Methane Nile Eagle
List of Contents
Issue and Update control
MECHANICAL Symbols and Colour Scheme
Electrical and Instrumentation Symbols
Engine room Location Plans
Tank Capacity table: 1 and 2
principal machinery particulars
Introduction
Section 1: Machinery Commissioning Operational Overview
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation (Raising Steam)
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Change Main Plant from Full Away to Manoeuvring Condition
1.6 To Secure Plant at Finished with Engines (FWE)
1.7 To Secure Main Plant for Dry Dock
Section 2: Ship’s Systems
2.1 Steam Systems
2.1.1 Heat Balance and Flow Diagrams
2.1.2 Superheated Steam System
2.1.3 Desuperheated Steam System
2.1.4 Steam Dump and Generator Turbine Exhaust System
2.1.5 Main Turbine High Pressure, Medium Pressure Bleed 2.4 Central Fresh Water Cooling Systems
and High Pressure Exhaust Steam Systems
2.1.6 Low Pressure Steam Service System
2.1.7 Gland Steam Packing and Leak-Off System
2.1.8 Low Pressure Bleed and Fresh Water Generator
Service System
Illustrations
2.1.1a - l Heat Balance and Flow Diagrams
2.1.2a Superheated Steam System
2.1.3a Desuperheated Steam System
2.1.4a Steam Dump and Generator Turbine Exhaust System
2.1.5a Main Turbine HP, MP Bleed and HP Exhaust Steam Illustrations
Systems
2.1.6a Low Pressure Steam Service System
2.1.7a Gland Steam Packing and Leak-Off System
2.1.8a Low Pressure Bleed and Fresh Water Generator Service
System
Issue: Final Draft - October 2007
Machinery Operating Manual
2.2 Condensate and Feed Water Systems
2.2.1 Main and Auxiliary Condensate System
2.2.2 Clean Drains System
2.2.3 Boiler Feed Water System
2.2.4 Contaminated Drains System
Illustrations
2.2.1a Main and Auxiliary Condensate System
2.2.2a Clean Drains System
2.2.3a Boiler Feed Water System
2.2.3b Boiler Level Controls
2.2.4a Contaminated Drains System
2.2.4b Contaminated Drain System Returns
2.3 Sea Water Systems
2.3.1 Main and Auxiliary Sea Water Circulating Systems
2.3.2 Central Sea Water Cooling System
2.3.3 Fresh Water Generator Sea Water Service System
2.3.4 Engine Room Ballast System
Illustrations
2.3.1a Main and Auxiliary Sea Water Circulating Systems
2.3.1b Scoop Changeover Flow Diagram
2.3.2a Central Sea Water Cooling System
2.3.3a Fresh Water Generator Sea Water Service System
2.3.4a Engine Room Ballast System
2.4.1 Central Fresh Water Cooling System
2.4.2 Cargo Machinery Fresh Water Cooling System
Illustrations
2.4.1a Central Fresh Water Cooling System
2.4.1b Central Fresh Water Cooling for Turbine Generators and 2.8.1 Engine Room Bilge System
Diesel Generator
2.4.2a Cargo Machinery Fresh Water Cooling System
2.5 Boiler Water Sampling and Treatment System
2.5a Boiler Water Sampling and Treatment System
IMO Number: 9321770
2.6 Fuel Oil and Fuel Gas Service Systems
2.6.1 Fuel Oil Bunkering and Transfer Systems
2.6.2 Diesel Oil Filtering and Generator Engine Diesel Oil
Service System
2.6.3 Boiler Fuel Oil and Fuel Gas Service Systems
2.6.4 Incinerator Fuel Oil Service System
Illustrations
2.6.1a Fuel Oil Viscosity-Temperature Graph
2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room
2.6.1c Fuel Oil Bunkering and Transfer System - Deck
2.6.2a Diesel Oil Filtering and Generator Engine Diesel Oil
Service System
2.6.2b Gas Oil Transfer System
2.6.3a Boiler Fuel Oil Service System
2.6.3b Boiler Burner Atomising Steam System
2.6.3c Boiler Fuel Gas Service System
2.6.3d Gas Burning
2.6.4a Incinerator Fuel Oil Service System
2.7 Lubricating Oil Systems
2.7.1 Main Turbine Lubricating Oil System
2.7.2 Stern Tube Lubricating Oil System
2.7.3 Lubricating Oil Purifying System
2.7.4 Lubricating Oil Filling and Transfer System
Illustrations
2.7.1a Main Turbine Lubricating Oil System
2.7.2a Stern Tube Lubricating Oil System
2.7.3a Lubricating Oil Purifying System
2.7.4a Lubricating Oil Filling and Transfer System
2.8 Bilge System
2.8.2 Forward Bilge System
Illustrations
2.8.1a Engine Room Bilge System
2.8.1b Oily Water Separator Control Panel
2.8.2a Forward Bilge System
2.8.2b Passageway Bilge System
List of Contents - Page 1 of 3

3.3 Main Boilers
3.3.1 Main Boilers Description
3.3.2 Boiler Control System
3.3.3 Boiler Operating Procedures
3.3.4 Sootblowers Control System
3.3.5 Steam Dump Control System
3.3.6 Low Duty Compressor Control
Illustrations
3.3.1a Main Boiler
3.3.1b Forced Draught Fan Local Panel
3.3.2a Boiler Control Configuration
3.3.2b Boiler Operation Panel (BOP)
3.3.2c Burner Operation Panel (BNP)
3.3.2d Burner Emergency Operating Panel (EOP)
3.3.3a Boiler Feed Water System
3.3.3b Boiler Pressure Raising Graph
3.3.3c Basic Flow Diagram of Oil/Gas Burner Control
3.3.3d Furnace Purge and Initial Firing on Fuel Oil
3.3.3e Fuel Oil to Dual Fuel Changeover
3.3.3f Dual Fuel to Fuel Gas Changeover
3.3.4a Sootblowers Flow Chart
3.3.4b Sootblower Steam System
3.3.6a Low Duty Compressor Control
3.4 Main Turbines
3.4.1 Main Turbines and Ancillaries
3.4.2 Main Turbines Control System
Illustrations
3.4.1a Main Turbine
3.4.1b Main Turbines Lubricating Oil System
3.4.2a Main Turbine Control System
3.4.2b Main Turbine Manoeuvring Control Panel
3.5 Bow Thruster
Illustrations
3.5a Bow Thruster System
3.5b Bow Thruster Control Panel
3.6 Hydraulic Remote Valve Operating System
Illustrations
3.6a Hydraulic Remote Valve Operating System
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Section 4: Emergency Procedures 5.13 Galley Deep Fat Fryer Wet Chemical System
5.14 First Aid Fire Fighting System
4.1 Flooding in the Engine Room
Illustrations
4.2 Steaming on One Boiler
5.1a Fire Station Room Layout
4.3 Emergency Operation of the Main Turbine (Sole Running of 5.2a Engine Room Fire Main System
High Pressure Turbine/Low Pressure Turbine) 5.3a Fire and Deck Wash System
5.3b Accommodation Fire Main System
4.4 To Operate Both Boilers on One Forced Draught Fan (Port and 5.4a Engine Room Hot Foam Fire Fighting System
Starboard 5.4b Hot Foam System Control Panel
5.4c CO2 System
4.5 Emergency Steering 5.5a Oil Mist Detector
5.6a Water Mist System
4.6 One Boiler Cold Start Using The Cold Start Feed Water Pump 5.7a Quick-Closing Valves and Fire Dampers System
5.8a Fire Detection Panel
Illustrations 5.9a Fire Fighting and Fire Detection Equipment on Engine
4.3a Emergency Operation of the Main Turbines Room 2nd Deck
4.4a To Operate Both Boilers on One Forced Draught Fan (Port 5.9b Fire Fighting and Fire Detection Equipment on Engine
and Starboard) Room 3rd Deck
4.4b Forced Draught Fan Local Panel 5.9c Fire Fighting and Fire Detection Equipment on Engine
4.5a Steering Gear - Emergency Operation Valve Positioning Room 4th Deck
Plan 5.9d Fire Fighting and Fire Detection Equipment on Engine
4.6a One Boiler Cold Start Procedure Room Floor
5.9e Fire Fighting and Fire Detection Equipment in Engine
Section 5: Fire Fighting Systems Room Casing - Upper and 'A' Decks
5.9f Fire Fighting and Fire Detection Equipment in Engine
Room Casing - 'B', 'C', 'D' and Navigation Decks
5.1 Introduction 5.10a Lifesaving Equipment and Escape Routes on Engine Room
2nd Deck
5.2 Engine Room Fire Main System 5.10b Lifesaving Equipment and Escape Routes on Engine Room
3rd Deck
5.3 Deck and Accommodation Fire Main System
5.10c Lifesaving Equipment and Escape Routes on Engine Room
4th Deck
5.4 Machinery Space Flooding Systems
5.10d Lifesaving Equipment and Escape Routes on Engine Room
5.5 Oil Mist Detection System Floor
5.11a Deck Dry Powder System
5.6 Water Mist System 5.11b Dry Powder Tank Units
5.12a Water Spray System
5.7 Quick-Closing Valves and Fire Dampers System
5.8 Fire Detection System
5.9 Engine Room Fire Fighting and Fire Detection Equipment
5.10 Engine Room Lifesaving Equipment
5.11 Deck Dry Powder System
5.12 Water Spray System
IMO Number: 9321770 List of Contents - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
Issue and Updates Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Issue and Update control 2.2.1a Main and Auxiliary Condensate System
This manual is provided with a system of issue and update control. Controlling MECHANICAL Symbols and Colour Scheme 2.2.2a Clean Drains System
documents ensure that: Electrical and Instrumentation Symbols 2.2.3a Boiler Feed Water System
Engine room Location Plans 2.2.3b Boiler Level Controls
• Documents conform to a standard format; Tank Capacity table: 1 and 2 2.2.4a Contaminated Drains System
principal machinery particulars 2.2.4b Contaminated Drain System Returns
• Amendments are carried out by relevant personnel. Introduction Text
1.1 To Bring Vessel into Live Condition 2.3 Sea Water Systems
• Each document or update to a document is approved before To Prepare Main Plant for Operation (Raising Main and Auxiliary Sea Water Circulating
1.2 2.3.1
issue. Steam) Systems
To Prepare Main Plant for Manoeuvring from In 2.3.2 Central Sea Water Cooling System
1.3
• A history of updates is maintained. Port Condition 2.3.3 Fresh Water Generator Sea Water Service System
To Change Main Plant from Manoeuvring to Full 2.3.4 Engine Room Ballast System
1.4
Away
• Updates are issued to all registered holders of documents. Illustrations
To Change Main Plant from Full Away to
1.5 Main and Auxiliary Sea Water Circulating
Manoeuvring Condition 2.3.1a
• Sections are removed from circulation when obsolete. 1.6 To Secure Plant at Finished with Engines (FWE)
Systems
2.3.1b Scoop Changeover Flow Diagram
1.7 To Secure Main Plant for Dry Dock
Document control is achieved by the use of the footer provided on every page Text
2.3.2a Central Sea Water Cooling System
and the issue and update table below. In the right hand corner of each footer 2.1 Steam Systems
2.3.3a Fresh Water Generator Sea Water Service System
are details of the pages, section number and page number of the section. In the 2.3.4a Engine Room Ballast System
2.1.1 Heat Balance and Flow Diagrams
left hand corner of each footer is the issue number. Text
2.1.2 Superheated Steam System
2.4 Central Fresh Water Cooling Systems
2.1.3 Desuperheated Steam System
Details of each section are given in the first column of the issue and update 2.4.1 Central Fresh Water Cooling System
Steam Dump and Generator Turbine Exhaust
control table. The table thus forms a matrix into which the dates of issue of the 2.1.4
System 2.4.2 Cargo Machinery Fresh Water Cooling System
original document and any subsequent updated sections are located. Main Turbine High Pressure, Medium Pressure Illustrations
2.1.5
Bleed and High Pressure Exhaust Steam Systems 2.4.1a Central Fresh Water Cooling System
The information and guidance contained herein is produced for the assistance 2.1.6 Low Pressure Steam Service System Central Fresh Water Cooling for Turbine
2.4.1b
of certificated officers who, by virtue of such certification, are deemed 2.1.7 Gland Steam Packing and Leak-Off System Generators and Diesel Generator
competent to operate the vessel to which such information and guidance refers. Low Pressure Bleed and Fresh Water Generator 2.4.2a Cargo Machinery Fresh Water Cooling System
2.1.8
Any conflict arising between the information and guidance provided herein and Service System Text
the professional judgement of such competent officers must be immediately Illustrations 2.5 Boiler Water Sampling and Treatment System
resolved by reference to British Gas Shipping Technical Operations Office. 2.1.1a - l Heat Balance and Flow Diagrams Illustrations
2.1.2a Superheated Steam System 2.5a Boiler Water Sampling and Treatment System
This manual was produced by: 2.1.3a Desuperheated Steam System Text
Steam Dump and Generator Turbine Exhaust 2.6 Fuel Oil and Fuel Gas Service Systems
2.1.4a
System
WORLDWIDE MARINE TECHNOLOGY LTD. 2.6.1 Fuel Oil Bunkering and Transfer Systems
Main Turbine HP, MP Bleed and HP Exhaust
2.1.5a Diesel Oil Filtering and Generator Engine Diesel
Steam Systems 2.6.2
For any new issue or update contact: Oil Service System
2.1.6a Low Pressure Steam Service System
2.6.3 Boiler Fuel Oil and Fuel Gas Service Systems
2.1.7a Gland Steam Packing and Leak-Off System
The Technical Director 2.6.4 Incinerator Fuel Oil Service System
Low Pressure Bleed and Fresh Water Generator
WMT Technical Office 2.1.8a
Service System
Illustrations
Dee House Text
2.6.1a Fuel Oil Viscosity-Temperature Graph
Parkway, Zone 2 2.2 Condensate and Feed Water Systems 2.6.1b
Fuel Oil Bunkering and Transfer System - Engine
Room
Deeside Industrial Park 2.2.1 Main and Auxiliary Condensate System
Flintshire 2.6.1c Fuel Oil Bunkering and Transfer System - Deck
2.2.2 Clean Drains System
CH5 2NS UK Diesel Oil Filtering and Generator Engine Diesel
2.2.3 Boiler Feed Water System 2.6.2a
Oil Service System
E-Mail: manuals@wmtmarine.com 2.2.4 Contaminated Drains System 2.6.2b Gas Oil Transfer System
Illustrations 2.6.3a Boiler Fuel Oil Service System

Issue: Final Draft - October 2007 IMO Number: 9321770 Issues and Updates - Page 1 of 3
 Methane Nile Eagle Machinery Operating Manual
Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
2.6.3b Boiler Burner Atomising Steam System Diesel Generator - Schematic Starting Air and 2.13.2b Unisab II Control Panel
2.11.2a
2.6.3c Boiler Fuel Gas Service System Lubricating Oil 2.13.5a Incinerator Fuel Oil Service System
2.6.3d Gas Burning 2.11.3a Emergency Diesel Generator - Schematic 2.13.5b Incinerator Control Panel
2.6.4a Incinerator Fuel Oil Service System 2.11.3b Emergency Generator Starting Procedures 2.13.5c Ship’s Waste Management Plan
Text Text
2.13.5d Garbage Treatment Caution Plate
2.7 Lubricating Oil Systems 2.12 Electrical Power Distribution
Text
2.7.1 Main Turbine Lubricating Oil System 2.12.1 Electrical Equipment 2.14 Sanitary and Fresh Water Systems
2.7.2 Stern Tube Lubricating Oil System 2.12.2 Main Switchboard and Generator Operation 2 14.1 Fresh Water Generating System
2.7.3 Lubricating Oil Purifying System 2.12.3 Emergency Switchboard and Generator Operation 2.14.2 Fresh Water Service System
2.7.4 Lubricating Oil Filling and Transfer System 2.13.4 Electrical Distribution 2.14.3 Distilled Water Service System
Illustrations 2.12.5 Shore Power 2.14.4 Sanitary Discharge System
2.7.1a Main Turbine Lubricating Oil System 2.12.6 Main Alternators Illustrations
2.7.2a Stern Tube Lubricating Oil System 2.12.7 Emergency Alternator 2 14.1a Fresh Water Generating System
2.7.3a Lubricating Oil Purifying System 2.12.8 Preferential Tripping and Sequential Restarting 2.14.2a Fresh Water Service System
2.7.4a Lubricating Oil Filling and Transfer System 24 Volt Battery System and Uninterruptible Power 2.14.2b Purifier Operating Water System
2.12.9
Supply
Text 2.14.3a Distilled Water Service System
2.12.10 Cathodic Protection System
2.8 Bilge System 2.14.4a Sanitary Discharge System
Illustrations
2.8.1 Engine Room Bilge System Text
2.12.1a Main Electrical Network
2.8.2 Forward Bilge System 3.1 Control Room
2.12.1b Interlock System
Illustrations 3.1.1 Engine Control Room Overview
2.12.1c Main Busbar Earthing Key Interlocks
2.8.1a Engine Room Bilge System Illustrations
6.6 kV Main and Cargo Busbar Configuration
2.8.1b Oily Water Separator Control Panel 2.12.2a 3.1.1a Engine Control Room Arrangement
Permutations
2.8.2a Forward Bilge System 2.12.4a Main 440 V Distribution 3.1.1b Engine Control Room Console
2.8.2b Passageway Bilge System 2.12.4b Main 440 V Switchboard: Group Starters Text
Text 2.12.4c Main 220 V Distribution 3.2 Integrated Automation System (IAS)
2.9 Compressed Air Systems 2.12.4d Cargo 6,600 V and 440 V Distribution 3.2.1 IAS Overview
2.9.1 Control Air System 2.12.4e Emergency 440 V and 220 V Distribution 3.2.2 IAS Operator Station Operations
2.9.2 General Service Air System 2.12.6a Main Alternators 3.2.3 Screen Displays
2.9.3 Starting Air System 2.12.7a Emergency Alternator 3.2.4 Watch Call System
Illustrations 2.12.8a Preferential Tripping 3.2.5 Shipboard Management System
2.9.1a Control Air System 2.12.8b Sequential Restart List Illustrations
2.9.1b Control Air System Emergency Battery Charging and 24 V 3.2.1a IAS Overview
2.12.9a
2.9.1c Control Air Distribution 3.2.2a IAS Operator Stations Panel
2.9.2a General Service Air System 2.12.9b Uninterruptible Power Supply Distribution 3.2.2b Operation: Symbols and Views
2.9.3a Starting Air System 2.12.10a Cathodic Protection System 3.2.3a Screen Display
Text Text 3.2.4a Watch Call Panels
2.10 Steering Gear 2.13 Accommodation Systems Text
Illustrations 2.13.1 Domestic Refrigeration System 3.3 Main Boilers
2.10a Steering Gear Fluid Flow 2.13.2 Accommodation Air Conditioning System 3.3.1 Main Boilers Description
2.10b Emergency Operation Valve Position Plan Engine Control Room/Main Switchboard Room 3.3.2 Boiler Control System
2.13.3
Air Conditioning Units
Text 3.3.3 Boiler Operating Procedures
Engine Room Workshop/Bridge Air Conditioning
2.11 Electrical Power Generators 2.13.4 3.3.4 Sootblowers Control System
Units
2.11.1 Turbine Generators 3.3.5 Steam Dump Control System
2.13.5 Incinerator and Garbage Disposal
2.11.2 Diesel Generator 3.3.6 Low Duty Compressor Control
Illustrations
2.11.3 Emergency Diesel Generator
2.13.1a Domestic Refrigeration System Illustrations
Illustrations 3.3.1a Main Boiler
2.13.2a Accommodation Air Conditioning Units
2.11.1a Turbine Generator - Schematic 3.3.1b Forced Draught Fan Local Panel

Issue: Final Draft - October 2007 IMO Number: 9321770 Issues and Updates - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
3.3.2a Boiler Control Configuration Steering Gear - Emergency Operation Valve Lifesaving Equipment and Escape Routes on
4.5a 5.10d
3.3.2b Boiler Operation Panel (BOP) Positioning Plan Engine Room Floor

3.3.2c Burner Operation Panel (BNP) 4.6a One Boiler Cold Start Procedure 5.11a Deck Dry Powder System
Text 5.11b Dry Powder Tank Units
3.3.2d Burner Emergency Operating Panel (EOP)
5.1 Introduction 5.12a Water Spray System
3.3.3a Boiler Feed Water System
5.2 Engine Room Fire Main System
3.3.3b Boiler Pressure Raising Graph
5.3 Deck and Accommodation Fire Main System
3.3.3c Basic Flow Diagram of Oil/Gas Burner Control
5.4 Machinery Space Flooding Systems
3.3.3d Furnace Purge and Initial Firing on Fuel Oil
5.5 Oil Mist Detection System
3.3.3e Fuel Oil to Dual Fuel Changeover
5.6 Water Mist System
3.3.3f Dual Fuel to Fuel Gas Changeover
5.7 Quick-Closing Valves and Fire Dampers System
3.3.4a Sootblowers Flow Chart
5.8 Fire Detection System
3.3.4b Sootblower Steam System
Engine Room Fire Fighting and Fire Detection
3.3.6a Low Duty Compressor Control 5.9
Equipment
Text
5.10 Engine Room Lifesaving Equipment
3.4 Main Turbines
5.11 Deck Dry Powder System
3.4.1 Main Turbines and Ancillaries
5.12 Water Spray System
3.4.2 Main Turbines Control System
5.13 Galley Deep Fat Fryer Wet Chemical System
Illustrations
5.14 First Aid Fire Fighting System
3.4.1a Main Turbine
Illustrations
3.4.1b Main Turbines Lubricating Oil System
5.1a Fire Station Room Layout
3.4.2a Main Turbine Control System
5.2a Engine Room Fire Main System
3.4.2b Main Turbine Manoeuvring Control Panel
5.3a Fire and Deck Wash System
Text
5.3b Accommodation Fire Main System
3.5 Bow Thruster
5.4a Engine Room Hot Foam Fire Fighting System
Illustrations
5.4b Hot Foam System Control Panel
3.5a Bow Thruster System
5.4c CO2 System
3.5b Bow Thruster Control Panel
5.5a Oil Mist Detector
Text
5.6a Water Mist System
3.6 Hydraulic Remote Valve Operating System
5.7a Quick-Closing Valves and Fire Dampers System
Illustrations
5.8a Fire Detection Panel
3.6a Hydraulic Remote Valve Operating System
Fire Fighting and Fire Detection Equipment on
Text 5.9a
Engine Room 2nd Deck
4.1 Flooding in the Engine Room Fire Fighting and Fire Detection Equipment on
5.9b
4.2 Steaming on One Boiler Engine Room 3rd Deck
Emergency Operation of the Main Turbine (Sole Fire Fighting and Fire Detection Equipment on
5.9c
4.3 Running of High Pressure Turbine/Low Pressure Engine Room 4th Deck
Turbine) Fire Fighting and Fire Detection Equipment on
5.9d
To Operate Both Boilers on One Forced Draught Engine Room Floor
4.4
Fan (Port and Starboard Fire Fighting and Fire Detection Equipment in
5.9e
4.5 Emergency Steering Engine Room Casing - Upper and 'A' Decks
One Boiler Cold Start Using The Cold Start Feed Fire Fighting and Fire Detection Equipment in
4.6 5.9f Engine Room Casing - 'B', 'C', 'D' and Navigation
Water Pump
Decks
Illustrations
Lifesaving Equipment and Escape Routes on
4.3a Emergency Operation of the Main Turbines 5.10a
Engine Room 2nd Deck
To Operate Both Boilers on One Forced Draught
4.4a Lifesaving Equipment and Escape Routes on
Fan (Port and Starboard) 5.10b
Engine Room 3rd Deck
4.4b Forced Draught Fan Local Panel
Lifesaving Equipment and Escape Routes on
5.10c
Engine Room 4th Deck

Issue: Final Draft - October 2007 IMO Number: 9321770 Issues and Updates - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
Mechanical Symbols and Colour Scheme

Pneumatic Diaphragm
Stop Valve Foot Valve Horn Rose Box
Actuator With Hand Wheel

LNG Liquid
Spring Not Connected
Gate Valve Three-Way Ball Valve Mud Box
Crossing Pipe
LNG Vapour

Butterfly Valve Three-Way Soil Valve Float Connected Crossing Pipe Tank Penetration
Inert Gas

Screw Down Non-Return Thermostatic Temperature M Electric Motor Driven Branch Pipe Discharge/Drain
Valve Regulating Valve Spray Line

Pneumatic Cylinder Rotary A

Lift Check Non-Return Air Motor Driven Superheated Steam
Disc Type Three-Way Blind (Blank) Flange Simplex Strainer
Valve
Temperature Control Valve
Desuperheated Steam
Remote Control Spectacle Flange Duplex Strainer With
Swing Check Valve Flow Rate Regulating Valve
( Open Shut) Changeover Cock
Exhaust Steam

Hose Valve Needle Valve/ 'V' Port Valve Hand Operated Orifice Float Type Level Gauge
Condensate/Distilled Water

3-Way Valve Diaphram Pump Y-Type Strainer Spool Piece Bellows Expansion Joint Fresh Water

Steam Trap With Strainer Fresh Water (Jacket Cooling Water)

Manual Adjusting Valve Reciprocating Pump Water Line Overboard Discharge
and Drain Cock

Sea Water/Glycol/Nitrogen
Sounding Head With
Self-Closing Valve Centrifugal Pump Filling Cap Glycerine Pot Suction Bellmouth
Heavy Fuel Oil

Remote Operation Rotary (Gear, Screw, Hopper Without Cover Stop Valve with Quick-
Vacuum Breaker
Emergency Shut-off Valve Mono) Type Pump Release oupling Marine Diesel Oil

Safety / Relief Valve Hand Pump Air Vent Pipe HB Fire Hose Box Air

P1 P2 Sounding Head With Lubricating Oil/Hydraulic Oil

Pressure Reducing Valve Eductor (Ejector) Self - Closing Sampling Cock FB Foam Box

Bilges
Hand Operated (Locked Shut)
2-Way Cock (S-Type) Flow Meter Air Vent (With Flame Screen)
Hand Operated (Locked Open) Fire Main/CO2

3-Way Cock Float Type Air Vent

Hydraulic Piston Actuator Filter Regulating Valve
(L-Type/T-Type) (With Flame Screen) Refrigerant Gas

Storm Valve With Handle Pneumatic Piston Actuator Deck Stand (Manual) Flexible Hose Joint Refrigerant Liquid

Electrical Signal
Storm Valve Without Handle Solenoid Actuator Deck Stand (Hydraulic) Sight Glass

Instrumentation
Pneumatic Diaphragm Manometer Glass Level Gauge
Two-Way Ball Valve
Actuator

Issue: Final Draft - October 2007 IMO Number: 9321770 Mechanical Symbols and ColourHeading
Scheme - Page 1
x of 1
x
 Methane Nile Eagle Machinery Operating Manual
Electrical and Instrumentation Symbols
CO2 CO2 Meter RX Revolution Transmitter
I Current to Pressure Pushbutton O2 O2 Meter RC Revolution Controller
P Converter Solenoid Valve (Start/Stop/Running) Air Circuit Breaker
DP Differential Pressure SAH Salinity Alarm (High)
DPAH Differential Pressure Alarm (High) SI Salinity Indication
P Pressure to Current M Pushbutton Switch DPS Differential Pressure Switch SX Salinity Transmitter
I Converter Motor Operated Valve DPX Differential Pressure Transmitter TR Temperature Recorder
(Alternative)
DPI Differential Pressure Indicator TC Temperature Control
DTAH Differential Temperature Alarm (High) TI Temperature Indication
C Pushbutton switch
Control Panel J NWT Joint Box (Alternative) FAL Flow Alarm (Low/Non) TIAH Temperature Alarm/Indicator (High)
P
FC Flow Controller TIAL Temperature Alarm/Indicator (Low)
FT Flow Transmitter TIAHL Temperature Alarm High/Low Indicator
Uninterruptible Power WT Joint Box
UPS
Supply
J ( J ) 2 Glands (4 Glands)
Pushbutton (Start/Stop) FI Flow/Frequency Indication TS Temperature Switch
FS Flow Switch TT Temperature Transmitter
FSL Flow Slowdown (Low/Non) TSH Temperature Shutdown (High)
BL Bell LAH Level Alarm (High) TSL Temperature Shutdown (Low)
Rectifier HS Humidistat
LAVH Level Alarm (Very High) VI Viscosity Indication
LAEH Level Alarm (Extremely High) VAH Viscosity Alarm (High)
110 Central Meter LAHH Level Alarm (High High) VAHL Viscosity Alarm (High/Low)
Battery WT Water Transducer
LAL Level Alarm (Low) VAL Viscosity Alarm (Low)
LC Level Controller XA General Failure
Space Heater Alarm Monitoring Rectifier Equipment LCH Level Controller (High Alarm) XSH Other Shutdown
(Element Type)
AMS System LCL Level Controller (Low Level) XSL Other Slowdown
LI Level Indication ZI Position Indication
LIAL Level Alarm/Indicator (Low ) ZS Limit Switch
TG Turbine Generator Overcurrent Relay Making Contact LIAH Level Alarm/Indicator (High)
Auxiliary
Relay LIAHL Level Alarm/Indicator (High/Low)
Contact LR Level Recorder
DG Diesel Generator Normally Open Switch Breaking LS Level Switch
PAH Pressure Alarm (High)
PAL Pressure Alarm (Low)
EG Emergency Generator Normally Closed Switch Making Contact PIAL Pressure Alarm/Indicator (Low)
With Time PIAH Pressure Alarm/Indicator (High)
Limit in
PIAHL Pressure Alarm High/Low Indicator
Closing
Breaking PICAHL Pressure Alarm High/Low Indicator/Control
M AC Induction Motor 10A Fuse
PX Pressure Transmitter
PC Pressure Controller Function is Locally
XXX
PR Pressure Recorder Available
GM Governor Motor RL Indicator Lamp Making Contact
With Time PI Pressure Indication
Limit in PS Pressure Switch XXX Function is Remotely
Opening PSH Pressure Shutdown XXXX Available
Earth D-D Relay Coil Breaking PSL Pressure Slowdown
PH PH Detector/Meter

Transformer BZ Buzzer Making Contact

Flicker
Relay
SIG Breaking
Power Supply Unit R B
Whistle Relay Box

Group Junction Box xx Emergency Stop

LD Liquid Sensor GJB/XX
(xx = Location) Pushbutton Box

ZBK Zener Barrier Box Resistor Trip Automatic Trip

LM Limit Switch Variable Resistor Vacuum Circuit Breaker

Issue: Final Draft - October 2007 IMO Number: 9321770 Electrical and Instrumentation Heading
Symbols - Page 1
x of 1
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room Floor Plan Main Condenser Main Condensate Overboard Discharge Deoiler Bilge Bilge Primary Engine Room Sludge High Sea
Pumps Pipe Unit Separator Tank Bilge Pump Pump Chest

Water
Ballast Tank
(Port)

Dn Fire Main Pressurisation

Jockey Tank
Fire Jockey Pump

Dn No.1 Bilge, Fire and General Service Pump

Sea Water Filter

No.2 Bilge, Fire and General Service Pump

Dn
No.1 Dn

No.1 Dn Fresh Water Generator Sea Water Ejector Pumps

Main Turbine No.1 Auxiliary
Lubricating Oil Pump Sea Water Crossover Pipe
No.2 No.2

Up Up
Dn No.1
Dn Up
Up
Ballast Pumps
No.1
No.1 No.2
Dn Dn
No.2
Up Up
No.2 No.3
Main Cooling Sea Water Pumps
Dn
Sea Water Filter
Up Low Sea Chest
Condensate Drain Pumps
Auxiliary Condensate Pumps
Auxiliary Sea Water Circulating Pump
Dn
Scoop Inlet

Aft Seal Lubricating Oil Fire Pump

Supplement Pump and Tank Dn

Stern Tube Lubricating Oil Water Spray Pump

Cooler and Pumps
Dn Main Sea Water Circulating Pump
Main Turbine No.2 Auxiliary No.1
Lubricating Oil Pump
Dn
No.2 Marine Growth Prevention Cell Units

No.3
High Sea Chest

Lubricating Oil Transfer Lubricating Oil Purifier Sludge Checker

Pump Feed Pumps Filter
Water
Ballast Tank
(Starboard)

Automatic Backflushing Manual Sawdust Injection Diesel Oil Transfer Heavy Fuel Oil Transfer
Lubricating Oil Filter Filter Box Pump Pump

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page1xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room 4th Deck Plan Cold Start Heavy Fuel Oil Sewage G/S and Control G/S and Control
Feed Pump Overflow Tank Treatment Unit Air Receiver Air Receiver

Engine Room Water Ballast Tank

(Port)

No.2 Heavy Fuel Oil Storage Tank

(Port)

Auxiliary Feed Water

Pump No.1
Inert Gas Generator Vacuum Pump
Drain Line Units No.2 Control Air Dryers

No.1 No.1
Lift Machinery Compartment
Vacuum Control and G/S Air Compressors
No.2 Pump Unit
Sewage Holding Tank No.2
Gland Condenser
Dehumidifier Personnel Lift
Up
No.3
Dn Dn
No.1
LP Turbine
Main Dn Auxiliary Condenser
Feed Water Reduction Gear
Soot Drain
Tank Turbine Pumps No.2
Chemical Dosing Units

Up No.1

Dn Dn Dn

Lifting Guide for

Dn
Emergency Exit HP Turbine Rotor
Up No.2 Fresh Water Generators
Up
Intermediate Shaft
Lifting
Bearing Spare
Lifting Guide for Space
Lifting Tool for Main Gear LP Turbine Rotor
Fresh Water Dn Dn Lifting Chemical Dosing Units
Transfer Pump Landing
Area Space

Aft Stern Tube No.3 No.2 No.1

Dn Main Thrust HP Turbine Spare Cargo Machinery Cooling Fresh Water Pumps
Seal Spare Bearing Main/Aux Lifting
Main Turbine
Aft Stern Tube Lubricating Oil Coolers Circ Motor Space Central Cooling Fresh Water Pumps
Supply
Seal Spare Pipe For Emergency
Dn Damper
LP Turbine use No.2 No.1 Central Fresh Water
Up Temperature Control Valve
LO Filter

Purifier Room
Lubricating Oil Purifiers No.1 Central Fresh Water Coolers
Fresh Water Hydrophore Unit
No.2 No.1
No.2
Rehardening Filter Main Boiler Fuel Oil
No.2 No.1
Supply Pumps
Silver Ion Type Steriliser
Operating
Water Mist System Water
(Hi-Fog) Tank No.2 Heavy Fuel Oil Storage Tank
(Starboard)

Engine Room Water Ballast Tank

(Starboard)

Main Lubricating Oil Main Lubricating Oil Engine Room Marine Diesel Oil Boilers Fuel Oil
Settling Tank Storage Tank Goods Lift CJC Filter Unit Heaters

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page2xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room 3rd Deck Plan Auxiliary External Desuperheater Inert Gas Marine Gas Oil Marine Gas Oil No. 2 Heavy Fuel Oil Fuel Oil
Feed Water Pumps Supply Pump Transfer Pump Storage Tank (Port) Alarm Boxes
Engine Room
Engine Room Water Ballast Tank
Water Ballast Tank (Port) (Port)

Low Sulphur Low Sulphur

No. 2 Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
High Risk
Storage Tank (Port) Storage Tank Storage Tank
Up
Space
Vent

No.1 Inert Gas Dryer Unit

Inert Gas Cooling

No.2 Unit (Freon)
Up
Fresh Water Tank
Inert Gas Generator Room Inert Gas Generator Nitrogen Storage Tank
(Port)
Steam Valve Space

Up
Dn Up
Up Up Dn Engine Room Drain Cooler

Distilled Water Tank Deck

Opening Nitrogen Generator
(Port)
Dn Up Low Pressure Feed Heater
Person
Up
Lift
Up Up
Up
Vent Dn
Opening Up Up Deck Opening Deck Opening
No.1
Emergency Fire Main Boiler
Pump Space No.1 Turbine Generator
Up Up
Up Deck Opening Deck Opening No.2 Turbine Generator Silencer for
Dn Up Landing Steam Dumping
No.2
Dn Main Boiler Space Up
Steering Gear Room Up
Up
Vent Deck Opening Deck Opening
Opening Dn Landing Space
Lifting Beam

Up
Lifting Opening Up
Vent Dn
Generator Engine Jacket
Distilled Water Tank Up
Opening Water Preheater Unit
(Starboard)
Up Spare Superheater Tube
Distilled Water Tank Up
Space for Main Boiler Up
(Starboard)
Hacksawing Machine Dn Up
Generator Engine
Precision Lathe Starting Air Receivers
Fresh Water Tank Lathe No.2 No.1
(Starboard)
Boiler Water Package Air Conditioner No.1 Generator Engine
Fresh Water Tank Welding
Test Space No.2 Starting Air Compressors
(Starboard) Workbench Space
No.2 No.1 Generator Engine Diesel Generator Room

Engine Workshop
Diesel Oil No. 2 Heavy Fuel Oil
Grinder No. 1 Heavy Fuel Oil
Storage Tank Settling Tank Settling Tank

Engine Room Engine Room

Water Ballast Tank
Water Bllast Tank (Starboard)
(Starboard)

Boiler Water Sampling Test Milling Grinder Pedestal Pipe Generator Engine Diesel Oil No. 2 Heavy Fuel Oil No. 2 Heavy Fuel Oil No. 1 Heavy Fuel Oil
Analysing Unit Cooler Sink Machine Drill Bender Fuel Valve Tester Storage Tank Storage Tank (Starboard) Settling Tank Settling Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page3xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room 2nd Deck Plan
Refrigeration No.2 Air No.1 Air Hot Water Void Under
Provisions Plants Conditioning Plant Conditioning Plant Circulating Pumps Upper Deck

Mooring Universal Mooring Universal Inert Gas

Chock Fairlead Chock Fairlead Generator Engine Room Water
Ballast Tank (Port)

Low Sulphur
Inert Gas No.2 Heavy Fuel Oil Heavy Fuel Oil
Generator Blower Units
Marine Gas Oil Storage Tank (Port) Storage Tank
Dn No.1 Storage Tank Calorifier
CO2 Release Cabinet
No.1
No.2 Package Air Conditioning
No.2 for Main Switchboard

Inert Gas Generator Room Fresh Water Main Switchboard Room (Port)
Up Cooling
Exhaust Up
Pump
Up Damper No.1 High Voltage Main Switchboard
Up Dn No.1 Low Voltage Main Switchboard

Up Toilet
Up
Package Air Conditioning
Up Grease Trap Up for Engine Control Room
Personnel
Mooring Chock Lift
No.1 Main Boiler No.1 High Voltage Main Transformer

Universal Fairlead Landing Space

Dn Escape
Engine Control Room Ladder No.1 Low Voltage Main Transformer
Universal Fairlead
Dn Intrinsically Safe Barrier and
Relay Panel for Ballast Valves
Stern Mast
Dn
Boiler Equipment Removal Space
Emergency Towing
System Chock Gas No.2 Low Voltage Main Transformer
Valve
Package Air Conditioning for
Hood
Engine Control Room
Room
Lifting Space Turbine Generator No.2 High Voltage Main Transformer
Lubricating Oil
Dn Settling Tank Main Turbine Control Panel
Dn
No.2 Main Boiler Process Station (IAS)

Up Main Boiler ABCP Panel

Up Up NDU
Main Lubricating Oil Turbine Generator No.2 Low Voltage Main Switchboard
Gravity Tank Lubricating Oil Panel
No.2 UPS
Storage Tank
Dn Dn
No.2 High Voltage Main Switchboard
Up
Main Switchboard Room (Starboard)
Electricians Bow Thruster Auto Starting Transformer
Workshop
Package Air Conditioning for Starboard
Engine Room Store Main Switchboard Room
Void Under Upper Deck

Diesel Oil
No.2 Heavy Fuel Oil Storage Tank
Service Tank
(Starboard)

Diesel Oil
Storage Tank Engine Room Water Ballast Tank
Mooring Universal Mooring Universal (Starboard)
Chock Fairlead Chock Fairlead

Open Shelves Drawers Cabinets Generator Engine Generator Engine

Lubricating Oil Settling Tank Lubricating Oil Storage Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page4xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room Upper and A Deck Plans
Incinerator
Unit Bin System

Waste Oil Circulating Pump

Waste Management
Waste Oil Tank
Hydraulic Power Unit Room Deck Store Room Compactor
Incinerator Room (3 Ton)
Vent Cross Vent Vent Diesel Oil Service Tank
Shredder
Supporting Vent Up
Plastic
Bins

Drain Seal Pot

Vent Vent

No.1 Boiler Economiser No.1 Boiler Economiser

(Port) (Port)

Dn
Up Dn Up

No.1 Steam Air Heater

No.1 Boil-Off Gas Extractor Fan
(Port)

No.1 Forced Draught Fan

(Port)
Lifting Beam for Burner
(Under Upper Deck)
HP Feed Water Heater
Swing Davit
Toilet

No.2 Boiler Seal Air Fan Spare Tubes for Economiser

Weather Lock
No.1 Boiler Seal Air Fan

Lifting Beam for Burner

No.2 Forced Draught Fan (Under Upper Deck)
(Starboard) Spare Tube Space
No.2 Steam Air Heater
No.2 Boil-Off Gas Extractor Fan (Starboard)

Up Dn Up
Dn

No.2 Boiler Economiser No.2 Boiler Economiser

(Starboard) (Starboard)

Vent Cross Vent Paint Store Vent Vent Vent

Store Foam and

Oil/Grease Chemical CO2 Room
Store Store CO2 Acetlyene Oxygen
Release Room Room

Upper Deck A Deck Plan

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page5xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room B and C Deck Plan

Emergency Air Compressor

Up

Emergency Generator Room

Emergency
Generator Engine

Emergency Air Reservoir

Cofferdam
Emergency Generator
Switchboard
Vent Fans

Bolted Type Hatch

No.2 No.1
Fresh Air Intake Vent Fan Room

Dn
Up
Mist Vent Pipe Deaerator
Funnel

Mist Vent Box

Mist Mushroom Vent Pipe
Deaerator
Feed Filter
Boil-Off Gas Mushroom Vent

Boil-Off Gas Vent

Dn

Drain Seal Pot

for Main Boiler

Vent Fan Room

Fresh Air Intake
No.4 No.3 Swimming Pool Tank Swimming Pool Tank

Vent Fans
Vent Fans
Bolted Type Hatch

CO2 Room Exhaust Vent Head CO2 Room Supply Vent Head

Recreation Area
Store

CO2 Room Hatch

B - Deck Plan C - Deck Plan

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page6xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room Cross Section at Frame 17-27 and 27-36

Fan Damper Fan Damper

Engine Room Vent

Engine Room Vent Fan Room D - Deck
Fan Room Fresh Air Fresh Air
Emergency
Intake Intake
Switchboard Room
C - Deck
Emergency
Store Emergency Swimming Pool Tank
Generator Room
Generator Room
Vent Fan Deaerator Vent Fan Cofferdam Store
Cofferdam B - Deck
Cofferdam Cofferdam
Foam and
Store
Incinerator Room Garbage Store CO2 Room

A - Deck Deck Store

Economiser
Cross Vent Cross Vent Inert Gas Generator
Forced Blower Units Paint Store
Hydraulic Power Oxy Room
Draught Inert Gas Generator
Pack Room Oil Grease Store
Fans Room Steam Air Heater
Upper Deck

Boiler Gas Valve Hood Room

Inert Gas HP Feed Water Heater
Engine Store
Generator Engine
Room Weather Locker Store
2nd Deck

Inert Gas
Generator
Room
Main Main Engine Workshop Main Main Engine
Inert Gas Boiler Boiler Boiler Boiler Workshop
Generator
3rd Deck
Marine Gas Oil
Main
Transfer Pump
Emergency Lubricating Oil
Exit Inert Gas Generator, Settling Tank
Marine Gas Oil Supply Pump
Fresh Water
4th Deck Hydrophore Unit
Inert Gas Generator

Main Turbine
Lubricating Oil
Stern Tube Aft Seal Tank Cooler

Aft Seal Lubricating Oil Supplement Pump and Tank Auxiliary Lubricating Oil Pumps

Stern Tube Lubricating Oil Drain Tank Main Lubricating Oil Sump Tank

Main Feed Water

Pump Turbines

Frame 17-27 Frame 27-36

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page7xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room Cross Section at Frame 36-43 and 43-51

Engine Room
Water Ballast Tank
(Starboard)

Diesel Oil
Storage Tank

Marine Diesel Oil Generator Engine

Storage Tank Lubricating Oil
Storage Tank
No.2 Heavy Fuel Oil Main Lubricating Oil Engine Room No.2 Heavy Fuel Oil
Storage Tank (Port) Gravity Tank Water Ballast Tank Storage Tank (Port) Turbine Generator
(Starboard) Lubricating Oil
Storage Tank
Engine Room Refrigeration Engine Room
Water Ballast Tank Provisions Plant Water Ballast Tank
Diesel Oil Turbine Generator
(Port) (Port)
Storage Tank Lubricating Oil
Engine Room Hatch Settling Tank
Upper Deck

Air Conditioning
Engine
Plant
Store
Engine
2nd Deck Store

LP Feed LP Feed Engine

Heater Engine Heater Workshop
Inert Gas
Workshop
Cooling Unit
No.2 Heavy Fuel Oil
Storage Tank (Starboard)
3rd Deck

Main Lubricating Oil HFO Overflow

Settling Tank Tank Purifier
Room
Reduction Gear Vacuum Pump Units
4trh Deck

Auxiliary Feed Auto Back Flushing Lubricating Oil Filter Grease

Water Pump Extractor
Sludge Checker Filter
Gland Condenser
Lubricating Oil Drain Tank
2400 A/B

Main Lubricating Oil Sump Tank

Frame 36-43 Frame 43-51

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page8xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room Cross Section at Frame 51-63 and 63-72

Heavy Fuel Oil Engine Room Water Ballast Tank Engine Room Water Ballast Tank
Calorifier
Overflow Tank (Starboard) (Starboard)

No.2 Heavy Fuel Oil Inert Gas No.2 Heavy Fuel Oil Low Sulphur No.2 Heavy Fuel Oil
Storage Tank (Port) Dryer Unit Storage Tank (Starboard) Heavy Fuel Oil Storage Tank (Starboard)
Tank

Engine Room Engine Room

Water Ballast Tank Package Escape from Heavy Fuel Oil Water Ballast Tank Heavy Fuel Oil
(Port) Air Conditioning Engine Control Room Settling Tank (Port) Settling Tank
for M/S/B

Cofferdam

Electrical
Exhaust
Workshop Main Switchboard Room Main Switchboard Room
Engine Control Room Damper

Generator
Turbine Turbine N2 Storage Exhaust Damper
Engine
Generator Generator Tank N2 Generating
Skid Generator Engine
No.1 No.2
Central Cooling
Diesel Generator Room Fresh Water Pump
3rd Deck

Auxiliary Condenser Fresh Water Generators

Central Cooling
Lubricating Oil Control and G/S Air Compressors Fresh Water
Sewage Treatment Lift
Purifier Cooler
4trh Deck
Purifier Sludge Tank
Holding Sewage Tank Bilge and Fire Marine Growth
Auxiliary Sea Water
Circulation Pump G/S Pumps Protection System
Main Sea Water Circulation Pump Hydrophore Tank
Sawdust
Bilge Primary Tank
Injection Box
Fire Jockey Pump

High Sea Chest High Sea Chest High Sea Chest

2400 A/B
Atmospheric Drain Tank
Bilge Well Bilge Well
Condensate Drain Pumps High Sea Chest
Bilge Holding Tank
Clean Drain Tank Water Spray Pump
Separated Bilge Oil Tank Main Condensate Water Pumps Ballast Pumps Fire Pump
Low Sea Chest
Frame 51-63 Frame 63-72

Issue: Final Draft - October 2007 IMO Number: 9321770 Location

Heading
Plans - - Page
Page9xofof10
x
 Methane Nile Eagle Machinery Operating Manual
Location Plans - Engine Room Elevation

Engine Room Surplus

Air Exhaust

Wheelhouse
Damper Fan

D - Deck
Deaerator

C - Deck

B - Deck

A - Deck
Economiser

Forced Draught Fan

Steam Air Heater Engine Room
Hatch Upper Deck Escape Trunk
BOG Extraction Fan

Weather
Lock

Engine Main Switchboard Room

Gas Valve Hood Room
Control Room 2nd Deck

Steering Gear Main

Room Boiler Generator Turbine Generator
Engine
Silencer
3rd Deck

Emergency
Void Tank Fire Pump Space Main Engine
Auxiliary Condenser
Lifting Beam
Fresh Water Generator
4th Deck

Emergency
Exit

Main Floor

Bilge
Well
Bilge
Well

Stern Tube Stern Tube Auxiliary Main Main Main Condensate Main Sea Water Ballast Pump
Cooling Water Tank Lubricating Oil Lubricating Oil Lubricating Oil Condenser Pump Circulation Pump
Drain Tank Pumps Sump Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 LocationHeading

Plans - Page
- Page
10xofof10
x
 Methane Nile Eagle Machinery Operating Manual
1.1.2 tanks and capacity plan

Cargo Tanks Heavy Fuel Oil Tanks (SG 0.950)

Compartment Frame Capacities 98.9% Full Max. Moment Compartment Frame Capacities 95% Full Max.
No. Volume Weight LCG from VCG above of Inertia No. Volume Volume Weight LCG VCG Moment
(m4) of Inertia
100% Full 98.9% AP (m) BL (m) 100% Full 95% Full 95% Full from above
(m4)
(m3) Full (m3) (m3) (m3) (tonnes) AP (m) BL (m)
No.1 Cargo Tank 117-127 22,101.9 21,858.8 214.858 17.664 87548 No.1 HFO Storage Tank (Centre) 128-150 4,868.5 4,625.1 4,393.8 239.826 12.691 5507
No.2 Cargo Tank 102-116 42,904.9 42,433.0 174.303 16.432 201844 No.2 HFO Storage Tank (Port) 36-72 1,008.1 957.7 909.8 42.388 17.037 112
No.3 Cargo Tank 87-101 42,891.4 42,419.6 125.928 16.435 201711 No.2 HFO Storage Tank (Starboard) 45-72 937.8 890.9 846.3 46.214 17.894 132
No.4 Cargo Tank 73-86 37,715.6 37,300.7 80.272 16.434 177503 No.1 HFO Setting Tank (Starboard) 63-72 198.1 188.2 178.8 54.000 17.654 44
Total 145,613.8 144,012.1 No.2 HFO Setting Tank (Starboard) 51-63 264.1 250.9 238.4 45.600 17.654 59
Low Sulphur HFO Tank (Port) 59-72 499.8 474.8 451.0 52.400 20.008 64
Ballast Water Tanks (SG 1.025) Total 7,776.3 7,387.5 7,018.2
Compartment Frame Capacities 99% Full Max. Moment
No. Volume Weight LCG from VCG above of Inertia Diesel Oil Tanks (SG 0.900)
100% Full 99% Full AP (m) BL (m) (m4)
Compartment Frame Capacities 95% Full Max.
(m3) (tonnes) No. Volume Volume Weight LCG VCG Moment
Fore Peak Tank 162-185 1468.6 1490.3 265.576 12.095 1720 of Inertia
100% Full 95% Full 95% Full from above
Forward Water Ballast Tank (Port) 127-150 2168.4 2200.4 239.422 12.137 1588 (m4)
(m3) (m3) (tonnes) AP (m) BL (m)
Forward Water Ballast Tank 127-150 2168.4 2200.4 239.422 12.137 1588 Marine Gas Oil Tank (Port) 36-45 147.9 140.5 126.4 32.400 23.494 44
(Starboard) Diesel Oil Storage Tank (Starboard) 36-45 280.3 266.2 239.6 31.991 19.196 44
No.1 Water Ballast Tank (Port) 116-127 5509.0 5590.2 211.190 10.656 9166 Diesel Oil Service Tank (Starboard) 41-45 65.7 62.4 56.2 34.400 23.494 20
No.1 Water Ballast Tank (Starboard) 116-127 5509.0 5590.2 211.190 10.656 9166 Total 493.9 469.2 422.2
No.2 Water Ballast Tank (Port) 101-116 6084.6 6174.4 172.584 8.485 26,431
No.2 Water Ballast Tank (Starboard) 101-116 6084.6 6174.4 172.584 8.485 26,431 Lubricating Oil Tanks (SG 0.900)
No.3 Water Ballast Tank (Port) 86-101 6178.1 6269.2 124.472 8.381 27,236 Compartment Frame Capacities 98% Full Max.
No.3 Water Ballast Tank (Starboard) 86-101 6178.1 6269.2 124.472 8.381 27,236 No. Volume Volume Weight LCG VCG Moment
No.4 Forward Water Ballast Tank 79-86 2746.6 2787.1 89.525 8.399 12,135 of Inertia
100% Full 98% Full 98% Full from above
(Port) (m4)
(m3) (m3) (tonnes) AP (m) BL (m)
No.4 Forward Water Ballast Tank 79-86 2746.6 2787.1 89.525 8.399 12,135 Main LO Storage Tank (Starboard) 41-48 77.8 76.3 68.6 35.600 11.147 35
(Starboard) Main LO Settling Tank (Starboard) 32-41 86.9 85.2 76.7 29.585 11.147 37
No.4 Water Ballast Tank (Port) 72-79 2515.3 2552.4 68.453 8.904 10,557 Main LO Sump Tank (Centre) 27-37 79.8 78.2 70.4 25.847 2.348 103
No.4 Water Ballast Tank (Starboard) 72-79 2515.3 2552.4 68.453 8.904 10,557 Main LO Gravity Tank (Starboard) 39-45 32.8 32.2 28.9 33.600 23.214 7
Engine Room Water Ballast Tank 36-72 1918.5 1946.8 44.210 13.935 536 Turbine Generator LO Settling Tank 45-48 8.2 8.0 7.2 37.200 23.214 0
(Port) (Starboard)
Engine Room Water Ballast Tank 36-72 1918.5 1946.8 44.210 13.935 536 Turbine Generator LO Storage Tank 45-48 8.2 8.0 7.2 37.200 23.214 0
(Starboard) (Starboard)
Total 55,709.6 56,531.3 Generator Engine LO Settling Tank 47-49 8.9 8.7 7.8 38.400 22.767 1
(Starboard)
Generator Engine LO Storage Tank 49-51 8.9 8.7 7.8 40.000 22.767 1
(Starboard)
Total 311.6 305.3 274.8

Issue: Final Draft - October 2007 IMO Number: 9321770 Tank Capacity Tables - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
Miscellaneous Tanks
Compartment Frame Capacities 100% Full Max.
No. Volume 100% Full LCG from AP VCG above Moment
of Inertia
(m3) (m) BL (m)
(m4)
H.F.O. Overflow Tank (Port) 45-55 90.3 40.697 13.013 49
Purifier Sludge Tank (Starboard) 51-57 7.2 43.200 9.061 2
Bilge Primary Tank (Port) 59-63 16.1 48.800 6.120 4
Clean Drain Tank (Port) 56-63 46.1 47.935 1.600 151
Separated Bilge Oil Tank (Port) 56-63 31.1 47.600 1.950 113
Bilge Holding Tank (Port) 63-72 137.8 54.151 1.499 816
Stern Tube LO Drain Tank (Centre) 20-22 3.2 16.800 2.900 1
Stern Tube Cooling Water Tank 9-17 81.7 11.484 4.009 29
(Centre)
Total 413.5

Fresh Water Tanks (SG 1.000)

Compartment Frame Capacities 100% Full Max. Moment
No. Volume Weight LCG from VCG above of Inertia
100% Full 100% Full AP (m) BL (m) (m4)
(m3) (tonnes)
Fresh Water Tank (Port) 8-17 260.4 260.4 10.267 17.945 179
Fresh Water Tank (Starboard) 8-17 260.4 260.4 10.267 17.945 179
Distilled Water Tank (Port) 8-17 207.8 207.8 10.000 17.792 52
Distilled Water Tank (Starboard) 8-17 207.8 207.8 10.000 17.792 52
Total 936.4 936.4

Issue: Final Draft - October 2007 IMO Number: 9321770 Tank Capacity Tables - Page 2 of 2

Principal Machinery Particulars
Main Boilers
Maker: Kawasaki Heavy Industries
Model: UME 65/51
Type: Two drum, water tube, roof fired, mono wall
Maximum evaporation: 65,000 kg/h
Normal evaporation: 52,000 kg/h
Steam condition: 58.8bar superheated steam at 525°C
Fuel oil consumption: 3750 kg/h at normal evaporation
Fuel gas consumption: 3194 kg/h at normal evaporation
No. of burners: 3 combined oil/gas
Safety Valve Settings
Drum high set: 75.5 bar
Drum low set: 75.3 bar
Superheater: 63.7 bar
Economiser: 94.4 bar
Forced Draught Fans
Maker: Osaka Blower Co.
Type: TACS - 1140 - 2 speed
Motor: 270/115 kW
Capacity: 1820/910 m3/minute at 1194/895 rpm
Air Heaters
Maker: Kawasaki Heavy Industries
Type: Extended tubular - steam heated
Temperature rise: 38°C to 130°C
Seal Air Fans
Maker: Taiyo Electric Co.
Type: Horizontal centrifugal
Model: TB-55
Capacity: 7 m3/min at 598 mmAq (59.8 mb) at 50°C
Motor; 2.2 kW at 3530 rpm
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Boil-Off Gas Extraction Fans Main Steam Turbine
Maker: Hi-Pres Maker: Kawasaki Heavy Industries
No. of sets: 2 Type: UA-400 cross-compound, impulse-reaction
Type: Horizontal centrifugal MXAD-560/400 HP turbine: one two-row Curtis and eight Rateau
Capacity: 4000 m3/h at 40 mmAq stages
LP turbine: Four Rateau and four reaction stages
Astern turbine: two, two-row Curtis stages
Boiler Main Feed Water Pumps
Output: Maximum - 39,500 PS (36 nozzles)
Maker: Coffin Normal - 33,580 PS (28 nozzles)
Type: Horizontal centrifugal DEB-16 HP turbine speed: 5075 rpm at MCR
Power: 613 kW LP turbine speed: 3350 rpm at MCR
Drive: Superheated steam driven turbine Propeller speed: 94.5 rpm at MCR
Steam conditions: 59 bar at 520°C Overspeed trip: 103.5 rpm
Exhaust pressure: 2.26 bar Steam condition: 57.4 bar and superheated at 520°C
Capacity: 140 m3/h at 86.5 bar (extra nozzle valve closed) Direction of rotation: Clockwise, looking from aft
180 m3/h at 86.5 bar (extra nozzle valve open) Astern maximum
Maximum speed: 7,411 rpm continuous speed: 63 rpm for a maximum of 2 hours
Overspeed trip: 8,200 rpm Steam bleed off: HP: HP turbine 5th stage
Sentinel valve: 3.5 bar IP: Crossover pipe
Back pressure trip: 4.1 bar LP: LP turbine 3rd stage
Low oil pressure trip: 1.7 bar Main gearing: Double helical, tandem articulated, double reduction
Vibration alarm/trip: 7.1 µm/s/11.2 µm/s gear
Main LO pump: Main turbine driven, gear type
Capacity: 210 m3/h at 3.9 bar
Boiler Auxiliary Feed Water Pump
Main condenser: Single pass surface cooling with dump steam
Maker: Shinko Industries Ltd
chamber
No. of sets: 1
Cooling surface: 3710 m2
Type: Horizontal centrifugal 10 stage
No. of tubes: 12,501 titanium
Model: DK80-10MHC
Tube size: Diameter 19 mm, thickness 0.7 mm
Capacity: 55 m3/h at 85.0 bar
Condenser vacuum: 722 mmHg at a sea temperature of 27°C
Rating: 440 V, 250 kW at 3,600 rpm
Main turbine trips at: 300 mmHg
Gear case dehumidifier: Desiccant type
Boiler Cold Start Feed Water Pump Capacity: 50 m3/h at electrical load of 1.056 kW
Maker: Shinko Industries Ltd
No. of sets: 1 Scoop Cooling System
Type: Horizontal centrifugal Maker: VKK Standard Kessel Kothen Gmbh
Model: SK40M Capacity: 21,000 m3/h
Capacity: 8 m3/h at 23.0 bar
Rating: 440 V, 18.5 kW at 3,600 rpm
IMO Number: 9321770 Principal Machinery Particulars - Page 1 of 9
 Methane Nile Eagle Machinery Operating Manual
Vacuum Pumps Stern Tube Lubricating Oil Pump Diesel Generator Engine
Maker: Shin Nippon Machinery Maker: Taiko Kikai Industries Ltd Maker: Wartsila
No. of sets: 2 No. of sets: 2 Type: 9R32LNE
Type: SLPH75330+SGPV5313W Type: Horizontal gear No. of cylinders: 9
Capacity: 12.7 m3/h Model: NHG-2MT FG Bore: 320 mm
3
Motor: 30 kW at 880 rpm Capacity: 2.0 m /h at 2.25 bar Stroke: 350 mm
Rating: 440 V, 0.75 kW at 1200 rpm Speed: 720 rpm
Gland Steam Condenser Capacity: 3645 kW
Maker: Showa Industries Co. Ltd Aft Seal Supplement Lubricating Oil Pump
Turbocharger
No. of sets: 1 Maker: Taiko Kikai Industries Ltd
Maker: ABB
Type: Horizontal shell and tube No. of sets: 1
Type: VTR 354
Cooling surface area: 25 m2 Type: Horizontal gear
Model: NHG-0.3M FG
3 Alternator
Gland Steam Exhaust Fan Capacity: 0.2 m /h at 1.5 bar
Maker: Nishishiba Electric Co.Ltd
Rating: 440 V, 0.4 kW at 1200 rpm
Maker: Nissin Giken Co. Ltd Type: NTAKL
No. of sets: 1 Output: 3450 kW, 6600 V, 60 Hz, 720 rpm
Type: BEM 3Y Horizontal centrifugal Stern Tube Lubricating Oil Cooler
Capacity: 7 m3/minute at 29.4 mb Maker: Alfa Laval Water Heater
Motor: 440 V, 1.5 kW at 3600 rpm No. of sets: 1
Maker: Wartsila
Type: Plate type M6-MFM
Type: KVE
Dehumidifier Capacity LO: 2 m3/h, 46.2°C to 40°C Capacity: 11 m3/h
Maker: Mitsui Zosen Machinery and Service Co.
No. of sets: 1 Generators Emergency Diesel Generator
Model: M-120 Steam Turbine
Maker: STX-Cummins
Capacity: 50 m3/h at 1.6Pa process air Maker: Mitsubishi Heavy Industries Type: 4 stroke, 12 cylinder, 60° V type, turbocharged diesel
Electrical load: 1.056 kW No. of sets: 2 engine
Type: AT42CT-B Model: KTA38DMGE
Auxiliary External Desuperheater Capacity: 3450 kW x 10,036/1800 rpm Output: 850 kW at a continuous speed of 1800 rpm
Maker: ABB Industry K.K. Steam inlet pressure: 57.4 bar Idle speed: 725 - 775 rpm
Type: VO-600 Temperature: 520°C
Capacity: 10,500 kg/h Alternator
Alternator Maker: Leroy Somer
Stern Tube Maker: Nishishiba Electric Co. Ltd. Type: LSA 50.1 M6 brushless
Stern Tube Seal Capacity/rating: 6600 V, 3 ph, 60 Hz, 3450 kW, 378 A, 4313 kVA Output: 1062.5 kVA, 450 V, 60 Hz
0.8 pf, 4 pole, IP44
Maker: Kobelco Marine Eng. Co. Ltd
Speed: 1800 rpm
Type: DX-850
Heating: 230 V, 1080 W

Issue: Final Draft - October 2007 IMO Number: 9321770 Principal Machinery Particulars - Page 2 of 9
 Methane Nile Eagle Machinery Operating Manual
Steering Gear Engine Room Drains Cooler Boiler Fuel Oil Heater
Maker: Samsung-Hatlapa Maker: Donghwa Precision Industries Ltd Maker: Donghwa Entec
Type: R4ST 700H - four cylinder, electro-hydraulic Type: Shell and tube No. of sets: 2
Variable displacement Cooling surface area: 4.5 m2, outlet temperature 80°C Type: Shell and tube
pumps: Mannesmann Rexroth A4VG Capacity; 10.5 m3 at 50°C to 135°C
No. of pump sets: 3
Central Fresh Water Coolers
Nominal pressure: 223 bar
Maker: Alfa Laval Calorifier
Motor rating: 440 V, 55 kW at 1800 rpm
No. of sets: 2 Maker: Il-Sung Industries
System oil capacity: 1150 litres - including 350 litres in expansion tank
Type: Plate M30-FM No. of sets: 1
Capacity FW: 1050 m3/h, 40.9°C to 36°C Type: Steam and electric
Fresh Water Generation Capacity: 2.0 m3/h
Fresh Water Generator Main Turbine Lubricating Oil Cooler
Maker: Alfa Laval Maker: Alfa Laval Distilled Water Pumps
No. of sets: 2, one condensate cooled, one sea water cooled No. of sets: 2 Main Condensate Pumps
Type: VSP-36-125CC and VSP-36-125SWC Type: Plate type M20-MFM Maker: Shinko Industries Ltd
Capacity: 60 tons/day each Capacity LO: 210 m3/h, 54.2°C to 45°C No. of sets: 2
Type: Vertical centrifugal
Condensate Pumps Heaters Model: EVZ130-2M
Maker: Alfa Laval Deaerator Capacity: 130 m3/h at 11.0 bar
No. of sets: 2 Rating: 440 V, 75 kW at 1,800 rpm
Maker: Donghwa Entec
Type: Centrifugal PV VF2040
Type: Direct contact, horizontal
Capacity: 3.5 m3/h at 36 m Auxiliary Condensate Pumps
Storage capacity: 20 m3 at 2.0 kg/cm2
Motor: 440 V, 1.3 kW at 3430 rpm Maker: Shinko Industries Ltd
Feed capacity: Max. 117,211.3 kg/h at 132.9°C
No. of sets: 2
Distillate Pumps Low Pressure Feed Water Heater Type: Vertical centrifugal
Maker: Alfa Laval Model: EVZ130M
Maker: Donghwa Entec
No. of sets: 2 Capacity: 85 m3/h at 11.0 bar
Type: Shell and tube
Type: Centrifugal PV VF2040 Rating: 440 V, 55 kW at 1,800 rpm
Heating surface area: 135 m2, 92,000 kg/h, 34°C to 102°C
Capacity: 3.5 m3/h at 36 m
Motor: 440 V, 1.3 kW at 3430 rpm Condensate Drain Pumps
High Pressure Feed Water Heater
Maker: Donghwa Entec Maker: Shinko Industries Ltd
Coolers Type: Shell and tube No. of sets: 2
Auxiliary Condenser Heating capacity: 133.5°C to 145°C at 119,000kg/h max feed flow Type: Vertical centrifugal
Heating surface area: 41.7 m2 Model: EVZ270MG
Maker: Donghwa Precision Industries Ltd
Capacity: 30 m3/h at 10.0 bar
Type: Shell and tube, vacuum 600 mmHg
Rating: 440 V, 22 kW at 1,800 rpm
Sea water flow: 5000 m3/h at 1.96 bar
Cooling surface area: 590 m2

Issue: Final Draft - October 2007 IMO Number: 9321770 Principal Machinery Particulars - Page 3 of 9

Auxiliary External Desuperheater Feed Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Horizontal centrifugal
Model: SHQ50M
Capacity: 2.0 m3/h at 12.5 bar
Rating: 440 V, 7.5 kW at 3,600 rpm
Fresh Water Pumps
Central Fresh Water Cooling Pumps
Maker: Shinko Industries Ltd
No. of sets: 3
Type: Vertical centrifugal
Model: SVS300M
Capacity: 530 m3/h at 3 bar and 700 m3/h at 2.7 bar
Rating: 440 V, 75 kW at 1,800 rpm
Cargo Machinery Fresh Water Cooling Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: SVS125-2M
Capacity: 90 m3/h at 4 bar
Rating: 440 V, 18.5 kW at 1,800 rpm
Package Air Conditioning Fresh Water Cooling Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Horizontal centrifugal
Model: HJ40-2M
Capacity: 5.5 m3/h at 2 bar
Rating: 440 V, 1.5 kW at 3,600 rpm
Issue: Final Draft - October 2007
Methane Nile Eagle
Fresh Water Hydrophore Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: VJ 40-2M
Capacity: 10 m3/h at 7 bar
Rating: 440 V, 7.5 kW at 3600 rpm
Hot Water Circulating Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Horizontal centrifugal
Model: HJ 40M-2M
Capacity: 2.0 m3/h at 1 bar
Rating: 440 V, 0.75 kW at 1800 rpm
Fresh Water Transfer Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Vertical centrifugal
Model: SVS 100M
Capacity: 70 m3/h at 1.5 bar
Rating: 440 V, 5.5 kW at 1800 rpm
Sea Water Pumps
Ballast Pumps
Maker: Shinko Industries Ltd
No. of sets: 3
Type: Vertical centrifugal
Model: GVD500-3M
Capacity: 3,000 m3/h at 3.0 bar
Rating: 440 V, 330 kW at 1,200 rpm
Foam Pump
No. of sets: 1
Type: Vertical centrifugal
Model: DPVF 10 - 90
Capacity: 7.2 m3/h at 12 bar
Rating: 440 V, 7.5 kW
IMO Number: 9321770
Machinery Operating Manual
Main Sea Water Circulating Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Vertical centrifugal, anti-clockwise rotation
Model: CVF1000LM
Capacity: 10,000/5,000 m3/h at 0.5/0.8 bar
Rating: 440 V, 220 kW at 360 rpm
Auxiliary Sea Water Circulating Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal, clockwise rotation
Model: CVF1000M
Capacity: 10,000/5,000 m3/h at 0.5/0.8 bar
Rating: 440 V, 220 kW at 360 rpm
Main Sea Water Cooling Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: SVS400MS
Capacity: 1,300 m3/h at 2.0 bar
Rating: 440 V, 110 kW at 1,200 rpm
Fresh Water Generator Sea Water Ejector Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: SVS125-2M
Capacity: 90 m3/h at 4.0 bar
Rating: 440 V, 18.5 kW at 1,800 rpm
Fire Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 180 m3/h at 12 bar
Rating: 440 V, 132 kW at 1800 rpm
Principal Machinery Particulars - Page 4 of 9

Water Spray Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: KV350K
Capacity: 1700 m3/h at 9 bar
Rating: 440 V, 630 kW at 1800 rpm
Bilge, Fire and General Service Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 245/150 m3/h at 3.5/12 bar
Rating: 440 V, 45/150 kW at 1200/1800 rpm
Fire Jockey Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: SHQ50M
Capacity: 2 m3/h at 12 bar
Rating: 440 V, 7.5 kW at 3600 rpm
Emergency Fire Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: RVP250MS
Capacity: 460 m3/h at 9 bar
Rating: 440 V, 185 kW at 1800 rpm
Ballast Stripping Eductor
Maker: Kiwon Ind.
No. of sets: 1
Capacity: 300 m3/h at 1.1 bar
Issue: Final Draft - October 2007
Methane Nile Eagle
Fuel Oil Pumps
Engine Room Heavy Fuel Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Vertical gear - VG-100MA-FC
Capacity: 100 m3/h at 4.5 bar
Rating: 440 V, 37 kW at 900 rpm
Diesel Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Horizontal gear NHG - 15MA-FC
Capacity: 15 m3/h at 3.5 bar
Rating: 440 V, 5.5 kW at 1200 rpm
Forward Heavy Fuel Oil Transfer Pumps
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Vertical gear - VG-100MA-FC
Capacity: 100 m3/h at 4.5 bar
Rating: 440 V, 37 kW at 900 rpm
Marine Gas Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Horizontal gear NHG - 4MA-FC
Capacity: 3 m3/h at 2.5 bar
Rating: 440 V, 1.5 kW at 1200 rpm
Boiler Fuel Oil Supply Pumps
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Horizontal screw
Model: MSES-15XA-FC
Capacity: 13 m3/h at 29.5 bar
Rating: 440 V, 30 kW at 1800 rpm
IMO Number: 9321770
Machinery Operating Manual
Diesel Oil Treatment Filter
Maker: C.C. Jensen A/S
No. of sets: 1
Type: CJC offline filter separator
Model: PTU1 27/108 MZ-EPWY
Supply Pump
Maker: Baier and Koppel
Type: MZ-9-4
Model: Beka-motor gear pump
Lubricating Oil Pumps and Systems
Main Turbine Auxiliary (Electric Motor Driven) Lubricating Oil Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Model: SAF150-2
Capacity: 180 m3/h at 4.5 bar
Rating: 440 V, 45 kW at 1800 rpm
Main (Direct Driven) Lubricating Oil Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: LBS-190KH
Capacity: 210 m3/h at 4 bar
Main Lubricating Oil Filters
Maker: Niikura Kogyo Co. Ltd
No. of sets: 1 including bypass simplex oil strainer and sludge
collector
Type: LA1-200A automatic backflushing, 50 micron
Lubricating Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Horizontal gear
Model: NHG-5MT-FC
Capacity: 5.0 m3/h at 3.5 bar
Rating: 440 V, 2.2 kW at 1200 rpm
Principal Machinery Particulars - Page 5 of 9

Lubricating Oil Purifier
Maker: Alfa Laval
No. of sets: 2
Model: SA830
Control unit: EPC50
Capacity: 3600 litres/h
Purifier Lubricating Oil Feed Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Horizontal gear
Model: NHG-4MT-FC
Capacity: 3.6 m3/h at 2.0 bar
Rating: 440 V, 1.5 kW at 1200 rpm
Lubricating Oil Purifier Heater
Maker: Donghwa Precision Industries
No. of sets: 2
Capacity: 3.6 m3/h at 30°C to 90°C
Heating surface area: 1.8 m3
Compressed Air System
Starting Air Compressor
Maker: J.P. Sauer & Son
No. of sets: 2
Model: WP33L-100
Type: Piston - electric motor driven
Capacity: 38 m3/h at 30 bar
Rating: 440 V, 9 kW at 1740 rpm
Emergency Air Compressor
Maker: J.P. Sauer & Son
No. of sets: 1
Model: WP15L-200
Type: Piston - diesel engine driven
Capacity: 15.5 m3/h at 30 bar
Diesel engine rated: 3.4 kW at 1500 rpm
Issue: Final Draft - October 2007
Methane Nile Eagle
Starting Air Reservoir
Maker: DongHwa Entec
No. of sets: 2
Drawing no: DHAR-V040453/4
Capacity: One at 1 m3 and one at 0.5 m3
Relief valve setting: 33 bar
Emergency Air Reservoir
Maker: DongHwa Entec
No. of sets: 1
Drawing no: DHAR-V040455
Capacity: 0.5 m3
Relief valve setting: 33 bar
Control and General Service Air Compressor
Maker: Tanabe International Ltd
No. of sets: 3
Model: TASK - 2575VW
Type: Screw - electric motor driven
Capacity: 500 m3/h at 12 bar
Motor: 83 kW, 440 V, 136 A
General Service and Control Air Receiver
Maker: DongHwa Entec
No. of sets: 2
Drawing no.: DHAR-V040456
Capacity: 5 m3
Relief valve setting: 13 bar
Control Air Dryers
Maker: Keumsung Precision Industries
No. of sets: 2
Type: Heatless purge, alumina desiccant
Models: KSD-285S
Capacity: 300 m3/h at 50°C maximum and 9 bar
IMO Number: 9321770
Machinery Operating Manual
Bilge System
Bilge Separator
Maker: Coffin World Water Systems
No. of sets: 1
Type: Two stage coalescing with ultra filtering
Model: Ultra-Sep 5000
Capacity: 5 m3/h
Oil Content Monitor
Maker: Rivertrace Engineering
Type: Smartcell-Bilge
Alarm point: 15 ppm
Engine Room Bilge Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Vertical reciprocating
Model: VPS-10
Capacity: 10 m3/h at 4 bar
Rating: 3.7 kW at 1200 rpm reduced to 76 rpm
Sludge Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Mono screw
Model: HNP-401-FC
Capacity: 5.0 m3/h at 3.5 bar
Rating: 2.2 kW at 1200 rpm reduced to 290 rpm
Water Monitoring and Treatment Systems
Marine Growth Prevention
Maker: Korea Cathelco
No. of sets: 2 - comprising 3 anode tanks
Type: Ionised system
SW flow: 22,000 m3/h for scoop and main SW circulating
1,915 m3/h for auxiliary SW cooling
Principal Machinery Particulars - Page 6 of 9
 Methane Nile Eagle Machinery Operating Manual
Boiler Water Sampling Equipment Rehardening Filter Sewage Holding Tank
Maker: AQUAnet International Ltd Maker: Se-Won Industries Maker: EVAC
Models: AQUAman AQ300-45 - HP Boiler Water Management No. of sets: 1 No of sets: 1
System Model: SWM-5.0 Model: Easy Fit
AQ400 2P/SS Boiler Water Dosing Unit Type: Hardness and pH adjusting Capacity: 10 m3
AQ400 2P/SS Fresh Water Generators Capacity: 5.0 m3/h fresh water
AQ400 1P/SS Fresh Water Cooling
Inert Gas Plant
Grease Extractor Filter Maker: Smit Gas Systems BV
Chemical Injection Pumps Maker: Misuzu Machinery Co. Ltd. Type: Gln 14,000 - 0.25 BUFD
Maker: Aqua net No. of sets: 1 No. of sets: 1
No. of sets: 5 Type: W80GS Delivery rate: 14,000 Nm3/h (Both air blowers for all tanks)
Types: 2HP - main boilers Capacity: 40 m3/h 7000 Nm3/h (One air blower for two tanks)
2LP - FW generator Position: Atmospheric drain tank discharge to main condensate Delivery pressure: 250 mbar
system Delivery dew point: -45°C
1LP - FW cooling system

Main Feed Magnetic Filters IGG Air Blower Units

Deoiler Unit
Maker: RWO Maker: Robushi
Maker: RWO Water Technology Ltd.
No. of sets: 1 No. of sets: 2
Type: GS-DKE 5.0
Type: F118S Type: RBS 155/V VD12
Capacity:: 5.0 m3/h
Capacity: 120 m3/h Motor: 184 kW at 1786 rpm

Salinometer
R404A Refrigeration Plant
Maker: Daesung
Sewage System
Maker: York
No. of sets: 4 Sewage Treatment Plant
Type: SMC112L
Model: YO-100D Maker: DVZ Services
Motor: 158 kW at 1180 rpm
Positions: Deaerator, main condensate, atmospheric drain tank, No of sets: 1
auxiliary condenser Model: DVZ-SKA-30 Biomaster
Type: Biological oxidation and discharge Desiccant Dryers
Oil Content Meter Capacity: 45 persons/day Maker: Smit Gas Systems BV
Maker: Hanla Level Co. Ltd. Discharge pump: DVZ-S40 No. of sets: 2
No. of sets: 1 Air blower: DVZ-SD42/M Capacity: 14,000 m3/h at -45°C dew point
Type: 402SD80 Dosing pump: Alpb Type: Regenerative
Position: Observation drain tank Desiccant: Activated Alumina, Grade D
Sewage Ejector/Discharge Pump
Regenerative Dryer (Electric Heater)
Steriliser (Silver Ion) Maker: Envirovac USA Maker: Smit Gas Systems BV
Maker: Jowa AB No of sets: 2 Type: Jevi
No. of sets: 1 Model: 4/HK60-1-130-F-W1 Heater: 360 kW
Model: Jowa AG-S 6/15 Capacity: 10 m3/h at 2.5 bar
Type: Silver ion Rating: 440V, 2.3kW at 3400 rpm
Capacity: 6.0 m3/h fresh water at 0.1ppm Ag

Issue: Final Draft - October 2007 IMO Number: 9321770 Principal Machinery Particulars - Page 7 of 9

IGG Marine Gas Oil Supply Pump
Maker: SAFAG
Capacity: 2 m3/h
Type: KSN2000R3
Motor: 2.5 kW at 1715 rpm
Dew Point Meter
Maker: Panametrics
Type: MTS 5
O2 Analyser
Maker: Opsis
Type: OPSIS 02000
Range: 0 - 25% oxygen
Nitrogen Generator
Maker: Air Products
Type: Prism Alpha N2 plant
No. of sets: 2
Capacity: 100 Nm3/h at 97% vol N2
Garbage Disposal
Incinerator
Maker: Hyundai Marine Machinery Co.
No. of sets: 1
Model: MAXI 100SL - 1 WS
Capacity: 500,000 kcal/h
Primary Blower
Capacity: 5900 m3/h at 15°C
Rating: 18.5 kW at 3520 rpm
Waste Oil Dosing Pump
Maker: HMMCO
Type: HMD012-12
Capacity: 33-174 litres/hour at 92-483 rpm
Rating: 440V, 0.45kW at 1660 rpm
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Mill Pump Air Handling Units
Type: PU-5(JS) (75K4018) Maker: Hi-Pres
Capacity: 26 m3/h at 0.4 bar Type: HPB-09
Rating: 440 V, 4.6 kW. No. of sets: 2
Domestic Refrigeration Plant Fan Coil Units
Refrigeration Plant Type: FCUA
Maker: Hi-Press No. of sets: 1
Type: R404a
No. of sets: 2 Package Air Conditioning Unit
Maker: Century Industry Corporation
Compressor No. of sets: 4 (2 for ECR and 2 for main switchboard rooms)
Maker: York Model: MP-G15HF3
Model: SBO 42Y Type: R404a direct expansion cooling
Type: Reciprocating Cooling capacity: 45,000 kcal/h
Motor rating: 440V, 15kW at 1750 rpm Air supply capacity: 120 m3/min
Condenser
Workshop Package Air Conditioning Unit
No. of sets: 2
Model: CRKF 271230 Maker: Century Corporation
Type: Horizontal shell and tube No. of sets: 2
Model: MP-G10HF3
Type: R404a direct expansion cooling
Air Conditioning Plant
Cooling capacity: 30,000 kcal/h
Air Conditioning Plant Air supply capacity: 88 m3/min
Maker: Hi-Pres
Refrigerant: R404a Bridge Package Air Conditioning Unit
No. of sets: 2
Maker: Hi-Pres, Korea
No. of sets: 1
Compressors
Model: HIP-5WG
Maker: York
Type: R404a direct expansion cooling
Model: SMC 112S
Cooling capacity: 15,000 kcal/h
Type: Reciprocating, 12 cylinder
Rating: 440 V, 192 kW at 1190 rpm
Condensers Safety Equipment
No. of sets: 2 Foam System
Model: COKC 412302 Maker: Unitor
Type: Horizontal shell and tube, fresh water cooled No. of sets: 1
Tank capacity: 5.5 m3
Receiver
Type: RHUH 4123
IMO Number: 9321770 Principal Machinery Particulars - Page 8 of 9
 Methane Nile Eagle Machinery Operating Manual
CO2 Equipment Galley Deep Fat Fryer Wet Chemical System
Maker: NK Co. Ltd. Maker: Samjoo Engineering Co. Ltd
Type: High Pressure Type: Ansul R-102 Ansulex potassium based wet
Capacity: 26 cylinders each containing 45 kg chemical

Oil Mist Detector

Maker: Il-Jin Maritas Co. Ltd
No. of sets: 1
Model: QMI Multiplex

Water Mist Equipment

Maker: Marioff Hi-fog
Type: GPU pump unit
No. of sets: 1

Fire Detection Equipment

Maker: Consilium Marine
Type: CS 3000 Salwico Fire Detection System

Dry Powder Equipment

Maker: NK Co Ltd
No. of sets: 4 consisting of:
2 tank units supplying 2 monitors port and
starboard
2 tank units supplying a total of 8 hand hose nozzles,
forward and aft
Type: Centrimax BC30 powder with anti-caking agent
Tank capacities: Monitor units - 2000 litres
Hand hose units - 1000 litres
Location of sets: Monitors - port and starboard of cargo manifold
Hand hoses - to port of centre line each hose being
33 m in length
Minimum
discharge time: 60 seconds with 1 monitor and 4 hoses in operation
at their specified discharge rates, this is for each dry
powder tank
Monitor release
positions: 2 remote, 1 local for each monitor

Issue: Final Draft - October 2007 IMO Number: 9321770 Principal Machinery Particulars - Page 9 of 9

INTRODUCTION
General
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
instruction books, there is no single document which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform
and guide competent ship’s staff and trainees in the operation of the systems
and equipment on board and to provide additional information that may not
be otherwise available. In some cases, the competent ship’s staff and trainees
may be initially unfamiliar with this vessel and the information in this manual
is intended to accelerate the familiarisation process. It is intended to be used in
conjunction with shipyard drawings and manufacturer’s instruction manuals,
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing
Orders and in no way replaces or supersedes these publications, all of which
take precedence over this manual.
Information relevant to the operation of this vessel has been carefully collated in
relation to the systems of the vessel and is presented in three on board volumes
consisting of a BRIDGE OPERATING MANUAL, CARGO OPERATING
MANUAL and a MACHINERY OPERATING MANUAL.
The vessel is constructed to comply with MARPOL 73/78. These regulations
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995.
The information, procedures, specifications and illustrations in this manual
have been compiled by WMT personnel by reference to shipyard drawings and
manufacturer’s publications that were made available to WMT and believed to
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ship’s staff under
operating conditions.
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are
provided to inform of perceived dangers to ship’s staff or equipment. In many
cases, the best operating practice can only be learned by experience.
If any information in these manuals is believed to be inaccurate or incomplete,
the officer must use his professional judgement and other information available
on board to proceed. Any such errors or omissions or modifications to the
ship’s installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the British Gas Technical
Operations Office, who should inform WMT so that a revised document may be
issued to this ship and in some cases, others of the same class.
Issue: Final Draft - October 2007
Methane Nile Eagle
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered at
all times.
• Never continue to operate any machine or equipment which
appears to be potentially unsafe or dangerous and always report
such a condition immediately.
• Make a point of testing all safety equipment and devices
regularly. Always test safety trips before starting any equipment.
In particular, overspeed trips on auxiliary turbines must be
tested before putting the unit to work.
• Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major
failure occurs.
• Never underestimate the fire hazard of petroleum products,
whether fuel oil or cargo vapour.
• Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is
able to operate satisfactorily.
In the design of equipment, protection devices have been included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If any of these safety
devices are bypassed, overridden or neglected, then the operation of any
machinery in this condition is potentially dangerous.
Description
The concept of this Machinery Operating Manual is to provide information to
technically competent ship’s officers, unfamiliar to the vessel, in a form that is
readily comprehensible, thus aiding their understanding and knowledge of the
specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
Part one details the machinery commissioning procedures required to bring
the vessel into varying states of readiness, from bringing the vessel to a live
condition through to securing plant for dry dock.
IMO Number: 9321770
Machinery Operating Manual
The second part of the manual details ship’s systems, providing a technical
description, system capacities and ratings, control and alarm settings and
operating details. Part three provides similar details for the vessels main
machinery and control system. Parts four and five describe the emergency
systems and procedures.
The valves and fittings identifications used in this manual are the same as those
used by the shipbuilder.
Illustrations
All illustrations that are referred to in the text and are located either in-text
where sufficiently small, or above the text, so that both the text and illustration
are accessible when the manual is laid open. When text concerning an
illustration covers several pages the illustration is duplicated above each page
of text.
Where flows are detailed in an illustration these are shown in colour. A key of
all colours and line styles used in an illustration is provided on the illustration.
Details of colour coding used in the illustrations are given in the following
colour scheme.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.
Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw reader’s attention to operation where
DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTION
Cautions are given to draw reader’s attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
Note: Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.
Safety Notice
It has been recorded by International Accident Investigation Commissions
that a disproportionate number of deaths and serious injuries occur on ships
each year during drills involving lifesaving craft. It is therefore essential that
all officers and crew make themselves fully conversant with the launching,
retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
Introduction - Page 1 of 1
Section 1: Machinery Commissioning Operational
Overview

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation (Raising Steam)

1.3 To Prepare Main Plant for Manoeuvring from In Port

Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1.5 To Change Main Plant from Full Away to Manoeuvring

Condition

1.6 To Secure Plant at Finished with Engines (FWE)

1.7 To Secure Main Plant for Dry Dock

Section 1
Machinery Commissioning Operational Overview
 Methane Nile Eagle Machinery Operating Manual
Part 1: Machinery Commissioning Operational Overview
Fill the condensate system - drains tank, 2.2.1
1.1 To Bring Vessel Into Live Condition deaerator and main condenser.

Dead Ship Condition

Supply diesel oil to a burner in the boiler. 2.6.3
Prepare the burner to use atomising air.
No Shore Supply Available

Prepare the emergency generator for operation. 2.11.3

Shore Supply Available If necessary fill the emergency diesel generator
Start the forced draught fan. Open all the 3.3.3
fuel tank from drums.
required vent and drain valves BV309 (x6),
Establish shore supply. 2.12.4 BV316 (x2), BV319 (x2), BV306, BV323,
BV304A, BV304B, BV212, BV305, BV311
and SS099F.
Start the emergency generator, and supply 2.11.3
emergency and main switchboards through the 2.12.6
Note: This procedure assumes respective breakers.
that the main turbines and Select LOCAL control for the boiler control 3.3.3
condenser are not readily position at the BNP. Select MANUAL for the
available. FWC and the STC controllers. Select AUTO for
Supply main and emergency lighting throughout 2.12.3
the ACC controller. Press the No.1 burner ON
the vessel, together with necessary ventilation.
pushbutton at the BGB panel to ignite the boiler,
The FO control valve and FDF inlet vane ignition
positions are selected automatically. The FO
pressure should be kept at a minimum (2.2
Put the starting air system into operation. 2.9.3 bar) and the combustion air is controlled by the
Start up the main diesel generator locally, then ACC. Follow the boiler pressure raising graph
connect onto the main switchboard which the 2.11.2 to ensure that the pressure and temperature
emergency generator is feeding. After load rises are in line with the manufacturer’s
transfer, the emergency generator will shut down recommendations.
automatically. Place the emergency generator in 2.12.1
standby mode.

At approximately 2 bar, close the drum vent 3.3.3

valves BV212(x2) when steam is seen to be
Put the central sea water system into operation. 2.3.2 issuing from them.
Put the central fresh water cooling system into 2.4.1
operation.

At approximately 2.5 bar, close the superheater 3.3.3

and attemporator drain valves BV309 (x6),
Put the control and GS air system into 2.9.1 BV316 (x2), BV319 (x2). Throttle the drains
operation. 2.9.2 from the superheater outlet manifold BV323
and BV304B until they are slightly open.

Put the fire detection system into operation. 5.8

Fill the boiler until the water level is approximately
100 mm above the bottom of the gauge glass.
Ensure that all main line steam drain valves 3.3.3
are open. At approximately 10 bar, open the
main stop warming through valves BV303,
BV318, BV321 and DS015 supplying
3.3.3 warming through steam to the superheated
and desuperheated steam lines.

Issue: 1 - December 2006 IMO Number: 9321770 Section 1 - Page 1 of 12


At approximately 12 bar, close the superheater
outlet master drain valve BV323. Whilst ensuring
the water level remains at a normal level, slowly
open the main stop valves to the superheated
and desuperheated steam systems.
Open the steam supply to the external
desuperheater. Start the desuperheater
spray pump and open the steam supply to
the air heater. Open the steam valves to one
FO settling tank, directing the drains to the
contaminated drain system.
Open the steam supply and drains to one FO
heater and allow the DO temperature to rise
until it reaches 70°C.
Warm through and drain the atomising steam
line.
Warm through and drain a main feed pump.
Change the burner over to HFO and shut down
the DO supply.
Change the burner atomising to steam supply
and isolate the atomising air supply.
As the steam pressure rises, initially use the cold
start feed pump intermittently on the auxiliary
feed line, then change over to continuous feed
using the auxiliary feed pump on the main feed
line when the feed demand is sufficient. With the
boiler now being fired on HFO, the fuel pressure
will require adjusting to maintain a steady
and safe pressure rate rise. Raise the HFO
temperature steadily to maintain a viscosity at
the burner inlet of approximately 18 cSt.
(For IFO380, this equates to approximately
120°C).
Issue: 1 - December 2006
Methane Nile Eagle
3.3.3
At approximately 30 bar, commence warming
through the steam supply to one turbine
generator by opening the gland steam and
raising the vacuum as well as warming through
the main steam line. The exhaust steam should
be directed to the auxiliary condenser.
Adjust the boiler water level and change the
FWC to AUTO on the BGB.
At approximately 18 bar, start one main feed
pump to maintain the boiler level. Adjust the
water level using the manual input of the feed
water controller.
The main feed pump exhaust will go to either
the deaerator or the auxiliary condenser.
3.3.3
Put the auxiliary condenser condensate and
main drain systems in to operation. Ensure that
the vacuum pumps are supplied with sealing and
cooling water. Check the level in the separator
2.6.3 tank for the vacuum pump and start that pump.
Open the vacuum pump suction valve. Start the
vacuum pump and raise the auxiliary condenser
vacuum.
3.3.3
At approximately 15 bar, close the internal
desuperheater inlet drain valves BV305 and
BV311. Steam raising is now proceeding under
the control of the ACC ‘Hot Start’ program. The
FO and air flows are under the control of the
ACC.
Start the auxiliary sea water circulating pump to
supply the auxiliary condenser. Ensure that the
drain pump system is supplying the deaerator.
IMO Number: 9321770
Machinery Operating Manual
At approximately 50 bar, start a turbine 3.3.3
generator.
3.3.3 The start-up piston valve BV322 will close
automatically under the control of the ACC.
Change the STC to AUTO in the Engine Control
Room. Change the manual loader of the steam
dump, steam temperature, FWC and fuel gas to
REMOTE/AUTO.
Parallel the turbine generator with the auxiliary
diesel generator.
2.2.3
Continue to raise the steam pressure to 59 bar. 3.3.3
Ensure that the KHI PLC has taken control of
the boiler. The boiler should now be supplying
normal steam pressure to the turbine generator,
the feed pump and the auxiliary steam lines.
Ensure all controls are in REMOTE and
AUTOMATIC modes.
Unload and shut down the auxiliary diesel
generator.
Start up all the remaining auxiliaries -
2.11.5 refrigeration units / air conditioning units / fans
not in use / galley and accommodation supplies
etc.
(Note: If the vessel is in dry dock, or alongside
a shore installation, electrical power may be
3.3.3 supplied through the shore breaker.
However, this is normally used for dry dock
purposes when separate arrangements
are made for cooling water supplies to air
compressors / refrigeration and air conditioning
units.)
2.3.1
Ship in Live Condition
Section 1 - Page 2 of 12

1.2 To Prepare Main Plant for Operation (Raising Steam)
One Boiler in Operation
and Auxiliary Plant
Operational
Open the vents on the steam drum and
superheater, and the drains on the desuperheater
and superheater, on the non-operational boiler.
Fill the boiler to approximately 80 mm below the
normal operating level, using the cold start feed
pump on the auxiliary feed system, with suction
and recirculation from the distilled water tanks.
Ensure careful use of the filling valve and closely
monitor the tank and boiler water levels.
Commence circulating fuel oil through the main
fuel rail to raise the temperature.
Start the forced draught fan.
Open atomising steam to the burners.
Supply steam to the air heater.
Reset all boiler trips.
Place the boiler controls on manual and local in
the BGB panel.
Allow the fuel temperature to rise to
approximately 90°C. Purge the boiler furnace.
When the purge sequence is completed, flash
the boiler and adjust the air and fuel to the
minimum for good combustion.
(Note: The length of time the boiler has been
out of operation governs the amount of time to
allow for raising steam. The longer the unit has
been off line, the greater the number of flashes
and soaks should be allowed, before continuous
firing.)
Issue: 1 - December 2006
Methane Nile Eagle
Slowly raise the steam pressure. At
approximately 2.0 bar and with steam emitting
from the steam drum vent, close the vent
valve.
2.1.1
Continue to raise the steam pressure, closing in
the various drains as required to maintain good
3.3.3
drainage without excessive water loss.
Isolate the auxiliary feed line to normal condition
and line up the main feed line from the main
feed pump.
3.3.3 Maintain water level control on manual.
3.3.3 At approximately 49 bar, open up the
desuperheated system main valve bypass
valve. Allow the pressure to increase to that of
the in-use boiler and float the boiler on-line by
opening the desuperheated main stop valve and
closing the drains and the bypass valve.
Change the boiler controls to REMOTE and
AUTO. Ensure that the FWC, ACC and STC
have taken control of the boiler.
3.3.3
Before opening the superheater valves, ensure
the line drains to the in-use main feed pump and
turbine generator are open. Allow the superheat
temperature to rise until it slightly exceeds the
saturation temperature.
IMO Number: 9321770
Machinery Operating Manual
Slowly open the superheat main stop valve
in small increments, ensuring the superheat
3.3.3 temperature does not drop below the saturation 3.3.3
temperature and start to bring the superheat
steam on line. Whilst the stop valve is
being opened incrementally, the superheat
temperature will drop slightly with each opening
movement. The lifting of the valve will be
accompanied by a sharp temperature rise and
no further drops when the valve is incrementally
opened. The valve can then be fully opened.
3.3.3
Close all drains and vents.
Check again that the BMS has normal control of
combustion and level control, and both boilers
are sharing the load. The plant is now operating 3.3.2
3.3.3 with two boilers, one turbine generator and one
main feed pump, with exhausts and dumps to
the auxiliary condenser.
Ensure that all drains from the main condenser
sea water pipes are closed. Start the main 2.3.1
SW circulating pump to the main condenser,
3.3.3 ensuring all valves on the system are open.
Check all main turbine LO system lines are
satisfactory, with the LO cooler drain valves
closed. Stop the dehumidifier. 2.7.1
Ensure that the level in the main sump is
correct.
Start the LO purifier as required.
Start one auxiliary LO pump and allow the
system to circulate.
Check all sight glasses on bearings and gearing
for oil flow.
3.3.3 Ensure the LO gravity tank is overflowing.
Start the stern tube and shaft seal LO system. 2.7.2
Section 1 - Page 3 of 12

Start the main turbine turning gear.
Open the central fresh water cooling system
to the main turbine LO cooler.
Open the suction / discharge / casing vent to
one of the main condensate pumps. exhaust dumps to the main condenser and
Fill the main condenser to a working level from a
distilled tank. Start the main condensate pump.
Ensure that the standby vacuum pump is
supplied with sealing and cooling water. Check
the level in the separator tank for the vacuum
pump and start the standby pump. Open the
vacuum pump suction valve and bypass valve.
When the vacuum reaches 300mmHg, close the
suction valve leaving the bypass valve open.
Keep the condenser vacuum in the range of
250-300 mmHg for 1½ hours.
Open the warming through valves ST051F and
ST052F from the desuperheated steam system,
ensuring the drains to the atmospheric drain
tank are open. Warm the line slowly by opening
valves SS408F and SS409F, whilst continuing
to turn the turbine using the turning gear.
Start the gland exhaust fan. Drain and warm
through the supply steam line to the gland
steam make-up system by opening the drain
valves to the atmospheric drain tank. Open
the make-up controller inlet valve and outlet
valve and the spill controller inlet valve and
outlet valve. Ensure that the make-up and
dump controllers are operating correctly. Adjust
the gland packing steam pressure so that it is
approximately 0.2 bar.
Issue: 1 - December 2006
Methane Nile Eagle Machinery Operating Manual
Once the turbine has been warming through 3.4.1
3.4.1 for a minimum of one hour, confirm that the
vacuum pump suction valve is open and close
the bypass. Confirm the condenser vacuum
rises above 722 mmHg. One at a time, transfer
the turbo generator exhaust steam, HP spill,
2.4.1 main dump and drains from the auxiliary to the
main condenser
2.2.1. The plant is now operating with both boilers, all 2.5.1
2.14.3. both main condensate and atmospheric drains
condensate systems in use.
The main turbine has its vacuum raised with
gland steam in use. The main turbine and stern
tube LO systems are in use. The main turbine is
2.3.2 being turned with the turning gear.
2.2.1
Before isolating the auxiliary condenser, check
again that all the exhaust and drain systems
are transferred from the auxiliary to the main
condenser.
Isolate and shut down the auxiliary condenser
and associated condensate system.
3.4.1
Ensure that all pumps in use are set to DUTY
at the IAS and that second pumps are set to
standby conditions, with all required valves
open.
When the auxiliary condenser has cooled down, 2.3.1
2.1.7 shut down the SW cooling system and stop the
auxiliary circulating pump.
Main Plant Ready For
Operation
IMO Number: 9321770 Section 1 - Page 4 of 12

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
Two Boilers in Operation.
Main Condenser Vacuum
Raised.
Main Turbine Turning Gear
in Operation.
One bypass valve on main
turbine stop valves
should be fully open 12
hours prior to warming
through the main engine.
Prepare and run up the second turbine
generator. Place the second generator on the
main switchboard in parallel with the generator
in use.
Ensure that the diesel generator is on standby
and ready to run, should it be required.
Once loading arms are confirmed as
disconnected, confirm that the auto drain
valve T-51 is open, allowing the line to warm
through up to the 3 mm orifice. Check the line
temperature on the local thermometer.
Issue: 1 - December 2006
Methane Nile Eagle
Check and inspect the steering gear systems,
ensuring the LO levels and hydraulic oil levels
are correct. manoeuvring console.
As each unit is tested, check all movements of
the rams and rudder are satisfactory and as
required. Maintain contact with the bridge as
these tests are undertaken.
Check that the manoeuvring valve control are
set to zero opening, then open the manoeuvring
valve control oil inlet valve OL227F. Ensure the
manoeuvring valves remain closed.
2.11.1
2.12.2
Close the main turbine warming through valves
ST051F, ST052F, SS408F and SS409F.
2.11.2
Advise the bridge that the main turbine will be
operated and confirm that the propeller area is
clear. Disengage the turning gear.
2.2.1
NOTE: At this point, the boiler steam outlets
temperature (BP051 and BS051) and the
manoeuvring valve steam inlet temperature
(MT026) should be recorded. If the differential
is over 30°C, the pipes require more warming
through and vibration of the HP turbine may
occur.
IMO Number: 9321770
Machinery Operating Manual
Press the red TRIP RESET pushbutton on the 3.4.1
manoeuvring console and NABSCO cabinet.
Test the remote trips as required at this stage
and RESET when complete. Press the green
WARMING THROUGH pushbutton on the
2.10
Ensure an engineer is positioned at the main 3.4.1
turbine side and place the main turbine on ECR
and Direct Control. Turn the main turbine astern
and then ahead at a maximum 6 rpm using the
DIRECT CONTROL switch. Always start by
going astern.
2.1.1
NOTE: With the engine warming through on 3.4.1
only one bypass valve, the maximum theoretical
rpm achievable is approximately 19 rpm. With
the warming through programme engaged, the
turbine will trip if the speed exceeds 12 rpm
3.4.1 ahead or astern.
Once confirmation is received from the main 3.4.1
turbine side that all is in good order, continue
turning the main turbine ahead and astern at a
maximum 6 rpm.
NOTE: Ideally the main steam line temperature 3.4.1
(tag No.MT026) should reach at least 300°C
2.7.1 and the HP turbine steam chest (tag No.MT031)
250°C before standby.
At this point, when the deck officer is available 3.4.1
on the bridge, proceed with following test:
With the main turbine controls on manual- stop,
move the telegraph lever to all its points, and
prove the turbine room control unit follows and
answers the bridge unit.
Section 1 - Page 5 of 12
 Methane Nile Eagle
About fifteen minutes before standby, open the
main stop valves SS001F and SS002F and
close the open bypass valve. The engine should
continue to be turned as before.
At Standby Engines, transfer the main turbine
control mode from the ECR to Wheelhouse and
engage AUTOSPINNING mode. Reconfirm that
both main stop valves are open and the bypass
valve is shut.
As required by international rules, ensure all the
information concerning the above being carried
out is recorded along with the times at which
each section is completed.
NOTE: AUTOSPINNING and wheelhouse
control must not be engaged until the desired
temperatures outlined above have been
achieved. This will only be achieved after the
main stop valves have been opened and the
bypass valve closed. If the main steam inlet
temperature falls below 270°C or the turbine
steam chest temperature falls below 220°C,
then AUTOSPINNING should be disengaged
and the turbine warmed through under direct
control as outlined previously.
NOTE: An engineer must be present in the ECR
at all times while the vessel is alongside a jetty
with the main turbine on autospin.
The Main Turbine is Now
Ready to Put to Sea
Issue: 1 - December 2006 IMO Number: 9321770
Machinery Operating Manual
3.4.1
3.4.1
CAUTION
When the temperature differential between the 3.4.1
boiler superheater outlet temperature and the
manoeuvring valve inlet temperature is greater
than 30°C, the steam pipes have not received
sufficient warming time. When this is the case,
attention must be paid to avoid excessive HP
turbine vibration.
When this temperature differential is present
and the engine is at half ahead or greater
speed, the HP turbine vibration levels must be
monitored until the temperature differential has
3.4.1 disappeared.
If the HP turbine vibration level is above 20 µm/s,
the level must be constantly monitored.
If the HP turbine vibration level increases
above 30 µm/s, the engine revolutions must be
decreased sufficiently to reduce the vibration
level below 10 µm/s.
3.4.1
Section 1 - Page 6 of 12

1.4 To Change Main Plant from Manoeuvring to Full Away
Vessel Is Manoeuvring On
Bridge Control
Bridge informs the ECR that the vessel is full
away on passage (FAOP), and indicates as
such by moving the telegraph to NAVIGATION
FULL and the RUN UP indictor pushbutton
should be switched to ON..
Record the following:
Time
Main engine revolution counter reading
VAF Fuel oil meter reading
Start a new voyage on the KYMA.
Gas fuel meter reading
Allow the main engine revolutions to increase
as per the timed program, which will open the
manoeuvring valves a set amount over a set
period of time until it is fully open. This will
take approximately 40 minutes from full ahead
manoeuvring revolutions to full sea revolutions
Confirm during the timed program load increase
at the preset sequence whether the following
functions are automatically activated. At about
50 rpm the main feed pump recirculation valve
closes and stern tube PAP system is ON. The
astern guardian valve is to be closed when
the telegraph is switched from manoeuvring
to navigation. Open the No.6 and No.4 extra
groups of main engine nozzles as required by
the pushbutton on the main turbine console,
as early as possible after 'Navigation Full' has
been signalled to avoid any possible rapid drop
of temperature at the main turbine steam chest
Issue: 1 - December 2006
Methane Nile Eagle Machinery Operating Manual
Confirm that the scoop is on at 63 rpm and 2.3.1
that the main circulating pump stops. When the
scoop is in use, ensure that the main condenser
vacuum and temperature are maintained.
The main turbine drains, bleed valves and LO
pump are automatically controlled as per the 2.6.3
revolutions. Ensure that these functions occur
and that the systems are functioning normally
following change over. Change over to the
condensate cooled evaporator from the sea
water cooled evaporator.
When the timed program is complete and the 2.7.1
main turbine conditions and the BMS are both
stable, change to BOG burning only if required
or remain on dual fuel burning
Remove one turbine generator from the main
switchboard, allow it to run light for a few 2.8.1
minutes to cool down.
(NOTE: It is possible to test the turbine generator
trips while the unit is in this condition.)
3.4.1
Stop the disconnected turbo generator. Engage
and start the turning gear and allow the turbine 2.14.1
to rotate with the vacuum established and the
LO pump running whilst it cools down further.
Provided that the unit is to be stopped for a
considerable period, the gland steam can be
shut off eventually and the unit left to turn with
all valves secure and only the auxiliary LO pump
running.
IMO Number: 9321770 Section 1 - Page 7 of 12
 Methane Nile Eagle Machinery Operating Manual

Confirm with the bridge that the boilers may be 2.12.2

soot blown and proceed as appropriate.

Pump the contents of the bilge tank overboard 2.11.1

through the oily water separator unit. Note that
MARPOL regulations apply.

When full sea speed has been achieved, make

final adjustments to the plant to give optimum
performance at the required speed.
Refer to the heat balance diagrams.

The vessel is now at Full Away conditions, on

bridge control.

The turbo/diesel generator may now be enabled

for load dependant stop if required.

Vessel Is Full Away

On Bridge Control

Issue: 1 - December 2006 IMO Number: 9321770 Section 1 - Page 8 of 12


1.5 To Change Main Plant from Full Away to Manoeuvring Condition
Vessel Is At Full Away
Revolutions
On Bridge Control
Approximately 2 hours before manoeuvring
operations are to commence, run up the standby
turbine generator. ensures the correct amount of cooling water
(Note: Trips may be tested at this time. When
the unit is up to speed, parallel with the unit
already on the main switchboard.)
Approximately 1 hour before manoeuvring
operations are to commence, request the bridge
to bring the telegraph position to navigation low
rpm gradually on the telegraph vernier over 40
minutes. When the slow down is complete and
the main engine is at navigation low revolutions,
it is then possible to move to standby full
ahead.
As the main turbine rpm and the bleed steam
pressures reduce, ensure the automatic
valves close and the make-up valves open as
required.
If the main boilers are on BOG burning only,
change to dual fuel burning on both.
Issue: 1 - December 2006
Methane Nile Eagle Machinery Operating Manual
2.11.1 Ensure that the main circulating pump starts, the 2.3.1 Change to the sea water cooled evaporator, 2.14.1
valve opens and the scoop valve closes. This as only distilled water is allowed to be
manufactured.
to the main condenser is maintained as the
2.12.2 vessel’s speed drops.
When the bridge notifies the engine room of end
of passage, press the STANDBY pushbutton on
When the telegraph lever is switched to 2.2.3 the telegraph and record the following:
manoeuvring rpm, the astern guardian valve Time
opens. The turbine drains will have already Main engine revolution counter
3.4.2 opened and the feed pump recirculating valve VAF Fuel oil counter
opens during manoeuvring. Fuel oil settling tank levels
Diesel oil service tank level
Fuel and diesel oil bunker tank levels
Distilled and FW tanks levels
Fuel gas counter reading
EOP new voyage on the KYMA
As the turbine rpm continues to fall, the main 2.2.1
condensate recirculation valve will open.
This allows condensate to return to the
2.1.5 main condenser hot well, ensuring a level is
maintained for the condensate pumps.
The main turbines are now ready for movements
via bridge control.
Ensure that the load dependant stop for the 3.6
turbo/diesel generator is disabled.
3.3.3 The Plant is Prepared For
Manoeuvring
IMO Number: 9321770 Section 1 - Page 9 of 12

1.6 To Secure Plant at Finished with Engines (FWE)
The Vessel is Manoeuvring
on Bridge Control
When all movements of the main turbine are
completed, the bridge will transfer the control of
the main turbines to the engine room and place
the telegraph at STOP. Press FWE pushbutton
on the telegraph.
Change the mode switch to DIRECT control.
Close the main turbine steam stop valves
SS001F and SS002F from the boilers and
confirm the bypass valves are shut.
From the ECR, evacuate the main steam line
pressure to zero, using the main turbine ahead
and astern manoeuvres. The shaft revolutions
must not exceed 6 rpm during this period.
Once the main steam line pressure has been
reduced to zero, ensure that the 'Manoeuvring
Valve Closed' light is illuminated and that the
manoeuvring valve indicator is at the zero
position.
Operate the main turbine EMERGENCY TRIP
switch at the main turbine emergency gauge
board so as to leave the turbine in a tripped
condition.
Issue: 1 - December 2006
Methane Nile Eagle
CAUTION: The main turbine must not be
stationary for more than three minutes whilst
the condenser is under vacuum.
Close the manoeuvring valve control oil supply
valve OL227F.
Ensure the turbine has stopped before engaging
3.4.1 the turning gear. Once the turbine has stopped,
engage and start the turning gear. Check the
ammeter reading.
3.4.1
Close the main turbine warming-up valve in
order to keep the turbine warm for as long as
possible.
3.4.1
Notify the bridge that the main engine is
completely shut off and secured.
3.4.1 Once the steam chest temperature has fallen to
150°C, open fully the master warming through
valves ST051F and ST052F and slowly open
both the double shut-off warming through valves
SS408F and SS409F.
Check the turning gear ammeter to ensure that
3.4.1
the motor load is unchanged. If there is any
increase, close the warming through valves
immediately.
IMO Number: 9321770
Machinery Operating Manual
Maintain a full vacuum on the main condenser 3.4.1
as for normal operations.
Start the gear casing dehumidifier. 3.4.1
3.4.1
An entry is to be made in the Engine Room 3.4.1
Movement Book for the following items,
3.4.1 indicating the event and the time they where
completed:
• Main turbine on ECR
• Main turbine on ECR direct control
• Main turbine stop valves closed
• Main turbine emergency trip tested and
turbine remains in tripped condition
• Turning gear engaged and running normally
3.4.1
CAUTION: Under no circumstances is the main
turbine to be rotated using superheated steam
via the main manoeuvring valve whilst the cargo
loading arms are connected. To prevent this, at
3.4.1 all times whilst the cargo loading arms are
connected, the control oil supply valve OL227F
to the manoeuvring valve actuator must be
closed to prevent accidental operation.
3.4.1
Stop both steering gear motors. 2.12
The Engine Room is now Ready
3.4.1 for Cargo Operations
Section 1 - Page 10 of 12

1.7 To Secure Plant for Dry Dock
Vessel Is at Finished With
Engines And In a Live
Condition
Take one of the turbine generators off load,
allow it to run light for a few minutes before
stopping it.
Allow the turbine to rotate on the turning gear
while the unit cools down.
Close the steam inlet and exhaust valves.
Close the gland steam make up and spill
valves.
Start up the diesel generator and place on the
switchboard in parallel with the in-use turbine
generator.
Ensure the main turbine boiler steam stop and
warming through valves are shut.
Shut down the evaporators.
Shut down the purifiers.
Using the load ratio, reduce one boiler to
minimum load. Switch over the burner control
to MANUAL and press the No.1 burner OFF
pushbutton.
Issue: 1 - December 2006
Methane Nile Eagle Machinery Operating Manual
Close the superheated and desuperheated
steam master valves. 2.1.1
Close the main feed water valves, put the feed 2.1.2
control to manual. 2.2.4
Allow the diesel generator to take the entire
switchboard load and take the in-use turbine
Isolate the fuel oil and steam valves at the 2.6.3 generator off load. 2.12.5
burner rail and pull out all the burners. Stop the turbine generator, close all steam/ 2.12.2
Stop the FD fan and close the vanes. 3.3.3 exhaust and gland steam valves. 2.11.1
2.12.2 Shut off the steam to the air heater. 2.1.4
Allow it to rotate on the turning gear while
cooling.
Allow the shut down boiler pressure to fall away, 2.1.1
2.11.1 opening the drum vent when the pressure is Switch the burner control of the in-use boiler
approximately 2 bar. to MANUAL and press the NO.1 burner OFF
pushbutton. 3.3.3
Close the superheater and desuperheater 2.2.4
master valves. 2.1.1
2.11.2 Shut off the steam supply to the in-use boiler 2.1.5 Change the main feed pump control to MANUAL.
2.12.2 fuel oil heater. the main feed pump will stop by itself. All steam
When the fuel temperature falls to approximately supply will cease.
90°C, open the fuel supply to the boiler fuel
pump from the diesel oil service tank and close
all valves from the heavy fuel oil service tanks.
Change the atomising steam supply over to 2.6.3 Isolate the fuel oil and steam valves at the 2.6.3
2.1.1 atomising air supply, from the general service air
burner rail and pull out all the burners.
system, to the in-use boiler. Stop the FD fan and close the vanes. 3.3.3
NOTE: Changing over from Fuel oil to Diesel oil Shut off the steam to the air heater. 2.1.4
will cause the boiler to trip and it will need to be
restarted.
2.14.1
Allow the shut down boiler pressure to fall away, 2.1.1
opening the drum vent when the pressure is
As diesel oil is used throughout the system, the 2.6.3 approximately 2 bar.
2.7.3 HFO will be replaced by the diesel oil. This will
be required in preparation for the flash-up cycle
when no heat will be available for the HFO.
Allow the DO to flow through both fuel heaters,
and through the recirculation rail at the burner Stop the in-use vacuum pump, and close all
3.3.2 manifolds on both boilers. valves.
Crack open main condenser vacuum breaking 2.2.1
valve.
The main condenser vacuum will now fall.
Shut down the auxiliary steam system. 2.1.6
IMO Number: 9321770 Section 1 - Page 11 of 12
 Methane Nile Eagle Machinery Operating Manual

Shut the gland steam make-up and spill valves 2.1.6

to the main turbine. Stop the gland exhaust fan.

Trip the main diesel generator from the 2.12.2

switchboard, allow it to run light to cool down
With the boiler shut down, there should be no before stopping. 2.11.2
more drains returning to the atmospheric drains Start the emergency diesel generator to supply
tank. 2.2.4 the lighting, ventilation, central SW and FW 2.11.3
Shut the deaerator outlet valve to the main feed cooling systems to cool down the main diesel
pump suction. 2.14.3 generator and air compressors.
Shut the in-use distilled tank outlet valve to the
make-up line.

Stop the in-use central sea water cooling pump 2.3.2

and the central fresh water cooling pump. 2.4.1
Stop the in-use main condensate pump.
Close the main condensate recirculating valve, 2.2.1
to prevent any water returning to the main
condenser.
Stop the control and general service air
compressors. 2.9.2
Stop the air dryers.
Stop the refrigeration and air conditioning units,
and wait for the shore cooling water supply 2.13
before restarting.
The main plant is now shut down.

When the main condenser has cooled, the sea 2.3.1

water circulating pump can be stopped and all When the dockyard has connected the electrical
valves closed. supply to the shore breaker, the emergency 2.12.4
generator can be tripped from the emergency 2.12.6
switchboard and the shore supply breaker put
on.
Stop the main turbine turning gear after 3.4.1
approximately 6 hours.
Stop the main turbine LO pump. 2.7.1
Stop and isolate the stern tube seal LO 2.7.2 The Plant is Now Secure in Dry
systems.
Dock and On Shore Power

Isolate and take off standby all the non-running

pumps and machinery.

Issue: 1 - December 2006 IMO Number: 9321770 Section 1 - Page 12 of 12

Section 2: Ship’s Systems

2.1 Steam Systems

2.1.1 Heat Balance and Flow Diagrams

2.1.2 Superheated Steam System

2.1.3 Desuperheated Steam System

2.1.4 Steam Dump and Generator Turbine Exhaust System

2.1.5 Main Turbine High Pressure, Medium Pressure Bleed

and High Pressure Exhaust Steam Systems

2.1.6 Low Pressure Steam Service System

2.1.7 Gland Steam Packing and Leak-Off System

2.1.8 Low Pressure Bleed and Fresh Water Generator

Service System

Illustrations

2.1.1a - l Heat Balance and Flow Diagrams

2.1.2a Superheated Steam System

2.1.3a Desuperheated Steam System

2.1.4a Steam Dump and Generator Turbine Exhaust System

2.1.5a Main Turbine HP, MP Bleed and HP Exhaust Steam

Systems

2.1.6a Low Pressure Steam Service System

2.1.7a Gland Steam Packing and Leak-Off System

2.1.8a Low Pressure Bleed and Fresh Water Generator Service

System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Section 2.1.1: Heat Balance and Flow Diagrams
Illustration 2.1.1a Heat Balance and Flow Diagram at Ballast Voyage (Sea Trial), 90% MCR and 100% Fuel Oil Burning
146.7H
145.0T Economiser
Distilled Water
101,775.6G 8,096.0G Tank
697.0H 697.0H 548.0H Condensate Cooled
90,187.4G 81,560.5G 72,136.9G FW Generator
831.4H 829.0H 5.8P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,523,2G
Main
287.0T 100,252.4G 91,332.4G
697.0H 648.0H Condensate
1,523.2G 60.0P 58.5P
8,626.9G 9,423.6G Pump 33.0H
59.5P 1.3P Main 80,232.9G
Main Boilers Condenser 82.0H
748.0H IP
Bleed 3,031.0G
15.0P LP Bleed 3,031.0G
687.0H
HP Bleed 860.0G LP Turbine
285.0G
650.6H 692.4H
0G 1,898.8G 697.0H 384.0G
729.0H 50.0G
HP 4,824.6G Gland Steam
817.2G Feed Water 5,709.5G Condenser
Loss
Heater Air Heaters
97.6H
94.0G 0H 50.6H
Sootblowers 94,217.2G
0G 142.0H 53.4H

151.0H Deaerator
612.0G 4,824.6G
Steam to Burners 136.6H
95.0H
0G
133.4H Low Pressure
101,775.6G Feed Water
0G
Heater
0G
102.0H 80.0H
0G 11,217.0G
Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
0G
Glycol Water Heater Pumps and Turbines 745.0H A B
0G 3,820.0G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 72.4H Tank
5,065.0G
0G 14,057.8G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
5,100.0G 0G 0G 0G Atmospheric Drain
50.0G Tank Pump
Fuel Oil Tanks 1,262.0kW 587.0H
775.0H Auxiliary
Condenser
0G Engine Room
0G 0G Ship Condition - 90% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 35,550 SHP

626.4G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 7,592.08 kg/h
Drain Cooler 783.4G 0kW 0H Key Fuel Consumption (Gas) 0.0 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,262 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
112.4G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
933.4G Boiler Efficiency (Gas) 84.0 %
Auxiliary Fresh Water Fuel Oil Rate 213.56
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 1 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1b Heat Balance and Flow Diagram at Laden Voyage, 100% MCR and 100% Fuel Gas Burning

146.7H
145.0T Economiser
Distilled Water
117,313.4G 10,176.0G Tank
703.0H 703.0H 551.0H Condensate Cooled
100,624.8.8G 90,326.2G 79,868.9G FW Generator
831.4H 829.0H 6.5P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,291.1G
Main
287.0T 116,022.3G 104,736.6G
703.0H 653.0H Condensate
1,291.1G 60.0P 58.5P
10,298.6 10,457.3G Pump 33.0H
59.5P 1.5P Main 90,044.9G
Main Boilers Condenser 82.0H
753.0H IP
Bleed 3,031.0G
16.8P LP Bleed 3,031.0G
687.0H
HP Bleed 3,826.8G LP Turbine
285.0G
650.6H 692.4H
0G 2,210.7G 703.0H 384.0G
729.2H 50.0G
HP 5,573.7G Gland Steam
962.1G Feed Water 6,605.8G Condenser
Loss
Heater Air Heaters
97.4H
47.0G 0H 48.7H
Sootblowers 108,546.9G
0G 142.0H 51.2H

151.0H Deaerator
282.0G 5,573.7G
Steam to Burners 136.3H
95.0H
0G
133.4H Low Pressure
117,313.4G Feed Water
0G
Heater
0G
102.0H 80.0H
13,000.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
959.0G 4,105.7G
BOG/Warm-Up Heater
Drain Cooler
1,360.0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
2,469.0G 75.5H Tank
7,145.0G
0G 18,856.6G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
7,180.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,810kW 587.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 100% MCR (Fuel Gas Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 39,500 SHP

0G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 0.0 kg/h
Drain Cooler 1,712.5G 0kW 0H Key Fuel Consumption (Gas) 7,476.60 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,810 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
528.9G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 87.9 %
661.9H T: Temperature (ºC)
4,181.5G Boiler Efficiency (Gas) 83.4 %
Auxiliary Fresh Water Fuel Oil Rate 224.49
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 2 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1c Heat Balance and Flow Diagram at Laden Voyage, 100% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
114,827.5G 8,746.0.0G Tank
703.0H 703.0H 551.0H Condensate Cooled
100,835.8G 90,838.0G 80,453.9G FW Generator
831.4H 829.0H 6.5P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,551.4G
Main
287.0T 113,276.0G 103,476.0G
703.0H 653.0H Condensate
1,551.4G 60.0P 58.5P
9,997.8G 10,384.1G Pump 33.0H
59.5P 1.5P Main 89,199.9G
Main Boilers Condenser 82.0H
753.0H IP
Bleed 3,031.0G
16.8P LP Bleed 3,031.0G
687.0H
HP Bleed 2,355.2G LP Turbine
285.0G
650.6H 692.4H
0G 2,159.1G 703.0H 384.0G
729.2H 50.0G
HP 5,416.6G Gland Steam
899.4G Feed Water 6,458.2G Condenser
Loss
Heater Air Heaters
97.4H
94.0G 0H 48.9H
Sootblowers 106,260.2G
0G 142.0H 51.4H

151.0H Deaerator
558.0G 5,416.6G
Steam to Burners 136.4H
95.0H
0G
133.4H Low Pressure
114,827.5G Feed Water
0G
Heater
0G
102.0H 80.0H
12,770.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
0G 4,050.0G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 73.9H Tank
5,715.0G
0G 17,278.6G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
5,750.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,475kW 587.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 100% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 39,500 SHP

711.0G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 8,617.25 kg/h
Drain Cooler 2,423.5G 0kW 0H Key Fuel Consumption (Gas) 0.0 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,475 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
325.5G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 87.9 %
661.9H T: Temperature (ºC)
2,573.5G Boiler Efficiency (Gas) 83.4 %
Auxiliary Fresh Water Fuel Oil Rate 218.16
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 3 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1d Heat Balance and Flow Diagram at Laden Voyage, 90% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
103,023.4G 8,216.0G Tank
697.0H 697.0H 548.0H Condensate Cooled
89,837.3G 81,048.8G 71,683.3G FW Generator
831.4H 829.0H 5.8P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,531.0G
Main
287.0T 101,492.4G 92,422.4G
697.0H 648.0H Condensate
1,531.0G 60.0P 58.5P
8,788.4G 9,365.5G Pump 33.0H
59.5P 1.3P Main 79,899.3G
Main Boilers Condenser 82.0H
748.0H IP
Bleed 3,031.0G
15.0P LP Bleed 3,031.0G
687.0H
HP Bleed 2,300.1G LP Turbine
285.0G
650.6H 692.4H
0G 1,924.7G 697.0H 384.0G
728.7H 50.0G
HP 4,883.9G Gland Steam
825.0G Feed Water 5,815.9G Condenser
Loss
Heater Air Heaters
97.4H
94.0G 0H 50.7H
Sootblowers 95,332.9G
0G 142.0H 53.5H

151.0H Deaerator
612.0G 4,883.9G
Steam to Burners 136.5H
95.0H
0G
133.4H Low Pressure
103,023.4G Feed Water
0G
Heater
0G
102.0H 80.0H
11,218.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
0G
BOG/Warm-Up Heater 3,850.0G
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 73.7H Tank
5,185.0G
0G 15,630.1G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
5,220.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,285kW 587.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 90% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 35,550 SHP

634.1G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 7,685.34 kg/h
Drain Cooler 2,346.6G 0kW 0H Key Fuel Consumption (Gas) 0.0 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,285 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
300.5G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
2,496.6G Boiler Efficiency (Gas) 84.0 %
Auxiliary Fresh Water Fuel Oil Rate 216.18
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 4 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1e Heat Balance and Flow Diagram at Laden Voyage, 90% MCR and 100% Fuel Gas Burning

146.7H
145.0T Economiser
Distilled Water
104,984.5G 9,446.0G Tank
687.0H 697.0H 548.0H Condensate Cooled
89,643.7G 80,605.1G 71,174.3G FW Generator
831.4H 829.0H 5.8P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,213.4G
Main
287.0T 103,771.1G 93,441.1G
697.0H 648.0H Condensate
1,213.4G 60.0P 58.5P
9,038.6G 9,430.8G Pump 33.0H
59.5P 1.3P Main 80,620.3G
Main Boilers Condenser 82.0H
748.0H IP
Bleed 3,031.0G
15.0P LP Bleed 3,031.0G
687.0H
HP Bleed 3,512.4G LP Turbine
285.0G
650.6H 692.4H
0G 1,968.0G 697.0H 384.0G
728.3H 50.0G
HP 5,013.6G Gland Steam
884.4G Feed Water 5,923.0G Condenser
Loss
Heater Air Heaters
97.4H
47.0G 0H 50.5H
Sootblowers 97,143.5G
0G 142.0H 53.3H

151.0H Deaerator
282.0G 5,013.6G
Steam to Burners 136.5H
95.0H
0G
133.4H Low Pressure
104,984.5G Feed Water
0G
Heater
0G
102.0H 80.0H
11,413.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
860.0G 3,880.0G
BOG/Warm-Up Heater
Drain Cooler
1,090.0G 90.0H 14.0G Atmospheric Drain
LNG Vaporiser
2,100.0G 75.4H Tank
6,415.0G
0G 16,823.3G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
6,450.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,620kW 587.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 90% MCR (Fuel Gas Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 35,550 SHP

0G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 0.0 kg/h
Drain Cooler 1,712.5G 0kW 0H Key Fuel Consumption (Gas) 6,642.24 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,620 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
458.9G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
3,812.5G Boiler Efficiency (Gas) 84.0 %
Auxiliary Fresh Water Fuel Oil Rate 221.93
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 5 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1f Heat Balance and Flow Diagram at Laden Voyage, 90% MCR and Dual Fuel Firing

146.7H
145.0T Economiser
Distilled Water
104,523.6G 9,446.0G Tank
697.0H 697.0H 548.0H Condensate Cooled
89,946.4G 80,951.6G 71,472.1G FW Generator
831.4H 829.0H 5.8P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,540.5G
Main
287.0T 102,983.1G 92,673.2G
697.0H 648.0H Condensate
1,540.5G 60.0P 58.5P
8,994.7G 9,479.5G Pump 33.0H
59.5P 1.3P Main 80,918.1G
Main Boilers Condenser 82.0H
748.0H IP
Bleed 3,031.0G
15.0P LP Bleed 3,031.0G
687.0H
HP Bleed 2,441.8G LP Turbine
285.0G
650.6H 692.4H
0G 1,959.9G 697.0H 384.0G
728.30H 50.0G
HP 4,974.1G Gland Steam
834.5G Feed Water 5,906.7G Condenser
Loss
Heater Air Heaters
97.3H
94.0G 0H 50.5H
Sootblowers 96,707.1G
0G 142.0H 53.2H

151.0H Deaerator
612.0G 4,974.1G
Steam to Burners 136.5H
95.0H
0G
133.4H Low Pressure
104,523.6G Feed Water
0G
Heater
0G
102.0H 80.0H
11,423.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G
Glycol Water Heater Pumps and Turbines 745.0H A B
515.0G 3,859.9G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
665.0G 73.8H Tank
6,415.0G
0G 15,997.6G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
6,450.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,620.0kW 587.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 90% MCR (Dual Fuel Firing)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 35,550 SHP

273.0G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 3,308.21 kg/h
Drain Cooler 1,985.5G 0kW 0H Key Fuel Consumption (Gas) 3,804.64 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,620 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
319.1G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
2,650.5G Boiler Efficiency (Gas) 84.0 %
Auxiliary Fresh Water Fuel Oil Rate 220.18
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 6 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1g Heat Balance and Flow Diagram at Laden Voyage, 50% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
83,763.9G 4,965.0G Tank
701.0H 701.0H 567.0H Condensate Cooled
57,629.7G 57,629.7G 57,629.7G FW Generator
792.9H 790.4H 3.3P 722 mmHg 35.0H
677.0H 456.7T 451.5T HP Turbine Vacuum 1,661.7G
Main
286.3T 66,467.3G 57,914.7G
701.0H 0H Condensate
17,296.6G 60.0P 58.5P
0G 0G Pump 33.0H
59.5P 0P Main 62,594.7G
Main Boilers Condenser 0H
750.0H IP
Bleed 0G
8.8P LP Bleed 0G
687.0H
HP Bleed 0G LP Turbine
285.0G
650.6H 692.4H
1,817.4G 0G 0H 698.4H 50.0G 384.0G
HP 0G Gland Steam
703.7G Feed Water 11,222.3G Condenser
Loss
Heater Air Heaters
44.2H
94.0G 677.0H 33.0H
Sootblowers 70,774.1G
3,758.5G 142.0H 36.6H

151.0H Deaerator
864.0G 3,758.5G
Steam to Burners 135.3H
95.0H
7,683.8G
133.4H Low Pressure
83,763.9G Feed Water
0G
Heater
0G
40.7H 80.0H
3,758.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
0G 3,552.0G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 70.7H Tank
4,965.0G
0G 8,136.8G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
5,000.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,230kW 588.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 50% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 19,750 SHP

407.1G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 5,697.72 kg/h
Drain Cooler 2,182.6G 0kW 0H Key Fuel Consumption (Gas) 0.0 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,230 kW
Heaters Superheated Steam Evaporator Load 0 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
54.6G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
2,332.6G Boiler Efficiency (Gas) 83.8 %
Auxiliary Fresh Water Fuel Oil Rate 288.49
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 7 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1h Heat Balance and Flow Diagram at Cargo Loading, 0% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
13,874.2G 8,885.1G Tank
0H 0H 0H Condensate Cooled
0G 0G 0G FW Generator
751.0H 0H 0P 722 mmHg 35.0H
712.0H 386.1T 0T HP Turbine Vacuum 1,081.0G
Main
328.3T 10,559.5G 0G
0H 0H Condensate
3,880.7G 60.0P 0P
0G 0G Pump 33.0H
59.5P 0P Main 8,885.1G
Main Boilers Condenser 0H
0H IP
Bleed 0G
0P LP Bleed 0G
0H
HP Bleed 0G LP Turbine
0G
650.6H 725.4H
319.2G 0G 0H 745.0H 50.0G 134.0G
HP 0G Gland Steam
267.0G Feed Water 1,590.4G Condenser
Loss
Heater Air Heaters
54.6H
94.0G 712.3H 33.0H
Sootblowers 12,014.6G
600.3G 142.0H 42.9H

151.0H Deaerator
720.0.0G 600.3G
Steam to Burners 133.8H
95.0H
0G
133.4H Low Pressure
13,874.2G Feed Water
0G
Heater
0G
48.0H 80.0H
600.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
0G 2,089.5G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 69.1H Tank
8,400.0G
0G 3,757.9G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
7,700.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,920.0kW 588.0H
775.0H Auxiliary
Condenser
32.5G Engine Room 0G Ship Condition - 0% MCR (Fuel Oil Burning)
Tanks Heating 35.0G
Stbd Turbine Main Turbine Shaft Horse Power - 0 SHP

80.1G Boiler Fuel Oil Generator Design Base

7,700.0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 970.59 kg/h
Drain Cooler 1,792.6G 1,920.0kW 587.0H Key Fuel Consumption (Gas) 0.0 kg/h
775.0H Turbine Generator Load
107.0G LO Purifier B 3,840 kW
Heaters Superheated Steam Evaporator Load 0 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
143.2G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Pump
8.0P
Condensate Boiler Efficiency (Oil) 86.2 %
661.9H T: Temperature (ºC)
1,942.6G Boiler Efficiency (Gas) 81.7 %
Auxiliary Fresh Water Fuel Oil Rate
G: Flow (kg/h) 0.0 g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 8 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1i Heat Balance and Flow Diagram at Cargo Unloading, 0% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
33,513.5G 23,930.0G Tank
0H 0H 0H Condensate Cooled
0G 0G 0G FW Generator
751.0H 0H 0P 722 mmHg 35.0H
712.3H 386.1T 0T HP Turbine Vacuum 1,201.7G
Main
328.3T 26,770.3G 0G
0H 0H Condensate
6,828.6G 60.0P 0P
0G 0G Pump 33.0H
59.5P 0P Main 23,930.0G
Main Boilers Condenser 0H
0H IP
Bleed 0G
0P LP Bleed 0G
0H
HP Bleed 0G LP Turbine
0G
650.6H 725.4H
782.7G 0G 0H 733.6H 50.0G 134.0G
HP 0G Gland Steam
387.7G Feed Water 4,229.4G Condenser
Loss
Heater Air Heaters
45.4H
94.0G 712.3H 33.0H
Sootblowers 28,551.4G
1,389.6G 142.0H 36.4H

151.0H Deaerator
720.0G 1,389.6G
Steam to Burners 133.6H
95.0H
1,473.2G
133.4H Low Pressure
33,513.5G Feed Water
0G
Heater
0G
40.5H 80.0H
1,390.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
0G 2,770.3G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 69.7H Tank
23,930.0G
0G 4,773.2G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
12,000.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 3,020.0kW 588.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
35.0G 0G Ship Condition - 0% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 0 SHP

185.5G Boiler Fuel Oil Generator Design Base

12,000.0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 2,247.92 kg/h
Drain Cooler 1,898.0G 3,020.0kW 587.0H Key Fuel Consumption (Gas) 0.0 kg/h
775.0H Turbine Generator Load
107.0G LO Purifier B 6,040 kW
Heaters Superheated Steam Evaporator Load 0 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
151.9G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Pump
8.0P
Condensate Boiler Efficiency (Oil) 86.2 %
661.9H T: Temperature (ºC)
2,048.0G Boiler Efficiency (Gas) 81.7 %
Auxiliary Fresh Water Fuel Oil Rate
G: Flow (kg/h) 0.0 g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 9 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1j Heat Balance and Flow Diagram at In-Port Dumping, 0% MCR and Minimum Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
72,841.4G 58,098.0G Tank
0H 0H 0H Condensate Cooled
0G 0G 0G FW Generator
761.5H 0H 0P 722 mmHg 35.0H
691.8H 403.1T 0T HP Turbine Vacuum 1,354.5G
Main
302.5T 9,130.0G 0G
0H 0H Condensate
63,811.4G 60.0P 0P
0G 0G Pump 33.0H
59.5P 0P Main 58,098.0G
Main Boilers Condenser 0H
0H IP
Bleed 0G
0P LP Bleed 0G
0H
HP Bleed 0G LP Turbine
0G
650.6H 707.9H
1,713.7G 0G 0H 710.0H 50.0G 99.0G
HP 0G Gland Steam
635.5G Feed Water 9,805.2G Condenser
Loss
Heater Air Heaters
41.7H
94.0G 691.8H 33.0H
Sootblowers 61,372.5G
3,043.6G 142.0H 34.1H

151.0H Deaerator
625.0G 3,043.6G
Steam to Burners 134.0H
95.0H
6,439.2G
133.4H Low Pressure
72,841.4G Feed Water
3,513.0G
Heater
48,870.0G
38.0H 80.0H
3,044.0G
765.0G Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G Pumps and Turbines
Glycol Water Heater 745.0H A B
515.0G 3,380.0G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
665.0G 71.1H Tank
5,715.0G
0G 6,896.2G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
5,750.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,465.0kW 588.0H
775.0H Auxiliary
Condenser
32.5G Engine Room
0G 0G Ship Condition - 0% MCR (Minimum Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 0 SHP

21.5G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 230.00 kg/h
Drain Cooler 0.0kW 0H Key
1,734.0G Fuel Consumption (Gas) 3,804.64 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,465 kW
Heaters Superheated Steam Evaporator Load 0 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
108.7G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Pump
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
2,399.0G Boiler Efficiency (Gas) 83.9 %
Auxiliary Fresh Water Fuel Oil Rate
G: Flow (kg/h) 0.0 g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 10 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1k Heat Balance and Flow Diagram at Cargo Tank Warm-Up, 90% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
113,287.9G 12,766.0G Tank
697.0H 697.0H 548.0H Condensate Cooled
88,630.2G 78,597.6G 69,093.8G FW Generator
831.4H 829.0H 5.8P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,595.7G
Main
287.0T 111,692.2G 97,862.2G
697.0H 648.0H Condensate
1,595.7G 60.0P 58.5P
10,032.6G 9,503.8G Pump 33.0H
59.5P 1.3P Main 81,859.8G
Main Boilers Condenser 82.0H
748.0H IP
Bleed 3,031.0G
15.0P LP Bleed 3,031.0G
687.0H
HP Bleed 8,947.0G LP Turbine
285.0G
650.6H 692.4H
0G 2,143.3G 697.0H 384.0G
726.60H 50.0G
HP 5,371.3G Gland Steam
889.7G Feed Water 6,564.0G Condenser
Loss
Heater Air Heaters
96.4H
94.0G 0H 50.2H
Sootblowers 104,630.7G
0G 142.0H 53.0H

151.0H Deaerator
612.0G 5,371.3G
Steam to Burners 136.4H
95.0H
0G
133.4H Low Pressure
113,287.9G Feed Water
0G
Heater
0G
102.0H 80.0H
765.0G 11,844.0G
Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
234.0G
Glycol Water Heater Pumps and Turbines 745.0H A B
7,184.0G 4,060.0G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
7,334.0G 77.3H Tank
9,735.0G
0G 23,535.3G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
9,770.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 2,040.0kW 588.0H
775.0H Auxiliary
Condenser
0G Engine Room
0G 0G Ship Condition - 90% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 35,550 SHP

697.4G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 8,452.41 kg/h
Drain Cooler 2,377.4G 0kW 0H Key Fuel Consumption (Gas) 0.0 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 2,040 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
1,169.0G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
9,711.4G Boiler Efficiency (Gas) 84.0 %
Auxiliary Fresh Water Fuel Oil Rate 237.76
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 11 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.1l Heat Balance and Flow Diagram at Inerting All Cargo Tanks, 90% MCR and 100% Fuel Oil Burning

146.7H
145.0T Economiser
Distilled Water
107,701.0G 12,516.0G Tank
697.0H 697.0H 548.0H Condensate Cooled
90,334.0G 81,029.1G 71,214.7G FW Generator
831.4H 829.0H 5.8P 722 mmHg 35.0H
677.7H 525.0T 520.0T HP Turbine Vacuum 1,560.5G
Main
287.0T 106,140.5G 92,700.1G
697.0H 648.0H Condensate
1,560.5G 60.0P 58.5P
9,304.9G 9,814.4G Pump 33.0H
59.5P 1.3P Main 83,730.7G
Main Boilers Condenser 82.0H
748.0H IP
Bleed 3,031.0G
15.0P LP Bleed 3,031.0G
687.0H
HP Bleed 2,081.2G LP Turbine
285.0G
650.6H 692.4H
0G 2,028.2G 697.0H 384.0G
727.9H 50.0G
HP 5,106.0G Gland Steam
854.5G Feed Water 6,077.1G Condenser
Loss
Heater Air Heaters
97.4H
94.0G 0H 49.9H
Sootblowers 99,645.7G
0G 142.0H 52.6H

151.0H Deaerator
612.0G 5,106.0G
Steam to Burners 136.5H
96.0H
0G
133.4H Low Pressure
107,701.0G Feed Water
0G
Heater
0G
102.0H 80.0H
765.0G 11,889.0G
Hull HFO
Tanks Heating
Main Dump Steam
Boiler Feed Water External Desuperheaters
0G
Glycol Water Heater Pumps and Turbines 745.0H A B
0G 3,920.4G
BOG/Warm-Up Heater
Drain Cooler
0G 14.0G Atmospheric Drain
LNG Vaporiser 90.0H
150.0G 73.6H Tank
9,485.0G
0G 16,092.9G
Accommodation A 35.0G
Port Turbine
150.0G Generator
Engine Room Service
9,520.0G 0G 0G 0G Atmospheric Drain
574.0G Tank Pump
Fuel Oil Tanks 1,980.0kW 588.0H
775.0H Auxiliary
Condenser
0G Engine Room
0G 0G Ship Condition - 90% MCR (Fuel Oil Burning)
Tanks Heating
Stbd Turbine Main Turbine Shaft Horse Power - 35,550 SHP

663.0G Boiler Fuel Oil Generator Design Base

0G
Heater Deoiler 90.0H Fuel Consumption (Oil ) 8,034.84 kg/h
Drain Cooler 2,109.0G 0kW 0H Key Fuel Consumption (Gas) 0.0 kg/h
0H Turbine Generator Load
107.0G LO Purifier B 1,980 kW
Heaters Superheated Steam Evaporator Load 60 Ton/Day
Sea Water Temperature 27 ºC
Desuperheated Steam
Air Temperature 38 ºC
H: Enthalpy (kcal/kg) Exhaust Steam Fuel Oil High Heat Value 10,280 kcal/kg
271.9G
Fuel Gas High Heat Value 12,850 kcal/kg
P: Pressure (bar) Gland Sealing Steam Main Circulating System Scoop Cooling
8.0P
Condensate Boiler Efficiency (Oil) 88.4 %
661.9H T: Temperature (ºC)
2,259.0G Boiler Efficiency (Gas) 84.0 %
Auxiliary Fresh Water Fuel Oil Rate 226.02
G: Flow (kg/h) g/SHP/h
Desuperheater

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.1 - Page 12 of 12
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.2a Superheated Steam System To Funnel To Clean Setting To Atmospheric
Key 75.5 bar
Top Drain Tank PIAHL PIAL PIAHL TIAH Drain Tank
and 75.2 bar BP012 BP014 MM260
Superheated Steam MM267 Vent for
No.2 No.1 No.1 Turbine To
PI Hydraulic BGB DS075F
PI Feed Water PI Feed Water Generator Desuperheated Steam Funnel Top PT PI PT
BV212 BV212 Tests PT PI TT TI
Pump Turbine Pump Turbine BGB
DS
Air ZI ZS 076F
BV305
BP1053 BV321
BV201 BV202 DS073F
Electrical Signal BV311
ZI BV318
Instrumentation BP1161
BV320 DS014F
For Regulating Valve For Standby For Mast Controller
Turbine DG Start/Alarm BV317
PI PI SS054F To Funnel Top TIAHL Steam Drum
SS039F SS038F Trip Main PAL PI PI BP051
Stop Valve PLT71 For Trip
BGB BGB Internal
TI SS048F TI SS047F ZS ACC ACC Desuperheater
MC MC BV319 TI TI TI
M SS015F M SS014F For Aux. PT PT
FR010 FR009 TI PI PS PS PS Set BGB BGB BGB Secondary Primary
ZS SS045F ZS SS044F LO Pump TT BV303 63.7 bar BV319 ACC ACC
On/Off On/Off Auto Stop
TT TT TT TI BV222 BV222 BV222 BV222
SS018F SS017F BV301
SS093F SS008F
To Clean
SS021F SS030F SS029F SS020F BV302 VC I ACC
BV315
To Clean Drain Tank SS065F BGB P No.1 Main Boiler
BV306 A
Drain Tank PT PT Port (65 ton/h)
BV304A FT FT
SS012F SS011F SS090F BV322 SS BGB CV111 BV314 BV
SS055F SS BV309
SS027F SS026F SS066F 098F 310 BV310 BV310 BV310
003F Water Drum ACC ACC
PI BV309
ZI FI FI
BP1052 BP008
BGB BGB
SS BV316
To Clean 094F BV304B ZI BV323 BV309
BV313
To Clean Drains Tank BP1051 BV316 BV309 Side Water Wall Header
Drain Tank
No.2 Turbine SS001F Temperature Control Attemporator To
SS077F SS075F SS072F SS070F PI Desuperheated Steam
TIAH For Exhaust Casing Generator
MT032 SS087F Service Systems
SS078F SS073F TIAH To Clean
TI MT029 Drain Tank To Clean Drain Tank
TT To Emergency Operation
SV1
of LP Turbine
TT SS092F
SS086F
For
SS002F Temperature Control Attemporator
& Main Dump
SS053F Regulating Valve
Standby Ext. Desup.
TI DG Start/ ZI BV316 BV309 Side Water Wall Header
BV304B BS1052 BV323 BV309
BV313
To Atmospheric LP Turbine For Alarm
Turbine BV316
Drain Tank PT PI Main FI FI
Trip PAL ZI PIAHL
MT039 Stop Valve BGB BGB
PLT71 BS1051
BS008
PI ZS BV309
ZS LS2 PI Water Drum BV ACC ACC
From For Aux. BV310 BV310 BV310
PI TI PI PS PS SS099F BV309 CV211 BV314 310
Desuperheated PT LO Pump TT BV322
SS091F BV304A FT FT
Steam System MT036 Auto Stop BV303 PI PT No.2 Main Boiler
HP Turbine A
for Warming SS009F
BV306 VC I Stbd (65 ton/h)
Ahead and PS BGB P ACC BV315
Through (2.1.3a)
Astern Valves
with Strainer BV302 BV301 TT TT TT TI BV222 BV222 BV222 BV222
For Trip
Setting BV319 ACC ACC
To Clean SS089F 63.7 bar TI TI TI Secondary Primary
ST052F SS408F SS409F TIAH
TT BGB
MT026 Drain Tank BV319 BGB BGB
Internal
ST055F PT PT TI TT TI Desuperheater
For Main Turbine BV318 TIAHL
Shutdown at Low PT PT BS051
Steam Drum
ST058F PS To Clean
Main Steam Pressure To Funnel Top ACC ACC BV321
PI TI Drain Tank SS
ST057F MT040 MT031 PIAHL PI PI BV317
PT
MT035 004F BGB BGB ZI
BS1053
BV311 BV320 DS015F
PI For Mast BV201 BV202 DS069F
For Remote Control Controller ZI
ZS BV305 PT PI TT TI DS
PT Program Interlock
BS1161 BGB
072F
(Auto Slow Down) To PT PI PT Vent for BGB
(Set 53.5 bar) SS088F Funnel Top Hydraulic DS071F
BV212 BV212 PIAHL TIAH
Setting PIAHL PIAL Tests BS014 MM261
To Atmospheric To Clean To Funnel To Clean 75.5 bar BS012 MM268
Drain Tank and 75.2 bar
Drain Tank Top Drain Tank To Atmospheric Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.2 - Page 1 of 2

2.1 Steam Systems
2.1.2 Superheated Steam System
Boiler Details
Maker: Kawasaki Heavy Industries Ltd
No. of sets: 2
Model: UME 66/52 two drum water tube natural circulation
Maximum evaporation: 65,000 kg/h
Normal evaporation: 52,000 kg/h
Steam condition: 59.0 bar superheated steam at 525°C
Firing system: Oil firing/gas firing/combination firing
No. of burners: 3 per boiler
Burner type: SFFGTR - 405
Furnace volume: 48 m3
Furnace pressure: 19.6 mb at maximum load
Combustion air temp: 130°C
Excess air: 10% at over 80% normal load
Gas temp. at burner inlet: 30±15°C (maximum 80°C)
Atomising steam: 7.8 bar at 350°C maximum (dry saturated), 152 kg/h
maximum consumption
Atomising air: 7.8 bar, 2.52 Nm3/min maximum consumption
Flame detectors: 2 UR (combined UV and IR) type per burner
Safety valve settings: Drum 75.5 bar and 75.2 bar
Superheat outlet 63.7 bar It is possible to bring the entire superheated steam system on-line at the
Economiser: 94.4 bar
Introduction
All of the steam requirements for the vessel are generated in two main boilers
whose details have been listed above.
Steam from the steam drum passes to the primary superheater section through
an orifice where the pressure drop is measured and converted to a signal for
steam flow, which serves as a function of the boiler management system
(BMS).
The steam flows through the primary section of the superheater and then to the
secondary superheater section. Taking steam from the primary superheater and
leading it through the temperature control attemporator, situated in the water
drum, regulates the outlet temperature of the superheated steam.
Issue: Final Draft - October 2007
Methane Nile Eagle
The control valves CV211 and CV111 regulate the outlet from the attemporator
to the respective secondary superheater depending on the outlet temperature of
the steam leaving the boilers. To ensure that there is always a flow through the
secondary superheater, a line fitted with an orifice bypasses the temperature
control attemporator and the control valve. The temperature control valves also
have a bypass orifice.
The main turbine main stop valves SS001F and SS002F interconnect both
boilers, where a common line supplies the main turbine. Each boiler has
an auxiliary machinery stop valve SS003F and SS004F which supplies a
ring main, which in turn supplies the two boiler feed water pumps and both
generator turbines. The circuit is designed to supply the auxiliary machinery
from either side of the ring main giving greater flexibility for maintenance
and safety. For example, if it is required to work on the No.1 main feed pump
motorised main stop valve SS014F, then by shutting ring main section isolation
valves SS055F and SS054F and isolation valve SS011F, double steam isolation
is maintained. Warming through bypass valves are provided at all the principal
stop valves.
Steam from the superheater outlet is led to the internal desuperheater, situated
in the steam drum via valve BV317, from where it is distributed to the various
steam services via valves BV320 and DS014F/DS015F.
Services Supplied from the Superheat Steam System
The following machinery is operated form the superheat steam system:
• No.1 and No.2 main feed water pump turbines
• No.1 and No.2 generator turbines
• The main turbine
Procedure for Putting the Superheated Steam System into
Service
It is important when bringing any steam system into service to slowly raise
the temperature of the pipes, valves and joints. Heating the various parts of
the system too quickly can lead to thermal distortion and damage to joints
and packings. The system must be carefully drained of any water during this
warming process to prevent ‘steam hammer’ or ‘water hammer’ taking place
as mechanical damage can be caused to the surrounding materials. For this
reason any water is to be removed from the system before the pressure and
temperature are increased.
The pressure must be increased gradually to allow expansion of the components
to take place at a rate that will not lead to material failure. Any sudden increase
in pressure can send shock waves throughout the system which are very likely
to cause damage.
IMO Number: 9321770
Machinery Operating Manual
The superheated steam system has been arranged to allow each section to be
warmed though, drained and pressurised at a controlled rate. The boiler main
superheat stop valves and the intermediate valves have drains and warming
through bypass valves. In principle the section or sections of line to be put
into service should have all drains along the line open when shutting down
the system and should be found in the same condition prior to commencing
warming through. With the section main stop valve closed the bypass valve
should be gradually, partially opened. This admits a controlled quantity of
steam at low pressure to enter the system. The expansion of the steam across the
valve requires some of its energy to be used thus lowering its temperature.
As the steam pressure builds and the water is driven from the system the
drains can be closed in. Similar actions should be taken with the machinery
being put into service so that the steam system and the machinery are being
drained and gradually warmed though. The time taken and the rate of increase
of the pressure in the system are dependant upon the length of the system,
the materials and types of jointing and the machinery being prepared. Where
temperature and pressure gauges are fitted the increase can be monitored and
controlled. Great care must be taken, safety being the governing factor.
When sufficient drainage and warming through has taken place the system
should be at a similar pressure and temperature to the steam supply with the
drains closed in to allow sufficient flow to keep the system clear of water
and the bypass valve fully opened. The main section stop valve can now be
carefully opened giving due consideration to the pressure and temperature
increase that may take place. With the stop valve fully open the drains and
bypass valves can now be closed. The drain valves should be closed when the
system is in use with a steam flow demand.
same time as the initial firing of the boilers. The procedure for bringing the
superheated steam system into operation is described in detail in section 3.3.3
Boiler Operating Procedures.
Alarms
Tag Description Setting
BP008 No.1 boiler main steam outlet pressure high/low 63.3/53 bar
BS008 No.2 boiler main steam outlet pressure high/low 63.3/53 bar
Integrated Automation System Control
The IAS controls the pressure from the desuperheated steam system to the
boiler burner atomising steam system, the sootblower system and the main
turbine warming through steam system. The pressure and temperature of
the auxiliary steam system is also controlled, via temperature and pressure
transmitters positioned on the auxiliary external desuperheater outlet pipe and
the two feed water pumps with a duty/standby logic.
Section 2.1.2 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.3a Desuperheated Steam System

XA XA AUTO MC MC
PIAHL TIAH PP025 PP026 CH-VR PP025 PP026
BP014 MM260
Auxiliary External
BGB PS PI PI Desuperheater Feed Water Pumps
PT PI TT TI (2.0 m3/h x 12.5 bar)
P MM112 PICAL MM111 No.1
Control Air E From Distilled Water Tank
BV321 IAS
SD261F SD361F
PS PI PI
DS004F To Funnel Top
BV320 DS014F To Distilled Water Tank
59/8 bar PRV No.2
DS073F Set at 10.0 bar
DS SD262F SD362F
076F
DS075F DS001F DS002F DS003F SD263F
Control E
MM130 TIAHL MM129
PI TI P
Air IAS

To Clean Drain Tank SD274F

Set at
To Atmospheric SD265F SD269F SD272F 180°C
To Atmospheric Drain Tank
Drain Tank DS065F DS067F TT TI PT PI
SD264F SD268F SD270F SD271F SD273F To
DS068F 8.0 bar Auxiliary
To High Pressure Exhaust Steam Make - Up Line
Steam Service
PIC System
To High Pressure Feed Water Heater TI PI Auxiliary External
MM112
and Boiler Air Heaters Steam Supply Desuperheater
From Port Boiler (During Low Load of Main Turbine)
To Atmospheric
Internal Desuperheater Control I Drain Tank
MM114 PIC MM113 Air P ST005F ST007F
E
Control Air P
IAS To Funnel Top
59/16 bar PRV 15.8/8.4 bar PRV
From Starboard Boiler PT PI ST355F ST008F
Internal Desuperheater Set at From Main Turbine
DS008F 18.0 bar High Pressure
ST354F ST353F ST352F Bleed Steam
Key DS005F DS006F DS007F To Main Turbine To Clean Drain Tank
Warming Through Steam
ST051F
Desuperheated To Clean ZI ZI PIAL From Automatic
Steam Drain Tank ST1010 ST1011 BC015 Combustion
From General Control System
From Boiler Service Air System Control Air I VC
Distilled Water AR101F ST091F P
Control Panel PT PI BGB
ZI ZI Steam
Control E MM110 PIC MM109 BC1008 BC1009 Separator
Air P
SV017 Air IAS

To Funnel Top AR103F ST060F ST061F BV417 CV112 BV417

DS012F 59/16 bar PRV Atomising Steam to
Instrumentation DS013F
PT PI Port Boiler Burners
Set at Deck ST065F ST063F BV418
Electrical Signal 21.0 bar
ST066F From Automatic
DS009F BV331 DS010F DS011F Combustion
Control System VC
BV321 DS100F Control Air P
I
BGB
DS ST210F ST212F
103F Steam Separator
BV320 DS015F DS102F DS104F DS106F
DS069F ST213F
ST062F BV417 CV212 BV417 Atomising Steam to
PT PI TT TI DS DS107F
072F To Atmospheric Drain Tank Starboard Boiler
BGB ST069F ST067F BV418 Burners
PIAHL TIAH DS071F
To Clean Drain Tank
BS014 MM261
ST070F
To Main Dump External Desuperheaters
DS077F
To Atmospheric To Clean To Main Turbine Emergency Operation for Low Pressure Turbine To Main Boiler To Atmospheric
Drain Tank Drain Tank Sootblowers Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.3 - Page 1 of 4

2.1.3 Desuperheated Steam System
Auxiliary External Desuperheater Feed Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Horizontal centrifugal
Model: SHQ50M
Capacity: 2.0 m3/h at 12.5 bar
Rating: 440 V, 7.5 kW at 3,600 rpm
Internal Desuperheaters
Superheated steam from the outlet of each boiler is led to an internal
desuperheater fitted inside the steam drum of each of the boilers. Passing the
steam through the internal desuperheater allows a heat exchange to take place
between the superheated steam entering the desuperheater, and the saturated
steam/water within the steam drum. Consequently the heat given up by the
previously superheated steam is recovered and no loss of energy should result.
The desuperheated steam exits the internal desuperheater and is led to the
desuperheated steam systems through primary and secondary stop valves,
BV320 and DS014F/DS015F. Both of the boilers feed a common main from
which the steam is branched to supply the auxiliary services.
Systems Supplied from the Main Desuperheated Steam
System
Methane Nile Eagle
CAUTION
All reducing valve bypass valves are intended for use in emergencies
only. These valves must remain closed at all times unless in use to prevent
accidental overpressurisation of the downstream steam system.
External Desuperheater
An external desuperheater is provided after the 59/8 bar reducing valve, where
the steam temperature is reduced to 180°C, before supplying the auxiliary
services.
One of two external desuperheater feed water pumps supplies the desuperheater
via a temperature control valve at a rate of 2.0 m3/h. The pumps take suction
from either distilled water tank and return the recirculating water to the port
tank only. The recirculating water is constantly bled from the pump delivery
through an orifice. This ensures that during times of low spray water demand,
there will always be a flow through the pump ensuring that no damage occurs
due to overheating.
Procedure for the Operation of the External Desuperheater
a) Ensure that the required distilled water tank is in use supplying
the system make-up line. Ensure there is sufficient room in
the port distilled water tank to receive the auxiliary external
desuperheater feed returns.
b) Ensure that the instrument and gauge valves are open and
instrument air is supplied to the control units.
Machinery Operating Manual
i) Open the inlet and outlet valves for the automatic drain trap of
the desuperheater ST005F and ST007F. Ensure the bypass valve
ST008F is closed.
j) Start one of the feed water pumps and put the other one on
standby.
k) Start supplying steam to the 8.0 bar steam system by opening
the desuperheated steam reducing valve outlet valve DS003F
and partially opening the inlet valve DS001F.
l) Ensure the spray water control valve opens when the steam
temperature reaches the set point of 180°C.
m) Fully open the desuperheated steam reducing control valve inlet
valve DS001F when the desuperheated steam reducing control
valve takes control.
Note: When commencing operation of any upstream-live reducing valve,
good practise is to open the outlet valve before opening the inlet valve
to prevent overpressurisation of the reducing valve internals. Where the
system is dead upstream prior to operation, the inlet and outlet valves can
be fully opened prior to raising steam, subject to the notes on putting the
desuperheated systems in to operation below.
This section should be read in conjunction with the procedure to bring the low
pressure steam service system into operation as outlined in section 2.1.6 of this
manual The external desuperheater can also be fed from the main turbine high
pressure bleed steam system.

• The main turbine emergency steaming connection to the LP
turbine
• The main dump steam external desuperheaters
• The 59/16 bar reducing valve DS006F which supplies:
The main turbine warming up steam
c) Open both external desuperheater feed water pump suction
valves SD361F and SD362F.
d) Open the both pump discharge valves SD261F and SD262F.
e) Open the pump’s recirculating valve SD263F.

The boiler atomising steam f) Open one of the discharge filter’s inlet and outlet valves, either
• The boiler sootblower system through a 59/16 bar reducing SD265F and SD269F or SD264F and SD268F, after ensuring
valve DS010F that both the filters are clean.
• The high pressure exhaust steam make-up valve through g) Open the inlet and outlet valves of the temperature control valve
reducing valve DS062F 59/1.8 bar SD270F and SD271F ensuring that the bypass valve SD272F is
• The high pressure feed water heater steam supply through closed.
reducing valve DS081F 59/4.2 bar
h) Ensure that the regulating valve SD273F is set and returns
• The boiler steam air heaters
isolating valve SD274F is open.
• The 59/8 bar auxiliary steam system through reducing valve
DS002F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.3 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.3a Desuperheated Steam System

XA XA AUTO MC MC
PIAHL TIAH PP025 PP026 CH-VR PP025 PP026
BP014 MM260
Auxiliary External
BGB PS PI PI Desuperheater Feed Water Pumps
PT PI TT TI (2.0 m3/h x 12.5 bar)
P MM112 PICAL MM111 No.1
Control Air E From Distilled Water Tank
BV321 IAS
SD261F SD361F
PS PI PI
DS004F To Funnel Top
BV320 DS014F To Distilled Water Tank
59/8 bar PRV No.2
DS073F Set at 10.0 bar
DS SD262F SD362F
076F
DS075F DS001F DS002F DS003F SD263F
Control E
MM130 TIAHL MM129
PI TI P
Air IAS

To Clean Drain Tank SD274F

Set at
To Atmospheric SD265F SD269F SD272F 180°C
To Atmospheric Drain Tank
Drain Tank DS065F DS067F TT TI PT PI
SD264F SD268F SD270F SD271F SD273F To
DS068F 8.0 bar Auxiliary
To High Pressure Exhaust Steam Make - Up Line
Steam Service
PIC System
To High Pressure Feed Water Heater TI PI Auxiliary External
MM112
and Boiler Air Heaters Steam Supply Desuperheater
From Port Boiler (During Low Load of Main Turbine)
To Atmospheric
Internal Desuperheater Control I Drain Tank
MM114 PIC MM113 Air P ST005F ST007F
E
Control Air P
IAS To Funnel Top
59/16 bar PRV 15.8/8.4 bar PRV
From Starboard Boiler PT PI ST355F ST008F
Internal Desuperheater Set at From Main Turbine
DS008F 18.0 bar High Pressure
ST354F ST353F ST352F Bleed Steam
Key DS005F DS006F DS007F To Main Turbine To Clean Drain Tank
Warming Through Steam
ST051F
Desuperheated To Clean ZI ZI PIAL From Automatic
Steam Drain Tank ST1010 ST1011 BC015 Combustion
From General Control System
From Boiler Service Air System Control Air I VC
Distilled Water AR101F ST091F P
Control Panel PT PI BGB
ZI ZI Steam
Control E MM110 PIC MM109 BC1008 BC1009 Separator
Air P
SV017 Air IAS

To Funnel Top AR103F ST060F ST061F BV417 CV112 BV417

DS012F 59/16 bar PRV Atomising Steam to
Instrumentation DS013F
PT PI Port Boiler Burners
Set at Deck ST065F ST063F BV418
Electrical Signal 21.0 bar
ST066F From Automatic
DS009F BV331 DS010F DS011F Combustion
Control System VC
BV321 DS100F Control Air P
I
BGB
DS ST210F ST212F
103F Steam Separator
BV320 DS015F DS102F DS104F DS106F
DS069F ST213F
ST062F BV417 CV212 BV417 Atomising Steam to
PT PI TT TI DS DS107F
072F To Atmospheric Drain Tank Starboard Boiler
BGB ST069F ST067F BV418 Burners
PIAHL TIAH DS071F
To Clean Drain Tank
BS014 MM261
ST070F
To Main Dump External Desuperheaters
DS077F
To Atmospheric To Clean To Main Turbine Emergency Operation for Low Pressure Turbine To Main Boiler To Atmospheric
Drain Tank Drain Tank Sootblowers Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.3 - Page 3 of 4

Procedure to Change the External Desuperheater to High
Pressure Bleed Steam Supply
Automatic operation (HP bleed auto mode) of the HP bleed system is described
in section 2.1.5 of this manual. Provided that all system valves and drains are
fully opened (DS001F, DS003F, DS065F, DS067F, ST352F and ST354F) the
operation and change over of this system will require no intervention, save
observation only.
Should the AUTO mode fail, a HP BLEED FAIL alarm will be raised through
the IAS. It is then possible to manually open the HP bleed as described
below.
HP Bleed Local Manual Mode
This procedure is carried out form the local panel near the emergency
manoeuvring stand:
a) Change to LOCAL control at the local panel.
b) Check that the pressure at the turbine 5th stage is higher than
the pressure in the EDS system, otherwise there will be no flow
from the HP bleed. Press the HP bleed OPEN pushbutton when
satisfied.
Integrated Automation System Control
The IAS controls the pressure from the desuperheated steam system to the
boiler burner atomising steam system, the sootblower system and the main
turbine warming through steam system. The pressure and temperature of
the auxiliary steam system is also controlled via temperature and pressure
transmitters positioned on the auxiliary external desuperheater outlet pipe and
the two feed water pumps with a duty/standby logic.
General Procedure for Putting the Desuperheated Systems
into Operation
It is important when bringing any steam system into service to slowly raise
the temperature of the pipes, valves and joints. Heating the various parts of
the system too quickly can lead to thermal distortion and damage to joints and
packings.
The system must be carefully drained of any water during this warming process
to prevent ‘steam hammer’ or ‘water hammer’ taking place. Mechanical
damage can be caused to the surrounding materials. For this reason any water
is to be removed from the system before the pressure and temperature are
increased.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Alarms
The pressure must be increased gradually to allow expansion of the components
to take place at a rate that will not lead to material failure. Any sudden increase Tag Description Low/High
in pressure can send shock waves throughout the system which are very likely
BP014 No.1 boiler desuperheater outlet pressure 51/63 bar
to cause damage.
BS014 No.2 boiler desuperheater outlet pressure 51/63 bar
The desuperheated steam systems have been arranged to allow each section MM260 No.1 boiler desuperheater outlet temperature 380°C
to be warmed though, drained and pressurised at a controlled rate. The boiler MM261 No.2 boiler desuperheater outlet temperature 380°C
primary and secondary desuperheater stop valves BV320F (x2) and DS014F/ PP025 No.1 auxiliary external desuperheater FW 10.5 bar
DS015F have drains and warming through bypass valves. In principle the pump discharge pressure control
section or sections of line to be put into service should have all drains along PP026 No.2 auxiliary external desuperheater FW 10.5 bar
the line open when shutting down the system and should be found in the same pump discharge pressure control
condition prior to commencing warming through. With the section main stop
valve closed the bypass valve should be gradually, partially opened. This
admits a controlled quantity of steam at low pressure to enter the system. The
expansion of the steam across the valve requires some of its internal energy
to be used thus lowering its temperature. Reducing valves for steam systems
which are to be brought on-line simultaneously should be operational and have
their inlet, outlet and drain valves open, with their bypass valves shut.
As the steam pressure builds and the water is driven from the system the
drains can be closed in. Similar actions should be taken with the machinery
being put into service so that the steam system and the machinery are being
drained and gradually warmed though. The time taken and the rate of increase
of the pressure in the system are dependant upon the length of the system,
the materials and types of jointing and the machinery being prepared. Where
temperature and pressure gauges are fitted the increase can be monitored and
controlled. Great care must be taken, safety being the governing factor.
Where reducing valves are fitted, the previous warnings and notes regarding
their operation must be borne in mind. As the overall pressure increases,
it must be checked that the reducing valves take control of their respective
steam systems pressure and regulate it to the correct value. Any external
desuperheaters can be made operational as described previously.
When sufficient drainage and warming through has taken place the overall
system should be at a similar pressure and temperature as the steam supply
with the drains closed in to allow sufficient flow to keep the system clear of
water and the bypass valve fully opened. The primary, secondary or section
stop valve can now be carefully opened giving due consideration to the pressure
and temperature increase that may take place. With the primary, secondary or
section stop valve fully open, the bypass valves can now be closed and all the
drain valves closed when there is a system demand and steam flow.
IMO Number: 9321770 Section 2.1.3 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.4a Steam Dump and Generator Turbine Exhaust System
PAH PAH SD246F SD244F
GS030 GP030
-40KPag Vacuum Alarm -40KPag Vacuum Alarm
PT PS PS PI -13KPag Vacuum Trip PT PS PS PI -13KPag Vacuum Trip
PI
SD245F SD243F

From Main Condensate Pump Discharge

PI
No.2 Turbine No.1 Turbine SD250F SD248F SD222F
Generator Generator

TI TI SD249F SD247F

From No.2 Generator From No.1 Generator From IAS Control Air
Water Seal From
Turbine Gland Packing Turbine Gland Packing From Desuperheated
Distilled Water Tank
Steam Receiver Drain Steam Receiver Drain Steam System (2.1.3a)
E Control Air
P
Control Air
ZI ZI ZI
BC032 E VC BC034 BC034
ABC CV013 P
BGB
No.1 Silencer ZS ZS

SE104F SE103F
ZI ZI ZI ZI AI DI
ZS
GS032 GS033
ZS
GP032 GP033 DS034F CV011 DS032F BV DS031F
M M 324
TICAH SE154F DS036F
For I/L IAS No.1 & 2
SE102F SE101F Open Main Dump Steam
External Desuperheaters
ZI PIAH IAS DS DS DS DS
MM052 MM125 043F 041F 038F 040F
SE156F
DS045F DS044F
SE110F SE109F SE105F PT PI TI TT E Control Air
P
Control Air
SE
107F ZS ZI
BC033 E
SE106F SE111F CV014 P
ZS ZS ZS ZS ZS ZS ZS ZS For I/L Open ZI No.2 Silencer
ZS
SE MM054 To Atmospheric Drain
108F SE112F Tank
ZI ZI ZI ZI
DS035F CV012 DS033F
ZI ZI ZI ZI For I/L Open ZI
GP034 GP034 GP035 GP035 ZS
MM054
GS034 GS034 GS035 GS035 SE155F DS037F
SE126F

LP Turbine Astern Turbine SE157F

To IAS for Dump Piston P From IAS for HP Exhaust
Control Air
Valve Close and Exhaust Steam E Steam Line Dump Signal
Main Dump Valve Close
Key

PAL
MT232 SE087F Desuperheated Steam
From HP Exhaust
PS Steam Dump (2.1.5a) Exhaust Steam
ZS SE ZS SE SE086F SE083F SE084F
127F 122F
Condensate
For I/L
ZI ZI SE123F
LS2 TI MM055 MM055 ZI Air
ZS ZS
MM053
Open Open
Open Electrical Signal
To IAS for Dump
Piston Valve Close and
Auxiliary Condenser PS Exhaust Steam Main Instrumentation
Main Condenser
Dump Valve Close
PAL To Clean
MM239 Drain Tank
HP Turbine

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.4 - Page 1 of 3
 Methane Nile Eagle
2.1.4 Steam Dump and Generator Turbine Exhaust • Main condenser vacuum low
System • Main condenser sea water temperature high AND valve SE111F
closed
Dump Steam Desuperheaters • Desuperheated steam temperature high
• Auxiliary condenser vacuum low
The main boilers burn excess boil-off gas, which is produced from the cargo.
If the boil-off gas produced exceeds the requirements for normal steam • Auxiliary condenser sea water flow alarm AND valves SE112F/
production, the excess steam produced is dumped to the main condenser via SE126F are open
the main dump external desuperheaters. The spray water for the desuperheater
sprays is supplied from the main condensate/drain pump discharge.
Procedure for the Operation of the Main Dump Steam
The desuperheaters can discharge to the auxiliary condenser whenever the main Desuperheaters
condenser is unavailable. The temperature at the outlet from the desuperheater
is measured and a corresponding signal is transmitted to the spray control a) Assuming the main or auxiliary condenser is in normal
valve, which alters the water supply accordingly. operation, ensure that the instrument and gauge valves are
open, instrument air is supplied to the control units and that the
control valves and systems are operating correctly.
High Boiler Pressure
b) Open the inlet and outlet valves DS038F, DS040F, DS041F and
The main dump external desuperheaters are controlled from the BOP controller DS043F of the line drain traps before and after the piston valve
when the boiler pressure exceeds its normal set value. These desuperheaters BV324F, ensuring the bypass valves are shut.
have cascade, auto and local manual controlling modes. In cascade mode,
it provides security against any rapid pressure increase due to steam plant c) Ensure that the spray control valves CV013 and CV014 are in
abnormality. It further regulates boiler pressure due to excess BOG. Also, it the CLOSED position.
provides stability during periods of fluctuation where burners are reduced to
minimum flow with BOG burning, such as manoeuvring. d) Supply spray water from the main condensate pump or from
the drains pump. Open the inlet and outlet valves of one water
The other two controlling modes are used depending on the current situation, supply filter on each desuperheater, after ensuring that it is clear.
e.g manual mode when on dual burning and manoeuvring, or auto mode for Assuming the condensate pump is supplying the condensate
excess BOG. Local manual mode is chosen when piston valve BV324 is system, set the valves as per the following table:
interlocked and operation can only be achieved using the handwheel. The
message VALVE OPEN POSSIBLE will be indicated in red on the IAS. Position Description Valve
Open Inlet valve from main condensate pump SD219F
High Tank Pressure
Closed Inlet valve from drains pump SD220F
Open Line isolating valve SD222F
If the demand of steam is not sufficient to consume the entire boil-off gas from
Open No.1 desuperheater spray water valves SD247F
the cargo tanks, the firing rate of the gas burners will be increased accordingly
SD249F
and any excess steam dumped to the main condenser. The amount of steam
or SD248F
dumped will depend on the position of the main turbine manoeuvring valves
SD250F
and the cargo tank pressure.
Open No.2 desuperheater spray water valves SD243F
The dump signal from the cargo tank pressure is inhibited when burning fuel SD245F
oil only. Steam to the desuperheater is supplied via a main piston valve, each or SD244F
desuperheater has its own control valve CV011 and CV012. SD246F
The main piston valve BV324 wis interlocked with the temperature, pressure e) Once the bypass valves have been confirmed as closed, open
or valves condition of the main or auxiliary condensers. It is interlocked during the control valve inlet and outlet valves on each desuperheater
the following conditions: control valve, as per the following table:
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
Position Description Valve
Open No.1 desuperheater control valve isolation DS032F
DS034F
Open No.2 desuperheater control valve isolation DS033F
DS035F
f) Line up the desuperheater discharge to either the main condenser
through valve SE111F or the auxiliary condenser through valves
SE112F and SE126F. This operation should be done carefully,
paying due regard to the vacuum in the receiving condenser.
Once the valve has been partially opened, the steam supply
valve DS031F should immediately be cracked open.
g) Once satisfied that the condenser vacuum is stable, the condenser
inlet and steam supply valves should be slowly opened to their
full extent, the condenser inlet valve always being the lead
valve. A close check must be kept on the condenser conditions
during this operation.
h) The system is now ready for use. The main piston valve and the
control valves will be controlled from the IAS.
High Pressure Exhaust Steam System
The high pressure exhaust system utilises exhaust steam from the main feed
water pumps and reduced pressure main turbine medium pressure bleed to
supply steam for the following:
• Feed heating at the deaerator
• Fresh water generator heating steam
• Main turbine and alternator turbine gland packing steam
On occasions it is possible for this supply of steam to exceed the demand
particularly during large changes of plant load. Excess pressure from the HP
exhaust steam system is dumped to the main condenser. If the main condenser is
shut down, the excess pressure can be diverted to the auxiliary condenser. This
system is controlled from the IAS which operates valve SE083F to regulate the
pressure in the system. Valve SE123F dumps the steam to the main condenser
and valves SE122F and SE127F dump it to the auxiliary condenser.
CAUTION
Do not open both the dump to the main condenser and the dump to the
auxiliary condenser at the same time if both condensers are not under
full vacuum. Doing so will cause a sudden loss of vacuum within the
main condenser and subsequent trip of the main turbine.
Section 2.1.4 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
Generator Turbine Exhaust Steam System

Both generator turbines exhaust to the main condenser through independent

pipelines. If the main condenser is unavailable, the exhaust can be diverted to
the auxiliary condenser. When completing this transfer, after 15 minutes an
EXHAUST VALVE ABNORMAL alarm will be activated. Operation of this
system is described as part of the procedure for starting the turbine generators
(see section 2.11.1 Turbine Generators).

Integrated Automation System (IAS) Control

The steam dump water spray valves are controlled by IAS whilst pressure
control is from the ABC. There is one spray valve for each dump valve which
prevents high temperature steam entering the main condenser. A separate
temperature controller is controlling the dump steam temperature and a high
selector will select the highest output from the steam dump control signal and
the temperature control signal.

Alarms

Tag Description Alarm

MM125 Dump steam outlet pressure 1.2 bar
BC016 Dump steam outlet temperature 120°C
MT232 Main condenser vacuum low 600 mmHg
MM239 Auxiliary condenser vacuum low 1 bar

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.4 - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.5a Main Turbine HP, MP Bleed and HP Exhaust Steam Systems Setting
To Funnel Top Setting To Main Turbine LP
2.6 bar 3.5 bar Bleed Automatic To Auxiliary Steam
L/S
Low Selector (For DS062F On/Off Valve Operation Service System
POC Valve)
IAS TI PI
MM127
MT038

SE059F SE058F PS32 Astern Turbine

ST329F To Funnel Top N2
PI PT PT PS PT PI LP Turbine
ST328F
PIAHL PIC
MM126 IAS
MM117 Deaerator
BV223 ST BV233 To HP Exhaust
TI 326F TI Set Steam Dump Valve
Port Boiler Starboard Boiler 2.2 bar TI
Air Heater 5.5/2.5 bar ST Air Heater MT027
PI E PI
P 325F Set Set
PI PI 1.8 bar 2.0 bar
PT ST PT To Funnel Control
BP011 ST BS011 TT TI Astern
324F Top Air
327F MM122 MM118
MP Guard
TI PI Bleed Valve
Set at 7.0 bar N1
for Valve DS081F ZS
N7 HP Turbine
Control Air
ST323F
MM124 PICAL MM123
Control Air E PT LC TI
P IAS LAH TT
MM046 MT030 HP
High Pressure Feed Bleed
PI Water Heater
PT
DS083F Main
From Main Boilers 59/4.2 Bar PI Condenser
ST ST N8 PI
Desuperheated Steam N2 MT037
Control Air
To Atmospheric 321F 320F TI PS31
System DS080F DS081F DS082F PS
Drain Tank
DS086F DS084F ST342F ST340F
Control Air VC ZI
MT171 MT167
To Atmospheric Tank ST343F SD355F SD336F
E
DS087F To Clean P VC ZI
Drain Tank Control Air E SD337F MT172 MT166
P
ZS ZS
TI
5.5/2.0 bar VC ZI Drain Pot
DS064F PCV MT171 MT173
From Main Boilers 59/1.8 bar PRV
ST350F ST351F
Desuperheated Steam SE054F SE053F SE052F VC ZI
System DS061F DS062F DS063F For MT172 MT174
ZS ZS
DS048F DS046F For Drain Drain To Main Condenser
SE055F
LP Drain Pocket ST356F ST358F
To Atmospheric Drain Tank ST304F ST300F
DS049F To Clean Drain Tank
To Main Condenser ST359F
To Main Turbine and For Standby Feed
ZI Control Air
Generator Turbine FP043 Pump Starting
Gland Steam Make-Up (2.1.7a) SE065F
ZI For Standby Feed
SE067F ZS SE066F
To Fresh Water Generators PAH FP042 Pump Starting Key
FP041 ZS
Heating Steam SE082F SE081F PAH Superheated Steam
FP040
ST310F
To Main and Auxiliary Condensers SE079F SE078F
for High Pressure Exhaust Steam PI PS Desuperheated Steam
PI PS
Dumping (2.1.4a) SE190F SE180F ST313F

TI Exhaust Steam
TI
To Atmospheric Drain Tank SE181F ST312F
No.2 Main No.1 Main
SE188F SE186F Condensate
Feed Water Pump Feed Water Pump
Turbine Turbine
SE189F Air
To Atmospheric Drain Tank To Back To Back
Pressure SE043F SE040F Pressure SE042F SE039F Electrical Signal
SE184F SE182F
Mechanical SE046F Mechanical SE045F
Trip Trip To Atmospheric Instrumentation
SE185F Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.5 - Page 1 of 2

2.1.5 Main Turbine High Pressure, Medium Pressure
Bleed and High Pressure Exhaust Steam
Systems
High Pressure (HP) Bleed System
High pressure (HP) steam is bled from the main turbine at the fifth stage of
the HP turbine. The bleed off valve ST350F opens automatically by a signal
from the pressure switch PS31 located at the bleed off point. The normal
bleed steam pressure of 15.8 bar joins the auxiliary steam service system
after passing through reducing valve ST353F which lowers the pressure to
8.4 bar. The auxiliary steam service system is also supplied by the boiler
internal desuperheater through reducing valve DS002F. The HP bleed steam
supply joins the desuperheated steam supply before the auxiliary external
desuperheater where the temperature is reduced to 180°C as required. The
bleed valve opens at a pressure of 13.5 bar and closes at 12.5 bar.
Medium Pressure (MP) Bleed System
MP bleed steam is bled from the crossover pipe between the HP and LP
turbines. The bleed steam valve ST300F opens automatically at a signal from
the pressure switch PS32 located on the crossover pipe. This signal also opens
the LP bleed valve ST250F.
The bleed line is continually drained to the main condenser via an orifice
situated before the automatic bleed valve. The bleed valve ST300F opens at a
pressure of 3.4 bar and closes at a pressure of 2.3 bar. The normal bleed steam
pressure is 5.5 bar at MCR. The steam supplies the high pressure exhaust
system through a reducing valve set at 2.0 bar and also directly at MP bled
pressure to the following services:
• Heating steam to the HP feed water heater
• Port and starboard boiler steam air heaters via a reducing valve
(5.5/2.5 bar)
Operation of the High and Medium Pressure Bleed Systems
The bleed valves can be opened or closed from the local machinery console, but
automatic operation will normally be selected. All drain traps’ isolating valves
on the system should be opened with bypass valves closed. Valves SE052F and
SE054F, the HP exhaust make up regulating valve isolators, require opening to
allow the MP bleed to supply the HP exhaust system.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
High Pressure (HP) Exhaust System The HP feed water heater receives heating steam from the MP bleed system
at 5.5 bar and if the pressure is lower than 4.2 bar a PID controller, set at 4.2
The MP bleed system and the feed pump turbine exhaust normally supply bar will take over and supply steam from the desuperheated steam system via
the HP exhaust system. The system is intended to operate at a pressure of reducing valve DS081F.
approximately 2 bar. If the pressure drops to 1.80 bar make up steam is
supplied from the main boiler desuperheater outlet via reducing valve DS062F. The main turbine bleed valves are all controlled via the IAS when switched
If the pressure rises to 2.20 bar the excess pressure is dumped to the main or to the REMOTE position. The valves can be operated manually from the local
auxiliary condensers. This function is controlled from the IAS system. control board or, when in the AUTO position, opened/closed by the signals
from the pressure transmitters PS31/PS32 situated on the HP bleed pipe and
The HP exhaust system provides the steam to the following services: HP/LP crossover pipes respectively.
• Fresh water generator heating steam Alarms
• Main turbine and generator turbine gland packing steam
Tag Description Low High
• Deaerator heating steam
Alarm Alarm
MM123 HP FW heater and SAH pressure control 3 bar
Procedure for the Operation of the High Pressure Exhaust MM126 HP exhaust steam pressure 1 bar 2.80 bar
Steam System FP040 No.1 feed pump exhaust pressure high 3.5 bar
FP041 No.2 feed pump exhaust pressure high 3.5 bar
The high pressure exhaust system is integral to the safe operation of the plant
system. It is brought in to use as the plant system is started up (refer to sections
1.1 and 1.2 of this manual) and would not normally be shut down unless
there was a major fault in the steam plant system. This is because this system
supplies the gland steam for the main and turbine generator turbines as well as
receiving the exhaust for the running feed pump. Therefore, to shut this system
down would necessitate the shut down of all of this equipment, effectively
immobilising the vessel.
The supply of steam to this system is therefore critical and any move to isolate
one of the supplies (feed pump exhaust, desuperheated steam make-up or MP
bleed system) should take this into consideration. The correct operation of the
make-up and dump valves for this system is essential and any anomaly should
be thoroughly investigated and any fault immediately rectified.
CAUTION
Due to the small band of operation between the make-up pressure and
the dump pressure, ensure that the make-up control valve is not open at
the same time as the dump valve.
Integrated Automation System (IAS) Control
The IAS controls the pressure in the deaerator by controlling the pressure from
the main turbine MP bleed (5.5 bar) to 2.0 bar by using a PID controller. If the
deaerator pressure drops lower than 1.8 bar the same controller will send a signal
to the reducing valve DS062F which supplies steam from the desuperheated
steam system. If the deaerator pressure exceeds 2.2 bar a third controller will
open the exhaust dump valve to the main or auxiliary condensers.
IMO Number: 9321770 Section 2.1.5 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.6a Low Pressure Steam Service System To Accommodation To Glycol Heater, Foward HFO Storage Tanks
Key To Paint Store and Cargo Machinery (Vaporiser, Heater)
Separated Bilge Bilge Holding Bilge Primary To Galley A/C
Oil Tank Tank Tank Desuperheated Steam
Upper Deck
Condensate/Distilled Water
To IG Generator
ST132F Air Burner
ST024F
Atomising
Lubricating Oil
Set at Steam Supply
Floor for Port
Electrical Signal 6.0 bar
ST130F ST129F ST128F ST108F PIC MM116 E ST025F ST026F
Main Turbine ST131F Instrumentation IAS P
Lubricating Oil To Funnel No.1 To Clean
MM115
Sump Tank Top Drain Tank
Fuel Oil No.2 HFO Low Sulphur
Overflow Tank Storage Tank (P) HFO Storage Tank No.2
Control
Incinerator Waste PI PT 8/6 bar
ST106F Set at Air IG Dryer Steam ST011F
Oil Tank PCV
6.6 bar Heaters
TC ST112F To Deoiler
4 (For Flushing) ST023F ST022F ST021F
Steam ST012F
ST013F
Tracing ST020F
14 Lines ST167F ST126F ST127F ST125F ST133F To Clean
ST111F Steam ST
187F Drain Tank
6 Tracing Line
To Clean
Main Boiler Smothering Steam Drain Tank
ST186F
Steam Tracing Lines From
(Port) (Starboard) No.2 HFO TOC
No.1 HFO Generator Turbine Generator Engine IAS E
5 15 3 9 10 11 12 BC128
Settling Tank Settling Tank LO Settling Tank LO Settling Tank VC
P
BC019
BV416 BV416 Control
TT TI PT PI
Control BV432 Large Air
Air From AED
ST109F Feed Water
To Main Boiler Burner Tip To AED
ST017F CV032 ST015F Pump Temperature
Carrier Blowing Steam Supply ZI ZI
TC ST ST ST ST ST160F ST159F BC017 BC018 Control
121F 122F 152F 153F No.1
Control Auxiliary External
Air TIC Desuperheater
Boiler Fuel Oil Small
Heaters
ST189F ST154F ST101F ST151F To
Lubricating Oil Control Air
Set ST124F Drain Cooler
Purifier Heaters
70°C ST018F ST016F CV033 ST014F
TIC
ST155F Near HFO ST173F
No.2 ST005F ST007F
TIC Calorifier Steam Tracing Lines Settling Tank ST008F
No.1 ST019 E
8 1 2 7 1 6 2 13 ST123F ST100F ST120F P
TOC To Atmospheric
To From IAS BC142
Drain Tank
Drain Cooler
ST102F ST170F Control Air
To Drain Cooler MM112 PICAL MM111
Set
Control Air IAS
70°C
TIC Control Air E To Funnel
P
Top From Main
No.2 ST184F Set at Turbine High
59/8 bar PRV 10.0 bar 15.8/8.4 Pressure Bleed
Floor Starboard PIC
From bar PRV Steam
ST169F Desuperheated
MM112
ST103F ST171F
To Drain Cooler ST165F ST164F ST163F Steam Service Line DS DS Control
DS001F I
ST168F ST158F 002F 003F ST355F P Air
TI PI
Lubricating Oil Purifier Sludge Tank ST176F

In Purifier
Room
DS004F ST354F ST353F ST352F

ST177F Fuel Oil Drain Tank Main Lubricating No.2 Heavy Fuel Oil Storage Tank (S) To Clean Drain Tank
Oil Settling Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.6 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
2.1.6 Low Pressure Steam Service System • Calorifier Procedure to Put the Low Pressure Steam Service System Into
• Boiler burner cleaning Operation
Introduction • Boiler smothering steam
The low pressure steam service system is supplied by either the HP bleed
The low pressure steam service system is supplied from the main turbine high • Incinerator waste oil tank steam or the desuperheated steam supplies, which join together before passing
pressure bleed system via reducing valve ST353F or the desuperheated steam through the auxiliary external desuperheater sprayers. The operation of the
• Bilge primary tank
service system via reducing valve DS002F. This system supplies the heating external auxiliary desuperheater is described in detail in section 2.1.3 of this
• Low sulphur HFO storage tank manual.
needs of all vessel low pressure steam services.
• Bilge holding tank
There are, in effect, two low pressure steam service systems both fed from the As the low pressure steam service system supplies the boiler fuel oil heaters
• Separated oil bilge tank and the cargo compressor sump heating, it is unlikely to be shut down except
supplies described above. These systems operate at 8.0 bar and 6.0 bar. Steam
from the 8.0 bar system is reduced to 6.0 bar by reducing valve ST022F. The • Main LO sump tank in an emergency. However, it is possible to shut this system whilst the vessel is
8.0 bar system supplies the following services: live if required. To put the low pressure steam service system in to operation,
• Deoiler flushing
the following procedure should be adopted:
• Boiler fuel oil heaters • Engine room service connections
• Main vaporiser and forcing vaporiser a) Ensure that the instrument and gauge valves are open and
The 6.0 bar system is protected by a safety valve set at 6.6 bar. instrument air is supplied to the control units.
• Boil off gas/warm up heaters
• Glycol heaters The low pressure steam service system supplies several services which are b) Prepare the auxiliary external desuperheater to operate on
integral to the running of the vessel during normal operation, such as the boiler desuperheated steam as outlined in section 2.1.3 of this manual
• Cargo compressor sump heating
fuel oil heating, tank heating and cargo compressor sump heating. However, up to and including point i) of that procedure.
• Forward HFO tank heating system in each case, it is possible to operate without heating steam as long as special
• Deck HFO transfer line trace heating provision is made. The boilers should be changed to MDO or gas only firing, c) Set the system valves as per the following table:
the cargo compressors must be shut down, as must the lubricating oil purifiers.
• Inert gas generator atomising steam This amounts to a set of unusual circumstances and each action must be given Position Description Valve
• Inert gas dryer steam heater full consideration before shutting off the steam supply. Any failure of the Open Boiler fuel oil heater line valve ST013F
control system may be counteracted by opening bypass valves on the reducing
• 6.0 bar steam pressure reducing valve Open Boiler fuel oil heater controller inlet valve ST014F
valves, primarily the dsuperheated steam reducing valve as this is most likely
to have a steam supply available. This must be done quickly to counteract the Open Boiler fuel oil heater controller inlet valve ST015F
The 8.0 bar system is protected by a safety valve set at 10.0 bar. The 6.0 bar effects of a shutdown on the boiler fuel oil and the cargo compressors. Operational Boiler fuel oil heater large control valve CV032F
system supplies all other low pressure services, as listed below: Operational Boiler fuel oil heater small control valve CV033F
• Accommodation services Services where a risk of oil contamination may occur, such as fuel tank heating Open Boiler fuel oil heater controller outlet valve ST016F
coils, have their drains led through a deoiler unit which is described in section
• Galley package AC system Operational Boiler fuel oil heater shut-off valve BV432
2.2.4 of this manual. Such an event can occur if, for example, a heating coil
• Paint store within a heavy fuel oil tank were to rupture. Open Boiler fuel oil heater inlet valve ST017F
Open Boiler fuel oil heater inlet valve ST018F
• Steam connection points for sea chest clearing
Closed Boiler fuel oil heater controller bypass valve ST019F
• Port and starboard HFO storage tanks Integrated Automation System (IAS) Control
Open 8/6 bar reducing valve inlet valve ST021F
• HFO overflow tank The IAS controls the pressure in the low pressure steam service system by Open 8/6 bar reducing valve outlet valve ST023F
• HFO drain tank controlling the pressure from the main turbine HP bleed (15.8 bar) to 8.4 bar Operational 8/6 bar reducing valve ST022F
at reducing valve ST353F by using a PID controller when HP bleed steam is Closed 8/6 bar reducing valve bypass valve ST020F
• LO purifier sludge tank
available. If the system pressure drops lower than 8.0 bar or if HP bleed steam Open System line valve ST184F
• Trace heating system is unavailable, the PID controller of reducing valve DS002F will act at 8.0 bar Open System line valve ST186F
• LO purifier heaters to suppy steam. If HP steam then becomes available again, this operation is
Open System line valve ST187F
reversed and the desuperheated steam pressure increases to 8.4 bar.
• Generator LO settling tanks.
The IAS further controls the output to the 6 bar heating steam system through d) Open other services as required (trace heating, tank heating),
• Main LO settling tank paying attention to good steam practice where required. Ensure
8/6 bar control valve ST022F.
• HFO settling tanks that several services are open on the 6.0 bar system.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.6 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.6a Low Pressure Steam Service System To Accommodation To Glycol Heater, Foward HFO Storage Tanks
Key To Paint Store and Cargo Machinery (Vaporiser, Heater)
Separated Bilge Bilge Holding Bilge Primary To Galley A/C
Oil Tank Tank Tank Desuperheated Steam
Upper Deck
Condensate/Distilled Water
To IG Generator
ST132F Air Burner
ST024F
Atomising
Lubricating Oil
Set at Steam Supply
Floor for Port
Electrical Signal 6.0 bar
ST130F ST129F ST128F ST108F PIC MM116 E ST025F ST026F
Main Turbine ST131F Instrumentation IAS P
Lubricating Oil To Funnel No.1 To Clean
MM115
Sump Tank Top Drain Tank
Fuel Oil No.2 HFO Low Sulphur
Overflow Tank Storage Tank (P) HFO Storage Tank No.2
Control
Incinerator Waste PI PT 8/6 bar
ST106F Set at Air IG Dryer Steam ST011F
Oil Tank PCV
6.6 bar Heaters
TC ST112F To Deoiler
4 (For Flushing) ST023F ST022F ST021F
Steam ST012F
ST013F
Tracing ST020F
14 Lines ST167F ST126F ST127F ST125F ST133F To Clean
ST111F Steam ST
187F Drain Tank
6 Tracing Line
To Clean
Main Boiler Smothering Steam Drain Tank
ST186F
Steam Tracing Lines From
(Port) (Starboard) No.2 HFO TOC
No.1 HFO Generator Turbine Generator Engine IAS E
5 15 3 9 10 11 12 BC128
Settling Tank Settling Tank LO Settling Tank LO Settling Tank VC
P
BC019
BV416 BV416 Control
TT TI PT PI
Control BV432 Large Air
Air From AED
ST109F Feed Water
To Main Boiler Burner Tip To AED
ST017F CV032 ST015F Pump Temperature
Carrier Blowing Steam Supply ZI ZI
TC ST ST ST ST ST160F ST159F BC017 BC018 Control
121F 122F 152F 153F No.1
Control Auxiliary External
Air TIC Desuperheater
Boiler Fuel Oil Small
Heaters
ST189F ST154F ST101F ST151F To
Lubricating Oil Control Air
Set ST124F Drain Cooler
Purifier Heaters
70°C ST018F ST016F CV033 ST014F
TIC
ST155F Near HFO ST173F
No.2 ST005F ST007F
TIC Calorifier Steam Tracing Lines Settling Tank ST008F
No.1 ST019 E
8 1 2 7 1 6 2 13 ST123F ST100F ST120F P
TOC To Atmospheric
To From IAS BC142
Drain Tank
Drain Cooler
ST102F ST170F Control Air
To Drain Cooler MM112 PICAL MM111
Set
Control Air IAS
70°C
TIC Control Air E To Funnel
P
Top From Main
No.2 ST184F Set at Turbine High
59/8 bar PRV 10.0 bar 15.8/8.4 Pressure Bleed
Floor Starboard PIC
From bar PRV Steam
ST169F Desuperheated
MM112
ST103F ST171F
To Drain Cooler ST165F ST164F ST163F Steam Service Line DS DS Control
DS001F I
ST168F ST158F 002F 003F ST355F P Air
TI PI
Lubricating Oil Purifier Sludge Tank ST176F

In Purifier
Room
DS004F ST354F ST353F ST352F

ST177F Fuel Oil Drain Tank Main Lubricating No.2 Heavy Fuel Oil Storage Tank (S) To Clean Drain Tank
Oil Settling Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.6 - Page 3 of 4

e) Ensure that any services opened including the boiler fuel oil
heaters have their drains set to the operational position as
outlined in sections 2.2.2 and 2.2.4 of this manual and that
the clean/contaminated drains systems are ready to operate/
operational. Ensure that any line drains are open.
f) Ensure that fuel oil is circulating through the boiler fuel oil
heaters. If this is not possible at this stage, shut the steam off the
boiler fuel oil heaters and attempt to bring one of the remaining
8.0 bar services on-line instead. Open drain valves on that
system if available, paying attention to good steam practice
g) Start to slowly bring the auxiliary external desuperheater on-
line as outlined in the procedure from point j) in section 2.1.3
of this manual. Ensure that all reducing valves and control
valves take control of their respective systems as the pressure
and temperature increases. Ensure that the drains are clearing
correctly and that the clean/contaminated drains system are
operational.
h) Once the system has been sufficiently warmed through, the
master valve DS001F may be opened fully and line drains
closed. (See the notes on warming-through the system outlined
in section 2.1.3.)
i) Gradually bring the fuel oil temperature up to normal working
temperature, using increases in the set point of the controller to
carefully heat the system oil. Check that all system pressures
and temperatures are in line with normal operating parameters.
The system is now fully operational and can now be changed to HP bleed
steam supply as required. When the HP bleed steam is available, the procedure
to change to HP bleed steam supply outlined in section 2.1.3 of this manual
should be followed.
Tag Description Low Alarm High Alarm
MM111 Auxiliary external desuperheater 4.90 bar -
outlet pressure
MM115 6.0 bar system pressure 4.50 bar -
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Steam Tracing
Steam tracing pipework is small bore pipework which runs alongside larger
bore fuel pipes to provide contact heating, preventing the fluid (usually oil) in
the larger pipework from cooling and thus increasing the pumping resistance.
The tracing pipework is normally under the lagging of the larger pipework and
is treated as a contaminated drain (see section 2.2.4)
Tracing pipework is indicated in the above diagram by a red circle with white
numeral. The pipework supplied is as follows:
1) HFO transfer pump suction
2) HFO transfer pump discharge
3) HFO drain lines
4) Incinerator waste oil service line
5) Sludge pump suction (FO drain tank and separated bilge oil
tank)
6) Boiler FO pump suction (from tanks)
7) Boiler FO pump discharge to boiler FO filter
8) From boiler FO filter to boiler inlet
9) No.1 boiler FO burner unit
10) No.1 boiler FO burner unit
11) No.2 boiler FO burner unit
12) No.2 boiler FO burner unit
13) HFO settling tank drain line to bilge primary tank
14) Boiler FO return chamber vent to boiler FO pump
15) Boiler FO return to boiler FO pump
IMO Number: 9321770 Section 2.1.6 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.7a Gland Steam Packing and Leak-Off System
SE136F
From Superheated From Superheated
Steam System Steam System Key Vent Valve to
be opened
Exhaust Steam ONLY for
No.2 Turbine No.1 Turbine checking
Generator Generator Superheated purposes
Seal Seal Steam
N15
Pot Low Pressure Pot Low Pressure Condensate
PIAHL PIAHL
Alarm Alarm Deaerator
Air
PI PT PS PI PT PS HP Feed Water Heater
Electrical Signal Deck

Instrumentation
SE135F SE134F SE029F
Lowest Point
Gland Packing Steam Receiver Gland Packing Steam Receiver
Constant SE026F SE028F
Control Air
PIC PIC Level Tank

PC
T26
Make-Up
PIAHL Lowest Point
MT042
T25 T302 T24

SE021F SE022F
From High Pressure PT PI Control Air
To No.2 Turbine Generator To No.1 Turbine Generator
Exhaust Steam Line Exhaust Steam Line Exhaust Steam Line
(2.1.5a) SE065F T71A
PC SE023F SE025F
Spill
Gland Packing Steam Receiver

T27 T303 T28

Gland Exhaust Fan

Balanced Governor Balanced Governor
Steam Valve Steam Valve To Main T29
PI Astern
M Condenser Turbine
No.2 Main Feed No.1 Main Feed Hot Well
Water Pump Water Pump Gland Condenser
Turbine Turbine LP
To Main
Turbine
Condensate To Atmospheric
Steam Chest Steam Chest Hot Well Drain Tank
Astern
Balance Valve Balance Valve
Guard
Leak-Off Drain Leak-Off Drain
Valve
Water Seal from
SE132F SE131F
Distilled Water Tank

Packing
From Superheated From Superheated
Leak-Off
Steam System Steam System SE130F Reservoir

Main Condenser

Lowest Point

HP
To Atmospheric Turbine
Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.7 - Page 1 of 4

2.1.7 Gland Steam Packing and Leak-Off System
Gland Steam Condenser
Maker: Showa Industries Co. Ltd
Heating steam: 12.75 bar
Temperatures: Shell 240°C, tube 80°C
Surface: 25 m2
Introduction
Steam for the gland sealing for both generator turbines and the main turbine is
supplied from the HP exhaust steam system. Labyrinth type seals are used at
the end of the turbine rotors to prevent the steam in these regions from leaking
to atmosphere and more importantly, to prevent air from entering the turbine
where the internal pressure is less than atmospheric. The seals are formed by
radially slotting sections of labyrinths into the packing rings, which themselves
are likewise slotted radially into the turbine upper and lower casings. The peak
and trough edges of these labyrinths are located adjacent to corresponding
square radial grooves machined into the rotor shaft. The clearances between the
labyrinth edges and rotor are minimised to reduce steam leakage between the
inner (high gland steam pressure) areas and outer (low gland steam pressure)
areas. Adequate axial clearance between the rotor and labyrinths allow for the
designed axial movement and expansion between the rotor and the casing.
Where superheated valves such as the manoeuvring valves and the generator
regulating valves are present, the spindle glands are also sealed in either single
or double stage (HP and LP) glands, depending on usage. The astern guardian
valve and the feed pump governor valves are the only valves with a single stage
gland.
Steam is supplied to the glands from a gland packing steam receiver mounted
underneath the turbine. This receiver is maintained at a constant pressure using
make-up and spill control valves. As the steam pressure at this stage is constant
and positive, the flow from the inner HP gland to the outer LP gland will
always be a positive flow, providing a double seal against air ingress.
Where the turbine internal steam pressure is higher than the pressure in the
gland housing, steam will enter the series of diaphragms from the turbine, and
is throttled across each stage causing its pressure to drop. The gland steam
receiver is connected to the inner sections of the glands (HP) so that if the
steam reaching the HP glands is at a higher pressure than the gland steam
receiver, the steam will be directed to the gland steam receiver and is led away
from the outer glands (LP). Where the pressure in the HP glands is greater than
the internal turbine pressure at the shaft exit point, the steam available from the
gland steam receiver will be drawn through the gland, effectively sealing it and
preventing the ingress of air.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The gland steam receiver spills steam through a control valve to the main Procedure to Put the Main Turbine Gland Steam System into
condenser or receives steam from a make-up controller supplied from the HP Operation
exhaust range. The need for the steam to make-up or spill changes with the
turbine load, i.e. at high load the steam will generally be spilled out of the Prior to bringing the gland steam system into operation ensure that all the drain
system and at low loads the packing steam will need to be made up. All LP or trap isolating valves are open with bypass valves closed, the main turbine LO
outer glands (including single stage glands) are connected to the gland steam system is in use and the turning gear is operating.
condenser, as is the deaerator and the HP feed heater which can collect air or
non-condensible gases during operation. a) Ensure that the supply from the HP exhaust steam system is
available. After ensuring that all gland steam make-up bypass
Gland Steam Condenser valves are closed, carefully open the supply valve SE065F to the
The gland steam condenser is a horizontal, straight tube type with the gland
gland steam system and warm through the pipework, giving due
consideration to good steam system practice.
exhaust fan mounted on top. It has cooling tubes through which the main
condensate is passed to act as the cooling medium. Turbine gland leakage
b) Ensure that the main condensate system is operating and cooling
steam and air from the various sources (including the deaerator) are collected
water supplied to the gland steam condenser. Start the gland
in the gland steam condenser. Steam in the mixture is condensed in contact
steam condenser fan. Ensure that the gland steam condenser
with the condensate cooled tubes. Air and non-condensible gases are drawn out
and the gland steam leak-off reservoir loop seals are filled with
and exhausted by the fan. The gland steam leak-off condensate passes through
condensate.
a loop seal and drains to the atmospheric drains tank. The loop seal is designed
to allow the gland steam leak-off condensate to successfully drain to the ADT
c) Ensure that the valve water seal system is operational.
without losing the low vacuum created in the gland steam condenser shell by
the gland steam exhaust fan.
c) Open the packing steam leak-off outlet valve SE130F to the
gland steam condenser.
Main Turbine Gland Steam System
d) Set the gland steam pressure controller to the desired pressure
Gland steam is normally controlled by two air operated control valves. In the
of 0.2 bar. Ensure the control valves are operational.
case of low gland steam pressure, the make-up valve opens and supplies the
gland steam to the gland steam receiver and hence the HP glands. In the case
e) Open the gland steam make-up and spill control outlet valves
of high gland steam pressure, steam passes from the HP glands to the gland
T25 and T28.
steam receiver, the spill valve opens and the gland steam is dumped from the
gland steam receiver to the main condenser.
f) Open the gland steam spill control valve inlet isolating valve
T27.
Each gland connected to the system has either one or two connected glands
(HP and LP), save the HP gland of the HP turbine, which has four stages.
g) Slowly open the gland steam make-up control valve inlet
The steam from the first two gland stages of the HP turbine HP gland are led
isolating valve T24. Ensure the gland steam receiver pressure
directly back to the HP turbine where they are directed in to the turbine due to
stabilises at the desired value.
the high entrained energy value of this gland steam. The HP glands from the
HP turbine nozzle valve and manoeuvring valve are similarly led to the inlet
Once the system is in use, close all line drain valves.
of the LP turbine again to recover the entrained energy. All other HP or inner
glands are connected to the gland steam receiver. The gland steam receiver and
the nozzle/manoeuvring valve steam recovery line are permanently drained to Generator Turbines Gland Steam System
the condenser hotwell through an orifice.
The generator turbine gland sealing is supplied in a similar manner, with
desired pressure maintained in the gland packing steam receiver by make-up
The LP glands (including single stage glands) are connected to the leak-off
and spill valves. Excess pressure is dumped to the respective turbine exhaust
reservoir. In order to prevent hunting or cycling, the gland steam controller
line. The reservoir is constantly drained to the exhaust line via an orifice. The
should be adjusted with a small dead band between the opening of the spill
leak off from the LP glands, valve glands and nozzle valves are drawn to the
and make-up valves. The steam pressure is maintained at about 0.2 bar. Steam
gland condenser.
from the outer LP glands is collected in the gland leak-off reservoir where it
is drawn, by the gland extraction fan, to the gland condenser and then to the
atmospheric drain tank. The leak-off reservoir has a similar loop seal drain to
the gland steam condenser which drains to atmosphere.
IMO Number: 9321770 Section 2.1.7 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.7a Gland Steam Packing and Leak-Off System
SE136F
From Superheated From Superheated
Steam System Steam System Key Vent Valve to
be opened
Exhaust Steam ONLY for
No.2 Turbine No.1 Turbine checking
Generator Generator Superheated purposes
Seal Seal Steam
N15
Pot Low Pressure Pot Low Pressure Condensate
PIAHL PIAHL
Alarm Alarm Deaerator
Air
PI PT PS PI PT PS HP Feed Water Heater
Electrical Signal Deck

Instrumentation
SE135F SE134F SE029F
Lowest Point
Gland Packing Steam Receiver Gland Packing Steam Receiver
Constant SE026F SE028F
Control Air
PIC PIC Level Tank

PC
T26
Make-Up
PIAHL Lowest Point
MT042
T25 T302 T24

SE021F SE022F
From High Pressure PT PI Control Air
To No.2 Turbine Generator To No.1 Turbine Generator
Exhaust Steam Line Exhaust Steam Line Exhaust Steam Line
(2.1.5a) SE065F T71A
PC SE023F SE025F
Spill
Gland Packing Steam Receiver

T27 T303 T28

Gland Exhaust Fan

Balanced Governor Balanced Governor
Steam Valve Steam Valve To Main T29
PI Astern
M Condenser Turbine
No.2 Main Feed No.1 Main Feed Hot Well
Water Pump Water Pump Gland Condenser
Turbine Turbine LP
To Main
Turbine
Condensate To Atmospheric
Steam Chest Steam Chest Hot Well Drain Tank
Astern
Balance Valve Balance Valve
Guard
Leak-Off Drain Leak-Off Drain
Valve
Water Seal from
SE132F SE131F
Distilled Water Tank

Packing
From Superheated From Superheated
Leak-Off
Steam System Steam System SE130F Reservoir

Main Condenser

Lowest Point

HP
To Atmospheric Turbine
Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.7 - Page 3 of 4

Procedure to Put the Generator Turbine Gland Steam System
into Operation
Prior to bringing the generator gland steam system into operation ensure that
all the drain valves are open, the turbine generator LO system is in use and the
turbine is turning on the turning gear.
a) Ensure that the supply from the HP exhaust steam system is
available. After ensuring that all gland steam make-up bypass
valves are closed, carefully open the supply valve SE065F to
the gland steam system and warm through the pipework, giving
due consideration to good steam system practice, if not already
open.
b) Ensure that the main condensate system is operating and
cooling water supplied to the gland steam condenser. Start the
gland steam condenser exhaust fan. Ensure that the gland steam
condenser and the gland steam leak-off reservoir loop seals are
filled with condensate.
c) Open the gland steam leak-off valve on the generator concerned,
valve SE134F on the port generator and valve SE135F on the
starboard generator.
d) Set the gland steam packing pressure controller to the desired
pressure at approximately 0.15 bar.
e) Open the gland steam make-up and spill control outlet valves
(x2) on the desired generator.
f) Open the gland steam spill control valve inlet isolating valve on
the desired generator.
g) Slowly open the gland steam make-up control valve inlet on
the desired generator. Ensure the gland steam receiver pressure
stabilises at the desired value.
Once the system is in use, close all drain valves.
Main Feed Water Pumps
The main feed pump turbine shaft glands, control valve steam glands will
always be under positive pressure when operating and therefore no make-up
steam is necessary. Leak-off steam is drawn away from the glands to the gland
condenser.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Procedure to Put the Main Feed Pump Gland Leak-off into
Operation
Prior to bringing the steam turbine driven pump gland steam system into
operation ensure that all the drain trap isolating valves are open.
a) Ensure that the main condensate system is operating and
cooling water supplied to the gland steam condenser. Start the
gland steam condenser exhaust fan. Ensure that the gland steam
condenser and the gland steam leak-off reservoir loop seals are
filled with condensate, if not already operational.
b) Open the gland leak-off valves, SE131F on the port feed pump
and SE132F on the starboard feed pump.
The gland leak-off valves should remain open during normal operating
conditions so that the off-line feed pump is ready to start immediately.
Deaerator and High Pressure Feed Water Heater
Non-condensible gases from the deaerator and the HP feed water heater are
drawn to the gland steam condenser.
The deaerator vent valve and isolating valve SE136F to the gland steam
condenser should remain open whilst the plant is in operation and the deaerator
vent valve position varied, depending upon the oxygen readings obtained in the
feed water analysis. A separate vent valve is fitted adjacent to the main vent
line and leads to a gooseneck. This is fitted to allow a visual check of the output
to be made and is normally closed.
The HP feed water heater vent valve should be open during operation of the
heater.
IMO Number: 9321770 Section 2.1.7 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.1.8a Low Pressure Bleed and Fresh Water Generator Service System PI I
SE094F P Control Air
From HP Exhaust From HP Exhaust
Steam System Steam System
SE001F SE002F From Control
Panel Shut-off
Signal
SE097F SE096F ST281F ST283F VA- VA- PI
PI TI TI PI CO- CO-
SE092F ST284F
01 02 Port Fresh Water
Generator
Starboard Steam Port Steam
(Sea Water Cooled)
Air Heater Air Heater SD241F
SD346F SD343F
TS
To Control
Panel PT TI
SD344F SD345F SD342F SD341F Control
To Clean From Control PI
SIAH Panel
SD010F Drain Tank Panel Shut-off MM011
Signal
SD
Key ST255F 009F PI I
Control
ST
Control Air SE095F P
LAH Air
Superheated Steam
TI PI MM045 SD036F SD037F
TI SD SD
Exhaust Steam LC To Auxiliary SE003F SE004F 028F 029F
Condensate Pump
Low Pressure Condenser
(3.0m3/h x 0.26 bar)
Feed Heater SD036F and SD037F
Condensate to be Open When the
Auxiliary Condenser is SE099F SE098F ST285F ST287F Sealing Water PI
From in Operation
TI
Air TI
Main Turbine SD021F
Crossover Line Sealing
Electrical Signal SD011F SE093F ST288F
Pressure Switch Water To Clean
SE SE016F SE
Drain Tank
Instrumentation SD016F 013F 015F
Sealing VA- VA- PI Sealing Water
SD013F SD035F
Water CO- CO-
VC VC
Control Air SD012F To Clean
01 02 SE SE203F SE
MT178 MT179 Drain Tank
204F 202F
PI
ZI
MT180
MT041 Sealing Water SD Starboard Fresh Water SD023F SD024F
242F Generator
ZI SD015F TS (Condensate Cooled)
MT181 PT PI Astern
ZS SD014F
Turbine PT TI
Control
Sealing Water PI SIAH Panel
ST ST MM012
TI TT LP To Auxiliary
251F 250F
Turbine SD038F From Distilled Condenser
ST Water Tanks for
254F TI To Control ST
SD376F SD277F Initial Filling
MT028 ZS Panel
From Main/Auxiliary
ZI Condensate Pump or
MT223 Condensate Drain Pump SD030F SD031F
HP Turbine Condensate Pump
From Atmospheric (3.0m3/h x 0.26 bar)
From HP Drain Tank
Bleed Line
Main Turbine Gland Sealing Water PI TI
Drain
Main Steam Reservoir Drain From
Condenser SD022F
HP Exhaust
ZI ZI ZI ZI ZI From Main Turbine Steam System SE208F SE206F
MT134 MT138 MT136 MT139 MT142
IP Bleed Steam SE017F SE019F
To Clean
Line Drain
ZI ZI ZI ZI ZI Sealing Water SE207F Drain Tank
T55 MT133 T54 MT137 T53 MT135 T52 MT140 T51 MT141 SE020F
LP Drain Pocket HP Drain Pocket
SD032F Sealing Water

To Atmospheric From Main Turbine Leak To Atmospheric To Atmospheric

Drain Tank Off Steam Drain Drain Tank Drain Tank
SS095F SD034F SD033F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.8 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.1.8 Low Pressure Bleed and Fresh Water Position Description Valve
Generator Service System Closed Level controller bypass valve SD013F
Open Drains to the atmospheric drain tank SD015F
Introduction Closed Drains to the main condenser SD014F
Open LP feed heater steam inlet ST255F
Low pressure (LP) steam is bled from the 3rd stage of the LP turbine. The
Open Drains from the boiler steam air heaters SD009F
bleed valve, ST250F is operated by the same signal (PS32) as the MP bleed
valve. The signal take-off point is on the crossover between the HP and LP Closed Air heater drains to ADT SD010F
turbines. The valve can be manually opened or closed from the local control
station at the turbine, but automatic operation will normally be selected. b) Ensure that the selector switch on the engine console for the
bleed valves is in AUTOMATIC. The bleed system will open
There is no external steam make-up to the LP feed heater. when the correct pressure is reached in the crossover pipe, and
the LP feed heater will come in to use.
The LP bleed steam is supplied directly to the LP feed heater. A control valve
on the drain outlet of the heater maintains a constant condensate level in the The boiler steam air heaters can then be brought in to use at any time, by
feed heater. This increases the efficiency of the heater by ensuring that all opening the drain trap inlet and outlet valves whilst ensuring that the bypass
steam gives up its latent heat of evaporation to the feed water. Further plant valve is closed.
efficiency is gained by leading the drains from the boiler air heaters through
the LP feed heater, but they can also be diverted directly to either the main Should the operator wish to change the plant system to auxiliary condenser
condenser or the atmospheric drain tank. The drains from the LP heater are operation, the LP feed heater may still be used by changing the vent to the
normally directed to the atmospheric drain tank, but may also be directed to auxiliary condenser. This is achieved by opening valves SD036F and SD037F,
the main condenser. whilst closing valves SD035F and SD038F. Although LP bleed steam is
unavailable, the boiler air heaters may still be used.
Procedure for Putting the Low Pressure Heater Steam System
into Operation Fresh Water Generator Service System
Steam from the HP exhaust system supplies the fresh water generator feed
The heating steam supply from the LP bleed to the LP heater should remain heaters through their independent desuperheaters. The LP bleed is also able
ready for operation. Steam will then be supplied when the bleed valve opens to supply the fresh water generator heating steam systems through isolating
under automatic operation. valves fitted before the heating steam control valves.

a) Ensure that all instrumentation and control air valves are open. To supply the fresh water generator heating steam from the LP bleed system
Ensure that the valve water seal system is operational. Set the open valve SE001F for the port fresh water generator and valve SE003F for
system valves as follows: the starboard fresh water generator and close the corresponding HP exhaust
valves, SE094F for the port unit and SE095F for the starboard unit. As with
Position Description Valve any system, care must be taken to ensure that the line is sufficiently warmed
Open Level transmitter steam and water valves through and drained prior to putting it in to use.
Open Level controller valve inlet valve SD011F
A full description of the operation of the fresh water generators is available in
Open Level controller valve outlet valve SD012F
section 2.14.1.
Operational Level controller valve SD016F
Closed LP feed heater drain valve
Integrated Automation System (IAS) Control
Open Steam vent valve
Closed Vent to auxiliary condenser SD036F When the main turbine LP bleed valve is switched to the REMOTE position the
valve can be opened and closed via the IAS. When in the AUTO position the
Open Vent to main condenser SD035F valve is controlled by the output signal from the pressure transmitter PS32.
Open Main condenser vent inlet valve SD038F
Open Line drain valve ST254F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.1.8 - Page 2 of 2
2.2 Condensate and Feed Water Systems

2.2.1 Main and Auxiliary Condensate System

2.2.2 Clean Drains System

2.2.3 Boiler Feed Water System

2.2.4 Contaminated Drains System

Illustrations

2.2.1a Main and Auxiliary Condensate System

2.2.2a Clean Drains System

2.2.3a Boiler Feed Water System

2.2.3b Boiler Level Controls

2.2.4a Contaminated Drains System

2.2.4b Contaminated Drain System Returns

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.1a Main and Auxiliary Condensate System Condensate Line
To Deaerator

SD315F

SD316F Magnetic Feed Filter

SD254F SD252F SD253F SD287F SD290F SD288F
SD313F
No.1 Vacuum From Fresh Water SD255F SD289F Control Air
Pump Unit "B" Deck
SD225F Services System E/P To Auxiliary
TIAH Spill Valve
Air Inlet MC Feed Water Line
MM133
Filter PP016 For Main Boiler
To Distilled
SD223F TT SD230F T42 SD231F Water
Water Tank
TI SD Initial Filling SD309F SD310F SD311F
TI
Air WG 225F
Ejector SD226 SD232F Control Air SD312F
SD 230F Gland From the
221F Condenser To Sink For E/P Atmospheric
TI TI
Boiler Water Drain Tank
SD Sea Water SD224F MM274
Test Pumps
230F Cooling TI
SD227F T43 SD228F
SD
To Clean SD317F TT TI
229F SD226F SD
Drain Tank TI 260F SD318F LP Feed
Air Inlet MC
SD229F Heater
Filter PP017

SD224F SD SD233F
TI TI
237F
Air SD
WG231F No.2
SD220F Water 258F
Ejector Fresh Water SD
Seal
Generator TI 256F ZI
No.2 Vacuum TI ZS
V167
Pump Unit IC
Sea Water
Cooling MT053 MT054
To Clean SD SD239F T57
Drain Tank 236F
Locked
PI
Open
To Main Fresh Water Pump Seal From Condensate Sealing Water
SD217F
Water Inlet SD221F Drain Pump
SD220F
To Fresh Water Generator ZI ZI VC
Dump Steam Vacuum
BC036 BC036 BC036 Astern
Desuperheater Nozzle PIAL Water Spray TI Breaker
SD223F SD219F PT MM097
Locked MT206
Turbine
Vacuum Pump To External Desuperheater SD215F ZS PI T41B Running
Open Vacuum
Auto Start for Main Steam Dump TT Water Spray
SD222F To Atmospheric T41A Pump
Locked Open T56 SD216F
Vacuum Low Drain Tank Auto Start Main Condenser Vacuum
PIAL XA SIAH PAL
MM030 PP018 PS Low Low Trip
From Low Pressure Feed MM031 MT231
XA XA
PT PS PI Water Heater Vent Line PP012 PP013
MC MC PI
PP012 PP013
Main Condenser Vacuum
MC XA XA MC Auto PS PS071 Low Alarm
PP020 PP020 PP019 PP019 SIAH Main
MM032 Change Over TIAH Condenser PT PIAL
Auxiliary Auto MT185 MT043 Main Condenser Vacuum
Condenser Change Over No.1 PI Low Auto Slow Down
Control Air SD205F PI PS
SD371F TI TT LIC
LAHH Trip
LAH TIAH LS MT087 IAS
LC PI PI PS +500 mm
MM213 MM102
From No.1 Fresh Water SD375F
Generator Heating Steam LAL TI SD373F (Start) LCH LT LAH
H=+250 mm
MM219
SD285F LS
Condensate Drain +250 mm MT117
Auto Slow
Key TIAH (Stop) LCH LAHH Down
SD374F LS
MT033 SOW +300 mm
Auxiliary SD379F NWL MT118
Condensate/Distilled Water PI PS PI
Condensate SD206F TT LAL
Control Air L=-110 mm
Pumps PI PI PS
Instrumentation (85 m3/h at 11 bar) SD372F TI
ZI
MT223
No.2
Electrical Signal SD378F SD286F
Main Condensate Pumps ZS
Fresh Water (130 m3/h at 11 bar) From Atmospheric Drain From Distilled
SD380F
Tank Overfill Return Tanks for Initial Filling
Sea Water SD376F SD377F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.1 - Page 1 of 6

2.2 Condensate and Feed Water Systems
2.2.1 Main and auxiliary Condensate System
Main Condensate Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: EVZ130-2M
Capacity: 130 m3/h at 11.0 bar
Rating: 440 V, 75 kW at 1,800 rpm
Auxiliary Condensate Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: EVZ130M
Capacity: 85 m3/h at 11.0 bar
Rating: 440 V, 55 kW at 1,800 rpm
Introduction
The main condensate system, as part of the closed feed cycle, is the section
concerned with the circulation of feed water from the main condenser back to
the boiler feed pumps.
Exhaust steam from the main turbines, generator turbines, dump steam and
other auxiliaries, is condensed under vacuum in the sea water cooled main
condenser. The condensate produced is extracted by one of the two main
condensate water pumps, and circulated through various heat exchangers,
before entering the deaerator, which is located at a high point in the engine
room. Water in the deaerator provides the main feed pumps with a positive
suction head.
During the process of circulation from the main condenser to the main feed
pump inlet, the condensate temperature is raised from approximately 38°C
to 137°C. This increase is gained by the use of otherwise waste heat in the
condensate cooled FW generator when in use, the gland leak-off condenser,
the LP feed heater which is supplied by the LP bleed steam from the main LP
turbine, and drains from the boiler steam air heaters.
Exhaust steam from the main feed pumps and IP bleed steam from the main
turbine (section 2.1.5), plus make-up boiler desuperheated steam (section
2.1.3), provide the heating steam for the deaerator.
Issue: Final Draft - October 2007
Methane Nile Eagle
Integrated Automation System (IAS) Control
The condensate extraction pumps are provided in a main and standby
configuration. The operator must start one of the two pumps from an operator
station, then set the other pump to automatic operation. The pump selected
for automatic operation will act as standby for the running pump. It will start
automatically upon detection of low pressure in the system or if the running
pump stops. The standby pump will also start if the main condenser high level
switch is activated and will stop when the level returns to normal. Though
these pumps are designed to be self-cavitating, the main condenser level is
controlled by an automatic recirculating valve T43. This valve is fitted into the
line after the gland condenser, ensuring that it has a condensate flow through
it at all times.
The two vacuum pumps are on a duty/standby selection. One of the pumps
is started from an operator station and the other pump is automatically set to
standby. The automatic standby pump will cut in if a low vacuum is detected
in either the main or auxiliary condensers, or the duty pumps stops. The signal
from the condenser level transmitter is compared in a high signal selector, with
the output signal operating either level control valve T42, or the recirculation
valve T43. At normal working conditions, with the main turbine having a high
steam flow, the level control valve will be open, allowing condensate through
the LP heater to the deaerator. At low main turbine loads, this valve will close,
and the recirculation valve will open, ensuring there is water in the condenser
at all times and that the condensate pumps do not run dry. The condenser level
is alarm monitored, where a high alarm will initiate the automatic start of the
standby condensate pump. This pump will also automatically stop when the
normal level is regained. Further higher levels will initiate the main turbine
automatic slowdown and ultimately the trip functions.
The glands of the two condensate pumps are water sealed to prevent air
ingress, with a balance line returning to the main condenser from the highest
points of the pump inlets, in order to prevent the formation of flash steam in the
service pump. The condensate pump discharge pressure is alarm monitored,
with low-low pressure initiating the changeover of the pumps. All valves are
subject to main condenser vacuum and have condensate water sealed glands.
The main condenser is a potential source of feed water contamination, due to
possible cooling sea water leakage. A sampling point and salinity monitoring
system are used to check condensate quality in the combined pump discharge
line. The auxiliary condenser operates under vacuum conditions, the vacuum
being produced by the same vacuum pumps as for the main condenser. The
auxiliary condenser receives drains which are normally directed to the main
condenser when the main condenser needs to be shut down. Dump and exhaust
steam normally directed to the main condenser can also be diverted to the
auxiliary condenser. Two auxiliary condensate water pumps, operating on a
main and standby configuration similar to the main condenser pumps, extract
the condensate which is into the main condensate line.
IMO Number: 9321770
Machinery Operating Manual
A vacuum dragging line from the atmospheric drain tank is fitted to return a
quantity of feed water to the main condenser via level control valve SD004F
when in port and at low load conditions. Atmospheric drain tank level control
at this time will be from level control valve SD004F instead of level control
valve SD306F. The condensate level is maintained in the auxiliary condenser in
the same manner as in the main condenser, by a control regulating valve and a
recirculation valve both responding to the level transmitter. This system returns
condensate water to the auxiliary condenser after heat has been extracted from
the gland condenser and from the starboard fresh water generator, or passes it
into the LP feed heater then to the deaerator as in the main condenser system.
Thus the condensate from both systems flows through the starboard fresh
water generator condenser and extracts heat from the vapour produced from
sea water. This condenses the vapour to produce the distillate and heats the
condensate thus making for greater plant efficiency. The condensate discharge
continues through the gland steam condenser. This unit condenses the vapour
from the following:
• Gland steam leak-off systems of the main feed water pumps,
generator turbines and main turbines
• HP feed water heater
• Deaerator
The drains produced flow through a U-tube water seal to the atmospheric drains
tank. Air and other non-condensibles are extracted from the gland condenser
by the gland vapour fan, which discharges to atmosphere. During some ship
operations dump steam is generated by burning excess boil-off gas. This steam
is desuperheated and dumped to the main condenser (section 2.1.4). A cooling
water curtain is arranged in way of this exhaust to the main condenser, with
the spray water for the curtain supplied from the condensate line before the
gland steam condenser. Desuperheating injection water is supplied from the
condensate system to the following services:
• No.1 and No.2 dump desuperheaters before the gland
condenser
• Main astern turbine steam supply after the gland condenser
• No.1 and No.2 evaporator steam supplies before the gland
condenser
Desuperheating injection water for the external desuperheater is supplied via
the auxiliary desuperheating feed water pumps from the distilled water tanks.
Condensate water is also supplied to No.1 and No.2 main vacuum pump
valve gland seals and the main feed pump seal flushing water. The condensate
continues through the LP feed water heater which is supplied with heating
steam from the LP bleed system when this is operational and condensate from
the main boiler air heater heating steam. Finally, the condensate reaches the
deaerator which is a contact feed water heater, the deaerator feed storage tank,
providing a positive inlet head for the main feed water pumps. Non-condensible
gases and associated vapours are drawn to the gland steam leak-off condenser,
and to the atmosphere via the fan.
Section 2.2.1 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.1a Main and Auxiliary Condensate System Condensate Line
To Deaerator

SD315F

SD316F Magnetic Feed Filter

SD254F SD252F SD253F SD287F SD290F SD288F
SD313F
No.1 Vacuum From Fresh Water SD255F SD289F Control Air
Pump Unit "B" Deck
SD225F Services System E/P To Auxiliary
TIAH Spill Valve
Air Inlet MC Feed Water Line
MM133
Filter PP016 For Main Boiler
To Distilled
SD223F TT SD230F T42 SD231F Water
Water Tank
TI SD Initial Filling SD309F SD310F SD311F
TI
Air WG 225F
Ejector SD226 SD232F Control Air SD312F
SD 230F Gland From the
221F Condenser To Sink For E/P Atmospheric
TI TI
Boiler Water Drain Tank
SD Sea Water SD224F MM274
Test Pumps
230F Cooling TI
SD227F T43 SD228F
SD
To Clean SD317F TT TI
229F SD226F SD
Drain Tank TI 260F SD318F LP Feed
Air Inlet MC
SD229F Heater
Filter PP017

SD224F SD SD233F
TI TI
237F
Air SD
WG231F No.2
SD220F Water 258F
Ejector Fresh Water SD
Seal
Generator TI 256F ZI
No.2 Vacuum TI ZS
V167
Pump Unit IC
Sea Water
Cooling MT053 MT054
To Clean SD SD239F T57
Drain Tank 236F
Locked
PI
Open
To Main Fresh Water Pump Seal From Condensate Sealing Water
SD217F
Water Inlet SD221F Drain Pump
SD220F
To Fresh Water Generator ZI ZI VC
Dump Steam Vacuum
BC036 BC036 BC036 Astern
Desuperheater Nozzle PIAL Water Spray TI Breaker
SD223F SD219F PT MM097
Locked MT206
Turbine
Vacuum Pump To External Desuperheater SD215F ZS PI T41B Running
Open Vacuum
Auto Start for Main Steam Dump TT Water Spray
SD222F To Atmospheric T41A Pump
Locked Open T56 SD216F
Vacuum Low Drain Tank Auto Start Main Condenser Vacuum
PIAL XA SIAH PAL
MM030 PP018 PS Low Low Trip
From Low Pressure Feed MM031 MT231
XA XA
PT PS PI Water Heater Vent Line PP012 PP013
MC MC PI
PP012 PP013
Main Condenser Vacuum
MC XA XA MC Auto PS PS071 Low Alarm
PP020 PP020 PP019 PP019 SIAH Main
MM032 Change Over TIAH Condenser PT PIAL
Auxiliary Auto MT185 MT043 Main Condenser Vacuum
Condenser Change Over No.1 PI Low Auto Slow Down
Control Air SD205F PI PS
SD371F TI TT LIC
LAHH Trip
LAH TIAH LS MT087 IAS
LC PI PI PS +500 mm
MM213 MM102
From No.1 Fresh Water SD375F
Generator Heating Steam LAL TI SD373F (Start) LCH LT LAH
H=+250 mm
MM219
SD285F LS
Condensate Drain +250 mm MT117
Auto Slow
Key TIAH (Stop) LCH LAHH Down
SD374F LS
MT033 SOW +300 mm
Auxiliary SD379F NWL MT118
Condensate/Distilled Water PI PS PI
Condensate SD206F TT LAL
Control Air L=-110 mm
Pumps PI PI PS
Instrumentation (85 m3/h at 11 bar) SD372F TI
ZI
MT223
No.2
Electrical Signal SD378F SD286F
Main Condensate Pumps ZS
Fresh Water (130 m3/h at 11 bar) From Atmospheric Drain From Distilled
SD380F
Tank Overfill Return Tanks for Initial Filling
Sea Water SD376F SD377F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.1 - Page 3 of 6
 Methane Nile Eagle Machinery Operating Manual
The steam cycle is a dynamic system and variations in flow require condensate g) Ensure that the main condenser recirculation valve T43 is n) Fill the vacuum pump header tanks as required using the
make-up or dump. The deaerator level is controlled by the spilling (dumping) operational and open the inlet and outlet valves SD227F and fresh water filling valves WG230F and WG231F. Ensure the
of excess condensate back to the distilled water tanks at deaerator high level SD228F. Ensure the bypass valve SD229F is closed. central sea water cooling system is operational. Set up No.1
signal, and by accepting make-up to the system from the distilled water tanks main vacuum pump as in the following table, bringing it into
via the atmospheric drain tank at low level signal (section 2.2.2). The unit is h) Ensure that control air is supplied to all control valves in operation and raise the condenser vacuum: The manufacturer
also fitted with high and low level alarms plus a low-low level alarm/trip and the system and that they are all operational. Check that the recommends a 30 minute period at 250-300mm vacuum to even
an inhibit of the automatic start of the standby feed pump. condenser level transmitter and level gauge are on line. out temperatures. The No.2 main vacuum pump can be placed
on standby once the No.1 pump is running:
A sampling and analysis cooler permits the monitoring of the condensate after i) With both condensate pumps isolated, check for rotation by
the deaerator. Chemical injection into the system is arranged prior to the main hand. Position Description Valve
feed water pump suction valves. Open Seal water supplies (x6)
Note: Ensure that the main condenser level control discharge valve inlet and Open No.1 vacuum pump suction valve SD223F
Procedure to Put the Main Condensate System into outlet valves SD230F and SD231F are open and the bypass valve SD232F
Open Main condenser line suction valves SD220F, SD229F
is closed.
Operation Open No.2 vacuum pump suction valve SD224F
j) Set up the condensate pump valves as in the table below: Open Balance valves SD225F, SD226F
To put the main condensate system into use assuming all valves are closed
Open Vacuum pump sea water cooling inlet valves WS127F, WS128F
initially:
Position Description Valve Open Vacuum pump sea water cooling outlet WS129F, WS130F
a) Start the main sea water circulation through the main condenser Open Port main condensate pump suction SD371F valves
(section 2.3.1). Open Port main condensate pump balance line SD373F Closed Auxiliary condenser line suction valve SD221F, SD230F
Open Main condensate pump gland sealing valves Closed Main condenser vacuum breaking valves T41A, T41B
b) Check the quality of any condensate already in the condenser. (x3)
If necessary drain the condensate side of the condenser to the
OR o) Ensure that the condenser level control valve is operating
bilge to preclude any risk of feed contamination.
correctly. When the condenser is holding a normal level, shut
Position Description Valve
the filling supply from the distilled water tank valves SD376F
c) Isolate the condenser level control transmitter and alarms from Open Starboard main condensate pump suction SD372F and SD377F.
the condenser, drain the lines to prove them clear, and return the Open Starboard main condensate pump balance SD374F
transmitter to service. line p) Open the condensate inlet valve SD236F and partially open
Open Main condensate pump gland sealing valves bypass valve SD256F to the starboard fresh water generator
Note: Ensure that the reference legs and header chambers are topped up and (x3) condenser, vent off the unit, open the outlet valves SD237F
remain so. and SD260F and close the bypass valve SD258F and the vent
k) Start the pump locally and check its operation, then open the valves.
d) Initial filling of the main condenser is by direct supply from
the distilled water tanks through filling valves SD376F and discharge valve.
q) Open the feed inlet valve SD233F to the LP feed heater, vent
SD377F. The bypass valve SD360F around the deaerator make- off the unit, open the outlet valve SD317F and close the bypass
up control valve will need to be opened if the deaerator is Position Description Valve valve SD318F and the vent valves.
already full. Shut the supply valve SD364F to the atmospheric Open Starboard main condensate pump discharge SD206F
drain tank to prevent the tank from overfilling. Refer to section Open Port main condensate pump discharge SD205F r) Open the master valves SD239F and SD217F for the astern
2.2.2. water spray steam and dump steam water spray valves SD215F
and SD216F and then lock them open. Open the seal water
e) Bypass the starboard fresh water generator condenser by l) Ensure that the LO system is operational (see section 2.7.1) and
valves where appropriate.
opening the bypass valve SD258F and closing the inlet and start the turning gear.
outlet valves SD236F, SD237F, SD256F and SD260F. s) Open all valves on the second condensate pump and change
m) Open the feed inlet to the gland condenser SD224F, vent off the
both pumps to IAS control, selecting the rrunning pump as the
f) Bypass the gland condenser by opening the bypass valve unit, open the outlet valve SD225F and close the bypass valve
DUTY 1 pump. Check that the automatic cut in operation is
SD226F and closing the inlet and outlet valves SD224F and SD226F and the vent valves. Bring the gland steam system on
working.
SD225F. line (see section 2.1.7) and start the gland steam exhaust fan.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.1 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.1a Main and Auxiliary Condensate System Condensate Line
To Deaerator

SD315F

SD316F Magnetic Feed Filter

SD254F SD252F SD253F SD287F SD290F SD288F
SD313F
No.1 Vacuum From Fresh Water SD255F SD289F Control Air
Pump Unit "B" Deck
SD225F Services System E/P To Auxiliary
TIAH Spill Valve
Air Inlet MC Feed Water Line
MM133
Filter PP016 For Main Boiler
To Distilled
SD223F TT SD230F T42 SD231F Water
Water Tank
TI SD Initial Filling SD309F SD310F SD311F
TI
Air WG 225F
Ejector SD226 SD232F Control Air SD312F
SD 230F Gland From the
221F Condenser To Sink For E/P Atmospheric
TI TI
Boiler Water Drain Tank
SD Sea Water SD224F MM274
Test Pumps
230F Cooling TI
SD227F T43 SD228F
SD
To Clean SD317F TT TI
229F SD226F SD
Drain Tank TI 260F SD318F LP Feed
Air Inlet MC
SD229F Heater
Filter PP017

SD224F SD SD233F
TI TI
237F
Air SD
WG231F No.2
SD220F Water 258F
Ejector Fresh Water SD
Seal
Generator TI 256F ZI
No.2 Vacuum TI ZS
V167
Pump Unit IC
Sea Water
Cooling MT053 MT054
To Clean SD SD239F T57
Drain Tank 236F
Locked
PI
Open
To Main Fresh Water Pump Seal From Condensate Sealing Water
SD217F
Water Inlet SD221F Drain Pump
SD220F
To Fresh Water Generator ZI ZI VC
Dump Steam Vacuum
BC036 BC036 BC036 Astern
Desuperheater Nozzle PIAL Water Spray TI Breaker
SD223F SD219F PT MM097
Locked MT206
Turbine
Vacuum Pump To External Desuperheater SD215F ZS PI T41B Running
Open Vacuum
Auto Start for Main Steam Dump TT Water Spray
SD222F To Atmospheric T41A Pump
Locked Open T56 SD216F
Vacuum Low Drain Tank Auto Start Main Condenser Vacuum
PIAL XA SIAH PAL
MM030 PP018 PS Low Low Trip
From Low Pressure Feed MM031 MT231
XA XA
PT PS PI Water Heater Vent Line PP012 PP013
MC MC PI
PP012 PP013
Main Condenser Vacuum
MC XA XA MC Auto PS PS071 Low Alarm
PP020 PP020 PP019 PP019 SIAH Main
MM032 Change Over TIAH Condenser PT PIAL
Auxiliary Auto MT185 MT043 Main Condenser Vacuum
Condenser Change Over No.1 PI Low Auto Slow Down
Control Air SD205F PI PS
SD371F TI TT LIC
LAHH Trip
LAH TIAH LS MT087 IAS
LC PI PI PS +500 mm
MM213 MM102
From No.1 Fresh Water SD375F
Generator Heating Steam LAL TI SD373F (Start) LCH LT LAH
H=+250 mm
MM219
SD285F LS
Condensate Drain +250 mm MT117
Auto Slow
Key TIAH (Stop) LCH LAHH Down
SD374F LS
MT033 SOW +300 mm
Auxiliary SD379F NWL MT118
Condensate/Distilled Water PI PS PI
Condensate SD206F TT LAL
Control Air L=-110 mm
Pumps PI PI PS
Instrumentation (85 m3/h at 11 bar) SD372F TI
ZI
MT223
No.2
Electrical Signal SD378F SD286F
Main Condensate Pumps ZS
Fresh Water (130 m3/h at 11 bar) From Atmospheric Drain From Distilled
SD380F
Tank Overfill Return Tanks for Initial Filling
Sea Water SD376F SD377F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.1 - Page 5 of 6
 Methane Nile Eagle Machinery Operating Manual
t) Check all seal water and condensate water lines to ensure that
Position Description Valve
Alarms
valves open correctly.
Open Port auxiliary condensate pump suction SD375F
Tag Description High Alarm
u) Continue to raise the main condenser vacuum, bringing the Open Port auxiliary condensate pump balance line SD379F
MM030 Auxiliary condenser vacuum pressure -550mmHg
gland steam system up to normal operating parameters. Open Port auxiliary condensate pump gland sealing
MM031 Main condenser condensate water outlet 4.0 ppm
valves (x3)
Put the clean drains system into use by referring to section 2.2.2. salinity
OR
MM032 Auxiliary condenser condensate water outlet 4.0 ppm
Position Description Valve salinity
Procedure to Put the Auxiliary Condensate System into Open Starboard auxiliary condensate pump suction SD378F MM102 Auxiliary condenser temperature 70°C
Operation Open Starboard auxiliary condensate pump balance SD380F MM133 Gland condenser outlet temperature 70°C
line MM274 LP feed heater outlet temperature Indication
Assuming that the main condensate system and the clean drains system are
Open Starboard auxiliary condensate pump gland MM097 Main and auxiliary condensate pump discharge 5 bar (low)
operation:
sealing valves (x3) pressure
a) Check that the system is ready for use. Start the main sea water PP012/ No.1/No.2 main condensate pump pressure 10 bar
h) Start the pump locally and check its operation, then open the
circulation through the auxiliary condenser (section 2.3.1). PP013 control
discharge valve.
PP019/ No.1/No.2 auxiliary condensate pump 10 bar
b) Check the quality of any condensate already in the condenser. PP020 pressure control
If necessary drain the condensate side of the condenser to the Position Description Valve
PP018 No.1/No.2 vacuum pump pressure control 300mmHg
bilge to preclude any risk of feed contamination. Open Port auxiliary condensate pump discharge SD285F
MT231 Main condenser vacuum low/standby vacuum 600mmHg
Open Starboard auxiliary condensate pump SD286F pump start
c) Isolate the condenser level transmitter and alarms from the discharge
condenser, drain the lines to prove them clear, and return the MT043 Main condenser vacuum low/auto slow down 600/500
transmitter to service. mmHg
i) Open the vacuum pump valves to the auxiliary condenser
SD230F and SD221F and raise the condenser vacuum. PS071 Main condenser vacuum low trip 300 mmHg
d) Initial filling of the auxiliary condenser is from the main MT185 No.1 main condensate pump inlet temperature 55°C
condensate system through the auxiliary condenser level control j) Open all valves on the second auxiliary condensate pump and MT033 No.2 main condensate pump inlet temperature 55°C
valve bypass valve SD255F. change both pumps to IAS control, selecting the rrunning pump
as the DUTY 1 pump. Check that the automatic cut in operation
e) Ensure that control air is supplied to all control valves in the Tag Description Low High
is working.
system and that they are operating correctly. Check that the Alarm Alarm
condenser level transmitter and level gauge are on line. k) Check all seal water and condensate water lines to ensure that MM213, Atmospheric drain tank level - -
valves open correctly. MM219
f) Open the auxiliary condenser level control valve inlet valve MT117 Standby main condensate pump start +300 mm
SD253F and outlet valve SD254F. Shut the bypass valve l) Continue to raise the auxiliary condenser vacuum and ensure MT118 Standby main condensate pump stop +10 mm
SD255F. that the level in the condenser stabilises at the normal working MT047 Main condenser low level -110 mm
level. MT047 Main condenser high level +250 mm
Note: Ensure that the auxiliary condenser/deaerator level control valve
MT062 Main condenser auto slow down high +300 mm
inlet and outlet valves SD287F and SD288F are open and the bypass valve
level
SD289F is closed.
MT087 Main condenser high level trip +500 mm
g) With both auxiliary condensate pumps isolated, check for
rotation by hand. Open one of the pump’s suction, balance line
and gland seal valves.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.1 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.2a Clean Drains System TI

From 59/16 Bar Reducing From Starboard Boiler

SD315F Valve Inlet Desuperheating Steam Line Drain Desuperheated Steam
Outlet Line Drain
From HP Feed From Auxiliary External
Feed Filter Water Heater Condensate Drain Desuperheater Steam Inlet Line Drain
SD320F
SD316F (Magnetic Type)
From Port Boiler Desuperheated
Steam Out Line Drain
SD313F
Control Air E
B - Deck P MM095 From Sootblower Steam Service Line Drain

LIAHL LI From HP Bleed/8.4 bar Reducing Valve

Spill Valve MM214 BGB Inlet Line Drain
SB151F To Distilled
SD309F SD310F SD311F Water Tanks LIC MM094
LT LT From Boiler Atomising Steam Separator Drain
IAS
To Auxiliary Feed
Water Line for Deaerator
SD312F From 59/8 Bar Reducing
Boiler Initial Valve Inlet Desuperheating Steam Line Drain From HP Feed Water
Low - Low Level Alarm LALL
Filling Inhibit Start of Standby MM217 LS Heater Heating Steam Make-Up
From Main and Auxiliary Main Feed Water Pump From HP Exhaust Steam
Valve Inlet Line Drain
PI Condensate System Main Feed Water Pump Trip Make-Up Control Valve Inlet Line Drain
From Distilled Water
MM096 Tanks for Make-Up From Main Feed Water Pump
ZI Control Air E Turbine Steam Service Line Drain
P
MT223 Seal Water
From HP Exhaust Steam Line
ZS Feed Pump Drain
To Main Condenser
From HP Exhaust Steam Line
Hot Well for Initial Filling From Dump Steam Line Drain
SD376F SD377F SD359F SD358F SD357F Lowest Drain
PI Upper
Grease Extractor
(30 m3/h) Deck From Main Feed Water From LP Feed Water
SD360F Pump Turbine Casing Drain Heater (Normal)
SD307F
SD364F From Fresh Water Generator Feed Water
E Heating Steam Line Drain (2.7 bar)
P
SD306F SD308F
To Main Condenser From HP Feed Water From Drain Cooler for
Pump Discharge Line to From Gland Condenser Drain Out Heater Heating Steam Line Drain Cargo Machinery
SD305F SD220F External Desuperheater Sprays (From Intermediate Pressure Bleed Line)
Control Air From Fresh Water Generator From IP Bleed Automatic On/Off Valve From Main Turbine Gland Steam
Heating Steam Condensate Outlet Line Drain Make-Up Line Drain
SD321F
From Main Turbine Warming Steam
LIC From Deoiler Unit
BD033
LT Line Drain
(Contaminated Drains System)
From Main Turbine HP
Standby Condensate Drain
Suspended Sponge Bleed Automatic On/Off Valve
MC XA Pump Automatic Start (75%) OAH Filter Outlet Line Drain
PP015 PP015 MM023
Automatic Stop When LAH Condensate Drain
Level has Recovered to 90% MM209 From Main Turbine Superheated
SIAH MC XA Normal Condition (60%)
Inspection Tank Steam Drain
95%
MM022 PP014 PP014 NWL SS096F
LCH 75%
LS From Main Condensate Pump
Automatic PP015 40%
Changeover 40%
NWL Discharge
LAL SD207F
No.1 & 2 MM215
SD303F Condensate
PS PI Key
PI Drain Pumps 60% Atmospheric Drain
No.1 TI SD
(30 m3/h x 10 bar) Tank (10 m3) SD135F SD 139F
SD136F
138F
Condensate
TT
SD301F SD001F Air
PS PI E Deck Deck BC002F
PI TIAH P Electrical Signal
No.2 MM099 SD004F Deck
To Main
Perforated Pipe Instrumentation
SD005F Condenser
SD302F SD002F SD003F To Clean
Control Air Drain Tank
SD006F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.2 - Page 1 of 3
 Methane Nile Eagle Machinery Operating Manual
2.2.2 clean drains System • LP feed water heater condensate outlet pipeline drain Procedure to Put the Clean Drains System into Operation
• Cargo machinery drain cooler condensate return pipeline drain
Condensate Drain Pumps a) Open the distillate make-up line supply from the distilled water
• Main turbines gland steam make-up pipeline drain tank to be used, the feed make-up valve isolation valves and the
Maker: Shinko Industries Ltd • Main turbines warming through steam pipeline drain supply valve to the ADT, as in the following table:
No. of sets: 2
• Fresh water generator condensate pumps discharge pipeline
Type: Vertical centrifugal drain Position Description Valve
Model: EVZ70MG Open Distilled water tank outlet valve SD352F or SD351F
• Gland steam condenser and fan casing drain
Capacity: 30 m3/h at 10.0 bar Open Feed filter inlet and outlet valves SD353F, SD355F
Rating: 440 V, 22 kW at 1,800 rpm • Main turbine superheated steam drain Closed Feed filter bypass valve SD354F
• Main condensate pump return Open Feed make-up valve inlet and outlet SD357F, SD359F
Open Feed make-up valve bypass SD360F
Introduction The returns do not need cooling and go directly to the atmospheric drain Open ADT filling valve SD364F
tank (ADT), where the condensate drain pumps return the drains to the main
Closed Condenser initial filling valve SD377F
The system consists of the following drains that are from systems which do not condensate system via the grease extraction filters. During periods in port and
contain hydrocarbon and other contamination: low condenser load, the atmospheric drains tank drains to the main condenser
to assist to maintain the condenser level. b) Fill the ADT to normal working level. Close the make-up
• 59/16 bar steam reducing inlet valve to desuperheated steam
bypass valve SD360F until the rest of the system is prepared.
range
• Port and starboard boiler internal desuperheaters outlet drains Integrated Automation System (IAS) Control c) Place one element of the grease extractor on line. Open the ADT
• Sootblowers steam service pipeline drain level control valves as in the following table:
Condensate drain pumps are provided in a main and standby configuration.
• Auxiliary external desuperheater steam inlet pipeline drain The operator must start one of the two pumps from an operator station, then
set the other pump to automatic operation. The pump selected for automatic Position Description Valve
• Fuel oil burners atomising steam separator drain Open Feed filter inlet and outlet valves SD313F
operation will act as standby for the running pump. It will start automatically
• IG generator fuel oil burner atomising steam separator drain upon detection of low pressure in the system or if the running pump stops. The SD315F
standby pump will also start automatically if the atmospheric drains tank high Closed Feed filter bypass valve SD316F
• 59/8 bar steam reducing desuperheater inlet valve pipeline
drain level switch is activated and will stop automatically when the level returns to Open Condensate drain pump discharge control inlet and SD305F
normal. The ADT level is maintained by a level transmitter which supplies the outlet valves SD307F
• HP exhaust steam range make-up control valve inlet pipeline signal to the SD306F control valve which controls the pump discharge. The Closed Condensate drain pump discharge control bypass SD308F
drain pumps constantly recirculate water back to the ADT, via valve SD303F and the valve
• Main feed water pump turbines steam inlet pipeline drain orifice plate fitted in the line, which prevent the pumps overheating.
Open Spill valve inlet and outlet valves SD309F
• Main feed water pump turbines HP exhaust steam pipeline SD311F
Should the returning clean drains quantity increase, the constant level controller
drain would discharge more condensate to the system and the deaerator water level Closed Spill valve bypass valve SD312F
• HP exhaust steam range pipeline lowest point drain would rise. Consequently, the deaerator level transmitter would relay a signal Open Main condenser return inlet and outlet valves SD003F
to the spill valve SD310F and condensate water would spill back to the distilled SD005F
• Main feed water pump turbines casing drain
tank. When the water level in the deaerator drops to a preset normal level, the Closed Main condenser return bypass valve SD006F
• Fresh water generator coil heating steam pipeline drain ADT is supplied from the distilled tank via the make-up control valve SD358F. Closed Boiler initial filling valve (locked) SB151F
During periods in port and subsequent low condenser load, the atmospheric Open Main turbine superheated steam drain SS096F
• HP feed water heater IP bleed heating steam pipeline drain
drain tank drains to the main condenser. To achieve this, the atmospheric
• HP feed water heater heating steam make-up valve inlet pipeline Closed Main condensate pump return SD207F
drain tank level control valve SD004F is selected manually in the IAS and the
drain condensate drain pumps are then stopped.
d) Ensure that control air is supplied to all control valves in the
• IP bleed steam on/off valve outlet pipeline drain system and that they are operating correctly. Check that the
• HP bleed steam on/off valve outlet pipeline drain ADT and deaerator level transmitters and gauges are on line.
• HP bleed/8.4 bar steam reducing valve inlet pipeline drain
• Excess desuperheated steam dump pipeline drain

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.2 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
e) With both condensate drain pumps isolated, check for rotation Alarms
by hand. Open both of the pump’s suction and leak-off line
valves. Tag Description Low High
MM022 Condensate drain water outlet salinity 4.0 ppm
Position Description Valve
MM099 Atmospheric drain tank temperature 100°C
Open Port condensate drain pump suction SD001F
PP014 No.1 condensate drain pump pressure 8 bar
Open Starboard condensate drain pump suction SD002F control
Open Condensate drain pump leak-off line SD303F PP015 No.2 condensate drain pump pressure 8 bar
control
f) Change both pumps to AUTO control, select and start the MM215 ADT low level 40%
DUTY 1 pump (in this case port) and check its operation then MM209 ADT high level 90%
gradually open the discharge valve.
MM214 Deaerator high level +400 mm
FP059 Deaerator low level/standby feed pump -400 mm
Position Description Valve
auto start inhibit/main feed pump trip
Open Port condensate drain pump discharge SD301F
Closed Starboard condensate drain pump discharge SD302F

The levels in the ADT and deaerator should stabilise as the system balances
itself out.

Note: When in port, and the condensate pumps have been stopped, the
reducing valve inlet valve SD305F and bypass valve SD308F can be closed
to prevent backflow. A non-return valve SD321F is fitted, but closing these
valves will guarantee no return flow. The inlet valve SD305F must be
reopened prior to manoeuvring.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.2 - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
Motor Valve Motor Valve
Illustration 2.2.3a Boiler Feed Water System Inlet Header PI PI PI Inlet Header
Control Relay Control Relay
BS013 BP013
Circuit at BGB Circuit at BGB
To Pressure LI BGB ZI
TI PT ZI BGB LI
BS025 BP025
Deviation Alarm BV103 PIAHL BV103
Economiser PT PI MM028
PI PT Economiser
To Clean To Clean
Key Boiler ZI ZI Boiler
Drain Drain
Gauge Gauge
Tank To Clean Dearator To Clean Tank
Condensate Board TT TI BV201 M ZS TI ZS M BV101 TI TT Board
Drain Tank Control Control Drain Tank
Outlet Header BV207 Outlet Header TI
ALARM
Air TI CV201 Air ACC Air CV101 BV107 MM262
FP049 MM263 To Clean Drain Tank ACC To Clean Drain Tank
LI
BGB P VC VC P LI
BGB
Electrical Signal I BGB BGB I
PIAL BV102 BV102 BV106 BV104-2
PT FP048 BV104-2 BV104-1 BV106 SB BV104-1
Instrumentation SB203F 201F SB001F
PI Steam Drum Steam Drum
BV203 BV204 FT FT BV204 BV203
LT LT LT LT To Bypass LT LT LT LT
PT
Pot For
Blow Orifice Blow Orifice
To Boiler Water Steam
Drum No.1
Analyser No.2 BV105 BV105
To Feed Water Pump Control FI FI
Boiler BGB BGB
Boiler
(For Differential Pressure Control (65 ton/h) (65 ton/h)
and Standby Feed Water To ACC To ACC
Pump Control) PIAL Deck Deck
SB156F
To ACC Water Drum Water Drum To ACC
FP049
Feed Water Feed Water
SB157F Control BV205 BV206 BV206 BV205 Control
TIAH TI
Transmitter Water Wall Header Water Wall Header Transmitter
MM101
BV209 TT BV209 BV209
SB120F BV209
SB179F
BV209 BV209
SB121F HP Feed
SB255F TI SB178F
SB254F
Water Heater

SB257F TI SB144F SB145F

SB151F
From Condensate Drain Pump SB250F SB256F
For Boiler Filling
SB143F
SB252F
SB251F To Clean
To Ship Side
ZI SB050F Drain Tank
FP047 ZS SB129F SB128F ZI SB107F SB149F SB150F
FP046 ZS SB108F SB253F To Clean
To Clean
For Standby Turbine For Standby Turbine Drain Tank Drain Tank
SB125F SB100F To Ship Side
Feed Water Pump SB109F SB108F Feed Water SB124F SB142F SB141F
Interlock Pump Interlock

SB117F SB118F
Set at
No.2 SB146F
No.1 Main Feed 6.6 bar
Feed Water Pump Water Pump To Distilled Water Line Set at TT
For Warming
Turbine Turbine SB205F 6.6 bar
PI PI PI From Boiler TIAL
From Distilled Control System MM100
Auxiliary SB148F
MC Water Tank
PP043 Feed Water (For Emergency)
Pump To Clean
PI PI SIAH
PI (55 m3/h x 85 bar) Drain Tank MM015
Control Air
To Clean
SB222F ZI Drain Tank
Cold Start Chemical Dosing FP038 SB132F
SD234F Feed Water Pump SB005F
SD235F SB009F SB008F Unit ZS
(8 m3/h x 23 bar) SB221F
Manifold ZS SB131F SB133F
DPI SB003F For Standby Turbine Feed To Clean Drain Tank SB147F ZI
SB002F SB014F FP039
ZS Water Pump Starting ZS SB130F
ZI ZI SB004F
FP045 FP044 DPI

From Condensate Water Pump

For Mechanical Seal Water Supply SB013F SB011F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 1 of 10
 Methane Nile Eagle
2.2.3 Boiler Feed Water System Introduction
The boiler (or main) feed system, is concerned with the circulation of water
Equipment Specification from the deaerator via the feed pumps to the boiler steam drum. Feed water from
the condensate systems (section 2.2.1 and 2.2.2), enters the deaerator through
Boiler Main Feed Water Pumps the sprayers and mixes with the steam supplied from the HP exhaust system.
As the two mediums are mixed (as well as raising the water temperature), the
Maker: Coffin
deaerator breaks the water into a fine mist, resulting in the liberation of air and
Type: Horizontal centrifugal DEB-16 any other non-condensible gases.
Power: 613 kW
Drive: Superheated steam driven turbine These, together with any associated water vapour, are drawn off to the gland
condenser, where the water vapour is condensed and returned to the feed
Steam conditions: 59 bar at 520°C
system and the non-condensible gases are extracted to atmosphere by the gland
Exhaust pressure: 2.26 bar
steam exhaust fan.
Capacity: 140 m3/h at 86.5 bar (extra nozzle valve closed)
180 m3/h at 86.5 bar (extra nozzle valve open) The heated feed water is collected in the deaerator storage tank, which acts as
Maximum speed: 7,411 rpm a system header tank. The level is maintained in the deaerator by the automatic
operation of the make-up and spill control valves in the condensate system.
Overspeed trip: 8,200 rpm
The location of the deaerator high up in the engine room provides the main
Sentinel valve: 3.5 bar
feed pump with a positive suction head of water.
Back pressure trip: 4.1 bar
Back pressure alarm: 3.5 bar Drew ameroid chemical is injected into the drop line to the main feed pumps,
to remove any remaining traces of oxygen in the feed water. The dosing
Operating oil pressure: 2.74 bar
of drew ameroid is arranged to maintain a reserve amount in the boilers. A
Low oil pressure alarm: 2.1 bar
sampling line is fitted on the feed pump discharge line to the boiler water
Low oil pressure trip: 1.7 bar analyser cooler.
High oil temp alarm: 80°C
The water flows through a simplex strainer fitted with a differential pressure
Vibration alarm/trip: 7.1 µm/s/11.2 µm/s
alarm before entering the feed pump suction manifold.
Boiler Auxiliary Feed Water Pump Two main feed pumps are fitted, with one in use and a second unit on standby.
Maker: Shinko Industries Ltd The IAS controls the starting and stopping of the pumps by transmitting a
No. of sets: 1 signal to the turbine governor motor according to the feed water differential
pressure signal from a PID controller. The standby pump will automatically
Type: Horizontal centrifugal 10 stage
start and run up should there be a low differential pressure from the duty
Model: DK80-10MHC pump. The electrically driven auxiliary feed pump is started and stopped from
Capacity: 55 m3/h at 85.0 bar the IAS screen, without automatic mode and is primarily for use when starting
Rating: 440 V, 250 kW at 3,600 rpm the plant in an emergency. It can be used if the other two pumps develop a
fault but only at low boiler load. A cold start feed pump is provided for use
when the plant is flashing up following a complete shut down. All feed pumps
Boiler Cold Start Feed Water Pump can take suction from the service distilled water tank in an emergency, although
this suction is normally used by the auxiliary and cold start feed pumps.
Maker: Shinko Industries Ltd
No. of sets: 1 The running speed adjustment for the steam flow to the duty feed water
Type: Horizontal centrifugal pump turbine is controlled via a differential discharge pressure control. This
Model: SK40M measures and compares the feed pump discharge pressure with boiler steam
Capacity: 8 m3/h at 23.0 bar drum pressure and adjusts the pump speed to maintain a constant differential
across the feed regulator.
Rating: 440 V, 18.5 kW at 3,600 rpm
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
Discharge pipe configuration from the feed pumps is such that any one feed
pump can supply either boiler or any service. Interconnecting pipelines
between the pumps, isolated by non-return valves, are arranged to supply two
common discharge lines.
The boiler water level control function utilises a three term control. The water
level, steam and feed flow inputs are compared and the control output the
modulates the boiler feed control valves.
Main Feed Line
The feed water in the discharge line from the pumps passes through the high
pressure (HP) feed water heater where its temperature is increased utilising
steam from the main boiler desuperheated steam system. The line divides to
supply each boiler separately and passes through an orifice which measures the
feed flow to the boiler, utilised in the boiler management system. It then passes
through the feed level control valve CV201 or CV101, and the emergency
motorised valve BV201 or BV101 which closes at boiler high-high level. After
passing through the economiser the feed enters the steam drum of the boiler.
Auxiliary Feed Line
This pipeline is usually used if the main line requires repairs, especially
to the feed control valve or the flow orifice plate. The feed water can be
directed through the economiser, or bypass it and flow directly into the boiler.
Whichever path is chosen, great care must be taken when the auxiliary feed is
in use, as the feed valve to the boiler is manually operated and must be attended
at all times. The operator must maintain a careful watch on the boiler level in
this mode. Under steady load conditions it requires little movement to maintain
a steady steam drum water level.
CAUTION
Care should be taken when adjusting the auxiliary feed valve during
fluctuating loads not to overcompensate with movement of the valve.
This can lead to the feed pump overspeeding or slowing enough to trip
due to low oil pressure.
Main Feed Pump Recirculation Line
An air operated solenoid valve opens to allow the feed pumps to recirculate
water back to the deaerator. When the boilers are operating at low loads, this
valve will open automatically, allowing water through an orifice on the pump
itself, then through the piston valve and into the water chamber at the bottom
of the deaerator.
Section 2.2.3 - Page 2 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.3b Boiler Level Controls Boiler Gauge Board
LI High Level
To
Alarm
IAS
Low Level
High Level Alarm
Auto Slowdown
(On At High) LI
Low Level Boiler Trip BP025
(Off At Low Low)

Distributor
FI To Clean BV109
To ACC Inlet Header High Level Turbine Trip
BGB Drain Tank
BV109 BV110 (On At High)
Low Level Auto Slow Down
ACC BV110 (On At Low)
VC Control PI BV103
Low Level Boiler Trip
BGB Air Motor Valve
BP013
Economiser To Clean (Off At Low Low)
SB162F SB163F Control Relay Drain
P High Level Main Turbine
I Circuit at BGB BGB Tank Program Interlock
SB164F SB165F FT
ZI ZI PI PT High Level Main Feed Water SDNR
Motor Valve Close (On At High)
ZS
BV111 TI TT Main Feed Water SDRN
Deck M
Outlet Header Motor Valve Open
Main Feed BV111
BV102 CV101 TI
Distributor
To Clean MM262

BV107 Drain Tank

Auxiliary Feed
BV208 LI
BV105 BV106 BV104-2 BGB
BV217 L LT H
BV104-1 BV220 LT
L H
BV204
BV207 BV207
LT
BV203
Steam Drum L H
BV207 BV207
Blow Orifice
LT
L H
BV207 BV207

BV220 BV207 BV207

BV208
No.1
Boiler
BV217
(65 ton/h)

BV221 BV221

BV221 BV221
Water Drum
BV206 BV211 BV211 BV211 BV211

BV211 BV211 BV211 BV211

BV205

BV209
BV209 BV211 BV211
Water Wall Header
BV209 BV211 BV211
BV209
BV209
BV221 BV221
BV209
SB254F

SB256F
SB250F

SB252F

To Clean
To Ship Side Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 3 of 10

Auxiliary Feed Pump Recirculation Line
The recirculating valve on this pump is manually operated and may be directed
to the deaerator when the pump takes suction from there, or the in-service
distilled water tank, when utilising that supply source.
The main feed recirculation line is either open or closed with no intermediate
control. It is provided to ensure that, at low feed flow rates to the boilers,
sufficient feed flow can be maintained through the feed pump.
Care must be taken when starting the auxiliary feed pump. The recirculating
and discharge valves should be closed and the warming line valve only
should be opened. If the recirculating valve is left open, the motor will trip
due to overcurrent. If the motor trips twice, the auto transformer will take
approximately one hour to cool down.
Boiler Filling Line
The discharge from the condensate pumps for boiler filling is connected to the
auxiliary feed line, through valve SB151F, which should be locked shut.
Control and Instrumentation
Each boiler is fitted with a three term feed control system, whereby signals
from the actual boiler level, feed flow and steam flow are compared for feed
flow and water level control via the boiler water feed regulator valves. Each
boiler is also fitted with four water level transmitters for the level detector and
indicator alarm system. Two transmitters combine to provide the signal for
the level control system, whereas the two remaining transmitters provide level
signals for the alarm/trip system.
Final feed into the boilers is through the economisers, where the feed
temperature is increased to 210°C. The economisers are placed in the path of
the furnace flue gases, in order to extract maximum heat from the waste gas
before passing out of the funnel.
Under emergency conditions, the water side of the economiser can be bypassed
and feed water supplied directly to the boiler drum. Should this be necessary,
steam flow must be restricted. The economiser should be drained and vented.
Description of the Main Feed Water Pumps
The turbine feed pump consists of four main sections:
• Turbine assembly
• Bearing housing assembly
• Governor gear and oil pump assembly
• Pump assembly
Issue: Final Draft - October 2007
Methane Nile Eagle
The four sections are mounted on a rigid base plate with air spaces in between
the main sections to prevent leakage from any part of the assembly into the
adjacent section.
The driving steam enters the single stage, impulse, two bucket row, velocity
compounded, axial flow turbine through the top of the unit by way of the steam
strainer. It then passes through the steam chest and is guided to the nozzle
block by means of the steam chest manifold and external nozzle piping.
After expanding through the turbine wheel, the steam exhausts in an axial
direction from the upper portion of the turbine casing directly above the turbine
end cover.
A single shaft passes through the turbine housing, bearing casing and pump
housing. It is supported by two roller bearings located in the bearing casing
and a steady bearing of the thrust type, comprising two ball races, located on
the outboard end of the pump housing. The pump rotating parts are supported
between the roller bearing and the outboard thrust bearing. The turbine wheel
is overhung in the turbine housing axially outboard of the roller bearing. The
bearing casing additionally serves as an oil reservoir, where the oil temperature
maintained throughout the LO system is controlled by a shell and tube type oil
cooler, installed independently of the feed pump.
The rolling element type thrust bearing serves its primary function as a steady
bearing, there being little thrust with the pump operating under hydraulically
balanced conditions. The pump is completely balanced and the small residual
thrust is a function of the relatively low exhaust pressure. The main shaft serves
the additional purpose of providing power to the horizontal governor drive
shaft through a worm and worm gear. This horizontal shaft is connected to a
vertical shaft through a set of spiral mitre gears to drive the centrifugal speed
governor and gear type main oil pump.
The main shaft is protected by stainless steel sleeves fitted where it passes
through the turbine labyrinth type sealing glands and where it meets the
inboard and outboard pump mechanical seals. The shaft sleeves abut tightly
one against the other to establish an axial position and clearance of all moving
parts. Control of the feed pump is exercised through operation of the single
balanced governor steam valve.
Mechanical Seal Flushing Water
This system is designed to provide flushing water to the pump’s mechanical
seals. The source of the flushing water supply is from the main condensate
system. After passing through an inlet duplex filter, the seal flushing water
is divided between the two feed pumps and then passes through a regulating
valve which reduces the pressure to approximately 2.41 bar above pump
suction pressure.
IMO Number: 9321770
Machinery Operating Manual
The reference line is connected to the regulating valve at the feed pump
suction. After exiting the pressure control valve the seal water passes through a
final fine filter, before passing to fitted manual valves, flow meters and system
check valves before the pump’s inboard and outboard mechanical seals.
Seal flushing water flow to the mechanical seals is monitored by one differential
pressure switch connected across the inlet duplex filter.
Filling and venting is required if the pump has been drained for maintenance.
Fill and vent the pump and the entire seal flushing system before operating the
pump under any conditions. To effectively accomplish this task, operate the
pump at a minimum speed for one to two minutes then stop the pump. Vent
the seal flushing system and the feed pump again prior to placing the pump
on line.
Pump Discharge Pressure
The constant pressure regulator actuates the oil relay via the main control lever
to position the valve in order to maintain the maximum required discharge
pressure. However, by monitoring the differential pressure across the feed
regulating valve and utilising this value to adjust the pump speed/output by
adjusting the constant pressure regulator position, the subdued variations of the
pump output are achieved.
The Centrifugal Speed Governor
The centrifugal speed governor trips the oil relay via the main control lever
when the rated speed has been exceeded and causes the closing of the balanced
governor steam valve. This trips the pump and avoids excessive rotor stresses.
The High Exhaust Back Pressure Trip
The high exhaust back pressure mechanical trip actuates the oil relay via the
main control lever, to relieve the oil pressure required to hold the governor
balance valve open.
Loss of Lubricating Oil Pressure
Loss of LO oil pressure causes the same action as the high exhaust back
pressure mechanical trip.
Section 2.2.3 - Page 4 of 10
 Methane Nile Eagle Machinery Operating Manual
Motor Valve Motor Valve
Illustration 2.2.3a Boiler Feed Water System Inlet Header PI PI PI Inlet Header
Control Relay Control Relay
BS013 BP013
Circuit at BGB Circuit at BGB
To Pressure LI BGB ZI
TI PT ZI BGB LI
BS025 BP025
Deviation Alarm BV103 PIAHL BV103
Economiser PT PI MM028
PI PT Economiser
To Clean To Clean
Key Boiler ZI ZI Boiler
Drain Drain
Gauge Gauge
Tank To Clean Dearator To Clean Tank
Condensate Board TT TI BV201 M ZS TI ZS M BV101 TI TT Board
Drain Tank Control Control Drain Tank
Outlet Header BV207 Outlet Header TI
ALARM
Air TI CV201 Air ACC Air CV101 BV107 MM262
FP049 MM263 To Clean Drain Tank ACC To Clean Drain Tank
LI
BGB P VC VC P LI
BGB
Electrical Signal I BGB BGB I
PIAL BV102 BV102 BV106 BV104-2
PT FP048 BV104-2 BV104-1 BV106 SB BV104-1
Instrumentation SB203F 201F SB001F
PI Steam Drum Steam Drum
BV203 BV204 FT FT BV204 BV203
LT LT LT LT To Bypass LT LT LT LT
PT
Pot For
Blow Orifice Blow Orifice
To Boiler Water Steam
Drum No.1
Analyser No.2 BV105 BV105
To Feed Water Pump Control FI FI
Boiler BGB BGB
Boiler
(For Differential Pressure Control (65 ton/h) (65 ton/h)
and Standby Feed Water To ACC To ACC
Pump Control) PIAL Deck Deck
SB156F
To ACC Water Drum Water Drum To ACC
FP049
Feed Water Feed Water
SB157F Control BV205 BV206 BV206 BV205 Control
TIAH TI
Transmitter Water Wall Header Water Wall Header Transmitter
MM101
BV209 TT BV209 BV209
SB120F BV209
SB179F
BV209 BV209
SB121F HP Feed
SB255F TI SB178F
SB254F
Water Heater

SB257F TI SB144F SB145F

SB151F
From Condensate Drain Pump SB250F SB256F
For Boiler Filling
SB143F
SB252F
SB251F To Clean
To Ship Side
ZI SB050F Drain Tank
FP047 ZS SB129F SB128F ZI SB107F SB149F SB150F
FP046 ZS SB108F SB253F To Clean
To Clean
For Standby Turbine For Standby Turbine Drain Tank Drain Tank
SB125F SB100F To Ship Side
Feed Water Pump SB109F SB108F Feed Water SB124F SB142F SB141F
Interlock Pump Interlock

SB117F SB118F
Set at
No.2 SB146F
No.1 Main Feed 6.6 bar
Feed Water Pump Water Pump To Distilled Water Line Set at TT
For Warming
Turbine Turbine SB205F 6.6 bar
PI PI PI From Boiler TIAL
From Distilled Control System MM100
Auxiliary SB148F
MC Water Tank
PP043 Feed Water (For Emergency)
Pump To Clean
PI PI SIAH
PI (55 m3/h x 85 bar) Drain Tank MM015
Control Air
To Clean
SB222F ZI Drain Tank
Cold Start Chemical Dosing FP038 SB132F
SD234F Feed Water Pump SB005F
SD235F SB009F SB008F Unit ZS
(8 m3/h x 23 bar) SB221F
Manifold ZS SB131F SB133F
DPI SB003F For Standby Turbine Feed To Clean Drain Tank SB147F ZI
SB002F SB014F FP039
ZS Water Pump Starting ZS SB130F
ZI ZI SB004F
FP045 FP044 DPI

From Condensate Water Pump

For Mechanical Seal Water Supply SB013F SB011F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 5 of 10
 Methane Nile Eagle Machinery Operating Manual
Pump Assembly d) Ensure that all four feed pump auxiliary discharge valves are Procedure to Change to Auxiliary Feed Pump Supply
closed, SB110F, SB108F, SB100F and SB142F.
The pump assembly is of the centrifugal type. The feed water enters at the first
stage of the unit, travels downward through the suction passages, is directed As the cold start feed pump starts to approach its limit, as demonstrated by a
e) Set up and operate the condensate drain system as outlined slowing of the filling rate whilst the pump is running and increased frequency
axially into the impeller and is discharged radially into the diffuser. It is
in section 2.2.2 of this manual. Then, open condensate drain of operation, the auxiliary feed pump should be started to maintain the level
directed by the pump casing to the second stage impeller, through the second
pump boiler filling valve SB151F. The boiler will start to fill. in the boiler during initial firing. This operation needs to be completed
stage diffuser and finally out through the pump discharge flange.
Use valve BV105 to control the flow. Maintain a careful watch smartly whilst keeping a close eye on the boiler level. After ensuring that all
on the local steam drum level gauges until the required level instrumentation is on-line and control valves are operational, the following
Turbine Extra Nozzle Handwheels is achieved. Close the direct auxiliary feed valve BV105 and procedure should be followed:
Turbine extra nozzle hand valves are provided to permit more efficient condensate drain pump filling valve SB151F.
operation of the turbine at loads other than the normal design rated load. As a) Using the cold start feed pump, fill the boiler to the upper limit
mechanical wear takes place in the feed pump between rebuilds, its efficiency f) Arrange for an initial chemical dosage charge to be injected into of the initial firing filling level, then stop the pump. Firing can
drops. the boiler from the chemical dosage pump unit as the boiler is continue as before.
filling or be placed directly in the drum if possible.
The extra nozzles are provided to allow additional steam to be supplied to bring b) Change the system valves as per the following table:
the pump up to rated output. They are also used when the steam plant is being g) Once the boiler is full, then the feed system can be set for initial
operated at higher than normal load or during heavy manoeuvring where the firing. The system valves should be set as per the following Position Description Valve
boiler levels are fluctuating rapidly. table:
Open Auxiliary feed pump suction valve SB008F
Close Cold start feed pump suction valve SB009F
Position Description Valve
Control and Alarm Settings Close Cold start feed pump discharge valve SB100F
Open Distilled water suction valve SB005F
Tag No. Setting Description Close Auxiliary feed pump auxiliary discharge valve SB142F
Closed Auxiliary feed pump suction valve SB008F
FP049 60 bar Main feed line pressure low alarm (standby pump Open Auxiliary feed pump main discharge valve SB150F
Closed Auxiliary feed pump deaerator suction valve SB004F
auto start) Open Auxiliary feed pump warming up valve SB146F
Open Cold start feed pump suction valve SB009F
MM028 1/3.2 bar Deaerator shell pressure low/high Open Auxiliary feed pump leak-off valve SB147F
Open Cold start feed pump discharge valve SB100F
MM101 160°C HP feed water heater outlet temperature high Open Auxiliary feed pump leak-off return to distilled SB205F
Closed Auxiliary feed pump auxiliary discharge valve SB142F
MM100 125°C Deaerator outlet temperature low water tank
Closed No.1 main feed pump auxiliary discharge valve SB108F
MM015 4.0 ppm Deaerator outlet salinity high Close Auxiliary feed pump leak-off return to deaerator SB203F
Closed No.2 main feed pump auxiliary discharge valve SB110F
Open HP feed water heater inlet valve SB143F
Open Auxiliary feed valve BV105
Open HP feed water heater outlet valve SB144F
Operating Procedures Closed Auxiliary direct feed valve BV106
Close HP feed water heater bypass valve SB145F
Open Auxiliary feed to economiser valve BV207
Close HP feed heater vent/drain valves (x4)
Boiler Filling using the Condensate Drain Pumps Closed Emergency shut-off valve BV201
Open Main feed inlet valve BV102
This procedure assumes all valves are initially closed: Open Economiser inlet valve BV103
Operational Main feed regulating valve CV201/
Open Economiser outlet valve BV104 CV101
a) Check that the steam and water drum drain valves are closed Open Drum inlet valve BV104-1 Operational Main feed shutoff valve BV201/
and that the local drum gauge glass and transmitters to remote Closed Economiser vent/drain valves (x6) BV101
level indicators are open, with their drain valves shut.
Close Economiser auxiliary feed valve BV207
Note: The economiser vents can be operated when a continuous water supply Close Auxiliary feed valve BV105
b) Open the drum and superheater vents fully.
is passing through the economiser.
c) Open the economiser bypass valve BV106 and direct feed c) Once the boiler level has dropped to normal level, the auxiliary
h) The boiler is now ready to flash using start/stop of the cold start feed pump may now be started. A close eye must be kept on the
valve BV105 slightly to the steam drum. Open drum inlet valve
feed pump for the initial firing to maintain the level. level, to ensure the control system has full control of the level.
BV104-1 fully. Ensure that the boiler drum feed valve BV104
from the economiser is closed, as is BV207 auxiliary feed to the
With one boiler in service on main feed, filling of the second boiler can be
economiser.
achieved in the same way as described above. It is important to carefully
monitor the water levels during this operation.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 6 of 10
 Methane Nile Eagle Machinery Operating Manual
Motor Valve Motor Valve
Illustration 2.2.3a Boiler Feed Water System Inlet Header PI PI PI Inlet Header
Control Relay Control Relay
BS013 BP013
Circuit at BGB Circuit at BGB
To Pressure LI BGB ZI
TI PT ZI BGB LI
BS025 BP025
Deviation Alarm BV103 PIAHL BV103
Economiser PT PI MM028
PI PT Economiser
To Clean To Clean
Key Boiler ZI ZI Boiler
Drain Drain
Gauge Gauge
Tank To Clean Dearator To Clean Tank
Condensate Board TT TI BV201 M ZS TI ZS M BV101 TI TT Board
Drain Tank Control Control Drain Tank
Outlet Header BV207 Outlet Header TI
ALARM
Air TI CV201 Air ACC Air CV101 BV107 MM262
FP049 MM263 To Clean Drain Tank ACC To Clean Drain Tank
LI
BGB P VC VC P LI
BGB
Electrical Signal I BGB BGB I
PIAL BV102 BV102 BV106 BV104-2
PT FP048 BV104-2 BV104-1 BV106 SB BV104-1
Instrumentation SB203F 201F SB001F
PI Steam Drum Steam Drum
BV203 BV204 FT FT BV204 BV203
LT LT LT LT To Bypass LT LT LT LT
PT
Pot For
Blow Orifice Blow Orifice
To Boiler Water Steam
Drum No.1
Analyser No.2 BV105 BV105
To Feed Water Pump Control FI FI
Boiler BGB BGB
Boiler
(For Differential Pressure Control (65 ton/h) (65 ton/h)
and Standby Feed Water To ACC To ACC
Pump Control) PIAL Deck Deck
SB156F
To ACC Water Drum Water Drum To ACC
FP049
Feed Water Feed Water
SB157F Control BV205 BV206 BV206 BV205 Control
TIAH TI
Transmitter Water Wall Header Water Wall Header Transmitter
MM101
BV209 TT BV209 BV209
SB120F BV209
SB179F
BV209 BV209
SB121F HP Feed
SB255F TI SB178F
SB254F
Water Heater

SB257F TI SB144F SB145F

SB151F
From Condensate Drain Pump SB250F SB256F
For Boiler Filling
SB143F
SB252F
SB251F To Clean
To Ship Side
ZI SB050F Drain Tank
FP047 ZS SB129F SB128F ZI SB107F SB149F SB150F
FP046 ZS SB108F SB253F To Clean
To Clean
For Standby Turbine For Standby Turbine Drain Tank Drain Tank
SB125F SB100F To Ship Side
Feed Water Pump SB109F SB108F Feed Water SB124F SB142F SB141F
Interlock Pump Interlock

SB117F SB118F
Set at
No.2 SB146F
No.1 Main Feed 6.6 bar
Feed Water Pump Water Pump To Distilled Water Line Set at TT
For Warming
Turbine Turbine SB205F 6.6 bar
PI PI PI From Boiler TIAL
From Distilled Control System MM100
Auxiliary SB148F
MC Water Tank
PP043 Feed Water (For Emergency)
Pump To Clean
PI PI SIAH
PI (55 m3/h x 85 bar) Drain Tank MM015
Control Air
To Clean
SB222F ZI Drain Tank
Cold Start Chemical Dosing FP038 SB132F
SD234F Feed Water Pump SB005F
SD235F SB009F SB008F Unit ZS
(8 m3/h x 23 bar) SB221F
Manifold ZS SB131F SB133F
DPI SB003F For Standby Turbine Feed To Clean Drain Tank SB147F ZI
SB002F SB014F FP039
ZS Water Pump Starting ZS SB130F
ZI ZI SB004F
FP045 FP044 DPI

From Condensate Water Pump

For Mechanical Seal Water Supply SB013F SB011F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 7 of 10
 Methane Nile Eagle Machinery Operating Manual
If the boiler level rises out of control, the auxiliary feed pump must be stopped Procedure to Prepare the Feed Water System for Use and to • Set the feed pump steam inlet valve controller to REMOTE
and can be restarted when the level returns to normal. Once the pump is Start a Turbine Feed Water Pump on the local panel
running continuously with some load, the economiser and the HP feed heater
• Open the turbine steam isolating valves SS011F and/or
should be vented and the warming up valve SB146F closed. It is assumed the boiler level control is operating on the auxiliary feed pump SS012F
as described previously:
d) Once the plant is sufficiently warmed up, the deaerator can • Reset the turbine trip lever and press the RESET button on
be put in to operation on the feed system. This is achieved by the local panel, then acknowledge the reset trips at the IAS
a) Start to warm through the main superheater lines to the main
initially setting the system valves as follows: panel.
feed pumps. Set up the main feed system valves as follows:
• Open the gland steam leak-off valves
Position Description Valve Position Description Valve
Open Deaerator feed outlet valve SB001F Open Feed pump suction valves SB002F A trip of the feed pump may be caused by:
Open Feed strainer inlet and outlet valves SB011F SB003F • Local trip i.e. high back pressure, overspeed, manual trip
SB013F Open Feed pump recirculating valves SB117F • Excessive vibration
Closed Feed strainer bypass valve SB014F SB118F
Closed Feed pump suction valves SB004F • Low/low lubricating oil pressure
Open Feed pump recirculating controller valves SB130F
SB002F SB132F • Low/low deaerator level
SB003F Closed Feed pump recirculating controller bypass SB133F
Open Feed pump recirculating line to deaerator SB201F In the event that a trip condition has existed, the operator must reset the system
e) Once the condensate system is returning enough water to the from the local panel before a start may be attempted. Reset is not possible if
Open Feed pump main feed discharge valves SB129F
deaerator to sustain a level in the deaerator and the deaerator the condition still exists.
SB125F
temperature and pressure is seen to be rising, the auxiliary feed
pump return valve SB203F should be opened and the distilled Open Feed pump auxiliary feed discharge valves SB128F
Note: The lubricating oil pressure will be zero which would normally cause
water tank return valve SB205F closed. Then the auxiliary feed SB124F
a trip, but the system is arranged to allow a trip reset and pump start before
pump deaerator suction valve SB004F should be opened and the the lubricating oil trip becomes active.
distilled water tank suction valve SB005F closed. It is assumed the one boiler is now producing sufficient steam to operate the
feed pump.
c) When all of the above conditions have been met and the pump
The auxiliary feed pump will now be operating on deaerator supply. A close has been sufficiently warmed through, the operator may request
eye on system levels should be kept. b) Prepare the feed pumps for use as follows:
a pump start from the IAS graphic screen. The following
• Check the feed pump lubricating oil (LO) sump for water sequence is started:
Note: Depending on circumstances, the feed system can be started on and drain as necessary through the sump drain valve
• The IAS checks that the conditions are correct (see above)
deaerator supplied water rather than distilled water tank supplied water, as • Check the LO level on the dipstick and top up as necessary
long as the make-up and spill system outlined in section 2.2.2 of this manual • A pulse signal START command is sent to the auxiliary
is fully operational. • Open the valves supplying flushing water to the feed pump LO pump via a gate which inhibits this signal if a stop or
mechanical seals trip command is issued. A timed alarm circuit is initiated
• Open the cooling water inlet valves WF019F and WF023F to indicate a failure of the pump to start in a predetermined
and outlet valves WF020F and WF024F to the LO cooler time.

• Set the auxiliary LO pump starter to REMOTE to run the
pump
• Open the turbine casing drain, steam chest drain and exhaust
line drain
• Open the turbine exhaust valves SB067F and/or SB066F
• Vent any air from the pump through the vent valves
• Check that the auxiliary LO pump starter is not showing
‘Abnormal’
In this event, the system sends a ‘Stop’ command to the
LO pump starter for safety, and resets the start block thus
cancelling the start command. No further action takes place
and the starting of the feed pump will be deemed to have
failed. This situation will remain until reset by the operator.
Under normal conditions i.e. no failure, the LO pump
starts.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 8 of 10

• Upon receipt of a ‘Running’ signal from the LO pump (i.e.
LO pressure) and providing the steam inlet valve is not
already open, a pulse signal is sent to the controller to initiate
the ‘Open’ command to the steam inlet valve. An alarm is
generated if the valve is not fully opened in a predetermined
time. In this event, a signal is sent to once more close the
steam inlet valve for safety, and resets the start block thus
cancelling the start command. No stop command is sent to
the auxiliary LO pump in this case because the pump will
automatically stop after 60 seconds.
• As the steam inlet valve opens, the feed pump begins to
rotate and the internal mechanical LO pump begins to
generate LO pressure. Once sufficient pressure is generated
as monitored by a pressure switch, a ‘Stop’ signal is sent
to the auxiliary LO pump since it is no longer needed. In
the event that the pressure fails to achieve the pressure
required after 60 seconds, the auxiliary LO pump is stopped
automatically and an alarm is initiated.
• If the sequence proceeds without fault, the steam valve will
open fully as monitored by a valve mounted limit switch,
at which time the start order is cancelled and the pump is
considered to be running. Once the start order is cancelled,
the LO trip pressure switch becomes active once more.
Note: If a ‘Stop’ command is issued at any time or a trip condition occurs,
the feed pump is stopped by stopping the auxiliary LO pump (if running) and
closing the steam inlet valve.
Methane Nile Eagle
Setting the Off-Line Feed Pump to Standby Mode
The system allows the operator to select AUTO (Standby) and in this condition,
if any failure occurs on the running pump (except deaerator low-low level,
which causes both pumps to stop), the second pump will start automatically.
Prepare the standby feed pump as described above.
In order to select AUTO certain conditions must apply:
• Feed pump suction valve open
• Feed pump exhaust valve open
• Feed pump discharge valve open
• Auxiliary LO pump starter set to REMOTE
• Auxiliary LO pump starter not showing ‘Abnormal’
• Feed pump steam inlet valve controller set to REMOTE on the
local panel
• Feed pump steam inlet valve controller operable
• Feed pump is not tripped
• The other pump must be running
• The pump to be designated standby must be stopped
• There must not be a current operator ‘Start’ order
• There must not be a current ‘Stop’ order
• The deaerator level must not be on low-low
Machinery Operating Manual
Local Operation
The feed pumps are normally operated from the engine control room either
with manual start and stop or by automatic start.
The auxiliary LO pump and various valves may be operated locally and in
each case, the IAS notes the condition and will not allow a start request. In
these conditions it is still possible to issue a STOP or TRIP command from
the IAS.
Stopping a Feed Pump
Stopping of a feed pump is normally carried out from the IAS by clicking on
STOP. It is good practice to stop a running pump by using or simulating one
of the trip devices, which has the advantage of testing the trip and testing the
automatic start of the standby pump.
After the pump has stopped, check for water leakage from the mechanical
seals, this commonly occurs when the pump is stopped and ‘takes up’ with the
pump running.
Reset the trip device and place the pump in AUTO mode as described above.
Procedure to Start One Boiler from Cold Using Emergency Power and the
Cold Start Feed Pump
This procedure is outlined in section 4.6 of this manual. Please refer to this
section for details.

Once initial checks have been completed on the feed pump and the operator
is satisfied that the pump is operating correctly, the auxiliary feed pump can
be stopped. It should be left ready to start for a period to allow for unexpected
failure of the main feed pump, but should eventually be isolated.
With the system now operating normally it is important to make regular checks
of the feed pumps, paying particular attention to the following:
• LO level and drainage of water from the sump
• LO supply to bearings and drips to governor
• Leakage from the mechanical seals
• Correct flow of cooling water to the mechanical seals
• Off line feed pump is not turning due to exhaust leakage
• Running unit vibration and noise
When the above conditions are met, the operator may select AUTO. If any of
the above conditions subsequently change, an alarm would be raised and the
AUTO condition automatically cancelled. In AUTO condition, if the running
pump trips for any reason other than for a deaerator low/low level, or if the
differential between the feed pump discharge pressure and the boiler drum
pressure becomes too small, and providing that there is no blackout, then a
standby start command is issued. The same sequence occurs as for the operator
initiated start.
In the event of a standby start, the AUTO condition is automatically cancelled.
Whilst in the AUTO condition, the operator may select START and the pump
will start, with the AUTO condition being cancelled.
Similarly, if the operator requests STOP for the standby pump (there would be
no reason since the pump is not running) the AUTO condition is cancelled.
If a trip condition occurs for the standby pump, the AUTO condition is
cancelled. An automatic transfer from AUTO will generate an alarm and alert
the operator.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 9 of 10

Hydraulic Boiler Test Procedure
a) On the boiler to be tested, open the vents and close all drains.
Blank off or gag the superheater and drum safety valves, plus
any other items such as instrumentation transmitters, which may
be adversely affected by the pressure involved. Once the water
level reaches the top of the water level gauge glass, isolate all
gauge glasses. Fit the test pressure gauge, ensuring that the
boiler is isolated from the main steam systems with both master,
intermediate and warming through valves closed.
Methane Nile Eagle Machinery Operating Manual
h) On completion of testing, the boiler can be drained to a suitable
level for flashing. Ensure that steam only spaces within the
boiler e.g. superheater - are thoroughly drained. Open the drum
and superheater vent valves.
i) Remove the gags from the safety valves and open all steam and
water legs to the transmitters and water level gauges.
j) Arrange for an initial chemical dosage to the pumped into the
boiler.

b) Fill the boiler as described above until water appears at the

hydraulic test vent. The boiler is now full of water for the
hydraulic test.

c) Replace the hydraulic test vent flange, which is the highest on

the boiler, and continue filling with the boiler test pump after
stopping the boiler auxiliary feed pump.

d) Build up the hydraulic pressure to the required value, then stop

the pump, closing its valves and the boiler supply valve.

e) If the boiler test pump is not available, continue using the auxiliary
feed pump with very restricted flow at the boiler. Continuously
monitor the auxiliary feed pump for any overheating during this
phase.

f) Monitor the test pressure, checking for any signs of decay

over a period of time. For safety reasons, close inspection of
the boiler while under the test pressure should be avoided.
Provided the full test pressure is maintained for a satisfactory
period, progressively reduce this pressure by slowly opening the
uppermost vent valve.

WARNING
If friction grip plugs are used for sealing purposes, all practical
precautions must be taken regarding safety aspects. Reduction in
pressure may adversely affect the stability/sealing capability of such
plugs. At no time during the application of test pressure should any
personnel be allowed to be in direct line of such plugs, and where
practicable, protective screening should be arranged.

g) If the pressure falls during testing, or leaks are noted, the test is
to be stopped. The boiler should be drained to a suitable level
which will allow any repairs to be undertaken. On completion
of these repairs, the boiler is to be retested.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.3 - Page 10 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.4a Contaminated Drains System From Glycol Heater
and Forward
Incinerator Heavy Fuel Oil SD132F
Key
Waste Oil Tank From Storage Tank ST113F
Condensate/Distilled Water Accommodation Condensate Drain
SD128F
Desuperheated Steam SD126F Oil Discharge
TI SD133F Alarm
Fresh Water
From/To
Electrical Signal Deoiler
Central At Least
Drain Cooler (4.5 m3/h)
Instrumentation Incinerator Fresh Water 2.5m From
Control Air SD118F Waste Oil Cooling Flushing Steam Deoiler
TI Bottom
Oil Drain Service Line System From 6.0 bar
7 Steam Tracing Line SD404F Steam Service
SD127F System
4
To Atmospheric
DrainTank
HFO Settling Tank Boiler Fuel Oil IG Dryer
Main Turbine Heaters To Bilge HoldingTank Control
Separated Bilge Bilge Bilge Water Drain Steam Heater
Lubricating Oil Air
Oil Tank Holding Tank Primary Tank To Bilge
Sump Tank Primary Tank
Heavy Fuel Oil No.2 Heavy Fuel Oil Low Sulphur
Calorifier
Overflow Tank Storage Tank (Port) Heavy Fuel Oil
13 Boiler Fuel Oil Storage Tank
Heaters

SD
SD120F SD121F SD108F SD122F 409F
SD110F

SD424F SD104F
12 No.2 Boiler
Fuel Oil Burner Unit
SD423F
No.2 Boiler From Inert Gas Burner
11
Fuel Oil Burner Unit Atomising Steam
Generator Turbine Generator Engine No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil SD422F Separator Drain
Lubricating Oil Lubricating Oil 10 No.1 Boiler
Settling Tank Settling Tank Fuel Oil Burner Unit
Settling Tank Settling Tank SD123F SD124F SD125F SD113F
SD421F
9 No.1 Boiler
Fuel Oil Burner Unit

SD116F SD115F SD SD SD SD
151F 152F 149F 150F
7 Boiler FO Pump Discharge HFO Transfer
1
SD SD To Boiler FO Filter Pump Suction
196F 193F SD407F SD401F
SD SD Boiler FO Pump
119F 6 2 HFO Transfer
117F Suction From Tanks
SD406F Pump Discharge
Boiler Fuel SD402F
Oil Heaters Heavy Fuel Oil
14 Boiler FO Pump From
3 Drain Lines
BoilerNo.1
Fuel Oil Boiler FO Return and Vent Line
SD410F SD403F SD101F SD102F SD103F
Heaters
8 Boiler FO Filter Between Sludge
To Boiler FO Inlet 5
No.2 SD144F SD111F SD140F SD142F SD408F Tank and Pump
(Float Type)
SD405F

Lubricating Oil SD145F SD112F SD141F SD143F SD109F SD105F SD114F

Purifier Heaters (Float type)

No.1 SD146F
SD106F

No.2 SD107F Lubricating Oil Purifier Fuel Oil Main Lubricating Oil No.2 Heavy Fuel Oil
Sludge Tank Drain Tank Settling Tank Storage Tank (Starboard)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.4 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
2.2.4 Contaminated Drains System The following heating systems have condensate drainage to the engine room 5) Sludge pump suction (FO drain tank and separated bilge oil
drains cooler: tank)
Deoiler Unit • Boiler fuel oil heaters 6) Boiler FO pump suction (from tanks)
Maker: RWO Water Technology Ltd. • Glycol heater 7) Boiler FO pump discharge to boiler FO filter
Type: GS-DKE 5.0 • Forward HFO tank heating 8) From boiler FO filter to boiler inlet
Capacity: 5.0 m3/h • Accommodation services 9) No.1 boiler FO burner unit
• Port and starboard HFO storage tanks 10) No.1 boiler FO burner unit
Engine Room Drains Cooler • HFO overflow tank 11) No.2 boiler FO burner unit
Maker: Donghwa Precision Industries Ltd • HFO drain tank 12) No.2 boiler FO burner unit
Type: Shell and tube
• LO purifier sludge tank 13) HFO settling tank drain line to bilge primary tank
Cooling surface area: 4.5 m2
Outlet temperature: 80°C • Trace heating system 14) Boiler FO return chamber vent to boiler FO pump and Boiler
FO return to boiler FO pump
• LO purifier heaters

Introduction • Generator LO settling tanks

Deoiler Unit
• Main LO settling tank
The condensate from the steam systems supplying heating to tanks and systems The deoiler unit utilises the flow control principle to separate out any entrained
• HFO settling tanks
that could be a potential source of contamination is treated in a deoiler unit oil in the condensate drains. Homogenous flow mechanisms are built in the
before being returned to the main condensate system. Any rupture of a heating • Calorifier
unit to avoid unnecessary mixing of the condensate/oil due to turbulence.
coil in a tank may allow the substance within the tank to enter the heating coil • Incinerator waste oil tank The design of the unit incorporates repeated vertical passages which act to
and return to the feed system. In a high pressure boiler this would have very accentuate the difference in the relative densities between the water and the
serious consequences, oil would cause foaming in the steam drum and lead to • Bilge primary tank
oil. Oil is separated out and collects in the upper part of the unit where a level
carry over into the steam system. Loss of heat transfer would take place due to • Low sulphur HFO storage tank probe senses the level of the oil and automatically opens the pneumatic oil
the lining of oil upon the heating surfaces. Removal and cleaning of the boiler discharge valve, directing the collected oil to the bilge holding tank. The oil
internals would render the boiler out of service for some considerable time • Bilge holding tank
level probe will react to air build up as well as oil build up.
with subsequent commercial implications. • Separated oil bilge tank
• Main LO sump tank The unit is entirely automatic in operation and can be monitored from a control
This ship is equipped with an independent deoiler unit which removes oil from panel fitted adjacent to it. This panel has three indication LEDs which are
the condensate and passes it to the bilge holding tank. The condensate is cooled • IG dryer heaters
for POWER, FAULT and OIL DISCHARGE conditions. There are also two
in the engine room drain cooler before being passed to the deoiler unit, where switches for main power and operating the condensate discharge valve.
the oil is removed before the condensate is passed back in to the condensate
system. The condensate is returned to the atmospheric drain tank through the
Steam Tracing
The condensate discharge valve switch is used during steam cleaning. The
condensate drain inspection tank. procedure for steam cleaning is only carried out when the unit is suspected
Steam tracing pipework is small bore pipework which runs alongside larger
bore fuel pipes to provide contact heating, preventing the fluid (usually oil) in of heavy contamination. Steam is reduced to 3 bar before being admitted to
The drains cooler cools the drains returning to the deoiler and drain tanks the chamber where the cleaning takes place. This procedure involved partial
the larger pipework from cooling and thus increasing the pumping resistance.
to prevent them from overheating and boiling over. The cooling medium is dismantling of the installation and should only be undertaken after careful
The tracing pipework is normally under the lagging of the larger pipework.
supplied from the central fresh water cooling system. The temperature control study of the operating manual.
is manual and should be achieved by fully opening the inlet and outlet valves
Tracing pipework is indicated in the above diagram by a red circle with white
from the cooler then adjusting the position of the bypass valve SD128F to
numeral. The pipework supplied is as follows:
achieve an outlet condensate temperature of 60°C. Condensate returning from
the separate cargo machinery drains cooler, located in the cargo machinery 1) HFO transfer pump suction
room, is led directly to the atmospheric drains tank. 2) HFO transfer pump discharge
3) HFO drain lines
4) Incinerator waste oil service line

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.4 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.2.4b Contaminated Drains System Returns TI

From 59/16 Bar Reducing From Starboard Boiler

SD315F Valve Inlet Desuperheating Steam Line Drain Desuperheated Steam
Outlet Line Drain
From HP Feed From Auxiliary External
Feed Filter Water Heater Condensate Drain Desuperheater Steam Inlet Line Drain
SD320F
SD316F (Magnetic Type)
From Port Boiler Desuperheated
Steam Out Line Drain

Control Air E
B - Deck P MM095 From Sootblower Steam Service Line Drain

LIAHL LI From HP Bleed/8.4 bar Reducing Valve

Spill Valve MM214 BGB Inlet Line Drain
SB151F To Distilled
SD309F SD310F SD311F Water Tanks LIC MM094
LT LT From Boiler Atomising Steam Separator Drain
IAS
To Auxiliary Feed
Water Line for Deaerator
SD312F From 59/8 Bar Reducing
Boiler Initial Valve Inlet Desuperheating Steam Line Drain From HP Feed Water
Low - Low Level Alarm LALL
Filling Inhibit Start of Standby MM217 LS Heater Heating Steam Make-Up
From Main and Auxiliary Main Feed Water Pump From HP Exhaust Steam
Valve Inlet Line Drain
PI Condensate System Main Feed Water Pump Trip Make-Up Control Valve Inlet Line Drain
From Distilled Water
MM096 Tanks for Make-Up From Main Feed Water Pump
ZI Control Air E Turbine Steam Service Line Drain
P
MT223 Seal Water
From HP Exhaust Steam Line
ZS Feed Pump Drain
To Main Condenser
From HP Exhaust Steam Line
Hot Well for Initial Filling From Dump Steam Line Drain
SD376F SD377F SD359F SD358F SD357F Lowest Drain
PI Upper
Grease Extractor
(30 m3/h) Deck From Main Feed Water From LP Feed Water
SD360F Pump Turbine Casing Drain Heater (Normal)
SD307F
SD364F From Fresh Water Generator Feed Water
E Heating Steam Line Drain (2.7 bar)
P
SD306F SD308F
To Main Condenser From HP Feed Water From Drain Cooler for
Pump Discharge Line to From Gland Condenser Drain Out Heater Heating Steam Line Drain Cargo Machinery
SD305F SD220F External Desuperheater Sprays (From Intermediate Pressure Bleed Line)
Control Air From Fresh Water Generator From IP Bleed Automatic On/Off Valve From Main Turbine Gland Steam
Heating Steam Condensate Outlet Line Drain Make-Up Line Drain
SD321F
From Main Turbine Warming Steam
LIC From Deoiler Unit
BD033
LT Line Drain
(Contaminated Drains System)
From Main Turbine HP
Suspended Sponge Bleed Automatic On/Off Valve
Standby Condensate Drain
MC XA Pump Automatic Start (75%) OAH Filter Outlet Line Drain
PP015 PP015 MM023
Automatic Stop When LAH Condensate Drain
Level has Recovered to 90% MM209 From Main Turbine Superheated
SIAH MC XA Normal Condition (60%)
Inspection Tank Steam Drain
95% SS096F
MM022 PP014 PP014 NWL
LCH 75%
LS From Main Condensate Pump
Automatic PP015 40%
Changeover 40%
NWL Discharge
LAL SD207F
No.1 & 2 MM215
SD303F Condensate
PS PI Key
PI Drain Pumps 60% Atmospheric Drain
No.1 TI SD
(30 m3/h x 10 bar) Tank (10 m3) SD135F SD 139F
SD136F
138F
Condensate
TT
SD301F SD001F Air
PS PI E Deck Deck BC002F
PI TIAH P Electrical Signal
No.2 MM099 SD004F Deck
To Main
Perforated Pipe Instrumentation
SD005F Condenser
SD302F SD002F SD003F To Clean
Control Air Drain Tank
SD006F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.4 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Condensate Drain Inspection Tank Procedure to Put the Contaminated Drains System into
Operation
It is imperative that the condensate system is not contaminated with oil. To this
end a condensate drain inspection tank is fitted. The returning drains are led Individual services on the system are used as required and the drain trap valves
from the deoiler unit to the condensate drain inspection tank. The drains enter opened to allow the condensate to return to the drains cooler. The temperature
a primary chamber fitted with an observation window and an oil detector. An of the returns should be checked to ensure that the drain traps are working
manual scumming valve is fitted which is connected to the tank just below the correctly and not allowing steam to return to the drains system.
normal water level. In the event of oil being detected by the oil detector, an
alarm will be raised and the manual scumming valve should be opened. a) Supply cooling water to the engine room drains cooler from the
central fresh water cooling system (see section 2.4.1).
This drains the oil that will be floating on the surface away. Should this
situation develop, the distilled water make-up requirement will increase to b) Ensure that the power switch on the deoiler unit is switched
replace the lost feed. The drain outlet valve from each of the services on the ON and that there is no fault condition registered on the deoiler
system should be closed in turn until the oil ceases to show up in the inspection control panel. Ensure the condensate discharge valve switch is
tank. This service will then have to be isolated in its entirety until repairs have in the open position.
been made. Full use of the HFO heaters and settling tank heating coil return
test points should be made in the first instance. c) Open the condensate inlet valve SD126F into the cooler, the
outlet valve SD127F from the cooler and the inlet valve SD129F
Note: It is important to make regular visual checks of the condensate drain into the condensate drain inspection tank. Ensure the bypass
inspection tank. The oil detector should not be relied upon and does not valve SD128F is closed. Switch ON the oil detector.
replace the need for good watchkeeping practice. The probes of the oil
detector should be cleaned regularly to prevent false alarms. Note: The boiler FO heater drain traps are provided with an emergency
bypass valve to guarantee drainage from these essential items.
Water from the primary stage of the tank passes to the secondary stage through
a connection from the bottom of the primary stage, exiting at the water line level
of the secondary stage. This ensures that oil floating on the top of the water in
the primary stage does not pass to the secondary stage. An observation window
is fitted and a manual scumming valve. Both parts of the tank have drains with
which to empty the tank completely. Before the water enters the drain tank
from the observation tank, it passes through a stainless steel sponge filter to
the bottom of the second stage tank. Water is then led to the atmospheric drain
tank from a connection at the bottom of the second stage.

Atmospheric Drain Tank

The atmospheric drains tank is the same unit described inspection 2.2.2 of this
manual. The level control of this tank is a function of the make-up and spill
characteristics of the condensate system. Water is extracted from this tank by
the condensate drain pumps and passed either to the deaerator or spilled to the
distilled water tanks. Make-up water is supplied from the distilled water tanks
directly to the atmospheric drains tank. For further details of the operation of
this tank please refer to section 2.2.2.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.2.4 - Page 4 of 4
2.3 Sea Water Systems

2.3.1 Main and Auxiliary Sea Water Circulating Systems

2.3.2 Central Sea Water Cooling System

2.3.3 Fresh Water Generator Sea Water Service System

2.3.4 Engine Room Ballast System

Illustrations

2.3.1a Main and Auxiliary Sea Water Circulating Systems

2.3.1b Scoop Changeover Flow Diagram

2.3.2a Central Sea Water Cooling System

2.3.3a Fresh Water Generator Sea Water Service System

2.3.4a Engine Room Ballast System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.3.1a Main and Auxiliary Sea Water Circulating Systems
Upper Deck
ZI Sawdust
WS023 Injection Box (0.5 m3)
Sawdust
Intermediate Position Key From Main Cooling
Filling
Control Valve WS109F Sea Water Pump
PM PM Connection WS108F
Sea Water
From Ship Side VC WS117F From Ship Side
Valve Control WS023 Valve Control
WS023F Electrical Signal TI Chemical Cleaning
T105 T106 TI VC ZI
MT207 Connections MT208 WS421 WS421
Instrumentation WS110F T105A T106A

TT TI PM PM
TT TI
TI TI
Auxiliary Condenser Main Condenser
Chemical Cleaning
Connections WS421F
TS
From Ship Side Valve Control PM Intermediate Position
WS091F
VC TS Control Valve
WS420 WS420F MT209
ZI
PM WS420 High Temperature
Main Turbine for Main Dump
Valve Close
DPS RPM/Ship's Speed

To Boiler Control Panel For Scoop Flow Rate

for Main Steam Dump For Scoop Flow Rate Measuring Connection
Piston Valve Close Measuring Connection Scoop T108 T109
DPAL Non-Flow WS090F
MM042 Control
Alarm System To No.1 Bilge, Fire & General
Service Pump Suction

ZI
MT249
Interlocking Signal
ZI ZS
Upper Deck MT248
WS015F WS014F
ZS Interlocking Signal
WS010F

From Marine Growth

Prevention System Vent Line

VC VC
WS009 Intermediate Position WS012 Intermediate Position
From Marine Growth Auto Start in From High Sea
Prevention System Discharge Control Valve Control Valve
Auto Case of Main Chest Vent
Air Blowing PM ST/SP Sea Water Circulating PM
Pump Failure Line (Port)
Connection WS009F ZI WS012F
ZI
WS127F WS009
PM WS012 PM
ZI ZI
WS002 WS002
AR190F
WS PI PI
AR193F 150F ZS ZS
MC
PP028 Main Sea Water MC
Circulating Pump To Auxiliary Sea Water PP029
PI To Water Spray Circulating Pump PI
(10,000/5,000 m3/h x 0.5/0.8 bar)
High Sea Zinc Fire Pump Pump (10,000/5,000 m3/h x 0.5/0.8 bar) Zinc
ZI ZI
Chest WS002F Anode (5.2a) (5.12a) Anode WS002
ZS ZS
WS001
(Starboard) WS008F WS011F
From Ship Side
Valve Control
WS151F
VC
WS002 WS001F
From Marine Growth
Scoop Inlet
Prevention System Discharge VC Ship Side Low Sea
WS171F WS002 Valve Control Chest
(Centre))

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.1 - Page 1 of 6

2.3 Sea Water Systems
2.3.1 Main AND AUXILIARY Sea Water Circulating
Systems
Main Sea Water Circulating Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Vertical centrifugal, anti-clockwise rotation
Model: CVF1000LM
Capacity: 10,000/5,000 m3/h at 0.5/0.8 bar
Rating: 440 V, 220 kW at 360 rpm
Auxiliary Sea Water Circulating Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal, clockwise rotation
Model: CVF1000M
Capacity: 10,000/5,000 m3/h at 0.5/0.8 bar
Rating: 440 V, 220 kW at 360 rpm
Scoop Cooling System
Maker: VKK Standard Kessel Kothen Gmbh
Capacity: 21,000 m3/h
Marine Growth Protection System
Maker: Korea Cathelco
No. of sets: 3 supplying two high sea chests, one low sea chest,
the emergency fire pump sea chest and one central
scoop inlet
Introduction
The main sea water (SW) circulating system supplies cooling sea water to the
main condenser and the auxiliary condenser. Two sea water circulating pumps
are provided for circulating sea water, these being designated as the main SW
circulating pump and the auxiliary SW circulating pump. The auxiliary SW
circulating is normally set to supply standby for main condenser.
The main SW circulating pump is normally used for supplying sea water to the
main condenser but, by means of the crossover valve WS010F, it may be used
to supply sea water to the auxiliary condenser.
Issue: Final Draft - October 2007
Methane Nile Eagle
The auxiliary condenser SW supply valve WS014F from the auxiliary sea
water circulating pump and the crossover valve WS010F from the auxiliary sea
water pump are interlocked so that both pumps may not be started at the same
time. The valve WS010F from the auxiliary sea water pump is open when the
auxiliary pump acts as the standby should the main sea water pump fail.
During normal seagoing operations, when the main turbine is operating at or
above 63 rpm, sea water cooling is supplied to the main condenser via the scoop
inlet valve WS420F. This system consists of an opening on the flat bottom of
the ship’s hull and a carefully designed appendage on the main condenser
overboard at the forward half circumference of the overboard opening. This
appendage creates an eductive effect in way of the main condenser overboard
as the vessel passes through the water. The magnitude of this eductive effect
increases in proportion to the vessel’s speed. The difference in water pressure
created between the scoop inlet and overboard causes a flow of sea water
through the main condenser, via the inlet valve WF420F and the overboard
valve WF421F.
Operation of the main sea water circulation system is controlled by the IAS and
it may be operated in manual or automatic modes. The IAS has a Duty/Standby
function so that the auxiliary pump will start if there are any failures on the
main pump.
There is a start interlock on the pumps from the sea chest and overboard
valves. If valves WS010F and WS014F are closed it is not possible to start
the auxiliary SW circulating pump. The procedures for operating valves and
pumps via the IAS graphic screen is covered in section 3.2.2 of this manual.
Manual valves in the system must be opened or closed as required in order to
operate a particular item of equipment.
The water scoop has its own sea suction valve WS420F, but the main and
auxiliary SW circulating pumps take suction from a suction main which
connects to a high and a low sea suction chest by means of valves WS001F and
WS002F. These valves may be operated locally or remotely from the solenoid
cabinets or IAS screen.
The sea chests and the scoop are provided with connections from the marine
growth protection system (MGPS). In the event of hydraulic power failure the
valves can be operated by the following methods:
• Using the individual manually operated pump fitted to the
actuator - by turning the indicator to close or open as required
and operating the handle
• Using one of the portable emergency hand pumps - by
connecting the hoses to the valve actuator cylinder snap-on
connections and operating the pump handle
IMO Number: 9321770
Machinery Operating Manual
The main condenser inlet from the water scoop and main circulating pump has
a connection to a sawdust injection box, which is supplied with water from the
central cooling sea water pump via valves WS107F/WS108F. The auxiliary
condenser when required is normally supplied with sea water by the auxiliary
SW circulating pump and has a remotely operated overboard discharge valve.
There is full redundancy in the main condenser sea water system in that the
main SW circulating pump can supply the main condenser with all necessary
sea water and the auxiliary SW circulating pump can replace the main SW
circulating pump by supplying sea water to the main or auxiliary condensers
if necessary.
System Control
The main sea water circulating system may operate in automatic or manual
mode. In addition, the system control may be switched to System Off allowing
for individual control of equipment. Selection of system modes is made from
the IAS main sea water circulation system graphic screen.
When operating in automatic mode the control system will select the scoop or
pump for operation depending upon the rpm of the propeller shaft. In manual
mode the operator may select Scoop Mode and water is supplied to the main
condenser from the water scoop, or Pump Mode where water is supplied by the
main SW circulating pump. A requirement is that there must be a continuous
supply of water to the main condenser when changing between pump and
scoop modes. This is achieved by having a sequence control on the valves.
The circulating pump valve does not close until the scoop valve is fully open
and vice versa when changing over from the scoop to the circulating pump
operation. The pump stops when the pump outlet valve is 25% open.
When changing from scoop to pump operation the pump starts supplying water
before the scoop valve closes.
The pump outlet valve will open 25% and then the main SW circulating pump
will start; the pump outlet valve will then continue to open until it is fully
open.
Only when the pump is operating with its outlet valve fully open will the pump
mode indicator be illuminated to show that the system is in pump mode. The
scoop valve will then be fully closed.
Present operating modes are displayed on the IAS main sea water circulating
system screen with different colours on the indicators.
Section 2.3.1 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
SEA WATER PUMP MODE SCOOP MODE 2.3.1b Scoop Changeover Flow Diagram SCOOP MODE SEA WATER PUMP MODE

Main turbine RPM Main turbine valve lift greater

Main turbine RPM Main turbine manoeuvring zone
>61 than 90° > 10 minutes
<63 (out of sea going mode)
MSWP discharge valve WS009F close

AND OR

Scoop valve WS420F open command No MSWP discharge valve WS009F open command
WS010F open
WS014F close

Yes

No MSWP discharge No
Scoop valve open
>80% Auxiliary sea water pump (ASWP) valve open
discharge valve WS012F open command >25%
Yes Yes

Main sea water pump (MSWP) MSWP start

discharge valve WS009F close command
No ASWP discharge
valve open
>25% No MSWP
Yes AND run

MSWP discharge No Yes

valve open
<25% ASWP start
Scoop valve WS420F close
Yes

ASWP run
MSWP discharge
Scoop valve closed valve open
MSWP discharge
MSWP stop
valve closed
ASWP discharge valve opened

AND AND AND

SCOOP MODE AUXILIARY SEA WATER PUMP MODE MAIN SEA WATER PUMP MODE

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.1 - Page 3 of 6

Automatic Mode
Automatic mode requires the interlock loop to be complete and the interlock
loop comprises the following:
• The main SW circulating pump must be in REMOTE and
AUTO
• The scoop outlet valve must be in REMOTE and AUTO
• The main condenser outlet valve must be open
• The main SW circulating pump outlet valve must be in AUTO
• Either the high or low sea chest suction valve must be open
If the interlock loop is broken at any time an alarm will sound and the system
will change to manual mode.
Sea Water Circulating Mode to Scoop Mode
Changeover from pump mode to scoop mode will take place automatically when
in automatic mode provided that both following conditions are satisfied:
• The engine speed is above 61 rpm. This is set in the turbine
remote control panel
• The main turbine valve lift is more than 90 degrees for more
than 10 minutes
The following sequence must occur within a 300 second period otherwise an
alarm sounds and the system reverts back to the main circulating pump:
• The IAS will send an open command to the scoop inlet valve
WS0420F
• When the scoop inlet has opened more than 90% a close
command is send to the main circulating pump discharge valve
WS009F
• When the valve has closed to the 25% open position the IAS
stops the main circulating pump
The system should take less than three minutes to open the scoop valve fully
and close the pump discharge valve/stop the main circulating pump.
Scoop Mode to Sea Water Circulating Mode
Changeover from scoop to pump mode is carried out automatically when one
of the following conditions is satisfied:
• Engine speed falls below 61 rpm. This is set in the turbine
remote control panel
• The main turbine valve lift below 90 degrees
• During a restart following a blackout
Issue: Final Draft - October 2007
Methane Nile Eagle
The following sequence occurs:
• The IAS will send an open command to the main SW circulating
pump discharge valve WS0009F
• When the valve opens to the more than 25% open position the
IAS will start the main circulating pump
• Once the main circulating pump is running the IAS closes the
scoop inlet valve WS420F
The system is now in Main Sea Water Circulating Mode.
Should the main SW circulating pump fail, the following sequence occurs:
• The IAS closes the main circulating pump discharge valve
WS009F and ensures that the auxiliary condenser SW inlet
valve WS014F is closed and the crossover valve WS010F is
open
• The IAS opens the auxiliary SW circulating pump discharge
valve WS012F
• When the valve reaches the 25% open position the auxiliary SW
circulating pump is started
• Once the auxiliary SW circulating pump is running the IAS
closes the scoop inlet valve WS420F
The system is now in Auxiliary Sea Water Circulating Mode.
Manual Mode
Manual mode may be selected at any time although change between scoop and
pump modes still depends upon the valves and pumps being in their respective
remote and automatic modes.
A change from scoop mode to pump mode and vice versa, may be made at any
time when in manual mode.
If there is a blackout when in manual mode the system automatically reverts
to pump mode if it was operating in scoop mode at the time of the blackout.
This enables the system to resume operation in pump mode after the electrical
power is restored.
IMO Number: 9321770
Machinery Operating Manual
Local Control
All items of equipment associated with the automatic scoop control which can
be set to local control can be operated in that mode if required. The main SW
circulating pump and scoop outlet valve may be operated in local control as
may the auxiliary SW circulating pump. Operation of any item of equipment
in local control mode will remove all control from the IAS and this may have
an influence on automatic operation of the system if that item is part of the
interlock loop.
Control of the main and auxiliary condenser overboard discharge valves and
the high and low sea suction valves is manual at all times. These valves are
activated from the ship side valve control graphics screen. They may all be
closed at any time in an emergency by selecting the Close All Ship Side Valves
using the soft key on the graphic display. Normally only one of the sea chest
suction valves will be open at any time. Starting and stopping of the main SW
circulating pump may take place remotely or locally in automatic or manual
mode. The mode is selected at the main sea water circulating system graphic
screen. The pump will start or stop as necessary when changing between pump
and scoop modes.
Preparation for the Operation of the Main Sea Water
Circulating System
a) Ensure that the high and low sea chests are vented and the
condenser drain valves are closed.
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
c) At the ship side valve control graphic screen open the desired
suction main line valve from the operating sea chest; valve
WS002F for the high sea chest on the starboard side or valve
WS001F for the low sea chest located in the middle section of
the engine room.
d) From the ship side valve control graphic screen open the
auxiliary condenser overboard discharge valve WS023F and
the main condenser overboard valve WS421F.
e) Open the manual main SW circulating pump suction valve
WS008F.
f) Open the manual auxiliary SW circulating pump suction valve
WS011F. Check that the crossover valve WS010F is closed.
Section 2.3.1 - Page 4 of 6

g) Open the manual supply valve to the main condenser from
the main sea water circulating pump WS015F and the manual
supply valve to the auxiliary condenser from the auxiliary sea
water circulating pump WS014F.
h) Open the main and auxiliary condenser water box vents, leave
the main open and close the auxiliary when vented.
The valves are now set to allow the main sea water circulating system to
operate.
Procedure for Operating the Auxiliary Condenser Sea Water
Cooling System
a) Ensure that the cooling sea water system for the auxiliary
condenser is already completely flooded.
b) At the main sea water circulating system graphic display, select
AUTO operation for the auxiliary SW circulating pump. This
will cause the auxiliary sea water pump outlet valve WS012F
to be opened 25% before the pump is started.
c) Check that the pump starts and that the auxiliary sea water
circulating pump outlet valve opens fully. Check that sea water
is flowing through the auxiliary condenser.
For local operation of the auxiliary SW circulating pump LOCAL control
is selected at the control switch located on the starter panel on the main
switchboard. The pump may be started and stopped at the local position. The
auxiliary condenser inlet valve will be opened and closed by the control system
in response to starting and stopping of the pump.
Procedure for Automatic Operation of the Main Condenser
Sea Water System
Note: All operations in this procedure take place at the IAS Main Sea Water
Circulating System graphic display.
a) Ensure that the sea water system is already completely
flooded.
b) Select AUTO MODE for the main SW circulation pump
operation.
c) Check that the scoop inlet valve is set to AUTO.
Issue: Final Draft - October 2007
Methane Nile Eagle
d) At the mode panel for the main sea water circulating pump
check that AUTO is selected.
e) Provided that the interlock loop is complete the control system
will operate to allow circulating sea water to flow through
the main condenser, being supplied by the main sea water
circulating pump or scoop as appropriate.
If the vessel is in port and being prepared for sea, the engine speed and
telegraph position restrictions will not allow for scoop operation and the main
SW circulation pump will be started. When the main sea water circulation
pump outlet valve is 25% open the main SW circulating pump will be started;
the pump outlet valve will continue to open to its full extent.
f) Check that the SW circulation system is functioning correctly;
when it is the condenser vacuum can be raised.
With the system in AUTO mode the main SW circulating pump will supply
cooling water to the main condenser until the conditions for automatic change
to scoop mode are satisfied. The change to scoop mode will be made when the
engine speed is above 61 rpm and the main turbine valve lift is raised more
than 90 degrees for more than 10 minutes.
The change from scoop mode back to pump mode will be made when the
engine speed falls below 61 rpm, or when the main turbine valve lift is below
90 degrees, or during a restart following a blackout.
Procedure for Manual Operation of the Main Condenser Sea
Water System
Note: All operations in this procedure take place at the IAS main sea water
circulating system graphic display.
Manual mode may be selected at any time but the associated valves and
main SW circulating pump must be in their respective remote and automatic
modes.
a) Ensure that the sea water system is already completely
flooded.
b) At the graphic display check that the main SW circulation pump
operation is selected in REMOTE and AUTO modes.
c) At the main sea water circulating system graphic display check
that the scoop inlet valve is set for AUTO.
d) At the mode selection panel in the graphic display select
MANUAL mode.
IMO Number: 9321770
Machinery Operating Manual
When in manual mode it is possible to manually change from scoop to pump
mode, and vice versa. To allow the change to scoop mode the engine speed
must be above manoeuvring rpm and the Manual Scoop Available indicator
in the graphic display screen must be illuminated. The change from scoop to
pump mode can be made at any time when in manual mode.
a) To change from pump to scoop mode whilst in manual mode
SCOOP MODE must be selected in the display.
b) To change from scoop to pump mode whilst in manual mode
CSW MODE must be selected in the display.
If the engine speed falls below 42 rpm when in scoop mode and manual mode
an alarm will be activated.
In the event of a blackout when in manual mode and scoop mode the system
will automatically revert to pump mode. In pump mode and manual mode the
main SW circulating pump may be started and stopped manually from the
graphic display.
Procedure for Local Control of the Main Condenser Sea Water
System
Some items of equipment in the main SW circulation system may be operated
locally if required. Operation in local control removes all IAS control of the
item of equipment. This may have an effect on the operation of the automated
parts of the system if that item of equipment is part of the interlock loop.
The main and auxiliary sea water circulating pumps and the pump outlet valve,
may be operated in local control.
Local control of pumps and valves is normally only used if the control system
fails.
At the pump or valve concerned select LOCAL operation. This removes
control of that item from the IAS.
When in local control the item of equipment can only be operated locally.
To revert to control from the IAS the operation mode switch for the item of
equipment must be turned to the REMOTE position.
Note: The auxiliary SW circulating pump must normally be available for
remote start in the event of failure of the main sea water circulating pump.
Section 2.3.1 - Page 5 of 6

Procedure for Operation of the Main Condenser Sea Water
System using the Auxiliary Sea Water Circulating Pump
Under normal circumstances the main condenser is supplied with sea water by
the scoop or the main SW circulating pump. In the event of failure of the main
SW circulating pump, the auxiliary SW circulating pump can supply water to
the main condenser.
The auxiliary sea water circulating pump may be manually set to supply the
main condenser with sea water as follows:
a) Ensure that the auxiliary SW circulating pump suction valve
WS011F is open.
b) Check that the main SW circulating pump discharge valve
WS009F is closed. This should occur automatically when the
pump is stopped.
c) Open the SW circulating pump interlocked crossover valve
WS010F. Close valve WS014F.
d) Ensure that the main condenser overboard discharge valve
WS421F is open. Check that either the high sea suction valve
WS002F or the low sea suction valve WS001F is open.
e) The pump may be started locally be selecting LOCAL at the
starter panel on the main switchboard.
The Condenser Sawdust System
In the event of condenser tube leakage, sawdust is injected into the main
condenser cooling sea water system to provide a means by which small leaks
may be plugged. The sawdust injection box is supplied with a sea water supply
from the central cooling sea water system. Outlet from the sawdust box is to
a connection on the scoop sea water supply pipe near the condenser inlet via
valve WS110F.
In order to operate the system the sawdust box must be supplied with sawdust,
the drain valve WS117F closed and the inlet valves WS107F and WS108F
from the cooling sea water system opened. The outlet valve from the sawdust
box WS109F must be opened in order to supply the mixture of sawdust and
sea water to the condenser inlet line. The inlet valve to the condenser sea
water circulation system WS110F must be opened to supply sawdust to the
condenser. The system may be operated when in Scoop or Pump mode.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The Sea Water Marine Growth Protection Antifouling System
The sea water system is protected against fouling by the antifouling system.
The system protects against marine growth and corrosion by means of anodes.
The marine growth protection anodes (MG) are made from copper and the trap
corrosion anodes (TC) are made from aluminium.
Three separate MGPS modules are fitted, No.3 serves the central cooling sea
water system and supplies treated sea water to the high and low sea chests of
that system. No.1 and No.2 MGPS modules supply the emergency fire pump
sea chest, the scoop sea water inlet and the main sea water circulation system;
a branch also allows these units to supply the central cooling sea water system
if required. Both units normally operate on the main sea water system.
The MGPS modules are supplied with sea water from the central cooling
SW system (see section 2.3.2.) and in the module the sea water is dosed with
copper and aluminium ions. This treated sea water is then supplied to the sea
suction chests. The supplied sea water flow is not adjustable. When the flow
drops to 10 m3/h, the system components must be cleaned. TC anodes are only
used for the central sea water cooling system. Adjustment of current should
only be made after consulting the Cathelco operating manual. Incorrect setting
of the current can result in inadequate protection against marine growth and
corrosion or excessive wastage of the anodes.
Alarms
Tag Description High Alarm
MT207 Main condenser sea water inlet temperature -
MT208 Main condenser sea water outlet temperature -
MT209 Main condenser sea water outlet temperature/ -
dump valve close
MM042 Auxiliary condenser sea water differential 0.3 bar
pressure
IMO Number: 9321770 Section 2.3.1 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.3.2a Central Sea Water Cooling System
From FW Generator
ZI ZI
ZS ZS
WS131 WS131
WS132F

PI WS037F PI
Central Fresh Central Fresh
Water Cooler No.2 Water Cooler No.1 WS005F
WS036F WS035F
TI TI
From Ship Side
Valve Control
Key
VC
WS034F WS033F WS131
Sea Water

WS032F WS031F
Electrical Signal
PI PI
Inner Inner Instrumentation
Strainer Strainer
WS030F WS029F
TI TI

To High Sea Chest Vent Line (Starboard)

To Clean To Clean
Drain Tank To Sewage Treatment Plant Drain Tank
To Sawdust Injection Box
Main and Auxiliary Condenser Dilution Water Supply
WS101F WS107F
Vacuum Pump Units WS177F
TI TI
1
No.1 WS184F
WS129F WS127F WS104F
WS178F WS187F
Chemical Cleaning Connections 2 WS193F WS WS WS
WS185F 194F 195F 181F
TI TI
WS105F
WS179F WS188F WS198F WS WS WS
No.2 197F 196F 182F
WS130F WS128F 3
WS189F
WS106F
PIAL Marine Growth
PT MM107
To Fresh Water Generator Sea Water Prevention System
Ejector Pumps (2.3.3a) WS028F WS027F
MC MC WS WS
To Bilge, Fire and PP004 PP003
General Service Pumps WS026F PS WS025F PS 191F 192F
(5.2a) Main Sea Water XA XA WS WS
To Low PI PI PP004 PP003
190F
Cooling Pumps 199F
Sea Chest To Oily Bilge Pump Suction (2.8.1a) (1,300 m3/h x 2 bar) Automatic To Bilge
Vent Line 2 1 Changeover
Well
To Fire Jockey Pump (5.2a)
Steam/Air
Weed PI PI
Floor
Blowing
Steam/Air
Connection
Emergency Weed
To Scoop
Bilge Suction Blowing
AR191F WS Inlet
ZI ZI ZI ZI Connection
152F ZS ZS WS024F ZS ZS
WS102 WS102 WS101 WS101

WS022F WS021F To Main Sea

AR294F WS174F WS018F WS017F AR192F
WS115F WS116F WS039F WS038F Water Circulating
WS173F High Sea Chest (S)
High Sea
Chest (P) AR195F
WS004F WS020F WS019F WS003F
TT To Emergency
VC VC Fire Pump
From WS102 No.1 No.2 No.3 WS101 From Sea Chest
Ship Side TI Ship Side Low Sea
Ballast Pumps Chest (Centre)
Valve Control MM108 Valve Control
To Bilge Well (2.3.4a) To Bilge Well

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.2 - Page 1 of 4

2.3.2 central sea water Cooling System
Main Sea Water Cooling Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: SVS400MS
Capacity: 1,300 m3/h at 2.0 bar
Rating: 440 V, 110 kW at 1,200 rpm
Introduction
The central sea water cooling system provides cooling water to the two central
coolers and the vacuum pump heat exchangers. The system also supplies sea
water as required to the main condenser sawdust injection box and the MGPS
system. The two main SW cooling pumps take suction from the sea water
suction pipe which connects with the high port side and low centre line sea
chests.
There is no connection between the central sea water cooling system and
the main sea water circulating system apart from via the MGPS and sawdust
injector.
Sea water supplied to the central fresh water coolers cools the fresh water
circulating through these coolers, which is the cooling medium for the central
fresh water cooling system (see section 2.4.1).
The two main SW cooling pumps and two central fresh water coolers provide
100% redundancy for the system, only one pump and cooler being required for
normal full operation. The pumps are arranged so that one is selected as the
duty pump and the other as the standby pump to commence operation should
the duty pump fail to maintain the desired cooling sea water flow.
On the loss of the duty pump a low pressure signal is sent to start the standby
pump. Selection of duty and standby pumps is made from the IAS via the
central cooling sea water system graphic display screen.
The pumps may operate in automatic mode, remote manual mode or local
manual mode.
No.1 main cooling sea water pump is fitted with an emergency bilge suction
valve WS024F. As this valve discharges directly overboard, it is provided for
use in emergencies only and has a self-priming pump to achieve this.
Issue: Final Draft - October 2007
Methane Nile Eagle
Main Sea Water Cooling Pump Control
Control of the main SW cooling pumps is via the IAS at the display screen
where the Duty/Standby selection available. There is a start interlock on the
pumps from the sea chest and overboard valves.
Automatic mode allows the standby pump to start upon loss of pressure from
the duty pump. Automatic operation selection is indicated on the IAS graphic
screen. Manual mode allows the operator to start or stop either pump from the
central cooling sea water display graphic.
Automatic Mode
When the standby facility is set to AUTO the standby pump will start
automatically upon a start command from the IAS when failure of the duty
pump is indicated by the duty pump pressure switch. When in automatic mode
a manual start or stop from the IAS is inhibited. When the standby pump starts
in AUTO mode an alarm is generated.
Automatic operation can only be selected if the standby pump is stopped, the
starter is set to the IAS position, the standby pump is not in an alarm condition
and the duty pump is running without alarm and set in the IAS position.
The standby facility is forced to the OFF condition if both pumps are running,
both pumps are stopped, one pump is in an alarm condition or one pump is
set to local. An alarm is generated if the standby facility is forced to the off
condition.
Manual Mode
When the standby facility is in the off position, both pumps are forced into
the manual mode. This allows operation of the pumps remotely from the IAS
graphic display. Operation in this condition will be indicated in the graphic
screen.
Local manual control may be selected at the main switchboard and this allows
the pump to be started and stopped by means of local pushbuttons situated near
the pumps themselves.
Local status is displayed on the graphic screen for each pump. Local stop of a
pump is always active even when the starter is selected as remote.
If the local stop button is pressed when in remote the pump motor is stopped
and the IAS control for the pump is reset to local.
IMO Number: 9321770
Machinery Operating Manual
Valve Control
The high and low sea chest valves WS003F and WS004F are controlled
from the IAS graphic display screen. Valves may be opened and closed from
this screen. An illuminated screen indicator indicates if the valve is open or
closed.
Both sea chest suction valves may also be opened and closed locally.
The overboard discharge valve from the main central coolers WS005F may be
opened and closed remotely from the ship side valve control graphic display
screen. The valve may also be opened or closed locally.
All other valves in the system are manually operated locally and must be set
before the system pumps are activated.
Preparation for the Operation of the Central Sea Water
Cooling System
a) Ensure that the high and low sea chests are vented and all system
drain valves and the emergency bilge suction are closed.
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
c) At the ship side valve control graphic screen open the desired
central cooling sea suction valve from the operating sea chest,
valve WS004F for the high sea chest on the port side or valve
WS003F for the low sea chest located in the middle section
of the engine room. Open the associated strainer outlet valve
manually; WS020F for the high sea chest strainer or WS019F
for the low sea chest strainer. Vent the selected strainer.
d) From the ship side valve control graphic screen select and
open the cooling sea water system overboard discharge valve
WS005F.
e) After ensuring the high sea chest is in use, set the manual valves
as in the following table:
Section 2.3.2 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.3.2a Central Sea Water Cooling System
From FW Generator
ZI ZI
ZS ZS
WS131 WS131
WS132F

PI WS037F PI
Central Fresh Central Fresh
Water Cooler No.2 Water Cooler No.1 WS005F
WS036F WS035F
TI TI
From Ship Side
Valve Control
Key
VC
WS034F WS033F WS131
Sea Water

WS032F WS031F
Electrical Signal
PI PI
Inner Inner Instrumentation
Strainer Strainer
WS030F WS029F
TI TI

To High Sea Chest Vent Line (Starboard)

To Clean To Clean
Drain Tank To Sewage Treatment Plant Drain Tank
To Sawdust Injection Box
Main and Auxiliary Condenser Dilution Water Supply
WS101F WS107F
Vacuum Pump Units WS177F
TI TI
1
No.1 WS184F
WS129F WS127F WS104F
WS178F WS187F
Chemical Cleaning Connections 2 WS193F WS WS WS
WS185F 194F 195F 181F
TI TI
WS105F
WS179F WS188F WS198F WS WS WS
No.2 197F 196F 182F
WS130F WS128F 3
WS189F
WS106F
PIAL Marine Growth
PT MM107
To Fresh Water Generator Sea Water Prevention System
Ejector Pumps (2.3.3a) WS028F WS027F
MC MC WS WS
To Bilge, Fire and PP004 PP003
General Service Pumps WS026F PS WS025F PS 191F 192F
(5.2a) Main Sea Water XA XA WS WS
To Low PI PI PP004 PP003
190F
Cooling Pumps 199F
Sea Chest To Oily Bilge Pump Suction (2.8.1a) (1,300 m3/h x 2 bar) Automatic To Bilge
Vent Line 2 1 Changeover
Well
To Fire Jockey Pump (5.2a)
Steam/Air
Weed PI PI
Floor
Blowing
Steam/Air
Connection
Emergency Weed
To Scoop
Bilge Suction Blowing
AR191F WS Inlet
ZI ZI ZI ZI Connection
152F ZS ZS WS024F ZS ZS
WS102 WS102 WS101 WS101

WS022F WS021F To Main Sea

AR294F WS174F WS018F WS017F AR192F
WS115F WS116F WS039F WS038F Water Circulating
WS173F High Sea Chest (S)
High Sea
Chest (P) AR195F
WS004F WS020F WS019F WS003F
TT To Emergency
VC VC Fire Pump
From WS102 No.1 No.2 No.3 WS101 From Sea Chest
Ship Side TI Ship Side Low Sea
Ballast Pumps Chest (Centre)
Valve Control MM108 Valve Control
To Bilge Well (2.3.4a) To Bilge Well

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.2 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Position Description Valve Blackout and Hot Start Up
Position Description Valve
Open No.1 cooling sea water pump suction valve WS021F Set MGPS No.2 and No.1 module flow control WS196F In the event of a blackout the IAS will retain the operating arrangements in
valves WS197F force prior to the blackout and will automatically start the assigned duty pump
Open No.1 cooling sea water pump discharge valve WS027F
WS198F when power is restored. This will be part of the sequential start arrangements.
Open No.2 cooling sea water pump suction valve WS022F WS182F If the duty pump fails to start and the standby pump is still in automatic
Open No.2 cooling sea water pump discharge valve WS028F Open Main overboard discharge valve WS005F mode, the standby pump will start. During the blackout the system alarms are
Open No.1 central FW cooler inlet valve WS029F inhibited.
Closed Emergency bilge suction WS024F
Open No.1 central FW cooler outlet valve WS035F
Open No.2 central FW cooler inlet valve WS030F Note: Valves are indicated in their normal operating position but if an item Alarms
Open No.2 central FW cooler outlet valve WS036F of equipment is not operating, such as a fresh water cooler or a MGPS unit,
Closed No.1 central FW cooler back flushing valves WS031F the valves for that unit may be closed. Tag Description Low Alarm
WS033F MM107 Main cooling SW cooling pump discharge 1.2 bar
Closed No.2 central FW cooler back flushing valves WS032F The central sea water cooling system is now set and ready for operation. pressure
WS034F PP003 No.1 SW cooling pump outlet pressure control 1.4 bar
Throttled Central FW cooler line outlet valve WS037F Procedure for the Operation of the Central Sea Water Cooling PP004 No.2 SW cooling pump outlet pressure control 1.4 bar
Open No.1 vacuum pump heat exchanger inlet valve WS127F System
Open No.1 vacuum pump heat exchanger outlet valve WS129F
Procedure for the Emergency Pumping of Bilges via the No.1
Open No.2 vacuum pump heat exchanger inlet valve WS128F a) Ensure that the system is prepared for operation as described
above and that the sea water suction main is flooded. Main Cooling Sea Water Pump
Open No.2 vacuum pump heat exchanger outlet valve WS130F
Open Vacuum pump heat exchanger overboard WS132F No.1 main cooling sea water pump is provided with a direct suction bilge
b) With the system flooded below the waterline, vent all coolers,
discharge valve injection valve. This emergency bilge suction valve has a long hand wheel
piping and machinery units via system vent valves prior to
Closed Sawdust box supply valve WS107F starting a pump. projecting at least 460mm above the engine room floor plates and is clearly
Open MGPS No.3 module supply valve WS106F marked to aid swift identification in an emergency. The valve is located in
c) At the sea water service system IAS graphic display screen close proximity to the pump, on the bottom floor of the engine room forward
Open MGPS No.3 module outlet valves to high sea WS191F
select AUTO mode. Select one of the pumps as the DUTY 1 of the main condenser, slightly port of the centre line.
chests WS192F
WS173F pump and that pump will start. The other pump will be the auto
standby pump. In the event of an emergency which necessitates the rapid removal of large
WS174F
quantities of water from the engine room space, this pump can be operated in
Set MGPS No.3 module flow control valves WS199F conjunction with the bilge injection valve.
WS190F Note: If starting the system from a stopped state, the pump discharge valves
Closed MGPS No.3 module drain valve WS189F WS027F and WS028F should be throttled in for the initial start.
To operate the bilge injection valve, it is preferable to have the pump operating
Open MGPS No.2 module supply valve WS105F normally on sea water, then the bilge injection valve opened slowly. Once the
d) Check that pressure is raised in the system and that sea water is pump has picked up suction on the bilge water, the bilge suction valve should
Open MGPS No.2 module outlet valve WS185F
flowing to all selected items with their valves open. be opened fully and the sea water suction valve WS021F must then be closed.
Closed MGPS No.2 module drain valve WS188F
The level of the bilges should be monitored and kept under control using the
Open MGPS No.1 module supply valve WS104F e) Provide electrical power to the MGPS modules and start them sea water suction valve WS021F without losing suction until the source of the
Open MGPS No.1 module outlet valve WS184F operating. Check that the systems are operating correctly by leak has been identified and eliminated. In an emergency, the bilges may be
Closed MGPS No.1 module drain valve WS187F means of the flow indicators and that the correct main condenser pumped overboard even though there may be small quantities of oil present.
suction is receiving treated water depending upon whether the
Open MGPS No.2 and No.1 module outlet valves to WS195F
system is in pump or scoop mode. This pump is self-priming an should be able to pick up suction directly in an
scoop inlet WS117F
Open MGPS No.2 and No.1 module outlet valves to WS194F emergency without sea water priming. However, the self-priming pump should
main SW circulating pump high sea chest WS172F not be relied upon and a check must be made to ensure that the pump picks up
suction. Sea water priming should be used to assist the pump if it is taking too
Closed MGPS No.2 and No.1 module outlet valve to WS193F
long to pick up suction.
low chest
Open MGPS No.2 and No.1 module outlet valves to WS181F
emergency fire pump sea chest WS183F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.2 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.3.3a Fresh Water Generator Sea Water Service System ZI ZI
WS131
ZS ZS WS131
From
Central Fresh Water
WS037F Coolers
No.1 Fresh Water Generator TI
Key (Sea Water Cooled) WS005F
WS045F From Ship Side
Sea Water PI Valve Control
VC
Electrical Signal WS131
PI

Instrumentation

TI

PI
WS111F
Air Release
and
Recirculating
Valve WS119F No.2 Fresh Water Generator
(Condensate Cooled)

Chemical Dosing Unit

TI

PI
WS044F
WS112F

Air Release WS046F

and WS043F WS042F
Recirculating
WS120F PI PI Fresh Water Generator
Valve
Sea Water Ejector Pumps
MT 2 1 MT (90 m3/h x 4 bar)
PP072 PP071
To Low
PI PI
Sea Chest
Vent Line To Bilge, Fire and
General Service Pumps (5.2a)

To Oily Bilge Pump Suction (2.8.1a) WS039F Steam and Air

Blow Connection
To Fire Jockey Pump (5.2a) WS038F
TI To
ZI ZI ZI ZI
AR191F AR294F WS102
ZS ZS WS102 MM108 Main SW Cooling WS101
ZS ZS WS101
Pumps (2.3.2a)
WS152F WS018F WS017F
WS115F WS116F TT WS022F WS021F AR195F
AR192F
High Sea
Chest (Port) WS004F WS020F WS019F WS003F
VC VC
From WS102 No.1 No.2 No.3 WS101 From Low Sea
Ship Side Ship Side Chest (Centre)
Valve Control Ballast Pumps (2.3.4a) Valve Control

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.3 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.3.3 Fresh Water Generator Sea Water Service Procedure for the Operation of the Fresh Water Generator Sea
System Water Service System

Fresh Water Generator Sea Water Ejector Pump a) Ensure that the sea water crossover main is in operation as
described previously.
Maker: Shinko Industries Ltd
No. of sets: 2 b) Ensure all the pressure gauge and instrumentation valves are
Type: Vertical centrifugal open and that the instrumentation is reading correctly.
Model: SVS125-2M
c) From the ship side valve control graphic screen select and
Capacity: 90 m3/h at 4.0 bar
open the cooling sea water system overboard discharge valve
Rating: 440 V, 18.5 kW at 1,800 rpm WS005F. It is assumed that this valve is already open for the
discharge from the central fresh water coolers via WS037F.
Introduction d) Set the manual valves as in the following table:
The two fresh water generator sea water ejector pumps take suction from
the sea water suction crossover main. These pumps provide sea water feed Position Description Valve
to the fresh water generators and sea water to operate the combined brine/air Open No.1 FW generator sea water ejector pump WS038F
ejectors. suction valve
Open No.1 FW generator sea water ejector pump WS042F
Two fresh water distillation plants are fitted, each with a capacity of 60 tons/ discharge valve
day. These units generate fresh water by the evaporation of sea water and
Open No.2 FW generator sea water ejector pump WS039F
subsequent condensation of the vapour produced by that evaporation. The
suction valve
units operate at partial vacuum allowing for evaporation at lower temperature
and increased efficiency. Low temperature evaporation also reduces salt scale Open No.2 FW generator sea water ejector pump WS043F
formation and allows for prolonged operation. Operation of the evaporator will discharge valve
be discussed in more detail in section 2.14.1 of this manual. Sea water supply Closed FW generator sea water ejector pump WS044F
to the evaporators provides feed water for evaporation, cooling water for discharge crossover valve
condensing the vapour in No.1 evaporator only (No.2 evaporator is condensate Open No.1 distillation plant SW inlet valve WS045F
cooled) and driving water for operating the brine/air ejectors which remove Set No.1 distillation plant thermostatic WS119F
brine from the evaporator shell. recirculation valve
Open Outlet from air separator WS111F
Sea water is provided by two distillation plant sea water ejector pumps, one for
each evaporator. Although each evaporator has its own dedicated pump, these Open No.2 distillation plant sea water inlet valve WS046F
pumps are cross-connected by means of valve WS044F which allows No.1 Open Outlet from air separator WS112F
pump to supply No.2 evaporator or No.2 pump to supply No.1 evaporator. Set No.2 distillation plant thermostatic WS120F
The IAS provides monitoring only for these pumps. Distillation plant sea recirculation valve
water pumps are started and stopped locally and will be operated when the
evaporators are put into operation. For details of this operation please refer to e) The fresh water system is now set up and ready to operate as
section 2.14.1. part of the start sequence for the fresh water generators. Please
refer to section 2.14.1 for full details of this sequence.
In order to prevent foaming in the evaporator and to restrict the formation of
scale, a chemical treatment is applied to the feed to the evaporation chamber.
This is achieved by means of a chemical dosing unit. A non-return discharge
valve is fitted to the outlet line from each evaporator brine ejector and the
main discharge from both pumps pass to a common overboard discharge valve.
However, a portion of the outlet water is recirculated back to the pump suction
to increase the sea water feed temperature, thus increasing efficiency.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.3 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.3.4a Engine Room Ballast System BA024F To Inert Gas
Generator
ZI VC ZI ZI VC ZI
Ship Side ZI ZI BA027 BA027 BA027 BA025 BA025 BA025 Ship Side ZI ZI
BA029 BA029 BA026 BA026
VC Valve VC Valve
BA029
Control ZS ZS ZS ZS BA026
Control
ZS ZS ZS ZS

BA029F BA027F BA025F BA026F

ZI
VC VC VC BA015 ZS
Engine Room BA028 BA006F BA028
BA011F
BA028 Engine Room
Water Ballast VC VC VC ZI Water Ballast
BA032 ZI ZI ZI BA014F BA015 BA015F BA031 BA031
Tank (Starboard) BA028 PM BA028 PM BA028 PM Tank (Port)
ZI ZI PM
PM BA032 ZS
PI PI PI BA015
MM236 PT MM234 PT MM232 PT

BA032F PI PI PI
BA031F
LIAH LIAH
BD022 BD021
Ballast Pumps
ZI (3,000 m3/h x 3 bar)
ZS BA007

VC
BA007F BA007
MC MC MC
ZI HV003 HV002 HV001
ZS BA007
Auto Stop Auto Stop Auto Stop

No.3 No.2 No.1 ZI VC ZI ZI VC ZI PIAHL Engine Room Hull

BA020 BA020 BA020 MM249
BA008 BA008 BA008

PI ZS ZS ZS ZS
PT PI PI PT
Key MM235
MM233 PT MM231 PT
PI To/From Ballast
PI PI Ring Main (Port)
Sea Water ZI VC ZI
ZI BA012 BA012
2 BA012 BA020F
BA009 ZS PIAHL
Electrical ZI BA008F
ZS ZS BA001 ZS MM250
VC
BA009 BA009F
Instrumentation VC
BA001 BA016F PT
ZI
BA009 ZS BA001F To/From Ballast
Bilges ZI
BA012F BA001 ZS Ring Main (Starboard)
Position Controlled ZS ZS
Hydraulic Valve
ZI VC ZI
BA016 BA016 BA016
ZI Discharge From
Locked Closed BA003 ZS BA100F
BA003F ZI Bilge, Fire and GS
VC ZI VC ZI ZS BA013 Pump Discharge
BA003
BA002 BA002 BA002 BA101F
VC Ballast
ZI BA013 ZS ZS PI
BA003 ZS ZS ZS PT Stripping
MM238
BA013F ZI ZI ZI Eductor
ZS Ship Side
BA013 BA030 BA030 PI (300 m3/h)
BA002F Valve
Control
VC
BA030
PI ZI VC
BA017 BA017
Ship Side Ship Side FD011F
VC VC PM
WS101 Valve ZI WS102
Valve
Control ZS BA010 To Fire Control
BA FD010F
ZI ZI VC To Bilge, Fire Jockey ZI ZI
010F & GS Pumps Pump High Sea Chest
WS101 WS101 BA010
WS102 WS102 PI
(5.2a) (5.2a) (Port) PI PT MM237
Low Sea Chest ZS ZS TI ZI ZS ZS
MM108 ZS BA010 BA022F
(Central) To be Locked
TT in Closed Position
BA021F (Only for Emergency Use)
Sea Water Main Crossover Line
WS003F WS019F WS020F WS004F
From Water Spray/
To Main SW To FW Gen. Bilge, Fire and GS
Cooling Pumps SW Ejector Pumps To Oily Bilge BA035F
Pump Discharge
(2.3.2a) (2.3.3a) Pump (2.8.1a)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.4 - Page 1 of 4
 Methane Nile Eagle
2.3.4 Engine Room ballast system Note: There is no interlock between pump start and the suction valve if the
pump is started in locally. If the suction valve is closed the IAS will sound
Ballast Pumps an alarm.
Maker: Shinko Industries Ltd
All the ballast valves can be controlled from the cargo control room using the
No. of sets: 3 IAS graphic display screens. The same pipes and valves are used both for the
Type: Vertical centrifugal filling and emptying of all the ballast tanks. The ballast pumps are also used
Model: GVD500-3M to supply sea water to cool the inert gas generator, with No.2 pump being used
via valve BA024F.
Capacity: 3,000 m3/h at 3.0 bar
Rating: 440 V, 330 kW at 1,200 rpm In the event of an emergency when the ballast and water spray pumps may not
be available, the engine room ballast tanks can be filled using the bilge, fire
and GS pump and discharged overboard using the ballast stripping eductor,
Ballast Stripping Eductor
with driving water from the bilge, fire and GS pumps. The ballast system
Maker: Kiwon Industries can be operated entirely in automatic mode by clicking on the AUTO button
No. of sets: 1 on the IAS screen, however the procedure described below is for a manual
operation.
Capacity: 300 m3/h at 1.1 bar
Machinery Operating Manual
Procedure for Filling the Engine Room Wing Ballast Tanks
with Sea Water
This description is for using No.2 ballast pump.
a) Ensure that the sea water cross over main is in use.
b) Ensure that all the pressure gauge and instrumentation valves
are open and that the instrumentation is reading correctly.
c) Determine how much sea water is to be pumped into the wing
ballast tanks.
d) At the IAS graphic display screen BALLAST PUMPS, use
the trackball to set up the ballast system for sea suction. Select
each valve in turn and at the relevant face plate and click on the
OPEN soft key to operate the valve:

Position Description Valve

Introduction Open No.2 ballast pump sea suction valve BA010F
Open No.2 ballast pump suction valve BA009F
The engine room ballast system consists of the following:
Open No.2 ballast pump port discharge valve BA025F
• Port and starboard water ballast tanks Open No.2 ballast pump starboard discharge valve BA027F
• Three centrifugal pumps Closed Inert gas generator supply valve BA024F
• Stripping eductor Open Port ballast main supply line valve BA015F
Open Starboard ballast main supply line valve BA007F
The three ballast pumps take suction from either the sea water crossover pipe Open Port engine room wing ballast tank valve BA031F
or from the ballast tanks. In normal service, the port pump, No.1, is connected Open Starboard engine room wing ballast tank valve BA032F
to all of the port tanks and the starboard pump No.3 to all of the starboard
tanks. No.2 pump can be used on either side and it is also possible to draw from
both sides with any single pump. Note: Check that all the ballast system valves not mentioned above are
closed.
The stripping and final educting is done using the water spray or the general
service pump as the driving water for the eductor on the stripping suction to e) Open the pump discharge valve BA011F 10% before starting
the 600 mm ballast main via the valve BA021F. The stripping line discharges the pump.
through valve BA101F and overboard valve BA100F on the port side.
f) Start the ballast pump by clicking on the START/STOP icon in
All ballast valves are butterfly valves hydraulically operated, with the the IAS graphic display screen to bring up the face plate and
exception of some manual valves on the eductor system. The tank main click on the START soft key. Once running correctly, fully open
suctions, pump discharge valves and the driving water inlet to the eductor are the discharge valve.
of the intermediate position controlled type.
g) At the IAS graphic display screen, monitor the wing ballast tank
The ballast pumps can be stopped locally regardless of the position of the levels as required.
LOCAL/REMOTE switch. The switch must be in the LOCAL position before
the pump can be started locally and a Power Request signal is sent from the Stop the pump and close all valves when the aft peak is at the required level.
switchboard to the IAS PMS before a start is allowed. The IAS has to send a
Power Available signal to the switchboard prior to the start signal.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.4 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.3.4a Engine Room Ballast System BA024F To Inert Gas
Generator
ZI VC ZI ZI VC ZI
Ship Side ZI ZI BA027 BA027 BA027 BA025 BA025 BA025 Ship Side ZI ZI
BA029 BA029 BA026 BA026
VC Valve VC Valve
BA029
Control ZS ZS ZS ZS BA026
Control
ZS ZS ZS ZS

BA029F BA027F BA025F BA026F

ZI
VC VC VC BA015 ZS
Engine Room BA028 BA006F BA028
BA011F
BA028 Engine Room
Water Ballast VC VC VC ZI Water Ballast
BA032 ZI ZI ZI BA014F BA015 BA015F BA031 BA031
Tank (Starboard) BA028 PM BA028 PM BA028 PM Tank (Port)
ZI ZI PM
PM BA032 ZS
PI PI PI BA015
MM236 PT MM234 PT MM232 PT

BA032F PI PI PI
BA031F
LIAH LIAH
BD022 BD021
Ballast Pumps
ZI (3,000 m3/h x 3 bar)
ZS BA007

VC
BA007F BA007
MC MC MC
ZI HV003 HV002 HV001
ZS BA007
Auto Stop Auto Stop Auto Stop

No.3 No.2 No.1 ZI VC ZI ZI VC ZI PIAHL Engine Room Hull

BA020 BA020 BA020 MM249
BA008 BA008 BA008

PI ZS ZS ZS ZS
PT PI PI PT
Key MM235
MM233 PT MM231 PT
PI To/From Ballast
PI PI Ring Main (Port)
Sea Water ZI VC ZI
ZI BA012 BA012
2 BA012 BA020F
BA009 ZS PIAHL
Electrical ZI BA008F
ZS ZS BA001 ZS MM250
VC
BA009 BA009F
Instrumentation VC
BA001 BA016F PT
ZI
BA009 ZS BA001F To/From Ballast
Bilges ZI
BA012F BA001 ZS Ring Main (Starboard)
Position Controlled ZS ZS
Hydraulic Valve
ZI VC ZI
BA016 BA016 BA016
ZI Discharge From
Locked Closed BA003 ZS BA100F
BA003F ZI Bilge, Fire and GS
VC ZI VC ZI ZS BA013 Pump Discharge
BA003
BA002 BA002 BA002 BA101F
VC Ballast
ZI BA013 ZS ZS PI
BA003 ZS ZS ZS PT Stripping
MM238
BA013F ZI ZI ZI Eductor
ZS Ship Side
BA013 BA030 BA030 PI (300 m3/h)
BA002F Valve
Control
VC
BA030
PI ZI VC
BA017 BA017
Ship Side Ship Side FD011F
VC VC PM
WS101 Valve ZI WS102
Valve
Control ZS BA010 To Fire Control
BA FD010F
ZI ZI VC To Bilge, Fire Jockey ZI ZI
010F & GS Pumps Pump High Sea Chest
WS101 WS101 BA010
WS102 WS102 PI
(5.2a) (5.2a) (Port) PI PT MM237
Low Sea Chest ZS ZS TI ZI ZS ZS
MM108 ZS BA010 BA022F
(Central) To be Locked
TT in Closed Position
BA021F (Only for Emergency Use)
Sea Water Main Crossover Line
WS003F WS019F WS020F WS004F
From Water Spray/
To Main SW To FW Gen. Bilge, Fire and GS
Cooling Pumps SW Ejector Pumps To Oily Bilge BA035F
Pump Discharge
(2.3.2a) (2.3.3a) Pump (2.8.1a)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.4 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Procedure for Pumping out the Wing Ballast Tanks Procedure for using the Ballast Stripping Eductor to Strip Out Stop the water spray pump and close all valves when the ballast tanks are
the Remaining Ballast Water empty. Ensure the water spray pump is set up on the water spray system on
The description below is for using No.2 ballast pump. completion of the deballasting operation.
The description below is for using the water spray pump as the driving pump
a) Ensure all the pressure gauge and instrumentation valves are (see section 5.12). To pump any of the other ballast tanks in or out or to strip with the eductor, the
open and that the instrumentation is reading correctly. relevant preceding procedure should be followed, with the correct tank valves
open and the engine room wing ballast tanks closed (if required). Ballast tanks
Note: Check that all ballast system valves are closed.
b) At the IAS graphic display screen BALLAST PUMPS, use should be filled and drained in pairs to eliminate any heeling forces.
the trackball to set up the ballast system for pumping out the
a) Ensure all the pressure gauge and instrumentation valves are
wing ballast tanks. Select each valve in turn and at the relevant
faceplate click on the OPEN soft key to operate the valve.
open and that the instrumentation is reading correctly. Alarms
b) Manually open the valves as required in the table below. Tag Description Low Alarm High Alarm
Position Description Valve
MM249 Port ballast main pressure 1.4 bar 7 bar
Open No.2 ballast pump port suction valve BA008F Position Description Valve
MM250 Starboard ballast main pressure 1.4 bar 7 bar
Open No.2 ballast pump starboard suction valve BA001F Open Eductor driving water supply valve FD056F
Open No.2 ballast pump suction valve BA009F Open Eductor suction valve BA021F
Open No.2 ballast pump port discharge valve BA025F Open Eductor discharge valve BA101F
Open No.2 ballast pump starboard discharge valve BA027F Closed No.1 bilge, fire and GS pump overboard BG100F
Closed Inert gas generator supply valve BA024F discharge valve
Open Port overboard valve BA026F Closed No.2 bilge, fire and GS pump overboard BG101F
Open Starboard overboard valve BA029F discharge valve
Open Port engine room wing ballast tank valve BA031F
c) At the IAS graphic display screen BALLAST PUMPS, use the
Open Starboard engine room wing ballast tank valve BA032F
trackball to set up the ballast system for stripping out the engine
room ballast tanks. Select each valve in turn and at the relevant
Note: Check that all the ballast system valves not mentioned above are faceplate and click on the OPEN soft key to operate the valve.
closed.
Position Description Valve
c) Open the pump discharge valve BA011F 10% before starting
the pump. Open Port ballast ring main suction valve BA020F
Open Starboard ballast ring main suction valve BA016F
d) Start the ballast pump by clicking on the START/STOP icon Open Port wing ballast tank suction valve BA031F
in the IAS graphic display screen to bring up the faceplate and Open Starboard wing ballast tank suction valve BA032F
click on the START soft key. Once running correctly, fully open Open Overboard discharge valve BA100F
the discharge valve.

e) At the IAS graphic display screen, monitor the wing ballast Note: Check that all the ballast system valves not mentioned above are
tanks level as required. closed.

Stop the pump and close all valves when the tanks are at the required level.
d) Open the eductor driving water supply valve FD010F on the
IAS graphic display screen. Start the water spray pump by
clicking on the START/STOP icon in the IAS graphic display
screen to bring up the face plate and click on the START soft
key.

e) At the IAS graphic display screen, monitor the ballast tank

levels as required.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.3.4 - Page 4 of 4
2.4 Central Fresh Water Cooling Systems

2.4.1 Central Fresh Water Cooling System

2.4.2 Cargo Machinery Fresh Water Cooling System

Illustrations

2.4.1a Central Fresh Water Cooling System

2.4.1b Central Fresh Water Cooling for Turbine Generators and

Diesel Generator

2.4.2a Cargo Machinery Fresh Water Cooling System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.4.1a Central Fresh Water Cooling System Connection for To/From Wheelhouse To/From Cargo
Accommodation AC Dry Dock Operation Packaged Air Conditioning Machinery Fresh
Central Fresh Water From Inert Gas Cooling Unit
Chilled Water Unit Condensers CFW Service Water Cooling System
Expansion Tank WG
PI PS PI PS
232F
WF157F TI TI
TI
0.8 m3 Main
From Fresh MI
No.1 No.1 MC Switchboard WF050F
Water MM291
LAL MM320
1 m3 Service Line (Port) Upper Deck
MM221
TI WF049F
TI TI
PI PS Refrigeration Provisions Packaged Air
WF WF154F Plant Condensers
TI Conditioning Units
100F PI PS WF WF
TI
Casing 054F 058F
TI
C Deck No.2 No.1 Engine
MI WF046F
MM293 Control WF
WF No.2 MC Room 056F
To Clean 057F TI MM321
Packaged Air
WF045F
Drain Tank TI
WF WF Conditioning
TI 053F 055F Fresh Water
From Generator Engine Cooling Pump
Fresh Water Cooling (5.5 m3/h x 2 bar)
System TI TI
TT TIAH TI
MM271

Inert Gas WF
Inert Gas
WF017F WF015F 044F WF063F No.1
Cooling Unit Air Dryer WF WF088F
WF016F 043F
TI PI PS TI WF014F WF062F PIAL
PT
MM135
TI TT TIAH TI
MM272
Control
Engine Room WF004F To/From Turbine Generator and
WF065F
Drain Cooler and Diesel Generator Central No.2 General
Fresh Water Cooling System (2.4.1b) Service Air
TI WF003F To/From Compressors WF086F WF087F
WF064F
Auxiliary Engine Room Workshop XA
Feed Water Pump PP023
Air Conditioning Unit Coolers TT TIAH TI PS PS
TI (Mechanical Seal MM273
XA
and Bearing Housing) MI PP024 PI PI
WF067F
Port WF020F TI
MM073
TI No.3
MC
PP023
WF019F No.2 WF038F No.1 WF036F WF066F No.1 No.2
TI
Main Feed Water MI MC Auto
TI PP024 CH-VR
Pump LO Coolers MM074 WF037F WF035F
TI TI
TI Main
MI PI PI
MM292 Switchboard WF052F
(Starboard) Cargo Machinery
Starboard WF024F
Central Fresh WF084F WF085F
WF051F WF153F
PI TI Water Cooling
Packaged Air
WF023F Pumps
TI Conditioning Units
WF009F TI (90 m3/h x 4 bar)
Main Turbine TI
To/From Boiler LO Cooler No.1 No.2 Engine
MI WF048F
Water Analyser PI
PI
PS PI MM294 Control
Coolers Set at 36°C Room
WF No.1 PI WF151F
TI WF008F TICAHL WF047F Central
WF097F TT 074F TI
TI
IAS Fresh Water Coolers
Key Main Turbine
LO Cooler No.2 MM136 WF WF
PI TI
077F PS PI PI 071F
Chemical
Fresh Water PI No.2 PI WF081F PI
WF Dosing
PIAL 075F
TI WF006F MM134 PT Unit
Air TI
WF096F Stern Tube MC MC MC XA XA XA WF080F TI
WF TI
LO Cooler WF PP007 PP008 PP009 PP007 PP008 PP009 I WF001F
078F PS PI No.3 PI 072F No.2 P No.1
Electrical Signal PI WF007F
WF
Auto If the GE Starts, the PI PI
070F
Instrumentation Central Fresh Water CH-VR 2nd CFWC Pump
TI
Cooling Pumps WF WF WF073F will Start Automatically WF083F WF082F TI
TI
(530 m3/h x 3 bar) 079F 076F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.1 - Page 1 of 6

2.4 CENTRAL Fresh Water Cooling Systems
2.4.1 Central Fresh Water Cooling System
Central Fresh Water Cooling Pumps
Maker: Shinko Industries Ltd
No. of sets: 3
Type: Vertical centrifugal
Model: SVS300M
Capacity: 530 m3/h at 3 bar and 700 m3/h at 2.7 bar
Rating: 440 V, 75 kW at 1,800 rpm
Cargo Machinery Fresh Water Cooling Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: SVS125-2M
Capacity: 90 m3/h at 4 bar
Rating: 440 V, 18.5 kW at 1,800 rpm
Package Air Conditioning Fresh Water Cooling Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Horizontal centrifugal
Model: HJ40-2M
Capacity: 5.5 m3/h at 2 bar
Rating: 440 V, 1.5 kW at 3,600 rpm
Introduction
The main central fresh water cooling system has three cooling water pumps
which supply cooling water to the following:
• Diesel generator and engine
• Turbine generators
• Refrigeration plant
• Engine room workshop air conditioning units
• Main switchboard package air conditioning units
• Engine control room package air conditioning units
• Air compressors
Issue: Final Draft - October 2007
Methane Nile Eagle
• Boiler water analyser unit cooler
• Auxiliary feed water pump mechanical seals, flushing cooler
• Engine room drain cooler
• Main feed water pump LO and mechanical seal coolers
• Main LO cooler
• Stern tube LO cooler
• Inert gas plant coolers
• Wheelhouse package air conditioning system
• Accommodation air conditioning units
Two cargo machinery fresh water cooling pumps supply fresh water from
the central FW cooling system to the cargo machinery coolers located in the
cargo motor room and cargo machinery room. The cargo machinery fresh
water cooling system is described in section 2.4.2. A single circulating pump
supplies water from the central FW cooling system to the wheelhouse package
air conditioning system.
The water in the central FW cooling system is treated to inhibit corrosion by
means of a chemical dosing unit located at the main central cooling fresh water
pump suction manifold. A main central cooling system expansion tank allows
for expansion in the system and make-up should that be required. The expansion
tank is fitted with a manually operated supply valve WG232F which is fed from
the fresh water hydrophore system. This valve is used to maintain the correct
level of water in the expansion tank. Any loss of FW in the CFWC system
can be monitored from the expansion tank level, allowing for the temperature
changes and machinery operations. The main fresh water cooling pumps are
identical and one will be normally set for duty with another set as the standby
pump to cut in automatically if the duty pump fails. The duty pump is started
when the diesel generator is started and the LT FW cooling inlet solenoid valve
WF119F is energised to allow cooling water to the diesel generator.
The cargo machinery central cooling fresh water pumps are normally also
arranged with one as the duty pump and the other as the standby pump. Valves
in the cooling system are manually set and must be set correctly in order to
ensure coolant flow to a particular service. A three-way temperature controlled
valve WF001F at the central coolers regulates the flow of fresh water through
the central coolers and thus the temperature of the fresh water in the system is
maintained at the desired value of 34°C.
The main diesel generator is fitted with its own jacket water circulation pump
and this is engine driven thus ensuring correct circulation of water through the
engine when operating. There is a jacket water preheater which is electrically
powered. Two jacket preheating pumps, one duty and the other on standby
or shut down, circulate warmed water through the jacket system of the diesel
generator engine when it is on standby. This ensures that the standby diesel
generator is always available for duty.
IMO Number: 9321770
Machinery Operating Manual
Wheelhouse Package Air Conditioning Unit
The wheelhouse has a package air conditioning unit which is circulated by
water from the central fresh water cooling system. As this unit is at the top of
the accommodation, a booster pump is fitted which passes cooling water to/
from this unit. This pump is started as the air conditioning unit is needed. The
air conditioning unit is described in section 2.13.3 of this manual.
Pump Control
Main central cooling fresh water pumps and the cargo machinery central fresh
water cooling system pumps may be controlled from the central fresh water
cooling system graphic display screen in the IAS or locally at the pumps. They
are selected as priority 1, 2 and 3 at a graphic table on-screen which means
that one pump will be started as the duty pump and the other pumps will be the
standby pumps. For normal operation by the IAS in standby mode the pumps
must be set to IAS at the switchboard.
Upon initial start-up the operator starts the selected pump from the IAS or
locally. If a pump running signal is not received by the IAS five seconds
after the start command a failure alarm is activated. When the duty pump is
running the other pumps are selected as the standby pumps in priority if they
are available. This is done at the IAS by setting the pumps to AUTO and then
selecting the pumps for standby priority at the graphic display screen. IAS
operation of a pump allows for control from the IAS graphic screen. AUTO
may be selected provided that the pump is stopped, is set to IAS and is not
tripped, and provided that the other pump is running.
In the event of a running pump tripping or delivering low-low pressure the
IAS activates an alarm and sends a start signal to the first priority standby
pump. Visual indication of pump status is given on the IAS graphic screen. If
the running pump is changed from IAS to local the changed status is indicated
on the IAS graphic screen but no alarm is activated and the standby pump is
not started.
Pumps set to manual operation may be controlled locally or remotely from the
IAS graphic screen. Pumps not set to IAS cannot be started or stopped by the
IAS.
Manual
Pumps may be manually started and stopped from the IAS graphic screen
provided that the pump is set to IAS at the main switchboard. The IAS
activates an alarm if a pump trips or delivers a low discharge pressure when in
manual. If a low-low alarm is activated when both pumps are set to manual,
the IAS does not start the second pump because it has not been selected as the
standby pump, nor will an alarm be activated. If a pump status changes when
set to manual the IAS graphic screen will display the new status.
Section 2.4.1 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.4.1b Central Fresh Water Cooling for Turbine Generators and Diesel Generator To Cooling Fresh Water To Cooling Fresh Water To Cooling Fresh Water
Key Expansion Tank Expansion Tank Expansion Tank

Fresh Water (Jacket Cooling Water)

Fresh Water

Air
DIESEL GENERATOR ROOM
Electrical Signal

Instrumentation
WF121F Air Vent
Chamber
WF120F WF125F WF126F WF127F

WF123F
WF117F WF115F WF114F WF133F
TIAH
TI DG041

TIAH TIAH
TI GS039 TI GP039 WF173F
TI
Generator Engine
TIAH TIAH TI Jacket Water Preheater
GS048 GP048 TIAH TIAH
DG047 DG027
Air Air
Temperature
LO
Temperature Air
TI TI Temperature Cooler TC
Jacket
Water
Generator Leakage TI
Generator Air Detector
Turbine Generator
Turbine Air Cooler
LO Air LAH
LO Cooler
Water Cooler Cooler DG049 Air
Cooler PIAL PIAL TI
Leakage Cooler
Water DG026 DG026
Detector
Leakage FS
LAH Detector
GS041
TI PI WF124F PI
LAH Auto Start
TI TI GP041 PI GENERATOR On Stoppage
No.2 GENERATOR ENGINE of Engine or
PI Failure of
Turbine No.1 Turbine
Running Pump PI PI
Generator Generator

No.1 No.2
Turbine Turbine
VC
Generator Generator DG042 PI PI
LO Pressure LO Pressure
WF122F
ZI
DG040 TI
To/From Open at Start of Generator
Central Cooling Engine (Solenoid Valve Generator Engine
Fresh Water WF332F WF330F
De-energised: Control Air→Exhaust Jacket Water Preheating Pumps
System VC From Actuator→Valve Open)
WF112F WF111F LCP
ZS
Control Air

WF118F WF119F Exhaust

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.1 - Page 3 of 6
 Methane Nile Eagle Machinery Operating Manual
Local Operation Procedure for the Operation of the Fresh Water Cooling Position Description Valve
Each pump main switchboard starter panel has two positions, LOCAL and IAS. System Open Diesel generator engine alternator air cooler outlet WF121F
The local STOP pushbutton has two positions, LOCK and RUN. Selection of valve
the LOCK position switches the pump off and it cannot be operated from the a) Ensure that the fresh water cooling system is fully charged with
Open Diesel generator engine outlet valves to expansion WF125F
IAS. An indication of the LOCK selection is displayed at the IAS graphic water and that all air is vented from the system. Ensure that the
tank WF126F
screen by illumination of the Tripped/Off indicator and the pump icon on the central fresh water cooling expansion tank is at the correct level
WF127F
graphic indicated that the pump is not running. The Isolated/Tripped alarm is and that the top up supply from the fresh water hydrophore
system is available. All individual component vent and drain Open Diesel generator engine jacket valve from heater WF124F
still operational.
valves are to be operated as required and confirmed as closed. Open Diesel generator engine jacket outlet valve WF123F
Selection of LOCAL at the main switchboard panel allows the pump to be Open Diesel generator engine jacket preheater pump
started or stopped locally at the start pushbuttons and this inhibits the normal b) Ensure all the pressure gauge and instrumentation valves are inlet and outlet valves (x4)
start and stop from the IAS. Setting the pump in local control prevents it from open and that all instruments and gauges are reading correctly. Operational Diesel generator engine jacket temperature control WF173F
being set as the standby pump. The IAS will indicate on the graphic when Ensure that there is a control air supply at the three-way valve
the pump motor is running or stopped and will show that it is selected for temperature control valve.
Open No.1 turbine generator inlet valve WF111F
local control. The alarm for Isolated/Tripped is still operational as is the low Open No.1 turbine generator air cooler outlet valve WF133F
discharge pressure alarm. c) Set up the valves as shown in the following table:
Open No.1 turbine generator LO cooler outlet valve WF114F
Selection of IAS at the starter inhibits local start of the pump which can then Position Description Valve Open No.2 turbine generator inlet valve WF112F
only be started from the IAS graphic for the pump. However, the pump stop Open System air vent valves WF100F Open No.2 turbine generator air cooler outlet valve WF115F
from the local position will still operate. The local stop facility is selectable WF151F Open No.2 generator turbine LO cooler outlet valve WF117F
through the IAS for all pumps. WF153F Open Chemical dosing unit supply valve WF070F
Open No.1 main central FW cooling pump suction valve WF071F Open Supply line valve WF043F
Blackout Open No.1 main central FW cooling pump discharge valve WF077F Open Return line valve WF044F
At a blackout the IAS remembers which pump was the duty pump and at the Open No.2 main central FW cooling pump suction valve WF072F Open No.1 control and GS air compressor inlet valve WF062F
restoration of electrical power the duty pump will be started as part of the Open No.2 main central FW cooling pump discharge valve WF078F Open No.1 control and GS air compressor outlet valve WF063F
sequential start system, provided that the pump is set to remote; if the duty Open No.3 main central FW cooling pump suction valve WF073F Open No.2 control and GS air compressor inlet valve WF064F
pump fails to start within 5 seconds the standby pump will be started, if it was Open No.3 main central FW cooling pump discharge valve WF079F Open No.2 control and GS air compressor outlet valve WF065F
set to auto before the blackout. Normal alarms resulting from the effects of the
blackout are inhibited during the blackout but are restored when the duty pump Operational Three-way central cooler bypass valve WF001F Open No.3 control and GS air compressor inlet valve WF066F
is started and pressure is restored. Open No.1 main central FW cooler inlet valve WF080F Open No.3 control and GS air compressor outlet valve WF067F
Open No.1 main central FW cooler outlet valve WF082F Open No.1 control room unit cooler inlet valve WF045F
Open No.2 main central FW cooler inlet valve WF081F Open No.1 control room unit cooler outlet valve WF046F
Alarms
Open No.2 main central FW cooler outlet valve WF083F Open No.2 control room unit cooler inlet valve WF047F
Tag Description Low High Operational Diesel generator engine inlet solenoid valve WF119F Open No.2 control room unit cooler outlet valve WF048F
MM134 Pump discharge pressure 3.0 bar Operational Diesel generator jacket inlet solenoid valve WF122F Open Port MSB unit cooler inlet valve WF049F
MM136 Cooler outlet control temperature 32°C 40°C Operational No.1 generator turbine inlet solenoid valve WF330F Open Port MSB unit cooler outlet valve WF050F
MM271- Control and GC compressors CW 45°C Operational No.2 generator turbine inlet solenoid valve WF332F Open Starboard MSB unit cooler inlet valve WF051F
MM273 outlet temperature Open Starboard MSB unit cooler outlet valve WF052F
PP007 No.2 central CFW pump pressure 3.5 bar Note: The cooling water supply solenoid valves are opened by the local Open No.1 workshop unit cooler inlet valve WF035F
control control system when the diesel generator and turbine generators are started.
Open No.1 workshop unit cooler outlet valve WF036F
PP008 No.1 central CFW pump pressure 3.5 bar Open No.2 workshop unit cooler inlet valve WF037F
control Position Description Valve
Open No.2 workshop unit cooler outlet valve WF038F
MM221 Expansion tank low level - Open Diesel generator engine air and LO cooler outlet WF120F
Open No.1 provision refrigeration condenser inlet valve
valve
Open No.1 provision refrigeration condenser outlet
Open Diesel generator engine inlet valve WF118F
valve

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.1 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.4.1a Central Fresh Water Cooling System Connection for To/From Wheelhouse To/From Cargo
Accommodation AC Dry Dock Operation Packaged Air Conditioning Machinery Fresh
Central Fresh Water From Inert Gas Cooling Unit
Chilled Water Unit Condensers CFW Service Water Cooling System
Expansion Tank WG
PI PS PI PS
232F
WF157F TI TI
TI
0.8 m3 Main
From Fresh MI
No.1 No.1 MC Switchboard WF050F
Water MM291
LAL MM320
1 m3 Service Line (Port) Upper Deck
MM221
TI WF049F
TI TI
PI PS Refrigeration Provisions Packaged Air
WF WF154F Plant Condensers
TI Conditioning Units
100F PI PS WF WF
TI
Casing 054F 058F
TI
C Deck No.2 No.1 Engine
MI WF046F
MM293 Control WF
WF No.2 MC Room 056F
To Clean 057F TI MM321
Packaged Air
WF045F
Drain Tank TI
WF WF Conditioning
TI 053F 055F Fresh Water
From Generator Engine Cooling Pump
Fresh Water Cooling (5.5 m3/h x 2 bar)
System TI TI
TT TIAH TI
MM271

Inert Gas WF
Inert Gas
WF017F WF015F 044F WF063F No.1
Cooling Unit Air Dryer WF WF088F
WF016F 043F
TI PI PS TI WF014F WF062F PIAL
PT
MM135
TI TT TIAH TI
MM272
Control
Engine Room WF004F To/From Turbine Generator and
WF065F
Drain Cooler and Diesel Generator Central No.2 General
Fresh Water Cooling System (2.4.1b) Service Air
TI WF003F To/From Compressors WF086F WF087F
WF064F
Auxiliary Engine Room Workshop XA
Feed Water Pump PP023
Air Conditioning Unit Coolers TT TIAH TI PS PS
TI (Mechanical Seal MM273
XA
and Bearing Housing) MI PP024 PI PI
WF067F
Port WF020F TI
MM073
TI No.3
MC
PP023
WF019F No.2 WF038F No.1 WF036F WF066F No.1 No.2
TI
Main Feed Water MI MC Auto
TI PP024 CH-VR
Pump LO Coolers MM074 WF037F WF035F
TI TI
TI Main
MI PI PI
MM292 Switchboard WF052F
(Starboard) Cargo Machinery
Starboard WF024F
Central Fresh WF084F WF085F
WF051F WF153F
PI TI Water Cooling
Packaged Air
WF023F Pumps
TI Conditioning Units
WF009F TI (90 m3/h x 4 bar)
Main Turbine TI
To/From Boiler LO Cooler No.1 No.2 Engine
MI WF048F
Water Analyser PI
PI
PS PI MM294 Control
Coolers Set at 36°C Room
WF No.1 PI WF151F
TI WF008F TICAHL WF047F Central
WF097F TT 074F TI
TI
IAS Fresh Water Coolers
Key Main Turbine
LO Cooler No.2 MM136 WF WF
PI TI
077F PS PI PI 071F
Chemical
Fresh Water PI No.2 PI WF081F PI
WF Dosing
PIAL 075F
TI WF006F MM134 PT Unit
Air TI
WF096F Stern Tube MC MC MC XA XA XA WF080F TI
WF TI
LO Cooler WF PP007 PP008 PP009 PP007 PP008 PP009 I WF001F
078F PS PI No.3 PI 072F No.2 P No.1
Electrical Signal PI WF007F
WF
Auto If the GE Starts, the PI PI
070F
Instrumentation Central Fresh Water CH-VR 2nd CFWC Pump
TI
Cooling Pumps WF WF WF073F will Start Automatically WF083F WF082F TI
TI
(530 m3/h x 3 bar) 079F 076F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.1 - Page 5 of 6
 Methane Nile Eagle Machinery Operating Manual
Position Description Valve Position Description Valve m) Test the water daily and use the chemical dosing system to
restore the level of chemicals in the fresh cooling water system
Open No.2 provision refrigeration condenser inlet valve Open No.2 cargo machinery cooling FW pump outlet WF087F
to the recommended level.
Open No.2 provision refrigeration condenser outlet valve
valve Open Cargo machinery cooling FW pump return line WF088F
Note: Test more frequently in the case of a loss of FW from the system,
Open No.1 chilled water unit condenser inlet valve valve
determined by the level in the expansion tank, or less likely, an increase in
Open No.1 chilled water unit condenser outlet valve Open Package air conditioning fresh water pump inlet WF053F level.
Open No.1 chilled water unit condenser vent valve WF157F valve
Open No.2 chilled water unit condenser inlet valve Open Package air conditioning fresh water pump outlet WF054F
valve
Open No.2 chilled water unit condenser outlet valve
Open Wheelhouse air conditioning return inlet valve WF058F
Throttled Chilled water unit bypass valve WF057F
Set Wheelhouse air conditioning return adjusting WF056F
Open No.2 chilled water unit condenser vent valve WF154F
valve
Open Drain cooler for engine room inlet valve WF003F
Open Wheelhouse air conditioning return outlet valve WF055F
Open Drain cooler for engine room outlet valve WF004F
Open Stern tube cooler inlet valve WF007F d) At the IAS central fresh water cooling graphic display set the
Open Stern tube cooler outlet valve WF006F central cooling FW pumps to AUTO.
Open No.1 main LO cooler inlet valve WF008F
e) At the pump graphic display, start the desired duty pump by
Open No.1 main LO cooler outlet valve WF009F
clicking on the desired priority and selecting AUTO.
Open No.2 main LO cooler inlet valve WF096F
Open No.2 main LO cooler outlet valve WF097F Note: The duty pump may be started locally but unless the other pumps are
Open No.1 feed water pump turbine LO cooler inlet WF019F set to AUTO they will not act as the standby pumps.
valve
Open No.1 feed water pump turbine LO cooler outlet WF020F f) Ensure that there is an electrical supply at the diesel generator
valve preheater.
Open No.2 feed water pump turbine LO cooler inlet WF023F
valve g) When temperatures in the system are stable individual items of
Open No.2 feed water pump turbine LO cooler outlet WF024F equipment may be operated.
valve
h) Check the system for leaks as temperatures rise.
Open Auxiliary feed pump mechanical seal cooling
water supply valves (x2)
i) At the IAS fresh water cooling system graphic display set both
Open Auxiliary feed pump mechanical seal cooling cargo machinery cooling FW pumps to AUTO.
water return valves (x2)
Open IG cooler unit inlet valve WF016F j) Select and start one cargo machinery cooling FW pump as the
Open IG cooler unit outlet valve WF017F duty pump and start that pump.
Operational IG cooler unit control valve
k) Set the second pump to AUTO and it will act as the standby
Open IG dryer inlet valve WF014F
pump.
Open IG dryer outlet valve WF015F
Closed Expansion tank inlet line valve WG232F Note: The duty pump may be started locally but the unless the other pump
Open No.1 cargo machinery cooling FW pump inlet WF084F is set to AUTO it will not act as the standby pump.
valve
Open No.1 cargo machinery cooling FW pump outlet WF086F l) Start the package air conditioning fresh water cooling pump at
valve the IAS fresh water cooling system graphic display or at the
Open No.2 cargo machinery cooling FW pump inlet WF085F local pushbuttons.
valve

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.1 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.4.2a Cargo Machinery Fresh Water Cooling System

MOTOR ROOM
WF519F

WF512F WF514F WF516F WF518F

CARGO MACHINERY ROOM
WF511F WF513F WF515F WF517F

Lubricating Oil Cooler Lubricating Oil Cooler Lubricating Oil Cooler Lubricating Oil Cooler PI TI
for No.1 High Duty Compressor for No.2 High Duty Compressor for No.1 Low Duty Compressor for No.2 Low Duty Compressor

WF501F

WF502F
PI TI
Drain Cooler
(50 m3/h)

Upper Deck

WF088F
From Engine Room MC MC XA XA
Central Fresh Water PP023 PP024 PP023 PP024
Cooling System
Auto
CH-VR
Central Fresh
Water Coolers Cargo Machinery
Fresh Water
Cooling Pumps
PI WF081F PI
PI PI PS (90 m3/h x 4 bar)
Key
TI WF080F TI PIAL
No.2 I
P WF001F No.1 WF084F WF086F
MM135
LT Cooling Water
PI PI No.1
Electrical Signal
PI PI PS
PT
To Engine Room TI WF083F WF082F TI
Instrumentation
Central Fresh Water
Cooling System WF085F WF087F
No.2

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.2 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.4.2 Cargo Machinery Fresh water Cooling Procedure for the Operation of the Cargo Machinery Fresh Note: The duty pump may be started locally but the unless the other pump
System Water Cooling System is set to remote it will not act as the standby pump.

Cargo Machinery Fresh Water Cooling Pumps a) Ensure that the main central fresh water cooling system is fully g) Check the system for leaks as temperatures rise and operate
charged with water and operating normally. Ensure that the vent valve WF519F as required.
Maker: Shinko Industries Ltd expansion tank is at the correct level and that the top up supply
No. of sets: 2 from the fresh water hydrophore system is available.
Type: Vertical centrifugal Alarms
Model: SVS125-2M b) Ensure all the pressure gauge and instrumentation valves are
open and that all instruments and gauges are reading correctly. Tag Description Low
Capacity: 90 m3/h at 4 bar
MM135 Pump discharge pressure 5 bar
Rating: 440 V, 18.5 kW at 1,800 rpm c) Set up the valves as shown in the following table, assuming that PP023 No.1 cargo machinery CFW pump pressure 4 bar
the system is full and isolated: control
Introduction PP024 No.2 cargo machinery CFW pump pressure 4 bar
Position Description Valve
control
The cargo machinery fresh water cooling system is a subsystem of the central Open No.1 cargo machinery cooling FW pump WF084F
FW cooling system. The cargo machinery coolers are located in the cargo suction valve
motor room and the cargo machinery room. Four LO coolers in the motor room Open No.1 cargo machinery cooling FW pump WF086F
and a drain cooler in the cargo machinery room are cooled by water from the discharge valve
central FW cooling system. This water is circulated by one of the two cargo Open No.2 cargo machinery cooling FW pump WF085F
machinery cooling FW pumps as described in section 2.4.1. suction valve
Open No.2 cargo machinery cooling FW pump WF087F
The cargo machinery FW cooling system uses water from the main central discharge valve
FW cooling system and so no additional treatment for corrosion inhibition is
Open No.1 HD compressor LO cooler inlet valve WF511F
required.
Open No.1 HD compressor LO cooler outlet valve WF512F
The cargo machinery central cooling fresh water pumps are normally arranged Open No.2 HD compressor LO cooler inlet valve WF513F
with one pump set as the duty pump and the other as standby pump. The Open No.2 HD compressor LO cooler outlet valve WF514F
standby pump will start should the duty pump fail to maintain water pressure Open No.1 LD compressor LO cooler inlet valve WF515F
in the system. The pumps are selected at the IAS system Central Machinery Open No.1 LD compressor LO cooler outlet valve WF516F
Cooling FW System graphic screen but they may also be operated locally.
Open No.2 LD compressor LO cooler inlet valve WF517F
The following items of equipment are cooled by water flowing in the cargo Open No.2 LD compressor LO cooler outlet valve WF518F
machinery FW cooling system: Open Drain cooler for gas heaters etc. inlet valve WF501F
• No.1 HD compressor LO cooler Open Drain cooler for gas heaters etc. outlet valve WF502F
Closed System vent valve WF519F
• No.2 HD compressor LO cooler
Open Return line valve WF088F
• No.1 LD compressor LO cooler
• No.2 LD compressor LO cooler d) At the IAS central machinery fresh water cooling system
• Drain cooler for gas heaters, vaporisers and compressor LO graphic screen set both cargo machinery cooling FW pumps to
sump heating coils AUTO.

Pumps may be manually started and stopped from the IAS graphic screen
provided that the pump is set to IAS at the main switchboard starter panel. The
IAS activates an alarm if a pump trips or delivers a low discharge pressure
when in manual.
e) At the pump graphic display, start the desired duty pump by
clicking on DUTY 1 or DUTY 2.
f) If the second pump is available it may be set to AUTO and will
act as the standby pump.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.4.2 - Page 2 of 2
2.5 Boiler Water Sampling and Treatment
System

Illustrations

2.5a Boiler Water Sampling and Treatment System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.5a Boiler Water Sampling and Treatment System
From Main / Auxiliary
Condensate Water Pump
Discharge SB216F

SB217F SB219F
From Boiler Feed Water Bypass Key
Pot SB218F
Condensate/Distilled Water

Steam Drum Steam Drum Fresh Water

Electrical Signal
BV218 BV219 BV219 BV218 Sink

No.1 Main No.2 Main Instrumentation

Boiler Boiler
(65 ton/h) (65 ton/h)

Water Drum Water Drum

To Clean
Drain Tank
BV210 BV210 BV210 BV210

SB180F From Fresh Water

Port Starboard Service Line
Boiler Water Analyser Conductivity
WF102F H.P Cooler From Hot Water Probe
Service Line pH
WF101F Probe

SB181F
Sampling Block
WF104F H.P Cooler

WF103F To Clean
Drain Tank Sample
From Main Feed Drain
Water Pump Discharge SB182F

WF108F
WF106F H.P Cooler Cooler
Fail-Safe Valve
WF105F WF107F

To/From
Central Fresh Water
Cooling System

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.5.1 - Page 1 of 3

2.5 boiler water sampling and treatment
system
Boiler Water Sampling Equipment
Maker: AQUAnet International Ltd
Models: AQUAman AQ300 45 - HP Boiler Water Management
System
AQ400 2P/SS Boiler Water Dosing Unit
Salinity Detector
Maker: Dae Sung Electric Engineering
Model: YO-100D Salinity Detector
Introduction
Chemical analysis and treatment of the boiler feed water is undertaken to
prevent corrosion and scale formation in the boilers and feed system with the
subsequent degradation of the steam quality. Inadequate or incorrect treatment
can result in severe damage to the boilers and constant monitoring is necessary
to give an early indication of possible contamination of the feed water.
Chemical treatment and analytical tests must be undertaken in accordance
with the detailed instructions given by the chemical supplier and the water
characteristics maintained within the ranges specified. Test results are to
be recorded in a form that enables trends and the effect of treatment to be
monitored. The dissolved solids in the boiler water are controlled by use of
scum lines in the steam drum and blowdown valves in the water drum, through
which these impurities are discharged overboard. These systems are an integral
part of the boiler water treatment.
On-line water salinity analysers are fitted to various units in the feed system
and constantly monitor the water condition raising an alarm when a specific
contamination is detected. They are fitted at the following points:
• Port evaporator distillate (Alfa Laval)
• Starboard evaporator distillate (Alfa Laval)
• Auxiliary condenser outlet
• Condensate drains pump discharge
• Deaerator outlet
• Main condensate pump discharge
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The main boiler water analyser unit has permanent stainless steel small bore Increase in hardness and/or sodium is a result of sea water contamination and
sample lines fitted which are led through a fresh water cooler to a sampling should be rectified as soon as possible. Iron contamination is a result of too low
block in the analyser unit. The analyser unit can take samples from any one of a pH and/or excess dissolved oxygen. If the oxygen level increases, the source
the following locations: of contamination is to be located and rectified as soon as possible and the
chemical dosage increased until the feed water content returns within limits.
• Boiler main feed water line
• Boiler auxiliary feed water line Contamination by organic matter cannot be rigorously defined, as potential
• Port boiler water drum contaminants are diverse. Any source of oil contamination must be identified
and isolated as soon as possible, with the use of the scum valves on the
• Starboard boiler water drum observation tank used to clear any accumulation found in the tank.
The feed water sample cooler is cooled by water from the central fresh water
Automatic Sample and Analysis Management Unit
cooling system.
The management unit takes samples of the boiler and feed water systems
sequentially. The samples pass through a cooler and manifold before flowing
Water Specification
through the measurement module and are discharged to the clean drain tank.
Each sample is allowed to flow for a period that ensures full flushing of the
Boiler Water previous sample. The module contains probes which measure the pH and
pH at 25°C: 9.6 - 10.3 conductivity of the sample.
Conductivity: less than 150 uS/cm
The controller interprets the analysis of each sample.
Chlorides: less than 10 ppm
Phosphates: 3 - 10 ppm
The unit operates automatically unless the following conditions apply:
Silica: less than 5 ppm
• Manual blowdown required
Feed Water
• Contaminated water alarm requiring system check
pH at 25°C: 8.0 - 9.0
• Chemical tank level low
Total hardness: 0 ppm
Dissolved oxygen: 0.007 ppm
The sample temperature is monitored and the fail-safe valve will close if the
temperature exceeds 55°C. The valve will remain closed until the temperature
remains at below 50°C for a period of 10 minutes.
Note: The following information is given for general guidance only.
Reference must be made to the specific instructions from the boiler chemical
supplier regarding final data for chemical treatment of the boilers and feed Note: The system takes the samples automatically but dosing is done
water. manually.
Low boiler water pH may be the result of pollution by sea water or lack of
adequate phosphate treatment. A return to the normal state is required at the
earliest opportunity. A tendency for a rise of the boiler water analysis figures
towards the range maximums, may also be the result of contamination by sea
water, or insufficient blowdown of the boilers.
Low or inadequate dosage of ammonia or neutralising amine may cause a feed
water pH of 8.5 or less. This should be rectified at the earliest opportunity.
Too high a dosage of ammonia or neutralising amine, resulting in a pH in
excess of 10, may not be detrimental to the steel in the system, though it is not
recommended and system levels should be reduced into the range.
IMO Number: 9321770 Section 2.5.1 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
Operating Procedure WARNING Boiler Alkaline Compound Injection Unit
Boiler water samples are taken from the water drum and are therefore Alkaline treatment and phosphate scale control is injected into the boiler steam
The following information applies to whichever of the sample units is being at a very high pressure and temperature. Great care must be taken drum under its water level using the chemical injection bypass pot as shown
used. whenever the valves to the sample unit are opened. The valves must be in illustration 2.5a. This is done so that the natural water circulation within
opened very slowly. the steam drum will move the chemicals around the boiler and ensure an even
a) Ensure that the following boiler and feed water chemical distribution.
injection valves are open:
f) Open the sample manifold inlet valves.
Hydrazine Dosing Unit
Position Description Valve g) Open the sample drain/test cocks to the sink in sequence to
Open Port and starboard boiler chemical injection BV218 ensure the pipelines contain sample water, then close them. The O2 scavenger dosing unit, which injects hydrazine into the feed water
BV219 SB219F should be allowed to run for some time to prove that pump suction line from the deaerator, should be operated continuously to
Open Feed water pump suction chemical injection SB221F the sample is fresh and being cooled before closing the valve. maintain a constant hydrazine reserve with little fluctuation. The concentration
SB222F of hydrazine should be varied depending upon the results of the tests.
h) Ensure that there is electrical power to the control panel and
b) Ensure that the dosing pump discharge valves are open to the switch on the unit. Boiler Blowdown Procedure
systems requiring control.
Sampling will commence after a time delay of approximately one minute. When in port, the duty deck officer should be contacted before any boiler
blowdown operations are conducted to ensure that the discharge from the
c) Check that the dosing tanks are full with the correct chemical
i) Press the mode pushbutton switch to the MANUAL position. ship’s side valve does not create a dangerous situation.
agent and that the suction lances are submerged.

d) Ensure that the following sample coolers inlet and outlet valves j) To test the solenoids, manually operate each inlet valve to the Condensate Treatment
are open for supply by the central FW cooling system: sample manifold.
A condensate treatment chemical is injected into the condensate pipeline to
protect against CO2 corrosive attack and to reduce iron and copper pick-up.
Position Description Valve k) Check the flow indicator rotation from each valve individually
and the sample cock to drain. The flow should be towards the
Open Port boiler sample cooler inlet and outlet WF101F WARNING
sampling block.
valves WF102F Due to the volatile nature of high pressure water at high temperature,
Open Starboard boiler sample cooler inlet and outlet WF103F l) Switch all manual valve switches to the OFF position. it is advisable to never open the water wall header drain valves with
valves WF104F the boiler under pressure. If possible fit blanks to these lines which are
Open Feed water sample cooler inlet and outlet WF105F m) Set the mode switch to the AUTO position. removed only if the boiler is shut down and being drained.
valves WF106F
Open Analyser cooling water inlet and outlet valves WF107F The green LED light will illuminate, indicating the automatic and normal
WF108F position. The unit is now operational and will go through its cycle as
programmed. The DISPLAY HOLD pushbutton can be used to stop the display
e) Open the following sample valves on the boilers and the feed at a desired read out.
water pipelines:
If any samples are also to be taken from the analyser unit drain outlets, then
Position Description Valve clean dry flasks with stoppers are to be used. The flask should be filled to
overflowing and sealed to prevent any ingress of oxygen while the flask is
Open Port boiler sample valve BV210
standing waiting testing.
BV210
SB180F
Open Starboard boiler sample valve BV210
BV210
SB181F
Open Boiler feed water pump sample valve SB156F or
SB157F
SB182F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.5.1 - Page 3 of 3
2.6 Fuel Oil and Fuel Gas Service Systems

2.6.1 Fuel Oil Bunkering and Transfer Systems

2.6.2 Diesel Oil Filtering and Generator Engine Diesel Oil

Service System

2.6.3 Boiler Fuel Oil and Fuel Gas Service Systems

2.6.4 Incinerator Fuel Oil Service System

Illustrations

2.6.1a Fuel Oil Viscosity-Temperature Graph

2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room

2.6.1c Fuel Oil Bunkering and Transfer System - Deck

2.6.2a Diesel Oil Filtering and Generator Engine Diesel Oil

Service System

2.6.2b Gas Oil Transfer System

2.6.3a Boiler Fuel Oil Service System

2.6.3b Boiler Burner Atomising Steam System

2.6.3c Boiler Fuel Gas Service System

2.6.3d Gas Burning

2.6.4a Incinerator Fuel Oil Service System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1a Fuel Oil Viscosity - Temperature Graph
Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Bu
n ke
10,000 r Fu 10,000 10,000
e lO
il
5,000 5,000 5,000

2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000

Typical Marine Fuels

500 500 500

100 100 100

Kinematic Viscosity - Centistokes

Kinematic Viscosity - Centistokes

50 50 50

Boiler Atomisation Viscosity

usually between 15 and 65 centistokes
M
ar
i ne
Di
es
el
20 Oi 20 20
l

15 15 Diesel Injection Viscosity 15

usually between
8 and 27 centistokes
M
ar
i ne
10 Ga 10 IF 10
s - 38
Oi 0
l
IF
- 18
0
IF
- 10
0
IF
- 60
5 5 5

IF
- 30
4 4 4

Issue: Final Draft - October

-10 20070 10 20 30 40 50 60IMO Number:
70 9321770
80 90 100 110 120 130 140 150 160 170Section 2.6.1 - Page 1 of 15
Temperature °C
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room

To/From Manifold
OF531F
ZI ZI ZI
PM OF534 PM OF532
PM Setting
OF533 5.5 bar

VC
OF533F OF534F OF532

VC VC
LAHH LAHH OF534 LAHH OF532F LAHH LAHH
OF533
CB034 CB033 CB036 CB032 BD035
Setting
5.0 bar Upper Deck Upper Deck

Diesel Oil LS LIAHL Engine Room

BD040 LT OD
OD OD009F Service No.2 Heavy Marine OD
3 082F 011F
010F Tank (64.9 m ) Fuel Oil LIAHL Low Sulphur Gas Oil
Storage Tank BD046 From Heavy Fuel Oil
LIAHL Storage
BD045 Starboard Boiler HFO Storage Tank
LT Tank
(932.4 m3) Air (497.0 m3)
LT LIAHL (146.0 m3)
Separator
OD007F LIAHL BD042 No.2 Heavy OD351F
OD008F Chamber BD043 OD
No.2 Heavy No.1 Heavy Fuel Oil
LT 081F
Fuel Oil Settling Fuel Oil Settling Tank TIAH Storage Tank
LS LS LT MM189
Tank (264.1 m3) (198.1 m3) TIAH Port
Diesel Oil MM186 (1005.3 m3) LIAH
TIAH TIAH OF002F TI
Storage Tank LIAHL LIAHL FAH FAH BD039
MM183 MM182
(279.2 m3) LIAHL
BD048 OF OF BD047 MM170 MM169 TI To Emergency
056F
BD044
LT TI TI 054F LT TIAH Generator
MM187
Heavy OF
LT
Engine Marine
LT Fuel Oil Overflow
OD050F OF055F OF053F 027F Gas Oil
TI TIAH Tank (90.3 m3) Service Tank
Diesel Oil Service OF018F OF017F MM188
OF004F (2.11.3a)
Tank Outlet
OF OF022F OF003F TI
Marine Diesel Oil 001F
OF
CJC Filter 026F

OF021F OF023F OF024F

To Boiler Fuel
OF052F Oil Supply Pump

OD006F OF051F From Emergency Generator Engine Auto

OD005F OF050F Marine Gas Oil Service Tank Level Stop
Marine Gas Oil OD354F OD355F
PI PI
Transfer Pump
Auto MC MC Auto (3 m3/h x 3 bar) PI PI
Stop PP038 PP039 Stop
PI PI
Key
OD352F
Diesel Oil Engine Room
MC Remote Auto
Heavy Fuel Oil Transfer Pump Heavy Fuel Oil PP027 Stop Only
(15 m3/h x 4 bar) Transfer Pump
OD072F OF008F (100 m3/h x 5 bar)
Marine Diesel Oil
Inert Gas Generator Marine To Inert Gas
Gas Oil Supply Pump Generator
Electrical Signal OF006F
OF007F OF005F
PI
OD071F
Instrumentation LIAH
BD036
Fuel Oil Drain OD390F OD300F
Intermediate Position Tank (2 m3) TIAH MC
Control Valve MM184 PP033
To Sludge Pump
TI
OF025F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 2 of 15

2.6 Fuel Oil and Fuel Gas Service Systems
2.6.1 Fuel Oil Bunkering and Transfer Systems
Engine Room Heavy Fuel Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Vertical gear - VG-100MA-FC
Capacity: 100 m3/h at 4.5 bar
Rating: 440 V, 37 kW at 900 rpm
Diesel Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Horizontal gear NHG - 15MA-FC
Capacity: 15 m3/h at 3.5 bar
Rating: 440 V, 5.5 kW at 1200 rpm
Forward Heavy Fuel Oil Transfer Pumps
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Vertical gear - VG-100MA-FC
Capacity: 100 m3/h at 4.5 bar
Rating: 440 V, 37 kW at 900 rpm
Marine Gas Oil Transfer Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Horizontal gear NHG - 4MA-FC
Capacity: 3 m3/h at 2.5 bar
Rating: 440 V, 1.5 kW at 1200 rpm
Introduction
Heavy fuel oil, for the boilers is stored in two HFO tanks located at the sides of
the engine room, and a forward centre fuel oil tank located forward of the cargo
tanks. There is a low sulphur HFO tank located at the port side of the engine
room within the port No.2 HFO tank. These bunker tanks are filled from the
port and starboard connections adjacent to the cargo manifold.
Issue: Final Draft - October 2007
Methane Nile Eagle
There are also connections to the diesel oil storage tank filling line. From
the three bunker FO tanks, one forward and two aft, HFO is transferred to
the HFO settling tanks where it is allowed to settle prior to being used in the
boilers. Low sulphur heavy fuel oil is supplied directly to the boilers from the
low sulphur HFO bunker tank if necessary but it may also be pumped to the
settling tanks.
The HFO transfer pump is located on the starboard side of the engine room
floor and is used to transfer HFO from the storage tanks to the settling tanks.
The HFO transfer pump may be started and stopped remotely or locally. For
local operation the control selector switch at the main switchboard panel must
be turned to the LOCAL position and the local START pushbutton pressed.
The pump may then be started and stopped by means of the local pushbuttons.
When the main switchboard panel control selector is set to IAS the HFO
transfer pump may be started and stopped manually at the IAS AFT HFO
graphic screen. The display graphic indicates the operating status of the HFO
transfer pump. The HFO settling tanks are fitted with level switches which
switch off the HFO transfer pump when the maximum working level in the
tank is reached. There is also a long run alarm which is activated if the pump
runs for longer than 30 minutes.
All valves on the HFO bunkering and transfer system are manual except for
the HFO storage tank filling valves OF532F (No.2 HFO storage tank port),
OF533F (No.2 HFO storage tank starboard), OF534F (low sulphur HFO tank)
and OF501F (forward HFO storage). The discharge valve from the forward
HFO transfer pumps to the bunker main line, OF511F, is also remotely
operated.
The DO storage tank is located in the engine room and it is filled from the DO
bunkering line. The HFO and DO bunkering stations are located on the port and
starboard sides of the ship adjacent to the cargo manifold. There are forward
and aft pipe connections at the bunkering stations. Sampling valves are located
at each bunkering connection with each bunker station being provided with a
drip tray which can be drained through a drain valve.
The aft HFO storage tanks, the DO storage tank and the MGO storage tank
overflow to the HFO overflow tank. The HFO settling tanks overflow to No.2
starboard HFO storage tank and the DO service tank overflows to the DO
storage tank. The boiler FO system air separator chamber vent discharges to
the No.2 HFO storage tank overflow line.
The forward HFO system consists of a centre HFO storage tank located forward
of the cargo tanks and above and inboard of the forward water ballast tanks.
The forward HFO storage tank is located on the ship’s centre line. The tank is
filled from the same manifold connections as the aft HFO storage tanks, the
filling line running in the under passageway. Two forward FO transfer pumps
are used to transfer HFO from the forward storage tank to the aft HFO storage
tanks as required. Only one pump is used at any time.
IMO Number: 9321770
Machinery Operating Manual
The forward FO transfer pumps are located in the forward pump room and
may be operated locally or remotely depending upon the setting of the selector
switches on the main switchboard panel. In the LOCAL position the pumps may
be started and stopped locally by means of the start and stop pushbuttons.
When the forward FO transfer pump control selectors are set to IAS at the main
switchboard panel, the pumps may be started and stopped manually at the IAS
graphic screen FWD HFO System. The forward FO transfer pump valves are
manually opened and closed but the discharge valve to the bunker transfer line
OF511F is remotely operated from the IAS FWD HFO screen. Tank suction
valves for both pumps are of the quick-closing type with trip wire operation
from the upper deck. The forward bunker transfer pump room has a bilge well
and a hand pump for draining the well.
Valves at the bunker station on the cargo manifold are manually operated
but tank filling valves are controlled remotely from the IAS graphic screen.
These valves are positional valves and may be partially opened. The graphic
display indicates the opening of the fuel oil tank filling valves and the level
and quantity in the tanks.
All outlet valves from all fuel tanks are remotely operated (pneumatic) quick-
closing valves with a collapsible bridge which can be operated from the fire
control station, except those for No.1 forward HFO tank and the emergency
diesel generator MGO tank, which are operated by pull wires. After being
tripped from the fire control station, the valves must be reset locally. Each tank
is also fitted with a self-closing test cock to test for the presence of water and
to drain any water present.
Tundishes under the self-closing test cock drain any liquid to the primary bilge
tank or FO drain tank, via the three-way cock OF473F. Service and settling
tanks are provided with local temperature indication, plus remote level and
temperature indication through the IAS. The tanks also have an overfill alarm.
The HFO settling tanks overflow to the No.2 starboard HFO storage tank.
All HFO tanks are fitted with heating coils, the heating steam being supplied
from the heating steam system. Condensate from the heating coils flows to the
engine room drain cooler and then to the deoiler unit, then to an observation
tank before entering the atmospheric drain tank. All FO transfer lines are trace
heated by steam.
Section 2.6.1 - Page 3 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room

To/From Manifold
OF531F
ZI ZI ZI
PM OF534 PM OF532
PM Setting
OF533 5.5 bar

VC
OF533F OF534F OF532

VC VC
LAHH LAHH OF534 LAHH OF532F LAHH LAHH
OF533
CB034 CB033 CB036 CB032 BD035
Setting
5.0 bar Upper Deck Upper Deck

Diesel Oil LS LIAHL Engine Room

BD040 LT OD
OD OD009F Service No.2 Heavy Marine OD
3 082F 011F
010F Tank (64.9 m ) Fuel Oil LIAHL Low Sulphur Gas Oil
Storage Tank BD046 From Heavy Fuel Oil
LIAHL Storage
BD045 Starboard Boiler HFO Storage Tank
LT Tank
(932.4 m3) Air (497.0 m3)
LT LIAHL (146.0 m3)
Separator
OD007F LIAHL BD042 No.2 Heavy OD351F
OD008F Chamber BD043 OD
No.2 Heavy No.1 Heavy Fuel Oil
LT 081F
Fuel Oil Settling Fuel Oil Settling Tank TIAH Storage Tank
LS LS LT MM189
Tank (264.1 m3) (198.1 m3) TIAH Port
Diesel Oil MM186 (1005.3 m3) LIAH
TIAH TIAH OF002F TI
Storage Tank LIAHL LIAHL FAH FAH BD039
MM183 MM182
(279.2 m3) LIAHL
BD048 OF OF BD047 MM170 MM169 TI To Emergency
056F
BD044
LT TI TI 054F LT TIAH Generator
MM187
Heavy OF
LT
Engine Marine
LT Fuel Oil Overflow
OD050F OF055F OF053F 027F Gas Oil
TI TIAH Tank (90.3 m3) Service Tank
Diesel Oil Service OF018F OF017F MM188
OF004F (2.11.3a)
Tank Outlet
OF OF022F OF003F TI
Marine Diesel Oil 001F
OF
CJC Filter 026F

OF021F OF023F OF024F

To Boiler Fuel
OF052F Oil Supply Pump

OD006F OF051F From Emergency Generator Engine Auto

OD005F OF050F Marine Gas Oil Service Tank Level Stop
Marine Gas Oil OD354F OD355F
PI PI
Transfer Pump
Auto MC MC Auto (3 m3/h x 3 bar) PI PI
Stop PP038 PP039 Stop
PI PI
Key
OD352F
Diesel Oil Engine Room
MC Remote Auto
Heavy Fuel Oil Transfer Pump Heavy Fuel Oil PP027 Stop Only
(15 m3/h x 4 bar) Transfer Pump
OD072F OF008F (100 m3/h x 5 bar)
Marine Diesel Oil
Inert Gas Generator Marine To Inert Gas
Gas Oil Supply Pump Generator
Electrical Signal OF006F
OF007F OF005F
PI
OD071F
Instrumentation LIAH
BD036
Fuel Oil Drain OD390F OD300F
Intermediate Position Tank (2 m3) TIAH MC
Control Valve MM184 PP033
To Sludge Pump
TI
OF025F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 4 of 15
 Methane Nile Eagle
Heavy Fuel Oil Tanks c) Representative samples are to be drawn using the continuous
drip method for the duration of the loading operation and
Compartment Capacities (S.G. 0.950) dispatched for analysis. Samples should be taken at the bunker
Volume 100% (m3) Weight 95% supply manifold inlet to the ship system and the supplier
Full (Tonnes) requested to witness sampling.
No.2 HFO tank storage port 1008.1 909.8
No.2 HFO tank storage stbd 937.8 846.3 d) As far as possible new bunkers should be segregated from
No.1 Forward HFO tank 4868.5 4393.8 existing bunkers on board. If bunkers being received are to be
(Centre) loaded into the same tanks as existing bunkers on board, great
care must be taken to avoid problems of incompatibility. If
Low sulphur HFO tank 499.8 451.0
there is any doubt about the compatibility between the new and
No.1 HFO settling tank stbd 198.1 178.8 existing bunkers the new bunkers should not be loaded on top
No.2 HFO settling tank stbd 264.1 238.4 of existing bunkers.
Total in Bunker Tanks 7776.3 7018.2
HFO overflow tank 90.3 e) No internal transferring of bunkers should take place during
bunker loading operations, unless permission has been obtained
from the Chief Engineer.
Precautions to be Observed Prior to and During the Loading
of Bunkers f) The Chief Engineer should calculate the estimated finishing
ullages/dips, prior to the starting of loading based on bunker
During all bunkering operations the Chief Engineer will be in overall charge quality data provided by the supplier.
with assistance provided by other officers and crew as required.
g) Bunker tanks should not exceed 95% full.
Note: Fuel tanks must only be filled to 95% of their total capacity and
operator’s bunkering procedures must be strictly adhered to at all times. h) Any bunker barges attending the vessel are to be safely moored
alongside before any part of the bunker loading operation begins.
Before and during bunkering, the following steps should be complied with: Frequent checks must be made of the mooring arrangements as
the bunker barge draught will change during bunkering.
a) All engineers and other personnel involved in the bunkering
process should know exactly what role they are to play and i) Level alarms fitted to bunker tanks should be tested prior to any
what their duties are to be. Personnel involved should know bunker loading operations.
the location of all valves and gauges and be able to operate
the valves both remotely and locally if required. A bunker j) The soundness of all lines should be verified by visual
plan should be drawn up prior to bunkering and all personnel inspection.
involved in bunkering must receive a copy of the bunkering plan
and be fully aware of the contents of the plan and understand k) The pre-bunkering checklist should be completed and exchanged
the entire operational procedure. Company rules regarding the with the supplier, who should also be provided with a copy of
taking of bunkers and transfer of fuel oil within the ship must be the bunker plan.
understood by all involved in the bunkering or fuel oil transfer
procedure. l) The Chief Engineer is responsible for bunker loading operations,
assisted at all times by a sufficient number of officers and
b) Shore or barge tanks, whichever form is being used, should be ratings to ensure that the operation is carried out safely.
checked for water content and volume held in each and every
tank, including those defined as not part of the operation. m) A watch should be kept at the manifold during loading.
n) All personnel involved in the bunkering operation should be in
radio contact.
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
o) The maximum pressure in the bunker line should be below 4
bar. The relief valve discharges oil to No.2 port HFO tank at 5.5
bar.
p) Safe means of access to barges/shore shall be used at all times.
q) Scuppers and save-alls, including those around bunker tank
vents, should be effectively plugged. Oil dispersant and fuel
oil absorbent materials must be readily available at the bunker
manifold.
r) Drip trays are to be provided at bunker hose connections and
means of containing any oil spills must be in place. Fire hoses
must be rigged and charged and DP or foam extinguishers
provided at the manifold.
s) The initial loading rate must be agreed with the barge or shore
station and bunkering commenced at an agreed signal and
communication with the supplier proved and continually tested.
Only upon confirmation of there being no leakage and fuel
going into only the nominated tank, should the loading rate be
increased to the agreed maximum.
t) When the tank being filled approaches 90% full, the filling rate
should be reduced by diverting some of the flow to another
bunker tank; if the final tank is being filled the pumping rate
must be reduced. Filling of the tank must be stopped when
the tank reaches 95% full. When topping off the final tank the
filling rate must be reduced at the barge or shore station and not
by throttling the filling valve.
CAUTION
At least one bunker tank filling valve must be fully open at all times
during the bunkering operation.
HFO bunker tanks are fitted with high level alarms.
All relevant information regarding the bunkering operation is to be entered in
the Oil Record Book on completion of loading. The information required to
be entered includes date, time, quantity transferred, tanks used and personnel
involved.
Section 2.6.1 - Page 5 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1c Fuel Oil Bunkering and Transfer System - Deck
OF531F
Setting 5.5 Bar OD521F OD522F OF555F OF556F Cargo OF551F OF552F OD511F OD512F
Manifold

OF532F OD523F OD524F OD513F OD514F

OF534F Low Sulphur OD573F OD503F OD515F OD513F OD501F OD571F

To MGO HFO Storage
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
GE LO Main LO Storage Tank Tank

To Engine OF512F
No.2 Heavy Room
Fuel Oil
Storage Tank (P) OF544F OF541F
OF547F
Engine Casing OD506F OF545F OF542F
Connection for OD505F
Accommodation Area OF564F OF562F
Steam Blowing
OF563F OF561F

No.2 Heavy OF525F OF526F OF515F OF516F

GE LO Main LO Fuel Oil
Storage Tank (S) OF546F Hand Pump in OF543F
Passageways
OD574F OD504F OF515F OF514F OD502F OD572F
OD527F OD528F OD517F OD518F

OF533F
OD529F OD530F OF557F OF558F OF553F OF554F OD519F OD520F

Bosun Store
OF501F Wire Operation OF511F

Forward Chain
No.1 Heavy Fuel Pump Room Locker
Oil Tank TIAH Connection for
TT
CM179
(Centre) Steam Blowing
Cofferdam PIAL BW
LIAH LAHH PT
CM183 Key
BD049 CB020 OF528F

Heavy Fuel Oil

OF502F PI PI

No.1 Marine Diesel Oil

OF OF525F
521F Fore Peak Tank
OF527F Bow Thruster Electrical Signal
OF529F Room
OF503F PI PI

OF No.2 OF526F
522F
Heavy Fuel Oil
Forward Water Bilge Well
Transfer Pumps
Ballast Tank (P & S) for Oil Spill
(100 m3/h x 5 bar)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 6 of 15

Procedure for the Loading of Fuel Oil Bunkers from a Shore
Station or Barge
a) At the bunker connection to be used, remove the blank and
connect the bunkering hose, ensuring that all flange bolts are
utilised. Check the joint and fit a new one if the joint shows
any signs of damage. Containers for taking bunker samples
must be prepared and set in place at the drip connection for the
bunkering connection to be used. Spill control facilities must be
established according to company instructions.
Bunker stations are fitted on the port and starboard sides of the ship adjacent
to the cargo loading manifold. Each bunker station has a main and auxiliary
connection for HFO and DO/MGO. The bunkering connections on each side
of the ship are directly connected.
b) Ensure that the blanks on the other bunkering connections are
secure, that the valves are closed and that drain and sampling
valves are closed. Ensure that all system valves are closed. The
drip tray must be empty and the drain closed.
c) Open the filling valve(s) on the FO bunker/storage tanks to be
filled. Tank filling valves are remotely operated from the IAS
aft fuel oil system and FWD fuel oil system graphic screens.
Position Description Valve
Open Forward HFO storage tank filling valve OF501F
Open No.2 (port) HFO bunker tank filling valve OF532F
Open No.2 (starboard) HFO bunker tank filling valve OF533F
Closed Low sulphur HFO storage tank filling valve OF534F
d) Open the valve at the bunkering connection at the bunker
station. These valves are locally actuated.
Position Description Valve
Open Port cargo manifold main aft HFO bunkering valve OF515F
Open Port cargo manifold forward HFO bunkering valve OF513F
Open Starboard cargo manifold aft HFO bunkering valve OF515F
Open Starboard cargo manifold forward HFO bunkering OF514F
valve
Open Forward line manifold valve (for filling forward OF512F
tank)
e) Establish effective communication between the control room,
the engine room, the deck filling manifold and the bunkering
shore station; this communication must remain established at all
times.
Issue: Final Draft - October 2007
Methane Nile Eagle
f) Agree filling rates and signalling systems with the barge or
shore station. Agree the quantity and specification of the fuel
oil to be supplied.
g) Signal to the shore station to commence bunkering FO at a slow
rate.
h) Check the ship to shore connection, pipeline and passageway
for leaks.
i) Check that FO is flowing into the required FO storage tank(s),
and not to any other tank.
j) Increase the bunkering rate to the agreed maximum.
k) Commence taking the bunker sample at the cock at the deck
manifold.
Commence recording tank contents, bunker temperature and density at 30
minute intervals and calculate the quantity of bunkers shipped each time.
l) As the level in the first storage tank approaches 90%, open
another tank filling valve in order to top up the first tank slowly.
When the tank reaches the 95% level close the filling valve at
the IAS aft fuel oil system and FWD fuel oil system graphic
screens.
m) Fill the remaining tanks in the same way. For the final storage
tank the filling rate must be reduced by slowing the pumping
operation and this must be signalled to the barge or shore station
and confirmed.
n) When the final tank is full, the barge or shore station must be
signalled to stop pumping.
o) Ensure that the sample containers are properly sealed and
have them despatched for analysis, ensuring that the supplier
has endorsed the sample labels/seals and has been given the
supplier’s sample from on board.
p) Drain the bunker lines using a pump or other method as
required.
q) When lines are completely drained and the supplier agrees that
it is safe to do so, close all bunker station valves. Open the line
vent valves to ensure complete drainage, then close them. Close
the tank filling valves.
IMO Number: 9321770
Machinery Operating Manual
r) Disconnect the hose and replace the blank at the bunker station
connection.
s) Check tank levels and agreed quantity the supplied and then,
if satisfied, sign the bunker receipt after obtaining a bunker
sample from the supplier and witnessed taking by ship’s staff.
Complete company paperwork and ensure signatures are obtained from
the supplier where required and endorsed by the supplier’s stamp where
appropriate.
Procedure for the Loading of Low Sulphur Fuel Oil Bunkers
from a Shore Station or Barge
a) Observe all precautions as for loading HFO bunkers and connect
the bunker hose to the same port or starboard HFO connections
at the required bunker station. Agree loading procedures as in
the procedure for HFO bunkering above, including all checks,
inspections, paperwork, etc. as per the normal HFO loading.
b) Ensure that all HFO tank filling valves are closed by checking
at the bunker loading IAS graphic screen.
c) Open the low sulphur FO tank filling valve OF534F. A sample
must be taken during bunkering.
d) When the pipeline is set and the tank valve and selected bunker
manifold valves are open, signal to start loading the low sulphur
FO. The levels in the low sulphur FO tank may be seen at the
aft FO storage and transfer system graphic display.
e) When the low sulphur FO tank approaches 90% full the bunker
barge must be signalled to reduce the pumping rate. When the
tank is full pumping must be stopped.
f) When bunkering low sulphur FO is complete the line must be
drained as in the procedure for loading fuel oil as above. When
the lines are drained all valves must be closed, the bunkering
pipe removed and the blank refitted. Proceed as per normal
HFO bunkering with reference to samples, paperwork, etc. at
completion.
Section 2.6.1 - Page 7 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1c Fuel Oil Bunkering and Transfer System - Deck
OF531F
Setting 5.5 Bar OD521F OD522F OF555F OF556F Cargo OF551F OF552F OD511F OD512F
Manifold

OF532F OD523F OD524F OD513F OD514F

OF534F Low Sulphur OD573F OD503F OD515F OD513F OD501F OD571F

To MGO HFO Storage
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
GE LO Main LO Storage Tank Tank

To Engine OF512F
No.2 Heavy Room
Fuel Oil
Storage Tank (P) OF544F OF541F
OF547F
Engine Casing OD506F OF545F OF542F
Connection for OD505F
Accommodation Area OF564F OF562F
Steam Blowing
OF563F OF561F

No.2 Heavy OF525F OF526F OF515F OF516F

GE LO Main LO Fuel Oil
Storage Tank (S) OF546F Hand Pump in OF543F
Passageways
OD574F OD504F OF515F OF514F OD502F OD572F
OD527F OD528F OD517F OD518F

OF533F
OD529F OD530F OF557F OF558F OF553F OF554F OD519F OD520F

Bosun Store
OF501F Wire Operation OF511F

Forward Chain
No.1 Heavy Fuel Pump Room Locker
Oil Tank TIAH Connection for
TT
CM179
(Centre) Steam Blowing
Cofferdam PIAL BW
LIAH LAHH PT
CM183 Key
BD049 CB020 OF528F

Heavy Fuel Oil

OF502F PI PI

No.1 Marine Diesel Oil

OF OF525F
521F Fore Peak Tank
OF527F Bow Thruster Electrical Signal
OF529F Room
OF503F PI PI

OF No.2 OF526F
522F
Heavy Fuel Oil
Forward Water Bilge Well
Transfer Pumps
Ballast Tank (P & S) for Oil Spill
(100 m3/h x 5 bar)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 8 of 15

Procedure for Transferring Fuel Oil from the Forward Storage
Tank to the Aft Heavy Fuel Oil Storage Tanks using the
Forward Fuel Oil Transfer Pumps
The HFO stored in the forward No.1 storage tank cannot be pumped directly
to the HFO settling tanks but must firstly be transferred to the aft HFO No.2
storage tanks. Two forward FO transfer pumps are provided for this purpose,
the transfer line being the bunker loading line. The transfer of HFO from the
forward storage tanks to the aft HFO storage tanks may be undertaken from the
IAS FWD fuel oil system graphic screen. The forward FO transfer pumps may
be started and stopped from this screen. The forward HFO tank suction valves
and the forward FO transfer pump discharge valves are manually operated
and should be opened whenever there is a need to transfer HFO from the
forward tank to the aft tanks. The transfer pump line discharge valve OF511F
is remotely operated and should normally be closed unless actually transferring
HFO.
a) Check the quantity of HFO in the No.2 HFO storage tank to
which it is intended to transfer HFO. Check the quantity of
HFO in the forward HFO storage tank from which HFO is to be
transferred and note the temperature; if the temperature is too
low for effective pumping then steam heating must be applied.
b) Check that the forward FO transfer pump suction filter is clean
for the pump to be used.
c) Open the suction valves of the forward FO transfer pump: valve
OF502F and the quick-closing valve OF521F for No.1 forward
FO transfer pump and valve OF503F and the quick-closing
valve OF522F for No.2 forward FO transfer pump.
d) Set the discharge valves for the forward HFO transfer pump,
the forward FO storage tank suction valve and the filling valves
for the aft FO storage tanks. Set the valves as in the following
table:
Position Description Valve
Open No.1 forward FO transfer pump discharge valve OF525F
Open No.2 forward FO transfer pump discharge valve OF526F
Closed No.2 forward FO transfer pump bypass valve OF527F
Closed No.1 HFO storage tank filling valve OF501F
Open Remotely operated discharge line valve OF511F
Open Forward bunkering line valve OF512F
Closed Steam blowing connection OF528F
Closed Bilge well hand valve OF529F
Open No.2 HFO storage tank (port) filling valve OF532F
Open No.2 HFO bunker tank (starboard) filling valve OF533F
Methane Nile Eagle Machinery Operating Manual
e) Select one of the forward FO transfer pumps as the duty pump. If the settling tank in operation is likely to reach its low level during a period
To allow for operation via the IAS screen, the pump main of UMS operation the settling tanks should be changed over before that period
switchboard panel starter switch must be set to the IAS position. of UMS operation commences. A low level settling tank should be refilled as
The switch can also be set to LOCAL which allows the pump to soon as possible.
be started and stopped from local pushbuttons.
a) Check the quantity in the HFO settling tank to be filled and
f) Start the selected forward transfer pump and transfer HFO from determine how much oil is to be transferred. Check the quantity
the forward HFO storage tank to the selected aft HFO storage of HFO in the tank from which HFO is to be transferred and
tank. note the temperature; if the temperature is too low for effective
pumping then steam heating must be applied. If the quantity of
g) When the desired quantity of fuel has been transferred, stop the HFO in the storage tank is less than the quantity to be pumped
pump. be prepared to change over tanks.
h) If HFO is being transferred to both aft HFO bunker tanks the b) Check that the HFO transfer pump suction filter is clean.
second tank filling valve must be opened when the first tank
approaches the 90% full level. The first tank filling valve must c) Assuming the port storage tank is in use, set the valves as in the
be closed when the 95% level is reached. If the tank is not to following table:
be filled to the 95% level pumping must be stopped when the
desired level is reached. Alternatively the filling valve for the Position Description Valve
second tank must be opened and the filling valve for the first Open No.2 HFO bunker tank (port) quick-closing valve OF003F
tank closed when the desired level is reached.
Open No.2 HFO bunker tank (port) line valve OF023F
Closed HFO overflow tank line valve OF024F
Note: There must always be at least one tank filling valve open when a HFO
transfer pump is in operation. Closed Low sulphur HFO storage tank OF002F
Closed FO drain tank suction valve OF006F
i) When the desired quantity of oil has been transferred stop the Closed No.2 HFO bunker tank (starboard) line valve OF021F
forward FO transfer pump, close all valves. Complete the Oil Open HFO transfer pump suction valve OF008F
Record Book with details of the oil transfer. Open HFO transfer pump discharge valve OF050F
Closed HFO transfer pump deck discharge valve OF052F
Procedure for Transferring Fuel Oil from the Aft Heavy Fuel Open HFO transfer pump suction valve from HFO storage OF005F
Oil Storage Tanks to the Fuel Oil Settling Tanks using the Fuel tanks
Oil Transfer Pump
Note: If both storage tank suctions are opened at the same time, the contents
Note: The HFO settling tanks are fitted with level switches and the HFO will equalise, resulting in the mixing of the contents. This should be avoided
transfer pump is equipped for automatic stop under the control of these where possible.
switches. Under normal circumstances the suction valves remain set so that
the FO transfer pump can pump HFO into the selected FO settling tanks; one d) Open the filling valve OF054F for the port or OF056F for the
starboard HFO settling tank, whichever is to be filled.
of the tanks would be in use and the other being filled or settling after filling
and before use.
e) Check that the HFO transfer pump and DO transfer pump
When transferring HFO trace heating should be applied to the fuel lines and suction and discharge crossover line valves OF007F and
should be left on the transfer lines. Ensure that sufficient valves remain open OF051F are closed, also the settling tank suction valves OF017F
on the HFO line to prevent overpressurising due to an increase in temperature. and OF018F (spectacle blanks are fitted to these connections.)
The settling tanks are fitted with low level alarms which will indicate that
f) Start the HFO transfer pump. The pump must be selected for
a tank has reached the level where it must be replenished. The settling tank
in operation must be checked periodically and an estimate made of when a automatic cut out when the settling tank level reaches the level
changeover will be needed. switch.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 9 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room

To/From Manifold
OF531F
ZI ZI ZI
PM OF534 PM OF532
PM Setting
OF533 5.5 bar

VC
OF533F OF534F OF532

VC VC
LAHH LAHH OF534 LAHH OF532F LAHH LAHH
OF533
CB034 CB033 CB036 CB032 BD035
Setting
5.0 bar Upper Deck Upper Deck

Diesel Oil LS LIAHL Engine Room

BD040 LT OD
OD OD009F Service No.2 Heavy Marine OD
3 082F 011F
010F Tank (64.9 m ) Fuel Oil LIAHL Low Sulphur Gas Oil
Storage Tank BD046 From Heavy Fuel Oil
LIAHL Storage
BD045 Starboard Boiler HFO Storage Tank
LT Tank
(932.4 m3) Air (497.0 m3)
LT LIAHL (146.0 m3)
Separator
OD007F LIAHL BD042 No.2 Heavy OD351F
OD008F Chamber BD043 OD
No.2 Heavy No.1 Heavy Fuel Oil
LT 081F
Fuel Oil Settling Fuel Oil Settling Tank TIAH Storage Tank
LS LS LT MM189
Tank (264.1 m3) (198.1 m3) TIAH Port
Diesel Oil MM186 (1005.3 m3) LIAH
TIAH TIAH OF002F TI
Storage Tank LIAHL LIAHL FAH FAH BD039
MM183 MM182
(279.2 m3) LIAHL
BD048 OF OF BD047 MM170 MM169 TI To Emergency
056F
BD044
LT TI TI 054F LT TIAH Generator
MM187
Heavy OF
LT
Engine Marine
LT Fuel Oil Overflow
OD050F OF055F OF053F 027F Gas Oil
TI TIAH Tank (90.3 m3) Service Tank
Diesel Oil Service OF018F OF017F MM188
OF004F (2.11.3a)
Tank Outlet
OF OF022F OF003F TI
Marine Diesel Oil 001F
OF
CJC Filter 026F

OF021F OF023F OF024F

To Boiler Fuel
OF052F Oil Supply Pump

OD006F OF051F From Emergency Generator Engine Auto

OD005F OF050F Marine Gas Oil Service Tank Level Stop
Marine Gas Oil OD354F OD355F
PI PI
Transfer Pump
Auto MC MC Auto (3 m3/h x 3 bar) PI PI
Stop PP038 PP039 Stop
PI PI
Key
OD352F
Diesel Oil Engine Room
MC Remote Auto
Heavy Fuel Oil Transfer Pump Heavy Fuel Oil PP027 Stop Only
(15 m3/h x 4 bar) Transfer Pump
OD072F OF008F (100 m3/h x 5 bar)
Marine Diesel Oil
Inert Gas Generator Marine To Inert Gas
Gas Oil Supply Pump Generator
Electrical Signal OF006F
OF007F OF005F
PI
OD071F
Instrumentation LIAH
BD036
Fuel Oil Drain OD390F OD300F
Intermediate Position Tank (2 m3) TIAH MC
Control Valve MM184 PP033
To Sludge Pump
TI
OF025F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 10 of 15

g) Check that FO is being correctly transferred from the required
HFO bunker tank to the designated FO settling tank.
h) When the required amount of oil has been transferred, stop
the pump. Alternatively the pump can be allowed to stop
automatically when the tank high level switch is activated.
Note: The manually operated valves may remain open unless oil is to be
transferred from tanks other than the HFO bunker tanks.
Procedure for the Transfer of Heavy Fuel Oil using the Diesel
Oil Transfer Pump
a) Close the HFO transfer pump suction and discharge valves
OF050F and OF008F. Open the crossover suction valve OF007F
and the crossover discharge valve OF051F and change over the
spectacle blanks at each location so that they are open.
b) Close the DO transfer pump line suction valve from the DO
storage tank OD071F and line discharge valves to the DO
service tank OD006F.
c) Ensure that the diesel oil transfer pump discharge valve OD005F
is open and that the suction valve OD072F is open. The pump is
now set to take suction from the HFO system and discharge to
the HFO system.
d) Set the HFO tank system valves as in the previous procedure for
transferring HFO using the HFO transfer pump.
e) Start the DO transfer pump from the IAS graphic screen or
locally if required. Check that HFO is being transferred from
the required tank to the desired tank.
f) Stop the pump when the required quantity of HFO has been
transferred.
Note: This operation requires manual control as the automatic pump stop
only works with the FO transfer pump
g) Close all system valves, refit line blanks and lock the crossover
valves closed.
Methane Nile Eagle
CAUTION
Ensure that all FO is flushed out of the diesel oil transfer pump prior
to restoring it to gas oil service. This can be achieved by opening the
diesel oil suction and pumping for a limited period with a discharge to
the FO tanks open. Before starting the pump to transfer diesel oil, make
absolutely sure that all discharges to the FO system are securely closed.
Procedure for Transferring Heavy Fuel Oil from Port to
Starboard Storage Tanks, or Vice Versa
a) Open the HFO transfer pump suction valve OF008F and the
discharge valve OF050F.
b) Close the HFO settling tank filling valves OF054F and
OF056F.
c) Open the HFO bunker tank quick-closing valve and line
valve for the tank from which HFO is to be taken; OF001F
and OF021F for the starboard bunker tank and OF003F and
OF023F for the port bunker tank. Ensure that all other tank
suction valves are closed and spectacle blanks are in place.
d) Open the HFO transfer pump line suction valve from the HFO
storage tanks OF005F.
e) Open the bunker line valve from the HFO transfer pump
OF052F.
f) At the IAS bunker system graphic screen open the filling valve
for the HFO storage tank to which HFO is to be pumped. If
HFO is being taken from the port tank it will be pumped to the
starboard tank in which case valve OF533F must be opened;
if HFO is being taken from the starboard tank then it will be
pumped to the port tank and valve OF532F must be opened.
g) Confirm that the low sulphur filling valve OF534F and forward
bunker line valve OF512F are closed. Ensure that all manifold
valves are closed and blanks secure.
h) Check the quantity of HFO to be transferred and check that the
receiving tank has sufficient capacity.
i) Start the HFO transfer pump at the pump.
Machinery Operating Manual
Procedure for Transferring Heavy Fuel Oil from the Aft
Bunker Tanks to the Forward Fuel Oil Storage Tank
HFO may be transferred from the aft No.2 storage tanks to the forward No.1
FO storage tanks if required. The procedure is similar to that for transferring
HFO between the aft storage tanks as described in the previous procedure steps
a) to j) inclusive except for step f). Instead of opening the filling valves for
the aft storage tanks filling and line valves for the forward bunker tanks would
be opened. The deck line valve OF512F would be opened manually and at the
IAS screen for the forward storage tank valve OF501F would be opened and
valve OF511F confirmed as closed.
Procedure for Transferring Oil from the Low Sulphur Fuel Oil
Storage Tank to the Heavy Fuel Oil Settling Tanks
This procedure is the same as for transferring HFO from the HFO No.2 storage
tanks to the HFO settling tanks except for the line suction valves.
HFO storage tank quick closing and line suction valves must be closed
(OF001F and OF021F for No.2 starboard HFO storage tank and OF003F and
OF023F for No.2 port HFO storage tank) and the quick-closing suction valve
OF002F and line suction valve OF022F from the low sulphur HFO tank must
be open. The HFO transfer pump is started and the desired quantity of low
sulphur HFO transferred, as per the previous procedure.
Note: Fuel from the HFO overflow tank may be transferred to one of the
storage tanks or the settling tanks using the previously described procedures.
Valve settings would be identical save that the overflow tank suction valves
OF004F and OF024F would be opened and all other tank suction valves
closed. The previously described procedures then apply.
Note: Fuel from the FO drain tank may be transferred to one of the storage
tanks or the settling tanks using the previously described procedures. The line
valve OF005F must be closed and the FO drain tank suction valve OF006F
opened. The previously described procedures then apply. Care must be taken
not to transfer excessive water from the FO drain tank.

j) When the required quantity of HFO has been transferred stop

the pump and close all valves which have been opened, ensuring
no thermal pressurisation.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 11 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room

To/From Manifold
OF531F
ZI ZI ZI
PM OF534 PM OF532
PM Setting
OF533 5.5 bar

VC
OF533F OF534F OF532

VC VC
LAHH LAHH OF534 LAHH OF532F LAHH LAHH
OF533
CB034 CB033 CB036 CB032 BD035
Setting
5.0 bar Upper Deck Upper Deck

Diesel Oil LS LIAHL Engine Room

BD040 LT OD
OD OD009F Service No.2 Heavy Marine OD
3 082F 011F
010F Tank (64.9 m ) Fuel Oil LIAHL Low Sulphur Gas Oil
Storage Tank BD046 From Heavy Fuel Oil
LIAHL Storage
BD045 Starboard Boiler HFO Storage Tank
LT Tank
(932.4 m3) Air (497.0 m3)
LT LIAHL (146.0 m3)
Separator
OD007F LIAHL BD042 No.2 Heavy OD351F
OD008F Chamber BD043 OD
No.2 Heavy No.1 Heavy Fuel Oil
LT 081F
Fuel Oil Settling Fuel Oil Settling Tank TIAH Storage Tank
LS LS LT MM189
Tank (264.1 m3) (198.1 m3) TIAH Port
Diesel Oil MM186 (1005.3 m3) LIAH
TIAH TIAH OF002F TI
Storage Tank LIAHL LIAHL FAH FAH BD039
MM183 MM182
(279.2 m3) LIAHL
BD048 OF OF BD047 MM170 MM169 TI To Emergency
056F
BD044
LT TI TI 054F LT TIAH Generator
MM187
Heavy OF
LT
Engine Marine
LT Fuel Oil Overflow
OD050F OF055F OF053F 027F Gas Oil
TI TIAH Tank (90.3 m3) Service Tank
Diesel Oil Service OF018F OF017F MM188
OF004F (2.11.3a)
Tank Outlet
OF OF022F OF003F TI
Marine Diesel Oil 001F
OF
CJC Filter 026F

OF021F OF023F OF024F

To Boiler Fuel
OF052F Oil Supply Pump

OD006F OF051F From Emergency Generator Engine Auto

OD005F OF050F Marine Gas Oil Service Tank Level Stop
Marine Gas Oil OD354F OD355F
PI PI
Transfer Pump
Auto MC MC Auto (3 m3/h x 3 bar) PI PI
Stop PP038 PP039 Stop
PI PI
Key
OD352F
Diesel Oil Engine Room
MC Remote Auto
Heavy Fuel Oil Transfer Pump Heavy Fuel Oil PP027 Stop Only
(15 m3/h x 4 bar) Transfer Pump
OD072F OF008F (100 m3/h x 5 bar)
Marine Diesel Oil
Inert Gas Generator Marine To Inert Gas
Gas Oil Supply Pump Generator
Electrical Signal OF006F
OF007F OF005F
PI
OD071F
Instrumentation LIAH
BD036
Fuel Oil Drain OD390F OD300F
Intermediate Position Tank (2 m3) TIAH MC
Control Valve MM184 PP033
To Sludge Pump
TI
OF025F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 12 of 15

Diesel Oil System
Diesel oil (DO) for use on board the ship is stored in the one DO storage tank
located in the engine room. From the storage tank DO is transferred to the DO
service tank.
The diesel generator is normally supplied with DO from the service tank
although the engine can be supplied directly from the DO storage tank. The
emergency generator engine and the inert gas generator (IGG) use marine gas
oil (MGO) which is supplied from the gas oil storage tank located in the engine
room.
The DO transfer pump is located on the starboard side of the engine room
floor adjacent to the HFO transfer pump, and is used to transfer DO from the
storage tank to the service tank. The transfer pump can be started and stopped
remotely or locally. For local operation the control selector switch at the main
switchboard starter panel must be turned to the LOCAL position and the pump
may then be started and stopped by means of the local pushbuttons. There is
also a LOCK position at the local pushbuttons and a RUN position. When the
control selector is set to RUN and the starter panel switch set at IAS the DO
transfer pump may be started and stopped manually at the IAS graphic screen.
The display graphic indicates the operating status of the DO transfer pump.
The DO service tank is fitted with a level switch which switches off the DO
transfer pump when the maximum working level in the tank is reached. There
is also a long run alarm which is activated if the pump runs for longer than
100 minutes.
DO is pumped from the DO storage tank to the DO service tank and
subsequently the DO CJC filter using the DO transfer pump. The DO storage
tank is filled from a DO bunkering line with connections adjacent to the cargo
loading manifold on the port and starboard side of the ship at upper deck level.
There are two DO bunkering connections on each side of the ship. The DO
bunkering line is fitted with a relief valve set at a pressure of 5 bar and this
valve releases oil to the DO storage tank. The DO transfer pump is located in
the engine room and is used to transfer DO from the DO storage tank to the DO
service tank for the generator engine and boiler. It may also be used to pump
HFO in an emergency and the HFO transfer pump may also be used to pump
DO in an emergency.
The DO service tank overflows to the DO storage tank. The DO service tank is
fitted with high level switch for stopping the DO transfer pump.
Gas oil is loaded via the diesel oil bunker line. The gas oil storage tank and
diesel oil storage tank overflow to the HFO overflow tank. Gas oil is stored
in the gas oil storage tank and the gas oil transfer pump is used to pump to
the emergency generator gas oil service tank. The tank provides an automatic
stop for the gas oil transfer pump by means of a high level switch. The IGG
is supplied with gas oil directly from the gas oil storage tank by means of the
IGG gas oil supply pump.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Diesel Oil and Gas Oil System Tanks d) Open the selected DO storage tank inlet valve OD009F or the
gas oil storage tank inlet valve OD011F depending upon which
Compartment Capacities fuel is being loaded.
(S.G. 0.90)
Tank Volume 100% Weight 95% e) When all pipes and connections are checked, signal the shore
(m3) (Tons) station or bunker barge to commence pumping at the agreed low
DO storage tank 280.3 239.6 rate.
DO service tank 65.7 56.2
Gas oil storage tank 147.9 126.4 f) When it is confirmed that there are no leaks, signal to increase
the delivery rate to the agreed maximum.
Total 493.9 422.2
Emergency generator GO service tank 6.0 g) Open the sampling cock and begin taking a sample of the
Incinerator DO service tank 0.7 delivered DO or gas oil.
The outlet valves from the DO and MGO storage tanks and service tanks are h) When the storage tank is 90% full signal the shore station or
remote operated quick-closing valves with a collapsible bridge. Each tank is barge to reduce the delivery rate and when the tank is 95% full
also fitted with a self-closing test cock to test for the presence of water and signal to stop pumping. Levels and contents of the DO and
to drain any water present. Tundishes under the self-closing test cocks drain gas oil storage tanks may be seen from the aft FO storage and
any liquid to the primary bilge tank or fuel oil drain tank. All tanks, excluding transfer system IAS graphic screen.
the emergency DG MGO storage tank, incinerator DO tank and waste oil tank
are provided with level indication, plus remote level indication in the control i) Once the DO line has been cleared from the supplier and they
room. No.1 HFO storage tank, No.2 port and starboard HFO tanks, the low have signalled that it is safe to do so, close the manifold valve.
sulphur HFO tank and the DO storage tank have an overfill alarm set at 98%
capacity. The service tanks also have overfill alarms. j) Open the vent and allow the bunker hose and pipelines to
drain.
Procedure for Loading Diesel Oil and Gas Oil From a Shore k) Disconnect the hose and refit the blank.
Station or a Barge
l) Collect the DO or gas oil sample and have it sent for analysis.
The precautions and organisation for loading DO and gas oil should followed,
as described for HFO and the operators bunkering procedures must be strictly m) Check the quantity of fuel delivered to the storage tank, agree
adhered to. The DO and gas oil storage tanks checked to ensure that there is the delivery quantity with the supplier and sign the receipt.
sufficient capacity for the DO and gas oil to be loaded. Complete the Oil Record Book with details of the bunkering.
a) At the DO bunker connection to be used the bunker line blank
is removed and the bunkering hose connected. The joint should
be inspected and replaced as soon as it shows signs of damage.
b) A drip tray is arranged beneath the bunker pipe connection and
equipment organised to deal with any oil spill.
c) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure that the vent, drain
and sampling valves are closed. Open the DO bunker station
valve for the line to be used. These valves are OD501F (port/
forward), OD503F (port/aft), OD502F (starboard/forward) and
OD504F (starboard/aft).
IMO Number: 9321770 Section 2.6.1 - Page 13 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room

To/From Manifold
OF531F
ZI ZI ZI
PM OF534 PM OF532
PM Setting
OF533 5.5 bar

VC
OF533F OF534F OF532

VC VC
LAHH LAHH OF534 LAHH OF532F LAHH LAHH
OF533
CB034 CB033 CB036 CB032 BD035
Setting
5.0 bar Upper Deck Upper Deck

Diesel Oil LS LIAHL Engine Room

BD040 LT OD
OD OD009F Service No.2 Heavy Marine OD
3 082F 011F
010F Tank (64.9 m ) Fuel Oil LIAHL Low Sulphur Gas Oil
Storage Tank BD046 From Heavy Fuel Oil
LIAHL Storage
BD045 Starboard Boiler HFO Storage Tank
LT Tank
(932.4 m3) Air (497.0 m3)
LT LIAHL (146.0 m3)
Separator
OD007F LIAHL BD042 No.2 Heavy OD351F
OD008F Chamber BD043 OD
No.2 Heavy No.1 Heavy Fuel Oil
LT 081F
Fuel Oil Settling Fuel Oil Settling Tank TIAH Storage Tank
LS LS LT MM189
Tank (264.1 m3) (198.1 m3) TIAH Port
Diesel Oil MM186 (1005.3 m3) LIAH
TIAH TIAH OF002F TI
Storage Tank LIAHL LIAHL FAH FAH BD039
MM183 MM182
(279.2 m3) LIAHL
BD048 OF OF BD047 MM170 MM169 TI To Emergency
056F
BD044
LT TI TI 054F LT TIAH Generator
MM187
Heavy OF
LT
Engine Marine
LT Fuel Oil Overflow
OD050F OF055F OF053F 027F Gas Oil
TI TIAH Tank (90.3 m3) Service Tank
Diesel Oil Service OF018F OF017F MM188
OF004F (2.11.3a)
Tank Outlet
OF OF022F OF003F TI
Marine Diesel Oil 001F
OF
CJC Filter 026F

OF021F OF023F OF024F

To Boiler Fuel
OF052F Oil Supply Pump

OD006F OF051F From Emergency Generator Engine Auto

OD005F OF050F Marine Gas Oil Service Tank Level Stop
Marine Gas Oil OD354F OD355F
PI PI
Transfer Pump
Auto MC MC Auto (3 m3/h x 3 bar) PI PI
Stop PP038 PP039 Stop
PI PI
Key
OD352F
Diesel Oil Engine Room
MC Remote Auto
Heavy Fuel Oil Transfer Pump Heavy Fuel Oil PP027 Stop Only
(15 m3/h x 4 bar) Transfer Pump
OD072F OF008F (100 m3/h x 5 bar)
Marine Diesel Oil
Inert Gas Generator Marine To Inert Gas
Gas Oil Supply Pump Generator
Electrical Signal OF006F
OF007F OF005F
PI
OD071F
Instrumentation LIAH
BD036
Fuel Oil Drain OD390F OD300F
Intermediate Position Tank (2 m3) TIAH MC
Control Valve MM184 PP033
To Sludge Pump
TI
OF025F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 14 of 15
 Methane Nile Eagle Machinery Operating Manual
Procedure for the Transfer of Diesel Oil using the Diesel Oil Procedure for the Transfer of Diesel Oil using the Heavy Fuel
Transfer Pump Oil Transfer Pump

Diesel oil may be transferred to the DO service tank using the DO transfer Diesel oil may be transferred to the DO service tank using the HFO transfer
pump. The pump may also be used for transferring HFO in an emergency and pump. The procedure is similar to that for transferring DO using the DO transfer
the HFO pump may be used for transferring DO when the DO transfer pump pump except that the crossover valves between the two pumps, OF007F and
is inoperative. OF011F must be open together with the line spectacle blanks.

a) Check that there is sufficient DO in the DO storage tank and The HFO transfer pump suction valves OF005F from the HFO storage tanks
that the DO service tank which the DO is to be pumped has and OF006F from the FO drain tank must be closed. The discharge valves
sufficient capacity. OF052F, OF054F and OF056F must be also be closed.

b) Ensure that the crossover valves to the HFO transfer pump The transfer procedure is the same as for transfer using the DO transfer pump
OF007F and OF051F are closed and the spectacle blanks in except that the automatic stop facility will not work and so the pump must be
place. started and stopped manually.

c) Ensure that the DO transfer pump suction strainer is clean.

Alarms
d) Open the DO storage tank suction valve OD050F, the DO
transfer pump line suction valve OD071F and the DO transfer Tag Description Low High
pump suction valve OD072F. MM182 No.1 and 2 HFO settling tanks temperature 80°C
MM183
e) Open the DO transfer pump discharge valve OD005F and the MM186 No.2 HFO storage tanks (P and S) 60°C
line valve OD006F together with the DO service tank filling MM187 temperature
valve OD008F. MM184 FO drain tank temperature 60°C
MM188 HFO overflow tank temperature 60°C
f) Ensure the following valves are closed: OD007F, OD051F,
OD052F (normally locked closed) and OD053F. MM189 Low sulphur HFO tank temperature 60°C

Note: The system is normally set for pumping to the DO service tank; the
pump is set to IAS and AUTO operation, automatic operation being selected
at the IAS graphic screen. In automatic mode the pump will cut out when the
level of the DO service tank reaches the upper limit.

g) Start the DO transfer pump and check that DO is being pumped

to the DO service tank. When the desired quantity of DO has
been transferred stop the pump or allow the automatic stop
system to operate. Complete the Oil Record Book with details
of the oil transfer.

Note: The DO transfer pump may be used to pump DO into the DO bunker
line and from there ashore if required by opening valve OD007F and closing
the DO service tank filling valve OD008F. If pumping ashore, all precautions
for a bunkering operation described previously must be observed.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.1 - Page 15 of 15
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.2a Diesel Oil Filtering and Generator Engine Diesel Oil Service System
From Incinerator Diesel
Oil Service Tank

Diesel Oil
Service
Key Tank
(64.9 m3) Diesel Oil
OD090F Storage Tank
(279.2 m3)
Marine Diesel Oil
Fuel Oil
Pulse
Electrical Signal
Damper OD050F To Incinerator Diesel
Oil Service Tank
Instrumentation Connection For DO Purifying
(From DO Purifier)

Hand Operated
(Locked Shut)

Incinerator Marine Diesel

Oil Service Tank Level

OD056F OD057F
Auto
ZS
Stop

XA
MM086

OD067F Connection For DO Purifying PI Abnormal

Electric Heating (To No.2 LO Purifier Feed Pump)
Tracer Signal To Inhibit
PI
OD051F The Trip Of The
CJC Filter When
PIAL DPAH Electric
TI PI The Valve Is
Generator Engine DG014 DG016
OD053F Closed During
Incinerator MDO
Tank High Level

OD093F OD091F OD054F

OD061F

Marine Diesel Oil CJC Filter Unit

LAH LAH OD052F
DG023 DG024

LAH
DG022

To Fuel Oil Drain Tank To Boiler Fuel Oil Service To Diesel Oil Transfer Pump To Fuel Oil Drain

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.2 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
2.6.2 diesel oil filtering and Generator Engine e) Check the quantity of fuel transferred. Procedure for Operating the Generator Engine Diesel Oil
diesel Oil service System System
f) Valves may be left set unless the CJC filter is to be used for
The main diesel generator engine runs on DO which is supplied from the DO transferring DO from the DO storage tank to the DO service After ensuring that all other system valves are closed, the following procedure
service tank. DO flows from the service tank to the generator engine, passing tank. Complete the Oil Record Book with details of the oil should be adopted:
though a duplex filter on the way to the generator engine feed fuel pump. The transfer
supply line from the DO service tank to the generator engine is electrically a) Check that there is sufficient fuel in the DO service tank and
trace heated. Note: It is possible to draw from the DO service tank as well, by opening replenish if necessary using the procedure described in section
valve OD054F and closing valve OD053F. The DO service tank quick- 2.6.1.
The generator engine has its own engine driven fuel feed pump which maintains closing valve OD090F must also be open.
the engine’s fuel rail supplied with DO. The fuel feed pump supplies excess fuel b) Set the system valves as in the following table:
in order to ensure that the fuel rail, which supplies the fuel injection pumps, is
maintained under a slight pressure at all times. The excess fuel flows back to Procedure for the Transfer of Diesel Oil from the Diesel Oil
Position Description Valves
the DO service tank, together with the DO spill from the DO injectors. Storage Tank to the Diesel Oil Service Tank
Open DO service tank quick-closing outlet valve OD090F
Leakage from the generator engine fuel systems flows to the FO drain tank via Diesel oil can be transferred to the DO service tank from the DO storage tank Open Engine fuel filter inlet valve OD091F
the fuel leakage detectors. via the DO CJC filter unit. This unit has its own pump which has an automatic Open Engine fuel filter outlet valve OD093F
cut-out facility from a level switch in the incinerator MDO service tank which Open Engine fuel pump inlet/outlet valves (x2)
The DO service tank can also supply the boiler FO pumps should it be is inhibited by a limit switch on the incinerator discharge valve when the unit Closed Engine fuel pump bypass valve
necessary to operate the boilers on DO. is operating on the DO service tank.
Open Engine fuel return valve OD067F
The generator engine fuel supply system is manually set. a) Open the MDO CJC filter outlet valve to the DO service tank
c) Operate the generator engine as required and replenish the DO
OD056F and the inlet valve from the DO storage tank OD053F.
service tank when necessary.
ensuring valves OD057F, OD051F, OD052F (normally locked
Procedure for the Transfer of Diesel Oil from the Diesel Oil closed) and OD054F are closed.
Storage Tank to the Incinerator Diesel Oil Service Tank
b) Open the DO storage tank quick-closing outlet valve OD050F.
Diesel oil is transferred to the incinerator DO service tank from the DO storage
or service tanks via the DO CJC filter unit. c) After venting the unit, check that the filter valves are correctly
set (drain closed) and that the CJC filter is ready to start. The
This unit has its own pump which has an automatic cut-out facility from a level water seal in the CJC filter must be full of water, otherwise the
switch in the incinerator DO service tank. filter unit will not start.

a) Open the DO CJC filter outlet valve to the incinerator DO
service tank OD057F and the inlet valve from the DO storage
tank OD053F. Ensure the following valves are closed; OD054F,
OD052F (normally locked closed), OD051F, OD056F. Open
the inlet valve to the incinerator DO service tank OD058F.
b) Open the DO storage tank quick-closing outlet valve OD050F.
d) Start the CJC filter pump and transfer the desired quantity of oil
to the DO service tank. Stop the pump when the tank is full and
close the valves.
e) Check the quantity of fuel transferred and complete the Oil
Record Book with details of the oil transfer

c) After venting the unit, check that the filter valves are correctly
set (drain closed) and that the CJC filter is ready to start. The
water seal in the CJC filter must be full of water, otherwise the
filter unit will not start.

d) Start the CJC filter pump and transfer the desired quantity of oil
to the incinerator DO service tank. The pump will stop when the
tank is full.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.2 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.2b Gas Oil Transfer System Exhaust D - Deck
Gas Level Switch for
LAH
Marine Diesel MM172 INCINERATOR ROOM
Filling Connection Oil CJC Filter Unit
Automatic Stop BS109F
OF369F
MI
Emergency Wire Rope MM299 OD365F LI
Incinerator LS LAH BS211F
Generator OD058F LS TIAHL Incinerator Waste
Emergency Engine Marine Diesel
MM168
MM185 Oil Service Tank
Diesel Generator Gas Oil Oil Service LS (5 m3)
Room OD413F TS
Service Tank Tank LAL
PIAL TAH XA
(6.0 m3) LV016 LV015 LV005
Incinerator (0.5 m3) MM181 TS
(500,000kcal/h) OD350F OD OF351F
LO CFW Start TI
LAH Pressure Temp. Fail 412F OF350F
MM171 LS LAL
LS
OD382F MM179
LS
OD381F LAH PI
MM180
LS OF OF
412F 411F
OD380F OD352F Waste Oil Circulating
PI Sludge Pump Pump
B - Deck Automatic Stop

High Suction
LCH OD364F OD363F OF351F (40% of
PP027
Normal Level)
Marine Gas Oil
PI
Transfer Pump
Automatic Stop
OD371F OD372F OF367F

To Diesel Oil OF363F

Filling Station

OF366F
From Hydraulic Oil Tank for
Valve Remote Control
From Marine Diesel Oil CJC Filter Unit
LAHH Hydraulic Pump
To Diesel Oil Service Tank
BD035

Automatic
LIAHL Stop
LT OD354F OD355F To Bilge Primary Tank
BD040
Marine Gas Oil
Inert Gas Generator
Storage Tank From Control
(146.0 m3) OD351F To Separated Bilge Oil Tank
Air System
From General Service
PI PI From Sludge Pump
Air System (6.0 bar)
AR136F
PAL From Sewage Treatment Plant
OD356F Marine Gas Oil IG014
MC Transfer Pump PI TI
PP027 (3 m3/h x 3 bar) Main
PI PS PI Burner Key
Remote
Automatic Pilot Marine Gas Oil
Stop Only
Burner
Marine Diesel Oil
PI PI
From 8.0 bar Steam
PI Air
System
PS
Desuperheated Steam
OD390F OD300F
MC
PP033 Drain Inert Gas Generator Burner Electrical Signal

Inert Gas Generator Marine Gas Oil Supply Pump Instrumentation

To Engine Room Drain Cooler

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.2 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Procedure for the Transfer of Gas Oil from the Gas Oil Storage
Tank to the Emergency Generator Engine Gas Oil Service
Tank

Gas oil is transferred to the emergency generator engine gas oil service tank
from the gas oil storage tank via the gas oil transfer pump.

a) Open the quick-closing outlet valve from the gas oil storage tank
OD351F and the gas oil transfer pump suction valve OD356F.

b) Open the gas oil transfer pump outlet line valve to the emergency
generator engine gas oil storage tank OD355F and close the line
valve to the DO filling station OD354F.

c) Open the emergency generator engine gas oil service tank

filling valve OD382F.

d) Set the gas oil transfer pump to automatic operation and start
the pump. The pump will operate to transfer gas oil from the
gas oil storage tank to the emergency generator engine gas oil
service tank. The pump will stop automatically when the upper
level switch is activated. The emergency generator engine gas
oil tank overflows to the gas oil storage tank.

Incinerator and Inert Gas Generator Gas Oil Systems

These systems are described in their respective sections of the operating
manuals, section 2.6.4 of the machinery manual for the Incinerator and section
4.9 of the cargo manual for the Inert Gas Generator. They are included in the
above diagram for reference only.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.2 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.3a Boiler Fuel Oil Service System
To No.2 HFO Storage Tank Overflow Line
OF178F No.2 No.1
Heavy Fuel Oil Heavy Fuel Oil
Degassing Settling Tank Settling Tank
OF177F
VC (Return) (264.1 m3) (198.1 m3)
BP051
Purging Chamber OF103F OF102F OF101F OF100F
Purging Steam Purging Steam
Steam To ACC
Atomising ACC Fuel Oil Flow
Atomising Steam Atomising Steam
Steam Control Signal FI
I
Electric Air P BP005

Heating
Fuel Gas Fuel Gas Fuel Gas
Supply Supply Supply
OF167F CV131 OF163F OF161F For Performance
Fuel Oil Monitoring TIAH ZI
ZS BC1004
Accumulator MM033
DPI
No.3 No.1 No.2 OF168F CV132 OF165F OF105F
Drain Burner Drain Burner Drain Burner BV405-1 FI TT ZI
BC1004
Duel FO MM018 DPAH ZS
MM016
PI PIAL PIAL PI
PI BS016 OF106F
ZI ZI ZI ZI BP027 BP009 ZI ZI
BP1149 BP1091
BV404 BS015 ZI BP1145 BP1063
BV404 Fuel Oil Low BP1147 BP1077
BV404 TIAHL OF171F ZI ZI
Pressure Trip BP005 BP1137 BP1138
BV404 BP1127 BV404 BV404 OF109F OF108F OD
ZI ZI BV405-2 Drain ZI ZI BV405-2 PSH PSH PI ZI ZI BV405-2 For Low TI ZS
062F
BP1150 BP1092 ZI BP1146 BP1064 BGB BGB BGB BP1148 BP1078 ZI
BP1160 BV406 Trip (BGB)
FO Duel BC1004
OF ZI ZI ZI ZI PS PS PT ZI ZI TI TS TT
PT PT OF111F OF110F
173F BP1143 BP1093 BV401 BV415 BP1141 BP1065 BV401 BP1142 BP1079 BV401 PIAL
To BGB
XA XA Auto MC MC OF153F
PORT BOILER BURNERS Automatic PP021 PP022 PP021 PP022
CH-VR
Combustion VC
OF Control DPI BGB CV031
174F PI PT PI PI PS
ACC
TIAHL
BC012
DPIAH OF152F
MM017
P
I
FAH TT TI
BP017 OF112F OF150F
No.1
To Separated Bilge Oil Tank
FAH PI PI PS Control OF154F
BS017 Air

BC067 To Boiler FO From Diesel Oil

OF Heater Temperature OF113F OF151F Storage Tanks (See
176F Control Valves No.2 Illustration 2.6.2a)
TIC
IAS Boiler Fuel Oil Supply From Low Sulphur
STARBOARD BOILER BURNERS ZI ZI
Pumps (13 m3/h x 30 bar) Heavy Fuel Oil
BS1137 BS1138 Storage Tank
OF ZI ZI
BV401 BV415 ZI ZI BV401 ZI ZI BV401
BS1143 BS1093 PT PT ZI BS1141 BS1065 BS1142 BS1079 PI Key
175F BS1127 PS PS PT TI TS TT
FO Duel
ZI ZI BV406 ZI ZI PSH PSH PI ZI ZI For Low BV405-1
ZI
To ACC No.1 LNG Gas
BS1150 BS1092 BV405-2 BS1160 Drain BS1146 BS1064 BV405-2 BGB BGB BGB BS1148 BS1078 BV405-2 Trip
BV404 BV404 BV404 VC
ZI ZI PI ZI ZI Fuel Oil Low ZI ZI TIAHL BS051
ACC Fuel Oil Flow TI Desuperheated
BV404 BS005 TI
BS1149 BS1091 BS015 BS1145 BS1063 BV404 Pressure Trip PIAL PIAL BS1147 BS1077 BV404 Control Signal Steam
BS027 BS027 I FI
PI Duel FO Air P BS005
BS016 OF OF Heavy Fuel Oil
No.3 PI 155F TT
Drain Drain No.1 Drain No.2 157F
Burner Burner Burner Marine Diesel
Fuel Oil OF169F CV231 OF164F OF162F OF OF OF Oil
158F 159F 156F
Accumulator
Air
Fuel Gas Fuel Gas Fuel OF170F CV232 OF166F TI TI
Supply Supply Gas Electrical Signal
Electric Supply
Heating No.2
Instrumentation
Atomising OF172F
Atomising Steam Atomising Steam PI Hand Operated
Steam
Boiler Fuel (Locked Shut)
Purging
Purging Steam Purging Steam Oil Heaters
Steam To Fuel Oil Drain Tank To Fuel Oil Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 1 of 10

2.6.3 Boiler Fuel Oil and Fuel Gas service
Systems
Boiler Fuel Oil Supply Pumps
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Horizontal screw
Model: MSES-15XA-FC
Capacity: 13 m3/h at 29.5 bar
Rating: 440 V, 30 kW at 1800 rpm
Introduction
The boilers can operate on liquid fuel oil and gaseous fuel from cargo tank
boil-off. The quantity of gaseous fuel used depends upon the cargo tank boil-
off rate and so heavy fuel oil (HFO) will always be available to supplement
the gas. Depending on operating circumstances it may be necessary to operate
on 100% HFO at times.
Details of the burner management system have been described in section 3.3.3
of this manual.
There are two boilers and each is fitted with three burners. These burners can
operate either on HFO, dual fuel or boil-off gas. Each of the boilers can be
treated as a separate item in terms of fuel supply with one operating on gaseous
fuel and the other on HFO if required.
The Fuel Oil System
HFO is taken from the settling tanks or the low sulphur HFO tank. DO can also
be drawn from the DO service tank. There are two boiler HFO supply pumps
which are on a duty/standby selection. The pumps can be operated locally from
the starters next to the pumps or from the ECR/IAS system operator station.
The pumps can be selected for local or remote operation by turning the switch
at the main switchboard is set to IAS.
Note: When the switch at the pump starter has been switched to the LOCK
position, the pump can not be started from the local panel or the IAS control
mimic.
For local operation a pump is started and stopped by means of the local START
and STOP pushbuttons. A pump can be selected for remote control operation
via the IAS screen by turning the main switchboard panel switch to IAS. The
pump may now be operated in manual or automatic mode. When selected for
automatic operation the pump will act as the standby pump cutting in if the
duty pump fails or cannot maintain the desired pressure.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
A pump can only be selected for standby duty if the following conditions Procedure for Preparing the Boiler Fuel Oil System for
exist: Operation from Cold
• The other (duty) pump is already running
The description assumes that the boiler is being flashed up from cold and that
• Both pumps are switched to NOR mode fuel is being taken from the diesel oil service tank. It is assumed that the boiler
• The pump is in IAS mode has been shut down with DO in the fuel lines. To operate on DO, the spectacle
blank in the supply line after valve OD062F must be in the open position.
• The pump has not been tripped
Normally this is not necessary if steam is available to heat the system but if
The operation of the IAS control system is given in more detail in section 3.2
the boiler plant is to be totally shut down and no steam is available a boiler
of this manual.
must be flashed up from cold using DO. In order to ensure that DO can flow
readily through the fuel oil lines the boiler fuel lines must be purged of HFO
HFO is taken from the operating HFO settling tank and flows to the boiler FO
by circulating DO before the boiler is shut down.
supply pump suction via a duplex filter and flow meter. The boiler FO supply
pumps also take suction from the FO degassing chamber as the pumps operate
a) Check the quantity of DO in the DO service tank and replenish
at a constant pressure discharge using a recirculating PCV to maintain this, the
if necessary.
excess FO being returned to the FO degassing chamber and hence back into
the pump suction.
b) Ensure that all instrument and control valves are open and
operational and that instruments are reading correctly.
The boiler FO supply pumps force the HFO through one of the two steam
heated FO heaters and a hot duplex discharge filter. There are two steam
c) Ensure that there is control air available at pressure regulating
valves of different size working in a split range configuration. A temperature
valves.
transmitter located after the hot discharge filter regulates the steam supply to
the FO heaters in order to maintain the desired HFO temperature of 112°C
d) Set the manually operated valves as shown in the following
thus viscosity. A 4-20 mA signal to the ABU hardware unit is split into two
table:
outputs, where on signal of 4-12 mA works on the smaller valve, CV033, and
the second signal of 12-20 mA works on the larger valve CV032. The piston
valve BV432 will open when the ABU unit output is greater than 60% and Position Description Valve
close when the output is smaller than 40%. Closed No.1 HFO settling tank high/low quick-closing valve OF101F
OF102F
From the FO chamber which accommodates the temperature transmitter the Closed No.2 HFO settling tank high/low quick-closing valve OF103F
heated HFO is delivered to the boiler FO manifolds. The two boilers have OF104F
separate supply manifolds and each has its own pressure regulating valves and Closed Line valve from HFO settling tanks OF105F
flow meter. There is a main pressure control valve and a minimum pressure
Closed Low sulphur HFO tank quick-closing valve OF002F
keep valve per boiler. The main pressure regulating valve is controlled from
the Automatic Combustion Control (ACC) system. Closed Line valve from low sulphur HFO tank OF106F
Open DO service tank quick-closing outlet valve OD090F
A fuel oil recirculating line is also provided at the end of each boiler fuel Open Line valves from the DO service tank OD061F
manifold to allow for warming through of the fuel system. Each burner has a OD062F
three-way valve which diverts HFO into the return manifold when the boiler Open GS air to the fuel atomising system AR101F
fuel system is on standby when gas only burning or the boiler is stopped/shut Open GS air supply line valve ST091F
down.
Closed Atomising steam master valve ST060F
Note: The valves OD062F, OD106F and OD105F are fitted with limit
switches to trip the boilers if burning MDO whilst using atomising steam.
The BGB has its own fuel oil temperature bypass switch.
IMO Number: 9321770 Section 2.6.3 - Page 2 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.3a Boiler Fuel Oil Service System
To No.2 HFO Storage Tank Overflow Line
OF178F No.2 No.1
Heavy Fuel Oil Heavy Fuel Oil
Degassing Settling Tank Settling Tank
OF177F
VC (Return) (264.1 m3) (198.1 m3)
BP051
Purging Chamber OF103F OF102F OF101F OF100F
Purging Steam Purging Steam
Steam To ACC
Atomising ACC Fuel Oil Flow
Atomising Steam Atomising Steam
Steam Control Signal FI
I
Electric Air P BP005

Heating
Fuel Gas Fuel Gas Fuel Gas
Supply Supply Supply
OF167F CV131 OF163F OF161F For Performance
Fuel Oil Monitoring TIAH ZI
ZS BC1004
Accumulator MM033
DPI
No.3 No.1 No.2 OF168F CV132 OF165F OF105F
Drain Burner Drain Burner Drain Burner BV405-1 FI TT ZI
BC1004
Duel FO MM018 DPAH ZS
MM016
PI PIAL PIAL PI
PI BS016 OF106F
ZI ZI ZI ZI BP027 BP009 ZI ZI
BP1149 BP1091
BV404 BS015 ZI BP1145 BP1063
BV404 Fuel Oil Low BP1147 BP1077
BV404 TIAHL OF171F ZI ZI
Pressure Trip BP005 BP1137 BP1138
BV404 BP1127 BV404 BV404 OF109F OF108F OD
ZI ZI BV405-2 Drain ZI ZI BV405-2 PSH PSH PI ZI ZI BV405-2 For Low TI ZS
062F
BP1150 BP1092 ZI BP1146 BP1064 BGB BGB BGB BP1148 BP1078 ZI
BP1160 BV406 Trip (BGB)
FO Duel BC1004
OF ZI ZI ZI ZI PS PS PT ZI ZI TI TS TT
PT PT OF111F OF110F
173F BP1143 BP1093 BV401 BV415 BP1141 BP1065 BV401 BP1142 BP1079 BV401 PIAL
To BGB
XA XA Auto MC MC OF153F
PORT BOILER BURNERS Automatic PP021 PP022 PP021 PP022
CH-VR
Combustion VC
OF Control DPI BGB CV031
174F PI PT PI PI PS
ACC
TIAHL
BC012
DPIAH OF152F
MM017
P
I
FAH TT TI
BP017 OF112F OF150F
No.1
To Separated Bilge Oil Tank
FAH PI PI PS Control OF154F
BS017 Air

BC067 To Boiler FO From Diesel Oil

OF Heater Temperature OF113F OF151F Storage Tanks (See
176F Control Valves No.2 Illustration 2.6.2a)
TIC
IAS Boiler Fuel Oil Supply From Low Sulphur
STARBOARD BOILER BURNERS ZI ZI
Pumps (13 m3/h x 30 bar) Heavy Fuel Oil
BS1137 BS1138 Storage Tank
OF ZI ZI
BV401 BV415 ZI ZI BV401 ZI ZI BV401
BS1143 BS1093 PT PT ZI BS1141 BS1065 BS1142 BS1079 PI Key
175F BS1127 PS PS PT TI TS TT
FO Duel
ZI ZI BV406 ZI ZI PSH PSH PI ZI ZI For Low BV405-1
ZI
To ACC No.1 LNG Gas
BS1150 BS1092 BV405-2 BS1160 Drain BS1146 BS1064 BV405-2 BGB BGB BGB BS1148 BS1078 BV405-2 Trip
BV404 BV404 BV404 VC
ZI ZI PI ZI ZI Fuel Oil Low ZI ZI TIAHL BS051
ACC Fuel Oil Flow TI Desuperheated
BV404 BS005 TI
BS1149 BS1091 BS015 BS1145 BS1063 BV404 Pressure Trip PIAL PIAL BS1147 BS1077 BV404 Control Signal Steam
BS027 BS027 I FI
PI Duel FO Air P BS005
BS016 OF OF Heavy Fuel Oil
No.3 PI 155F TT
Drain Drain No.1 Drain No.2 157F
Burner Burner Burner Marine Diesel
Fuel Oil OF169F CV231 OF164F OF162F OF OF OF Oil
158F 159F 156F
Accumulator
Air
Fuel Gas Fuel Gas Fuel OF170F CV232 OF166F TI TI
Supply Supply Gas Electrical Signal
Electric Supply
Heating No.2
Instrumentation
Atomising OF172F
Atomising Steam Atomising Steam PI Hand Operated
Steam
Boiler Fuel (Locked Shut)
Purging
Purging Steam Purging Steam Oil Heaters
Steam To Fuel Oil Drain Tank To Fuel Oil Drain Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 3 of 10
 Methane Nile Eagle Machinery Operating Manual
No.2 (Starboard) Boiler Alarms
Position Description Valve
Open Flow meter inlet valve OF109F Position Description Valves Tag Description High Alarm
Open Flow meter outlet valve OF108F Open Starboard boiler cold start valve OF172F MM017 Fuel oil heater outlet strainer differential pressure 0.80 bar
Closed Flow meter bypass valve OF110F Open Starboard boiler FO flow meter inlet valve OF162F PP021 No.1 boiler FO supply pump pressure control 26 bar
Open Constant pressure control valve outlet valve OF153F Open Starboard boiler FO flow meter outlet valve OF164F PP022 No.2 boiler FO supply pump pressure control 26 bar
Open Constant pressure control valve inlet valve OF152F Open Starboard boiler FO flow meter bypass valve OF166F
Closed Constant pressure control valve bypass valve OF154F Operational Pressure control valve CV231
Procedure for Changing the Boiler Fuel Oil Supply System
Open No.1 boiler FO pump suction valve OF112F Open Pressure control valve outlet valve OF169F
from Diesel Oil to Heavy Fuel Oil
Open No.1 boiler FO pump discharge valve OF150F Open Minimum pressure keep valve outlet valve OF170F
Open No.2 boiler FO pump suction valve OF113F Open Inlet valve to No.1 burner BV401 The description assumes that No.1 HFO settling tank will be in use:
Open No.2 boiler FO pump discharge valve OF151F Open Inlet valve to No.2 burner BV401
Open Inlet valve to No.3 burner BV401 a) When the desired pressure is achieved burning diesel oil,
Open No.1 boiler FO heater inlet valve OF155F
change over to HFO once DO has been recirculated and the
Open No.1 boiler FO heater outlet valve OF157F Open Return line valve OF176F
fuel oil temperature has reached a minimum of about 70°C in
Open No.2 boiler FO heater inlet valve OF156F Open Burner bypass return valve OF175F the settling tank.
Open No.2 boiler FO heater outlet valve OF158F
Open Boiler FO heater bypass valve OF159F e) Select both boiler FO pumps for IA at the main switcboard. b) Change the system valves as in the following table. Most valves
will remain in the same position as given in the procedure for
Open Inlet valve to degassing chamber OF177F
f) At the IAS boiler fuel system graphic, set both pumps to AUTO raising steam from cold and so only valve changes are listed:
Closed Return valve to No.2 HFO settling tank OF178F and select the desired pump as the DUTY 1 pump. This pump
(locked) will start and the other will act as the standby. DO from the
Position Description Valve
DO service tank will be circulated around the system and
recirculated back to the pump suction via the return chamber. Open No.1 HFO settling tank quick-closing low outlet valve OF101F
No.1 (Port) Boiler
The standby pump and will cut in automatically should the duty Open Line suction valve from HFO tanks OF105F
Position Description Valves pump fail to maintain the desired fuel system pressure. Closed Line suction from DO service tank OD062F
Open Port boiler cold start valve OF171F
Open Port boiler FO flow meter inlet valve OF161F Once circulation of DO is confirmed, the following valves should be closed for Note: The high outlet valve OF100F would normally only be used during
Open Port boiler FO flow meter outlet valve OF163F actually flashing the boiler: OF171F, OF172F, OF165F, OF166F, OF173F and rough weather.
OF175F. The temperature of the fuel should be raised slightly if the intention
Open Port boiler FO flow meter bypass valve OF165F
is to change to HFO firing shortly. c) Supply steam to the boiler FO pump trace heating system and
Operational Pressure control valve CV131
Open Pressure control valve outlet valve OF167F to the boiler FO heaters, if not already in use. Ensure that the
When the boiler control system is actuated in order to commence firing on DO viscotherm is operational and has control of the steam supply
Open Minimum pressure keep valve outlet valve OF168F the controlled valves in the FO supply pipes will open and DO will flow to the valves.
Open Inlet valve to No.1 burner BV401 burner supply line allowing the boiler to be flashed. The recirculation valves
Open Inlet valve to No.2 burner BV401 will be opened in order to allow the release of excess fuel and this will flow d) The boiler may be flashed up on HFO. Atomising air must
back to the return chamber. be used initially in order to ensure that all diesel oil has been
Open Inlet valve to No.3 burner BV401
Open Return line valve OF174F burned. The change to atomising steam can be made when only
Operation of the burner control system is described in section 3.3.3. HFO is reaching the burners.
Open Burner bypass return valve OF173F Manufacturer’s instructions regarding the procedure for raising steam from
cold must be followed precisely. When the boiler has raised steam to sufficient
pressure using DO, heating steam will be available for tank heating, trace Note: When gas burning commences the burning of fuel oil is reduced and
heating and for the boiler FO heaters. Heavy fuel oil in the settling and bunker may be shut off completely if sufficient gas is available. In the event of loss
tanks must be heated to the correct temperature to allow for pumping. of gas during dual firing or 100% gas firing there is automatic changeover to
oil firing. For this reason the HFO system must be kept warmed through.
WARNING
Once satisfied with HFO operation, the remaining DO supply valves may be
When using diesel oil as the fuel, only atomising air must be used. closed and the spectacle flange at valve OD062F replaced as required. The
system will need to be temporarily stopped to move this blank.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 4 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.3b Boiler Burner Atomising Steam System Key From Desuperheated
Steam Service
PORT BOILER BURNERS Desuperheated Steam (16 bar)

Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil

Circulation Circulation Circulation LNG Gas

Heavy Fuel Oil

ZS ZS ZS
From General
ZS ZS ZS Service Air Line
Air
9 bar
BV407 Fuel Gas BV407 Fuel Gas BV407 Fuel Gas (2.9.2a)
ZI No.3 Supply ZI No.1 Supply ZI No.2 Supply Electrical Signal
BV414 BV414 BV414
BP1156 Burner BP1154 Burner BP1155 Burner
From Automatic
Instrumentation
ZI ZI ZI Combustion
BP1094 BP1065 BP1080
Control
PIAL ZI ZI
PIAHL To ACC VC BC015 BC1010 BC1011
BP010 BGB
PI
ZI ZI BP012 ZI
BP1159 ZS BP1157 ZS BP1158 ZS ST091F AR101F
I
BV408 PI BV408 PAL BV408 P Control Air Steam
ZS BGB
PT ZS BP133 PS PT ZS TI PI PT
ZI ZI ZI Separator ZI ZI
BP1095 BV410 BV409 BP1067 BV410 BV409 BP1081 BV410 BC1006 BC1008
AR103F
BV409
BV417 CV112 BV417 ST061F ST060F

BV418 Deck
PI ST063F ST065F
ST071F CV113 BV419
ST083F ST085F
ST066F
From Auxiliary Steam Service
ST075F ST077F ST072F (6.0 bar)
ST086F Ball Float Type

ST078F
From ACC
VC
ST090F Ball Float Type BGB
ST082F

ST074F I
Control Air
ST079F ST081F P

PI
ST087F ST089F
ST073F CV213 BV419 Steam
Separator
Burner
BV409 Cleaning Device
ZI
BV410 ZI
BV410 ZI BV417 CV212 BV417 ST062F
BS1095 BV409 BS1067 BV409 BS1181 BV410
PI PAL
ZS PT ZS PS PT ZS TI
ZI
BV408 BGB
ZI BV408 BGB
Z BV408
BS1159 ZS BS1157 ZS BS1158 ZS BV418
PI ST067F ST069F
BGB
PIAHL
BS010
To ACC ST070F
ZI ZI ZI
BS1194 BS1154 BS1155

ZI No.3 ZI No.1 ZI No.2

BS1156 BV414 Burner Fuel Gas BS1066 BV414 Burner Fuel Gas BS1080 BV414 Burner Fuel Gas
Supply Supply Supply

ZS BV407 ZS BV407 ZS BV407

ZS ZS ZS To Atmospheric Drain Tank

Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil

Circulation Circulation Circulation
To Bilge Primary Tank To Bilge Primary Tank
STARBOARD BOILER BURNERS

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 5 of 10

Changeover from Heavy Fuel Oil to Diesel Oil Operation
In the event of the vessel being in port for a prolonged period with the steam
system shut down it will be necessary to change the boiler fuel system over
from HFO to DO operation to ensure that all of the fuel pipes contain only DO
which can be readily pumped. The procedure for changing essentially means
removing all HFO from the pipework and replacing it with DO. This is better
done whilst the boilers are still being fired as then it is simply a case of burning
off the HFO in the lines and replacing it with DO.
Procedure for Changing from Heavy Fuel Oil Firing to Diesel
Oil Firing whilst the Boilers are still Operating
a) Ensure that there is sufficient diesel oil in the DO service
tank for the operation of the generator engine and the boiler.
If necessary replenish the DO service tank. Ensure that the
spectacle flange after DO line valve OD062F is in the correct
position. The fuel system may need to be stopped temporarily
whilst this blank is moved.
b) Slowly change the atomising system from steam atomising
to air atomising by closing valve ST060F and opening valves
ST091F and AR101F to allow the controller time to adjust.
c) Open the DO tank quick-closing suction valve OD090F if not
already open and then open the DO supply line valve OD061F.
d) Slowly open the boiler system DO supply valve OD062F whilst
at the same time closing the HFO supply valve OF105F.
e) Reduce the set point of the FO heaters’ fuel outlet temperature
to reflect the DO now being used. Watch the fuel temperature
carefully and be prepared to shut the steam supply off manually
if the DO starts to overheat.
f) Heavy fuel in the boiler burner supply system will gradually be
used whilst firing the boilers and this will be replaced by diesel
oil. Keep a check on the system temperature to ensure that the
temperature does not fall too quickly whilst there is still HFO
in the pipelines. Both boiler FO service pumps will have to be
operated during this procedure in order to ensure that the HFO
is replaced in all parts of the system. All burners should also be
operated in order to ensure that there is DO in all of the burner
lines.
g) When the HFO has been completely replaced by DO in the
burners the steam should be shut off the heaters along with the
trace heating. The burners may then be shut down when the
boilers are not required.
Issue: Final Draft - October 2007
Methane Nile Eagle
Procedure for Changing from Heavy Fuel Oil Firing to Diesel
Oil Firing after the Boilers have been Shut Down
If a boiler has been shut down the fuel system may be purged of HFO by
pumping DO in and forcing the HFO out. Steam should still be available for
trace heating and the FO heaters so that the HFO viscosity is low enough to
allow for pumping. Ideally the change to DO should be made when a boiler is
still operating but for emergency reasons a change whilst out of service might
be required.
a) Ensure that there is sufficient DO in the diesel oil service tank
for the operation of the generator engines and the boiler. If
necessary replenish the diesel oil service tank. Ensure that the
spectacle flange after DO line valve OD062F is in the correct
position.
b) Open the DO supply valve OD061F; it is assumed that the DO
service tank quick-closing valve OD090F is already open.
c) Open the supply inlet valve from the DO service tank OD062F
and close the HFO supply valve OF105F. Ensure that the boiler
manual recirculating valves OF173F, OF174F, OF175F and
OF176F are open.
d) Unlock and open No.2 HFO settling tank return inlet valve
OF178F and close the return chamber inlet valve OF177F.
Before the procedure is commenced a check must be made to
ensure that No.2 HFO settling tank has sufficient capacity to
receive the HFO displaced from the pipe system.
e) Manually start one of the boiler FO service pumps either from
the local position or the IAS screen. Allow the pump to operate
and draw DO from the DO oil service tank.
f) When the pump and its inlet and outlet lines are completely
filled with DO, stop the pump and start the other pump.
g) Ensure that the trace heating and steam supply to the FO heaters
is isolated; turn off the viscorator.
h) Allow the second pump to operate and pump DO into the
system. The DO will displace the HFO which will flow to No.2
HFO settling tank.
i) Only leave the boiler FO service pump operating long enough
to displace all HFO from the system to the HFO settling tank. If
the pump is left running for a prolonged period large quantities
of diesel oil will be pumped to No.2 HFO settling tank.
IMO Number: 9321770
Machinery Operating Manual
j) Stop the pump when all of the HFO has been displaced to No.2
HFO settling tank; a reasonable guide to this is when the return
pipe to the HFO settling tank falls in temperature indicating that
cold diesel oil is flowing.
k) Close all system valves and shut off all power to pumps, etc.
Some HFO will be left in the branch pipes to the burners but this cannot be
removed by a circulation system. Only a change to gas oil whilst the burners
are in service will ensure that the entire fuel system is filled with gas oil.
The Boil-Off Gas System
The boil-off gas supply system to the engine room is shown on the IAS cargo
boil off graphic screen. Gas from the tanks has to be compressed before being
supplied to the boiler burner system and two low duty compressors are fitted
for this purpose. If the gas header pressure is sufficiently high the gas will flow
freely, bypassing the compressor. Before burning gas the extraction fan above
the boiler hood must be operating.
Observe all company regulations regarding operation of the boilers using
gas. Ensure that gas is available and check that the gas supply system is
operational.
Check that all control and safety devices are operational and that all instruments
are functioning correctly.
The burners can either be on dual burning, with both the fuel oil and fuel gas
burners in use, or only the fuel gas burners in use. For the burners to be on fuel
gas only the following conditions must apply:
• Main turbine must be in Full Away condition (1 -at “Sea Normal
Mode” above 45 RPM or 2 -at “Sea Manoeuvring Mode” above
56 RPM)
• The steam dump system must be on automatic and closed
• Request from the gas engineer to go on boil-off gas
• Dual fuel mode active
• LD compressor is running
The gas compressors may be selected for operation from the IAS screen and
one will normally be operating with the other isolated. The low duty gas
compressors are set up by the gas engineer, see Cargo Manual section 4.4.2
LD Compressor. Once set up, the compressor can be started from the ECR IAS
screen above if the command is transferred to the engine room.
Section 2.6.3 - Page 6 of 10
 Methane Nile Eagle Machinery Operating Manual
Terminated at Safe
Illustration 2.6.3c Boiler Fuel Gas Service System MC VC Auto Gas
Area Outside of
MF002 MF001 CH-VR Detector Key
Engine Room
LNG Gas

No.2 No.1 LNG Gas/Nitrogen Vent

Weather Part VA403F VA402F
Upper Deck Level Desuperheated Steam

From Boil-Off VA401F Extraction Fans VA400F Heavy Fuel Oil

To Gas Gas Main for Boil-Off Gas
Vent Area Duct Nitrogen
Purging (4000 m3/h
Engine
Line at 40 mmAq)
Room
Air

Electrical Signal
PI PIAHL
BGB BC029 PT Instrumentation
ZI ZI ZI ZI
Master Fuel Gas Valve BC1016 BC1017 Low BC1014 BC1015

Drain Temp. TAL Drain

Trip BGB
TS
CG930
BV430 BV430

ZI ZI ZI ZI ZI ZI
BC1012 BC1013 BV420 BS1118 BS1058 BC1118 BC1058 BV420
ZI ZI ZI ZI
Atomising Purging BV426 BS1165 BS1052 BP1057 BP1162
Purging Atomising
ZI ZI ZI ZI
BS1162 BS1057 BP1162 BP1057
Fuel Oil Steam BV BV Steam Fuel Oil
Circulation No.2 Burner ZI ZI 427 427 ZI ZI No.2 Burner Circulation
BS1134 BS1074 BP1134 BP1074
ZI ZI ACC ZI ZI
BV428 CV BS001 BS002 BP001 BP002 CV BV428
221F I I 121
P P
Drain Drain
BV BV BV422 PT PT BV422 BV BV
424 423 ZI ZI ACC PI PI ACC ZI ZI 423 424
BS1133 BS1073
PT BGB BGB
PT BP1133 BP1073

ACC TI Control TI ACC

ZI ZI TT TT ZI ZI
BS1164 BS1068 BGB Air BGB BP1164 BP1068

Atomising Purging ZI ZI
TT
TIAHL TIAHL
TT
ZI ZI Purging Atomising
BS1132 BS1060 BS019 BP019 BP1132 BP1060
Steam BV428 BV428 Steam
Fuel Oil DPIAHL
BGB
DPIAHL
BGB
Fuel Oil
Circulation No.1 Burner DPT DPT No.1 Burner Circulation
BV422 BV425 To Burner Control BV425 BV422
BV BV BV BV
Box (High/Low Trip)
424 423 ZI ZI DPT DPT ZI ZI 423 424
Drain BS1131 BS1058 BP1131 BP1059 Drain
Pressure Signal
ZI ZI DPIAHL PI from Furnace PI DPIAHL
BS1166 BS1096 ZI ZI
BS056 BGB BGB BP056 BP1166 BP1096

ZI ZI FI FI ZI ZI
BS1136 BS1088 DPT DPT BP1136 BP1058
BGB BGB
BV428 BV428
ZI ZI
ACC BS1055 BP1055 ACC
Atomising Purging BV431 DPT
Purging Atomising
DPT
ZI ZI BV431
Fuel Oil Steam BV BV BV422 BV425 BV425 BV422 BV BV Steam
BS118 BP1163 Fuel Oil
Circulation No.3 Burner 424 423 ZI ZI ZI ZI 423 424 No.3 Burner Circulation
BS1135 BS1087 BP1135 BP1057
CN042F
ZI
BC1020
No.2 (STARBOARD) BOILER BURNERS No.1 (PORT) BOILER BURNERS
PAL PS ZS
Master Gas Line Purging BC073 PS BGB
From Nitrogen Service System
CN041F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 7 of 10

Gas Management System Controllers
General Description
The Gas Management System (GMS) controllers manage the quantity of boil-
off gas (as fuel gas) to the main boilers in the following operating modes:
• Boiler Automatic Combustion Control (Boiler ACC)
• Dual fuel constant flow
• Dual fuel constant vapour header pressure
• Fuel gas constant vapour header pressure
by control of the following:
• Main boilers fuel gas (FG) control valves opening
• LD compressors guide vanes position and motor speed
• Forcing vaporiser outlet gas flow rates and temperature
In addition to the above modes, there are also two controllers providing
protection against high and low cargo tank pressures.
Boiler ACC Controller
This controller is used to control the speed and inlet guide vane position of
the selected LD compressor to maintain the main boiler FG valves at 70%
open. The controller indirectly supplies the correct FG quantity to maintain the
boilers at the steam pressure set point. This function can be used in dual fuel
mode and must be used in FG only mode. When operating in FG only mode,
the boiler ACC controller is used in conjunction with the FG constant vapour
header pressure controller and forcing vaporizer flow controller to provide the
required flow of FG to the boilers to maintain steam pressure at set point.
Dual Fuel Constant Flow Controller
This controller is used to control the speed and inlet guide vane position of
a selected LD compressor in order to maintain FG flow to the main boilers
at a fixed flow quantity in kg/h that is manually entered by the operator. The
flow rate supplied to the boilers will remain constant regardless of cargo
tank pressure or main boiler load. Dual fuel constant flow can be used only
in dual fuel mode. The boiler ACC will give priority to the FG supplied and
supplement the boiler fuel requirements by adjusting the HFO pressure as
necessary to maintain the steam pressure at its set point.
Issue: Final Draft - October 2007
Methane Nile Eagle
Dual Fuel Constant Vapour Header Pressure Controller
This controller is used to control the speed and inlet guide vane position of
a selected LD compressor to maintain cargo tank vapour header pressure
constant at an absolute pressure set point manually entered by the operator. The
boiler ACC will give priority to the FG supplied and supplement the boiler fuel
requirements by adjusting the HFO pressure as necessary to maintain the steam
pressure at its set point.
FG Constant Vapour Header Pressure Controller
This controller monitors cargo vapour header pressure (cargo tank pressure)
and sends an output signal to the forcing vaporizer flow controller to increase
or decrease the flow of vaporized LNG to the LD compressor in order to
maintain the vapour header pressure at a set point manually entered by the
operator. This output signal is subtracted from the ‘Actual Total FG Flow to
Boilers’ signal and the difference is fed as the set point to the forcing vaporizer
flow controller through a low limit relay (minimum FV flow). The boiler ACC
controller is also active (‘a’) when in FG mode. To maintain the FG control
valves at a 70% open position, it adjusts the speed and inlet guide vanes of the
LD compressors as necessary to supply sufficient FG to the boilers to maintain
steam pressure at its set point.
Primary Controller Logic
The boiler ACC controller, the dual fuel constant flow controller and dual fuel
constant vapour header pressure controller are linked so only one of the three
controllers is acting as the ‘Primary’ controller at any one time.
At any time (except during a high or low cargo tank pressure override condition),
if the FG demand from the boiler ACC is less than FG being supplied based
on the output signal from the dual fuel constant flow controller or the dual
fuel constant vapour header pressure controller, primary control automatically
switches to the boiler ACC controller. This will occur at sea whenever the
boiler load is reduced below the load that corresponds to the steam generated
by the FG flow being supplied by either the dual fuel constant flow controller
or the dual fuel constant vapour header pressure controller whenever either of
these controllers is the ‘Primary’ controller.
A green ‘a’ for automatic mode will appear in the upper left corner of the
controller that is selected as the primary controller. The other controllers will
display a cyan “f” for follow mode or a cyan “l” for local mode.
Controller Automatic Switching
The following conditions are the triggering parameters to automatically switch
the ‘Primary’ controller from either 1) the dual fuel constant flow controller
or the dual fuel constant vapour header pressure controller when in dual fuel
mode, or 2) FG constant vapour header pressure controller when in FG only
mode, back to the boiler ACC controller:
IMO Number: 9321770
Machinery Operating Manual
• Main turbine trip
• Main turbine auto slowdown activated
• Single boiler trip
• Controller output signal at a value greater than or equal to 60%
and BOTH boiler FG valves at a position less than 60% open
• LD compressor surge control valve is not in the closed position
(limit switch) for a period of greater than 30 seconds (valve
open any percentage)
• Cargo tank low pressure at 30 mb gauge
• Cargo vapour header high pressure set at 220 mb gauge
Forcing Vaporizer Flow and Temperature Controllers
The forcing vaporizer flow controller supplies the additional fuel gas required
by the boiler ACC controller to enable the FG constant vapour header pressure
controller to maintain the cargo vapour header at its set point. The vaporised
fuel gas passes through the demister to remove any liquid droplets that could
be harmful to the LD compressors. The set point of this controller is the
difference between the actual FG flow to the boilers and the output signal from
the FG constant vapour header pressure controller.
The forcing vaporizer temperature controller is completely independent of the
boiler ACC controller and is used only for maintaining the vaporized LNG
from the forcing vaporizer at a set temperature, usually -40°C.
Cargo Tank Low Pressure Protection Controller
This controller will override the output signal of any of the ‘Primary’
controllers (boiler ACC controller, dual fuel constant flow controller, dual fuel
constant vapour header pressure controller and FG constant vapour header
pressure controller) whenever the cargo tank pressure is less than an operator
input set point value. The normal set point value of this controller will be 30
mb gauge pressure (10 mb above the set point of the vapour header low low
cargo tank pressure alarm which will activate the ship’s ESD system set at 20
mb gauge).
The tank low pressure controller will continue to override the dual fuel constant
flow, dual fuel constant vapour header pressure and FG constant vapour header
pressure controllers until pressure in the cargo tank is increased to 5 mb above
the set point value. After the cargo tank pressure has increased to the required 5
mb above set point, the primary control will automatically switch from the low
pressure protection controller to the boiler ACC controller and remain there
until manually changed to another controller by the operator.
Section 2.6.3 - Page 8 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.3d Gas Burning
FG Vapor Header Press Tank HP Protect
Boiler 1 Boiler 2
f f FG Control Valve 29 % HS 29 %
Position Cargo Plant
Estimated BOG 3 mb 1020 mb
During Voyage Leg -5 mb 0 mb Duel Fuel HD Comp 1
4000 kg/h 4000 kg/h 0.0 % ACC Constant Flow Vapour Header Pres
HD Comp 2
i i i
Vent Header Valve 1% 70 % 0 kg/h 0 mb LD Comp 1
Supht Steam Press -0.0 bar 29 % 0 kg/h 0 mb
MT Speed 0 rpm 0.0 % 0.0 % 0.0 % LD Comp 2
Steam Dump Valve 1 Opened
Heaters
Steam Dump Valve 2 Opened ACC CFC S VHP

Tank Low LS Anti Surge Forc. Vap.

Available PressProtection Control
BOG Flow
0% 0% LNG Vap.
0 kg/h 100 %
m Force Boil
BOG to Boiler Flow Alarm lG V
BOG to Boiler Flow Meter Abnormal 91 deg -5 mb
LD 1 13 °C
FG Flow to Boilers Heater 1
0 kg/h m
0 kg/h m
!
917
-5 mb a m 925
Minimum F/V Flow Contr 11 °C -20.0 Hz
F/V Flow -8000 rpm
Duel Fuel
1200 kg/h HS i ACC Constant Flow Vapour Header Pres
Master Fuel
1200 kg/h i f f Gas To ER
2 kg/h 70 % 5000 kg/h 1020 mb
0.0 % m
F/V Temp Contr 29 % 0 kg/h 0 mb
0.0 % 0.0 % 0.0 %
i Heater 2
-30 °C ACC CFC S VHP m
15 °C 2 kg/h 918
15 °C
Tank Low LS Anti Surge
0.0 % PressProtection Control
Forcing 0% 0%
LAH 100 %
-0 % Vaporizer
lG V m
s
92 deg
-5 mb
LD 2 12 °C
s
0% 1006 mbarA
m 1% m
!

-6 mb a
m 12 °C -20.0 Hz
Spray Header LNG Vapour Header -8000 rpm
CG702
Mast 1

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 9 of 10
 Methane Nile Eagle Machinery Operating Manual
Cargo Tank High Pressure Protection Controller Procedure for Preparing the Boiler Gas Service System for The following sequence will occur:
This controller will override the output signal from the dual fuel constant Operation • The auxiliary LO pump starts
flow controller, dual fuel constant vapour header pressure controller or the FG
Using No.2 low duty compressor and No.2 heater. • After a period of 30 seconds, the motor starts
constant vapour header pressure controller whenever the cargo tank pressure
(vapour header pressure) exceeds an operator input set point value (normally • The anti-surge valve will fully open, over a period of 2
220 mb gauge). The following valves are manually opened by the gas engineer, who is minutes
responsible for the tank pressures and temperatures.
The controller will automatically activate the excess boil-off gas (BOG) dump d) Adjust the vapour header pressure controller set point to just
system and work in conjunction with the boiler ACC controller so that the Position Description Valve below the process value.
boilers will consume the excess BOG. The steam dump system will open to Open No.2 LD compressor outlet valve CG914
dump excess steam (based on the available BOG signal from FG constant The resulting vapour header pressure controller signal will cause the fuel gas
Open No.2 heater outlet valve CG924
vapour header pressure controller) above that required to maintain the boiler valve controller to open the fuel gas valve.
steam pressure at set point. Open Vapour header outlet valve CG704
The system will now by controlled by the boiler load and the fuel gas valve
The boiler steam dump system dumps steam at the equivalent rate of the steam These manually operated valves would normally be open unless a compressor controller will go to MANUAL mode:
that would be generated by the available BOG signal. Until better information or heater was isolated for repair.
is available form actual service, it is suggested that 3000 kg/h for laden e) Click on the fuel gas controller and change it to AUTO mode
voyages and 2000 kg/h for the ballast voyages be manually entered. The following valves are opened using the Cargo Boil Off IAS screen. to allow the engine room system to control the boil-off gas
pressure.
The tank high pressure controller will continue to override the dual fuel Position Description Valve
constant flow, dual fuel constant vapour header pressure and FG constant Open No.2 heater inlet valves CG918 When gas burning commences, the burning of fuel oil is reduced to the desired
vapour header pressure controllers until enough excess BOG is consumed CG920 level and may be shut off if required. In the event of loss of gas during dual
in the boilers to reduce the high cargo tank pressure to 5 mb below the set Open No.2 LD compressor inlet valve CG902 firing or 100% gas firing there is automatic changeover to oil firing. For this
point value. After the cargo tank pressure has decreased to the required 5 mb reason the HFO system must be kept warmed through.
Open Gas master valve to the engine room CG930
below set point, the primary control will automatically switch from the high
pressure protection controller to the boiler ACC controller and remain there
The IAS screen displays the system information which includes temperatures
until manually changed to another controller by the operator. The normal set
and pressures and the status of the heater isolating valves and the master gas
point value of this controller will be 220 mb gauge pressure (10 mb below the
valve:
set point of the vapour header high high pressure alarm which is normally set
at 230 mb gauge).
a) Adjust the vapour header pressure controller set point to above
the process value to fully open the surge valve and allow the LD
The dump valve will not open under the following circumstances:
compressor to start on a light load.

Tag Description Set b) Before starting the gas compressor, click on and place the
MT232 Main condenser vacuum pressure low 600mmHg following in AUTO mode:
MT209 Main condenser SW outlet temperature high 70°C • The auxiliary LO pump control
BC016 Steam dump outlet temperature high 140°C
• The compressor motor control
MM125 Steam dump outlet pressure high 1.2 bar
MM239 Auxiliary condenser vacuum low pressure 0.8 bar • The compressor vane control
MM042 Auxiliary condenser SW non-flow alarm 0.3 bar • The anti-surge (bypass) valve control

c) Start the LD compressor by pressing the start sequence icon.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.3 - Page 10 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.4a Incinerator Fuel Oil Service System
D - Deck
Key

Desuperheated Steam

Marine Diesel Oil Level Switch for

LAH
Marine Diesel MM172 INCINERATOR ROOM
Air Oil CJC Filter Unit
Automatic Stop OD058F
OD369F BS109F
Electrical Signal
LI TIAHL
Instrumentation LS BG211F
LAH MM185
MM168 LS
Incinerator
Hand Operated (Locked Shut) Diesel Incinerator Waste
LS Oil Service Tank
Oil Service
Tank (5 m3)
TI
(0.5 m3) LAL OF351F
MM181 TS OF350F
Exhaust OD350F OD Sludge Pump
412F Automatic Stop TS
Gas
LAL
PI LS
MM179 OF412F OF411F

MI Waste Oil Circulating

MM299 Pump
OD365F
PI

High Suction OF351F

(40% of Normal Level)
Incinerator OD364F OD363F

OF367F

OF363F

PI
OF366F

From
General Service From Hydraulic Oil Tank for
Air System Valve Remote Control Hydraulic Pump
AR136F

To Primary Bilge Tank

To Diesel Oil Service Tank
To Separated Bilge Oil Tank

From Sludge Pump

From Marine Diesel Oil CJC Filter Unit
From Sewage Treatment Plant

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.4 - Page 1 of 4

2.6.4 Incinerator Fuel Oil Service System
Incinerator
Maker: Hyundai Marine Machinery Co.
No. of sets: 1
Model: MAXI 100SL - 1 WS
Capacity: 500,000 kcal/h
Sludge Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Mono screw
Model: HNP-401-FC
Capacity: 5.0 m3/h at 3.5 bar
Rating: 2.2 kW at 1200 rpm reduced to 290 rpm
Primary Blower
Capacity: 5900 m3/h at 15°C
Rating: 18.5 kW at 3520 rpm
Waste Oil Dosing Pump
Maker: HMMCO
Type: HMD012-12
Capacity: 33-174 litres/hour at 92-483 rpm
Rating: 440V, 0.45kW at 1660 rpm
Mill Pump
Type: PU-5(JS) (75K4018)
Capacity: 26 m3/h at 0.4 bar
Rating: 440 V, 4.6 kW.
Introduction
The incinerator burns DO to raise the temperature of the incinerator furnace
to assist in the combustion of solid garbage and waste oil. The incinerator DO
service tank is replenished from the DO storage tank by the DO CJC filter unit
which includes its own pump.
The DO CJC filter unit is operated in automatic mode and has an automatic
stop switch connected to the incinerator DO tank high level switch. The
incinerator DO service tank overflows to the DO service tank.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The incinerator waste oil service tank is replenished by the sludge pump Procedure for Transferring Waste Oil to the Incinerator Waste
which takes suction from the separated bilge oil tank, the lubricating oil sludge Oil Settling Tank
tank, the FO drain tank and the LO drain tank. The pump is manually actuated
from the local position but there is an automatic stop facility from a high level The description assumes that waste oil is being taken from the separated bilge
switch in the waste oil service tank. The waste oil service tank may also receive oil tank and the sludge pump is being used.
sewage sludge from the sewage treatment plant. After a period of settling in
the waste oil service tank, with steam heating applied if necessary, the tank is a) Check the quantity of waste oil in the incinerator waste oil
sludged using the sludge cock. The tank is then circulated using a mill pump service tank and determine the quantity of waste oil to be
which grinds any suspended solids down to a uniform size that can be burnt transferred. Ensure that all system valves are closed and that the
in the incinerator and also ensures an even temperature distribution, thus shore discharge blanks in secure in position.
preventing stratification of the oil in the tank. Any water or solids in the waste
oil charge are evenly dispersed so that the waste oil will burn effectively. This b) Set the valves as in the following table:
pump is also the supply pump for the incinerator sludge burner system.
Position Description Valve
Procedure for the Transfer of Diesel Oil from the Diesel Oil Open Sludge pump suction valve from separated BG528F
Storage Tank to the Incinerator Diesel Oil Service Tank bilge oil tank
Closed Sludge pump suction valve from LO sludge BG267F
Diesel oil is transferred to the incinerator DO service tank from the DO storage tank
or service tanks via the DO CJC filter unit. Closed Sludge pump suction valve from FO and LO BG259F
drain tanks
a) Open the DO CJC filter outlet valve to the incinerator DO
Closed Sludge pump bypass valve BG200F
service tank OD057F and the inlet valve from the DO storage
Closed Shore discharge valve BG203F
tank OD053F. Ensure the following valves are closed; OD054F,
OD052F (normally locked closed), OD051F, OD056F. Open Closed Bilge pump shore discharge valve BG072F
the inlet valve to the incinerator DO service tank OD058F. Open Sludge pump discharge valve BG201F
Open Incinerator waste oil service tank inlet valve BG211F
b) Open the DO storage tank quick-closing outlet valve OD001F. Closed Sludge pump discharge valve to separated BG202F
bilge oil tank
c) After venting from the automatic vent valve is complete, check
Closed Sewage tank inlet valve BS109F
that the filter valves are correctly set (drain closed) and that the
CJC filter is ready to start. The water seal in the CJC filter must
be full of water, otherwise the filter unit will not start. c) Select the sludge pump for AUTO operation and start the pump
from the local position by pressing the START pushbutton.
d) Start the CJC filter pump and transfer the desired quantity of oil
to the incinerator DO service tank. The pump will stop when the d) When the waste oil service tank level rises to the pump cut-out
tank is full. switch position, the switch will be activated and the sludge
pump will stop. The pump may also be stopped manually if
e) Check the quantity of fuel transferred. required. The incinerator waste oil settling tank overflows to the
separated bilge oil tank.
f) Valves may be left set unless the CJC filter is to be used for
transferring DO from the DO storage tank to the DO service If the contents of the LO sludge tank, FO drain tank or LO drain tank are to
tank. Complete the Oil Record Book with details of the oil be transferred to the incinerator waste oil service tank the procedure is the
transfer same except that the suction valve from the separated bilge oil tank must be
closed and the suction valves from the other tanks opened, as per the following
table:
Note: It is possible to draw from the DO service tank as well, by opening
valve OD054F and closing valve OD053F. The DO service tank quick-
Note: It must also be checked that all other associated system valves are
closing valve OD090F must also be open.
closed before attempting this procedure.
IMO Number: 9321770 Section 2.6.4 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.6.4a Incinerator Fuel Oil Service System
D - Deck
Key

Desuperheated Steam

Marine Diesel Oil Level Switch for

LAH
Marine Diesel MM172 INCINERATOR ROOM
Air Oil CJC Filter Unit
Automatic Stop OD058F
OD369F BS109F
Electrical Signal
LI TIAHL
Instrumentation LS BG211F
LAH MM185
MM168 LS
Incinerator
Hand Operated (Locked Shut) Diesel Incinerator Waste
LS Oil Service Tank
Oil Service
Tank (5 m3)
TI
(0.5 m3) LAL OF351F
MM181 TS OF350F
Exhaust OD350F OD Sludge Pump
412F Automatic Stop TS
Gas
LAL
PI LS
MM179 OF412F OF411F

MI Waste Oil Circulating

MM299 Pump
OD365F
PI

High Suction OF351F

(40% of Normal Level)
Incinerator OD364F OD363F

OF367F

OF363F

PI
OF366F

From
General Service From Hydraulic Oil Tank for
Air System Valve Remote Control Hydraulic Pump
AR136F

To Primary Bilge Tank

To Diesel Oil Service Tank
To Separated Bilge Oil Tank

From Sludge Pump

From Marine Diesel Oil CJC Filter Unit
From Sewage Treatment Plant

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.4 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Tank Valves i) When the incinerator waste oil service tank is at the correct
temperature and the incinerator is ready to burn waste oil open
LO drain tank OL045F
the incinerator waste oil discharge valve OF363F and close the
BG259F
recirculating valve OF369F.
FO drain tank OF025F
BG259F Waste oil will now circulate to/from the incinerator and the incinerator is now
LO purifier sludge tank OL411F able to burn waste oil. Refer to section 2.13.5 of this manual for details of this
OL419F operation.
OL421F
BG267F

In all cases, the movement should be recorded in the Oil Record Book.

Procedure for Preparing the Incinerator Waste Oil and Diesel

Oil Systems

The following procedure assumes that the incinerator waste oil service tank
heating coils are already in use.

a) Drain any water present in the incinerator DO service tank by

opening the manual valves OD413F and OD412F until no water
is observed.

b) Open the incinerator DO service tank quick-closing outlet valve

OD350F.

c) Open the DO supply valve OD364F to the incinerator DO

burner and the return valve OD365F.

d) Ensure that the crossover valve between the waste oil and gas
oil systems OD363F is closed.

The incinerator diesel oil system is now ready for operation.

e) Open the incinerator waste oil service tank low suction valve
OF350F.

f) Open the incinerator waste oil mill pump recirculating valve

OF369F. Ensure discharge valve OF363F is closed.

g) Start the incinerator mill pump and circulate the contents of

the waste oil service tank to ensure thorough mixing and even
temperature.

h) Open the waste oil inlet valve to the incinerator OF366F and
waste oil return valve OF367F.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.6.4 - Page 4 of 4
2.7 Lubricating Oil Systems

2.7.1 Main Turbine Lubricating Oil System

2.7.2 Stern Tube Lubricating Oil System

2.7.3 Lubricating Oil Purifying System

2.7.4 Lubricating Oil Filling and Transfer System

Illustrations

2.7.1a Main Turbine Lubricating Oil System

2.7.2a Stern Tube Lubricating Oil System

2.7.3a Lubricating Oil Purifying System

2.7.4a Lubricating Oil Filling and Transfer System

Section 2
Ship’s Systems
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.1a Main Turbines Lubricating Oil System
Key
D - Deck LIAL
Main Lubricating LT
OL237F BD041
Lubricating Oil Oil Gravity Tank
(32.8 m3)
Air
Mist Vent Box
with Manhole Electrical Signal OL236F

Instrumentation OL215F

Hand Operated
To Bilge Primary Tank Open Valve
(Locked Shut)
From Generator Engine Mist Vent For Initial
Hand Operated Filling Only
From Starboard Generator (Locked Open)
Turbine Mist Vent
OL208F OL202F OL203F
From Port Generator To Lubricating To Separated Bilge
Turbine Mist Vent Oil Drain Tank Oil Tank
CAUTION
This Valve To Only Be Opened
Under Main Turbine Long Time Stop Condition
TT TIC
For Turbine and Reduction Gear
MT253
Reduction Gear PIAL
Process MT044 ECP Oil Spray TIAH
MT023 Set at 45°C
Process Air Outlet TOC
T142 PT PI TI
Air Inlet Bearing Oil IAS
VA063F PI
Reactivation
OL OL Reactivation T141 OL201F
Air Inlet Dry Air Supply to Casing E
205F 204F Air Outlet TIAHx3 PIAL P
MT004- MT006
PI PT MT034 OL214F
Dehumidifier Main TIAH ECP T144 No.2
PI PI Thrust MT021 TI PI
Main Thrust PIAL Manoeuvring Valve Control
Oil Drain Thrust TIAH Low Pressure Astern MT046 Block Operating Mechanism Air
2 1 Inter Shaft Bearings Pad
MT022 Turbine Turbine OL227F
PI PT PS PI PI OL213F
TI TI TIAHx6 TI
To Main Lubricating MT013- MT018 Overspeed
TIAH TIAH Oil Settling Tank Trip Device
MM089 MM088
Bearing LO Trip OL228F
HP Pressure Solenoid PI
Turbine Failure Trip PI PI
PI Turning Device
DPS
From Main Turbine RPM (System TIAHx3
MT001- MT003 Manual Filter OL212F
Pressure) 90% of MCR Revolution with Magnet Control Air TI
Main LO DPIAH No.1
System Pressure (3 - 3.2 bar) VA039F TIAH PS MM019
Pump TIAHx6 PI
PI MT019
Automatic Start at Blackout by (210 m3/h
MT007- MT012

Emergency Power x 4.0 bar) PIC

Wheel OL223F OL224F OL211F
PCHL TIAH Wheel Aft
MM230
Forward MT020
TI
OL220F Bearing Bearing Main
Lubricating
PS OL221F OL222F
OL To LO Drain Tank Oil Coolers
OL OL210F
To LO 219F
225F Plug Auto Back
Auto Auto PS OL PS OL Drain
Tank
Magnetic Flushing Filter OL233F
ST/SP CH-VR 235F 234F Filter
PI PI Plug

From MIS
OL232F OL229F OL231F
OL217F Console
TI
No.2 No.1 From PID
Auxiliary
VC Detail Controller
Lubricating MC MC MT024
Oil Pumps PP005 PP006
(180 m3/h Main Lubricating Control Air POS
x 4.5 bar) XA XA Oil Sump Tank
PP005 PP006 To Bilge To Lubricating Oil Drain Tank
(78.8 m3)
Well
OL229F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.1 - Page 1 of 4

2.7 Lubricating Oil Systems
2.7.1 Main Turbine Lubricating Oil System
Main Turbine Auxiliary (Electric Motor Driven) Lubricating Oil Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Model: SAF150-2
Capacity: 180 m3/h at 4.5 bar
Rating: 440 V, 45 kW at 1800 rpm
Main (Direct Driven) Lubricating Oil Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: LBS-190KH
Capacity: 210 m3/h at 4.0 bar
Introduction
At low speeds, the main turbine is supplied with lubricating oil from the main
LO sump tank by one of two auxiliary pumps. One of these pumps will be
selected as the duty pump and the other as the standby to cut in automatically
should the duty pump fail to maintain the lubricating oil supply pressure.
The pumps can be arranged for automatic start and stop and automatic
changeover. An emergency start facility is provided in the event of a blackout,
the power being taken from the emergency switchboard.
A main LO pump is driven by the HP 2nd reduction shaft and when the propeller
is operating at above 81 rpm (90% MCR) and the LO pressure is above 3.8
bar, the pressure switch is activated and the IAS closes valve OL229F. After a
time delay of 3-4 seconds the IAS will stop the duty LO pump and the main
lubricating oil pump will supply the requirements of the system. When the
propeller slows to less than 78 rpm (87% MCR) or the LO pressure falls to
below 2.8 bar, the duty LO pump will automatically start.
The duty LO pump circulates lubricating oil around the gearbox system and
turbine bearings. The main LO circulation system also includes the intermediate
shaft bearings. The main LO circulation system supplies LO to the system
via the LO coolers, a three-way temperature valve regulating the flow of oil
through the LO cooler in order to maintain the desired inlet temperature to the
bearings. A constant pressure control valve regulates the LO and governor oil
pressure by recirculating excess oil (pressure) back to the main turbine drain
tank (sump).
Issue: Final Draft - October 2007
Methane Nile eagle
A LO gravity tank forms part of the lubricating oil system and this receives a
supply of lubricating oil whenever a pump is running. The tank overflows to
the main LO sump tank.
The supply to the gravity tank is via a throttling valve to ensure a continuous
top up supply to the tank. The emergency outlet is via a larger bore non-return
valve OL202F and orifice to provide an adequate LO supply for a maximum
time and allows the gravity tank to provide an emergency lubricating oil supply
to the system, in the event of complete failure of the pumping system. The
emergency supply allows the turbine to be stopped and so prevents damage
due to lack of lubricant.
There are two LO coolers which are cooled by fresh water from the central FW
cooling system, see section 2.4.1.
A control oil system is provided at the turbine. This is dependent on the main
LO system and is discussed in section 3.4.2. It is supplied by the same pumps
as the LO supply, but at a primary (higher) pressure than the LO supply as a
result of the orifice fitted in the LO supply to the bearings and gearing.
The main LO gravity tank is fitted with a low level alarm.
A dehumidifier is connected to the gearbox and removes moisture from the
gearbox atmosphere and hence from the lubricating oil system, and is to be
operated whenever the auxiliary LO pumps are stopped over an extended
period. The dehumidifier is air reactivated by heating dry air passing over the
desiccant dryer.
Control
The pumps are arranged in a duty/standby configuration with one pump started
as the duty pump via the IAS screen and the other selected as the standby
pump. The standby pump will start if the duty pump stops or the LO pressure
is low.
The second pump may be selected for standby (auto) mode when the duty
pump is running. Selection for standby (auto) mode may be made provided
that the pump is stopped, is set to IAS, is not tripped and provided that the
other pump is running. In the event of the running pump tripping or producing
a low pressure, the IAS initiates an alarm and when the low-low pressure is
reached the standby pump is started. The original running pump is not stopped
by the IAS and must be stopped manually for investigation if it has not already
tripped.
A manual start is not available for a pump set to standby and if for any reason
the operator wishes to start the standby pump then the status of the pump must
be changed from standby (auto) to manual at the IAS graphic screen.
IMO Number: 9321770
Machinery Operating Manual
The auxiliary LO pumps may be started manually from the IAS provided that
they are set to rIAS at the main switchboard. If both pumps are in manual the
IAS cannot start the second pump in the event of a low-low pressure as auto
mode is not selected for the second pump.
In the event of a blackout the IAS remembers which pump was running at the
time of the blackout, and whether or not the second pump was selected as the
standby pump.
Provided that the running pump prior to the blackout was selected in remote
the IAS will start the previously running pump as part of the sequential restart
system. Should the pump fail to start within a preset time the standby pump
will be started, provided that the second pump was selected in auto mode.
When the main LO pump is operating the standby facility still applies and
one of the auxiliary pumps may be selected as the standby pump. This would
be done at start-up of the system as one of the auxiliary LO pumps would be
started and the other selected as the standby pump. When the turbine is in
the at sea condition and the main LO pump takes over, the running auxiliary
LO pump will cut out. The auxiliary LO pump selected as the standby pump
will remain in that condition and will cut in should the main LO pump fail to
maintain the required LO pressure.
The auxiliary LO pumps may be started from the local position by selecting
LOCAL at the pump control selector and then pressing the START pushbutton
to start and the STOP pushbutton to stop. There is no standby facility in local
control. The pumps may be switched off at the control selector by turning the
switch to OFF. Even when in remote mode the pumps may be stopped from the
local panel by pressing the STOP pushbutton.
Procedure for Operating the Main Engine Lubricating Oil
System
It has been assumed that the turbine is stopped but is being prepared for
starting. All LO valves are assumed closed unless otherwise stated and one
LO cooler is in use:
a) Check the level of oil in the main LO sump and replenish if
necessary.
b) Ensure that fresh water is circulating through the LO coolers
(see section 2.4.1).
c) Ensure all pressure gauge and instrumentation valves are open
and that instruments are reading correctly.
d) Set up the valves as stated in the following table:
Section 2.7.1 - Page 2 of 4
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.1a Main Turbines Lubricating Oil System
Key
D - Deck LIAL
Main Lubricating LT
OL237F BD041
Lubricating Oil Oil Gravity Tank
(32.8 m3)
Air
Mist Vent Box
with Manhole Electrical Signal OL236F

Instrumentation OL215F

Hand Operated
To Bilge Primary Tank Open Valve
(Locked Shut)
From Generator Engine Mist Vent For Initial
Hand Operated Filling Only
From Starboard Generator (Locked Open)
Turbine Mist Vent
OL208F OL202F OL203F
From Port Generator To Lubricating To Separated Bilge
Turbine Mist Vent Oil Drain Tank Oil Tank
CAUTION
This Valve To Only Be Opened
Under Main Turbine Long Time Stop Condition
TT TIC
For Turbine and Reduction Gear
MT253
Reduction Gear PIAL
Process MT044 ECP Oil Spray TIAH
MT023 Set at 45°C
Process Air Outlet TOC
T142 PT PI TI
Air Inlet Bearing Oil IAS
VA063F PI
Reactivation
OL OL Reactivation T141 OL201F
Air Inlet Dry Air Supply to Casing E
205F 204F Air Outlet TIAHx3 PIAL P
MT004- MT006
PI PT MT034 OL214F
Dehumidifier Main TIAH ECP T144 No.2
PI PI Thrust MT021 TI PI
Main Thrust PIAL Manoeuvring Valve Control
Oil Drain Thrust TIAH Low Pressure Astern MT046 Block Operating Mechanism Air
2 1 Inter Shaft Bearings Pad
MT022 Turbine Turbine OL227F
PI PT PS PI PI OL213F
TI TI TIAHx6 TI
To Main Lubricating MT013- MT018 Overspeed
TIAH TIAH Oil Settling Tank Trip Device
MM089 MM088
Bearing LO Trip OL228F
HP Pressure Solenoid PI
Turbine Failure Trip PI PI
PI Turning Device
DPS
From Main Turbine RPM (System TIAHx3
MT001- MT003 Manual Filter OL212F
Pressure) 90% of MCR Revolution with Magnet Control Air TI
Main LO DPIAH No.1
System Pressure (3 - 3.2 bar) VA039F TIAH PS MM019
Pump TIAHx6 PI
PI MT019
Automatic Start at Blackout by (210 m3/h
MT007- MT012

Emergency Power x 4.0 bar) PIC

Wheel OL223F OL224F OL211F
PCHL TIAH Wheel Aft
MM230
Forward MT020 Bearing
TI
OL220F Bearing Main
Lubricating
PS OL221F OL222F
OL To LO Drain Tank Oil Coolers
OL OL210F
To LO 219F
225F Plug Auto Back
Auto Auto PS OL PS OL Drain
Tank
Magnetic Flushing Filter OL233F
ST/SP CH-VR 235F 234F Filter
PI PI Plug

From MIS
OL232F OL229F OL231F
OL217F Console
TI
No.2 No.1 From PID
Auxiliary
VC Detail Controller
Lubricating MC MC MT024
Oil Pumps PP005 PP006
(180 m3/h Main Lubricating Control Air POS
x 4.5 bar) XA XA Oil Sump Tank
PP005 PP006 To Bilge To Lubricating Oil Drain Tank
(78.8 m3)
Well
OL229F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.1 - Page 3 of 4
 Methane Nile eagle Machinery Operating Manual

Position Description Valve Note: It is assumed that all turbine and gearbox system lubricating valves Tag Description High
remain open. MT005 Main turbine LP forward bearing temperature 75°C
Open No.1 auxiliary LO pump discharge valve OL234F
Closed No.1 auxiliary LO pump discharge to main OL225F MT006 Main turbine LP aft bearing temperature 75°C
e) Select both auxiliary LO pumps for IAS operation at the main
LO settling tank (locked) MT007 Main turbine HP 1P fwd bearing temperature 75°C
switchboard. At the IAS graphic screen for the turbine LO
Open No.2 auxiliary LO pump discharge valve OL235F system, at the pump graphic display, place both pumps on MT008 Main turbine HP 1P aft bearing temperature 75°C
Open Inlet valve to auto backflush filter OL221F AUTO then start the desired duty pump by clicking on DUTY MT009 Main turbine HP 1W fwd bearing temperature 75°C
Open Outlet valve from auto backflush filter OL222F 1 or DUTY 2. MT010 Main turbine HP 1W aft bearing temperature 75°C
Open Inlet valve to manual magnetic filter (normally OL223F MT011 Main turbine HP 2P fwd bearing temperature 75°C
closed when auto backflushing filter is in Note: If the oil temperature of the oil is low, steam heating from the trace MT012 Main turbine HP 2P aft bearing temperature 75°C
use) heating system must be applied whilst the oil is circulating in order to raise MT013 Main turbine LP 1P fwd bearing temperature 75°C
Open Outlet valve from manual magnetic filter OL224F the temperature to an acceptable level. Also put the LO purifier in use as
MT014 Main turbine LP 1P aft bearing temperature 75°C
(normally closed when auto backflushing soon as possible, which will help raise the LO temperature.
MT015 Main turbine LP 1W fwd bearing temperature 75°C
filter is in use)
f) Check the flow of lubricating oil throughout the system, MT016 Main turbine LP 1W aft bearing temperature 75°C
Closed Recirculating valve (locked) OL210F
ensuring that the flow is adequate to all parts, including the MT017 Main turbine LP 2P fwd bearing temperature 75°C
Open Inlet valve to pressure control valve OL231F intermediate shaft bearings, and that there are no leaks. Utilise MT018 Main turbine LP 2P aft bearing temperature 75°C
Open Outlet valve from pressure control valve OL232F LO flow sight glasses on all bearings and the gravity tank.
MT019 Main turbine wheel forward bearing LO 55°C
Closed Pressure control valve bypass valve OL233F
temperature
Operational Pressure control valve OL229F g) Keep the LO system circulating and allow the temperature of the
system to gradually increase to normal operating temperature. MT020 Main turbine wheel aft bearing LO temperature 55°C
Lock open Control oil to main turbine manoeuvring OL227F
MT021 Main turbine thrust bearing LO temperature 55°C
valves
h) When the system LO temperatures and pressures are stable the MT022 Main turbine thrust pad bearing LO temperature 80°C
Lock open Control oil to main turbine trip solenoid and OL228F
LO system is ready and the turbine may be started provided that MT023 Main turbine bearing inlet LO temperature 50°C
turning gear interlock
other systems are operating correctly. MM019 Auto backflushing filter differential pressure 0.8 bar
Open LO inlet valve to No.1 LO cooler OL211F
Open LO outlet valve from No.1 LO cooler OL212F Note: When the turbine is operating at full sea conditions the main LO pump Tag Description Low
Closed LO inlet valve to No.2 LO cooler OL213F will be supplying LO to the system and the running auxiliary LO pump will
MT034 Main turbine bearing LO pressure 0.70 bar
Closed LO outlet valve from No.2 LO cooler OL214F be stopped automatically. The standby LO pump remains in standby mode.
MT044 Main gearing LO inlet pressure 0.70 bar
Operational LO cooler three-way valve OL201F
During operation of the main LO system overflow from the gravity tank may MT046 Main turbine manoeuvring control oil 2.50 bar
Open Main LO pump inlet valve from LO sump OL219F
be observed at the overflow sight glass situated near the gravity tank. System pressure
tank
pressures and temperatures may be observed at the main engine lubricating oil MM230 Auxiliary LO pump outlet pressure control 3.50 bar start
Open Gravity tank inlet valve and LOCK SHUT OL208F system graphic screen. System pressure and temperature alarms and tank level 3.70 bar stop
once gravity tank is overflowing alarms operate through the IAS. BD035 Main LO sump level 0.3 metres
Open Gravity tank inlet/outlet valve OL215F
BD041 Main LO gravity tank level 0.3 metres
Set Gravity tank overflow control valve OL203F Alarms
Closed Reduction gear pipe drain (locked) T-144
Closed Bearing oil pipe drain T-141 Tag Description High Tag Description High/High
Set No.1 intermediate bearing inlet valve OL204F MM088 Intermediate shaft forward bearing LO 55°C MT022 Main thrust pad temperature 90°C
Set No.2 intermediate bearing inlet valve OL205F temperature
MM089 Intermediate shaft aft bearing LO temperature 55°C Tag Description Low/Low
Open Dehumidifier inlet valve from gearbox and VA063F
run unit (should only be open if the system MT001 Main turbine HP turbine bearing temperature 75°C MT074 Main turbine LO pressure trip 0.50 bar
has been under a long term shutdown) MT002 Main turbine HP forward bearing temperature 75°C MT075 Main turbine control oil pressure trip 2.0 bar
Closed Vent drain to LO drain tank T-142 MT003 Main turbine HP aft bearing temperature 75°C
MT004 Main turbine LP thrust bearing temperature 75°C

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.1 - Page 4 of 4
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.2a Stern Tube Lubricating Oil System
1.0m

5.5m FAL Key

MM191
Lubricating Oil

D.L.W.L. 12.0 m Instrumentation

Control Ship's For Aft Stern Tube Non Flow
Panel RPM Alarm
TI Seal Filling Electrical Signal
OL319F
Fresh Water Cooling
B.W.L. 9.12 m

Stern Tube
*2 LO Cooler
17.4 m LAH OL310F
OL317F Aft Stern Tube
*1 MM193
E1 Seal Tank
7.5 m WF006F TI PI PIAL
OL312F PT
4.62 m High OL320F MM087
TIAH TI LAL TI PI
TIAH Box TI 1.0 m
MM256 MM255 MM205
WF007F OL311F
OL316F
1.5 m- *1 OL321F 1.5 m XA XA
2.0 m PP001 PP002
#1 #2 #3 #3S #4 #5
Low Box MC MC
PP001 PP002
Propeller Shaft
E3 Auto
E2 CH-VR

PS PS
OL307F OL308F
PI PI
Stern Tube
Lubricating Oil
No.1 Pumps No.2
4.5 m
(2.0 m3/h x 2.5 bar)
OL323F OL322F
PI PI

OL301F OL302F
OL
OL315F OL331F
318F
*2 Lubricating Oil
Filling, Transfer and
Base Line Purification
MI OL314F
OL OL OL PP063
333F 332F 334F OL050F OL305F
EMERGENCY OPERATION PI PI OL325F OL048F
OL306F
Valves OL316F And OL323F Should Be Closed If The
Following Conditions Occur:
1) The Oil In Chamber No.s 2-3 Leaks Outboard OL328F OL326F
2) Sea Water Overflows In No.2/No.3 Chamber LAH
Sampling MM192 Stern Tube
(Aft Seal Tank) Aft Seal Lubricating Oil Lubricating Oil LIAH
Supplement Tank OL417F Drain Tank BD037
OPERATION FOR AFT SEAL
(0.1 m3) (3.2 m3)
Normal - *1 and *2 Valves To Be Open
Emergency - #3 Seal Damaged *2 valves To Be Closed
To LO To
Dry Dock - *1 Valves To Be Closed To Bilge Well Drain Tank Bilge Well

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.2 - Page 1 of 4

2.7.2 Stern Tube Lubricating Oil System
Stern Tube Seal
Maker: Kobelco Marine Engineering Co. Ltd
Type: DX-850
Stern Tube Lubricating Oil Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Horizontal gear
Model: NHG-2MT FG
Capacity:
3
2.0 m /h at 2.25 bar
Rating: 440 V, 0.75 kW at 1200 rpm
Aft Seal Supplement Lubricating Oil Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Horizontal gear
Model: NHG-0.3M FG
3 seal tank overflows to the after seal supplement tank which is fitted with a
Capacity: 0.2 m /h at 1.5 bar
Rating: 440 V, 0.4 kW at 1200 rpm
Stern Tube Lubricating Oil Cooler
Maker: Alfa Laval
No. of sets: 1
Type: Plate type M6-MFM
Capacity LO: 2 m3/h, 46.2°C to 40°C
Introduction
The stern tube provides a bearing support for the propeller shaft which is
oil lubricated and is sealed at both ends using lip type seals. The stern tube
bearing lubricating system is independent of other systems. There are three
lubricating systems for the stern tube, one for the bearing unit, one for the aft
seal assembly and one for the forward seal assembly. The bearing and seal
systems are interconnected and they all use the same lubricating oil.
The stern tube assembly passes through a tank which is filled from the distilled
water system and provides cooling to the stern tube.
The bearing area is lubricated by means of a constant head (constant pressure)
system with oil supplied to the stern tube by one of two stern tube LO pumps.
Methane Nile eagle
A header pipe with return flow alarm tank maintains the constant pressure in
the system. Oil returning from the bearing flows back to the stern tube LO
drain tank from where the duty stern tube LO pump takes suction. There are
two stern tube LO pumps, one being selected as the duty pump and the other as
the standby pump to cut in automatically should the duty pump fail. The pumps
may be selected for local operation but are normally set to remote operation
from the IAS stern tube system screen graphic display.
The duty and standby pumps are selected at the graphic display. These pumps
discharge oil through the cooler. The stern tube LO cooler is cooled by water
circulating from the central cooling fresh water system (see section 2.4.1).
From the cooler the LO is directed to the stern tube bearing where it provides
lubrication and cooling. This oil returns to the stern tube LO drain tank via the
header pipe and alarm box.
The LO supply from the cooler also flows to the forward seal with the return
flowing back to the drain tank. The supply valve to the forward seal is throttled
in order to regulate the amount of oil flowing. The vented return pipe from the
forward seal is located at a height of 1.5 m above the shaft centre line and this
controls the pressure of the oil at the forward seal.
Oil supply to the after seal is from the after seal tank, the overflow level being
1.5 m above the shaft centre line in order to regulate the pressure. The after
pump used to replenish the after seal tank as required. The after seal tank may
be filled from the stern tube LO circulating system if required. High and low
boxes are included in the after seal LO system and these contain a number
of valves, one of which is a solenoid valve operated from the control panel.
These valves operate automatically to regulate the oil flow through the after
seal system depending upon the speed of the shaft.
Seals are provided at the outer and inner ends of the stern tube, these being
designed to prevent the entry of water into the stern tube area and prevent oil
leaking out to sea or into the machinery space at the forward end of the stern
tube.
The aft seal consists of three parts, the four rubber lip sealing rings, the metal
housing holding the sealing rings and a liner which rotates with the propeller
shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards, as
does No.2 seal. Seal rings No.3 and No.3S both face forward. A natural oil
circulation is set up in the after seal system when the shaft turns thus oil flows
through the seal space.
The sealing system incorporates a standby seal No.3S, which under normal
operating conditions is under no load. In the event of a failure of the seal ring
No.3, seal ring No.3S is used to protect the system. Oil is normally supplied
to the space between rings No.3 and No.3S from the stern tube LO circulation
pump via inlet valve OL315F and outlet valve OL317F. In the event of failure
of No.3 seal, both of these valves must be closed.
Machinery Operating Manual
The space between seal rings No.1 and 2 is filled with lubricating oil during
the commissioning stage and has no direct link to the piped lubricating/sealing
system.
The forward seal has two sealing rings, both facing aft, the seal is provided with
an oil supply from the main LO circulating system with the supply pressure
regulated via valve OL331F and observation of the overflow sight glass.
Abnormal leakage of oil from the stern tube bearing outboard enters the aft
seal system and that results in a rise in the aft seal supplement tank level. This
will activate the high level alarm on this tank. Slight leakage during service is
normal.
Oil pressure in the stern tube bearing is higher than the static pressure from the
sea water head on the outer seals. The following apply to this system:
1. Isolated failure of #1 and #2 seals will manifest itself with an ingress of sea
water into the aft seal LO supplement tank.
2. Isolated failure of #3 seal will manifest itself with an increase of level in the
aft seal LO supplement tank without water contamination.
3. Isolated failure of #3S seal is undetectable.
4. Isolated failure of #4 seal will manifest itself in an increased flow at the
forward seal outlet sight glass.
Procedure for the Preparation of the Stern Tube and Seal
Lubricating Oil System
To prepare the stern tube and seal LO system for operation, proceed as
follows:
a) Ensure that all of the system instrumentation valves are fully
open.
b) Check the oil level in the aft stern tube seal tanks, stern tube
LO drain tank and supplement tank then top-up as necessary.
Check the stern tube LO drain tank for water by opening valve
OL305F then using the hand pump provided and also the aft
seal supplemental tank by using the self-closing cock OL417L.
c) Set the valves as shown in the table overleaf.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.2 - Page 2 of 4
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.2a Stern Tube Lubricating Oil System
1.0m

5.5m FAL Key

MM191
Lubricating Oil

D.L.W.L. 12.0 m Instrumentation

Control Ship's For Aft Stern Tube Non Flow
Panel RPM Alarm
TI Seal Filling Electrical Signal
OL319F
Fresh Water Cooling
B.W.L. 9.12 m

Stern Tube
*2 LO Cooler
17.4 m LAH OL310F
OL317F Aft Stern Tube
*1 MM193
E1 Seal Tank
7.5 m WF006F TI PI PIAL
OL312F PT
4.62 m High OL320F MM087
TIAH TI LAL TI PI
TIAH Box TI 1.0 m
MM256 MM255 MM205
WF007F OL311F
OL316F
1.5 m- *1 OL321F 1.5 m XA XA
2.0 m PP001 PP002
#1 #2 #3 #3S #4 #5
Low Box MC MC
PP001 PP002
Propeller Shaft
E3 Auto
E2 CH-VR

PS PS
OL307F OL308F
PI PI
Stern Tube
Lubricating Oil
No.1 Pumps No.2
4.5 m
(2.0 m3/h x 2.5 bar)
OL323F OL322F
PI PI

OL301F OL302F
OL
OL315F OL331F
318F
*2 Lubricating Oil
Filling, Transfer and
Base Line Purification
MI OL314F
OL OL OL PP063
333F 332F 334F OL050F OL305F
EMERGENCY OPERATION PI PI OL325F OL048F
OL306F
Valves OL316F And OL323F Should Be Closed If The
Following Conditions Occur:
1) The Oil In Chamber No.s 2-3 Leaks Outboard OL328F OL326F
2) Sea Water Overflows In No.2/No.3 Chamber LAH
Sampling MM192 Stern Tube
(Aft Seal Tank) Aft Seal Lubricating Oil Lubricating Oil LIAH
Supplement Tank OL417F Drain Tank BD037
OPERATION FOR AFT SEAL
(0.1 m3) (3.2 m3)
Normal - *1 and *2 Valves To Be Open
Emergency - #3 Seal Damaged *2 valves To Be Closed
To LO To
Dry Dock - *1 Valves To Be Closed To Bilge Well Drain Tank Bilge Well

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.2 - Page 3 of 4
 Methane Nile eagle Machinery Operating Manual

Position Description Valve

g) At the IAS, check that the other stern tube LO pump is set to Alarms
standby.
Open No.1 stern tube LO pump suction valve OL301F
Tag Description Low High
Open No.1 stern tube LO pump discharge valve OL307F h) Check the aft seal tank line for water.
MM087 Stern tube LO pump outlet pressure 1.3 bar
Open No.2 stern tube LO pump suction valve OL302F
i) Take an oil sample for analysis from the sampling valves at PP001 No.1 LO pump outlet pressure control 1.25 bar
Open No.2 stern tube LO pump discharge valve OL308F
weekly intervals. PP002 No.2 LO pump outlet pressure control 1.25 bar
Open LO cooler inlet valve OL310F
BD037 Stern tube LO drain tank level 0.3 m 0.9 m
Open LO cooler outlet valve OL311F
Operation of the Emergency Aft Seal 3S MM255 Stern tube forward bearing temperature 50°C
Closed LO cooler bypass valve OL312F
MM256 Stern tube aft bearing temperature 50°C
Closed Line drain valve OL314F
See the information provided on illustration 2.7.2a above. Also provided is MM193 Aft seal tank high level 0.75 m
Open Supply valve to after seal (No.3 and No.3S) OL315F information on the operation of the system should the No.1 and No.2 seal fail MM205 Aft seal tank low level 0.25 m
Open Return valve from after seal OL317F simultaneously.
(No.3 and No.3S)
Open After seal LO valve OL323F
Operation of the Port Anti-Pollution (PAP) System
Closed After seal low box bypass valve OL322F
Open After seal return valve OL316F The system is installed to prevent leakage of stern tube oil into sea when the
Open After seal LO tank inlet valve OL320F vessel is in port. The oil in No.2/3 chamber in the stern seal is automatically
Open After seal LO tank outlet valve OL321F filled or drained to the aft seal supplementary tank when the propeller shaft
Closed After seal LO tank filling valve OL319F rises above 50 rpm or below 45 rpm as follows.
Closed Stern tube bearing LO drain valve OL318F
1. Propeller shaft revolutions rises above 58 rpm.
Closed Sampling valves OL332F
OL333F • Solenoid valve E2 opens
OL334F • After 10 seconds solenoid valve E3 closes
Open After seal LO supplement pump suction OL328F
• After 30 minutes solenoid valve E1 opens
valve
Open After seal LO supplement pump discharge OL325F Oil flows from the aft seal tank to the aft seal chamber and the control panel
valve shows E1 and E2 lights on.
Closed After seal LO supplement pump discharge OL326F
valve to LO drain tank 2. Propeller shaft revolutions falls below 55 rpm.
• Solenoid valve E2 closes
d) Ensure that there is power at the stern tube system control box
• Solenoid valve E3 opens
and activate the system.
• Solenoid valve E1 closes
e) Open the cooling water inlet and outlet valves to the stern tube
LO cooler (see section 2.4.1) and ensure that fresh cooling Oil flows from the aft seal chamber to the supplementary tank and the control
water is circulating through the cooler. panel shows E3 light on.

f) At the IAS , place both pumps on AUTO at the pump graphic

display, then start the desired duty pump by clicking on DUTY
1 or DUTY 2. and check that oil is flowing through the bearing
system and forward seal and returning to the drain tank by
means of the sight glasses. Adjust the flow of oil to the forward
seal as required on throttle valve OL331F.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.2 - Page 4 of 4
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.3a Lubricating Oil Purifying System Port Starboard Port Starboard

Upper Deck

Key OL OL OL OL
036F 047F 038F 039F
To LO Mist Lubricating Oil
Vent Box
Instrumentation LAH TIAH LAH TIAH LAH LAH
MM195 MM257 MM194 MM258 MM196 MM197
TI TI VA044F
Electrical Signal Generator Engine Generator Engine Generator Turbine Generator Turbine Lubricating Oil Purifier Heaters
OL041F OL040F
LO Storage Tank LO Settling Tank LO Settling Tank LO Storage Tank
2nd Deck (8.7 m3) (8.7 m3) (8.0 m3) (8.0 m3) For Temperature For Temperature
Control Valve Control Valve
OL OL
OL003F 034F 046F OL002F OL001F LAH TIAH LAH PI TIC PI TIC
OL101F OL100F
MM198 MM259 MM200
TIAH Generator Engine OL004F
DG020 LO Sump Tank OL TI TI
OL010F OL037F OL006F
035F Main LO Settling Main LO Storage
DPAH PIAL PAL OL011F No.2 No.1
OL DG015 DG018 DG017 OL042F Tank 85.2 m3 TI Tank 76.3 m3
467F OL005F TI TI
PIAL LAL TIAH
OL
DG019 DG021 DG042 OL008F
007F
TIAH TIAH TIAH
DG043 DG044 DG045
OL022F OL009F
TIAH TIAH TIAH OL128F OL104F
DG046 DG050 DG051 OL135F OL103F OL102F
OL
OL023F
033F Connection For DO OL136F PS PS
OL032F OL129F
No.1 Generator Purifying (To CJC Filter Outlet)
PSH
Turbine LO TT TT
GP050 TIAHL
Sump Tank MI OL127F TT TIAHL TT
OL049F OL123F MM093 OL122F MM092
PIAL LAL TIAL PP066
GP028 GP014 GP027 PI
OL018F OL126F
TIAH TIAH TIAH LO Transfer From No.2 Sampling
OL133F
OL GP022 GP023 GP024 Pump PI Auxiliary LO
OL019F 5 m3/h x 4 bar Pump OL125F OL132F Sampling
465F TIAH TIAH TIAH
OL GP025 GP026 GP020
466F OL124F To Stern Tube
OL030F
No.2 Generator OL026F OL OL043F LO Drain Tank
PSH Turbine LO 044F OL131F OL130F
GS050 Sump Tank PI PI
PIAL LAL TIAL
OL OL OL OL OL
GS028 GS014 GS027 025F 027F 028F 029F 024F
Lubricating Oil Purifier PS PS
TIAH TIAH TIAH Feed Pumps
GS022 GS023 GS024 OL020F 3.6 m3/h x 2.5 bar No.2 No.1
OL054F MI PI PI
TIAH TIAH TIAH OL021F PI PI PP064
GS025 GS026 GS020 PS PS
OL053F
From Stern
Tube LO Lubricating Oil
To Primary Purifiers
Bilge Tank Drain Tank OL052F OL057F No.1 OL120F
OL OL408F OL407F
PI PI MI 134F
From Automatic Filter Save-All Drain OL051F
OL056F PP065
From Main Turbine LO Vent Line Drain LIAH TI LO Purifier
LLI92
Sludge Tank
From Aft Seal Supplement OL055F OL058F No.2 OL121F
Pump Discharge OL420F
From Stern Tube LO System
Connection For DO OL411F
OL045F LAH Purifying (From CJC To Sludge
To Sludge Pump MM199
LO Drain Filter Inlet) Pump Suction
Tank Main LO OL419F OL421F or Primary Bilge Tank
(1 m3) LIAL Sump Tank or Separated Bilge
BD035
(78.8 m3) Sampling Oil Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.3 - Page 1 of 6

2.7.3 Lubricating Oil Purifying System
Lubricating Oil Purifier
Maker: Alfa Laval
No. of sets: 2
Model: SA830
Control unit: EPC50
Capacity: 3600 litres/h
Purifier Lubricating Oil Feed Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 2
Type: Horizontal gear
Model: NHG-4MT-FC
Capacity: 3.6 m3/h at 2.0 bar
Rating: 440 V, 1.5 kW at 1200 rpm
Lubricating Oil Purifier Heater
Maker: Donghwa Precision Industries
No. of sets: 2
Capacity: 3.6 m3/h at 30°C to 90°C
Heating surface area: 1.8 m3
Introduction
There two centrifugal self-cleaning LO purifiers. If necessary it is possible
to use either purifier for all LO systems. The purifiers can be used for batch
purification or for continuous purification.
The lubricating oil purifiers are supplied with oil by dedicated LO supply
pumps, one pump for each purifier, which pass the LO through a steam heater
before it enters the purifier. Instrument air is supplied to the purifiers to control
the supply of oil to the bowl. Operating fresh water from the FW hydrophore
tank is supplied for sealing and flushing purposes. Distilled water is not
acceptable for the purifiers.
The purifiers have bowls which automatically open to discharge sludge at
timed intervals or if the discharge monitor detects a rise in the water content
of the purifier clean oil discharge above preset levels (see below). Centrifugal
separation is improved when the difference in relative densities between the
oil, water and solids in the oil are as great as possible. The difference in relative
densities can be increased if the temperature of the LO being treated is raised.
Issue: Final Draft - October 2007
Methane Nile eagle Machinery Operating Manual
Manufacturer’s recommendations with respect to operating temperatures CAUTION
should always followed. The temperature of the LO flowing to the separators
Centrifuges operate on an automatic sludging system but failure of
can be adjusted by means of the thermostat control on the heater control unit.
the system to effectively discharge sludge can cause overload and
subsequent breakdown of the bowl arrangement which rotates at high
The EPC-50 control unit supervises the separation system. A temperature
speed. After manual cleaning, care is needed to ensure that the bowl is
transmitter at the unit inlet measures the oil temperature. A pressure transmitter
assembled correctly, as incorrect assembly can result in disintegration at
provides an inlet pressure signal and a pneumatically controlled changeover
high rotational speed.
valve recirculates oil until the purifier operates.
A pressure transmitter on the oil outlet side measures the outlet pressure and
All operating and maintenance precautions stipulated by the
a water transducer measures the change in water content of the cleaned oil. A
manufacturer in the maintenance manual must be observed.
regulating valve allows manual regulation of the backpressure in the clean oil
outlet. A pressure transmitter on the water discharge side measures the pressure
in the water drain outlet. The transmitters send their signals to the control unit. Procedure for Operating the Main Turbine Lubricating Oil
The system operates on the ALCAP principle which reacts to an increase in Purifying System
water content in the clean oil discharge. The EPC-50 control unit provides for
the removal of water from the purifier bowl by opening the drain valve or via The following procedure details the purifying of LO from the main turbine LO
the discharge ports in the bowl during a sludge discharge. sump tank back to the main turbine LO sump tank using No.1 LO purifier and
steam heater.
The method of water removal is selected by the EPC-50 depending upon the
water content. Initially, the drain valve is opened to remove water. If the water a) Check and record the level of oil in all of the LO tanks.
content still increases, the drain valve reopens. After five openings of the
drain valve, a sludge discharge cycle is initiated. If the water content of the b) All valves in the purifier system should be initially closed.
oil discharge returns to normal after the sludge discharge, the operation of the
purifier returns to normal. A sludge discharge takes place normally at preset c) Open the control air valves and the operating fresh water supply
time intervals. valve to the purifier.
The ALCAP purifier bowl operates as a clarifier and water is only removed d) Ensure that there is electrical power at the purifier control box.
during a sludge discharge or by the opening of the water drain valve by the
control system. The large bowl size, longer discharge interval and accurate e) Set the valves, as shown in the following table.
control of the discharge process reduces the loss of oil during the sludge
discharge operation. Because the purifier acts like a clarifier, no gravity disc Position Description Valve
is fitted. The purifier is controlled locally from the control cabinet. A selector
Open No.1 purifier LO supply pump suction valve OL051F
switch allows for manual (MAN), automatic (AUT) or cleaning in place (CIP)
from the LO sump tank
modes. The automatic (AUT) mode is not functional on this vessel. A cover
interlock is fitted which prevents operation should the cover not be correctly Open No.1 purifier supply pump suction valve OL057F
fitted. With the switch in the CIP position, it is possible to operate the purifier Open No.1 purifier supply pump discharge valve OL120F
without the feed pump for maintenance purposes only. Throttled Purifier pump delivery regulating valve OL130F
Closed Purifier feed pumps crossover suction valve OL056F
Flow is controlled to the purifiers by operating the inlet throttle valves OL102F Closed Purifier feed pumps crossover discharge OL134F
and OL103F and by adjusting the bypass valves OL130F and OL131F to ensure valve
that the pressure is not above the heater safety valve operating pressure.
Open No.1 main LO purifier steam heater inlet OL135F
valve
WARNING
Open No.1 main LO purifier steam heater outlet OL100F
Care must be taken when operating the purifier system. Hot oil and valve
steam are present and can result in serious injury if leakage occurs.
Closed Purifier heater crossover valve OL104F
There is a fire risk from the presence of hot oil and all precautions must
Set No.1 purifier flow capacity valve OL102F
be taken to prevent a fire and to deal with one should an outbreak occur.
Operational No.1 purifier three-way valve
The extinguishing system must be checked frequently.
IMO Number: 9321770 Section 2.7.3 - Page 2 of 6
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.3a Lubricating Oil Purifying System Port Starboard Port Starboard

Upper Deck

Key OL OL OL OL
036F 047F 038F 039F
To LO Mist Lubricating Oil
Vent Box
Instrumentation LAH TIAH LAH TIAH LAH LAH
MM195 MM257 MM194 MM258 MM196 MM197
TI TI VA044F
Electrical Signal Generator Engine Generator Engine Generator Turbine Generator Turbine Lubricating Oil Purifier Heaters
OL041F OL040F
LO Storage Tank LO Settling Tank LO Settling Tank LO Storage Tank
2nd Deck (8.7 m3) (8.7 m3) (8.0 m3) (8.0 m3) For Temperature For Temperature
Control Valve Control Valve
OL OL
OL003F 034F 046F OL002F OL001F LAH TIAH LAH PI TIC PI TIC
OL101F OL100F
MM198 MM259 MM200
TIAH Generator Engine OL004F
DG020 LO Sump Tank OL TI TI
OL010F OL037F OL006F
035F Main LO Settling Main LO Storage
DPAH PIAL PAL OL011F No.2 No.1
OL DG015 DG018 DG017 OL042F Tank 85.2 m3 TI Tank 76.3 m3
467F OL005F TI TI
PIAL LAL TIAH
OL
DG019 DG021 DG042 OL008F
007F
TIAH TIAH TIAH
DG043 DG044 DG045
OL022F OL009F
TIAH TIAH TIAH OL128F OL104F
DG046 DG050 DG051 OL135F OL103F OL102F
OL
OL023F
033F Connection For DO OL136F PS PS
OL032F OL129F
No.1 Generator Purifying (To CJC Filter Outlet)
PSH
Turbine LO TT TT
GP050 TIAHL
Sump Tank MI OL127F TT TIAHL TT
OL049F OL123F MM093 OL122F MM092
PIAL LAL TIAL PP066
GP028 GP014 GP027 PI
OL018F OL126F
TIAH TIAH TIAH LO Transfer From No.2 Sampling
OL133F
OL GP022 GP023 GP024 Pump PI Auxiliary LO
OL019F 5 m3/h x 4 bar Pump OL125F OL132F Sampling
465F TIAH TIAH TIAH
OL GP025 GP026 GP020
466F OL124F To Stern Tube
OL030F
No.2 Generator OL026F OL OL043F LO Drain Tank
PSH Turbine LO 044F OL131F OL130F
GS050 Sump Tank PI PI
PIAL LAL TIAL
OL OL OL OL OL
GS028 GS014 GS027 025F 027F 028F 029F 024F
Lubricating Oil Purifier PS PS
TIAH TIAH TIAH Feed Pumps
GS022 GS023 GS024 OL020F 3.6 m3/h x 2.5 bar No.2 No.1
OL054F MI PI PI
TIAH TIAH TIAH OL021F PI PI PP064
GS025 GS026 GS020 PS PS
OL053F
From Stern
Tube LO Lubricating Oil
To Primary Purifiers
Bilge Tank Drain Tank OL052F OL057F No.1 OL120F
OL OL408F OL407F
PI PI MI 134F
From Automatic Filter Save-All Drain OL051F
OL056F PP065
From Main Turbine LO Vent Line Drain LIAH TI LO Purifier
LLI92
Sludge Tank
From Aft Seal Supplement OL055F OL058F No.2 OL121F
Pump Discharge OL420F
From Stern Tube LO System
Connection For DO OL411F
OL045F LAH Purifying (From CJC To Sludge
To Sludge Pump MM199
LO Drain Filter Inlet) Pump Suction
Tank Main LO OL419F OL421F or Primary Bilge Tank
(1 m3) LIAL Sump Tank or Separated Bilge
BD035
(78.8 m3) Sampling Oil Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.3 - Page 3 of 6
 Methane Nile eagle Machinery Operating Manual
Position Description Valve q) Operating information may be displayed for various parameters Procedure for Purifying Lubricating Oil from the Main
by pressing the + pushbutton until the required parameter is Lubricating Oil Settling Tank to the Main Lubricating Oil
Open No.1 purifier bypass valve OL122F
shown on the display.
Open No.1 purifier outlet valve OL132F Sump Tank
Open No.1 purifier flow control inlet valve
Set No.1 purifier outlet flow control valve
Procedure for Stopping the Purifier Lubricating oil may be purified from the main LO settling tank to the main LO
sump tank and the arrangement is the same as for purifying the main LO sump
Open No.1 purifier flow control outlet valve a) Stop the system by pressing the SEPARATION pushbutton on back to the main LO sump except for the valve settings as follows.
Open No.1 purifier line valve to turbine sump tank OL125F the operator panel. The stop sequence is initiated and a bowl
sludge discharge is initiated. Position Description Valve
Note: All other valves must be closed. Closed No.1 purifier LO supply pump suction valve from OL051F
The purifier will commence the shutdown and stop sequence. the LO sump tank
f) Ensure the purifier brake is off and the purifier is free to Open No.1 purifier LO supply pump suction valve from OL052F
rotate. b) On completion of the stop sequence, isolate the purifier
the LO settling and storage tanks
electrically if the purifier is to be dismantled for cleaning.
Open Outlet valve from main LO settling tank OL008F
g) Ensure that the purifier bowl is assembled correctly and that the
hood is fitted and secured. c) Shut off the water supplies.
The purifier is operated in the same way as for purifying LO from the main LO
h) Check the purifier gearbox oil level. d) Shut all valves. sump tank back to the main LO sump tank.

i) Check that the No.1 LO purifier feed pump suction strainer is Alarms
clean.
Procedure for Purifying the Turbine Generator Lubricating
Tag Description Low Alarm High Alarm Oil
j) Slowly open the steam supply to the heater. MM092/3 Purifier heater outlet temperature 60°C 100°C
Oil may be taken from the turbine generator sumps and purified to the turbine
k) Select the MAN position at the selector switch. The first start- generator LO settling tank using No.1 LO purifier. As the sump will be being
up must always be carried out manually.
Procedure for Purifying Lubricating Oil from the Main emptied, the generator must not be running or needed for the foreseeable
Lubricating Oil Sump Tank to the Main Lubricating Oil future.
l) Start the feed pump from the pump starter. The oil flow may be Settling Tank
The procedure is the same as that for purifying LO from the main sump back
read from the panel display. If necessary, set the required flow
Lubricating oil may be pumped from the main LO sump tank to the main LO to the main sump as in the first procedure described. A check must be made
using the bypass valve OL130F.
settling tank via the No.1 LO purifier. The procedure is the same as purifying to ensure that the blanks are secure the loading connections on deck. Valve
LO from the main LO sump back to the main LO sump as above except for settings remain the same except for the following:
m) Press the SEPARATION pushbutton to activate the EPC-50.
the setting of the valves. Valve settings remain the same as in the procedure
n) Before the purifier can be started, the display asks a number of for purifying oil from the main LO sump tank back to the main LO sump tank Note: A check must be made to ensure that the blanks are secure the loading
questions which must be answered. A ‘Yes’ answer is indicated except for the following: connections on deck.
by pressing the + pushbutton and a ‘No’ answer by pressing the
- pushbutton. Position Description Valve Position Description Valve
Closed No.1 purifier line valve to turbine sump tank OL125F Closed No.1 purifier LO supply pump suction valve from OL051F
o) When all questions have been answered, press the purifier the LO sump tank
Open No.1 purifier line valve to main LO settling tank OL126F
START pushbutton.
Open Main LO settling tank filling valve OL042F Open No.1 purifier LO supply pump suction valve from OL053F
the turbine generator LO sump and tank system
p) When the purifier has reached the correct speed and the oil is
at the required temperature press the SEPARATION start/stop The purifier is operated in the same way as the procedure for purifying LO Open/ No.1 turbine generator LO sump suction valve OL019F
pushbutton to start the separation process. When the purifier is from the main sump back to the main sump. Closed
at full speed, ‘Standby’ is shown on the operator panel display. Open/ No.2 turbine generator LO sump suction valve OL021F
The oil temperature may be displayed by pressing the operator Closed
panel + button until ‘TT1’ is shown in the display. Open Return line valve to turbine generator system OL127F
Closed No.1 purifier line valve to main turbine sump tank OL125F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.3 - Page 4 of 6
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.3a Lubricating Oil Purifying System Port Starboard Port Starboard

Upper Deck

Key OL OL OL OL
036F 047F 038F 039F
To LO Mist Lubricating Oil
Vent Box
Instrumentation LAH TIAH LAH TIAH LAH LAH
MM195 MM257 MM194 MM258 MM196 MM197
TI TI VA044F
Electrical Signal Generator Engine Generator Engine Generator Turbine Generator Turbine Lubricating Oil Purifier Heaters
OL041F OL040F
LO Storage Tank LO Settling Tank LO Settling Tank LO Storage Tank
2nd Deck (8.7 m3) (8.7 m3) (8.0 m3) (8.0 m3) For Temperature For Temperature
Control Valve Control Valve
OL OL
OL003F 034F 046F OL002F OL001F LAH TIAH LAH PI TIC PI TIC
OL101F OL100F
MM198 MM259 MM200
TIAH Generator Engine OL004F
DG020 LO Sump Tank OL TI TI
OL010F OL037F OL006F
035F Main LO Settling Main LO Storage
DPAH PIAL PAL OL011F No.2 No.1
OL DG015 DG018 DG017 OL042F Tank 85.2 m3 TI Tank 76.3 m3
467F OL005F TI TI
PIAL LAL TIAH
OL
DG019 DG021 DG042 OL008F
007F
TIAH TIAH TIAH
DG043 DG044 DG045
OL022F OL009F
TIAH TIAH TIAH OL128F OL104F
DG046 DG050 DG051 OL135F OL103F OL102F
OL
OL023F
033F Connection For DO OL136F PS PS
OL032F OL129F
No.1 Generator Purifying (To CJC Filter Outlet)
PSH
Turbine LO TT TT
GP050 TIAHL
Sump Tank MI OL127F TT TIAHL TT
OL049F OL123F MM093 OL122F MM092
PIAL LAL TIAL PP066
GP028 GP014 GP027 PI
OL018F OL126F
TIAH TIAH TIAH LO Transfer From No.2 Sampling
OL133F
OL GP022 GP023 GP024 Pump PI Auxiliary LO
OL019F 5 m3/h x 4 bar Pump OL125F OL132F Sampling
465F TIAH TIAH TIAH
OL GP025 GP026 GP020
466F OL124F To Stern Tube
OL030F
No.2 Generator OL026F OL OL043F LO Drain Tank
PSH Turbine LO 044F OL131F OL130F
GS050 Sump Tank PI PI
PIAL LAL TIAL
OL OL OL OL OL
GS028 GS014 GS027 025F 027F 028F 029F 024F
Lubricating Oil Purifier PS PS
TIAH TIAH TIAH Feed Pumps
GS022 GS023 GS024 OL020F 3.6 m3/h x 2.5 bar No.2 No.1
OL054F MI PI PI
TIAH TIAH TIAH OL021F PI PI PP064
GS025 GS026 GS020 PS PS
OL053F
From Stern
Tube LO Lubricating Oil
To Primary Purifiers
Bilge Tank Drain Tank OL052F OL057F No.1 OL120F
OL OL408F OL407F
PI PI MI 134F
From Automatic Filter Save-All Drain OL051F
OL056F PP065
From Main Turbine LO Vent Line Drain LIAH TI LO Purifier
LLI92
Sludge Tank
From Aft Seal Supplement OL055F OL058F No.2 OL121F
Pump Discharge OL420F
From Stern Tube LO System
Connection For DO OL411F
OL045F LAH Purifying (From CJC To Sludge
To Sludge Pump MM199
LO Drain Filter Inlet) Pump Suction
Tank Main LO OL419F OL421F or Primary Bilge Tank
(1 m3) LIAL Sump Tank or Separated Bilge
BD035
(78.8 m3) Sampling Oil Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.3 - Page 5 of 6
 Methane Nile eagle Machinery Operating Manual
Position Description Valve Procedure for Purifying the Stern Tube System Lubricating Position Description Valve
Open Line valve to turbine generator storage and settling OL046F Oil Open No.2 main LO purifier steam heater inlet valve OL136F
tanks Open No.2 main LO purifier steam heater outlet valve OL101F
No.1 LO purifier may be used for purifying LO from and to the stern tube
Open Inlet valve to turbine generator LO settling tank OL038F Throttled Purifier pump delivery regulating valve OL131F
LO sump tank. The procedure is the same as for purifying LO from the main
Closed Inlet valve to turbine generator LO storage tank OL039F turbine sump tank back to the main turbine sump tank except for the setting Closed Purifier heater crossover valve OL104F
Closed Inlet valve to main turbine LO settling tank OL041F of valves. The valve settings remain the same as for that procedure except for Set No.2 purifier supply valve OL103F
Closed Inlet valve to main turbine LO storage tank OL040F the following: Operational No.2 purifier three-way valve
Open No.2 purifier bypass valve OL123F
Note: The turbine generator LO sump from which the LO is to be taken is Position Description Valve Open No.2 purifier outlet valve OL133F
selected as required. If the LO is to be purified to the turbine generator LO Closed No.1 purifier LO supply pump suction valve from OL051F Open No.2 purifier flow control inlet valve
storage tank or the main LO settling tanks the appropriate valves above are the LO sump tank
changed. Set No.2 purifier outlet flow control valve
Open No.1 purifier LO supply pump suction valve from OL054F
the stern tube LO sump tank Open No.2 purifier flow control outlet valve
Lubricating oil from the turbine generator LO settling tank may be returned Closed No.1 purifier line valve to main turbine sump OL125F Open No.2 purifier line valve to generator engine OL128F
to a turbine generator sump via No.1 purifier. The procedure is the same as tank system
for purifying LO from a turbine generator sump to the turbine generator LO Open Line valve from tanks to engine sump OL010F
Open No.1 purifier line valve to stern tube LO sump OL124F
settling tank except for the following valve settings: Open Generator engine sump inlet valve OL022F
tank
Closed Line valve from main LO storage tank OL043F
Position Description Valve Note: All other valves must be closed.
Open Stern tube LO sump tank filling valve OL050F
Closed No.1 turbine generator LO sump suction valve OL019F
Closed No.2 turbine generator LO sump suction valve OL021F The purifier is operated as for No.1 purifier with LO drawn from the diesel
CAUTION
Open Turbine generator LO settling tank quick-closing OL002F generator LO sump and returned to the sump. In order to purify LO from
outlet valve The level of the stern tube LO drain tank must be such that the operation the generator engine sump to the generator engine LO settling tank the line
of the purifer will not affect the operation of the stern tube system unless valve OL010F and sump inlet valve OL022F must be closed. The settling and
Open Turbine generator tank system crossover line valve OL006F
the ship is immobilised. storage tank supply valve OL035F must be opened together with the generator
Closed Turbine generator tank system crossover line valve OL005F
engine LO settling tank filling valve OL047F; the generator engine LO storage
Closed Turbine generator LO storage tank quick-closing OL001F tank filling valve OL036F must be closed and blanks secured on the port and
Operation of No.2 Lubricating Oil Purifier
outlet valve starboard bulk LO bunkering connections. Lubricating oil may be run down
Closed Line valve to turbine generator storage and settling OL046F The previous descriptions have related to No.1 LO purifier which can be from the generator engine LO settling tank back to the engine sump or it may
tanks classed as the general purpose LO purifier as it can be operated on the main, be purified back to the sump if required.
generator and stern tube LO systems without too much trouble. No.2 LO
Open/ Inlet valve to No.1 turbine generator LO sump tank OL018F
purifier is normally used for the generator engine LO systems. The purifier is No.2 LO purifier is provided with blanked connections allowing the machine
Closed
identical to No.1 LO purifier and its operation and control are the same. The to be used as a back-up purifier for the MGO CJC filter should that unit
Open/ Inlet valve to No.2 turbine generator LO sump tank OL020F description of the operation of No.2 purifier is the same as for No.1 purifier
Closed break down. Please refer to manufacturer’s literature before attempting this
except for the setting of valves. The example below gives the valve settings procedure.
for purifying LO from the generator engine sump tank back to the generator
engine LO sump tank. This assumes that all valves are initially closed: Cross-connections at the feed pump suction, feed pump discharge and heater
outlet allow a flexible use of feed pumps and heater with either purifier. Care
Position Description Valve must be taken with valve settings should this operation be attempted.
Open Generator engine LO sump tank outlet valve OL023F
Open No.2 purifier LO supply pump suction valve from OL055F
the generator engine system
Open No.2 purifier LO supply pump suction valve OL058F
Open No.2 purifier supply pump discharge valve OL121F
Closed Purifier feed pumps crossover suction valve OL056F
Closed Purifier feed pumps crossover discharge valve OL134F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.3 - Page 6 of 6
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.4a Lubricating Oil Filling and Port Starboard Port Starboard
Transfer System Upper Deck

Key OL OL OL OL
036F 047F 038F 039F
To LO Mist Lubricating Oil
Vent Box
Instrumentation LAH TIAH LAH TIAH LAH LAH
MM195 MM257 MM194 MM258 MM196 MM197
TI TI VA044F
Electrical Signal Generator Engine Generator Engine Generator Turbine Generator Turbine Lubricating Oil Purifier Heaters
OL041F OL040F
LO Storage Tank LO Settling Tank LO Settling Tank LO Storage Tank
2nd Deck (8.7 m3) (8.7 m3) (8.0 m3) (8.0 m3) For Temperature For Temperature
Control Valve Control Valve
OL OL
OL003F 034F 046F OL002F OL001F LAH TIAH LAH PI TIC PI TIC
OL101F OL100F
MM198 MM259 MM200
TIAH Generator Engine OL004F
DG020 LO Sump Tank OL TI TI
OL010F OL037F OL006F
035F Main LO Settling Main LO Storage
OL011F No.2 No.1
OL
DPAH PIAL PAL
OL042F Tank 85.2 m3 TI Tank 76.3 m3
DG015 DG018 DG017
467F OL005F TI TI
PIAL LAL TIAH
OL
DG019 DG021 DG042 OL008F
007F
TIAH TIAH TIAH
DG043 DG044 DG045
OL022F OL009F
TIAH TIAH TIAH OL128F OL104F
DG046 DG050 DG051 OL135F OL103F OL102F
OL
OL023F
033F Connection For DO OL136F PS PS
OL032F OL129F
No.1 Generator Purifying (To CJC Filter Outlet)
PSH
Turbine LO TT TT
GP050 TIAHL
Sump Tank MI OL127F TT TIAHL TT
OL049F OL123F MM093 OL122F MM092
PIAL LAL TIAL PP066
GP028 GP014 GP027 PI
OL018F OL126F
TIAH TIAH TIAH LO Transfer From No.2 Sampling
OL133F
OL GP022 GP023 GP024 Pump PI Auxiliary LO
OL019F 5 m3/h x 4 bar Pump OL125F OL132F Sampling
465F TIAH TIAH TIAH
OL GP025 GP026 GP020
466F OL124F To Stern Tube
OL030F
No.2 Generator OL026F OL OL043F LO Drain Tank
PSH Turbine LO 044F OL131F OL130F
GS050 Sump Tank PI PI
PIAL LAL TIAL
OL OL OL OL OL
GS028 GS014 GS027 025F 027F 028F 029F 024F
Lubricating Oil Purifier PS PS
TIAH TIAH TIAH Feed Pumps
GS022 GS023 GS024 OL020F 3.6 m3/h x 2.5 bar No.2 No.1
OL054F MI PI PI
TIAH TIAH TIAH OL021F PI PI PP064
GS025 GS026 GS020 PS PS
OL053F
From Stern
Tube LO Lubricating Oil
To Primary Purifiers
Bilge Tank Drain Tank OL052F OL057F No.1 OL120F
OL OL408F OL407F
PI PI MI 134F
From Automatic Filter Save-All Drain OL051F
OL056F PP065
From Main Turbine LO Vent Line Drain LIAH TI LO Purifier
LLI92
Sludge Tank
From Aft Seal Supplement OL055F OL058F No.2 OL121F
Pump Discharge OL420F
From Stern Tube LO System
Connection For DO OL411F
OL045F LAH Purifying (From CJC To Sludge
To Sludge Pump MM199
LO Drain Filter Inlet) Pump Suction
Tank Main LO OL419F OL421F or Primary Bilge Tank
(1 m3) LIAL Sump Tank or Separated Bilge
BD035
(78.8 m3) Sampling Oil Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.4 - Page 1 of 6
 Methane Nile eagle Machinery Operating Manual
2.7.4 Lubricating Oil Filling and Transfer System Heating coils are fitted to the main, the generator engine and the turbine
CAUTION
generator lubricating oil settling tanks. All storage tanks are filled from
connections on both sides of the ship at the loading stations located at the port Extreme care must be taken when transferring LO so that oils do not
Lubricating Oil Transfer Pump become mixed. The setting of all valves must be checked prior to starting
and starboard sides of the accommodation at the upper deck level. The main
Maker: Taiko Kikai Industries Ltd LO and diesel generator engine LO storage tanks have separate filling lines. operations so that oil will only be pumped from the intended source and
No. of sets: 1 Generator turbine LO and main LO use the same filling line. to the intended destination.
Type: Horizontal gear
The LO transfer pump is used to transfer LO from one part of the ship to Alarms
Model: NHG-5MT FC
another. Its duties include batch transfer of LO from the main LO sump to
Capacity: 5.0 m3/h at 3.5 bar the main LO settling tank prior to batch purification. It can also be used for Tag Description High
Rating: 440 V, 2.2 kW at 1200 rpm pumping the contents of generator engine sumps to the generator engine LO MM257 Generator engine LO settling tank temperature 80°C
settling tank and the turbine generator sumps to the turbine generator LO MM258 Generator turbine LO settling tank temperature 80°C
settling tank prior to purification. The contents of the stern tube LO sump and
Introduction MM259 Main LO settling tank temperature 60°C
the LO drain tank may also be pumped to the main LO settling tank.

Lubricating oil is stored in the following tanks, located in the engine room: The LO transfer pump may be controlled locally or remotely from the IAS
Lubricating Oil Transfer system graphic screen. A selector switch at the pump Procedure for the Transfer of Lubricating Oil by means of the
Tank Volume Quick- may to switched to LOCAL for local control, to REMOTE for control from Lubricating Oil Transfer Pump
100% Closing the IAS or OFF which prevents the pump from being started. In local control
(m3) Valves the pump is started and stopped by pressing the local START and STOP a) Check and record the level of oil in all LO tanks.
Main LO storage tank (S) 76.3 OL007F pushbuttons. With the pump set to remote it may be controlled manually from
the graphic screen. The graphic screen also displays alarm conditions for the b) Check that all the tank suction and filling valves are closed.
Main LO settling tank (S) 85.2 OL008F
tanks and the level of oil in the main LO sump tank.
LO drain tank 1.0 N/A c) Check that the LO transfer pump suction filter is clean.
Generator engine LO storage tank(S) 8.7 OL004F The LO transfer pump can take suction from the following:
Generator engine LO settling tank(S) 8.7 OL003F d) Open the suction valve(s) from the relevant source as in the
Generator turbine LO storage tank(S) 8.0 OL001F Location Valve following table:
Generator turbine LO settling tank(S) 8.0 OL002F LO drain tank OL026F
Main LO sump tank (C) 78.8 N/A Generator engine LO system OL030F Main Engine Sump
Stern tube LO drain tank (C) 3.2 N/A Generator turbine LO system OL027F Position Description Valve
After seal LO supplement tank 0.1 N/A LO purifier sludge tank or separated bilge oil tank OL024F Open LO transfer pump suction valves from main OL028F
After stern tube seal tank 0.035 N/A Main LO settling and storage tanks OL029F LO sump tank
No.1 LO daily use tank 0.2 N/A Main LO sump tank OL028F
No.2 LO daily use tank 0.2 N/A Stern tube LO drain tank OL025F
From Stern Tube Lubricating Oil Sump Tank

All outlet valves from large LO storage and settling tanks in the engine room The system valves in each case allows for suction from the relevant sump Position Description Valve
are remote quick-closing valves with a collapsible bridge, which can be tanks, the storage tank and the settling tank with those tank valves also being Open LO transfer pump suction valves from stern OL025F
operated from the ship’s fire control station. After being tripped the valves open. The LO transfer pump can discharge to the following: tube drain tank
must be reset locally. Each tank is also fitted with a self-closing test cock to
test for the presence of water and to drain any water present. Tundishes under Location Valve
the self-closing test cock drain any test liquid to the primary bilge tank or the Main LO settling tank OL049F From Main Lubricating Oil Settling and Storage Tanks
FO drain tank. Lubricating oil is run down from the storage tanks to the main Generator turbine LO settling and storage tanks/shore OL033F Open LO transfer pump suction valves from main OL029F
LO sump tank, the diesel generator engine sump, the turbine generator engine discharge LO settling tank OL008F
sumps and the stern tube LO sump tank.
Generator engine LO settling and storage tanks/shore OL032F Open LO transfer pump suction valves from main OL029F
discharge LO storage tank OL009F
The main turbine, turbine generator and diesel generator sumps may all be
purified to their respective settling tank, storage tank or back to their original OL007F
sumps as required. See section 2.7.3 for details of these operations.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.4 - Page 2 of 6
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.4a Lubricating Oil Filling and Port Starboard Port Starboard
Transfer System Upper Deck

Key OL OL OL OL
036F 047F 038F 039F
To LO Mist Lubricating Oil
Vent Box
Instrumentation LAH TIAH LAH TIAH LAH LAH
MM195 MM257 MM194 MM258 MM196 MM197
TI TI VA044F
Electrical Signal Generator Engine Generator Engine Generator Turbine Generator Turbine Lubricating Oil Purifier Heaters
OL041F OL040F
LO Storage Tank LO Settling Tank LO Settling Tank LO Storage Tank
2nd Deck (8.7 m3) (8.7 m3) (8.0 m3) (8.0 m3) For Temperature For Temperature
Control Valve Control Valve
OL OL
OL003F 034F 046F OL002F OL001F LAH TIAH LAH PI TIC PI TIC
OL101F OL100F
MM198 MM259 MM200
TIAH Generator Engine OL004F
DG020 LO Sump Tank OL TI TI
OL010F OL037F OL006F
035F Main LO Settling Main LO Storage
OL011F No.2 No.1
OL
DPAH PIAL PAL
OL042F Tank 85.2 m3 TI Tank 76.3 m3
DG015 DG018 DG017
467F OL005F TI TI
PIAL LAL TIAH
OL
DG019 DG021 DG042 OL008F
007F
TIAH TIAH TIAH
DG043 DG044 DG045
OL022F OL009F
TIAH TIAH TIAH OL128F OL104F
DG046 DG050 DG051 OL135F OL103F OL102F
OL
OL023F
033F Connection For DO OL136F PS PS
OL032F OL129F
No.1 Generator Purifying (To CJC Filter Outlet)
PSH
Turbine LO TT TT
GP050 TIAHL
Sump Tank MI OL127F TT TIAHL TT
OL049F OL123F MM093 OL122F MM092
PIAL LAL TIAL PP066
GP028 GP014 GP027 PI
OL018F OL126F
TIAH TIAH TIAH LO Transfer From No.2 Sampling
OL133F
OL GP022 GP023 GP024 Pump PI Auxiliary LO
OL019F 5 m3/h x 4 bar Pump OL125F OL132F Sampling
465F TIAH TIAH TIAH
OL GP025 GP026 GP020
466F OL124F To Stern Tube
OL030F
No.2 Generator OL026F OL OL043F LO Drain Tank
PSH Turbine LO 044F OL131F OL130F
GS050 Sump Tank PI PI
PIAL LAL TIAL
OL OL OL OL OL
GS028 GS014 GS027 025F 027F 028F 029F 024F
Lubricating Oil Purifier PS PS
TIAH TIAH TIAH Feed Pumps
GS022 GS023 GS024 OL020F 3.6 m3/h x 2.5 bar No.2 No.1
OL054F MI PI PI
TIAH TIAH TIAH OL021F PI PI PP064
GS025 GS026 GS020 PS PS
OL053F
From Stern
Tube LO Lubricating Oil
To Primary Purifiers
Bilge Tank Drain Tank OL052F OL057F No.1 OL120F
OL OL408F OL407F
PI PI MI 134F
From Automatic Filter Save-All Drain OL051F
OL056F PP065
From Main Turbine LO Vent Line Drain LIAH TI LO Purifier
LLI92
Sludge Tank
From Aft Seal Supplement OL055F OL058F No.2 OL121F
Pump Discharge OL420F
From Stern Tube LO System
Connection For DO OL411F
OL045F LAH Purifying (From CJC To Sludge
To Sludge Pump MM199
LO Drain Filter Inlet) Pump Suction
Tank Main LO OL419F OL421F or Primary Bilge Tank
(1 m3) LIAL Sump Tank or Separated Bilge
BD035
(78.8 m3) Sampling Oil Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.4 - Page 3 of 6
 Methane Nile eagle Machinery Operating Manual
Generator Engine Lubricating Oil System
Position Description Valve
Procedure for the Transfer of Lubricating Oil by Gravity
Position Description Valve Open Shore connection valve (turbine LO) OL033F All of the valves should be in the CLOSED position.
Open LO transfer pump suction valves from OL030F OL046F
generator engine sump OL023F Open Shore connection valve (generator engine OL032F a) Drain any water from the tank by operating the self-closing
Open LO transfer pump suction from generator OL030F LO) OL035F drain cock and then open the following valves depending on
engine settling tank OL003F Open Main LO settling tank OL042F the service selected.
Open LO transfer pump suction from generator OL030F OL049F
engine storage tank OL011F Open Generator turbine LO settling tank OL033F b) Open the system valves as per the following tables:
OL004F OL046F
OL038F Main Lubricating Oil System
Generator Turbine Lubricating Oil System Open Generator turbine LO storage tank OL033F To transfer from the lubricating oil storage/settling tanks to the main LO sump
OL046F or the stern tube LO drain tank:
Position Description Valve OL039F
Open LO transfer pump suction from No.1 turbine OL027F Open Generator engine LO settling tank OL032F Position Description Valve
generator sump OL019F OL035F Open Main LO storage tank to the main sump OL007F
Open LO transfer pump suction from No.2 turbine OL027F OL047F OL044F
generator sump OL021F Open Generator engine LO storage tank OL032F Open Main LO settling tank to the main sump OL008F
Open LO transfer pump suction from turbine OL027F OL035F OL009F
generator settling tank OL002F OL036F OL044F
Open LO transfer pump suction from turbine OL027F Open Main LO storage tank to the stern tube LO OL007F
generator storage tank OL005F f) Check that the valve system is correctly set and then start the drain tank OL043F
OL001F LO transfer pump from the IAS graphic screen or locally if OL050F
required. Open Main LO settling tank to the stern tube LO OL008F
drain tank OL009F
From Lubricating Oil Drain Tank g) Ensure that the oil is being correctly transferred. OL043F
Position Description Valve OL050F
h) When the required quantity of oil has been transferred, stop the
Open LO transfer pump line suction valve from LO OL026F pump and close all valves.
drain tank Generator Engine System
i) Check and record the levels in all LO tanks and record the To transfer from the generator engine LO storage/settling tanks to the generator
From Lubricating Oil Purifier Sludge Tank amount of oil transferred in the Oil Record Book together with engine sump:
the date, time and personnel involved.
Position Description Valve
Position Description Valve
Open LO transfer pump line suction valve from LO OL024F
purifier sludge tank OL420F Open Generator engine LO storage tank to the OL004F
OL419F generator engine sump OL022F
OL411F Open Generator engine LO settling tank to the OL003F
generator engine sump OL011F
e) Open the discharge valve(s) to the relevant tank: OL022F

c) Ensure that the oil is being correctly transferred.

d) When the required quantity of oil has been transferred, close all
the valves.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.4 - Page 4 of 6
 Methane Nile eagle Machinery Operating Manual
Illustration 2.7.4a Lubricating Oil Filling and Port Starboard Port Starboard
Transfer System Upper Deck

Key OL OL OL OL
036F 047F 038F 039F
To LO Mist Lubricating Oil
Vent Box
Instrumentation LAH TIAH LAH TIAH LAH LAH
MM195 MM257 MM194 MM258 MM196 MM197
TI TI VA044F
Electrical Signal Generator Engine Generator Engine Generator Turbine Generator Turbine Lubricating Oil Purifier Heaters
OL041F OL040F
LO Storage Tank LO Settling Tank LO Settling Tank LO Storage Tank
2nd Deck (8.7 m3) (8.7 m3) (8.0 m3) (8.0 m3) For Temperature For Temperature
Control Valve Control Valve
OL OL
OL003F 034F 046F OL002F OL001F LAH TIAH LAH PI TIC PI TIC
OL101F OL100F
MM198 MM259 MM200
TIAH Generator Engine OL004F
DG020 LO Sump Tank OL TI TI
OL010F OL037F OL006F
035F Main LO Settling Main LO Storage
OL011F No.2 No.1
OL
DPAH PIAL PAL
OL042F Tank 85.2 m3 TI Tank 76.3 m3
DG015 DG018 DG017
467F OL005F TI TI
PIAL LAL TIAH
OL
DG019 DG021 DG042 OL008F
007F
TIAH TIAH TIAH
DG043 DG044 DG045
OL022F OL009F
TIAH TIAH TIAH OL128F OL104F
DG046 DG050 DG051 OL135F OL103F OL102F
OL
OL023F
033F Connection For DO OL136F PS PS
OL032F OL129F
No.1 Generator Purifying (To CJC Filter Outlet)
PSH
Turbine LO TT TT
GP050 TIAHL
Sump Tank MI OL127F TT TIAHL TT
OL049F OL123F MM093 OL122F MM092
PIAL LAL TIAL PP066
GP028 GP014 GP027 PI
OL018F OL126F
TIAH TIAH TIAH LO Transfer From No.2 Sampling
OL133F
OL GP022 GP023 GP024 Pump PI Auxiliary LO
OL019F 5 m3/h x 4 bar Pump OL125F OL132F Sampling
465F TIAH TIAH TIAH
OL GP025 GP026 GP020
466F OL124F To Stern Tube
OL030F
No.2 Generator OL026F OL OL043F LO Drain Tank
PSH Turbine LO 044F OL131F OL130F
GS050 Sump Tank PI PI
PIAL LAL TIAL
OL OL OL OL OL
GS028 GS014 GS027 025F 027F 028F 029F 024F
Lubricating Oil Purifier PS PS
TIAH TIAH TIAH Feed Pumps
GS022 GS023 GS024 OL020F 3.6 m3/h x 2.5 bar No.2 No.1
OL054F MI PI PI
TIAH TIAH TIAH OL021F PI PI PP064
GS025 GS026 GS020 PS PS
OL053F
From Stern
Tube LO Lubricating Oil
To Primary Purifiers
Bilge Tank Drain Tank OL052F OL057F No.1 OL120F
OL OL408F OL407F
PI PI MI 134F
From Automatic Filter Save-All Drain OL051F
OL056F PP065
From Main Turbine LO Vent Line Drain LIAH TI LO Purifier
LLI92
Sludge Tank
From Aft Seal Supplement OL055F OL058F No.2 OL121F
Pump Discharge OL420F
From Stern Tube LO System
Connection For DO OL411F
OL045F LAH Purifying (From CJC To Sludge
To Sludge Pump MM199
LO Drain Filter Inlet) Pump Suction
Tank Main LO OL419F OL421F or Primary Bilge Tank
(1 m3) LIAL Sump Tank or Separated Bilge
BD035
(78.8 m3) Sampling Oil Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.4 - Page 5 of 6

e) Check and record the levels in all LO tanks and record the
amount of oil transferred in the Oil Record Book together with
the date, time and personnel involved.
Generator Turbine System
To transfer from the generator turbine LO storage/settling tanks to the turbine
generator sumps:
Methane Nile eagle
Procedure for Loading Lubricating Oil
The preparation and operation procedures for loading should be followed
as described in section 2.6.1 Fuel Oil Bunkering and Transfer System. The
precautions to be observed when loading LO are the same as for loading
fuel oil. Main LO and turbine generator LO use the same filling line and the
generator engine LO has its own filling line. There are filling connections on
the port and starboard sides of the accommodation block at upper deck level.
Machinery Operating Manual
g) When the required quantity of oil has been loaded, signal for
the pumping to stop. Allow the pipe to drain and then close all
valves.
h) Remove the supply pipe and refit the blank.
i) Check and record the levels in all LO tanks and record the
amount of oil loaded in the Oil Record Book.

Position Description Valve a) Check that there is sufficient capacity in the tank to accommodate Operators procedures are to be strictly adhered to.
Open Generator turbine LO storage tank to the OL001F the LO ordered.
generator turbine sumps OL018F or
OL020F b) Agree with the supplier the amount of LO to be supplied for
each category of oil; check that the grades of LO ordered are to
Open Generator turbine LO settling tank to the OL002F
be delivered.
generator turbine sumps OL005F
OL018F or
c) Remove the line blank to the required filling line. Ensure that
OL020F
the joint is undamaged and replace it if there is any doubt.

c) Ensure that the oil is being correctly transferred. d) Connect the loading hose and open the appropriate tank valve.

d) When the required quantity of oil has been transferred, close all Position Description Valve
of the valves.
Open Main LO storage tank filling valve OL040F
e) Check and record the levels in all of the LO tanks and record the Open Main LO settling tank filling valve OL041F
amount of oil transferred in the Oil Record Book together with Open Generator turbine LO storage tank filling OL039F
the date, time and personnel involved. valve
Open Generator turbine LO settling tank filling OL038F
valve
Open Generator engine LO storage tank filling OL036F
valve
Open Generator engine LO settling tank filling OL047F
valve
Closed Line valve to turbine generator storage and OL046F
settling tanks
Closed Line valve to generator engine storage and OL035F
settling tanks

CAUTION
The above list shows all tank valves open. In every case, only the tank
being filled will have its valve open. All other valves in this list must be
closed.

e) Proceed with the loading operation.

f) Ensure that oil is being loaded into the correct tank.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.7.4 - Page 6 of 6
2.8 Bilge System

2.8.1 Engine Room Bilge System

2.8.2 Forward Bilge System

Illustrations

2.8.1a Engine Room Bilge System

2.8.1b Oily Water Separator Control Panel

2.8.2a Forward Bilge System

2.8.2b Passageway Bilge System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.1a Engine Room Bilge System IMO International Bilge Shore Connection with Blind Flange
To Incinerator Waste Oil Service Tank
FS Oil Port Starboard
PI Content
Upper Deck
Monitor
From Burner Cleaning Device and Burner Purge Drain
BV1
BV7
BV16 Oil Tank Coaming and Settled Water Drain
PI
SV2 GV3 PS PI Contaminated Water Drain
BG Oily Water Separator Automatic Incinerator Waste Oil
042F GV2 Stop Service Tank Level Switch BG203F From Incinerator
Spir Feed From Cargo Machinery Room Bilge Drain
FS Pump Waste Oil Service Tank
-olator SV8 GV4 BV5
Stage DPS
PI Overflow
BG BV2 1 From Burner Area Save-all Drain
043F MV1
SV3 SV7 Heli-Sep From Main Condenser
Bag Separator Sea Water Draining
Filter SV1 For Lubricating Oil
PI PR1 BG201F
SV4 BG037F Purifier Sludge Tank Automatic
Settled Water Drain Stop To Bilge, Fire and
BG072F BG071F
GV1 SV6 SV5 BG202F General Service Pumps
BG BV3 From Start Signal (5.2a)
046F PI BG268F
BFV1 PRV1 PI MC PI
BG
PI TS BV4 216F PP032 No.1 No.1 & 2 No.1
BV6 Engine Room BG
Process MC
Pump PS PP031 Bilge Pump WG250F 200F
(10 m3/h x 4 bar) BG218F
Primary Bilge Sludge Pump PI
BG036F
Tank (16.1 m3) TI BG (5m3/h x 4 bar)
From Fresh Water Service PI 1 217F
WG251F BG267F
BG030F BG
029F
From Lubricating Oil BG
LAH LAH Purifier Sludge Tank
BG013 BG014 From Sewage Treatment 259F BG258F
Plant Overflow BG BG BG BG BG BG
032F 033F 034F 038F 023F 073F From Fuel
From Boiler Soot Drain Tank Oil Drain Tank
BG204F
From Inert Gas Generator
From Lubricating
Sea Water Drain Line BG225F
Oil Drain Tank
Upper Deck
BG205F BG022F
LAH
BG011
BG From Main Turbine BG206F BG209F
Emergency Fire BG 048F BG
LAH Pump Space 049F 076F Reduction Gearing
TI BG208F LI
BG012 Oil Vent Line Drain TI
LAH
BG008 LAH
BG002
(Aft) (Fwd)
LIAH Separated Clean
BG050F Drain Tank
BG007 Bilge Holding Tank LIAH From Sea Bilge Oil Tank LIAH
LS BG021F
(134.7 m3) BD031 (33.1 m3) BD032 (46.0 m3)
BG051F Suction Line
Bilge Well (2.3.3a)
BG052F (Aft)
BG014F
BG053F
Steering Void
Gear
BG013F
Room Bilge
Key Floor Bilge Well
Wells LIAH LAH Coffer-
BG065F LAH (Forward Port)
BD009
BG010
BG005 dam
Bilges BG010F No.1 Main Cooling LAH
Sea Water Pump BG003
BG005F Bilge Well
BG004F
BG061F (Mid Port) (1300 m3/h x 2 bar)
Stern Tube Distilled Water
WS024F
Cooling Water BG054F
BG020F
Tank Fresh Water LAH
Cofferdam
BG055F Scoop Recess BG009
Bilge Well LAH
Sea Water
Sunken Area Sunken Area for (Mid BG004

for Main Main Condensate Starboard) BG019F

Electrical Signal Upper Deck From Main Cooling Bilge Well
Condenser Pump Emergency
BG003F
LAH Sea Water Crossover (Forward
Instrumentation BG006 Bilge Suction Starboard)
From Distilled Water Tanks BG007F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 1 of 10

2.8 Bilge System
2.8.1 Engine Room Bilge System
Engine Room Bilge Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Vertical reciprocating
Model: VPS-10
Capacity: 10 m3/h at 4 bar
Rating: 440 V, 3.7 kW at 1200 rpm reduced to 76 rpm
Sludge Pump
Maker: Taiko Kikai Industries Ltd
No. of sets: 1
Type: Mono screw
Model: HNP-401 FC
Capacity: 5.0 m3/h at 3.5 bar
Rating: 440 V, 2.2 kW at 1200 rpm reduced to 290 rpm
Bilge, Fire and General Service Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 245/150 m3/h at 3.5 bar/12 bar
Rating: 440 V, 45/150 kW at 1200/1800 rpm
Bilge Separator
Maker: Coffin World Water Systems
No. of sets: 1
Type: Two stage coalescing with ultra filtering
Model: Ultra-Sep 5000
Capacity: 5 m3/h
Oil Content Monitor
Maker: Rivertrace Engineering
Type: Smartcell-Bilge
Alarm point: 15 ppm
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Introduction The self-priming bilge, fire and GS pumps can take suction from:
• Bilge suction main
The engine room bilge pump can take suction from the following areas:
• Sea water suction main
• Engine room bilge wells
• No.1 pump has a direct suction from the port forward bilge well
• Stern tube cooling water tank and can take suction from the clean drain tank, the fresh water
tanks and the main condenser
• Bilge holding tank
• Scoop recess • No.2 pump also has a direct suction from the port forward bilge
well via cross-connecting valve BG058F
• Cofferdam
• Clean drain tank The self-priming bilge, fire and GS pumps can discharge to:
• Main condenser and condenser pump sunken areas • Overboard via the ballast eductor overboard line
• Main condenser sea water draining • Fire and wash deck line
• Hull water spray system
• The sea water suction main
• The ballast stripping eductor
Apart from the sea water suction and the bilge holding tank, all of the bilge
pump suctions are connected to the bilge main.
CAUTION
The engine room bilge pump which can be started either locally or from the The overboard discharge is not to be used for discharging bilges unless
IAS discharges to: under emergency conditions.
• The primary bilge tank No.1 main sea water cooling pump has an emergency bilge suction via valve
• Incinerator waste oil service tank WS024F.
• Shore connections on the port and starboard side
The Oily Bilge Water Separator
All bilge wells are fitted with high level alarms as is the sunken area for the
sea water scoop. The bilge holding tank, the clean drain tank and the separated The bilge separator operates automatically and discharges water overboard
bilge oil tank are fitted with high level alarms. The alarms have a 20 seconds and separated oil to the separated bilge tank. The oily bilge water is initially
time delay. pumped into the bilge holding tank, using the engine room bilge pump, via the
bilge primary tank and the separator extracts bilge water from the bilge holding
The bilge system valves can only be operated manually, the level alarms which tank. The separator has a pump located at the outlet and this draws bilge water
are monitored by the IAS and displayed on the bilge graphic screen. through the separator rather than pumping it through. This arrangement
prevents the mixing of oil and water by the action of the pump which would
occur if the bilge water was pumped into the separator.
The sludge pump can be operated from the IAS and can take suction from:
• Separated bilge oil tank
The unit is a dual stage bilge water separation system utilising generated
• The LO drain tank vacuum, differential specific gravity and high efficiency two stage coalescing
• The FO drain tank for the majority of free oil removal and dirt separation, with micron filtration
for removal of trace solids and small oil droplets. This is followed by ultra-
• The LO purifier sludge tank filtration to separate and remove emulsified oils, along with the remaining
minute solids and entrained air from the bilge water. This system is designed
The sludge pump can discharge to: for continuous and/or intermittent operation and is fully automatic once
• The incinerator waste oil service tank started.
• Shore connections on the port and starboard side
• Separated bilge oil tank
IMO Number: 9321770 Section 2.8.1 - Page 2 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.1b Oily Water Separator Control Panel

POWER FEED PROCESS OVERBOARD RECIRC.

ON PUMP PUMP DISCHARGE DISCHARGE

1 2 3 4 5

OPERATE/ OPERATE OIL SPIR-O-LATOR CLEAN

CLEAN OFF DISCHARGE FLUSH MODE
/02#,. (!.$!54/

Key

1 - Power On
6 7 8 9 10
2 - Feed Pump Running

SPIR-O-LATER HELI-SEP 3 - Process Pump Running

FILL FLUSH
/&&/. /&&/.
4 - Overboard Discharge Indicator

5 - Recirculation Discharge Indicator

6 - Operate/Clean Selector Switch

11 12
7 - Hand/Automatic Selector Switch
LOW LOW PROCESS HIGH HIGH
SPIR-O-LATOR LOW PUMP SPIR-O-LATER SPIR-O-LATOR 8 - Manual Oil Discharge Pushbutton
CIRCULATION PRODUCT SUCTION FEED DIFFERENTIAL
FLOW FLOW PRESSURE PRESSURE PRESSURE
9 - Manual Spir-o-later Flush Pushbutton

10 - Clean Mode Pushbutton

11 - Spir-o-later Fill Selector Switch

13 14 15 16 17
12 - Heli-sep Flush Selector Switch

HIGH
SPIR-O-LATOR
MOTOR EXCESSIVE
OIL
ALARM 13 - Low Spir-o-lator Circulation Flow Alarm
TEMPERATURE OVERLOAD DISCHARGE RESET
14 - Low Product Flow Alarm

15 - Low Process Pump Suction Pressure Alarm

16 - High Spir-o-lator Feed Pressure Alarm

18 19 20 21 17 - High Spir-o-lator Differential Pressure Alarm

18 - High Circulation Temperature Alarm

19 - Motor Overload Alarm

20 - Excessive Oil Discharge Alarm

21 - Alarm Reset

EMERGENCY STOP

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 3 of 10
 Methane Nile Eagle Machinery Operating Manual
The bilge water to be processed is pulled from the bilge holding tank by the feed The separator induction pump is provided with an automatic stop facility
Position Description Valve
pump. The water flows through a basket strainer to remove large solids. The which stops the separator operating when the bilge holding tank is empty.
influent then enters the Heli-Sep separator stage near the bottom of the solids Open Process filter isolation valve BFV1
sludge collecting chamber. Most of the free oil separates from the influent The oil content discharge (OCD) monitor located after the separator discharge, Open Process filter vent valve BV2
immediately due to the difference in specific gravity and the reduced flow samples the bilge water as it passes out of the separator. Should the oil content Open Process water sample valve BV7
velocity inside the separator. The flow travels upward through the separating exceed 15 ppm, the solenoid valves operate to change the process water and Closed Separator drain valve BV3
media matrix. This path maximizes contact with the separating media to the concentrate water flow from the overboard discharge back to the bilge
Closed Process bag filter drain valve BV4
enhance coalescence of the oil. The flow exits the top of the separating media holding tank. An audible alarm sounds to warn the operator of the situation.
matrix where the oil continues to flow upwards to the top of the separator’s oil Closed Membrane feed sample valve BV6
collecting chamber because of the difference in specific gravity. The influent The separator works automatically at all times and will operate as long as there Set Membrane inlet valve GV1
less the majority of free oil is then drawn downward by the feed pumps’ is water being pumped into it. The unit is fitted with sampling valves which Set Operating pressure control valve GV2
vacuum through the polishing pack. The polishing pack removes the small oil allow a visual inspection of the process water at various stages through the Set Recirculating outlet valve GV4
droplets. When sufficient oil has collected in the oil collecting chamber, the oil plant. Set Process water control valve GV3
sensing probes located in the top of the separator stop the feed pump and open
Closed Sample valve BG046F
the clean water inlet valve. CAUTION
Open Separator outlet non-return valve BG042F
The oily water separator is designed to separate oil from water, not
Pressurized fresh water enters from the bottom of the separator and displaces Open Overboard valve BG043F
water from oil. Therefore if the bilge supply to the separator contains
the accumulated oil in the collection chamber top of the Heli-Sep stage which excessive amounts of oil it will render the equipment useless and result Open Separator inlet valve BG036F
is discharged through the oil discharge line to the separated oil tank. After in unnecessary maintenance.
the accumulated oil has been discharged and the oil sensing probe is again
immersed in water, the separator returns to the separating mode. The semi e) Ensure that the Operate Clean switch 5SS1 is in the OPERATE
The maximum flow capacity should not be exceeded as excess flow will position.
cleaned influent less the majority of free oils but with some emulsified oils prevent effective separation. The separator supply suction strainer should be
exits the separator stage through the feed pump. kept clean in order to avoid large solid particles entering the separator as these f) Ensure that the Operate Hand/Off/Auto switch 5SS2 is in the
will have a detrimental effect on separation. OFF position.
The feed pump pressurizes the influent for processing through the process bag
filter before supplying the process pump with a positive suction head. The bag
g) Turn the Power Disconnect switch to the ON position. The
filter removes suspended solids and oil droplets of approximately 5 microns Procedure for Pumping the Bilge Holding Tank through the
and larger from the flow. This semi-cleaned influent is supplied to the process POWER ON lamp will illuminate.
Oily Bilge Separator
pump for processing by the Spir-olator’s membrane stage. The process pump
increases the influent pressure and drives the emulsions across the surface of h) The separator will automatically start filling. SV5 will open
The description assumes that the separator is being filled from empty. Valve then close when the oil sensing probe senses water.
the membranes at a high velocity which maximizes the process water output by BG037F can be used for priming the separator for commissioning. In normal
minimizing fouling because the higher velocity shears off the excess oils and use, the sea water priming can be used to fill the unit.
waste of the surface of the membrane. Water, salts and detergents are forced i) Ensure the local and remote EMERGENCY STOP switches
through the membrane by back pressure created by the system and the systems are not activated. Reset any alarms by pressing the ALARM
operating pressure control valve while oils and other waste are rejected. Initial Start-up RESET pushbutton.
a) Check that the strainers are clean.
The portion of the influent forced through the membrane is referred to as the j) Turn the Spir-olator Fill switch 5SS3 to the ON position.
processed water (clean water or permeate) while the remainder is referred b) Once the level in the tank has been recorded, open the suction
to as the concentrate or reject. The processed water is discharged from the k) Close valves BV2 and BV7 as the units become purged with air.
valve BG032F from the bilge holding tank. Ensure valves
system. The concentrate with the rejected oils and waste is returned to inlet of Move the Spir-olator Fill switch to the OFF position once full.
BG033F and BG034F are closed.
the bag filter, for deoiling and polishing before being fed to the process pump
inlet for reprocessing through the membranes. A flush sequence is provided l) Check the rotation of both pump motors.
c) Check that the FW system is operating and able to supply the
to automatically flush the membranes with clean water periodically, when a oily bilge separator and that valve WG251F is open.
low process water flow is detected and upon each automatic shutdown of the The procedure so far describes how to fill the unit. This would only be done
system, or it can be also performed manually at any time. During a flush, the after a major overhaul. A normal starting procedure would start from this point.
d) Set the valves as in the following table.
water is drawn from the fresh water source by the process pump and is pumped Once the valves have been checked as previously described:
across the membranes for a short duration of time then discharged to the bilge The reclaimed oil will be discharged to the separated bilge oil tank:
holding tank where it can be reprocessed. m) Ensure that the Operate switch is in the OFF position.

n) Ensure that the Operate Clean switch is in the OPR position.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 4 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.1a Engine Room Bilge System IMO International Bilge Shore Connection with Blind Flange
To Incinerator Waste Oil Service Tank
FS Oil Port Starboard
PI Content
Upper Deck
Monitor
From Burner Cleaning Device and Burner Purge Drain
BV1
BV7
BV16 Oil Tank Coaming and Settled Water Drain
PI
SV2 GV3 PS PI Contaminated Water Drain
BG Oily Water Separator Automatic Incinerator Waste Oil
042F GV2 Stop Service Tank Level Switch BG203F From Incinerator
Spir Feed From Cargo Machinery Room Bilge Drain
FS Pump Waste Oil Service Tank
-olator SV8 GV4 BV5
Stage DPS
PI Overflow
BG BV2 1 From Burner Area Save-all Drain
043F MV1
SV3 SV7 Heli-Sep From Main Condenser
Bag Separator Sea Water Draining
Filter SV1 For Lubricating Oil
PI PR1 BG201F
SV4 BG037F Purifier Sludge Tank Automatic
Settled Water Drain Stop To Bilge, Fire and
BG072F BG071F
GV1 SV6 SV5 BG202F General Service Pumps
BG BV3 From Start Signal (5.2a)
046F PI BG268F
BFV1 PRV1 PI MC PI
BG
PI TS BV4 216F PP032 No.1 No.1 & 2 No.1
BV6 Engine Room BG
Process MC
Pump PS PP031 Bilge Pump WG250F 200F
(10 m3/h x 4 bar) BG218F
Primary Bilge Sludge Pump PI
BG036F
Tank (16.1 m3) TI BG (5m3/h x 4 bar)
From Fresh Water Service PI 1 217F
WG251F BG267F
BG030F BG
029F
From Lubricating Oil BG
LAH LAH Purifier Sludge Tank
BG013 BG014 From Sewage Treatment 259F BG258F
Plant Overflow BG BG BG BG BG BG
032F 033F 034F 038F 023F 073F From Fuel
From Boiler Soot Drain Tank Oil Drain Tank
BG204F
From Inert Gas Generator
From Lubricating
Sea Water Drain Line BG225F
Oil Drain Tank
Upper Deck
BG205F BG022F
LAH
BG011
BG From Main Turbine BG206F BG209F
Emergency Fire BG 048F BG
LAH Pump Space 049F 076F Reduction Gearing
TI BG208F LI
BG012 Oil Vent Line Drain TI
LAH
BG008 LAH
BG002
(Aft) (Fwd)
LIAH Separated Clean
BG050F Drain Tank
BG007 Bilge Holding Tank LIAH From Sea Bilge Oil Tank LIAH
LS BG021F
(134.7 m3) BD031 (33.1 m3) BD032 (46.0 m3)
BG051F Suction Line
Bilge Well (2.3.3a)
BG052F (Aft)
BG014F
BG053F
Steering Void
Gear
BG013F
Room Bilge
Key Floor Bilge Well
Wells LIAH LAH Coffer-
BG065F LAH (Forward Port)
BD009
BG010
BG005 dam
Bilges BG010F No.1 Main Cooling LAH
Sea Water Pump BG003
BG005F Bilge Well
BG004F
BG061F (Mid Port) (1300 m3/h x 2 bar)
Stern Tube Distilled Water
WS024F
Cooling Water BG054F
BG020F
Tank Fresh Water LAH
Cofferdam
BG055F Scoop Recess BG009
Bilge Well LAH
Sea Water
Sunken Area Sunken Area for (Mid BG004

for Main Main Condensate Starboard) BG019F

Electrical Signal Upper Deck From Main Cooling Bilge Well
Condenser Pump Emergency
BG003F
LAH Sea Water Crossover (Forward
Instrumentation BG006 Bilge Suction Starboard)
From Distilled Water Tanks BG007F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 5 of 10
 Methane Nile Eagle Machinery Operating Manual
o) Turn the Power switch to the ON position. The POWER ON Shutting Down the Separator Procedure for Pumping Bilges to the Bilge Primary Tank using
lamp will illuminate. Should it be necessary to shut down the separator, the following procedure the Engine Room Bilge Pump
should be followed:
p) Ensure the local and remote EMERGENCY STOP switches a) Clean all suction strainers. Ensure there is sufficient room in the
are not activated. Reset any alarms by pressing the ALARM a) Turn the Operate switch to the OFF position. bilge primary tank to recieve the bilges.
RESET pushbutton.
b) Depress and release the FLUSH pushbutton. The unit will flush b) Check that all instrumentation is working correctly.
q) Start the unit by placing the Operate switch in the HAND the membranes for 5 minutes then shut down. Turn the Power
position. After a short delay to allow the valves to open, the switch to the OFF position. c) Set the pump valves as in the following table.
feed pump will start. The process pump will then start after a
five second delay to register pressure on the pump inlet. c) Close all bilge system valves. The separator valves may be left The valve settings assume suction from the starboard forward bilge well. If
in position ready for the next use. other bilge spaces are to be pumped the appropriate valves must be opened:
r) Once satisfied that the unit is operating correctly, the unit
should be placed in Automatic operation by placing the Process
Control switch in the AUTO position. CAUTION Position Description Valve
By following the above shutdown procedure, the membranes will remain Open Engine room bilge pump suction from bilge BG023F
The clean exit water will be discharged overboard. Oil contamination of 15 ppm full of water. The membranes will become damaged if allowed to dry main
or over will automatically be discharged back to the bilge holding tank until the out. Closed Sea water suction BG073F
water is clean enough to discharge overboard. Any oil collected at the top of the
Closed Bilge holding tank suction BG038F
bilge separator will be discharged to the separated bilge oil tank. The unit will WARNING
continue to operate until the level falls in the bilge holding tank and activates Open Engine room bilge pump discharge valve to BG071F
Should the bilge separator unit be shut down for a prolonged period, primary bilge tank
the low level cut-out or it is manually stopped. bacteria may breed in the membranes. The membranes should be filled
Closed Engine room bilge pump discharge valve to BG072F
with a sterilising solution prior to the prolonged shutdown. Refer to
The control panel will indicate system alarms and allows the operator to shore connections
manufacturer’s literature for details of this procedure.
manually perform a number of functions including: Open Starboard forward bilge well suction valve BG019F
• Select and start CLEANING mode Closed Port forward bilge well suction valve BG020F
Pumping Bilges to the Primary Bilge Tank
Closed Cofferdam suction valve BG013F
• Select HAND operation Engine room bilge wells, void spaces, the cofferdam and other spaces are Closed Starboard middle bilge well suction valve BG007F
• Manual oil discharge normally pumped to the primary bilge tank using the engine room bilge pump.
Closed Port middle bilge well suction valve BG010F
The bilge primary tank oveflows to the bilge holding tank. This would be the
• Manual membrane flush Closed Bilge well near scoop recess BG004F
normal route for processing bilge water. The bilge pump may also pump these
• Flush the separator unit spaces and the bilge holding tank directly to the shore connections. Closed Condenser sunken area suction valve BG005F
• Fill the membrane unit Closed Clean drain tank suction valve BG021F
Closed Aft bilge well suction valve BG014F
The separator induction pump may also be used for pumping bilge wells directly. Closed Stern tube cooling FW tank suction valve BG003F
In this case the suction valve from the bilge main BG033F must be open and
the suction valve from the bilge holding tank BG032F closed. Individual bilge d) Start the engine room bilge pump locally and check that the
well suction valves must be opened as required. When pumping bilge wells, it correct compartment is being pumped. Operate the pump until
is important to closely monitor the unit to prevent it running dry. the bilge well is empty. Use the sea suction valve BG073F to
supply the pump limited priming water as necessary. Change
suction valves to pump other bilge wells or compartments as
required.

e) Following manual pumping of bilge wells or compartments to

the primary bilge tank, close all bilge well and compartment
suction valves.

Bilge wells and compartments connected to the bilge suction main may be
pumped directly to the bilge separator using the separator induction pump.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 6 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.1a Engine Room Bilge System IMO International Bilge Shore Connection with Blind Flange
To Incinerator Waste Oil Service Tank
FS Oil Port Starboard
PI Content
Upper Deck
Monitor
From Burner Cleaning Device and Burner Purge Drain
BV1
BV7
BV16 Oil Tank Coaming and Settled Water Drain
PI
SV2 GV3 PS PI Contaminated Water Drain
BG Oily Water Separator Automatic Incinerator Waste Oil
042F GV2 Stop Service Tank Level Switch BG203F From Incinerator
Spir Feed From Cargo Machinery Room Bilge Drain
FS Pump Waste Oil Service Tank
-olator SV8 GV4 BV5
Stage DPS
PI Overflow
BG BV2 1 From Burner Area Save-all Drain
043F MV1
SV3 SV7 Heli-Sep From Main Condenser
Bag Separator Sea Water Draining
Filter SV1 For Lubricating Oil
PI PR1 BG201F
SV4 BG037F Purifier Sludge Tank Automatic
Settled Water Drain Stop To Bilge, Fire and
BG072F BG071F
GV1 SV6 SV5 BG202F General Service Pumps
BG BV3 From Start Signal (5.2a)
046F PI BG268F
BFV1 PRV1 PI MC PI
BG
PI TS BV4 216F PP032 No.1 No.1 & 2 No.1
BV6 Engine Room BG
Process MC
Pump PS PP031 Bilge Pump WG250F 200F
(10 m3/h x 4 bar) BG218F
Primary Bilge Sludge Pump PI
BG036F
Tank (16.1 m3) TI BG (5m3/h x 4 bar)
From Fresh Water Service PI 1 217F
WG251F BG267F
BG030F BG
029F
From Lubricating Oil BG
LAH LAH Purifier Sludge Tank
BG013 BG014 From Sewage Treatment 259F BG258F
Plant Overflow BG BG BG BG BG BG
032F 033F 034F 038F 023F 073F From Fuel
From Boiler Soot Drain Tank Oil Drain Tank
BG204F
From Inert Gas Generator
From Lubricating
Sea Water Drain Line BG225F
Oil Drain Tank
Upper Deck
BG205F BG022F
LAH
BG011
BG From Main Turbine BG206F BG209F
Emergency Fire BG 048F BG
LAH Pump Space 049F 076F Reduction Gearing
TI BG208F LI
BG012 Oil Vent Line Drain TI
LAH
BG008 LAH
BG002
(Aft) (Fwd)
LIAH Separated Clean
BG050F Drain Tank
BG007 Bilge Holding Tank LIAH From Sea Bilge Oil Tank LIAH
LS BG021F
(134.7 m3) BD031 (33.1 m3) BD032 (46.0 m3)
BG051F Suction Line
Bilge Well (2.3.3a)
BG052F (Aft)
BG014F
BG053F
Steering Void
Gear
BG013F
Room Bilge
Key Floor Bilge Well
Wells LIAH LAH Coffer-
BG065F LAH (Forward Port)
BD009
BG010
BG005 dam
Bilges BG010F No.1 Main Cooling LAH
Sea Water Pump BG003
BG005F Bilge Well
BG004F
BG061F (Mid Port) (1300 m3/h x 2 bar)
Stern Tube Distilled Water
WS024F
Cooling Water BG054F
BG020F
Tank Fresh Water LAH
Cofferdam
BG055F Scoop Recess BG009
Bilge Well LAH
Sea Water
Sunken Area Sunken Area for (Mid BG004

for Main Main Condensate Starboard) BG019F

Electrical Signal Upper Deck From Main Cooling Bilge Well
Condenser Pump Emergency
BG003F
LAH Sea Water Crossover (Forward
Instrumentation BG006 Bilge Suction Starboard)
From Distilled Water Tanks BG007F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 7 of 10
 Methane Nile Eagle Machinery Operating Manual
In this case the engine room bilge pump suction valve from the bilge main Procedure for Pumping the Bilge Compartments or the Bilge Emergency Procedure for Pumping Bilges using the Bilge, Fire
BG023F must be closed and the suction valve to the bilge separator induction Holding Tank to the Shore Connection using the Engine Room and GS Pumps
pump BG033F must be open. Bilge well and compartment suction valves
Bilge Pump
connected to the bilge main are opened as required to pump out that particular These pumps may be used for pumping the bilges connected to the bilge main.
bilge well or compartment. But the normal operation for pumping out bilge The procedure is the same as for pumping any bilge well or compartment These pumps also supply SW to the fire and wash deck system thus they can
wells would be by using the engine room bilge pump discharging to the connected to the bilge suction main to the bilge primary tank except that the operate the ballast stripping eductor which is used to pump out the port and
primary bilge tank. discharge valves on the engine room bilge pump are arranged differently. starboard engine room ballast tanks. The bilge, fire and GS pumps are used to
Company regulations regarding shore discharge must be followed at all times. pump the bilges directly overboard and so must only be used in an emergency.
Water in the primary bilge tank is allowed to settle, with steam heating applied Please refer to section 2.6.1 for details of these procedures. As these pumps are for emergency bilge pumping duties only, there is no 15
as necessary. There are two main compartments in the primary bilge tank and ppm monitor located in the discharge line.
these are separated by means of a baffle. The inlet side of the tank is provided a) The bilge pump valves should be arranged as follows:
with two oil test valves and the oil will mainly separate from the bilge water a) Determine which pump is to be used for pumping the bilges.
in the inlet compartment. The oil will float to the top of the tank and may be
Position Description Valve
detected by means of the test valves BG216F and BG217F. Oil is drained b) Set the bilge, fire and GS pump valves as in the following
from the primary bilge tank to the separated bilge oil tank by means of the test Closed Engine room bilge pump suction valve from BG073F
table:
valves on the inlet side. The water side of the primary bilge tank is provided sea
with an oil test valve BG218F and this is used to detect and drain oil from the Open Engine room bilge pump suction from bilge BG023F
Position Description Valve
water side of the tank. The primary bilge tank overflows to the bilge holding main (plus required bilge well valve)
OR Open No.1 bilge, fire and GS pump discharge valve BG100F
tank.
Engine room bilge pump suction from the BG038F to the overboard discharge line
Water from the primary bilge tank compartments is drained to the bilge holding bilge holding tank Closed No.1 bilge, fire and GS pump fire main FD012F
tank by means of valves BG030F and BG029F. The water discharge side is Closed Engine room bilge pump discharge valve to BG071F discharge valve
drained by means of valve BG030F and the inlet side is drained by means bilge primary tank Closed No.1 bilge, fire and GS pump water spray FD008F
of valve BG029F. Normally the bilge tank is operated by overflowing to the Open Engine room bilge pump discharge valve to BG072F system discharge valve
bilge holding tank. Valves BG029F and BG030F are generally used at tank shore line Open No.2 bilge, fire and GS pump discharge valve BG101F
maintenance and cleaning. Open Shore connection line valve BG203F to the overboard discharge line
Closed Waste oil tank inlet valve BG211F Closed No.2 bilge, fire and GS pump fire main FD013F
The primary bilge tank also receives water from the cargo machinery bilge discharge valve
drain, the contaminated water drain, oil tank coamings and from the burner Closed Sludge pump discharge valve BG201F
Closed No.2 bilge, fire and GS pump water spray FD009F
cleaning device and purge drain.
system discharge valve
In the arrangement above it is assumed that the bilges will be discharged
Open Overboard discharge valve (remotely BA100F
ashore via the port shore connection.
operated)
b) Remove the blank from the port shore connection pipe and Closed Ballast eductor overboard BA101F
attach the shore discharge pipe. Ensure the starboard blank is in Open No.1 bilge, fire and GS pump suction valve BG058F
place and secure. from bilge main
Open No.1 bilge, fire and GS pump interlocked BG001F
c) Agree a pumping arrangement with the shore authorities. suction valve from bilge system
Closed No.1 bilge, fire and GS pump direct bilge BG059F
d) Start the engine room bilge pump and pump out the selected suction
bilge compartments using the valves as indicated in part c) of Closed No.1 bilge, fire and GS pump sea water WS051F
the previous procedure for pumping bilges to the bilge primary suction`
tank.
Closed No.1 bilge, fire and GS pump clean drain BG060F
tank
e) Stop the bilge pump when the compartments to be pumped are
dry, close all valves and return the blank to the closed position. Open No.2 bilge, fire and GS pump interlocked BG002F
Record the discharge in the Oil Record Book. suction valve from bilge system
Closed No.1 bilge, fire and GS pump sea water WS052F
suction`

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 8 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.1a Engine Room Bilge System IMO International Bilge Shore Connection with Blind Flange
To Incinerator Waste Oil Service Tank
FS Oil Port Starboard
PI Content
Upper Deck
Monitor
From Burner Cleaning Device and Burner Purge Drain
BV1
BV7
BV16 Oil Tank Coaming and Settled Water Drain
PI
SV2 GV3 PS PI Contaminated Water Drain
BG Oily Water Separator Automatic Incinerator Waste Oil
042F GV2 Stop Service Tank Level Switch BG203F From Incinerator
Spir Feed From Cargo Machinery Room Bilge Drain
FS Pump Waste Oil Service Tank
-olator SV8 GV4 BV5
Stage DPS
PI Overflow
BG BV2 1 From Burner Area Save-all Drain
043F MV1
SV3 SV7 Heli-Sep From Main Condenser
Bag Separator Sea Water Draining
Filter SV1 For Lubricating Oil
PI PR1 BG201F
SV4 BG037F Purifier Sludge Tank Automatic
Settled Water Drain Stop To Bilge, Fire and
BG072F BG071F
GV1 SV6 SV5 BG202F General Service Pumps
BG BV3 From Start Signal (5.2a)
046F PI BG268F
BFV1 PRV1 PI MC PI
BG
PI TS BV4 216F PP032 No.1 No.1 & 2 No.1
BV6 Engine Room BG
Process MC
Pump PS PP031 Bilge Pump WG250F 200F
(10 m3/h x 4 bar) BG218F
Primary Bilge Sludge Pump PI
BG036F
Tank (16.1 m3) TI BG (5m3/h x 4 bar)
From Fresh Water Service PI 1 217F
WG251F BG267F
BG030F BG
029F
From Lubricating Oil BG
LAH LAH Purifier Sludge Tank
BG013 BG014 From Sewage Treatment 259F BG258F
Plant Overflow BG BG BG BG BG BG
032F 033F 034F 038F 023F 073F From Fuel
From Boiler Soot Drain Tank Oil Drain Tank
BG204F
From Inert Gas Generator
From Lubricating
Sea Water Drain Line BG225F
Oil Drain Tank
Upper Deck
BG205F BG022F
LAH
BG011
BG From Main Turbine BG206F BG209F
Emergency Fire BG 048F BG
LAH Pump Space 049F 076F Reduction Gearing
TI BG208F LI
BG012 Oil Vent Line Drain TI
LAH
BG008 LAH
BG002
(Aft) (Fwd)
LIAH Separated Clean
BG050F Drain Tank
BG007 Bilge Holding Tank LIAH From Sea Bilge Oil Tank LIAH
LS BG021F
(134.7 m3) BD031 (33.1 m3) BD032 (46.0 m3)
BG051F Suction Line
Bilge Well (2.3.3a)
BG052F (Aft)
BG014F
BG053F
Steering Void
Gear
BG013F
Room Bilge
Key Floor Bilge Well
Wells LIAH LAH Coffer-
BG065F LAH (Forward Port)
BD009
BG010
BG005 dam
Bilges BG010F No.1 Main Cooling LAH
Sea Water Pump BG003
BG005F Bilge Well
BG004F
BG061F (Mid Port) (1300 m3/h x 2 bar)
Stern Tube Distilled Water
WS024F
Cooling Water BG054F
BG020F
Tank Fresh Water LAH
Cofferdam
BG055F Scoop Recess BG009
Bilge Well LAH
Sea Water
Sunken Area Sunken Area for (Mid BG004

for Main Main Condensate Starboard) BG019F

Electrical Signal Upper Deck From Main Cooling Bilge Well
Condenser Pump Emergency
BG003F
LAH Sea Water Crossover (Forward
Instrumentation BG006 Bilge Suction Starboard)
From Distilled Water Tanks BG007F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 9 of 10

Note: Valves FD012F and FD013F (discharge to fire main) must be closed
before valves BG001F and BG002F are opened.
d) Open the bilge suction valves, as required, in the following
table:
Methane Nile Eagle Machinery Operating Manual
Steering Gear Room Bilges
Bilges in the steering gear room are drained to the aft bilge well. The steering
gear room after bilge wells are drained by means of valve BG053F located in
the engine room. The forward steering gear room bilge wells are drained by
means of valves BG052F and BG051F located in the engine room.

Bilge Main Suction Valves The emergency fire pump bilge well is drained into the after engine room bilge
Position Description Valve well by means of valve BG050F located in the engine room.
Open Starboard forward bilge well suction valve BG019F
The aft void space also has a bilge well which is drained through valve
Open Port forward bilge well suction valve BG020F BG065F.
Open Cofferdam suction valve BG013F
Open Starboard middle bilge well suction valve BG007F Other bilges which can be drained to the engine room bilges through self-
Open Port middle bilge well suction valve BG010F closing cocks include the engine room personnel and goods lift shaft, the
lift machinery room, the engine control room and main switchboard room
Open Bilge well near scoop recess BG004F
cofferdam and the escape trunk.
Open Condenser sunken area suction valve BG005F
Open Clean drain tank suction valve BG021F
Open Aft bilge well suction valve BG014F In Port or Coastal Waters
Open Stern tube cooling FW tank suction valve BG003F Any bilges which require pumping when in port, should only be pumped to
the bilge holding tank (via the primary bilge tank) using the engine room bilge
e) Start the selected bilge, fire and GS pump and pump the pump. The contents of the bilge holding tank can then be processed in the bilge
contents of the selected bilge overboard. Use sea water priming oily water separator when the vessel is in open water. The oily water separator
if necessary to pick up suction. must not be used.

Note: The No.1 fire, bilge and GS pump has a direct suction from the At Sea
forward port bilge well. The suction valve for this is BG059F. To use this,
The engine room bilges and the contents of the bilge holding tank should only
the valve must be opened as well as valve BG001F.
be pumped overboard through the oily water separator system. Any oil will
then be separated out and discharged to the separated oil tank and the clean
CAUTION water will be discharged overboard if the oil content is below 15ppm.
Before any bilges are pumped directly overboard, it must be ensured that
no local or international anti-pollution regulations will be contravened
except where safety of the ship or personnel is involved. Pumping Alarms
machinery spaces bilges overboard must be conducted using an oil
content monitor EXCEPT in an emergency ONLY. Tag Description High
BD031 Bilge holding tank level 3.0 m
WARNING BD032 Separated bilge oil tank level 0.7 m
When the pump has picked up suction on the bilges and the flood level BG002 Clean drain tank 500mm ullage
is under control, it is important that the bilge, fire and GS pump is not
allowed to lose suction on the flood water. The sea water suction should
be utilised to control the rate at which flood water is removed until such
times as the source of the flooding is identified and eliminated.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.1 - Page 10 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.2a Forward Bilge System

Drain Plug for

Passageway

Bilge for Bosun Store

Pipe Hawse Pipe

Duct
LAH
CB015 BG508F From
Fire Main To Hawse
System Pipes
BG510F
FD509F Bosun Store FD508F FD505F
No.1
BG511F
No.3 BG508F BG504/5F BG503F BG501F
No.3 From Chain
Fire Main BG510F Locker
BG512F
System
From
Fire Main BG501F Bilge Well
System BG504F (P & S)
No.1 Trunk Cofferdam Heavy Fuel Oil Tank
No.1 BG503F Cofferdam (Centre)
Bilge Well

BG505F Forward
Bow Thruster Peak Tank
Room

No.2
BG506F
BG511F From Bow
Thruster Room
and Pump Room
Water Ballast Tank
Pipe (P & S) LAH BG599F
LAH
CB016
Duct CB017

Key
FO Transfer Pump
Bilge Recess
Drain Plug for Bilges
Passageway
Fire Main

Electrical Signal

Instrumentation

Eductor

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.2 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
2.8.2 Forward Bilge System Bow Thruster Room Bilge Well Procedure for Pumping Out the Passageway Bilges using the
Position Description Valve Passageway Stripping Eductors
Introduction Open Sea water supply valve FD508F
Open Line valve BG512F The eductors operate using sea water from the fire and wash deck main. The
The chain lockers, bosun’s store, bow thruster compartment and forward pump fire and wash deck main is provided with sea water by the bilge, fire and GS
Open Pump room bilge well suction valve BG599F
room compartments have bilge wells with alarms fitted that have a 20 second pumps or by the fire pump.
time delay. Open Thruster room bilge well suction valve BG506F
The passageway bilge eductors have a capacity of 5.0 m3/h and they are
The bilges are discharged using bilge eductors that have a capacity of 5.0 m3/h Chain Lockers located in the port and starboard passageways at the aft and centre positions.
and are driven by sea water from the deck fire main system supplied by the fire The forward passageway is drained manually through an M24 drain plug.
pumps. The bilge water is discharged directly overboard through a ship side Position Description Valve
valve fitted in the fore peak area. Open Sea water supply valve FD505F a) Start any fire pump to pressurise the fire main system after
Open Eductor discharge valve BG503F setting the valve system. The engine room fire pump or the
Open Port chain locker suction valve BG504F bilge, fire and GS pumps or the emergency fire pump can be
Procedure for Discharging Bilge Water from the Forward manually started or a request made to the bridge for any of the
Bilge System Open Starboard chain locker suction valve BG505F pumps to be started. Fire pumps are normally kept ready with
valves open so that any of the pumps can immediately supply
There are three eductors with each one draining different bilge wells. Bosun’s Store Bilge Wells the fire main, which is kept pressurised by the fire jockey pump
and associated hydrophore tank. See section 5.2/3 for details of
a) Start any fire pump to pressurise the fire main system after Position Description Valve the operation of the fire main.
setting the valve system. The engine room fire pump or the Open Sea water supply valve FD509F
bilge, fire and GS pumps or the emergency fire pump can be Open Port eductor suction valve BG510F b) Open the water supply valve and stripping eductor overboard
manually started or a request made to the bridge for any of the Open Starboard eductor suction valve BG511F discharge valve as in the following table and when the eductor
pumps to be started. Fire pumps are normally kept ready with is producing the correct vacuum, open the inlet valve from the
valves open so that any of the pumps can immediately supply passageway bilge well:
the fire main, which is kept pressurised by the fire jockey pump Forward Pump Room Bilge Wells
and associated hydrophore tank. See section 5.2/3 for details of Port Aft Passageway
CAUTION
the operation of the fire main.
Only clean water may be pumped from the forward pump room. The Position Description Valve
b) Open the eductor overboard discharge valve BG501F to spool piece downstream of the eductor discharge valve BG512F is to Open Sea water supply valve FD585F
discharge from the chain lockers, forward pump room and the be temporarily fitted. Any contaminated water/oil accumulation is
Open Eductor overboard discharge valve BG529F
bow thruster room. discharged into the fuel oil discharge line from the forward HFO transfer
pump, utilising the hand operated pump provided for this purpose. This Open Eductor suction valve from passageway bilge BG531F
operation requires opening the hand pump discharge valve OF529F, well
c) Open the eductor overboard discharge valve BG508F to
discharge from the bosun’s store. the remotely operated HFO transfer pump common discharge valve
OF511F and No.1 forward HFO tank filling valve OF501F. The contents Starboard Aft Passageway
d) Open the eductor and system valves as detailed in the following of the pump room are thus discharged into No.1 HFO tank.
Position Description Valve
tables:
e) When the sea water supply valve to the eductor has been Open Sea water supply valve FD586F
opened, the eductor will create a partial vacuum in the eductor Open Eductor overboard discharge valve BG530F
Note: To pump the bow thrust or forward pump room bilges, the spool piece
suction pipe and that will remove water from the bilge well. Open Eductor suction valve from passageway bilge BG532F
after valve BG512F must be inserted into the line.
well
Note: To pump the forward pump room bilges, the spectacle blank after f) Close the bilge well suction valve when the well is empty.
valve BG599F must be reversed.
g) Shut the water supply valve to the eductor when all connected
bilges are empty and then close the system valves.

h) Close the eductor overboard discharge valves BG508F and

BG501F.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.2 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.8.2b Passageway Bilge System
Typical Section of Bilge Piping

Passageway
Passageway

Drain Plug for Bilge Discharge

Passage Way From Fire Main for Passageway
(Forward Area, M24) (Mid and Aft Areas)

Transverse Cofferdam

Water Ballast Tank Pipe Duct Water Ballast Tank

Drain Plug for

Passageway
Passageway
LAH LAH
CB005 CB003

BG529F
No.10 No.8
BG527F

BG531F BG525F
From Fire Main From Fire Main
FD585F FD583F

No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

From Fire Main From Fire Main

FD586F FD584F

BG532F No.11 BG528F BG526F

No.9
BG530F

LAH LAH
CB006 CB004
Passageway
Cofferdam Drain Plug for
Passageway

Key

Fire Main

Bilge

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.2 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Port Centre Passageway
Position Description Valve
Open Sea water supply valve FD583F
Open Eductor overboard discharge valve BG527F
Open Eductor suction valve from passageway bilge BG525F
well

Starboard Centre Passageway

Position Description Valve
Open Sea water supply valve FD584F
Open Eductor overboard discharge valve BG528F
Open Eductor suction valve from passageway bilge BG526F
well

e) When the passageway bilge well is empty, close the bilge well
suction valve and the sea water supply and eductor discharge
valves. If required, empty another passageway bilge well in the
same way. When all passageway bilge wells are empty stop the
operating pump and close all valves not required to be open.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.8.2 - Page 4 of 4
2.9 Compressed Air Systems

2.9.1 Control Air System

2.9.2 General Service Air System

2.9.3 Starting Air System

Illustrations

2.9.1a Control Air System

2.9.1b Control Air System

2.9.1c Control Air System

2.9.2a General Service Air System

2.9.3a Starting Air System

Section 2
Ship’s Systems

Illustration 2.9.1a Control Air System
No.1 Boiler Exhaust Gas
Meter Control Unit
No.1 Boiler Fuel Oil Control
Valve (CV131)
No.1 Boiler Feed Water Level
Control Valve (CV101)
No.1 Boiler Fuel Gas Control
Valve (CV121)
No.2 Boiler Fuel Gas Control
Valve (CV221)
Boil-Off Gas Room
No.1 Main Boiler Atomising Steam
Pressure Control Valve (CV112)
High Pressure Feed Water Heater
Level Control Valve
Cleaning for Main Boiler
Gas Flow Detecting Line
Spare
Burner Top Plate (Port)
Engine Room Casing
No.1 Boiler FDF Inlet Vane
Control Unit
No.2 Boiler FDF Inlet Vane
Control Unit
Air Damper for Main Boiler
Forced Draught Air (1)
Air Damper for Main Boiler
Forced Draught Air (2)
Air Damper for Main Boiler
Forced Draught Air (3)
Emergency Generator Engine
Room CO2 Air Horn
Emergency Switch Room
Control Air
SAH Steam Inlet Pressure
Control Valve
Spare
From No.2 Control Air Line
8/6 bar Pressure
Control Valve
ST022F
Burner Top Plate (Starboard)
No.2 Boiler Exhaust Gas
Meter Control Unit
No.2 Boiler Fuel Oil
Control Valve (CV231)
No.2 Boiler Feed Water Level
Control Valve (CV201)
No.2 Main Boiler Atomising Steam
Pressure Control Valve (CV212)
Spare
Issue: Final Draft - October 2007
PS
AC113F
AC112F
To Inert Gas System
From No.1 Control Air Line
2nd Deck CO2 Air Horn
AC216F
Burner Top Plate (Low)
Main Feed Water Pump Recirculating
Automatic On/Off Valve SB102F
No.1 Boiler Sootblowing Drain
Piston Valve
No.2 Boiler Sootblowing Drain
Piston Valve
No.1 Boiler Steam Temperature
Control Valve (CV111)
No.2 Boiler Steam Temperature
Control Valve (CV211)
Spare
AC111F
AC208F
AC209F
PSH
PS
BGB
Both Boilers Trip
in the Event of
Both Switches at
Low Pressure
To Instrument Test Kit
in Electrical Workshop
8.0/6.0 bar Pressure
Control Valve
ST022F
AC210F
Burner Top Plate (Forward)
Main Boiler Sootblowing Steam
in Piston Valve (BV331)
59/16 bar PCV for Sootblowing
59/16 bar PCV for Boiler
Atomising and MT Warming Steam
Spare
Methane Nile Eagle
PSH
BGB
AC211F
For Starboard Boiler
Piston Valve for Accumulator
No.3 Burner FO Emergency Valve
No.2 Burner FO Emergency Valve
No.1 Burner FO Emergency Valve
No.3 Burner FO Shut-Off Valve
No.2 Burner FO Shut-Off Valve
No.1 Burner FO Shut-Off Valve
Piston Valve for Hot Start
No.3 Burner Purge Valve
No.2 Burner Purge Valve
No.1 Burner Purge Valve
No.3 Burner Atomising Valve
No.2 Burner Atomising Valve
No.1 Burner Atomising Valve
No.3 Burner Igniter
No.2 Burner Igniter
AC117F No.1 Burner Igniter
No.3 Burner Air Register
No.2 Burner Air Register
No.1 Burner Air Register
Piston Valve for Cold Start
Solenoid Valve Rack
for Fuel Oil Burner
IMO Number: 9321770
Machinery Operating Manual
AC213F AC115F
AC212F
Key For Port Boiler
Fuel Gas Emergency Shut-Off Valve (BV420)
Air
No.3 Fuel Gas Piston Valve (BV423)
No.2 Fuel Gas Piston Valve (BV423)
No.1 Fuel Gas Piston Valve (BV423)
No.3 Burner Fuel Gas Piston Valve (BV422)
AC114F
No.2 Burner Fuel Gas Piston Valve (BV422)
For Port Boiler
No.1 Burner Fuel Gas Piston Valve (BV422)
Piston Valve for Accumulator
Fuel Gas Vent Valve for Header (BV431)
No.3 Burner FO Emergency Valve
Fuel Gas Vent Valve for Main (BV430)
No.2 Burner FO Emergency Valve
Nitrogen Purge Valve for No.3 Burner (BV428)
No.1 Burner FO Emergency Valve
Nitrogen Purge Valve for No.2 Burner (BV428)
No.3 Burner FO Shut-Off Valve
Nitrogen Purge Valve for No.1 Burner (BV428)
No.2 Burner FO Shut-Off Valve
Nitrogen Purge Valve for Header (BV427)
No.1 Burner FO Shut-Off Valve
Piston Valve for Hot Start For Starboard Boiler
No.3 Burner Purge Valve
No.2 Burner Purge Valve Fuel Gas Emergency Shut-Off Valve (BV420)
No.1 Burner Purge Valve No.3 Fuel Gas Piston Valve (BV423)
No.3 Burner Atomising Valve No.2 Fuel Gas Piston Valve (BV423)
No.2 Burner Atomising Valve No.1 Fuel Gas Piston Valve (BV423)
No.1 Burner Atomising Valve No.3 Burner Fuel Gas Piston Valve (BV422)
No.2 Burner Fuel Gas Piston Valve (BV422)
No.3 Burner Igniter
No.1 Burner Fuel Gas Piston Valve (BV422)
No.2 Burner Igniter Fuel Gas Vent Valve for Header (BV431)
Fuel Gas Vent Valve for Main (BV430)
No.1 Burner Igniter
Nitrogen Purge Valve for No.3 Burner (BV428)
No.3 Burner Air Register
Nitrogen Purge Valve for No.2 Burner (BV428)
No.2 Burner Air Register
Nitrogen Purge Valve for No.1 Burner (BV428)
No.1 Burner Air Register
Nitrogen Purge Valve for Header (BV427)
Piston Valve for Cold Start
Nitrogen Purge Valve for Main Line (BV426)
Solenoid Valve Rack
Solenoid Valve Rack
for Fuel Oil Burner
for Fuel Gas Burner
Section 2.9.1 - Page 1 of 6

2.9 compressed Air Systems
2.9.1 Control Air System
Control and General Service Air Compressor
Maker: Tanabe International Ltd
No. of sets: 3
Model: TASK - 2575VW
Type: Screw - electric motor driven
Capacity: 500 m3/h at 12 bar
Motor: 440 V, 83 kW, 136 A
General Service and Control Air Receiver
Maker: DongHwa Entec
No. of sets: 2
Drawing no.: DHAR-V040456
Capacity: 5 m3
Relief valve setting: 13 bar
Control Air Dryers
Maker: Keumsung Precision Industries
No. of sets: 2
Type: Heatless purge, alumina desiccant
Models: KSD-285S
Capacity: 300 m3/h at 50°C maximum and 9.0 bar
Introduction
The control air systems are supplied from the control air reservoir which is
supplied by a combination of three control and general service air compressors.
One air compressor will normally be selected as the lead (priority 1) compressor
for the air system, with the others acting as the lag (priority 2 and 3). The
control air system operates at a pressure of 9 bar, the air being supplied from
the air compressors via reducing valves. The air compressors are cooled by the
central fresh water cooling system.
The control air is processed through a control air dryer system and associated
filters before supplying the control air services. The dryer is of the activated
alumina type where the chemical acts as a desiccant to absorb moisture in the
air. There are two control air dryers and these supply the engine room control
systems and the cargo control systems. Normally one control air dryer will be
in use with the other regenerating.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The drying process is automatic and the desiccant is regenerated whilst the unit Control Air Dryer
is in operation. Each dryer has two towers containing desiccant, one tower will
be operational and the other will be regenerating. This regeneration is achieved
by back flowing dry air from the in use tower, through the regenerating tower,
thereby purging moisture from the desiccant and blowing to atmosphere, via a
vent solenoid valve. The operation to change between towers is automatic. The
desiccant material has an operating life of approximately 2 years.
Engine room control air is supplied to two separate branch lines and these
then supply the control air manifolds. The control air manifolds are supplied
by both branch lines, thus allowing for back-up in the event of problems with
one of the branch lines which form a sectionable ring main. Direct control air
supplies are taken to a number of locations. The control air manifolds supply
control air to control systems. The manifolds are fitted with inlet isolating
valves and drain valves.
Note: It is essential that the control air is dried before entering the control
system as any moisture in the control air can cause problems at actuators or
other parts of the control system which could lead to failure.
Automatic start and stop is provided for the operating compressor(s) by
means of a pressure switch. The lead compressor will start when the reservoir
pressure falls to 10.0 bar and the lag compressor will start if the pressure falls
to 9.0 bar. In the event that the standby compressor also fails, the priority
three compressor will start automatically. The compressors can be started and
stopped locally and manual start and stop is provided from the IAS provided
that the compressor is in remote control mode.
In order for the air compressors to act as a duty/standby trio they must be
set to IAS on the starter panels on the main switchboard and selected at the
Auto/Manual selector soft key on the graphic screen. The duty compressor
will be selected as priority 1 and the standby compressors as priority 2 and 3.
Selections are made from the IAS screen. Manual operation of compressors
can be made locally or from the IAS.
Failure of any compressor or air dryer, or a low system pressure, will raise an
alarm.
Alarms
Tag Description Low
MM338 Control air line pressure 6 bar
IMO Number: 9321770 Section 2.9.1 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.9.1b Control Air System

AC205F AC108F To No.1 Boiler Control Air Line Main Condenser Level Control Split Valve (To Deaerator)
3rd Deck (Port)
59/4.2 bar To No.2 Boiler Control Air Line Main Condenser Level Control Split Valve (Recirculating)
HP Heater and Air Heater PCV AC203F AC106F
Deoiler From Control
4th Deck CO2 Horn Air Dryers
Desuperheater Control Valve AC 4th Deck CO2 Alarm Horn
Twin Power AC110F
for Auxiliary Steam 207F
Actuator
Inert Gas Generator Room Solenoid Deaerator Level Control Valve (Spill Valve) To
(For Nozzle
CO2 Alarm Horn Valve Emergency Shut-Off Valve
Valve) Panel Spare and Fire Damper Control
Low Pressure Feed Water
Heater Level Control Valve AC107F 4th Deck (Port) in Fire Control Station
59/1.8 bar High Floor (Port)
Pressure Exhaust Steam Make-Up 4th Deck (Port) AC204F
Main Turbine Gland Steam Automatic Control Device AC105F
59/8 bar Pressure Atmospheric Drain Tank Level
Control Valve Control Valve(SD306F) 4th Deck (Port)
Transmitter for Main Condenser Level Indicator
2 bar Exhaust Steam Make-Up From Deaerator Level Control Valve
No.1 Fresh Water Generator Heating Steam Regulating Valve
Main Turbine Intermediate Pressure Bleed (Make Up Valve SB358F)
Transmitter for Main Condenser Level Control
16/10.7 bar High Pneumatic Oil Prevention Valve No.2 Fresh Water Generator Heating Steam Regulating Valve
Pressure Bleed Steam Service (BG001F)
Main Turbine Gland Steam Pressure Control Valve
Spare Pneumatic Oil Prevention Valve
(BG002F)
Main Turbine High Pressure Turbine Bleed Valve
Bilge Separator Solenoid Valves Auxiliary Condenser Level Control Valve
Main Turbine Low Pressure Bleed Valve
Spare Auxiliary Condenser Level Controller
Main Turbine Intermediate Pressure Bleed Valve Spare
Floor
AC109F Diesel Generator
To Astern Guardian Valve Spare
Room CO2 Horn
DG Engine Oil Mist Detector Driving Air Supply
To Drain Valve for Manoeuvring Diesel Generator Central Central FW Cooling
Valve Fresh Water On/Off Valve No.1 HFO Settling Tank Temperature Control Valve
Temperature
AC206F
To High Pressure Turbine Chest No.2 HFO Settling Tank Temperature Control Valve Control Valve
Drain Valve
To High Pressure Turbine 2nd
Stage Drain Valve
AC104F AC202F Drain Drain
To High Pressure Casing AC102F AC201F Chamber Chamber
Drain Valve AC101F AC215F Purifier Room (4th Deck, Starboard)
To Bleed Steam Line Boiler Fuel Oil Heater
Drain Valve No.1 Main Dump Steam Desuperheater Control Valve 3rd Deck (Starboard)
Temperature Control Valve (Large) AC116F AC214F
To Spray Water Valve for Boiler Fuel Oil Heater No.2 Main Dump Steam Desuperheater Control Valve
Dump Steam Temperature Control Valve (Small)
No.1 Main Dump Steam Control Valve
To Spray Water Valve for Boiler Fuel Oil Temperature Control Piston Valve
No.2 Main Dump Steam Control Valve
Astern Operation
Boiler Fuel Oil Pump Recirculating Control Valve Dump Steam Master Piston Valve
Main Turbine Lubricating Oil Temperature Set 6.0 bar
Control Valve No.1 Main Lubricating Oil Purifier No.2 Turbine Generator Gland Steam Controller
Main Turbine Lubricating Oil Primary Pressure Set 6.0 bar
No.2 Main Lubricating Oil Purifier No.1 Turbine Generator Gland Steam Controller
Regulating Valve Key
No.1 Main Lubricating Oil Purifier Heater High Pressure Exhaust Steam Dump Valve
Main Lubricating Oil Automatic Filter Temperature Control Valve
No.2 Main Lubricating Oil Purifier Heater Air
CO2 Alarm Horn
Temperature Control Valve
Spare Purifier Room CO2 Horn
CO2 Alarm Horn for 3rd Deck
To Air Driven Pump Unit
for Water Mist System Spare Spare

Floor (Starboard)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.1 - Page 3 of 6

Procedure for Operating the Control Air Dryer
The dryer must be installed and commissioned according to the manufacturer’s
instruction. When the desiccant has been correctly activated it should provide
useful service for at approximately two years provided that it is purged
correctly. The description below assumes that the dryer is in normal operation
following correct commissioning:
a) The inlet valves the control air dryer units must be slowly
opened, whilst keeping the outlet valves closed, then check for
leaks.
Methane Nile Eagle Machinery Operating Manual
c) Run the unit for two cycles before opening the outlet valves.
CAUTION
Ensure that the unit is operating correctly and that the purge
pressure is 3.0-3.5 bar. The dryer settings must not be changed without good reason and the
manufacturer’s instructions must be consulted before making any
The dryer is now in operation. The operational status of the solenoid valves is change. Defective operation of the dryers can cause moisture to enter the
indicated on the control panel by LEDs. control system and that can damage components and result in defective
control of the equipment.
Dip switches at the dryer control panel enable a number of controller functions
to be set.

b) After ensuring that the purge valve is closed, turn the main
power switch ON.

Illustration 2.9.1c Control Air Dryers

Upper Deck

To GS Air System To GS Air System

AR100F
To Nitrogen Generator
Feed Air Supply Set at PIAL
9.9 bar PAH MM269
PI MM264
Set at Set at PT
13 bar 13 bar MI
AR058F AR064F MM001

PI PI
AR067F Control Air Dryers
PICAL No.1 No.2 PICAL
PT PT (250 m3/h
MM247 MM248
AR068F AR059F AR065F PIAL
Set at X 9 bar)
MM002
9.9 bar PAH
PI MM265
AR069F PT
MI
Control and General MM003
Service Air Reservoirs AC009F AC007F DWTAH Dew Point Indication
(5 m3) MM334 With Alarm

PI
To Bilge To Bilge Primary Tank AC002F AC008F
Control
Primary Tank To Bilge
Primary Tank Control Air for Cargo Part
AC300F
AR054F AR055F AR071F
AR051F AR052F AR053F Key
Automatic Automatic Automatic No.1 Control Air
Start/Stop Start/Stop Start/Stop Line for Engine Room
Air AC100F
Control and General
Service Air Compressors
Electrical Signal No.2 Control Air
(450 m3 X 12 bar)
Line for Engine Room
MC No.1 MC
No.2
MC
No.3 AC200F
MM244
Instrumentation
MM245 MM246

Breather Valve

Hand Operated
(Locked Open)
To Bilge Primary Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.1 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.9.1b Control Air System

AC205F AC108F To No.1 Boiler Control Air Line Main Condenser Level Control Split Valve (To Deaerator)
3rd Deck (Port)
59/4.2 bar To No.2 Boiler Control Air Line Main Condenser Level Control Split Valve (Recirculating)
HP Heater and Air Heater PCV AC203F AC106F
Deoiler From Control
4th Deck CO2 Horn Air Dryers
Desuperheater Control Valve AC 4th Deck CO2 Alarm Horn
Twin Power AC110F
for Auxiliary Steam 207F
Actuator
Inert Gas Generator Room Solenoid Deaerator Level Control Valve (Spill Valve) To
(For Nozzle
CO2 Alarm Horn Valve Emergency Shut-Off Valve
Valve) Panel Spare and Fire Damper Control
Low Pressure Feed Water
Heater Level Control Valve AC107F 4th Deck (Port) in Fire Control Station
59/1.8 bar High Floor (Port)
Pressure Exhaust Steam Make-Up 4th Deck (Port) AC204F
Main Turbine Gland Steam Automatic Control Device AC105F
59/8 bar Pressure Atmospheric Drain Tank Level
Control Valve Control Valve(SD306F) 4th Deck (Port)
Transmitter for Main Condenser Level Indicator
2 bar Exhaust Steam Make-Up From Deaerator Level Control Valve
No.1 Fresh Water Generator Heating Steam Regulating Valve
Main Turbine Intermediate Pressure Bleed (Make Up Valve SB358F)
Transmitter for Main Condenser Level Control
16/10.7 bar High Pneumatic Oil Prevention Valve No.2 Fresh Water Generator Heating Steam Regulating Valve
Pressure Bleed Steam Service (BG001F)
Main Turbine Gland Steam Pressure Control Valve
Spare Pneumatic Oil Prevention Valve
(BG002F)
Main Turbine High Pressure Turbine Bleed Valve
Bilge Separator Solenoid Valves Auxiliary Condenser Level Control Valve
Main Turbine Low Pressure Bleed Valve
Spare Auxiliary Condenser Level Controller
Main Turbine Intermediate Pressure Bleed Valve Spare
Floor
AC109F Diesel Generator
To Astern Guardian Valve Spare
Room CO2 Horn
DG Engine Oil Mist Detector Driving Air Supply
To Drain Valve for Manoeuvring Diesel Generator Central Central FW Cooling
Valve Fresh Water On/Off Valve No.1 HFO Settling Tank Temperature Control Valve
Temperature
AC206F
To High Pressure Turbine Chest No.2 HFO Settling Tank Temperature Control Valve Control Valve
Drain Valve
To High Pressure Turbine 2nd
Stage Drain Valve
AC104F AC202F Drain Drain
To High Pressure Casing AC102F AC201F Chamber Chamber
Drain Valve AC101F AC215F Purifier Room (4th Deck, Starboard)
To Bleed Steam Line Boiler Fuel Oil Heater
Drain Valve No.1 Main Dump Steam Desuperheater Control Valve 3rd Deck (Starboard)
Temperature Control Valve (Large) AC116F AC214F
To Spray Water Valve for Boiler Fuel Oil Heater No.2 Main Dump Steam Desuperheater Control Valve
Dump Steam Temperature Control Valve (Small)
No.1 Main Dump Steam Control Valve
To Spray Water Valve for Boiler Fuel Oil Temperature Control Piston Valve
No.2 Main Dump Steam Control Valve
Astern Operation
Boiler Fuel Oil Pump Recirculating Control Valve Dump Steam Master Piston Valve
Main Turbine Lubricating Oil Temperature Set 6.0 bar
Control Valve No.1 Main Lubricating Oil Purifier No.2 Turbine Generator Gland Steam Controller
Main Turbine Lubricating Oil Primary Pressure Set 6.0 bar
No.2 Main Lubricating Oil Purifier No.1 Turbine Generator Gland Steam Controller
Regulating Valve Key
No.1 Main Lubricating Oil Purifier Heater High Pressure Exhaust Steam Dump Valve
Main Lubricating Oil Automatic Filter Temperature Control Valve
No.2 Main Lubricating Oil Purifier Heater Air
CO2 Alarm Horn
Temperature Control Valve
Spare Purifier Room CO2 Horn
CO2 Alarm Horn for 3rd Deck
To Air Driven Pump Unit
for Water Mist System Spare Spare

Floor (Starboard)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.1 - Page 5 of 6
 Methane Nile Eagle Machinery Operating Manual
Procedure for Operating the Control Air System Position Description Valve No.2 Control Air Line Direct Connections
Open Crossover valve between No.1 and No.2 AR067F Position Description Valve
a) Ensure that all instrumentation valves are open and that the
reducing valve systems Open No.2 boiler control air line
instrumentation is functioning correctly. Check that water is
being supplied from the central fresh water cooling system. Open GS air to N2 plant AR068F Open 8.0/6.0 bar pressure control valve ST022F
Open Instrument test kit
b) Open the all the compressor discharge and line valves to the Control Air System
reservoirs including AR051F, AR052F, AR053F, AR054F and Control Air Manifolds
AR055F. Also the two reservoir inlet valves must be open. Position Description Valve
Open No.1 control air dryer inlet valve Location No.1 No.2
Normally all of the valves will be set so that both reservoirs are in use as Line Valve Line Valve
Open No.1 control air dryer outlet valve
control and GS reservoirs. The compressor’s discharge and line valves will all Floor AC109F AC206F
Close No.2 control air dryer inlet valve
be open so that any compressor can fill both reservoirs. The compressors start Floor starboard AC101F AC215F
Close No.2 control air dryer outlet valve
and stop automatically on pressure switches according to the system pressure. Floor port AC110F AC207F
Open Cargo system control air supply valve AC300F
(locked) 3rd deck port AC108F AC205F
c) At the main switchboard panels select all compressors for
Open No.1 engine room control air line valve AC100F 3rd deck starboard AC104F AC202F
IAS operation. Select AUTO operation at the IAS screen and
start the lead compressor. The other compressors are selected (locked) 4th deck port AC105F
as first and second priority compressors. Check that the lead Open No.2 engine room control air line valve AC200F 4th deck port AC106F AC203F
compressor operates correctly. (locked) 4th deck port AC107F AC204F
Open Crossover valve between No.1 and No.2 AC213F Purifier room 4th deck AC102F AC201F
d) Ensure that there is air in the control and general service air control air systems Engine room casing AC111F AC208F
reservoirs at the desired pressure and that the control and
Open No.1 control air system line valve AC112F Burner top plate (port) AC113F
general service air compressors are operating. Open the outlet
valves from the control and service air reservoirs. Open No.2 control air system line valve AC209F Burner top plate (low) AC216F
FO burner solenoid rack (port boiler) AC114F
e) Set up valves as shown in the following table: No.1 Control Air Line Direct Connections FO burner solenoid rack (starboard boiler) AC211F
Position Description Valve FO burner solenoid rack (port/starboard boiler) AC115F AC212F
Reducing Valve System
Open No.1 boiler control air line Burner top plate (forward) AC117F
Position Description Valve
Open Fire dampers and emergency shut-off valves Burner top plate (starboard) AC210F
Open No.1 reservoir primary reducing valve inlet AC009F
valve Open Inert gas system
Note: Although valves are shown as open this is their normal operating
Open No.1 reservoir primary reducing valve outlet AC007F Open Central cooling fresh water temperature
condition and they will be closed if the service is not being used. Manifolds
valve control valve
are provided with drain valves and these should be operated daily in order to
Open No.1 reservoir secondary reducing valve inlet AC002F Open Diesel generator room CO2 alarm horn drain any water which is present in the system.
valve Open Diesel generator engine cooling water
Open No.1 reservoir secondary reducing valve AC008F temperature control valve f) Check the operation of the control air system periodically and
outlet valve Open No.1 HFO settling tank temperature control ensure that the dryers are working effectively.
Open No.2 reservoir primary reducing valve inlet AC058F valve
valve Open No.2 HFO settling tank temperature control Note: The two control air lines are provided with drain chambers at the
Open No.2 reservoir primary reducing valve outlet AC064F valve lowest points of the lines and the drain valves AC116F and AC214F from
valve Open Diesel generator oil mist detector driving air these chambers must be opened daily to drain any water.
Open No.2 reservoir secondary reducing valve inlet AC059F supply
valve Open 2nd deck CO2 alarm horn
Open No.2 reservoir secondary reducing valve AC065F
outlet valve
Open Control air to N2 plant AR069F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.1 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.9.2a General Service Air System
AR167F For Exhaust Gas Pipe Drain Blowing (D-Deck, Port)
AR104F Casing Outside (C-Deck, Starboard) In Engine Room Casing (B-Deck)
Air Handling Room AR133F
Casing Outside (C-Deck, Port) AR134F
AR131F Emergency Generator Room
Boiler Gas Vent Hood To CO2 Room (C-Deck, Port) AR135F
AR130F To Deck Workshop To Incinerator Burner
To Steering Gear Room Casing Outside (Upper Deck, Port)
AR592F
To Incinerator Room
2nd Deck Service AR120F
To Accommodation General Service Air (Starboard) AR122F
In Engine Casing
2nd Deck Service (Forward) AR121F
To Accommodation General Service Air (Port) AR123F
Casing Outside (Upper Deck, Starboard)
To Hull Part 3rd Deck Service (Forward) AR591F
AR124F To Boilers Burner Atomising
To Mast Air Horn Near Inert Gas Generator (3rd Deck) System (2.6.3b) 2nd Deck Service
AR125F AR108F
To Accommodation Ladder Electricians' Workshop
Near Soot Drain Tank (4th Deck)
AR126F AR109F
Near Sewage Hold Tank Near Diesel Generator Engine
Upper Deck AR127F AR110F
Near Sea Chest (Port) 3rd Deck Service
AR128F Near Fresh Water Hydrophore Tank AR111F
Floor Service AR146F
AR129F To Air Hoist in Workshop
AR107F
AR AR Near Low Sea Chest
AR138F AR143F Engineers' Workshop (Welding Space)
105F 106F AR112F
Near Lathe
AR113F

AR100F Near Generator Engine Fuel Valve Tester

To Nitrogen Generator AR114F
Feed Air Supply Set at
9.9 bar PAH In Purifier Room
PI MM264
AR115F
Set at Set at
13 bar 13 bar MI 4th Deck Service
AR116F
AR058F AR064F MM001
AC012F PT Near LO Transfer Pump
PI PI
AR117F
AR067F Control Air Dryers PIAL
PICAL No.1 No.2 PICAL 4th Deck Service (Near Central FW Cooler)
PT PT (250 m3/h MM269
MM247 MM248 AR059F AR065F AR118F
AR069F Set at X 9 bar)
9.9 bar Near Sea Chest (Starboard)
PAH
PI MM265 AR119F
AR069F
Control and General
MI
Service Air Reservoirs MM003
(5 m3 X 12 bar) AC009F AC007F AC013F DWTAH Dew Point Indication
PT
MM338 With Alarm
PIAL
MM002

To Bilge Primary Tank AC002F AC008F PI

Control To Bilge
Primary Tank To Bilge
Primary Tank Control Air for Cargo Part
AC300F

AR051F AR054F AR052F AR055F AR053F Key

Automatic Automatic Automatic No.1 Control Air
Start/Stop Start/Stop Start/Stop Line for Engine Room
Air AC100F
Control and General
Service Air Compressors
Electrical Signal No.2 Control Air
(450 m3/h X 12 bar)
Line for Engine Room
MC No.1 MC
No.2
MC
No.3 AC200F
MM244 Instrumentation
MM245 MM246

Breather Valve

Hand Operated
(Locked Open)
To Bilge Primary Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.2 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.9.2 General service Air System System Valves Position Description Valve
Position Description Valve Open Incinerator room AR120F
Introduction Open Emergency generator room AR135F
Open GS system line valve AC100F Open In engine casing (B deck) AR133F
The general service air system is supplied from the same control air reservoirs Open Accommodation ladder supply AR138F Open Casing outside (C deck starboard) AR134F
which are replenished by the control air compressors as detailed in section Open Air handling room supply AR167F
2.9.1. Normal practice is to operate both reservoirs in parallel, supplying the Open Near FW hydrophore tank AR146F
control and GS systems simultaneously. This allows for continuous supply Open Mast air horn supply AR105F
should a single supply component fail. The general service air system supply Open Deck/accommodation supplies AR106F a) Operate the general service air system as required with air being
does not pass through the control air dryers as the air is for general use and Open Boiler atomising air supply AR101F taken from service outlets as needed. The valves for services are
does not require drying. shown as open in the service air outlets table above but this is
Open Incinerator atomising air supply AR102F
the condition when air is needed. When air is not required the
The general service air system supplies the following: valve will be closed.
Service Air Outlet Connections - As Required
• Deck services b) Check that the system drain traps are operational.
Position Description Valve
• Accommodation ladder Open Near sea chest port AR128F
c) Check that the compressors start and stop automatically
• Accommodation services Open Near sea chest starboard AR119F
supplying air as required.
• Engine room services Open Near low sea chest AR143F
Open Boiler gas valve hood AR130F d) Ensure that remote user outlets are receiving air. Air valves
• CO2 room
Open Floor services AR129F to user locations should be opened periodically to blow them
• Air handling room through in order to remove condensate and prevent seizure.
Open Near sewage holding tank AR127F
• Incinerator burner Open Near soot drain tank (4th deck) AR126F
Note: Some general service air outlets do not have supply shut-off valves
• N2 generator Open Near IGG (3rd deck) AR125F
in the engine room. Shut-off valves for the steering gear room, air handling
• Boiler atomising Open 3rd deck services AR124F room, CO2 room and deck workshop are located in these spaces.
Open 2nd deck services (forward) AR123F
• Air horn
Open 2nd deck services AR122F The service air outlets utilise a 1 inch multi-reducer quick-acting self-sealing
• Deck workshop Open Casing outside (upper deck port) AR592F stainless steel hose coupling.
• Steering gear room Open Casing outside (C deck port) AR131F
Open Exhaust gas pipe drain blowing (D deck port) AR104F
Procedure for Preparing the General Service Air System for Open 4th deck services (near central cooler) AR118F
Operation Open Near LO transfer pump AR117F
Open 4th deck services AR116F
With the control air system in operation as outlined in section 2.9.1, the GS air Open In purifier room AR115F
system is already almost fully operational. For details of the procedure to start
Open Near generator engine fuel valve test rig AR114F
the GS air system, please refer to the procedure to start the control air system
outlined previously in section 2.9.1. Open Near lathe AR113F
Open Workshop welding space AR112F
CAUTION Open 3rd deck services AR111F
As the systems are operating in parallel and continuous supply is ensured, Open Near diesel generator engine AR110F
it is important that a regular check is made on the individual components Open Electrical workshop AR109F
to ensure that the equipment is still fully functional and detect any single Open 2nd deck services AR108F
failure before multiple failures cause a serious problem.
Open Workshop air hoist AR107F
The GS air system is therefore fully operational when the control air system is Open Casing outside (upper deck starboard) AR591F
operating, save that the following additional valves should be opened: Open In engine casing AR121F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.2 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.9.3a Starting Air System

AS007F
From Control Air System
Setting
9.9 bar PAL
AS008F DG056 AS006F AS005F
25/7 bar AC014F
Reducing Valve PI

AS009F
AS011F AC013F PIAL
DG013

Starting Control
Air Air
To Bilge
Primary Tank Diesel Generator Engine

Setting
33 bar DIESEL GENERATOR ROOM Engine Room
Setting
33 bar Setting 33 bar
EMERGENCY GENERATOR ROOM
PI
PIAL PI
PIAL Starting Air Reservoir MM266
PT PI
MM243 (1.0 m3)
Starting Air Reservoir
PS (0.5 m3)

PS

PS AS014F

PS Emergency Generator
Engine Air Reservoir
(0.5m3)
Emergency Generator
Engine Air Compressor
(15.5 m3/h x 30 bar)

To Bilge Primary Tank To Bilge Primary Tank Emergency Generator Engine

Automatic
Stop

AS001F AS002F

Shut Down Shut Down

PS TS PS TS
Lubricating Oil Air Lubricating Oil Air Key
Pressure Temperature Pressure Temperature

Air
MC MC
MM241 MM242
Electrical Signal

No.1 Starting Air Compressor No.2 Starting Air Compressor Instrumentation

(38 m3/h x 30 bar) (38 m3/h x 30 bar)
Breather Valve

To Bilge
Primary Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.3 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.9.3 Starting Air System Both main compressors supply air to both main diesel generator starting air d) Set up the system valves as detailed in the following table:
reservoirs and they are provided with an automatic start and stop facility which
is activated by the pressure switch on the main starting air reservoir. Normally Assuming that both compressors are operational.
Starting Air Compressor
the main starting air reservoir is open to allow for immediate starting of the
Maker: J.P. Sauer & Son diesel generator engine when it is set to standby duty. Position Description Valve
No. of sets: 2 Open No.1 compressor discharge valve AS001F
Model: WP33L-100 Note: There are no non-return valves fitted between the main and auxiliary Open No.2 compressor discharge valve AS002F
Type: Piston - electric motor driven air reservoirs. Any loss of pressure in the main reservoir would therefore Open Main starting air reservoir inlet valve
cause a loss of pressure in the auxiliary reservoir if the inlet and outlet valves
Capacity: 38 m3/h at 30 bar Open Auxiliary starting air reservoir inlet valve
are left open.
Rating: 440 V, 9 kW at 1740 rpm Set Main starting air reservoir drain valves
The compressors are each fitted with two safety valves, one after the first stage Set Auxiliary starting air reservoir drain valves
Emergency Air Compressor compression and the other after the second stage compression. The cylinder Open Main starting reservoir outlet valve
Maker: J.P. Sauer & Son block is finned to allow for air cooling. The bearings are lubricated by a gear Closed Auxiliary starting air reservoir outlet valve
No. of sets: 1 pump fitted at the end of the crankshaft. A low pressure lubricating oil trip is
Open Starting air line drain trap inlet valve AS008F
provided. A high temperature sensor is located at the compressor outlet and
Model: WP15L-200 Closed Starting air line manual drain valve AS009F
this will trip the compressor if the air temperature exceeds a predetermined
Type: Piston - diesel engine driven limit. Each compressor has an automatic unloader arrangement which operates Open Diesel generator engine starting air inlet valve AS006F
Capacity: 15.5 m3/h at 30 bar when the compressor starts and stops. This allows the compressor to start and Open Diesel generator engine control air inlet valve AS005F
Diesel engine rated: 3.4 kW at 1500 rpm stop off load, thus reducing the loading on the electric drive motor and the Open Diesel generator reducing valve inlet valve AS011F
compressor running gear. Open Diesel generator reducing valve outlet valve AC013F
Starting Air Reservoir Closed Diesel generator control air supply AC014F
Automatic start and stop is provided for the operating compressor(s) by
means of a pressure switch on No.1 reservoir. The compressors are placed Open Line valve to emergency generator engine air reservoir AS007F
Maker: DongHwa Entec
in automatic operation and priority duty from the IAS. At the graphic display Open Emergency generator engine air reservoir non-return AS014F
No. of sets: 2
screen the compressor can be selected for automatic operation in which case it line valve
Drawing no: DHAR-V040453/4 will be started and stopped by the air reservoir pressure switches. If the duty
Capacity: One at 1 m3 and one at 0.5 m3 compressor fails to maintain the desired pressure in the starting air reservoir e) Check that all automatic drain traps are operational, that the
Relief valve setting: 33 bar the second priority compressor is started by the control system. The emergency unloader gear is functioning, and that the compressor automatic
starting air reservoir can be filled at the same time as the main starting air drains are functioning correctly.
reservoir by opening the cross connecting valve AS007F. Before a compressor
Emergency Air Reservoir is started the compressor outlet and air reservoir filling valves must be open. f) Check the compressors and when satisfied set them to REMOTE
Maker: DongHwa Entec Instrumentation and pressure switch valves on No.1 reservoir (1.0 m3) must operation at the local control panel and then at the IAS screen
also be open in order to allow the compressor to be controlled automatically. select them for AUTO operation with one selected as the lead
No. of sets: 1
The main and auxiliary reservoirs may both be filled together in order for compressor and the other as the lag compressor.
Drawing no: DHAR-V040455 the automatic compressor stop system to function for both reservoirs. The
Capacity: 0.5 m3 auxiliary air reservoir will not control the compressors automatically on its g) Drain any liquid from the reservoirs and oil/water separator.
Relief valve setting: 33 bar own. Air reservoirs are fitted with automatic drain traps and the valves for
these must be open at all times. Note: Once the main and auxiliary air reservoirs have been charged to the
compressor cut-out pressure, ensure that the auxiliary air reservoir inlet valve
Introduction is closed and the reservoir remains fully charged.
Procedure for Filling the Starting Air Reservoirs and Supplying
The diesel generator engine starting air system is supplied by two starting the Generator Engines with Starting Air
air compressors which provide air to the two starting air reservoirs. It is also Alarms
supplied to the emergency diesel generator starting air reservoir. The starting a) Ensure that all of the pressure gauge and instrumentation valves
are open and that gauges and instruments are reading correctly. Tag Description Low
air reservoirs for the main diesel generator are of different capacity, the main
reservoir has a volume of 1.0 m3 and the auxiliary reservoir has a volume of MM243 Start air pressure 23 bar
0.5 m3. The emergency diesel generator air reservoir also has a volume of b) Check the oil level in the compressors. MM266 Emergency generator start air pressure 23 bar
0.5 m3.
c) Check the compressor sumps for water.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.9.3 - Page 2 of 2
2.10 Steering Gear

Illustrations

2.10a Steering Gear Fluid Flow

2.10b Emergency Operation Valve Position Plan

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Steering Gear
Illustration 2.10a Steering Gear Fluid Flow Room Platform Filling Connection

Actuator 1
Oil Expansion Tank
(350 Litres) HG504F
Key TI Low
LS Level S0
Hydraulic Oil
Cylinder No.1 Cylinder No.2 LS Safematic
Aft Level S1
PI PI
Hydraulic Oil Return Safematic Level S2 LS HG
Low-Low 503F
PI PI Low-Low Level S4 LS LS
Instrumentation Level S3 Oil
Cylinder No.3 Cylinder No.4
Storage
Tank
(1.6 m3)

Actuator 2

HG501F
Limit Switches for
Rudder Angle Limiter

B1 Hand Operated B2 HG505F

Bypass Valve D
D
279 bar 279 bar C
C P3
Safematic Automatic
279 bar Actuator Actuator Isolation Valves 279 bar
Relief Valves
Y1 Y2

V1 Manual
D Isolation Valves D
D D PI
C C
P1 C V2 C P2 279 bar
Automatic Pump
Pressure Switch
Isolation Valve 12 bar
Adjusted to 15 bar
PI

Pump Relief
Valves
Control Pressure
PI M1 = 25-30 bar PI Ps
279 bar Proportional 279 bar
A4VG 125
Control Valve Pump

12 bar 12 bar
PI Boost Pressure
Limit Switch PI M
for Hydraulic
M2 = 10-13bar
M Oil Air Cooler
Lock Alarm
PUMP UNIT 3
(55 kW)
M

A4VG 125 A4VG 125 Oil Filter

Pump Pump (Combined Type Filter with
Oil Air Cooler Electrical/Mechanical Clogging Indicator)

M
M M Oil Air Cooler

PUMP UNIT 1 PUMP UNIT 2

(55 kW) (55 kW)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 1 of 10

2.10 Steering Gear
Steering Gear
Maker: Samsung-Hatlapa
Type: R4ST 700H - four cylinder, electro-hydraulic
Variable displacement
pumps: Mannesmann Rexroth A4VG
No. of pump sets: 3
Nominal pressure: 223 bar
Motor rating: 440 V, 55 kW at 1800 rpm
System oil capacity: 1150 litres - including 350 litres in expansion tank
Introduction
The Samsung-Hatlapa steering gear is a Rapson Slide type and consists of 2
rams, 4 cylinders and 3 pump units driven by electric motors and 1 expansion
tank fitted with level switches.
The expansion tank has an internal division plate, which will effectively
separate the tank into two and thus operate as two totally isolated steering
systems. Pump No.1 takes its supply from one side of the division plate whilst
No.2 and 3 are from the other. Each pump unit is capable of generating a rudder
laying speed of 56 seconds. With two pump units it will take 28 seconds and
with all three running the rudder will travel through 65° in 21 seconds. Eight
electrical switches, four fitted at an angle of 35° and four more at 45°, limit the
rudder angle. Should these fail, mechanical stoppers are fitted at 47°.
Each pump unit consists of an independent electric motor driving a variable
displacement pump of the axial piston-swashplate design. Output flow
increases with swivel angle from zero to its maximum value. Swivelling the
pump past the centre position will change the fluid direction. Relief valves
are fitted to the high-pressure side of the pump to protect against overloads.
The electrical supply for the motors is fed from the main and emergency
switchboard to independent starter cabinets and the No.2 motor takes its supply
from the emergency switchboard in case of electrical failure.
Under normal conditions, all four cylinders will be in use with one pump
running and one on standby. When manoeuvring or whilst operating in
confined waters, it is necessary to have two motors running to achieve the
recommended rudder laying speed of 28 seconds as laid down by IMO.
When a pump unit is started oil will be drawn from the expansion tank to
pressurise the system. Signals from the bridge will energise the proportional
valves, thus adjusting and directing the pump delivery to the cylinders. The
direction and extent to which the rudder turns is dependent on the control
signal and the rudder position feedback transmitters.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Automatic Isolation System Because of this it is recommended that the ship’s speed be reduced to 70% of
The automatic isolation system or SAFEMATIC system is a design which maximum speed immediately a steering gear SAFEMATIC alarm is received.
covers the Single Failure Criteria Steering System required by law for tankers
and passenger ships. The system consists of automatic actuator isolation valves If the oil level continues to drop so that the second SAFEMATIC switch S2
operates, it will be deemed that the leakage in the system is coming from
on pump No.1 and 2 only which are operated by the level switches fitted in
the expansion tank. These level switches activate the alarm and implement the the pipework or seals associated with cylinders No.3 and No.4. In this event,
division of the system should a loss of hydraulic fluid occur by energising the pump unit 2 will receive a stop command and pump No.1 will be restarted.
automatic isolation valves Y1 and Y2 and so isolating the defective system. Isolating valve YI will be given a close command and isolating valve Y2 will
be opened. This action will then allow pump No.1 to operate on cylinders No.1
The system consists of, but is not limited to the following: and No.2. Again only 50% of steering torque will be available and so the ship
should be slowed accordingly.
• Isolating and bypass valves. Designed to divide the circuit,
isolating a hydraulic failure and putting on bypass for the non- If No.2 pump is initially running and No.1 is stopped, No.1 pump will remain
working side. stopped and No.2 pump running, Y2 isolation valve will operate and isolate the
• Servo pump and motor. The servo pump with its own electric systems. If the level in the expansion tank drops to level switch S2, No.1 pump
motor provides hydraulic pressure to operate the isolating and will be started and pump No.2 stopped and isolation Y1 activated.
bypass valves.
Any problems with the steering gear identified by the SAFEMATIC system
• Pilot valves. Solenoid operated valves to direct the servo will require a short period of time to rectify as the system will have to start and
pressure to the isolating and bypass valve. stop pumps accordingly. The system is so designed however that on failure,
• Low level oil switches. Installed to sense any significant drop in steering should be reinstated automatically after a maximum period of 45
oil level. These switches activate the alarm and implement the seconds.
division of the system.
Note: The SAFEMATIC system is extremely important to the safe operation
• System test valves. Enable immediate pre-sailing checks to be
made on the system. of the steering gear and so should be checked at regular intervals to prove
that it is working satisfactorily.
• Test buttons. Provided to prove safe operation of the system.
For instructions on using the emergency control refer to the instruction plate
that will be situated near to the steering gear.
Basic Operation
Assuming that pump No.1 is running and that the SAFEMATIC system has
been switched ON on the bridge, the following should happen in the event of
a hydraulic leakage.
If the oil level in the 350 litre expansion tank drops, switch S0 will make
contact and an audible and visual alarm will sound in both the ECR and on
the navigation bridge. Should the level continue to drop and energise the
SAFEMATIC switch S1, then pump unit 1 will shut down and pump unit 2
will start. At the same time isolation valve Y2 will receive a signal to close
which will separate the two systems so that pumps 1 and 2 are independent of
each other. Pump No.2 will then only be connected to operating cylinders No.3
and No.4 on the steering gear.
If the oil level remains constant then no further action will be taken by the
SAFEMATIC system however the fault must be quickly identified and the
necessary repairs carried out. With only one pump now being in service and
connected to only two of the four operating cylinders, the performance of the
steering gear will be reduced as only 50% torque will be available.
IMO Number: 9321770 Section 2.10.1 - Page 2 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 1: No.1 Pump Running

Case 1- 1 Case 1- 2
No.1 pump running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
No.1 pump Y2 isolation valve No.2 pump
stop command shut command start command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

No.1 Y2 No.2
pump isolation valve pump
stop shut start

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Failure No.2 Actuating System Failure

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 3 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 2: No.2 Pump Running

Case 1- 1 Case 1- 2
No.2 pump running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
Y2 isolation valve
shut command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

Y2
isolation valve
shut

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Failure No.2 Actuating System Failure

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 4 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 3: No.3 Pump Running

Case 1- 1 Case 1- 2
No.3 pump running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
No.3 pump Y2 isolation valve No.2 pump
stop command shut command start command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

No.3 Y2 No.2
pump isolation valve pump
stop shut start

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Fail No.2 Actuating System Fail

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 5 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 4: No.1 and No.2 Pumps Running

Case 1- 1 Case 1- 2
No.1 and No.2 pumps running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
No.1 pump Y2 isolation valve
stop command shut command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

No.1 Y2
pump isolation valve
stop shut

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Failure No.2 Actuating System Failure

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 6 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 5: No.1 and No.3 Pumps Running

Case 1- 1 Case 1- 2
No.1 and No.3 pumps running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
No.1 and No.3 pumps Y2 isolation valve No.2 pump
stop command shut command start command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

No.1 Y2 No.2
and No.3 pumps isolation valve pump
stop shut start

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Failure No.2 Actuating System Failure

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 7 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 6: No.2 and No.3 Pumps Running

Case 1- 1 Case 1- 2
No.2 and No.3 pumps running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
No.3 pump Y2 isolation valve
stop command shut command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

No.3 Y2
pump isolation valve
stop shut

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Failure No.2 Actuating System Failure

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 8 of 10
 Methane Nile Eagle Machinery Operating Manual
Case 7: No.1, No.2 and No.3 Pumps Running

Case 1- 1 Case 1- 2
No.1, No.2 and No.3 pumps running No.1 Actuating System Failure No.2 Actuating System Failure

Expansion tank level

No.2 Expansion tank
Expansion tank
pump running control low-low
control low-low
continuously alarm
level (S2)
No

Expansion tank Expansion tank

control low control low alarm
level (S1)

Emergency control (50%) No.2 pump Y1 isolation valve Y2 isolation valve No.1 pump
Yes stop command shut command open command start command

No.2 Power Actuating System

(No.2 Pump and Cylinders No.3 and 4)
No.1 and No.3 pumps Y2 isolation valve
stop command shut command No.2 Y1 Y2 No.1
pump isolation valve isolation valve pump
stop shut open start

No.1 and Y2
No.3 pumps isolation valve
stop shut

Emergency control (50%)

No.1 Power Actuating System

(No.1 Pump and Cylinders No.1 and 2)

Case 1- 1 Case 1- 2
No.1 Actuating System Failure No.2 Actuating System Failure

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 9 of 10
 Methane Nile Eagle Machinery Operating Manual
Operating Procedures Steering Gear Test Procedure

The steering gear operation is normally controlled from the navigation bridge For freedom of movement during communication with the bridge it is
by one of two automatic pilots but can also be controlled manually from the recommended that the UHT transceivers are used. Confirm communication
steering console or locally from within the steering gear compartment. with the bridge utilising the telephone headset and the sound powered
telephone headset.
During normal operations the manual isolating valves V1 and V2 on the
steering gear must all be open and the manual bypass valves B1 and B2 by the Check the oil and grease levels and ensure that all is in good order. Proceed
actuator relief valves closed; illustration 2.10a refers. For emergency operation with the steering gear tests and confirm the procedure with the bridge, ensuring
of the steering gear the different valve configurations have been given in that the correct alarms sound and that the correct indicator lights illuminate
illustration 2.10b. and extinguish. Steering gear test are to be carried out as per the relevant test
list procedure.
Putting the Steering Gear into Operation
Note: Hydraulic supervision panels, one located on the bridge panel and one
a) Check the level of the oil in expansion tank and top up if in the steering gear room must be switched on prior to commencing the tests.
required. Ensure that the panel dimmers are adjusted to allow indicator lamps to be
observed on the bridge panel.
b) Start one of the electro-hydraulic pump units.
Illustration 2.10b - Emergency Operation Valve Position Plan
c) Visually inspect the whole system for leaks and listen for any
abnormal noise. Mode of Operation Positioning of Valves
Pump units Automatic 'Safematic' Hand operation of Actuating
Automatic system
d) Carry out system predeparture tests in accordance with the in pump isolating system
system isolation valves (V)
Description operation valves isolation valves
and bypass valves (B)
company quality procedures and the Chief Engineer’s standing
orders. No.1 No.2 No.3 P1 P2 P3 Y1 Y2 V1 V2 B1 B2 Actuator

e) Check the operating pressures of the main and servo hydraulic

systems.

Emergency Steering Normal Actuator

operation 1&2
a) Contact the bridge via the telephone provided and follow the
instructions.

b) At the bridge steering stand, the autopilot selector switch should

be turned to NFU. Emergency Actuator 1
auto
c) Turn the power off the autopilot cabinets in the steering gear. isolation Actuator 2
Operate the steering gear in response to requests from the bridge Actuator 1
by operating the solenoid valves of the running pump using the Emergency
special levers on the port/starboard pushbuttons. manual Actuator 2
isolation
Actuator 2
on energised closed
Legend;
off not energised open

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.10.1 - Page 10 of 10
2.11 Electrical Power Generators

2.11.1 Turbine Generators

2.11.2 Diesel Generator

2.11.3 Emergency Diesel Generator

Illustrations

2.11.1a Turbine Generator - Schematic

2.11.2a Diesel Generator - Schematic Starting Air and

Lubricating Oil

2.11.3a Emergency Diesel Generator - Schematic

2.11.3b Emergency Generator Starting Procedures

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.11.1a Turbine Generator - Schematic
PT
PS PS PS
PS To/From
Central Fresh Water
Cooling System
To Gland Steam Condenser Fan TX

PI PI PI
Gauge
Digital Speed
PI PI PI PI Board
ST134/5F Control Panel
Key

TX TX
Superheated Steam

PS MPU Desuperheated Steam

From
Main Alternator Lubricating Oil
Boilers SS008/9F
MPU
TX Electrical Signal Turbine
Generator
PT Instrumentation
PI PI LO Pressure
Reduction
To IAS Turbine Gearing Fresh Water
WF111F/
WF112F
Air
Trip WF330F/
TX TX
TX Cylinder Exhaust Steam WF332F
TX TX LS
Overspeed PT
Trip
PS
S PAH
LO TI
PS Strainer
GP030
Air
Trip Solenoid
PI Temperature
Valve LO Temperature
Woodward TI
Control Valve
TIAH
Governor GP048

Alternator
LO Pressure LO Air
Regulating Valve Cooler Cooler
Hydraulic
Servomotor
TI LAH
GP041
Water
TI
Leakage
To Detector
Control Oil Strainer TIAH
Clean Drains TI
GP039
Tank
Seal Pot Limit Switch
Hand To/From
Pump LO Purifier WF114F/
Control Air PIC WF115F/
PIAHL WF117F WF133F
PS PT SE109/10F
M To Oil Mist
PI Vent Box
Main Priming
Oil Pump LI Oil Pump
POS POS
To Auxiliary
Steam Sealing Supply SE105/6F SE107/8F Condenser
From HP Exhaust System
V1 V2
Spill M
Make-up To Main
Gland Steam Condenser Lubricating Oil
SE101/2F
To Gland Steam System Receiver Sump Tank
(1600 litres)
SE103/4F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.1 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
2.11 Electrical Power Generators Labyrinth type seals are used at the end of the turbine rotors to prevent the A gear-driven integral LO pump supplies the system when the turbine is
steam in these regions from leaking to atmosphere and, more importantly, to running normally. The pressure is regulated to the bearings and gears by a
prevent air from entering the turbine where its internal pressure is less than regulating valve, full delivery oil pressure is supplied to the trip valve.
2.11.1 Turbine generators atmospheric. The seals are formed by radially slotting sections of labyrinth
into the packing rings, which themselves are likewise slotted radially into the The governing system consists of a Woodward UG-8D governor, actuator,
Specification turbine upper and lower casings. The peak and trough edges of these labyrinths hydraulic servomotor and turbine nozzle valve. The governor has a very fast
are located adjacent to corresponding square radial grooves machined into the response to load change and is designed to prevent the turbine overspeeding
Maker: Mitsubishi Heavy Industries
rotor shaft. even in the event of the generator circuit breaker tripping. The governor reacts
No. of sets: 2 to changes in speed by moving a linkage to the hydraulic servomotor which in
Type: AT42CT-B The clearances between the labyrinth edges and the rotor are minimised to turn opens or closes the steam inlet to the turbine nozzles.
Details: Single cylinder, impulse, multistage, condensing reduce steam leakage between the inner (high gland steam pressure) areas and
Capacity: 3450 kW x 10,036/1800 rpm the outer (low gland steam pressure) areas. Adjacent axial clearance between Cooling of the LO and the generator windings is supplied from the central fresh
the rotor and the labyrinths allow for the designed relative axial movement and water cooling system. The system supplies both sets and therefore a problem
Normal output: 1700 kW
expansion between the rotor and the casing. in the cooling supply will affect both sets simultaneously. In an emergency the
Main steam pressure: 57.4 bar before main stop valve generator windings can be cooled by opening the covers and allowing air to
Main steam temperature: 520°C Steam is supplied to the glands from a packing steam receiver mounted adjacent pass through, drawn in by the fan mounted on the generator rotor shaft.
Exhaust vacuum: 710 mmHg vac to the unit. At the high pressure end of the turbine, where the internal steam
pressure is higher than the pressure in the gland housing, steam will enter the
Critical speed: 810 rpm Alarms and Trips
series of diaphragms from the turbine, and is effectively throttled across each
Direction of rotation: Clockwise viewed from generator end stage causing its pressure to drop. The final low pressure steam is led away to The trip valve protects the turbine in the event of a serious problem by closing
Number of stages: 6 the gland steam condenser as gland leak-off steam. and immediately shutting off the steam to the turbine. The trip valve is held
Gearing: Single reduction with forced lubrication, helical open by oil pressure acting upon a piston within the valve body. In the event
At the low pressure end of the turbine the gland will require sealing steam to be of a trip condition occurring, the oil supply is cut off and the oil pressure under
supplied from the gland steam receiver. This would normally be the case where the piston is relieved to the sump.
Alternator the load on the unit was light, placing the low pressure end of the turbine under
Maker: Nishishiba Electric Co. Ltd vacuum. In this case the pressure in the gland steam receiver is greater than the The following table details the protective alarm and trip and set points:
Type: NTAKL internal turbine pressure at the shaft exit point, therefore the steam available
from the gland steam receiver will be drawn through the gland effectively Item Alarm Set Trip Set
Output: 3450 kW
sealing it and preventing the ingress of air. Point Point
Alternator revolutions: 1800 rpm
Mechanical overspeed 1998 rpm
Frequency: 60 Hz During periods of high turbine loading the reverse will happen, the steam
High exhaust pressure 400 mmHgV 200 mmHgV
Voltage: 6600 V from inside the casing flowing over the glands and exiting to the gland steam
receiver. The gland steam receiver will therefore need to spill steam at times Sentinel valve 0.3 bar
Power factor: 0.8 LO pressure 0.7 bar 0.40 bar
of high turbine loading, and receive make-up steam at periods of low turbine
loading. At times of average loading the steam spilled from the high pressure LO supply temperature 50°C
end may satisfy the demand from the low pressure end and the system is in Bearing temperatures 75°C
Introduction
equilibrium. To cope with this fluctuating demand, the gland steam receiver Turbine rotor axial movement 0.55 mm 0.7 mm
spills excess steam through a control valve to the condenser or receives steam
The turbine generator consists of the steam turbine, reduction gear, alternating Turbine rotor vibration 50 ��
µ�m 80 ��
µ�
m
from a make-up controller supplied from the HP exhaust steam range.
current generator and auxiliaries mounted on a common bedplate. The bedplate LO sump level -150 mm
incorporates the lubricating oil (LO) sump tank. The reduction gear is of the single reduction, single helical type. The pinion from high
is rigidly coupled with the turbine rotor. The gearing is supported by four oil Gland steam low pressure 0.04 bar
The steam turbine is of the six stage impulse type with a hydraulic constant lubricated bearings. The alternating current (AC) generator has four poles and Turning gear LO interlock 0.2 bar
speed governor controlling steam flow. The steam passes through a trip valve, is connected to the gear by a flexible coupling at its shaft end.
designed to shut off the steam instantly should a trip condition occur and then Inlet steam low pressure 50 bar 40 bar
through the nozzle control valves. The turbines normally exhaust to the main The LO system is supplied from a motor driven priming pump when the turbine
condenser but can be set to exhaust to the auxiliary condenser. is stopped or starting up. The priming pump starts when the LO pressure falls
to 0.6 bar and cuts out when the turbine reaches 80% of its normal operating
speed (0.85 bar).

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.1 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual

Turbo Generator Turbine Turbo Generator Alternator

Turbo Generator Instrumentation Cluster Turbo Generator Local Control Panel

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.1 - Page 3 of 4

The following table details the normal operating parameters:
Item Normal Operating
Range
LO pressure 1.0 - 1.5 bar
LO supply temperature 35 - 45°C
Bearing temperature 46 - 74°C
Gland steam pressure 0.12 - 0.16 bar
Operating Procedure, using No.1 Turbine Generator
The LO priming pump is permanently on AUTO and the turning gear is
permanently in use. Confirm that the bearing oil pressure is between 0.6 and
0.8 bar. Check and top up the LO sump tank as necessary.
a) Open the cooling water valves in and out of the generator
windings cooler and the LO cooler (see section 2.4.1 Central
Fresh Water Cooling System). Vent any air from the coolers.
b) Commence warming through by opening the drain valve on
the main superheated steam supply line and opening the bypass
valve on the main steam stop valve SS008F for No.1 turbine
generator and SS009F for No.2 turbine generator.
Observe the gradual rise in the steam line temperature and pressure. This will
warm through, drain and slowly bring the system up to working pressure and
temperature as far as the governor valve.
c) With the gland steam system operational (see section 2.1.6
Gland Packing and Leak-Off System), check that all the drain
traps on the system are open.
d) Slowly open the gland steam make-up and spill control inlet and
outlet valves together with the leak-off outlet valves ST134F
No.1 turbine generator and ST135F for No.2 turbine generator.
e) Set the gland steam controller to 0.14 bar.
f) When the steam pressure is at 58 bar, open the first stage drain,
then slowly open the main stop valve SS008F and close the
bypass valve. Check that all the instrumentation and gauges are
open and reading zero when appropriate.
g) Open the bypass valve SE103F around the motorised exhaust
valve SE101F to the main condenser.
Issue: Final Draft - October 2007
Methane Nile Eagle
This allows the vacuum to develop in the system without adversely affecting
the main condenser vacuum. Check that the main condenser vacuum does not
fall.
h) When the vacuum on the local gauge registers 550 mmHgV,
operate the motorised exhaust valve SE101F on the local panel.
Close the exhaust valve bypass valve SE103F.
i) Ensure the turning gear has disengaged.
j) Reset the trips by pressing the TRIP RESET pushbutton on the
local control panel, the lamp should go out.
k) Slowly open the main trip valve by hand.
l) Run the turbine at 400 rpm for about 20 minutes to allow
thorough warming through. Continue to check for unusual
noises or problems with any ancillary systems.
m) Gradually increase the turbine speed, taking a total of about 15
minutes to reach full speed. Avoid lingering around the critical
speed zone of 810 rpm. Confirm that the LO priming pump
stops as the LO pressure rises. Observe the governor linkage
moving down when the governor takes control. When the main
trip valve is fully opened, shut it back in about half a turn to
prevent it jamming.
n) Close the steam line drains, main steam stop bypass valve.
o) Reset the trips at the IAS screen and local supervision panel.
Connect the generator to the main switchboard by clicking on the TG icon on
the IAS screen to call up the menu. Click on CONNECT on the menu and the
generator will parallel with the main switchboard.
The generator can also be connected manually at the main switchboard panel
by using the following procedure:
a) Turn the SYNC MODE switch to the LM (Local Manual)
position.
b) Lower or raise the generator speed until the synchroniser light
slowly revolves in the + direction.
c) Turn the breaker Trip/Close switch to the CLOSE position
to connect the generator to the main switchboard when the
synchroniser light is in the five to twelve position.
IMO Number: 9321770
Machinery Operating Manual
Note: It is also possible to perform a LOCAL/AUTO operation: Turn the
SYNC MODE switch to the LOCAL AUTO position, then turn the breaker
closing switch to CLOSE and release it again. The automatic adjustment and
synchronism of the generator will then be identical to the operation whilst in
REMOTE AUTO mode.
d) The IAS PMS will now control the generator and balance the
load with the No.1 turbine generator.
Procedure to Stop the Turbine Generator
Disconnect the generator from the main switchboard by clicking on the TG
icon on the IAS screen to call up the menu. Click on DISCONNECT on the
menu and the generator will disconnect from the main switchboard.
a) Shut the main trip valve by operating one of the trip functions.
This gives a good opportunity to test the function of the trips,
operate a different one each time the turbine is stopped.
b) Confirm that the LO priming pump starts as the set slows
down.
c) Shut the stop steam valve SS008F.
d) Open the main steam line drain.
e) Close the exhaust valve SE101F to the main condenser.
f) Once the turbine stops engage and start the turning gear.
g) Close the gland steam make-up and spill control outlet valves.
h) Close the gland steam make-up control valve inlet isolating
valve.
i) Close the gland steam spill control valve inlet isolating valve.
j) Close the gland steam leak-off valve ST134F No.1 turbine
generator and ST135F for No.2 turbine generator.
Section 2.11.1 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.11.2a Diesel Generator - Schematic Starting Air and Lubricating Oil

From Fresh Water To Fresh Water

Cooling System Cooling System

Blocking Valve, when

Crankcase Air Vent Turning Gear Engaged
Lubricating Oil
Cooler Pressure Regulating Valve

TI TI

Starting Booster
TI TE TI for Speed Governor Starting Air
Distributor
Starting Air Valve
Alternator in Cylinder Head
T To Speed Governor
Fine Thermostatic Pneumatic Cylinder at each Injection Pump
Filter PDI Valve Centrifugal
Filter
PDS
PI PS PT
M Flame
Starting Fuel Limiter Arrester

PSZ

PI
Starting Air Master
Air Solenoid Valve
Filter
PT

Sump Tank
LS

Main Lubricating Oil Charge Air Pressure Automatic

Lubricating Oil Lubricating Oil Filling Shut-Off Valve Control Valve Drain Valve AS AS
from Purifier Pump 005F 006F
and Filling Lubricating Oil Air
to Purifier Container
and Drain Prelubricating Oil
Pump INTERNAL STARTING AIR SYSTEM From Starting
INTERNAL LUBRICATING OIL SYSTEM
Air System

Key

Lubricating Oil

Air

Electrical Signal

Instrumentation

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.2 - Page 1 of 5
 Methane Nile Eagle
2.11.2 Diesel Generator Starting Air System
The engine is started by means of starting air valves located in the cylinder
covers. A blocking valve prevents the air start system from operating when the
Generator Engine
turning gear is engaged.
Maker: Wartsila
Type: 9R32LNE A starting air distributor directs pilot air to each of the cylinder starting valves
No. of cylinders: 9 in order to actuate the valve and direct compressed air into the cylinder for
starting.
Bore: 320 mm
Stroke: 350 mm
The master starting air solenoid is activated when the start signal is sent by the
Speed: 720 rpm
power management system for an automatic start or a manual start is initiated.
Capacity: 3645 kW
The master solenoid valve directs main air to the cylinder starting valve and
pilot air to the starting air distributor. A flame arrester is located in the main air
Turbocharger supply line to the cylinder starting valves.
Maker: ABB
Type: VTR 354 Turbocharger System
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger
Governor draws air from the engine room via a suction filter and passes it through a
Maker: Woodward charge air cooler, before supplying the individual cylinders through air inlet
valves.
Type: PGG 58
Alternator Cooling Water System
Maker: Nishishiba Electric Co. Ltd All cooling water requirements for the generators are provided by water from
Type: NTAKL the central fresh water cooling system.
Output: 3450 kW, 6600 V, 60 Hz, 720 rpm
An engine driven pump circulates the jacket spaces, cylinder heads and the
turbocharger. The engine is kept warm when on standby by circulating the
Water Heater jacket water through an electric preheater. The preheater has two pumps, only
one of which is operating at any time. The duty pump is arranged for automatic
Maker: Wartsila
start when the engine is stopped and the second pump is set as the standby
Type: KVE
pump to cut in automatically should the duty pump fail when the engine is
Capacity: 11 m3/h stopped.
The engine driven jacket cooling water pump discharges through the engine
Introduction jacket, cylinder head and turbocharger cooling water spaces and then to a
thermostatically operated valve.
There is one 3645 kW capacity diesel generator, operating in the medium
speed range, which supplies electrical power for the ship.
If the temperature of the cooling water leaving the engine is below the normal
operating temperature, the thermostatically controlled three-way valve will
The engine is of the unidirectional trunk piston type, has nine in-line cylinders,
direct the cooling water back to the pump suction. When the cooling water
is turbocharged, operates on the four stroke cycle and is normally powered by
outlet temperature reaches operating temperature, the thermostat will begin
marine diesel oil.
to direct the water to the central fresh water cooling system and the pump
will partly take its suction from the central fresh water cooling system, thus
The diesel generator is used as required and is on automatic standby when
maintaining a constant temperature. The engine cooling system vents to the
stopped. Under normal circumstances the turbine generators supply electrical
cooling fresh water expansion tank.
power and the diesel generator is set to cut in should the turbine generators fail
to meet the electrical demand, or is started if the turbine generators are shut
down for any reason.
Machinery Operating Manual
When the engine is stopped, the preheater supplies water to the generator,
taking suction from the circulation system after the engine and immediately
before the three-way valve.
The charge air cooler, LO cooler and alternator air cooler are circulated
with water from the central fresh water cooling system, the supply line LO
pressure operated valve WF119V being opened automatically on starting of
the generator engine.
Fuel System
The engine fuel oil supply rail, under normal circumstances, is supplied from
the diesel oil service tank via a suction filter, the boost pump and the inlet
filter unit. The generator engine has a fuel feed pump which supplies the fuel
rail. The fuel supply line between the diesel oil service tank and the engine is
electrically trace heated.
The high pressure fuel injection pumps take suction from the fuel supply
rail. The injection pumps deliver the fuel oil under high pressure through
the injection pipes to the injection valves. Cams on the camshaft operate the
injection pumps.
The fuel feed pump delivers more fuel than the engine uses and the excess
flows back to the diesel oil service tank via the diesel oil return pipe, against a
back pressure created by a pressure regulating valve. This arrangement ensures
that there is always sufficient fuel supplied to the engine no matter what the
load and that the fuel rail is always pressurised thus preventing gassing of the
fuel injection pumps.
The discharge of the fuel feed pump passes through a duplex fuel oil filter.
Both filters are normally in use, only shutting one off for maintenance.
Lubricating Oil System
All running gear of the engine is force lubricated by the engine driven gear
type pump. The pistons are also supplied by oil as a cooling medium. A
prelubrication pump is also fitted to supply oil to the bearings and other running
gear before the engine starts. This reduces wear on the engine by ensuring that
all bearing parts are adequately lubricated when the engine is started.
The prelubrication pump runs continuously when the engine is on standby
and cuts out when the engine has started and the engine driven LO pump is
delivering the correct LO pressure.
The engine driven pump and the electrically driven prelubrication pump both
take suction from the engine sump and discharge through a cooler and duplex
filter to the engine oil supply rail. A pressure regulating valve on the engine
driven pump discharge relieves any excess pressure back to the pump suction,
thus controlling the supply pressure.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.2 - Page 2 of 5
 Methane Nile Eagle Machinery Operating Manual

Diesel Generator, Non-Drive End Diesel Generator Governor

Diesel Generator Local Panel

Diesel Generator Oil Mist Detector

Diesel Generator Turning Gear

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.2 - Page 3 of 5

The temperature is controlled by a three-way temperature control valve,
which regulates how much of the oil passes through the cooler. The alternator
bearings are supplied from the main LO system.
The main LO filter is supplemented by a bypass centrifugal filter located just
before the cooler inlet. During operation a part of the lubricating oil supplied
from the engine driven LO pump enters the centrifugal filter and returns to the
oil sump in the base frame.
The filter is driven by the oil supply. The filter relies on centrifugal force and
can remove high density sub micron particles.
Procedure to Prepare the Diesel Generator Engine for
Starting
a) Set the engine to LOCAL control.
b) Set up the fuel oil service system as described in section 2.6.2.
c) Set up the central fresh water cooling system as in section
2.4.1.
d) Check the level of oil in the sump and top up as necessary with
the correct grade of oil.
e) Switch the generator engine prelubricating oil pump to
AUTOMATIC operation and check that the lubricating oil
pressure builds up. The engine should be prelubricated at least
2 minutes prior to start.
f) Check the pressure before and after the filters.
g) Check the governor oil level.
h) Check the air pressure in the starting air reservoir.
i) Turn the engine at least one complete revolution using the
turning gear with the cylinder indicator cocks open. Remove
the turning gear.
j) Vent the jacket cooling water space.
Note: Ensure that the charge air cooler outlet air vent valve WF125F and
jacket water outlet vent valves WF126F and WF127F are left fully open.
If any part of the engine has been drained for overhaul or maintenance, check
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary.
Issue: Final Draft - October 2007
Methane Nile Eagle
k) Open the vent on the cooling water outlet line on the generator
air cooler, and close it again when all air has been expelled.
If maintenance work has been carried out on the engine, start the engine locally
as below, prior to switching the engine to automatic operation.
l) Check that all fuel pump indexes are at index ‘0’, when the
regulating shaft is in the STOP position.
m) Check that all fuel pump control linkages are free to move
full distance and return to their original stop positions when
released.
n) Switch the engine to AUTOMATIC operation.
Procedure to Start the Diesel Generator Engine Locally
a) Ensure that the engine is ready for starting by completing the
procedure above.
b) At the local control panel turn the selector switch from
REMOTE to LOCAL and manually start the engine by pressing
the START pushbutton on the main solenoid valve. Allow it to
run up to normal speed.
Note: A pneumatically operated start fuel limiter optimises fuel injection
during the acceleration period; the speed of the engine controls the start fuel
limiter.
c) Make a thorough check of the engine to ensure that there are
no leaks and the engine is running smoothly and firing on all
cylinders.
d) Check that the LO pressures and temperatures are normal.
e) Check that the pressure drop across the filters is normal.
f) Check that the FO pressure and temperature is normal.
g) Connect the diesel generator to the switchboard.
h) Ensure that the engine temperatures and pressures remain
within normal limits as the load is applied to the engine and the
engine heats up.
i) Check the exhaust gas temperatures for deviation from normal.
j) Check the exhaust gas for smoke.
IMO Number: 9321770
Machinery Operating Manual
k) Keep the charge air temperature under control.
Note: The engine may be started manually from the engine control room
by operating the IAS power management screen. Click on the DG icon and
select START from the menu which activates the starting solenoid valve.
Procedure to Manually Stop the Diesel Generator Engine
a) Before stopping, run the engine off load for a few minutes for
cooling down purposes.
b) Press the STOP pushbutton on the control panel.
Under normal circumstances the diesel generators will be started and stopped
by the power management system as explained in section 2.12.2.
The engine may be stopped manually by means of the stop solenoid built into
the speed governor or the solenoid valve controlling air supply to the fuel
injection pump pneumatic cylinders. In the latter case, shutting off air to the
fuel injection pump pneumatic cylinders causes the fuel pumps to go to the
no fuel position; this fuel pump stop system is independent of the governor
control. Operation of one or both of the above solenoids for 60 seconds will
cause the engine to stop.
Emergency Stops
The engine is automatically shut down in the event of:
• Low lubricating oil pressure: 2.5 bar
• Cooling water outlet high temperature: 105°C
• Overspeed: 810/828 rpm
• Charge air shut-off flap activation
• Charge air inlet temperature 80°C
• Oil mist detector high-high
The charge air shut-off flap is closed in the event of engine overspeed or an
emergency shut down request.
The engine is fitted with a number of alarms for various systems such
as lubricating oil pressure and temperature, cooling water pressure and
temperature, charge air temperature, etc.
Engine Control
The diesel generator starting and stopping is normally controlled by the power
management system. See section 2.12.2 page 9 for details.
Section 2.11.2 - Page 4 of 5
 Methane Nile Eagle Machinery Operating Manual
Oil Mist Detector Tag Description High Low
Maker: Schaller Automation Alarm Alarm
Type: Visatron DG015 Lubricating oil filter differential pressure 1.5 bar

The engine oil mist detector samples the atmosphere in each section of Tag Description High High
the crankcase and activates an alarm, if the LO mist increases beyond the High Alarm
allowable concentration, or the detector should fail. The engine will trip if the Alarm
LO mist concentration reaches the HIGH level.
DG042 Alternator winding R temperature 150°C 140°C
DG043 Alternator winding S temperature 150°C 140°C
Engine Safety System DG044 Alternator winding T temperature 150°C 140°C
The diesel generator safety system monitors the following signals: DG045 Alternator DE bearing temperature 100°C 90°C
DG046 Alternator NDE bearing temperature 100°C 90°C
Tag Description High Low DG047 Alternator air cooler inlet temperature 65°C 60°C
Alarm Alarm
DG050 Alternator drive end LO temperature 100°C 90°C
DG002 Charge air inlet temperature 70°C
DG051 Alternator non-drive end LO temperature 100°C 90°C
DG003 Turbocharger exhaust gas outlet 500°C
temperature
DG004 No.1 cylinder exhaust gas outlet 500°C
temperature
DG005 No.2 cylinder exhaust gas outlet 500°C
temperature
DG006 No.3 cylinder exhaust gas outlet 500°C
temperature
DG007 No.4 cylinder exhaust gas outlet 500°C
temperature
DG008 No.5 cylinder exhaust gas outlet 500°C
temperature
DG009 No.6 cylinder exhaust gas outlet 500°C
temperature
DG010 No.7 cylinder exhaust gas outlet 500°C
temperature
DG011 No.8 cylinder exhaust gas outlet 500°C
temperature
DG012 No.9 cylinder exhaust gas outlet 500°C
temperature
DG013 Starting air pressure 18 bar
DG014 Fuel oil pressure 2.0 bar
DG018 Lubricating oil pressure 3.5 bar
DG019 Crankcase pressure low 6 mb
DG020 Lubricating oil temperature 80°C
DG025 HT water inlet pressure 2.0 bar
DG026 LT water inlet pressure 2.0 bar
DG027 HT water outlet temperature 100°C
DG016 Fuel oil filter differential pressure 1.5 bar

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.2 - Page 5 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.11.3a Emergency Diesel Generator - Schematic Filling Connection

Emergency Wire Rope

Generator
Emergency Engine Marine
Diesel Generator Gas Oil
Room Service Tank PAL TAH XA
(6.0 m3) LV016 LV015 LV005

LO CFW Start
LAH Pressure Temp. Fail
MM171 LS
OD382F
LS
OD381F LAH
MM180
LS

OD380F OD352F

B - Deck
Key

Fresh Water OD372F

OD371F
To Primary Bilge
Marine Diesel Oil Tank Via
Incinerator Drip
Emergency Diesel Generator Tray
Electrical Signal

Instrumentation Marine Gas Oil

LCH To Diesel Oil
LAHH Transfer Pump
Electric Power Supply BD035 PP027 Filling Station
Automatic Stop
(AC 220 V, 2.5 KW
Single Phase) Automatic
LIAHL Stop
Pressure Cap LT
BD040 OD354F OD355F
0.5 bar Coolant Heater Marine Gas Oil
Corrosion Storage Tank
(Right Bank) (146.0 m3) OD351F
Resistor (On: 40ºC, Off: 50ºC)
PI PI

Thermostat Water Manifold Cylinder Head Cylinder Block To IGG MGO

Supply Pump Marine Gas Oil
(Right Bank) (Right Bank) (Right Bank) (Right Bank) OD352F Remote Transfer Pump
Automatic MC
PP027 (3 m3/h x 3 bar)
Stop Only
Water Drain
After Cooler Hole
To Top Tank
(Right Bank)

To Top Tank
After Cooler
TS PS
(Left Bank)

Thermostat Water Manifold Cylinder Head Cylinder Block

(Left Bank) (Left Bank) (Left Bank) (Left Bank)

Electric Power Supply
Corrosion
(AC 220 V, 2.5 KW Water Drain
Resistor (On: 40ºC, Off: 50ºC) Single Phase) Hole

Coolant Heater

Water Pump (Left Bank) Start Panel

Oil Cooler
Local Control Panel

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.3 - Page 1 of 4

2.11.3 Emergency Diesel Generator
Engine
Maker: STX-Cummins
Type: 4 stroke, 12 cylinder, 60° V type, turbocharged diesel
engine
Model: KTA38DMGE
Compression ratio: 13.9:1
Injection system: Direct injection
Mean effective pressure: 19.65 bar
Displacement: 37.8 litres
Bore: 159 mm
Stroke: 159 mm
Piston speed: 9.5 m/s
Output: 850 kW at a continuous speed of 1800 rpm
Idle speed: 725 - 775 rpm
Alternator
Maker: Leroy Somer
Type: LSA 50.1 M6 brushless
Output: 1062.5 kVA, 450 V, 60 Hz
Introduction
The emergency diesel generator is a self-contained diesel engine located in a
room on port side of ‘B’ deck of the engine room casing.
The generator set will start automatically on power failure from the main
electrical supply system and couple to the emergency switchboard to maintain
an electrical supply to essential services.
The generator set will also be used to get the ship under power from dead ship
condition. It will enable power to be supplied to essential services selectively
without the need for external services such as starting air, fuel oil supply and
cooling water.
The engine is a 12 cylinder, V type, turbocharged engine with a self-contained
cooling water system. The cooling water is radiator cooled, and circulated by
an engine driven pump. A thermostat maintains a water outlet temperature of
82°C to 92°C. Air is drawn across the radiator by an engine driven fan.
Electric heaters are fitted for each cylinder bank to keep the cooling water at
40°C to 50°C when the engine is on automatic standby.
Issue: Final Draft - October 2007
Methane Nile Eagle
The engine running gear is force lubricated, an engine driven gear pump
drawing oil from the integral sump and pumping it through a filter before being
supplied to the lubricating oil rail.
The engine is started by means of an electric starter motor with power to the
motor being supplied by batteries that are on constant charge while the ship is
in service. The engine can be manually started locally using the electric starter
motor but is normally set to automatic operation.
The engine may also be started locally using the air starter motor. There is an
emergency generator starting air reservoir which may be replenished from the
main generator starting air system or by the emergency starting air compressor.
The emergency generator starting air receiver is maintained at the maximum
pressure at all times, from the starting air system, in order to ensure that
starting air is available should that be necessary.
An air starter motor drives the engine toothed flywheel and is engaged
automatically whenever an air start is activated. The air starter motor is
automatically disengaged from the flywheel when the air starter motor is
deactivated.
The engine should be started at least once a week, a generator ACB closing test
to be carried out monthly and run on load every six months
Whenever the engine has been started, the fuel oil tank must be checked and
refilled if the level has dropped to or below the 24 hour operation level. The
engine operates on marine gas oil and the tank is replenished as described in
section 2.6.2 Diesel Oil Purifying and Generator Engine Diesel Oil Service
System.
Alarm and supervisory information for the emergency generator is available
at the IAS.
Note: Should the engine overspeed, the engine must be reset from the
relevant switch on the engine instrument panel.
IMO Number: 9321770
Machinery Operating Manual
Procedure to Prepare the Emergency Diesel Engine for
Automatic Starting
a) On the emergency generator control panel set the mode control
to MANUAL in order that the generator will not start during the
inspection stage.
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil.
c) Check the level of water in the radiator and top up as
necessary with ethylene glycol antifreeze mixture or refer to
manufacturer’s manual for cold weather operation..
d) Check the level of diesel oil in the emergency alternator diesel
oil service tank and top up as required. Open the fuel oil supply
to the diesel engine. It is normally open when the engine is
stopped.
e) At the emergency generator control panel turn the power
source switch to the ON position, the engine start is switched
to AUTO control and the cooling water and LO trip switch is in
the NORMAL position.
f) Ensure that the cooling water heaters are on. They are normally
on when the engine is stopped.
g) The IAS power LV graphic screen and the emergency
switchboard will indicate the status of the emergency generator
showing that it is ready to start and in auto-standby.
The emergency diesel generator is now ready for starting and it will start
automatically and supply power to the emergency switchboard should there be
an interruption of power from the main electrical supply.
Procedure to Manually Start the Emergency Diesel Engine
using the Electric Starter
a) At the emergency switchboard turn MODE switch to MANUAL
position. At the emergency generator control panel, turn the
engine start switch to the manual position and the cooling
water and LO trip switch to the NORMAL position.
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil.
c) Check the level of water in the radiator and top up as necessary
with clean distilled water.
Section 2.11.3 - Page 2 of 4

2.11.3b Emergency Generator Starting Procedures
To Prepare the Emergency Generator for Starting
At the emergency generator control panel
To Manually Start the Emergency Generator Using the Electric Starter To Manually Start the Emergency Generator Using the Air Starter
turn power source switch to the ON position,
the engine start is switched to AUTO control
and the cooling water and LO trip switch
is in the NORMAL position.
Check the level of oil in the engine sump
and top up as necessary with
the correct grade of oil.
Check the level of water in the radiator
and top up as necessary
with clean distilled water.
Check the level of diesel oil in the
diesel oil service tank and top up as required.
Open the fuel oil supply to the diesel engine.
It is normally open when the engine is stopped.
The IAS power LV status graphic screen
and the emergency switchboard will
indicate the status of the emergency
generator showing whether it is ready to
start and in auto-standby.
The emergency diesel generator is now ready
for starting and it will start automatically
and supply power should there be an
interruption of power from the
main electrical supply.
Issue: Final Draft - October 2007
Methane Nile Eagle
At the emergency switchboard turn the MODE
At the emergency switchboard turn the MODE
switch to MANUAL position. At the engine local
switch to MANUAL position. At the engine local
panel turn the start switch to the MANUAL position.
position and the cooling water and LO trip switch
At the engine control panel
press the green START pushbutton
to start the engine.
Check that the engine is firing smoothly.
Check the engine oil pressure,
cooling water pressure and rpm.
Investigate any abnormalities.
Check that the cooling water heaters
switch off as the engine heats up,
and that the thermostats operate,
to allow cooling water to flow to the
radiator as the engine heats further.
The emergency generator room air
dampers will open automatically as soon
as the engine starts
Allow the engine to idle for 5 minutes before stopping
to allow the cooling water and lubricating oil to carry
away heat from the combustion chambers, bearings,
shafts etc. It is particularly important for the turbocharger
where a sudden stop can lead to a large rise,
which could damage the bearings and seals.
IMO Number: 9321770
panel turn the start switch to the MANUAL
to the NORMAL position.
Open the air reservoir outlet valve.
Fully screw up the red screw on the fuel
pump in the clockwise direction, which is
situated on the inboard side of the engine.
This blocks the manual signal and allows
the engine to start.
Press downwards on the air start solenoid
pushbutton using the pin provided, situated
on the outboard side of the engine.
The engine should start and
can be loaded, unloaded
and stopped as required.
Machinery Operating Manual
Allow the engine to idle for 5 minutes before stopping
to allow the cooling water and lubricating oil to carry
away heat from the combustion chambers, bearings,
shafts etc. It is particularly important for the turbocharger
where a sudden stop can lead to a LARGE rise,
which could damage the bearings and seals.
Return the engine to the automatic start
condition by unscrewing the fuel pump knob,
turning the local switches to the AUTO and
NORMAL positions and the main switchboard
is indicating that the engine is ready to start
and on auto-standby.
Ensure the air bottle is recharged, using the
emergency air compressor, in preparation for the
next air assisted start. Before starting the emergency
air compressor, open the engine exhaust drain
valve to check if there is any water present
and close before starting the compressor.
Section 2.11.3 - Page 3 of 4

d) Check the level of marine gas oil in the emergency generator
diesel oil service tank and top up as required.
e) At the engine control panel press the green START pushbutton
to start the engine.
f) Check that the engine is firing smoothly.
Methane Nile Eagle Machinery Operating Manual
Procedure to Manually Start the Emergency Diesel Engine
using the Air Starter
a) Check the engine as for the manual electric start procedure.
b) At the local panel, turn the start switch to MANUAL and the
cooling water and LO trip switch to NORMAL.

g) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities.
h) Check that the cooling water heaters switch off as the engine
heats up, and that the thermostats operate, to allow cooling
water to flow to the radiator as the engine heats further. The
emergency generator room air dampers will open automatically
as soon as the engine starts.
c) Open the air reservoir outlet valve.
d) Fully screw up the red screw on the fuel pump in the clockwise
direction, which is situated on the inboard side of the engine.
This blocks the manual signal and allows the engine to start.
e) Press downwards on the air start solenoid pushbutton using the
pin provided, situated on the outboard side of the engine.

i) Allow the engine to idle for 5 minutes before stopping to allow The engine should start and can be loaded, unloaded and stopped as required.
the cooling water and lubricating oil to carry away heat from The unit cannot be stopped unless the fuel pump knob is screwed counter-
the combustion chambers, bearings, shafts etc. It is particularly clockwise (see e) above) first. Return the engine to the automatic start
important for the turbocharger where a sudden stop can lead to condition by turning the local switches to the AUTO and NORMAL positions.
a large rise, which could damage the bearings and seals. Ensure the emergency switchboard is indicating that the engine is ready to start
and on auto-standby.
j) Stop the engine by pressing the red STOP pushbutton on the
local control panel. Ensure the air bottle is recharged, using the emergency air compressor, in
preparation for the next air assisted start. Before starting the emergency air
k) When the engine has stopped, check that the heaters switch on. compressor, open the engine exhaust drain valve to check if there is any water
Turn the start switch to the AUTO operation, the cooling water present and close before starting the compressor.
and LO trip switch to the NORMAL position and the emergency
switchboard turn the mode switch to the AUTO position.
Alarms and Trips
The emergency diesel generator is now ready for starting and it will start Item Alarm Set Trip Set
automatically and supply power should there be an interruption of power from Point Point
the main electrical supply.
Cooling water temperature 102°C 106°C
LO low pressure 1.24 bar 0.83 bar
LO high temperature 117°C
Engine overspeed 2070 rpm
High exhaust gas temperature 590°C
Low coolant pressure 0.69 bar

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.11.3 - Page 4 of 4
2.12 Electrical Power Distribution Illustrations

2.12.1 Electrical Equipment 2.12.1a Main Electrical Network

2.12.2 Main Switchboard and Generator Operation 2.12.1b Interlock System

2.12.3 Emergency Switchboard and Generator Operation 2.12.1c Main Busbar Earthing Key Interlocks

2.13.4 Electrical Distribution 2.12.2a 6.6 kV Main and Cargo Busbar Configuration
Permutations
2.12.5 Shore Power
2.12.4a Main 440 V Distribution
2.12.6 Main Alternators
2.12.4b Main 440 V Switchboard: Group Starters
2.12.7 Emergency Alternator
2.12.4c Main 220 V Distribution
2.12.8 Preferential Tripping and Sequential Restarting
2.12.4d Cargo 6,600 V and 440 V Distribution
2.12.9 24 Volt Battery System
and Uninterruptible Power Supply 2.12.4e Emergency 440 V and 220 V Distribution

2.12.10 Cathodic Protection System 2.12.6a Main Alternators

2.12.7a Emergency Alternator

2.12.8a Preferential Tripping

2.12.8b Sequential Restart List

2.12.9a Emergency Battery Charging and 24 V Distribution

2.12.9b Uninterruptible Power Supply Distribution

2.12.10a Cathodic Protection System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.1a Main Electrical Network No.2 Turbine
TG
No.1 Turbine
Generator TG Generator
3450 kW DG 3450 kW

Diesel
No.2 6.6 kV SWITCHBOARD Generator No.1 6.6 kV SWITCHBOARD
(Starboard) 3450 kW (Port)

E.S

E.S

E.S

E.S
VCB

VCB
VCB

VCB

VCB
Auto- Auto-
E.S

E.S
Transformer Transformer
E.S

E.S

E.S

E.S

E.S

E.S

E.S
E.S

E.S
Star Point Star Point

No.2 6.6 kV CARGO No.1 6.6 kV CARGO

Auto-
SWITCHBOARD SWITCHBOARD Auto-
Trans- Trans-

E.S

E.S
former former
Bow No.3 Water No.2 No.1
Thruster Ballast Spray Ballast Ballast
2500 kW Pump Pump Pump Pump
330 kW 630 kW 330 kW 330 kW
VCB

VCB

VCB

VCB

VCB

VCB

VCB

VCB

VCB

VCB
E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
No.3 No.1 No.3 No.1
No.2 No.4 Cargo Tank No.2 Cargo Tank No.2 No.1 No.1 No.4 Cargo Tank No.2 Cargo Tank
High Duty Cargo Tank No.2 Cargo Tank No.2 Cargo Transformer Cargo Transformer High Duty Cargo Tank No.1 Cargo Tank No.1
No.2 HV Compressor No.2 Cargo Pump No.2 Cargo Pump 1000 kVA 1000 kVA Compressor No.1 Cargo Pump No.1 Cargo Pump No.1 HV
Main Transformer Cargo Pump Cargo Pump AC 6600/450 V AC 6600/450 V Cargo Pump Cargo Pump Main Transformer
2400 kVA 2400 kVA
AC 6600/450 V No.2 440 V CARGO No.1 440 V CARGO AC 6600/450 V
SWITCHBOARD SWITCHBOARD

M
2CPT-001 1CPT-001

M
Cargo Consumers Cargo Consumers Cargo Consumers Cargo Consumers

EMERGENCY 440 V
M

M
M

M
1L-101-2 2P-001 SWITCHBOARD 1P-001 1L-101-1
2PT-001 1PT-002-022P-001 220 V SECTION 1P-001 1PT-002-01 1PT-001
220 V SECTION 220 V SECTION
EP-001 EP-002
-001 -001
EG-001 EP SC-001 EP EP
No.2 440 V -004 -002 -001
No.1 440 V
2P-002 2P-002-01 Mechanical 1P-002-01 1P-002
M

M
SWITCHBOARD Interlock SWITCHBOARD
No.1 Emergency
Transformer
100 kVA AC 440/225 V
440 V 220 V Emergency 440 V 220 V 440 V
Consumers Consumers Diesel Emergency Battery Charge Shore Power 220 V Consumers Consumers
Generator
EG and Connection
Consumers Emergency
No.2 LV Transformer 850 kW Discharge Board Box 1 400 A Consumers No.1 LV Transformer
300 kVA 440/225 V 300 kVA 440/225 V
Normal Supply
From No.2
No.2 Emergency Transformer
440 V Switchboard
100 kVA AC 440/235 V

SF6 circuit breaker Vacuum contact

DG Generator 6600 V with earthing switch VCB

3Ø Moulded case circuit breaker

E.S

Key Motor driven

Vacuum contact air circuit breaker
Transformer 440/220/110 V VCB with earthing switch M
E.S

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.1 - Page 1 of 10

2.12 Electrical power distribution
2.12.1 Electrical Equipment
Generating Plant
The electrical power generating plant consists of the following:
Main Steam Turbine Generators Port and Starboard
Rating: 6600 V AC, 3 phase, 60 Hz, 3450 kW, 377.3 A
Main Diesel Generator
No. of sets: 1
Rating: 6600 V AC, 3 phase, 60 Hz, 3450 kW, 377.3 A
Emergency Diesel Generator
No. of sets: 1
Rating: 440 V AC, 3 phase, 60 Hz, 850 kW, 1364 A, 1062
kVA
Only one steam turbine generator is used during normal sea going conditions
and when in port, idling. Two generators are required when manoeuvring with
the bow thruster on, only one when manoeuvring with the bow thruster off.
Two generators are required when loading or unloading cargo.
Power Distribution System
From illustration 2.12.1a, it can be seen that the main network consists of
two main 6.6 kV switchboards, two main 440 V switchboards, the 440 V
emergency switchboard, two cargo 6.6 kV switchboards and two cargo 440 V
switchboards. The normal operating condition of the network is as follows:
• No.1 and No.2 main 6.6 kV switchboards will be linked, i.e., the
bus-tie breakers will be closed effectively forming one 6.6 kV
switchboard. One or both of the turbine generators and/or the
diesel generator can feed the network.
• No.1 and No.2 main 440 V switchboards are fed via No.1
and No.2 High Voltage (HV) 6600/450 V transformers
respectively.
• The SF6 circuit breakers between the main 6.6 kV and the
cargo 6.6 kV switchboard will be closed to feed the cargo
consumers via the 6.6 kV cargo switchboards. The 440 V cargo
switchboards will be fed via the 6600/450 V No.1 and No.2
cargo transformers.
Issue: Final Draft - October 2007
Methane Nile Eagle
Control of the high voltage side safety interlocks is carried out by the PMS. The
four 6600/440 V transformers have manually operated safety key interlocks on
their secondary (440 V) side air circuit breakers (ACB).
Interlocking prevents an undesirable closed loop in the main network, i.e.
interlocking allows only one 6600/440 V main transformer to feed the main
440 V network at any one time.
The tie lines provide both redundancy and supply continuity in the event of
any system failures.
Main Switchboards
The No.1 and No.2 6.6 kV main switchboards are of the Unisafe/Unimotor
air insulated type and the electrical characteristics of the switchboards are as
follows:
Maker: ABB Sace
Rated voltage: 12 kV
Service voltage: 6.6 kV
Rated frequency: 60 Hz
Rated insulation level
withstand voltage for 1 minute at 60Hz: 28 kV rms
Impulse withstand voltage
(1.2/50 micro-second wave): 75 kV peak
3 second withstand current: 25 kA rms
Peak withstand current: 62.5 kA peak
Internal arc withstand current 1 second: 25 kA rms
Busbar rated current: 950 A
Auxiliary voltages
Spring loading: 230 V AC
Heating: 230 V AC
Protective relays and control: 110 V DC
Protection degree, outer cover: IP 32
Protection degree, inner partitions: IPH20
Ambient temperature: -5 to +50°C
The Sace Unisafe metal clad switchboard cubicles house withdrawal type
SF6 circuit breakers of the HD4 type. Each cubicle is divided into various
compartments for power equipment (circuit breaker, busbar and feeder) and
for auxiliaries (instrumentation).
The Sace Unimotor metal clad switchboard cubicles each contain three vacuum
contactor compartments with their own separate control compartment.
IMO Number: 9321770
Machinery Operating Manual
The No.1 main 6.6 kV switchboard consists of 9 sections:
• Section 1, the transfer breaker to 6.6 kV switchboard No.2
panel (Unisafe panel)
• Section 2, the bus bar measuring panel
• Section 3, the diesel generator incomer panel (Unisafe
panel)
• Section 4, the No.1 turbine generator incomer panel
(Unisafe panel)
• Section 5, the No.1 6.6 kV cargo switchboard feeder panel
Unisafe panel)
• Section 6, the No.1 6600/440 V transformer supply panel
(Unisafe panel)
• Section 7, the adaptor panel
• Section 8, the No.1 and No.2 ballast pumps’ supply panel
(Unimotor panel)
• Section 9, the water spray pump and auto transformer panel
(Unimotor panel)
The No.2 main 6.6 kV switchboard consists of 9 sections:
• Section 1, the transfer breaker to 6.6 kV switchboard No.1
panel (Unisafe panel)
• Section 2, the busbar measuring panel
• Section 3, the diesel generator incomer panel (Unisafe
panel)
• Section 4, the No.2 turbine generator incomer panel
(Unisafe panel)
• Section 5, the No.2 6.6 kV cargo switchboard feeder panel
(Unisafe panel)
• Section 6, the No.2 6600/440 V transformer supply panel
(Unisafe panel)
• Section 7, the adaptor panel
• Section 8, the No.3 ballast pump supply panel (Unimotor
panel)
• Section 9, the bow thruster supply panel (Unimotor panel)
The main 6.6 kV turbine generator panels are equipped with an ammeter,
voltmeter, wattmeter and power factor meter. The generator panels also have
an operation and display unit for the REM545 generator control unit fitted.
This display unit is the operator interface and display for the generator and
PMS.
Section 2.12.1 - Page 2 of 10
 Methane Nile Eagle Machinery Operating Manual
The No.1 main 440 V switchboard consists of the following panels: The Integrated Automation System (IAS) is fed from its own dedicated No.1 and No.2 Main Low Voltage Transformers
Uninterruptible Power Supply (UPS) which are in turn fed from the main The 440 V at the main 440 V switchboards is transformed down to 230 V via
• Panel 1A, the No.1 bus tie panel
and emergency networks. A 24 V battery charging switchboard, located in the two main LV transformers to feed the 220 V section of No.1 and No.2 main
• Panel 1B 6600/440 V transformer incomer panel electrical equipment room, supplies essential low voltage services. LV switchboards. They are located in their respective main switchboard room
• Panel 1C and1D, the 440 V feeder panels off the ECR.
Each supply system, i.e., 6.6 kV, 440 V, 220 V, 24 V mains or emergency,
• The No.1 group starter panel is provided with a device for continuously monitoring the insulation level to Maker: KOC Electric Co. Ltd.
• Panel 1E, the 220 V feeder panel earth, raising an audible and visual indication of an abnormally low insulation Model: TPO-3300N
level.
Capacity: 300 kVA, 3 ph
The No.2 main 440 V switchboard consists of the following panels:
No. of sets: 4 (2 spare)
• Panel 2A, the No.2 bus tie panel No.1 and No.2 Main High Voltage Transformers
Primary voltage: 440 V
• Panel 2B 6600/440 V transformer incomer panel The 6600 V at the 6.6 kV main switchboards is transformed down to 440 V Secondary voltage: 225 V
via two main HV transformers to feed the No.1 and No.2 440 V switchboards.
• Panel 2C and2D, the 440 V feeder panels Frequency: 60 Hz
No.1 transformer is located in the No.1 HV switchboard room on the engine
• The No.2 group starter panel room 2nd deck. No.2 transformer is located in the No.2 HV switchboard room Insulation class: B
on the engine room 2nd deck. Cooling: Air cooled
• Panel 2E, the 220 V feeder panel
Protection level: IP23
Maker: KOC Electric Co. Ltd.
The emergency switchboard consists of 6 panels:
Model: TPO-32400N
• Panel A, the shore connection panel No.1 and No.2 440/220 Volt Emergency Transformers
Capacity: 2,400 kVA, 3 ph
• Panel B, the emergency generator incomer panel No. of sets: 2 The 440 V at the emergency switchboard is transformed down to 230 V by one
• Panels C, D, E. the 440 V feeder panels of two emergency transformers to feed the 220 V section of the emergency
Primary voltage: 6600 V
switchboard. The emergency transformers are located in the emergency
• The emergency group starter panel Secondary voltage: 450 V generator room on the port side of B deck.
• Panel F, the 220 V feeder panel Frequency: 60 Hz
Insulation class: H Maker: KOC Electric Co. Ltd.
No.1 or No.2 main 440 V switchboards feed the emergency switchboard via Cooling: Air cooled natural (AN) Model: TPO-390N
motor driven air circuit breakers (ACB). The emergency switchboard room is Protection level: IP23 Capacity: 100 kVA, 3 ph
located on B deck. The main 440 V switchboards have 220 V sections which No. of sets: 2
are fed from the 440 V switchboard via two 300 kVA transformers. The PMS
controls the load sharing of the turbine generators and the starting, connecting No.1 and No.2 High Voltage Cargo Transformers Primary voltage: 440 V
and load sharing of the diesel generator. In the event of a blackout both the Secondary voltage: 225 V
The 6600 V at the 6.6 kV cargo switchboards is transformed down to 440
diesel generator and the emergency generators will start automatically and feed Frequency: 60 Hz
V via two HV cargo transformers to feed the No.1 and No.2 440 V cargo
their respective switchboards. Insulation class: B
switchboards. The transformers are located in the repective cargo switchboard
rooms on upper deck. Cooling: Air cooled natural (AN)
Group starter and distribution boards are provided in suitable positions to
supply the various power, heating, lighting, communication and navigation Protection level: IP23
Maker: KOC Electric Co. Ltd.
equipment throughout the vessel. Each 440 V or 220 V distribution circuit
is protected against overcurrent and short circuit current by a moulded case Model: TPO-31400N
circuit breaker. These are fitted on the switchboard or panel board with inverse Capacity: 1,000 kVA, 3 ph
time overcurrent and instantaneous short circuit trip units enclosed within the No. of sets: 2
casing. Primary voltage: 6600 V
Secondary voltage: 450 V
The three steering gear motors are each fed from an independent circuit; two
motors are fed from the main 440 V switchboards, No.1 steering gear from Frequency: 60 Hz
No.1 440 V switchboard and No.3 steering gear from No.2 440 V switchboard. Insulation class: H
The No.2 steering gear is fed from the emergency 440 V switchboard. Cooling: Air cooled natural (AN)
Protection level: IP23

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.1 - Page 3 of 10
 Methane Nile Eagle Machinery Operating Manual
Forward 440/230 Volt Transformer Galley and Laundry 220/220 Volt Isolating Transformer 440/440 Volt Transformer for Engine Room Portable Appliances
The 440 V at the focsle distribution board 1PD is transformed down to 230 V No.1 main 220 V feeder panel feeds the 220 V galley and laundry distribution The 440 V distribution board 3PD feeds the 440/440 V isolation transformer
to feed the 230 V focsle distribution board L12. The forward transformer is board 13LD via a 220/220 V isolation transformer. The galley and laundry which supplies the 440 V portable appliance distribution board 5PD. The
located in the bosun’s store. transformer is located on the port side of the engine room 2nd deck. transformer is located forward on the starboard side of the engine room 3rd
deck
Maker: KOC Electric Co. Ltd. Maker: KOC Electric Co. Ltd.
Model: TPO-330N Model: TPO-340N Maker: KOC Electric Co. Ltd.
Capacity: 30 kVA, 3 ph Capacity: 40 kVA, 3 ph Model: TPO-310N
No. of sets: 1 No. of sets: 1 Capacity: 10 kVA, 1 ph
Primary voltage: 440 V Primary voltage: 220 V No. of sets: 1
Secondary voltage: 220 V Secondary voltage: 220 V Primary voltage: 440 V
Frequency: 60 Hz Frequency: 60 Hz Secondary voltage: 440 V
Insulation class: B Insulation class: B Frequency: 60 Hz
Cooling: Air cooled natural (AN) Cooling: Air cooled natural (AN) Insulation class: B
Protection level: IP23 Protection level: IP23 Cooling: Air cooled natural (AN)
Protection level: IP23
Galley and Laundry 440/440 Volt Isolating Transformer 440/110 Volt Transformer for Engine Room Portable Appliances
The No.2 main 440 V switchboard feeds the 440 V galley and laundry power The 440 V distribution board 3PD feeds the 440/110 V transformer which
distribution board via a 440/440 V isolation transformer. The galley and laundry supplies the 110 V portable appliance distribution board 6PD. The transformer 220/220 Volt Transformer for Toilet Floor Heating
transformer is located on the starboard side of the engine room 2nd deck. is located forward on the starboard side of the engine room 3rd deck The No.1 main 220 V feeder panel feeds the 220/220 V isolation transformer
which supplies the 220 V toilet floor heater distribution board 21LD. The
Maker: KOC Electric Co. Ltd. Maker: KOC Electric Co. Ltd. transformer is located in the B deck electrical trunking area.
Model: TPO-3150N Model: TPO-210N
Capacity: 150 kVA, 3 ph Capacity: 10 kVA, 1 ph Maker: KOC Electric Co. Ltd.
No. of sets: 1 No. of sets: 1 Model: TPO-312N
Primary voltage: 440 V Primary voltage: 440 V Capacity: 12 kVA, 3 ph
Secondary voltage: 440 V Secondary voltage: 110 V No. of sets: 1
Frequency: 60 Hz Frequency: 60 Hz Primary voltage: 220 V
Insulation class: B Insulation class: B Secondary voltage: 220 V
Cooling: Air cooled natural (AN) Cooling: Air cooled natural (AN) Frequency: 60 Hz
Protection level: IP23 Protection level: IP23 Insulation class: B
Cooling: Air cooled natural (AN)
Protection level: IP23

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.1 - Page 4 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.1b Interlock System
No.2 Turbine Diesel Generator 3450 kW No.1 Turbine
Generator TG TG Generator Interlock For Diesel Generator Panels
3450 kW 3450 kW
DG
DG1 and DG2 Breakers are mutually interlocked to prevent closing of both breakers. Only one
can be closed at any time.
No.2 6.6 kV SWITCHBOARD No.1 6.6 kV SWITCHBOARD
(Starboard) (Port) Interlock for No.1 and No.2 6.6kV Main Switchboard
TG2 DG2 DG1 TG1
BT1 and BT2 breakers are normally closed.
E.S

E.S

E.S

E.S
Interlock for No.1 6.6kV Main Switchboard and No.1 6.6kV Cargo Switchboard
TRM2 BT-MC2 BT2 BT1 BT-MC1 TRM1 BT-MC1 and BT-CM1 brerakers are normally closed.
E.S

E.S

E.S

E.S

E.S
BT-MC1 and BT-CM1 breakers are closed from No.1 6.6kV MSB.
E.S

If one transfer breaker is open, another breaker will open automatically.

Interlock for No.2 6.6kV Main Switchboard and No.2 6.6kV Cargo Switchboard
BT-CM2 BT-CM1 BT-MC2 and BT-CM2 brerakers are normally closed.
BT-MC2 and BT-CM2 breakers are closed from No.2 6.6kV MSB.

E.S
E.S

If one transfer breaker is open, another breaker will open automatically.

No.1 6.6 kV CARGO
No.2 6.6 kV CARGO SWITCHBOARD Interlock for No.1 and No.2 6.6kV Cargo Switchboard
SWITCHBOARD
TRC2 BTC2 BTC1 TRC1
BT-C1 and BT-C2 breakers are normally open.
E.S

E.S

E.S

E.S
No.2 440 V CARGO No.1 440 V CARGO
BT-C1 and BT-C2 breakers are closed from No.1 6.6kV CSB.
If one transfer breaker is open, another breaker will open automatically.
Interlock BetweenTransfer Circuits
Only two out of the following three transfer circuits can be closed at the same time:
No.1 6.6kV MSB (BT-MC1) and No.1 6.6kV CSB (BT-CM1)
TC1 No.2 6.6kV MSB (BT-MC2) and No.2 6.6kV CSB (BT-CM2)

M
TC2
M

SWITCHBOARD SWITCHBOARD No.1 6.6kV CSB (BT-C1) and No.2 6.6kV CSB (BT-C2)
Interlock for No.1 and No.2 440V Main Switchboards
TM1, TM2, BT-LM1 and BT-LM2 ACBs are mutuallu interlocked so that only three of them can be
closed by key.
TM1 (or TM2) ACB can be closed only when TRM1 (or TRM2) CB has closed. If TRM1 (or TRM2)
No.1 440 V CB is tripped, TM1 (orTM2) ACB will be tripped automatically.
TM2 BT-LM2 SWITCHBOARD BT-LM1 TM1
M

M
220 V SECTION 220 V SECTION
Interlock for No.1 and No.2 440V Cargo Switchboards
TC1 (or TC2) ACB can be closed only when TRC1 (or TRC2) VCB has been closed. If TRC1
(or TRC2) VCB is tripped, TC1 (or TC2) ACB will be tripped automatically too.
TRL2 TL2 BT-LL2 BT-LL1 TL1 TRL1

M
M

No.2 440 V
SWITCHBOARD BT-LE2 BT-LE1 Interlock for Emergency Switchboard
BT-EL1, BT-EL2, EG and SC ACBs are mutually interlocked so that only one of them can be
closed. This interlock will be released when feedback operation to No.1/No.2 440V MSB is
occurring.
BT-EL1 and BT-EL2 ACBs are mutually interlocked so that only one ACB can be closed.
EMERGENCY 440 V Interlock for Feedback Operation
BT-EL2 BT-EL1
M

SWITCHBOARD
During feedback operation to No.1/No.2 440V MSB, TM1 and TM2 ACBs cannot be closed.
Interlock for No.1 and No.2 Feeder Panel
EG SC TL1, TL2, BT-LL1 and BT-LL2 MCCBs are mutually interlocked so that only three of them can be
M

closed by key.

Emergency
Diesel Shore Power
Generator EG Connection
850 kW Box

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.1 - Page 5 of 10
 Methane Nile Eagle Machinery Operating Manual
Bow Thruster Auto-Transformer Large Motor Starters Preference Tripping
The bow thruster auto-transformer is fed from the No.2 6.6 kV main Non-essential loads are interrupted automatically in the case of an overcurrent
The following 6.6 kV motors, No.1, No.2 and No.3 ballast pumps as well as the
switchboard. The auto transformer is located in the No.2 LV main switchboard on any one of the main generators. This provides continuity of supply to the
No.1 and No.2 high duty compressors and the eight cargo pumps are controlled
room. essential consumers. See section 2.12.8 for further information.
using direct-on-line starters which utilise vacuum contactors in the main and
cargo 6.6 kV switchboards to start and stop the motors. The water spray
Maker: ABB
pump and bow thruster have their own auto transformer starting arrangements Interlocks Overview
Model: DTA 2500/7.2 utilising vacuum contactors. The starters are fitted with an earthing device
Type: Dry insulated auto transformer which will earth the outgoing circuit (and hence the motor itself) when work is The diesel generator can be connected to both the No.1 6.6 kV main
Rated power: 800 kVA done at the specific motor/thruster/compressor, etc. switchboard and the No.2 6.6 kV main switchboard. Interlocks are arranged in
such a way as to ensure that it is not possible to connect to both switchboards
No. of sets: 1
at the same time.
Primary voltage: 6600 V Note: The bow thruster breaker will be automatically blocked and prevented
Tappings: 60, 65 and 70% from closing for 10 minutes after 1 start.
The water spray pump breaker will be automatically blocked and prevented The transfer feeder breakers are interlocked in such a way as to prevent network
Frequency: 60 Hz configurations that are not allowed (see illustration 2.12.2a). In general it is not
from closing for 30 minutes after 2 consecutive starts within 15 minutes.
Insulation class: F The HD compressors breaker will be automatically blocked and prevented allowed to have more than three out of four pairs of transfer feeder breakers
Cooling: Air cooled natural (AN) from closing for 90 minutes after 2 consecutive starts within 45 minutes. closed simultaneously.
Protection level: IP23 The ballast pumps breaker will be automatically blocked and prevented from
closing for 30 minutes after 3 consecutive starts within 10 minutes. In addition, interlocks are arranged between the individual pairs of transfer
The cargo pumps breaker will be automatically blocked and prevented from feeder circuit breakers. These interlocks are arranged so that it is not possible
Spray Pump Auto-Transformer closing for 60 minutes after 3 consecutive starts within 20 minutes. to close one circuit breaker if the other circuit breaker in the same pair is
interlocked. Each pair of transfer feeders will operate simultaneously, i.e. when
The spray pump auto-transformer is fed from the No.1 6.6 kV main switchboard. one of the transfer feeders in a pair is given a close or open signal, the other
The auto transformer is located in No.1 LV main switchboard room. Standard Motors transfer feeder of the same pair will be automatically closed or opened.
The 440 V motors are generally of the squirrel cage induction type with
Maker: ABB a standard frame designed for AC 440 V three phase 60 Hz supply. The It is not possible to start the bow thruster unless two generators are running in
exceptions are the motors for domestic service and small capacity motors of parallel.
Model: DTA 630/7.2
0.4 kW or less. Where continuously rated motors are used, the overload setting
Type: Dry insulated auto transformer
ensures the motor trips at 110% of its full load current. The motors in the Vessel Interlock Detail
Rated power: 270 kVA engine room are of the totally enclosed fan cooled type.
No. of sets: 1 Please refer to illustration 2.12.1b in conjunction with the following details:
Primary voltage: 6600 V 440 Volt Starters
Tappings: 70, 75 and 80% • Interlock for diesel generator panels.
The starters are generally arranged in group control panels. Motor starters
Frequency: 60 Hz are arranged in group starter panels located throughout the vessel. Duplicated No.1 6.6kV MSB and No.2 6.6kV MSB breakers are mutually
Insulation class: F equipment starters are split between different switchboards supplied from interlocked to prevent closing of both breakers. Only one can be
separate port or starboard sides of the main switchboard. Interlocked door closed at any time.
Cooling: Air cooled natural (AN)
Protection level: IP23 isolators are provided for all starters. For group starter boards, this switch is • Interlock for No.1 and No.2 6.6 kV main switchboard.
the moulded case circuit breaker which functions as both disconnecting means
BT1 and BT2 breakers are normally closed.
and overcurrent protection of the motor circuit.
• Interlock for No.1 6.6 kV main switchboard and No.1 6.6 kV
cargo switchboard.
Sequential Restarting
BT-MC1 and BT-CM1 breakers are normally closed. BT-
Essential service motors, which were in service before a blackout, are started
MC1 and BT-CM1 breakers are closed from No.1 6.6kV main
automatically on recovery of the main bus voltage. They will start according
switchboard. If one transfer breaker is open, the other breaker
to the predetermined restarting sequence. Motors that were selected for duty
will open automatically.
before the blackout are automatically returned to duty after the blackout.
Similarly, motors selected for standby are automatically returned to standby. • Interlock for No.2 6.6 kV main switchboard and No.2 6.6 kV
See section 2.12.8 for further information. cargo switchboard.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.1 - Page 6 of 10

BT-MC2 and BT-CM2 breakers are normally closed. BT-MC2
and BT-CM2 breakers are closed from No.2 6.6 kV main
switchboard. If one transfer breaker is open, the other breaker
will open automatically.
• Interlock for No.1 and No.2 6.6 kV cargo switchboards.
BTC1 and BTC2 breakers are normally open. BTC1 and BTC2
breakers are closed from No.1 6.6 kV cargo switchboard.
If one transfer breaker is open, the other breaker will open
automatically.
• Interlock between transfer circuits.
Only two out of the following three transfer circuits can be
closed at the same time (the fourth transfer circuit, BT1 and
BT2 is normally closed):
• BT-MC1 and BT-CM1
• BT-MC2 and BT-CM2
• BTC1 and BTC2
• Interlock for No.1 and No.2 440V main switchboard:
TM1, TM2, BT-LM1 and BT-LM2 air circuit breakers (ACB)
are mutually interlocked so that only three of them can be
closed by key.
TM1 (or TM2) ACB can be closed only when TRM1 (or TRM2)
breaker has closed.
If TRM1 (or TRM2) breaker is tripped, TM1 (or TM2) will be
tripped automatically.
• Interlock for No.1 and No.2 440 V cargo switchboard:
TC1 (or TC2) breaker can be closed only when TRC1 (or
TRC2) breaker has been closed.
If TRC1 (or TRC2) breaker is tripped, TC1 (or TC2) breaker
will bve tripped automatically.
• Interlock for emergency switchboard:
BT-EL1, BT-EL2, EG and SC breakers are mutually interlocked
so that only one of them can be closed. This interlock is released
when feedback to No.1/2 440 V main switchboard is operated.
BT-EL1 and BT-EL2 breakers are mutually interlocked so that
only one breaker can be closed.
• Interlock for backfeeding operation:
During feedback operation to No.1/2 440 V main switchboard,
TM1 and TM2 breakers cannot be closed.
• Interlock for No.1 and No.2 220 V feeder panels:
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
TL1, TL2, BT-LL1 and BT-LL2 moulded case circuit breakers The PMS can start and stop the main diesel generator to provide extra
(MCCB) are mutually interlocked so that only three of them can generating capacity as required. The steam turbine generators cannot be started
be closed by key. and stopped automatically due to the nature of their local starting and stopping
procedures.
Power Management System (PMS) The PMS performs the following main control functions:
Maker: Kongsberg Norcontrol • Generator control and monitoring
• Load dependent start
The main generators are each fitted with an ABB multi-function protection
• Blackout restart
relay type REM545.
• Load sharing / net frequency control
These modules are independent of each other and have their own settings. • Start blocking of heavy consumers
Utilising an RS-485 connection, they are interfaced with the IAS power
management system via a SPA or LON communications bus. Data from the The generator PMS has the following specific facilities:
REM545 units is displayed on the relevant IAS generator screen mimic.
• Short circuit, overcurrent, overload and reverse power tripping
The REM545 on the generator panels each have the following functions: protection for the generators and network via operation of the
circuit breaker, circuit breaker undervoltage trip or network
• LCD display with presentation of breaker status (open/closed), preferential trips.
breaker position (inserted/withdrawn), earth switch status
(open/closed) and status/fault indication LEDs • Power, voltage, frequency and current measurement (local and
remote) of the generators and main bus/network.
• Short circuit protection
• Earth monitoring.
• Overcurrent protection
• Control of the number of running generators in accordance with
• Earth fault alarm the ship’s power demand.
• Reverse power protection • Automatic blackout restart and connection of generators.
• Excitation fault protection • Adjustment and storage of operational values, settings and
• Differential protection alarms via panel display and keypads.
• Overvoltage • The blocking of large motors until the number of running
generators is sufficient to supply the motor start current and
• Undervoltage
ship’s power demand. In this case, the standby diesel generator
• Lamp test function is started and synchronised automatically and shut down once
the low demand is re-established.
• Current converter, 4-20 mA output signal, with galvanic
isolation • Automatic frequency control ensures the supply frequency
• Active load converter, 4-20 mA output signal, with galvanic remains at 60 Hz independent of load.
isolation
The REM545 unit is normally left in the automatic mode. The unit must be in
• Frequency converter, 4-20 mA output signal, with galvanic the automatic mode to enable all the automatic starting and stopping facilities
isolation for power management. The generator circuit breaker and synchronising
controls must also be set to automatic at the generator control switch on the
• Voltage converter, 4-20 mA output signal, with galvanic
isolation generator panel of the respective generator’s main switchboard.
This system has various functions to ensure the continuous supply of the
ship’s electrical systems. The system automatically controls the generators for
efficient operation.
IMO Number: 9321770 Section 2.12.1 - Page 7 of 10

The REMs can be manually operated as follows:
a) Press the L/R pushbutton.
b) A password is requested. Enter the password then press
ENTER.
c) Press the L/R pushbutton again.
d) Indicator light changes to L.
e) Press the ‘circular arrow’ pushbutton until the 1/0 STOP/START
box is highlighted.
f) Press 1 to start or press 0 to stop.
g) Press the ‘circular arrow’ pushbutton to highlight the R reset
icon.
h) Press 1 to reset if the interlock trips.
i) Press the L/R pushbutton until the REMOTE light is
displayed.
The main 6.6 kV switchboards and cargo 6.6 kV switchboards’ circuit breakers
and vacuum contactors each have an ABB REF543 or REM545 multi-
function protection relay fitted for breaker operation, local/remote control and
protection. The units provide the following facilities:
• LCD display showing breaker status (open/closed), breaker
position (inserted/withdrawn), earth switch status (open/
closed)
• Local/IAS control selection
• Fault/status indication LEDs and ammeter
• Breaker operation (only for transfer feeders from the main 6.6
kV switchboards to the 6.6 kV cargo switchboards and between
the cargo switchboards)
• Undervoltage/short circuit/overcurrent protection
• Earth fault alarm/trip
• Lamp test function
• Measuring (voltage/frequency)
The 6.6 kV starter panels for motors (pump/compressor starters) are each fitted
with protection relays specifically configured for motor protection. These units
provide some of the above facilities plus:
• Motor start and stop button
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
• Control of starting sequence High Voltage
• Undercurrent High voltage circuits are potentially more dangerous than low or medium
voltage circuits. This is not only due to the increased voltage, but also the
• Unbalance
explosion risk and because, under certain circumstances, high voltage circuits
• Thermal protection can retain a lethal charge even when switched off. In addition, dangerous
potentials exist some distance from the actual live high voltage conductors, the
• Locked rotor
distance being determined by the conductor voltage and the dielectric strength
of the insulating materials (including air) surrounding the conductor.
The facilities fitted and/or programmed for each unit will vary according to the
exact function of the protection relay.
It is therefore essential that all persons who may be required to work on, or
operate high voltage apparatus are fully aware of the hazards and how to avoid
Electrical Safety the associated danger. Personnel carrying out high voltage isolation, earthing,
maintenance and inspection should have attended the company’s high voltage
Before carrying out maintenance on any electrical systems the following
conditions are to be complied with: safety training course.
a) The senior on-watch engineer should be informed of any High voltage apparatus is classified as any apparatus, equipment and conductors
which are normally operated at a voltage exceeding 1000 volts.
maintenance on any electrical equipment within the machinery
spaces.
A permit to work should be issued by the Chief Engineer Officer to the
authorised person in charge of work to be carried out on the earthed high
b) Approach to the maintenance should be fully discussed at the
work planning discussion. voltage apparatus, detailing exactly what apparatus is dead, isolated from
all live conductors, discharged, connected to earth and on which it is safe to
work. A key interlocking system is provided for 6.6 kV parts, where access to
c) Work on electrical systems should be carried out only by
suitably trained personnel. live electrical parts can be reached without using tools. All other parts such as
generators, motors or the ring main components are closed and can be opened
only by skilled personnel using tools.
d) The breaker for the apparatus under maintenance should be
opened.
The key interlocking system allows for safe access to high voltage equipment
e) Fuses should be removed. for maintenance and repair. It ensures that the access to high voltage parts
is prohibited in all cases, where the correct switch off/down and earthing
f) The opened breaker should be locked and the key kept in the procedure of the main breaker is not performed completely or in the wrong
possession of the person carrying out the maintenance. order. A specific step by step procedure is required to gain access to the keys
for the converter cubicles and filter rooms.
g) When working in cubicles such as starter boxes, insulated
shields indicate live components and should not be tampered Permit to Work
with. Work in this area will require isolating at a more primary
level. If maintenance or inspection is required to be carried out on any high voltage
equipment, a permit to work certificate must be obtained and completed. The
permit to work certificate is to be signed by the Chief Engineer Officer.
h) A caution notice (Caution Men Working) should be attached to
the breaker isolating the circuit under maintenance.
‘Caution’ and ‘Danger Live’ notices are to be displayed at all points where the
work is being carried out and near parts that are live or may be made live. Prior
i) The circuit should be tested to check that it is dead and that no
auxiliary supply is present. to any work being carried out, the item of equipment or circuit is to be isolated
from all sources of possible supply, earthed and tested to ensure that the circuit
j) All officers and technical staff should be competent in the or equipment is ‘dead’.
treatment of electric shock.
Cancellation of the permit to work certificate must be signed by the person
actually carrying out the work and the Chief Engineer Officer.
IMO Number: 9321770 Section 2.12.1 - Page 8 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.1c Main Busbar Earthing Key Interlocks
No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard
No.1 6.6 kV Main Switchboard Busbar Earthing Procedure No.2 6.6 kV Main Switchboard Busbar Earthing Procedure

Unit 4 Unit 3 1) Open and withdraw circuit breakers of units 3, 4, 5, 6 and 1 Unit 3 Unit 4 1) Open and withdraw circuit breakers of units 11, 10, 9, 8 and 7
No.1 Turbine Diesel Diesel No.2 Turbine
BED Generator BED 2) Keys K3 K4, K5, K6 and K2 are freed. BED BED 2) Keys K11, K10, K9, K8 and K7 are freed.
Generator Generator Generator
TG DG 3) The freed keys are inserted and turned in the distribution TG DG 3) The freed keys are inserted and turned in the distribution
key box. The keys are inserted in order from the bottom up. key box. The keys are inserted in order from the bottom up.

4) Key K1 becomes free. 4) Key K12 becomes free.

K4 K3 K9 K10
5) Key K1 is inserted and turned in the lock on the measuring 5) Key K12 is inserted and turned in the lock on the measuring
panel (unit 7) and the busbar earthing switch can be closed. panel (unit 2) and the busbar earthing switch can be closed.
Unit 3 Unit 4

K6 K5 K1 K2 K11 K12 K8 K7

Unit 6 Unit 5 Unit 2 Unit 1 Unit 1 Unit 2 Unit 5 Unit 6

BED BED BED BED BED BED

Unit 1

To No.1 Feeder To No.1 Transfer Breaker Transfer Breaker Feeder To No.2 To No.2
6.6 kV/440 V 6.6 kV Cargo To No.2 6.6 kV To No.1 6.6 kV 6.6 kV Cargo 6.6 kV/440 V
Main Transformer Switchboard Main Switchboard Main Switchboard Switchboard Main Transformer

K6 K5 K4 K3 K2 K1 K12 K11 K10 K9 K8 K7

Distribution Key Box Distribution Key Box

No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard

Unit 4 Unit 3 Unit 2 Unit 1 Unit 1 Unit 2 Unit 3 Unit 4

K15 K14 K13 K20 K19 K18

M M M M
Unit 3 Unit 2 Unit 1 Unit 1 Unit 2 Unit 3

BED BED BED BED BED BED

No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard

M To No.1 Incoming Transfer Busbar Earthing Procedure Busbar Earthing Procedure Transfer Incoming To No.2 M
M K17
K16 6.6 kV/440 V From No.1 Breaker To Breaker To From No.2 6.6 kV/440 V
Cargo Main 6.6 kV No.2 6.6 kV 1) Open and withdraw circuit breakers 1) Open and withdraw circuit breakers No.1 6.6 kV Main 6.6 kV Cargo
Transformer Switchboard Cargo of units 2, 3 and 5c of units 1, 2 and 3 Cargo Switchboard Transformer
Unit 5c Switchboard Switchboard Unit 7c
2) Keys K14, K15, and K16 are freed. 2) Keys K18, K19, and K20 are freed.

3) The freed keys are inserted and turned 3) The freed keys are inserted and turned
in the distribution key box. The keys are in the distribution key box. The keys are
inserted in order from the bottom up. inserted in order from the bottom up.
M 4) Key K13 becomes free. 4) Key K17 becomes free. M
K16 K15 K14 K13 K20 K19 K18 K17
Distribution Key Box 5) Key K13 is inserted and turned in the lock 5) Key K17 is inserted and turned in the lock Distribution Key Box
Unit 6 Unit 5 Unit 4 on the measuring panel (unit 3c) and the on the measuring panel (unit 7c) and the
busbar earthing trolley can be inserted. busbar earthing trolley can be inserted. Unit 5 Unit 6

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.1 - Page 9 of 10

Permit to Work Procedure
a) Switch OFF the equipment on which the permit to work is to be
issued.
b) Isolate from all sources of supply including voltage transformers.
Where physical isolation of the primary is not possible, remove
secondary fuses and secure to prevent replacement.
c) Prove the circuit dead.
d) Discharge to earth (where possible through the earth switch).
e) Apply CIRCUIT MAIN EARTHS and secure them to prevent
removal.
f) Prove the circuit dead at the point of work to the person who is
to receive the permit to work or sanction for test.
g) Issue the permit to work.
The named authorised person is responsible for carrying out the above steps
in a safe manner.
Earthing and Isolation Key Interlock System - Main Switchboards
Earthing of the 6.6 kV main switchboards’ busbars is carried out by means
of a busbar earthing switch located on each of the measuring panels. In order
to prevent closing of the earthing switch while the busbar is still live, a key
interlock system is employed which ensures that the circuit breakers for
all incoming circuits that can supply power to the busbar must be opened
and withdrawn to the test position before the busbar earthing switch on the
measuring panel can be closed.
For each main switchboard, power can be supplied from five incoming circuits;
the incoming circuit from the turbine generator, the incoming circuit from the
diesel generator, transfer breaker to the other main 6.6 kV switchboard, the
feeder to the 6. 6 kV cargo switchboard and the feeder to the 6.6 kV/440 V
main transformer.
Each of these incoming circuits are controlled by a circuit breaker and contain
a fixed earthing switch. An electrical and mechanical interlock ensures that the
circuit breaker must be opened and withdrawn to the test position before the
respective earthing switch can be closed. An earthing switch enable pushbutton
is provided on each of the panels where the circuit breaker has to be opened and
withdrawn. This has to be pressed before the earthing switch can be closed.
Issue: Final Draft - October 2007
Methane Nile Eagle
Note: The earthing switch enable pushbutton is fed from the 110 V DC
control circuit and this supply must therefore remain live to enable closing
of the respective earthing switches.
When the earthing switch is closed, an interlock prevents that particular
breaker from being moved from the withdrawn to the inserted position.
The earthing switches are fitted with key boxes from which the key can be
removed only when the earthing switch is closed. When the key is removed,
the earthing switch cannot be opened. The keys for the different earthing
switches are not interchangeable.
The circuit breakers are also provided with key interlocks. When the breakers
are opened and withdrawn, they can be locked in order to prevent the breaker
being inserted and the key can be removed. Once again, the keys for the
different circuit breakers are not interchangeable.
The opening and withdrawal of the five circuit breakers that can supply power
to the respective main busbar will release five keys. These five keys can then
be inserted in a key box on the measuring panel. The insertion of all five keys
will release the key which enables closing of the main busbar earthing switch.
When this key is removed from the key box, the other five keys are then locked
in position.
Note: The five keys must be inserted and turned in the key box in a specific
order, i.e. from the bottom up to allow the release of the main busbar earthing
switch enable key at the top.
Capacitive indication lamps are provided on the panels of the three circuits that
can supply power to the main busbar. These lamps will indicate the presence of
voltage on the incoming side of the respective circuit breakers.
For further information concerning the earthing and isolation key interlock
system, please refer to illustration 2.12.1b.
Earthing and Isolation Key Interlock System - Cargo Switchboards
In the case of the 6.6 kV cargo switchboards, an earthing trolley is provided
for each of the cargo switchboards. The earthing trolley provides facilities for
earthing of the cargo switchboards’ main busbars. In order to prevent insertion
of the trolley while the busbar is still live, a key interlock system is employed
which ensures that the circuit breakers for all incoming circuits that can supply
power to the busbar must be opened and withdrawn to the test position before
the earthing trolley can be inserted.
For each cargo switchboard, power can be supplied from three incoming
circuits; the incoming circuit from the 6.6 kV main switchboards, the incoming
circuit from the other cargo switchboard and the feeder to the 6.6 kV/440 V
cargo transformer.
IMO Number: 9321770
Machinery Operating Manual
Each of these incoming circuits is controlled by a circuit breaker and contains
a fixed earthing switch. An electrical and mechanical interlock ensures that the
circuit breaker must be opened and withdrawn to the test position before the
respective earthing switch can be closed. An earthing switch enable pushbutton
is provided on each of the panels where the circuit breaker has to be opened and
withdrawn. This has to be pressed before the earthing switch can be closed.
Note: The earthing switch enable pushbutton is fed from the 110 V DC
control circuit and this supply must therefore remain live to enable closing
of the respective earthing switches.
When the earthing switch is closed, an interlock prevents that particular
breaker from being moved from the withdrawn to the inserted position.
The earthing switches are fitted with key boxes from which the key can be
removed only when the earthing switch is closed. When the key is removed,
the earthing switch cannot be opened. The keys for the different earthing
switches are not interchangeable.
The circuit breakers are also provided with key interlocks. When the breakers
are opened and withdrawn, they can be locked in order to prevent the breaker
being inserted and the key can be removed. Once again, the keys for the
different circuit breakers are not interchangeable.
The insertion of the trolley is provided with a key interlock. The key for
enabling insertion of the trolley is mounted in a separate key box mounted on
the front of the Unimotor cubicle for the trolley.
In order to release the key enabling insertion of the earthing trolley, the keys
from the circuit breakers of the three incoming circuits which can supply
power to the main busbar must be inserted in the key box on the front of the
earthing trolley cubicle. When all three keys are inserted into the key box, the
key which enables insertion of the earthing trolley will be released. When this
key is removed from the key box, the other three keys are locked in position
so preventing insertion of any of the three circuit breakers which could supply
power to the busbar while it is earthed.
Note: The three keys must be inserted and turned in the key box in a specific
order, i.e. from the bottom up to allow the release of the main busbar earthing
trolley enable key at the top.
Capacitive indication lamps are provided on the panels of the three circuits that
can supply power to the main busbar. These lamps will indicate the presence of
voltage on the incoming side of the respective circuit breakers.
For further information concerning the earthing and isolation key interlock
system, please refer to illustration 2.12.1b.
Section 2.12.1 - Page 10 of 10
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.2a 6.6 kV Main and Cargo Busbar Configuration Permutations

1) Configuration Allowed 2) Configuration Allowed 3) Configuration Allowed 4) Configuration Allowed

No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard

E.S

E.S

E.S

E.S
E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
E.S

E.S

E.S
E.S

E.S

E.S
No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard

5) Configuration Allowed 6) Configuration Allowed 7) Configuration Not Allowed 8) Configuration Not Allowed
No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard No.1 6.6 kV Main Switchboard No.2 6.6 kV Main Switchboard

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
E.S

E.S

E.S

E.S

No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard No.1 6.6 kV Cargo Switchboard No.2 6.6 kV Cargo Switchboard

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.2 - Page 1 of 6
 Methane Nile Eagle Machinery Operating Manual
2.12.2 Main Switchboard and Generator Operation 3. Turbine Speed Detection The breaker will be prevented from closing when the following apply:
Speed detection is carried out using an external tachometer providing an • Breaker in local control
Power Management System (PMS) analogue signal to the IAS.
• Turbine generator not reset, e.g. after a synchronising time-out
The Electric Power Plant • Breaker interlocked
Note: Speed measurement is from the alternator shaft not the turbine shaft.
The electric power plant consists of two turbine generators and one diesel
generator. The two turbine generators and the diesel generator are controlled 4. Turbine Stop Procedure to Manually Connect Turbine Generator to the
from the Integrated Automation System (IAS).
A normal stop sequence of the turbine can be caused by:
Main Switchboard

The diesel generator can supply either the port or starboard 6.6 kV main
switchboards via breakers at each switchboard. The operator can select on the
screen which side the diesel generator shall connect to. It is possible to operate
all the breakers on the high voltage switchboard from the IAS.
Turbine Generator Power Management System
When a turbine generator is started and the alternator voltage is established, the
alternator can be connected to the switchboard. When receiving a CONNECT
command from the operator station, the PMS will activate the synchronising
unit which will perform the turbine speed adjustment and volt/frequency/phase
check before closing the circuit breaker. When closing the circuit breaker onto
a dead bus, the synchronising unit is bypassed by internal HV switchboard
logic.
A synchronising time-out alarm is given if the breaker is not closed within 90
seconds or 2 seconds during a blackout.
Turbine Generator Control and Alarm Monitoring
The turbines must be started locally. The control from the IAS is similar for
both turbine generators and consists of the following main control functions:
1. Boiler Interaction
When the boiler steam pressure drops to below 48 bar, an alarm will be
activated and the diesel generator standby start will be initiated. When the
boiler steam pressure drops to below 40 bar, the turbine generator trips
2. Monitoring of the Turbine and Alternator
The monitoring includes:
• Lubricating oil temperatures and pressures of the turbine,
gearing and alternator bearings
• Alternator winding temperatures
• A stop request from the IAS operator station after the generator
has been downloaded to 10% load and the breaker has been
disconnected.
• The safety system of the generator is activated.
Alarm Monitoring
The following alarms are generated:
1. A ‘Disconnect Failure’ is given if the ‘Circuit Breaker Opened’ feedback is
not confirmed within 5 seconds after the open command.
2. An ‘RPM Failure’ alarm is given if the running indication disappears while
the generator voltage is normal or the generator breaker is closed.
3. An ‘Inconsistency’ alarm sounds if the circuit breaker is closed and the
turbine generator is stopped.
4. An ‘Error’ alarm sounds if the turbine generator is started/stopped in remote
mode without the corresponding command, or the circuit breaker position is
changed without command.
5. A ‘Synchronising Time-out’ alarm will be given if the synchronising time
exceeds 90 seconds.
Turbine Generator Breaker Connect/Disconnect
Connect by the IAS
The generator breaker connect can be initiated when a connect request is sent
from an operator station.
The generator breaker can be closed when all the following conditions apply:
• Turbine is running (speed > 90%)
• Circuit breaker in remote mode
• Voltage established
• No interlocks active
a) At the main 6600 V switchboard power management panel, turn
the Remote/Auto switch to the LM (Local/Manual) position.
The synchroscope lights will turn on to indicate if the generator is turning too
fast + or too slow -.
b) Raise or lower the speed of the generator, using the Lower/
Raise switch until the synchroscope light revolves slowly in a
clockwise + direction.
c) Turn the CB Trip/Close switch to the CLOSE position and
the generator will connect to the main switchboard when the
revolving light reaches the top position on the synchroscope.
d) Turn the Remote/Auto switch to the RA (Remote/Auto)
position.
The synchroscope lights will turn off and the power management system will
control the generator to remain in parallel with the main switchboard.
Disconnect by the IAS
The breaker disconnect can be initiated when any of the following apply:
• Disconnect request from an operator station
• Safety system of the connected generator activated
Note: If the turbine safety system is activated, the generator breaker will
be disconnected regardless of any external/internal disconnect blocking or
generator load.
The breaker will be prevented from disconnecting by the IAS when any of the
following apply:
• Breaker is in local control
• Internal blocking on, e.g. not reset after downloading time-out
• Disconnect interlocked

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.2 - Page 2 of 6

The opening of the generator breaker is possible when the following conditions
are both valid:
• Generator load <10% of generator nominal load
• No interlock active
Two types of load reduction can be defined for the turbine generators:
1. Ramp down (%/second) and disconnect when the generator load is <10% of
the nominal load. The ramp setting is set to 2%/second (% of nominal load).
2. Rapid load reduction and disconnect when the generator load is <10% of
the nominal load.
A ‘Disconnection Failure’ alarm is given if the ‘Circuit Breaker Opened’
feedback is not confirmed within the reduced load time-out delay period (60
seconds).
Procedure to Disconnect the Turbine Generator from the Main
Switchboard and Stop the Diesel Engine from the IAS
a) Click on the TG icon to reveal a menu list.
b) On the menu list click on the DISCONNECT button to
disconnect the generator from the main switchboard.
Diesel Generator Power Management System
It is possible to connect the diesel generator to both the port and starboard
6.6 kV main switchboards but it cannot be connected to both switchboards at
the same time. When the main diesel generator is started, the operator has to
select which side (port or starboard) of the switchboard to connect the diesel
generator to before closing the breaker.
In the event of an automatic start request from the PMS or the diesel engine
safety system, the synchronising unit will be activated automatically and the
generator will connect without operator intervention.
Diesel Generator Engine Control and Monitoring
The diesel generator PMS has four main control functions:
• Diesel engine start/stop on request or automatically from the
PMS
• Generator safety
• Control of auxiliary systems
• Alarm and monitoring of the diesel engine
Issue: Final Draft - October 2007
Methane Nile Eagle
1. Diesel Engine Start/Stop, on Request or Automatically from the PMS
The diesel engine start sequence will be activated if it is in standby mode and
one of the following conditions occurs:
• Start request from operator station; will start and connect to the
busbar.
• Busbar blackout; will start and connect to the busbar.
• Load dependent start; will start, connect to the busbar and share
the load with the running turbine generator.
• Start request from heavy consumers; will start, connect to the
busbar and share the load with the running turbine generator.
• Low voltage on main busbar; will start and connect to the
busbar after the turbine generator breaker has tripped.
• High voltage on main busbar; will start and connect to the
busbar after the turbine generator breaker has tripped.
• Low frequency on main busbar; will start, connect to the busbar
and share the load with the running turbine generator.
• Low/low frequency on main busbar; will start and connect to
the busbar after the turbine generator breaker has tripped.
• Circuit breaker abnormal on running turbine generator; will
start and connect to the busbar and share the load with the
running turbine generator.
• Overcurrent on running turbine generator; will start and connect
to the busbar and share the load with the running turbine
generator.
• Boilers tripped or low/low steam pressure trip of turbine
generator; will start and connect to the busbar and share the
load with the running turbine generator.
In order to start the diesel engine, the IAS gives a start signal of 10 seconds. If
the engine does not start in this time, a waiting time of 60 seconds is activated
before another start is attempted.
If the engine fails to start, a ‘Fail Start’ alarm is raised and the start failure must
be reset on the diesel module before a new start can be performed.
The IAS will fail to start the engine due to start blocking if:
• The engine is in local control
• Not reset from a previously corrected alarm
• The safety system has caused a shutdown (eg, prelubrication oil
pressure is low)
• The turning gear is engaged
• The circuit breaker earth switch is on
IMO Number: 9321770
Machinery Operating Manual
Once the generator starts, the voltage will normally rise to 6600 V before the
generator is available to connect to the busbar.
The generator will be unloaded either automatically or manually (from an
operator station) to 10% of the nominal load before the breaker disconnects
and the stop signal is given. If a load dependent stop is initiated, a cooling
down period will be carried out between the breaker disconnecting and the
engine stop signal.
The IAS blocks the engine from stopping if the engine is in local control or not
reset from a previously corrected alarm.
A normal stop sequence of the engine can be caused by:
• Stop request from an operator station
• Load dependent stop from the PMS if the generator is in standby
mode
2. Diesel Engine Safety System
When the diesel engine safety system is activated it will result in the following
immediate actions:
• Stop command is sent to the engine
• Emergency stop command is sent to the engine
• Open command to the circuit breaker
When the shutdown system has been activated, a reset command from the
operator station keyboard (or locally) is required before any new start of the
engine can be performed.
3. Control of Auxiliary Systems
The control of auxiliary systems includes the starting and stopping of the
prelubrication oil pump in response to the ‘Engine Run’ feedback signal.
4. Alarm and Monitoring of the Diesel Engine (see also section 2.11.2)
The software generated alarms are as follows:
• RPM FAILURE alarm: Given if the ‘Engine Run’ indication
disappears while the generator voltage is normal and the
generator breaker is closed.
• START FAILURE alarm: Given when the ‘Engine Run’
feedback signal is not confirmed 30 seconds after the start
command.
• DISCONNECTION FAILURE alarm: Given when the ‘Circuit
Breaker Open’ feedback signal is not confirmed within 5
seconds after the open command.
Section 2.12.2 - Page 3 of 6

• STOP FAILURE alarm: Given when the ‘Engine Run’ feedback
signal is not lost within 60 seconds after the open command.
• INCONSISTENCY alarm: Given if the circuit breaker is closed
and the engine is stopped.
• ERROR alarm: Given when the generator is in the remote
mode and it is started or stopped without the corresponding
command, or the circuit breaker position is changed without the
corresponding command.
• VOLTAGE NOT ESTABLISHED alarm: Given if, after a
successful engine start, the voltage does not rise to 6600 V
within 15 seconds.
• SYNCHRONISED TIMEOUT alarm: Given if the synchronising
time exceeds 90 seconds.
Diesel Generator Breaker Connect / Disconnect
Diesel Generator Breaker Connect by the IAS
The diesel generator breaker connect command can be initiated if the generator
is in the standby mode and any of the following occur:
• Connect request is sent from an operator station
• Load dependent start
• Start request from heavy consumer
• Busbar blackout
• Safety system of a turbine generator is activated
• Alarm start of any connected generator
The generator breaker will be prevented from closing if a ‘Connect Blocking’
signal has been activated. It can be initiated by any of the following:
• Generator breaker in LOCAL control
• Connect interlock active
• Internal blocking active due to a failure to reset after a
synchronising time-out
The breaker can be closed when all of the following apply:
• The engine is running
• The circuit breaker is in the REMOTE mode
• Voltage established
• There are no interlocks active
Issue: Final Draft - October 2007
Methane Nile Eagle
Procedure to Manually Connect the Diesel Generator to the
Main Switchboard
a) At the main 6600 V switchboard power management panel, turn
the Remote/Auto switch to the LM (Local/Manual) position.
The synchroscope lights will turn on to indicate if the generator is turning too
fast + or too slow -.
b) Raise or lower the speed of the generator, using the Lower/
Raise switch until the synchroscope light revolves slowly in a
clockwise + direction.
c) Turn the CB Trip/Close switch to the CLOSE position and
the generator will connect to the main switchboard when the
revolving light reaches the top position on the synchroscope.
d) Turn the Remote/Auto switch to the RA (Remote/Auto)
position.
The synchroscope lights will turn off and the power management system will
control the generator to remain in parallel with the main switchboard.
Dead Bus Operation
In the event that a blackout on one of the 6.6 kV switchboards is detected, the
PMS will immediately give a start order to the diesel generator if set in standby
mode. Blackout detection units in the 6.6 kV switchboard will bypass the
synchronising unit and it will be connected to the dead busbar. In the event of
a blackout on both the No.1 (port) and No.2 (starboard) 6.6 kV switchboards,
the PMS will default connect the diesel generator to the No.1 (port) 6.6 kV
switchboard.
Breaker Disconnection for the Diesel Generator
A DISCONNECT command given by the operator will cause an automatic
load reduction of the generator, provided the load sharing mode is either
SYMMETRIC or ASYMMETRIC. When the generator load is less than
10% the PMS will give a signal to the switchboard to trip the generator
circuit breaker. If the generator stops due to an automatic stop request, such
as a low load, the generator downloading and breaker trip will be performed
automatically.
Diesel Generator Breaker Disconnect by the IAS
A diesel generator breaker disconnect can be initiated by any of the following
conditions:
• A disconnect request from the operator station
• A load dependent stop if the generator is in standby mode
IMO Number: 9321770
Machinery Operating Manual
• The safety system is activated if the generator is in standby
mode
The breaker will be prevented from disconnecting when any of the following
apply:
• Breaker is in LOCAL control
• Internal blocking, eg, not reset after downloading time-out
• Disconnect interlocked
• Generator load is >10% of the nominal load
The opening of the generator breaker is possible when both of these conditions
are met:
• Generator load is <10% of generator nominal load
• No interlock active
Two types of load reduction can be defined for the diesel generator:
1) Ramp down (%/second) and disconnect when the generator
load is <10% of the nominal load. The ramp setting is set to
2%/second (% of nominal load).
2) Rapid load reduction and disconnect when the generator load is
<10% of the nominal load.
A ‘Disconnection Failure’ alarm is given if the ‘Circuit Breaker Opened’
feedback is not confirmed within the reduced load time-out delay period (60
seconds).
Procedure to Disconnect the Diesel Generator from the Main
Switchboard and Stop the Diesel Engine from the IAS
a) Click on the DG Icon to reveal a menu list.
b) On the menu list click on the DISCONNECT button to
disconnect the generator from the main switchboard.
c) Before stopping, allow the engine to run for a few minutes for
cooling down purposes, such as the exhaust gas temperatures.
d) Finally, click on the DG icon to display the menu and click on
STOP on the menu to stop the engine.
Ensure that the LO pump starts when the engine stops.
Section 2.12.2 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Blackout Restart Load Shedding Port (No.1) Side
Description B l o c k i n g Number of Time-Out
In the event of a blackout on either 6.6 kV switchboard, the PMS will Load shedding is not part of the IAS and will be carried out by the switchboard
Limit Generators (Seconds)
immediately give a start order to the diesel generator. It will be connected logic. An alarm will be activated in the IAS when the load increases above
to the dead busbar because the synchronising unit is bypassed by the 90%. No.1 Cargo Tank 780 kW 2 120
‘Direct Close’ signal from the PMS. If there is a blackout on the port AND No.1 Cargo Pump
starboard switchboards, the PMS will connect the diesel generator to the port No.2 Cargo Tank 780 kW 2 120
Load Dependent Start/Stop
switchboard. No.1 Cargo Pump
To enable the load dependent start/stop system, the load dependent start and No.3 Cargo Tank 780 kW 2 120
All circuit breakers are equipped with undervoltage relays so they will open the load dependent stop functions must be switched on and the main diesel No.1 Cargo Pump
in a dead bus situation. The PMS will reconnect the breakers after the diesel generator set to STANDBY. No.4 Cargo Tank 780 kW 2 120
generator has started and connected. No.1 Cargo Pump
The load dependent start/stop function is based on the % load (kW) of the
connected generator(s). The table below shows the initial parameters for the No.1 Ballast Pump 530 kW 1 120
Load Sharing load dependent start/stop function for the main diesel generator. No.2 Ballast Pump 530 kW 1 120
Water Spray Pump 630 kW 1 120
The load sharing mode can be selected individually for each generator and is No.1 HD 1100 kW 2 120
No. of Start Delay Start Delay Stop Delay
based on active power (kW) measurements. Speed increase/decrease signals Compressor
Generators Limit 1 Time Limit 2 Time Limit Time
are sent to the speed governor during load sharing and network frequency
Connected
control.
1 84% 30 sec 90% 10 sec - - Starboard (No.2) Side
The IAS Power Management System allows the following load sharing 2 86% 30 sec 91% 10 sec 65% 15 min
Description B l o c k i n g Number of Time-Out
options: 3 - - - - 60% 15 min
Limit Generators (Seconds)
1. Symmetric load sharing. In this mode, the load of the generators running in No.1 Cargo Tank 780 kW 2 120
CAUTION
parallel will be equal with a small (1%) dead band of rated power. No.2 Cargo Pump
After trials, it is recommended that the load dependant stop feature
No.2 Cargo Tank 780 kW 2 120
is disabled whilst manoeuvring following accidental shut down of the
2. Asymmetric load sharing. The intention of the asymmetric load sharing No.2 Cargo Pump
operating generators.
function is to burn off carbon accumulated during low load operation on the No.3 Cargo Tank 780 kW 2 120
diesel generator. The diesel generator can be loaded to 80% (master) while the No.2 Cargo Pump
turbine generators (slave) will share the remaining load. Start Blocking of Heavy Consumers No.4 Cargo Tank 780 kW 2 120
To prevent overload of the generators due to the in-rush current of large No.2 Cargo Pump
If the remaining load on the slave generator drops to below 30%, the load on electric motors, the PMS will prevent the starting of these consumers when the No.3 Ballast Pump 530 kW 1 120
the master generator will be reduced. If the load on the slave generator exceeds available power on the bus is insufficient. To enable start blocking, the heavy
80%, the load will be shared symmetrically between the generators. No.2 HD 1100 kW 2 120
consumer start block function must be switched on via the IAS. When one of Compressor
the relevant consumers is given a start order, the PMS will check whether the
3. Manual load sharing. In this mode, the PMS performs no active load sharing Bow Thruster 2500 kW 2 120
available power is sufficient to allow starting of the motor. If it is not sufficient,
of the generator. Manual load sharing cannot be selected when the generator the standby generator is started. When the available power is sufficient, the
is on standby mode. consumer is started. If the sufficient available power is not reached within Note: If the heavy consumers start block is switched off, the consumer will
the specified time-out limit, the consumer start command is reset. The heavy be started without checking the power available.
4. Fixed load. This mode is sometimes required during a maintenance period consumers affected are as follows:
when the generator is required to run with a steady load. The set value is
selected by the operator and maintained by the PMS. The fixed load mode
cannot be selected when the generator is in standby mode.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.2 - Page 5 of 6

Automatic Diesel Generator Engine Start and Connection onto a Dead
Bus due to Blackout (Abnormal Trip)
In the event of a blackout caused by an abnormal trip such as; turbine
generator trouble, bus short circuit, undervoltage, nuisance (mechanical) trip
or overcurrent, the following procedure will commence. It is assumed that the
automatic standby start of the diesel generator is available.
a) A check is made to confirm the cause of the abnormal trip, if a
bus short circuit is the cause then the procedure is interrupted
and prevented from proceeding.
b) If the cause is not a bus short circuit, the diesel generator
receives a start command and starts.
c) Once voltage is established, the diesel generator circuit breaker
(CB) receives a CLOSE command and closes. The standby
generator is now supplying the main switchboard. If voltage is
not established within 15 seconds of the engine start command,
a ‘Start Fail’ alarm will be activated.
d) If the diesel generator CB fails to close within 3 seconds of
receiving the close command or the CB fails to receive a close
command within 5 seconds of voltage being established or
voltage is not established, the respective alarms are raised.
Note: The standby generator’s ACB will close within 45 seconds of
blackout.
Automatic Diesel Generator Engine Start and Connection onto a Dead
Bus due to Bus Abnormality
The normal voltage and frequency levels at the main switchboard are:
• Voltage: 6600 V
• Frequency: 60 Hz
Under certain fault conditions, the voltage and frequency may rise or lower
according to the fault. These fluctuating levels are undesirable for the operation
of the ship’s plant.
There are bus abnormality limits for main bus voltage and frequency deviation
and these are as follows:
• Low voltage: 6270 V for 5 seconds (95%)
• High voltage: 6930 V for 5 seconds (105%)
• Low frequency: 57 Hz for 5 seconds (95%)
• High frequency: 63 Hz for 5 seconds (105%)
Issue: Final Draft - October 2007
Methane Nile Eagle
If a bus abnormality is detected, the standby diesel generator will go through
the following sequence.
a) Upon detection of a bus abnormality, the standby generator
receives a START command and starts.
b) Once voltage is established, the running turbine generator CB
on which the bus abnormality is detected will receive an OPEN
command and will open (blackout). If voltage is not established
within 10 seconds of the engine start command, a ‘Start Fail’
alarm will be activated.
c) The standby diesel generator CB receives a CLOSE command
and closes.
d) The main switchboard is now supplied from the standby diesel
generator.
e) If the diesel generator CB fails to close within 3 seconds of
receiving the close command or the CB fails to receive a close
command within 5 seconds of voltage being established or
voltage is not established, the respective alarms are raised.
Automatic Generator Start and Automatic Synchronisation due to ACB
Abnormal Trip (Bus Still Live) or Overload (Preference Trip)
Should there be a generator abnormal trip which does not cause a blackout or
an overload resulting in preference trip operation, the diesel generator will run
up and synchronise with the running generator. The procedure is as follows.
a) The diesel generator receives a START command and starts.
b) Once voltage is established, an automatic synchronising
command is issued and the diesel generator will synchronise
with the busbar. If voltage is not established within 10 seconds
of the engine start command, a ‘Start Fail’ alarm will be
activated.
d) Upon synchronising, the diesel generator CB will receive a
CLOSE command and will close.
e) An automatic load sharing command will then be issued and
automatic load sharing is carried out.
IMO Number: 9321770
Machinery Operating Manual
Main Generator Protection Equipment
The ship’s generators are protected from the abnormal conditions described
below by means of their reverse power trip, short circuit trip, undervoltage trip
and overcurrent trips.
1. Abnormality Due to Undervoltage
If the voltage of a generator decreases to between 35% and 70% of the rated
value, the undervoltage tripping device contained in the CB will operate to trip
the breaker. If a short circuit fault occurs, the generator voltage will reduce
and may cause the undervoltage tripping device (UVT) to operate. With this
in mind, a time delay device (of about 0.5 seconds) has been fitted to the
undervoltage device to prevent the ACB from tripping immediately, allowing
the defective network circuit breaker to operate first.
2. Abnormality Due to Overcurrent (Preference Tripping)
If the current on a running generator exceeds 418 A (105% of the setting
current) for a period of 20 seconds, the PMS will initiate the release of the
preferential trips, thereby providing protection against the overcurrent which
would otherwise trip the CB. (the preferential trips are described in section
2.13.8).
3. Abnormality Due to Overcurrent (Long Time Delay Trip)
If the current on a running generator exceeds 452 A (120%) for a period of 40
seconds, the overcurrent relay will operate to trip the ACB.
4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
If the generator current exceeds 275% of the maximum rated current (1131 A),
the CB will be tripped almost instantaneously (about 1 sec) by the short time
delay trip fitted to the CB. If the current exceeds 1,000% of maximum rated
current (3.37 kA) the ACB will trip instantaneously (zero time delay).
5. Abnormality Due to Reverse Power
If there are abnormalities in the output of an engine during parallel operation,
it may cause the generator to function as a motor, due to the power it receives
from the other generator(s) through the common busbar. The effective reverse
power will then flow through the connected circuit.
If this reverse power reaches a level of 3.5% (125 kW) for a period exceeding
10 seconds, the reverse power relay is triggered and will trip the CB.
Section 2.12.2 - Page 6 of 6

2.12.3 Emergency Switchboard and generator
operation
1. Emergency Generator Local Control Available
For local control from the emergency generator engine control panel the
following procedure must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator STARTING switch is set to MANUAL
at the generator engine control panel.
Local control of the emergency generator is now available.
2. Manual Control From the Emergency Switchboard Available
For manual control from the emergency switchboard the following procedure
must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator STARTING switch is set to AUTO at
the generator engine control panel.
c) The emergency generator MODE SELECT switch (COS-A) at
the emergency switchboard, emergency generator panel is set to
MANU.
Manual control of the emergency generator is now available.
3. Remote Control Available and Automatic Start Available
For automatic start to be available the following procedure must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator STARTING switch is set to AUTO at
the generator engine control panel.
c) The emergency generator MODE SELECT switch (COS-A) is
set to AUTO at the emergency generator panel on the emergency
switchboard and the bus tie is closed. Automatic start of the
emergency generator is now available. AUTO STANDBY will
be displayed on the IAS screen and the AUTO STANDBY
indication lamp on the emergency switchboard, emergency
generator panel will be illuminated.
Issue: Final Draft - October 2007
Methane Nile Eagle
4. Manual Operation: Generator Start and Connection onto Dead Bus
It is assumed that either manual control from the emergency switchboard or
local control from the emergency generator engine control panel is available
as described in procedures No.1 and No.2.
a) For manual control mode, turn the engine control switch (ECS)
on the emergency switchboard emergency generator panel to the
START position (this is a spring return to centre type switch).
b) For local control mode from the emergency generator engine
control panel, press the ENGINE START pushbutton on the
emergency generator engine control panel.
c) In both cases the emergency generator will receive a start
command and will start. If the emergency generator engine fails
to reach 350 rpm within 25 seconds, an alarm is generated at
the IAS and a START FAIL alarm is activated at the emergency
generator local control panel.
d) When the emergency generator has reached its operating speed
and voltage has been established, the MODE SELECTION
switch (COS-A) on the emergency switchboard emergency
generator panel is turned to the MANU position.
e) At the generator panel of the emergency switchboard, the
operator pulls out and turns the ACB CONTROL switch (BCS)
to the CLOSE position. The generator ACB closes and the
emergency generator ACB CLOSED lamp is illuminated.
The emergency generator now feeds the emergency switchboard.
5. Manual Operation: ACB Disconnection
It is assumed that the emergency generator is feeding the emergency
switchboard as described in procedure No.4.
a) Turn the ACB CONTROL switch (BCS) on the emergency
switchboard, emergency generator panel to the OPEN position.
b) The emergency generator ACB receives an open command and
opens. The emergency switchboard blacks out.
c) The emergency generator engine can either be stopped from the
emergency switchboard by turning the ENGINE CONTROL
switch ECS on the emergency generator panel to the STOP
position or it can be stopped locally at the emergency generator
local control panel by pressing the STOP pushbutton.
IMO Number: 9321770
Machinery Operating Manual
d) The engine receives a stop command and stops.
6. Emergency Generator Auto Start and Auto ACB Closure onto Dead
Bus
It is assumed that automatic start is available as described in procedure No.3.
a) The main switchboard bus tie breaker opens due to a zero volt
situation (440 V switchboard blackout).
b) The emergency switchboard bus voltage drops to zero. A check
is made to confirm that a bus short circuit is not the cause of the
bus tie breaker tripping. If a bus short circuit is not the cause
then the emergency generator engine receives a start command.
The emergency generator engine starts.
Note: If a bus short circuit is the cause of the bus tie breaker tripping,
the AUTO STANDBY displayed at the IAS and the AUTO STANDBY
indicator lamp at the emergency switchboard, emergency generator panel
will be extinguished. An alarm will be generated at the IAS and the SHORT
CIRCUIT TROUBLE RESET illuminated pushbutton on the emergency
switchboard, emergency generator panel will be lit. The procedure will be
halted until the cause of the short circuit is found and rectified.
c) If, after the engine has reached operating speed and voltage has
been established, the emergency switchboard bus voltage is still
zero, the emergency generator ACB receives a close command
and closes. The emergency generator ACB CLOSED lamp is
illuminated.
The emergency generator now feeds the emergency switchboard, provided that
the disconnecting switch (DS) is closed.
7. Main Switchboard Power Restoration to the Emergency Switchboard
-Manual Synchronising and Bus Tie Closure
The following is the procedure to manually change the emergency switchboard
back to normal supply after the restoration of mains power following a
blackout or similar situation. This procedure ensures continuity of supply to
the emergency consumers.
a) The emergency switchboard is supplied by the emergency
generator.
b) The main 440 V switchboard(s) recover mains power. The
emergency switchboard tie breaker is closed at No.1 or No.2
LV switchboard end.
Section 2.12.3 - Page 1 of 3

c) At the emergency switchboard synchronising panel, turn the
SYNCHRONISING SELECTION switch (SYS) to the No.1 or
No.2 BUS TIE position.
d) Turn the CHECK SYNCHRO switch (COS-CH) on the
emergency switchboard synchronising panel to the ON
position.
e) Turn the GOVERNOR CONTROL switch (GCS) to raise or
lower the emergency generator speed until the synchroscope
needle is rotating slowly in the clockwise direction (about one
revolution every twenty seconds).
f) When the synchroscope needle is as close as possible to the 12
o’clock position (synchronism), turn the BUS TIE CONTROL
switch (BCS-1 or BCS-2) on the emergency switchboard,
emergency generator panel to the CLOSE position.
g) The No.1 or No.2 440 V switchboard bus tie breaker receives a
close command and closes.
h) The emergency generator ACB receives an open command
within 0.5 seconds of the bus tie breaker closing and opens.
The emergency switchboard is now supplied from the main
switchboard.
i) The emergency generator engine automatically stops after
approximately 2 minutes. Alternatively the emergency generator
engine can be stopped manually from the emergency generator
engine local control panel or from the emergency switchboard,
emergency generator panel ENGINE CONTROL SWITCH
(ECS).
Ensure the emergency generator is set up for automatic start.
8. Emergency Generator Testing -Off Load
The generator ACB will not close in this situation. The procedure to test the
emergency generator engine is as follows:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The engine is in the automatic start condition as described in
procedure No.3.
c) The operator turns the SEQUENCE TEST switch (TS) (EG
SEQ TEST), located behind the front panel in the emergency
switchboard, emergency generator panel to the ENG position.
Issue: Final Draft - October 2007
Methane Nile Eagle
The emergency generator engine receives a start command and
starts.
d) When the emergency generator reaches its operating speed, the
READY TO START lamp is switched off. When 95% voltage
is established, the AUTO STANDBY displayed at the IAS
and the AUTO STANDBY indicator lamp at the emergency
switchboard, emergency generator panel will be extinguished.
e) Check the generator voltage and frequency.
f) When the test is complete, the operator turns the SEQUENCE
TEST SWITCH to the NORMAL position.
g) The emergency generator engine automatically stops after
approximately 1 minute. Alternatively the emergency generator
engine can be stopped manually from the emergency generator
engine local control panel or from the emergency switchboard,
emergency generator panel ENGINE CONTROL SWITCH
(ECS).
9. Procedure to Test the Automatic Start for the Emergency Diesel Engine
with Automatic Closing of the Emergency Generator ACB without
Disconnection of the Supply from the Main Switchboard
It is possible to test the automatic start of the emergency generator with closing
of the ACB without disconnecting the emergency switchboard normal supply
from the main switchboard. The procedure is as follows:
a) Open the disconnecting switch between the emergency
generator ACB and the busbars of the emergency switchboard.
b) Open the lower section of the emergency generator panel on the
emergency switchboard and turnand hold the EG SEQUENCE
TEST switch to the ENG position. The engine will start.
c) The emergency generator ACB will close automatically after
about 25 seconds.
d) Check the voltage and frequency of the emergency generator.
e) Return the EG SEQUENCE TEST switch to the NORMAL
position.
f) Turn the ACB control switch on the emergency switchboard,
emergency generator panel to the OPEN position. The
emergency generator ACB will open.
IMO Number: 9321770
Machinery Operating Manual
g) The emergency generator will stop automatically within
approximately one minute.
h) Close the disconnecting switch.
10. Emergency Generator Testing Via Blackout of the Emergency
Switchboard
The bus tie breaker supplying the emergency switchboard will open, the
emergency generator will start automatically and the generator ACB will close
to feed the emergency switchboard. The procedure is as follows:
a) The emergency generator interlocks are normal, the engine is
ready to start (fuel handle to the RUN position, turning bar to
the SET position, engine trouble reset).
b) The engine is in the automatic start condition as described in
procedure 3.
c) The operator turns the SEQUENCE TEST switch (EG SEQ
TEST), located behind the front panel in the emergency
switchboard generator section, to the ENG & ACB position.
The bus tie breaker receives a trip command.
d) The bus tie breaker undervoltage trip causes the tie breaker to
open blacking out the emergency switchboard. The emergency
generator receives a start signal.
e) When the emergency generator reaches its operating speed, the
READY TO START lamp is switched off. When 95% voltage
is established, the AUTO STANDBY displayed at the IAS
and the AUTO STANDBY indicator lamp at the emergency
switchboard, emergency generator panel will be extinguished.
f) The system confirms that the emergency switchboard is at zero
volts and after 20 seconds the generator ACB receives a close
command.
g) The generator ACB closes and the emergency generator feeds
the emergency switchboard. Increase the generator load as
required.
h) Run the generator on load for at least 30 minutes.
i) To avoid a second blackout when reverting to normal power the
normal power restoration procedure No.8 described earlier can
be used to restore normal power.
Section 2.12.3 - Page 2 of 3

11. Emergency Feedback Mode
When the vessel is on shore supply or in an extreme emergency such as a
blackout, the emergency switchboard can backfeed the 440 V switchboards.
The following conditions are assumed for the following procedure:
• The 6.6 kV main and cargo switchboards are dead
• All four 6.6 kV generator circuit breakers are open
• The emergency generator is running and connected to the
emergency switchboard
• The cargo and 440 V switchboards No.1 and 2 are dead
a) At the emergency switchboard, turn the BACK-FEEDING
selection switch on the emergency generator panel to the No.1
AC 440 V MSB or the No.2 AC 440 V MSB position.
Methane Nile Eagle Machinery Operating Manual
3. Emergency Generator Overcurrent: (Preferential Tripping)
If the generator current exceeds 120% of the maximum rated current (1636 A)
for 10 seconds, the emergency switchboard preferential trip will be released.
The preferential trip releases the backfeeding circuit breakers only (1P-001
and 2P-001).
4. Emergency Generator Short Circuit Trip
If the generator current exceeds 1200% of the maximum rated current (16,356
kA) the ACB will be tripped instantaneously by the short circuit trip.
6. Undervoltage Trip
If the voltage of the emergency generator decreases to between 42.5 and 85%
of the rated value (187-374 V) for a period of 500 msec, the undervoltage
tripping device contained in the ACB will operate to trip the breaker.

b) The No.1 or No.2 BUS TIE CONTROL switch (BCS-1 or BCS-

2) on the emergency switchboard, emergency generator panel is
turned to the CLOSE position. The breaker closes.

d) The emergency switchboard and the main 440 V switchboards

are now being supplied from the emergency generator.

WARNING
When in feedback mode, the load on the emergency generator must be
closely monitored to prevent overload and possible blackout.

Emergency Generator Protection Equipment

The emergency generator is protected from the abnormal conditions described
below by means of the short circuit trip, undervoltage trip and overcurrent
trip.

1. Emergency Generator Overcurrent: (Long Time Delay Trip)

If the current on the running emergency generator exceeds 120% of the pick-
up current (maximum rated current x 1.1) for 60 seconds the overcurrent relay
will operate to trip the generator ACB. The maximum rated current is 1363 A,
the pick-up current is therefore 1499 A and the setting is 1.2 x 1499 = 1799
A.

2. Emergency Generator Overcurrent: (Short Time Delay Trip)

If the generator current exceeds 300% of the maximum rated current (4089 A)
the ACB will be tripped almost instantaneously (about 400 msec) by the short
time delay trip.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.3 - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.4a Main 440 V Distribution
6.6 kV From 6.6 kV From
No.2 Main No.1 Main
Switchboard Switchboard

No.2 HV No.1 HV
Main Main
Transformer Transformer
2400 kVA 2200 kVA
AC 6600/450 V AC 6600/450 V

No.2 AC 440 V MAIN SWITCHBOARD (PORT) No.1 AC 440 V MAIN SWITCHBOARD (STARBOARD)
M

M
2PT-001 1PT-002-02 1PT-002-01 1PT-001
No.2 AC 440 V FEEDER PANEL No.1 AC 440 V FEEDER PANEL

2P-001 Emergency Switchboard Supply 2P-016 No.2 Fresh Water Generator 1P-001 Emergency Switchboard Supply 1P-016 No.1 Fresh Water Generator

2P-001 No.2 AC 220 V Feeder Panel 2P-018 No.2 Package Air Conditioning Unit for ECR 1P-002 No.1 AC 220 V Feeder Panel 1P-018 No.1 Package Air Conditioning Unit for ECR
No.2 LV Main Transformer No.1 LV Main Transformer 1P-019 No.1 Feed Water Motorised Valve Control Panel for
2P-019 No.2 Feed Water Motorised Valve Control Panel for
440/225 V 300 kVA 440/225 V 300 kVA Main Boiler
Main Boiler
2P-003 No.3 Group Starter Panel 1P-003 No.3 Group Starter Panel
2P-020 Hydraulic Pump for Deck Machinery, W1 1P-020 Incinerator
2P-004 No.2 Air Conditioning Plant (No.2 El. Heater Control Panel) 1P-004 No.1 Air Conditioning Plant (No.1 El Heater Control Panel)
2P-021 Hydraulic Pump for Deck Machinery, W2 1P-021 Hydraulic Pump for Deck Machinery, W1
2P-005 Forward Engine Room AC440 V Distribution Board (1PD) 1P-005 Forward AC440 V Distribution Board
2P-022 Hydraulic Pump for Deck Machinery, M2 1P-022 Hydraulic Pump for Deck Machinery, W2
2P-006 Inert Gas Generator System (IGGS) No.2 Blower 1P-006 Inert Gas Generator System (IGGS) No.1 Blower
2P-023 Hydraulic Pump for Deck Machinery, M4 1P-023 Hydraulic Pump for Deck Machinery, M1
2P-007 No.3 Steering Gear 1P-007 No.1 Steering Gear
2P-024 Hydraulic Pump for Deck Machinery, M5 1P-024 Hydraulic Pump for Deck Machinery, M2
2P-008 Galley and Laundry AC 440 V Distribution Board 1P-008 FO Pump Panel 12 for IGGS
2P-025 Hydraulic Pump for Deck Machinery, M6 1P-025 Hydraulic Pump for Deck Machinery, M3
Isolating Transformer 1P-009 Cooler Unit Panel 7 for IGGS
440/440 V 150 kVA 2P-026 Hydraulic Pump for Deck Machinery, M7 1P-026 Hydraulic Pump for Deck Machinery, M5
2P-009 Sootblower Control Panel 1P-010 Dryer Unit Panel 8 for IGGS
2P-027 No.2 Main Feed Water Pump, Turbine Control Panel 1P-027 30kVA Transformer for No.1 UPS for IAS
1P-011 N2 Generator Control Panel (5.1A)
2P-010 No.2 E/R AC440 V Distribution Board (3PD)
2P-028 Spare 1P-028 Spare
2P-011 N2 Generator Control Panel (5.1B) 1P-012 No.1 Air Conditioning Plant (No.1 Compressor)
2P-029 Test Panel 1P-029 Spare
1P-013 Package Air Conditioning Unit for No.1 MSB Room
2P-012 No.2 Air Conditioning Plant (No.2 Compressor)
2P-030 Spare 1P-030 Spare
1P-014 Calorifier
2P-013 Package Air Conditioning Unit for No.2 MSB Room
2P-031 Spare 1P-031 Spare
1P-015 No.1 Control & General Service Air Compressor
2P-014 Battery Charging and Discharging Board

2P-015 No.2 Control & General Service Air Compressor

Key

Transformer

440 V
6600 V

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.4 - Page 1 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.4b Main 440 V Switchboard: Group Starters
6.6 kV From 6.6 kV From
No.2 Main No.1 Main
Switchboard Switchboard

No.2 HV No.1 HV
Main Main
Transformer Transformer
2200 kVA 2200 kVA
AC 6600/450 V AC 6600/450 V

No.2 AC 440 V MAIN SWITCHBOARD (PORT) No.1 AC 440 V MAIN SWITCHBOARD (STARBOARD)

M
M
No.2 GROUP STARTER PANEL No.1 GROUP STARTER PANEL

2GP-001 No.2 Stern Tube Lubricating Oil Pump 2GP-018 No.2 Main Lubricating Oil Purifier Feed Pump 1GP-001 No.1 Stern Tube Lubricating Oil Pump 1GP-017 No.1 Main Lubricating Oil Purifier

2GP-002 No.2 Main Cooling Sea Water Pump 2GP-019 Cold Start Feed Water Pump 1GP-002 No.1 Main Cooling Sea Water Pump 1GP-018 No.1 Main Lubricating Oil Purifier Feed Pump

2GP-003 Auxiliary Sea Water Circulating Pump 2GP-020 Welding Space Exhaust Fan 1GP-003 Main Sea Water Circulating Pump 1GP-019 Package Air Conditioning CFW Pump

2GP-005 No.2 Central Cooling Fresh Water Pump 2GP-021 No.2 Fresh Water Hydraulic Pump 1GP-004 No.1 Auxiliary Lubricating Oil Pump for Main Turbine 1GP-020 Lubricating Oil Transfer Pump

2GP-008 No.2 Main Condensate Water Pump 2GP-022 No.2 Auxiliary Condensate Water Pump 1GP-005 No.1 Central Cooling Fresh Water Pump 1GP-021 No.1 Fresh Water Hydraulic Pump

2GP-009 No.2 Condensate Drain Pump 2GP-023 No.2 Hot Water Circulating Pump 1GP-006 No.3 Central Cooling Fresh Water Pump 1GP-022 No.1 Auxiliary Condensate Pump

2GP-010 Aft Seal Tank Lubricating Oil Supplement Pump 2GP-025 Purifier Room Exhaust Fan 1GP-008 No.1 Main Condensate Water Pump 1GP-023 No.1 Hot Water Circulating Pump

2GP-011 No.4 Engine Room Supply Fan 2GP-027 No.2 Boiler Fuel Oil Supply Pump 1GP-009 No.1 Condensate Drain Pump 1GP-025 Gland Condenser Exhaust Fan

2GP-012 No.2 Engine Room Exhaust Fan 2GP-028 No.2 Cargo Machinery Cooling Fresh Water Pump 1GP-010 No.1 Generator Engine Starting Air Compressor 1GP-027 No.1 Boiler Fuel Oil Supply Pump

2GP-013 No.2 Vacuum Pump 2GP-029 Fire Line Pressurising Jockey Pump 1GP-011 No.2 Engine Room Supply Fan 1GP-028 No.1 Cargo Machinery Cooling Fresh Water Pump

2GP-014 No.2 Boil Off Gas Extraction Exhaust Fan 2GP-030 Engine Room Heavy Fuel Oil Transfer Pump 1GP-012 Auxiliary Feed Water Pump 1GP-029 Sludge Pump

2GP-015 No.2 Boiler Forced Draught Fan 2GP-031 Fresh Water Transfer Pump 1GP-013 No.1 Vacuum Pump - 30 kW 1GP-030 Marine Gas Oil Transfer Pump

2GP-016 No.2 Boiler Seal Air Fan 2GP-032 No.2 Auxiliary External Desuperheater Feed Water Pump 1GP-014 No.1 Boil Off Gas Extraction Exhaust Fan 1GP-031 Engine Room Bilge Pump

2GP-017 No.2 Main Lubricating Oil Purifier 2GP-033 Fire Pump 1GP-015 No.1 Boiler Forced Draught Fan 1GP-032 No.1 Auxiliary External Desuperheater
Feed Water Pump
1GP-016 No.1 Boiler Seal Air Fan
1GP-033 Diesel Oil Transfer Pump

Key

Transformer

440 V
6600 V

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.4 - Page 2 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.4c Main 220 V Distribution
No.2 HV No.1 HV
Main Transformer Main Transformer
2400 kVA 2400 kVA
AC 6600/440 V AC 6600/440 V

EMERGENCY 440 V
1L-101-2 1L-101-1
M
M

M
M

M
SWITCHBOARD
2P-001 1P-001 220 V SECTION 1P-001
2PT-001 1PT-002-02 2P-001 220 V SECTION 220 V SECTION 1PT-002-01 1PT-001
EP-001 EP-002
2P-002-01 -001 -001
No.2 440 V EG-001 EP SC-001 EP EP 1P-002-01 1P-002 No.1 440 V
2P-002 Mechanical

M
SWITCHBOARD -004 -002 -001 SWITCHBOARD
Interlock
No.1 Emergency
Transformer 440 V
100 kVA AC 440/225 V Consumers
440 V Emergency 440 V 220 V
Consumers Diesel Emergency Battery Charge Shore Power Emergency
EG and Connection No.1 LV Transformer
Generator Consumers Consumers
No.2 LV Transformer 850 kW Discharge Board Box, 1400 A 440/225 V
440/225 V 1L-001 6ED - No.1 Wheelhouse AC220 V Distribution Board

1L-002 3LD - D Deck Lighting Distribution Board

2L-001 2LD - Navigation Deck Lighting Distribution Board 1L-003 5LD - B Deck Lighting Distribution Board
No.2 Emergency
2L-002 4LD - C Deck Lighting Distribution Board Transformer 1L-004 7LD - No.1 Upper Deck Lighting Distribution Board
100 kVA AC 440/225 V
2L-003 6LD - A Deck Lighting Distribution Board 1L-005 9LD - No.1 Engine Room Lighting Distribution Board

2L-004 8LD - No.2 Upper Deck Lighting Distribution Board 1L-006 11LD - Electrical Equipment Room AC 220 V Power
Distribution Board
2L-005 10LD - No.2 Engine Room Lighting Distribution Board
1L-007 14LD - Accommodation AC220 V Power Distribution Board
2L-006 12LD - ECR AC 220 V Power Distribution Board
1L-008 13LD - Galley & Laundry AC 220 V Power
2L-007 15LD - Engine Room AC 220 V Power Distribution Board
Distribution Board
2L-010 Inert Gas Generator System Control Panel 2 AC 220/220 V 40 kVA
2L-011 N2 Generator Control Panel (5.1B) 1L-011 N2 Generator Control Panel (5.1A)

2L-012 No.2 UPS for INS 1L-012 No.3 UPS for Navigation

2L-013 Automatic Changeover Box for No.6 UPS for M/T 1L-013 Automatic Changeover Box for No.5 UPS for IAS

2L-014 No.2 DC 110 V Distribution Board for 1L-014 No.3 DC110 V Distribution Board for No.1 6.6 kV
No.2 6.6 kV Main Switchboard Cargo Switchboard
2L-015 Spare 1L-015 Spare

2L-016 No.2 6.6 kV Main Switchboard 1L-016 No.1 6.6 kV Main Switchboard
(Spring Charging and Space Heater) (Spring Charging and Space Heater)
2L-017 No.2 6.6 kV Cargo Switchboard 1L-015 Spare
1L-017 No.1 6.6 kV Cargo Switchboard
(Spring Charging and Space Heater) Key (Spring Charging and Space Heater)
2L-018 Fire Alarm Panel
1L-018 Navigation Lighting Control Panel
2L-019 16LD - No.2 Wheelhouse Window Heater Transformer
Distribution Board 1L-019 21LD - Toilet Floor Heater Distribution Board
2L-020 Spare
440 Volts AC 220/220 V 12 kVA
2L-021 Spare
1L-020 Spare
2L-022 Spare
1L-021 Spare

1L-022 Public Address System

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.4 - Page 3 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.4d Cargo 6600 V and 440 V Distribution 6.6 kV 6. 6kV
From From
No.2 6.6 kV No.1 6.6 kV
Switchboard Switchboard

No.2 6.6 kV CARGO No.1 6.6 kV CARGO

SWITCHBOARD SWITCHBOARD

E.S

E.S
VCB

VCB

VCB

VCB

VCB

VCB

VCB

VCB

VCB

VCB
E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S

E.S
No.3 No.1 No.3 No.1
Cargo Tank Cargo Tank Cargo Tank Cargo Tank
No.2 No.1
No.2 No.2 No.1 No.1
High Duty High Duty
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Compressor Compressor
No.4 No.2 No.4 No.2
Cargo Tank Cargo Tank Cargo Tank Cargo Tank
Key No.2 No.2 No.1 No.1
Cargo Pump Cargo Pump Cargo Pump Cargo Pump

Transformer
No.2 Cargo No.1 Cargo
Transformer Transformer
440 V 1000 kVA 1000 kVA
AC 6600/450 V AC 6600/450 V
6600 V

2CPT-001 1CPT-001

M
No.2 AC 440 V CARGO SWITCHBOARD (PORT) No.1 AC 440 V CARGO SWITCHBOARD (STARBOARD)

2CGP-001 No.3 Tank Spray Pump 2CGP-010 Pipe Duct Exhaust Fan 1CGP-001 No.1 Tank Spray Pump 1CGP-009 No.1 Passageway Exhaust Fan

2CGP-002 No.4 Tank Spray Pump 2CGP-011 No.2 Bilge Fire and General Service Pump 1CGP-002 No.2 Tank Spray Pump 1CGP-010 Deck Store Exhaust Fan

2CGP-003 No.2 High Duty Gas Compressor Auxiliary LO Pump 2CGP-012 Emergency Cargo Pump 1CGP-003 No.1 High Duty Gas Compressor Auxiliary LO Pump 1CGP-011 No.1 Bilge Fire and General Service Pump

2CGP-004 No.2 Low Duty Gas Compressor Auxiliary LO Pump 2CGP-021 No.2 Low Duty Compressor 1CGP-004 No.1 Low Duty Gas Compressor Auxiliary LO Pump 1CGP-021 No.1 Low Duty Compressor

2CGP-005 No.2 Glycol Water Circulating Pump 2CGP-022 No.1 Hydraulic Pump Starter for Ballast Valve 1CGP-005 No.1 Glycol Water Circulating Pump 1CGP-022 No.1 Hydraulic Pump Starter for Cargo Valve

2CGP-006 No.2 Air Lock Supply Fan 2CGP-023 Spare 1CGP-006 No.1 Air Lock Supply Fan 1CGP-023 Spare

2CGP-007 No.2 Cargo Machinery Room Exhaust Fan 2CGP-024 Spare 1CGP-007 No.1 Cargo Machinery Room Exhaust Fan 1CGP-024 Spare

2CGP-008 No.2 Electrical Motor Room Supply Fan 2CGP-025 Spare 1CGP-008 No.1 Electrical Motor Room Supply Fan 1CGP-025 Spare

2CGP-009 No.2 Passageway Exhaust Fan

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.4 - Page 4 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.4e Emergency 440 V and 220 V Distribution No.1 HV
Main Transformer
No.2 HV 2200 kVA
Main Transformer AC 6600/440 V
2200 kVA
AC 6600/440 V

1PT-002-02 Emergency 440 V EMERGENCY 440 V 220 V 1PT-002-01

M
M

M
M

M
1L-101-2 Group Feeder SWITCHBOARD 2P-001 1P-001 Feeder 1L-101-1
2PT-001 2P-001 1P-001 1PT-001
220 V SECTION Starter Panel Panel Panel 220 V SECTION
EP-001 EP-002
SC-001 -001 -001
No.2 440 V 1P-002-01 1P-002 No.1 440 V
2P-002 2P-002-01 EP-002 EP-001

M
SWITCHBOARD EG-001
SWITCHBOARD

Mechanical
No.1 Emergency Interlock
Shore Power Transformer
440 V 440 V
Connection EG 100 kVA AC 440/225 V
Consumers
Consumers
Box, 1400 A
No.2 LV Transformer Emergency No.2 Emergency No.1 LV Transformer
440/225 V Diesel Transformer 440/225 V
Generator 100 kVA AC 440/225 V
850 kW EL-001 1ED - No.1 Emergency Lighting Distribution Board
EP-003 No.2 Steering Gear - 55 kW
EL-002 2ED - No.2 Emergency Lighting Distribution Board
EP-004 Battery Charging and Discharging Board
EGP-001 No.2 Generator Engine Starting Air Compressor EL-003 3ED - No.3 Emergency Lighting Distribution Board
EP-005 Cargo Valve No.2 Hydraulic Pump Starter
EGP-002 No.1 Engine Room Supply Fan EL-004 4ED - No.4 Emergency Lighting Distribution Board
EP-006 Ballast Valve No.2 Hydraulic Pump Starter
EGP-003 No.3 Engine Room Supply Fan EL-005 5ED - No.5 Emergency Lighting Distribution Board
EP-007 Diesel Generator Engine Preheater Unit
EGP-004 No.1 Engine Room Exhaust Fan EL-006 6ED - No.1 Wheelhouse AC220 V Distribution Board
EP-008 Whistle Relay Box
EGP-005 CO2 and Foam Room Exhaust Fan EL-007 Navigation Lighting Reserve Control Panel
EP-009 Local Start/Stop Panel for Generator Engine (Prelub Oil Pump)
EGP-006 Emergency Generator and Switchboard Room Supply Fan EL-008 11LD - Electrical Equipment Room AC 220 V Power Dist. Board
EP-010 No.1 Turbine Generator Supervisory Panel (Aux LO Pump)
EGP-007 No.2 Auxiliary Lubricating Oil Pump for Main Turbine EL-009 12LD - PSR AC 220 V Power Dist. Board
EP-011 No.2 Turbine Generator Supervisory Panel (Aux LO Pump)
EGP-008 Steering Gear and Emergency Fire Pump Room Exhaust Fan EL-010 Fire Alarm Centralised Panel
EP-012 No.3 Group Starter Panel
EGP-009 Emergency Switchboard Room Exhaust Fan EL-011 Spare
EP-013 No.3 Control and General Service Air Compressor
EL-012 Uninterruptible Power Supply No.3 for Navigation
EP-014 No.1 Main Feed Water Pump Turbine Control Panel
EL-013 Uninterruptible Power Supply No.4 for Navigation
EP-015 Spare
EL-014 Auto Changeover Box for No.5 UPS for IAS
EP-016 Spare
EL-015 Auto Changeover Box for No.6 UPS for IAS
EP-017 Spare
EL-016 CO2 Relay Box
EP-018 30 kVA Transformer 1 for No.2 UPS for IAS and Boiler
Key EL-017 No.2 Wheelhouse AC220 V Distribution Board
EP-019 Personnel Lift
EL-018 No.3 DC110 V Distribution Board for No.1 6.6kV Switchboard
EP-020 Breathing Apparatus Air Compressor
Transformer EL-019 UPS for Public Address System
EP-021 No.1 Engine Room AC 440 V Distribution Board (2PD)
EL-020 Lighting Signal Column Relay Box
440 Volts EP-022 Emergency Fire Pump - 185 kW
EL-021 Spare
EP-023 Foam Liquid Pump EL-022 Spare
EP-024 Refrigeration Provision Plant
EL-023 Spare
EP-025 Spare EL-024 Spare

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.4 - Page 5 of 5

2.12.5 Shore Power
A shore connection panel is provided on the emergency switchboard in the
emergency generator room on B deck to accept electrical power supply cables
during refits/drydocks etc. The shore cables connect into the panel via a door
fitted in the base of the panel. The shore power connects, via a moulded case
circuit breaker, to the main 440V switchboard bus tie panel. The maximum
current is 1400 amps. When the emergency switchboard is powered from the
shore, the 440 V switchboards can then be supplied through the tie breakers by
utilising the feedback mode.
The monitoring instruments and lamps for the shore supply are located on the
shore supply panel section of the emergency switchboard.
A phase sequence monitoring system is fitted on the shore supply panel.
The sequence should be checked before connecting shore power to the main
switchboard. If the phase sequence is correct, the BRIGHT lamp will be on and
the DARK lamp will be off. If incorrect the the lamps will be reversed. In this
case the shore supply must be isolated and two supply phases changed over.
The supply should then be reinstated and the phase sequence checked again.
Procedure for the Operation of Shore Power Reception
Methane Nile Eagle
g) At the emergency switchboard turn the BACK FEEDING
switch to the No.1 or No.2 440V MSB position.
b) Turn the No.1 or No.2 BUS TIE CONTROL switch (BCS-1 or
BCS-2) on the emergency switchboard to the CLOSE position.
The relevant breaker closes.
d) The emergency switchboard and the main 440 V switchboards
are now being supplied from the shore.
e) Close BT-LM1 or BT-LM2 in order to supply other side LV 440
V switchboard. (this circuit breaker is interlocked by a key).
f) Proceed to supply essential services such as fans, lighting.
g) If no maintenance is scheduled for the emergency generator, it
may left on auto standby. The emergency generator will then
feed emergency lighting, etc, in the case of failure of the shore
supply.
h) The shore supply should be closely monitored to ensure the
1400 A current limit is not exceeded.
Machinery Operating Manual
h) At the emergency switchboard close the breakers 1P-001 to feed
from the No.1 440 V MSB or 2P-001 to feed from the No.2 440
V MSB.
i) Ensure the emergency generator is returned to normal automatic
start mode.
j) Supply emergency and main consumers as required. Ensure that
IAS mode is selected on all switches on all switchboards.
Note: An interlock system is used to ensure that the shore connection circuit
breaker cannot be closed while any of the main generators or the emergency
generator circuit breakers are closed. Also, the emergency generator circuit
breakers cannot be closed while the shore connection circuit breaker is
closed. The shore power circuit breaker will trip as soon as main generator
circuit breaker is closed.
For details of the interlock system, please refer to illustration 2.12.1b Interlock
System earlier in this section.

The vessel is being supplied by the diesel generator.
a) Isolate all non-essential services, including the sequential restart
motors. Reduce the load at the main 440 V switchboards to the
absolute minimum. Set the PMS to MANUAL to ensure that the
diesel generator does not start when the vessel blacks out.
b) Isolate the emergency generator to ensure it does not start.
c) At the emergency switchboard, the shore connection cables are
connected into the rear of the shore power panel and power is
turned on ashore (ship side 1400A max).
Procedure for Transfer from Shore Supply to the Diesel
Generator
a) Isolate the emergency generator to ensure that it does not start.
b) Isolate all non-essential services. Ensure the sequential restart
motors are still isolated. Reduce load at the main 440 V
switchboard to the absolute minimum. Ensure the PMS is still
set to MANUAL to ensure that the diesel generator does not
start when the vessel blacks out.
c) Run up the diesel generator on local control.

d) The correct phase sequence is confirmed as described above.
e) At the emergency switchboard, turn the amperes, volts and
frequency switches to the SHORE position to monitor the
incoming power.
f) At the main switchboard, open the relevant main generator
circuit breaker. The vessel blacks out.
f) Close the shore connection breaker SC-001 at the emergency
switchboard. The shore supply now feeds the emergency
switchboard.
d) When the generator has run up to speed and the correct voltage
established, open the shore connection circuit breaker on the
emergency switchboard. The vessel blacks out.
e) Turn the breaker Trip/Close switch to the CLOSE position to
connect the generator to the HV main switchboard in the dead
bus condition.
f) At the 6600 V switchboards, close the main transformer
breakers.
g) At the 440 V main switchboards close the main transformer
breakers to feed the 440 V main switchboards.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.5 - Page 1 of 1
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.6a Main Alternators
Main Switchboard

Main Switchboard Reference/Power Line

Rotor Varistor Diodes Exciter Rotor

Winding

Generator
ACB
Measuring and Auto Synchronising ACB Control
Switchboard Generator Section Key Protection Unit Unit
kW COS A kV No Volt,
1 - Ammeter Selector Switch
Overload, IAS
2 - Voltmeter Selector Switch High/low
3 - De-excitation Pushbutton Load Signals ABB Alternator Rotor Electrical Diagram

ABB
4 - Ready to Start
5 - Standby Indication Other
1 2 6 - Space Heater On Generators
G G
7 - Heater On-Off Selector Switch
8 - Ready to Start from Decpt.
3 4 5
9 - Diesel Generator Stop
Engine Local
10 - Diesel Generator Start Control Panel
6 7 8 kW. Wattmeter Governor Engine Stop/Start
Alternator AVR/REM545
A. Ammeter Control Control
Reference/Supply
COS. Power Factor Meter Lines
V. Voltmeter
REM545 Generator/Power
Diesel Engine
9 10 Management Module Governor

Current
Sensing

3 Phase
6,600 V 60 Hz Output

Key
10
1. Shaft
2. Bearing
3. Bearing Bracket
4. Stator Coil
5. Fan
4 7 11 6. Rotor Coil
7. Stator Core
5 6 8 8. Rotor Core
3 16 18
12 13 14 9. Rotor Spider
2 9 10. Air Cooler
15 17 19 11. Fan Guide
1 12.Protective Resistor
13. Rectifier Element
14. Exciter Field Core
15. Exciter Armature Core
16. Exciter Field Coil
17. Exciter Armature Coil
18. Bearing Sensor
19. Permanent Magnetic Generator

Switchboard Generator Section (Diesel Generator)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.6 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.12.6 Main Alternators Electrical During emergency cooling the generator protection is lowered to IP 21, therefore
The alternator output voltage is kept constant by a microprocessor based the ingress of dirt must be kept to a minimum. The winding temperatures must
automatic voltage regulator (AVR). The Digital Excitation Control System be closely monitored when operating in this condition.
Turbine Alternators
(DECS) controls the current into the generator exciter field. Input power to
Maker: Nishishiba Electric Co. Ltd.
the DECS is from a multi-pole, high frequency permanent magnet generator. Alarms
Capacity/rating: 6600 V, 3 ph, 60 Hz, 3450 kW, 378 A, 4313 kVA This unit also provides over and under-excitation limitation as well as over-
0.8 pf, 4 pole, IP44 fluxing control. In the event of an AVR failure, manual voltage control can be Tag Description High High
Speed: 1800 rpm carried out using the MVCR control device. To use manual voltage control the High
Heating: 230 V, 1080 W changeover switch BH-T5 (cos) must be set to the MANUAL position. Switch GP/S048 Air cooler air outlet temperature 100°C 105°C
cos should only be operated when the generator is stopped. GP/S042 R winding temperature 165°C 170°C
Diesel Generator
GP/S043 S winding temperature 165°C 170°C
Maker: Nishishiba Electric Co. Ltd The AVR unit/cabinets are situated on the port and starboard side of the main GP/S044 T winding temperature 165°C 170°C
Capacity/rating: 6600 V, 3 ph, 60 Hz, 3450 kW, 378 A, 4313 kVA switchboard room.
GP/S060 Turbine rotor vibration 50 μm
0.8 pf, 10 pole, IP44 An Exciter Diode Monitoring device (EDM 200) is fitted to monitor the GP/S061 Turbine rotor axial movement ±0.55 mm
Speed: 720 rpm operation of the rotating diodes of the exciter. In the event of a diode open-
Heating: 230 V, 1440 W circuit or short-circuit, this unit will raise an alarm and initiate a generator
Tag Description High
shutdown if necessary. Three current transformers (CTs) used for monitoring
are mounted inside the generator terminal box. HV012 No.1 turbo generator ACB current 452 amps
Introduction HV022 No.2 turbo generator ACB current 452 amps
One steam generator normally provides electrical power under normal
Two main steam turbine generators and one main diesel generator are fitted. conditions at sea and in harbour, with the diesel generator on standby. During Trips
They are all of the totally enclosed, cylindrical rotor, self-excited, brushless standbys, manoeuvring or cargo operations, two turbine generators should be
type fitted with an integral air to fresh water cooler. on load supplemented by a diesel generator if required. Tag Description High
Generator cooling is provided by passing air over the integral fresh water GP/S052 Turbine rotor vibration 80 μm
The priority order of the standby generator is selected at the IAS generator
cooler, using a closed circuit air supply. The cooler is constructed of double screen mimic. GP/S053 Turbine rotor axial movement +0.7mm.
tubes, the outer tube has internal grooves. The grooves drain any leakage
water from the primary tubes, which is drained out via a clearance between the In any of the above cases where two or more generators are on load, one
primary and secondary tube plate to the leakage detector, which will raise an generator has enough capacity to supply the total load after the operation of
alarm via the IAS alarm system. the preference trips.

Space heaters are fitted which are energised when the generator circuit breakers
Emergency Cooling
are open. These protect against internal condensation during shutdown periods.
Six PT100 sensors are embedded in the stator to monitor the temperature in If the cooling system fails the alternator may still be run on reduced load with
each phase winding, three are active and three are spare. These temperatures the emergency ventilation in place, as follows:
can be monitored from the Integrated Automation System (IAS) screen mimics
and will raise alarms when the temperature set points are exceeded. a) Remove the inlet covers (4 pieces) and the nets

b) Remove the outlet covers (4 pieces) and the nets

Bearings
The main bearings are of the sleeve type. A forced lubrication system with a c) Remove the sub-covers (4 pieces) Stay clear of the emergency
lubricating oil cooler, as part of the prime mover LO system, is used on each cooling plates when removing the screws of the subcovers as
alternator. these can cause injury.

The bearings also have temperature sensors which can be monitored from the d) Block the top module airflow by closing the emergency cooling
IAS screen mimic and will raise alarms when the temperature set points are plates.
exceeded.
e) Refit the nets

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.6 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.7a Emergency Alternator

EMERGENCY SWITCHBOARD

24 V
Emergency Generator Starting
Engine Control Panel Battery
Disconnection
1 2 3
Switch
(DS)
3 4 5 6 7 8 9 10

ACB Control ACB

AR216S
A kW V Hz V Hz
11 12 13 14 15 16 17 18
Battery
Charger
4 5 6 7 HM Monitoring/Control
Sy
0 0 0 2h

19 20 21 22
BACK FEEDING
Key
OFF

1: ACB Open Lamp

No.1 AC440V No.2 AC440V

TS: Emergency Generator Sequence Test Switch (ENG-NOR-ENG&ACB)

MSB MSB

SHS CHS-L CHS-R LTS FBS 2: Gen Run Lamp EFD: Earth Fault Location Equipment
STR 23 25 26 27
3: ACB Closed Lamp DSR: Differential Relay Reset
A: Ammeter ACB: Air Circuit Breaker
W: Wattmeter VR: Voltage Regulator 24
AS-2 VS-7 FS-16 COS-A SYS
V: Voltmeter SHS: Space Heater On/Off Switch
F: Frequency Meter CHS-L: Coolant Heater Left Side
COS-CH BCS-1 4: Ready to Start Lamp CHS-R: Coolant Heater Right Side
ECS GCS BCS BCS-2
5: Auto Standby Lamp LTS: Lamp Test Key
6: Emergency Stop Source Lamp STR: Short Circuit Trouble Reset 3: Source Lamp
7: DC 24 V Source Lamp FBS: Back-Feeding Selector Switch 4: Auto Start Standby Lamp
HM: Running Hour Meter AS-2: Ammeter Switch 5: Running Lamp
Sy: Synchroscope VS-7: Voltmeter Switch 6: Start Fail Lamp
VR
Excitation Control 7: Overspeed Trip Lamp
8: Cooling Fresh Water High Temperature Trip Lamp
ACB FS-16: Frequency Meter Switch 9: Lubricating Oil Low Pressure Trip Lamp
Engine Control/
COS-A: Mode Select Switch (Manual - Auto) Alarms/Monitoring 10: Cooling Fresh Water High Temperature Alarm Lamp
SYS: Synchroscope Switch 11: Lubricating Oil Low Pressure Alarm Lamp
ECS: Engine Control Switch (Stop - Start) 12: Lubricating Oil High Temperature Alarm Lamp
GCS: Governor Control Potentiometer (Low - Off - Raise) 13: Cooling Fresh Water Low Pressure Alarm Lamp
TS
BCS: ACB Control (Open - Close) 14: Battery Charger AC/DC Source Fail Alarm Lamp
COS-CH: Check Synchro On/Off Switch 15: Left Bank Turbocharger Outlet High Temperature Alarm
16: Right Bank Turbocharger Outlet High Temperature Alarm
THE SELECT SWITCH "EG SEQUENCE
TEST" IS PROVIDED INSIDE THIS PANEL
BCS-1: No.1 ACB Bus Tie Control Switch
AR216S 17: Trip Circuit Fail
BCS-2: No.2 ACB Bus Tie Control Switch
18: Emergency Stop Indication
EFD
Automatic 19: Start Pushbutton
Voltage Regulator 20: Stop Pushbutton
THE SELECT SWITCH "EARTH FAULT
LOCATION EQUIPMENT" IS PROVIDED
21: Reset Pushbutton
INSIDE OF THIS PANEL
22: Lamp and Bell Test Pushbutton
TERASAKI 23: Bell Stop Pushbutton
24: Emergency Stop (Press, Lock and Turn Reset)
MAKER'S
NP "A" 25: Power Source On/Off Changeover Switch
26: Starting Manual - Auto
27: CFW and LO Trips Enable/Auto Switch

Starter Motor
Emergency Generator Panel Emergency Generator

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.7 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
2.12.7 Emergency Alternator Emergency Generator Engine Alarms and Trips

Maker: Leroy Somer Description Set Point Alarm /Trip IAS ID

Type: LSA 50 IM6 LO Low Pressure 1.245 bar Alarm LV016
Capacity/rating: 450 V, 3 ph, 60 Hz, 850 kW, 1363.2 A, 1062.5 kVA CFW High Temperature 102°C Alarm LV015
0.8 pf, 4 pole, IP44 LO High Temperature 117°C Alarm LV040/LV001
CFW Low Pressure 0.686 bar Alarm LV042/LV001
Speed: 1800 rpm
Battery Charger Abnormal - Alarm LV045/LV001
Weight: 2500 kg
T/C Exh Gas High Temperature 590°C Alarm LV046/LV001
Heating: 220 V, 250 W
LO Low Pressure 0.824 bar Trip LV041/LV001
CFW High Temperature 106°C Trip LV043/LV001
Introduction Overspeed 2070 rpm Trip LV044/LV001

A self-contained emergency diesel generator, rated at 850 kW, is fitted in the

emergency switchboard room on B deck for use in an emergency or during
refit. The generator is of the self-excited, brushless type and can be set for
manual or automatic operation. Automatic mode will be normally selected,
with the manual setting being used for testing the generator.

The emergency switchboard is normally supplied from either of the main 440
V switchboards. When automatic mode is selected, the emergency generator
is started automatically by detecting zero volts on the emergency switchboard
busbars. The emergency generator air circuit breaker (ACB) will connect
automatically to the emergency switchboard after confirming the continuation
of no-voltage. As well as supplying the main 440 V switchboards, the No.1
cargo 440 V switchboard can be back-fed from the emergency switchboard.

The emergency generator is designed to restore power to the emergency

switchboard within 45 seconds. The bus tie breakers on the emergency
switchboard, which connect to the main 440 V switchboards, are opened
automatically when zero volts is detected on the switchboards.

The alternator’s automatic voltage regulator (AVR) is fitted within the

alternator terminal cover. There is a potentiometer inside the generator cubicle
on the emergency switchboard to enable the voltage to be manually adjusted.

The generator ACBs undervoltage trip (UVT) has an energising switch fitted
inside the generator cubicle which will close the UVT and enable the ACB to
be closed under certain fault conditions.

The generator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the generator
ACB.

The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.7 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
2.12.8 Preferential Tripping and Sequential Illustration 2.12.8a Preferential Tripping
Restarting
First Stage Second Stage
Preferential Tripping Preference Trips Preference Trips
20 Seconds 25 Seconds
Generator Overcurrent
The power management system matches the generator capacity to the power
PT1 PT2
requirements of the vessel. However, should the following overcurrent settings
be exceeded for any main generator, the PMS will initiate the release of the first
stage preferential trips, thereby providing protection against the overcurrent 1P-004 Air Conditioning Plant (No.1 Electric Heater) No.2 HV 2HP-009 Bow Thruster
which would otherwise trip the ACB: No.1 440 V Main Switchboard
1P-005 Calorifier
Main Switchboard
Setting current: 398 A (105% of the rated current of the generator) 1P-012 Air Conditioning Plant (No.1 Compressor)

Operating current: 418 A (105% of the setting current) 1P-013 No.1 Main Switchboard Air Conditioning Unit
1HCP-006A No.1 Cargo Tank No.1 Cargo Pump
Operating time: 20 seconds
1HCP-006B No.2 Cargo Tank No.1 Cargo Pump
2P-004 Air Conditioning Plant (No.2 Electric Heater) No.1 HV
Should the following overcurrent settings be exceeded for any main generator, No.2 440 V Cargo Switchboard 1HCP-006C No.3 Cargo Tank No.1 Cargo Pump
Main Switchboard 2P-008 Galley & Laundry 440 V Power Distribution Board (4PD)
the PMS will initiate the release of the second stage preferential trips, thereby 1HCP-005A No.4 Cargo Tank No.1 Cargo Pump
providing protection against the overcurrent which would otherwise trip the 2P-012 Air Conditioning Plant (No.2 Compressor)
1HCP-005B No.1 HD Compressor
ACB: 2P-013 No.2 Main Switchboard Air Conditioning Unit

Setting current: 455 A (120% of the rated current of the generator)

Operating current: 478 A (105% of the setting current) 3GP-001 Air Conditioning Plant (No.1 Air Handling Unit) 2HCP-006A No.1 Cargo Tank No.2 Cargo Pump

Operating time: 25 seconds No.3 Group Starter 2HCP-006B No.2 Cargo Pump No.2 Cargo Tank
Panel 3GP-021 Air Conditioning Plant (No.2 Air Handling Unit) No.2 HV
Cargo Switchboard 2HCP-006C No.3 Cargo Pump No.2 Cargo Tank

HV Main Transformer Overcurrent 2HCP-005A No.4 Cargo Pump No.2 Cargo Tank

If the primary current of the HV main transformers exceeds the settings shown 1HCP-005B No.2 HD Compressor
below, the PMS will initiate the release of the stage 1 preferential trips, thereby No.1 440 V 1L-008 Galley & Laundry 220 V Power Distribution Board (13LD)
providing protection against the overcurrent which would otherwise trip the Main Switchboard
1L-019 Toilet Floor Heater Distribution Board (21LD)
ACB. 220 V Feeder
Section
Setting current: 220 A (105% of the rated current of the generator)
Operating current: 231 A (105% of the setting current)
Operating time: 20 seconds

When normal conditions resume, the breakers must be manually reset.

Forced Trip
Should a generator breaker trip under abnormal conditions, the forced trip
system will immediately trip large consumers to reduce the load on the
remaining generators. These trips are identical to the second stage preferential
trips listed opposite.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.8 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
Sequential Restart Sequence Illustration 2.12.8b Sequential Restart Lists

When normal power is restored after a blackout, all essential service

machinery in service before the blackout will be started automatically when Motor Reconnection Motor Reconnection
the switchboard has regained power. Motors that were selected for duty Motor
Reconnection
Motor
Reconnection
Starter Time Starter Time
before the blackout will be automatically returned to duty when power is
restored. Similarly, motors selected for standby will automatically return to DOL Air Lock Fan 2 seconds AUTO No.2 Boiler Forced Draught Fan 40 seconds
standby. If the machinery designated for duty does not restore normal system DOL Electric Motor Room Supply Fan 2 seconds DOL Main (Aux) Sea Water Circulating Pump 45 seconds
conditions, such as pressure, within a preset time, the standby motor will cut in DOL Steering Gear 2 seconds DOL Cargo Machinery Room Supply Fan 55 seconds
automatically. If power is only restored to the emergency switchboard, motors
DOL Main Turbine Auxiliary LO Pump 2 seconds DOL Fire Line Jockey Pump 70 seconds
whose supply is from the emergency switchboard will start irrespective of any
DOL B.O.G. Extraction Fan 2 seconds
previous selection.
DOL Stern Tube LO Pump 2 seconds
The sequential restart system controls the linking tie breakers between the DOL External Desuperheater Feed Pump 2 seconds
following switchboards: DOL Fresh Water Hydrophore Pump 2 seconds
DOL Starting Air Compressor 2 seconds
• No.1 and No.2 6600 V main switchboards and No.1 and No.2 Star/Delta Control and GS Air Compressor 2 seconds
6600 V cargo switchboards DOL Steering Gear Grease Pump 2 seconds
• No.1 and No.2 6600 V main switchboards and No.1 and No.2 DOL Generator Turbine LO Priming Pump 2 seconds Tie Breaker Reconnection
440 V main switchboards, via the main transformers DOL Diesel Generator LO Priming Pump 2 seconds Breaker
Bus Tie
Reconnection
Identification Time
• No.1 and No.2 6600 V cargo switchboards and No.1 and No.2 DOL Ballast Valve Hydraulic Pump 2 seconds
HV076 No.1 Main Switchboard - No.2 Main Switchboard 1 second
440 V cargo switchboards, via the cargo transformers DOL Cargo Valve Hydraulic Pump 2 seconds
HV080 No.1 Main Switchboard - No.2 Main Switchboard 1 second
• No.1 and No.2 6600 V main switchboards DOL Ballast Valve Hydraulic Topping-Up Pump 2 seconds
HV007 No.2 Main Switchboard - No.2 Cargo Switchboard 1 second
DOL Cargo Valve Hydraulic Topping-Up Pump 2 seconds
• No.1 and No.2 6600 V cargo main switchboards CM094 No.2 Main Switchboard - No.2 Cargo Switchboard 1 second
DOL Boiler Seal Air Fan 2 seconds
HV006 No.1 Main Switchboard - No.1 Cargo Switchboard 1 second
DOL No.1/2 Passage Exhaust Fan 2 seconds
Note: The tie breakers between the No.1 and No.2 6600 V cargo switchboards CM074 No.1 Main Switchboard - No.1 Cargo Switchboard 1 second
are available but are not used, due to the creation of a closed 6600 V loop DOL Fire Pump 2 seconds
LV025 No.1 Main Switchboard - No.1 440 V Main Switchboard 2 seconds
when the 6600V main switchboards are connected. See illustration 2.12.2a DOL Emergency Fire Pump 2 seconds
LV030 No.2 Main Switchboard - No.2 440 V Main Switchboard 2 seconds
for possible loop configurations. DOL Main (Aux) Condensate Water Pump 5 seconds
HV004 No.1 Main Switchboard - No.1 440 V Main Switchboard 3 seconds
DOL Central Cooling Fresh Water Pump 5 seconds
The delay blackout restart period for individual motors is displayed via their HV005 No.2 Main Switchboard - No.2 440 V Main Switchboard 3 seconds
DOL Vacuum Pump 5 seconds
Parameter View module parameter screen display, page 2. Additionally, a delay CM071 No.1 Cargo Switchboard - No.1 440 V Cargo Switchboard 6 seconds
DOL Main Sea Water Cooling Pump 15 seconds
period is defined for the standby pump to start if the system pressure is not CM229 No.1 Cargo Switchboard - No.1 440 V Cargo Switchboard 6 seconds
attained or a failure to run period after a blackout. DOL Condensate Drain Pump 15 seconds
CM091 No.2 Cargo Switchboard - No.2 440 V Cargo Switchboard 6 seconds
DOL Engine Room Supply Fans 20 seconds
CM230 No.2 Cargo Switchboard - No.2 440 V Cargo Switchboard 6 seconds
DOL Engine Room Exhaust Fans 20 seconds
CM077 No.1 Cargo Switchboard - No.2 Cargo Switchboard 10 seconds
DOL Boiler Fuel Oil Supply Pump 20 seconds
CM097 No.1 Cargo Switchboard - No.2 Cargo Switchboard 10 seconds
AUTO No.1 Boiler Forced Draught Fan 30 seconds
DOL Glycol Water Circulating Pump 30 seconds

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.8 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.9a Emergency Battery Charging and 24 V Distribution
BATTERY CHARGER AND DISCHARGER BOAR D
(FOR GENERAL SERVICE)

440 V AC Feed from

MC1
No.2 Feeder Panel (way 2P-014)
Automatic
BATTERY CHARGER & DISCHARGER
Change-Over
A V 440 V AC Feed from
Emergency Switchboard (way EP-004)
MCCB

AC440V.3
50Hz/60Hz
MAIN MCCB
MTR

FUSE
A V A V BATTERY
MC2
L1
RECTIFIER AVR

LOAD

EM’CY BATT.MCCB

F1
BATTERY

RECTIFIER

SOURCE MAIN SW MTR AVR LOAD

F2
OVER VOLTAGE EARTH
(LOW INSULATION)

B-001
UNDER VOLTAGE

AUTO MODE
CHARGE MODE
BOOSTING TIME General Use Battery (300 Ah/10 hr)
1 0

min.

100 A
B-003
Wheelhouse DC 24 V Distribution Board
FLOATING CHARGE BOOSTING CHARGE

10 A
- + - +
B-004
VOLTAGE ADJUS TABLE
MSB No.1 AC 440 V Main Switchboard

10 A
B-005
V
LAMP TEST
A
MSB No.2 AC 440 V Main Switchboard
REC. BATT. LOAD REC. BATT. LOAD

10 A
B-006
EARTH INSULATE RESISTANCE MONITOR EARTH
0.02
EARTH ALARM
0.03 Personnel Lift Control Panel
0.01 0.04
P(+) N(-) 0.008 0.05

10 A
∞ 1 .5 .3 .1 .05 .03 .01 .005 0mΩ
0.006 0.1

B-007
TEST
0.004 0.2
0.002 0.3
Spare

BATT. AMMETER LOAD AMMETER

100 A
B-008 EER DC 24 V
Distribution Board
BUZZER 50 A
STOP B-009 Process station (ECR Room)
Battery Charger
& Discharge Panel
10 A
B-010
MSB No.1 T/G Supervisory Panel
BATTERY CHARGER & DISCHARGER
PANEL

10 A
Spare
A V

A V A V

BATT.MCCB

10 A
BATT. AMMETER

BUZZER
STOP
LOAD AMMETER

Spare

10 A
Spare

10 A
Spare

10 A
Spare

10 A
Spare

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.9 - Page 1 of 4

2.12.9 24 Volt Battery System and Uninterruptible
Power Supply
Introduction
The vessel’s essential consumers are fed from local 24V DC distribution boards
as well as Uninterruptible Power Supply (UPS) units. The ship’s battery/UPS
systems are as follows:
• The general service battery charger and discharge board. This
is fed with normal and emergency 440V AC supplies and is
equipped with a battery back-up system.
• There are three 24 V DC distribution boards as follows:
Wheelhouse distribution board
Electrical equipment distribution board
Process station distribution board
• The emergency generator starter. A separate 24V battery and
charger system is provided for the emergency generator starting
arrangements.
• The IAS system is fed from four UPS units. Two (No.1 and
No.2) are supplied from the normal 440V system via a 30kVA
440/400V transformer. No.1 is supplied from No.1 440V
switchboard and No.2 from the 440V section of the emergency
switchboard. The other two are fed from the main 220 V supply
backed up by the emergency 220 V supply.
• The radio/GMDSS equipment has its own 24 V battery back-up
supply, situated in the locker at the back of the wheelhouse.
Battery Charger/24 V DC Distribution Board
Charger Board
Maker: Hyun Jin Co. Ltd
Rating/capacity: 24V 200 A
Input voltage: 440V AC (No.2 440V AC feeder panel, way 2P-014
and emergency switchboard 440V feeder panel way
EP-004)
Floating voltage: 26.5V
Boost voltage: 30.0V
Output voltage: 24.4V (total)
Overvoltage: 30.5V
Undervoltage: 23.0V
Manual charge time: 0-99 minutes
Issue: Final Draft - October 2007
Methane Nile Eagle
Batteries
Maker: Global and Yuasa Battery Co. Ltd
Rating/capacity (each): 24V 300 Ah
Type: Maintenance-free sealed lead acid
Model: MSB300
Voltage (nominal): 2.0V per cell
Total number of cells: 12, 2 sets of 6
The general service battery charger and discharge board is supplied with 440V
AC from the No.2 440V main switchboard and also from the emergency
switchboard 440V feeder panel. The system is equipped with a battery back-up
system. The 440V AC from the No.2 440V main switchboard is transformed
and rectified to 24V DC to supply the 24V DC consumers. In the event of
loss of the normal 440V supply, the 440V from the emergency switchboard
is transformed and rectified to 24V DC and will continue to feed the 24V DC
consumers. In the event of loss of both 440V supplies, the battery system will
continue to supply the consumers. The batteries are normally on a floating
charge with the rectifier supplying the load.
The charger has a facility to adjust the charging voltage. This, however,
should not be altered once the charger has been commissioned. While the
storage batteries are fully charged, they are subjected to a floating charge. In
this condition, the charger supplies the 24V consumers. A constant voltage is
applied to the battery, regardless of any load, power or temperature variation
and the charging current varies according to the charged state, maintaining the
battery in a fully charged condition.
If the batteries have been on load due to a power failure, on restoration of the
power supply the battery charger is automatically transferred to an equalising
charge and this rapidly charges the batteries. As soon as the batteries become
fully charged, it reverts to a floating charge. This mode may also be manually
selected by a pushbutton on the charging panel. The charge performed
after the recovery from a power interruption is controlled by the automatic
control system, which protects the batteries and charging circuits from excess
current.
The following alarm indications are present on the front of each panel:
• SOURCE - main/emergency supply present (illuminated under
normal conditions)
• MAIN SW. - main supply MCCB closed/open (illuminated
under normal conditions)
• MTR - main transformer operational (illuminated under normal
conditions)
• F1, F2, F3 - 26 V AC main protection fuse operational
(illuminated under normal conditions)
• RECTIFIER - AC/DC switching converter operational
(illuminated under normal conditions)
IMO Number: 9321770
Machinery Operating Manual
• AVR - automatic voltage regulator operational (illuminated
under normal conditions)
• BATT. MCCB - battery breaker and on/off switch operational
(illuminated under normal conditions)
• OVER VOLTAGE (illuminated under alarm conditions)
• UNDER VOLTAGE (illuminated under alarm conditions)
• EARTH (LOW INSULATION) - 24 V DC low insulation alarm
(illuminated under alarm conditions)
IAS UPS Units 1 and 2
Maker: Powerware
Rating: 400V, 30 kVA
No. of sets: 2 (No.1 and 2)
Type: PW9305-301
Output voltage: 400V AC
The IAS has two of these units, UPS1 and UPS2 situated in the electrical
equipment room and the process station room respectively. Under normal
conditions, UPS1 is supplied with 440V from No.1 main 440V switchboard
via breaker IP-027 and UPS2 from the emergency switchboard via breaker
EP-018. In the event of loss of the normal supply to either UPS, the other UPS
normal supply is used as a by-pass supply to replace the lost supply. Please
refer to illustration 2.12.9b for further information.
The output from the UPS is fed via a 440V AC/400 V AC 30 kVA transformer
to Power Distribution Units (PDU). The power distribution units in turn supply
the process control stations and the operator stations of the IAS.
The charger is fitted with a battery voltage monitoring facility which will
raise an alarm if the battery voltage moves above or below a preset level
or the battery current rises above a preset level. The unit is also fitted with
mains failure, UPS failure and battery discharge failure alarms. The unit also
indicates mains and inverter operation via the IAS system. The batteries are
located in the battery room on the upper deck.
The UPS charger is a fully automatic charging device which automatically
charges the storage batteries. The inverter and batteries may be manually
bypassed in the event of an inverter failure or for specific maintenance.
Section 2.12.9 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.9b Uninterruptible Power Supply Distribution
PS C1 SVC-OS5 (ECR)
Electrical Equipment Room Accommodation A Deck E.E.Room
No.1 Main Switchboard Room PS C2 SVC-OS6 (ECR)
220V Accomm.
Engine Room 2nd Deck PS C3 SVC-OS7 (ECR)
B Deck
UPS No.1 and PS C4 NDU A1 E.E Room
30 kVA H/D
XA Power 30 kVA Transformer Transformer Cargo NDU A2 P.S. Room
220V AC PS - M8 XA Fail Comp1
LV037 Fail 440V AC/400V AC 440V AC/220V AC Machinery
Emergency Supply CM014 No.1 PDU
L/D Printer 2 Laser (CCR)
Comp1 Room
PS C5 E.E.Room Printer 3 Colour (CCR)
XA
220V AC Ship Supply By-Pass Accomm. Printer 6 Alarm (ECR)
CM198
Single Phase PS C6 B Deck
UPS No.5 SVC-OS8 (ECR)
PS M1
UPS 5 Alarm 2.5kVA SVC-OS9
PS M2 P.S.Room CBC-A
To PS - M5 W/H
E.Room SVC-OS10
PS M3
XA 2nd
Fail LV023 Main PS M5 Deck PS M4
440V AC
3 Phase PS - C5 PS M6 NDU B1/C1 EER
Main Source (CBC E) JB for Main
(No.1 LV Main E.E.Room NDU B2 (ECR)
Power Supply Unit 220V XA Vaporiser
Switchboard Accomm.
JB for No.1
Emergency Source, way 1P-027) CM199
B Deck
LNG Heater Spare
Manoeuvring Control Box (ECR) Earth ABCP (PSR)
Bypass
Solenoid Control, Fault Spare
Input
Manoeuvring Control Box (ECR) Alarm
Spare
Indicator Panel, Spare
ECR Control Console (ECR 5 - 1)
SVC-OS1
Spare SVC-OS2 Cargo Control
Upper Deck Battery Room SVC-OS3 Room C Deck
Spare Spare 220V
SVC-OS4
Spare Spare

PS C1 SVC-OS1
No.2 Main Switchboard Room Bypass Process Station Room Cargo
Input Engine Room 2nd Deck E.E.Room SVC-OS2 Control
Engine Room 2nd Deck 220V PS C2
Accomm. SVC-OS3 Room
PS C3 B Deck C Deck
SVC-OS4
XA Power 30 kVA PS C4
220V AC PS - M6 Transformer H/D SVC-OS5 (ECR)
LV039 Fail XA Fail Cargo
Emergency Supply 440V AC/400V AC LV022
Comp2
Machinery SVC-OS6 (ECR)
No.2 PDU L/D
Comp2 Room SVC-OS7 (ECR)
220V AC Ship Supply XA E.E.Room
By-Pass PS C5
Single Phase LV035
Accomm. NDU A1 E.E Room
UPS No.6 PS C6
B Deck NDU A2 P.S. Room
UPS 6 Alarm 2.5kVA PS M1
To PS - M6 Printer 1 Alarm (CCR)
PS M2 P.S.Room
E.Room Printer 4 Colour (ECR)
XA
Fail LV024
PS M3 2nd Printer 5 Laser (ECR)
PS M5 Deck SVC-OS8 (ECR)
Emergency Source (CBC E)
PS - M3 PS M6
Power Supply Unit Emergency SVC-OS9 (CBC-A)
220V E.E.Room
JB for LNG
440V AC XA SVC-OS10 (CBC-A)
Main Source, Vaporiser
Accomm.
3 Phase LV036 JB for No.2
Manoeuvring Control Box (ECR) B Deck
(Emergency Switchboard LNG Heater PS M4
way EP-018) Earth ABCP (PSR)
Direct Control,
Fault NDU B1/C1 EER
Manoeuvring Control Box (ECR) Spare
Alarm
Trip Circuit, NDU B2 (ECR)
Spare
ECR Control Console (ECR) Spare
Spare
Spare 220V Spare
Spare
Spare Spare
Upper Deck Battery Room
Spare Spare

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.9 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
IAS UPS UNITS 5 and 6
Maker: Powerware
Rating: 230V, 3kVA
No. of sets: 2 (No.5 and 6)
Part No.: 701860 (3kVA Mk III)
Output voltage: 230V AC

As well as the two main UPS units there are two 3kVA units (No.5 and No.6).
No.5 UPS is located in No.1 LV main switchboard room and No.6 UPS is
located in No.2 LV main switchboard room. Both of these units are fed from
the main 220V switchboard under normal conditions and from the emergency
220V switchboard in an emergency using an automatic changeover box.

Emergency Generator Starting Batteries

These batteries are charged from a bulkhead-mounted battery charger located
in the emergency generator room. The charger is fitted with an ammeter and
voltmeter to monitor the charging supply.

The charger is automatic in operation with floating and equalising charging

modes, indicated by lamps on the front panel. If the battery is discharged, the
charger automatically transfers to the equalising mode and rapidly charges the
battery. As soon as the battery becomes fully charged, it reverts to a floating
charge. The charge performed after the recovery from a power interruption
is controlled by the automatic control system, which protects the battery and
charging circuits from excess current. The mode may also be manually selected
via a toggle switch on the front panel. The charger is fitted with battery low
voltage and charger failure alarms. These will raise an alarm via the emergency
generator local control panel in the event of any abnormal conditions.

The boards and chargers are designed for continuous operation and are
practically maintenance free. However, the units should be kept clean and
dry and a visual inspection of connection integrity, cable condition etc, made
once a year. At this time the charging voltages should be checked using a high
quality digital voltmeter. All batteries should be kept clean and dry. The battery
poles and connections must be kept covered with acid free vaseline. The cell
voltages should be checked and logged once a month and the connection
terminals checked for tightness once a year.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.9 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.12.10a Cathodic Protection System

Forward Power Supply Unit

Rudder Stock Remote Monitoring Input 440 V 60 Hz 1PH
Bonding Panel Output 200 A 24 V DC

Bosun Store

Equipment Location 100A Recessed Titanium Recessed Zinc

225A Surface Titanium Anodes Recessed Zinc Aft Power Anodes Located Reference Electrodes
Located at Frame 301/2 Reference Electrode Supply Unit at Frame1341/2 Port Located at Frame 1461/2
Port and Starboard Located at Frame 531/2 Input 440 V 60 Hz 1PH and Starboard Port and Starboard
Port and Starboard Output 450 A DC 24 V

IAS 0
0
mV
075

250

Shaft Millivolt
Monitoring Panel Monitoring Brushes
225 A Anode Reference Cell in Engine Room 100 A Anode Reference Cell (Insulated From
Earth/Mounting)

Shaft Earthing
Brushes
JB JB JB JB

Aft Power
Supply Unit Central
Input 440 V 60 Hz 1PH Alarm System
Output 450 A DC 24 V
Propeller Shaft
Copper Slip Ring

Forward Power Supply Unit

Input 440 V 60 Hz 1PH
Output 200 A 24 V DC

JB JB JB JB

225 A Anode Reference Cell 100 A Anode Reference Cell Propeller Shaft Earthing
System Wiring and Monitoring Assembly

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.12.10 - Page 1 of 2

2.12.10 Cathodic Protection System
Maker: Korea Cathelco
Type: Impressed Current
Power Supply: AC 440 V, 60 Hz
The vessel is provided with an Impressed Current Cathodic Protection
(ICCP) system. This method of corrosion protection automatically controls
electrochemical corrosion of the ship’s hull structure below the waterline.
Cathodic protection can be compared to a simple battery cell, consisting of two
plates in an electrolyte. One of the battery plates in the electrolyte will waste
away through the action of the flow of electrical current, if the two battery
electrodes are connected electrically. When two metals are immersed in sea
water, which acts as the electrolyte, one of the metals acts as the anode and
will waste away. Which metal, in any pair, acts as the anode depends upon their
relative positions in the electrochemical series but steel will act as an anode to
copper, brass or bronze. The strength of the electric current generated in the
corrosion cell, and hence the rate at which wastage takes place, depends upon
the metals involved and the strength of the electrolyte.
If a third electrode is added to the cell and current is forced to flow, the third
electrode acts as the cathode and the old anode will act as the new cathode.
This is how an impressed current cathodic protection system functions. When a
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential
more negative that the surrounding sea water. For this reason, loading and
discharging terminals normally comply with the ISGOTT Recommendation
20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO
recommendations for the safe transport, handling and storage of dangerous
substances in port areas, that ship shore bonding cables should be discouraged.
Hence, high currents that can occur in earthing cables and metallic connections
are avoided. These are due to potential differences between ship and terminal
structure particularly due to the residual potential difference that can exist for
up to 24 hours after the shipboard ICCP has been switched off. These terminals
usually utilise insulating flanges on hose connections to electrically isolate the
ship and terminal structure. During preparations for berthing at terminals where
such insulation is not employed, or where earth connections are mandatory by
local regulation, or when bunker barges come alongside, the ICCP should be
switched off at least 24 hours in advance.
Fresh Water Operation
When the vessel enters a river estuary, the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water.
Normally, the voltage output increases to compensate for this and would be
accompanied by very low current levels and the reference electrode potentials
may indicate under-protection. However, in this system, the output is adjusted
automatically and the system returns the hull to the optimum protection level
when the vessel returns to sea water.
Issue: Final Draft - October 2007
Methane Nile Eagle
Principle of Operation
Protection is achieved by passing low voltage DC current between the hull
metal and anodes, insulated from the hull, but in contact with the sea water.
The electrical potential of the hull is maintained more negative than the
anodes, i.e., cathodic. In this condition corrosion is minimised. Careful control
is necessary over the flow of impressed current, which will vary with the ship’s
speed, salinity and temperature of the sea water and the condition of the hull
paint work. If the potential of the hull is made too negative with respect to
the anode, then damage to the paint film can occur electrolytically or through
the evolution of hydrogen gas between hull steel and paint. The system on
this vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through titanium anodes situated port
and starboard on the ship. The titanium prevents the anodes themselves from
corroding and the surfaces are streamlined into the hull. Fixed zinc reference
electrodes, port and starboard, are used to compare the potential of the hull with
that normally found between unprotected steel and zinc electrodes. Sufficient
current is impressed via the anodes to reduce this to a level of between 150
and 250 mV.
Operation
Once the unit is switched on, the unit’s transformer rectifier converts the ship’s
440 V AC supply to a low voltage, finely controlled DC current. The DC
positive is connected to the anodes and the DC negative is connected to the
ship’s hull. The system is completely automatic in normal use. In the normal
operating mode the display will show the following readings:
• Anode current and voltage
• Reference cell millivolt reading
The system should be regularly monitored and the readings taken once a day.
The monitoring unit has a changeover switch to enable the display of the
forward or aft system readings.
Electrical Installation
The system consists of a monitoring panel and two power supply units. The
power supply units, one forward and one aft, are wired to port and starboard
reference electrodes and port and starboard anodes. The monitoring unit is
also equipped with facilities to raise an external alarm to give warning of any
system abnormalities, via the IAS system.
The forward system is fed from the 440 V switchboard feeder section, circuit
1 PD-003 situated in the bosun’s store.
The aft system is fed from the 440 V switchboard feeder section, circuit 3 PD-
003 situated on the engine room 4th deck aft of the auxiliary condenser.
IMO Number: 9321770
Machinery Operating Manual
Propeller and Rudder Stock Earthing
To avoid electrolytic corrosion of the propeller, a slip ring is clamped to the
shaft and is earthed to the hull via brushes. A second set of brushes, insulated
from earth, monitors the shaft mV potential and this signal is fed to a millivolt
meter. To ensure efficient bonding, the slip ring should be cleaned on a regular
basis. The shaft potential value should ideally remain below 75 mV.
The rudder stock is also earthed for protection via a 70 mm2 flexible earth
cable between the deckhead and rudder stock to minimise any electrolytic
potential across the bearings and bushes.
Routine Checks
• Record the output current and all voltages on a daily basis
• Check the reference electrode voltage on a daily basis
• Check and clean the propeller shaft slip ring and brushes every
week or as indicated on the earthing meter
• Inspect the rudder stock earth strap every month
• Return completed log sheets to the manufacturer for scrutiny
every month
• Inspect and clean the power supply unit cooling fans and grills
every three months
The anodes and reference cells must be externally inspected every dry dock
period. The anodes are fitted with an insulating shield cover to prevent
excessive local over-protection and the condition of this shield must be closely
inspected at this time.
Detailed instructions are available in the manufacturer’s manual.
Sacrificial Anodes
The areas of the hull shielded from the hull face, such as the thruster tunnel,
rudder and sea water intakes, receive only limited protection from the ICCP
system. These areas are therefore fitted with separate sacrificial anodes.
Several sacrificial zinc anodes are provided within the water ballast tanks
including the fore peak tank.
Section 2.12.10 - Page 2 of 2
2.13 Accommodation Systems

2.13.1 Domestic Refrigeration System

2.13.2 Accommodation Air Conditioning System

2.13.3 Engine Control Room/Main Switchboard Room Air

Conditioning Units

2.13.4 Engine Room Workshop/Bridge Air Conditioning Units

2.13.5 Incinerator and Garbage Disposal

Illustrations

2.13.1a Domestic Refrigeration System

2.13.2a Accommodation Air Conditioning Units

2.13.2b Unisab II Control Panel

2.13.5a Incinerator Fuel Oil Service System

2.13.5b Incinerator Control Panel

2.13.5c Ship’s Waste Management Plan

2.13.5d Garbage Treatment Caution Plate

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.13.1a Domestic Refrigeration System

Ozone
TC TC Defrost TC TC Defrost TC TC TC
Generator
Meat Room (30.8 m3 Fish Room (26.4 m3 Vegetable Room (27.4 m3 OZ Dairy Room (23.8 m3 Lobby (22.0 m3
Room Temperature -200C) Room Temperature -200C) Room Temperature +20C) Room Temperature +20C) Room Temperature +40C)
Sensor Box Sensor Box Sensor Box Sensor Box Sensor Box
Constant Pressure Constant Pressure Constant Pressure
Valve Valve Valve

All Room Sensors: Type S-5029

Evaporator Sensors: Type S-5025B

One Room Sensor in Each Room (No.3) Is Connected to the IAS Except Lobby

Suction Trap
Charging
Connection

Key

Dryer Refrigerant Gas

Refrigerant Liquid
HP HP
LP LP
PS PI PS PI
PI PS PI PS Fresh Water
Oil Oil
Separator Separator
Lubricating Oil

To Open Air To Open Air Air

Lubricating Lubricating
PS PS
Oil Oil
Electrical Signal
Compressor PI PS Compressor
PI PS
TI TI Instrumentation

Condenser Condenser
Thermostatic
TI TI Expansion Valve

No.1 CONDENSING UNIT No.2 CONDENSING UNIT

To/From Central
Fresh Water Cooling
System (2.4.1a)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.1 - Page 1 of 3
 Methane Nile Eagle
2.13 ACCOMMODATION SYSTEMS The liquid refrigerant is returned through a dryer unit and passed to the cold
room evaporators via a suction trap heat exchanger. This is a heat exchanger
element in which the coolness of the vapours returning from the evaporators
2.13.1 Domestic Refrigeration System
is transferred to the liquid before it reaches the evaporators. This cools the
liquid and heats the returning vapours, increasing efficiency. This cooling of
Refrigeration Plant the returning vapour improves the efficiency of the system.
Maker: Hi-Press
Type: R404a The compressors are protected by high pressure, low pressure and low
lubricating oil pressure cut-out switches. Each unit is also fitted with a
No. of sets: 2 crankcase heater.
Compressor A thermostat in each room enables a temperature regulating device to operate
Maker: York the solenoid valves independently, so as to reduce the number of starts and
Model: SBO 42Y running time of the compressor.
Type: Reciprocating
The air coolers accept the refrigerant as it expands into a super-cooled vapour,
No. of cylinders: 4 under the control of the expansion valves. This vapour is then returned to the
Motor rating: 440V, 15kW at 1750 rpm compressor through the constant pressure valves.
Condenser When all the solenoid valves at the air coolers are closed by the room
No. of sets: 2 thermostats, the low pressure switches will stop the compressors.
Model: CRKF 271230
A back pressure controlled constant pressure valves is included in the vegetable
Type: Horizontal shell and tube room to prevent this room dropping too far below the normal set point, which
would damage the provisions, should the inlet solenoid valve fail to close
properly.
Introduction
Any leaks of refrigerant gas from the system will result in the system becoming
Cooling for the meat room, fish room, vegetable room, dairy room and lobby undercharged. The symptoms of the system undercharge will be low suction
is provided by a direct expansion R404a system. and discharge pressures with the system eventually becoming ineffective.
Bubbles will appear in the sight glass at the condenser refrigerant outlet.
The plant is automatic and consists of two compressors, two condensers
and an evaporator coil in each of the two cold rooms. During operation one A side effect of low refrigerant gas charge is apparent low lubricating oil level
compressor will operate all the cold rooms while the other serves as standby, in the sump. A low charge level will result in excess oil being entrapped in the
but left on manual start up, with all its valves shut until required. circulating refrigerant, thus the level in the sump will drop.
Air in the cold rooms is circulated through the evaporator coils by electrically When the system is charged to full capacity the excess oil will be separated out
driven fans. and returned to the sump. During operation the level as shown in the condenser
level gauge will drop. If the system does become undercharged the whole
The freezing room evaporators are equipped with a timer controlled electric system should be checked for leakage using the test lamp.
defrosting element. The frequency of defrosting is chosen by means of a
defrosting relay built into the starter panel. When required, additional refrigerant can be added through the charging
line, after first venting the connection between the refrigerant bottle and the
The plant is not designed for parallel operation of the two compressor systems charging connection.
because of a risk of transfer of lubricating oil between the compressors.
The added refrigerant is dried before entering the system, due to the location
The compressor draws R404a vapour from the cold room evaporators and of the charging connection being before the dryer. Any trace of moisture in
pumps it under pressure to the fresh water cooled condenser where the vapour the refrigerant system will lead to problems with the thermostatic expansion
is condensed. valves icing up and subsequent blockage.
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
Operating Procedures
To Start the Refrigeration Plant
a) All stop valve in the refrigerant line, except the compressor
suction, should be opened and fully back seated to prevent the
pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be
switched on a least 6 hours prior to starting the compressor.
c) Check that the oil level in the compressor is correct, if
necessary top up with the correct grade of LO oil. Consult the
manufacturer’s manual for the correct operation of adding LO
to the sump.
d) Ensure that ancillaries including the fresh water cooling system
are operational.
e) Open the central cooling water valves for the cooling water
supply to the refrigeration units. Check that there is sufficient
flow through the condensers and compressors.
f) Open the refrigerant supply to the cold rooms.
g) Open the refrigerant returns from the cold rooms.
h) Check the settings for the safety automatics on the compressor.
i) Shut the valve in the oil return pipe and open when the
compressor has warmed up.
j) Open the suction valve one turn.
k) Start the compressor.
l) Continue opening the suction valve slowly taking care not to
allow liquid into the compressor and keep the suction pressure
above the cut-out point. If the oil in the crankcase foams or
knocking noises are heard from the compressor, indicating that
droplets of liquid are being fed in with the suction gas, throttle
the suction valve immediately.
m) Increase the capacity stepwise by opening more rooms to
refrigeration, thus allowing the compressor to adjust to the new
conditions before switching to the next stage.
n) Check that the oil return pipe from the oil separator is warm.
Section 2.13.1 - Page 2 of 3

Whilst running
• Check the refrigerant pressure and temperature readings
• Check the oil level and oil pressure
• Check for leakages
• The settings of the safety controls
Shutting Down the Refrigeration Plant
a) Shut off the liquid outlet valve from the condenser and pump
down the evaporators.
b) If necessary reduce the low pressure cut-out setting during
evacuation.
c) Allow the temperature in the evaporators to rise, then repeat the
evacuation.
d) When the suction pressure is slightly above atmospheric,
allow the compressor to trip on low pressure and then trip the
compressor breaker. Shut the suction and discharge valves and
shut the oil return valve.
e) Shut off the cooling water supply to the condenser.
f) Shut the gas outlet valve from the compressor.
g) Isolate the electrical supply.
Methane Nile Eagle Machinery Operating Manual
d) As long as the cooler is covered with ice, the melting takes System Running Checks at Regular Intervals
nearly all of the heat supplied and the temperature of the
• Lubricating oil levels in the crankcase
cooler and the refrigerant is constantly kept near zero. When
the ice has melted, the refrigerant temperature rises in the meat • Lubricating oil pressure
and fish rooms. When the temperature reaches the set point
(approximately +10°C) of the defrosting thermostat, the heating • Moisture indicators
elements are switched off. • Suction and discharge pressure and temperature and any unusual
variations investigated
e) The compressor starts and the solenoid valve opens on control • Check all room temperatures and evaporation coils for any sign
from the room thermostat. of frosting
f) When the coil surface temperature has gone below freezing The following conditions register in the central alarm system:
point, the fan in the freezer room starts.
• Power failure
The system is now back on the refrigerating cycle again. If defrosting is • Overcurrent trip
not complete at the expiration of the predetermined defrosting period, the
• High pressure trip
defrosting will be restarted by the timer and a new cycle will commence.
• Lubricating oil trip
As the operating temperature of the vegetable room is above zero the evaporator
does not require defrosting.
Room Temperatures
Temperatures of the individual rooms are controlled by means of room
thermostats. These activate solenoid valves are mounted in the liquid line to
the respective room air cooler. When no cooling is required the thermostat
closes the solenoid valve and the refrigerant liquid supply to the evaporator is
stopped. Although the room thermostats may be changed they should normally
be set as in the following table.

Room Capacity Temperature

Defrosting Procedure Meat room 30.0 m3 -20°C
Fish room 15.0 m3 -20°C
The air coolers in the freezer rooms are fitted with an electrical defrosting
system and the evaporator and drip trays are provided with electric heating Vegetable room 30.0 m3 +2°C
elements. The frequency of defrosting is chosen by means of a defrosting relay Dairy room 23.3 m3 +2°C
built into the starter panel. The defrosting procedure is as follows: Lobby 26.7 m3 +4°C

a) The solenoid valve in the system closes and the compressor

stops.

b) The fan in the respective freezer room is stopped working but

the fan in the other rooms continue the circulation of the air over
the cooler, in this way keeping the cooling surfaces free from
ice.

c) The electric heating element in the freezer room is switched

on.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.1 - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.13.2a Accommodation Air Conditioning Units

Located in Located in
Chief Engineer’s Chief Engineer’s
From Water PI Office Office From Water PI
System Steam System

Electrical Heating

Electrical Heating
Water Eliminator

Water Eliminator
Humidifier Section

Humidifier Section
Filter Section

Filter Section
Fan Section

Fan Section
Section

Section

Section

Section
Distribution Mixing Distribution Mixing
Section Section Section Section

Fan Coil Unit

for Galley
Condensate Condensate

TT TT TT TT

PT PT PT PT
TT TT TT TT

PT PT PT PT

Upper Deck
SCV100
Upper Deck
SCV50

HSV25 HSV25
SFV15 SFV15

Condenser Condenser

Sub Sub
Cooler Cooler
SCV65 SCV65 SCV65 SCV65
SFV15 SFV15

Receiver Receiver

Compressor Compressor

SCV50 SCV50

SCV50 SCV50 SCV50 SCV50

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.2 - Page 1 of 5
 Methane Nile Eagle Machinery Operating Manual
2.13.2 Accommodation Air Conditioning System A fan coil unit is fitted covering the galley area. This unit supplies cool, filtered The compressors take suction from the returning superheated gas from the
air to the galley only. evaporators inside the air handling units. After compressing and raising the
Air Conditioning Plant pressure of the gas to approximately 20 bar, it leaves as a superheated gas
Maker: Hi-Pres Air is supplied to the accommodation by two air handling units located on the which is then passed through an oil separator and on to the condenser where it
upper deck in the air handling unit room. Each air handling unit consists of a is cooled by the low temperature fresh water cooling system and changes state
Refrigerant: R404a
belt driven centrifugal fan drawing air through the following sections: into a liquid.
No. of sets: 2
• Mixing chamber for fresh and recirculated air
The liquid R404a then flows through the receiver and a filter dryer unit into
Compressors • Filter a sub cooler. The sub cooler is of the active type, where a small quantity of
Maker: York • Heating coil (electric) the refrigerant is expanded across the sub cooler via an expansion valve and
returns to the compressor suction. The liquid now flows back to the expansion
Model: SMC 112S • Heating coil (steam) valves of the evaporators inside the air handling unit. The expansion valve is
Type: Reciprocating, 12 cylinder • Direct expansion air cooler sections x 2 regulated by the operating parameters put into the control panel by the duty
Rating: 440 V, 192 kW at 1190 rpm engineer. As the refrigerant passes over the electronic expansion valve (EEV)
• Fresh water humidifier nozzles
it begins to expand and change state, becoming a superheated gas by the time
Condensers • Water eliminator section it reaches the outlet of the exaporator. It then returns back to the compressor
to repeat the cycle.
No. of sets: 2 • Fan section
Model: COKC 412302 • Distribution section Depending on climatic conditions the air handling unit can supply air that
Type: Horizontal shell and tube, fresh water cooled has been preheated by the steam heat exchanger or cooled by the evaporator.
WARNING Only one function should be active at a time. When the outside temperature
It is essential that no water should be lying in the air conditioning system is higher than the required set point, the steam supply regulating valves to the
Receiver
as this can become a breeding ground for legionella bacteria which can preheaters will be closed and the cooling regulation system will operate. When
Type: RHUH 4123 the outside temperature is lower than the set point, the preheat regulation will
have serious, or even fatal, consequences. The drain should be kept clear
and areas where water can lie should be sterilised at frequent intervals. commence by opening the regulating valve(s) on the preheater(s) and the EEV
Air Handling Units in the refrigerant lines will be closed.
Maker: Hi-Pres Air is forced into the distribution trunking which supplies the accommodation
block. It may be drawn into the system either from outside or from the Two temperature sensors in the supply air line regulate the heating, while the
Type: HPB-09
accommodation via recirculation trunking. The ratio of recirculated to fresh cooling is regulated by the amount of superheating of the refrigerant vapour.
No. of sets: 2 Should the fan inside the air handling unit be stopped or trip, the valves to both
air can be manually adjusted at the inlet to the air handling unit, but is normally
set at 41.6/58.4% fresh/recirculated air. the cooling and heating units will automatically go to the closed position. Only
when the fan’s operation has been reinstated will the valves operate normally.
Fan Coil Units
The inlet filters are of the washable polyamide filter mat type consisting of four
Type: FCUA pieces. Heating is provided by a finned heat exchanger supplied by steam from The EEVs in the air handling units are designed to regulate the superheat of the
No. of sets: 1 the 6 bar service system. refrigerant gas in the evaporator block. Each evaportator has two sections, each
controlled by a EEV which is operational over different temperature ranges.
Cooling is provided by a direct expansion R404a system. The plant is automatic During cooling down after the plant has been started, the valves regulate
Introduction and consists of two compressor/condenser/receiver units supplying each pair the flow through the evaporator based on the lowest allowable superheat
of evaporators contained within the two accommodation air handling units. temperature in the compressor suction lines. When the temperature has been
The air conditioning system is designed to cool air if required, provide heating The air handling unit evaporators consist of copper finned tubes and headers sufficiently reduced, the EEVs will regulate the flow of refrigerant. The two
to the air when needed, remove excess moisture from the air if necessary and and are designed for horizontal air flow. EEV’s operate in series.
humidify the air to the correct level for comfort.
Each compressor/condensing unit has 60% of the total capacity requirement The compressors are protected by high and low gas pressure cut-out switches,
A comfortable atmosphere is a combination of temperature and humidity and and under normal conditions each compressor will be in use supplying overcurrent relays, cooling water low pressure and low lubricating oil pressure
both must be controlled. The cooling effect on the air as it passes over the its respective air handling unit. The air handling units have the facility to trips. The shutdowns, with the exception of the low gas pressure must be reset
direct expansion cooling coils removes moisture and a level of humidity is cross-connect and be supplied by either compressor/condenser unit, for this manually before the equipment can be run. The low gas pressure regulates the
important for comfort so it is necessary to humidify the air again by spraying operation only one compressor can be in use. The fan coil unit for the galley starting and stopping of the compressor.
steam into the circulating air flow. can be supplied by either system.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.2 - Page 2 of 5
 Methane Nile Eagle Machinery Operating Manual
The compressors can be unoaded depending on the cooling requirements
which are achieved in stages for 100%, 83%, 67%, 50% and 33% which Illustration 2.13.2b Unisab II Control Panel
equates to 12, 10, 8, 6 or 4 cylinders in operation. The unloading is effected
by the opening of solenoids which allows lubricating oil to pressurise a piston
which rotates a relief ring within the suction valve assembly and engages the 4 3 2 8 9 9
valve. Because pressure is required to engage the valves, on start up, when
the lubricating oil pressure is low, all the suction valves are effectively out of I Suct.temp.
Suct.temp.
Disch.temp.
-25°C
-25°C
38°C
Set
Disch.temp. 38°C
operation which considerably reduces starting torque. 5 6 7
Oil
Oilpress.
press. 1 4.3
4.3bar
bar 9 9
Ready
Ready 0%
0%
The compressors are fitted with an oil cooler inside the crankcase which uses a
R O
small amount of liquid expanded across a EEV. The operation of the cooler is
controlled on crankcase temperature. A solenoid valve opens to supply liquid
refrigerant to the EEV when the compressor is started.

Any leakage of refrigerant gas from the cooling system will result in the system
becoming undercharged. The symptoms of undercharge are low suction and
discharge pressures on the compressors and the system temperatures slowly YORK
rising. A side effect of low refrigerant gas charge is apparent low oil level in Refrigeration
the sump. A low charge level will result in excess oil being entrapped in the UNISAB II
circulating refrigerant gas, causing the level in the sump to drop.

When the system is charged to full capacity, this excess oil will be separated
out and returned to the sump.
1 Display Screen 3 Manual/Auto Indicator 5 Unloading Control 7 Compressor Stop 9 Navigation Keys

If the system does become undercharged, the whole system pipework should 2 Run Indicator 4 Loading Control 6 Alarm Acknowledgement 8 Set Key (Multi function)
be checked for leakage.

When required, additional gas can be added through the charging line, after
first venting the connection between the gas bottle and the charging connection.
Care must be taken to ensure that no moisture or dirt is drawn into the system
when charging and so the new charge is introduced at the inlet side to the filter
and dryer unit.
Any trace of moisture in the refrigerant may lead to problems with icing of the
thermostatic expansion valve and subsequent blockage.
Unisab Control Panel
The Unisab control system monitors, controls and regulates the air conditioning
compressors. It is operated by means of a control panel see illustration 2.13.2b.
It comprises three sections, the display panel, the control section and the
recording section as follows:
1. Display Screen: Display panel allowing the operator to record operating
temperature and pressures and can display up to four lines of 20 characters
each.
2. Run Indicator: Starts the compressor and will illuminate green whilst the
compressor is running. At start up this lamp will flash until the processor has
received feedback from the motor starter.
3. Manual/Automatic Indicator: The manual/automatic mode changeover
and indicator illuminates yellow in manual mode.
6. Alarm Acknowledgment: Acknowledges any alarms. In the event of an
alarm a red light will illuminate directly above the key.
7. Compressor Stop: Stops the compressor when in manual mode.
8. Set Key: The SET key has several functions:
• Changing from SI units to imperial, when pressures and
temperatures are displayed.
• Used in conjunction with the navigation keys to change set
values.
9. Navigation Keys: Navigation keys are used to move left in the menus
system. Also used for selecting pictures or a digit when changing values.

4. Loading Control: Increases the load capacity when in manual mode by the
steps indicated above.

5. Unloading Control: Decreases the load capacity when in manual mode in

the reverse way to 4 above.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.2 - Page 3 of 5

Operation of the Air Conditioning System
The air conditioning system is designed to run with one compressor operating
on its respective air handling unit. Illustration 2.13.2a shows the layout of the
system and shows how the compressors can be operated on the different units.
The plant is not designed for parallel operation of the two compressor systems
because of a risk of transfer of lubricating oil between the compressors. To
prevent damage when changing the machines over, the plant must be stopped
and all of the valves set to the correct position.
Procedure for Starting the Ventilation System
a) Check that the air filters in the air handling units are clean.
b) Set the air dampers to the required position to achieve the
correct balance between fresh air and recirculated air.
c) Start the supply fans.
Procedure to Start the Air Conditioning Compressor
If one compressor is to be started manually, the following procedures are to
be observed.
a) The crankcase heater on the compressor to be used should be
switched on a least 6 hours prior to starting the compressor.
b) Check that the oil level in the compressor sump is correct. The
level should be visible in the sight glass.
c) Start up all associated ancillaries such as cooling water pumps
etc. see section 2.4.1. of this manual.
d) Open the condenser cooling water valves and check there is
sufficient flow.
e) All manual stop valves in the refrigerant lines of the unit being
used except the compressor suction should be opened and fully
back seated to prevent leakage of the gas through the valve
glands.
f) Ensure power is available to the controllers and to the starting
panel of the compressor. Check also the settings of the air
handling control unit
g) The expansion valve in the refrigerant line will take control
when the compressor is started.
Issue: Final Draft - October 2007
Methane Nile Eagle
h) Pressing the START (run indicator) button on the control panel
whilst the compressor is stopped will give the machine a start
signal. The machine will therefore start and automatically be on
its minimum capacity setting.
j) During the cooling down process, the expansion valve regulates
the flow through the evaporator based on the lowest allowable
superheat temperature in the compressor suction lines. When
the temperature has been sufficiently reduced, the TEV will
control the flow of refrigerant across the evaporator.
k) Check that the oil return pipe from the oil separator is warm.
l) When the plant has been run up and stable conditions achieved,
the controller will ensure fully automatic operation.
Whilst running
• Check the refrigerant pressure and temperature readings
• Check the oil level and oil pressure
• Check for leakages
• Check the settings of the control panel
IMO Number: 9321770
Machinery Operating Manual
Compressor Running Checks
• The lubricating oil pressure should be checked at least daily.
• The oil level in the crankcase should be checked daily.
• The suction and discharge pressures should be checked
regularly.
• The temperature of the oil, suction and discharge lines should
be checked regularly. A regular check on motor bearing
temperatures should also be kept.
• A check should be kept for any undue leakage. A regular system
of leak detection to minimise gas leaks should be implemented
to ensure leaks are detected at an early stage.
Compressor Operating Pressures and Temperatures
• Compressor high pressure cut out: 22 bar
• Compressor high pressure cut in: Manual reset
• Compressor low pressure cut out: 4 bar
• Compressor low pressure cut in: 3 bar
• Oil pressure cut out: 3.5 bar
• Oil pressure cut in: Manual reset
• High discharge temperature cut out: 120°C
• High oil temperature cut out: 80°C
• High refrigerant discharge pressure alarm: 13 bar
• High refrigerant discharge pressure warning: 12 bar
• Low refrigerant pressure warning: 1.7 bar
• Low refrigerant pressure alarm: 1.5 bar
• SP 2.5 bar
Section 2.13.2 - Page 4 of 5

To Stop the Compressor for Short Periods
a) In automatic mode with the RUN diode lit, the compressor will
start and stop as determined by the control system. By pressing
the STOP/RESET button the running compressor will stop.
b) If it is required to stop the compressor and to pump down the
refrigerant into its condenser then the following needs to be
applied. The condenser outlet valve must be closed. Reduce the
compressor’s capacity to a minimum by pressing the UNLOAD
control. Allow the compressor to pump out the system so that
the refrigerant is collected in the condenser. Further pressing
the STOP/RESET button will bring the compressor to a stop.
Alternatively bringing the suction pressure down low may
cause the machine to cut out on low pressure.
c) Isolate the compressor motor.
d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
Procedure for Operating the Air Handling Units
The air conditioning system will cool the air if required, will provide heating to
the air if needed, will remove excess moisture from the air if necessary and will
humidify the air to the correct level for comfort. A comfortable atmosphere is a
combination of temperature and humidity and both must be controlled.
The cooling effect on the air as it passes over the evaporator coil removes
moisture and a level of humidity is important for comfort so it is necessary to
humidify the air by spraying fresh water into the circulating air flow. Humidity
is detected by a sensor and the steam/water is introduced automatically.
Humidity is increased before the cooling coil and excess moisture is removed
from the air at the cooling coil as moisture condenses on the cold surfaces of
the cooling coil. A water trap is located at the cooling coil section in order to
allow for the draining of condensate. Such water must be removed from the air
handling unit in order to avoid problems of legionella bacteria and the moisture
collecting area must be dosed with disinfectant at weekly intervals.
Steam heating provides for primary heating of the air should that be necessary
and the electric heater may be used as required where steam is not available.
The ratio of fresh air to recirculated air may be adjusted by means of dampers
at the inlet to the air handling unit.
Issue: Final Draft - October 2007
Methane Nile Eagle
The greater the amount of fresh air used the greater will be the heating or cooling
requirement but the better will be the environment within the vessel. Ideally at
least 70% fresh air should always be used but in exceptional circumstances the
vessel may operate with 100% recirculated air for short periods of time.
a) Switch on the air conditioning control system and start the fan.
Check that the air circulation fan is operating correctly. If there
is any recirculation of air check that the desired amount is being
achieved by adjusting the damper controls.
b) Check that the air conditioning compressor system and the
chilled water system are functioning correctly if cooling of the
air is required.
c) If heating is required, open the steam supply valve to the air
conditioning unit from the steam system. (Electric heating
would only be used if steam was not available).
d) Check that the humidifying water and air supply valves are
open.
e) If the air needs heating, check that the steam heating inlet and
outlet valves are open. Steam supply to the AHU is regulated by
temperature control valves. The drain valves must be open.
f) Set the temperature control on the control panel to give the
desired temperature. The EEVs on the evaporator coils will
automatically adjust to achieve the desired temperature.
g) Set the desired humidity level. The water and air solenoid valves
will operated as required to inject water into the air flow.
h) Ensure that the drains from the evaporator unit are working
satisfactorily and that no water is lying in the drain tray.
WARNING
It is essential that no water should be lying in the air conditioning system
as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal, consequences. The drain should be kept clear
and areas where water can lie should be sterilised at frequent intervals.
IMO Number: 9321770
Machinery Operating Manual
Procedure for Operating the Fan Coil Unit
The fan coil unit is located in the galley. The unit fan draws air into the unit from
the surrounding area and returns filtered and cooled air back to the atmosphere.
The cooling coil is supplied with refrigerant from either compressor system,
with a simple TEV arrangement expanding the gas through the cooiling coil at
a fixed outlet temperature.
a) Switch on the fan coil unit power supply and check that the
control panel lamps are illuminated.
b) Start the fan coil unit fan and check that air is flowing through
the unit.
c) Ensure that the unit is being supplied liquid refrigerant from one
of the AC compressor systems and that the valves to the other
compressor system are closed.
d) Select the desired temperature at the control panel.
e) Check that cooled air flows from the fan coil unit outlet and
that the TEV inlet valve operates to maintain the desired
temperature.
f) Check that the water trap is operating effectively and that water
is draining from the unit.
WARNING
It is essential that no water should be lying in the air conditioning system
as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal, consequences. The drain should be kept clear
and areas where water can lie should be sterilised at frequent intervals.
Section 2.13.2 - Page 5 of 5
 Methane Nile Eagle Machinery Operating Manual
2.13.3 Engine Control Room/Main SwitchBoard Procedure for Operation of the Unit Coolers Maintenance of the unit under normal operation should be limited to a monthly
Room Air Conditioning Units check for refrigerant loss and cleaning of the air filter. A more intensive
a) Prior to operating the unit coolers the cooling water inlet and inspection should be carried out every year which should include a check of
outlet valves from the central fresh water cooling system must the fan belt tension and condition.
Package Air Conditioning Unit
be opened as follows:
Maker: Century Industry Corporation Daily checks should be made for vibration, inability to maintain the desired
No. of sets: 4 (2 for ECR and 2 for main switchboard rooms) Description Valve temperature and refrigerant gas pressures.
Model: MP-G15HF3 No.1 ECR Unit
More detailed information is available in the manufacturer’s handbook for this
Type: R404a direct expansion cooling Cooling fresh water inlet valve WF045F equipment.
Cooling capacity: 45,000 kcal/h Cooling fresh water outlet valve WF046F
Air supply capacity: 120 m3/min
No.2 ECR Unit
Cooling fresh water inlet valve WF047F
Introduction
Cooling fresh water outlet valve WF048F
The ECR and main switchboard room units each have two refrigeration
compressors, condensers and evaporators. The refrigeration units are located No.1 Main Switchboard Unit
at the bottom of the air conditioning cabinet and the evaporators are located Cooling fresh water inlet valve WF049F
above the refrigeration section. Above the evaporator coils is the fan. The fan Cooling fresh water outlet valve WF050F
draws air from the designated space and passes it over the evaporator coils
before discharging it back into the designated space. A suction filter is fitted
at the air inlet to the package air conditioning unit. This filter must be cleaned No.2 Main Switchboard Unit
at frequent intervals in order to ensure that the air flow across the cooler is Cooling fresh water inlet valve WF051F
adequate. Each refrigeration unit operates separately and their operation is Cooling fresh water outlet valve WF052F
dictated by the cooling demand on the unit.
b) Ensure that cooling water is flowing through the condenser of
The condenser unit is cooled by water circulating from the central fresh water the air conditioning units. Vent the units as required.
cooling system and this must be operating and the supply and return valves
opened before the package unit can be put into operation. c) Ensure that electrical power to the air conditioning unit is
switched on. The power should be turned on for some time
The control at the front of the package air conditioning unit contains a power before the unit is started in order to warm the lubricating oil.
switch and when this is turned on the unit is available for operation. A STOP
pushbutton allows the unit to be stopped and a FAN pushbutton starts the fan. d) At the thermostat, select the desired room temperature.
The fan may be operated alone in order to provide ventilation. Pressing the
COOL pushbutton starts the cooling system operating. The desired temperature e) Press the COOL pushbutton followed by the FAN pushbutton to
is set using a thermostat which is located in the air intake. The unit is protected start the cooling system operating.
by high and low pressure R404a cut-outs and also ovecurrent trips on both the
compressor and fan motors. f) Check that the fan and compressor are working correctly.

Each refrigeration system is provided with a dual high/low pressure cut out
switch and there is a fusible plug fitted to the condenser which will fail should
the temperature become excessive.
An oil heater is started when the main power switch is turned to the ON
position.
The package air conditioning unit will operate automatically and maintain the
desired temperature in the room. Gauges are provided at the front of the unit
showing the compressor discharge pressure and the evaporator pressure. A
thermostat regulates the electric heater from overheating and an overcurrent
relay is fitted to the circuit to protect it in the event of excess current.

The adjustable air outlet thermostat has a range of 0 - 35°C. The HP trip is
manually reset. The LP trip is reset automatically.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.3 - Page 1 of 1

2.13.4 Engine Room Workshop/bridge Air
Conditioning Units
Workshop Package Air Conditioning Unit
Maker: Century Corporation
No. of sets: 2
Model: MP-G10HF3
Type: R404a direct expansion cooling
Cooling capacity: 30,000 kcal/h
Air supply capacity: 88 m3/min
Bridge Package Air Conditioning Unit
Maker: Hi-Pres, Korea
No. of sets: 1
Model: HIP-5WG
Type: R404a direct expansion cooling
Cooling capacity: 15,000 kcal/h
Introduction
These units have one refrigeration compressor, condenser and evaporator. The
refrigeration unit is located at the bottom of the air conditioning cabinet and
the evaporator is located above the refrigeration section. Above the evaporator
coil is the fan. The fan draws air from the workshop/bridge and passes it over
the evaporator coils before discharging it back into the workshop/bridge. A
suction filter is fitted at the air inlet to the package air conditioning unit. This
filter must be cleaned at frequent intervals in order to ensure that the air flow
across the cooler is adequate.
The condenser unit is cooled by water circulating from the central fresh water
cooling system and this must be operating and the supply and return valves
opened before the package unit can be put into operation. The bridge unit has
a separate booster pump which must be operating prior to starting the bridge
package air conditioing unit. Please refer to section 2.4.1 of this manual for
details of the operation of the booster pump.
The control at the front of the workshop package air conditioning units contain
a power switch and when this is turned on the unit is available for operation. A
STOP pushbutton allows the unit to be stopped and a FAN pushbutton starts the
fan. The fan may be operated alone in order to provide ventilation. Pressing the
COOL pushbutton starts the cooling system operating. The desired temperature
is set using a thermostat which is located in the air intake. The unit is protected
by high and low pressure R404a cut-outs and also ovecurrent trips on both the
compressor and fan motors.
Issue: Final Draft - October 2007
Methane Nile Eagle
The refrigeration system is provided with a dual high/low pressure cut out
switch and there is a fusible plug fitted to the condenser which will fail should
the temperature become excessive. An oil heater is started when the main
power switch is turned to the ON position. The adjustable air outlet thermostat
has a range of 0 - 40°C. The HP trip is manually reset. The LP trip is reset
automatically.
The bridge package air conditioning unit is smaller and is provided with a digital
temperature controller. The unit has a POWER lamp as well as indicator lamps
for START, ALARM and COOL functions. It is further provided with START,
STOP and COOL ON/OFF switches which provide for the basic operation of
the unit. The digital controller displays the current desired temperature which
can be simply adjusted using the UP and DOWN soft keys. The controller can
also be used to access various operating parameters of the unit which should
not be adjusted without first referring to the makers literature.
The unit is provided with a dual refrigerant pressure switch and a cooling water
pressure switch for protection. Low and high pressure refrigerant pressure
gauges are also provided.
Procedure for Operation of the Unit Coolers
It is assumed that the central cooling fresh water system is operating normally
as described in section 2.4.1 of this manual:
a) Prior to operating the unit coolers the cooling water inlet and
outlet valves from the central fresh water cooling system must
be opened as follows:
Description Valve
Workshop Air Conditioning Unit No.1
Cooling fresh water inlet valve WF035F
Cooling fresh water outlet valve WF036F
Workshop Air Conditioning Unit No.2
Cooling fresh water inlet valve WF037F
Cooling fresh water outlet valve WF038F
Bridge Air Conditioning Unit
Package air conditioning fresh water pump inlet valve WF053F
Package air conditioning fresh water pump outlet valve WF054F
Wheelhouse air conditioning return inlet valve WF058F
Wheelhouse air conditioning return adjusting valve WF056F
Wheelhouse air conditioning return outlet valve WF055F
Wheelhouse condenser drain cock (closed)
IMO Number: 9321770
Machinery Operating Manual
b) Ensure that cooling water is flowing through the condenser of
the air conditioning units. Vent the units as required.
c) Ensure that electrical power to the air conditioning unit is
switched on. The power should be turned on for some time
before the unit is started in order to warm the lubricating oil.
d) At the thermostat or digital controller, select the desired room
temperature.
e) For the workshop units, press the COOL pushbutton followed
by the FAN pushbutton to start the cooling system operating.
For the bridge unit, press the START pushbutton, followed by
the COOL ON/OFF switch as desired.
f) Check that the fan and compressor are working correctly.
The package air conditioning unit will operate automatically and maintain the
desired temperature in the room. Gauges are provided at the front of the unit
showing the compressor discharge pressure and the evaporator pressure.
A thermostat regulates the electric heater from overheating and an overcurrent
relay is fitted to the circuit to protect in the event of excess current on the
workshop units.
Maintenance of the unit under normal operation should be limited to a monthly
check for refrigerant loss and cleaning of the air filter. A more intensive
inspection should be carried out every year which should include a check of
the fan belt tension and condition.
Daily checks should be made for vibration, inability to maintain the desired
temperature and refrigerant gas pressures.
More detailed information is available in the manufacturer’s handbook for this
equipment.
Section 2.13.4 - Page 1 of 1
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.13.5a Incinerator Fuel Oil Service System
D - Deck
Key

Desuperheated Steam

Marine Diesel Oil Level Switch for

LAH
Marine Diesel MM172 INCINERATOR ROOM
Air Oil CJC Filter Unit
Automatic Stop OD058F
OD369F BS109F
Electrical Signal
LI TIAHL
Instrumentation LS BG211F
LAH MM185
MM168 LS
Incinerator
Hand Operated (Locked Shut) Diesel Incinerator Waste
LS Oil Service Tank
Oil Service
Tank (5 m3)
TI
(0.5 m3) LAL OF351F
MM181 TS OF350F
Exhaust OD350F OD Sludge Pump
412F Automatic Stop TS
Gas
LAL
PI LS
MM179 OF412F OF411F

MI Waste Oil Circulating

MM299 Pump
OD365F
PI

High Suction OF351F

(40% of Normal Level)
Incinerator OD364F OD363F

OF367F

OF363F

PI
OF366F

From
General Service From Hydraulic Oil Tank for
Air System Valve Remote Control Hydraulic Pump
AR136F

To Primary Bilge Tank

To Diesel Oil Service Tank
To Separated Bilge Oil Tank

From Sludge Pump

From Marine Diesel Oil CJC Filter Unit
From Sewage Treatment Plant

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.5 - Page 1 of 6

2.13.5 Incinerator and garbage disposal
Incinerator
Maker: Hyundai-Atlas
Type: Maxi 100SL-1 WS
Solid waste: Maximum 100 kg/h
Liquid waste: Maximum 59 kg/h
The incinerator can burn solid garbage waste and engine room waste oil.
Diesel oil is burned in order to raise the combustion chamber to the required
temperature for the combustion of solid material and waste oil. Diesel oil may
also be burned to assist the total combustion when required. Although the unit
is capable of burning a mixture of wastes up to its maximum calorific valve
of 500,00 kcal/hour, care must be taken to ensure that temperature limits are
not exceeded. Problems can arise when burning solid waste if the nature of the
waste is not known. Plastics present problems when burned in an incinerator
and can lead to very high temperatures.
The incinerator consists of four main parts:
• Combustion chamber with diesel oil burner, sludge burner, pilot
fuel heater and electric control panel
• Flue gas fan
• Flue gas damper
• Waste oil circulating pump and tank heater
The combustion chamber is fitted with a loading door to admit large pieces of
garbage and a cleaning door to allow removal of ash and slag when incineration
is completed. The doors are interlocked and may only be opened when the
incinerator primary combustion chamber temperature is below 100°C. The
door also has a feeding sluice which is flare-back safe and can be used whilst
the unit is operating.
Flue gas from the incinerator is mixed with cooling air drawn from the lower
part of the chamber, limiting the flue gas temperature to 350°C before being
vented via the exhaust ducting/funnel to the atmosphere. A flue gas damper
is mounted in the ducting above the incinerator. A primary blower provides
forced combustion air to the primary combustion chamber and there are also
air inlet nozzles located low down in the primary combustion chamber for the
supply of combustion air. Control of the incinerator, the gas oil pump, waste
oil circulating pump and primary combustion air fan are from the local control
panel. Provision is made for local indications of flue gas and combustion
chamber temperatures, together with a flue gas high temperature alarm. A sight
glass is provided for local observation of combustion chamber conditions.
The unit is provided with its own marine diesel oil service tank, which can be
filled from the marine diesel oil storage tank by means of the MDO CJC filter
Issue: Final Draft - October 2007
Methane Nile Eagle
unit. The incinerator’s own fuel oil pump takes suction from the incinerator
MDO service tank and supplies MDO under pressure to the burner unit. The
waste oil burner uses compressed air atomising supplied from the general
service air system. Waste oil is supplied from the incinerator waste oil service
tank by means of a milling pump and a waste oil dosing pump is then used
to supply the waste oil to the burner. The milling pump supplies oil to the
incinerator with the excess returning to the waste oil tank.
The combustion chamber is of steel construction and insulated. A double steel
casing with a cooling air jacket forms the outside of the combustion chamber.
The combustion chamber is equipped with a two stage diesel oil burner and an
atomising nozzle for sludge. The burner unit is monitored by a flame eye and
hence the PLC unit and has a built-in primary air fan and diesel oil pump.
Any water should be drained from the waste oil tank and steam heating applied
to the tank prior to burning waste oil. The milling pump should be operated
with the return going to the waste oil tank to ensure an even distribution of
entrained particles and heating.
This ensures that there is an even temperature throughout the waste oil tank
and that any remaining water is dispersed in the oil charge. The procedure for
filling the incinerator waste oil service tank is given in section 2.6.4.
The incinerator is locally operated and the IAS has no control over operation
of the incinerator. However, the incinerator DO graphic screen provides alarms
and supervisory information.
Garbage Disposal
Summary of Regulations
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
by Garbage from Ships, controls the way in which waste material is treated on
board ships.
Although it is permissible to discharge a wide variety of garbage at sea,
preference should be given to disposal utilising shore facilities where available.
A summary of the garbage disposal regulations are given next.
The special areas are as follows:
• The Mediterranean Sea
• The Baltic Sea
• The Black Sea
• The Red Sea
• The Persian Gulf
• North West European Waters
IMO Number: 9321770
Machinery Operating Manual
• The Gulf of Aden
• The Antarctic
• The Wider Caribbean Area
Garbage Outside Special Areas
Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Paper, rags, glass, bottles, crockery and other similar materials are allowed
over 12 miles offshore.
All other garbage including paper, rags etc. are allowed over 3 miles offshore.
Food waste can be disposed of in all areas over 12 miles offshore.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to
MARPOL 73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
• Other waste, including oily rags and cans and chemical cans.
Garbage Disposal Procedures
Food Waste
Food waste production for approximately 50 people is given as 15 kg to 25 kg
per day or 75 litres to 125 litres per day without compacting.
The daily food waste produced is collected in bags in the galley and transported
by hand to the waste management room on the upper deck.
Dry Waste
Dry waste production for approximately 50 people is given as approximately
30 kg per day or 1000 litres to 1500 litres per day, without compacting.
The volume can be reduced by a factor of 5 by shredding or compacting the
waste.
Dry waste from the accommodation is collected in the waste management
room and compacted.
Dry waste from the engine room is taken directly to the garbage room.
Section 2.13.5 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.13.5b Incinerator Control Panel

INCINERATOR MAIN CONTROL PANEL

Temperature Controller
Combustion Chamber

High Flue Gas High Temperature Low Pressure Primary Burner

Combustion Chamber Flame Failure
Temperature Primary Blower Valve Open (DO)

MODE FUNC

HMMCO
INCINERATOR

Low Pressure Low Negative Pressure Sluice Inside Low Pressure Primary Burner
Combustion Air Combustion Chamber Motor Overload Door Not Closed Atomising Air Valve Open (DO)

Primary Blower Incinerator Sludge Burner

Control Voltage Incinerator Running Sludge Burning
Running Door Open Valve Open

Lamp Test Incinerator Reset Alarm Delay Burner Sludge Sludge Burner
Valve Closed

STOP START AUTO MANU OFF ON

Reset Flame
Failure Burner
Main Switch

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.5 - Page 3 of 6
 Methane Nile Eagle Machinery Operating Manual
Other Waste g) Check that there are no obstructions for air admission to the Procedure for Operating the Incinerator on the Sludge
Cans that have contained oils or chemicals must be stored in the garbage room primary blower and the flue gas outlet. Program
before discharge ashore. Oily rags may be burnt in the incinerator in small
quantities. Incinerator ash must be stored on board in a special site if less than h) The incinerator is now ready for operation. a) Drain off any water from the waste oil tank, and ensure that
12 miles offshore. It is the company’s procedure that all ash and residues from the tank heating coil is in operation and that the tank its up to
the incinerator are landed ashore for disposal. The furnace should be warmed up using DO as stable combustion is more operating temperature.
easily achieved in a hot furnace.
b) Start the mill pump in manual and recirculate the waste oil back
Procedure for Preparing for Operation of the Incinerator to the waste oil tank.
Procedure for Operating the Incinerator on the Solid Waste
Once the unit has been cleared for operation (all burners/components clean, Program c) Ensure that the control panel switch is turned to the sludge
incinerator clean/intact and closed up), the following procedure applies: on position.
a) Ensure that the control panel switch is turned to the sludge-
a) Check that there is an electrical supply to the incinerator and off position.
d) Before starting the incinerator, follow the instructions given in
that main control panel is operational. steps b) to e) in the procedure for operating the incinerator on the
b) Check that the air nozzle holes in the refractory lining are clear
solid waste program above. The primary burner in the primary
b) Check that there is a compressed air supply available from the by viewing through the sight glass.
combustion chamber will be activated. After a preheating
general service air system (open valve AR136F). period of 13 minutes the sludge burner will start automatically
c) Check that the refractory lining is in good condition.
and operates within the set points 850°C - 950°C.
c) Clean the waste oil tank strainer and drain any water.
d) Activate the main switch on the control panel, reset any
alarms. Reset the alarm lamps by pressing the reset alarm Note: If the delay primary burner is switched to the automatic
d) Heat the waste oil tank to 80-100°C.
pushbutton. Ensure that all the lamps are operational by pressing position (AUT), the primary burner will operate for 25 seconds with the
the lamp test button. sludge burner to ensure ignition. If the delay primary burner is
e) Ensure that there is sufficient DO in the incinerator DO service
switched to the manual position (MAN) the primary burner operates all of
tank and that the incinerator waste oil service tank has been
e) Start the incinerator by turning the incinerator switch the time together with the sludge burner.
prepared for operation (no alarms and the mill pump has been
running for at least 12 hours). to START. The incinerator will now start automatically by
activating the primary burner in the primary combustion The incinerator is stopped as described below.
f) Set the valves as in the following table: chamber and it will raise the temperature to the operating level
within the range 850°C - 950°C. The diesel oil burner will Adding Solid Waste to the Incinerator
operate to maintain the temperature within that range.
Position Description Valve
Open Incinerator waste oil service tank low suction quick- OF350F It is possible to add solid waste at any time through the sluice gate. Care must
It will take approximately 30 minutes for the furnace temperature be taken to ensure that the previous charge is completely incinerated and that
closing outlet valve to reach 700°C. the total solids charge is not exceeded.
Closed Incinerator waste oil service tank high suction OF351F
quick-closing outlet valve f) Fill the primary combustion chamber with solid waste via the
Open Waste oil circulating pump outlet valve OF363F sluicing door by operating the sluice door control pushbutton. Procedure for Stopping the Incinerator
Open Waste oil circulating pump return valve OD369F The waste charge must not exceed the prescribed limit per
Open Incinerator waste oil inlet valve OF366F charge. a) Activate the switch incinerator stop. This automatically
switches the incinerator to the cooling program.
Open Incinerator waste oil outlet valve OF367F
Note: The manufacturer’s recommended limits for different types of solid
Open Incinerator DO service tank quick-closing outlet OD350F b) When the temperature in the incinerator drops to below 50°C,
waste must not be exceeded. The manufacturer’s manual must be consulted
valve the incinerator cooling program stops automatically.
before burning items of waste in order to determine the maximum charge.
Open DO return valve from incinerator to DO service OD365F
tank g) When complete, stop the incinerator as described below. c) When the incinerator has stopped, switch off the main switch on
Set DO return flow control valve Complete an entry in the Garbage Book. the control panel.
Closed Incinerator DO pump recirculating valve
Open Incinerator DO suction valve OD364F If the flame in the incinerator goes out, the incinerator must be reset by
Open Incinerator DO suction non-return valve pressing the reset flame failure burner button.
Closed Waste oil pump DO suction line valve OD363F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.5 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
2.13.5c Ship's Waste Management Plan
MASTER
* General Responsibility
* Keeps Record in Ship's Waste Management Log as per Annex V and CFR33 Requirements
* Files Receipts of Garbage Deliveries to Port Reception Facilities

CHIEF OFFICER
* Supervises Implementation of this Plan
* Reports to the Master for Each Overboard Discharge
* Advises Departments of Areas where Discharge is Permitted
* In Charge of Crew Training on Waste Management

CHIEF OFFICER CHIEF ENGINEER CHIEF STEWARD

Deck Department Engine Department Catering Department
* Supervision of Garbage Collection and Disposal * Supervision of Garbage Collection and Disposal * Supervision of Garbage Collection and Disposal

CREW DUTIES CREW DUTIES CREW DUTIES

* Garbage Collection * Garbage Collection * Garbage Collection
* Storage in Receptacles: * Storage in Receptacles: * Storage in Receptacles:
Red: (Plastics and Plastics Mixed with Non-Plastic Rubbish) Red: (Plastics and Plastics Mixed with Non-Plastic Rubbish) Red: (Plastics and Plastics Mixed with Non-Plastic Rubbish)
Yellow: (Other Garbage) Yellow: (Other Garbage) Green: (Food Waste not Contaminated by Plastic)
Yellow: (Other Garbage)

Disposal into the Sea of Only Those Items Disposal into the Sea of Only Those Items Disposal into the Sea of Only Those Items
Not Prohibited by Regulations Not Prohibited by Regulations Not Prohibited by Regulations

OTHER GARBAGE REMAINING OTHER GARBAGE REMAINING OTHER GARBAGE REMAINING

Compactor (if Available)
Storage to Red or Yellow
Barrels at Poop Deck as
Appropriate
Incinerator (if Available) As
Restricted by Annex V
Excluding Rubber and Plastics
Ashes into the Sea
Compactor (if Available)
Storage to Red or Yellow
Barrels at Poop Deck as
Appropriate
Incinerator (if Available) As
Restricted by Annex V
Excluding Rubber and Plastics
Ashes into the Sea
Compactor (if Available) Incinerator (if Available) As
Restricted by Annex V
Excluding Rubber and Plastics
Grinder or Commutator if
Available as Restricted by
Annex V Ashes into the Sea
Storage to Red or Yellow Barrels at Poop Deck as Appropriate
Storage of Food Wastes in Green Barrels at Poop Deck as Appropriate

DELIVERY TO PORT RECEPTION FACILITIES; FILING OF RELEVANT RECEIPT; RECORDING IN SHIP'S WASTE MANAGEMENT LOG

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.5 - Page 5 of 6

Abnormal Start-up and Operation of Incinerator
a) If oscillating combustion occurs at start-up of the incinerator,
the incinerator must be stopped immediately by activating the
incinerator stop switch on the control panel.
b) If there are any problems during start-up and operation, the
incinerator must be stopped immediately by activating the
incinerator stop switch.
c) The reason for the abnormal start-up/operation of the incinerator
must be investigated immediately with the help of the
troubleshooting section in the incinerator instruction manual.
Methane Nile Eagle Machinery Operating Manual
• The flue gas uptake damper is set initially and should not be
tampered with. However, excess draught can cause erratic
combustion and increase the heating up time. It may be necessary
to adjust the flue damper to correct erratic combustion if it is
found to be due to the air supply and not to the fuel burner.
• Removal of slag must be undertaken carefully. Do not knock or
hammer on the sides of the primary combustion chamber. The
main switch must be turned ON to open the door.
WARNING
DO NOT put explosive materials, closed containers or aerosols into the
combustion chamber.

Emergency Stops 2.13.5d Garbage Treatment Caution Plate

CAUTION
The incinerator may be stopped as described above or using the emergency
stop button positioned outside the waste room at A deck level in the engine *** Offshore Platforms * Commuted or ground garbage must be able
Garbage Type Outside Special Areas ** Special Areas
room casing. The waste oil tank and diesel oil tank quick-closing valves may and Associated Vessels to pass through a screen with a mesh size no
be operated by the quick-closing valve system from the fire control station. larger than 25 mm.
Plastics - Includes Disposal Prohibited Disposal Prohibited Disposal Prohibited
In the event of a blackout whilst the incinerator is running, it is important to Synthetic Ropes, Fishing
Nets and Plastic Bags
start the flue gas fan as soon as possible upon restoration of electrical power
in order to cool the combustion furnace effectively. The incinerator program ** Garbage disposal regulations for special
Floating Dunnage,
automatic restart is set to AUTO and the STOP pushbutton is pressed. > 25 Miles Offshore Disposal Prohibited Disposal Prohibited areas shall take effect in accordance with
Lining and Package
Materials regulation 5(4) (B) of annex V.

Care of the Primary Combustion Chamber

Paper, rags, Glass, Metal,
• Glass, bottles, and other materials which may not be burned Bottles, Crockery and > 12 Miles Offshore Disposal Prohibited Disposal Prohibited
must not be put into the primary combustion chamber. Similar Refuse

• Wet solid waste must not be put into the primary combustion **** When garbage is mixed with other
* All Other Garbage harmful substance having different disposal
chamber more than one hour before starting the incinerator. Including Paper, Rags > 3 Miles Offshore Disposal Prohibited Disposal Prohibited or discharge requirements, the more stringent
Glass, etc. Comminuted requirements shall apply
• When burning oil-containing materials, such as filter cartridges, or Ground
oily cotton waste, and scrapings from the centrifuges, do not
put more than 12 litres per charge into the primary combustion Food Waste Not
chamber. Comminuted or Ground > 12 Miles Offshore > 12 Miles Offshore Disposal Prohibited

• When burning material with high calorific value with explosion-

like combustion such as plastic, the maximum charge must not * Food Waste *** Offshore platforms and associated vessel
Comminuted or Ground > 3 Miles Offshore > 12 Miles Offshore > 12 Miles Offshore include all fixed or floating platforms engaged
exceed 8.0 kg. in exploration or exploration of seabed
• DO NOT overload the incinerator with waste. mineral resources and all vessel alongside or
Mixed Refuse Bags **** **** **** within 500 metres of such platforms
• The feeding door must not be opened unless there is a minimum
of 10 mm (water gauge) vacuum in the combustion chamber as
shown on the U-tube manometer.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.13.5 - Page 6 of 6
2.14 Sanitary and Fresh Water Systems

2 14.1 Fresh Water Generating System

2.14.2 Fresh Water Service System

2.14.3 Distilled Water Service System

2.14.4 Sanitary Discharge System

Illustrations

2 14.1a Fresh Water Generating System

2.14.2a Fresh Water Service System

2.14.2b Purifier Operating Water System

2.14.3a Distilled Water Service System

2.14.4a Sanitary Discharge System

Section 2
Ship’s Systems
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.14.1a Fresh Water Generating System From Low From Main Condensate Pump
Pressure Bleed
Steam System Control Air *
Note: Items Marked Thus are Linked to the
Fresh Water Generator Control Panel
(Port) (Starboard) (2.1.8a)
* To Gland Steam Condenser
WG572F WG571F
Distilled Distilled
I
Water Water P SD260F
Fresh Water Tank, Tank, Fresh Water VASS01
Tank, Tank, SE TI PI
Port Starboard
LIAHL Port LIAHL LIAHL Starboard LIAHL 285F
(207.8 m3) (207.8 m3) SE SE
BD023
(260.4 m3) BD025 BD026
(260.4 m3) BD024 SD242F SD258F TI TI
288F 003F
SE SD256F MI
WG034F WG WG035F SE
LT LT LT LT 004F VACO01 MM007
036F 287F SD237F
PI
* * *
WG042F WG043F From Main Condenser Pumps SD236F
VACO02
1 TS PT PI TI
BG WG BG SD BG WG
094F 130F 093F SD352F SP001F 351F 131F BG091F
092F
BG
095F BC BC BC BC MI Condensate
059F 058F 057F 056F PP076 Pump
Level to Provide Minimum SE Distillate
PI PI 017F
20 Minute Operation for Pump
Gas Drive Unit TI
SE020F SE MI Starboard Fresh
206F PP072 Water Generator
To Bilge, Fire BG090F WG044F ST ST
and General Service Pump SE SE (Condensate Cooled)
Fresh Water Transfer Pump 098F 019F SE
Suction Clean Drain Tank (60 Tonnes/Day)
(70 m3/h at 1.5 bar) 207F
Key SE
208F
Fresh Water
To Fresh Water
Hydrophore Tank
*
WG040F SAH
Distilled Water/ SE MM014 From Fresh
Condensate SD353F SE095F 093F Water System
WG From High Salinometer
Exhaust Steam 014F
SD Pressure Exhaust
Electrical Signal 354F Steam System SE099F
Chemical
To Clean Dosing Unit
Instrumentation SD355F Drain Tank
Air
Silver Ion To ADT SD030F
From Domestic Fresh Water Salinometer
Hand Operated Steriliser Hydrophore Cartridge Filter SD031F SAH
Locked Shut) (5.0m3/h) From CFW System
MM012
SW Outlet
To Auxiliary External Seal Water To Clean
Desuperheater Feed Water Pump From SW Cooled
Drain Tank
FW Generator
Auxiliary External Desuperheater Rehardening Filter
Feed Water Pump Water Return (5 m3/h) ZI
ZS ZS
ZI
WP016F WS131 WS131
To Valve Water Seal Supply SD022F PI PI
TI PI WS
From Condensate Water Spill Line 046F WS005F
WG037F 1 WS112F
To Stern Tube Fresh WG038F To SW Cooled
Water Cooling Tank FW Generator
WS044F From Ship Side
To Boiler Feed Water To To ADT WS Ejector Pump
WG039F Scupper Valve Control
Pump Suction for Emergency Use 043F
VC
From Sea Water Cooled PI WS131
From Auxiliary Feed Water Pump To Main Condenser Air Escape
FW Generator Ejector Pump
Recirculating Line WG WG WG WG MI Tank
(90 m3/h x 4.0 bar)
To Condensate Water Make-Up Line 033F 031F 032F 030F PP072
WS120F
To Gas Drive Pump Unit PI
From Port Fresh Water
for High Fog System Generator (Sea Water Cooled) WS039F From Low or
(60 Tonnes/Day) Port High Sea
Water Chests

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.1 - Page 1 of 6

2.14 Sanitary and Fresh Water Systems
2.14.1 Fresh Water Generating System
Fresh Water Generators
Maker: Alfa Laval
No. of sets: 2, one condensate cooled, one sea water cooled
Type: VSP-36-125CC and VSP-36-125SWC
Capacity: 60 tons/day each
Fresh Water Hydrophore Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Vertical centrifugal
Model: VJ 40-2M
Capacity: 10 m3/h at 7 bar
Rating: 440 V, 7.5 kW at 3600 rpm
Hot Water Circulating Pumps
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Horizontal centrifugal
Model: HJ 40M-2M
Capacity: 2.0 m3/h at 1 bar
Rating: 440 V, 0.75 kW at 1800 rpm
Fresh Water Transfer Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Vertical centrifugal
Model: SVS 100M
Capacity: 70 m3/h at 1.5 bar
Rating: 440 V, 5.5 kW at 1800 rpm
Calorifier
Maker: Il-Sung Industries
No. of sets: 1
Type: Steam and electric
Capacity: 2.0 m3/h
Issue: Final Draft - October 2007
Methane Nile Eagle
Steriliser (Silver Ion)
Maker: Jowa AB
No. of sets: 1
Model: Jowa AG-S 6/15
Type: Silver ion
Capacity: 6.0 m3/h fresh water at 0.1ppm Ag
Rehardening Filter
Maker: Se-Won Industries
No. of sets: 1
Model: SWM-5.0
Type: Hardness and pH adjusting
Capacity: 5.0 m3/h fresh water
Evaporator/Distillation Plant System
Introduction
There are two fresh water distillation plants installed and these operate at
low pressure using LP bleed steam or high pressure exhaust steam as the
heat source (see section 2.1.8). No.2 distillation plant is condensate cooled
and No.1 distillation plant is sea water cooled. Each fresh water generator is
self-contained with its own combined brine/air ejector and distillate pump.
The combined brine/air ejector is driven by the distillation plant SW feed
pump (see section 2.3.3) which creates a vacuum in the system to lower the
evaporation temperature of the feed water.
The feed water is introduced into the evaporator section through a spring
operated regulating valve and is distributed into every second plate channel
via the evaporation channels. Desuperheated steam is distributed into
the remaining channels, thus transferring its heat to the feed water in the
evaporation channels.
Having reached boiling temperature, which is lower than at atmospheric
pressure, the feed water undergoes a partial evaporation and the mixture
of generated vapour and brine enters the separator vessel. Here the brine is
separated from the vapour and discharged to the sea through the combined
brine/air ejector.
After passing through a demister the vapour enters every second plate channel
in the condenser section. The sea water supplied by the distillation plant SW
ejector pump distributes itself into the remaining channels, thus absorbing the
heat being transferred from the condensing vapour in the No.1 SW cooled
FW generator. This heat transfer is between the generated vapour and main
condensate for No.2 condensate cooled FW generator.
IMO Number: 9321770
Machinery Operating Manual
The produced fresh water is extracted by the distillate pump and discharged
through a salinometer which monitors the salinity of the water. Should the
salinity rise above a preset value an alarm is sounded and the condensate is
discharged to the sea through the combined air ejectors.
Distillate from the FW evaporator is discharged to the domestic fresh water
tanks and the distilled water tanks. Water from the distillation plant flows
directly to the distilled water tanks but the supply of water to the domestic
fresh water tanks first passes through a rehardening filter and then a silver ion
steriliser before flowing to the tanks.
Main Components
A fresh water generator consists of the following components:
Evaporator Section
The evaporator section consists of a plate heat exchanger and is enclosed in
the separator vessel.
Separator Vessel
The separator separates the brine from the vapour.
Condenser Section
Just like the evaporator section the condenser section consists of a plate heat
exchanger enclosed in the condensing vessel.
Combined Brine/Air Ejector
The ejector extracts brine and incondensable gases from the separator vessel
and the condensing chamber.
Distillation Plant Sea Water Feed Pumps
The distillation plant SW feed pumps are single-stage centrifugal pumps. These
pumps supply the SW cooled FW generator condenser with sea water and the
brine/air ejector with drive water, as well as feed water for evaporation.
Distillate Pump
The distillate pump is a single-stage centrifugal pump. The distillate pump
extracts the produced fresh water from the condenser and pumps the water to
the fresh water tank.
Section 2.14.1 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.14.1a Fresh Water Generating System From Low From Main Condensate Pump
Pressure Bleed
Steam System Control Air *
Note: Items Marked Thus are Linked to the
Fresh Water Generator Control Panel
(Port) (Starboard) (2.1.8a)
* To Gland Steam Condenser
WG572F WG571F
Distilled Distilled
I
Water Water P SD260F
Fresh Water Tank, Tank, Fresh Water VASS01
Tank, Tank, SE TI PI
Port Starboard
LIAHL Port LIAHL LIAHL Starboard LIAHL 285F
(207.8 m3) (207.8 m3) SE SE
BD023
(260.4 m3) BD025 BD026
(260.4 m3) BD024 SD242F SD258F TI TI
288F 003F
SE SD256F MI
WG034F WG WG035F SE
LT LT LT LT 004F VACO01 MM007
036F 287F SD237F
PI
* * *
WG042F WG043F From Main Condenser Pumps SD236F
VACO02
1 TS PT PI TI
BG WG BG SD BG WG
094F 130F 093F SD352F SP001F 351F 131F BG091F
092F
BG
095F BC BC BC BC MI Condensate
059F 058F 057F 056F PP076 Pump
Level to Provide Minimum SE Distillate
PI PI 017F
20 Minute Operation for Pump
Gas Drive Unit TI
SE020F SE MI Starboard Fresh
206F PP072 Water Generator
To Bilge, Fire BG090F WG044F ST ST
and General Service Pump SE SE (Condensate Cooled)
Fresh Water Transfer Pump 098F 019F SE
Suction Clean Drain Tank (60 Tonnes/Day)
(70 m3/h at 1.5 bar) 207F
Key SE
208F
Fresh Water
To Fresh Water
Hydrophore Tank
*
WG040F SAH
Distilled Water/ SE MM014 From Fresh
Condensate SD353F SE095F 093F Water System
WG From High Salinometer
Exhaust Steam 014F
SD Pressure Exhaust
Electrical Signal 354F Steam System SE099F
Chemical
To Clean Dosing Unit
Instrumentation SD355F Drain Tank
Air
Silver Ion To ADT SD030F
From Domestic Fresh Water Salinometer
Hand Operated Steriliser Hydrophore Cartridge Filter SD031F SAH
Locked Shut) (5.0m3/h) From CFW System
MM012
SW Outlet
To Auxiliary External Seal Water To Clean
Desuperheater Feed Water Pump From SW Cooled
Drain Tank
FW Generator
Auxiliary External Desuperheater Rehardening Filter
Feed Water Pump Water Return (5 m3/h) ZI
ZS ZS
ZI
WP016F WS131 WS131
To Valve Water Seal Supply SD022F PI PI
TI PI WS
From Condensate Water Spill Line 046F WS005F
WG037F 1 WS112F
To Stern Tube Fresh WG038F To SW Cooled
Water Cooling Tank FW Generator
WS044F From Ship Side
To Boiler Feed Water To To ADT WS Ejector Pump
WG039F Scupper Valve Control
Pump Suction for Emergency Use 043F
VC
From Sea Water Cooled PI WS131
From Auxiliary Feed Water Pump To Main Condenser Air Escape
FW Generator Ejector Pump
Recirculating Line WG WG WG WG MI Tank
(90 m3/h x 4.0 bar)
To Condensate Water Make-Up Line 033F 031F 032F 030F PP072
WS120F
To Gas Drive Pump Unit PI
From Port Fresh Water
for High Fog System Generator (Sea Water Cooled) WS039F From Low or
(60 Tonnes/Day) Port High Sea
Water Chests

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.1 - Page 3 of 6

Salinometer
The salinometers continuously check the salinity of the produced water and
steam heating condensate returns. The alarm set points are adjustable; for the
condensate returns, they will be pumped to the ADT or the main condenser.
Control Panel
A control panel contains motor starters, running lights and contacts for remote
alarm. A salinity panel is located at the side of the distillation plant with two
LCD indicators ranging from 0.5 - 20 ppm. The panels also contain a 10 ppm
test function and control buttons to set the alarm point.
Alarms
Tag Description High Alarm
MM011 No.1 FW generator condensate water drain salinity 4 ppm
high
MM012 No.2 FW generator condensate water drain salinity 4 ppm
high
MM013 No.1 FW generator distilled water salinity high 4 ppm
MM014 No.2 FW generator distilled water salinity high 4 ppm
Desuperheating System
Steam supplied to the distillation plant comes from the HP exhaust steam
system and from the low pressure turbine bleed steam system. The steam valve
is a combined steam pressure regulating valve and safety cut-off valve. Steam
pressure is regulated during operation by means of the controller mounted on
the control panel, the controller receiving an input signal from the steam inlet
pressure transmitter.
The desuperheating system ensures that the correct steam conditions exist at
the inlet to the heat exchanger. When required, condensate water from the main
condensate pump is injected into the steam flow to the heat exchanger.
Operating Procedure
The system described is for operation of No.2 distillation plant as shown in
illustration 2.14.1a. It is assumed that the HP exhaust system steam will be
used for heating purposes.
WARNING
Do not operate the plant in polluted water. Fresh water must not be
produced from polluted water, as the produced water will be unsuitable
for human consumption.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Starting and Stopping Procedures k) Start the heating steam condensate extraction pump.
a) Ensure that all pressure and temperature gauge root valves are
open. Ensure all automatic/regulating valves are in their correct l) Open the steam pressure regulating valve by adjusting the
positions or fully operational as appropriate. pressure controller in the control panel until the desired steam
pressure is reached.
b) Set the No.2 distillation plant SW feed pump valves as described
m) Once the quality of heating steam drain condensate is confirmed
in section 2.3.3, ensuring that the overboard discharge valve
WS005F is open. This valve is remotely operated from the ship as improving, open SD022F to the main condenser. When
side valve control screen in the IAS. the set point for salinity is reached, the solenoid valves will
automatically change over to direct the condensate through the
c) Close the air screw (vacuum release valve) on the separator. condenser. The line to the atmospheric drain tank would be used
when the SW cooled evaporator is in operation and the main
d) Start the SW feed pump for the distillation plant locally to condenser shut down.
create a vacuum of a minimum of 90%.
The boiling temperature will now rise while the obtained vacuum drops to
e) Open the control air supply to the steam pressure regulating approximately 85%, this indicates that evaporation has started. Open the
valve and the flow regulating valve. distilled water discharge valve from the pump and open the recirculating valve
to the evaporator and set the salinometer to dump.
The pressure at the combined brine/air ejector inlet should be a minimum of
3.5 bar. The back pressure at the combined brine/air ejector outlet should be When evaporation has commenced:
no more than 1 bar.
n) Start the distillate pump.
Evaporation o) Open the supply valves to the distilled water tanks or fresh
When there is a minimum of 90% vacuum (after maximum 10 minutes). water tanks as required.
p) Reset on the salinometer and check its operation.
f) Open the valve for the feed water treatment. Ensure that the
chemical dosing tank is full.
When the set point for the salinity of the distillate is reached, the solenoid
g) Open the condensate cooling valves to the evaporator, SD236F
valves will automatically change over and direct the distillate to the water
and SD237F, it is assumed that the gland condenser is already
treatment/storage system.
in operation with valves SD265F and SD255F open and the
bypass valve SD258F closed.
h) Close the heater condensate valve SD022F to the main
condenser/ADT and open valves SD030F and SD031F to
the clean drain tank. Ensure that the inlet valves to the ADT
SD033F/SD034F or main condenser SD032F are open as
required ensuring not to open both sets of valves at the same
time.
i) Open the inlet steam drain valves SE206F, SE208F, SE017F,
SE019F, SE098F, and SE099F. Ensure that all drain trap bypass
valves are closed. Ensure that the desuperheater condensate
supply from the condensate pumps is available and that valve
SD242F is open.
j) Open the steam supply valve SE095F from the HP exhaust
steam system.
IMO Number: 9321770 Section 2.14.1 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.14.1a Fresh Water Generating System From Low From Main Condensate Pump
Pressure Bleed
Steam System Control Air *
Note: Items Marked Thus are Linked to the
Fresh Water Generator Control Panel
(Port) (Starboard) (2.1.8a)
* To Gland Steam Condenser
WG572F WG571F
Distilled Distilled
I
Water Water P SD260F
Fresh Water Tank, Tank, Fresh Water VASS01
Tank, Tank, SE TI PI
Port Starboard
LIAHL Port LIAHL LIAHL Starboard LIAHL 285F
(207.8 m3) (207.8 m3) SE SE
BD023
(260.4 m3) BD025 BD026
(260.4 m3) BD024 SD242F SD258F TI TI
288F 003F
SE SD256F MI
WG034F WG WG035F SE
LT LT LT LT 004F VACO01 MM007
036F 287F SD237F
PI
* * *
WG042F WG043F From Main Condenser Pumps SD236F
VACO02
1 TS PT PI TI
BG WG BG SD BG WG
094F 130F 093F SD352F SP001F 351F 131F BG091F
092F
BG
095F BC BC BC BC MI Condensate
059F 058F 057F 056F PP076 Pump
Level to Provide Minimum SE Distillate
PI PI 017F
20 Minute Operation for Pump
Gas Drive Unit TI
SE020F SE MI Starboard Fresh
206F PP072 Water Generator
To Bilge, Fire BG090F WG044F ST ST
and General Service Pump SE SE (Condensate Cooled)
Fresh Water Transfer Pump 098F 019F SE
Suction Clean Drain Tank (60 Tonnes/Day)
(70 m3/h at 1.5 bar) 207F
Key SE
208F
Fresh Water
To Fresh Water
Hydrophore Tank
*
WG040F SAH
Distilled Water/ SE MM014 From Fresh
Condensate SD353F SE095F 093F Water System
WG From High Salinometer
Exhaust Steam 014F
SD Pressure Exhaust
Electrical Signal 354F Steam System SE099F
Chemical
To Clean Dosing Unit
Instrumentation SD355F Drain Tank
Air
Silver Ion To ADT SD030F
From Domestic Fresh Water Salinometer
Hand Operated Steriliser Hydrophore Cartridge Filter SD031F SAH
Locked Shut) (5.0m3/h) From CFW System
MM012
SW Outlet
To Auxiliary External Seal Water To Clean
Desuperheater Feed Water Pump From SW Cooled
Drain Tank
FW Generator
Auxiliary External Desuperheater Rehardening Filter
Feed Water Pump Water Return (5 m3/h) ZI
ZS ZS
ZI
WP016F WS131 WS131
To Valve Water Seal Supply SD022F PI PI
TI PI WS
From Condensate Water Spill Line 046F WS005F
WG037F 1 WS112F
To Stern Tube Fresh WG038F To SW Cooled
Water Cooling Tank FW Generator
WS044F From Ship Side
To Boiler Feed Water To To ADT WS Ejector Pump
WG039F Scupper Valve Control
Pump Suction for Emergency Use 043F
VC
From Sea Water Cooled PI WS131
From Auxiliary Feed Water Pump To Main Condenser Air Escape
FW Generator Ejector Pump
Recirculating Line WG WG WG WG MI Tank
(90 m3/h x 4.0 bar)
To Condensate Water Make-Up Line 033F 031F 032F 030F PP072
WS120F
To Gas Drive Pump Unit PI
From Port Fresh Water
for High Fog System Generator (Sea Water Cooled) WS039F From Low or
(60 Tonnes/Day) Port High Sea
Water Chests

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.1 - Page 5 of 6
 Methane Nile Eagle Machinery Operating Manual
Distillate Transfer System Procedure for Pumping Distillate to the Domestic Fresh Water
Introduction Tanks (Capacity 257.9 m3 each)

a) Operate the FW generator as described above and open the

Distillate is pumped from the evaporator by the distillate pump and may be
domestic fresh water tank filling valves as required, WG042F
discharged to the distilled water tanks or the domestic fresh water tanks, or
for the port tank and WG043F for the starboard tank. Ensure the
may be pumped ashore through port and starboard shore connections on the
distilled water crossover valve WG036F is closed. Ensure that
domestic filling line. Distillate is pumped directly to the distilled water tanks
the shore discharge valves WG571F and WG572F are closed
but if it is to be pumped to the domestic water tanks it is first passed through
and the blanks are secure.
the rehardening filter and then the silver ion steriliser.

The silver steriliser destroys bacteria and leaves a residue of silver ions in the
stored water thus providing for effective sterilisation whilst the water is stored
in the tanks. The rehardening filter removes carbonic acid gas from the water
to produce a neutral or slightly alkaline condition.
As the water passes between two electrodes in the sterilising unit, through
which a small current is passed, the ions are released and sterilise the water.
Sterilisation by this method ensures that the water is maintained in a good
condition, even when stored in the tanks for a period of time. The silver
electrodes should be inspected and changed when all the silver coating has
depleted. The dosing of the water is automatic and is set depending on the flow
of the water.
Normally one domestic fresh water tank is in use and is being filled at the
same time. Domestic fresh water and distilled water tanks may be filled at the
same time.
Procedure for Pumping Distillate to the Distilled Water Tanks
b) Open the FW generator line valves to the rehardening filter,
WG030F for No.1 FW generator or WG031F for No.2 FW
generator.
c) Open the rehardening filter inlet valve WG037F and outlet
valve WG039F and close the bypass valve WG038F (this valve
is normally closed).
d) Open the silver ion steriliser outlet valve WG040F and the unit
outlet valve before the solenoid and supply electrical power to
the silver ion steriliser unit. The control unit will operate the
supply solenoid valve when the silver ion steriliser is supplied
with power. Flow through the steriliser is regulated by means of
the bypass throttling valve WG014F.
Note: The silver ion steriliser solenoid valve is controlled by the silver ion
steriliser and this valve prevents water flowing to the domestic fresh water
tanks unless the silver ion steriliser is operating.

a) Operate the FW generator as described above and open the

distilled water tank filling valves as required. There are port
and starboard distilled water tanks of 207.8 m3 each which are
located in the steering gear compartment. The port tank filling
valve is WG034F and the starboard tank filling valve WG035F.
Ensure the distilled water crossover valve WG036F is closed.

b) Open the distilled water tank line valve from No.1 FW generator
WG032F or line valve WG033F from No.2 FW generator. Close
the domestic water tank filling valve as required.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.1 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Outside (S) To/From
Illustration 2.14.2a Fresh Water Service System Workshop
Outside (P) Accommodation
To Drinking Water Water Boiler and To Casing Toilet (Upper Deck)
Cargo Area Sink in Workshop
(Port) (Starboard) Accommodation Fountain
WG572F WG571F Sanitary Water
Upper Deck Drinking Water

Fresh Water WP010F

To Port To Starboard Fresh Water
Tank, Engine
Distilled Distilled Tank, WH002F WH001F WH007F
Port Room Toilet
LIAHL Water Tank Starboard LIAHL WH006F
(260.4 m3) WG034F WG035F Water Tank No.2 PI No.1 PI 2nd Deck
BD023 (260.4 m3) BD024

WG239F MI MI (Port)
From FW
PP070 PP069 PI
Generator
LT WG036F LT PI PI

WG237F WH004F WH003F To Sink for Boiler Water

WG042F WG043F Test in Boiler Test Room
From Port From Starboard
WP009F Hot Water Circulating Pumps
BC Distilled Distilled BC Small Sink in
BG094F 059F WG130F WG131F 056F BG091F (2 m3/h x 1 bar)
Water Tank Water Tank Engine Room
Calorifier Washbasin in Workshop
BG095F
MI (1.5m3) 3rd Deck (Starboard)
PP076
BG093F BG092F PI PI
To Emergency
Generator Engine Room
Funnel Top (Centre) WG212F
BG090F WG044F
Fresh Water Transfer Pump WG577F Near Deaerator
To Bilge, Fire WG211F In Workshop 3rd Deck (Starboard)
(70 m3/h x 1.5 bar)
and General Service Pump To Incinerator Exhaust WG225F
Suction or Clean Drain Tank C Deck (Starboard) Gas Pipe Drain Seal Pot 2nd Deck (Forward, Starboard)
WG576F
Casing Upper Deck WG224F
WG210F 3rd Deck (Forward, Starboard)
WP004F C Deck (Port) To Boiler Exhaust WG223F
WG040F
WP WG575F Gas Pipe Drain Seal Pot
Automatic 008F 3rd Deck (Middle, Starboard)
Key WG Start/Stop Casing Outside (Upper Deck, WG222F
041F To Chemical Store
Fresh Water Port) To Generator Engine Drain
MI MI WG574F Seal Pot 3rd Deck (Starboard)
PP067 PP068
PS PS WP Casing Outside (Upper Deck,
Electrical Signal 003F Starboard) P
WG200F WG573F For Generator Engine
No.1 Turbocharger Cleaning
Instrumentation To Cooling Fresh Water
To Steering Gear Expansion Tank
Air Silver Ion Room To Inert Gas System
WG132F Near Generator Engine
Steriliser PI
Hand Operated WG221F
(5.0 m3/h)
Locked Shut) 4th Deck (Starboard, Near Central
2nd Deck (Port) Fresh Water Cooler)
WG201F WG220F
WG133F WG209F
No.2
Fresh Water Pumps 3rd Deck (Forward, Port) Floor (Starboard)
(10 m3/h x 7.0 bar) WG219F
WG208F
Fresh Water 3rd Deck (Aft, Port)
WP016F Hydrophore Tank WG207F
(2.0 m3)
4th Deck (Near Soot Drain Tank)
Rehardening Filter
WG206F
(5 m3/h) WG205F To Main Condenser Vacuum 4th Deck (Aft)
WG037F Pump Unit Sealing Water Supply WG218F
WG038F To Oily Water Separator and Floor (Aft)
Pump WG217F
To Scupper
WG039F 4th Deck Floor (Forward, Port) Purifier Room (Near Work Bench)
WG204F WG203F WG216F
Purifier Operating Water
From Fresh Floor (Middle, Port)
Water Generators WG202F PORT SIDE STARBOARD SIDE

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.2 - Page 1 of 5
 Methane Nile Eagle Machinery Operating Manual
2.14.2 Fresh Water service System Procedure for Operation of the Fresh Water System Fresh Water Services System
Position Description Valve
It is assumed that the port domestic FW tank and No.1 fresh water pump in use
Introduction and that all gauge and instrumentation valves are open.
Open Workshop drinking fountain supply valve WP010F
Open Water services outlet (floor, port middle) WG202F
The fresh water hydrophore unit provides the ship with cold fresh water for Open Water services outlet (floor, port forward) WG203F
a) Check that there is sufficient water in the domestic FW tank to
drinking, sanitary and technical services. The fresh water hydrophore unit also
meet the demand. Open Water services outlet (4th deck) WG204F
supplies water to the calorifier and the hot water circulation pumps supply hot
water from the calorifier to the accommodation. Open Water services outlet WG205F
b) Suction valves WG132F and WG133F for the fresh water
Open Water services outlet (4th deck near soot drain WG206F
hydrophore pumps must be open together with the pump
Water may be taken from a shore supply or a barge by means of water tank)
discharge valves. Using the No.1 FW pump in local control, fill
load lines located on the port and starboard sides of the ship. The port and Open Water services outlet (3rd deck, aft, port) WG207F
the hydrophore tank until the water level gauge glass is ¾ full;
starboard water load lines connect with the tank supply lines by means of Open Water services outlet (3rd deck, forward, WG208F
then stop the pump.
valves WG572F (port) and WG571F (starboard) which should normally be port)
closed. Taking water from a shore supply or barge requires the blank at the Open Water services outlet (2nd deck, port) WG209F
c) Connect the air supply line and open the air supply valve to
port or starboard connection to be removed, the pipe attached and the load
pressurise the hydrophore tank from the general service air Open Water services outlet (outside casing upper WG573F
valve opened. This water does not pass through the silver ion steriliser and/or
supply pressure. Close the air supply valve before the level deck starboard)
the mineraliser and care must be taken to ensure that the water is fit for human
disappears out of the glass to stop air venting in to the pipework. Open Water services outlet (outside casing upper WG574F
consumption and treated.
Refill with water as before, then repeat this procedure until the deck port)
tank is at working pressure with the glass half full. Use the air
Open Water services outlet (outside casing upper WG210F
Domestic Fresh Water System and water vents to establish the correct level.
deck)
There are two fresh water hydrophore pumps which take suction from the Open Water services outlet (near deaerator) WG211F
d) The fresh water hydrophore tank is now operational and fresh
domestic fresh water tanks. These pumps deliver fresh water to the fresh water
water can be supplied to the various users. Open Water services outlet (emergency generator WG212F
hydrophore tank which is maintained under pressure by air trapped in the
room)
hydrophore tank; the tank is initially charged with air from the general service
e) Set the valves as in the following table: Open Water services outlet (outside casing C deck WG576F
air system. The pressure in the tank controls the starting and stopping of the
duty fresh water hydrophore pump which is set to automatic operation by the starboard)
Valves are shown as open but if the service was not being used the valve would Open Water services outlet (outside casing C deck WG575F
system controls.
be closed. port)
Pumps may be selected for local control and the pump is started and stopped Open Water services outlet (outside casing funnel WG577F
at the control panel at the pump unit and cannot be started or stopped from the Position Description Valve
top)
IAS screen. As the water is used, the tank pressure drops allowing the duty Open Cartridge filter inlet valve WP003F
Open Water services outlet (purifier room) WG216F
pump to start automatically and refill the tank. As the pressure in the system Open Cartridge filter outlet valve WP004F
Open Water services outlet (floor aft) WG217F
increases to a predetermined value, the pump will automatically stop. The Closed Cartridge filter bypass valve WP008F
Open Water services outlet (4th deck aft) WG218F
pump cuts in at 5.5 bar and cuts out at 6.5 bar. Closed Recirculation valve WP016F
Open Water services outlet (floor starboard) WG219F
Open Hot water system supply valve WP009F
Tag Description Low High Open Water services outlet (near generator engine) WG221F
Open Engine room water services supply valve WG200F
BD023 Fresh water tank port level 0.25 m 6.0 m Open Water services outlet (4th deck starboard, near WG220F
Open Deck and accommodation service water WG201F FWC)
BD024 Fresh water tank starboard level 0.25 m 6.0 m valve
Open Water services outlet (generator turbocharger WG217F
Open Deck supply line valve WG237F cleaning)
Closed Deck supply drain valve WG239F Open Water services outlet (3rd deck centre) WG222F
Open Water services outlet (3rd deck forward) WG223F
Open Water services outlet (2nd deck forward) WG224F
Open Water services outlet (3rd deck workshop) WG225F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.2 - Page 2 of 5
 Methane Nile Eagle Machinery Operating Manual
Outside (S) To/From
Illustration 2.14.2a Fresh Water Service System Workshop
Outside (P) Accommodation
To Drinking Water Water Boiler and To Casing Toilet (Upper Deck)
Cargo Area Sink in Workshop
(Port) (Starboard) Accommodation Fountain
WG572F WG571F Sanitary Water
Upper Deck Drinking Water

Fresh Water WP010F

To Port To Starboard Fresh Water
Tank, Engine
Distilled Distilled Tank, WH002F WH001F WH007F
Port Room Toilet
LIAHL Water Tank Starboard LIAHL WH006F
(260.4 m3) WG034F WG035F Water Tank No.2 PI No.1 PI 2nd Deck
BD023 (260.4 m3) BD024

WG239F MI MI (Port)
From FW
PP070 PP069 PI
Generator
LT WG036F LT PI PI

WG237F WH004F WH003F To Sink for Boiler Water

WG042F WG043F Test in Boiler Test Room
From Port From Starboard
WP009F Hot Water Circulating Pumps
BC Distilled Distilled BC Small Sink in
BG094F 059F WG130F WG131F 056F BG091F (2 m3/h x 1 bar)
Water Tank Water Tank Engine Room
Calorifier Washbasin in Workshop
BG095F
MI (1.5m3) 3rd Deck (Starboard)
PP076
BG093F BG092F PI PI
To Emergency
Generator Engine Room
Funnel Top (Centre) WG212F
BG090F WG044F
Fresh Water Transfer Pump WG577F Near Deaerator
To Bilge, Fire WG211F In Workshop 3rd Deck (Starboard)
(70 m3/h x 1.5 bar)
and General Service Pump To Incinerator Exhaust WG225F
Suction or Clean Drain Tank C Deck (Starboard) Gas Pipe Drain Seal Pot 2nd Deck (Forward, Starboard)
WG576F
Casing Upper Deck WG224F
WG210F 3rd Deck (Forward, Starboard)
WP004F C Deck (Port) To Boiler Exhaust WG223F
WG040F
WP WG575F Gas Pipe Drain Seal Pot
Automatic 008F 3rd Deck (Middle, Starboard)
Key WG Start/Stop Casing Outside (Upper Deck, WG222F
041F To Chemical Store
Fresh Water Port) To Generator Engine Drain
MI MI WG574F Seal Pot 3rd Deck (Starboard)
PP067 PP068
PS PS WP Casing Outside (Upper Deck,
Electrical Signal 003F Starboard) P
WG200F WG573F For Generator Engine
No.1 Turbocharger Cleaning
Instrumentation To Cooling Fresh Water
To Steering Gear Expansion Tank
Air Silver Ion Room To Inert Gas System
WG132F Near Generator Engine
Steriliser PI
Hand Operated WG221F
(5.0 m3/h)
Locked Shut) 4th Deck (Starboard, Near Central
2nd Deck (Port) Fresh Water Cooler)
WG201F WG220F
WG133F WG209F
No.2
Fresh Water Pumps 3rd Deck (Forward, Port) Floor (Starboard)
(10 m3/h x 7.0 bar) WG219F
WG208F
Fresh Water 3rd Deck (Aft, Port)
WP016F Hydrophore Tank WG207F
(2.0 m3)
4th Deck (Near Soot Drain Tank)
Rehardening Filter
WG206F
(5 m3/h) WG205F To Main Condenser Vacuum 4th Deck (Aft)
WG037F Pump Unit Sealing Water Supply WG218F
WG038F To Oily Water Separator and Floor (Aft)
Pump WG217F
To Scupper
WG039F 4th Deck Floor (Forward, Port) Purifier Room (Near Work Bench)
WG204F WG203F WG216F
Purifier Operating Water
From Fresh Floor (Middle, Port)
Water Generators WG202F PORT SIDE STARBOARD SIDE

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.2 - Page 3 of 5

There are direct connections with local valves for the boiler test room sink, the
generator engine drain sealing pot, The incinerator exhaust gas drain sealing
pot, the oily water separator, the purifiers, the vacuumarator sealing water
tank, the IG system, the LO purifiers, the steering gear room, the cooling FW
expansion tank and the boiler exhaust gas drain sealing pot.
Water supplied to the deck system ring main feeds outlets on the deck via
quick acting self-sealing connectors. The ring water main also supplies
decontamination showers at the loading manifolds on the port and starboard
sides of the ship and the glycol system mixing tank.
The fresh water system will operate as required with the duty pump operating
in order to maintain pressure in the system.
Methane Nile Eagle
Domestic Hot Water System
This system supplies the hot water to the accommodation for domestic
purposes.
Water is circulated continuously by one of the two the hot water circulating
pumps, the water being passed through a calorifier, which can be either steam
or electrically heated to raise the water to the correct temperature. Top up to
the system is from the hydrophore tank. The pumps can be changed over if
necessary for maintenance. Pumps are started and stopped locally and would
be changed over periodically in order to avoid one pump having excessive
running hours.
The system supplies hot water to the accommodation system, the washbasin
in the workshop, the washbasin for boiler water testing, the washbasin in the
engine room toilet and the washbasin in the engine room casing.
Procedure for Operating the Hot Water System
a) Operate the FW system as above and set the hot water system
valves as follows:
Machinery Operating Manual
Distilled Water to Domestic Water Transfer
Water may be pumped between the domestic fresh water tanks and the distilled
water tanks by means of the fresh water transfer pump. Water can also be taken
from the tanks and discharged to deck.
Outlet valves from the fresh water and distilled water tanks to the transfer
pump suction are provided with spectacle blanks and these must be in the
open position before water may be taken from a particular tank. The use of
such blanks prevents accidental transfer of water from a tank. The fresh water
transfer pump suction and discharge valves BG090F and WG044F must be
open.
For transferring fresh water from one FW tank to another the suction valve
on the tank from which water is to be taken must be open, BG091F for the
starboard fresh water tank or BG094F and BG095F for the port fresh water
tank. The port fresh water tank outlet valve does not have a blank hence the
use of double valves. The filling valve on the appropriate fresh water tank,
WG042F for the port tank or WG043F for the starboard tank, must be open.
The fresh water transfer pump is started and the required amount of water
transferred between tanks.

Position Description Valve CAUTION

Open Calorifier supply from cold water system WP009F The discharge side of the fresh water transfer pump is connected to the
same tank filling line as that used by the two fresh water generators.
Open Calorifier outlet valve to accommodation WH007F
Because of this the line valves WG040F and WG041F MUST be closed
Open Calorifier outlet valve to engine room and WH006F when transferring water with the transfer pump to prevent damage
chemical store to the silver ion steriliser unit. Ideally, when transferring water with
Open No.1 hot water circulating pump inlet valve WH001F this pump, the fresh water generators should be shut down and their
Open No.1 hot water circulating pump outlet valve WH003F discharge valves WG030F and WG031F also closed.
Open No.2 hot water circulating pump inlet valve WH002F
For the transfer of distilled water the tank filling valve for the appropriate tank,
Open No.2 hot water circulating pump outlet valve WH004F
WG034F for the port tank or WG035F for the starboard tank, must be open
together with the crossover filling valve WG036F, which is normally locked
b) After opening the hot water system supply valve from the cold closed. The appropriate distilled water tank suction valve, BG092F for the
water system, allow the system to fill from the hydrophore starboard tank or BG093F for the port tank and the associated blanks must be
tank. open.

c) Ensure that the hot water circulating pumps are primed. Care must be taken when transferring fresh and distilled water to ensure that
the water goes to the tank intended. Transfer of distilled water to fresh water
d) Start one of the hot water circulating pumps at the local starter tanks can have serious consequences as the water has not been sterilised and
panel. rehardened.

e) Open the steam supply or switch on the electrical supply to the
calorifier, and set the system temperature.
f) Check that the system is circulating correctly and that the
temperature is maintained.
The fresh water and distilled water tanks may be pumped out by the No.1 port
bilge, fire and GS pump via the fresh water transfer pump suction line and the
suction valve BG060F on the bilge, fire and GS pump.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.2 - Page 4 of 5
 Methane Nile Eagle Machinery Operating Manual
Purifier Operating Water System

Water is supplied to the lubricating oil purifiers for operating the bowls
when sludging and for sealing purposes. This water is supplied from the FW
hydrophore for the bowl operating system, the flushing and the sealing water.
In order to ensure that the purifier system operates correctly it is essential that
the FW hydrophore system is operating.

Each of the two LO purifiers has an inlet valve and each must be open in order
to ensure that the purifier water operating system will function.

The supply valves to individual parts of the purifier system are activated by
the purifier control.

No.1 Lubricating Oil Purifier

Operating water supply valve WG228F

No.2 Lubricating Oil Purifier

Operating water supply valve WG229F

Illustration 2.14.2b Purifier Operating Water System

From Domestic Fresh Water
Hydrophore Service System

WG229F WG228F

Key

Fresh Water

No.2 Lubricating No.1 Lubricating

Oil Purifier Oil Purifier

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.2 - Page 5 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.14.3a Distilled Water Service System

(Port) (Starboard)

Key
Distilled Distilled From Deaerator
Water Level Transmitter Fresh Water
Water
Tank, Level to Provide Minimum Tank, Distilled Water/
Port 20 Minute Operation for Starboard Condensate
LIAHL LIAHL
BD025
(207.8 m3) Gas Drive Unit (207.8 m3) BD026 Electrical Signal
LIC Instrumentation
WG034F WG035F IAS
WG
LT 036F LT
To Fresh Water Air
To Fresh Water
Tank (Port) Tank (Starboard) Hand Operated
WG042F To Gas Drive WG043F
Pump Unit for (Locked Shut)
From Fresh Water To Fresh Water
High Fog SP001F
Tank (Port) BG BC SD BC Transfer Pump
SD352F System BG091F
093F 058F 351F 057F
To Bilge,Fire and GS
To Fresh Water
Pumps or Clean Sampling Sampling Tank (Starboard)
Drain Tank

Control Air E
Auxiliary External Desuperheater P
From Fresh Water
Feed Water Pump Return Generators Spill Valve

To Auxiliary External From Condensate Drain Pump

Desuperheater Feed Water Pumps SD311F SD310F SD309F

SD355F SD353F
E Control Air
P SD312F
Make Up Valve
SD354F
To Main Condenser Hot
Well for Initial Filling
SD357F SD358F SD359F SD377F SD376F
From Auxiliary Feed
To Boiler Feed Water Water Pump
Pump Suction for SB205F Recirculating Line
Emergency Use SB005F SD360F
Emergency Fire SD364F
To Valve Water
(Aft) (Fwd) Pump Space
Seal Supply
BG050F LIAH
BG007

BG051F Suspended Sponge

Bilge Well OAH Filter
BG052F (Aft) To Condensate Drain Pump MM023
LIC
Discharge Control Valve BD033
LT Condensate Drain
BG053F
Steering Inspection Tank
Void 95%
Gear NWL
Room Bilge 40%
Wells LIAH NWL
BD009 BG065F

60% Atmospheric Drain

SD
BG061F Tank (10 m3) SD135F SD 139F
SD136F
Stern Tube 138F
Cooling Water BG054F
Tank
BG055F E Deck Deck BC002F
P
SD004F Deck
To Condensate To Main
To Bilge, Fire &
Drain Pumps Condenser
General Service SD003F SD005F To Clean
BG003F Pumps Drain Tank
Control Air SD006F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.3 - Page 1 of 2

2.14.3 Distilled Water SERVICE System
Introduction
The distilled water which is used in the condensate and feed water systems is
stored in two tanks situated on the port and starboard sides of the steering gear.
The tank capacities are 207.8 m3 each.
Distilled water is pumped into the tanks from the evaporation plant without the
addition of any water treatment. Salinity control of the evaporator discharge
ensures that the quality of the distillate, once conditioned, is suitable for use
in the boilers.
In normal operation one tank will be in use as feed make-up and the other tank
either filling from the evaporator or on standby. The integrated automation
system (IAS) FDS screen displays the tank soundings. The tank outlet valves
are manual and cannot be operated from the IAS.
Distilled water from the tank in use passes through a fine mesh filter before
distribution to the following services:
• Auxiliary external desuperheater feed pumps
• Emergency connection to the boiler feed water pumps via valve
SB005F
• Return from the auxiliary feed water pump recirculation line for
emergency operation via valve SB205F
• Make-up to the atmospheric drain tank (ADT) via control valve
SD358F
• Spill back from the main condensate system via control valve
SD310F
• Initial filling water to the main condenser via valves SD376F
and SD377F
• Topping up water to the stern tube cooling water tank via valve
BG065F
• Gland water sealing to valves operating under vacuum
conditions
Operation of these services is described in the sections of this manual detailing
the relevant systems. When the distilled water tanks are to be inspected, or if
they have become contaminated, they can either be drained to the clean drain
tank via No.1 GS, fire and bilge pump suction from the clean drain tank, or
pumped overboard using the bilge, fire and general service pumps.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The tank drain valves are each fitted with a spectacle blank flange, which must Fire Fighting Service
first be rotated into the open position in order to pump out the tanks.
The starboard distilled water tank supplies the gas drive pump unit for the high
fog system by means of a dedicated valve and line. The tank normal suction to
Tag Description Low High
BD025 Distilled water tank level port 0.25 m 5.9 m the distilled water service system is arranged in such a way as to ensure that
there is always at least twenty minutes worth of distilled water available to the
BD026 Distilled water tank level starboard 0.25 m 5.9 m
high fog system, whose suction is lower in the tank.
Distilled Water Transfer to Other Tanks
Distilled water may be run down from the distilled water tanks to other tanks
or compartments. Because of the location of the distilled water tanks, gravity
is used for these transfers.
The outlet valve on the selected distilled water tank is opened; SD351F for
the starboard tank or SD352F for the port tank. There is a direct rundown line
to the auxiliary external desuperheater feed water pump but other tanks are
supplied via a filter.
The filter inlet valve, SD353F and outlet valve SD355F, are open and the filter
bypass valve, SD354F, is closed.
Procedure for Filling the Stern Tube Cooling Fresh Water
Tank with Fresh Water
The tank is filled from either of the distilled water tanks by means of gravity.
a) Check the level of water in the stern tube cooling water tank and
assess the quantity of water needing to be transferred.
b) Check the amount of distilled water in the distilled water tank
to be used and ensure that it is sufficient for the purpose.
c) Open the outlet valve from the selected distilled water tank,
SD351F for the starboard tank or SD352F for the port tank.
d) Check that the filter inlet valve, SD353F and outlet valve
SD355F, are open and that the filter bypass valve SD354F is
closed.
e) Open the filling valve BG065F to the stern tube cooling water
tank. Water will flow by means of gravity from the distilled
water tank to the stern tube cooling water tank. When the tank is
full close the filling valve and the outlet valve from the distilled
water tank.
Note: The stern tube cooling water tank may be emptied by means of the
bilge pump or the bilge, fire and GS pumps. See sections 2.8.1 and 5.2.
IMO Number: 9321770 Section 2.14.3 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.14.4a Sanitary Discharge System IMO Standard Sewage
International Shore From Accommodation Drains
Funnel Top Connection Galley Provisions Air
Grey Water Black Water Black Water with Blind Flange Grey Water Grey Water
Water Store Handling Unit
from Hospital Black Water (Port) (Starboard) (Port) (Starboard)
Drain Drain
from Hospital
Upper
Upper Deck Deck

Blind Flange For Blind Flange For

Clearing Clearing

To Incinerator BS104F
WC in Waste Oil Tank
Engine Room
BS Grease
102F Trap BS
103F
2nd Deck 2nd Deck
VA051F
BS017F BS005F
To Bilge Primary Tank
Min 17.4m A/B
BS003F

Min 0.02L
(5.4m)
Summer
12.0m A/B L.W.L

BS100F BS101F

BS012F BS013F
BS002F BS007F BS106F BS108F
BS001F
Inspection PS PI BS107F
Hole XA BS006F BS105F
WG103F DXA91 B.W.L 9.12m A/B

Float Level
Gauge LS
BS016F
Flow Indicator
LI MI
MM060
WS102F LS PI
LS
Auto
ST-SP Sewage Key
Sewage Holding Aeration Clarification Chlorination Discharge
Tank Tank Tank Tank Pump
From Sea Water Bilges
(10 m3) Service Line
From
Fire/Deck (Dilution Water Supply) Sea Water
LAH Sewage To Bilge Holding Tank
Wash Line Discharge Pump
BG017 LS (For Emergency Overflow)
for Cleaning From Fire/Deck Electrical Signal
Wash Line
for Cleaning BS011F Instrumentation
BS009F Sewage Treatment Plant (45 Persons)
Sewage 4th Deck
4th Deck Ejector Pump Hand Operated
(Locked Shut)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.4 - Page 1 of 4

2.14.4 Sanitary discharge System
Sewage Treatment Plant
Maker: DVZ Services
No of sets: 1
Model: DVZ-SKA-30 Biomaster
Type: Biological oxidation and discharge
Capacity: 45 persons/day
Discharge pump: DVZ-S40
Air blower: DVZ-SD42/M
Dosing pump: Alpb
Sewage Holding Tank
Maker: EVAC
No of sets: 1
Model: Easy Fit
Capacity: 10 m3
Sewage Ejector/Discharge Pump
Maker: Envirovac USA
No of sets: 2
Model: 4/HK60-1-130-F-W1
Capacity: 10 m3/h at 2.5 bar
Rating: 440V, 2.3kW at 3400 rpm
Introduction
The sewage collection system is of the vacuum type. The vacuum is created in
the vacuum pipe by means of an ejector through which sewage is pumped from
the sewage collection tank. The pump is stopped and started automatically
by means of pressure switches so the correct level of vacuum is always
maintained in the vacuum pipe and the outlets from the toilet bowls. By virtue
of this design, a vacuum only exists in the vacuum manifold and collecting
pipes and not in the sewage collecting tank. The vacuum pipe is connected via
a network of pipes to the lavatory bowls throughout the ship. When bowls are
flushed the discharge valves at the rear open to discharge the contents and draw
surrounding air into the bowl. A synchronised valve allows fresh water into
the bowl for flushing and for sealing the main discharge valve. This system
provides for effective flushing of the bowls and only uses about 1.0 litre of
water per flush. Other sanitary fittings such as showers are drained by gravity
directly overboard through the grey water lines as shown in illustration 2.14.4a
above.
Issue: Final Draft - October 2007
Methane Nile Eagle
A discharge pump is used to discharge the contents of the sewage collecting tank
to the sewage treatment plant, or overboard if required. The discharge pump is
started and stopped by means of level switches in the sewage collecting tank.
The low level switch is positioned so that there is always sufficient sewage in
the collecting tank for the ejector pump to operate the ejector. When the level
in the collecting tank rises it operates the high level switch which starts the
discharge pump and sewage is discharged to the treatment plant. When the
level falls it activates the low level switch which stops the discharge pump.
Cross connection of pipework and valves between the ejector and discharge
pumps allows either pump to be used for creating the vacuum in the system or
for discharging the contents of the tank to the sewage treatment unit. Only one
pump would be used in such circumstances.
The system is also designed to allow untreated sewage to be discharged
overboard by the discharge/ejector pumps should there be a problem with the
sewage treatment plant.
The sewage treatment plant is a biological unit which works on the aerobic
activated sludge principle. The plant will treat black and grey water and is fully
automatic in operation.
This sewage treatment plant consists of a tank with three main compartments:
• Aeration compartment
• Clarification compartment
• Chlorine contact compartment
Aeration Compartment
The sewage in this compartment is from the lavatory pans in the accommodation
spaces. The incoming effluent material mixes with the activated sludge already
present in this compartment. The gases produced during the bacterial action
are vented to atmosphere. An air blower supplies air to the bottom of the
compartment through a series of diffusers. This provides the oxygen that
the aerobic organisms require for digesting the raw sewage and also assists
in mixing the incoming sewage with the water, sewage, sludge and bacteria
already present in the compartment. The bacterial action breaks down the
sewage producing carbon dioxide, water and new bacteria.
Clarification Compartment
The effluent passes into this compartment and settles out. The water passes into
the chlorine contact compartment, whilst the remaining sludge, containing the
active bacteria, returns to the aeration compartment for further processing. A
surface skimmer in the compartment removes floating sludge and debris from
the surface and returns it to the activation compartment.
IMO Number: 9321770
Machinery Operating Manual
Chlorine Contact Compartment
Water in the contact compartment is brought into contact with chlorine
supplied from an external chlorine dosing unit which supplies the required
amount of chlorine. When the level controlled discharge pumps stop with the
contact compartment on low level, the dosing pump starts and transfers the
correct dosage for the entire contact compartment in one operation. As water
accumulates in the contact compartment, it is removed and pumped overboard
or ashore using the discharge pump. The contact compartment is fitted with
float switches controlling the start and stop of the discharge pump. The level
of chlorine in the dosing tank needs to be checked periodically.
CAUTION
Discharge overboard should not take place within 12 nautical miles of
the coast. Raw sewage may only be pumped to sea in waters where such
discharge is permitted and permission from the bridge must be obtained
before the discharge takes place.
The sewage treatment plant works automatically once the control switch is
set to the AUTO position. Periodic attention is required and the unit must be
monitored for correct operation.
Grey water discharge from the accommodation is directed overboard. Galley
water drains flow overboard via a grease trap. The trap is manually cleaned.
The plant requires a throughput of raw sewage in order to keep the bacteria
active. If there is no sewage flow for a prolonged period the bacteria will
become inactive and operation of the plant subsequently impaired. When raw
sewage supply is resumed it may take some days before full bacterial activity
is restored and this can result in imperfect treatment and the discharged of
untreated sewage.
Disinfectant material must never be used for cleaning lavatory pans or urinals
as this kills the bacteria which are essential for satisfactory operation of the
sewage treatment plant.
The sewage treatment plant discharge pump normally takes suction from the
chlorine contact compartment but valves on the other compartments allow
those compartments to be pumped out if necessary. There is a connection
from the fire and deckwash system which allow for flushing of the sewage
treatment plant, the sewage collecting tank and all of the associated pipework
via a hose.
All sewage collecting lines flow to the sewage collecting tank via the vacuum
line except for the hospital grey water line which has a direct gravity inlet to
the sewage collecting tank or the sewage treatment unit. Treated or untreated
sewage may also be pumped to the shore discharge connections on the port and
starboard sides of the ship and to the incinerator waste oil tank.
Section 2.14.4 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 2.14.4a Sanitary Discharge System IMO Standard Sewage
International Shore From Accommodation Drains
Funnel Top Connection Galley Provisions Air
Grey Water Black Water Black Water with Blind Flange Grey Water Grey Water
Water Store Handling Unit
from Hospital Black Water (Port) (Starboard) (Port) (Starboard)
Drain Drain
from Hospital
Upper
Upper Deck Deck

Blind Flange For Blind Flange For

Clearing Clearing

To Incinerator BS104F
WC in Waste Oil Tank
Engine Room
BS Grease
102F Trap BS
103F
2nd Deck 2nd Deck
VA051F
BS017F BS005F
To Bilge Primary Tank
Min 17.4m A/B
BS003F

Min 0.02L
(5.4m)
Summer
12.0m A/B L.W.L

BS100F BS101F

BS012F BS013F
BS002F BS007F BS106F BS108F
BS001F
Inspection PS PI BS107F
Hole XA BS006F BS105F
WG103F DXA91 B.W.L 9.12m A/B

Float Level
Gauge LS
BS016F
Flow Indicator
LI MI
MM060
WS102F LS PI
LS
Auto
ST-SP Sewage Key
Sewage Holding Aeration Clarification Chlorination Discharge
Tank Tank Tank Tank Pump
From Sea Water Bilges
(10 m3) Service Line
From
Fire/Deck (Dilution Water Supply) Sea Water
LAH Sewage To Bilge Holding Tank
Wash Line Discharge Pump
BG017 LS (For Emergency Overflow)
for Cleaning From Fire/Deck Electrical Signal
Wash Line
for Cleaning BS011F Instrumentation
BS009F Sewage Treatment Plant (45 Persons)
Sewage 4th Deck
4th Deck Ejector Pump Hand Operated
(Locked Shut)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.4 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Procedure for Operating the Sewage Treatment Plant b) Ensure power is available to the EVAC sewage holding tank and l) Check that the blowers and the discharge pump are operating
to the sewage treatment plant. correctly.
The description assumes that one pump is being used to create a vacuum in the
sewage collection system and the other is being used to discharge the contents c) On the EVAC unit starter panel is a running mode selector
Daily Checks
of the sewage collecting tank to the sewage treatment plant. Both pumps are switch which can be used when the EVAC pumps have been
operating automatically with the ejector pump being controlled by the vacuum switched to manual operation. The switch configuration is as Check that the discharge pump and the air blower are working. Check that the
in the collecting line from the lavatory bowls and the discharge pump by the follows: chlorine dosing unit is functioning correctly and is full.
level of sewage in the collecting tank.
• Position 1 - Pump 1 discharge
Monthly Checks
a) Set the valves as in the following table: • Position 2 - Pump 1 vacuum
Check that air flows are correct and that compartment vents are clear. Clean
• Position 3 - Normal operation
Position Description Valve the blower suction strainer.
• Position 4 - Pump 2 vacuum
Open Line valve from starboard soil pipes BS013F
Open Line valve from port soil pipes BS012F • Position 5 - Pump 2 discharge Waste Water System
Open Ejector pump suction valve Waste water is drained directly overboard through dedicated overboard
This switch should be positioned to No.3 for normal operation.
Open Ejector pump discharge valve discharge valves. These valves, BS105F and BS106F for the provision store/
galley and BS107F and BS108F for the grey water lines/air handling units
Open Ejector pump line valve d) Set the ejector pump to AUTO operation. This pump will
must be open at all times.
Open Discharge pump suction valve operate in response to the pressure switches in the vacuum pipe
Open Discharge pump discharge valve and maintain the system vacuum.
Closed Cross-connection valves between ejector and
e) Set the sewage collecting tank discharge pump to AUTO
discharge pumps (x2)
operation. This pump will operate in response to the level
Closed Sewage holding tank flushing valve BS009F switches in the sewage collecting tank and will operate to pump
Open Discharge valve to sewage treatment plant BS001F sewage to the sewage treatment unit.
Closed Discharge valve to overboard discharge line BS002F
Closed Flushing sea water valve to sewage treatment BS011F f) The sewage treatment unit should be initially filled with water
unit and activated sludge added if it has been emptied for any reason
Open Dilution sea water to sewage treatment unit WS102F or when commissioning the plant for the first time. This will not
be required when the unit has been operating previously but the
Open Discharge pump suction valve from
description is included for completeness.
chlorination chamber
Closed Discharge pump suction valve from activation g) Turn on the main switch for the sewage treatment unit and
compartment switch the discharge pump to AUTO.
Closed Discharge pump suction valve from
clarification compartment h) Select either the upper or lower air compressor for duty by
Open Sewage treatment unit discharge pump outlet BS016F toggling the switch accordingly.
valve
Open Sewage discharge to overboard line BS003F i) Press the START button.
Open Overboard discharge valves BS006F
j) The sewage treatment unit will operate automatically with the
BS007F
compressor supplying air as required and the selected duty
Closed Sewage discharge to shore line BS005F pump will operate in response to the level switches to empty
Closed Connection valve to incinerator waste oil BS017F the contents of the chlorine contact compartment.
tank
Closed Hospital grey water to chlorination chamber BS101F k) Check that the chlorine dosing unit is active and the chemical
Open Hospital grey water to sewage holding tank BS100F tank is full

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 2.14.4 - Page 4 of 4
Section 3: Main Machinery and control

3.1 Control Room

3.1.1 Engine Control Room Overview

Illustrations

3.1.1a Engine Control Room Arrangement

3.1.1b Engine Control Room Console

Section 3
Main Machinery and Control
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.1.1a Engine Control Room Arrangement

White
Board

CCTV
Book Case
Monitor

Book
Shelf

Package Air ECC8 ECC7 ECC6 ECC5-2 ECC5-1 Boiler Control Console ECC4 ECC3 ECC2 ECC1
Conditioning Unit (OS 8) (OS7) (MTC) (MTC) (OS6) (OS5) Book
(For Engine Shelf
Control Room)

E/R DC24V
Distboard

Lifejackets,
Emergency Flash Lights, Engine Control Room
Process
Station Breathing Apparatus
MPS6

NDU 2B
Automatic
Process
Boiler
Station
Control
MPS5 Main
Panel
NDU 2A Turbine
Automatic Process Manoeuvring Drawing Table
Boiler Station Control
Control MPS4 Panel
Side Board
Panel
with Sink
Automatic Process
Transformer for SMS
Boiler Station
UPS2 Printer
Control MPS3 Refrigerator
(440/400 V) Panel
Auto
UPS 2 for Telephone
Process
IAS/Boiler
Station SMS
(30 kVA)
MPS2 PC

Process
Engine Room SPMS
Station Escape
AC 220 V PC
MPS1 Ladder
Distribution Board from ECR

PDU 2 Light Signal SPMS Oil Mist ICCP Remote Filing Local Printer Network Notice
Column Relay Box Printer Detector Cabinet Panel Cabinets for IAS Printers Board

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.1.1 - Page 1 of 3
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.1.1b Engine Control Room Console

Boiler Control Console

ECC8 ECC7 (OS 8) ECC6 (OS7) ECC5-2 (MTC) ECC5-1 (MTC) ECC4 (OS6) ECC3 (OS5) ECC2 ECC1
41 42 57 58
ATOMISE STEAM STEAM TEMP DRUM LEVEL STEAM PRESS DRUM LEVEL STEAM TEMP ATOMISE STEAM

7 8 9 10
17 18 25
21 BOILER MASTER BOILER MASTER

43 44 45 46
C M LM C A M LM C A M LM C M C A C M C A M LM C A M LM C M LM

22 23 24 61 62
BOILER LOAD RATIO

47 65 66 69 70
19 20 30
FG FLOW FO FLOW AIR FLOW FLUE GAS O2 STEAM DUMP FO PUMP PRESS FLUE GAS O2 AIR FLOW FO FLOW FG FLOW

2 4 48 49 50 51
5 5 26 5 5
11 12 29 59 60 67 68 63 64
28 36 37
27 35 55 56
C A M LM C A M LM C A M LM C A M C A LM C A M LM C A M C A M LM C A M LM C A M LM

52 53 54
SMOKE PV IND SMOKE PV IND

76
AIR RATIO AIR RATIO

STEAM DUMP
PISTON VALVE
SENSOR LAMP

31 32 33 34
RESET OPEN CLOSE
ABNORMAL TEST

KAWASAKI
HEAVY INDUSTRIES, LTD.

1 13 14 15 38 71 72
40
6 6 6 6
3 39 14
74 75
73
16

Key

1. CCTV Keyboard 21. Manoeuvring Valve % Open Indicator 41. Boiler Operating Panel 61. Emergency Stop Button for Boil-off Gas Master Valve
2. Turbine Generator Vibration Movement Monitor 22. Main Turbine Auto Slowdown Override Switch 42. Burner Operating Panel 62. Emergency Stop Button for Diesel Generator
3. Patrolman Start Panel 23. Main Turbine Emergency Trip Override Switch 43. Main Turbine HP Steam Inlet Pressure Indicator 63. Emergency Stop Button for Starboard Turbine Generator
4. Main Turbine Vibration Monitoring Panel 24. Main Turbine Emergency Trip Switch 44. Main Turbine HP Steam Chest Pressure Indicator 64. Emergency Stop Button for Port Turbine Generator
5. IAS Monitor 25. Main Turbine Control Position Transfer Switch 45. Main Turbine Gland Steam Pressure Indicator 65. Emergency Stop Button for Engine Room Fuel Oil (ES1B)
6. IAS Keyboard 26. Alarm Buzzer 46. Main Turbine Astern Inlet Pressure Indicator 66. Emergency Stop Button for Engine Room Lubricating Oil Pumps (ES2B)
7. Speedlog Indicator 27. HP Turbine Steam Chest Drain Valve Switch 47. Deaerator Level Indicator 67. Emergency Stop Button for Emergency Shut Down System
8. Rudder Angle Indicator 28. Manoeuvring Valve Drain Valve Switch 48. Main Turbine Bearing Lubricating Oil Inlet Pressure 68. Emergency Stop Button for Inert Gas System
9. Lever Position Indicator 29. Turbine Indicator Lamp Set 49. Main Turbine Manoeuvring Control Oil Pressure 69. Emergency Stop Button for Engine Room Ventilation Fans (ES2B)
10. RPM Indicator 30. Main Turbine Auto Spin Control Switch 50. Main Turbine Gear Oil Inlet Pressure 70. Emergency Stop Button for Engine Room Ventilation Fans (ES2A)
11. Kyma Power indicator 31. Panel Lamp Test Pushbutton 51. Deaerator Shell Pressure 71. Machinery Talkback System
12. Main Turbine RPM Counter 32. Alarm Buzzer Stop Pushbutton 52. Turbine Generator No.2 Exhaust Steam Pressure 72. Deck Talkback System
13. Sound Powered Telephone 33. Main Turbine Warming Through Pushbutton 53. Turbine Generator No.1 Exhaust Steam Pressure 73. Watchman Alarm
14. Telephone Directory 34. Main Turbine Trip Reset Pushbutton 54. Feed Water Pump Pressure 74. General Alarm Pushbutton
15. Nozzle Valve Operation Panel 35. Main Turbine Over Speed Preventer Switch 55. Main Condenser Vacuum 75. Fire Alarm Pushbutton
16. Manoeuvring Table 36. Main Turbine Speed Increase Program Control Switch 56. Main Condenser Hot Well Level 76. Fire Alarm Repeater Panel
17. Astern Guardian Valve Switch 37. Main Turbine Speed Increase Program Control Interlock Switch 57. Alarm Signal Column
18. HP Turbine Casing Drain Valve Switch 38. Manoeuvring Lever 58. UHF Radio Unit
19. HP Bleed Steam Line Drain Valve Switch 39. Control Mode Changeover Panel 59. Starboard Boiler Emergency Stop Switch
20. HP Turbine 2nd Stage Drain Valve Switch 40. Automatic Telephone 60. Port Boiler Emergency Stop Switch

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.1.1 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
3.1 Control room ECC2 includes: ECC5-2 includes
Main turbine operating steam pressure gauges Turn switches which operate:
3.1.1 Engine Control Room Overview
Main turbine lubricating/control oil pressure gauges • Main turbine ahead and astern direct control
Introduction Turbine generator exhaust pressure gauges • Main turbine extra nozzle valve
Main condenser pressure/level gauges
The engine control room, situated on the 2nd deck, is where the necessary Main turbine performance monitoring panel
Deaerator pressure/level gauges
equipment and controls are located which to permit the centralised operation
Main shaft rpm dial
and supervision of the engine room machinery, via the Integrated Automation Feed pump pressure gauge
System (IAS). The operating consoles ECC1 to 8 include the following: Speed indicator
ECC5-1 includes: Rudder angle indicator
ECC3-OS5, ECC4-OS6, ECC6-OS7 and ECC7-OS8 have four IAS
Information and Operation Stations: The main turbine control panel containing turn switches which operate: Shaft RPM indicator
• Astern guard valve Telegraph matching indicator - prior to main turbine control transfer
ECC1 includes: Sound powered telephone directory
• HP turbine casing drain valve
Emergency stop pushbuttons for:
• HP turbine steam chest drain valve
• Turbine generators ECC8 includes:
• HP bleed steam line drain valve
• Diesel generator Main turbine vibration monitoring panel
• Manoeuvring valve drain valve
• Port and starboard boilers Turbine generator vibration monitoring panels
• HP turbine 2nd stage drain valve
• Boil-off gas master valve CCTV control panel
• Main turbine automatic slowdown override
• Engine room fuel oil and lubricating oil pumps Patrolman panel
• Main turbine emergency trip override
• Emergency shut down system
• Main turbine emergency trip
• Inert gas system The control room also contains:
• Main turbine overspeed preventer
• Engine room ventilation fans • The main turbine manoeuvring control cabinet
• Main turbine speed increase program control
• The oil mist detector panel
General alarm pushbutton • Main turbine speed increase program control interlock
• The SMS PC/printer unit
Fire alarm pushbutton • Main turbine automatic spin control
• The SMPS PC/printer unit
Deck talkback system • Main turbine control position transfer
• The impressed current remote panel
Pushbuttons for:
Machinery talkback system • Three IAS printers
Alarm signal column • Main turbine warming through
• CCTV monitor
UHF radio unit • Main turbine trip reset
• Boiler operation panel (in console)
Fire alarm repeater panel • Alarm buzzer stop
• Panel lamp test The rest area contains mobile radios with battery charger and cupboards
Watchman alarm panel containing four life jackets, one immersion suit and instruction books.
List of emergency stops
Automatic exchange telephone/telephone directory
Control mode changeover panel
Manoeuvring valves position indicator dial
Telegraph/manoeuvring lever
Manoeuvring speed table

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.1.1 - Page 3 of 3
3.2 Integrated Automation System (IAS)

3.2.1 IAS Overview

3.2.2 IAS Operator Station Operations

3.2.3 Screen Displays

3.2.4 Watch Call System

3.2.5 Shipboard Management System

Illustrations

3.2.1a IAS Overview

3.2.2a IAS Operator Stations Panel

3.2.2b Operation: Symbols and Views

3.2.3a Screen Display

3.2.4a Watch Call Panels

Section 3
Main Machinery and Control
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.2.1a IAS Overview Br
idg
PS - VDU x 12 SVC OS - 9 (CBCA) eD
Alarm Printer (Built In) ec
k
OS
-1 *Installed In Bridge Console
Colour Printer To
O S
-4 SVC OS - 10 (CBCA)
Laser Printer
(Built In)
*Installed In Bridge Console
PS - VDU CC
C1
CC
C
2 CC
C
OS 3/
CC
*N -1 CC R
ot
KM C C
Su OS 4/
-2
-D
pp
ly
CC
C ec
Pr
ofi
5 k
Pr
bu CC
sC C
ofi ab 6
bu le
sC to CC
PS - VDU ab
le
Cr
yo C
to sta OS 7/
Cr rC -3 CC
yo
sta
rC
om
pr NDU B1/C1 C
OS 8/
om esso EE -4 CC
pr rN Trim/List C
*N es
so o.1 R, 9 CC
ot
KM
rN
o.2 Indicator B- C
10
Su
pp De
ly
PS ck
-C
Alarm Printer Net B 1
PS
-C
2
PS
Lo
OS

Net C
-1
-C
3
PS ad
Colour Printer
To
O S
-C
4
PS
C
-7 -C
Watch Call Panel x 22 Laser Printer 5
PS
-C
6 SVC OS - 11
(Laptop)
Ma
in
UP SVC OS - 12
S (Laptop)
x2
EC UPS No 1
C
8
EC (3OkVA)
NDU A1
OSC 7/ PDU No 1
-8 EC
Patrol Alarm System OSC 6/
-7 EC EC Se
5 x Start / Stop C
5.2 R Yard Supply ria
lL
ine
*Reset Panels - Yard Supply EC s
C
5.1
(B UPS No 2 Net A Serial Interfaces:
oil
er) (3OkVA) - Fire and Gas System
EC PDU No 2 -CTS
OSC 4/ -Load Computer
NDU B2 -6 EC -Float Level Gauging System System Communication Links
PS OSC 3/
-5 -VDR
R EC
C
PS
-M 2 -Ships Mater Clock Process Station Cubicle Connected to
PS 1 EC -INS
-C PS C
1 -M 1 PS - C1 W9541 Cargo Control Console No.5
PS
-C 2 P S-
-N2 Generator
2
PS M3
-C
3
PS PS - C2 W9534 Voyage Data Recorder
-M
4P W9537 N2 Generator
S
PS-M
-C 5 PS
5
PS -M
-C 6 PS - C3 W9535 Fire and Gas Detection (SW2020),
6
W9536 Fire and Gas Detection (CS3000)
UPS 5 3kVA / MT W9530 Integrated Navigation System (Conning MCU)
W9531 Integrated Navigation System (Conning Computer)

PS - C4 W7200 Load and Stability

W7210 Floating Level Gauge
Se
ria
lL
ine
Note: The following units are fed by 2 x 230 Vac UPS supplies; PS - C5 W9527 Custody Transfer System Serial Line
to
BG
PS M1- PS M6, PS C1- PS C6, NDU A1, NDU A2, NDU B1/C1, W7211 Master Clock
B
(K
HI
UPS 6 3kVA / MT )a
nd NDU A2 NDU B2, ECC3, ECC4, ECC 6, ECC7, CCC3, CCC4, CCC7,
PS - M5 W7212 Serial Line Performance Monitoring (KYMA)
Ky
ma and CCC8.
PS - M6 W7213 Serial Line (Boiler)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.1 - Page 1 of 2

3.2 integrated automation System (ias)
Maker: Kongsberg Simrad
Model: Simrad vessel control
3.2.1 IAS Overview
The IAS system is a machinery monitoring and control system which covers all
the important plant on board the vessel, such as propulsion, power generation,
boilers, auxiliary machinery and cargo/ballast systems etc.
The basic functions include:
Methane Nile Eagle
History Station
A history station is a specific computer on the network which runs the operator
station software. It also contains the historical database, storing an historical
(time/date) series of process (samples). These series are used to produce trends
and reports at the operator and history stations.
Communication Network
The network used is a dual Local Area Network (LAN) connecting the operator,
history and process stations. All the communication between the operator and
the controlled/monitored equipment takes place on this network.
Network Distribution Units
Machinery Operating Manual
The Display and Control of System Processes
The number of views in a system depends upon the equipment under system
control. The operator can select views with varying levels of detail.
When a view is selected showing an overall process, there may not be enough
room to display all the detail on a single view. To account for this, the system
will therefore have a number of views, accessed from the main view, that show
these details.
System Peripheral Equipment
Printers

• Process and system monitoring
• Event logging and monitoring
• Control functions (motor control, valve control and PIDs)
The main applications to which these functions are applied are:
• Power management
• Thruster (monitoring only)
• Propulsion plant
• Cargo and ballast control
• Watch call system
• Redundancy and critical assessment system
Main Components
The IAS system is made up of operator and history stations connected by a
dual bus to the Network Distribution Units (NDUs) and the process stations.
The process stations contain the input/output cards to and from the equipment
controlled and/or monitored.
Operator Stations
The operator stations are the main interface between the operator and the
processes under the operator’s control. The operator station has a colour
monitor, an operator panel with buttons, an alphabetic keyboard and trackball
and a controller computer. These are installed in the cargo control room, the
bridge and the engine control room. The duty office’s cabins are fitted with
computer works tat ions which are used to monitor the IAS system screens.
The network distribution units are network hubs for LAN A or LAN B. Each Certain operator stations are connected directly to a dedicated printer for
NDU is in its own cabinet housing multiport repeaters and patch panels. printing out events and may be interfaced to one or more network printers for
event and report printing.
Process Stations An operator station may also have the facility to print to the network colour
The process stations are interface and processing units. They are related to printer, providing colour screen dumps.
particular pieces of equipment, or plant, and provide the interface between the
IAS system and the actual plant or equipment. Process stations also contain the
Monitoring and Control
operating software for the associated equipment. The IAS system on board is
called a distributed processing system, because the process control functions
Monitoring and control is performed by software modules. The basic modules
are defined locally in the process stations and not in the operator stations. The
are:
operator stations function independently, so they can be located at the ship
control centres. Each station computer has a hard disk containing the software • Buttons
files for the fitted equipment. Process values to be displayed at the operator • Analogue measurement modules
stations are generated in the process stations and transferred to each station as
required. • Digital measurement modules
• Pulse measurement modules
The Operator Interface • Motor/pump control modules
The graphic displays are shown on the monitor of the operator stations. These • Valve control modules
displays show all or part of a system or process using standard symbols to
• PID controller modules
represent the actual plant/equipment (valves, motors etc). Events (alarms
and messages) are also shown on the displays. The operator panel is used to
interact with the display and control the process. This is achieved by the use of All display views are made up from a set of standard modules. The symbols
the trackball and buttons to point and click on symbols and menus. on the screen are the symbols associated with these modules, valves, motors,
measurements etc.
Displays and Views
Symbols
The system is made up of the following types of views:
The symbols indicate the operational mode and status of the represented
• Process equipment (motor/pump etc.) by means of tag mark characters and changes in
• Flow colour and appearance. Illustration 3.2.2b shows the common module symbols
used within the system.
• Event
• Trends
• Equipment

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.1 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.2.2a IAS Operator Stations Panel

Kongsberg IAS Panels

Views Alarms Keypad Trackball

MBC BOILER 1 BOILER 2 STEAM FEED

BOILERS COMPUTER POWER ALARM F1 F2 F3 F4 F5 F6 F7 F8
PORT STBD DIST WATER

MAIN MACHINERY BILGE FIRE & ALARM

POWER SPRAY PP ACK.
TURBINE AIR E/R VIEW ESC
1 2 3

Command
4 5 6 BKSP HOME END PGUP
GAS
CARGO MANAGE CTS DATA N2 IGS TAKE GIVE STATUS

7 8 9 SPACE TAB PGDN

View Section
FIRE & GAS NAVIGATION PATROL SYSTEM NAVI-
BALLAST DETECTION - 0 .
MAN IAS GATOR

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.2 - Page 1 of 6

3.2.2 IAS Operator Station Operations
Operator Panel
The system’s operator/user interface is the monitor screen, control panel and
alphanumeric keyboard. The screen displays the system views and the operator
panel is used to interact with those views. The alphanumeric keyboard is used
for set-up and configuration purposes. The operator panel is used to interact
with the views on the screen, display a new view or to act upon an element
within a view.
The layout of the pushbuttons, lamps and controls on the operator panel are
divided into six functional groups, as shown in illustration 3.2.2a.
Views Group
The buttons of the views group select and display the views representing the
various process areas. The most important and commonly used views are
assigned to these buttons so that they are instantly accessible from the operator
panel. Each button is labelled with the name of the view. To display the views
assigned to these buttons, the operator should press the appropriate button.
Above each button is a red status LED, which will flash when any
unacknowledged alarms are active in the view assigned to that button. When
all the active alarms in the view are acknowledged, the LED illuminates
steadily. If there are no active alarms in the view, the LED will be off.
There are several different ways to navigate through the views of the IAS
system:
• Using the views buttons on the operator panel
• Using the previous view and next view buttons on the tool bar
• Using the history navigator which records the last 10 screens
viewed
• Using the navigator
• Using hot spots
• Using the context menu of a module
Alarms Group
This group contains three indicator lamps and three buttons that are used to
indicate, acknowledge and handle alarms and events. (The COMPUTER and
POWER lamps are not used). The ALARM lamp flashes when unacknowledged
alarms are active in the system. When all the active alarms in the system
are acknowledged, the lamp becomes steadily illuminated. If there are no
active alarms in the system, the lamp will be off. The ACK button is used to
acknowledge alarms.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
The SILENCE button is used to stop the audible alarm that sounds when Displays and Views
alarms are raised. The ALARM VIEW button is used to display the alarms The system is made up of the following types of views:
event window.
• Process: Showing the process equipment under system control
Command Group • Flow: Showing the process equipment under system control
for software configuration
This group contains the TAKE, GIVE and STATUS buttons. These buttons
allow the operator to transfer control of the process from one operator station to • Event: Showing process events and events generated by the
another. The TAKE and GIVE buttons allow the operator to transfer command system
control between the operator stations. Above each of these buttons there is a • Trends: Showing historic trend curves for process variables
green status LED that indicates control transfer status. The STATUS button
allows the operator to view the current status of the command control. • Equipment: Showing the status of the process and operator
control units
View Selection Group Both process and flow types of view can display the same information.
This group contains three buttons that are used to display a map of the existing Normally, process views are used by the system. The system can also present
views and select previous views or related views. The NAVIGATOR button detailed information regarding a single component, e.g., a motor, valve or
displays the navigator dialogue box. The LEFT ARROW button returns the pump.
operator to the view displayed before the current one. The RIGHT ARROW
button displays the next view listed in the history navigator dialogue box. This information is then displayed via the following dialogue boxes:
• Parameter View: Shows all the adjustable parameters of the
Keypad Group module
This group contains FUNCTION, NUMERIC and CURSOR CONTROL • Terminal View: Shows the connection terminals of the module
arrow buttons. The function buttons (F1 to F8) are user-definable. together with their signal values
• Show Connection: Shows the connections to and from the
The numerical and keypad buttons (ESC, SPACE etc.) are used to enter values module terminals
into dialogue boxes, when setting parameters or required levels.
• Alarm Limits: Shows the alarm limits set for the module
The cursor control buttons (HOME, END, ARROWS etc.) can be used to move • I/O Point Browser: Shows the input/output configuration and
between fields in dialogue boxes and to scroll through lists. connections of the module terminals
• Module Modes: Shows the operational configuration of the
Trackball Group module
This group consists of three unannotated buttons and a trackball. The trackball • Time Series: Allows the management of module terminal
is used to position the cursor on the screen. series and parameter time series
The left button is used to select symbols, open and operate menus and click
buttons in the views and dialogue boxes displayed on the screen. The right
button is used to open pop-up context menus. The middle button is not
used. These buttons are similar in action to those in a standard mouse button
configuration.
Alphanumeric Keyboard
The alphanumeric keyboard is a standard, QWERTY keyboard that is located
in a compartment between the operator panel and the monitor and is working
in combination with the keypad.
IMO Number: 9321770 Section 3.2.2 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.2.2b Operation: Symbols and Views

50MC708c1 X 50MC708c1 X 50MC708c1 X 97MC70901 X

STOP STOP STOP

Common Module Symbols
START START START_LOW
RESET RESET RESET START_HIGH Filter Text Small Indicator
AUTO AUTO AUTO RESET
MANUAL MANUAL MANUAL AUTO Heat Exchanger Text Background Indicator

MANUAL
Acknowledge Acknowledge Acknowledge
Purifier Single Speed Pump
a a
Acknowledge (Stopped) Running
Module Operation Menu with Module Operation Menu Single Speed Electrical
Unavailable Commands Removed Motor/Pump Operation Menu
Dual Speed Electrical Non-Return Valve H L Dual Speed Pump
Motor/Pump Operation Menu
(Stopped) Running
21XV0180 X 21XV1540 X 21XV1570 X
Hand Operated Valve
(Not Under IAS Control)
M Single Speed Motor
CLOSE CLOSE CLOSE
STOP OPEN OPEN
Three Way Hand Operated Valve M M Dual Speed Motor
L H
OPEN SETPOINT RESET (Stopped) Running

STEP DOWN RESET AUTO Digital (Open/Close) Valve Fan

STEP UP STOP MANUAL

RESET AUTO Control/Throttle Valve Circuit Breaker (Closed)

Acknowledge
AUTO MANUAL
MANUAL Digital Valve Operation Menu Manually Operated Valve Circuit Breaker (Open)
(Not Under IAS Control)
Acknowledge
Acknowledge
Control Valve Operation Menu PID Controller (Manual)
G Generator

Throttle Valve Operation Menu Numeric input

OK
Inc PID Controller (Auto) Transformers
66.4 Cancel
Dec

Numeric Input Dialog Box

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.2 - Page 3 of 6
 Methane Nile Eagle Machinery Operating Manual
Mode Indication Basic Operation Procedure for Pumps • START-LOW - This command causes the motor/pump to start
and run at low speed and is only available in MANUAL mode.
Process elements can be operated in various modes. To reflect the mode that To operate a pump from the IAS screen, the main switchboard panel switch has If this command is selected when the motor/pump is running at
a process element is in, a tag mark character is displayed next to its module to be turned to the IAS position: high speed the motor/pump will run at low speed. The command
symbol. The characters used and their colours are: can be used to cancel a high speed start operation, but has no
a) Move the cursor over the module symbol to be operated. effect during low speed running. If the low speed start fails, use
• Manual mode: ‘Blank space’ or a white ‘m’
the RESET command to recover from the alarm situation.
• Automatic mode: Green ‘a’ b) Press the left trackball button to open the symbol operation • START-HIGH - This causes the motor/pump to start and run
• Disabled mode: Cyan ‘d’ menu. at high speed and is only available in MANUAL mode. If this
• External mode: Green ‘e’ command is selected when the motor/pump is running at low
The name of the item of equipment that the module controls is displayed in the speed the motor/pump will run at high speed. The command can
• Follow or freeze mode: Cyan ‘f’ title bar of the module operation menu. This menu is used to operate the module be used to cancel a low speed start operation, but has no effect
and the commands on the menu reflect the actions that can be performed. during high speed running. If the high speed start fails, use the
• Interlocked: Cyan ‘i’
RESET command to recover from the alarm situation.
• Local mode: Cyan ‘1’ or ‘L’ The following operating buttons are available on the menu for a single speed
electrical motor driven pump:
• Overridden: Cyan ‘o’
Configuration Options
• Tripped: Magenta ‘t’
• STOP - This stops the motor and is only available in the
• Automatic stop Red ‘s’ During system configuration one or more of the following functions may have
MANUAL mode.
been configured for the motor/pump control modules:
• START - This starts the motor and is only available in the
The dynamics of a process are shown by changes in the colour of the symbols • LOCAL/REMOTE MODE - All the motor/pump control
MANUAL mode.
in a view. For example, the colour of a motor symbol will be white when it modes have a local/remote function which allows the motor to
is stopped, yellow when it is starting up or shutting down (transient state) • RESET - This command resets the appropriate time-out be started either from the local panel or from the IAS. Transfer
and green when running and fully operational. The standard symbol and pipe counters and can be used to recover from a failed start or stop between local and remote control is performed at the local
colours used to indicate status and fluids carried is listed as follows: operation. panel.
• AUTO - This command selects the automatic mode and cancels • CONTROL LOGIC INTERLOCKS - These functions prevent
Symbol White Yellow Green Blue Red the MANUAL mode. When in automatic mode the motor/pump the motor/pump from being damaged. For the electrical
Motor Stopped Transient Running Standby Alarm is controlled by an output signal from another module and not motors the interlock functions inhibit the starting and stopping
Pump Stopped Transient Running Standby Alarm via the operation menu. In this case the STOP and START commands or execute the starting and stopping commands of
Valve Closed Transient Open Standby Alarm buttons will become blank. the motors. For hydraulic pumps the interlock functions inhibit
Generator • MANUAL - This command cancels the automatic mode and all commands.
Stopped Transient Running Standby Alarm
Circuit breaker Open Transient Closed Standby Alarm allows the motor/pump to be controlled via the operation menu. • POWER DEMAND - The motor/pump control modules for the
Selection of the manual mode is not possible if the Lock in Auto heavy consumers have a power interlock function that prevents
Mode parameter is set to 1 during the system configuration. the motor/pump from being started if there is insufficient power
Pipe Colour Fluid available.
• ACKNOWLEDGE - This will only become available (with
Blue Fresh water, condensate, LNG liquid black button text) when an unacknowledged alarm is active for • STANDBY START - The motor/pump control modules have a
Light blue Low pressure steam the module concerned. All the alarms are acknowledged when standby start function that allows a maximum of three electrical
Brown Heavy fuel oil this button is pressed. motors to be defined as part of a duty/standby sequence. They
Light brown High pressure steam, diesel oil include:
For a dual speed electrical motor, such as the bilge, fire and GS pumps, the
Black Bilge water 1. A motor continuing to run when put into the automatic mode,
start buttons are repeated to allow starting on high or low speed as follows:
Green Sea water, ballast water, nitrogen, glycol after initially starting in the manual mode.
Yellow Lubricating oil, hydraulic oil, cold vapour 2. A motor automatically starting if another in the sequence
Purple Compressed air stops due to a failure.
3. A motor automatically starting if, for example, a pressure
switch is used to start an additional LO pump if the LO pressure
is too low in a generator.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.2 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.2.2b Operation: Symbols and Views

50MC708c1 X 50MC708c1 X 50MC708c1 X 97MC70901 X

STOP STOP STOP

Common Module Symbols
START START START_LOW
RESET RESET RESET START_HIGH Filter Text Small Indicator
AUTO AUTO AUTO RESET
MANUAL MANUAL MANUAL AUTO Heat Exchanger Text Background Indicator

MANUAL
Acknowledge Acknowledge Acknowledge
Purifier Single Speed Pump
a a
Acknowledge (Stopped) Running
Module Operation Menu with Module Operation Menu Single Speed Electrical
Unavailable Commands Removed Motor/Pump Operation Menu
Dual Speed Electrical Non-Return Valve H L Dual Speed Pump
Motor/Pump Operation Menu
(Stopped) Running
21XV0180 X 21XV1540 X 21XV1570 X
Hand Operated Valve
(Not Under IAS Control)
M Single Speed Motor
CLOSE CLOSE CLOSE
STOP OPEN OPEN
Three Way Hand Operated Valve M M Dual Speed Motor
L H
OPEN SETPOINT RESET (Stopped) Running

STEP DOWN RESET AUTO Digital (Open/Close) Valve Fan

STEP UP STOP MANUAL

RESET AUTO Control/Throttle Valve Circuit Breaker (Closed)

Acknowledge
AUTO MANUAL
MANUAL Digital Valve Operation Menu Manually Operated Valve Circuit Breaker (Open)
(Not Under IAS Control)
Acknowledge
Acknowledge
Control Valve Operation Menu PID Controller (Manual)
G Generator

Throttle Valve Operation Menu Numeric input

OK
Inc PID Controller (Auto) Transformers
66.4 Cancel
Dec

Numeric Input Dialog Box

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.2 - Page 5 of 6

• BLACKOUT RESTART - This function causes a motor to
restart automatically when power is re-established after a
blackout, provided that the motor was running before the
blackout occurred. A start delay is provided on each motor to
prevent too many motors starting at the same time.
• SHUTDOWN - The control modules have a shutdown function
that overrides all other control inputs to the module and provides
an emergency stop facility.
• DUTY/STANDBY - The control modules may be connected in
two different duty/standby configurations:
1. The duty motor/pump is in manual mode and the standby
motor/pump is in automatic mode. Under these circumstances
the standby motor/pump will start if, for example, the system
pressure falls below a set limit.
2. With both motor/pumps operating in the automatic mode
the duty/standby selection is controlled by interlock toggle
buttons. The presentation of the buttons changes to indicate
the current selection for the associated motor/pump. Under
normal circumstances only the motor/pump selected as duty
will be running with the other motor/pump ready to start should
conditions arise where additional capacity is required. See the
illustration below showing two single speed electrical motor/
pumps in a duty/standby configuration with duty selection
buttons.
Pump 2
'Duty' Button
Clicked
Pump 1 Duty Pump 1 Stby
25.3 A 0.0 A
Duty Duty
PAL PAL
Pump 2 Stby Pump 2 Duty
0.0 A 25.3 A
Duty Duty
PAL PAL
Two Single Speed Electrical Pumps in a Duty/Standby
Configuration with Duty Selection Buttons
Issue: Final Draft - October 2007
Methane Nile Eagle
Basic Operation Procedure for Valves
There are three types of valves used:
• Throttle valve - Hydraulically operated, multi-position with
feedback and stops at each position
• Control valve - Pneumatically operated, with a PID control
connection and may or may not have a position feedback
• Digital valve - May be pneumatically or hydraulically operated,
but only opens or closes as commanded
All the valves on the IAS screen mimics are supported by operation modules.
a) Move the cursor over the module symbol to be operated.
b) Press the left trackball button to open the symbol operation
menu.
The menu is used to operate the module and the commands on the menu reflect
the actions that can be performed. The basic module menu functions cover
automatic/manual control, local/remote control, control logic interlocking and
shutdown.
Throttle Valve Menu
The commands on the operation menu of a throttle valve are as follows:
• CLOSE - This command causes the valve to close until it
reaches a position that is below the predefined close limit. This
command can be used to cancel an open position but has no
effect on a closed valve. If a valve close operation fails, the
RESET command recovers the alarm situation. The command
is only available in manual mode.
• STOP - The stop command causes a moving valve to stop
operating and remain at the current position. This command can
be used to cancel an open or close position but has no effect on
a stationary valve. The command is only available in manual
mode.
• OPEN - The open command causes the valve to operate until
it reaches the fully open position. This command can be used
to cancel a close position but has no effect on an open valve.
If a valve open operation fails, the RESET command recovers
the alarm situation. The command is only available in manual
mode.
• STEP DOWN - This command closes the valve by a predefined
amount, as defined by the configuration pulse length. This
command has no effect on a fully closed valve and is only
available in manual mode.
IMO Number: 9321770
Machinery Operating Manual
• STEP UP - This command opens the valve by a predefined
amount, as defined by the configuration pulse length. This
command has no effect on a fully opened valve and is only
available in manual mode.
• RESET - This command resets the appropriate time-out counters
and can be used to recover from a failed start or stop operation
• AUTO - This command selects the automatic mode and cancels
the manual mode. In this mode the valve is controlled by an
output signal from another module and not from the module
operation menu.
• MANUAL - This command selects the manual mode and cancels
the automatic mode. If the ‘Lock in Auto Mode’ parameter is set
to 1 during system configuration, selection of the manual mode
is not possible. The valve is controlled via the module operation
menu when in the manual mode.
• ACKNOWLEDGE - This will only become available (with
black button text) when an unacknowledged alarm is active for
the module concerned. All the alarms are acknowledged when
this button is pressed.
Control Valve Menu
The close, open, reset, automatic, manual and acknowledge commands on the
operation menu of a control valve are similar to those on the throttle valve. The
exception is the set point command which allows the operator to specify the
position set point for the valve. When the command is selected, it displays the
numerical input dialogue box, see illustration 3.2.2b. The displayed numeric
value is the current valve set point in % terms. A new value is entered either
using the INC (increase) or DEC (decrease) buttons, or typing directly into the
NUMERIC INPUT field using the operator panel keyboard and clicking the
OK button. The position of the valve opening changes to the new set point.
This command is only available in manual mode.
Digital Valve Menu
The close, open, reset, automatic, manual and acknowledge commands on the
operation menu of a digital valve are similar to those on the throttle valve.
Section 3.2.2 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.2.3a Screen Display

LIQUID HEADER Cargo Plant

PORT CARGO PUMP 100 % 16 °C
m SPRAY HEADER
0 % Loading
START STOP m
m
Unloading
4.0 bar
STBD CARGO PUMP m m m 0.0 bar Tank Cool
START STOP 88 % 88 % 70 % 100.0 %
0% -0 % -62 % Forced Boil
SPRAY PUMP 0.0 % 0.0 % 0.0 %
0 % 100 % 26 °C VAPOUR Manifold
START STOP HEADER
m m m m m m 0.0 bar
-5 mb IS/IBS Press
1 % 0 % 0 %
0 % 1006 mbarA
0.0 bar 0.0 bar 0.0 bar 0.1 bar CT 1
Set m m
250mb CT 2

17 °C
CT 3
CONTINUE Cargo Pumps Sequence
CT 4
99.5% 14 °C
Cargo Seq.
LAEH 95% 14 °C
Spray Pump Sequence
LAVH Spray Seq.
Set in Manual
LAHH
Cargo Perm
LAH
Spray Perm
LAEH OVERRIDE TANK PRESSURE
CTS ESD
0.02 m
LAVH OVERRIDE SAAB Tank -2 mb
60% 14 °C
Tank -6 mb ESD, ALARM &
FILL VLV SHUT
FLG IBS -0 mb
31.48 m CTS FLG
IS -0 mb
30% 14 °C

8.0 m3 Avg Vapor 14 °C

E Port Stbd
0.0 m3/h Avg Liquid 15 °C

14 °C PALL CTS
m
L 0%
! ! FLG
LAL
LALL -188 A -0 A -0 A -19 A LOWER FLG
TANK 1 BEFORE
SWITCH
TO FLG, TO
PREVENT ESD
Cargo Pump Curve pdf Spray Pump Curve pdf

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.3 - Page 1 of 5
 Methane Nile Eagle Machinery Operating Manual
3.2.3 Screen Displays Module Menu Flow View Menus
The commands on this menu are: Flow Menu
Menu Bar Find tag Operate Single point view The commands on this menu are:

The menu bar displays the names of nine menus, of which seven (file, edit, Parameter view Terminal view Alarm limits File menu
view, module, operation, tools and system) have context sensitive commands I/O point browser Module modes Time series
and two (panel and help) have fixed commands. The commands available on This menu has the same commands as the process views file menu listed
Schematics Configuration Events
the seven menus with context sensitive commands depend on: previously.
• The type of system view being displayed
Operation Menu The commands on this menu are specifically for changing the appearance of
• Which user group the logged on user name is a member of the flow view image. These commands are only available when the operator is
The commands on this menu are:
• The selected system mode, i.e., monitoring, operation, OS/PCU logged on as an authorised user in the OS or PCU configuration mode.
Command control PS operation HS operation
configuration
Watch call Redundant stations View Menu
Some of the menu commands are global, i.e., available for all views, all users
and all modes (e.g., the log off command on the file menu), whilst others are The commands on this menu are:
Tools Menu
specific. If the menu commands are ‘blanked’ it means that they are unavailable Navigator History Zoom centre
in the current context. The commands on this menu are:
Zoom point Zoom percent Zoom rectangle
Browse modules Module manager list Module editor
Inc. display level Dec. display level Preferences
Process View Menus Message manager Report manager Alarm groups
Redraw
Schematics editor Alarm shelving Station explorer
The commands on these menus are as follows:
Configuration events I/O manager I/O point browser The following flow view menus have identical commands and contents as the
process menus:
File Menu
System Menu Module Operation Tools
The commands on this menu are:
The commands on this menu are: System Panel Help
New image Save image Save image as
Palette Select time zone Set system time
Image properties Print image Default printer Tool Bar
OS configuration OS config. mode PS config. mode
Print screen Exit Delete Image The tool bar at the top of the display contains short cut buttons to many
New image window Page setup Print window commonly used functions. The type and function of the buttons displayed will
Panel Menu
vary according to the display selected, blanked buttons are unavailable.
Print events User
The commands on this menu are:
Lamp test Light control Last Alarm Line
Edit Menu
This line is located just below the tool bar on the display and will always show
The commands on this menu are:
Help Menu the most recent alarm.
Cut Copy Paste
The commands on this menu are:
About AIM/OS User guide Image Area
View Menu
The area of the display showing the selected process, event, trend, flow and
The commands on this menu are: This option displays details about the AIM operating system installed at that equipment view images.
Navigator History Preferences operating station.

Redraw Home Parent Message Line

Previous Next This line displays system and operator event messages. There is a status box
which appears at the right hand end when the left trackball button is pressed as
long as the cursor is within the image area.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.3 - Page 2 of 5

System Views
The system has the following types of views:
Process views Flow views Event views
Trend views Equipment view Input/Output view
Process Views
These views are graphic representations of an actual equipment/plant
process area. They are designed to provide the operator with all the relevant
information about that process. Dedicated views are provided for monitoring
the major equipment such as generators and boilers, etc.
Flow Views
These views are similar to the process views, the main difference is the
techniques used to create them. The flow views have zoom functions and
information level displays not included in the process views.
Note: Flow views are for software configuration only and should not be used
as the user interface.
Event Views
These views are defined for displaying system and process events and form no
part of the view hierarchy.
Trend Views
Trend views can be displayed as independent views, associated with process
areas. They either form part of the view hierarchy or part of other views, e.g.,
single point views.
The trend system controls the displaying, creating and appearance of trends.
It can create and present several trends in a view and allows splitting of these
trend windows on several levels.
A trend is the presentation of single or multiple trend curves in a scaled axis
system. There are two different types of trend presentation:
1. Trend view: Has a fixed size, filling the screen
2. Trend pop-up: Small, resizable, remains displayed irrespective
of the view selected and can be positioned anywhere on the
screen.
Both of these displays have a context menu for controlling their appearance.
Methane Nile Eagle Machinery Operating Manual
All system process variables can be monitored as trend curves. A trend curve Context Menus
is a graphical presentation of the values for a single process variable with the All views have a pop-up context menu that is opened by pressing the right
progress of time or the correlation of the values for two process variables over trackball button, as long as the cursor is on the background of a view. The
a selected time span. commands on these menus depend upon the type of view currently being
displayed and the operation or configuration mode selected. The commands
These two presentations are: available on this menu are:
• Time trend curve: A plot of the values for a single process • Find tag: Allows module search by tag names
variable with the progress of time
• Browse module: Allows module search by attributes
• XY trend curve: A plot of time correlated values from two
different process variables (X and Y) for a
defined time span Hot Spots
In process views, hot spots are sometimes available providing hyperlinks or
There is a multiple curve facility, where it is possible to have several trend shortcuts to a related view. They provide links across the view hierarchy and
curves in the same trend, provided that they are all the same type. A mixture they can also be used to display flow and trend views. A hot spot is represented
of time and XY trend curves is not possible. There is also a time trend facility by a button containing text. Hot spots can be located anywhere in a view, but
which can contain a maximum of 10 curves. Separate scales are overlaid on the are usually located at the right side of the view.
Y axis and a common time that shows the same time resolution for all curves
on the X axis.
Logging On and Off
Equipment View Before using the system, the operator must first log on with the correct IAS
(AIM-2000) user name and log-on password combination. When the operator
This view shows information on all the operator and process stations within the has completed operation of the system, they should log off.
system. It is displayed by clicking the equipment view button on the tool bar.
Input/Output View
The input/output view shows information on the input/output cards in a
selected process station. It can be displayed by clicking the input/output view
button on the toolbar.
View Hierarchy
All the views in the system (except for the event and equipment views) are
arranged in a configurable hierarchical system. The view hierarchy is shown in
the navigator dialogue box, accessible from the navigator button.
The view hierarchy comprises several levels, where the first (top) level
represents a process system such as ballast or cargo. This top level view often
provides an overview of the process, whereas process details or components
will be found in the second (lower) level views. Trend views are located on the
second (lower) level.
If all the available information for a process is included in a single process or
flow view, there is no lower level view for that system other than trend views.
The first (top) level views are connected to the views buttons on the operator
panel.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.3 - Page 3 of 5

IAS System Modes
The system has four operational modes:
1. Monitoring
This mode is for personnel who require access to the system but are not
qualified to operate it. To enter this mode the user’s name must be a member
of the guest’s user group.
2. Operational The event system handles reporting, presentation and storing of events within
This mode is for normal system operation. To enter this mode the user’s name
must be a member of the user’s, power user’s or administrator’s user group.
3. OS Configuration
The user’s name must be a member of the administrator’s user group.
4. PCU Configuration
The user’s name must be a member of the administrator’s user group.
Command Control
The operation of the IAS system is divided into command groups which reflect
the system operation. Each of these groups represent a specific process area,
e.g., ballast, cargo, etc. As all operator stations can view all process areas,
operational control of these areas must be restricted. This is achieved by using
the command groups to limit the control access of the operator stations. A
command group has the following functions:
• Restricting the control of process areas to specific operator
stations
• Restricting the acknowledgement of alarms
• Restricting the reporting of events to specific stations
It is possible to transfer control of process area related modules from one
operator station group to another by command transfer, using buttons in the
command group on the operator panel.
Each operator station group will have one of the following states for each
command group:
• In control: The modules in the command group can be monitored
and controlled, parameter adjustment and configuration
operations executed.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
• Not in control: The modules in the command group may be Alarms can be displayed within a view in the following ways:
monitored, but control, parameter adjustment and configuration
• A square indicator next to a symbol
operations cannot be executed.
• A background colour of a numeric or text field
The status of command control can be monitored using the status or command • A square status indicator preceding a text field
status buttons. Command control can be transferred using the GIVE and TAKE
buttons or via the respective commands from the command control menu. • A bar graph indicator colour and the background colour of its
numeric value field
Events Alarms can be suppressed individually or in groups (engines etc). The system
also uses a system of alarm, event and horn filters to select which events are
displayed and annunciated at operator stations. Filters can be modified or
the IAS system. The system provides the following: created from the ‘select filter’ dialogue box.
• Presentation of events
The system uses colours to illustrate alarm priority levels as follows:
• Event view
• Green: Normal
• Last alarm line
• Yellow: 1. Low priority
• Alarm indications in process views
• Red: 2. High priority
• Alarm and message printing
• Magenta: 3. Critical priority
• Audible alarm
• Cyan: Alarm disabled
• Alarm acknowledgement
• Brown: Module not active or I/O
• Alarm suppression disabled
• Event filtering
Context Menu
An event is designated as any change in the way a part of the process or the
If the operator presses the right trackball button when the cursor is over a
IAS system functions. Events can also provide information concerning the
module symbol, the pop-up context menu opens. This menu gives access
history of events over a specified period of time. All events are time stamped
to the settings for that module and any other views in which the module is
and logged when they occur and are divided into alarm or message categories.
configured. The context menu contains the following commands:
The alarms are then divided into system or process alarms. The messages are
divided into system, message or process messages. The information structure
for an event is similar to a database record. These event records are stored and Parameter view Terminal view Schematics
presented in chronological order as lists. Show connection Alarm limits Trend
I/O point browser Time series Flow sheet
There are two different ways of presenting events, the event view or the
event (alarms) window. Both presentations contain the same information. Configuration events Process Module modes
The difference is that the event view fills the whole screen whereas the event
(alarms) window has a reduced size and overlays the currently displayed view. The menu always contains the same commands, but those that are available
Clicking on the event view button on the tool bar displays the event view. will depend upon the module symbol selected and the user group that the
operator belongs to.
Alarm Indication
All the alarms from the various systems are pooled via the redundant network
to form a uniform alarm system for the vessel. The alarms are indicated on
the screens of the operator stations and will activate the buzzer in the IAS
keyboard. Alarms and events are logged by the system and printed out.
IMO Number: 9321770 Section 3.2.3 - Page 4 of 5
 Methane Nile Eagle Machinery Operating Manual
Displays and Views Equipment Views Available Bridge

The system is made up of the following types of views: The following IAS views are available through direct access pushbuttons: • Ballast system

• Process: Showing the process equipment under system control. • Common boiler display • Fire control system

• Flow: Showing the process equipment under system control for • No.1 boiler • Navigation system
software configuration. • IAS system
• No.2 boiler
• Event: Showing process events and events generated by the • Common
• Steam distribution
system.
• Feed water • Cargo system
• Trends: Showing historic trend curves for process variables.
• Main turbine
• Equipment: Showing the status of the process and operator Cargo Control Room
control units. • Power management
• Machinery systems • Ballast system
Both process and flow types of view can display the same information.
• Bilge system • Fire control system
Normally, process views are used by the system. The system can also present
detailed information regarding a single component, e.g., a motor, valve or • Fire and washdeck • Cargo system
pump. This information is then displayed via the following dialogue boxes: • Fuel oil transfer system
• Cargo plant
• Gas management system • Gas handling system
Parameters View
• CTS system • Compressors and heaters
Shows all the adjustable parameters of the module.
• N2 generator • Inert gas generator system
Terminal View • Inert gas system • N2 generator system
Shows the connection terminals of the module together with their signal • Ballast system • IAS system
values. • Common alarms
• Fire and gas detection
• Navigation
Show Connection Engine Control Room
• Patrol man system
Shows the connections to and from the module terminals.
• IAS system • Boiler control system

Alarm Limits • Fire control system

These screens in turn have softkeys available which take the user directly
Shows the alarm limits set for the module. to further screens within the system. For example, pressing MACHINERY • Fuel oil transfer system
SYSTEMS first, then COMP AIR will take the user to the compressed air • Gas handling system
system mimic. There are around 100 screens available.
I/O Point Browser • Compressors and heaters
Shows the input/output configuration and connections of the module • Inert gas generator system
terminals. Command Control Locations
• N2 generator system
The bridge, cargo control room and the engine control room command
locations control the following groups: • Electrical power management
Module Modes
• IAS system alarms
Shows the operational configuration of the module.
• Common alarms
Time Series • Ballast system
Allows the management of module terminal series and parameter time series.
• Machinery

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.3 - Page 5 of 5
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.2.4a Watch Call Panels

ON DUTY WATCH BRIDGE UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS
CHIEF CHIEF
ENG. MACH. ENG. MACH.

2ND 2ND
ENG. ENG. CARGO.

3RD/4TH NAVI. 3RD/4TH NAVI.

ENG. SCREEN MENU ENG. SCREEN MENU

Dead
ELEC. Man UMS ELEC. Bridge
SELECT FIRE & Call SELECT FIRE &
ENG. Active Watch GAS ENG. GAS

CAPTAIN SYSTEM CAPTAIN CCR SYSTEM

Call Duty TAG TAG
Cargo DETAILS Call DETAILS

NAVI NAVI
OFFICER OFFICER
Call Duty ECR ECR
Engine Watch Call
CHIEF REPEAT CHIEF REPEAT
OFFICER ALARM OFFICER ALARM

LAMP SOUND LAMP SOUND

CARGO/JR TEST CARGO/JR TEST
ENG. OFF ENG. OFF
KONGSBERG KONGSBERG

Bridge Watch Call Panel Cabin Watch Call Panel

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.4 - Page 1 of 3
 Methane Nile Eagle Machinery Operating Manual
3.2.4 Watch call System • A REPEATER ALARM indicator that shows if there is a repeat Flow Chart for Dead Man System
of a previous alarm.
Introduction • An indicator that shows if the Dead Man System is active. It has System ON
a green LED in the top right corner that lights when the system
The watch call system is an IAS application that monitors the cargo and engine is active.
room during Unmanned Machinery Space (UMS) operations. The system • An LCD screen with a 40 character by 4 line display, which is
consists of a number of self-contained, wall mounted watch call panels that are used to show the date and time or an alarm summary.
installed at selected locations. The panels are controlled from operator stations
• A LAMP TEST button which is used to check the serviceability Start/reset timer
and are used to warn the bridge and on-duty officers of alarm conditions. The
system has two main functions: of the indicator, button LEDs and the buzzer. It is also used,
in conjunction with the up and down and SELECT buttons, to
1. Alarm extension. This is a group alarm status and on-duty officer adjust the light intensity of the LCD screen, indicator and button
indication facility with a built-in on-duty acceptance, fault LEDs and the background lighting. Yes Reset
indication and test facilities. button activated?
• When an alarm summary is displayed, the up and down buttons No
2. Officer call. This is an individual and general calling facility are used to scroll the list shown on lines two to four on the LCD
No
for officers that can be activated from selected vessel control screen.
locations.
• The SELECT button is used to choose the type of information
shown on the LCD screen. Pressing the button for the first time Timer >
Watch Call Panels displays the Alarm Summary. Repeated pressing of the button 15 minutes?
There are two types of watch call panels: cyclically displays the Alarm Summary and the date and time.
• When the Alarm Summary is displayed on the LCD screen, the Yes
• Watch bridge unit (WBU) - for use on the bridge
TAG DETAILS button is pressed to show (on lines three and
• Watch cabin unit (WCU) - for use in cabins and public places four) the details of the alarm shown on line two. SET warning light
• The SOUND OFF button is pressed to stop the buzzer from in machinery area
Operation control and configuration of the watch call system can be performed sounding and acknowledging group alarms and officer calls.
using the WATCH CALL command on the OPERATION menu on the operator
station.
When an engine room alarm is activated, it sounds in the duty engineer’s cabin,
on the bridge and the public rooms. The buzzer can be acknowledged at any Yes RESET
Clicking on this command displays the WATCH CALL dialogue box which button
has three pages, OPERATION, CONFIGURATION and CAN NETWORK. panel. The alarm lamp will stop flickering when acknowledged from the duty activated No
engineer’s cabin and the lamps are extinguished when acknowledged at the
The operation page mimic contains the following: IAS operator station. If the duty engineer fails to acknowledge the alarm from No
the ECR within 3 minutes, the alarm will be repeated on the bridge and public
• ON DUTY indicators with buttons that show and select on-duty room panels.
officers. When the green LED in the top right-hand corner is
Timer >
lit it indicates that the officer on the label is on duty. When the 18 minutes?
LED flashes it indicates that a call has been made and when Dead Man System
the call is accepted the flashing LED changes to a steady light. This system is part of the alarm system and consists of two types of panels: Yes
These also act as watch buttons that transfer watch responsibility
between the bridge and the engine control room. They have a • One start panel - situated at the entrance to the engine room
yellow LED located next to the top right corner of the button • Two reset panels - situated in the engine room Activate
label that flashes to indicate a responsibility transfer request has patrol man
alarm system
been made. When the transfer request is accepted, by pressing The system can be manually activated from the start panel at the entrance to
the BRIDGE WATCH or ECR WATCH button, the transfer is the engine room or automatically by the watch call system. The reset interval
made and the flashing LED changes to a steady light. period is 18 minutes and a prewarning alarm will be activated 3 minutes before
• ALARM indicators that show in which process area there are the dead man alarm sounds. Activate
active alarms. extension alarm system
and patrol man alarm

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.4 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
The count down timer is reset by pressing the RESET button on one of the
reset panels in the engine room or on the Alarm Extension mimic.

The system is switched off by pressing the OFF button on the start panel.

There are three positions where the patrolman system can be started:
• Engine control console
• Upper deck lobby - entrance to engine room
• Upper deck cross alleyway entrance

The Patrolman can be reset from any of the light signal columns positioned
throughout the machinery spaces:

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.4 - Page 3 of 3
 Methane Nile Eagle Machinery Operating Manual
3.2.5 Shipboard Management System

Introduction

The shipboard management system (SMS) is designed to assist the ship’s

personnel in managing the vessel in a safe and efficient manner. The system
has the following main modules, each with a password protection:
1. Spare parts inventory management system.
2. Planned maintenance system.
3. Word processing and data filling system.
4. Compilation system of voyage abstract.
5. Vibration monitoring analysis system.
6. Guidance of cargo handling and trend data system.
7. Ship operation report system (SORS).
8. Ship performance management system.
9. Utilities and back-up of the SMS.
10. Data transmission system of the SMS.
11. Lubricating oil analysis record system.
12. Compilation of dry dock repair specifications.
13. Ship personnel management system.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.2.5 - Page 1 of 1
3.3 Main Boilers

3.3.1 Main Boilers Description

3.3.2 Boiler Control System

3.3.3 Boiler Operating Procedures

3.3.4 Sootblowers Control System

3.3.5 Steam Dump Control System

3.3.6 Low Duty Compressor Control

Illustrations

3.3.1a Main Boiler

3.3.1b Forced Draught Fan Local Panel

3.3.2a Boiler Control Configuration

3.3.2b Boiler Operation Panel (BOP)

3.3.2c Burner Operation Panel (BNP)

3.3.2d Burner Emergency Operating Panel (EOP)

3.3.3a Boiler Feed Water System

3.3.3b Boiler Pressure Raising Graph

3.3.3c Basic Flow Diagram of Oil/Gas Burner Control

3.3.3d Furnace Purge and Initial Firing on Fuel Oil

3.3.3e Fuel Oil to Dual Fuel Changeover

3.3.3f Dual Fuel to Fuel Gas Changeover

3.3.4a Sootblowers Flow Chart

3.3.4b Sootblower Steam System

3.3.6a Low Duty Compressor Control

Section 3
Main Machinery and Control
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.1a Main Boiler Exhaust Gas

Air

Fuel Gas

Economiser

Burner

Steam Drum

Flame Eye

Access Hole

Superheater Loops

Downcomers
Screen Tubes

Main Generating Bank

Access Hole

Access Hole and

Withdrawal Hole for
Superheater Tube (Front)

Superheater Header

Furnace Bottom Header Water Drum

Drain Pipe Drain Pipe

Drain Pipes

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.1 - Page 1 of 4
 Methane Nile Eagle
3.3 Main Boilers • Screen tubes shielding the superheater elements from the
direct radiant heat of the furnace
3.3.1 Main Boilers Description
• Side and roof water wall tubes
• Front and rear water wall tubes
Boilers
• Downcomers
Maker: Kawasaki Heavy Industries
• Bottom headers
No. of sets: 2
• Roof and bottom front wall headers
Model: UME 65/52
Type: Two drum, water tube, roof fired, mono wall • Roof and bottom rear wall headers
Maximum evaporation: 65,000 kg/h • Front and rear wall riser pipes
Normal evaporation: 52,000 kg/h
The tubes in the furnace floor, sides and roof, front and rear walls are of
Steam condition: 59.0 bar superheated steam at 525°C
membrane wall construction. Each tube has two fins welded to it, opposite
Feed water inlet: 145°C
each other, and running the length of the tube. The fins of the adjacent tubes
Efficiency fuel oil: 88.5% are welded together to form the membrane wall. The furnace is enveloped on
Efficiency boil-off gas: 84.0% three sides, together with the roof and the floor, by the membrane construction.
Fuel oil consumption: 3750 kg/h at normal evaporation This forms a gas tight envelope of the furnace and prevents gas leaking into
the casing.
Fuel gas consumption: 3194 kg/h at normal evaporation
No. of burners: 3 combined oil/gas The remaining principal components of construction are a superheater, an
internal desuperheater in the steam drum, a superheated temperature control
Internal Auxiliary Desuperheater
attemporator in the water drum, the economiser, steam air heater and the
Maximum steam flow: 35,000 kg/h casing. The combination burners are roof mounted and therefore the gas flow
Outlet temperature: 350°C is evenly distributed across the screen bank, superheater and generating bank
Outlet pressure: 54.4 barG tubes before discharging through the economiser and into the flue.
Safety Valve Settings
Drum Internals
Drum high set: 75.5 bar
The steam drum internals consist of the desuperheater, surface blow line,
Drum low set: 75.3 bar
internal feed pipe, chemical feed line, baffles and dry box.
Superheater: 63.7 bar
Economiser: 94.4 bar Steam generated in the boiler tubes enters the steam drum where it is forced to
enter a baffle located at the normal water level, before entering the upper part
of the steam drum. The baffle is intended to reduce the surging of the water
Introduction level due to hard steaming, sudden load changes and any vessel movement.
Before leaving the boiler through the steam outlet nozzle, the steam must pass
Each boiler is of the two drum type construction, with one steam drum and one through the dry box located at the top of the steam drum. The dry box separates
water drum and consists of the boiler casing, superheater, economiser, air heater, larger water particles from the steam and helps to prevent or reduce carry over
fuel and gas firing equipment, mountings, fittings and other accessories. of water with the steam.
The unit is composed of a steam drum and a water drum connected by a bank A submerged tube desuperheater is located in the steam drum below the normal
of inclined generating tubes. Other water side components include: water level. Superheated steam is fed through the tubes, giving up most of its
degree of superheat to the water within the drum and emerging as full pressure
desuperheated steam. Desuperheated steam is supplied in this way to ensure
that there is always a flow of steam through the superheater even when the
demand for superheated steam is low. This ensures that the superheated tubes
are not damaged by overheating during low steam flow conditions.
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
The water drum located at the bottom of the boiler houses a submerged tube
attemporator, through which some of the superheated steam is diverted to
control the final superheated outlet temperature. Steam passes through the
attemporator between the 4th and 5th passes of the superheater, with an orifice
bypass around the attemporator to guarantee a flow of steam through the
superheater at all times. The drum has a blowdown pipe fitted to control the
boiler water impurities.
Both steam and water drums are fitted with swinging manhole covers to allow
entry and inspection.
Furnace
As previously described, the furnace walls are of the membrane construction.
The tubes forming the furnace sides, floor and roof and front and rear walls
are of 63.5 mm diameter.
External downcomer tubes are placed outside the boiler casing and provide
ample circulation of the water from the steam drum to the water drum, bottom
header and the front and rear water wall headers. These tubes are welded into
the drums and the water wall headers.
The water cooled furnace floor tubes leave the bottom header and transverse
the floor before bending upwards to form the furnace side and roof. They
terminate in the steam drum.
The furnace front and rear tubes are arranged from the lower to upper water
wall headers. The upper water wall headers are connected to the steam drum
by riser pipes.
Where openings in the furnace walls are required for burners, access doors and
sootblowers, the water wall tubes are formed around them and then back to
their original plane. Refractory is used to protect bare metal in these areas.
The furnace water wall tubes are backed up with insulation and supporting
buckstays that allow for expansion. The outer casing is corrugated steel plate
coated with heat resistant paint.
The steam generating tubes are 45 mm in diameter and are arranged in a
staggered pitch and expanded into the drums.
Saddles
Saddles are provided under the water drum and the front and rear water wall
headers to support the boiler. The rear saddle under the water drum is fixed and
the front saddle has slotted bolt holes, grooves and grease fittings to allow for
easy movement and lubrication. Grease fittings are provided on the front and
rear saddles of the water wall header. Five grooved saddles are free to move to
allow for expansion of the boiler as it warms up, with one fixed foot.
Section 3.3.1 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.1b Forced Draught Fan Local Panel

L-START H-START STOP L-START H-START STOP

ONE FAN - TWO BOILERS OPERATION

F D FAN SELECT SW
NOR
No.2 No.1
FDF FDF

No.2 No.1
FDF FDF

No.21 No.22 No.01 No.12 No.11

OPEN CLOSE OPEN CLOSE OPEN CLOSE

CAUTION OPEN CLOSE OPEN CLOSE

FDF AND DUCT DAMPER

1. MAKE SURE THE DAMPER POSITION SO

THAT COMBUSTION AIR IS SUPPLIED
CORRECTLY TO EACH BOILER
DAMPER OPERATION
2. TWO FANS - TWO BOILER OPERATION
NO.1 FDF SHALL BE USED FOR NO.1 BOILER AND
NO.2 FDF SHALL BE USED FOR NO.2 BOILER

3. ONE FAN - -TWO BOILER OPERATION

1) CLOSE THE OUTLET DAMPER
(No.11 OR No.21) OF FAILED FDF.

TO No.2 TO No.1
2) OPEN THE COMMON DAMPER No.01.
3) SELECT THE FDF (No.1 OR No.2) TO RUN FDF.
4) START THE FDF AT HIGH SPEED.
5) PRESS A BURNER ON BUTTON TO START PURGE.
6) SET AIR FLOW, FO FLOW AND ATOMISE TO LOCAL

M/B M/B
AFTER PURGE.
7) ADJUST AIR VANE OPENING TO KEEP PRESS
3.7 mbar TO 19.6 mbar.
8) ADJUST FO CONTROL VALVES SET AT XX% FOR M/B1
AND XX% FOR M/B2 TO KEEP PRESS 3 TO 5 BAR.
9) PRESS THE BURNER ON BUTTON TO LIGHT OFF.
(WITHIN 5 MIN AFTER PURGE FINISH)
10) ADJUST ATOMISE PRESS TO GET 4 bar AFTER FO
PISTON VALVES ARE OPENED.
11) IF YOU FAIL IGNITION, YOU SHALL TRIP BOTH BOILERS.
12) SINCE THE AUTOMATIC COMBUSTION CONTROL IS
OPERATED BY MANUAL, COMBUSTION RATE
(FUEL/AIR FLOW RATE) SHALL ALWAYS BE
CONFIRMED WITH O2 METER AND SMOKE INDICATOR
13) BURNER NUMBERS OF BOTH BOILERS SHALL BE
SAME IN ORDER TO KEEP EVEN AIR FLOW TO
EACH BOILER.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.1 - Page 3 of 4

Note: The boiler sliding feet should be inspected and cleaned as frequently
as possible and should be greased at least every 600 hours. Failure to do this
could result in the sliding feet seizing and subsequent damage to the boiler
as it expands.
Superheater
The superheater consists of a primary and secondary superheater and is of the
vertical, U tube, convection type and arranged for multipass steam flow. The
superheater elements are arranged in line with the centre loop forming a ‘walk-
in’ space for inspection and cleaning.
Each tube panel has alloy spacers and supports which are welded to the tubes
to maintain a clearance between the tubes. Each header, arranged at the bottom
of the boiler to allow easy access and maintenance, is separated internally by
welded steel diaphragms to direct the steam flow through five passes between
the headers. Drainage is through small openings in the lower edge of the
diaphragms.
Economiser
Methane Nile Eagle
Forced Draught Fans
Maker: Osaka Blower Co.
Type: TACS - 1140 - 2 speed
Motor: 270/115 kW
Capacity: 1820/910 m3/minute at 1194/895 rpm
Two fans are situated on the upper deck and are controlled by adjustable vanes,
automatically positioned by the combustion control equipment. The fans are
arranged to supply their respective boilers. Either fan can be put into service on
both boilers by manually opening the crossover connections on the air supply
trunking. This operation is carried out at the FDF control panel on the local
BOP shown in illustration 3.3.1b above, and is described in detail in section
4.4 of this manual.
Control of the fans is from the ACC. The FD fan high/low speed is determined
by the vane command signal. The fan speed command is automatically issued
in Cascade or Auto mode as follows:
Command Condition
Machinery Operating Manual
Combined Oil and Gas Burners
The boiler is fitted with three combination fuel oil and gas burners mounted
in the furnace roof wall. The fuel burner is a steam assisted pressure jet type
consisting of atomiser gun, forced draught air register and a fuel oil shut-off
valve. The fuel is distributed to the burners from a burner manifold and branch
connection pipe. The operation of increasing or decreasing the number of
burners is automatically operated by the automatic combustion control signal,
and remotely operated by pushbutton when necessary.
Seal Air Fans
Maker: Taiyo Electric Co.
Type: Horizontal centrifugal
Model: TB-55
Capacity: 7 m3/min at 598 mmAq (59.8 mb) at 50°C
Motor; 2.2 kW at 3530 rpm
Two seal air fans are supplied, one for each boiler. The seal air fan provides
cooling and sealing air to the burner flame eyes and the smoke indicator.

A finned extended surface type economiser is placed above the boiler tube
bank. The economiser is made up of closely spaced, continuous loop elements,
welded to the terminal headers at each end. Each element tube is of 38.1 mm
diameter carbon steel with a spiral steel fin, connected by U-bends to form an
integral loop. All the elements are arranged in a staggered pattern and welded
to the inlet header (upper) and outlet header (lower). The outside of the
terminal headers are provided with handholes to allow access. The economiser
is insulated and surrounded by a steel casing with large removable access
panels.
Feed water enters the inlet header at the top and flows through the elements to
the bottom header and from there to the boiler steam drum. This is counter to
the gas flow which passes upwards over the elements and so prevents a high
temperature difference across the economiser tube.
Low to high 1) FD fan inlet vane command >60%.
The fans are started from the BGB or from the Fans IAS graphic screen. The
2) FD fan is running at low speed for more than 10 minutes and
low pressure is monitored by the pressure switches PS041 or PS042 which will
after two minutes when three burner firing is established.
activate the automatic standby start through the IAS when the pressure falls
High to low 1) FD fan inlet vane command <35%. below the set point of 10 mbar.
2) FD fan is running at high speed for more than 50 minutes
and after two minutes when one or two burner firing is Sealing air for the soot blowers, glands and peepholes is provided by the forced
established. draught fans.
Note: On furnace purging or one fan/two boiler operation, high/low speed
commands are disabled. Also, in the case of a boiler trip, a LOW SPEED
command is issued regardless of the above conditions.
Steam Air Heater
The boiler has a steam air heater to heat the combustion air before entry to
the windbox and the furnace. The steam is supplied from the main engine
MP bleed system when the pressure is sufficient. At other times this system is
supplied with make-up steam up from the desuperheated steam system. The
drains are directed to the LP heater or the atmospheric drain tank.

Each air heater has inlet steam isolating valves, BV223 (x2) and outlet drain
isolating valves SD341F to SD346F. The air temperatures can be monitored on
the MB1 and MB2 Air Supply IAS graphic screen.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.1 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.2a Boiler Control Configuration

Engine Room (Local To Boilers) Engine Control Room

Boiler Gauge Board (BGB)

Boiler Operation Console (BOC)

10 9

2 3 2

4 4
5

6
7

Connection to IAS

Industrial Ethernet

8 8

Key

1. Boiler Gauges
I/P I/P IS Barrier IS Barrier 2. Boiler Indicator Panel (BIP)
Panel Panel 3. Burner Operation Panel (BNP)
4. Burner Emergency Operation
Panel (EOP)
5. Manual Loader Panel (MLP)
6. Damper Operation Panel (DOP)
7. Common Indicator Panel (CIP)
8. CPUs
9. Burner Operation Panel (BNP)
10. Boiler Operation Panel (BOP)
Transmitter Limit Sensors Limit Sensors Limit Sensors Automatic Boiler Control Panel (ABCP)
for Boiler Trip Switch Switch Switch

Local Instrumentation

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.2 - Page 1 of 6

3.3.2 Boiler Control System
Introduction
The Automatic Boiler Control (ABC) system controls the operation of the
main boilers and is configured as shown in illustration 3.3.2a above. The
ABC is made up of the local control boiler gauge board (BGB), the ECR/BOC
control panel and the automatic boiler control panel (ABCP) which together
include the following items:
• Automatic combustion control (ACC) - This controls the fuel
oil flow control valve, the gas flow control valve and the inlet
vanes on the forced draught fan.
• Feed water control (FWC) - This controls the boiler feed water
control valve and the quantity of water entering the boiler.
• Steam temperature control (STC) - This controls the valve of
the bypass steam to the attemporator.
• Steam dump control (SDC) - This controls the steam dump
control valves.
• Atomising steam pressure control - This controls the atomising
steam pressure control valve.
• Burner management system (BMS)
• Transmitters
• Control valves and actuators
With the ABC, the boilers are controlled completely automatically during all
modes of operation which includes fuel oil burning, gas burning and dual fuel
burning. The system can be controlled manually at the boiler gauge board
installed locally to the boiler or remotely/manually from the ECR boiler
operation console.
The primary interface with the operator is through the boiler operation panel in
the ECR and the burner operating panels located on the BGB and in the ECR.
The functions of these are described as follows.
Boiler Operation Panel
The boiler operation panel is fitted in the ECR and includes the functions
listed below. Each of the control positions has an indicator lamp to show if
the control has been switched to local/manual (LM) at the boiler gauge board
and also pushbutton switches to allow the controller to be switched between
cascade (C), automatic (A) and manual (M) modes of control.
Issue: Final Draft - October 2007
Methane Nile Eagle
Boiler Master/Steam Up Control
The load on each of the boilers is controlled by the boiler master/steam up
control to maintain a pressure at the boilers superheater outlet at a preset value.
This control circuit is shared by the two boilers and the loads on both boilers
is distributed between them in accordance with the setting on the ‘load ratio
setter’ in the centre of the panel. This controller would normally be set to 50%
giving a distribution between the boilers of 50:50 however this value can be
adjusted manually using the left/right arrow keys.
Note: When the boiler is being started in the ‘hot-start’ mode, the control
automatically increases the steam pressure and temperature to the rated
values.
Steam Dump Control
If the pressure within the steam system becomes excessive, the surplus steam
is desuperheated and then dumped into the main vacuum condenser by the
steam dump system. The steam dump controller operates valve BV324 which
can be seen in illustration 2.1.4a and opens when the steam pressure reaches
the set point. Each of the external desuperheaters has a condensate water spray
system controlled by the IAS, which receives its control signal from the boiler
control system.
Fuel Ratio Control/Fuel Gas Flow Control
The fuel gas flow setting value is calculated by the logic system by dividing
the boiler master signal value which is based on the load on the boiler and the
heating value, by the fuel gas heating value. In dual fuel mode of operation, the
ACC controller through the fuel ratio automatically drives H.F.O. to minimum
and maximizes fuel gas flow to ensure that all of the cargo boil-off gas is
utilised.
Fuel Oil Flow Control
The fuel oil flow control valve is adjusted by the ABC logic to ensure that the
fuel oil flow corresponds to the fuel oil flow setting value calculated from the
boiler master signal value minus the fuel gas heating value. A burner maximum
capacity control function and a minimum fuel oil pressure control function are
also provided to ensure that optimal burner operating and firing conditions are
maintained.
Flue Gas Oxygen Control/Air Flow Control
There are two control loops in the ABC air flow control logic. A flue gas
monitor allows the oxygen control loop to automatically regulate the air/fuel
ratio at the burner control. This function maintains the correct level of oxygen
in the flue gas leaving the boiler.
IMO Number: 9321770
Machinery Operating Manual
The system also includes an air flow loop in which the air flow setting valve is
calculated on the basis of the actual fuel oil and fuel gas heating values using
the fuel ratio from the above flue gas oxygen control. The forced draught fan
inlet vane opening is regulated by this air flow control loop.
Boiler Drum Level Control
The drum level controller logic monitors three parameters to control the level
of water in the boiler. These are the water level in the steam drum, the steam
flow out of the boiler and the feed water flow into the boiler.
Main Steam Temperature Control
The main steam temperature control valve regulates the amount of steam passing
through the boiler’s internal temperature control attemporator and as such
controls the steam outlet temperature from the boiler. The steam temperature
control valve CV111/CV211 is used as the main method of controlling the
steam condition at outlet by regulating the amount of steam that passes through
the internal attemporator fitted in the water drum and how much is allowed
to bypass. The bypass line, which is fitted with an orifice, and the internal
attemporator, are both fitted between the primary and secondary superheaters
and can control the steam inlet temperature to the secondary superheater. The
configuration of this system can be seen in illustration 2.1.2a.
Fuel Oil Pump Discharge Pressure Control
This controller monitors and controls the discharge pressure of the fuel oil
leaving the fuel oil pump.
Atomising Steam Pressure Control
This controls the atomising steam pressure at each of the oil burner nozzles and
is related to the pressure of the fuel oil in the fuel oil header.
Fuel Oil Temperature Control
The fuel oil temperature is controlled by the amount of steam that is provided
to the fuel oil heater. The control is provided through the IAS but remote/
manual operations are available through the boiler gauge board.
Burner Management System (BMS)
The burner management system includes the burner operating panel (BNP)
which can be seen in illustration 3.3.2c and is linked to the ACC for the
automatic operation of the boiler. The BNP is incorporated in both the local
BGB and in the ECR console and as such can be operated locally from next to
each of the boilers or from the boiler control panel in the ECR.
Section 3.3.2 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.2b Boiler Operation Panel (BOP)

BOILER OPERATION PANEL

No.2 BOILER No.1 BOILER

ATOMIZE STEAM STEAM TEMP DRUM LEVEL STEAM PRESS DRUM LEVEL STEAM TEMP ATOMIZE STEAM

BOILER MASTER BOILER MASTER

C M LM C A M LM C A M LM C M C A C M C A M LM C A M LM C M LM
BOILER LOAD RATIO

FG FLOW FO FLOW AIR FLOW FLUE GAS O2 STEAM DUMP FO PUMP PRESS FLUE GAS O2 AIR FLOW FO FLOW FG FLOW

C A M LM C A M LM C A M LM C A M C M LM C A M LM C A M C A M LM C A M LM C A M LM
SMOKE PV IND SMOKE PV IND

AIR RATIO AIR RATIO

STEAM DUMP
PISTON VALVE
SENSOR LAMP
RESET OPEN CLOSE
ABNORMAL TEST

KAWASAKI
HEAVY INDUSTRIES, LTD.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.2 - Page 3 of 6
 Methane Nile Eagle Machinery Operating Manual
If any defect occurs during operations, the system produces an audible and • Fuel Mode (Dual Fuel) - The dual fuel mode is selected for Illustration 3.3.2d Burner Emergency Operating Panel (EOP)
visual alarm to warn the watchkeeper of a problem. If the defect is too serious operation on a mixture of fuel oil and fuel gas. After nitrogen
to allow the boiler to continue in operation, the BMS will shut the boiler down purging, the master gas valve and the fuel gas emergency shut-
by shutting off the fuel oil/fuel gas supply to the burners until the defect has off valves must be opened. The change is made to go to dual
been rectified. fuel by pressing the DUAL FUEL pushbutton. The number of BURNER
EMERGENCY OPERATION
burners can be increased or decreased either remote/manually
The BMS system configuration incorporates the local BGP, the BNP, burner or automatically in manual and automatic modes respectively. EMERG MODE
PURGE
FURNACE PURGE FO EMERG V

control valves and sensors and the burner emergency operation panel (EOP).
• Fuel Mode (Fuel Gas) - The fuel gas mode is selected for NOR BURN NOR CLOSE

This panel allows for the emergency operation of the burners in the event of a
operating the boilers on cargo boil-off gas only. When either
failure of the burner sequence controllers. FINISH
two or three burners are operating in dual fuel mode, the
switch to fuel gas operation can be made by pressing the FG
In general, the burner control consists of three fuel oil/dual fuel/fuel gas NO. 2 BURNER NO. 1 BURNER NO 3. BURNER
pushbutton. The number of burners operating on gas can be NOR NOR NOR

burners that are mounted on the top of the furnace. All of the burners are
reduced either remotely/manually or automatically from three OFF ON OFF ON OFF ON

remote/manually or automatically operated with the second and third burners

being able to be started and stopped automatically depending on the boiler load
when operating in fuel oil or dual fuel modes. Lighting of the No.1 burner from
a cold start or the first boiler start should be performed locally from the burner
operation panel on the BGP. Hot boiler restarts can be performed from the
burner operation panel on the local BGP or from the boiler operating console in
the ECR. The BMS does not allow the burners in a single boiler to operate on
different fuel modes except during fuel mode transitions or when the adjusting
the burner in dual fuel mode. The BMS will also not allow atomising steam to
be used when the burners are operating on diesel oil.
Burner Operating Panel (BNP)
The burner operation panel (BNP) forms an important interface between the
operator and the control system and incorporates the following features which
are listed below with brief descriptions.
• Control Position - This allows the burner operation panel
(BNP) to be switched between the ECR and local control
positions. When the boiler is cold, only LOCAL mode will be
available and ECR control can only be made available after
operating in LOCAL mode.
• Burner Operating Mode - This allows the burners to be
switched between automatic and manual operating modes. In
automatic, the number of burners is controlled by the BMS
according to the boiler load. In manual mode the burners can be
started and stopped manually from the burner operating panel.
• Fuel Mode (Fuel Oil) - The fuel oil mode is initially selected
before dual fuel firing on fuel oil and fuel gas. After nitrogen
purging, the master gas valve and the fuel gas emergency shut-
off valves must be opened. In fuel oil mode, the only available
fuel mode change is to dual fuel. The number of burners can be
increased or decreased either remote/manually or automatically
in manual and automatic modes respectively.
to two in manual or automatic mode but cannot be reduced
further to one burner. If two burners are in operation on fuel gas
and a command to increase the number of burners is received
from the ACC, the fuel mode will change automatically back to
dual fuel before the third burner is introduced.
• Boiler and Fuel Oil Trip Reset - This is a facility for resetting
the boiler controls after a shutdown has occurred but will only
operate after the shutdown fault has been corrected.
• Fuel Gas Trip Reset - This is a reset facility for the fuel gas
shut-off valve to the boiler. The valve may have been tripped for
a number of reasons while operating on fuel gas and these have
been detailed in section 3.3.3. The trip can only be reset when
the fault has been corrected.
• Fuel Gas Emergency Shut Valve - This allows the fuel gas
emergency shut valve to be opened and closed manually from
the BNP when the boiler is in operation.
• Burner Increase Possible - This is an indicator for use when
operating the burners in manual control. The BMS will indicate
if the boiler load is sufficiently high to allow another burner to
be brought into operation. When the burner operating mode is
switched to AUTO, the BMS will control the number of burners
in operation.
Boiler Emergency Control
The boiler gauge board is fitted with a burner emergency operating panel for
each boiler that can be seen in illustration 3.3.2d.
The panel allows the operator to start up the burners in the event of a CPU
failure in the automatic boiler control panel. To change the boiler to emergency
control, the following procedure then needs to be followed:
a) Ensure that the following conditions have been met:
• Superheat vent valves BV305 and BV311 are manually
open
• Forced draught fan is running
• Fuel oil temperature is at the correct level (eqivalent to
80 sec RW No.1)
b) Press the LAMP TEST pushbutton and the BOILER AND
FUEL OIL TRIP reset buttons on the BNP.
c) Turn the CPU BYPASS switch behind the door of the BGB to
the BYPASS position.
d) Switch the EMERGENCY MODE switch on the emergency
operation panel from NORMAL to PURGE. This will fully
open the FDF inlet vanes and all of the burner registers to pre-
purge the furnace.
e) After allowing the purge to go through its one minute cycle,
toggle the EMERGENCY MODE switch over to BURN. This
will allow the fuel oil emergency shut-off valves to open. The
end of the purge cycle will be indicated when the FURNACE
PURGE FINISH lamp on the panel is illuminated.
f) Set the fuel oil control valve at 21% for No.1 main boiler and
26% for No.2 main boiler. Set the forced draught fan inlet vanes
at 22%. These are the ignition positions for these variables.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.2 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.2c Burner Operation Panel (BNP)

BURNER OPERATION PANEL

BY-PASS CONDITION ABC COND MASTER FG TRIP CAUSE ABC COND BY-PASS CONDITION
F/E BOG LESS THAN F/E
FO TEMP MANUAL BNR IGNITER SH VENT START-UP HOT CPU EMERG CPU GAS LEAK ESDS BOTH BLRS BOG TEMP MANUAL CPU EMERG CPU HOT START-UP SH VENT IGNITER BNR MANUAL FO TEMP
ALARM SPARE EXT FANS TWO ER ALARM
BY-PASS PURGE BY-PASS BY-PASS VALVE VALVE START BY-PASS MODE ABNOR DETECT ACTIVATED TRIP LL TRIP ABNOR MODE BY-PASS START VALVE VALVE BY-PASS BY-PASS PURGE BY-PASS
BY-PASS STOP FANS RUN BY-PASS

N2 GAS
MAIN V LL

HDR N2 MAIN N2 MAIN N2 MAIN N2 HDR N2 PURGE

PURGE VENT V PURGE VENT V V
HDR N2 NO. 2 BOILER NO. 1 BOILER HDR N2
V V
VENT V BURNER N2 PURGE FINISH BURNER N2 PURGE FINISH VENT V

FG CV FG EMERG FG EMERG FG CV
BNR N2 BNR N2 BNR N2 IGN POS SHUT V SHUT V IGN POS BNR N2 BNR N2 BNR N2
FG FG FG FG FG FG
PURGE PURGE PURGE PURGE PURGE PURGE
V V V MASTER V V V
V V V V V V
FG V

FG FG FG FG FG FG
V V V FG SUPPLY V V V

AIR AIR AIR L/D COMP AIR AIR AIR

IGNIT IGNIT IGNIT IGNIT IGNIT IGNIT
REG REG REG REG REG REG

2 1
PURGE PURGE PURGE PURGE PURGE PURGE
STM V STM V STM V STM V STM V STM V
FO FO FO FO FO FO
NO. 3 BNR V NO. 1 BNR V NO. 2 BNR V V NO. 2 BNR V NO. 1 BNR V NO. 3 BNR

FO FO FO FO FO FO
V V V V V V

FO FO FO FO FO FO
ATM SHUT ATM SHUT ATM SHUT ATM STM ATM AIR SHUT ATM SHUT ATM SHUT ATM
RECIRC RECIRC RECIRC RECIRC RECIRC RECIRC
STM V STM V STM V V V V STM V STM V STM
V V V V V V
F/E TRBL F/E TRBL F/E TRBL F/E TRBL F/E TRBL F/E TRBL
1 2 1 2 1 2 1 2 1 2 1 2
IR IR IR IR IR IR

UV UV UV UV UV UV

PURGE STM SUPPLY

HFO FO PUMP DO
FO CV FO MASTER FO MASTER FO CV
FO ACCUM 2 1 FO ACCUM
V SHUT V SHUT V V

NO. 2 MAIN BOILER BOTH BLRS NO. 1 MAIN BOILER

NO. 2 MAIN BOILER TRIP CAUSE FO TRIP CAUSE TRIP CAUSE FO TRIP CAUSE NO. 1 MAIN BOILER TRIP CAUSE
CONT AIR DRUM DO/ATM ATM STM FO HDR FO HDR FO HDR FO HDR ATM STM DO/ATM DRUM CONT AIR
CPU FAIL ELECT FLAME MANUAL SPARE BLACK SPARE MANUAL FLAME ELECT CPU FAIL
SPARE PRESS LEVEL FDF STOP SPARE COND PRESS TEMP PRESS PRESS TEMP PRESS COND SPARE FDF STOP LEVEL PRESS SPARE
FAIL FAIL TRIP OUT TRIP FAIL FAIL
LL V-L ABNORM LL LL LL LL LL LL ABNORM V-L LL

FDF CONDITION FG TRIP CAUSE FG TRIP CAUSE FDF CONDITION

SMOKE COMBUST HDR FG HDR FG HDR HDR COMBUST SMOKE

FURNAGE 1 FAN NO.2 FDF NO.2 FDF MANUAL LAMP MANUAL NO.1 FDF NO1 FDF 1 FAN FURNAGE
AIR SPARE VENT V SPARE PRESS PRESS SPARE VENT V SPARE AIR
EXCESS PURGE 2 BOILER HIGH RUN LOW RUN TRIP TRIP LOW RUN HIGH RUN 2 BOILER PURGE EXCESS
OK OPEN LL RESET LL OPEN OK

NO. 2 MAIN BOILER MASTER FUEL GAS V NO. 1 MAIN BOILER

CONTROL POSITION BNR OPE MODE BLR & FO TRIP FG TRIP CONT POSIT FG TRIP BLR & FO TRIP BNR OPE MODE CONTROL POSITION

LOCAL ECR AUTO MAN RESET RESET LOCAL ECR RESET RESET AUTO MAN LOCAL ECR

FUEL MODE FG EMERG SHUT V MASTER FUEL GAS V MASTER V FG EMERG SHUT V FUEL MODE

BNR INC SHIP STOP SHIP STOP BNR INC

FO DUAL FG OPEN CLOSE OPEN CLOSE RESET OPEN CLOSE FO DUAL FG
POSSIBLE CONDITION CONDITION POSSIBLE

NO. 3 BURNER NO. 1 BURNER NO. 2 BURNER NO. 2 M/B MAIN LINE NO. 1 M/B NO. 2 BURNER NO. 1 BURNER NO. 3 BURNER

HDR/BNR N2 HDR/BNR
ON OFF ON OFF ON OFF N2 N2 ON OFF ON OFF ON OFF
PURGE
PURGE PURGE

BNR SEQ JAM N2 SEQ JAM BNR SEQ JAM

RESET RESET RESET LAMP

TEST

KAWASAKI
HEAVY INDUSTRIES, LTD.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.2 - Page 5 of 6

g) Switch the selector switch for the No.1 burner from NORMAL
to ON. The burner ignition cycle will commence until the flame
eye registers that a flame is present and that the first burner
is operational. If the burner fails to light, the EMERGENCY
MODE switch must be toggled back to NORMAL and the
furnace must be re-purged again before repeating the ignition
sequence.
h) To bring the second and third burners into operation, switch
the selector switches sequentially from NORMAL to ON. The
burner ignition cycles will commence and on completion, all of
the burners will be operating on fuel oil.
Methane Nile Eagle Machinery Operating Manual
Below each of the control positions are buttons which allow the parameters to
be increased or decreased when operating in LOCAL or HM modes.
When switched to REMOTE, the control position is with the ECR but when
switched to LOCAL or HM, the control is at the boiler gauge board. When
switched to LOCAL or HM mode, the control loop for the function that has
been switched goes automatically to MANUAL control. When operating the
boiler in the emergency mode, the controllers on the manual loader panel need
to be switched to HM mode.

Note: When operating the boilers in emergency mode, the burners can only
be fired on fuel oil.

i) To switch the burners off, toggle the individual burner selector

switches from NORMAL to OFF. This will close the fuel
oil supply valve and shut off the burner. When emergency
operation is complete, turn the FO EMERG V switch to the
CLOSE position. The boiler can then be worked on/returned to
normal operation.

j) To return the boiler back to normal operation, after returning the

FO EMERG V switch to the NOR position, the selector switch
for the EMERGENCY MODE must be toggled from BURN to
NORMAL and the selector switch for the CPU bypass toggled
from BYPASS to NORMAL.

Manual Loader Panel

The manual loader panel is fitted to the boiler gauge board and contains the
following controllers for both boilers:
• Atomising steam - Remote/Local/ HM
• Steam temperature - Remote/Local/ HM
• Fuel gas flow - Remote/Local/ HM
• Fuel oil flow - Remote/Local/ HM
• Air flow - Remote/Local/ HM
• Drum level - Remote/Local/ HM

The panel also contains the following controllers that are common to both
boiler systems:
• Steam dump - Remote/Local/ HM
• Fuel oil pump pressure - Remote/Local/ HM
• Fuel oil temperature - Remote/Local/ HM

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.2 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
Motor Valve Motor Valve
Illustration 3.3.3a Boiler Feed Water System Inlet Header PI PI PI Inlet Header
Control Relay Control Relay
BS013 BP013
Circuit at BGB Circuit at BGB
To Pressure LI BGB ZI
TI PT ZI BGB LI
BS025 BP025
Deviation Alarm BV103 PIAHL BV103
Economiser PT PI MM028
PI PT Economiser
To Clean To Clean
Key Boiler ZI ZI Boiler
Drain Drain
Gauge Gauge
Tank To Clean Dearator To Clean Tank
Condensate Board TT TI BV201 M ZS TI ZS M BV101 TI TT Board
Drain Tank Control Control Drain Tank
Outlet Header BV207 Outlet Header TI
ALARM
Air TI CV201 Air ACC Air CV101 BV107 MM262
FP049 MM263 To Clean Drain Tank ACC To Clean Drain Tank
LI
BGB P VC VC P LI
BGB
Electrical Signal I BGB BGB I
PIAL BV102 BV102 BV106 BV104-2
PT FP048 BV104-2 BV104-1 BV106 SB BV104-1
Instrumentation SB203F 201F SB001F
PI Steam Drum Steam Drum
BV203 BV204 FT FT BV204 BV203
LT LT LT LT To Bypass LT LT LT LT
PT
Pot For
Blow Orifice Blow Orifice
To Boiler Water Steam
Drum No.1
Analyser No.2 BV105 BV105
To Feed Water Pump Control FI FI
Boiler BGB BGB
Boiler
(For Differential Pressure Control (65 ton/h) (65 ton/h)
and Standby Feed Water To ACC To ACC
Pump Control) PIAL Deck Deck
SB156F
To ACC Water Drum Water Drum To ACC
FP049
Feed Water Feed Water
SB157F Control BV205 BV206 BV206 BV205 Control
TIAH TI
Transmitter Water Wall Header Water Wall Header Transmitter
MM101
BV209 TT BV209 BV209
SB120F BV209
SB179F
BV209 BV209
SB121F HP Feed
SB255F TI SB178F
SB254F
Water Heater

SB257F TI SB144F SB145F

SB151F
From Condensate Drain Pump SB250F SB256F
For Boiler Filling
SB143F
SB252F
SB251F To Clean
SB050F
To Ship Side
ZI ZI Drain Tank
FP047 ZS SB129F SB128F ZS SB107F SB149F SB150F
FP046 SB108F SB253F To Clean
To Clean
For Standby Turbine Drain Tank
For Standby Turbine
SB100F Drain Tank To Ship Side
Feed Water Pump SB109F Feed Water SB125F SB142F SB141F
SB108F SB124F
Interlock Pump Interlock

SB117F SB118F
Set at
No.2 SB146F
No.1 Main Feed 6.6 bar
Feed Water Pump Water Pump To Distilled Water Line Set at TT
For Warming
Turbine Turbine SB205F 6.6 bar
PI PI PI From Boiler TIAL
From Distilled Control System MM100
Auxiliary SB148F
MC Water Tank
PP043 Feed Water (For Emergency)
Pump To Clean
PI PI SIAH
PI (55 m3/h x 85 bar) Drain Tank MM015
Control Air
To Clean
SB222F ZI Drain Tank
Cold Start Chemical Dosing FP038 SB132F
SD234F Feed Water Pump SB005F
SD235F SB009F SB008F Unit ZS
(8 m3/h x 23 bar) SB221F
Manifold ZS SB131F SB133F
DPI SB003F For Standby Turbine Feed To Clean Drain Tank SB147F ZI
SB002F SB014F FP039
ZS Water Pump Starting ZS SB130F
ZI ZI SB004F
FP045 FP044 DPI

From Condensate Water Pump

For Mechanical Seal Water Supply SB013F SB011F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 1 of 14

3.3.3 Boiler Operating Procedures
Preparation of the Starboard Boiler for Firing from Cold
To prepare the starboard boiler for operation from a cold condition, proceed in
accordance with the procedure listed below. When starting either boiler from
cold, it must be done from the local boiler gauge board in the engine room and
the fuel system configured to operate on diesel fuel oil.
a) All of the internal parts of the boiler and tubing should be
free of debris, clean of oil and combustible materials and the
refractory checked to be in good condition.
b) The furnace gas passages and air passageways should be clear.
c) Check the dampers for operation and indication.
d) Close the drain valves of the level gauges.
e) Check the operation of the safety valves easing gear, ensuring
that the gags have been removed.
f) Check that the drum manholes and header hand holes are
properly closed. All casings are to be secured in position.
g) Check that the boiler access doors, air duct and gas duct access
doors and header casing doors are properly closed.
h) Open the superheater and desuperheater drains, BV309 (x6),
BV316 (x2), BV319 (x2), BV306, BV323, BV304A, BV304B
and SS099F.
i) Check that all water wall header drains and blowdown valves
are shut.
j) Open the superheater vent valves BV305 and BV311 and the
temperature control desuperheater isolating valves BV313,
BV314 and BV317.
k) Open the drum vent valves BV212 (x2) if not already open.
l) Check that all the level gauge and instrumentation root valves
are open and that their drains are closed.
Ensure that the boiler operation console in the ECR is switched to LOCAL
control at the BOP and that the local boiler gauge board has control.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Filling the Boiler and Establishing the Correct Water Level Note: It is unwise to rely upon the remote water level gauging at this stage. It
can take some time to stabilise after the boiler has been in use and the static
Initial filling of the boiler is achieved by pumping distilled water from the heads are established.
distilled water storage tanks using the cold start feed water pump or the
condensate drain pump. Prior to filling the boiler the feed treatment chemical d) Briefly open the water level gauge drain valves and ensure that
manufacturer’s recommended initial dose should be applied. This can be they are clear and that the level in the gauge reacts. This is to
injected using the bypass pot on the chemical injection system. prove that they are operating and not blocked.
a) Set up the valves as follows with due consideration for the
effects of water hammer and mechanical shocking. All feed Preparation of the Fuel Oil System and Initial Firing of the
valves are considered initially closed. It is assumed that the Boiler from a Cold Condition
distilled water tanks are full and supplying the distilled water
consumers through the filter, and that all system valves save To flash up the boiler on diesel fuel oil from a cold condition assuming that the
those mentioned below are closed: boiler has been filled with water, proceed as follows:
Position Description Valve a) Ensure that the control positions on the BMS are switched in
Closed Auxiliary feed pump suction valve SB008F accordance with the following:
Closed Auxiliary feed pump discharge to auxiliary SB149F • Boiler gauge board (BGB) - LOCAL
line • Feed water controller (FWC) - MANUAL
Open Cold start feed pump suction valve SB009F
• Automatic combustion controller (ACC) - AUTOMATIC
Open Cold start feed pump discharge valve SB050F
Open Feed pump suction valve from distilled water SB005F • Steam temperature control (STC) - MANUAL
tanks
b) With reference to section 2.6.3, Boiler Fuel Oil and Fuel Gas
Closed Feed pump suction line valve from distilled SB004F
Service Systems, set up the boiler fuel system with diesel oil
water tanks
as the fuel supplied at the burner header rail and press the fuel
Open Boiler auxiliary feed inlet valve BV105 mode ‘FO’ pushbutton on the BNP. Confirm that the fuel oil
Closed Direct main feed valve BV207 pressure is approximately 28 bar at the fuel oil pump outlet.
Open Direct feed inlet valve BV106
c) Set up the compressed air system and valves to supply atomising
Open Drum inlet valve BV104-1
air to the burners. The atomising air pressure is maintained at
Closed Economiser outlet valve BV104-2
3-8 bar.
b) Start the cold start feed pump and fill the boiler through this
d) Confirm that no boiler fault condition exists on the BGB.
system. During this operation, open valves BV207 and BV103
and throttle BV106 to prime the economiser and vent all of the
e) During the cold start procedure, it will be possible to maintain
air from the economiser and feed water lines. Open then close
the water level in the boiler initially using the cold start feed
the vents (BV109 (x2) and BV110 (x2) when all of the air has
water pump. Should the cold start feed pump prove insufficient
been expelled and water issues from them. Once full, open
to meet demand whilst the steam pressure is still too low to start
BV106 fully and close BV207. Leave BV103 open.
a turbine feed pump, the auxiliary feed pump may be used by
isolating the cold start feed pump then opening valves SB008F
c) Fill the boiler until the water level shows approximately 100
and SB149F and starting/stopping the auxiliary feed pump as
mm above the bottom in the gauge glass. Stop the pump and
required. This should be avoided if possible and the cold start
close the discharge valve SB050F; this is to allow room for
feed pump used until a turbine feed pump is available. Whilst
expansion during the first firing and steam raising phase.
operating on the cold start feed pump, prepare the main and
auxiliary feed systems for operation including the auxiliary feed
pump. Line up the valves as follows:
IMO Number: 9321770 Section 3.3.3 - Page 2 of 14
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.3b Boiler Pressure Raising Graph
Starting Up Curve (with Continuous Fire)
Type UME 65/52 Main Boiler

280
260 80.0
240 70.0
Drum Press
220 60.0
200 50.0
180 Boiler Water Temp 40.0

Boiler Water 160 30.0

Temperature (°C) 140 20.0
120 10.0
100 0
80
60
40
20
0
0 1 2 3 4 5 6 7

About 3 Hours About 2 Hours About 2 Hours

1 Normal Atomizer L808S 1 Normal Atomizer L808S 1 Normal Atomizer

(Air Atomizing) (Air Atomizing) L808S
(Steam Atomizing)
Burner and Fuel 2 Diesel Oil 2 Diesel Oil 2 Heavy Oil

3 Continuous Fire 3 Continuous Fire 3 Continuous Fire

4 Fuel Oil Consumption 4 Fuel Oil Consumption 4 Fuel Oil

About 160 kg/h About 200 kg/h Consumption
(Fuel Oil Pressure 2.2 bar) (Fuel Oil Pressure 2.7 bar) Depends on the
Hot Start Program

2.0 bar
2.5 bar

10.0 bar
12.0 bar

18.0 bar

30.0 bar

50.0 bar
59.0 bar
Drum Pressure Operation
Warm Up Turbine
Generator
Steam Consumption
Operation
Auxiliary Steam
and Feed Water Pump
Fully Open
Manual Start-Up Valves
(BV305/311) Close at Steam Pressure Over 15.0 bar
Fully Open Start-Up Piston Valve is Closed Automatically
by ACC
Start Up Piston Valve
(BV322)
Valve Handling
Fully Open Slightly Open the Drain Valve BV-323
SH and Desuperheated Drain Valve
(BV323, 309, 316, 319) To be Fully Closed After Drain Out
Fully Open
Steam Drum Air Vent Valve
(BV-212) Fully Closed

0 1 2 3 4 5 6 7 8
Operating Time (Hour)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 3 of 14
 Methane Nile Eagle Machinery Operating Manual
Position Description Valve g) Confirm that the fuel oil supply pumps are operating and that Note: It would be prudent, particularly where refractory repairs have taken
diesel oil is circulating in the boiler’s fuel header rail. The initial place, to pull the fire out after about five minutes. This allows the heat
Open Main feed pump suction valves SB003F, SB002F
start should be completed using a normal L808S burner tip with generated to even out and prevent thermal shocking by uneven expansion.
Open Main feed pump casing recirculating valves diesel oil and air atomising, as described previously in section
(x2) 2.6. The logic sequence will continue until the No.1 burner is on and the ‘fire’ lamp
Open Main and auxiliary feed pump recirculating SB147F, SB203F
is lit. During the firing sequence the watchkeeper should observe and check
valves SB201F, SB117F h) Reset the boiler and FO trips by pressing the RESET pushbutton that the following operations occur to allow for a successful boiler start:
SB118F on the BNP. Change the FO temperature bypass switch inside
Open Main feed recirculating controller valves SB130F, SB132F the BNP to the ON position. Change the pre-purge switch • The atomising steam/air valve opens
Closed Feed recirculating controller bypass SB133F inside the BGB to the ON (BYPASS) position during the pre- • The fuel oil emergency shut-off valve opens and the fuel oil
purge. The pre-purge switch should be moved back to NOR on control valve responds to the control setting
Open Feed pump suction line from the deaerator SB001F, SB011F
completion of the pre-purge sequence.
SB013F • The forced draught fan vanes regulate automatically in
Closed Filter bypass valve SB014F i) With the burner operation mode in MANUAL, press the BNR accordance with the ACC output
No.1 ON pushbutton. Once the sequence is started, the FD • The burner igniter is activated and energised
Note: If the auxiliary feed pump is used for a prolonged period and the fan inlet vane will open fully and all the burner registers will
suction is from the distilled tank, the recirculating valve back to the distilled • The fuel oil piston valve opens
open. The system will check if there is sufficient air flow being
tank SB205F will need to be open and the deaerator valve SB203F closed. supplied to the furnace by confirming that the air flow controller • The flame eyes register that a flame has been established in the
has a process value over 50% of its range, otherwise an alarm furnace
Position Description Valve will be activated after three minutes. When the burner registers • No.1 burner air register opens
Open Main and auxiliary feed pump discharge to SB128F open the limit switches and sufficient air supply is detected,
auxiliary feed line SB124F a 60 second furnace purge timer will start. During the purge During firing from a cold condition, the fuel oil pressure is maintained at a
SB149F cycle, the furnace purge lamp will be lit. minimum pressure of 2.2 bar and the inlet vanes of the FD fan are automatically
Open Main and auxiliary feed pump discharge to SB129F regulated by the ACC. The air atomising pressure at the burner tip should be
j) After the furnace purge time has elapsed, the furnace purge maintained at a pressure equal to the fuel oil pressure plus 0.98 bar. The
main boiler feed line SB125F
lamp will extinguish. All of the burner registers will close, boiler water temperature will slowly increase over the next three hours from
SB150F
the FO emergency shut-off valve will be opened and the FO ambient temperature to approximately 130°C during which time the following
Open Main feed differential pressure control SB120F accumulator piston valve will close. procedure will need to be followed:
Closed Auxiliary feed differential pressure control SB121F
Open HP feed heater inlet and outlet valves SB143F k) The burner ignition sequence is now ready to start. The FD n) Check and closely monitor the level of water in the boiler. If
SB144F fan inlet vane and the FO control valve will go to the burner the level rises higher than normal, remove the excess from the
Open Level controller inlet BV102 ignition position set down by the ACC. The igniter will then be steam drum using the surface blow line.
simultaneously pushed down and energised. Once the ‘Igniter
When the cold start feed pump is unable to maintain the water level, with Down’ position is confirmed and the igniter current is high, n) Close the vent valves on the top of the steam drum when the
the cold start feed pump stopped, valve BV106 should be closed and valve the normal wind box differential pressure is confirmed as well pressure reaches 2 bar. The superheater and desuperheater
BV104-2 opened. The auxiliary feed pump can now be started to supply water (<19.8 mb and >3.7 mb). As long as the above conditions are header drains should remain open during the steam raising
through the main feed line, the level controls and the economiser. Adjustment confirmed, the fuel oil piston valves will open. process to remove any water. They can be throttled in on the
of the water level in the boiler can be achieved by manually adjusting the feed secondary valves as the pressure increases.
water controller. Valve SB146F can be opened to reduce the main feed line l) When an oil flame is detected within six seconds, the burner
pressure slightly if required during the initial stages. The main feed pumps register will open and the igniter will be de-energised and
retracted. If no flame is detected, the fuel oil piston valves and CAUTION
have been lined up on the main boiler feed line in readiness for when they are
the emergency shut-off valve will close and the igniter will be When controlling steam flow through any of the boiler and steam line
available. Shut the cold start feed pump down by closing valves SB009F and
de-energised and retracted as well. Finally, the forcing of the drains always use the secondary of the two valves, leaving the primary
SB050F. The auxiliary feed line can be left operational for the time being in
fuel oil control valve and the forced draught fan vane will be valve fully open. This is done to protect the primary valve from damage
case of problems with the main feed line.
reset and the fuel oil accumulator valve will open. The process due to cutting and erosion by the steam.
f) Start the boiler’s forced draught fan from the local control should be observed from the furnace top to ensure that there are
no leaks of fuel or air. o) At approximately 2.5 bar, close the superheater and
panels with the vanes closed.
desuperheater drain valves BV309 (x6), BV316 (x2), BV319
m) The No.1 burner lamp should now be illuminated. (x2) and throttle the drains from the superheater outlet manifold
BV323 and BV304B until they are slightly open.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 4 of 14
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.3c Basic Flow Diagram of Oil/Gas Burner Control

Pushbutton for Pushbutton for

Ship Stop
Boiler and FO BOC/BNP Control Position BOC/BNP
Condition
Trip Reset BGB/BNP BOC/IAS Local ECR BGB/BNP
RCS

Main Turbine Auto Backup at Main Pushbutton for Pushbutton for

Revolutions Low Low Turbine Revolutions No.1 Burner BOC/BNP Burner Operation Mode BOC/BNP
(for Ocean Going) Low Low Low On BGB/BNP Auto Manual BGB/BNP

Main Turbine
Boiler Furnace Manoeuvre ACC
Revolutions Low
Pre-Purge Zone Command
(Manoeuvring Zone)

Burner
Ignition Decrease

Increase
Key

On Delay Timer
Pushbutton for Flame Eye Pushbutton for Pushbutton for
Fuel Mode BOC/BNP No.2 Burner BOC/BNP No.3 Burner BOC/BNP
Catch Flame
F.G. Dual F.O BGB/BNP On Off BGB/BNP On Off BGB/BNP NOT Gate

OR Gate

AND Gate
No.1 Burner No.2 Burner No.3 Burner
Oil Firing Oil Firing Oil Firing

Located on Boiler Operation

BOC/BNP Console in ECR Burner
Operation Panel

2 Located on Boiler Gauge

Burners BGB/BNP Board on Engine Room
Firing Burner Operation Panel

Located on Boiler Operation

No.1 Burner No.2 Burner No.3 Burner BOC/IAS Console in Engine Control Room
Oil/Gas Firing Oil/Gas Firing Oil/Gas Firing Integrated Automation System

Manual Operation

Sequential Operation

No.1 Burner No.2 Burner No.3 Burner

Judging Condition
Gas Firing Gas Firing Gas Firing
(WO)

No.1 Burner No.2 Burner No.3 Burner

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 5 of 14

p) Continue raising steam using the continuous firing method
but continue to monitor the steam drum water level. Blow off
excess water if necessary.
q) At approximately 10 bar, open the main stop warming through
bypass valves BV303, BV318, BV321 and DS015F to supply
warming through steam to the superheated and desuperheated
steam lines. Start to warm the heavy fuel oil in the settling tanks
and prepare the fuel oil heaters for operation.
r) When the steam pressure has reached 12 bar, close the
superheater outlet master drain valve BV323 and valves
BV304A and BV304B. Slowly open the main stop valves to
the superheater and desuperheater steam systems for warming
through purposes. Bring the steam air heater into operation.
s) When sufficient steam is available to supply the fuel oil
heaters, change over the fuel oil supply from DO to HFO in
accordance with section 2.6.3. The fuel oil temperature should
be controlled to maintain a viscosity of 70 to 100 Redwood
No.1. When steady, switch the FO temperature bypass switch
inside the BNP to OFF.
t) Warm through the atomising steam system. When the system
is drained and ready for use, change over from atomising air to
atomising steam.
u) Close vent valves BV305 and BV311 on the superheater.
v) When the boiler steam pressure has reached approximately
18 bar which should be around 5 hours after commencing the
cold start procedure, start one of the steam driven boiler water
feed pumps on the main feed line and shut down the auxiliary
feed pump. Adjustment of the water level in the boiler can
be achieved by adjusting the feed water controller. When the
main feed system is stable and demonstrably under control, the
auxiliary feed line valve BV105 may be closed.
Note: The motor driven valve BV201 is normally set to AUTO to enable
it to close in the event of a high high water level in the boiler. Carefully
monitor the conditions as described above and adjust the vent and drains
accordingly.
w) The main and auxiliary steam lines should all be fully warmed
through. When the pressure has reached 29 bar the turbine
generator can be warmed through ready for use.
Issue: Final Draft - October 2007
Methane Nile Eagle
x) The water level in the boiler should now be adjusted and the
FWC controller switched from MANUAL to REMOTE. In the
ECR switch the FWC to AUTOMATIC operation so that the
BMS has control of the level of water in the boiler.
y) Warm through and drain the superheated steam lines to the
turbine generators. Prepare one of the turbine generators for
service as described in section 2.11.1. When the boiler pressure
reaches 49 bar start the turbine generator, synchronise and apply
load. Leave the diesel generator on load until the boiler has
stabilised on full automatic control.
z) Check that the start up piston valve BV322 on the burner
control have been closed by the ACC.
aa) The steam dump, fuel oil flow and the steam temperature control
(STC) are all to be switched to REMOTE operation. In the ECR
switch the STC to AUTOMATIC control. Double check that the
ACC and FWC are both still in AUTOMATIC mode.
bb) Continue raising steam until full pressure has been achieved.
During this process, monitor the condition of the smoke to
ensure that good combustion is achieved at all times particularly
when changing over from diesel to HFO and from air to steam
atomising.
CAUTION
Raising steam from a cold condition in this manner takes approximately
7 hours. Reducing this period to try and speed up the process could
result in damage to the boilers or main/auxiliary equipment by exposing
them to unnecessary thermal shock and water hammer.
The boiler safety valves should be carefully tested when the pressure is
approximately 3 - 4 bar below full pressure, by using the easing gear to lift
the disc well clear of the seat. A short strong blow of steam should be released
before letting the valve disc re-seat sharply.
Ensure that all systems previously in manual control have been placed to
AUTOMATIC, including the local control panel to the REMOTE position. All
safety overrides must be restored to normal and tested.
IMO Number: 9321770
Machinery Operating Manual
Procedure to Fire the Port Boiler when the Starboard Boiler is
in Operation
When one boiler is in use and the steam plant is operating normally, the second
boiler can only be fired on HFO and not diesel oil.
Preliminary Boiler Checks
a) All of the internal parts of the boiler and tubing should be
free of debris, clean of oil and combustible materials and the
refractory checked to be in good condition.
b) The furnace gas passages and air passageways should be clear.
c) Check the dampers for operation and indication.
d) Close the drain valves of the level gauges.
e) Check the operation of the safety valves easing gear, ensuring
that the gags have been removed.
f) Check that the drum manholes and header hand holes are
properly closed. All casings are to be secured in position.
g) Check that the boiler access doors, air duct and gas duct access
doors and header casing doors are properly closed.
h) Open the superheater and desuperheater drains, BV309 (x6),
BV316 (x2), BV319 (x2), BV306, BV323, BV304A, BV304B
and SS098F.
i) Check that all water wall header drains and blowdown valves
are shut.
j) Open the superheater vent valves BV305 and BV311 and the
temperature control desuperheater isolating valves BV313,
BV314 and BV317.
k) Open the drum vent valves BV212 (x2) if not already open.
l) Check that all the level gauge and instrumentation root valves
are open and that their drains are closed.
Section 3.3.3 - Page 6 of 14
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.3d Furnace Purge and Initial Firing on Fuel Oil

Igniter ABC in Automatic FO Emergency FG Emergency Atomising Air

FO Master Shut-Off Boiler and Fuel Oil Combustion Air Burner Registers IR Flame Eyes
Bypass Switch Mode or BMS in Shut-Off Valves Shut-Off Valve Valves or Steam
Piston Valve Open Trip Cause Nil OK Close Normal
Off Local Mode Close Close Valves Open

LOCAL BGB
BOC/BNP
BGB/BNP
FO Pressure at
Igniter Bypass Ignition > 10 Bar
NO

Igniter FO Control Valve FD Fan Inlet Vane YES

Bypass Switch Ignition Position Ignition Position
On
BOC/BNP
Pushbutton for BGB/BNP BGB BOC/BNP
From ACC IR(1) IR(2)
NO NO
No.1 Burner On Flame Eye Catch Flame Eye Catch
BGB/BNP
Flame Flame
BOC/BNP Igniter Bypass
YES YES
BGB/BNP
Burner On
All Burner All Burner
FD Fan Inlet Vane
Registers Atomising Steam
Full Open
Open Order Valves Open Order
BOC/BNP BOC/BNP
Portable Igniter Igniter BGB/BNP BGB/BNP
All Burner All Burner Charge Order Inserted
Air Flow IR F/E TBL Burner On
Registers Atomising Steam
> 50% FDF Range
Open Valves Open

BOC/BNP BOC/BNP Portable Igniter Igniter

Electrical Charge Electrical Charge
BGB/BNP BGB/BNP
On On
Air Register Atomising No.1 Burner Flame Eye Interlock No.1
Steam Valve FO Piston Valves to FO Emergency
Alarms to IAS Burner Register
Furnace Purge BOC/BNP and Register Shut-Off Valves
Approximatley Portable Igniter Igniter Open Order
18 Seconds Approximately 60 Seconds BGB/BNP Close Order Bypass Off
Heating Up Heating Up
Furnace Purge
Wind Box BOC/BNP No.1 Burner BOC/BNP Burner
Different Pressure No.1
BGB/BNP FO Piston Valves BGB/BNP FO Piston Valves Burner Register
Flame Eye Normal <20mb >3.5mb and Register Held Open
All Burner FDF Inlet Vane NO Ignite FO Valve Open
Interlock to FO Close By Flame Eye
Registers Reset Emergency
to ACC LOCAL/IB BOC/BNP
Close Order Shut-Off Valves YES
Signal Position By-Pass Ignite On BOC/BNP BGB/BNP
BGB/BNP BGB Air Register
Air Register
All Burner FO Emergency Igniter
Key Shut-Off Valves
Registers No.1 Burner No.1 Burner BOC/BNP Bypass Switch
Close BOC/BNP FO Piston Valves FO Piston Valves Close Order On
White Lamp On BGB/BNP
Green Lamp On Open Order Open
BGB/BNP Burner On
Furnace Purge BOC/BNP FO Emergency BOC/BNP
White Lamp Off
FO Accumulator FO Emergency Green Lamp Off Shut-Off Valves
BGB/BNP BGB/BNP
Piston Valve Shut-Off Piston Full Close
Close Order Valves Open Order Lamp Flicker FO Valve Burner Off
Red Lamp On
BOC/BNP Igniter Electrical
BGB/BNP Charge Off
FO Accumulator FO Emergency Red Lamp Off On Delay Timer NOT Gate
FO Shut Valve
Piston Valve Shut-Off Valves
Manual BOC/BNP
Close Full Open LOCAL/IB Located on Ignition Box Operation FD Fan Inlet Vane FO Accumulator
OR Gate Boiler Trip and FO Control Piston Valve BGB/BNP
BOC/BNP BOC/BNP BOC/BNP Located on Boiler Operation Valve Ignition Open Order Ignite
Sequential Position Reset
BGB/BNP BGB/BNP BGB/BNP BOC/BNP Console on ECR Boiler Igniter
Operation
Air Register FO Accumulator Valve FO Shut Valve Operation Panel Pull Off
AND Gate FO Accumulator
Burner Ignition Located on Boiler Gauge BGB/BNP Piston Valve
BGB/BNP Judging
Board on Engine Room Open
Possible Condition FO Accumulator Valve
Burner Operation Panel

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 7 of 14

Procedure to Fill the Port Boiler with Water
There are two main options available to fill the second boiler with water and
these are listed as follows:
1) Using the cold start feed water pump through the auxiliary feed
line with it taking its suction from the distilled water tanks.
2) Using the condensate system to fill through the 40 mm diameter
auxiliary feed water line through valve SB151F.
The preferred method is to fill the second boiler using the cold start feed pump.
This procedure is identical to the procedure described for filling the starboard
boiler and can be carried out independently with no effects whilst the main
feed is supplying the starboard boiler. A close watch should be kept on the
main feed system whilst the auxiliary feed system is unavailable/in use.
Procedure to Fill the Port Boiler from the Condensate System
This procedure is provided for reference only. The normal method of filling the
boiler would be to use the cold start feed pump.
Where one boiler is already in use and the plant is operating normally, the
condensate system will be running and no further preparation of it is needed.
It will be necessary to isolate the auxiliary feed water line from the feed
pumps and prior to filling the boiler, the feed water treatment manufacturer’s
recommended initial dose should be applied.
a) Set up the system valves as shown in the following table:
Position Description Valve
Closed Feed pump discharge valves to auxiliary line SB149F
SB050F
SB124F
SB128F
Open Boiler auxiliary feed inlet valve BV105
Closed Direct main feed valve BV207
Open Direct feed inlet valve BV106
Open Drum inlet valve BV104-1
Closed Economiser outlet valve BV104-2
b) Open the condensate drain pump discharge valve SB151F and
fill the boiler. Closely monitor the level in the deaerator during
this process and close SB151F immediately if the level falls too
far in the deaerator shell. During this operation, open valves
BV207 and BV103 and throttle valve BV106 to prime the
economiser and vent all of the air from the economiser and feed
water lines.
Issue: Final Draft - October 2007
Methane Nile Eagle
c) Open then close the vents BV109 (x2) and BV110 (x2) when all
of the air has been expelled and water issues from them. Once
full, open BV106 fully and close BV207. Leave BV103 open.
d) Fill the boiler until the water level shows approximately 100
mm above the bottom in the gauge glass. Close the filling valve
SB151F; this is to allow room for expansion during the first
firing and steam raising phase.
Note: It is unwise to rely upon the remote water level gauging at this stage. It
can take some time to stabilise after the boiler has been in use and the static
heads are established.
e) Briefly open the water level gauge drain valves and ensure that
they are clear and that the level in the gauge reacts. This is to
prove that they are operating and not blocked.
Preparation of the Fuel Oil System and Flashing up the Second
(Port) Boiler
To flash up the boiler on HFO from a cold condition assuming that the boiler
has already been filled with water, proceed as follows:
a) Ensure that the control positions on the BMS are switched in
accordance with the following:
• Boiler gauge board (BGB) - LOCAL
• Feed water controller (FWC) - MANUAL
• Automatic combustion controller (ACC) - AUTOMATIC
• Steam temperature control (STC) - MANUAL
b) With reference to section 2.6.3, Boiler Fuel Oil and Fuel Gas
Service Systems, recirculate the fuel oil until the oil viscosity
is approximately 80 seconds Redwood No.1 (approximately
90°C) at the burner rail. Warm through the atomising steam
system and when the system is drained and ready for use, set up
the valves to supply atomising steam to the burner.
c) Start the forced draught fan with the vanes closed from the local
control panel and ensure that the FO and FG emergency shut-off
valves are closed.
Note: It would be prudent, particularly where refractory repairs have taken
d) Confirm that no boiler fault condition exists on the BGB.
place, to pull the fire out after about five minutes. This allows the heat
generated to even out and prevent thermal shocking by uneven expansion.
e) Set the fuel mode of operation to FO.
IMO Number: 9321770
Machinery Operating Manual
f) With the burner operation mode in MANUAL, press the BNR
No.1 ON pushbutton. The furnace purge sequence will now go
through its automatic pre-programmed sequence in accordance
with the logic and timings shown in illustration 3.3.3d. Once the
sequence is started, the FD fan inlet vane will open fully and all
the burner registers will open. The system will check if there is
sufficient air flow being supplied to the furnace by confirming
that the air flow controller has a process value over 50% of its
range, otherwise an alarm will be activated after three minutes.
When the burner registers open the limit switches and sufficient
air supply is detected, a 60 second furnace purge timer will start.
During the purge cycle, the furnace purge lamp will be lit.
g) After the furnace purge time has elapsed, the furnace purge
lamp will extinguish. All of the burner registers will close,
the FO emergency shut-off valve will be opened and the FO
accumulator piston valve will close.
h) The burner ignition sequence is now ready to start. The FD fan
inlet vane and the FO control valve will go to the burner ignition
position set down by the ACC. Atomising steam pressure will
be set to 4 bar. The igniter will then be simultaneously pushed
down and energised. Once the ‘Igniter Down’ position is
confirmed and the igniter current is high, the normal wind box
differential pressure is confirmed as well (<19.8 mb and >3.7
mb). As long as the above conditions are confirmed, the fuel oil
piston valves will open.
i) A fuel oil supply interlock is provided for the burner ignition
sequence and if the fuel oil pressure is not over 10 bar when
the fuel oil piston valves are opened, the start will be aborted
and an alarm activated. When an oil flame is detected within
six seconds, the burner register will open and the igniter will be
de-energised and retracted. If no flame is detected, the fuel oil
piston valves and the emergency shut-off valve will close and
the igniter will be de-energised and retracted as well. Finally,
the forcing of the fuel oil control valve and the forced draught
fan vane will be reset and the fuel oil accumulator valve will
open. The process should be observed from the furnace top to
ensure that there are no leaks of fuel or air.
j) The No.1 burner lamp should now be illuminated.
Section 3.3.3 - Page 8 of 14

k) Expansion of the boiler contents will cause the water level in the
steam drum to rise. Check and closely monitor the level and if
the level rises higher than normal, remove the excess from the
steam drum using the surface blow line.
l) Close the vent valves on the top of the steam drum when the
pressure has reached 2 bar. The superheater and desuperheater
header drains should remain open during the steam raising
process to remove any water. They can be throttled in on the
secondary valves as the pressure increases.
m) Continue to raise the steam pressure and temperature in
accordance with the start up graph. Commence warming through
the superheat and desuperheat lines, draining as necessary. The
superheat and desuperheat main stops have warming through
valves fitted around them with drains located between the main
and primary stops.
n) When the cold start feed pump can no longer maintain the level,
with the cold start feed pump stopped, valve BV106 should be
closed and valve BV104-2 opened. Then change over the boiler
feed water supply to the main feed line by opening valve BV102.
Adjustment of the water level in the boiler can be achieved by
manually adjusting the feed water controller. Should the level
rise out of control, close valve BV102 immediately and try
again once the level has been returned to normal. Ensure that
the feed supply to the starboard boiler remains steady.
During the coupling operations of the desuperheated and superheated
steam systems, observe the combustion conditions on the other boiler.
o) Once the level is demonstrably under control and the system
The effect of the coupling is to reduce the load of the on-line boiler and,
is steady, close the auxiliary feed valve BV105. Continue to
its reaction should be checked as satisfactory.
control the feed to the boiler in manual mode via the feed water
controller (FWC).
Note: The two boilers should not be coupled until the superheat temperature
of the incoming boiler is within 50°C of the boiler already in use.
p) When the boiler pressure reaches approximately 50 bar, the
desuperheat primary and main stop valves can be opened,
assuming that warming through and draining has been
satisfactory. Close the warming through and drain valves.
q) The boiler safety valves should be carefully tested, when the
pressure is about 3 - 4 bar below full pressure, by using the
easing gear to lift the disc well clear of the seat. A short strong
blow of steam should be released before letting the valve disc
re-seat sharply.
Issue: Final Draft - October 2007
Methane Nile Eagle
r) As the boiler desuperheated steam pressure reaches the same
pressure as the output from the on line boiler, it will begin to
overcome the check valve and feed into the desuperheat steam
system. The superheat main stop is left closed and the superheat
vent left open at this time. This method is known as ‘floating the
boiler on line’.
s) Stabilise the boiler and the automatic controls and observe
the superheat temperature as it increases above the saturation
temperature. Once above saturation (or before), prepare to
bring the superheater steam on line by opening drains on the
superheater pipelines, the feed pumps, the turbine generators
and the main engine steam chest. This is a precaution should
any water still remain in the superheater or pipelines and is
carried into the system during coupling.
t) Slowly open the superheat main stop valve in small increments,
ensuring the superheat temperature does not drop below the
saturation temperature and start to bring the superheat steam
on line. Whilst the stop valve is being opened incrementally,
the superheat temperature will drop slightly with each opening
movement. The lifting of the valve will be accompanied by a
sharp temperature rise and no further drops when the valve is
incrementally opened. The valve can then be fully opened.
CAUTION
u) Once the superheated stop valve has been fully opened and the
boiler is supplying steam to the system, close all of the drain
and the superheat vent valves. Put some load on the incoming
boiler.
v) The water level in the boiler should now be switched
from MANUAL to REMOTE and in the ECR switched to
AUTOMATIC operation so that the BMS has control of the
level of the water in the boiler.
w) The boiler can be placed in automatic combustion mode by
pressing the AUTO pushbutton on the burner operation panel.
x) With the two boilers coupled and stabilised in automatic mode,
the control position can be switched to operation from the BOC
in the ECR. With the controls switched to automatic, the BMS
will control the boilers ensuring they meet the required load.
IMO Number: 9321770
Machinery Operating Manual
Automatic Burner Increase/Decrease
When the burner operating mode is switched to automatic, the command to
increase or decrease the number of burners in operation is issued from the
ACC system. The ACC will automatically start and stop the second and third
burners in FO or dual fuel mode except when manoeuvring. This mode is
not applicable in gas only firing of one or two gas burners. The system will
monitor the boiler demand via the output from the master pressure controller
and the FO pressure.
The priority for burner starting is predefined as:
• No.1 burner => No.2 burner => No.3 burner
The priority for stopping is predefined as:
• No.3 burner => No.2 burner => No.1 burner
In the manoeuvring condition, a minimum of two burners are kept in operation
at all times in either the FO or dual fuel modes of operation except during full
astern manoeuvring.
Individual burners can be shut off from the BNP console on either the BGB
or the BOC in the ECR. Each burner can be switched off in any sequence by
pressing the burner OFF pushbutton when in fuel oil mode. Pressing the button
will extinguish the flame by closing the fuel oil piston valve to the burner. This
is followed by the air register to the burner being closed and the burner gun
being purged.
The stopping of burners is always available and will terminate any start
attempt.
Fuel Mode Changeover
There are three different modes of fuel selection that can be used in the boiler
operation and these are:
• Fuel oil - only fuel oil burners on
• Dual fuel - both fuel gas and fuel oil burners on
• Fuel gas - only fuel gas burners on
The available sequence for changeover between the different fuels is as listed
below:
• Fuel oil => <=Dual fuel => <= Fuel gas
Section 3.3.3 - Page 9 of 14
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.3e Fuel Oil to Dual Fuel Changeover
Burner FO Firing Burner Fuel Gas Vent N2 Purge Piston Header N2 Master Fuel Gas
(Confirmed by FG Piston Valves Valve for Main Line Valve for Header Purge Order Valve Open No.1 Burner
Flame Eye) Close Close Close FG Piston Valves
Open Order
BOC/BNP
BGB/BNP
Burner ON
No.1 Burner No.2 Burner FG Pressure
FG Shut-Off Valves FO Firing Over Preset
Open
From ACC
Pushbutton for BOC/BNP BOC/BNP
FG Emergency BGB/BNP BGB/BNP
Shut Valve Open No.1 FG Valve

FG Pressure
FG Emergency Fuel Gas Vent
Over Preset
Shut-Off Valve Valve for Header No.2 Burner
Open Order Close Order FG Shut-Off Valves
Open Order

Burner Burner Fuel Gas FG Emergency Fuel Gas Vent Burner N2 Burner Operation
FO Firing Shut-Off Valves Shut-Off Valve Valve for Header Purge Finish Mode Auto No.2 Burner
Close Open Close No.3 Burner
FG Shut-Off Valves FO Firing
Open Key
BOC/BNP BOC/BNP BOC/BNP
BGB/BNP BGB/BNP BGB/BNP BOC/BNP
Open Header N2 Vent Valve Burner Operation BGB/BNP Green Lamp 'On'
BOC/BNP Mode Automatic No.2 FG Valve
BGB/BNP White Lamp 'On'
FG Shut Valve
Lamp Flicker

No.3 Burner
FG Shut-Off Valves AND Gate
BOC/BNP Open Order
Pushbutton for
Fuel Mode BGB/BNP
Dual
On Delay Timer
BOC/BNP No.3 Burner
FG Shut-Off Valves
BGB/BNP
Open
Fuel Mode Dual
NOT Gate
FG Pressure FO Pressure FG Control Valve BOC/BNP
Increase Order to Increase Order to Ignition Position
ACC ACC Order to ACC BGB/BNP Located on Boiler Operation
No.3 FG Valve BOC/BNP Console on ECR Boiler
Operation Panel

FO Pressure Located on Boiler Gauge

FG Control Valve
Over Preset BGB/BNP Board on Engine Room
Ignition Position Release FO
Valve Burner Operation Panel
From ACC BOC/BNP Control Valve

BGB/BNP Manual
FG Control Valve Ignition Position BOC/BNP Operation
BGB/BNP
Fuel Mode Dual Sequential
BOC/BNP Operation
FG Flow
to be Regulated BGB/BNP
by ACC Fuel Mode FO

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 10 of 14

Fuel Oil => Dual Fuel
To switch from fuel oil to dual fuel proceed as shown in illustration 3.3.3e and
as per the following:
Note: To change fuel modes the burner must be on FO firing and the presence
of a flame confirmed by the flame eye.
a) With the burner operation mode switched to AUTOMATIC,
press the OPEN pushbutton on the BNP for the fuel gas
emergency shut valve. This will open the valve and close the
nitrogen header vent valve.
b) Press the button for DUAL FUEL on the fuel mode section of
the BNP. The ACC will open the fuel gas piston valve for No.1
burner while keeping burners No.2 and 3 on fuel oil. When the
system registers that No.1 fuel gas valve is open and a flame
confirmed, No.2 burner fuel gas piston valve will open while
keeping No.3 burner on fuel oil. Likewise, when the No.2
fuel gas valve position is registered as being open and a flame
confirmed, the No.3 fuel gas piston valve will open.
Fuel gas ignition should take place with a minimum quantity setting for the
fuel gas, to reduce the shock of the ignition of the fuel gas flame. Once ignition
is confirmed, the quantity of fuel gas can be increased with the corresponding
fuel oil setting being reduced. Should the fuel gas ignition fail, the header must
ne re-purged with nitrogen prior to any reignition attempt.
The boiler will now be operating in dual fuel mode with the fuel oil and fuel
gas pressures being automatically regulated by the ACC. The number of
burners in operation will also be regulated by the ACC and will depend on the
boiler load as described previously.
Switching from dual fuel back to fuel oil is achieved by pressing the FO
pushbutton on the fuel mode section of the BNP. When this is done, the No.3,
No.2 and No.1 fuel gas piston valves close in sequential order with the No.2
and No.1 burners remaining on dual fuel until the No.3 burner fuel gas valve
is registered as being closed. Similarly the No.1 burner remains on dual fuel
until the No.2 fuel gas valve is known to be closed.
When all three valves are closed, the fuel gas emergency shut off valve,
BV420, receives a ‘close’ order. When closed the nitrogen header vent valve,
BV427, is opened and the fuel gas header is vented with nitrogen. The venting
process is described more fully later in this section.
Issue: Final Draft - October 2007
Methane Nile Eagle
Dual Fuel => Fuel Gas
To switch from dual fuel to fuel gas operation, proceed as shown in illustration
3.3.3f and as per the following:
Note: To change over fuel modes from dual fuel to fuel gas, all three burners
must be in use and operating in dual fuel mode. Switching from fuel oil
directly to fuel gas is not possible.
Before changing the boilers over to fuel gas operation, the LD compressor
must be started to ensure the supply of sufficient gas to the boiler.
a) With the burner operation mode switched to AUTOMATIC,
press the FG pushbutton on the BNP. This will cause the No.3,
No.2 and No.1 fuel oil piston valves to close in sequence with
a small delay between each valve closing while the system
monitors that a steady flame has been maintained.
When the burners are operating on fuel gas, the fuel oil emergency shut-off
valve will be closed by the BMS and the HFO recirculated. The fuel remaining
in the burner gun will be purged with steam and cooling steam supplied to the
burner for cooling purposes. The atomising steam used for HFO operation will
be shut off.
Switching from fuel gas back to dual fuel operation is achieved by pressing
the DUAL pushbutton on the fuel mode section of the BNP. This causes the
fuel oil emergency shut-off valves to open, the cooling steam to the burner to
be stopped and the atomising steam to be introduced. If the fuel gas pressure is
below a set value, the pressure will be increased before allowing the transition
to proceed. This is done automatically from the ACC. The No.1 fuel oil piston
valve then opens and the fuel pressure is set to the ignition pressure by the
ACC. The fuel oil pressure is then increased over a set value and when the
presence of a flame is confirmed, the No.2 burner piston fuel valve opens. The
logic sequence is repeated for the No.2 burner until the No.3 burner piston
fuel valve is opened. After all of the burners have been switched to dual fuel
operation, the control of the fuel oil pressures and the burner control is returned
to the ACC.
During operations on fuel gas, the burners can only be decreased from
three burners down to two either manually from the BNP or automatically
through the BMS. No further reduction will be permitted. If this is done, the
No.3 burner fuel gas valve is closed and the burner gas line is purged with
nitrogen. If an increase order from the ACC is issued to increase the number
of burners from two to three while operating on fuel gas, the fuel mode will
change automatically back to dual fuel and the number of burners will then be
increased. If the above sequence takes approximately less than twenty minutes,
the fuel mode will be changed from Dual to Fuel Gas mode automatically.
IMO Number: 9321770
Machinery Operating Manual
Fuel Oil Auto Back-up
Fuel oil automatic back up and fuel oil boost controls are performed when the
boiler is operating in fuel gas mode. If a stop command is given to the LD
compressors or in the event that they trip, the fuel system will be automatically
switched to dual fuel mode by the BMS.
The BMS will also switch the fuel system to dual fuel if the vessel operates in
the manoeuvring zone.
Nitrogen Purging of Gas Supply Lines
The gas supply lines can be purged from either the BOC in the ECR or locally
at the burner operation panel. The following sequences are available:
• Purge main line
• Purge No.1 boiler gas header
• Purge No.2 boiler gas header
• Purge No.1 boiler gas burners (No.1, 2 and 3)
• Purge No.2 boiler gas burners (No.1, 2 and 3)
Main Gas Line Nitrogen Purging
This process involves purging the line from the master fuel gas valve outlet to
each of the fuel gas emergency shut-off valve inlets with nitrogen. The main
line nitrogen purging can be started when the following conditions apply:
• No gas burners are in operation on either boiler
• The master fuel gas supply valve is closed
• Both fuel gas emergency shut-off valves are closed
• Boiler header nitrogen purge valves are closed
• Burner nitrogen purge valves are closed
• N2 gas main valve open and line pressure > 1 bar
The system will open the main line vent valves and then open the main line
nitrogen purge valve.
After the purging time has elapsed the nitrogen purge valves will close again,
while the header vent valves will be opened. The main line vent valve will
remain open.
This sequence will be performed automatically when the master fuel gas
valve is closed, but can also be manually performed from the ‘main line N2’
pushbutton on the BNP from either the BGB or ECR positions.
Section 3.3.3 - Page 11 of 14
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.3f Dual Fuel to Fuel Gas Changeover

Bnr. No.1 and

FO Trip Burner FG Pressure UV Flame Eye Manoeuvre Burner Operation LD Compressor
(Bnr. No.2 or No.3)
Duel Firing Over Preset Value Catch Flame Zone Mode Auto Run
Firing in Dual
BOC/BNP
BOC/BNP
BGB/BNP Key
BGB/BNP Burner Operation Mode Auto
Fuel Mode Duel From Dual Burner From Fuel Select Change From Fuel Gas Burner White Lamp 'On'
Pulse Increase/Decrease Between Fuel Gas Firing Decrease Operation and FO
Pulse Operation and Dual Firing Condition Boost Up Control System
BOC/BNP White Lamp 'Off'
Pushbutton for
BGB/BNP
Fuel Mode FG
Lamp Flicker

No.3 Burner FO BOC/BNP AND Gate

Piston Valves BGB/BNP
Close Order Fuel Mode FG
OR Gate
No.3 Burner FO
Piston Valves
Close On Delay Timer

No.2 Burner FO BOC/BNP NOT Gate

Piston Valves No.1 Burner No.2 Burner No.3 Burner
BGB/BNP
Close Order FG Firing FG Firing FG Firing
No.3 FO Valve Located on Boiler Operation
BOC/BNP Console on ECR Boiler
Operation Panel
No.2 Burner FO Located on Boiler Gauge
Piston Valves BGB/BNP Board on Engine Room
Close Burner Operation Panel

Manual Operation
No.1 Burner FO BOC/BNP
Piston Valves No.1 FO Burner No.2 FO Burner No.3 FO Burner
BGB/BNP
Close Order Purge Order Purge Order Purge Order
No.2 FO Valve
Sequential Operation

No.1 Burner FO BOC/BNP

Piston Valves Judging Condition
BGB/BNP
Close
No.1 FO Valve

FO Emergency No.1 Burner No.1 Burner No.2 Burner No.2 Burner No.3 Burner No.3 Burner
Shut-Off Valves Purge Steam Valve Atomise Steam Purge Steam Valve Atomise Steam Purge Steam Valve Atomise Steam
Close Order BOC/BNP Open Order Valve Close Order Open Order Valve Close Order Open Order Valve Close Order
BGB/BNP
FO Shut Valve
FO Emergency No.1 Burner No.1 Burner No.2 Burner No.2 Burner No.3 Burner No.3 Burner
BOC/BNP Purge Steam Valve Atomise Steam Purge Steam Valve Atomise Steam Purge Steam Valve Atomise Steam
Shut-Off Valves
Close BGB/BNP Open Valve Close Open Valve Close Open Valve Close
Fuel Mode FG
To ACC

FO Control Valve BOC/BNP BOC/BNP BOC/BNP BOC/BNP BOC/BNP BOC/BNP BOC/BNP

Circulation BGB/BNP BGB/BNP BGB/BNP BGB/BNP BGB/BNP BGB/BNP BGB/BNP
Position Fuel Mode Dual No.1 Purge Steam Valve No.1 Atomising Steam Valve No.2 Purge Steam Valve No.2 Atomising Steam Valve No.3 Purge Steam Valve No.3 Atomising Steam Valve

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 12 of 14

Gas Header Nitrogen Purging
This process involves purging the line from each boiler fuel gas emergency shut-
off valve outlet to each burner fuel gas shut-off valve inlet with nitrogen.
The gas header nitrogen purging can be started when the following conditions
apply:
• No gas burners are in operation on that boiler
• The boiler fuel gas emergency shut-off valve is closed
• The main line nitrogen purge valves are closed
• Burner nitrogen purge valves are closed
• N2 gas main valve open and line pressure > 1 bar
The system will fully open the following valves:
• Gas control valve
• Boiler header nitrogen vent valve
• Boiler header nitrogen purge valve
After the purging time has elapsed the nitrogen purge valve will close again
and reset the gas control valve. The boiler header nitrogen vent valve will
remain open. A status indication HEADER PURGED will be set after the
successful sequence is completed. This status will be reset when the boiler
fuel gas emergency shut-off valve closed indication disappears.
This sequence will be performed automatically when the fuel gas emergency
shut-off valve is closed, but can also be manually started from a pushbutton
on the BNP by activating the HDR/BNR N2 PURGE pushbutton (when in
command mode).
Gas Burner Nitrogen Purging
This process involves purging the line from each burner fuel gas shut-off valve
outlet to each gas burner with nitrogen.
The gas burner nitrogen purging can be started when the following conditions
apply:
• At least one burner is firing in that boiler
• The main line nitrogen purge valve is closed
• The header nitrogen purge valve is closed
• N2 gas main valve open and line pressure > 1 bar
This sequence will be performed automatically as part of the gas burner stop
sequence. When the fuel gas shut-off valve is closed and there is at least one
flame in the furnace or sufficient airflow through the furnace after purging, the
burner N2 purge valve is opened.
Issue: Final Draft - October 2007
Methane Nile Eagle
After the purge time has elapsed, the burner N2 purge valve and the fuel gas
shut-off valve at the burner will close again and a ‘BURNER X PURGED’
status indication will be set. This is reset when the burner fuel gas shut-off
valve’s indication is deactivated.
Note: If an open contact is detected for the master fuel gas valve, the main
line nitrogen valves are automatically closed.
Main Boiler Safety System
An independent trip system has been provided on each of the boilers using a
24 V DC electrical supply. The system operates two emergency fuel shut-off
valves of which one is for the fuel oil and the other for the fuel gas. In the event
of a power failure to either of the boilers these valves automatically go to the
closed position. Once closed the valves remain closed and the system sends an
alarm signal to the burner operation panels at the BGB and in the ECR. To reset
the trip condition, the shut-off valves must be reset with the remote/manual
reset buttons from the BNP after the fault condition has been corrected. The
fuel oil trip is a three port valve that allows the hot fuel oil to be recirculated.
The boiler safety system also includes trips for the conditions listed in the
table below. In each case the fuel shut-off valves for the fuel oil and/or fuel
gas are de-energised to cut off the fuel supply to the boiler. At the same time,
the alarm for the corresponding boiler is issued and the cause of the trip is
indicated on the BNP. The fuel valves remain shut until the reset button is
pressed after the fault has been rectified except in the event of a flame failure,
when the reset may be performed during the flame failure condition, but only
after pre-purging.
Boiler Trips
• Flame failure at all of the burners
• Very low water level in the steam drum
• Forced draught fan stopped
• Boiler manual trip
• Trip circuit power source failure
• Low control air pressure
• BMS CPU failure
• Blackout
IMO Number: 9321770
Machinery Operating Manual
Fuel Oil Trips
• Low low fuel oil header pressure (fuel oil and dual fuel
modes)
• Low low fuel oil header temperature
• Low low atomising steam pressure
• DO/atomising conditions abnormal
Fuel Gas Trips
• Low low differential pressure between the fuel gas header and
the furnace
• Fuel gas header vent valve open
• Boiler gas manual trip
Taking One Boiler Out of Service
Assuming that one boiler is to remain in service to supply the needs of the
ship, the second boiler can be shut down in accordance with the following
procedure:
a) Operate the sootblowers in accordance with the procedure
detailed in section 3.3.4.
b) Ensure that the boiler to be taken off line is operating on fuel oil
mode. If both boilers and the steam plant are to be shut down
it will be necessary to change from heavy fuel oil to diesel oil
before stopping the boiler.
Note: Should one boiler trip whilst the main turbine is operating, an auto
slowdown of the main turbine will be initiated. This slowdown should be
overridden and the main turbine load reduced to less than 40% MCR.
c) Reduce the boiler load gradually using the Boiler Load Ratio
setting buttons. Gradually reduce the number of burners in
operation to one.
d) Confirm the control stability of the other boiler and with the
Burner Operating Mode switched to MANUAL, stop the final
burner by pressing the burner OFF button on the BNP. This will
close the fuel oil burner piston valves and the burner air register.
A steam purge of the FO burner will be performed and the FO
emergency shut-off valve will close.
Section 3.3.3 - Page 13 of 14
 Methane Nile Eagle Machinery Operating Manual
e) When the burner flame out is registered, the boiler will go into Control and Alarm Settings
a post purge cycle. The FDF inlet vanes will go to full open and
the burner air registers will be given an open order. The furnace Setting Description
will purge for 60 seconds before the FDF vanes are reset and
+140 mm Boiler water level high alarm (IAS)
the burner registers closed. The furnace purge lamp will be lit
during this cycle then will go out when the cycle is complete. +180 mm Boiler water level high (motorised inlet valve closed)
+160 mm Boiler water level high (main turbine auto slowdown)
f) Close the main steam stop valve. +150 mm Boiler water level high (main turbine program interlock)
+200 mm Boiler water level high (main turbine trip)
g) Open the superheater vent valve and the superheater drain -150 mm Boiler water level low alarm (IAS)
valves a quarter of a turn.
-170 mm Boiler water level low (main turbine auto slowdown)
h) Change the automatic combustion control system to LOCAL -200 mm Boiler water level low low (boiler trip)
operation.

i) Close the fuel oil valves BV401 (x3), the atomising steam
valves BV410 (x3) and the FO and atomising cut-off cocks.

j) Remove the burner.

k) Stop the forced draught fan after a while and isolate the steam
supply to the air heater.

l) Maintain the normal water level, which will drop as the boiler
cools down.

m) When the boiler pressure drops to about 10 bar fully open the
superheater drain valves and desuperheater drain valves.

n) Open the drum vent at approximately 1.5 bar.

CAUTION
To avoid uneven expansion and damage to the pressure parts and
refractory, do not open the furnace access door until the furnace cools.
Do not cool the boiler by blowing down and filling with cold feed water.

o) Allow a minimum of four hours to cool down a boiler. Regular

checks of the casing and flues should be made to ensure that no
fires have developed within the boiler. Check the furnace using
the peepholes provided. Observe the funnel from outside to
ensure that no smoke, indicating fire, is being emitted. Monitor
the uptake temperatures and the O2 content. Observe the
superheater outlet temperature. This should be dropping rapidly
down to saturation temperature. Failure to drop to saturation
temperature could indicate a fire somewhere, giving the steam
a degree of superheat.

p) Close all the main and auxiliary feed valves.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.3 - Page 14 of 14
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.4a Sootblower Flow Chart
No.1 M/B No.2 M/B

PB START

(Local, IAS)

No.1 M/B Ln, Rn

ON SBR7
PB (2nd Time) To (1)
RUN
OFF

(Local, IAS)

Warming
Timer Ln Ln
MV DV SB Rn SB Rn MV DV
RUNNING FINISHED N+1 FINISHED
OPEN CLOSED Ln CLOSED OPEN
No.1 M/B SB Rn
WAITING
ON
PB
RUN To (2)
OFF
L1
Operation Position A L2 WARMING
(Local, IAS)
R1
LOCAL PB SBn
(Ln,Rn)
R2 FIELD RUN
CDS IAS
(Local Only)

FIELD START
No.2 M/B Ln, Rn
(Local Only)
ON SBR7
PB (2nd Time)
RUN
OFF

(Local, IAS)

From (1)
Warming
Timer Ln Ln MV DV
SB Rn SB Rn
MV DV N+1 FINISHED
From (2)
RUNNING FINISHED CLOSED OPEN
Ln
OPEN CLOSED SB Rn

No.2 M/B

ON L1
PB L2
RUN
OFF R1

(Local, IAS) R2

From (2)

Same as Local Operation

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.4 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
3.3.4 sootblowers CONTROL SYSTEM Boiler Full Sequence Any of the alarms will cause the sootblower concerned to register ‘Abnormal’
The full sequence comprises automatic operation of the blowers in the order and, if in the automatic sequence, will be bypassed and the sequence will
L1, L2, R1, R2, R3, R4, R5, R6, R7, R1, R2, R3, R4, R5, R6 and R7. continue with the remaining sootblowers.
Introduction

Each of the boilers is fitted with nine sootblowers comprising two long stroke
retractable units and seven stationary rotary units. The sootblowers are of the
electric motor driven, steam jet, automatic sequential control type, and are
positioned as follows:
Location No. Per Type
Boiler
Superheater Two Long retractable type IK-4M
(L1 and L2)
Boiler bank tubes Two Stationary rotary type G9B
(R1 and R2)
Economiser Five Stationary rotary type G9B
(R3, R4, R5, R6 and R7)
The normal recommended practice is to clean the boiler in the direction of the
gas flow. The units near the furnace operate first followed by the superheater
and economiser units.
All of the sootblowers are driven by electric motors and use desuperheated
steam regulated at 16 bar through pressure control valve DS010F. The response
of the control valve is designed to be sufficient to prevent the safety valve from
lifting during sudden load change such as when the blowers change over as
they progress through their sequential programme. The pressure relief valve on
the sootblower supply line is set at 21 bar.
Each boiler is fitted with an automated drain valve for warming through and
also a constantly open steam drain trap to ensure that the steam line remains
clear of water.
Control of the boiler sootblowers is carried out and the sequence observed
using the IAS from the graphic screen MBC Sootblow or at the main
sootblower panel.
All the sootblowers are fitted with a local start button for use in the local mode
of operation. In addition, the long stroke blowers are fitted with an emergency
retract button for use in any operating mode. All the blowers have a stop
position switch and the long blowers have a reversing switch. These are fitted
for control purposes within the IAS. Motor running, direction and overload
conditions are fed back to the IAS for indication, control and alarm purposes.
The sootblowers can also be operated in the local mode, at the boiler, in any Warming Through Sequence
desired order.
When operating the blowers, either in automatic or in manual/local mode,
Failure or an abnormal condition on a sootblower during an automated the steam pipelines must be warmed through before starting the sootblowing
sequence will result in that sootblower being bypassed. The sequence will sequence. This comprises of the automated steam supply valve being opened
continue with the next programmed sootblower but an alarm will be sounded fully and then the automated drain valves being opened for the programmed
for each sootblower that is bypassed. time. On completion of this sequence, the drain valves will shut and the
automated sootblowing sequence will begin or, if in local mode, the operator
Alarms and Interlocks can commence manual operation.
Upon completion of the sequence, the master steam valve closes and the port
The following interlocks are fitted within the system:
and starboard drain valves open.
• Overload - relay fitted in the local panel
• Steam pressure low Operation of the Sootblowers
• No retract
It is recommended that the sootblowers should be operated twice per day when
• PLC abnormal
operating on fuel oil, once per day when operating on dual fuel and once per
• Overtime day when operating on fuel gas only.
Either of the above conditions will cause all of the long stroke sootblowers to The sootblowing timing when operating on fuel gas may be reviewed
retract and the system to shut down. The steam valve will not close until all the depending on the boiler condition and adjusted accordingly.
long stroke sootblowers are in the retracted position. Any rotary sootblowers
will continue to turn until they reach their stop position.
Operation of any Automatic Sequence
The following alarms are also fitted: The sootblowing can be started, stopped or retracted locally at the sootblower
control panel or from the IAS operator panel. The commands are sent to the
• Long stroke sootblower time exceeded, due to:
sootblower control panel, where the sootblowing sequences are carried out and
Forward motor not running the feedback is fed to the IAS.
Reverse position switch time-out
A signal for an increase in air flow is sent to the ABC process stations and the
Retract motor not running O2 controller is inhibited.
Stop position time-out
• Long stroke sootblower motor overload
• Long stroke stop position abnormal
• Emergency retract pushbutton operated on the IAS
• Emergency retract pushbutton operated locally
• Rotary sootblower time exceeded/stop position time-out
• Rotary sootblower motor overload

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.4 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.4b Sootblower Steam System
To Sootblower Panel
Key For Automatic Start
Interlocking

Desuperheated
Steam
PIAL PS PI PI PS PIAL
BS040 BP040
Air

PIAL ST202F ST201F

Instrumentation BC024

PIAHL TIAH
BP014 MM260 E PIC Electrical Signal
Control Air P R-7 Sootblower R-7 Sootblower
IAS
PT
PT PI TT TI
DS004F
BV321
59.0/8.0 bar PRV
PI R-6 Sootblower R-6 Sootblower
BGB
BV320 DS014F To Auxiliary External
DS073F DS001F DS002F DS003F Desuperheater
DS
076F To Funnel Top R-5 Sootblower R-5 Sootblower To Funnel Top
To Atmospheric Drain Tank
DS075F
To Atmospheric Drain Tank
DS065F DS067F

To Atmospheric R-4 Sootblower R-4 Sootblower

DS068F
Drain Tank To High Pressure Exhaust Steam Make - Up Line
No.2 Main Boiler No.1 Main Boiler
To High Pressure Feed Water Heater
and Boiler Air Heaters Steam Supply R-3 Sootblower R-3 Sootblower
(During Low Load of Main Turbine)

E PIC
From Port Boiler Control Air P IAS
Internal Desuperheater To Funnel Top
59.0/16.0 bar PRV
PT PI
Set at Port Boiler Starboard Boiler
DS008F 18.0 bar To Atomising Steam
L-2 Sootblower L-2 Sootblower
System
DS005F DS006F DS007F From Boiler To Main Turbine R-2 Sootblower R-2 Sootblower
From Starboard Boiler Control Panel
To Atmospheric Warming Through Steam
Internal Desuperheater ST051F
Drain Tank Control E PIC
Air P IAS To Funnel L-1 Sootblower L-1 Sootblower
Top
DS012F 59.0/16.0 bar PRV R-1 Sootblower R-1 Sootblower
DS013F
PT PI
Set at
21.0 bar

DS009F BV331F DS010F DS011F

BV321 DS100F
DS ST210F ST212F
103F
Control ZS
ZI ZI
ZS Control
BV320 DS015F DS102F DS104F DS106F
Air LCP LCP Air
DS069F ST213F From
PI PT TT TI DS DS107F BV332 ST206F Sootblower ST205F BV332
072F To Atmospheric Drain Tank Control Panel
PIAHL TIAH DS071F
To Atmospheric Drain Tank BV333
BS014 MM261 BV333
To Main Dump External Desuperheaters
ST208F ST207F
To Atmospheric DS077F To Atmospheric Drain Tank
Drain Tank To Main Turbine Emergency Operation for Low Pressure Turbine

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.4 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Sootblowers’ Operating Procedure using the IAS Mimic To Bypass a Boiler or a Sootblower
Screen Before operating the start button on the IAS or local control panel, press the
RUN pushbutton on the local control panel for the boiler or sootblower to be
a) Open the manual sootblower steam supply valves DS009F and bypassed.
DS011F.
To Retract or Stop a Sootblower
b) Open the boiler sootblower steam isolating valves, ST201F for
the port boiler and ST202F for the starboard boiler. Either press the STOP/RETRACT pushbutton on the local control panel or on
the IAS screen mimic.
c) At the sootblower control panel, turn the COS1 switch to the
IAS position. The L1 and L2 sootblowers will retract and the R1 - R7 sootblowers will
stop after one cycle run. The sequence will then continue to operate the other
d) Ensure that there is electrical power on the sootblower control sootblowers.
panel.
The retractable sootblowers L1 and L2 can also be retracted manually by using
e) At the IAS mimic screen, use the cursor to press the START a handle. The motor overload relay will require resetting after a motor overload
button. alarm.

The sootblowing sequence will now start by warming and draining the steam
pipelines, followed by a sequence sootblowing operation of both boilers.

Sootblowers Operating Procedure using the Local Sootblower

Control Panel

a) Open the manual sootblower steam supply valves DS009F and

DS011F.

b) Open the boiler sootblower steam isolating valves, ST201F for

the port boiler and ST202F for the starboard boiler.

c) At the sootblower control panel, turn the COS1 switch to the

LOCAL position.

d) Ensure that there is electrical power on the sootblower control

panel.

e) Press the PB11 START button.

The sootblowing sequence will now start by warming and draining the steam
pipelines, followed by a sequence sootblowing operation of both boilers.

Note: If the COS1 switch is turned from the Local/IAS operation that is in
use at the time, the sootblowing operation will stop immediately.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.4 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
3.3.5 Steam Dump Control system

This system allows the boilers to burn the cargo gas, which would otherwise
be vented to atmosphere and the control system prevents any overpressure in
the boilers.

When the steam pressure reaches the set point, the steam dump valve BV324
will open allowing steam to dump via one of the two external desuperheaters
which operate in a split range configuration.

Each of the external desuperheaters has a condensate water spray system

controlled by the IAS, which receives its control signal from the boiler control
system. The IAS will also prevent the dump steam inlet temperature to the
main condenser rising above 120°C by operating the spray valve.

This system conserves the HFO on board and prevents the illegal venting of
the gas to atmosphere.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.5 - Page 1 of 1
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.3.6a Low Duty Compressor Control PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI Common A A
Vent 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B Trip
PALL PAL PI PI TAHH TAH TI
11 11 1A 2A 2A 2B 2B
PLLL T T L
T TLHH PLLL TLHH L A
A 12 8A A T T T L 15.5
15.10
9A 8C 10A
TLHH Heater 15.1 Common Ready to Start
T A A Alarm Motor
PLLL 2A A 12 Trip Power On
T 12 11 A 12 A
11 12
PSLL PSL L L EMS EMS
PSLL 8C 8C
A D PI 8A 15.6 15.1 15 15
5 PT
8 8B Emergency Power On Emergency Emergency External
FI
11 Stop Stop Stop Shutdown
PSLL PSL Demister
11 11 TE
PCV PI 8 TE TE L L L HS
11 11 A Gearbox 9A 9F TE TE 15.4 15.3 15.2
10A 10B 15.1
Nitrogen Seal Gas PCV Compressor Ready to Start Ready to Start Local/Remote
8 Remote
Running Compressor Auxiliary LO
Instrument Air F Pump
3
Surge Control by IAS A
FI
ZI PDI PDI FIC 11 Ready to Start
3A 1 1A/2A 1 Compressor
T
HSH
TI
Electric 8 15.2
PI PT PT TE TE
TI Motor COMPRESSOR
2 1 2 2A 2B 2 ROOM Start Remote Start
S Oil CA Compressor
LNG Process Filter Compressor
OC 15
Vapour Out FG 8 F Horn
8A HSL
7
15.2
FG Bulkhead
FY 8B Stop Remote Stop
PI
1 L Compressor Compressor
PDT
1 Main LO PDI PDI PDT
CV 7A 7B 7 15.9
ZSL ZSH 1 F Pump V 6A
1 6A Control
1 1
LNG Process System HS
Compressor OP
Vapour In 6A PSV PSV Abnormal 15.4 Compressor
6A 6B V A
FE 6B Lamp Running
1 Test
Key Inlet CV
Set DV 6B L
Air TI Guide V 6 15.8
YE 8 bar 6C
1 Vane 9 Fill
Nitrogen OP
V Locked Compressor
Compressor
DV 6B Oil Cooler 6F Motor
Desuperheated Steam TE
1 Auxiliary Open HS Motor Abnormal
ZSL YET Locked Abnormal
PCV
1 3 LSL 9 F Lubricating 15.5
Lubricating Oil/ 5 Open
3C 5C Oil Pump Horn
LNG Vapour ZE ZI
3 3 LG TCV Silence
PI 5 C
Fresh Water EM 6
P
TSH Lubricating 6 6 MOTOR Control System
5
Electrical Signal TI Start LO Stop LO Trouble
5A Oil Tank TI ROOM
TSL Pump Pump TI 6A
Instrumentation 5 6B PDI
PCV PI H HSH HSL 7A
3B DAC
Cargo Control Room 3 5 6 6 Auxiliary LO PI PI
L 6B 6A
HIC ZS HS F5 F5 Pump Motor HS PDAH
V
Local Instrument 3C 3 3 3
A B Failure 15.3 7A

Reset
Local Panel Instrument L/R
PCV PI
TCV EMLH Oil Pump
3A
5 6 Running
YLHH YI DV
T Trip Circuit HY 5
3 I/P 9

A Alarm Circuit A A A A T
12
12 11 11 Ready to
11 Start-Up Interlock
Start Auxiliary
LO Pump
LO Pump
ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH EMY
12 Start-Up Interlock
1 1 3 1 3 3 5 5 5 9 9 9 6 To/From Cargo
Machine
Machinery Fresh
Closed Open From Desuperheated Remote Remote Auxiliary LO Pump Ready to Start Auxiliary Auxiliary LO Pump
To Condensate System Water Cooling System
Remote Control Signal Steam System Start Stop Running LO Pump Overload

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.6 - Page 1 of 4
 Methane Nile Eagle
3.3.6 low Duty compressor The system is maintained by a pressure control valve where seal gas pressure
is always higher than the suction pressure (usually adjusted at 300 mb). To
avoid LNG vapour leaking to the atmosphere during standstill, a vent line
Introduction valve is fitted which leads to the LO sump and remains open at all times.
From the sump the nitrogen/gas mixture is directed to the demisters (one per
Two low duty (LD) compressors, also installed in the cargo machinery room, compressor) and vented to either No.4 LNG vent mast or the IBS vent mast.
are provided to compress the LNG vapour, produced by natural boil-off and There is an interlock to prevent the auxiliary LO pump starting in the event
forced vaporisation, to a sufficient pressure to be used in the boilers as fuel.
of the nitrogen seal being shut. The nitrogen supply and vent valves are never
closed.
The LD compressors are driven by electric motors, installed in an electric
motor room segregated from the compressor room by a gas tight bulkhead.
The shaft penetrates the bulkhead through a gas tight shaft seal. Lubricating Oil System
Lubricating oil in the system is stored in a vented 400 litres sump. An
Low Duty Compressors integrated steam immersion heater with thermostatic switch is fitted in the
sump to maintain a constant positive temperature of at least 40°C and avoid
Maker: Cryostar condensation when the compressors are stopped.
No. of sets: 2
Model: CM 300/45 Lubricating oil is supplied from the sump through separate suction strainer
screens and one of the two LO pumps. The discharge from the pumps is
Type: Centrifugal, single stage, variable speed with
adjustable guide vanes through check valves to a common LO supply line feeding the gearbox and
bearings. The main operational pump is driven by the high speed shaft gear.
Volume flow: 8000 Nm3/h (1000 Nm3/h minimum)
Upon failure of the driven pump, the standby electric motor driven auxiliary
Inlet pressure: 1.03 barA pump is energised immediately by a low pressure transmitter and a remote
Outlet pressure: 2.0 bar
alarm is initiated to indicate abnormal conditions. The standby electric motor
Inlet temperature: -120°C driven auxiliary pump is also used to start the compressors.
Discharge temperature: -80°C
The LO passes through a fresh water cooled oil cooler and a thermal
Shaft speed: 24,000/12,000 rpm
bypass temperature control valve, to maintain the LO inlet temperature at
Motor speed: 3580/1790 rpm
approximately 42°C.
Motor rated : 440 V, 280 kW
The oil supply to the bearings is fed via a 25 micron duplex filter with an
The compressors are operated locally or from the cargo control room. automatic continuous flow switch changeover valve. A pressure control valve
regulates the oil flow to the bearings. Excess oil is bypassed and discharged to
the sump. Pump relief valves act as back up and are set at 4 bar.
Note: The Kongsberg programme limits the low duty compressor inlet guide
vanes to 90° - 0°.
The LO system feeds the following:
• Journal bearing on both sides of the high speed shaft
Compressor Systems
• Journal bearing on the driven end of the low speed shaft
Seal Gas System
• Integral thrust and journal bearing on the non-driven end of
The seal gas system is provided to seal the compressor shaft opening from low speed shaft
the release of explosive LNG vapour. The carbon ring seal consists of two
chambers, with the first chamber on the impeller side allowing any leak-off • Sprayers for the gear wheels
gas to be drawn back to the suction side of the compressor, while the second
chamber is fed with dry nitrogen. Seal gas is nitrogen produced by the nitrogen
generator on board.
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
Surge Control System
An automatic surge control system is provided to ensure that the compressor
flow rate does not fall below the designed minimum. Below this rate, the gas
flow will not be stable and the compressor will be liable to surge, causing shaft
vibration which may result in damage to the compressor.
All the gas compressors are equipped with an automatic surge control system
which consists of:
• A flow transmitter
• A compressor differential pressure transmitter
• A ratio station
• An anti-surge controller
• A recirculating valve on the gas stream
On the basis of a preset ratio between the gas flow and compressor differential
pressure signals, the anti-surge controller produces a signal which modulates
the compressor bypass valve at low flow rates.
Inlet Guide Vanes
To achieve the required gas flow, the compressors have inlet guide vanes
fitted at the suction end. The vanes are operated by pneumatic actuators which
receive control signals from the flow controller.
Rotation of the vanes is possible through an indicated angle of +90° to 0°. The
position is indicated both locally and at the cargo control room.
Bulkhead Shaft Seals
Each compressor shaft is equipped with a forced LO bulkhead shaft seal,
preventing any combustible gas from entering the electric motor room. The
seals are supplied by Burgmann Co. and are described in the Cryostar technical
manual.
Capacity Control
Each LD compressor is fitted with an inlet guide vane and a two variable speed
electric motor to satisfy the capacity demands of the compressor. The capacity
controller operates on a split range. At low flow rates the Kongsberg capacity
controller adjusts the position of the inlet guide vane at a constant compressor
speed (12,000 rpm compressor speed and 1790 rpm motor speed at 30 Hz)
to meet the boiler demand. When the inlet guide vane reaches its maximum
flow rate and head position (0°) at 12,000 rpm, any increase in the demand
load from the boilers will result in the controller automatically increasing the
compressor speed by increasing the Hertz signal to the motor.
Section 3.3.6 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
During the high flow rate demands (above 2400 m3/h), the inlet guide vane In the cargo control room: Compressor Temperatures
position will stay constant at 0° and the changes in capacity demand will be
met by the controller adjusting the speed of the motor between 1790 and 3580 i) Select the IAS screen LD1 (LD compressor) for the appropriate Tag Description Low High H. H.
rpm (30 to 60 Hz) to incrementally increase the speed of the compressor from operation. CG314 No.1 LD compressor outlet A 100°C
12,000 to a maximum of 24,000 rpm. GC319 No.1 LD compressor bearing B 15°C 70°C
j) The inlet guide vanes should be set at 90° which equates to the GC321 No.1 LD compressor LO 20°C 55°C
A surge control valve is also fitted, but it is not used for capacity control. It is minimum open position. GC325 No.1 LD compressor LO sump temp 25°C
used only for preventing the compressor from going into surge during start-up
GC326 No.1 LD compressor LO sump temp 60°C
and at low flow demands. The surge control valve should be fully closed at k) The anti-surge controller is to be set at minimum i.e. the bypass
flow rates above 2000 m3/h, but is also dependent on the signal from the KHI valve is fully open. GC327 No.1 LD compressor LO tank level 230mm
controlled FG control valves to the burners. CG414-5 No.2 LD compressor outlet A 100°C
l) Start the compressor. The shaft vibration monitoring system is GC419 No.2 LD compressor bearing B 15°C 70°C
Note: The electrical input to the variable speed motor will be interlocked to released after approximately 14 seconds. GC421 No.2 LD compressor LO 20°C 55°C
a minimum if the guide vane control is switched to LOCAL. The compressor GC425 No.2 LD compressor LO sump temp 25°C
control will be set to the manual mode if any of the fuel gas control valves Inlet Guide Vane Maintenance GC426 No.2 LD compressor LO sump temp 60°C
are operated manually.
On all the compressors that have not been operated in the past two weeks the GC427 No.2 LD compressor LO tank level 230mm
inlet guide vanes should be moved as follows:
Operating Procedures
Pressure Alarms
a) Switch the selector to manual position.
To prepare the LD compressors for running. Tag Description Low High
b) Turn the IGV regulator knob from 0.2 bar to 1.0 bar to check the GC303 No.1 LD compressor filter LO 1.0 bar
a) Check the power supply to the control cabinet, this power IGV actuator for correct movement.
GC304 No.1 LD compressor LO filter differential 2.5 bar
should always be on. Reset any alarms.
c) If the IGV moves freely then reset the IGV regulator to 0.2 bar CG324 No.1 LD compressor bulkhead LO pressure 400 mb
b) Check the LO level in the sump tank. and return the switch to the remote position. GC332 No.1 LD compressor gas seal 200 mb
GC403 No.2 LD compressor filter LO 1.0 bar
c) Start the LO heater about 30 minutes prior to the expected Alarms GC404 No.2 LD compressor LO filter differential 2.5 bar
compressor start up depending on ambient temperature. In
Motor/Inverter Temperatures High CG424 No.2 LD compressor bulkhead LO pressure 400 mb
winter it will be necessary to start warming through 3-4 hours
before in order to reach the 25°C interlock temperature. GC432 No.2 LD compressor gas seal 200 mb
Tag Description Set Point
CM145 No.1 LD compressor motor R winding 145°C
d) Check the nitrogen seal gas supply manual valve, this valve Vibration/Insulation Alarms
CM146 No.1 LD compressor motor S winding 145°C
should always be open.
CM147 No.1 LD compressor motor T winding 145°C Tag Description High H.H.
e) Run the auxiliary LO pump to warm up the gearbox and CM148 No.1 LD compressor motor non-drive end bearing 95°C GC307 No.1 LD compressor vibration 50 ������
����
m/sec 75 ������
����
m/sec
bearings. Check the LO system for leaks. CM149 No.1 LD compressor motor drive end bearing 95°C GM134-7 No.1 LD compressor motor insulation 1M-ohm
CM165 No.2 LD compressor motor R winding 145°C low
f) Open the compressor suction and discharge valves after the LO
CM166 No.2 LD compressor motor S winding 145°C GC407 No.2 LD compressor vibration 50 ������
����
m/sec 75 ������
����
m/sec
pump is running.
CM167 No.2 LD compressor motor T winding 145°C GM154-7 No.2 LD compressor motor insulation 1M-ohm
g) Check the cooling water inlet and outlet for the LO cooler, these CM168 No.2 LD compressor motor drive end bearing 95°C low
valves should be left open. CM169 No.2 LD compressor motor non-drive end bearing 95°C

h) Check the instrument air supply to the control panel, this should
always be left on.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.6 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Trips
Tag Description Set Point
CF018 No.1 LD compressor auxiliary LO pump fail
GC315 No.1 LD compressor outlet A high 90°C
YSHH9 No.1 LD compressor vibration high high 75 ������
����
m/sec
GC318 No.1 LD compressor bearing A high high 75°C
GC322 No.1 LD compressor bulkhead temperature high 80°C
high
GC328 No.1 LD compressor LO gearbox pressure low 800 mb
low
GC330 No.1 LD compressor LO bulkhead pressure low 200 mb
low
GC333 No.1 LD compressor seal gas pressure low low 150 mb
GC346 No.1 LD compressor emergency stop Button
CM134-5 No.1 LD compressor motor inverter abnormal
CM134-6 No.1 LD compressor motor phase failure
CM134-8 No.1 LD compressor motor resistance box
temperature high
CM134-9 No.1 LD compressor motor fan overcurrent 10 amps
CM134-10 No.1 LD compressor motor overcurrent 477 amps
CM134-12 No.1 LD compressor motor inverter temperature 90°C
high
CM134-13 No.1 LD compressor motor temperature high
CF021 No.2 LD compressor auxiliary LO pump fail
GC415 No.2 LD compressor outlet A high 90°C
YSHH9 No.2 LD compressor vibration high high 75 ������
����
m/sec
GC418 No.2 LD compressor bearing A high high 75°C
GC422 No.2 LD compressor bulkhead temperature high 80°C
high
GC428 No.2 LD compressor LO gearbox pressure low 800 mb
low
GC430 No.2 LD compressor LO bulkhead pressure low 200 mb
low
GC433 No.2 LD compressor seal gas pressure low low 150 mb
GC446 No.2 LD compressor emergency stop Button
CM154-5 No.2 LD compressor motor inverter abnormal
CM154-6 No.2 LD compressor motor phase failure
CM154-8 No.2 LD compressor motor resistance box
temperature high
CM154-9 No.2 LD compressor motor fan overcurrent 10 amps
CM154-10 No.2 LD compressor motor overcurrent 477 amps
CM154-12 No.2 LD compressor motor inverter temperature 90°C
high
CM154-13 No.2 LD compressor motor temperature high

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.3.6 - Page 4 of 4
3.4 Main Turbines

3.4.1 Main Turbines and Ancillaries

3.4.2 Main Turbines Control System

Illustrations

3.4.1a Main Turbine

3.4.1b Main Turbines Lubricating Oil System

3.4.2a Main Turbine Control System

3.4.2b Main Turbine Manoeuvring Control Panel

Section 3
Main Machinery and Control
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.4.1a Main Turbine

P Q S P
N A

A
E B

H O
R
M
L

G G
I
J
I
F PLAN VIEW

K K

LOOKING FROM FORWARD LOOKING FROM STARBOARD

C
D

Key
A: Main Steam Inlet to Manoeuvring Valve
Q B: High Pressure Bleed Steam Outlet
C: Intermediate Pressure Bleed Steam Outlet
D: Low Pressure Bleed Steam Outlet
R
E: Emergency Steam Inlet
F: High Pressure Exhaust Steam Dump Inlet
G: Turbine Generator Exhaust
H: Dump Steam Inlet
N
I: Main Condenser Cooling Water Inlet
J: Main Condenser Cooling Water Outlet
K: Condensate Water Outlet
O S P
L: Main Lubricating Oil Inlet
A M: Gear Oil Spray Inlet
E
B N: Astern Guard Valve
O: Main Lubricating Oil Pump
P: High Pressure Turbine
Q: Low Pressure Turbine
R: Reduction Gearing
S: Turning Gear

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.1 - Page 1 of 7

3.4 Main Turbines
3.4.1 Main Turbines and ancillaries
Specification
Maker: Kawasaki Heavy Industries.
Type: UA-400 cross-compound, impulse-reaction
HP turbine: one two-row Curtis and eight Rateau
stages
LP turbine: Four Rateau and four reaction stages
Astern turbine: two, two-row Curtis stages
Output: Maximum - 39,500 PS (36 nozzles)
Normal - 35,580 PS (28 nozzles)
HP turbine speed: 5075 rpm at MCR
LP turbine speed: 3350 rpm at MCR
Propeller speed: 94.5 rpm at MCR
Overspeed trip: 103.5 rpm
Steam condition: 57.4 bar and superheated at 520°C
Direction of rotation: Clockwise, looking from aft
Astern maximum
continuous speed: 63 rpm for a maximum of 2 hours
Steam bleed off: HP: HP turbine 5th stage
IP: Crossover pipe
LP: LP turbine 3rd stage
Main gearing: Double helical, tandem articulated, double reduction
gear
Main LO pump: Main turbine driven, gear type
Capacity: 210 m3/h at 3.9 bar
Main condenser: Single pass surface cooling with dump steam
chamber
Cooling surface: 3710 m2
Tube size: Diameter 19 mm, thickness 0.7 mm
No. of tubes: 12,501 titanium
Condenser vacuum: 722 mmHg at a sea temperature of 27°C
Main turbine trips at: 300 mmHg
Vacuum pumps: Water sealed, rotary type
No. of sets: 2
Capacity: 12.7 m3/h (21°C dry air)
Gland condenser: Cooling area of 25 m2
Exhaust fan capacity: 7 m3/minute
Gear case dehumidifier: Desiccant type
Capacity: 50 m3/h at electrical load of 1.056 kW
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Introduction The seals are formed by radially slotting sections of labyrinths into the packing
rings, which themselves are likewise slotted into the turbine upper and lower
Turbines
casings. The peak and trough edges of these labyrinths are located adjacent
The turbines are the cross-compound, impulse reaction type, consisting of high to corresponding square radial grooves machined into the rotor shaft. The
and low pressure turbines. Steam is supplied from the main boilers at 57.4 bar clearances between the labyrinth edges and the rotor are minimised to reduce
at 525°C at full away. The steam enters the turbine through the main steam steam leakage between the inner (high gland steam pressure) areas and the
piping, main steam strainer and manoeuvring valve. If the turbine is operating outer (low gland steam pressure) areas. Adequate axial clearance between the
astern, steam also passes the astern guardian valve. rotor and labyrinths allow for the designed axial movement and expansion
between the rotor and the casing.
For ahead operation the steam is supplied to the high pressure (HP) turbine
through the ahead nozzle valves and nozzle chambers. The extra nozzle valves Steam is supplied to the glands at a pressure of 0.20 bar from a gland steam
are operated every 3 days to ensure freedom of movement. receiver mounted underneath the turbine. Where the internal steam pressure
is higher than the pressure in the gland housing, steam will enter the series
The HP turbine first stage nozzles are arranged as follows: of diaphragms from the turbine, and is effectively throttled across each stage
causing its pressure to drop. The final very low pressure steam is led away to
Starboard 4 LP Turbine No. Of Output Main Shaft the gland steam condenser.
Nozzles Side 8 Nozzles Nozzles (Maximum) RPM
Where the pressure in the gland housing is greater than the internal turbine
Open Open 24+4+8 39,580PS MCR 94.5
pressure at the shaft exit point, the steam available from the gland steam
Closed Open 24+8 37,700 About 88.6
receiver will be drawn through the gland, effectively sealing it and preventing
Open Closed 24+4 35,550 About 86.9 the ingress of air. The gland steam receiver releases excess steam through a
Closed Closed 24 31,500 About 83.5 control valve to the flash chamber or receives steam from a make-up controller
supplied from the HP exhaust steam range. The need for the steam to make-up
or spill changes with the turbine load, i.e. at high load the steam will generally
The HP turbine is of the impulse single-flow type, in which steam enters the
be spilt out of the system and at low loads the packing steam will need to be
turbine through the ahead stop valve connected to the HP turbine directly. The
steam flows across the two-row Curtis stages and eight Rateau stages and then made up.
to the exhaust chamber at the aft side of the HP turbine. Two extra nozzle
valves are fitted which are opened at full away at sea to generate the maximum Gland Condenser
output if required.
The gland condenser is a horizontal, straight tube type with the gland exhaust
fan mounted on top. It has cooling tubes through which the main condensate
From the HP turbine the steam flows through the crossover pipe to the low
pressure (LP) turbine. The LP turbine is of the impulse reaction single-flow is passed to act as the cooling medium. Turbine gland leakage steam and air is
type in which steam flows towards the forward side through the steam chest, collected in the gland condenser. Air and non-condensible gases are drawn out
transfers its energy to four Rateau stages and four reaction stages and exhausts and exhausted by the fan. Condensate passes through a loop seal and drains to
into the main condenser. The astern turbine is of the impulse type, arranged at the atmospheric drains tank.
the forward end of the LP turbine. Steam enters through the astern manoeuvring
valve, astern guardian valve, and transfers its energy to two, two-row Curtis Main Condenser
stages, towards the aft side, and exhausts into the main condenser.
The main condenser is a surface cooled, radial-flow type with a dump steam
chamber. It is mounted directly below the LP turbine at right angles to the axis
For emergency independent operation of the LP or HP turbine, the flexible
of the turbine and the condenser neck is bolted directly onto the turbine exhaust
coupling can be removed and the crossover piping changed for the emergency
flange. Thermal expansion of the upper part of the condenser in the longitudinal
piping (see section 4.3).
direction is accommodated by the deflection plate, fitted at the forward side of
the condenser. The condenser shell, hotwell, water chambers and dump steam
Gland Steam chamber are all fabricated from steel plate and welded together. The internal
Labyrinth type seals are used at the end of the turbine rotors to prevent the surfaces of the water chambers are lined with neoprene with sacrificial anodes
steam in these regions from leaking to atmosphere and more importantly, to fitted to help prevent corrosion. The condenser tubes are arranged for radial
flow of the steam across them. The air extraction box is positioned at the centre
prevent air from entering the turbine where the internal pressure is less than
of the tube nest.
atmospheric.
IMO Number: 9321770 Section 3.4.1 - Page 2 of 7
 Methane Nile Eagle Machinery Operating Manual
Steam entering the condenser is guided around the boundary between the tube Safety Device • Intermediate bearing temperature high high
nest and the shell, and then towards the centre of the tube nest. Condensate The control oil mechanism will trip the main turbine’s manoeuvring valve • Main steam temperature high high
flows down into the hotwell at the bottom of the condenser, from where under the following conditions:
it is pumped out by the main condensate pump. The water level in the
hotwell is maintained by recirculating the condensate back into the hotwell. • Overspeed mechanical/electrical ahead, electrical astern The Main Turbine and the Integrated Automation System
The condenser is of the regenerative type, whereby the steam entering the • Main condenser vacuum high high Equipment Involved
condenser gives up some of its heat to the condensate. This is achieved by
guiding the steam flow as described above. This also has the added advantage • Main condenser hotwell level exceptionally high
• Main engine and gearbox bearing probes
of deaerating the condensate. The air and non-condensable gases enter the air • Lubricating oil pressure low low
extraction box at the centre of the tube nest from where they are removed by • Interface with the main telegraph system for indication and
• Control oil pressure low low alarm purposes
the vacuum pump. The dump steam pipe is led into the condenser, the steam
being water sprayed on entry in order to cool it, preventing thermal damage • HP turbine rotor excessive vibration • Interface with the main engine protection system for indication
to the tubing due to local overheating. Cooling sea water is supplied by a and alarm purposes
• LP turbine rotor excessive vibration
main circulating pump and when at sea and conditions are normal, by a scoop
system set into the hull of the ship (see section 2.3.1 Main and Auxiliary Sea • Main reduction gearing vibration • Interface with the main engine control system for indication and
Water Circulating Systems). alarm purposes
• HP turbine rotor position excessive displacement
• Transmitters, control valves and pump starters associated with
• LP turbine rotor position excessive displacement the LO systems
Gearing
• Main thrust bearing axial movement • Main turbine turning gear
The reduction gearing between the turbine and propeller is a double reduction,
tandem articulated type. The reduction gear consists of two first pinions, two • Boiler steam drum water level very high
first gear wheels, two second pinions and one second gear wheel. Both the The primary function of the IAS with regard to the main turbine is purely
• Both boilers tripped
HP and LP turbines are connected to the first pinions of the reduction gear by alarm and monitoring, either directly from the bearing temperature probes, or
• Manual hand and emergency trips operated as remote monitoring of the package vendor units. This includes monitoring of
flexible couplings. The pinions drive the first reduction gear wheels. The first
reduction gear wheels are connected through flexible shafts fitted with flexible • Auto spinning/warming through overspeed (12 rpm) the turning gear. Monitoring and alarm functions are provided for the pressure
couplings to the second reduction pinions, which drive the second-reduction and temperature sections of the control oil system. Control of the lubricating
• Emergency manoeuvring handle not in neutral position oil pressure and temperature is carried out together with the control of the
gear wheel or main gear wheel. The main thrust bearing is located in a separate
casing forward of the main reduction gear. A reversible motor driven turning lubricating oil and control oil pump’s starting and stopping function. Gland
These safety devices will not reset automatically when the cause of the trip steam make-up and spill is controlled by a local controller. The following
gear is provided and mounted at the aft end of the driving shaft, which is
is corrected. The trips are reset by pressing the RESET pushbutton on the graphic screens are used to monitor and control the main turbine functions
connected to the HP first reduction pinion.
main turbine control panel for a few seconds or the yellow CAUSE RESET carried out by the IAS:
pushbutton on the main turbine manoeuvring control cabinet. When the turning
Lubrication gear is engaged, or the emergency manual manoeuvring handle is not in the Graphic Screen Description
neutral position, an interlock will prevent the main turbine’s steam throttle
The lubricating oil system (see section 2.7.1 Main Turbine Lubricating Oil MT Gear Temp Main gearing bearing temperatures
valve opening. The control oil mechanism will automatically slow down the
System) consists of one main turbine driven lubricating oil pump, two motor LO Main Turbine Main turbine lubricating oil system
main turbines under the following conditions:
driven auxiliary lubricating oil pumps, a main lubricating oil strainer and
MT Remote Control System Main turbine mimic board
bypass filter, a pressure control valve, a temperature regulator, one lubricating • Main condenser hotwell high
oil cooler, an emergency gravity tank and one lubricating oil pan and sump MT Status Main turbine protection
• Main condenser vacuum high high
tank built into the hull. The main turbine driven LO pump supplies the turbine
and gearing with oil when the turbine revolutions are 81 rpm. The motor driven • Main steam pressure low low
Procedure for Start-Up
LO pump will start when the revolutions are 76 rpm, the oil pressure is low • One boiler tripped
or an abnormality occurs in the operation of the turbine driven pump. This Successful operation of the turbine depends on the manner of the warming
is controlled by the IAS graphic screen LO Main Turbine. Oil is drawn from • Boiler steam drum water level high high or low low
through, loading, stopping and cooling down of the turbines. Steam turbines
the main engine sump tank and discharged to each bearing and to the gear oil • Main thrust pad temperature high high are built and operate with very close tolerances in their structure, and the
sprayers after passing through the main turbine LO filter, the oil cooler and very nature of the driving medium can lead to problems associated with
• Stern tube temperature high high
recirculating pressure regulator. The oil returns to the hull sump tank from the thermal expansion unless due care is taken. Correct warming through and
oil pan under the main reduction gear casing. If loss of electrical power occurs • HP/LP turbine excessive vibration proper drainage is essential together with careful handling of load changes. A
the bearings are supplied from the turbine driven pump and the emergency minimum of 90 minutes notice will normally be provided by the bridge for the
• Reduction gearing excessive vibration
gravity tank. Control oil is used to actuate the manoeuvring valves and is warm up procedure.
supplied from the main LO pumps. • Main gearing and turbine bearing temperature high high

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.1 - Page 3 of 7
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.4.1b Main Turbines Lubricating Oil System
Key
D - Deck LIAL
Main Lubricating LT
OL237F BD041
Lubricating Oil Oil Gravity Tank
(32.8 m3)
Air
Mist Vent Box
with Manhole Electrical Signal OL236F

Instrumentation OL215F

Hand Operated
To Bilge Primary Tank Open Valve
(Locked Shut)
From Generator Engine Mist Vent For Initial
Hand Operated Filling Only
From Starboard Generator (Locked Open)
Turbine Mist Vent
OL208F OL202F OL203F
From Port Generator To Lubricating To Separated Bilge
Turbine Mist Vent Oil Drain Tank Oil Tank
CAUTION
This Valve To Only Be Opened
Under Main Turbine Long Time Stop Condition
TT TIC
For Turbine and Reduction Gear
MT253
Reduction Gear PIAL
Process MT044 ECP Oil Spray TIAH
MT023 Set at 45°C
Process Air Outlet TOC
T142 PT PI TI
Air Inlet Bearing Oil IAS
VA063F PI
Reactivation
OL OL Reactivation T141 OL201F
Air Inlet Dry Air Supply to Casing E
205F 204F Air Outlet TIAHx3 PIAL P
MT004- MT006
PI PT MT034 OL214F
Dehumidifier Main TIAH ECP T144 No.2
PI PI Thrust MT021 TI PI
Main Thrust PIAL Manoeuvring Valve Control
Oil Drain Thrust TIAH Low Pressure Astern MT046 Block Operating Mechanism Air
2 1 Inter Shaft Bearings Pad
MT022 Turbine Turbine OL227F
PI PT PS PI PI OL213F
TI TI TIAHx6 TI
To Main Lubricating MT013- MT018 Overspeed
TIAH TIAH Oil Settling Tank Trip Device
MM089 MM088
Bearing LO Trip OL228F
HP Pressure Solenoid PI
Turbine Failure Trip PI PI
PI Turning Device
DPS
From Main Turbine RPM (System TIAHx3
MT001- MT003 Manual Filter OL212F
Pressure) 90% of MCR Revolution with Magnet Control Air TI
Main LO DPIAH No.1
System Pressure (3 - 3.2 bar) VA039F TIAH PS MM019
Pump TIAHx6 PI
PI MT019
Automatic Start at Blackout by (210 m3/h
MT007- MT012

Emergency Power x 4.0 bar) PIC

Wheel OL223F OL224F OL211F
PCHL TIAH Wheel Aft
MM230
Forward MT020 Bearing
TI
OL220F Bearing Main
Lubricating
PS OL221F OL222F
OL To LO Drain Tank Oil Coolers
OL OL210F
To LO 219F
225F Plug Auto Back
Auto Auto PS OL PS OL Drain
Tank
Magnetic Flushing Filter OL233F
ST/SP CH-VR 235F 234F Filter
PI PI Plug

From MIS
OL232F OL229F OL231F
OL217F Console
TI
No.2 No.1 From PID
Auxiliary
VC Detail Controller
Lubricating MC MC MT024
Oil Pumps PP005 PP006
(180 m3/h Main Lubricating Control Air POS
x 4.5 bar) XA XA Oil Sump Tank
PP005 PP006 To Bilge To Lubricating Oil Drain Tank
(78.8 m3)
Well
OL229F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.1 - Page 4 of 7
 Methane Nile Eagle
The preparation of the turbine for use is the responsibility of the operator. Position Description
Correct loading up times are programmed into the turbine control system, as
Open No.1 auxiliary LO pump discharge valve
are the opening of the drain valves and bleeds. Should any of these functions
need to be carried out manually, they should be done in the same manner as Open No.2 auxiliary LO pump discharge valve
the automated function. Open Inlet valve to auto backflush filter
Open Outlet valve from auto backflush filter
Initial Checks and Preparation Open Inlet valve to manual magnetic filter (normally
closed when auto backflushing filter is in
a) Start the main sea water circulating system (see section 2.3.1 use)
Main and Auxiliary Sea Water Circulating Systems). Confirm
Open Outlet valve from manual magnetic filter
that the manoeuvring valve is in the trip position and the
(normally closed when auto backflushing
main stop valves are closed. Confirm all drains and the astern
filter is in use)
guardian valve are opened.
Open Inlet valve to pressure control valve
b) Check the water level in the main condenser hotwell. It should Open Outlet valve from pressure control valve
be higher than normal to allow for filling of the recirculating Closed Pressure control valve bypass valve
pipework. Top up as necessary from the distilled water tanks Operational Pressure control valve
through valves SD376F and SD377F. Lock open Control oil to main turbine manoeuvring
valves
c) Prepare the main condensate system for operation (see 2.2.1
Lock open Control oil to main turbine trip solenoid and
Main and Auxiliary Condensate System). Ensure that both
turning gear interlock
pump suction valves are open and that the recirculation system
Open LO inlet valve to No.1 LO cooler
is ready for use. Start one of the condensate pumps with the
discharge valve closed, then slowly open the valve. Open LO outlet valve from No.1 LO cooler
Operational LO cooler three-way valve
The condensate will be recirculated back into the condenser through the Open Main LO pump inlet valve from LO sump
recirculation valve until the condenser receives water from other drains tank
or exhaust. The level control ensures that the level in the hotwell remains
Open Gravity tank inlet valve and LOCK SHUT
constant, and that condensate is pumped up to the deaerator whilst still
once gravity tank is overflowing
retaining the correct level.
Open Gravity tank quick-closing inlet/outlet valve
Set Gravity tank overflow control valve
During this initial period of little drainage into the condenser, it is possible for
the level to drop due to leakage up to the deaerator. The level in the hotwell Set No.1 intermediate bearing inlet valve
will require monitoring and further topping up as necessary. Set No.2 intermediate bearing inlet valve
Closed Dehumidifier inlet valve from gearbox
d) Open the gland leak-off valve between the main turbine and the
gland steam condenser. h) Start the central fresh water cooling system (see section 2.4.1
Central Fresh Water Cooling System).
e) Check and record the axial position of the rotors at the cold
condition. i) Vent any air from the LO coolers, then close the vent valves.
f) Check the oil level in the main sump tank and top up as j) Set the LO temperature controller to 45°C from the IAS graphic
necessary, taking the amount of oil to be placed into circulation
screen LO MAIN TURBINE. Start one of the LO pumps from
into consideration. The LO purifier should be operating to the same faceplate.
transfer some heat to the oil.
k) Set valves for gravity tank supply and operation. Use valve
g) After ensuring that all instrumentation is operational and gauge OL208F to quickly fill the gravity tank if required. This valve
valves are open, set up the main turbine lubricating oil system,
must be closed when the gravity tank is full.
placing the valves as shown in the following table:
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
Valve Check around the LO system for leaks. The level in the LO sump tank will
drop as the system charges and may require topping up. A flow of oil should be
OL234F
observed returning from the LO gravity tank sight glass. It is good practice to
OL235F observe gear sprayers and any other oil returns that can be accessed and viewed
OL221F without loss of oil. The system oil pressures should be as follows:
OL222F • Main LO system: 1 - 1.5 bar
OL223F
• Control oil system: 2.9 - 3.9 bar
l) Engage and start the turning gear. Observe the current (amps)
OL224F
being drawn by the turning gear motor. If these are higher
than normal investigate the turbine, gearing and shafting to
determine why they are not turning freely.
OL231F
OL232F
CAUTION
OL233F Before proceeding to the next stage ensure that the ahead and astern
OL229F manoeuvring valves are all closed and the manoeuvring valve control oil
OL227F valve OL227F is shut.
OL228F m) Ensure that the vacuum pumps are supplied with sealing and
cooling water. Check the level in the separator tank for the
OL211F vacuum pump and start that pump. Open the vacuum pump
suction valve and the bypass valve. Start the vacuum pump.
OL212F
When the vacuum reaches 300 mmHg, close the suction valve
OL201F leaving the bypass valve open. Keep the condenser vacuum in
OL219F the range of 250-300 mmHg for 1½ hours.
OL208F n) Open the warming through valves ST051F and ST052F from
the desuperheated steam system, ensuring the manual and
OL215F automatic drains to the atmospheric drain tank are open. Warm
OL203F the line slowly by opening valves SS408F and SS409F, whilst
continuing to turn the turbine using the turning gear.
OL204F
OL205F o) Start the gland exhaust fan. Drain and warm through the supply
OL216F steam line to the gland steam make-up system by opening the
drain valves to the atmospheric drain tank. Open the make-up
controller inlet valve and outlet valve and the spill controller
inlet valve and outlet valve. Ensure that the make-up and dump
controllers on operating correctly. Adjust the gland packing
steam pressure so that it is approximately 0.2 bar.
CAUTION
The gland packing steam will start to heat the turbine. It is therefore
essential to keep the turbine turning gear on and the LO system running
to avoid localised heating. Do not allow the rotors to remain stationary
for more than three minutes once the gland packing steam has been
admitted. Failure to follow this instruction could result in the rotors
deflecting.
Section 3.4.1 - Page 5 of 7

p) Once the turbine has been warming through for a minimum
of one hour, confirm that the vacuum pump suction valve is
open and close the bypass. Confirm the condenser vacuum rises
above 722 mmHg.
The turbine is now in the ‘In Port’ condition.
Note: While the control of this plant is highly automated and of modern
design, there can be no substitute for good steam engineering practise.
Ensure that the plant is physically checked, listened to and all senses used to
detect early signs of problems.
CAUTION
If the ship is to be moved using tugs or any other means of external
propulsion, disengage the turning gear. Failure to do so may damage the
turning gear due to the propeller idling whilst under way. Ensure that
the LO system is running. If the turbine is hot or gland steam is being
supplied, the turbine must not be allowed to remain stationary for longer
than 3 minutes, or the risk of the rotors deflecting exists. Ensure that the
main turbine manufacturer’s instructions are followed before any tow
is commenced.
Procedure for Shutting Down the Main Turbines in Port
Terminal regulations normally require the main stop valves to be shut and
locked, but they also require the main engines to be ready for immediate use
in the event of an emergency. To facilitate these requirements the procedure
for shutting down and warming through the main turbine is to be carried out
as follows.
a) At finish with engines change the main turbine control from
wheelhouse to ECR.
b) Change the mode switch to direct control.
c) Reduce main turbine rpm to zero using the ECR direct control
switch.
CAUTION
The turbine must not be stationary for more than three minutes whilst
the condenser is under vacuum.
d) Ensure that the turbine has stopped before engaging the turning
gear. Ensure also that the manoeuvring valve is closed, the
MANOEUVRING VALVE CLOSED light is illuminated and
manoeuvring valve indicator is at zero position
Issue: Final Draft - October 2007
Methane Nile Eagle
Once the turbine has stopped, engage and start the turning gear and observe
the ammeter reading.
Note: If the turning gear lever fails to engage, use the handle provided to
turn the motor to line up the clutch teeth. The handle should be put back in
position in order to start the turning gear.
The main turbine EMERGENCY TRIP will be activated when the turning
gear lever is moved from disengaged position (even if the turning gear is not
engaged). A pilot valve connected to the lever will also cut off the control oil
supply to the manoeuvring valve.
e) Shut the main stop valves SS001F and SS002F and confirm
the bypass valves are shut. The steam pressure will be slowly
reduced to zero through the open drain valve.
f) Close the manoeuvring valve control oil supply valve OL227F.
g) Notify the bridge that the main engine is completely shut off
and secured.
An entry is to be made in the Engine Room Movement Book for the following
items, indicating the event and the time they were completed:
• Main turbine on ECR
• Main turbine on ECR direct control
• Main turbine stop valves closed
• Main turbine emergency trip tested and turbine remains in a
tripped condition
• Turning gear engaged and running
CAUTION
Under no circumstances is the main turbine to be rotated using
superheated steam via the main manoeuvring valve whilst the cargo
loading arms are connected. To prevent this, at all times whilst the
loading arms are connected, the control oil supply valve OL277F to
the manoeuvring valve actuator must be closed to prevent accidental
operation.
IMO Number: 9321770
Machinery Operating Manual
Procedure for Warming Through the Main Turbines Prior to
Standby Leaving Port
Once it has been confirmed that all steps outlined in the previous shutting
down procedure have been carried out and the condenser vacuum is confirmed
as normal (722 mmHg), the following procedure should be applied:
a) About twelve hours prior to standby, slowly start to open one of
the main stop bypass valves (bypass valve for main stop valve
SS001F or SS002F). This should be fully open prior to the
bridge given the required notice of standby.
b) Confirm the main turbine auto drain valve T-3 is fully open
allowing the main steam line to warm through up to the 3 mm
orifice.
c) Monitor the main steam line temperature at the inlet to the
manoeuvring valve via remote temperature indicator MT026 or
the local thermometer.
Note: The manufacturer recommends a warm-up time of 90 minutes for the
engine. A minimum of 60 minutes is required unless an emergency condition
exists.
Once the bridge has given the required notice for standby, they must confirm
that the loading arms have been disconnected and that someone is available
on the bridge to monitor the mooring system during the warm-up period.
Clearance for turning the propeller should also be provided.
d) Check that the manoeuvring valve control are set to zero
opening, then open the manoeuvring valve control oil inlet
valve OL227F. Ensure the manoeuvring valves remain closed.
e) Close the main turbine warming through valves ST051F,
ST052F, SS408F and SS409F. Close the manual drain valve
SS095F.
f) Stop and disengage the turning gear.
Note: At this point, the boiler steam outlets temperature (BP051 and BS051)
and the manoeuvring valve steam inlet temperature (MT026) should be
recorded. If the differential is over 30°C, the pipes require more warming
through and vibration of the HP turbine may occur.
g) Press the red TRIP RESET pushbutton on the manoeuvring
console. Test the remote trips as required at this stage and
RESET when complete.
Section 3.4.1 - Page 6 of 7

h) Press the green WARMING THROUGH pushbutton on the
manoeuvring console.
i) Ensure an engineer is positioned at the main turbine side and
place the main turbine on ECR and Direct Control. Turn the
main turbine astern and then ahead at a maximum 6 rpm using
the DIRECT CONTROL switch. Always start by going astern.
Note: With the engine warming through on only one bypass valve, the
maximum theoretical rpm achievable is approximately 19 rpm. With the
warming through programme engaged, the turbine will trip if the speed
exceeds 12 rpm ahead or astern.
j) Once confirmation is received from the main turbine side that
all is in good order, continue turning the main turbine ahead and
astern at a maximum 6 rpm.
Note: Ideally the main steam line temperature (tag No.MT026) should reach
at least 300°C and the HP turbine steam chest (tag No.MT031) 250°C before
standby.
k) During this period ensure that the engine telegraph is tested
from the bridge.
l) About fifteen minutes before standby, open the main stop valves
SS001F and SS002F and close the open bypass valve. The
engine should continue to be turned as before.
m) At Standby Engines, transfer the main turbine control mode
from the ECR to Wheelhouse and engage AUTOSPINNING
mode. Reconfirm that both main stop valves are open and the
bypass valve is shut.
Note: AUTOSPINNING and wheelhouse control must not be engaged until
the desired temperatures outlined above have been achieved. This will only
be achieved after the main stop valves have been opened and the bypass
valve closed. If the main steam inlet temperature falls below 270°C or the
turbine steam chest temperature falls below 220°C, then AUTOSPINNING
should be disengaged and the turbine warmed through under direct control
as outlined in item j) of this procedure.
Note: An engineer must be present in the ECR at all times while the vessel
is alongside a jetty with the main turbine on autospin.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
n) Manoeuvring is limited to maximum half ahead or astern during Run up to Full Speed after Manoeuvring
the first thirty minutes of standby, beginning from the first Following manoeuvring at full ahead at 53 rpm, the turbine control system is
recorded manoeuvre. During this time, the steam temperatures set to full away on passage. The speed will increase to 70 rpm immediately
should be monitored with a view to achieving the desired before the speed increase program takes control. The program controlling the
temperatures. turbine will slowly increase the speed through a preprogrammed ramp lasting
60 minutes until the required full away speed is achieved. The automatic drain
CAUTION valves will be closed at the beginning of the run up period.
When the temperature differential between the boiler superheater outlet
temperature and the manoeuvring valve inlet temperature is greater The bleed steam valves will open automatically at preprogrammed stages in
than 30°C, the steam pipes have not received sufficient warming time. the ramp allowing bleed steam into the systems they serve. Careful monitoring
When this is the case, attention must be paid to avoid excessive HP of the plant is required during this period of instability. The turbine must be
turbine vibration. When this temperature differential is present and the observed and, should any vibration be detected, the guidelines stated in the
engine is at half ahead or greater speed, the HP turbine vibration levels previous caution note must be followed.
must be monitored until the temperature differential has disappeared.
If the HP turbine vibration level is above 20 µm/s, the level must be
constantly monitored. If the HP turbine vibration level increases above
30 µm/s, the engine revolutions must be decreased sufficiently to reduce
the vibration level below 10 µm/s.
o) Manoeuvring is limited to maximum full ahead or astern
(53 rpm) during the first sixty minutes of standby, beginning
from the first recorded manoeuvre, as per the manufacturer’s
recommendation. During this time, the steam temperatures
should be monitored as before.
An entry is to be made in the Engine Room Movement Book for the following
items, indicating the event and the time they were completed:
• Loading arms all disconnected and permission granted to
commence warming through the main turbine
• Main turbine stop valves open
• Turning gear stopped and disengaged
• Main turbine trip tested
• Main turbine warming through in ECR Direct Control
• Main turbine on ECR Lever Control and Autospin active
• Main turbine on WH Lever Control
IMO Number: 9321770 Section 3.4.1 - Page 7 of 7
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.4.2a Main Turbine Control System Main Steam Low Pressure Set
Pressure 52.5 bar g. (53.5 kg/cm2G) To Manoeuvring Control Box
PX

ECP
To Manoeuvring Control Box
PI

From
Boilers PX PI

Motor Box Astern Valve Ahead Valve

Limit Switch for
Neutral Detection
Manual
Handle
Pilot Valve Lift Indicator
Lift Indicator

Emergency Cut - Off Valve

Cam Gear
To Ahead Turbine
Astern
Servo Ahead Guard
Valve

To Open To Open
Servo Astern To Astern Turbine
AXIS Feedback
Device

To Lubricating Oil Sump Tank

From Lubricating Oil Pump

3 - Way Solenoid Valve PI

To Manoeuvring Control Box

Key
To Overspeed Trip
From Lubricating Oil Pump
Superheated Steam

HP Lubricating Oil

LP Lubricating Oil

Electrical Signal
To Lubricating Oil Sump Tank
Instrumentation

From Manoeuvring Control Box

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.2 - Page 1 of 6

3.4.2 Main turbine control system
Control System
Maker: Nabco Ltd
Introduction
The turbine remote control equipment provides the interface between the
operator and the main turbine, carrying out the commands in a preprogrammed
sequence from consoles on the bridge, on the bridge wings and the engine
control room. The system is of the electro-hydraulic type which consists of
the dual control main computer, electric and electronic circuits, process signal
interface units, and the hydraulic servo mechanism of the actuator of the ahead
and astern manoeuvring valves.
The IAS graphic screens used to monitor the main turbine functions are the
Main Turbine Remote Control System and the Main Turbine Status:
Methane Nile Eagle Machinery Operating Manual
System Composition Engine Control Room (ECR) Main Turbine Manoeuvring Control
Console
The turbine remote control system consists of the following: The main turbine manoeuvring control console consists of the following:
• Telegraph receiver with manoeuvring lever
Main Turbine Manoeuvring Control Panel
• Manoeuvring valve lift indicator
The Main Turbine Manoeuvring Control Panel (MTMCP) is housed in the
engine control room. The panel receives the commands signalled from the • Sub panel containing switches for manoeuvring and bleed
telegraphs and houses the components required to control the main turbine in valves, program control, emergency systems and drain valves,
accordance with the telegraph command. It consists of the control computer, manoeuvring valve operating switches (spring loaded) and
mimic panel and miscellaneous electric and electronic signal circuits. indicator lamps.
• Lever position indicator
Wheelhouse Main Turbine Manoeuvring Control Console • Control mode changeover panel
The main turbine manoeuvring control console consists of the following: • RPM indicator
• Telegraph transmitter with manoeuvring lever, which is moved • Revolution counter
to the desired turbine speed setting, ahead or astern, the
• Main turbine emergency trip
command being processed and acted upon by the MTMCP.
• Telegraph lever position indicator • Main turbine slowdown bypass

• Telegraph logger • Main turbine trip bypass

Control Oil System
A control oil system is provided at the turbine and is dependent on the main • RPM indicator
Local/Emergency Control Panel at the Main Turbine Side
LO system. It is supplied by the same pumps as the LO supply, but at a primary • Sub panel containing manoeuvring duty changeover switch,
(higher) pressure than the LO supply as a result of the orifice fitted in the LO manoeuvring pushbuttons, indicator lamps and telegraph The local/emergency control panel consists of the following:
supply to the bearings and gearing. repeater. • Turbine trip reset switch
Control of the governor motor and solenoids which utilise the control oil • Main turbine emergency trip • Control position transfer switch
to operate the manoeuvring valves, is carried out by the separate turbine • Main turbine slowdown override • Manoeuvring valve lift indicator
management system operated through the bridge or engine room control
consoles. The turbine management system signal is converted to movement of • Main turbine trip override • RPM indicator
an electric positioning motor or governor. • Local/remote control switch for HP, IP and LP bleed steam
Bridge Wing Main Turine Manoeuvring Control Consoles valves
This motor moves a pilot valve assembly which, by covering and uncovering
Each bridge wing has an identical manoeuvring console which consists of the • Open and close switches for HP, IP and LP bleed steam valves
ports, allows a flow of oil to the manoeuvring valve’s servo piston. The oil
following:
acting on the servo piston moves it in the desired direction and consequently • Dial gauges showing steam and LO pressures and main
moves the manoeuvring valve. The manoeuvring valves admit steam to the • Wing control panel condenser vacuum
turbine at a rate dependant upon their position ahead or astern. Movement • Manoeuvring handle • Emergency trip and trip override switches for main turbine
of the piston is fed back to the pilot valve assembly and when the piston has
travelled the desired amount, the ports in the pilot valve assembly are covered • Telegraph lever position indicator • Emergency manoeuvring valves handwheel
and no further movement takes place. • RPM indicator • Indicator lights showing turbine trip and manoeuvring position
• Main turbine emergency trip status
Main Turbine Remote Control MTRC Equipment • Main turbine slowdown override Note: When changing from neutral position to either Ahead or Astern, the
The control levers are combined with the engine telegraph and signal the desired • Main turbine trip override governor oil pressure is dumped when using the emergency manoeuvring
turbine command to the computer. The computer carries out the command for valve.
a change in turbine speed or direction through consistent, stepped procedures.
The logic is designed to carry out the most suitable turbine and boiler operating
procedures considering best practice and their limitations.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.2 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.4.2b Main Turbine Manoeuvring Control Panel

V.B LIFT FOR CONTROL

F.B
087 TROUBLE 088

TELEG. A/H
ADDRESS DATA
ORDER ORDER A.H
FULL OPEN N B S C
INC. READ
INC.
080 STOP 081 086 7 8 9 R
ORDER WRITE
MOTOR CLOSE 4 5 6 W
DRIVER DEC.
WRITE
A.S. ENABLE
1 2 3 D
EMERG. TRIP 082

M
ORDER AUTO. A.H
DEC. SPIN ON
0 . + E
INC. A.S -
ON DIRECT FULL OPEN
083 CONT. OFF
TURNING
GEAR
AUTO. SPIN
OVER
CONT. OIL.
PRESS.
MECH.
HANDLE
HPT ROTOR
EXCESS.
LPT ROTOR
EXCESS.
HPT
EXCESS.
LPT
EXCESS.
A.S MOTOR MANEUV.
ENGAGE SPEED L-L NOT NEUT. DISP. H-H DISP. H-H VIBR. H-H VIBR. H-H DRIVER DEC. VALVE.

FOR SAFETY

084 089
L.O. MN. CONDS. BOTH MAIN MN. CONDS. NO.1 M/B NO.2 M/B OVER R/G RPM
PRESS. VACUUM BOILER HOTWELL STEAM D. STEAM D. SPEED EXCESS. FEEDBACK ADDRESS DATA
L-L L-L TRIP LVL. H-H LVL H-H LVL H-H VIBR. H-H PROGRAM ON
BYPASS
PI 085
A.H REV. READ
N B S C
MANUAL MANUAL MANUAL MANUAL MANUAL MN. THRUST. MAIN RPM SIG. TROUBLE 7 8 9 R
W/H ECR M/S PORT STBD EXCESS. STEAM
090 WRITE

WING WING DISP. H-H PRESS. L-L 4 5 6 W

WRITE
ENABLE
1 2 3 D
A.S ON
0 . + E
-
RPM
AUTO SLOW DOWN OFF
OVERSPEED
CONTROL POSITION
PREVENTER

MAIN NO.1 M/B NO.2 M/B NO.1 M/B NO.2 M/B MN CONDS. THRUST ONE
STEAM STEAM D. STEAM D. STEAM D. STEAM D. HOTWELL PAD BOILER
PRESS. L LVL L LVL L LVL H LVL H LVL H TEMP. H TRIP W/H ECR PORT STBD M/S OFF ON
WING WING

ELECTRIC SOURCE
OVERRIDE BY - PASS INC.
STERN MN. CONDS. GEAR & INTERMED 1 HPT LPT R/G MAIN
TUBE BRG. VACUUM TUR. BRG. BRG. EXCESS. EXCESS. EXCESS. STEAM
TEMP. H LOW TEMP. H TEMP. H VIBR. H VIBR. H VIBR. H TEMP. H
CAUSE LAMP
MAIN EMERG DIRECT TRIP SOL V.
RESET TEST NOR. NOR. DEC.
CONTROL
R/G RPM SAFETY
EXCESS FEEDBACK REV. TEST
PROGRAM INTERLOCK TROUBLE VIB

MAIN NO.1 M/B NO.2 M/B W/H ECR WING NO.1 NO.2 NO.1 NO.2 SAFETY SHAFT AUTO. SPIN AUTO. SPIN LEVER
STEAM STEAM D. STEAM D. TELEG. TELEG. TELEG. REV. SIG. REV. SIG. V. LIFT V. LIFT REV. SIG. STOP OVER FAIL DRIVER
PRESS. L LVL H LVL H POTENTIO. POTENTIO. POTENTIO. F.B F.B SPEED

DIRECT SLOW SLOW DOWN OVERSPEED TRIP TRIP TRIP CPU CPU
DRIVER DOWN OVERRIDE PREVENTER OVERRIDE SOL. V. HARD HARD
SW. SW. SWITCH (SAFETY) (CONTROL)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.2 - Page 3 of 6
 Methane Nile Eagle
System Functions Automatic Slowdown
The main turbine is automatically slowed down when one of the following
The turbine remote control system can perform the following functions: conditions occur:
Auto Spinning Description/Tag No. Set Point
It is intended to prevent any sagging of the hot turbine rotors whilst they are Main steam pressure low MT055 53.5 bar
stationary by turning the engine frequently in both directions. This also has Main boiler steam drum level high MT056/057 +160 mm
the effect of keeping the temperature of the turbines high enough to prevent Main boiler steam drum level low MT058/059 -170 mm
thermal damage when the engine is used again. Main condenser vacuum low MT061 500 mmHg
When the engine is stopped between movements during manoeuvring and the Main condenser hotwell level high MT062 N+300 mm
following conditions apply, the auto spin function will operate: Stern tube bearing temperature high MT063 60°C
One boiler trip
• The CONTROL MODE switch on the ECR console is turned to
Main thrust pad temperature high MT064 110°C
the LEVER position
HP turbine excessive vibration 130±5µm
• The telegraph lever is set at the STOP position
LP turbine excessive vibration 180±5µm
• AUTO SPINNING at the ECR console is switched ON
Reduction gearing excessive vibration 18±0.2 mm/sec
• The main turbine trips are reset Main steam temperature high high MT026 530°C
• The propeller shaft revolutions are less than 3 rpm Gearing and turbine bearing temperature high high MT-151~159
G:57°C
T:77°C
If the propeller shaft revolutions are less than 3 rpm for 1.5 minutes, the auto
spinning system opens the astern steam manoeuvring valve to a preset limit Intermediate bearing temperature high MM088/089 65°C
to turn the propeller shaft at 3 rpm and then close. Once the propeller shaft
has stopped for 3 minutes the auto spinning system opens the ahead steam Note: The Auto Slowdown function can be cancelled by turning the
manoeuvring valve to a preset limit to turn the propeller shaft at 3 rpm and Auto Slowdown switch to Override on the wheelhouse, bridge wing or
then close. ECR consoles. Any slowdown will reset automatically if the cause of the
slowdown disappears and conditions return back to normal.
This sequence is repeated every 3 minutes.
The auto spinning mode is activated automatically and the SPIN ZONE lamp Transfer of Manoeuvring Control between Wheelhouse and
on the Wheelhouse and ECR consoles are lit.
Engine Control Room
To stop the auto spin function from taking place change the Auto Spinning
The following conditions need to apply:
from ON to OFF, or if the manoeuvring handle is moved away from STOP.
• Telegraph lever position matches, otherwise the HANDLE
The turbine will trip if the auto spinning rpm reaches 12 rpm. MATCHING indicator light will flicker until the positions
match.
• The telegraph lever or the direct manoeuvring methods match,
otherwise the LEVER or DIRECT indicator light will flicker
until the positions match.
Issue: Final Draft - October 2007 IMO Number: 9321770
Machinery Operating Manual
Operation of the Main Turbine Control System
Preparation for Lever Control
Prepare the main turbine for use as described in section 3.4.1 Main Turbine.
a) Set the control location to ECR. The location is displayed by an
indicator lamp on all the consoles.
b) The control lever in all locations should be at the STOP
position.
c) Select the control mode as LEVER. Engine control positions
may be selected as Wheelhouse or ECR.
The turbine can now be controlled from the telegraph lever which initiates the
control ramps and carries out all functions automatically. Use of the toggle
switches on the engine control room console, to raise or lower turbine speed,
bypasses the computer control system and actuates the governor servomotor
directly when direct control is selected.
Transfer of Control from the Engine to the Bridge
In bridge control the wheelhouse telegraph lever signals the MTRP directly.
The telegraph levers in the engine control room do not need to be moved.
The indicator built into the telegraph lever will show the position in which the
bridge telegraph lever has been placed.
a) Telephone contact between the bridge and engine room
establishes the need to transfer control.
b) The telegraph levers in all locations must be in the same
positions. This can be checked by observing the pointers
indicating the current telegraph position and the remote
telegraph position. When the levers are all correctly positioned
the HANDLE MATCHING lamp is lit.
c) The engine control room control location switch is moved from
ECR to Wheelhouse.
The WHEELHOUSE CONTROL indicator lamp begins to flicker and buzzer
sounds. Until acknowledged the wheelhouse telegraph lever is inoperative.
d) The bridge operator acknowledges the change of control
location by moving the wheelhouse console location switch
from ECR to Wheelhouse and pressing the ACKNOWLEDGE
button.
The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes
steady. The main turbine can now be controlled from the bridge.
Section 3.4.2 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Transfer of Control to the Bridge Wings and Back to the The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes Alarms
Bridge extinguished. The ECR indicating lamp is lit. The engine room can also assume
command from the bridge wings in an emergency. Description/Tag No. Set Point
Low LO pressure PX-131 0.7 bar
Transfer of control to the bridge wings can ony be undertaken when the
wheelhouse console is in full control and the control levers are in a matched CAUTION Control oil low pressure PX-134 2.5 bar
position. Once the levers have been matched: When taking direct control from the bridge in an emergency, the engine Main condenser low vacuum VX-129 600 mmHg
room must make a visual check that the position indicators are matched Gland steam high pressure PX-128 0.5 bar
a) At the wheelhouse console, turn the control position transfer before assuming control. This is particularly true when the bridge wings Gland steam low pressure PX-128 0.05 bar
switch to the desired wing console, either PORT or STBD. The have control as there is no ‘Handle Matching’ lamp facility on the bridge HP turbine thrust bearing axial displacement 0.5mm
CONTROL AVAILABLE lamp will flash on the desired wing wings.
console. The wheelhouse console retains control at this stage. LP turbine thrust bearing axial displacement 0.5 mm
Main thrust bearing axial displacement 1.1 mm
b) At the desired wing console press the CONTROL ACK. To Change from Remote to Local Turbine Control HP turbine vibration 100 µm
pushbutton. The indicator lamp will change to steady LP turbine vibration 150 µm
illumination and the wing console is now in command. In the event of the turbine remote control system failing, control can be taken
from the machinery side (MS). Main reduction gearing vibration 7 mm/s
To return to wheelhouse control, after matching the levers, the control Bearing LO high temperature TX-147 50°C
position selector switch on the wheelhouse console should be returned to a) At the main turbine emergency panel, turn the CONTROL Gearing LO low pressure MT049 0.7 bar
the WHEELHOUSE position. The wheelhouse console assumes immediate POSITION switch to the M/S position. Main condenser high level alarm MT-161 +250 mm
command and the wing console indicator lamp extinguishes immediately. The Main condenser low level alarm LX-161 -110 mm
wheelhouse control indicator lamp will flicker for 2 seconds before going to b) The engine control room will answer the machine side control
signal by pressing the M/S pushbutton on the main turbine HP/LP turbine and thrust bearing temperature 75°C
steady illumination.
control console. TX-151~155
Main gear bearing TX159 55°C
Transfer of Control from the Bridge to the Engine Control c) Pull out the lock pin on the manoeuvring valve and turn the Main thrust bearing TAH160~1 55°C
Room valve carefully in the direction required, ahead steam or astern Inlet steam temperature TX141 530°C
steam.
LP turbine exhaust chamber temperature high TX145 150°C
a) Telephone contact between the bridge and engine control room
establishes the need to transfer control. d) Answer the telegraph by pressing the REPLY pushbutton on Astern steam temperature high TX127 350°C
the telegraph panel. The telegraph will sound until the REPLY Inlet steam pressure low PX-121 53.5 bar
b) The telegraph levers in all locations must be in the same button is pressed. Inlet steam pressure high PX-121 60 bar
positions. This can be checked by observing the pointers
indicating the current telegraph position and the remote
telegraph position. When the levers are all correctly positioned
Direct Control
the MATCHING lamp is lit.
This is achieved by first changing the main turbine control mode from LEVER
control (telegraph control) to DIRECT control, using the switches on the
c) The engine control room control location switch is moved from
ECC5-1 console. The manoeuvring valve servomotor can now be controlled
Wheelhouse to ECR.
to move the pilot piston to direct oil to the power piston and either open the
ahead or astern steam valve.
The WHEELHOUSE CONTROL indicator lamp flickers for two seconds and
the buzzer sounds. The main turbine can now be controlled from the engine
control room. Alarms and Trips
d) The bridge operator acknowledges the change of control location The main turbine is protected by alarms and trips which can be viewed through
by moving the wheelhouse console location switch from to the IAS system. These are listed as follows.
Wheelhouse to ECR and pressing the ACKNOWLEDGE
pushbutton.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.2 - Page 5 of 6
 Methane Nile Eagle Machinery Operating Manual
Trips Bleed Valves Control
No. Description Set Point The HP, IP and LP bleed steam valves are set to open at pressures that will
1 Manual emergency trip (ahead and astern) supplement the auxiliary steam systems in the engine room.
2 Overspeed trip mechanical/electrical/astern 103.5/101.1/
71.8 rpm Bypass Switches
3 LO pressure low low PS-69 0.5 bar These are fitted to the following controls:
4 Control oil pressure low low PS-70/ 2.0 bar • Overspeed preventer - never used, except in an extreme
5 Main condenser vacuum low low VX-129 300 mmHg emergency.
6 Main condenser hotwell level very high FS-161A N +500 mm • Program control - used when a quicker response is required
7 HP turbine rotor excessive axial displacement 1.0 mm during the initial full away period when the turbine’s speed is
8 LP turbine rotor excessive axial displacement 1.0 mm being increased gradually.
9 Main thrust bearing excessive axial displacement 1.6 mm • Program interlock - used should the increase in speed program
10 HP turbine rotor excessive vibration 130 µm become locked. Direct control of the manoeuvring valve can be
11 LP turbine rotor excessive vibration 180 µm taken to continue with the speed increase.
12 Main reduction gearing excessive vibration 18 mm/s • Automatic slowdown override - used when it is determined that
13 Turning gear engaged a slow down in the vessel’s speed would endanger the vessel.
14 Both boilers tripped • Emergency trip override - used when it is determined that a
15 Boiler drum level high high +200mm slowdown in the vessel’s speed would endanger the vessel. This
16 Power failure switch will not operate if the servo LO pressure is missing.
17 Emergency manoeuvring handle not in neutral
position Rpm Feedback Control
18 Safety system power failure The speed of the propeller shaft is monitored and fed back to the main turbine
19 Auto spinning overspeed 12 rpm control system, to ensure that the turbine speeds are maintained within the
20 Warming through overspeed 12 rpm recommended safe parameters.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.4.2 - Page 6 of 6
3.5 Bow Thruster

Illustrations

3.5a Bow Thruster System

3.5b Bow Thruster Control Panel

Section 3
Main Machinery and Control
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.5a Bow Thruster System
Hydraulic
Oil Gravity Tank
Portable Box Portable Box
Wheelhouse Control Panel Hydraulic Unit
for Bridge Wing Control for Bridge Wing Control
Manoeuvring Manoeuvring
Dial Dial
THRUSTER CONTROLLER
AC SOURCE FAIL CONT SOURCE ON CONT. STATION P N S
P N S DC SOURCE FAIL POWER AVAILALBE P N S
P N S OIL LOW LEVEL MAIN SOURCE ON W/H PORTABLE
THRUSTER

Pitch Indicator
REQUEST

OIL LOW PRESS FAN RUN PORT 0 STBD

PORT 0 STBD OIL PUMP OVER LOAD READY TO START PORT
5
0STBD
5
PORT 0 STBD
MAIN MOTOR START FAIL MOTOR FULL LOAD 5 5

(On Conning Display) PI

5 5
5 5 MAIN MOTOR OVER LOAD HYD PP SOURCE ON CONT MODE
MAIN MOTOR TRIP OIL PUMP RUN 10 10
NON 10 10
10 10 M/M INSULATION LOW FOLLOW
FOLLOW EMERGENCY
10 10 UP
UP STOP

SYSTEM ABNORMAL
PITCH INDICATOR
LAMP
DARK BRIGHT BUZZER BUZZER 10 5 0 5 10
TEST STOP

TURN TO PORT 0 TURN TO STBD

OPERATION MODE
5 5
CONT STOP
AUX THRUSTER
SOURCE (TRIP
RUN RUN
(ON/OFF) RESET)

10 10

! CAUTION M
1. DON'T USE THE THRUSTER OVER AT THE PORT STBD
SHIPS SPEED OVER 5 KNOTS

2. SET THE CONTROL DIAL AT THE SAME

POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.

KAWASAKI
HEAVY INDUSTRIES. LTD.

Junction Box Junction Box

(Port) (Starboard)

TI

Overload
Wheelhouse Portable Box Protection
Setting Dial

Overload M Main Motor

Protection Blade Angle
Switch Amplifier Transmitter
Control Position Control Mode
Changeover Changeover
(Relay Circuit) (Relay Circuit)
Amplifier

Port
Maximum
Amplifier Limit
Power Source Unit
Starboard
Maximum
Limit

Key
Port Maximum Starboard Maximum Zero Pitch Detector
Hydraulic Oil Pitch Detector Pitch Detector

Thruster Unit
Electrical Signal

Instrumentation

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.5 - Page 1 of 3

3.5 Bow Thruster
Bow Thruster
Maker: Kawasaki Heavy Industries
No. of sets: 1
Thruster
Type: Kawasaki KT-255B3
Motor: 2500 kW
Propeller diameter: 2.85 m
Propeller speed: 245 rpm
Input shaft speed: 880 rpm
Nominal thrust: 36.5 tonnes
Maximum blade angle: ±25°
Remote control type: Electrical - hydraulic
Oil Service Pump
Type: B38-4L2FMT234 - screw type
Discharge pressure: 45 bar at 51.7 litres/min
Motor: 440 V, 7.5 kW at 1720 rpm
Introduction
The purpose of the bow thruster is to turn the ship when operating at slow
speeds or when not under way, to keep the ship in position in a cross wind
and to move the ship towards or away from a mooring position as required.
The thrust is produced by rotation of a propeller unit which is housed in a
transverse cylindrical ducting; the propeller unit being rotated by means of a
vertical electric motor via bevel gears. The propeller blade pitch is controllable
in order to obtain the desired magnitude and direction of thrust.
The thruster comprises of a number of separate sections:
• The electric motor unit with drive shaft and bevel gearing
driving the propeller unit hub
• The propeller unit with blades mounted in the hub
• The hydraulic unit which changes the pitch of the propeller
blades
• The control system which regulates the blade pitch in accordance
with demand from the bridge.
Issue: Final Draft - October 2007
Methane Nile Eagle
At speeds greater than 5 knots there is a risk of drawing air into the thruster,
particularly when operating at shallow draught, and that will degrade the
performance and can cause cavitation damage. The drawing in of air can be
detected by the fluctuation (hunting) of the main motor ammeter reading and
should be avoided.
Side Thruster Unit
Power is transmitted from the electric motor through the flexible coupling,
input shaft and bevel gears to the propeller shaft, rotating the propeller in a
constant direction.
The propeller part consists of four propeller blades, a propeller hub with a
hydraulic servomotor and the sliding block mechanism. The propeller blades
are connected to blade carriers by blade bolts and this assures easy exchange
of blades in the thruster tunnel. The gear case, which carries the propeller parts,
is connected to the thruster tube by bolts and this assures easy overhauling of
all parts inside the tube.
Pressurised oil from the solenoid valve is fed to the hydraulic servomotor
through the tubes and annular space in the propeller shaft, resulting in the
reciprocating movement of the servomotor piston. This movement of the
piston is converted into rotary movement of the blades by the sliding block
mechanism. The vent side of the servomotor piston drains, via the solenoid
valve, to the gear case. From this pressurised gear case, oil returns to the header
tank. The main actuator power pack pump takes oil from the header tank and
supplies it to the thruster unit via the solenoid control valves. The hydraulic
power pack unit provides oil under pressure and this is used to change the pitch
of the thruster unit blades.
A shaft sealing mechanism is attached to the gear case in order to prevent
leakage of oil out of the system.
A hand pump is provided for draining the thruster unit and testing for water
ingress.
Lubricating Device
The bevel gear and all the bearings inside the gear case are lubricated by the
bath lubricating method.
The lubricating oil in the gear case is slightly pressurised by the connection
with the gravity tank which is provided above the load waterline to prevent sea
water from leaking into the oil system.
Pitch Control Device
The device consists of a remote control system for controlling the propeller
pitch and a hydraulic unit for regulating the blade angle.
IMO Number: 9321770
Machinery Operating Manual
Remote Control System
The remote control system is of the electrical type, and serves to transmit the
command to change propeller pitch given through the control dial on the bridge.
A solenoid valve will operate to adjust the propeller blade angle accordingly
and hold the propeller pitch. A blade angle indicator is incorporated in the
bridge control panel.
Hydraulic Unit
The hydraulic unit consists of a hydraulic pump, solenoid valve, relief valve
and check valve.
When the command to change the propeller pitch is given, two servo cylinders
are activated as oil is transferred from one side of the servo motor to the other,
which will change the blade angle to the required angle.
Operating Limits
The thruster units must operate within specific limits of draught and speed. The
draught of the ship at the thruster must exceed 4.0 m and the ship must not be
operating above 5 knots. If the limit in either case is exceeded there is a risk of
air being drawn into the thruster unit and this can result in blade cavitation or
vibration. The drawing in of air is marked by a change in load on the thruster
and by hunting of the main motor ammeter.
CAUTION
It is important to note that if the vessel’s speed is above 5 knots and
cavitation occurs the resultant vibration is increased. Hence, the thruster
must not be operated when the vessel’s speed is greater than 5 knots.
Before changing over the control position from the wheelhouse to the bridge
wings, or vice versa, ensure that the control lever position and the load
indicator read out correspond to each other.
The main motor must only be started when the blades are in the neutral zone
(zero pitch) or in the allowable zone (blade pitch of ±3°). The system is
interlocked to prevent the main motor from starting if the blade pitch is outside
the set limits. Interlock switches also prevent the main motor from starting if
the exhaust fan has stopped, if the power pack gravity tank level is low or if the
control oil pressure is low. It must also be ensured that the load dependant stop
of the operating generator units is disabled to prevent accidental shut down.
CAUTION
Due to the danger of overloading the electrical systems, no more than
six starts should be attempted within one hour, or more than two
consecutive starts.
Section 3.5 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
Procedure for Operating the Thruster Units c) Press the AUX RUN. Illustration 3.5b Bow Thruster Control Panel

Manipulation of the switches and thruster components is normally only d) Press the THRUSTER REQUEST button.
undertaken from the bridge. To provide the bridge with system control the THRUSTER CONTROLLER
LOCAL/REMOTE switch on the motor control panel must be switched to the The signal is sent for the fan and oil pump to start and the system checks
REMOTE position. Normally the command to start or stop the thruster unit if sufficient power is available (there is an interlock to ensure at least two AC SOURCE FAIL CONT SOURCE ON CONT. STATION

would be made from the bridge control console. The thruster can be controlled generators are on-line). Once all pre-start conditions have been satisfied, the DC SOURCE FAIL POWER AVAILABLE THRUSTER

OIL LOW LEVEL MAIN SOURCE ON W/H PORTABLE

remotely from the bridge control console or either of the bridge wing consoles. FAN RUN, OIL PUMP RUN and READY TO START indicator lamps will REQUEST

In an emergency the thruster unit would be stopped using the emergency stop be illuminated. OIL LOW PRESS FAN RUN
button situated on thruster control panel on the bridge control console and OIL PUMP OVER LOAD READY TO START
bridge wing control stands. e) Press the THRUSTER RUN button. MAIN MOTOR START FAIL MOTOR FULL LOAD
MAIN MOTOR OVER LOAD HYD PP SOURCE ON CONT MODE
f) Turn the pitch control lever to alter the blade angle to the MAIN MOTOR TRIP OIL PUMP RUN
Thruster Control Panel
desired position. The thruster will now assist the movement of M/M INSULATION LOW
NON
FOLLOW
FOLLOW EMERGENCY
UP STOP
The thruster control panel has a number of system abnormal alarms. These the bow in the required direction. UP

include:
The unit is usually operated in the follow-up mode, if the non follow up SYSTEM ABNORMAL
• AC SOURCE FAIL PITCH INDICATOR
mode is selected the right and left arrow buttons at the bottom of the control LAMP
• DC SOURCE FAIL panel are used to operate the unit. DARK BRIGHT BUZZER BUZZER 10 5 0 5 10
TEST STOP

• OIL LOW LEVEL TURN TO PORT 0 TURN TO STBD

To transfer control to the control position, the portable control box must OPERATION MODE
• OIL LOW PRESSURE first be connected at the desired control position on the bridge wing. Before 5 5
CONT STOP
• OIL PUMP OVERLOAD transferring control, it is necessary to ensure that the pitch control on the SOURCE (TRIP
AUX
RUN
THRUSTER
RUN
wheelhouse panel and the portable hand control are in the same position. (ON/OFF) RESET)
• MAIN MOTOR START FAIL 10 10
Once this has been checked, the PORTABLE pushbutton on the wheelhouse
• MAIN MOTOR OVERLOAD panel should be pressed. The portable control box now has control.
! CAUTION
• MAIN MOTOR TRIP
To return to wheelhouse panel control, it should again be checked that the 1. DON'T USE THE THRUSTER OVER AT THE PORT STBD
• MAIN MOTOR INSULATION LOW pitch control on the wheelhouse panel and the portable hand control are in SHIPS SPEED OVER 5 KNOTS

• SYSTEM ABNORMAL the same position, then the W/H pushbutton pressed. 2. SET THE CONTROL DIAL AT THE SAME
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.
An emergency stop button is incorporated in the panel. Stopping the Thruster
KAWASAKI
a) Turn the pitch control lever to alter the blade angle to zero HEAVY INDUSTRIES. LTD.
Note: The main motor must not be restarted after stopping until the pitch.
transformer has had a chance to cool; a period of about 30 minutes is required
for cooling. b) Press the STOP button. The thruster, oil pump and fan
will all stop automatically and the indicator lamps will be
Starting and Stopping of the Thruster Unit extinguished.

Sequential Start c) Press the control power switch to the OFF position.
a) After ensuring that the load dependant stop of the generators
has been disabled, press the control power source switch to the Alarms
ON position. The ON indicator lamp will now be illuminated. Tag Description High
CM174 Bow thruster room air temperature 95°C
b) The OIL LOW PRESSURE is illuminated and an audible alarm
activated, press the BUZZER STOP. CM180 Bow thruster motor R winding temperature 140°C
CM181 Bow thruster motor S winding temperature 140°C
CM182 Bow thruster motor T winding temperature 140°C

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.5 - Page 3 of 3
3.6 Hydraulic Remote Valve Operating System

Illustrations

3.6a Hydraulic Remote Valve Operating System

Section 3
Main Machinery and Control
 Methane Nile Eagle Machinery Operating Manual
Illustration 3.6a Hydraulic Remote Valve Operating System
Hydraulic Power Pack Unit
SP574F
Cross-Connection SP575F
to/from SP576F
Cargo System OF532F
OF533F
OF534F

SP571F
SP572F
SP573F OF511F Bosun's Store
Accummulators
FD571F OF501F
for Ship Side CL
FD572F
Valves BW
50 Ltr Each 2H 1H No.4A Water No.4F Water No.3 Water No.2 Water No.1 Water
Forward
Ballast Ballast Ballast Ballast Ballast
Water
Solenoid Solenoid Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S)
Ballast
Valve Board Valve Board Fore
Tank (P & S) Peak
Tank

No.1 Cofferdam Bow Thruster and

BA522F BA518F BA514F BA510F BA506F BA502F Room Forward Pump Room
BA026F BA001F BA015F BA523F BA519F BA515F BA511F BA507F BA503F Room
BA029F BA002F BA016F BA524F BA520F BA516F BA512F BA508F BA504F
BA100F BA003F BA020F BA525F BA521F BA517F BA513F BA509F BA505F
WS001F BA006F BA025F
WS002F BA007F BA027F
WS003F BA008F BA031F
WS004F BA009F BA032F Key
WS005F BA010F WS009F
Accumulator Stand Hydraulic Oil
WS006F BA011F WS012F
WS023F BA012F FD010F N2 Gas 65.7 bar Nitrogen
WS420F BA013F
WS421F BA014F Nitrogen Position Control
To/From Hydraulic System
HYDRAULIC POWER Type Valve
Engine Room Hold 50L
PACK ROOM

Hydraulic Power Hydraulic Pump Room - Port Side of Upper Deck

Unit for Ballast, Fuel Oil
and Sea Water Valves Clean Dirty
Tank Tank HG532F
(1900 L) (1250 L) HG541F

HG531F
Standby
Pump HG546F HG HG HG547F
HG540F
Cut-In 535F 534F
HG536F HG533F
PAH PAL PS Cross-Connection to/from Air
Cargo System
To Engine
Room
PT PI Hydraulic Hydraulic
IAS Air Driven
Power Unit Power Unit
No.1 Main No.2 Main Topping Up No. 1 No. 2 Pump
for Cargo for Ballast
Pump Pump Pump (5 m3/h x 2 bar)
(1740 L) (1000 L)
(9 kW) (9 kW) (4.8 kW)
M M M HG537F
Filling (See Opposite)
TI
HG538F HG539F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.6 - Page 1 of 3

3.6 Hydraulic Remote Valve Operating
System
Hydraulic Valve Equipment
Maker: Amri-Seil
Operating pressure: 120 bar
Relief valve pressure: 140 bar
Introduction
All the valves necessary for the operation of the cargo, ballast fuel oil and sea
water system are hydraulically operated by separate hydraulic power packs,
which can if necessary be cross-connected in an emergency. The power packs
are situated in the hydraulic power pack room on the port side of the upper
deck. Control of the power packs and valve operation is from the IAS graphic
screens at an operator station which has command of those functions.
System valves which are the Open/Shut type have limit switches which give
indication of the valves position on the relevant IAS screen. Proportional
control valves give an indication on the relevant IAS screen of the valve’s
position, 0 to 100%.
In the event that a hydraulically operated valve cannot be operated from an
IAS screen, it is possible to manoeuvre a valve by using the pushbuttons on the
individual solenoids at the relevant solenoid valve box. Each solenoid valve
box has a flow meter in order to give indication to the operator that a valve is
moving under these emergency operations. When the pushbuttons are operated
a flow should be indicated, when the flow stops it should be assumed that
the valve has reached the full length of its travel, and therefore the solenoid
pushbutton can be released.
Ballast, FO and Engine Room Ship Side Valve System
The unit consists of a 1,000 litre oil tank, with the two main and one topping
up pumps situated on top of the tank. Each main pump has a delivery rate of
24 litres/min at pressure of 120 bar. During normal operations, only one pump
is required to meet the demand, while the second pump is put on automatic
standby cut in mode and will cut in when the system pressure is reduced to
100 bar. If the standby pump cuts in on low system pressure the running pump
will be stopped. The topping up pump is normally used to maintain the system
pressure outside of general operations when no valve movement is required.
Changeover from the topping up pump to the duty pump must be carried out
manually from the IAS Ballast & Cargo Hydraulics screen.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Most remotely operated valves are piston operated. Some are hydraulic motor j) Each day press the LAMP TEST button in order to check that
operated. The supply oil is distributed to two solenoid valve cabinets situated the lamps are illuminating.
in the engine room, 2H and 1H. The operation of the valves is conducted from
the IAS graphic screens at a command operator station. The ballast, FO and The sea water ship side valves which can be operated by the hydraulic power
SW hydraulic system has one 50 litre accumulator, which has the capacity to pack system have local manual hand pumps fitted. In the event that the power
open or close three of the largest butterfly type valves within one minute. A pack system is not functioning it is still possible to open or close the sea water
further three accumulators are found at solenoid rack 2H for the exclusive use ship’s side valves from the local hand pump position.
of the ship’s side valves in an emergency. The accumulators are sufficient to
operate all of the ship side valves from open to close.
Auxiliary Local Hand Pump
Maker: Amri - Seil
Procedure for Operating the Remote Valve Operating System Model: SS-SHP-05
a) Ensure that the oil system is fully charged and that there are no Capacity: 11.3 ml/stroke
leaks evident. Maximum pressure: 130 bar
b) Turn the power switch for both of the main pumps and the
topping up pump to the ON position, ensure that the power Procedure to Operate the Local Hand Pumps
light illuminates on each pump panel.
a) At the local hand pump check the oil level in the reservoir, if
c) With the running selection switch in LOCAL, press the necessary top up with the correct grade of oil.
start button on the selected operating pump, ensure that the
RUNNING light illuminates when the pump is running. b) Close the column isolating valves.
d) Check the pressure rise on the pressure gauge and check that the c) Connect the emergency hand pump with the connection block
pump self-regulating system maintains 120 bar. on the pressure and return lines.
e) Stop the pump and change the running condition switch for d) For open/closed valves, press the MANUAL OVERRIDE
each pump to REMOTE. pushbutton once and operate the hand pump to achieve the
desired position.
f) On an IAS screen in command, select the BALLAST menu,
from the sub menu screen options on the right hand side select e) For intermediate position valves, press the MANUAL
HYDRAULICS, this will give the operator the options of OVERRIDE pushbutton continuously and operate the
selecting the Duty/Standby configuration of the main pumps hand pump to achieve the desired position, then release the
for both the cargo and ballast system hydraulic power packs. pushbutton..
g) The system is now ready for operation. Start the topping up
pump, the operating system pressure will now be maintained. If
a pump is left in LOCAL control at the main panel, an ‘L’ will
appear on screen next to the pump, an ‘a’ will appear when the
pump is in automatic operation.
h) When it is necessary to operate any hydraulic system valves,
stop the topping up pump and start the duty main pump. Press
the OPEN or CLOSE buttons for the selected valves on the
mimic screens in order to open or close the selected valves
when setting the pipeline system.
i) When the pipeline is set, check that the system is pumping as
intended.
IMO Number: 9321770 Section 3.6 - Page 2 of 3
 Methane Nile Eagle Machinery Operating Manual
Alarm Settings Ballast System (Hold)
Alarm Set Running BA502F, BA503F, BA504F, BA505F, BA506F, BA507F, BA508F, BA509F,
Pump Trip BA510F, BA511F, BA512F, BA513F, BA514F, BA515F, BA516F, BA517F,
High pressure 130 bar BA518F, BA519F, BA520F, BA521F, BA522F, BA523F, BA524F, BA525F.
Low pressure 90 bar
Normal working pressure 120 bar Fuel System (Hold)
Relief valve pressure 140 bar OF501F, OF532F, OF533F, OF534F, OF511F.
High temperature 60°C
Pump standby auto start 100 bar Fire and Washdeck System (Hold)
Low level alarm 580 litres FD571F, FD572F
Low low level alarm 390 litres
Filter clogged 2 bar Water Spray System
Motor defect Yes Yes SP571F, SP572F, SP573F, SP574F, SP575F, SP576F.

No.2H Solenoid Valve Cabinet (Ship's Side Valves)

Description Valve
Low sea suction centre WS001F
High sea water suction starboard WS002F
Low sea water suction starboard WS003F
High sea water suction port WS004F
Auxiliary condenser overboard WS023F
IG generator overboard WS006F
Port ballast overboard BA026F
Starboard ballast overboard BA029F
Central SW coolers overboard WS005F
Ballast eductor overboard BA100F
Scoop inlet valve WS420F
Scoop outlet valve WS421F

No.1H Solenoid Valve Cabinet (Ballast, SW Cooling and FO

Valves)

Ballast System (Engine Room)

BA001F, BA002F, BA003F, BA006F, BA007F, BA008F, BA009F, BA010F,
BA011F, BA012F, BA013F, BA014F, BA015F, BA016F, BA020F, BA025F,
BA027F, BA031F, BA032F

Sea Water Cooling (Engine Room)

WS009F, WS012F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 3.6 - Page 3 of 3
Section 4: Emergency Procedures

4.1 Flooding in the Engine Room

4.2 Steaming on One Boiler

4.3 Emergency Operation of the Main Turbine

(Sole Running of High Pressure Turbine/Low Pressure
Turbine)

4.4 To Operate Both Boilers on One Forced Draught Fan

(Port and Starboard)

4.5 Emergency Steering

4.6 One Boiler Cold Start Using the Cold Start Feed Water
Pump

Illustrations

4.3a Emergency Operation of the Main Turbines

4.4a To Operate Both Boilers on One Forced Draught Fan

(Port and Starboard)

4.4b Forced Draught Fan Local Panel

4.5a Steering Gear - Emergency Operation Valve Positioning

Plan

4.6a One Boiler Cold Start Procedure

Section 4
Emergency Procedures

4.1 Flooding in THE Engine Room
Flooding in the engine room may occur due to a defect in the hull structure,
possibly due to grounding, berthing or collision damage, or, more likely, due
to a defect in the sea water pipeline system.
Measures to Prevent or Alleviate Flooding
• Maintain pipelines externally, tighten slack supports and replace
broken U bolts on pipe brackets to minimise fretting in way of
supports.
• Operate all ship’s side valves regularly, so that they can be
operated easily when required. Valves such as fire pump suction
valves, which are normally open, should be closed and reopened
regularly to prevent a build up of marine growth.
• Before opening sea water filters for cleaning, make sure the
shut off valves are tight by opening the vent in the cover. In any
case, break the cover joint before removing all cover bolts. The
same applies when opening coolers and pipelines anywhere in
the system.
• Care must always be taken when removing covers or opening
any part of the sea water pipe system as valves which are
indicated as being closed my not be fully closed. Where gate
valves or through cocks are used for draining and venting, prove
them clear by rodding before removing covers.
Methane Nile Eagle
Pumps Available for Bilge Pumping Duties
Engine Room Bilge Pump
This pump can take suction from the bilge main. Please refer to section 2.8.1
of this manual for details of the operation of the bilge pump.
No.1 (Port Outboard) Bilge, Fire and General Service Pump
This pump can take direct suction from the port forward bilge well via BG059F
and the bilge main via cross-connecting valve BG058F. Both suctions are
drawn through common pump suction valve BG001F.
No.2 (Port Inboard) Bilge, Fire and General Service Pump
This pump can take direct suction from the bilge main and also the port
forward bilge well direct suction BG059F via cross-connecting valve BG058F.
Both are drawn through suction valve BG002F.
No.1 Main Cooling Sea Water Pump
This pump takes suction from its own emergency bilge suction valve WS024F,
which is operated by an extended spindle above the floor plate level. Please
refer to the text below for details of the operation of this pump.
Ship’s Side Valves
All main ship’s side valves including circulating/cooling system suctions and
discharges can be closed in a group from the fire control station utilising the
emergency ship’s side valve closing switch. This group command controls the
following valves:
Machinery Operating Manual
In the event that a ship’s side valve fails to operate from the fire control
station, it is possible to manoeuvre that valve by using the pushbuttons on
the individual solenoids at the No.2 solenoid cabinet which is located on the
2nd deck, port side outside the control room. Each solenoid valve box has a
flow meter in order to give indication to the operator that a valve is moving
under these emergency operations. When the pushbuttons are operated a flow
should be indicated, when the flow stops it should be assumed that the valve
has reached the full length of its travel, and therefore the solenoid pushbutton
can be released.
Should the power fail, the ship’s side valve system is provided with three
accumulators which store sufficient hydraulic power to operate all of the
ship side valves from open to close. The ship’s side valve emergency
closing electrical circuit is fed from an emergency supply and should remain
operational.
Other options for the operation of the valves include individual commands
through the IAS or local operation using the dedicated hydraulic hand pump
provided for each ship’s side valve. Ship’s side valves should be operated with
due consideration to the operating status of the plant system as a group closure
will put the ship onto emergency power.
Bilge Suction Strainers
Bilge suction strainers should be checked and cleaned whenever the
opportunity arises. Frequent checking and cleaning will reduce the risk of a
strainer becoming blocked and difficult to clear due to subsequent flooding.
It is important to lower any bilge well that is in alarm to the empty level as
soon as possible to give as much warning as possible should a flooding event
occur.

• If the source of ingress is rapid and cannot be identified, shut all Description Valve
remote operated sea and shipside valves. This action assumes Low sea suction centre WS001F
that the levels have reached above the floor plates. Shipside High sea water suction starboard WS002F
valves can be closed using the local hand pump if required. Low sea water suction starboard WS003F
High sea water suction port WS004F
• Personnel should be familiar with the position of bilge suctions Auxiliary condenser overboard WS023F
and the pumps that can be utilised for bilge pumping duties. IG generator overboard WS006F
They should also be familiar with the position of main sea
Port ballast overboard BA026F
suction and overboard valves and know which main suction is
currently in use. All remotely operated ship’s side valves can Starboard ballast overboard BA029F
all be closed in an emergency from a control switch in the fire Central SW coolers overboard WS005F
control station on the upper deck. Ballast eductor overboard BA100F
Scoop inlet valve WS420F
• The emergency bilge suction valve should be operated on a Scoop outlet valve WS421F
regular basis. Double bottom sounding pipe cocks and caps
should be secured after use.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.1 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
Emergency Procedure for Pumping Bilges using the No.1 Main WARNING
Cooling Sea Water Pump When the pump has picked up suction on the bilges and the flood level is
under control, it is important that the No.1 main cooling sea water pump
The No.1 main cooling sea water pump can be used to pump the bilges directly
is not allowed to lose suction on the flood water. The sea water suction
overboard and therefore must only be used in an emergency. As this pump is
valve WS021F should be utilised to control the rate at which flood water
for emergency bilge pumping duties only, there is no 15 ppm monitor located
is removed until such times as the source of the flooding is identified and
in the discharge line. Flooding will either be visually detected or will shortly
eliminated.
be picked up by the engine room bilge well alarm system. For this reason, it is
important that any anomaly with the bilge alarm system, such as a unexpected/
repeating alarm or an alarm which refuses to clear is visually checked by the
duty engineer.

a) Once the duty engineer has established that there is a flooding

situation, they should proceed immediately to the nearest
telephone and inform the bridge of the situation. The duty
officer on the bridge should be instructed to raise the alarm.

b) The duty engineer officer should immediately start No.1 main

cooling sea water pump if not already running and shut down
No.2 main cooling sea water pump as required, using the
IAS or local pushbuttons should the IAS fail for any reason.
They should then proceed immediately to No.1 main cooling
sea water pump and open the emergency bilge suction valve
WS024F and close the suction valve WS021F.

It should be noted that the duty engineer could also call the Cargo Control
Room if they suspect the wheelhouse to be empty, or activate the general alarm
if no reply is received.

It should be further noted that, as the main cooling sea water system is in
constant use, there should be no requirement to open any overboard suction
or discharge valves. The No.1 main cooling sea water pump suction and
discharge valves should be open as the pump will either be running or in
automatic standby.

Should the No.1 main cooling sea water pump fail to start from the IAS, it can
be started locally by changing to LOCAL control at the No.2 main switchboard
starter panel REM545, then starting the pump from the local position.

CAUTION
Before any bilges are pumped directly overboard, it must be ensured that
no local or international anti-pollution regulations will be contravened
except where safety of the ship or personnel is involved. Pumping
machinery spaces bilges overboard must be conducted using an oil
content monitor EXCEPT in an emergency ONLY.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.1 - Page 2 of 2

4.2 Steaming on One Boiler
Introduction
If a boiler is shut down due to a failure in any of its systems, then the main
turbines can still be operated but at a much reduced power. It may not be
possible to use all of the cargo normal boil-off gas (BOG) in the remaining
boiler, and facilities for disposal of BOG will be limited by the maximum
steaming rate of the online boiler. After a period of time under these conditions
it might be necessary to vent the excess BOG gas to maintain tank pressures
within the designated limits. (See cargo manual section 4.13 for the pressure
relief system).
Maximum evaporation for each boiler is approximately 52,000 kg/h for 100%
MCR. Individual circumstances will dictate where the steam produced is used,
and selected non-essential services should be shut down as required, depending
upon prevailing circumstances.
It may be possible to shut down the turbine generator and use the diesel
generator. Prolonged use of the diesel generator will require close supervision
of the MDO system.
Shut down non-essential heating and evaporators if conditions permit and
reduce the electrical loading where possible.
Bleed steam will not be operational and will have been isolated due to
reduced steaming conditions. Basically, the circumstances encountered in
each particular case will dictate the steam usage, with priority being given to
essential services such as gland steam, feed pump, turbine generator and boil-
off/warm-up heaters.
In the event of a boiler shut down, planned or otherwise, the bridge must be
informed immediately.
The main turbine must be slowed down sufficiently to enable the remaining
boiler to be maintained within its operating parameters. Control of the boiler
coming out of service will be generally under manual operation and particular
care must be taken to ensure the remaining boiler controls and associated
systems function to compensate accordingly. The steaming rate of the
remaining boiler must be maintained below the design maximum.
During transition periods vigilance is necessary to ensure safe operation of the
plant, particularly with reference to water level control and firing rate.
When conditions have settled down, the faulty boiler can be shut down and
isolated. Depending on the type of fault and when the correct temperature
is reached, the boiler should then be either filled with water or emptied and
dried.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
As conditions stabilise, if required, a progressive increase of steam supply c) When the conditions have stabilised and the faulty boiler is on
to the main turbine may be possible until the maximum steaming rate is its minimum firing rate, shut it down and isolate it completely,
achieved. including the air heater.
d) Closely monitor the supply of the boil-off gas, and the condition
Operating Procedures of the remaining boiler.
Boiler Trips
e) Shut down as much steam using equipment or systems as
operationally possible. Reduce the electrical loading.
a) Inform the bridge of the problem and reduce the engine speed to
a rate which maintains steerage way but does not overload the
f) Keep the forced draught fan running on the faulty boiler to
remaining boiler.
cool it down or allow it to cool down naturally, depending on
circumstances. Either fill the boiler to the top of the gauge glass
b) Isolate the faulty boiler completely including the air heater.
or empty it out when cool.
Follow the instructions in section 3.3.3 Taking One Boiler Out
of Service of this manual.
g) When conditions have stabilised increase the main turbine steam
supply as required, loading the boiler up to but not exceeding
c) Keep a check on the gas boil-off situation as well as the
the maximum firing rate.
condition of the remaining boiler.
d) Shut down as much steam using equipment or systems as
possible. Reduce the electrical loading.
e) Reduce the cargo LD compressor load, only open the mast vents
in extreme conditions where the safety of the cargo containment
is concerned.
f) Keep the forced draught fan running on the faulty boiler to cool
it down, or allow it to cool down naturally. Either fill the boiler
to the top of the gauge glass or empty it out when cool. Ideally,
a boiler should be allowed to cool down over a period of at least
four hours.
g) When conditions have stabilised, increase the engine speed
as required up to the maximum firing rate on the remaining
boiler.
When a Boiler has to be Shut Down
a) Inform the bridge of the problem and reduce the engine speed to
a rate which maintains steerage way but does not overload the
remaining boiler.
b) Change over the control system to manual on the boiler to be
shut down and decrease its steaming rate, ensuring that the
remaining boiler is on automatic and takes up the load.
IMO Number: 9321770 Section 4.2 - Page 1 of 1
 Methane Nile Eagle Machinery Operating Manual
Illustration 4.3a Emergency Operation of the Main Turbines

Spectacle Flange I Spectacle Flange I

(Blank Side) (Blank Side) Emergency Desuperheated
Steam Line
Stop Valve
Spectacle Flange J Spectacle Flange J Spectacle Flange J
Stop DS013F
Blank Side Blank Side Blank Side
Valve (2nd Deck)
Ring Flange A Ring Flange A DS077F
Ring Flange B Blank Flange B

Spectacle Flange I
(Blank Side)

Blank Flange D Blank Flange D

Manoeuvring Manoeuvring
Valve Valve

Emergency
Orifice F
Pipe G
Blank Flange C HP Turbine HP Turbine
LP Turbine LP Turbine

Normal Operation Operation With HP Turbine Only Operation With LP Turbine Only

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.3 - Page 1 of 2

4.3 Emergency Operation of the Main
Turbines (Sole Running of High Pressure
or Low Pressure Turbine)
Introduction
If failure occurs in the HP or LP turbines or associated gearing, the pipelines
can be altered to allow either turbine to be operated singly at reduced power.
Some additional piping will have to be added in and some will have to be
blanked off. When the damage has been to the LP turbine and the ship is to be
operated on the HP turbine only, then no astern power will be available.
Any isolation of a main turbine is a major undertaking which should only be
undertaken as a last resort. The main turbine will need to be completely shut
down and the vessel immobilised for a considerable period. This operation
should only be undertaken after extensive reference to the manufacturer’s
literature. The operations described below are a general outline of the
procedure and are for quick-reference only.
WARNING
Any damage to the main plant must be thoroughly investigated to
establish the full extent of the damage prior to any attempt to restart part
of the system, as any single failure could have unexpected consequences
elsewhere in the plant. Failure to fully establish the true extent of any
damage may lead to further and more extensive failure of the plant.
Should a failure occur, it would be most likely that the ship would be at
sea. The turbines will therefore be hot and will need to be cooled for some
time before any work can be carried out. Unless internal mechanical damage
prevents it, the main turbine should be cooled down with the turning gear in
use prior to opening up for internal inspection work.
If it is impossible to cool the engine using the turning gear, care must be
taken when starting the usable turbine. It should be run at low revolutions for
several hours in order to straighten out any bowing of the rotor which may
have occurred during cool down whilst stationary. If vibrations occur when
increasing speed, decrease the speed until the vibrations stop and allow the
temperature of the rotor to stabilise. Speed can then be increased slowly to the
maximum permitted value.
Failure of Bridge/Remote Control
If a failure occurs with the bridge control, engine control room control or the
hydraulic servomotor system for the manoeuvring valves, then these can be put
into manual operation and controlled locally through the manoeuvring valve
hand operating handle. This procedure is described in detail in section 3.4.2 of
this manual.
Issue: Final Draft - October 2007
Methane Nile Eagle
Operating with the High Pressure Turbine Only
See illustration 4.3a
a) To avoid turning the LP turbine, disconnect the coupling
between the LP turbine and the first pinion by removing the
reamer bolts from the flange of the claw coupling.
b) Remove the ring flange B from the crossover pipe and insert a
blank flange.
c) Remove the blank flange C from the crossover pipe and the
blank flange D from the lower exhaust casing.
d) Connect the HP turbine exhaust directly to the LP turbine
exhaust casing using the emergency piping G.
e) Insert an orifice F between the crossover pipe and the emergency
piping.
f) Manually close the astern guard valve.
CAUTION
The LP astern turbine cannot be used so an astern movement is not
possible.
g) Manually open the ahead manoeuvring valve to operate the
turbine.
Note: Turn the LP turbine rotor 180° once every 6 hours to prevent any
deflection. Use the water spray in the LP turbine exhaust chamber to prevent
any overheating of the exhaust casing.
IMO Number: 9321770
Machinery Operating Manual
Operating with the Low Pressure Turbine Only
a) To avoid turning the HP turbine, disconnect the coupling
between the HP turbine and the first pinion by removing the
reamer bolts from the flange of the claw coupling.
b) Remove the ring flange A from the crossover pipe and insert a
blank flange E.
c) Rotate the spectacle flanges I and J in the emergency piping
from the blank area to the orifice area in the pipe.
d) Close the superheated steam stop valves SS001F and SS002F and
only use desuperheated steam under emergency conditions.
e) Ahead running can be carried out by opening the desuperheated
steam stop valve, DS013F on the 2nd deck level and controlling
the ahead steam by opening valve DS077F on the main turbine
level and astern running will be carried out by opening the
astern manoeuvring valve at the engine side.
CAUTION
The steam chest pressure of the LP turbine must not exceed 3.40 bar.
Maximum output is limited due to the following:
• To protect the reduction gearing teeth from overload
• Boiler capacity
• Heat balance flow
The follow conditions will apply during emergency running
HP Turbine in use LP Turbine in use
Steam condition 38 bar at 510°C 3.4 bar at 191°C
Output 11,730 PS 12,350 PS
rpm 60 61
Section 4.3 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 4.4a To Operate Both Boilers on One Forced Draught Fan (Port and Starboard)

VC
BGB ZI ZI
BC047 BC047

Control Air ZS

Crossover Trunking

ZI ZI Normally Closed ZI ZI
ZS ZS
BS059 BS059 BP059 BP059
VC No.01 VC

ZS
ZI ZI No.21 BGB BGB No.11 ZI ZI
ZS
BS366 BS101 BP101 BP101
PI PI
PT PT
No.22 BGB Control Air Control Air BGB No.12
TI PI PI TI
VC
BS053 Gas Detector BP217 BP053

TIAH VC TIAH
TT Gas Detector TT
BS015 BS217 BP015
MC
PP051

From ACC From ACC

Starboard Port
Forced Forced
Draught I I Draught
P P
Fan Vane Vane Fan
Positioning Unit Positioning Unit
Control Air Control Air

VC ZI ZI VC
BGB BS069 B Deck Level BP068 BGB
Port Starboard
Boiler Boiler
Air Heater Air Heater

To Boiler To Boiler
Key
Normal Air Flow

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.4 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
4.4 To Operate Both Boilers on One Forced j) Adjust the atomising steam pressure to achieve 4 bar after the
Draught Fan (Port and Starboard) opening of the FO piston valves.

k) If ignition fails, both boilers must be tripped.

Forced Draught Fans
Maker: Osaka Blower Co. l) As the ACC is in MANUAL operation, combustion must be
Type: TACS - 1140 - 2 speed monitored and adjusted using the smoke monitor and the O2
meter to maintain efficient combustion.
Motor: 270/115 kW
Capacity: 1820/910 m3/minute at 1194/895 rpm m) Both boilers must have the same number of burners to maintain
an even air flow to both boilers.
Two fans are situated on the upper deck and are controlled by adjustable vanes,
automatically positioned by the combustion control equipment. The fans are Illustration 4.4b Forced Draught Fan Local Panel
arranged to supply their respective boilers. Either fan can be put into service on
L-START H-START STOP L-START H-START STOP
both boilers by manually opening the crossover connections on the air supply
trunking. This operation is carried out at the FDF control panel on the local
BOP shown in illustration 4.4b.
ONE FAN - TWO BOILERS OPERATION
F D FAN SELECT SW
Note: On furnace purging or one fan/two boiler operation, high/low speed NOR

commands are disabled. Also, in the case of a boiler trip, a LOW SPEED
No.2 No.1
FDF FDF

command is issued regardless of the above conditions. No.2 No.1

FDF FDF
Procedure for the Operation of Connecting One Forced
Draught Fan to Both Boilers

a) Close the failed FD fan outlet damper, either No.11 or No.21.

b) Open the common damper No.01.

No.21 No.22 No.01 No.12 No.11
c) Select the desired forced draught fan (No.1 or No.2) to RUN OPEN CLOSE OPEN CLOSE OPEN CLOSE
FDF.
CAUTION OPEN CLOSE OPEN CLOSE

d) Start the forced draught fan at high speed. FDF AND DUCT DAMPER

1. MAKE SURE THE DAMPER POSITION SO

THAT COMBUSTION AIR IS SUPPLIED
CORRECTLY TO EACH BOILER
DAMPER OPERATION
e) Press a burner ON pushbutton to initiate a purge sequence.
2. TWO FANS - TWO BOILER OPERATION
NO.1 FDF SHALL BE USED FOR NO.1 BOILER AND
NO.2 FDF SHALL BE USED FOR NO.2 BOILER

3. ONE FAN - -TWO BOILER OPERATION

1) CLOSE THE OUTLET DAMPER
(No.11 OR No.21) OF FAILED FDF.

TO No.2 TO No.1
2) OPEN THE COMMON DAMPER No.01.

f) Set the air flow, FO flow and atomising steam controllers to 3) SELECT THE FDF (No.1 OR No.2) TO RUN FDF.
4) START THE FDF AT HIGH SPEED.
5) PRESS A BURNER ON BUTTON TO START PURGE.

LOCAL control after the purge.

6) SET AIR FLOW, FO FLOW AND ATOMISE TO LOCAL

M/B M/B
AFTER PURGE.
7) ADJUST AIR VANE OPENING TO KEEP PRESS
3.7 mbar TO 19.6 mbar.
8) ADJUST FO CONTROL VALVES SET AT XX% FOR M/B1
AND XX% FOR M/B2 TO KEEP PRESS 3 TO 5 BAR.
9) PRESS THE BURNER ON BUTTON TO LIGHT OFF.
(WITHIN 5 MIN AFTER PURGE FINISH)

g) Adjust the air vane settings to maintain a pressure of 3.7 mb to

10) ADJUST ATOMISE PRESS TO GET 4 bar AFTER FO
PISTON VALVES ARE OPENED.
11) IF YOU FAIL IGNITION, YOU SHALL TRIP BOTH BOILERS.
12) SINCE THE AUTOMATIC COMBUSTION CONTROL IS

19.6 mb.
OPERATED BY MANUAL, COMBUSTION RATE
(FUEL/AIR FLOW RATE) SHALL ALWAYS BE
CONFIRMED WITH O2 METER AND SMOKE INDICATOR
13) BURNER NUMBERS OF BOTH BOILERS SHALL BE
SAME IN ORDER TO KEEP EVEN AIR FLOW TO
EACH BOILER.

h) Adjust the FO flow controllers to achieve a 22% setting for

No.1 boiler or 26% setting for No.2 boiler to keep the FO
pressure between 3 and 5 bar.

i) Within 5 minutes, press the burner ON pushbutton to light the

burner.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.4 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
4.5 Emergency Steering Illustration 4.5a Steering Gear - Emergency Operation Valve Positioning Plan

If failure occurs in the remote operating system from the wheelhouse, the Mode of Operation Positioning of Valves
steering can be operated from the steering gear room. Pump units Automatic 'Safematic' Hand operation of Actuating
Automatic system
in pump isolating system
system isolation valves (V)
Description operation valves isolation valves
and bypass valves (B)

Introduction No.1 No.2 No.3 P1 P2 P3 Y1 Y2 V1 V2 B1 B2 Actuator

The steering gear consists of a tiller, turned by a four cylinder hydraulic

system, that in turn is driven by three electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems. Actuator
Normal
operation 1&2
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.

In accordance with IMO regulations the hydraulic pumps used in the steering Emergency Actuator 1
auto
gear are supplied with power from two independent sources. In the event of Actuator 2
isolation
power failure from the main switchboard, No.2 pump can be supplied from the
emergency switchboard. Actuator 1
Emergency
manual Actuator 2
isolation
Procedure for Operation of the Steering Gear on Loss of Actuator 2

Remote Bridge Control Legend;

a) On loss of steering gear control from the bridge, establish
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment
platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
When operating the steering gear from the local position
b) Follow the instructions from the bridge.
c) At the bridge steering stand, the autopilot selector switch should
be turned to NFU.
d) Turn the power off the autopilot cabinets in the steering gear.
Operate the steering gear in response to requests from the bridge
by operating the solenoid valves of the running pump using the
special levers on the port/starboard pushbuttons.
on energised
off not energised
Emergency Operation on Failure of the Steering Gear
The steering gear is protected by an automatic isolation system which will
automatically identify and isolate any failure in the hydraulic system. This is
called the SAFEMATIC system and is described in detail in section 2.10 of
this manual.
Should a major hydraulic failure occur, the SAFEMATIC system will enter a
sequence of events which will result in the steering gear operating at reduced
capacity with only one hydraulic pump operating and half of the four steering
rams in operation. With only one pump now being in service and connected to
only two of the four operating cylinders, the performance of the steering gear
will be reduced as only 50% torque will be available.
Because of this it is recommended that the ship’s speed be reduced to 70% of
maximum speed immediately a steering gear SAFEMATIC alarm is received.
closed
open
Any problems with the steering gear identified by the SAFEMATIC system
will require a short period of time to rectify as the system will have to start
and stop pumps accordingly. The system is so designed however that on
failure, steering should be reinstated automatically after a maximum period of
45 seconds.
Note: The SAFEMATIC system is extremely important to the safe operation
of the steering gear and so should be checked at regular intervals to prove
that it is working satisfactorily.
For instructions on using the emergency control refer to the instruction plate
that will be situated near to the steering gear and which is shown above.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.5 - Page 1 of 1
 Methane Nile Eagle Machinery Operating Manual
Illustration 4.6a One Boiler Cold Start Procedure
Starting Up Curve (with Continuous Fire)
Type UME 65/52 Main Boiler

280 One Boiler Cold Start Procedure Using Cold Start

Feed Water Pump and with Main Diesel Generator Disabled
260 80.0
240 70.0
Drum Press
220 60.0
200 50.0
Is emergency
180 40.0 N Start emergency
Boiler Water Temp air tank
air compressor
160 30.0 charged?
Boiler Water
Temperature (°C) 140 20.0
Y
120 10.0
Start emergency generator
100 0
80
Supply power to emergency generator
60
40
Supply Power to Main Switchboard by Backfeeding
20
Before backfeeding, ensure all circuit breakers of MSB are open. After backfeeding, close the circuit
0 breakers and start the equipment in the following sequence:
0 1 2 3 4 5 6 7
(Note: Only emergency lighting will be switched on during this period)
About 3 Hours About 2 Hours About 2 Hours
1. Auxiliary sea water, circulating pump (220kW/480A)
1 Normal Atomizer L808S 1 Normal Atomizer L808S 1 Normal Atomizer 2. One fan FD fan on low speed (115kW/215A)
(Air Atomizing) (Air Atomizing) L808S 3. Sealing air fan (2.2kW/4.5A)
(Steam Atomizing) 4. Cold start feed pump (18.5kW/30.8A) (to feed water into boiler up to 20 barg in boiler steam drum)
Burner and Fuel 5. Boiler fuel oil supply pump (30kW/51A)
2 Diesel Oil 2 Diesel Oil 2 Heavy Oil 6. Main cooling sea water pump start (110kW/177A)
7. Low temperature cooling fresh water pump start (75kW/118A)
3 Continuous Fire 3 Continuous Fire 3 Continuous Fire
8. Control and general service air compressor start (83kW/136A)
4 Fuel Oil Consumption 4 Fuel Oil Consumption 4 Fuel Oil
About 160 kg/h About 200 kg/h Consumption
(Fuel Oil Pressure 2.2 bar) (Fuel Oil Pressure 2.7 bar) Depends on the
Hot Start Program Start one boiler in accordance to the starting up curve (with continuous firing).
Note: Cold start feed water pump will be able to feed water into boiler up to 20 barg steam drum pressure.
2.0 bar
2.5 bar

10.0 bar
12.0 bar

18.0 bar

30.0 bar

50.0 bar
59.0 bar

Drum Pressure Operation

Warm Up Turbine Before running turbine generator:
Generator 1 Start main condensate water pump (55kW/88A)
Steam Consumption 2. Start gland exhaust fan (1.5kW/2.8A)
Operation
3. Start condensate drain pump (22kW/38A) when deaerator water level is down to minus 250mm.
Auxiliary Steam
and Feed Water Pump
4. Start vacuum pump (30kW/53A)
Fully Open
Manual Start-Up Valves
(BV305/311) Close at Steam Pressure Over 15.0 bar Run one main feed water pump when drum steam pressure is above 20barg and one
Fully Open Start-Up Piston Valve is Closed Automatically turbine generator (with exhaust steam to main condenser).
by ACC
Start Up Piston Valve
(BV322)
Valve Handling
Fully Open Slightly Open the Drain Valve BV-323 Change power over from emergency generator to turbine generator when boiler pressure reaches 60 bar and
SH and Desuperheated Drain Valve turbine generator running at 1800 rpm. Immediately restart the necessary equipment and reset the
(BV323, 309, 316, 319) To be Fully Closed After Drain Out boiler to restart firing. Restore power supply to normal condition.
Fully Open
Steam Drum Air Vent Valve
(BV-212) Fully Closed
Restart the remaining boiler.
0 1 2 3 4 5 6 7 8
Operating Time (Hour)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.6 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
4.6 One Boiler Cold Start Using the Cold
Start Feed Water Pump
In the event that the main diesel generator is disabled with no steam pressure in
both boilers, the steam plant can be started from cold with emergency electrical
power supply only and using the cold start feed water pump.

One boiler can be fired from cold using the cold start feed water pump feed
water up to approximately 20 bar steam drum pressure before changing over
to use the main feed water pump.

The emergency diesel generator can supply the essential equipment required to
support the start of one boiler from cold before changing over to supply power
to the vessel from one turbine generator.

To avoid overloading the emergency generator, the following procedure should

be adopted:
• All circuit breakers in the main switchboard are to be opened
before back feeding the emergency power supply into the main
switchboard.
• Close the circuit breakers and start of the following equipment
in the follow sequence:
1. Auxiliary sea water circulating pump (220kW/480A)
2. One FD fan on low speed (115kW/215A)
3. Sealing air fan (2.2kW/4.5A)
4. Cold start feed water pump (18.5kW/30.8A).
5. Boiler FO supply pump (30kW/51A)
6. Main cooling SW pump (110kW/177A)
7. LT cooling FW pump (75kW/118A)
8. Control and GS air compressor (83kW136A)

Illustration 4.6a above shows a flow chart which illustrates the process to
restart the plant on one boiler from cold using the cold start feed water pump.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 4.6 - Page 2 of 2
Section 5: Fire Fighting Systems Illustrations Illustrations

5.1 Introduction 5.1a Fire Station Room Layout 5.9c Fire Fighting and Fire Detection Equipment on Engine
Room 4th Deck
5.2 Engine Room Fire Main System 5.2a Engine Room Fire Main System
5.9d Fire Fighting and Fire Detection Equipment on Engine
5.3 Deck and Accommodation Fire Main System 5.3a Fire and Deckwash System Room Floor

5.4 Machinery Space Flooding Systems
5.5 Oil Mist Detection System
5.6 Water Mist System
5.7 Quick-Closing Valves and Fire Dampers System
5.8 Fire Detection System
5.9 Engine Room Fire Fighting and Fire Detection Equipment
5.10 Engine Room Lifesaving Equipment
5.11 Deck Dry Powder System
5.12 Water Spray System
5.13 Galley Deep Fat Fryer Wet Chemical System
5.14 First Aid Fire Fighting System
5.3b Accommodation Fire Main System
5.4a Engine Room Hot Foam Fire Fighting System
5.4b Hot Foam System Control Panel
5.4c CO2 System
5.5a Oil Mist Detector
5.6a Water Mist System
5.7a Quick-Closing Valves and Fire Dampers System
5.8a Fire Detection Panel
5.9a Fire Fighting and Fire Detection Equipment on Engine
Room 2nd Deck
5.9b Fire Fighting and Fire Detection Equipment on Engine
Room 3rd Deck
5.9e Fire Fighting and Fire Detection Equipment in Engine
Room Casing - Upper and ‘A’ Decks
5.9f Fire Fighting and Fire Detection Equipment in Engine
Room Casing - ‘B’, ‘C’, ‘D’ and Navigation Decks
5.10a Lifesaving Equipment and Escape Routes on Engine
Room 2nd Deck
5.10b Lifesaving Equipment and Escape Routes on Engine
Room 3rd Deck
5.10c Lifesaving Equipment and Escape Routes on Engine
Room 4th Deck
5.10d Lifesaving Equipment and Escape Routes on Engine
Room Floor
5.11a Deck Dry Powder System
5.11b Dry Powder Tank Units

5.12a Water Spray System

Section 5
Fire Fighting Systems

5.1 Introduction
The vessel’s fire fighting capacity is enhanced by the inclusion of systems that
can detect and fight the types of fires which might occur due to the ignition of
fuel oil, lubricating oil and cargo. The choice of system to use will depend on
the location and nature of the fire. Initially any fire is attacked using portable
extinguishers and if that method fails the following systems are considered.
Portable Fire Extinguishers
There are three types on board:
1. Carbon Dioxide - CO2
• Suitable for class A and B fires (although others are more
effective) and for class C fires when in a liquid state, such as
liquid gas leak.
• Particularly good when fighting electrical fires.
• Not very effective when used outside, especially in a breeze.
Identification Colour Code
The extinguisher is red and has instructions written in black bold lettering.
Dangers in Use
• Hold only the insulated parts of the discharge hose and horn.
With the expansion and evaporation of the CO2 there are
cooling processes and a danger of frost burn if the discharge
horn comes into contact with the skin.
• Do not use in an enclosed area as CO2 is asphyxiating.
• Not suitable for deep seated fires due to limited penetration.
2. Foam
• Suitable for use on liquid spills and contained liquid fire of oils,
paints, cleaning fluids and fires involving liquified solids such
as fats and waxes (Class B fires).
Identification Colour Code
The extinguisher is red and has instructions written in cream bold lettering.
Dangers in Use
• Do not use on fires where there is live electricity in the
vicinity.
Issue: Final Draft - October 2007
Methane Nile Eagle
3. Dry Powder
• Suitable for use on fires involving liquids and liquified solids.
• Suitable for use, with the correct technique, on extinguishing a
high pressure gas flame (Class C Fires).
• Suitable for use against carbonaceous fires (Class A fires).
• Dry powder gives a fast flame knock-down and may be used on
fires involving live electrical equipment.
Identification Colour Code
The extinguisher is red and has instructions written in blue bold lettering.
Dangers in Use
• May not be effective against a deep seated fire.
• Avoid inhalation of the powder.
Operating Procedure for all Portable Extinguishers
a) Remove the safety pin.
b) Point the discharge nozzle at the base of the fire.
c) Squeeze the handle trigger.
d) Point the discharge at the base of the fire. For CO2 and dry
powder extinguishers, a sweeping motion is best against
widespread fires. Foam is best indirectly applied against a
nearby vertical surface, allowing the foam to flow down slowly
over the fire.
Operating Procedure for all Wheeled Extinguishers
a) Move the unit to the area required and unsoil the discharge
hose.
b) Open the CO2 cartridge handwheel.
c) Aim the discharge gun and squeeze the handle trigger.
d) Point the discharge at the base of the fire. For dry powder
extinguishers, a sweeping motion is best against widespread
fires. Foam is best indirectly applied against a nearby vertical
surface, allowing the foam to flow down slowly over the fire.
IMO Number: 9321770
Machinery Operating Manual
Fire Main System (see section 5.2, 5.3 and 5.12)
This system is continually pressurised by a sea water hydrophore tank and
fire jockey pump. The jockey pump only supplies a limited number of
accommodation hoses so the fire pump is started at the earliest opportunity
to ensure that a sufficient amount of sea water is available. The system can
also be supplied by the bilge, fire and GS pumps, the water spray pump in the
engine room and the emergency fire pump located in the steering gear room.
The suction and discharge valves of the fire pump, one bilge, fire and GS pump
and the emergency fire pump are normally in the open position and the pumps
can be started locally, at the fire control station, cargo control room, at No.2
group starter panel or at the bridge emergency console.
The pipelines and fittings are painted red and fire hoses and hydrants are
strategically positioned in the engine room, accommodation and on deck.
Water Spray System (see section 5.12)
This system supplies sea water to exterior water spray nozzles covering five
areas:
• Group 1 - accommodation exterior bulkheads and lifeboat
stations
• Group 2 - cargo machinery and electric motor room exterior
bulkheads
• Group 3 - cargo manifold area
• Group 4 - cargo tank liquid and gas domes
• Lifeboat and MOB areas via two remote operated valves
Each group of spray nozzles has a remotely operated hydraulic isolating valve
controlled from the fire control station. The system is supplied by the engine
room water spray pump and fire pump which are located on the starboard
forward side of the engine room floor and in an emergency can be supplied by
the bilge, fire and general service pumps are located on the port forward side
of the engine room floor. In an emergency the water spray pump can be started
using the pushbutton on the emergency panel in the fire control station.
To maintain the water spray system in the standby condition, the suction and
discharge valves of the water spray pump and the manually operated isolating
valves on the groups are normally in the open position. The water spray pump
can be started from the IAS graphic screen at the following locations:
• Cargo control room
• Engine control room
• Wheelhouse
Section 5.1 - Page 1 of 2

Machinery Space Flooding Systems
Machinery Space Hot Foam System (see section 5.4)
A central high expansion foam system located in the foam/CO2 room on the
starboard side of ‘A’ deck casing provides the main machinery space flooding
system. This system covers the engine room including casing, incinerator
room, engine room workshop, engine room store, purifier room, inert gas
generator room, diesel generator room, steering gear room and boiler gas valve
hood room. The system has automatic control of the emergency fire pump and
can be operated remotely from a control panel in the fire control station or from
a main control panel in the foam/CO2 room. The system covers two areas, the
machinery spaces and the steering gear space. The machinery space consists of
all spaces listed above save the steering gear space. The foam must be tested
annually to check for degradation and the system tested regularly to ensure
correct operation should it ever be required.
CO2 Flooding System for the Machinery Spaces (see section 5.4)
A central bank of 26 cylinders each containing 45 kg of CO2 located in the
foam/CO2 room, is situated on the starboard side of the engine casing on ‘A’
deck. protects the port and starboard main switchboard rooms, the port and
starboard cargo switchboard rooms, cargo machinery room, electric motor
room, emergency switchboard room, emergency generator room, engine
control room and processor station space and the electrician’s workshop.
Outlets for CO2 are located in the protected spaces so as to give an even spread
of CO2 quickly throughout the compartment when the gas is released.
The system can be operated from the following positions:
• Engine room spaces - local release station directly outside the
space, fire control station or the foam/CO2 room
• All other spaces - fire control station or the foam/CO2 room
CO2 Flooding System for the Deck Stores (see section 5.4)
Each store has a cylinder containing 45 kg of CO2 located outside the store
room. The system protects the paint store, chemical store and the oil/grease
store. These systems are all released locally at the storage cylinder.
Oil Mist Detection System (see section 5.5)
This system continuously samples the atmosphere at a number of points in the
machinery spaces. It gives warning of any explosive oil mist or vapours which
may be present in quantities which might present a fire hazard in the engine
room. The oil mist detector is able to detect levels of oil mist concentration far
below the lower explosion limit of the oil mist, thus giving warning before the
oil mist reaches the point where an explosion could occur.
Issue: Final Draft - October 2007
Methane Nile Eagle
Water Mist System (see section 5.6)
This system consists of fresh water at high pressure injected into the protected
machinery space through special spray heads which break down the water
stream into very fine mist-like particles. The system protects the incinerator
room, hydraulic power pack room, port and starboard boiler burner platforms,
inert gas generator room, the steering gear room, diesel generator room and
the purifier room.
The system is self-contained and consists of a pump driven by an air motor,
supplied by the control air system, which takes suction from the starboard
distilled water tank and maintains the system pressure at 24.5 bar up to the
control valves. From the control valves a set of piston type pumps driven by
pressurised N2 cylinders, supply the fresh water at a rate of 11 litres/minute
through each of the spray heads. The system control valves can be activated
automatically by the fire detection system, manually at the system control
panel in the fire control station, locally at the section valves or by pressing the
operating pushbutton at each location. The N2 cylinders are sent ashore for
recharging.
Quick-Closing Valves and Fire Dampers System (see section
5.7)
This system is used, in the event of a major fire in the machinery spaces, to
close the ventilation dampers and the outlet valves on the tanks containing
fuel oil and lubricating oil. The system is operated from the fire control station
where valves are positioned to direct the air, contained in a pressurised tank, to
the quick-closing valves and to vent the damper cylinders. The pressurised tank
is maintained at 9 bar by the control air system. The emergency generator room
fuel oil tank outlet valve is operated by wire rope and handle from outside the
room, as are the forward fuel tank quick-closing valves in the bosun’s store. A
similar arrangement for the incinerator room DO tank and waste oil tank outlet
valves is installed as a local back-up to the pneumatic system.
Fire Detection System (see section 5.8)
The CS3000 Fire Detection system is a computerised, fully addressable analogue
fire alarm system with analogue detectors. The operating panel, control unit
and power supply are contained in a central cabinet in the wheelhouse. There
are 9 detector loops connected to the system with a 7.2 Ah battery system
back-up in the event of a power failure. The fire detection system has a direct
input into the IAS for recording any alarms, faults and disconnections. The
digital outputs of the system are used to stop the ventilation fans of the cargo
machinery and electric motor rooms only, release the fire doors and operate the
water mist system, see section 5.6. The system operates the water spray system
when two detectors are activated in a protected area. The system is looped to
the gas sampling and alarm systems, and to the IAS cabinet in the electrical
equipment room on ‘B’ deck.
IMO Number: 9321770
Machinery Operating Manual
Deck Dry Powder System (see section 5.11)
The deck dry powder system comprises two separate systems (monitor and
hand hose) which are located on the main deck of the vessel, primarily used to
fight major deck/cargo fires.
Monitor System
The monitor system comprises two tanks containing the dry powder connected
to a battery of N2 cylinders which are operated by CO2 cylinders from either the
cargo control room, the fire control station or locally. The monitors are situated
just aft of the cargo discharge manifold and aligned to face and cover the liquid
and vapour lines and valves at either the port or starboard manifold.
Hand Hose System
The hand hose system comprises two tanks, one forward and one aft, containing
the dry powder feeding four hose reels each. Operation is the same as for the
monitors; on opening the CO2 cylinders and ball valves the N2 cylinders are
opened and fire fighting begins.
Galley Deep Fat Fryer Wet Chemical System (see section
5.13)
This system is installed to protect the vessel from any potential fire in the
galley deep fat fryer. These units are identified as a recurrent cause of vessel
fires and are singled out for special protection as a result. The system on this
vessel comprises a fully automatic wet chemical foam system which can be
operated manually if required. The system covers the hood filters as well as
the fryer unit itself.
Emergency Life Saving Apparatus (ELSA)
The ELSA breathing devices are provided so that, in the event of a fire or
other emergency, they are readily available, near the escape routes, to aid
escape. They consist of a compressed air breathing set with a limited time of
approximately 5 or 10 minutes. The breathing apparatus is in a carrying bag
that can be slung over the shoulder and includes a high visibility hood which
incorporates an nasal mask and neck seal. The relative positions of these items
are shown later in this section, on the lifesaving equipment and escape route
plans, section 5.10
Section 5.1 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.2a Engine Room Fire Main System To Accommodation and Deck HB
Water Spray System FD658F
To Deck Fire
Main Line Engine Room
HB
B Deck Casing

FD121F
HB HB

MC Upper Deck Upper Deck

HV097 FD642F FD122F
PI PI

From Main Sea Water

Crossover Line (2.3.3a) WS049F FD053F FD054F
Water Spray Pump FD055F
(1700 m3/h x 9.0 bar) HB HB HB
FD056F
ZI ZI 2nd Deck
MM104 MC MM105
PP037 FD117F FD123F FD127F
PI PI
ZS ZS HB HB HB
From Main Sea Water 3rd Deck
Crossover Line (2.3.3a)
WS047F FD043F FD118F FD124F FD128F
Fire Pump To Boiler Soot
(180 m3/h x 12.0 bar) Drain Eductor HB HB HB
4th Deck
PICAL AR044F
PP035 PT FD119F FD125F FD129F

Automatic Sea Water

Start/Stop Hydrophore Tank This valve should be
(2.0 m3) For Fire closed after use of HB HB HB
Fire Jockey Pump Pump Ballast Eductors Floor
(2 m3/h x 12.0 bar) Automatic driving water
From Main Sea Water Start FD120F FD126F FD130F
Crossover Line (2.3.3a) Aft Centre Port Starboard
FD115F FD116F
PI PI
MC PI
PP035

PICAL
MM103
VC
MM139
ZI
MM128
PT PI

From Main Sea Water ZS

Crossover Line (2.3.3a) Key
WS051F MC
CF019 FD012F FD031F
Control Air
Fire Main

Direct Bilge Suction Fresh Water

BG059F BG001F FD008F
PI No.1 PI
Sea Water
BG058FF BG060F BG100F
Bilge
From Clean Drain Tank Bilge, Fire and
General Service Pumps Air
VC
(245/150 m3/h x 3.5/12.0 bar)
From Fresh Water Tank MM141
ZI Electrical Signal
MM140
Control Air To Bilge Well
From Engine Room Bilge ZS Instrumentation
MC
Main Line CF022
BG002F FD013F HB Fire Hose with Nozzle
From Main Sea Water (50 mm Coupling)
To Ballast Stripping Eductor
Crossover Line (2.3.3a) Hand Operated (Locked Open)
WS052F FD009F
PI No.2 PI
To Ballast Eductor Overboard Line Hand Operated (Locked Shut)
BG101F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.2 - Page 1 of 4

5.2 Engine Room Fire main System
Fire Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 180 m3/h at 12 bar
Rating: 440 V, 132 kW at 1800 rpm
Water Spray Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: KV350K
Capacity: 1700 m3/h at 9 bar
Rating: 440 V, 630 kW at 1800 rpm
Bilge, Fire and General Service Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 245/150 m3/h at 3.5/12 bar
Rating: 440 V, 45/150 kW at 1200/1800 rpm
Fire Jockey Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: SHQ50M
Capacity: 2 m3/h at 12 bar
Rating: 440 V, 7.5 kW at 3600 rpm
Issue: Final Draft - October 2007
Methane Nile Eagle
Emergency Fire Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: RVP250MS
Capacity: 460 m3/h at 9 bar
Rating: 440 V, 185 kW at 1800 rpm
Introduction
The engine room fire main system can supply sea water to:
• The fire hydrants in the engine room
• The fire hydrants on deck
• The fire hydrants in the accommodation block
• Hawse pipes
• Forward bilge eductors
• Passageway bilge eductors
• The accommodation and cargo manifold water curtain spray
system
• Boiler soot drain eductor
• Swimming pool
The fire pump, water spray pump and the bilge, fire and general service pumps
are located in the engine room and are all driven by electric motors. The fire
pump, emergency fire pump and the fire, bilge and general service pumps
supply water to the fire and deck wash main.
The water spray pump can also supply the fire and deck wash main, but is
normally used to supply water to either the ballast water eductor or, in an
emergency, the water spray system.
The fire main system is maintained under pressure by the hydrophore tank
system with its associated jockey pump. The fire main supplies hydrants in
the engine room and on deck. If one of the fire hydrant valves is opened the
pressure in the fire main falls because the fire jockey pump has insufficient
capacity to maintain the pressure. The main fire pump is normally in manual
mode, but can be set to automatic operation and will start automatically when
its pressure switch detects the fall in fire main pressure. By this means the fire
main is automatically maintained under pressure in order to supply water to
any of the hydrants.
IMO Number: 9321770
Machinery Operating Manual
It is not good practice to have the main fire pump cutting in at low pressure for
routine wash deck requirements. For such usage the main fire pump should be
started manually with the fire main being bled with a reduced opening through
one or more hydrants under pressure. Once the main fire pump is running,
one or more hydrants must remain fully open at all times. The deck fire main
system comprises the fire hydrants at the accommodation block and the fire
hydrants on the ring fire main which runs around the main deck. Fire hydrants
in the after deck area, steering gear and the funnel uptake casing are supplied
directly from the fire main system in the engine room via branch pipes.
Hydrant valves are normally kept closed but isolating valves on sections of
the deck fire ring main are kept in the open position at all times except when
there is a need to isolate a section of the fire main for any reason. There is a
isolating valve from the engine room service line to the deck wash system,
FD570F located in the aft cofferdam and is operated via an extended spindle
on deck. Additionally, there are remotely operated isolating valves located
in the respective underdeck passageways port and starboard, FD571F and
FD572F, these valves are operated from the IAS Fire Deck & Wash Down
screen display or from the water spray system valve panel in the fire control
station. In order to operate these valves or fire pumps from the IAS operator
stations command control has to be in place at that station. Under normal sea
going conditions the bridge IAS station has command of the functions. As the
deck fire main is a ring main, all hydrants can be supplied with water except
those located between any pair of closed isolating valves.
The fire main is automatically pressurised at all times by means of a sea water
hydrophore unit which is maintained under pressure by the fire jockey pump.
The sea water hydrophore unit has a pump cut-in pressure of 11 bar and a cut
out pressure of 12 bar. The sea water hydrophore unit operates in the same way
as the fresh water hydrophore units with air pressure providing the loading in
the hydrophore tanks. The connection from the sea water hydrophore unit to
the fire main is at the outlet manifold from the fire pump and the fire, bilge
and GS pumps.
Tag Description Low
PP035 Fire jockey pump pressure control 11.3-12.7 bar
MM103 Fire main pressure 7.5 bar
The fire pump may be started and stopped locally or from the following
locations, provided that the local selector switch is set to remote:
• Fire control station
• Wheelhouse
• Cargo control room
• IAS operator stations
• No.2 group starter panel
Section 5.2 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.2a Engine Room Fire Main System To Accommodation and Deck HB
Water Spray System FD658F
To Deck Fire
Main Line Engine Room
HB
B Deck Casing

FD121F
HB HB

MC Upper Deck Upper Deck

HV097 FD642F FD122F
PI PI

From Main Sea Water

Crossover Line (2.3.3a) WS049F FD053F FD054F
Water Spray Pump FD055F
(1700 m3/h x 9.0 bar) HB HB HB
FD056F
ZI ZI 2nd Deck
MM104 MC MM105
PP037 FD117F FD123F FD127F
PI PI
ZS ZS HB HB HB
From Main Sea Water 3rd Deck
Crossover Line (2.3.3a)
WS047F FD043F FD118F FD124F FD128F
Fire Pump To Boiler Soot
(180 m3/h x 12.0 bar) Drain Eductor HB HB HB
4th Deck
PICAL AR044F
PP035 PT FD119F FD125F FD129F

Automatic Sea Water

Start/Stop Hydrophore Tank This valve should be
(2.0 m3) For Fire closed after use of HB HB HB
Fire Jockey Pump Pump Ballast Eductors Floor
(2 m3/h x 12.0 bar) Automatic driving water
From Main Sea Water Start FD120F FD126F FD130F
Crossover Line (2.3.3a) Aft Centre Port Starboard
FD115F FD116F
PI PI
MC PI
PP035

PICAL
MM103
VC
MM139
ZI
MM128
PT PI

From Main Sea Water ZS

Crossover Line (2.3.3a) Key
WS051F MC
CF019 FD012F FD031F
Control Air
Fire Main

Direct Bilge Suction Fresh Water

BG059F BG001F FD008F
PI No.1 PI
Sea Water
BG058FF BG060F BG100F
Bilge
From Clean Drain Tank Bilge, Fire and
General Service Pumps Air
VC
(245/150 m3/h x 3.5/12.0 bar)
From Fresh Water Tank MM141
ZI Electrical Signal
MM140
Control Air To Bilge Well
From Engine Room Bilge ZS Instrumentation
MC
Main Line CF022
BG002F FD013F HB Fire Hose with Nozzle
From Main Sea Water (50 mm Coupling)
To Ballast Stripping Eductor
Crossover Line (2.3.3a) Hand Operated (Locked Open)
WS052F FD009F
PI No.2 PI
To Ballast Eductor Overboard Line Hand Operated (Locked Shut)
BG101F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.2 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
The fire pump, the fire jockey pump, water spray pumps and the fire, bilge and a) All the manual intermediate isolating valves along the fire main e) Start the selected bilge, fire and GS pump on high speed, or the
GS pumps all take suction from the sea water main. Either the high or low sea on the main deck must be open. main fire pump. These pumps must be selected as ON and IAS
chest must be open to this suction main at all times. at the respective switchboard group starter panels in order to
b) Open the remotely operated deck isolating valves, FD571F and allow them to be started from the remote locations.
FD572F from the remote panel in the fire control station.
Preparation for the Operation of the Fire Hydrant System f) Open the desired hydrant valves on the fire main after connecting
c) Open the engine room isolating valve to deck, FD570F and the fire hose.
The fire main must be kept under pressure at all times by the sea water
the main manual isolating valves to the port and starboard
hydrophore unit. It is assumed that the fire main is already flooded before
sides, FD568F and FD569F. Each of these valves are operated Note: In order to avoid cavitation and overheating of the pump at least one
starting the sea water hydrophore unit.
via extended spindles and are located at the front of the outlet on the system should be opened to allow some flow through the pump.
accommodation block. All hydrant outlet valves must be This would usually be an anchor washer.
Procedure to Operate the Sea Water Hydrophore Unit closed.
Fire mains run along the port and starboard sides of the ship in the under deck
a) Ensure that the sea water suction main is flooded with either d) Set up the valves as shown in the table below: passage. Hydrant connectors are provided at strategic positions so that all parts
the high or low sea suction valve open. Check all hydrants are of the deck may be reached by water spray from the appropriate hoses. The
closed. Ensure that the hydrophore tank gauge valves are open. Fire Pump cargo manifold side shell water curtain is supplied with water from the fire and
deck wash main.
b) Open the jockey pump suction valve WS115F from the sea Position Description Valve
water main and the pump discharge valve FD115F. Open the Open SW main suction valve WS047F Water from the fire and deck wash main is used for driving the forward bilge
tank outlet valve FD116F. Using the jockey pump, fill the tank (locked) and under passageway bilge eductors as described in section 2.8.2.
until the water level gauge glass is ¾ full, then stop the pump. Open Fire pump discharge valve FD043F
(locked) Emergency Fire Pump
c) Connect a GS air flexible hose to the air inlet valve AR044F
Closed Cross-connection valve to water spray system FD055F The emergency fire pump is located in the steering gear room and has a
and pressurise the hydrophore tank from the general service air
(locked) dedicated sea suction chest. The suction valve FD652F can be operated
supply until the level in the tank reaches the bottom of the glass,
or full air pressure is reached. Closed System drain FD031F remotely from the fire control station. The remaining suction and discharge
valves are locked in the open position and the pump can be started remotely
d) Repeat items b) and c) until the tank reaches full pressure with Bilge, Fire and GS Pumps from the following locations:
the level at approximately half way up the gauge glass. Water/ • Fire control station
air may be drained/vented to establish the correct level. Position Description Valve
Open No.1 bilge, fire and GS pump SW main suction valve WS051F • Wheelhouse
e) The sea water hydrophore tank is now operational and it is (locked) • Cargo control room
possible to select the AUTOMATIC operation for the fire Closed No.1 bilge, fire and GS pump direct bilge suction BG001F
jockey pump. • Emergency switchboard group starter panel
Closed No.1 bilge, fire and GS pump clean suction BG060F
f) Each hydrant may now be opened in turn to vent the air from Open No.1 bilge, fire and GS pump discharge to fire main FD012F
(locked) Water Spray System
the system.
Closed No.1 bilge, fire and GS pump discharge valve to BG100F
The water spray pump supplies the water spray system, however the pump
Once vented, the fire main system is ready for operation. The fire jockey pump overboard
may also be used for operating the ballast stripping eductor. This will require
should maintain the pressure in the fire main system. Closed No.1 bilge, fire and GS pump discharge valve to ballast FD008F the normally closed cross-connection valve FD055F to be opened and with
eductor this valve open the fire pump and bilge, fire and GS pumps may also serve the
Open No.2 bilge, fire and GS pump SW main suction valve WS052F water spray system.
Procedure for Supplying Sea Water to the Fire and Deck Wash
Closed No.2 bilge, fire and GS pump bilge suction BG002F
System
Open No.2 bilge, fire and GS pump discharge to fire main FD013F The water spray pump may be controlled locally by setting its selector switch to
Closed No.2 bilge, fire and GS pump discharge valve to BG101F LOCAL but it is normally operated from the central control room mimic panel
The fire and deck wash system may be supplied with water by the fire pump,
overboard and to allow for this the selector switch must be turned to the IAS position.
located in the engine room, and by either of the two fire, bilge and GS pumps,
also located in the engine room. These pumps take suction from the sea water Closed No.2 bilge, fire and GS pump discharge valve to ballast FD009F
This system is described in detail in section 5.12 of this manual.
main and so this must be open and operating (see section 2.3). It is assumed that eductor
the fire main is operational and fully pressurised by the fire jockey pump:

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.2 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.3a Fire and Deck Wash System Windlass Disc Brake
Sea Water) Cooling Line

FD658F FD506F
HB HB
FD511F

FD
Fire Control Station 513F HB HB HB
FD510F FD507F
To No.3
To Swimming Key
Self Priming Vertical Centrifugal Pool FD509F Bilge Eductor To No.1
Emergency Fire Pump Fire Main FD508F Bilge Eductor
(460 m3/h x 9 bar) FD506F for Bosun Store
FD642F Fire Hose with Nozzle
HB Bosun Store
(50 mm Coupling)
BW
Hand Operated
HB Steering (Locked Open) Hawse
FD647F Gear Room To No.2 Pipe
Sea Water Cooling Line for Bilge Eductor Fore
FD659F Engine Room Windlass Break Disc Peak Tank
PI PI No.1 Heavy Fuel Oil Tank
No.1 (Centre) Bow
Air Eliminator
Coffer- Thruster
FD648F FD649F FD652F Room and
dam
Forward
Void WS013F Pump Room
Thruster

WS007F For Blowing

Cooling
Sea Chest
Water Tank

FD654F

To Bilge Eductor for To Bilge Eductor for

FD546F FD545F
To Accommodation Passageway FD583F Passageway
HB FD585F
Hydrants
FD599F FD555F FD573F FD539F FD527F
FD587F
Fresh FD642F HB
Water FD571F FD595F
FD601F FD568F FD597F
Tank FD549F FD FD
FD564F FD557F 535F 521F
(P) FD593F
HB HB HB HB FD529F HB
FD
501F
Distilled From Engine
Water Room
FD566F FD559F FD553F FD551F FD543F FD541F FD537F FD533F FD531F FD525F FD523F
Tank
FD603F FD
(P) 502F
From HB HB HB HB HB HB
Engine FD562F
Room FD570F
Mooring Engine
Deck Electric FD519F
Casing
Accommodation FD563F Motor Room FD511F
HB Area FD520F
FD653F HB HB HB HB HB HB
Distilled
Water FD567F
FD561F FD560F FD554F FD552F FD544F FD542F FD538F FD534F FD532F FD526F FD524F
Tank FD604F FD
(S) FD569F HB HB HB FD574F HB HB
503F
FD530F
Cargo FD594F
Fresh
FD565F Machinery FD558F FD550F FD536F FD
Water 522F FD
Tank Room 504F
(S)
To Accommodation
FD572F FD556F FD540F FD528F
Hydrants FD598F FD596F
FD600F FD656F
HB FD588F
HB To Bilge Eductor for FD547F To Bilge Eductor for
FD641F FD548F
FD602F Passageway FD584F Passageway
FD586F
Cargo Manifold

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.3 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
5.3 deck and accommodation Fire main Position Description Valve The Bow Fire Main System
System Open Port isolating valve forward of cargo FD539F
Water supplied by the fire main is also used as flushing water at the hawse
manifold
pipes and as cooling water for the windlass disc brakes. Supply valves to the
Introduction Open Port isolating valve at forward cargo tank FD527F windlass disc brake cooling system, FD501F for the port windlass and FD504F
Open Starboard remotely operated fire safe isolating FD572F for the starboard windlass, are opened as required, as are the port hawse pipe
The fire main system is maintained under pressure by the hydrophore tank valve valve FD502F and starboard hawse pipe valve FD503F.
system with its associated jockey pump as described in section 5.2. The fire Open Starboard isolating valve aft of cargo FD556F
main supplies hydrants in the engine room and on deck. If one of the fire manifold Valve FD506F supplies operating water for the forward bosun’s store bilge
hydrant valves is opened the pressure in the fire main falls because the fire Open Starboard cargo manifold valve FD574F eductor, valve FD508F supplies operating water for the bow thruster and
jockey pump has insufficient capacity to maintain the pressure. The fire pump forward pump room bilge eductor and valve FD509F supplies operating water
Open Starboard isolating valve forward of cargo FD540F
is normally in manual mode, but can be set to automatic operation and will start for the aft bosun’s store bilge eductor.
manifold
automatically when its pressure switch detects the fall in fire main pressure. By
this means the fire main is automatically maintained under pressure in order to Open Starboard isolating valve at forward cargo FD528F
supply water to any of the hydrants. tank
Open Forward ring main isolating valve FD520F
The deck fire main system comprises the fire hydrants at the accommodation Open Bow fire main isolating valve FD519F
block and the fire hydrants on the ring fire main which runs around the main
deck. Fire hydrants in the after deck areas and the funnel uptake block are c) Start the main fire pump, or the duty bilge, fire and GS pump.
supplied directly from the fire main system in the engine room via branch
pipes. d) The deck fire main is now pressurised and the fire main pump
can now be stopped. Confirm that the jockey pump is holding
Hydrant valves are normally kept closed but isolating valves on sections of the pressure in the fire main and then place the main fire pump
the deck fire ring main are kept in the open position at all times except when in Manual mode.
there is a need to isolate a section of the fire main for any reason. As the deck
fire main is a ring main all hydrants can be supplied with water except those Note: During routine deck washing procedures one of the two bilge, fire
located between any pair of closed isolating valves. and general service pumps may be used for supplying water to the fire main
in order to prevent constant use of the fire pump for such duties. Normally
Procedure for Operating the Deck Fire Main No.1 bilge, fire and general service pump is set to supply the fire main
with its sea suction and fire main discharge valves open. If a bilge, fire and
a) Ensure that the fire main is pressurised using the hydrophore general service pump is used to supply sea water to the fire main for deck
tank and fire jockey pump as in section 5.2. Ensure that the fire washing duties the fire pump must be set to MANUAL operation so that it
pump is set for automatic operation as in section 5.2 and that the will not operate automatically when the fire main pressure falls. After deck
emergency fire pump is set for operation as in section 5.2, once washing is finished it is essential that the fire pump is restored to automatic
fully pressurised. operation.

b) Open the fire main isolating valves as in the following table.

Position Description Valve

Open Isolating valve from engine room FD570F
Open Port main line isolating valve FD568F
Open Starboard main line isolating valve FD569F
Open Port remotely operated fire safe isolating FD571F
valve
Open Port isolating valve aft of cargo manifold FD555F
Open Port cargo manifold isolating valve FD573F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.3 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.3b Accommodation Fire Main System

A Deck B Deck From Deck Fire Main

FD611F
C Deck HB

FD605F FD615F FD618F

FD607F
HB

FD620F

FD614F

FD608F

HB
Engine Casing Accommodation Engine Casing Accommodation Engine Casing Accommodation

HB
HB
FD609F
FD621F

To High Expansion
Foam System
FD617F

FD619F
Foam and HB
CO2 Room
FD606F From Deck Fire Main
FD610F FD616F

FD628F Navigation Deck

D Deck
FD626F
HB

HB
HB

Key
FD622F

Hose Valve
FD623F
HB
Stop Valve

Engine Casing Accommodation Engine Casing Accommodation

HB Fire Hose With Nozzle

HB Air Eliminator
HB

HB
FD625F HB
FD624F
FD627F
FD629F

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.3 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
The Aft Deck System Hose Boxes

Fire hydrants in the steering gear room and on the aft mooring deck are Hose boxes are located close to each fire hydrant. The hose box contains a fire
supplied from the deck fire main. hose with nozzle and standard fixture to the fire hydrant. Hoses and nozzles
must be stored correctly after use.
The Accommodation Block

Fire hydrants on the port and starboard sides of the accommodation block
are supplied with water from the fire main and are used as required. The
swimming pool is filled from the fire main. Air eliminator valves are fitted at
the uppermost parts of the fire main at the accommodation block.

Note: All hydrant valves should be opened at frequent intervals in order to

ensure that they will be free should they be required in an emergency. Use of
all deck valves should take place at least once every two months and this can
be achieved during fire drills and normal deck washing procedures.

Within the accommodation 20 mm diameter hose reels with attached spray/

jet nozzles are strategically placed and can be served by the jockey pump
hydrophore system in the first instance of an accommodation fire.

Cargo Manifold Water Curtains

The port and starboard cargo manifold side shell water curtains are supplied
with water from the fire main, which is pressurised by the fire and GS pump
running on high speed or the fire pump. Each water curtain is supplied by
means of two valves, one at each end of each water curtain. The valves are
manually operated and the water curtains may also be supplied with fresh
water.

Port Water Curtain Valves

FD546F and FD545F

Starboard Water Curtain Valves

FD548F and FD547F

The water curtain valves from the fire main are operated as required but the
fire main must be pressurised as described above.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.3 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.4a Engine Room Hot Foam Fire Fighting System

Foam Tank Unit Key

Filling Connection
Normally PI PI Hot Foam
Closed
Sea Water
Foam Tank
5.5 m3 Fire Water System

Test Electrical Signal

Connection
PS PI
Normally PS
Closed Engine Room

Normally Normally
Normally Closed Normally Closed
Open Open

FD654F Foam Proportioner

FD660F

HB Motor
Starter To/From Fire
Cabinet Hydrant System
FD641F Fire Control Station

Normally Steering Gear Room

HB
Closed

FD653F

HB
Main and Emergency
Power
FD647F Power Supply
Supply
440V and 220V Fire Control Station
Steering Gear Room

TOTAL FLOODING TOTAL FLOODING TOTAL FLOODING TOTAL FLOODING

PI PI FD659F
ENGINE ROOM

ALARM
STEERING GEAR ROOM

ALARM
ENGINE ROOM

ALARM
STEERING GEAR ROOM

ALARM
ON ON ON ON
OFF OFF OFF OFF

POWER MODE LAMP TEST POWER LAMP TEST

FD649F FD652F PLC FAIL

SYSTEM IN TEST MODE
TEST OP.
ON PLC FAIL
SYSTEM IN TEST MODE
FOAM/WATER SUPPLY ALARM ON OFF FOAM/WATER SUPPLY

Self Priming Vertical Centrifugal FOAM SUPPLY INTRENAL VENTILATION ON OFF FOAM SUPPLY

FD
RUN FOAM LIQUID PUMP WATER LINE VALVE ON OFF RUN FOAM LIQUID PUMP
FAIL FOAM LIQUID PUMP EMERGENCY FIRE PUMP ON OFF FAIL FOAM LIQUID PUMP

Emergency Fire Pump PWR FAIL FOAM LIQUID P/P FOAM TANK OUTLET VALVE ON OFF PWR FAIL FOAM LIQUID P/P

648F FOAM P/P LOCAL CTRL.MODE FOAM LIQUID PUMP ON OFF FOAM P/P LOCAL CTRL.MODE

(460 m3/h x 9 bar)

RUN EM.FIRE PUMP VALVE ENGINE ROOM ON OFF RUN EM.FIRE PUMP
FAIL EM.FIRE PUMP VALVE STEERING GEAR ROOM ON OFF FAIL EM.FIRE PUMP

WS For
Void Blowing
013F
WS Main Control Remote Control
007F Panel Panel
Cooling
Water Tank Sea
Chest

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.4 - Page 1 of 8
 Methane Nile Eagle Machinery Operating Manual
5.4 ��������������������������������
Machinery Space Flooding Systems Foam is produced by mixing sea water, supplied from the emergency fire pump
Compartment Volume HG-25
or one of the two bilge, fire and GS pumps with a foam making chemical.
Illustration 5.4a above shows the hot foam system. Engine Room including Casing 31,289 m3
Engine Room HotFoam Fire Extinguishing System
Engine room casing 3,315 m3 2
Foam System The emergency fire pump would ordinarily be used to operate the hot foam Engine room 2nd deck 3,413 m3 21
facility but in the event of a problem with this pump or a fire in this area, the Engine room 3rd deck 6,973 m3 15
Maker: Unitor bilge, fire and GS pumps could be used.
No. of sets: 1 Engine room 4th deck 6,253 m3
Tank capacity: 5.5 m3 Foam is generated by mixing the foam making chemical with sea water at a Engine room double bottom 6,440 m3
rate of 2% chemical solution to 98% sea water. The foam making chemical is Incinerator room 144 m3 2
stored in a 5.5 m3 tank of steel construction located in the foam/CO2 room and Engine room workshop 1,200 m3 6
Foam Pump
is supplied to the foam proportioner by the foam pump. In the proportioner, Engine room store 927 m3 7
No. of sets: 1 the foam chemical mixes with sea water and the combined sea water and liquid Diesel generator room 605 m3 4
Type: Vertical centrifugal foam mix is pumped to the protected spaces through a 200 mm supply line to
the engine room space or a 100 mm line to the steering gear room. Purifier room 254 m3 3
Model: DPVF 10 - 90
Inert gas generator room 1,645 m3 5
Capacity: 7.2 m3/h at 12 bar
The system can be operated from the remote control panel in the fire control
Rating: 440 V, 7.5 kW
station, the main control panel in the foam room or locally from the foam room Steering Gear Room 2,411 m3 14
in an emergency. Various equipment in the protected area is tripped depending
Introduction on the system operated, A full list of these trips is given later in this section.
Note: There are only two protected spaces. Selection of the engine room for
flooding will flood all the spaces listed above save the steering gear room.
The Unitor Hot Foam fire fighting system is a high expansion foam system that The HG-25 generators are designed as an integral part of the hot foam system
provides a fire extinguishing capability to the following areas: in which air from the protected space is used to aid foam production even when
smoke and combustion gases are present. The generators are constructed from Procedure for Making the Foam System Operational
• Engine room including casing stainless steel and are built as one unit without any moving parts. The HG-25
• Incinerator room generators consist of three nozzles. The nozzles send a water/foam mix into the a) Check the foam liquid tank visually for any damage or
generator housings and with the speed at which it passes through the housing leakage.
• Engine room workshop it creates a negative pressure. This pressure reduction causes air/smoke to be
• Engine room store drawn in to the housing so mixing with the foam/water and creating a high b) Ensure that there is sufficient foam chemical in the foam tank.
expansion foam.
• Purifier room c) Check that the fire main sea water supply valves are all open.
• Inert gas generator room To ensure correct system operation, only the foam making chemical supplied These valves should be left open during normal service.
• Diesel generator room by the system manufacturer should be used in this installation.
d) Ensure that the main power is switched on, the position control
• Steering gear room Electrical power for the system is supplied from the main switchboard with switch on the motor starter panel is in the REMOTE position
• Boiler gas valve hood room back-up being supplied from the emergency switchboard. and OP mode is selected on the main control panel in the foam
room.
Hot foam provides a safer total flooding alternative to a CO2 system with Once the foam system has been used, the machinery space will be completely
reduced weight, cost and reduced floor space as other advantages. The foam filled with foam. Re-entry should be delayed until it is clear that the fire has e) If the weather is cold, the pump and system heaters must be left
has an expansion ratio of 660:1. The foam in the tank should be tested annually been extinguished. Re-entry to this space should be completed cautiously with on.
for continued serviceability. confirmation of the extinguishing of the fire being the first priority. Breathing
apparatus should be used to attempt to reach the seat of the fire to confirm that WARNING
This system is the main machinery space flooding system in the event of it is indeed out, before any attempt is made to clear the foam. Before any action is taken to release the hot foam system, the fire alarm
a major fire. The system supplies foam to outlets at various points in the must be activated.
machinery spaces, there being two main supply lines each with its own To clear the foam, water spray may be used, however, dry powder from an
remotely operated butterfly valve. Foam generators are fitted at designated extinguisher has been shown to be very effective at clearing the residue foam.
points in the foam supply lines and these produce the foam and direct it into
the protected spaces.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.4 - Page 2 of 8
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.4b Hot Foam System Control Panel

MAIN CONTROL CABINET

FIXED HOTFOAM FIRE FIGHTING SYSTEM

TOTAL FLOODING TOTAL FLOODING

ENGINE ROOM PUMP ROOM

ALARM ALARM

ON ON

OFF OFF

MODE LAMP TEST

POWER TEST OP. ON
PLC FAILURE
SYSTEM IN TEST MODE ALARM ON OFF

FOAM/WATER SUPPLY INTERLOCK VENTILATION ON OFF

FOAM SUPPLY WATER LINE VALVE ON OFF

RUN FOAM LIQUID PUMP EMERGENCY FIRE PUMP ON OFF

FAIL FOAM LIQUID PUMP FOAM TANK OUTLET VALVE ON OFF

POWER FAILURE FOAM LIQUID PUMP FOAM LIQUID PUMP ON OFF

FOAM PUMP IN LOCAL CTRL. MODE VALVE ENGINE ROOM ON OFF

RUN EM. FIRE PUMP VALVE STEERING GEAR ROOM ON OFF

FAIL EM. FIRE PUMP

UNITOR
CONTROL SYSTEMS

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.4 - Page 3 of 8

Procedure for Operating the Foam System from the Remote
Control Panel in the Fire Control Station
a) Check that the sea water supply FD654F valve to the foam
system outside the foam room is open and that the system
flushing valve FD660F is closed. Other system valves are
normally left open.
b) Proceed to the fire control station and open the required hot
foam system release box door.
c) Press the alarm ON pushbutton for total flooding of the
engine room or the steering gear room. There are two such
sets of pushbuttons and only the one for the space in which
the fire exists should be pressed. The foam alarm will sound
in the selected space and the ventilation will be shut off. This
pushbutton operation will start the emergency fire pump.
d) Ensure that all personnel are evacuated from the space into
which foam is to be injected and close all doors and openings
to that space.
e) Press the ON pushbutton for the required space.
f) The system will now commence operation but the injection
of foam is delayed for 120 seconds and only water is injected
during that period of time.
g) When the desired amount of foam has been injected the foam
system must be manually switched off by pressing the OFF
pushbutton on the control panel.
h) When the fire has been extinguished and the space has cooled
down the foam must be cleared from the room before personnel
may enter. Precautions must be observed regarding breathable
atmosphere and the risk of a further fire outbreak if the seat of
the fire has not cooled down completely.
Procedure for Operating the Foam System from the Main
Control Panel in the Foam Room
The operation of the system from the main control panel in the foam room
is identical to the operation from the remote control panel in the fire control
station. See the above procedure for details.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Procedure for the Emergency Operation of the Machinery Procedure for Cleaning and Preparing the Foam System
Space Foam Systems
a) After finishing with the hot foam system, shut down the
In the event of a failure of the system in OP mode from the main control emergency fire pump or other sea water supply pump and the
panel, the system can be operated by utilising the TEST mode according to the foam pump.
following procedure. This is done at the control panel in the foam room.
b) Close the system return valve, to ensure that sea water does not
a) Switch over to TEST mode on the panel and toggle the desired enter the foam tank.
alarm switch to the ON position.
c) Open the flushing valve and close the manual foam outlet valve
b) Ensure that all personnel have been evacuated from the in the foam room.
machinery space (engine room or steering gear).
d) Attach hoses to the test connection hydrant valve outlet with
c) Toggle the switch EM. POWER, EM. FIRE PUMP and WATER the other end of the hoses directed overboard. Open the test
VALVE to the ON position. The emergency fire pump will connection hydrant valves to flush through the foam system.
start.
e) Start the emergency fire pump (or one of the fire and GS
d) Move the INTERLOCK VENTILATION switch to the ON pumps) and the foam pump, first making sure that the foam
position and close all doors and openings to the machinery tank outlet solenoid valve is closed.
space.
f) Let the fire pump run to flush out the foam in the lines.
e) Toggle the water line valve switch to the ON position.
g) Stop the emergency fire pump (or the fire and GS pump if that
f) Toggle the foam tank outlet valve switch to the ON position. has been started), close the flushing valve and drain the piping.
g) Toggle the liquid foam pump start switch to the ON position. h) Revert all valves to their standby positions.
h) Toggle the switches for the space into which foam is to i) Refill the foam tank as soon as possible.
be injected to the ON position, either ENGINE ROOM or
STEERING GEAR.
i) The system is now operating with immediate foam production.
j) When the fire is extinguished the pumps must be stopped
manually and all of the valves closed.
k) Observe the precautions given in the previous procedure about
checking that the fire has been extinguished before clearing the
foam and entering the room.
IMO Number: 9321770 Section 5.4 - Page 4 of 8
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.4c CO2 System
To Open Air Spare Parts Trolley Beam Scale Cap Storage Box CO2 Room
s
q g (High Expansion Foam Room)
TD
m TD
Q TD P S
P G P
TD
P M Cargo Electric No.1 Cargo No.2 Cargo Emergency Emergency Engine
Machinery Motor Switchboard Switchboard Generator Switchboard Room
a Room Room Room (Port) Room (Stbd) Room Room Spaces
P P P P P P P P TD
P
A

3 Bottles 5 Bottles 2 Bottles 2 Bottles

o i e B H J L N P
A G I K M O
TD TD TD
P O I P E P

P P P P P P P
PI PS

P P P P P P P P P P
2 Bottles 3 Bottles 2 Bottles B N P H J L Key
k c R F D T
b n p h j l Main CO2 Key Box
TD TD t
K P C P r f d
Pilot CO2 Warning Notice
P P P P P P Air
Instruction Chart
Electrical Signal
SC Signal Light Column
Instrumentation

5 Bottles 1 Bottle 1 Bottle (Spare)

Junction Box

Cargo Emergency Emergency Electric ECR and Process ECR and Process Fire Control Station
Machinery Generator Switchboard Motor Station Space Station Space Entrance
Room Room Room Room

M M

A A Cargo Electric Cargo Cargo Emergency Emergency

SC r q
E E To Relay Machinery Motor Switchboard Switchboard Generator Switchboard
(1 Each) (1 Each) (1 Each) (1 Each) (1 Each) Box Room Room Room(Port) Room(Stbd) Room Room

S S
7kg/cm2 7kg/cm2
Air Supply Air Supply

b h j l n p
No.2 Main a g i k m o
No.2 Main Switchboard No.1 Main Switchboard No.1 Main No.1 Cargo Switchboard No.2 Cargo Switchboard Electric Electric
Room (Starboard) Switchboard Room Room (Port) Switchboard Room Room (Port) Room (Starboard) Workshop Workshop Entrance Engine
(Starboard) Entrance (Port) Entrance Main Main ECR and
Room Switchboard Switchboard Process Electric
Spaces Room (Starboard) Room (Port) Station Space Workshop

M M M M M M

SC f e SC d SC t
To Relay c To Relay E E s To Relay
(1 Each) Box (1 Each) Box (1 Each) (1 Each) (1 Each) F D R T
Box
E C Q S

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.4 - Page 5 of 8

Auxiliary Machinery Space ��
Co2 System
CO2 Equipment
Maker: NK Co. Ltd.
Type: High Pressure
Capacity: 26 cylinders each containing 45 kg
Introduction
Dependent upon the application, CO2 is employed at levels of between 35%
and 50% by volume to produce an oxygen deficiency and thus extinguish a
fire. This level of oxygen reduction is also capable of causing asphyxiation.
Fixed systems are therefore designed to include safeguards which prevent the
automatic release of the CO2 whilst the protected area is occupied. CO2 is
not generally regarded as having a high intrinsic toxicity and is not normally
considered to produce decompos�����
i����
tion products in a fire situation.
The CO2 cylinders are fitted with safety devices to relieve excess pressure
caused by high temperatures. To avoid these operating, it is recommended
that cylinders are located in areas where the ambient temperature will not
exceed 46°C. Cylinders must ��������������������������������������������������
n�������������������������������������������������
ot be stored in direct sunlight. Certain gaseous
extinguishing agents may cause low temperature burns when in contact with
the skin. In such cases the affected area should be thoroughly irrigated with
clean water and afterw���������������������������������
a��������������������������������
rds dressed by a trained person.
WARNING
DANGER OF ASPHYXIATION
Re-entry to a CO2 flooded area should not be made until the are������
a ����
has
been thoroughly ventilated.
System Description
Areas Protected
The auxiliary machinery space CO2 system installed in the ship protects the
port and starboard main switchboard rooms, the port and starboard cargo
switchboard rooms, cargo machinery room, electric motor room, emergency
switchboard room, emergency generator room, engine control room and
processor station space and the electrician’s workshop. Outlets for CO2 are
located in the protected spaces so as to give an even spread of CO2 quickly
throughout the compartment when the gas is released.
Also within the CO2 room is a central bank CO2 system which consists of
three individual cylinders which are installed to protect the stores areas, which
includes the paint store, chemical store and the oil/grease store. This system is
described later in this section.
Issue: Final Draft - October 2007
Methane Nile Eagle
Auxiliary Machinery Space CO2 System
The auxiliary machinery space CO2 system consists of 26 cylinders each
containing 45 kg of CO2 located in the CO2 room/high expansion foam
room, which is situated on the starboard side of the engine casing on ‘A’
deck. A further 3 cylinders for the stores spaces system are contained near
the entrance.
These cylinders are connected to discharge nozzles within the protected space
via cylinder mani��������������������������������������������������
f�������������������������������������������������
olds, distribution pipework and isolating valves. A pressure
gauge and pressure switch are fitted to the main CO2 manifold.
The system is designed to discharge the required number of cylinders into
the protected space at th�����������������������������������������������������
e����������������������������������������������������
same time. Each protected space requires a certain
number of cylinders to give a 40% concentration of CO2. The total number of
cylinders is determined by the largest protected compartment plus one spare.
When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released.
Protected Space Number of
Cylinders Required
Cargo machinery room 26 (25 plus one spare)
Electric motor room 12
No.1 cargo switchboard room 5 valves. One isolation valve is connected via small bore pilot gas pipework to
No.2 cargo switchboard room 5 the cylinder bank to open the cylinders, the other is connected via a separate
No. 1 main switchboard room 6 pilot gas line to open the line valve to the protected spaces. The isolation
No. 2 main switchboard room 7 valves are positioned so that the control cabinet door cannot be closed with the
Emergency generator room 3
Emergency switchboard room 2 alarms and to trip the relevant equipment listed below.
Engine control room and processor station space 8
Electric workshop 2 A time delay unit is located in the pilot CO2 pipelin�������������������������������
The cargo machinery room requires 25 CO2 cylinders plus one spare; the
requirements for all other protected spaces are satisfied by the same bank of
26 cylinders. Therefore it has to be appreciated that if any of the cylinders are
released to protect a machinery space other than the cargo machinery room,
then there is no longer sufficient capacity to provide protection for the cargo
machinery room and every effort must be made to have the CO2 cylinders
replenished at the next port. The alarm is raised via the IAS when CO2 is
released into the protected spaces.
WARNING
If the system is used a second time prior to refilling, it is essential that a
manual count of the number of cylinders fired is taken to ensure that the
correct number of cylinders has been released.
IMO Number: 9321770
Machinery Operating Manual
Control Cabinets
Discharge of the CO2 is initially manually accomplished from an individual
control cabinet located in the fire control station for all central bank systems
and sub-systems. Additionally, a further control cabinet provides simultaneous
release for all four engine room spaces, i.e. the two main switchboard rooms,
the engine control room/processor station and the electrical workshop. This
reduces response time in the event of a widespread engine room fire. All four
engine room spaces listed above also have a local release cabinet directly
outside the main entrance into that space.
The remaining deck systems have a backup release cabinet located in the
CO2 room/high expansion foam room. Additionally, there is a backup control
cabinet in the CO2 room/high expansion foam room for the engine room spaces
release cabinet, covering all four engine room spaces as described above.
Operation of the release system within the control cabinets opens the cylinder
release valves and the main line discharge ��������������������������������������
v�������������������������������������
alve(s) to the protected spaces. The
control cabinets in the fire control station and the CO2 room/high expansion
foam room must be operated in conjunction with the control cylinder cabinet
at the same location to operate the system. The local release cabinets in the
engine room spaces have their own CO2 cylinders.
Each control cabinet has small bore pipework and two 90° isolation ball
valves in the open position. It is also arranged that the control cabinet door will
operate the switches when in the open position, to initiate audible and visual
e to the main storage bottles.
This unit allows for a time delay of about 30 seconds between actuation of the
main cylinder release isolating valve and the actual operation of the cylinder
release valves. This delay offers time for personnel in the protected spaces to
evacuate them after the ��
CO2 release alarm has sounded.
Control Cylinder Cabinet
The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2. It is stored in small pilot cylinders installed within the
control cylinder cabinet or local release cabinets. The pilot cylinders are
connected to the main pilot system pipework via two isolation valves ����������
i���������
nstalled
within the control cabinet. The system has two pilot cylinders in each of the
release cabinets at both operating stations, as do the individual local release
cabinets. A pressure gauge is fitted to the pilot CO2 pipelin��������������������
e�������������������
to indicate pilot
CO2 pr�������
essure.
Section 5.4 - Page 6 of 8
 Methane Nile Eagle Machinery Operating Manual
Alarms and Trips Emergency Generator and Emergency Switchboard Rooms System Operating Procedure
Circuit Description
When the door of the CO2 system or hot foam system control position is a) On discovering a fire in a protected space, shut down the
opened, whether it is the valve cabinet in the CO2 room or a local panel, EGP-006 Emergency generator room supply fan machinery in that space together with fuel supplies, if any,
microswitches are fitted to the door of the cabinet which sound the audible EGP-009 Emergency switchboard room exhaust fan and ventilating systems. Close all doors, ventilators and other
and visual alarms and also operate electrical trips which isolate electrical openings having first ensured that all personnel have been
equipment in the protected area. Cargo Machinery Room System evacuated.

The alarms are fitted to the protected spaces and consist of v������������������
i�����������������
sual and audible Circuit Description b) Conduct
������������������������������������������������������������
a muster of all personnel ensuring that everyone is
signals. Personnel should familiarise themselves with these signals. The 1CGP-007 No.1 cargo machinery room exhaust fan accounted for. The gas must not be released until any missing
electrical trips activated vary with the system activated. The full list of trips is 2CGP-007 No.2 cargo machinery room exhaust fan persons are accounted for and are kn���������������������
own �����������������
not to be in the
as follows: protected space where ��
CO2 is to be released.

Electric Motor Room System c) Go

������������
to the CO2 system control ������������������������������������
cabinet in the fire control station
Engine Room System
and break the glass key cabinet and obtain the key.
Circuit Description
Circuit Description
1CGP-008 No.1 electric motor room supply fan d) Use the key to open the control cylinder cabinet door.
1P-018 No.1 packaged air conditioning unit for the ECR
2CGP-008 No.2 electric motor room supply fan
2P-018 No.2 packaged air conditioning unit for the ECR
e) Open one of the cylinder valves in the control cylinder
2P-009 Sootblower control panel cabinet.
Port and Starboard Cargo Switchboard Room Systems (x2)
EGP-002 No.1 engine room supply fan f) Go to the control valve cabinet for the protected space where the
1GP-011 No.2 engine room supply fan Circuit Description fire has occurred and open the cabinet door which activates the
EGP-003 No.3 engine room supply fan 3GP-001 No.1 air handling unit (air conditioning) alarms and operates the electrical trips.
2GP-011 No.4 engine room supply fan 3GP-021 No.2 air handling unit (air conditioning)
g) Open the No.1 and No.2 ball valves to release the pilot ��
CO2 to
1GP-014 No.1 boil-off gas extraction fan
the cylinder isolating valves (for cylinder banks) and protected
2GP-014 No.2 boil-off gas extraction fan Port Main Switchboard Room System space isolating valve for releasing of the main CO2 supply��.
EGP-004 No.1 engine room exhaust fan The gas is released to the protected space after the time delay
Circuit Description
2GP-012 No.2 engine room exhaust fan period.
1P-013 No.1 main switchboard packaged air conditioning unit
1GP-015 No.1 boiler forced draught fan
2GP-015 No.2 boiler forced draught fan Note: �����������������������������������������������������������������������
Local control cabinets are provided close to the main entrances of the
Starboard Main Switchboard Room System engine control room/processor station space, No.1 and 2 switchboard rooms
1GP-016 No.1 boiler seal air fan
and the electrician’s workshop. The ��
CO2 may be released into that particular
2GP-016 No.2 boiler seal air fan Circuit Description
space by undertaking steps f) and g) above at the respective local control
1GP-025 Gland steam condenser exhaust fan 2P-013 No.2 main switchboard packaged air conditioning unit cabinet, after opening the selected pilot cylinder valve.
1P-010 Dryer unit for inert gas generator
2GP-025 Purifier room exhaust fan Engine Control Room and Process Station Room Systems (x2) h) Proceed immediately to the �� CO2 room and ensure that the
1P-006 No.1 blower for the inert gas generator correct number of cylinders for that space have fired. If not, and
Circuit Description less than the correct amount have fired, the remaining cylinders
2P-006 No.2 blower for the inert gas generator
1P-018 No.1 packaged air conditioning unit for the ECR must be fired immediately by hand. Fired cylinders will exhibit
1P-013 No.1 main switchboard packaged air conditioning unit icing on their external surfaces.
2P-018 No.2 packaged air conditioning unit for the ECR
2P-013 No.2 main switchboard packaged air conditioning unit

Electrical Workshop System WARNING

Steering Gear Room System The CO2 delivery into any protected space must be complete within two
Circuit Description minutes.
Circuit Description
1P-018 No.1 packaged air conditioning unit for the ECR
EGP-008 Steering gear and emergency fire pump room exhaust fan i) After 10 minutes, close the���������������������������������
pil�����������������������������
ot cylinder hand wheel valve.
2P-018 No.2 packaged air conditioning unit for the ECR
EGP-002 No.1 engine room supply fan

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.4 - Page 7 of 8

j) When the pilot pressure gauge within the control box is zero,
cl��������������������������������
ose both pilot isolation valves.
Note: Allow time for structural cooling before opening the protected space
and ventilating the CO2 gas.
WARNING
Do not enter the space for at least 24 hours. Ensure all reasonable
precautions have been taken, such as maintaining boundary inspections,
noting cooling down rates and/or any hot spots which may have been
found. After this period an assessment party, wearing breathing
apparatus, can enter the space quickly through a door which they shut
behind them. Check that the fire is extinguished and that all surfaces
have cooled prior to ventilating the space. Premature opening can cause
re-ignition if oxygen contacts hot combustible material.
Procedure to Release CO2 from the CO2 Room/High Expansion
Foam Room
Should the pilot initiation from the fire control station or the local cabinets fail,
all systems can be fired from backup cabinets in the CO2 room, although all
four engine room systems would need to be fired simultaneously as there is
only the common cabinet available at this position, not individual cabinets.
The operation of the systems from this position is identical to the procedure
from the fire control station. Please refer to the previously listed procedure.
WARNING
Discharging CO2 cylinders create large static charges and will freeze
anything in direct contact with them. Do not touch a discharging
cylinder.
Methane Nile Eagle
Procedure to Release CO2 Manually
In the unlikely event ���������������������������������������������
o��������������������������������������������
f total pilot gas initiation failure, the CO2 system­ may
be operated manually from the CO2 room. Attention needs to be paid to
regulations which require the gas to be delivered to the protected space within
two minutes.
a) Open the control box door so that the alarms will still be
activated.
b) Ensure that all personnel have left the space and ensure that all
vents and doors are closed.
c) Remove the safety pins on the valve actuator mounted on
the CO2 cylinders to be released. A check must be made to
determine how many cylinders are needed for the space in
which the fire has occurred.
d) Pull down the operating lever on the valve actuator of the
cylinders to be released. CO2 will now be discharged in to the
manifold.
e) Once the correct amount of cylinders has been released,
manually open the relevant main valve for the protected space
into which CO2 is to be released, by removing the safety pin and
lifting the lever on the valve.
In the Event of a Fire in the Deck Store Rooms
The local area CO2 system for the store rooms consists of three single cylinders
each containing 45 kg of CO2. All three cylinders are located in the CO2 room
locker and discharge into a common manifold. From the manifold, the gas is
delivered to each individual space by three main valves which are manually
operated. The local area CO2 system protects the following spaces:
Protected Space Number of Cylinders Required
Paint store 1
Chemical store 1 Overpressure of the CO2 line is prevented by a safety valve, which will vent
Oil and grease store 1 the gas to atmosphere.
Machinery Operating Manual
Operating Procedure
a) Go to the CO2 cylinder local cabinet outside of the protected
space containing the fire.
b) Open the control cabinet.
c) The CO2 alarm bell will sound in the space.
d) The ventilation fan will stop.
e) Ensure all personnel have evacuated the space and that all
personnel are accounted for.
f) Close and check that all appropriate doors, hatches and fire
flaps are shut.
g) Remove the safety pin on the valve actuator on the CO2 cylinder
and pull down the operating lever.
h) Open the ball valve in the ball valve cabinet.
i) The cylinder will now discharge into the space.
WARNING
Do not enter the space for at least 24 hours. Ensure all reasonable
precautions have been taken, such as maintaining boundary inspections,
noting cooling down rates and/or any hot spots which may have been
found. After this period an assessment party, wearing breathing
apparatus, can enter the space quickly through a door which they shut
behind them. Check that the fire is extinguished and that all surfaces
have cooled prior to ventilating the space. Premature opening can cause
re-ignition if oxygen contacts hot combustible material.
Should the cylinder discharge accidentally, it will pressurise the line up to the
ball valve. This line is monitored by a pressure switch which will activate CO2
leakage alarms in the protected space.

The alarm is raised via the IAS when CO2 is released into the protected spaces.
Opening the cabinet door to each relevant space will trip the following:

Circuit Description
3GP-015 Paint store exhaust fan
3GP-014 Chemical store exhaust fan
3GP-013 Oil and grease store exhaust fan

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.4 - Page 8 of 8
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.5a Oil Mist Detector

Isolate, Test and Reset Switches

Channel Switches

1 2 3 4 5 6 7 8 9 10 11 12 Magnetic Pen

Channel number Isolate Reset Test

Testing
Oil Mist Status LED No CPU

Raise alarm level

Channel Identification mgm/litre Oil Mist Level and Fault
Channel Reading Location Readout
%
Lower alarm level

Power Setting

Alarm level
Setting Indicator LEDs Alarm Selection Switch

OPERATING INSTRUCTIONS
To display a function, place
Magnet Pen FLAT over specified circle

Function Circle FAULT DIRECTORY

Channel level reading (%) Channel number Channel Reading Fault condition Action required
1.12 F1 Cable fault Check/repair relevant cable
Pre-set alarm level (mgm/litre) Alarm level + Channel number
1.12 F2 Detector dirty Clean detector according to instructions
Self test programme Test 1.12 F3 Detector faulty Clean as F2 first or replace detector
Detector alarm test C F4 Fan failure Check fan and fan failure detecting systems
Alarm level + Test + Channel number
C F5 CPU failure Refer to Manual
Isolate detector (F3) Isolate + Channel number
Restore detector Isolate + Reset + Channel number NOTE: If 'No CPU' light is on, refer to manual
Normal operation Reset

Operating Instructions Quality Monitoring Instruments, London, NW6 2HL, UK

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.5 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
5.5 Oil mist detection System Oil mist samples are measures in milligrams/litre and the output information
relates to a setting of 1.3 milligrams/litre as being 100%. This is recognised
as a safe level but acts as a trigger point for activation of the alarm. When a
Oil Mist Detector
level of 80% of this 1.3 milligram/litre is reached the early warning alarm is
Maker: Il-Jin Maritas Co. Ltd triggered. A second alarm is triggered at 100%.
No. of sets: 1
Model: QMI Multiplex The multiplex unit displays the alarm information on its digital display,
indicating the location of the sensor head which has detected the oil mist.

The multiplex unit is preset and should not require any resetting except
Introduction
in extreme circumstances. If adjustment needs to be made this should be
undertaken by a competent engineer in consultation with the equipment
Detection of explosive oil mist or vapours in the engine room is essential in
manufacturer. The oil mist detector is an item of safety equipment and it
order to minimise the risk of fire or explosion. The oil mist detector head
is essential that it is maintained in optimum operating condition and is not
continuously samples the atmosphere at a number of points in the machinery
tampered with in any way which could harm its sensitivity.
spaces and gives warning of oil mist or vapour which is present in quantities
which might present a hazard. The oil mist detector is able to detect levels of
The multiplex unit must be tested at weekly intervals in order to ensure that it
oil mist concentration far below the lower explosion limit of the oil mist, thus
is operating correctly. This must be done in accordance with the instructions
giving warning before the oil mist reaches the point where an explosion could
provided by the manufacturer in the operating manual.
occur.

The mist detector head samples the atmosphere by means of six detectors Alarms
located at the following places.
• Above the diesel generator in the diesel generator room Tag Description High High
High
• Above the turbine generators
MM224 Generator engine oil mist 0.4mg/litre 0.5mg/litre
• Above the main fuel oil pumps in the purifier room concentration
• Between the port and starboard boilers firing platforms MM225 Purifier room oil mist concentration 0.4mg/litre 0.5mg/litre
• Above the main turbines MM226 Above main turbine oil mist 0.4mg/litre 0.5mg/litre
concentration
• Above the steering gear pumps
MM227 Above turbine generator oil mist 0.4mg/litre 0.5mg/litre
concentration
The air sensors for the mist detector have air intake louvres at the front through
which the air sample is drawn. The sensor contains a fan which draws the air MM228 Steering gear room oil mist 0.4mg/litre 0.5mg/litre
into the unit and a green LED at the front of the unit indicates that the fan is concentration
running. Inside the unit is a sensing head which detects the presence of an oil MM229 Boiler firing platform oil mist 0.4mg/litre 0.5mg/litre
mist. concentration

The sensors monitor the level of mist and the detector heads report to the QMI
Multiplex unit by means of a dedicated cable. The multiplex unit activates an
alarm should the level of mist detected be above an acceptable level. Signals
from the detector heads are scanned by the multiplex unit at 500 millisecond
intervals and the data is presented on the multiplex unit display in percentage
values.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.5 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.6a Water Mist System
Control Panel in the Fire Control Station HYDRAULIC POWER INCINERATOR ROOM
PI UNIT ROOM

HI- FOG Sprinkler System

STANDBY PRESSURE 25 bar

INCINERATOR BOILER DIESEL GENR SYSTEM CONTROL

ROOM STB ROOM RESET SYSTEM ON
20

M1 10 Upper
M4 M7
Deck (Port) Casing A - Deck (Port)
30 M SECTION VALVE
0
SCHEMATIC
SYSTEM BUZZER Bar
HYD PWR IGG ROOM FO TREATM FOAM RESET
RELEASED
UNIT ROOM BURNER ROOM MACH
M2 M5 M8 RELEASED
SYSTEM PRESSURE

AUTOMATIC LAMP OFF ON NO.1 MAIN BOILER NO.2 MAIN BOILER

REQUEST TEST (BURNER) (BURNER)
BOILER STEERING FOAM RELEASE ON
PS GEAR ROOM S/G
M3 M6 RELEASED

AUTOMATIC RELEASE

2nd Deck (Port Rear) 2nd Deck (Starboard Rear)

M3 M4 M2 M1 M5

Nitrogen Motor
Manual and Remote
Operated Valves
GAS DRIVEN PUMP UNIT PI FI STEERING GEAR ROOM GENERATOR ENGINE ROOM
INERT GAS
Nitrogen GENERATOR ROOM
Pump

M Manual and Remote

Operated Valves

From Starboard
Distilled Water Tank 3rd Deck (Port) 3rd Deck (Aft) 3rd Deck (Starboard)
(Machinery 2.14.2a)
7 bar M8

Drain
M6 M7
Pneumatic Motor
Drain
Pneumatic A
Pump (25 bar)
Key
PI

Fresh Water PURIFIER ROOM

From Control Air
Service System
(Machinery 2.9.1a) Nitrogen Cylinder
Nitrogen
6 - 10 bar (50 litres x 196 bar)

7 bar Air

Electrical Signal
PI PI

Instrumentation 4th Deck (Starboard)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.6 - Page 1 of 2
 Methane Nile Eagle Machinery Operating Manual
5.6 Water Mist System • Fresh water pump driven by an air motor, supplied by the c) When a drop in the system pressure is detected because of the
control air system, which takes suction from the starboard water flow, the N2 cylinder primary valve opens and releases the
distilled water tank and maintains the system pressure at 24.5 gas from 3 cylinders which drives the piston type pumps to raise
Water Mist Equipment bar up to the control valves. the fresh water discharge rate to 11 litres/minute per spray head,
Maker: Marioff Hi-fog i.e. steering gear total is 66 litres/minute.
• A set of piston type pumps driven by pressurised N2 cylinders,
Type: GPU pump unit which supply fresh water at a rate of 11 litres/minute through
d) The first three N2 cylinders’ discharge pressure will gradually
No. of sets: 1 each of the spray heads.
drop to approximately 80 bar when the primary valve will open
• Two sets of N2 cylinders pressurised to 200 kg/cm2, 196 bar on the second set of N2 cylinders.
each set containing three cylinders.
Introduction
The system has the capacity to discharge fresh water for approximately 20
The system is controlled from a control panel located in the fire control minutes. The suction pipes from the starboard distilled water tank are arranged
The water mist system provides fire protection in a number of machinery space
station. This panel contains an illuminated pushbutton to manually activate to provide a minimum of 20 minutes water supply to the water mist system.
areas. The basic principle of the water mist system is that the very fine droplets
each individual section which lights up when activated and registering a flow
of water tend to exclude oxygen from the area of the fire thereby starving the
through the valve. Pressing the section valve pushbutton a second time closes
burning material of oxygen. When the fine water droplets come into contact Local Operation
the valve. The internal indicator lamp within the section pushbutton will
with the flames they are rapidly evaporated because of their large surface area
extinguish when no flow is registered through the valve. There are local pushbuttons at each protected area and the section valves for
for a small mass and this has a rapid cooling effect on the fire. The steam
each protected area can also be operated locally by turning the valve lever, with
produced by the evaporation acts to further reduce the space available for
The system is normally automatically activated from the fire detection system. finger power only, in the anticlockwise direction.
oxygen. Because the water is in mist form the system is effective for oil fires.
Each section is monitored by one smoke and one flame detector, needing
both to register as active simultaneously to initiate a system activation. This
Water at high pressure is injected into the protected space through special spray Stopping the System
feature can be turned off at the control panel using a switch provided for this
heads which break down the water stream into very fine mist like particles. If the system has been activated automatically, with the section valve being
purpose.
The positioning of the spray heads is such that the desired area is protected by opened electrically, pressing the RESET pushbutton on the remote panel will
the spray. stop the system. If however, the section valve has been opened manually, it will
WARNING
need to be shut manually to stop the water flow.
When the AUTOMATIC response for the water mist system is
Engine Room System deactivated, it is imperative that it is reactivated when the cause of the
deactivation is removed.
Water mist protection is provided for the following engine room areas:
No electric power is required to operate the discharge pumps and the control
Deck Area No. of Spray valves can be activated locally.
Heads
A Incinerator room 4 The remote panel also contains LAMP TEST and an audible alarm. A RESET
Upper Hydraulic power pack room 4 button is also provided.
2nd Port boiler burner platform 4
2nd Starboard boiler burner platform 4 Procedure for Operating the Water Mist System
3rd Inert gas generator burner 3
3rd Steering gear room 6 a) When a fire is detected in a protected area (both the flame and
smoke detectors active simultaneously) the control valve for
3rd Diesel generator room 6
that area is activated and pressurised water is allowed to flow to
4th Purifier room 3 the spray heads covered by that control valve.

Each area is covered by a control valve which connects the spray heads to the b) Fresh water is delivered to the spray head by the air motor
pressurised water spray main. driven pump at an initial pressure of 24.5 bar.

The water mist pump unit, situated on the engine room 4th deck starboard, near
the fresh water hydrophore system, contains the following:

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.6 - Page 2 of 2
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.7a Quick-Closing Valves and Fire Dampers System Fire Control Station Set at
Fire Control Station 9.9 bar
Emergency Generator Incinerator Room
PAL PI
Engine Room, ZS
PIA95
Engine Room
Manual
No.1 Supply Emergency
Valve Control Locker
Fan Shut Open Generator
Speed Controller SD01 Air Engine MGO Incinerator Incinerator
Receiver Service Tank Waste Oil Diesel
Engine Room, No.2 Supply Fan SD02 PI
OD352F Service Oil Service
Manual Tank Tank
Pilot Valve
A Deck
Engine Room, No.3 Supply Fan SD03 with Lever OF OF351F
350F OD350F
Engine Room, No.4 Supply Fan SD04 AC015F
Filter and No.3 No.2 No.1
Engine Room, Manual Regulator
No.1 Exhaust Valve
Fan Shut Open Upper Deck
Speed Controller ED01
Terminal
Engine Room, No.2 Exhaust Fan ED02 Box C/P1
Turbine Turbine Generator Generator
Marine
Engine Room Exhaust Air ED03 Generator Generator Engine Engine Diesel
Gas Oil
LO LO LO LO Oil
ED04 Storage
Engine Room Exhaust Air Settling Storage Settling Storage
Tank Service
Tank Tank Tank Tank Tank 2nd Deck
Incinerator Fire Control Station
Room Supply OL OL OL
OD351F OL002F 001F 003F 004F OD090F
Duct
Shut Open
Speed Controller SD05 PI

Incinerator Room Exhaust Air

ED11
AC016F
Inert Gas Generator Room Supply Duct SD06 Key
Filter and
Regulator Low
Sulphur No.1 No.2
Inert Gas Generator Room Exhaust Air ED06 Heavy Fuel Heavy Fuel Diesel Oil Air
From Control Heavy
Air System Oil Oil Storage
Fuel Oil
Diesel Generator Engine Room Supply Duct SD07 Settling Settling Tank Lubricating Oil
Storage OF
Tank 101F Tank Tank 3rd Deck
Marine Diesel Oil
OF002F OF OF OF103F OD050F
No.1 Diesel Generator Engine Room Exhaust Air ED07 100F 102F Heavy Fuel Oil

Electrical Signal
No.2 Diesel Generator Engine Room Exhaust Air ED12
No.2 No.2 Instrumentation
Heavy Heavy Main Main
Purifier Room Supply Duct SD08 Fuel Oil LO LO
Fuel Fuel
Overflow Settling Storage
Oil Oil
Purifier Room Exhaust Air ED08 Manual Tank Tank Tank
Storage Storage
Valve Tank (P) Tank (S) 4th Deck
PI
MSB Room Supply Duct (P) SD09 OF LO Purifier OL OL Speed Emergency Generator Room
OF004F OF
003F 001F Sludge Tank 008F 007F Controller No.1 Exhaust
MSB Room Exhaust Air (P) ED09 Open Shut ED13
Manual AC017F OL419F
Valve Emergency Generator Room No.2 Supply ED14
Filter and
MSB Room Supply Duct (S) SD10
Regulator Fire Control Station Manual Emergency Generator Room No.3 Supply ED15
Valve
PI Emergency Generator Room No.4 Exhaust ED16
MSB Room Exhaust Air (S) ED10
Terminal Emergency Generator Room No.5 Supply ED17
Manual
Valve Box C/P3
ED13 Speed Emergency Generator Room
Engine Control Room Exhaust Duct AC018F Controller No.6 Exhaust
Filter and Open Shut ED18
Electricians Workshop Exhaust Duct ED14 Regulator Outside Emergency
Fire Control Station Switchboard Room Emergency Generator Room No.7 Supply ED19

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.7 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
5.7 Quick-Closing Valves and fire dampers Oil Tank Quick-Closing Valves Procedure for Operating the Quick-Closing Valve System
System
WARNING To operate the quick closing valves on board the vessel, proceed as follows:
Some tanks such as daily lubricating oil tanks do not have quick-closing
Introduction a) At the emergency shut-off control locker check the quick-
valves fitted. This is because they are normally closed and only opened
for short periods of time when required. It is therefore important to closing valve group in which the valve(s) to be closed is/are
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil located.
ensure that these tank outlet valves are always closed when not in use.
could flow to feed a fire, are equipped with air operated quick-closing valves,
which are controlled from the fire control station. They are supplied from b) Operate lever of the shut-off pilot valve for the valve group
the quick-closing valve air reservoir situated in the fire control station. The Group 1 concerned in order to supply air to the quick-closing valves.
reservoir is supplied, at a pressure of approximately 11 bar, from the control
air system. The air supply is direct from the No.2 control air manifold after Tank Valve
The quick-closing valves in the selected group will be closed when the air
the dryer and oil filters but there is an inlet valve on the quick-closing valve DO service tank OD090F pressure acts on the valve piston. When it is necessary to open the valve again
air reservoir. This valve is locked open. A branch pipe on the supply line to No.2 HFO settling tank OF103F the pilot valve lever should be released so that the air supply line to the valves
the reservoir supplies air directly to the engine room ventilation fire dampers OF102F is vented. The tripped valves must then be closed by turning the valve handle
which are open when under pressure. and then opened again in order to reset the trip mechanism.
Group 2
The quick-closing valve air reservoir is fitted with a low pressure alarm
transmitter which registers on the IAS Machinery Miscellaneous Alarms Tank Valve Fire Dampers
screen. The oil tank quick-closing valves’ actuator lines are grouped into MGO storage tank OD351F
three systems, each with a manual pilot valve and operating lever. In normal The engine room fire dampers operate to close the ventilation openings in the
Low sulphur HFO storage tank OF002F event of a fire. The dampers are kept open against a closing force (gravity
operation the supply line to each group of tank valves is vented to atmosphere,
but when the pilot valve is actuated air is supplied to pistons which collapse the FO overflow tank OF004F acting on a counterweight) by means of air pressure acting on the damper
bridge of each valve in that group, thus causing the valve to close. Operation No.2 HFO storage tank port OF003F cylinder piston. When the air pressure is vented the damper or dampers will
of a pilot valve will close all valves in that part of the system. close. The fire damper pipework is supplied directly from the control air
system main pipe and air pressure is constantly applied to the system.
Group 3
The valves are reset by venting the air supply and operating the valve hand
wheel in a closed direction to reset the bridge mechanism and then opening the Tank Valve Activation of the pilot control valve at the fire control station control panel
valve in the normal way. Incinerator waste oil service tank OF350F will vent the damper air line and cause fire dampers associated with the pilot
OF351F valve to close. The operation of individual local damper valves will vent each
The emergency generator marine gas oil tank quick-closing valve OD352F is individual damper as required and allow that damper to close.
Incinerator DO service tank OD350F
operated by a directly connected wire from outside the emergency generator
room on ‘B’ deck. The incinerator waste oil service tank and incinerator DO No.2 HFO storage tank starboard OF001F Fire dampers in group 1 are for the engine room supply and exhaust fans.
service tank quick-closing outlet valves OF350F, OF351F and OF350F may No.1 HFO settling tank OF101F These do not normally have local control pilot valves but do have solenoid
be operated by directly connected wires from outside of the incinerator room OF100F valves associated with the fan starters. There is a similar arrangement for the
or from the fire control station via pilot valve No.3. The two forward fuel tank DO storage tank OD050F emergency generator room dampers (group 4). When the fan is started the
quick-closing valves OF521F and OF522F are operated by pull wires in the Turbine generator LO settling tank OL002F solenoid valve allows air to the damper in order to open it and when the fan
bosun’s store. is stopped the solenoid valve vents the damper air line causing the damper to
Turbine generator LO storage tank OL001F
close.
Engine room fire dampers are arranged in four groups, each with an air supply Diesel generator LO settling tank OL003F
from an air line supplying the quick-closing valve air reservoir. Air is normally Diesel generator LO storage tank OL004F Fire dampers are fitted as follows:
supplied to the damper air cylinder and that keeps the damper open against the Main LO settling tank OL008F
action of a counterweight or spring. When the damper cylinder is vented the Main LO storage tank OL007F Group 1: Air Supply Valve AC015F Panel Label
damper is closed by means of a gravity acting on the counterweight. Damper LO purifier sludge tank OL419F No.1 engine room supply fan SD01
cylinders may be vented by means of the pilot valve located in the fire control
station in the accommodation or by means of a pilot valve located close to each No.2 engine room supply fan SD02
damper. Some damper pilot valves operate a single damper and others operate No.3 engine room supply fan SD03
two or more dampers. No.4 engine room supply fan SD04

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.7 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.7a Quick-Closing Valves and Fire Dampers System Fire Control Station Set at
Fire Control Station 9.9 bar
Emergency Generator Incinerator Room
PAL PI
Engine Room, ZS
PIA95
Engine Room
Manual
No.1 Supply Emergency
Valve Control Locker
Fan Shut Open Generator
Speed Controller SD01 Air Engine MGO Incinerator Incinerator
Receiver Service Tank Waste Oil Diesel
Engine Room, No.2 Supply Fan SD02 PI
OD352F Service Oil Service
Manual Tank Tank
Pilot Valve
A Deck
Engine Room, No.3 Supply Fan SD03 with Lever OF OF351F
350F OD350F
Engine Room, No.4 Supply Fan SD04 AC015F
Filter and No.3 No.2 No.1
Engine Room, Manual Regulator
No.1 Exhaust Valve
Fan Shut Open Upper Deck
Speed Controller ED01
Terminal
Engine Room, No.2 Exhaust Fan ED02 Box C/P1
Turbine Turbine Generator Generator
Marine
Engine Room Exhaust Air ED03 Generator Generator Engine Engine Diesel
Gas Oil
LO LO LO LO Oil
ED04 Storage
Engine Room Exhaust Air Settling Storage Settling Storage
Tank Service
Tank Tank Tank Tank Tank 2nd Deck
Incinerator Fire Control Station
Room Supply OL OL OL
OD351F OL002F 001F 003F 004F OD090F
Duct
Shut Open
Speed Controller SD05 PI

Incinerator Room Exhaust Air

ED11
AC016F
Inert Gas Generator Room Supply Duct SD06 Key
Filter and
Regulator Low
Sulphur No.1 No.2
Inert Gas Generator Room Exhaust Air ED06 Heavy Fuel Heavy Fuel Diesel Oil Air
From Control Heavy
Air System Oil Oil Storage
Fuel Oil
Diesel Generator Engine Room Supply Duct SD07 Settling Settling Tank Lubricating Oil
Storage OF
Tank 101F Tank Tank 3rd Deck
Marine Diesel Oil
OF002F OF OF OF103F OD050F
No.1 Diesel Generator Engine Room Exhaust Air ED07 100F 102F Heavy Fuel Oil

Electrical Signal
No.2 Diesel Generator Engine Room Exhaust Air ED12
No.2 No.2 Instrumentation
Heavy Heavy Main Main
Purifier Room Supply Duct SD08 Fuel Oil LO LO
Fuel Fuel
Overflow Settling Storage
Oil Oil
Purifier Room Exhaust Air ED08 Manual Tank Tank Tank
Storage Storage
Valve Tank (P) Tank (S) 4th Deck
PI
MSB Room Supply Duct (P) SD09 OF LO Purifier OL OL Speed Emergency Generator Room
OF004F OF
003F 001F Sludge Tank 008F 007F Controller No.1 Exhaust
MSB Room Exhaust Air (P) ED09 Open Shut ED13
Manual AC017F OL419F
Valve Emergency Generator Room No.2 Supply ED14
Filter and
MSB Room Supply Duct (S) SD10
Regulator Fire Control Station Manual Emergency Generator Room No.3 Supply ED15
Valve
PI Emergency Generator Room No.4 Exhaust ED16
MSB Room Exhaust Air (S) ED10
Terminal Emergency Generator Room No.5 Supply ED17
Manual
Valve Box C/P3
ED13 Speed Emergency Generator Room
Engine Control Room Exhaust Duct AC018F Controller No.6 Exhaust
Filter and Open Shut ED18
Electricians Workshop Exhaust Duct ED14 Regulator Outside Emergency
Fire Control Station Switchboard Room Emergency Generator Room No.7 Supply ED19

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.7 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual

Group 2: Air Supply Valve AC016F Panel Label

No.1 engine room exhaust fan ED01
No.2 engine room exhaust fan ED02
No.3 engine room exhaust fan ED03
No.4 engine room exhaust fan ED04
Incinerator room supply duct SD05
Incinerator room exhaust duct ED11
IGG room supply duct SD06
IGG room exhaust air ED06
Generator room supply duct SD07
Generator No.1 room exhaust air ED07
Generator No.2 room exhaust air ED12
Purifier room supply duct SD08
Purifier room exhaust air ED08

Group 3: Air Supply Valve AC017F Panel Label

MSB room port supply duct SD09
MSB room port exhaust air ED09
MSB room starboard supply duct SD10
MSB room starboard exhaust air ED10
Engine control room exhaust duct ED13
Electricians workshop exhaust duct ED14

Group 4: Air Supply Valve AC018F Panel Label

Emergency generator room ED13, ED14
ED15, ED16
ED17, ED18
and ED19

Procedure for Operating the Fire Control Dampers

a) To actuate the fire control dampers the main fire damper

pilot valve located at the emergency shut-off cabinet must
be operated. This is located in the fire control station and is
operated by pressing the valve lever to vent the air line.

b) The dampers will close under the action of their counterweights

when air is vented from their cylinders. Operation of the local
pilot valves has the same effect.

c) To open the fire dampers the pilot valve lever must be returned
to the open position and the dampers will open under the action
of compressed air on the cylinder pistons.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.7 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.8a Fire Detection Panel

Central Unit Panel

Salwico CS3000
POWER ON
CS3000 CONTROL UNIT
FIRE
2004.14.12 DISCONNECTION

17:15:53 TEST......
ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.

ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM

4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE

EXTERNAL CONTROL
ACTIVATED
ALARM RESET
1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET

SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST

Fire Alarm Panel Operating Panel

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.8 - Page 1 of 4

5.8 Fire Detection System
Fire Detection Equipment
Maker: Consilium Marine
Type: CS 3000 Salwico Fire Detection System
Introduction
The CS3000 Fire Detection system is a computerised, fully addressable analogue
fire alarm system with analogue detectors. The operating panel, control unit
and power supply are contained in a central cabinet in the wheelhouse. There
are 9 detector loops connected to the system with a 7.2 Ah battery system
back-up in the event of a power failure. The fire detection system has a direct
input into the IAS for recording any alarms, faults and disconnections. The
digital outputs of the system are used to stop the ventilation fans of the cargo
machinery and electric motor rooms only, release the fire doors and operate the
water mist system see section 5.6. The system operates the water spray system
when two detectors are activated in a protected area. The system is looped to
the gas sampling and alarm systems, and to the IAS cabinet in the electrical
equipment room on ‘B’ deck.
The Salwico CS3000 comprises a wide range of detectors and sensors to
suit different needs and conditions. It includes detectors for different alarm
parameters, for example, smoke, heat and flames. Manual call points, short
circuit isolators and a timer are connected to the loop where required. A fault
in the system or a false alarm is detected immediately since the function of
the detectors and other installed loop units are automatically and continuously
tested.
The fire alarm repeater alarm unit, type MN3000 is fitted in the fire control
station console. A similar unit is fitted in the ECR console. The repeater
panels allow the ship’s staff to monitor alarms and scroll through alarms in
the queue list but not to accept any alarms or perform any disconnections or
reconnections. The system can also identify defective detectors in each loop.
The system can be monitored via the IAS.
Central Unit Panel
The central unit panel is divided into two parts, the fire alarm panel and the
operating panel. The fire alarm panel is activated when there is a fire alarm
in the system. The operator verifies and supervises the system by using the
different keys and the display on the operating panel.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Fire Alarm Panel S, D, SD, EA, AD: Command keys used to choose the
The fire alarm panel is activated when a fire alarm is detected on the system. unit (section/detector no. etc) to
operate.
The FIRE indicator flashes and the section number and detector address in
alarm are displayed on the numeric display. MUTE: Fault handling key used to
acknowledge faults and to mute the
Keys Operation buzzers.
ALARM MUTE: This key is used to acknowledge
the fire alarm and mute the buzzers. RESET: Fault handling key used to reset the
faults.
ALARM RESET: This key is used to reset the fire
alarm. ON, OFF, TIMER: Operation keys used to choose the
operation to perform.
ALARMS IN QUEUE: LEDs indicate multiple alarms
which can be scrolled through using LIST: List handling keys, the LIST key is
this key. Each alarm is listed in the used to open the list function.
alphanumeric display. The arrow keys are used to scroll
through the lists.
Indicators Description
EXT. CONTROL LED indicating that an external Indicators Description
ACTIVATED: control output is active. POWER ON: Illuminated when the power is on.
SECTION/DETECTOR LED indicating that an alarm reset DISCONNECTION: General disconnection of detectors
NOT RESET: has been attempted but failed. indicator.
(Detector still in alarm)
TEST: Is lit when the central unit is in test
mode.
Operating Panel
ALARM TRANSFER: Is lit when the dedicated fire output
The operating panel is used for controlling the system and to display extra is activated (steady light) and is
information in case of a fire alarm. The alphanumeric display is used as a flashing when the door is open, the
complement to the numeric display on the fire alarm panel, as a communication fire output is deactivated.
medium when operating the system and to display guiding texts for the function
keys. Under normal conditions, when the central unit is in normal status, the EXTERNAL ALARM: Is lit when an external alarm output
text ‘Salwico CS3000’ is displayed together with the date and time. is disconnected or faulty.
Keys Operation DELAY OFF: Is lit when the time delay is
F1, F2, F3, F4: Function keys, used for choosing deactivated.
functions from the menus in the
display and for entering certain SYSTEM FAULT: Is lit when a fault occurs in the
characters with no keys of their system.
own.
ABNORMAL COND: Is lit when an abnormal condition
0-9: Numeric keys. has occurred.
Correction key: The last key stroke is erased.
Return key: The system returns to normal status,
‘Salwico CS3000’ is displayed.
IMO Number: 9321770 Section 5.8 - Page 2 of 4

System Operation
Detection of a Fire Alarm
The FIRE lamp is flashing: A fire alarm is detected in the system.
a) Press the ALARM MUTE pushbutton, to mute and acknowledge
the fire alarm.
b) The FIRE indicator stops blinking and becomes steady red. The
audible fire alarm, including the internal buzzer is permanently
silenced when the ALARM MUTE is pressed.
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alphanumeric display on the
operating panel.
d) The section number and the detector address are displayed on
the first line and additional information about the location is
displayed on the second line, if provided.
ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in
the system.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all
the fire alarms.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing
and become steady red when all the fire alarms are muted. The
audible fire alarm is permanently silenced when the ALARM
MUTE is pressed.
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alphanumeric display on the
operating panel.
d) The address of the first fire alarm is displayed on the first line
and additional information about the alarming unit is displayed
on the second line, if provided. The address of the latest fire
alarm is displayed on the third line and additional information
about this unit is displayed on the fourth line. The total number
of fire alarms is shown to the right on line one.
e) Press the ALARMS IN QUEUE button to display the next fire
alarm.
Issue: Final Draft - October 2007
Methane Nile Eagle
f) The second fire alarm address is displayed both on the fire
alarm panel and on the alphanumerical display. The fire alarm
is presented on the two first lines on the display. Five seconds
after pressing ALARMS IN QUEUE, the first fire alarm is
displayed again.
g) If ALARMS IN QUEUE is pressed when the last fire alarm
is displayed, the first fire alarm is displayed again and the
ALARMS IN QUEUE indicator goes out for 5 seconds.
Reset Fire Alarm
Only one fire alarm can be reset at a time, i.e. the displayed fire alarm.
a) Press the ALARMS IN QUEUE button repeatedly to select the
appropriate fire alarm.
b) Press ALARM RESET to reset the fire alarm. The system tries
to reset the fire alarm.
c) When a fire alarm is reset it disappears from the display and the
fire alarm is moved to the fire alarm history list. The next fire
alarm is then displayed or if there are no more fire alarms the
system returns to normal status, ‘Salwico CS3000’ is displayed
with date and time.
d) If the fire alarm does not reset, the reason is displayed on line
three. The indicator SECTION/DET NOT RESET is displayed.
This could be because the detector still detects high levels of
smoke, fumes and/or ionisation etc. The actual detector may
also be faulty and should be investigated.
IMO Number: 9321770
Machinery Operating Manual
Fire Alarms that Do Not Reset
A detector that cannot be reset can be listed in two ways. Press the LIST or
ALARMS IN QUEUE key.
The ALARMS IN QUEUE key can only list the non-resettable fire alarms
if all fire alarms are acknowledged and reset (i.e. the ALARMS IN QUEUE
LEDs are not lit) and if all faults are acknowledged. If this is not the case, the
ALARMS IN QUEUE key will only list the fire alarms that are not reset.
a) Press ALARMS IN QUEUE repeatedly to select the appropriate
fire alarm. The fire alarm address is displayed on the fire alarm
panel and the operating panel alphanumeric display.
b) Press ALARM RESET. The system tries to reset the fire
alarm.
If no key is depressed for about 60 seconds the display returns to the first non-
resettable fire alarm. If the fire alarm is reset it disappears from the display
and from the fire alarm list. The display then returns to the next fire alarm or
if there are no more fire alarms it returns to normal status, ‘Salwico CS3000’
is displayed. If the alarm does not reset, the reason is displayed on line three.
The problem should be investigated. The non-resettable fire alarm is displayed
again.
The LIST key can always be used regardless of system status. Pressing LIST
shows the fire alarms one by one on the first line of the alphanumeric display.
They can then be reset in the normal way one by one. If the alarm does not
reset, the reason is displayed on line three. The problem should be investigated.
The not resettable fire alarm is displayed again.
Section 5.8 - Page 3 of 4

Fault Indication
The FAULT indicator is flashing and the internal buzzer is sounding. One or
more faults are detected in the system and the latest fault is displayed on the
alphanumeric display. The first line displays the word FAULT, a fault code
followed by the section number, the detector address, and a fault message.
Additional text is displayed on line two, if provided The fault codes are listed
in the manufacturer’s manual. Only one fault can be acknowledged at a time.
Press M in the FAULT field to acknowledge the fault and mute the buzzer.
The FAULT indication stops flashing and becomes steady yellow. The internal
buzzer is permanently silenced. The fault is placed in a fault list and the
alphanumeric display is erased. The next fault is displayed if there are more
faults. Otherwise the display is erased and it returns to its previous status. The
number of faults in the system and the order they occurred is displayed on line
three. The fault list can be scrolled through by using the up and down arrow
keys.
To Reset Faults
a) Press LIST to open the list function. Faults can only be reset
from the fault list.
b) Press F2 to select the fault list. The latest fault is always
displayed first. The fault list can be scrolled through using the
list key. The LED on the arrow key is lit if there are more faults
to be listed.
c) Press the arrow keys until the appropriate fault is displayed.
d) Press R in the FAULT field to reset the fault. The system
attempts to reset the fault.
e) The fault is reset if it disappears from the list. The next fault is
displayed after about 5 seconds. If the fault list is empty, the text
LIST EMPTY is displayed, and the system returns to normal
status, ‘Salwico CS3000’ is displayed. If the fault is not reset,
the reason is displayed on line three. Investigation is required.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Disconnections
Different parts of the fire alarm system can be disconnected for instance,
sections, detectors, manual call points, section units, alarm devices, external
control devices and loops. This can be useful when there is welding in a
particular section or removal of detectors is required due to structural shipboard
work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be
reconnected from the ‘Disconnections’ list.
When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key. The system returns to normal
status and ‘Salwico CS3000’ is indicated.
Disconnection Process
a) Press S to select the section.
b) Enter a section number and the section menu is displayed.
c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is
changed to ORDER DONE.
e) The DISCONNECTION LED is lit if this is the first active
disconnection in the system.
f) A message is displayed on line three, for about five seconds,
if the system cannot disconnect the section. The system then
returns to the previous menu.
g) Continue to define the next disconnection or, if finished, return
to normal by pressing RETURN.
Further in-depth operations are available from the manufacturer’s manual.
IMO Number: 9321770 Section 5.8 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
5.9 Engine Room Fire fighting and fire detection Equipment
Illustration 5.9a Fire Fighting and Fire Detection Equipment on Engine Room 2nd Deck
W
Key
P CO2 M
M
12kg 6.8kg
Heat Detector
M
W
P Engine Room Water F Foam Electric Horn
12kg Ballast Tank (Port)

Low Sulphur E CO 2 Electric Horn

Inert Gas No.2 Heavy Fuel Oil Heavy Fuel Oil
Marine Gas Oil Storage Tank (Port) Storage Tank F
Storage Tank Portable Foam Fire Extinguisher (9L)
No.1 9L
Dn Void

E Smoke Detector
No.2

IG Generator Room PA Speaker

Up
Up
W.S.P M P Transportable Dry Powder Fire
Up P
12kg 25kg Extinguisher (25kg)
Up HP Feed Water Heater F Dn
Up 20L
P Portable Dry Powder Fire Extinguisher (12kg)
12kg
Up Up
W W
No.1 Main Boiler Pushbutton Switch for Fire Alarm

Up CO2
6.8kg Gas Detector (Catalytic Type)
F
Engine Control Room
9L CO2
Dn
6.8kg Gas Detector (Infra-red Type)
W W
E
Dn
P W
12kg Fire Main With Fire Valves
Dn E
Boiler F
Gas 135L W W
Valve Hose Box with Hose and Spray/Jet Fire Nozzle
CO2 CO2
Hood
Room 6.8kg 6.8kg
Pushbutton Switch for General Alarm
W W
Dn
F Dn
No.2 Main Boiler M Signal Light Column
E
Up
F.P Flame Detector
Up Up

M
Dn Dn Pneumatic Closing Damper
M

Water Mist Nozzle

W
E
Electricians
Engine Room Store Workshop Remote Control For Fire Pump
F.P

No.2 Heavy Fuel Oil Storage Tank Remote Control For Water Spray Pump
(Starboard) W.S.P
CO2
6.8kg Portable CO 2 Fire Extinguisher (6.8kg)
Engine Room Water Ballast Tank
P (Starboard) F Portable Foam Applicator (20L) Including Spare
12kg CO2 20L 20L Foam Tank
6.8kg
F
F Fixed Foam Fire Extinguisher (135L)
W M CO2 135L
9L P
12kg 6.8kg

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.9 - Page 1 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.9b Fire Fighting and Fire Detection Equipment on Engine Room 3rd Deck
W

Key
W P
12kg Heat Detector

F P
12kg Engine Room F Foam Electric Horn
W 45L Water Ballast Tank (Port)

W E CO2 Electric Horn

Low Sulphur
No. 2 Heavy Fuel Oil Heavy Fuel Oil
Storage Tank (Port) Storage Tank F
Up 9L Portable Foam Fire Extinguisher (9L)
W

Smoke Detector

PA Speaker
F W
IG Generator Room E
F T ransportable Foam Fire Extinguisher (45L)
45L
Dn Up
Up Up Dn E
P Portable Dry Powder Fire Extinguisher (12kg)
12kg

P
Dn Up 12kg Pushbutton Switch for Fire Alarm

F F
Up Up Gas Detector (Catalytic Type)

W W F Dn
F Up Up
Steering Gear Room F Gas Detector (Infra-red Type)
No.1 E
F F P Main Boiler P
12kg 25kg W
Up Up Fire Main With Fire Valves
F Up F
W F W 9L
Dn Up No.2
F W Hose Box with Hose and Spray/Jet Fire Nozzle
F Dn 9L Main Boiler Up
F Up
W W Vent Up
F
Opening Dn
F Up Hose Reel
F
45L Signal Light Column
M
Up
Vent Dn P
F Opening Up
12kg Flame Detector
Up Up
Distilled ater
WaterT Tank Up F
(Starboard)
(Starboard) M
Pneumatic Closing Damper
Dn Up
W W W

W ater Mist Nozzle

W
Fresh Water Tank Boiler Water E Welding
(Starboard) Test Space Space
F Foam Electric Horn
W W W F
Generator Engine
Engine Workshop
P Transportable Dry Powder Fire
Diesel Oil No. 2 Heavy Fuel Oil No. 1 Heavy Fuel Oil 25kg Extinguisher (25kg)
ank Tank
Storage Settling Tank Settling Tank

Spare Charges for Fire Extinguishers

Engine Room
F Water Ballast Tank (Port)
9L

No.2 Heavy
P M
12kg Fuel Oil M
Storage Tank P
12kg

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.9 - Page 2 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.9c Fire Fighting and Fire Detection Equipment on Engine Room 4th Deck
W

P
W 12kg
P
12kg

Engine Room
Water Ballast Tank
(Port)

Heavy Fuel Oil No.2 Heavy Fuel Oil

Overflow Tank (Port) Storage Tank (Port)

Key

Smoke Detector

PA Speaker

P Portable Dry Powder Fire Extinguisher (12kg)

12kg
Up
Dn
Pushbutton Switch for Fire Alarm
LP Turbine
Up W
P
Fire Main With Fire Valves
12kg

Up Hose Box with Hose and Spray/Jet Fire Nozzle

P
Dn Dn 12kg
Dn
W Water Mist Skid and High Pressure Pump

Signal Light Column

Dn Dn Flame Detector
P
12kg P
12kg M
Dn Pneumatic Closing Damper
M

Water Mist Nozzle

Dn F W
9L
Up
F
9L
Portable Foam Fire Extinguisher (9L)

Main Lubricating Main Lubricating W

W
Oil Setting Tank Oil Storage Tank W
(Starboard) (Starboard)

No.2 Heavy Fuel Oil

Storage Tank (Starboard)

Engine Room
Water Ballast Tank
(Starboard)
M

W P P
12kg 12kg

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.9 - Page 3 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.9d Fire Fighting and Fire Detection Equipment on Engine Room Floor
W

Water
Ballast Tank

P
12kg
W
Dn

Dn B Key
Dn

Dn
Smoke Detector
Dn

Dn PA Speaker

P
F
12kg Transportable Foam Fire Extinguisher (45L)
P 45L
Up Up
Dn 12kg
Dn Up
Up P
12kg Portable Dry Powder Fire Extinguisher (12kg)

Dn Dn
Pushbutton Switch for Fire Alarm
Up Up

Fire Pump (460m3/h x 12 bar)

Dn
Up
Bilge, Fire and General Service Pump
B (245/150m3/h x 3/12 bar)
W
Fire Main With Fire Valves
Dn

Hose Box with Hose and Spray/Jet Fire Nozzle

Dn
Smoke Detector

Dn Fire Hydrophore Unit and Fire Jockey Pump

P
12kg Dn

W
Water
Ballast Tank

F
45L

P
12kg

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.9 - Page 4 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.9e Fire Fighting and Fire Detection Equipment in Engine Room Casing, Upper and ‘A’ Decks
W A

B.S.P
P
12kg

W W A B.S.P
Hydraulic Power Deck
Unit Room Store
Incinerator Room Key
W W Remote Control: Engine Room Bilge
W
W Garbage Store Pump, Sludge Pump, Vacuum System,
M A
B.S.P Sewage Treatment
W
M
W
Water Mist Nozzle
W

Smoke Detector
F
45L M
Pneumatic Closing Damper

F
PA Speaker
9L F
F
9L
9L Flame Detector

Hose Box with Hose and Spray/Jet Fire Nozzle

Engine Casing
F
Portable Foam Fire Extinguisher (9L)
9L

Engine Casing
P
Portable Dry Powder Fire Extinguisher (12kg)
Upper Deck ‘A’ Deck 12kg

P Toilet E
E
Gas Detector (Infra-red Type)
12kg

Gas Detector (Infra-red Type)

Lobby
Pushbutton Switch for Fire Alarm
A
A
Closing Appliance for Exterior Vent Inlet/Outlet
W F
9L F
Transportable Foam Fire Extinguisher (45L)
F 45L
9L
F
Foam Fixed Fire Extinguishing Installation
CO2
W Fixed Fire Extinguishing Bottle Placed
in Protected Area
W
Foam and CO2 Fire Main With Fire Valves
C02 Room
Store F
26 Sets Signal Light Column
A
Paint Room

Chemical
Oil Grease Store
Store
CO2 Oxygen Actlyn.
Release Room Room

B.S.P

A
P W
12kg
A

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.9 - Page 5 of 6
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.9f Fire Fighting and Fire Detection Equipment in Engine Room Casing ‘B’, ‘C’, ‘D’ and Navigation Decks

‘B’ Deck

W
Key
Remote Control: Engine Room Bilge Pump,
M
M M F M A B.S.P Sludge Pump, Vacuum System, Sewage Treatment
20L
B.S.P
CO2 Emergency CO2 M CO2
E CO 2 Electric Horn
M CO2 Generator
6.8kg Room Smoke Detector
E
F F
9L
2 Sets 45L Emergency ‘C’ Deck ‘D’ Deck M
Switchboard Pneumatic Closing Damper
Room
No.2 No.1 CO2 Funnel
Funnel
PA Speaker
M

Fresh Air Flame Detector

M M
Intake M
F
Transportable Foam Fire Extinguisher (45L)
45L
Ventilation
Fan Room
F
9L
Portable Foam Fire Extinguisher (9L)
W
F CO2
9L 6.8kg Portable CO 2 Fire Extinguisher (6.8kg)

P P
12kg 12kg Portable Dry Powder Fire Extinguisher (12kg)

F Portable Foam Applicator (20L) Including Spare

20L 20L Foam Tank

Navigation Deck
Signal Light Column
F
Funnel
9L
Engine Room
Gas Detector (Infrared T ype)
Surplus
Air Exhaust
Ventilation Pushbutton Switch for Fire Alarm
Fan Room M
A
Fresh Air M M Closing Appliance for Exterior Vent Inlet/Outlet
Intake
Swimming
Pool Engine Room Heat Detector
Tank Surplus
Air Exhaust CO2
No.4 No.2 CO2 Nozzle

W
Fire Main With Isolating Valve

Store
Spray/Jet Fire Nozzle
B

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.9 - Page 6 of 6
 Methane Nile Eagle Machinery Operating Manual
5.10 Engine Room Lifesaving Equipment

Illustration 5.10a Lifesaving Equipment and Escape Routes on Engine Room 2nd Deck

Engine Room Water

Ballast Tank (Port)

Low Sulphur
Heavy Fuel Oil
No.2 Heavy Fuel Oil Storage Tank
Marine Gas Oil Storage Tank (Port)
Storage Tank
Dn

IG Generator Room
Up
Key
Up
Up Dn
Up Life Jacket
Up Up

No.1 Main Boiler Direction Emergency Exit

Landing Space
Engine Control Room EMERGENCY
EXIT
Emergency Exit
Dn

Dn Emergency Escape Breathing Device

EMERGENCY
EXIT
Dn
Boiler
Gas
Valve
Hood
Room
Lifting Space

Dn
Dn
No.2 Main Boiler

Up
Up
Up

Dn Dn
4 Sets

Electricians
Engine Room Store Workshop

No.2 Heavy Fuel Oil Storage Tank

(Starboard)

Engine Room Water Ballast Tank

(Starboard)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.10 - Page 1 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.10b Lifesaving Equipment and Escape Routes on Engine Room 3rd Deck

Engine Room
Water Ballast Tank (Port)

Low Sulphur
No. 2 Heavy Fuel Oil Heavy Fuel Oil
Storage Tank (Port) Storage Tank
Up

Inert Gas Generator

IG Generator Room

Dn Up Up
Up Up Dn

Dn Up

Up Up
Key
Up Dn
Up
Steering Gear Room No.1 Direction Emergency Exit
Main Boiler
Up Up
Up
EMERGENCY
EXIT
Emergency Exit
Dn Up No.2
Main Boiler Up
Up Up Emergency Escape Breathing Device
EMERGENCY
EXIT Dn

Up
Vent Dn
Opening Up

Up Up
Distilled Water Tank Up
(Starboard)
Dn Up

Fresh Water Tank Boiler Water Welding

(Starboard) Test Space Space

Engine Workshop
Diesel Oil No. 2 Heavy Fuel Oil No. 1 Heavy Fuel Oil
Storage Tank Settling Tank Settling Tank

Engine Room
Water Ballast Tank (Port)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.10 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.10c Lifesaving Equipment and Escape Routes on Engine Room 4th Deck

Up
Dn Dn

LP Turbine
Up

Key
Up

Dn Dn Dn Direction Emergency Exit

EMERGENCY
EXIT EMERGENCY
EXIT
Emergency Exit

Dn Emergency Escape Breathing Device

Dn

Dn

Dn
Up

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.10 - Page 3 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.10d Lifesaving Equipment and Escape Routes on Engine Room Floor

Water
Ballast Tank

$N

$N

$N
$N

$N
Key

5P 5P
$N Direction Emergency Exit
$N 5P
5P

$N
EMERGENCY
EXIT
Emergency Exit
$N

5P 5P
Emergency Escape Breathing Device
$N
5P

EMERGENCY
EXIT

$N

$N

$N

$N

Water
Ballast Tank

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.10 - Page 4 of 4

Illustration 5.11a Deck Dry Powder System
No.4
8 Dry Powder Room
Hose
Cabinet
TO OPERATE DRY POWDER
Monitor Release Cabinet Indoor/Outdoor
1. Open the door.
2. Open one cylinder valve.
3. Open No.1 ball valve.
4. The System is Now Operational.
5. If the System Fails to Operate,
Open No.2 Ball Valve
Issue: Final Draft - October 2007
7 6
Hose
Cabinet
Hand Hose Station
1. Open the door.
2. Remove the Discharge Nozzle and
Aim it Ready for Fire Fighting.
3. Open the Cylinder Valve.
4. Open the Ball Valve.
5. The System is Now Operational.
Methane Nile Eagle Machinery Operating Manual
No.2
Dry Powder Room
Monitor
No.1
5 4 3 Dry Powder Room 2 1
Hose Hose Hose Hose Hose Hose
Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet
Monitor
Dry Powder Room
No.3
MANUAL EMERGENCY OPERATION AFTER USE OF SYSTEM
1. Open valves 3 - 2 and 10 - 2 . 1. Set No.3 control valve to the "close" position. 8. Set No.3 ball valve to the "CLOSE" position.
The main valve is closed. 9. Set cleaning valve to the "CLEANING" position.
2. Set No.1 control valve to the"N2 STOP" position
. 10. Set No.2 control valve to the "N2 RELEASE" position.
Stops pressurising the dry powder tank. 11. Set exhaust valve to the "OPEN" position.
3. Set exhaust valve to the "OPEN" position. 12. Return all valves to the normal positions after all Key
This dissipates the remaining gas in the the nitrogen gas has been dissipated.
dry powder tank. 13. Recharge the N2 cylinders. Dry Powder
4. Set exhaust valve to the "CLOSE" position. 14. Refill the dry chemical tanks with the correct
5. Set No.3 ball valve to the "OPEN" position. dry chemical agent.
6. Set No.2 control valve to the "N2RELEASE" position.
(for about 5 seconds.)
7. Set No.2 control valve to the "NORMAL" position.
(slowly changeover)
IMO Number: 9321770 Section 5.11 - Page 1 of 4

5.11 Deck Dry Powder System
Dry Powder Equipment
Maker: NK Co Ltd
No. of sets: 4 consisting of:
2 tank units supplying 2 monitors port and
starboard
2 tank units supplying a total of 8 hand hose nozzles,
forward and aft
Type: Centrimax BC30 powder with anti-caking agent
Tank capacities: Monitor units - 2000 litres
Hand hose units - 1000 litres
N2 cylinders: Monitor stations - No.1 and No.2 units, 9 sets each
Hand units No.3 and No.4 units, 5 sets each
Location of sets: Monitors - port and starboard of cargo manifold
Hand hoses - to port of centre line each hose being
33 m in length
Minimum
discharge time: 60 seconds with 1 monitor and 4 hoses in operation
at their specified discharge rates, this is for each dry
powder tank
Capacities: Monitor - 25 kg/sec
Hand hoses - 3.5 kg/sec
Monitor angular sweep horizontal - 360°
Vertical - + 80° to - 40°
Monitor release
positions: 2 remote, 1 local for each monitor
Introduction
Monitor System
The monitor system comprises two tanks containing the dry powder connected
to a battery of N2 cylinders which are operated by CO2 cylinders from either
the cargo control room, the fire control station or locally.
The monitors are situated just aft of the cargo discharge manifold and aligned
to face and cover the liquid and vapour lines and valves at either the port or
starboard manifold.
The N2 cylinders can be opened either manually or remotely from three
positions for each monitor, they can also be cross-connected. Activation of
any CO2 bottle and operation of the ball valve will open the N2 battery bank
and start the fire fighting operation.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Hand Hose System Procedure for Operating of the Dry Powder Fire Extinguishing
The hand hose system comprises two tanks, one forward and one aft, containing System using the Hand Hoses
the dry powder feeding four hose reels each. Operation is the same as for the
monitors; on opening the CO2 cylinders and ball valves the N2 cylinders are a) Open the dry powder hand hose cabinet door.
opened and fire fighting begins.
b) Pull out a complete length of hose from the drum, about 33
metres.
Procedure for Operating the System
c) Aim the nozzle at the side of the fire scene and pull the fire
a) The monitor should have been pre-aligned with the cargo nozzle trigger.
discharge manifold and the dry powder supply valve to
the monitor left in the open position. This area is the most d) Remove the securing device on the CO2 bottle.
susceptible to gas leaks and fires.
e) Open the CO2 cylinder valve by turning it fully anti-clockwise.
b) Open the remote/local CO2 cabinet door.
f) Open the ball valve by turning the handle downwards.
c) Remove the securing device from one CO2 cylinder.
g) Sweep the dry powder jet across the fire scene from side to
d) Open the CO2 cylinder valve by turning valve handle anti- side.
clockwise fully.
Precautions
e) Open the correct ball valve to allow CO2 gas to open the
N2 battery by moving handle downwards. This activates the
• Always wear full fireproof clothing and personal protection
pressurising of the dry powder charge and opens the selection
equipment
valve and main valve.
• After opening the cabinet door the operation must begin quickly
Dry powder discharge begins. to prevent the powder caking
• Be aware of the reaction of the nozzle gun on commencing
Procedure for Operating Port (No.1) Tank with the Starboard discharging
Manifold Monitor and Vice Versa • Prevent kinking of the hose and twists in the line
a) One monitor is in use, as described above.
Manual Operation
b) Should the starboard manifold monitor be in use, resulting in
the total consumption of No.2 tank dry powder charge and All systems may be manually fired should the remote operation system fail.
further fire fighting capability be required, the No.1 tank dry The manual operation of each system is identical, and consists of opening the
clearly marked valves 3-2 and 10-2. The system will then operate as before.
powder charge can be discharged via the starboard monitor as
follows:
1. Open the corresponding valve 2 (port or starboard) in the
active control cabinet. If the second system does not fire, open
the second CO2 cylinder stop valve. The system will fire.
This procedure is reversed for the port monitor.
IMO Number: 9321770 Section 5.11 - Page 2 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.11b Dry Powder Tank Units Fire Control Station
Local

Dry Powder Tank Unit (1000 Litres) - Forward Dry Powder Tank Unit (2000 Litres) - Port Manifold
No.3 Control
Valve P S
S P P S
No.3 Control
PI PI Valve Hose Units Located PI PI
4-Way in the Vicinity of the 4-Way
Exhaust Crossover
Valve Vapour Domes Valve
Valve Control Valve
Cleaning Line Cleaning Line

Pilot CO2 Unit No.7

Exhaust
Valve Port
To Hose Unit No.7
No.2 Pilot CO2 Unit No.5 No.2
Control PI Control No.2 PI
Valve PI To Hose Unit No.5 Valve PI TANK PM1
Cargo Control Room
Pilot CO2 Unit No.3
No.1 Control No.1 No.1 Control
Valve Agitation To Hose Unit No.3 Valve Agitation 10-2
TANK
Valve Valve
PI PI
Cleaning Line S P P S Cleaning Line P32
PI PI
PI PI 3-2

Hand Hose (1)

Local

Dry Powder Tank Unit (2000 Litres) - Starboard Manifold No.3 Control
Valve
P= Port to Port Monitor S P
Dry Powder Tank Unit (1000 Litres) - Aft PI PI
S= Starboard to Starboard Monitor 4-Way
Valve Crossover
No.3 Control P32 Port Pneumatic Crossover Valve Cleaning Line Control Valve
PI PI Valve Hose Units Located
4-Way in the Vicinity of the
Exhaust S32 Starboard Pneumatic Crossover Valve
Valve Liquid Domes Exhaust
Valve
Cleaning Line Valve Starboard
PM1 Port Monitor Isolating Valve
No.2 S32
Pilot CO2 Unit No.2 No.3
SM1 Starboard Monitor Isolating Valve Control PI
Valve PI TANK SM1
To Hose Unit No.2
No.2 Pilot CO2 Unit No.4
Control No.1 Control
PI Key Valve Agitation
Valve To Hose Unit No.4
Valve
Pilot CO2 Unit No.6 Nitrogen PI
No.1 Control No.4 Cleaning Line
Valve Agitation To Hose Unit No.6
TANK Nitrogen and Sodium PI
Valve
PI Bicarbonate PI
Cleaning Line
PI CO2
PI
Electrical Signal

Instrumentation
Hand Hose (8)

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.11 - Page 3 of 4

Procedure for Cleaning the Dry Powder System after Use
After any operation of the dry powder system it is essential the system is
cleaned at once with N2. This is to prevent any residue powder remaining
in the lines thereby causing a blockage to subsequent usage. There is usually
enough N2 remaining in the bottle bank to do this.
a) No.3 control valve is set to CLOSE. The main valve is closed.
b) No.1 control valve to the N2 STOP position. This stops
pressurising the dry powder tank.
c) Set the exhaust valve to the OPEN position. This exhausts the
remaining gas in the powder tank.
d) Set the exhaust valve to the CLOSE position.
e) Set the No.3 ball valve to the OPEN position.
f) Set No.2 control valve to the N2 RELEASE position, for about
5 seconds.
g) Slowly set No.2 control valve to the NORMAL position.
h) Set the No.3 ball valve to the CLOSE position.
i) Set the cleaning valve to the CLEAN position.
j) Set No.2 control valve to the N2 RELEASE position.
k) Set the exhaust valve to the OPEN position.
l) Restore all the valves to their normal positions after the N2 gas
has been exhausted.
m) Recharge the N2 cylinders.
n) Refill the dry powder tank.
Issue: Final Draft - October 2007
Methane Nile Eagle Machinery Operating Manual
Procedure for Exhausting N2 and CO2 from the Control Lines, Procedure to Recharge the N2 Cylinders
Valves and Main Tanks
This recharging process is achieved by changing the exhausted N2 bottles for
a) Exhaust the N2 in the dry powder tank by releasing the securing full ones. This is done as follows:
bolts on the dry powder filling connection on top of the dry
powder tank. a) Remove the actuating cylinder from the cylinder valve.
CAUTION b) Unscrew the union nut of the connecting link line at the cylinder
valve, remove the connecting line being careful of the seal on
During this operation care should be taken during the release of the
the ends of the line and valve.
residual gases. To minimise the risk of injury, the flange should be
released gradually.
c) Screw the protecting cap onto the discharged N2 cylinder.
b) To completely exhaust the CO2 in the control lines one of the d) Unscrew the clamping device(s) from the discharged gas
connections on the N2 cylinders should be released, again care cylinder.
being taken when doing this.
e) Remove the discharged cylinder.
Closing the Main and Selection Valves
f) Replace the full N2 cylinder.
c) As these valves are operated by N2 and CO2 respectively to
close the valves the manual operating handle is used.
g) Replace the clamping device(s) and leave slack until the bottle
is lined up with the piping.
Note: The valve seat and ball of the MAIN and SELECTION valves should
be cleaned in accordance with the maker’s instructions before returning them h) Remove the protection from the valve on the new cylinder and
to service. align the bottle with the connecting piping.
Recharging the Dry Powder Tank i) Reconnect the cylinder with the connecting piping on both the
CO2 and the N2 lines.
d) After release of the N2 in the dry powder tank, the tank will
need to be refilled with the correct quantity of the dry powder.
j) Tighten all connections.
This should be of the approved type. No other type of agent
should be used.
k) Replace the actuating cylinder carefully.
e) After refilling the tank through the manhole the tank should be
resecured by securing the blind flange to the tank flange. All
bolts should be tightened correctly.
f) After recharging the dry powder, carry out the routine for
agitating the charge using the ship’s N2 supply via the portable
hose.
IMO Number: 9321770 Section 5.11 - Page 4 of 4
 Methane Nile Eagle Machinery Operating Manual
Illustration 5.12a Water Spray System

SP565F To Satcom
Dome
Navigation and
Bridge Deck SP571F SP605F
No.3 Group SP602F SP601F
D - Deck SP575F SP606F
SP609F No.4 Group

C - Deck SP572F
SP000F SP501F SP513F

B - Deck PI FD053F FD054F No.4

Water Cargo Tank SP511F
For
A - Deck Spray Pump SP502F CS075F
(1,700 m3/h x SP531F SP521F
SP542F SP541F SP532F SP512F
9 bar) SP522F
Upper Deck
PI
For
SP SP563F FD055F
SP561F
SP CG704F No.3 No.2
562F 564F
No.2 Group Cargo Tank Cargo Tank
No.1 Group FD056F No.1
For
CS700F Cargo Tank
Engine Room and
WS049F
SP576F SP551F CS701F
SP574F Electric Cargo Machinery
SP611F Motor Room
Room
SP573F SP
ACCOMMODATION FORWARD BULKHEAD SP610F 552F
SP604F SP603F
SP607F

From Sea Water

SP565F Crossover Main
To Satcom
Dome
PORT SIDE From Fire Pump/
Bilge, Ballast Pumps
To Ballast Eductors

TYPICAL SECTION

Cargo Machinery
Room

Nozzles for
Cargo Domes
Key
Cargo Manifold From Engine Room
(Port and Starboard) Through No.5 Cofferdam Spray Line
Drain Hole
Passageway Air
Passageway
No.2 Group
From Water Spray Pump Hand Operated (Locked Shut)
To No.3 & 4 Group No.3 Group For Cargo
(1,700 m3/h x 9 bar)
For Cargo Manifold Machinery Room
No.4 Group Hand Operated (Locked Open)
Cofferdam
No.4 Cargo Tank For Cargo Domes
Engine Room
Area protected by rundown from
No.3 Group higher spray areas.
For Cargo Manifold

Cofferdam

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.12 - Page 1 of 2

5.12 Water Spray System
Introduction
The system can be supplied by the following pumps:
Water Spray Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal
Model: KV350K
Capacity: 1700 m3/h at 9 bar
Rating: 440 V, 630 kW at 1800 rpm
Fire Pump
Maker: Shinko Industries Ltd
No. of sets: 1
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 180 m3/h at 12 bar
Rating: 440 V, 132 kW at 1800 rpm
Bilge, Fire and General Service Pump
Maker: Shinko Industries Ltd
No. of sets: 2
Type: Centrifugal self-priming
Model: RVP200-2MS
Capacity: 245/150 m3/h at 3.5/12 bar
Rating: 440 V, 45/150 kW at 1200/1800 rpm
The pumps supply sea water to the spray nozzles at the following group
locations:
• Group 1 - accommodation exterior bulkheads and lifeboat
stations
• Group 2 - cargo machinery and electric motor room exterior
bulkheads
• Group 3 - cargo manifold area
• Group 4 - cargo tank liquid and gas domes
• Lifeboat and MOB areas via two remote operated valves
Methane Nile Eagle Machinery Operating Manual
Each group of spray nozzles has a remotely operated hydraulic isolating valve Procedure for Supplying Sea Water to the Water Spray
controlled from the fire control station. System
The engine room water spray pump and fire pump are located on the starboard It is assumed that the sea water main suction valves at the sea water valve
forward side of the engine room floor and the bilge, fire and general service chest(s) are open to provide sea water suction:
pumps are located on the port forward side of the engine room floor.
a) All intermediate isolating valves along the water spray system
All take suction from the main sea water crossover pipe and either the high or on the deck must be open.
low sea chest must be open to this suction main at all times.
b) Set up the group valves as shown in the table below:
The water spray system can also be supplied by the fire pump and the port
and starboard bilge, fire and general service pump, via cross-connecting valve
Position Description Valve
FD055F.
Open Supply to group 1 water spray system SP574F
The engine room water spray pump may also be used for operating the ballast Open Supply to group 2 water spray system SP573F
stripping eductors, via cross-connecting valve FD056F and the fire main Open Supply to group 3 water spray system SP571F
system, via cross-connecting valve FD055F if necessary. Open Supply to group 4 water spray system SP572F
Open Supply to lifeboat water spray systems SP575F
CAUTION SP576F
Valve FD055F should normally be locked closed and after operating the
ballast eductors, valve FD056F should be closed. c) Start the engine room pump either from the IAS screen or from
the emergency panel and supply water to the water spray system.
To maintain the water spray system in the standby condition, the suction and This pump must be selected as IAS at the main switchboard in
discharge valves of the water spray pump and the manually operated isolating order to allow them to be started from the IAS screen.
valves on the groups are normally in the open position.
The water spray system is now in use and delivering water to all the selected
The pump may be controlled locally by setting the selector switch to LOCAL, spray nozzles on deck.
but it is normally operated from the IAS graphic screen and to allow for this
the selector switch must be turned to the IAS position. At the IAS graphic After use, flush through the system with fresh water taken from the port
screen the pump is started and stopped from the faceplate which is called up domestic fresh water tank via the connection to No.1 bilge, fire and GS pump,
by clicking on the pump icon. tank valves BG094F and BG095F. Flushing water can be taken from the
starboard domestic fresh water tank or the distilled fresh water tanks, but this
The water spray pump can be started from the IAS graphic screen at the will mean changing over a set of spectacle blanks at the tank suction isolating
following locations: valve.
• Cargo control room
• Engine control room
• Wheelhouse
In an emergency the water spray pump can be started using the pushbutton on
the emergency panel in the fire control station.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.12 - Page 2 of 2

5.4.13 Galley Deep Fat Fryer Wet chemical system
Maker: Samjoo Engineering Co. Ltd
Type: Ansul R-102 Ansulex potassium based wet chemical
The deep fat fryer appliance in the galley is protected by a fixed fire suppressant
system. The protection system is comprised of a single 11.4 litre (3 gallon)
stainless steel storage cylinder containing a potassium based wet chemical
solution with integral bursting disc, which is contained within a housing
cabinet. Within the cabinet are located the regulated release mechanism, the
activation piping and gas cartridge to fire the system. The cabinet is located
in the galley and is activated using a remote pull wire located in the cross
alleyway outside the galley entrance. When activated, the regulator assembly
passes a constant flow of the gas charge (either CO2 or nitrogen) in to the
storage cylinder at 7.6 bar which forces the chemical agent into the discharge
pipework. The foam discharge from the cylinder is led via piping to five fixed
nozzles, with three covering the hood filter and two covering the deep fat fryer
appliance. The foam chemical has an expected storage life of twelve years.
The unit has a separate temperature probe located in the deep fat fryer which
monitors the temperature of the oil. Should the two thermosats in the unit fail
and the temperature of the oil rise above a safe level, the unit will sound an
alarm bell in the galley as well as outputing a signal to the IAS system. It will
also shut off the power to the deep fat fryer unit.
The system can only be activated manually using the remote pull wire in the
cross alleyway.
Fat fryers are particularly difficult to protect due to the amount of stored heat
that is contained in a large quantity of cooking oil. This is relevant, in that
in order to stop the oil reflashing after the flame has been extinguished, it is
very important that the temperature of the liquid is allowed to cool to a level
approximately 33°C below its auto-ignition temperature. In the event that the
two thermal cut-outs on the fat fryer fail to operate, the temperature of the
oil will be raised by the heating element to an auto-ignition temperature of
approximately 370°C. This temperature can rise further until the heat source is
removed and the action of extinguishing takes place.
Methane Nile Eagle Machinery Operating Manual
Procedure for Manually Operating the Fat Fryer Extinguishing WARNING
System No attempt should be made to remove the foam layer or spray water
onto the fat fryer unit.
Should the system fail to operate automatically, the following procedure
should be followed:
f) Ensure that the flames have not spread into the galley ducting.
a) As the temperature of the oil rises, the unit will sound an
g) Careful monitoring of the fat fryer unit and surrounding area,
OVERHEATING alarm as a gong in the galley and on the IAS.
including the galley trunking area, should be maintained by
At this point, the power should shut off the fryer automatically
a fire watch team until they are sure that the fire has been
extinguished.
b) Should the temperature continue to rise, the oil may auto-ignite.
After auto-ignition of the fat fryer has taken place, the fire alarm
pushbutton in the galley or passageway should be pressed and
information relayed to the bridge duty officer on the nature of
the fire.
c) Activate the emergency galley ventilation stops from the
forward cross-alleyway adjacent to the galley entrance. The fan
flaps (x2) for the galley uptakes which are located inside the
galley on the ceiling should be shut. Ensure all staff are out of
the galley.
d) Release the fat fryer fire suppressant system by removing the
safety pin, then pulling hard on the firing pin of the remote
release in the forward cross-alleyway. The system will now
knock down the flames and form a foam layer on the surface
and also sound a SYSTEM DISCHARGING alarm in the
galley.

The potassium based wet chemical agent is a premixed aqueous solution

which, when released as an atomised spray onto the burning surface quickly
knocks down the flame and forms a foam layer on top of the liquid where
appropriate. The layer of foam must be able to remain stable without breaking
down for approximately 20 minutes, during which time the temperature of the
liquid should have cooled down sufficiently to stop reignition. Therefore it is
vital that the heat source is eliminated as soon as possible and that no attempt
is made to remove the foam layer until it can be confirmed that the fryer is
cold.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.13 - Page 1 of 1
 Methane Nile Eagle Machinery Operating Manual
5.14 first aid FIRE FIGHTING SYSTEM

Introduction

The first aid fire fighting system consists of a 19 mm diameter by 20 m long

hose reel and nozzle sets connected to the starboard distilled water tank and
situated within the accommodation and the upper deck passageways. This
allows fresh water to be quickly made available to extinguish any fires before
they can develop.

The hose reel and nozzle sets are located at the following locations:
• Accommodation A deck alleyway port/starboard sides (x2)
• Accommodation B deck alleyway port/starboard sides (x2)
• Accommodation C deck alleyway port/starboard sides (x2)
• Accommodation D deck alleyway port/starboard sides (x2)
• Accommodation Upper deck alleyway port/starboard sides
(x2)
• Upper deck port side passageway (x6)
• Upper deck starboard side passageway (x6)

Operation

In the event of a fire proceed as follows:

a) Raise the alarm and proceed to the nearest hose and reel set.

b) Open the fresh water valve and run out the hose reel towards the
fire.

c) Open the nozzle valve and direct the fresh water spray towards
the base of the fire.

Issue: Final Draft - October 2007 IMO Number: 9321770 Section 5.14 - Page 1 of 1