cooling water supply crossover valve 260
&
(No.1 pod room SB)
No.1 (Starboard) Azipod Fresh Cooling Water Systems Closed No.1/2 LT cooling water return crossover valve 270
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All valves are suffixed with ‘VPG’ unless otherwise stated (No.1 pod room SB)
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Position Description Valve Open No.? converter LT cooling water inlet valve 281
Open LT cooling water supply manual valve (compt. 12) 208 Open No.? converter LT cooling water outlet valve 282
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Open LT cooling water return manual valve (compt. 12) 219 Open No.? converter LT cooling water inlet valve 283
E
Open/Auto LT cooling water supply remote valve (compt. 12) 209 Open No.? converter LT cooling water outlet valve 284
R
Open LT cooling water supply manual valve (No.1 pod 201 As reqd. No.2 LT cooling water supply system vent valve 294
room SB) As reqd. No.2 LT cooling water return system vent valve 292
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Open LT cooling water return manual valve (No.1 pod 218 Open No.3 propulsion transformer LT cooling inlet valve 273
room SB) Open No.3 propulsion transformer LT cooling outlet valve 274
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Closed No.1/2 LT cooling water supply crossover valve 210 Open No.4 propulsion transformer LT cooling inlet valve 275
F
(No.1 pod room SB) Open No.4 propulsion transformer LT cooling outlet valve 276
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Closed No.1/2 LT cooling water return crossover valve 220 Open No.2 pod cooling air unit ? stage inlet valve 264
(No.1 pod room SB)
Open No.2 pod cooling air unit ? stage outlet valve 265
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Open No.? converter LT cooling water inlet valve 231
Open No.2 pod cooling air unit ? stage inlet valve 254
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Open No.? converter LT cooling water outlet valve 232
Open No.2 pod cooling air unit ? stage outlet valve 255
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Open No.? converter LT cooling water inlet valve 233
Open No.2 shaft line support unit LT cooler inlet valve 271
Open No.? converter LT cooling water outlet valve 234
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Open No.2 shaft line support unit LT cooler outlet valve 272
As reqd. No.1 LT cooling water supply system vent valve 293
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As reqd. No.1 LT cooling water return system vent valve 291 c) Ensure that the azipod LT fresh water cooling system is fully
Open No.1 propulsion transformer LT cooling inlet valve 223 charged with fresh water and is vented.
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Open No.1 propulsion transformer LT cooling outlet valve 224
F
Open No.2 propulsion transformer LT cooling inlet valve 225 d) Check all the water cooling systems for water leaks. Ensure
that all four air coolers are being circulated by checking local
A
Open No.2 propulsion transformer LT cooling outlet valve 226
pressure and temperature gauges, as appropriate.
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Open No.1 pod cooling air unit ? stage inlet valve 214
Open No.1 pod cooling air unit ? stage outlet valve 215 The azipod cooling system is now fully operational. It is important that the
D
Open No.1 pod cooling air unit ? stage inlet valve 204 circulating fresh water is analysed frequently and treatment chemicals added as
Open No.1 pod cooling air unit ? stage outlet valve 205 necessary in order to prevent corrosion in the circulation system.
Open No.1 shaft line support unit LT cooler inlet valve 221
Open No.1 shaft line support unit LT cooler outlet valve 222
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2.5 Waste Heat Recovery System
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2.5.1 Hot Water Circulation System
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2.5.2 Absorption Chiller System
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Illustation 2.5.1a Waste heat recovery system (FZ3,4 &5) WIP
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2.5 WASTE heat recovery System No.1 and No.2 Waste Heat Recovery Hot Water Steam Heater Introduction
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Equipment:��
NG41001/002
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The common waste heat recovery system is fitted to recover waste heat from
2.5.1 Hot Water CiRCulation System Manufacturer: Setouchi Kogyo
the diesel generator HT cooling water systems and provide heat for the HVAC
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No. of sets: 2 system, potable water system, engine room tanks, absorption chiller and the
M
No.1 and No.2 Waste Heat Recovery Hot Water Circulating Pump Model: Donpha ��
(S.2300/S.2301) diesel engines in stand-by condition.
Type: Shell and Tube
M
Equipment: NG73001/002 Each diesel generator engine has a closed loop HT cooling system (see Section
Capacity: 270 m3/h at 5600 bar
Manufacturer: Naniwa pump Mfg. Co. Ltd 2.4.2 of this Technical Operating Manual) contained in this loop is a waste heat
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No. of sets: 2 exchanger through which heat recovery water is circulated by an associated
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frequency controlled waste heat recovery pump.
Model: FBWHV-250
Type: Centrifugal, frequency controlled
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These waste heat recovery pumps, one for each engine compartment, are
Capacity: 350m3/h at 3.5 bar frequency controlled and the water flow depends upon the heat consumption.
The waste heat recovery water temperature at outlet from the heat exchanger is
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about 90°C depending upon engine load and heat consumption.
No.1 and No.2 ACU Hot Water Supply Pump
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Equipment: NG74001/002 The waste heat recovery circulating pumps discharge heated water to the
V
��
pump Mfg. Co. Ltd common waste heat recovery hot water suction header via the waste heat
recovery hot water steam heater where��
, the hot water is heated by steam when
E
No. of sets: 2
the temperature is below 87°C, or the steam system has surplus steam/common
Model: FBWHV-300-2
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WHR hot water suction header hot water up to 100°C.
Type: Centrifugal, frequency controlled
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Capacity: 450m3/h at 2.5 bar Where it is sent to users via the distributor pipe such as:
• Tank heating coils (except steam heating)
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No.1 and No.4 Waste Heat Recovery Hot Water Heater • AC reheating
F
Equipment��
: NG77001/002 • AC preheating
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Manufacturer: Hisaka • Potable water heating
Photo Description to be inserted here
A
No. of sets: 2
• Main engine preheating
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Model: SX475A-NHPM-493, ��
SX475A-NHPM-465
• Urea heating
Type: Plate (��
Stainless Steel)
N
Capacity: 485/500m3/h, 10,800/11,100kW • Absorption chiller plant
No.1 and No.2 Main Engine HT Cooling FW Cooler

Equipment:��
: NG78001/002
M A These users return water to the heat recovery collector pipe from which the
diesel engine waste heat recovery circulating pumps take suction.
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�� The fwd (Comp 12 and fwd)/aft ��
(Comp 13 and aft) ��
heat recovery systems
F
No. of sets: 2 are normally operated in a combined configuration but may be operated
A
independently if required. To Isolate fwd system close the following valves,
Model: LX-525A-NHPM-99, ��
LX-525A-NHPM-99
411, 401, 412, 439(VPG) Comp 12 and to ��
Isolate aft system close the following
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Type: Plate
��
(Stainless Steel) valves, 461, 451, 462, 458, 488(VPG) Comp 13.
D
Capacity: 485/500�
�� m3/h, 11,900/12,200kW
Photo Description to be inserted here

Illustation 2.5.1bWaste heat recovery system (FZ4) WIP
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Procedure for the Operation of the Heat Recovery System Position Description Valve Position Description Valve
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As Reqd No.1-2 ME HT WHRW pre-heater manual inlet 434 Open No.1-2 ME WHR hot water heater inlet valve 415
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a) Ensure that the diesel generator engine HT cooling systems are
valve
operational and that the users (preheaters and water heaters) are
E
available for duty. Auto No.1-2 ME HT WHRW pre-heater remote operated 431
inlet valve
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b) Ensure that the heat recovery system is fully charged and As Reqd No.1-2 ME HT WHRW pre-heater outlet valve 432
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that the hot water in the system is correctly treated to prevent As Reqd Centrifugal OWS heater ��
manual ��
inlet valve 433
corrosion. Auto Centrifugal OWS heater remote operated inlet valve ?
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c) Ensure that all pressure gauge and instrumentation valves/cocks As Reqd Centrifugal OWS heater outlet valve ?
C
are open, that all instruments are reading correctly and control Open Oil Content monitor inlet valve 4A2
systems are operational. Set the valves as in the following table. Open Oil Content monitor outlet valve 4A1
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The filters at the diesel engine heat recovery pump suction Open Flow meter PGVK001 inlet valve 421
manifold are only used for flushing and these valves should
Closed Flow meter PGVK001 bypass valve 423
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normally be closed. Unless specified, all other valves including
line drain valves must be closed: Open Flow meter PGVK001 outlet valve 422
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As Reqd. No.1 AC pre-heater manual inlet valve 424
Auto No.1 AC pre-heater remote operated inlet valve 425
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All valves are suffixed with ‘VPG’ unless otherwise stated
As Reqd. No.1 AC pre-heater manual outlet valve 426
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As Reqd. Water treatment unit inlet valve 437
Diesel Engine Heat Recovery Systems FZ4
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Set Water treatment unit metering inlet valve ?
Auto No.1-2 ME WHR hot water heater outlet valve 416
Set Water treatment unit metering inlet valve ?
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As Reqd. Fwd WHR hot water steam heater bypass valve 418
Set Water treatment unit bypass valve ?
As Reqd. Fwd WHR hot water steam heater inlet valve 419
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Auto Water treatment unit auto valve ?
As Reqd. Fwd WHR hot water steam heater outlet valve 420
F
As Reqd. Water treatment unit return valve 438
Open Crossover ��
valve ��
from FZ5 411
Open Supply crossover valve to FZ5 408
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Open Crossover valve to FZ5 401
Auto Remote operated��
return valve 409
Open Fwd expansion vessel isolation valve 440
A
As Reqd. Technical water ��
filling ��
valve 436
Open Fwd ��
WHR hot water circulation pump suction valve 402
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Open WHR ACU hot water supply pump inlet valve 441
Open Fwd WHR hot water circulation pump discharge 404
Auto Supply/return r��
emote operated��
mixer valve M51
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valve
Open Flow meter PGVK003 inlet valve 443
Open Fwd WHR supply to FZ3 4E9
A
As Reqd. No.1 ACU (LIB GENE) inlet valve? 446
Open Flow meter PGVK009 inlet valve 4C5
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As Reqd. No.1 ACU (LIB GENE) outlet valve? 448
Closed Flow meter PGVK009 bypass valve 4C7
Open Flow meter PGVK009 outlet valve 4C6
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F
Auto Return remote operated mixer valve M52
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Open Return crossover valve from FZ3 4E0
Open Flow meter PGVK005 outlet valve 406
Open Return crossover valve from FZ3 4D6
R
Open WHR supply to FZ3 4D1
Open Return crossover valve from FZ5 439
D
As Reqd. HFO overflow tank inlet valve 4A3
As Reqd. HFO overflow tank outlet valve 4A7
Open Return crossover valve to FZ5 412
As Reqd. Used LO tank ��
inlet valve 4A4
Auto Remote operated 3-way valve 413
Auto Used LO tank remote operated inlet valve 4A5
Open Return manifold valve 414
As Reqd. Used LO tank outlet valve 4A8
Closed No.1-2 ME WHR hot water heater bypass valve 417

Illustation 2.5.1c Waste heat recovery system (FZ5) WIP
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Diesel Engine Heat Recovery Systems FZ5 As Reqd. No.2 ACU (LIB GENE) outlet valve 449
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Auto No.3-4 ME WHR hot water heater outlet valve 466 Auto Return remote operated mixer valve M52
E
As Reqd. Aft WHR hot water steam heater bypass valve 468 Open Aft WHR hot water circulation pump suction valve 452
M
As Reqd. Aft WHR hot water steam heater inlet valve 469 Open Aft WHR hot water circulation pump discharge valve 454
As Reqd. Aft WHR hot water steam heater outlet valve 470 Open Aft ME room line isolation valve 457
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Open Supply crossover valve from FZ4 461 Open Supply crossover isolation valve 458
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Open Supply crossover valve to FZ4 451 Open Return crossover valve to FZ4 488
Closed Return crossover isolation valve 489
C
Open Aft expansion vessel isolation valve 490
Open WHR ACU hot water supply pump inlet valve 491 Open Return crossover valve from FZ4 462
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Open Flow meter PGVK004 inlet valve 493 Closed No.3-4 ME WHR hot water heater bypass valve 467
As Reqd. No.2 ACU (LIB GENE) inlet valve? 496 Open No.3-4 ME WHR hot water heater inlet valve 466
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Auto Return remote operated valve M54
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? ? 4C9
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As Reqd No.3-4 ME HT WHRW pre-heater manual inlet 481
R
valve
Auto No.3-4 ME HT WHRW pre-heater remote operated 484
O
inlet valve
F
As Reqd No.3-4 ME HT WHRW pre-heater outlet valve 485
L
A
Open Flow meter PGVK002 outlet valve 472
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A
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F
A
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Open WHR ACU hot water supply pump inlet valve 441
D
Auto Supply/return remote operated mixer valve M53
As Reqd. No.1 ACU (LIB GENE) inlet valve 446
As Reqd. No.1 ACU (LIB GENE) outlet valve 448
As Reqd. No.2 ACU (LIB GENE) inlet valve 447

Illustation 2.5.1d Waste heat recovery system consumers (FZ3 & FZ4) WIP
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Position Description Valve Position Description Valve Position Description Valve
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Heat Recovery System consumers FZ4, As Reqd. HFO 10P inlet valve 4Q5 Auto HFO 4P remote operated supply valve 4J4
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As Reqd. Bilge water settling tank dirty section supply valve 4U5 As Reqd. HFO 10P outlet valve 4Q6 As Reqd. HFO 4P inlet valve 4J2
E
Auto Bilge water settling tank remote operated dirty 4U6 As Reqd. HFO 10P outlet valve 4Q7 As Reqd. HFO 4P inlet valve 4J5
section supply valve
M
Open HFO 9S supply valve 4P3 As Reqd. HFO 4P outlet valve 4J6
As Reqd. Intermediate section inlet valve 4U4 Auto HFO 9S remote operated supply valve 4P4 As Reqd. HFO 4P outlet valve 4J7
M
As Reqd. Intermediate section outlet valve 4U3 Open HFO 9S inlet valve 4P2 As Reqd. HFO 2P supply valve 4G3
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As Reqd. Clean section inlet valve 4U2 Open HFO 9S inlet valve 4P5 Auto HFO 2P remote operated supply valve 4G4
As Reqd. Clean section outlet valve 4U1 Open HFO 9S outlet valve 4P6 As Reqd. HFO 2P inlet valve 4G2
C
As Reqd. Bilge water settling tank dirty section outlet valve 4U7 Closed HFO 9S outlet valve 4P7 As Reqd. HFO 2P inlet valve 4G5
As Reqd. Oil content monitor outlet valve 4V1
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Open Oil content monitor outlet valve 4P1 As Reqd. HFO 2P outlet valve 4G6
As Reqd. Concentrated sludge tank inlet valve 4V2 Open FZ4-FZ3 crossover valve 4D2 As Reqd. HFO 2P outlet valve 4G7
As Reqd. Concentrated sludge tank outlet valve 4V3 As Reqd. HFO 3S supply valve 4H3
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As Reqd. Sludge oil settling tank inlet valve 4V5 Position Description Valve Auto HFO 3S remote operated supply valve 4H4
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Auto Sludge oil settling tank remote operated inlet valve 496 Heat Recovery System consumers FZ3, As Reqd. HFO 3S inlet valve 4H2
As Reqd. Sludge oil settling tank outlet valve 4V6
V
As Reqd. HFO 6P supply valve 4L3 As Reqd. HFO 3S inlet valve 4H5
As Reqd. Oily bilge tank 1P inlet valve 4T1 Auto HFO 6P remote operated supply valve 4L4 As Reqd. HFO 3S outlet valve 4H6
E
As Reqd. Oily bilge tank 1P outlet valve 4T3 As Reqd. HFO 6P inlet valve 4L2 As Reqd. HFO 3S outlet valve 4H7
R
As Reqd. Oil content monitor outlet valve 4T5 As Reqd. HFO 6P inlet valve 4L5 As Reqd. HFO 1S supply valve 4F3
As Reqd. Sludge oil storage tank stbd inlet valve 4T7 As Reqd. HFO 6P outlet valve 4L6 Auto. HFO 1S remote operated supply valve 4F4
R
As Reqd. Sludge oil storage tank stbd outlet valve 4T9 As Reqd. HFO 6P outlet valve 4L7 As Reqd. HFO 1S inlet valve 4F2
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As Reqd Urea heater inlet valve 4Y1 As Reqd. HFO 8P supply valve 4N3 As Reqd. HFO 1S inlet valve 4F5
F
Auto Urea heater remote operated inlet valve 4Y2 Auto HFO 8P remote operated supply valve 4N4 As Reqd. HFO 1S outlet valve 4F6
As Reqd Urea heater outlet valve 4Y4 As Reqd. HFO 8P inlet valve 4N2 As Reqd. HFO 1S outlet valve 4F7
L
As Reqd. Oil content monitor outlet valve 4T8 As Reqd. HFO 8P inlet valve 4N5 As Reqd. Oil content monitor outlet valve 4H1
A
As Reqd. HFO 12P supply valve 4S3 As Reqd. HFO 8P outlet valve 4N7 As Reqd. Hot potable water heaters supply valve 4E1
U
Auto HFO 12P remote operated supply valve 4S4 As Reqd. HFO 8P outlet valve 4N6 Auto. Hot potable water heaters remote operated supply 4E2
As Reqd. HFO 12P inlet valve 4S2 As Reqd. Oil content monitor outlet valve 4N1 valve
N
As Reqd. HFO 12P inlet valve 4S5 As Reqd. HFO 7S supply valve 4M3 As Reqd. Hot potable water heaters supply valve 4E3
A
As Reqd. HFO 12P outlet valve 4S6 Auto. HFO 7S remote operated supply valve 4M4 As Reqd. Hot potable water heaters remote operated supply 4E4
M
As Reqd. HFO 12P outlet valve 4S7 As Reqd. HFO 7S inlet valve 4M2 bypass valve
As Reqd. Oil content monitor outlet valve 4S1 As Reqd. HFO 7S inlet valve 4M5 As Reqd. No.1 Hot potable water heater inlet valve 4E5
T
As Reqd. HFO 11S supply valve 4R3 As Reqd. HFO 7S outlet valve 4M6 As Reqd. No.1 Hot potable water heater outlet valve 4E6
F
Auto HFO 11S remote operated supply valve 4R4 As Reqd. HFO 7S outlet valve 4M7 As Reqd. No.2 Hot potable water heater inlet valve 4E7
A
As Reqd. HFO 11S inlet valve 4R2 As Reqd. HFO 5S supply valve 4K3 As Reqd. No.2 Hot potable water heater outlet valve 4E8
R
As Reqd. HFO 11S inlet valve 4R5 Auto HFO 5S remote operated supply valve 4K4
As Reqd. HFO 11S outlet valve 4R7 As Reqd. HFO 5S inlet valve 4K2
D
As Reqd. HFO 11S outlet valve 4R6 As Reqd. HFO 5S inlet valve 4K5
As Reqd. Oil content monitor outlet valve 4R1 As Reqd. HFO 5S outlet valve 4K6
As Reqd. HFO 10P supply valve 4Q3 As Reqd. HFO 5S outlet valve 4K7
Auto. HFO 10P remote operated supply valve 4Q4 As Reqd. Oil content monitor outlet valve 4M1
As Reqd. HFO 10P inlet valve 4Q2 As Reqd. HFO 4P supply valve 4J3

Illustration 2.5.2a Absorption Chiller System Ball Cleaning Unit
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E
Ball Ball
Trap Trap
M M
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MV532 MV526 MV582 MV576
C
No.1-1 No.1-2 No.2-1 No.2-2
ACU ACU ACU ACU
Port Starboard Port Starboard
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MV525 MV523 MV573 MV575
MV527 MV524 MV522
R E MV577 MV572 MV574
R
50 50
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MV531 MV581
L F NO MV571
U A Ball
N
Collector
M A 50
T
MV585 MV586 MV587 MV589
MV588
A F
D R 50
Reference Drawing:X503S124

2.5.2 Absorption chiller unit (ACU) Introduction ACU System Components
T
The main components of the system are:
N
No.1 and No.2 Absorption Chillers The absorption chiller utilises waste heat from the engine heat recovery system,
located in the forward and aft engine rooms. They differ from compression • Evaporator
E
Equipment No: NG91001/NG91002 type chillers, as the cooling effect is driven by recovered heat energy instead • Absorber
M
Manufacturer: Hitachi of mechanical energy.
• Generator
No. of sets: 2
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Lithium bromide/water (LiBr/H2O) is used, where the lithium bromide is the • Condenser
Model: HAU-CL600EXE2TM
absorber and the water is the refrigerant. It should also be noted that ship
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Type: Single effect • Heat exchanger
motions can affect system performance.
Capacity: 2 MW/unit
C
• Refrigerant pump
Chilled water: 14��
°C (in), 6°C (out), 270m3/h
�� CAUTION • Solution pump
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Sea water: 32°C (max.), 1,300m3/h (heat injection) Air leakage can cause the lithium bromide/H2O solution to corrode • Purging system
Hot water: 90°C (100°C max.), 449m3/h (heat input) copper and copper alloys, therefore, an inhibitor is added to the solution
and the concentration must be periodically checked, also chilled/hot • Control system
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water must be free from impurities to prevent a reduction in system
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efficiency.
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The absorption chiller works under a vacuum and the basic working principle
E
is as follows:
R
• The evaporator extracts heat from the chilled water system
causing the H2O to evaporate and be absorbed by the lithium
bromide in the absorber section.
R
• The combined solution is then directed to the generator by the
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solution circulating pump via a solution heat exchanger, where it
F
is then sprayed over the waste heat recovery heat exchanger. The
heat transfer causes the lithium bromide and H2O to separate.
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• The H2O vapour is directed to the condenser to be condensed
A
back to a liquid by the cooling sea water.
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• The absorbent is directed back to the absorber section by
the refrigerant spray pump via the solution heat exchanger
N
(eliminators are fitted to prevent the absorbent from mixing with
A
the refrigerant).
M
• The refrigerant spray pump directs the refrigerant via an
expansion valve into the evaporator, where it absorbs heat from
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the chilled water system and the cycle repeats.
A F
Photo Description to be inserted here Photo Description to be inserted here
D R

Illustration 2.5.2b Absorption Chiller System Mimic
MIMIC
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0.0degC
Hot Water Outlet
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0.0%
Chilled Water Outlet

0.0degC 0.0% Absorption
Chiller Unit
0.0degC Cooling Sea
Water Outlet
O M
C
FM OPERATION
0.0m3/h 0.0%
STOP OPE
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STOP
TROUBLE
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0.0degC 0.0degC Cooling Sea
Chilled Water Inlet MODE SELECTION Water Inlet
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(LEVEL1)
0.0% 0.0%
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MMC of ACU
0.0degC
E
Hot Water Inlet
FM
R
0.0% 0.0m3/h
Key
HT Cooling Water
R
CONTROL
STATUS DATA TROUBLE PARAMETER MAINTENANCE
(LEVEL2) (LEVEL2) LT Cooling Water
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Sea Water
F
MIMIC (Absorption Chiller Unit)
L 1st MODULE 2nd MODULE

Hot Water Outlet Cooling Sea
A
Water Outlet
U
0.000 0.000 0.000 0.000
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bar bar bar bar
Chilled Water Outlet
A
0.0 0.0
degC degC
M
Chilled Water Inlet
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0.0 % 0.0 %
F
P21 P22
A
0.0 0.0
degC degC
R
0 0
kg/m3 P31 P11 P12 P32 kg/m3
0.0degC 0.0degC
D
AP1 AP2
0.000 bar 0.000 bar Cooling Sea

RETURN Water Inlet
Hot Water Inlet
Reference Drawing: X7819-E007, Rev. 03

Control System ACU Load Control Mode Control Philosophy
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The ACU control system is configured to allow each dedicated PLC to be The ACU has two load modes as follows: For energy management reasons, the ACU will normally have priority over the
N
interfaced with the IAMCS via a MODBUS TCP communication interface. CCU, as the coefficient of performance (COP) is superior at any cooling water
• ACU load maximum mode will always produce the maximum
E
temperature or load.
cooling capacity within the available WHR supply, which may
The ACU LCP is fitted with a colour 15 inch touch screen monitor and the
vary due to ambient and operational conditions. Increased
M
following pump starters are located also: The ACU control system constantly monitors the chiller outlet temperature.
cooling demand will be met by the CCUs. The chilled water
WHR hot water temperature
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• Refrigerant spray pump outlet temperature will be controlled by regulating the flow
bases on the cooling capacity available from the hot water flow/
• Solution circulation pump The number of ACUs running will be optimized to reduce auxiliary power
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temperature and also the cooling sea water temperature.
• Solution spray pump consumption and increase COP/energy saving by IACMS.
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• ACU load control mode is used when the CCU load is lower
• Purge pump than the stable operating range to avoid operation of the hot gas When both ACUs are running at maximum load and the temperature of the
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• ACU chilled water pump bypass system, this is controlled by the IAMCS. chilled water increases above the adjustable maximum set point (1°C), the AC
chiller plant automation system will issue a start signal to the CCU sequential
The following pumps are controlled from the LCP: controller. At the same time, a signal will be issued to the ACU LCP to change
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over the control mode from ACU load maximum to ACU load control until
• ACU WHR hot water supply pump (variable speed control)
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the CCU has enough load to prevent hot gas bypass operation and running
• ACU cooling SW pump (variable speed control) conditions to stabilise.
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When stable, the control system will start to increase the load, if adequate
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waste heat is available until load maximum on the ACU is reached. If ACU
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load maximum is reached, the control system will increase the load of CCU
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The control system in IAMCS will calculate if the chilled water outlet
temperature can be maintained without the CCU in operation, and if so, will
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issue a stop signal to the CCU sequential controller.
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Photo Description to be inserted here Photo Description to be inserted here Photo Description to be inserted here

Cooling SW Flow and Temperature Control Operation Monitoring, Alarm and Safety Function
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The cooling SW flow is achieved by the use of a variable speed (375-1,500 The ACU start and stop sequence are fully automatic, where auxiliaries, The ACU system is monitored/alarmed by the LCP and the IAMCS via a
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rpm, 25-100%) pump/frequency converter, calculated from the ACU load/SW capacity, load ramps and shutdowns are under the control of the IAMCS. When MODBUS TCP interface and has the following shutdown functions:
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inlet temperature ratio. Temperature control is activated at SW temperatures starting the ACU, the IAMCS will activate a ‘under preparation’ signal which
• Chilled water outlet differential pressure low
lower than 20°C to maintain the correct balance between refrigerant and will reduce the chilled water flow (30%), allowing the chilled water supply
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absorbent. temperature to return to within range and without initiating alarms/starting • Chilled water temperature low
standby equipment. • Refrigerant temperature low
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Hot Water Flow Control • Generator temperature high
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The hot water flow is achieved by the use of a variable speed (375-1.500 • Condenser pressure high
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rpm, 25-100%) pump/frequency converter, calculated from the available heat
from the waste heat recovery system in order to maintain the hot water inlet • Relevant pumps overload trip
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temperature at 90°C. The pump speed will increase in steps to maximum • Absorber liquid level low
speed. When the heat available from the waste heat recovery reduces, and inlet
temperature decreases below 90deg.C. First hot water by-pass valve is opened • Sensor fault necessary for control
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and reducing the pump speed follows. • MCB off
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Cooling Capacity Control
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The ACU chilled water supply pump is a constant speed type, therefore,
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capacity control is achieved by a flow control valve to maintain a chilled water
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outlet temperature of 6deg.C. The ACU LCP will control the chilled water flow
in accordance with the WHR hot water flow/temperature and the cooling water
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flow/temperature.
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Photo Description to be inserted here Photo Description to be inserted here
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2.6 Compressed Air Systems
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2.6.1 Starting Air System
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2.6.2 Working Air System
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2.6.3 Control Air System
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Illustration 2.6.1a Starting Air System To Safety To Safety
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PM Aft Casing Position in Position in Fwd Casing PM
45110 45110
087 FZ5 Casing Casing FZ4 037
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80 40 40 80
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ESA RM RO ASS 25 ESA RM RO ASS 25 15 6 RM RM 6 15 25 ASS RM RO ESA 25 ASS RM RO ESA
36040 36030 36030 36020 36010 36010
NC 058 053 003 NC 008 36030 36030 36040
36050 36050 36010 36010 36020
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052 051 086 MFA MFA 036 002 001
HP HP 36050 36050 HP HP
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PI PI PI PI
LP LP LP LP
PI No.4 PI No.3 Starting Air Starting Air No.2 PI No.1 PI
40 Dryer Dryer 40
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Main Main Main Main
3rd 3rd
Starting Starting Starting Starting
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Stage Stage
Air Air 054 004 Air Air
Drain Drain
Compressor Compressor Compressor Compressor
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S S
S S S S
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Comp PAH PAH Comp
Start/Stop 36110 36110 Start/Stop
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IAMCS IAMCS
PAL PM PM PAL
36110 36110 36110 36110
Bilge Well Bilge Well Comp PS PI PI PS Comp Bilge Well Bilge Well
Local 40 40 Local
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Stop Stop
30/8 bar 30/8 bar
25 25
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Control Air Set at 33 bar Set at 33 bar Control Air
152 151 072 022 101 102
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NC 153 090 040 NC 103
30/6 bar 30/6 bar
40 40 40 40
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Working Air Working Air
252 251 073 071 No.3/4 Main 057 007 No.1/2 Main 021 023 201 202
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Engine Engine
Starting Air Starting Air
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S S
No.4 Main Diesel Generator Receiver Receiver No.2 Main Diesel Generator
Control Air FM
Mid Auxiliary FM Control Air
45105 45105
To Each 65 Machinery 65 To Each
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FM Room FM
Cylinder 063 078 077 061 011 027 028 013 Cylinder
PAL PS PS PAL
15 with Key with Key 51
A
20410 NC NC 23410
079 081 031 029

PM PM
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PAL PS PI 066 NC NC 016 PI PS PAL
20420 23420
To Each Bilge Well 060 010 Bilge Well To Each
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NC NC
Cylinder Cylinder
Control Air 084 034 Control Air
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50 15 15 50
S Coaming Coaming S
Scupper Scupper
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OIC OIC
36170 36170
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S OIO OIO S
No.3 Main Diesel Generator 082 032 No.1 Main Diesel Generator
Control Air FM 36170 36170 FM Control Air
45105 45105
F
AOS AOS
To Each 36170 083 36170 033 To Each
FM FM
Cylinder 062 068 067 017 018 012 Cylinder
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PAL PS PS PAL
20410 15 with Key NC NC with Key 15 20410
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PM
069 019 PM
PAL PS PI 064 014 PI PS PAL
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20420 20420
To Each Bilge Well Key Bilge Well To Each
Cylinder Bilge Well Bilge Well Air Cylinder
Drain
Electrical Signal
All Valves are Suffixed ‘VPE’
Fr136 Fr140 Reference Drawing:MA1-PE0001, Rev 4

2.6 Compressed Air Systems Starting Air System They can also be switched to manual mode, being started and stopped manually
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at the local control or through the IAMCS. The compressor status is displayed
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2.6.1 Starting Air System Starting air for the main diesel generator engines is provided by four Tanabe at the Starting Air System mimic.
starting air compressors which are of the reciprocating, two-stage and three-
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stage, electrically-driven type. The two air-cooled being three-stage and the two The lead compressor will start if the receiver pressure falls to 25 bar. If the
Main Engine Start Air Compressor (No.1 and No.3) pressure continues to fall, the stand-by (lag) compressor will start when the
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water cooled being two-stage. Each compressor type has an output capacity of
Manufacturer: Tanabe 185m3/h and 180m3/h respectively at a working pressure of 30 bar. pressure reaches 22 bar. Both compressors will stop when the pressure has
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recovered to 29.5 bar for FOLLOW and 30 bar for LEAD compressor. The
No. of sets: 2
The four compressors are arranged in pairs, with two normally serving the main start air receiver high and low pressure alarms are set at 30.5 bar and 18
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Model: H273 forward engine group, compartment 12, FZ4, and the other two serving the bar respectively.
Type: 2-stage, reciprocating, water cooled
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aft engine group compartment 14, FZ5. One compressor in each group is
Capacity: 180m3/h (free air), 30 bar water cooled and the other air cooled. The water cooling for the compressors The starting air compressors discharge to the starting air receivers via air dryer
oil and water separators. These separators drain automatically, but a daily
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Motor: 690V, 45kW, 50Hz, 1,000 rpm is fed from the associated group DG LT fresh water cooling system. Please
see Section 2.4 of this manual for details of the DG LT cooling fresh water check should be made to ensure that they are operating correctly. Starting air
system. receivers are fitted with a automatic drain system. ”Auto” mode shall be always
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Main Engine Start Air Compressor (No.2 and No.4) selected then these must be checked daily to ensure there is no drain in the
receiver.
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Each pair of starting air compressors discharge via air dryers to one of two
Manufacturer: Tanabe 4.5m3 capacity starting air receivers. No.2/No.4 compressors are permanently
No. of sets: 2 The main starting air receivers also act as an air supply for the working/control
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supplied from the emergency switchboard. The start air compressors are
Model: VLHH-114 included in the automatic restart after a blackout sequence. The air receivers air systems via two 30/6 and 30/8 bar respectively reducing valve stations (one
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Type: 3-stage, reciprocating, air cooled supply both main starting air and slow turning air to the engines through on the forward system, one on the aft).
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separate distribution lines.
Capacity: 185m3/h (free air), 30 bar Please note: The interconnection valves for each line between FWD and AFT
Motor: 690V, 37kW, 50Hz, 750 rpm system shall be normally closed due to SRtP requirement.
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In the engine distribution pipework, there are further normally closed cross-
connection lines between the forward and aft main start lines, and the forward
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and aft slow turning lines. This allows either receiver to supply any engine. CAUTION
Main Engine Start Air Dryer
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Pressure should never be applied to a reducing valve with its downstream
Manufacturer: Tamrotor Marine Compressors The No.1 and No.2 starting air compressors are used to fill the forward air isolating valve closed, as this may result in damage to the reducing
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No. of sets: 2 receiver which is in that compartment, and the No.3 and No.4 air compressors valve. When maintenance/repair of the pressure reducing valve (PRV)
are used to fill the aft air receiver, also in the same compartment. The air
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Model: TMC HP 2.0-700 is required, the inlet valve should be closed first and the outlet valve
receiver, in turn, normally supplies the engine group in that compartment, ie, second. The reverse procedure should be used when returning the PRV
Type: Water cooled, refrigerant compressed air dryer
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No.1/No.2 engines in the forward compartment and No.3/No.4 engines in the to service. Any failure of the reducing station whilst supplying the
Capacity: 340m3/h aft compartment. working/control air systems is to be avoided, it could result in damage to
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Motor: 1.9kW, 3,000 rpm critical components of the ship’s pneumatic control system.
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Each pair of main start air compressors have their own independent control
system, which is independent of each other. The main switches for the
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Main Engine Start Air Receiver compressor pair is normally set to AUTO mode.
Manufacturer: Hemmi Iron Works
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The two compressors are selected in a lead/follow arrangement, which then
No. of sets: 2
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starts and stops the compressors in response to measured pressure signals from
Type: Cylindrical the associated air receiver.
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Capacity: 4.5m3/h, 30 bar
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Procedure for Operating the Starting Air Aft Main Starting Air System for No.3-4 ME Procedure for Operating a Air Dryer
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The description below assumes that each starting air system are both operating The dryer should be started with inlet and outlet valves closed, so that there is
independently. All other valves, unless otherwise stated, are assumed to be Open No.3 ME starting air compressor outlet valve 051 no air flow through the system. The air dryer bypass valve should be open if
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closed: Open No.4 ME starting air compressor outlet valve 052 the associated compressor is running:
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Closed No.3/4 ME starting air dryer bypass valve 086
a) Check the level of oil in the air compressors and top-up with the Open No.3/4 ME starting air dryer inlet valve 053 a) Check that electrical power is available at the dryer control
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correct type if required. panel.
Open No.3/4 ME starting air dryer outlet valve 054
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b) Ensure that all pressure gauge and instrumentation valves/cocks Open No.3/4 ME starting air receiver inlet valve 057 b) Ensure that both the main LT fresh water system cooling
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are open, that all instruments are reading correctly and control Open No.3/4 ME starting air receiver outlet valve 061 systems are operational (see Section 2.4.3) and cooling water is
systems are operational. Open No.3 ME flow meter inlet valve 067 circulating the dryer correctly.
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Closed No.3 ME flow meter bypass valve 069
c) Ensure that both the diesel generator LT fresh water system Open No.3 ME flow meter outlet valve 068 c) Turn the ON/OFF switch to the ON position, the dryer will start.
cooling systems are operational (see Section 2.4) and cooling Allow the dryer unit to run for 15 minutes.
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water is circulating all air compressors correctly. Open No.3 ME inlet valve 062
Open No.4 ME flow meter inlet valve 077
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d) After 15 minutes, slowly open the dryer outlet and inlet valves.
d) Set the valves as in the following table: Closed No.4 ME flow meter bypass valve 079 Start the compressor if it is not already running or close the
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Open No.4 ME flow meter outlet valve 078 dryer bypass valve if the compressor is running.
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Forward Main Starting Air System for No.1-2 ME Open No.4 ME inlet valve 063
The dryer is now operational. The dew point indicator may go into the red area
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Position Description Valve e) Check that the receiver auto drain valves are functioning and during the 15 minutes after the dryer is switched on, but it will return to normal
Open No.1 ME starting air compressor outlet valve 001 drain the receivers. as the dryer unit warms-up. If the dew point indicator remains in the red area,
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it indicates a fault and the dryer must be shut down for investigation.
Open No.2 ME starting air compressor outlet valve 002
f) Ensure that electrical supplies are available for all four main
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Closed No.1/2 ME starting air dryer bypass valve 008 The compressors should all cut-out at 29.5 for follow compressor 30 bar for
starting air compressors. On IAMCS, select the lead/follow
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Open No.1/2 ME starting air dryer inlet valve 003 lead compressor Both air systems are now operational, and the engines can be
compressors for both start air systems. Select AUTO operation.
Open No.1/2 ME starting air dryer outlet valve 004 The start air compressors will now start and fill the air started as required if all other ancillary systems are available.
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Open No.1/2 ME starting air receiver inlet valve 007 receivers.
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Open No.1/2 ME starting air receiver outlet valve 011 WARNING
The compressors should all cut-out at 29.5 bar for follow compressor and 30
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Open No.1 ME flow meter inlet valve 017 Compressed air can be dangerous when misused. Devices should only be
Closed No.1 ME flow meter bypass valve 019 bar for lead compressor. connected to the air lines when it has been determined that they are safe
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Open No.1 ME flow meter outlet valve 018 and correctly assembled.
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Open No.1 ME inlet valve 012
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Open No.2 ME flow meter inlet valve 027
Closed No.2 ME flow meter bypass valve 029
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Open No.2 ME flow meter outlet valve 028
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Open No.2 ME inlet valve 013
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Illustration 2.6.2a Working Air System (i)
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Aft Fan 15 15 Aft Fan
Room Starboard 267 268 Room Port
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Deck 16
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15 15
Key Deck 9 Deck 14
265 266
Air
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Garbage Handling Space 15 15
Deck 6 Port Deck 6 Starboard
Drain 26F 26G
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Electrical Signal 15 CDF Air 25 15 15
DRF2 Deck 4 Port Deck 4 Starboard
All Valves are Suffixed ‘VPE’ Receiver 263 264
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Unless Otherwise Stated 15 To Safety 25 15 15
Screen Press. CDF PRV Dosing Rack Dosing Rack To FWD working
Position in
air system
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Deck 1 To Control Garbage 15 Casing 40 40
Purifier Space Air System Handling Space 270 259
No.3 ME HFO Deck 3
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Purifier Sludge Pump
25 40 15 Incinerator
No.4 ME HFO
Purifier Sludge Pump
30/6 bar 260 Space Deck 2
From Starting 40
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15
No.3 ME LO Air System 072 151 152
PAL PAL Deck 0
36130 36130 269
Purifier Sludge Pump Incinerator Space Compartment 13
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153 PM PALL
No.4 ME LO 36130 36130 Aft Main
Purifier Sludge Pump PI Set at 8.8 bar Switchboard
30/6 bar
262
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Room Deck 2
Spare 073 251 252 2B3
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Boiler Soot 15 15 Near Sea
2F1 Removing 261 Water Filter
2B4
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40
No.2 FM 255
253 Working Air 254 45120
Receiver 40
Working Air
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FM 256
MFA ASS Compressor
36070 36070
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25A
F
To No.2 Pod Engine 258
NC NC
Room Port Riser pipe for FZ6 Riser pipe for FZ5 Workshop 25B
2B2 2B1
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277 Bilge Well 40
15 15
A
25 40 40
Bilge Well 15 286
25 298 297 40
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257 290
Near Sea Purifier No.2 Air
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Deck 1 FZ6 FZ5 Water Filter Space Ejector FZ5 FZ4
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No.3 Air Bilge, Ballast No.2 Air Sea Waste Oil Wash Water Near Waste Oil
Near Sea
282 Chest Drain Drain No.4 Air Incinerator Drain
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Ejector Stripping Pump Ejector Chest
40 Transfer Pump Transfer Pump 2B7 Ejector Transfer Pump
set at 272
15 15 15 276 274
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S
10 2 bar
15
275
27D 27C 15
F
283 279 15 273 15 27A 271
40 15 40
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15 Between Mid Auxiliary
288
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278 Engines Machinery 280
40 40
Room
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281 285 15 Comp.13
295 15 284 15 291 296 No.1 Air
293 Ejector
10 10 10 25 40
294 set at 292 15
2 bar Near CCU
Waste Oil Waste Oil 2B6 Clean Fuel ME Black- 299
Near Sea 15 To Air
Drain Sea Drain Drain out Pump
Transfer Pump Chest Transfer Pump Chest Transfer Pump 289 Ejector
Deck 0 Aft Fire Pump Room Compartment 16 Fr80 Aft Auxiliary Room Compartment 15 Fr102 Aft Main Engine Room Compartment 14 Fr140
Reference Drawing:MA1-PE0001, Rev 4

2.6.2 Working Air System Accommodation Working Air System Machinery Space Working Air System Outlets
Working Air Compressor

Permanent users in the accommodation are consumers such as the laundry.
These items will generally have local isolating valves, however, the majority
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Air is supplied to the machinery space working air system distribution main
from the working air receivers. If necessary, air can also be supplied from the
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Manufacturer: Tamrotor of outlets in the accommodation are for the temporary use of portable starting air system as detailed in Section 2.6.2.
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No. of sets: 1 machinery.
The working air compressor was installed only for the AFT Engine room, in
Model: TMC 40SA-9
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Flexible hoses are connected to the working air main outlet valves by means of which the exhaust gas treatment system was installed.
Type: Variable speed quick-release connections.
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Capacity: 330m/h, 8.0 bar A pressure reducing valve from the starting air system keeps the working air
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Motor: 690V, 40kW, 50Hz, 3,000 rpm Frequent checks should be made to ensure that all of the connections are fit for system at 8 bar for FWD system. AFT system pressure is maintained by
continued service. Some outlet valves are used more frequently than others and working air compressor inverter control. A pressure reducing valve from the
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it is essential that infrequently used valve outlets are still fit for service. starting air system is used as back-up and this valve supply air when working
Working Air Receiver air pressure reduces to 6 bar.
Manufacturer: Hemmi Iron Works Infrequently used outlets should be operated at least once per month to ensure
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No. of sets: 2 the valves open and close effectively and that the hose connection functions Normally FWD and AFT system shall be separated by closing a cross
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correctly. connection valve for safe return to port regulation.
Type: Cylindrical
Capacity: 1.3m/h, 8 bar
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If air is not available at a particular outlet when a flexible pipe is connected, The majority of the machinery space consumers are connected through
a check should be made that the valve is open and that the quick-release permanent connections, however, there are also many working air outlets using
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mechanism is operating correctly. quick-release couplings similar to the accommodation.
Introduction
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A check should also be made that any isolating valve supplying that branch Many of these outlets are for general use, and have the same guidelines as the
Compressed air is used throughout the ship for a number of applications and
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is open. This may be quickly done by connecting the hose to another outlet accommodation valves regarding operation/fault finding.
these are generally connected by means of flexible pipes to the working air supplied by the branch and opening the outlet valve.
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outlets.
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CAUTION
The air is distributed around the ship from the working/control air receivers via
a distribution main, which feeds several risers into the accommodation spaces. Compressed air can be dangerous when misused, and devices should
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The distribution main is shown in illustrations 2.6.2 a/b in this section and only be connected to the air lines when it has been determined that they
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feeds a number of permanent users as well as working air outlets. are safe and correctly assembled.
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This pipe has a number of manually and automatically operated isolating
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valves which allow sections of the main to be closed down for maintenance, or
isolated in an emergency.
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The automatically operated isolating valves act to isolate the main into forward
and aft sections, each with one compressor supply group.
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A back-up pipe connects the risers in the accommodation through a number of
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manually operated isolating valves.
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Illustration 2.6.2b Working Air System (ii)
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Fwd Fan 15 15 Fwd Fan
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Room Starboard 218 217 Room Port
Deck 16
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Fwd Casing
15
Deck 7 Soot Removal
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216
15 To Safety
Deck 4 Soot Removal
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To 2.6.2c Position in
214 213 Riser pipe for FZ4
A Casing
To/From 40
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2.6.2a 209
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Deck 3 Deck 1
Fwd Main Purifier Space
25
Switchboard No.1 ME HFO
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Room Deck 2 238 Purifier Sludge Pump
Compartment 12 To Control
Fwd Main 40 No.2 ME HFO
Air System
Swbd Room 212 219 Purifier Sludge Pump
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15 Near Sea PAL PAH No.1 ME LO
36130 36130
211 Water Filter Purifier Sludge Pump
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25
PALL PM
36130 36130 30/6 bar No.2 ME LO
Set at 8.8 bar PI 40 From Starting
B To 2.6.2c Purifier Sludge Pump
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2A4 102 101 022 Air System
2A3 Spare
103
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205
FM
45120 30/6 bar 2E1
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206 40 40
FM No.1
204 Working Air 203 202 201 023
208 Receiver
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F
25
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No .1 Control Air Receiver
15 15
NC NC
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247 246 2A1 2A2
40 40 Riser pipe for FZ3
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Purifier Near Sea Gas Valve
Space Water Unit Room
Bilge Well
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FZ5 FZ4 Filter Compartment 12 FZ4 FZ3
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Gas Valve Oily Sludge Oily Waste Oil Waste Oil Sea Waste Oil Waste Oil
Near Sea
Unit Room Gas Valve No.5 Air No.6 Air Water Oil Tr. Water Shift Drain Drain Chest No.4 Air No.3 Air Drain Drain No.1 Air No.2 Air
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Chest
Comp.12 Unit Room Ejector Ejector Separator Unit Pump Trans. Pump Trans. Pump 2A7 Ejector Ejector Trans. Pump Trans. Pump Ejector Ejector
set at
Gas Valve 233 232 226
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2 bar
15 15 15 15 15 15 15 15
Unit Room 228 To riser pipe
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Bilge Pump 15 15 231 22A 229 235 239 15 237 223 234 210 for FZ2 &1
15 40
A
207
23A 15 Between 15 15
10 S
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227 Engines 225 222
23C 40
15 15
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15
15 15 248 243 236 224 15 220
242 221
25 10 10 set at 10
245 244 241 Near Fire
2 bar
Near CCU ME Black Waste Oil Clean Fuel 2A6 Waste Oil Pump
Out Pump Drain Drain Near Sea Sea Drain
Transfer Pump Transfer Pump Chest Chest Transfer Pump
Fr140 Fr172

Illustration 2.6.2c Working Air System (iii)
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FZ6 FZ5 FZ5 FZ4
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Pod Room Port
Compartment 18
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To No.2 Pod
SSU Bilge Pump
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731
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Deck 4
NC 737
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NC 727
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25
To No.1 Pod SSU
R E Deck 3
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Bilge Pump 721
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Pod Room Starboard
Compartment 18
A
F
From 2.6.2b
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25
UA
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Deck 2 Deck 2
M A
Deck 1
F T Deck 1
R A
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B From 2.6.2b
Deck 0 Deck 0
FZ6 FZ5 FZ5 FZ4

Illustration 2.6.3a Control Air System (i) Garbage Handling Space
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15 Aft Main FZ4
To Wash Water for Dryer Compartment 13 Engine Room
To ME3 CDF AFT riser pipe
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Compartment 14
Deck 3 Control Air for hotel Compartment FZ5
Receiver
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Incinerator Room
To Pressurised Air Unit for Bone 15
Compartment 13
Infeed Valve and 3-Way Valve
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To Pressurised Air Unit for Bone 15
Deck 3
Infeed Valve and 3-Way Valve
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Key Deck 2 168
Air
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Drain 051
DRF2 Ash Deck 1
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Electrical Signal Spare
Out (VG2) Purifier Space
All Valves are Suffixed ‘VPE’ To Control Valve 25 Mid Auxiliary S
No.1 ME
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Unless Otherwise Stated for Dryer Machinery HFO Purifier
To Safety Room
To Smoke 161 S
No.2 ME
Position in Compartment
Density Sensor HFO Purifier
Casing 13
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To Smoke 25 25 S
No.1 ME
Deck 3 Density Sensor 25
To Pressurised Air Unit LO Purifier
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15
of Flap Valve for Screw S
No.2 ME
057 Conveyor LO Purifier
Bilge Well
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Deck 1
PAL PAH Spare
36120 36120
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To Vacuum Food 15 176
PM PALL
36120 36120
Waste Collecting Tank Spare
15 15 To Dewatered Bio-Sludge
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Set at 8.8 bar PI
To Vacuum Station
and Food Waste Tank
Deck 0 171
181
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FM
30/8 bar 155 156 45115
40 40 25
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From Starting
FM
Air System 072 151 152 154 No.2 159
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Control Air
153 Receiver 157 158
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30/8 bar
To Working 25 25
Air System
A
073 251 252
Deck 1
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NC NC No 2 working air receiver
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196 197
Aft Auxiliary Machinery Room
A
Compartment 15
25
25
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178 25
25
177
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175 174 173 172
F
AWWTP No.2 Boiler No.4 ME Slow No.3 ME Slow
A
Screen Pressure Bilge Well Blowdown Valve Turn Device Turn Device
AWWTP No.2 Boiler No.4 ME LO Auto No.3 ME LO Auto
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Screen Pressure Blowdown Valve Back-Wash Filter Back-Wash Filter
Oil Content No.4 ME HFO Auto No.3 ME HFO Auto
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Monitor System Back-Wash Filter Back-Wash Filter
Spare Spare Spare Spare

Deck 00 Deck 00 Deck 00 Deck 00
194 Port 193 Starboard 192 Port 191 Starboard
Fr102 Fr140
Bilge Well Bilge Well Bilge Well Bilge Well Reference Drawing:MA1-PE0001, Rev 4

2.6.3 Control Air System
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CAUTION
Pressure should never be applied to a reducing valve with its downstream
N
Control Air Receiver isolating valve closed, as this may result in damage to the reducing
E
Manufacturer: Hemmi Iron Works valve. When maintenance/repair of the pressure reducing valve (PRV)
is required, the inlet valve should be closed first and the outlet valve
M
No. of sets: 2
second. The reverse procedure should be used when returning the PRV
Type: Cylindrical
to service. Any failure of the reducing station whilst supplying the
M
Capacity: 0.5m/h, 8 bar working/control air systems is to be avoided, it could result in damage to
O
critical components of the ship’s pneumatic control system.
C
Control Air Receiver (ME 3 and 4 Catalytic Dry Filter)
From the air receivers, air is supplied as control air to various locations in
Manufacturer: Ecospray the machinery spaces and throughout the ship. There is a mutual back-up
&
No. of sets: 2 connection between working air system and control air system in the same
zone. A further ring main is on deck 3 and 4 with necessary isolation valves
Type: Cylindrical
W
at each fire bulk head. During normal operation, FWD/AFT control air system
Capacity: 0.18m/h, 8 bar shall be isolated by closing interconnection line for satisfying safe return to
IE
port.
V
Introduction A shore connection in the deck 3 bunker stations can also be used to supply air
E
to the working air system. It can also supply the control air system through the
The control air system is supplied from the two air start receivers, with the previously mentioned cross-connection valves.
R
associated compressor operating in response to pressure signals from the air
receiver. The refrigerant dryer and control air filters should be operated continuously
R
whenever the associated compressor is operating. They should only be shut off
One compressor group is located in compartment 12, with the other aft in
O
when the compressor is isolated. The air dryer should be switched on at least 15
compartment 14. No.2/No.4 compressors are supplied from the emergency minutes before the associated compressor is started, and then the air inlet valve
F
switchboard. should be opened slowly to allow the pressure to increase gradually.
L
From each air compressor, the air flows through an oil/water separator, then The air filters are of the cartridge type and the cartridge can be replaced. The
A
a filter stack before entering the refrigeration dryers. From the dryers, the air housing has a differential pressure gauge which enables the operator to observe
flows to the two air receivers. The refrigerated air dryers remove any entrained
U
the pressure drop across the filter element.
moisture.
N
Although the working and control air systems will be normally operated with
After the reservoir, the air flow splits to supply the two separate systems. The both compressor groups working together, it is possible to operate with only
A
working air system line passes through a 30-8 bar reducer for FWD system one compressor group operational only in case of a emergency.
and 30-6 bar reducer for AFT system as back-up of the working air compressor
M
before being distributed to the various consumers around the vessel. Consumption should be reduced as far as possible to allow the remaining
T
compressor the chance to supply all the demand.
The control air system line passes through a fine filter which removes any
F
.
entrained liquids and solid particles. The control air then passes through a 30-8
CAUTION
A
bar reducer before being distributed around the various control air users around
the vessel. When in use, these reducer valves are in control of the air pressure Using ‘wet’ start air in the control air system is to be avoided, especially
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of both the working and control air systems. any prolonged use. Moisture in the control air system will result in
failure of pneumatic control system components.
D

Illustration 2.6.3b Control Air System (ii)
T
Gas Vent Fan Room
FZ5 FZ4
N
S
To No.1 ME LP EGE
Gas Valve Unit Room
Blowdown Valve
E
N2 Inlet Valve Vacuum Suction Supply Fan Shut-Off Valves S N2 Inlet Valve Vacuum Suction
HVK-H7507 Valve 065VUN To No.1 ME LP EGE HVK-H7508 Valve 064VUN
S
Blowdown Valve
M
Liquid Inlet Valve To Protect. Board Liquid Inlet Valve To Protect. Board
Gas Valve Unit Room
HVK-H7501 S To No.2 ME LP EGE HVK-H7502
Exhaust Fan Shut-Off Valves
Blowdown Valve
M
Gas Inlet Valve Spare Gas Inlet Valve Spare
S
HVK-H7503 To No.2 ME LP EGE HVK-H7504
Gas Supply Station
Blowdown Valve
O
To Shore Side Exhaust Fan Shut-Off Valves
S To Shore Side
ESD Valve To No.1/2 ME HP EGE ESD Valve
C
Blowdown Valve
FWD riser pipe To No.1/2 ME HP EGE
To Safety Position Spare
for hotel part Blowdown Valve
&
Gas Supply Station in Casing Gas Supply Station
114 117
Port Deck 3 Starboard
Fwd Main Engine Room Deck 1
W
Compartment 12 115 111
113 Purifier Space Cofferdam
Compartment 12
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S
No.1 ME
Spare
25 25 HFO Purifier
S
No.2 ME 116
V
Key Spare
PAL PAH HFO Purifier
36120 36120
Air
E
S
PM PALL
No.1 ME
25
Drain 36120 36120 LO Purifier
R
S
Electrical Signal Set at 8.8 bar PI No.2 ME
25 LO Purifier
All Valves are Suffixed ‘VPE’
131
R
FM 121
30/8 bar 105 106 45115
40 40 25
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From Starting
FM
Air System 022 101 102 104 No.1 109
F
Control Air Start Air 112
103 Receiver 107 108 Receiver Near AWWTP
Drain Valve 25 25 141
L
30/8 bar
To Working Bilge Well
Air System Urea Tank
Urea Trans
A
023 201 202 TGE LCP PS
M01VPU
Pump Suc Valve
Deck 1 MO2VPU. Urea Prim MALS
U
No 2 Work Air Tk M08VPU Blow-off
Urea Trans
NC NC Receiver Valve
Pump Suc Valve
N
146 147 MO5VPU
Gas Valve Unit Room Compartment 12 6
A
ME GVU 123 Main Laundry
122
133 25 25 Upper Level
M
Boiler GVU
134 128 127
126
T
129 125 Bilge Well 124
F
Purge Gas Inlet Valve Purge Gas Outlet Valve No.1 Boiler No.2 ME Slow No.1 ME Slow
A
Boiler HVK-H8204 Starboard HVK-H8211 Blowdown Valve Turn Device Turn Device
Gas Inlet Valve Purge Gas Outlet Valve No.1 Boiler No.2 ME LO Auto No.1 ME LO Auto
R
Boiler HVK-H8203 Port HVK-H8210 Blowdown Valve Back-Wash Filter Back-Wash Filter
Evaporator Bypass LNG Supply Valve Vacuum Suction No.2 ME HFO Auto No.1 ME HFO Auto
D
Valve HVK-H8201 Starboard HVK-H7506 Valve 054VUN Back-Wash Filter Back-Wash Filter
Gas Vent Valve Gas LNG Supply Valve Vacuum Suction Spare Spare
Header HVK-H8001 Port HVK-H75 Valve 061VUN Bioreactor Fwd Auxiliary
and Stabiliser Machinery Crew Gym
Spare Spare Spare Spare Spare Room Room Compartment 9
Deck 00 Deck 00 Deck 00 Compartment 11 Compartment 10
144 Port 143 Port 142 Starboard
Fr140 Fr172 Fr208 Fr248
Bilge Well Bilge Well Bilge Well Reference Drawing:MA1-PE0001, Rev 4

Procedure for Operating the Control Air Systems g) Check that the pressure reducing valve is properly functioning. Control Air Consumers
The description assumes that both compressor groups are fully operational and
that they are supplying both systems. All system cross-connections are closed,
h) The compressors will now operate automatically to replenish
the air in the start receivers, and starting and stopping according
N T
Control air is distributed around the machinery spaces by a single pipework
loop supplied from both air start receivers, as previously described. The system
E
except those under the control of the IAMCS: to the pressure in the system. is divided into forward and aft sections by the isolation valves. The division
M
point is designed to allow redundancy in the ship’s systems in the event of the
a) Check the level of oil in the air compressors. i) Check the operation of the air dryers and filters. There should be catastrophic loss of either a compressor group and/or the pipework in one part
M
a condensate drain visible from the air dryer. of the system.
b) Ensure that all pressure gauge and instrumentation valves/cocks
O
are open, that all instruments are reading correctly and control Compressed, dry and filtered air is now available at the working air and The system is set up for operation as described previously. Individual
C
systems are operational. control air mains. The air dryers should be operated continuously in order to consumers may then be supplied with control air as required. Most consumers
ensure that all air delivered into the instrumentation and working air system is are isolated by a single isolation valve from the control air system, before air
&
c) Ensure that the dryers are fully functional and that the air moisture- free. is supplied to the pneumatic controls of the consumer. A full list of consumers
filters are in working condition. The dryer should be started 15 is supplied below.
minutes before the pressure is available in the system. WARNING
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Compressed air can be dangerous when misused. Devices should only be Forward Working Air Distribution System Consumer Isolation Valves
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d) Ensure that both the diesel generator LT fresh water system connected to the air lines when it has been determined that they are safe
cooling systems are operational (see Section 2.4) and cooling and correctly assembled. All valves are suffixed with ‘VPE’ unless otherwise stated
V
water is circulating all group components correctly.
E
e) Set the valves as in the following table: Open No.1/2 ME air receiver outlet valve 021
R
Open Working air in-line inlet regulator isolation valve 023
Aft Working Air Distribution System Consumer Isolation Valves Open Working air in-line outlet regulator isolation valve 202
R
Closed Working and control air cross-connection valve 103
All valves are suffixed with ‘VPE’ unless otherwise stated
Position
Open
Description
No.3/4 ME air receiver outlet valve
Valve
071
F O Forward Control Air Distribution System Consumer Isolation Valves
L
All valves are suffixed with ‘VPE’ unless otherwise stated
A
Open Working air in-line outlet regulator isolation valve 252 Position Description Valve
U
Closed Working and control air cross-connection valve 153 Open No.1/2 ME air receiver outlet valve 021
N
Aft Control Air Distribution System Consumer Isolation Valves Open Working air in-line outlet regulator isolation valve 102
A
M
All valves are suffixed with ‘VPE’ unless otherwise stated The valves indicated are the main valves for the systems, but there may also be
T
equipment valves which need to be opened in order to allow a sub-system to
Position Description Valve function. The equipment manufacturer’s literature must be consulted about the
F
Open No.3/4 ME air receiver outlet valve 071 operation of such valves.
A
Open Working air in-line outlet regulator isolation valve 152
R
D
f) Air compressor shall be started manually and switched to auto
mode on the IAMCS.

Illustration 2.6.3c Control Air System (iii)
For No.4 For No.4 For No.3 For No.3
N T
E
ME CDF ME CDF ME CDF ME CDF Aft Casing
FZ5
Piston Valve VP11 Piston Valve VP12 Piston Valve VP11 Piston Valve VP12
M
M
O
C
Cylinder VC2A Cylinder VC1A Cylinder VC2A Cylinder VC1A
&
Cylinder BC2A Cylinder BC1A Cylinder BC2A Cylinder BC1A
Cylinder VC2B Cylinder VC1B Cylinder VC2B Cylinder VC1B No.3 ME EGE Sootblow
Stop Valve
Cylinder BC2B Cylinder BC1B Cylinder BC2B Cylinder BC1B
W
No.4 ME EGE Sootblow
Cylinder VC2C Cylinder VC1C Cylinder VC2C Cylinder VC1C Stop Valve
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Cylinder BC2C Cylinder BC1C Cylinder BC2C Cylinder BC1C To HP Steam Separator
Cylinder VC4A Cylinder VC3A Cylinder VC4A Cylinder VC3A Blowdown Valve
V
To HP Steam Separator
Cylinder BC4A Cylinder BC3A Cylinder BC4A Cylinder BC3A
For No.4 For No.3 Blowdown Valve
E
Cylinder VC4B Cylinder VC3B ME CDF Cylinder VC4B Cylinder VC3B ME CDF
To LP Steam Separator
R
Cylinder BC4B Cylinder BC3B Piston Valve VP13 Cylinder BC4B Cylinder BC3B Piston Valve VP13 Blowdown Valve
Cylinder VC4C Cylinder VC3C Piston Valve VP14 Cylinder VC4C Cylinder VC3C Piston Valve VP14 To LP Steam Separator
Blowdown Valve
R
Cylinder BC4C Cylinder BC3C Piston Valve VP15 Cylinder BC4C Cylinder BC3C Piston Valve VP15
Piston Valve VG1 Piston Valve VG1 Spare
O
Spare Spare Spare Spare Spare Spare
Spare
F
188 187 186 185 184 183 169
L
15 15 15 15
A
Set at 8.8 bar Set at 8.8 bar
PI PI
U
M22 M21
N
Set at 6 bar Key Set at 6 bar
A
PH ME4 CDF PH ME3 CDF 25
46300 M16 Control Air Air 46300 M15 Control Air
PI Receiver PI Receiver
M
Drain
M14 M20 M18 M12 M13 M19 M17 M11
Electrical Signal
T
25 All Valves are Suffixed ‘VPE’ 25
F
To Safety M24 To Safety M23
Position Position
A
Near Deck Near Deck Deck 5
Scupper Scupper No 4 EGTS Urea
15
R
Dosing Rack
189
No 3 EGTS Urea
D
15
25 25 Dosing Rack
182
Deck 3
Compartment 14
From No.2 Control
Air Receiver
N T
M E
M
2.7 MALS System
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2..7.1 MALS Blower and Air Injection System
& C
IE W
E V
R R
F O
A L
N U
M A
F T
R A
D

Illustration 2.7.1a Mitsubishi Air Lubrication System
T
893
N
VPH 40 Fwd Auxiliary Room Crew Gym FZ3 Laundry FZ2 MALS V.SP.
FM Compartment 10 Compartment 9 Compartment 8
832 831 Compartment 7
E
25 25 25 25 25
VPH VPH
833 835 837
Key
M
VPH VPH VPH
OIO AOS
834 836 Air
VPH VPH Above LWL
M
48160 48160
(Under 3rd Deck) LT Fresh Water
R
100 LO Supply
O
837 LO Return
R
100 839
C
MGPS
836 Drain
R 15
Fwd Aux. 100 200
Electrical Signal
&
Machinery Room 835 832
Exhaust Fan R
100 893 All Valves are Suffixed ‘VPE’
834 25 25 25 25 25 25
W
R
100 To Bilge 817 815 813
IE
833 Well 891 VPH VPH VPH
RO RO 40 VPH 818 816 814
FM OIO AOS
48160 48160 VPH VPH VPH 48160 48160
811 812
V
ESD
VPH VPH 100 R
OIO AOS Above LWL Above LWL
E
48160 48160
(Under 3rd Deck) (Under 3rd Deck) 818
R R
100 100
R
827 817
R R
100 829 819 100
R
826 816
R 15 15 R
100 200 200 100
O
825 822 812 815
F
R R
100 892 891 100
824 MALS MALS MALS 814
LCP LCP LCP
L
R R
100 To Bilge To Bilge 100
823 Well M 821 M 831 M 811 Well RO RO 813
A
RO RO RO
48160 48160
RO RO 48150 48150 48150
48160 48160 827 825 823 FM FM FM ESD
VPH VPH VPH OI FM OI FM OI FM
U
ESD 48050 48050 48050
48150 48150 48150
826 824
VPH VPH 200
MALS 200
MALS 200
MALS LT Fresh
N
25 25 25 25 25
892 LCP LCP LCP Water
VPH 40
A
FM 3C1 3C2 3C4
822 821 VPG VPG VPG
VPH VPH 3C3
M
TI TI
MALS LCP 894 VPG
350
From MGPS 40
T
System 820 RO OIO AOS To Bilge Well MALS Blower LO
F
48420 48420 48420
VPH 50 Cooler
MALS SURGE
A
MALS LCP PIC ESA
LCP
S MALS 48020 48100
R
Air TAH
LCP PI TI 48240 PI
D
To Fuel Oil No.1 Local Oil 300 PAL
FM Air Cooler G
Tank Oil Tray Drain Collection e 48230
803
Tank MALS a PS
OIO AOS TIC P r Motor
48170 48170 LCP 48020
LS LAL PS ESA
TAH 48250 48101
48020
LO Tank
Fr 232 To Bilge ESA MFA RO RO RM

Fr 248 Fr 264 Fr 292
Well 48010 48010 48010 48010 48010
ESD Reference Drawing:MA1-PO008, Rev 2

2.7 MALS System Introduction The MALS LCP is interfaced with the IAMCS for monitoring, control and
T
alarms.
N
2.7.1 MALS Blower and Air Injection System The Mitsubishi Air Lubrication System (MALS) is fitted to this vessel to reduce
Control of the MALS blower and overboard valves is interfaced with the
E
the hull friction at speeds above 9 knots, therefore increasing fuel efficiency.
Emergency Shut Down System (ESDS) and Safety Management Control
System (SMCS).
M
MALS Blower The system injects air at approximately 1.0 bar at various points on the bottom
of the hull, which create a layer of air bubbles between the hull and sea water,
M
Manufacturer: MHI reducing the drag. MALS common alarm list:
Type: MD radial blower (variable speed)
O
Model: MTA26 The blower speed is controlled to maintain the optimum flow rate for varying 01 : MALS Alarm (Control System)
C
No. of sets: 1 speeds and sea states. The control system also prevents the blower from surging
by speed reduction, but if this occurs three times in one hour, an emergency 02 : MALS Alarm (Air Flow System)
Capacity: 175m3/min at 1.05 bar (100%)
&
stop function will be initiated.
Motor: 690V, 425kW, 3,000 rpm 03 : MALS Alarm (Blower Inverter)
Equipment: NE16001 The flow balance to each line is achieved by flow meters and motor-driven
W
control valves. Each MALS distribution line is routed above the LWL (under 04 : MALS Alarm (Blower Unit)
IE
3rd deck) to prevent the ingress of sea water.
MALS Main LO Pump 05 : MALS Alarm (LO System)
V
Manufacturer: Taiko When the MALS is not operating, treated sea water from the MGPS is allowed
06 : MALS Alarm (Blow-off Valve)
E
Type: Blower-driven HG to flow through the air injection lines by motorised control valves to prevent
blockages.
R
No. of sets: 1 07: MALS Alarm (Flow Control Valve)
Capacity: 5.0m3/h at 3.0 bar Each injection point overboard valve is controlled by the MALS LCP and
R
Motor: 690V, 2.2kW, 3,000 rpm automatically closes when the MALS trips. 08 : MALS Alarm (Sea Valve)
Equipment��
: Incorporated in MALS blower
��
(NE16001)
O
The MALS blower air and LO coolers are cooled by the LT fresh water cooling 09 : MALS Alarm (MGPS Valve)
F
system on start-up by a motorised control valve which opens during the start
MALS Auxiliary LO Pump sequence. 10 : MALS Alarm (Stop Request)
L
Manufacturer: Taiko
A
The MALS consists of: 11 : MALS Alarm (Emergency Stop)
Type: MDHG
U
No. of sets: 1 • MALS blower 12 : MALS Alarm (Abnormal Stop)
N
Capacity: 5.0m3/h at 3.0 bar • Air release valves with silencer
Motor: 690V, 2.2kW, 3,000 rpm
A
• Air flow meters
Equipment��
: NE16001 • Injection nozzles fitted at hull
T M
A F
D R

Procedure for Operating the MALS MALS Blower (Compartment 10, FZ?) MALS (Compartment 10, FZ3)
T
All valves suffixed ‘VPE’ unless otherwise stated. All valves suffixed ‘VPE’ unless otherwise stated.
N
The flow control valves (811, 821 and 831VPE). overboard valves, MGPS Position Description Valve Position Description Valve
control valve (820VPH) and LT cooling fresh water cooling control valve
E
(303VPG) are remotely operated and normally controlled through the IAMCS Auto LT cooling fresh water cooling control valve 303VPG Auto Flow control valve 821
Open Air cooler LT cooling water inlet valve 3C1VPG Closed Inspection/blow-off valve 829
M
from the appropriate screen mimic.
Open Air cooler LT cooling water outlet valve 3C2VPG Closed Line drain valve 892
M
a) Ensure that all test cocks are closed and that instrumentation Open LO cooler LT cooling water inlet valve 3C3VPG Auto Overboard valve 823
O
Open LO cooler LT cooling water outlet valve 3C4VPG Auto Overboard valve 824
following table:
Closed Manifold drain valve 894 Auto Overboard valve 825
C
Auto Overboard valve 826
&
MALS (Compartment 7, FZ2) Auto Overboard valve 827
All valves suffixed ‘VPE’ unless otherwise stated. Set Flow rate diaphragm valve 821VPH
W
Position Description Valve Open Line check valve 822VPH
Closed Vent valve 892VPH
IE
Auto Flow control valve 811
Closed Inspection/blow-off valve 819 Open MGPS stop valve 823VPH
V
Closed Line drain valve 891 Open MGPS stop valve 824VPH
E
Auto Overboard valve 813 Open MGPS stop valve 825VPH
Open MGPS stop valve 826VPH
R
Auto Overboard valve 815 Open MGPS stop valve 827VPH
R
Auto Overboard valve 817 MALS (Compartment 10, FZ3)
O
Auto Overboard valve 818 All valves suffixed ‘VPE’ unless otherwise stated.
F
Auto MGPS master valve 820VPH Position Description Valve
L
Set Flow rate diaphragm valve 811VPH Auto Flow control valve 831
A
Open Line check valve 812VPH Closed Inspection/blow-off valve 839
Closed Vent valve 891VPH Closed Line drain valve 893
U
Open MGPS stop valve 813VPH Auto Overboard valve 833
N
A
M
T
Open MGPS stop valve 818VPH Set Flow rate diaphragm valve 831��
VPH
F
Open Line check valve 832��
VPH
Closed Vent valve 893��
VPH
A
R
D

MALS SYSTEM COMPONENTS
N T
M E
O M
& C
IE W
E V
MALS Blower MALS-CP
R R
F O
A L
N U
M A
F T
A
MALS inverter
D
MALS Blower
R Mals filter
N T
M E
M
2.8 Exhaust Gas Treatment Systems
O
2.8.1 Diesel Particulate Filter System

2.8.2 De-NOx Urea Injection System
2.8.3 De-SOx Scrubber System
& C
IE W
E V
R R
F O
A L
N U
M A
F T
R A
D

Illustration 2.8.1a Exhaust Gas Treatment System DG3
T
PJ PJ PJ PJ PJ PJ PJ PJ
7A 7B 7C 7D 4A 4B 4C 4D
LSC LSO LSO LSC LSC LSO LSO LSC
N
To Funnel VC4A VC4A Air Tank VC3A VC3A VC2A VC2A Air Tank VC1A VC1A
E
Fan BC4A BC4A BC3A BC3A BC2A BC2A BC1A BC1A
De-SOx
M
Outlet
Gas
M
O
LSC
PJ PJ PJ PJ
LSC C4A C3A LSC
PJ PJ PJ PJ
LSC C2A C1A
Unit VC4B VC3B VC2B VC1B
8A 8B 8C 8D DG3 DG3 5A 5B 5C 5D DG3 DG3
C
LSO LSO LSO LSO
VC4B Air Tank VC3B VC2B Air Tank VC1B
Exhaust
(CV2)
&
Gas LSC LSO LSO LSC LSC LSO LSO LSC
BC4B BC4B BC3B BC3B BC2B BC2B BC1B BC1B
Boiler (AF04)
TT PT
W
04 04
Outlet
Gas
IE
From
LSC LSC LSC LSC Compressed
VC4C
PJ PJ PJ PJ
VC3C
C4B C3B VC2C
PJ PJ PJ PJ
VC1C
C2B C1B
Air System
V
LSO LSO LSO LSO
VC4C Air Tank VC3C VC2C Air Tank VC1C
E
R
BC4C BC4C BC3C BC3C BC2C BC2C BC1C BC1C
R
Outlet
Gas
O
C4C C3C C2C C1C
F
DG3 DG3 DG3 DG3
L
(V26)
A
Compressed
U
Air Tank No.3
N
PI
05
A
Output
Reserve
M
Air
(V20)
T
TT
(V19) 09
Hot Exhaust Gas
F
(VP14) PT TT From No.3 Main To DPF Filter
(AF03) PJ
02 02 Engine Turbocharger
10A
A
(VP15) PJ PJ PJ
Air PT TT
Air Tk (CV4)
11A 11B 11C 01 01
R
TT PT FSL
Air Tank Air 10 09 01 Fan
DRF1
VB (CV5) Key
1
D
LSC LSO DRF2 TT Exhaust Gas
VG1 VG1 M E 11 V27
TP VB Compressed Air
PT PT VP (VG1) 2 Heater RC1
06 08 13 Contaminated Air
80kW
(V16)(V13) V15 (VG2)

PT
To 2.8.1b 05 From 2.8.1b Ash Container
Inlet Gas Reference Drawing:13-017-APCD-PID-0001, Rev 01
DG4 DG4

2.8 Exhaust Gas TREATMENT Systems Procedure for Operating the Catalytic Dry Filters DG4 CDF (Compartment 14, FZ5)
T
N
Introduction a) Ensure that all test cocks are closed and that instrumentation
root valves are open. Set the valves in accordance with the Open Exhaust gas fan 01 suction valve (V27) V27
E
following table: Operational Exhaust gas control valve (VP14) VP14
The exhaust gas leaving No.3 and No.4 main diesel generators flows through
M
the following stages of the cleaning process: Operational Air impulse jet exhaust control valve (VP15) VP15
DG3 and 4 CDF (Compartment 14, FZ5) Open DRF3 compressed air valve (V16) V16
M
• Catalytic dry filter (ECO-Jet)
Closed DRF3 compressed air valve (VP13) VP13
• De-NOx (ECO-NOx SCR) Position Description Valve
O
Open DRF3 compressed air valve (V15) V15
Open Compressed air tank No.3 inlet valve (V19) V20
• De-SOx
C
Open DRF3 compressed air tank No.8 inlet valve
Closed Compressed air tank No.3 drain valve (V21) V21
Open DRF3 compressed air valve (VB1) VB1
2.8.1 Diesel particUlATe filter System Open Compressed air tank No.3 outlet valve (19) V19
&
Open DRF3 exhaust to funnel valve (V26) V26
Set Manual pressure setting valve (AF03) AF03
Open Compressed air inlet valve to poppet valves (AF05) AF05
Open DRF2 compressed air tank No.9 inlet valve
Catalytic Dry Filter (CDF)
W
Open Compressed air tank No.4 inlet valve
Open DRF2 compressed air valve (VB2) VB2
Open Compressed air tank No.? inlet valve
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The CDF comprises of twelve compartments, each equipped with four filtering Open Compressed air tank No5 inlet valve
cassettes. DG3 CDF (Compartment 14, FZ5)
V
Open Compressed air tank No.6 inlet valve
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When in operation, eleven compartments are filtering the exhaust gas leaving Position Description Valve Open Compressed air tank No.? inlet valve
the main diesel generators, whilst one compartment carries out a regenerating Open Exhaust gas fan 01 suction valve (V27) V27 Open Compressed air tank No7 inlet valve
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phase. Operational Exhaust gas control valve (VP14) VP14
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Operational Air impulse jet exhaust control valve (VP15) VP15
The regeneration phase is controlled by isolating the compartment from
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the main exhaust gas flow, and regeneration of the filter is achieved by the
following method: Closed DRF1 compressed air valve (VP13) VP13
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• Compressed air pulse-jets are directed in the opposite direction
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of normal exhaust gas flow, which removes and discharges soot Open DRF1 compressed air tank No.8 inlet valve
and ash from the filter cassette. Open DRF1 compressed air valve (VB1) VB1
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Open DRF1 exhaust to funnel valve (V26) V26
• A dedicated fan and heater redirects a reduced quantity of
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the main exhaust gas flow to thermally (380°C) remove Open Compressed air inlet valve to poppet valves (AF04) AF04
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the remaining soot from the filter cassette, or branch valves Open Compressed air tank No.4 inlet valve
upstream of turbo chargers are opened Open Compressed air tank No.? inlet valve
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• Further treatment by the compressed air pulse-jets completes Open Compressed air tank No5 inlet valve
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the regeneration of the filter cassettes. Open Compressed air tank No.6 inlet valve
Open Compressed air tank No.? inlet valve
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• The ash and soot is discharged from the CDF via poppet valves
and conveyed to the auxiliary filters and finally to the ash Open Compressed air tank No7 inlet valve
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container.
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• There are two modes for regeneration phase, that is, electric
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heater mode or ME extraction gas mode which can be selected
from the local panel or IAMCS.
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• ME extraction gas mode is selected in normal operation and
electric heater mode is back up.

Illustration 2.8.1b Exhaust Gas Treatment System DG4
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PJ PJ PJ PJ PJ PJ PJ PJ
7A 7B 7C 7D 4A 4B 4C 4D
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To Funnel VC4A VC4A Air Tank VC3A VC3A VC2A VC2A Air Tank VC1A VC1A
E
Fan BC4A BC4A BC3A BC3A BC2A BC2A BC1A BC1A
De-SOx
M
Outlet
Gas
M
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LSC
PJ PJ PJ PJ
LSC C4A C3A LSC
PJ PJ PJ PJ
LSC C2A C1A
Unit VC4B VC3B VC2B VC1B
C
LSO LSO LSO LSO
VC4B Air Tank VC3B VC2B Air Tank VC1B
Exhaust
(CV2)
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Gas LSC LSO LSO LSC LSC LSO LSO LSC
BC4B BC4B BC3B BC3B BC2B BC2B BC1B BC1B
Boiler (AF04)
TT PT
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04 04
Outlet
Gas
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From
LSC LSC LSC LSC Compressed
VC4C
PJ PJ PJ PJ
VC3C
C4B C3B VC2C
PJ PJ PJ PJ
VC1C
C2B C1B
Air System
V
LSO LSO LSO LSO
VC4C Air Tank VC3C VC2C Air Tank VC1C
E
R
BC4C BC4C BC3C BC3C BC2C BC2C BC1C BC1C
R
Outlet
Gas
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C4C C3C C2C C1C
F
DG4 DG4 DG4 DG4
A L
N U
V26
M A
T
TT
09
Hot Exhaust Gas
F
(VP14) PT TT From No.3 Main To DPF Filter
PJ
10A 02 02 Engine Turbocharger
A
(VP15)
Air PT TT
Air Tk (CV4) 01 01
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TT PT FSL
10 09 01 Fan
(DRF3) VB
1
Key
D
LSC LSO TT Exhaust Gas
VG1 VG1 E 11 V27
VP
Compressed Air
13 Heater RC1
To 2.8.1a DG3 Contaminated Air
80kW
(V15) (V13)(V16)
PT
05
From 2.8.1a DG3 Inlet Gas Reference Drawing:13-017-APCD-PID-0001, Rev 01

photograph of system
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Illustration 2.8.2a De-NOx Urea Injection System
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Dosing Rack Dosing Rack FZ5
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Port Starboard Aft casing
Bunker Station Bunker Station LAH LM LAH LM LM LAH LM LAH
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012 011 RM SA RM RO RM RO
RO RM 46325 46325 46320 46320
46270 46270 46270 46270 46320 46320 46325 46325 46200 46200
46200 46200
LAL LALL LAL LALL LALL LAL LALL LAL
M
(VC33) (VC32) 46325 46325 46320 46320 (VC31) (VC30) (VC30) (VC31) 46320 46320 46325 46325 (VC32) (VC33)
AOS PT PT
AOS AOS PT PT
AOS
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P P P P
46250 46240 46240 46250
Hot Technical (VC40) (V36) (V36) (VC39)

Demineralised Water Demineralised Water Hot Technical
Urea 50L Tank Urea 50L Tank
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Water Tank Tank Water
(VC39) (VA32) (VA32) (VC40)
? ?
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SA RM RM SA
(VR02) 46280 46280
PM PAL PAL PM 46280 46280 (VR02)
AOS 46305 46305 PAH PM PAH PM PM PAH PM PAH 46305 46305 AOS
46260 46260
&
P 46300 46300 46300 46300 46300 46300 46300 46300 P
(V30) (VR01) (VR01) (V30)
Working Air Working Air
(VA30) (V31) (V31) (VA30)
P P P P
P
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(V32) (V32) Deck 3
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P P
Aft Main Engine
M44 M49 M34 M39 Room - Comp.14
V
P
(V46) (VC42) P
(V46) (VC42)
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M43 M48 M33 M38
R
(V48) (VC44) (V48) (VC44)
Hot Exhaust Gas Hot Exhaust Gas
From No.4 Main To DPF Filter From No.3 Main To DPF Filter
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Engine Turbocharger Engine Turbocharger
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M41 M46 M31 M36
(V47) (VC43) (V47) (VC43)
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P P
M42 M47 M32 M37
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(V45) (VC41) (V45) (VC41)
P P
U A M15
021
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009 (V49)
A
015
PAL TM TIC TAL TAH T
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46295
?
46330 46330 46330 46330 Urea Heater
P
Priming Water 017
PS (100kW x 2.8m3/h)
IMACS
M08 (VA33) PM T
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P C M05
024 M07 M06 46290
AOS
F
Key (V55) (VC64) (VA36) 46230 016
Urea Vent
AOS 022
A
AOS Priming
46235 Tank 46220
Demineralised Water
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Working Air M01 (VA34)
P C M02
M04 M03
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All valves are suffixed with ‘VPU’ To 002 013 018
unless otherwise stated. Aft Main Engine Bio-Reactor and (V65) (VC34) (VA35) Bilge Well
Room - Comp.14 Stabiliser Room Urea Transfer Pumps AOS
All valves shown in brackets are - Comp.14 RO OIO OIC RO OIO OIC
manufacturer supplied. (3m3/h x 4bar) 46235 46265 46265 46265 46266 46266 46266
ASS SA RO RM
46210 46210 46210 46210 001 Urea Tank (Stbd)
(Abt: 150m3)
Fr.140 Fr.172
Reference Drawing: MA1-PE0003 - Rev: 4

2.8.2 De-NOx Urea Injection System DG3 Urea Dosing Rack (Compartment 14, FZ5) photograph of system
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De-NOx Operational Instrumentation air regulating valve (VR02) VR02
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Open Working air supply valve (V30) V30
The CDF is fitted with the ECO-NOx catalysts which have ceramic reinforced
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Operational Working air pneumatic supply valve (VA30) VA30
fibres, impregnated with catalytic oxides.
Operational Working air regulating valve (VR01) VR01
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The ECO-NOx SCR system is up-stream of the CDF in the diesel generator Open Working air supply valve (V31) V31
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exhaust flow, where urea dosing takes place downstream of the main diesel Closed Working air bypass valve (V32) V32
generator turbochargers.
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Open Urea injection air supply valve (V45)) V45
Open Urea injection air supply valve (V46)) V46
The urea is injected into the exhaust gas stream by dual spray lances, which
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are controlled to inject the optimum quantity to promote urea distribution and Open Urea tank inlet valve (V36) V36
reaction efficiency whilst reducing ammonia discharge from the funnel. Operational Urea tank pneumatic supply valve (VA32) VA32
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Open Demineralised water tank inlet valve (V39) V39
A urea (40%) storage tank, supplies a fifty litre service tank which is
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Closed Demineralised water tank pneumatic supply valve VA31
automatically controlled by a level transmitter. The maximum consumption is (VA31)
approximately 150l/h.
There is also a demineralised water tank to flush the urea injection line and
lances to prevent blockages occurring. DG4 Urea Dosing Rack (Compartment 14, FZ5)
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R
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Procedure for Operating the Urea Injection System Operational Instrumentation air regulating valve (VR02) VR02
Open Working air supply valve V36 V36
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a) Ensure that urea pump suction filter is clean. The filter should Operational Working air pneumatic supply valve VA32 VA32
F
be cleaned when the pressure drop across the filter reaches an
Operational Working air regulating valve VA32 VA32
unacceptable level. Care must be taken when cleaning a filter to
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ensure that the inlet and outlet valves are securely closed, and Open Working air supply valve V31 V31
Closed Working air bypass valve V31 V31
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that the filter has been vented and drained. The filter cover must
be carefully unbolted to ensure that there is no pressure in the Open Urea injection air supply valve (V45) V45
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filter and that urea is not leaking past a damaged valve. Open Urea injection air supply valve (V46) V46
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Open Urea tank inlet valve V36 V36
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Operational Urea tank pneumatic supply valve VA32 VA32
following tables: Open Demineralised water tank inlet valve V39 V39
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Closed Demineralised water tank pneumatic supply valve
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Urea Storage Tank (Compartment 14, FZ5)
F
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Closed Urea storage tank charging valve
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Closed Urea storage tank drain valve
Open Urea storage tank outlet valve
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Open Urea supply pump suction valve (V54) V54
Open Urea supply pump discharge valve (V55) V55
Open Urea supply pump recirculation valve (V49) V49

Illustration 2.8.3a De-SOx Scrubber System
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VS M VS M
To Funnel 01 F2 To Funnel 01 F2
PTC PTC
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NO,NO2,NOx,SO2 AT Exhaust 01 NO,NO2,NOx,SO2 AT Exhaust 01
CO2, PM, Opacity Fan CO2, PM, Opacity Fan
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PTC PTC
Sample 02 Sample 02
DG4 Scrubber DG3 Scrubber
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PT PT
53 53
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Key V98 LSO/C TT V60 LSO/C TT
VA55 52 VA55 52
LSO LSO
Sodium Carbonate VA54 VA54
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VA55 VA55
Softened Water LSC LSC
LSO/C LSO/C
Stage 3 VA54 Stage 3 VA54
C
Sea Water VA56
200
VA56
200
Sea Water Drain VA56 VA56
Exhaust Gas Stage 2 Stage 2
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200 200
Drain
Stage 1 LSO/C Stage 1 LSO/C
PT VA53 350 PT VA53 350
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PT PT
54 52 54 52
VA53 VA53
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TT TT
51 51
FT FT
Big Bag
V
51 51
E
LSH LSH
PI 51 51
TT PT PT
53 PT PT
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M 54 57 56
SC1 PT 55 350 55
56 TT TT
Softened 53 53
PT
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Sodium Carbonate M Water
MX1 VA57 57
Storage Tank TT
54
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FT
LSO/C I
P 53
VA58
F
LSH
LSL 52
51 LSM VA58 VM51
51 FT
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Sodium RHo LSO/C I 53
Densimeter VA58 P
HE Carbonate 51 Conductivity
51
Mixing Tank Turbidity
A
V97 VA58 VM51
PT LSL
M FT AT AT
58 52 LSO/C
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P52 I 54 52 51
VA59 P
VA59 VM52 350
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M51
M
P52 FT DPAH
LSO/C I Water Filter
54 52
A
VA59 P
350 350 M11
LSO/C H PT
VA59 VM52 DPS LSO/C
V67 52 51 M
M
VA51
M13 V67
AT AT PI VA51
54 53
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M PT PI VA52 51 Met
350 V63 V62 Pump
Sea Water 59 52 Sample
450
F
LSO/C PH
Engine Cooling V88 51
System Make-up Sea
A
M51 Chest
Sample V88 Sample V86 Met
DPAH
Pump Water Filter
R
52
M13 M11
AT AT
LSO/C H PT
54 53 DPS LSO/C
D
M14 V67
FT 52 51
VA51
52
AT LSO/C PH
55 V88 51 V67 PI VA51
PH LSO/C TT Met V89
52 V93 55 V90 VA52 51
Pump 600 V88 V86 Sample
Met
V93 Pump
Sample
Sample
?????????? Reference Drawing:13-017-APCW-0002, Rev 02

2.8.3 De-sOx Scrubber System De-SOx Scrubber Sodium Carbonate Storage and Mixing System
De-SOx Scrubber The scrubber is an open loop system and is the final stage of the exhaust gas
cleaning system. The exhaust gas flow entering the scrubber has previously correction of the sea water used in the De-SOx system.
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The sodium carbonate is mixed with demineralised water and used for alkalinity
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Manufacturer: Eco Spray-Tech been treated and has had the soot, hydrocarbon, ash and oil residues removed,
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Type: Open scrubber preventing discharge overboard. The system contains the following:
No. of sets: 2 • Sodium carbonate storage tank 2m3
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Capacity: 55,700 Nm3/h Exh Gas Large quantities of sea water are required to remove and neutralise the sodium
oxide (SO2) from the exhaust gas flow with pre and post-treament of the sea • Sodium carbonate screw conveyor
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Equipment No: RA45013/RA45014
water prior to discharge overboard. • Sodium carbonate mixing tank 1.9m3
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• Sodium carbonate solution dosing pumps
Scrubber Water Supply Pump The raw sea water is monitored upstream of the pump to determine its
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conductivity and turbidity, and is pretreated with sodium carbonate (Na2CO3)
Manufacturer: Naniwa Pump Bulk sodium carbonate is loaded into the storage tank, which then drops
solution if required. It is filtered by self-cleaning water filters and then directed
through to the screw conveyor, for delivery to the mixing tank.
Type: MDVC to the banks of scrubber spray nozzles.
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Model: CIV-250A The mixing tank is fitted with a motorised mixer to mix the dry sodium carbonate
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Three banks of spray nozzles, spray the sea water counter current to the gas
No. of sets: 2 with demineralised water, the solution is monitored with a densimeter and the
flow, which then absorbs and neutralises the SO2 contained within it, before
Capacity: 800m3/h at 6.5 bar complete operation is automatic.
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draining from the bottom of the scrubber. A centrifugal demister is fitted to the
Motor: 690V, 250kW,1500rpm top of the scrubber to remove any water droplets contained within the exhaust
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Two sodium carbonate solution dosing pumps, one duty and one standby,
Equipment No: NP02001/NP02002 gas flow.
take suction from the mixing tank. Both the pumps and control valves are
R
automatically controlled to deliver the pre and post-treatment of the sea
The drained sea water is monitored for its reduction in alkalinity and treated
water.
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Exhaust Gas Induced fan again with sodium carbonate solution to restore the required alkalinity level.
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Manufacturer: Eco Spray Tech (Acovent)
The sea water is finally tested and treated by dilution with fresh sea water prior
Type: Double inlet, centrifugal
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to discharge overboard via aft cooling SW system.
Model: NFRD 900S
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No. of sets: 2 The scrubber is designed to operate in both wet conditions up to 250°C or
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Capacity: 100,000 m3/h x 4.5kPa dry hot conditions 250°C. The scrubber is manufactured from suitable alloys
Motor: 690V, 250kW, 3000rpm to withstand the extremely corrosive conditions encountered due to acidic sea
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water attack.
Equipment No: RA44013/RA44014
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The exhaust gas treatment system is designed to provide adequate noise
A
attenuation, negating the need for a silencer.
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Exhaust Gas Induced Fan
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Each scrubber exit has an exhaust fan fitted (with bypasses) to compensate for
F
pressure drops of the system. The exhaust fan is manufactured from suitable
A
alloys to withstand the extremely corrosive conditions encountered due to
acidic sea water attack.
D R

photograph of system
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2.9 Fuel Oil Systems
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2.9.1 Diesel Generator Engine Fuel Oil System
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2.9.2 Fuel Oil Purifier System
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2.9.3 Marine Gas Oil Treatment System
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2.9 Fuel Oil SystemS If when a bunkering operation has been completed, the BDN does not include The North American Economic Zone covering the western seaboard from the
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all the required information, or the samples received are not signed/labelled, a Mexican border to the south coast of Alaska, excluding the Aleutian islands
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letter of protest must be issued to the bunker supplier. The vessel’s Flag State but including the Hawaiian islands. On the east coast it runs from the Mexican
Notes on Exhaust Gases and Emission Control Areas (ECAs) authority and the local Port Authority must also be informed immediately. border to the Arctic Circle in Canada. A further area around the US Virgin
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Copies of all relevant documents and correspondence must then be attached to Islands and Puerto Rico will be an ECA from 1st January 2014.
Note: The following information is for guidance only and is subject to the BDN and retained on board for the required period.
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amendment in line with IMO and Port State legislation. It is expected that both the Alaskan and Canadian Arctic areas will also be
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included at a later date. Extension of the zone southwards to include Mexico
The primary airborne pollutants from shipping are present in the exhaust/flue Oxides of Sulphur (SOx) and Panama is also a strong possibility. The North American ECA includes
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gases generated by the main and auxiliary engines and boilers. These are both particulates and NOx from the date of commencement.
MARPOL Annex VI allowed special Sulphur Emission Control Areas (SECAs)
C
produced by the combustion of hydrocarbon fuels and the main products are
listed below. to be established with stringent controls on the emission of oxides of sulphur Other areas under consideration include Japan, Australia, Hong Kong, Northern
(SOx). In these areas, the sulphur content of fuel oil used was not to exceed Norway and the Barents Sea.
&
1.5%. This limit reduced to 1.0% on the 1st July 2010 and will reduce further
Emission Gases from Ships to 0.1% from the 1st January 2015. From the 1st July 2010, the designation The member countries of EUROMED are in the process of preparing the
Sulphur Emission Control Area (SECA) was replaced by Emission Control
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• Oxides of Nitrogen (NOx) – create ozone information required for a request to the IMO for the declaration of the
Area (ECA) and incorporates reductions in the levels of Particulate Matter Mediterranean Sea and adjacent waters as an ECA. This will probably come
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• Oxides of Sulphur (SOx) – create acidification (PM) and Oxides of Nitrogen (NOx) permitted to be discharged into the into affect with the same limit as the North Sea/Baltic control areas.
atmosphere within the designated area.
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• Carbon Dioxide (CO2) – is a ‘greenhouse’ gas
Note: Within the EU, marine gas oil (MGO) must have less than 0.1%
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• Carbon Monoxide (CO) - a product of incomplete combustion Heavy Oil Sulphur Limits (Résumé) sulphur and marine diesel oil (MDO) less than 1.5%.
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• Hydrocarbons (HC) – gas, soot and some particulates Date ECA Global
01/07/2010 1.0% 4.5% For passenger vessels on a regular service in the territorial sea, Extended
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Regulations for the Prevention of Air Pollution from Ships were adopted in Economic Zone (EEZ) or Pollution Control Zone of any European Community
the 1997 Protocol to MARPOL 73/78 and are included in Annex VI of the 01/01/2012 - 3.5% Member State, there is a requirement to use low sulphur fuel (less than 1.0%)
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Convention. The Protocol adopted in 1997 included the new Annex VI of 01/01/2015 0.1% Progressively reducing to as if that ship is in a ECA.
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MARPOL 73/78, which entered into force on 19th May 2005. 01/01/2020 - 0.5%
Note: From the 1st January 2010, all vessels berthed in any European Union
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MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions (EU) port may only consume fuel with a sulphur content below 0.1%.
The present IMO designated areas and commencement dates were as follows:
from ship exhausts and prohibits deliberate emissions of ozone depleting
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substances. The annex includes a global cap of 3.5% on the sulphur content • The Baltic Sea May 2006
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of fuel oil effective from January 1st 2012 and will further reduce to 0.5%
• The North Sea November 2007 Oxides of Nitrogen (NOx)
in January 2020. (The introduction of the 0.5% level of sulphur may be
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South of 62oN and East of 4oE
delayed until 2025 after review by IMO in 2018.) The reduction in exhaust This covers the combinations of nitrogen and oxygen produced as a by-product
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gas emissions may be achieved by the use of cleaner fuels or through cleaner • The English Channel November 2007 of the combustion of fuel in air. The gases produced are predominately nitric
engine technologies, such as modified combustion cycles and/or exhaust gas East of 5oE oxide (NO) and nitrogen dioxide (NO2) with traces of other complex chemicals
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cleaners (scrubbers, filters, etc), either singly or in combination. • The North American Economic August 2012 including nitrous oxide (N2O) and nitrates. The amount produced is directly
Zone related to the combustion temperature, the greater the peak temperature, the
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Bunkering higher the level generated. Although these gases also occur in boiler flue gas,
F
• Puerto Rico and US Virgin Islands January 2014 the lower flame temperature results in lower percentages being produced. The
When receiving bunkers it is essential that the ‘Bunker Delivery Note’ (BDN) high temperatures and pressures that occur in diesel engine cylinders combine
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specifies the sulphur content of each grade delivered and must be signed by Note: In the USA, all vessels within 24 miles of the California coast are
to produce relatively high levels of these polluting gases.
required to use fuel with a sulphur content less than 0.1%.
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both the supplier and the receiver. If more than one bunker barge is used, then
a separate BDN for each barge will be required. The BDN should also record All of these gases combine with water and oxygen in the atmosphere to produce
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the seal number of the MARPOL sample container which must be signed by Further areas such as the Mediterranean Sea, the North American Economic nitrous and nitric acids which are corrosive. Nitrogen dioxide is a reddish
the supplier’s representative, the sample must be at least 400ml. These samples Zone (200 miles offshore from Canada and USA), and a similar area of the brown gas which causes lung damage. At sea level these gases react with
must be retained on board for Port State Control (PSC) inspections and not western coasts of the European Union (EU) have been proposed and may organic compounds to produce low level ozone (O3), a significant pollutant and
used for routine analysis. The BDN must be retained on board for at least three become designated. Additionally, Port State Authorities may also require that creator of smog. In the upper atmosphere, these same gases, especially NO2,
years after delivery of the fuel and the MARPOL sample until the fuel has been ships berthed in or transiting designated areas consume low sulphur fuel oil. react to remove ozone.
consumed or for a period of at least one year, whichever is the greater.
Issue: First Draft June 2015 IMO No: 9636955 Section 2.9 - Page 1 of 2

As these gases readily travel great distances from the actual source of Ozone is a deep lung irritant. VOCs also play a major role in forming other Methods of Reduction of Exhaust Gas Emissions
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production, the impact of the resulting pollution (smog, acid rain etc) can be photochemical oxidants which are responsible for numerous chemical and
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many miles away from the source. physical atmospheric reactions. Where possible, these should be discharged to Apart from the use of cleaner fuels and improvements in fuel efficiency, the
shore through the vapour return line. A small unrecoverable amount of vapour methods presently available for achieving the desired reduction in emissions
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Due to this, the International Maritime Organisation (IMO) is introducing will be released from the vessel’s fuel oil system, especially when heating fuel may include one or more of the following:
controls on the amount of NOx that can be produced by any marine engine oil.
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• Modifications in engine design.
with a power exceeding 130kW (175 horsepower). From July 1st 2010, the
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European Emission Control Areas of the Baltic Sea, North Sea and English • Fuel-water emulsions (FWE).
Channel have limits for the amount of oxides of nitrogen that can be discharged Particulate Matter and Polycyclic Aromatic Hydrocarbons
• Direct injection of water into the cylinders (DWI).
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to the atmosphere. The North American Emission Control Areas will include
Particulate matter (PM) is usually divided into two classes based on particle size • Injection of water into the charge air (CWI), also known as
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particulates, NOx and SOx in the limitations.
and comprising soot, ash and unburnt fuel, together with secondary sulphate Scavenge Air Moisturisation (SAM).
The emission levels of oxides of nitrogen are at present complied with by and nitrate particles. The Polycyclic Aromatic Hydrocarbons (PAH) present in
&
residual fuel oils are highly carcinogenic and unburnt particles are represented • Humid air motor (HAM).
modifications in engine design. Regulation 13 of MARPOL Annex 6 divides
marine diesel engines into groups by date of manufacture, stating the maximum in the soot produced together with heavy metals and organic material. • Exhaust gas recirculation (EGR).
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emissions that are permitted. However, if the engine is modified, the rebuilt • Selective catalytic reduction (SCR).
engine must comply with the level applicable at the date of modification. To All of these may be carcinogenic and the smaller particles <PM2.5 can be drawn
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allow verification of compliance with this requirement, all marine engines must deeper into the bronchial passages and are known to induce asthma, bronchitis • Dry chemical cleaning.
have individual records of the parameters as built. This includes component and heart failure. • Exhaust Gas Cleaning (EGC) unit or water type scrubber.
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details and settings of all items which may influence the production of NOx.
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The larger particles >PM10 are normally deposited relatively close to the point • Filters, cyclonic or electrostatic or mesh.
of origin, however, the lighter and smaller particles may stay airborne for
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The construction groups and target dates and Tier are:
considerable distances. Running the engines on distillate fuel (marine diesel or Continuous monitoring and recording of the exhaust gas composition will also
• Before 1st January 2000, Tier I by 1st January 2016. gas oil) reduces the total amount of particles but does not eliminate them. be required.
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• Between 1st January 2000 and 1st January 2011, Tier I,
At present, the only approved method for the removal of CO2 from exhaust
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reduces to Tier II level on 1st January 2016. Greenhouse Gases (GHG) including Carbon Dioxide (CO2) gases are EGC (scrubber) systems, utilising alkaline water to clean the gases.
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• Between 1st January 2011 and 1st January 2016, Tier II. This alkalinity may be achieved by electrolysis of the sea water or by adding
Carbon dioxide in the atmosphere is a major greenhouse gas, and internationally, alkaline chemicals to fresh water. These processes are claimed to reduce
• After 1st January 2016, Tier III.
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great effort is being made to reduce the amount released. It is the major product the CO2 content by >75%, NOx by >60% and SOx by >98%. The effluent is
of combustion and is more than 5% of the exhaust gas of a diesel engine and
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The emission levels are based on the engine speed, with the amount reducing then treated before discharging non-acidic water back to the sea. Any solids
13% from a water-tube boiler. collected from the washing process are retained on board for future disposal
from low speed crosshead engines to high speed trunk piston engines are stated
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as grams of nitrous oxide per kilowatt hour. ashore.
In shipping, the reductions are being achieved by gradual improvements in fuel
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• Tier I = 17.0 to 9.8g/kWh consumption involving modifications to the propulsion system (engines and Exhaust gas cleaning units are also able to reduce particulates by between 40
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• Tier II = 14.4 to 7.7g/kWh propellers), smoother hull coatings and design changes to the hull form. and 60%.
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• Tier III = 3.4 to 1.96g/kWh At present there is no general legislative control for the amount of CO2 released Note: The use of an approved EGC (scrubber) enables a vessel to comply
from existing vessels, however, in the United States, southern California has with low sulphur regulations even when using high sulphur (<4.5%) heavy
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At present, Tier III legislation is only planned for environmental control areas introduced a speed restriction of 12 knots for vessels within 20 miles of the fuel oil. As the gases leaving the scrubber contain less than 0.05% sulphur.
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(ECA) and will require additional equipment and modifications to the engine. coast. This is for the explicit purpose of reducing total CO2 emissions from
shipping. It is probable that other areas will enforce similar restrictions.
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Volatile Organic Compounds (VOCs)
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For vessels ordered after 1st January 2013 or delivered after 1st July 2015,
IMO regulations require that ships are designed and operated to produce less
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VOCs are contained in the lighter fractions released from petrochemical and
oil products, including crude oil, during cargo operations and tank cleaning. At CO2 when compared with present vessels. This is to be achieved through the
sea level, these compounds react with oxides of nitrogen to produce low level use of the Energy Efficiency Design Index (EEDI), which will be calculated
ozone (O3), a significant pollutant and creator of smog. using data taken during Sea Trials, and a Ship Efficiency Management Plan
(SEMP).
Issue: First Draft June 2015 IMO No: 9636955 Section 2.9 - Page 2 of 2

Illustration 2.9.1a Diesel Generator Engine Fuel Oil Service System Aft Main Engine Room FZ5 Fwd Main Engine Room FZ4
T
50 NC NC 50 50
Key
N
OIO OIS
091 50 092 042 OIO OIS
041 Heavy Fuel Oil
45713 45713 45718 45718
E
Gas Oil
HFO HFO Gas Oil From ME FO Feed Module HFO HFO Gas Oil
50 Steam
for No.3/4 Engines
M
Settling Service Service Settling Service Service
Air
Tank 2S Tank 2S Tank 2S Tank 1S Tank 1S Tank 1S
Drain
M
Electrical Signal
051 056 Mid Aux. 001 006
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To HFO Transfer To MGO Transfer Machinery Room To HFO Tranfer All Valves are Suffixed ‘VPL’
65 359 OIS OIO 153 Pump Suction OIS OIO 352 Pump Suction Compartment 13 Pump Suction 151 OIS OIO 309 65 OIS OIO Unless Otherwise Stated
052 057 OIS OIO 002 007
C
45710 45710 VEF 45725 45725 VEF NC 45715 45715 VEF 45705 45705 45720 45720
100 65 NC 65 100 80
To HFO Purifier To HFO
65 80 054 004 NC Purifier
&
To ME FO Feed Module To ME FO Feed Module 50 50 NC 50
To MGO Transfer
for No.3/4 Engines for No.3/4 Engines 058 008 OIS OIO 351VEF Pump Suction
45730 45730
50 50
W
To MGO Overflow System
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50 65
65
045
034
Air
V
Main Engine Fuel Oil
Feed Module S
E
PI
PI
Ignition PI Fuel Oil M
Circulation S S DPS Fuel Tank PI Back-Wash Filter AC ES SA DPAH
PI TI
R
Tank DPS F/S 21030 20990
TI LAL DPAH
LAL RO RM
24865 FO Buffer 20980 PI
DPS
24860 020 21030 21030
GO Circ. I Chamber DPS
R
TI PI PI
DPAH Pump LAL
24060 21060
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80
DPS ME
Main
Ignition DPAH
F
PI Engine 50
Pumps 20985
S
with Key DPS FO Feed
Pumps
L
PI ME FO Drain
Ignition Module
Drain Circulating
A
Pumps Bypass Filter
ME Gas Trip M Air 038
036 PAL ESD 039
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24410 24410 Drain TI
AC ES SA
Ignition
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P F/S 21040 PI
Injection RO RM Main
65 80
FM 21040 21040
A
Engine PS PAL
Pulse 028 025 026 027 45130
Gas Oil
Damper NC
PM Cooler
M
65 PI
To/From 23930
029 033
Injection Pump TM PAL DPAH
FM TI
23960 23930 23970 7bar
T
45780
65 with Key PI M Drain S
FM 032 HP Steam
F
Pulse 023 VM RO PS
No.2 Main Engine 022 021 50 NC 035 20940 20940
Damper NC with Key
E
A
VAL VAH PI PI
031 TIC 20940 20940
FM 024
PI
45785
R
65
FM
Pulse 018 015 016 017
D
Damper NC Visco. Trans.
PM
To/From 65
20930
019 Blackout
Injection Pump TM PAL DPAH Module
20960 20930 FM
20970
45780
65 with Key 80
FM
Pulse 013 012 011 Drain Drain
No.1 Main Engine
Damper NC with Key 50
014 Reference Drawing:MA1-PL0001, Rev 4

2.9.1 Diesel Generators ENGINE Fuel Oil System Main Engine Ignition Circulating Pump The HFO service tanks are fitted with steam heating coils and all the fuel lines
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are lagged and provided with trace heating. HFO service and MGO service
Manufacturer: Kral
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tank are provided for each group of fuel modules. FWD andAFT fuel oil
Main Engine FO Feed Pump No. of sets: 1 system shall be completely separated in normal operation for SRtP regulation
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Manufacturer: Kral Model: KF-160 and RP3 notation.
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No. of sets: 4 Type: MDVS
Model: KF-160 Capacity: 8.3m3/h, 3 bar Each engine has inlet and outlet flow meters for consumption calculation
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purposes, and a duplex inlet filter. Flow meters have manual by-pass lines for
Type: MDHS. Motor: 690V, 2.2kW, 50Hz, 1,500 rpm
maintenance of flow meters. Additionally, each engine has ESD operated inlet
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Capacity: 9.3/4.4m3/h, 4 bar and outlet quick-closing valves which are used to isolate the fuel supply to the
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Motor: 690V, 5.0/2.5kW, 50Hz, 1500/750rpm Main Engine Ignition Supply Pump engine in an emergency.
Manufacturer: Kral Each group also has a pressure control bypass line between the supply and
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Main Engine FO Circulation Pump No. of sets: 2 return legs from the fuel module, setting pressure at the engine inlet manifold
Manufacturer: Kral Model: KF-20 regardless of variations.
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No. of sets: 4 Type: MDVS
High pressure fuel pipes on the engines between the fuel injection pumps and
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Model: KF-275 Capacity: 0.5m3/h, 8 bar
the fuel injectors are of the double-wall type. Any leakage due to a failure of
Type: MDHS. Motor: 690V, 0.55kW, 50Hz, 1,500 rpm the inner high pressure pipe is contained by the outer pipe and this leakage will
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Capacity: 16/7.4m3/h, 6 bar be detected and an alarm raised through the IAMCS.
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Motor: 690V, 6/3.6kW, 50Hz, 1500/750rpm
Introduction
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When the engine is stopped and the low pressure fuel system is circulating, hot
fuel oil flows through the fuel injection pumps and the injectors and then back
Main Engine FO Heater All main engines can operate on fuel oil, but main engine No.2 is a duel fuel to the F.O buffer chamber for recirculation. This ensures that the entire fuel
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variant and can therefore operate on fuel oil (HFO/MDO) and natural gas (NG) system is maintained in a warm condition, ready for immediate starting.
Manufacturer: Aalborg
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to provide power for the ship whilst in port, when suitable on shore facilities
No. of sets: 4 are available. There are separate fuel preparation modules (each consisting
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The low pressure fuel circulation system supplies heated fuel to the engine
Model: ??? of two skids (supply and booster), for both sets of diesel generator engines from the fuel oil service tanks. If MGO is being used, heating is not required,
(forward and aft), each set of engines consists of two generators, No.1 and
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Type: HS and T but there is a return line cooler which must be operational to ensure that the
Capacity: 16m3/h, 220Kw No.2 forward and No.3 and No.4 aft. returning MGO temperature does not rise to a dangerous value.
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Each fuel preparation module is identical, and draws fuel from the HFO or
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The diesel generator engine fuel oil supply and booster modules which are
Main Engine GO Cooler associated Marine Gas Oil (MGO) service tank. identical consists of the following main components. Power supply of 690V
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Manufacturer: HS Cooler come from both MSB and emergency SWBD and this can be selected at LCP.
The diesel generator engines can be operated on MGO, but this will normally
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No. of sets: 2 only be used when flushing through the fuel system prior to shutting down an • Two electrically-driven fuel oil supply pumps which take their
suction from the HFO service tank (or MGO service tank). Each
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Model: ??? engine so that maintenance can be undertaken on the fuel system or prior to
entering an exhaust gas emission area. pump has a AUTO/STOP/LOW SPEED/HIGH SPEED switch,
Type: HS and T
and a Running high/low speed indicator lamp. Pumps are
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Capacity: 16m3/h, 75kW normally selected for AUTO mode fuel module control panel
The selection of the fuel being used is controlled from the IAMCS control
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system and the selection of a particular fuel type causes the appropriate will start/stop and select high/low speed of each pump according
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Main Engine Blackout Pump Module changeover valves to operate. to following matrix (refer to next page) Pump remote operation
can not be done from IMACS. One pump is started as the duty
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Manufacturer: Kral pump and the other then acts in automatic mode as the standby
The fuel oil supply and booster module skids for the No.1 and No.2 diesel
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No. of sets: 2 engines (the forward group) are located in compartment 12. The fuel oil supply pump and will start should the duty pump fail to maintain the
Model: KF-118+100 and booster module skids for the No.3 and No.4 diesel engines (the aft group) desired pressure. If the standby pump starts, the duty pump is
are located in compartment 14. Each module and system has heated local oil stopped. Parallel running is not possible. Pumps may be started
Type: Air-driven
drain collect tank into which all drains are led. manually from the local starter by turning the selector switch
Capacity: 5.4m3/h, 6 bar to LOW SPEED or HIGH SPEED and stopped by turning air
selector switch to STOP. Air-driven blackout MGO pump which
is control panel supplied by the vessel’s UPS system. This
Illustration 2.9.1b Diesel Generator Engine Fuel Oil Service System Aft Main Engine Room FZ5 Fwd Main Engine Room FZ4
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50 NC NC 50 50
Key
N
OIO OIS
091 50 092 042 50 010 010
OIO
041 Heavy Fuel Oil
45713 45713 45718
4 45718
E
Gas Oil
HFO HFO Gas Oil From ME FO Feed Module HFO HFO Gas Oil Steam
for No.1/2 Engines
M
Settling Service Service Settling Service Service
Air
Tank 2S Tank 2S Tank 2S Tank 1S Tank 1S Tank 1S
Drain
M
Electrical Signal
051 056 Mid Aux. 001 006
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To HFO To MGO Transfer Machinery Room To HFO Transfer All Valves are Suffixed ‘VPL’
65 359 OIS OIO 153 Transfer Pump OIS OIO 352 Pump Suction Compartment 13 Pump Suction 151 OIS OIO 309 65 OIS OIO Unless Otherwise Stated
052 057 OIS OIO 002 007
C
45710 45710 VEF Suction. 45725 45725 VEF NC 45715 45715 VEF 45705 45705 45720 45720
100 65 NC 65 100 80
To Purifier To Purifier
Feed Pumps 80 054 004 NC Feed pumps
&
50 NC 50
To MGO Transfer
65 058 008 OIS OIO To ME FO Feed Module 351VEF Pump Suction
50 45730 45730 for No.3/4 Engines
50
W
50
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095
Main Engine Fuel Oil
V
S Feed Module
E
M
Fuel Oil PI
DPAH SA ES AC Back-Wash Filter PI
21030 F/S
R
20990
DPAH
RM RO
DPS
PI 20980 FO Buffer
21030 21030 070
PI PI
DPS
TI
Chamber TI FM
R
45785
LAL
80 65
21060 FM
077 076 075 078 Pulse
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Main NC Damper
50 DPAH PM
F
Engine 20985 65 20930 To/From
S 083 079
FO Feed DPS DPAH PAL TM Injection Pump
Pumps 7bar
FM
20970 20930 20960
L
Drain ME FO PI
45780
PI with Key 65
Circulating Drain 082 FM
Pulse
A
Bypass Filter Pumps NC 085 071 072 073 No.4 Main Engine
088 Air M 50
NC with Key Damper
E
081
U
TI 074
SA ES AC
PI 21040 F/S
N
Main RM RO
PAL PS Engine 21040 21040
A
45130 Gas Oil
PI Cooler
M
FM
TI 45785
65
T
S Drain M FM
Steam 067 066 065 068 Pulse
RO VM
F
PS
9Bar
NC Damper
20940 20940 PM
65 20930 To/From
VAH VAL 069
A
PI PI
20940 20940 TIC
DPAH PAL TM Injection Pump
PI FM 20930 20960
20970
45780
R
80 with Key 65
FM
061 062 063 Pulse
No.3 Main Engine
D
Visco. Trans. NC with Key Damper
Blackout 064
Module
Drain Drain
50
Reference Drawing:MA1-PL0001, Rev 4

pump can be operated by a manual/auto selector switch local a) Supply steam to the HFO service tanks and raise the temperature Position Description Valve
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for testing.. In the manual mod, pump starts until stop button is to the required value. The maximum temperature depends upon
Open No.1 ME HFO inlet flow meter valve 011
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pushed. In auto mode, when a blackout is detected, and a start the fuel in the tank and the safety precautions regarding the
signal is sent to one of the associated diesel generators by the heating of fuels must be observed. Check the tanks for any Closed No.1 ME HFO flow meter bypass valve 014
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PMS, the related blackout MGO pump will be started. Once water using the manual drain valves, and repeat this procedure Open No.1 ME HFO flow meter outlet flow valve 012
the blackout signal has disappeared, the pump is automatically regularly as the tanks warm-up.
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Open No.1 ME HFO ESD inlet shut-off valve 013
stopped by timer Open No.1 ME HFO inlet flow valve 40A
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b) Ensure that all pressure gauge and instrumentation valves/cocks Open No.1 ME HFO outlet return valve 40A
• electrically-driven three-way HFO/MGO selector valve.
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• pump suction filters. Open No.1 ME HFO ESD outlet return valve 018
systems are operational.
Open No.1 ME HFO meter inlet return valve 016
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• A pump outlet pressure control bypass valve.
c) Set the system valves as follows, all valves are presumed to be Closed No.1 ME HFO meter return bypass valve 019
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closed prior to this procedure. Open No.1 ME HFO meter outlet return valve 017
• Two electrically-driven fuel oil booster pumps take their suction
from the oil buffer chamber.
No 1-2 ME HFO System Open No.2 ME HFO meter flow bypass valve 024
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• Two heaters using steam as the heating medium.
Open No.2 ME HFO meter flow outlet flow valve 022
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• Twin automatic backflushing filters. All valves are suffixed with ‘VPL’ unless otherwise stated
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• A viscometer unit to monitor the viscosity of fuel being Position Description Valve Open No.2 ME HFO inlet flow valve 40A
delivered to the engine and regulate the heater temperature. Open No.1 starboard HFO service tank 1S quick- 001 Open No.2 ME HFO outlet return valve 40A
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The viscosity setting can be changed at the IAMCS FO Supply closing outlet valve Open No.2 ME HFO ESD outlet return valve 028
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mimic or mimic at the local control panel. Open No.1 starboard MGO service tank 1S quick- 006 Open No.2 ME HFO meter inlet return valve 026
• A heated fuel oil buffer chamber. closing outlet valve
Closed No.2 ME HFO return meter bypass valve 029
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Open HFO suction line valve 002
• MGO cooler Open No.2 ME HFO meter outlet return valve 021
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Open No.1 ME HFO feed pump suction line valve
Open Service tank return line valve 045
• Separate dumpners are installed at engine/outlet
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Open No.2 ME HFO feed pump suction line valve
Open Service tank return line valve 041
Open No.1 ME HFO feed pump discharge line valve
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Pump Automatic mode Selection Matrix Open No.2 ME HFO feed pump discharge line valve
No 3-4 ME HFO System
A
F.O Feed Pump F.O. Circulation Pump Open HFO auto back-wash filter inlet valve
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H.F.O. M.G.O H.F.O M.G.O. Closed HFO auto back-wash filter bypass valve All valves are suffixed with ‘VPL’ unless otherwise stated
Engine Stop Low Low High Stop Open HFO auto back-wash filter outlet valve
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Closed HFO auto back-wash filter bypass valve
Open No.2 starboard HFO service tank 1S quick- 051
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Engine Run Low Low High High Open No.1 ME HFO circ. pump suction line valve closing outlet valve
(1 Set)
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Open No.2 ME HFO circ. pump suction line valve Open No.2 starboard MGO service tank 1S quick- 056
Engine Run High High High High Open No.1 ME HFO circ. pump discharge line valve closing outlet valve
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(2 Sets) Open No.1 ME HFO circ. pump discharge line valve Open HFO suction line valve 052
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Open No.1 HFO heater inlet valve Open No.3 ME HFO feed pump suction line valve
Procedure to Set up the Diesel Generator Engine Heavy Fuel
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Closed No.1 HFO heater bypass valve Open No.4 ME HFO feed pump suction line valve
Oil System from Cold Open No.1 HFO heater outlet valve Open No.3 ME HFO feed pump discharge line valve
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Closed No.2 HFO heater inlet valve Open No.4 ME HFO feed pump discharge line valve
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The following description assumes that both forward and aft engine groups are
Open No.2 heater bypass valve Open HFO auto back-wash filter inlet valve
in use with all four diesel generator engines available for operation. It is also
assumed that all ancillary services, including steam, control air and LT cooling Closed No.2 heater outlet valve Closed HFO auto back-wash filter bypass valve
are available/operational. It is further assumed that the engines are initially to Open Viscosimeter inlet valve Open HFO auto back-wash filter outlet valve
be operated on heavy fuel oil (HFO): Closed Viscosimeter bypass valve Closed HFO auto back-wash filter bypass valve
Open Viscosimeter outlet valve Open No.3 ME HFO circ. pump suction line valve
Position Description Valve Trace heating must not be applied to any closed section of pipe, as the Procedure for Operating the Diesel Generator Engines on
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Open No.4 ME HFO circ. pump suction line valve heating of the fuel in the pipes will result in a high rise in pressure. Marine Gas Oil
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Open No.3 ME HFO circ. pump discharge line valve
Under normal circumstances, the engines will be operated, stopped and started
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e) The viscosimeter must be set to give the correct viscosity
Open No.4 ME HFO circ. pump discharge line valve on HFO, but it is sometimes advantageous to shut down the system with MGO
for fuel being supplied to the engines. Once set, this should
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Closed No.4 HFO heater inlet valve not normally need changing. Changes to fuel viscosity (or in the lines for ease of maintenance.
Open No.4 HFO heater bypass valve temperature) can be made at the appropriate IAMCS fuel supply
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Closed No.4 HFO heater outlet valve mimic and mimic at local control panel. It is essential that the It may also be necessary to operate the engines on MGO when the vessel is
entering a restricted exhaust gas emission zone. Both engines supplied by a
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Open No.3 HFO heater inlet valve correct viscosity is set for the fuel being burned, otherwise, poor
atomisation and fuel combustion will result. fuel module must be changed to MGO at the same time, as the associated MGO
Open No.3 heater outlet valve
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line is connected to the fuel module and not to individual engines.
Closed No.3 heater bypass valve
Note: Normally, there is a close correlation between viscosity and fuel
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Open Viscosimeter inlet valve Each fuel module has an associated MGO service tank which has a quick-
temperature, allowing fuel viscosity to be selected according to temperature.
Closed Viscosimeter bypass valve closing outlet valve in the line to the fuel module; this valve should normally
However, for some residual fuel oils, the link between viscosity and
Open Viscosimeter outlet valve be maintained in the open position.
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temperature is not so readily defined. Care must be taken to ensure that the
Open No.3 ME HFO inlet flow meter valve 061 fuel viscosity recommended by the engine builder is used as the controlling
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At the fuel module there is a supply three-way valve with connections to the
Closed No.3 ME HFO flow meter bypass valve 064 factor in the viscosimeter unit.
MGO service tank and the HFO service tanks. Changing the position of this
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Open No.3 ME HFO flow meter outlet flow valve 062 valve allows fuel supply to be taken from the HFO service tank or the MGO
f) Supply steam to the HFO heater. There are two heaters for each
Open No.3 ME HFO ESD inlet shut-off valve 063 service tank. Change between HFO and MGO supply is normally made on the
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fuel preparation module and each has a capacity of 100% of the
Open No.3 ME HFO inlet flow valve 40A appropriate IAMCS Fuel Oil mimic.
heating load under normal circumstance, thus, only one heater
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Open No.3 ME HFO outlet return valve 40A normally is required to operate.
When changing to HFO use from MGO, the MGO cooler three-way bypass
Open No.3 ME HFO ESD outlet return valve 068
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valve immediately changes to the bypass position.
Open No.3 ME HFO meter inlet return valve 066 g) Select the start pump and stand-by pump on the mimic of the
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local control panel for each panel. Select the “auto” by turning When changing to MGO use from HFO, the MGO cooler three-way bypass
Closed No.3 ME HFO meter return bypass valve 068
the switch on at the local control panel. The local control panel
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Open No.3 ME HFO meter outlet return valve 067 valve delays for thirty minutes to allow any remaining HFO in the system to
automatically start/stop the pump and select high/low speed for be used. This prevents any HFO entering the MGO cooler.
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each pump depending on the engine running condition and the
Open No.2 ME HFO meter flow bypass valve 074 fuel selected. Precautions should normally be observed when changing over from HFO to
A
Open No.2 ME HFO meter flow outlet flow valve 072 MGO, or vice versa, in order to ensure that the engine operates correctly.
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h) Circulate HFO through the engine system and check that Rapid temperature changes can cause poor atomisation and damage at the
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Open No.2 ME HFO inlet flow valve 40A
pressure is within the normal range and the viscosimeter fuel pumps and injectors. However, on this vessel the process is completely
Open No.2 ME HFO outlet return valve 40A
A
regulates the steam supply to the FO heater in order to maintain automatic and the precautions are only applicable where a manual change over
Open No.2 ME HFO ESD outlet return valve 078 the correct fuel viscosity. When the engine fuel system is at the is to be carried out.
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Open No.2 ME HFO meter inlet return valve 076 correct viscosity, and all other ancillary services are available,
Closed No.2 ME HFO return meter bypass valve 079 the engine may be started. The procedure described here assumes that at least one engine supplied by
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Open No.2 ME HFO meter outlet return valve 077 a particular fuel module is actually running and that the fuel system is to be
F
i) The fuel passing to the engine will be a mixture of recirculated changed to MGO. The changeover should be carried out wherever possible
Open Service tank return line valve 095 fuel oil and fuel oil from the service tank. The actual amount of with the viscosity control in fully automatic mode.
A
Open Service tank return line valve 091 fuel used will be indicated by the difference between the engine
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inlet and outlet flow meters. MGO returning to the fuel oil supply module will have been heated during
All system parts in the fuel preparation module must be fully vented and be passage through the engine fuel system and its temperature will have risen.
D
full of fuel before a fuel module is put into service. It should also be noted that This MGO must be cooled, otherwise gassing of the fuel pumps will occur.
manufacturer’s identical valve numbering is applied to valves within the two
group FO module skids: Cooling water from the DG LT fresh water cooling system or chiller water
system must be circulating through the MGO cooler of the fuel module and the
d) Supply trace heating to all HFO lines. return line three-way valve at the fuel oil supply module must be operational.
CAUTION

a) Ensure that there is sufficient fuel in the MGO service tanks Procedure to Change Diesel Generator Engine Operation
T
(there are separate MGO service tanks for the forward and aft Note: The fuel supply from any tank is via a quick-closing valve which
from Marine Gas Oil to Fuel Oil may be operated remotely or locally. This allows the fuel supply to be shut
N
systems).
off immediately in an emergency. See Section 6.6.6, Quick-Closing Valve
When returning the fuel module to normal service on HFO, an engine in that
E
b) Open the MGO service tank quick-closing outlet valve for the System, for further information.
system may be started on MGO and the change made to HFO operation when
forward system and for the aft system; these valves are normally
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the engine has warmed-up and is running normally. The procedure for changing
kept open. to HFO operation is the reverse of that for changing to MGO operation. Changing the Viscosimeter Parameter Settings
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c) At the fuel system mimic in the IAMCS, select MGO at the The remotely operated HFO selection three-way valve HR9 must be in the It is possible for the operator to adjust the viscosity parameters at the appropriate
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changeover control. The three-way valve will change position correct position for the fuel to be used, HFO (selection is made at the fuel IAMCS Fuel Oil mimics, but this should only be carried out if a fault has
C
and MGO is supplied to the fuel module and HFO is shut off. supply mimic in the IAMCS). occurred with the unit and the system needs resetting, or there is a change in
Trace heating is shut down. The control unit continues to control the properties of the fuel which has been supplied. Good engine combustion
&
the fuel oil viscosity. The viscosity value is maintained within To change from MGO to HFO, the fuel module fuel selector three-way valve requires accurate atomisation and that requires the correct fuel viscosity for the
set parameters by the viscosimeter which decreases the steam must be changed to HFO. This change is made at the appropriate fuel system fuel injector which is fitted. Viscosity of the fuel is the controlling factor for
supply to the heater. mimic. Trace heating is automatically started and steam should be supplied correct combustion and the viscosimeter must ensure that the HFO supplied
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to the heater. The procedure below is for a group of engines and fuel module to the fuel injectors is of the correct viscosity. This will be in the range of 10-
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d) After thirty minutes, ensure that the MGO cooler three-way filled with MGO: 12cst.
valve changes to the cooler position. At this point, the steam
V
supply to the heater may be isolated, as required. a) Check that there is sufficient HFO in the HFO service tank,
drain water from the tank and then open the quick-closing outlet
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The operating engine will gradually use the HFO in the fuel system and this valve if not already open. Ensure that the FO heaters have a
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will be replaced by MGO from the MGO service tank. The HFO will gradually steam supply and are ready to operate. Change the fuel from
be diluted by MGO entering the system. MGO to HFO at the appropriate IAMCS mimic.
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A check must be kept on the engine for instability in operation. However, due b) Check that trace heating to the fuel system has been turned on.
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to the possibility of malfunction, this changeover should be done in such a way Ensure that the MGO three-way bypass valve has immediately
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to preclude the possibility of any fault during standby. moved to the BYPASS position.
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e) When the steam has shut off the heater completely, the fuel c) Observe the viscosity of the fuel and the operation of the steam
system of the engines supplied by that fuel module should be
A
valve. The temperature rise is recommended that the temperature
completely charged with MGO and the running engine can be rise can only be controlled by ME load (fuel oil consumption).
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shut down if required. Fuel systems of all engines supplied by So is only recommended at no point exceeds 2°C per minute.
that fuel module will be changed to MGO.
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When one engine supplied by a fuel module is running on HFO, the fuel
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If the fuel system of only one engine is to be changed to MGO operation, the system of the other associated engine will also be fully charged with HFO as
engine should be stopped and the fuel system of that engine should be isolated the fuel is circulated through the engine system at all times.
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by closing the fuel supply and return flow meter inlet/outlet valves. The fuel
module should then be changed back to HFO operation, if required.
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Note: Prior to opening the suction valve from any tank, the water drain valve
should be operated in order to remove any water/sludge from the tank. This is
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Note: There is no MGO return to the MGO service tanks. Any system returns an important aspect of fuel tank operation, as water in the fuel being supplied
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whilst running on MGO will therefore return to the ‘in use’ HFO service to the engine can have a detrimental effect on performance and even cause
tank. the engine to stop in extreme situations. Whilst a tank system is operating
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(filling from the purifier and being used for an operating engine), the sludge
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valve should be operated daily.

Illustration 2.9.2a Fuel Oil Separator System Aft Main Engine Room Fwd Main Engine Room
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From Compartment 14 Compartment 12 From
FZ5 FZ4
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80 40 No 2 Clean Fuel No 1 Clean Fuel 40 80
Drain Collect Tank Drain Collect Tank
373 323
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80 80
M
LAL LALL LM LM LAH LAHH LAHH LAH LM LM LALL LAL
43530 43530 43530 43510 43510 43510 To HFO To HFO 43510 43510 43510 43530 43530 43530
LALL LAL Transfer Pump Transfer Pump LAL LALL
150 150
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HFO HFO 43510 43510 Suction Suction 43510 43510
HFO HFO
154VEF 152VEF
Service 360 Settling Settling 310 Service
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Tank 2S Tank 2S 150 150 Tank 1S Tank 1S
351 352 302 301
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To HFO To HFO
Transfer Pump 051 001 Transfer Pump
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Suction 65 65 Suction
153VEF 359 309 151VEF
100 100
To Main Engine To Main Engine
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052 FO Feed Pumps FO Feed Pumps 002
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65 65
V
65 65
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372 371 322 321
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TI TI TI TI
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Purifier Purifier Purifier Purifier
FO FO FO FO
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Heater Heater Heater Heater
TI TI TI TI
F
M M M M
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TM TM TM TM
39150 39150 39150 39150
A
TIC TAL TAH TIC TAL TAH TAH TAL TIC TAH TAL TIC
39150 39150 39150 39150 39150 39150 39150 39150 39150 39150 39150 39150
Steam Condensate Steam Condensate Condensate Steam Condensate Steam
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S S S S
PM PAH PM PAH PAH PM PAH PM
Air 39160 39160
Air 39160 39160 39160 39160
Air 39160 39160
Air
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PAL PAL PAL PAL
39160 39160 39160 39160
A
No.4 HFO No.3 HFO No.2 HFO No.1 HFO
MFA RM SA RO Purifier PI MFA RM SA RO Purifier PI PI Purifier RO SA RM MFA PI Purifier RO SA RM MFA
39170 39010 39010 39010
M
39170 39010 39010 39010 39010 39010 39010 39170 39010 39010 39010 39170
Water MFA ES Water MFA ES ES MFA Water ES MFA Water
Cont. High 39190 39080 Cont. High 39170 39080 39080 39190 Cont. High 39080 39190 Cont. High
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Common Common Common Common
Heavy Fuel Oil Purifier Unit Heavy Fuel Oil Purifier Unit
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358 15 357 308 15 307
A
No.4 HFO No.3 HFO No.2 HFO No.1 HFO
Purifier 356 Purifier 355 306 Purifier 305 Purifier
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25 25
Feed Pump Feed Pump Feed Pump Feed Pump
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Drain Drain
Key
RM ES RM ES RM ES
Heavy Fuel Oil
39020 39080 39020 39080 39020 39080 Drain
RM ES
39020 39080
All Valves are Suffixed ‘VPL’
354 353 304 303
65 100 100 65
Reference Drawing:MA1-PL0001, Rev 4

2.9.2 Fuel Oil purifier System Introduction Separators are controlled by a D20 controller which is located at the separator
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control and starter panel. Separator operating parameters may be set at this
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There are centrifugal purifier systems for Heavy Fuel Oil (HFO). Each HFO panel, including temperature selection and sludging interval, but once these
Heavy Fuel Oil Purifiers
purifier has a capacity of approximately 50% of the total fuel consumption of parameters have been set, there should be no need to change them. The separator
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Manufacturer: Westfalia all four diesel engines operating at 85% MCR and one boiler. may be started locally at the D20 panel, but may also be operated remotely
from the mimic which also has process START and STOP soft buttons.
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No. of sets: 4
Model: OSE 40-0136-/40 There are two purifier groups (forward and aft) provided for the purifying of
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HFO. The groups consist of two purifiers mounted on a single skid, each with The separator module consists of the separator, a supply pump, a steam heater
Capacity: 5,700 litres/h
associated individual control system, steam heater, purifier feed pump and and the necessary valves and instrumentation. All fuel oil lines are trace heated.
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Controller: ??? sludge unit. All purifier fuel oil lines are trace heated. Both purifier skids are HFO service tanks are filled as required. The temperature of the fuel flowing to
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Motor rating: 690V, 18.5kW at 3,000 rpm identical. the separators can be adjusted at the separator D20 control panel.
Ref. No: No.1/2: NL26001- No.3/4: NL26002
WARNING
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There are two sets of HFO settling and service tanks, one set for each group.
There is no cross-connection between the two sets of purifiers, therefore, each Care must be taken when operating the purifier system. Hot oil and
Heavy Fuel Oil Purifier Feed Pumps purifier module is dedicated to either HF0 (forward) or HFO (aft). Each set steam are present and can result in serious injury if leakage occurs.
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Manufacturer: Kral of tanks consists of a settling tank and a service tank. The purifier skid has a There is a fire risk from the presence of hot oil and all precautions must
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dedicated small sludge tank and sludge shall be transferred to the sludge oil be taken to prevent a fire. The fire extinguishing system must also be
Type: MDH
settling tank by a dedicated sludge oil transfer pump. checked frequently.
Model: KF-118
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No. of sets: 4 Excess HFO in the service tank overflows to the associated settling tank. This
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Emergency stop buttons, connected to the ESD are located outside each purifier
Capacity: 5,700ltrs/h at 2.5 bar allows the purifiers to be operated continuously and reduces the number of space. Each purifier can be shut down through the ESD system.
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Motor rating: 690V, 3kW at 1,500 rpm starts and stops required.
CAUTION
Ref. No: NL26011-NL26012-NL26013-NL26014 Centrifuges operate on an automatic sludging system, but failure of
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Please refer to Section 2.9.3 of this manual for details of the operation of the
MGO treatment system. Normally, one of two purifiers (depending on the the system to effectively discharge sludge can cause overload and
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number of engines running) in each set will be operating on the fuel (HFO) subsequent breakdown of the bowl arrangement which rotates at high
speed. After manual cleaning, care is needed to ensure that the bowl is
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Heavy Fuel Oil Purifier Heaters being consumed by the main engines at that time. The other purifier will either
be shut down and maintained in a ready condition unless it is undergoing reassembled correctly. Incorrect assembly can result in disintegration at
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Manufacturer: Westfalia maintenance. high rotational speeds. All operating and maintenance precautions in the
No. of sets: 4 manufacturer’s maintenance manual MUST be observed.
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Model: ??? Although a purifier supply pump normally takes its suction from the settling
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tanks, it is possible for the suction to be taken from the service tanks should The HFO purifiers require steam, air and fresh water supplies. Air is supplied
additional treatment be required. from the control air system, steam from the steam distribution system and water
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Ref. No: No. 1/2: NL26001- No. 3/4: NL26002 is supplied from the technical water system. Remote controlled valves can be
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The separators are designed to operate continuously if necessary, but the operated from the appropriate IAMCS mimic (if set to REMOTE operation),
throughput should be controlled to a rate at which maximum separation or locally from the remote control valves cabinet.
Heavy Fuel Oil Purifier Sludge Transfer Pump
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efficiency is obtained. Excess HFO in the service tank overflows to the
Manufacturer: Westfalia associated settling tank; this allows the separator to be operated continuously
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Type: Air-driven diaphragm and reduces the number of starts and stops required.
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Model: ???
The purifiers are of the self-cleaning type and the bowls automatically open to
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No. of sets: 4 discharge sludge at timed intervals. Centrifugal purifying is improved when the
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Capacity: ??? differences in relative density between the fuel, water and solids in the fuel are
Ref. No: No.1/2: NL26001- No.3/4: NL26002 as great as possible, and the difference in relative densities can be increased if
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the temperature of the fuel being treated is raised.
Manufacturer’s recommendations with respect to operating temperatures

should always be followed. The temperature of the fuel flowing to the purifiers
can be adjusted at the purifier controller.

Separator Operation Water Monitoring System discharge the sludge and water before the sludge space is filled. If the desludging
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time interval is too short, there is excessive sludging and performance of the
Water separated from the oil collects in the outer part of the bowl. The
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Liquid mixtures and solid/liquid mixtures can be separated by gravity in a system can suffer. Each separator discharges sludge to the dedicated sludge
separating disc in the bowl continuously directs a small flow from the outer
settling tank or by centrifugal force in a separator. As the centrifugal force of tank when a sludging of the separator bowl is activated.
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part of the bowl to a conductivity sensor.
a separator is considerably more effective than a settling tank, separators are
Each separator has an air driven sludge transfer pump to the common sludge
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used. If the conductivity sensor detects the presence of water, it means that a
settling tank. The HFO separators require compressed air and fresh water
reasonable amount of water is present in the bowl. The control system then
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The heated dirty oil enters the separator and the rotating bowl causes the liquid supplies for control and bowl operation/flushing. Supply systems for these are
opens a solenoid valve to discharge the water through the dirty water outlet;
mixture to separate into its different constituents within the disc stack. The covered in the relevant control air system and technical fresh water sections of
the separator is operating as a purifier. When the water has been discharged, the
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solid particles suspended in the oil settle on the underside of the discs and slide this Technical Operating Manual, 2.6.3 and 6.3.7 respectively.
valve is closed and the separator resumes operation as a clarifier.
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down into the solids holding space at the periphery of the bowl.
Note: The system valves for the separators must be set locally, but the
Sludge Monitoring System
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The smooth disc surfaces allow the solids to slide down and provide self- separators and the separator supply pumps may be started and stopped locally
cleaning of the discs. Desludging of the bowl normally takes place at timed intervals, which are or from the IAMCS mimic 5.13. There are emergency stop pushbuttons
changed to suit the quality of the oil being treated. A sensor in the sludge located beside the units.
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As the separator is of the self-cleaning type, the accumulated solids within the monitoring system detects the build-up of sludge/water in the sludge space of
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holding space are ejected at predetermined intervals depending on the quality the bowl. If the amount of sludge becomes excessive, the system will activate
of the oil. the automatic desludging procedure even though a timed desludging operation Preparation for the Operation of the Fuel Oil Purifying
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is not due.
The cleaning cycle is achieved automatically; a number of control valves act System
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to allow the oil to bypass the separator and to open the bowl for a set period If there are more than two untimed desludging operations between normal
Purifiers require a supply of distilled water for flushing and bowl operation.
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of time. timed desludging operations, an alarm is activated and this requires the
Each purifier has its own distilled water supply valve and this must be open.
intervention of an engineer. The illuminated D20 panel Liquid Crystal Display
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There is a Water Monitoring System (WMS), which controls the discharge of (LCD) provides information about the operating parameters of the separator;
water, and a Sludge Monitoring System (SMS), which controls the discharge The purifier fuel heater uses steam as the heating medium. The heater drain
all the relevant process data and alarm conditions are displayed. The mimic
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of sludge. valve must be opened before the steam supply valve is opened. Steam supply
also displays separator status information.
is regulated by the temperature control system.
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Separator Control System The components which are controlled or monitored by the control system
An air supply from the control air system is required for each purifier. Air is
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include:
used for the operation of system valves and for driving the sludge pump. The
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The D20 control unit is used for the automatic ejection control and condition • Oil inlet/bypass valve (three-way circulation valve) air supply valve must be opened before the purifier can be operated.
monitoring of the fuel oil separator. Each fuel oil separator has its own D20
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control unit. The control unit has three modes of operation: • Flushing water
The purifier module manually operated fuel valves are normally left open,
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1) Partial ejections • Operating water except the isolation valves, but a check should be made that this is the case
before a purifier is started:
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2) Total ejections • Circuit and water discharge valve
• Water sensor
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3) Preselected partial ejections followed by total ejection a) Ensure that the settling tank contains HFO in sufficient quantity
• Oil inlet temperature to enable the purifier and pump to function correctly and that it
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The monitoring and control system provides two basic monitoring systems: is at the correct temperature. If the settling tank is at a low level,
• Audible alarms
it should be filled as outlined in Section 6.6 of this manual.
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1) Water monitoring system (WMS)
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2) Sludge space monitoring system (SMS) Software assignment for each separator is carried out in the factory using
b) Check and record the level of oil in all of the fuel tanks.
a password function. Any alterations to the set parameters should only be
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carried out by a person authorised to make such changes. Changes in parameter
c) Open the self-closing test cock on the HFO settling/service
settings is not an operational requirement of the separators and is not normally
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tanks, closing it again when any water has been drained.
necessary once the system has been configured for the type of fuel oil being
treated. If any change in parameter settings is required, this must only be
d) Set the system and tank valves, as indicated in the tables below.
carried out with the approval of the Chief Engineer and after consultation with
the control system manual. Any purifier may be operated:
The desludging time interval is initially set so that the bowl will open and

Heavy Fuel Oil Purifying System No.1-2 Stb Settling Tank WARNING tank from which it has been taken. When the separator is ready
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Any purifier shut down for maintenance must be isolated from the for operation, the READY indicator will be illuminated at the
All valves are suffixed with ‘VPL’ unless otherwise stated
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system by closing valves ? and ?. Failure to isolate the purifier correctly mimic; this indicates that the bowl is rotating at the correct
speed and that the oil is at the set temperature.
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Position Description Valve may result in injury.
Open No.1 starboard HFO settling tank quick-closing 301 h) Start the separation process by pressing the process START soft
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outlet valve button at mimic 5.13. The separator will operate automatically
Procedure for Operating the Separator
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Open HFO in-line flow valve 302 under control of the D20 controller.
Open No.1 HFO feed pump suction valve 303
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Note: Under normal circumstances, the separators are left ready for remote
Open No.2 HFO feed pump suction valve 304 i) Operation of the separator may be checked at the HFO Separator
operation from the IAMCS mimic. The separator (and its feed pump) and
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Open No.1 HFO feed pump discharge valve 307 Status mimic 5.13.1, and the HFO settling and service tank
the separation process may be started and stopped from the mimic. It is also
levels may be checked at the HFO Separator mimic.
Open No.2 HFO feed pump discharge valve 308 possible to operate the separator and its feed pump from the local panel at
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Open No.2 starboard HFO settling tank quick-closing 351 the separator.
j) Visual checks must be made on the separator by the duty
outlet valve engineer by means of visits to the separator compartment.
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Open HFO in-line flow valve 352 The procedure below assumes that the separator and its feed pump are to be
operated from the mimic and so the separator operating parameters will have
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Open No.3 HFO feed pump suction valve 353 The separator will operate automatically via the D20 controller, discharging
been set and stored in the D20 controller.
Open No.4 HFO feed pump suction valve 354 sludge/water as required. Operating information is displayed on the screen.
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Open No.3 HFO feed pump discharge valve 357 a) Check that the compressed air, operating water and steam
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Open No.4 HFO feed pump discharge valve 358 supplies are available at the separator unit. Procedure for Stopping the Separator
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Author’s Note. Inlet and outlet valves on HFO heaters not shown on drawing b) Check that the separator control panel main power switch is The HFO separator may be shut down from the HFO Separator mimic or it may
as suction and discharge valves not shown on 1,2,3,4, HFO Purifiers. turned to the ON position and electrical power is available. be left in a running condition with the separation process stopped.
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The separator must be selected for REMOTE operation. The
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operating status of the separator is shown at the IAMCS mimic a) At the mimic, press the Process STOP soft pushbutton. The
All valves are suffixed with ‘VPL’ unless otherwise stated
HFO Separator Status. The feed pump mode switch should be separation process will be stopped with the HFO recirculation
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Position Description Valve set to position 1, Speed Control System. valve being opened and a sludge procedure being initiated. The
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separator bowl will continue rotating at its normal speed and the
c) Check that the separator brake is off and the separator is free to feed pump will remain operating.
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rotate. Check the separator gearbox oil level; the oil level should
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be between half a glass and a quarter of the glass; replenish The separator may be left in this condition for a short period of time whilst
if necessary. Check the feed pump suction strainers are clean the HFO settling tank is replenished. To return the separator to operation, the
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and that the sludge valve is operational. These tasks should be Process START pushbutton is pressed again and, provided that the separator
e) At the required purifier, set the individual purifier system valves
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undertaken as part of the routine engineer’s inspection. is still in the Ready condition, it will resume processing the HFO. If, after the
as follows: separation process has been stopped, the separator is to be stopped for stripping
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d) Select the sludge pump for HFO 1 or HFO 2 separator and select and cleaning, the following steps must be undertaken.
Note: All purifiers have identical internal valve arrangements, The valve the sludge pump for AUTO operation.
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numbering in the table below is the manufacturer’s valve numbering b) After the Process STOP soft button has been pressed, the
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system. e) At the HFO Separator mimic, start the separator feed pump. separator is stopped by pressing the HFO separator STOP soft
HFO will bypass the separator, returning to the settling tank button. About 60 seconds should be allowed after stopping the
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through the three-way recirculating control valve. process before the separator is stopped in order to allow for
Purifier Oil Valves
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sludging of the bowl. The control system will not allow the bowl
Position Description Valve f) At the HFO Separator mimic, start the separator by pressing the to be stopped until the sludging process has been completed.
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Separator START soft pushbutton. It takes about 6 minutes for
the separator bowl to reach full operating speed. c) Press the HFO separator RESET pushbutton to cancel any
alarms.
g) At the HFO Separator Status mimic, check the operation of
the separator. The bowl will run up to speed and HFO will d) Stop the feed pump at the IAMCS mimic.
be circulated through the heater and back to the HFO settling

e) The steam, air and water supply valves should be closed if any e) Start the separator by pressing the Separator START push-
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work is to be carried out on the separator. When the separator button. The bowl will run up to operating speed and during this
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bowl has come to rest, bowl cleaning may be carried out. The period the LED in the Status Separator push-button will flash
main power switch must be turned to the OFF position to slowly. It takes about 6 minutes for the separator bowl to reach
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prevent accidental starting whilst work is being undertaken. full operating speed.
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CAUTION f) When the bowl has reached operating speed and the HFO
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It is essential that the separator manufacturer’s instructions regarding temperature has reached operating value (98oC), the separation
process may be started by pressing the PROCESS START push-
the stopping and dismantling of the separator are followed exactly
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button in the local control panel.
in order to avoid the risk of damage. Separator bowls rotate at very
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high speed and any imbalance or loose connection can have serious
g) The separator will operate automatically under control of the
consequences.
D20 controller.
Separator Discharge System h) The operator must check the separator for satisfactory operation;
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check for throughput, leaks, vibration, etc.
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The discharge system from the two separator systems (recirculation and outlet)
can be configured to allow separator to discharge to HFO service tank in the
Local Shutdown of a Separator
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same engine room. The system valves are set for normal operation and will not
require adjustment.
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The separator process is stopped by pressing the PROCESS STOP push-button
in the local panel; two ejections are initiated to clear the bowl. The feed pump
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Local Operation of a Separator has a preset running period after the process is stopped and this is indicated by
flashing of the LED in the FEED push-button. When the LED is extinguished,
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The above description is for remote operation of a separator from the IAMCS the feed pump may be stopped by pressing the Feed Pump OFF push-button.
via the mimics. Separators may be operated locally if required and the main
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starter and local control panel must be used. The separator must be set for The separator bowl is stopped by pressing the Separator OFF push-button.
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LOCAL operation at the control panel. When the bowl has stopped, it may be cleaned if required. If any work is
carried out on the separator, the separator electrical power must be isolated.
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a) Check that the compressed air, operating water and steam
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supplies are available at the separator unit.
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b) Check that the separator control panel main power switch is
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turned to the ON position and check that there is electrical power
at the separator control panel. The separator must be selected for
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LOCAL operation. The sludge pump must be selected to the
separator being used and must be set for automatic operation.
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c) Check that the separator brake is off and the separator is free to
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rotate. Check the separator gearbox oil level; the oil level should
be half a glass and a quarter of the glass; replenish if necessary.
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Check the feed pump suction strainers are clean and that the
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sludge valve is operational.
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d) At the control panel, start the separator feed pump by pressing
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the Feed Pump START push-button. The feed pump speed must
be set to Position 1 - Speed Control System. It may be set to
emergency control, in which case the UP and DOWN push-
buttons may be used to regulate the speed of the pump. HFO
will bypass the separator, returning to the settling tank through
the three-way re-circulating control valve.
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M E
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F O
A L
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M A
F T
R A
D

Illustration 2.9.3a Marine Gas Oil Treatment System
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Aft Engine Room Mid Auxiliary Fwd Main Engine Room
Compartment 14 Machinery Compartment 12
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ASS LM ASS LM
FZ5 43610 From MGO Room FZ4 43610 From MGO
Transfer Line Transfer Line
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342VEF Comp. 13 341VEF
FZ5
Marine
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244VEF LAH LAHH Gas Oil LAH LAHH Gas Oil
Gas Oil 43610 43610 465 43610 43610 415
Service Service
Tank 4P OIO OIS OIO OIS
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LALL LAL Tank 2S 45728 45728
LALL LAL Tank 1S 45723 45723
43610 43610 43610 43610
274 254
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VEF VEF
151 101
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Marine 243VEF
50 50
Gas Oil
&
Tank 3P
50 50
273 253
VEF VEF 50 50
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100 150 To Boiler Gas Oil To Boiler Gas Oil
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Feed Pumps Feed pumps
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Gas Oil Treatment Unit Gas Oil Treatment Unit
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Marine 242VEF Sample MFA MFA
Sample MFA MFA
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39230 39240 39230 39240
Gas Oil
Tank 2P
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272 252
VEF VEF
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463 413
100 150
F
Gas Oil Filter No.6 No.6 Gas Oil Filter No.3 No.3
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Feed Pump Feed Pump
462 412
A
CI PI CI PI
467 417
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Marine 241VEF
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Gas Oil
Tank 1S ASS RM MFA ASS RM MFA
461 411
A
39210 39210 39210 39210
271 251 50 50
VEF VEF
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All to No.6 All to No.3
Local Oil Drain Local Oil Drain
Collect Tank Collect Tank.
F T 100 150 50 50
R A
D
NO NO
150
Key To/From
383 NO NO 381 HFO Tanks with
Marine Gas Oil 100
Switching Spool
Drain 384 382 Piece
All Valves are Suffixed ‘VPL’
Unless Otherwise Stated To/From Gas Oil
Transfer Pump
Fr102 Fr136 Fr140 Reference Drawing:MA1-PL0001, Rev 4

2.9.3 Marine Gas Oil Treatment System Procedure for Transferring Marine Gas Oil Via the Marine i) Close all tank valves which have been opened and record the
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Gas Oil Treatment Unit MGO transfer in the Oil Record Book.
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MGO Treatment System
The procedure assumes that MGO is being transferred from the MGO tank to If the Filter Pre-alarm is activated, it means that the pressure drop across the
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Manufacturer: Mahle the No.1S MGO service tank via the MGO treatment unit. filter unit is increasing and that filter replacement is required. MGO transfer
can continue but filter replacement must take place as soon as possible. The
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Type: Coalescing filter
Model: FTS 5000-S a) Check the levels of MGO in the tanks involved in the transfer REPLACE ELEMENT RESET push button must be pressed to cancel the filter
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and record details of the levels. pre-alarm. When the filter is replaced, the REPLACE ELEMENT RESET
No. of sets: 2
pushbutton must be pressed.
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b) Set the tank valves as in the following table to take suction from
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the MGO tank and discharge to the No.1S MGO service tank. When the water level rises, the Water Drain lamp will be illuminated and the
water level alarm will be activated. Water must be manually drained from the
MGO Feed Pump
filter unit by opening the drain valve. After the drain valve has been closed, the
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Manufacturer: Mahle All valves are suffixed VPL WATER ALARM RESET pushbutton must be pressed to reset the alarm.
Type: MDHS Position Description Valve
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Model: ??? MGO in one of the MGO service tanks may be passed through the treatment
Open No.1 (S) MGO tank suction valve 251
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No. of sets: 2 unit and returned to the same MGO service tank.
Open No.1 (S) MGO tank quick-closing suction valve 271
Capacity: 5,000 litres/h, 4.5 bar
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Open No.2 (P) MGO tank suction valve 252
Fuel Oil Treatment Operation (MGO)
Open No.2 (S) MGO tank quick-closing suction valve 272
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Fuel Oil Treatment Operation has a two operation mode, One is “AUTO”
Introduction Open No.1 (S) MGO service tank filling valve 415
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mode, and the other is “MANUAL” mode. In AUTO mode, the treated fuel
Open No.2 (S) MGO service tank filling valve 465
oil is transferred from the storage tank to the service tank during the fuel oil
Marine Gas Oil (MGO) is stored in the MGO tanks (1S, 2P, 3S and 4P) and in Open No.1 MGO treatment unit inlet valve 417
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treatment operation.
the MGO service tanks No.1 starboard and No.2 starboard. The service tanks Open No.2 MGO treatment unit inlet valve 467
are replenished via the MGO treatment unit. • Storage tank (1S,2P,3S,4P) --- Service tank (Serv,1S, Serv 2S)
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c) Turn the MGO treatment unit control panel main switch to the
The FTS 5000-S MGO treatment unit is of the two-stage coalescing filter In MANUAL mode, following flow of the treated fuel is possible during the
ON position.
type and has its own pump. This pump takes suction from the MGO tanks and fuel oil operation.
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transfers MGO to the MGO service tanks via the filter. • Storage tank (1S,2P,3S,4P) --- Service tank (Serv,1S, Serv 2S
d) Press the LAMP TEST push button and ensure that all lamps
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are working. Ensure that the Control Voltage lamp remains • Storage tank (1S,2P,3S,4P) --- Storage tank (1S, 2P, 3S, 4P)
The MGO treatment unit pump may also take suction from the MGO service
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illuminated. If the Water Drain lamp or the Filter Pre-alarm
tanks and return the MGO to the service tank after passing it through the • Storage tank (Serv,1S Serv 2S) --- Service tank (Serv,1S, Serv
lamp remain illuminated, these systems require attention before
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treatment unit filter. 2S) (Circulation)
the unit is operated.
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The treatment unit pump takes suction from the desired source, normally the (1) AUTO mode.
MGO tank, and forces the MGO through the filter stacks. e) Check that all instruments are operating and that gauges are
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reading correctly. Following MGO Tank Valves are related to AUTO Mode:
Table 7 MGO Tank Suction Valves for AUTO Mode
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IAMCS stops the pump automatically when the fuel level of the service tank
to be filled reaches at 90% level by a level transmitter or level switch, or when f) Start the MGO treatment unit pump by pressing the pump
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START pushbutton (green). The pump will start and pump Tank Capacity (m3) Quick Closing Valve SuctionValve
the fuel level of the storage tank to be sucked reaches at 10% level. Number Number
MGO through the treatment unit from the MGO tank to the
A
The treatment unit pump takes suction from the desired source, normally the
MGO tank, and forces the MGO through the filter stacks. No.1(S) MGO service tank.
R
Storage 1S 137.7 271VEF 251VEF
g) Water will be automatically drained from the filter unit as Storage 2S 144.5 272VEF 252VEF
D
Water in the MGO coalesces on the filter stack elements and falls to the
bottom of the filter housing. When the water level in the housing rises to a necessary. Storage 3S 143.3 273VEF 253VEF
predetermined point, it activates an alarm and the automatic water drain valve Storage 4P 142.2 274VEF 274VEF
opens to drain water from the housing. The water drain alarm must be reset by h) When the desired quantity of MGO has been transferred, the
means of a push button at the control panel. MGO treatment unit pump must be stopped by pressing the
pump STOP push button (red).

Table 8 MGO Tank Filling Valves for AUTO Mode • Close suction and discharge valves of both MGO transfer • Open the one suction valve of the storage tank, or quick closing
T
pumps. (211VEF, 213VEF, 221VEF, 223VEF). valve of the service tank by IAMCS
Tank Capacity (m3) Filling Valve Number
N
• Close the discharge line valve 206VEF. • Open the suction and discharge manual valves of the GO filter
Storage 1S 58.7 415VPL
E
feed pumps to be used.
Storage 2S 70.1 272VPL • The operator checks opening condition of the quick closing
valves on the mimic screen. • Open the one filling valve of the storage tank or service tank by
M
IAMCS.
Table 9 GO Filter feed Pumps and Valves • Switch to AUTO on the IAMCS faceplate of the GO filter feed
M
pump, then pump is started immediately, if preconditions are • Close suction and discharge valves of both MGO transfer pump.
Pump Equipment TAG NO Motor Valve Valve fulfilled. (211VEF, 213VEF, 221VEF, 223VEF).
O
Number Typical Position Number
• IAMCS stops the pump automatically when the fuel level of the • Close the discharge l;ine valve 206VEF.
C
No.
service tank to be filled reaches at 90% level by level transmitter
GO Filter NL27011 MPL400- M1D1V Suction 411VPL • The operator checks opening condition of quick closing valves
or level switch, or when the fuel level of the storage tank to be
&
Feed Pump 1MF1 -15H (Manual) on mimic screen.
sucked reaches at 10% level.
1 (FWD) Discharge 411VPL • Push START button on the faceplate of IAMCS in MANUAL
(Manual • IAMCS closes the suction valve and the filling valve automatically
mode to start the pump.
W
after the pump stop time delay 30 seconds (default value). the
GO Filter NL27012 MPL400- M1D1V Suction 411VPL • The operator monitors the tank level indicated on the screen.
IE
delay timer will be adjusted during commissioning.
FeedPump 2MF1 -15H (Manual
2 (AFT) • When the pump is stopped, operation mode of the pump valves • If the operator wants to stop the pump, push “STOP” button in
Discharge 411VPL
V
will be switched back from AUTO to MANUAL. MANUAL mode.
(Manual
E
• If the operator wants to stop the pump during automatic • IAMCS stops the pump to protect the equipment when the fuel
a) The following preconditions are required for AUTO MODE. level of the service tank to be filled reaches at 95% level or
R
operation, switch to “MANUAL” on the faceplate, then push
“stop” button. when the fuel level of the tank to be sucked reaches at 10% level
• One suction valve of MGO storage tank is OPENED and AUTO
c) Stop conditions of GO filter feed pump AUTO MODE. (Default). The level will be adjustable.
R
mode (Refer to Table 1).
• Filling Service Tank level reaches 90%. • In MANUAL mode, the related valves of the tanks are not
O
• One filling valve of MGO service tank is OPENED and AUTO
closed when the pump is stopped.
mode (Refer to Table 2 auto). • Suction Storage Tank LEVEL REACHES 10%.
F
c) Stop condition of MGO Filter Feed Pump (MANUAL Mode).
• Suction and discharge valves of both MGO transfer pumps are • One of the related valves is closed (Tank).
• Filling tank level reaches 95%.
L
CLOSED. (211VEF, 213VEF, 221VEF, 223VEF).
• One of the filling valves of the storage tanks is opened (241VEF,
• Suction tank level reaches 10%.
A
• Valve 206VEF (Common discharge line of the transfer pumps) 242VEF, 243VEF, 244VEF,).
is CLOSED. • No open suction valve.
U
• One of the suction or discharge valves of the MGO transfer
• No high level alarm on MGO Over flow tank (Level Switch H, pumps is opened (211VEF, 213VEF, 221VEF, 223VEF). • No open filling valve.
N
Level alarm H). • ESD activated
• ESD Actvated.
A
• No High Level Alarm on Overflow Chamber. • Quick closing valve is closed.
• Quick closing valve is closed.
M
• Quick Closing Valve is OPENED of the related suction line (2) MANUAL mode.
(Refer to Table 1). a) The following preconditions are required for MANUAL MODE. For tank level control (10%and 90% 95%) by IAMCS tank level from scanjet
T
• ESD not activated (Pump and Valve). • One suction valve of the storage tank is OPENED, or quick (Raw value) shall be used. For tank level control (90%), level switch also shall
F
closing valve of the service tank is OPENED. be used.
• Filling valves of MGO storage tanks are CLOSED. (241VEF,
A
242VEF, 243VEF, 244VEF). • One filling valve of the storage tank, or service tank is
R
• Filling service tank Level is lower than 90%. OPENED.
D
• Suction storage tank Level is higher than 10%. • Quick closing valve of related suction line is OPENED.
b) Procedure for AUTO MODE (Remote) • ESD not activated (Pump and Valve)
• Process conditions such as Level, etc are to be monitored in b) Procedure for MANUAL MODE (Remote).
IAMCS. • Process conditions such as level, etc are to be monitored in
• Open the suction valve of the storage tank by IAMCS and IAMCS.
switch to AUTO mode in the face-plate of the valve.
2.10 Fuel Gas Systems
2.10.1 Fuel Gas Supply System
2.10.2 Fuel Gas Vent System
2.10.3 Fuel Gas Ventilation System
2.10.4 Water Glycol System
2.10.5 Nitrogen Supply System
2.10.6 Fuel Gas System Valve Schedule

Illustration 2.10.1a Fuel Gas Principle Diagram
Gas Supply Station Port Gas Vent Fan Room Gas Supply Station Starboard
Vent Vent
008 136 065 064 132 004
Liquid Liquid
006 137 138 134 133 002
074 072
135 131
Gas Gas
005 Air Gas Valve Unit Room Air 001
075 Lock Lock 071
Space Near Exhaust Space
Fan Suction
GVS
061 49345
AOS
XAHH
A 49379
Nitrogen Nitrogen 49345
Nitrogen
XAH
GVS GVS GVS 49345
147 146 Vacuum Pump Unit A
49371 49375 49372
PAH PAH Nitrogen PAH
Technical
49371 49375 49372 Water Vacuum
632VPG Pumps
PM PM PM XA ESD
143 49371 142 49375 145 49372 S
FGS Vacuum V V
Key
Pump Cooling S
LAL FS Water Tank LNG Gas
OIO OIC AOS OIO OIC AOS 49363
49070 49070 49070 49070 49070 49070 OIO OIC AOS ASS S LNG Liquid
49070 49070 49070 49361
Nitrogen
14 bar 14 bar XA
V 49361 Cooling Water
017 033 016 034 035 Nitrogen
Bilge
007 003
203 Vacuum
OIO OIC OIO OIC 056
49069 49069 49073 49073
Gas Train PAH GVS
Vent
OIO OIC ESD OIC AOS 49376 49376 AOS
49069 49069 AOS
10 bar 207 PDAH 12675 12675 PS PSL
PM 49380 Auxiliary Boiler Electrical Signal
49069 12270 12260
AOS B31 49376 054
49069 GVS
PI DPS PI FZ TM
PI
ESD
PI
All Valves are Suffixed ‘VUN’
49067 208 12650 12640 Unless Otherwise Stated
TALL TAL TM TI
49067 49067 49067
FM
031 B01 PS B11 PS PS B25 B27 B12 PS
PAH PAL PM PI OIO OIC PM Nitrogen
OIO OIO
49068 49068 49068 49072 49072 PAH 12630 PAL PAL 12670 12670 PAH 122
AOS 12220 12230 12240 12250
Fuel Gas OIC OIC
49072 ESD ESD ESD ESD
12670 12670
Heater Nitrogen S S S
AOS AOS ESD
PAL PS B28 12670 12670
12280
TAH TAL TM PM PAH
ESD
49065 49065 49065
ESD
E51B
12 bar ESD 205
Gas Valve PAL PAL
018 013 LS LS
TM TAL GVS Unit
011 012 49140 49140 49140 TAH ESD
OIO OIC AOS PI FM E22 E24 E26 E31
Air LS LS 49071 49071 49071
OIO OIC 10 bar 6B 2B 1B
Lock 49066 49066 No.2 Main
TM
OIO OIC FM Engine Nitrogen
Space 49061
49064 49064 201 E01 E11 PI E25 E27 6A 2B 1A
TI LNG E02 PM PAL ESD
Evaporator 015
PM ESD
49062 Nitrogen
ULS LAL PM PAH
49063
ESD TAL
49023 49023 S S S E51A
Reference Drawing:MA1-UN0001, Rev 4
2.10 Fuel Gas Systems LNG Evaporator Heat Water Circulation Pump The gas piping leads to the gas valve unit (GVU) room where the gas is
conditioned by a LNG evaporator and fuel gas heater. All gas piping including
Builder’s reference No: UN71001, 2
2.10.1 FUEL GAS SUPPLY SYSTEM the gas vent lines are of the double-walled type where routed through engine
Manufacturer: Naniwa room and accommodation areas.
Type: MDVC
LNG Evaporator Model: FBSV-200 Each GVU is fitted with the following equipment:
Builder’s reference No: UN00001 No. of sets: 2 • Manual shut-off valve
Manufacturer: TGE Marine Engineering Capacity: 130m3/h at 2.3 bar • Purging connections
Type: Shell and tube Motor: ???
• Gas filter
Model: -
No. of sets: 1 Introduction • Flow meter
Capacity: 130m3/h, 2,750kg/h (gas), 585kW, -163°C/-30°C • Fuel gas pressure regulator
Main Engine and Boiler Fuel Gas Supply Systems • Automatic shut-off block
Fuel Gas Heater • Venting valves
This vessel has been designed with one dual fuel generator and boiler capable
Builder’s reference No: UN00010 of running on conventional fuel oils and also natural gas. The natural gas is • Pressure transmitters/gauges
Manufacturer: TGE Marine Engineering supplied for use when in port to meet emissions regulations. The natural gas • Gas temperature transmitters
Type: Shell and tube can be supplied by shore connections in both gaseous (NG) or liquid (LNG)
Model: - forms. The LNG evaporator inlet is fitted with an ultrasonic level switch which is
No. of sets: 1 installed to detect the presence of liquid in the pipe and provide a signal to
The natural gas supply is monitored and controlled by the fuel gas supply operate valves 033VUN, 034VUN and 035VUN.
Capacity: 130m3/h, 2,750kg/h (gas), 85kW -30°C/20°C system which is also interfaced with the following systems:
• Gas Detection System The liquid lines are fitted with safety valves, which direct blow-off gas from
Double-Wall Pipe Vacuum Pipe Pump for ME the downstream section to the upstream section to minimise discharge to
• Gas Pipe Leakage Detection System atmosphere.
Builder’s reference No: LA20050
• Engine Control System
Manufacturer: Mak/Edur The supply stations have cold resistant drip trays located below each liquid
• Boiler Control System
Type: MDH vacuum pump hose connection, which monitor for any liquid leakage and activate an alarm
Model: GS22UO-11 • IAMCS if liquid is detected.
No. of sets: 1 • ESD
Inert gas (N2) is used to both purge and inert all sections of the gas piping
Capacity: 8m3/min, 500mmbar, 0.55kW, 3,000 rpm, EExd • SMCS system. The N2 gas is stored in high pressure bottles located in the N2 bottle
Motor: ??? room (compartment 15) on deck 2 starboard. The pressure of the bottles is
Natural gas (liquid or gas) is received at the gas supply station located on monitored and an alarm will be raised if the pressure drops due to leakage or
deck 3 (port and starboard sides). Shore connection manifolds for liquid (1 activation.
Double-Wall Pipe Vacuum Pipe Pump for FGS inch/25mm) and gas (4 inch/100mm) and one vent line (2 inch/50mm) to the
Builder’s reference No: UN80001 ship’s mast. 2 sets of emergency N2 bottles are additionally provided at Deck 01, PS in Fwd
Manufacturer: Edur engine room. These shall be activated from the IAMCS or LCP of FGS only
Type: MDH vacuum pump for emergency case and normally kept at full condition.
If these bottles pressure become lower than the pre-determined value, a alarm
Model: GS22UO-11 was activated and prohibit to proceed gas operation
No. of sets: 1
Capacity: 8m3/min, 500mmbar, 0.55kW, 3,000 rpm, EExd The main vent line is connected to each safety valve outlets and GVU vents and
Motor: ??? discharges at a safe location above deck 16.
Gas Pipe Leak Detection System The vacuum pump start/stop frequency (5 times/day) and running time (30 When connecting hoses to shore supply connections for LNG or NG,
minutes maximum) is monitored by the FGS and will raise an alarm in the these hoses must be inerted using nitrogen from ashore or ship supply. It is
The following FGS pipes are doubled-walled: IAMCS when necessary, if the vacuum should reduce to 0.95 bar(a), the FGS mandatory to use the correct checklists to supervise the inerting process prior
will activate closure of all remote controlled valves and the following modes to further operation.
are locked:
High Vacuum System
• 2 - Gas-up and cool The final step of the inerting process will be to carry out a tightness test of the
• (a) Starboard gas supply line to GVU room (UN003). hose connections by maintaining a minimum of 3 bar (g) pressure for over a 10
• 3 - FGS operation minute period, whilst checking the coupling with a soapy water solution.
• (b) Port gas supply line to GVU room (UN007).
• 4 - Liquid freeing and depressurising
The four nitrogen bottles in No 2 bottle rooms and the two emergency, nitrogen
Moderate Vacuum System Double wall pipe for main engine (c) is always ventilated by a vacuum pump bottles in Fwd engine room should be connected to the system containing an
with continuous monitoring of flow and gas content instead of the vacuum leak adequate quantity of nitrogen to perform the inerting procedure prior to and
• (c) ME gas supply line from GVU room (UN022). monitoring. Air is sucked from the engine room via a solenoid valve fitted on after gas operation, a low pressure indication at sensor (P4012) for emergency
• (d) Boiler gas supply line from GVU room (UN032). the main engine. A dedicated vacuum pump, gas detector and solenoid valves nitrogen bottles will block start of FGS.
are controlled by the engine control system.
• (e) Starboard vent line from gas supply station (UN211). Prior to supplying LNG/NG to the gas supply stations, the following ventilation
• (f) Port vent line from gas supply station (UN212). Gas Detection System fans must have been running for a minimum of 10 minutes (5 air changes)
before gas is allowed to enter:
• (g) Vent line from GVU room (UN201). Gas leakage detection sensors are fitted at the relevant positions and the
operator must be aware of the correct safety action and refer to the alarm list • One gas valve unit room supply fan.
There are two vacuum leak monitoring systems: for the shutdown and control function and the cause and effect chart for the • One gas valve unit room exhaust fan.
• High vacuum system, lines (a) and (b). main components.
• One gas vent fan room and casing exhaust fan.
• Moderate vacuum system, lines (c) to (g). • Both air lock space vent fans.
Normal Operation
The high vacuum in this system provides for both leak monitoring and thermal • One gas supply station exhaust fan with selected shore side
insulation, the pipes are initially put under vacuum and then sealed. The system operator should be fully conversant with the system prior to suction valve open (241VUN or 242VUN).
operation and adhere strictly to the approved operating procedures.
The vacuum is monitored by pressure transmitters (P9977 and P9978), the FGS
raises an alarm via the IAMCS if the vacuum increases above 0.8 bar (a), this The operating of all remote control valves is monitored and an error signal will
will activate closure of all remote controlled valves and via the following mode be generated after a 60-second delay period if the valve has not fully opened
selector (H8200) are locked: or closed as requested.
• 2 - Gas-up and cool
The FGS may be operated from the mounted operator station in the following
• 3 - FGS operation locations:
• 4 - Liquid freeing and depressurising • FGS local control panel
• PS supply station monitoring space
The moderate vacuum in this system is controlled between 0.6 bar (a) and 0.8
bar (a). • SB supply station monitoring space
• Any IAMCS workstation
Lines (d) to (g) are maintained under vacuum via a normally closed solenoid
valve by a common vacuum pump located in the GVU room fitted with a gas Main control position is IAMCS
detector to monitor the outlet.
The operator will have to log-in to the operator station being used for the FGS
The vacuum is maintained in each line if the vacuum reduces to 0.8 bar(a) by operation to identify which station is in charge. When operator control from
the relevant pneumatic actuated valve is opened and the vacuum pump starts local control, panel or PS/SB supply station monitoring space. Once log-out,
automatically and stops when the normal operating vacuum is reached 0.6 control position is automatically returned to IAMCS.
bar(a).
Prior to any FGS operation, all piping on board must be inerted by the automatic
pulse purge operated or other means.
The FGS start signal will be blocked for the following: System Gassing-up and Cooling Gassing-up and Cooling NG Supply
• Differential pressure low in GVU room. a) No.1 auxiliary boiler (forward) must be operating in
When all the above pre-conditions have been met and the gas detection system ‘SIMULTANEOUS’ mode for combustion of the nitrogen and
• Differential pressure low in gas fan room. is confirmed active, the hoses and FGS are ready for gassing-up and cooling NG mix of purge gas. This is an automatic process and must be
• Differential pressure low in air locks for supply stations. down. completed within the ten minute delay period or a gas-up and
• Fan non-running signal active. cool error signal will be activated, the simultaneous mode may
Gassing-up and Cooling LNG Supply be selected manually if preferred.
The vacuum system for the double-walled gas pipes should be operational and a) No.1 auxiliary boiler (forward) must be operating in
no high-high pressure alarms active, which would also block FGS start. b) The selected supply station to GVU valve (005VUN or 001VUN)
‘SIMULTANEOUS’ mode for combustion of the nitrogen and
and boiler master valve (031VUN) will open automatically. The
NG mix of purge gas. This is an automatic process and must be
The water glycol system must be operational in LNG supply mode and allowed shore side master supply valve should be gradually opened to
completed within the ten minute delay period or a gas-up and
time to warm-through, a non-run signal, WG high temperature (T9225) or low allow the hose to fill with NG. The NG will flow via the heater
cool error signal will be activated, the simultaneous mode may
flow (F9201) will prevent the mode selector switch from selecting LNG. to the boiler.
be selected manually if preferred.
The water glycol system operation is optional when in NG supply mode, but c) The NG pressure will increase, and when it reaches 2 barg
b) The selected supply station to GVU valve (003VUN or 007VUN)
if the vapour temperature (T7503 or T7554) should reduce to below 10°C, the (p7505 or p7507), the ‘FGS READY FOR BOILER GAS
and boiler master valve (031VUN) will open automatically. The
NG connection valves (001VUN or 005VUN) will close. OPERATION’ signal will be sent to the boiler and the
shore side master supply valve should be gradually opened to
Other detail interlocks shall be referred to suppliers drawing IAMCS. Using the mode operator can switch the boiler from
allow the hose to fill with LNG. The LNG will vaporise, causing
‘SIMULTANEOUS MODE’ to ‘GAS MODE’ via the IAMCS,
the hose to cool down and the internal pressure to increase.
Regular checks of the water level of seal overflow for the LNG evaporator the boiler is ready for operating on gas.
Initially cold vapour will flow via the LNG vaporiser and heater
heater water expansion:
to the boiler, but as the system cools, liquid LNG will start to
d) When the gas pressure (P8001) increases to 6 bar(g), the ‘FGS
flow. The purging and cooling process will be complete when
a) Initial FGS status is ‘OFF’ mode, selector switch (HS8200) set READY FOR ENGINE GAS OPERATION’ signal is sent to
the liquid LNG reaching the vaporiser cancels the low-level
to ‘0’. the IAMCS and ‘GAS MODE’ selected, the engine is now ready
indication (L8201).
for operating on gas. The
��
system sequence proceed to “3” fuel
b) Select required supply side using side selector switch (HS8210), gas operation automatically.
c) The LNG pressure will increase, and when it reaches 2 bar(g),
select ‘2’ for port or ‘1’ for starboard (opposite side will remain
the ‘FGS READY FOR BOILER GAS OPERATION’ signal
blocked).
will be sent to the boiler and the IAMCS. Operator can switch
boiler from ‘SIMULTANEOUS MODE’ to ‘GAS MODE’ via
c) Using LNG/NG selector switch (HS8230), select ‘2’ for LNG or
the IAMCS, the boiler is ready for operating on gas.
‘1’ for NG.
d) When the gas pressure (P8001) increases to 6 bar(g), the ‘FGS
d) Mode selector switch (HS8200) will remain blocked until
READY FOR ENGINE GAS OPERATION’ signal is sent to
selector switches HS8210 and HS8230 have been selected.
the IAMCS and ‘GAS MODE’ selected, the engine is now ready
for operating on gas. The system sequence proceed to “3” fuel
gas operation automatically.
Illustration 2.10.2a Gas Vent System
Deck 16
Passenger Cabin Corridor Deck 4
GVS XAH XAHH

49349 49349 49349
Air Lock Space

Gas Vent Fan Room XAH
49351
XAHH Key
49351
GVS Vent
49351
LNG Gas
Gas Pipe
Fwd Engine Casing Nitrogen
Duct
50 100 40 125 150 All Valves are Suffixed ‘VUN’
GVS XAHH XAH

49348 49348 49348
No.1/2 ME HT
Cooling Fresh Water
Gas Supply Station Crew Cabin Corridor Deck 3 Expansion Tank Starboard Passage Crew Mess Room Gas Supply Station
PI PI
A A
XAH OIO OIC AOS XAH
49342 49331 49331 49331 49342
Gas Supply XAHH
GVS XAH XAHH GVS XAH XAHH
XAHH Gas Supply
Vent Line 49342 49342 Vent Line
49341 49341 49341 49341 49341 49341
GVS GVS
49342 49342
Air Lock Space Air Lock Space Deck 3
XAH XAHH GVS

49347 49347 49347
LNG Evaporator
Heating Water
Expansion Tank
Deck 1
Gas Valve Unit Room 100
203
XAH No.2
40 50 XAH XAHH GVS
Main Engine
49346 49346 49346
XAHH
XAH XAHH GVS
201 207 Boiler GVU 49346 49346 49346
ESD
XAH 100 100
XAH XAHH GVS
49343
208 49346 49346 49346
XAHH Between LNG Evaporator 205
50 50 In Engine Room
49343 and Fuel Gas Heater
GVS LO Circulating
49343 Tank
Gas ME GVU
Air Lock Space Header
2.10.2 Fuel gas vent system
All atmospheric vents are collected in one main vent line. The main vent line is
connected to each safety valve outlets and GVU vents and discharges at a safe
location above deck 16 via safety type vent heads.
The following list identifies the various vent lines:

• Gas supply station port
• Gas supply station starboard
• Safety V. Gas buffer chamber
• Boiler GVU
• ME GVU
• Safety V. between evaporator and fuel gas heater
• LO circulating tank
• No.2 ME crank case
• LNG evaporator heat. w expansion tank
The following vent lines are of the doubled-walled type with the annular space
maintained under vacuum:
• SB vent line from gas supply station (UN211).
• PS vent line from gas supply station (UN212).
• Vent line from GVU room (UN201).
Illustration 2.10.2b Gas Vent System
Passenger Cabin Corridor Deck 4 Air Lock Space AOS OIO OIC
49340 49340 49340 Key
80
Deck 16 Exhaust
219
200 400 400 150 Fresh Air
A
All Valves are Suffixed ‘VUN’
AOS OIO OIC Unless Otherwise Stated
GVS DPAL DPS 4934A4934A4934A 80
49329 49329
294 275 276
200 400
XAH XAHH GVS
400 49352 49352 49352
400 400
Gas Supply Station Gas Valve Unit Room Gas Valve Unit Room 266 264
Exhaust Fans Supply Fan Exhaust Fan
265 263
AC
233 232 AOS 49311 AOS AOS
49321
No.2 No.1
248 246 RO RM 49324 49324
OIO 49311 49311 OIO OIO
247 245 249 226 49321 224 49324 49324
SA ESD
OIC 49311 49311 OIC OIC
AOS 225 223
No.2 No.1 49325 49321 49324 49324
OIO No.2 No.1 No.2 No.1 262 261
AOS 49325 AOS
236 234
49323 OIC 49322
OIO 49325 237 OIO 235
49323 49322 RO RM AC SA ESD
244 243 400 AC
OIC OIC 49312 49314 49314 49314 49314 49314
200 49323 200 80 49322 400 222 221
LS OIO RO RM Crew Gas Vent Fan Room and
AC 49312 49312
49313
49327 Casing Exhaust Fan Deck 16
LS OIC SA ESD 400
RO RM 49327 49312 49312
49313 49313 200
SA ESD 241 LS OIO
49313 49313
49327
LS OIC
242 49327
4th Deck
Gas Supply Station AOS OIO OIC AOS OIO OIC Starboard Main Crew Mess Room Deck 3 Gas Supply Station
200 49331 49331 4931 49331 49331 4931 Passage 200
AOS Air Lock Space Air Lock Space AOS

49337 49334
OIO 259 GVS DPAL DPS
258 OIO
49337 DPS DPAL GVS 400 400 49334
49328 49328 49328 49328
OIC 293 292 OIC
49337 49334
80 100 80
273 274 256 255
100 A AOS OIO OIC AOS OIO OIC
001
49336 49336 49336 150 80 49333 49333 49333
No.2 Air Lock No.1 Air Lock
100
Space Vent Fan Space Vent Fan
GVS DPAL DPS
49330 49330
217 291 257
AOS OIO OIC 21A AOS OIO OIC 254 AOS OIO OIC
49335 49335 49335 272 49339 49339 49339 49332 49332 49332
RO RM ASP RO RM ASP
49316 49316 49316
271 Air Lock Space 49316 49316 49316
SA ESD AOS OIO OIC SA ESD
49316 49316 49338 49338 49338 49316 49316
100
220 Gas Valve Unit Room Reference Drawing:MA1-UN0001, Rev 5
2.10.3 Fuel gas ventilation system No.1 Air Lock Space Ventilation Fan Gas Ventilation System
Builder’s reference No: UN13001
Gas Valve Unit Room Supply Fan The ventilation is designed to provide thirty air changes per hour in the gas
Manufacturer: Witt and Sohn
handling room and gas supply stations, the control system ensures that the
Builder’s reference No: UN11001, 2 Type: MDH Turbo ventilation system is running prior to allowing gas system operation.
Manufacturer: Witt and Sohn Model: A-RNSK6/180/224/1
Type: MDH Turbo Exp No. of sets: 1 To prevent gas leakage, the GVU room is maintained at a negative air pressure
Capacity: 3m3/min, 427Pa, 0.18kW, 3,000 rpm by two sets of fixed speed GVU room supply and exhaust fans. The fans
Model: A-RNNS6/355/450/1
operate on a duty/standby arrangement and are located in the gas vent room
No. of sets: 2 Motor: ??? on deck 4 (port).
Capacity: 120m3/min, 885Pa, 5.5kW, 3,000 rpm, EExd
Motor: ??? Also, the engine room air pressure is maintained between that of the GVU
and the higher air pressure in the accommodation by variable speed ME room
No.2 Air Lock Space Ventilation Fan supply and exhaust fans, a differential pressure alarm between the GVU room
Gas Valve Unit Room Exhaust Fan and the forward ME room is provided.
Builder’s reference No: UN13002
Builder’s reference No: UN110011, 2 Manufacturer: Witt and Sohn
Manufacturer: Witt and Sohn To prevent gas leakage from the bunker stations, the gas supply stations are
Type: MDH Turbo provided with two sets of fixed speed exhaust fans located in the gas vent
Type: MDH Turbo Exp Model: A-RNZ12/180/224/1 room on deck 4, the fans discharge to a safe area above deck 16. The bunker
Model: A-RNN6/355/450/1 No. of sets: 1 station shell doors are also fitted with transparent vinyl curtains to prevent gas
No. of sets: 2 Capacity: 14m3/min, 602Pa, 0.55kW, 3,000 rpm escaping to atmosphere.
Capacity: 120m3/min, 1,388Pa, 5.5kW, 3,000 rpm, EExd Motor: ???
The air lock spaces between the gas supply stations and the forward ME room
Motor: ???
is always maintained at a higher pressure than the gas supply stations to prevent
gas from entering the forward ME room.
Gas Supply Station Exhaust Fan
The air lock space booster fan should always be running and a differential
pressure alarm between the gas supply stations and the air lock space is
Manufacturer: Witt and Sohn provided, there is a 60 seconds delay on the alarm to allow for transiting the
Type: MDH Turbo Exp air lock space.
Model: A-RNN8/250/315/1
The gas vent fan room and gas vent casing is maintained at a negative pressure
No. of sets: 2
by its dedicated ventilation system, which comprises of two common fixed
Capacity: 20m3/min, 1,221Pa, 0.75kW, 3,000 rpm, EExd speed exhaust fans operating on a duty/standby configuration, located on deck
Motor: ??? 16 PS.
Gas Vent Fan Room and Casing Exhaust Fan

Manufacturer: Witt and Sohn
Type: MDH Turbo Exp
Model: A-RNN8C/355/450/1
No. of sets: 2
Capacity: 120m3/min, 1,162Pa, 5.5kW, 3,000 rpm, EExd
Motor: ???
Supply for the gas vent room and gas vent casing is provided from the forward
ME casing via a fire damper, which opens and closes by control of the exhaust
fan start/stop signal. A differential pressure alarm monitors the pressure
between the gas vent room and the passenger cabin corridor (exit of air lock)
on deck 4.
Dedicated air lock ventilation systems are provided with supply directly from
deck 16, the supply ventilation line branches to supply No.1 starboard and No.2
port air lock space vent fans via inlet shut-off valves. The discharge ventilation
line connects to the gas vent casing via flow control and shut-off valves.
• No.1 air lock space vent fan supplies the starboard supply
station air lock space.
• No.2 air lock space vent fan supplies the port supply station air
lock space, GVU room and fan vent room air lock.
• Air lock vent fans start/stop switches also control opening and
closing of shut-off valves.
• Air lock vent fans will stop and shut-off valves close if gas vent
fan room and casing exhaust fans fail.
• When shell doors are opened for fuel gas operation, interlocks
close air lock space discharge valves (258VUN starboard and
259VUN port) between air lock space and supply station, and
the air lock space vent valves (256VUN starboard and 274VUN
port) are opened.
• When shell doors are closed for normal/seagoing operation,
the supply station exhaust fan is stopped, the air lock space
vent valves (256VUN starboard and 274VUN port) are closed,
and air lock space discharge valves (258VUN starboard and
259VUN port) between the air lock space and supply station are
opened.
• When air lock space discharge valves (258VUN starboard and
259VUN port) between the air lock space and supply station are
opened, gas supply station exhaust fan bypass valve (249VUN)
automatically be opened to allow passage of ventilation.
Illustration 2.10.1b Fuel Gas Principal Diagram
Deck 16
Gas Valve Unit Room
LNG
347 25 Technical
Gas
XA Water
GVS 49347 630
313 49450
VPG 6
FS
640
Fuel Gas 150
OIC VPG
Heater LI
49480 316
LNG Evaporator
LAL
NC 317 314 49470 Heating Water
TM Expansion Tank
TM
49440
49430
LNG PI
TAL
Gas TI 49440
50
TALL
49440
LNG 321 342
GVS
49440
Gas 50
PI
TI
150 LNG
Evaporator
To Coaming
Scupper
315
LNG 150
Liquid
346
40
No.2
Key
LNG Gas
PI PI LNG Liquid
150 150 Fresh Water
307 306 303 Bilge
LNG Evaporator
Electrical Signal
Heating Water Circulating Pumps
SA RM RO AC All Valves are Suffixed ‘VUN’
150 150 49410 49410 49410 Unless Otherwise Stated
312 311 345

TI TM TI
49420 PI PI
150 150
305 304 302
Glycol
Water Heater No.1
2.10.4 Water Glycol system
Water Glycol Heater

Equipment No: UN76001
Type: Plate
Model: RX-185ANHPM-121
No. of sets: 1
Capacity: 130m3/h, 720kW
LNG Evaporator Heat Water Circulation Pump

Equipment No: UN71001/71002
Type: MDVC
Model: FBSV-200
No. of sets: 2
Capacity: 150m3/h, 2.5bar
Water Glycol
The LNG is vaporised by the water-glycol heat exchanger and also heated
indirectly by the LT cooling water.
The water glycol system is maintained at a lower pressure than the fuel gas
system to minimise the risk of water glycol entering the fuel gas system.
Any fuel gas entering the water glycol system will be contained in the LNG
evaporator heating water expansion tank which is monitored and alarmed.
The LNG vaporiser is monitored to prevent freezing by a flow switch (F9201)

for low water glycol flow (110m3/h) and a temperature sensor for low
temperature (-5°C). Both alarms will activate a fuel gas system shutdown.
Electric fault of running LNG evaporator heater water circulating pump trigger
automatic change over with stand by pump.
The vaporiser bypass line has a normally-closed valve (314VUN) with a limit
switch for the closed position which is interlocked with the liquid gas supply
shore connection valves (002VUN and 006VUN).
Illustration 2.10.5a Nitrogen Purge System
Gas Supply Station Port Gas Supply Station Starboard
GVS PAH PM PM PAH GVS
PI 49373 49373 49373 Gas Vent Fan Room 49374 49374 49374 PI
Vent Vent
GVS TAL TM GVS GVS TM TAL GVS
49110 49110 49110 49120 136 065 064 132 49120 49110 49110 49110
GVS PAH PM PI LS OIO AOS AOS LS OIO PI PM PAH GVS

49054 49054 49054 49120 LS OIO 49377 49378 LS OIO 49120 49054 49054 49054
LS OIC 49520 49520 LS OIC
GVS TAH TM 49120 LS OIC LS OIC 49120 TM TAH GVS
49053 49053 49053 TI 49520 49520 IT 49053 49053 49053
008 004
Liquid Liquid
006 137 138 134 133 002
074 OIO OIO OIO OIO 072
49057 49510 49510 49057
GVS PAH PM PI 135 131 PI PM PAH GVS
49052 49052 49052 OIC OIC OIC OIC 49052 49052 49052
49057 49510 49510 49057
AOS AOS
To Vacuum AOS AOS
GVS TAH TM TM TAH GVS
49051 49051 49051 TI 49057 49510 Pumps 49510 49057 IT 49051 49051 49051
Gas Gas
005 OIO Air Air OIO 001
075 49058 Lock Lock 49058 071
ESD TAL OIC Space Space OIC TAL ESD
49022 49022 49058 49058 49022 49022
PI PI
AOS AOS
49055 49055
49058 49058
50 50
A A
25
Near Exhaust
Fan Suction
Deck 1
25 25 To Main Engine
Vacuum Pump
Nitrogen GVS GVS GVS
Supply Unit 147 49371 146 49375 49372
PAH PAH PAH
49371 49375 49372
PM PM PM
PI
143 49371 142 49375 145 49372
Key
25
PI LNG Gas
49590
P4004 LNG Liquid
PAL PS Nitrogen
49580
To Fuel Gas To Fuel Gas Safety Valve Cooling Water
25 To Boiler Gas
Heater Heater Outlet Bilge
Valve Unit
Fuel Gas Vacuum
to No.1 Boiler Electrical Signal
122 All Valves are Suffixed ‘VUN’
Gas Valve Unit Room 15 Unless Otherwise Stated
105
Fuel Gas to No.2

25 To ME Gas Main Engine
Nitrogen Bottles
Valve Unit To Main Engine
Nitrogen Bottle Room Deck 2 Crankcase
2.10.5 Nitrogen supply system To prevent the ingress of foreign matter entering the fuel gas piping, a
dedicated clean hose should be used to connect the nitrogen source to the purge
The fuel gas system is equipped with two nitrogen supply units located in the connections.
nitrogen bottle room and the engine room.
WARNING
The supply unit in the nitrogen bottle room is the main nitrogen supply unit, When operating with nitrogen, always be aware of suffocation risk,
with the engine room supply unit acting as the emergency nitrogen supply oxygen content may drop below 20% by the presence of nitrogen.
unit.
The units supply nitrogen from the storage bottles via the nitrogen supply • Nitrogen supply rooms have a fixed oxygen measurement
header to the ship’s nitrogen system at a pressure of approximately 7-10 bar(g). system.
This nitrogen is used for purging procedures of the fuel gas system. • Always check atmosphere of nitrogen supply rooms before
entry.
Each supply unit is equipped with four bottle connections (DIN 477-10) and
• Do not enter a nitrogen supply room if the low oxygen alarm is
designed to connect four 200 bar nitrogen bottles, the units must be ready for
active.
use at all times.
WARNING
The nitrogen supply units must have four nitrogen bottles connected
with valves open at all times, ready for use.
The FGS control system monitors the nitrogen supply pressure continuously and
will raise an alarm if insufficient nitrogen pressure at the main unit is monitored
emergency N2 bottle unit outlet valve can be remote manually operated from
the control station. The system will switch back to the main supply unit after
120 minutes to avoid accidental use of the emergency nitrogen.
If insufficient nitrogen pressure is monitored in emergency N2 bottles supply

units, the automated fuel gas system sequences cannot be started.
Nitrogen is only required for purging and inerting of the gas piping from port/
starboard gas supply stations to the gas handling room and hoses prior and
after fuel gas operation. For the main fuel gas processes, the fixed nitrogen
connections will be used.
The piping system also has the following nitrogen connection points:
• Purge connection at port gas supply station via valve 074VUN
or 075VUN.
• Purge connection at starboard gas supply station via valve
071VUN or 072VUN.
• Purge connection at manifold line upstream of the GVUs.
Note: The purge connections at the port/starboard gas supply stations can be
used to direct LNG/NG back to shore.
2.10.6 FUEL GAS SYSTEM VALVE SCHEDULE
MHI Valve TGE Tag No. TGE Valve Type Remark Fuel Gas Gas-Up and Gas-Up and Liquid Liquid Freeing Inerting After Inerting for
No. System Off Cool for Liquid Cool for Vapour Freeing and and Depressurising Operation Maintenance
Status Operation Operation Depressurising After Vapour
After Liquid Operation
Operation
Status Status Status Status Status Status

001VUN HVK7504 BAO15 NG connection starboard Closed Closed Open if starboard Closed Open if starboard Closed Closed
002VUN HVK7502 BAO15 LNG connection starboard Closed Open if starboard Closed Open if starboard Closed Closed Closed
003VUN HVK7506 BAO15 Starboard supply station to GVU Closed Open if starboard Open if starboard Open if starboard Open if starboard Closed Open
room
004VUN Manual + LS GLO10 Starboard supply station to vent Closed Closed Closed Closed Closed Closed Closed
005VUN HVK7503 BAO15 NG connection port Closed Closed Open if port Closed Open if port Closed Closed
006VUN HVK7501 BAO15 LNG connection port Closed Open if port Closed Open if port Closed Closed Closed
007VUN HVK7505 BAO15 Port supply station to GVU room Closed Open if port Open if port Open if port Open if port Closed Open
008VUN Manual + LS GLO10 Port supply station to vent Closed Closed Closed Closed Closed Closed Closed
011VUN Manual + LS BAO13 LNG inlet to vaporiser Open Open Open or closed Open Open or closed Open Open
012VUN Manual + LS BAO13 NG outlet from vaporiser Open Open Open or closed Open Open or closed Open Open
013VUN HVK8201 BAO15 Vapour bypass to vaporiser Closed Locked Open Locked Open Closed Open
031VUN HVK8203 BAO16 Boiler master valve Closed Open Open Open Open Closed Open
033VUN HVK8210 GLO14 Purge line port to boiler Closed Locked Locked Locked Closed Open if port Open
034VUN HVK8211 GLO14 Purge line starboard to boiler Closed Locked Locked Locked Closed Open if starboard Open
035VUN HVK8204 GLO15 Master purge valve to boiler Closed Locked Locked Locked Closed Open Closed
071VUN Manual GLO10 NG purge connection starboard Closed Closed Closed Closed Closed Closed Closed
072VUN Manual GLO10 LNG purge connection starboard Closed Closed Closed Closed Closed Closed Closed
074VUN Manual GLO10 NG purge connection port Closed Closed Closed Closed Closed Closed Closed
075VUN Manual GLO10 LNG purge connection port Closed Closed Closed Closed Closed Closed Closed
133VUN HVK7508 CHO16 Nitrogen purge to starboard supply Closed Closed Closed Closed Closed Closed Closed
station
134VUN Manual + LS CHO13 Stop check nitrogen purge starboard Non-return Non-return Non-return Non-return Non-return Non-return Non-return
137VUN HVK7507 CHO16 Nitrogen purge to port supply station Closed Closed Closed Closed Closed Closed Closed
138VUN Manual + LS CHO13 Stop check nitrogen purge port Non-return Non-return Non-return Non-return Non-return Non-return Non-return
207VUN HVK8001 BAO15 Gas supply header to vent Closed Closed Closed Closed Closed Closed Closed
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M E
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2.11 Lubricating Oil Systems
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2.11.1 Diesel Generator Engine Lubricating Oil System
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2.11.2 Lubricating Oil Separator System
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2.11.3 Pod Seal System
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E V
R R
F O
A L
N U
M A
F T
R A
D

Illustration 2.11.1a Diesel Generator LO Service System Aft Main Engine Room Fwd Main Engine Room
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Oil Mist Box Deck 17 Compartment 14 Compartment 12 Oil Mist Box Deck 17 Deck 16
LT Cooling LT Cooling
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System Aft Casing Deck 3 System Aft Casing Deck 3 Deck 3
Sample Sample
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ESA ESA Gas XA
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DPAH DPAH 20160 Cont. High
No.4 Main
20160
No.2 Main 24510 048
20740 089 085 23740 039 035
Engine Cooler Oil Mist Engine Cooler Oil Mist
DPS DPS
Detector 25 Detector 25
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Slow
Down Slow Down 045
TI TI
086 ESA PAL TAH TI TI
036 ESA PAL TAH
DPAH DPAH
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20150 20310 20310 23150 23310 23310
068 069 Water 20720 Drain 018 019 Water 23720 Drain
TM TM Detector 083 PS PS TS TM TM Detector 033 PS PS TS
No.4 No.2
C
DPI
DPAH 45660 45665 XAHHH DPI
DPAH 45660 45665 XAHHH
20730 081 082 45680 Generator 23730 031 032 45680 Generator
070 TM TAH 020 TM TAH
20750 20750 Winding 23750 23750 Winding
&
TAH TAH
066 067 M 066 TIC PM PAL 016 017 M 015 TIC PM PAL
25 25050 25 25050
20750 062 20710 20710 23750 012 23710 23710
40 Bearing Bearing
40 Bearing Bearing
No.4 Main Engine No.2 Main Engine
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084 TAH TAH 034 TAH TAH
IAMCS 25110 25110 IAMCS 25110 25110
200 6 200 6
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NO 096 NO 046
300 300 200 100 LALL 100 300 300 200 100 LALL 100
100 100
097 047
V
RO E/S RM ASS 43450 RO E/S RM ASS 43450
20850 20850 20850 LAL LAH LAHH 20850 20850 20850 LAL LAH LAHH
Return to 061 011
E
064 43450 43450 43450 014 43450 43450 43450
Return to
Sample Sump Sample Sump
PS PI CI PS PI CI
Main Engine LO Main Engine LO
R
Circulating Tank 4P Circulating Tank 2P
063 013
R
Main Engine LO Priming Pump Main Engine LO Priming Pump
Key
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Lubricating Oil
F
Fresh Water
LT Cooling LT Cooling Drain
L
System System Electrical Signal
Sample Sample
A
All Valves are Suffixed ‘VPK’
ESA Unless Otherwise Stated ESA
DPAH 20160 DPAH 20160
U
20740 No.3 Main 20740 No.1 Main
079 075 Oil Mist 029 025 Oil Mist
DPS
Engine Cooler DPS
Engine Cooler
Detector Slow 25 Detector Slow 25
N
Down Down
TI TI
076 ESA PAL TAH TI TI
026 ESA PAL TAH
DPAH DPAH
A
20150 20310 20310 20150 20310 20310
058 059 Water 20720 Drain 008 009 Water 20720 Drain
TM TM Detector 073 PS PS TS TM TM Detector 023 PS PS TS
DPAH 45660 45665 XAHHH No.3 DPAH 45660 45665 XAHHH No.1
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DPI DPI
20730 071 072 45680 Generator 20730 021 022 45680 Generator
060 TM TAH 010 TM TAH
20750 20750 Winding 20750 20750 Winding
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TAH TAH
056 057 M 055 TIC PM PAL 006 007 M 005 TIC PM PAL
25 25050 25 25050
052 002
F
20750 20710 20710 20750 20710 20710
40 Bearing Bearing
40 Bearing Bearing
074 No.3 Main Engine TAH TAH 024 No.1 Main Engine TAH TAH
A
IAMCS 25110 25110 IAMCS 25110 25110
200 6 200 6
R
NO 091 NO 041
300 300 200 100 LALL 100 300 300 200 100 LALL 100
100 100
D
092 RO E/S RM ASS 43450 042 RO E/S RM ASS 43450
20850 20850 20850 LAL LAH LAHH 20850 20850 20850 LAL LAH LAHH
Return to 051 43450 43450 43450 Return to 001 43450 43450 43450
054 004
Sample Sump Sample Sump
PS PI CI PS PI CI
Main Engine LO Main Engine LO
Circulating Tank 3S Circulating Tank 1S
053 003
Main Engine LO Priming Pump Main Engine LO Priming Pump

Reference Drawing:MA1-PK0001, Rev 4

2.11 Lubricating Oil Systems Introduction The lubrication of engine bearings and cylinders is carried out by means of an
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electric motor-driven LO priming pump which is provided in order to ensure
N
2.11.1 DIESEL GENERATOR Engine LUBRICATING OIL The main diesel generator engines have there own independent LO circuit and that the bearings are adequately supplied with lubricating oil (LO) prior to the
LO specification is varied upon the type of fuel oil the engine operates on as actual starting of the engine and during the rundown period when the engine
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System
follows: is stopping.
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Main Diesel Generator Lubricating Oil Pumps • HFO operation (sulphur content 1-4.5%), TBN 30 or 40.
The LO priming pump is normally selected for remote operation (select REM
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Manufacturer: MAK • MGO or NG operation >750 hours (sulphur content <0.1%), at the local switch) and will start automatically when an engine is selected as
TBN 15. a standby engine. The pump will stop when the engine is started and running
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Type: Engine driven
Each engine is equipped with the following: above a predefined speed when the engine-driven LO pump will supply
Model: ???
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• Engine-driven LO pump. sufficient LO to the bearings.
No. of sets: 4
• Engine-driven LO pump suction filter. The priming pump starts when the engine speeds falls to a predetermined level
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Capacity: 250m3/h at 10.0 bar
Builder’s reference No: LA20001/2/3/4 • LO priming pump. when the engine is shutting down and runs continuously whilst the engine is
selected for standby. In the event of an activation of the emergency shutdown
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• LO priming pump suction filter (magnet). system, the prelubrication pump will also be shut down.
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Main Diesel Generator Lubricating Oil Priming Pumps • Automatic backwash filter.
Prelubrication is normally required before an engine can be started. The
Manufacturer: KRAL • Duplex bypass filters. exception to this is starting under blackout conditions when an engine may
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Type: MDVS, • Safety filters. be started for 30min after the blackout provided that the engine has been
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Model: KF-851 prelubricated up until the blackout commenced. The priming pumps are
Lubricating Oil System
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No. of sets: 4 included in the automatic restart sequence after a blackout.
Viscosity class: SAE 40
The priming pumps may be stopped by the ESD system. The priming pump
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Engine-driven pump: 250m/h, 10 bar
Motor: 690V, 15kW, 1,500 rpm may be started and stopped locally; the pump is controlled by the Engine
Prelubricating pump: 40m/h, 5 bar
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Builder’s reference No: LA20211/2/3/4 Control System (ECS).
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Engine inlet temperature: 65°C The priming pump has a relief valve which directs LO back to the pump
Main Diesel Generator Lubricating Oil Coolers
L
Sump tank volume: 22,000 litres for No. 1,3,4. 20,000litres for No. 2 suction. The engine-driven LO pumps have a relief valve, which also directs
Manufacturer: Westfalia Automatic filter: 34 micron LO back to the pump suction.
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Type: Plate Duplex filter: 80 micron
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Model: NT150S B-16 Each diesel generator engine has its own lubricating oil sump tank to where
Protective filter: 200 micron the lubricating oil from the engine systems drain and from which the pumps
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No. of sets: 4 Separator capacity: 3800l/h takes suction.
200m3/h, 74°C to 60°C , 1,330kW
A
Capacity:
Builder’s reference No: LA20221/2/3/4 The DG engine can only be started when the LO priming pump is running The sump tanks for No.1, No.3 and No.4 engines have a maximum capacity of
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and provides a preset pressure, this will cut-out when the engine-driven pump 22m3 (minimum contents 16m3), whilst No.2 has a service capacity of 20m3
reaches its operating pressure. The engine may only be turned when the (minimum contents 15m3).
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priming pump and jack-up pump are operated.
F
The LO sump tank is replenished as necessary using the lubricating oil transfer
The LO priming pump suction filter is fitted with a magnetic probe to monitor system (see Section 6.6.4, Lubricating Oil Transfer and Bunkering System).
A
for metallic particles within the LO flow, which would be indicative of All sump tanks vent through a flame arrester at the funnel top.
R
mechanical failure within the engine.
The engine-driven LO pumps and the prelubrication pump both take suction
D
The automatic back-wash filter operates on a timer or differential pressure and from the engine LO sump tank via separate suction lines. All the LO pumps
discharges back to a section of the engine sump tank that the LO purifier takes deliver oil to the engine systems through a suction filter with a magnetic trap,
suction from. A set of LO bypass duplex filters are provided for use when lubricating oil cooler, an automatic backflush filter (34 micron) with manual
maintenance of the back-wash filters is required. reserve filter (34 micron), and a duplex safety filter (80 micron).
The safety filters are the last line of defence prior to the LO returning to the
engine. A temperature controlled cooler bypass valve is provided to allow the LO

temperature to be maintained between 60°C and 65°C at the inlet to the engine. Procedure for Setting-up and Operating the Diesel Generator Position Description Valve
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The backflushing filter is of the candle type and operates automatically; the Engine Lubricating Oil System Set LO safety filters inlet valve
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automatic backflushing discharge is directed to the drain return chamber
in the LO sump tank. The manual by-pass filter provides back-up for when Set LO safety filters outlet valve
The procedure below applies to all engines and the only difference being the
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maintenance is required on the backflushing filter. valve numbering. Open No.1 engine inlet valve 010
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Open LO pump suction filter fill-up valve 041
The duplex safety filter is fitted before the engine LO inlet. During initial a) Ensure that the lubricating oil level in the diesel generator engine Open LO primary pump suction filter fill-up valve 042
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running of the engines, a further 200 micron in-line protective filter is fitted LO circulating tank is adequate. If necessary, supply clean LO
before the engine after the duplex safety filter. No.2 Diesel Generator Lubricating Oil Valves
from the storage system (see Section 65.7.2, Lubricating Oil
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Transfer and Bunkering System). Position Description Valve
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From the engine lubricating oil inlet pipe, oil is distributed to various parts of
the engine by means of the internal pipework. The pistons are cooled by oil Open Priming pump suction valve 013
b) Ensure that the diesel generator engine low temperature fresh Open Priming pump discharge valve 014
passing up a bore in the connecting rod from the main bearing via bores in the
&
water cooling system is operating (see Section 2.4.3 of this
crankshaft. Oil returns to the sump from the engine via two outlet pipes. Close Priming pump sample/test valve
Technical Operating Manual), and ensure that the main cooling
sea water system is operating (see Section 2.3.1 of this Technical Open No.2 engine-driven pump inlet valve 011
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There are four LO separators, each serving its own engine, except No.2 which Open No.2 engine-driven pump outlet valve 012
Operating Manual). Check that cooling water is circulating
is also connected to the LO used tank.
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effectively through the lubricating oil cooler of the engine. Open No.2 engine automatic filter inlet valve 016
Each engine LO circulation tank has an external LO separator which should
normally be running at all times except when the separator or engine is Open No.2 engine automatic filter outlet valve 017
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c) Ensure that there is power at the automatic backflushing filter
undergoing maintenance (see Section 6.6.4 of this manual). This separator Close Duplex filter inlet 018
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and that the filter is operating correctly.
draws from the drain return area of the sump, where the various drains return to Close Duplex filter outlet 019
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the sump. LO returning to the engine sump does so via a heat exchanger which Open LO cooler inlet valve 031
d) Ensure that all pressure gauge and instrumentation valves/cocks
reduces the oil temperature in order to reduce the risk of overheating the oil and
are open, that all instruments are reading correctly and control Open LO cooler outlet valve 032
reduce the load of purif. LO heater for energy saving in a running engine. The
R
separator return LO cooler exchange the heat between inlet and outlet oil. systems are operational. Close LO cooler inlet drain valve 035
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Close LO cooler inlet sample valve 039
Each engine has two vent lines, each of those lines having two inlets. One vent e) Set the diesel generator engine LO system valves as in the
F
Close LO cooler outlet drain valve 036
is from the circulation tank, the other is from the /engine crankcase. Both vents following tables:
Operational LO cooler three-way temperature control valve 015
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are led to the mist box on deck 17 with flame screen where they are released
All valves are prefixed with ‘VPK’ unless otherwise stated Set LO safety filters inlet valve
to atmosphere through a mist separator.
A
No.1 Diesel Generator Lubricating Oil Valves Set LO safety filters outlet valve
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All vent lines are fitted with water traps which have drain valves that are Open No.2 engine inlet valve 020
normally left in the open position. Only vents from No.2 engine is directly Position Description Valve Open LO pump suction filter fill-up valve 046
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released to the atmosphere with flame screen above deck 16 where allow Open Priming pump suction valve 003 Open LO primary pump suction filter fill-up valve 047
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hazardous balloon around outlet. Open Priming pump discharge valve 004
The alternator is supported by two pedestal bearings. The drive end bearing No.3 Diesel Generator Lubricating Oil Valves
Close Priming pump sample/test valve
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incorporates a thrust bearing. Both pedestal bearings have integral sumps and Position Description Valve
Open No.1 engine-driven pump inlet valve 001
an oil circulating arrangement which is supplied by a jack-up pump.
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Open No.1 engine-driven pump outlet valve 002 Open Priming pump suction valve 053
Open Priming pump discharge valve 054
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The jack-up pump pumps are stopped when the engine has reached to pre- Open No.1 engine automatic filter inlet valve 006
determined speed they will operate whenever the engine is stopped. Open No.1 engine automatic filter outlet valve 007 Close Priming pump sample/test valve
A
Close Duplex filter inlet 008 Open No.3 engine-driven pump inlet valve 051
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The main generator lubricating oil systems are covered by the appropriate Open No.3 engine-driven pump outlet valve 052
Close Duplex filter outlet 009
IAMCS mimics. These mimics show operating parameters and the status of the
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Open LO cooler inlet valve 021 Open No.3 engine automatic filter inlet valve 056
priming pump and alternator LO jack-up pumps.
Open LO cooler outlet valve 022 Open No.3 engine automatic filter outlet valve 057
Close LO cooler inlet drain valve 025 Close Duplex filter inlet 058
Close LO cooler inlet sample valve 029 Close Duplex filter outlet 059
Close LO cooler outlet drain valve 026 Open LO cooler inlet valve 071
Operational LO cooler three-way temperature control valve 005 Open LO cooler outlet valve 072
Position Description Valve f) Start the LO separator and raise the temperature of the LO in
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the engine sump tank. The LO separator system should always
Close LO cooler inlet drain valve 075
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be operated regardless of whether a diesel generator engine is
Close LO cooler inlet sample valve 079 running or stopped. Only during maintenance periods should the
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Close LO cooler outlet drain valve 076 LO separator system be stopped.
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Set LO safety filters inlet valve g) The priming pump should be set for REMOTE operation at the
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Set LO safety filters outlet valve local control panel and then for AUTO at the engine mimic.
The shaft jacking pump should be set to remote operation and
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Open No.3 engine inlet valve 060
automatic; This ensures that the priming pump, and the jack-up
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pump will start when an engine is in stand-still condition.
Open LO primary pump suction filter fill-up valve 092
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h) When the engine starts, check that the priming pump stops
No.4 Diesel Generator Lubricating Oil Valves above a predetermined engine speed level. When the engine is
running, check the LO pressures at all parts of the system.
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Open Priming pump suction valve 063
Open Priming pump discharge valve 064
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Close Priming pump sample/test valve
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Open No.4 engine-driven pump inlet valve 061
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Open No.4 engine-driven pump outlet valve 062
Open No.4 engine automatic filter inlet valve 066
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Open No.4 engine automatic filter outlet valve 067
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Close Duplex filter inlet 068
Close Duplex filter outlet 069
F
Open LO cooler inlet valve 081
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Open LO cooler outlet valve 082
A
Close LO cooler inlet drain valve 085
Close LO cooler inlet sample valve 089
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Close LO cooler outlet drain valve 086
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A
Set LO safety filters inlet valve
Set LO safety filters outlet valve
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Open No.4 engine inlet valve 070
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F
Open LO primary pump suction filter fill-up valve 097
R A
D

Illustration 2.11.1b LO Mist Treatment System
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M E
O M
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Oil Mist Box
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150 125 125 150 125 150 100 125 150 100 150
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E V DPAH
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45702
R
Key
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Mist
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Drain 15 40 0A7 0A6
L
A
Aft Main Engine Room Fwd Main Engine Room
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Compartment 14 Compartment 12
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Drain
M A
F T
R A
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Illustration 2.11.2a LO Separator System
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Aft Main Engine Room Fwd Main Engine Room Port and Starboard
Compartment 14 Compartment 12 Bunker Station
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FZ5 FZ4
Key Bunker Line 50
E
Pressure Relief
Lubricating Oil Line
Air Low BN High BN
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LO Used LO Storage LO Storage
Steam Tank Tank Tank
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Condensate
Drain
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Electrical Signal 215
C
216
Unless Otherwise Stated To ME LO
323 218 Circulating
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50 50
N.C. Tanks
365 305
355 315
50 50
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361 360 351 311 310 301
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Lubricating Oil Purifier Unit Lubricating Oil Purifier Unit
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TI TI TI TI
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LO LO LO LO
R
Heater Heater Heater Heater
TI TI TI TI
R
TM LO Heat TM LO Heat LO Heat TM LO Heat TM
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39450 39450 39450 39450
M Exch. M Exch. Exch. M Exch. M
TIC TAL TAH TIC TAL TAH TAH TAL TIC TAH TAL TIC
F
39450 39450 39450 39450 39450 39450 39450 39450 39450 39450 39450 39450
Steam Condensate Steam Condensate Condensate Steam Condensate Steam
S S S S
L
PM PAH PM PAH PAH PM PAH PM
50 Air 39460 39460
Air 39460 39460 50 65 50 39460 39460
Air 39460 39460
Air 50
PAL PAL PAL PAL
A
39460 39460 39460 39460
No.4 LO No.3 LO No.2 LO No.1 LO
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MFA RM SA RO Purifier PI MFA RM SA RO Purifier PI PI Purifier MFA RM SA RO PI Purifier MFA RM SA RO
39470 39310 39310 39310 39470 39310 39310 39310 39470 39310 39310 39310 39470 39310 39310 39310
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Water MFA ES Water MFA ES Water MFA ES Water MFA ES
Cont. High 39500 39380 Cont. High 39500 39380 Cont. High 39500 39380 Cont. High 39500 39380
Common Common Common Common
Deck 1
Deck 0
RM ES LO Purifier
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50
A RM ES LO Purifier 50 50
RM ES LO Purifier 50
RM ES LO Purifier
Deck 1
Deck 0
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39320 39380 Feed Pump 39320 39380 Feed Pump 39320 39380 Feed Pump 39320 39380 Feed Pump
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Drain Drain
364 354 314 304
R A 65 65
D
370 320
65 65
65 To LO To LO To LO To LO 65
No.4 ME LO Transfer No.3 ME LO Transfer Transfer No.2 ME LO Transfer No.1 ME LO
Circulating Tank 252 Pump Circulating Tank 251 Pump Pump 202 Circulating Tank Pump 201 Circulating Tank
Return Return Return Return
363 257 From Engine 353 256 From Engine From Engine 207 313 From Engine 206 303

2.11.2 Lubricating Oil Separator System Introduction Separator Operation
LO Purifier Unit The purpose of the lubricating oil (LO) separator system is to remove water and
solid impurities from the diesel generator engine lubricating oil. Each diesel
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Liquid mixtures and solid/liquid mixtures can be separated by the gravity in a
settling tank or centrifugal force in a separator bowl. Since the centrifugal force
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Manufacturer: Westfalia generator engine is provided with its own separator system which comprises a of a separator is considerably more effective than gravity in a settling tank, the
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Type: Self-cleaning centrifugal centrifugal separator, with a capacity of 5,700 litres/h, a heater, a lubricating oil centrifugal force method is used. The heated dirty LO enters the separator and
Model: OSE 40-0136-040 feed pump, and a sludge transfer unit (sludge receiver and an air-driven sludge the centrifugal force created by the rotating bowl causes the liquid mixture to
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membrane pump). Sludge is discharged to the sludge storage tank (port). separate into its different constituents within the disc stack.
No. of sets: 4
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Capacity: 5,700l/h Each LO separator is dedicated to a particular diesel generator engine and will The solid particles suspended in the oil settle on the underside of the discs
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Equipment: 1/2: NK26001 3/4: NK26002 normally only operate on the LO from that engine. However, a system of cross- and slide down into the solids holding space at the periphery of the bowl. The
connection valves allow No.1 and No.2 LO separators to operate on either No.1 smooth disc surfaces allow the solids to slide down and provide self-cleaning of
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LO Purifier Sludge Transfer Pump or No.2 diesel generator engine; similarly, cross-connection valves allow No.3 the discs. Each bowl assembly is fitted with a regulating ring which determines
and No.4 LO separators to operate on either No.3 or No.4 diesel generator the position of the interface between the oil and the collected separated water.
Manufacturer: Westfalia engine. Normally, a lubricating oil separator takes suction from an engine LO
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Type: Air-driven diaphragm circulation LO tank and returns the cleaned oil to the same generator engine As the separator is of the self-cleaning type, the accumulated solids within the
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Model: LO circulation LO tank. holding space are ejected at predetermined intervals depending on the quality
No.2 LO separator (and hence No.1 LO separator if the cross-connection of the oil. The cleaning cycle is achieved automatically; a number of control
No. of sets: 4
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valves are open) may operate on the DB used LO storage tank. valves act to allow the oil to bypass the separator and to open the bowl for a
Capacity: Manufacturer’s standard set period of time. There is a Water Monitoring System (WMS), which controls
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Equipment: 1/2:NK26001 3/4:NK26002 The LO separator should be operating at all times, particularly when a diesel the discharge of water, and a Sludge Monitoring System (SMS), which controls
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generator engine is running, unless maintenance is being carried out. The LO the discharge of sludge.
Purified LO Heater separator feed pump takes suction from the engine LO circulation tank and
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passes it through a heater and the LO separator before returning the cleaned oil
Manufacturer: Westfalia back to the same engine LO circulation tank. Separator Control System
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Type: Plate type
The D20 control unit is used for the automatic ejection control and condition
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Model: OC7-30 CAUTION monitoring of the LO separator. Each LO separator has its own D20 control
No. of sets: 4 Care should be taken if a separator is used to clean LO from the LO used unit. The control unit has three modes of operation:
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Capacity: 3.8m3/h - 40°C - 90°C tank or DB used LO storage tank in order to prevent contamination of
1) Partial ejections.
A
the oil in the engine sumps. Although water and solids are removed from
Equipment: 1/2:NK26001 3/4:NK26002
the LO during operation of the separator, this is not so for chemical 2) Total ejections.
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contaminants or bacteria. Frequent tests should be carried out on all
Purified LO Heat Exchanger 3) Preselected partial ejections followed by total ejection.
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lubricating oil systems and any oil which is seriously contaminated must
Manufacturer: Westfalia be replaced.
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The monitoring and control system provides two basic monitoring systems:
Type: Plate Type
The separators are controlled by controllers which are located at the separator 1) Water monitoring system (WMS).
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Model: OC7-30
control and starter panel. Separator operating parameters may be set at this 2) Sludge space monitoring system (SMS).
No. of sets: 4
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panel, including temperature selection and sludging interval, but once these
Capacity: 3.8m3/h parameters have been set, there should be no need to change them. The
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Equipment: 1/2:NK26001 3/4:NK26002 separator may be started locally at the panel and it may also be operated
A
remotely from IAMCS mimic. Selection is at the LOCAL/REMOTE selector
switch on the local control panel. For remote operation, the system valves must
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LO Purifier Feed Pumps first be set locally. The mimic has process Start and Stop soft pushbuttons and
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Manufacturer: Westfalia separator feed pump control. Separator operating conditions are shown in the
Type: MDH LO Separator Status mimics on IAMCS
The temperature of the LO flowing to the separators can be adjusted at the
Model: (KRAL) KF 85
separator control panel, but is normally set at 95oC and should not require
No. of sets: 4 changing unless the LO specification is changed. The throughput of the LO
Capacity: 3.8m3/h at 2.5 bar separators is such that a complete diesel generator LO charge should be cleaned
Equipment: 1:NK26011- 2:NK26012- 3:NK26013- 4:NK26014 at least 5 times per day during continuous operation of the LO separator.

Water Monitoring System The LO separators require compressed air and fresh water supplies for control No.1 LO Separator System (Operating on No.1 Diesel Generator Engine)
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and bowl operation/flushing. Supply systems for these are covered in the
Water separated from the oil collects in the outer part of the bowl. The separating Position Description Valve
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relevant control air system and technical fresh water sections of this Technical
disc in the bowl continuously directs a small flow from the outer part of the Tank Valves
Operating Manual, 2.6.3 and 6.3.7 respectively.
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bowl to the sensing liquid pump, which discharges this flow to a conductivity
sensor. If the conductivity sensor detects the presence of water, it means that Open LO circulation tank suction valve 303
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a reasonable amount of water is present in the bowl. The control system then Note: The system valves for the separators must be set locally, but the Open LO circulation tank filling valve 301
opens a solenoid valve to discharge the water through the dirty water outlet; the separators and the separator supply pumps may be started and stopped Closed Cross-connection feed pump suction valve 320
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separator is operating as a purifier. When the water has been discharged, the locally or from the IAMCS mimic 5.21 and 5.22. There are emergency stop Closed Cross-connection separator return valve 310
valve is closed and the separator resumes operation as a clarifier. push-buttons located beside the separator units.
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Separator System Valves
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Open LO feed pump suction valve
Sludge Space Monitoring System Procedure for Separating Lubricating Oil from a Main Open LO feed pump discharge valve 304
Engine Lubricating Oil Circulation Tank and Returning it to
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Desludging of the bowl normally takes place at timed intervals, which are Open Separator system inlet valve
changed to suit the quality of the oil being treated. A sensor in the sludge the Same Tank Open LO heater outlet valve
monitoring system detects the build-up of sludge/water in the sludge space of
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Operational LO separator three-way recirculation valve
the bowl. If the amount of sludge becomes excessive, the system will activate All four lubricating oil separators are identical, except for the valve numbers,
Open Sludge pump outlet valve
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the automatic desludging procedure even though a timed desludging operation and the following description applies to all. It is assumed that the separator
is not due. If there are more than two untimed desludging operations between is to be started and stopped from the LO Separator mimic 5.21 or 5.22 as Open LO separator outlet valve
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normal timed desludging operations, an alarm is activated and this requires the appropriate. The valves settings assume that each separator is operating on Open Operating water supply valve
intervention of an engineer. The illuminated D20 panel Liquid Crystal Display its dedicated diesel generator engine LO circulation tank and that the cross-
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Open Compressed air supply valve
(LCD) provides information about the operating parameters of the separator; connection system is not being used.
Open Heater steam supply valve
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all the relevant process data and alarm conditions are displayed. The mimic
5.13.1 also displays separator status information. The components which are a) Ensure that the diesel generator engine LO circulation tank
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controlled or monitored by the control system include: level is correct and replenish if necessary. During LO separator No.2 LO Separator System (Operating on No.2 Diesel Generator Engine)
operation, the level in the LO circulation tank will fall slightly.
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• Oil inlet/bypass valve (three-way circulation valve) Position Description Valve
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• Flushing water b) Check and record the level of oil in all LO circulation tanks. Tank Valves
• Operating water Open LO circulation tank suction valve 313
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c) All valves in the separator system are to be initially closed. Open LO circulation tank filling valve 311
• Circuit and water discharge valve
A
Closed Cross-connection feed pump suction valve 320
• Water sensor d) Set the valves, as indicated in the table below, to take suction Closed Cross-connection separator return valve 310
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from the diesel generator engine LO circulation tank and
• Oil inlet temperature Separator System Valves
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discharge cleaned LO back to the same LO circulation tank.
• Audible alarms Open LO feed pump suction valve
A
All valves are prefixed 741A unless otherwise stated (separator system valves Open LO feed pump discharge valve 314
Software assignment for each separator is carried out in the factory using are not numbered). Open Separator system inlet valve
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a password function. Any alterations to the set parameters should only be Open LO heater outlet valve
carried out by a person authorised to make such changes. Changes in parameter
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settings is not an operational requirement of the separators and is not normally Operational LO separator three-way recirculation valve
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necessary once the system has been configured for the specification of LO Open Sludge pump outlet valve
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being treated. If any change in parameter settings is required, this must only be Open LO separator outlet valve
carried out with the approval of the Chief Engineer and after consultation with Open Operating water supply valve
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the control system manual. Open Compressed air supply valve
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Open Heater steam supply valve
The desludging time interval is initially set so that the bowl will open and
discharge the sludge and water before the sludge space is filled. If the desludging
time interval is too short, there is excessive sludging and performance of the
system can suffer.

No.3 LO Separator System (Operating on No.3 Diesel Generator Engine) Note: The separators can be left in a condition ready for remote operation l) Operation of the separator may be checked at the LO Separator
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from the IAMCS mimics 5.21 and 5.22. A separator and associated feed Status mimic and the generator engine LO circulation tank level
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pump may be started and stopped from the mimic and the separation process may be checked at the LO Separator mimic.
Tank Valves
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may also be started and stopped from the mimic. It is also possible to operate
Open LO circulation tank suction valve 353 the separator and its feed pump from the local panel. m) Visual checks must be made on the separator by the duty
engineer by means of visits to the separator unit.
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Open LO circulation tank filling valve 351
Closed Cross-connection feed pump suction valve 370 The procedure below assumes that the separator and its feed pump are to
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The separator will operate automatically under the control of the D20 controller,
Closed Cross-connection separator return valve 360 be operated from the mimics 5.21 and 5.22, and so the separator operating discharging sludge and water as necessary. Operating information is displayed
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Separator System Valves parameters will have been set and stored in the D20 controller. at the screen of the controller.
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Open LO feed pump suction valve
e) Check that the compressed air, operating water and steam
Open LO feed pump discharge valve 354
supplies are available at the separator unit. Procedure for Stopping the Separator
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Open Separator system inlet valve
Open LO heater outlet valve f) Check that the separator control panel main power switch is The LO separator may be shut down from the LO Separator mimic 5.21 or 5.22
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Operational LO separator three-way recirculation valve turned to the ON position and check that there is electrical or it may be left in a running condition with the separation process stopped. The
Open Sludge pump outlet valve power at the separator control panel. At the local control panel, separator should normally be operated continuously whenever the associated
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turn the mode selector switch to the REMOTE position. The diesel generator engine is running.
Open LO separator outlet valve
operating status of the separator is shown at the IAMCS mimic
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Open Operating water supply valve a) At the 5.21 or 5.22 mimic, press the Process STOP soft
5.21.1 or 5.22.1 LO Separator Status.
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Open Compressed air supply valve pushbutton. The separation process will be stopped with the LO
Open Heater steam supply valve g) Check that the separator brake is off and the separator is free to recirculation valve being opened with a sludge procedure being
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rotate. Check the separator gearbox oil level; the oil level should initiated. The separator bowl will continue rotating at its normal
be between half a glass and a quarter of the glass; replenish if speed and the feed pump will remain operating.
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No.4 LO Separator System (Operating on No.4 Diesel Generator Engine)
necessary. Check the feed pump suction strainers are clean and
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Position Description Valve that the sludge system is operational. These tasks should be If, after the separation process has been stopped, the separator is to be stopped
undertaken as part of the routine engineer’s inspection. for stripping and cleaning, the following steps must be undertaken:
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Tank Valves
Open LO circulation tank suction valve 363
b) After the Process STOP soft button has been pressed, the
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h) At the LO Separator mimic 5.21 or 5.22, start the separator feed
Open LO circulation tank filling valve 257 separator is stopped by pressing the LO Separator STOP soft
pump. LO will bypass the separator, returning to the circulation
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Closed Cross-connection feed pump suction valve 370 tank through the three-way recirculating control valve. button. About 60 seconds should be allowed after stopping the
Closed Cross-connection separator return valve 360 process before the separator is stopped in order to allow for
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Separator System Valves i) At the LO Separator mimic 5.21 or 5.22, start the separator by sludging of the bowl. The control system will not allow the bowl
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Open LO feed pump suction valve pressing the Separator START soft pushbutton. It takes about 6 to be stopped until the sludging process has been completed.
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Open LO feed pump discharge valve 364 minutes for the separator bowl to reach full operating speed.
c) Press the LO Separator RESET pushbutton to cancel any
Open Separator system inlet valve
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j) At the LO Separator Status mimic 5.21.1 or 5.22.1, check the alarms.
Open LO heater outlet valve operation of the separator. The bowl will run up to speed and
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Operational LO separator three-way recirculation valve LO will be circulated through the heater and back to the diesel d) Stop the feed pump at the 5.21 or 5.22 mimic.
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Open Sludge pump outlet valve generator engine LO circulation tank from which it has been
taken. When the separator is ready for operation, the READY e) The steam, air and water supply valves should be closed if any
A
Open LO separator outlet valve
indicator will be illuminated at the mimic 5.21.1 or 5.22.1; this work is to be carried out on the separator. When the separator
Open Operating water supply valve
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indicates that the bowl is rotating at the correct speed and that bowl has come to rest, bowl cleaning may be carried out. The
Open Compressed air supply valve main power switch must be turned to the OFF position to
the oil is at the set temperature.
D
Open Heater steam supply valve prevent accidental starting whilst work is being undertaken on
k) Start the separation process by pressing the Process START soft the separator.
button at the mimic 5.21 or 5.22. The separator will operate
automatically under control of the D20 controller.

Lubricating Oil Separator Operation on Other Lubricating Local Operation of a Separator Local Shutdown of a Separator
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Oil Tanks
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The above description is for remote operation of a separator from the IAMCS The separator process is stopped by pressing the Process STOP pushbutton in
No.2 LO separator may be operated on the Used LO tank (P). There are cross- via the mimics 5.21 and 5.22. Separators may be operated locally if required the local panel; two ejections are initiated to clear the bowl. The feed pump
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connection valves at each separator pair, allowing for No.1 LO separator to be and the main starter and local control panel must be used. The separator must has a preset running period after the process is stopped and this is indicated by
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operated on the LO overflow tank if necessary. be set for LOCAL operation at the control panel. flashing of the LED in the FEED pushbutton. When the LED is extinguished,
the feed pump may be stopped by pressing the Feed Pump OFF pushbutton.
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Separator operation for the used LO tank may be a continuous operation for a a) Check that the compressed air, operating water and steam
predetermined period as the separator takes suction from the tank and returns supplies are available at the separator unit. The separator bowl is stopped by pressing the Separator OFF pushbutton. When
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the cleaned oil to the same tank. the bowl has stopped, it may be cleaned if required. If any work is carried out
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b) Check that the separator control panel main power switch is on the separator, the separator electrical power must be isolated.
Separators will be operated as above, the only difference being in the setting of turned to the ON position and check that there is electrical
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the tank valves which are shown in the following tables. power at the separator control panel. The separator must be
selected for LOCAL operation.
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No.2 LO Separator System (Operating on the Used LO Tank)
c) Check that the separator brake is off and the separator is free
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Position Description Valve to rotate. Check the separator gearbox oil level; the oil level
Tank Valves should be half a glass and a lower third of the glass; replenish if
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necessary. Check the feed pump suction strainers are clean and
Closed LO circulation tank suction valve 313
that the sludge valve is operational.
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Closed LO circulation tank filling valve 207
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Closed Cross-connection feed pump suction valve 320 d) At the control panel, start the separator feed pump by pressing
Closed Cross-connection separator return valve 310 the Feed Pump START pushbutton. LO will bypass the
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Open LO overflow tank (port) suction valve separator, returning to the engine LO circulating tank through
the three-way recirculating control valve.
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Open LO overflow tank (port) inlet valve
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When the cleaning of oil in the Used LO tank is completed, the system valves e) Start the separator by pressing the Separator START pushbutton.
must be returned to the positions for operation on the diesel generator engine The bowl will run up to operating speed and during this period
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LO circulation tank. the LED in the Status Separator pushbutton will flash slowly.
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It takes about 6 minutes for the separator bowl to reach full
operating speed.
N U f) When the bowl has reached operating speed and the LO

temperature has reached operating value (98oC), the separation
A
process may be started by pressing the Process START
pushbutton in the local control panel.
T M g) The separator will operate automatically under control of the

D20 controller.
A F h) The operator must check the separator for satisfactory operation;

check for throughput, leaks, vibration, etc.
D R
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M E
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E V
R R
F O
A L
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M A
F T
R A
D

Illustration 2.11.3a Pod LO System
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No.2 Pod NC
A PK1
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Room Comp. 18 002 No.1 Pod Room
Shaft Lne Support Unit (SSU) 727VPE
40 Comp.18
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Fresh 25
221VPG
Water 40 P
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222VPG 15 25
Air
T P P T 722VPE 721VPE Penetrated at Deck 3
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P
15 Aft Mooring
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723VPE Deck
725VPE Fr12 25 25
C
P P 15
726VPE
724VPE 728 161 40
163
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LAH LAH
VPE 43491 43492
25
Pod LO
L Pod Thrust Pod Slewing L
712VPJ Storage Bearing LO Bearing LO
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Tank 10 10 10 Storage Storage
LAH Tank (0.9mt) Tank (2m3)
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45632
To Oily
FS
Drain Water Shift
165 167
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Inspection 2S7 Tank
S
Pot 120 VPE 25 25 40
E
119
2S6
Pneumatic S
R
NC 40 118 VPE
PJ1 Pump To Bilge Hat
003 25 40 40 25 15 15 25 25 25
1H5VPJ Oil Drum
115 117 Pump Start/Stop
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This pot is for the checking of leakage 103
PKMM002
from the pod seal.
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(The content of this pod is to be 118 Pump Start/Stop
inspected periodically) PKMM001
PK1
F
002 C
Pod LO Fillng Pumps
A L PKMM001: Slewing Bearing LO Filling Pump (0.5m3/h x 2.5bar)
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PKMM002: Thrust Bearing LO Filling Pump
(Pneumatic Type, 0.5m3/h x 2.5bar)
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Shaft Seal
Oil Tank
M A
T
S S
A F Key
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LubricaTng Oil
Air
D
Fresh Water
Reference Drawing:3AFV3306645, Rev B

2.11.3 POD SEAL System The NDE bearing system duty pump draws oil from both the radial bearing The second chamber contains oil and the pressure in this chamber is measured
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and thrust bearing oil sumps and forces it to the Shaftline Support Unit and the pump speed varied (hence system pressure) in response to the
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(SSU) located in the azipod room. The two bearing sumps are kept separate measurement, to minimise leakage. Oil is added by the seal oil circulation tank
Introduction by an intermediate seal. The SSU has two filters (each with DPI and bypass from the seal oil storage tank by the seal oil tank filling pump when required.
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arrangements) and a heat exchanger through which circulates cooling water
Each propulsion pod has a number of oil systems and these operate from the propulsion fresh water cooling system, see Section 2.4.3 of this Pod Drain System
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independently of each other. Oil for thrust bearing and thruing bearing are Technical Operating Manual. From the cooler, the cooled and filtered oil flows
stored in dedicated storage tank (common for No. 1/2 POD). Each tank has a The azipod is provided with two pneumatic drain pumps which drain the pod
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to the NDE bearings and then back to the bearing oil sumps. The bearing is
filling line, a drain line and contents indicator. The chambers for slewing and sealed at one end from the main pod space by two lip seals positioned on a unit. One normally draws from the pod bilge, the other from the interspace
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bearing oil and that for thrust bearing oil may be filled from connections on the liner, which is fitted to the shaft. Any leakage past these seals is collected by bilge between the azipod seal and the drive end bearing. The pod bilge pump
mooring deck. Care must be taken when loading oil into these tanks to avoid can be manually changed to draw from the interspace if required. These pumps
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the drainage system.
contamination. Other oil such as propulsion bearing and shaft seal oil which are operated automatically by means of level switches in the sump well. There
quantity are relatively small are stored in drums and/or pale cans. The DE bearing housing is sealed at both ends by a similar double lip seal are high and high high level switches in both bilge well spaces, these activate
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arrangement as the NDE bearing housing. The space between both sets of alarms as well as the drain pumps. The pumps discharge to the vessel’s bilge
Oil is transferred as required to the three bearing oil systems of each pod unit seals is filled with oil to the same level as the bearing sump (about halfway), system.
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by small transfer pumps. The thrust end and propeller end bearing units have with all three spaces being vented to atmosphere. Any oil which passes the
their own oil sumps. Each bearing has two circulating/lubricating pumps which Pod Steering System
housing seals is passed to the drainage system, similar to the NDE system. The
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draw oil from the sump/drain areas. Oil from each sump is circulated through oil circulation system is similar to the NDE system, with two pumps, filters,
the associated filter and cooler units, located outside the pod, and is then Each pod has its own direct drive electric steering arrangement. Four self-
coolers, etc. The azipod lubrication and seal systems are displayed at the
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returned to the oil sump. Most of the machinery for the pod units is housed in cooled steering motors are equipped with speed-control frequency converters
IAMCS mimics ? (No.1 azipod) and ? (No.2 azipod). Pumps may be operated
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a Shaftline Support Unit (SSU) located in the associated azipod room. and electrical brakes (to prevent uncontrolled movements during blackout) in
remotely from these mimics.
The oil system for the slewing bearing consists of a circulating pump and filter, order to drive the motor reduction gear/pinions and so the toothed gear/slewing
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the system circulates the oil in the slewing bearing space and the filter removes bearing. Each reduction gear/pinion is lubricated by its own LO pump.
The drive end seal consists of four rings which provides for three seal ring
impurities. spaces which are labelled 1, 2 and 3. Space 1 is the outer space at the sea
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A small oil circulating pump filter arrangement provides cleaning of the
end and this contains sea water. Space 2 is a oil circulation chamber. The oil
Separately, LO storage and filtering system during POD maintenance is slewing bearing oil. This pump is normally automatic in operation and has a
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pressure is variable and depends upon the draught of the ship and is about 0.3
provided, which consist of POD thrust bearing Used LO tank, POD LO filter differential pressure alarm across the filter.
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bar below pressure in Space 1.
unit .Electric heaters are used for each tanks.
These filtering systems are used only at POD bearing check and fully local and The slewing ring is sealed to prevent ingress of sea water/contaminants to
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Space 3 is connected with shaft seal oil tank and pressurised by static pressure
manual operation. the oil system, or escape of system oil into the environment. The sealing
of the tank.
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arrangement has three seals, upper, lower and emergency. The upper and lower
Pod Motor Lubricating System seals are both double lip seals, arranged in the appropriate direction to prevent
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It is important that the levels in the DE and NDE bearing oil tanks are
leakage. Support rings around the seals prevent deformation or movement
The propulsion motor shaft within the pod is supported by two bearings; the maintained at the correct value to ensure that oil can always be supplied to
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of the seals relative to the fixed surface. The emergency seal is air operated,
Non-Drive End (NDE) and the Drive End (DE) bearings. The NDE bearing the bearings. All valves in the bearing lubrication systems must remain open
being inflated as a temporary measure to prevent leakage in the event of seal
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incorporates the thrust bearing. Both bearing incorporate a radial roller bearing except when work is being undertaken on a system. Sampling/drain valves are
failure. The space between the uppermost seals is filled with oil, the same space
to support the shaft weight, with the NDE bearing also incorporating a tilting located immediately before the filters.
between the lower seals is filled with grease. The void space between the seals
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round pad-type thrust bearing. These bearings are force lubricated by separate Pod Shaft Seal System is empty, to provide for leakage monitoring.
NDE and DE lubrication systems.
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Where the drive shaft passes out of the pod housing, an oil sealing arrangement
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Each system has two bearing lubrication pumps located in the pod unit, one similar to a conventional oil stern tube seal is provided. This consists of four lip
operating and the other on automatic standby. The pumps may be started and
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seals which rub on a chrome liner, with the entire sealing arrangement being
stopped at their local panels where selection for local and remote operation housed in a separate interspace area within the pod housing. The interspace
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may be made. When selected for remote operation, the pumps may be selected cannot be entered during normal running.
for automatic operation (at the Azipod mimics ? and ?) as a duty and standby
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pair. Pumps are normally operated in automatic mode to allow for automatic Oil for the seal space 2 is supplied from a small seal oil tank which is located
changeover to the standby pump should the duty pump be unable to maintain within the pod housing; high and low tank level alarms are activated via the
the required lubricating oil flow. A mimic panel in the azipod room provides IAMCS and indicated at the Azipod mimic. Oil is drawn from this tank by a
bearing/tank level alarms and bearing temperature alarms. The pod mimics also small speed-controlled circulating pump and supplied to the seals.
allow for control of the pod shaft lubrication systems.

Oils manually from the mimic, and this will increase the pressure Procedure for Filling the Non-Drive End (Thrust) System
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differentials across the seals, reducing lifetime considerably.
Only approved oils must be used in the pod system and oil samples must be
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taken regularly for analysis in order that any deterioration in the oil quality or 4) Deactivated operation: The system always turns automatically This system is filled when low level is indicated on the mimic panel. A
common system is used to fill both non-drive end bearing systems. The storage
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the operating components might be detected. Samples must be collected from to the deactivated mode, if it is not possible to maintain normal
the oil circulation systems, whilst the oil is circulating, at the correct locations. mode. oil circulation pump is stopped. tank is located in the port azipod room. The azipod nondrive end bearings are
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Leakage oil must never be collected and re-used in the bearing or hydraulic replenished with oil from the storage tank via the associated filtration unit.
systems.
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Procedure for Filling the Drive End (Propeller) System a) Open the outlet valve 165VPK on the pod thrust bearing storage
Note: Many items in the lubricating oil system, such as seals, thrust pads, tank.
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liners etc, are designed to be replaceable without dry docking the vessel. This system is filled when low level is indicated on the mimic panel. A common b) Ensure that the three-way valve supplying the filtration unit
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system is used to fill both drive end bearing systems. This procedure also fills pump is set for supply from the storage tank (oil may also be
the slewing bearing systems. The azipod propulsion bearings are replenished supplied from drums if necessary).
The oil lubrication system valves for the pod units are set at dry dock and will
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not be moved except under special circumstances. Valves are locked in the with oil from the drum cans via the portable air driven pump and the filtration
unit. New oil is stored in Drum Cans. c) Set the filter unit three-way valve for one of the filters and set
correct position and should not be touched, except for filling operations. Every
the three-way valve to supply the azipods.
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day, oil transfer operations are carried out either locally at the storage tanks, or
through the mimic panel in the azipod room as described below: a) Prepare portable air driven pump and connect air hose to air
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header at each POD room. d) Ensure that the filter unit sample valve is closed and that the
Discharge hose connected to POD SSU unit connection drain valve is also closed.
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Procedure for Filling the Seal Gravity Tank (103VPK or 153VPK)
e) Open the required azipod system filling valve (port 166VPK) or
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a) To fill the gravity seal tank, press the Fill Seal Oil Tank START b) Ensure that the three-way valve supplying the filtration unit starboard (119VPK) whilst ensuring the other is shut.
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touch button at the local mimic panel. When the tank reaches the pump is set for supply from the storage tank (oil may also be
desired level, the pump will automatically stopped or the pump supplied from drums if necessary). f) At the local pushbuttons, start the pod LO filling pump. Ensure
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STOP touch button is pressed. that the pump is running correctly and the pressure is at the
c) Set the shaft line supply unit three-way valve for the filters and correct level. Monitor the mimic panel, and stop the pump when
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b) To drain the gravity seal tank, press the Drain Seal Oil Tank set the three-way valve to supply the azipods. the required level is reached.
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OPEN touch button at the mimic panel. When the tank reaches
the desired level, the valve will automatically close or press d) Ensure that the filter unit sample valve is closed and that the g) Close all valves.
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the fill oil tank STOP touch button. To empty the seal oil drain valve ? is also closed.
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gravity tank. Empty seal oil tank OPEN, for this operation the
propulsion motor must be stopped. Operation of the drain seal e) Open the required azipod system filling valve (port 153VPK) or
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oil tank valves is password protected. starboard (103VPK) whilst ensuring the other is shut.
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f) At the local pushbuttons, start the propeller bearing system
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Emergency Operation
circulating pump. Ensure that the pump is running correctly and
There are five operating modes for the shaft seal units which are as below.
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the pressure is at the correct level. Monitor the mimic panel, and
Modes 2, 3 and 4 are classed as emergency modes: stop the pump when the required level is reached.
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1) Normal: This mode is for normal operation when all conditions
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are at acceptable levels. g) Close all valves.
2) Constant Pressure Operation: This mode is used if the
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pressure measurement in chamber 1 of the seal is unavailable.
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The system does not follow the pressure measurements, but
instead follows a manually inputted (via the mimic panel)
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measurement of the ship’s draught.
3) Constant flow operation: This mode is used if the pressure
measurement in chamber 1 and/or chamber 2 of the seal is
unavailable, or if one of the internal seal rings suffers a total
failure, resulting in a single seal chamber. The flow rate is set
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M E
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2.12 Main Pump Details
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2.12.1 List of Pumps
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2.12.2 Pump Suction and Delivery Schedule
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IE W
E V
R R
F O
A L
N U
M A
F T
R A
D

2.12 main pump details Absorption Chiller Unit Cooling Sea Water Pumps Emergency Bilge/Ballast Pump
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Manufacturer: Naniwa Manufacturer: Naniwa
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2.12.1 list of pumps Type: MDVC Model: FBSV-250
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Model: FBWB-450 Type: MDVC
Nos.1-2 Main Sea Water Cooling Pumps No. of sets: 2
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No. of sets: 1
Manufacturer: Naniwa Capacity: 1,300 m3/h at 2 bar Capacity: 300m3/h at 3 bar
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Model: FBWV-500 Motor rating: 132 kW; 1,000 rpm Motor rating: 45 kW; 1,482 rpm
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Type: MDVC Builder’s reference No No 1:NH17001- No 2:NH17002 Builder’s reference No ED01002
No. of sets: 2
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Capacity: 2,200m3/h at 2 bar Cenrtifugal Chiller Unit Cooling Sea Water Pumps No 1 Bilge Pump
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Motor rating: 200 kW; 1,000 rpm
Manufacturer: Naniwa Manufacturer: Naniwa
Builder’s reference No No 1:NH05001- No 2:NH05002
Type: MDVC Model: FBV-250
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Model: FBWV-450 Type: MDVC
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No 3.4 Main Sea Water Cooling Pumps No. of sets: 3 No. of sets: 1
Manufacturer: Naniwa Capacity: 1,250m3/h at 2 bar Capacity: 300m3/h at 2 bar
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Model: FBWV-450-2 Motor rating: 132kW; 1,000 rpm Motor rating: 30 kW; 1,480 rpm
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Type: MDVC Builder’s reference No No 1:HC91023 - Z01 - No 2:-Z02 No 3:-Z03 Ref No: EE01001
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No. of sets: 2
Capacity: 30m3/h at 3 bar Scrubber Sea Water Supply Pump No 2 Bilge Pump
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Motor rating: 250 kW; 1,000 rpm Manufacturer: Naniwa Manufacturer: Naniwa
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Builder’s reference No No 3:NH05013- No 4:NH05014 Model: C1V-250A Model: FBV - 250
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Type: MDVC Type: MDVC
MGPS Sea Water Supply Pumps
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No. of sets: 2 No. of sets: 1
Manufacturer: Naniwa Capacity: 800m3/h at 6.5 bar Capacity: 300m3/h at 2 bar
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Model: CR-80 Motor rating: 250kW; 1,500 rpm Motor rating: 30 kW; 1,480 rpm
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Type: MDHC Builder’s reference No EE01002
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No. of sets: 2 Bilge/Ballast Pump
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Capacity: 30m3/h at 1 bar Manufacturer: Naniwa Bilge/Ballast Stripping Pump
Motor rating: 2.2 kW; 1,500 rpm Model: FBSV
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Manufacturer: Yamada Corperation
Builder’s reference No No 1:NH13001- No 2:NH13002 Type: MDVC
Model: NDP-40 - BSN
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No. of sets: 1
Sea Water Auto Back Wash Filter Disch Pumps Type: Pneumatic Type Diaphragm
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Capacity: 300m3/h at 3 bar
Manufacturer: Naniwa No. of sets: 1
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Motor rating: 45kW; 1,482 rpm
Model: PSI25/80 Capacity: Abt 25m3/h
Builder’s reference No ED01001
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Type: MDHC (Open Impeller) Motor rating:
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No. of sets: 2
Builder’s reference No No 1:NH10001- No 2:NH10002

Washing Water Drain Pump No 1 Fwd Heeling Pump Main LT Cooling Fresh Water Pumps
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Manufacturer: Yamada Manufacturer: Allweiler Manufacturer: Naniwa
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Type: Air Driven Diaphragn Model: Alltrimm 300/511 2 20 Type: MDVC (variable speed)
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Model: NDP-50BAH Type: MDH In-line Propeller Model: FBWV-450-2
No. of sets: 2
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Capacity: 10m3/h at 2 bar Capacity: 750m3/h at 1.5 bar Capacity: 1,350m3/h at 4.0 bar (100%)
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Motor: Motor rating: 60kW; 1,465 rpm Motor: 440V, 250kW, 1,500 rpm
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Builder’s reference No: 1. PJMM001- No.2 PJMM002 Builder’s reference No EDO1003 Builder’s reference No: NG71001/2/3/4
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Gas Valve Unit Room Bilge Pump No 2 Fwd Heeling Pump Main Engine HT Cooling Fresh Water Pumps
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Manufacturer: Yamada Corperation Manufacturer: Allweiler Manufacturer: MaK
Model: NDP-40-BSN Model: Alltrimm 300/511 2 20
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Type: Engine driven. C
Type: Pneumatic Type Diaphragm Type: MDH In-line Propeller
Model
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No. of sets: 4 (one per engine)
Capacity: Abt10 m3/h Capacity: 750m3/h at 1.5 bar
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Motor rating: Motor rating: 60kW; 1,465 rpm
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Builder’s reference No: LA20001/2/3/4
Builder’s reference No EE01007 Builder’s reference No EDO1004
Grey Water Collection Room Bilge Pump

Manufacturer: Yamada Corperation
Aft Heeling Pump
Manufacturer:
R R
Allweiler
Main Engine Preheating Pump
Manufacturer: MaK
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Type: MDVC
Model: NDP-25-BSN Model: Alltrimm 300/511 2 20
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Model:
Type: Pneumatic Type diaphragm No. of sets: 1
No. of sets: 4 (one per engine)
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No. of sets: 1 Type: MDH In-line Propeller
Capacity: Abt 3.5m3/h
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Motor: 5.5kW; 1,500 rpm
Builder’s reference No EE01008 Motor rating: 60kW; 1,465 rpm
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Builder’s reference No EDO1005
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Bilge Ejector
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Manufacturer: Niikura Kougyo Re-HeaterWater Circulation Pumps
Back Flushing Pump (BWTS)
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Model: BC-NR-065-125 Maker: Naniwa
Manufacturer: KSB
Type: No. of sets: 2
Model: Etabloc BN 065-160
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No. of sets: 1 Type: MDVC
No. of sets: 1
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Capacity: Abt 3.5m3/h Model: FB2V-150-3
Type: MDHC
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Motor rating: Capacity: 132.0m3 /h at 6.0 bar
Capacity: 124m3/h
Motor: 45.0kW, 1,500rpm
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Builder’s reference No EEMP002
Motor rating:
Builder’s reference No:
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R.O. Plant Sea Water Supply Pump R.O. Booster Pump ACU Chilled Water Supply Pump
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Manufacturer: Naniwa Manufacturer: Ensival
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Type: MDVC
Type: MDVC (variable speed) Type: Centrifugal single stage
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Model: FBV-250
Model: BH-100 Model:
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No. of sets: 2
Capacity: 270m3/h at 2bar
78m3/h at 4.8 bar (100%) 64m3/h
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Capacity: Capacity:
Motor: 30kW; 1,500rpm
Motor: 690V, 15kW, 3,000 rpm Motor: 690V, 11kW, 3,320 rpm
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Builder’s reference No: HC91013 - Z1-Z2
Builder’s reference No: NH06001/2/3/4 Builder’s reference No:
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R.O. Plant Back Washing Pump R.O. Cleaning Pump
Boiler F.O. Feed Pump
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Manufacturer: Naniwa Manufacturer: Grunfos Manufacturer: Saacke (Kral)
Type: MDVC Type: Centrifugal single stage Type: MDHS
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Model: FBSV-100 Model: Model: K20
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No. of sets: 2 No. of sets: 2 No. of sets: 2
Capacity: 56m3/h at 2.5 bar Capacity: 64m3/h Capacity: 1.1m3/h at 6 bar
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Motor: 690V, 7.5kW, 1,500 rpm Motor: 690V, 7.5kW, 2,900 rpm Motor: 1.1kW; 1,500rpm
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Builder’s reference No: NH03001/2 Builder’s reference No: Builder’s reference No: No.1: MA30003-No.2: MA30013
R.O. HP Pump (1st stage) Chilled Water Circulation Pump
R R Boiler G.O. Ignition Pump

Manufacturer: Saacke (Kral)
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Manufacturer: Danfoss
Type: MDVC Type: MDHS
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Type: Displacement
Model: C2V - 300A Model: L7
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Model: APP30
No. of sets: 4
1,025m3/h at 5.4 bar 0.1m3/h at 14 bar
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Capacity: Capacity:
Capacity: 26.1m3/h
Motor: 315kW, 1,000 rpm Motor: 0.25kW; 1,500rpm
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Motor: 690V, 7.5kW, 2,900 rpm
Builder’s reference No: HC91011 - Z1-Z2-Z3 Builder’s reference No: No.1: MA30003-No.2: MA30013
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A
CCU Chilled Water Supply Pump Boiler G.O. Feed Pump
R.O. HP Pump (2nd stage)
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Manufacturer: Saacke
Manufacturer: grunfoss Type: MDHS
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Type: MDVC
Model:
F
Type: Displacement Model FBWV-350
Model: APP30 No. of sets: 2
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No. of sets: 3
No. of sets: 2 Capacity: 1m3/h at 6 bar
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Capacity: 7m3/h Motor: Manufacturers Standard
Motor: 55kW; 1,500
Builder’s reference No: No.1: MA30006-No.2: MA30016
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Motor: 690V, 4kW, 2,900 rpm Builder’s reference No: HC91012 - Z1-Z2-Z3

Main Engine FO Feed Pump Main Engine Ignition Fuel Supply Pump Boiler Feed Water Pumps
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Manufacturer: Kral Manufacturer: Kral Manufacturer: Saacke
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No. of sets: 4 No. of sets: 2 Type MDHC (multistage)
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Model: KF-160 Model: KF-20 No. of sets: 4
Model: Grundfos
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Type: MDHS. Type: MDHS.
Capacity: 9.5/4.5m3/h, 4 bar Capacity: 0.5m3/h, 8 bar Capacity: 25m3/h at 14 bar
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Motor: 690V, 6.3/1.5kW, 50Hz, 750 rpm Motor: 690V, 0.55kW, 50Hz, 1500 rpm Motor rating 18.5 kW; 3,000 rpm
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Builder’s reference No: Builder’s reference No: LA20402 Builder’s reference No NF02001-NF02002-NF02003-NF02004
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Main Engine FO Circulation Pump RO Booster Pump No 1-2, ME HP EGE Circulating Pumps
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Manufacturer: Kral Manufacturer: Naniwa Manufacturer: Saacke
No. of sets: 4 Type: MDHC (Self Priming) Type MDVC (multistage)
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Model: KF-275 Model: EB2H-40 No. of sets: 2
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Type: MDHS. No. of sets: 2 Model: Grundfos
Capacity: 13/6m3/h, 9 bar Capacity: 10m3/h, 7 bar Capacity: 39m3/h at 4 bar
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Motor: 690V, 8.9/2kW, 50Hz, 750 rpm Motor: 690V, 5.5kW, 3,000 rpm Motor rating 16 kW; 3,000 rpm
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Builder’s reference No: Builder’s reference No: NG02001, NG02002 Builder’s reference No NF18001-NF18002
Main Engine Black-Out Pump Module

Manufacturer: Kral
Feed Water Transfer Pump
Manufacturer:
R
Naniwa R No 3-4, ME HP EGE Circulating Pumps
Manufacturer: Saacke
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No. of sets: 2 Type: MDHC (Self Priming) Type MDVC (multistage)
F
Model: KF-118+100 Model: BH-50 No. of sets: 3
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Type: Air Driven No. of sets: 1 Model: Grundfos
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Capacity: 2m3/h, 5 bar Capacity: 15m3/h, 2 bar
Builder’s reference No: LA20311, LA20312 Motor: 690V, 2.2kW, 3,000 rpm Motor rating 7.5 kW; 3,000 rpm
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Builder’s reference No: NG07001 Builder’s reference No ME3-NF18011-ME4-NF18012-ME3/4-NF18013
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Main Engine Ignition Fuel Circulating Pump
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LT Cooling Fresh Water Transfer Pump No 3-4, ME LP EGE Circulating Pumps
Manufacturer: Kral
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No. of sets: 1 Manufacturer: Naniwa Manufacturer: Saacke
Model: KF-160 Type: MDHC (Self Priming) Type MDVC (multistage)
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Type: MDHS. Model: BH-50 No. of sets: 3
F
Capacity: 8.3m3/h, 3 bar No. of sets: 1 Model: Grundfos
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Motor: 690V, 2.2kW, 50Hz, 1500 rpm Capacity: 15m3/h, 2 bar Capacity: 13m3/h at 4 bar
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Builder’s reference No: LA20402 Motor: 690V, 2.2kW, 3,000 rpm Motor rating 4.0 kW; 3,000 rpm
Builder’s reference No ME3-NF18021-ME4-NF18022-ME3/4-NF18023
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Builder’s reference No: NG19001

Main DG LO Pumps MALS Main LO Pump No.1 and No.2 Common Heat Recovery Circulating Pump
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Manufacturer: Taiko
Manufacturer MAK Manufacturer: Behrens
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Type: Blower Driven HG
Type: Engine Driven No. of sets: 2
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Model:
Model: Model: SFN 60G
No. of sets: 1
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No. of sets: 4 Type: Centrifugal
Capacity: 5.0m3/h at 3.0 bar
Capacity: 250m3/h at 10.0 bar Capacity: 39m3/h at 1.5 bar
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Builder’s reference No: NE16001
Motor: Builder’s reference No: 552.1110/5120
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MALS Auxiliary LO Pump
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Manufacturer: Taiko Diesel Engine Heat Recovery Preheating Pump
Main DG LO Priming Pumps Type: MDHG Manufacturer: Behrens
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Manufacturer: KRAL Model: No. of sets: 1
Type: MDVS, variable speed No. of sets: 1 Model: VRF 8/320G
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Model: KF-851 Capacity: 5.0m3/h at 3.0 bar Type: Centrifugal
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No. of sets: 4 Builder’s reference No: NE16001 Capacity: 170m3/h at 4.0 bar
Capacity: 40m3/h at 5.0 bar Builder’s reference No: 552.5520
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Motor: 690V, 15kW, 1,500 rpm
LO Purifier Sludge Transfer Pump
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Manufacturer: Westfalia No.1 Evaporator Hot Water Circulating Pump
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Type: Air Driven Diaphragm Manufacturer: Alfa Laval
LO Purifier Feed Pumps
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Model: No. of sets: 1
Manufacturer: Westfalia No. of sets: 4 Model: PU-HW-01
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Type: MDH Capacity: Manufacturers Standard Type: Centrifugal
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Model: (KRAL) KF 85 Builder’s reference No: 1/2:NK26001 3/4:NK26002 Capacity: 343m3/h at 1.5 bar;
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No. of sets: 4 Builder’s reference No: 604.1410
Capacity: 3.8m3/h at 2.5 bar
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Builder’s reference No: 1:NK2601-2:NK26012-3:NK26013-4:NK26014 No.2 and No.3 Heat Recovery Circulating Pump
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No.2 Evaporator Hot Water Circulating Pump
Manufacturer: Behrens
N
Manufacturer: Alfa Laval/Iron
LO Transfer Pump No. of sets: 2
No. of sets: 1
A
Model: VRF 5/290G
Manufacturer: KRAL Model: CNL-80-80/315
Type: Centrifugal; frequency controlled
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Type: MDHS Type Centrifugal
Model: KF-18 Capacity: 113.4m3/h at 1.5 bar;
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Builder’s reference No: 552.2410/3410
No. of sets: 1 Builder’s reference No: 604.2410
F
Capacity: 6/3m3/h at 3 bar (Total head)
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Motor 2.8/1.1kW, 1,500/750 rpm No.1 and No.4 Heat Recovery Circulating Pump
R
Builder’s reference No: NK03001 Manufacturer: Behrens
D
No. of sets: 2
Model: VRF 7/290G
Type: Centrifugal; frequency controlled
Builder’s reference No: 552.1410/4410

0ily Bilge Service Pump Oily Bilge Transfer Pump Waste heat Recovery hot water Circulation Pump
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Manufacturer: Heisen(Netzshe) Manufacturer: Yamada Corperation Manufacturer: Naniwa
N
Type: MD. Rotary lobe Model: NDP-40-BSN Model: FBWHV-250
E
Model: T.Envi 08/45BG-E Type: Pneumatic Type Diaphragm Type: MDVC
M
Capacity: 10m3/h at 3 bar Capacity: Abt10 m3/h Capacity: 350m3/h at 3.5 bar
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Motor: 5.5Kw; 1,000rpm (Pump:220 min) Motor rating: Motor rating: 75kW; 1,500 rpm
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Builder’s reference No: NJ01001 Ref No: EE01006 Builders Reference No: 1.NG73001- 2.NG73002
Clean Bilge Service Pump

Manufacturer:
Type:
Heisen (Netzshe)
MD Rotary Lobe
No 1-2 Low Grade Technical Pump
Manufacturer:
Type:
Naniwa
Constant Speed / Centrifugal
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Absorpsion Chiller Unit Hot Water Supply Pump
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Model: T.Envi 08/45BG-E Model: FBWV-300-20
Model: BH-65-3
IE
No. of sets: 2
Capacity: 10m3/h at 3 bar No. of sets: 2
Capacity: 25m3/h, at 4.5 bar
V
Motor: 5.5Kw; 1,000rpm (Pump:220 min) Capacity: 450m3/h at 2.5 bar
Motor: 7.5kW, 2,900 rpm -1
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Builder’s reference No: NJ01002 Motor rating: 75kW; 1,500 rpm
Builder’s reference No: 1.NG03001- 2.NG03002
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Builders Reference No: 1.NG74001- 2.NG74002
Bilge Water Separator Discharge Pump
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No 1-2 High Grade Technical Water Pump
No.1 Cold Potable Water Pump
Manufacturer: RWO Manufacturer: Naniwa
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Type: MD Manufacturer: Naniwa
Type: MDHC
F
Model: Model: FB2V-150-4
Model: EB2H-40
Type: MDVC
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Capacity: 5m3/h at 3 bar No. of sets: 1
A
Capacity: 10m3/h, at 7 bar
Motor: 1.5Kw; 3,000rpm Capacity: 150m3/h at 8 bar
Motor: 5.5kW, 3,000 rpm -1
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Builder’s reference No: NJ01001 Motor rating: 75kW; 1,500 rpm
Builder’s reference No: 1.NG02001- 2.NG02002
N
Builders Reference No: FB01001
A
Bilge Water Separator Feed Pump Feed Water Transfer Pump
No.2 Cold Potable Water Pump
M
Manufacturer: Westfalia Manufacturer: Naniwa
Type: MDH Snake Manufacturer: Naniwa
Type: MDHC
T
Model: AEDB 100 1E Model: FB2V-150-4
Model: BH-50
F
No. of sets: 1
A
Capacity: Manufacturers Standard No. of sets: 1
Capacity: 15m3/h, at 2 bar
R
Motor Manufacturers Standard Motor: 2.2kW, 3,000 rpm -1
D
Builder’s reference No: NJ01011 Builder’s reference No: NF07001
Builders Reference No: FB01002

No.3 Cold Potable Water Pump Heavy Fuel Oil Transfer Pump Oil Drain Transfer Pump
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Manufacturer: Naniwa Manufacturer: Kral Manufacturer: Yamada Corperation
N
Model: FB2V-150-4 Model: KV-2200 Model: NDP-20BAH
E
Type: MDVC Type: Screw Type: Air Driven Diaphragm
M
Capacity: 150m3/h at 8 bar Capacity: 75m3/h at 4.5 bar Capacity: 0.5m3/h at 2.5 bar
M
Motor rating: 75kW; 1,500 rpm Motor rating: 37kW; 985 rpm Motor rating:
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Builders Reference No: FB01003 Builders Reference No: 1.NL07001- 2.NL07002 Builders Reference No: PLMM001/2/3/4/5/6/7/8/9
No.1 Hot Potable Water Circulation Pump

Manufacturer:
Model:
Naniwa
FB2V-150-3
Gas Oil Transfer Pump
Manufacturer:
Model:
Kral
KV-1101
& C
Clean Fuel Drain Transfer Pump
Manufacturer:
Model:
Yamada Corperation
NDP-20BAH
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Type: MDVC Type: Screw Type: Air Driven Diaphragm
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Capacity: 50m3/h at 6 bar Capacity: 30m3/h at 7 bar Capacity: 0.5m3/h at 2.5 bar
V
Motor rating: 30kW; 1,500 rpm Motor rating: 15kW; 985 rpm Motor rating:
E
Builders Reference No: FB01004 Builders Reference No: 1.NL08001- 2.NL08002 Builders Reference No: PLMM011 - PLMM012
No.2 Hot Potable Water Circulation Pump

Manufacturer: Naniwa Manufacturer:
R R
Sludge Oil Treatment Unit Feed Pump
Westfalia
Re-heater Water Circulation Pump
O
Model: FB2V-150-3 Model: SNBP 12.2 Model: FB2V-150-3
F
Type: MDVC Type: MDH Snake Type: M.D.V.C
L
A
Capacity: 50m3/h at 6 bar Capacity: 0.3m3/h at 1.6 bar Capacity: 132m3/h at 6 bar
Motor rating: 30kW; 1,500 rpm Motor rating: 0.45kW; Motor rating: 45kW; at 1,500 rpm
U
Builders Reference No: FB01005 Builders Reference No: NL28001 Builders Reference No: HC91014-Z1/Z2
Potable Water Bunker Circulation Pump
A N Sludge Shift Pump
M
Manufacturer: Naniwa Manufacturer: Heisen (Netzshe)
Model: BH-50-3 Model: NM031BY01L06B
T
Type: MDVC Type: MD Rotary Snake
F
A
Capacity: 5m3/h at 4 bar Capacity: 2.0m3/h at 1.0 bar
R
Motor rating: 4kW; 1,500 rpm Motor rating: 0.66kW; at 1,500 rpm
D
Builders Reference No: FB01008 Builders Reference No: NL09011

2.12.2 pump suction and Delivery Schedule
To(Work In Progress)
be prepared after verification visit
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M E
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DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR REVIEW & COMMENT • DRAFT MANUAL FOR

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Prepare and start feed and condensate system

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Reference Drawing: MA1-ZB00_R2A0

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Reference Drawing: MA1-ZB00_R2A0

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Should a governor in DROOP mode running in parallel with other governors,

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039 M 0A1 049 Conventional 038

For Weed Clearing For Weed Clearing

Reference Drawing:MA1-PH0001, Rev 4

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A F g) Open up the sea water cooling pump discharge valve fully

Authors Note: Section 2.3.1 WIP.

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Reference Drawing:MA1-PH0001, Rev 4

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062VPU 064VPU Cofferdam Escape Trunk PM PM

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Reference Drawing:MA1-PO0009, Rev 4

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