LNGC Q-Max Lijmiliya - Imo 9388819 - Machinery Operating Manual

Lijmiliya Machinery Operating Manual
Machinery Systems Operating Manual 2.1.8 Diesel Engine Emissions Monitoring System Illustrations
Illustrations 2.2.1a Auxiliary Boilers and Economisers
List of Contents 2.2.1b Auxiliary Boiler
2.1.1a Main Engine
Issue and Update control 2.1.1b Main Engine Hydraulic Oil System
2.2.1c IAS Boiler Fuel Oil Screen Shot
equipment Symbols and Colour Scheme 2.2.1d IAS Boiler Steam and Feed Water Screen Shot
2.1.1c Port Main Engine Fuel Oil Service System
Electrical and Instrumentation Symbols 2.2.1e Rotary Cup Burner
2.1.1d Port Main Engine Fuel Oil Service System Screen Shot
principal machinery particulars 2.2.1f Boiler Fuel Oil Pump Control Panel
2.1.1e Starboard Main Engine Fuel Oil Service System
TANK CAPACITY PLANS 2.2.2a Boiler Local Control Panel
2.1.1f Starboard Main Engine Fuel Oil Service System
2.2.3a Exhaust Gas Economiser System
Introduction Screen Shot
2.2.4a Port Steam System
2.1.2a Main Engine Control System
2.2.4b Starboard Steam System
2.1.2b Main Operating Panel Alarm List Screen Shot
Machinery Location Plans 2.1.2c Main Operating Panel Operation Screen Shot
Illustrations 2.1.2d Main Operating Panel Status Screen Shot 2.3 Condensate and Feed Systems
2.1.2e Main Operating Panel Process Information Screen
1a Engine Room Floor Plan 2.3.1 Condensate and Drains System
Shots
1b Engine Room 3rd Deck Plan 2.3.2 Boiler Feed Water System
2.1.2f Cylinder Load / Pressure Screen Shots
1c Engine Room 2nd Deck Plan 2.3.3 Water Sampling and Treatment System
2.1.2g Hydraulic Pump and Scavenge Air Screen Shots
1d Engine Room 1st Deck Plan 2.3.4 Distilled Water Transfer and Distribution
2.1.2h Main Engine Cylinder Lubricating Oil Screen Shot
1e Upper Deck Engine Room Casing Plan Illustrations
2.1.3a Manoeuvring Control System Architecture
1f A, B, C and D Engine Room Casing Deck Plans
2.1.3b Mode Control Panel 2.3.1a Condensate and Drains System
1g Engine Room Elevation Looking To Port
2.1.3c Main Engine Manoeuvring Control (Bridge) 2.3.2a Boiler Feed Water System
1h Engine Room Cross Section
2.1.3d Main Engine Manoeuvring Control (Engine Control 2.3.4a Distilled Water Transfer and Distribution System
Room)
2.1.3e Main Engine Local Operating Panel
2.4 Sea Water Systems
Section 1: Machinery Commissioning Operational Overview 2.1.4a Main Engine Overview Screen Shot
2.1.4b Port Main Engine Exhaust Gas Temperature 2.4.1 Main Sea Water System
1.1 To Bring Vessel into a Live Condition Screen Shot 2.4.2 Fresh Water Generator System
1.2 To Prepare Main Plant for Operation 2.1.4c Starboard Main Engine Exhaust Gas Temperature 2.4.3 Marine Growth Prevention System
1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition Screen Shot
1.4 To Change Main Plant from Manoeuvring to Full Away 2.1.5a Oil Mist Detector Control Panel
Illustrations
1.5 To Prepare For UMS Operation 2.1.5b Oil Mist Detector User Menu Tree 1
1.6 To Change From UMS to Manned Operation 2.1.5c Oil Mist Detector User Menu Tree 2 2.4.1a Main Sea Water Cooling System Screen Shot
1.7 To Change Main Plant From Full away to Manoeuvring Condition 2.1.5d Oil Mist Detector User Menu Tree 3 2.4.1b Main Sea Water Cooling System
1.8 To Secure Main Plant at Finished With Engines 2.1.5e Oil Mist Detector User Menu Tree 4 2.4.2a Fresh Water Generator System (i)
1.9 To Secure Main Plant for Dry Dock 2.1.6a Main Engine Shaft Clutch Hydraulic Circuit Diagram 2.4.2b Fresh Water Generator System (ii)
2.1.6b Main Engine Shaft Clutch 2.4.3a Marine Growth Prevention System Control Panel
2.1.6c Clutch Local Control Panel
2.1.6d Port Shaft Clutch Hydraulic Oil System
Section 2: Ship’s Systems 2.5 Fresh Water Cooling System
Screen Shot
2.1.7a Top Bracing Hydraulic Power Pack Control Panel 2.5.1 Main Engine High Temperature Fresh Water Cooling
2.1 Main Engine System
2.5.2 Main Central Fresh Water Cooling System
2.1.1 Main Engine Details 2.2 Boilers and Steam Systems
2.5.3 Auxiliary Central Fresh Water Cooling System
2.1.2 Engine Control Systems 2.2.1 General Description 2.5.4 Cargo Machinery Fresh Water Cooling System
2.1.3 Main Engine Manoeuvring Control 2.2.2 Boiler Control System
2.1.4 Main Engine Alarm and Safety System Illustrations
2.2.3 Economiser
2.1.5 Main Engine Oil Mist Detector 2.2.4 Steam System 2.5.1a High Temperature Fresh Water Cooling System
2.1.6 Main Engine Shaft Clutch and Brake Screen Shot
2.1.7 Main Engine Top Bracing System 2.5.1b High Temperature Fresh Water Cooling System
Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 1 of 29

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
2.5.2a Main Central Fresh Water Cooling System 2.8 Lubricating Oil Systems 2.10 Compressed Air Systems
2.5.3a Auxiliary Central Fresh Water Cooling System (i)
2.8.1 Lubricating Oil Filling and Transfer System 2.10.1 Starting Air System
2.5.3b Auxiliary Central Fresh Water Cooling System (ii)
2.8.2 Main Engine Lubricating Oil System 2.10.2 General Service Air System
2.5.4a Cargo Machinery Fresh Water Cooling System
2.8.3 Lubricating Oil Separating Systems 2.10.3 Control Air System
Screen Shot
2.8.4 Stern Tube Lubricating Oil System
2.5.4b Cargo Main Fresh Water Cooling System Illustrations
2.8.5 Shaft Clutch Lubricating Oil and Hydraulic System
2.8.6 Lubricating Oil Drains System 2.10.1a Compressed Air System Screen Shot
2.6 Fuel Oil and Diesel Oil Service Systems 2.10.1b Starting Air System
Illustrations
2.10.2a General Service Air System
2.6.1 Main Engine Fuel Oil Service System
2.8.1a Lubricating Oil Filling and Transfer System 2.10.2b General Service Compressor Electronic Control
2.6.2 Generator Engine Fuel Oil Service System
2.8.1b Lubricating Oil Filling and Transfer System Panel
2.6.3 Auxiliary Boiler Fuel Oil System
Screen Shot 2.10.3a Control Air System
2.6.4 Incinerator Fuel Oil Service System
2.8.2a Starboard Main Engine Lubricating Oil Service System 2.10.3b Control Air System
2.6.5 Emergency Generator Fuel Oil Service System
2.8.2b Starboard Main Engine Lubricating Oil Service System 2.10.3c Control Air Compressor Electronic Control Panel
2.6.6 Inert Gas Generator Fuel Oil Service System
Screen Shot
2.6.7 Gas Combustion Unit Fuel Oil System
2.8.2c Port Main Engine Lubricating Oil Service System
2.11 Steering Gear System
Illustrations 2.8.2d Port Main Engine Lubricating Oil Service System
Screen Shot 2.11.1 Steering Gear
2.6.1a Fuel Oil Viscosity - Temperature Graph
2.8.3a Lubricating Oil Separating System Illustrations
2.6.1b Starboard Main Engine Fuel Oil Service System
2.8.3b Lubricating Oil Separating System Screen Shot
2.6.1c Starboard Main Engine Fuel Oil Service Screen Shot 2.11.1a Steering Gear Hydraulic System
System
2.6.1d Port Main Engine Fuel Oil Service System 2.11.1b Steering Gear Hydraulic System Screen Shot
2.8.3c Starboard Generator Engine Lubricating Oil Separating
2.6.1e Port Main Engine Fuel Oil Service System Screen Shot 2.11.1c Steering Gear Flow Control Chart
System
2.6.2a Generator Engine Fuel Oil Service System 2.11.1d Steering Gear Local Control Panels
2.8.3d Starboard Generator Engine Lubricating Oil Separating
2.6.2b Generator Engine Fuel Oil Service System Screen Shot
System Screen Shot
2.6.3a Auxiliary Boiler Fuel Oil Service System
2.8.3e Port Generator Engine Lubricating Oil Separating 2.12 Electrical Power Generators
2.6.3b Boiler Fuel Oil Service Screen Shot
System
2.6.4a Incinerator and Emergency Generator Engine Fuel Oil 2.12.1 Diesel Generators
2.8.3f Port Generator Engine Lubricating Oil Separating
Service System 2.12.2 Emergency Diesel Generator
System Screen Shot
2.6.4b Incinerator Fuel Oil and Sludge System Screen Shot
2.8.4a Starboard Stern Tube Lubricating Oil System Illustrations
2.6.7a Gas Combustion Unit System
2.8.4b Starboard Stern Tube Lubricating Oil System Screen
2.12.1a Diesel Generator Starting and Group Indicator
Shot
Alarm Panel
2.7 Fuel Oil and Diesel Oil Transfer Systems 2.8.4c Port Stern Tube Lubricating Oil System
2.12.1b Diesel Generator Local Group Starter and Jacket
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer 2.8.4d Port Stern Tube Lubricating Oil System Screen Shot
Water Control Panels
System 2.8.4e Forward and Aft Stern Seal Arrangement
2.12.1c Diesel Generator Control System Screen Shot
2.7.2 Fuel Oil and Diesel Oil Purifying System 2.8.5a Shaft Clutch Hydraulic Circuit Diagram
2.12.1d Oil Mist Detector Control Panel
2.8.6a Lubricating Oil Drains System
Illustrations 2.12.2a Emergency Diesel Generator and Battery Charger
Control Panels
2.7.1a Heavy Fuel Oil and Diesel Oil Filling and 2.9 Bilge Systems
Transfer System 2.12.2b Engine Local Instrument Panel
2.7.1b Fuel Oil Filling and Transfer Screen Shot 2.9.1 Engine Room Bilge System
2.7.2a Starboard Fuel Oil Separating System Illustrations 2.13 Electrical Power Distribution
2.7.2b Starboard Fuel Oil Separator System Screen Shot
2.9.1a Engine Room Bilge System Screen Shot 2.13.1 Electrical Equipment
2.7.2c Port Fuel Oil Separator System
2.9.1b Engine Room Bilge System 2.13.2 Main Switchboard and Generator Operation
2.7.2d Port Fuel Oil Separator System Screen Shot
2.9.1c Bilge Water Separator Control Panel 2.13.3 Emergency Switchboard and Generator Operation
2.7.2e Fuel Oil Separator Control Panel
2.9.1d Oil Content Monitoring Panel 2.13.4 440V and 220V Distribution Systems
2.9.1e Sludge De-Watering System and Control Panel 2.13.5 Shore Power
2.13.6 Main Alternators
2.13.7 Emergency Alternator

2.13.8 Preferential Tripping and Sequential Restarting 2.14 Accommodation Services 2.16 Gas Combustion Unit
2.13.9 Battery Systems and Uninterruptible Power Supplies
2.14.1 Fresh Water System
2.13.10 Cathodic Protection System Illustrations
2.14.2 Domestic Refrigeration System
Illustrations 2.14.3 Accommodation Air Conditioning System 2.16a Gas Combustion Unit General Arrangement
2.14.4 Miscellaneous Air Conditioning Units (ACU) 1.16b Gas Combustion Unit Screen Shot
2.13.1a Main Electrical Network
2.14.5 Sewage Treatment Plant 2.16c Gas Combustion Unit Fuel Systems
2.13.1b Breaker Identification
2.14.6 Incinerator and Garbage Disposal 2.16d Loaded Voyage with Excess Boil-Off Gas to GCU
2.13.1c Circuit-Breaker Interlock System (i)
2.16e Waste Gas to GCU During Partial Reliquefaction
2.13.1d Circuit-Breaker Interlock System (ii) Illustrations
2.16f Gas Combustion Unit Starter and Relay Cabinet
2.13.1e Circuit-Breaker Interlock System (iii)
2.14.1a Domestic and Engine Room Fresh Water System 2.16g Gas Combustion Control Cabinet and PLC Controller
2.13.1f Circuit-Breaker Interlock System (iv)
Screen Shot
2.13.1g Circuit-Breaker Interlock System (v)
2.14.1b Domestic and Engine Room Fresh Water System
2.13.1h HIMAP-BCG Generator Protection and Power 2.17 Valve Remote Control System
2.14.2a Provisions Refrigeration System
Management Unit
2.14.2b Domestic Refrigeration Plant Control Panel Illustrations
2.13.1i Mechanical Interlock Procedures (i)
2.14.2c Cold and Cool Room Temperature Control Panel
2.13 1j Mechanical Interlock Procedures (ii) 2.17a Hydraulic Power Pack for Valve Remote Control
2.14.3a Accommodation Group A Air Conditioning System
2.13.1k Mechanical Interlock Procedures (iii) System Screen Shot
2.14.3b Air Conditioning Compressor Control Panels
2.13.1l Mechanical Interlock Procedures (iv) 2.17b Cargo Valve Remote Control System
2.14.3c Group B Air Conditioning System
2.13.1m Mechanical Interlock Procedures (v) 2.17c Ballast, Bilge, Fuel Oil and Sea Water Valve Remote
2.14.3d Accommodation Air Conditioning and AHU Control
2.13.1n Mechanical Interlock Procedures (vi) Control System
Panels (Group B)
2.13.1o Mechanical Interlock Procedures (vii) 2.17d Valve Remote Control Starter Panels
2.14.4a Typical Packaged Air Conditioning Temperature
2.13.1p Mechanical Interlock Procedures (viii)
Controller and Unit
2.13.2a HV Main Switchboard Control Location Flow Charts
2.14.5a Sewage Treatment System
2.13.2b 6.6kV Main Switchboards Layout
2.14.5b Sewage Treatment Plant Section 3: Main Machinery Control
2.13.2c 6.6kV Main Switchboards Generator and
2.14.5c Sewage Treatment Plant Control Panel
Synchronising Panels
2.14.6a Incinerator Fuel Oil Service and Sludge System
2.13.3a Emergency Generator Switchboard and Local 3.1 Integrated Automation System (IAS)
2.14.6b Incinerator Control Panels
Control Panels
2.14.6c Incinerator Process Diagram 3.1.1 IAS Overview
2.13.4a No.1 440V Main Switchboard Distribution
2.13.4b No.2 440V Main Switchboard Distribution 3.1.2 IAS Control Station Operation
2.13.4c No.1 and No.2 220V Feeder Panel Distribution 2.15 Inert Gas System 3.1.3 Extension Alarm System
2.13.4d No.1 GSP Distribution 2.15.1 System Description Illustrations
2.13.4e No.2 GSP Distribution 2.15.2 Operation of the Main System 3.1.1a IAS System Architecture
2.13.4f Local Group Starter Panel Distribution
3.1.1b IAS Topology Screen Shots
2.13.4g Emergency Switchboard Distribution
Illustrations 3.1.2a IAS Opening Screen Shot
2.13.4h No.1 High Voltage and Low Voltage Cargo
3.1.2b Typical Display Screen Shot
Switchboard Distribution 2.15.1a Inert Gas System in the Engine Room
3.1.2c IAS Integrated Machinery Keyboard
2.13.4i No.2 High Voltage and Low Voltage Cargo 2.15.1b Inert Gas Generator Screen Shot
3.1.2d Controller Faceplate
Switchboard Distribution 2.15.1c Inert Gas Generator Manual and Touch Screen
3.1.2e IAS Symbols Legend Screen Shot
2.13.5a Shore Connection Control Panel
3.1 3a IAS Extension Alarm Panel
2.13.6a Main Alternator 2.15.1d Inert Gas Generator Dryer Control Panel
3.1 3b Cargo Extension Alarm Panel Screen Shot
2.13.7a Emergency Alternator 2.15.1e Inert Gas Generator Blower Local Panel
3.1 3c Engineers Extension Alarm Panel Screen Shot
2.13.8a Preferential Tripping 2.15.1f Inert Gas Generator Chiller Control Panel
2.13.8b Sequential Restart System 2.15.2a Inert Gas Generator Touch Screen Control Panel
2.13.9a Battery Charger and Discharge Board 2.15.2b Oxygen Analyser 3.2 Engine Control Room and Console
2.13.9b UPS System
3.2.1 Engine Control Room Overview
2.13.10a Cathodic Protection System
2.13.10b Marine Growth Prevention System Illustrations
3.2.1a Engine Control Room Layout
3.2.1b Engine Control Room Console Layout

3.3 Internal Communications 4.5 NOVEC 1230 Fire Extinguishing System Room Floor
4.9c Lifesaving Equipment and Escape Routes - Engine
3.3.1 Common Battery Telephones
Illustrations Room 3rd Deck
3.3.2 Automatic Telephone System
4.5a Engine Control Room and Switchboard Rooms 4.9d Lifesaving Equipment and Escape Routes - Engine
3.3.3 Public Address and Talk-back System
NOVEC 1230 Fire Suppression System Room 2nd Deck
3.3.4 Deck and Machinery Talk-back System
4.5b NOVEC 1230 Typical Release System 4.9e Lifesaving Equipment and Escape Routes - Engine
3.3.5 Ship-Shore Link System
Room 1st Deck
Illustrations 4.9f Lifesaving Equipment and Escape Routes - Upper
4.6 High-Expansion Foam System Deck Engine Room Casing
3.3.1a Battery Telephone System
3.3.2a Automatic Telephone Exchange 4.9g Lifesaving Equipment and Escape Routes - A, B, C, D
Illustrations Deck Engine Room Casing
3.3.2b Telephone Extensions
3.3.3a Public Address System 4.6a Engine Room High-Expansion Foam System
3.3.3b Public Address Remote Controller 4.6b High-Expansion Foam Control Panel 4.10 Engine Room Atmospheric Oil Mist Detection System
3.3.4a Talk-back Remote Station
3.3.5a Shore Connection System 4.7 Fire Detection System
4.11 Main Engine Scavenge Space CO2 Fire Extinguishing System
Illustrations
Illustrations
Section 4: Emergency Systems 4.7a Fire Detection System Architecture
4.7b Fire Detection Panel 4.11a Main Engine Scavenge Space CO2 Fire Extinguishing
4.7c Fire Detection Symbols System
4.1 Introduction
4.7d Fire Detection Equipment - Engine Room Floor
Illustration 4.7e Fire Detection Equipment - Engine Room 3rd Deck
4.7f Fire Detection Equipment - Engine Room 2nd Deck Section 5: Emergency Procedures
4.1a Fire Control Station 4.7g Fire Detection Equipment - Engine Room 1st Deck
4.7h Fire Detection Equipment - Upper Deck Engine Room
Casing 5.1 Flooding in the Engine Room
4.2 Engine Room and Deck Fire Main Systems 4.7i Fire Detection Equipment - A, B, C, D and Navigation
Deck Engine Room Casing 5.2 Emergency Operation of the Main Engine
Illustrations
5.3 Emergency Steering
4.2a Fire Hydrant System in the Engine Room 4.8 Fire Fighting Equipment
4.2b Deck Fire Main System 5.4 Emergency Fire Pump Operation
Illustrations
5.5 Fire in the Engine Room
4.3 Local Fire Fighting System 4.8a Fire Fighting Symbols
4.8b Fire Fighting Equipment - Engine Room Floor 5.6 Emergency Power Failure
Illustrations 4.8c Fire Fighting Equipment - Engine Room 3rd Deck
4.3a Engine Room Based Fire Fighting System 4.8d Fire Fighting Equipment - Engine Room 2nd Deck Illustrations
4.3b Hypermist Control Panel 4.8e Fire Fighting Equipment - Engine Room 1st Deck
5.1a Bilge, Fire and GS Pump Emergency Bilge System
4.3c Hypermist Local Control Panel 4.8f Fire Fighting Equipment - Upper Deck Engine Room
5.1b No.1 Main Sea Water Cooling Pump Emergency Bilge
Casing
System
4.8g Fire Fighting Equipment - A, B, C, D and Navigation
4.4 Quick-Closing Valves, Fire Dampers and Emergency Stops 5.2a Main Engine Local Operating Panel
Deck Engine Room Casing
5.3a Steering Gear Hydraulic System - Port
Illustrations 5.3b Steering Gear Hydraulic System - Starboard
4.9 Lifesaving Equipment and Escape Routes 5.4a Emergency Fire Pump System
4.4a Quick-Closing Valves and Fire Dampers
5.4b Emergency Fire Pump Starter Panels
4.4b Closing Damper Control System
Illustrations 5.6a Emergency Switchboard Distribution
4.9a Lifesaving Equipment Symbols
4.9b Lifesaving Equipment and Escape Routes - Engine

Issue and Update Control This manual was produced by:
Item Issue 1 Issue 2 Issue 3
List of Contents Oct 2010
This manual is provided with a system of issue and update control.
WORLDWIDE MARINE TECHNOLOGY LTD. Issue and Update Control Oct 2010
Controlling documents ensures that: Mechanical Symbols and Colour Scheme Oct 2010
For any new issue or update contact: Electrical and Instrumentation Symbols Oct 2010
• Documents conform to a standard format; Introduction Oct 2010
The Technical Director Section 1: Machinery Commissioning Operational Overview
• Amendments are carried out by relevant personnel; Dee House 1a Engine Room Floor Plan Oct 2010
Zone 2 1b Engine Room 3rd Deck Plan Oct 2010
• Each document or update to a document is approved before Parkway 1c Engine Room 2nd Deck Plan Oct 2010
issue; 1d Engine Room 1st Deck Plan Oct 2010
Deeside Industrial Park
1e Upper Deck Engine Room Casing Plan Oct 2010
• A history of updates is maintained; CH5 2NS 1f A, B, C and D Engine Room Casing Deck Plans Oct 2010
UK 1g Engine Room Elevation Looking To Port Oct 2010
• Updates are issued to all registered holders of documents; 1h Engine Room Cross Section Oct 2010
E-Mail: manuals@wmtmarine.com 1.1 To Bring Vessel into a Live Condition Oct 2010
• Sections are removed from circulation when obsolete. 1.2 To Prepare Main Plant for Operation Oct 2010
1.3 To Prepare Main Plant for Manoeuvring from ‘In Oct 2010
Document control is achieved by the use of the footer provided on every page Port’ Condition
and the issue and update table below. 1.4 To Change Main Plant from Manoeuvring to Full Oct 2010
Away
1.5 To Prepare For UMS Operation Oct 2010
In the right-hand corner of each footer are details of the pages section number
1.6 To Change From UMS to Manned Operation Oct 2010
and title followed by the page number of the section. In the left-hand corner of
1.7 To Change Main Plant From Full away to Oct 2010
each footer is the issue number. Manoeuvring Condition
1.8 To Secure Main Plant at Finished With Engines Oct 2010
Details of each section are given in the first column of the issue and update
1.9 To Secure Main Plant for Dry Dock Oct 2010
control table. The table thus forms a matrix into which the dates of issue of the
Section 2: Ship’s Systems
original document and any subsequent updated sections are located.
2.1 Main Engine Oct 2010
2.1.1 Main Engine Details Oct 2010
The information and guidance contained herein is produced for the assistance
2.1.2 Engine Control Systems Oct 2010
of certificated officers who by virtue of such certification are deemed
2.1.3 Main Engine Manoeuvring Control Oct 2010
competent to operate the vessel to which such information and guidance refers.
2.1.4 Main Engine Alarm and Safety System Oct 2010
Any conflict arising between the information and guidance provided herein and
2.1.5 Main Engine Oil Mist Detector Oct 2010
the professional judgement of such competent officers must be immediately
2.1.6 Main Engine Shaft Clutch and Brake Oct 2010
resolved by reference to the company’s Technical Operations Office.
2.1.7 Main Engine Top Bracing System Oct 2010
2.1.8 Diesel Engine Emissions Monitoring System Oct 2010
Illustrations
2.1.1a Main Engine Oct 2010
2.1.1b Main Engine Hydraulic Oil System Oct 2010
2.1.1c Port Main Engine Fuel Oil Service System Oct 2010
2.1.1d Port Main Engine Fuel Oil Service System Screen Shot Oct 2010
2.1.1e Starboard Main Engine Fuel Oil Service System Oct 2010
2.1.1f Starboard Main Engine Fuel Oil Service System Screen Oct 2010
Shot
2.1.2a Main Engine Control System Oct 2010
2.1.2b Main Operating Panel Alarm List Screen Shot Oct 2010
2.1.2c Main Operating Panel Operation Screen Shot Oct 2010
2.1.2d Main Operating Panel Status Screen Shot Oct 2010

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
2.1.2e Main Operating Panel Process Information Screen Oct 2010 2.3.1a Condensate and Drains System Oct 2010 2.6.4a Incinerator and Emergency Generator Engine Fuel Oil Oct 2010
Shots 2.3.2a Boiler Feed Water System Oct 2010 Service System
2.1.2f Cylinder Load / Pressure Screen Shots Oct 2010 2.3.4a Distilled Water Transfer and Distribution System Oct 2010 2.6.4b Incinerator Fuel Oil and Sludge System Screen Shot Oct 2010
2.1.2g Hydraulic Pump and Scavenge Air Screen Shots Oct 2010 2.4 Sea Water Systems Oct 2010 2.6.7a Gas Combustion Unit System Oct 2010
2.1.2h Main Engine Cylinder Lubricating Oil Screen Shot Oct 2010 2.4.1 Main Sea Water System Oct 2010 2.7 Fuel Oil and Diesel Oil Transfer Systems Oct 2010
2.1.3a Manoeuvring Control System Architecture Oct 2010 2.4.2 Fresh Water Generator System Oct 2010 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer Oct 2010
2.1.3b Mode Control Panel Oct 2010 System
2.4.3 Marine Growth Prevention System Oct 2010
2.1.3c Main Engine Manoeuvring Control (Bridge) Oct 2010 2.7.2 Fuel Oil and Diesel Oil Purifying System Oct 2010
Illustrations
2.1.3d Main Engine Manoeuvring Control (Engine Control Oct 2010 Illustrations
2.4.1a Main Sea Water Cooling System Screen Shot Oct 2010
Room) 2.7.1a Heavy Fuel Oil and Diesel Oil Filling and Transfer Oct 2010
2.4.1b Main Sea Water Cooling System Oct 2010 System
2.1.3e Main Engine Local Operating Panel Oct 2010
2.4.2a Fresh Water Generator System (i) Oct 2010 2.7.1b Fuel Oil Filling and Transfer Screen Shot Oct 2010
2.1.4a Main Engine Overview Screen Shot Oct 2010
2.4.2b Fresh Water Generator System (ii) Oct 2010 2.7.2a Starboard Fuel Oil Separating System Oct 2010
2.1.4b Port Main Engine Exhaust Gas Temperature Screen Oct 2010
Shot 2.4.3a Marine Growth Prevention System Control Panel Oct 2010 2.7.2b Starboard Fuel Oil Separator System Screen Shot Oct 2010
2.1.4c Starboard Main Engine Exhaust Gas Temperature Oct 2010 2.5 Fresh Water Cooling System Oct 2010 2.7.2c Port Fuel Oil Separator System Oct 2010
Screen Shot 2.5.1 Main Engine High Temperature Fresh Water Cooling Oct 2010 2.7.2d Port Fuel Oil Separator System Screen Shot Oct 2010
2.1.5a Oil Mist Detector Control Panel Oct 2010 System
2.7.2e Fuel Oil Separator Control Panel Oct 2010
2.1.5b Oil Mist Detector User Menu Tree 1 Oct 2010 2.5.2 Main Central Fresh Water Cooling System Oct 2010
2.8 Lubricating Oil Systems Oct 2010
2.1.5c Oil Mist Detector User Menu Tree 2 Oct 2010 2.5.3 Auxiliary Central Fresh Water Cooling System Oct 2010
2.8.1 Lubricating Oil Filling and Transfer System Oct 2010
2.1.5d Oil Mist Detector User Menu Tree 3 Oct 2010 2.5.4 Cargo Machinery Fresh Water Cooling System Oct 2010
2.8.2 Main Engine Lubricating Oil System Oct 2010
2.1.5e Oil Mist Detector User Menu Tree 4 Oct 2010 Illustrations
2.8.3 Lubricating Oil Separating Systems Oct 2010
2.1.6a Main Engine Shaft Clutch Hydraulic Circuit Diagram Oct 2010 2.5.1a High Temperature Fresh Water Cooling System Screen Oct 2010
Shot 2.8.4 Stern Tube Lubricating Oil System Oct 2010
2.1.6b Main Engine Shaft Clutch Oct 2010 2.8.5 Shaft Clutch Lubricating Oil and Hydraulic System Oct 2010
2.5.1b High Temperature Fresh Water Cooling System Oct 2010
2.1.6c Clutch Local Control Panel Oct 2010 2.8.6 Lubricating Oil Drains System Oct 2010
2.5.2a Main Central Fresh Water Cooling System Oct 2010
2.1.6d Port Shaft Clutch Hydraulic Oil System Screen Shot Oct 2010 Illustrations
2.5.3a Auxiliary Central Fresh Water Cooling System (i) Oct 2010
2.1.7a Top Bracing Hydraulic Power Pack Control Panel Oct 2010 2.8.1a Lubricating Oil Filling and Transfer System Oct 2010
2.5.3b Auxiliary Central Fresh Water Cooling System (ii) Oct 2010
2.2 Boilers and Steam Systems Oct 2010 2.8.1b Lubricating Oil Filling and Transfer System Screen Oct 2010
2.5.4a Cargo Machinery Fresh Water Cooling System Screen Oct 2010
2.2.1 General Description Oct 2010 Shot Shot
2.2.2 Boiler Control System Oct 2010 2.5.4b Cargo Main Fresh Water Cooling System Oct 2010 2.8.2a Starboard Main Engine Lubricating Oil Service Oct 2010
2.2.3 Economiser Oct 2010 System
2.6 Fuel Oil and Diesel Oil Service Systems Oct 2010
2.2.4 Steam System Oct 2010 2.8.2b Starboard Main Engine Lubricating Oil Service System Oct 2010
2.6.1 Main Engine Fuel Oil Service System Oct 2010 Screen Shot
Illustrations 2.6.2 Generator Engine Fuel Oil Service System Oct 2010 2.8.2c Port Main Engine Lubricating Oil Service System Oct 2010
2.2.1a Auxiliary Boilers and Economisers Oct 2010 2.6.3 Auxiliary Boiler Fuel Oil System Oct 2010 2.8.2d Port Main Engine Lubricating Oil Service System Oct 2010
2.2.1b Auxiliary Boiler Oct 2010 2.6.4 Incinerator Fuel Oil Service System Oct 2010 Screen Shot
2.2.1c IAS Boiler Fuel Oil Screen Shot Oct 2010 2.6.5 Emergency Generator Fuel Oil Service System Oct 2010 2.8.3a Lubricating Oil Separating System Oct 2010
2.2.1d IAS Boiler Steam and Feed Water Screen Shot Oct 2010 2.6.6 Inert Gas Generator Fuel Oil Service System Oct 2010 2.8.3b Lubricating Oil Separating System Screen Shot System Oct 2010
2.2.1e Rotary Cup Burner Oct 2010 2.6.7 Gas Combustion Unit Fuel Oil System Oct 2010 2.8.3c Starboard Generator Engine Lubricating Oil Separating Oct 2010
2.2.1f Boiler Fuel Oil Pump Control Panel Oct 2010 System
Illustrations
2.2.2a Boiler Local Control Panel Oct 2010 2.8.3d Starboard Generator Engine Lubricating Oil Separating Oct 2010
2.6.1a Fuel Oil Viscosity - Temperature Graph Oct 2010 System Screen Shot
2.2.3a Exhaust Gas Economiser System Oct 2010 2.6.1b Starboard Main Engine Fuel Oil Service System Oct 2010 2.8.3e Port Generator Engine Lubricating Oil Separating Oct 2010
2.2.4a Port Steam System Oct 2010 2.6.1c Starboard Main Engine Fuel Oil Service Screen Shot Oct 2010 System
2.2.4b Starboard Steam System Oct 2010 2.6.1d Port Main Engine Fuel Oil Service System Oct 2010 2.8.3f Port Generator Engine Lubricating Oil Separating Oct 2010
2.3 Condensate and Feed Systems Oct 2010 2.6.1e Port Main Engine Fuel Oil Service System Screen Shot Oct 2010 System Screen Shot
2.3.1 Condensate and Drains System Oct 2010 2.6.2a Generator Engine Fuel Oil Service System Oct 2010 2.8.4a Starboard Stern Tube Lubricating Oil System Oct 2010
2.3.2 Boiler Feed Water System Oct 2010 2.6.2b Generator Engine Fuel Oil Service System Screen Shot Oct 2010 2.8.4b Starboard Stern Tube Lubricating Oil System Screen Oct 2010
2.3.3 Water Sampling and Treatment System Oct 2010 Shot
2.6.3a Auxiliary Boiler Fuel Oil Service System Oct 2010
2.3.4 Distilled Water Transfer and Distribution Oct 2010 2.8.4c Port Stern Tube Lubricating Oil System Oct 2010
2.6.3b Boiler Fuel Oil Service Screen Shot Oct 2010
Illustrations 2.8.4d Port Stern Tube Lubricating Oil System Screen Shot Oct 2010
2.8.4e Forward and Aft Stern Seal Arrangement Oct 2010

2.8.5a Shaft Clutch Hydraulic Circuit Diagram Oct 2010 2.13.6 Main Alternators Oct 2010 2.14 Accommodation Services Oct 2010
2.8.6a Lubricating Oil Drains System Oct 2010 2.13.7 Emergency Alternator Oct 2010 2.14.1 Fresh Water System Oct 2010
2.9 Bilge Systems Oct 2010 2.13.8 Preferential Tripping and Sequential Restarting Oct 2010 2.14.2 Domestic Refrigeration System Oct 2010
2.9.1 Engine Room Bilge System Oct 2010 2.13.9 Battery Systems and Uninterruptible Power Supplies Oct 2010 2.14.3 Accommodation Air Conditioning System Oct 2010
Illustrations 2.13.10 Cathodic Protection System Oct 2010 2.14.4 Miscellaneous Air Conditioning Units (ACU) Oct 2010
2.9.1a Engine Room Bilge System Screen Shot Oct 2010 Illustrations 2.14.5 Sewage Treatment Plant Oct 2010
2.9.1b Engine Room Bilge System Oct 2010 2.13.1a Main Electrical Network Oct 2010 2.14.6 Incinerator and Garbage Disposal Oct 2010
2.9.1c Bilge Water Separator Control Panel Oct 2010 2.13.1b Breaker Identification Oct 2010 Illustrations
2.9.1d Oil Content Monitoring Panel Oct 2010 2.13.1c Circuit-Breaker Interlock System (i) Oct 2010 2.14.1a Domestic and Engine Room Fresh Water System Screen Oct 2010
2.9.1e Sludge De-Watering System and Control Panel Oct 2010 2.13.1d Circuit-Breaker Interlock System (ii) Oct 2010 Shot
2.10 Compressed Air Systems Oct 2010 2.13.1e Circuit-Breaker Interlock System (iii) Oct 2010 2.14.1b Domestic and Engine Room Fresh Water System Oct 2010
2.10.1 Starting Air System Oct 2010 2.13.1f Circuit-Breaker Interlock System (iv) Oct 2010 2.14.2a Provisions Refrigeration System Oct 2010
2.10.2 General Service Air System Oct 2010 2.13.1g Circuit-Breaker Interlock System (v) Oct 2010 2.14.2b Domestic Refrigeration Plant Control Panel Oct 2010
2.10.3 Control Air System Oct 2010 2.13.1h HIMAP-BCG Generator Protection and Power Oct 2010 2.14.2c Cold and Cool Room Temperature Control Panel Oct 2010
Illustrations Management Unit 2.14.3a Accommodation Group A Air Conditioning System Oct 2010
2.10.1a Compressed Air System Screen Shot Oct 2010 2.13.1i Mechanical Interlock Procedures (i) Oct 2010 2.14.3b Air Conditioning Compressor Control Panels Oct 2010
2.10.1b Starting Air System Oct 2010 2.13 1j Mechanical Interlock Procedures (ii) Oct 2010 2.14.3c Group B Air Conditioning System Oct 2010
2.10.2a General Service Air System Oct 2010 2.13.1k Mechanical Interlock Procedures (iii) Oct 2010 2.14.3d Accommodation Air Conditioning and AHU Control Oct 2010
2.13.1l Mechanical Interlock Procedures (iv) Oct 2010 Panels (Group B)
2.10.2b General Service Compressor Electronic Control Panel Oct 2010
2.13.1m Mechanical Interlock Procedures (v) Oct 2010 2.14.4a Typical Packaged Air Conditioning Temperature Oct 2010
2.10.3a Control Air System Oct 2010 Controller and Unit
2.10.3b Control Air System Oct 2010 2.13.1n Mechanical Interlock Procedures (vi) Oct 2010
2.14.5a Sewage Treatment System Oct 2010
2.10.3c Control Air Compressor Electronic Control Panel Oct 2010 2.13.1o Mechanical Interlock Procedures (vii) Oct 2010
2.14.5b Sewage Treatment Plant Oct 2010
2.11 Steering Gear System Oct 2010 2.13.1p Mechanical Interlock Procedures (viii) Oct 2010
2.14.5c Sewage Treatment Plant Control Panel Oct 2010
2.11.1 Steering Gear Oct 2010 2.13.2a HV Main Switchboard Control Location Flow Charts Oct 2010
2.14.6a Incinerator Fuel Oil Service and Sludge System Oct 2010
Illustrations 2.13.2b 6.6kV Main Switchboards Layout Oct 2010
2.14.6b Incinerator Control Panels Oct 2010
2.11.1a Steering Gear Hydraulic System Oct 2010 2.13.2c 6.6kV Main Switchboards Generator and Synchronising Oct 2010
Panels 2.14.6c Incinerator Process Diagram Oct 2010
2.11.1b Steering Gear Hydraulic System Screen Shot Oct 2010 2.15 Inert Gas System Oct 2010
2.13.3a Emergency Generator Switchboard and Local Control Oct 2010
2.11.1c Steering Gear Flow Control Chart Oct 2010 Panels 2.15.1 System Description Oct 2010
2.11.1d Steering Gear Local Control Panels Oct 2010 2.13.4a No.1 440V Main Switchboard Distribution Oct 2010 2.15.2 Operation of the Main System Oct 2010
2.12 Electrical Power Generators Oct 2010 2.13.4b No.2 440V Main Switchboard Distribution Oct 2010 Illustrations
2.12.1 Diesel Generators Oct 2010 2.13.4c No.1 and No.2 220V Feeder Panel Distribution Oct 2010 2.15.1a Inert Gas System in the Engine Room Oct 2010
2.12.2 Emergency Diesel Generator Oct 2010 2.13.4d No.1 GSP Distribution Oct 2010 2.15.1b Inert Gas Generator Screen Shot Oct 2010
Illustrations 2.13.4e No.2 GSP Distribution Oct 2010 2.15.1c Inert Gas Generator Manual and Touch Screen Control Oct 2010
2.12.1a Diesel Generator Starting and Group Indicator Alarm Oct 2010 2.13.4f Local Group Starter Panel Distribution Oct 2010 Panel
Panel 2.15.1d Inert Gas Generator Dryer Control Panel Oct 2010
2.13.4g Emergency Switchboard Distribution Oct 2010
2.12.1b Diesel Generator Local Group Starter and Jacket Water Oct 2010 2.15.1e Inert Gas Generator Blower Local Panel Oct 2010
Control Panels 2.13.4h No.1 High Voltage and Low Voltage Cargo Switchboard Oct 2010
Distribution 2.15.1f Inert Gas Generator Chiller Control Panel Oct 2010
2.12.1c Diesel Generator Control System Screen Shot Oct 2010
2.13.4i No.2 High Voltage and Low Voltage Cargo Switchboard Oct 2010 2.15.2a Inert Gas Generator Touch Screen Control Panel Oct 2010
2.12.1d Oil Mist Detector Control Panel Oct 2010 Distribution 2.15.2b Oxygen Analyser Oct 2010
2.12.2a Emergency Diesel Generator and Battery Charger Oct 2010 2.13.5a Shore Connection Oct 2010
Control Panels 2.16 Gas Combustion Unit Oct 2010
2.13.6a Main Alternator Oct 2010 Illustrations
2.12.2b Engine Local Instrument Panel Oct 2010
2.13.7a Emergency Alternator Oct 2010 2.16a Gas Combustion Unit General Arrangement Oct 2010
2.13 Electrical Power Distribution Oct 2010
2.13.8a Preferential Tripping Oct 2010 2.16b Gas Combustion Unit Screen Shot Oct 2010
2.13.1 Electrical Equipment Oct 2010
2.13.8b Sequential Restart System Oct 2010 2.16c Gas Combustion Unit Fuel Systems Oct 2010
2.13.2 Main Switchboard and Generator Operation Oct 2010
2.13.9a Battery Charger and Discharge Board Oct 2010 2.16d Loaded Voyage with Excess Boil-Off Gas to GCU Oct 2010
2.13.3 Emergency Switchboard and Generator Operation Oct 2010
2.13.9b UPS System Oct 2010 2.16e Waste Gas to GCU During Partial Reliquefaction Oct 2010
2.13.4 440V and 220V Distribution Systems Oct 2010
2.13.10a Cathodic Protection System Oct 2010 2.16f Gas Combustion Unit Starter and Relay Cabinet Oct 2010
2.13.5 Shore Power Oct 2010
2.13.10b Marine Growth Prevention System Oct 2010

2.16g Gas Combustion Control Cabinet and PLC Controller Oct 2010 4.2 Engine Room and Deck Fire Main Systems Oct 2010 4.9a Lifesaving Equipment Symbols Oct 2010
2.17 Valve Remote Control System Oct 2010 Illustrations 4.9b Lifesaving Equipment and Escape Routes - Engine Oct 2010
Illustrations 4.2a Fire Hydrant System in the Engine Room Oct 2010 Room Floor
2.17a Hydraulic Power Pack for Valve Remote Control System Oct 2010 4.2b Deck Fire Main System Oct 2010 4.9c Lifesaving Equipment and Escape Routes - Engine Oct 2010
Screen Shot Room 3rd Deck
4.3 Local Fire Fighting System Oct 2010
2.17b Cargo Valve Remote Control System Oct 2010 4.9d Lifesaving Equipment and Escape Routes - Engine Oct 2010
Illustrations Room 2nd Deck
2.17c Ballast, Bilge, Fuel Oil and Sea Water Valve Remote Oct 2010 4.3a Engine Room Based Fire Fighting System Oct 2010
Control System 4.9e Lifesaving Equipment and Escape Routes - Engine Oct 2010
4.3b Hypermist Control Panel Oct 2010 Room 1st Deck
2.17d Valve Remote Control Starter Panels Oct 2010
4.3c Hypermist Local Control Panel Oct 2010 4.9f Lifesaving Equipment and Escape Routes - Upper Deck Oct 2010
Section 3: Main Machinery Control Engine Room Casing
4.4 Quick-Closing Valves, Fire Dampers and Emergency Oct 2010
3.1 Integrated Automation System (IAS) Oct 2010 Stops 4.9g Lifesaving Equipment and Escape Routes - A, B, C, D Oct 2010
3.1.1 IAS Overview Oct 2010 Deck Engine Room Casing
Illustrations
3.1.2 IAS Control Station Operation Oct 2010 4.10 Engine Room Atmospheric Oil Mist Detection Oct 2010
4.4a Quick-Closing Valves and Fire Dampers Oct 2010 System
3.1.3 Extension Alarm System Oct 2010 4.4b Closing Damper Control System Oct 2010 4.11 Main Engine Scavenge Space CO2 Fire Extinguishing Oct 2010
Illustrations 4.5 NOVEC 1230 Fire Extinguishing System Oct 2010 System
3.1.1a IAS System Architecture Oct 2010 Illustrations Illustrations
3.1.1b IAS Topology Screen Shots Oct 2010 4.5a Engine Control Room and Switchboard Rooms NOVEC Oct 2010 4.11a Main Engine Scavenge Space CO2 Fire Extinguishing Oct 2010
3.1.2a IAS Opening Screen Shot Oct 2010 1230 Fire Suppression System System
3.1.2b Typical Display Screen Shot Oct 2010 4.5b NOVEC 1230 Typical Release System Oct 2010 Section 5: Emergency Procedures
3.1.2c IAS Integrated Machinery Keyboard Oct 2010 4.6 High-Expansion Foam System Oct 2010 5.1 Flooding in the Engine Room Oct 2010
3.1.2d Controller Faceplate Oct 2010 Illustrations 5.2 Emergency Operation of the Main Engine Oct 2010
3.1.2e IAS Symbols Legend Screen Shot Oct 2010 4.6a Engine Room High-Expansion Foam System Oct 2010 5.3 Emergency Steering Oct 2010
3.1 3a IAS Extension Alarm Panel Oct 2010 4.6b High-Expansion Foam Control Panel Oct 2010 5.4 Emergency Fire Pump Operation Oct 2010
3.1 3b Cargo Extension Alarm Panel Screen Shot Oct 2010 4.7 Fire Detection System Oct 2010 5.5 Fire in the Engine Room Oct 2010
3.1 3c Engineers Extension Alarm Panel Screen Shot Oct 2010 Illustrations 5.6 Emergency Power Failure Oct 2010
3.2 Engine Control Room and Console Oct 2010 4.7a Fire Detection System Architecture Oct 2010 Illustrations
3.2.1 Engine Control Room Overview Oct 2010 4.7b Fire Detection Panel Oct 2010 5.1a Bilge, Fire and GS Pump Emergency Bilge System Oct 2010
Illustrations 4.7c Fire Detection Symbols Oct 2010 5.1b No.1 Main Sea Water Cooling Pump Emergency Bilge Oct 2010
3.2.1a Engine Control Room Layout Oct 2010 4.7d Fire Detection Equipment - Engine Room Floor System
3.2.1b Engine Control Room Console Layout Oct 2010 4.7e Fire Detection Equipment - Engine Room 3rd Deck Oct 2010 5.2a Main Engine Local Operating Panel Oct 2010
3.3 Internal Communications Oct 2010 4.7f Fire Detection Equipment - Engine Room 2nd Deck Oct 2010 5.3a Steering Gear Hydraulic System - Port Oct 2010
3.3.1 Common Battery Telephones Oct 2010 4.7g Fire Detection Equipment - Engine Room 1st Deck Oct 2010 5.3b Steering Gear Hydraulic System - Starboard Oct 2010
3.3.2 Automatic Telephone System Oct 2010 4.7h Fire Detection Equipment - Upper Deck Engine Room Oct 2010 5.4a Emergency Fire Pump System Oct 2010
Casing
3.3.3 Public Address and Talk-back System Oct 2010 5.4b Emergency Fire Pump Starter Panels Oct 2010
4.7i Fire Detection Equipment - A, B, C, D and Navigation Oct 2010
3.3.4 Deck and Machinery Talk-back System Oct 2010 5.6a Emergency Switchboard Distribution Oct 2010
Deck Engine Room Casing
3.3.5 Ship-Shore Link System Oct 2010
4.8 Fire Fighting Equipment Oct 2010
Illustrations
Illustrations
3.3.1a Battery Telephone System Oct 2010
4.8a Fire Fighting Symbols Oct 2010
3.3.2a Automatic Telephone Exchange Oct 2010
4.8b Fire Fighting Equipment - Engine Room Floor Oct 2010
3.3.2b Telephone Extensions Oct 2010
4.8c Fire Fighting Equipment - Engine Room 3rd Deck Oct 2010
3.3.3a Public Address System Oct 2010
4.8d Fire Fighting Equipment - Engine Room 2nd Deck Oct 2010
3.3.3b Public Address Remote Controller Oct 2010
4.8e Fire Fighting Equipment - Engine Room 1st Deck Oct 2010
3.3.4a Talk-back Remote Station Oct 2010
4.8f Fire Fighting Equipment - Upper Deck Engine Room Oct 2010
3.3.5a Shore Connection System Oct 2010 Casing
Section 4: Emergency Systems 4.8g Fire Fighting Equipment - A, B, C, D and Navigation Oct 2010
4.1 Introduction Oct 2010 Deck Engine Room Casing
Illustration 4.9 Lifesaving Equipment and Escape Routes Oct 2010
4.1a Fire Control Station Oct 2010 Illustrations

Cargo and Machinery Symbols and Colour Scheme
Straight Globe Valve Two-Way Cock Full Bore Valve

Steam Trap Discharge
with Drain Valve
Angle Globe Valve Three-Way Cock (L-Type) Full Bore Valve (L-Type)
Globe Screw Down Sounding Cap

Three-Way Cock (T-Type) Full Bore Valve (T-Type)
LNG Liquid Non-Return Valve (S/C Weight)
Globe Screw Down Sounding Cap Surface Drop

LNG Vapour Four-Way Cock
Angle Valve (Normal)
Nitrogen Sounding Cap
Gate Valve (Rising) Pressure Reducing Valve Deck Stand (Manual)
(Deck Piece)
Inert Gas
Gate Valve (Non-Rising) Quick-Closing Valve Vent Pipe H Deck Stand (Hydraulic)
Gas Line
Stripping and Spray Line Float Type (Disk) Air Vent

Non-Return Valve (Flap) Filter
Head with Fire Screen
P
Superheated Angle Quick-Closing Valve
(Pneumatic) Float Type (Disk) Air Vent
Non-Return Valve (Swing) Drain Trap
Head without Fire Screen
Sea Water
F Spectacle Flange
Ballast Water Non-Return Valve (Lift) Flow Control Valve Y-Type Strainer
( Open Shut)
Hydraulic Oil Angle Non-Return Valve (Lift) Diaphragm Operated Valve Blind (Blank) Flange Hand Operated (Locked Shut)
Fresh* / Distillate /
Technical / Potable Water/ Diaphragm Operated Valve Hand Operated (Locked Open)
Check Valve Suction Bellmouth
Cooling Water (3-Way Control)
Condensate
Check Valve with Spring Needle Valve Spool Piece Not Connected Crossing Pipe
Feed Water
Fire/Deck Water
Butterfly Valve (Wafer) H Hydraulically Driven Reducer Connected Crossing Pipe
CO2 Piping
Refrigeration
P Pneumatically Driven
Hose Valve Ejector (Eductor Injector) Branch Pipe
Marine Diesel Oil
Angle Hose Valve M Electric Motor Driven

Heavy Fuel Oil Hand Pump Sight Glass
Lubricating Oil Safety Valve Pressure/Vacuum Centrifugal Pump

Compressed Air
Pressure/Vacuum
Angle Safety Valve Gas Freeing Cover
(High Velocity)
Bilges
Self-Closing Valve Hopper Without Cover Flame Arrester
Waste Oil
Sewage Discharge
Self-Closing Angle Valve Pressure/Vacuum Breaker Overboard Discharge
Refrigeration Gas
Straight Needle Valve Orifice Plate Discharge/Drain
Glycol Water Line
Electrical Signal Angle Needle Valve Orifice Valve Flexible Hose Joint
Instrumentation
Three-Way Needle Valve Simplex Strainer Flow Meter
Manual Ball Valve Mud Box

Screw Pump
S
Solenoid Valve Rose Box

Electrical and Instrumentation Symbols
6600V AC Inverter Making contact

Auxiliary DP Differential Pressure VI Vacuum Indication
relay DPS Differential Pressure Switch VX Vacuum Transmitter
contact DPX Differential Pressure Transmitter VR Viscosity Indication
440V AC Earth Breaking DPI Differential Pressure Indicator VC Viscosity Controller
DIS Displacer VAH Viscosity Alarm (High)
EM Electromagnetic Flow Meter VAL Viscosity Alarm (Low)
220V AC Transformer Making contact FA Flow Alarm
With time FC Flow Controller
limit in FX Flow Transmitter Function is Locally
closing XXX
P Direct on-line ZBK Zener barrier box FI Flow Indication Available
Breaking
motor starter (with UVP) FS Flow Switch
FCO Flow Counter XXX Functions are Available
R Direct on-line BZ FLG Float Type Level Gauge XXXX in Control Room
Buzzer Making contact
motor starter (with UVR) With time HY Hydrazine Detector/Meter
limit in H2O Hydrometer
S opening LAH Level Alarm (High) XXX Functions are Available
AT R Auto transformer starter Solenoid valve Breaking XXXX on a Local Panel
LAL Level Alarm (Low)
LC Level Controller
LCG Local Content Gauge H
Soft starter Trip Automatic Trip Making contact LI Level Indication XXX Letters outside the circle
SFT
Flicker LR Level Recorder XXXX of an instrument symbol
relay L indicate whether high (H),
VCS LS Level Switch/Limit Switch
200A Vacuum contact switch Breaking MS Microswitch high-high (HH), low (L)
Overcurrent relay
with fuse or low-low (LL) function
PAH Pressure Alarm (High)
is involved
PAL Pressure Alarm (Low) O = Open
Gas circuit-breaker Pushbutton switch PAHLI Pressure Alarm High/Low Indicator C = Closed
Normally Open switch
GCB (draw out type) (alternative) PX Pressure Transmitter
PC Pressure Controller
Air circuit-breaker Pushbutton switch PR Pressure Recorder
Normally Closed switch
(draw out type) (alternative) PI Pressure Indication
PS Pressure Switch
Air circuit-breaker PD Pressure Displacement Meter
(fixed type) 10A Fuse PH PH Detector/Meter
RI RPM Indicator
RCO RPM Counter
Moulded case
RL Indicator lamp RX Revolution Transmitter
circuit-breaker
RC Revolution Controller
DS SA Salinity Alarm
Disconnecting switch Variable resistor SI Salinity Indication
SX Salinity Transmitter
SM Smoke Indication
Resistor
DG Diesel generator SMX Smoke Transmitter
TR Temperature Recorder
TC Temperature Control
Emergency stop
TG pushbutton box TI Temperature Indication
Turbine generator
TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
Pushbutton TAHLI Temperature Alarm High/Low Indicator
EG Emergency generator (start/stop/running) TS Temperature Switch
TH Turbine Meter
Pushbutton (start/stop) TM Torque Meter
Battery
VA Vacuum Alarm
Rectifier equipment
Battery charger (rectifier)

Principal Machinery Particulars Oil Mist Detector Boiler Burner
Manufacturer: Kidde Graviner Model: Saacke rotary cup
Main Engines No. of sets: 1 per engine Type: SKVA-82
Model: Graviner Mk 6 No.of sets: 1 per boiler
Main Engine
Manufacturer: Doosan-MAN B & W Shaft Clutch Boiler Control System
Model: 7S70ME-C Manufacturer: Renk Manufacturer: Saacke
Number of engines: 2 Type: PSC-225 Model: Seavis Control System
Type: Electronically controlled, two-stroke, single- Number of sets: 2
acting, direct reversible, crosshead diesel engine Exhaust Gas Economiser
operating on uniflow scavenging with constant
pressure turbocharging and air cooler Oil Supply Unit Manufacturer: Saacke
Number of cylinders: 7 No. of sets: 2
Manufacturer: Wesselmann
Cylinder bore: 700mm Type: Exhaust gas economiser
Tank capacity: 1,900 litres
Stroke: 2,800mm Model: Ocean EG-V-5-2, 1/7
Oil pump manufacturer: Leistritz
Output (MCR) nominated: 21,770kW at 91.0 rpm No of sets: 2 pumps per clutch
Boiler Water Circulation Pumps
Mean effective pressure: 1,878kPa at MCR nominated Type: Submerged screw pumps
Manufacturer: Teikoku
Output (MCR) specified: 19,270kW at 87.0 rpm Model: L3MF-60/96-IFOKS-W
No. of sets: 4
Mean effective pressure: 1,762kPa at MCR specified
Type: Horizontal two-stage centrifugal
Output (NCR): 16,380kW at 82.4 rpm Shaft Brake Model: 65BF-AA
Direction of rotation: Port: Clockwise looking from aft
Manufacturer: Dellner AB
Starboard: Anti-clockwise looking from aft
Model: SKD 4 x 125 Dump Condenser/Drain Cooler
Minimum rpm: 21 rpm
Type: Hydraulically-activated, spring release disc brake
Fuel oil: Specific gravity 0.991 Manufacturer: DongHwa Entec
Number of sets: 2
Lower calorific value 42,700kJ/kg(10,200kcal/kg) No. of sets: 1
Consumption: 163.4g/kWh at NCR +5% tolerance Type: Horizontal shell and tube
Main Engine Top Bracing System
Manufacturer: MAN B&W Auxiliary Boiler Feed Water Pump
Turbochargers
Model: 2041008-8 (HTBP-D)
Manufacturer: MAN B&W Manufacturer: Teikoku
Type: Hydraulic cylinder
No. of sets: 2 per engine No. of sets: 2
Number of cylinders: 4 per engine
Type: TCA66-21088 Type: Horizontal two-stage centrifugal
Model: 65-2MSH-AM
Auxiliary Blowers Auxiliary Boilers
Manufacturer: Hyundai Marine Machinery Co. Boiler Dosing Equipment
No. of sets: 2 per engine Auxiliary Boilers
Unit manufacturer: Sera
Model: HAA-400/125N Manufacturer: VKK Marine Boilers Dosing pump
No. of sets: 2 manufacturer: Seybert & Rahier
Type: Oil-fired vertical smoke tube/pin tube marine boiler Dosing pump model: R204, 1-2, 4E
Model: Ocean OF-V-WSP-10/7 No. of sets: 1/boiler

Cooling Water Systems Distillate Water Pumps Main Central Fresh Water Cooling System Cooler
Manufacturer: Alfa Laval Manufacturer: DHP Engineering
Main Cooling Sea Water Pumps No. of sets: 1 per generator No. of sets: 2
Manufacturer: Teikoku Machinery Works Ltd Type: Single-stage centrifugal Type: Plate
No. of sets: 2 Model: PVVF-2040 Model: DX-36MH-1P-349
Type: Vertical, single-stage centrifugal
Model: 400VCD-A2M-NV-S Salinometer Auxiliary Fresh Water Cooling Pump
Manufacturer: Alfa Laval Manufacturer: Teikoku
Auxiliary Cooling Sea Water Pumps No. of sets: 1 per generator Type: Vertical, single-stage centrifugal
Manufacturer: Teikoku Machinery Works Ltd Model: DS-20 Model: 400VCD-A2m
No. of sets: 2 No. of sets: 2
Type: Vertical, single-stage centrifugal Main Engine Jacket Fresh Water Pump
Model: 400VCD-A2M Manufacturer: Teikoku Cargo Service Fresh Water Cooling Booster Pump
No. of sets: 2 (for each engine) Manufacturer: Teikoku
Marine Growth Prevention System (MGPS) Sea Water Pump Type: Vertical, single-stage centrifugal Type: Vertical, single-stage centrifugal
Manufacturer: Teikoku Machinery Works Ltd Model: 150VCS-A2M Model: VCS-A2M
Type: Single-stage centrifugal Main Engine Jacket Water Drain Pump
Model: 50MSS-AH1M Manufacturer: Teikoku Galley, CCR and Group B Air Con Fresh Water Cooling Booster Pump
No. of sets: 1 (for each engine) Manufacturer: Teikoku
Reliquefaction Plant Cooling Sea Water Pumps Type: Horizontal, single-stage centrifugal Type: Horizontal, single-stage centrifugal
Manufacturer: Teikoku Model: 50MS-S1M-NV-S Model: 100MSS-DH1m
Type: Single-stage centrifugal Main Engine Jacket Fresh Water Cooler
Model: VCD-B2M Manufacturer: DHP Engineering Auxiliary Fresh Water Cooler
No. of sets: 2 (for each engine) Manufacturer: DHP Engineering
Fresh Water Generators Type: Plate type Type: Plate
Manufacturer: Alfa Laval Model: DX-143V-1P-99 No. of sets: 2
No. of sets: 2
Type: D-PU-36-C100 Main Engine Jacket Water Preheater
Cargo Auxiliary Cooling Fresh Water Pump
Manufacturer: DongHwa Entec
Fresh Water Generator Ejector Pump No. of sets: 1 (for each engine)
Type: Vertical, centrifugal
Manufacturer: Alfa Laval Type: Shell and tube
Model: VCD-B2M
No. of sets: 1 per generator No. of sets: 2
Type: Single-stage centrifugal Main Fresh Water Cooling System Pump
Model: CNL 80-80/200
Model: 250VCD-A2M
No. of sets: 3

Cargo Auxiliary Cooling Fresh Water Cooler Diesel Generator Fuel Oil Circulating Pump Auxiliary Boiler Diesel Oil Ignition Pump
Manufacturer: DHP Engineering Manufacturer: IMO AB Manufacturer: Saacke
No. of sets: 2 No. of sets: 2 No. of sets: 2
Type: DX-36MH-201 Model: ACG 045N7 NTBP Type: Gear
Fuel Oil Systems Diesel Generator Diesel Oil Service Pump Auxiliary Boiler Fuel Oil Heater
Manufacturer: IMO AB Manufacturer: Prang
Main Engine Fuel Oil Supply Pump No. of sets: 1 Type: Shell and tube
Manufacturer: IMO AB Model: ACG 045K7 NTBP No. of sets: 2
No. of sets: 4 (2 on each engine)
Model: ACE 032N3 NTBP Diesel Generator Emergency Diesel Oil Pump Incinerator Waste Oil Dosing Pump
Manufacturer: IMO AB Manufacturer: Hyundai
Main Engine Fuel Oil Circulating Pump No. of sets: 1 Type: Mono
Manufacturer: IMO AB Type: Horizontal screw, air motor-driven Model: MD 025-6L
No. of sets: 4 (2 on each engine) No. of sets: 1
Model: ACE 038N3 NTBP Diesel Generator Fuel Oil Heater
Manufacturer: DongHwa Entec Incinerator Mill Pump
Main Engine Fuel Oil Heater No. of sets: 2 Manufacturer: Hyundai
Manufacturer: DongWha Entec Type: Shell and Tube Type: Centrigugal with cutters
No. of sets: 4 (2 on each engine) No. of sets: 1
Type: Shell & tube Diesel Generator Fuel Oil Filter
Manufacturer: Boll & Kirch Incinerator Diesel Oil Ignition Pump
Main Engine Fuel Oil Filter No. of sets: 1 Manufacturer: Hyundai
Manufacturer: Boll & Kirch Type: Automatic backflush No. of sets: 2
No. of sets: 2 (1 on each engine) Model: 6.61.1 DN100 Type: Gear
Model: 6.60.1 DN50 Model: For primary burner RAS 40
Diesel Generator Viscosity Controller For secondary burner BFP 21 L5
Main Engine Viscosity Controller Manufacturer: Vaf

No. of sets: 1 Inert Gas Generator Fuel Oil Supply Pump
Manufacturer: Vaf
No. of sets: 2 (1 on each engine) Model: 0379-0148 Manufacturer: Allweiler AC
Model: 0379-0148 No. of sets: 1
Auxiliary Boiler Fuel Oil Supply Pump Model: SPF40-R38 O8 3-W178
Type: Horizontal screw
Diesel Generator Fuel Oil Supply Pump Manufacturer: Saacke
Manufacturer: IMO AB Type: Vertical, gear
GCU Support Fuel Pump
Manufacturer: Saacke
Model: ACG 045K7 NTBP
No. of sets: 2
Type: Horizontal shaft, screw
Model: DCL7-1100.BAA.5068
Type: Screw

GCU Igniter Fuel Pump Heavy Fuel Oil Separator Heaters Cylinder Oil Heating Tanks
Manufacturer: Saacke Manufacturer: DongHwa Entec Manufacturer: Hanmi Power
No. of sets: 2 No. of sets: 4 No. of sets: 1 per main engine
Model: PZHDS 50 Type: Shell & tube
Main Engine Hydraulic Pump System
Type: Screw Model: 2.98m2
Manufacturer: MAN B&W
No. of sets: 1 per main engine
Engine Room Heavy Fuel Oil Transfer Pump Post Purifier FO Cooler
No. of pumps: 2 electrical motor-driven and 3 engine-driven pumps
Manufacturer: IMO Manufacturer: DongHwa Entec per engine
Type: Horizontal motor-driven gear Type: Shell & tube Pump Models:
Model: ACF 080N4 IRBO Model: 8.3m2 Engine-driven: Rextroth A4VS 180 H53
Motor-driven: Rextroth A10VS0 28 DR
Forward Heavy Fuel Oil Transfer Pump Lubricating Oil Systems
Top Bracing Hydraulic Power Packs
Manufacturer: IMO
Manufacturer: Hanmi Hydraulic Machinery
No. of sets: 2 Lubricating Oil Transfer Pump
No. of sets: 1 hydraulic power pack per main engine with 2
Type: Horizontal, hydraulically-driven gear Manufacturer: IMO pumps per power pack
No. of sets: 2 (1 port and 1 starboard) Model: Ø300
Marine Gas Oil Transfer Pump Model: ACE 032N3 NVBP
Manufacturer: IMO Type: Motor-driven, horizontal gear pump
Main Engine Lubricating Oil Separators
No. of sets: 1
Manufacturer: Alfa Laval
Type: Horizontal motor-driven gear Main Lubricating Oil Pumps Model: PA635
Model: ACG 052K7 NVBP Manufacturer: Teikoku No. of sets: 2
Fuel Oil Separator
Type: Vertical motor-driven single-stage centrifugal Main Engine Lubricating Oil Separator Feed Pumps
Model: 300TVC-A
No. of sets: 4 Manufacturer: IMO Pumps
Capacity: 6,500 litre/hr No. of sets: 2
Model: SA 876 Automatic Backflush Filter Model: ACE 032L3 NVBP
Manufacturer: Boll & Kirch Type: Horizontal, gear
Fuel Oil Separator Feed Pump No. of sets: 1 per main engine
Manufacturer: IMO Type: Automatic backflushing with manual bypass Main Engine Lubricating Oil Separator Heaters
No. of sets: 4 Model: 6.61.07 DN250
Manufacturer: DongHwa Entec
Model: ACE 038K3 NTBP
No. of sets: 2
Type: Horizontal screw, motor-driven Main Lubricating Oil Coolers
Type: Shell & tube
Manufacturer: DHP Engineering
Model: 1.39m3
Type: Plate
Model: DX-36MH-1P-259

Diesel Generator Lubricating Oil Separators Stern Tube Lubricating Oil Cooler Topping-Up Air Compressors
Manufacturer: Alfa Laval Manufacturer: DongWha Manufacturer: Jonghap Tanabe
Model: PA615 No. of sets: 1 per stern tube No. of sets: 1
No. of sets: 4 Type: Shell and tube Model: H-64
Model: 2.0m2 Type: Reciprocating, 1-cylinder, motor-driven
Diesel Generator Lubricating Oil Separator Feed Pumps
Manufacturer: IMO Pumps Shaft Clutch Emergency Air Compressor
No. of sets: 4 Manufacturer: Renk Manufacturer: Jonghap Pneutec
Model: ACE 032N3 NVBP Model: PSC 225 No. of sets: 1
Type: Horizontal, gear Number of sets: 2 Model: AHV-20E
Type: Reciprocating, 1 cylinder, diesel engine-driven
Diesel Generator Lubricating Oil Separator Heaters Oil Supply Unit
Manufacturer: DongWha Entec Manufacturer: Wesselmann Main Air Reservoir
No. of sets: 4 Tank capacity: 1,900 litres Manufacturer: Kangrim
Type: Shell & tube Oil pump manufacturer: Leistritz No. of sets: 2
Model: 0.9m3 No of sets: 2 pumps per clutch Type: Vertical, cylindrical
Stern Tube Seals Brake Unit Generator Engine (Auxiliary) Air Reservoir
Manufacturer: Japan Marine Technologies Manufacturer: Dellner Manufacturer: Kangrim
Type: Simplex compact synthetic rubber lip seals Type: Hydraulically activated, spring release disc brake No. of sets: 1
Model: Stern Guard MKII (forward seal - 2 ring) Model: SKD 4x125 Type: Vertical, cylindrical
Airguard 3AS (aft seal - 3 ring) Handpump: PMS 31-20
Emergency Air Reservoir
Stern Tube Air Seal Control Unit Sludge Oil Transfer Pump Manufacturer: Kangrim
Manufacturer: Japan Marine Technologies Manufacturer: IMO AB Type: Vertical, cylindrical
No of sets: 1 per stern tube No. of sets: 1
Type: Horizontal mono General Service Air Compressors
Model: AEB 1E 100
Stern Tube Bearings Manufacturer: Tamrotor
Manufacturer: Japan Marine Technologies No. of sets: 2
Material: Cast iron with white metal Compressed Air Systems Type: Screw, water-cooled with belt-drive
Model: EMH 44-8 EWNA
Stern Tube Lubricating Oil Pumps Main Air Compressors
Manufacturer: Jonghap Tanabe General Service Air Reservoir
Manufacturer: IMO
No. of sets: 2 per stern tube No. of sets: 3 Manufacturer: Kangrim
Type: Vertical, gear Model: H-273 No. of sets: 1
Model: ACE 038K3 NVBP Type: Reciprocating, 2-cylinder, motor-driven Type: Vertical, cylindrical

Control Air Compressors Diesel Generators Hot Water Circulating Pumps
Manufacturer: Tamrotor Manufacturer: Teikoku Machinery Works Ltd.
No. of sets: 2 Engine No. of sets: 2
Type: Screw, water-cooled with belt-drive Manufacturer: STX. / MAN-B&W Type: Centrifugal
Model: EMH 44-8 EWNA No. of sets: 4 Model: 50MSS-AH1m
Type: 9L32/40
General Service Air Reservoir Rehardening Filter
Manufacturer: Kangrim Turbocharger Manufacturer: Samkun Century Co. Ltd.
No. of sets: 1 Manufacturer: ENPACO/MAN-B&W Type: Dolomite (calcium carbonate)
Type: Vertical, cylindrical Type: NR34/S109 No. of sets: 1
Model: REH-5000
Control Air Dryer (Refrigerant Type) Governor
Silver Ion Steriliser
Manufacturer: Tamrotor Manufacturer: Regulateurs Europa
Manufacturer: Jowa AB
No. of sets: 2 Type: 1102V-4G-34R
Type: Silver ion
Type: Refrigerant dryer
No. of sets: 1
Model: RD490 Alternator Model: AG-S
Manufacturer: Hyundai
Control Air Dryer (Desiccant Type) Type: HSJ7 909 - 10P
Domestic Refrigeration and Air Conditioning Systems
Manufacturer: Tamrotor Capacity: 4,300kW, 6,600V AC, 470.2A, 60Hz, 0.8pf
No. of sets: 2
Refrigeration Plant
Type: Desiccant dryer Emergency Generator Diesel Engine
Package supplier: Hi Air Korea
Model: A400
Manufacturer: STX Cummins No. of sets: 2
Type: 4 stroke, 12 cylinder 60˚ ‘V’ turbocharged Model/Type: MCU 24/272366V
Steering Gear No. of turbochargers: 2
Model: KTA38DMGE
Compressor
Steering Gear No. of sets: 1
Manufacturer: Sabroe
Manufacturer: Kawasaki Precision Machines Ltd. Type: Semi-hermetic, 4 cylinder reciprocating
Emergency Alternator
Type: 4-cylinder, 2-ram, Rapson Slide Model: CMO24
Manufacturer: Leroy Somer
Model: FE21-350-T050-45D Number of units: 1
Model: LSA50.1UL10/4P
Quantity: 2 sets
Type: Horizontal self-exciting brushless
Condenser
Rudder Carrier Bearing Grease Unit
Accommodation Services Type: Horizontal shell and tube
Pump type: MSK-602-T5M (motor-driven) Model: CRKC 272366
Quantity: 2 sets Number of units: 1
Domestic Fresh Water Pumps
Capacity: 60cc/min at 100kg/cm2 Manufacturer: Teikoku Machinery Works Ltd
Motor: 220V No. of sets: 2
Type: Centrifugal
Model: 50MSS-JV1m

Group A Refrigeration Plant - Accommodation Fan Inert Gas Generator System
Package supplier: Hi Air Korea Manufacturer: Comefri
Type: HKA-09S Type: Double-suction, multi-blade, centrifugal Inert Gas Generator
No. of sets: 2 Model: HLZ450T Manufacturer: Hamworthy Moss AS
Number of sets: 1 per set No. of sets: 1
Compressor Type: Moss High Turbulent
Manufacturer: Sabroe Miscellaneous Air Conditioning Units (ACU)
Air Blower Unit
Type: Semi hermetic, reciprocating
Manufacturer: Flebu
Model: SAB-151L Engine Control Room ACU
No. of sets: 4
No of sets: 1 per set ACU model: HIP-10WD
Type: Centrifugal, single-stage
Compressor: MTZ 125
Condenser No. of units: 2
Fuel Oil Pump Unit
Type: Horizontal, shell and tube
Manufacturer: Allweiler
Model: COKC 412702 Engine Room Workshop ACU
No. of sets: 1
Number of sets: 1 per set ACU model: HIP-15WGD
Type: Positive displacement, screw
Compressor: MTZ 160
Fan No. of units: 1
Refrigeration/Cooling Plant
Manufacturer: Comefri
Manufacturer: Hamworthy Moss AS
Type: Double-suction, multi-blade, centrifugal Port Main Switchboard Room ACU
No. of sets: 1
Model: HLZ630TA ACU model: HIP-20WD
Compressor type: Screw
Number of sets: 1 per set Compressor: MTZ 125
No. of units: 2
Brine Circulation Pump
Group B Refrigeration Plant - Cargo Electrical Equipment and
Switchboards Manufacturer: Intec Pumper AS
Starboard Main Switchboard Room ACU
Package supplier: Hi Air Korea No. of sets: 1
ACU model: HIP-20WD
Type: HID-35WS Type: Centrifugal, single-stage
Compressor: MTZ 125
No. of sets: 2 No. of units: 2
Air Dryer Unit
Compressor Manufacturer: Hamworthy Moss AS

Cargo Control Room ACU
No. of sets: 1
Manufacturer: Bock ACU model: HIP-3WGES
Heater type: Finned coil (steam), tube element (electric)
Type: Semi-hermetic, reciprocating Compressor: MTZ 36
Model: HGX6/1410-4S No. of units: 1
No of sets: 1 per set Dew Point Meter
Manufacturer: Vaisala
Galley ACU
Condenser Type: DRYCAP 180M
ACU model: HIP-5WDE
Type: Shell and tube Compressor: MTZ 64
Model: COKC 271902 No. of units: 1
Number of sets: 1 per set

Oxygen Analyser
Manufacturer: Hamworthy
Type: Zirconia sensor
Model: SBS3500-IG-M-AX4-HM
Inert Gas Generator Scrubber Pump

Model: VCD-AM
Type: Vertical centrifugal, motor-driven
No. of sets: 1

Tank Capacity Tables
CARGO TANKS FRESH WATER TANKS SG: 1.000

Location Capacities Max Max
Compartment Volume Centre of Gravity Free Compartment Location Capacities Centre of Gravity Free
Frame Surface Surface
100% 98.5% LCG VCG Moment Frame Volume Weight LCG VCG Moment
from AP from BL of Inertia 100% 100% from AP from BL of Inertia
m3 m3 m m m4 m3 tons m m m4
No 1 Cargo Tank 118-126 32842.7 32350.1 275.367 17.568 175674 Distilled Water Tank (P) 12-41 39.2 39.2 11.051 19.433 11
No 2 Cargo Tank 106-117 57614.7 56750.5 233.454 17.719 438274 Distilled Water Tank (S) 12-14 39.2 39.2 11.051 19.433 11
No 3 Cargo Tank 94-105 57613.4 56749.2 183.854 17.720 438336 Fresh Water Tank (P) 6-14 202.5 202.5 8.678 19.462 188
No 4 Cargo Tank 82-93 57605.4 56741.3 134.254 17.719 438379 Fresh Water Tank (S) 6-14 202.5 202.5 8.678 19.462 188
No 5 Cargo Tank 70-81 57608.3 56744.2 84.654 17.720 438330 Sub Total 483.5 483.5
Sub Total 263284.5 259335.3
* The above data may be revised according to result of cargo tank measurement.
HEAVY FUEL OIL TANKS SG: 0.980
WATER BALLAST TANKS SG: 1.025 Max
Max Compartment Location Capacities Centre of Gravity Free
Compartment Location Capacities Centre of Gravity Free Surface
Surface Frame Volume Weight LCG VCG Moment
Frame Volume Weight LCG VCG Moment 100% 98% from AP from BL of Inertia
100% 100% from AP from BL of Inertia m3 tons m m m4
m3 mt m m m4 Fwd Deep HFO Tank (C) 139-151 2820.3 2708.6 311.176 13.793 3231
Fwd Deep WB Tank (P) 127-151 2143.7 2197.2 306.391 11.800 2167 Aft Deep HFO Tank (C) 131-139 2937.7 2821.4 303.086 13.610 7133
Fwd Deep WB Tank (S) 127-151 2114.2 2167.0 306.271 11.940 2167 HFO Tank (P) 54-69 1094.5 1051.2 53.483 19.413 474
No 1 WB Tank (P) 117-127 6608.3 6773.5 277.258 12.936 18100 HFO Tank (S) 46-69 1737.0 1668.3 50.012 18.395 726
No 1 WB Tank (S) 117-127 6608.3 6773.5 277.258 12.936 18100 Low Sulphur Tank (P) 46-58 642.5 617.1 44.099 16.662 379
No 2 WB Tank (P) 105-117 7766.4 7960.5 231.108 8.344 58079 HFO Setting Tank (P) 58-65 90.7 87.1 52.275 19.130 66
No 2 WB Tank (S) 105-117 7766.4 7960.5 231.108 8.344 58079 HFO Setting Tank (S) 58-65 90.7 87.1 52.275 19.130 66
No 3 WB Tank (P) 93-105 8098.8 8301.2 182.150 8.086 63006 HFO Service Tank (P) 50-58 103.6 99.5 45.900 19.130 76
No 3 WB Tank (S) 93-105 8098.8 8301.2 182.150 8.086 63006 HFO Service Tank (S) 50-58 103.6 99.5 45.900 19.130 76
No 4 WB Tank (P) 81-93 8096.7 8229.2 132.555 8.088 63003 Sub Total 9620.6 92.39.6
No 4 WB Tank (S) 81-93 8096.7 8299.2 132.555 8.088 63003
No 5 WB Tank (P) 69-81 7068.5 7245.2 84.169 8.200 52467
No 5 WB Tank (S) 69-81 7068.5 7245.2 84.169 8.200 52467
E/R WB Tank (P) 46-69 1594.2 1634.1 49.347 13.573 996
E/R WB Tank (S) 46-69 1594.2 1634.1 49.347 13.573 996
Aft Peak Tank -5-14 1790.0 1834.7 4.436 13.450 9769
Sub Total 84513.8 86626.6

DIESEL FUEL OIL TANKS SG: 0.850 LUBRICATING OIL TANKS SG: 0.900
Max Max
Compartment Location Capacities Centre of Gravity Free Compartment Location Capacities Centre of Gravity Free
Surface Surface
Frame Volume Weight LCG VCG Moment Frame Volume Weight LCG VCG Moment
100% 98% from AP from BL of Inertia 100% 98% from AP from BL of Inertia
m3 tons m m m4 m3 tons m m m4
MGO Storage Tank (P) 46-54 173.8 144.8 42.500 24.976 251 Main Engine System Oil Sump 44-58 48.8 43.1 43.853 1.568 28
MGO Storage Tank (S) 46-54 173.8 144.8 42.500 24.976 251 Tank (P)
MGO Setting Tank (P) 50-54 40.3 33.6 44.200 23.910 11 Main Engine System Oil Sump 44-58 48.8 43.1 43.853 1.568 28
MGO Setting Tank (S) 50-54 40.3 33.6 44.200 23.910 11 Tank (S)
MGO Service Tank (P) 46-50 40.3 33.6 40.800 23.910 11 Main Engine System Oil Setting 63-69 47.2 41.7 56.100 18.989 17
Tank (P)
MGO Service Tank (S) 46-50 40.3 33.6 40.800 23.910 11
Main Engine System Oil Setting 63-69 47.2 41.7 56.100 18.989 17
Sub Total 508.9 423.9 Tank (S)
Main Engine System Oil Storage 63-69 47.2 41.7 56.100 18.989 17
Tank (P)
MISCELLANEOUS TANKS Main Engine System Oil Storage 63-69 47.2 41.7 56.100 18.989 17
Max Tank (S)
Compartment Location Capacities Centre of Gravity Free Main Engine Cylinder Oil 63-69 70.7 62.3 56.100 18.989 58
Surface Storage Tank (P)
Frame Volume Volume LCG VCG Moment Main Engine Cylinder Oil 63-69 70.7 62.3 56.100 18.989 58
100% 100% from AP from BL of Inertia Storage Tank (S)
m3 m3 m m m4 Main Engine CO Storage Tank 34-40 70.0 61.8 31.450 18.989 57
FO Overflow Tank (P) 61-69 47.7 47.7 55.591 2.145 93 for MGO (S)
FO Overflow Tank (S) 61-69 47.7 47.7 55.591 2.145 93 Generator LO Setting Tank (P) 40-42 11.8 10.4 34.850 18.989 2
Clean Bilge W Tank 34-50 288.1 288.1 36.132 3.155 1238 Generator LO Storage Tank (P) 40-42 11.5 10.2 34.850 18.989 2
Bilge Holding Tank 30-34 115.4 115.4 27.200 6.905 309 Renovating Tank (P) 63-69 47.2 41.7 56.100 18.989 17
Sewage Holding Tank 38-42 55.4 55.4 34.00 14.422 5 Renovating Tank (S) 63-69 47.2 41.7 56.100 18.989 17
Main Engine JCW Drain Tank (P) 50-53 24.7 24.7 43.807 1.907 29 Sub Total 651.8 543.2
Main Engine JCW Drain Tank (S) 50-53 24.7 24.7 43.807 1.907 29
FO Drain Tank (P) 54-58 13.2 13.2 47.668 2.460 35
LO Drain Tank (S) 54-58 13.2 13.2 47.668 2.460 35
Oily Bilge Tank 58-69 122.4 122.4 52.999 2.145 1336
Stern Tube LO Drain Tank (P) 32-34 6.4 6.4 28.050 2.310 6
Stern Tube LO Drain Tank (S) 32-34 6.4 6.4 28.050 2.310 6
Sludge Tank (P) 19-32 17.7 17.7 21.961 10.755 4
Sludge Tank (S) 19-32 17.7 17.7 21.961 10.755 4
Stern Tube Cooling Water Tank (P) 7-18 90.6 90.6 12.646 4.675 14
Stern Tube Cooling Water Tank (S) 7-18 90.6 90.6 12.646 4.675 14
Sub Total 981.9 981.9

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

Illustration 1a Engine Room Floor Plan
39
Key
1 - Stern Tube Lubricating Oil Pump and Cooler (Port) 15 51 41 - No.2 Main Engine Lubricating Oil Pump (Port)
12 16 40 42 - No.1 Main Engine Lubricating Oil Pump (Starboard)
2 - Stern Tube Lubricating Oil Pump and Cooler (Starboard)
52 43 - No.2 Auxiliary Cooling Sea Water Pump (Port)
3 - Nos.1 and 2 Stern Tube Lubricating Oil Pumps (Port)
4 - Nos.1 and 2 Stern Tube Lubricating Oil Pumps (Starboard) 44 - No.1 Auxiliary Cooling Sea Water Pump (Port)
5 - Stern Tube Tank - Forward (Port) 45 - No.2 Main Cooling Sea Water Pump (Starboard)
53 46 - No.1 Main Cooling Sea Water Pump (Starboard)
6 - Stern Tube Tank - Forward (Starboard) 5
7 - Bilge Water Holding Tank 54 47 - Emergency Bilge Suction
8 - No.2 Local GS Panel 48 - No.2 Main Engine Lubricating Oil Pump (Starboard)
9 - Bilge Water Separator 41 49 - No.1 Main Engine Lubricating Oil Pump (Starboard)
55
10 - No.2 Auxiliary Boiler Feed Water Pump 50 - Engine Room Water Ballast Tank (Starboard)
11 - No.1 Auxiliary Boiler Feed Water Pump 42 56 51 - Sea Water Strainer
12 - HP Unit for Main Engine Top Bracing 13 52 - High Sea Water Chest (Port)
1 3
13 - Hydraulic Oil Unit for Clutch (Port) 8 17 53 - Jockey Pump
34 57 54 - No.2 Bilge Fire General Service Pump
14 - Hydraulic Oil Unit for Clutch (Starboard)
18 55 - No.1 Bilge Fire General Service Pump
Marine Diesel Oil Ignition Pumps 29 30
15 - Main Engine Top Bracing 9 56 - Fire Pump
19 35 43 58 57 - No.1 Water Spray Pump
16 - Main Engine Air Cooler, Chemical
Cleaning Pump and Tank (Port) 20 22 58 - No.2 Ballast Pump
44 59 - No.3 Ballast Pump
17 - Main Engine Scavenger Air Box Drain Tank (Port) 21 23 36 60 - No.1 Ballast Pump
18 - Clean Bilge Pump
7 59 61 - Inert Gas Scrubber Pump
19 - Engine Room Bilge Pump 10 24 31 32 37 62 - No.2 Cooling Sea Water Pump for
20 - No.2 Main Engine Lubricating Oil Transfer Pump 45
21 - No.1 Main Engine Lubricating Oil Transfer Pump 25 Reliquefaction Plant
22 - No.2 Main Engine Purifier Feed Pump 26 63 - No.1 Cooling Sea Water Pump for
46 60 Reliquefaction Plant
23 - No.1 Main Engine Purifier Feed Pump 11 27
24 - Sludge Pump 38 64 - No.2 Fresh Water Generator Ejector Pump
25 - MGO Transfer Pump 28 47 65 - No.1 Fresh Water Generator Ejector Pump
34 61 66 - MGPS Sea Water Pump
26 - No.2 Heavy Fuel Oil Transfer Pump 4
27 - No.1 Heavy Fuel Oil Transfer Pump 2 67 - Low Sea Chest (Starboard)
14
28 - Main Engine Scavenger Air Box Drain Tank (Starboard) 48 68 - Ballast Overboard Line
62
29 - No.2 Main Engine Lubricating Oil Cooler (Port)
30 - No.1 Main Engine Lubricating Oil Cooler (Port) 49 63
31 - No.2 Main Engine Lubricating Oil Cooler (Starboard)
32 - No.1 Main Engine Lubricating Oil Cooler (Starboard) 64
65
6
33 - Main Engine Air Cooler, Chemical
Cleaning Pump and Tank (Starboard) 66
34 - No.2 Main Engine Jacket Cooling Water Drain Pump
35 - Main Engine Lubricating Oil Bypass Filter (Port) 67
36 - Main Engine Lubricating Oil Auto Filter (Port) 12 33
37 - Main Engine Lubricating Oil Auto Filter (Starboard) 15
38 - Main Engine Lubricating Oil Bypass Filter (Starboard)
39 - Engine Room Water Ballast Tank (Port)
40 - Accumulator
50
68
14 18 22 28 32 34 38 42 46 50 54 58 61 69 69

Illustration 1b Engine Room 3rd Deck Plan
53
54
43
25
24
Key
1 - Recess for High Expansion Foam Sea Water Pump 18
42 - Engine Room Crane Service Area (Starboard)
2 - Gas Combustion Unit Fuel Oil Pump Unit 17 55 43 - Low Sulphur Heavy Fuel Oil Tank (Port)
56
3 - Gas Combustion Unit Ignition Oil Unit 44 - Main Engine Cylinder Oil Heating Tank Unit (Port)
4 - Nozzle Cooling Unit (Port) 45 - No.3 Main Air Compressor
5 - Nozzle Cooling Unit (Starboard) 58 46 - No.2 Main Air Compressor
6 - Sludge Tank (Port) 2 47 - Topping-Up Air Compressor
6 59
7 - Purifier Unit (Port) 48 - No.1 Main Air Compressor
7 57
8 - No.4 Generator Engine (Port) 3 49 - No.2 Main Air Reservoir
9 - No.3 Generator Engine (Port) 50 - No.1 Main Air Reservoir
10 - No.2 Generator Engine (Starboard) 51 - Heavy Fuel Oil Tank (Starboard)
26 60 62
11 - No.1 Generator Engine (Starboard) 31 52 - Engine Room Water Ballast Tank (Starboard)
12 - Purifier Unit (Starboard) 28 53 - Engine Room Water Ballast Tank (Port)
8 61 63
13 - Sludge Tank (Starboard) 54 - Heavy Fuel Oil Tank (Port)
14 - Generator Diesel Oil Service Pump 41 44 55 - Fresh Water Generator (Port)
15 - Generator Engine Fuel Oil Supply Unit (Starboard) 56 - Main Engine Jacket Pre-Heater (Port)
45 46
16 - Main Engine Fuel Oil Supply Unit (Starboard) 1 32 64 67 57 - Main Engine Jacket Fresh Water Pumps
9 27 34
17 - Auxiliary Boiler Fuel Oil Supply Unit 58 - No.2 Main Engine Jacket FW Cooler (Port)
18 - Main Engine Fuel Oil Supply Unit (Port) 4 65
33 35 59 - No.1 Main Engine Jacket FW Cooler (Port)
19 - Escape Trunk 47 48 66 68 60 - No.2 Auxiliary Cooling Fresh Water Pump
20 - Generator Engine Starting Air Reservoir 19 61 - No.1 Auxiliary Cooling Fresh Water Pump
36
21 - Inert Gas Generator Drain Line (Hole) 39 62 - No.2 Auxiliary Central Fresh Water Cooler
5 28 69 71
22 - Sewage Discharge Pump 37 63 - No.1 Auxiliary Central Fresh Water Cooler
23 - Generator Lubricating Oil Service Tank (Starboard) 10 40 64 - No.3 Main Cooling Fresh Water Pump
20 70 72
24 - Generator Lubricating Oil Service Tank (Port) 38 65 - No.2 Main Cooling Fresh Water Pump
49 50
25 - Storage Space for Spare Parts (Port) 41 66 - No.1 Main Cooling Fresh Water Pump
26 - Landing Area 67 - No.2 Main Cooling Fresh Water Cooler
27 - Cascade Tank and Observation Tank 11 73 75 68 - No.1 Main Cooling Fresh Water Cooler
28
28 - Lifting Space 69 - No.2 Cooling Fresh Water Booster Pump for Cargo Service
42
29 - Sewage Holding Tank 26 74 70 - No.1 Cooling Fresh Water Booster Pump for Cargo Service
76
30 - Storage Space for Spare Parts (Starboard) 71 - No.2 VFD Water Cooler
31 - Engine Room Crane Service Area (Port) 72 - No.1 VFD Water Cooler
12 77
32 - Service Air Compressor No.2 73 - No.2 Auxiliary (Reliq) Cooling Fresh Water Pump
33 - Service Air Compressor No.1 13 79 74 - No.1 Auxiliary (Reliq) Cooling Fresh Water Pump
34 - Control Air Compressor No.2 75 - No.2 Cargo Auxiliary Fresh Water Cooler
78
35 - Control Air Compressor No.1 80 76 - No.1 Cargo Auxiliary Fresh Water Cooler
36 - Steriliser 77 - Main Engine Jacket Fresh Water Pumps (Starboard)
37 - Rehardening Filter 15 16 81 78 - Fresh Water Generator (Starboard)
38 - Domestic Fresh Water Hydrophore Unit 14
21 79 - No.2 Main Engine Jacket Fresh Water Cooler (Starboard)
39 - Nos.1 and 2 Hot Water Circulating Pumps 80 - No.1 Main Engine Jacket Fresh Water Cooler (Starboard)
40 - Nos.1 and 2 Calorifiers 22 81 - Main Engine Jacket Preheater (Starboard)
29
41 - CO2 Bottles for Main Engine
51
23
30
52
14 18 22 28 32 34 38 42 46 50 54 58 61 69 69

Illustration 1c Engine Room 2nd Deck Plan
43
15 28 45
8 22
1
20 32 44
23
11
16
9
Key
46
1 - Fresh Water Tank (Port)
2 - Recess for High Expansion Foam SW Pump 28 - Low Sulphur Heavy Fuel Oil Tank (Port)
3 - Steering Gear Room 5 10 29 - Engine Room Crane Service Area
4 - Fresh Water Tank (Starboard) 17 30 - Control and Service Air Reservoirs
47
5 - Distilled Water Tank (Port) 29 31 - Sewage Treatment Plant
6 - Vent Duct 33 32 - Heavy Fuel Oil Service Tank (Port)
18 24
7 - Distilled Water Tank (Starboard) 6 33 - Lifting Space
8 - Welding Area 48 34 - Main Engine Cylinder Oil Service Tank
9 - Boiler Water Test Room (Port) Transfer Pump
10 - Fuel Valve Test Room 12 35 - Main Engine Jacket Cooling Fresh Water Tank (Starboard)
11 - Engineer’s Workshop 36 - Main Engine Jacket Cooling Fresh Water Expansion Tank
12 - Engine Room Store 26 35 37 - Main Engine Cylinder Oil Service Tank
30 34
13 - Inert Gas Dryer Unit 2 25 49 (Starboard) Transfer Pump
14 - Inert Gas Cooling Unit 36 38 - No.11 Solenoid Valve Cabinet
27
15 - Electrical Workshop 6 39 - Heavy Fuel Oil Service Tank (Starboard)
16 - Pack. Air Conditioning for Workshop 19 40 - Heavy Fuel Oil Settling Tank (Starboard)
17 - Purifier Exhaust Duct 6 41 - Heavy Fuel Oil Tank (Starboard)
18 - Vent Duct 42 - Engine Room Water Ballast Tank (Starboard)
19 - Escape Trunk 38 50 43 - Engine Room Water Ballast Tank (Port)
20 - Main Engine Cylinder Oil Storage Tank 31 37 44 - Heavy Fuel Oil Settling Tank (Port)
for Marine Gas Oil 3 45 - Heavy Fuel Oil Tank (Port)
13
21 - Inert Gas Generator 46 - Main Engine System Oil Settling Tank (Port)
22 - Generator Engine Lubricating Oil Storage Tank 51 47 - Renovating Oil Tank (Port)
23 - Generator Engine Lubricating Oil Settling Tank 48 - Main Engine System Oil Storage Tank (Port)
24 - Above Engine Room Hatch 6 18 24 49 - Main Engine Cylinder Oil Storage Tank (Port)
25 - Dump Cond/Drain Cooler 33 50 - Main Engine Cylinder Oil Storage Tank (Starboard)
26 - Nos.1 and 2 Control Air Dryers 29 51 - Main Engine System Oil Storage Tank (Starboard)
17 52
27 - Control Air Dryer (Ref) 52 - Renovating Oil Tank (Starboard)
7 53 - Main Engine System Oil Settling Tank (Starboard)
14 53
39 40
4
21
41
42
14 18 22 28 32 34 38 42 46 50 54 58 61 69 69

Illustration 1d Engine Room 1st Deck Plan
43
12
13
24 44
35
5
14
3
36 37 45
46
Key 27
1 - Sunken Deck 29 - Engine Room Toilet
17
2 - Vent Ducts for Generator Engine 30 - Drinking Water Fountain
28 38 47
3 - Welding Area Exhaust Fan 31 - No.2 Pack Air Conditioning for Engine Control Room
4 - Vent Duct 15 16 32 - No.1 Pack Air Conditioning for Engine Control Room
5 - Nitrogen Buffer Tank 33 - No.2 Pack Air Conditioning for Main Switchboard (Starboard)
4 6 4
6 - Soot Collecting Tank (Port) 34 - No.1 Pack Air Conditioning for Main Switchboard (Starboard)
7 - No.2 Auxiliary Boiler 18 35 - Marine Gas Oil Storage Tank (Port)
8 - No.1 Auxiliary Boiler 36 - Marine Gas Oil Service Tank (Port)
9 - Soot Collecting Tank (Starboard) 37 - Marine Gas Oil Settling Tank (Port)
10 - No.2 Inert Gas Blower Unit 29 48 38 - Low Voltage Switchboard Room (Port)
11 - No.1 Inert Gas Blower Unit 39 - Low Voltage Switchboard Room (Starboard)
12 - High Pressure Compressors for Nitrogen Charging 1 7 40 - Marine Gas Oil Service Tank (Starboard)
13 - No.2 Nitrogen Generator 41 - Marine Gas Oil Settling Tank (Starboard)
14 - No.1 Nitrogen Generator 30 42 - Marine Gas Oil Storage Tank (Starboard)
15 - Exhaust Fan for Fuel Valve Test Room 2 19 43 - Engine Room Water Ballast Tank (Port)
16 - Exhaust Fan for Welding Area 44 - Heavy Fuel Oil Tank (Port)
17 - Purifier Room Exhaust Fan (Port) 8 31 45 - Void Space
18 - Nos.1 - 4 Boiler Water Circulating Pump 46 - Novec 1230 Bottle Rack for Switchboard (Port)
19 - Escape Trunk 47 - High Voltage Switchboard Room (Port)
32
20 - Purifier Room Exhaust Fan (Starboard) 48 - Elevator Trunk
21 - Accommodation Air Conditioning Unit 49 - High Voltage Switchboard Room (Starboard)
22 - Accommodation Air Conditioning Unit 50 - Novec 1230 Bottle Rack for Switchboard (Starboard)
23 - Inert Gas Generator 51 - Void Space
24 - Provisions Refrigeration Plant 4 9 4 52 - Heavy Fuel Oil Tank (Starboard)
25 - Transformers 33 39 53 - Engine Room Water Ballast Tank (Starboard)
26 - Nos.1 - 2 Central Fresh Water Booster Pump for Accommodation 20 49
27 - No.2 Pack Air Conditioning for Main Switchboard (Port)
34
28 - No.1 Pack Air Conditioning for Main Switchboard (Port)
50
40 41 51
21 25
23
10 11
42 52
22
26
53
14 18 22 28 32 34 38 42 46 50 54 58 61 69 69

Illustration 1e Upper Deck Engine Room Casing Plan
Upper Deck
1 2 3
Key 4
1 - AC Room
2 - Oxygen Room 5 6
3 - HPP for Engine Room Service
4 - Accumulator Stand for Cargo 7
5 - Hydro Power Pack Room
6 - Deck Store and Workshop 8
7 - Paint Store
8 - Hydraulic Power Pack for Cargo 9 9
9 - Vent Duct
10
10 - No.2 Exhaust Gas Economiser
11 - No.2 Auxiliary Boiler
12 - Vent Ducts for Generator Engine
13 - Auxiliary Central Fresh Water Expansion Tank
14 - Escape Trunk 11
15 - Air Lock
16 - No.1 Auxiliary Boiler
17 - Hull Duct
12 13 14
18 - No.1 Exhaust Gas Economiser
19 - Swimming Pool Tank 15
20 - Waste Oil Tank and Incinerator
21 - Incinerator Room
22 - Diesel Oil Tank for Incinerator 16
23 - Garbage Store
24 - Fire Locker
25 - Oil/Grease Store
18
26 - Chemical Store
17
9
23
19
22
20
21 24
25 26

Illustration 1f A, B, C, and D Engine Room Casing Deck Plans

A Deck
B Deck
6 Dn
2 3
1
4 7 C Deck
D Deck
5
10
Up Dn
Dn Up
Up
8 9 8 4
3 3 1
10 10
11
1
1
3
Up Up Dn Dn
Up
11 1 5
2 6
Up Up Dn 3 Dn
12
8 1
13 Dn 2
1
4 4 2
3
14 Up Dn Dn Up
Up
16
15
Dn
Key 9 - No.2 Exhaust Gas Economiser Key Key Key

1 - Emergency Generator Engine 10 - Gas Combustion Unit Combustion Air Fans 1 - Fan and Drum Unit for Gas Combustion Unit 1 - No.4 Engine Room Fan Room 1 - Air Space
2 - Emergency Air Compressor 11 - Gas Combustion Unit Gas Hood Room 2 - Gas Combustion Unit Gas Hood Room 2 - No.3 Engine Room Fan Room 2 - Air Intake
3 - Emergency Generator Engine Starting 12 - Hull Duct 3 - No.2 Engine Room Fan Room 3 - Air Space 3 - Cargo Auxiliary Central Fresh Water
Air Reservoir 13 - No.1 Exhaust Gas Economiser 4 - No.1 Engine Room Fan Room 4 - Silencer Expansion Tank
4 - Emergency Generator Room 14 - Swimming Pool Tank 5 - No.2 Gas Combustion Unit Gas Hood
5 - Emergency Switchboard 15 - Sawdust Box/High Expansion Foam Tank Room Exhaust Fan
6 - Air Lock 16 - High Expansion Foam Room 6 - No.2 Gas Combustion Unit Gas Hood
7 - Void (Under) Room Exhaust Fan
8 - Vent Duct

Illustration 1g Engine Room Elevation Looking to Port
Casing Top
D Deck
C Deck
B Deck
12
Key A Deck
1 - Steering Gear Room
2 - Aft Peak Tank
3 - Stern Tube Cooling Water Tank
4 - Purifier Room (Starboard)
5 - Bilge Well Upper Deck Upper Deck
6 - Stern Tube Lubricating Oil Sump Tank
7 - Bilge Well 11
8 - Main Engine
9 - Low Voltage Switchboard Room (Starboard)
9 13
10 - Main Engine Lubricating Oil Sump Tank (Starboard)
11 - Void Ist Platform Deck
12 - Accommodation Area
13 - High Voltage Switchboard Room (Starboard)
14 - Low Sea Chest
15 - Renovating Tank (Starboard) 1 15
16 - High Sea Chest
17 - Fuel Oil Overflow Tank (Starboard) 2nd Platform Deck
18 - Bilge Well
2 4
3rd Platform Deck
Stringer
3
Floor
8
16
Tank Top
17 18
5 6 7 10 14
Base Line
-5 0 5 10 15 20 25 30 35 40 45 50 55 60 62 65

Illustration 1h Engine Room Cross Section
Casing Top
1
D Deck
2 3
C Deck
B Deck
4
Key
1 - Oxidiser (GCU) 5 7
2 - Engine Room Supply Fan Room (Port) 6
3 - Engine Room Supply Fan Room (Starboard) A Deck
9 9 9 9
4 - Oxidiser Hood Room (GCU)
8 8 10
5 - Emergency Generator Room
6 - Diesel Oil Tank for Emergency Generator 12
11
7 - High Expansion Foam Room
8 - Economiser Upper Deck
9 - Generator Engine Silencer
10 - Swimming Pool
11 - Deck Store/Workshop
12 - Incinerator Room 13
13 - Emergency Exit
14 - Welding Area Ist Platform Deck
15 - Engineer’s Workshop
16 - Boiler Workshop Test Room
17 - Fuel Valve Test Room 15 16 17 18
14
18 - Engine Room Store
19 - Purifier Room (Port) 2nd Platform Deck
20 - Generator Engine Room (Port)
21 - Generator Engine
22 - Generator Engine Room (Starboard)
23 - Purifier Room (Starboard) 20 22
24 - Sludge Tank (Port) 19 23
21 21 21 21
25 - Sludge Tank (Starboard)
26 - Bilge Water Holding Tank 3rd Platform Deck
27 - Stern Tube Lubricating Oil Sump Tank (Port)
28 - Stern Tube Lubricating Oil Sump Tank (Starboard) 24 25
26
Engine Room Floor
Engine Room Tank Top
27 28
Base Line

Section 1: Machinery Commissioning Operational Overview
1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation
1.6 To Change From UMS to Manned Operation
1.7 To Change Main Plant From Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished with Engines
1.9 To Secure Main Plant for Dry Dock
1.1 To Bring Vessel Into a Live Condition
Dead Ship Condition
Start the fire line pressurising pump to pressurise 2.4.2

No Shore Supply Available the fire main and ensure the fire pump is ready 4.3
Shore Supply Available for operation. Ensure the emergency fire fighting 4.4
systems are ready for immediate use.
Prepare the emergency generator for operation and 2.12.2
Establish shore supply. Check phase rotation, 2.13.5
if necessary transfer fuel accordingly.
voltage and frequency.
Put all of the ancillary equipment on standby. 2.13.8
Restore the switchboard sequential restart system 2.12.1
and put the remaining diesel generators on
Start the emergency generator and supply power 2.12.2 automatic standby.
Supply power to the main switchboard. 2.13.4 to the emergency and main switchboards. Isolate 2.13.8
the sequential restart equipment at the main
switchboard.
Put the fire detection system into operation. 4.7
Ensure the engine room high expansion foam 4.5

system is ready for use.
Supply the main and emergency lighting throughout 2.13.4
the vessel together with the necessary engine room
ventilation fans.
Ensure the engine room fire hydrant system and 4.1
high pressure water mist fire fighting systems are 4.2
ready for immediate use.
Start one of the auxiliary cooling fresh water pumps 2.5.2
and the generator engine preheater.
Reset the preferential trips at the main switchboard. 2.13.8

Put the starting and control air systems into 2.10.1
operation, then line up a main generator to operate 2.10.3
on MDO. Start the generator engine MDO service 2.6.2 Start up the remaining auxiliary machinery such as 2.14
pump when the system is ready. domestic refrigeration units, air conditioning units,
fans not already in use, galley and accommodation
supplies etc. Start the sewage treatment plant.
Start a main diesel generator locally and connect it 2.12.1
to the main switchboard. 2.13.2
Pump the bilges to the bilge holding tank as 2.9.1
required.
After load transfer, disconnect the shore power or 2.13.5
stop the emergency generator as necessary and
place it on standby. Plant is now in a Live Condition
Put the main sea water cooling system into 2.4.1 One diesel generator in use, the other diesel 2.12.1
operation then put the central fresh water cooling 2.5.2 generators are on standby. The emergency 2.12.2
system into operation. generator is on standby. The boiler and steam 2.4.1
systems are shut down. The SW and CFW systems 2.5.1
are in use. The domestic services are in use. The 2.5.2
Start each stern tube LO system. 2.8.4 stern tube seal systems are in use. 2.14.1
Put the general service air system into operation. 2.10.2
Issue: 1 - October 2010 IMO No: 9388819 Section 1.1 - Page 1 of 1

1.2 To Prepare Main Plant for Operation
Plant is in a Live Condition
Start the HFO supply and circulating pumps for 2.6.2

One diesel generator in use, the other diesel 2.12.1 the diesel generators. Start the viscosity controller.
generators are on standby. The emergency 2.12.2 Circulate HFO until the MDO has been expelled
generator is on standby. The boiler and steam 2.4.1 Make the system ready, then switch the diesel
systems are shut down. The SW and CFW systems 2.5.1 generator over from MDO to HFO.
are in use. The domestic services are in use. 2.5.2
2.14.1
Start each of the main engines jacket CFW pumps 2.5.1

and supply steam to each of the main engine jacket 2.2.4
Switch the auxiliary boiler controls over to manual 2.2.2 preheaters.
operation, then prepare to flash the boiler using
diesel oil.
Maintain the standby generators in a warm 2.5.2

condition using the generator engine preheaters. 2.12.2
Start a boiler feed water pump and line up the fresh 2.3.1
water hydrophore and water make-up system. Start 2.3.2
the boiler and supply steam to the steam system. 2.2.4
Circulate each main engine fuel oil system with 2.6.1
HFO.
Start the economiser boiler water circulating pump, 2.2.3

and ensure that there is water circulation through
the economisers before a main engine is started. Plant is now in the ‘In Port’ Condition
Supply steam to the HFO tanks and trace heating 2.2.4 One diesel generator is in use on HFO with 2.12.1
systems when the steam and condensate systems the other generators switched to standby. The 2.12.2
are ready. emergency generator is on standby. The boilers 2.2.2
and steam systems are in use. The main engine 2.12.2
JCW system is in warm condition. The main 2.6.1
engines are circulating with hot HFO.
Supply steam to one boiler fuel oil heater, then 2.2.4
change the boiler over to operate on HFO. 2.6.3
Switch the boiler over to automatic operation. 2.2.2
Start the HFO purifier system. 2.7.2

1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition
Plant is now in the ‘In Port’ Condition

Put each main engine starting air system into use. 2.10.1
One diesel generator is in use on HFO with 2.12.1
the other generators switched to standby. The 2.12.2
emergency generator is on standby. The boilers 2.2.2 Start the main engine auxiliary scavenge blowers 2.1.1
and steam systems are in use. The main engine 2.2.4 on each engine and switch to automatic. Open the
JCW system is in warm condition. The main 2.6.1 indicator cocks on both main engines.
engines are circulating with hot HFO.
Obtain clearance from the bridge and slow turn 2.1.3

Start the LO purifier systems. 2.8.3 each main engine over on starting air.
Supply each main engine with start and control air. 2.10.1 Close the indicator cocks, then start each main 2.1.3
2.10.3 engine in turn in the ahead and astern directions. 4.7
Close the turbocharger blower drains. Ensure the
main engine fire alarm zones are reactivated.
Start a main engine LO pump and circulate the oil 2.8.2
on each main engine.
Check the telegraph and clocks before changing 2.1.2
to bridge control. When satisfied change both main 2.1.3
engine control positions to bridge control.
Start each shaft clutch LO system. 2.8.5
Check the telegraph and communications with the 2.1.2

Check that each of the main engines’ turbochargers 2.8.1 bridge. Synchronise the bridge/engine room clocks. 2.1.3
have sufficient oil in their bearing sumps and 2.8.2 Enter confirmation in pre-departure check list.
header tanks.
Ensure that all standby pumps are switched for

Ensure that each cylinder oil heating tank unit is full 2.8.1 automatic operation.
and preheat if necessary to 40°C. 2.8.2
Prepare the deck hydraulic machinery for operation

Start each main engine top bracing system. 2.1.7 as necessary.
Start extra diesel generators and run in parallel as 2.12.1

necessary. 2.13.2
Plant is now in the Manoeuvring Condition
Sufficient diesel generators to match electrical 2.12.1

Start both steering gear motors on each steering 2.11.1
load are in use on HFO and any remaining diesel 2.12.2
gear unit and carry out steering gear function tests.
generators on standby. The emergency generator 2.2.2
Enter confirmation in pre-departure check list.
is on standby. The boilers and steam systems 2.2.4
are in use. The main engines are heated and 2.1.3
ready for use on bridge control. The main engines 2.6.1
Obtain clearance from the bridge to turn each main 2.1.1 are circulating with hot HFO. Both steering gear 2.11.1
engine two or three revolutions. Press the Prepare 2.1.2 systems are in use. The deck machinery is ready
Start button on the MOP to activate the cylinder oil 2.1.6 for use.
prelubrication system and disengage each turning
gear and shaft brakes if applied.

1.4 To Change Main Plant from Manoeuvring to Full Away
Plant is in the Manoeuvring Condition
Put the steam dump system into operation. 2.2.4

load are in use on HFO and any remaining diesel 2.12.2
generators on standby. The emergency generator 2.2.2
is on standby. The boilers and steam systems 2.2.4
are in use. The main engines are heated and 2.1.3 Operate each main engine turbocharger blower 2.1.1
ready for use on bridge control. The main engines 2.6.1 cleaning system as and when required.
are circulating with hot HFO. Both steering gear 2.11.1
systems are in use. The deck machinery is ready
for use.
Set the power management system to automatic. 2.13.2
Shut down any extra diesel generators and put
them on automatic standby.
Shut down the main engine jacket heating system. 2.5.1
Start the fresh water generator and the associated 2.4.2

When the bridge notifies the engine control room systems but do not fill the domestic fresh water
of full away, record the following: tanks whilst in coastal waters.
Time of FAOP.
Zero each main engine revolution
counter. (If required).
Cylinder oil level or counter. Transfer and purify HFO as required. 2.7.2
HFO and MDO counters.
Fresh water tank levels.
As both the main engine load programmes 2.1.2

increase the ships’ speed, check the pressures and
Check that both main engine auxiliary scavenge 2.1.1 temperatures on each main engine.
blowers stop automatically.
Ensure the auxiliary boilers cut-out as the 2.2.2

Stop the deck machinery hydraulic units as economisers take over the steam generating load.
necessary.
Plant is now Full Away on Bridge Control

Ensure that the bridge stop one steering gear 2.11.1
motor on each steering gear unit, selecting it for
automatic standby.

1.5 To Prepare for UMS Operation
Plant is in the ‘Manned’ Condition
Ensure that all of the FO, LO and fresh water tanks Emergency diesel generator to be selected for 2.12.2 Workshop welding machine to be isolated and the
and sumps are adequately full. automatic standby. plug removed.
Ensure the bilges are dry and the bilge high level 2.9.1 All standby pumps and machinery systems to be 2.13.8 Acetylene and oxygen cylinder master valves to be
alarms are operational. on automatic standby and the sequential restart closed at the cylinder storage station.
system operational.
Ensure the fire detection system is fully functional. 4.7 Main engine transferred to bridge control. 2.1.2
ECR, switchboard room, and workshop air 2.14.4
conditioning units to be operating correctly.
All piping systems must be tight and not temporarily Bridge assumes control of the main engines and
repaired. duty officers are informed of commencement time
All strainers and filters of running and standby of UMS.
machinery to be in a clean condition.
All alarms and safety cut-outs to be operational.

Select duty engineer for the UMS period and test 3.1.3
The engine room and steering gear compartment an alarm to ensure that it goes off on the bridge,
watertight doors to be closed. in the accommodation and in the duty engineer’s
All drain tanks are empty. cabin.
All operating parameters to be within normal range.

Check that the compressed air receivers are fully 2.10.1 Duty officer on the bridge to be made aware of the
charged. 2.10.2 identity and location of the duty engineer.
2.10.3
Ensure alarm printout paper rolls have sufficient
printing space left, renew as required.
Engine room is not to be unmanned for more than
LO and FO purifier feeds to be suitably adjusted. 2.7.2 the UMS period stated in the Class notation.
2.8.3
All loose items to be secured and all combustible
materials stored in a safe place.
Plant is now in UMS on Bridge Control
Stopped diesel generators to be selected for 2.12.1
automatic standby.
Electric appliance plugs to be removed in the ECR.
If the vessel is not in a restricted area, reduce the 2.9.1

bilge water holding tank level through the oily water
separator and white box.

1.6 To Change from UMS to Manned Operation
Plant is in the UMS Condition
Activate the patrol man alarm on entry into the

engine room if answering a UMS alarm or carrying
out an engine room nightly inspection.
Notify the bridge of manned condition. Time of

entry to engine room to be logged.
Inform the bridge why the engine room is manned if

outside normal hours.
Switch watchkeeping control to the ECR. 2.1.2
Reset patrol man alarm every 20 minutes whilst the

duty engineer only is manning the engine room.
Examine the latest parameter printout.
If successfully dealing with a UMS alarm, the duty

engineer to report to the bridge that he has left
the engine room, and that the engine room is in
the UMS condition again. Time of exit from engine
room to be logged.
At the end of the UMS period, the outgoing duty

engineer is to hand over to the incoming duty
engineer and inform him of any abnormalities
during his period of duty. ER log book to sign.
Discuss any defects with the senior engineer who

will decide if they warrant inclusion in the work
list. The duty engineer should be aware of all
maintenance work being carried out and informed
of any changes that occur during the day.
Plant is in the ‘Manned’ Condition

1.7 To Change Main Plant from Full Away to Manoeuvring Condition
Plant is ‘Full Away’ on Bridge Control

Prepare the auxiliary boilers for operation, and 2.2.2
check it they are selected for automatic control.
Ensure that the engine room bilges are pumped to 2.9.1

the bilge holding tank and the contents are lowered.
Bridge informs the engine control room of end of
passage.
Prepare the sewage treatment system for port 2.14.5

operations.
Record the following:
Time of EOP.
Each main engine revolution counter reading.
Shut down the fresh water generating plant. 2.4.2 Cylinder oil level or counter.
HFO and DO counters.
Fresh water tank levels.
Start extra diesel generators and synchronise them 2.12.1

and connect to the switchboard. Set the power 2.13.2
management system to automatic. Ensure that both main engines manoeuvre astern 2.1.3
prior to entering port. (Refer to Company orders).
Supply steam to each main engine jacket fresh 2.5.1

water heater as required. Prepare the deck machinery for operation.
Check that the main starting air compressors are 2.10.1

on automatic. Check the starting air system drains
for water. Check the telegraph and communications. 2.1.2
Synchronise the bridge/engine room clocks. 2.1.3
Enter confirmation in pre-departure checklist.
If required to manoeuvre on MDO, begin the 2.6.1

changeover 1 hour before the end of passage. Operate the turbocharger washing systems (if 2.1.1
required).
30 minutes before the end of passage, the bridge 2.1.1

begins to reduce speed. Plant is now in the Manoeuvring Condition
Ensure bridge starts the second steering motor on 2.11.1

each steering gear unit and carry out steering tests. Sufficient diesel generators to match electrical load 2.12.1
Enter confirmation in pre-arrival checklist. in use and any remaining diesel generators on 2.12.2
standby. The emergency generator is on standby. 2.2.2
The boilers and steam systems are in use. Both 2.2.4
steering gear systems have both steering gear 2.1.3
motors running. The deck machinery is ready for 2.11.1
use.

1.8 To Secure Main Plant at Finished with Engines
Plant is in Manoeuvring Condition

load in use and any remaining diesel generators 2.12.2
on standby. The emergency generator is on 2.2.2
automatic standby. The boilers and steam systems 2.2.4
are in use. Both steering gear systems have both 2.1.3 After a minimum of 20 minutes, stop the main 2.8.2
steering gear motors running. The deck machinery 2.11.1 LO pumps if necessary, otherwise keep a pump 2.8.3
ready for use as necessary. running on each main engine. Maintain both LO
sump temperatures with the LO purifiers.
Bridge notifies the engine control room of FWE.

Note time in engine room log book. Sufficient diesel generators to match electrical 2.13
load required and any remaining diesel generators
switched to standby if cargo or ballast pumps are
required. Set the power management system to
Switch over to ECR control. 2.1.2 automatic.
Stop the main engine auxiliary scavenge blowers. 2.1.1 Prepare the plant for cargo operations as required. Cargo
6.3
6.5
Depending on Company policy, open the indicator 2.1.3

cocks, and kick both engines ahead and astern
on air, then isolate the starting air system. Open Prepare the IGG plant for inert gas operations as 2.15.1
the turbocharger blower drains on each engine. required.
Vent both main engine starting air and control air
systems. Engage both engines turning gears.
Shut down the deck machinery as required.
Stop all steering gear motors. 2.11.1
Plant is now in the ‘In Port’ Condition
Maintain the jacket cooling water temperature for 2.5.1

normal port stay.
Stop the main engine top bracing system. 2.1.7

1.9 To Secure Main Plant for Dry Dock
Plant is in the ‘In Port’ Condition

Circulate the boiler FO system with MDO and when 2.6.3 Stop the diesel generator and secure the generator 2.13.2
ready, shut down the boiler FO pump. VCBs. Isolate the emergency generator. 2.13.3
Change all of the generators over to run on MDO 2.12.1

and flush through the FO systems. Shut down the
diesel generators until only one is in use. Shut down the auxiliary boilers. Allow them to cool 2.2.1 Establish shore power. Check the phase rotation, 2.13.5
naturally. Drain if required for maintenance OR put voltage and frequency.
in the wet lay-up condition.
Ensure all tanks are at the required levels to give

the vessel the necessary trim, draught and stability Connect the shore power supply to the main 2.13.5
for entering dry dock. Shut down the boiler feed pumps and condensate 2.3.2 switchboard. Establish lighting and ventilation, and
system. Isolate the distilled water tank. any other essential services.
Shut steam off the JCW heaters. Allow the JCW 2.5.1
pumps to run until both main engines have cooled Shut down both stern tube LO systems. 2.8.4 Shut down the starting, control and general service 2.10.1
down. air systems. 2.10.2
2.10.3
Ensure that domestic water heating is on electric 2.14.1

Transfer each main engine LO sumps to their 2.8.1 power.
respective LO settling tank via the purifier. Connect the shore supply compressed air system if 2.10.2
available.
Shut down the air conditioning and domestic 2.14.2
refrigeration plants until the shore cooling water 2.14.3
Shut down the LO and HFO purifiers. 2.7.2 supply is established. 2.14.4
2.8.3 Ensure fire extinguishing systems for engine room 4.4
and deck are isolated in accordance with the 4.5
Shut down and isolate the fire and fire line 4.1 current company marine operations management
pressurising pump. Pressurise the fire main from system.
The main engines should both have been the shore supply.
manoeuvred on MDO prior to arrival. If not, change
over to MDO and circulate HFO back to the HFO
tank until the lines have been flushed with MDO. The dry dock can now be emptied of water.
Stop both of the main engine FO pumps and the Isolate the sequential restart system at the main 2.13.8
viscosity controllers. switchboard.
Shut down the sea water and fresh water cooling 2.4 Plant is now Secured for Dry Dock
Shut down the deck machinery system. systems. 2.5

Section 2: Ship’s Systems
2.1 Main Engine 2.6 Fuel Oil and Diesel Oil Service Systems 2.12 Electrical Power Generators
2.1.1 Main Engine Details 2.12.1 Diesel Generator
2.6.1 Main Engine Fuel Oil Service System
2.1.2 Engine Control Systems
2.6.2 Generator Engine Fuel Oil Service System 2.12.2 Emergency Diesel Generator
2.1.3 Main Engine Manoeuvring Control
2.6.3 Auxiliary Boiler Fuel Oil System 2.13 Electrical Power Distribution
2.1.4 Main Engine Alarm and Safety System 2.13.1 Electrical Equipment
2.6.4 Incinerator Fuel Oil Service System
2.1.5 Main Engine Oil Mist Detector 2.13.2 Main Switchboard and Generator Operation
2.6.5 Emergency Generator Fuel Oil Service System
2.1.6 Main Engine Shaft Clutch and Brake 2.13.3 Emergency Switchboard and Generator Operation
2.6.6 Inert Gas Generator Fuel Oil Service System
2.1.7 Main Engine Top Bracing System 2.13.4 440V and 220V Distribution Systems
2.6.7 Gas Combustion Unit Fuel Oil System
2.1.8 Diesel Engine Emissions Monitoring System 2.13.5 Shore Power
2.7 Fuel Oil and Diesel Oil Transfer System
2.2 Boiler and Steam Systems 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.13.6 Main Alternators
2.2.1 General Description 2.13.7 Emergency Alternator
2.7.2 Fuel Oil and Diesel Oil Purifying System
2.2.2 Boiler Control System 2.13.8 Preferential Tripping and Sequential Restarting
2.8 Lubricating Oil Systems
2.2.3 Economiser 2..8.1 Lubricating Oil Filling and Transfer System 2.13.9 Battery Systems and Uninterruptible Power Supplies
2.2.4 Steam System 2.8.2 Main Engine Lubricating Oil System 2.13.10 Cathodic Protection System
2.3 Condensate and Feed Systems 2.8.3 Lubricating Oil Separating Systems 2.14 Accommodation Services
2.3.1 Condensate and Drains System 2.8.4 Stern Tube Lubricating Oil System 2.14.1 Fresh Water System
2.3.2 Boiler Feed Water System 2.8.5 Shaft Clutch Lubricating Oil and Hydraulic System 2.14.2 Domestic Refrigeration System
2.3.3 Water Sampling and Treatment System 2.14.3 Accommodation Air Conditioning System
2.8.6 Lubricating Oil Drains System
2.3.4 Distilled Water Transfer and Distribution 2.14.4 Miscellaneous Air Conditioning Units (ACU)
2.9 Bilge System
2.4 Sea Water Systems 2.9.1 Engine Room Bilge System 2.14.5 Sewage Treatment Plant
2.4.1 Main Sea Water Systems 2.14.6 Incinerator and Garbage Disposal
2.10 Compressed Air Systems
2.4.2 Fresh Water Generators 2.10.1 Starting Air System 2.15 Inert Gas Systems
2.4.3 Marine Growth Prevention System 2.10.2 General Service Air System 2.15.1 System Description
2.5 Fresh Water Cooling System 2.10.3 Control Air System 2.15.2 Operation of the Main System
2.5.1 Main Engine High Temperature Fresh Water Cooling System 2.16 Gas Combustion Unit
2.11 Steering Gear System
2.5.2 Main Central Fresh Water Cooling System 2.11.1 Steering Gear 2.17 Valve Remote Control System
2.5.3 Auxiliary Central Fresh Water Cooling System
2.5.4 Cargo Auxiliary Fresh Water Cooling System

Illustration 2.1.1a Main Engine
Issue: 1 - October 2010 IMO No: 9388819 Section 2.1.1 - Page 1 of 17

2.1 Main Engine CAUTION Hydraulic power units supply high pressure oil to power the fuel injection
booster pumps and the exhaust valve actuators, solenoid controllers directing
In the case of one cylinder misfiring, maximum engine speed to be
2.1.1 Main Engine Details the hydraulic oil to these units to give the correct timing and operational
limited to 77 rpm, to prevent damage due to torsional vibrations.
duration.
Manufacturer: Doosan-MAN B & W Under axial damper passive conditions the main engine should not be
Model: 7S70ME-C The hydraulic power supply (HPS) unit provides the hydraulic power, while the
operated continuously between 46~54 rpm and above 80 rpm.
hydraulic cylinder units (HCUs) regulate the supply of hydraulic oil to the fuel
Number of engines: 2 injection booster pumps and the exhaust valve actuators.
The 7S70ME-C engines are a single-acting, two-stroke, direct reversible,
Type: Electronically controlled, two-stroke, single- diesel engine of crosshead design with exhaust gas turbocharging and uniflow
acting, direct reversible, crosshead diesel engine scavenging. The engines do not have a conventional camshaft but have The engine interface control unit (EICU) performs interface tasks with control
operating on uniflow scavenging with constant electronic control of the fuel injection and exhaust valves. Tie rods bind the stations such as the bridge control system and the engine control system. The
pressure turbocharging and air cooler bedplate, columns and cylinder jacket together. Crankcase and cylinder jackets engine control system (ECS) controls the operation of the HCU and other
Number of cylinders: 7 are separated from each other by a partition, which incorporates the sealing engine systems as follows:
Cylinder bore: 700mm gland boxes through which the piston rods pass. The cylinders and cylinder • Electronically-profiled fuel injection (EPIC)
Stroke: 2,800mm heads are fresh water cooled.
• Exhaust valve actuation
Output (MCR) nominated: 21,770kW at 91.0 rpm
The exhaust gases flow from the cylinders through the hydraulically-operated • Fuel injection booster pumps
Mean effective pressure: 1,878kPa at MCR nominated exhaust valves, which are fitted with small vanes on their spindles designed
Output (MCR) specified: 19,270kW at 87.0 rpm • Air starting system
to make the valves rotate in service. The gases then pass into an exhaust gas
Mean effective pressure: 1,762kPa at MCR specified manifold from where they pass through constant pressure turbochargers. Two • Speed control functions (governor functions)
Output (NCR): 16,380kW at 82.4 rpm MAN TCA66-20 turbochargers are fitted to each engine. • Auxiliary blowers
Direction of rotation: Port: Clockwise looking from aft The charge air delivered by each turbocharger flows through charge air coolers
Starboard: Anti-clockwise looking from aft The hydraulic power supply unit (HPS) consists of three engine-driven and
and water separators into the scavenge air receiver. The combustion air enters two electrically-driven pumps which pressurise the hydraulic circuit. Oil for
Minimum rpm: 21rpm the cylinders through the scavenge ports when the pistons are nearly at their the hydraulic circuit is taken from the main engine lubricating oil circulation
Fuel oil: Specific gravity 0.991 bottom dead centre (BDC) position. At low engine loads, electrically-driven system after passing through an automatic backflushing filter.
auxiliary blowers are used to boost the air supply to the scavenging air space.
Lower calorific value 42,700kJ/kg(10,200kcal/kg)
Consumption: 163.4g/kWh at NCR +5% tolerance The engine control room is equipped with two main operating panel screens
Engine starting is by compressed air at 30kg/cm2 with the supply of air to the (MOP) which are essentially a personal computer with a touch screen (main
cylinders being controlled by means of pilot air sent to the cylinder starting screen) as well as a trackball (back-up system screen) from where the ship’s
Turbochargers valves via electronically-operated valves. engineers can carry out main engine commands, adjust engine parameters,
Manufacturer: MAN B&W select running modes and observe the status of the control system.
The engines are fitted with an axial vibration damper of the piston and split
No. of sets: 2 per engine housing type. Each engine is also fitted with a Geislinger torsional vibration A local operating panel (LOP) allows basic functions such as, engine starting,
Type: TCA66-21088 damper, which is a spring-coupled type and is supplied with lubricating oil engine speed control, stopping and reversing with only the most important
from the main LO system. Both dampers are mounted on the forward end of engine data displayed.
the crankshaft.
Auxiliary Blowers
Manufacturer: Hyundai Marine Machinery Co. The engines are provided with electronic governors, which are an integral part Lubricating Oil System (See Section 2.8.1)
No. of sets: 2 per engine of the engine control system. In case of failure of the remote manoeuvring
Model: HAA-400/125N control system, the engines can be controlled from control panels located at The engine lubrication system, with the exception of cylinder oil lubrication is
each engine side. Reversing of the engines is performed electronically by supplied by one of two main LO pumps with a capacity of 477m3/h at 4.7kg/
Motor: 90kW at 3,570 rpm
changing the timing of the fuel injection, the exhaust valve activation and the cm2. These pumps take their suction from the engine’s sump and supply oil to
air starting valves. the following:
Introduction • The main bearings
The engines are fitted with electronically-controlled fuel injection and exhaust
valves. The conventional camshaft operated fuel injection pumps and exhaust • The crosshead bearing system
The vessel is equipped with two main engines with each driving a fixed pitch
propeller. The drive to the propellers is via a clutch, which allows the engine to valve actuators have been replaced by hydraulically-operated units which are • The hydraulic power supply unit
be disconnected from the propeller should that be necessary. controlled by the electronic system.
• The turbochargers

Illustration 2.1.1b Main Engine Hydraulic Oil System
Exhaust
Valve
Return
to Tank
Fuel
Valves
Key
Hydraulic/Lubricating Oil
Heavy Fuel Oil

Fuel Exhaust Valve
Pump Actuator
LS
ZV
Distributor Block ZT
Hydraulic Power Supply Unit

PT
PT PT
PT
FT
ZV
ZV
PT PT PT M M
Engine
Step-up Gear 50
Driven Electric
Pumps Driven Pumps
Filter Unit
Lubricating and
Cooling Oil Pipes
Backflushing Oil
Alarm LS
To AE Engine Lubricating Oil
Box LS
Lubricating Oil

When one LO pump is running the other is normally switched to standby for In the event of a failure in the main LO supply, the oil in the tank allows the Engine load is another important parameter affecting the cylinder oil feed rate.
automatic starting in the event of the discharge pressure of the operating pump rotor bearings to be lubricated during the time necessary for the rotor to be A load change dependent controller (LCD) is incorporated in the control system
falling below a predetermined value. stopped (approximately 20 minutes). which automatically adjusts the feed rate according the load on the engine. The
LCD will also adjust the feed rate according to the operating conditions during
The oil temperature in the system is controlled by a fresh water cooled LO Because of the nature of turbochargers and the high speeds at which they starting, manoeuvring and load changes. Regulation proportional to load or
cooler that regulates the oil entering the engine to 45°C. rotate, it is essential that the turbocharger bearings receive a plentiful supply mean effective pressure can be replaced by rpm proportional control; the rate
of oil at all times to prevent bearing failure. The oil supply to the turbocharger is then increased by accordingly. A minimum feed rate is set for the lubricators
Oil contamination is controlled by a 40 micron automatic backflush filter is fitted with a low pressure alarm, and the outlet flow is fitted with a high and prior to starting the engine can be prelubricated.
with a manual bypass strainer through which the oil has to pass before it is temperature alarm.
allowed to enter the engine. The oil has good oxidation resistance and detergent During running-in periods the system allows the operator to increase the
properties with a viscosity grade of SAE 30. An engine shutdown is activated if the turbocharger LO supply pressure falls lubrication feed rate to individual units; when running in new piston rings
below its set point. The LO outlet from the turbochargers is equipped with a or cylinder liners the manufacturer’s recommendations should always be
sight glass to allow the oil flow to be monitored. followed. Further details regarding the control and operation of the cylinder
Main and Crosshead Bearing Oil System
lubrication system are given in Section 2.8.1 of this manual. Reference should
The main bearing and crosshead LO systems are supplied from the main LO also be made to the manufacturer’s manual.
pump at a pressure of 4.7kg/cm2. The supply to the systems is regulated by a Cylinder Lubrication System
single valve which regulates the flow from the pump. Each main engine has a storage tank and the cylinder oil is fed to a cylinder
Cylinder lubricating oil differs from the oil used for crankcase lubrication as oil heating tank, under the action of gravity. The heating tank has an electric
The oil is fed to each main bearing through branches from the main LO pipe it needs to neutralise the acid products of combustion, maintain an oil film at heating element which is thermostatically set to maintain the oil temperature
located along the engine at the level of the main bearings. The axial vibration conditions of high temperature and pressure, and keep the liner surface clean at 40°C before it passes to the main engine. From the heating tank the oil is
damper and torsional vibration damper are also supplied with LO from the at all times. It is essential that the correct cylinder lubricating oil is used for pumped out to the lubrication control system, and then to main engine cylinder
main bearing system. the fuel being used. The cylinder oil used is highly alkaline in its composition lubricators.
and has a viscosity equating to SAE 50. Lubricating oil is injected into the
The crosshead bearings are fed from a separate LO supply manifold located engine cylinders via 8 lubricator quills which are located around the cylinder
periphery. The cylinder lubrication system is described in Section 2.8.1. Hydraulic Power Supply System
below the turbochargers. The oil enters the crossheads via internal telescopic
pipes and is distributed to lubricate and cool as follows: The hydraulic power supply system is as shown in illustration 2.1.1b and
The lubrication control system supplies pressure cylinder oil to the engine
• To lubricate the crosshead pin bearings, crosshead shoes and lubricator units which, in turn, direct measured quantities of cylinder oil to provides hydraulic power for operating the fuel injection booster pumps, the
guides the cylinder lubricator quills. The system provides for timed injection of the exhaust valve actuators and the cylinder lubricators. The hydraulic power
cylinder oil in order to ensure the correct lubrication of the cylinder liners, supply (HPS) unit comprises three engine-driven hydraulic pumps, and two
• Bores in the piston rod direct oil to the piston crown for cooling
and piston rings. Each cylinder has 8 lubricator quill connections mounted electrically-driven pumps. The pumps take their suction from the same filter
purposes
radially around the cylinder liner. The cylinder oil first passes through a 32μ unit, and deliver pressurised oil into the safety and accumulator block which
• Bores in the connecting rod direct oil to the bottom end bearing then supplies the Hydraulic Cylinder Unit (HCU) mounted at each cylinder.
filter located at the 37 litre heating tank outlet, and then through a pressure
for lubrication
filter on the outlet of the supply pumps; there are two pumps, one of which is
selected as the duty pump and the other as the standby pump. Once adjusted, The engine-driven hydraulic oil pumps are of the variable displacement
Hydraulic Power Supply the lubricators provide a feed rate proportional to the engine revolutions, but swash plate-type and are of the same size. The displacement is electronically
the load-dependent system automatically increases the oil in cases of sudden controlled by the Engine Control System (ECS) via a control valve built on
The hydraulic power supply (HPS) unit is supplied with oil from the main LO to the pumps. The flow is determined by the actual displacement and the
system after passing through an automatic backflushing filter. In addition to load change such as during manoeuvring or whilst in heavy seas.
rotational speed. The pumps are designed to have two directions of rotation and
supplying the fuel injection booster pumps and the exhaust valve actuators, the two directions of flow, as the engine is reversible.
hydraulic oil is also used to drive the cylinder lubricator units. The drive gear The main engine lubricating control system (LUBECS) provides the operational
for the engine-driven hydraulic pumps is supplied with lubricating oil from the monitoring, and control of the cylinder lubrication plant which lubricates the
crosshead system manifold. cylinders of the engine. The control system is monitored via the engine control Hydraulic Cylinder Unit
system, with operating parameters displayed on the main operating panels in
There is one HCU per cylinder and this consists of a distributor block and the
the ECR. The cylinder lubrication system is designed to supply cylinder oil
Turbocharger Bearing Oil fuel injection valve actuator system (FIVA). The function of the distributor
intermittently to the cylinder lubricator quills, injecting oil as the piston passes
block is to distribute the hydraulic oil to the FIVA system and the drive for
The turbocharger is equipped with plain journal bearings, and these are the quills.
the cylinder lubrication. The FIVA incorporates the electronically-controlled
supplied with LO from the engine system. Each turbocharger is equipped with fuel injection system, and the electronically-controlled exhaust valve actuation
a dedicated LO reserve tank which is integrated with the upper part of the The basic feed rate of the oil is a calculated rate for the complete lubricator
system. The electronic fuel injection (ELFI) and electronic exhaust valve
bearing pedestal. system, and is based upon the engine manufacturer’s recommended feed rate
actuator (ELVA) are the solenoid-controlled hydraulic units which operate the
and the sulphur content of the fuel.
fuel injection booster pump and the exhaust valve actuators.

Illustration 2.1.1c Port Main Engine Fuel Oil Service System
65 65 65
OM410 OM411
Marine Gas Oil Heavy Fuel Oil

Service Tank Service Tank
Key OM402 P P
Port Port
(Normally Closed)
32 (40.3m3) OM502 (103.6m3) OM002
Marine Diesel Oil
Heavy Fuel Oil / OM404 P 50 P 80

Drain OM501 OM001
Electrical Signal
OM409
OM403
Set at
PI
500kPa
ZLH
OM406 OM407 OM408 OM21.2
25 PI Set at
To Digital Display Unit of Ship 450kPa 50 ZS 80
To ECC and IAS
Fuel Oil Performance Monitoring System
Return Pipe FC OM103 OM012
Set at 600kPa OM013
To Port Fuel 80 OM004
PI CP
Oil Overflow Tank PCL 32 32 ZLH
Port Main Engine 50 OM5.5 OM22.2
OM107
B&W 7S70ME-C 65 ZS
TT TI PS OM102 No.2 OM009
Set at 600kPa
50 PI CP 65
OM106 OM105 OM003
PIAL PI LAH TIAHL OM401 OM101 OM008

OM41 OM44 No.1
Main Engine Fuel Oil Supply Pumps OM005
PT LS TT TI
(5.4m3/h x 400kPa) (Normally
Closed)
80
LAH LS Drain Box OM307
OM43
To Fuel Oil Heater
with Leak Alarm Temperature Control Valve OM302
TI
80
VIAHL TIC
OM24 OM52
PI
No.2 TI
Set at 1200kPa
VT VI 80 80
Main Engine PI PI
40 40 PCL
Fuel Oil Filter OM8.5
DPAH OM203
Main Engine PS OM202 No.2 OM109
OM25
Fuel Oil Heaters
OM306 Set at 1200kPa
Main Engine PI DPS
80 PI PI
Viscosity Controller OM303
OM301
To Fuel Oil To Port Fuel Oil
Drain Tank Overflow Tank 80 TI
OM305
TT OM201 No.1 OM108
PI
Main Engine Fuel Oil Circulation Pumps
40 No.1
80 (8.7m3/h x 600kPa)
OM304 S
OM006
TI
OM007
50
To / From Starboard
Main Engine OM204 Main Engine Fuel
Fuel Oil Bypass Filter To Fuel Oil To Fuel Oil
40
Oil Supply Pump
Drain Tank Drain Tank

These deliver the desired fuel timing and fuel quantity, and the desired exhaust This solenoid is activated by the engine’s control system and so the control The fuel quantity delivered by the circulation pump is greater than that required
valve timing for the required engine operating condition. system can vary the timing and the opening period of the cylinder exhaust by the engine with the surplus being fed back to the FO circulation pump
valve. The ELVA valve is essentially an ON/OFF valve which opens and closes suction via the FO return pipe.
Also fitted on the distributor block are hydraulic accumulators which are the exhaust valve at times directed by the engine control system.
precharged with nitrogen. The accumulators ensure that the necessary The main engine is designed to operate on heavy fuel oil during all normal
hydraulic oil peak flow is available for the injection of fuel oil and actuation The exhaust valve is opened by hydraulic pressure, but is closed by air pressure conditions including manoeuvring. All of the pipes up to the high pressure fuel
of the exhaust valves. acting on an air piston which is located below the hydraulic actuating cylinder. pumps on the engine are trace heated and insulated. The fuel is kept hot when
When hydraulic pressure is applied to the actuating piston to open the exhaust the engine is at rest by circulating heated fuel oil from the duty circulating
The engine-driven hydraulic pumps are driven from the crankshaft by means valve, the air trapped below the air piston is compressed. pump through the engine’s fuel system and then back to the pump’s suction
of a step-up gear; axial type piston pumps supply hydraulic oil to the HCUs manifold.
at operating pressures of between 150 and 210 bar. The engine-driven pumps When the hydraulic opening pressure is removed (by draining the hydraulic
operate whenever the engine is running and are the main means of supplying pushrod via the ELVA valve) the air acts on the piston to close the exhaust For safety reasons, all high pressure lines from the engine-driven fuel injection
servo oil to the HCUs. The electrically-driven pumps operate when starting the valve; this is known as the ‘air spring’. Make-up air supplied from the control pumps to the injectors are encased in a protective sheath. Any leakage from a
main engine and during manoeuvring. air system is used to replace any leakage from the air spring cylinder. pipe is detected by a collecting chamber fitted with a high level alarm.
Electronic Fuel Injection Tacho System and Engine Speed Measurement Cooling Water System
The electronic fuel injection (ELFI) system essentially consists of a high
pressure fuel injection pump which is driven by a hydraulic servo piston For the injection of fuel and the actuation of the exhaust valves to be made The main engine cooling consists of two systems, the high temperature (HT)
powered by pressurised oil from the HPS. Hydraulic oil supply to and from the at the correct moment, the position of the crankshaft must be relayed to the cooling fresh water system for the cylinders and exhaust valves, and the low
hydraulic servo cylinder is controlled by the ELFI proportional valve which engine control system. The tacho system is used for measuring the actual temperature (LT) central fresh water cooling system for the scavenge air cooler
is activated by a solenoid. The solenoid is controlled by the engine control engine speed, direction of rotation and synchronising the control events in and lubricating oil cooler.
system and so it is possible to infinitely vary the start and end of injection. relation to the crankshaft position.
This means that the timing of the fuel injection can be controlled to regulate The HT cooling fresh water system is a closed-circuit system that supplies
the peak cylinder pressure and the period of fuel injection can be changed to The position of the crankshaft is monitored by an angle decoder which is cooling water to the cylinders and exhaust valves, and has its temperature
suit the engine output. The control system sends signals to the solenoid valve located at the forward end of the engine. For redundancy reasons the angle controlled by a three-way valve arrangement which diverts water to the inlet
which is connected to the ELFI proportional valve, and this in turn directs decoder has two encoders. to the main engine jacket fresh water cooler inlet. The cooling fresh water
pressurised hydraulic oil to and from the hydraulic piston. The hydraulic piston is chemically treated with an inhibitor to prevent corrosive attack, sludge
then operates the fuel injection pump plunger. Four pick-up sensors are mounted near the engine turning wheel; the sensors formation and scale deposits within the system.
are located close to a marker ring which is mounted on the shaft. The sensors
The fuel injection pump takes suction from the fuel oil supply main to the are connected to the engine control system and allow the engine speed and
Cooling Water System Description
engine and then directs high pressure fuel to the injectors located in the direction to be monitored.
cylinder cover. The fuel main supplying the fuel injection pumps at the HCU Each main engine has a separate and independent high temperature (HT)
is maintained at a pressure of 7.0 to 8.0 kg/cm2 by a pressure regulating bypass and low temperature (LT) cooling fresh water system. The engine’s high
Governor temperature cooling water system is supplied by two jacket cooling water
valve located at the end of the fuel supply manifold. The fuel oil high-pressure
pipes are equipped with protective hoses, and are neither heated nor insulated. pumps, one operational and the other on standby. The water temperature
The engine’s speed is controlled by an electronic governor which is an integral leaving the engine is controlled at around 82°C by a three-way valve that
Any leakage from the protective hoses is led to an alarmed collecting tank part of the engine control system (ECS). The speed reference point is taken
which is trace heated. diverts some water to the jacket water cooler inlet. The remainder flows back to
from the telegraph, (usually the bridge telegraph) and the ECS determines the suction side of the main jacket cooling water pumps. The amount of water
the amount of fuel to be injected to maintain this speed. The engine speed is passing through the jacket water cooler is regulated to maintain the engine’s
Because each cylinder has a separate HCU with its own ELFI actuator, monitored via the speed measurement system.
individual cylinder fuel injection timing, and fuel injection quantity can be temperature to avoid increased cylinder wear. A low cooling water temperature
varied separately as required. This means that optimum performance can be can cause condensation of sulphuric acid on the cylinder walls.
obtained from each cylinder. Fuel Oil Supply System (See Section 2.6.1)
Each main engine HT system incorporates a fresh water generator and this
Preheated fuel oil is delivered to the engine’s booster (injection) pumps by the is heated by water circulating in the jacket water cooling system. The fresh
Electronic Exhaust Valve Actuator System water generator acts as cooler for the jacket cooling water and reduces the
supply and circulation pumps; the fuel is heated and filtered and this system
The electronic exhaust valve actuator (ELVA) system comprises an hydraulically- comprises the fuel preparation unit. Fuel is supplied to the preparation unit requirement for cooling water to be directed through the jacket cooling fresh
actuated servo piston unit which drives the hydraulic pump connected to the from the service tank by the supply pumps. The fuel is then circulated round water cooler.
exhaust valve’s hydraulic pushrod. Hydraulic oil supply to the servo cylinder is the heaters, filter and main engine system by one of the two fuel circulation
controlled by the ELVA valve which in turn is operated by a solenoid. pumps. The preparation unit ensures a surplus of fuel is always available at the
engine fuel booster pumps.

Illustration 2.1.1d Port Main Engine Fuel Oil Service System Screen Shot

A fresh water expansion tank is fitted in the system and this is designed to When the starting period is finished, the chamber above the piston is vented of the auxiliary blower. This is closed when the auxiliary blower is stopped,
allow for volumetric changes with temperature and make-up for any system through the vent pipe of the solenoid valve and the starting valve will close. and the engine is running on the turbochargers only.
leakages. The starting air in the chamber below the piston and the starting air pipe is
vented slowly through small holes in the starting air pipe. The auxiliary blowers start operating before the engine is started, and will
It is important that the concentration of corrosion inhibitor within the system ensure sufficient scavenge air is available to obtain a safe start.
is maintained to the manufacturer’s requirements, as untreated fresh water is The engine control system sends signals to the cylinder solenoid pilot valves
relatively corrosive. which are activated in sequence to start the engine in the required direction. During operation of the engine, the auxiliary blowers will be started by the
The starting system also incorporates a slow turning function which is used to control system when the scavenge air pressure falls below a predetermined
The pH value of the cooling water should be maintained between 8.5 and 10.0 turn the engine through one revolution on a reduced air flow prior to starting. value and will continue operating until the scavenge pressure rises above that
at 20°C and the chloride content should not exceed 50 ppm. A sudden decrease This function is used if the engine has been at rest for 30 minutes or more. value. Operation of the auxiliary blowers is controlled by the auxiliary control
in the engine cooling water’s pH value can indicate exhaust gas leakage, while The control air system is equipped with a blocking device which will prevent unit (ACU) and networked with the engine control unit (ECU). Further details
an increase in chlorine content can indicate salt water contamination. the operation of the air system if the engine turning gear is engaged. A more regarding the control and operation of the auxiliary blowers is given in Section
detailed description of the starting air system can be found in Section 2.10.1. 2.1.2, Engine Control Systems.
The HT cooling water from the operating cooling fresh water pump is fed
to the engine’s pipework and through branches to the cooling jacket on each
cylinder. The water is led from the cooling jacket up through the cylinder cover Scavenge Air System Exhaust Gas System
and exhaust valve housing and from there to a manifold through which it is
carried back to the fresh water cooler. To prevent thermal stress to the engine’s The air intake to the turbochargers is direct from the engine room through the From the exhaust valves the gas is led to the exhaust gas receiver where the
components, the cooling water outlet temperature should be maintained as intake silencer. The air is then led via the charging air pipe, charge air cooler fluctuating pressure from the individual cylinders is equalised, and the total
steady as possible under all load conditions; the maximum fluctuations being and scavenge air receiver to the scavenge ports of the cylinder liners. The volume of gas is led to the turbochargers at a constant pressure. After the
±2°C under constant loads and ± 4°C during load changing conditions. charging air pipe between the turbocharger and the air cooler is provided with turbochargers, the gas is led to the exhaust gas economiser.
an expansion compensator and is heat insulated on the outside.
A jacket water preheater is fitted to the system and is operated when warming Compensators to allow for thermal expansion are fitted between the exhaust
the engine through from cold and when the engine is stopped but needs Each charge air cooler has a water mist catcher located on the air outlet side to valves and the receiver, and between the receiver and the turbocharger.
to remain in an operational condition. The HT cooling water systems are separate any free condensed water from the scavenge air. The separated water Clamping bands are used for quick assembling, and disassembling of the joints
described in Section 2.5.1 collects in a tank which drains to the bilge via a special orifice plate and sight between the exhaust gas receiver and the exhaust valves. The exhaust gas
glass. The tank is equipped with a float switch which will activate an alarm if receiver and exhaust pipes are provided with insulation, covered by galvanised
The low temperature cooling requirements are met by the port and starboard excessive water builds-up in the air cooler; a bypass is fitted round the orifice steel sheet.
LT central fresh water cooling systems. The LT cooling water systems supply plate to release large quantities. If the drain tank alarm is activated the cause
the HT coolers, LO coolers and charge air coolers as well as other auxiliary of the water build-up must be investigated immediately, as any water droplets A cleaning system is supplied for the turbine side of each turbocharger. The
equipment. The LT cooling water systems are described in Section 2.5.2. entering the engine will wipe the oil film from the cylinder liner surface as the turbine is normally dry cleaned every on a regular basis, and uses compressed
scavenge air moves upwards in the cylinder. Water in the cylinder combustion air to blow dry, solid granules of nutshells through the turbocharger so removing
air will also combine with the sulphurous products of combustion and can most of the deposits which may have formed on the nozzle vanes. Dry cleaning
Starting Air System (See Section 2.10.1) cause corrosive wear of the cylinder and in the exhaust gas uptakes. Excessive can be carried out under normal operating load of the engine.
water in the air cooler can also be caused by leakage of cooling water from the
The starting air system is electronically controlled. Starting air is supplied to air cooler elements. The compressor of each turbocharger is cleaned by a pressure spray of water
the engine from the main starting air receivers and the air is directed to the injected into the inlet air stream. This should take place every 150 running
starting air manifold through the main starting valve. The air cooler is cleaned using a fixed water spray system with recirculation hours. Wet cleaning can be carried out under normal operating load of the
of the cleaning fluid; cleaning of the air coolers takes place when the engine engine.
The engine control system controls the opening and closing of the starting is stopped. The timescale for cleaning should be as indicated in the company’s
valves via one solenoid pilot valve fitted for each cylinder. When actuated by operating procedures. Manoeuvring System
the ECS, the solenoid valve allows control air from the control air system into
the starting valve on the individual cylinder cover. One starting valve (spring- The scavenge air space on each engine is provided with a CO2 fire extinguishing The engines are provided with a control system which is integrated with
loaded) is fitted on each cylinder cover, and is controlled by air from the control system which is operated in the event of a scavenge space fire. The scavenge the bridge manoeuvring system. The engines are directly reversible and the
air system. When the main starting valve is open, the chamber below the piston spaces are fitted with heat detectors. propulsion drive is via fixed pitch propellers. The bridge manoeuvring system
of the starting valve is pressurised through the starting air pipe. The starting transmits orders from the bridge and the engine speed and direction is regulated
valve is kept closed by the spring. When the chamber above the starting valve Each engine is provided with two electrically-driven auxiliary blowers which by the engine control unit. Control of the manoeuvring system is also possible
piston is pressurised with control air from the control air system, the starting supply additional air for combustion during starting, and when the engines from the engine control room.
valve opens and starting air flows from the starting air pipe to the cylinder. are running at reduced loads. The auxiliary blowers draw in air from the
turbocharger discharge manifold before the air cooler, and discharge into the A more detailed description of the main engine manoeuvring system can be
scavenge air receiver. An automatic butterfly valve is fitted in the suction pipe found in Section 2.1.2.

Illustration 2.1.1e Starboard Main Engine Fuel Oil Service System
65 65 65
OM460 OM461

Key OM452 P P
Starboard Starboard
(Normally Closed)
32 (40.3m3) OM552 (103.1m3) OM052
Marine Diesel Oil

Drain OM551 OM051
Electrical Signal
OM459
OM453
Set at
PI
500kPa
ZLH
OM456 OM457 OM458 OM11.2
25 PI
Set at
To ECC and IAS
Return Pipe FC OM153 Set at 600kPa OM062
OM063
To Starboard Fuel 80 OM104
PI CP
Starboard Main Engine 50 OM1.5 OM12.2
OM157
B&W 7S70ME-C 65 ZS
Set at 600kPa
50 PI CP 65
OM156 OM155 OM110

OM31 No.1
Main Engine Fuel Oil Supply Pumps
PT LS TT TI
(5.4m3/h x 400kPa)
80
OM43
To Fuel Oil Heater
TI
80 VIAHL TIC
OM14 OM51
PI
No.2 TI
Set at 1200kPa
VT VI 80 80
Main Engine PI PI
40 40 PCL
DPAH OM253
OM15
Fuel Oil Heaters
Main Engine PI DPS
80 PI PI
OM351
OM131
TT OM251 No.1 OM158
PI
40 No.1
80 (8.7m3/h x 600kPa)
OM133 S
OM056
TI
OM057
50
To / From Port
40
Oil Supply Pump
Issue: 1 - October 2010 IMO No: 9388819 Section 2.1.1- Page 9 of 17

Turning Gear and Flywheel All components that have been overhauled are to be checked and wherever Note: The engines must not be started if the jacket cooling water temperatures
possible function tested. All equipment, tools and rags used during overhaul are below 20°C.
The flywheel on each engine has cylindrical teeth and is fitted to the thrust are to be removed from the engine.
shaft. The flywheel is driven by a pinion on the terminal shaft of the turning
Note: Under normal circumstances the main engines are continuously
gear which is mounted on the bedplate. It is driven by an electric motor with 1. Air Systems circulated during the stay in port and are never allowed to cool down.
a built-in gear and chain drive with brake. It is also equipped with a blocking
device to prevent the main engine from being started when the turning gear is a) Drain any water present from the starting air system.
b) Ensure that the cooling water system pressures on both engines
engaged. Engagement and disengagement of the turning gear is made manually
by an axial movement of the pinion. b) Drain any water present from the control air system at the are correct and that the systems are not leaking. Checks should
receivers. be made again when the engines are at their correct operating
temperature.
Oil Mist Detector c) Pressurise the air systems and ensure that the pressures are
correct. 4. Slow Turning the Engine with the Turning Gear
Manufacturer: Kidde Graviner
No. of sets: 1 per engine d) Ensure compressed air is available at the exhaust valve ‘air Slow turning of the engine must be carried out to prevent damage caused
by fluid leaking into any of the cylinders. If the shaft clutches are engaged,
Model: Graviner Mk 6 spring’ closing cylinders.
permission from the bridge must be sought before turning the engines.
The oil mist detector continuously scans the atmosphere at each engine Note: Air pressure must be applied to the exhaust valve system before the LO
Note: Always carry out the slow turning operation at the latest possible
crankcase unit with all of the units being scanned in sequence by sample points pump is started to prevent the valves opening too much.
moment before starting and, under all circumstances, within 30 minutes of
that are connected to the individual crankcase unit detector heads. actually starting the engine.
2. Lubricating Oil Systems
It is essential that the oil mist detector is maintained in a full and effective a) Ensure the regulating handles are in the FINISHED WITH
operating condition, and that any alarms are acted upon immediately as this a) Check the oil level in the main engine sump of each engine, and
replenish if necessary. ENGINES position.
instrument provides an essential safeguard against a crankcase explosion which
can have extremely serious consequences. The functioning of the oil mist b) Open all of the cylinder indicator cocks, and engage the turning
detector must be checked twice daily, before the engine room is put under UMS b) Start a main engine LO pump on each engine.
gear.
control and in the morning at the end of the night UMS period.
c) Ensure all of the oil pressures are correct.
c) Start the pumps for the clutch system hydraulics. Engage the
More details on the operation of the Kidde Graviner oil mist detector have been
d) Ensure there is adequate oil flow through the return oil sight propeller shaft clutches if not already engaged, and ensure that
given in Section 2.1.5 of this manual
glasses for piston cooling and the turbochargers. the shaft brakes are released. Refer to Section 2.1.6.
Shaft Clutch e) Ensure that the HPS pumps are set to automatic operation. Start d) Turn each engine one revolution with the turning gear, and
the HPS unit electrically-driven pump(s) by selecting STANDBY check to see if fluid flows out of any of the indicator valves.
Each main engine is connected to the propeller by a clutch. The clutch allows on the bridge panel, then check that there is hydraulic power at
for the economic running of the vessel on one engine, and for carrying out the cylinder manifold. CAUTION
maintenance on an engine whilst on passage. The clutch is a toothed type It must be ensured that the main engines cannot be started during the
which provides a positive drive between the engine and propeller. The clutch f) If required, prelubricate the engine cylinders by setting the entire clutch engagement process.
can only be engaged when the engine and propeller are stationary and can only lubricator control to the STANDBY position. When the MOP
be disengaged when the engine speed is less than 6 rpm. The propeller shaft is is set in the PREPARE START mode, the auxiliary blowers and e) Close all of the cylinder indicator cocks on both engines.
also equipped with a disc brake which is located besides the clutch; the brake the cylinder prelubrication will be started.
is used to hold the propeller shaft during clutch engaging and disengaging
f) Disengage the turning gear on both engines, and ensure they are
operations. The clutch and disc brake have been described in Section 2.1.6.
3. Cooling Water Systems locked in the OUT position.
Operating Procedure It has been assumed that the high and low temperature cooling fresh water g) Check that the indicator lamp for TURNING GEAR ENGAGED
systems are operational. extinguishes. This will be seen on the MOP panel in the ECR.
Preparations for Starting a) Preheat each engine cooling water system to at least 20°C, but
Before starting one of the main engines, the following checks and procedures preferably to 50°C.
are to be undertaken.

Illustration 2.1.1f Starboard Main Engine Fuel Oil Service System Screen Shot
Issue: 1 - October 2010 IMO No: 9388819 Section 2.1.1- Page 11 of 17

7. Hydraulic System Hydraulic Power Supply (HPS) Loading the Engines
Note: The main starting valves must be set for normal operation whenever
the engine is required for running, but must be disabled whenever work is Start the electrically-driven hydraulic pumps. This is done via the MOP in the If there are no restrictions, such as running-in after repairs, proceed to increase
being carried out on the engine. ECR. The Engine Control System (ECS) will confirm if the oil pressure is the load on the engines.
correct.
The load should be increased in line with company recommendations, but
5. Slow Turning the Engine on Starting Air 8. Miscellaneous
should be gradually increased to 90% MCR and then if required to 100% MCR
If the shaft clutch is engaged, permission from the bridge must be sought a) Test each engine telegraph function. over 30 minutes or more.
before turning the engine.
b) Switch on any electrical equipment in the control console and The cooling water should be preheated, but if the temperature is below 50°C,
check that the control systems are operating correctly for both allow the temperature to reach this point before increasing load, as outlined
Note: Always carry out the slow turning at the latest possible moment before
starting and, under all circumstances, within the last 30 minutes. If it is more engines. above.
than 30 minutes since the last rotation and the engines are in STANDBY
mode, the slow turn will be performed automatically. c) Check the operation of the auxiliary blowers by starting them If the condition of the machinery is uncertain (eg, after repairs or alterations),
manually. the ‘feel over sequence’ should always be followed:
a) Disengage the turning gear on each engine and check that they 1. After 15-30 minutes’ running on ‘SLOW’.
are locked in the OUT position. Check that the indicator lamp d) Check that all of the engine instrumentation is reading correctly.
If not check the instruments, and replace as necessary. 2. Again after 1 hour’s running.
for TURNING GEAR IN extinguishes.
3. At sea, after 1 hour’s running at service speed.
b) Change from FINISHED WITH ENGINE to STANDBY. e) Before an actual start, obtain permission from the bridge and
turn each engine over on air, as described above to test the Stop the engine, open the crankcase and feel over the moving parts listed below,
c) Lift the locking plate of each main starting valve to the starting system. by hand or with an infrared thermometer on sliding surfaces where friction
SERVICE position, and check the indicator lamps. may have caused undue heating. Alternatively, an infrared heat detector may be
f) Make suitable entries in the engine room movement/bell book used.
d) Open the indicator cocks. that testing of the main engines, and main engine telegraphs has
been carried out. WARNING
e) Select the SLOW TURNING position. During the feeling-over process, the turning gear MUST be engaged and
The engines are now ready to start.
the main starting valve and starting air distributor MUST be blocked.
f) Move the regulating handle to the RUN position. As the engine
Make the following checks immediately after starting:
slowly turns, check to see if any fluid flows out of the indicator Feel:
cocks. • Check that both engines are rotating in the correct direction.
• Main, crankpin and crosshead bearings
• Check that all of the exhaust valves are operating correctly.
g) When the engine has turned one revolution, move the regulating • Piston rods and stuffing boxes
handle back to the STANDBY position. • Ensure that the turbochargers are running correctly without
abnormal noise or vibration. • Crosshead shoes
h) Turn the slow turning switch back to the NORMAL position. • Check that the supply pressure, and discharges of all the LO • Telescopic pipes
systems are correct. • The step-up gear and the HPS unit
i) Close all of the indicator cocks.
• Check that all of the cylinders on both engines are firing. • Thrust bearing/guide bearing
6. Fuel Oil System • Feel over the pipes of the cylinder starting air lines. A hot pipe • Axial vibration damper
indicates a leaking starting air valve.
a) Start a fuel oil supply pump and a fuel oil circulating pump. • Torsional vibration damper
• Ensure that all pressures and temperatures are normal for the
If the engine was running on heavy fuel oil when stopped, the
engine speed. In particular check the circulating oil (bearing Note: Care must be taken when opening up the crankcase for inspection and
circulating pump and fuel heaters should still be running.
lubrication and piston cooling), turbocharger lubricating oil, if there is any indication of overheating, the crankcase doors must NOT be
fuel oil, cooling water, scavenge air and the control and safety opened until the potential hot spot has cooled down.
b) Check the fuel oil pressures and temperatures. Refer to Section
air.
2.6.1.
• Ensure that the cylinder lubricators are working by checking the With an lubricating oil pump running, check that the oil is flowing freely from
feedback LEDs on the intermediate boxes. Check the level in all crosshead, crankpin and main bearings.
the heater and feeder tank.

Running-in • The fuel oil has to be carefully filtered before being used. Open • Check the exhaust valves are lifting and rotating. If not,
the drain cocks of all fuel tanks and fuel oil filters regularly for the offending valve will have to be overhauled at the next
For a new engine, or after repair or renewal of the bearings, or renewal/
a short period to drain off any water or sludge which may have opportunity.
reconditioning of cylinder liners and piston rings, allowance must be made for
collected there.
a running-in period. Increase the load slowly and apply the feel-over sequence,
as above. Ensure that the correct fuel oil pressure at the inlet to the fuel Fuel Changeover
injection pumps, and that all fuel filters are clean.
When running-in piston rings and cylinder liners the cylinder oil feed rate The engines are equipped with uncooled fuel injection valves with built-in fuel
• The heavy fuel oil has to be sufficiently heated to ensure that its
should be increased to a level suggested by the engine builder for such parts. circulation. This automatic circulation through the high-pressure pipes and fuel
viscosity before inlet to the fuel injection pumps lies within the
specified limits. valves during engine standstill allows for constant operation on heavy fuel.
Normal Operation
• Determine the cylinder lubricating oil consumption. Extended Changeover to diesel oil can become necessary however, if the vessel is
During normal running, regular checks have to be made and precautions taken service experience will determine the optimum cylinder expected to have a prolonged inactive period with a cold engine due to a
which contribute towards trouble-free operation. The most important of these lubricating oil consumption. docking or long stay in port. A changeover can be performed during engine
are: running or engine standstill.
• The cooling fresh water pumps should be run at their normal
• Regular checks of the system and engine pressures and operating point, ie, the actual delivery head corresponds with
temperatures. the designed value. If the pressure difference between inlet It is very important to carefully follow the changeover procedures to prevent
and outlet exceeds the desired value, pump overhaul should be fuel pump and/or injector sticking/scuffing, poor combustion or fouling of the
• The values read off the instruments compared with those given
considered. gas ways.
in the commissioning records, taking into account engine
speed and/or engine power, provide an excellent datum for • The vents at the uppermost points of the cooling water spaces
estimating the engine performance. Compare temperatures by must be kept closed. Changeover Procedure from Diesel Oil to Heavy Fuel Oil During
feeling the pipes. The essential readings are the load indicator Running
• Check the level in all water and oil tanks as well as all the
position, turbocharger speed, charge air pressure and exhaust It has been assumed that the No.1 main engine is being supplied from the
drainage tanks of the leakage piping. Investigate any abnormal
gas temperature before the turbine. A valuable criterion is also starboard MGO service tank and will be supplied from the starboard HFO
changes.
the daily fuel consumption, considering the lower calorific service tank, and that the No.2 main engine is being supplied from the port
value. • Observe the condition of the cooling fresh water. Check for oil
MGO service tank and will be supplied from the port HFO service tank.
contamination.
• Check all of the shut-off valves in the cooling and lubricating
systems for correct position. The valves for the cooling inlets • Take regular samples of cooling fresh water for on board ship Note: It is advisable that one engine is changed over from DO to HFO and
and outlets on each engine must always be fully open in service. testing, as per chemical supplier’s recommendations. is allowed to stabilise before the procedure is repeated on the other engine.
They serve only to cut off individual cylinders from the cooling • Check the charge air receiver drain manifold’s sight glass to see Sufficient time must be allowed to ensure that the engine operating on HFO
water circuit during overhauls. if any water is draining away and if so, how much. is running correctly and that all operating parameters are normal. If harbour
• When abnormally high or low temperatures are detected at a manoeuvres are to be carried out on diesel oil the changeover should be made
• Drain the scavenge spaces. To do this, open the drain cock of the 1 hour before manoeuvring.
water outlet, the temperature must be brought to the prescribed leakage manifold daily, and look to see if any liquid flows out
normal value very gradually. Abrupt temperature changes can along with the charge air.
cause damage. a) Ensure that the HFO in the service tanks is at the normal
• Check the pressure drop across the oil filters. Clean them if temperature level.
• The maximum permissible exhaust gas temperature at the necessary.
turbocharger inlet must not be exceeded. b) Reduce the engine load to 75% of normal load.
• The temperature of the running gear should be checked
• Check the combustion by observing the colour of the exhaust by feeling the crankcase doors. Bearings, which have been
gases. overhauled or replaced, must be given special attention for some c) By means of the thermostatic valve in the steam system, or by
time after being put into normal service. manual control of the viscosity regulator bypass valve, heat the
• Maintain the correct charge air temperature after the air cooler
circulating DO to a maximum of between 60°C and 80°C to
with the normal water flow. In general, higher charge air • Listening to the noise of the engine will reveal any maintain its lubricating ability. This will minimise the risk of
temperatures will result in less oxygen in the cylinder, which in irregularities. plunger scuffing and the consequent risk of sticking. To prevent
turn will result in a higher fuel consumption and higher exhaust
gas temperatures. • The power being developed by the cylinders should be checked gassing-up, this preheating should be regulated to a temperature
regularly and adjustments made via the control system to rise of approximately 2°C per minute. Normally only one fuel
• Check the charge air pressure drop across the air filter and air maintain cylinder power balance. heater will be required to operate.
cooler. Excessive resistance will lead to a lack of air to the
engine. • Purify the lubricating oil. Samples should be taken at frequent
intervals, and sent ashore for analysis.

Due to the risk of sticking/scuffing of the fuel injection equipment, the d) Open the MGOO service tank outlet valve to the main engine ensure all HFO has been displaced and only DO is flowing back
temperature of the HFO in the service tank must not be more than 25°C higher service, (OM551 for the No.1 main engine, OM501 for the No.2 to the HFO service tank. An indication that all HFO has been
than the heated DO in the system (60-80°C) at the time of changeover. main engine). displaced by DO is a drop in the pipe temperature between the
FO return pipe and the HFO service tank.
The DO viscosity should not drop below 2cSt, as this might cause fuel pump e) Set the HFO/MGO valves to DO supply, (OM104, M110 for
and fuel valve scuffing, with the risk of sticking. For some light diesel oils (gas the No.1 main engine and OM003, OM004 for the No.2 main g) Stop the fuel oil circulating and supply pumps.
oil), this will limit the upper temperature to somewhat below 80°C. When a DO engine).
temperature of 60-80°C has been reached, change to HFO: h) Close the recirculation valve to the HFO service tank, (OM461
f) Close the HFO service tank outlet valve (OM051 for No.1 main for No.1 main engine and OM411 for No.2 main engine).
d) Open the HFO service tank outlet valve to the main engine engine and OM501 for No.2 main engine).
service, (OM051 for No.1 main engine and OM001 for No.2 i) Open the return fuel line valve from the main engine to the
main engine). Note: If after the changeover the temperature at the fuel heater suddenly circulating pump suction, (OM453 for No.1 main engine and
drops considerably, the transition must be moderated by supplying a little OM403 for No.2 main engine). Close line valves OM452(S) and
e) Set the HFO/DO valves to HFO, (OM110, OM104 for No.1 steam to the preheater which now contains diesel oil. OM402(P).
main engine and OM003, OM004 for No.2 main engine).
Note: Caution must be exercised to avoid heating the fuel oil pipelines by Preparations Procedure Prior to Arrival in Port
f) Slowly increase the temperature of the fuel to approximately
the trace heating system when changing over from HFO to DO, and during
80°C using the viscosity controller manual regulation. The
running on MDO. Should this occur, excessive heating of the pipelines may a) Decide whether the harbour manoeuvres should be carried out
temperature rise can be at a rate of about 2°C per minute, until
reduce the viscosity of the DO too much, causing overheating of fuel pump on DO or on HFO. Changeover should be carried out one hour
reaching the required HFO viscosity of between 12cSt to 15cSt.
resulting in sticking/seizing fuel pump plungers, and damage to seals. before the first manoeuvres are expected.
Apply trace heating to the fuel lines.
g) When the set point is reached on the viscosity controller, change Changeover Procedure from Heavy Fuel Oil to Diesel Oil During b) Start an additional generator engine to ensure a power reserve
the control to AUTOMATIC mode. Standstill for manoeuvring, and start the oil-fired boiler.
It has been assumed that a fuel oil circulating pump is running and a fuel oil c) Perform a stop and astern manoeuvre test on main both engines
h) Close the MGO service tank outlet valves to the main engine supply pump are already running.
service systems, OM551 for No.1 main engine and OM501 for before arrival, to check that the ECS is functioning correctly.
No.2 main engine. Confirm the astern manoeuvre test in the Main Engine Log
a) Stop the preheating and the trace heating. The temperature of
Book.
the HFO in the preheater should be allowed to drop to about
Changeover Procedure from Heavy Fuel Oil to Diesel Oil During 25°C above the temperature in the MGO service tank, but not
d) Blow-off any condensed water from the starting and control air
Running below 75°C
systems just before manoeuvring.
It has been assumed that the No.1 main engine is being supplied from the
b) Open the MGO service tank outlet valve and the DO line valve
starboard HFO service tank and will be supplied from the starboard MGO e) Do not shutdown the main engines until instructed by the bridge
to the main engine service, (OM551 for the No.1 main engine;
service tank, and that the No.2 main engine is being supplied from the port that it is safe to do so unless an emergency situation arises.
OM501 for the No.2 main engine).
HFO service tank and will be supplied from the port MGO service tank.
a) Preheat the DO in the service tanks to about 50°C if possible.

c) Open the recirculation valves to the HFO service tank, (OM461, Operating Procedure After Arrival in Port and the Finished
OM452 for No.1 main engine and OM411, OM402 for No.2 With Engine (FWE) Order Has Been Acknowledged in the
main engine). Engine Room
b) Close the steam supply to the fuel oil heater and shut off the
trace heating.
d) Close the return fuel line valve from the main engine to the a) Change the engines over to engine room control.
circulating pump suction, (OM453 for No.1 main engine and
c) Reduce the engine load to 75% of normal load.
OM403 for No.2 main engine). b) The auxiliary blowers will switch off automatically at FWE.
Change to DO when the temperature of the HFO in the preheater has dropped
e) Set the HFO/MGO valves to DO supply, (OM104, OM110 for c) If required, test the cylinder air start valves for leakage. Follow
to about 25°C above the temperature in the DO service tank, but not below
75°C. No.1 main engine and OM004, OM003 for No.2 main engine). the procedure detailed below.
f) The HFO will gradually be replaced by DO in all of the supply d) When FINISHED WITH ENGINES is rung, the MOP screen
and return lines; the displaced HFO will flow to the HFO will change from indicating STANDBY to FINISHED WITH
service tanks. Sufficient time should be allowed to elapse to

ENGINES and ENGINE NOT BLOCKED. The control e) Activate the START button. This admits starting air but not Causes of the Fires
system will now carry out various functions. When the control air to the starting valves. The blow-by of hot combustion gases and sparks, which have bypassed the
MAIN STARTING VALVE BLOCKED, STARTING AIR piston rings and cylinder liner running surface, enter the space on the piston
DISTRIBUTION SYSTEM BLOCKED and the CONTROL f) Check to see if air blows out from any of the indicator cocks. In underside, and any residues present can ignite.
AIR VENTED indication is shown on the MOP screen, the this event, the starting valve concerned is leaking.
finished with engines indication light will change from flashing If there is after-burning of fuel in the cylinder, due to late injection or poor fuel
to a continuous light. The engine is now secure. Note: If the cylinder is in BDC position, detection can be difficult due to air atomisation, the cylinder pressure when the scavenge ports are uncovered may
escaping through the scavenge air ducts in the cylinder liner. be higher than the scavenge air pressure and hot combustion gases may enter
e) Lock the main starting valve in its lowest position by means of the scavenge space.
the locking plate.
Fouling and Fires in the Scavenge Air Spaces A defective piston rod gland may allow oil from the crankcase to enter the
f) Check that the valve to the starting air distribution system is scavenge space; the piston rod gland drains should be checked frequently for
The principal cause of fouling is blow-by of combustion products between
closed. signs of crankcase system oil as this indicates defective gland sealing rings.
piston rings and the cylinder liner into the scavenge air spaces. The fouling will
be greater if there is incomplete combustion of the fuel injected. The causes of
g) Engage the turning gear and check the indicator lamp.
poor combustion are: Indications of a Fire
h) After stopping an engine, wait a minimum of 15 minutes before • Fuel injectors not working correctly
• Sounding of the respective temperature alarms.
stopping the main engine LO pump if work is to be undertaken • The fuel is at too low a temperature
in the crankcase. This prevents overheating of cooled surfaces • A considerable rise in the exhaust gas temperatures of the cylinder
in the combustion chambers, and counteracts the formation of • Defective fuel injection timing concerned, and a general rise in charge air temperature.
carbon deposits in the piston crowns. Normally the main LO • Operation with a temporary shortage of air during extreme • The turbocharger may start surging.
pumps are left running. The turbocharger rotors can rotate due variations in engine loading
to natural draughts, and it is essential that there is a supply of
• Overloading Fire Fighting Measures
LO at the bearings.
• Insufficient supply of air due to restricted engine room
Note: If the LO pump is to be stopped do not stop the air supply to the ventilation WARNING
exhaust valve air cylinders as air draught through an open exhaust valve may • Fouling of the air intake filters and diffuser on the air side of the The safety of shipboard personnel should be paramount whenever
cause the turbocharger shafts to rotate causing bearing damage. turbocharger dealing with fires anywhere aboard ship.
i) Close and vent the control air and safety air systems. • Fouling of the exhaust gas economiser, the air cooler and of the
scavenge ports • Inform the bridge of the situation
j) Keep the engine preheated to a minimum of 50°C unless the Causes of blow-by of combustion products: • Reduce engine power
harbour stay exceeds 5 days. This counteracts the corrosive • Cut out the fuel injection to the cylinder concerned
attack on the cylinder liners during starting. • Worn, sticking or broken piston rings
• Individual cylinder lubricating quills are not working • Increase lubrication to the respective cylinder
k) Shut down any equipment which does not need to be operated
• Damage to the running surface of the cylinder liners If a serious fire occurs, shut down the affected engine after obtaining permission
during the engine standstill periods.
• Excessive liner wear or abnormal wear such as clover-leafing from the bridge, and operate the fixed fire extinguishing system. The CO2
which can also result in ring collapse and loss of piston ring to smothering valve must be operated.
Procedure to Test the Starting Valves for Leakage
liner seal
a) Obtain permission for the test from the bridge. A fire should have died down about 5 to 15 minutes after the fuel has been shut
If one or more of these operating conditions prevail, residues, mainly consisting off to the affected cylinder or cylinders. This can be verified by checking the
b) Check that the turning gear is disengaged, as a leaking valve can of incompletely burned fuel and cylinder lubricating oil, will accumulate at the exhaust gas temperatures, and the temperatures of the doors to the scavenge
cause the crankshaft to rotate. following points: space. Afterwards the engine must be stopped whenever possible, and the cause
of the fire established.
• Between piston rings and piston ring grooves
c) Close the main air valve to the starting air distribution system
and open the indicator cocks. • On the piston skirts Checks to be made should include:
• In the scavenge ports • Cylinder liner running surface, piston and piston rings, air flaps
d) Change over to manual control at the LOP on the engine side. in the receiver (to be replaced if necessary), possible leakages,
• On the bottom of the cylinder entablature
piston rod gland, fuel injection nozzles.

• After a careful check, and if necessary, a repair, the engine can • Reduce speed to slowdown level, if not already carried out An oil mist could also develop as a result of heat from a scavenge fire being
be put back on load with fuel injection pump(s) and cylinder automatically. Ask the bridge for permission to stop. transmitted down the piston rod or via the stuffing box. Hot air jets or flames
lubrication returned to normal. may have passed through the stuffing box into the crankcase.
• When the engine STOP order is received, stop the engine. Close
• Should a stoppage of the engine not be feasible, and the fire the fuel oil supply. Maintain engine cooling and lubrication, as
has died down, the fuel injection pump(s) can again be cut-in, the supply of lubricant will assist the cooling of the hot spot. Alarms, Shutdowns and Slowdowns
the load increased slowly and the cylinder lubrication brought
• Switch off the auxiliary blowers.
back again to the normal output. Avoid running for hours with The engine is provided with a number of safety devices which initiate an engine
considerably increased cylinder lubrication. • Leave the engine room. slowdown or shutdown if the operating parameter of the monitored system (LO
• Lock the casing doors and keep away from them. pressure, cooling water temperature, etc) go outside of the set limits. These
Preventive Measures devices should be tested preferably at regular intervals, ideally a maximum of
• Prepare the fire fighting equipment.
three monthly intervals. The testing should be carried out when safe to do so and
As can be seen from the causes, good engine maintenance goes a long way to when operating conditions permit. In the case of pressure switches the system
safeguarding against fires in the scavenge air spaces. The following measures WARNING can be checked by isolating the switch and then draining the line. The method
have a particularly favourable influence: Do not open the crankcase until at least 20 minutes after stopping the of testing involves the simulation of a fault rather than causing an actual fault.
• Use of correctly spraying fuel injectors; keep the air and gas engine, ideally leave it for as long as possible. When opening up keep Simulation of low pressure can be obtained by isolating the pressure transducer
passages clean. clear of possible spurts of flame. Do not use naked lights and do not from the supply and then draining the transducer supply line.
smoke.
• Optimum adjustment of the fuel injection timing.
An engine shutdown is automatically actuated in the event of any of the
• If running continuously at low load, check the cylinder lubricating following:
• Stop the lubricating oil pumps. Open all of the lower doors on
oil feed rate, and adjust if necessary.
one side of the crankcase. Shut off the starting air and engage • Engine overspeed (incorporated in the engine control system)
• The permanent residue drain from the piston underside must the turning gear.
• Main lubricating oil supply pressure low-low
always be checked to prevent the accumulation of dirt and the
• Locate the hot spot. Feel over by hand all the sliding surfaces
drain line cleaning valves used for cleaning the scavenge box • Turbocharger lubricating oil inlet pressure low-low
(bearings, thrust bearing, piston rods, stuffing boxes, crossheads,
drain line must be operated for a short time each day. • Thrust pad temperature high-high
telescopic pipes, step-up gear, vibration dampers, etc). An
infrared heat detector may be used if available. Look for • Jacket cooling water inlet pressure low-low
Prevention of Crankcase Explosions squeezed out bearing metal and discolouration caused by heat
(blistered paint, burnt oil, oxidised steel). Keep possible bearing • Propeller shaft clutch system shutdown
The oil mist in the crankcase is inflammable over a very narrow range of
mixture. Weaker or richer mixtures do not ignite. There must always be a high metal found at the bottom of the oil tray for later analysis. • ECS-A/B shutdown (non-cancellable)
temperature (Hot Spot) to set off ignition, such as hot engine components. Only Prevent further hot spots by preferably making a permanent
repair. Ensure that the respective sliding surfaces are in good • ECS-AB shutdown (cancellable))
under these circumstances will a critical mixture ratio of oil mist and air result
in an explosion. condition. Take special care to check that the circulating oil
supply is in order. The engine should not be restarted until the An engine slowdown is automatically actuated in the event of abnormal
cause of the hot spot has been located and rectified. operating conditions. Slowdowns are designed to protect the engine components
A hot spot is the common feature of all crankcase explosions and this can be against overload and maintain the ship in a manoeuvrable condition should a
due to metal-to-metal contact at a wiped bearing, rubbing guide, defective • Start the circulating oil pumps, and turn the engine by means fault occur.
piston rod gland, damaged thrust bearing, unlubricated gearwheel, etc, or a of the turning gear. Check the oil flow from all bearings, spray
prolonged scavenge fire. The hot spot provides the heat source to evaporate oil pipes, and spray nozzles in the crankcase, step-up gearing and The following conditions actuate an engine slowdown:
and the oil vapour produced at the hot spot then condenses to form mist-like thrust bearing. Check for possible leakages from pistons or
droplets in a cooler region of the crankcase. The hot spot can readily ignite piston rods. • Thrust bearing segment temperature high (80°C)
oil mist/air mixture, and if the mist concentration in the crankcase reaches a • Lubricating oil inlet to engine pressure low (120kPa)
• Start the engine and after running for about 30 minutes stop
critical level, an explosion can occur. The engine is equipped with an oil mist
and feel-over. Check the sliding surfaces which caused the • Turbocharger lubricating oil inlet pressure low (120kPa)
detector which constantly monitors the intensity of oil mist in the crankcase,
overheating and look for oil mist. There is a possibility that the
and triggers an alarm if the mist exceeds the density limit; the high oil mist • Piston cooling oil outlet high temperature (75°C)
oil mist is due to atomisation of the circulating oil, caused by a
level also triggers an automatic slowdown. • Piston cooling oil engine/cylinder outlet non flow
jet of air/gas, eg, by combination of the following:
• Stuffing box leakages (not air-tight). • Cylinder cooling fresh water pressure low (150kPa)
Measures to be Taken When an Oil Mist Alarm Has Occurred
• Blow-by through a cracked piston crown (with direct • Cylinder cooling fresh water temperature high (95°C)
• Do not stand near crankcase doors, relief valves or corridors connection to crankcase via the cooling oil outlet pipe). • Exhaust valve spring air pressure low (450kPa)
near doors to the engine room casing.

• Axial vibration high • Control air inlet pressure • Arrange indicator cocks with pressure relief holes directed away
from personnel. Wear goggles when taking indicator cards.
• Cylinder piston cooling oil temperature high (75°C) • Exhaust valve air springing air inlet pressure
• Do not weld in the engine room if a crankcase has been opened
• Stern tube temperature high (65°C)
Scavenge Air System before being fully cooled.
• Scavenge air receiver fire (120°C)
• Scavenge air receiver pressure • The propeller shaft clutch should be disengaged before working
• Exhaust gas temperature after cylinder temperature high on or inside the engine, as the wake from other ships in port or
• Scavenge air temperature (scavenge fire)
(450°C) waves at sea may cause the propeller to turn. Engage the turning
• Main/thrust radial bearing temperature high (70°C) gear and isolate the starting air supply.
Exhaust Gas System
• Crankcase oil mist detector alarm • Use warning notices at the turning gear, starter and other control
• Turbocharger exhaust gas inlet temperature
stations to warn personnel that people are working on the
• ECS-A/B slowdown • Exhaust gas temperature after cylinder and temperature engine.
deviation
The following instruments are fitted to the engine systems: • Use gloves when removing O-rings and other rubber/plastic
based sealing materials, which have been subjected to abnormally
Engine Control System
Fuel Oil System high working temperatures as they may have a caustic effect.
• Power failure/low voltage
• Engine fuel inlet pressure • Oil spills and oily rags present a slipping and fire hazard.
• System failure
• Fuel filter pressures • Do not remove fire extinguishers from designated positions,
• MAN B&W basic sensors and ensure that any fire extinguishers which have been used are
• Fuel viscosity replenished immediately.
• Leakage from a high pressure fuel pipe Propeller Shaft Clutch System
• When carrying out maintenance on a main engine, only use the
• Hydraulic oil system engine manufacturer’s specialist tools.
Lubricating Oil System
• PLC failure • Only use lifting equipment which has been tested, and has valid
• Turbocharger LO inlet pressure and temperature certification.
• Power failure
• Thrust bearing segment temperature
• Main engine LO inlet pressure and temperature Local Operation Panel
• Piston cooling oil outlet/cylinder temperature and flow
Each engine should be manoeuvred from the local operation panel at least
• Turbocharger LO outlet temperature
once a month, depending upon operating circumstances, to check that the local
• Axial vibration monitor control system is fully operational. As confirmation, this operation is to be
• Torsional vibration monitor entered in the Main Engine Log Book.
• Oil mist detector alarm

Main Engine Associated Dangers
Hydraulic Power Supply Unit • Keep clear of spaces below loaded cranes.
• Automatic main LO filter failure • The opening of valves may cause discharge of hot liquids or
• Leakage oil from hydraulic pipes gases.
• The dismantling of parts may cause the release of springs.
Cooling Water System
• The removal of fuel valves or other valves in the cylinder cover
• Jacket cooling water inlet pressure may cause oil to run onto the piston crown. If the piston is hot
• Jacket cooling water outlet temperature (engine/cylinder) an explosion may blow out the valve.
• Air cooler cooling water inlet temperature and pressure • When testing fuel valves, do not touch the spray holes as the
jets may pierce the skin. Always wear protective clothing when
Air Systems testing fuel valves.
• Starting air inlet pressure • Beware of high pressure oil leaks when using hydraulic
equipment, wear protective clothing.

Illustration 2.1.2a Main Engine Control System

Bridge Panel
Bridge
Back-up Operation Main Operation ECR

Panel MOP B Panel MOP A Console
EICU A EICU B
Engine Control Room
Engine Room
ECU A Local Operation ECU B
Panel LOP
CCU CCU
ACU 1 ACU 2 ACU 3
Cylinder 1 Cylinder n
AL SAV FIVA Valve AL SAV FIVA Valve

Fuel Booster Exhaust Valve Fuel Booster Exhaust Valve
Cylinder 1 Cylinder 1 Cylinder 1 Cylinder n Cylinder n Cylinder n
Position Cylinder 1 Position Cylinder 1 Position Cylinder n Position Cylinder n
Sensors Actuators Sensors Actuators
Auxiliary Auxiliary
Blower 1 Blower 2
M Pump 1
M Pump 2
M Pump 1
M Pump 2
M Pump 3
Marker
Angle Sensor
Encoders

2.1.2 Engine Control Systems Engine Interface Control Units (EICU) Cylinder Control Unit (CCU)
The EICUs receive navigational inputs from the control stations, and select the The CCUs control the ELFI valves, the ELVA valves, the air starting valves
Manufacturer: Doosan-MAN B & W active station based on signals given by the remote control system. The main and the ME lubricators. In time for the next firing the CCU ensures that it
navigational command is the speed set point (requested speed and direction of has received new valid data; the injection profile start angle is set-up using
engine rotation). In the EICUs the raw speed set point is processed by a series the tacho function. On the correct start angle the injection is initiated and is
Introduction of protective algorithms. The algorithms ensure that the speed set point is never controlled according to the ‘fuel amount’ command and the injection profile
harmful to the engine. An example of an algorithm is the barred speed range. command. When the injection is completed, the exhaust valve open and close
Each main engine has a separate and independent control system, but they are angles are set up using the tacho function and the exhaust valve control signal
identical with each of the component parts being duplicated for the No.1 and Note: An algorithm is a non-ambiguous set of step by step actions to be taken is then activated at the appropriate crank angles. Position feedback signals are
No.2 main engines. The description that follows in this section has therefore in order to reach a conclusion. sent to the CCUs from the fuel booster pump and exhaust valve. All of the
referred to a single system. CCUs are identical, and in the event of a failure of the CCU for one cylinder
The processed speed set point and the selected engine running mode request only this cylinder will automatically be put out of operation.
The engine control system (ECS) controls the engine’s operating functions are available, via the control network, to be used by the ECUs as a reference for
according to input signals received from one of the engine control stations the speed control and engine running mode control. The two redundant EICU Main Operating Panel (MOP)
(bridge, engine control room or local operation panel). The ECS causes the units operate in parallel.
engine to start in the required direction, and controls the engine’s operating The main operating panel (MOP) is the main information interface for
functions such as fuel injection, and exhaust valve actuation for the engine to the engineer controlling the engine and is located in the ECR. The MOP
operate at the required speed. The ECS also provides safety functions which Engine Control Units (ECU) communicates with the controllers of the ECS over the network. However, the
protect the engine should any operating parameter exceed set limits. The ECUs perform the engine control functions of engine speed, running running of the engine is not dependent on the MOP, as all of the commands
modes and start sequence. The engine speed control requires that the amount from the control stations are communicated directly to the EICUs/ECS.
The following functions are available: of fuel is calculated for each cylinder firing. The calculation made by the The installation is equipped with two MOPs (A and B) and both are fully
ECU is initiated in relation to the crankshaft position, so that the execution is operational and provide 100% redundancy.
• Manoeuvring: Automatic manoeuvring via the telegraph levers
in the wheelhouse, bridge wings or ECR. started just in time to make the fuel injection. This is controlled by the tacho
function. The output from the speed controller is a ‘request for fuel amount’ MOP A comprises of a touch screen, PC and trackball, while MOP B
• Start/Stop: Automatic engine start by means of the main to be injected for the next combustion. This request is run through different comprises of a screen, PC, CD-ROM drive, keyboard and mouse. A printer is
operator panel (MOP) in the ECR. protective algorithms (the fuel limiters) and the ‘resulting amount of fuel also incorporated in the installation to allow ‘hard copies’ of displayed data to
• Start/Stop: Control of the engine from the engine side local command’ is produced. be made. The MOP enables the operator to carry out engine commands, adjust
operation panel. the engine parameters, select the running modes, and observe the status of the
Based on the selected engine running mode, the injection profile is selected, and control system. A description of the MOP functions is detailed below.
• Speed: Automatic control of ship’s speed from the telegraph
the timing parameters for the fuel injection, and exhaust valve are calculated,
lever in the wheelhouse, bridge wings or ECR. The MOP comes with a service kit which includes a set of CDs. The CDs
and the pressure set point for the hydraulic power supply derived. The resulting
• Safety System: Automatic overspeed, shutdown and slowdown amount of fuel command, the requested fuel injection profile, and the timing contain the parameters and programs for the control system and are installed
systems to protect the engine. Manual engine emergency stop parameters are all sent to the cylinder control units (CCU) of the cylinder in on the MOPs at engine commissioning. The CD set should be kept on board as
pushbuttons are provided at all of the control locations. question via the control network. The hydraulic pressure set point is sent to all back-up in a secure location.
• Telegraph System: Handle type telegraph control/transmitter of the auxiliary control units (ACUs). For redundancy purposes, the control
units are fitted on the bridge (in the wheelhouse and on the system comprises of two ECUs operating in parallel, and performing the same Control Stations
bridge wings) and in the ECR. A telegraph system is also fitted task, one being a ‘hot’ standby for the other. If one of the ECUs fail, the other
unit will take over the control without any interruption. The engine is normally controlled from either the bridge, the ECR or the local
at the engine side local control panel. operation panel (LOP). The LOP is mounted at the engine side, and allows
basic functions such as starting, engine speed control, stopping and reversing to
The ECS consists of a set of controllers, connected as shown in illustration Auxiliary Control Units (ACU) be carried out. Only the most important engine data is displayed at the LOP.
number 2.1.2a. These controllers are:
The ACUs control the pressure of the hydraulic power supply (HPS) system,
• Engine interface control units (EICU) and the electrical start-up hydraulic pumps using the pressure set point given
• Engine control units (ECU) by the ECUs as a reference. The ACUs control the start and stop of the
auxiliary blowers according to the scavenge air pressure. The control of the
• Auxiliary control units (ACU) auxiliary equipment on the engine is normally divided amongst the ACUs, so
• Cylinder control units (CCU) that in the event of a failure of one unit, there is sufficient redundancy to permit
continuous operation of the engine.
• Main operating panel (MOP)
• Control stations

Illustration 2.1.2b Main Operating Panel Alarm List Screen Shot
0 8 0 0
Alarms Alarm List 2009-04-06 17:19:15 Alarms...
ID Time Description Status Limit Current Ack Alarm List
EICUA_SN0-CCU2 09:10:49 NET A not connected to CCU2 Alarm - -

EICUA_SMBsTOAI 09:10:42 Bridge Control communication fail Alarm - -
Event Log
EICUB_020125L 12:08:48 Run in Parameter set not Valid Alarm - -
EICUB_SN1-MOPB 07:37:30 NET B not connected to MOPB Alarm - -
EICUB_SN0-MOPB 07:37:25 NET A not connected to MOPB Alarm - - Manual
Cut-Out
CCU1_031220 11:12:15 Failing Lubricator Feedback Alarm - - List
CCU1_030406 11:36:20 Position Feedback Signal Suspicious Alarm - -
Channel
CCU1_410204 11:36:28 Suprv. Ch30, 4102, Prop. Valve Positi Alarm - - List
CCU1_01010428 11:12:15 Tacho set B failure Alarm - -
Engine...
Auxiliaries...
Maintenance...
Info
Admin...
Access
Line/of
Ack. Ack. Cut-Out Info
All 1 8

Main Operating Panel Alarm Handling as well as the graphical identification in the acknowledgement field on the
screen. These colours are:
Alarm handling is carried out from four screens which can be accessed via the
Various functions can be carried out via the MOP which is the human interface secondary navigator by pressing the ALARM button in the main navigator.
with the engine and engine control system (HMI). The operator selects a When pressing this the latest selected alarm screen will be shown on the screen. Alarm Status Acknowledge Status Colour
‘screen’ from the navigation bar on the MOP overview, then from within each If no screen has previously been selected, the alarm list will be shown. The Alarm Non-acknowledged Red
screen various tasks can be performed and engine parameters displayed. The screen can then be changed via the secondary navigator to show: Alarm Acknowledgement in progress Yellow
main screens comprise:
Alarm list Alarm Acknowledged Yellow
• Alarm System
Event log Non-alarm Non-acknowledged Green
• Engine Operation Non-alarm Acknowledgement in progress Green
Manual Cut-Out List
• Auxiliaries Cut-out not available Non-acknowledged previous alarm Light grey
Channel List Cut-out not available Acknowledgement of previous alarm Light grey
• Maintenance
in progress
• Administration Alarm List
The alarm list allows for the display, acknowledgement and cut-out of raised Event Log
Alarm System Screen alarms. Detailed alarm explanation can also be accessed for each alarm. The
The event log is used for viewing the history of events which will support the
alarms are displayed in chronological order with the latest alarm at the top of
operator in troubleshooting. Events stay in the log even after they have been
The alarms displayed on the MOP panel are all related to the main engine ECS the screen. If there are too many alarms to be displayed at the same time the
acknowledged and are no longer active. Alarms are logged with three events;
and thereby surveillance of the engine condition. The ordinary alarm system remaining alarms can be accessed by pressing the PAGE UP/PAGE DOWN
alarm, normal and acknowledged. The events are stored in a database on the
and the main engine ECS alarm system are connected and able to interact. This buttons on the toolbar at the bottom of the screen. Alarms presented in the
MOP’s hard disk with both local and UTC time stamps. Up to 1 million events
is due to the use of common sensors for indicating and detecting alarms as well alarm list can be found in three states:
can be logged in the event log, with the oldest events being discarded.
as slowdown and shutdown.
Alarm non-acknowledged
Each event is shown as a single line and each event line is divided into the
Note: The engine alarms and operating function are also displayed on Alarm acknowledged
following fields:
additional graphs screen which has been described below in Section 2.1.4. Normal non-acknowledged
Event identification tag number.
Alarms interacting with the engine safety system are common for the ECS An alarm can only appear as one line in the alarm list. An acknowledged alarm Date of the event.
and the ordinary alarm system. When a slowdown has been detected by the going into normal or an alarm changed to normal being acknowledged, is
external slowdown function, this is signalled to the ECS by a binary signal. Time of the event.
immediately removed from the list. Acknowledgement of a single or all alarms
When the binary signal is high, the resulting speed set point is forced to the is by pressing the ACK/ACK ALL buttons on the toolbar. Only the alarms Status - This field shows either Normal or Alarm.
preset slowdown level. visible on the screen will be acknowledged. To see a detailed alarm explanation MCo - Shows whether the alarm is Manual Cut-Out or not.
the relevant alarm line must be pressed; the line will then be surrounded by a
The alarm system display is shown in illustration 2.1.2b, and consists of four dotted line. By pressing the INFO button on the toolbar, a window will appear ACo - Automatic Cut-Out.
areas: just above the toolbar which contains a description and cause and effect of the Ack - The alarm is acknowledged.
• An alarm status bar showing the oldest non-acknowledged alarm.
alarm and alarm status at the top of the screen. Events can be sourced by date and time, tag number or by scrolling up and
The alarm lines are divided into fields as shown in illustration 2.1.2.b. The down the event list. If scrolling up or down on the Event Log screen is not
• A navigation bar at the right-hand side of the screen. fields include: sufficient, the button TIME SPAN FILTER sorting can be selected.
• A toolbar at the bottom of the screen. Alarm identity number.
• A screen display area Time of occurrence. Manual Cut-Out List
Description of the alarm. Alarms can be manually cut-out where a sensor has failed and cannot be
The MOP operates at two levels, operator level and chief level. In operator
changed immediately resulting in a continuous alarm. The manually cut-out
level no parameters can be changed, and is used for normal operation and Status (normal, alarm, low, high auto cut-out, manual cut-out). alarms are shown in a separate list, which can be accessed from the navigation
monitoring only. The chief level allows the operator to set parameters, and is
Acknowledge. bar. Alarms can be cut-out manually from the alarm list, manual cut-out list or
password protected.
channel list screens. All alarm channels that have the status MANUAL CUT-
The acknowledgement status field of non-acknowledged alarms contains an OUT are shown in the manual cut-out screen.
Note: The password is hard-coded in the system and cannot be changed. icon toggling between two states, alerting the operator of a non-acknowledged
alarm. The status of the alarm can also be identified by the background colour

Illustration 2.1.2c Main Operating Panel Operation Screen Shot
0 8 0 0
Engine Operation 2009-04-07 01:04:15 Alarms...

Main State Command [RPM] Speed [RPM] Fuel Index [%]
FWE Bridge 0.0 Speed Modifier Index Limiter
Engine
ECR 0.0 Shut down Operation
Shut down LOP 0.0 Set Point Actual Limiter Actual
Running Mode Governor Mode

0.0 0.0 0 0
100 Status
100
Economy RPM Control
85.0
Start Air Inlet Oil Hyd.Oil Scav. Air 80
20.5 Bar 3.2 Bar 278 Bar 0.00 Bar Process

80 Information
30 4 250 4 60
40 Cylinder
3 225 3 Load
20
20 60
2 200 2 Cylinder
0
Pressure
10
1 175 1 -20 40
Auxiliaries...
0 150 0 -40
0
HPS Lubricator Auxiliary Blowers 20 Maintenance...

-60
Auto Stopped Auto Stopped
-80
Admin...
-100 0
Engine Start
Access
Start Status Perpare
Slow Turn Auto Air Run
Stopped Start

Removing (activating) an entry from the manual cut-out list is done by The background colours on the graphics are specified as: If the active control station selection is inconsistent, the ECS keeps the last
highlighting the alarm on the screen and pressing the button REACTIVATE in valid active control station as the active station, until a new valid selection is
Blue = Normal state
the toolbar. available (possibly a ‘take command’). In the event that the ‘take command’
Yellow = Warning state signals from both the ECR and the LOP are selected simultaneously, the LOP
Automatic alarm cut-outs can be used to suppress alarms which are unimportant Red = Alarm state has first priority and is selected.
in specific states, for example when an engine is stopped, or when a sensor has
been detected as being faulty. The top field indicates the actual sub-telegraph command while the centre field Running Mode and Governor Mode Fields
indicates the states of the engine:
The engine running mode and governor mode buttons each contain a status
Channel List • Blank: The engine is operative or blocked according to the sub- field indicating the current active running and governor modes.
The channel list screen contains the status information of all alarm channels telegraph command
within the ECS no matter the status of the individual alarm channel. As default, • Engine not blocked (background yellow if the top field is in the The running mode can be either ‘Economy’ or ‘Emission’; two additional
the alarm channels are listed in tag-name alphabetic order. From the alarm FWE condition) modes may be available. If only the economy mode is available, the mode
channel screen, it is possible to cut-out (and reactivate) alarm channels. selection is not usable (dimmed).
• Engine not ready (background yellow: if the top field is in
standby or in the ‘at sea’ condition) The governor mode can be either RPM control, Torque Control or Index
Engine Operation Screen Control. Changing the running mode is done by pressing the running mode
The cause of the states ENGINE NOT BLOCKED or ENGINE NOT READY button. This brings up a toolbar where the current running mode is selected.
Five screens within the engine operation sub-menu allow the operator to can be seen in the field START CONDITIONS on the status screen. Pressing a button representing any available mode will issue a command to the
operate and monitor the engine, and to adjust engine parameters. The engine control system requesting a change to the corresponding mode. Changing the
operation screens are as follows: The bottom field indicates, via Yellow or Red warnings, why the engine is not governor mode is done similar to changing the running mode.
Operation ready:
Status • Blank: the engine is ready. Pressure Indicators

Process information • Increased limiter (Yellow) is shown when active, and engine Pressure indicators are provided for parameters such as starting air, lubricating
status is not FWE, and neither start blocked or shutdown status oil, hydraulic oil and scavenge air. The indicators consist of a bar graph and a
Cylinder load is active. Increased limiter is a warning condition. status field. Both the bar graph and the status field indicate the actual pressure
Cylinder pressure • Start Blocked (Red) is shown when active, and engine status is of the actual medium.
not FWE, and shutdown status is not active. Start blocked is an
The operation and status screens relate to engine start-up preparations and alarm condition. Auxiliary System Status Indicators
running. The process information, cylinder load and cylinder pressure screens
are mainly concerned with engine adjustments. • Shut down (Red) is shown when active. Shutdown is an alarm The auxiliary system status indicators display information relating to the
condition. operation mode of the auxiliary systems controlled by the ECS. These are all
indicators and do not allow changing the mode or status. Possible control is
Operation Command (RPM) made on the panels for the actual systems. The indicators include:
The operation screen comprises of several ‘fields’, which show the principal The command indicator contains six status fields. Three fields (highlighted), • Hydraulic Power Supply (HPS): Manual or Automatic.
engine functions whilst it is running and during preparations for starting. The indicating the current active control station (Bridge, ECR or LOP) and the • Cylinder Lubricators: Running, Stopped, Prelubrication and
screen is shown in illustration 2.1.2c. actual speed command setting for each of the control stations. The actual Load Change Dependent status (LCD) ON.
selected control station is indicated by dark blue (normal selection) or yellow
(take command) as described below. • Auxiliary Blowers are represented by two status fields. One
Main State Field field indicates the operation mode, Automatic or Manual. The
The main state field contains 3 status fields indicating the current sub-telegraph The bridge control and ECR stations are parts of the remote control system second field indicates the current status of the blowers, Stopped,
command states and the states of the engine: (RCS). Only one control station at a time can be active and that station is then Starting, Running or Failed.
• FWE called the active station.
• Standby The active control station is normally selected via the RCS request acknowledge
• At sea system, however, the selection can be overridden from either the ECR or LOP
by the TAKE COMMAND buttons which are wired directly to the ECS and
situated on the control station panels.

Illustration 2.1.2d Main Operating Panel Status Screen Shot
- - ! 4 9 2 0
Engine Status 2009-03-07 11:19:15 Alarms...

Main State
Main...
Standby Start Air Engine...
28.2 Bar Operation
Slow...
Start Conditions A Status

Main Starting Valve
in service position
Main Starting Valve Process
! blocked Information
B
Start Air Distribution
System in service
Cylinder
Start Air Distribution Load
! System blocked Start Valve Cyl. -1 ...2 ...#
Starting Air Pressure

Cylinder
Control Air Pressure Pressure
Blowers Hyd. Oil
! Control Air Vented
Turning Gear Stopped 170 Bar Auxiliaries...
disengaged Turning Gear Crankshaft
Aux. Blowers Disengaged Maintenance...
Hyd. Power Supply
Hyd. Pressure
Pitch Start blocking
Control Air Admin...
---
6.9 Bar
Access
Start Status
Details
Running

Start Status Indicator Fuel Index Indicator Slow Turn Button
The start status indicator consists of a single display showing information on The fuel index indicator consists of a bar graph and a set of status fields. The The MANUAL SLOW TURN is used during preparations before starting the
the status of a start attempt. The status shown can be one of the following: top status field indicates the current effective or nearest limiter. The electronic engine. Slow turning is normally performed with the engine indicator cocks
governor will limit the fuel index command according to the actual engine open to allow inspection of the blow-out from the cylinders. When the button
• Stopped
operating conditions. If no limiter is currently active the nearest limiter is is selected, the engine is operated on starting air through the slow turn valve,
• Running displayed on a light Blue background. When a limiter is active it is displayed as long as the regulating handle is activated.
• Repeated start (Yellow) on a dark Blue background. Below the limiter status field is a set of dynamic
labels displaying the actual fuel index and the current fuel index limit. The fuel
• Slow turn fail (Red) Auto Button
limiters include:
• Start fail (Red) The AUTO button is pressed when starting preparations are completed. When
Start: The start limiter defines a fixed amount of fuel to be selected the engine will perform a normal automatic start.
used for the first injections during start.
Speed Indicator
Chief: The chief limiter defines a maximum amount of fuel Air Run Button
The speed indicator consists of a bar graph. The bar graph is centred at ‘0’ and to be injected according to settings performed by the
positive and negative is up and down respectively. The set point and the actual SLOW TURN and AIR RUN are activated when the regulating handle is in
operator at the screen.
running speed of the engine are shown in the two displays above the graph. the RUN position. The engine will rotate until the handle is set to STOP or the
Scavenge Air Pressure: The scavenge air pressure limiter defines a maximum engine is started by pressing the AUTO button. The air run function is similar
amount of fuel to be injected based on the actual to the slow turning function except that the main starting valve is open so the
The uppermost display is the speed command modifier. The speed modifier is scavenge air pressure, in order not to over-fuel the
a function that may override the actual speed command and control the speed engine turns over faster but still without fuel injection.
engine.
system set point for the engine speed. When the function is active, the control
mode is shown in the speed indicator. The available modes are: Torque: The torque limiter defines a maximum amount of Note: The air run button function is only available in CHIEF mode and is
fuel to be injected according to the actual engine used when testing the tacho system or starting air valves.
Start/Stabilising: The stabilising modifier defines a speed set point that speed, so ensuring the engine torque does not exceed
ensures the starting of the engine. recommended levels. The limit is defined in the load
programme. Status
Stopped: The stopped modifier sets the speed set point to
zero. HPS: The hydraulic power supply pressure limiter defines a
maximum amount of fuel oil to be injected according The engine status screen provides information specifically for use when
Min. Speed Command: The minimum speed command modifier defines a to actual hydraulic power supply requirements. This changing the status of the engine, ie, in the process from FWE to STANDBY
minimum speed set point during operation of the is to ensure that the hydraulic power supply pressure state or vice versa.
engine. does not drop below a minimum operation limit.
Max. Speed Command: The maximum speed command modifier defines a This limiter is only active in case of malfunction of Main State Field
maximum speed set point during operation of the the HPS.
engine. The main state field shows the same information as the main state field in the
Blank: When no index limiter is active, the field is blank.
Shutdown operation screen view, FWE, STANDBY or AT SEA.
Slowdown Below the limiter status field is a set of dynamic labels displaying the actual
Speed Ramp: Increase of speed is limited by the ramp and by the Start Conditions
fuel index and the current fuel index limit.
load program. The START CONDITIONS field is a status list, showing whether the engine
Load Control Program: The load control modifier defines a maximum speed is ready for start or not. The conditions shown must have a Green checker
set point that ensures the maximum fuel oil index Prepare Start Button mark before starting of the engine is possible. If a condition has a Red
limit is not exceeded. The PREPARE START function is normally activated before starting if the background and a white exclamation mark or an exclamation mark on a Yellow
Barred Speed Range: Indicates that the modifier has changed the preset engine has been stopped for some time. Pressing the button will start the background, the engine is not ready for starting. If the condition is not relevant
from inside a barred range to either lower or upper cylinder prelubrication, and the auxiliary blowers (if stopped). When pressed, the background is dimmed, but a check mark or exclamation mark will still
limit of the ramp. The engine may have 0-2 barred the button will stay down until the procedure has completed. The command indicate the status for the condition. The possible status indications of each
speed range(s). is available only when the engine is stopped, and the PREPARE START field are listed below:
procedure is not running. • Main starting valve in service position (Standby or At Sea)
If the function is used, the barred speed range(s) is marked on the side of the Yellow when the main starting valve is not in the service
bar graph; barred speed ranges are identical in the ahead and astern directions. position
When operating from the ECR and bridge, the engine speed set is automatically
kept outside the barred speed ranges. Green when the main starting valve is in the service position

Illustration 2.1.2e Main Operating Panel Process Information Screen Shots
- - ! 4 9 2 0
Engine Process Information 2009-03-07 11:19:15 Alarms...

Running Mode Speed Control
Engine...
Operation
Running Mode Speed Set Poin [RPM] Speed Actual [RPM]

Economy 71.9 72.1 Status
Estimated Engine Load Fuel Index Set Point

57% 75 % Process
Information
Maximum Pressure Hyd. Oil Set Point Hyd. Oil Actual
118 Bar 169 Bar 171 Bar
Cylinder
Load
Compression Pressure Pscav Actual - - ! 4 9 2 0
86 Bar --- 1.03 Bar Engine Process Information 2009-03-07 11:19:15 Alarms...
Cylinder
Pcomp/Pscav
Pressure Running Mode Speed Control
42.9 Engine...
Auxiliaries... Command [RPM] Speed Set [RPM] Index Limit [%] Fuel Limit [%] Speed [RPM]
Operation
Exh. Valve Open Timing
Bridge 71.9 71.9 82 76 71.6
115.9°ATDC
Maintenance...
Status
+
Speed Modifier Governor Limiter Engine
Admin...
- Process
Information
Access
Speed Modifier Index Limiter Cylinder
Stabilising Start Load
Stop Chief
Cylinder
Minimum Speed Scav. air pressure Pressure
Maximum Speed Torque
Fixed Speed Set Hyd. Power Supply Auxiliaries...
Shut Down
Slow Down
Maintenance...
PTO
Speed Ramp
Admin...
Load Program Active Modifier Active Limiter Nearest Limiter
Barred Speed Range
Access
RPM Fine Adjust

• Main starting valve blocked (FWE) Start Status Indicator The pilot valves A, B, and Slow Turning can and must be activated to test that
the main starting valve, and the slow turning valve open; this will also test the
Yellow when the main starting valve is not blocked The start status indicator consists of a single field containing information on
tightness of the starting air valves in the cylinders. Pressing the field encircling
the current start status. Three successive start attempt failures or a slow turn
Green when the main starting valve is blocked the pilot valves opens a toolbar from which activation of the pilot valves is
failure will cause START BLOCKED. The conditions below are indicated in
• Starting air distribution system in service (Standby or At possible.
the start status indicator:
Sea)
• Stopped
Red when the starting air distribution system is blocked Process Information
• Running
Yellow when the starting air distribution system is not in
• Repeated Start (warning) The process information screen shown in illustration 2.1.2e gives the operator
service
a quick view of the possible limiters/governors used. The screen always shows
• Slow Turn Failed (alarm)
Green when the starting air distribution system is in service the values currently in use.
• Start Failed (alarm)
• Starting air distribution system blocked (FWE)
Yellow when the start air distribution system is not blocked Running Mode
Crankshaft
Green when the start air distribution system is blocked The running mode field is the same as described in the Operation Screen section
If this function is used it shows the current position of the crankshaft when under Running Mode and Governor Mode field. An engine running mode is
• Starting air pressure (Standby or At Sea) turning the engine with the turning gear, and allows checking of the crankshaft based on an algorithm which continuously determines the fuel injection and
Red when the starting air pressure is not satisfactory (low and position in case of starting air valve malfunction. When the engine is running exhaust parameters. By controlling the cylinder process (maximum cylinder
bridge control) the field display shows RUNNING. pressure, compression ratio and blow-back), fuel efficiency and emissions can
be controlled to a certain extent. The engine running modes contain different
Green when satisfactory algorithms and provide various fuel efficiency and emission characteristics.
Turning Gear Status
• Control air pressure (Standby or At Sea) The running modes are configured by the engine designer.
The field shows either ENGAGED or DISENGAGED.
Red when the control air is vented
Note: An algorithm is a non-ambiguous set of step by step actions to be taken
Yellow when the control air pressure is low Control Air Pressure in order to reach a conclusion.
Green when the control air pressure is satisfactory Displays the control air pressure continuously.
Speed Control: This field is the same list of speed modifiers as described in
• Control air vented (FWE) the Operation Screen section under Speed Indicator.
Yellow when the control air is not vented Starting Air Pressure
Displays the starting air pressure continuously. Index Limiter: This field is the same list of index limiters as described in the
Green when the control air is vented
Operation Screen section under Fuel Index Indicator.
• Turning gear disengaged (Standby or At Sea)
Auxiliary Blowers
Red when the turning gear is not disengaged Cylinder Load
Shows the status of the auxiliary blowers, which is either:
Green when turning gear is disengaged
• Stopped From the cylinder load screen as shown in illustration 2.1.2f the operator can:
• Auxiliary blowers (Standby or At Sea)
• Running • Adjust the load limit on one or more cylinders.
Red when blowers are not operational
• Starting • Adjust the engine cylinder load balance.
Green when blowers are operational
• Failed • Cut out one or more cylinder units.
• Hydraulic power supply (Standby or At Sea) start-up
pumps Adjustments to the engine can be made in relation to cylinder mean indicated
Hydraulic Oil
Yellow when the HPS is not satisfactory pressure (MIP) and with regard to fuel properties, but adjustments must be
Displays the system hydraulic oil pressure continuously. made in the CHIEF operating mode.
Green when the HPS is satisfactory
• Hydraulic pressure (Standby or At Sea) Pneumatic Diagram
Red if the pressure is too low In addition to the information described above the screen contains a diagram of
Green if the pressure is satisfactory the pneumatic starting and control air system. The diagram is intended to show
the functionality of the system.

Illustration 2.1.2f Cylinder Load / Pressure Screen Shots
0 8 0 0
Engine Cylinder Load 2009-04-07 01:19:15 Alarms...

All 1 2 3 4 5 6 7
Offset High Load [%]

Engine
0 0 0 0 0 0 0.0
0 0 Operation
10
0 Status
-10
Offset Low Load [%] Process

Information
0 0 0 0 0 0.0
0 0
5
Cylinder
Load 0 8 0 0
0
Engine Cyllinder Pressure 2009-04-07 01:19:15 Alarms...
-5 Cylinder
All 1 2 3 4 5 6 7
Pressure
Chief Index Limit [%] Maximum Cylinder Pressure Offset [Bar]
Engine
110 110 110 110 110 110 0.0
110 110 0 0
Auxiliaries... 0 0 0 0 0.0
0 0 Operation
100 20
50 0
Maintenance... Status
0 -20
Exhaust Admin... Process

Valve Enabled Enabled Enabled Enabled Enabled Enabled Enabled
Information
Operation Compression Ratio Offset [-]
0.0 Access 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cylinder
0 Load
0
Cylinder
Pressure
-2
Auxiliaries...
Exhaust Valve Open Timing Offset [Deg]
0.0 0.0 0.0 0.0 0.0 0.0 0.0

0.0 0.0
Maintenance...
0
-1
Admin...
-2
Access

Cylinder Pressure • Select one of the engine-driven pumps as the pressure controlling Bypass
pump
A bypass line and valve have been installed on the main pressure line from the
The settings of the maximum pressure level and balance, compression ratio,
engine-driven pumps. At normal running with the hydraulic pump system in
and exhaust valve timing are combined into a single screen view called Note: If automatic control of the hydraulic power system is not available, the AUTO mode, the bypass valve will open in the event of engine shutdown when
cylinder pressure, and are also shown in illustration 2.1.2f. All changes in this delivery of the hydraulic pumps is set to 100%. engine rotation may occur due to windmilling of the propeller. The bypass will
screen have to be made in the CHIEF operating mode.
return oil to the suction side of the pumps thereby avoiding cavitations and
In manual mode, additional operating commands include: unintended wear on the pump parts. Also, if the engine shutdown was caused
Auxiliaries Screen • Set the current hydraulic pressure set point by a leakage on the high pressure side of the hydraulic system, the amount of
oil spilled can be reduced by leading the oil back to the suction side.
The hydraulic power supply, scavenge air and cylinder lubrication are all • Operate the engine-driven pump bypass valves
monitored in the auxiliaries screen. Three different screens allow the operator • Start and stop the electric hydraulic pumps The bypass valve should be tested every 6 months to ensure correct operation.
to control and monitor these systems. These screens are: The valve is tested in CHIEF operating mode when the engine is stopped, and
• Hydraulic Pump System (HPS) Note: The engine-driven pump bypass valves should be tested for movement the hydraulic power system is in MANUAL mode.
• Scavenge Air every six months when the engine is stopped.

Scavenge Air
• Cylinder Lubricators
Pump Torque Limiter
The scavenge air screen is also shown in illustration 2.1.2g and contains
Hydraulic Pump System The torque limiter has two functions: information and controls for monitoring and operating the auxiliary blowers.
• The total torque to the engine-driven pumps must not exceed a The screen shows both auxiliary blowers and the status of each blower is
This screen which is shown in illustration 2.1.2g is a schematic drawing of level that can harm the gear and chain drive. To protect the pump shown (stopped, starting, running or failed). By pressing the DETAILS button,
the hydraulic power supply system. The screen shows the three engine-driven drive the sum of the swash plate positions must not exceed a the current scavenge air pressure is shown for each scavenge air sensor. The
pumps, and two electrically-driven start-up pumps. A bypass valve from the predefined value. blowers are normally operated in the AUTO mode.
pump pressure side to suction side is also shown.
• To protect the individual pumps from breakdown or damage.
The blowers are started when:
The following screens can also be activated directly from the screen with the
operating mode in CHIEF level: From the pump torque limiter display the operator can cancel the torque limiter • The PREPARE START button is pressed when in the Operation
function via a toolbar, which is displayed by pressing pump torque limiter field. Screen.
• HPS Mode The torque limiter is reactivated via the same toolbar. • The manoeuvring handle is moved to start position. (The engine
• Pump Torque Limiter start is delayed until the blowers are running and the scavenge
When the limiter is cancelled, the electrically controlled swash plates of the air pressure is correct.)
• Set Point
pumps are allowed to move to their mechanical limitation (if required). When
• Bypass the torque limiter is active the swash plates are limited to an electrically • When the engine is running but the scavenge air pressure is
controlled maximum position. below a certain value such as during manoeuvring.
On the screen activated, displays are shown in 3-D graphic. The inactive
displays are in 2-D graphic. Once activated, the display is highlighted with The blowers are stopped when:
Note: With risk of mechanical overload, cancellation of the torque limiter
a Blue line at the outer circumference. A DETAILS button is located at the
must only be selected when it has been confirmed that the engine-driven • The engine is shut down
bottom of the screen and when activated all of the individual pressure readings
pump is not working.
available on the system are displayed. Pressing the DETAILS button a second • The manoeuvring handle is moved to the finished with engines
time brings you back to the default screen. (FWE) position
Set Point • 10 minutes (adjustable) after the engine has been stopped
HPS Mode Adjusting of the hydraulic power oil pressure set point can be done from the • The engine is running and the scavenge air pressure is above a
Pressing the HPS mode button activates a toolbar at the bottom of the screen. SET POINT display, where the actual set point is always shown. The actual oil specified level
From this box the operator can change between AUTO and MANUAL mode pressure is shown at the display as HYD. OIL. As default, the pressure is in
when in CHIEF level. the range 150-210 bar, and is set during commissioning. The engine shutdown Changing to manual auxiliary blower operation is accomplished via the toolbar.
level is 140 bar, and is also set at engine commissioning. The pressure set point By pressing the blower display (at CHIEF operating mode and MANUAL
In automatic mode the system allows the operator to carry out the following is only relevant for the engine-driven swash plate pumps, as the pressure of the mode), it is also possible to start and stop the individual blowers.
commands: electrically-driven start-up pumps is limited via mechanically adjusted pressure
limiting valves. The start-up pumps are automatically stopped at normal engine
• Start the electrically driven hydraulic pumps running when the engine-driven pumps supply the hydraulic system.
• Select the master and slave pump

Illustration 2.1.2g Hydraulic Pump and Scavenge Air Screen Shots
! 4 9 2 0
Auxiliaries Hydraulic Pump Systems HPS 2009-05-17 17:24:38 Alarms...
HPS Mode Pump Torque Limiter Cylinder Cyl.2 Cyl.#

Double Pipe
Exh Fuel Cyl Engine...
Auto Limiter Actived
6 Bar Valve Press Lub
Actuat Boost
Auxiliaries...
1201-1 1201-2 1201-3 Hydraulic

System
169 172 172
Inlet Oil Set Point Hyd Oil Blowers
2.1 Bar 169 Bar 170 Bar
Cylinder
Lubricators
Maintenance... 0 8 0 0
Auxiliaries Scavenge Air 2009-05-17 17:24:38 Alarms...
M 1 2 3 1 M 2 M Admin...
Engine...
Ctrl Folw Folw Closed Master
49% 60% 61% Stopped Stopped Auxiliaries
Hydraulic
1204-1 1204-2 1204-3 System
2.1 2.1 2.1 Exhaust Receiver
Access Scavenge
Details Air
Scavenge Air TC
Engine Cylinder
1.03 Bar
Lubricators
Maintenance...
Scavenge Air Receiver
Admin...
Blowers Mode
1 M 2 M
Auto
Stopped Stopped
Access
Details

Illustration 2.1.2h Main Engine Cylinder Lubricating Oil Screen Shot
ECUA_01020428 13:47:02:.56 Tacho set B failure Alarm - - ! 4 9 2 0
Auxiliaries Cylinder Lubricators 2008-03-07 17:24:51 Alarms...
Flow Total Prelube LCD S% Feed Rate Factor Basic Feed Rate Min. Feed Rate
10.4 l/h 31 l Off Off 2.5 0.34g/kWhS% 0.80g/kWh 0.6g/kWh Engine...
1 2 3 4 5 6 7
Actual
Feed Rate 0.8 0.8 0.8 0.8 0.8 0.8 0.8 Auxiliaries...
[g/kWh]
Hydraulic
1.4 System
1.2
Blowers
1.0
0.8
Cylinder
Lubricators
0.6
0.4
Maintenance...
0.2
Feed Rate
Admin...
Adjust 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Factor
Running In
[%] 0 0 0 0 0 0 0
Lubricator
Test Off Off Off Off Off Off Off
Sequence
Access

Cylinder Lubricators • Lubricator Test Sequence: This function starts a continuous Pressing the PRINT button generates a hard copy of the information displayed
operation of the lubricator at normal injection rate. This feature in the table.
The main engine lubricating control system (LUBECS) screen shot is shown is used after repairs, etc, on the lubricator(s), enabling checks
in illustration 2.1.2h and provides operational monitoring and control of to be made for leaks and injection. If the button for a single
the cylinder lubrication plant. The following displays are also available for cylinder is pressed, a toolbar is shown which enables lubrication
monitoring the system: on that particular cylinder only. The lubricator test can only
be conducted if hydraulic pressure is present to operate the
• Flow: The flow display shows the ordered cylinder LO amount
lubricators.
in litres per hour.
• Total: The total display shows the total ordered amount of
cylinder LO used since the last power-up of the ECU involved. Maintenance Screen
The values for flow and total are based on the counted numbers
of lubrication strokes and the displaced amount per stroke. The three maintenance screens give an overall view of the status of the ECS
system and these are:
• LCD: The load change dependent (LCD) display shows whether
the LCD lubrication function is ON or OFF. • System View I/O Test
• Basic Feed Rate: The basic feed rate is a calculated rate for • Invalidated Inputs
the complete lubricator system in g/kWh. The formula for • Network Status
calculating the basic feed is = S% x (FEED RATE FACTOR).
(S% being the sulphur content of the fuel.) The maintenance screens can be accessed via the secondary navigator by
• Actual Feed Rate (for each cylinder): The bar graphs for pressing the MAINTENANCE button in the main navigator. The screens
individual cylinders shows the actual feed rate per cylinder after are mainly used during fault finding on I/O cabling/channels and external
the influence of limiters, load control, etc. If the feed rate due to connections to sensors. For details regarding the use of the maintenance
low load exceeds the maximum display capacity (1.45g/kWh), screens, reference should be made to the manufacturer’s instruction manual.
the upper display on the bar graph shows LOW LOAD.
• Prelube: This function is used for testing the lubricators. The Administration Screen
test can only be conducted if hydraulic pressure is present to
operate the lubricators. The feedback from the lubricators then Two screens are available in the administration screen, SET TIME and
allows the operator to evaluate the system’s performance. VERSION. In the set time screen, the operator is able to set the time and date
for UTC (CHIEF mode is required) or to set the time offset for local time.
The following additional displays are available in the CHIEF operating mode: Pressing the button UTC DATE/TIME or LOCAL DATE/TIME will display
toolbars from which the date and time can be set.
• S%: Activating this display enables the adjustment of the
The VERSION screen displays the version type of the ECS controlling the
sulphur content to that of the fuel in use.
main engine. It is used to obtain the configuration information of the electronic
• Feed Rate Factor: Enables the adjustment of the feed rate for control system (ECS). It displays in table format, all of the controllers that
all cylinders. The display shows the feed rate as g/kWh%S. comprise the system including specific information relating to each controller.
• Minimum Feed Rate: Enables the adjustment of the minimum
feed rate for all cylinders. The value is displayed in g/kWh and Using the Screen
is normally set to 60% of the basic recommended feed rate.
When the screen is first displayed, no information appears on the table. Press
• Feed Rate Adjust Factor: Enables the adjustment of the feed the REFRESH button to retrieve the system information, and parameter checks
rate for each cylinder. of all controllers connected to the ECS. No data is shown on the plate, because
specific data may vary.
• Running in %: Allows the feed rate to be adjusted when a
cylinder requires running-in.
If at least one controller supplies information on the system that does not agree
with the other controllers, a warning message is displayed in Yellow at the
toolbar below the screen.

Illustration 2.1.3a Manoeuvring Control System Architecture

Bridge Indicator Telegraph Telegraph Telegraph Telegraph Bridge Indicator
Revolution Indicator Revolution Bridge Panel Transmitter Logger Logger Transmitter Panel Bridge Revolution Revolution Indicator
for Wing Indicator Wing Control Wing Control Indicator for Wing
No.1 No.2 Bridge Collective Mode No.1 No.2

C/O Panel
Revolution Signal Bridge Power Supply Unit Bridge Terminal Board Unit Bridge Terminal Board Unit Bridge Power Supply Unit Revolution Signal
from C/R TBU from C/R TBU
AC DC AC DC
Electric Shaft Control Panel
Source Source Source Source
Bridge
Supplied by IAS Maker Modbus (Main) Communication Modbus (Main) Communication Supplied by IAS Maker
ECR Collective
Modbus (Sub) Communication Modbus (Sub) Communication
Mode C/O Panel
Net I/F Card Revolution Revolution Main Engine Telegraph Telegraph Main Engine Revolution Revolution I/F Card Net
Work Unit Indicator Counter Safety Panel Receiver Receiver Safety Panel Counter Indicator Unit Work
C/R Power Supply Unit C/R Power Supply Unit
Revolution Signal Revolution Signal

AC DC from C/R TBU from C/R TBU DC AC
Source Source Source Source
Modbus (Main) Main Engine Main Engine Modbus (Main)
Communication Modbus Control Box Control Box Modbus Communication
Card (A) Card (A)
Run Hour Meter Relay Panel Engine Control Engine Control Relay Panel Run Hour Meter
Modbus Room Panel Room Panel Modbus
Card (B) Card (B)
C/R Terminal Board Unit C/R Terminal Board Unit

Modbus (Sub) Modbus (Sub)
Communication Communication
ECS ECS
(Engine Control System) (Engine Control System)
for No.1 Engine for No.2 Engine
Terminal Board Unit for C/R Motor Drive
C/R
Local Operating Panel Local Operating Panel
ECS Proximity Switch for Safety System Proximity Switch for Safety System ECS
(Engine Control System) and Junction Box and Junction Box (Engine Control System)
for No.1 Engine for No.2 Engine
Telegraph Telegraph
Gong Gong
B&W Main Engine B&W Main Engine
Local

2.1.3 Main Engine Manoeuvring Control Bridge Control Facilities Illustration 2.1.3b Mode Control Panel
Manufacturer: Nabtesco Corporation The bridge control station is fitted with controls for the operation of each main
Model: M-800 MkIII engine, and when in bridge control the engines can be selected to operate
individually (Individual Mode) or collectively (Collective Mode). In the COLLECTIVE MODE C/O
individual mode, each engine is controlled independently, whilst in the collective
Introduction mode, both engines are controlled by one telegraph lever. The operating mode
and the master telegraph lever (when operating in the collective mode) are ME (P) ME (S)
INDIVIDUAL
The main engine remote control system has been designed for the control of selected via pushbuttons on the collective mode changeover panel, which is MASTER
CONTROL MASTER
CONTROL
the MAN B&W main engines from the combined telegraph and manoeuvring located on the bridge. When operating in the individual mode, a failure of one CONTROL
levers in the wheelhouse and engine control room (ECR). By moving the main engine or its control system will not affect the other engine.
levers, the system will automatically start, reverse, stop and control the speed
setting of the engines. The main engines can also be manoeuvred from local The following table illustrates the various control positions available.
operation panels (LOPs). (TT = Telegraph transmitter, TR = Telegraph receiver and WT = Wing
handle)
The manoeuvring system is interfaced with the MAN B&W engine control
system (ECS) and the engine room integrated alarm system (IAS). The Control Individual Mode Collective Mode Collective Mode LAMP TEST
important hardware items of the system and the system architecture are as Position Port Master Stbd Master
shown in illustration 2.1.3a. Auto control of PORT Auto control of both Auto control of both
and STBD engine PORT and STBD PORT and STBD
The system incorporates a safety unit which performs a monitoring function of independently by engine by means of engine by means of Load Limitation
the main engine systems and provides alarm signals when operating parameters BRIDGE means of both PORT PORT telegraph. STBD telegraph. When in bridge control the engine is accelerated from starting to the telegraph
are exceeded. The control system can then react to initiate a shutdown or and STBD telegraph. Port TT: Port Eng Stbd TT: Port Eng transmitter position according to a preset load program. During acceleration
slowdown procedure in the event of certain critical parameters being outside Port TT: Port Eng Stbd Eng Stbd Eng the LOAD LIMITATION indicator lamp is illuminated to show that the
defined limits. A manual shutdown device is provided for use in emergency Stbd TT: Stbd Eng load program is active. The load program can be cancelled by pressing the
situations such as the failure of the remote control system. Auto control PORT Auto control of both Auto control of INCREASE LIMITATION pushbutton, this will allow the engine speed to be
and STBD engine PORT and STBD both PORT and increased rapidly to the desired level. The upper engine speed limit for bridge
The remote control system provides for the starting, stopping and reversing of independently by engine by means of STBD engine by control is set on the ECR panel.
the main engine by means of electrical signals being defined from the ECR and B O T H means of both PORT PORT wing handle. means of STBD
the bridge. In addition, a sub-telegraph system operates between the bridge and WINGS and STBD wing Port WT: Port Eng wing handle.
the ECR, and between the bridge and each of the LOPs. In the event of a failure Imperfective Bridge Control
handle. Stbd Eng Stbd WT: Port Eng
in the remote control system, the telegraph system allows the main engines to Port WT: Port Eng Stbd Eng An alarm, IMPERFECTIVE bridge CONTROL, is activated if bridge control
be manoeuvred from the ECR main operation panel (MOP) or manually from Stbd WT: Stbd Eng is requested when the control system or the system power supply are in
the LOPs according to orders from the wheelhouse. The sub-telegraph system an abnormal condition. A fault in the control system will be indicated by
Auto control of PORT Auto control of both Auto control of both
comprises: a CONTROL SYSTEM ABNORMAL alarm and might be caused by the
and STBD engine PORT and STBD PORT and STBD
• An LED and pushbutton transmitter located in the bridge independemtly by engine by means of engine by means of following conditions:
transmitter. ECR means of PORT and PORT telegraph. STBD telegraph. • Microcomputer fault
• An LED and pushbutton receiver located in the ECR telegraph STBD telegraph. Port TR: Port Eng Stbd TR: Port Eng
• 15V power supply fault
receiver. A pushbutton switch for sound stop. Port TR: Port Eng Stbd Eng Stbd Eng
Stbd TR: Stbd Eng • Communication abnormal
• An LED and pushbutton receiver located on the LOPs.
Auto control of both • Telegraph transmitter potentiometer fault
PORT and STBD
Note: There are no official barred speed ranges on these engines, however, engine independently An interlock prevents the changeover to bridge control if the control system or
there were noted to be very clear vibration peaks at around 27~30 rpm during LOCAL by means of both the power supply system are in an abnormal condition. The IMPERFECTIVE
sea trials. It was also noted that the engine’s governor ‘hunted’ at 27 rpm PORT and STBD bridge CONTROL lamp is continuously illuminated when the engine is in ECR
and was unable to eliminate the problem. It is therefore recommended not to manoeuvring dial control.
operate the main engines for any prolonged periods in this speed range. Port Dial; Port Eng
Stbd Dial: stbd Eng

Illustration 2.1.3c Main Engine Manoeuvring Control (Bridge)
Port Side
STARTING AIR ACTUAL REVOLUTION M-800-III MAIN ENGINE

-1 REMOTE CONTROL SYSTEM M/E ORDER REV.
min
MPa rpm
CONTROL FUNCTION SAFETY FUNCTION BRIGHT
AHEAD
MANUAL EMERG. EMERG. LAMP
DELAYED PREPARING ENGINE REPEATED LIMITED EMERG. SHUT DOWN SLOW DOWN
START START NOT READY START SPEED SHUT DOWN PREWARNING PREWARNING TEST NAV.
FULL DARK
AUTO AUTO ALARM
START START START AIR LOAD EMERG. SLOW DOWN EMERG.
TEST
BLOCKED FAILURE LOW PRESS. LIMITATION SHUT DOWN REQUEST SLOW DOWN
FULL LAMP
TEST
AUX. EMERG. EMERG.
BLOWER
FAILURE
INCREASE
LIMITATION
SHUT DOWN
OVERRIDE
OVERRIDE
AVAILABLE
SLOW DOWN
OVERRIDE BRIGHT
HALF
R/U
INCREASE
EMERG. EMERG. SLOW
LIMITATION
SHUT DOWN SLOW DOWN DARK
OVERRIDE OVERRIDE
DEAD
S/B
OTHERS ELECTRIC SOURCE ALARM SLOW
BRIDGE CONTROL SAFETY TELEG. CONTROL SAFETY FLICKER
SOURCE
FAILURE
SOURCE
FAILURE
SOURCE
FAILURE
SOURCE
FAILURE
SYSTEM
ABNORMAL
SYSTEM
ABNORMAL STOP STOP
ASTERN
F/E
BRIDGE IMPERFECT SOUND
DEAD
CONTROL SAFETY TELEG. CRITICAL WRONG
MAIN (AC)
SOURCE SOURCE SOURCE SOURCE SPEED WAY
COLLECTIVE
MODE STOP SLOW
BRIDGE
EMERG. (DC)
REMO-CON
MAIN
REMO-CON
EMERG.
MAIN/EMERG
SOURCE
IMPERFECT
BRIDGE
LOCAL
TAKE
C/R
TAKE
SLOW
SOURCE SOURCE SOURCE FAILURE CONT. COMMAND COMMAND
CONTROL POSITION
HALF
MANUAL
LOCAL CONTROL
ROOM
BRIDGE HANDLE
MATCH
EMERG.
SHUT DOWN
FULL

Control Stations Telegraphs • Alarm (control system abnormal, safety system abnormal,
wrong way etc).
Each bridge manoeuvring stations comprises: The bridge and ECR telegraph transmitter units incorporate pushbuttons for • Control position indication and select/acknowledge
transmitting Finished With Engine (F/E), Stand-by (S/B) and Run Up (R/U) pushbuttons.
• A telegraph combined control/speed lever unit
commands.
• An indicator panel
Operation: Telegraph Logger
• Engine tachometers
• In the engine control room or at each LOP, when the bridge The telegraph loggers are installed in the starboard bridge radio console, and
• Telegraph logger
transmitter is operated, the ordered engine speed division their purpose is to constantly monitor the positions of the main and sub-telegraph
flickers and the buzzer and gong sounds. When the telegraph transmitter and receiver. If any variation occurs with the position of the main
Each ECR manoeuvring station comprises:
receiver replies to the order, the flickering stops and stays lit, the telegraph transmitter, the new position where the transmitter is selected to is
• A combined telegraph control/speed lever unit buzzer and gong also stop sounding. printed, together with the control position, date, time, and actual main engine
• A safety system panel speed. When the data logger detects the signal showing coincidence between
• On bridge control, the buzzer and gong sound for 2 seconds at the position of the telegraph transmitter and receiver, the position where the
• A monitoring for control panel the new order and the ordered division lights continuously. It is receiver has stopped is printed together with the control position and the time.
not necessary for the ECR or LOP to reply.
The LOPs comprise: Note: When the bridge is the active control position, there is no response
Replying at finished with engines cannot be carried out unless the following
• A pushbutton telegraph printing to a telegraph order, however, when the ECR is the control position,
conditions have been satisfied:
there is a printing response to a telegraph order.
• A manoeuvring dial • The main air start valve is in the blocked condition
• Tachometer • The starting air distribution system is blocked ECR Manoeuvring Stations
• Pressure gauges for starting air and hydraulic oil pressure • The control air system is vented
• Indication panels for control position, starting condition, An ECR manoeuvring station is shown in illustration 2.1.3d and is equipped
shutdowns and slowdown functions with a safety system panel, and this incorporates a keypad with an address
Telegraph Transmitter and RPM Set Point Control
and data display. Pushbuttons are provided for manual emergency shutdown,
Only one control station at a time is active. That station is then called the The bridge central control panels are equipped with a telegraph transmitter with emergency shutdown override and emergency slowdown override. A reset and
active station and is indicated on the manoeuvring station in the ECR, the local built-in set point potentiometer. The ECR is equipped with a similar telegraph lamp test pushbutton are also provided. The safety system panels are equipped
operation panels (LOPs) and on the bridge panels. The active station is also receiver. The potentiometers have hardware connections to the ECS system with various indicator LEDs and these are grouped as follows:
indicated on the engine main operating panels (MOPs). The LOPs have the and they can also be used as the communicating engine telegraph system when
• Automatic emergency shutdowns
highest priority for control, followed by the ECR and then the bridge. running in manual ECR control.
• Automatic emergency slowdowns
The active control station is normally selected via the RCS request acknowledge • Manual emergency shutdowns
Bridge Manoeuvring Stations
system. However, the selection may be overridden from either the ECR or
LOPs by the ‘take command’ buttons, which are wired directly to the engine • Control system monitoring
A bridge manoeuvring station is shown in illustration 2.1.3c and incorporates
control system (ECS), and situated on the control station panels. • Electric source
an indicator panel for each main engine. The panel is equipped with various
indicator and pushbutton groups which include:
When changing over control stations (from bridge to ECR or from LOP to
• Starting air pressure and actual engine speed displays. Engine Speed Test
ECR) the telegraph transmitter or manoeuvring dial should be set so that the
indicator lamp HANDLE MATCH in the bridge or on the LOP is illuminated. • Control functions (delayed start, start blocked, failed start, engine The safety system panels incorporate engine speed test pushbuttons, which
This will ensure that the engine speed setting on the new control station is not ready, load limitation, increased limitation pushbutton etc). allow the operator to simulate the main engine speed in order to test the
consistent with the active station and will minimise any speed fluctuation on overspeed safety system. By pressing the TEST pushbutton and then the UP
changeover. • Safety functions (manual emergency shutdown, auto emergency or DOWN pushbuttons, the mimic speed for the safety system is increased
shutdown, auto emergency slowdown, override pushbuttons or decreased. Pressing the TEST pushbutton again will restore the system to
If the active control station selection is inconsistent, the ECS keeps the last etc). normal.
valid active control station as the active station, until a new valid selection is • Electric source (source failures including bridge manoeuvring,
available. safety source, control, bridge, telegraph etc). Note: The engine must be stopped before conducting the test.
• Emergency engine shutdown pushbutton.
In addition to the safety system panel the manoeuvring stations incorporate the
following pushbutton and indication groups:

Illustration 2.1.3d Main Engine Manoeuvring Control (Engine Control Room)
Monitoring for Control
MAIN EMERG. CONTROL

SOURCE SOURCE SOURCE
SAFETY SYSTEM
HANDLE LIMITED CPU 15V SOURCE COMMUNICAT TELEG. TRANS CAUSE
MATCH SPEED ABNORMAL FAILURE ABNORMAL DISCONNECT RESET
ELECTRIC SOURCE AUTO EMERG. SLOW DOWN MONITOR
SAFETY SOURCE PREWARNING CPU ABNORMAL
MAIN L.O. L.P. 15V SOURCE FAILURE
MANUAL EMERG.SHUT DOWN CYL. C.F.W. L.P. COMMUNICATION ABNORMAL

BRIDGE EXH. V/V SPRING AIR L.P. WIRING ABNORMAL
CONTROL ROOM PISTON C.O. NON FLOW REVO. SIGNAL ABNORMAL
LOCAL AXIAL VIBRATION H.
WING PISTON C.O. H.T. BRIDGE
SHUT DOWN
AUTO EMERG. SHUT DOWN THRUST PAD H.T. C/R
OVERRIDE
PREWARNING CYL. C.F.W. H.T. LOCAL
AHEAD
OVER SPEED SCAV. AIR BOX FIRE NAV.
MAIN L.O. L.P. EXH. GAS H.T. BRIDGE
SLOW DOWN
FULL LAMP
NON-CANCELLABLE ECS-A/B CRANKCASE OIL MIST H. C/R TEST
OVERRIDE
CANCELLABLE ECS-A/B
THRUST PAD H.T.
MAIN/THRUST BRG H.T.
ECS A/B SLOW DOWN
LOCAL
FULL
T/C L.O. L.P. T/C L.O.L.P. SHUT DOWN RESET SIG. (A)
SOUND
J.C.W. L.P.
CLUTCH NOT FULLY ENGAGED
SHUT DOWN RESET SIG. (B)
HALF S TO P
/L.O.P.L.L. / BRAKE P. H.H.
OVERRIDE OVERRIDE
OVERRIDE AVAILABLE OVERRIDE AVAILABLE ADDRESS DATA
SLOW
DEAD
ENGINE SPEED TEST SLOW
CAUTION READ
S/B
BEFORE CARRYING
OUT THE ENGINE WRITE
N B S C
STOP
SPEED TEST. THE TEST
7 8 9 R
ASTERN
MAIN ENGINE SHOULD
BE SET IN
WRITE
ENABLE
DEAD
STOP CONDITION UP
4 5 6 W SLOW F/E
DOWN 1 2 3 D SLOW
0 . +/- E
HALF
MAN
EMERG
EMERG.
SHUT DOWN
EMERG.
SLOW DOWN
CAUSE
RESET
LAMP
TEST
FULL
SDOWN OVERRIDE OVERRIDE
EMERG
FULL
C/R TAKE CONTROL SHUT DOWN EMERGENCY LAMP

LOCAL BRIDGE BACKUP
COMMAND ROOM SHUTDOWN TEST
SOURCE
INCREASE INCREASE LIMITED LOAD

LIMITATION LIMITATION SPEED LIMITATION

• Engine control position change of engine speed) needs to be made and the telegraph needs to be in Note: Changing over control position from the ECR to the bridge is
the same position on the receiving station as the station from which control is completed when the telegraph transmitter is operated and the indicator lamp
• Load limitation
being transferred. This will be achieved by moving the receiving telegraph until on the bridge shows HANDLE MATCH.
• Emergency engine shutdown power source the HANDLE MATCH indicator on the receiving panel is illuminated.
• CPU and control system power source Changing over control position from bridge to ECR is completed when the
If there is a mismatch or error reading in the engine control location the system telegraph receiver revolutions order coincides with the actual main engine
will use the last valid control location as the controlling station. revolutions.
Local Operation Panels
The local operation panel (LOP) can take control of the engine from the other
A LOP is shown in illustration 2.1.3e. Each panel allows the operator to locations, as the LOPs have the highest priority. The priority of engine control Procedure for the Transfer of Control from the Bridge to the Engine
manoeuvre the engine via the manoeuvring dial in response to the telegraph is the LOP followed by the ECR and then the bridge. Control Room
orders received from the bridge. The basic engine parameters are displayed and Contact the ECR via the telephone and advise the duty engineering officer that
this includes engine speed, starting air pressure and hydraulic oil pressure. A At each location the control panel has illuminated indicators for each control it is intended to transfer main engine control from the bridge to the ECR. If the
switch allows the engine to be turned on air if required; this AIR RUN/AUTO/ location, ie, bridge, C/R and LOCAL. engine is running, notify the receiving duty engineering officer of the telegraph
SLOW TURN switch is normally set to the AUTO position. control position and clearly state which engine is being transferred.
Each engine has a set of pushbuttons to facilitate the transfer of control,
The START CONDITION group on the panel allows the load program to be and the transfer process must be carried out for each engine separately. The a) In the ECR, press the E/R key on the CONTROL POSITION
cancelled by pressing the INCREASE LIMITATION pushbutton, and other descriptions that follow refer to one main engine, but they are identical for the group. The ECR control position indicator lamp will flash and
indicators include: second engine. the buzzer sounds.
• Starting air system status
Procedure for the Transfer of Control from the Engine Control Room to b) On the bridge, the bridge control position indicator lamp will be
• Turning gear status
the Bridge extinguished.
• Auxiliary blower status and warning
Contact the bridge via the telephone and advise the duty officer that it is
• Engine (starting) status c) The ECR takes control and the CONTROL ROOM control
intended to transfer main engine control to the bridge. If the engine is running,
position indicator lamp will be illuminated in the ECR.
notify the receiving duty officer of the telegraph control position and clearly
The CONTROL POSITION group shows the active control station together state which engine is being transferred.
with HANDLE MATCH indication. The SHUTDOWN and Slowdown The ECR can take control from the bridge by pressing the C/R TAKE
groups incorporate pre-warning indication and are equipped with override COMMAND pushbutton at any time. This transfers the main engine control
a) In the ECR, at the control panel on the MONITORING FOR
pushbuttons. immediately to the ECR and the ECR control position indicator lamp will
CONTROL group, press the bridge key. The bridge control
be illuminated. The ECR control position indicator lamp on the bridge will
position indicator lamp will flash and the buzzer sounds.
Control Location Changeover Procedures flash until it is pressed to acknowledge the change of control location. In this
case, the bridge has acknowledged the transfer of control to the ECR, it is not
b) On the bridge control panel on the CONTROL POSITION
When bridge control is selected, each main engine’s speed and direction is actively making the transfer.
group the bridge control position indicator lamp will flash and
controlled by the position of the bridge combined telegraph/speed lever. The the buzzer sounds. The bridge control position key is pressed
bridge telegraph lever is then converted to a speed setting signal, which is sent and the bridge takes control. Procedure for Transfer of Engine Control to the Local Operation Panel
to the engine control system (ECS).
The local operation panels can take control of the main engines at any time
c) The bridge control position indicator lamp will be illuminated and do not have to be given control. Local control can be taken when the main
The control location can be transferred between ECR and bridge control or at both locations and the CONTROL ROOM control position
between bridge and ECR control, on request from either the bridge panel or engines are in bridge or ECR control.
indicator lamps extinguished.
the ECR panel. Control can be taken by the ECR panel without a request from
the bridge. a) The local operation panel takes control of an engine by pressing
If the request for transfer is not acknowledged at the receiving location, the LOCAL pushbutton at the LOP.
the request key at the request location can be pressed again to cancel the
When ECR control is selected, the required engine speed/rpm is ordered by changeover.
the bridge through the telegraph system. After acknowledging the bridge b) The LOCAL control position keys on the bridge and in the
telegraph instruction, the ECR personnel control each main engine’s speed and ECR locations have no function, but the indicator lamps will
direction. illuminate when the local operation panel is active.
Normally, the propulsion systems are controlled from the bridge, but control can The LOP can take control from the bridge or ECR by pressing the LOCAL
be undertaken from the other locations depending upon circumstances. When TAKE COMMAND pushbutton at any time. This transfers the main engine
transferring the control with an engine running, a smooth transfer (without any control immediately to the LOP.

Illustration 2.1.3e Main Engine Local Operating Panel
NO.2 M/E LOCAL OPERATING PANEL
STARTING AIR HYDRAULIC PRESS. M/E REVOLUTION
2 20
50 50
1 3 10 30
100 100
0 4 0 40 120 120
ASTERN min-1 AHEAD
Mpa Mpa rpm
START CONDITION SHUT DOWN SLOW DOWN/LOAD REDUC.
TURING START AIR MAIN START SHUT DOWN EMERGENCY SLOW DOWN SLOW DOWN EMERGENCY
ENGINE START SHUT DOWN
GEAR SYSTEM VALVE PREWARNING SHUT DOWN REQUEST PREWARNING SLOW DOWN
NOT READY BLOCKED OVERRIDE
DISENGAGED SERVICE SERVICE
AUX WARNING FUEL LOAD

INCREASE START SLOW DOWN
BLOWER AUXILIARY LIMITATION
LIMITATION FAILURE OVERRIDE
RUNNING BLOWER ACTIVE
CONTROL POSITION
CAUTION
LOCAL
TAKE LOCAL C/R BRIDGE
HANDLE WRONG BARRED SPEED RANGE 30 - 37 RPM
MATCH WAY
COMMAND
AIR SLOW
AUTO
RUN TURN
AH AH AH AH AH STOP
0 0
DS SL HF FL NF
2 2
A S T ER N
ST
AH EA D
4 4
AH AH AH AH
DS SL HF FL
6 6
MANUAL
EMERG.
LAMP 8 8
TEST SOUND
SHUT DOWN F/E S/B R/U STOP
10 10

Start/Stop of Main Engines Manoeuvring Speeds Manual Emergency Shutdown
Telegraph AHEAD SPEED ASTERN
The manual emergency shutdown function can be activated from any of the
Automatic Bridge Control Position RPM Loaded Ballast RPM control stations regardless of which station is active. The fuel is immediately
When bridge control is selected and the system is not in the finished with Dead Slow 26 6.0 knots 6.0 knots 26 cut off to stop the engine and the manual emergency shutdown alarms are
engines (F/E) mode; the starting, stopping, and control of each main engine Slow 36 8.4 knots 8.4 knots 36 activated.
speed is controlled by the position of the bridge combined telegraph/speed Half 50 11.8 knots 11.8 knots 50
levers as follows: To reset the manual emergency shutdown function, press the activated manual
Full 60 14.3 knots 14.3 knots 60
• Moving the telegraph handle from STOP to AHEAD or emergency shutdown pushbutton, which will reset the shutdown switch. At
Nav Full 83 19.8 knots 20.3 knots 63 the active control station, set the telegraph (or manoeuvring dial) to the STOP
ASTERN will cause the starting sequence to be activated in the
required direction as the starting air system changes over into position. The engine control system will now send a shutdown reset signal to
the AHEAD or ASTERN position. Start Conditions the safety system. Details regarding the manual emergency shutdown system
are also included below in Section 2.1.4.
• Starting air will be supplied until the main engine rpm has The engine starting conditions are shown on the main operation panel (MOP)
reached starting level. At this point, starting air is removed and in the ECR, when the ‘status screen’ is selected. On the status screen the start
fuel is supplied at the preset starting level. conditions field is a status list, showing whether the engines are ready for Automatic Emergency Shutdown
starting or not. The conditions shown must have a green checker mark before
• If the rpm is increased in this period, the start is considered The automatic emergency shutdown system operates to cut off the fuel and
starting of the engine is possible. If a condition has a red background and a
successful and the rpm is set to the telegraph set point value, stop the engine. The system is activated in the event that certain critical engine
white exclamation mark or an exclamation mark on a yellow background, the
except when limits are set by a slowdown, load-program, or parameters deviate from preset operating ranges; the system operates regardless
engine is not ready for starting. If the condition is not relevant the background
other limiting programs. of which control station is active. An alarm is activated at all control stations
is dimmed, but a check mark or exclamation mark will still indicate the status
for the condition. The possible status indications of each field are listed in and the cause of the shutdown is indicated on the ECR Safety System Panel.
If the main engine start attempt fails within a preset time (due to the engine
Section 2.1.2 above.
speed falling below ignition speed after fuel has been supplied) this is called a In the case of engine overspeed the shutdown is instant; for all other shutdown
failed start attempt. A new repeated start will automatically be carried out, after alarms a time delay is incorporated. Certain shutdown alarms are cancellable;
A start status indicator is shown on the MOP when in the ‘status screen’ and
a set time delay. After three failed start attempts a START FAILURE alarm in this case a pre-warning alarm is given and the OVERRIDE AVAILABLE
the ‘operation screen’. The indicator consists of a single display, showing
will be initiated and a start blocking occurs. The alarm can be reset by the lights will be illuminated. During the pre-warning period the shutdown can be
information on the status of a start attempt. The status shown can be one of the
bridge by moving the combined telegraph/speed lever to the STOP position. cancelled by operating the EMERG. SHUTDOWN OVERRIDE pushbutton.
following:
The reason for the start blocking must be removed before a new start attempt Operating the override pushbutton again will cancel the override function and
can be made. • Stopped
cause the engine to be shut down.
• Running
If the main engine is ordered to move in the opposite direction whilst still Override pushbuttons are located at all the control stations, but the override
rotating, starting air will not be supplied until the engine’s speed has decreased • Repeated start (yellow, warning)
function is only active on the bridge panels when the engine is in the bridge
below the reversing level. This may take several minutes depending on the • Slow turn failed (red, alarm) control mode. The override function in the ECR and at the LOPs is active at
ship’s speed and loading condition, etc. all times.
• Start failed (red, alarm)
Manual ECR Control To reset the automatic emergency shutdown function the cause of the shutdown
Slow Turning with the Slow Turning Device must be first be rectified and the engine parameter returned to operational
When ECR control is selected as the control position for starting, stopping,
Slow turning of the main engines is normally used before the engines are range. At the active control station, set the telegraph (or manoeuvring dial)
reversing and speed control of the main engines, this will be carried out from
started after a prolonged period at standstill. This is carried out manually by to the STOP position. The engine control system will now send a shutdown
the ECR combined telegraph/speed levers for each main engine. When the
turning the engines for one or two revolutions on reduced starting air. reset signal to the safety system. Details regarding the automatic emergency
bridge requests a speed change the main engine(s) direction and speed are
shutdown system are also included below in Section 2.1.4.
altered by moving the bridge combined telegraph/speed lever(s) to the required
position, and this will also initiate the telegraph alarm. In the ECR, the ECR If the engines are in the STANDBY mode and in bridge or ECR control, the
combined telegraph/speed levers are moved to the same position as that of ECS automatically slow turns the engines when they have been stopped for
the bridge telegraph order. The engine control system will then perform the more than 30 minutes. After the engines have been slow turned, they return to
necessary speed and direction change, and at the same time acknowledges the the STANDBY mode.
telegraph alarm.

Automatic Emergency Slowdown
The automatic emergency slowdown system operates to slow down the engine
to a preset speed in the event that certain engine parameters deviate from preset
operating values. The system operates regardless of which control station
is active. An alarm is activated at all control stations and the cause of the
slowdown is indicated on the ECR Safety System Panel.
A Slowdown REQUEST alarm is initiated when a slowdown alarm is activated

while the engine is operating below the ‘slowdown speed’, or when the
slowdown override function is active.
When a slowdown alarm is activated a pre-warning alarm is given and the

OVERRIDE AVAILABLE lights will be illuminated. During the pre-warning
period the slowdown can be cancelled by operating the EMERG. SLOWDOWN
OVERRIDE pushbutton. The override function is available on all slowdown
alarms except for the ‘Crankcase Oil Mist High’ alarm. Operating the override
pushbutton again will cancel the override function and cause the engine to be
slowed to the ‘slowdown speed’.
Override pushbuttons are located at all the control stations, but the override
function is only active on the bridge panel when the engine is in the bridge
control mode. The override function on the ECR panels and at the LOPs is
active at all times.
To reset the automatic emergency slowdown function, the cause of the slowdown
must be first be rectified and the engine parameter returned to the operational
range. At the active control station set the telegraph (or manoeuvring dial) to
the SLOW position. The engine control system will now send a slowdown
reset signal to the safety system. Details regarding the automatic emergency
slowdown system are also included below in Section 2.1.4.

Illustration 2.1.4a Main Engine Overview Screen Shot

2.1.4 Main Engine Alarm and Safety System • Main engine control functions alarm group Alarm Handling
Alarm handling is carried out from four screens which can be accessed via the
Manufacturer: Doosan-MAN B & W The main engine exhaust gas temperature display is as shown in illustration
secondary navigator by pressing the ALARM button in the main navigator.
2.1.4b where both main engines are shown. The display shows the cylinder
When pressing this the latest selected alarm screen will be shown on the screen.
exhaust outlet temperatures, the turbocharger exhaust gas temperatures, and
The main engine alarm system and the main engine control system (ECS) If no screen has previously been selected, the alarm list will be shown. The
the turbocharger LO parameters. The turbocharger LO outlet high temperature
alarm system are interconnected, and able to communicate with each other. screen can then be changed via the secondary navigator to show:
alarm is also shown.
This is due to the use of common sensors for indicating and detecting alarms, Alarm list
as well as slowdown and shutdown functions. Both of the displays described allow the operator to perform various functions, Event log
and also show the current duty engineer for UMS operation, and duty cargo
Alarms interacting with the engine safety system are common for the ECS and officer. Manual Cut-Out List
the main engine alarm system; these alarms include slowdown and shutdown
parameters. When a slowdown has been detected by the external slowdown Channel List
Further details on the operation of alarms and machinery control has been
function, it is signalled to the ECS by a binary signal. When the binary signal detailed in Section 3.1 of this manual which deals with the operation of the IAS
is high, the resulting speed set point is forced to the preset slowdown level. The and the operator workstations. Alarm List
slowdown or shutdown alarm will also be reported, and indicated by the main
The alarm list allows for the display, acknowledgement and cut-out of raised
engine alarm system as described below.
alarms. Detailed alarm explanation can also be accessed for each alarm. The
Alarm System Screen alarms are displayed in chronological order with the latest alarm at the top of
The alarms displayed on the ECS main operation panel (MOP) panel alarm
the screen. If there are too many alarms to be displayed at the same time the
screens are all related to the main engine ECS, and thereby surveillance of the The alarms displayed on the MOP panel are all related to the main engine ECS remaining alarms can be accessed by pressing the PAGE UP/PAGE DOWN
engine condition. and thereby surveillance of the engine condition. The ordinary alarm system buttons on the toolbar at the bottom of the screen. Alarms presented in the
and the main engine ECS alarm system are connected and able to interact. This alarm list can be found in three states:
is due to the use of common sensors for indicating and detecting alarms as well
Main Engine Alarm System as slowdown and shutdown. Alarm non-acknowledged
In addition to the MOP alarm screens the main engine alarms are displayed Alarm acknowledged
on a separate IAS graphics monitor; engine operating parameters are also Note: The engine alarms and operating function are also displayed on
Normal non-acknowledged
displayed. Four main engine displays are available on this monitor, an engine additional graphs screen which has been described below.
overview display, an exhaust gas temperature display and two LO monitoring An alarm can only appear as one line in the alarm list. An acknowledged alarm
displays (one for each engine). Alarms interacting with the engine safety system are common for the ECS
going into normal or an alarm changed to normal being acknowledged, is
and the ordinary alarm system. When a slowdown has been detected by the
immediately removed from the list. Acknowledgement of a single or all alarms
The Main Engine Overview display is shown in illustration 2.1.4a, and presents external slowdown function, this is signalled to the ECS by a binary signal.
is by pressing the ACK/ACK ALL buttons on the toolbar. Only the alarms
both main engines to the operator. The display shows the principal engine When the binary signal is high, the resulting speed set point is forced to the
visible on the screen will be acknowledged. To see a detailed alarm explanation
parameters relating to: preset slowdown level.
the relevant alarm line must be pressed; the line will then be surrounded by a
• Engine speed, revolutions and running hours dotted line. By pressing the INFO button on the toolbar, a window will appear
The alarm system display is shown in illustration 2.1.2b, and consists of four
just above the toolbar which contains a description and cause and effect of the
• Lubricating and fuel oil areas:
alarm.
• High temperature fresh water cooling • An alarm status bar showing the oldest non-acknowledged
alarm and alarm status at the top of the screen. The alarm lines are divided into fields as shown in illustration 2.1.2.b. The
• Starting and control air fields include:
• A navigation bar at the right-hand side of the screen.
• Scavenge air Alarm identity number.
• A toolbar at the bottom of the screen.
• Exhaust gas temperatures Time of occurrence.
• A screen display area
• Auxiliary blower status Description of the alarm.
The MOP operates at two levels, operator level and chief level. In operator
The display also indicates various main engine alarms and these are grouped Status (normal, alarm, low, high auto cut-out, manual cut-out).
level no parameters can be changed, and is used for normal operation and
as follows: monitoring only. The chief level allows the operator to set parameters, and is Acknowledge.
• Shutdown password protected.
The acknowledgement status field of non-acknowledged alarms contains an
• Overspeed icon toggling between two states, alerting the operator of a non-acknowledged
Note: The password is hard-coded in the system and cannot be changed.
• Slowdown alarm function group alarm. The status of the alarm can also be identified by the background colour

Illustration 2.1.4b Port Main Engine Exhaust Gas Temperature Screen Shot

as well as the graphical identification in the acknowledgement field on the Removing (activating) an entry from the manual cut-out list is done by Main Engine Shutdown and Slowdown Safety Systems
screen. These colours are: highlighting the alarm on the screen and pressing the button REACTIVATE in
the toolbar. The main engines are provided with a number of safety devices which initiate
Alarm Status Acknowledge Status Colour an engine slowdown or shutdown if the operating parameter of the monitored
Automatic alarm cut-outs can be used to suppress alarms which are unimportant system (overspeed, LO pressure, cooling water temperature, etc) go outside of
Alarm Non-acknowledged Red
in specific states, for example when an engine is stopped, or when a sensor has the set limits.
Alarm Acknowledgement in progress Yellow been detected as being faulty.
Alarm Acknowledged Yellow The alarms are displayed on the MOP panel on the alarm system screen and
Non-alarm Non-acknowledged Green are related to the main engine ECS and thereby surveillance of the each main
Channel List
Non-alarm Acknowledgement in progress Green engine condition. The alarms are also displayed on the main engine overview
The channel list screen contains the status information of all alarm channels graphic screen and the Nabtesco Safety System panel in the ECR. The engine
Cut-out not available Non-acknowledged previous alarm Light grey
within the ECS no matter the status of the individual alarm channel. As default, room IAS, Nabtesco safety system and each main engine’s ECS alarm system
Cut-out not available Acknowledgement of previous alarm Light grey the alarm channels are listed in tag-name alphabetic order. From the alarm are connected and are able to interact due to the use of common sensors for
in progress channel screen it is possible to cut-out (and reactivate) alarm channels. indicating and detecting alarms, as well as slowdowns and shutdowns.
Event Log Alarms interacting with each main engine safety system is common for the
The event log is used for viewing the history of events which will support the ECS, and the ordinary alarm systems. When a slowdown has been detected by
operator in troubleshooting. Events stay in the log even after they have been the external slowdown function, this is signalled to the ECS by a binary signal.
acknowledged and are no longer active. Alarms are logged with three events; When the binary signal is high, the resulting speed set point is forced to the
alarm, normal and acknowledged. The events are stored in a database on the preset slowdown level. When a shutdown has been detected by the external
MOP’s hard disk with both local and UTC time stamps. Up to 1 million events shutdown function, the resulting speed set point is forced to the zero level.
can be logged in the event log, with the oldest events being discarded.
Manual Emergency Shutdown
Each event is shown as a single line and each event line is divided into the
Manual emergency shutdown switches are located at the following positions:
following fields:
• On the bridge at each main engine control panel
Event identification tag number.
• ECR
Date of the event.
• Each main engine side local panel (LOP)
Time of the event.
Description of the alarm. When one of the above mentioned shutdown switches are activated, the fuel is
Status - This field shows either Normal or Alarm. cut off to the respective main engine and the engine stops. At the same time,
the MANUAL EMERGENCY SHUTDOWN alarm is initiated.
MCo - Shows whether the alarm is Manual Cut-Out or not.
ACo - Automatic Cut-Out. Note: The manual emergency shutdown can be operated regardless of the
control position.
Ack - The alarm is acknowledged.
Events can be sourced by date and time, tag number or by scrolling up and Resetting the Manual Emergency Shutdown
down the event list. If scrolling up or down on the Event Log screen is not
When an engine has been stopped by use of the emergency stop function,
sufficient, the button TIME SPAN FILTER sorting can be selected.
restarting the engine is blocked until the emergency stop pushbutton has been
released again, and the shutdown is reset from the present control location. To
Manual Cut-Out List reset the manual emergency shutdown function proceed as follows:
Alarms can be manually cut-out where a sensor has failed and cannot be
changed immediately resulting in a continuous alarm. The manually cut-out a) In case of bridge control, reset the manual emergency shutdown
alarms are shown in a separate list, which can be accessed from the navigation switch on the main engine affected and select STOP on the
bar. Alarms can be cut-out manually from the alarm list, manual cut-out list or bridge combined telegraph/speed lever.
channel list screens. All alarm channels that have the status MANUAL CUT-
OUT are shown in the manual cut-out screen.

Illustration 2.1.4c Starboard Main Engine Exhaust Gas Temperature Screen Shot

b) In the case of ECR control reset the manual emergency shutdown If an automatic emergency slowdown is activated, the alarm AUTO EMERG
switch on the main engine affected and select STOP on the ECR CAUTION SLOW DOWN will be initiated and the cause of the slowdown will be
combined telegraph/speed lever. Pressing the EMERGENCY SHUT DOWN OVERRIDE button allows indicated by an LED on the Safety System panel in the ECR. If the SLOW
the respective main engine to be run in an abnormal condition. DOWN REQUEST alarm is initiated when any of the above conditions occur,
c) In the case of main engine local control, reset the manual the respective main engine will not slow down automatically if:
emergency shutdown switch and return the manoeuvring dial to Resetting the Automatic Emergency Shutdown • The main engine is running below the automatic emergency
the STOP position. slowdown speed
This can be carried out as follows but only after the abnormal condition has
The emergency stop function is part of the safety system and the independent returned to normal: • ‘Slowdown cancel’ condition is active
pushbuttons on the bridge, in the ECR and at the LOPs are wired in parallel to
the safety system. a) In the case of bridge control select STOP on the bridge combined In the case of the above causes of automatic slowdown, the alarm EMERG
telegraph/speed lever. SLOW DOWN PRE-WARNING will be initiated, except for a ‘crankcase oil
mist high’ alarm. In the ECR the slowdown fault LED will be illuminated on
Automatic Emergency Shutdown b) In the case of ECR control select STOP on the ECR combined the Safety System panel.
The respective main engine automatically shuts down with the fuel cut off telegraph/speed lever.
under any one of the following conditions: Cancel of Automatic Emergency Slowdown
c) In the case of main engine local control return the local engine-
• Overspeed In the case of automatic slowdowns, the alarm EMERG SLOW DOWN
side manoeuvring dial to the STOP position.
• Main LO low-low pressure PREWARNING will be initiated after the detection of an abnormal condition.
The automatic emergency slowdown can be cancelled by operating the
• Non-cancellable ECS-A/B Automatic Emergency Slowdown Whilst on Bridge Control
EMERG SLOW DOWN OVERRIDE switch located on the bridge panel, in
• Cancellable ECS-A/B If any of the following conditions continue for a preset time, the respective the ECR or on the LOP. This condition can be cancelled by pushing this button
• Turbocharger LO low-low pressure main engine slows down automatically to a preset speed: again, which also cancels the indicator light.
• Thrust bearing segment high temperature • Piston cooling oil high temperature
Note: An emergency slowdown for a crankcase oil mist high alarm cannot
• Clutch system shutdown • Piston cooling oil non-flow be overridden.
• Jacket cooling water pressure low-low • Thrust bearing segment high temperature
When the EMERG SLOW DOWN OVERRIDE on the bridge and ECR panel
• Manual shutdown • Exhaust valve spring air low pressure
is initiated, the indicator on the engine-side local control panel control EMERG
• Cylinder cooling fresh water low pressure SLOW DOWN OVERRIDE will be illuminated.
In the case of overspeed, the shutdown operates instantaneously. In the case of
• Cylinder cooling fresh water high temperature
the other trips, the emergency shutdown operates after an abnormal condition Note: The emergency slowdown override switch on the bridge control panel
continues for a preset time. • Scavenge air high temperature (fire)
is available during bridge control conditions only. However, the switch in the
• Exhaust gas high temperature ECR and at the LOPs operates regardless of control position.
Note: The automatic emergency shutdown is operated regardless of the
• Main LO low pressure
control position.
• Main LO high temperature Back-Up System for Safety System
Cancel of Automatic Emergency Shutdown
• Stern tube bearing high temperature If problems occur with the microcomputer, the back-up system will take
In the case of cacellable alarms the alarm EMERG SHUT DOWN PRE- over the operation of shutting down the respective main engine. This will be
WARNING is initiated after detecting abnormal conditions, however, the • ECS A/B slow down regardless of engine control mode whether automatic or manual.
emergency shutdown can be cancelled by operating an EMERG SHUT DOWN • Main bearing high temperature
OVERRIDE switch located at the following positions:
• Turbocharger LO pressure low Wrong Way Alarm
• On the bridge at each main engine control panel
• Axial vibration high The WRONG WAY alarm can be activated when the engine is in local control.
• In the ECR It is initiated (after a preset time) if the engine is running on fuel (at a higher
• At each main engine side local panel (LOPs) speed than the ignition speed) in the opposite direction to that set by the
Note: In addition a ‘crankcase oil mist high’ slowdown alarm is provided;
telegraph transmitter.
this alarm initiates an immediate engine slowdown and is not cancellable.

Safety System Monitoring Function
With each of the following conditions, the alarm SAFETY SYSTEM
ABNORMAL will be initiated and each cause indicated on the respective main
engine control panel:
• CPU abnormal
• 15V electric source failure
• Communications abnormal
• Manual emergency shutdown switch circuit disconnected
• Emergency shutdown/slowdown override switch circuit
disconnection
• Automatic emergency shutdown/slowdown sensor circuit
disconnection
• Revolution signal for safety system abnormal
• Emergency shutdown reset signal disconnection
Bridge Alarm Repose

In the case of the respective Bridge telegraph F/E order, the bridge alarm is
reposed, except for the TELEGRAPH SOURCE FAIL alarm.
Speed Set Points

The position of the telegraph handle creates the required speed signal. This
signal is processed by the ECS and a fuel command signal is sent to the
engine cylinder control units which control the engine starting and operating
functions.
The telegraph lever covers the range between stop to full ahead (and full
astern). When the engine is operating in the STANDBY mode, the speed set
point is limited to manoeuvring full ahead. Full engine speed is obtained in the
RUN UP mode and the ECS will increase the engine speed from manoeuvring
full speed to full speed (as set in the ECS) over a predefined increase curve.
Main Engine Limitations
To protect the propulsion plant against damage caused by events such as

overload, faulty operating conditions or heavy sea states, the ECS automatically
activates limitations. The individual limits are set by the respective parameters,
and ramp functions control the acceleration/deceleration program.
The slowdown level acts as a limitation for the speed set point in the ahead,
and astern directions.
The main limiting setting is the torque limit and is used to prevent any
overload such as may be encountered in bad weather from affecting the engine
performance.

Illustration 2.1.5a Oil Mist Detector Control Panel
ALARM FAULT ISOLATE
FAULT DETECTOR
TEST
DETECTOR ISOLATE
COMMS ENGINE
FAULT ISOLATE
POWER SYSTEM SHUTDOWN

ON FAULT ISOLATE
MAIN MAIN 1 2 3 4 5
ACCEPT
DISPLAY MENU
ENGINE
RESET HOLD TEST 6 7 8 9 10
DISPLAY
ENGINE 1 ALARM ENGINE 2 ALARM ENGINE 3 ALARM ENGINE 4 ALARM ENGINE 5 ALARM ENGINE 6 ALARM ENGINE 7 ALARM ENGINE 8 ALARM
ENGINE 1 FAULT ENGINE 2 FAULT ENGINE 3 FAULT ENGINE 4 FAULT ENGINE 5 FAULT ENGINE 6 FAULT ENGINE 7 FAULT ENGINE 8 FAULT
ENGINE 1 ISOLATE ENGINE 2 ISOLATE ENGINE 3 ISOLATE ENGINE 4 ISOLATE ENGINE 5 ISOLATE ENGINE 6 ISOLATE ENGINE 7 ISOLATE ENGINE 8 ISOLATE

2.1.5 Main Engine Oil Mist Detector As all of the detectors work independently, the loss of one by failure or the Controls and Cursors
need to clean the detector does not affect the operation of the rest of the system.
The various controls and their respective functions are as follows:
Manufacturer: Kidde-Graviner Individual sensors can be isolated for maintenance while the remainder fully
Model: Graviner Mk 6 operate. Modular construction of the system means that a faulty detector can
a) Pressing the ACCEPT key resets the main alarm display, and
be replaced in a matter of minutes.
No. of sets: 1 silences the internal audible alarm. The display will then enter
Scanning rate: 1.2 secs for up to 64 detectors the individual main engine display for the engine in alarm.
It is essential that the oil mist detector system is maintained in a full and
Alarm ranges: Average 0.3mg/l ~ 1.3mg/l effective operating condition, and that any alarms are acted upon immediately,
b) Pressing the RESET key will reset all alarms and faults and
Deviation 0.05mg/l ~ 0.5mg/l as it provides an essential safeguard against a crankcase explosion. An
returns the system to normal.
activation of the oil mist detector automatically initiates an engine slowdown.
Introduction c) Pressing the MAIN DISPLAY key will return the display to this
The duty engineer should test the functioning of the mist detector unit each
page from anywhere in the software.
When an engine is running, the air in the crankcase contains the same types of day. Testing of the unit takes place at the control panel, but each detector head
gas as the ambient air, but there is also a heavy shower of coarse oil droplets is fitted with indicator LEDs and checks must be made daily to ensure that
these are functioning. If a detector head fails or transmits an abnormal signal d) The ENGINE DISPLAY key calls up the individual engine
that are thrown around the inside of the crankcase. If abnormal friction occurs cylinder readings and average. It also displays the deviation and
between the sliding surfaces, or if heat is transmitted to the crankcase from a an alarm will be activated.
average alarm settings. With the multi-engine system the cursor
scavenge air fire or through the intermediate bottom (for example), ‘hot spots’ keys allow each engine system to be displayed in turn.
can occur on the heated surfaces which will cause the oil droplets falling on Control Unit
them to evaporate. When the vapour condenses again, countless minute droplets e) Pressing the HOLD key will hold the display for 15 seconds.
are formed which are suspended in the air, so a ‘milky-white oil mist’ develops The control unit comprises a liquid crystal display that constantly shows
which is capable of feeding and propagating a flame if ignition occurs. The the average oil mist density reading for the main engine along with both the f) Pressing the MAIN MENU key allows access to the USER,
ignition can be caused by the same ‘hot spot’ which caused the oil mist. average and deviation alarm values. When used in a multi-engine system it ENGINEER and SERVICE menus. The display also allows a
enables the individual readings of each detector on an engine to be displayed fast return to the normal display from anywhere in the software,
If a large amount of oil mist has developed before ignition, the burning can on demand and automatically under alarm conditions. but if in a password protected area the RESET key must also be
cause a tremendous rise in pressure in the crankcase (explosion), which forces
pressed.
a momentary opening of the relief valves. In extreme cases when the entire All system controls and alarm displays/outputs are located on the control unit.
crankcase has filled with oil mist, the resulting explosion can blow off the To aid fault finding each detector is fitted with three indicator lamps. g) Pressing the TEST key enters the test menu at USER level
crankcase doors and set fire to the engine room. Similar explosions can also
• GREEN - Power on function only.
occur in the chain case and the scavenge air box.
• RED - Alarm The liquid crystal display (LCD) provides visual access to all the data required
Because of this it is vital that some means of early detection of an oil mist
• AMBER - Fault to operate the system. The MAIN DISPLAY and the ENGINE DISPLAY,
build-up is fitted. The oil mist detector does this, and constantly monitors the
the left hand vertical scale shows the oil mist density in mg/l. In addition the
oil mist density in the main engine crankcases using a light scatter optical
The software is menu-driven and provides a logical route to all functions. It has MAIN DISPLAY shows the average alarm settings.
sensing system with high sensitivity. This ensures that an alarm is raised before
an oil mist concentration can build-up to the lower explosion limit. Individual three operating levels.
On the ENGINE DISPLAY, both the deviation alarms and the average alarm
engine-mounted sensors electrically transmit the signals from each unit to a • USER - This level allows reading/interrogation only and does
settings are displayed. Under normal conditions the MAIN DISPLAY shows
control unit where each detector is checked in turn for the oil mist density not allow any adjustments to be made to the alarm settings or to
the average oil mist density and the average alarms settings. Also displayed are
value. The system also incorporates self-checks for any internal faults as part the system configuration.
the time, date and indication NORMAL.
of the detector readings.
• ENGINEER - This level is password protected and allows
access to the full range of settings and all functions except the The panel also incorporates eight engine alarm indicator sets that show the
The control unit which is located in the ECR, scans signals from the detector
resetting of the event log. When selected a prompt will request status of that engine, ie, ENGINE ALARM, ENGINE FAULT, and ENGINE
heads sequentially and all engine detector heads are scanned regularly every
the entry of a password. ISOLATE. The panel serves as a back-up to the main LCD display.
1.2 seconds. The average oil mist density is then calculated and stored and each
detector signal is then compared in turn with the stored average. A positive • SERVICE - This level allows access to all functions and is used
The main alarm indicators comprise indicators for all the individual alarm,
difference or deviation is then compared with a preset value, and if found to only by the manufacturer or their agents. It is also password
fault and isolate conditions and serves as a back-up indication in the unlikely
be greater it will initiate an alarm. The system has an alarm priority so that an protected, the password being different than the one used to
event of the loss of the main LCD display.
alarm condition at any detector head is responded to as soon as it occurs. access the ENGINEER function.

Illustration 2.1.5b Oil Mist Detector User Menu Tree 1

1 Engine Status Main Engine Status
Average Alarm Level = 1.3mg/l
MAIN MENU Main Engine
Maximum actual level = 0.2mg/l
1. User Engine 2
Slow down relay isolated : No
2. Engineer Engine 3
Engine Isolated : No
3. Service General fault : No
Select option using and or Number of Detectors = to
6 quit
Select option using and or
No Password 1 SYSTEM STATUS MENU

2 Detector Status Menu 1 Display Detector Level Display Detector Level
MAIN MENU: USER 1. Engine 1. Detector Level Main Engine Main Engine Actual Levels in mg/l
1. System Status 2. Detector 2. Detector Status Engine 2 Det 1 = 0.00
2. Test 3. Detector Faults Engine 3 Det 2 = 0.00
3. Event Log 4. Detector Offsets Det 3 = 0.01
Select option using and or Select with and or to quit Select with and or to quit to quit
2 TEST MENU
1 Alarm Relay Test 2 Detector Status Detector Status Detector Status
1. Alarm Relay 5. Backup Alarm Main Engine Det 1
2. Fault Relay 6. Optics Test Alarm Relay ? Main Engine Main Engine Det 1 Peak Level : 0.16mg/l
3. System Test 7. Detector Alarm DISABLE ENABLE Main Engine Det 2 Dev. Alarm Level : 0.30mg/l
4. LED/LCD Test Isolation : No
Select option using and or Select with and or to quit Select with and or to quit Select with and or Comms : No Faults
to quit to quit
3 EVENT LOG MENU

2 Fault Relay Test 3 Detector Fault Status Detector Status Detector Status
1. List all Events Main Engine Det 1
2. List by Event Main Engine Main Engine Det 1 Fan Fault : No Fault
Test Alarm Relay ?
3. List from Date Engine 2 Engine 2 Det 2 Led Fault : No Fault
DISABLE ENABLE
Engine 3 Engine 3 Det 3 Detector CPU Fault : No Fault
Select option using and or Address Fault : No Fault
Select with and or to quit Select with and or to quit Select with and or to quit to quit
3 Test Menu 4 Detector Offsets Detector Offsets
Main processor power on Main Engine Det 1 Offset = 0.08mg/l

Main Engine Main Engine Det 2 Offset = 0.07mg/l
Select with and or to quit Use or to quit
4 LCD and LED test

1 Event Log Menu
5
Event 128 of 128 Oil Mist Detector Mk6
PANEL RESET Version: P57100-1
14:10 20/10/2007 Back-up alarm test active ...
Test the Buzzer
Select with and or to quit
2 Event Log Menu List by Event

6
AVERAGE ALARMS Event 1 to 7
DEVIATION ALARMS AVERAGE ALARM Eng. 1 Testing Optics
DETECTOR FAULTS 08:10 20/10/2006
COMMS FAULTS Please Wait
Select with and or to quit Select with and or to quit
3 Event Log Menu List from Time/Date

7 Detector Alarm Test Detector Alarm Test
Enter time __:___ (24 hour:minutes) Event 1 of 89 Main Engine Main Engine Det.1 TEST OFF
Enter Date __/__/__ (day/month/year) COMMS. FAULT Eng. 1 Det. 1
10:10 01/10/2002
Enter time/date enter to quit Scroll with or to quit Select option using and or Select option using and or to quit

The following keypad cursors allow movement around the LCD screen and User Menu The ENGINEER menu consists of six further sub-menus, namely:
access to the various sub-menus.
1. Configure System
By using the cursor keys, the following sub-menus can be accessed. From the
DOWN, UP, LEFT, RIGHT, QUIT PAGE ( ) and ENTER ( ). MAIN MENU screen select 1. USER - no password is required. This will give 2. System Status
MAIN MENU: USER. The USER menu requires no password to access the 3. Isolate
various levels. The menu logic follows the following paths:
Setting the Detector Address 4. Test
The USER menu consists of three sub-menus, namely: 5. Event Log
The correct operation of the system depends on all of the detector heads being
correctly addressed and this is carried out after the installation of the system. 1. System Status 6. Cancel Password
2. Test
Selecting No.1, CONFIGURE will give eight further sub-menus, namely:
Note: If detector heads are removed for overhaul they must be returned to 3. Event Log
their original positions or re-addressed. 1. Set Engine/Detector
Selecting 1. System Status will give two further sub-menus, namely: 2. Set Engine Name
The procedure for setting the address is as follows:
1. Engine 3. Alarm Levels
a) Remove the temporary adhesive label covering the access port 2. Detector 4. Set Time and Date
to the address switches.
5. Set Password
Selecting 2. Test will give seven further sub-menus, namely:
b) Using a screwdriver, set the TENS number on the left-hand 6. Detector Offsets
1. Alarm Relay
switch, and the UNITS number on the right-hand switch.
7. Clr Max Average
2. Fault Relay
The detector addresses are sequential, and in a multi-engine system run in 8. Clr Peak and Average
3. System Test
sequence from engine to engine. If the last detector head on the first engine is
09 then the first detector head on the second engine must be 10. 4. LED/LCD Test Selecting No.2, SYSTEM STATUS will give three sub-menus, namely:
5. Back-up Alarm 1. Engine
Setting the Password 6. Optics 2. Detector
7. Detector Alarm 3. Status
The password is set during the commissioning of the system, but in the
unfortunate event that it requires to be changed the procedure is outlined below. Selecting 3. Event Log will give three further sub-menus, namely: Selecting No.3, ISOLATE will give three further sub-menus, namely:
The system is supplied with a default password, and this will always remain
active in an emergency. 1. List All Events 1. Engine
2. List By Event 2. Detector
a) Press the MAIN MENU button, then select ENGINEER.
3. List From Date 3. Relay
b) Enter the default password 0, 1, 2, 3, 4, 5, then select 1,
Each of the above sub-menus lead on to further sub-menus being accessed Selecting No.4, TEST will give eight further sub-menus, namely:
CONFIGURE SYSTEM.
by the requisite selection key. The final sub-menu in each branch has the TO
1. Alarm Relay
QUIT selection key only.
c) In the SET PASSWORD MENU, select SET ENGINEER
2. Fault Relay
PASSWORD.
Engineer Menu 3. System Test
d) Enter the new password (minimum 2 digits, maximum 6 digits), 4. LED/LCD Test
and press ENTER. Enter the new password a second time to From the MAIN MENU select 2. ENGINEER - this will require the password
confirm, and again press ENTER. to be entered in order to proceed further. This will give MAIN MENU: 5. Back-up Alarm
ENGINEER. 6. Optics
7. Detector Alarm
8. Slowdown Relay

Illustration 2.1.5c Oil Mist Detector User Menu Tree 2

1
MAIN MENU Set Engine/Det. config. Set Engine/Det. config. Set Engine/Det. config.
1. User Number of Engines? Main Engine
2. Engineer Engine 2 Number of Detectors on engine 1 = ____?
3. Service Engine 3
Select option using and or Select with and or to quit Select with and or to quit to select or to quit
MAIN MENU
2
Engine Description Engine Description
1. User Enter Password
2. Engineer > Main Engine Prog. Main Engine descr. main engine
3. Service Engine Description ____________
Select option using and or Select with and or to quit Enter name using and or to quit
Password
MAIN MENU: ENGINEER 1 CONFIGURATION MENU
3 Set Alarm Levels
1 Set Engine Average Alarms
1. Configure System 5. Event Log 1. Set Engine/Det 5. Set Password Main Engine Level 0.50
2. System Status 6. Cancel Password 2. Set Engine Name 6. Detector Offsets 1. Set Average Alarm Engine 2 Level 0.50
3. Isolate 3. Alarm Levels 7. Clr Max Average 2. Set Deviation Alarm Engine 3 Level 0.50
4. Test 4. Set Time & Date 8. Clr Peak and Avg Engine 4 Level 0.50
Select option using and or Select option using and or Select option using and or Select option using and or
2 SYSTEM STATUS MENU 4 2 Set Detector Deviation Alarms Set Detector Deviation Alarms
Time: HH:MM AM DDD DD MMM YYYY Main Engine
1. Engine
Set Time: HH:MM (hours:minutes) Engine 2 Main Engine Det. 1 Level 0.30mg/l
2. Detector To Illustration 2.1.5d
Time Style AM PM 24 hr Engine 3 Main Engine Det. 2 Level 0.30mg/l
3. Status
Set Date DD/MM/YY (day/month/year)
Select option using and or Select with and or to quit Select with and or to quit Select with and or to quit
3 ISOLATE MENU 5 Set Passwords Set Passwords Set Passwords

Enter New Password
1. Engine
1. Set Engineer Password Enter New Password >
2. Detector To Illustration 2.1.5d
> Confirm New Password
3. Relay
>
Select option using and or Select option using and or to quit to select or to quit to select or to quit
4 TEST MENU 6 Clear Air Offsets Detector’s Offset Menu

1. Alarm Relay 5. Backup Alarm
2. Fault Relay 6. Optics 1. Clear Air Offsets - Zero Detector Enter engine number? __
3. System Test 7. Detector Alarm
TTo Illustration 2.1.5e
Enter detector number? __
4. LED/LCD Test 8. Slowdown Relay
Select option using and or Select option using and or Select with and or to quit
5 EVENT LOG MENU 7 Clear Engine Maximum Actual Average

1. List all Events Main Engine
2. List by Event Engine 2 Main Engine Clear No Yes
3. List from Date
To Illustration 2.1.5e Engine 3
4. Download to pc Engine 4
Select option using and or Select option using and or Select with and or to quit
6 CANCEL PASSWORDS 8 Clear Peak and Average Level Menu
Returns to Clear peak and average levels? No/Yes
Are you sure? No/Yes

Select option using and or Select option using and or

Selecting No.5. EVENT LOG will give four further sub-menus, namely: c) Select the required (main) engine and press ENTER. Slowdown Relay Isolation
1. List All Events d) The display will show the engine selected with the words DE-
ISOLATED ~ ISOLATED beside it. CAUTION
2. List By Event Testing the Slowdown Relay with the engine running WILL cause the
e) Select ISOLATE and press ENTER. engine stop/slowdown function to operate.
3. List From Date
4. Download to PC f) The display will revert to showing the configured engines, but It is possible to isolate the slowdown relay on the engine to effect any necessary
the selected engine will now have ISOLATED flashing next to repairs. The following outlines the procedure.
Selecting No.6. CANCEL PASSWORD will give one sub-menu, namely: it.
1. Returns To a) Access the MAIN MENU and select ENGINEER.
g) The three lights ISOLATE, DETECTOR ISOLATE and ENGINE
Each of the above sub-menus lead on to further sub-menus as seen in the ISOLATE will all come on. b) Press key No.3, ISOLATE and select No.3, RELAY. Press the
USER menu. A more detailed listing of the various sub-menus is given in the ENTER key and the display will show the number of engines
illustrations. To de-isolate, repeat the above steps until reaching step (d) DE-ISOLATED ~ with the word DE-ISOLATED beside each one.
ISOLATED beside the selected engine. Select DE-ISOLATED will return the
engine detectors to normal operation. c) Select the required engine and press ENTER.
Action in the Event of an Alarm
d) The display will show the engine selected with the words DE-
The system prioritises alarms and faults by having the following hierarchy: Detector Isolation
ISOLATED ~ ISOLATED beside it.
• Alarm - Highest priority It is possible to isolate one detector on the engine to effect any necessary
repairs. The following outlines the procedure. e) Select ISOLATE and press ENTER.
• Comms Fault - 2nd highest priority
• Sensor Fault - 3rd highest priority a) Access MAIN MENU and select ENGINEER. f) The display will show ENGINE 1 with the word ISOLATED
flashing next to it.
• System Fault - 4th highest priority b) Press key 3. ISOLATE and select 1. ENGINE. Press the ‘Enter’
key and the display will show the number of engines with the g) The SHUTDOWN ISOLATE light and the ENGINE ISOLATE
A deviation or average alarm will automatically initiate a main engine word DE-ISOLATED beside each one. will come on.
slowdown. The information on the display should be noted, and the fault
fully investigated and rectified before resetting the system. All of the events c) Select the required detector and press ‘Enter’. To return the relay to normal operation, press the ENTER key whilst the
(alarm, deviation, fault etc) are also stored in the alarm/fault queue in order of
display shows the engine number and the word ISOLATED is flashing. The
occurrence and can be viewed by the operator by scrolling through the queue d) The display will show the detector selected with the words DE- display will show ENGINE 1 DE-ISOLATION ISOLATE. Press ‘Enter’ and
using the cursor keys.
ISOLATED ~ ISOLATED beside it. the display will show ENGINE 1 DE-ISOLATED and the two lights will go
out. Press the MAIN DISPLAY button to return to the NORMAL display.
Once an event is active it is displayed on the LCD screen. To clear the display
e) Select ISOLATE and press ‘Enter’.
press the ACCEPT key. Once this is pressed the display shows the ENGINE
AVERAGES display.
f) The display will revert to showing the configured detectors, but
Test Menu
the selected detector will now have ISOLATED flashing next to
it. The TEST MENU is accessed by pressing the TEST key. The TEST MENU
Engine, Detector and Slowdown Relay Isolation has eight options appear.
g) The three lights ISOLATE, DETECTOR ISOLATE and ENGINE 1. Alarm Relay - checks the correct operation of the alarm relay.
Engine Isolation ISOLATE will all come on.
2. Fault Relay - checks the correct operation of the fault relay.
It is possible to isolate all of the detectors on the engine to effect any necessary
repairs. The following outlines the procedure. To de-isolate, repeat the above steps until reaching step (d) DE-ISOLATED ~ 3. System Test - checks the correct operation of the system
ISOLATED beside the selected detector. Select DE-ISOLATED will return the software.
a) Access the MAIN MENU and select ENGINEER. detector to normal operation. 4. LED/LCD - checks the screen, lights and internal audible
alarm.
b) Press key No.3. ISOLATE and select No.1 ENGINE. Press the To return to the normal menu press the QUIT PAGE key once, then the MAIN
DISPLAY key. 5. Back-up Alarm - checks the back-up alarm connection for each
ENTER key and the display will show the number of engines
detector by sounding the audible alarm.
with the word DE-ISOLATED beside each one.
6. Optics - Checks the output from the detector light array.

Illustration 2.1.5d Oil Mist Detector User Menu Tree 3
From Illustration 2.1.5c
1 Main Engine Status 1

Engine Status Display Detector Level Display Detector Level
Average Alarm Level = 1.3mg/l
Main Engine Main Engine Main Engine Actual Levels in mg/l
Maximum actual level = 0.2mg/l
Engine 2 Engine 2 Det 1 = 0.00
Slow down relay isolated : No
Engine 3 Engine 3 Det 2 = 0.00
Engine Isolated : No
General fault : No Det 3 = 0.01
1 Select option using and or Number of Detectors = 6 Select with and or to quit to quit
CONFIGURATION MENU to quit
1. Set Engine/Det 5. Set Password
2. Set Engine Name 6. Detector Offsets To Illustration
3. Alarm Levels 7. Clr Max Average 2.1.5c
4. Set Time & Date 8. Clr Peak and Avg 2
Detector Status Menu 2 Detector Status Detector Status Detector Status
1. Detector Level Main Engine Det 1
2. Detector Status Main Engine Main Engine Det 1 Peak Level : 0.16mg/l
3. Detector Faults Main Engine Det 2 Dev. Alarm Level : 0.30mg/l
4. Detector Offsets Isolation : No
Select with and or to quit Select with and or Comms : No Faults
2 Select with and or to quit to quit to quit
SYSTEM STATUS MENU
1. Engine
2. Detector
3. Status
3 Erase Config Data Erase Configuration Data
3 Detector Fault Status Detector Status Detector Status
Main Engine Det 1
Erase CFE Data? NO YES Main Engine Main Engine Det 1 Fan Fault : No Fault
1. Erase Configuration Are you sure? NO YES Engine 2 Engine 2 Det 2 Led Fault : No Fault
Engine 3 Engine 3 Det 3 Detector CPU Fault : No Fault
Select option using and or Select with and or Address Fault : No Fault
3 to quit Select with and or to quit Select with and or to quit to quit
ISOLATE MENU
1. Engine
2. Detector
3. Relay
4 Detector Offsets Detector Offsets
Main Engine Det 1 Offset = 0.08mg/l

Main Engine Main Engine Det 2 Offset = 0.07mg/l
4 1 Engine Isolation Select with and or to quit Use or to quit

TEST MENU
2. Fault Relay 6. Optics Main Engine DE-ISOLATED Main Engine DE-ISOLATION ISOLATE
3. System Test 7. Detector Alarm
4. LED/LCD Test 8. Slowdown Relay To Illustration
Select option using and or 2.1.5e Select option using and or Select option using and or
5 2 Detector Isolation Detector Isolation Detector Isolation

EVENT LOG MENU
1. List all Events
2. List by Event Main Engine Main Engine Det 1 DE-ISOLATED Main Engine Det 1 DE-ISO ISO
3. List from Date
4. Download to pc To Illustration
Select option using and or Select option using and or Select option using and or
Select option using and or 2.1.5e
6 3 Isolate Engine Relay Isolate Engine Relay

CANCEL PASSWORDS
Returns to Main Engine DE-ISOLATED Main Engine DE-ISOLATION ISOLATE
Select option using and or Select option using and or Select option using and or

7. Detector alarm - simulates a deviation alarm without operating
the slowdown relay.
8. Slowdown Relay - checks the correct operation of the slowdown
relay. This test is only available in the password protected screen
as the test will activate the engine slowdown should the engine
be running.
Routine Maintenance
The following routine maintenance should be carried out in conjunction with

the manufacturer’s recommendations.
Every 6 Months
• Check that all glands on the control unit are tight and undamaged
to prevent any ingress of oil and moisture.
• Check the control unit door sealing strip for damage.
• Check the junction box for gland and screw tightness.
• Check all cables for security and damage.
• Check the detector heads for tightness and cable security.
Detector Head Replacement.
WARNING
Do not remove the detector base from the crankcase whilst the engine is
in operation. This operation should be carried out whilst the engine is
stopped to avoid the possibility of oil coming out of the base fixing hole.

Illustration 2.1.5e Oil Mist Detector User Menu Tree 4 1 Alarm Relay Test
From Illustration 2.1.5d Test Alarm Relay ?

DISABLE ENABLE

1 CONFIGURATION MENU
1. Set Engine/Det 5. Set Password
2. Set Engine Name 6. Detector Offsets
3. Alarm Levels 7. Clr Max Average
4. Set Time & Date 8. Clr Peak and Avg To Illustration 2 Fault Relay Test
Select option using and or 2.1.5c
Test Alarm Relay ?
DISABLE ENABLE

2 SYSTEM STATUS MENU
1. Engine
2. Detector
3. Status To Illustration 3 Test Menu
Select option using and or 2.1.5d
Main processor power on
3 ISOLATE MENU
1. Engine
2. Detector 1 Event Log Menu
3. Relay To Illustration Event 128 of 128 4 LCD and LED test
Select option using and or 2.1.5d PANEL RESET
14:10 20/10/2007
Oil Mist Detector Mk6
Version: P57100-1
4 Test the Buzzer

TEST MENU
2. Fault Relay 6. Optics
3. System Test 7. Detector Alarm 2 Event Log Menu List by Event
4. LED/LCD Test 8. Slowdown Relay AVERAGE ALARMS Event 1 to 7 5
Select option using and or DEVIATION ALARMS AVERAGE ALARM Eng. 1
DETECTOR FAULTS 08:10 20/10/2006
COMMS FAULTS
Back-up alarm test active ...
Select with and or to quit Select with and or to quit
5 EVENT LOG MENU

1. List all Events
2. List by Event
3. List from Date
3 Event Log Menu List from Time/Date
4. Download to pc 6 Detector Optic Test
Select option using and or Enter time __:___ (24 hour:minutes) Event 1 of 89
Enter Date __/__/__ (day/month/year) COMMS. FAULT Eng. 1 Det. 1
Enable or disable option ?
10:10 01/10/2002
DISABLE ENABLE
Enter time/date enter to quit Scroll with or to quit
6 CANCEL PASSWORDS
Returns to
4 Download to PC Download to PC
7 Detector Alarm Test Detector Alarm Test
Select option using and or There are 256 events to send Download event log to PC...
to quit Main Engine Main Engine Det.1 TEST OFF
Sending event xxx
Enter time/date enter to quit
Select option using and or Select option using and or to quit
8 Relay Test Menu Relay Test Menu
Main Engine TEST OFF Main Engine DE-ACTIVATE ACTIVATE
Select option using and or Select option using and or

Illustration 2.1.6a Main Engine Shaft Clutch Hydraulic Circuit Diagram

Upper Deck
PSZH
205
Key
Propeller Shaft Clutch )
Lubricating Oil
C )( Throttle Hydraulic Oil
Storage Tank OL132F
LI (3.0m3)
Hand Pump
D 4th Deck (S)
A B
PI
Oil Sump Tank 403
Measuring Connection Measuring Connection
A
Disengaging Clutch Pressure Control A B B
PTI
1 3 1 3
B 200 a b a b
2 P T 4 2 4
) ) Engaging Clutch
PTAL PSZL PI
200 202 402
Y1 Y3
Measuring
Connection
Brake PSL PSH
201 203
150
Main Engine 32 bar

Turning Gear
A B
1 3
a b
PDSAH 2 P 4
204
Y2
)
Clutch Housing C
PI
Coupling Lubrication 401 3 bar
50 TEI TEAH
100 100
TI
400
)( )(
Oil Sump OL131F(S)
OL133F(P)
M M
To No.1 Lubricating 35 bar 35 bar

HP Pump HP Pump
Oil Transfer Pump LSAL 50 40 50 40
306
OL130F(S)
OL134F(P)
Oil Sump Tank

2.1.6 Main Engine Shaft Clutch and Brake equipped with fixed pitch propellers the idle propeller can freely Hydraulic System
rotate in the wake stream, causing less drag.
Each main engine clutch is equipped with a self-contained hydraulic oil supply
Shaft Clutch • The engine to be turned on the turning gear during maintenance, system which is located next to the clutch. The details of this system are as
without worry of fouling ropes etc, or conflicting with work on shown in illustration 2.1.6a and is used to provide oil for:
Manufacturer: Renk
the propeller and tail shaft.
Type: PSC-225 • The engagement/disengagement of the clutch.
• Maintenance work or repairs to be safely carried out on one
Number of sets: 2 • The lubrication of the bearings in the clutch.
engine whilst the vessel is steaming on the other engine.
Transmitted power: 16,550kW (maximum) • The lubrication of the clutch teeth.
Nominal torque: 1,817kNm The purpose of the disc brake is to hold the propeller shaft during clutch
• The cooling of the clutch parts.
Speed: 87.0 rpm switching operations.
Max propeller thrust: 2,600kN/520kN (clutch in/clutch out) The system is equipped with an oil reservoir, two electrically-driven hydraulic
Note: The brake is a restraining brake used for holding the shaft when oil supply pumps that are mounted on the oil reservoir and a double filter unit.
Admissible speed: 0 rpm (clutch in) and 25.0 rpm (clutch out) during
stopped. It is not for STOPPING the shaft. A pressure relief valve has also been fitted, and this protects the hydraulic
operation
system against over-pressure with the excess oil returning to the oil sump.
Oil Supply Unit Propeller Shaft Clutch Only one supply pump is normally required to be in operation with the second
Manufacturer: Wesselmann switched to standby. The standby pump will be started automatically when a
The engine drive is transmitted in the clutch via two toothed hubs, one pressure switch is activated by low pressure in the hydraulic oil system. The
Tank capacity: 1,900 litres pumps are started and selected for duty locally or from the ECR via the IAS.
connected to the engine drive shaft and one connected to the propeller. An
Oil pump manufacturer: Leistritz external toothed sleeve slides over both hubs to complete the drive train when
No of sets: 2 pumps per clutch the clutch is engaged; the engine and the propeller are positively connected via Emergency Operation
Type: Submerged screw pumps the gear teeth. The wedge-shaped design of the teeth provides for a virtually
backlash-free coupling. When the clutch is disengaged the sleeve is engaged In the event of a failure in the oil supply, the lubrication and the hydraulic
Model: L3MF-60/96-IFOKS-W pressure to retain the clutch in the engaged or disengaged position will be lost.
only with one toothed hub. The clutch is shown in the engaged and disengaged
Capacity: 257 litre/minute As a back-up, safety bolts have been provided to jack the external sleeve of
positions in illustration 2.1.6b.
Motor: ABB, 1,761 rpm, 60Hz, 25.3kW, 440V the clutch into the engaged position. When the clutch has been engaged the
Filter type: DU251.34210.25G.30.E.P.-.FS.8.-.AE40.33848.M The external sleeve is moved axially by hydraulic action to engage and bolts are left in position to hold the sleeve in place. Reference must be made
disengage the clutch. Part of the external sleeve forms a cylinder with an to the manufacturer’s instruction manual before the emergency operation of
Filter capacity: 260 litre/minute, 25μm
internal ring located in the cylinder and keyed to the shaft, forming a stationary the clutch.
Shaft Brake piston within the cylinder. When hydraulic oil pressure is applied to one side
of the piston, the sleeve is forced along the shaft so engaging the clutch. When CAUTION
Manufacturer: Dellner AB
hydraulic oil is applied to the other side of the piston the sleeve is forced back The bearings and gear teeth can be damaged during emergency operation
Model: SKD 4 x 125 along the shaft and the clutch is disengaged. The hydraulic pressure acting on due to insufficient lubrication. Because of this the clutch should only be
Type: Hydraulically activated, spring release disc brake the piston maintains the axial position of the sleeve, and hence the engaged or operated in the emergency mode for the least time possible.
Number of sets: 2 disengaged state of the clutch.
Braking force: 404.2kN CAUTION
CAUTION
Handpump: PMS 31-20 Avoid emergency operation with the propeller shaft clutch disengaged.
The clutch must only be engaged when the engine is stopped, the turning
Hydraulic pressure: 200 bar (maximum)
gear is engaged and the shaft brake is applied. The clutch must only be
Test pressure: 280 bar disengaged if the propeller shaft speed is less than 6 rpm and the torque Propeller Shaft Clutch Operation System (PSCOS)
load less than 10% of the nominal torque.
The Propeller Shaft Clutch Operation Panels (PSCOP) are local control panels
Introduction During normal operating conditions the clutch must also transmit the propeller installed near the port and starboard clutch arrangements. The operation of
thrust to the engine thrust block. Two axial thrust bearings are located inside clutch engagement and disengagement is carried out by the PSCOP local side,
The main engine shaft clutch and brakes are located between the engine’s each clutch and these are used to transmit the propeller thrust, one for ahead and not remotely by the IAS. This is because of the extreme importance of
thrust blocks and the stern tubes with the brake being located aft of the clutch. engine operation and one for astern. In addition, the axial thrust bearings will the operation and its rare operational usage. However, indications and alarm
The purpose of the clutch is to disengage the engine drive from the propeller transmit any thrust caused by propeller drag when the engine is stopped and the status are repeated on the IAS in order to be displayed on the corresponding
which will allow: clutch is disengaged. Such propeller thrust may be caused when one engine is IAS graphics.
• The vessel to steam economically on one main engine, using stopped and the vessel is under way, propelled by the other engine.
less fuel than when operating on two engines. As the vessel is

Illustration 2.1.6b Main Engine Shaft Clutch
Hub with External Teeth
Radial
Bearing
Clutch Disengaged
Flange
Shaft
Axial
Bearing
Rotary Union -
Radial
Hydraulic System
Bearing
Axial
Bearing Hollow
Shaft
Core
Shaft
Clutch Engaged Flange
Sleeve with Internal

Teeth and Cylinder
Flange
Shaft

Control System a) Check that power is available to the control unit and hydraulic
Alarm, Trips, and Cut-In Settings power pack and turn the solenoid valve key switch to the ON
The engaging/disengaging process is controlled by solenoid operated valves Function Description Value
which control the flow of hydraulic oil to the clutch operating cylinder. The position.
operating system is controlled and monitored by a local control panel located Shut down Oil pressure low 1.0kg/cm2
on a bulkhead near to the clutch and a local starter panel has also been provided Shut down Clutch not fully engaged b) Check that all instrument and gauge root valves are open.
for each hydraulic pump. Shut down Brake system hydraulic oil pressure >0
c) Ensure that the shaft clutch is completely disengaged.
Alarm Clutch not fully disengaged
The clutch control panel is as shown in illustration 2.1.7c and includes the Alarm Oil pressure low 2.0kg/cm2
following functions: d) Check the level in the hydraulic oil reservoir and replenish as
Alarm Oil temperature high 60°C required.
• Engage and disengage pushbuttons Alarm Oil filter differential pressure high 2.5kg/cm2
• Non-pressurise pushbutton Alarm Oil reservoir level low e) Start one of the hydraulic pumps and set the idle pump to stand-
Standby pump start 1.5kg/cm2 by through the IAS.
• Lamp test and buzzer off pushbuttons
• Solenoid on/off key switch Main engine released to start 2.5kg/cm2
f) Check that the main engine turning gear is engaged.
The panel also has the following alarm and indicator lights: Shaft Brake g) Apply the propeller shaft brake then refer to the operating
• Power available procedure detailed below.
The propeller shaft brake is a disc type and is located aft of the propeller shaft
• Gear aligned clutch. The purpose of the brake is to hold the propeller shaft during clutch h) Activate the clutch control system by pulling the plug (attached
• Pressure/non-pressure pushbutton activated switching operations. The brake consists of two brake housings; each housing to cable) out of the socket in the terminal box and inserting it
is equipped with two operating cylinders. Each housing has one brake pad into the socket on the clutch. This is required for monitoring the
• Ready for engagement tooth alignment.
fitted, which is forced tangentially against the brake disc by pistons acting in
• Engaged the cylinders. The tangential braking force is transmitted directly from the brake
pads to the housing, which means that the brake pistons not are subject to any i) Bring the clutch into the switching position by turning the
• Moving
radial force. The housings are also equipped with two retracting springs, which engine shaft with the engine turning gear. When the clutch parts
• Ready for disengagement pull the brake pads back to release the brake. Brake pad wear is automatically are aligned, the control panel will indicate GEAR ALIGNED.
• Disengaged compensated for through an increased stroke by the pistons. If all of the prerequisites have been met, the READY FOR
ENGAGEMENT lamp will illuminate.
• Oil temperature high
CAUTION
• Oil pressure low The brake is designed as a holding brake only. It must not be used for j) Engage the clutch by pressing the ENGAGE pushbutton.
• Oil filter differential pressure high dynamic braking, ie, bringing the shaft to a standstill. This can cause
overheating and damage to the brake parts. k) Confirm that the clutch has fully engaged via the ENGAGED
• Oil level low indicator lamp on the control panel.
• Engaged fail Hydraulic pressure is applied to the operating cylinders by a hand operated
pump. The hydraulic supply unit also incorporates a small oil reservoir, l) The engine turning gear can now be disengaged as required.
• Disengaged fail
pressure release valve. The brake is released by opening the release valve,
• No.1 pump running allowing the retracting springs to force the pads clear of the disc. The oil is m) Pull the plug out of the socket on the clutch and insert it into the
displaced back to the reservoir. The hydraulic system is also equipped with a socket in the terminal box.
• No.2 pump running
pressure switch and pressure gauge. Pressure in the hydraulic system closes
the switch, indicating that the shaft brake is applied. The pressure switch is n) Verify that the engine control system indicates that the clutch is
Alarm and Monitoring System connected to the engine safety system which will shut down the engine when fully engaged then release the shaft brake.
The clutch operating system is equipped with an alarm system, which reports the switch is closed.
via the engine control system and the IAS. The engine shutdown functions The engagement process is now completed.
(oil pressure low and brake ‘on’) are connected directly and only to the engine
safety system. The alarms and shutdowns include:
Procedure to Engage the Shaft Clutch
The procedure detailed below assumes that the vessel is stopped and the main
engine is shut down with the starting system blocked.

Illustration 2.1.6c Clutch Local Control Panel
CLUTCH LOCAL
CONTROL PANEL
BUZZER
PRESS. READY
GEAR READY FOR
POWER NON-PRESS ENGAGED MOVING FOR DIS- DISENGAGED SPARE
ALIGNED ENGAGEMENT
P.B ENGAGEMENT
OIL TEMP OIL OIL OIL LEVEL ENGAGED DISENGAGED No.1 PUMP No.2 PUMP
PRESSURE SPARE
LOW FILTER D.P LOW FAIL FAIL RUNNING RUNNING
LOW
ENGAGE DISENGAGE NON PRESS
LAMP TEST BUZZER STOP S/V

OFF ON
BEFORE ENGAGING CLUTCH :
CHECK CLUTCH LOCAL SIDE STATUS FIRST

GEAR SHOULD BE ALIGNED
HAND BRAKE SHOULD BE LOCKED

Procedure to Disengage the Shaft Clutch g) Verify that the engine control system indicates that the brake is c) Increase the ships speed until the free wheeling propeller is
applied spinning at between 20 and 25 rpm. Maintain this speed for a
WARNING minimum of 20 minutes.
To avoid injury to personnel, it is not recommended to work on a main Procedure to Release the Propeller Shaft Brake d) After the above speed increase schedule has been completed,
engine with the clutch disengaged and the shaft free-wheeling. All
the vessel can proceed to full power (speed) on the in service
crankcase maintenance at sea must only be carried out with the clutch CAUTION engine.
disengaged and the shaft clamped to stop rotation.
The shaft brake should not be released until the shaft clutch is fully
engaged. WARNING
The procedure detailed below assumes that the main engine is shut down and
the engine starting is blocked. To avoid injury to personnel, it is not recommended to work on a main
a) Ensure that the propeller shaft clutch is fully engaged.
engine with the clutch disengaged and the shaft free-wheeling. All crankcase
CAUTION maintenance at sea must only be carried out with the clutch disengaged and
b) Check that the instrument and gauge root valves are open.
the SHAFT LOCKED.
The clutch must only be disengaged if the propeller shaft speed <6.0 rpm
and the torque load < 10% of the nominal torque. c) Depressurise the hydraulic system by opening the pressure
release valve on the oil reservoir. Clutch Disengaged and Shaft Locked
a) Start one of the hydraulic pumps if not already running and turn If it is intended to operate the vessel on one propeller shaft with the other one
the solenoid valve key switch to the ON position. d) Ensure a switching signal is received from the pressure switch de-clutched and ‘locked off’, then proceed as follows:
after the brake pads have cleared the brake disc.
b) If all of the prerequisites have been met the READY FOR a) With the vessel at a standstill and the main engines stopped,
DISENGAGEMENT lamp will be lit. e) Ensure that the hydraulic system is depressurised by checking rotate the propeller shaft of the engine to be taken out of service
the pressure gauge. using the turning gear.
c) Disengage the clutch by pressing the DISENGAGE button on
the local control panel. f) Verify that the engine control system indicates that the brake has b) If the main LO system on the out of service engine is to be shut
been released. down, realign the LO service system to the propeller shaft to
d) Verify that the MOVING indicator illuminates and that provide oil to the intermediate bearings.
the DISENGAGED indicator illuminates at the end of the g) Remove the lever from the hand pump and stow it in the
operation. support. c) Align the shaft locking clamp and secure in place.
The disengagement process is now completed. h) Check the level in the oil reservoir. Do not overfill. d) Disengage the shaft clutch in accordance with the procedure
already provided.
Procedure to Apply the Propeller Shaft Brake Operating Procedures With Clutch Disengaged
CAUTION
a) Check the level in the oil reservoir. Do not overfill. After the propeller shaft has been secured by the shaft locking device,
Clutch Disengaged and Shaft Freewheeling
the clutch must remain disengaged to prevent accidental damage to the
b) Check that the instrument and gauge root valves are open. The method for disengaging the clutch has already been provided but when engine and propulsion system.
operating on one shaft with the other one declutched and freewheeling, the
c) Check that the pressure release valve is closed. The valve is following procedure should be adopted:
located on the oil reservoir.
The free wheeling mode has to follow speed increase steps before reaching the
d) Fit the handle to the hand pump and pressurise the hydraulic maximum possible free wheel speed:
system by operating the pump.
a) If the main LO system on the out of service engine is to be
e) Ensure a switching signal is received from the pressure switch shut down, realign the LO service system to the free wheeling
before the brake pads touch with the brake disc. propeller shaft to provide oil to the intermediate bearings.
f) Increase the pressure in the hydraulic system to approximately b) With the operating shaft providing propulsion, restrict the ships
195 bar as indicated on the pressure gauge (maximum working speed to allow the free wheeling propeller to spin at between 10
pressure 200 bar). and 15 rpm for a minimum of 20 minutes.

Illustration 2.1.6d Port Shaft Clutch Hydraulic Oil System Screen Shot

2.1.7 Main Engine Top Bracing System
Illustration 2.1.7a Top Bracing Hydraulic Power Pack Control Panel
Manufacturer: MAN B&W
Model: HTBP300-50
Type: Hydraulic cylinder
Number of cylinders: 4 per engine HYDRAULIC TOP BRACING CONTROL BOX
Force/bracing: Axially 127kN horizontally + vertically 22kN
Hydraulic stations: 1 per engine POWER
ON
PUMP
1
PUMP
2
LOCAL ALARM
MOTOR
LOCAL ALARM
OIL LEVEL
Number of pumps: 2 per hydraulic pump station
Working pressure: Low 0.2MPa/High 1.7MPa
Maximum 2MPa
Pump capacity: 8 litres per minute at 2MPa
Introduction
The hydraulic bracing cylinders are installed between the engines and the ship’s
structure in order to de-tune the natural frequencies of the engine. If not de-
tuned the natural frequencies could cause the top of engines to vibrate during
normal running, leading to structural damage in extreme circumstances. Four PRESSURE PUMP
hydraulic cylinders are attached to the outboard side of each main engine, two HIGH LOW 1 AUTO 2
LOCAL LOCAL RESET
at number 1 cylinder and two at number 7 cylinder. The hydraulic cylinders are STOP START
located at the top platform level, and can accommodate differences in thermal
expansion and variations in the loading conditions of the vessel.
The hydraulic cylinders are single-acting units with an automatic return via
relief valves. The hydraulic oil is supplied to the cylinders at a pressure of 5 bar
from the pump station, with one pump station provided for each main engine.
The oil enters the cylinders via a non-return valve, and as the engine moves
away from the cylinder base the cylinder is filled. As the engine moves back
towards the cylinder base the non-return inlet valves close, and the pressure in
the cylinder rises. At a pressure of approximately 1.7MPa relief valves open,
which allows the oil to flow back to the pump station reservoir tank; this action
serves to dampen movement (vibration) at the engine top. The oil supply
system to the cylinders is equipped with pressure accumulators to ensure a MAN Diesel
Denmark
rapid supply to the cylinders, and to dampen pressure fluctuations in the supply
system during periods of heavy vibration. PUMP
1 AUTO 2
During normal service the hydraulic systems are automatically operated by the I
engine sub-telegraph systems. When ‘Finished With Engine’ is signalled the

hydraulic pumps are stopped, and solenoid valves in the cylinder relief valve O
blocks are activated. This unloads the hydraulic oil system, and the pressure
reduces from 1.7MPa (High mode) to approximately 200kPa (Low mode).
When ‘Standby’ is signalled the hydraulic pumps are started and the solenoid
valves in the relief valve blocks are deactivated.
The cylinders shift to ‘High mode,’ and the pressure in the cylinders will
increase to 500kPa at engine standstill, rising to 1.7MPa when the engines

are started. During normal operations the system pressure at the pump station In the event of the system pressure falling to 0.9 bar during Local Operation
gauges will be 500kPa. normal operation the control system will initiate the AUTO
sequence of pump operation. Before starting the main engines prepare the top bracing systems according to
Each pump station comprises of two pumps, a pressure control valve, and an oil the following procedure. The description refers to one engine, but is repeated
3. This mode selects No.2 pump during start-up, and a time delay
reservoir tank. The pumps are mounted on the tank, and the tank is equipped for the both engines.
allows the pump to build-up the pressure for 60 seconds. If the
with a sight glass and low level alarm float switch. The oil is discharged to
pressure has not reached 140kPa after the time delay period the
the cylinders via a filter, and a pressure switch is also located in the discharge a) Check the level in the hydraulic oil tank and replenish as
pump is stopped, and an alarm is initiated locally and in the
line. The pressure switch is connected to the control panel which controls the required.
ECR.
operation of the pumps according to the selected operating mode.
b) Ensure that all system, instrument and gauge root valves are
Each hydraulic cylinder is provided with two pressure relief valves which are Reset Button open.
mounted on the hydraulic cylinder. The relief valves set the working pressure The reset button resets the time delay relays for the AUTO mode, and turns off
in the system (1.7MPa or 200kPa), and are controlled by a solenoid valve. The the local and ECR alarms. c) Set the control panel main switch to the ON position, the power
solenoid valve is operated by the control system according to the engine sub- indication lamp should be illuminated.
telegraph commands as described above. The oil supply system is equipped
with two pressure accumulators. Local Starter Buttons
d) Set the pressure selector switch to the HIGH position and the
The local starter buttons are used to operate the selected pump for local pump selector switch to the required pump, either No.1 or
Each main engine system has a separate control panel which incorporates the operation. No.2.
following indicators and control functions:
• Main switch ON/OFF. Note: During local operation the top bracing system is considered inactive e) Start the pump and check that the cylinder pressure builds to
unless the pressure selector switch is set to high, ie, a working pressure of 500kPa.
• Indicator lamps for power on and pump operation.
5.0 bar.
• Reset button. f) Check the oil filter and the system for leaks.
• Local alarm indication lamp. Normal Operation When ‘Finished with Engine’ is signalled, stop the pumps and turn the main
• Local pump START/STOP buttons. switch to the off position.
During normal operation each system is operated automatically by the sub-
• Hydraulic pressure selector switch HIGH/LOW.
telegraphs as described above. Before ‘Standby’ is signalled the following
• Pump selector switch 1/AUTO/2. checks should be carried out:
Hydraulic Pressure Selector Switch a) Check the level in the hydraulic oil tank and replenish as
required.
This switch is used to select HIGH or LOW pressure in the cylinders by
activating or deactivating the solenoid valves on the relief valve blocks. The b) Ensure that all system, instrument and gauge root valves are
switch must be set to the high position when the engine is running. open.
Pump Selector Switch c) Set the control panel main switch to the ON position, the power
indication lamp should be illuminated.
The pump selector switch has three positions:
1. This mode is for emergency operation, and starts No.1 pump. d) Set the pressure selector switch to the HIGH position, and the
The pump will operate continuously to build-up the pressure in pump selector switch to the AUTO position.
the system; no alarms will be activated by the pressure switch.
2. (AUTO) No.1 pump is selected during start-up, and a time delay e) When ‘Standby’ is signalled check that the cylinder pressure
period allows the pump to build-up the pressure in the system. builds to 500kPa.
If the pressure has not reached 140kPa after 60 seconds No.2
pump is started. If the pressure has not reached 140kPa after f) Check the oil filter and the system for leaks.
a further 60 seconds No.2 pump is stopped, and an alarm is
activated locally and in the ECR. When ‘Finished with Engine’ is signalled, the system will revert to the low
mode and the pumps will be stopped. Check that the system pressure has
reduced to 200kPa.

2.1.8 Diesel Engine Emissions Monitoring System The manifold electrical enclosure contains the various switches and controllers Compliance Mode
required to operate the sampling tube heating system and termination valve
The data for Compliance Mode is obtained and recorded in line with the
Manufacturer: Martek Marine Ltd. solenoids. The various devices in the electrical enclosure are activated by the
requirements of the NOx Technical Code and the MEPC. (Guidelines for
Gas analyser type: MNX GA-10 control system, and by heat sensors which are attached to the sampling tubes.
on-board verification using Direct Measurement and Monitoring Method).
Allowable NOx limits: 17.0 & 12.1 g/kWh (main engine/generator engine) Only an authorised user is permitted to operate the system when compliance
The main enclosure contains the MNX-GA10 multi gas analyser and the
monitoring is conducted and a password is required before entering the
internal sample pump, which draws the exhaust gas sample into the analyser.
compliance mode.
Introduction After being conditioned and stabilised, the heated gas is suitable for analysis
within the MNX GA-10 analyser. The sample first passes through a NOx
The testing requirements stipulate that the engines must be monitored every
The marine diesel engine emissions monitoring system (MariNox) is installed converter which converts the NO2 within the sample to NO. The multi gas
month at a selection of pre-defined load points. The load points are used to
to measure and record the levels of nitrous oxides (NOx), sulphur oxides (SOx) analyser uses proven infrared technology to measure the sample gas for NOx,
determine a weighted NOx output and each load point is given a different
and carbon dioxide (CO2) in the main engine and generator exhaust gases. These SOx, and CO2.
nominal weighting factor. The load points are:
measurements are taken to comply with MARPOL Annex V1 Regulations. The
The main enclosure also houses the data processing unit and the human machine Main Engines: 100%, 75%, 50% and 25% power.
equipment uses gas analysis techniques which comply with the requirements of
the IMO, the MEPC and other legislative bodies concerning the sampling and interface (touch screen), which is used to control the system. Additional input Generator Engines: 100%, 75%, 50%, 25% and 10% power.
measurement of exhaust gas emissions. The system is also able to determine data is required by the data processing unit to accurately determine the levels
the sulphur content of the fuel from the analysis of the exhaust gases. of NOx, SOx, and CO2 in the main engine and generator engine exhaust gases. The testing procedure for each load point has a duration of 10 minutes and
This information includes: during this time the engine must be maintained at the correct power rating. The
A sample of exhaust gas is drawn from the selected main engine or generator • Active power signal from the main switchboard (for generator system will determine if the engine has deviated beyond the tolerance of +/-5%
engine exhaust uptake and passed through the gas analyser by the sample pump. engine loading). allowed for each load point. If the tolerance band is exceeded, the test will be
The gas is then vented to a safe location in a cooled condition. The system voided and the data will not be saved. The testing procedure is repeated until
• Scavenge air temperature.
uses this extractive principle of gaseous measurement to remove the sensitive all required load points have been successfully completed.
measurement equipment away from the high temperature and vibration of the • Engine speed (main engines only).
exhaust duct. The MariNOx system comprises of four main components: The requirements also stipulate that the analyser must be calibrated before and
• Ambient air temperature.
after the data is obtained. Calibration is required for NOx and CO2. The system
1) Sampling heads.
must be successfully pre-calibrated before compliance testing can proceed;
The measured gases and the engine performance/ambient parameter information
2) The sampling manifold only validated gas canisters can be used for calibration. Once the monitoring
are input to the MNX-PC140 data processing unit. The unit handles all data
3) The manifold electrical enclosure. process has been completed, the data obtained is only validated and recorded
and stores it for reference within the system.
if the post-calibration is successful. The procedures for testing are described
3) The main control enclosure. below.
The scavenge air temperature of the main engines and generator engines
The sampling heads are located in the exhaust uptakes of the main engines is measured by temperature probes. These are fitted to the aft scavenge air
Once the tests have been satisfactorily completed, a calculation of the Specific
and generator engines. Each head incorporates an electrically heated sampling cooler of each main engine and to the generator engine air manifolds after
NOx Output will be made for the engine which has just been tested. The
probe and a filter to remove solid impurities from the gas. The probe is inserted the air coolers. The main engine speed is measured by speed sensors which
user will have the option of either accepting the calculated NOx value, or
into the exhaust uptake and the exhaust gas passes up the probe and through are mounted besides the flywheel teeth on each main engine. The ambient air
proceeding to perform further load point trials. The MariNOx software will
the filter. The sampling heads are connected to the sampling manifold by tubes temperature is measured by a probe, which is located at the signal junction
continue to make calculations after each load point trial until all load points
which are equipped with an internal electrical trace heating wire. Each trace box. From the signal junction box the signals from the probes and sensors are
have been completed. Once all of the current tests have been completed, a timer
heating element is controlled by a temperature controller which maintains the relayed to the data processing unit.
will be reset to the maximum number of days left to complete all tests.
temperature of the gas in the sampling tubes at 170°C at all times. The purpose
of heating the exhaust gas is to maintain the temperature above the dew point System Operating Modes To comply with the IMO regulations for on-board monitoring, it is a
regardless of engine load and the heat losses in the connection tubing. requirement to store the last three months of compliance data on board for
The system is designed to operate in three modes which are selected via the each engine. There is a section of the MariNOx software which is dedicated
The sampling manifold comprises of a termination valve for each of the touch screen. These modes are: to the safe, encrypted storage of the historical data for MARPOL Annex VI
sampling lines from the engines and an outlet tube; the manifold is also heated. compliance. The History Screens can display a month-by-month account of
The termination valves are operated by a solenoid which is activated when the • Compliance Mode.
the Specific NOx Output for all the engines and the MariNOx system can store
operator selects the main engine or generator engine for monitoring. The outlet • Training Mode. at least 12 months worth of data for each engine. The history section can be
tube from the manifold is connected to the control cabinet; the outlet tube is accessed via the human machine interface (HMI) touch screen. The operation
also equipped with a trace heating wire element. • Continuous Mode.
of the touch screen is described below.

Training Mode GPS Positioning for Bunker Changes. The GPS position of the vessel can
be interfaced with the MariNOx system and the correlation to sulphur in fuel Note: The MariNOx should not be turned off at any time once powered up,
The training mode allows operatives to use the system to perform emission except during times where electrical disconnection is necessary.
calculated to prove compliance with Sulphur in Fuel regulations around SECA
load point trials without having to calibrate the analyser, or to record the data
areas.
in addition to the standard one trial per month.
Home Page
The structure of the Training Mode mimics exactly that of ‘Compliance Human Machine Interface The Home Page is the default page which the touch screen reverts to when:
Mode’. Operators are able to perform ‘virtual NOx trials’ following the same
• The system has completed the warm-up sequence after
procedures, but with some slight differences. In the calibration procedure The human machine interface is accomplished via a touch screen, which is being powered up.
for instance, the calibration is performed without connection to calibration located in the main control enclosure. Due to the sensitivity of the gas analysis
gas canisters, with a fixed value for the calibration gas level automatically equipment in the MariNOx system, if imperative that the complete system is • A testing sequence has been completed.
inserted. initialised and warmed up before any gas sampling operations are performed. • After six hours of inactivity.
The control system has therefore been designed to prevent any actions until the
Note: Any trial performed in the Training Mode cannot be used as evidence warm up period (120 minutes) has expired. The Home Page lists the main and generator engines together with the number
of compliance with MARPOL Annex V1. of days remaining in the current month before all outstanding tests must be
Screen 1 is the warm-up screen which is displayed upon power up. The operator completed. Also displayed are the MariNOx system running hours.
cannot access any of the MariNOx functions from this screen. The warm up
Continuous Mode
screen displays the vessel name, the system serial number and the time until the The Home Page also features three buttons;
In the Continuous Mode the system can be configured to monitor an individual system will be ready for operation. Also displayed is the current time (GMT)
engine or all operating engines. This function allows a single engine to be and date. Once the warm up period has expired, the screen will automatically COMPLIANCE: Press to start an NOx compliance test.
monitored over a continuous period, or several engines to be sampled in switch to the Home Page. CONTINUOUS: Press to start a period of continuous
sequence. If an engine is not in use, it will be skipped during the sampling monitoring.
sequence and reinstated into the sequence upon its start-up. Various parameters
are monitored in the continuous mode and these include: HISTORY: Press to view the historical compliance data.
• Sulphur in fuel indication

• Instantaneous gas concentrations
• Specific NOx
• Totalised emissions
• GPS positioning for bunker changes
Sulphur Content. The Sulphur content of the fuel is derived from the analysis
of the exhaust gases. As standard, the system is set to demonstrate compliance
with 1.5% Sulphur in Fuel regulations.
Instantaneous Gas Concentrations. The instantaneous gas concentration of

each gas is measured and displayed in real time on the touch screen.
Specific NOx. An accurate calculation of specific NOx relative to the nearest

10% power is made and updated every three minutes. The reading is expressed
in (g/kWh).
Totalised Emissions. The system will calculate and totalise the mass emissions
(metric tonnes) of the measured exhaust gasses during a continuous monitoring
session. The totalised emissions can be reset when required, or continually
totalised for the course of a voyage.
Emission Monitor Home Page

Procedure to Initiate a Compliance Test the NEXT button, the Pre-Test Calibration screen will be a) Ensure that the calibration interface valve is in the Calibrate
displayed. Mode.
a) Supply power to the MariNOx system and switch on the unit. h) Carry-out the pre-test calibration procedure, which includes a
Allow the system to warm up (2 hours). At the end of the verification process for the calibration gases. These procedures Note: To return to the Home Page, press the QUIT button on any of the
warming up period, the system will revert to the Home Page. are described below. screens described below.
b) On the Home Page screen select the Compliance Mode by i) After both gas channels have been calibrated, the NEXT b) Press the CHANGE button associated with NOx. A pop-up
pressing the COMPLIANCE button. button will become available. Pressing the NEXT button screen with a key pad will be displayed.
initiates the compliance test and the Compliance Testing
Note: To return to the Home Page, press the QUIT button on any of screen is displayed to show that a test is in progress. Once the c) Enter the serial number and expiry date of the gas canister using
the screens described below. test has been successfully completed, the NEXT button will the key pad. If these details are not correct or if the gas has
become available. Pressing the NEXT button displays the Post expired, the code will be rejected.
c) The Log In screen will be displayed. Press the four digits on Calibration screen.
the password box. A pop-up window will open with a key pad d) Once the calibration codes for both gases have been accepted,
Note: During the test period, the engine load must remain within the selected the NEXT button will be displayed. Upon pressing the NEXT
and screen. Insert the password using the key pad and press the
load point range. If the load drifts outside the range, the test will be voided and button, the system will return to the calibration procedure.
ENTER button.
the system will revert to the Home Page.
d) When the correct password has been entered, the screen will e) Connect the NOX canister to the MariNOx calibration port
j) The procedure for post-calibration is exactly the same as the using the quick release coupling arrangement.
display a NEXT button. Pressing the NEXT button displays the
pre-calibration procedure, except that the validity of the gas
Select Engine screen.
does not have to be verified. If the calibration is within the f) Open the gas regulation valve on the NOx gas canister.
allowable tolerance, the NEXT button will be displayed. (If the
e) Select the required engine; a NEXT button will then be
calibration is unsuccessful, an error message is displayed and g) Press the ‘NOx’ button and allow the gas to flow through the
displayed. After pressing the NEXT button, the Load Selection
the system will revert to the Home Page.) Pressing the NEXT system until the reading displayed on the screen reaches a steady
screen will be displayed.
button will display the Compliance Results screen. state. Press the SAVE button. This should take approximately
In accordance with the guidelines, the relevant engines must be monitored at 1 minute.
k) A calculation of the Specific NOx Output will be made and h) Once the NOx calibration is completed, remove the calibration
a selection of pre-defined load points, dependant upon the engine test cycle.
displayed. To accept the current calculated Specific NOx assembly by pulling the calibration collar away from the
The MariNOx system has been configured to define to the user which load
points are required to be monitored for that particular engine. The page will Output, press the ‘Accept’ button. The system will then save the enclosure. Retard the gas flow.
display a confirmation of the particular engine which is being monitored and data to the memory and revert to the ‘Home Page’. The timer
the remaining available load points. Load points which have already been associated with that engine will be reset. To continue further i) Repeat the procedure using the CO2 canister.
monitored in this compliance period will not be available for selection. In testing without accepting the current displayed calculated
order to initiate an engine emissions test, the actual load point must first be Specific NOx Output, press the NEXT button. The screen will j) Once the CO2 calibration is completed, remove the calibration
selected. be reverted to the ‘Home Page’ and the ‘To Do’ details will be assembly by pulling the calibration collar away from the
updated for the particular engine. enclosure. Retard the gas flow.
f) Press the button which corresponds to the load point that will be
maintained on the engine. Upon selection of the load point, the Pre-Calibration and Calibration Gas Verification Procedures k) Ensure that the calibration interface valve is turned back to the
NEXT button will be made available. Pressing the NEXT button Measure Mode.
The IMO regulations stipulate that the monitoring system must be calibrated
will cause the Fuel Type screen to be displayed.
prior to every load point test. The MariNOx system has been configured to
Only after both gas channels have been calibrated will the NEXT button
ensure that the calibration of the system is completed and the gas verified prior
Since the chemical composition of the fuel oil has an effect on the become available. The Post Calibration procedure is the same as the above
to a test being commenced.
combustion process, and therefore the exhaust gas, the type of procedure except that the validation procedure for the gases is not required
fuel being consumed in the engine must be specified. The Fuel [steps b) to d)].
The validity of the calibration must be ensured; therefore before each calibration
Type screen allows the operator to define the fuel type being the gas which is being used must be validated. All MariNOx calibration gas
used, Heavy Fuel Oil (HFO) or Marine Diesel Oil (MDO). is issued with a unique identification code. The MariNOx software is able Training Mode
to interpret the code to confirm the type, concentration and expiry of the
g) Select the fuel which is being used in the engine by pressing calibration gas. Unless a validated gas canister is being used, the calibration The purpose of the training mode is to allow system operators to use the
either the HFO or MDO button. The NEXT button will become can not be performed, and the test not initiated. MariNOx system for performing engine emission load point trials, without
available when the fuel type has been selected. After pressing
using up calibration gas, or recording additional compliance data.

The structure of the Training Mode allows operators to perform ‘virtual NOx e) The operator will have two options: testing is completed, ensure that the calibration interface valve is turned back
trials’ following the same procedures used in the Compliance Mode. There are to the calibrate position.
• SELECT SINGLE ENGINE - A single engine can be
however some slight differences in two of the sections:
monitored for the whole 24 hours.
• Access to the training mode is via the Log In screen. When Multiple Engine Monitoring
• MULTIPLE ENGINES (Polling) - All engines will be
prompted for a password, enter the number 333. A green
monitored on a sequential (3min/engine) basis over the 24 When monitoring main engines and auxiliary engines in sequence, the system
banner saying ‘Training Mode’ will be displayed at all times
hour period. ‘Polls’ between the engines and records the data. In this mode of operation,
whilst in this function.
the system requires time to ensure the gaseous sample is stable and the power
• When in ‘Training Mode’, calibration can be performed Once a selection has been made, the NEXT button will be made available. set point calculations are satisfactory. The MariNOx is suitable to change over
without connection of calibration gas. A ZERO TOTALISER button will appear at the start of each continuous between engines at a minimum of 3 minutes.
monitoring session. Pressing this button will reset the totaliser values for the
The procedure for calibration is the same as detailed above, however a fixed mass emissions of the monitored gases. It is not mandatory to reset the totaliser Measurements are not suitable during transient load changes and ‘Stand By’
value for calibration gas level is automatically inserted without the calibration every time the continuous mode is used. Monitoring periods such as a long conditions as the engine requires time to stabilise, this is usually 20 minutes
gas being present. The steps are therefore as follows: voyage or time spent in port may be desired. under steady load.
a) Select the NOx or CO2 calibration channel. Single Engine Monitoring Alarms and Faults
b) Wait for the fixed value to be displayed on screen, (250 for NOx a) Press the SELECT SINGLE ENGINE option in the Continuous
and 2.5 for CO2. Mode Home Page. The MariNOx system features self diagnosis software which will detect faults.
The faults are identified by a code which is displayed on the touch screen.
c) Press the SAVE button. b) The various engines are displayed and the NEXT button Details of the fault codes and remedial actions, are listed in the manufacturer’s
becomes active when an engine is selected. instruction manual.
d) Select the other gas channel and wait for the fixed value to be
displayed. c) Pressing the NEXT button displays the Continuous Fuel Option
screen.
e) Press the SAVE button.
Since the chemical composition of the fuel oil has an effect on the combustion
The Training Mode can be de-selected at any time through two different process, and therefore the exhaust gas, the type of fuel being consumed in the
methods: engine must be specified. The Fuel Type screen allows the operator to define the
fuel type being used, Heavy Fuel Oil (HFO) or Marine Diesel Oil (MDO).
• Pressing the QUIT button on any of the operation screens.
• Completing an engine emissions test. d) Select the fuel which is being used in the engine by pressing
either the HFO or MDO button. The NEXT button will become
available when the fuel type has been selected.
Procedures to Select Continuous Mode Options
The system will now sample and monitor the selected engine. Whilst
a) Supply power to the MariNOx system and switch on the unit. the system is continuously monitoring, a screen is used to
Allow the system to warm up (2 hours). At the end of the demonstrate to the operator:
warming up period, the system will revert to the Home Page.
• The engine being monitored.
b) On the Home Page screen select the Continuous Mode by • The instantaneous gas concentrations.
pressing the CONTINUOUS button. • The GPS position.
Note: To return to the Home Page press the QUIT button on any of • The indicated sulphur content of the fuel.
the screens described below. • The total mass emissions.
c) The Continuous Home Page will be displayed. The system will run continuously for 24 hours and then revert to the Home
Page. The monitoring can be interrupted at any time be pressing the QUIT
d) Ensure that the calibration interface valve is in the MEASURE button. As the data is saved every three minutes if the testing is terminated
position. prior to full completion, up to three minutes of data will not be collected. Once

Illustration 2.2.1a Auxiliary Boilers and Economisers To Funnel To Funnel To Funnel

To Funnel To 7kg/cm2
150 Steam
200 250
Service
Boiler Boiler System
Control PT PS Control PT PS
Panel SG029 Panel SG019
PT PS PT PS
SG077 SG075
PI PI
SG078 SG076
PI PI
LT LS LS LT LS LS
SG030
7kg/cm2 7kg/cm2
LI LI LI LI
Steam Steam
150 150
Boiler Water Circulating Pumps Boiler Water Circulating Pumps
SG050 No.2 Exhaust Gas SG051 No.1 Exhaust Gas
Chemical (25m3/h x 350kPa) Chemical (25m3/h x 350kPa)
Dosing Unit CP PI Economiser Dosing Unit CP PI Economiser
No.4 No.2
(2.1 T/H x 7.0 bar) (2.1 T/H x 7.0 bar)
SG081 SG079
SG084 SG025 SG027 SG083 SG015 SG016 250
CP No.3 PI CP No.1 PI
SG082 SG028 SG080 SG018
SG022 SG012
FC SG024 SG026 FC SG014 SG008

M M
DPS DPS
SG020
SG021 No.2 Auxiliary Boiler SG011 No.1 Auxiliary Boiler
DPCL DPCL
TI (10 T/H x 700kPa) SG5.5 TI (10 T/H x 700kPa) SG3.5
Condensate SG037 Condensate SG036
65 65
25 Sample Cooler 25 Sample Cooler
TT SG068 SG069 50 50 TT SG070 SG071 50 50
TI TI PICAHL PT
65 65 65 65 SG11
PC
SG11.1
65
40 40
65 SG
031
40
SG
65
054
65 80
PAL PS SG SG
To Funnel SG12 SG005 SG063 SG004 SG062 033 032
Key
Steam
Feed / Fresh Water From
Condensate Condensate
100
CD001 System
Air 100 80 80
SG
CP
Vent OCAH From Fresh Water Generator (Port) PS PCL PS PCL 072
40
SG22 SG1.5 SG2.5
Bilge / Drain From Cargo Compressor Room
80 Dump
OD SG044
Electrical Signal Condenser /
25 XS
SD SG006 Drain Cooler SG
PI PI 074
TI
SG007 To Condensate
SIAH System
SG041 SG23 No.2 No.1
CD002 CD003
Cascade Tank CP CP
SG046 SG045
with Observation LS LAH From Distilled Fresh Water 100
Tank (6m3) SG21.1 40 Tanks (Port and Starboard)
To Oily SG047 SG003 SG002
40 TI LS LAH
Bilge Tank SG042 SG21.2 100
SG001 From Port Steam
To Bilge Water SG035 SG034
Holding Tank 25 Service System
SG043

2.2 Boilers and Steam Systems The furnace is made up of vertical pipes or risers, forming a circular membrane When the boiler is in operation, water occupies the pressure vessel, the pin
wall between a ring-shaped distribution header in the lower part of the furnace, tubes, the furnace wall tubes, the downcomers and the distribution header.
2.2.1 General Description and the upper compartment of the boiler, which is the pressure vessel. The
furnace roof is formed by the domed lower end of the pressure vessel. Radiated heat from the burner flame is turned into convected heat when passing
Auxiliary Boilers the risers, which form the furnace wall. This convected heat is absorbed by the
The furnace floor consists of a steel plate welded to a support ring, which is water in the risers causing the formation of steam bubbles. The steam bubbles
Manufacturer: VKK Marine Boilers in turn welded to the distribution header. These parts are protected from flame then rise through the water because of their lower density, into the pressure
No. of sets: 2 radiation by refractory lining. vessel.
Type: Oil-fired vertical smoke tube/pin tube marine boiler
Between the furnace roof and the upper part of the pressure vessel, there are a As the steam bubbles rise, water is drawn out of the distribution header to fill the
Model: Ocean OF-V-WSP-10/7
number of large steel tubes, or vertical uptakes, which encloses the built-in pin void left by the bubbles, the action of which creates suction in the downcomers,
Evaporation: 10,000kg/h tubes. Each vertical uptake and its pin tube form a unit or pin element which which feeds the header. The steam bubbles flowing from the top of the risers
Steam condition: 7.0 bar saturated steam acts as a convection unit. The high temperature flue gases from the furnace flow to the furnace roof before rising to the water surface. As the steam bubbles
Feed water temperature: 85°C ~ 95°C flows through the vertical uptakes between the lower and upper ends of the are released from the water surface, the steam rises into the steam space of the
Burner: Saacke rotary cup pressure vessel. pressure vessel. Here, the heavier water particles are separated from the steam
and fall back into the water.
Type: SKVA-82
The flue gases are discharged into a flue gas chamber on the boiler top, before
Burner start/stop: 0.74MPa (start), 0.8MPa bar (stop) being discharged into the atmosphere via the funnel. Illustration 2.2.1b Auxiliary Boiler
Normal water level: ±50mm
High water level alarm: +150mm stops and blocks burner In order to increase the water circulation, a number of downcomer tubes are
Low water level alarm: -200mm connected between the lowest parts of the pressure vessel and the distribution
header.
L/Low water level alarm:-250mm stops burner and blocks burner
Steam high pressure: 8.5 bar alarm and stops and blocks burner The boiler outer surface is covered with heat insulation and metal cladding.
Steam pressure normal: 6.5 ~7.0 bar
Safety valves settings: 9.1 bar each valve Auxiliary equipment items are located on the outside of the boiler wall, and
there are also facilities for internal inspection and cleaning.
Flue gas temperature: 300°C
Flue gas temp high: 400°C
Description of Pin Elements
The pin element consists of a plain tube or vertical uptake enclosing a pin tube.
Introduction The pin tube is a plain seamless steel tube incorporating an inlet pipe in the
lower part and an outlet pipe at the top. A large number of steel rods or pins,
The steam generating plant on the vessel consists of two VKK auxiliary oil- are welded around the outside of the tube. The pin tube is attached inside the
fired boilers and two exhaust gas economisers. The steam demand of the vertical uptake tube by means of two pipe connections, ie, the pipe ends are
vessel when in port is met by the boilers, but at sea it is met by the exhaust gas welded to the vertical uptake wall. This arrangement admits a flow of water
economisers, although this may be supplemented by the boilers in the event through the pin tube from the lower to the upper part of the pressure vessel.
of high steam demand, or low economiser outputs due to manoeuvring/slow
steaming etc. The principal of this arrangement is to transfer heat from the furnace flue
gases to the steam/water emulsion in the pin tube. This heat transfer is due
Auxiliary Boiler Description to convection and the capacity directly related to the heating surface of the
tubes. The pins welded to the tubes greatly increase the effective surface area
The boilers are of the oil-fired vertical smoke tube/pin tube marine type and are on the gas side and also creates turbulence in the gas flow through the vertical
equipped with a rotary cup burner. The control system provides fully automatic uptakes. For this reason a pin tube has a much greater heat transfer capacity
operation of the boiler and the rotary cup burner. compared with conventional plain tubes.
This type of boiler is built up by two vertically combined cylindrical steel
In this type of boiler the water in the boiler is self-circulating due to the upward
compartments. The lower compartment comprises of the furnace part, and the
flow of the steam/water emulsion causing a downward flow of denser water,
upper one is used as a steam receiver, in which the steam/water separation
thus eliminating the need of a circulation pump.
takes place. A piping system between the lower and upper drum is provided
for internal water circulation.

Illustration 2.2.1c IAS Boiler Fuel Oil Screen Shot

Boiler Mountings opening this valve. The ship side blowdown valves must be opened before the Salinometer
scum valve is operated.
The salinometer measures and supervises the salinity of the boiler feed water.
Safety Valves If the chloride content in the boiler feed water is too high the salinometer shuts
Sample Valve down the boiler burner and stops the boiler feed pump.
Two safety valves are fitted to the pressure vessel of the boiler at the steam
drum. They are installed to prevent the boiler pressure from rising above the A sample valve is installed enabling connection to the boiler water sample
design value. Waste steam pipes are fitted to the safety valves, and these are cooler. This is used for taking test samples to evaluate the condition of the Burner Safety Devices
provided with drains to prevent condensate build-up above the valve. boiler water, and to determine the type and quantity of feed water treatment
The burner is equipped with safety systems which monitor all important
required.
functions, these include:
Main Steam Valve • Flame scanner for ignition and main flame monitoring.
Furnace Inspection Windows
The main steam valve is a screw lift non-return valve and when closed it • Pressure monitor to supervise the combustion air fan
isolates the boiler from the main steam line. When open, it prevents steam from Two small inspection windows are provided in the furnace wall to enable operation.
flowing backwards into the boiler from the main steam line. inspection of the burner flame. A proportion of the air supply is bled-off from
• Differential pressure monitor to supervise the primary air
the boiler forced draught fan to cool the window of the inspection hole and to
fan operation (and the rotation of the rotary cup atomizer).
Feed Water Valves prevent soot deposits building-up.
• Heavy fuel oil temperature monitor.
Two groups of feed water valves are provided on the boiler. Each group
comprises a shut-off valve and a non-return valve. The shut-off valve in the • Burner swing-out interlock switch.
Manhole and Inspection Hatches
main group must be open when the boiler is in operation under oil-firing or
being used as the steam/water receiver when the economiser is in use. The Manholes at the boiler shell side allow internal inspection of the pressure Should one of the safety systems indicate a failure or malfunction, the fuel
shut-off valves should be closed when the boiler is not in use. vessel. A large inspection hatch on top of the flue gas box enables inspection, supply will be interrupted immediately and the burner will be shut down.
and water washing of the pin elements. Access to the furnace is possible by
swinging out the burner unit.
Water Level Gauges Boiler Controls
Two local water level gauges are located on the front of the boiler, each gauge The boilers are normally operated in automatic mode with control and
Drain for Furnace
being provided with two shut-off valves and a drain valve. The shut-off valves monitoring functions facilitated via the following equipment:
fitted at the top and bottom have a quick-closing mechanism which is used in The furnace bottom is provided with a socket for draining the washing water
• A power unit panel for each boiler.
the event of a broken glass. The pipes from the drain cocks on the water level used during boiler tube cleaning operations.
gauge lead to an open drain and are visible for inspection. • A control panel for each burner.
Safety Features • A common oil supply control panel is provided for the
Blowdown Valve control of the main burner fuel oil pumps.
Two blowdown valves are connected to the distribution header at the bottom of Boiler Pressure Limiter In addition to various switches, pushbuttons and indicators, the boiler control
each boiler, each being located on diametrically opposed sides of the header. The boiler pressure limiter has a set point 5% lower than the safety valves. If panels and the oil supply panel are equipped with touch screens (HMI). The
Each set comprises of a shut-off/non-return type valve and a quick-closing the set point of the boiler pressure limiter is reached, the burner cuts-out. HMI’s allow the operator to interface with the control and monitoring system.
valve serving as a blowdown valve. The shut-off function is for security and Other boiler plant controls include local starter panels for the main fuel oil
the non-return function prevents steam/water from flowing into an empty boiler pumps, the ignition fuel pumps, the feed pumps and the boiler water circulating
by mistake. Boiler Water Level Limiter pumps. Boiler pressure and water levels are indicated in the ECR; there is also
The boiler is fitted with two water level electrodes, together with corresponding a boiler plant mimic screen on the ECR machinery system. The control system
Air/Vent Valve water level switches in the control cabinet. If the water level is lower than is described in detail in section 2.2.2.
250mm of the NORMAL WATER LEVEL, the water level electrode sends a
The air/ventilation valve located on top of the boiler is a shut-off valve. It signal to the water level switch in the control cabinet to shut down the burner. Alarms are reported via the HMI and on the boiler plant mimic screen in the
is normally closed except when the boiler is being filled, being completely ECR. The alarm functions include:
drained or when steam is being raised. The end of the drain pipe from the air
valve is visible so that it can be observed when water or steam is coming out. Boiler Smoke Gas Temperature Limiter
Description Function Set Point
The boiler smoke gas temperature limiter is mounted in the funnel directly
Fuel oil high temperature Alarm 120°C
Scum Valve behind the exhaust gas outlet of the boiler. The limiter monitors the exhaust
gas temperature from the boiler. If the boiler exhaust gas temperature rises to Steam pressure low Alarm 0.5MPa
The scum valve is a combined shut-off/non return valve. In the event of scum, higher than 400ºC, the boiler burner is shut down. Water level high Alarm +150mm
or foaming in the boiler, this scum can be blown-off from the water surface by
Water level low Alarm -200mm

Illustration 2.2.1d IAS Boiler Steam and Feed Water Screen Shot

Description Function Set Point 4. Open soot water drain valve and ensure drain pipeline is not This film is then uniformly distributed onto the inside of the cup. When the oil
choked. film leaves the cup’s rim, the existing surface tension makes it widen up into an
Feed water salinity high Alarm 30ppm
extremely fine film mist. The primary air emerging with a high kinetic energy
Oil content high Alarm 5. Unlock and remove the flue box inspection hatch located on top concentrically around the cup rim now carries out the final and essential part
Fuel oil standby pump start Alarm 0.35MPa of the boiler. of atomisation.
Fuel oil temperature low Shutdown 70°C
Fuel oil pressure high Shutdown 0.4MPa 6. Using the soot lance supplied, direct a jet of fresh water at each The burner is ignited by means of a diesel oil igniter inserted into the mounting
of the vertical uptakes. Flush carefully over each tube for 20- plate of the burner. The igniter is supplied by one of two DO ignition pumps.
Water level low-low Shutdown -250mm
30 seconds with a flow of approximately 50 litres/minute. The The other boiler has a separate set of DO ignition pumps.
Combustion air pressure low Shut down 20mbar
water pressure should be between 4 and 6 bar.
Primary air pressure low Shutdown 30mbar The burner system consists of the following main components:
Control power failure Shutdown Note: Care should be taken not to allow water to contact the burner throat • Igniter
Burner swung-out Shutdown refractory.
• Flame scanner
Flue gas temperature high Shutdown 400²C
Steam pressure high-high Shutdown 0.85MPa 7. Allow time for water to drain and check that soot water is • Rotary cup atomiser
Flame failure Shutdown draining from the furnace floor, plus the drain outlet does not • Primary air fan
become choked.
Relief valve lift 0.91MPa • Drive motor of the rotary cup atomiser
8. Resecure the inspection hatch on the flue gas box. • Mechanical compound regulator
WARNING
Ensure that the flame scanner is operating correctly and that the optical 9. Swing burner back into position and restart the burner. It is After the burner has been shut down, the rotary cup atomiser complete with
window of the flame scanner is cleaned regularly. Also, ensure that essential that the burner is dried out in this manner to prevent drive motor and primary air fan can be swung out on hinges for maintenance
emergency shutdown trips are successfully tested at regular intervals. highly corrosive soot compounds being formed. and cleaning.
10. After running the burner for 5 minutes stop it, and open soot WARNING
Soot Removal water drain valve to release any residual water.
After swinging the rotary cup atomiser out of the register, insert the
Soot will accumulate during the normal operation of the boiler. This soot safety hook to fix the unit securely in the swung out position.
11. Close the soot water drain valve, restart the burner, and run for a
accumulation will depend on numerous factors such as fuel oil quality, boiler
further 10 to 15 minutes. Check that the exhaust gas temperature
load, and burner operation. To see if soot cleaning is necessary carry out the Safety
is now within limits.
following checks:
Ensure that the flame scanner is operating correctly and that the optical
12. Stop the burner and open the soot drain water valve again. If window of the flame scanner is cleaned regularly. Also, ensure that emergency
1. Internal inspection of boiler. water is still present, allow it to drain before closing again. shutdown trips are successfully tested at regular intervals.
2. Check exhaust gas temperature. The boiler will be clean if 10ºC 13. Check that all inspection hatches are firmly secured before
- 20ºC above the figure for a clean boiler, in this case if above returning the boiler to service. Burner Operating Instructions
300ºC.
The following section describes the normal burner operations with regard to
3. Check the draft loss. The boiler will be clean if 10-20mmWG preparation for start-up on the selected fuel type, normal start/stop, change of
above the figure for a clean boiler. Boiler Burner
fuel, etc. The boiler, burner, control system, and additional equipment for the
boiler plant will have been set up during the commissioning stage.
Model: Saacke rotary cup
Procedure for Soot Removal
Type: SKVA-82
1. Shut off burner. Gas Oil Mode
No. of sets: 1 per boiler
A description of the pipeline set-up required for gas oil operation can be found
2. Wait for at least 10-20 minutes to allow for the boiler to cool in section 2.6.3 of this manual. The boiler will normally only be operated on
down and exhaust gases to disperse. The burner is of the rotary cup type and is capable of burning both heavy MGO when flashing up from cold with no steam supply available.
fuel oil and diesel oil. HFO or MDO is supplied to the burner cup at a low
3. Unlock burner unit and swing out of furnace. pressure. The centrifugal forces produced by the cups rotation, draw a wafer-
thin homogeneous and closed oil film.

Illustration 2.2.1e Rotary Cup Burner
5
6
1. Igniter/Flame Scanner/Rotary Cup Atomizer

7
2. Oil Fittings Block
3 Location of Main Fuel Relief Valve
4. Air Pressure Monitor for Combustion Air
5. Primary Air Line
6. Mechanical Compound Regulator
7. Servomotor for Mechanical Compound Regulator
Auxiliary Boiler Burner.

Heavy Fuel Oil Mode • Burner heater set to AUTO. Note: The burner must not be reset more than 5 times per minute. If
A description of the pipeline setup required for the HFO operation of the boiler the burner is reset more than 5 times per minute, the MESSAGE
can be found in section 2.6.3 of this manual. f) Set the selector switches on the oil supply control panel in the RESET button will be hidden and will not show again until after
port side purifier room as follows: 1 minute. In REMOTE operation a reset can only be performed
Normal Start/Stop • No.1 oil pump set to AUTO every 12 seconds.
The control system automatically starts, stops, and regulates the burner during • No.2 oil pump set to AUTO
normal boiler operation depending on the steam demand. When the steam e) Monitor the purge and ignition cycle.
pressure is below the set point for operation, the burner commences the start-up g) Set the selector switches on the local fuel oil supply pump and
sequence. The control system will then attempt to maintain the steam pressure ignition burner fuel pump panels to the REMOTE position. WARNING
at the desired set point by regulation of the burner. The burner can be regulated If the furnace is not purged thoroughly and for long enough there will be
through the complete load range from minimum firing to full load. Should the h) On the burner control panel HMI select the Burner Operation
a danger of a furnace explosion.
steam demand decrease below the minimum firing load of the burner, the steam screen by pressing the ‘Operation’ button on the overview
pressure will increase to the set point for burner stop. The burner then stops and screen footer.
f) The changeover units of the oil supply system distinguish
remains so until the set point for burner operation is reached again. between HFO and MGO operation.
From the HMI Burner Operation screen the operator can select various
operating functions for the operation of the burner:
Procedures for Starting and Operating the Boiler Burners Load Control
• Start and stop the burner
The burner is normally operated via the HMI touch screen in remote mode, • Select remote or local control When starting up a cold boiler it must be warmed through according to the
however the burner can be operated manually (emergency mode) should the • Reset the burner control system after a fault has occurred manufacturer’s instructions. In these circumstances the burner should be fired
HMI control system fail. This is achieved by turning the ‘emergency operation’ • Oil operation. The changeover valve units on the oil supply manually with the starting and stopping of the burner being regulated to ensure
switch to the emergency position. system distinguish between HFO and MGO. a slow and controlled increase in the boiler’s temperature.
Details of the HMI functions are listed in section 2.2.2. The description below Information regarding the burner starting sequence status is displayed on the When the boiler has thoroughly heated through and the steam pressure is
describes the procedure for automatic remote operation of the burners. right hand side of the screen and this includes details regarding: approximately 6.5 bar, the boiler can be set to automatic operation.
• Burner operation
a) Switch on the power supply to the following controllers: • Purge
• Power unit panels • Ignition Operational Check of Flame Detector
• Burner control panels a) Remove the flame sensing element (flame scanner) from its
• Oil supply control panel mount.
To start the burner:
• Fuel pump local panels
• Ignition burner local panel on the main burner unit a) Select LOCAL OPERATION or REMOTE OPERATION by b) Darken the flame scanner window. The fuel oil supply must be
pressing the screen button. The selected function will be cut off within one second and the TROUBLE signal lamp must
Ensure that the CONTROL ON lamps are illuminated on the control panels. indicated by a green LED. light up.
b) Check that the fuel system has been set for operation on the b) Press the burner START/STOP button to start the burner. If a
required fuel type. Refer to section 2.6.3 for the valve line-up green LED illuminates, the burner is switched on and starts Burner Stop
details. (The required fuel pump can be started remotely via the unless a controlled shutdown has been activated. (A red dot a) Press the burner START/STOP button on the Burner Operation
HMI on the oil supply panel.) shows the burner is locked out due to a fault and cannot be screen. A red dot shows the burner is switched off.
started.)
c) The HMI systems will start when the panels are switched on and b) Check that the compound regulator (load controller) has
the overview screen will be displayed. c) If a red dot shows, the burner is locked out due to a fault and returned to the LOW FIRE position 1.
cannot be started. Press the MESSAGE ACKNOWLEDGE
d) Set the selector switches on the power unit panels as follows: button to request the burner reset. BURNER ACKNOWLEDGE c) Shut down the fuel and feed water systems as required.
• Combustion air fan to AUTO is now indicated on the button.
• Rotary cup atomizer to AUTO
Emergency Shutdown
d) Press the BURNER ACKNOWLEDGE button to trigger a reset.
e) Set the selector switches on the burner control panels as This state is indicated by a blue dot symbol. If a reset is not a) Press any one of the Emergency Stop pushbuttons. This will
follows: successful, a fault is still pending and the red dot will still be stop all boiler functions. Alternatively, trip the fuel oil manual
• Flame scanner emergency operation to ‘I’ shown. rapid shut-off valve on the burner.
• Emergency operation to ‘O’

Illustration 2.2.1f Boiler Fuel Oil Pump Control Cabinet
14:14:15
O L
14:14:15
2009-09-22
O L 2009-09-22
No message detected (10000) No message detected (10000)
Ignitor oil pump
Ignitor oil pump

MDO operation
Fuel oil viscosity 35.2
HFO operation
MDO
Servce Tank Fuel oil temp. 102.9
22.8
MDO operation
Ignitor oil pump
Fuel oil viscosity 35.2 HFO operation
MDO operation MDO
HFO operation
Fuel oil pump 1 Auto
P1
HFO Stand-by pump
Servce Tank
Stand-by pump requested
P2 Oil pressure min 22.8

Stand-by pump
Ignitor oil pump

Message-
Overview Zoomback Fuel Oil Ext. control Controller Alarmpage
Acknowledge
MDO operation
HFO operation
HFO P1 Stand-by pump
Servce Tank
HMI Stand-by pump requested
P2 Oil pressure min
Stand-by pump
Overview Zoomback Fuel Oil Ext. control Controller Alarmpage Message-

OVERLOAD RELAY OVERLOAD RELAY
OIL PUMP 1 OIL PUMP 2
Acknowledge
RITTAL
POWER SUPPLY 2 POWER SUPPLY 2 CONTROL ON OIL PUMP 1 OIL PUMP 2 REMOTE OPERATION
SELECTED SELECTED IN OPERATION IN OPERATION OIL PUMP 1
0 0 0 0 0 0 0 0 0 0 0 0
Interupt Circuit Before

Opening Control Panel
POWER SUPPLY 1 POWER SUPPLY 2 OIL PUMP 1 OIL PUMP 2 REMOTE OPERATION
AVAILABLE AVAILABLE OIL PUMP 2
OIL SUPPLY STOP RESET OIL PUMP 1 OIL PUMP 2 LAMP TEST
EMERGENCY AFT
ISOLATOR ISOLATOR

b) If the manual shut-off valve has been activated, the boiler Note: When the fuel type is changed from MDO to HFO, an alarm for low When the boiler is started, the firing rates advised by the manufacturer must
functions such as the fuel pump should also be shut down. The oil temperature may arise. If the burner is in operation it will shut down due be strictly observed to prevent over-strain of the boiler material by quick and
fuel pumps can be stopped by pressing the Oil Supply Stop to this alarm if the temperature is below 60˚C. To prevent burner shutdown, uneven temperature rises. It might be necessary to perform a number of start
pushbutton on the oil supply control panel. endeavour to raise the HFO temperature above this alarm/trip point. and stop sequences during the raising of steam from a cold boiler condition.
c) Trace and correct the cause of the malfunction. c) Check that the fuel oil heater is ready for operation. Procedure for Preparing an Auxiliary Boiler for Starting from
Cold
Restarting After an Emergency Shutdown d) Check that the heat tracing systems for the oil system and
the burner unit are operational. Care must be taken to avoid a) If any maintenance has been carried out on the boiler a thorough
a) Open manual shut-off valve if activated.
supplying trace heating to sections of pipes which are closed at inspection must be made to ensure the furnace and drums are
both ends. clear of foreign matter.
b) Reset the emergency stop button on the local control panel.
e) Check the heavy fuel oil temperature from the heater rises to the b) All gas side-heating surfaces must be clean, and all of the
c) Restart the burner as described above.
operating range of 80 - 105˚C. refractory must be in good condition.
Master/Slave Operation f) The HMI touch screen Oil Burner in Operation screen should c) The furnace bottom and the burner register are to be clean of oil
The boiler Master/Slave operation is obtained through the control panel’s HMI now show that HFO has been selected. and other debris.
screen. From this, each boiler can be selected as the MASTER or SLAVE. When
the preferred selection has been made, the operating set points for starting and Change from Heavy Fuel Oil to Marine Diesel Oil Operation d) Ensure that all personnel are clear and all manhole covers are
stoping are automaticaly adjusted so the boilers operate on different start and securely tightened.
stop pressures. A description of the pipeline set-up required for MDO operation can be found
in Section 2.6.3. When changing over to MDO operation the tracing steam e) Inspect the safety valves and confirm that the gags have
WARNING should be shut-off on the supply pipework. been removed. Ensure that the easing gear levers are in good
It is of extreme importance that the boiler is NOT operated without condition and the remote operating cables are connected.
water supply when the oil burner is in operation. Boiler damage and CAUTION
danger to personnel will result. f) Open the root valves for all instruments and controls connected
The trace heating of MDO in the pipework system must be avoided.
to the boiler.
Change from Diesel Oil Operation to Heavy Fuel Oil Change of Heavy Fuel Oil Bunker Quality g) Open the vent valve 1.2.7 on top of the boiler.
Operation If the heavy fuel oil bunker quality is changed, and the calorific value of the oil
changes, the air/fuel ratio should be adjusted to obtain the correct combustion h) Open all pressure gauge root valves and check that all of the
The procedure for changing over from MDO to HFO has been described in data. This is done by changing the correction factor of the air/fuel ratio on the valves on the pressure gauge piping are open.
Section 2.6.3, however, when changing over to HFO operation, the following local panel.
points must be observed: i) Check that the main and auxiliary steam stop valves, scum valve
and blowdown valves are closed.
Prolonged Stop
a) To avoid damage to the fuel oil pumps when steam becomes
available, heat the oil in the heavy fuel oil tank to between 40˚C When the boiler plant is to be stopped for a long period of time, the fuel oil j) Open the feed water valves and the vent valve. Fill the boiler
to 60˚C. system, including the heaters, should be flushed with MDO and the trace with distilled water to quarter level in the boiler gauge glass.
heating isolated. The water level rises due to expansion when the boiler is heated
b) Select HFO with the manually operated three-way valve 1.2.1 (this is known as swell). If the temperature difference between
(see illustration 2.6.3a). When this is done change over the fuel the boiler and the feed water exceeds approximately 50°C, the
Procedures for Boiler Starting and Stopping boiler must be filled very slowly.
oil return valve from OB121 for the MDO, to OB120 to the HFO
settling tanks. Select which HFO settling tank to recirculate to,
either valve OB107 for the port tank, or OB108 for the starboard Note: It is essential that the operator of the boiler plant understands Note: When filling a boiler which is not under pressure, the discharge valve
tank. thoroughly the operating instructions of the burner and the control panel. The after the feed water pump must be throttled to prevent overloading the pump
boiler operating manuals provide full details of the burner and control panel. motor.
To ensure a safe and reliable operation of the boiler plant, all operation and/or
maintenance of the boiler must be carried out only by skilled personnel who k) Check the water level in the direct reading water level gauges.
know the boiler plant thoroughly. Check frequently during the start-up process. The direct reading

water level gauges should be blown down several times to g) Crack open the main steam stop valve 1.2.2, auxiliary steam Procedure for Stopping Operation of the Auxiliary Boiler
ensure a correct indication. stop valve 1.2.2.1, and main steam line isolating valve SG019.
This will allow the boiler, steam lines, and steam consumers to
l) Check that the water level control system is operational. warm-up uniformly. Boiler Normal Shutdown
If necessary, the boiler can be shut down at any load without special
m) Check the fuel oil system and start the fuel oil supply pump. The h) Open the valves to the steam consumers carefully to avoid water preparations.
boiler will be initially flashed on MDO as there will be no steam hammer in pipes.
available for HFO heating (see Section 2.6.3) Note: When the boiler is shut down, sudden temperature and pressure drops
i) As the boiler comes up to pressure, slowly open main steam stop should be avoided as they might expose mountings, pipelines, and the boiler
n) Check the burner and the safety functions. valve 1.2.2, and auxiliary steam stop valve 1.2.2.1. This allows plant to damaging temperature gradients.
steam into the main steam line, and any water in the steam
system will be discharged from the steam line drains SG075 and a) When minimum load is obtained, stop the burner.
Procedure for Flashing-up the Auxiliary Boiler from Cold and SG076, and will also pass to the feed filter tank via the dump
Raising Steam on Marine Diesel Oil condenser/drain cooler. b) Keep the water level at the normal level until the boiler stops
producing steam.
a) Start the burner by selecting manual control on the HMI touch j) Change the burner to automatic control on the HMI touch screen
screen and on low load. Check that the water level does not rise when the boiler pressure is 0.5 bar lower than the working c) Stop the feed water pump and close the feed water valves.
too high during the pressure rising period. Drain water from the pressure of the boiler.
boiler via the blowdown valves if the water level rises too high
d) Close the main steam valve.
as it expands. k) When the main steam line has warmed through, and steam is
discharging from the drains, close the drains. As the pressure in
Note: The boiler may be started in automatic mode when it is in a warm the steam main rises, flash-blow drain valves around the system Boiler Emergency Shutdown
condition or even from cold. However, if any boiler maintenance has been to remove any further condensed water in the pipeline systems. The boiler must be taken out of service immediately if:
carried out it is good practice to start the boiler from cold in manual mode in
• Parts of the boiler show signs of overheating.
order that checks may be carried out as the boiler comes under pressure. l) Change over the fuel oil system to operate on HFO when the
HFO temperature exceeds 60°C, and ensure that recirculating
b) With the fuel oil system lined-up on MDO, and the fuel oil HFO is being returned to one of the HFO settling tanks. CAUTION
heater on bypass, press the START pushbutton to start the The classification society and statutory authority must be informed,
burner in manual mode from the local HMI touch screen panel. m) When the boiler is in normal (automatic) operation, check that and the boiler must not be used until approval from these authorities is
Check that the burner ignites when the oil valves open, and that the water level control system, and the gauge board functions available.
it remains lit when the ignition burner is shut off. are fully operational.
• Substantial loss of water is noted.
c) Check that the burner is in minimum firing position after start-
up, and that the burner flame does not pulsate. Check the shape • The feed water system is unable to provide the necessary
and colour of the flame, and adjust the air/fuel ratio and/or the amount of feed water, eg, due to failure of feed pumps or the
minimum load if necessary by manual operation. feed system.
• The safety valves cannot function.
d) When steam issues from vent valve 1.2.7 gooseneck, close the
• Sudden cracks or damage are noted in the refractory, and if
valve. A pressure reading should be indicated on the boiler
steam or moisture is coming out of the casing.
pressure gauge before the vent valve is closed.
• Oil in the feed water is detected.
e) Check all covers such as manholes, hand-holes, inspection
doors, etc, during the pressure raising period. If required, check If an emergency shutdown must be carried out, the fuel supply to the burner
all flange joints on the plant. should be isolated. The main steam valve should be closed gradually, and the
boiler slowly cooled. The safety valve easing gear must not be operated.
f) Open the boiler steam line drain valves, SG075 and SG076
(SG077 and SG078) on the relevant auxiliary boiler, which will
drain any water from the main steam line.

Stopping the Boiler for Repair or Inspection
a) Clean the boiler of soot deposits by using water washing.

b) Operate the burner for at least 15 minutes after soot removal to
dry out the remaining water.
c) Stop the boiler as described for normal boiler shutdown.
WARNING
If the boiler is connected to a steamimg boiler, ensure that all isolating
valves are closed, and are steam/water-tight.
WARNING
Ensure that the furnace is thoroughly ventilated and tested for oxygen
before entry into the furnace.
d) Check the condition of the furnace and the pin tubes for deposits
and damage.
e) Empty the water from the boiler. Remove any hand-hole doors
from the distribution header, and inspect for mud deposits,
the presence of which indicates that blowing down has been
insufficient.
f) Check longitudinal seam and lower circumferential seam of

pressure vessel for signs of corrosion or cracking.
g) Check water level line for signs of oxygen pitting.
h) If internal surfaces of boiler tubes shown signs of deposits, the

boiler should be chemically cleaned.
i) Check and clean the outer fittings. Renew joints and valve gland
packing as required.
j) If the boiler is shut down for a long period of time, the tubes
must be thoroughly cleaned.
k) Grease the bearings of the burner motor and air supply fan.
Renew bearings as required.
l) Check condition of burner drive belt. Re-tension/renew as

required.
m) Check and align the burner if necessary.
Boiler manufacturers to be consulted with regards to any major repair work to

be carried out on the boiler.

Illustration 2.2.2a Boiler Local Control Panels
CONTROL CABINET POWER UNIT AUX.

AUX. BOILER NO.1 BOILER NO.1
A A
15
LOGIN: 08:29:41 40
1 L 2 2009-05-17 10
Oil burner in operation (16) 20
5
0 0
Flue gas temp. high
FUEL OIL BOOSTER PUMP 1 180 Waterlevel too high

Waterlevel high OIL PUMP 2
90 OIL PUMP 1
56 Waterlevel
0 50 Level set point
IN OPERATION IN OPERATION
-90 Waterlevel low
Circulationl
-180 Waterlevel too low
-270 2% LOAD
PUMP IN OPERATION Feedwater
1.2 1.6 St. Press. too high
0.8 St. Press. high
Fuel Oil 56 Steam Pressure
0.4
Burner 50 St. Press. set point
0 St. Press. low
Alarm Page OVERLOAD RELAY OVERLOAD RELAY OVERLOAD RELAY
MASTER-
COMBUSTION AIR FAN ROTARY CUP ATOMISER IGNITION OIL PUMP
SLAVE
Message
Overview Zoomback Boiler Operation Controller Login
Acknowledge
PUMP ON
CONTROL ON COMBUSTION AIR FAN ROTARY CUP ATOMISER IGNITION OIL PUMP
IN OPERATION IN OPERATION IN OPERATION
0 0 0 0 0 0 0 0 0 0 0 0
OPERATION POINT PUMP OFF SELECT FLAME SCANNER EMERGENCY CHEMICAL DOSING PUMP RESET
RITTAL RITTAL COMBUSTION AIR FAN ROTARY CUP ATOMIZER
EMERGENCY OPERATION OPERATION AUTO / MAN EMERGENCY OFF
Interupt Circuit Before Interupt Circuit Before

Opening Control Panel Opening Control Panel
EMERGENCY STOP COMBUSTION AIR FROM ROTARY CUP ATOMISER LAMP TEST CHEMICAL DOSING PUMP
AUTO / MAN AUTO / MAN AUTO / MAN
ISOLATOR
PREVENTION OF FURNACE EXPLOSION

1. GOGGLES, LONG SLEEVED BOILER SUITS AND GLOVES
MUST BE WORN WHEN FLASHING BOILER MANUALLY.
2. WHEN INSERTING IGNITER DO NOT LOOK DIRECTLY
INTO FURNACE, AND STAND WELL BACK OUT OF DIRECT
LINE OF ANY POSSIBLE BLOW BACK.
3. BEFORE IGNITION, THE BOILER FURNACE IS TO BE
THOROUGHLY PURGED FOR AT LEAST 1 MINUTE THE FUEL
CUT-OFF VALVE MUST BE SHUT OFF IMMEDIATELY IF
THE BURNER DOES NOT IGNITE OR MISFIRES.
4. IF THE BURNER MISFIRES THE BOILER SHOULD BE
RE-STARTED ONLY AFTER THE CAUSE OF MISFIRE HAS
BEEN DETERMINED AND THE BOILER FURNACE THOROUGHLY
PURGED FIRING ONLY TO BE CARRIED OUT FROM THE
FIRING PLATFORM-NOT FROM THE ECR.
5. IF THE BOILER IS OPERATED MANUALLY A COMPETENT
ENGINEER MUST ATTEND IT LOCALLY THE WHOLE PERIOD
OF SUCH OPERATION.

2.2.2 Boiler Control System • Overload and operation indication lamps for the ignition Main Menu
burner oil pump
Manufacturer: Saacke • An auto/manual selector switch for the chemical dosing 0 L
LOGIN:
2
16:06:30
2009-05-17
Model: Seavis Control System (HMI 10) pump Burner off (0)
• Control ON and lamp test pushbuttons. Boiler Alarm system

The control system is designed to provide safe and functional operation of the
boilers. The general design comprises of several cabinets which incorporate
control panels. The panels are interconnected via an ethernet and CANopen Oil Supply Pump Control Panel Burner Adjustment Controller Customer adjustments
network to form the complete system which comprises: The oil supply pump control panel is located in the port side purifier room and
• A power unit panel for each boiler. is equipped with the various controls and indicator functions for the operation Trend
and monitoring of the No.1 and No.2 main burner oil supply pumps. In addition
• A control panel for each burner. to conventional switches, a HMI touch screen has been provided. The controls Configuration
Checksums System
(1000-1511)
• A common oil supply control panel is provided for the include:
control of the main burner fuel oil pumps. • HMI touch screen
Configuration
(2000-2383) Communication
The burner control panels and the oil supply panel in the port side purifier room • Power supply switches FSM
motor data Clean screen
are equipped with touch screens (HMI) which allow the operator to interface • Auto/Manual pump selector switch
with the control and monitoring system. Message
• Emergency stop pushbutton Overview Zoomback Boiler Operation Controller Login
Acknowledge
Other boiler plant controls include local starter panels for the feed pumps and • Emergency stop reset pushbutton
circulating pumps. Boiler pressure and water indication is provided in the ECR,
• Lamp test pushbutton
as well as a boiler plant mimic screen on the ECR machinery system.
The main menu displays all of the system screen options and these are arranged
Indicator functions on the oil supply pump panel include:
in the working area and the footer. The buttons on the footer select the principal
Burner Control Panel
• Power supply screens for the operation and monitoring of the boiler. These are:
The burner control panels are located locally at the boilers and incorporates the
• Control on
burner load controller and the automatic start/stop sequence control system. • Boiler Overview Screen
Operator control functions include: • Pump overload
• Operation Screen (burner operation screen)
• Flame scanner emergency operation switch • Pump operation
• Controller Screen
• Emergency operation switch • Hour meters
• Pump auto/off/manual selection switches Other screens in the working area include:
• Burner heater switch
• Boiler (Opens the Boiler Overview screen)
• HMI touch screen
Boiler Touch Screen Panel (HMI) • Burner adjustment (Opens the Burner Adjustment screen)
Power Unit Panel The boiler HMI touch screen provides access to the complete boiler control • Configuration, 1000-1511 &2000-2383 (Shows the system
and monitoring system. The system depends on certain password levels, which parameters as numbered)
A power unit panel is provided for each boiler and these are also located at the
allow access to functions such as operating parameter and alarm adjustment;
boilers. The panels are equipped with controls and indicators for the operation • FSM Motor Data (Opens the Fail Safe Motor screen)
8 password levels are incorporated. The operator navigates through the system
of the combustion fan and atomizer cup drive motor; these include: • Alarm System (Opens the Message Archive screen, see
via a number of screens, with each screen being divided into a number of areas
• Auto/manual operation selector switches which may include: below)
• Operation recorder Headline • Controller (Opens the Controller Overview screen, see
below)
• Overload indication Message line
• Trend
• Operation indication Working area
• Checksums
Footer
The panel also incorporates: • Customer Adjustments
• An emergency stop (and reset) pushbutton All operating functions and alarms can be monitored on the burner control
panel screens and on the oil supply panel screen.

Controller Overview Screen 14:14:15 14:14:15
O L 2009-09-22 O L 2009-09-22
LOGIN: 08:29:41
1 L 2 2009-05-17 No message detected (10000) No message detected (10000)
Oil burner in operation (16) Ignitor oil pump
AUTOMATIC BOILER REQUEST (if THIS boiler is MASTER) AUTOMATIC BOILER REQUEST (if THIS boiler is MASTER)
Pressure boiler: 0.70 MPa Pressure boiler: 0.69 MPa
MDO operation
Fuel oil viscosity Load position boiler: 18.0 % Load position boiler: 0.0 %
Flue gas temp. high 35.2 HFO operation
MDO Postion SLAVE STOP: 30.0 % Postion SLAVE STOP: 30.0 %
180 Waterlevel too high Position SLAVE START: 90.0 % Position SLAVE START: 90.0 %
90 Waterlevel high 22.8 Diff. pressure SLAVE RELEASE: 0.10 % Diff. pressure SLAVE RELEASE: 0.10 %
56 Waterlevel
0 Ignitor oil pump MASTER POS. after slave release: 50.0 % MASTER POS. after slave release: 50.0 %
50 Level set point
-90 Waterlevel low DELAY for slave start [S] 30 % DELAY for slave start [S] 30 %
Circulation
-180 Waterlevel too low MDO operation
DELAY for slave stop [S] 30 % DELAY for slave stop [S] 30 %
-270 2% LOAD HFO operation
Feedwater IGS MIN POSITION: 30.0 % IGS MIN POSITION: 30.0 %
1.2 1.6 St. Press. too high Fuel oil pump 1 Auto
0.8 St. Press. high HFO P1 Stand-by pump BURNER STATUS: RELEASED BURNER STATUS: OFF
Fuel Oil 56 Steam Pressure Servce Tank Stand-by pump requested
0.4
Burner 50 St. Press. set point SINGLE MASTER SLAVE SINGLE MASTER SLAVE
P2 Oil pressure min
0 St. Press. low Fuel oil pump 2 Auto HIGH LOW HIGH LOW
Alarm Page PRESSURE PRESSURE
IGS
PRESSURE PRESSURE
IGS
Stand-by pump
Activation data-alignement BOILER
MASTER- ((send values to OTHER boiler) SETUP
SLAVE
Message- Message-
Message Overview Zoomback Fuel Oil Ext. control Controller Alarm Page Overview Zoomback Boiler Operation Controller Login
Overview Zoomback Boiler Operation Controller Login Acknowledge Acknowledge
Acknowledge
Feed Water Screen Burner Overview Screen

The Controller Overview displays a button for the water level controller and The Feed Water Overview screen is selected from the Boiler Overview screen.
the burner load controller. Pressing the button opens a screen for the controller This screen shows the operational status of the feed water system. LOGIN: 08:35:14
selected, which allows the operator to make adjustments to the controller 1 L 2 2005-10-19
Oil burner in operation (16)
settings.
Burner not in position
16:44:47
For further information regarding controller adjustments and details of the
1 L 2009-09-22
Oil burner in operation (16) Flame failure
other screens please refer to the manufacturer’s manual. Fire in windbox
Consumer Combustion air press. low
Primary air press. low Atomizer
3.0%
Boiler Overview Screen Steam Press. too High
Steam Press. High
Fuel oil press. high
Fuel oil temp. low
The Boiler Overview screen appears when the HMI system is switched on or
by pressing the Boiler button. This screen gives an overview of the burner and 0.70 Load Control Set Point
Fuel Oil temp. high.
boiler conditions including: 0.70 Boiler Steam Pressure

St. Press. high high
Steam Press. Low Combustion air fan
• Operating parameters (water level, steam pressure, exhaust
Water level control valve Feed Water Sanlitity
29.0 Oil in condensate
gas temperature) Water Level too High
Water Level High
MDO operation
HFO operation
• Alarms (water level, steam pressure, exhaust gas -50.0
temperature) -47.0 Fuel Oil

P1 Water Level Low
• Set points (water level, steam pressure) Water Level too Low
Overview Zoomback Fuel Oil Ext. control Controller Alarm Page
Message-
Acknowledge
P2
• Burner load
If a screen is surrounded by a magenta frame, this area can be pressed to Message-
Overview Zoomback Fuel Oil Ext. control Controller Alarmpage From the Boiler Overview screen the operator can move to the Burner
change to the highlighted plant section. Acknowledge
Overview screen by pressing the burner magenta area. The Burner Overview
screen shows the burner unit and indicates the fuel type in use and the burner
Fuel Oil Supply Screen Maser/Slave Boiler Settings Screen
load. The screen also displays the operating hours and burner alarms, which
The Fuel Supply Overview screen is selected from the Boiler Overview screen. The Master/Slave Boiler Settings screen is selected from the Boiler Overview include:
This screen shows the operational status of the fuel supply system. screen. In this screen the operator can compare and adjust the settings between
the two boilers. Values changed on one boiler are automatically accepted on the
other boiler. Password level 6 is required to adjust control parameter settings.

Description Function Set Point • Purge status (requested, reached, in progress, successful) according to the capacitance measurement principle. The electrode rod and
the boiler wall form a capacitor. If the level of the dielectric located between
Flame failure Shut down • Ignition (requested, reached, actived)
the two capacitor plates changes, the current which flows through the plates
Burner swung-out interlock Shut down changes proportionally to the level. A dielectric is defined as an insulating
Burner controls include:
Fire in the windbox Shut down substance which excludes many liquids such as water. In order to receive a
Combustion air pressure too low Shut down 20mbar • Start/Stop useful measuring result the measuring rod, which is submerged to varying
Primary air pressure too low Shut down 30mbar • Message acknowledge (burner reset after a fault or alarm) depths in the liquid, must be completely insulated. After calibration of the zero
point/measuring range (0% - 100%) the level can be read off from a remote
Fuel oil pressure too high Shut down 0.4MPa • Local/Remote operation selection display unit. The level measuring range can also be changed during operation.
Fuel oil temperature too high Alarm 120°C
• Oil operation (preselection and indication of the fuel type)
Fuel oil temperature too low Shut down 70°C Two further electrodes are provided to monitor the boiler water level for the
Steam pressure too high Shut down 0.85MPa safety system. These electrodes act in combination to provide low water level
Burner Control Sequence and low low level signals to the control system. The control system will initiate
Feed water conductivity high Alarm
The burner firing sequence (start, stop, purge and ignition), is handled by the an alarm signal (low level) or burner shut down (low low level).
Feed water oil content high
automatic sequence control system. The various control sequences are divided
Flue gas temperature too high Shut down 400°C into a number of steps depending on the sequence (start, stop, shutdown). Feed Water Control Valve
The sequences are executed step by step. When a specified step is active, the
The screen also shows if the burner is operating on MGO or HFO. control system activates a number of output signals and timers. In this way the There is one feed water control valve on each auxiliary boiler. The feed water
necessary execution and surveillance of these actions can be performed. On the control valves have a valve plug of parabolic form, and the fluid flow direction
A button on the Burner Overview screen allows the operator to move to the burner control panel touch screen the sequence steps for purge and ignition are is against the closing direction. The valves are actuated by an electric motor-
Fuel Oil screen. displayed on the Burner Operation screen. driven actuator which is mounted above the valves, and which are regulated by
a signal originated at the boiler water level control system.
Burner Operation Screen If the steam pressure rises above the set point for ‘stop of the burner’, the control
LOGIN: 08:35:14 system initiates the burner stop sequence. When the stop sequence has been
1 L 2 2005-10-19 completed, the burner will return to the ‘ready to start condition’, provided all
Oil burner in operation (16)
operating functions are normal. If the steam pressure falls below the set point
Burner
Start/Stop SELECTION for ‘start of the burner’, a new start-up sequence will be initiated.
BURNER IN OPERATION
MESSAGE
In addition, the automatic sequence control system is provided with a ‘stop’
BURNER RELEASED
ACKNOWLEDGE
step and a ‘shutdown’ step. The stop step is selected on the burner control
PURGEPOS. REQUESTED
PURGEPOS. REACHED
Local operation PURGE IN PROGRESS panel touch screen (Burner Operation screen). This sequence will stop the
PURGE SUCCESSFUL
burner regardless of the steam pressure. The shutdown function is active if
OIL operation IGNITIONPOS. REQUESTED
one or more of the safety interlock alarms are present. If a safety interlock
IGNITIONPOS. REACHED
IGNITION ACTIVE alarm arises in any one of the sequence steps, the burner firing sequence is
immediately interrupted. When the safety interlock circuit is restored, and the
alarm is reset, the burner will return to the ‘ready to start condition’.
Water Level Control System

The feed water is normally supplied to the boiler through the feed water
Message
automatic regulating valve, but it can also be supplied using a separate
Overview Zoomback Boiler Operation Controller Login
Acknowledge auxiliary line. The regulating valve is controlled by the level of water in the
boiler and will open and close to adjust the feed rate to maintain the correct
level in the boiler. The auxiliary feed line is used if the automatic regulator is
The Burner Operation screen is selected by pressing the Operation button inoperative, but requires manual control of the boiler inlet valve to maintain
on the footer section of the screen. Information regarding the burner status the correct level.
is shown on the right hand side of the working area and buttons for the
operation of the burner are on the left hand side. The auxiliary boiler water level control system is equipped with one electrode
Burner functions displayed include; with the corresponding water level controller in the control cabinet, which
• Burner status (selection, operation, released) regulates the feed water control valve. If this system has a fault, the boiler gets
an immediate water level high or water level low alarm. The system works

Illustration 2.2.3a Exhaust Gas Economiser System
Funnel Top
1600 1600 600 600 4500
TIAH TT TIAH TT
EG92 EG92
EG068 EG067
EG114 EG113
Smoke Smoke
Silencers Silencers
No.2 TT No.1 TT Density Density
Exhaust Gas Gauge Exhaust Gas Gauge Detector Detector
Economiser TI Board Economiser TI Board
From Gas
Combustion Unit
TI TI
EG003 EG002
TAH TS TAH TS
TIAH TIAH EG013 EG012 TIAH TIAH EG011 EG010 EG94 EG93
EG41.1 EG41.7 EG31.1 EG31.7
Main Engine Main Engine
(Port) TT (Starboard) TT
80 1600
No.2 No.1
Auxiliary Auxiliary
TT TIAH TT TIAH TT TIAH TT TIAH Boiler Boiler
EG45 EG44 EG35 EG34
TIAH TT TIAH TT TIAH TT TIAH TT
EG43 EG42 EG33 EG32
From Forced From Forced

EG052 EG062 Draft Fan Draft Fan
(N.C.) EG051 EG065 (N.C.) EG061 EG066
(N.O.) (N.O.)
50 Starboard 50 80
Port Soot
Soot
Collecting
Collecting
Tank (5m3)
Tank (5m3)
EG053 EG063
80
Soot Eductor
65 50 100 50 65 50 100 50
(10m3/h) Emergency 200 200 50
Generator
65 80 Engine Room
EG073
From
100 Fire Main EG064
50 Emergency
50 TIAH TT TIAH TT TIAH TT TIAH TT
Air Compressor
From Incinerator EG82 EG72 EG62 EG52
To Bilge Water Drain EG041 EG043
Holding Tank
Key No.4 No.3 No.2 No.1 Emergency

Exhaust Gas Generator
Generator Generator
Engine
Bilge Engines Engines
(Port) (Starboard)
Fire Water
Air
Electrical Signal To Fuel Oil To Fuel Oil


2.2.3 Economiser As the pressure part of the economisers is made of mild carbon steel with
elevated temperature properties. They can be operated with low water level and WARNING
Exhaust Gas Economiser even without water in an emergency. Under these conditions the economisers It is very important to make sure that there are no restrictions to the
Manufacturer: Saacke Marine Systems can be run with the full exhaust gas flow, provided it is depressurised and the operation of the safety valve lifting gear or lifting gear operating wire.
inside temperature does not exceed 400°C.
No. of sets: 2
Type: Exhaust gas economiser Circulation Valves
The heating surface of the economisers is designed to maintain a sufficiently
Model: Ocean EG-V-5-3, 1/7 high exhaust gas velocity to ensure the best self-cleaning effect within the The circulation inlet and outlet valves are shut-off valves. When closed, they
Evaporation: 2,100kg/h at 7 bar boiler tubes. However, after long term operation soot deposits can accumulate isolate the economisers from the circulation pumps and steam space of the oil
inside the tubes and must be cleaned by water washing. fired boilers respectively.
Working pressure: 7.0 - 8.0bar
Water temperature: 170 - 175°C
For inside inspection, the economiser is provided with hand-holes and Blowdown Valves
Circulation flow: 4,500kg/h manholes. Two manholes are arranged at the lower end of the shell for access
Exhaust gas temperature: 220°C at economiser inlet into the water drum. For visual inspection of the smoke tubes a number of hand- Two blowdown valves are mounted at the bottom of the economisers. Two
holes are arranged at the bottom end of the shell. The economiser foundation valves are provided in each group, one shut-off valve and one shut-off/non-
Exhaust gas temperature: 188°C at economiser outlet return valve. The shut-off function is for security and the non-return function
consists of foundation consoles giving the necessary support and absorption of
the thermal expansion. prevents steam or water from flowing into an empty boiler by mistake.
Boiler Water Circulation Pumps
Manufacturer: Teikoku The economisers are designed for continuous forced circulation of water; the Air Valve
No. of sets: 4 circulation being provided by two circulating pumps for each economiser/boiler
The air valve is located at top of the economisers and is a shut-off valve. It is
Type: Horizontal centrifugal set. One of the pumps must be kept in continuous operation (also in port) with
normally closed except when the economisers are being filled or completely
the other pump in automatic standby operation mode. The circulating pump
Model: B FAA drained. The end of the drain pipe from the air valves must be visible in order
shaft bearings are splash lubricated by oil, and the pump casings incorporate
Capacity: 25m3/h at 3.5kg/cm2 to determine when air or steam is coming out.
an oil reservoir. Cooling water for the pump lubrication system oil is supplied
from the low temperature fresh water cooling system.
Gauge Board Valve
Introduction For safety of operation and for monitoring purposes, each circulation system A gauge board valve is located on the top of the economiser and they are
is equipped with an orifice plate, differential pressure indicator and differential of the shut-off type. The valves must always be opened during economiser
Two exhaust gas economisers are used to produce steam when the vessel is at pressure switch. The orifice plates are located at the circulation pump discharge operation.
sea. The economisers utilise the heat from the main engine exhaust gases to manifolds and will protect the system by reducing the pump discharge flow
produce the steam and under normal circumstances all the steam load can be variations resulting from different working conditions. The differential
supplied by the economisers. pressure indicator and switch provides for low circulating flow alarms and the Manholes
start of the standby pump. Two manholes are arranged on the economiser shells which allow inspection
The economisers are used in conjunction with the auxiliary oil-fired boilers
of the pressure vessel.
which act as a steam and water separator. Water at saturation temperature is
pumped from the oil-fired boilers into the exhaust gas economisers by the Boiler Mountings
circulation pumps. In the economisers the heat from the main engine exhaust gas Hand-Holes
is transferred to the water to form a mixture of steam and water. The generated Safety Valves A number of hand-holes are distributed regularly around the circumference of
mixture is then discharged into the steam space of the oil-fired boiler where the the economisers at the bottom end. The hand holes allow inspection of smoke
heavier water particles separate from the steam. The boilers and economisers Two safety valves are fitted to the pressure vessel of the economiser. The valves
tubes.
are arranged so that No.1 boiler operates with No.1 economiser and No.2 boiler are installed for security reasons, and are designed to prevent the economiser
with No.2 economiser. No.1 economiser is supplied by No.1 main engine and pressure from rising above the design value. Waste steam pipes are fitted to the
No.2 economiser is supplied by No.2 main engine. The arrangement of oil- safety valves and these are provided with drains to prevent condensate build-up Inspection Doors
fired boilers and economisers is shown in illustration 2.2.1a. above the valves. The economisers are provided with inspection doors in both the exhaust
gas inlet and outlet boxes to enable inspection and cleaning of the heating
The economisers are designed as vertical boilers with cylindrical shells The safety valves are equipped with a lifting device (easing gear), which allows surface.
surrounding the boiler tubes and water drum. The tubes consist of a large the safety valves to be opened and closed manually. The lifting gear is operated
number of smoke tubes and a smaller number of stay tubes. The stay tubes by steel wires and pull handles from a safe location. The safety valve can be
with an increased diameter act as support for the boiler. Both tube types are operated by means of the lifting lever at 85% of the set pressure. Gauge Board
welded into the lower and upper tube plates. The economisers are shown in Each economiser is equipped with a gauge board which allows the economiser
illustration 2.2.3a. parameters to be monitored. The gauge boards fittings include:

Illustration 2.2.3a Exhaust Gas Economiser System
Funnel Top
1600 1600 600 600 4500
TIAH TT TIAH TT
EG92 EG92
EG068 EG067
EG114 EG113
Smoke Smoke
Silencers Silencers
No.2 TT No.1 TT Density Density
Exhaust Gas Gauge Exhaust Gas Gauge Detector Detector
Economiser TI Board Economiser TI Board
From Gas
Combustion Unit
TI TI
EG003 EG002
TAH TS TAH TS
TIAH TIAH EG013 EG012 TIAH TIAH EG011 EG010 EG94 EG93
EG41.1 EG41.7 EG31.1 EG31.7
(Port) TT (Starboard) TT
80 1600
No.2 No.1
Auxiliary Auxiliary
TT TIAH TT TIAH TT TIAH TT TIAH Boiler Boiler
EG45 EG44 EG35 EG34
TIAH TT TIAH TT TIAH TT TIAH TT
EG43 EG42 EG33 EG32
From Forced From Forced

EG052 EG062 Draft Fan Draft Fan
(N.C.) EG051 EG065 (N.C.) EG061 EG066
(N.O.) (N.O.)
50 Starboard 50 80
Port Soot
Soot
Collecting
Collecting
Tank (5m3)
Tank (5m3)
EG053 EG063
80
Soot Eductor
65 50 100 50 65 50 100 50
(10m3/h) Emergency 200 200 50
Generator
65 80 Engine Room
EG073
From
100 Fire Main EG064
50 Emergency
50 TIAH TT TIAH TT TIAH TT TIAH TT
Air Compressor
From Incinerator EG82 EG72 EG62 EG52
To Bilge Water Drain EG041 EG043
Holding Tank
Key No.4 No.3 No.2 No.1 Emergency

Exhaust Gas Generator
Generator Generator
Engine
Bilge Engines Engines
(Port) (Starboard)
Fire Water
Air
Electrical Signal To Fuel Oil To Fuel Oil


• A pressure gauge for reading the actual steam pressure in the Position Description Valve Position Description Valve
economiser.
Open No.2 boiler water circulation pump discharge SG016 Open Auxiliary boiler return steam/water circulation
• A pressure transmitter which converts the actual steam pressure valve valves
into corresponding electric signals. The signals are used for Open Auto changeover pressure switch valves SG053 Closed No.1 and No.2 auxiliary boiler circulating pump SG020
remote steam pressure indication. SG067 discharge manifold cross-over valve
• Two temperature gauges for reading the inlet and outlet exhaust SG056 Closed No.1 and No.2 economiser circulating water SG030
gas temperatures. SG055 outlet manifold cross-connection valve
• A U-tube differential pressure indicator which indicates the Open Economiser circulation water line inlet valve SG018 Closed No.2 economiser blowdown valves
differential pressure between the inlet and outlet exhaust gas Open Economiser circulation water inlet valves Closed No.2 economiser air valve
boxes. Open Economiser outlet water/steam circulation valves Open No.2 economiser gauge board isolating valve
Open Auxiliary boiler return steam/water circulation Closed No.2 economiser gauge board air vent valve
valves
Procedure for Operating the Exhaust Gas Economisers From
Closed No.1 and No.2 auxiliary boiler circulating pump SG020 e) Ensure the boiler water circulating pumps are switched to
Cold
discharge manifold cross-over valve MANUAL.
Closed No.1 and No.2 economiser circulating water SG030
The exhaust gas economisers do not operate in isolation but are always
outlet manifold cross-connection valve f) Check the oil level in the circulating pump reservoirs and ensure
operating as part of the complete steam system as water is taken from and
Closed No.1 economiser blowdown valves that cooling water is being supplied to the pumps.
returned to the auxiliary boilers.
Closed No.1 economiser air valve
g) Start the selected (duty) boiler water circulating pumps and
The following steps should be taken before attempting to operate the Open No.1 economiser gauge board isolating valve open the discharge valves a ¼ of a turn. This will prevent the
economisers: Closed No.1 economiser gauge board air vent valve risk of thermal stress within the economisers. It will also prevent
a sudden loss in boiler steam pressure and water levels.
a) If any maintenance has been carried out on the economisers, a
thorough inspection must be made to ensure the units are clear No.2 Auxiliary Boiler/Economiser
h) Slowly open the duty boiler water circulation pump discharge
of foreign matter and that all inspection doors are securely Position Description Valve valves maintaining a watch on the auxiliary boiler steam
fitted.
Open Auxiliary boiler low suction for circulation pressure and water levels.
pump
b) Ensure the safety valves are operative and that the easing wires
Closed Auxiliary boiler high suction for circulation SG084 i) Open the economiser air vent valves to ensure there is no air in
are fitted correctly and working.
pump the system and close again when satisfied.
c) Open all valves associated with the instrumentation and controls Open No.3 boiler water circulation pump suction SG024
for the economisers. valve Note: It is important to start the boiler water circulating pumps before
Open No.3 boiler water circulation pump discharge SG026 starting the main engines.
d) Set up the valves in accordance with the following tables: valve
When the duty boiler water circulating pump discharge valves are fully open
Open No.4 boiler water circulation pump suction SG025
the discharge valves on the standby pumps should be opened and the pumps
No.1 Auxiliary Boiler/Economiser valve
switched to AUTO.
Open No.4 boiler water circulation pump discharge SG027
Position Description Valve valve When the load on the main engines has increased to normal, the economisers
Open Auxiliary boiler low suction for circulation Open Auto changeover pressure switch valves SG057 should be able to generate sufficient steam to supply the vessel’s demands. The
pump SG058 auxiliary boiler firing can be stopped when it is certain that the economiser can
Closed Auxiliary boiler high suction for circulation SG083 SG060 cope with the steam demand or switched to AUTOMATIC as necessary. How
pump SG059 long this takes depends upon the main engine operation, but the economisers
Open No.1 boiler water circulation pump suction valve SG014 Open Economiser circulation water line inlet valve SG028 should be able to meet the demand for steam 20 to 30 minutes after the engines
Open No.1 boiler water circulation pump discharge SG008 Open Economiser circulation water inlet valves have been set to full power.
valve Open Economiser outlet water/steam circulation
Open No.2 boiler water circulation pump suction valve SG015 The auxiliary boiler level control valve and feed pump will maintain a constant
valves
level of water inside the auxiliary boiler. In the event of the control valves
being fully closed, a leak-off pipe from the pump discharges connects back to

the feed filter tank and ensures there is always a flow of cooling water through insoluble particles away. Due to the acidic nature of the deposits it is preferable h) Clean the soot collecting tank on the drain system before the
the pump. to wash with an alkaline solution (10% washing soda) if possible. If this residue dries and compacts.
solution is not available then additional rinsing will be required.
If an economiser gas temperature high alarm sounds and it is noted that a The economiser is now ready for service.
sudden increase in exhaust temperature is present, an economiser fire has Washing may only be carried out when the economiser and associated main
almost certainly occurred. In this event the main engine must be immediately engine is out of service, and the shell temperature 100oC or less. Note: The exhaust gas economisers have no soot blowing facilities, but are
stopped. equipped with a soot release system.
a) Open the two inspection doors to the exhaust spaces, above and
Note: When arriving alongside, to minimise the risk of soot fires and to below the economiser. Open the drain from the floor of the inlet
allow cooling of the economiser, the boiler water circulating pump must box to the soot collecting system, and prove it to be clear. Using Cleaning Water Collection System
be kept running for at least twelve hours after the main engine is no longer waterproof material cover the inlet from the engine to prevent
required. water from running down to the turbochargers. Open the drains Each economiser has a collecting tank located below the exhaust gas inlet box.
from the turbocharger exhaust outlet casings and prove them to The economiser exhaust gas boxes are then lead to individual soot collecting
Ideally the economiser should always be connected to the auxiliary boiler as be clear. tanks. The water drains from the auxiliary boiler furnaces are led to the
the temperatures in the system remain fairly constant and the risk of corrosion overflow line from the starboard soot collecting tank to the bilge water holding
is reduced because of the circulation of treated boiler water. b) Using either a fresh water lance or a sea water hose commence tank.
washing the tubes through the inspection door in the outlet side
CAUTION of the economiser. The water jet should be directed directly at Soot Collecting Tanks
the tubes and should be between 400 and 600kPa pressure.
When restarting the main engine after water washing the economiser, a Washing water enters the first section of the soot collecting tanks via an open
considerable amount of sparks will be discharged from the funnel. It is grating. Each soot collecting tank has a capacity of 5.8m3. The contents of
therefore important to ensure no cargo handling operations are ongoing WARNING the soot collecting tanks can also be discharged overboard using an eductor
either on board or ashore when the engine is started and the bridge is to When the tubes are water washed there is the risk of generating steam. which is powered by water supplied from the fire main line. Contaminated
be informed of the potential risk. Ensure that protective clothing including visors and gloves are worn and water should not be discharged overboard. The soot collecting tanks allow
that the operator’s body remains outside the inspection door. solids to settle out of the boiler, and economiser washing water for removal,
and disposal ashore to the appropriate facilities. The tanks and system valves
Exhaust Gas Washing Water Collection System c) Constantly check the drain from the bottom of the inlet space to are listed below.
prevent any accumulation of water. Stop washing and clear the
Main engine, generator engine and boiler exhaust gases contain carbon particles, drain whenever it becomes blocked.
ash, and unburnt fuel residues. The amount of solid particles is dependent upon Description Valve
the quality of the fuel, the state of the machinery, and the operating load. Over No.1 auxiliary boiler furnace drain valve 1.2.18
a period of time, deposits accumulate on boiler and economiser tubes, and on Note: Once washing has commenced the process has to be completed and
No.2 auxiliary boiler furnace drain valve 1.2.18
turbocharger blading, especially after continued operation on low loads. It will all deposits removed. Some types of deposit will become more difficult to
remove if exposed to water and then allowed to dry. No.1 economiser drain valve EG062
then be necessary to water wash the tubes and turbochargers to remove these
No.2 economiser drain valve EG052
deposits. However, in the case of main engines and generator engines, the
turbocharger manufacturer’s instructions regarding water washing should be d) When washing is complete, indicated by clean water at the No.1 soot collecting tank drain valve to eductor suction EG063
strictly adhered to, as turbocharger blading will more likely be cleaned using a drain, flush away all remaining residue from the bottom of the No.2 soot collecting tank drain valve to eductor suction EG053
dry cleaning system such as loy grain or crushed walnut shells. inlet box. If using sea water it is preferable that the final rinse is Driving water inlet valve to soot drain eductor EG064
done with fresh water.
Eductor overboard discharge valve EG073
In the case of the economisers a good indicator of the amount of fouling is
the temperature of the exhaust gas at the economiser outlet. If this increases e) If available, neutralise any remaining acidic residues with a 10%
To use the eductor the fire water line must be pressurised; refer to Section 4.1
by 20°C compared to a clean economiser (at a specified engine power), then washing soda solution.
of this manual for details regarding the fire water system.
the tubes should be cleaned. Other indications are an increased exhaust gas
pressure drop across the economiser and/or reduced steam production for the f) Remove the waterproof material from the exhaust gas inlet and
a) Open the eductor overboard discharge valve, EG073.
same engine load. Data from the economiser when in a new condition should close the drains on the turbochargers.
be referred to when accessing the level of fouling. b) Open the driving water supply valve to the eductor, EG064.
g) Ensure that the drain valve is closed and that no tools or
equipment have been left inside the economiser casing. After a
Procedure for Water Washing Economisers c) Open the drain line isolation valve to the eductor for the required
final inspection the inspection doors may be closed.
collecting tank, EG053 or EG063.
The deposits are mainly insoluble particles bonded together by a water soluble
material. Water washing dissolves the bonding material and then flushes the

The washing water will now be discharged overboard. When the tank sections
WARNING
are empty close all the system valves.
In the unlikely event of a soot fire occurring. The bridge must be
informed and the main engine stopped as soon as possible. Turbocharger
Note: The discharge of cleaning water overboard must only take place
air intakes should be sealed and fire fighting equipment made ready.
in areas where such discharge is permitted. The bridge must be consulted
before any such discharge is made.
If running dry for a prolonged period, consideration should given to opening
the manholes in the boiler shell to prevent pressure build-up as any remaining
Procedure for Running the Exhaust Gas Economiser Dry water is boiled-off.
It is possible to operate the economiser in the dry condition in an emergency WARNING

situation. When doing so, additional care must be taken to prevent the outbreak After running dry the boiler will have been heated up to exhaust gas
of soot fires as the risk increases due to the higher operating temperature on temperature and should be allowed to cool before refilling. Otherwise
the tube surfaces. Before operation the economiser must be thoroughly water there is the possibility of a sudden release of steam and thermal shock
washed. Inlet and outlet temperatures need to be monitored and if the draught to the boiler.
loss through the economiser increases.
Should the economisers fail and need to be run dry, the following procedure
should be followed:
a) Close the economiser circulating water inlet valves and open the
blowdown valves.
b) Inspect and water wash the economiser to prevent the possibility

of a soot fire starting. If possible, inspect the exhaust gas boiler
to determine the extent of the damage, if any.
c) Once the economiser is fully drained the air valve can be opened
and the blowdown valves may be closed.
d) Once the economiser is fully drained open the air vent valve
to prevent pressure inside the boiler shell. If required the relief
valves may be lifted with the easing gear for this purpose. The
blowdown valves may now be closed.
e) The engine may now be started and steadily increased to full

load.
The exhaust gas inlet and outlet temperatures should be closely monitored to
ensure that the inlet temperature does not rise above 400°C and that there is no
sudden change in the outlet temperature.
When running dry for any length of time all the gaskets will eventually dry out
and should be inspected and renewed before returning to pressurised service.
As there is no cooling affect when the exhaust passes through the boiler there
is a slight increase in the possibility of a soot fire in the exhaust gas boiler.

Illustration 2.2.4a Port Steam System

From Starboard Steam Service Line
(See Illustration 2.2.4b) 125
SL011 SL041 SL056
To Cascade Tank
Main Engine A Steam Nozzle
No.2 No.2 Auxiliary No.2 Main
40 25 50 SL217
SL031 SL032 Fuel Oil SL143 Boiler SL016 Engine 40 15
A
Purifier Fuel Oil Fuel Oil SL218
No.1 Heaters No.1 Heaters No.1 Heaters SL007 SL233
40 25 50 SL149 A
SL029 SL030 SL142 SL015
SL219 SL061
TC 65 50 125
Main Engine
Main
Lubricating
25 Engine Fuel Generator Engine Main Engine Renovating
SL023 SL024 Oil Purifier SLV18
Oil Filter Lubricating Oil System Oil Tank 15
Heater SL057 SL060
SL140 SL013 SL017 Settling Tank Settling Tank Main
Engine
Generator Bypass
No.2 Filter
25 Engine SL018 SL083 15
SL027 SL028 Main Engine SL058 SL059 SL062
Lubricating
Jacket
No.1 Oil Purifier SL 2nd Deck 1st Deck
25
SL139 SL141 SL012 Preheater
SL025 SL026 Heaters 014
50 50
Purifier SL082 SL081
Room
15 15
50 25 50 15
SL037 125
15
50 65
15 SL SL SL SL SL SL SL SL SL SL SL
15 211 212 213 214 215
210 209 208 207 206 205
SL033 SL237 A A A A A
A A A A A A
SL051 Workshop
TC
SL034 A
Near Emergency OI12.1
SL204 A
Sea Chest SL A
SL035 SL216
036 SL203 50 50 50 50
Floor A
SL202
SL045 A SL175 SL180 SL185 SL191
Sludge Tank SL201
Key
Steam SL176 SL181 SL186 SL192
Fresh Water / Condensate SL SL SL SL
SL177 SL182 SL187 SL193
178 183 188 194
Vent
Electrical Signal
A Steam Tracing
50 50 50 50 50 50 50
15
SL SL SL SL SL SL SL
80
179 184 190 189 197 196 195
50
Fresh Water
Hydrophore Unit Heavy Fuel Oil Heavy Fuel Oil Low Sulphur Heavy Fuel Oil Tank
Service Tank Settling Tank Fuel Oil Tank
15 15 15 15 15 15
PI PI TI
SL050 SL049 SL048 SL047 SL046 SL044 SL043 SL042

Fresh Water
SL084 Generator
(40 Ton/Day)
TI
Lubricating Oil Fuel Oil Main Engine Fuel Oil Oily Bilge Main Engine Main Engine Air
Drain Tank Drain Lubricating Oil Overflow Tank Scavenge Air Cooler Chemical
Tank Sump Tank Tank (Centre) Box Drain Tank Cleaning Tank

2.2.4 Steam System fitted, line drain valves may be left open after the pipeline has When opening a steam system section valve, it is essential that at least one
warmed through, otherwise the drain valve must be closed when consumer and its corresponding drain valve is open. (Preferably more than
the pipeline is warm, and steam issues from the drain valve. one, especially where a section of the system has many consumers.) This is
Introduction especially true where large sections divide in to ‘legs’ which have no isolating
d) Open the boiler steam line drain valves, SG075 and SG076 for valve. To avoid a build-up of condensed water, at least one service per ‘leg’
Saturated steam is supplied by the oil-fired auxiliary boilers at a normal No. 1 auxiliary boiler, which will drain any water from the main and its corresponding drain valve should be open. Ensure that at least one
pressure of 700kPa. The steam line from the boilers is used to distribute steam steam line. consumer is open in the sections as shown in the tables below; the associated
to consumers, and has a branch to the steam dump valve which is pressure drain valve must also be open. If no consumer is required, then the line
controlled to open at 830kPa. The dump valve is used to dump excess steam to e) Open boiler vent valve 1.2.7 to remove any air from the isolating valve should remain closed. Steaming-out connections are open-
the dump condenser/drain cooler when the steam generation exceeds demand. boiler. Close the valve when steam issues from the valve vent ended valves and have no corresponding drain. Temperature control valves
The auxiliary boilers have two steam stop valves, the main stop valve, 1.2.2, gooseneck. are automatic in operation and will be open if the service is below normal
and auxiliary stop 1.2.2.1. operating temperature.
f) Crack open the main steam stop valve 1.2.2, auxiliary steam
Normally the steam pressure will be raised in the system at the same time as it stop valve 1.2.2.1, and main steam line isolating valve SG019. h) Ensure that the control air supply is available to the steam dump
is raised in the boilers. The procedure to raise steam in the boiler is described valve and check that the controllers are operational.
in Section 2.2.1 of this Machinery Operating Manual. Normally the line valves
g) Open the steam system valves, shown in the following table, as
will be opened and steam will be raised simultaneously throughout the entire i) Slowly open to full open the main steam line isolation valve for
required for use. Where steam inlet lines to a consumer are fitted
system following the guidelines below. the boiler to be put into service, SG019 for No.1 auxiliary boiler
with a temperature controlled valve, a bypass valve is normally
fitted. This bypass valve is usually closed and the temperature in this case.
Steam services operate at pressures of 700kPa, supplies steam consumers by
controlled valve regulates the steam supply.
dividing into two steam systems, Port and Starboard, that are indicated in the j) As the boiler comes up to pressure, slowly open the boiler main
tables below. System Description Valve steam stop valve 1.2.2, and auxiliary steam stop valve 1.2.2.1.
Automatic steam dump valve manual inlet valve SG031 This allows steam into the main steam line, and any water in
WARNING the steam system will be discharged from the steam line drain
Automatic steam dump valve manual outlet valve SG032
Water hammer in steam lines can cause damage to the pipe system, valves SG075 and SG076, and will also pass to the feed filter
Automatic steam dump valve manual bypass valve SG033
joints and even steam line failure resulting in scalding of personnel. It is tank via the dump condenser/drain cooler through bypass valve
essential that all steam lines are drained of condensate and that steam Automatic steam dump valve operational SG054 SG033.
is supplied to cold lines gradually with the line drain valves open. This Port auxiliary boiler steam simmering coil inlet valve 1.2.21
allows the steam line to warm through and any condensate to drain. Starboard auxiliary boiler steam simmering coil inlet 1.2.21 k) When the main steam line has warmed through and steam is
Drain valves are located at a number of places in the steam system, they valve discharging from the drains, close the drains.
should be left open after the section has been isolated, and checked as Waste oil tank for incinerator steam heating coil control
being open before the steam valve to that section of line is opened. valve inlet valve l) Close the manual bypass valve SG033 for the automatic steam
Waste oil tank for incinerator steam heating coil control dump valve.
Procedure for Supplying Steam to the Steam System valve
m) As the pressure in the steam main to rises, flash-blow drain
Waste oil tank for incinerator steam heating coil control
valves around the system to remove any further condensed
The auxiliary boilers operate on automatic control and generate saturated valve outlet valve
water in the pipeline systems.
steam at a pressure of 700kPa. The description assumes that the entire steam Steam tracing valves SL230
system is shut down and is being warmed through from cold, and that No.1 SL231
auxiliary boiler is being flashed-up first. n) Check that the instrumentation root valves are open and
SL232 measuring equipment is operational where appropriate.
SL233
a) Ensure that the boiler is operating correctly and that the rated
Port Isolation valve for FO and LO heaters, purifier room SL011 o) The steam service systems can now be put into service as
steam pressure is being generated. Refer to Section 2.2.1
Port Isolation valve for sump, overflow and oil drain tanks SL041 required.
b) Start the sea water cooling systems and the auxiliary central Port Isolation valve for bunker tanks, evaporator SL056
fresh water systems. Ensure that there is cooling water flowing Starboard Isolation valve for FO and LO heaters, purifier room SL116
through the dump condenser/drain cooler and the boiler water Starboard Isolation valve for sump, overflow, oil drain tanks, bilge SL156
circulating pumps. Refer to Sections 2.4.1 and 2.5.2. water separator
Starboard Isolation valve for bunker tanks, evaporator IGG dryer SL171
c) Open all steam line drain valves and drain the sections of steam
pipe of condensate as the pipe warms-up. Where drain traps are

Illustration 2.2.4a Port Steam System

From Starboard Steam Service Line
(See Illustration 2.2.4b) 125
SL011 SL041 SL056
To Cascade Tank
Main Engine A Steam Nozzle
No.2 No.2 Auxiliary No.2 Main
40 25 50 SL217
SL031 SL032 Fuel Oil SL143 Boiler SL016 Engine 40 15
A
Purifier Fuel Oil Fuel Oil SL218
No.1 Heaters No.1 Heaters No.1 Heaters SL007 SL233
40 25 50 SL149 A
SL029 SL030 SL142 SL015
SL219 SL061
TC 65 50 125
Main Engine
Main
Lubricating
25 Engine Fuel Generator Engine Main Engine Renovating
SL023 SL024 Oil Purifier SLV18
Oil Filter Lubricating Oil System Oil Tank 15
Heater SL057 SL060
SL140 SL013 SL017 Settling Tank Settling Tank Main
Engine
Generator Bypass
No.2 Filter
25 Engine SL018 SL083 15
SL027 SL028 Main Engine SL058 SL059 SL062
Lubricating
Jacket
No.1 Oil Purifier SL 2nd Deck 1st Deck
25
SL139 SL141 SL012 Preheater
SL025 SL026 Heaters 014
50 50
Purifier SL082 SL081
Room
15 15
50 25 50 15
SL037 125
15
50 65
15 SL SL SL SL SL SL SL SL SL SL SL
15 211 212 213 214 215
210 209 208 207 206 205
SL033 SL237 A A A A A
A A A A A A
SL051 Workshop
TC
SL034 A
Near Emergency OI12.1
SL204 A
Sea Chest SL A
SL035 SL216
036 SL203 50 50 50 50
Floor A
SL202
SL045 A SL175 SL180 SL185 SL191
Sludge Tank SL201
Key
Steam SL176 SL181 SL186 SL192
Fresh Water / Condensate SL SL SL SL
SL177 SL182 SL187 SL193
178 183 188 194
Vent
Electrical Signal
A Steam Tracing
50 50 50 50 50 50 50
15
SL SL SL SL SL SL SL
80
179 184 190 189 197 196 195
50
Fresh Water
Hydrophore Unit Heavy Fuel Oil Heavy Fuel Oil Low Sulphur Heavy Fuel Oil Tank
Service Tank Settling Tank Fuel Oil Tank
15 15 15 15 15 15
PI PI TI
SL050 SL049 SL048 SL047 SL046 SL044 SL043 SL042

Fresh Water
SL084 Generator
(40 Ton/Day)
TI
Lubricating Oil Fuel Oil Main Engine Fuel Oil Oily Bilge Main Engine Main Engine Air
Drain Tank Drain Lubricating Oil Overflow Tank Scavenge Air Cooler Chemical
Tank Sump Tank Tank (Centre) Box Drain Tank Cleaning Tank

Port Steam Service System Isolation Valve SL041 Valve Isolation Valve SL056 Valve
Steam tracing valves SL201 Steam tracing valves SL211
Isolation Valve SL011 Valve SL202 SL212
Steam connection valve workshop SL237 SL203 SL213
Steam connection valve port purifier room SL037 SL204 SL214
Oily bilge tank steam heating coil inlet valve SL044 SL215
Port main engine FO filter SL017
Steam connection valve port floor SL045 HFO settling tank steam heating coil control valve inlet valve SL180
Port main engine FO bypass filter SL018
FO overflow tank steam heating coil inlet valve SL046 HFO settling tank steam heating coil control valve SL181
Port main engine FO heater steam control valve inlet valve SL012
Port main engine LO sump tank steam heating coil inlet valve SL047 HFO settling tank steam heating coil control valve outlet valve SL182
Port main engine FO heater steam control valve
FO drain tank steam heating coil inlet valve SL048 HFO settling tank steam heating coil inlet valve SL184
Port main engine FO heater steam control valve outlet valve SL013
LO drain tank steam heating coil inlet valve SL049 LSHFO tank steam heating coil control valve inlet valve SL185
Port main engine No.1 FO heater inlet valve SL015
Steam connection valve near high/low sea chest port SL050 LSHFO tank steam heating coil control valve SL186
Port main engine No.2 FO heater inlet valve SL016
LSHFO tank steam heating coil control valve outlet valve SL187
Sludge tank steam heating coil control valve inlet valve SL033
Isolation Valve SL056 Valve LSHFO tank steam heating coil inlet valves SL189
Sludge tank steam heating coil control valve SL034 SL190
Generator engine LO settling tank steam heating coil inlet valve
SL049
Sludge tank steam heating coil control valve outlet valve SL035 HFO tank steam heating coil control valve inlet valve SL191
Port main engine LO settling tank steam heating coil inlet valve
SL007
Port auxiliary boiler FO heater steam control valve inlet valve SL139 HFO tank steam heating coil control valve SL192
LO renovating tank steam heating coil inlet valve SL233
Port auxiliary boiler FO heater steam control valve HFO tank steam heating coil control valve outlet valve SL193
Port main engine jacket water preheater steam inlet valve SL083
Port auxiliary boiler FO heater steam control valve outlet valve SL140 HFO tank steam heating coil inlet valves SL195
Port FW generator steam heating inlet valve SL084
Port auxiliary boiler No.1 FO heater steam inlet valve SL142 SL196
Steam tracing valves SL217
Port auxiliary boiler No.2 FO heater steam inlet valve SL143 SL197
SL218
Generator engine LO purifier No.1 heater steam control valve inlet SL025 SL219
valve
Port main engine BX SL057 Starboard Steam Service System
Generator engine LO purifier No.1 heater steam control valve SL026
Port main engine BV SL058
Generator engine LO purifier No.2 heater steam control valve inlet SL027 Isolation Valve 116V Valve
Cascade tank steam injection nozzle steam control valve inlet SL059
valve Steam connection valve starboard purifier room SL148
valve
Generator engine LO purifier No.2 heater steam control valve SL028 Starboard main engine FO filter SL122
Cascade tank steam injection nozzle steam control SL060
Port main engine LO purifier No.2 heater steam control valve inlet SL023 Starboard main engine FO bypass filter SL123
Cascade tank steam injection nozzle steam control valve outlet SL061
valve Main engine FO heater steam control valve inlet valve SL238
valve
Port main engine LO purifier No.2 heater steam control valve SL024 Main engine FO heater steam control valve SL240
Port main engine No.1 FO purifier heater steam control valve inlet SL029 SL206 Main engine FO heater steam control valve outlet valve SL118
valve SL207 Starboard main engine No.1 FO heater inlet valve SL120
Port main engine No.1 FO purifier heater steam control valve SL030 SL208
Starboard main engine No.2 FO heater inlet valve SL121
Port main engine No.2 FO purifier heater steam inlet valve SL031 SL209
SL210 Sludge tank steam heating coil control valve inlet valve SL144
Port main engine No.2 FO purifier heater steam control valve inlet SL032
valve HFO service tank steam heating coil control valve inlet valve SL175 Sludge tank steam heating coil control valve SL145
Steam connection valve near emergency sea chest SL051 HFO service tank steam heating coil control valve SL176 Sludge tank steam heating coil control valve outlet valve SL146
HFO service tank steam heating coil control valve outlet valve SL177 Generator engine FO filter SL129
Isolation Valve SL041 Valve HFO service tank steam heating coil inlet valve SL179 Generator engine FO bypass filter SL130
Main engine air cooler chemical cleaning tank steam heating coil SL042 Steam connection valve 2nd deck port SL082 Generator engine FO heater steam control valve inlet valve SL124
inlet valve Steam connection valve 1st deck port SL081 Generator engine FO heater steam control valve
Main engine scavenge air box drain tank steam inlet valve SL043 Generator engine FO heater steam control valve outlet valve SL125
Generator engine No.1 FO heater steam inlet valve SL127
Generator engine No.2 FO heater steam inlet valve SL128

Illustration 2.2.4b Starboard Steam System To Deck Service To AHU Group

Port Starboard Group A Group B
200 250 200
A A
125 125 SL231 SL240 100 200 50 50 32 32
SL116 SL156 SL171
A A
SL230 SL232
To Port Steam System 25 IGG 15 SL112 SL109 15 40
(See Illustration 2.2.4a) Dryer
No.2 Auxiliary Boiler No.1 Auxiliary Boiler 516
(10 T/H x 700 kPa) (10 T/H x 700 kPa) SL113 SL108 SL107 SL110 SL111 SL198
To No.1 and No.2 A

Auxiliary Boiler SL242
PC PICAHL PT
40 15 A
SG11.1 SG11 SL241 200
SG SL103 SL234 80
SG033 072
To Cascade Waste Oil Tank

Tank Vent SG032 SG054 SG031 for Incinerator
From Condensate Main Engine Renovating
SG System Oil Tank Calorifiers
System 074 Purifier Room
CD001 SL148 Settling Tank A A A
CP To Condensate No.1 No.2
100
System SL243 SL244 SL245
Dump 80 50 80
Condensor / No.1 Generator No.1 Main 15
CD003 SL173
Drain Cooler TC SL127 Engine TC SL120 Engine Main
Fuel Oil Fuel Oil Engine
No.2 Heaters No.2 Heaters
SL128 SL121 15 SL004 SL005
SL SL SL174
CD002
To 125 118
Cascade SL
100 1st Deck 2nd Deck
Tank Generator 240 Main 25
50 Engine Fuel 50 Engine Fuel
Oil Filter Oil Filter SL236 SL239
A SL129 SL122
SL SL SL SL 32
SL255 Bypass Bypass 15 15
A 126 124 119 238
SL130 Filter SL123 Filter 80
SL256 65
15 15
50 50 A
65 80 SL SL SL SL SL SL246
225 226 227 228 229 SL073
No.1
15 SL144 A A A A A
SL006 Generator 25 25
No.2 Engines SL074
A 15 A
SL008 Fuel Oil TC
SL145
15
SL SL SL SL SL
SL252 SL076 SL075
SL No.3 Line Steam To Bilge
15 SL 224 223 222 221 220
254 SL009 Tracing SL146 Water SL157
147 Separator A A A A A
15
No.4 Near Sea
SL010 SL SL
Chest SL159 063 068 50 50 50 50
50 Sludge Tank Main Engine Air SL SL SL SL
Generator 15 15
Cooler Chemical 080 079 078 077
Engine Cleaning Tank SL SL
No.2
25
Lubricating 064 069
SL235 SL117 25 50 50
Oil Purifier SL SL SL SL Heavy Fuel Oil Tank
A A
No.1 Heaters 066 065 071 070
25 SL253 SL247
SL114 SL115 15 15 A 15
SL163 SL SL
SL248
Main Engine A 067 072
Lubricating TC SL249
25 SL164 Key
SL021 SL022 Oil Purifier A
Heater SL SL161 SL160 SL250 SL158 Heavy Fuel Oil Heavy Fuel Oil Steam
SL165
166 A Service Tank Settling Tank Condensate
No.2 Main Engine SL251 Vent
40
SL137 SL138 Fuel Oil Electrical Signal
Purifier Main Engine Main Engine
Bilge Water Main Engine Fuel Oil A
No.1 Heaters Scavenge Air Jacket Steam Tracing
40 Holding Tank Lubricating Oil Overflow Tank
SL135 SL136 Box Drain Tank SL172 Preheater
(Centre) Sump Tank

Isolation Valve 116V Valve Isolation Valve SL156 Valve Trace Heating Steam System
Steam tracing valves SL255 Steam valve to air handling unit group B SL198 All sections of fuel and sludge systems are fitted with trace heating to prevent
SL256 the oil/sludge from solidifying inside the pipelines. The steam for this trace
SL006 Isolation Valve SL171 Valve heating is taken from the both the port and starboard steam service systems.
SL009 IGG dryer steam inlet valve 516
SL010 Starboard main engine LO settling tank steam heating coil inlet SL103 The individual sections of trace heating line have separate steam inlet and drain
Generator engine LO purifier No.2 heater steam control valve SL235 valve valves, allowing for the isolation of that system when required.
inlet valve LO renovating tank steam heating coil inlet valve SL234
Generator engine LO purifier No.2 heater steam control valve SL117 Starboard main engine jacket water preheater steam inlet valve SL172 Note: Trace heating must only be applied to sections of pipe through which
oil is flowing or which allow for unrestricted thermal expansion of the fluid
Generator engine LO purifier No.1 heater steam control valve SL114 Steam tracing valves SL243
in the pipe.
inlet valve SL244
Generator engine LO purifier No.1 heater steam control valve SL115 SL245
Trace Heating Systems
Starboard main engine LO purifier No.1 heater steam control SL021 Starboard main engine BX SL173
valve inlet valve Incinerator waste oil line
Starboard main engine BV SL174
Starboard main engine LO purifier No.1 heater steam control SL022 HFO transfer line
Steam connection valve 1st deck starboard SL236
Starboard main engine No.2 LO purifier heater steam control SL137 Boiler fuel oil service line
Steam connection valve 2nd deck starboard SL239
valve inlet valve No.1 generator engine FO service line
Starboard main engine No.2 LO purifier heater steam control SL138 SL221 No.2 generator engine FO service line
valve inlet valve SL223 No.4 generator engine FO service line
HFO service tank steam heating coil control valve inlet valve SL063 Port FO service line
HFO service tank steam heating coil control valve SL064 Starboard FO service line
Isolation Valve SL156 Valve
HFO service tank steam heating coil control valve outlet valve SL065 FO purifying line
Main engine air cooler chemical cleaning tank steam heating SL157
coil inlet valve HFO service tank steam heating coil inlet valve SL067 HFO transfer line
Main engine scavenge air box drain tank steam inlet valve SL158 No.2 calorifier steam control valve inlet valve SL005 Main engine port FO discharge filter drain line
Steam tracing valves SL247 No.2 calorifier steam control valve Main engine cylinder oil line
SL248 No.1 calorifier steam control valve inlet valve SL004 FO drain pump discharge line
SL249 No.1 calorifier steam control valve Main engine and generator engine FO return line
SL250 Steam tracing valves SL225
SL251 Main engine FO service line
SL226
SL252 SL227 Main engine starboard FO discharge filter drain line
Steam connection valve near high/low sea chest starboard SL159 SL228 Generator engine FO service line
FO overflow tank steam heating coil inlet valve SL160 SL229 Generator engine FO discharge filter drain line
Starboard main engine LO sump tank steam heating coil inlet SL161 HFO settling tank steam heating coil control valve inlet valve SL068 Main engine FO drain line
valve HFO settling tank steam heating coil control valve SL069 Main engine starboard FO drain line
To bilge water separator BG602 HFO settling tank steam heating coil control valve outlet valve SL070
Bilge water holding tank steam heating coil control valve inlet SL163 HFO settling tank steam heating coil inlet valve SL072 p) Ensure that drain valves associated with the required services
valve are open and that the drain trap is functioning, see Section 2.3.1
HFO tank steam heating coil control valve inlet valve SL073
Bilge water holding tank steam heating coil control valve SL164 of this Machinery Operating Manual.
HFO tank steam heating coil control valve SL074
Bilge water holding tank steam heating coil control valve outlet SL165 HFO tank steam heating coil control valve outlet valve SL075 q) Frequently check the steam system for signs of steam leakage.
valve
HFO tank steam heating coil inlet valves SL077
Steam valve to deck services port SL108 SL078 Note: The drain inlet system to the dump condenser/drain cooler and to the
Steam valve to deck services starboard SL107 SL079 cascade tank must be operational.
Steam valve to air handling unit group A SL111 SL080

Illustration 2.2.4b Starboard Steam System To Deck Service To AHU Group

Port Starboard Group A Group B
200 250 200
A A
125 125 SL231 SL240 100 200 50 50 32 32
SL116 SL156 SL171
A A
SL230 SL232
To Port Steam System 25 IGG 15 SL112 SL109 15 40
(See Illustration 2.2.4a) Dryer
No.2 Auxiliary Boiler No.1 Auxiliary Boiler 516
(10 T/H x 700 kPa) (10 T/H x 700 kPa) SL113 SL108 SL107 SL110 SL111 SL198
To No.1 and No.2 A

Auxiliary Boiler SL242
PC PICAHL PT
40 15 A
SG11.1 SG11 SL241 200
SG SL103 SL234 80
SG033 072
To Cascade Waste Oil Tank

Tank Vent SG032 SG054 SG031 for Incinerator
From Condensate Main Engine Renovating
SG System Oil Tank Calorifiers
System 074 Purifier Room
CD001 SL148 Settling Tank A A A
CP To Condensate No.1 No.2
100
System SL243 SL244 SL245
Dump 80 50 80
Condensor / No.1 Generator No.1 Main 15
CD003 SL173
Drain Cooler TC SL127 Engine TC SL120 Engine Main
Fuel Oil Fuel Oil Engine
No.2 Heaters No.2 Heaters
SL128 SL121 15 SL004 SL005
SL SL SL174
CD002
To 125 118
Cascade SL
100 1st Deck 2nd Deck
Tank Generator 240 Main 25
50 Engine Fuel 50 Engine Fuel
Oil Filter Oil Filter SL236 SL239
A SL129 SL122
SL SL SL SL 32
SL255 Bypass Bypass 15 15
A 126 124 119 238
SL130 Filter SL123 Filter 80
SL256 65
15 15
50 50 A
65 80 SL SL SL SL SL SL246
225 226 227 228 229 SL073
No.1
15 SL144 A A A A A
SL006 Generator 25 25
No.2 Engines SL074
A 15 A
SL008 Fuel Oil TC
SL145
15
SL SL SL SL SL
SL252 SL076 SL075
SL No.3 Line Steam To Bilge
15 SL 224 223 222 221 220
254 SL009 Tracing SL146 Water SL157
147 Separator A A A A A
15
No.4 Near Sea
SL010 SL SL
Chest SL159 063 068 50 50 50 50
50 Sludge Tank Main Engine Air SL SL SL SL
Generator 15 15
Cooler Chemical 080 079 078 077
Engine Cleaning Tank SL SL
No.2
25
Lubricating 064 069
SL235 SL117 25 50 50
Oil Purifier SL SL SL SL Heavy Fuel Oil Tank
A A
No.1 Heaters 066 065 071 070
25 SL253 SL247
SL114 SL115 15 15 A 15
SL163 SL SL
SL248
Main Engine A 067 072
Lubricating TC SL249
25 SL164 Key
SL021 SL022 Oil Purifier A
Heater SL SL161 SL160 SL250 SL158 Heavy Fuel Oil Heavy Fuel Oil Steam
SL165
166 A Service Tank Settling Tank Condensate
No.2 Main Engine SL251 Vent
40
SL137 SL138 Fuel Oil Electrical Signal
Purifier Main Engine Main Engine
Bilge Water Main Engine Fuel Oil A
No.1 Heaters Scavenge Air Jacket Steam Tracing
40 Holding Tank Lubricating Oil Overflow Tank
SL135 SL136 Box Drain Tank SL172 Preheater
(Centre) Sump Tank

Sea Chest Steaming-Out Connections
Also, there are steam valves supplied by removable flexible steam lines at the
following sea chests for steaming-out purposes:
• Low sea chest starboard valves SL090 and SL091
• High sea chest starboard valves SL092and SL093

Illustration 2.3.1a Condensate and Drains System

From Glycol From Forward From AHU Group
From Steam System 15
Water Heater HFO Tank A B
100
Main A A A A A Main
No.1 No.1
Engine CD CD CD Main Engine CD285 CD CD CD Engine
From Auxiliary CD024 No.1 CD126 CD138
25 Fuel Oil 254 255 256 Fuel Oil A A A 129 260 130 Fuel Oil
Boilers No.1/2 CD050
25
No.2 Heaters Purifier
CD CD CD
Heaters No.2
CD020 (Port) 15 No.2 Heaters CD046 (Starboard) CD142
CD065 281 282 284
Vent to From Dump Main Engine Fuel CD054 (Port) 100 A Main
Funnel Steam Oil Filter (Port) Auxiliary CD128
15 80
Engine Fuel
No.1 CD
Boilers 25 Oil Filter
100 CD162 Waste Oil 250
40 Fuel Oil (Starboard) CD132 40
CD Tank for Main Engine
CP Heaters No.2 No.1 CD044
001 CD014 Incinerator Fuel Oil Bypass
(Port) CD166 CD170
Purifier Filter
Bypass CD133 CD135
Dump Main Engine Heaters No.2
Condenser / Filter A A A A A A A A A
CD017 CD015 25 Lubricating (Starboard) CD174
Drain Cooler 80 CD CD CD CD CD CD CD CD CD
CD036 Oil Purifier 275 280 279 278
A A A A A A Main Engine 069 068 274 273 272
40 Heaters (Port)
CD CD CD CD CD CD CD CD Lubricating 15
002 003 Generator Oil Purifier 15 CD184
288 287 194 090 089 088 CD188
No.1 Engine Heaters CD032 A A A
Generator
15
CD121 CD058 Lubricating (Starboard) CD CD CD No.1
Engine
From Fresh A A A A A A Oil Purifier 286 087 086 CD154
A A A Fuel Oil
100 Water Generator CD CD CD CD CD CD No.2 Heaters
CD062 15 Heaters No.2
257 258 259 298 299 300 (Port) CD CD CD CD186 (Starboard) CD158
SG044 271 270 269 From Generator Engines
40 15
CD013 15
No.4 No.3 No.2 No.1 Generator
Sludge CD190 Engine Fuel
Tank Generator A A Oil Filter
50
CD011 CD039 (Port) Engine No.1 CD297 CD252 15
(Starboard) 40
CD148
Lubricating CD178
Cascade Tank
40 15 Oil Purifier Bypass
with Observation CD071 CD Heaters No.2 CD CD CD CD Filter CD149 CD151
Tank (6m3) CD073 CD085 CD083 CD081 CD079 CD077
075 (Starboard) CD182 004 009 026 028
CD091
A 65
80 CD147 CD131
CD289 Main Engine Air Lubricating Fuel Oil
Main CD251 Main Engine Fuel Oil Oily Bilge
15 40
Engine Cooler Chemical Oil Drain Tank Drain Tank Lubricating Overflow Tank Tank CD200 CD196
(Port) CD095 Cleaning Tank (Port) (Starboard) (Port) A Oil Sump (Port) (Centre) A A A A A A
Tank (Port) CD CD CD CD CD CD
Sludge Tank Main Engine Air Cooler 276 277 070 268 253 267
(Starboard) Chemical Cleaning Tank 15
Main (Starboard) CD067
CD293 CD008 CD145
Engine 40 A
Jacket CD216
From Bilge CD211
Preheater CD093 15 Main
Water 15
(Port) CD208 CD210 CD125 CD295 CD296 Engine
Separator
Renovating Main Engine Generator CD220 (Starboard)
Tank (Port) System Oil Engine Lubricating
Settling Tank Oil Settling No.1 No.2 25
(Port) Tank (Port)
Main Engine Fuel Oil Overflow Main Engine System Oil Renovating From IGG Main
Calorifiers
Lubricating Oil Sump Tank (Starboard) Settling Tank (Starboard) Tank (Starboard) Dryer Engine
Tank (Starboard) Jacket
65 25 25 65
CD218 Preheater
(Starboard)
CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD
224 223 228 227 198 232 231 236 235 240 239 244 243 248 247 204 203 119 118 115 114 111 110 107 106 103 102 099 098
Key
Steam
CD CD CD CD CD CD CD CD CD CD CD CD CD CD Condensate
221 225 229 233 237 241 245 201 116 112 108 104 100 096
Vent
CD249
Electrical Signal
Heavy Fuel Oil Heavy Fuel Oil A Low Sulphur Fuel Oil Heavy Fuel Oil Bilge Water Heavy Fuel Oil Heavy Fuel Oil Settling Heavy Fuel Oil Service A Steam Tracing Drains
Service Tank (Port) Settling Tank (Port) Tank (Port) Tank (Port) Holding Tank (Centre) Tank (Starboard) Tank (Starboard) Tank (Starboard)

2.3 Condensate and Feed Systems Oil Contamination • Accommodation air handling units.
• Main engine and generator engine LO tanks.
2.3.1 Condensate and Drains System The condensate is monitored for oil, as there is a possibility of contamination
from leaking heating coils inside fuel oil tanks or from the various FO and LO • Boiler, main engine and generator engine FO heaters.
heat exchangers. If contamination is detected an alarm is activated. As oil has • Incinerator waste oil tank.
Dump Condenser/Drain Cooler
entered the observation tank it should be assumed that some oil could also have
Manufacturer: DongHwa Entec passed into the boilers. The observation tank should be manually scummed • Fuel oil overflow tank.
No. of sets: 1 through valve SG041 to the oily bilge tank, and steps should be taken to skim • Fuel oil and lubricating oil separator sludge tanks.
any possible contamination from the boilers. A water test must be carried out
Type: Horizontal shell and tube • Oily water separator.
to monitor any effect the possible contamination of the boiler water feed might
Capacity: 4,200/1,988kg/hr (drain/steam) have had. The feed water treatment should be adjusted in line with any change • Oily bilge tank, and bilge water holding tank.
in boiler water condition. If the contamination is heavy, the boilers should be • Main engine scavenge air cooler chemical cleaning tanks.
shut down for examination of the internal spaces.
Introduction • HFO and LO separator heaters.
The condensate system is part of the steam generating cycle, and is the section CAUTION • HFO automatic and bypass filters.
concerned with the return of the condensate from the various consumers back Under no circumstances should the boiler be blown down if oil is detected • Main engine jacket cooling water preheater.
to the cascade tank, or through the dump condenser/drain cooler to the cascade in the boiler gauge glass. The boiler surface should be scummed to
tank. The condensate is then drawn from this tank by the auxiliary boiler feed remove the oil, using the scum valve. Blowing down will result in coating • Glycol water heater.
water pumps, and returned to the auxiliary boilers. the boiler tubes with oil, resulting in overheating of boiler tubes.
Procedure for Preparing the Cascade Tank for Operation
The level in the cascade tank is monitored by both high and low level alarms, Check each drain outlet from the drain traps on all the steam consumers until the
and is maintained by adding make-up water supplied from the distilled water defective consumer is located, and then isolate for repair. The returns from the The cascade tank must be in use before the auxiliary boilers are filled for the
tanks (port and starboard) via a float-operated level control valve; the tank may defective section must be isolated in order to prevent further contamination of first time because the boiler feed pumps take suction from the cascade tank.
also be manually replenished. the feed filter tank. After repair, flush the drain line of the defective consumer,
and clean the drain trap. Also, clean the observation tank, and the oil content a) Open all pressure gauge and instrumentation root valves.
Steam from the main steam line is dumped to the atmospheric dump monitor probe. The observation tank and the cascade tank can be drained to the
condenser/drain cooler if the pressure in the main steam rises above 830kPa. bilge water holding tank via valve SG043. b) Fill the cascade tank from the distilled water tank using the level
The atmospheric dump condenser/drain cooler is cooled by sea water which control valve bypass valve, SG047 if necessary.
is supplied from the sea water cooling system. The drains from the engine
room condensate system flow to the dump condenser/drain cooler; these Drains System
The level control valve inlet valve SG045 should be open and the level control
drains can also be directed to the cascade tank if required, bypassing the dump valve should be operational. The level control bypass valve should be closed
condenser. Steam supplied for heating purposes to a heater element or trace heating line
gives up maximum heat when it condenses back to water, and the aim of any once the tank is at its working level.
Condensate from the cargo drain cooler flows directly to the cascade tank. heating system of this type is to ensure that only condensed steam (condensate)
returns to the dump condenser which therefore acts as a drain cooler. All drain c) Check the operation of the level control valve, and ensure it is
outlets from heating lines are fitted with a drain trap, which only allows water functioning correctly.
Condensate from the dump condenser/drain cooler enters the cascade tank
via the observation tank. The observation tank is equipped with an inspection to pass, and therefore keeps the steam in the heating line until it has condensed.
The drain traps are normally provided with inlet and outlet valves, and also d) Check the dump condenser/drain cooler has a sea water cooling
window, and the condensate is monitored for oil contamination by an oil supply, see Section 2.4.1, Main Sea Water Systems. Ensure that
detection system. The observation tank can be fully drained via valve SG042 with bypass and drain test valves. A defective drain trap is indicated by steam
returning to the dump condenser, and the defective drain trap can be traced by sea water cooling is flowing through the condenser, and that the
to the bilge water holding tank. Flow of water from the observation tank to unit is vented.
the cascade tank feed filter section is via a filter screen and a siphon tube the fact that its return line will be abnormally hot as it will contain steam.
which takes suction from the bottom of the observation tank. This arrangement
The following services return condensate to the feed filter tank through the e) Set the valves as shown in the following table:
reduces the risk of any oil being carried over into the feed system.
drain cooler:
Supplementary heating of the cascade tank comes from a steam injector which • Boiler heating coils. Position Description Valve
is supplied from the main steam system via a temperature control valve; this Open Dump condenser inlet valve from engine room CD001
• HFO storage, settling and service tanks.
valve maintains a temperature of 90°C in the cascade tank. The water from the condensate system
cascade tank provides the boiler feed water pumps with a positive inlet head at • Calorifiers. Closed Engine room condensate dump condenser bypass CD003
the pump suction. • Tracing heating for main engine and generator engine FO valve
lines.

Illustration 2.3.1a Condensate and Drains System

From Glycol From Forward From AHU Group
From Steam System 15
Water Heater HFO Tank A B
100
Main A A A A A Main
No.1 No.1
Engine CD CD CD Main Engine CD285 CD CD CD Engine
From Auxiliary CD024 No.1 CD126 CD138
25 Fuel Oil 254 255 256 Fuel Oil A A A 129 260 130 Fuel Oil
Boilers No.1/2 CD050
25
No.2 Heaters Purifier
CD CD CD
Heaters No.2
CD020 (Port) 15 No.2 Heaters CD046 (Starboard) CD142
CD065 281 282 284
Vent to From Dump Main Engine Fuel CD054 (Port) 100 A Main
Funnel Steam Oil Filter (Port) Auxiliary CD128
15 80
Engine Fuel
No.1 CD
Boilers 25 Oil Filter
100 CD162 Waste Oil 250
40 Fuel Oil (Starboard) CD132 40
CD Tank for Main Engine
CP Heaters No.2 No.1 CD044
001 CD014 Incinerator Fuel Oil Bypass
(Port) CD166 CD170
Purifier Filter
Bypass CD133 CD135
Dump Main Engine Heaters No.2
Condenser / Filter A A A A A A A A A
CD017 CD015 25 Lubricating (Starboard) CD174
Drain Cooler 80 CD CD CD CD CD CD CD CD CD
CD036 Oil Purifier 275 280 279 278
A A A A A A Main Engine 069 068 274 273 272
40 Heaters (Port)
CD CD CD CD CD CD CD CD Lubricating 15
002 003 Generator Oil Purifier 15 CD184
288 287 194 090 089 088 CD188
No.1 Engine Heaters CD032 A A A
Generator
15
CD121 CD058 Lubricating (Starboard) CD CD CD No.1
Engine
From Fresh A A A A A A Oil Purifier 286 087 086 CD154
A A A Fuel Oil
100 Water Generator CD CD CD CD CD CD No.2 Heaters
CD062 15 Heaters No.2
257 258 259 298 299 300 (Port) CD CD CD CD186 (Starboard) CD158
SG044 271 270 269 From Generator Engines
40 15
CD013 15
No.4 No.3 No.2 No.1 Generator
Sludge CD190 Engine Fuel
Tank Generator A A Oil Filter
50
CD011 CD039 (Port) Engine No.1 CD297 CD252 15
(Starboard) 40
CD148
Lubricating CD178
Cascade Tank
40 15 Oil Purifier Bypass
with Observation CD071 CD Heaters No.2 CD CD CD CD Filter CD149 CD151
Tank (6m3) CD073 CD085 CD083 CD081 CD079 CD077
075 (Starboard) CD182 004 009 026 028
CD091
A 65
80 CD147 CD131
CD289 Main Engine Air Lubricating Fuel Oil
Main CD251 Main Engine Fuel Oil Oily Bilge
15 40
Engine Cooler Chemical Oil Drain Tank Drain Tank Lubricating Overflow Tank Tank CD200 CD196
(Port) CD095 Cleaning Tank (Port) (Starboard) (Port) A Oil Sump (Port) (Centre) A A A A A A
Tank (Port) CD CD CD CD CD CD
Sludge Tank Main Engine Air Cooler 276 277 070 268 253 267
(Starboard) Chemical Cleaning Tank 15
Main (Starboard) CD067
CD293 CD008 CD145
Engine 40 A
Jacket CD216
From Bilge CD211
Preheater CD093 15 Main
Water 15
(Port) CD208 CD210 CD125 CD295 CD296 Engine
Separator
Renovating Main Engine Generator CD220 (Starboard)
Tank (Port) System Oil Engine Lubricating
Settling Tank Oil Settling No.1 No.2 25
(Port) Tank (Port)
Main Engine Fuel Oil Overflow Main Engine System Oil Renovating From IGG Main
Calorifiers
Lubricating Oil Sump Tank (Starboard) Settling Tank (Starboard) Tank (Starboard) Dryer Engine
Tank (Starboard) Jacket
65 25 25 65
CD218 Preheater
(Starboard)
CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD CD
224 223 228 227 198 232 231 236 235 240 239 244 243 248 247 204 203 119 118 115 114 111 110 107 106 103 102 099 098
Key
Steam
CD CD CD CD CD CD CD CD CD CD CD CD CD CD Condensate
221 225 229 233 237 241 245 201 116 112 108 104 100 096
Vent
CD249
Electrical Signal
Heavy Fuel Oil Heavy Fuel Oil A Low Sulphur Fuel Oil Heavy Fuel Oil Bilge Water Heavy Fuel Oil Heavy Fuel Oil Settling Heavy Fuel Oil Service A Steam Tracing Drains
Service Tank (Port) Settling Tank (Port) Tank (Port) Tank (Port) Holding Tank (Centre) Tank (Starboard) Tank (Starboard) Tank (Starboard)

Position Description Valve Description Valve Description Valve

Open Dump condenser outlet valve to feed tank CD002 Trace heating line condensate return CD128 Main engine system LO settling tank (port) CD008
Open Observation tank outlet valve SG044 Trace heating line condensate return CD126 LO renovating tank (port) CD293
Closed Observation tank drain valve SG042 Glycol heater CD129 Main engine jacket preheater (port) CD093
Closed Observation tank scum valve SG041 Forward HFO tank CD130 Main engine (port) CD095
Operational Cascade tank steam injector control valve SL060 Trace heating return line CD044 No.1 calorifier
Closed Cascade tank steam injector control valve inlet SL059 Trace heating return line CD046 No.2 calorifier
valve Trace heating return line CD198 HFO service tank (port) CD223
Open Cascade tank steam injector control valve outlet SL061 Condensate line isolating valve CD216 HFO settling tank (port) CD227
valve HFO service tank (starboard) CD098 LSHFO tank (port) CD231
Closed Cascade tank steam injector control valve bypass SL062 HFO settling tank (starboard) CD102 CD235
valve HFO tank (port) CD239
HFO tank (starboard) CD106
Open Cascade tank outlet valve to feed pumps SG001 CD110 CD243
Closed Cascade tank drain valve SG043 CD114 CD247
CD118 Condensate line isolating valve CD196
f) Set the temperature controller on the cascade tank side to Main engine jacket preheater (starboard) CD218 Main engine air cooler chemical cleaning tank (starboard) CD200
90°C and supply steam to the steam injection control valve by
Main engine (starboard) CD220 Trace heating return line CD067
opening the inlet valve SL059.
Condensate line isolating valve CD011 Bilge water holding tank (centre) CD203
g) Switch on the salinometer and ensure that it is working No.1 main engine FO heater (port) CD024 Main engine LO sump tank (starboard) CD208
correctly. No.2 main engine FO heater (port) CD020 FO overflow tank (starboard) CD210
Main engine FO filter (port) CD017 Bilge water separator BG603
h) The auxiliary boiler water feed pumps can now be prepared for Trace heating return line CD013 Condensate line isolating valve CD131
service, see Section 2.3.2, Boiler Feed Water System.
No.1 auxiliary boiler fuel oil heater (port) CD162 No.1 generator engine LO separator heater (starboard) CD178
No.2 auxiliary boiler fuel oil heater (port) CD166 No.2 generator engine LO separator heater (starboard) CD182
Procedure for Preparing the Drains System for Operation Trace heating return line CD121 Main engine LO separator heater (starboard) CD032
No.1 generator engine LO separator heater (port) CD058 No.1 main FO separator heater (starboard) CD170
a) Ensure that pressure gauges and instrumentation root valves are
open, and that the instruments are working correctly. Ensure the No.2 generator engine LO separator heater (port) CD062 No.2 main FO separator heater (starboard) CD174
oil detection equipment in the observation tank is operational. Main engine LO separator heater (port) CD036 No.1 generator engine (starboard) CD028
No.1 main FO separator heater (port) CD050 No.2 generator engine (starboard) CD026
b) Ensure that the dump condenser and cascade tank are operational, No.2 main FO separator heater (port) CD054 No.3 generator engine (port) CD009
as described above. Trace heating return line CD065 No.4 generator engine (port) CD004
Sludge tank (port) CD039 Sludge tank (starboard) CD147
c) The various consumers can now be put into operation by setting
up the valves as shown in the following table. This assumes that Condensate line isolating valve CD071 Generator engine FO filters (starboard) CD151
all drain trap test valves are closed: Main engine air cooler chemical cleaning tank (port) CD073 No.1 generator engine FO heater (starboard) CD154
LO drain tank (starboard) CD085 No.2 generator engine FO heater (starboard) CD158
Description Valve FO drain tank (port) CD083 No.1 main FO separator heater (starboard) CD138
No.1 auxiliary boiler simmering coil condensate outlet valve 1.2.22 Main engine LO sump tank (port) CD081 No.2 main FO separator heater (starboard) CD142
No.2 auxiliary boiler simmering coil condensate outlet valve 1.2.22 FO overflow tank (port) CD079 Main engine FO filters (starboard) CD135
Inert gas generator system dryer CD296 Oily bilge tank (centre) CD077 Trace heating return line CD184
LO renovating tank (starboard) CD295 Trace heating return line CD075 Trace heating return line CD186
Main engine system LO settling tank (port) CD125 Condensate line isolating valve CD091 Trace heating return line CD188
Waste oil tank for incinerator Generator engine LO settling tank (port) CD145 Trace heating return line CD190

Excessive temperature at the dump condenser/drain cooler indicates a defective
drain trap somewhere in the system. Fault finding is carried out by identifying
a line running excessively hot or by isolating each service in turn until the
defective trap has been located.
The temperature in the cascade tank should be maintained at 90°C. To assist in

maintaining this temperature, the bypass valve CD003 from the engine room
condensate system can be cracked open to regulate the temperature of the
returns from the dump condenser/drain cooler. However, temperature control
of the cascade tank temperature is normally performed by the live steam
injection into the cascade tank.

Illustration 2.3.2a Boiler Feed Water System To Funnel To Funnel To Funnel

To Funnel To 7kg/cm2
150 Steam
200 250
Service
Boiler Boiler System
Control PT PS Control PT PS
Panel SG029 Panel SG019
PT PS PT PS
SG077 SG075
PI PI
SG078 SG076
PI PI
LT LS LS LT LS LS
SG030
7kg/cm2 7kg/cm2
LI LI LI LI
Steam Steam
150 150
Boiler Water Circulating Pumps Boiler Water Circulating Pumps
SG050 No.2 Exhaust Gas SG051 No.1 Exhaust Gas
Chemical (25m3/h x 350kPa) Chemical (25m3/h x 350kPa)
Dosing Unit CP PI Economiser Dosing Unit CP PI Economiser
No.4 No.2
(2.1t/h x 7.0 bar) (2.1t/h x 7.0 bar)
SG081 1.2.3 SG079 1.2.3
SG084 SG025 SG027 SG083 SG015 SG016 250
CP No.3 PI CP No.1 PI
1.2.3.1 SG028 1.2.3.1 SG018
SG022 SG082 SG012 SG080
FC SG024 SG026 FC SG014 SG008

M 1.2.2.3 M 1.2.2.3
DPS DPS
SG020
SG021 No.2 Auxiliary Boiler SG011 No.1 Auxiliary Boiler
DPCL DPCL
TI (10t/h x 700kPa) SG5.5 TI (10t/h x 700kPa) SG3.5
Condensate SG037 Condensate SG036
65 65
25 Sample Cooler 25 Sample Cooler
TT SG068 SG069 50 50 TT SG070 SG071 50 50
TI TI PICAHL PT
65 65 65 65 SG11
PC
SG11.1
65
40 40
65 SG
031
40
SG
65
054
65 80
PAL PS SG SG
To Funnel SG12 SG005 SG063 SG004 SG062 033 032
Key
Steam
Feed / Fresh Water From
Condensate Condensate
100
CD001 System
Air 100 80 80
SG
CP
Vent OCAH From Fresh Water Generator (Port) PS PCL PS PCL 072
40
SG22 SG1.5 SG2.5
Bilge / Drain From Cargo Compressor Room
80 Dump
OD SG044
Electrical Signal Condenser /
25 XS
SD SG006 Drain Cooler SG
PI PI 074
TI
SG007 To Condensate
SIAH System
SG041 SG23 No.2 No.1
CD002 CD003
Cascade Tank CP CP
SG046 SG045
with Observation LS LAH From Distilled Fresh Water 100
Tank (6m3) SG21.1 40 Tanks (Port and Starboard)
To Oily SG047 SG003 SG002
40 TI LS LAH
Bilge Tank SG042 SG21.2 100
SG001 From Port Steam
To Bilge Water SG035 SG034
Holding Tank 25 Service System
SG043

2.3.2 Boiler Feed Water System Procedure for Preparing the Auxiliary Boiler Feed System for Operational Feed regulator valve 1.2.2.3
Operation Open Feed regulator outlet valve SG022
Auxiliary Boiler Feed Water Pump Open Main boiler feed check valve 1.2.3
The following procedure assumes that the No.1 auxiliary boiler feed water
Manufacturer: Teikoku pump is set as the duty pump and No.2 is selected for standby duty. This is Open Main boiler non-return feed check valve SG081
No. of sets: 2 done from the IAS panel. Closed Auxiliary boiler feed check valve 1.2.3.1
Type: Horizontal two-stage centrifugal Closed Auxiliary boiler non-return feed check valve SG082
Model: 65-2MSH-AM a) Ensure that the pressure gauge and instrumentation root valves Open Feed water treatment injection valve SG050
are open, and that the boiler’s gauge glasses and level transmitters
Capacity: 26m3/h x 1400kPa
are fully operational. Ensure the control air supply is available c) Start one of the auxiliary boiler feed pumps, and fill the boilers
Rating: 440V, 30kW at 3,600 rpm and check that the feed regulator valve is fully operational. until a level of 100-150mm appears in both gauge glasses on
the boilers. The pumps should be under manual local control
b) After ensuring that all blowdown/drain valves are closed and the during this operation. Boilers should be filled separately using
Introduction
air valve is open, set the valves as in the following table: the auxiliary feed check valves as the feed regulator system may
The boiler feed system is the section of the steam generating plant which not be operating correctly at this stage; the auxiliary feed check
returns the feed water from the cascade tank to the auxiliary boilers. Two boiler Cascade Tank and Feed Pumps valves should be opened for this operation, and the main feed
water feed pumps serve both auxiliary boilers, with one pump in operation; the Position Description Valve check valves closed.
second pump acts as a standby unit, and will be started by a pressure switch Open Cascade tank main outlet valve SG001
if the operating pump fails. To prevent the feed pumps from overheating when d) Stop the boiler feed pump when the level in the boiler reaches
Open No.1 feed pump suction valve SG002
the feed regulator valve is closed-in during low steam demand, a recirculation the required value. Close the auxiliary feed check valves, and
valve is fitted on the discharge line from the feed pumps. This valve must Open No.1 feed pump discharge valve to feed regulator SG004 open the main feed check valves.
always be open as it allows feed water to return to the cascade tank via an Open No.1 feed pump discharge valve to direct boiler SG062
orifice plate. feed CAUTION
Open No.1 feed pump discharge valve to the cascade SG006 Care should be taken when filling the boiler not to empty the cascade
Two groups of feed water valves are mounted on the boilers, each group tank tank, as running the pumps without water will cause damage to the
comprises a shut-off valve and a non-return (check) valve. The feed water is Open No.2 feed pump suction valve SG003 pump’s impeller and casing.
normally supplied to the boiler through the feed water automatic regulating Open No.2 feed pump discharge valve to feed regulator SG005
valve, but it can also be supplied using a separate auxiliary line. The regulating
Open No.2 feed pump discharge valve to direct boiler SG063 e) Visually check around the boilers and check for any water leaks,
valve is controlled by the level of water in the boiler, and will open and close
feed paying special attention to any areas where work is known to
to adjust the feed rate to maintain the correct level in the boiler. The auxiliary
Open No.2 feed pump discharge valve to the cascade SG007 have been carried out.
feed line is used if the automatic regulator is inoperative. The auxiliary feed
water system requires manual control of the boiler inlet valve to maintain the tank
The boilers are now sufficiently full of water and ready to commence the firing
correct level. The boiler feed water regulating system is described in Section
procedure. Initial firing should be carried out with no feed pump running. The
2.2.2 of this Machinery Operating Manual. No.1 Auxiliary Boiler feed water regulator must be set to operational condition. As the water level
Position Description Valve starts to fall when steam generation commences the duty feed pump should be
Boiler water chemical treatment is administered by the chemical dosing units
Open Feed regulator inlet valve SG011 selected for automatic operation, and should be started in order to maintain the
which inject the chemicals directly into the feed lines after the automatic
Operational Feed regulator valve 2.2.3 correct level.
regulating valves. One dosing unit is provided for each boiler. See Section
2.3.3, Water Sampling and Treatment System, for details of the chemical Open Feed regulator outlet valve SG012
treatment system. Note: Care should be taken when the boilers are being flashed from cold not
Open Main boiler feed check valve 1.2.3
to over-supply feed water to the boiler. Although the feed regulators may be
Open Main boiler non-return feed check valve SG079 functioning normally, the actual feed valve may leak past, providing more
Boiler water samples are taken via the salinometer valve 1.2.8 on the auxiliary
Closed Auxiliary boiler feed check valve 1.2.3.1 water than is required at the low firing rates required at start-up.
boilers, the water is then passed through the sample cooler. After chemical
analysis, chemical treatment can be added to the boiler’s water by means of Closed Auxiliary boiler non-return feed check valve SG080
the dosing pumps. Open Feed water treatment injection valve SG051
No.2 Auxiliary Boiler
Position Description Valve
Open Feed regulator inlet valve SG021

Illustration 2.3.2b Boiler Feed Water System Screen Shot

Firing the Steam System from Cold Procedure for Preparing the Boiler Water Circulation System d) Check that water is circulating from the auxiliary boiler to the
for Operation economiser and back to the auxiliary boiler. Check that there are
It should be noted that the operation of the steam systems (Sections 2.2.4 no leaks in the system. As steam is generated in the economiser
and 2.2.5), the condensate system (Section 2.3.1) and the boiler feed system a) Ensure that the pressure gauge and instrumentation root valves a mixture of steam and water will return to the auxiliary boiler.
(Section 2.3.2) are all inter-linked and as such, these systems would normally are open and that the boiler water circulation pumps are selected
be shut down and brought in to use together as the boilers are brought on as a duty/standby pair.
line.
b) Set the valves as in the following table:
To achieve a co-ordinated run-up of these systems, the steam system (with
the exception of the main boiler stop valves), and drains system will normally
be left in the fully operational condition, with all drain valves open when
the boilers are shut down. As the boilers are flashed, steam and the resulting No.1 Auxiliary Boiler/Economiser
condensate can permeate both systems as the steam pressure rises. This will Open Auxiliary boiler low suction for circulation pump SG017
achieve the same result without the need to individually start these systems. The Closed Auxiliary boiler high suction for circulation pump SG083
condensate system, and the boiler feed systems may be shut down completely, Open No.1 boiler water circulation pump suction valve SG014
especially if maintenance is to be carried out on the boilers.
Open No.1 boiler water circulation pump discharge valve SG008
All systems should be brought into use together and as such, all systems should Open No.2 boiler water circulation pump suction valve SG015
have their valve settings checked prior to the initial flashing of the boilers. All Open No.2 boiler water circulation pump discharge valve SG016
comments in the procedures for the operations of these systems still apply and Open Auto changeover pressure switch valves SG053
should be read in conjunction and understood with respect to each other. SG055
Open Economiser circulation water line inlet valve SG018
Once satisfied that the auxiliary systems are ready for the firing sequence, the
Open Economiser circulation water inlet valves (x2) 2.2.2x2
auxiliary boilers can be fired using the procedure outlined in Section 2.2.1 of
this Machinery Operating Manual. Open Economiser outlet water/steam circulation valves (x2) 2.2.3x2
Open Auxiliary boiler return steam/water circulation valves 1.2.20x2
(x2)
Boiler Water Circulation System
No.2 Auxiliary Boiler
Boiler Water Circulation Pump
Open Auxiliary boiler low suction for circulation pump SG022
Manufacturer: Teikoku Closed Auxiliary boiler high suction for circulation pump SG084
No. of sets: 4 Open No.3 boiler water circulation pump suction valve SG024
Type: Horizontal two-stage centrifugal Open No.3 boiler water circulation pump discharge valve SG026
Model: 65BF-AA Open No.4 boiler water circulation pump suction valve SG025
Capacity: 25m3/h x 350kPa Open No.4 boiler water circulation pump discharge valve SG027
Rating: 440V, 5.5kW at 3,600 rpm Open Auto changeover pressure switch valves SG057
SG059
Each auxiliary boiler/economiser set is provided with two boiler water Open Economiser circulation water line inlet valve SG028
circulation pumps. These pumps are selected as a duty/standby set, and the Open Economiser circulation water inlet valves (x2) 2.2.2x2
duty pump circulates water from the auxiliary boiler to the economiser; the
Open Economiser outlet water/steam circulation valves (x2) 2.2.3x2
standby pump starts automatically if the duty pump fails.
Open Auxiliary boiler return steam/water circulation valves 1.2.20x2
There are high and low level suctions at the auxiliary boiler, and normally the (x2)
low level suction is open. The boiler water circulation pumps operate whenever
the associated main engines are running, and the economiser is generating Ensure economiser recirculation cross-connection valve SG030 is closed.
steam. The boiler water circulation pump should remain running for at least 3 c) When the associated main engine is started, start the selected
hours after the main engine has stopped in order to ensure that the economiser duty boiler water circulation pump and ensure that the other
cools down correctly. pump is selected for automatic standby mode.

2.3.3 Water Sampling and Treatment System valve on the boilers is located so that it will produce a representative sample, temperature of the boiler water leaving the sample cooler is too
but old water in the lines and cooler must be flushed away. Boiler water high, reduce the flow of boiler water to the cooler.
should be tested daily. The instructions supplied by the water treatment test kit
Boiler Dosing Equipment
suppliers must be followed precisely in order to ensure that the boiler water is d) After the boiler water has been flowing for approximately one
Unit manufacturer: Sera correctly treated. Chemical treatment is introduced into the feed water supply minute, collect a sample of the boiler water for analysis.
Dosing pump after the feed regulator valve.
manufacturer: Seybert & Rahier e) Close the boiler sampling valve, and the sample cooler inlet
Each boiler is equipped with a dosing pump and mixing tank. The chemicals valve. After a delay, close the sample cooler cooling water
Dosing pump model: R203-2.4e
are mixed with water which is supplied to the tanks from the fresh water service valves.
Dosing pump type: Solenoid diaphragm system. The dosing pumps inject the treatment mixture into the boiler water
Dosing pump rating: 2.4 litre/hr feed line at a point between the feed water regulating valves and the boiler. f) Analyse the sample of boiler water in accordance with the
Dosing tank capacity: 75 litres instructions of the chemical treatment supplier, and record the
The chemical dosing pump is a microprocessor controlled solenoid metering information. Add chemical treatment to the boiler feed water
No. of sets: 1/boiler
pump and offers highly accurate metering in the injection of treatment using the dosing units as required.
chemicals. The pump can be controlled manually at the control panel on the
pump facia panel.
Introduction
Chemical analysis and treatment of the boiler water is undertaken to prevent Boiler Water Specification (Boiler Manufacturer Figures)
corrosion and scale formation in the auxiliary boilers, and exhaust gas
economisers; water treatment also prevents the degradation of the steam Description Unit Desired Value
quality. Incorrect or inadequate boiler water treatment will seriously damage General requirement Colourless and clear
the boiler. Frequent testing and treatment is needed in order to reduce the risk pH -value at 25˚C 10.2 - 11.0
of damage and even though distilled water is used for boiler feed, the risk of
corrosion is present. Conductivity µS/cm 2500 max
Silica (SiO2) mg/l 40 max
The pH of the boiler water changes in service, and oxygen may dissolve in the Phosphayes (PO4) mg/l 10 - 20
water where the feed system is open to the atmosphere. Although maintaining KMnO4 mg/l <50
the feed water temperature at a relatively high value (90°C max) will minimise Sodium sulphite (Na2 SO3) mg/l 10 - 20
the amount of dissolved oxygen, the problem is ever-present. Sulphite (SO3) 6 - 12
Chemical treatment and analytical tests must be undertaken in accordance with Hydrazine (N2H4) mg/l 0.2 - 0.5
the instructions supplied by the chemical manufacturer, and the treatment must
be added to maintain the chemical levels within an acceptable range. Excessive
treatment can often result in more severe damage than insufficient treatment. Procedure for Taking a Sample of Boiler Water
The results of chemical analysis on the boiler water should be recorded so that
the effects of the treatment added can be monitored over a period of time. a) Ensure that there is a fresh water cooling supply to the sample
cooler. Open the sample cooler cooling water inlet and outlet
Floating material in the boiler can be removed periodically by means of the valves and check that water is flowing through the cooler.
scum valves on the boilers, whilst dissolved solids can be reduced by blowing
some of the water out of the boilers, and replacing it with fresh distilled feed b) Open the sample cooler boiler water inlet valve from the
water. This is called ‘boiler blowdown’ and is accomplished by opening the required boiler; there is a boiler shell valve and a sample cooler
boiler blowdown valves located at the lower part of the boilers. The scum and inlet valve. Sample cooler inlet valves are SG036 for No.1
blowdown lines connect to the same blowdown pipe which connects to an boiler and SG037 for No.2 boiler, the sample cooler inlet valve
overboard discharge located below the ship's waterline. must be opened first.
The auxiliary boilers are provided with a water sampling connection, the outlet c) Open slowly the boiler shell sampling valve (1.2.8) on the
from this being directed to a sample cooler, which is cooled by water from the selected boiler and allow the boiler water to flow through the
fresh water service system. When taking a sample of water from one of the sample cooler. Ensure that only water is leaving the sample Chemical Dosing Meter Pump
boilers the water must be allowed to run from the boiler for some time in order cooler outlet, and not a mixture of steam and water. If the
to ensure that a truly representative sample is being obtained. The sampling

c) Ensure that the boiler or economiser to be blown down is filled
WARNING to the high water level.
The sampling lines from the boilers are under boiler pressure and the
temperature of the water being drawn from the boiler is very high. Care d) Slowly open the boiler blowdown valves, the non-return valve
must be taken when operating the sampling equipment and the cooling first followed by the shell valve. The auxiliary boilers have a
water supply must be confirmed to be flowing before the boiler sample high scumming connection, and low blowdown connections.
valve is opened. The scum connection is for the removal of any scum, foam, or
oil on the surface of the boiler; whereas the blowdown valves
are for freshening up boiler water to reduce boiler water sludge
Chemical Treatment Supply to the Boiler Feed Water
formed by the treatment chemicals. The economisers have two
blowdown connections, one on each side of the economiser, but
After analysis of the boiler water, a decision must be made as to the amount,
and type of chemicals which are to be added to the boiler feed water. The each connection has only one valve. Both connections should
chemical treatment supplier’s instructions must be followed precisely as under- be operated in order to ensure that sludge is removed from the
treatment or over-treatment can result in boiler damage. bottom of the economiser.
e) After the water level reduces to the working level, close the
WARNING
boiler or economiser blowdown valves.
When handling boiler treatment chemicals, great care must be taken
and the appropriate protective clothing must be worn. The protective The boiler may be refilled if necessary and the blowdown procedure repeated
clothing includes goggles to protect eyes. The manufacturer’s instructions should there be a need to reduce dissolved solids by a large amount.
regarding safe handling, first aid and spills should be read before
handling the chemicals. f) After blowing down the boiler, close the ship’s side valves.
Boiler Blowdown WARNING

It is very important to open the ship’s side valves before opening the
If the level of dissolved solids in the boiler water is too high, some of the boiler blowdown valves. If the boiler blowdown valves are opened first,
water must be removed from the boiler and replaced with water from the the entire blowdown line from the boiler to the ship’s side valve will be
distilled water tank. The procedure for blowing down the boilers safely must subjected to full boiler pressure. Any defects in this pipeline will result in
be followed. If the ship is in port, the bridge must be consulted to ensure that scalding boiler water being released at pressure into the engine room.
blowing down the boilers will not cause danger, and if divers are in the water,
checks must be made to ensure they are not working in the area close to the CAUTION
overboard discharge.
If emptying a boiler or economiser for internal inspection, the boiler
must not be blown down to zero pressure. This will form a vacuum in
WARNING the boiler and act to draw sea water back into the boiler if the ship’s side
No boiler blowing down is to be carried out with divers in the water in non-return valve is defective or has stuck in the open position.
the vicinity of the vessel.
Procedure for Blowing Down the Auxiliary Boilers and

Economisers
The blowdown procedure must be performed during low load:
a) If the ship is in port check with the bridge that it is safe to blow
down the boilers.
b) Open the ship’s side blowdown valves SG035 and SG034.

Illustration 2.3.4a Distilled Water Transfer and Distribution System

Cold Water Hot Water to / from
Domestic Fresh
to Accommodation Accommodation
Water Hydrophore
Control Air
Tank (2.0m3)
PI
15
15
PS Hot Water
Distilled Fresh HC024 Circulating Pumps 15
40
PI Fresh Water Tank PI LI (2.0m3/h x 5kg/cm2)
Water Tank 15
To Sludge Dewatering Unit
Port (39.2m3)
Port (202.5m3) HC025
LT LT Fresh Water HC028 HC033 HC031 10 10 15 10 10 10 10 10 10 10 10
40
PI TI PI TI
Hydrophore Pumps CP CP 40
LIAHL LIAHL 40
HC HC HC HC (8.0m3/h x 60kg/cm2) 40 HC HC
HC13 HC12
010 012 014 016 037 155
65
Steam Steam
HC026 HC027 PI PI
HC035
HC022 Condensate Condensate
HC032 HC030 Electric Electric
50
HC068 Heater Heater Sink in Engine Sink in
40
HC029 HC034 Control Room Workshop 1st 2nd 3rd
HC021 HC036
HC067 Deck Deck Deck
(N.C) (N.C) To Shower Space Near
40 65 Hot Water Calorifiers Engine Room Toilet Engine Room Drinking
(10 - 70°C 5kg/cm2) Swimming Pool on B Deck
40 Water Fountains
40
Rehardening 65
Filter (3.3m3/h) 3rd Deck Aft Starboard
Key HC057
15 2nd Deck
To Cascade Tank HC047
15 To Starboard Fresh
3rd Deck Aft Port Water System 65
40 Fresh Water 15 To Main Cooling Fresh HC157
Stern Tube HC039 Water Expansion Tank 25
Air To Port Fresh Water System
Cooling Fresh 40
3rd Deck Fwd Starboard To Main Engine Jacket Cooling 65
Water Tank Steam HC007 Fresh Water Expansion Tank Port 25 HC156
HC018
Port (90.6m3) Condensate To Main Engine Jacket Cooling Fresh To Pipe Duct
HC008 3rd Deck Fwd Port 15 25 40
40 50 50 40 Water Expansion Tank Starboard HC158
Bilge HC066
Stern Tube Diesel Generator Room To Auxiliary Cooling Fresh
Workshop 15
Cooling Fresh Electrical Signal Starboard HC058 15 HC045 Water Expansion Tank 25
Water Tank
HC017 HC223 Diesel Generator Room Port Near Boiler
Starboard 15 15
HC048 HC054 Vent Fan Room Starboard
(90.6m3) To Purifier Room Near Soot Collecting and HC051
15
HC220 Fresh Water Generators 15
(40m3/day) Starboard HC071 15 Chemical Dosing Tank Port HC074
SIAH
HC221 HC42 Near Soot Collecting and Vent Fan Room Port
40 10
To Purifier Room Port HC042
HC006 HC055
15 Chemical Dosing Tank Starboard HC120 15
HC004 Salinity Priming Water for Fresh
HC005 40 Boiler Water Test Room To Paint Store
PI Indicator Water Generator 15 15
HC038
S HC040
HC222 To Boiler Water Test Room Sink Near Exhaust Gas
PI To Sludge Pump 15
8 Economiser HC043 15
Domestic HC002 Salinity HC070
To Purifier Port To Inert Gas Blower
Fresh Water Sensor 40 25 To Shower Space Near
Steriliser S Swimming Pool on A Deck HC072
(3.3m3/h) S To Purifier Starboard 1st Deck Starboard
Port 15 15
Chemical HC056
To Chemical Store
To Bilge Water Separator 1st Deck Port 15
25 Dosing Unit 15
LIAHL HC HC HC HC LIAHL SIAH 10
15
HC046
HC32 To Fire and Deck
HC14 009 011 013 015 HC11 To Main Engine Air
Near Inert Gas Generator 15 Wash System 40
LT LT
Salinity Cooler Port 25
HC069 WD238
Fresh Water To Main Engine Air
Distilled Fresh PI Indicator Steering Gear Room Starboard
Tank Starboard Cooler Starboard 25 15 To Fresh Water System
PI Water Tank PI HC041 HC053 15
(202.5m3) S
Starboard Floor Fwd Starboard Steering Gear Room Port
15 15
(39.2m3) HC001 Salinity HC059 HC044 To Fresh Water System
15
Floor Fwd Port To Sea Water Supply Pump for
Sensor
S HC049
15 High Expansion Foam System 15
Rinsing Water for Inert To Fresh Water System

Floor Aft Starboard 15
Starboard Chemical 15 Gas / Dry Air System 40
HC060
Dosing Unit To Fresh Water System
Floor Aft Port To Fresh Water System
15 15 40
HC050

2.3.4 Distilled Water Transfer and Distribution Position Description Valve
Closed Steriliser bypass valve HC006
Introduction Closed Steriliser inlet valve HC004
Closed Steriliser outlet valve HC005
The fresh water generator distillate pumps discharges through a salinometer
Open Distilled water tanks direct filling valve HC008
detector head and flow meter. Positioned before the flow meter is a solenoid
valve which closes when the salinometer detects too high a salinity level. The Closed Line valve from hydrophore tank (with blank in HC067
distillate pump output is then diverted back to the fresh water generator feed place)
lines via another solenoid valve which opens when the salinometer detects too Open Port distilled water tank filling valve HC016
high a salinity level. Closed Starboard distilled water tank filling valve HC015
The discharge from the fresh water generators flows to the fresh water tanks c) Start No.1 fresh water generator as described in Section 2.4.2.
(port and starboard) and the distilled water tanks (port and starboard) as required.
Water discharged to the fresh water storage tanks flows through a silver ion d) Switch on the fresh water generator salinometer.
steriliser unit. Domestic fresh water is circulated via a fresh water hydrophore
tank and this water passes through a rehardening filter after the hydrophore tank; e) Open the fresh water generator discharge valve and start the
the rehardening filter increases the hardness and pH value of the water. distillate pump. The discharge from the fresh water generator
will be dumped back into the fresh water evaporator shell until
When filling the distilled water tanks, the silver ion steriliser is bypassed; the the water quality is at the required standard. The salinometer
tanks are filled directly from the fresh water generators. Distilled water is used then automatically shuts the dump solenoid valve, and the
for replenishing the boiler feed cascade tank, but may also be used to supply discharge will change over to fill the tank.
the domestic water hydrophore system in an emergency.
The cascade tank control valve inlet valve SG045 must be open if the tank Distilled Water Distribution System
level is being automatically regulated by the float valve SG046. If manual level
regulation is in use the manual filling valve SG047 must be opened as required. Distilled water is only supplied to the boiler feed cascade tank from either the
See Section 2.3.2 for details of the feed water system. port or starboard distilled water tanks. The distilled water tank outlet valve
(SG014 for the port tank or SG013 for the starboard tank) must be open,
WARNING together with the cascade tank filling valve (SG045 if operating on automatic
level control or SG047 if operating on manual level control). See Section 2.3.2
The water from the distilled water system is not fit for human for details of the feed water system.
consumption. Water for drinking should only be taken from the drinking
water system which has been properly treated and sterilised.
Procedure for Filling the Distilled Water Tanks
It is assumed that the distilled water tanks are ready to be filled, and that No.1
fresh water generator will be used to fill the port distilled water tank.
a) Prepare No.1 fresh water generator for operation as described in

Section 2.4.2.
b) Set the valves as shown in the following table:

Open No.1 fresh water generator distillate pump discharge HC001
valve
Closed No.2 fresh water generator distillate pump discharge HC002
valve

Illustration 2.4.1b Main Sea Water Cooling System Screen Shot

2.4 Sea Water Systems Reliquefaction Plant Cooling Sea Water Pumps Main Cooling Sea Water System
Manufacturer: Teikoku Machinery Works Ltd The two self-priming, main cooling sea water pumps supply sea water via a
2.4.1 Main Sea Water Systems common discharge header to the main central fresh water coolers.
No. of sets: 2
Main Cooling Sea Water Pumps No. 1 main cooling sea water pump is fitted with an emergency bilge suction
Model: 350VCD-B2M valve, BG501, operated from an extended spindle located 460mm above the
Manufacturer: Teikoku Machinery Works Ltd Capacity: 880m³/h at 250kPa floor plates level.
No. of sets: 2 Motor rating: 1,750 rpm
Type: Vertical, single-stage centrifugal In normal full load operation the two pumps operate as duty and automatic
Model: 400VCD-A2M-NV-S standby. A differential pressure switch, fitted to the pump discharge header, is
Capacity: 1,280m³/h at 250kPa Introduction used to initiate a start of the standby pump via the IAS.
Motor rating: 125kW, 1,150 rpm The plate-type central fresh water coolers are rated at 100% duty. They
Sea water for various services is taken from the sea water crossover main,
which is provided with a high and low suction chests on the port and starboard are fitted with inlet filters and provided with a sea water side backflushing
Auxiliary Cooling Sea Water Pumps sides of the engine room. The four sea chests are provided with hydraulically system used to remove debris from the plate surfaces. The cooler should be
actuated ship side valves. A 5mm mesh, neoprene lined strainer and manually backflushed regularly to prevent a restriction in sea water flow. The cooler
Manufacturer: Teikoku Machinery Works Ltd operated isolating valves are arranged for the port and starboard inlets to the should be isolated prior to a backflush operation.
No. of sets: 2 sea water crossover main.
Type: Vertical, single-stage centrifugal Sea water from the main cooling system is discharged overboard on the port
The sea chests are provided with an marine growth prevention system (MGPS) side of the ship via valve CW090, fitted with a remotely operated hydraulic
Model: 400VCD-A2M
injection system, which prevents the growth of micro-fouling and macro- actuator.
Capacity: 1,350m³/h at 250kPa
fouling on surfaces that are immersed in sea water. The system protects the
Motor rating: 132kW, 1,350 rpm internal surfaces of enclosed sea water systems including pipework, valves, Auxiliary Cooling Sea Water System
pumps, heat exchangers and filters.
The two auxiliary cooling sea water pumps supply sea water via a common
Fresh Water Generator Ejector Pumps discharge header to the auxiliary central fresh water coolers and the dump
Pumps connected to the sea water crossover main are:
Manufacturer: Alfa Laval condenser/drain cooler. The pumps also provide flushing water to the sewage
• Main sea water cooling pumps treatment plant and sewage holding tank via isolating valve CW046, and may
No. of sets: 2
• Auxiliary sea water cooling pumps supply the marine growth prevention system via cross-connection where the
MGPS sea water pump is unavailable.
Model: CNL 80-80/200 • FW generator ejector pumps
Capacity: 88m³/h at 380kPa • MGPS sea water pump In normal full load operation the two pumps operate as duty and automatic
Motor rating: 18.2kW, 3,500 rpm standby. A differential pressure switch, fitted to the pump discharge header, is
• Reliquefaction plant cooling sea water pumps
used to initiate a start of the standby pump via the IAS.
• Fire Pump
Marine Growth Prevention System (MGPS) Sea Water Pump • Fire line pressuring pump The plate-type central fresh water coolers are rated at 100% duty. They
are fitted with inlet filters and provided with a sea water side backflushing
Manufacturer: Teikoku Machinery Works Ltd • Water spray pump system used to remove debris from the plate surfaces. The cooler should be
No. of sets: 1 backflushed regularly to prevent a restriction in sea water flow. The cooler
• Ballast pumps
Type: Horizontal, single-stage centrifugal should be isolated prior to a backflush operation.
• Bilge, fire and general service pumps
Model: 50MSS-AH1m
Capacity: 5m³/h at 250kPa • Inert gas scrubber pump Sea water from the auxiliary central fresh water coolers discharged overboard
on the starboard side of the ship via a valve, CW091, fitted with a remotely
Motor rating: 1.5kW, 3,500 rpm
The ship’s side valves at each sea chest are provided with remotely operated operated hydraulic actuator.
hydraulic actuators. The valves are also provided with local handwheel control
for emergency manual operation. Sea water from the dump condenser/drain cooler is discharged overboard,
via a orifice, on the starboard side of the ship via a manually operated valve,
CW092.

Illustration 2.4.1b Main Sea Water System

Fresh Water
Generator
(Starboard) CW073
TI TI
Maximum Back-
Pressure: 60kPa Fresh Water
Generator Dump Condenser/ CW059
(Port) CW082 Drain Cooler CW092
TI
H
TI Maximum
Back-
CW058
Pressure TI CW091
60kPa PI H
PI PI
TI CW090
CW053 No.2 CW028
PI FG TI TI PI No.2
CW046 Auxiliary
PI CW052 Central CW027 Main Central
CW075 PI
Fresh Water Fresh Water
TI TI PI
FG
CW051 (100% Load) CW026 (100% Load)
PI
CW093 CW074
CW050 CW025
CW084 To Sewage
Treatment
Plant CW045 No.1 CW020
CW094 CW083 TI PI TI PI No.1
and Sewage Auxiliary
Holding Tank CW044 Central CW019 Main Central
PI Fresh Water Fresh Water
TI TI PI
Key CW072 CW043 (100% Load) CW018 (100% Load)
Sea Water
Electrical Signal CW042 CW017
PCL PCL PI
PS PS
CW3.5 CW1.5
CW041 CW016
CW012 CW015
FM
Flow N.C CW097 CW040 CW037 CW011 CW014

FM Switch
MGPS CW081 CW071 PI Main Central PI
Generator CW039 CW036
FM
Sea Water
No.2 No.1
PI PI PI Auxiliary PI Pump
Fresh Water Central (1,280m3/h x
CW096 No.2 Generator No.1 No.2 No.1
CP
250kPa) CP
Sea Water
Ejector Pump To Cooling
FM
PI Pump
CP (88m3/h x CP CP CP Sea Water
(1,350m3/h x
MGPS Sea Water 380kPa) Pump for
250kPa)
Supply Pump CW010 CW013 Reliquefaction
(5m3/h x 300kPa) Plant
From (880m3/h x
CP
CW038 CW035
CW080 CW070 Emergency 250kPa)
TI
Bilge Suction
CW095
CW201 TT CW002
H H
CW005 CW008 To No.1 Bilge Fire CW004 CW001

WW WD WD WD IG High Sea
High Sea and General
H CW006 Jockey Pump 004 231 229 230 043 To Inert Gas H CW002 Chest
Chest Service Pump
(10m3/h x 100mth) WD Scrubber Pump (Starboard)
(Port) (150/275m3/h x
228 BA (1980m3/h 40mth)
100/45mth) H
Fire Pump To No.2 Bilge BA 212
Low Sea To No.1 H To No.2 Ballast Pump Low Sea
Water (150m /h x Fire and General
3 208
Chest Ballast Pump BA (3,300m3/h 30mth) Chest
(Port) Spray Pump 100mth) Service Pump (3,300m3/h H (Starboard)
(150/275m3/h x 210 To Standby Ballast Pump
(890m3/h x 100mth) x 30mth)
100/45mth) (3,300m3/h x 30mth)

Fresh Water Generator Ejector Pumps Position Description Valve Position Description Valve
Two pumps are provided to supply sea water to the two fresh water generators Open Starboard low sea chest suction valve CW002 No.1 central fresh water cooler back-wash outlet
for feed water and to operate the ejectors. In normal operation the pumps are Closed CW019
Closed Starboard high sea chest suction valve CW001 valve
dedicated to their respective fresh water generators, but the discharge header is Closed No.2 central fresh water cooler inlet valve CW025
Open Starboard strainer outlet valve CW004
provided with a cross-connection and isolating valve, allowing either pump to
Closed Starboard strainer vent valve CW202 Closed No.2 central fresh water cooler outlet valve CW028
supply each generator.
Closed Starboard strainer drain valve No.2 central fresh water cooler back-wash inlet
Closed CW026
A sea water strainer is provided at the inlet side of both pumps. Open Port low sea chest suction valve CW006 valve
Closed Port high sea chest suction valve CW005 No.2 central fresh water cooler back-wash outlet
Closed CW027
Sea water and brine is discharge overboard from each generator via dedicated, valve
Open Port strainer outlet valve CW008
manually operated valves on the port and starboard side of the vessel. Open Overboard discharge valve CW090
Closed Port strainer vent valve CW201
Closed Port strainer drain valve e) Start No.1 main cooling sea water pump and check the system
MGPS Sea Water Supply Pump
for leaks.
One sea water pump is provided to supply the MGPS generator. The MGPS e) Open the strainer vent valves, CW210/202 and ensure that all
generator discharge is directed to port and starboard high and low sea chests, the air has been evacuated. f) Set No.2 main cooling sea water pump to STANDBY at the
via a distribution header and isolation valves. IAS.
The sea water suction main is now operational.
Full details of the MGPS are given in Section 2.4.3 of this manual. g) Ensure that the pump is delivering sea water to the central fresh
Procedure to Operate the Main Sea Water Cooling System water cooler at the correct pressure.
Reliquefaction Plant Cooling Sea Water Pumps
Two duty/standby sea water pumps supply cooling water to the cargo auxiliary The following procedure assumes that No.1 main cooling sea water pump and Procedure to Operate the Auxiliary Sea Water Cooling
cooling fresh water coolers for the reliquefaction plant. Details of the equipment No.1 main central fresh water cooler will be used as the duty system.
System
serviced by these coolers is detailed in Section 2.5.3 of this manual.
a) Ensure that the sea water crossover main is available for
The following procedure assumes that No.1 auxiliary cooling sea water pump
The two plate type central fresh water coolers are rated at 100% duty. They are operation.
and No.1 auxiliary central fresh water cooler will used as the duty plant.
fitted with inlet filters but no provision is included for backflushing. Sea water
from the coolers is discharged overboard via ship’s side valve FW220. The b) Ensure that all of the pressure gauges and instrumentation
inert gas generator scrubber pump may also be used to supply the coolers via isolation valves are open and that the instrumentation is reading
operation.
a cross-connection fitted with an isolating valve, FW246. correctly.
b) Ensure that all of the pressure gauges and instrumentation
c) Ensure that No.1 and No.2 cooler inlet filters are clean.
Procedure to Operate the Sea Water Crossover Suction Main isolation valves are open and that the instrumentation is reading
correctly.
d) Position the valves as shown in the following table:
The following procedure has assumed that both low sea suction chests are to
be used. When the vessel is operating in shallow water one or both high sea c) Ensure that No.1 and No.2 auxiliary central fresh water cooler
chests would normally be used to reduce the amount of sand or silt drawn into Position Description Valve inlet filters are clean.
the system. Open No.1 main cooling sea water pump suction valve CW013
Closed Emergency bilge suction valve BG501 d) Position the valves as shown in the following table:
a) Ensure that both suction strainers are clean. No.1 main cooling sea water pump discharge
Open CW015 Position Description Valve
valve
b) Ensure that all the pressure gauges and instrumentation Open No.2 main cooling sea water pump suction valve CW010 No.1 auxiliary cooling sea water pump suction
isolation valves are open and that the instrumentation is reading Open CW035
No.2 main cooling sea water pump discharge valve
correctly. Open CW012 No.1 auxiliary cooling sea water pump discharge
valve Open CW037
Open No.1 central fresh water cooler inlet valve CW017 valve
c) Ensure that the MGPS system is operational as detailed in
Open No.1 central fresh water cooler outlet valve CW020 No.2 auxiliary cooling sea water pump suction
Section 2.4.3 of this manual. Open CW038
valve
No.1 central fresh water cooler back-wash inlet
Closed CW018
d) Position the valves as shown in the following table: valve

Illustration 2.4.1b Main Sea Water System

Fresh Water
Generator
(Starboard) CW073
TI TI
Maximum Back-
Pressure: 60kPa Fresh Water
Generator Dump Condenser/ CW059
(Port) CW082 Drain Cooler CW092
TI
H
TI Maximum
Back-
CW058
Pressure TI CW091
60kPa PI H
PI PI
TI CW090
CW053 No.2 CW028
PI FG TI TI PI No.2
CW046 Auxiliary
PI CW052 Central CW027 Main Central
CW075 PI
Fresh Water Fresh Water
TI TI PI
FG
CW051 (100% Load) CW026 (100% Load)
PI
CW093 CW074
CW050 CW025
CW084 To Sewage
Treatment
Plant CW045 No.1 CW020
CW094 CW083 TI PI TI PI No.1
and Sewage Auxiliary
Holding Tank CW044 Central CW019 Main Central
PI Fresh Water Fresh Water
TI TI PI
Key CW072 CW043 (100% Load) CW018 (100% Load)
Sea Water
Electrical Signal CW042 CW017
PCL PCL PI
PS PS
CW3.5 CW1.5
CW041 CW016
CW012 CW015
FM
Flow N.C CW097 CW040 CW037 CW011 CW014

FM Switch
MGPS CW081 CW071 PI Main Central PI
Generator CW039 CW036
FM
Sea Water
No.2 No.1
PI PI PI Auxiliary PI Pump
Fresh Water Central (1,280m3/h x
CW096 No.2 Generator No.1 No.2 No.1
CP
250kPa) CP
Sea Water
Ejector Pump To Cooling
FM
PI Pump
CP (88m3/h x CP CP CP Sea Water
(1,350m3/h x
MGPS Sea Water 380kPa) Pump for
250kPa)
Supply Pump CW010 CW013 Reliquefaction
(5m3/h x 300kPa) Plant
From (880m3/h x
CP
CW038 CW035
CW080 CW070 Emergency 250kPa)
TI
Bilge Suction
CW095
CW201 TT CW002
H H
CW005 CW008 To No.1 Bilge Fire CW004 CW001

WW WD WD WD IG High Sea
High Sea and General
H CW006 Jockey Pump 004 231 229 230 043 To Inert Gas H CW002 Chest
Chest Service Pump
(10m3/h x 100mth) WD Scrubber Pump (Starboard)
(Port) (150/275m3/h x
228 BA (1980m3/h 40mth)
100/45mth) H
Fire Pump To No.2 Bilge BA 212
Low Sea To No.1 H To No.2 Ballast Pump Low Sea
Water (150m /h x Fire and General
3 208
Chest Ballast Pump BA (3,300m3/h 30mth) Chest
(Port) Spray Pump 100mth) Service Pump (3,300m3/h H (Starboard)
(150/275m3/h x 210 To Standby Ballast Pump
(890m3/h x 100mth) x 30mth)
100/45mth) (3,300m3/h x 30mth)

Position Description Valve Procedure to Operate the Fresh Water Generator Ejector b) Ensure that all of the pressure gauges and instrumentation
Pumps isolation valves are open and that the instrumentation is reading
No.2 auxiliary cooling sea water pump discharge
Open CW040 correctly.
valve
When the main engines are operating and there is sufficient heat in the high
Normally Auxiliary cooling sea water pump MGPS supply c) Position the valves as shown in the following table:
CW097 temperature cooling water, the fresh water generators can be operated in
closed valve
accordance with the procedures detailed in Section 2.4.2.
No.1 auxiliary cooling sea water pump central Position Description Valve
Open CW042
fresh water cooler inlet valve a) Ensure that the pump suction filters are clean. No.1 auxiliary cooling sea water pump suction
Open FW204
No.1 auxiliary cooling sea water pump central valve
Open CW045
fresh water cooler outlet valve b) Position the fresh water generator sea water system valves as No.1 auxiliary cooling sea water pump discharge
Open FW201
No.1 auxiliary cooling sea water pump central shown in the following table: valve
Closed CW043
fresh water cooler back-wash inlet valve No.2 auxiliary cooling sea water pump suction
Open FW203
Closed CW044
fresh water cooler back-wash outlet valve Position Description Valve No.2 auxiliary cooling sea water pump discharge
No.1 fresh water generator ejector pump suction Open FW202
Closed CW050 Open CW070
fresh water cooler inlet valve valve Inert gas generator scrubber pump auxiliary
No.1 fresh water generator ejector pump discharge Closed FW246
No.2 auxiliary cooling sea water pump central cooling supply valve
Closed CW053 Open CW071
fresh water cooler outlet valve valve Open No.1 cargo auxiliary cooler sea water inlet valve FW245
No.2 auxiliary cooling sea water pump central Open Starboard fresh water generator sea water inlet valve CW073 Open No.1 cargo auxiliary cooler sea water outlet valve FW248
Closed CW051
fresh water cooler back-wash inlet valve Open Starboard fresh water generator ejector outlet valve CW074 Closed No.2 cargo auxiliary cooler sea water inlet valve FW249
No.2 auxiliary cooling sea water pump central Starboard fresh water generator overboard discharge
Closed CW052 Open CW093 Closed No.2 cargo auxiliary cooler sea water outlet valve FW252
fresh water cooler back-wash outlet valve valve
Cargo auxiliary cooling sea water overboard
Central fresh water coolers sea water overboard No.2 fresh water generator ejector pump suction Open FW220
Open CW091 Open CW080 discharge valve
discharge valve valve
Auxiliary cooling sea water pump sewage No.2 fresh water generator ejector pump discharge
Closed CW046 Open CW081 d) Start No.1 auxiliary cooling sea water pump and check the
treatment plant supply valve valve
system for leaks.
Dump condenser/drain cooler sea water inlet Open Port fresh water generator sea water inlet valve CW082
Open CW058
valve Open Port fresh water generator ejector outlet valve CW083 e) Set No.2 auxiliary cooling sea water pump to STANDBY at the
Dump condenser/drain cooler sea water outlet Open Port fresh water generator overboard discharge valve CW094 IAS.
Open CW059
valve
Fresh water generator ejector pump discharge
Dump condenser/drain cooler sea water overboard Closed CW072 f) Ensure that the pump is delivering sea water to the central fresh
Open CW092 crossover valve
discharge valve water cooler at the correct pressure.
c) Start the ejector pumps either locally or as part of the evaporator
e) Start No.1 auxiliary cooling sea water pump and check the operating sequence and operate as required.
system for leaks.
d) Check the sea water system for leaks.
f) Set No.2 auxiliary cooling sea water pump to STANDBY at the
IAS.
Procedure to Operate the Reliquefaction Plant Cooling Sea
g) Ensure that the pump is delivering sea water to the auxiliary Water System
central fresh water cooler at the correct pressure.
The following procedure assumes that No.1 reliquefaction plant cooling sea
water pump and No.1 cargo auxiliary fresh water cooler will be the duty
plant.

operation.

Illustration 2.4.2a Fresh Water Generator System (i)

Key
Fresh Water
25 LIAL LIAL 25
From Fresh Water Hydrophore Unit HF22 High Temperature HF12
From Fresh Water Hydrophore Unit
HF027 Cooling Fresh Water HF127
LT LT
Sea Water
Port Main Engine Jacket Starboard Main Engine
Cooling Fresh Water Bilges Jacket Cooling Fresh Water
Expansion Tank (1.5m3) Expansion Tank (1.5m3)
Electrical Signal
Port Main Engine TIAH Auto Vent Auto Vent TIAH Starboard Main Engine
HF029 HF129
6S70ME-C
HF43.1-7 Unit Unit HF33.1-7
6S70ME-C
LAL LS LS LAL
TI PT TI HF028 HF24 PI PI HF14 HF128 TI PT TI
100 HF009 HF109 100
150 150
TT HF007 HF107 TT
TIAH 25 25 TIAH
HF42 HF32
HF033 HF133
PT TI (Normally Closed) (Normally Closed) TI PT
100 100
TI TI
PS PS
Port Fresh Starboard Fresh
HF026 Water Generator Water Generator HF126
PT PIAL PIAL PT
HF41 (40 Ton / Day) (40 Ton / Day) HF31
150 150
PS PS
TI TI
PI TI TI PI
80 50 50 80
PCL PCL
HF5.5
HF025 125 125 HF125 HF1.5
HF012 HF112
IAS 80 15 80
Preheater Jacket Preheater 80 15 80 IAS
HF HF005 HF105 HF
006 106
HF013 HF113
80 TI TI 80
HF034 HF134
50 50
125 125
PI CP HF HF CP PI
020 HF014 HF114 120
150 150
HF002 HF001
No.1 TIC TIC 150 HF101 HF102
PI CP HF21 HF031 HF131 HF11 No.1
CP PI
40 50 Set at Set at 50 40
PI PI
80°C No.1 No.1 80°C
HF004 HF003 Deaerating TC 150 150
TC Deaerating
No.2 HF103 HF104
Tank HF21.1 To / From HF11.1
Tank No.2
Port Main Engine Jacket Fresh Water HF016 TI PI
LC037 LC025 PI TI HF116
Fresh Water Starboard Main Engine Jacket Fresh
Pumps (155m3/h x 300kPa) I/P
Cooling System I/P
Water Pumps (155m3/h x 300kPa)
150
POS POS
HF017 TI LC036 LC024 TI HF117
Port Main Engine Jacket Starboard Main Engine Jacket
Cooling Water Drain Pump (5m3/h x 300kPa) HF015 Port Main Starboard Main HF115 Cooling Water Drain Pump (5m3/h x 300kPa)
PI CP Engine Jacket Fresh Engine Jacket Fresh 150 CP PI
PI Water Coolers Water Coolers PI
50 No.2 No.2 50
HF023 HF021 To Bilge Water HF121 HF123

To / From 40
HF022 40 To Bilge Water HF018 TI PI
LC039 LC027 PI TI HF118 Holding Tank HF122
Fresh Water HF130
Holding Tank 150
HF030 Cooling System
Port Main Engine Jacket Cooling HF019 TI LC038 LC026 TI HF119 Starboard Main Engine Jacket Cooling
Water Drain Tank (17.0m3) Water Drain Tank (17.0m3)

2.4.2 Fresh Water Generators • Separator vessel - which separates brine from the vapour steam as the heating medium. The steam is supplied from the 700kPa system
to a steam injector, which heats and helps circulate the water. To protect
• Condenser section - a plate heat exchanger enclosed within the
the generator from over-pressure a safety valve, set to operate at 100kPa, is
Fresh Water Generators separator vessel
provided downstream of the injector. The distilled water produced is pumped
Manufacturer: Alfa Laval • Combined brine/air ejector - extracts brine and non-condensable to the distilled water storage tanks fresh water system by the distillate pump.
No. of sets: 2 gases from the separator vessel Complete details of the systems are provided in Sections 2.3.4 and 2.14.1 of
Type: D-PU-36-C100 • Ejector pump - sea water pump, which supplies feed water for this manual.
Sea water flow: 88m³/h evaporation, cooling water for the condenser and motive power
for the brine/air ejector Procedure for Operating the Fresh Water Generator Using
Jacket water flow: 40 to 110m3/h at 55 to 95oC
Steam pressure: 700kPa (max) • Fresh water pump - extracts the produced distilled water from Jacket Water as the Heating Medium
the condenser and supplies it to the fresh water system
Capacity: 40m³/day
• Salinometer - which continuously monitors the salinity of the WARNING
distillate and initiates an alarm and dump if the level exceeds a The fresh water generators should not be operated in polluted waters
Fresh Water Generator Ejector Pump
set point or within 20 miles of the coast as the water produced will be unfit for
Manufacturer: Alfa Laval human consumption.
• Control panel - including motor starters, running lamps,
No. of sets: 1 per generator salinometer, pushbuttons and connections to the IAS.
Type: Vertical, single-stage centrifugal The following procedure assumes that the fresh water generator ejector pumps
The fresh water generators utilise the high temperature (HT) cooling water are available and lined-up as described previously in Section 2.4.1 and the
Model: CNL 80-80/200
from the main engines as a heating medium. Each engine supplies one fresh vessel is in the open sea with the main engines operating under load. The
Capacity: 88m³ at 380kPa distilled water storage tanks and potable fresh water system are also assumed
water generator and each generator is capable of producing up to 40 tons of
Motor rating: 21.4kW distilled water per day. to be available to receive water from the generators.
Distillate Water Pumps The brine/air ejector, driven by the ejector sea water pump creates a vacuum CAUTION
in the system, which lowers the temperature of evaporation of the feed water. Ensure that the steam injector circuit is isolated, with all valves closed.
The feed water is introduced into the evaporator heat exchanger via an orifice
No. of sets: 1 per generator and is distributed through every second plate channel. Hot water from the main a) Ensure that pressure gauge and instrument isolation valves are
Type: Single-stage centrifugal engine HT cooling system is passed through the remaining channels. The water open and that all of the instrumentation is operating correctly.
Model: PVVF-2040 boils at a pressure less than atmospheric and partially evaporates. The mixture
Capacity: 2.1m³/h at 280kPa of steam vapour and brine then enters the separator vessel where the brine is b) Ensure that power is available to the fresh water generator
separated from the vapour and removed by the brine/air ejector. control panels.
Motor rating: 0.75kW, 3,600 rpm
The vapour passes through a demister, to remove any further entrained liquid, c) Close the vent valve on the fresh water generator separator
Salinometer and is distributed through every second plate channel of the condenser. Sea shell.
Manufacturer: Alfa Laval water supplied by the ejector pump flows through the remaining channels,
absorbing the heat from the vapour causing it to condense into distilled water. d) Start the ejector pumps to create a minimum vacuum of 90%
No. of sets: 1 per generator
inside the fresh water generators. The pressure at the brine/
Model: DS-20 The main engine HT cooling water heating medium enters the evaporator at air ejector inlet should be between 300 and 400kPa, with a
Alarm setting: 0.5 to 20 ppm approximately 80°C and returns to the engine cooling system at approximately maximum outlet back-pressure of 60kPa.
68°C. The rate of evaporation in the generator is determined by the flow of
HT cooling water passing through it, which is regulated by throttling a bypass e) After approximately the 10 minutes required to create the 90%
Introduction valve (HF131/HF031) located on the HT cooling water supply/return line to vacuum, open the feed valve. The main engine HT cooling water
the evaporator section.
Two fresh water generators are provided to produce distilled water for boiler system valves can be set as shown in the following tables:
feed water and to supply the vessel fresh water system where it is treated to The evaporator feed water is injected with a foaming and scale inhibiting
become potable water suitable for human consumption. compound via a 130 litre chemical injection unit, which incorporates a control Position Description Valve
system to regulate the quantity of chemical injected. Open Starboard evaporator HT cooling water inlet valve HF112
Each fresh water generator comprises the following main components: Starboard evaporator HT cooling water outlet
Open HF113
• Evaporator section - a plate heat exchanger enclosed within the To allow water production when the engines are stopped or operating at valve
separator vessel reduced power the port fresh water generator can be operated using saturated

Illustration 2.4.2b Fresh Water Generator System (ii)
HC082 HC084 HC083 HC081

Port Stern Tube Starboard Stern
LIAHL Port Fresh Port Distilled LIAHL
To Boiler Feed Cooling Fresh Tube Cooling Fresh LIAHL Starboard Distilled Starboard Fresh LIAHL
HC13 HC12 HC11 HC14
Water Tank Fresh Water Tank Water Pump To Cascade Water Tank (58m3) Water Tank (58m3) Fresh Water Tank Water Tank
LT LT LT LT
(142.2m3) (52.7m3) Suction Side Tank (52.7m3) (142.2m3)
HC012 HC010 HC014 HC016 HC018 HC017 HC015 HC013 HC009 HC011
Set at
HC021 PS PS 650kpa To Accommodation From Accommodation To Accommodation
(NC)
Control Air
PI
HC022
Key HC024
Sea Water To Sludge HC075
HC025 HC027 HC033 HC031 Dewatering Unit
Fresh Water HC026
Domestic Fresh Water CP CP
To Engine ECR Sink Workshop Engine
Air Hydrophore Tank Hot Water 1st Dk 2nd Dk 3rd Dk
(8m3/h x 600kpa) Room Fresh To Shower Room Toilet
No.2 No.1 Circulating Drinking Water
Bilge HC068 Water System Near Swimming
Pumps Fountains
Electrical Signal HC067 PI PI (2m3/h x 50kpa) Pool on A Dk
(NC) XA XA
HC028 HC032 HC030 HC22 HC035 HC037 HC21
TI
HC005 TI
PI PI
XA Set at 700kpa Set at 700kpa
CW082 UV Steriliser HC23 CW073
HC006 TI TI
(2000L/h) PI
HC008
Port Fresh HC029 HC034 HC036 Starboard Fresh
TI SD SD TI
Water Generator S Water Generator
Hot Water
S HC004 Calorifiers S
(2.0m3/h)
Salinity Rehardening Salinity
Indicator Filter (3.3m3/h) Indicator
PI PI
SIAH SIAH
HC42 PI CW072 PI HC41
FG HC002 CW081 CW071 HC001 FG

PI PI
CW094 CW083 PI PI CW074 CW093

Fresh Water To No.1/2 Auxiliary To No.1/2 Main
ZLL ZS ZS ZLH Generator ZLL ZS ZS ZLH
CW13.3 CW13.2 CW201 No.2 No.1 Cooling Sea Water Pumps Cooling Sea Water Pumps CW202 CW11.3 CW11.2
To MGPS Ejector Pumps
H H
Sea Water CP CP (88m3/h x 380kpa)
High Sea High Sea
Chest CW005 Supply Pump CW001 Chest
ZS ZLH CW007 CW003 ZLH ZS
(Port) CW14.2 TI CW12.2 (Starboard)
CW006 CW002
H
H
ZLL CW22 ZLL
ZS ZS
CW14.3 CW095 CW080 CW070 CW038 CW035 TT CW010 CW013 CW12.3
Low Sea Low Sea
Chest Chest
(Port) CW008 CW004 (Starboard)

Position Description Valve f) Open the fresh water generator shell air vent. l) Continue to open the SL084 until the required pressure is
reached.
Starboard evaporator HT cooling water bypass
Closed HF114
valve Procedure for Operating the Port Fresh Water Generator m) Open the fresh water discharge from the generators.
Open
Starboard evaporator HT cooling water bypass
HF131 Using Steam as the Heating Medium
control valve n) Switch on the salinometer and operate the salinity alarm to
Open Port evaporator HT cooling water inlet valve HF012 WARNING prove that it is functioning correctly.
Open Port evaporator HT cooling water outlet valve HF013 The fresh water generator steam circuit should be filled with fresh water
Closed Port evaporator HT cooling water bypass valve HF014 from the fresh water service system before the steam supply is opened. o) Start the distillate pump and ensure that the discharge pressure
Port evaporator HT cooling water bypass control is between 120 and 160kPa and that the distillate is being
Open HF031 a) Close the jacket water inlet valve HF012 and the jacket water pumped to the correct system.
valve
outlet valve HF013.
p) Adjust the steam inlet pressure to achieve the desired fresh
f) Ensure that the chemical injection unit is available and set the
b) Drain the jacket water in the system to the bilge. water output.
feed treatment flow control to approximately 5.5 litres/hour.
g) Modulate the position of the HT cooling water bypass control c) Open the two butterfly valves in the steam injector circuit (VA- Procedure for Stopping the Port Fresh Water Generator When
valve (HF131/HF031) until the required jacket water temperature SS-01, VA-SS-05) Using Steam as the Heating Medium
is achieved. The boiling temperature will rise and the vacuum
will drop to approximately 85% indicating that evaporation has d) Fill the steam circuit with fresh water until water escapes from a) Close the steam inlet valve SL084.
started. the ball valve at the steam condensate outlet.
b) Stop the chemical dosing.
After approximately three minutes the boiling temperature will fall and the e) Ensure that pressure gauge and instrument isolation valves are
vacuum return to 90%. open and that all of the instrumentation is operating correctly. c) Stop the distillate pumps.
h) Open the fresh water discharge from the generators. f) Ensure that power is available to the fresh water generator d) Switch off the salinometer.
control panels.
i) Switch on the salinometer and operate the salinity alarm to e) Allow the generators to cool down, then stop the ejector pumps
prove that it is functioning correctly. g) Close the vent valve on the fresh water generator separator and close the sea water system valves.
shell.
j) Start the distillate pump and ensure that the discharge pressure f) Open the air vent.
is between 120 and 160kPa and that the distillate is being h) Start the ejector pumps to create a minimum vacuum of 90%
pumped to the correct system. inside the fresh water generators. The pressure at the brine/ To prepare the port fresh water generator for later operation using main engine
air ejector inlet should be between 300 and 400kPa, with a jacket water as the heating medium the following further steps should be
Procedure for Stopping the Plant When Using Jacket Water as maximum outlet back-pressure of 60kPa. carried out:
the Heating Medium
i) After approximately the 10 minutes required to create the 90% g) Close the two butterfly valves in the steam injector circuit (VA-
vacuum, open the feed valve. SS-01, VA-SS-05)
a) Fully open the fresh water generator HT cooling water bypass
valve, (HF114/HF014).
j) Ensure that the chemical injection unit is available and set the h) Open the ball valve at the steam condensate outlet.
feed treatment flow control to approximately 5.5 litres/hour.
b) Close the jacket water inlet valve (HF112/HF012), jacket water
outlet valve (HF113/HF013) and the bypass control valve i) Drain the boiler water in the system to the bilge.
k) Slowly open the steam inlet valve SL084 a small amount and
(HF131/HF031).
wait a few minutes until the operation becomes quiet. j) Close the ball valve at the steam condensate outlet.
c) Stop the chemical dosing system and distillate pumps.
WARNING The system has now been drained of any boiler water and is ready for operation
using main engine jacket water as required.
d) Switch off the salinometer. The maximum pressure in the condensate discharge line should not
exceed 80kPa.
e) Allow the generators to cool down, then stop the ejector pumps
and close the sea water system valves.

Illustration 2.4.3a Marine Growth Prevention System Control Panel
TRANSFORMER/RECTIFIER
SB2K
VOLTMETER AMMETER
V 30 A 400 500
20 300
10 200
100
0 0
MAINS DC
POWER POWER
AVAILABLE ON
OVER OVEN LOW LEAK

TEMP LOAD DOWN DETECTED
HIGH LOW RESET LAMP TEST
ELECTROCATALYTIC PRODUCTS
DANGER
ISOLATE BEFORE OPENING

2.4.3 Marine Growth Prevention System The system can be adjusted manually or automatically to control the amount
of hypochlorite being produced. The level of hypochlorite in the overboard
discharge can be controlled to zero or near zero residual.
Marine Growth Prevention System (MGPS)
Manufacturer: Electrocatalytic Products No pollutants are discharged overboard and no chemicals need to be stored on
No. of sets: 1 board the vessel.
Model: Electrocatalytic SB2K
Type: Sodium Hypochlorite Generator Procedure for Preparing for Operation
Minimum flow: 5.0m³/h
Nominal output: 2Kg/h a) Ensure that the sea water flow rate is at 6.0m³/h.
Input power: 13.8kVA
b) Turn the input isolation switch to the ON position.
Output voltage (DC): 30V
Output current (DC): 450A All the red alarm indicators should be extinguished and the green power ON
Concentration: 360 ppm indicator should be illuminated. The DC output current will be at zero.
c) Turn the High/Auto/Low switch to the LOW position.

Marine Growth Prevention System (MGPS) Sea Water Pump
Manufacturer: Teikoku Output voltage will be automatically adjusted to allow for the variation in
No. of sets: 1 the sea water resistivity between 20 ohm/cm and 30 ohm/cm, to maintain the
required constant current.
Type: Horizontal, single stage centrifugal
Model: 50MSS-AH1M If for any reason the vessel’s water demand changes, the output may require
Capacity: 5m³/h at 300kPa adjustment to maintain 0.5 ppm of free chlorine residual in the intake water.
Motor rating: 440V; 2.2kW; 3,500rpm
CAUTION
Over-chlorination can cause damage due to corrosion, whilst under-
General Description
chlorination could cause marine fouling. In any event, to ensure that
Marine growth is prevented from developing in the sea water piping, heat chlorination is controlling marine growth, a chlorine residual in the
exchangers, sea chests and coolers by an electro-chlorination system, which overboard discharge in the range of 0.01 to 0.1 ppm is essential.
generates sodium hypochlorite. Sodium hypochlorite (at a level of 0.5 ppm or
less) is injected into the port and starboard high and low sea chests and will Normally all the red alarm indicator lamps will be extinguished. Should an
control the growth of, or prevent fouling by, organisms including slime, algae alarm condition occur, the relevant indicator will illuminate, causing the
and weed, and barnacles, mussels, clams and hydroids. incoming power supply contactor to be de-energised. This will remove the
supply to the reactor and the main transformer primary winding and the DC
The system utilises anodes of platinum on titanium electrolytic cells to which output will cease.
a current is applied to produce hypochlorite from sea water. The cells have an
operating life of approximately seven years and require little maintenance. WARNING
The system is designed for constant operation, with an automatic shutdown in When any red alarm indication is illuminated, the output from the power
the event of low sea water flow or leakage. Following an automatic shutdown, supply is shut off. This is a safety feature that must not be bypassed as
the unit will restart automatically once the cause of the shutdown has been it gives protection to personnel and the equipment.
corrected.
Note: It is advisable to drain the hypochlorite generator if it is to be shut
A system shutdown caused by an overload can be manually reset by operating down for an extended period. The heaters are only energised when the unit
the red RESET switch on the control panel. is not in operation.

Illustration 2.5.1a High Temperature Fresh Water Cooling System Screen Shot

2.5 FRESH WATER COOLING SYSTEM The two main engines are provided with identical, independent high temperature When the engine is shut down or running on low load, the jacket water
(HT) cooling systems, which circulate fresh water through their respective temperature is maintained by a proportion of the HT fresh water being circulated
2.5.1 Main Engine High Temperature Fresh Water jacket cooling systems. There is no cross-connection between the systems. through a jacket cooling water preheater, which utilises a thermostatically
controlled supply of 700kPa steam as the heating medium. At sea when the
Cooling System Each main engine HT cooling system comprises the following equipment: main engine is operating at normal load the preheater will be bypassed.
• Jacket fresh water circulating pump x 2
Main Engine Jacket Fresh Water Pumps The preheater may also be used to ensure that there is sufficient heat in the HT
• Jacket water preheater cooling circuit to operate the fresh water generator. The port side fresh water
• Jacket fresh water cooler x 2 generator may also be operated using a supply of steam up to a maximum
No. of sets: 2 (for each engine)
pressure of 700kPa, refer to Section 2.4.2 of this manual for details.
Type: Vertical, single-stage centrifugal • Jacket water drain pump
Model: 150VCS-A2M • Deaerating tank The jacket water drain tank has a capacity of 24.7m3 and is equipped with a
Capacity: 180m3/h at 300kPa high level alarm and a transfer pump that allows the operator to return the water
• Jacket water expansion tank
Motor rating: 25kW, 1,775 rpm to the HT system.
• Jacket water drain tank
Water level in the expansion tank is maintained by a supply from the service
Main Engine Jacket Water Drain Pumps In the interests of clarity only one system is described here. water system. The tank is fitted with a low level alarm, vent, self-closing test
cock, drain valve, inspection cover and chemical hopper with cover.
Manufacturer: Teikoku The system operates on a closed-circuit principle with the two duty/standby
No. of sets: 1 (for each engine) jacket water circulating pumps supply cooling water to the main engine
WARNING
Type: Horizontal, single-stage centrifugal cylinder jackets, cylinder heads and exhaust valves. A pressure transmitter at
the main engine cooling water inlet will initiate a start of the standby pump Care should be taken when handling chemicals to avoid direct skin,
Model: 50MS-S1M-NV-S eye or clothing contact. Appropriate personal protective equipment
when activated by low pressure. Each cylinder unit can be isolated and drained
Capacity: 5m3/h at 300kPa individually, to the jacket water drain tank, for maintenance. The jacket water should be worn at all times when handling the chemicals. In the event of
Motor rating: 3.7kW, 1,780 rpm outlet from each cylinder is directed to a common outlet header, fitted with accidental contact, seek medical attention immediately.
an auto vent and temperature transmitter, which modulates the position of a
three-way valve. The thermostatically controlled, three-way valve is provided To prevent corrosion the cooling water is treated with inhibitor chemicals. The
Main Engine Jacket Fresh Water Coolers cooling water should be sampled and analysed at regular intervals according to
to control the temperature of the system to 80°C by modulating the HT flow
Manufacturer: DHP Engineering through the duty jacket water cooler. company procedures, and any chemical treatment required added to the header
No. of sets: 2 (for each engine) tank.
The plate type jacket water coolers are cooled by water from the main central
Type: Plate type
fresh water cooling system (refer to Section 2.5.2 of this manual).
Model: DX-143V-1P-99 Preparation for the Operation of the High Temperature Fresh
Heat transfer area: 37.83m2 The cooling water outlet from the main engine returns to the jacket water Water Cooling System
Rating: 2870kW circulating pump suction header via a fresh water generator, duty/standby
jacket water coolers and a deaerating tank. The following description assumes that the cooling system is being started
from cold, using No.1 jacket cooler, and that the steam plant, central cooling
Main Engine Jacket Water Preheater The deaerating tank vents any entrained vapours to the jacket water expansion fresh water system, sea water cooling and auxiliary systems are available.
tank via a high flow alarm chamber, fitted under the tank. A separate rundown
Manufacturer: DongWha Entec
line from the expansion tank to the deaerating tank maintains a static head on a) Ensure that the main engine HT fresh water cooling system is
No. of sets: 1 (for each engine) the system. A vent line is fitted from the highest point of the jacket cooling fully charged with water, and that all of the air has been vented
Type: Shell and tube water system to the fresh water expansion tank. from the system.
Surface area: 1.08m2
The fresh water generator utilises the heat in the HT cooling water when the b) Check that the fresh water expansion tank is at operating level.
main engine is operating under load, to produce distilled water from sea water. Top-up from the fresh water service system as necessary.
Introduction The hot cooling water from the engine outlet is passed through the generator,
with a proportion bypassed through a flow orifice. c) Check that all of the pressure gauge and instrumentation root
This section of the manual should be read in conjunction with Section 2.5.2 of valves are open.
this manual, the main central fresh water cooling system. In normal operation the FW generator will be bypassed when the main engine
is running on low load or stopped, or when the generation of fresh water is not
d) Ensure that the fresh water generator bypass valve is open and
required.
the fresh water generator inlet and outlet valves are closed.

Illustration 2.5.1b High Temperature Fresh Water Cooling System Key
Fresh Water
LIAL LIAL
From Fresh Water Hydrophore Unit 25 HF22 HF12 25
HF027 High Temperature HF127
Cooling Fresh Water
LT LT
Port Main Engine Jacket Sea Water / Bilge Starboard Main Engine
Cooling Fresh Water Jacket Cooling Fresh Water
Expansion Tank (1.5m3) Electrical Signal Expansion Tank (1.5m3)
HF029 HF129
7S70ME-C Unit Unit NF33.1-7
7S70ME-C
LAL LS LS LAL
TI PT TI HF028 HF24 PI
HF009 HF109 PI HF14 HF128 TI PT TI
100 100
150 150
TT HF007 HF107 TT
25 25
HF033 HF301
100 100
TI TI
PS PS
HF026 Water Generator 150 150 Water Generator HF126
PT PIAL PIAL PT
80 80
PS 50 50 PS
TI TI
PI TI TI PI
HF HF
006 XA XA 106
HF025 125 125 HF125
80 HF012 HF112 80
IAS Preheater Jacket Preheater IAS
80 80
HF005 15 15 HF105
HF013 HF113
TI TI
125 125
HF034 HF134
80 80
PI CP HF 50 50
HF CP PI
020 120
HF014 HF114
40 50 HF002 HF001 TICAH TICAH HF101 HF102 50 40
No.1 HF21 150 150 HF11 No.1
PI CP HF031 HF131 CP PI
Set at PI PI Set at
80°C No.1 No.1 80°C
HF004 HF003 Deaerating TC To / From TC Deaerating HF103 HF104

No.2 HF21.1 HF11.1 No.2
Tank HF016 TI LC037 Main Central Cooling LC025 TI HF116 Tank
Port Main Engine Jacket Fresh Water PI PI Starboard Main Engine Jacket Fresh
I/P
150 Fresh Water 150
I/P
Pumps (180m3/h x 300kPa) System Water Pumps (180m3/h x 300kPa)
POS POS
HF017 LC036 (See Illustration 2.5.2a) LC024 HF117 150
TI TI
PI CP Engine Jacket Fresh Engine Jacket Fresh CP PI
150
150
No.2 No.2
50 50
HF023 HF021 To / From HF121 HF123
To Bilge Water To Bilge Water
HF018 LC039 Main Central Cooling LC027 HF118
HF022 32 Holding Tank TI PI PI TI Holding Tank 32 HF122
HF030 Fresh Water HF130
150 150
System
Port Main Engine Jacket Cooling (See Illustration 2.5.2a) Main Engine Jacket Cooling
Water Drain Tank Water Drain Tank
(24.7m3) Starboard (24.7m3)

e) Ensure that all seven main engine cylinder inlet and outlet Starboard Main Engine CAUTION
valves are open, and that the vent and drain valves are closed.
Position Description Valve The temperature of the circulating water should not be raised too quickly
Closed Expansion tank drain valve HF128 when the engine is cold. Increasing the water temperature too quickly
f) For both systems, position the valves as shown in the following
can result in thermal stress to the engine and possible damage. The
tables: Closed Expansion tank filling valve HF127
rate of increase shall be in accordance with the engine manufacturer’s
Open Expansion tank rundown valve HF129 instructions.
Port Main Engine Closed Jacket water drain valve HF122
Closed Main engine scavenge cooling drain valve HF106 j) Take a sample of cooling water for analysis, and add inhibitor
Jacket water drain pump supply to jacket water chemicals as required.
Closed Expansion tank drain valve HF028 Closed HF123
system discharge valve
Closed Expansion tank filling valve HF027 k) Continue to check the system for leaks as the temperature of the
Jacket water drain pump bilge tank discharge
Open Expansion tank rundown valve HF029 Closed HF130 jacket cooling system rises.
valve
Closed Jacket water drain valve HF022 Open Fuel oil drain heating return line isolation valve HF120
l) The main engine may be started when the system is at the
Closed Main engine scavenge cooling drain valve HF006 Open No.1 jacket fresh water pump suction valve HF101 correct operating temperature, and the engine has been warmed
Jacket water drain pump supply to jacket water Open No.1 jacket fresh water pump discharge valve HF102 through for the required period.
Closed HF023
system discharge valve
Open No.2 jacket fresh water pump suction valve HF103
Jacket water drain pump bilge tank discharge m) When the engine is operating under stable conditions, and is on-
Closed HF030 Open No.2 jacket fresh water pump discharge valve HF104
valve load, the jacket water preheater can be shut down.
Open Main engine jacket preheater inlet valve HF125
Open Fuel oil drain heating return line isolation valve HF020
Open Main engine jacket preheater outlet valve HF126 n) When the engine is at full power, HT cooling water can be
Closed Main engine jacket preheater bypass valve HF134 circulated through the fresh water generator to allow for the
Open No.1 jacket fresh water pump discharge valve HF002
Open Main engine jacket water inlet/drain valve HF105 production of distilled water. Refer to Section 2.4.2 of this
Open Main engine jacket water outlet valve HF107 manual for further details.
Open No.2 jacket fresh water pump discharge valve HF004
Closed System vent valve to expansion tank HF301
Open Main engine jacket preheater inlet valve HF025
Closed System high point vent valve HF109 Procedure to Transfer Cooling Water from the Jacket Water
Open Main engine jacket preheater outlet valve HF026
Open Fresh water generator bypass valve HF114 Drain Tank to the Main Engines
Closed Main engine jacket preheater bypass valve HF034
Closed Fresh water generator controlled bypass valve HF131
Open Main engine jacket water inlet/drain valve HF005 Before any maintenance can be carried out on the engine or exhaust valves, the
Closed Fresh water generator inlet valve HF112
Open Main engine jacket water outlet valve HF007 cooling water spaces of the units concerned must be drained to either the jacket
Closed Fresh water generator outlet valve HF113 water drain tank or the bilge water holding tank.
Closed System vent valve to expansion tank HF033
Jacket water cooler three-way temperature control
Closed System high point vent valve HF009 Operational HF115
valve In normal operation the drain tank will be utilised to conserve the chemically
Open Fresh water generator bypass valve HF014 Open No.1 jacket water cooler inlet valve HF117 treated jacket water should the system be drained for maintenance on one of
Closed Fresh water generator controlled bypass valve HF031 Open No.1 jacket water cooler outlet valve HF116 the main engines. When maintenance work has been completed the water can
Closed Fresh water generator inlet valve HF012 Closed No.2 jacket water cooler inlet valve HF119 be returned to the system by the jacket water transfer pump.
Closed Fresh water generator outlet valve HF013 Closed No.2 jacket water cooler outlet valve HF118
Jacket water cooler three-way temperature control a) For both systems, position the valves as shown in the following
Operational HF015 tables:
valve g) Start the duty HT fresh water cooling pump in each system and
Open No.1 jacket water cooler inlet valve HF017 check for leaks. When the system pressure has stabilised select
Open No.1 jacket water cooler outlet valve HF016 the other cooling water pump to standby. Port Main Engine
Closed No.2 jacket water cooler inlet valve HF019 Position Description Valve
h) Vent the system, including all seven of the main engine
Closed No.2 jacket water cooler outlet valve HF018 Open Jacket water transfer pump suction valve HF021
cylinders.
Jacket water transfer pump discharge valve to bilge
Closed HF030
i) Supply steam to the preheater, and open the condensate outlet water holding tank
valve. Jacket water transfer pump discharge valve to
Open HF023
jacket water system

Illustration 2.5.1b High Temperature Fresh Water Cooling System Key
Fresh Water
LIAL LIAL
From Fresh Water Hydrophore Unit 25 HF22 HF12 25
HF027 High Temperature HF127
Cooling Fresh Water
LT LT
Port Main Engine Jacket Sea Water / Bilge Starboard Main Engine
Cooling Fresh Water Jacket Cooling Fresh Water
Expansion Tank (1.5m3) Electrical Signal Expansion Tank (1.5m3)
HF029 HF129
7S70ME-C Unit Unit NF33.1-7
7S70ME-C
LAL LS LS LAL
TI PT TI HF028 HF24 PI
HF009 HF109 PI HF14 HF128 TI PT TI
100 100
150 150
TT HF007 HF107 TT
25 25
HF033 HF301
100 100
TI TI
PS PS
HF026 Water Generator 150 150 Water Generator HF126
PT PIAL PIAL PT
80 80
PS 50 50 PS
TI TI
PI TI TI PI
HF HF
006 XA XA 106
HF025 125 125 HF125
80 HF012 HF112 80
IAS Preheater Jacket Preheater IAS
80 80
HF005 15 15 HF105
HF013 HF113
TI TI
125 125
HF034 HF134
80 80
PI CP HF 50 50
HF CP PI
020 120
HF014 HF114
40 50 HF002 HF001 TICAH TICAH HF101 HF102 50 40
No.1 HF21 150 150 HF11 No.1
PI CP HF031 HF131 CP PI
Set at PI PI Set at
80°C No.1 No.1 80°C
HF004 HF003 Deaerating TC To / From TC Deaerating HF103 HF104

No.2 HF21.1 HF11.1 No.2
Tank HF016 TI LC037 Main Central Cooling LC025 TI HF116 Tank
Port Main Engine Jacket Fresh Water PI PI Starboard Main Engine Jacket Fresh
I/P
150 Fresh Water 150
I/P
Pumps (180m3/h x 300kPa) System Water Pumps (180m3/h x 300kPa)
POS POS
HF017 LC036 (See Illustration 2.5.2a) LC024 HF117 150
TI TI
PI CP Engine Jacket Fresh Engine Jacket Fresh CP PI
150
150
No.2 No.2
50 50
HF023 HF021 To / From HF121 HF123
To Bilge Water To Bilge Water
HF018 LC039 Main Central Cooling LC027 HF118
HF022 32 Holding Tank TI PI PI TI Holding Tank 32 HF122
HF030 Fresh Water HF130
150 150
System
Port Main Engine Jacket Cooling (See Illustration 2.5.2a) Main Engine Jacket Cooling
Water Drain Tank Water Drain Tank
(24.7m3) Starboard (24.7m3)

Position Description Valve Position Description Valve

Closed Jacket water drain valve HF022 Open Main engine jacket preheater bypass valve HF134
Closed Main engine scavenge cooling drain valve HF006
Open Main engine jacket water inlet/drain valve HF005 b) Start the jacket water transfer pump. Monitor the level in the
jacket water drain tank, and the expansion tank.
Open Main engine jacket water outlet valve HF007
Open System vent valve to expansion tank HF033 c) When the contents of the tank have been transferred stop the
Closed System high point vent valve HF009 pump, and close the following system valves:
Open Fresh water generator bypass valve HF014
Closed Fresh water generator controlled bypass valve HF031 Port Main Engine
Closed Fresh water generator outlet valve HF013
Closed Jacket water transfer pump suction valve HF021
Open No.1 jacket water cooler inlet valve HF017
Jacket water transfer pump discharge valve to
Open No.1 jacket water cooler outlet valve HF016 Closed HF030
bilge water holding tank
Closed No.2 jacket water cooler inlet valve HF019 Jacket water transfer pump discharge valve to
Closed No.2 jacket water cooler outlet valve HF018 Closed HF023
jacket water system
Closed Main engine jacket preheater inlet valve HF025 Closed Jacket water drain valve HF022
Closed Main engine jacket preheater outlet valve HF026 Closed System vent valve to expansion tank HF033
Open Main engine jacket preheater bypass valve HF034
Starboard Main Engine
Starboard Main Engine
Position Description Valve Closed Jacket water transfer pump suction valve HF121
Open Jacket water transfer pump suction valve HF121 Jacket water transfer pump discharge valve to
Closed HF130
Jacket water transfer pump discharge valve to bilge water holding tank
Closed HF130
bilge water holding tank Jacket water transfer pump discharge valve to
Closed HF123
Jacket water transfer pump discharge valve to jacket water system
Open HF123
jacket water system Closed Jacket water drain valve HF122
Closed Jacket water drain valve HF122 Closed System vent valve to expansion tank HF301
Closed Main engine scavenge cooling drain valve HF106
Open Main engine jacket water inlet/drain valve HF105
Open Main engine jacket water outlet valve HF107
Open System vent valve to expansion tank HF301
Closed System high point vent valve HF109
Open Fresh water generator bypass valve HF114
Closed Fresh water generator controlled bypass valve HF131
Closed Fresh water generator outlet valve HF113
Open No.1 jacket water cooler inlet valve HF117
Open No.1 jacket water cooler outlet valve HF116
Closed No.2 jacket water cooler inlet valve HF119
Closed No.2 jacket water cooler outlet valve HF118
Closed Main engine jacket preheater inlet valve HF125
Closed Main engine jacket preheater outlet valve HF126

Illustration 2.5.2a Main Central Fresh Water Cooling System

From Fresh Water
Hydraulic Unit LAL LC046
LC13
No.2
TI Main Central Fresh 25 200 TI
No.2
PS Fresh Water
150
Expansion Tank LC047
LC039 2.0m3 LC027
TI TI
LC045 150
LC035 LC023
200
LC038 LC044 LC026
Main Engine Jacket Main Engine Jacket
200
Central Fresh Water Central Fresh Water
Coolers (Port) 200 200 Coolers Starboard
(See Illustration 2.5.1a) TI TI (See Illustration 2.5.1a)
TI TI
No.2 No.2
150
200 300
LC037 LC025
LC033 TC TC LC021
TI 200 TI
LM21.1 200 200 50 200 200 LM11.1
TI TI
150
I/P I/P
200 300
LC036 POS POS LC024 No.1
No.1 LC032 Set LC020
Main Engine 45OC
Main Engine
Lubricating Lubricating
Oil Cooler (Port) TI TI
Oil Cooler
TIAH (See Illustration No.1 LC034 LC022 No.1 (Starboard) TIAH
LC42.1 200 300 LC32.1
2.8.2a) (See Illustration
LC031 LC019 2.8.2b)
PT PT
100 250 250 100
TI TI
Air 200 250 250 300 Air

TI Cooler Cooler TI
LC030 LC028 LC016 LC018
LC050 LC051
350 50
PT 250 250 PT
250 150 200 200
PI PIAL 50 PIAL PI
LC41 LC31
TI
TC Main Cooling
No.2 LM11.1 PCL PS
TI TIAH LC1.5 I/P Fresh Water Pump TIAH TI
LC42.2 350 500m3/h x 250kPA,50% LC32.2
PT PT
100 LC014 PI CP 100
I/P
TI
Air POS Air
TI TIC
TI Cooler 350 LC009 LC008 LC007 Cooler TI
LC11
Set No.3
LC013 36OC
PCL PS
350 I/P
LC3.5
Main Engine 250 250 50
Central Fresh Water
LC029 Coolers PI CP LC017
(See Illustration 2.4.1a) Main Engine
Main Engine
LC006 LC005 Starboard
Port No.1
TI PIAL PT LC004
LC12 No.2 7S70ME-C
7S70ME-C 350 PCL PS
LC2.5 I/P
LC012 200
250 TI PI CP
LC010
350 250 250
LC011 LC003 LC002 LC001 LC040

No.1 LC041
250 250

2.5.2 main Central Fresh Water Cooling System Each main engine LO cooler fresh water system is fitted with a thermostatically Position Description Valve
controlled, three-way valve, modulated by a temperature transmitter fitted to
Closed Expansion tank drain valve LC045
the LO system. The valve operates to control the temperature of the LO system
Main Fresh Water Cooling System Pumps Closed Expansion tank filling valve LC046
to 45°C by modulating the water flow through the duty cooler.
Manufacturer: Teikoku Open Expansion tank rundown valve LC044
Type: Vertical, single-stage centrifugal A 2.0m3 fresh water expansion tank is provided, which gives a positive head Open No.1 main cooling fresh water pump suction valve LC001
Model: 250VCD-A2M to the main central fresh water cooling system and provide space for thermal No.1 main cooling fresh water pump discharge
expansion. The tank is connected by a rundown line to the main cooling pump Open LC003
No. of sets: 3 valve
suction header.
Capacity: 500m3/h at 250kPa Open No.2 main cooling fresh water pump suction valve LC004
Motor rating: 45kW, 1,775 rpm Water level in the expansion tank is maintained by a supply from the service No.2 main cooling fresh water pump discharge
Open LC006
water system. The tank is fitted with a low level alarm, vent, self-closing test valve
cock, drain valve, inspection cover and chemical hopper with cover. Open No.3 main cooling fresh water pump suction valve LC007
Main Central Fresh Water Cooling System Coolers
No.3 main cooling fresh water pump discharge
Open LC009
Manufacturer: DHP Engineering WARNING valve
No. of sets: 2 Care should be taken when handling chemicals to avoid direct skin, Open No.1 main central fresh water cooler inlet valve LC011
Type: Plate eye or clothing contact. Appropriate personal protective equipment Open No.1 main central fresh water cooler outlet valve LC012
Model: DX-36MH-1P-349 should be worn at all times when handling the chemicals. In the event of Closed No.2 main central fresh water cooler inlet valve LC013
accidental contact, seek medical attention immediately.
Rating: 24,324kW, 607.25m² Closed No.2 main central fresh water cooler outlet valve LC014
To prevent corrosion the cooling water is treated with inhibitor chemicals. The Main central fresh water cooler three-way
Operational LC015
cooling water should be sampled, and analysed at regular intervals according to temperature control valve
Introduction
company procedures, and any chemical treatment required added to the header
This section of the manual should be read in conjunction with Section 2.5.1 of tank. Port Main Engine
this manual, the main engine high temperature fresh water cooling system.
Preparation for the Operation of the Main Central Fresh Port main engine central cooling system supply
The closed-circuit, main central fresh water cooling system is provided with Water Cooling System Open LC028
three 50% duty main cooling pumps which circulate cooling water, via a valve
thermostatically controlled, 100% duty, sea water cooled central coolers, to the Port main engine No.1 LO cooler fresh water inlet
The following description assumes that the cooling system is being started Open LC030
following equipment: valve
from cold, using No.1 main central cooler and that the steam plant, main
• Port main engine LO cooler x 2 engine HT cooling fresh water system, sea water cooling and auxiliary systems Port main engine No.1 LO cooler fresh water
Open LC031
are available. It is also assumed that No.1 main engine LO coolers and No.1 outlet valve
• Port main engine jacket fresh water cooler x 2 Port main engine No.2 LO cooler fresh water inlet
main engine jacket water coolers will be operating as duty units. Closed LC032
• Port main engine scavenge air coolers x 2 valve
• Starboard main engine LO cooler x 2 a) Ensure that the main central fresh water cooling system is fully Port main engine No.2 LO cooler fresh water
Closed LC033
charged with water, and that all of the air has been vented from outlet valve
• Starboard main engine jacket fresh water cooler x 2 the system. Port main engine LO cooler three-way
Operational LC034
• Starboard main engine scavenge air coolers x 2 temperature control valve
b) Check that the fresh water expansion tank is at operating level. Port main engine jacket cooler central fresh water
In normal operation two of the three pumps run to circulate the system, with Top-up from the fresh water service system as necessary. Closed LC035
bypass valve
the third on automatic standby.
Port main engine No.1 jacket cooler central fresh
c) Check that all of the pressure gauge and instrumentation Open LC036
water inlet valve
The main central fresh water coolers operate as duty/standby, and are fitted isolation valves are open.
with manually operated inlet and outlet valves. A temperature transmitter, Port main engine No.1 jacket cooler central fresh
Open LC037
fitted downstream of the coolers, modulates the position of a three way valve. d) For both main engine systems, position the valves as shown in water outlet valve
The thermostatically controlled, three-way valve is provided to control the the following tables: Port main engine No.2 jacket cooler central fresh
Closed LC038
temperature of the system to 36°C by modulating the flow through the duty water inlet valve
cooler. Port main engine No.2 jacket cooler central fresh
Closed LC039
water outlet valve

Illustration 2.5.2a Main Central Fresh Water Cooling System

From Fresh Water
Hydraulic Unit LAL LC046
LC13
No.2
TI Main Central Fresh 25 200 TI
No.2
PS Fresh Water
150
Expansion Tank LC047
LC039 2.0m3 LC027
TI TI
LC045 150
LC035 LC023
200
LC038 LC044 LC026
Main Engine Jacket Main Engine Jacket
200
Central Fresh Water Central Fresh Water
Coolers (Port) 200 200 Coolers Starboard
(See Illustration 2.5.1a) TI TI (See Illustration 2.5.1a)
TI TI
No.2 No.2
150
200 300
LC037 LC025
LC033 TC TC LC021
TI 200 TI
LM21.1 200 200 50 200 200 LM11.1
TI TI
150
I/P I/P
200 300
LC036 POS POS LC024 No.1
No.1 LC032 Set LC020
Main Engine 45OC
Main Engine
Lubricating Lubricating
Oil Cooler (Port) TI TI
Oil Cooler
TIAH (See Illustration No.1 LC034 LC022 No.1 (Starboard) TIAH
LC42.1 200 300 LC32.1
2.8.2a) (See Illustration
LC031 LC019 2.8.2b)
PT PT
100 250 250 100
TI TI
Air 200 250 250 300 Air

TI Cooler Cooler TI
LC030 LC028 LC016 LC018
LC050 LC051
350 50
PT 250 250 PT
250 150 200 200
PI PIAL 50 PIAL PI
LC41 LC31
TI
TC Main Cooling
No.2 LM11.1 PCL PS
TI TIAH LC1.5 I/P Fresh Water Pump TIAH TI
LC42.2 350 500m3/h x 250kPA,50% LC32.2
PT PT
100 LC014 PI CP 100
I/P
TI
Air POS Air
TI TIC
TI Cooler 350 LC009 LC008 LC007 Cooler TI
LC11
Set No.3
LC013 36OC
PCL PS
350 I/P
LC3.5
Main Engine 250 250 50
Central Fresh Water
LC029 Coolers PI CP LC017
(See Illustration 2.4.1a) Main Engine
Main Engine
LC006 LC005 Starboard
Port No.1
TI PIAL PT LC004
LC12 No.2 7S70ME-C
7S70ME-C 350 PCL PS
LC2.5 I/P
LC012 200
250 TI PI CP
LC010
350 250 250
LC011 LC003 LC002 LC001 LC040

No.1 LC041
250 250


Port main engine No.1 scavenge air cooler central Starboard main engine central cooling system
Open Open LC040
fresh water inlet valve outlet valve
Port main engine No.1 scavenge air cooler central Starboard main engine central cooling system
Open Open LC047
fresh water outlet valve expansion tank outlet valve
Port main engine No.2 scavenge air cooler central Close Starboard cooling system lowest point drain valve LC051
Open
fresh water inlet valve
Port main engine No.2 scavenge air cooler central e) Ensure that sea water cooling is available to the main central
Open fresh water coolers (refer to Section 2.4.1 of this manual).
fresh water outlet valve
Port main engine central cooling system outlet
Open LC041 f) At the control panel, start one main central fresh water cooling
valve
pump.
Close Port cooling system lowest point drain valve LC050
g) Check the level in the expansion tanks, and replenish if
Starboard Main Engine required.
h) Check the system for leaks, and ensure that all consumers are
Starboard main engine central cooling system being supplied with cooling water.
Open LC016
supply valve
Starboard main engine No.1 LO cooler fresh i) Check the vents at all coolers and consumers to ensure that no
Open LC018
water inlet valve air locks are present.
Starboard main engine No.1 LO cooler fresh
Open LC019
water outlet valve j) At the control panel, start a second main central fresh water
Starboard main engine No.2 LO cooler fresh cooling pump and select the third pump to standby.
Closed LC020
water inlet valve
Starboard main engine No.2 LO cooler fresh k) Take a sample of cooling water for analysis and add inhibitor
Closed LC021 chemicals as required.
water outlet valve
Starboard main engine LO cooler three-way
Operational LC022 l) Check that the main fresh water cooler three-way temperature
temperature control valve
control valve is set at the required temperature (normally around
Starboard main engine jacket cooler central fresh 30°C to 36°C), and that the valve is operating correctly.
Closed LC023
water bypass valve
Starboard main engine No.1 jacket cooler central
Open LC024
Open LC025
Closed LC026
Closed LC027
Starboard main engine No.1 scavenge air cooler
Open
central fresh water inlet valve
Open
central fresh water outlet valve
Open
central fresh water inlet valve
Open
central fresh water outlet valve

Illustration 2.5.3a Auxiliary Central Fresh Water Cooling System (i)
TI TIC TT TIAH PIAL TIAH TIAH PIAL TIAH

Set Key
LC21 POS LC83 LC81 LC82 LC82 LC81 LC83
36OC
TC
I/P
LC21.1 LC176 LC174 Fresh Water
No.2 Sea Water No.4
TI TI Generator Generator
No.2 No.1 CP CP Instrumention
TT TT
LC277 Engine Electrical Signal Engine LC278
Elect. Elect.
Central TT TI
Pre-heater
PT PI TI TI (S) (P) TI TI PI PT
Pre-heater
TI TT
LC108 LC106
Auxiliary Central Fresh Water
TI TI Booster HT Air HT Air
Fresh Water Coolers Jacket Jacket
Cooler Cooler
Pumps LC124 LC123 LC128 LC129
To Auxiliary Central Fresh Water Expansion Tanks

for Cargo
LC107 LC105 No.2 No.1 TI TI
Service TI TI PI PI TI TI
110m3/h x
PCL PS PS PCL F F
IAS IAS 150kPA
LC5.5 LC5.5 TIAH LO LT Air LT Air LO TIAH
LC179 LC180 LC84 Cooler Cooler Cooler Cooler LC84
PI PI LC243 LC245
PI PI TT TI TI TT
LC104 LC053 LC052 LC102

Alternator Alternator
Auxiliary Cooling Air Cooler Air Cooler
Fresh Water Pumps LC177 LC175 LC260 LC248 LC250 LC262
No.2 (930m3/h x 250kPa) No.1 PS
LC Alternator Alternator
CP CP 175 LO Cooler LO Cooler
IAS LC256 LC252 LC254 LC258
LC103 LC101
PCL TI PI TI TI PI TI
From Auxiliary Central Fresh FW12
Fuel Injection Fuel Injection
Water ExpansionTanks Nozzle Nozzle
LC178 LC271 LC272 LC268 LC267
LC202 LC LC
TIAH PIAL TIAH TIAH PIAL TIAH
135 132 LC53 LC51 LC52 LC72 LC71 LC73
LC LC LC LC
LC201 115 114 113 112 No.1 No.3
LC233 LC234
Generator Generator
TT TT
LC278 Engine Engine LC277
Lubricating Oil
Lubricating Oil
TI TI TI TI Elect. Elect.
TT TI PT PI TI TI (S) (P) TI TI PI PT TI TT
Stern Tube
Stern Tube
To/From
Cooler (P)
Cooler (S)
Pre-heater Pre-heater
TI Auxiliary
LC054 HT Air HT Air
Central Jacket
Cooler Cooler
Jacket
Packaged Air Fresh Water LC119 LC118 LC133 LC134
Conditioner
for Work Shop Cooling TI TI
LC055 System (ii) TI TI PI PI TI TI
TI
(See Control Air
Topping-Up Air 2.5.3b)
F F
Compressor TIAH LO LT Air LT Air LO TIAH
Compressor LC54 Cooler Cooler Cooler Cooler LC74
LC244 LC246
PI LC143 TI
LC117 LC144 No.1
No.1 TT TI TI TT
S
LC142 TI
LC145 Air Cooler Air Cooler
Sample LC259 LC247 LC249 LC261
Cooler LC111 LC148 No.1
No.2
No.3
No.1 PI LC140 TI
S
LO Cooler LO Cooler
LC147 LC255 LC251 LC253 LC257
LC141 TI To/From
TI PI TI TI PI TI
Auxiliary
LC116 LC148 No.1
No.1 n
Fuel
oitcInjection
ejnI leuF
Central Fuel Injection
No.2
No.1 PI LC138 TI e
Nozzle
lzzoN Nozzle
S LC273 LC274 Fresh Water LC270 LC269
LC149 Cooling
LC139 TI
Sample
No.1 Generator Engine System (ii) No.2 Generator Engine
No.2 Nozzle Cooling Unit (See Nozzle Cooling Unit
To/From To/From
No.1
No.1 PI LC136 TI
2.5.3b)
S No.1 Nozzle No.1 Nozzle
LC151 LC264 Cooling Cooling LC265
LC137 TI Service Air LC263 To/From No.1 Nozzle LC120 To/From No.1 Nozzle LC266
Main Air Water Unit Water Unit
Compressor Compressor Cooling Water Unit Cooling Water Unit LC121

2.5.3 Auxiliary Central Fresh Water Cooling • Service air compressors x 2 A thermostatically-controlled three-way valve LC109, set at 36°C, is fitted
System to the outlet from the coolers, and modulates the flow of water through the
• Control air compressors x 2
cooler(s), controlling the temperature of the circulating fresh water.
• Stern tube LO cooler (port)
Auxiliary Fresh Water Cooling Pumps Two 1.0m3 fresh water expansion tanks are provided, which give a positive
• Stern tube LO cooler (starboard)
Manufacturer: Teikoku head to the auxiliary central fresh water cooling system and provide space for
• Workshop air conditioning unit thermal expansion. The two tanks are connected by a balance line, common
• Sample coolers x 2 rundown line and common generator vent line. Isolation valves are fitted to
Model: 400VCD-A2m
allow one tank to be isolated if it is unavailable.
No. of sets: 2 • Post-purifier FO cooler (port)
Capacity: 1,115m3/h at 25mth • Post-purifier FO cooler (starboard) Water level in the tanks is maintained by a supply from the service water
Motor rating: 110kW system. The tanks are fitted with low level alarms, vent, self-closing test cock,
• Inert gas dryer
drain valve, inspection cover and chemical hopper with cover.
• Inert gas generator water chiller unit
Cargo Service Fresh Water Cooling Booster Pumps • Provisions refrigeration unit condensers x 2 WARNING
Manufacturer: Teikoku • MSBD room air conditioning unit condensers x 2 (port) Care should be taken when handling chemicals to avoid direct skin,
Type: Vertical, single-stage centrifugal eye or clothing contact. Appropriate personal protective equipment
• MSBD room air conditioning unit condensers x 2 (starboard) should be worn at all times when handling the chemicals. In the event of
Model: 125VCS-A2M
• Boiler water circulating pumps x 4 accidental contact, seek medical attention immediately.
No. of sets: 2
Capacity: 110m3/h at 15mth • Nitrogen generator unit compressors x 2 To prevent corrosion the cooling water is treated with inhibitor chemicals. The
Motor rating: 11.0kW, 1,750 rpm • ECR air conditioning unit condensers x 2 cooling water should be sampled and analysed at regular intervals according to
company procedures, and any chemical treatment required added to the header
• Group A air conditioning unit condensers x 2
tank.
Galley, CCR and Group B Air Con Fresh Water Cooling Booster Pumps • Cargo service fresh water booster pumps x 2
Manufacturer: Teikoku • Galley, CCR and group B air conditioning fresh water booster Supply and return connections, fitted with isolation valves, are provided to
Type: Horizontal, single-stage centrifugal pumps x 2 allow the auxiliary central fresh water cooling system to be supplied from a
shore-based source.
Model: 100MSS-DH1m
No. of sets: 2 The two duty/standby cargo service fresh water booster pumps supply the
following cargo and reliquefaction plant: Main Generator Sets
Capacity: 32.5m3/h at 10mth
Motor rating: 2.2kW, 1,715 rpm • HD compressors and motors x 2 each Cooling water is supplied to the four generator sets from the auxiliary central
• Vacuum pumps x 2 cooling system as follows:
• Steam drains cooler • To the HT air cooler and cylinder jackets (via an HT booster
Auxiliary Fresh Water Coolers
pump)
Manufacturer: DHP Engineering The two duty/standby galley, CCR and group B air conditioning fresh water • To the LT air cooler and LO cooler
Type: Plate booster pumps, located on the 1st deck (starboard), supply cooling water to the
• To the alternator air cooler
No. of sets: 2 following plant:
Capacity: 13,911kW • To the alternator LO cooler
• Galley air conditioning unit condenser
• Fuel injector nozzle cooling unit (one cooling unit services two
• CCR air conditioning unit condenser
The closed circuit, auxiliary fresh water cooling system is provided with two generator engines)
duty/standby auxiliary fresh water cooling pumps which supply water, via • Group B air conditioning unit condenser x 2
two 100% duty, sea water cooled auxiliary central coolers, to the following A thermostatically-controlled three-way valve is fitted at the HT cooling water
equipment: The auxiliary central fresh water coolers operate as duty/standby when the sea outlet on each engine and is set to regulate the temperature. To avoid air locks
temperature is approximately below 24°C. Above that figure, or at times of the HT air cooler and jacket outlet manifold are continuously vented back to
• Generator diesel engines x 4 high cooling demand, both coolers will be required. The coolers are put into the expansion tank.
• Main starting air compressors x 3 service by the manual positioning of their respective inlet and outlet valves.
• Topping-up air compressor

Illustration 2.5.3b Auxiliary Central Fresh Water Cooling System (ii)
25
From Fresh Water
Hydraulic Unit LC190
LAL
LC23
No.1 Auxiliary
Post Purification IGG IGG Provision MSBD Room Central Fresh Water Air Conditioning Air Conditioning
Fuel Oil Cooler Absorption Chiller Ref. Plant Air Conditioning LS Expansion Tank unit for Galley unit for CCR
(Port) Drier Unit Unit Port 1.0m3
15
From
15
Generator LC188
No.2 No.1 No.2 No.1
Engine 15
LC195 LC187 LC191
Jacket Vent 15
50
40 40
25
50 50 65 65 125 125
LC199
TI TI TI TI TI TI TI TI TI TI TI TI TI TI
LAL
PI PI 50 50 50 50 LC25
No.2 Auxiliary
Central Fresh Water
LC LC LC LC IG IG LC LC LC LC LC LC LC LC
LS Expansion Tank
237 238 165 166 056 055 061 062 059 060 227 228 229 230
1.0m3
LC193
LC
LC198 LC196 LC192 232
50 40 40
80 80
To/From 250 To Auxiliary Central Fresh Water 40
Auxiliary 65 65 Pump Suction 40 40 40 40
250
Central Fresh
Water Cooling 200 200 100
System
200 200 100
(See Illustration
2.5.3a)
No.4 LC159
100
LC LC
LC160 223 225
LC LC No.3 LC157 NS NS NS NS LC LC LC LC LC LC LC LC PI PI
235 236 003 006 005 004 065 066 063 064 069 070 067 068
TI TI TI TI TI TI TI TI
1 2
LC158 100 100 100 100
PI PI
TI TI No.2 LC221 TI TI TI TI TI TI TI TI TI TI TI TI PI PI PI PI
LC LC
40 40 40 40 50 50 40 40 50 50 50 50 150 150 150 150 224 226
LC222
LC172 IAS
No.1
No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 PI No.2 No.1
LC173
Boiler
Water
Post Purification Circulating N2 Generator ECR MSBD Room Provision PCL Group (B) Air
Pump Ref. Plant LC7.5 Conditioning Unit
Fuel Oil Cooler Compressor Air Conditioning Air Conditioning
(Starboard) Starboard -Cargo Switchboard Room
Central Fresh Water
Electrical Equipment Room
Booster Pump for Galley,
-Electrical Distribution Panel Room
CCR & Group (B) A/C Unit
32.5m3/h x 100kPA

Cooling water to the LT circuit is supplied via a pressure control valve. A Position Description Valve Position Description Valve
further thermostatically-controlled three-way valve is fitted at the inlet side of
No.1 auxiliary central FW cooling system expansion Starboard stern tube LO cooler cooling water outlet
the LT air cooler, set to regulate the temperature. Open LC058 Open LC113
tank outlet valve valve
When the generator units are stopped, the engine jacket water temperature is No.1 auxiliary central FW cooling system expansion Closed Starboard stern tube LO cooler drain valve LC132
Open LC195
maintained by preheating units. Each unit comprises of a pump which circulates tank generator engine vent/returns valve Open Port stern tube LO cooler cooling water inlet valve LC114
the cooling water through an electric heater and round the engine jackets. No.2 auxiliary central FW cooling system expansion Open Port stern tube LO cooler cooling water outlet valve LC115
Closed LC199
tank filling valve Closed Port stern tube LO cooler drain valve LC135
Two nozzle cooling units are provided for cooling the generator engine fuel No.2 auxiliary central FW cooling system expansion
Closed LC193 Open No.1 control air compressor cooling water inlet valve LC144
injector nozzles. One provides nozzle cooling for Nos.1 and 2 generator tank drain valve
engines and the second for Nos.3 and 4 generator engines. The nozzle cooling No.1 control air compressor cooling water outlet
No.2 auxiliary central FW cooling system expansion Open LC145
units are each fitted with a circulating pump. The pump circulates water in a Open LC196 valve
tank balance valve
sealed system through a cooler, cooled by the auxiliary cooling system, and Open No.2 control air compressor cooling water inlet valve LC146
No.2 auxiliary central FW cooling system expansion
the injector nozzles. Open LC192 No.2 control air compressor cooling water outlet
tank outlet valve Open LC147
valve
The sealed system is topped-up with water from the domestic water system. A No.2 auxiliary central FW cooling system expansion
Open LC198 Open No.1 service air compressor cooling water inlet valve LC148
pressure accumulator, fitted at the nozzle cooling unit, maintains a minimum tank generator engine vent/returns valve
Closed Shore connection supply valve LC234 No.1 service air compressor cooling water outlet
pressure in the system. Open LC149
valve
Closed Shore connection return valve LC233
Open No.2 service air compressor cooling water inlet valve LC150
Preparation for the Operation of the Auxiliary Central Fresh No.1 auxiliary cooling fresh water pump suction
Open LC101 No.2 service air compressor cooling water outlet
valve Open LC151
Water Cooling System valve
No.1 auxiliary cooling fresh water pump discharge
Open LC052 Open Sample cooler (1) cooling water inlet valve LC111
The following description assumes that the system is being set up for the first valve
No.2 auxiliary cooling fresh water pump suction Open Sample cooler (1) cooling water outlet valve LC117
time using No.1 auxiliary central fresh water cooler. In normal operation at Open LC103
least one generator engine will be running with heated water circulating. valve Open Sample cooler (2) cooling water inlet valve LC110
No.2 auxiliary cooling fresh water pump discharge Open Sample cooler (2) cooling water outlet valve LC116
Open LC053
a) Ensure that the auxiliary central cooling fresh water system is valve Post purifier FO cooler (port) cooling water inlet
Open LC237
fully charged with water and that all air is vented. Open No.1 auxiliary central fresh water cooler inlet valve LC105 valve
Open No.1 auxiliary central fresh water cooler outlet valve LC106 Post purifier FO cooler (port) cooling water outlet
b) Ensure that the expansion tank drain valves are closed and that Open LC238
Closed No.2 auxiliary central fresh water cooler inlet valve LC107 valve
both tanks are at operating level. Top-up the tanks as required. Open Inert gas dryer cooling water inlet valve LC165
Closed No.2 auxiliary central fresh water cooler outlet valve LC108
Auxiliary central fresh water cooler three-way Open Inert gas dryer cooling water outlet valve LC166
c) Ensure that all pressure gauge and instrumentation root valves Operational LC109
are open. control valve Inert gas generator water chiller unit cooling water
Open IG056
Auxiliary cooling fresh water pump recirculating inlet valve
Closed LC178 Inert gas generator water chiller unit cooling water
d) Ensure all vent valves are closed. valve Open IG055
Open Topping up compressor cooling water inlet valve LC142 outlet valve
e) Ensure that sea water cooling is available (refer to Section 2.4 Open Topping up compressor cooling water return outlet LC143 No.1 provisions refrigeration plant condenser cooling
Open
of this manual). water inlet valve
Open No.3 main air compressor cooling water inlet valve LC141
f) Position the valves as shown in the following tables: No.1 provisions refrigeration plant condenser cooling
Open No.3 main air compressor cooling water outlet valve LC140 Open
water outlet valve
Position Description Valve Open No.2 main air compressor cooling water inlet valve LC139 No.2 provisions refrigeration plant condenser cooling
Open No.2 main air compressor cooling water outlet valve LC138 Open
No.1 auxiliary central FW cooling system expansion water inlet valve
Closed LC190 Open No.1 main air compressor cooling water inlet valve LC137
tank filling valve No.2 provisions refrigeration plant condenser cooling
Open
No.1 auxiliary central FW cooling system expansion Open No.1 main air compressor cooling water outlet valve LC136 water outlet valve
Closed LC188
tank drain valve Starboard stern tube LO cooler cooling water inlet No.1 MSBD room (port) air conditioning unit
Open LC112 Open LC059
No.1 auxiliary central FW cooling system expansion valve condenser cooling water inlet valve
Open LC187
tank balance valve


Set Key
36OC
TC
I/P
No.2 Sea Water No.4
TT TT
Elect. Elect.
Central TT TI
Pre-heater
Pre-heater
TI TT
LC108 LC106
Cooler Cooler

for Cargo
110m3/h x
PCL PS PS PCL F F
IAS IAS 150kPA
PI PI LC243 LC245
PI PI TT TI TI TT
LC104 LC053 LC052 LC102

No.2 (930m3/h x 250kPa) No.1 PS
LC103 LC101
LC178 LC271 LC272 LC268 LC267
LC202 LC LC
135 132 LC53 LC51 LC52 LC72 LC71 LC73
LC LC LC LC
LC201 115 114 113 112 No.1 No.3
LC233 LC234
Generator Generator
TT TT
Lubricating Oil
Lubricating Oil
Stern Tube
Stern Tube
To/From
Cooler (P)
Cooler (S)
TI Auxiliary
LC054 HT Air HT Air
Central Jacket
Cooler Cooler
Jacket
Conditioner
TI
(See Control Air
F F
LC244 LC246
PI LC143 TI
LC117 LC144 No.1
No.1 TT TI TI TT
S
LC142 TI
No.2
No.3
No.1 PI LC140 TI
S
LO Cooler LO Cooler
LC147 LC255 LC251 LC253 LC257
LC141 TI To/From
TI PI TI TI PI TI
Auxiliary
LC116 LC148 No.1
No.1 n
Fuel
oitcInjection
ejnI leuF
No.2
No.1 PI LC138 TI e
Nozzle
lzzoN Nozzle
LC149 Cooling
LC139 TI
Sample
To/From To/From
No.1
No.1 PI LC136 TI
2.5.3b)

Position Description Valve Position Description Valve Position Description Valve

No.1 MSBD room (port) air conditioning unit No.1 MSBD room (starboard) air conditioning unit Open No.2 vacuum pump cooler inlet valve FW332
condenser cooling water outlet valve condenser cooling water outlet valve Open No.2 vacuum pump cooler outlet valve FW333
No.2 MSBD room (port) air conditioning unit No.2 MSBD room (starboard) air conditioning unit Open Steam drains cooler cooling water inlet valve FW331
condenser cooling water inlet valve condenser cooling water inlet valve Open Steam drains cooler cooling water outlet valve FW330
No.2 MSBD room (port) air conditioning unit No.2 MSBD room (starboard) air conditioning unit
condenser cooling water outlet valve condenser cooling water outlet valve
Galley, CCR and Group B Air Con Fresh Water Cooling Booster Pump
Post purifier FO cooler (starboard) cooling water Group A air conditioning unit condenser cooling
Open LC235 Open
inlet valve water inlet valve Position Description Valve
Post purifier FO cooler (starboard) cooling water Group A air conditioning unit condenser cooling No.1 galley, CCR and group B air con fresh water
Open LC236 Open Open LC223
outlet valve water outlet valve cooling booster pump suction valve
No.1 boiler water circulating pump cooling water Group A air conditioning unit condenser cooling No.1 galley, CCR and group B air con fresh water
inlet valve water inlet valve cooling booster pump discharge valve
No.1 boiler water circulating pump cooling water Group A air conditioning unit condenser cooling No.2 galley, CCR and group B air con fresh water
outlet valve water outlet valve cooling booster pump suction valve
No.2 boiler water circulating pump cooling water No.2 galley, CCR and group B air con fresh water
inlet valve Cargo Service Fresh Water Cooling Booster Pump cooling booster pump discharge valve
No.2 boiler water circulating pump cooling water Group B air conditioning unit condenser cooling
Open LC222 Position Description Valve Open
outlet valve water inlet valve
No.3 boiler water circulating pump cooling water No.1 cargo service fresh water cooling booster Group B air conditioning unit condenser cooling
Open LC157 Open LC174 Open
inlet valve pump suction valve water outlet valve
outlet valve pump discharge valve water inlet valve
inlet valve pump suction valve water outlet valve
No.4 boiler water circulating pump cooling water No.1 cargo service fresh water cooling booster Galley air conditioning unit condenser cooling
Open LC160 Open LC177 Open LC227
outlet valve pump discharge valve water inlet valve
No.1 nitrogen generator compressor cooling water No.1 HD compressor motor fresh water cooling Galley air conditioning unit condenser cooling
Open NS005 Open FW340 Open LC228
inlet valve inlet valve water outlet valve
No.1 nitrogen generator compressor cooling water No.1 HD compressor motor fresh water cooling CCR air conditioning unit condenser cooling
outlet valve outlet valve water inlet valve
No.2 nitrogen generator compressor cooling water No.1 HD compressor LO cooler fresh water CCR air conditioning unit condenser cooling
inlet valve cooling inlet valve water outlet valve
No.2 nitrogen generator compressor cooling water No.1 HD compressor LO cooler fresh water CCR air conditioning unit condenser cooling
Open NS006 Open FW343 Closed LC232
outlet valve cooling outlet valve water outlet vent/drain valve
No.1 ECR air conditioner unit condenser cooling No.2 HD compressor motor fresh water cooling
Open LC063 Open FW344
water inlet valve inlet valve
No.1 ECR air conditioner unit condenser cooling No.2 HD compressor motor fresh water cooling
water outlet valve outlet valve
No.2 ECR air conditioning unit condenser cooling No.2 HD compressor LO cooler fresh water
water inlet valve cooling inlet valve
No.2 ECR air conditioning unit condenser cooling No.2 HD compressor LO cooler fresh water
water outlet valve cooling outlet valve
No.1 MSBD room (starboard) air conditioning unit Open No.1 vacuum pump cooler inlet valve FW334
Open LC067
condenser cooling water inlet valve Open No.1 vacuum pump cooler outlet valve FW335


Set Key
36OC
TC
I/P
No.2 Sea Water No.4
TT TT
Elect. Elect.
Central TT TI
Pre-heater
Pre-heater
TI TT
LC108 LC106
Cooler Cooler

for Cargo
110m3/h x
PCL PS PS PCL F F
IAS IAS 150kPA
PI PI LC243 LC245
PI PI TT TI TI TT
LC104 LC053 LC052 LC102

No.2 (930m3/h x 250kPa) No.1 PS
LC103 LC101
LC178 LC271 LC272 LC268 LC267
LC202 LC LC
135 132 LC53 LC51 LC52 LC72 LC71 LC73
LC LC LC LC
LC201 115 114 113 112 No.1 No.3
LC233 LC234
Generator Generator
TT TT
Lubricating Oil
Lubricating Oil
Stern Tube
Stern Tube
To/From
Cooler (P)
Cooler (S)
TI Auxiliary
LC054 HT Air HT Air
Central Jacket
Cooler Cooler
Jacket
Conditioner
TI
(See Control Air
F F
LC244 LC246
PI LC143 TI
LC117 LC144 No.1
No.1 TT TI TI TT
S
LC142 TI
No.2
No.3
No.1 PI LC140 TI
S
LO Cooler LO Cooler
LC147 LC255 LC251 LC253 LC257
LC141 TI To/From
TI PI TI TI PI TI
Auxiliary
LC116 LC148 No.1
No.1 n
Fuel
oitcInjection
ejnI leuF
No.2
No.1 PI LC138 TI e
Nozzle
lzzoN Nozzle
LC149 Cooling
LC139 TI
Sample
To/From To/From
No.1
No.1 PI LC136 TI
2.5.3b)

No.1 (Starboard) Generator Set No.3 (Port) Generator Set No.3 and 4 (Port) Generator Fuel Injector Nozzle Cooling
No.4 port diesel generator engine fuel injector nozzle
No.1 starboard diesel generator engine HT cooling No.3 port diesel generator engine HT cooling circuit Open LC268
Open LC118 Open LC133 cooling header inlet valve
circuit inlet valve inlet valve
No.1 starboard diesel generator engine HT cooling No.3 port diesel generator engine HT cooling circuit Open LC267
Open LC278 Open LC276 cooling header return valve
circuit vent valve vent valve
No.1 starboard diesel generator engine LT cooling No.3 port diesel generator engine LT cooling circuit Open LC270
Open LC244 Open LC246 cooling header inlet valve
circuit inlet valve inlet valve
No.1 starboard diesel generator engine HT/LT cooling No.3 port diesel generator engine HT/LT cooling circuit Open LC269
Open LC119 Open LC134 cooling header return valve
circuit outlet valve outlet valve
No.2 generator nozzle cooling unit cooling water inlet
No.1 starboard alternator air cooler cooling water inlet Open No.3 port alternator air cooler cooling water inlet valve LC249 Open LC265
Open LC247 valve
valve No.3 port alternator air cooler cooling water outlet
Open LC261 No.2 generator nozzle cooling unit cooling water outlet
No.1 starboard alternator air cooler cooling water valve Open LC266
Open LC259 valve
outlet valve Open No.3 port alternator LO cooler cooling water inlet valve LC253
No.1 starboard alternator LO cooler cooling water No.2 generator nozzle cooling unit circulating pump
Open LC251 No.3 port alternator LO cooler cooling water outlet Open
inlet valve Open LC257 suction valve
valve
No.1 starboard alternator LO cooler cooling water No.2 generator nozzle cooling unit circulating pump
Open LC255 Open
outlet valve discharge valve
No.4 (Port) Generator Set No.1 generator nozzle cooling unit cross-connection
Closed
supply valve
No.2 (Starboard) Generator Set Position Description Valve No.1 generator nozzle cooling unit cross-connection
Closed
No.4 port diesel generator engine HT cooling circuit return valve
Position Description Valve Open LC128
inlet valve
No.2 starboard diesel generator engine HT cooling No.4 port diesel generator engine HT cooling circuit No.1 and 2 (Starboard) Generator Fuel Injector Nozzle Cooling
circuit inlet valve vent valve
No.2 starboard diesel generator engine HT cooling Position Description Valve
Open LC277 No.4 port diesel generator engine LT cooling circuit
circuit vent valve Open LC245 No.1 starboard diesel generator engine fuel injector
inlet valve Open LC274
No.2 starboard diesel generator engine LT cooling nozzle cooling header inlet valve
Open LC243 No.4 port diesel generator engine HT/LT cooling
circuit inlet valve Open LC129 No.1 starboard diesel generator engine fuel injector
circuit outlet valve Open LC273
No.2 starboard diesel generator engine HT/LT cooling nozzle cooling header return valve
Open LC124 Open No.4 port alternator air cooler cooling water inlet valve LC250
circuit outlet valve No.2 starboard diesel generator engine fuel injector
No.4 port alternator air cooler cooling water outlet Open LC272
No.2 starboard alternator air cooler cooling water Open LC262 nozzle cooling header inlet valve
Open LC248 valve
inlet valve No.2 starboard diesel generator engine fuel injector
No.4 port alternator LO cooler cooling water inlet Open LC271
No.2 starboard alternator air cooler cooling water Open LC254 nozzle cooling header return valve
Open LC260 valve
outlet valve No.1 generator nozzle cooling unit cooling water inlet
No.4 port alternator LO cooler cooling water outlet Open LC264
No.2 starboard alternator LO cooler cooling water Open LC258 valve
Open LC252 valve
inlet valve No.2 generator nozzle cooling unit cooling water outlet
Open LC263
No.2 starboard alternator LO cooler cooling water valve
Open LC256 No.2 generator nozzle cooling unit circulating pump
outlet valve Open
suction valve
No.2 generator nozzle cooling unit circulating pump
Open
discharge valve
g) Ensure that sea water cooling is available to the auxiliary central

fresh water coolers (refer to Section 2.4.1 of this manual).

Illustration 2.5.3b Auxiliary Central Fresh Water Cooling System (ii)

25
From Fresh Water
Hydraulic Unit LC190
LAL
LC23
No.1 Auxiliary
Post Purification IGG IGG Provision MSBD Room Central Fresh Water Air Conditioning Air Conditioning
Fuel Oil Cooler Absorption Chiller Ref. Plant Air Conditioning LS Expansion Tank unit for Galley unit for CCR
(Port) Drier Unit Unit Port 1.0m3
15
From
15
Generator LC188
No.2 No.1 No.2 No.1
Engine 15
LC195 LC187 LC191
Jacket Vent 15
50
40 40
25
50 50 65 65 125 125
LC199
TI TI TI TI TI TI TI TI TI TI TI TI TI TI
LAL
PI PI 50 50 50 50 LC25
No.2 Auxiliary
Central Fresh Water
LC LC LC LC IG IG LC LC LC LC LC LC LC LC
LS Expansion Tank
237 238 165 166 056 055 061 062 059 060 227 228 229 230
1.0m3
LC193
LC
LC198 LC196 LC192 232
50 40 40
80 80
To/From 250 To Auxiliary Central Fresh Water 40
Auxiliary 65 65 Pump Suction 40 40 40 40
250
Central Fresh
Water Cooling 200 200 100
System
200 200 100
(See Illustration
2.5.3a)
No.4 LC159
100
LC LC
LC160 223 225
LC LC No.3 LC157 NS NS NS NS LC LC LC LC LC LC LC LC PI PI
235 236 003 006 005 004 065 066 063 064 069 070 067 068
TI TI TI TI TI TI TI TI
1 2
LC158 100 100 100 100
PI PI
TI TI No.2 LC221 TI TI TI TI TI TI TI TI TI TI TI TI PI PI PI PI
LC LC
40 40 40 40 50 50 40 40 50 50 50 50 150 150 150 150 224 226
LC222
LC172 IAS
No.1
No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 PI No.2 No.1
LC173
Boiler
Water
Post Purification Circulating N2 Generator ECR MSBD Room Provision PCL Group (B) Air
Pump Ref. Plant LC7.5 Conditioning Unit
Fuel Oil Cooler Compressor Air Conditioning Air Conditioning
(Starboard) Starboard -Cargo Switchboard Room
Central Fresh Water
Electrical Equipment Room
Booster Pump for Galley,
-Electrical Distribution Panel Room
CCR & Group (B) A/C Unit
32.5m3/h x 100kPA

h) At the control panel, start one auxiliary central fresh water
cooling pump, and set the second unit to standby.
i) Check the level in the expansion tanks, and replenish if

required.
j) Check the system for leaks, and ensure that all consumers are
being supplied with cooling water at the required temperature
and pressure.
k) Check the vents at all coolers, and consumers to ensure that no

air locks are present.
l) At the control panel start one galley, CCR and group B air
conditioning fresh water cooling booster pump, and set the
second unit to standby.
m) Check the system for leaks, and ensure that all consumers are
and pressure.
n) At the control panel start one cargo service fresh water cooling
booster pump, and set the second unit to standby.
o) Check the system for leaks, and ensure that all consumers are
and pressure.
p) Take a sample of cooling water for analysis, and add inhibitor

chemicals as required.
q) Check that the fresh water cooler three-way temperature control

valve is set at 36°C and that the valve is operating correctly.
r) Operate the diesel generator fuel injector nozzle cooling unit

and the jacket water preheating system as required. Refer to
Section 2.12.1 for details of the generator systems.

Illustration 2.5.4a Cargo Machinery Fresh Water Cooling System Screen Shot

2.5.4 Cargo Machinery Fresh Water Cooling in Section 2.4.2 of this manual. The fresh water and sea water sides of the c) Ensure all pressure gauge and instrumentation root valves are
System coolers are provided with inlet and outlet manual isolating valves. open, and all vent valves closed.
The temperature of the fresh water cooling system is controlled by a three- d) Position the valves as shown in the following table:
Cargo Auxiliary Cooling Fresh Water Pump way thermostatically modulated valve which regulates the flow of water to the
Manufacturer: Teikoku coolers. Position Description Valve
Type: Vertical, centrifugal Open Fresh water expansion tank outlet valve FW239
The fresh water pumps are vertical, centrifugal units, which take suction
Model: 350VCD-B2M Closed Fresh water expansion tank drain valve FW240
through a manual isolating valve and discharges through a swing check valve
No. of sets: 2 and manual isolating valve. FW404
Closed Fresh water expansion tank filling valves
Capacity: 790m²/h at 40MTH FW253
Motor rating: 132kW, 1,750 rpm The VFD heat exchangers cool glycol circulated from variable frequency drive Fresh water expansion tank chemical dosing inlet
Closed FW355
coolant cabinets. An in-line strainer is provided at the cooling water inlet to valve
each heat exchanger. Open No.1 auxiliary cooling fresh water pump suction FW238
Cargo Auxiliary Cooling Fresh Water Cooler valve
The 2.0m³ fresh water expansion tank is located on D deck, and is fitted with
Manufacturer: DHP Engineering Open No.1 auxiliary cooling fresh water pump discharge FW236
a local level gauge. The tank is filled from the domestic fresh water system,
and is provided with a connection, fitted with a blind flange, for the dosing of
Type: Plate corrosion inhibitor chemicals into the fresh water system. An overflow pipe is Open No.2 auxiliary cooling fresh water pump suction FW237
fitted to the tank, and arranged to drain to a scupper. The tank is connected to valve
Model: DX-36MH-201
the fresh water cooling circuit at the suction side of the pumps via a rundown Open No.2 auxiliary cooling fresh water pump discharge FW235
Capacity: 348.25m²
valve. valve
Open No.1 auxiliary cooler fresh water inlet valve FW241
Introduction The cooling water should be sampled and analysed at regular intervals Open No.1 auxiliary cooler fresh water outlet valve FW242
according to company procedures, and any chemical treatment required added Closed No.2 auxiliary cooler fresh water inlet valve FW243
The cargo and reliquefaction plant is cooled by two independent fresh water to the header tank.
Closed No.2 auxiliary cooler fresh water outlet valve FW244
systems. Operational Auxiliary cooling three-way control valve FW348
WARNING
1. The auxiliary central fresh water system supplies cooling water No.1 VFD heat exchanger fresh water cooling inlet
to Nos.1 and 2 HD compressors, Nos.1 and 2 vacuum pumps, Care must be taken when handling chemicals to avoid direct skin, eye or Open FW010
valve
and the steam drains cooler from the cargo service booster clothing contact. Appropriate personal protective equipment should be
worn at all times when handling the chemicals. In the event of accidental No.1 VFD heat exchanger fresh water cooling outlet
pumps as detailed earlier in Section 2.5.3. Open FW013
contact, seek medical attention immediately. valve
Open No.1 VFD coolant cabinet glycol inlet valve FW016
2. The cargo auxiliary cooling fresh water cooling system, which To prevent airlocks a deaerator (FW223) is fitted to the highest point of the Open No.1 VFD coolant cabinet glycol outlet valve FW014
comprises two duty/standby fresh water circulating pumps, two system, in the electric motor room. No.2 VFD heat exchanger fresh water cooling inlet
duty/standby fresh water coolers, two duty/standby VFD heat Closed FW011
valve
exchangers, a thermostatically controlled three-way valve and
an expansion tank. Preparation for the Operation of the Reliquefaction Plant No.2 VFD heat exchanger fresh water cooling outlet
Closed FW015
Cooling Fresh Water System valve
The cargo auxiliary cooling fresh water cooling system provides fresh water Closed No.2 VFD coolant cabinet glycol inlet valve FW018
for cooling to the following equipment: The following description assumes that No.1 reliquefaction plant fresh water Closed No.2 VFD coolant cabinet glycol outlet valve FW015
• Nos.1 and 2 boil-off gas (BOG) compressors cooler will be in service. Booster compressor motor fresh water cooling inlet
Open FW266
valve
• Nos.1 and 2 nitrogen (N2) compressors and expanders a) Ensure that the expansion tank drain valve is closed and the tank Booster compressor motor fresh water cooling outlet
• Nos.1 and 2 variable frequency drive (VFD) coolant cabinets is filled to its normal working level. Top-up the tank if required Open FW267
valve
from the fresh water service system.
• Booster compressor No.1 nitrogen compressor motor fresh water cooling
Open FW258
inlet valve
b) Ensure that the cooling fresh water system is fully charged with
The cargo auxiliary cooling fresh water coolers are plate type units cooled by water, and that all air is vented from the system. No.1 nitrogen compressor motor fresh water cooling
Open FW259
sea water, by two dedicated duty/standby sea water pumps, as detailed earlier outlet valve

Illustration 2.5.4b Cargo Auxiliary Fresh Water Cooling System
Chemical
Dosing Inlet
Electric Motor Room Cargo Compressor Room
Fresh Water
Filling FW355
FW253
Set at 7bar
N2 Cooler
Fresh Water Key FW333
Expansion Tank
Sea Water
(2.0m3)
No.2 FW332
Fresh Water FW356 FW216
FW240 Vacuum Pump
FW239 Bilge
FW391
FW215
Engine Room FW335 No.2 BOG Compressor Unit No.2 N2 Compander

No.2
No.1 FW334
FW249 FW244 Vacuum Pump
Set at 7bar
N2 Cooler
FW252 FW243 FW344

From IGG
Scrubber Pump Auxiliary Cooling FW351 FW213
Fresh Water Coolers FW345
No.1 No.2 H/D FW352

Compressor FW214
FW245 FW242 No.1 BOG Compressor Unit No.1 N2 Compander

FW246 FW346
FW347
FW220 FW248 FW241
No.1
FW238 FW254 FW236 FW340
Auxiliary Fresh Water Cooling

FW202 FW201 FW341 Steam Drain Cooler
Pumps for Reliquefaction Plant
No.1 H/D FW266
No.2
Compressor
No.2 No.1 A
FW237 FW255 FW235 FW267
FW342 FW FW
FW 331 330 No.1/2 N2 Booster Compressor Unit
348
FW343
FW203 FW204
No.1 VFD Heat

Auxiliary Cooling FW013 Exchanger FW010
Sea Water Pumps for
Reliquefaction Plant No.2 VFD Heat
FW014 Exchanger FW011
From Main Sea From / To Engine

Water Cross Over Line Room Auxiliary Central
Cooling Water System
(From Illustration 2.5.3a)


No.1 nitrogen compressor LO cooler fresh water Auxiliary cooling sea water pump IGG scrubber
Open FW262 Closed FW246
cooling inlet valve supply valve
No.1 nitrogen compressor LO cooler fresh water Open No.1 cargo auxiliary cooler sea water inlet valve FW245
Open FW263
cooling outlet valve Open No.1 cargo auxiliary cooler sea water outlet valve FW248
No.1 nitrogen compressor nitrogen cooler fresh water Closed No.2 cargo auxiliary cooler sea water inlet valve FW249
Open FW213
cooling inlet valve Closed No.2 cargo auxiliary cooler sea water outlet valve FW252
No.1 nitrogen compressor nitrogen cooler fresh water Auxiliary cooling sea water overboard discharge
Open FW214 Open FW220
cooling outlet valve valve
No.2 nitrogen compressor motor fresh water cooling
Open FW260
inlet valve e) At the cargo switchboard control panel, turn the Local/Remote
No.2 nitrogen compressor motor fresh water cooling switch to the REMOTE position to allow control from the
Open FW261
outlet valve ECR.
No.2 nitrogen compressor LO cooler fresh water
Open FW264 f) Select one of the cargo auxiliary fresh water cooling pumps for
cooling inlet valve
No.2 nitrogen compressor LO cooler fresh water duty operation.
Open FW265
cooling outlet valve
No.2 nitrogen compressor nitrogen cooler fresh water g) Select one of the cargo auxiliary sea water cooling pumps for
Open FW216 duty operation.
cooling inlet valve
No.2 nitrogen compressor nitrogen cooler fresh water
Open FW215 h) Ensure that both fresh water and sea water are circulating.
cooling outlet valve
No.1 BOG compressor motor fresh water cooling i) Check that the fresh water cooler three-way temperature control
Open FW354
inlet valve valve is set at 24°C and that the valve is operating correctly.
No.1 BOG compressor motor fresh water cooling
Open FW353
outlet valve j) Check the water level in the expansion tank, and replenish if
No.1 BOG compressor LO cooler fresh water cooling required. Vent individual coolers as necessary.
Open FW351
inlet valve
No.1 BOG compressor LO cooler fresh water cooling k) Take a sample of cooling water for analysis, and add inhibitor
Open FW352 chemicals as required.
outlet valve
Open FW358 l) Ensure that all consumers are being supplied with cooling fresh
inlet valve
water at the correct temperature and pressure.
Open FW357
outlet valve
m) Check the system leaks when at the correct operating
No.2 BOG compressor LO cooler fresh water cooling temperature.
Open FW356
inlet valve
No.2 BOG compressor LO cooler fresh water cooling
Open FW391
outlet valve
No.1 cargo auxiliary cooling sea water pump suction
Open FW204
valve
No.1 cargo auxiliary cooling sea water pump
Open FW201
discharge valve
No.2 cargo auxiliary cooling sea water pump suction
Open FW203
valve
No.2 cargo auxiliary cooling sea water pump
Open FW202
discharge valve

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
nk
10,000 er 10,000 10,000
Fu
el
Oi
l
5,000 5,000 5,000
2,000 2,000 2,000

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

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

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

2.6 Fuel Oil and Diesel Oil Service Systems Introduction a pressure switch, which will initiate a start signal to the standby pump on a
low pressure in the system. The flow meter provides a digital display to the ship
2.6.1 Main Engine Fuel Oil Service System The main engine heavy fuel oil service (HFO) system is divided into two performance monitoring system.
identical sub-systems for the port and starboard main engines. In normal
operation the two sub-systems operate independently. The fuel oil service sub- From the flow meter fuel flows to the FO circulating pump suction header.
Fuel Oil Supply Pump The two duty/standby FO circulating pumps are provided with internal relief
system comprises:
Manufacturer: IMO AB valves, set to operate at 1,200kPa to protect the pumps against over-pressure.
• FO supply pumps x 2
• Flow meter The circulating pumps supply the main engine fuel rail via duty/standby
Model: ACE 032N3 NTBP
• FO circulating pumps x 2 heaters, FO filter and viscosity controller. The circulating pump discharge
Type: Horizontal shaft, screw header is fitted with a pressure switch, which will initiate a start signal to the
Capacity: 5.7m³/h at 520kPa • Heaters x 2 standby pump on a low pressure.
Motor rating: 2.5kW at 3500 rev/min • Auto backflush filter
The duty/standby heaters are supplied with steam from the steam service
• Bypass filter system and are provided with drain and vent valves, and a relief valve set
Fuel Oil Circulating Pump • Viscosity controller to operate at 1,580kPA, all of which drain to the FO drain tank. Generally
HFO has a viscosity of up to 700cSt at 50°C, which is too high for effective
Manufacturer: IMO AB • Return pipe atomisation and combustion. A viscosity of between 13 and 17cSt is needed at
No. of sets: 4 (2 on each engine) the fuel injectors for effective ignition and combustion. The HFO is heated in
Model: ACE 038N3 NTBP For details of the HFO storage and transfer system refer to Section 2.7 of this the fuel heater to achieve the required viscosity
manual.
Type: Horizontal shaft, screw
Capacity: 8.9m³/h at 11,200kPa The temperature to which the HFO is heated depends upon the initial viscosity
In normal operation the port main engine is supplied from the port HFO service of the fuel. A viscosity-temperature chart is provided so that the heating
Motor rating: 2.3kW at 3500 rev/min tank, and the starboard main engine supplied from the starboard HFO service temperature can be determined for any fuel of known viscosity. The viscosity
tank. A crossover with normally closed isolating valve (OM005) allows either controller monitors viscosity directly and adjusts the heating automatically by
tank to supply both main engines if required. The main engines may also controlling the steam supply to the heaters.
Fuel Oil Heater operate using marine gas oil (MGO) where required, used to flush the system
Manufacturer: DongWha Entec of HFO when the plant is to be shut down for an extended period. The port The main fuel filter is rated at 50μ and operates automatically under the control
and starboard MGO service tanks are connected to the port and starboard main of a differential pressure switch, which initiates a backflush at a pre-determined
engine HFO systems respectively. pressure.. Backflush oil flows to the FO drain tank. A 50μ filter fitted on a
Type: Shell & tube
bypass to the main filter is used when the main FO filter is unavailable.
Surface area: 11.19m2 The manually operated HFO and MGO supply valves to each system are
provided with position switches, that indicate to the ECC and IAS which fuel The FO return pipe receives fuel oil from the main engine fuel oil return line.
system is available to the main engine. The FO return pipe degasses the returned fuel, and any air is vented off to the
Fuel Oil Filter
HFO overflow tank. A pressure relief system is also fitted to the FO return pipe,
Manufacturer: Boll & Kirch The following description refers to one main engine system only, but as the which is set at 500kPa, and relieves back to the FO service tanks. The outlet
No. of sets: 2 (1 on each engine) systems are identical the text is relevant to both. line from the FO return pipe joins the FO supply pump discharge line.
Rating: 50µm Outlet valves from the HFO and MGO service tanks are of the remote quick- The main FO flow meter, heaters, viscosity controller and FO return pipe are
Model: 6.60.1 DN50 closing type with a collapsible bridge, which can be operated from the fire all provided with bypass lines.
Type: Automatic backflush station. After being tripped the valves must be reset locally. The tanks are fitted
Capacity: 8.9m²/h with self-closing test cocks, used to test for and drain any water present. The The high pressure fuel oil lines on the main engine are sheathed, with any
HFO tank is provided with steam heating coils. leakage into the annular spaces led to the FO drain tank. The drain tank is fitted
with a high level alarm, which provides warning of a leaking fuel injection
Viscosity Controller The duty/standby FO supply pumps take suction via manual isolating valves pipe. The leakage tank overflows to the FO drain tank, and is provided with
and 32 mesh suction strainers, and discharge through a check valve, and steam heating coils to ensure that any fuel in the tank is kept fluid. Refer to
Manufacturer: Vaf
isolating valve to the main engine FO flow meter. A return from the discharge Section 2.1 of this manual for full details of the main engine fuel system.
No. of sets: 2 (1 on each engine) to the suction side of the pumps is fitted with a pressure control valve, which
Model: 0379-0148 operates to maintain the system pressure at 450kPa. The FO supply pumps The fuel oil pipework is trace heated by small bore steam pipes laid adjacent
Capacity: 17-25W are provided with internal relief valves, set to operate at 600kPa to protect the to the fuel oil pipe and encased in common lagging.
pumps against over-pressure. The supply pump discharge header is fitted with

Illustration 2.6.1b Starboard Main Engine Fuel Oil Service System
65 65 65
OM460 OM461

Key OM452 P P
Starboard Starboard
(Normally Closed)
32 (40.3m3) OM552 (103.1m3) OM052
Marine Diesel Oil

Drain OM551 OM051
Electrical Signal
OM459
OM453
Set at
PI
500kPa
ZLH
OM456 OM457 OM458 OM11.2
25 PI
Set at
To ECC and IAS
Return Pipe FC OM153 Set at 600kPa OM062
OM063
To Starboard Fuel 80 OM104
PI CP
Starboard Main Engine 50 OM1.5 OM12.2
OM157
B&W 7S70ME-C 65 ZS
Set at 600kPa
50 PI CP 65
OM156 OM155 OM110

OM31 No.1
Main Engine Fuel Oil Supply Pumps
PT LS TT TI
(5.4m3/h x 400kPa)
80
OM43
To Fuel Oil Heater
TI
80 VIAHL TIC
OM14 OM51
PI
No.2 TI
Set at 1200kPa
VT VI 80 80
Main Engine PI PI
40 40 PCL
DPAH OM253
OM15
Fuel Oil Heaters
Main Engine PI DPS
80 PI PI
OM351
OM131
TT OM251 No.1 OM158
PI
40 No.1
80 (8.7m3 / h x 600kPa)
OM133 S
OM056
TI
OM057
50
To / From Port
40
Oil Supply Pump

WARNING Position Description Valve Position Description Valve

Care must always be exercised when dealing with fuel oil. Leakage and Open Pressure control valve OM013 inlet valve OM103 Starboard HFO service tank main engine FO
Open OM461
overheating of HFO and MDO in the service tanks and the fuel system Operational Pressure control valve OM013 system return valve
must be avoided. Open Pressure control valve OM013 outlet valve OM012 Open Starboard main engine HFO isolating valve OM110
Open Port main engine flow meter inlet valve OM105 HFO service tank main engine service cross-
Closed OM005
Preparation for the Operation of the Fuel Oil Service System Open Port main engine flow meter outlet valve OM106 connection valve
Closed Port main engine flow meter bypass valve OM107 Starboard MGO service tank main engine quick-
Closed OM552
The following procedure assumes that the main engine is to be started from closing high level outlet valve
Open No.1 circulating pump suction valve OM108
cold with the fuel system charged with MGO. HFO will be circulated and Starboard MGO service tank main engine quick-
Open No.1 circulating pump discharge valve OM201 Closed OM551
heated until the temperature has been raised to operating levels. closing low level outlet valve
Open No.2 circulating pump suction valve OM109 Starboard MGO service tank main engine FO
a) Ensure that the HFO separator system is available, (refer to Open No.2 circulating pump discharge valve OM202 Closed OM460
system return valve
Section 2.7.2 of this manual). Open No.1 HFO heater inlet valve OM204 Starboard MGO service tank main engine isolating
Closed OM104
Open No.1 HFO heater outlet valve OM301 valve
b) Ensure the FO supply pump filters are clean.
Closed No.2 HFO heater inlet valve OM203 Open No.1 FO supply pump suction valve OM058
c) Ensure that the HFO service tank is heated to the required Closed No.2 HFO heater outlet valve OM302 Open No.1 FO supply pump discharge valve OM151
operating temperature, and that steam is available for the FO Closed HFO heater bypass valve OM303 Open No.2 FO supply pump suction valve OM059
heaters and trace heating. Set Auto backflush FO filter three-way inlet valve Open No.2 FO supply pump discharge valve OM152
Set Auto backflush FO filter three-way outlet valve Open Pressure control valve OM063 inlet valve OM153
d) Ensure that all instrumentation root valves are open, and that all
Closed FO system test/drain valve OM006 Operational Pressure control valve OM063
instruments and gauges are reading correctly.
Closed FO system self-closing test/drain valve OM007 Open Pressure control valve OM063 outlet valve OM062
e) Position the valves as shown in the following tables: Open Viscosity controller inlet valve OM305 Open Starboard main engine flow meter inlet valve OM155
Open Viscosity controller outlet valve OM306 Open Starboard main engine flow meter outlet valve OM156
Port Main Engine Closed Viscosity controller bypass valve OM304 Closed Starboard main engine flow meter bypass valve OM157
Open Port main engine fuel rail inlet valve OM307 Open No.1 circulating pump suction valve OM158
Open Port main engine return fuel rail outlet valve OM401 Open No.1 circulating pump discharge valve OM251
Port HFO service tank main engine quick-closing
Open OM002 Open FO return pipe inlet valve OM403 Open No.2 circulating pump suction valve OM159
high level outlet valve
Operational FO return pipe vent valve OM405 Open No.2 circulating pump discharge valve OM252
Port HFO service tank main engine quick-closing
Closed OM001 Closed FO return pipe bypass valve OM402 Open No.1 HFO heater inlet valve OM254
low level outlet valve
Port HFO service tank main engine FO system Open FO return pressure control valve OM407 inlet valve OM406 Open No.1 HFO heater outlet valve OM351
Open OM411 Operational FO return pressure control valve OM407 Closed No.2 HFO heater inlet valve OM253
return valve
Open Port main engine HFO isolating valve OM003 FO return pressure control valve OM407 outlet Closed No.2 HFO heater outlet valve OM352
Open OM408
Port MGO service tank main engine quick-closing valve Closed HFO heater bypass valve OM353
Closed OM502 FO return pressure control valve OM407 bypass
high level outlet valve Closed OM409 Set Auto backflush FO filter three-way inlet valve
Port MGO service tank main engine quick-closing valve Set Auto backflush FO filter three-way outlet valve
Closed OM501
low level outlet valve Closed FO system test/drain valve OM056
Port MGO service tank main engine FO system Starboard Main Engine Closed FO system self-closing test/drain valve OM057
Closed OM410
return valve
Position Description Valve Open Viscosity controller inlet valve OM131
Closed Port MGO service tank main engine isolating valve OM004
Starboard HFO service tank main engine quick- Open Viscosity controller outlet valve OM132
Open No.1 FO supply pump suction valve OM008 Open OM052
closing high level outlet valve Closed Viscosity controller bypass valve OM133
Open No.1 FO supply pump discharge valve OM101 Starboard HFO service tank main engine quick- Open Starboard main engine fuel rail inlet valve OM357
Open No.2 FO supply pump suction valve OM009 Closed OM051
closing low level outlet valve Open Starboard main engine return fuel rail outlet valve OM451
Open No.2 FO supply pump discharge valve OM102
Open FO return pipe inlet valve OM453

Illustration 2.6.1c Starboard Main Engine Fuel Oil Service System Screen Shot

Position Description Valve a) Ensure that the contents of the MGO service tank are at a i) Close the HFO service tank fuel oil return valve (OM461 port
minimum temperature of 50°C. HFO service tank; OM411 starboard HFO service tank).
Operational FO return pipe vent valve OM454
Closed FO return pipe bypass valve OM452 b) Operate the self-closing test cock to check for, and drain off any The main engine is now operating on MGO and the FO heater and viscosity
FO return pressure control valve OM457 inlet water present in the MGO. controller may be by passed if required.
Open OM456
valve
Operational FO return pressure control valve OM457 c) Reduce the engine load to 75% of MCR. The procedure to change from HFO to MGO with the main engine stopped is
FO return pressure control valve OM457 outlet the same as described above, except that step b) is omitted.
Open OM458 d) Close the steam supply to the FO heater and steam tracing to the
valve
fuel oil supply lines.
Closed
FO return pressure control valve OM457 bypass
OM459 Procedure to Change Over from MGO to HFO During
valve Running
The change over to MGO should take place when the temperature of the HFO
f) Start No.1 FO supply pump, and ensure that the discharge in the main engine heater has dropped to about 25°C above the temperature in
the MGO service tank. To protect the main engine injection equipment against rapid temperature
pressure stabilises. changes which can cause sticking and scuffing of the fuel valves, fuel pump
The temperature of the HFO in the fuel oil heater should not be allowed to fall plungers and valves, the change over is carried out manually as follows:
g) Starting No.1 FO circulating pump, and ensure that the discharge
below 75°C.
pressure stabilises.
Note: It is advisable that one engine is changed over from MDO to HFO
e) Open the MGO service tank high level quick-closing outlet and allowed to stabilise, with all operating parameters normal before the
h) Check the fuel oil system for leaks.
valve and the MGO line valve to main engine, (OM552 and procedure is repeated on the second engine.
OM104 for the starboard main engine; OM502 and OM004 for
i) Select No.2 FO supply pump to automatic standby.
the port main engine). a) Ensure that HFO in the service tank is at the normal operating
temperature.
j) Select No.2 FO circulating pump to automatic standby.
f) Close the main engine HFO supply valve (OM003 for the port
engine; OM110 for the starboard engine). b) Operate the service tank self-closing test cocks to check for and
k) Ensure that the viscosity controller is in manual control.
drain off any water or sludge present in the HFO.
g) Close the HFO service tank high level quick-closing outlet
l) Open the steam to the trace heating and No.1 FO heater.
valve, (OM002 on the port service tank and OM052 on the c) Reduce the engine load to 75% of normal.
starboard service tank).
WARNING d) Put the viscosity controller in to manual control.
Trace heating must not be applied to sections of pipeline isolated by any WARNING
closed valves as damage and leakage could occur due to the overheating e) Open No.1 FO heater steam inlet and condensate drain valves,
If, after the change over the temperature at the heater suddenly drops,
and expansion of the contents. and raise the temperature of the MGO to a maximum of between
the transition must be moderated by supplying a little steam to the
heater. A close watch should be kept on the temperature as overheating 60 and 80°C.
m) Allow HFO to circulate through the main engine fuel pump and must be avoided to prevent the MGO gassing in the pipework.
injection system until the temperature has stabilised at a level CAUTION
suitable for engine operation. To maintain the lubricating qualities of the MGO, and minimise the
CAUTION
risk of plunger scuffing, the preheating should be regulated to give a
n) Select auto control for the viscosity controller. It must be ensured that all HFO is displaced from the system by MGO.
temperature rise of no more than 2°C per minute.
A limited amount of dilution of the HFO tank by circulating MGO will
The main engine is available for starting as required. occur, which will not be significant.
Note: The diesel oil viscosity should not drop below 2cSt, as this might cause
The duty engineer should monitor the entire changeover process to fuel pump and fuel valve scuffing, with the risk of sticking.
Procedure to Change Over from HFO to MGO During ensure that an excessive volume of MGO is not transferred to the HFO
Running service tank. f) Open the HFO service tank high level, quick-closing outlet
valve to the main engine, (OM002 for the port main engine;
The following procedure is designed to protect the fuel oil injection equipment h) After a period to allow all the HFO to be flushed from the OM052 for the starboard main engine).
against rapid temperature changes which may cause scuffing and possible system by MGO, open the MGO service tank fuel oil return
sticking of the fuel pump plungers, pump valves and fuel injectors. valve (OM410 port MGO service tank; OM460 starboard MGO g) Open the main engine HFO supply valve (OM003 for the port
service tank). engine; OM110 for the starboard engine).

Illustration 2.6.1d Port Main Engine Fuel Oil Service System
65 65 65
OM410 OM411

Key OM402 P P
Port Port
(Normally Closed)
32 (40.3m3) OM502 (103.6m3) OM002
Marine Diesel Oil

Drain OM501 OM001
Electrical Signal
OM409
OM403
Set at
PI
500kPa
ZLH
OM406 OM407 OM408 OM21.2
25 PI Set at
To ECC and IAS
Return Pipe FC OM103 OM012
Set at 600kPa OM013
To Port Fuel 80 OM004
PI CP
Port Main Engine 50 OM5.5 OM22.2
OM107
B&W 7S70ME-C 65 ZS
Set at 600kPa
50 PI CP 65
OM106 OM105 OM003

OM41 OM44 No.1
Main Engine Fuel Oil Supply Pumps OM005
PT LS TT TI
(5.4m3/h x 400kPa) (Normally
Closed)
80
OM43
To Fuel Oil Heater
TI
80
VIAHL TIC
OM24 OM52
PI
No.2 TI
Set at 1200kPa
VT VI 80 80
Main Engine PI PI
40 40 PCL
DPAH OM203
OM25
Fuel Oil Heaters
Main Engine PI DPS
80 PI PI
OM301
OM305
TT OM201 No.1 OM108
PI
40 No.1
80 (8.7m3/h x 600kPa)
OM304 S
OM006
TI
OM007
50
To / From Starboard
40
Oil Supply Pump

h) Close the MGO service tank high level quick-closing outlet Illustration 2.6.1e Port Main Engine Fuel Oil Service System Screen Shot
valve and the MGO line valve to main engine, (OM502 and
OM004 for the port main engine; OM552 and OM104 for the
starboard main engine).
i) Open the HFO service tank fuel oil return valve (OM411 port
HFO service tank; OM461 starboard HFO service tank).
j) Close the MGO service tank fuel oil return valve (OM410 port
MGO service tank; OM460 starboard MGO service tank).
k) Slowly increase the temperature of the fuel to approximately

80°C using the viscosity regulator, and apply trace heating to
the fuel lines.
l) When the set point has been reached on the viscosity controller,
change over to AUTOMATIC control.
The main engine is now operating on HFO.

Illustration 2.6.2b Generator Engine Fuel Oil Service Systsem Screen Shot

2.6.2 generator Engine Fuel Oil Service System Fuel Oil Heater • FO circulating pumps x 2
Manufacturer: DongWha Entec • Heaters x 2
Fuel Oil Supply Pump No. of sets: 2 • Auto backflush filter
Manufacturer: IMO AB Type: Shell and Tube
• Bypass filter
No. of sets: 2 Surface area: 13.34m2
• Viscosity controller
Model: ACG 045K7 NTBP
Type: Horizontal shaft, screw The duty/standby FO supply pumps take suction via manual isolating valves,
Fuel Oil Filter
Capacity: 6.2m³/h at 500kPa and 32-mesh suction strainers, and discharge through a check valve, and
Manufacturer: Boll & Kirch isolating valve to the generator engine FO flow meter. A return line from the
Motor rating: 1.8kW
No. of sets: 1 discharge to the suction side of the pumps is fitted with a pressure control
Speed: 1700 rev/min
Type: Automatic backflush valve, which operates to maintain the system pressure at 450kPa. The FO
Model: 6.61.1 DN100 supply pumps are provided with internal relief valves, set to operate at 600kPa
Fuel Oil Circulating Pump to protect the pumps against over-pressure. The supply pump discharge header
Capacity: 15.7m²/h
Manufacturer: IMO AB is fitted with a pressure switch, which will initiate a start signal to the standby
Rating: 25 micron pump on a low pressure in the system. The flow meter provides a digital
No. of sets: 2
display to the ship performance monitoring system.
Model: ACG 045N7 NTBP
Type: Horizontal shaft, screw Viscosity Controller From the flow meter fuel flows to the FO circulating pump suction header via
Capacity: 15.7m³/h at 850kPa Manufacturer: Vaf a FO return pipe.
Motor rating: 8.6kW No. of sets: 1
The two duty/standby FO circulating pumps are provided with internal relief
Speed: 3400 rev/min Model: 0379-0148
valves, set to operate at 950kPa to protect the pumps against over-pressure,
The circulating pumps supply the generator engine fuel rails via duty/standby
Diesel Oil Service Pump Introduction heaters, FO filter, viscosity controller, and individual solenoid operated three-
Manufacturer: IMO AB way HFO/MGO changeover valves. The circulating pump discharge header is
fitted with a pressure switch, which will initiate a start signal to the standby
No. of sets: 1 In normal operation the four diesel generator sets operate on HFO supplied
pump on a pressure drop.
Model: ACG 045K7 NTBP from the port and starboard HFO service tanks. Where an individual generator
is to be shut down for maintenance, or all generators shut down for an extended
Type: Horizontal shaft, screw From the three-way HFO/MGO changeover valves fuel oil is routed via a
period, they can be run on diesel oil from the port and starboard MGO service
Capacity: 12.2m³/h at 730kPa remotely operated shut-off valve, located in a safe area of the engine room
tanks, independently of the HFO fuel system. This ensures that the generator
outside of the diesel generator room.
Motor rating: 2.9kW fuel system can be flushed of HFO by MGO to ensure easy starting performance
Speed: 3500 rev/min from cold. The HFO fuel system may be supplied from the MGO service tanks
To achieve the correct viscosity for correct ignition and combustion the HFO
via a manual isolating valve.
is heated in the fuel heater to achieve the required viscosity. The duty/standby
Emergency Diesel Oil Pump heaters are supplied with steam from the steam service system, and are provided
Outlet valves from the HFO and MGO service tanks are of the remote quick- with drain and vent valves, and a relief valve set to operate at 1,780kPA, all of
Manufacturer: IMO closing type with a collapsible bridge, which can be operated from the fire which drain to the FO drain tank. The viscosity controller monitors viscosity
No. of sets: 1 station. After being tripped the valves must be reset locally. The tanks are fitted directly, and adjusts the heating automatically by controlling the steam supply
Type: Horizontal screw, air motor-driven with self-closing test cocks, used to test for and drain any water present. The to the heaters.
HFO tanks are provided with steam heating coils.
Model: ACE 025N3 NVBP
The backflush fuel filter is rated at 25μ, and operates automatically under the
Capacity: 0.8m³/h at 600kPa control of a differential pressure switch, which initiates a backflush at a pre-
Diesel Generator HFO System
determined differential pressure . Backflush oil flows to the FO drain tank. A
The generator engine HFO service system comprises the following 25μ filter fitted on a bypass to the main filter is used when the main FO filter
equipment: is unavailable.
• FO supply pumps x 2
The fuel pressure in the system at the inlet to the generator engine fuel rails is
• Flow meter regulated by a pressure control valve, OE144, set to operate at 700kPa, which
• Return pipe vents to the fuel return line to the FO return pipe.

Illustration 2.6.2a Generator Engine Fuel Oil Service System

To Marine Gas Oil Tank
No.4 Generator Engine 40 for Emergency Diesel Generator
(Port) 50
IL ZS 40
TI PI PI Set at OE319 OE320 OE152 OE151
P
OE303
25 OE
700kPa
314
OE116 OE115 Set at
P P P P
PT IL ZS 450kPa OE315 OE317 OE318 Marine Gas Marine Gas Heavy Fuel Heavy Fuel
OE114
25 OE
LAH OE117 Oil Service Oil Service Oil Service Oil Service
F03
DPS 313 OE316 OE203 OE201 OE003 OE004
PIAL Tank Port Tank Tank Port Tank
OE Generator Engine Emergency
LS IL ZS (40.3m3) Starboard (103.6m3) Starboard
DPAH 312 Diesel Oil Pump (0.8m3/h x 600kPa) P P P P
OE (40.3m3) OE OE (103.6m3) OE
25 50
OE118 204 202 002 001
PI CP
OE119 PI
15 IL ZS
25
OE304
OE301 65
80 65 OE
40
311 S
40 Set at 700kPa Service Air
No.3 Generator Engine
PI CP OE009
(Port)
IL ZS
TI PI P 25 65 65 OE150 OE149
OE305 OE302 OE205 IL
Generator Engine Diesel (Normally
OE122 OE121 Set at Closed)
65
Oil Service Pump PI
450kPa
PT IL ZS 50 ZS 65
25 OE112 OE113 (12.0m3/h x 600kPa)
LAH OE120 OE148
DPS OE123 (Normally (Normally
PIAL F03
Open) Open) OE013 Set at 600kPa OE014 OE015 Set at
LS
DPAH
IL ZS OE006 500kPa
PI CP
PCL 25
25 25
OE124 OE1.5
OE125 65
OE020 TI PS OE012 No.2 OE008
15 IL ZS
25
To Fuel Oil OE306 Set at 600kPa
Drain Tank 65 PI CP
OE019 TT OE018 OE005
40 50 65 65 80
No.2 Generator Engine FC PI
(Starboard) OE011 No.1 OE007
OE021
IL ZS To Digital Display Unit of Ship OE146 OE147
Generator Engine Fuel Oil Supply Pumps
TI PI VI VIC Performance Monitoring System
P
OE307
25 80 (5.9m3/h x 400kPa)
65
OE128 OE127 XA
PT IL ZS TI 25
25
LAH OE126 Generator Engine
DPS OE129 VIAHL VT OE105
PIAL F03 OE024 Fuel Oil Filter
LS IL ZS To Port Fuel
DPAH DPAH Generator Engine
OE025 Oil Overflow
25 PI Fuel Oil Heaters
OE130 Set at 950kPa Tank 50
OE110 PI DPS 80 TI
OE131 Generator Engines PI PI 80
IL ZS PCL
15 25 Fuel Oil Viscosity No.2 OE3.5
OE308 Controller
OE109 OE104
PS OE101 No.2 OE023
No.1 Generator Engine Set at 950kPa

80 80
(Starboard) OE111 S OE108 PI PI
IL ZS 80 OE107
Key
TI PI TI
P 25
OE309 TI PI Set at OE102 No.1 OE024
700kPa Marine Diesel Oil
OE134 OE133 Generator Engine Fuel Oil
PT IL ZS Generator Engine 40 PI
25 Circulation Pumps Heavy Fuel Oil /
LAH OE132 OE143 OE144 Fuel Oil Bypass Filter
DPS OE135 (12.1m3/h x 400kPa) Drain
PIAL F03
OM142 OM145 No.1 TI
LS IL ZS
DPAH Air
50
25
OE136
OE106 Electrical Signal
OE137 40 To Fuel Oil To Fuel Oil
IL ZS Drain Tank 40 Drain Tank
15 25
To Fuel Oil OE310
Drain Tank 50

Two diesel oil pumps are provided for this purpose. The DO service pump is Procedure for the Preparation for Operation of the Diesel
electrically-driven, and the emergency DO pump is air driven by an air motor. Generator Fuel Oil Service System
The electrically-driven pump is supplied from the emergency switchboard, and
is provided with a 32-mesh suction filter. The emergency DO pump has a 100- The following procedure assumes that electrical power is available from the
mesh suction filter. emergency switchboard allowing No.4 generator to be started using the DO
service pump.
The emergency DO pump provides an MGO supply to the generator engines
when starting from lay-up, or in the event of a failure of the emergency generator. a) Ensure that the DO service pump and emergency DO pump
The pump may also be used for flushing the generator HFO system. suction filters are clean.
The DO pumps supply the generator engines via inlet isolating valves, and the b) Ensure the FO supply pump filters are clean.
three-way changeover valves described earlier.
c) Ensure the flow meter inlet filter is clean.
Pressure in the diesel oil supply header to the generators is maintained by a
pressure control valve, OE317, set to operate at 700kPa, which vents to the d) Ensure that all the generator fuel inlet filters are clean.
MGO service tanks. Excess MGO from each generator flows through the
three-way HFO/MGO changeover return valves detailed earlier and returns to e) Operate the service tank self-closing test cocks to check for, and
the MGO service tanks via a pressure control valve, OE313, set to operate at drain off any water or sludge present in the MGO.
450kPa.
f) Ensure that all instrumentation root valves are open, and that all
The DO pump discharge header is connected directly to the HFO supply to instruments and gauges are reading correctly.
the generators via two normally open screw-down check valves OE112 and
FO Shut-Off Operating Valves Outside DG Room. OE113. In an emergency, such as during a blackout, there will be a period g) Position the system valves in accordance with the following
when there is no electrical power available either from the main or emergency tables:
Excess fuel from each generator flows through individual solenoid operated switchboards. At loss of electrical power the air-driven emergency DO pump
three-way HFO/MGO changeover return valves, and combines with the outlet will receive a start signal and begin to supply diesel oil to the generator fuel
flow from the pressure control valve OE144 and passes to the FO return pipe. system via OE112/113. Generator Engine Main FO System
The FO return pipe receives fuel oil from the generator engines fuel oil return Position Description Valve
In normal operation the diesel oil pump suction and discharge valves, and one
line. The FO return pipe degasses the returned fuel, and any air is vented off to MGO service tank quick-closing outlet valve are open at all times. The air Starboard HFO service tank generator service high
Open OE004
the FO overflow tank. A pressure relief system is also fitted to the FO return supply valves to the emergency pump air motor are also normally open with level quick-closing outlet valve
pipe, which is set at 500kPa, and relieves back to the FO service tanks. The the air supply being activated by the solenoid valve. Should the solenoid valve Starboard HFO service tank generator service low
Closed OE001
outlet line from the FO return pipe joins the FO supply pump discharge line. fail for any reason, a manual bypass valve has been provided. level quick-closing outlet valve
Port HFO service tank generator service high level
The generator engine FO flow meter, heaters, viscosity controller, and pressure Closed OE003
It is possible to purge the fuel system of one engine, and replace the HFO quick-closing outlet valve
control valves OE144 and OE148 are provided with bypass lines. with MGO to assist in maintenance while the other generator engines remain Port HFO service tank generator service low level
operating on HFO. To achieve this one of the DO pumps will be utilised, and Closed OE002
quick-closing outlet valve
The supply and return pipework to each generator is lagged, and provided the individual engine fuel oil outlet valves set so that the excess fuel from each
with trace heating. The high pressure fuel injection lines on the engines are Open Starboard HFO service tank system return valve OE151
engine returns to the appropriate service tank.
sheathed, and any leakage from the annular spaces formed by the sheathing is Closed Port HFO service tank system return valve OE152
led to the FO drain tank, which is provided with a high level alarm. The emergency generator MGO tank is filled by the generator engine DO Generator engine FO supply pumps HFO suction
Open OE005
service pump or emergency DO pump via a branch off the return line to the isolating valve
For details of the engine-mounted diesel generator fuel system refer to Section MGO service tanks. The emergency generator MGO tank is provided with Generator engine FO supply pumps MGO suction
2.12.1 of this manual. Closed OE006
a filling isolation valve, spool piece and blind flanges. In normal operation isolating valve
the spool piece is removed, and mounted on the bulkhead in the emergency Open No.1 FO supply pump suction valve OE007
Diesel Oil and Emergency Diesel Fuel Oil Supply System generator room. Open No.1 FO supply pump discharge valve OE011
The generator fuel system may be supplied by two fuel pumps which draw Open No.2 FO supply pump suction valve OE008
fuel from the MGO service tanks, and discharge directly to the generator fuel Open No.2 FO supply pump discharge valve OE012
system. Open Pressure control valve OE014 inlet valve OE013


(Port) 50
IL ZS 40
P
OE303
25 OE
700kPa
314
OE116 OE115 Set at
P P P P
OE114
25 OE
F03
DPS 313 OE316 OE203 OE201 OE003 OE004
OE (40.3m3) OE OE (103.6m3) OE
25 50
OE118 204 202 002 001
PI CP
OE119 PI
15 IL ZS
25
OE304
OE301 65
80 65 OE
40
311 S
PI CP OE009
(Port)
IL ZS
TI PI P 25 65 65 OE150 OE149
65
Oil Service Pump PI
450kPa
PT IL ZS 50 ZS 65
25 OE112 OE113 (12.0m3/h x 600kPa)
LAH OE120 OE148
PIAL F03
LS
DPAH
IL ZS OE006 500kPa
PI CP
PCL 25
25 25
OE124 OE1.5
OE125 65
15 IL ZS
25
Drain Tank 65 PI CP
40 50 65 65 80
OE021
P
OE307
25 80 (5.9m3/h x 400kPa)
65
OE128 OE127 XA
PT IL ZS TI 25
25
OE025 Oil Overflow
OE110 PI DPS 80 TI
IL ZS PCL
OE308 Controller
OE109 OE104
PS OE101 No.2 OE023

80 80
IL ZS 80 OE107
Key
TI PI TI
P 25
PIAL F03
OM142 OM145 No.1 TI
LS IL ZS
DPAH Air
50
25
OE136
15 25
To Fuel Oil OE310
Drain Tank 50

Position Description Valve Position Description Valve Position Description Valve

Operational Pressure control valve OE014 Set to FO No.2 generator three-way outlet valve OE131 Open Emergency DO pump suction valve
Open Pressure control valve OE014 outlet valve OE015 Open No.2 generator main FO returns valve OE130 Open Emergency DO pump discharge valve OE301
Open FO flow meter inlet valve OE018 Open No.2 generator DO system returns valve OE308 DO supply to generator main FO system check OE113
Closed
Open FO flow meter outlet valve OE019 Open No.3 generator main FO supply inlet valve OE120 valves OE112
Closed FO flow meter bypass valve OE020 Open No.3 generator DO supply inlet valve OE305 Generator DO supply header pressure regulating
Open OE315
Open Return pipe vent isolation valve OE021 Set to FO No.3 generator three-way inlet valve OE121 valve OE317 inlet valve
Open No.1 FO circulating pump suction valve OE024 Open No.3 generator quick-closing inlet valve OE122 Generator DO supply header pressure regulating
Operational OE317
valve
Open No.1 FO circulating pump discharge valve OE102 Closed No.3 generator fuel bypass valve OE123
Generator DO supply header pressure regulating
Open No.2 FO circulating pump suction valve OE023 Set to FO No.3 generator three-way outlet valve OE125 Open OE318
valve OE317 outlet valve
Open No.2 FO circulating pump discharge valve OE101 Open No.3 generator main FO returns valve OE124 Generator DO supply header pressure regulating
Open No.1 FO heater inlet valve OE106 Open No.3 generator DO system returns valve OE306 Closed OE316
valve OE317 bypass valve
Open No.1 FO heater outlet valve OE107 Open No.4 generator main FO supply inlet valve OE114 Generator DO returns header pressure regulating
Open OE311
Closed No.2 FO heater inlet valve OE104 Open No.4 generator DO supply inlet valve OE303 valve OE313 inlet valve
Closed No.2 FO heater outlet valve OE105 Set to DO No.4 generator three-way inlet valve OE115 Generator DO returns header pressure regulating
Operational OE311
Closed FO heater bypass valve OE108 Open No.4 generator quick-closing inlet valve OE116 valve
Set Auto backflush FO filter three-way inlet valve Closed No.4 generator fuel bypass valve OE117 Generator DO returns header pressure regulating
Open OE314
Set Auto backflush FO filter three-way outlet valve Set to DO No.4 generator three-way outlet valve OE119 valve OE313 outlet valve
Open Viscosity controller inlet valve OE109 Open No.4 generator main FO returns valve OE118 Generator DO returns header pressure regulating
Closed OE312
Open Viscosity controller outlet valve OE110 Open No.4 generator DO system returns valve OE304
Closed Viscosity controller bypass valve OE111 Open Deaerator/mixing unit FO returns inlet valve OE146 h) Ensure that the auxiliary fresh water cooling system, and steam
Generator FO supply header pressure regulating FO returns header pressure regulating valve OE148 service system are available.
Open OE143 Open OE147
valve OE144 inlet valve inlet valve
Generator FO supply header pressure regulating Operational FO returns header pressure regulating valve OE148 i) Ensure that steam is supplied to the HFO service tanks heating
Operational OE144 coils.
valve FO returns header pressure regulating valve OE148
Open OE149
Generator FO supply header pressure regulating outlet valve
Open OE145 j) Start the DO service pump, and check that fuel is being
valve OE144 outlet valve FO returns header pressure regulating valve OE148
Closed OE150 circulated to No.4 generator, and returned to the starboard MGO
Generator FO supply header pressure regulating bypass valve
Closed OE142 service tank. Check the system for leaks.
Open No.1 generator main FO supply inlet valve OE132 Generator Engine Diesel Oil System
k) Prepare and start No.4 generator engine in accordance with
Open No.1 generator DO supply inlet valve OE309 Position Description Valve
details given in Section 2.12.1 of this manual and connect the
Set to FO No.1 generator three-way inlet valve OE133 Starboard MGO service tank generator service high generator to the main switchboard. Refer to Section 2.13.2 for
Open OE201
Open No.1 generator quick-closing inlet valve OE134 level quick-closing outlet valve details of the procedure to transfer the power supply.
Closed No.1 generator fuel bypass valve OE135 Starboard MGO service tank generator service low
Closed OE202
level quick-closing outlet valve WARNING
Set to FO No.1 generator three-way outlet valve OE137
Port MGO service tank generator service high level Trace heating must not be applied to sections of pipeline isolated by any
Open No.1 generator main FO returns valve OE136 Closed OE203
quick-closing outlet valve closed valves as damage and leakage could occur due to the overheating
Open No.1 generator DO system returns valve OE310 Port MGO service tank generator service low level
Closed OE204 and expansion of the contents.
Open No.2 generator main FO supply inlet valve OE126 quick-closing outlet valve
Open No.2 generator DO supply inlet valve OE307 Open Starboard MGO service tank system return valve OE320 l) Apply trace heating to the generator FO system.
Set to FO No.2 generator three-way inlet valve OE127 Closed Port MGO service tank system return valve OE319
Open No.2 generator quick-closing inlet valve OE128 Open DO service pump suction valve OE205 m) Start the No.1 generator engine FO supply pump, and the No.1
Closed No.2 generator fuel bypass valve OE129 generator engine FO circulating pump, and circulate HFO
Open DO supply pump discharge valve OE302
through the main fuel system. Check the system for leaks.


(Port) 50
IL ZS 40
P
OE303
25 OE
700kPa
314
OE116 OE115 Set at
P P P P
OE114
25 OE
F03
DPS 313 OE316 OE203 OE201 OE003 OE004
OE (40.3m3) OE OE (103.6m3) OE
25 50
OE118 204 202 002 001
PI CP
OE119 PI
15 IL ZS
25
OE304
OE301 65
80 65 OE
40
311 S
PI CP OE009
(Port)
IL ZS
TI PI P 25 65 65 OE150 OE149
65
Oil Service Pump PI
450kPa
PT IL ZS 50 ZS 65
25 OE112 OE113 (12.0m3/h x 600kPa)
LAH OE120 OE148
PIAL F03
LS
DPAH
IL ZS OE006 500kPa
PI CP
PCL 25
25 25
OE124 OE1.5
OE125 65
15 IL ZS
25
Drain Tank 65 PI CP
40 50 65 65 80
OE021
P
OE307
25 80 (5.9m3/h x 400kPa)
65
OE128 OE127 XA
PT IL ZS TI 25
25
OE025 Oil Overflow
OE110 PI DPS 80 TI
IL ZS PCL
OE308 Controller
OE109 OE104
PS OE101 No.2 OE023

80 80
IL ZS 80 OE107
Key
TI PI TI
P 25
PIAL F03
OM142 OM145 No.1 TI
LS IL ZS
DPAH Air
50
25
OE136
15 25
To Fuel Oil OE310
Drain Tank 50

n) With the viscosity controller in MANUAL apply steam heating e) Open the MGO supply valve OE006 to the main FO system. d) Select the viscosity controller to manual control.
to No.1 generator engine FO heater and circulate heated HFO
through Nos.1, 2 and 3 generator fuel systems. f) Close the HFO supply valve OE005 to the main FO system. e) Open No.1 FO heater steam inlet and condensate drain valves,
and raise the temperature of the MGO to a maximum of between
o) Start Nos.1, 2 or 3 generators as required, and connect to the WARNING 60 and 80°C.
main switchboard. If, after the change over the temperature at the heater suddenly drops,
the transition must be moderated by supplying a little steam to the CAUTION
p) Unload No.4 generator, and disconnect from the main switch heater. A close watch should be kept on the temperature as overheating To maintain the lubricating qualities of the MGO, and minimise the
board. Stop No.4 generator, and re-position three-way valves must be avoided to prevent the MGO gassing in the pipework. risk of plunger scuffing, the preheating should be regulated to give a
OE115 and OE119 to allow HFO to circulate through the engine temperature rise of no more than 2°C per minute.
fuel system. CAUTION
It must be ensured that all HFO is displaced from the system by MGO. Note: The diesel oil viscosity should not drop below 2cSt, as this might cause
q) Stop the DO service pump, and open the emergency DO fuel
A limited amount of dilution of the HFO tank by circulating MGO will fuel pump and fuel valve scuffing, with the risk of sticking.
supply system valves to the main fuel system (OE112 and
occur, which will not be significant.
OE113).
f) Open the HFO service tank high level, quick-closing outlet
The duty engineer should monitor the entire changeover process to valve to the generator engine FO system, (OE003 for the port
r) Put the viscosity controller to AUTO, and select No.2 FO supply
ensure that an excessive volume of MGO is not transferred to the HFO HFO tank; OE004 for the starboard HFO tank).
pump, and No.2 FO circulating pump to STANDBY.
service tank.
Procedure to Change Over from HFO to MGO During g) Open the HFO supply valve OE005 to the main FO system.
g) After a period to allow all the HFO to be flushed from the
Running
system by MGO open the MGO service tank fuel oil return h) Close the MGO supply valve OE006 to the main FO system.
In normal operation the generator engines are designed to run on HFO. valve (OM319 port MGO service tank; OM320 starboard MGO
However a change to MGO will be necessary in the following circumstances: service tank). i) Open the HFO service tank fuel oil return valve (OM152 port
HFO service tank; OM151 starboard HFO service tank).
• Major repair or maintenance of the generator plant h) Close the HFO service tank fuel oil return valve (OM152 port
• Unavailability of the HFO system HFO service tank; OM151 starboard HFO service tank). j) Close the MGO service tank fuel oil return valve (OM319 port
• Unavailability of the service steam system MGO service tank; OM320 starboard MGO service tank).
The generator main FO system is now operating on diesel oil.
• Vessel dry docking k) Close the MGO service tank high level quick-closing outlet
• Vessel lay-up valve (EO203 port/OE201 starboard).
Procedure to Change Over from MGO to HFO During
Running l) Slowly increase the temperature of the fuel to approximately
The following procedure is designed to protect the fuel injection equipment
against rapid temperature changes, which may cause sticking, and scuffing of 80°C using the viscosity regulator, and apply trace heating to
Fuel changeover can be performed when the engines are running or stopped. the fuel lines.
the fuel valves, fuel pump plungers and delivery valves.
If the changeover occurs when an engine is running it should, if possible, be
a) Ensure that the temperature of the diesel oil in the MGO service carried out with the generator off-load. m) When the set point has been reached on the viscosity controller,
tanks is approximately 50°C. change over to AUTOMATIC control.
The following procedure assumes that the main generator fuel system is filled
b) Operate the service tank self-closing test cocks to check for, and with diesel oil, and is designed to protect the fuel injection equipment against
The generator engine FO system is now operating on HFO.
drain off any water or sludge present in the MGO. rapid temperature changes, which may cause sticking, and scuffing of the fuel
valves, fuel pump plungers and delivery valves.
n) Select No. 2 FO supply pump and No.2 FO circulating pump to
c) Slowly reduce the engine load generator, and disconnect the STANDBY.
generator from the main switchboard. a) Ensure that HFO in the service tank is at the normal operating
temperature.
d) Shut off the steam supply to the fuel oil heater and steam
tracing. b) Operate the service tank self-closing test cocks to check for, and
drain off any water or sludge present in the HFO.
Allow the temperature of the HFO in the fuel heater to fall to approximately
25°C above the temperature in the DO service tank, but not below 75°C. c) Reduce the generator engine load to 75% of normal.

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
Key
Marine Diesel Oil OB111 OB110 OB107 OB108
Heavy Fuel Oil
Marine Gas Oil Marine Gas Oil Heavy Fuel Oil Heavy Fuel Oil
Diesel Oil Ignition Pumps Service Tank Service Tank Settling Tank Settling Tank
Expansion (600L/h) Port Starboard Port Starboard
No.2 Auxiliary Boiler Vessel (40.3m3) (40.3m3) (90.7m3) (90.7m3)
(10,00kg/h x 700kPa) PI PI PI
S S
15 P P P P
OB301 OB203 40 40 OB OB OB OB
S No.2 201 202 001 002
15
TS
F F
OB303
S S
15 40 40
PI PI
TI PI PI
S 40
OB302 OB204
PS TS OB OB No.1
105 104
40
15
OB OB 40 40
112 113 OB OB
120 121
ZS ZS PI ZS OB018 ZS ZS
25
40 40 Air / Oil TI
OB103 OB106 ZS Mixing
Chamber
Expansion
No.1 Auxiliary Boiler Vessel
(10,00kg/h x 700kPa) PI
S S
40
15
OB024
15 OB126
TS
S S F F 40
No.2
15
TI PI PI No.2
PI
VT
40
OB125
S TT TI PI TI PSL PI
PS TS OB OB
101 102 No.1
40 PI
OB015
OB128 Auxiliary Boiler OB003
Fuel Oil Heaters
OB009
40 Auxiliary Boiler Fuel Oil Supply Pumps
OB OB No.1
(2.4m3/h x 600kPa)
114 115
To Fuel Oil Overflow Tank 25
ZS ZS 40 OB127
40
To Fuel Oil Drain Tank

2.6.3 AUXILIARY BOILER FUEL OIL SYSTEM • Starboard MGO service tank (40.3m3) Position Description Valve
Closed FO system drain isolating valve OB003
The two fuel oil supply pumps are in a packaged unit, and operate as duty and
Auxiliary Boiler Fuel Oil Supply Pump Closed FO system self-closing drain valve OB009
automatic standby. In normal operation the pumps take suction from the port
Manufacturer: Saake HFO settling tank, but can also utilise the starboard HFO settling tank or diesel Open No. 1 auxiliary boiler FO supply pump suction
Type: Vertical, gear oil from the port and starboard MGO service tanks. valve
Model: US3-2300.CAA.0044 Open No. 1 auxiliary boiler FO supply pump discharge
The pumps discharge to the boiler burners via duty/standby fuel oil heaters, valve
No. of sets: 2 dedicated pressure control valves and flow meters. A fuel return line, fitted Open No. 2 auxiliary boiler FO supply pump suction
Capacity: 2.4m³/h at 600kPa with a pressure control valve vents excess fuel oil via a changeover valve to valve
the HFO settling or MGO service tanks, or via an air/oil mixing chamber to the
Open No. 2 auxiliary boiler FO supply pump discharge
port settling tank and FO supply pump suction header.
Diesel Oil Ignition Pump valve
Manufacturer: Saake The duty/standby heaters are supplied with steam from the steam service Open No.1 FO heater inlet valve OB127
No. of sets: 2 system, and are provided with drain and vent valves and a relief valve, all of Open No.1 FO heater outlet valve OB128
Type: Gear which drain to the FO drain tank. Closed No.2 FO heater inlet valve OB125
Model: PZHDS 30 Closed No.2 FO heater outlet valve OB126
The FO pipework is lagged, and trace heated with steam.
Capacity: 60 litre at 700 to 1,400kPa Closed FO heater bypass valve OB015
The auxiliary boiler ignition system is supplied with diesel oil from the port Open to both No.1 boiler pressure control three-way cock 1.1.5
or starboard MGO service tanks by two ignition pumps. In normal operation PCVs
Auxiliary Boiler Fuel Oil Heater
each ignition pump is dedicated to one boiler. A crossover valve on the pump Open Pressure control valve 1.1.3 inlet valve OB115
Manufacturer: Prang discharge allows the pumps to supply either boiler. Operational Pressure control valve 1.1.3
Type: Shell and tube Open Pressure control valve 1.1.3 outlet valve OB102
Model: VWO.75ZN5770 Procedure for Preparing the Auxiliary Boiler Fuel Oil System Open Pressure control valve 1.1.4 inlet valve OB114
No. of sets: 2 for Operation Operational Pressure control valve 1.1.4
Open Pressure control valve 1.1.4 outlet valve OB101
The following procedure assumes that the auxiliary boilers are cold but Operational No.1 boiler pressure control inlet valve 37
Introduction prepared for operation in accordance with the description given in Section 2.2 Operational No.1 boiler pressure control returns valve 38
of this manual.
The auxiliary boiler fuel oil system comprises the following equipment: Open No.1 boiler flow meter inlet valve 30
• FO supply pumps x 2 a) Ensure that all instrumentation root valves are open. Open No.1 boiler flow meter outlet valve 26
Closed No.1 boiler flow meter bypass valve 36
• FO heaters x 2
b) Position the system valves in accordance with the following Open No.1 boiler burner inlet isolation valve
• Diesel oil ignition pumps x 2 table, and using No.1 FO heater: Open to both No.2 boiler pressure control three-way cock 2.1.5
• Flow meters x 2 PCVs
• Air/Oil mixing chamber Position Description Valve Open Pressure control valve 2.1.3 inlet valve OB113
Closed Port MGO service tank outlet valve OB201 Operational Pressure control valve 2.1.3
In normal operation the auxiliary boilers are fired on HFO, with MGO used Closed Port MGO service tank returns valve OB111 Open Pressure control valve 2.1.3 outlet valve OB104
for ignition or for flushing the burners or HFO fuel system prior to long term Open Starboard MGO service tank outlet valve OB202 Open Pressure control valve 2.1.4 inlet valve OB112
shutdown of the system prior to dry docking or prolonged periods of lay-up. Open Starboard MGO service tank returns valve OB110 Operational Pressure control valve 2.1.4
Open Port HFO settling tank outlet valve OB001 Open Pressure control valve 2.1.4 outlet valve OB105
The fuel oil for the two auxiliary boilers is supplied by the two fuel oil supply
pumps, located in port purifier room, and taking suction from one of the four Open Port HFO settling tank returns valve OB107 Operational No.2 boiler pressure control inlet valve 37
following bunker tanks: Closed Starboard HFO settling tank outlet valve OB002 Operational No.2 boiler pressure control returns valve 38
• Port HFO settling tank (90.7m3) Closed Starboard HFO settling tank returns valve OB108 Open No.2 boiler flow meter inlet valve 30
Open Boiler FO supply pumps diesel oil supply valve OB018 Open No.2 boiler flow meter outlet valve 26
• Starboard HFO settling tank (90.7m3)
Set for MGO Fuel supply changeover valve 1.2.1 Closed No.2 boiler flow meter bypass valve 36
• Port MGO service tank (40.3m3)

Illustration 2.6.3b Boiler Fuel Oil Service System Screen Shot

Position Description Valve Note: Monitor the boiler furnaces. The changeover to HFO whilst firing may
Open No.2 boiler burner inlet isolation valve cause unstable flame conditions if the temperature settings at the heater are
Open FO returns pressure control valve 1.2.3 inlet valve OB103 incorrect.
Operational FO returns pressure control valve 1.2.3
e) Turn fuel supply changeover valve to the HFO tank outlet line.
Open FO returns pressure control valve 1.2.3 outlet OB106
valve f) Close boiler FO supply pumps diesel oil supply valve OB018.
Open to Fuel returns changeover valve
MGO/HFO The boilers are now firing on HFO.
returns lines
Closed HFO tank returns isolation valve OB120
Open MGO tank returns isolation valve OB121
Open Air/Oil mixing chamber outlet valve OB024
Open No.1 ignition pump suction valve OB204
Open No.1 ignition pump discharge valve OB302
Open No.2 ignition pump suction valve OB203
Open No.2 ignition pump discharge valve OB301
Closed Ignition pump discharge crossover valve OB303
The auxiliary boilers can now be flashed and steam raised in accordance with
the procedures detailed in Section 2.2 of this manual.
Procedure for Changing Over to Operation on HFO
WARNING
Trace heating must not be applied to sections of pipeline isolated by any
closed valves as damage and leakage could occur due to the overheating
and expansion of the contents.
a) Apply steam to the HFO settling tank heating coils.
b) Ensure that the contents of the HFO settling tanks are at

operating temperature.
CAUTION
Rapid temperature changes in the fuel oil can produce thermal stress
in fuel system components resulting in damage and breakdowns. It is
important to ensure that the temperature change is gradual.
c) Open steam to No.1 FO heater and steam tracing lines.
d) Turn fuel returns changeover valve to supply the air/oil mixing

chamber.

Illustration 2.6.4a Incinerator and Emergency Generator Engine Fuel Oil Service System
To Funnel Top
A Deck
OI023 OI022
Upper
From Marine Gas Deck
Oil Transfer Pump 40 65
65 65
OI038
Key 15 LAH OI010
OI21
Marine Diesel Oil
50 LS
Heavy Fuel Oil / Marine Gas Waste

OI021
Waste Oil / Sludge Oil Tank for LAL Oil Tank for
Incinerator OI017 OI21.1 Incinerator TS
Air LAL (2.0m3) (3.0m3)

15 LS
OI22 TS
Mill TI
Fresh Water LS P Pump
P From Engine Room
OI037 OI 50 Bilge Pump
Electrical Signal OI015 032
To Marine Gas 80 OI005

Oil Storage Tank 25
Starboard OI046 40
65
OI016
To Bilge Water
OI034
Holding Tank OI006
PI
25 32 32
XS
PI 65
S S
S
From Fresh Water
8 Hydrophore Unit
PI Sludge Pump
S S S S (10m3/h x 400kPa) OI018
25 OI044
OI032 CP
FS
Sludge Tank Sludge Tank
32 80 80 80
PI OI020 Port (17.7m3) Starboard (17.7m3)
F F
32
OI019
Sludge Dosing
Pump
Incinerator OI051
(1,290,000kcal/h)
From Service
15 Air System 80 80
LAH LAH
OI25 OI26
LS LS
OI045 OI043 OI042
Fuel Oil Drain Lubricating Oil Drain Oily Bilge Tank

Tank (13.2m3) Tank (13.2m3) Tank (122.4m3)
TI TI TI

2.6.4 INCINERATOR FUEL OIL SERVICE SYSTEM • Oily bilge tank (122.4m³) Position Description Valve
Incinerator waste oil tank quick-closing outlet
Waste Oil Dosing Pump The waste oil tank is provided with a heating coil, low level alarm, high level Closed OI015
valve
alarm, local level gauge, self-closing drain cock and an overflow fitted with a
Manufacturer: Hyundai sight glass to the starboard oily bilge tank. Open Mill pump waste oil tank recirculating valve OI017
Type: Mono Closed MGO flushing valve OI046
Model: HMD 025-6L Once filled the tank contents are allowed to settle, heated if required, and any Open Mill pump discharge valve to incinerator OI016
water drained to the bilge water holding tank. Open Incinerator sludge dosing pump suction valve OI019
No. of sets: 1
Capacity: 233 litre/hr at 200kPa Open Waste oil recirculating valve OI020
The contents of the waste oil tank are supplied to the incinerator sludge dosing
pump via a mill pump. Excess fluid is returned to the waste oil tank. The mill
e) Start the mill pump. Oil will be drawn from the waste oil tank,
Mill Pump pump can circulate the waste oil tank contents to produce a homogeneous mix
supplied to the sludge dosing pump and recirculated.
at a uniform temperature for burning in the incinerator.
Type: Centrigugal with cutters The mill pump can be supplied with diesel oil from the MGO tank for use in WARNING
Model: PU5 flushing the waste oil pipework prior to an extended shutdown. Trace heating must not be applied to sections of pipeline isolated by any
No. of sets: 1 closed valves as damage and leakage could occur due to the overheating
The waste oil pipework is lagged and trace heated with steam. and expansion of the contents.
Capacity: 26m³/h at 40kPa
f) Supply trace heating to the waste oil pipework system.
Procedure for Preparing the Incinerator MGO and Waste Oil
Diesel Oil Ignition Pump
Systems The incinerator is ready for operation.
No. of sets: 2 The following procedure assumes that the package unit incinerator burner
pump valves are in their normal operating positions, and that the waste oil tank
Type: Gear
is full and the contents heated to normal operating temperature.
Model: For primary burner RAS 40
For secondary burner BFP 21 L5 a) Check the level in the incinerator diesel oil service tank and
Capacity: For primary burner RAS 40: 38 litre/hr replenish as necessary. Check the tank drain for water and
For secondary burner BFP 21 L5: 32 litre/hr sludge.
b) Ensure that all of the instrumentation root valves are open, and
Introduction that the instruments are reading correctly.
The incinerator uses MGO as its main fuel supply from a dedicated 2.37m³ tank. c) Ensure that service air is available to the incinerator.
The diesel oil is gravity fed to the incinerator where it is used in two separate
burners, one for ignition and one for maintaining the working temperature d) Position the system valves in accordance with the following
within operational limits when the incinerator is burning sludge/waste oil. table:
The incinerator MGO service tank is filled using the MGO transfer pump. The Position Description Valve
tank is provided with a low level alarm, a local level gauge and an overflow Closed Incinerator MGO service tank filling valve OI038
fitted with a sight glass to the starboard MGO storage tank. Excess fuel from
the incinerator burner is returned to the incinerator service tank. Incinerator MGO service tank quick-closing
Open OI037
outlet valve
The 3.0m³ waste oil tank is supplied by the air-powered sludge pump with oil Open Incinerator diesel oil inlet valve OI032
from: Open Incinerator diesel oil return valve OI034
• Port and starboard sludge tanks (17.7m³ each) Closed Incinerator waste oil tank filling valve OI010
• FO drain tank (13.2m³) Incinerator waste oil tank self-closing drain
Closed OI032
valve
• LO drain tank (13.2m³)

Illustration 2.6.4b Incinerator Fuel Oil Service and Sludge System Screen Shot

2.6.5 emergency generator Fuel Oil Service Procedure for Preparing the Emergency Generator Fuel Oil Position Description Valve
System Service System Generator DO returns header pressure regulating
Open OE311
valve OE313 inlet valve
CAUTION Generator DO returns header pressure regulating
Diesel Oil Service Pump Care should be taken when filling the tank as it is not provided with an Operational OE311
valve
Manufacturer: IMO overflow. Also, the amount of MGO to be transferred is to be calculated Generator DO returns header pressure regulating
prior to the operation. Open OE314
No. of sets: 1 valve OE313 outlet valve
Model: ACG 045K7 NTBP Generator DO returns header pressure regulating
The description assumes that the emergency generator marine gas oil tank is to Closed OE312
Type: Horizontal screw be filled and prepared for use.
Capacity: 12.2m³/h at 730kPa d) Establish communications between the ECR, and an operator at
a) Operate the emergency generator MGO tank self-closing test
the emergency generator MGO tank filling valve OI050.
cock to check for and drain off any water or sludge present in
Emergency Diesel Oil Pump the fuel.
e) Start the generator engine DO service pump.
Manufacturer: IMO
b) Remove the blind flanges at the filling valve OI050 and tank
No. of sets: 1 f) Open the emergency generator MGO tank filling valve OI050,
inlet, and fit the filling line spool piece.
Type: Horizontal screw, air motor-driven and monitor the level.
Model: ACE 025N3 NVBP c) Position the MGO system valves in accordance with the
following table: g) When the emergency generator MGO tank high level alarm is
Capacity: 0.8m³/h at 600kPa
initiated or when the local level gauge indicates a full tank, close
filling valve OI050.
Introduction
Starboard MGO service tank generator service h) Stop the generator engine DO service pump, and close bypass
Open OE201
The emergency generator engine and switchboard are located in a separate high level quick-closing outlet valve valve OE316.
compartment outside the engine room on the port engine casing on A deck. The Starboard MGO service tank generator service low
Closed OE202
emergency generator is supplied with fuel from a dedicated 5.0m3 tank, located level quick-closing outlet valve i) Remove the filling line spool piece, and refit the blind flanges at
inside the emergency generator room. Port MGO service tank generator service high the filling valve OI050 and tank inlet.
Closed OE203
level quick-closing outlet valve
The tank is filled from the port and starboard MGO service tanks, using Port MGO service tank generator service low level j) Open DO supply to generator main FO system check valves
the main generator DO service pump, or the air-powered main generator Closed OE204 OE112 and OE113.
quick-closing outlet valve
emergency DO pump. Open Starboard MGO service tank system return valve OE320 k) Operate the emergency generator MGO tank self-closing test
The tank filling line is fitted with an isolating valve, spool piece, and blind Closed Port MGO service tank system return valve OE319 cock to check for and drain off any water or sludge present in
flanges. Normally, the spool piece is removed, and mounted on the bulkhead Open DO service pump suction valve OE205 the fuel.
in the emergency generator room, with blind flanges fitted to the filling line, Open DO service pump discharge valve OE302
and tank inlet. An alternative arrangement for filling the tank is provided by a l) Ensure that the emergency generator MGO tank quick-closing
Open Emergency DO pump suction valve
filling line located B deck. This allows the tank to be filled from drums from outlet valve OI030 is open.
Open Emergency DO pump discharge valve OE301
the deck.
DO supply to generator main FO system check OE113 m) Prime the emergency generator fuel system according to the
Closed
valves OE112 procedures detailed in Section 2.12.2 of this manual.
The tank is fitted with level switches, which will initiate low and high level
alarms. Other tank fittings are a local level gauge, self-closing test cock, remote Generator DO supply header pressure regulating
Open OE315 n) Check the generator fuel filters have been changed within the
operating quick-closing outlet valve and vent. valve OE317 inlet valve
Generator DO supply header pressure regulating recommended maintenance period.
Operational OE317
In an emergency the quick-closing outlet valve can only be operated by valve
manually pulling on the trip wire located outside the emergency generator The emergency generator fuel system is now ready for operation.
Generator DO supply header pressure regulating
compartment, it cannot be tripped from the fire control station. Fuel passes Open OE318
valve OE317 outlet valve
from the tank to the emergency generator engine via pipelines fitted with Generator DO supply header pressure regulating
flexible hoses, disposable fuel filters and fuel pump. Excess fuel from the Open OE316
engine is returned to the tank.

2.6.6 Inert Gas Generator Fuel Oil Service Position Description Valve
System IGG fuel oil supply pump suction strainer 3-way
Set
outlet valve
Inert Gas Generator Fuel Oil Supply Pump Operational IGG fuel oil supply pump suction valve 74-1
Manufacturer: Allweiler AC Open IGG fuel oil supply pump discharge valve 74-2
No. of sets: 1 Starboard MGO settling tank IGG fuel returns
Open IG009
valve
Model: SPF40-R38 08 3-W178
Type: Horizontal screw The IGG fuel oil service system is now ready for operation, and the IGG
Capacity: 61.5 ltrs/min at 3.6kW generator can be started, and operated according to the procedures detailed in
Section 2.15 of this manual.
Introduction
The inert gas system is used for the drying, inerting, and gas freeing of the
cargo tanks, the cargo pipe lines and void spaces. It is produced by an inert
gas generator (IGG), which burns MGO at a very low excess air setting. The
IGG is equipped with a main burner and pilot burner, supplied with MGO by
a supply pump.
The fuel oil supply pump, located in the starboard purifier room, draws fuel
from the 40.3m³ starboard MGO settling tank via a duplex suction strainer,
with one strainer in use, and the other clean and ready for use in the event of
the duty strainer becoming blocked.
The fuel is discharged to the IGG combustion system with the fuel pressure
regulated by a control valve which returns excess fuel to the starboard MGO
settling tank. An automatic combustion controller regulates the flow of fuel
to the main and pilot burners returning excess on the same returns line as the
pressure control valve.
Procedure for Preparing the IGG Fuel Oil Service System
a) Operate the starboard MGO settling tank self-closing test cock

to check for and drain off any water or sludge present in the
fuel.
b) Ensure that the IGG oil supply pump duplex suction strainers
are clean.
c) Position the IGG fuel oil service system valves in accordance

with the following table:

Starboard MGO settling tank quick-closing outlet
Open OP082
valve
Open IGG fuel oil system isolating valve IG005
IGG fuel oil supply pump suction strainer 3-way
Set
inlet valve

Illustration 2.6.7a Gas Combustion Unit System PI

PAL
522 521 525

PI PS
From Service 532 531 PI 535

Air System 25 15 PI
501 503 533
Set at 300kPa
PAL
542 541 545
514
PI PI 309 PS Gas Combustion Unit
552 551 PI 555
From Control (6,030kg/h)
25 15 15
To Damper Unit
Air System 302 307 6 15 15 15 15
Main Igniter Igniter

GCU Gas Hood Room
Burner Oil A Oil B
To Vent Riser
W / Deck Engine To Vent
Room Riser
PI PI PI PI
Cargo Compressor Room
FC ZLHL ZLHL 492
ZLHL PAL PAL PAH PI 936 932 946 942 Boil-Off Leak Gas
Extraction Fans
CG637 ZS 153 ZS ZT 493
FT
ZS PI TT PT PS PS PS PI PT 491 M
F
H
From Waste
Gas Heater CG636
250
151 152 157
ZLHL
CG639 FT 670 690

ZS
H
From Waste
Gas Heater CG638
100
PAL PAH
154 155 253

PS PI PS
PAL
M
PI PS 251 252 257
From Nitrogen
Buffer Tank 25
352 361 254 255
From Heavy Fuel Oil

Purifier Feed Pumps
Marine Gas PI Support Fuel Pumps 25 15 15

Oil Settling
Tank Port PAL PAH
415 Key
P P 50 50 FT
OP OP PI PI PS PI PS
Marine Diesel Oil
303 301
15 25 Gas
421 431 461 462 470
PI
50 50 PAL
To Heavy Fuel Oil 424 423 422 Igniter Fuel Pumps Expansion Nitrogen
Purifier Feed Pumps 25
PI PS
Bottle 661 662 663
418 Air
425 612 617 616
40 15 15
GC024 631 Electrical Signal
25
618 623 622

40 15 681 682 683

2.6.7 Gas Combustion Unit Fuel Oil System The pumps are controlled by the GCU control system. Position Description Valve
Set Support fuel pump discharge three-way cock
GCU Support Fuel Pump Procedure for Preparing the GCU Fuel Oil Service System Open Support burner supply header isolating valve 431
Manufacturer: Saake Open Support burner supply header isolating valve 470
a) Ensure that all of the instrumentation root valves are open, and
No. of sets: 2 Open Support burner inlet valve 492
that the instruments are reading correctly.
Model: DCLT-1100.BAA.5068 Support fuel pump pressure control valve 423 inlet
Open 422
Type: Screw b) Ensure there is power, control air and general service air isolating valve
Capacity: 852 litres/h available to the GCU control system. Support fuel pump pressure control valve 423 outlet
Open 424
isolating valve
c) Operate the port MGO settling tank self-closing test cock to Support fuel pump pressure control valve 423 bypass
GCU Igniter Fuel Pump Closed 425
check for and drain off any water or sludge present in the fuel. valve
Manufacturer: Saake
No. of sets: 2 d) Ensure that the GCU igniter fuel pump suction strainers are The GCU fuel oil service system is now ready for operation.
clean.
Model: PZHDS 50
Type: Screw e) Ensure that the GCU support fuel pump duplex suction strainers
are clean.
Introduction f) Position the GCU fuel oil service system valves according to the
following table:
The purpose of the gas combustion unit (GCU) is to safely burn cargo boil-off
gas (BOG) in the event that the reliquefaction plant is unavailable. Details of Position Description Valve
the GCU are provided in Section 2.16 of this manual. Open Port MGO settling tank quick-closing outlet valve OP303
Open GCU diesel oil inlet isolating valve GC024
The GCU is located in the engine room on B deck and extends through C and
D decks, and is equipped with three diesel oil-fired burners. Open No.1 GCU igniter fuel pump suction valve HV612
Open No.1 GCU igniter fuel pump discharge valve HV617
The burners are fitted to the burner/windbox section of the GCU. Two of the Open No.1 GCU igniter fuel pump discharge check valve 616
burners are used to provide an ignition source for the gas, and the third used as Open No.2 GCU igniter fuel pump suction valve HV618
a support burner to maintain combustion of the BOG.
Open No.2 GCU igniter fuel pump discharge valve HV623
The GCU is supplied with oil by two sets of pumps, which take their supply Open No.2 GCU igniter fuel pump discharge check valve 622
from the port MGO settling tank. One set of pumps is for support fuel oil, the Open Igniter burners supply header isolating valve 631
other set of pumps is for ignition fuel oil. Igniter fuel pump port MGO settling tank returns
Open GC001
isolating valve
Two duty/standby igniter fuel pumps draw diesel oil from the 40.3m3 port Open Igniter burner A isolating valve 663
MGO settling tank and supply the two igniter burners. The pumps are provided Open Igniter burner A inlet valve 670
with dedicated suction strainers, and discharge to a common header fitted with
an expansion tank. Excess fuel from the pumps is returned to the port MGO Open Igniter burner B isolating valve 683
setttling tank via a manual isolation valve. Open Igniter burner B inlet valve 690
Support fuel pump suction strainer inlet three-way
Set
Two duty/standby support fuel pumps take their supply from the same suction cock
line as the igniter fuel pumps. The support fuel pumps are provided with a Support fuel pump suction strainer outlet three-way
duplex suction, and discharge to a common header supplying the main gas Set
cock
burner oil-fired support burner. Burner supply pressure is modulated by control Set Support fuel pump inlet three-way cock
valve, fitted to the MGO settling tank return line, on a branch off the burner
Open No.1 support fuel pump discharge valve 415
supply line.
Open No.2 support fuel pump discharge valve 418

Illustration 2.7.1a Heavy Fuel Oil and Diesel Oil Filling and Transfer System
Accommodation
(Port) OF017 OF013
TI TI TI TI Upper TI Upper
PI PI PI PI PI ZI
Deck Deck
OF072 OF025 OF022 OF019 OF014 OF064
ZI OF OF
ZT H ZT H
OF027 OF071 OF021 OF018 OF015 OF11.2 050 051
OF026 OF023 OF070 OF016 OF012
OF006 OF005 OF004 OF003 Cargo OF002
Set LCAHH Forward Heavy LCAHH
Manifold OF11.5 LS LS
0.22MPa Fuel Oil Deep Tank
PI CI (Aft) Forward Heavy
OF001 OF061 (2820.3m3) TICAH Fuel Oil Deep Tank
OF14
(Forward)
OF062 OF059 TI (2937.7m3) TICAH
Forward Heavy TT
OF007 OF008 OF009 OF010 OF011 Oil Transfer Pump
OF041 OF045 (50m3/h x 400kPa) TI TT
P
OF029 OF032 OF035 OF038 Upper OF042 Upper Set
OF075 OF063
OF030 OF073 OF037 OF039 Deck Deck 0.22MPa LIAH LIAH
OF053 LT OF13 LT
PI PI PI PI PI PI CI
OF056 P
TI OF031 TI OF033 TI OF074 TI OF040 TI OF043
OF057 OF054 OF052

Accommodation
(Starboard)
Upper Deck To Marine Gas Oil
Tank for Incinerator ZI
OF21.2
ZI ZI
OF56.2 OF ZI To Marine Gas ZT
131 OF51.2
Oil Tank for
ZI Set
OF16.2 OF 5.4 bar N.C OF Incinerator OF
H LAHH LAHH H LCAHH H
102 ZT ZT OF OS56.5 204 ZLH 104
OF21.5
OF LCAHH ZLH H
201
OF OF51.5 ZT OF31.2 ZS OF
H OF26.5 OF36.2 ZS OF217 Set 218 H
101 OF Stop ZLL 105
ZT H OF 5.4 bar LCH
Heavy Fuel Oil LS ZLL 103 H
OF
H
OF Marine 216
OF
N.C
OF
H
OF
H
OF OF31.3 ZS LS Heavy Fuel
OF36.3 ZS LCH OF3.13
Tank Marine LS 230 202 Gas Oil 129 155 203 231 Marine LS Oil Tank
OF3.15
Low Sulphur (Port) Gas Oil Transfer
Gas Oil Heavy Fuel Oil Heavy Fuel Oil (Starboard)
Fuel Oil Tank (1094.5m3) Heavy Fuel Oil Heavy Fuel Oil Storage Pump Settling Tank Service Tank (1737.0m3)
OF OF130 OF Storage
(Port) Service Tank Settling Tank Tank LS OF (Starboard) (Starboard)
215 124 LS Tank LS
(642.5m3) TIAH (Port) (Port) (Port) Marine 128 (90.7m3) (103.6m3) TIAH
LS LS CP Marine Gas Oil (Starboard)
OF29 Marine Gas Gas Oil CP CP OF24
(103.6m3) (90.7m3) (173.8m3) LS
Settling Tank Marine Gas Oil (173.8m3)
LAHH TIAH Oil Service Settling TIAH
Start LCH Marine Gas Service Tank TIAH
OF6.5 OF18 TIAHL TIAH Tank (Port) Tank OF5.15 Heavy Fuel No.1 LCH (Starboard) OF34 TI
OF46
TI
TI OF49 OF39 Heavy TI Oil Transfer (Starboard)
TT TI TI
(40.3m3) (Port) Oil Transfer OF5.13 (40.3m3) TI TT TI
Fuel Oil Pump (40.3m3) Start
LS (40.3m3) Pump
Transfer (20m3/h x No.2 Stop TT
TT OF220 Set Heavy
Pump TI Set
400kPa) Set (40m3/h x Marine TI TI TI TT TI TI
TT TT 500kPa OF228 Fuel Oil OF
TI 500kPa 500Kpa 400kPa) Gas Oil
TI TI LIAH TI Transfer
OF58 Transfer LIAHL
Pump
120
TI LCL OF222 OF53 OF116 OF117 OF119
CP CP CP Pump OF225 OF226
TI OF109 OF3.16
OF112 OF113 OF224 LIAHL LIAL
LT LIAL LIAHL LIAHL LS LT LT P LIAH
LIAH LIAHL OF76 LT LT OF33 LT OF44 LT OF33 OF44 LT OF23
OF108 LT LIAL LS
OF28 LT LT OF38
OF48 OF OF
LIAH OF
LT 213 126
OF18 212
P OF OF OF OF
OF P P
FAH 301 302 FAH OF121 FAH 305 304 FAH
111 OF40
OF OF70 ZLL OF65
OF OF65
P ZS OF22.3 From Heavy Fuel Oil
OF From Heavy Fuel Oil 210 205
ZLL Settling/Service Tanks
107 Settling/Service Tanks (Port)
OF27.3 ZS ZLH (Starboard)
From Main Engine ZS OF22.2
From Main Gas Oil Settling/ OF OF ZLH OF OF From Main Gas Oil Settling/Service From Main Engine
Fuel Oil Return Pipe (Port)
Service Tanks Vent Drain (Port) 211 212 OF27.2 ZS 132 135 Tanks Vent Drain (Starboard) Fuel Oil Return Pump
From Generator Engine
(Starboard)
Fuel Oil Return Pipe
From Main Engine ‘Ad’ From No.1, 2 Auxillary

LAH LAH From Main Engine ‘Ad’
Connection (Port) OF88 OF83 Boiler Drain (Starboard)
Connection (Starboard)
OF OF
TI LS 133 134 LS TI
Key
Heavy Fuel Oil
Fuel Oil Overflow Tank (Port) Fuel Oil Overflow Tank (Starboard) Marine Diesel Oil
(47.7m3) (47.7m3)
Electrical Signal

2.7 Fuel Oil and Diesel Oil Transfer outboard, forward. The pumps transfer HFO from the engine room storage The engine room HFO storage, settling and service tanks are all fitted with
Systems tank(s) to the respective settling tank. Cross-connections between the transfer self-closing test cocks, which are used to check for water content. The drains
pump suction and discharge lines allow the pumps to transfer fuel between from all the tanks are lead to the fuel oil drain tank.
storage tanks or settling tanks on either side of the vessel. The HFO transfer
2.7.1 Fuel Oil and Diesel Oil bunker and Transfer
lines also have connections to the MGO transfer lines. This allows MGO to
System Heavy Fuel Oil Tanks
be transferred by No.1 or No.2 HFO transfer pumps. Blanks are fitted in these
cross-connection lines, which should only be removed in an emergency. Compartment Capacities (m3)
Engine Room Heavy Fuel Oil Transfer Pump Forward HFO deep tank 2820.3m3
Manufacturer: IMO The engine room transfer pumps are controlled from the IAS panel in the engine
Aft HFO deep tank 2937.3m3
control room. The HFO settling tanks are fitted with level switches which will
No. of sets: 2 start and stop the HFO transfer pump. The control switch for the pumps must Port HFO storage tank 1094.5m3
Type: Horizontal motor-driven gear be in the automatic position for the automatic stop/start to operate. Starboard HFO storage tank 1737.0m3
Model: ACF 080N4 IRBO Port side LSHFO tank 642.5m3
Capacity: 40m3/h at 400kPa Two transfer pumps are provided to serve the forward HFO deep tanks. The Port HFO settling tank 90.7m3
pumps are located in the forward pump room, which is aft of the deep tanks.
The pumps discharge HFO from the deep tanks into the bunker loading line, Starboard HFO settling tank 90.7m3
Forward Heavy Fuel Oil Transfer Pump allowing the engine room HFO storage tanks to be filled from the forward Port HFO service tank 103.6m3
Manufacturer: IMO deep tanks. The engine room transfer pumps transfer fuel to the HFO settling Starboard HFO service tank 103.6m3
tanks. Also, the engine room transfer pumps can transfer fuel from the engine Port FO overflow tank 47.7m3
No. of sets: 2
room HFO storage tanks to the forward HFO deep tanks if needs be. The HFO Starboard FO overflow tank 47.7m3
Type: Horizontal, hydraulically-driven gear bunkering and transfer system is shown in illustration 2.7.1a.
Model: ACF 090K4 IRBO FO drain tank 13.2m3
Motor: 20kW, 440V, 1,770 rpm Each set of HFO settling and HFO service tanks is served by two HFO
separators; the service tanks supply the main engine and generators on their Relief valves are fitted to HFO and MGO loading lines as follows:
Capacity: 50m3/h at 400kPa
respective side of the vessel. The auxiliary boilers are supplied from the port • HFO loading line set at 5.4 bar and relieves to the port FO
or starboard HFO settling tanks. A cross-connection line between the outlet overflow tank
Marine Gas Oil Transfer Pump lines from the HFO service tanks allows the main engines or generators to be
• MGO loading line set at 5.4 bar and relieves to the starboard FO
supplied from either HFO service tank.
Manufacturer: IMO overflow tank
No. of sets: 1 An HFO overflow drain tank of 47.7m3 capacity is provided for each fuel oil
Type: Horizontal motor-driven gear system, and overflow lines from the engine room HFO storage tanks, and the Precautions to be Observed Prior to and During the Loading
Model: ACG 052K7 NVBP MGO service tanks are led to these tanks. The overflow tanks can be pumped
of Fuel
back to the storage or settling tanks using the HFO transfer pumps. The engine
room HFO storage tanks, and the HFO forward deep tanks are equipped with
Note: Tanks must only be filled to a maximum of 95% capacity.
high high level alarms.
Introduction Before and during bunkering, the following steps should be complied with:
The filling valves for the engine room, and forward HFO storage tanks are
Heavy fuel oil (HFO) for the main engine, generators, and auxiliary boilers remotely operated from the IAS bunker control panel in the engine control
room. The forward HFO forward deep tank suction valves are also remotely a) A pre-bunker conference should be held with all personnel
is stored in three storage tanks located on the port and starboard sides of the involved with bunkering being present. A bunker plan should
engine room, and two storage tanks which are located at the forward end of operated.
be drawn up, and all personnel involved in bunkering must be
the vessel, aft of the forward void space. All the storage tanks are filled from
The engine room HFO storage tanks and HFO service, and settling tanks fully aware of the contents of the plan, and understand the entire
port and starboard connections at bunker manifold stations located on the main
are fitted with quick-closing pneumatic outlet valves, which are operated operational procedure. The contents of the plan will include but
deck. One set of bunker connections is located at the accommodation block (aft
from the emergency shut-off valve control panel. The valves incorporate a not limited to, tanks to be bunkered, start and finish ullages/dips,
bunker stations), and two sets are located midships at No.3 cargo tank (forward
collapsible bridge and must be reset locally after being tripped. All HFO names of personnel involved, and duties assigned. The time that
bunker stations). The bunker midships manifold stations also have connections
tanks are fitted with thermostatically controlled steam heating coils, and high the pre-bunker conference took place should be entered into the
for gas oil storage tank filling.
temperature alarms. The engine room HFO tanks are fitted with local and vessel’s log book.
The HFO storage tanks located at the engine room are arranged with one tank remote temperature indication; the forward deep HFO tanks are equipped with
on the starboard side and two tanks on the port side. One HFO settling tank and remote temperature indication. The HFO transfer pumps suction and discharge b) All personnel involved with bunkering should know exactly
one HFO service tank are arranged on each side of the engine room. One HFO lines, and the forward HFO deep tank fuel lines are insulated, and are fitted what their duties are. Personnel involved should know the
transfer pump is arranged on each side of the engine room, on the floor level with steam trace heating.

Illustration 2.7.1b Fuel Oil Filling and Transfer System Screen Shot

location of all valves and gauges, and be able to operate the m) Scuppers and save-alls, including those around storage tank operation begins. Oil spill response kits must be in place as per
valves both locally and remotely if required. vents, and sounding pipes should be effectively plugged. company instructions.
c) Company rules regarding the taking of fuel and transfer of fuel n) An oil spill response kit provided by the company must be in b) Ensure the blanks on the other bunker connections are secure,
oil within the vessel must be understood by all involved in the place near the bunker manifold. and that all valves, including the valves on the small bore lines,
bunkering of fuel oil transfer procedure. are closed. Ensure that the all drain and sampling valves are
o) The initial slow loading rate must be agreed with the barge closed. The bunker station save-alls should be empty, with the
d) Representative oil samples are to be taken via the sample or shore installation, and bunkering commenced at an agreed drain valves closed or drain plugs in position. Drain valves are
collectors at the bunker manifolds. Also, on board fuel tests signal. Only upon confirmation of there being no leakages and fitted in the forward bunker save-alls, and drain plugs are fitted
should be carried out as soon as possible after bunkering. Four fuel going into only nominated tanks, should the loading rate be in the aft bunker save-alls. It is recommended that the drain
samples should be taken at the manifold: increased to the agreed maximum. valves on the bunker save-alls are operated on a regular basis to
• One sample for sending ashore for analysis ensure they can be opened in the event of an emergency. Drain
p) Before the tank being filled reaches the maximum volume plugs should be removed and greased to ensure that they do not
• One sample for retension on board vessel for reference specified by the company, the rate should be reduced by seize-up in position.
• One sample to be given to the barge/shore installation diverting some of the flow to another storage tank; if the final
tank is being filled the pumping rate must be reduced. When c) Ensure that deck save-all strip scuppers are in place to prevent
• One sample for MARPOL Annex VI which is to be retained topping-off the final tank the filling rate must be reduced at the any over-side spillage.
on board for a minimum of one year barge or shore station and not by throttling the filling valve.
d) Open the correct filling valves for the tanks to be bunkered.
e) As far as possible new fuel should be segregated from existing q) Endeavour to finish bunkers in the tank on the same side as
fuel on board. If the fuel being received is to be loaded into the the shore installation/barge loading manifold. This will give Description Valve
same tanks as existing fuel, great care must be taken to avoid visual, as well as verbal communication with the shore/barge Forward HFO deep tank filling valve OF051
problems with incompatibility. If there is any doubt about the operators.
Aft HFO deep tank filling valve OF050
compatibility between the new fuel and the existing fuel, the
new fuel should not be loaded on top of the existing fuel. Port HFO tank filling valve OF102
CAUTION
Starboard HFO tank filling valve OF104
Cathodic protection is to be shut down prior to the bunkering
f) No internal transferring of fuel should take place during bunker operation. Port LSHFO tank filling valve OF101
loading operations unless permission has been obtained from
the Chief Engineer. e) Open the required valve at the selected bunkering station, and
CAUTION
the isolation valve in the deck bunker filling main (if required)
g) Storage tanks should not exceed the maximum volume stated in No diving operations are to be in progress whilst bunker operations as per the following table:
the company policy. from a barge are being carried out.
Description Valve
h) Any bunker barges attending the vessel are to be safely moored CAUTION
Port aft manifold HFO bunker filling valve OF005
alongside before any part of the bunker loading operation begins. At least one storage tank filling valve must be fully open at all times
Starboard aft manifold HFO bunker filling valve OF008
Frequent checks must be made of the mooring arrangements as during the bunkering operation.
the bunker barge draught will change during bunkering. Port midships manifold forward HFO bunker filling valve OF002
All relevant information regarding the bunkering operation is to be entered in Port midships manifold aft HFO bunker filling valve OF004
i) Level alarms fitted to the storage tanks should be tested and the Oil Record Book on completion of loading. The information required to be Starboard midships manifold forward HFO bunker filling valves OF011
proved prior to bunker loading operations. entered includes date, time, quantity transferred, and tanks used. Starboard midships manifold aft HFO bunker filling valve OF009
Forward HFO deep tanks filling/suction line isolation valve OF001
j) The soundness of all pipework should be verified by a visual
inspection. Procedure for the Loading of Heavy Fuel Oil from a Shore
f) Establish effective communication between the bridge, cargo
Installation or Barge
control room, the engine control room, the bunker manifold and
k) The pre-bunkering checklist should be completed prior to
the bunker barge or shore installation; this communication must
starting bunker operations. a) Remove the blank fitted at the bunker connection to be used
remain open at all times.
and connect the bunker hose. Ensure that the gasket used is
l) A watch must be kept at the bunker manifold during loading of not damaged and the flange faces are clean. Containers for the
fuel with all personnel involved being in radio contact. samples must be prepared and in place before the bunkering

Accommodation
(Port) OF017 OF013
PI PI PI PI PI ZI
Deck Deck
OF072 OF025 OF022 OF019 OF014 OF064
ZI OF OF
ZT H ZT H
OF027 OF071 OF021 OF018 OF015 OF11.2 050 051
OF026 OF023 OF070 OF016 OF012
OF14
(Forward)
OF062 OF059 TI (2937.7m3) TICAH
Forward Heavy TT
P
OF075 OF063
OF053 LT OF13 LT
OF056 P
OF057 OF054 OF052

Accommodation
(Starboard)
OF21.2
ZI ZI
131 OF51.2
Oil Tank for
ZI Set
102 ZT ZT OF OS56.5 204 ZLH 104
OF21.5
OF LCAHH ZLH H
201
H OF26.5 OF36.2 ZS OF217 Set 218 H
101 OF Stop ZLL 105
ZT H OF 5.4 bar LCH
OF
H
OF Marine 216
OF
N.C
OF
H
OF
H
OF3.15
OF OF130 OF Storage
215 124 LS Tank LS
(103.6m3) (90.7m3) (173.8m3) LS
OF46
TI
TT TI TI
LS (40.3m3) Pump
TT OF220 Set Heavy
Pump TI Set
OF58 Transfer LIAHL
Pump
120
TI OF109 OF3.16
OF108 LT LIAL LS
OF28 LT LT OF38
OF48 OF OF
LIAH OF
LT 213 126
OF18 212
P OF OF OF OF
OF P P
FAH 301 302 FAH OF121 FAH 305 304 FAH
111 OF40
OF OF70 ZLL OF65
OF OF65
(Starboard)

OF OF
TI LS 133 134 LS TI
Key
Heavy Fuel Oil
(47.7m3) (47.7m3)
Electrical Signal

g) Agree loading rates, quantity, and specification of the fuel to be Procedure for Transferring Heavy Fuel Oil from an Engine e) Start No.2 HFO transfer pump.
supplied. Also, agree on a signalling system with the barge or Room HFO Storage Tank to a HFO Settling Tank Using the
shore installation. f) Check that fuel oil is being correctly transferred from the port
HFO Transfer Pump
HFO tank to the port HFO settling tank.
h) If possible, take meter readings on the barge or shore installation
The engine room HFO transfer pumps can be set to automatically replenish
supply line prior to commencing bunker transfer. g) When the required amount of fuel oil has been transferred,
the HFO settling tanks, as the settling tanks are equipped with high and low
level float switches which will act to start and stop the transfer pumps. When manually stop the pump. Alternatively, the pump can be
i) Signal to the shore station or barge to commence bunkering at a the automatic system is to be used, the system valves must be lined up, and the allowed to stop in automatic mode when the high level switch is
slow rate. transfer pump selector switch set to automatic operation. However, it is best activated.
practice to fill the settling tank in the manual mode when the engine room is
j) Check the bunker hose connections and pipeline for any leaks. manned. The duty engineer must ensure that there is sufficient HFO in the HFO h) Close all tank suction and filling line valves if the pump is not
service tank when the vessel is operating in UMS mode. to be operated in the automatic mode.
k) Check that the fuel is flowing into the correct tank and not to
any other tank. The description below is for manual transfer of fuel, but the procedure for Procedure for Transferring Heavy Fuel Oil from a Forward
automatic operation is the same when preparing the system. The procedure
l) Increase the bunkering rate to the agreed maximum. HFO Deep Tank to an Engine Room HFO Tank
assumes that HFO is to be transferred from the port HFO tank to the port HFO
settling tank using No.2 HFO transfer pump.
m) Ensure bunker sampling has commenced. The forward HFO transfer pumps are used to transfer HFO from both of the
forward HFO deep tanks to the engine room storage tanks and settling tanks.
a) Check the quantity of fuel oil in the port HFO settling tank
n) As the level in the first storage tank approaches the amount The operation of the transfer pumps is manually controlled. The procedure
and determine how much fuel is to be transferred. Check the
stated in the bunker plan, open the filling valve to the second described below assumes that HFO is to be transferred from the forward HFO
quantity of fuel oil in the port HFO tank; note the storage tank
tank fully, and slowly close in the filling valve to the tank being deep tank to the starboard HFO tank using No.1 forward HFO transfer pump.
temperature.
topped-off. Ensure that the maximum back-pressure on the
bunker line is not exceeded. b) Ensure the HFO transfer pump suction filter is clean. CAUTION
No transfer of fuel oil from the forward HFO deep tanks to the engine
Note: Always advise barge/shore installation that the bunker tank being c) Set up the valves as per the following table: room storage tanks should take place without specific instructions from
filled is being changed over, as their back-pressure may also increase. the bridge. The transfer of fuel from right forward to right aft can have
Position Description Valve a significant effect upon the vessel’s trim and stability.
o) Fill the remaining tanks in the same way. For the final storage
Open Port HFO tank quick-closing outlet valve OF111
tank the filling rate must be reduced by slowing the pumping a) Check the quantity of fuel oil in the forward HFO deep tank,
operation, and this must be signalled to the barge or shore Open HFO transfer pump suction manifold tank isolation OF132 and determine how much fuel is to be transferred. Check the
station. valve quantity of fuel oil in the starboard HFO tank; note this storage
Open No.2 HFO transfer pump suction valve OF122 tank temperature.
p) When the final tank is full, the barge or shore station must be C l o s e d No.2 HFO transfer pump line cross-connection line OF121
signalled to stop pumping unless they have already done so. + blank isolation valve to DO transfer pump b) Ensure the forward HFO transfer pump suction filter is clean.
C l o s e d No.2 HFO transfer pump discharge cross-connection line OF130
q) Ensure that the sample containers are sealed and labelled + blank isolation valve to DO transfer pump c) Set up the valves as per the following table:
correctly. Open No.2 HFO transfer pump discharge valve OF124
Closed HFO transfer pump discharge manifold cross-connection OF155 Position Description Valve
r) When bunkering has finished and the lines have been blown Open Forward HFO deep tank suction valve OF052
line isolation valve
through with air, close all bunker manifold and tank filling
Open No.2 HFO transfer pump discharge valve to bunker OF129 Closed Aft HFO deep tank suction valve OF053
valves.
main Open No.1 forward HFO transfer pump suction valve OF054
s) Agree with the barge or shore connection on the quantity Open No.2 HFO transfer pump discharge valve to HFO port OF103 Open No.1 forward HFO transfer pump discharge valve OF057
supplied, and then if satisfied, sign/endorse the bunker receipt. settling tank Closed No.2 forward HFO transfer pump suction valve OF059
Closed No.2 forward HFO transfer pump discharge valve OF062
t) Disconnect the bunker hose and replace the flange blank. Closed Forward HFO transfer pump bypass valve OF063
d) Ensure that the blanks on all the bunker connections are secure,
and that all drain and sampling valves on the bunker manifolds Operational Forward HFO transfer pumps discharge non-return OF064
are closed. swing valve to bunker line

Accommodation
(Port) OF017 OF013
PI PI PI PI PI ZI
Deck Deck
OF072 OF025 OF022 OF019 OF014 OF064
ZI OF OF
ZT H ZT H
OF027 OF071 OF021 OF018 OF015 OF11.2 050 051
OF026 OF023 OF070 OF016 OF012
OF14
(Forward)
OF062 OF059 TI (2937.7m3) TICAH
Forward Heavy TT
P
OF075 OF063
OF053 LT OF13 LT
OF056 P
OF057 OF054 OF052

Accommodation
(Starboard)
OF21.2
ZI ZI
131 OF51.2
Oil Tank for
ZI Set
102 ZT ZT OF OS56.5 204 ZLH 104
OF21.5
OF LCAHH ZLH H
201
H OF26.5 OF36.2 ZS OF217 Set 218 H
101 OF Stop ZLL 105
ZT H OF 5.4 bar LCH
OF
H
OF Marine 216
OF
N.C
OF
H
OF
H
OF3.15
OF OF130 OF Storage
215 124 LS Tank LS
(103.6m3) (90.7m3) (173.8m3) LS
OF46
TI
TT TI TI
LS (40.3m3) Pump
TT OF220 Set Heavy
Pump TI Set
OF58 Transfer LIAHL
Pump
120
TI OF109 OF3.16
OF108 LT LIAL LS
OF28 LT LT OF38
OF48 OF OF
LIAH OF
LT 213 126
OF18 212
P OF OF OF OF
OF P P
FAH 301 302 FAH OF121 FAH 305 304 FAH
111 OF40
OF OF70 ZLL OF65
OF OF65
(Starboard)

OF OF
TI LS 133 134 LS TI
Key
Heavy Fuel Oil
(47.7m3) (47.7m3)
Electrical Signal

Position Description Valve Marine Gas Oil System Procedure for Loading Diesel Oil from a Shore Connection or
Closed Forward HFO deep tank filling valve OF051
a Barge
Marine Gas Oil (MGO) is stored in eight MGO storage/service tanks:
Closed Aft HFO deep tank filling valve OF050 The precautions and organisation for loading MGO should be followed as
Open Forward HFO storage tank filling/suction line OF001 Gas Oil System Tanks described for HFO. The MGO storage tanks should be checked to ensure there
isolation valve Port MGO storage tank 173.8m³ is sufficient capacity for the diesel oil to be loaded.
Closed Port midships manifold forward HFO bunker filling OF002 Starboard MGO storage tank 173.8m³
valve a) Remove the blank fitted at the bunker connection and connect
Port MGO settling tank 40.3m³ the bunker hose, ensuring the gasket used is not damaged,
Closed Port midships manifold aft HFO bunker filling valve OF004 Starboard MGO settling tank 40.3m³ and the flange faces are clean. Containers for the samples
Closed Starboard midships manifold forward HFO bunker OF011 Port MGO service tank 40.3m³ must be prepared and in place before the bunkering operation
filling valve
Starboard MGO service tank 40.3m³ begins. Oil spill response kits must be in place as per company
Closed Starboard midships manifold aft HFO bunker filling OF009 instructions.
valve Emergency generator MGO tank 5.0m³
Closed Port aft manifold HFO bunker filling valve OF005 Incinerator MGO tank 2.0m³
b) Ensure the blanks on the other bunker connections are secure
Closed Starboard aft manifold HFO bunker filling valve OF008 and that the valves are closed. Ensure that all the drain and
The main MGO storage tanks are filled from the MGO bunker line, with port
Open Starboard HFO tank filling valve OF104 sampling valves are closed. The bunker station save-alls should
and starboard connections at bunker manifold stations located on the main
Closed Port HFO tank filling valve OF102 be empty with the drain valves closed or drain plugs in position.
deck. One set of bunker connections is located at the accommodation block
Drain valves are fitted in the forward bunker save-alls and drain
Closed Port LSHFO tank filling valve OF101 (aft bunker stations), and one set located midships at No.3 cargo tank (forward
plugs are fitted in the aft bunker save-alls. It is recommended
bunker stations). The filling valves for the MGO storage/service tanks are
remotely operated from the IAS bunker control panel in the engine control that the drain valves on the bunker save-alls are operated on
d) Ensure that the blanks on all the bunker connections are secure, a regular basis to ensure they can be opened in the event of
and that all drain and sampling valves on the bunker manifolds room.
an emergency. Drain plugs should be removed and greased to
are closed. ensure that they do not seize-up in position.
The port and starboard MGO storage tanks are fitted with high high level
e) Start No.1 forward HFO transfer pump. alarms. The emergency generator MGO tank is equipped with a high level
alarm. The MGO settling and service tanks are fitted with quick-closing c) Open the required valve at the selected bunkering station as per
pneumatic outlet valves, incorporating a collapsible bridge, and operated from the following table:
f) Check that fuel oil is being correctly transferred from the
forward HFO deep tank to the starboard HFO tank. the emergency shut-off valve control panel. The valves must be reset locally
after being tripped. The MGO storage tanks are also fitted with a self-closing Description Valve
g) When the required amount of fuel oil has been transferred, stop test cock, which is used to check for water; the test cocks drain to the separated Port midships MGO bunker filling valve OF003
the pump. bilge oil tank. Port aft MGO bunker filling valve OF006
Starboard midships MGO bunker filling valve OF010
h) Close all tank suction and filling line valves. An MGO transfer pump is located in the engine room on the floor level,
adjacent to the HFO transfer pumps. The pump is used to transfer MGO Starboard aft MGO bunker filling valve OF007
i) Record the details of the transfer in the Oil Record Book. between the port and starboard storage tanks to the port and starboard MGO
service and settling tanks, then onto replenish the emergency generator, and d) Ensure that the MGO transfer pump discharge line valve, OF217
incinerator storage tanks. The transfer pump is controlled locally or from the is closed. Ensure that the blanks on all the bunker connections
IAS panel in the engine control room. No.1 and No.2 HFO transfer pumps also are secure, and that all drain and sampling valves on the bunker
have connections to the MGO transfer lines, which allows these pumps to be manifolds are closed.
used to transfer MGO. Blanks are fitted in these cross-connection lines, which
should only be used if the MGO transfer pump is not available. The MGO e) Open the required valve at the selected bunkering connection
filling and transfer system is shown in illustration 2.7.1a. and the MGO bunker line isolation valves.
The MGO service tanks supply the main engine and generators on their f) Establish effective communication between the cargo control
respective side of the vessel. A cross-connection line between the outlet room, the engine room, the bunker manifold and the bunker
lines from the MGO service tanks allows the generators, auxiliary boilers, barge or shore installation; this communication must remain
and incinerator to be supplied from either service tank. The gas combustion open at all times.
unit and IGG are supplied from the port MGO settling tank. The emergency
generator fuel system is described in Section 2.6.5.

Accommodation
(Port) OF017 OF013
PI PI PI PI PI ZI
Deck Deck
OF072 OF025 OF022 OF019 OF014 OF064
ZI OF OF
ZT H ZT H
OF027 OF071 OF021 OF018 OF015 OF11.2 050 051
OF026 OF023 OF070 OF016 OF012
OF14
(Forward)
OF062 OF059 TI (2937.7m3) TICAH
Forward Heavy TT
P
OF075 OF063
OF053 LT OF13 LT
OF056 P
OF057 OF054 OF052

Accommodation
(Starboard)
OF21.2
ZI ZI
131 OF51.2
Oil Tank for
ZI Set
102 ZT ZT OF OS56.5 204 ZLH 104
OF21.5
OF LCAHH ZLH H
201
H OF26.5 OF36.2 ZS OF217 Set 218 H
101 OF Stop ZLL 105
ZT H OF 5.4 bar LCH
OF
H
OF Marine 216
OF
N.C
OF
H
OF
H
OF3.15
OF OF130 OF Storage
215 124 LS Tank LS
(103.6m3) (90.7m3) (173.8m3) LS
OF46
TI
TT TI TI
LS (40.3m3) Pump
TT OF220 Set Heavy
Pump TI Set
OF58 Transfer LIAHL
Pump
120
TI OF109 OF3.16
OF108 LT LIAL LS
OF28 LT LT OF38
OF48 OF OF
LIAH OF
LT 213 126
OF18 212
P OF OF OF OF
OF P P
FAH 301 302 FAH OF121 FAH 305 304 FAH
111 OF40
OF OF70 ZLL OF65
OF OF65
(Starboard)

OF OF
TI LS 133 134 LS TI
Key
Heavy Fuel Oil
(47.7m3) (47.7m3)
Electrical Signal

g) Agree filling rates, quantity, and specification of the fuel to be Procedure for the Transfer of Gas Oil Using the Gas Oil Procedure To Transfer Gas Oil from an MGO Storage Tank to
supplied and agree on a signalling system with the barge or Transfer Pump the Incinerator MGO Tank Using an HFO Transfer Pump
shore installation.
Gas oil may be transferred from the port and starboard MGO storage tanks If the MGO transfer is not available for some reason, MGO may be transferred
h) If possible, take meter readings on the barge or shore station using the MGO transfer pump. The procedure detailed below describes the to the incinerator tank or between the MGO storage tanks using either HFO
supply line prior to commencing bunker transfer and dip the transfer of MGO from the port storage tank to the incinerator MGO tank. transfer pump. The procedure below describes the transfer of gas oil from the
MGO tanks using a little water finding paste to ensure no water port MGO storage tank to the incinerator MGO tank.
is present in the fuel. a) Check and note the level of fuel in the port MGO storage tank
and the incinerator MGO tank. Determine the quantity of fuel to a) Check and note the quantity of fuel in the incinerator MGO tank
i) Signal to the shore installation or barge to commence bunkering be transferred. and the port MGO storage tank; determine the quantity of fuel
at a slow rate. to be transferred.
b) Check that the crossover blanks connecting the MGO transfer
j) Check the bunker hose connections and pipeline for any leaks. pump to the HFO transfer pumps are fitted. Before using the HFO transfer pump, the HFO lines and pump must be flushed
through with MGO to an HFO tank. Proceed as follows:
k) Check that the fuel is flowing into the correct tank, and not to c) Ensure that the MGO transfer pump suction filter is clean.
any other tank. b) Ensure the No.2 HFO transfer pump suction filter is clean.
d) Set the system valves as per the following table:
l) Increase the bunkering rate to the agreed maximum. c) Remove the crossover blanks fitted in the suction and discharge
Position Description Valve crossover lines between the HFO transfer pumps and the MGO
m) Ensure bunker sampling has commenced. transfer pump.
Open Port MGO storage tank quick-closing outlet valve OF210
n) As the level in the first storage tank approaches the amount Open Port MGO storage tank suction valve OF211 d) Set up the valves as per the following tables:
stated in the bunker plan open the filling valve to the second Closed Starboard MGO storage tank suction valve OF212
tank fully, and slowly close in the filling valve to the tank being Closed Starboard MGO storage tank quick-closing outlet OF205 Position Description Valve
topped-off. Ensure that the maximum back-pressure on the valve Closed No.2 HFO transfer pump suction valves from the OF132
bunker line is not exceeded. Open MGO transfer pump suction valve OF213 HFO storage tanks OF135
Open MGO transfer pump discharge valve OF215
Note: Always advise barge/shore installation that the bunker tank being Closed MGO transfer pump suction valve OF213
Open MGO transfer pump discharge line valve OF216
filled is being changed over, as their back-pressure may also increase. Open - Transfer pumps suction manifold crossover valve OF121
Closed Port MGO service tank filling valve OF230 blank
o) Fill the remaining tank in the same way. For the final storage Closed Port MGO settling tank filling valve OF202 Closed - Transfer pumps discharge manifold crossover valve OF130
tank the filling rate must be reduced by slowing the pumping Closed MGO transfer pump discharge valve to tank filling OF217 blank
operation, and this must be signalled to the barge or shore line Open Port MGO storage tank quick-closing outlet valve OF210
station. Closed Starboard MGO service tank filling valve OF231 Open Port MGO service tank suction valve OF211
Closed Starboard MGO settling tank filling valve OF203 Closed Starboard MGO storage tank suction valve OF212
p) When the final tank is full, the barge or shore station must be
Open Incinerator MGO tank filling valve OI038 Closed MGO transfer pump discharge valve OF215
signalled to stop pumping unless they have already done so.
Closed MGO discharge valve to MGO bunker main OF216
e) Ensure that the blanks on all the bunker connections are secure,
q) Ensure that the sample containers are sealed and labelled Closed MGO transfer pump discharge valve to tank filling OF217
and that all drain and sampling valves on the bunker manifolds
correctly. line
are closed.
Open No.2 HFO transfer pump suction valve OF122
r) When bunkering has finished, and the lines have been blown Open No.2 HFO transfer pump discharge valve OF124
f) Start the MGO transfer pump and check that gas oil is being
through, close all bunker manifold and tank filling valves.
pumped to the incinerator MGO tank from the port MGO Open Port HFO settling tank filling valve OF103
storage tank. When the required quantity has been transferred Open HFO transfer pumps discharge line valve to the OF129
s) Agree with the barge or shore connection the quantity supplied
stop the transfer pump. bunkering main
and then if satisfied, sign/endorse the bunker receipt.
g) Record the details in the Oil Record Book e) Start No.2 HFO transfer pump and allow the pump to run for
t) Disconnect the bunker hose and replace the blank.
60 seconds, discharging the HFO to the port HFO settling tank.
u) Record the details in the Oil Record Book After this period when the pump amps and suction pressure drop

Accommodation
(Port) OF017 OF013
PI PI PI PI PI ZI
Deck Deck
OF072 OF025 OF022 OF019 OF014 OF064
ZI OF OF
ZT H ZT H
OF027 OF071 OF021 OF018 OF015 OF11.2 050 051
OF026 OF023 OF070 OF016 OF012
OF14
(Forward)
OF062 OF059 TI (2937.7m3) TICAH
Forward Heavy TT
P
OF075 OF063
OF053 LT OF13 LT
OF056 P
OF057 OF054 OF052

Accommodation
(Starboard)
OF21.2
ZI ZI
131 OF51.2
Oil Tank for
ZI Set
102 ZT ZT OF OS56.5 204 ZLH 104
OF21.5
OF LCAHH ZLH H
201
H OF26.5 OF36.2 ZS OF217 Set 218 H
101 OF Stop ZLL 105
ZT H OF 5.4 bar LCH
OF
H
OF Marine 216
OF
N.C
OF
H
OF
H
OF3.15
OF OF130 OF Storage
215 124 LS Tank LS
(103.6m3) (90.7m3) (173.8m3) LS
OF46
TI
TT TI TI
LS (40.3m3) Pump
TT OF220 Set Heavy
Pump TI Set
OF58 Transfer LIAHL
Pump
120
TI OF109 OF3.16
OF108 LT LIAL LS
OF28 LT LT OF38
OF48 OF OF
LIAH OF
LT 213 126
OF18 212
P OF OF OF OF
OF P P
FAH 301 302 FAH OF121 FAH 305 304 FAH
111 OF40
OF OF70 ZLL OF65
OF OF65
(Starboard)

OF OF
TI LS 133 134 LS TI
Key
Heavy Fuel Oil
(47.7m3) (47.7m3)
Electrical Signal

off, it can be assumed that the pump, filter and pipework are
clear of HFO.
f) Stop the transfer pump and set the system valves according to
the following table:

Closed No.2 HFO transfer pump suction valves from the OF132
HFO storage tanks OF135
Closed MGO transfer pump suction valve OF213
Open - Transfer pumps suction manifold crossover valve OF121
blank
Open - Transfer pumps discharge manifold crossover valve OF130
blank
Open Port MGO storage tank quick-closing outlet valve OF210
Open Port MGO service tank suction valve OF211
Closed Starboard MGO storage tank suction valve OF212
Closed MGO transfer pump discharge valve OF215
Open MGO discharge valve to MGO bunker main OF216
Closed MGO transfer pump discharge valve to tank filling OF217
line
Open No.2 HFO transfer pump suction valve OF122
Open No.2 HFO transfer pump discharge valve OF124
Closed Port HFO settling tank filling valve OF103
Closed No.2 HFO transfer pump discharge line valve to the OF129
bunkering main
Closed Port MGO service tank filling valve OF230
Closed Port MGO settling tank filling valve OF202
Closed Starboard MGO service tank filling valve OF231
Closed Starboard MGO settling tank filling valve OF203
Open Incinerator MGO tank filling valve OI038
g) Ensure that the blanks on all the MGO bunker connections are
secure, and that all drain and sampling valves on the bunker
manifolds are closed.
h) Start No.2 HFO transfer pump and check that MGO is being
transferred correctly from the port MGO storage tank to the
incinerator MGO tank. When the required quantity of fuel has
been transferred stop the transfer pump.
i) Close all the system valves and refit the crossover blanks fitted
in the suction and discharge crossover lines between the HFO
transfer pumps and the MGO transfer pump.
j) Record the fuel transfer in the Oil Record Book.

Illustration 2.7.2a Starboard Fuel Oil Separating System
Marine Gas Marine Gas

Oil Serving Tank Oil Settling Tank
(Starboard) (Starboard)
(40.3m3) (40.3m3) IG
OP OP 009
P 068 P
082
From Inert Gas Heavy Fuel Oil Heavy Fuel Oil

Generator Settling Tank Serving Tank
To Inert Gas Generator (Starboard) (Starboard)
Fuel Oil Pump IG005 (90.7m3) (103.6m3)
OP
P
051
Set
810kPa OP
OP OP
252
Set TI
452 451
810kPa OP
264
TI
Set
OP No.1
810kPa
262 Main Engine
TI
TI Fuel Oil Purifying No.2 Main Engine OP
OP
Heater (Starboard) Fuel Oil Purifying 027
TI 157 To Fuel Oil
OP (7.8m3/h x 60/98OC) Heater (Starboard) OP OP OP Overflow Tank
158 (7.8m3/h x 60/98OC) 154 155 156 (Starboard)
To Fuel Oil N.C OP352 OP052
TI Post Purifying
OP OP Drain Tank
Fuel Oil Cooler
261 260 (Starboard) OP053
(13m3/h x 98/85OC) TI
TI
TT1 TIC PT1

TT1 TIC PT1
S S
CP CP
Heavy Fuel Oil
OP N.C Purifying
OP037 256(NC) Feed Pump
OP254 OP253 Diff Set. (Starboard) Diff Set.
450kPa No.2 No.1 450kPa
OP255 (7.8m3/h x
OP259 PT4 PI PT4 PI PI 0.25MPa) PI
S S
MT MT
V4 RV4 V4 RV4
OP151 OP152
XA XA
OP32 XS No.1 Heavy OP42 XS No.2 Heavy
Fuel Oil PI Fuel Oil PI OP153
Purifier (Port) Purifier (Port)
Workbench (6500L/H) (6500L/H)
PT5 PT5
S S
ZS ZS
OP455 OP456
Key
Sludge Tank
(Starboard) Heavy Fuel Oil
(17.7m3) Waste Oil
Electrical Signal

2.7.2 Fuel Oil and Diesel Oil Purifying System Introduction The control unit supervises the entire operation of the separation system,
performing monitoring, control and alarm functions.
Fuel Oil Separator The fuel oil purifying system comprises of four identical centrifugal separators,
two of which are arranged on each side of the engine room in the port and The process adapts automatically to certain changes in conditions, such
starboard purifier rooms. The separators normally operate to purify heavy fuel as increased water content in the unprocessed oil, high or low oil feed
No. of sets: 4 oil (HFO), each pair of separators taking HFO from the settling tank on their temperatures etc.
Capacity: 6,500 litre/hr respective side and filling the service tank on the same side of the vessel. Under
Model: SA 876 normal circumstances only one separator will be operating on each side, to fill Control of the separator is via an EPC-50 electronic control unit which
Bowl speed: 6120 rpm the HFO service tank as fuel is being used by the main engine and generator supervises the separation system. At the inlet to the unit a temperature
engines. One separator on each side of the vessel can also be used to purify transmitter measures the oil temperatures and signals the control unit. A
Oil density: 1100kg/m3 maximum pressure transmitter provides an inlet pressure signal, and a pneumatically
marine gas oil (MGO), drawing from the MGO service tank on the separator’s
Separating temperature: HFO mode 98°C respective side of the vessel, and returning the cleaned MGO to the same controlled changeover valve recirculates the HFO back to the settling tank until
DO mode 40°C service tank. the separator operates. On the clean fuel outlet side of the separator a pressure
Oil inlet pressure: 200kPa maximum at inlet transmitter measures the oil outlet pressure, and a water transducer measures
Each separator is provided with a feed pump, fuel oil heater, and control the water content of the oil.
Oil outlet pressure: 250kPa maximum
panel. The separators are of the self-cleaning type, and the separator bowls
Operating water: 200kPa minimum pressure, 600kPa maximum A regulating valve allows for manual regulation of the back-pressure in the
automatically open to discharge sludge at timed intervals; a sludge tank is
Operating water: +5°C minimum temperature, +55°C maximum provided on each side of the vessel for the separators. The separator bowl is clean oil outlet. On the water discharge side a pressure transmitter measures
Working air pressure: 500kPa minimum pressure, 700kPa maximum driven by an electric motor via a belt transmission. The belt pulley on the motor the pressure in the water drain outlet. All transmitters send their signals to the
Motor: 440V, 26.5kW at 3,520 rpm shaft includes a centrifugal clutch. control unit.
Control panel: EPC 50
Emergency stop pushbuttons have been fitted outside each of the separator The method of water removal is selected by the EPC-50 depending upon
rooms for stopping the separators, feed pumps, and fans in an emergency. the water content. Initially the drain valve is opened to remove water. If the
Fuel Oil Separator Feed Pump water content still increases the drain valve reopens. After five openings of
Manufacturer: IMO the drain valve a sludge discharge cycle is initiated. If the water content of the
The Separator System oil discharge returns to normal after the sludge discharge, then the separator
No. of sets: 4
operation returns to normal. A sludge discharge takes place normally at preset
Model: ACE 038K3 NTBP Liquid mixtures and solid/liquid mixtures can be separated by two methods; time intervals.
Type; Horizontal screw, motor-driven the gravity field of a settling tank or the centrifugal field of a separator bowl.
Capacity: 7.8m3/h at 250kPa Both systems rely on the mixture components having different densities. The separator is controlled locally from the control cabinet. A selector switch
Since the centrifugal field of a separator is considerably more effective than allows for manual (MAN), automatic (AUT) or cleaning (CIP) modes.
Motor: 440V, 4.6kW at 3440 rpm
the gravity field of a settling tank it is usual practice to favour the centrifugal
method. Centrifugal separation is improved when the difference in relative In automatic mode the EPC-50 has control of the feed pump, heater, and
Heavy Fuel Oil Separator Heaters density between the fuel, water, and solids in the fuel are as great as possible. vibration monitor. With the switch in the CIP (Cleaning in Place) position it is
The difference in relative densities can be increased if the temperature of the possible to fit, and operate the cleaning equipment. Using the CIP equipment,
Manufacturer: DongWha Entec fuel being treated is raised. Manufacturer’s recommendations with respect to the separator and the heater can be cleaned in position.
No. of sets: 4 operating temperatures should always be followed. The temperature of the
Type: Shell & tube HFO flowing to the separators can be adjusted by the thermostat control on
Note: The CIP mode is an option supplied by the manufacturer and reference
the heater control unit, but is normally set at 98°C. The setting when purifying
Model: 2.98m2 should be made to the maker’s manual should this be used.
MGO is 40°C.
Capacity: 7.8m3/h
The following sensors are fitted:
The SA System • Speed sensor, which indicates the speed of the separator, as the
Post Purifier FO Cooler correct speed is needed for the best separating results
The SA876 separator receives preheated, unprocessed oil from a feed pump,
Manufacturer: DongWha Entec • Unbalance sensor for indication of any abnormal unbalance
which is then cleaned of solid particles and water in the bowl. The cleaned
No. of sets: 2 oil leaves the separator through the oil outlet, whilst separated water and • Cover interlock switch which inhibits the starting of the purifier
Type: Shell & tube sludge accumulate at the periphery of the rotating bowl. The sludge and water if the cover is not seating correctly
Model: 8.3m2 are discharged at preset time intervals. During the discharge the oil inlet is
Capacity: 13m3/h 98°C to 85°C closed.

Illustration 2.7.2b Starboard Fuel Oil Separation System Screen Shot

WARNING • Water sensor a) Ensure that the HFO settling tanks contain sufficient HFO to
• Thermometer for monitoring the unprocessed oil temperature enable the separators to function correctly.
Care must be taken when operating the separator system. Hot oil and
steam are present and can result in serious injury if leakage occurs.
Software assignment for each separator is carried out in the factory using a b) Check and record the level of oil in all fuel tanks.
There is a fire risk from the presence of hot oil, and all precautions
must be taken to prevent a fire and to deal with any outbreak. The password function. Any alterations to the set parameters should only be carried
out by a person authorised to make such changes. c) Confirm that water test cocks are fitted to HFO settling tanks.
extinguishing system must be checked frequently. Centrifuges operate
on an automatic sludging system, but failure of the system to effectively
The HFO separators require compressed air and fresh water supplies for d) Open the control air valve, and operating fresh water supply
discharge sludge can cause overload, and subsequent breakdown of the
control and bowl operation/flushing. Supply systems for these are covered valves to the separator systems. Ensure there is power available
bowl arrangement which rotates at high speed. After manual cleaning,
in the relevant control air system and fresh water Sections, 2.10.3 and 2.14.1 to the separator control systems.
care is needed to ensure that the bowl is assembled correctly, as incorrect
assembly can result in disintegration at high rotational speed. All respectively of this manual.
e) Set up the valves as per the following tables:
operating and maintenance precautions stipulated by the manufacturer
in the maintenance manual must be observed. Compressed air is supplied to the purifiers to control the supply of oil to the
bowl and the automatic discharge facility. Domestic fresh water is supplied for Port HFO System
sealing and flushing purposes.
The separator operates in the total solids ejection mode, which means that the Position Description Valve
bowl opens fully, and ejects the entire bowl contents before the bowl is closed, The HFO feed pumps have a discharge crossover valve which allows either Open Port HFO settling tank quick-closing suction valve OP001
and the separating process begins again. feed pump to supply either separator. The steam heaters maintain a constant Open No.1 HFO separator feed pump suction valve from OP003
temperature of 98ºC for optimum purification of HFO. From the heater the port HFO settling tank
Water in the fuel passing to the service tank can cause engine operating
HFO is pumped into the separator. After purification, the oil is discharged to
problems, particularly for the diesel generator engines. It is essential that Open No.1 HFO separator feed pump discharge valve OP102
the HFO service tanks.
allowance is made for the specific gravity of the fuel oil being purified. Water Closed No.2 HFO separator feed pump suction valve OP002
and sludge discharged from the separator is collected in the common FO/LO
CAUTION Closed No.2 HFO separator feed pump discharge valve OP101
purifier sludge tank; one sludge tank being located on each side of the engine
room. The oil flow rate through the separator is regulated by a valve in the Centrifuges operate on an automatic sludging system, failure of the Closed No.2 HFO separator feed pump suction valve from OP302
delivery line from the feed pump to the purifier, with excess fuel returning to system to effectively discharge sludge can cause overload and subsequent port MGO service tank
the settling tank via the 3-way changeover/recirculation valve. breakdown of the bowl arrangement which rotates at high speed. After Closed Separator feed pump discharge crossover valve OP103
manual cleaning, care is needed to ensure that the bowl is assembled Closed No.1 HFO separator feed pump recirculation valve OP104
correctly, as incorrect assembly can result in disintegration at high to port HFO settling tank
Control Unit for the Separator rotational speed. All operating and maintenance precautions stipulated
Open No.1 HFO separator heater inlet valve OP108
by the manufacturer in the maintenance manual must be observed.
The EPC-50 control unit is used for the automatic ejection control, and Open No.1 HFO separator heater outlet valve OP124
condition monitoring of the fuel oil separator. It controls heating, starting, Preparation for the Operation of the Heavy Fuel Oil Purifying Operational Three-way changeover/recirculation valve V1
separation, sludge discharge and stopping sequences. System Set No.1 HFO separator flow regulating valve RV4
Operational No.1 HFO separator clean oil outlet control valve V4
The separation process is continuously monitored via input signals from the The following descriptions assume:
sensors, and an alarm will sound if preset values are exceeded Open No.1 HFO separator recirculation valve to port OP208
No.1 HFO purifier and No.1 HFO purifier supply pump are to HFO settling tank
The front panel of the EPC-50 unit provides a display, pushbuttons for feed be used for purifying fuel oil from the port HFO settling tank to Open No.1 HFO separator discharge valve to post purifier OP209
pump and separator stop/starts, a CIP/MAN/AUT selector switch and an the port HFO service tank. HFO cooler
emergency stop button. No.1 HFO purifier and No.1 HFO purifier supply pump are to Open Post purifier HFO cooler inlet valve OP210
be used for purifying fuel oil from the starboard HFO settling Open Post purifier HFO cooler outlet valve to port HFO OP212
In addition to the control panel the control system comprises all the complete tank to the starboard HFO service tank. service tank
line fittings incorporating electrical components which are controlled or
Closed Post purifier HFO cooler bypass valve OP211
monitored by the control unit which include: Note that purifier and supply pump designations are No.1 and No.2 for both
Open Post purifier HFO cooler cooling water inlet valve LC237
• Unprocessed oil connection port and starboard systems.
Open Post purifier HFO cooler cooling water outlet valve LC238
• Sealing water connection Each purifying system has a post purifier FO cooler whose purpose is to reduce
• Operating water connection the purifier HFO discharge temperature from 98°C to 85°C before entering the
HFO service tank.
• Circuit and water discharge valve

Illustration 2.7.2c Port Fuel Oil Separating System
Marine Gas Marine Gas

Oil Serving Tank Oil Settling Tank
(Port) (Port)
(40.3m3) (40.3m3)
OP OP
P 301 P
303 From Gas
Combustion Unit
To Fuel Oil Pump Fuel Oil Pump Heavy Fuel Oil Heavy Fuel Oil
for Gas Combustion Unit Settling Tank Serving Tank
(Port) (Port)
(90.7m3) (103.6m3)
OP
P
001
Set
810kPa OP
OP OP
252
Set TI
402 401
810kPa OP
214
TI
Set
OP No.1 To Fuel Oil
810kPa
212 Main Engine Overflow Tank
TI
TI Fuel Oil Purifying No.2 Main Engine OP
OP (Port)
Heater (Port) Fuel Oil Purifying 201
TI 107
OP (7.8m3/h x 60/98OC) Heater (Port) OP OP OP
108 (7.8m3/h x 60/98OC) 104 105 106
To Fuel Oil N.C OP302 OP002
TI Post Purifying
OP Drain Tank
Fuel Oil Cooler
210 (Port) OP003
OP (13m3/h x 98/85OC) TI
TI
211
TT1 TIC PT1
TT1 TIC PT1
S S
CP CP
Heavy Fuel Oil
OP N.C Purifying
OP208 206(NC) Feed Pump
OP204 OP203 Diff Set. (Port) Diff Set.
450kPa No.2 No.1 450kPa
OP205 (7.8m3/h x
OP209 PT4 PI PT4 PI PI 250MPa) PI
S S
MT MT
V4 RV4 V4 RV4
OP101 OP102
XA XA
OP52 XS No.1 Heavy OP62 XS No.2 Heavy
Fuel Oil PI Fuel Oil PI OP103
Purifier (Port) Purifier (Port)
Workbench (6500L/H) (6500L/H)
PT5 PT5
S
ZS ZS S
OP405 OP406
Sludge Tank Key

(Port)
Heavy Fuel Oil
(17.7m3)
Waste Oil
Electrical Signal

Starboard HFO System the panel display. If necessary set the desired flow by means of w) Answer the questions indicated on the display by pressing the +
the regulating valve. pushbutton for YES or the - pushbutton for NO.
Open Starboard HFO settling tank quick-closing suction OP051 k) Open the condensate outlet valve and the steam inlet valve on x) When the questions have been answered satisfactorily
valve the separator HFO heater. an automatic system calibration is carried out, and when
Open No.1 HFO separator feed pump suction valve from OP053 this is successful the separation process will start and run
starboard HFO settling tank l) Open the auxiliary central cooling inlet and outlet valves to the automatically.
Open No.1 HFO separator feed pump discharge valve OP152 post purifier FO cooler.
Closed No.2 HFO separator feed pump suction valve OP052 Note: The manufacturer’s manual covering the operation of the separation
m) Open the condensate and steam supply valves to the trace system must be consulted regarding operation of the system, and the operator
Closed No.2 HFO separator feed pump discharge valve OP151 heating system for the HFO lines. See Sections 2.2 and 2.3. panel display parameters. No part of the operating control system or the
Closed No.2 HFO separator feed pump suction valve from OP352 parameters must be changed without good reason, consulting the manual,
starboard MGO service tank n) Ensure that the heater is operating by pressing the HEATER and the authority of the engineer officer in charge.
Closed Separator feed pump discharge crossover valve OP153 pushbutton on the control panel.
Closed No.1 HFO separator feed pump recirculation valve OP154
to starboard HFO settling tank o) Press the SEPARATION pushbutton to activate the EPC-50. Procedure for Operating the Heavy Fuel Oil Separator
Open No.1 HFO separator heater inlet valve OP158
p) Before the separator can be started the display asks a number of CAUTION
Open No.1 HFO separator heater outlet valve OP264 questions which must be answered. A YES answer is indicated Before operating a separator a second check must be made to ensure
Operational Three-way changeover/recirculation valve V1 by pressing the + pushbutton and a NO answer by pressing the that the correct valves are open for the separator, heater and pump to
Set No.1 HFO separator flow regulating valve RV4 - pushbutton. be operated, as well as the settling tank system from which the HFO is
Operational No.1 HFO separator clean oil outlet control valve V4 to be drawn and the service tank system to which the purified HFO is
Open No.1 HFO separator recirculation valve to OP037 q) When all questions have been answered, press the SEPARATOR to be sent.
starboard HFO settling tank START pushbutton.
Open No.1 HFO separator discharge valve to post OP259 To operate each separator system proceed as follows:
The separator speed and START are shown alternatively in the display until the
purifier HFO cooler
separator is at full speed. The oil temperature may be displayed by pressing the a) Check that the SA system is operational, and that the control
Open Post purifier HFO cooler inlet valve OP260 operator panel + button until TT1 is shown in the display. unit is working.
Open Post purifier HFO cooler outlet valve to No.1 HFO OP262
service tank r) When the separator has reached the correct speed and the oil is b) Ensure that control air is available for operating the control
Closed Post purifier HFO cooler bypass valve OP261 at the required temperature of 98°C, press the SEPARATION functions.
Open Post purifier HFO cooler cooling water inlet valve LC235 pushbutton to start the separation process.
Open Post purifier HFO cooler cooling water outlet valve LC236 c) Ensure the bowl is assembled correctly, and that the separator
s) Adjust the back-pressure to the normal running value. cover is secure.
For each of the separator systems:
t) Operating information may be displayed for various parameters d) Check the separator gearbox oil level is satisfactory, if necessary
f) Ensure that the separator bowl has been assembled correctly and by pressing the + pushbutton until the desired parameter is top-up with the correct grade of oil.
that the bowl and cover are secure. shown on the display.
e) Supply trace heating steam by opening the necessary steam and
g) Check that the separator bowl is free to rotate. Automatic Operation condensate valves.
The system can be run automatically after the first manual start-up. For f) Supply electrical power to the ECP-50 starter panel and set the
h) Confirm that the separator gearbox oil level is correct. automatic operation the steps below are carried out replacing steps from item mode selection to MANUAL. Start the separator HFO feed
i) above. pump by pressing the pump START pushbutton. Oil will bypass
i) Select MAN at the selector switch; the first start-up of the
separator must always be made manually. the separator, returning to the settling tank through the three-
u) Turn the mode selector switch to AUT. way changeover/recirculation valve.
j) Ensure that power is available, then start the feed pump from the v) At the operator panel press the SEPARATION pushbutton to
local starter in the purifier room. The oil flow may be read from g) Open the fresh water supply to the purifiers (see Section
start the separation process. 2.14.1).

Illustration 2.7.2d Port Fuel Oil Separation System Screen Shot

h) At the control panel press the SEPARATION pushbutton. A e) Stop the separator HFO supply pumps and close the settling Position Description Valve
series of questions will now be displayed on the LCD screen, tank outlet valves, OP001 for the port tank, and OP051 for the
Closed No.2 HFO separator feed pump recirculation valve to OP106
when all of the questions have been answered press the starboard tank.
port MGO settling tank
separator START button. The separator unit will now run up to
full working speed. Check for excessive vibration during the f) When shutting down No.1 separators in port and starboard Closed No.2 HFO separator heater inlet valve OP107
speed increase period. The speed of the separator during the systems, close the post purifier FO cooler outlet valves discharge Closed No.2 HFO separator heater outlet valve OP202
run-up period will be displayed on the LCD screen. valves to the HFO service tanks, OP212 and OP262 respectively. Open No.2 HFO separator heater bypass valve OP201
Close the recirculation line valves to the HFO settling tanks, Operational Three-way changeover/recirculation valve V1
i) Slowly open the steam supply to the heater and check that the OP208F and OP037 respectively.
Set No.2 HFO separator flow regulating valve RV4
heater control temperature is set at the desired value (normally
98oC for HFO). g ) When the separator(s) have stopped switch off the power to Operational No.2 HFO separator clean oil outlet control valve V4
the separator motor. Dismantle the separator for cleaning as Closed No.2 HFO separator recirculation valve to port HFO OP203
j) When the separator is up to speed and the correct temperature is required. settling tank
indicated on the display, press the process START/STOP function Open No.2 HFO separator recirculation valve to port MGO OP204
button; purification of the HFO commences automatically. h) Close the cooling water inlet and outlet valves for the post settling tank
When the separator has settled down, change the mode switch purifier FO cooler. Open No.2 HFO separator discharge valve to port MGO OP206
to AUTO. service tank
Procedure for the Operation of the Separators to Purify Gas Closed No.2 HFO separator discharge valve to post purifier OP205
The three-way changeover/recirculation valve will change position and allow FO cooler and port MGO service tank
oil to flow to the separator. Purified HFO will flow from the separator to the Oil
HFO service tank.
The No.2 separator in the port and starboard systems can be used to purify gas Starboard MGO System
k) Check that the separator is operating correctly with adequate oil (MGO). The No.2 separators draw MGO from the port or starboard MGO
settling tank, returning the MGO to the port or starboard MGO service tank. Position Description Valve
throughput and that there is no vibration.
Open Starboard MGO settling tank quick-closing outlet OP068
The separator will operate continuously, sludging the bowl on a timed basis. a) Ensure that the MGO service tanks contain sufficient MGO to valve
Discharge of the sludge takes place at preset intervals or when water discharge enable the separators to function correctly. Closed Starboard HFO settling tank quick-closing suction OP051
in the oil outlet line is detected by a sensor. valve
b) Check and record the level of oil in the service tanks. Closed No.2 HFO separator feed pump suction valve OP052
Procedure to Stop the Separator Open No.2 HFO separator feed pump discharge valve OP151
c) Open the control air valve and operating fresh water supply
valves to the separator systems, and ensure there is power Open No.2 HFO separator feed pump suction valve from OP352
a) Shut the steam supply and condensate valves to the trace heating available to the separator control systems. starboard MGO service tank
system for the HFO lines, see Sections 2.2 and 2.3. Closed Separator feed pump discharge crossover valve OP153
d) Set up the valves as per the following tables: Closed No.2 HFO separator feed pump recirculation valve to OP155
b) Stop the purification process by pressing the SEPARATION starboard HFO settling tank
pushbutton on the operator panel. The stop sequence will be
Port MGO System Closed No.2 HFO separator feed pump recirculation valve to OP156
initiated and a bowl sludge discharge initiated.
starboard MGO settling tank
Position Description Valve Closed No.2 HFO separator heater inlet valve OP157
c) When the sludge discharge is completed, STOP is displayed on
Open Port MGO settling tank quick-closing outlet valve OP301 Closed No.2 HFO separator heater outlet valve OP252
the operator panel.
Closed Port HFO settling tank quick-closing suction valve OP001 Open No.2 HFO separator heater bypass valve OP027
The separator will commence the shutdown sequence and then stop. Closed No.2 HFO separator feed pump suction valve OP002 Operational Three-way changeover/recirculation valve V1
Open No.2 HFO separator feed pump discharge valve OP101 Set No.2 HFO separator flow regulating valve RV4
d) Shut off the operating water supply valve and the HFO heater
Open No.2 HFO separator feed pump suction valve from OP302 Operational No.2 HFO separator clean oil outlet control valve V4
steam and condensate valves.
port MGO service tank Closed No.2 HFO separator recirculation valve to starboard OP253
Allow the HFO supply pump to continue circulating fuel through the heater Closed Separator feed pump discharge crossover valve OP103 HFO settling tank
and back to the settling tank for approximately one hour to prevent ‘coke’ Closed No.2 HFO separator feed pump recirculation valve to OP105 Open No.2 HFO separator recirculation valve to starboard OP254
build-up in the heater. port HFO settling tank MGO settling tank

Illustration 2.7.2e Heavy Fuel Oil Separator Control Panel
No.1 HFO SEPARATOR
Emergency
Stop
OP
TT PT MT PT
1 1 4 4 HEATER
5 5 SEPARATION
MAN. PT
15 15 10
STOP
CIP AUT.
SEPARATOR FEED PUMP
EPC 50
DISCHARGE
INFO
OP ACTIVE
- + ENTER
ALARM

Position Description Valve The separator speed, and START are shown alternatively in the display until d) Close the separator discharge valves to the MGO service tanks,
the separator is at full speed. The oil temperature may be displayed by pressing OP206 port, and OP256 starboard. Close the recirculation line
Open No.2 HFO separator discharge valve to starboard OP256 the operator panel + button until TT1 is shown in the display. valves to the MGO service tanks, OP204 port, and OP254
MGO service tank
starboard.
Closed No.2 HFO separator discharge valve to post purifier OP255 p) When the separator has reached the correct speed, press the
FO cooler and port MGO service tank SEPARATION pushbutton to start the separation process. e) When the separator(s) have stopped, switch off the power to
the separator motor. Dismantle the separator for cleaning as
For each of the separator systems: q) Operating information may be displayed for various parameters required.
by pressing the + pushbutton until the desired parameter is
e) Ensure that the separator bowl has been assembled correctly, shown on the display.
and that the bowl and cover are secure.
f) Check that the separator brake is off and that the separator bowl Automatic Operation
is free to rotate. The system can be run automatically after the first manual start-up. For
automatic operation the steps below are carried out replacing steps from item
g) Confirm that the separator gearbox oil level is correct. k) above.
h) Ensure that power is available, then start the feed pump from r) Turn the mode selector switch to AUT.
the local starter in the purifier room. The feed pump will draw
MGO from the MGO settling tank and flush the HFO from the s) At the operator panel press the SEPARATION pushbutton to
lines and heater to the HFO settling tank, opening recirculation start the separation process.
valve OP105 for the port HFO settling tank, or valve OP155 for
the starboard HFO settling tank. After 30 seconds stop the feed t) Answer the questions indicated on the display by pressing the +
pump. pushbutton for YES or the - pushbutton for NO.
i) Close the recirculation valve to the HFO settling tank (OP105 u) When the questions have been answered satisfactorily
port, OP155 starboard), and open the recirculation valve to the an automatic system calibration is carried out, and when
MGO settling tank (OP204 port, OP254 starboard). this is successful the separation process will start and run
automatically.
j) Select MAN at the selector switch; the first start-up of the
separator must always be made manually. Note: The manufacturer’s manual covering the operation of the separation
system must be consulted regarding operation of the system and the operator
k) Start the feed pump. The oil flow may be read from the panel panel display parameters. No part of the operating control system or the
display. If necessary set the desired flow by means of the parameters must be changed without good reason, consulting the manual and
regulating valve. the authority of the engineer officer in charge.
l) Select oil feed temperature which for MGO mode is 40°C.

Ensure that the condensate outlet valve and the steam inlet valve Procedure to Stop the Separator
on the separator HFO heater are closed.
a) Stop the purification process by pressing the SEPARATION
m) Press the SEPARATION pushbutton to activate the EPC-50. pushbutton on the operator panel. The stop sequence will be
initiated and a bowl sludge discharge initiated.
n) Before the separator can be started the display asks a number of
questions which must be answered. A YES answer is indicated The separator will commence the shutdown sequence and then stop.
by pressing the + pushbutton and a NO answer by pressing the
- pushbutton. b) Shut off the operating water supply valve.
o) When all questions have been answered, press the SEPARATOR c) Stop the separator MGO supply pump and close the MGO
START pushbutton. service tank outlet valve, and the feed pump suction valves,
OP302 port, and OP352 starboard.

Illustration 2.8.1a Lubricating Oil Filling and Transfer System
LF001 LF004
LF002 LF005
Drain Plug
LF003 From No.2 Main Engine LF006 Drain Plug
Cylinder Oil Service Tank for
Low Sulphur Fuel Oil (Port)
Upper Deck Upper Deck
From No.2 Main Engine
Cylinder Oil Service Tank for From No.1 Main Engine Cylinder From No.1 Main
Low Sulphur Fuel Oil Oil Service Tank for Heavy Fuel Oil (Port) Engine Cylinder
N.C N.C N.C Oil Service Tank
(Starboard)
for Heavy Fuel Oil
LF018 LF009 LF056 (Starboard)
LF LF LAH LF LF LF LAH LF LAH LF LAH LF LAH LF LF LF
017 016 LF23 012 008 010 LF22 047 LF20 011 LF19 048 LF21 014 015 013
Generator Generator Main Engine Main Engine Main Engine Renovating Main Engine Renovating Main Engine Main Engine Main Engine
Lubricating Setting Oil LS Cylinder System Oil System Oil LS Tank (Port) LS Cylinder LS Tank LS System Oil System Oil Cylinder
Oil Storage Settling Oil Storage Storage Tank Settling Tank (47.2m3) Oil Storage (Starboard) Settling Tank Storage Tank Oil Storage
Tank Tank Tank for (Port) (Port) Tank for (47.2m3) (Starboard) (Starboard) Tank for
(11.5m3) (11.8m3) Marine Gas (47.2m3) (47.2m3) Marine Gas (47.2m3) (47.2m3) Marine Gas
TI
Oil Use TI TI
Oil Use TI TI
Oil Use
(70.0m3) (70.7m3) (70.7m3)
P
LF
P
LF P
LF P
LF P
LF P
LF P
LF 021 P
LF P
LF P
LF P
LF
023 027 022 019 020 051 052 024 025 059
N.C N.C From Main N.C
Engine From Main
LF030 To Port Main Engine Lubricating Engine To No.1 Main Engine
LF028 LF029
Cylinder Oil Service Tank for Oil Purifier Lubricating Cylinder Oil Service Tank
Heavy Fuel Oil (Port) Oil Purifier for Heavy Fuel Oil (Starboard)
To No.4 Generator
To No.2 Main To No.2 Main LF LF LF Filling Cap Filling Cap Filling Cap
Engine Lubricating Oil
Engine Cylinder Engine Cylinder 050 073 032
Sump Tank (Port) LF033 General General General
Oil Service Tank Oil Service Tank
To Main Engine To Main Engine
From No.4 Generator for Low Sulphur for Low Sulphur Service Service Service
Lubricating Oil Lubricating Oil
Engine Lubricating Oil Fuel Oil Fuel Oil LF031 Tank Tank Tank
Purifier LF072 LF071 Purifier 3rd Deck (P)
Sump Tank (Port) (Port) (Starboard) (0.5m3) (0.2m3) (0.2m3)
To No.3 Generator
From Generator Lubricating Oil
Engine Lubricating Oil To Lubricating Oil
Engine Lubricating PI Transfer Pump PI LF067 LF063 LF064
Sump Tank (Starboard) Drain Tank
Oil Purifiers (Port) To Generator (5.0m3/h x
From No.3 Generator Engine Lubricating No.2 No.1 Filling Cap Filling Cap Filling Cap
0.4MPa)
Engine Lubricating Oil Oil Purifiers (Port) LF
CP CP General General General
Sump Tank (Starboard) To Port and 076 Service Service Service
To No.2 Generator Starboard LO 3rd Deck (s) Tank Tank Tank
Engine Lubricating Oil To Main Engine Service System LF
Lubricating Oil 078 (0.9m3) (0.2m3) (0.2m3)
Sump Tank (Starboard)
Purifier
From No.2 Generator LF070 LF069
Engine Lubricating Oil LF068 LF065 LF066
Sump Tank (Starboard) To Stern Tube
Lubricating Oil LF034
To No.1 Generator Sump Tank (Port) LF039 LF040
LF036 LF042 LF041 LF037 LF038 LF035 To Main Engine
Engine Lubricating Oil To Stern Tube
Sump Tank (Starboard) Lubricating Oil Sump Tank
Purifier (Starboard)
From No.1 Generator
Engine Lubricating Oil
Sump Tank (Starboard) From Main Engine From Main Engine
LF045 LF074 LF046 From Stern Tube From Stern Tube LF043 LF075 LF044
Purifier Lubricating Oil Lubricating Oil Purifier
Drain Tank (Port) Drain Tank (Starboard) Main Engine
Main Engine
System Oil
System Oil
Sump Tank
Key Sump Tank
(Starboard)
(Port)
Lubricating Oil (48.8m3)
(48.8m3)

2.8 lubricating oil systems Tank Volume 100% (m³) • Starboard main engine LO renovating tank
Generator engine LO storage tank 11.5m³ • Starboard main engine LO settling tank
2.8.1 Lubricating Oil Filling and Transfer Generator engine LO settling tank 11.8m³ • Starboard main engine LO storage tank
System
Generator engine LO sump tank x 4 47.2m³ And can discharge to the following:
LO drain tank 13.2m³
Lubricating Oil Transfer Pump • Shore connections
LO daily tanks port x 2 0.2m³
Manufacturer: IMO LO daily tanks port x 1 0.5m³ • Starboard main engine LO renovating tank
No. of sets: 2 (1 port and 1 starboard) LO daily tanks starboard x 2 0.2m³ • Starboard main engine LO settling tank
Model: ACE 032N3 NVBP LO daily tanks starboard x 1 0.9m³ • Starboard main engine LO storage tank
Type: Motor-driven, horizontal gear pump
Capacity: 5m³/h at 400kPa The outlet lines from each of the LO settling and cylinder oil storage tanks The No.2 LO transfer pump can take its suction from any one of the
are each fitted with remote quick-closing valves with a collapsible bridge, following:
Motor rating: 2.5kW, 440V, 60Hz, 3,420 rpm
which can be pneumatically operated from the fire control station. After being
• Port main engine LO sump tank
tripped, the valves must be reset manually by operating the valve handwheel
Introduction in the closed direction until the valve bridge can be reset. The valve can then • No.1 to No.4 generator engine sump tanks
be reopened. Each storage and settling tank is also fitted with a self-closing
• Port stern tube LO drain tank
Lubricating oil is stored on the vessel in the following tanks which are all test cock to test for the presence of water and to drain any water that may be
present. Tundishes under the test cocks drain any liquid down to the separated • Port main engine LO renovating tank
located in the engine room:
bilge oil tank as detailed in Section 2.8.6 of this manual. • Port main engine LO settling tank
Tank Volume 100% (m³) • Port main engine LO storage tank
The port and starboard main engine LO storage tanks are used to store clean
Port main LO storage tank 47.2m³ oil for the respective main engines, while the generator engine LO storage tank • Generator engine LO settling tank
Port main LO settling tank 47.2m³ located on the starboard side of the vessel is used to store clean engine oil for
all four generator engines on board. • Generator engine LO storage tank
Port main engine LO sump tank 48.8m³
Port main engine cylinder LO service tank 1.3m³ And can discharge to the following:
The port and starboard main engine LO settling tanks, and the generator
Port main engine cylinder LO service tank (low 0.5m³ • Shore connections
engine settling tank are all used to allow the contents of the engine sumps
sulphur) • Port main engine LO renovating tank
to be transferred prior to being separated back to the sump or back to the
Port main engine scavenge box drain tank 0.7m³ respective settling tank. To assist with the ‘settling out’ process, heating coils • Port main engine LO settling tank
Port main engine cylinder LO storage tank 70.7m³ have been fitted inside each of these tanks which are supplied with steam from
Port main engine cylinder LO heating tank 0.037m³ the saturated steam system. • Port main engine LO storage tank
Main engine cylinder LO storage tank for MGO use 70.0m³ • Generator engine LO settling tank
All of the storage and settling tanks can be filled from the LO bunker
Port main engine renovating tank 47.2m³ • Generator engine LO storage tank
stations located on the port and starboard sides of the upper deck next to
the accommodation block. The main engine LO settling/storage tanks, the
Starboard main LO storage tank 47.2m³ generator engine LO settling/storage tanks, and the main engine cylinder oil CAUTION
Starboard main LO settling tank 47.2m³ storage tanks have all been provided with their own bunker connections to Extreme care must be taken when transferring or purifying LO to ensure
Starboard main engine LO sump tank 48.8m³ prevent the risk of any cross-contamination between the systems. that oils of different grades do not become mixed or contaminated. The
Starboard main engine cylinder LO service tank 1.3m³ setting of all of the valves must be checked, and rechecked prior to
The two LO transfer pumps each have a capacity of 5m³/h at 400kPa, and are starting operations to ensure that oil will only be pumped or separated
Starboard main engine cylinder LO service tank (low 0.5m³ used to transfer LO from one part of the vessel to another. Their duties also to and from the intended destinations. All oil transfers must then be
sulphur) include the batch transfer of LO from the main and generator engine sumps to recorded in the Oil Record Book.
Starboard main engine scavenge box drain tank 0.7m³ the LO settling tanks prior to batch separation.
Starboard main engine cylinder LO storage tank 70.7m³
Starboard main engine cylinder LO heating tank 0.037m³ The No.1 LO transfer pump can take its suction from any one of the
following:
Starboard main engine cylinder LO storage tank 31.1m³
Starboard main engine renovating tank 47.2m³ • Starboard main engine LO sump tank
• Starboard stern tube LO drain tank

Illustration 2.8.1b Lubricating Oil Filling and Transfer System Screen Shot

Procedure for Loading Lubricating Oil from a Shore Other System Tank Filling Valves in Engine Room (Starboard Side c) After ensuring that all of the other system valves are closed,
Installation, Barge or Road Tanker Tanks) open the suction valves from the relevant source in accordance
with the following:
Description Valve
The same preparation and operation procedures as described in Section 2.7.1 of
this manual (Fuel Oil and Diesel Oil Bunkering and Transfer System) should Starboard main engine LO storage tank filling valve LF015 Description Valve
be followed during the loading of LO from a shore station. Starboard cylinder oil storage tank LF013 No.2 LO transfer pump suction valves from the port main engine LF019
storage tank LF036
All grades of LO are loaded from connections located adjacent to each other on e) Ensure the following system valves are closed: LF070
the port and starboard side of the vessel next to the accommodation block. It is
No.2 LO transfer pump suction valves from the port main engine LF046
therefore important to check and recheck that the correct filling line is being Port Side Systems sump tank LF037
used for each grade of oil being loaded. The area around the filling connection
LF070
must be cleaned before the line blank is removed, and the hose connected to Description Valve
the line immediately after the blank has been removed to prevent the ingress of No.2 LO transfer pump suction valves from the No.1 to No.4 LX211
No.2 LO transfer pump discharge valve LF072
contamination. When this has been done proceed as follows: generator engine sump tanks LX221
Port side LO purifier system crossover valve LP202 LX231
a) Check and record the level in all of the LO tanks. Generator engine LO storage/settling tank cross-connection valve LF018 LX241
Port main engine system LO storage/settling tank cross-connection LF009 LF041
b) Connect the bunker hose ensuring that the connections are valve LF070
clean, and that the jointing material and connection flange are No.2 LO transfer pump suction valves from the port stern tube LS043
in good order. Starboard Side Systems LO drain tank tank LF038
Description Valve LF070
c) Ensure the bunker connections not in use have blanks fitted, and No.1 LO transfer pump discharge valve LF032 No.2 LO transfer pump suction valves from the generator LO LF027
that the valves closed to prevent accidental leakage. settling tank LF042
Starboard side LO purifier system crossover valves LP210
LF070
d) Open the relevant tank filling and isolation valve as shown in the Starboard main engine system LO storage/settling tank cross- LF056
No.2 LO transfer pump suction valves from the generator LO LF023
tables below: connection valve
storage tank LF030
LF042
f) Proceed with the bunkering operation, and check that the oil is
Port LO Bunker Manifold LF070
being loaded to the correct tank.
Description Valve
g) When the required quantity of oil has been loaded, and the LO storage tank LF036
Cylinder lubricating oil storage tank filling valve LF001 LF070
supplier has indicated that it is safe to do so, close all of the
Main engine LO storage tank filling valve LF002 No.2 LO transfer pump suction valves from the port main engine LF020
valves associated with the bunker operation.
Generator engine LO storage tank filling valve LF003 LO settling tank LF028
h) Check and record the levels in the LO tanks and record the LF036
Starboard LO Bunker Manifold amount of oil taken. LF070
Description Valve i) Record all oil transfers in the Oil Record Book. LO renovating tank LF028
Cylinder lubricating oil storage tank filling valve LF004 LF036
Main engine LO storage tank filling valve LF005 LF070
Procedure for the Transfer of Oil Using the No.2 (Port)
Generator engine LO storage tank filling valve LF006
Lubricating Oil Transfer Pump d) After ensuring that all of the other system valves are closed
and that the shore connection blanks are in place (where
Other System Tank Filling Valves in Engine Room (Port Side Tanks) a) Before transferring oil, check and record the levels of the oil in appropriate), open the No.2 LO transfer pump discharge valves
the LO tanks, and check that all of the tank suction and filling in accordance with the following:
Description Valve valves (with the exception of the quick-closing valves) are
Port main engine LO storage tank filling valve LF008 closed. Description Valve
Generator engine LO storage tank filling valve LF017
No.2 LO transfer pump discharge valves to the port main engine LF072
Port cylinder oil storage tank for MGO use LF012 b) Check that the LO transfer pump suction filter is clean and
LO renovating tank LF073
Port and starboard low sulphur cylinder oil storage tanks LF022 ready for use.
LF047

Description Valve Description Valve h) Check and record the levels of the tanks in the LO tanks and
record the amount transferred in the Oil Record Book.
No.2 LO transfer pump discharge valves to the port main engine LF072 No.1 LO transfer pump suction valves from the starboard main LF025
LO settling tank LF073 engine storage tank LF035
LF010 LF069 Procedure for the Transfer of Lubricating Oil by Gravity
No.2 LO transfer pump discharge valves to the port main engine LF072 No.1 LO transfer pump suction valves from the starboard main LF043
LO storage tank LF073 engine sump tank LF040 Rather than use the LO transfer pumps, it is also possible to run the stored
LF009 LF069 lubricating oil to the required location under the action of gravity. Before any
LF008 No.1 LO transfer pump suction valves from the starboard stern LS143 lubricating oil transfer operations are started it must be confirmed that all of the
No.2 LO transfer pump discharge valves to the generator LO LF072 tube LO drain tank tank LF039 valves associated with the LO transfer and filling system are initially closed.
settling tank LF050 LF069
LF016 No.1 LO transfer pump suction valves from the starboard main LF024 Port Main LO Storage Tank to the Port Main Engine Sump
No.2 LO transfer pump discharge valves to the generator LO LF072 engine LO settling tank LF029 a) Check and record the level of oil in the port LO storage tank and
storage tank LF050 LF035
in the main engine sump, then set up the valves in accordance
LF018 LF069
LF017 No.1 LO transfer pump suction valves from the starboard main LF052
engine LO renovating tank LF029
Note: Before any internal LO transfer operations can proceed the LO bunker LF035
connection valves must be confirmed as closed, and the blanks securely fitted LF069 Open Port main LO storage tank outlet valve LF019
to prevent the risk of accidental spillage. Closed Port main LO settling tank outlet valve LF020
d) After ensuring that all of the other system valves are closed, Closed Port main LO renovating tank to outlet valve LF051
e) Line-up the system valves as required, then start the No.2 LO and that the shore connection blanks are in place (where Closed Port main LO settling tank and renovating tank LF028
transfer pump. appropriate), open the No.1 LO transfer pump discharge valves crossover valve to main LO rundown line
in accordance with the following: Open Port main engine sump filling valves LF045
f) Check that the oil is being correctly transferred.
Description Valve b) When the required quantity of oil has been transferred, close
g) When the required amount of oil has been transferred, stop the No.1 LO transfer pump discharge valves to the starboard main LF071 all valves associated with the operation, check and record the
transfer pump and close all of the valves associated with the engine LO renovating tank LF032 levels in the LO tanks and record the amount transferred in the
transfer operation. LF048 Oil Record Book.
No.1 LO transfer pump discharge valves to the starboard main LF071
h) Check and record the levels of the tanks in the LO tanks and
engine LO settling tank LF032 Starboard Main LO Storage Tank to the Starboard Main Engine Sump
record the amount transferred in the Oil Record Book.
LF014
a) Check and record the level of oil in the starboard LO storage
No.1 LO transfer pump discharge valves to the starboard main LF071
tank and in the main engine sump, then set up the valves in
Procedure for the Transfer of Oil Using the No.1 (Starboard) engine LO storage tank LF032
accordance with the following table:
Lubricating Oil Transfer Pump LF056
LF015
a) Before transferring oil, check and record the levels of the oil in
the LO tanks and check that all of the tank suction and filling Note: Before any internal LO transfer operations can proceed the LO bunker Open Starboard main LO storage tank outlet valve LF025
valves (with the exception of the quick-closing valves) are connection valves must be confirmed as closed and the blanks securely fitted Closed Starboard main LO settling tank outlet valve LF024
closed. to prevent the risk of accidental spillage. Open Starboard main LO renovating tank to outlet valve LF052
Closed Starboard main LO settling tank and renovating tank LF029
b) Check that the LO transfer pump suction filter is clean and e) Line-up the system valves as required, then start the No.1 LO crossover valve to main LO rundown line
ready for use. transfer pump. Open Starboard main engine sump filling valves LF044
c) After ensuring that all of the other system valves are closed, f) Check that the oil is being correctly transferred.
b) When the required quantity of oil has been transferred, close
open the suction valves from the relevant source in accordance
all valves associated with the operation, check and record the
with the following: g) When the required amount of oil has been transferred, stop the
levels in the LO tanks and record the amount transferred in the
transfer pump and close all of the valves associated with the
Oil Record Book.
transfer operation.

Port Main LO Storage Tank to the Port Stern Tube LO Tank the oil is being gravity fed, and that all of the other system No.1 Generator
valves are CLOSED for the purpose of this valve list.
a) Check and record the level of oil in the port LO storage tank Position Description Valve
and in the port stern tube LO tank, then set up the valves in Open Generator engine LO settling tank outlet valve LF027
accordance with the following table: No.1 Generator
Closed Generator engine LO storage tank outlet valve LF023
Position Description Valve Open Crossover valve between LO storage tank rundown LF030
Open Generator engine LO storage tank outlet valve LF023 line and LO settling tank rundown line
Open Port main LO storage tank outlet valve LF019
Closed Crossover valve between LO storage tank rundown LF030 Open No.1 generator engine LO inlet valve LX011
Open Port stern tube LO LO system filling valve LS001 line and LO settling tank rundown line
Open Port stern tube LO tank to suction stern tube LO LS013 Open No.1 generator engine LO inlet valve LX011
pumps suction valve No.2 Generator
b) LO from the main engine LO storage tank will either fill the No.2 Generator
Open Generator engine LO settling tank outlet valve LF027
stern tube LO storage tank directly, or the running stern tube
Position Description Valve Closed Generator engine LO storage tank outlet valve LF023
LO pump will pump the LO around the stern tube system, then
top-up the stern tube LO tank. Refer to Section 2.8.4. Open Generator engine LO storage tank outlet valve LF023 Open Crossover valve between LO storage tank rundown LF030
Closed Crossover valve between LO storage tank rundown LF030 line and LO settling tank rundown line
c) When the required quantity of oil has been transferred, close line and LO settling tank rundown line Open No.1 generator engine LO inlet valve LX021
all valves associated with the operation, check, and record the Open No.2 generator engine LO inlet valve LX021
levels in the LO tanks and record the amount transferred in the No.3 Generator
Oil Record Book.
No.3 Generator
Starboard Main LO Storage Tank to the Starboard Stern Tube LO Tank Position Description Valve Open Generator engine LO settling tank outlet valve LF027
Open Generator engine LO storage tank outlet valve LF023 Closed Generator engine LO storage tank outlet valve LF023
a) Check and record the level of oil in the port LO storage tank and
in the main engine sump, then set up the valves in accordance Closed Crossover valve between LO storage tank rundown LF030 Open Crossover valve between LO storage tank rundown LF030
line and LO settling tank rundown line line and LO settling tank rundown line
Open No.3 generator engine LO inlet valve LX031 Open No.3 generator engine LO inlet valve LX031
Open Starboard main LO storage tank outlet valve LF025 No.4 Generator No.4 Generator
Open Starboard stern tube LO LO system filling valve LS101 Position Description Valve Position Description Valve
Open Starboard stern tube LO tank to suction stern tube LS113 Open Generator engine LO storage tank outlet valve LF023 Open Generator engine LO settling tank outlet valve LF027
LO pumps suction valve
Closed Crossover valve between LO storage tank rundown LF030 Closed Generator engine LO storage tank outlet valve LF023
line and LO settling tank rundown line Open Crossover valve between LO storage tank rundown LF030
b) LO from the main engine LO storage tank will either fill the
stern tube LO storage tank directly, or the running stern tube Open No.4 generator engine LO inlet valve LX041 line and LO settling tank rundown line
LO pump will pump the LO around the stern tube system, then Open No.4 generator engine LO inlet valve LX041
top-up the stern tube LO tank. Refer to sect 2.8.4. b) When the required quantity of oil has been transferred, close
all valves associated with the operation, check, and record the b) When the required quantity of oil has been transferred, close all
c) When the required quantity of oil has been transferred, close levels in the LO tank/sumps and record the amount transferred valves associated with the operation, check and record the levels
all valves associated with the operation, check and record the in the Oil Record Book. in the LO tank/sumps and record the amount transferred in the
levels in the LO tanks and record the amount transferred in the Oil Record Book.
Oil Record Book. Generator Engine Settling Tank to the Generator Engine Sumps
a) Check and record the level of oil in the generator LO storage
Generator Engine Storage Tank to the Generator Engine Sumps tank and in the generator sumps, then set up the valves in
a) Check and record the level of oil in the generator LO storage accordance with the following table. It has been assumed that
tank and in the generator sumps, then set up the valves in the oil is being gravity fed, and that all of the other system
accordance with the following table. It has been assumed that valves are CLOSED for the purpose of this valve list.

Illustration 2.8.2a Starboard Main Engine Lubricating Oil Service System

To Oil Mist To Oil Mist To Main Engine Cylinder To Main Engine Cylinder
Chamber Chamber Oil Storage Tank for Oil Storage Tank (Starboard)
Marine Gas Oil Use
LM LM
276 275
LM
No.2 254 No.1
Near Oil Main Engine Main Engine
Main Engine LM801 LAL LAL
Drain
Lubricating Scupper LM30 Cylinder Oil LM19 Cylinder
Oil Filter Service Tank Oil Service
(Starboard) for Low P Tank for P
LS LM LS Heavy LM
(Abs. 40 ) Sulphur Fuel
PEA PI PEA PI 252 Fuel Oil 251
Oil
DPAH
PI LM23 PI TEA PS TEA PS (0.5m3) (1.3m3)
TI
TI
DPS LAL
TEA TEA LM27 LM
273
TI TI
LM060 LM061 LM LS
S 065 3-Way Temperature LM
Control Valve at Cooling T/C Lubricating Oil Outlet Heating Tank TI
LM Fresh Water System 750W
274
Sludge SLD for Marine Engine
066 SHD Electric PI
Checker Cylinder Oil Heater
DPAH
PI PEA PS Main Engine
TC TI TEA PI PS PS (Starboard) Set. at 40OC
LM24 Cylinder Oil
Sampling LM11 (0.037m3)
Valve Transfer Pump
DPS
TT Level/Non Alpha (Starboard) Set.
PI PEA PS LS
Flow Alarm Lubricator (1.5m3/h x 150kPa
100kPa)
LM062 LM063 CP
Main Engine
Lubricating LM120
Oil Bypass Filter LM121 LM351
PI
(Starboard) LM122
(Nominal 40 ) TIAH LM453 Main Engine (Starboard)
LM26 PI (Man B&W 7S70ME-C)
PT LM16.1 LM LM
272 271
TT No.2
From LO
Inter. Shaft
Transfer Pump To Oil Mist
No.2 Main Engine Bearing
TI Chamber
LM059 Lubricating (Starboard)
Oil Cooler PI
Turbo Charge
TIAH
(Starboard) TT Lubricating Oil
LM49.1~49.2
TIAH LM451 Outlet To Lubricating From Main From Main
(Each 100% PI
Capacity)
LM25 PT LM15.1
PIAL
Turbo Charge Oil Drain Tank PI Engine Cylinder Engine Cylinder
PT Lubricating Oil
LM48.1~48.2 Oil Storage Tank Oil Storage Tank
LM058 Inlet
LM
TT
No.1 LM from Marine (Starboard)
TIAH Piston CO LAH 354
Inter. Shaft TT LM44.1~44.7 Outlet LM18 353 Gas Oil Use
Bearing
TI (Starboard)
FS
NFA Piston CO Outlet Main Engine
LM45.1~45.7 Oil Non-flow LS
Scavenge
No.1 Main Engine
TIAH Air Box Drain
LM057 Lubricating FS Thrust Pad
LM43 Tank (Starboard)
Oil Cooler To Lubricating
LM (0.7m3)
(Starboard) N.C Oil Drain Tank
055
PI LM355
(Each 100%
Capacity) No.2
PCL
LM056 LM3.5
LM051 LM053
Main Engine System Oil
Main Engine LAL
Sump Tank LM12
Lubricating Oil Pump (Starboard)
PS
(Port) (48.8m3) Key
PI
LM (477m3/h x 470kPa) LS
017 Lubricating Oil
LM052 LM054 No.1 Electrical Signal

2.8.2 main engine lubricating oil system Pump Models: LO transfer pump. This can be seen in illustrations 2.8.2a and 2.8.2b. of this
Engine driven Rextroth A4VS 180 H53 manual.
Main Lubricating Oil Pumps Motor driven: Rextroth A10VS0 28 DR
Pump type: Variable displacement Hydraulic Pump System
No. of sets: 2 per main engine Filter unit: Boll & Kirch 6.61.1 DN200 The hydraulic servo system provides hydraulic power for operating the
fuel injection booster pumps, the exhaust valve actuators and the cylinder
Type: Vertical motor-driven single-stage centrifugal
lubricators. The Hydraulic Power Supply (HPS) unit is comprises of three
Model: 300TVC-A Top Bracing Hydraulic Power Packs
engine-driven and two electrically-driven hydraulic pumps. These pumps all
Capacity: 477m³/h at 0.47MPa Manufacturer: Hanmi power take their suction from the same filter unit, and deliver pressurised oil into the
Motor: 132kW, 440V, 1,785 rpm No. of sets: 1 hydraulic power pack per main engine with 2 safety and accumulator block which then supplies the Hydraulic Cylinder Units
pumps per power pack (HCU) mounted at each cylinder. The engine-driven pumps are driven from the
Model: Ø300 crankshaft via a step-up gear, and the variable displacement type pumps supply
Automatic Backflush Filter Pump flow rate: 8 litre/min at 10 bar hydraulic oil to the HCUs at pressures up to 23 MPa. The engine-driven pumps
operate whenever the engine is running and are the main means of supplying
Manufacturer: Boll & Kirch Motor rating: 0.55kW
servo oil to the HCUs. The electrically-driven pumps operate when starting
No. of sets: 1 per main engine and during manoeuvring, but they are also used for flushing through, and for
Type: Automatic backflushing with manual bypass filling the system as required. The electrically-driven pumps can supply oil at
Introduction a pressure of 17.5 MPa.
Model: 6.61.07 DN250
Capacity: 40 micron Each main engine has two separate lubricating oil systems which consist of The HPS unit supplies the hydraulic oil to a common rail which then supplies
Working temperature: 45°C the following: pressure oil to the HCUs, one for each cylinder. The HCU has a support console
• Main bearing lubrication system on which is mounted a distribution block. The distribution block supplies the
Main Lubricating Oil Coolers hydraulic fuel injection booster pump and the exhaust valve actuator. In
• Cylinder oil system
Manufacturer: DHP Engineering addition there are a number of accumulators which ensure that the necessary
No. of sets: 2 per main engine flow rate is available at all times.
Main Bearing and Piston Cooling Lubricating Oil System
Type: Plate
Model: DX-36MH-1P-259 Automatic Lubricating Oil Filter
The main or crankcase lubrication system is supplied by one of two main
Capacity: 477m³/h with 100% capacity per cooler lubricating oil pumps. One pump will be operating as the duty pump with the The LO filter has candle-type filter elements, is automatic in operation, and
other switched to standby ready to start automatically should there be an oil features a back-wash cleaning function. As the differential pressure across the
pressure reduction or failure of the duty pump. filter elements increases, the LO reverses flow through a back-washing nozzle.
Cylinder Oil Heating Tanks This action removes the suspended solids from the filter element. The back-
Manufacturer: Hanmi Power The main lubricating oil (LO) pumps take their suction from the respective main washing nozzle rotates slowly, and flushes each filter element one by one. The
No. of sets: 1 per main engine engine sump tank, and discharge back to the associated engine via the duty LO flushed oil is returned to the main engine sump after passing through a separate
Capacity: 37 litre cooler and the automatic backflushing filter. The plate-type heat exchangers filter. The candle-type filters can also be manually flushed.
Heating elements: Electric set to regulate at 40°C are each rated at 100% capacity, and are cooled by water supplied from the
port or starboard fresh water cooling systems as detailed in Section 2.5 of Turbocharger Bearing Oil System
Rating: 75W
this manual. The supply pressure in the main lubricating system is regulated to
4.4kg/cm2 and each pump has a capacity of 477m³/h. The temperature of the The main engine turbochargers are fitted with plain journal bearings which
Hydraulic Pump System oil supplied to each engine is controlled by a three-way temperature control are supplied with LO from the engine system. Each turbocharger is equipped
Manufacturer: MAN B&W valve positioned on the outlet of the LO coolers on the cooling water circuit, with a dedicated LO reserve tank which is integrated with the upper part of the
and these valves are set to regulate at 45°C. bearing pedestal. In the event of a failure in the main LO supply, the oil in the
No. of sets: 1 per main engine tank allows the rotor bearings to be lubricated during the time necessary for the
No. of pumps: 2 electrical motor-driven and 3 engine-driven pumps The main LO system supplies oil to all of the engine bearings, the vibration rotor to be stopped, which is approximately 20 minutes.
per engine damper and to the underside of the pistons where it acts as a coolant. The
system also incorporates a branch line at the inlet to the engine which is used Because of the nature of turbochargers, and the high speeds at which they
to supply a hydraulic unit mounted on the engine. The system also supplies oil rotate, it is essential that the turbocharger bearings receive a plentiful supply
to the intermediate shaft bearings. Should the engine be stopped and the LO of oil at all times to prevent bearing failure. The oil supply to the turbocharger
pump stopped a separate oil supply to the shaft bearing is available from the is fitted with a low pressure alarm and the outlet flow is fitted with a high
temperature alarm. An engine shutdown is activated if the turbocharger LO

Illustration 2.8.2b Starboard Main Engine Lubricating Oil Service System Screen Shot

supply pressure falls below its set point. The LO outlet from the turbochargers The main engine lubricating control system (LUBECS) provides the operational b) Ensure that all of the pressure gauge and instrumentation
is also equipped with a sight glass to allow the oil flow to be monitored. monitoring and control of the cylinder lubrication plant which lubricates the root valves are open and that the instrumentation is reading
cylinders of the engine. The control system is monitored via the engine control correctly.
system, with operating parameters displayed on the main operating panels in
Cylinder Lubrication System
the ECR. The cylinder lubrication system is designed to supply cylinder oil c) Ensure that port and starboard main central fresh water cooling
The lubrication of the pistons and cylinder liners in each main engine is intermittently to the cylinder lubricator quills, injecting oil as the piston passes systems are operating and are supplying cooling water to the
performed by a separate lubrication system. Cylinder oil, with a high alkalinity the quills on the upward stroke. duty LO cooler for each engine.
level, is supplied to each engine on a once through basis. The oil supplied to
the cylinders reduces the friction between the rings and liners and also helps to The basic feed rate of the oil is a calculated rate for the complete lubricator d) Ensure that the LO cooler three-way valves, LC034/LC022,
provide a seal between the rings and the liner. The cylinder oil also reduces the system and is based upon the engine manufacturer’s recommended feed rate are set to regulate at a temperature of 45°C and are ready for
corrosive wear by neutralising the acidity of the products of combustion. and the sulphur content of the fuel. Engine load is another important parameter operation.
affecting the cylinder oil feed rate. A load change dependent controller (LCD)
As such the alkalinity of the cylinder oil should match as much as possible the is incorporated in the control system which automatically adjusts the feed rate e) Assuming that the No.1 cooler is to be used as the duty cooler
sulphur content of the heavy fuel oil being burnt in the engine. The amount of according the load on the engine, in each of the systems, set the remaining valves in accordance
cylinder oil supplied to each lubricating point can be individually adjusted, and with the following tables:
is also load-dependent with the adjustment being made by the engine remote The LCD will also adjust the feed rate according to the operating conditions
control system. during starting, manoeuvring and load changes. A minimum feed rate is set
for the lubricators and prior to starting the engine can be prelubricated. During Port Main Engine
The engine manufacturer has noted that problems can occur when using high running-in periods the system allows the operator to increase the lubrication Position Description Valves
base number cylinder oils (high alkalinity) with low sulphur fuels, so when feed rate to individual units; when running in new piston rings or cylinder
the main engines are being operated on a low sulphur fuel or on MGO for Open No.1 main LO pump discharge valve LM002
liners the manufacturer’s recommendations should always be followed. Further
prolonged periods, consideration should be given to the use of a cylinder oil details regarding the control and operation of the cylinder lubrication system Open No.2 main LO pump discharge valve LM001
with a lower alkalinity value. To assist with this, each main engine has been are given in Section 2.1.2 of this manual. Reference should also be made to the Closed LO direct discharge valve to engine sump LM005
provided with two cylinder oil storage tanks, with one containing cylinder oil Lubricator Manual. Open No.1 main LO cooler inlet valve LM006
for normal grade HFO and the other for carrying cylinder oil that is more suited Open No.1 main LO cooler outlet valve LM007
for use on low sulphur fuel. Each of the main engine cylinder LO tanks has a Each main engine has storage tanks for both HFO and LSHFO usage. From
Closed No.2 main LO cooler inlet valve LM008
capacity of 70.7m3. The LO tank for MGO use has a capacity of 70.0m3. the storage tanks the cylinder oil is fed by gravity to service tanks with each
service tank having ranging between 0.5m³ and 1.3m³. The cylinder oil is fed Closed No.2 main LO cooler outlet valve LM009
From the storage tanks, the cylinder oil is fed under the action of gravity to 37 from the service tanks to a cylinder oil heating tank under the action of gravity. Set LO cooler three-way bypass valve LC034
litre cylinder oil heating tanks as shown in illustrations 2.8.2a and 2.8.2c. Each The heating tank has an electric heating element which is thermostatically set Open Automatic backflush filter inlet valve LM010
of these tanks has an electric heating element fitted which is thermostatically to maintain the oil temperature at 40°C before it passes to the main engine. Open Automatic backflush filter outlet valve LM011
set to regulate the oil to 40°C before allowing it to pass to the respective main From the heating tank the oil flows by gravity to the cylinder lubricator units,
Closed Manual bypass filter inlet valve LM012
engine. Each heating tanks is also fitted with a low level alarm, which warns which are located at each cylinder on the engine. The lubricator units are fitted
the duty engineer if the tank level is low. From the heating tank the oil then with a level switch which allow them to be replenished from the cylinder oil Closed Manual bypass filter outlet valve LM013
continues under the action of gravity to the electronically controlled Alpha heating tank as required. The drive for the lubricator pumps is powered by Closed Sample valve isolating valve LM015
lubricators. This type of lubricator contains the following functions: servo oil from the HPS. Open Intermediate shaft supply line valves LM020
• Speed dependent LM021
Waste oil from the cylinders drains to the under piston space, and any liquid Closed Supply valve from LO transfer pump LM022
• Load change dependent accumulating in this space is drained to the scavenge air box drain tank having Open No.1 intermediate shaft LO inlet valve LM401
• MEP dependent a capacity of 0.7m3.
Open No.2 intermediate shaft LO inlet valve LM403
Cylinder lubricating oil differs from the oil used for crankcase lubrication as
Procedure for Operating the Port and Starboard Main Starboard Main Engine
it needs to neutralise the acid products of combustion, maintain an oil film at
conditions of high temperature and pressure, and keep the liner surface clean Lubricating Oil Systems
Position Description Valves
at all times. It is essential that the correct cylinder lubricating oil is used for
the fuel being used, usually either HFO or low sulphur HFO. The cylinder oil a) Check the oil level in the port and starboard main engine sumps Open No.1 main LO pump discharge valve LM052
used is highly alkaline in its composition and has a viscosity equating to SAE and top-up from the port/starboard main LO storage tank as Open No.2 main LO pump discharge valve LM051
50. Lubricating oil is injected into the engine cylinders via 8 lubricator quills required. Section 2.8.1 of this manual refers.
Closed LO direct discharge valve to engine sump LM055
which are located around the cylinder periphery. Open No.1 main LO cooler inlet valve LM056

Illustration 2.8.2c Port Main Engine Lubricating Oil Service System

To Oil Mist To Oil Mist To Main Engine Cylinder To Main Engine Cylinder
Chamber Chamber Oil Storage Tank for Oil Storage Tank (Port)
Marine Gas Oil Use
LM LM
226 225
LM
No.2 204 No.1
Near Oil
Main Engine LM801 LAL Main Engine LAL Main Engine
Drain
Lubricating Scupper LM20 Cylinder LM19 Cylinder
Oil Filter Oil Service Oil Service
(Port) Tank for Low P Tank for P
LS LM LS LM
(Abs. 40 ) Sulphur Fuel Heavy Fuel
PEA PI PEA PI 202 201
Oil (Port) Oil (Port)
(0.5m3) (1.3m3)
DPAH
PI PI TEA PS TEA PS
LM23
TI
TI
DPS LAL
TEA TEA LM27 LM
223
TI TI
LM010 LM011 LM LS
S 015 3-Way Temperature LM
Control Valve at Cooling T/C Lubricating Oil Outlet Heating Tank TI
LM Fresh Water System 750W
224
Sludge SLD for Marine Engine
016 SHD Electric PI
Checker Cylinder Oil (Port) Heater
DPAH
PI PEA PS Main Engine
TI TEA PI PS PS (0.037m3) Set. at 40OC
LM24 Cylinder Oil
Sampling
Valve Transfer Pump
DPS
TT Level/Non Alpha (Port) Set.
PI PEA PS LS
Flow Alarm Lubricator (1.5m3/h x 150kPa
100kPa)
LM012 LM013 CP
Main Engine
LM020
Lubricating
LM021 LM301
Oil Bypass Filter PI
(Port)
(Nominal 40 ) TIAH LM403 Main Engine (Port)
LM022 PI
LM26
PT LM26.1 (Man B&W 7S70ME-C)
LM LM
222 221
TT No.2
Inter. Shaft
To Oil Mist
No.2 Main Engine Bearing
From LO TI Chamber
LM009 Lubricating (Port)
Transfer Pump
Oil Cooler (Port) PI
Turbo Charge
TIAH
(Each 100% TT Lubricating Oil
LM49.1~49.2
TIAH LM401 Outlet To Lubricating From Main From Main
Capacity) PI
LM25 PT LM25.1
PIAL
Turbo Charge Oil Drain Tank PI Engine Cylinder Engine Cylinder
PT Lubricating Oil
LM48.1~48.2 Oil Storage Tank Oil Storage Tank
LM008 Inlet
LM
TT
No.1 LM from Marine (Port)
TIAH Piston CO LAH 304
Inter. Shaft TT LM44.1~44.6 Outlet LM28 303 Gas Oil Use
Bearing
TI (Port)
FS
NFA Piston CO Outlet Main Engine
LM45.1~45.6 Oil Non-flow LS
Scavenge
No.1 Main Engine
TIAH Air Box Drain
LM007 Lubricating FS Thrust Pad
LM43 Tank (Port)
Oil Cooler (Port) To Lubricating
LM (0.7m3)
(Each 100% N.C Oil Drain Tank
005
PI LM305
Capacity)
No.2
PCL
LM006 LM3.5
LM001 LM003
Main Engine System Oil
Main Engine LAL
Sump Tank LM22
Lubricating Oil Pump (Port)
PS
(Port) (48.8m3) Key
PI
LM (477m3/h x 470kPa) LS
017 Lubricating Oil
LM002 LM004 No.1 Electrical Signal

Illustration 2.8.2d Port Main Engine Lubricating Oil Service System Screen Shot

Open No.1 main LO cooler outlet valve LM057 Port Main Engine The systems (one on the port engine and one on the starboard engine) each have
a small hydraulic oil storage tank, and two electric motor-driven pumps. One
Closed No.2 main LO cooler inlet valve LM058 Position Description Valve of these operates as the duty pump with the other being selected for automatic
Closed No.2 main LO cooler outlet valve LM059 Closed Cylinder oil storage tank quick-closing outlet valve LM201 standby ready to operate in the event that the duty pump fails.
Set LO cooler three-way bypass valve LC022 Open Low sulphur cylinder oil storage tank quick-closing LM202
Open Automatic backflush filter inlet valve LM060 outlet valve The systems incorporate accumulators fitted with internal bladders that are
Open Automatic backflush filter outlet valve LM061 Set Cylinder oil heating tank duplex filter valve charged with dry nitrogen. These operate under pressure and act as a type of
shock absorber to absorb the vibrations induced by the main engine during
Closed Manual bypass filter inlet valve LM062
normal operations. The system should always be operational whenever the
Closed Manual bypass filter outlet valve LM063 Starboard Main Engine main engine is in use, and the duty/standby selection of the two pumps should
Closed Sample valve isolating valve LM065 be alternated to even out the running hours.
Open Intermediate shaft bearing supply line valves LM120
Closed Cylinder oil storage tank quick-closing outlet valve LM251
LM121
Open Low sulphur Cylinder oil storage tank quick-closing LM252
Closed LO supply valve from LO transfer pump LM122
outlet valve
Set Cylinder oil heating tank duplex filter valve
f) Start one main LO pump in each system as the duty pump, and Scavenge Space Drain System
once the oil pressure has reached its normal operating pressure,
switch the other pump to automatic standby. Used cylinder oil is scraped from the cylinder liner surfaces and deposited in
the scavenge air box. This oil, which contains carbon from combustion, must
g) Start the automatic backflush filters and ensure that they operate be drained otherwise there will be a risk of a fire inside the air box. There is
correctly with the chamber candles being cleansed on a timed a direct drain from this to the respective scavenge air box drain tank, and the
basis. inlet valve LM301 (port engine) and LM351 (starboard engine) to these tanks
should under normal operations always be left open.
h) Check and monitor the temperatures and pressures throughout
the system, and check that the oil outlet temperatures from the Both of the scavenge air box drain tanks are fitted with high level alarms, and
coolers are being regulated at 45°C. can be drained out to the LO drain tank, as detailed in Section 2.8.6 of this
manual.
Oil samples from both main engine LO systems should be taken at intervals
agreed with the LO supplier, and sent ashore for laboratory analysis.
Piston Rod Stuffing Box Drain Oil System
Procedure for Operating the Main Engine Cylinder Lubricating Oil from the crankcase is scraped from the piston rod by the piston rod stuffing
Oil Systems box. Oil from the scavenge air box is also scraped from the piston rod by means
of a separate set of scraper rings in the stuffing box. The stuffing box, therefore,
a) Check the level of oil in all of the cylinder oil storage tanks and serves to seal the crankcase from the scavenge air box whilst allowing for
movement of the piston rod. It also prevents oil from the crankcase from
confirm which is to be used for the fuel currently in use.
entering the scavenge air box, and contaminated oil from the scavenge air box
from entering the crankcase. Any oil which passes a particular set of sealing/
b) Confirm that the cylinder oil heater tank duplex inlet filter is
scraper rings enters a dead space in the stuffing box, and is drained from there
clean and ready for operation, then set the system valves in
to the bilge system tanks. Top Bracing Hydraulic Unit
accordance with the following valve tables. It has been assumed
that both engines are operating on low sulphur HFO.
Main Engine Hydraulic Top Bracing System
Each main engine is fitted with a dedicated hydraulic power pack that is used
to supply two accumulators, and four hydraulic attenuators mounted between
the top platform of the engine and the ships structure.

Illustration 2.8.3a Lubricating Oil Separating System From Main Engine To Main
System Oil Settling Engine System
To No.1 and
Main Engine Main Engine Tank (Port)/Renovating Oil Settling Tank
No.2 Generator
Lubricating Oil Lubricating Oil Tank (Port) (Starboard)/
From Main To Main Engine Engine Lubricating
Purifying Heater Purifying Heater To No.3 and Renovating
Engine System Tank (Starboard) System Oil Oil Sump Tanks
(Port) (Starboard) No.4 Generator
LP LP Oil Sump Sump Tank
(3.3m3/h x 45/90OC) Set. (3.3m3/h x 45/90OC) Set. Engine Lubricating
600kPa 103 600kPa 101 Tank (Port) (Starboard)
Oil Sump Tanks
PI PI
TI TI
LP LP
N.C N.C
210 203
LP LP LP LP
N.C N.C N.C N.C
205 209 202 206
TI TI
LP LP LP207
021 To Lubricating 015 To Lubricating
Oil Drain Tank Oil Drain Tank
LP016
LP TIC TIC
022
TIAHL TIAHL
TT2 TT2
LP41 LP31
TT1 TT1
S S
LP104 LP102
LP017 PT1 PT4 PT1 PT4
LP208
LP020 LP014
RV4 RV4 LP201
PI Main Engine PI XS XS
Lubricating Oil Main Engine Main Engine
Diff Set.
Purifying Diff Set.
No.2 No.1 Purifier Purifier
350kPa Feed Pump 350kPa
(3.3m3/h x XA (Port) XA (Starboard)
250kPa) LP42 (3.3m3/h) LP32 (3.3m3/h)
CP CP
LP018 LP012
SZ LP302 SZ LP301
LP LP LP011 LP LP
N.C 009 N.C 005 N.C 003 N.C 001
LP LP LP LP
N.C 006 N.C 004 N.C 002 N.C 010
From Stern Tube Sludge Tank Sludge Tank
From No.3 and (Port) (Starboard)
No.4 Generator Lubricating Oil
From Main Sump Tank From Main From Main From No.1 and (17.7m3) (17.7m3) Key
Engine Lubricating
Engine System (Starboard) Engine System Engine System No.2 Generator Lubricating Oil
Oil Sump Tanks
Oil Settling Oil Settling Tank Oil Sump Tank Engine Lubricating
From Main Engine Tank (Port)/ From Stern Tube (Starboard)/ (Starboard) Oil Sump Tanks Waste Oil
System Oil Sump Renovating Lubricating Oil Renovating Electrical Signal
Tank (Port) Tank (Port) Sump Tank (Port) Tank (Starboard)

2.8.3 Lubricating Oil separating Systems engine sump tanks, the generator engine sump tanks or from the main LO between the LO, water and solids are as great as possible and the difference
settling tanks, renovating tanks, or the generator engine LO settling tank. The in relative densities can be increased if the temperature of the oil being treated
arrangement of the separators together with their supply pumps and cross- is raised. The manufacturer’s recommendations with respect to the operating
Main Engine LO Purifying System connections are as detailed in illustration 2.8.3a above. temperatures should always be followed, but the norm for the temperature of
Lubricating Oil Separators the oil going to the separators is approximately 90ºC.
Under normal operations, one separator would be connected to and used to
clean the LO of one engine with the normal set-up being as follows:
Model: PA635 Separator Control System (EPC-50)
• Port LO separator connected to the port main engine sump
No. of sets: 2
• Starboard LO separator connected to the starboard main engine Control of the separator is via an EPC-50 electronic control unit which
Capacity: 3,300 litres/h on SAE 30 oil supervises the separation system. At the inlet to the unit a temperature
sump
Separating temperature: 90°C normal transmitter measures the oil temperatures, and signals the control unit. A
Oil inlet pressure: 200kPa maximum at inlet While the above connections would be the norm, crossover valves fitted to the pressure transmitter provides an inlet pressure signal, and a pneumatically
Oil outlet pressure: 250kPa maximum suction and discharge sides of both separator LO feed pumps will allow either controlled changeover valve recirculates the HFO back to the settling tank until
separators and pumps to be used on each engine, which may be necessary the separator operates. On the clean fuel outlet side of the separator a pressure
Operating water: 200kPa minimum pressure, 600kPa maximum
if one of the separators or pumps has to be taken out of service for repair or transmitter measures the oil outlet pressure, and a water transducer measures
Operating water: +5°C minimum temperature, +55°C maximum the water content of the oil.
maintenance. The valve arrangement on the discharge side of the separators also
Working air pressure: 500kPa minimum pressure, 700kPa maximum allows the system to remove the oil from an engine’s sump, and to discharge it
Bowl speed: 10,668 rpm at 60Hz after cleaning through separation to one of the settling or renovating tanks. It is A regulating valve allows for manual regulation of the back-pressure in the
Motor: 8.6kW, 440V at 3,600 rpm also possible to centrifuge LO which has been pumped to the main or generator clean oil outlet. On the water discharge side a pressure transmitter measures
LO settling tanks and to discharge the oil back to the sump of the engine from the pressure in the water drain outlet. All transmitters send their signals to the
Control panel: EPC 50
which it was originally taken. control unit.
Lubricating Oil Separator Feed Pumps Whenever the main engines are running, the LO separator associated with The method of water removal is selected by the EPC-50 depending upon
that engine would normally be operating, taking LO from the sump tank and the water content. Initially the drain valve is opened to remove water. If the
Manufacturer: IMO Pumps returning the oil back to the same sump after it had been processed. water content still increases the drain valve reopens. After five openings of
No. of sets: 2 the drain valve a sludge discharge cycle is initiated. If the water content of the
Model: ACE 032L3 NVBP The LO separators and and heaters are all located in the two purifier rooms oil discharge returns to normal after the sludge discharge then the separator
located on the port and starboard sides of the engine room at the 3rd deck level. operation returns to normal. A sludge discharge takes place normally at preset
Type: Horizontal, gear
Instrument air is supplied to the separators to control the supply of oil to the time intervals.
Capacity: 3.3m3/h at 250kPa
bowl and the automatic sludge discharge facility, while domestic fresh water is
Motor: 2.5kW, 440V, 3,420 rpm supplied for bowl sealing and flushing purposes. The separator is controlled locally from the control cabinet.
LO is supplied to the separator supply pump via a 32 micron suction filter. The The following sensors are fitted:
Lubricating Oil Separator Heaters
steam heater maintains a temperature of 90ºC (+/-5°C), and from the heater • Speed sensor, which indicates the speed of the separator, as the
Manufacturer: DongWha Entec the LO flows directly to the separator. After separation, the ‘clean’ LO is correct speed is needed for the best separating results
No. of sets: 2 discharged back to the same main engine sump tank from which it was taken.
• Unbalance sensor for indication of any abnormal unbalance
Type: Shell & tube
Emergency stop pushbuttons have been fitted outside each of the separator • Cover interlock switch which inhibits the starting of the purifier
Model: 1.39m3 rooms for stopping the separators, pumps and fans in an emergency. if the cover is not seating correctly
Capacity: 3.3m3/h
Note: The unbalance sensor and cover interlock switch are manufacturer’s
Introduction The Separator System optional fittings and reference to the relevant maker’s manual should be made
if used.
Liquid mixtures and solid/liquid mixtures can be separated by two methods; the
There are two main engine centrifugal LO separators fitted, with one being
gravity field of a settling tank or the centrifugal field of a separator bowl. Both
located in each of the two purifier rooms on the port and starboard sides of
systems rely on the product components having different densities. Since the
deck 3 in the engine room.
centrifugal field of a separator is considerably more effective than the gravity
field of a settling tank it is usual practice to favour the centrifugal method.
The separators are used for cleaning each of the main engine LO systems,
The centrifugal separation is improved when the difference in relative density
and have their own dedicated supply pumps which draw oil from the main

Illustration 2.8.3b Lubricating Oil Separating System Screen Shot

WARNING Port Main Engine Position Description Valve

Care must be taken when operating the separator system. Hot oil and Position Description Valve Open Operating fresh water supply valve HC143
steam are present and can result in serious injury if leakage occurs. Open No.2 separator LO feed pump suction valves from LF074 Open Starboard LO separator discharge valve to the LP301
There is a fire risk from the presence of hot oil and all precautions the port main engine LO sump tank LP006 sludge tank
must be taken to prevent a fire and to deal with any outbreak. The
Open No.2 separator LO supply pump suction valve LP018
extinguishing system must be checked frequently. Centrifuges operate e) Ensure that the separator bowls have been assembled correctly
on an automatic sludging system, but failure of the system to effectively Open No.2 separator LO supply pump discharge valve LP020
and that the bowls and covers are secure.
discharge sludge can cause overload and subsequent breakdown of the Closed Separator feed pump discharge crossover valve LP017
bowl arrangement which rotates at high speed. After manual cleaning, Open Port LO separator heater inlet valve LP021 f) Check that the separator brakes are off and that the separator
care is needed to ensure that the bowl is assembled correctly, as incorrect Open Port LO separator heater outlet valve LP103 bowls are free to rotate.
assembly can result in disintegration at high rotational speed. All Closed Port LO separator heater bypass valve LP022
operating and maintenance precautions stipulated by the manufacturer g) Confirm that the separator gearbox oil levels are correct.
Operational Three-way changeover/recirculation valve V1
in the maintenance manual must be observed.
Set Port LO separator flow regulating valve RV4
h) Ensure that power is available, then start the pump from the
Open Port LO separator three-way valve recirculation LP104 local starter in the purifier room. The oil flow may be read from
CAUTION valve back to sump the panel display. If necessary set the desired flow by means of
Care should be taken if a separator is used to separate LO in a settling Open Port LO separator clean oil outlet valve LP208 the regulating valve.
tank to prevent cross-contamination of the oil with other systems.
Open Separator discharge valve to main engine LO sump LP209
Although water and solids are removed from the LO during operation
tank i) Open the condensate outlet valve and the steam inlet valve on
of the separator this is not so for chemical contaminants or bacteria.
Closed Separator discharge valves to main LO settling/ LP210 the respective separator LO heaters.
Frequent tests should be carried out on all lubricating oil systems and
any oil which is seriously contaminated must be replaced. renovating tanks LF407
LF010 j) Ensure that the heaters are operating by pressing the HEATER
Open Operating fresh water supply valve HC142 pushbutton on the control panel.
The separator operates in the total solids ejection mode, which means that the
bowl opens fully and ejects the entire bowl contents before the bowl is closed Open Port LO separator discharge valve to the sludge tank LP302
k) Press the SEPARATION pushbutton to activate the EPC-50.
and the separating process begins again.
Starboard Main Engine l) Before the separator can be started the display asks a number of
Procedure for Separating Oil From the Main Engine Lubricating Position Description Valve
questions which must be answered. A YES answer is indicated
Oil Sump Tank Back to the Same Main Engine Lubricating Oil by pressing the + pushbutton and a NO answer by pressing the
Open No.1 separator LO supply pump suction valves from LF075 - pushbutton.
Sump Tank the starboard main engine LO sump tank LP001
Open No.1 separator LO supply pump suction valve LP012 m) When all questions have been answered, press the SEPARATOR
To separate LO from the main engine sumps back to the same sump using the
Open No.1 separator LO supply pump discharge valve LP014 START pushbutton.
respective LO separators, pumps and steam heaters, proceed as follows:
Closed Separator feed pump discharge crossover valve LP017
The separator speed and START are shown alternatively in the display until the
a) Check and record the level of oil in the LO tanks and sumps. Open Starboard LO separator heater inlet valve LP015
separator is at full speed. The oil temperature may be displayed by pressing the
Open Starboard LO separator heater outlet valve LP101 operator panel + button until TT1 is shown in the display.
b) It has been assumed that all of the valves in the separating and Closed Starboard LO separator heater bypass valve LP016
transfer systems are initially closed.
Operational Three-way changeover/recirculation valve V1 n) When the separator has reached the correct speed and the oil is
Set Starboard LO separator flow regulating valve RV4 at the required temperature of 90°C, press the SEPARATION
c) Open the control air valve and operating fresh water supply
Open Starboard LO separator three-way valve LP102 pushbutton to start the separation process. When the separator
valve to the separator and ensure there is power available to the
recirculation valve back to sump is at full speed ‘Standby’ will be shown on the operator panel
separator’s controller.
display. The oil temperature may be displayed by pressing the
Open Starboard LO separator clean oil outlet valve LP201
operator panel + button until TT1 is shown in the display.
d) Set the valves in accordance with the following tables: Open Separator discharge valve to main engine LO sump LP203
tank o) Operating information may be displayed for various parameters
Closed Separator discharge valves to main LO settling/ LP202 by pressing the + pushbutton until the desired parameter is
renovating tanks LF048 shown on the display.
LF014

Illustration 2.8.3c Starboard Generator Engine Lubricating Oil Separating System
To No.2 To No.1
Generator Generator
Engine From Main Engine
Set. LP Set. LP Lubricating Engine Lubricating
600kPa 641 600kPa 631 Oil Sump Lubricating Oil Sump
PI PI
Tank (Starboard) Oil Purifier Tank (Starboard)
TI TI
No.2 No.1
Generator Engine Generator Engine
Heater (Starboard) Heater (Starboard)
(1.4m3/h x 45/95OC) (1.4m3/h x 45/95OC)
TI TI LP742 LP732
LP LP
544 534
LP743 LP734
To Lubricating
Oil Drain Tank
LP
545 TIC LP535 TIC
TIAHL TIAHL
TT2 TT2
LP507 LP61 LP71
TT1 TT1
LP543 LP533
S S
LP642 LP632
PT1 PT4 LP741 PT1 PT4

PI Generator Engine PI
Lubricating Oil
Purifying RV4 RV4 LP731
Diff Set.
Feed Pump Diff Set.
450kPa No.2 (Starboard) No.1 450kPa
(1.4m3/h x
CP CP XS XS
250kPa)
XA XA
LP541 LP531 LP62 LP52
No.2 Generator No.1 Generator

Engine Purifier Engine Purifier
LP506 LP505 (Starboard) (Starboard)
(1.4m3/h) (1.4m3/h)
SZ LP841 SZ LP831
From No.2 To Main From No.1 Sludge Tank Key

Generator Engine Generator (Starboard)
Engine Lubricating Engine Lubricating Oil
(17.7m3)
Lubricating Oil Purifier Lubricating Waste Oil
Oil Sump Oil Sump
Tank (Starboard) Tank (Starboard) Electrical Signal

Note: The manufacturer’s manual covering the operation of the separation b) It has been assumed that all of the valves in the separating and Position Description Valve
system must be consulted regarding operation of the system and the operator transfer systems are initially closed. It is also assumed that the
Closed Starboard LO separator heater bypass valve LP016
panel display parameters. No part of the operating control system or the shore connection valves are closed and that the blanks are in
place and secure. Operational Three-way changeover/recirculation valve V1
parameters must be changed without good reason, consulting the manual and
the authority of the engineer officer in charge. Set Starboard LO separator flow regulating valve RV4
c) Open the control air valve and operating fresh water supply Open Starboard LO separator three-way recirculation LP102
valve to the separator, and ensure there is power available to the valve outlet valve back to sump
To Stop the Separator separator’s controller. Open Starboard LO separator clean oil outlet valve LP201
Closed Separator discharge valve to main engine LO LP203
a) Stop the system by pressing the SEPARATION pushbutton on
Port Main Engine LO Sump to the Port Main LO Settling Tank sump tank
the operator panel. The stop sequence will be initiated and a
bowl sludge discharge initiated. Closed Separator discharge valve to main engine LO LF048
renovating tank
Open No.2 separator LO feed pump suction valves from LF074
The separator will commence the shutdown sequence and then stop. Open Separator discharge valves to main LO settling LP202
the port main engine LO sump tank LP006
tank LF014
b) Shut off the operating water supply valve and the heater steam Open Operating fresh water supply valve HC143
and condensate valves. Open No.2 separator LO supply pump discharge valve LP020
Open Starboard LO separator discharge valve to the LP301
Closed Separator feed pump discharge crossover valve LP017 sludge tank
Allow the LO supply pump to continue circulating LO through the heater and Open Port LO separator heater inlet valve LP021
back to the sump for approximately one hour to prevent ‘coke’ build-up in the Open Port LO separator heater outlet valve LP103 The discharge from the separators to the main LO storage tanks instead of to
heater. the settling tanks, the valve line-up remains the same but with the following
Closed Port LO separator heater bypass valve LP022
exceptions:
c) Switch off power to the separator motor. Operational Three-way changeover/recirculation valve V1
Set Port LO separator flow regulating valve RV4 a) For the port main engine LO sump to discharge to the port
d) Close the clean oil outlet valve LP208 (port LO separator), and Open Port LO separator three-way recirculation valve LP104 main LO storage tank, close the inlet valve LF010 to the port
LP201 (starboard LO separator). outlet valve back to sump main LO settling tank and open valves LF009 and LF008 to the
e) Stop the respective feed pumps and close the main LO sump Open Port LO separator clean oil outlet valve LP208 storage tank.
suction valve(s) and the pump suction and discharge valves. Closed Separator discharge valve to main engine LO LP209
sump tank b) For the starboard main engine LO sump to discharge to the
f) Close the discharge valve to the main LO sump, LP209 to the starboard main LO storage tank, close the inlet valve LF014 to
Closed Separator discharge valve to main engine LO LF047
port main engine and LP203 to the starboard main engine. the starboard main LO settling tank and open valves LF056 and
renovating tank
LF015 to the storage tank.
g) When the separator(s) have stopped dismantle for cleaning Open Separator discharge valves to main LO settling LP210
required. tank LF010
Open Operating fresh water supply valve HC142
Open Port LO separator discharge valve to the sludge LP302
Procedure for Separating Oil from the Main Engine Lubricating tank
Oil Sump Tank to the Main Engine Lubricating Oil Settling
Tanks Starboard Main Engine LO Sump to the Starboard Main LO Settling
Tank
The LO from the port and starboard main engine sumps can also be separated
to the main port and starboard LO storage and settling tanks. The procedure for Position Description Valve
starting the separators is the same as that previously described, but the setting Open No.1 separator LO feed pump suction valves from LF075
of the valves would need to be in accordance with the tables shown below. the starboard main engine LO sump tank LP001
To separate LO from the port or starboard main engine sumps to the port or
starboard settling tanks using the associated separators, pumps and steam Open No.1 separator LO supply pump discharge valve LP014
heaters, proceed as follows: Closed Separator feed pump discharge crossover valve LP017
Open Starboard LO separator heater inlet valve LP015
a) Check and record the level of oil in the LO tanks and sumps. Open Starboard LO separator heater outlet valve LP101

Illustration 2.8.3d Starboard Diesel Generator Engine Lubricating Separator System Screen Shot

Generator Engine LO Purifying System Procedure for Separating Oil From the Generator Engine Sump No.2 Diesel Generator Engine
Tanks Back to the Same Generator Engine Sump Tanks Position Description Valve
Lubricating Oil Separators
Open No.2 starboard separator LO supply pump suction LX222
To separate LO from the generator engine sumps back to the same sump tanks
Manufacturer: Alfa Laval valve from No.2 generator engine sump
using the associated LO separators, pumps and steam heaters, proceed as
Model: PA615 follows: Open No.2 starboard separator LO supply pump suction LP541
Capacity: 1,400 litres/h on SAE 30 oil a) Check and record the level of oil in the LO tanks and sumps. Closed Crossover valve to main engine LO separators LP506
Separating temperature: 90°C normal Open No.2 starboard separator LO supply pump discharge LP543
b) It has been assumed that all of the valves in the separating and valve
Oil inlet pressure: 400kPa maximum at inlet
transfer systems are initially closed. Closed Separator feed pump discharge crossover valve LP507
Oil outlet pressure: 250kPa maximum
Open No.2 starboard LO separator heater inlet valve LP544
Operating water: 200kPa minimum pressure, 600kPa maximum c) Open the control air valve and operating fresh water supply
valve to the separators and ensure there is power available to the Open No.2 starboard LO separator heater outlet valve LP641
Operating water: +5°C minimum temperature, +55°C maximum
separator controllers. Closed No.2 starboard LO separator heater bypass valve LP545
Working air pressure: 500kPa minimum pressure, 700kPa maximum
Bowl speed: 9.307rpm at 60Hz
d) Set the valves in accordance with the following tables: Set No.2 starboard LO separator flow regulating valve RV4
Motor: 3.7kW, 440V at 3,480 rpm
Open No.2 starboard LO separator three-way recirculation LP642
Control panel: EPC 50 valve outlet valve back to GE sump
No.1 Diesel Generator Engine
Open No.2 starboard LO separator clean oil outlet valve LP741
Lubricating Oil Separator Feed Pumps Open Separator discharge valve to No.2 generator LO LP742
Open No.1 starboard separator LO supply pump suction LX212
sump tank
Manufacturer: IMO Pumps valve from No.1 generator engine sump
Open No.2 generator engine sump LO inlet valve LX121
No. of sets: 4 Open No.1 starboard separator LO supply pump suction LP531
valve Closed Crossover valve from ME LO separator LP743
Model: ACE 032N3 NVBP
Closed Crossover valve to main engine LO separators LP505 Open Operating fresh water supply valve HC148
Type: Horizontal, gear
Open No.1 starboard separator LO supply pump discharge LP533 Open No.2 starboard LO separator discharge valve to the LP841
Capacity: 1.4m3/h at 250kPa sludge tank
valve
Motor: 0.63kW, 440V, 1,100 rpm
Open No.1 starboard LO separator heater inlet valve LP534 No.3 Diesel Generator Engine
Lubricating Oil Separator Heaters Open No.1 starboard LO separator heater outlet valve LP631 Position Description Valve
Manufacturer: DongHwa Entec Closed No.1 starboard LO separator heater bypass valve LP535 Open No.1 port separator LO supply pump suction valve LX232
No. of sets: 4 Operational Three-way changeover/recirculation valve V1 from No.3 generator engine sump
Type: Shell & tube Set No.1 starboard LO separator flow regulating valve RV4 Open No.1 port separator LO supply pump suction valve LP511
Model: 0.9m3 Open No.1 starboard LO separator three-way recirculation LP632 Closed Crossover valve to main engine LO separators/from LP501
Capacity: 1.4m3/h valve outlet valve back to GE sump GE LO settling tank
Open No.1 starboard LO separator clean oil outlet valve LP731 Open No.1 port separator LO supply pump discharge LP513
Open Separator discharge valve to No.1 generator LO LP732 valve
sump tank Closed Separator feed pump discharge crossover valve LP504
Open No.1 generator engine sump LO inlet valve LX111 Open No.1 port LO separator heater inlet valve LP514
Closed Crossover valve from ME LO separator LP734 Open No.1 port LO separator heater outlet valve LP611
Open Operating fresh water supply valve HC147 Closed No.1 port LO separator heater bypass valve LP515
Open No.1 starboard LO separator discharge valve to the LP831 Operational Three-way changeover/recirculation valve V1
sludge tank Set No.1 port LO separator flow regulating valve RV4
Open No.1 port LO separator three-way recirculation LP612
valve outlet valve back to GE sump

Illustration 2.8.3e Port Generator Engine Lubricating Oil Separating System
To No.4 To To No.3
Generator Generator Generator
Engine From Main Engine Engine
Set. LP Set. LP Lubricating Engine Lubricating Lubricating
600kPa 621 600kPa 611 Oil Sump Lubricating Oil Settling Oil Sump
PI PI
Tank (Port) Oil Purifier Tank Tank (Port)
TI TI
No.2 No.1
Generator Engine Generator Engine
Heater (Port) Heater (Port)
(1.4m3/h x 45/95OC) (1.4m3/h x 45/95OC)
TI TI LP722 LP713 LP712
LP LP
524 514
LP723 LP714
To Lubricating
Oil Drain Tank
LP
225 TIC LP515 TIC
TIAHL TIAHL
TT2 TT2
LP504 LP81 LP71
TT1 TT1
LP523 LP513
S S
LP622 LP612
PT1 PT4 LP721 PT1 PT4

PI Generator Engine PI
Lubricating Oil
Purifying RV4 RV4 LP711
Diff Set.
Feed Pump Diff Set.
450kPa No.2 (Port) No.1 450kPa
(1.4m3/h x
CP CP XS XS
250kPa)
XA XA
LP521 LP511 LP82 LP72
No.2 Generator No.1 Generator

Engine Purifier Engine Purifier
LP503 LP501 (Port) (Port)
(1.4m3/h) (1.4m3/h)
LP508 SZ LP821 SZ LP811
From No.4 To Main From From No.3 Sludge Tank Key

Generator Engine Generator Generator (Port)
Engine Lubricating Engine Engine Lubricating Oil
(17.7m3)
Lubricating Oil Purifier Lubricating Lubricating Waste Oil
Oil Sump Oil Settling Oil Sump
Tank (Port) Tank Tank (Port) Electrical Signal

Position Description Valve The separators can now be operated in accordance with the procedures detailed Position Description Valve
for the main engine LO separators provided earlier in this section.
Open No.1 port LO separator clean oil outlet valve LP711 Closed Separator feed pump discharge crossover valve LP504
Open Separator discharge valve to No.3 generator LO LP712 Open No.1 port LO separator heater inlet valve LP514
sump tank Procedure for Separating Oil from the Generator Engine Open No.1 port LO separator heater outlet valve LP611
Open No.3 generator engine sump LO inlet valve LX131 Lubricating Oil Settling Tank to the Generator Engine Sump Closed No.1 port LO separator heater bypass valve LP515
Closed Crossover valve from ME LO separator/to GE LO LP714 Tanks Operational Three-way changeover/recirculation valve V1
settling tank Set No.1 port LO separator flow regulating valve RV4
Open Operating fresh water supply valve HC149 If any maintenance work is to be carried out within the crankcase of any
of the diesel generator engines, it is good practice to pump the generator Open No.1 port LO separator three-way recirculation LP612
Open No.1 port separator discharge valve to the sludge LP811 valve outlet valve back to GE LO settling tank
sump contents to the generator engine LO settling tank. Here the oil can be
tank Open Recirculation valves to GE LO settling tank LP714
preheated, water allowed to be drained off, and then the contents run down to
the generator sump via the LO separator. LP713
No.4 Diesel Generator Engine Open No.1 port LO separator clean oil outlet valve LP711
The procedure for starting the separators is the same as that previously Open Separator discharge valve to No.3 generator LO LP712
Position Description Valve described, but the setting of the valves and the other procedures would need to sump tank
Open No.2 port separator LO supply pump suction valve LX242 be in accordance with the following.
from No.4 generator engine sump Open No.3 generator engine sump LO inlet valve LX131
Open No.2 port separator LO supply pump suction valve LP521 a) Check and record the level of oil in the LO tanks and sumps. Open Operating fresh water supply valve HC149
Closed Crossover valve to main engine LO separators LP503 Open No.1 port separator discharge valve to the sludge LP811
b) It has been assumed that all of the valves in the separating tank
Open No.2 port separator LO supply pump discharge LP523
valve and transfer systems are initially closed, and that the shore
connection valves are closed and that blanks are in place and No.4 Diesel Generator Engine
secure.
Open No.2 port LO separator heater inlet valve LP524
Open No.2 port LO separator heater outlet valve LP621 c) Open the control air valve and operating fresh water supply d) Ensure that all of the separator bowls have been assembled
Closed No.2 port LO separator heater bypass valve LP525 valve to the separator, and ensure there is power available to the correctly and that the bowls and covers are secure.
Operational Three-way changeover/recirculation valve V1 separator’s controller.
e) Check that the separator brakes are off and that the separator
Set No.2 port LO separator flow regulating valve RV4 bowls are free to rotate.
Open No.2 port LO separator three-way recirculation valve LP622 No.3 Diesel Generator Engine
outlet valve back to GE sump f) Confirm that the separator gearbox oil levels are correct.
Open No.2 port LO separator clean oil outlet valve LP721
Open No.2 LO transfer pump suction valve from No.3 LX232
Open Separator discharge valve to No.4 generator LO sump LP722 The separators can now be started and stopped in accordance with the
GE LO sump
tank procedures detailed for the main engine LO separators provided earlier in this
Open No.2 LO transfer pump suction valve from GE LF041 section.
Open No.4 generator engine sump LO inlet valve LX141 sumps
Closed Crossover valve from ME LO separator/to GE LO LP723 Open No.2 LO transfer pump suction valve LF070
settling tank Note: The contents of the GE settling tank will have to remain in this tank
Open No.2 LO transfer pump discharge valve LF072 for at least 24 hours, and heated up to 90°C and drained of any water before
Open No.2 LO transfer pump discharge valve to GE LO LF050 being run down to the respective GE sumps. Therefore, any rundown valves
Open No.2 port LO separator discharge valve to the sludge LP821 settling tank from this tank will remain closed until this procedure has been completed.
tank
Open GE LO settling tank inlet valve LF016
e) Ensure that all of the separator bowls have been assembled
correctly and that the bowls and covers are secure. Open GE LO settling tank outlet valve LF027 Open No.2 LO transfer pump suction valve from No.4 LX242
Closed Separator feed pump suction crossover valves LP501 GE LO sump
f) Check that the separator bowls are free to rotate. LP508 Open No.2 LO transfer pump suction valve from GE LF041
Open No.1 port separator LO supply pump suction valve LP511 sumps
g) Confirm that the separator gearbox oil levels are correct. Open No.1 port separator LO supply pump discharge LP513 Open No.2 LO transfer pump suction valve LF070
valve Open No.2 LO transfer pump discharge valve LF072

Illustration 2.8.3f Port Diesel Generator Engine Lubricating Oil Separator System Screen Shot


Open No.2 LO transfer pump discharge valve to GE LO LF050
settling tank
Open GE LO settling tank inlet valve LF016
Open GE LO settling tank outlet valve LF027

Closed Separator feed pump suction crossover valves LP501
LP503
Open No.2 port separator LO supply pump suction valve LP521
Open No.1 port separator LO supply pump discharge LP523
valve
Open No.2 port LO separator heater inlet valve LP524
Open No.2 port LO separator heater outlet valve LP621
Closed No.2 port LO separator heater bypass valve LP525
Set No.2 port LO separator flow regulating valve RV4
Open No.2 port LO separator three-way recirculation LP622
valve outlet valve back to GE LO settling tank
Open Recirculation valves to GE LO settling tank LP723
LP713
Open No.2 port LO separator clean oil outlet valve LP721
Open Separator discharge valve to No.4 generator LO LP722
sump tank
Open No.4 generator engine sump LO inlet valve LX141
Open No.2 port separator discharge valve to the sludge LP821
tank

Illustration 2.8.4a Starboard Stern Tube Lubricating Oil System

Air Control Unit
G4 PI
FC1
V7 Q1 R1
PI
FM DPI
PAL
LS25 V5
V1 V4
S1
S2 G5 From Control
Key PI
Air System
PS PI FC2
V8 Q2
Lubricating Oil
FM G3 V6
Waste Oil PI
AR1
Compressed Air
PI PI S3 V10
Electrical Signal
AR2
FM
LS LS
127 134
90% 55%
LAH LAL
LS11.1 LS11.2
LS136 LS
PI
LAL Set. 400kPa 133
LS C LS142
LS13 PI LS LS
P
IAS
131
LS130
Stern Tube LS107 LS104
Fwd PCL No.2 Stern Tube
Seal Lubricating Oil LS1.5 Stern Tube Lubricating Stern Tube
Lubricating
Tank Cooler Oil Pump (Starboard) Lubricating
Oil Tank Oil
(3.0m3/h x 300kPa) LS128 Drain
(15L) PS
(180L)Tank
TI TI Set. 400kPa (Port)
C
LS LS PI (6.4m3) LS129
LS P LS113
109 108 111
LS
120 LS LS110 LS106 LS102 LS101
TIAH 014 No.1
LS12
N.C LS119
LS141
TT
TT
TI To Lubricating oil
Drain Tank
LS
116
1 2 3 4 5 From Main Engine
LS FM
118 System Oil Storage
Drain Collection Unit
Should be Located Tank (Starboard)
LS V103
Below Shaft Centre
117
To Lubricating Oil
V100 Transfer Pump
LS115 N1 V104
LAH
To Main Engine
N.C LS LS LS Lubricating Oil Purifier
N.C N.C LS15
121 140 026 LS
LS
LS
135 143
LS122
LS125 LS LS Stern Tube

N.C N.C Lubricating Oil
124 123
Drain Tank
(Starboard)
(6.4m3)

2.8.4 Stern Tube Lubricating Oil System Introduction Aft Stern Seal
Stern Tube Seals Because of the twin propulsion arrangement, the vessel has been fitted with The aft seal consists of the following parts: three rubber lip sealing rings, one
two independent stern tube LO and seal systems, as shown in illustrations “P” seal, metal housing holding the sealing rings, and a liner which rotates with
Manufacturer: Japan Marine Technologies 2.8.4a and 2.8.4c. The systems are identical in their arrangement and in how the propeller shaft. The lip seals are made from Viton, and the “P” seal made
Type: Simplex compact synthetic rubber lip seals they operate, with the only change being is the different valve numbers used. from NBR, and are configured as shown in illustration 2.8.4c. The after most
Model: Stern Guard MKII (forward seal - 2 ring) sealing ring is designated No.1 and faces outwards, whilst No.2 and No.3 seal
The stern tube assemblies along with their forward and aft seals are designed rings face forward. Seal No.1 is designed to seal against the sea water while the
Airguard 3AS (aft seal - 3 ring)
to provide support for the propeller shafts in two oil lubricated bearings, and other two are used to seal against the oil held inside the stern tube. The “P” ring
to prevent the leakage of oil from the stern tubes into the engine room and into is to protect the seal rings from foreign objects such as fishing nets etc.
Stern Tube Air Seal Control Unit the sea. The aft stern seals are also required to prevent the ingress of sea water
into the stern tube which would result in contamination of the system, with the This aft seal unit utilises an air sealing system between the oil and sea water,
Manufacturer: Japan Marine Technologies consequent damage to the bearings, and the onset of corrosion. and operates by having compressed air supplied between the No.1 and No.2
No of sets: 1 per stern tube seals. The air is pressurised to a nominal pressure by the air control unit, and
has its flow regulated before being supplied to the seal. The constant flow
Stern Tube Lubrication seal air is directed to the void space between seals No.1 and No.2, and then
Stern Tube Bearings flows out to sea through seal No.1 as shown in illustration 2.8.4c. The air
The stern tube bearing lubricating systems are independent of other systems line pressure then corresponds with the external sea water pressure, plus the
Manufacturer: Japan Marine Technologies and there are three systems for each stern tube, one for the bearings, one for pressure lost through the seals which is approximately 0.01 to 0.015Mpa. Any
Material: Cast iron with white metal the aft seal assembly and one for the forward seal assembly. All of these use change in draught of the ship is automatically detected by the air control unit,
Aft: Drawing B01-F075-1218a the same grade of lubricating oil. and the air supply regulated accordingly. The leakage past the No.1 sealing ring
680.9mm ID x 1,470mm long will be dependent on the the general condition of the seals, and the condition of
The stern tube bearings are lubricated by oil circulated in a closed loop circuit the surface on the liner. Any oil or sea water that may be present in this space
Forward: Drawing B01-F075-1293
that can be seen in illustrations 2.8.4a and 2.8.4c. The oil is pumped by one is drained down to the 10 litre drain collecting tank. This is fitted with a level
682.9mm ID x 550mm long of the two LO pumps through a cooler to the underside of the stern tube via switch and a high level alarm that connects to the IAS, and warns the duty
two lines. The oil then passes through the stern tube and around the bearings engineer of any seal leakage problems. If the tank contains sea water, seal No.1
back to the stern tube LO tank. This tank has a capacity of 210 litres, and is is leaking, but if it contains LO then it is seal No.2 that is leaking.
Stern Tube Lubricating Oil Pumps situated approximately one metre above the centre line of the propeller shaft.
Manufacturer: IMO The outlet pipe from the tank is connected to the suction side of the two stern In the event of there being a problem with the air seal flow regulating
No. of sets: 2 per stern tube tube LO pumps, and provides a positive head on the pumps which are mounted system, the air control units can be switched over at the control panel via the
at the engine room floor plate level. One pump will be operating and the other changeover switch FV1 from “A-LINE” to “B-LINE”. An oil supply flows to
Type: Vertical, gear
selected to automatic standby ready to start if the operating pump fails. The the space between the two inner stern tube seals rings, No.2 and No.3. The oil
Model: ACE 038K3 NVBP oil cooler is circulated with water from the central fresh water cooling system. return pipe from this seal chamber is directed back to the stern tube LO tank. A
Capacity: 3.0m3/h at 300kPa The stern tube assembly passes through a tank which is filled with water from natural oil circulation is set up when the shaft turns, thus oil flows through the
Motor: 1.75kW, 440V at 1,700 rpm the domestic fresh water system, which also provides cooling to the oil and the seal space. The LO tank is fitted with a high and low level alarm.
stern tube.
The LO pressure in the stern tube is controlled by the air control unit which
Stern Tube Lubricating Oil Cooler It is essential that an adequate supply of oil is maintained to the stern tube to supplies air at a reduced pressure to the space between No.1 and No.2 seals
reduce friction and to carry away the heat. The oil in the stern tube system of the aft seal, and also to the top of the stern tube LO tank. As previously
Manufacturer: DongWha
should be periodically sampled and tested to ensure that its properties are detailed, the air to the seal chambers is vented to sea, and any change in the
No. of sets: 1 per stern tube still within the manufacturer’s specification. The presence of any water in the vessel’s draught is detected by the air control unit. The air control unit will then
Type: Shell and tube oil will indicate leakage at the after stern seal, and this will be detected by automatically adjust the air pressure to the stern tube LO tank, and this will
Model: 2.0m2 the presence of sea water in the drain collecting tank. The presence of any increase or decrease the oil pressure to the stern tube to the optimum value. A
Capacity: 3.0m3/h 46.6 - 45ºC metal particles in the oil will indicate a breakdown of either the forward or aft relief valve fitted to the stern tube lubricating oil tank is set at 0.25MPa.
propeller shaft bearings.
Note: Refer to JMT drawing number Z-B1-21272 for valve designations not
shown on builders drawings.

Illustration 2.8.4b Starboard Stern Tube Lubricating Oil System Screen Shot

Forward Seal Assembly Position Description Valve h) Ensure that “A-LINE” flow meter shows about 35nl/min, which
is factory set.
Open LO inlet valve to stern tube bearings LS015
The forward stern seal consists of two sealing rings that both face aft. The
chamber between the seals is supplied with oil from a small header tank, of Open Flow meter LO inlet valve for aft seal LS016 i) Adjust valve LS015 to set the flow meter to 120 litre/hr ± 50.
approximately 15 litre capacity situated on the aft bulkhead of the engine Open Flow meter LO outlet valve for aft seal LS017
room, so that the normal oil level in the tank is 1-2 metre above the propeller Closed Flow meter LO bypass valve for aft seal LS018 j) With these adjustments etc, the aft seal and stern tube are now
shaft centre line. The header tank is also fitted with a filling cap, a low level Open Aft seal LO inlet valve LS022 in the working condition.
alarm, and an oil sight glass for minimum and maximum level indication. Two Closed Vent valve LS019
pipelines connect the forward seal header tank to the forward seal chamber. k) Take an oil sample for analysis from the sampling connection at
The inlet pipeline is connected to the side of the forward seal, and the outlet Closed Sample/drain valve LS021
regular intervals.
connected to the top of the forward seal to create the circulating system for Closed Sample valve LS023
when the shaft is rotating. The two pipelines allow for ahead and astern rotation Closed Sample/drain valve LS026 Note: Classification societies require a daily log to be taken of stern tube
of the shaft. The cooling of the oil is by convection from the corrugated surface Closed Sample/drain valve LS040 conditions such as stern tube bearing temperatures, LO pressures, amount
of the header tank. of LO added, sea temperatures, ship’s position, and water content of stern
tube LO. This daily log is to be presented to an attending surveyor during the
Air Control Unit relevant survey period.
Procedure for Priming with Oil the Stern Tube Bearing and the Note: Some valve numbers are JMT designations “V”.
Aft Seal Lubricating Oil Systems
Position Description Valve Starboard Stern Tube
Port Stern Tube Closed Air supply to control unit LA032
a) Confirm that all of the instrumentation root valves are open, and
Open Micro mist separator inlet valve V4
that the instruments are reading correctly.
a) Confirm that all of the instrumentation root valves are open, and Open Micro mist separator outlet valve V5
that the instruments are reading correctly. Closed Micro mist separator bypass valve V6 b) Ensure that compressed air is available to the air control unit,
Closed Water flushing connection isolating valve V201 and that power is available to the stern tube LO pumps. Confirm
b) Ensure that compressed air is available to the air control unit,
Closed Air supply valve to stern tube LO header tank LS033 also that cooling water is being supplied to the stern tube LO
and that power is available to the stern tube LO pumps. Confirm
Closed Air supply valve to stern tube LS036 cooler.
also that cooling water is being supplied to the stern tube LO
cooler. Closed Drain collection system drain valve LS024
c) Check that there is sufficient oil in the forward stern tube LO
Open Drain collection unit inlet valve LS025 header tank, and replenish as required through the oil cap.
c) Check that there is sufficient oil in the forward stern tube LO Open Drain collection unit outlet valve V100
header tank, and replenish as required through the oil cap.
Closed Drain collection unit drain valve V101 Position Description Valve
Position Description Valve Closed Stern tube LO header tank drain valve LS129
d) Assuming that the No.1 stern tube LO pump is to be used in
Closed Stern tube LO header tank drain valve LS029 Open Stern tube LO header tank outlet valve LS113
this procedure, start the pump at the local stop/start switch, and
Open Stern tube LO header tank outlet valve LS013 supply oil to the No.2/3 aft seal, the stern tube and bearings, Open Stern tube LO header tank return valve LS128
Open Stern tube LO header tank return valve LS028 and to the stern tube LO tank. Select No.2 pump for automatic Closed Stern tube LO header tank vent valve LS130
standby. Open then close when air has been vented
Closed Stern tube LO header tank vent valve LS030
Open then close when air has been vented Closed Filling valve from LO storage tank LS101
Closed Filling valve from LO storage tank LS001 e) With oil filling valve LS001 open, and stern tube LO tank outlet Open No.1 stern tube LO pump suction valve LS102
Open No.1 stern tube LO pump suction valve LS002 valve LS013 closed, check the oil level in the stern tube LO Open No.1 stern tube LO pump discharge valve LS106
Open No.1 stern tube LO pump discharge valve LS006 tank, and when the level has reached the NORMAL LEVEL, Open No.2 stern tube LO pump suction valve LS104
open valve LS013 and close valve LS001. Open No.2 stern tube LO pump discharge valve LS107
Open No.2 stern tube LO pump suction valve LS004
Open No.2 stern tube LO pump discharge valve LS007 Closed Stern tube LO pumps bypass valve LS141
f) Select the changeover switch to “A-LINE”.
Closed Stern tube LO pumps bypass valve LS041 Open Oil cooler inlet valve LS108
Open Oil cooler inlet valve LS008 g) Slowly open the air supply valve LA031 to the air control unit, Open Oil cooler outlet valve LS109
Open Oil cooler outlet valve LS009 and allow the air to fill the space between No.1 and No.2 seals. Closed Oil cooler bypass valve LS110
observe air pressure on pressure gauge. Open LO inlet valve to stern tube bearings LS115
Closed Oil cooler bypass valve LS010

Illustration 2.8.4c Port Stern Tube Lubricating Oil System

Air Control Unit G4
FC1 PI
V7
Q1 PI
FM DPI
PAL
LS25 V5 F1 V4
V1 S1
G5 From Control
S2
Key PI
Air System
PS PI
V8
Lubricating Oil
FM G3
V6
Waste Oil PI
FC2
AR1
Compressed Air Q2
S3 V10
Electrical Signal PI PI Q4
AR2
FM
LS LS V201
027 034
90% 55%
LAH LAL
LS21.1 LS21.2
LS036 LS
PI
LAL Set. 400kPa 033
LS C LS042
LS23 PI LS LS
P
IAS
031
LS030
Stern Tube LS007 LS004
Fwd PCL No.2 Stern Tube
Seal Lubricating Oil LS3.5 Stern Tube Lubricating Stern Tube
Lubricating
Tank Cooler Oil Pump (Port) Lubricating
Oil Tank Oil
(3.0m3/h x 300kPa) LS028 Drain
(15L) V201
PS
(180L)Tank
TI TI Set. 400kPa (Port)
C
LS LS PI (6.4m3) LS029
LS P LS013
009 008 011
LS
020 LS LS010 LS006 LS002 LS001
TIAH 014 No.1
LS22
N.C LS019
LS041
TT
TT
TI To Lubricating oil
LS From Main Engine Drain Tank
N.C
026 System Oil Storage
LS Tank (Port)
016
1 2 3 4 5
LS FM
018 Drain Collection Unit
Should be Located
LS Below Shaft Centre V103
017
To Lubricating Oil
Transfer Pump
N1 V100
LS015 V101
LAH
To Main Engine
N.C LS LS Lubricating Oil Purifier
N.C LS25
021 040 LS
LS
LS
035 043
LS022
LS025 LS LS Stern Tube

N.C N.C Lubricating Oil
024 023
Drain Tank
(Port)
(6.4m3)

Position Description Valve i) Adjust valve LS115 to set the flow meter to 120 litre/hr ± 50. Procedure for the Normal Operation of the Stern Tube Bearing
Open Flow meter LO inlet valve for aft seal LS116 Lubricating Oil and Aft Stern Seal Oil System
j) With these adjustments etc, the aft seal and stern tube are now
Open Flow meter LO outlet valve for aft seal LS117 in the working condition. With the system fully primed with lubricating and seal oil, the system can
Closed Flow meter LO bypass valve for aft seal LS118 be lined up to function as designed. This can be achieved by following the
Open Aft seal LO inlet valve LS122 k) Take an oil sample for analysis from the sampling connection at procedures outlined above, and by setting the system valves as per the valve
Closed Vent valve LS119 regular intervals. tables and subsequent notes. Before starting it is also important to check the
Closed Sample/drain valve LS121 following:
Closed Sample valve LS123 Note: Classification societies require a daily log to be taken of stern tube
conditions such as stern tube bearing temperatures, LO pressures, amount a) Confirm that all of the instrumentation root valves are open and
Closed Sample/drain valve LS126
of LO added, sea temperatures, ship’s position, and water content of stern that the instruments are reading correctly.
Closed Sample/drain valve LS140 tube LO. This daily log is to be presented to an attending surveyor during the
relevant survey period. b) Ensure that compressed air is available to the air control units
Air Control Unit and that power is available to the stern tube LO pumps. Also
Note: Some valve numbers are JMT designations “V”. confirm that cooling water is being supplied to the LO coolers.
Air Control Unit
Position Description Valve The control air panel is fitted with a switch that can change over operation Routine Maintenance Procedures
Closed Air supply to control unit LA031 between the “A-LINE” and “B-LINE”. Either system can be selected for use
Open Micro mist separator inlet valve V4 as they are identical.
System Oil
Open Micro mist separator outlet valve V5
Ensure drain valve V1 for shuttle valve S1 (JMT designations) is open If the oil level in the stern tube and aft seal system drops during normal
Closed Micro mist separator bypass valve V6
periodically to test for water in the stern seal air supply line. operations it is important to check the contents of the drain collecting tank.
Closed Water flushing connection isolating valve V201 This tank should remain dry in normal operations and will only ever fill with
Closed Air supply valve to stern tube LO header tank LS133 sea water or lubricating oil if there is a problem with the stern seals.
Closed Air supply valve to stern tube LS136 Procedure for the Preparation of the Stern Tube Seal Air
Closed Drain collection system drain valve LS124 Control Unit If the system needs topping-up because of a low level of oil, proceed as
Open Drain collection unit inlet valve LS125 follows:
a) The valves in the following list have been detailed and their
Open Drain collection unit outlet valve V100 positions given, but they have been factory set and should a) With propeller shafts stopped, confirm the level of oil in the ME
Closed Drain collection unit drain valve V101 not require adjustment during normal operations. The valve system LO storage tanks.
designations are JMTs, and apply to each shaft:
d) Assuming that the No.1 stern tube LO pump is to be used in b) Open valve LS001 (port)/LS101 (starboard) which connects the
this procedure, start the pump at the local stop/start switch and stern tube LO pump suction to the LO storage tank, and close
Air Control Unit
supply oil to the No.2/3 aft seal, the stern tube and bearings, valves LS013 (port)/LS113 (starboard) which are the stern tube
and to the stern tube LO tank. Select No.2 pump for automatic Position Description Valve LO pump suction valves from the stern tube LO tank.
standby. Set to 4nl/min Drain collection unit vent valve N1
Set to 35nl/min Air control unit flow controllers FC1 c) When the working level is established in the stern tube LO tank,
e) With oil filling valve LS101 open, and stern tube LO tank outlet open valves LS001 (port)/LS101 (starboard), and open valves
valve LS113 closed, check the oil level in the stern tube LO FC2
LS013 (port)/LS113 (starboard).
tank, and when the level has reached the NORMAL LEVEL,
open valve LS113 and close valve LS101. The following items should be checked on the air control units at regular
intervals: Air Piping
f) Slowly open the air supply valve LA031 to the control unit • The differential pressure across the micro mist separator should If the pressure differential between the air supply line shown on gauge LSP1,
and allow the air to fill the space between No.1 and No.2 seals, not be allowed to exceed 0.1MPa. and the drain line to the drain collecting unit becomes too great (above
observe air pressure on pressure gauge. 0.029MPa) it will be necessary to clean the lines out with fresh water. This
• Inlet air pressure should normally be 0.4 to 0.7MPa.
operation must only be carried out when the propeller shafts have been
g) Select the changeover switch to “B-LINE”. • Low air pressure alarm initiates at 0.1MPa. stopped. This will ensure a positive pressure in the stern tube and prevent any
h) Ensure that “B-LINE” flow meter shows about 35nl/min, which • The flow meter (FM1) should be set to regulate at between 35 water contamination.
is factory set. and 40nl/minute.

Illustration 2.8.4d Port Stern Tube Lubricating Oil System Screen Shot

To wash the lines out, proceed as follows: Illustration 2.8.4e Forward and Aft Stern Seal Arrangements
Forward Stern Seal Arrangement
a) Fit coupler to flushing water connection on air control unit. Aft Stern Seal Arrangement
Wear Down
b) Ensure that flushing water pressure is higher than gauge reading Gauge
on LSP1 (above 0.029MPa).

Mounting Flange Flange Intermediate Cover Clamp Ring
c) Ensure flow meter inlet valve on the control unit is closed (JMT Strap Ring Ring Ring Ring (Two Parts)
valve number N4).
d) Ensure flushing valve on the control unit is closed (JMT valve

number V201).
e) Open flushing valve V201.
f) Slowly open flow meter inlet valve N4, and keep the float in the 1 2 3 Oil Oil 4 5
flow meter on scale 2 from the top. Flushing water quantity at Air
this scale reading is about 1 litre/min.
g) Flush for one minute and repeat for another 2 or 3 times.
h) On completion of flushing close the flushing valve V201 and

disconnect flushing water coupler. Propeller Rubber Liner Net Stopper Sealing Shaft Sealing Sealing Sealing Sealing Shaft Rubber
Ring (Two Parts) Ring No.1 Ring No.2 Ring No.3 Ring No.4 Ring No.5 Ring
As the drains from the flushing are collected in the drain collection unit, to Oil Level
Max
clean out the unit, close drain collection unit inlet valve LS025 (port)/LS125 Min
Oil Reservoir
(starboard), and dismantle and clean the drain collector. On completion of

cleaning, reassemble the drain collector, and open the inlet valve LS025 (port)/ Oil Drain
LS125 (starboard).
Forward Stern
Seal Arrangement
Propeller
Shaft
Forward
Seal

Illustration 2.8.5a Shaft Clutch Hydraulic Circuit Diagram
Key
Coupling Lubrication
PSC
PSZH
205
PI
404 Propeller Shaft Clutch ) Lubricating Oil
) ( CThrottle Valve
Handpump
D
A B
PI
Oil Sump Tank 403
Measuring Connection Measuring Connection
150
Pressure Control
A
Disengaging Clutch Main A B B
Standby Engine 1 3 1 3
PI
B Pump Shut-
a b a b
Start down
2 P T 4 2 4
PIAL PCL PALL
Y1 Y3
) ) Engaging Clutch CH22 CH1.5 TX1.8
Brake Measuring
Connection
Main Engine 32 bar

Turning Gear
A B
1 3
a b
DPAH 2 P 4
CH44
Y2
)
Clutch Housing
C 3 bar
Coupling Lubrication
50
)( )(
Oil Sump
M M
35 bar 35 bar
Oil Filling HP Pump HP Pump
LSAL 50 40 50 40
306
Oil Sump Tank

To LO Drain
Tank (NC)

2.8.5 Shaft clutch Lubricating Oil and Hydraulic • Cool the heat-radiating surfaces Note: The brake is a restraining brake used for holding the shaft when
System • Provide hydraulic pressure to both engage and disengage the stopped. It is not for STOPPING the shaft.
clutch as directed by the control system
Shaft Clutch The brake is an hydraulically activated spring-released disc brake type. The
The system is also equipped with filters and valves to hydraulically control the hydraulic pressure for the disc brake is achieved with the handpump, whilst
Manufacturer: Renk
engagement and disengagement processes of the shaft clutch. A duplex type the pressure switch is used as a brake “ON/OFF” indicator. The operating
Model: PSC 225 pressure filter has been mounted on the tank top of the power pack, and this pressure can be read from the pressure gauge. Maximum working pressure is
Number of sets: 2 is used to maintain the oil in the system in a clean condition. A filter clogged 200 bar. Oil filling of the oil reservoir is by removing the filling cap and filling
indicator has also been fitted which will allow the duty engineer to see if the in- manually.
service filter needs changing over, and the dirty element removed for cleaning
Oil Supply Unit at 250kPA differential pressure. A relief valve set at 3200kPa is fitted after the
Manufacturer: Wesselmann LO filters to protect the system from over-pressure. Any oil that is dumped by Procedure for the Normal Operation of the Shaft Clutch
Tank capacity: 1,900 litres the relief valve is returned to the clutch system oil sump. Lubricating Oil and Hydraulic Oil System
Oil pump manufacturer: Leistritz
Fitted on the oil inlet lines to the clutch housing are two measuring connections a) The shaft should be stopped and the brake engaged.
No of sets: 2 pumps per clutch that will allow a service engineer to connect instruments when monitoring the
Type: Submerged screw pumps system for correct operation. b) Check the clutch sump level is at the normal working level
Model: L3MF-60/96-IFOKS-W and manually top-up as required from the engine room filling
Capacity: 257 litre/minute The details below are for common for both clutches. connection at engine room floor 5,240A/B.
Motor: ABB, 1,761 rpm, 60Hz, 25.3kW, 440V c) Ensure oil filters are clean and primed ready for use.
Filter type: DU251.34210.25G.30.E.P.-.FS.8.-.AE40.33848.M Alarm, Trips, and Cut-In Settings
d) Confirm that all of the instrumentation root valves are open and
Filter capacity: 260 litre/minute, 25μm Instrument Description Set Point that the instruments are reading correctly.
TIAH Oil temperature high alarm 60˚C
Brake Unit PIAL Oil pressure indicator low alarm 200kPa Position Description Valve
Manufacturer: Dellner PCL Oil pressure indicator low standby pump start 150kPa Open No.1 LO pump discharge valve
Type: Hydraulically activated, spring release disc brake PCL Oil pressure indicator low main engine shutdown 100kPa Open No.2 LO pump discharge valve
Model: SKD 4x125 PCH Oil pressure high main engine release start 250kPa Closed Drain valve to LO drain tank
Handpump: PMS 31-20 DPAH Clutch oil filter differential pressure high alarm 250kPa
LAL Clutch oil sump level low alarm e) Start one No.1 LO pump as the duty pump, and once the oil
Operating pressure: 200 bar (maximum) pressure has reached its normal operating pressure, select the
Test pressure: 280 bar other pump to automatic standby.
Lubricating and Hydraulic Oil Systems Safety Valve Settings
Description Set Point f) Monitor the temperatures and pressures throughout the system,
Introduction and check that the oil outlet temperatures are below the alarm
No.1 LO pump relief valve 3500kPa
point of 60°C.
A shaft clutch assembly has been mounted to each of the two propeller shafts, No.2 LO pump relief valve 3500kPa
and these are used to allow the main engines to have their drives disengaged LO system relief valve 3200kPa
from the propeller, and to provide a means of restraining the shaft via a CAUTION
manually operated disc brake assembly. Hydraulic system connecting block relief valve 300kPa Before Engaging Clutch:
1. Check clutch side status first
The shaft clutch hydraulic oil system and its piping are mounted externally to 2. Gear should be aligned
the propeller shaft clutch, and the oil is pumped to the clutch by one of two Hydraulic Disc Brake 3. Brake should be locked
electric motor-driven pumps. One pump will always be operating as the duty The purpose of the disc brake is to hold the propeller shaft stationary whilst
pump, and the other selected to automatic standby ready to start if the duty the clutch is engaged, in order for the main engine turning gear to line-up
pump fails or if the operating pressure falls below 1.5 bar . The oil is then used the engine side of the clutch to the correct engagement position. The brake
to: may also be engaged during the disengagement of the clutch, but only at the
• Lubricate of all the bearings and gears inside the clutch permitted trailing speed of the shaft or below (5-6 rpm).
housing

Illustration 2.8.6a Lubricating Oil Drain System Generator Generator Main Engine
Engine Engine Cylinder Oil Main Engine Main Engine Main Engine Main Engine
From Oil Renovating System Oil Renovating Cylinder
From Oil From Oil Lubricating Oil Lubricating Oil Storage Tank System Oil Cylinder Oil Oil Storage Oil Settling
Power Power Mist Chamber Tank Settling Tank Tank Oil Storage
Mist Chamber Mist Chamber Storage Tank Settling Tank for Marine Gas Storage Tank Storage Tank Tank Tank
Pack Pack (Port and (Port) (Port) (Starboard) Tank
(Port and (Port and (Port) (Port) Oil Use (Port) (Port) (Starboard) (Starboard)
for Cargo for Cargo Starboard) (Starboard)
From Oil/ Starboard) Starboard)
LD LD LD LD LD LD LD LD LD LD LD
Grease
004 005 006 018 001 002 003 019 007 008 009
Store
LD
010
LD011 Lubricating Oil Purifier Unit (Port)

No.2 Main Engine No.1 Main Engine No.2 Main Engine No.1 Main Engine
Generator Engine Solenoid
Generator General General General Cylinder Oil Cylinder Oil Cylinder Oil Cylinder Oil
Lubricating Oil Main Engine Valve
Engine Service Tank Service Tank Service Tank Service Tank for Service Tank for Service Tank for Service Tank for
Stern Tube Lubricating Purifier Feed Pump Lubricating Cabinet
Lubricating (Port) (Port) (Port) Low Sulphur Heavy Fuel Oil Low Sulphur Heavy Fuel Oil
Oil Cooler (Port) Oil Purifier Fuel Oil
Oil Purifier (0.5m3) (0.2m3) (0.2m3) Fuel Oil (Port) (Port) (Starboard)
(Port) Heater (Port) (Starboard)
Heaters (Port) LD LD LD
No.1 No.2 015 014 LD 016
017
Main Engine Lubricating

Main Engine Oil Cooler (Port)
Lubricating
TI TI
Oil Purifier Heating Heating
Main Engine Filter No.1 No.2
Stern Tube Lubricating
Feed Port Tank for Tank for
with Bypass Filter Oil Cooler
(Port) Main Engine Main Engine
Stern Tube (Port) (Starboard)
Lubricating Oil Cooler From Stern From Main Cylinder Oil Cylinder Oil
(Port) Tube Lubricating Engine (Port) (Starboard)
Oil Tank (Port) Bedplate Hydraulic No.1
Oil Unit
for Clutch From Stern
No.2 No.1
(Port) Tube Lubricating
No.2 TI TI
Oil Coaming Main Engine Lubricating Oil Tank
with Drain
Plug Oil Cooler (Starboard) (Starboard)
Lubricating
TI TI From Main
Transfer
No.1 No.2 Main Engine Filter Engine
Pump
with Bypass Filter Bedplate
Generator Engine Generator (Starboard)
Main Engine (Starboard) Stern Tube Lubricating
Lubricating Oil Engine General General General
Lubricating Oil Pump
Purifying Feed Pump Lubricating Lubricating Oil Service Tank Service Tank Service Tank Hydraulic
Oil Purifier (Starboard)
(Starboard) Oil Purifier Purifier Unit (Starboard) (Starboard) (Starboard) No.1 Oil Unit
Heater
Heaters (Port) (0.9m3) (0.2m3) (0.2m3) for Clutch
(Starboard)
No.1 No.2
No.2 No.1
TI TI No.2
Oil Coaming with
Drain Plug
From Main Engine Scavenge

Air Box Drain Tank (Port)
From Lubricating Oil LAH From Main Engine Scavenge
Transfer Pump JXX
Air Box Drain Tank (Starboard)
From Oil Sump Tank From Oil Sump Tank

LS LD013
for Clutch (Port) for Clutch (Starboard)
Key
TI Waste Oil
Lubricating Oil Drain Tank
(13.8m3)

2.8.6 Lubricating Oil Drains System • Port main engine scavenge box • Sludge tanks port and starboard
• Starboard main engine scavenge box And can discharge to:
Sludge Oil Transfer Pump • Incinerator waste oil tank
The LO transfer pumps can also discharge to the LO drain tank through valve
Manufacturer: IMO AB • Port and starboard shore connections
F038 from No.2 LO transfer pump and cross-connection valve LF031, then
No. of sets: 1 valve F038 from No.1 LO transfer pump.
Type: Horizontal mono Note: The burning of only LO sludge in the incinerator can present problems
Model: AEB 1E 100 Save-alls around other LO tanks and LO separators, power packs etc, but such as high temperatures due to the poor combustible nature of the LO, and
Capacity: 10m3/h at 400kPa have no drain valves that drain directly into the LO drain tank, are itemised as ignition and a stable flame in the incinerator may be difficult to obtain.
follows:
Motor: Nord, SK20F-AL-100L/4
Motor rating: 2.55kW, 440V, 60Hz 1,690 rpm • Power packs for cargo and ballast valves Procedure for Transferring Waste Oil from the Lubricating Oil
• Mist chamber drains port and starboard Drain Tank to the Incinerator Waste Oil Tank
Introduction • Oil/grease store
The following procedure assumes that the LO drain tank is to be transferred to
• GE LO purifier feed pumps port and starboard the incinerator waste oil tank using the sludge oil transfer pump.
The LO drain tank has a capacity of 13.8m3 and is used to collect the waste
and drain oil from the save-alls, scuppers, tanks and machinery, as shown in • LO purifier unit port and starboard
illustration 2.8.6a. The tank is fitted with a high level alarm and vents via a a) Check the quantity of oil in the LO drain tank and in the
• ME LO coolers port and starboard incinerator’s waste oil tank, then determine the quantity of
200mm diameter line that is led to the starboard side of the upper deck.
• ME LO filter port and starboard waste oil to be transferred.
The tanks listed below are all fitted with self-closing test valves that drain down • ME LO purifier feed pumps port and starboard
to the LO drain tank. For completeness, all of the tanks have been included and b) Check that the sludge pump suction filter is clear and that both
their self-closing valve numbers provided. • GE LO purifier feed pumps port and starboard shore connection valves are closed and securely blanked. Set the
• Hydraulic unit for clutch port and starboard remaining valves in accordance with the following table:
Lubricating Oil Drain Valves • Stern tube LO cooler and LO pumps port and starboard
Description Valve • Heating tank for ME cylinder oil port and starboard Open Sludge transfer pump suction valve from the LO drain OI043
Generator engine LO storage tank port LD004 • LO transfer pumps tank
Generator engine LO settling tank port LD005 Closed Sludge transfer pump suction valve from FO drain tank OI045
Main engine cylinder LO storage tank for MGO use LD006 The sludge oil transfer pump is used to transfer the contents of the LO drain Closed Sludge transfer pump suction valve from oily bilge tank OI042
LO renovating tank port LD018 tank up to the 3.0m3 incinerator waste oil tank, where any water present is
Closed Sludge transfer pump suction valve from port sludge OI044
allowed to settle out before being drained via spring-loaded valve OI032 to the tank
Main engine system LO settling tank port LD001 bilge water holding tank. The separation process is aided by the provision of
Main engine system LO storage tank port LD002 steam heating coil inside the incinerator waste tank which is supplied from the Closed Sludge transfer pump suction valve from starboard sludge OI018
Main engine cylinder LO storage tank port LD003 700kPa steam service system. The tank is fitted with a high level switch that tank
LO renovating tank starboard LD019 should automatically stop the sludge pump when the tank is full, but should Open Sludge transfer pump suction valve OI051
Main engine cylinder LO storage tank starboard LD007 this fail and the tank be inadvertently overfilled, the tank will spill any excess Open Sludge transfer pump discharge valve OI005
oil back to the oily bilge tank. Closed Sludge transfer pump discharge valve back to the LO OI006
Main engine system LO storage tank starboard LD008
drain tank
Main engine system LO settling tank starboard LD009 When the oil has been given sufficient time to settle out any water in this tank, Closed Sludge transfer pump discharge valve to shore OI021
Main engine cylinder LO service tank port for LSHFO LD015 it is disposed of in the incinerator. connections
Main engine cylinder LO service tank port for HFO LD014 Open Incinerator waste oil tank inlet valve OI010
The incinerator waste oil tank is fitted with high temperature and high oil level
Main engine cylinder LO service tank starboard for LSHFO LD017 Closed Incinerator waste oil tank outlet valve OI015
alarms. Further details and the operation of the incinerator have been given in
Main engine cylinder LO service tank starboard for HFO LD016 Section 2.14.6 of this manual.
The following tanks drain to the LO drain tank: c) Start the sludge transfer pump from the local position by
The sludge oil transfer pump can take its suction from the following: pressing the START pushbutton. If required the pump can also
• Port clutch oil sump • FO drain tank be started and stopped through the IAS in manual mode.
• Starboard clutch oil sump • Oily bilge tank

d) When the desired quantity of waste oil has been transferred to c) Remove the blank fitted at the sludge discharge connection to Air Vent System
the incinerator waste oil tank, stop the sludge transfer pump and be used and connect the shore hose. Ensure that the gasket used
close all valves associated with the transfer. The pump should be is not damaged and the flange faces are clean. Oil spill response
stopped automatically by the level switch in the tank, but if oil kits must be in place as per company instructions. Tank Vents
is seen to overflow through the sight glass back to the separated Oil and water tank vent outlets are located in the following positions:
oily bilge tank, the pump must be stopped manually and the d) Ensure the blank on the other sludge discharge connection is
• Tank vents to flame screens on the port and starboard upper
automatic facility checked for faults. secure and the discharge valve is closed. The sludge discharge
deck.
station save-all should be empty, with the drain valves closed or
e) Complete the Oil Record Book with the necessary information drain plugs in position. • Aft void spaces and the aft peak tank vent to the sunken deck aft
concerning the oil transfer. port and starboard.
e) Ensure that deck save-all strip scuppers are in place to prevent
Procedure for Transferring the Lubricating Oil Drain Tank to any over-side spillage. WARNING
a Shore Facility Using the Shore Connections on Deck Any tank containing LO, HFO, MGO or other volatile substances (such
f) Start the sludge transfer pump and check for leakage. as gas generated by sewage decomposition) must be vented to a safe
The following procedure assumes that the LO drain tank is to be transferred to position. This prevents over-pressure in the tank which could result in
the shore connection using the sludge oil transfer pump. g) When the desired quantity of waste oil has been transferred to damage, and also reduces the risk of an explosion. Explosive gases must
the shore facility, stop the sludge transfer pump and close all be liberated to atmosphere through a flame screen which will prevent
a) Prior to the transfer, check the quantity of oil in the LO drain valves associated with the transfer. Refit the blank flanges to the blow-back of flame should the gases or vapours ignite after release.
tank and confirm that the shore facility is able to accept this the shore connections as soon as the shore side hoses have been
amount. disconnected. The flame screen meshes should be checked at intervals to ensure that they
are correctly in position, clean, and are not damaged. Any damage must be
b) Check that the sludge pump suction filter is clear, then set the h) Agree with the shore facility on the quantity of waste oil pumped reported and the screen mesh changed immediately.
valves in accordance with the following table: ashore and obtain a signed receipt quoting the agreed amount.
i) Complete the Oil Record Book with the necessary information Machinery Crankcase Vents
Open Sludge transfer pump suction valve from the LO drain OI043 concerning the oil transfer. Main engines, main engine turbo chargers, and generator engines vents are all
tank led independently to oil mist chambers within the funnel, these chambers being
Closed Sludge transfer pump suction valve from FO drain tank OI045 vented to atmosphere at the top of the funnel.
Closed Sludge transfer pump suction valve from oily bilge tank OI042 All lines connecting to the oil mist box must be clear without obstruction to
Closed Sludge transfer pump suction valve from port sludge OI044 flow.
tank
Closed Sludge transfer pump suction valve from starboard OI018 Any condensed vapours in the oil mist chambers are led via non-return valves,
sludge tank AV008, AV010, AV154, and AV158 back to the LO drain tank.
Open Sludge transfer pump suction valve OI051
Open Sludge transfer pump discharge valve OI005 WARNING
Closed Sludge transfer pump discharge valve back to the LO OI006 Crankcase vents from main and generator engines must run separately
drain tank from the individual crankcase to the oil mist chamber. If vents are
Open Sludge transfer pump discharge valve to shore OI021 common, an explosion in one engine crankcase may create a further
connections explosion in another engine.
Closed Incinerator waste oil tank inlet valve OI010
Closed Incinerator waste oil tank outlet valve OI015
Open Sludge discharge shore connection port OI123
As required
Open Sludge discharge shore connection starboard OI122
As required

Illustration 2.9.1a Engine Room Bilge System Screen Shot

2.9 Bilge Systems Oily Water Separator Sludge De-Watering Unit
Manufacturer: Marinfloc AB. Manufacturer: Marinfloc
2.9.1 Engine Room Bilge System No. of sets: 1 No. of sets: 1
Model: CD 5.0 Mk III Type: SDWU-500
Engine Room Bilge Pump Capacity: 5,000 litres/h (maximum) Settling tank capacity: 500 litres
Manufacturer: Teikoku Bilge water temperature: 60°C (maximum), 40°C (minimum) Capacity: 500 litres/h
No. of sets: 1 Power consumption: 4.3kW Feed pump: Double diaphragm air-driven
Type: Vertical reciprocating Filter media 1: Filter No.1 - Volume 125 litres; type: Marinfloc Capacity: 2m3/h at 600 to 900kPa
Model: 8X11VDP2 Filter media 2: Filters No.2 and No.3 - Quantity 190Kg; Discharge pump: Mono
Capacity: 10m3/h at 400kPa type: Marinfloc C200 Capacity: 1m3/h at 300kPa
Pump speed: 88 rpm OWS feed pump: Double diaphragm air-driven
Motor: Hyundai Capacity: 5,000 litres/h at 600 to 900kPa Introduction
Rating: 3.7kW, 440V, 60Hz, 1,200 rpm OWS sludge pump: Double diaphragm air-driven
OWS circulation pump: Centrifugal pump, electric motor-driven The engine room bilge system consists of a bilge main which connects with
Oily Water Separator Pump Motor rating: 2,2kW, 440V the various bilge wells, tanks and pumps in the machinery spaces as shown in
illustration 2.9.1a. There are nine main bilge wells fitted in the engine room
Manufacturer: Teikoku OWS discharge pump: Centrifugal pump, electric
and each one is fitted with a high level alarm connected to the IAS. These are
No. of sets: 1 Capacity: 5,0m3/h located in the following locations:
Type: Vertical reciprocating Motor: 2,1kW, 440V
• Port forward bilge well+direct suction from No.2 bilge, fire &
Model: 8/11VDP2 OWS dosage pumps: Single diaphragm, electric GS pump
Capacity: 10m3/h at 400kPa No. of sets: 2
• Port side bilge suctions in way of FO drain tank
Pump speed: 88 rpm Capacity: 2.1 litres/h at 800kPa
• Port side bilge suctions in way of cofferdam
Motor: Hyundai Motor: 20W, 230V, single phase
• Port aft bilge well
Rating: 3.7kW, 440V, 60Hz, 1,200 rpm
Oil Monitor and Alarm • Starboard forward bilge well
Bilge, Fire and General Service Pumps Manufacturer: Deckma • Starboard side bilge suction in way of LO drain tank
Manufacturer: Teikoku No. of sets: 1 • Starboard side bilge suction in way of cofferdam
No. of sets: 2 Model: OMD 2005 • Starboard aft bilge well
Type: Vertical, centrifugal self-priming • Echo sounder recess
Model: 2VCS-AM-NV White Box Fail-Safe Unit
Capacity: 150/290m3/h at 1000/450kPa In addition to these, the bilge main can also take its suction from the following
Manufacturer: Marinfloc AB
wells, cofferdams or tanks, but they are NOT fitted with high level alarms:
Motor rating: 150/45kW, 440V, 60Hz No. of sets: 1
• Port side engine room cofferdam
Model: White box
Clean Bilge Pump Flow rate: 20,000 litres/h (maximum) • Starboard side engine room cofferdam
Manufacturer: Teikoku Water temperature: 60°C (maximum) • Port side stern tube cooling water tank
No. of sets: 1 Monitor: Deckma 2005 • Starboard side stern tube cooling water tank
Type: Vertical reciprocating Flow meter: DN40 with pulse transmitter (10 litres per pulse) • Port main engine sunken recess
Model: 8X11VDP2 Recorder: Digital with GPS configuration
• Starboard main engine sunken recess
Motor: Hyundai
Rating: 3.7kW, 440V, 60Hz, 1,170 rpm

Illustration 2.9.1b Engine Room Bilge System From Sludge Shore Connection Manifold
From Observation Tank Port Starboard
De-watering Unit To Incinerator OI023 OI022
From Main Air Cooler Chemical OI
From Bilge Water Treatment Waste Oil
Cleaning Water Tank (Port) N.C 021
BG BG BG Equipment Coaming Drain Tank OI010
From Main Air Cooler Chemical
090 009 098
Cleaning Water Tank (Starboard) BG084 BG301 BG BG
Cofferdam Fuel Oil BG BG 402 401 OI005
Oily Bilge Tank BG Bilge Well
Stern Tube TI Drain Tank
Bilge Well Port 077 076 080 (Port)
(122.4m3) Bilge Well
Cooling Fresh (Port Aft) Recess Bilge Well N.C
(Port) CP PI
Water Tank (Port)
(90.6m3) BG093 BG085 From Sludge
LS LS LS
LS Pump
BG LS LS
P Engine Room
010 BG
Bilge Pump LAH
ZS LAH 086 BG BG BG
BG LAH BG BG LAH BG (10m3/h x 400kPa) BG32
BG BG25 054 055 056
BG LAH ZLHL 012 101 103 O125 079
BG36 006
001 BG13.2
BG
BG003 To Soot To Fire 068
BG N.C
002 FM Eductor Main Line
BG051
Oily Water Separator BG302
Air From Fresh Water BG073
BG020 (5m3/h, 5ppm)
Distribution OCM Hydrophore Unit From Main
BG021 To Spray BG202
Unit BG601 Sea Water
Flocculation From 7Kg/cm2 Main For
BG022 Line
Sea Water Tank Steam System Rinsing
Filter
Filter
Filter
Supply PI No.2 CP
BG023 To Condensate WD221 WD229
Pump
Sludge Discharge System
Fresh Pump Pump BG602 White Box WD234 BG
LS LS
Water Tank
Distilled WD248 Bilge, Fire 075
Steering Fresh Fail-Safe System
Gear Room (Port) Water OCM and General
LAH LAH Tank Service Pump BG069
Control BG201
(Port) (150/290m3/h x
BG603 FS
Air
Local Oil 1000/450kPa) WD230
Distilled WD222
Fire Descaler
Fresh FM
Fighting LAH LAH
Steering Water BG To Spray WD224
System Fresh
Tank CP PI Main For Rinsing
Pump Gear Room Water Tank
(Starboard) 099 Clean Bilge PI No.1 CP
Unit LS LS (Starboard) Pump
Bilge Feed
(10m3/h x 400kPa) BG061
Pump BG WD233
BG024
037
BG025
BG026
From
BG027 Control Air
BIlge Holding Tank

Temperature Control
BG BG029 ZLHL LAH

LAH TC BG041 BG
028 BG35 BG11.2 BG31 From Port and
BG LAH LAH LAH LAH 060
BG33 O126 Starboard Fesh
ZS 032 TIAH BG21 BG23
BG039 BG Water Tanks
P
107 LS
TI LS LS BG BG LS LS LS
LS LS TT LS BG
Stern Tube BG092 035 036 015 BG
Cooling Fresh Bilge Well Bilge Well Key
Bilge Water Clean Bilge Bilge Well 105 (Port)
Water Tank Bilge Well (Starboard) (Starboard)
(Starboard Aft) Holding Tank Water Tank Starboard Lubricating Oil Bilges
(90.6m3) Echo
(115.4m3) (288.1m3) Sounder
Recess Drain Tank
Sea Water
From Main Engine Air Cooler
BG BG (Clean Water before Mist Catcher) (Port)
BG091 Steam
034 082 From Main Engine Air Cooler
From Inert Gas Overboard
BG BG094 (Clean Water before Mist Catcher) (Starboard)
From Sewage Collection Tank Compressed Air
081 From Sludge De-watering Unit
BG033 From Main Engine Jacket Cooling Water Drain Pump (Port) Condensate/
From Incinerator Waste Oil Tank Drain
Oily Bilge from From Main Engine Jacket Cooling Water Drain Pump (Starboard) Fresh Water
From Exhaust Gas Pipe Drain
Compressor Room From Cascade Tank

Bilge Tank Capacities Bilge, Fire and GS Pumps Oily Bilge Water Separator
Tank Capacity m3 The two bilge, fire and GS pumps can be used if necessary for bilge pumping
but their primary duty is to supply sea water to the fire main system throughout The oily water separator (OWS) operates automatically in four stages to
Bilge water holding tank 115.4 the ship. Bilge pumping by means of the bilge, fire and GS pumps must only discharge water, with the separated oil being discharged to the oily bilge tank
Oily bilge tank 122.4 ever be considered as an emergency procedure as the discharge is directly and the ‘clean’ water to the clean bilge tank. The four stages are as follows:
Clean bilge water tank 288.1 overboard, and the oil content is not monitored. Great care must also be taken 1. Oil separation by gravity
after using any of the bilge, fire and GS pumps for bilge pumping duties to
2. Aeration
The engine room bilge pump would under normal conditions be the pump used ensure that the lines are clean, and contain no oil that could be discharged into
to empty the bilge wells, and to discharge the contents into the bilge water the fire main system. After bilge pumping with any of these pumps, they must 3. Flotation
holding tank. This tank has a capacity of 115.4m3 and is also used to collect be flushed through with sea water before being returned to fire system duty. 4. Filtration
the return water from the oily water separator if it fails to meet the 15 ppm
overboard discharge criteria. The No.1 and No.2 bilge, fire and GS pumps can take their suction from any To assist the operation of the OWS, the bilge holding tank has been fitted with
of the following: steam heating coils and these are used to heat the contents to between 50°C
The bilge water holding tank is normally emptied using the oily water separator
• Engine room bilge main and 55°C.
feed pump but it can also be pumped by the engine room bilge pump. The
oily water separator feed pump is a double diaphragm air-driven pump with • Forward port bilge well via direct bilge suction valve BG073
a capacity of 5,000 litres/h and discharges to the separator’s oil descaler unit. (No.2 bilge, fire and GS pump only) Oil Separation Stage 1
This unit removes as much oil from the bilge water as possible and discharges • Sea water crossover main The air-driven feed pump takes its suction from the bilge water holding tank,
it to the oily bilge tank. and discharges it into the oil descaler, where all of the ‘free oil’ is separated
• Port and starboard fresh water tanks
out. The feed pump sets the operating pressure of the oil descaler, and the
When the bilge water has been processed through the main Marinfloc oily water
• The port and starboard stern tube cooling water tanks via the circulation tank in stage 2. The pressure is adjusted by a pressure regulator
separator, it can either be discharged directly overboard (if it has oil content of
bilge main controlling the feed pump and should be set to between 300 and 400kPa.
less than 15 ppm), or discharged to the clean bilge tank. The discharge to the
clean bilge tank is the preferred method of operation as the water can then be and can discharge to:
On top of the oil descaler is an oil sensor which, when oil is detected, activates
pumped overboard through a ‘white box’ fail-safe device that will check the oil • Fire and wash deck system the oil release valve, and closes the discharge valve to the circulation tank.
content of the water again, and provide recorded proof of the condition of the
• Bilge ejector for pipe duct and cofferdams At this point the control system increases the speed of the feed pump which
water, and the position of the vessel when the overboard discharge was made.
discharges the free oil to the oily bilge tank.
• Water spray system for fresh water rinsing
The oil collected in the oily bilge tank is transferred by the sludge pump to the
incinerator waste oil tank or to the shore connections on the port and starboard • Directly overboard When the oil sensor no longer senses any oil present, the oil release valve
side of the vessel. If transferring to the incinerator waste oil tank, the tank is closes, and the discharge valve to the circulation tank opens. The speed of the
• Soot eductor drive water
fitted with a high level switch that should automatically stop the pump when feed pump is then switched to normal speed. This changeover occurs after a
the tank is full, but if this fails, and the tank is inadvertently overfilled, the time delay of approximately 10 seconds to ensure that all of the oil has been
excess will spill back to the oily bilge tank. Emergency Bilge Suction Using the No.1 Main Cooling Sea Water Pump forced out.
The No.1 main cooling sea water pump has the engine room emergency direct
The engine room bilge pump can be set to start automatically in the event of a bilge suction valve BG501 fitted to its suction line. This can be opened and The unit is protected by a strainer which is fitted between the feed pump and
high level in the port or starboard aft bilge wells, and to stop again when the used for the direct transfer of bilge water overboard via the cooling water the descaler. A differential pressure switch on the filter will activate a shutdown
levels have fallen to a predetermined level. Apart from this action the pump is system. Section 2,4 of this manual refers. alarm if the strainer becomes clogged.
controlled manually, and is not controlled via the IAS although the status of
the suction valves for the port and starboard bilge wells are monitored by the Aeration Stage 2
CAUTION
IAS.
The overboard discharge is not to be used for discharging bilges unless After the oil descaler, the bilge water enters the circulation (aeration) tank, and
The engine room bilge pump, clean bilge water separator pump and sludge under emergency conditions. activates a high level float switch. An air valve on the tank opens, when the
pump are all monitored by the IAS for run, stop and abnormal condition, and water level reaches the high level float switch, to admit air into the tank. The air
all three pumps can be started and stopped manually through the IAS via the valve closes, after a time delay of approximately 10 seconds, when the water
bilge system mimic. In order to comply with SOLAS, the running periods of level is forced to below the high level float switch by the air pressure.
the engine room bilge pump are monitored for frequency. The system records
accumulated running hours over a 24 hour period and during UMS periods. The circulation pump circulates the bilge water through a sprinkler nozzle, to
There is also a long run alarm and a frequent start alarm on the engine room increase the surface area of the water, and make the air mix more effectively
bilge pump. with the water. The pump will continue to operate as long as the water level is
above the low level float switch.

Illustration 2.9.1c Bilge Water Separator Control Panel
START DELAY
1: FEED PUMP
2: DOSAGE PUMPS
3: HIGH LEVEL FLOCK TANK
4: CIRC. PUMP 96
2
5: DISCHARGE PUMP
6: CLEANED WATER OUTLET 15
7: BILGE WATER RETURN
8: LOW LEVEL FLOCK TANK
9: DRAIN PUMP
10: BACKFLUSH STEP 1
21
11: BACKFLUSH STEP 2 6
12: BACKFLUSH STEP 3
13: LOW L. BILGE TK (Option) 7
3
15: PPM ALARM
137
21: OIL RELEASE 133 136
58: COLD BILGE WATER RETURN 4
10 11 12
96: FLOW SWITCH IND. 131
132 9
130: LOW LEVEL CIRC. TANK 1
131: HIGH LEVEL CIRC. TANK 8
132: CLOGGED STRAINER 135
130
133: AIR INLET CIRC. TANK
134: RECIRCULATING FACILITY
135: INLET VALVE 5
136: RECIRCULATING VALVE
58
137: FILTERING VALVE
PROCESS
OFF ON
134
SAMPLING POINT
FEED PUMP CIRCULATION REC/FILTERING BILGE WATER BILGE WATER SLUDGE DRAIN
PUMP VALVE
0 0 AUTO INLET RETURN
MAN AUTO MAN AUTO RECIRC FILTER
MARINFLOC AB
BILGE WATER SEPARATOR
DRAIN PUMP DISCHARGE BACKFLUSH

PUMP
0 0 AUTO
MAN AUTO MAN AUTO 0 MAN

As the air gets dissolved in the water, the level slowly rises until the high level Note: It is very important that the flow through the filters is not higher than the sludge pump. The port and starboard LO and FO purifier sludge tanks are
float switch is again activated, and the air valve opens. Therefore, the water the capacity of the unit as the filtration capacity will be reduced. both fitted with high, and low level alarm switches. The high level alarm goes
level will continuously rise and fall past the high level float switch. through to the IAS, but the low level alarm also acts to automatically stop the
The ‘clean’ bilge water leaving the filter stages is monitored by the oil discharge sludge de-watering unit feed pump, so preventing it from running dry.
The aerated bilge water will continuously be discharged out of the circulation monitor, and if the oil content is less than 15 ppm, the water will be discharged
tank through the outlet valve. The feed pump will then compensate for the bilge either overboard via a flow meter or to the clean bilge tank via valve BG077.
water that is discharged out of the circulation tank. White Box Oil Detection System
From there the water can be pumped overboard using the clean bilge pump via
the ‘white box’ system when it is safe to do so. The white box system (WBS) is designed as a fail-safe system for the discharge
Flotation Stage 3 of bilge water. In doing so, it offers assurances that any water with an oil
If for any reason the oil content of the water from the OWS is above the 15 content greater than 15ppm cannot accidentally be pumped overboard.
The aerated bilge water that flows into the flocculation tank is adjusted by
ppm critical limit, the water will be returned via a solenoid valve back to the
a regulating valve, which is controlled by a PID regulator, and level sensor
bilge water holding tank where it will re-enter the bilge water cleaning system, The WBS features include
mounted on the tank. As the aerated bilge water flows into the flocculation tank
and be reprocessed.
a high amount of the dissolved air will fall out as micro bubbles, due to the drop • An oil content monitor (PPM monitor)
in pressure between the circulation tank and the flocculation tank.
If the pressure drop across the filter stages of the OWS exceeds 50kPa, a • Clean water flushing supply for the PPM monitor
backflushing sequence will automatically start. When the pressure has returned
The aerated bilge water is dosed with flocculant chemicals before entering the • Flow meter with a pulse transmitter
to normal, the discharge cycle will continue until the low level switches in the
flocculation tank with the dosage being controlled by a regulator depending on
flocculation tanks are activated. The filters can be backflushed manually by • Flow meter and flow control device
the position of the regulating valve.
turning the backflush switch to the MAN position. • Flow switch for the oil content monitor
Enriched with air, the flocks will float to the surface of the tank, where they • Recorder (see below for details)
will form foam which is removed by the sludge pump to the oily bilge tank. Note: The backflush water is heated by the backflush water heater and must
The pump runs continuously, and removes the foam of flocks and air through be at least 65°C, or 5°C above the temperature of the bilge water. A manual • Electric/pneumatic three-way valve with position switch
a funnel mounted at the top of the flocculation tank. hot water backflush should be carried out on the completion of each OWS
• Recirculation facility/sampling point
operation.
The flocculation tank consists of three chambers where the floating flocks and • Injector for testing OCM-function
water can be separated. The water will go down to the second chamber and The remaining flocks and impurities are now pumped into the oily bilge tank. • Magnetic door switch for WBS equipment housing
then through a pipe to the outer chamber of the flocculation tank. The discharge When the drain sequence (time relay) is finished, a full cycle is completed. A
pump is connected to the outer chamber and pumps the water to the filters. new cycle will start either automatically or manually, and continue until the The bilge water treated in the OWS can be discharged to the clean bilge tank.
low pressure switch on the feed pump discharge line is deactivated. From the clean bilge tank, the water is discharged overboard by the clean bilge
Filtration Stage 4 pump via the WBS. A three-way valve will be switched automatically to return
CAUTION the water to the bilge holding tank until the following criteria are met:
The oil separation and flotation stages remove most of the contamination The oily water separator is designed to separate oil from water, not
in the bilge water; however some flocks might follow the water to the outer • The oil content meter reading is below 15 PPM
water from oil. Therefore if the bilge supply to the separator contains
chamber of the flocculation tank. The purpose of the filter stage is to remove excessive amounts of oil it will render the equipment useless and result • The recorder value is below 15 PPM
this small amount of flock, and discoloration that may still be present, even in unnecessary maintenance. • The equipment door is closed
after flocculation.
The oily water separator feed pump is protected from running dry by an • There is a sufficient flow through the flow switch
The flow through the filters can be controlled by the inlet and outlet interlock with a low level switch fitted in the bilge holding tank. If this is • The rinse water valve is not activated by the push-button
adjustment valves on the filters. The inlet valve reduces or increases the flow activated it will automatically stop the pump.
of the flocculation tank discharge pump. The outlet valve creates a differential • The oil content monitor 3-way valve is not activated.
pressure over the oil content monitor, and hence the flow through it. The engine room bilge pump and OWS feed pump strainers should be kept • The status of the system is indicated as “on” on the
clean to avoid large solid particles entering the separator, as these will have a recorder.
All three filter tanks contain coarse sand at the bottom to keep the filter detrimental effect on the separation process.
material in the filters. The first filter is filled with an oil absorbing material • The bridge enable switch is ON.
which absorbs small oil droplets and big flocks. The second and third filters
are filled with activated carbon that removes any discoloration and the small Sludge De-Watering Unit As soon as the 3-way valve moves to the overboard discharge position, the
flocks. recorder starts. Before the water is discharged overboard, it passes through a
The contents of the port and starboard LO and FO purifier sludge tanks can be
flow meter with a pulse transmitter connected to the recorder.
processed to remove any excess water that may be present by passing it through
the sludge de-watering unit. The LO and FO collected is then discharged to
the oily bilge tank before being transferred to the incinerator waste oil tank by

090 009 098
(Port) CP PI
Water Tank (Port)
LS LS LS
LS Pump
BG LS LS
P Engine Room
010 BG
Bilge Pump LAH
ZS LAH 086 BG BG BG
BG BG25 054 055 056
BG LAH ZLHL 012 101 103 O125 079
BG36 006
001 BG13.2
BG
BG N.C
BG051
BG020 (5m3/h, 5ppm)
BG022 Line
Filter
Filter
Filter
Supply PI No.2 CP
Pump
LS LS
Water Tank
Control BG201
(Port) (150/290m3/h x
BG603 FS
Air
Distilled WD222
Fire Descaler
Fresh FM
Fighting LAH LAH
System Fresh
Bilge Feed
(10m3/h x 400kPa) BG061
Pump BG WD233
BG024
037
BG025
BG026
From
BG027 Control Air
BIlge Holding Tank

Temperature Control
BG BG029 ZLHL LAH

LAH TC BG041 BG
P
107 LS
LS LS TT LS BG
(90.6m3) Echo
(115.4m3) (288.1m3) Sounder
Recess Drain Tank
Sea Water
BG091 Steam

The 3-way valve will be switched to the return position (discharge to the bilge • Log in menu History
holding tank) if one or more of the above criteria are not fulfilled; an alarm in
• Operator menu The History screen can be accessed either by touching the screen for more
the ECR will also be activated after a preset time. The recorder will still log the
than 2 seconds when in the Vertical Trend view or via the Options menu. The
oil content, the three-way valve position, the status and the ship’s GPS position. • Options menu: accessed from the Main screen
History screen displays the GPS text-string, discharged water oil content, total
The flow will not be recorded, as no flow is going overboard. Details of the • Vertical trend view: accessed from the Main screen flow, flow through PPM monitor, door position, position of three-way valve
recorder are described below.
• Go to view and ‘notes’.
Maintenance • History
Notes
After every discharge operation: • Archive
It is possible to enter notes in the recorder; this allows additional information
• Flush through the PPM monitor with clean water such as service details to be added. The information will be printed on the
Root Menu chart and can also be viewed in the Message Log. From the Options menu,
• Check the decicator on the PPM monitor
The Root menu features the following options: select Note and touch the text box. The entry is then written and the OK box
• Check that the signals to the recorder are correctly indicated Home: Pushing home returns the screen to the main menu is pressed.
on the display. Operator: Displays the Log in menu
Goto View: Displays information in different views and allows The data from the recorder can also be viewed and transferred to a computer
Oil Content Monitor (PPM Monitor) access to the message and alarm log. using the software ‘Review’ which was delivered together with the white box.
For details regarding the use of computers with the recorder, please refer to the
The oil content monitor fitted to the WBS is similar to that fitted to the manufacturer’s manual.
OWS and the operation and system controls are the same. Please refer to the Log in
description above for details of the PPM monitor. The operator needs to log in in order to bring the archive up to date. From the
Root menu select, the Operator menu and then press Security. Choose Login
Procedure for Pumping the Bilge Holding Tank Through the
Recorder and enter Operator as ‘User ID’. Enter the password 10, then press OK. Oily Water Separator
The recorder logs the following data: Prior to pumping the bilge water holding tank through the OWS, the contents
To log out, press the log out-button under the User ID. Press Home in the Root
• The oil-oil content of the discharged water menu to return to the Main (default) display. of the tank should be heated up to between 50°C and 55°C by ensuring steam
control valve SL164 is set for the required temperature, and the condensate
• The volume pumped overboard drain trap CD202 is operational.
• The position of the 3-way discharge valve Options Menu
The options menu has four selections: a) Check that the OWS suction strainer is clean.
• The ship’s geographical position.
Note: Enables the operator to make a note on the screen
Faceplates: Displays the numeric values on the screen. b) Check the chemical tank levels on the OWS, and replenish as
The data is stored in the RAM-memory of the recorder and is downloaded daily
Channel cycling: Not used. necessary. Ensure that the contents of the flocculant chemical
to a PCMCIA card memory stick. If the PCMCIA card is full, the recorder
Enter History: Gives access to the archive. drum is at least 20% full.
overwrites the oldest data on the PCMCIA card.
c) Confirm that power is available to the OWS and to the oil
The recorder is provided with a display screen, which shows the following Vertical Trend content monitor. Check also that compressed air is available to
information in the Main screen:
Messages, notes and GPS information is printed as text in the vertical trend the OWS for the operation of the diaphragm pumps.
• The oil content of the discharged water view. Inputs from the different input channels are displayed as lines in different d) Confirm that steam is available for heating the contents of the
• The position of the 3-way valve colours. bilge water holding tank and for the backflushing water heater.
• The total flow overboard in litres e) Ensure that the manual drain valves on the oil descaler are
Archive
• Indication of flow through the PPM monitor closed.
The archive is the data stored on the PCMCIA card and can be accessed from
• Indication of the door status the Operator menu in the Root menu. The Archive screen shows when the f) Set the system valves in accordance with the following table (it
• Bridge control status. archive was last updated, the size of the PCMCIA card, the free space on the has been assumed for the purpose of this that all of the other
PCMCIA card and when the PCMCIA card is full. The recorder updates the system valves are initially closed):
The operator can use the screen to interface with the system via various menus Archive daily. The Archive can also be updated by the operator by pressing the
and screen views which include: button ‘Bring the Archive up to date’. The operator must log in to update the
Archive.
• Root menu: accessed from the Main screen

090 009 098
(Port) CP PI
Water Tank (Port)
LS LS LS
LS Pump
BG LS LS
P Engine Room
010 BG
Bilge Pump LAH
ZS LAH 086 BG BG BG
BG BG25 054 055 056
BG LAH ZLHL 012 101 103 O125 079
BG36 006
001 BG13.2
BG
BG N.C
BG051
BG020 (5m3/h, 5ppm)
BG022 Line
Filter
Filter
Filter
Supply PI No.2 CP
Pump
LS LS
Water Tank
Control BG201
(Port) (150/290m3/h x
BG603 FS
Air
Distilled WD222
Fire Descaler
Fresh FM
Fighting LAH LAH
System Fresh
Bilge Feed
(10m3/h x 400kPa) BG061
Pump BG WD233
BG024
037
BG025
BG026
From
BG027 Control Air
BIlge Holding Tank

Temperature Control
BG BG029 ZLHL LAH

LAH TC BG041 BG
P
107 LS
LS LS TT LS BG
(90.6m3) Echo
(115.4m3) (288.1m3) Sounder
Recess Drain Tank
Sea Water
BG091 Steam

tank. The flock foam produced is removed by the sludge pump to the oily bilge The OWS system restarts after the back flush cycle if the switches are in
Position Description Valve tank. The discharge pump, which is connected to the outer chamber, pumps the automatic position.
Open OWS bilge feed pump inlet valve BG037 remaining water to the first of the three filters.
Operational Oil descaler oil release valve Note: The back flushing of the filters removes the contaminants and flocks
Operational Oil descaler discharge valve to circulation tank 4. The water passes through the filters, and if the oil content is less than 15 ppm from the filter material. It is the heat and not the actual flushing that cleans
the overboard valve will operate to send the water to the clean bilge tank. If the the filter material and it is therefore very important that the temperature of
Open Fresh water supply valve to the filter backflushing BG601
oil content is found to be greater than 15 ppm, the water will be recirculated the back flush water is 65ºC or at least 5ºC more than the process water
water heater
back to the bilge water holding tank, ensuring that the contaminated water goes temperature. The back flushing water flow rate should be 15 litres /minute.
Open Control air supply to the OWS LA042 through the whole process a second time.
Open OWS outlet valve BG051
To permit the Oil Record Book to be completed when discharging overboard,
Open OWS return valve to clean bilge tank BG077 l) Whilst the OWS feed pump is running, check that the flow of either the white box fail-safe system must be used to record the necessary data
Closed OWS direct overboard discharge valve BG084 sample water going through the oil content monitor is sufficient. or the following information noted. If the OWS output is being directed to the
Closed Overboard discharge valves (after the white box BG080 If not, the discharge will be discontinued. Ensure that the flow clean bilge tank then these items do not apply.
unit) BG301 rate is between 0.5 ~ 2.0 litre/minute.
At the start of OWS operations:
g) Set the valves on the OWS in accordance with the following m) As the automatic mode has been selected on all of the switches,
the process will continue until the bilge holding tank low level • Inform the bridge and take a ship’s position, note start time of
table: the operation
float operates, and stops the bilge feed pump, and the OWS
system. • Take a sounding of the bilge water holding tank, and the oily
bilge tank
Set Flocculation tank discharge pump outlet valve n) When the feed pump has been stopped, the OWS will • Take a reading of the overboard flow meter
Open Oil content monitor sample inlet valve automatically backflush, and clean the three filters as long as
Open Oil content monitor sample outlet valve the backflush switch on the has been toggled to the AUTO At the completion of OWS operations:
Closed Oil content monitor bypass valve position.
• Take a reading of the overboard flow meter
Open Fresh water supply valves to the oil content monitor BG601
Back Flushing of the OWS Filters • Inform the bridge and obtain a STOP position, and note the time
h) Check that the flocculant dosage pump rate is set at approximately of completion of the operation
An automatic back flushing is triggered by a pressure switch when pressure in
300-400 ppm which is the equivalent to 0.3 ~ 0.4 litres/m3. filter 1 reaches 0.5 bars above the working pressure. The back flush selector • Take a sounding of the bilge water holding tank, and the oily
switch on the control panel must be set in the auto position for this function to bilge tank
i) Turn all of the switches, except the PROCESS switch to the be enabled. • Record the quantity discharged in the Oil Record Book
AUTO position.
Manual back flushing is achieved by turning the back flush selector switch to
j) Switch on the power supply at the control panel, and turn the the manual position. A manual back flush sequence should be initiated if the Oil Content Monitor
PROCESS switch to the ON position. system is to be shut down for a period longer than 5 hours.
The oily water separator PPM monitor measures the oil content in the processed
k) The OWS will commence the following sequence after a time When a manual or automatic back flush cycle is initiated, the follow sequence water before it is discharged overboard. A sample of the discharge is passed
delay: takes place: through the PPM monitor; the flow through the monitor should be between
0.5 and 2.0 litres/min. This flow rate is governed by an IMO resolution, and
1. The feed pump will start, and pass the bilge water through a strainer to the a) The separator stops and the overboard line valve closes. a flow switch in the PPM monitor will only enable the overboard discharge if
oil descaler tank. If oil is detected by the sensor the oil release valve will open the correct flow is detected.
to allow the oil to be discharged to the oily bilge tank. If no oil is detected, the b) The main back-flush fresh water supply inlet valve opens.
outlet valve to the circulation tank will open. If the oil content of the treated water is below 15 ppm, the overboard valve
c) The back flushing water inlet and outlet valves open on filter opens and the return valve to the bilge water holding tank closes (as long as
2. The circulation tank circulation pump operates when the bilge water level 1. Flocks and sediment residues are flushed to the bilge water the flow through the PPM monitor is correct). If the oil content exceeds 15
reaches the low level float switch. An air valve on the tank opens when the holding tank. ppm (or if there is no flow through the PPM-monitor), two alarm relays are
water level reaches the high level float switch to admit air into the tank and activated. One causes the over board valve to close and the return valve to open,
aerate the bilge water. d) After approximately 6 min. the valves close on filter 1 and the the second relay activates an alarm to alert the operator.
same procedure is repeated through the filter 2 and filter 3.
3. The aerated bilge water then flows into the flocculation tank, controlled by
a regulating valve, and is dosed with flocculant chemicals before entering the

090 009 098
(Port) CP PI
Water Tank (Port)
LS LS LS
LS Pump
BG LS LS
P Engine Room
010 BG
Bilge Pump LAH
ZS LAH 086 BG BG BG
BG BG25 054 055 056
BG LAH ZLHL 012 101 103 O125 079
BG36 006
001 BG13.2
BG
BG N.C
BG051
BG020 (5m3/h, 5ppm)
BG022 Line
Filter
Filter
Filter
Supply PI No.2 CP
Pump
LS LS
Water Tank
Control BG201
(Port) (150/290m3/h x
BG603 FS
Air
Distilled WD222
Fire Descaler
Fresh FM
Fighting LAH LAH
System Fresh
Bilge Feed
(10m3/h x 400kPa) BG061
Pump BG WD233
BG024
037
BG025
BG026
From
BG027 Control Air
BIlge Holding Tank

Temperature Control
BG BG029 ZLHL LAH

LAH TC BG041 BG
P
107 LS
LS LS TT LS BG
(90.6m3) Echo
(115.4m3) (288.1m3) Sounder
Recess Drain Tank
Sea Water
BG091 Steam

Illustration 2.9.1d Oil Content Monitoring Panel Control Panel

The oil content monitor’s control panel allows the operator to interface with the
unit’s operating functions. The control panel is as shown below and is equipped
with an LCD display screen.
Eight push buttons have been provided to allow the operator to navigate
through the functions of the display and to enter new operating parameters. The
Out 1/4” control buttons include:
• Tool button. From the initial screen pressing the tool button
Oil Monitoring Device OMD-2005 displays the main menu and allows access into the sub-
menus.
• + & - buttons. These buttons allow the operator to scroll the
displayed lists and they are also used to adjust parameter
values.
• OK button. Confirms a selection on the display. Pressing this
button will also display more detailed status information.
ON Alarm 1 Alarm 2 System
• Enter button. The enter button is used to access the history
of the discharged water oil content. The oil content history
is displayed in graphical form on a time scale. A dotted
line shows the actual position and detailed information
OK concerning the position is displayed by pressing the enter
button again.
• << & >> button. These buttons are used to select the time
Clean Water 1/4” scale of the history graph. The buttons are used alone or in
conjunction with the + & - buttons to select different time
scales.
The control panel can be used and will indicate malfunctions; these are shown
in the status line of the display screen. Pressing the OK button will lead into
an information window, which gives details of the fault/alarm, the cause of the
alarm and the service remedy.
Sample 1/4”
The oil content is measured by an optical sensor array, which detects a Operation of the PPM Monitor Procedure for Pumping the Clean Bilge Tank Overboard
combination of light scattered and absorbed by oil droplets in the sample Through the White Box Fail Safe System
When the monitor is switched on, the power LED is illuminated and the display
stream. The sensor signals are processed by a microprocessor to produce an
will show the initializing display for about 15 seconds. After that time it will The process of pumping bilge water from the clean bilge tank overboard
output signal and if an alarm occurs (15 ppm oil content exceeded), the two oil
change to the standard display showing the actual measurement. Before starting must only ever be done with the approval of the Chief Engineer, and must
alarm relays are activated as described above. The microprocessor continuously
the oily water separator, the calibration of the monitor should be checked by only be done using the white box fail-safe system unless specific alternative
monitors the condition of the sensor components and associated electronics to
passing clean water (supplied from the domestic water system) through the instructions have been issued.
ensure that calibration accuracy is maintained.
monitor’s sensor. During the test, the display should read 0 to 2 and the status
will show “FW”. A changeover handle on the front of the monitor is used to Prior to pumping the contents of the clean bilge tank through the white box and
Both alarm circuits are reported by an alarm LED on the front panel, the alarms switch the water supply and valve BG601 from the domestic FW supply system
are also reported in the ECR. In the case of a malfunction, the “System” LED overboard, the following procedure is to be followed:
should be open. When the calibration test is complete, the sampling inlet is
will indicate all internal faults in the unit; a malfunction or failure of the power changed back to the bilge water supply and the monitor is ready for operation.
supply also activates an alarm condition. a) Open the overboard discharge valves BG080 and BG301, then
For adjustments to the flow rates through the monitor and regular maintenance
line-up the bilge separator pump system valves in accordance
procedures, reference should be made to the manufacturer’s manual.
with the following table. It has been assumed that the other
valves are all closed.

Position Description Valve Note: The port and starboard aft bilge well suction valves BG093 and BG092
Position Description Valve are operated remotely. They respond to the automatic operation of the engine
Open Engine room bilge pump suction from the bilge BG055
Open Clean bilge pump suction valve from clean bilge BG099 room bilge pump to pump out these bilge wells in the event of high level.
main
tank Because of the automatic nature of the operation in pumping these wells, the
Open Engine room bilge pump discharge valve to the BG402 manual valves BG006 and BG032 must be open and all other suction valves
Open White box inlet valve bilge water holding tank connected to the bilge suction main should be closed. The engine room bilge
Open White box internal valves to the oil content meter Closed Engine room bilge pump discharge valve to shore BG401 pump discharge valve to the bilge water holding tank and the bilge holding
Operational White box three-way discharge/return valve connection tank inlet valve must normally be open.
Open Overboard discharge valves BG080 Closed Engine room bilge pump suction valve from BG054
BG301 bilge holding tank Note: The bilge water holding tank has been fitted with a high level alarm and
Closed White box discharge valve to bilge water holding BG085 Closed Port aft bilge well suction valve BG005 attention must be paid to the level in the tank to prevent overflowing. This is
tank Operational Port aft bilge well remotely operated suction valve BG093 particularly important when commencing a period of UMS operation.
Open Fresh water supply valve to the white box fail-safe /Closed
unit Closed Port stern tube cooling water tank suction valve BG003
Open Control air valve to the white box unit
Procedure for Pumping the Bilge Water Holding Tank to the
Closed Port cofferdam suction valve BG010 Shore Connection Using the Engine Room Bilge Pump
Closed Port side bilge suction in way of cofferdam BG012
b) Confirm that electrical power is available to the white box
Closed Port main engine sunken recess BG101 For this procedure the bilge system valves should be arranged in accordance
system.
Closed Port side bilge suction in way of FO drain tank BG103 with the following table, and assuming discharging at the port manifold:
c) Obtain the ship’s position and advise the bridge that the Closed Port forward bilge well suction valve BG068
operation is starting, then start the clean bilge pump. Note the Position Description Valve
Open Starboard aft bilge well suction valve BG032
starting time of the operation. Open Bilge water holding tank suction valve BG035
Operational Starboard aft bilge well remotely operated suction BG092
valve Open Engine room bilge pump suction from the bilge BG054
d) On the completion of pumping, obtain the ship’s position and water holding tank
advise the bridge that the discharge has been completed. Note Closed Starboard stern tube cooling water tank suction BG029
valve Closed OWS bilge feed pump suction valve BG037
the finishing time of the operation. Closed Engine room bilge pump suction from the bilge BG055
Closed Starboard cofferdam suction valve BG039
main
e) Close the overboard discharge valves BG080 and BG301. Closed Echo sounder space suction valve BG015
Closed Engine room bilge pump suction from main sea BG056
Closed Starboard main engine sunken recess bilge well BG105 water line
f) Clean the oil content monitor and record the transfer in the Oil suction valve
Record Book. Closed Main sea water main suction valve BG075
Closed Starboard side bilge suction in way of cofferdam BG041
Closed Engine room bilge pump discharge valve back to BG042
Closed Starboard side bilge suction in way of LO drain tank BG107 the bilge water holding tank
Pumping Bilges to the Bilge Water Holding Tank Closed Starboard forward bilge well suction valve BG060 Open Engine room bilge pump discharge valve to the BG041
shore connection manifold
The engine room bilge wells, cofferdams and other spaces can all be pumped d) Start the engine room bilge pump locally and check that the
via the bilge main to the bilge water holding tank. To do this, proceed as Open Engine room bilge pump discharge line valve to OI021
correct bilge well is being emptied. When complete, change the
follows: the shore connection manifold
suction valves to pump other bilge wells or compartments as
required. Open Shore connection discharge valve port OI023
a) Ensure that all of the bilge suction strainers are clean and ready Closed Shore connection discharge valve starboard OI022
for use. e) Following the manual pumping of the bilge wells and Closed Engine room bilge pump discharge line valve to OI010
compartments to the bilge holding tank, close all of the bilge the incinerator waste oil tank
b) Check that all of the instrumentation is working correctly. well and compartment suction valves. Return the engine room Closed Sludge pump discharge valve to shore connection OI005
bilge pump selector to the REMOTE position, so that it can manifold and incinerator waste oil tank
c) Set the pump valves in accordance with the following table: operate automatically to pump out the aft bilge wells.
In the arrangement above it is assumed that the bilges will be discharged ashore
The valve settings have assumed that the suction is being taken from the via the port shore connection.
starboard aft bilge well, but if other bilge spaces are to be pumped the
appropriate valves must be opened.

Illustration 2.9.1e Sludge De-watering System and Control Panel

XA
O130
SETTLING TANK
HIGH LEVEL
SETTLING TANK
LOW LEVEL
8
From Controlled Air DRAIN VALVE
LA075 SLUDGE
FEED PUMP
Control
S33 S13 Panel
PROCESS OIL DETECTOR SLUDGE TANK DRAIN PUMP
CLEANING
Double Diaphragm 0 DP & DRAIN VALVE
Type Feed Pump OFF ON DP HW PORT STBD BILGE
SLUDGE TANK
PORT
SLUDGE TANK
STBD
TYPE.
Man. year.
SDwU MARINFLOC FOR CLEAN SEA
AB
F
15 From Hot Water 2007 Industrivagen 10, SE-47295 Varekil, Sweden
System Serie No. Tel: +56-304 606300 http://www.marinfloc.com
HC079
Mono Screw Type
Discharge Pump
40 50
To Oily Bilge Tank
S6
40
To Bilge Water Holding Tank
S7
40
40 40
For Temp. TIC LAH LCL For Temp. TIC LAH LCL
Control O112 O129 O129.1 Control O111 O128 O128.1
O1101 O1102
TT LS TT LS

Port Sarboard
17.7m3 17.7m3
TT TI Key
Sludge
Compressed Air

a) Remove the blank from the port shore connection valve flange Position Description Valve Description Valve
and attach the shore discharge hose.
Closed No.1 bilge, fire and GS pump discharge valve to water WD233 Starboard side bilge suction in way of cofferdam BG041
spray main Starboard side bilge suction in way of LO drain tank BG107
b) Agree a pumping arrangement with the shore authorities and
confirm that they have capacity to receive all of the contents. Closed No.1 bilge, fire and GS pump discharge valve to the WD232 Starboard forward bilge well suction valve BG060
bilge ejector for pipe duct/cofferdams
c) Start the bilge pump and pump out the bilge holding tank Open No.1 bilge, fire and GS pump suction valve from the BG061 d) Start the No.1 bilge, fire and GS pump when ready, and pump
accordingly. bilge main the contents of the selected bilge overboard.
Closed No.1 bilge, fire and GS pump suction valve from the WD230
d) When the tank has been emptied, stop the engine room bilge sea water crossover main WARNING
pump and close all of the valves in the system. Disconnect the Closed No.1 bilge, fire and GS pump suction valve from port WD224 Before any bilges are pumped directly overboard, it must be ensured that
shore hose from the manifold and refit the blank flange. and starboard fresh water tanks no local or international anti-pollution regulations will be contravened
Open No.2 bilge, fire and GS pump discharge valve to the WD221 except where the safety of the ship or personnel is involved.
e) Agree with shore facility of amount of bilge water pumped
fire main
ashore and obtain a signed receipt for the agreed amount. Steering Gear Room Bilges
Closed No.2 bilge, fire and GS pump discharge valve to the WD248
f) Enter details of the transfer in the Oil Record Book. water spray line
The bilge wells in the steering gear room are drained down to the port and
Closed No.2 bilge, fire and GS pump discharge valve to the BG202
starboard aft bilge wells under the action of gravity by opening the self-closing
g) Return the engine room bilge pump to automatic pumping overboard discharge line
valves BG020 and BG026, located on the port and starboard aft bulkheads of
duties on the port and starboard aft bilge wells as previously Closed No.2 bilge, fire and GS pump suction valve from the BG069 the engine room.
described. bilge main
Closed No.2 bilge, fire and GS pump direct suction from the BG073
port forward bilge well Procedure to Process the Sludge in the Port and Starboard
Procedure for Pumping Bilges Using the Bilge, Fire and
Open No.2 bilge, fire and GS pump suction valve from the WD229 Purifier Sludge Tanks Via the Sludge De-Watering Unit
General Service Pumps
sea water crossover main
The bilge, fire and GS pumps can be used for pumping the bilge wells and a) Ensure that sludge tank temperatures are 60 - 70˚C. Refer to
tanks/cofferdams connected to the bilge main, but the No.2 pump also has its c) Open the bilge well or tank suction valves in the following table sections 2.2 and 2.3 for details of the steam heating supply
own direct suction to the port forward bilge well. as required: and condensate system. Refer to section 2.10.3 for details of
the control air supply to the temperature control system of the
The pumps are used to pump the bilges directly overboard, and so they are sludge tanks.
Bilge Main Suction Valves
not the means by which the bilges would be pumped under normal operations.
Unlike the overboard discharge from the engine room bilge pump there is no Description Valve b) Check that power is available to the de-watering unit control
oil monitor located in the discharge line. After bilge pumping with either of Port aft bilge well suction valve BG006 panel.
these two pumps, they must be flushed through with ‘clean’ sea water before Port aft bilge well remotely operated suction valve BG093
being returned to fire hydrant duty. c) Check the level in the chemical dosing tank. Ensure that the
Port stern tube cooling water tank suction valve BG003 dosing pump is set automatic operation.
Port cofferdam suction valve BG010
a) Check that the bilge suction strainers are clear.
Port side bilge suction in way of cofferdam BG012 d) Set the system valves in accordance with the following table:
b) Assuming that it is the No.1 pump being used for pumping the Port main engine sunken recess BG101 Valve designations are yard and manufacturer’s designations.
bilges, and that the No.2 pump is being left lined-up on the fire Port side bilge suction in way of FO drain tank BG103
main, set the bilge, fire and GS pump valves in accordance with Port forward bilge well suction valve BG068 Position Description Valve
the following table: As required Feed pump suction valve from port or starboard OI101
Starboard aft bilge well suction valve BG032
LO/FO purifier sludge tanks OI102
Starboard aft bilge well remotely operated suction valve BG092
Position Description Valve Open Hot water flushing inlet valve HC079
Starboard stern tube cooling water tank BG029
Open No.1 bilge, fire and GS pump discharge valve to the BG201 Operational Discharge pump oil return to the oily bilge tank S6
Starboard cofferdam suction valve BG039
overboard discharge line Operational Discharge pump outlet to bilge water holding tank S7
Echo sounder space suction valve BG015
Closed No.1 bilge, fire and GS pump discharge valve to the WD222
fire main Starboard main engine sunken recess bilge well suction valve BG105

e) Ensure that the Oil Detector cleaning switch is set to the DP In Port or Coastal Waters
position then select which sludge tank is to be processed, either
port or starboard. When in port, any bilges which require pumping should only be pumped to the
bilge water holding tank using the engine room bilge pump. The contents of the
f) At the control panel, turn the process switch to the ON bilge water holding tank can then be processed in the oily water separator and
position. the white box system when the vessel is in open unrestricted waters.
The feed pump will now start, and fill the settling tank. The filling time is At Sea
approximately 20 minutes, and during this time a small quantity of control air
is injected into the sludge as it enters the tank. The contents of the bilge water holding tank should only be pumped overboard
through the oily water separator and the white box systems. Any oil will then
The chemical dosing pump will start automatically when the feed pump starts, be separated out and discharged to the oily bilge tank, and the clean water
and will inject chemicals (flocculants) into the sludge as it enters the tank. discharged overboard if the oil content is below 15 ppm.
The flocculants are added to overcome hydrogen bonding between sludge
particles and water molecules. This causes the sludge particles to form larger Note: In an emergency situation the No.1 main cooling sea water pump has
masses with reduced surface areas, which consequently cannot hold as much an emergency bilge suction valve fitted. This is clearly identified with a large
water. The water is released and drains more freely. During the operation of red valve handle and clear identification on the adjacent floor plates.
the dosing pump the flow rate of the chemicals should be checked and adjusted
according to the recommendations of the chemical manufacturer. For details
concerning the dosing pump adjustments reference should be made to the
manufacturer’s manual.
WARNING
Care must be exercised when handling the flocculant chemicals.
Appropriate personal protection equipment, including gloves and
goggles MUST be worn at all times when handling the chemical.
The high level float switch will be activated when the settling tank is full,
and will stop the feed pump and dosing pump after a time delay (adjustable).
During the time delay, the tank will overflow to the oily bilge tank, removing
any free oil that is present.
The separation process now starts. The lighter oil will float to the top, and the
heavier water will settle at the bottom of the tank. Settling will continue for
approximately 15 minutes, then the discharge pump starts, the discharge time
being approximately 30 minutes. If the oil detector senses oil, drain valve S6
opens, and the discharge is diverted to the oily bilge tank. If water is detected,
drain valve S7 opens, and discharge is diverted to the bilge water holding
tank.
When the tank level reaches the low level float switch, the discharge pump
stops, and the discharge valves close. The sequence now starts again with the
feed pump discharging the sludge tank’s contents to the sludge de-watering
unit separation tank.
To clean the oil detector, use switch position DP+HW on the control panel.
This will allow hot water flushing through non-return valve HC079 from the
hot water service system, and the flush control valve. In this switch position,
the discharge pump runs and draws the hot water over the oil monitor probe,
and discharges it to the bilge water holding tank.

Illustration 2.10.1a Compressed Air System Screen Shot

2.10 Compressed Air Systems Main Air Reservoirs
Compressor Start Stop
Manufacturer: Kangrim Top-Up 2,700kPa 2,900kPa
2.10.1 Starting Air System No. of sets: 2 Lead 2,500kPa 2,900kPa
Type: Vertical, cylindrical No.1 Lag 2,300kPa 2,700kPa
Main Air Compressors Capacity: 16m3 at a pressure of 3.0MPa No.2 Lag 2,100kPa 2,400kPa
Manufacturer: Jonghap Tanabe
No. of sets: 3 Generator Engine (Auxiliary) Air Reservoir When manoeuvring, both main starting air reservoirs should be open, but
Model: H-273 when at sea only one main starting air reservoir is normally in service with the
Manufacturer: Kangrim other being isolated in the fully charged condition. Under these circumstances
Type: Reciprocating, 2-cylinder, motor-driven
No. of sets: 1 the topping-up compressor maintains the air pressure in the duty starting air
Capacity: 320m³/h x 2.94MPa free air delivery (FAD) reservoir.
Type: Vertical, cylindrical
Speed: 1,800 rpm A 3,000kPa to 700kPa reducing station supplied from the main starting air
Capacity: 1.0m3 at a pressure of 3.0MPa
Lubrication: Forced reservoirs feeds air to the service air system and the control air system should
Cooling: Fresh water this be necessary. The main engines are supplied with control air directly from
Emergency Air Reservoir the main starting air reservoirs.
Manufacturer: Kangrim
Topping-Up Air Compressors The generator engine (auxiliary) air reservoir is maintained under pressure
Type: Vertical, cylindrical with air supplied from the main air reservoir via the generator engine starting
Manufacturer: Jonghap Tanabe
Capacity: 0.5m3 at a pressure of 3.0MPa air line as shown in illustration 2.10.1b. This auxiliary air reservoir provides
No. of sets: 1 the primary air supply for starting the generator engines and should always be
Model: H-64 maintained in the fully charged condition. The reservoir can filled directly by
Type: Reciprocating, 1 cylinder, motor-driven Introduction the main starting air compressors but the main reservoir bypass valve TA014 is
Capacity: 100m³/hr x 2.94MPa free air delivery (FAD) intended to be kept closed during normal operations.
There are two 16m³ main starting air reservoirs which are supplied by three
Speed: 1,800 rpm main starting air compressors as shown in illustration 2.10.1a and 2.10.1b. The main starting air reservoirs can also be used to supply air to the emergency
Lubrication: Forced In addition there is also a topping-up air compressor which is used for air reservoir which is used to start the emergency generator. A diesel engine-
Cooling: Fresh water maintaining the system pressure when the vessel is at sea. The main and driven emergency compressor has also been provided which can be used to fill
topping-up compressors supply both main starting air reservoirs via a single the emergency air reservoir should the main air supply fail or if the vessel is in
filling line. When selected for remote operation, the compressors are controlled a ‘dead ship’ condition.
Emergency Air Compressor via the IAS with the compressors being set for ‘lead’ and ‘lag’ operation.
Manufacturer: Jonghap Pneutec Normally the topping-up compressor is selected as the ‘lead’ and one of the The main and topping-up air compressors are directly coupled to electric motors
main compressors as the ‘lag’. and are mounted on anti-vibration mountings. The compressors are provided
No. of sets: 1
Model: AHV-20E with cooling water from the port and starboard auxiliary central cooling fresh
The various operating modes for the main and top-up compressors are water systems which serve to cool the inter-stage and after-stage coolers. The
Type: Reciprocating, V-type, engine-driven, air cooled illustrated in the following table. compressors are protected by high air temperature shutdowns which trip the
Capacity: 22m³/hr x 2.94MPa free air delivery (FAD) machines when the set point has been exceeded. A low pressure lubricating oil
Diesel engine: Dadong Indusrty Co., Ltd. Select Top-Up No.1 Compr. No.2 Compr. No.3 Compr. trip has also been provided which will shut down the machine when the LO
No. of sets: 1 Mode 1 Lead No.1 Lag No.2 Lag pressure drops below a preset value.
Type: 4-cycle, water cooled Mode 2 Top-Up Lead No.1 Lag No.2 lag
The compressors are fitted with automatic loading and unloading valves. The
Capacity: 13hp at 2,400 rpm (maximum) Mode 3 Top-Up No.2 Lag Lead No.1 lag
valves unload immediately prior to the compressor stopping and load again
Mode 4 Top-Up No.1 Lag No.2 Lag Lead shortly after the compressor has restarted and run up to speed. This allows
the compressor to start and stop off-load, so reducing the starting load on the
When selected for lead/lag duty the compressors start and stop at the following electric motor and the compressor running gear.
pressures as determined by the IAS system.
Pushbuttons at the local starter boxes enable the compressors to be manually
started and stopped if necessary.

Illustration 2.10.1b Starting Air System

PIAL
To Safe
TA TA24
Area
To Scupper 089
No.4 Generator Upper Deck
Main Engine Main Engine PI TA PI TA
Engine (Port)
PI (Port) (Starboard) 070 PT 071
(7S70ME-C) (7S70ME-C)
TA009 TA TA074
080 Emergency
TA Air Reservoir
TA
008 (0.5m3 x
012
3,000kPa)
TA TA Emergency TA
No.3 Generator 010 011 Air Compressor 072
Engine (Port) (22m3/h x 3,000kPa)
PI
TA037 TA036
Set at Set at
Main Air 3.3MPa 3.3MPa Main Air
TA Reservoir Reservoir
007 (16m3 x (16m3 x
3,000kPa) TA035 TA034
3,000kPa)
S
PI PI
No.2 TA031 TA030 No.1
No.2 Generator
Engine (Starboard) To General Service
PI TA033 TA032 Air System (See Emergency
Illustration 2.10.2a) Generator Engine
PT PT
TA
PIAL
006 PIAL TA TA TA21
TA22
045 038
TA TA 3,000kPa ~ 700kPa
No.1 Generator 045 041 Pressure Reducing Station N.C
TA To General Service
Engine (Starboard) TA
PI 044 N.C TA116 Air Reservoir ( See
040
TA TA TA115 Illustration 2.10.2a)
046 046
TA
005
TA
015 N.C TA TA
049 051
TA065 TA014
Set at
3.3MPa
TA004
TA001 TA002 TA003
TA
060
Generator Engine
Starting Air Reservoir
(1.0m3 x 3,000kPa)
TA
062 S S S S
TA
064
TA
063
Key
No.3 No.2 No.1 Compressed Air

Electrical Signal
To Bilge Well Main Air Compressors Topping-up Air Compressor
Bilge Well
(320m3/h x 3,000kPa) (100m3/h x 3,000kPa)

The general service and control air systems can be supplied from the starting Position Description Valve Position Description Valve
air system through a pressure reducing station and valves TA115 and TA116,
Open Topping-up air compressor drain trap outlet valve Operational Generator engine (auxiliary) air reservoir pressure TA065
should the independent general service and control air compressors become
Operational Topping-up air compressor drain trap outlet valve relief valve - set at 3,300kPa
inoperative. The general service air and control air systems have been described
in sections 2.10.2 and 2.10.3 of this manual. Closed Topping-up air compressor drain trap direct outlet Open No.1 generator starting air supply valve TA005
valve Open No.2 generator starting air supply valve TA006
Operational Topping-up air compressor drain valve Open No.3 generator starting air supply valve TA007
Procedure for Operating the Main Starting Air Systems
Open No.1 main air reservoir filling valve TA030 Open No.4 generator starting air supply valve TA008
Open No.1 main air reservoir drain trap inlet valve TA038 Closed Generator starting air line drain valve TA009
Normal Running Procedure (Automatic Control)
Open No.1 main air reservoir drain trap outlet valve TA040
Normally, the main and topping-up air compressors are arranged as ‘lag’ and Closed No.1 main air reservoir drain trap bypass valve TA041 Emergency Generator System
‘lead’ with the topping-up compressor normally being selected as the lead
machine. The following procedure has assumed that the main and topping-up Open No.1 main air reservoir outlet valve to main engines TA034 Open Emergency generator starting air line valve TA089
air compressors are being used to fill the main air reservoirs. Open No.1 main air reservoir auxiliary line outlet valve TA032 Open Emergency air reservoir filling valve TA070
Operational No.1 main air reservoir pressure relief valve - set at TA036 Open Emergency air reservoir drain trap inlet valve TA072
a) Check the level of oil in all of the air compressors. 3,300kPa Open Emergency air reservoir drain trap outlet valve
Open No.2 main air reservoir filling valve TA031 Closed Emergency air reservoir drain trap bypass valve
b) Ensure that all of the compressor cooling water system valves Open No.2 main air reservoir drain trap inlet valve TA042 Open Emergency generator starting air supply valve TA071
are correctly set and that the pumps are running as described in
Open No.2 main air reservoir drain trap outlet valve TA044 Open Emergency generator starting air inlet valve
Section 2.5.2 of this manual.
Closed No.2 main air reservoir drain trap bypass valve TA045 Open Emergency air compressor air outlet valve TA080
c) The valve settings in the following tables assume that all of the Open No.2 main air reservoir outlet valve to main engines TA035
main/topping-up air compressors and both air reservoirs are Open No.2 main air reservoir auxiliary line outlet valve TA033 Air Pressure Reduction Station Valves
available for service. All instrumentation root valves are open. Operational No.2 main air reservoir pressure relief valve - set at TA037 Open No.1 pressure reduction station inlet valve TA046
3,300kPa Operational No.1 3,000kPa ~ 700kPa pressure reduction valve TA047
Open No.1 pressure reduction station outlet valve TA048
Air Compressors and Reservoirs Main Air System Valves
Open No.2 pressure reduction station inlet valve TA049
Open No.1 main air compressor outlet valve TA003 Open Starboard main engine starting air inlet valve
Operational No.2 3,000kPa ~ 700kPa pressure reduction valve TA050
Open No.1 main air compressor drain trap outlet valve Open Starboard main engine control air inlet valve TA011
Open No.2 pressure reduction station outlet valve TA051
Operational No.1 main air compressor drain trap outlet valve Open Port main engine starting air inlet valve
Closed No.1 main air compressor drain trap direct outlet Open Port main engine control air inlet valve TA010 Note: The valves to the main engines are normally closed except when
valve Closed Main engines starting air line drain valve TA012 manoeuvring. The valves to the generator engines are normally open unless
Operational No.1 main air compressor drain valve an engine is to be isolated for repair or maintenance. The emergency air
Open No.2 main air compressor outlet valve TA002 Generator Engine Air System Valves reservoir is normally maintained at full pressure with the inlet and outlet
Open No.2 main air compressor drain trap outlet valve valves open.
Normally Generator engine starting air supply line valve TA015
Operational No.2 main air compressor drain trap outlet valve open
d) Select the air compressors for remote operation.
Closed No.2 main air compressor drain trap direct outlet Normally Generator engine starting air direct supply line TA014
valve closed valve from air compressors e) At the relevant IAS screen mimic, select the compressors for
Operational No.2 main air compressor drain valve Closed Generator engine (auxiliary) air reservoir filling/ TA060 LEAD and LAG operation. The compressors should be selected
Open No.3 main air compressor outlet valve TA001 outlet valve so that the running hours are staggered to allow for suitable
Open No.3 main air compressor drain trap outlet valve Open Generator engine (auxiliary) air reservoir drain trap TA062 maintenance intervals. The lead compressor will operate to
Operational No.3 main air compressor drain trap outlet valve inlet valve maintain the desired pressure in the system but if the pressure
Closed No.3 main air compressor drain trap direct outlet Open Generator engine (auxiliary) air reservoir drain trap TA063 falls below 2,600kPa the ‘lag’ compressor will start.
valve outlet valve
Operational No.3 main air compressor drain valve Closed Generator engine (auxiliary) air reservoir drain trap TA064
Open Topping-up air compressor outlet valve TA004 bypass valve

Manual Mode Running Note: The starting battery is charged whilst the engine is running. To ensure
The compressors can be started and stopped manually if required. This is that the battery retains a sufficient charge for the next start the engine should
accomplished by selecting the required machine duty on the IAS panel. Local be run for at least one hour.
pushbuttons adjacent to the main and topping-up compressors allow for local
starting and stopping but no automatic control. The above procedure is for battery starting. The diesel engine may also be
started by hand using the handle provided.
Emergency Air Compressor Prior to starting by hand the engine decompresion handle should be placed
in the ‘decompress’ position and the engine turned several revolutions to pre-
The emergency air compressor and air receiver are located in the emergency lubricate the bearings and running surfaces and to prime the fuel system.
generator room adjacent to the emergency diesel generator engine. The
compressor is air cooled whilst the diesel engine is water cooled. The diesel The starting handle is then turned rapidly up to firing speed and the
engine may be started by hand or by battery. decompression handle returned to the ‘compress’ position.
The following procedure outlines the starting and stopping of the emergency To stop the compressor the air line drains should be opened to unload the
compressor. compressor and the air receiver filling valve closed after which the fuel
regulator handle should slowly be returned to the STOP position.
a) Prior to starting the diesel engine check the oil level in both the
engine and compressor sump tanks. Top up if necessary. Once stopped the fuel supply cock should be closed.
b) Check the diesel oil level in the fuel oil tank. Top up if
necessary.
c) Check the diesel engine cooling water level. Top up if

necessary.
d) Ensure that the compressor first and second stage air line drains
are open. Emergency Air Compressor.
e) Open the emergency air receiver filling valve.
f) Crank the diesel engine clockwise several times by hand using

the starting handle to adequately pre-lubricate the engine
bearings and running surfaces. The decompression handle
should be in the ‘decompress’ position to provide ease of
turning the engine. The handle should then be returned to the
‘compress’ position.
g) Open the fuel supply cock.
h) Set the fuel regulator handle to the RUN position.
i) Insert the ignition key and turn to start the engine.
j) Once the engine attains the required speed close the air line
drains to load the compressor.

Illustration 2.10.2a General Service Air System

Gas Combustion CO2
Unit Room Room Near Gas
Emergency for Fire and Near
To Air Horn (CA202V) To Casing Combustion Casing
Diesel General Alarm Incinerator Gas Combustion
for Electric N.O Unit B Deck
Paint Generator To Casing S A Deck To
Motor Room Room (CA514V) Incinerator TA Unit Atmosphere TA TA
Store A Deck Air
and Cargo TA191 159 132 133
Compressor
Room S
Port TA192
IGG Area for Fire/Gen on
TA198 Signal Light Column
N.O TA
Starboard TA195
143 TA126 Deck Service
TA199 Near Package Near Package Near Package
Starboard Port
Air Conditioning Air Conditioning Air Conditioning
Gangway
Unit for Unit for Unit for
TA Near Near Main Switchboard Main Switchboard Engine Control
N.O N.O TA N2 Auxiliary
145 150 Room (Port) Room (Starboard) Room
Wheelhouse Cargo and ESDS Alarm Generator Boiler TA
TA TA 169 TA160 TA161 TA172
138 139 TA TA
Radar Mast Horn 163 162
S N.O
S
1st Deck Forward
TA194 1st Deck Aft
Near Main
N.O Central Fresh Plasma Cutter
Boiler Near In Fuel
Accumulator Water Expansion
Water Test Inert Gas Valve Near Engine
TA196 Room Generator Test Room Tank
Room Store In Workshop
TA
TA TA TA TA TA 164
TA
114 TA078 188 137 165 167
168
To Nitrogen TA
Generator TA TA 166
113 112
N.C To Control
Air System 2nd Deck Forward
2nd Deck Aft
TA108 (See Illustration 2.10.3a) To Steering
Set at N.C TA118
770kPa From Starting Gear Room To Main Near Hot Near Cargo Near Fresh
TA149
Air System Engine Water Auxiliary Water
TA115 Circulating Cooling Fresh Generator
(See Illustration 2.10.1a) Diesel Turbo Charger
TA103 To Generator Pump Water Pump (Port)
TA Generator Near Emergency Diesel Cleaning
PIAL Purifier To Main TA TA TA
102 Room Control Air Diesel Oil Generator Near Main (Port)
TA TA25 Room Engine 170 173 174
N.C 116 (Port) Reservoir Pump (Starboard) (Starboard) Air Compressor
PI
Turbo Charger
TA General TA TA TA TA TA Cleaning
PT
101 Service Air 152 153 154 142 189 (Starboard)
Reservoir
From Starting (5.0m3 x 700kPa)
Air System 3rd Deck Forward
TA TA TA
(See Illustration 2.10.1a) Near Air Near Air
104 121 120
Near Fire Main Cooler Near High Cooler
TA Aft Side Aft Side Near Bilge 3rd Deck Aft
TA Hydrophore Cleaning Pump Sea Chest Cleaning Pump
107 (Port) (Starboard) Water Separator
TA 141 Tank (Starboard) (Starboard) (Port)
105 TA TA TA Purifier TA TA TA TA
185 186 187 Room 140 176 178 179
(Port) Key
To Bilge Compressed Air

No.2 No.1
Well Service Air Service Air Electrical Signal
Compressor Compressor
(350m3/h x (350m3/h x Floor Floor Forward
700kPa) 700kPa) Near Main Engine
TA Lubricating Oil Cooler Near High To Pipe Duct
177 (Port) TA Sea Chest TA
183 (Port) 182

2.10.2 general Service Air System • Nitrogen generator Position Description Valve
• Deck services air outlets at various locations Open Service air reservoir outlet valve to control air TA102
General Service Air Compressors • Engine room service air outlets at various locations system and nitrogen generator
Manufacturer: Tamrotor Closed Service air system supply valve from reducing TA116
• Main engine turbocharger cleaning valve station
No. of sets: 2
• Generator engines emergency diesel oil supply pump Normally Control air system/nitrogen generator supply valve TA115
Type: Screw, water-cooled with belt-drive
• Steering gear room service air outlet closed from reducing valve station
Model: EMH 44-8 EWNA
Normally Control air system supply valve TA118
Capacity: 338.4m3/h x 700kPa • Cargo and ESDS alarm horns
closed
Motor: 440V, 43kW, 3,550 rpm, • Radar mast horn Open Service air reservoir drain trap inlet valve TA104
• Incinerator atomising air Open Service air reservoir drain trap outlet valve TA105
General Service Air Reservoir • Gas combustion unit room fire and general alarm horn Closed Service air reservoir drain trap bypass valve TA107
Manufacturer: Kangrim • Gas combustion unit atomising air
No. of sets: 1 Nitrogen Generators System Air Supply Valves
• Plasma cutter
Type: Vertical, cylindrical Open Nitrogen generator air supply line oil filter inlet TA112
• CO2 room service air outlet valve
Capacity: 5.0m3 at a pressure of 700kPa
• Paint store service air outlet Open Nitrogen generator air supply line oil filter outlet TA113
valve
Introduction Closed Nitrogen generator air supply line oil filter bypass TA114
Procedure for Preparing the General Service Air System for valve
The general service (GS) air system is normally supplied with air from the Operation
general service air reservoir which is replenished by the one of the two
Service Air System Line Isolating Valves
dedicated air compressors. The service air system can also be used to supply, a) Ensure that all of the instrumentation valves are open and that
and be supplied from the control air system, but the crossover valve is normally the instrumentation is reading correctly. Normally Aft service air system line valve TA150
maintained in the closed position. open
b) Ensure that cooling water is circulating around the compressor Open Forward service air system line valve TA169
The system can also be supplied in an emergency from the main starting air units. Open Service air system section line valve for incinerator, TA195
reservoirs via a 3,000kPa to 700kPa reducing station comprising two reducing GCU, CO2 room and A deck casing
valves, one normally in service and the second on standby. The air supply from c) Check the oil level in the compressors and replenish as Normally Service air system section line valve for radar mast TA145
the reducing station connects into the service air system on the outlet side of necessary. open horn and wheelhouse cargo and ESDS alarm
the service air reservoir via isolating valves, TA115 and TA116 which are both
normally closed. d) Set the compressor valves for operation ensuring that the drains
Service Air Engine Room Floor Level
are operational.
The service air compressor units are of the package type, being cooled by the Open Engine room floor (port aft) supply valve TA185
auxiliary central cooling fresh water system. Each has a capacity of 338.4m3/h e) Set the system valves as in the following table. Open Engine room floor (starboard aft) supply valve TA186
and operates at a pressure of 700kPa. The compressors are housed in acoustic Open Service air supply valve near bilge water separator TA187
enclosures that also contain the electric drive motors, coolers and all of the The outlet air supply valves at various locations are shown as open, but this will Open Service air supply valve near port main engine LO TA177
support services. The compressors are controlled by the pressure in the service only be the case when air is being used at that location. cooler
air system and load/unload as required.
Open Service air supply valve to fire system accumulator TA140
Position Description Valve tank
The service air compressors are selected on the IAS panel as the ‘lead’ and ‘lag’
Service Air Compressors and Air Reservoir Open Service air supply valve near starboard air cooler TA176
compressors with both machines stopping when the pressure has recovered to
700kPa. The lead machine starts when the pressure has dropped to 600kPa and Open No.1 service air compressor outlet valve TA120 cleaning pump
the lag compressor starts if the pressure continues to fall to 570kPa. Open No.2 service air compressor outlet valve TA121 Open Service air supply valve near starboard high sea TA178
Open Service air reservoir filling valve TA101 chest
The general service air system is shown in illustration 2.10.2a and the system Open Service air reservoir outlet valve TA103 Open Service air supply valve near port air cooler TA179
supplies the following items of equipment: cleaning pump

Illustration 2.10.2b General Service Compressor Electronic Control Panel
E R GE N C
M
Y
E
A
60
40
1 SHUTDOWN 5
7.0 BAR 35 °C 20
I ON 2 1848 HRS AUTOMATIC SERVICE 6
0
3 BLOWDOWN AUTOMATIC 7
AUTO TIMER 4: 37
4 POWER 8 STOP
O OFF
9 15 0 1 0 1
12 ENTER
10 16
11 I 13 14 O/ 17 Local: 0
RUN STOP/RESET Motor Motor Compressor Remote: 1
heater on heater switch running Control

Position Description Valve Position Description Valve section 2.10.1 of this manual. In addition, the line supply valves TA115 and
TA116 should be opened.
Open Service air supply valve near port high sea chest TA183 Service Air to Deck Services
Open Service air supply valve to deck system TA182 Normally Service air supply valve to radar mast horn TA196 As soon as the service air compressor and/or reservoir are available for work,
open the reducing valve station must be shut down and the system returned to normal
Service Air Engine Room 3rd Deck Level Normally Service air supply valve to wheelhouse cargo and TA194 operation.
Open Service air supply valve in port generator room TA152 open ESDS alarm
Open Service air supply valve to port gangway area TA198 Compressor Electronic Control Unit
Open Service air supply valve near control air reservoir TA153
Open Service air supply valve in starboard generator TA154 Normally Service air supply valve to electric motor room and TA143
open cargo compressor room air horn The SmartPilot electronic control panel on the front of the GS air compressor
room cabinet is as shown in illustration 2.10.2b. It is used to operate the compressor
Open Service air supply valve in starboard separator TA142 Open Service air system section line valve for paint store, TA126
emergency generator room and A deck casing and observe the system status by using the LCD display, status LED indicators
room and buttons. It allows access to the operational parameters such as pressure and
Open Service air supply valve near main air compressors TA189 Open Service air supply valve to starboard gangway area TA199 alarm set points and the various display functions are listed as follows:
Open Service air supply valve in port separator room TA141 Normally Service air supply valve to GCU room fire and TA191
open general alarm horn 1. While the compressor is operating, the air pressure and
Open Service air supply valve near hot water circulating TA170 temperature are shown on this line of the LCD. When editing
pump Open Service air supply valve near incinerator TA159
the parameters under the Adjustment Menus, the menu heading
Open Service air supply valve near cargo auxiliary FW TA173 Open Service air supply valve near GCU TA132 will be shown here.
pump Open Service air supply valve at B Deck casing TA133
2. While the compressor is operating, the total hours and operating
Open Service air supply valve near port FW generator TA174 Open Service air supply valve to signal light column in TA192 mode are shown on this line of the LCD. The shutdown fault
pump IGG area information is also shown here. When editing parameters under
the Adjustment Menus, the parameter heading is shown here.
There are also direct service air supplies to the incinerator, the GCU, the
Service Air Engine Room 2nd Deck Level 3. While the compressor is operating, its state is shown on this
emergency generator room and to the paint store. Direct service air lines
Open Service air supply valve in boiler test room TA188 also supply the generator engine emergency MDO pump, the main engine line. The additional shutdown fault information is also shown
Open Service air supply valve near IG generator TA137 turbocharger cleaning systems and the casing on A deck. here. When editing parameters under the Adjustment Menus,
Open Service air supply valve in fuel valve test room TA168 the parameter value is shown here.
Open Service air supply valve near ER store TA165 f) Select the ‘lead’ and ‘lag’ service air compressors at the IAS 4. The Service Advisory fault information and the Operational
control panel and ensure that the start and stop pressures are set Menus are shown on this line. When editing parameters under
Open Service air supply valve in workshop TA167
correctly. the Adjustment Menus, the editing mode is shown here.
Open Service air supply valve to steering gear room TA149
Open Service air supply valve near CFW expansion tank TA164 5. SHUTDOWN LED (red) indicates a shutdown fault in the
g) Select the service air compressor system to automatic mode and
compressor.
Open Service air supply valve to plasma cutter TA166 start the system operating.
The type of shutdown fault will be shown in the display. When
h) Check the system drain traps are operational and that the the Shutdown LED is flashing, the shutdown fault condition
Service Air Engine Room 1st Deck Level
compressors start and stop automatically as required. is active. When the Shutdown LED is on steady, the shutdown
Open Service air supply valve near N2 generator TA138 fault condition no longer exists, but the fault has not been
Open Service air supply valve near auxiliary boiler TA139 i) Ensure that the remote user outlets are receiving air. The acknowledged. To acknowledge a shutdown fault and reset the
Open Service air supply valve near port package air TA160 air valves at the various user locations should be opened compressor, press the STOP/RESET pushbutton. This action
conditioning unit for MSBR periodically to blow them through to remove any condensate will not clear an active shutdown fault and the condition must
Open Service air supply valve near starboard package air TA161 that may have accumulated and prevent valve seizure. be removed before it can be reset.
conditioning unit for MSBR 6. SERVICE LED (yellow) indicates a service advisory fault in the
Open Service air supply valve near ECR TA172 Back-up Air Supply from Starting Air System compressor.
Open Service air supply valve to port deck system TA162 The type of the service advisory fault will be shown in the
Open Service air supply valve to starboard deck system TA163 Should the service air compressors and/or the air reservoir need to be taken out display. When the Service LED is on steady, the advisory fault
of service for maintenance or survey work, the system can still be supplied with condition is active, but the fault has not been acknowledged. To
air from the starting air system via the pressure reducing station. To do this the acknowledge an advisory fault, press the ENTER pushbutton. If
valves at the selected duty reducing station should be opened as described in the service advisory fault condition has not been cleared before

it is acknowledged, the advisory fault indication will occur Note: If the Up or Down pushbuttons are not pressed within five seconds of h) To completely exit from the Adjustment Menus, press the
again in a short period of time. pressing the Right or Left pushbuttons, the display will return to its previous STOP/RESET pushbutton. If the parameter changes have been
7. AUTOMATIC LED (green) is lit when the compressor is running state. made, the following screen will appear.:
or enabled to be started by pressing the RUN pushbutton.
It is not necessary to navigate back to the top of a particular menu in order to
8. POWER LED (white) indicates that electrical power is available
enter another menu. STORE MODIFIED
to the compressor.
PARAMETERS?
9. UP arrow pushbutton navigates vertically inside the menu. It c) Press the Right or Left pushbuttons to go back to the heading of STOP = NO
scrolls through non-numerical parameters while in Edit mode. the current menu. Then use the Right or Left pushbuttons to find
ENTER = YES
10. DOWN arrow pushbutton navigates vertically inside the menu. the desired menu heading as described above.
It scrolls through non-numerical parameters while in Edit
mode. Note: The advisory fault information is also shown in the forth line of the
i) To permanently save the changes that were made, press the
display. If an advisory is active and the fault condition has not been cleared,
11. RUN pushbutton starts the compressor. ENTER pushbutton. If the STOP/RESET pushbutton is pressed,
the Operational Menu text will be periodically replaced by the advisory
12. ENTER pushbutton acknowledges a service advisory. It enters the parameter changes that have been made are still valid, but
text.
the Adjustment Menu tree and selects a parameter for editing, or will be lost the next time the controller is turned off.
saves an edited parameter.
Adjustment Menus Procedure
13. LEFT arrow pushbutton navigates horizontally to the next
Operational or Adjustment menu. The second set is the Adjustment Menus, which allow the user to change the
14. RIGHT arrow pushbutton navigates horizontally to the next operating parameters of the compressor, such as the operating pressure set
Operational or Adjustment menu. point and the high temperature alarm limit. The Adjustment Menus are only
available when the compressor is stopped and the range of menus available
15. PLUS pushbutton increases the numerical value of a selected depend on the features and/or settings of the compressor.
parameter while in the Edit mode. It scrolls through the saved
parameters while in Shutdown or Advisory history menus.
a) Enter the Adjustment Menu trees by pressing the ENTER
16. MINUS pushbutton decreases the numerical value of a selected pushbutton.
parameter while in Edit mode. It also scrolls through saved
parameters while in Shutdown or Advisory history menus. b) Press the Right or Left arrow pushbutton to access one of the
17. STOP/RESET pushbutton stops and blows down the compressor. menus.
It acknowledges and resets shutdown faults and moves backwards
from lower to higher levels in the Adjustment Menu tree. c) When the desired menu heading is shown on the second line of
the display, press the ENTER pushbuttons to access the menu.
The SmartPilot controller has two sets of menus. The first set is the Operational
Menu, which allows the user to observe the current status of the various parts d) Use the Up or Down pushbuttons to access the individual items
of the compressor, such as the motor and air-oil separator. in the selected menu.
e) Use the ENTER pushbutton to edit the selected parameter. To

Operational Menus Procedure change the value, use the Up or Down arrow pushbutton or the
Plus or Minus pushbutton.
The Operational Menus are available at all times and the range of menus
available depend on the features and/or settings of the compressor. f) To accept the changes made, press the ENTER pushbutton. To
discard the changes, press the STOP/RESET pushbutton.
a) Enter the Operational Menu trees by pressing the Right or Left
arrow pushbutton to access one of the menus. It is not necessary to navigate back to the top of a particular menu in order to
enter another menu.
b) When the desired menu heading is shown on the fourth line
of the display, use the Up or Down pushbuttons to access the g) Press the STOP/RESET pushbutton to go back to the heading of
individual items in the selected menu. the current menu. Then use the Right or Left pushbuttons to find
the desired menu heading as described above.

Illustration 2.10.3a Control Air System
To Quick-Closing
PIAL Valves Air Reservoir
Control TA14
(Illustration 4.4a)
Air Dryer
(Refrigerated Type)
PT
(280m3/h)
DWAH DWI
TA21.5 TA13 TA212
TA TA
Oil
209 210
TA232 Filter TA
Oil Filter 228
TA233 TA231 TA211 LA

From Starting Air/ NC 091
General Service Air
System ( See TA213 TA214
TA118
Illustration 2.10.2a)
TA203 To Control Air
Set at
PIAL 770kPa System
TA26 (Illustration 2.10.3b)
PI
TA Silencer Silencer
PT S S S S
202
Control Air
TA Reservoir No.2 Air
(7.5m3 x No.1 Air
201 Dryer Dryer
700kPa) (280m3/h) (280m3/h)
(Regenerative (Regenerative TA223
Type) Type)
TA205
TA226
PI
TA208
S S
TA207 TA222
PI PI TA224
PS Silencer PS PS Silencer PS
PI
To Bilge TA225
Well
TA221
TA215 TA216
TA236 TA235
PI
TA217 Dew Point
PIAL Meter
PI TA240
TA19
TA218
No.2 No.1
Control Air Control Air TA220
To
Control
(Oil Free (Oil Free
Air Line
Type) Type)
(Cargo Key
(350m3/h x (350m3/h x
System)
700kPa) 700kPa) Compressed Air
Electrical Signal

2.10.3 Control Air System The system can also be supplied in an emergency from the main starting air After one minute the air inlet valve opens on No.2 tower and the corresponding
receivers via a 3,000kPa to 700kPa reducing station comprising two reducing inlet valve on tower No.1 closes. Tower No.2 now acts as the drying tower
valves, one normally in service and the second on standby. The air supply from whilst the above sequence for regenerating the desiccant is carried out on tower
Control Air Compressors
the reducing station connects into the control air system on the outlet side No.1. The complete cycle lasts for ten minutes during which time each tower
Manufacturer: Tamrotor of the control air reservoir via isolating valves TA115 and TA118 which are has acted as a dryer and then had its internal desiccant dried.
No. of sets: 2 normally closed; the valves are only opened if both the control and service air
Type: Screw, water-cooled with belt-drive compressors are unavailable. The condition of the desiccant in the towers can be checked by means of the
moisture indicators fitted to the towers. If the indicator shows green in colour,
Model: EMH 44-8 EWNA The control air compressors are controlled by the pressure in the control air the tower is operating correctly and the control air leaving the tower will be dry.
Capacity: 338.4m3/h x 700kPa system and load/unload as required. The control air compressors are selected at If the colour has changed to orange~yellow, the desiccant is wet and needs to
Motor: 440V, 43kW, 3,550 rpm, the IAS panel as the ‘lead’ and ‘lag’ compressors with both machines stopping be regenerated. The desiccant has a normal operating life in excess of 5 years
when the pressure has recovered to 700kPa. The lead compressor starts at a provided it is purged correctly.
pressure of 600kPa and the lag compressor starts if the pressure continues to
General Service Air Reservoir fall to 570kPa.
Refrigerant Type
Manufacturer: Kangrim
The control air for the engine room is processed in a refrigeration dryer and for Compressed air flows into the selected dryer and is cooled by the double-stage
No. of sets: 1
the cargo system through two double unit regenerative dessicant type control air evaporator. The first stage of the evaporator is an air-to-air heat exchanger.
Type: Vertical, cylindrical Control air enters the first heat exchanger where it is cooled by air leaving the
dryers (see illustration 2.10.3a). Normally, only one dessicant dryer is required
Capacity: 7.5m3 at a pressure of 700kPa for the cargo system, the other dryer being ready in a standby condition. A second stage of the evaporator. The second stage of the evaporator is called an
pressure regulating valve is fitted after the dessicant dryers and this releases air air to refrigerant heat exchanger. Cooled control air from the first stage enters
to the engine room control air system via a 550kPa pressure control valve. the second stage heat exchanger where it is cooled further by the evaporation
Control Air Dryer (Refrigerant Type)
of liquid refrigerant.
Manufacturer: Tamrotor
No. of sets: 1
Control Air Dryer Operation The temperature of the cooled air drops to the dew point temperature which
Type: Refrigerant dryer causes the moisture in the cooled air to condense. The condensed moisture
Regeneration (Desiccant) Type is then separated from the air by an automatic drain trap and filter and is
Model: RD490 discharged through a drain outlet. The evaporated refrigerant is compressed in
Capacity: 280m3/h Each dryer has two towers containing desiccant which is very porous and the compressor which forces the refrigerant gas to the condenser where it is
Working pressure: 700kPa can absorb large amounts of water vapour. The operation of the towers is condensed back into a liquid and the cycle starts again.
repetitive and is undertaken on a timed cycle set during manufacture. While the
desiccant in the first tower dries the compressed air, the second tower is being The discharge air from the compressor passes through a water separator before
Control Air Dryer (Regeneration Type) regenerated and vice versa. entering the air reservoir. Air from the control reservoir is then supplied to the
Manufacturer: Tamrotor various consumers via the regenerative or refrigeration air dryers.
The incoming moist air passes through the air inlet valve via a flow distributor
No. of sets: 2 to desiccant tower No.1 for drying. A portion of the dried air flows through a The refrigerant dryer may be bypassed if necessary.
Type: Desiccant dryer regulating valve where the pressure is adjusted before passing through orifices
Model: A400 where the now expanded air is directed via a flow distributor into tower No.2.
CAUTION
Capacity: 280m3/h The water in the No.2 tower, having been absorbed by the dessicant during
the drying process, is now extracted from the desiccant by this air flow, so It is essential that the control air is dried before being allowed to enter
Working pressure: 700kPa the system as any moisture in the air can cause problems with actuators
regenerating the dessicant for further use. The now wet purge air is passed
through a flow distributor, purge air valve and silencer before being vented to or other parts of the system that could lead to component failure.
Introduction atmosphere. This sequence lasts for approximately four minutes after which
the purge air valve closes. Procedure to Prepare the Control Air System for Operation
All of the control air systems on board the vessel are supplied from the 7.5m3
control air reservoir located in the engine room which is supplied from one a) Ensure that all of the instrumentation valves are open and that
or both of the control air compressors. Under normal operating conditions the instrumentation is functioning correctly.
the compressors will operate and meet all of the requirements of the system,
but if the compressors are not available for service or have been isolated for b) Check the control air compressor LCD display to confirm that
maintenance or survey, it is possible to supply the air from the service air the machine working parameters are all within limits.
system via isolating valve TA118.

Illustration 2.10.3b Control Air System

From Control No.2 Generator Engine
Air System No.1 Main Engine TIC Lubricating Oil Purifying
LA TIC
(2.10.3a) Fuel Oil LA Heater Temperature Control
No.1 Main Engine Main Engine 047
Lubricating
Purifying Heater 008 SL022 Valve (Starboard)
Fuel Oil Purifying TIC SL145
Sketch for Typical To Gas Combustion Temperature TIC
Heater Temperature LA Oil Purifying Sludge Tank
Air Manifold Unit Control System Control Valve LA No.1 Generator Engine
Control Valve (Port) SL030 012 Heater TIC Temperature TC
(Starboard) SL136 015 Lubricating Oil Purifying BG11.1
TIC Temperature LA Control Valve
LA Control No.2 Main Engine Heater Temperature
No.2 Main Engine 017 SL022 (Starboard)
TIC
016 SL020 Valve (Port) Fuel Oil Control Valve (Starboard)
Fuel Oil Purifying TIC I/P
Heater Temperature LA TIC Purifying Heater Main Engine Lubricating
SL032 No.1 Generator LA
Control Valve (Port) 013 Temperature TIC
Oil Purifying Heater
Engine
TIC SL034 Control Valve SL138 014 LA Temperature Control LA LA
No.2 Generator Lubricating Oil 022 SL132 Excess Steam
LA Sludge Tank (Starboard) (Starboard) 081 030
Engine Lubricating
TIC Purifying Heater Dump Valve
LA 019 SL026 Temperature LA Temperature
Oil Purifying Heater 080
Drain SL028 020 Control Control Valve
Temperature Control LA056
Valve Valve (Port) (Port) LA LA
Valve (Port) LA LA LA Valve Valve
Block Air 010 Block Air 009
036 004 011
LA
Valve LA Valve LA No.1 No.2
055 LA LA LA LA PI PI
Main Engine 001 002 003 074 Heavy Fuel Oil
S SV1 S SV1 S SV1 Purifiers (Starboard)
Fuel Oil Filter No.1 PI
No.2 PI
(Port) LA025 V1 V1 V1
S SV1 S SV4 S SV5 S SV1 S SV4 S SV5
S SV1 S SV1 S SV1
S SV1 S SV4 S SV5 S SV1 S SV4 S SV5 Main Engine Generator Engine
V1 V1 V1
F V4 F V5 F V4 F V5
LO Purifier (Starboard) LO Purifiers (Starboard)
Generator Engine V1 V1
Main Engine F V4 F V5 F V4 F V5
LA LO Purifiers (Port) To Inert Gas/
LO Purifier (Port) Generator
023 Dry Air System To Deck
V1 Heavy Fuel Oil V1 LA090 No.2 Fuel No.1
Main Engine Machinery P
Purifiers (Port) To Sludge Generator P Isolation Generator
Fuel Oil Filter Control Line
Dewatering Engine Valves Engine
(Starboard) OE OE (Starboard)
Unit (Starboard)
LA To Fresh Water 128 134
026 TC Generator Hydrophore Tank LA039 LA040 3-Way Valves
LC11.1
No.4 P P No.3
Generator Fuel Generator (2.14.1a) Located Near Entrance Door
Engine OE Isolation OE Engine Outside the Starboard
N.O
(Port) 116 Valves 122 (Port) Generator Engine Room
I/P
LA058 S
Generator LA043 LA038 3-Way Valves LA LA
TC
TC HF11.1 No.2 Generator
Engine LA Main Fresh Water Cooler Located Near Entrance Door 050 LC21.1 052 LA061 OE Engine Fuel Oil
Fuel Oil Filter 024 Temperature Control Valve Outside the Port 131 Outlet (Starboard)
N.O
(Starboard) Generator Engine Room I/P S
I/P No.2 Generator
LA TC S LA062
LA HF21.1 No.4 OE Engine Fuel Oil
057
049 Generator Main Engine Jacket 127 Inlet (Starboard)
LA OE
Engine Port Auxiliary Central Fresh Water Cooler S
065 119 No.1 Generator
I/P Main Fresh Water Cooler Fuel Oil Outlet Fresh Water Cooler Temperature Control Valve
Temperature Control S Temperature Control Valve (Starboard) LA063 OE Engine Fuel Oil
No.4 137 Outlet (Starboard)
Valve (Port) Generator TC To Air Control Unit for
LA OE LM21.1 S
TC Engine Port Stern Tube Lubricating
066 No.1 Generator
LM21.1 115 Fuel Oil Inlet Oil System
S I/P
LA064 OE Engine Fuel Oil
I/P
No.3 133 Inlet (Starboard)
Bilge Separator LA Generator
OE Engine Port TIC
White Box 067 125 Main Engine Lubricating
Failsafe Fuel Oil Outlet LA LA LA
Main Engine Lubricating S Oil Cooler Temperature
LA No.3 029 032 082 SL
Oil Cooler Temperature To Bilge Water System Control Valve (Starboard) Temperature Control
028 Generator 064
Control Valve (Port) Separator LA Valve for Bilge Well
F OE
068 Engine Port LA060 S
121 BG Holding Tank
LA042 LA Fuel Oil Inlet Main Engine
092 LA071 092 Key
Lubricating Oil
S Engine Room Aft Bilge Well
Engine Room Aft LA027 Filter (Starboard)
LA059 LA Bilge Suction Valve Compressed Air
To Air Control Bilge Well Bilge
031 Main Engine LA BG
Unit for Stern Suction Valve Electrical Signal
LA048 Lubricating 072 093
Tube Lubricating
Oil Filter (Port)
Oil System

c) Check that there is electrical power at the control air dryers, Position Description Valve Position Description Valve
then start the dryers operating by turning the ON/OFF switch
Open Quick-closing valve air reservoir inlet valve Open Starboard main engine LO separator LA036
to the ON position. If the desiccant type dryer has not been
used for some time the desiccant should be regenerated for Open Line valve to fire damper system TA219 Open No.1 generator engine (starboard) LO separator LA004
approximately six hours before any moist compressed air is Open Line valve to damper closing control air system QC005 Open No.2 generator engine (starboard) LO separator LA011
admitted. If the refrigerant type dryer has not been used for Open Line valve to engine room control air system LA091 Open No.1 (starboard) HFO separator operating valves LA010
some time the operating voltage should be supplied for up to block
twenty-four hours before start-up to ensure that any refrigerant Engine Room Control Air System Valves Open No.2 (starboard) HFO separator operating valves LA009
that might have condensed in the compressor is vaporised by the block
Open Line valve to gas combustion unit control system LA047
crankcase heater to prevent any damage to the compressor. Open Sludge tank (starboard) temperature control valve LA081
Open Main engine FO filter (port) direct control air LA023
valve Open Excess steam dump control valve LA030
d) Set the valves as in the following tables. In the description it has
been assumed that the control air reservoir is supplying air to the Open Main engine FO filter (starboard) direct control LA025 Normally Line isolating valve LA057
system and that all dryers are open and available for service. air valve open
Open Generator engine FO filter (starboard) direct LA026 Open Main cooling FW cooler (port) temperature LA024
Position Description Valve control air valve control valve
Compressor, Reservoir and Dryer System Valves Open Inert gas/dry air system LA090 In vented No.3 generator engine (port) FO quick-closing LA038
Open Line isolating valve to port separator room LA055 position valve
Normally Line valve from pressure reduction station TA115
closed Open No.1 main engine FO separator heater (port) LA012 In vented No.4 generator engine (port) FO quick-closing LA043
temperature control valve position valve
Normally Line valve from service air system TA118
closed Open No.2 main engine FO separator heater (port) LA013 Open Main engine jacket water cooler (port) LA049
temperature control valve temperature control valve
Open No.1 control air compressor discharge valve TA235
Open Port main engine LO separator heater (port) LA016 Open No.3 generator engine (port) fuel inlet valve LA068
Open No.2 control air compressor discharge valve TA236
temperature control valve Open No.3 generator engine (port) fuel outlet valve LA067
Open Control air reservoir inlet valve TA201
Open No.1 generator engine LO separator heater (port) LA019 Open No.4 generator engine (port) fuel inlet valve LA066
Open Control air reservoir outlet valve TA202
temperature control valve Open No.4 generator engine (port) fuel outlet valve LA065
Open Control air reservoir drain trap inlet valve TA205
Open No.1 generator engine LO separator heater (port) LA020 Normally Line isolating valve LA058
Open Control air reservoir drain trap outlet valve TA207
temperature control valve open
Closed Control air reservoir drain trap bypass valve TA208
Open Port main engine LO separator LA003 Open Auxiliary central FW cooler temperature control LA050
Open Oil filter inlet valve TA231 Open No.1 generator engine (port) LO separator LA001 valve
Open Oil filter outlet valve TA233 Open No.2 generator engine (port) LO separator LA002 Open Supply valve to aft deck hydraulic system
Closed Oil filter inlet bypass valve TA232 Open No.1 (port) HFO separator operating valves block LA006 expansion tank in steering gear room
Open Refrigeration control air dryer inlet valve TA209 Open No.2 (port) HFO separator operating valves block LA007 In vented No.2 generator engine (starboard) FO quick- LA039
Open Refrigeration control air dryer outlet valve TA210 position closing valve
Open Sludge tank (port) temperature control valve LA080
Closed Refrigeration control air dryer bypass valve TA211 In vented No.1 generator engine (starboard) FO quick- LA040
Open Sludge de-watering unit LA074 position closing valve
Open No.1 control air dryer (desiccant) inlet valve TA214 Open Line isolating valve to starboard separator room LA056
Open No.1 control air dryer (desiccant) outlet valve TA216 Open Main engine jacket water cooler (starboard) LA052
Open No.1 main engine FO separator heater (starboard) LA015 temperature control valve
Open No.2 control air dryer (desiccant) inlet valve TA213 temperature control valve Open No.1 generator engine (port) fuel inlet valve LA064
Open No.2 control air dryer (desiccant) outlet valve TA215 Open No.2 main engine FO separator heater (starboard) LA014 Open No.1 generator engine (port) fuel outlet valve LA063
Open Pressure reduction valve to ER system inlet valve TA221 temperature control valve
Open No.2 generator engine (port) fuel inlet valve LA062
Open Pressure reduction valve to ER system outlet TA223 Open Starboard main engine LO separator heater LA022
valve (starboard) temperature control valve Open No.4 generator engine (port) fuel outlet valve LA061
Closed Pressure reduction valve to ER system bypass TA224 Open No.1 generator engine LO separator heater LA017 Open Line isolating valve LA059
valve (starboard) temperature control valve Open Main LO cooler (port) temperature control valve LA028
Open Line valve to cargo control air system TA220 Open No.1 generator engine LO separator heater LA008 Open Air pressure control unit for port stern tube LO LA031
Open Line valve to the quick-closing valve air reservoir TA228 (starboard) temperature control valve system

Illustration 2.10.3b Control Air System

From Control No.2 Generator Engine
Air System No.1 Main Engine TIC Lubricating Oil Purifying
LA TIC
(2.10.3a) Fuel Oil LA Heater Temperature Control
No.1 Main Engine Main Engine 047
Lubricating
Purifying Heater 008 SL022 Valve (Starboard)
Fuel Oil Purifying TIC SL145
Sketch for Typical To Gas Combustion Temperature TIC
Heater Temperature LA Oil Purifying Sludge Tank
Air Manifold Unit Control System Control Valve LA No.1 Generator Engine
Control Valve (Port) SL030 012 Heater TIC Temperature TC
(Starboard) SL136 015 Lubricating Oil Purifying BG11.1
TIC Temperature LA Control Valve
LA Control No.2 Main Engine Heater Temperature
No.2 Main Engine 017 SL022 (Starboard)
TIC
016 SL020 Valve (Port) Fuel Oil Control Valve (Starboard)
Fuel Oil Purifying TIC I/P
Heater Temperature LA TIC Purifying Heater Main Engine Lubricating
SL032 No.1 Generator LA
Control Valve (Port) 013 Temperature TIC
Oil Purifying Heater
Engine
TIC SL034 Control Valve SL138 014 LA Temperature Control LA LA
No.2 Generator Lubricating Oil 022 SL132 Excess Steam
LA Sludge Tank (Starboard) (Starboard) 081 030
Engine Lubricating
TIC Purifying Heater Dump Valve
LA 019 SL026 Temperature LA Temperature
Oil Purifying Heater 080
Drain SL028 020 Control Control Valve
Temperature Control LA056
Valve Valve (Port) (Port) LA LA
Valve (Port) LA LA LA Valve Valve
036 004 011
LA
Valve LA Valve LA No.1 No.2
055 LA LA LA LA PI PI
Main Engine 001 002 003 074 Heavy Fuel Oil
S SV1 S SV1 S SV1 Purifiers (Starboard)
Fuel Oil Filter No.1 PI
No.2 PI
(Port) LA025 V1 V1 V1
S SV1 S SV4 S SV5 S SV1 S SV4 S SV5
S SV1 S SV1 S SV1
S SV1 S SV4 S SV5 S SV1 S SV4 S SV5 Main Engine Generator Engine
V1 V1 V1
F V4 F V5 F V4 F V5
LO Purifier (Starboard) LO Purifiers (Starboard)
Generator Engine V1 V1
Main Engine F V4 F V5 F V4 F V5
LA LO Purifiers (Port) To Inert Gas/
LO Purifier (Port) Generator
023 Dry Air System To Deck
V1 Heavy Fuel Oil V1 LA090 No.2 Fuel No.1
Main Engine Machinery P
Purifiers (Port) To Sludge Generator P Isolation Generator
Fuel Oil Filter Control Line
Dewatering Engine Valves Engine
(Starboard) OE OE (Starboard)
Unit (Starboard)
LA To Fresh Water 128 134
026 TC Generator Hydrophore Tank LA039 LA040 3-Way Valves
LC11.1
No.4 P P No.3
Generator Fuel Generator (2.14.1a) Located Near Entrance Door
Engine OE Isolation OE Engine Outside the Starboard
N.O
(Port) 116 Valves 122 (Port) Generator Engine Room
I/P
LA058 S
Generator LA043 LA038 3-Way Valves LA LA
TC
TC HF11.1 No.2 Generator
Engine LA Main Fresh Water Cooler Located Near Entrance Door 050 LC21.1 052 LA061 OE Engine Fuel Oil
Fuel Oil Filter 024 Temperature Control Valve Outside the Port 131 Outlet (Starboard)
N.O
(Starboard) Generator Engine Room I/P S
I/P No.2 Generator
LA TC S LA062
LA HF21.1 No.4 OE Engine Fuel Oil
057
049 Generator Main Engine Jacket 127 Inlet (Starboard)
LA OE
Engine Port Auxiliary Central Fresh Water Cooler S
065 119 No.1 Generator
I/P Main Fresh Water Cooler Fuel Oil Outlet Fresh Water Cooler Temperature Control Valve
Temperature Control S Temperature Control Valve (Starboard) LA063 OE Engine Fuel Oil
No.4 137 Outlet (Starboard)
Valve (Port) Generator TC To Air Control Unit for
LA OE LM21.1 S
TC Engine Port Stern Tube Lubricating
066 No.1 Generator
LM21.1 115 Fuel Oil Inlet Oil System
S I/P
LA064 OE Engine Fuel Oil
I/P
No.3 133 Inlet (Starboard)
Bilge Separator LA Generator
OE Engine Port TIC
White Box 067 125 Main Engine Lubricating
Failsafe Fuel Oil Outlet LA LA LA
Main Engine Lubricating S Oil Cooler Temperature
LA No.3 029 032 082 SL
Oil Cooler Temperature To Bilge Water System Control Valve (Starboard) Temperature Control
028 Generator 064
Control Valve (Port) Separator LA Valve for Bilge Well
F OE
068 Engine Port LA060 S
121 BG Holding Tank
LA042 LA Fuel Oil Inlet Main Engine
092 LA071 092 Key
Lubricating Oil
S Engine Room Aft Bilge Well
Engine Room Aft LA027 Filter (Starboard)
LA059 LA Bilge Suction Valve Compressed Air
To Air Control Bilge Well Bilge
031 Main Engine LA BG
Unit for Stern Suction Valve Electrical Signal
LA048 Lubricating 072 093
Tube Lubricating
Oil Filter (Port)
Oil System

Position Description Valve Position Description Valve Compressor Electronic Control Unit
Open Bilge water separator LA042 Open Supply valves to cargo compressor room CA418
machinery CA518 The SmartPilot electronic control panel on the front of the GS air compressor
Open Bilge water separator white box fail-safe system LA092
CA519 cabinet is as shown in illustration 2.10.2b. It is used to operate the compressor
Open Main engine LO filter (port) LA048 and observe the system status by using the LCD display, status LED indicators
CA425
Open Engine room port aft bilge well suction valve LA072 CA426 and buttons. It allows access to the operational parameters such as pressure and
Open Line isolating valve LA060 CA520 alarm set points and the various display functions are listed as follows:
Open Main LO cooler (starboard) temperature control LA029 CA521 1. While the compressor is operating, the air pressure and
valve CA417 temperature are shown on this line. When editing the parameters
Open Air pressure control unit for starboard stern tube LA032 under the Adjustment Menus, the menu heading is shown here.
LO system Note: Although the valves are shown as being open, this is their normal 2. While the compressor is operating, the total hours and operating
Open Temperature control valve for bilge water holding LA082 operating condition and they will be closed if the service is not being used. mode are shown on this line. The shutdown fault information is
tank also shown here. When editing parameters under the Adjustment
Open Main engine LO filter (starboard) LA027 e) At the IAS panel, select both control air compressors for AUTO Menus, the parameter heading is shown here.
Open Engine room starboard aft bilge well suction LA071 operation and select one as the LEAD and the other as the LAG.
Ensure that both compressors start and that they both stop when 3. While the compressor is operating, its state is shown on this
valve line. The additional shutdown fault information is also shown
full pressure has been reached in the system. Periodically the
compressors must be checked to ensure that they are starting here. When editing parameters under the Adjustment Menus,
Note: Although the valves are shown as being open, this is their normal and stopping as required. the parameter value is shown here.
operating condition and they will be closed if the service is not being used. 4. The Service Advisory fault information and the Operational
f) Check that the control air dryer drains are open and that the Menus are shown on this line. When editing parameters under
Cargo Control Air System drains are operating and draining the water away from the the Adjustment Menus, the editing mode is shown here.
dryers. This is normally done automatically, but it is important 5. SHUTDOWN LED (red) indicates a shutdown fault in the
Position Description Valve to ensure that the valves operate effectively. compressor.
Open Supply valve to remote sounding control panel CA068
Open Supply valve to ESDS air control board CA053 g) Start the control air dryers operating. The refrigerant dryer The type of shutdown fault will be shown in the display. When
must be started at least 20 minutes before control air is passed the Shutdown LED is flashing, the shutdown fault condition
Open Supply valve to gas detection panel CA069
through the dryer in order to ensure that the correct working is active. When the Shutdown LED is on steady, the shutdown
Open Line isolating valve from the engine room CA052 fault condition no longer exists, but the fault has not been
temperature has been reached. Control air will be supplied from
Open No.6 cofferdam area isolating valve CA050 acknowledged. To acknowledge a shutdown fault and reset the
the control air receiver. Check that the control air is available at
Open No.5 cofferdam area isolating valve CA041 all of the outlets as required. compressor, press the STOP/RESET pushbutton. This action
Open No.4 cofferdam area isolating valve CA060 will not clear an active shutdown fault and the condition must
Open No.3 cofferdam area isolating valve CA034 h) Check the operation of the control air system periodically and be removed before it can be reset.
Open Isolating valve to nitrogen pressure regulating CA027 ensure that the dryers are working effectively. 6. SERVICE LED (yellow) indicates a service advisory fault in the
valves compressor.
Open No.2 cofferdam area isolating valve CA022 i) At the control manifolds, close the drain valves once clear, and
The type of the service advisory fault will be shown in the
open the individual service inlet valves as required.
Open No.1 cofferdam area isolating valve CA013 display. When the Service LED is on steady, the advisory fault
Open Supply valve to forward deck hydraulic system CA066 condition is active, but the fault has not been acknowledged. To
Note: The manifolds are provided with drain valves which should be operated acknowledge an advisory fault, press the ENTER pushbutton.
expansion tank
daily to drain any water which may be present in the system as should the
Open Supply valves to cargo motor room machinery CA455 reservoir drain valves. If the service advisory fault condition has not been cleared
CA456 before it is acknowledged, the advisory fault indication will
CA457 occur again in a short period of time.
CA458 7. AUTOMATIC LED (green) is lit when the compressor is running
or enabled to be started by pressing the RUN pushbutton.
8. POWER LED (white) indicates that electrical power is available
to the compressor.

Illustration 2.10.3c Control Air Compressor Electronic Control Panel
E R GE N C
M
Y
E
A
60
40
1 SHUTDOWN 5
7.0 BAR 35 °C 20
I ON 2 1848 HRS AUTOMATIC SERVICE 6
0
3 BLOWDOWN AUTOMATIC 7
AUTO TIMER 4: 37
4 POWER 8 STOP
O OFF
9 15 0 1 0 1
12 ENTER
10 16
11 I 13 14 O/ 17 Local: 0
RUN STOP/RESET Motor Motor Compressor Remote: 1
heater on heater switch running Control

9. UP arrow pushbutton navigates vertically inside the menu. It c) Press the Right or Left pushbuttons to go back to the heading of
scrolls through non-numerical parameters while in Edit mode. the current menu. Then use the Right or Left pushbuttons to find
the desired menu heading as described above. STORE MODIFIED
10. DOWN arrow pushbutton navigates vertically inside the menu.
It scrolls through non-numerical parameters while in Edit
PARAMETERS?
mode. Note: The advisory fault information is also shown in the forth line of the STOP = NO
display. If an advisory is active and the fault condition has not been cleared, ENTER = YES
11. RUN pushbutton starts the compressor. the Operational Menu text will be periodically replaced by the advisory
12. ENTER pushbutton acknowledges a service advisory. It enters text. i) To permanently save the changes that were made, press the
the Adjustment Menu tree and selects a parameter for editing, or ENTER pushbutton. If the STOP/RESET pushbutton is pressed,
saves an edited parameter. the parameter changes that have been made are still valid, but
Adjustment Menus Procedure
13. LEFT arrow pushbutton navigates horizontally to the next will be lost the next time the controller is turned off.
Operational or Adjustment menu. The second set is the Adjustment Menus, which allow the user to change the
14. RIGHT arrow pushbutton navigates horizontally to the next operating parameters of the compressor, such as the operating pressure set
Operational or Adjustment menu. point and the high temperature alarm limit. The Adjustment Menus are only
available when the compressor is stopped and the range of menus available
15. PLUS pushbutton increases the numerical value of a selected depend on the features and/or settings of the compressor.
parameter while in the Edit mode. It scrolls through the saved
parameters while in Shutdown or Advisory history menus. a) Enter the Adjustment Menu trees by pressing the ENTER
16. MINUS pushbutton decreases the numerical value of a selected pushbutton.
parameter while in Edit mode. It also scrolls through saved
parameters while in Shutdown or Advisory history menus. b) Press the Right or Left arrow pushbutton to access one of the
menus.
17. STOP/RESET pushbutton stops and blows down the compressor.
It acknowledges and resets shutdown faults and moves backwards
c) When the desired menu heading is shown on the second line of
from lower to higher levels in the Adjustment Menu tree.
the display, press the ENTER pushbuttons to access the menu.
The SmartPilot controller has two sets of menus. The first set is the Operational
d) Use the Up or Down pushbuttons to access the individual items
Menu, which allows the user to observe the current status of the various parts
in the selected menu.
of the compressor, such as the motor and air-oil separator.
e) Use the ENTER pushbutton to edit the selected parameter. To
Operational Menus Procedure change the value, use the Up or Down arrow pushbutton or the
Plus or Minus pushbutton.
The Operational Menus are available at all times and the range of menus
available depend on the features and/or settings of the compressor. f) To accept the changes made, press the ENTER pushbutton. To
discard the changes, press the STOP/RESET pushbutton.
a) Enter the Operational Menu trees by pressing the Right or Left
arrow pushbutton to access one of the menus. It is not necessary to navigate back to the top of a particular menu in order to
enter another menu.
b) When the desired menu heading is shown on the fourth line
of the display, use the Up or Down pushbuttons to access the g) Press the STOP/RESET pushbutton to go back to the heading of
individual items in the selected menu. the current menu. Then use the Right or Left pushbuttons to find
the desired menu heading as described above.
Note: If the Up or Down pushbuttons are not pressed within five seconds of
pressing the Right or Left pushbuttons, the display will return to its previous h) To completely exit from the Adjustment Menus, press the
state. STOP/RESET pushbutton. If the parameter changes have been
made, the following screen will appear.:
It is not necessary to navigate back to the top of a particular menu in order to
enter another menu.

Illustration 2.11.1a Steering Gear Hydraulic System
Steering Gear
No.2 No.1
Cylinder Cylinder
No.4 No.3
Cylinder Cylinder
C3 C6 C5 C4 C1 C5 C6 C2
Isolating Isolating
P T P T
G3 Valve G4 G1 Valve G2
X B A Y X B A Y
AC BC AC BC
Key
Hydraulic Oil
Manual Pushbutton
X X
Y Y
A B A B
T AV BV Unloading T AV BV Unloading
Device Device
P T P T
GS G5
From Storage From Storage PS

PS
Tank Tank
T PA PB T1 T2 T PA PB T1 T2
TI No.2 Main TI No.1 Main

Pump Pump
LS Torque LS Torque
Motor Motor
LI
No.2 Servo LI
No.1 Servo
Pump LVDT Pump LVDT
No.2 Hydraulic No.1 Hydraulic

Oil Tank Oil Tank
Filter Filter
XA XA
M XS HS2.3 M M XS HS1.3 M

2.11 Steering Gear System Each steering gear is capable of operating as an isolated steering system and is Hydraulic System Operation
capable of putting the rudder through the working angle of 65° in the specified
2.11.1 Steering Gear time of 28 seconds using one pump unit and two rams. The main pumps are servo-controlled, variable displacement pumps. The
pump comprises of a cylinder which is driven by the pump motor. Within the
Manufacturer: Kawasaki Precision Machinery Ltd. The steering gear is provided with an automatic isolation system. Both cylinder are seven bores in which the pump pistons operate. When the axis of
hydraulic systems of each steering gear are interconnected by means of the cylinder is parallel to the drive shaft there is no movement of the pistons
Type: 4-cylinder, 2-ram, Rapson Slide
electrically operated isolating valves. Under normal conditions the isolation within the bores and no oil is pumped. When the axis of the cylinder is tilted,
Model: FE21-350-T050-45D/310 valves allow both systems to operate together to produce the torque necessary the pistons are moved forward and backward within the bores as the cylinder
Quantity: 2 sets for moving the rudder. When the automatic isolation system operates, the rotates. Each piston makes a reciprocal movement in the bore with one rotation
Steering gear torque: 310 ton-m (at 35° and maximum working pressure) defective system is isolated whilst the intact system remains fully operational. of the shaft. The cylinder can tilt either side of the neutral axis and the angle
The steering capability is maintained but decreased to 50% capacity so the of the cylinder relative to the drive shaft determines the rate and direction of
Main pump type: Variable displacement (axial piston, bent axis type)
ship’s speed should be reduced to a half of maximum. pumping.
Model: LV-260-410R10
Flow rating: 340 litres/minute per pump The steering gear is remotely controlled by the autopilot control or by hand The servo pump supplies oil under pressure to the servo system which controls
Maximum pressure: 20.8 MPa steering from the wheelhouse. Emergency control is carried out by the manual the tilting mechanism of the main pump and the operation of the isolation
Motor rating: 100kW, 440V, 1800rpm operation of the selected pump unit. valves. The pump draws oil from the main pump’s oil tank and discharges to
Servo pump type: GN206 (motor-driven, gear pump) the hydraulic control system via a filter. The system is provided with a relief
Note: When operating with emergency steering under local control, only one valve which discharges excess oil back to the oil tank.
Tiller type: Solid, keyed
pump must be in operation.
Rudder turning speed: 65° in 28 seconds (using one pump) Electrical rudder angle command signals are transmitted from the control
Rudder angle: 35° at normal speed All orders from the bridge to the steering compartment are transmitted stand in the wheelhouse or from the auto pilot. These signals operate a torque
45° below 12 knots electrically and feedback transmitters supply the actual position signal for the motor which is located on the steering gear. The torque motor controls the
system. The rudder angle is restricted by limit switches to 45° port or starboard position the valve spool within the servo controller. When a new rudder angle
47° mechanical limit
(at speeds below 12 knots) and mechanical stops have been positioned at 47° is required a signal is sent to the torque motor which moves the valve spool.
port and starboard to stop the rudder moving any further. Oil is now directed from the servo controller to operate the tilting lever of the
Rudder Carrier Bearing Grease Unit main pump and oil is discharged to the steering gear cylinders.
The output of the variable flow pumps is regulated by a control unit which
Pump type: MSK-602-T5M (motor driven) The torque motor is stopped when the tilting lever attains a position which
directs the oil supplied from the servo pump to operate the control mechanism
Quantity: 2 sets (tilting lever) of the main pump. This causes oil to be discharged in the required corresponds to the pump control signal. The pump controller tilting angle is
Capacity: 60 cc/min at 100kg/cm2 direction and rate to the hydraulic cylinders. When the tiller reaches the monitored by a differential transformer (LVDT) unit and a feedback signal
Motor: 220V required angle, the tilting lever is restored to the neutral position which causes from the LVDT is relayed to the control system.
the pump to cease discharging.
A feedback signal for the rudder position is sent from a transmitter on the
Introduction Under normal operating conditions at sea all four Rapson slide cylinders will tiller to the control system. When the rudder has attained the required position
be in use, with one pump unit running. Pump No.1 operates the No.1 and the control system causes the torque motor to return the tilting lever of the
The steering gear system comprises two electro-hydraulic, 4-cylinder units, one No.2 cylinders, while pump No.2 operates the No.3 and No.4 cylinders. Under main pump to the neutral (no delivery) position and the rudder movement is
operating the port rudder and the other operating the starboard rudder. The two normal operation the pumps will work in unison and power all four cylinders. stopped.
units are independent but electrically synchronised so as to act together when If the systems are isolated because a leak has been detected by the low level
steering is effected. The two units, nominated as the No.1 and No.2 steering alarm switches in the hydraulic tanks, the discharge from each pump will be A pump control knob is located on the pump control unit and this is provided
gears, are identical in construction so the details provided in the following text isolated so that they will only supply their own set of cylinders. The automatic for local steering in the event that the wheelhouse remote steering functions
applies to both. isolation system is described below. have failed.
Each steering gear consists of four hydraulic cylinders powered by two When starting the steering gear the control system will start the servo pump
electrically-driven hydraulic pumps. The No.1 pump of each unit is supplied before the main pump. This ensures that servo oil pressure is available before
with power from the main 440V switchboard while the No.2 pump is supplied the main pump starts. The rudder should always be set in the 0° position before
from the emergency switchboard. The pumps are of the axial piston type and the steering pumps are stopped to ensure that the main pumps are started off-
are contained in their own individual oil tanks. A servo pump is provided for load.
each main pump which is driven by a separate electric motor. The servo pump
supplies oil to control the delivery mechanism of the main pump and the
operation of the automatic isolation valves.

Illustration 2.11.1b Steering Gear Hydraulic System Screen Shot

Automatic Isolation System Illustration 2.11.1c Steering Gear Flow Control Chart
The automatic isolation system provides for rapid isolation of the two
independent hydraulic systems should the operating oil tank level fall. The
hydraulic system is equipped with two isolation valves in order to isolate the
defective system automatically. The isolation valves are mounted on the valve No.2 Pump No.1 Pump
unit on each oil tank and are controlled by a signal from the oil tank level Running Running
switches through control system.
At sea only one pump unit will be operating (duty pump), but all four hydraulic
cylinders will be powered. When the oil tank low level switch for the duty
pump is activated the isolation valve for the duty system is energised (the No.2 Level Switch No.1 Level Switch
‘Alarm and Low’ Level ‘Alarm and Low’ Level
isolation valve shuts) and the hydraulic system of the standby pump is thereby
isolated. The steering gear now operates with the duty pump supplying its
two related cylinders. The low level alarm is reported in the wheelhouse and
in the ECR. If the oil loss is associated with the duty system, the level in that Engine Control Navigation
tank will continue to fall and this will activate the low-low level switch. The Room Alarm Bridge Alarm
isolation valve for the duty pump is now de-energised (isolation valve opens)
and the isolation valve for the standby pump is energised (isolation valve
shuts). Simultaneously the duty pump is stopped and the standby pump started.
The steering gear now operates with the standby pump and its two related
cylinders; the defective system is isolated. The accompanying signal flow chart No.1 and No.2 Cylinder Isolation No.3 and No.4 Cylinder Isolation
(IV-2 : On) (IV-1 : On)
in illustration 2.11.1c shows the logic sequence.
If both pump units are operating when a low level alarm is activated, the
isolation valves will operate to isolate the two systems. The system will then
operate as described above to stop the pump on the defective system.
No.2 Level Switch No.1 Level Switch
‘Low-Low’ Level ‘Low-Low’ Level
Hydraulic Oil Storage Tanks
Storage of additional hydraulic oil for the steering gear is in two storage tanks, Yes No No Yes
one tank for each rudder system. The tanks are located in the steering gear room
and each system is equipped with an electrically driven pump to transfer the oil No.2 Pump No.2 Pump No.1 Pump No.1 Pump
to the steering gear hydraulic reservoirs. The transfer pumps are provided with Stop Running Running Stop
suction filters and each steering gear pump reservoir has a filling valve.
Rudder Bearing Lubrication

No.3 and No.4 Cylinder Isolation No.1 and No.2 Cylinder Isolation
The rudder carrier bearings and guide bush are lubricated by a grease system, (IV-2 : Off) and (IV-1 : On) (IV-1 : Off) and (IV-2 : On)
with the grease being pumped to the bearings by an electrically-driven injection
pump. Each rudder system is equipped with an electric pump and a manually
operated pump is also provided. The electric pumps are normally operated
automatically via a timer and are controlled from a panel which is located in
No.1 Pump No.2 Pump
the steering gear room. The grease is pumped to a distribution block which has Start Start
10 connection points to the rudder bearing and bush. Sensors are provided to
monitor the grease flow and an alarm system indicates:
• Broken grease tubing
• Insufficient grease pressure
• Grease pump reservoir low level.

Illustration 2.11.1d Steering Gear Local Control Panels

Steering Gear Local Control Panel Steering Gear Local Alarm Panel
P20601
STBD No.1 STEER GEAR
MAIN PUMP
COLOUR PLATE SPECIFICATION

CONTROL
POWER
SEQUENTIAL START
OFF
No.1 HYDRAULIC
NOTICE OIL TANK
SWITCH PROVIDED INSIDE
THIS STARTER MUST BE ALWAYS
SET IN ‘NOR’ POSITION
VALVE LOW
OIL L L L OIL L L BLOCK
MANUAL AUTO CHANGE ALARM
LIMIT SW
SOURCE STANDBY STOP
A
STOP START
TERASAKI No.2 HYDRAULIC

OIL TANK
PHASE MOTOR HYDRAULIC HYDRAULIC HYD O

OVERLOAD INSULATION TANK TANK FILTER
FAIL
LOW LL LLL DIFF HP VALVE LOW
OIL L L L OIL L L BLOCK ALARM
LIMIT SW
NO1303 WINDING HEATER
No.3 AUTO PILOT OFF ON
RUDDER CONTROL UNIT

LAMP
TEST
CONTROL POWER
OFF ON
LAMP
OFF TEST
NO1302
No.3 AUTO PILOT
POWER CONTROL UNIT
OFF

Control Panels Procedure to Put the Steering Gear into Operation Emergency Operation
a) Stop the defective pump/system on the associated steering gear
Prior to putting the steering gear into operation, communication with the and use the other pump.
Wheelhouse Control Panel
bridge should be established. Although the electric drive motors have anti-
Located in the wheelhouse are START/RUN and STOP buttons for each of the condensation heaters fitted, it is still good practice to run the steering motors b) Repair the fault immediately, if possible.
steering gear motors. From these it is possible to control all of the motors and for a period before the ship departs; if the ambient temperature in the steering
pumps. There is also an alarm panel incorporated into the conning screen that gear room is less than 10°C the motors should be run for at least 1 hour.
provides the wheelhouse with information. Low Level Alarm on the Bridge
It has been assumed that the system valves are to be set for normal operation. a) Check and repair any oil leaks on the steering gear.
Engine Control Room Panel
a) Check the level and condition of the oil in the tanks and refill b) Refill the hydraulic system from the storage tank.
In the ECR, the system can be viewed through the steering gear screen mimic with the correct grade as required.
on the IAS. This mimic and associated console panels give details of which
steering gear pump is running and information on the rudder angle position b) Ensure that the two rudders are in the midship position. Pump Unit Alarm on the Bridge
(in degrees), the ship’s speed, shaft power, shaft thrust, shaft torque and shaft
a) Stop the inoperative pump and start another pump.
speed. The screen also gives alarm indication for each pump and tank which c) Start the servo pump and one of the main electro-hydraulic
includes the following: pump units on both steering gears and wait 10 minutes for the b) Repair the pump defect immediately if possible.
• Control system power failure oil in the system to warm through.
• Control system no voltage Emergency Steering
d) Operate the rudder to the hardover position in each direction.
• Motor overload Watch the rudder angle indicator and confirm full travel of the
rudder. Check for any abnormal noises. Check for any leakages This is also covered in Section 5.3 and involves the local control of the
• Motor phase failure pump(s). Instructions must be transmitted to the steering gear room from the
and rectify if necessary. Check the operating pressures.
• Motor insulation low bridge by telephone.
• Auto standby start e) Start the second electro-hydraulic pump and stop the first soon
after. In the case of steering control failure from the wheelhouse the servo motor may
• Isolating system abnormal still be operational. Steering could then be changed over to local NFU control
• Hydraulic oil filter differential pressure high f) Repeat the checks in d) above with the second pump. on the steering gear room.
• Steering gear hydraulic locking alarm a) Switch off the breaker for the relevant ‘Auto Pilot Power Control
g) Restart the first electro-hydraulic pump on each steering gear
• Auto pilot system failure Unit’ on the steering gear panel.
again and carry out the same tests with both pumps operating.
When the test is complete and if all is in order leave both pumps
While the steering gear motors can be viewed through this screen, they cannot b) On the ‘Rudder Servo Unit Panel’, lift the locking cover and
running ready for departure.
be started, stopped or switched to automatic/standby modes. turn the selector switch from REMOTE to LOCAL.
Operating Procedures c) On the ‘Rudder Servo Unit Panel’ press the PORT (red) or
Steering Gear Room Starter Panels
STARBOARD (green) pushbutton. The pushbutton will operate
There are three panels comprising main pump starter panels, hydraulic oil tank the solenoid valves for the telemotor control.
Normal Operation from the Bridge
panels and rudder servo unit panels.
a) Start and stop the pumps from the steering gear control panel d) The rudder angle is indicated on the brass plate near the rudder
The main starter panel comprises the main isolation breaker, auto pilot rudder using a single pump on each unit for normal operation. When stock.
control unit breaker, auto pilot power control unit breaker, ammeter and alarms manoeuvring or in confined waters or when in reduced visibility,
for overload, phase fail, motor low insulation, hudraulic tank low level and both pumps should be operated. In order to operate the emergency steering system, the telemotor system
high presure differential across the oil filte. selection switch on the steering stand must be in the OFF position. The starting
b) Ensure that the automatic isolation system is in the AUTO and stopping of pumps should now take place in the steering compartment.
The hydraulic tank panels comprises indication and alarms for low oil level, position to allow for automatic isolation of the two working
low-low oil level, valve block limit and a low alarm. systems if required. a) Switch off the breaker for the relevant ‘Auto Pilot Control
Unit’.
The rudder servo unit panel allows REMOTE or LOCAL operation of the
solenoid valves on the pump units for steering control.

b) Switch off the breaker for the relevant ‘Auto Pilot Rudder • Check the rudder lubrication system and replenish the grease System Care
Control Unit’. injection pump tank as required.
If the steering gear is not used for some time, rust preservative should be
• Note the temperature of the oil in the hydraulic system. applied to the exposed portion of the rams and other sliding parts. If any work
c) Push the manual button on the unloading device which is located is carried out in the vicinity of the steering gear, the exposed portion of the
on the valve block. Secure the valve in this position using the • Check the temperature of the torque motor.
rams should be covered to prevent the sticking of any foreign matter.
locknut. • Visually check components such as the indicators and linkage
arms. The rudder may swing by heavy wave action if the steering gear is stopped
d) Operate the steering gear by turning the pump control knob. in rough weather. The swinging can be prevented by starting a steering gear
Watch the movement of the pump tilt lever indicator and the • Check the gauges for any abnormal readings.
hydraulic pump.
rudder indicator. • Check for abnormal noise when the rudder is moving.
• Check the servo oil pressure and filter indicator.
e) When the rudder attains the required position release the control Procedure to Top-Up the Steering Hydraulic Tanks
knob. Ensure that the pump tilt lever returns to the neutral
position. Weekly Checks Both the port and starboard systems have individual hydraulic lubricating
oil storage tanks each of 785 litres capacity. Each tank has its own pump for
CAUTION • Check the lubrication of all sliding parts. topping up the steering hydraulic tanks. The following valves are utilised for
Do not operate the rudder beyond the maximum working angle (45°) as • Check the general operating condition and cleanliness of the filling the tanks.
the rudder angle limiters are not operative when in local control. machined parts.
Note: When operating with emergency steering under local control, only Monthly Checks Open Port storage tank outlet valve
one pump must be in operation and the vessel’s speed should be reduced to Open as Pump discharge valve to port outboard steering HS001
7 knots. • Check the tightness of all coupling bolts and pipe connections. required hydraulic tank
• Check the settings of the limit switches. Open as Pump discharge valve to port inboard steering HS002
System Checks required hydraulic tank
• Carry out a function test on the entire alarm system (see
operating manual). Open Starboard storage tank outlet valve
Open as Pump discharge valve to starboard outboard HS011
Before Each Voyage • Check that the rudder indicator is functioning correctly.
required steering hydraulic tank
• Check the air vent valves. Open as Pump discharge valve to starboard inboard HS012
• Check the quantity of oil in the pump hydraulic reservoirs and
the storage tanks. • Check the ram seals and pump control valve seals for leaks. required steering hydraulic tank
• Check the lubrication of all sliding parts and the ram surfaces. • Check the stop valve and isolating valves. Refer to the
The pump is started and stopped upon sufficient oil having been transferred to
manufacturer’s manual.
• Check the pump neutral position. Refer to the manufacturer’s the selected steering hydraulic tank.
manual.
Three Monthly Checks
• Check that there is no air in the hydraulic system. Refer to the
manufacturer’s manual. • Change the grease in the hydraulic pump couplings.
• Check that all bolts and couplings are tight. Check the pressure
Daily Checks gauge connections.
• Check the oil level in the reservoir tanks and refill as necessary. • Check the function of the oil tank low level switches.
The level should not exceed ¾ of the glass at the normal working • Clean the servo oil filter.
temperature.
• Check the pressure in the main hydraulic system as the rudder Six Monthly Checks
moves.
• Note the pump motor load. • Check and adjust the clearance between the guide bar bearing
bush if necessary.
• Check the system pipework and valves for leakage.
• Sample and analyse the system oil.

Illustration 2.12.1a Diesel Generator Starting and Group Indicator Alarm Panel
0.2 0.3
2 3
0.2 0.4
PRESSURE GAUGE PRESSURE GAUGE PRESSURE GAUGE
0.1 0.3
1 4 0.1 0.5
0 0.4 0 5 0 0.6
CHARGE AIR PRESS STARTING AIR PRESS H.T ENGINE INLET PRESS
LOCAL ALARM PANEL
0.4 0.6 0.2

0.5 1.0
0.1 0.3
0.2 0.8
0 1.0 0 1.5 0 0.4
GROUP INDICATION LAMP SHUTDOWN & ALARM LAMP GROUP ALARM LAMP
PLC POWER/
L.O INLET PRESS F.O INLET PRESS T/C L.O INLET PRESS LOCAL OVERSPEED
SYSTEM ERROR
LO LOW PRESS.
REMOTE SHUTDOWN CABLE FAIL
0.3 0.3 H.T. WATER HIGH TEMP

0.4 0.6 0.2 0.4 0.2 0.4 BLOCKING JET SYSTEM FAIL
SHUTDOWN
0.2 0.8 0.1 0.5 0.1 0.5
OIL MIST HIGH
0 1.0 0 0.6 0 0.6
READY FOR START SHUTDOWN CYL. LO NON FLOW
DIFF. / EARTH PROTECTION

OIL MIST DETECTOR
RUNNING FAIL
L.O INLEt PRESS BEHIND L.T ENGINE INLET PRESS NCW INLET PRESS
STOP SPARE PIRM. LO LOW LEVEL
TURNING GEAR LO FILTER DIFF.

OIL MIST HIGH ALARM
ENGAGE HIGH PRESS.
CYL. LO PUMP FO LEAKAGE BOX START FAIL
RUNNING HIGH LEVEL
LO SUMP TANK FO FILTER DIFF
LT WATER BYPASS ON LOW LEVEL HIGH PRESSURE
START BOX EXH GAS TEMP INDICATION
SPARE SPARE SPARE
ENGINE T/C CHANNEL DISPLAY STATUS
RPM X10 RPM °C MODE

SETUP
SCAN
LAMP
FAULT
TEST
CH 01 EXH. GAS TEMP. NO.1 EXH. GAS TEMP. NO.7 CH 07
OVERSPEED EMERGENCY STOP

CH 02 EXH. GAS TEMP. NO.2 EXH. GAS TEMP. NO.8 CH 08
L.O LOW LOW PRESS OIL MIST HIGH LAMP &

AC SOURCE DC SOURCE DCRESET
SOURCE BELL STOP
RESET RESET
FLICKER STOP RESET
H.T WATER HIGH TEMP. DIFF./EARTH PROTECTION
CH 03 EXH. GAS TEMP. NO.3 EXH. GAS TEMP. NO.9 CH 09 BELL TEST
CH 04 EXH. GAS TEMP. NO.4 SPARE CH 10
START STOP LAMP TEST

CH 05 EXH. GAS TEMP. NO.5 EXH. GAS TEMP. T/C OUTLET CH 11
REMOTE LOCAL BLOCKING

RESET CH 06 EXH. GAS TEMP. NO.6 EXH. GAS TEMP. T/C INTLET CH 12
SM-03 GI TM-01 ENGINE
RESET
EM’CY STOP
READY FOR START
TERMINAL BOX

2.12 Electrical Power Generators Introduction locally, the local STOP pushbutton is pressed; this pushbutton must be pressed
for 3 seconds in order to stop the engine; this facility prevents the engine being
2.12.1 Diesel Generators There are four diesel generators, operating in the medium speed range, which stopped accidentally.
supply electrical power for the ship. The diesel generator engines are of the
9L32/40 type and are located in the engine room on the 3rd deck level. CAUTION
Engine
The local STOP pushbutton must never be pressed when the engine is
Manufacturer: STX/MAN-B&W The diesel engines are nine cylinder, turbocharged, unidirectional, four-stroke, running on load.
No. of sets: 4 trunk piston engines, and are normally powered by heavy fuel oil. They can
also be supplied with diesel fuel oil, which is normally used for flushing
Type: 9L32/40 An engine side emergency starting and stopping valves are available to enable
through, prior to shutting down for maintenance.
No. of cylinders: 9 the engine starting air system to be operated manually should the control
Bore: 320mm Depending upon the load, one or more diesel generators will be used during system fail.
Stroke: 400mm normal seagoing conditions however depending on cargo plant conditions,
extra electrical capacity will be required by running additional generators as This is a back-up facility and is used in the event of the remote and local
Speed: 720 rpm control systems failing. The operator must ensure that the fuel system is
necessary. An additional generator will also be required during manoeuvring.
Piston speed: 9.6m/s functioning and that the engine is ready to start. Operating the manual starting
Mean effective pressure: 2.59MPa The engine safety and control system provides for automatic shutdown in the valve supplies air to the starting valves on the engine, and the operator must
Max. cylinder pressure: 19MPa event of the following: release the manual starting valve when the engine fires.
Firing order: 1-6-3-2-8-7-4-9-5 • Overspeed (815 rpm) - electronic
Rotation: Clockwise viewed from flywheel end Turbocharger System
• Overspeed (836 rpm)
Engine rating: 4,500kW Each engine is fitted with an exhaust gas driven turbocharger. The turbocharger
• Low lubricating oil pressure (250kPa +/- 20kPa) is of the uncooled type, and draws air from the engine room via a suction
• High cooling water temperature (98°C +/- 3°C) filter. The air passes through charge air coolers before supplying the individual
Turbocharger cylinders. The turbocharger bearings are lubricated by oil circulating in
• Activation of the Emergency Stop the engine system; the lubricating oil cools and lubricates the turbocharger
Manufacturer: ENPACO/MAN-B&W
Type: NR34/S109 • High crankcase oil mist level bearings. Two plain bearings support the rotor. The locating bearing at the
compressor side is used for axial location, and also to absorb the axial thrust
exerted on the rotor. The bearings are all located between the turbine disc and
Starting Air System (See Section 2.10.1)
Governor the impeller.
The engines are started by means of compressed air which is directed into the
Manufacturer: Regulateurs Europa
cylinders by means of cylinder starting valves. When the start is initiated the A ‘Jet Assist’ accelerator is fitted in order to provide for rapid acceleration
Type: 1102V-4G-34R main starting valve is opened, and this allows compressed air to flow to the of the turbocharger under certain load conditions so that sufficient air can be
engine starting system. The cylinder starting valves operate to allow compressed provided for combustion. The Jet Assist unit uses 30 bar compressed air from
Alternator air to enter the cylinders in sequence, in order to rotate the crankshaft. Pilot air the starting air receiver reduced to 4 bar, and this is automatically directed on to
is used to activate the cylinder starting valves, and the pilot air is directed to the the compressor wheel. The Jet Assist system operates automatically when the
Manufacturer: Hyundai Heavy Industries Co. Ltd. cylinder valves by means of the pilot air valve. The pilot air valve is operated control system senses operation within a fixed load range. In order to allow for
Type: HSJ7 909-10P by the camshaft. this starting air must always be available at the engine when it is running.
Capacity/rating: 6,600V AC, 3-phase, 60Hz, 4,300kW, 470.2A,
When the engine rotational speed exceeds about 210 rpm, if conditions are A cleaning system is supplied for the turbine side of the turbocharger. The
5,375kVA, 0.8pf, 10-pole
normal and firing has taken place, the starting air valve is closed, and starting turbine is normally dry cleaned every 24 hours, and uses compressed air to
Speed: 720 rpm air is shut off the engine. During starting a pneumatic cylinder operates a stop blow dry solid granules of nutshells through the turbocharger, so removing
Cooling: Air to water arm to limit the fuel-regulating shaft. most of the deposits which may have formed on the nozzle vanes. Dry cleaning
Type of enclosure: IP44 (terminal box IP55) can be carried out under normal operating load of the engine.
Bearing type: Sleeve bearing, (drive and non-drive end) The generator engines are normally started and stopped by the electrical Power
Management System (PMS), but they can also be started locally from the The compressor of each turbocharger is cleaned by a pressure spray of water
Bearing size: PH 210 x L250 (DE), PH 210 x L250 (NDE) local control panel. Pressing the LOCAL pushbutton, followed by the START injected into the inlet air stream. This should take place every 150 running
Space heater: 220V, 1,000W, 1ph button initiates a local engine start. Local starting is only undertaken when hours. Wet cleaning can be carried out under normal operating load of the
Weight: 23.4 ton the engine is to be inspected after maintenance, or if the Power Management engine.
Rotor weight: 9,034kg System is defective. Under normal circumstances the engine is selected for
remote starting by pressing the REMOTE pushbutton. To stop the engine

Illustration 2.12.1b Diesel Generator Local Group Starter and Jacket Water Control Panels
NO.4 G/E LO PRIM PUMP NO.3 G/E LO PRIM PUMP NO.3 G/E FRESH WATER NO.3 G/E HT WATER
A STARTER A STARTER A PUMP STARTER A PREHEATER STARTER
ON ON ON ON
MAIN OFF MAIN OFF OFF OFF

SOURCE SOURCE
SOURCE SOURCE
RUNNING EM’CY RUNNING PREHEAT

/START SOURCE /START ON
STOP RUNNING STOP FAULT

/START
TEST
FAULT STOP FAULT
NORMAL
AUTO AUTO RESET

HOUR METER
FAULT
MANUAL MANUAL 00 82 9
TEST AUTO TEST

NORMAL MANUAL NORMAL
RESET
HOUR METER RESET
HOUR METER
TEST
00 82 9 00 82 9
NORMAL
RESET
HOUR METER
00 82 9
NO.4 G/E CYL LO PUMP NO.3 G/E CYL LO PUMP

STARTER STARTER
MAIN MAIN
SOURCE SOURCE
ON ON
RUNNING RUNNING
OFF OFF
MANUAL MANUAL
ON ON
MANUAL MANUAL
OFF OFF
FAULT FAULT
AUTO AUTO
OFF OFF
TEST TEST
NORMAL NORMAL
HOUR METER RESET

HOUR METER
RESET
00 82 00 82

Cooling Water System (See Sections 2.5.1 and 2.5.2) Fuel System (See Section 2.6.2) temperature corrosion is low, but the presence of salt spray (containing sodium
chloride) in the combustion air can raise the sodium level above the critical
Cooling water requirements for the generator engine cylinders, cylinder covers, The generator engines normally operate on the same HFO which is supplied to
30% value. Sodium levels above 100mg/kg cause an increase in salt deposits
lubricating oil coolers, and charge air coolers are provided by water from the the main engine however, a separate fuel preparation unit is used. If necessary
in the combustion space and exhaust system, producing an adverse effect on
auxiliary central cooling fresh water system. Two separate fuel injector nozzle the generator engines can be operated on MGO, but this is normally only
engine performance.
cooling systems are provided; the water in these systems is also cooled by used for flushing through the engine fuel systems prior to shutting down for
water by the auxiliary central cooling fresh water system. prolonged periods or maintenance.
Lubricating Oil System (See section 2.8.3)
An engine-driven pump circulates the cooling water around the jacket spaces, A valve from the MGO service tanks is fitted in the generator engine FO
All the running gear of the engine is force lubricated by the engine-driven
cylinder heads, and the HT charge air cooler. A three-way valve is located in supply pumps suction line, so that fuel supply can be changed over from HFO
gear-type pump.
the cooling water outlet line from the engine; this valve has connections with to MGO. There is also an isolating valve from the HFO service tanks fitted to
the inlet line to the engine-driven cooling water pump and the auxiliary central the same pump suction line.
The pistons are also supplied with lubricating oil (LO) as a cooling medium.
cooling system.
An electrically-driven prelubricating oil pump is fitted to supply LO to the
Normally the generator engines will be changed over to MGO operation
bearings and other running gear before the engine starts.
The valve directs the water leaving the engine to the suction side of the cooling individually; this requires operation of the electrically-driven MGO pump for
water circulation pump, or to the auxiliary central cooling water system in the generator engines, and changeover of the supply and return valves for the
This reduces wear on the engine in the period between the engine starting and
order to maintain an engine cooling water outlet temperature of <85°C. When generator engine concerned.
the engine-driven pump building up LO pressure. The LO prelubrication pump
the engine is running off-load or on low load, this valve directs most of the
is controlled from its local control panel, and it will be running continuously
water back to the cooling water circulation pump as there is very little cooling The engine high pressure fuel injection pumps are cam operated, and take
while the engine is on automatic standby. The pump switch should be set to
requirement. At high loads most water is directed to the auxiliary central suction from the engine fuel supply rail. There is one fuel injection pump and
AUTO, although it can be set to the MANUAL position for manual control.
cooling system, and this is replaced by cooler water taken from the same one fuel injection valve for each cylinder; the fuel is delivered to the injector
A START illuminated pushbutton is provided for manual operation of the LO
system. via the injector pipe. With an engine stopped, fuel will circulate along the fuel
priming pump. A STOP non-illuminated pushbutton is also provided.
supply rail and back to the fuel oil mixing tank situated on the suction side of
An electric preheater and preheater pump unit has been provided, which allows the generator engine FO circulating pump. The engine FO supply rail will thus
The engine-driven pump and the LO prelubrication pump both take suction
for warming through the engines when they are stopped. When an engine be kept hot and ready for use. A quick-closing valve is fitted at the fuel oil
from the engine sump and discharge through a duplex filter to the engine
starts, and the engine-driven cooling water pump operates, the control system supply inlet to the engine fuel rail.
oil supply rail. A control valve on the engine-driven pump discharge, set at
closes the valve connecting the generator engine cooling system to the return
a pressure of 400kPa, controls the supply pressure; excess oil is returned to
line to the generator fresh water heating unit. The fresh water heater and pump Excess fuel not needed by the injection pumps is passed through the overflow
the sump. The LO prelubrication pump is equipped with a relief valve which
are automatically stopped when the generator cooling water is at the desired pipe and delivered into the manifold, which returns it to the system at the FO
returns excess oil to the pump suction.
operating temperature. The control panel, located near the generator engine, mixing tank. This principle ensures that:
has START and STOP pushbuttons which enable the preheater unit to be
• There is always an excess amount of pressurised fuel available The temperature of the lubricating oil is controlled by means of the LO cooler.
started and stopped manually.
at the fuel pumps A three-way temperature controlled valve allows some LO to bypass the cooler
to maintain the LO inlet temperature at 66°C. The turbocharger is supplied via
A three-way valve regulates the supply of water from the auxiliary central • The heated fuel can be circulated for warming-up the piping
a branch pipe from the main circuit.
cooling system to the LT charge air cooler; this controls the temperature of the system and the injection pumps prior to engine starting
air leaving the LT charge air cooler. The water supply to the three-way valve, • The necessary fuel oil temperature can be better maintained The lubricating oil cooler is a plate heat exchanger, with the LO circulating
and hence the LT charge air cooler, is from the auxiliary central cooling water
through alternate flow channels and water from the LT FW cooling system
system, and not the engine-driven pump. The engine LO cooler is also on this When a generator engine is operating on MGO the excess MGO is returned circulating through the remaining channels, in a counter-flow design.
circuit, and is located on the outlet side of the LT charge air cooler. Cooling to the MGO service tank via a pressure regulating valve set to a pressure of
water for the alternator air cooler, and LO cooler is also supplied directly from 450kPa. It is essential that the return line valve is set for return to the MGO The main LO filter is supplemented by a centrifugal bypass filter which is
the auxiliary central cooling water system. service tank. There is also a pressure regulating valve fitted to the generator mounted at the engine base frame. During operation a portion of the lubricating
MGO service pump discharge line, and this is set to a pressure of 700kPa. oil supplied from the engine-driven LO pump, enters the centrifugal filter
Nozzle cooling units provide cooling for the generator engine fuel injectors.
and returns to the oil sump in the base frame. The filter is driven by the LO
One nozzle cooling unit serves No.1 and No.2 generator engines, and the other Care must be exercised at all times in the treatment and storage of the HFO as supply and relies on centrifugal force which removes high-density sub-micron
serves No.3 and No.4 generator engines. A pump in each unit circulates the change to HFO of lower ignition quality can have a detrimental effect on the particles.
cooling water through a heat exchanger to the engine fuel injectors. This heat performance of the generator engines. Although the centrifugal separators will
exchanger is then cooled by water from the auxiliary central cooling water remove solid and liquid impurities from the oil, any vanadium in the HFO will Cylinder lubrication is supplied by a separate lubrication system via a cylinder
system. The nozzle cooling water returns to the pump suction; the complete burn, and can result in the formation of a damaging slag which will cause high lubrication pump, which takes suction from the main LO supply to the engine
system is pressurised by a 200kPa pressure tank.. There is one nozzle cooling temperature corrosion; this is particularly a problem for the exhaust valves. bearings. This supplements the normal splash form of cylinder lubrication.
pump for each cooling unit and make-up water is supplied to the unit on the This condition is more serious if there is an unfavourable vanadium/sodium Lubricating oil is taken from the crankcase system and supplied to each
suction side of the pump. ratio of about 30% sodium. If the sodium level is below 30% the risk of high cylinder liner via a block type distributor, which is controlled by pulses from

Illustration 2.12.1c Diesel Generator Control System Screen Shot

the engine monitoring system. The LO is directed into the cylinder liner i) At the generator engine cylinder lubrication panel turn the Procedure for the Manual Start of a Diesel Generator Engine
through a number of radial holes; the holes are located so that LO can be selector switch to the AUTO (ON) position.
injected into the piston rings when the piston is at bottom dead centre (BDC). Prior to starting the engine a check must be made to ensure that the engine is
This ensures that there is a small quantity of oil between the piston rings, and j) Check the governor and the local control panel have electrical free to be started, and that there are no obstructions or dangers. Carry out the
as the piston moves up the liner, the oil is spread over the liner’s surface. The power; press the BLOCKING RESET pushbutton on the local checks detailed above in parts b) to s).
cylinder lubrication pump may be selected for OFF or AUTO (ON) at its local panel to release any blocking on the system.
control panel. When selected for AUTO the cylinder lubrication pump operates a) At the local control panel press the LOCAL pushbutton and the
whenever the engine is running. k) Turn the engine at least two complete revolutions using the LAMP TEST pushbutton to test the local control panel indicator
turning gear and with the cylinder indicator cocks open. lamps. Start the engine by pressing the START pushbutton.
Only lubricating oil of approved grade and quality must be used in the Allow the engine to run up to normal speed.
generator engine system. The generator engine sumps are replenished from the l) Disengage the turning gear.
diesel generator LO storage tank using a transfer pump is used to transfer the b) Make a thorough check of the engine to ensure that there are
LO or by gravity feed. There are also small daily LO service tanks on both the m) Ensure that starting air is available at the engine. no leaks and the engine is running smoothly and firing on all
port and starboard sides of the engine room. cylinders.
n) Turn the engine on air with the indicator cocks open by inducing
The LO in the engine sump must be cleaned in the centrifugal separator on a start procedure. c) Check that the LO pressures and temperatures are normal.
a regular basis; ideally the oil should be continuously centrifuged when the
engine is running. o) Close the cylinder indicator cocks. d) Check that the pressure drop across the filters is normal.
Procedure to Prepare a Diesel Generator for Starting p) Check that all fuel pumps are at index ‘0’, when the fuel e) Check that the FO pressure and temperature are normal.
regulating shaft is in the STOP position.
a) Set the engine to local control by pressing the LOCAL f) Connect to the switchboard and load up the diesel generator.
pushbutton at the engine local panel. q) Check that all fuel pumps can be pressed by hand to full index
and return to ‘0’ when released. g) Ensure that the engine temperatures and pressures remain within
b) Check that all engine instruments are working correctly. normal limits as the load is applied to the engine and the engine
r) Check the spring-loaded fuel injection pump pull rod operates heats up. Check that the cylinder lubrication pump is running.
c) Set up the fuel oil service system as described in Section 2.6.2. correctly.
h) Check the exhaust gas temperatures for deviation from normal.
d) Set up the low temperature cooling water system and the nozzle s) Check that the stop system for the regulating shaft operates
cooling system as in Section 2.5.2. Ensure that the engine correctly. i) Check the exhaust gas for smoke.
cooling spaces are fully charged with water.
t) Switch the engine to automatic operation by pressing the j) Check the charge air pressure and temperature.
REMOTE pushbutton; this allows the engine to be started by the
Note: If any part of the engine cooling system has been drained for overhaul
PMS. k) At the generator panel in the switchboard room ensure that the
or maintenance, check the level in the central fresh water cooling expansion
generator heating switch is turned to the OFF position.
tank and refill with fresh water if necessary. The level in the nozzle cooling
system must also be checked and replenished as necessary. Note: If maintenance work has been carried out on the engine, start the
engine as described below, prior to switching the engine over to automatic
Procedure to Stop a Diesel Generator Engine
e) Start the preheater pump and electric heater and ensure that the operation.
engine cooling water system warms through effectively. a) Before stopping, remove the generator load and disconnect from
the switchboard. Run the engine off-load for a few minutes for
f) Check the level of lubricating oil in the sump and top-up as cooling down purposes.
necessary with the correct grade of oil.
b) Actuate the remote stop device. The engine may also be stopped
g) Switch the LO priming pump to AUTOMATIC operation and locally by pressing the LOCAL pushbutton at the local panel
check that the lubricating oil pressure builds up. The engine and then pressing the STOP pushbutton. The STOP pushbutton
should be prelubricated at least 2 minutes prior to start. must be held depressed for three seconds.
h) Check the pressure before and after the LO filters.

Note: Unless the engine is to undergo maintenance it should be prepared for Oil Mist Detector Each of the generator engines is equipped with an oil mist detector and the
starting as part of the PMS automatic start and stop procedures. Engines may control panels for these are located in the ECR. The engine oil mist detector
be selected for priority of starting in the PMS. If a diesel generator is under Manufacturer: Kidde-Graviner samples the atmosphere in each section of the crankcase and activates an alarm
the control of the PMS it must be available for starting at any time; no work No. of sets: 4 if the LO mist increases beyond the allowable concentration or if the detector
or adjustment must take place on the engine or its systems whilst it is under fails.
Model: Graviner Mk 6
control of the PMS. Scanning rate: 1.2 secs The oil mist detector will also trip the engine if the LO mist concentration in
Alarm ranges: Average 0.3mg/lt ~ 1.3mg/lt the crankcase reaches the HIGH HIGH level. After checking and correcting
Procedure for Selection of a Diesel Generator for Power Deviation 0.05mg/lt ~ 0.5mg/lt any faults with the engine, the oil mist detector can be reset at the engine by
Management System Control pressing the RESET button on the control panel.
a) The engine must be prepared for operation as described above. The oil mist detectors fitted to the generator engines are similar to those fitted
At the local control panel press the LOCAL pushbutton and the to the main engines. For more comprehensive details on the operation of the
LAMP TEST pushbutton to test the local control panel indicator. Graviner Mk6 oil mist detector and its control panel, refer to section 2.1.5 of
Press the REMOTE pushbutton at the local starter panel and the this manual.
engine is now available for remote starting.
Illustration 2.12.1d Oil Mist Detector Control Panel
b) At the generator panel in the switchboard room ensure that the
generator heating switch is turned to the ON position.
c) At the Power Management mimic select the starting priority of

the diesel generator.
Engine Control ALARM FAULT ISOLATE
The diesel generator starting and stopping is normally controlled by the power TEST
FAULT
DETECTOR
DETECTOR
ISOLATE
management system. COMMS ENGINE

FAULT ISOLATE
POWER SYSTEM SHUTDOWN

ON FAULT ISOLATE
Load-Sharing
The load-sharing mode can be selected individually for each generator and is ACCEPT
MAIN MAIN 1 2 3 4 5
based on active power (kW) measurements. Speed increase/decrease signals DISPLAY MENU
ENGINE
are sent to the speed governor during load-sharing and network frequency RESET
DISPLAY
HOLD TEST 6 7 8 9 10
control.
Note: Full details of selection and operation of the diesel generator system is
given in Section 2.13.2 of this Machinery Operating Manual.
ENGINE 1 ALARM ENGINE 2 ALARM ENGINE 3 ALARM ENGINE 4 ALARM ENGINE 5 ALARM ENGINE 6 ALARM ENGINE 7 ALARM ENGINE 8 ALARM
ENGINE 1 FAULT ENGINE 2 FAULT ENGINE 3 FAULT ENGINE 4 FAULT ENGINE 5 FAULT ENGINE 6 FAULT ENGINE 7 FAULT ENGINE 8 FAULT
ENGINE 1 ISOLATE ENGINE 2 ISOLATE ENGINE 3 ISOLATE ENGINE 4 ISOLATE ENGINE 5 ISOLATE ENGINE 6 ISOLATE ENGINE 7 ISOLATE ENGINE 8 ISOLATE

Illustration 2.12.2a Emergency Diesel Generator and Battery Charger Control Panels
EMERGENCY GENERATOR SET

AUTO START CONTROL PANEL
BATTERY CHARGER
OVER SPEED
LO LOW
SOURCE AUTO START RUNNING START FAIL TRIP
PRESS. BATTERY
ST-BY INSTRUMENT PANEL
TRIP
POWER RESET LOW
SOURCE VOLTAGE
C.F.W. HIGH C.F.W HIGH LO LOW LO HIGH BATT & BATTERY C.F.W LOW
TEMP. TEMP. PRESS. TEMP. CHARGER PRESS. ALARM
TRIP ALARM ALARM ALARM FAIL ALARM ALARM KEEP FLOATING CHARGE MODE
AT NORMAL OPERATION
AFTER ENGINE OVERSPEED. ENGINE

INSTRUMENT PANEL SWITCH (OFF-RUN-START)
MUST BE PUT TO OFF POSITION AND THEN
BACK TO RUN POSITION TO RESET SYSTEM AMMETER VOLTMETER
LOW VOLTAGE
10 15 20 30
5 TEST MODE
10 40
20 (UP FOR 5sec) 50
0 0
START STOP RESET LAMP&BELL TEST
A V
NORMAL
MODE
ENSURE SWITCHES ARE RETURNED

TO AUTO AFTER TESTING
POWER SOURCE STARTING CFW & LO TRIPS

BELL STOP (OFF - ON) MANUAL-AUTO E/G MODE - TEST/FB MODE
EQUAL FLOAT
OFF ON MANUAL AUTO E/G MODE TEST/FB

MODE EQUAL FLOAT
POWER SOURCE
EM’CY STOP
PUSH LOCK & TURN RESET
LS
T
SE
ABE 32
RE
OFF 5A
K
RE
SE
T
LS
stx Engine BATTERY CHARGER

2.12.2 Emergency Diesel Generator heaters maintain the jacket cooling water at the required temperature for an Cooling water temperature gauge
immediate engine start. To prevent condensation occurring inside the alternator,
Voltmeter
Diesel Engine an internal heater has been provided.
Manufacturer: STX Cummins Running hours meter
The engine running gear is force lubricated by an engine-driven gear pump
Type: 4 stroke, 12 cylinder 60˚ ‘V’, turbocharged Engine speed raise/lower toggle switch
which draws oil from the integral sump and discharges it through a cooler and
No. of turbochargers: 2 filter before supplying it to the LO rail. The system also has a branch line fitted, Circuit breaker reset pushbutton
Model: KTA38DMGE that has a pressure regulating valve providing oil for piston cooling. Engine crank and start/run toggle switches
No. of sets: 1
The engine is normally started by a 24V DC electric starter motor with an air The automatic start control panel provides for automatic starting in the event
Output: 850kW starter motor as a back-up. The electric starter is supplied by two 12V gel- of mains electrical failure and is mounted close by the engine. Three automatic
Speed: 1,800 rpm type batteries. The air starter motor is supplied from the 0.5m³ auxiliary air starts will be attempted by this panel before the alarm system is activated for
Rating: Continuous receiver. The receiver is normally filled from the main air start system, but START FAIL. Any further attempts to start will be blocked by the control
Displacement: 37.8 litres can also be topped-up by a small emergency air compressor. The batteries are system. The panel provides the following indications, alarms, controls and
provided with a constant trickle charge when the ship is in normal service and shutdowns:
Compression ratio: 13.9 : 1
are located in the emergency diesel generator room in a steel box close to the
Fuel oil type: Marine Gas Oil (MGO) engine. The engine is also fitted with two 12V batteries, which are used in a • Source lamp
‘dead ship’ condition to supply the engine’s electronic governor and control • Start standby lamp
Generator systems.
• Running lamp
The batteries have been sized to allow the engine to attempt three automatic • Start fail lamp
Model: LSA50.1UL10/4P starts in the event of mains failure.
Type: Horizontal self-exciting brushless • Overspeed trip indication lamp
The emergency generator room is provided with a 5m3 emergency marine gas
Capacity: 1062.5kVA, 450V, 3 phase, 60Hz • Lubricating oil low pressure trip lamp
oil (MGO) tank which has sufficient capacity for 24 hours of engine running.
Speed: 1,800 rpm The tank is replenished from the MGO service tanks using the generator engine • Cooling fresh water high temperature trip lamp
DO pump or the emergency generator engine DO pump as shown in illustration
• Cooling fresh water high temperature alarm lamp
2.12.2b. The procedure for filling the fuel tank is described in section 2.6.5.
Introduction • Lubricating oil low pressure alarm lamp
The emergency diesel generator set is a self-contained unit comprised of a Note: Whenever an engine has been started, the fuel oil tank must be checked • Lubricating oil high temperature alarm
diesel engine and a close coupled 850kW alternator located in the emergency and refilled if the level has dropped to or below the normal operating level.
• Battery and battery charger fail alarm lamp
generator room on the port side of the engine room casing on A deck.
The engine should be started once a week and run-up to full load monthly. The • Cooling fresh water low pressure alarm lamp
The generator is arranged to start automatically on main electricity power method of running the engine off-load has been covered later in this section,
but the different methods of connecting the engine onto either a live or dead • Engine start and stop pushbuttons
supply failure and to automatically connect to the emergency switchboard to
maintain an electrical supply to essential services. The generator can also be bus bar have been covered in section 2.13.3 of this manual. • Reset pushbutton
used to get the ship under power from a ‘dead ship’ condition. It will enable • Lamp and bell test pushbutton
power to be supplied to essential services selectively without the need for Engine Control Panel
external services such as fuel oil or cooling water. In the event of a blackout, • Bell stop pushbutton
the emergency diesel generator will start and the generator’s circuit-breaker Two control panels, a local engine instrument panel and an automatic start • Power source on/off changeover switch
to the switchboard will close causing the bus tie between the emergency control panel provide manual and automatic engine start/stop functions
• Engine starting mode selection switch (manual/automatic)
switchboard and the main switchboard to open. and alarm indication. The two panels are as shown in the accompanying
illustrations. • Cooling fresh water and lubricating oil trip test/run mode
The engine is a 12 cylinder V-type turbocharged engine with a self-contained switch
cooling water system. The cooling water is radiator-cooled and circulated by The engine instrument panel is mounted at the engine side and provides
an engine-driven pump. A thermostat maintains a water outlet temperature of • Emergency stop pushbutton
indication of the lubricating oil and cooling water temperatures along with
82°C to 93°C. Air is drawn across the radiator by an engine-driven fan. The local engine control. The panel consists of the following: Following the operation of the generator and the return of electrical power to
cooling water also supplies the lubricating oil cooler. Any cooling system
Tachometer the main switchboard, the control system will stop the emergency generator
valves must left open at all times to allow for immediate starting and the water
after a preset period. This extended running time allows the engine to be
level in the radiator header tank must be checked frequently and topped-up as Lubricating oil pressure gauge
available for immediate reconnection to the emergency switchboard in the
necessary. When the engine is in standby condition, two electrically powered Lubricating oil temperature gauge

Illustration 2.12.2b Engine Local Instrument Panel
ENGINE
INSTRUMENT PANEL
O
F
PSI 15 220 260
40 60 160 300
20 80 140
0 100 10 20
100 120 140
300 600 60
0 O
C
RPM x 100
kPa TEMPERATURE
PRESSURE
5 25
TACH
OIL TEMPERATURE
OIL PRESSURE
0 30
OF
24 28 190 210 230
20 32 160 250
130
TACHOMETER
80 100 120
60
BATTERY OC
TEMPERATURE
SOLID STATE
HOURS WATER TEMPERATURE

VOLT METER
0 0 0 0 2
ENGINE SPEED CRANK

RAISE
HOUR METER
MANUAL
START
START
in s LOWER
CIRCUIT BREAKER
mm PUSH TO RESET
Cu RUN
OFF
OFF/OVERSPEED RESET

event of further failures, but also allows the engine to run off-load and to cool Procedure to Prepare the Emergency Diesel Generator Engine Procedure to Manually Start the Emergency Diesel Generator
down prior to stopping. Compressed Air Starting System (Using the Electric Starter)
The emergency generator starting air reservoir is normally kept fully charged The emergency generator is normally started manually from the engine
Procedure to Prepare the Emergency Diesel Generator Engine
from the main air starting reservoirs. This ensures that starting air is always automatic start panel or the local engine instrument panel. The automatic start
Fuel System available. Set the air start system valves according to the following table: control panel operates the engine’s electric start system, while the local engine
instrument panel operates the air start system.
a) Check the quantity of MGO in the emergency generator marine
gas oil tank and replenish as necessary. Section 2.6.5 of this a) Ensure that the engine selector switch is turned to the MANUAL
manual provides details on the method of transfer. Open Emergency generator starting air line valve from TA089
main starting air reservoirs position at the engine automatic start control panel.
b) Check the tank drain valve to remove any water that may be Open Emergency air reservoir filling valve TA070
b) Ensure that power is available to the control panel and the starter
present. The tank drain should be checked every week before Open Emergency air reservoir drain trap inlet valve TA072 motor on the engine by confirming that the battery box isolating
the engine is started on test and the day after the tank has been Open Emergency air reservoir drain trap outlet valve TA074 switch is turned to the ON position.
replenished. Closed Emergency air reservoir drain trap bypass valve TA075
Open Emergency generator starting air supply valve TA071 c) Check the LO, cooling water, fuel and compressed air system as
c) Check that the engine fuel system is primed and ensure that in the procedure for automatic starting.
Open Emergency generator starting air inlet valve
the fuel oil supply valve to the diesel engine is open. The fuel
supply valve (OI030) must be left open at all times. Open Emergency air compressor air outlet valve TA080
d) Put the START/RUN/OFF switch to the RUN position on the
engine instrument panel.
The engine’s fuel system is now ready for operation. Procedure to Prepare the Emergency Diesel Generator for
Automatic Starting e) Press the START pushbutton on the automatic start control
Procedure to Prepare the Emergency Diesel Generator Engine panel. The running light will flash slowly until the starter
Cooling Water System a) Confirm that the engine instrument panel MANUAL START has driven the engine up to the ignition speed of 350 rpm. At
toggle switch is in the RUN position. approximately 350 rpm, the starter will automatically disengage
a) Check the water level in the radiator expansion/header tank and and the engine will start; the engine running light will remain
replenish as required. b) Ensure that power is available to the emergency diesel generator illuminated. The emergency generator is now operating.
automatic start control panel.
b) Ensure the water heaters are switched on and that the water is f) Check that the engine is running smoothly and check the engine
maintained when the engine is switched to automatic standby. c) Confirm the starting batteries are fully charged and that the oil pressure, cooling water temperature and rpm. Investigate any
battery charger is working. Confirm the ‘starter battery isolating abnormalities.
The engine’s cooling system is now ready for operation. switch’ is in the ON position.
g) To stop the engine press STOP on the automatic start control
d) Confirm that the emergency air reservoir air start outlet valve panel. The shutdown solenoid will operate and the engine will
Procedure to Prepare the Emergency Diesel Generator Engine be stopped.
is open and that there is sufficient pressure available to start the
Battery Charger engine.
h) When the engine has stopped, check that the engine cooling
a) Supply power to the charger unit. e) Check the level of oil in the engine sump and top-up as necessary water and the alternator heater switches are on. Turn the engine
with the correct grade. control switch back to the AUTO position to restore the engine
b) Ensure that the voltage test selector switch is set to the to automatic standby.
NORMAL position. f) Turn the control mode MANUAL/AUTO switch on the automatic
start control panel to the AUTO position. The emergency Procedure to Manually Start the Emergency Diesel Generator
c) Set the EQUAL/FLOAT selector switch to the FLOAT generator is now set for operation and will automatically start if
position. there is a mains power failure.
(Using the Air Starter)
a) Ensure that the engine selector switch is turned to the MANUAL
g) Check the automatic start control panel to ensure that no alarm position at the automatic start control panel.
conditions exist and press the LAMP AND BELL TEST button
to check that all of the indicator lights and bell are working. b) Observe all of the engine checks as for automatic starting.

c) Check the air start pressure gauge. Emergency Generator Engine Protection
The emergency generator engine is protected by the following alarms and
d) Ensure that power is available to the control panel and that the trips:
starter motor pressure regulator is set to 10 bar.
No. Description Set Point Alarm/Trip
e) Put the OFF/RUN/START switch to the RUN position on the
local engine panel. 1 Start Fail 25 seconds Trip
2 Overspeed 2,070 rpm Trip
f) Operate the CRANK switch on the panel. At approximately 350 3 LO Low Pressure 0.127Mpa Alarm
rpm, the starter will automatically disengage and the engine 4 LO Low Pressure 0.084Mpa Trip
will start, leaving the engine running light illuminated. The 5 CFW High Temperature 102 ± 2 °C Alarm
emergency generator is now operating.
6 CFW High Temperature 106 ± 2 °C Trip
g) Check that the engine is running smoothly and check the engine 7 LO High Temperature 117 ± 2 °C Alarm
oil pressure, cooling water temperature and speed. Investigate 8 Battery Charger Fail ----- Alarm
any abnormalities. 9 CFW Low Pressure 0.05Mpa Alarm
h) To stop the engine press down on the START/RUN/OFF switch

on the local start panel. The shutdown solenoid will operate and
stop the engine.
Procedure for Stopping the Engine After Running On-Load
a) Slowly reduce the load on the engine until a ‘no load’ condition
exists.
b) Allow the engine to run on no load for approximately 5 minutes

before shutting down to allow the cooling water and lubricating
oil to carry away heat from the combustion chambers, bearings,
shafts and turbochargers, etc.
Note: Long periods of running on no load will result in poor combustion and
a build up of carbon deposits in the cylinders and on the fuel injectors.
c) Press the STOP pushbutton on the automatic start control

panel.
d) When the engine has stopped, check that the engine cooling
water and the alternator heater switches are on and turn the
engine control switch back to the AUTOMATIC position to
restore the engine to automatic standby operation.
e) Replenish the fuel oil tank as necessary.

Illustration 2.13.1a Main Electrical Network DG4 No.4 Diesel DG3 No.3 Diesel DG2 No.2 Diesel DG1 No.1 Diesel
Generator Generator Generator Generator
4,300kW 4,300kW 4,300kW 4,300kW
No.2 6.6kV SWITCHBOARD No.1 6.6kV SWITCHBOARD
VCB
VCB
VCB
VCB
VCB
VCB
(HM2) PH PH PH PH PH PH (HM1)
1901 1801 1701 0401 0301 0201
VCB
VCB
VCB
VCB
VCB
VCB
PH PH PH PH PH PH PH PH PH PH PH PH PH PH
2101 2401 2501 2301 2201 2001 0101 0101 0501 0701 0801 1001 0901 0601
P P P P P P
VFD VFD
No.2 Ballast Standby Ballast No.2 BOG No.1 BOG No.1 Ballast IG Scrubber
Pump 390kW Pump 390kW Compressor 600/130kW No.2 N2 Compressor & No.1 N2 Compressor & Compressor 600/130kW Pump 390kW Pump 315kW
Expander (3,300V) 6,000kW Expander (3,300V) 6,000kW
No.2 6.6kV CARGO SWITCHBOARD No.1 6.6kV CARGO SWITCHBOARD
VCB
VCB
PH PH
(HC2) (HC1)
2001 0501
PH PH PH PH PH PH PH PH PH PH PH PH PH
VCB
VCB
VCB
VCB
4911 4901 4801 4703 4701 4603 4601 PH PH PH PH 3501 3503 3601 3603 3701 3801
4501 3101 3101 3301
P P P P P P P P P P P P P
ATR ATR
No.2 6.6kV
Main Transformer No.1 6.6kV
(HMTR2) SFT SFT SFT Main Transformer
No.5 C/TK No.4 C/TK No.3 C/TK No.2 C/TK No.1 C/TK No.2 HV Cargo No.1 HV Cargo No.5 C/TK No.4 C/TK No.5 C/TK No.2 C/TK No.1 C/TK (HMTR1)
4,650kVA Water Spray No.2 HD Transformer Transformer No.1 HD
(1,550kVA x 3) Pump 380kW Compressor No.2 Cargo No.2 Cargo No.2 Cargo No.2 Cargo No.2 Cargo No.1 Cargo No.2 Cargo No.3 Cargo No.4 Cargo No.5 Cargo Compressor 4,650kVA
Pump Pump Pump Pump Pump (HCTR2) (HCTR1) Pump Pump Pump Pump Pump (1,550kVA x 3)
AC6600/450V 1,120kW 1,300kVA 1,300kVA 1,120kW
460kW 460kW 460kW 460kW 460kW 460kW 460kW 460kW 460kW 460kW AC6600/450V
AC6600/450V AC6600/450V
No.2 CARGO No.2 440V CARGO No.1 440V CARGO No.1 CARGO
SWITCHBOARD (LC2) PH PH
GROUP STARTER SWITCHBOARD (LC1) GROUP STARTER
PANEL 4502 3302 PANEL
P P P
08101 06101 06101
GSP Consumers Cargo Consumers Cargo Consumers Cargo Consumers Cargo Consumers GSP Consumers
No.2 440V MAIN No.1 440V MAIN
SWITCHBOARD (LM2) SWITCHBOARD (LM1)
No.2 GROUP EMERGENCY SWITCHBOARD EMERGENCY EMERGENCY No.1 GROUP
No.2 220V STARTER PH P P P H P GROUP 220V FEEDER P P PH STARTER No.1 220V
FEEDER PANEL PANEL 2102 04901 02301 04901 04301 08101 STARTER PANEL 00101 04301 0602 PANEL FEEDER PANEL
PANEL
DS
P P P P SC E P P P P
04905 04903 04902 04904 04304 04302 04303 04305
220V 220V GSP Consumers 440V Consumers Emergency 440V Emergency Emergency GSP 220V 440V Consumers GSP Consumers 220V 220V
Consumers Consumers Shore Power Diesel EG Consumers Consumers Emergency Consumers Consumers
Connection Generator Consumers
Box 850kW
No.2 LV Main Transformer
Emergency Transformer No.1 LV Main Transformer
180kVA (4 x 60kVA, 1 spare)
180kVA (4 X 60kVA,1 spare), 440/230V 180kVA (4 x 60kVA, 1 spare)
440/230V
440/230V
Key Auto Transformer
Vacuum Circuit- Air Circuit-Breaker Disconnection
VCB
Generator
ATR Starter
6600V Breaker (draw out type) DS Switch
No.2 Control & Instrument (draw out type) Direct On-Line No.1 Control & Instrument
Transformer Variable Frequency Starter Transformer
440V VFD
60kVA (4 x 20kVA, 1 spare) Moulded Case Drive 60kVA (4 x 20kVA, 1 spare)
440/230V Vacuum Contact Direct On-Line 440/230V
Circuit-Breaker Starter with
Transformer 220V Switch with Fuse (MCCB) SFT Soft Starter P
Undervoltage
Protection

2.13 Electrical Power Distribution automatically controls the operation of the generators and major operational • The No.3 diesel generator circuit-breakers, D3S and D3P, are
aspects of the main switchboard. mutually interlocked so that only one can be closed at any
2.13.1 Electrical Equipment time.
The No.2 diesel generator can be connected to either No.1 or No.2 main 6.6kV
• The No.1 and No.2 6.6kV main switchboard bus tie breakers,
switchboards via breakers D2S and D2P (see illustration 2.13.1b) but interlocks
Generating Plant HM2HM1 and HM1HM2, are normally closed.
are fitted to ensure that both of the breakers cannot be closed simultaneously.
The electrical power generating plant consists of the following: The No.3 diesel generator can also be connected to either No.1 or No.2 main
6.6kV switchboards via breakers D3S and D3P. Once again, interlocks are 6.6kV Cargo Switchboards HC1 and HC2
fitted to ensure that both of the breakers cannot be closed simultaneously.
Main Diesel Generator • The No.1 and No.2 6.6kV cargo switchboard bus tie breakers,
No. of sets: 4 HC1HC2 and HC2HC1, are normally open.
Power Distribution System
Rating: 6,600V AC, 3-phase, 60Hz, 4,300kW, 470.2A, • The No.1 6.6kV cargo switchboard incomer circuit-breaker,
5,375kVA HC1HM1 can be closed only when the No.1 6.6kV main
From illustration 2.13.1a, it can be seen that the main network consists of
switchboard feeder circuit-breaker, HM1HC1, is closed. If
two 6.6kV main switchboards, two 440V main switchboards, the 440V
HM1HC1 is tripped, HC1HM1 is tripped automatically.
Emergency Diesel Generator emergency switchboard, two 6.6kV cargo switchboards and two 440V cargo
switchboards. • The No.2 6.6kV cargo switchboard incomer circuit-breaker,
No. of sets: 1 HC2HM2 can be closed only when the No.2 6.6kV main
Rating: 440V AC, 3-phase, 60Hz, 850kW, 1,363.2A, The normal operating condition of the network is as follows: switchboard feeder circuit-breaker, HM2HC2, is closed. If
1,062.5kVA HM2HC2 is tripped, HC2HM2 is tripped automatically.
• No.1 and No.2 6.6kV main switchboards will be linked, the
bus tie breakers are closed effectively forming one 6.6kV • The No.1 and No.2 6.6kV cargo switchboard incomer circuit-
Introduction switchboard. breakers, HC1HM1 and HC2HM2, and the No.1 and No.2 6.6kV
cargo switchboard bus tie breakers, HC1HC2 and HC2HC1, can
• The No.1 and No.2 440V main switchboards are fed via the
The main power generating plant of the vessel consists of four diesel-driven be closed simultaneously for short time paralleling operations.
No.1 and No.2 6,600/440V main transformers respectively.
generator sets. The diesel generators are situated in the engine room on the 3rd HC1HC2 is then tripped by a signal from the IAS. If there is
• The bus tie breakers between No.1 and No.2 440V main no opening signal from the IAS for 15 seconds, HC1HC2 is
deck level. The generators supply 6,600V at 60Hz to the No.1 and No.2 6.6kV
switchboards are open. opened automatically and an output fail alarm signal is sent to
main switchboards which are situated in the No.1 (starboard) and No.2 (port)
switchboard rooms on the 1st deck level of the engine room. • The transfer feeders between No.1 6.6kV main switchboard and the IAS.
No.1 6.6kV cargo switchboard are closed.
The number of generators connected to the switchboard at one time depends on • The transfer feeders between No.2 6.6kV main switchboard and 440V Main Switchboards LM1 and LM2
the electrical consumer load of the ship at that time. The recommended number No.2 6.6kV cargo switchboard are closed.
of generators for the vessel’s various conditions is as follows but will depend • The No.1 and No.2 440V main switchboard bus tie breakers,
upon the prevailing conditions: • The bus tie breakers between No.1 and No.2 6.6kV cargo LM1LM2 and LM2LM1, are normally open.
switchboards are open.
• Seagoing ballast voyage - 1 • The No.1 and No.2 440V main switchboard incomer circuit-
• The No.1 and No.2 440V cargo switchboards are fed via the breakers, LM1HM1 and LM2HM2, and the No.1 and No.2 440V
• Seagoing ballast (cool down) - 3 No.1 and No.2 6600/440V cargo transformers respectively. main switchboard bus tie breakers, LM1LM2 and LM2LM1, can
• Seagoing laden voyage - 3 • The bus tie breakers between No.1 and No.2 440V cargo be closed simultaneously for short time paralleling operations.
• Seagoing excess BOG voyage - 3 switchboards are open. LM1LM2 is then tripped by a signal from the IAS. If there is
no opening signal from the IAS for 15 seconds, LM1LM2 is
• Seagoing one tank inspection (RL + IGG + GCU) - 2 opened automatically and an output fail alarm signal is sent to
The safety interlock systems of the network are as follows. Please refer to
• Seagoing one tank inspection (RL + HD + GCU) - 2 illustrations 2.13.1b and 2.13.1c (i) to 2.13.1c (v): the IAS.
• Manoeuvring in and out of port loaded - 3 • The No.1 6.6kV main transformer LV circuit-breaker,
6.6kV Main Switchboards HM1 and HM2 LM1HM1, can only be closed when the HV circuit-breaker,
• In port discharging - 4 HM1LM1, is closed. If HM1LM1 is tripped, LM1HM1 is
• In port loading - 3 • The No.2 diesel generator circuit-breakers, D2S and D2P, are tripped automatically.
mutually interlocked so that only one can be closed at any • The No.2 6.6kV main transformer LV circuit-breaker,
The generators can be manually run-up and connected to the main switchboard time. LM2HM2, can only be closed when the HV circuit-breaker,
as required but, in normal operation, the power management system (PMS) HM2LM2, is closed. If HM2LM2 is tripped, LM2HM2 is
tripped automatically.

Illustration 2.13.1b Breaker Identification DG4 No.4 Diesel DG3 No.3 Diesel DG2 No.2 Diesel DG1 No.1 Diesel
Generator Generator Generator Generator
4,300kW 4,300kW 4,300kW 4,300kW
No.2 6.6kV SWITCHBOARD No.1 6.6kV SWITCHBOARD
VCB
VCB
VCB
VCB
VCB
VCB
PH1901 PH1801 PH1701 PH0401 PH0301 PH0201 (HM1)
(HM2)
D4P D3P D2P D3S D2S D1S
VCB
VCB
VCB
VCB
PH2101 PH2001 PH0101 PH0101 PH0501 PH0601
HM2 LM2 HM2 HC2 HM2 HM1 HM1 HM2 HM1 HC1 HM1 LM1
(N.C.) (N.C.)
VCB
VCB
No.2 6.6kV CARGO SWITCHBOARD PH2001 PH0501 No.1 6.6kV CARGO SWITCHBOARD
(HC2) HC2 HM2 HC1 HM1 (HC1)
VCB
VCB
VCB
VCB
PH4501 PH3101 PH3101 PH3301
HC2 LC2 HC2 HC1 HC1 HC2 HC1 LC1
(N.O.) (N.O.)
No.2 6.6kV
Main Transformer No.1 6.6kV
(HMTR2) No.1 HV Cargo Main Transformer
No.2 HV Cargo (HMTR1)
4,650kVA Transformer
Transformer 4,650kVA
(1,550kVA x 3) (HCTR1)
(HCTR2) (1,550kVA x 3)
AC6600/450V 1,300kVA
1,300kVA AC6600/450V
AC6600/450V
AC6600/450V
No.2 CARGO No.2 440V CARGO No.1 440V CARGO No.1 CARGO
PH4502 PH3302
GROUP STARTER SWITCHBOARD (LC2) SWITCHBOARD (LC1) GROUP STARTER
LC2 HC2 LC1 HC1
PANEL PANEL
P08101 P06101 P06101

LC2 ESB LC2 LC1 LC1 LC2
No.2 440V MAIN No.1 440V MAIN

SWITCHBOARD (LM2) SWITCHBOARD (LM1)
No.2 220V No.2 GROUP
EMERGENCY SWITCHBOARD (ESB) No.1 220V
STARTER No.1 GROUP
FEEDER PANEL PH2102 P04901 P02301 P00101 P04301 PH0602 FEEDER PANEL
PANEL EMERGENCY EMERGENCY STARTER
LM2 HM2 LM2 ESB LM2 LM1 P04901 H04301 P08101 LM1 LM2 LM1 ESB LM1 HM1 PANEL
GROUP 220V FEEDER
ESB LM2 ESB LM1 ESB LC2 STARTER PANEL
PANEL
DS
SC E
Emergency
Shore Power Diesel EG
Connection Generator
Box 850kW
Key
Vacuum Circuit-
VCB
Generator Moulded Case
6600V Breaker Circuit-Breaker
(draw out type) (MCCB)
440V
Air Circuit-Breaker Disconnection
Transformer 220V (draw out type) DS Switch

Illustration 2.13.1c Circuit-Breaker Interlock System (i)
FOUR DIESEL GENERATORS IN PARALLEL TWO DIESEL GENERATORS IN PARALLEL
PANEL NAME No.2 HV MSB (HM2) No.1 HV MSB (HM1) PANEL NAME No.2 HV MSB (HM2) No.1 HV MSB (HM1)
BREAKER No. HM2LM2 HM2HC2 D4P D3P D2P HM2HM1 HM1HM2 D3S D2S D1S HM1HC1 HM1LM1 BREAKER No. HM2LM2 HM2HC2 D4P D3P D2P HM2HM1 HM1HM2 D3S D2S D1S HM1HC1 HM1LM1
BLOCKED X X BLOCKED X
OPEN O O OPEN O O O O
CLOSE CLOSE
PANEL NAME No.2 HV CSB (HC2) No.1 HV CSB (HC1) PANEL NAME No.2 HV CSB (HC2) No.1 HV CSB (HC1)
BREAKER No. HC2LC2 HC2HM2 HC2HC1 HC1HC2 HC1HM1 HC1LC1 BREAKER No. HC2LC2 HC2HM2 HC2HC1 HC1HC2 HC1HM1 HC1LC1
BLOCKED BLOCKED
OPEN O O OPEN O O
CLOSE CLOSE
PANEL NAME No.2 LV CSB (LC2) No.1 LV CSB (LC1) PANEL NAME No.2 LV CSB (LC2) No.1 LV CSB (LC1)
BREAKER No. LC2HC2 LC2ESB LC2LC1 LC1LC2 LC1HC1 BREAKER No. LC2HC2 LC2ESB LC2LC1 LC1LC2 LC1HC1
BLOCKED X BLOCKED X
OPEN O O O OPEN O O O
CLOSE CLOSE
PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1) PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1)
BREAKER No. LM2ESB LM2HM2 LM2LM1 LM1LM2 LM1HM1 LM1ESB BREAKER No. LM2ESB LM2HM2 LM2LM1 LM1LM2 LM1HM1 LM1ESB
BLOCKED BLOCKED
OPEN O O OPEN O O
CLOSE CLOSE
PANEL NAME EMERGENCY SWITCHBOARD (ESB) PANEL NAME EMERGENCY SWITCHBOARD (ESB)
BREAKER No. E ESBLM2 ESBLM1 ESBLC2 SC BREAKER No. E ESBLM2 ESBLM1 ESBLC2 SC
BLOCKED X X X X BLOCKED X X X X
OPEN O O O O OPEN O O O O
CLOSE CLOSE
THREE DIESEL GENERATORS IN PARALLEL ONE DIESEL GENERATOR SINGLE RUNNING
BLOCKED X X BLOCKED
OPEN O O O OPEN O O O O O
CLOSE CLOSE
BLOCKED BLOCKED
OPEN O O OPEN O O
CLOSE CLOSE
BLOCKED X BLOCKED X
CLOSE CLOSE
PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1) O Closed PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1)
BLOCKED O Open BLOCKED
OPEN O O OPEN O O
CLOSE X Interlocked CLOSE
PANEL NAME EMERGENCY SWITCHBOARD (ESB) Breaker will be released for PANEL NAME EMERGENCY SWITCHBOARD (ESB)
BREAKER No. E ESBLM2 ESBLM1 ESBLC2 SC short time paralleling operations BREAKER No. E ESBLM2 ESBLM1 ESBLC2 SC
CLOSE CLOSE

Illustration 2.13.1d Circuit-Breaker Interlock System (ii)
EMERGENCY GENERATOR RUNNING EMERGENCY GENERATOR RUNNING (FEEDBACK TO HVCSB)
OPEN O O O O O O O O O O OPEN O O O O O O O O O O
CLOSE CLOSE
BLOCKED X X X X X X BLOCKED X X X
OPEN O O O O O O OPEN O O O
CLOSE CLOSE
BLOCKED X X X X X BLOCKED X X X
OPEN O O O O O OPEN O O O
CLOSE CLOSE
BLOCKED X X X X BLOCKED X X
CLOSE CLOSE
BLOCKED X X X X BLOCKED X X X
OPEN O O O O OPEN O O O
CLOSE CLOSE
EMERGENCY GENERATOR RUNNING (FEEDBACK TO LV MSB) SHORE SUPPLY
O O O O OPEN O O O O O O O O O O
OPEN O O O O O O
CLOSE CLOSE
BLOCKED X X X X X X O BLOCKED X X X X X X
Closed
OPEN O O O O O O OPEN O O O O O O
CLOSE O Open CLOSE
X Interlocked
BLOCKED X X X X X Breaker will be released for BLOCKED X X X X X
OPEN O O O O O short time paralleling operations OPEN O O O O O
CLOSE CLOSE
BLOCKED X X BLOCKED X X X X
CLOSE CLOSE
BLOCKED X X X BLOCKED X X X X
OPEN O O O OPEN O O O O
CLOSE CLOSE

440V Cargo Switchboards LC1 and LC2 Main Electrical Network Switchboards The No.2 main 6.6kV switchboard consists of 13 panels:
The No.1 and No.2 6.6kV main switchboards are of the metal clad type and the • Unit 2AA, the No.2 remote input/output (RIO) panel
• No.1 and No.2 440V cargo switchboard bus tie breakers,
electrical characteristics of the switchboards are as follows:
LC1LC2 and LC2LC1, are normally open. • Unit 2A, the No.2 bus tie panel (HM2HM1)
• The No.1 and No.2 440V cargo switchboard incomer circuit Manufacturer: Terasaki • Unit 2B, the synchronising panel (S2)
breakers, LC1HC1 and LC2HC2, and the No.1 and No.2 440V Rated voltage: 7.2kV • Unit 2C, the No.2 diesel generator panel (D2P)
cargo switchboard bus tie breakers, LC1LC2 and LC2LC1, can
Service voltage: 6.6kV • Unit 2D, the No.3 diesel generator panel (D3P)
be closed simultaneously for short time paralleling operations.
LC1LC2 is then tripped by a signal from the IAS. If there is Rated frequency: 60Hz
• Unit 2E, the No.4 diesel generator panel (D4P)
no opening signal from the IAS for 15 seconds, LC1LC2 is Rated insulation level
opened automatically and an output fail alarm signal is sent to • Unit 2F, the the No.2 6.6kV cargo switchboard feeder panel
withstand voltage for 1 minute at 60Hz: 20kV rms
the IAS. (HM2HC2)
Impulse withstand voltage: 60kV peak
• The No.1 6.6kV cargo transformer LV circuit-breaker, LC1HC1 • Unit 2G, the No.2 6.6kV main transformer panel (HM2LM2)
1 second withstand current: 25kA rms
can only be closed when the HV circuit-breaker, HC1LC1 is • Unit 2H, the No.1 N2 compressor feeder panel (F2)
Peak withstand current: 65kA peak
closed.
Bus bar rated current: 2,000A • Unit 2J, the No.2 BOG compressor high speed panel (BG2H)
• The No.2 6.6kV cargo transformer LV circuit-breaker, LC2HC2
Degree of protection: IP32 • Unit 2K, the No.1 BOG compressor low speed panel (BG2L)
can only be closed when the HV circuit-breaker, HC2LC2 is
closed. Ambient temperature (normal service conditions): 45°C • Unit 2L, the standby ballast pump panel (BA3)
Auxiliary voltages
• The No.2 cargo switchboard incomer circuit-breaker from the • Unit 2M, the No.2 ballast pump panel (BA2)
emergency switchboard, LC2ESB, can be closed only when the Measuring circuit: 220V AC
No.2 6.6kV cargo transformer LV circuit-breaker, LC2HC2, Heating: 220V AC The 6.6kV main switchboards are located in the No.1 (starboard) and No.2
and the No.2 440V cargo switchboard bus tie breaker, LC2LC1, Protective relays, spring-loading and control: 110V DC (port) HV main switchboard rooms on the engine room 1st deck.
are open. If the feeder circuit-breaker from the emergency
switchboard to the No.2 440V cargo switchboard, ESBLC2 is The 6.6kV main switchboard diesel generator panels are each equipped with an
The No.1 main 6.6kV switchboard consists of 13 panels:
tripped, LC2ESB is tripped automatically. ammeter, voltmeter, frequency meter and power factor meter. Each generator
• Unit 1AA, the No.1 remote input/output (RIO) panel panel is also equipped with a Hyundai HIMAP BCG operation and display
Emergency Switchboard ESB • Unit 1A, the No.1 bus tie panel (HM1HM2) unit. This display unit is the operator interface and display for the generator
and power management system (PMS). The synchronising panel is equipped
• Unit 1B, the synchronising panel (S1) with six wattmeters, two frequency meters, two voltmeters and a synchroscope
• The emergency switchboard incomer circuit-breakers ESBLM1
and ESBLM2, the emergency generator circuit-breaker E and the • Unit 1C, the No.3 diesel generator panel (D3S) for manual synchronising and connection of generators.
shore connection circuit-breaker SC are mutually interlocked, • Unit 1D, the No.2 diesel generator panel (D2S)
so that only one of the four circuit-breakers can be closed at any
time. This interlock is released when the emergency generator • Unit 1E, the No.1 diesel generator panel (D1S)
or shore connection are feeding the 440V main switchboard • Unit 1F, the the No.1 6.6kV cargo switchboard feeder panel
(feedback mode). (HM1HC1)
• The emergency switchboard incomer circuit-breakers, ESBLM1 • Unit 1G, the No.1 6.6kV main transformer panel (HM1LM1)
and ESBLM2, and the outgoing circuit-breaker to the No.2
440V cargo switchboard, ESBLC2, are mutually interlocked so • Unit 1H, the No.1 N2 compressor feeder panel (F1)
that only one of the three circuit-breakers can be closed at any • Unit 1J, the No.1 BOG compressor low speed panel (BG1L)
time.
• Unit 1K, the No.1 BOG compressor high speed panel (BG1H)
• When in feedback mode to the 440V main switchboard, the
No.1 and No.2 440V main switchboard incomer circuit- • Unit 1L, the No.1 ballast pump panel (BA1)
breakers, LM1HM1 and LM2HM2, cannot be closed. • Unit 1M, the IG scrubber pump panel (IG1)

Illustration 2.13.1e Circuit-Breaker Interlock System (iii)
SHORE SUPPLY (FEEDBACK TO LVMSB) SEPARATE OPERATION FOR D/G AND E/G SUPPLY
BLOCKED X X X X BLOCKED
OPEN O O O O O O O O O O OPEN O O O O O
CLOSE CLOSE
BLOCKED X X X X X X BLOCKED
OPEN O O O O O O OPEN O O
CLOSE CLOSE
BLOCKED X X X X X BLOCKED X
OPEN O O O O O OPEN O O O
CLOSE CLOSE
BLOCKED X X BLOCKED
OPEN O O O O OPEN O O
CLOSE CLOSE
BLOCKED X X X BLOCKED X X
OPEN O O O OPEN O O O O
CLOSE CLOSE
SHORE SUPPLY (FEEDBACK TO HVCSB) SEPARATE OPERATION FOR D/G AND SHORE SUPPLY
BLOCKED X X X X BLOCKED
OPEN O O O O O O O O O O OPEN O O O O O O O
CLOSE CLOSE
BLOCKED X X X BLOCKED
OPEN O O O OPEN O O
CLOSE CLOSE
BLOCKED X X X O Closed BLOCKED X
CLOSE O Open CLOSE
X Interlocked
BLOCKED X X X X Breaker will be released for BLOCKED X X
OPEN O O O O short time paralleling operations OPEN O O O O
CLOSE CLOSE
Breaker will be released for
PANEL NAME EMERGENCY SWITCHBOARD (ESB) instant paralleling operations PANEL NAME EMERGENCY SWITCHBOARD (ESB)
BLOCKED X X X BLOCKED X X X
CLOSE CLOSE

Illustration 2.13.1f Circuit-Breaker Interlock System (iv)
SHORT-CIRCUIT FAULT ON No.2 HVMSB (D/G PARALLEL RUNNING)
PANEL NAME No.2 HV MSB (HM2) No.1 HV MSB (HM1)

BREAKER No. HM2LM2 HM2HC2 D4P D3P D2P HM2HM1 HM1HM2 D3S D2S D1S HM1HC1 HM1LM1
BLOCKED X
OPEN O*3 O*3 O O*1 O O*1 O*1
CLOSE *2
PANEL NAME No.2 HV CSB (HC2) No.1 HV CSB (HC1)

BREAKER No. HC2LC2 HC2HM2 HC2HC1 HC1HC2 HC1HM1 HC1LC1
BLOCKED X
OPEN O*3
CLOSE
PANEL NAME No.2 LV CSB (LC2) No.1 LV CSB (LC1) SHORT-CIRCUIT FAULT ON No.1 HVCSB (D/G PARALLEL RUNNING)
BREAKER No. LC2HC2 LC2ESB LC2LC1 LC1LC2 LC1HC1
BLOCKED X X X PANEL NAME No.2 HV MSB (HM2) No.1 HV MSB (HM1)
OPEN O O O BREAKER No. HM2LM2 HM2HC2 D4P D3P D2P HM2HM1 HM1HM2 D3S D2S D1S HM1HC1 HM1LM1
CLOSE BLOCKED X X
OPEN O O O O*1
PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1) CLOSE
BREAKER No. LM2ESB LM2HM2 LM2LM1 LM1LM2 LM1HM1 LM1ESB
BLOCKED X PANEL NAME No.2 HV CSB (HC2) No.1 HV CSB (HC1)
OPEN O*3 BREAKER No. HC2LC2 HC2HM2 HC2HC1 HC1HC2 HC1HM1 HC1LC1
CLOSE BLOCKED X X
OPEN O O O*3 O*3
PANEL NAME EMERGENCY SWITCHBOARD (ESB) CLOSE
BREAKER No. E ESBLM2 ESBLM1 ESBLC2 SC
BLOCKED X X X X PANEL NAME No.2 LV CSB (LC2) No.1 LV CSB (LC1)
OPEN O O O O BREAKER No. LC2HC2 LC2ESB LC2LC1 LC1LC2 LC1HC1
CLOSE BLOCKED X X
OPEN O O*3
CLOSE
SHORT-CIRCUIT FAULT ON No.1 LVMSB (D/G PARALLEL RUNNING)
PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1)
PANEL NAME No.2 HV MSB (HM2) No.1 HV MSB (HM1)
BREAKER No. LM2ESB LM2HM2 LM2LM1 LM1LM2 LM1HM1 LM1ESB
BREAKER No. HM2LM2 HM2HC2 D4P D3P D2P HM2HM1 HM1HM2 D3S D2S D1S HM1HC1 HM1LM1
BLOCKED
BLOCKED X X
OPEN O O
OPEN O O O O*1
CLOSE
CLOSE
PANEL NAME EMERGENCY SWITCHBOARD (ESB)
PANEL NAME No.2 HV CSB (HC2) No.1 HV CSB (HC1)
BREAKER No. HC2LC2 HC2HM2 HC2HC1 HC1HC2 HC1HM1 HC1LC1
BLOCKED X X X X
BLOCKED
OPEN O O O O
OPEN O O
CLOSE
CLOSE
PANEL NAME No.2 LV CSB (LC2) No.1 LV CSB (LC1) O Closed

BREAKER No. LC2HC2 LC2ESB LC2LC1 LC1LC2 LC1HC1
BLOCKED X O Open
OPEN O O O
CLOSE X Interlocked
PANEL NAME No.2 LV MSB (LM2) No.1 LV MSB (LM1) Breaker will be released for
BREAKER No. LM2ESB LM2HM2 LM2LM1 LM1LM2 LM1HM1 LM1ESB short time paralleling operations
BLOCKED X
*1 Overcurrent trip (50/51)
OPEN O O O*3
CLOSE
*2 VCB closed
PANEL NAME EMERGENCY SWITCHBOARD (ESB)
*3 Auto open
BLOCKED X X X X
*4 Auto changeover
OPEN O O*4 O O
CLOSE *4

Illustration 2.13.1g Circuit-Breaker Interlock System (v)
SHORT-CIRCUIT FAULT ON ESB (D/G PARALLEL RUNNING) EARTH FAULT ON HM2LM2 FEEDER CABLE (D/G PARALLEL RUNNING)
BLOCKED X X BLOCKED X X
OPEN O O O OPEN O*5 O O O
CLOSE CLOSE
BLOCKED BLOCKED
OPEN O O OPEN O O
CLOSE CLOSE
BLOCKED X BLOCKED X
CLOSE CLOSE
BLOCKED BLOCKED X
OPEN O O OPEN O*3
CLOSE CLOSE
BLOCKED X X X BLOCKED X X X X
OPEN O O O*1 O O OPEN O O O O
CLOSE CLOSE
O Closed
O Open
X Interlocked
Breaker will be released for

short time paralleling operations
*1 Overcurrent trip (50/51)
*3 Auto open
*5 Earth fault trip (67)

The No.1 and No.2 6.6kV cargo switchboards are of the metal clad type and The No.2 6.6kV cargo switchboard consists of 15 panels: • Panel 2G, the No.2 440V feeder panel
the electrical characteristics of the switchboards are as follows:
• Unit 2AA, the No.2 remote RIO panel • The No.2 group starter panels
Manufacturer: Terasaki • Unit 2A, the No.2 bus tie panel (HC2HC1)
The 440V main switchboards are located in the No.1 (starboard) and No.2
Rated voltage: 7.2kV • Unit 2B, the No.2 incoming panel (HC2HM2) (port) LV main switchboard rooms on the 1st deck level of the engine room.
Service voltage: 6.6kV • Unit 2C, the No.2 6.6kV cargo transformer panel (HC2LC2) Also in the No.1 and No.2 LV main switchboard rooms are No.1 and No.2 220V
Rated frequency: 60Hz feeder panels. Each feeder panel is split into two 220V sections, one section
• Unit 2D, the No.2 GPT main bus panel (S4) for 220V general consumers and one section for control and instrumentation
Rated insulation level
• Units 2E, the port cargo pumps soft starter panel (SS2) 220V consumers. Each section is fed separately from their respective 440V
withstand voltage for 1 minute at 60Hz: 20kV rms switchboards via 440/230V transformers.
Impulse withstand voltage: 60kV peak • Unit 2F, the No.1 cargo tank, port cargo pump panel (2C1)
1 second withstand current: 25kA rms • Unit 2G, the No.2 cargo tank, port cargo pump panel (2C2) The No.1 440V cargo switchboard consists of the following panels:
Peak withstand current: 65kA peak • Unit 2H, the No.3 cargo tank, port cargo pump panel (2C3) • Panel A, the No.1 bus tie panel (LC1LC2)
Bus bar rated current: 1,250A • Unit 2J, the No.4 cargo tank, port cargo pump panel (2C4) • Panel B, the No.1 6,600/440V transformer incomer panel
Degree of protection: IP32 (LC1HC1)
• Unit 2K, the No.5 cargo tank, port cargo pump panel (2C5)
Ambient temperature (normal service conditions): 45°C • Panel C, the No.1 cargo feeder panel
Auxiliary voltages • Unit 2L, water spray pump soft starter panel (SS3)
• Panel D, the No.1 cargo group starter panel
Measuring circuit: 220V AC • Unit 2M, the water spray pump panel (WS1)
• Panel E, corner panel
Heating: 220V AC • Unit 2N, the No.2 HD compressor panel (HD2)
Protective relays, spring-loading and control: 110V DC • Panel F, the No.1 cargo group starter panel
• Unit 2P, the No.2 HD compensating transformer panel (HD2)
• Panel G, the No.1 cargo group starter panel
The No.1 6.6kV cargo switchboard consists of 13 panels: The 6.6kV cargo switchboards are located in the No.1 (starboard) and No.2 • Panel H, the No.1 cargo group starter panel
• Unit 1AA, the No.1 remote RIO panel (port) HV cargo switchboard rooms on the upper deck.
The No.2 440V cargo switchboard consists of the following panels:
• Unit 1A, the No.1 bus tie panel (HC1HC2) The No.1 440V main switchboard consists of the following panels:
• Panel A, the No.1 bus tie panel (LC2LC1)
• Unit 1B, the No.1 incoming panel (HC1HM1) • Panel 1A, the No.1 bus tie panel
• Panel B, the link to emergency switchboard panel (LC2ESB)
• Unit 1C, the No.1 6.6kV cargo transformer panel (HC1LC1) • Panel 1B, the No.1 6,600/440V transformer incoming panel
• Panel C, the No.2 6,600/440V transformer incomer panel
• Unit 1D, the No.1 GPT main bus panel (S3) • Panel 1C, the No.1 440V feeder panel (LC2HC2)
• Units 1E, the starboard cargo pumps soft starter panel (SS1) • Panel 1D, the No.1 440V feeder panel • Panel D, the No.1 cargo feeder panel
• Unit 1F, the No.5 cargo tank, starboard cargo pump panel • Panel 1E, the No.1 440V feeder panel • Panel E, corner panel
(1C5)
• Panel 1F, the No.1 440V feeder panel • Panel F, the No.1 cargo group starter panel
• Unit 1G, the No.4 cargo tank, starboard cargo pump panel
(1C4) • Panel 1G, the No.1 440V feeder panel • Panel G, the No.1 cargo group starter panel
• Unit 1H, the No.3 cargo tank, starboard cargo pump panel • The No.1 group starter panels • Panel H, the No.1 cargo group starter panel
(1C3)
The No.2 440V main switchboard consists of the following panels: • Panel J, the No.1 cargo group starter panel
• Unit 1J, the No.2 cargo tank, starboard cargo pump panel
(1C2) • Panel 2A, the No.2 bus tie panel The 440V cargo switchboards are located in the No.1 (starboard) and No.2
• Panel 2B, the No.2 6,600/440V transformer incoming panel (port) LV cargo switchboard rooms on the upper deck.
• Unit 1K, the No.1 cargo tank, starboard cargo pump panel
(1C1) • Panel 2C, the No.2 440V feeder panel
• Unit 1L, the No.1 HD compressor panel (HD1) • Panel 2D, the No.2 440V feeder panel
• Unit 1M, the No.1 HD compensating transformer panel (HD1) • Panel 2E, the No.2 440V feeder panel
• Panel 2F, the No.2 440V feeder panel

The emergency switchboard consists of the following panels: A general service 24V battery charging switchboard, located in the navigation No.1 and No.2 Low Voltage (440V) Main Transformers
deck electronics room, supplies essential low voltage services. This is supplied
• Panel A, the 440V feeder panel The No.1 and No.2 main switchboard 220V feeder panels each consist of
from the No.2 440V main switchboard (circuit 05104) and the emergency
two sections, a general section and a control and instrumentation section. The
• Panel B, the 440V feeder panel switchboard (circuit P08707).
general section is fed from the No.1 and No.2 LV main transformers, with the
• Panel C, the 440V feeder panel control and instrumentation section being supplied from the No.1 and No.2
Each supply system, ie, 6.6kV, 440V, 220V, 24V mains or emergency, is
• Panel D, the emergency generator panel control and instrument transformers.
provided with a device for continuously monitoring the insulation level to
• Panel DS, the disconnection switch panel earth, raising an audible and visual indication of an abnormally low insulation
The 440V at the No.1 and No.2 440V main switchboards is transformed down
level.
• Panel E, the No.2 440V cargo switchboard bus tie panel to 230V via two main LV transformers to feed the general section of each of
the 220V feeder panels. These 220V feeder panels are located in each of the
• Panels F and G, the 440V incoming panels LV main switchboard rooms on the engine room 1st deck. No.1 transformer is
Transformers
• Panel H, the shore connection panel located on the starboard side of the engine room 1st deck. No.2 transformer is
located on the port side of the engine room 1st deck
• Panel J, the 220V feeder panel No.1 and No.2 6.6kV Main Transformers (HMTR1 and HMTR2)
• Panel K, the 220V feeder panel The 6,600V at the 6.6kV main switchboards is transformed down to 440V Manufacturer: KOC Electric Co. Ltd.
• Panels L, M and N, the emergency group starter panels via two 6.6kV main transformers to feed the No.1 and No.2 440V main Model: TPO-5180NS
switchboards. The transformers are located in the transformer room forward of Type: Totally enclosed, dry
The No.1 or No.2 440V main switchboard feeds the emergency switchboard the engine control room on the engine room 1st deck.
Capacity: 180kVA (60kVA x 4, 1 spare)
via a motor-driven air circuit-breaker (ACB). The emergency switchboard is
Manufacturer: Hyundai, type QCM0142 No. of sets: 2
located in the emergency generator and switchboard room on the port side of
A deck. Capacity: 4,650kVA, (3 x 1,550kVA 1ph) Primary voltage: 440V
No. of sets: 2 Secondary voltage: 230V
The power management system (PMS) controls the starting, connecting and Frequency: 60Hz
Primary voltage: 6,600V
load-sharing of the generators. In the event of a blackout the emergency generator Insulation class: B
will start automatically and connect to feed the emergency switchboard. Secondary voltage: 450V
Frequency: 60Hz Cooling: Air-cooled
Local group starter panels and distribution boards are provided in suitable Insulation class: B Protection level: IP44
positions to supply the various power, heating, lighting, communication and Cooling: Air-cooled
navigation equipment throughout the vessel.
Protection level: IP23 No.1 and No.2 Control and Instrument Transformers
Each 440V or 220V distribution circuit is protected against overcurrent and The No.1 and No.2 main switchboard 220V feeder panels each consist of
short-circuit current by a moulded case circuit-breaker. These are fitted on the No.1 and No.2 6.6kV Cargo Transformers (HCTR1 and HCTR2) two sections, a general section and a control and instrumentation section. The
switchboard or panel board with inverse time overcurrent and instantaneous general section is fed from the No.1 and No.2 LV main transformers, with the
short-circuit trip units enclosed within the casing. The 6,600V at the 6.6kV cargo switchboards is transformed down to 440V control and instrumentation section being supplied from the No.1 and No.2
via two 6.6kV cargo transformers to feed the No.1 and No.2 440V cargo control and instrument transformers.
The two steering gear systems are each fitted with two steering gear motors switchboards. The transformers are located in the transformer room forward of
(No.1 and No.2 for the starboard steering gear and No.1 and No.2 for the port the engine control room on the engine room 1st deck. The 440V at the No.1 and No.2 440V main switchboards is transformed down
steering gear). All four motors are supplied from independent circuits. No.1 for to 230V via two control and instrument transformers to feed the control and
the starboard steering gear is supplied from the No.1 440V main switchboards Manufacturer: Hyundai, type QCM0139 instrumentation section of each of the 220V feeder panels. These 220V feeder
(circuit P04704). No.2 for the starboard steering gear is supplied from the Capacity: 1,300kVA panels are located in each of the LV main switchboard rooms on the engine
emergency switchboard (circuit P08805). No.1 for the port steering gear is fed No. of sets: 2 room 1st deck. No.1 transformer is located on the starboard side of the engine
from No.2 440V main switchboard (circuit P05304). No.2 for the port steering Primary voltage: 6,600V room 1st deck. No.2 transformer is located on the port side of the engine room
gear is supplied from the emergency switchboard (circuit P08806). 1st deck
Secondary voltage: 450V
The IAS is fed from its own dedicated pair of uninterruptible power supply Frequency: 60Hz
(UPS) units, No.1 and No.2. Each UPS is fed with dual 440V supplies. No.1 Insulation class: B
IAS UPS is fed from the No.1 440V main switchboard (circuit P04505) and Cooling: Air-cooled
the emergency switchboard (circuit P08803). No.2 IAS UPS is fed from the Protection level: IP23
No.2 440V main switchboard (circuit P05105) and the emergency switchboard
(circuit P08804).

Manufacturer: KOC Electric Co. Ltd. Forward 440/230 Volt Transformer Galley and Laundry 440/220 Volt Isolating Transformer
Model: TPO-560NS The 440V at No.13 local group starter panel (circuit P17601)) is transformed The 220V at the No.2 main switchboard 220V feeder panel (circuit P05804)
Type: Totally enclosed, dry down to 230V to feed the forward 230V power distribution board LPD-4. The feeds the 220V galley and laundry power distribution board LPD-3 via a
Capacity: 60kVA (20kVA x 4, 1 spare) forward transformer, LGSP-13 panel and LPD-4 are all located in the bosun’s 220/220V isolation transformer. The transformer is located on the port side of
store. the engine room 1st deck and distribution board LPD-3 is located in the galley
No. of sets: 2
on A deck.
Primary voltage: 440V Manufacturer: KOC Electric Co. Ltd.
Secondary voltage: 230V Model: TPO-530NS Manufacturer: KOC Electric Co. Ltd.
Frequency: 60Hz Type: Totally enclosed, dry Model: TPO-575N
Insulation class: B Capacity: 30kVA (10kVA x 4, 1 spare) Type: Totally enclosed, dry
Cooling: Air-cooled No. of sets: 1 Capacity: 75kVA (25kVA x 3)
Protection level: IP44 Primary voltage: 440V No. of sets: 1
Secondary voltage: 230V Primary voltage: 220V
Emergency Transformer Frequency: 60Hz Secondary voltage: 220V
The 440V at the emergency switchboard is transformed down to 230V Insulation class: B Frequency: 60Hz
by one emergency transformer to feed the 220V section of the emergency Cooling: Air-cooled Insulation class: B
switchboard. The emergency transformer is located in the emergency generator Protection level: IP44 Cooling: Air-cooled
and switchboard room on the port side of A deck. Protection level: IP44
Manufacturer: KOC Electric Co. Ltd. Galley and Laundry 440/440 Volt Isolating Transformer
Welding Receptacle Transformer
Model: TPO-5180NS The No.1 440V main switchboard feeder panel (circuit P04308) feeds the
Type: Totally enclosed, dry 440V galley and laundry power distribution board PD-5 via a 440/440V The vessel is equipped with a 440/440V isolating transformer which feeds
isolation transformer. The transformer is located on the starboard side of the the welding receptacles situated in various locations around the vessel. The
Capacity: 180kVA (60kVA x 4, 1 spare)
engine room 1st deck and distribution board PD-5 is located in the galley on transformer is located in the engine workshop and is supplied with 440V AC
No. of sets: 1 A deck. from the 440V power distribution panel PD-3 (circuit P10301).
Primary voltage: 440V
Secondary voltage: 230V Manufacturer: KOC Electric Co. Ltd. Manufacturer: KOC Electric Co. Ltd.
Frequency: 60Hz Model: TPO-5120N Model: TPO-545N
Insulation class: B Type: Totally enclosed, dry Type: Totally enclosed, dry
Cooling: Air-cooled Capacity: 120kVA (40kVA x 3) Capacity: 45kVA (15kVA x 3)
Protection level: IP44 No. of sets: 1 No. of sets: 1
Primary voltage: 440V Primary voltage: 440V
Secondary voltage: 440V Secondary voltage: 440V
Frequency: 60Hz Frequency: 60Hz
Insulation class: B Insulation class: B
Cooling: Air-cooled Cooling: Air-cooled
Protection level: IP44 Protection level: IP44

6.6kV Motor Starters Sequential Restarting system and printed out. Such information is also stored in the history station
and can be recalled on request.
The 6.6kV ballast pumps, BOG compressors and IG scrubber pump are Essential service motors which were in service before a blackout, are started
controlled using direct-on-line starters which utilise fused vacuum contact automatically on recovery of the main bus voltage. They will start according
The IAS can start and stop the diesel generators through the power management
switches (VCS) in the main 6.6kV switchboards to start and stop the motors. to the predetermined restarting time sequence. Motors that were selected for
system (PMS) to provide more or less generating capacity as required. The
The starters are fitted with an earthing device which will earth the outgoing duty before the blackout are automatically returned to duty after the blackout.
main functions of the PMS are as follows:
circuit (and hence the motor itself) when maintenance is required at the Similarly, motors selected for standby are automatically returned to standby.
specific pump or compressor. The No.1 and No.2 HD compressors use an Please refer to Section 2.13.8 for further information. • Manual or automatic starting and stopping of the diesel
auto transformer starting method. The No.1 and No.2 N2 compressors employ generators.
frequency converter starting. The No.1 frequency converter transformer is fed
Preference Tripping • Control of the electrical power supply and distribution of the
from the No.1 6.6kV main switchboard and is located in the No.1 (starboard)
ship’s electrical network.
HV switchboard room. The No.2 frequency converter transformer is fed Non-essential loads are interrupted automatically in the case of an overcurrent
from the No.2 6.6kV main switchboard and is located in the No.2 (port) HV on any one of the main generators. This provides continuity of supply to the • Switching off of the vessel’s non-essential consumers in the
switchboard room. The 6.6kV cargo pumps have direct on-line starting facilities essential consumers. See Section 2.13.8 for further information. event of the possibility of overload of the ship’s electrical
as well as a soft starter group start. The water spray pump is controlled using a network. The load shedding that takes place will be dependent
soft starting method. The soft starter and water spray pump panels are located upon the configuration of the electrical network.
Integrated Automation System (IAS)
on the No.2 6.6kV cargo switchboard. • The blocking of the starting of large motors (cargo pumps, ballast
Manufacturer: Honeywell
pumps, BOG compressors, water spray pump, N2 compressors
440V Motor Starters and HD compressors) until the number of running generators is
The integrated automation system (IAS) is concerned with the machinery sufficient to supply the motor start current and the ship’s power
The 440V motors are generally of the fan-cooled, squirrel cage induction type and cargo control system and controls equipment such as diesel generators, demand. In this case, the generator selected as standby is started
with a standard frame designed for AC 440V three-phase 60Hz supply. They compressors and pumps. The main tasks of the IAS are as follows: and synchronised automatically.
are controlled using the direct on-line starting method, the exception to this
• Cargo control system • Control of the 6.6kV consumers supplied from the No.1 and
being the sea water supply pump for the high-expansion foam system which
uses an auto transformer starting method. • Gas handling (compressors – heaters – vaporisers) No.2 6.6kV main switchboards.
• Control of the reliquefaction plant and gas combustion unit • Automatic restoration of the vessel’s electrical network after
The motor starters are generally arranged in group starter panels (GSP) or local blackout (blackout restart sequence).
group starter panels (LGSP). Group starter panels are located on each 440V • Custody Transfer System ( CTS )
main and cargo switchboard. An emergency group starter panel is located • Monitoring of the No.1 and No.2 6.6kV main switchboards.
• Engine room alarm and monitoring
on the emergency switchboard. Thirteen local group starter panels (LGSP-1 Display of all the 6.6kV, 440V and 220V switchboard measuring
to LGSP-13) are located throughout the vessel. There are several pieces of • Cargo system alarm and monitoring values and alarms.
equipment started via individual starters. Details of the local group starters and • Navigation system alarm and monitoring
individual starters is shown in illustration 2.13.4g. Control and monitoring can be carried out from three different locations via
• Alarm / event recording operator control stations. These are in the engine control room (ECR), the
uplicated equipment starters are split between different switchboards supplied • Alarm extension / patrol man system cargo control room (CCR) and in the wheelhouse.
from separate port or starboard sides of the main switchboard. Interlocked door
• Power management system The system is supplied from two independent uninterruptible power supplies,
isolators are provided for all starters. For group starter boards, this switch is the
moulded case circuit-breaker which functions as both disconnecting means and • Auxiliary diesel engine control system IAS UPS1 and IAS UPS2. IAS UPS1 is located in No.1 electrical equipment
overcurrent protection of the motor circuit. room (EER) on B deck. IAS UPS2 is located in No.2 electrical equipment
• Ballast control system
room on B deck.
• Trend function
This system has various functions and is used to ensure the continuous supply
of the ship’s electrical systems.
The alarm and monitoring system is an integrated function within the IAS. All
alarms from the different sub-systems, such as power management and engine
room auxiliaries, etc, are grouped via the redundant network to form a uniform
alarm system for the vessel. Alarms are indicated on the video display units of
the IAS operator stations and will also activate a buzzer in the IAS keyboard.
Alarms and events (eg, pump start / stop, valve open / closed) are logged by the

Illustration 2.13.1h HIMAP-BCG Generator Protection and Power Management Unit
CURRENT
A
HIMAP - BCG
1 kA 2 5
DIESEL OVERVIEW 444V
%
SPEED [RPM] [Hz]
TACHO
VOLTAGE PICKUP
V GEN. 720V 60.0 ACK 16
1 kV 2 MAX. 720V 60.0 EM.STOP
%
Autom.
Manual
POWER LS:ON PM:ON
kW STARTS: 468/ 11 S
MW 2 CB CNT: 505
WORK: 11631:32:25
% 4327235 kWh G
17
FREQ. / PF
cos F1 F2 F3 F4
3 4 METERS ALARMS PROCESS
Hz 8 8 8 8
15
TRIP UP
ALARM
START AUTO I
9 11 13
READY LEFT ENTER RIGHT
6 7 10 12 14
COM.
HYUNDAI SYS. CHECK

STOP MANU. O
DOWN
HEAVY INDUSTRIES CO. LTD.

No.1 UPS is fed with dual 440V supplies, one from the No.1 440V main HIMAP BC Operation 11) This pushbutton selects automatic control.
switchboard (circuit P04505) and one from the emergency switchboard (circuit
The HIMAP BC operations are as listed below with the numbers quoted cross-
P08803). No.2 UPS is fed with dual 440V supplies, one from the No.2 440V Note: This facility is not used on this vessel.
referencing with illustration 2.13.1h.
main switchboard (circuit P05105), and one from the emergency switchboard
(circuit P08804). Both UPS units transform the 440V supplied to provide an 1) These are displays for showing the average current, voltage and
uninterruptible 220V supply for the IAS. A battery back-up system is also power of the generator. 12) This pushbutton selects manual control.
fitted. The batteries will continue supply the IAS in the event of loss of the 2) These are LED indicators for the corresponding displays and
main and emergency supplies. can show the following: Note: This facility is not used on this vessel.
• The current as amps/kA or the percentage reading

Generator Protection and Power Management 13) This pushbutton closes the selected device.
• The voltage as volts/kV or the percentage reading
Type: HIMAP-BC
• The power as kwatts/MW or the percentage reading Note: This facility is not used on this vessel.
A generator protection and power management unit (HIMAP-BC) is fitted on 3) This is an LED display for showing the power factor or the
each of the main switchboard generator panels and is as shown in illustration frequency of the supply. 14) This pushbutton opens the selected device.
2.13.1h. 4) This is the LED indicator for the power factor/frequency
display. Note: This facility is not used on this vessel.
The main switchboard and generators can be controlled in one of two ways:
5) These are the programmable LEDs for the alarm, error and other
• Manually, from the main switchboard indications. 15) These are navigation keys with the up/down, left/right arrows
• Automatically, via the automatic control system moving the cursor to display frames and the enter key activating
6) This is an RS232 port that can be used for serial
the menu.
communication.
This system has various functions to ensure the continuous supply of the ship’s 16) This button is used to acknowledge any alarms that may be
electrical systems. 7) These are LED indicators for trip, alarm, ready for operation,
present, but it can also be configured to act as an emergency stop
communication and self-diagnosis use.
key.
The power management system (PMS) automatically controls the diesel 8) The function keys are menu or short-cut keys which have
generators for efficient operation. Automatic starting, synchronising and load- functions displayed on the liquid crystal display (LCD) as
sharing is provided for the ship’s generator sets. The system automatically Electrical Safety
follows:
equalises the generator frequency with bus bar frequency and energises the Before carrying out maintenance on any electrical systems the following
generator’s VCB to connect the two circuits at the moment when the phases • F1 - Enters directly the HIMAP meter page starting with the
conditions are to be complied with:
coincide (synchronising). Automatic load-sharing then ensures that each general overview page.
generator is equally loaded. • F2 - This button allows the operator to enter the alarm/event a) The senior on-watch engineer should be informed of any
pages starting with the alarm page. maintenance on any electrical equipment within the machinery
The system also controls the following: spaces.
• F3 - This button opens the process pages and starts with the
• The number of running generators in accordance with the ship’s synchronising page.
power demand. b) Approach to the maintenance should be fully discussed at the
• F4 - This activates the frame for the breaker control and by work planning discussion.
• Automatic blackout restart and connection of generators. using the arrow keys or the F4 key again, the frame will
• The blocking of large motors until the number of running move from one breaker to the other. Only a breaker with an c) Work on electrical systems should be carried out only by
generators is sufficient to supply the motor start current and active frame can be controlled by the operator. suitably trained personnel.
ship’s power demand. In this case, the standby generator is 9) This pushbutton starts the selected device.
started and synchronised automatically. d) The breaker for the apparatus under maintenance should be
• Frequency; automatic frequency control ensures that the supply Note: This facility is not used on this vessel. opened.
frequency remains at 60Hz independent of load.
e) Fuses should be removed.
10) This pushbutton stops the selected device.
Automatic and manual control of the main switchboard is described in Section
2.13.2 (Main Switchboard and Generator Operations). f) The opened breaker should be locked and the key kept in the
Note: This facility is not used on this vessel. possession of the person carrying out the maintenance.

Illustration 2.13.1i Mechanical Interlock Procedures (i) 6.6kV Main Switchboard Mechanical Interlock Procedure - Generator Circuits (D2S, D3S, D2P, D3P)
6.6kV Main Switchboard Mechanical Interlock Procedure - Generator Circuits (D1S, D4S), Transformer Circuits and Feeder Circuits a) Open the circuit-breaker
a) Open the circuit-breaker b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1.
b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1. c) Draw out the circuit-breaker with the draw out/in handle.
c) Draw out the circuit-breaker with the draw out/in handle. d) Turn the de-excitation key switch (IK4) and remove the key (generator circuit only).
d) Turn the de-excitation key switch (IK4) and remove the key (generator circuit only). e) Release the interlock for the earthing switch using key IK4 (generator circuit only).
e) Release the interlock for the earthing switch using key IK4 (generator circuit only). f) Close the earthing switch with the earthing handle.
f) Close the earthing switch with the earthing handle. g) Remove the rear door opening key IK2.
g) Remove the rear door opening key IK2. h) Insert key IK2 into the interlock key change box situated inside the low voltage compartment.
h) Open the rear lower cable compartment door using key IK2. i) For the opposite generator panel, carry out the interlock release operation as per steps a) to g).
i) Remove the key (DOK1) located in the rear lower cable compartment. j) Turn keys DL3 and DL4 on the interlock key change box and remove the rear door open key DOK2.
j) Open the upper cable compartment door with key DOK1. k) Open the rear lower cable compartment door with key DOK2.
l) Remove the key (DOK1) located in the rear lower cable compartment.
Upon completion of the maintenance work the circuit-breakers are reinstated by reversing the above procedure.
m) Open the upper cable compartment door with key DOK1.
Circuit-Breaker Cable Compartment Cable Compartment Circuit-Breaker Cable Compartment Cable Compartment
Compartment Lower Side Upper Side Compartment Lower Side Upper Side
Main VCB/VCCT Main

Bus VCB/VCCT
ES Bus ES
DOK1 DOK1
IK1 IK2 IK3 DL1 DL2

IK1 IK2 IK3 DL1 DL2
Low Voltage Low Voltage

Low Voltage IK4 DOK2 DL3 DL4
IK4 Compartment Compartment
Compartment Key Change Box
(Type L-110-3-2)
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1
Opposite
D1S No.1 Diesel Generator D1S2 D1S2 -- IK1 IK2 IK3 Generator
IK1 D1S1 D1S1 D1S3 D1S3
Panel
D4P No.4 Diesel Generator D4P2 D4P2 --
IK1 D4P1 D4P1 D4P3 D4P3
HM1LM1 No.1 HV MSB Transformer
(MLM1) IK1 MLM11 -- -- -- MLM11 MLM12 MLM12 No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1 DOK2 DL3 DL4
HM2LM2
No.2 HV MSB Transformer IK1 MLM21 -- -- -- MLM21 MLM22 MLM22 D2S No.2 Diesel Generator D2S2 D2S2 --
(MLM2) IK1 D2S1 D2S4 D2S3 D2S3 D2S4 D2S1 D2P1
HM1HC1
No.1 6.6kV Cargo Switchboard -- -- -- D3S No.3 Diesel Generator
(MHC1) IK1 MHC11 MHC11 MHC12 MHC12 IK1 D3S1 D3S2 D3S2 -- D3S4 D3S3 D3S3 D3S4 D3S1 D3P1
HM2HC2 -- -- --
No.2 6.6kV Cargo Switchboard D2P No.2 Diesel Generator
(MHC2) IK1 MHC21 MHC21 MHC22 MHC22 IK1 D2P1 D2P2 D2P2 -- D2P4 D2P3 D2P3 D2P4 D2P1 D2S1
Quantity 1 6 2 2 6 6 6 D3P No.3 Diesel Generator IK1 D3P1 D3P2 D3P2 -- D3P4 D3P3 D3P3 D3P4 D3P1 D3S1
Quantity 1 4 4 4 4 4 4 4 4 4

g) When working in cubicles such as starter boxes, insulated Working on High Voltage Equipment CB Position CB Draw Out/In ES Operation
Indicator Handle Hole Handle Hole
shields indicate live components and should not be tampered When it is necessary for work to be carried out on high voltage equipment,
with. Work in this area will require isolating at a more primary the personnel carrying out the work must adhere to the company’s current CONN OU
T DR
A
ON OFF
W
DR A
level.
IN
legislature concerning maintenance, inspection and testing of high voltage
equipment.
h) A caution notice (Caution Men Working) or similar should be
attached to the breaker isolating the circuit under maintenance. Lock For CB Lock With Key Lock For
6.6kV Main Switchboard Mechanical Interlock and Earthing Draw Out/In
IK1
For Rear Door
Opening IK2
Earthing Switch
Operation IK3
i) The circuit should be tested to check that it is dead and that no System
auxiliary supply is present.
Mechanical Interlock Procedure - Generator Circuits (D1S, D4S),
A key interlocking system is provided for the 6.6kV main switchboard
j) All officers and technical staff should be competent in the Transformer Circuits and Feeder Circuits
components, where access to live electrical parts can be reached without using
treatment of electric shock. tools. All other parts such as generators and motors are closed and can be a) Open the circuit-breaker
opened only by skilled personnel using tools.
High Voltage b) Open the cover for the circuit-breaker draw out/in handle hole
The key interlocking system allows for safe access to high voltage equipment with key IK1.
High voltage circuits are potentially more dangerous than low or medium for maintenance and repair. It ensures that the access to high voltage parts
voltage circuits. This is not only due to the increased voltage, but also the is prohibited in all cases, where the correct switch off/down and earthing c) Draw out the circuit-breaker with the draw out/in handle.
explosion risk and because, under certain circumstances, high voltage circuits procedure of the main breaker is not performed completely or in the wrong
can retain a lethal charge even when switched off. In addition, dangerous order. d) Turn the de-excitation key switch (IK4) and remove the key
potentials exist some distance from the actual live high voltage conductors, the (generator circuit only).
distance being determined by the conductor voltage and the dielectric strength
Mark Type Used Description
of the insulating materials (including air) surrounding the conductor.
IK1 700N Lock for CB draw Turn the key after the CB is e) Release the interlock for the earthing switch using key IK4
out/in open. The cover for the CB (generator circuit only).
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 draw out/in handle hole is
uncovered. Key is stored in f) Close the earthing switch with the earthing handle.
the associated danger.
the accessory box. A key is
commonly used for all locks. g) Remove the rear door opening key IK2.
Personnel carrying out high voltage isolation, earthing, maintenance and
inspection should have attended the company’s high voltage safety training IK2 C-187-3 Lock with key for After the CB is drawn out
rear door opening and the earthing switch (if h) Open the rear lower cable compartment door using key IK2.
course.
provided) is closed, the key can
High voltage apparatus is classified as any apparatus, equipment and be removed. i) Remove the key (DOK1) located in the rear lower cable
conductors which are normally operated at a voltage exceeding 1,000V AC or compartment.
IK3 C-187-3 Lock for earthing After inserting and turning key
1,500V DC. switch operation IK4 or IK5, the earthing switch
j) Open the upper cable compartment door with key DOK1.
can be closed.
A permit to work should be issued by the Chief Engineer Officer to the IK4 S-187- De-excitation key Turn the key for de-excitation.
authorised person in charge of work to be carried out on the earthed high Upon completion of the maintenance work the circuit-breakers are reinstated
90-E-2 switch After de-excitation, the key by reversing the above procedure. For further information concerning this
voltage apparatus, detailing exactly what apparatus is dead, isolated from can be pulled out. The key is
all live conductors, discharged, connected to earth and on which it is safe to procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures
situated inside the low voltage (i).
work. compartment.
IK5 C-187-3 Lock with key for This key is used to clear the
earthing switch earthing switch interlock.
operation
DL C-187-3 Lock for door Key IK2 or DOK are used to
open this lock
DOK C-187-3 Door open key This key is situated inside one
of the panel doors. It is used to
open the other door

Illustration 2.13.1j Mechanical Interlock Procedures (ii) 6.6kV Main Switchboard Mechanical Interlock Procedure - No.1 Bus Tie Circuit (HM1HM2)
6.6kV Main Switchboard Mechanical Interlock Procedure - Feeder and Motor Circuits a) Open the No.2 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
a) Open the circuit-breaker b) Remove key IK2 on the No.2 bus tie panel.
b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1. c) Open the No.1 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
c) Draw out the circuit-breaker with the draw out/in handle. d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and turn it to release the No.1 bus tie panel interlock for the earthing switch.
d) Turn the de-excitation key switch (IK4) and remove the key (generator circuit only). e) Close the earthing switch with the earthing handle.
e) Release the interlock for the earthing switch using key IK4 (generator circuit only). f) Remove the rear door opening key IK2.
f) Close the earthing switch with the earthing handle. g) Open the rear lower cable compartment door with key IK2.
g) Remove the rear door opening key IK2. h) Remove the key (DOK1) located in the rear lower cable compartment.
h) Open the rear lower cable compartment door with key IK2. i) Open the upper cable compartment door with key DOK1.
i) Remove the key (DOK1) located in the rear lower cable compartment.
k) Remove the key VFDK located in the upper cable compartment (N2 Compressor feeder circuit only).
l) Open the variable frequency drive (VFD) panel door with key VFDK (N2 Compressor feeder circuit only).
Upon completion of the maintenance work the circuit-breakers are reinstated by reversing the above procedure. Circuit-Breaker Cable Compartment Cable Compartment
Compartment Lower Side Upper Side
Circuit-Breaker Cable Compartment Cable Compartment

Compartment Lower Side Upper Side Main
Bus VCB/VCCT
ES
DOK1
Main VCB/VCCT
Bus ES
VFDK DOK1
IK1 IK2 IK3 DL1 DL2
IK1 IK2 IK3 DL1 DL2
VFDL
Low Voltage
IK4 No.2 Bus Tie
Compartment VFD Panel IK1 IK2 IK3 Panel
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1 VFDK VFDL
VFD Maker VFD Panel
F1 No.1 N2 Comp. Feeder IK1 F11 -- -- -- F11 F12 F12 Supply
F2 No.2 N2 Comp. Feeder VFD Maker
IK1 F21 -- -- -- F21 F22 F22 Supply
VFD Panel
BG1H No.1 BOG Comp. High Speed IK1 BG1H1 -- -- -- BG1H1 BG1H2 BG1H2 -- --
BG1L No.1 BOG Comp. Low Speed IK1 BG1L1 -- -- -- BG1L1 BG1L2 BG1L2 -- --
BG2H No.2 BOG Comp. High Speed IK1 BG2H1 -- -- -- BG2H1 BG2H2 BG2H2 -- --
HM1HM2 IK1 --
BG2L No.2 BOG Comp. Low Speed IK1 BG2L1 -- -- -- BG2L1 BG2L2 BG2L2 -- -- No.1 Bus Tie MBT11 MBT21 -- MBT11 MBT12 MBT12
(MBT1)
IG1 IG Scrubber Pump IK1 IG11 -- -- -- IG11 IG12 IG12 -- -- Quantity 1 1 1 -- -- 1 1 1
BA1 No.1 Ballast Pump IK1 BA11 -- -- -- BA11 BA12 BA12 -- --
BA2 No.2 Ballast Pump IK1 BA21 -- -- -- BA21 BA22 BA22 -- --
BA3 Standby Ballast Pump IK1 BA31 -- -- -- BA31 BA32 BA32 -- --
Quantity 1 10 -- -- -- 10 10 10 2 --

Mechanical Interlock Procedure - Generator Circuits (D2S, D3S, D2P, d) Turn the de-excitation key switch (IK4) and remove the key i) Open the upper cable compartment door with key DOK1.
D3P) (generator circuit only).
Upon completion of the maintenance work the circuit-breakers are reinstated
a) Open the circuit-breaker.
e) Release the interlock for the earthing switch using key IK4 by reversing the above procedure. For further information concerning this
(generator circuit only). procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures
b) Open the cover for the circuit-breaker draw out/in handle hole (ii).
with key IK1.
f) Close the earthing switch with the earthing handle.
c) Draw out the circuit-breaker with the draw out/in handle. Mechanical Interlock Procedure - No.2 Bus Tie Circuit (HM2HM1)
g) Remove the rear door opening key IK2.
a) Open the No.2 bus tie circuit-breaker and draw out the circuit-
d) Turn the de-excitation key switch (IK4) and remove the key breaker using key 1K1 and the draw out/in handle.
h) Open the rear lower cable compartment door with key IK2.
(generator circuit only).
i) Remove the key (DOK1) located in the rear lower cable b) Remove key IK2 on the No.2 bus tie panel.
e) Release the interlock for the earthing switch using key IK4
compartment.
(generator circuit only). c) Open the No.1 bus tie circuit-breaker and draw out the circuit-
j) Open the upper cable compartment door with key DOK1. breaker using key 1K1 and the draw out/in handle.
k) Remove the key VFDK located in the upper cable compartment d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and
g) Remove the rear door opening key IK2. turn it to release the No.1 bus tie panel interlock for the earthing
(N2 Compressor feeder circuit only).
switch.
h) Insert key IK2 into the interlock key change box situated inside
l) Open the variable frequency drive (VFD) panel door with key
the low voltage compartment. e) Close the earthing switch on No.1 bus tie panel with the earthing
VFDK (N2 Compressor feeder circuit only).
handle.
i) For the opposite generator panel, carry out the interlock release
operation as per steps a) to g). f) Remove the rear door opening key IK2 on No.1 bus tie panel.
by reversing the above procedure. For further information concerning this
procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures
j) Turn keys DL3 and DL4 on the interlock key change box and (ii). g) Open the rear lower cable compartment door of No.2 bus tie
remove the rear door open key DOK2. panel with No.1 bus tie panel key IK2.
k) Open the rear lower cable compartment door with key DOK2. Mechanical Interlock Procedure - No.1 Bus Tie Circuit (HM1HM2)
h) Remove the key (DOK1) located in the rear lower cable
a) Open the No.2 bus tie circuit-breaker and draw out the circuit- compartment.
l) Remove the key (DOK1) located in the rear lower cable breaker using key 1K1 and the draw out/in handle.
compartment. i) Open the upper cable compartment door with key DOK1.
b) Remove key IK2 on the No.2 bus tie panel.
m) Open the upper cable compartment door with key DOK1. Upon completion of the maintenance work the circuit-breakers are reinstated
c) Open the No.1 bus tie circuit-breaker and draw out the circuit- by reversing the above procedure. For further information concerning this
Upon completion of the maintenance work the circuit-breakers are reinstated breaker using key 1K1 and the draw out/in handle. procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures
by reversing the above procedure. For further information concerning this (iii).
procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and
(i). turn it to release the No.1 bus tie panel interlock for the earthing
switch.
Mechanical Interlock Procedure - Feeder and Motor Circuits
e) Close the earthing switch with the earthing handle.
a) Open the circuit-breaker
f) Remove the rear door opening key IK2.
b) Open the cover for the circuit-breaker draw out/in handle hole
with key IK1. g) Open the rear lower cable compartment door with key IK2.
c) Draw out the circuit-breaker with the draw out/in handle. h) Remove the key (DOK1) located in the rear lower cable
compartment.

Illustration 2.13.1k Mechanical Interlock Procedures (iii)
6.6kV Main Switchboard Mechanical Interlock Procedure - Main Bus Circuits

6.6kV Main Switchboard Mechanical Interlock Procedure - No.2 Bus Tie Circuit (HM2HM1)
a) Open the No.2 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle. a) Open the No.1, No.2, No.3 and No.4 diesel generator and the No.1 (No.2) bus tie circuit-breakers
and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
b) Close the earthing switches of the diesel generator and bus tie panels and remove the keys (IK2) from each panel.
c) Open the No.1 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and turn it to release the No.1 bus tie panel interlock for the earthing switch. c) Insert keys IK2 of No.1, No.2, No.3 and No.4 diesel generator and the No.1 (No.2) bus tie panels into the interlock
key change box situated inside the synchronising panel.
e) Close the earthing switch on No.1 bus tie panel with the earthing handle.
d) When keys IK2 are turned, the key IK5 on the interlock key change box can be removed.
f) Remove the rear door opening key IK2 on No.1 bus tie panel.
e) Release the interlock for the earthing switch using key IK5.
g) Open the rear lower cable compartment door of No.2 bus tie panel with No.1 bus tie panel key IK2.
f) Close the main bus earthing switch with the earthing handle.
h) Remove the key (DOK1) located in the rear lower cable compartment.
i) Open the upper cable compartment door with key DOK1. Upon completion of the maintenance work the circuit-breakers are reinstated by reversing the above procedure.
GPT Component
Compartment Compartment
Circuit-Breaker Cable Compartment Cable Compartment Main GPT Unit

Compartment Lower Side Upper Side Bus ES
Main VCB/VCCT
Bus ES
DOK1
IK1 IK2 IK3
IK1 IK2 IK3 DL1 DL2
Key Change Box

IK5 DL1 DL2 DL3 DL4 (Type L-110-5-4)
No.1 Bus Tie

IK1 IK2 IK3 Panel
IK1 IK2 IK3 IK1 IK2 IK3 IK1 IK2 IK3 IK1 IK2 IK3
No.1 Diesel Gen Panel No.2 Diesel Gen Panel No.3 Diesel Gen Panel No.1 Bus Tie Panel
/No.2 Diesel Gen (P) Panel /No.3 Diesel Gen (P) Panel /No.4 Diesel Gen (P) Panel No.2 Bus Tie Panel
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DL3 DL4
S1 No.1 Main Bus IK1 -- S11 -- S11 D1S1 D2S1 D3S1 MBT11
HM2HM1 IK1 --
No.2 Bus Tie MBT21 -- -- MBT11 MBT22 MBT22
(MBT2)
S2 No.2 Main Bus IK1 -- S21 -- S21 D2P1 D3P1 D4P1 MBT21
Quantity 1 1 -- -- -- 1 1 1
Quantity 1 -- 2 -- 2 2 2 2 2

Illustration 2.13.1l Mechanical Interlock Procedures (iv)
6.6kV Cargo Switchboard Mechanical Interlock Procedure - Incoming Circuits 6.6kV Cargo Switchboard Mechanical Interlock Procedure - No.1 Bus Tie Circuit (HC1HC2)
a) Open the cargo switchboard feeder circuit-breaker on the 6.6kV main switchboard a) Open the No.2 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
using key IK1 and the circuit-breaker draw out/in handle. b) Remove key IK2 on the No.2 bus tie panel.
b) Close the earthing switch of the cargo switchboard feeder panel on the 6.6kV main switchboard and remove key IK2. c) Open the No.1 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
c) Open the incoming circuit-breaker on the 6.6kV cargo switchboard using key IK1 and the circuit-breaker draw out/in handle. d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and turn it to release the No.1 bus tie panel interlock for the earthing switch.
d) Release the interlock for the incoming panel earthing switch by inserting key IK2 from the e) Close the earthing switch with the earthing handle.
cargo switchboard feeder panel in the incoming panel and turning it. f) Remove the rear door opening key IK2.
e) Close the earthing switch on the incoming panel with the earthing handle. g) Open the rear lower cable compartment door with key IK2.
f) Remove the rear door open key IK2 of the incoming panel. h) Remove the key (DOK1) located in the rear lower cable compartment.
g) Open the rear lower cable compartment door using key IK2. i) Open the upper cable compartment door with key DOK1.
h) Remove the key (DOK1) located in the rear lower cable compartment.
i) Open the upper cable compartment door with key DOK1.
Circuit-Breaker Cable Compartment Cable Compartment Circuit-Breaker Cable Compartment Cable Compartment
Compartment Lower Side Upper Side Compartment Lower Side Upper Side
Main VCB/VCCT Main VCB/VCCT

Bus ES Bus ES
DOK1 DOK1
IK1 IK2 IK3 DL1 DL2 IK1 IK2 IK3 DL1 DL2
Feeder Panel No.2 Bus Tie

IK1 IK2 IK3 (6.6kV Main Switchboard) IK1 IK2 IK3 Panel
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1 No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1
HC1HM1 IK1 -- HC1HC2 IK1 --
No.1 Incoming CHM11 MHC11 -- CHM11 CHM12 CHM12 No.1 Bus Tie CBT11 MBT21 -- CBT11 CBT12 CBT12
(CHM1) (CBT1)
HC2HM2 IK1 -- Quantity 1 1 1 -- -- 1 1 1
No.2 Incoming CHM21 MHC21 -- CHM21 CHM22 CHM22
(CHM2)
Quantity 1 2 2 -- -- 2 2 2

Mechanical Interlock Procedure - Main Bus Circuits 6.6kV Cargo Switchboard Mechanical Interlock and Earthing CB Position CB Draw Out/In ES Operation
Indicator Handle Hole Handle Hole
a) Open the No.1, No.2, No.3 and No.4 diesel generator and the System
No.1 (No.2) bus tie circuit-breakers and draw out the circuit- CONN OU
T DR
A
ON OFF
W
A key interlocking system is provided for 6.6kV cargo switchboard components,
W
breaker using key 1K1 and the draw out/in handle.
DR A
IN
where access to live electrical parts can be reached without using tools. All
b) Close the earthing switches of the diesel generator and bus tie other parts such as generators and motors are closed and can be opened only
panels and remove the keys (IK2) from each panel. by skilled personnel using tools.
Lock For CB Lock With Key Lock For
c) Insert keys IK2 of No.1, No.2, No.3 and No.4 diesel generator The key interlocking system allows for safe access to high voltage equipment Draw Out/In For Rear Door Earthing Switch
and the No.1 (No.2) bus tie panels into the interlock key change for maintenance and repair. It ensures that the access to high voltage parts IK1 Opening IK2 Operation IK3
box situated inside the synchronising panel. is prohibited in all cases, where the correct switch off/down and earthing
procedure of the main breaker is not performed completely or in the wrong Mechanical Interlock Procedure - Incoming Circuits
d) When keys IK2 are turned, the key IK5 on the interlock key order.
change box can be removed. a) Open the cargo switchboard feeder circuit-breaker on the 6.6kV
Mark Type Used Description main switchboard using key IK1 and the circuit-breaker draw
e) Release the interlock for the earthing switch using key IK5. out/in handle.
IK1 700N Lock for CB draw Turn the key after the CB is
out/in open. The cover for the CB
f) Close the main bus earthing switch with the earthing handle. b) Close the earthing switch of the cargo switchboard feeder panel
draw out/in handle hole is
on the 6.6kV main switchboard and remove key IK2.
uncovered. Key is stored in
Upon completion of the maintenance work the circuit-breakers are reinstated the accessory box. A key is
by reversing the above procedure. For further information concerning this c) Open the incoming circuit-breaker on the 6.6kV cargo
commonly used for all locks.
procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures switchboard using key IK1 and the circuit-breaker draw out/in
IK2 C-187-3 Lock with key for After the C.B. is drawn out handle.
(iii). rear door opening and the earthing switch (if
provided) is closed, the key can d) Release the interlock for the incoming panel earthing switch by
be removed. inserting key IK2 from the cargo switchboard feeder panel in
IK3 C-187-3 Lock for earthing After inserting and turning key the incoming panel and turning it.
switch operation IK4 or IK5, the earthing switch
can be closed. e) Close the earthing switch on the incoming panel with the
IK4 S-187- De-excitation key Turn the key for de-excitation. earthing handle.
90-E-2 switch After de-excitation, the key
can be pulled out. The key is f) Remove the rear door open key IK2 of the incoming panel.
situated inside the low voltage
compartment. g) Open the rear lower cable compartment door using key IK2.
IK5 C-187-3 Lock with key for This key is used to clear the
earthing switch earthing switch interlock. h) Remove the key (DOK1) located in the rear lower cable
operation compartment.
DL C-187-3 Lock for door Key IK2 or DOK are used to
open this lock i) Open the upper cable compartment door with key DOK1.
DOK C-187-3 Door open key This key is situated inside one
of the panel doors. It is used to Upon completion of the maintenance work the circuit-breakers are reinstated
open the other door by reversing the above procedure. For further information concerning this
(iv).

Illustration 2.13.1m Mechanical Interlock Procedures (v)

6.6kV Cargo Switchboard Mechanical Interlock Procedure - Transformer Circuits and Water Spray Pump Circuit
6.6kV Cargo Switchboard Mechanical Interlock Procedure - No.2 Bus Tie Circuit (HC2HC1) a) Open the circuit-breaker.
b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1.
a) Open the No.2 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
c) Draw out the circuit-breaker with the draw out/in handle.
d) Close the earthing switch with the earthing handle.
c) Open the No.1 bus tie circuit-breaker and draw out the circuit-breaker using key 1K1 and the draw out/in handle.
e) Remove the rear door opening key IK2.
d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and turn it to release the No.1 bus tie panel interlock for the earthing switch.
f) Open the rear lower cable compartment door using key IK2.
e) Close the earthing switch on No.1 bus tie panel with the earthing handle.
g) Remove the key (DOK1) located in the rear lower cable compartment.
h) Open the upper cable compartment door with key DOK1.
g) Open the rear lower cable compartment door of No.2 bus tie panel with No.1 bus tie panel key IK2.
h) Remove the key (DOK1) located in the rear lower cable compartment. Upon completion of the maintenance work the circuit-breakers are reinstated by reversing the above procedure.
i) Open the upper cable compartment door with key DOK1.
Circuit-Breaker Cable Compartment Cable Compartment

Circuit-Breaker Cable Compartment Cable Compartment Compartment Lower Side Upper Side
Main VCB/VCCT
Main VCB/VCCT Bus
Bus ES
ES
DOK1
DOK1
IK1 IK2 IK3 DL1 DL2 IK1 IK2 IK3 DL1 DL2
No.1 Bus Tie

IK1 IK2 IK3 Panel No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1
HC1LC1
No.1 HV Cargo Transformer -- -- --
(CLC1) IK1 CLC11 CLC11 CLC12 CLC12
HC2LC2
No.2 HV Cargo Transformer -- -- --
(CLC2) IK1 CLC21 CLC21 CLC22 CLC22
Soft Starter for
SS3 SS31 -- -- -- SS31 SS32 SS32
Water Spray Pump IK1
WS1 Water Spray Pump IK1 WS11 -- -- -- WS11 WS12 WS12
Quantity 1 4 -- -- 4 4 4
HC2HC1 IK1 --
No.2 Bus Tie CBT21 -- -- CBT11 CBT22 CBT22
(CBT2)
Quantity 1 1 -- -- -- 1 1 1

Illustration 2.13.1n Mechanical Interlock Procedures (vi)

6.6kV Cargo Switchboard Mechanical Interlock Procedure - Soft Starter Circuits 6.6kV Cargo Switchboard Mechanical Interlock Procedure - Cargo Pump Circuits
a) Open the circuit-breaker a) Open the circuit-breaker

b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1. b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1.
c) Draw out the circuit-breaker with the draw out/in handle. c) Draw out the circuit-breaker with the draw out/in handle.
d) Close the earthing switch with the earthing handle. d) Close the earthing switch with the earthing handle.
e) Remove the rear door opening key IK2. e) Remove the rear door opening key IK2.
f) Open the rear lower cable compartment door using key IK2. f) Open the rear lower cable compartment door using key IK2.
g) Remove the key (DOK1) located in the rear lower cable compartment. g) Remove the key (DOK1) located in the rear lower cable compartment.
h) Open the upper cable compartment door with key DOK1. h) Open the upper cable compartment door with key DOK1.
i) Remove the key (DOK2) located in the rear lower cable compartment.
j) Open the lower cable compartment door of the GPT panel with key DOK2.
k) Remove key (DOK3) located in the lower cable compartment door of the GPT panel.
l) Open the GPT panel upper cable compartment door with key DOK3.
Upon completion of the maintenance work the circuit-breakers are reinstated by reversing the above procedure. Circuit-Breaker Cable Compartment Cable Compartment
Main
VCB/VCCT
Bus ES
DOK1
Circuit-Breaker Cable Compartment Cable Compartment Cable Compartment Cable Compartment

Compartment Lower Side Upper Side Lower Side Upper Side
IK1 IK2 IK3 DL1 DL2

Main
Bus VCB/VCCT
ES
DOK1 DOK2 DOK3
GPT Panel
1C1 No.1 Cargo Tank Stbd Cargo Pump IK1 1C11 -- -- -- 1C11 1C12 1C12
IK1 IK2 IK3 DL1 DL2 DL3 DL4
2C1 No.1 Cargo Tank Port Cargo Pump IK1 2C11 -- -- -- 2C11 2C12 2C12
Quantity 1 10 -- -- -- 10 10 10
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DOK1 DOK2 DL3 DOK3 DL4
Soft Starter for
SS1 IK1 SS11 -- -- -- SS11 SS12 SS12 SS13 SS13 SS14 SS14
Stbd Cargo Pump
Soft Starter for
SS2 IK1 SS21 -- -- -- SS21 SS22 SS22 SS23 SS23 SS24 SS24
Port Cargo Pump
Quantity 1 2 -- -- -- 2 2 2 2 2 2 2

Mechanical Interlock Procedure - No.1 Bus Tie Circuit (HC1HC2) h) Remove the key (DOK1) located in the rear lower cable g) Remove the key (DOK1) located in the rear lower cable
compartment. compartment.
a) Open the No.2 bus tie circuit-breaker and draw out the circuit-
i) Open the upper cable compartment door with key DOK1. h) Open the upper cable compartment door with key DOK1.
Upon completion of the maintenance work the circuit-breakers are reinstated i) Remove the key (DOK2) located in the rear lower cable
by reversing the above procedure. For further information concerning this compartment.
c) Open the No.1 bus tie circuit-breaker and draw out the circuit-
(v). j) Open the lower cable compartment door of the GPT panel with
key DOK2.
d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and
turn it to release the No.1 bus tie panel interlock for the earthing Mechanical Interlock Procedure - Transformer Circuits and Water Spray
Pump Circuit k) Remove key (DOK3) located in the lower cable compartment
switch.
door of the GPT panel.
e) Close the earthing switch with the earthing handle.
l) Open the GPT panel upper cable compartment door with key
b) Open the cover for the circuit-breaker draw out/in handle hole DOK3.
f) Remove the rear door opening key IK2. with key IK1.
g) Open the rear lower cable compartment door with key IK2. c) Draw out the circuit-breaker with the draw out/in handle. by reversing the above procedure. For further information concerning this
h) Remove the key (DOK1) located in the rear lower cable d) Close the earthing switch with the earthing handle. (vi).
compartment.
i) Open the upper cable compartment door with key DOK1. Mechanical Interlock Procedure - Cargo Pump Circuits
f) Open the rear lower cable compartment door using key IK2. a) Open the circuit-breaker
g) Remove the key (DOK1) located in the rear lower cable b) Open the cover for the circuit-breaker draw out/in handle hole
compartment. with key IK1.
(iv).
h) Open the upper cable compartment door with key DOK1. c) Draw out the circuit-breaker with the draw out/in handle.
Mechanical Interlock Procedure - No.2 Bus Tie Circuit (HC2HC1)
a) Open the No.2 bus tie circuit-breaker and draw out the circuit- Upon completion of the maintenance work the circuit-breakers are reinstated d) Close the earthing switch with the earthing handle.
breaker using key 1K1 and the draw out/in handle. by reversing the above procedure. For further information concerning this
procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures e) Remove the rear door opening key IK2.
b) Remove key IK2 on the No.2 bus tie panel. (v).
c) Open the No.1 bus tie circuit-breaker and draw out the circuit- Mechanical Interlock Procedure - Soft Starter Circuits
breaker using key 1K1 and the draw out/in handle. g) Remove the key (DOK1) located in the rear lower cable
a) Open the circuit-breaker compartment.
d) Insert key IK2 from No.2 bus tie panel in No.1 bus tie panel and
b) Open the cover for the circuit-breaker draw out/in handle hole h) Open the upper cable compartment door with key DOK1.
turn it to release the No.1 bus tie panel interlock for the earthing
with key IK1.
switch.
c) Draw out the circuit-breaker with the draw out/in handle. by reversing the above procedure. For further information concerning this
e) Close the earthing switch on No.1 bus tie panel with the earthing
handle. procedure, please refer to illustration 2.13.1e Mechanical Interlock Procedures
d) Close the earthing switch with the earthing handle. (vi).
g) Open the rear lower cable compartment door of No.2 bus tie
panel with No.1 bus tie panel key IK2.

Illustration 2.13.1o Mechanical Interlock Procedures (vii)
6.6kV Cargo Switchboard Mechanical Interlock Procedure - High Duty Compressor Circuits

b) Open the cover for the circuit-breaker draw out/in handle hole with key IK1.
d) Close the earthing switch with the earthing handle.
g) Remove the key (DOK1) located in the rear lower cable compartment.
h) Open the upper cable compartment door with key DOK1.
i) If required, open the front and rear doors of the auto transformer panel using keys DOK2 to DOK 6.
Front Cable Cable Cable Cable

Cable Cable Compartment Compartment Compartment Compartment
Circuit-Breaker Compartment Compartment DL7 Right* & Right* & Left* & Left* &
Compartment Lower Side Upper Side Lower Side Upper Side Lower Side Upper Side
ATR Panel
DOK6
Main
VCB/VCCT 42
Bus ES
DOK1 DOK2 6 DOK3 DOK4 DOK5
ATR
IK1 IK2 IK3 DL1 DL2 Rear DL3 DL4 DL5 DL6
* : Viewed From Rear Side
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2 DL3 DL4 DL5 DL6 DL7 DOK1 DOK2 DOK3 DOK4 DOK5 DOK6
No.1 High Duty
HD1 IK1 HD11 -- -- -- HD11 HD12 HD13 HD14 HD15 HD16 HD17 HD12 HD13 HD14 HD15 HD16 HD17
Compressor
No.2 High Duty
HD2 IK1 HD21 -- -- -- HD21 HD22 HD23 HD24 HD25 HD26 HD27 HD22 HD23 HD24 HD25 HD26 HD27
Compressor
Quantity 1 2 -- -- -- 2 2 2 2 2 2 2 2 2 2 2 2 2

Illustration 2.13.1p Mechanical Interlock Procedures (viii)
6.6kV Cargo Switchboard Mechanical Interlock Procedure - Main Bus Circuits
a) Open the No.1 (No.2) incoming and No.1 (No.2) bus tie circuit-breakers and draw out the circuit-breakers using key 1K1 and the draw out/in handle.
b) Close the earthing switches of the incoming and bus tie panels and remove the keys (IK2) from each panel.
c) Insert keys IK2 of No.1 (No.2) incoming and the No.1 (No.2) bus tie panels into the interlock key change box situated inside the synchronising panel.
d) When keys IK2 are turned, the key IK5 on the interlock key change box can be removed.
GPT Component
Compartment Compartment
Main GPT Unit

Bus ES
IK1 IK2 IK3
Key Change Box

IK5 DL1 DL2 (Type L-110-5-4)
IK1 IK2 IK3 IK1 IK2 IK3
No.1(No.2) Incoming Panel No.1 (No.2) Bus Tie Panel
No. Application IK1 IK2 IK3 IK4 IK5 DL1 DL2

No.1 GPT
S3 (Main Bus) IK1 -- S31 -- S31 CHM11 CBT11
No.2 GPT IK1 S41
S4 -- S41 -- CHM21 CBT21
(Main Bus)
Quantity 1 -- 2 -- 2 2 2

Mechanical Interlock Procedure - High Duty Compressor Circuits For further information concerning this procedure, please refer to illustration
2.13.1e Mechanical Interlock Procedures (viii).
b) Open the cover for the circuit-breaker draw out/in handle hole
with key IK1.
g) Remove the rear door opening key IK2.
h) Open the rear lower cable compartment door using key IK2.
i) Remove the key (DOK1) located in the rear lower cable

compartment.
k) If required, open the front and rear doors of the auto transformer
panel using keys DOK2 to DOK 6.

(vii).
Mechanical Interlock Procedure - Main Bus Circuits

a) Open the No.1 (No.2) incoming and No.1 (No.2) bus tie circuit-
breakers and draw out the circuit-breakers using key 1K1 and
the draw out/in handle.
b) Close the earthing switches of the incoming and bus tie panels
and remove the keys (IK2) from each panel.
c) Insert keys IK2 of No.1 (No.2) incoming and the No.1 (No.2)
bus tie panels into the interlock key change box situated inside
the synchronising panel.
d) When keys IK2 are turned, the key IK5 on the interlock key
change box can be removed.

by reversing the above procedure.

Illustration 2.13.2a HV Main Switchboard Control Location Flow Charts

CONT. POSI CONT. POSI COS-M21
COS-M11
‘OFF’ (HM1) ‘OFF’ (HM2)
GEN CONTROL ON GEN CONTROL ON Selection Of Control Place

Selection Of Control Place
HM1 IS PROHIBITED HM2 IS PROHIBITED On No.2 6.6kV Main Switchboard (HM2)
On No.1 6.6kV Main Switchboard (HM1)
COS-M11 CONT. POSI COS-M21

CONT. POSI
(HM1) ‘NOR’ (HM2)
‘NOR’ Flow Chart Symbols
HM2 OFF Used to indicate any form of HM1 CONT. POSI OFF
CONT. POSI
ON HM2 internal processing manipulation ON HM1
other than decisions
IAS IAS
Used to indicate the pre-defined CONT. PLACE CONT. PLACE CONT. PLACE
CONT. PLACE CONT. PLACE CONT. PLACE
2 1 command group such as a 4 ‘HM1’ ‘IAS’ ‘HM2’ 3
‘HM2’ ‘IAS’ ‘HM1’ sub-routine in another programme
Used to indicate the starting,

stopping and ending points
of the process steps
CONT. POSI CONT. POSI
TURN SWITCH ‘NOR’ TURN SWITCH Used to indicate decision type TURN SWITCH ‘NOR’ TURN SWITCH
COS-M11 operations that determine which TO ‘HM2’ COS-M21 TO ‘IAS’
TO ‘HM1’ TO ‘IAS’ (HM2)
(HM1) of a number of alternate paths COS-M22 COS-M22
COS-M12 COS-M12
is to be followed (HM2) (HM2)
(HM1) (HM1)
Used to indicate points in a
flow chart where human
intervention is required
CHANGE TO HM1 CHANGE TO IAS CHANGE TO HM2 CHANGE TO IAS
CONT. PLACE CONT. PLACE CONT. PLACE CONT. PLACE
Used to input a signal produced
by manual operation
CONT. PLACE HM2 CONT. PLACE PRE-POSITION HM2

PRE-POSITION
‘HM1’ ON HM2 ‘HM2’ ON HM1
IAS/OFF IAS/OFF
CONT. PLACE CONT. PLACE CONT. PLACE CONT. PLACE
1 3 ‘IAS’ ‘HM1’
‘IAS’ ‘HM2’
2 4
LOAD SHARING &

CONTROL POSITION INDICATION LAMP
CONT. POSITION FREQ. CONTROL MANU OPERATION AUTO CONTROL DG
REFER TO FLOW COS-P1 COS-P1 AT AT AT No.1 No.2 AT AUTO ON No.1 HVMSB ON No.2 HVMSB ON IAS
CHARTS ABOVE ON ON No.1 No.2 IAS HVMSB HVMSB IAS ST-BY
No.1 No.2 No.1 No.2 HVMSB HVMSB No.1 HVMSB No.2 HVMSB No.1 HVMSB No.2 HVMSB No.1 HVMSB No.2 HVMSB
HVMSB HVMSB HVMSB HVMSB *1 *1 *2 *5
*1: Auto load-sharing & auto frequency control via the IAS
HM1 HM1 MANU X O X X X X X X O - - O - - O - - O - - O - - O - - *2: Refer to IAS manual drawings for further detail
HM1 HM1 AUTO X O X X O X X X O - - O - - O - - O - - O - - O - - *3: Generators on No.1 6.6kV main switchboard
HM2 HM2 X MANU X O X X X X X - - O - - O - - O - - O - - O - - O *4: Generators on No.2 6.6kV main switchboard
HM2 HM2 X AUTO X O X X O X X - - O - - O - - O - - O - - O - - O *5: Standby on/off is selected via the pushbutton
IAS IAS X X X X X X X O O - O - - O - - O - - O - - O - - O - provided at the IAS
IAS OFF X X X X X X X O*3 O*3 - O - - - - - O - - - - - O - - - -
OFF IAS X X X X X X X O*4 O*4 - - - - O - - - - - O - - - - - O -
HM1 OFF MANU X O*3 X X X X X X O - - - - - O - - - - - O - - - - -
HM1 OFF AUTO X O*3 X X O*3 X X X O - - - - - O - - - - - O - - - - -
OFF HM2 X MANU X O*4 X X X X X - - - - - O - - - - - O - - - - - O
HM1 HM2 X AUTO X O*4 X X O*4 X X - - - - - O - - - - - O - - - - - O
OFF OFF X X X X X X X X X - - - - - - - - - - - - - - - - - -
X: No Relationship O: Operational O: Control Available O: Indication Illuminated

X: Not Operational X: Control Not Available X: Indication Extinguished

2.13.2 Main Switchboard and Generator Operation c) With reference to illustration 2.13.2a, if the control place c) IAS control is achieved by one of the following combinations:
selected is No.1 6.6kV main switchboard (HM1), then remote • Control place at HM1 and HM2 is set as the IAS (please
control of No.1 and No.4 diesel generators is available at HM1. refer to illustration 2.13.2a).
Automatic and Manual Operation of the Main Switchboards and
If the control place selected is No.2 6.6kV main switchboard
Generators • Control place at HM1 is set to IAS and control position at
(HM2), then remote control of No.1 and No.4 diesel generators
The automatic starting, stopping, connection, synchronising and loading of the is available at HM2. HM2 is set to off using selection switch COS-M21 at the
main generators is controlled by the generator automatic control system. No.2 HV main switchboard synchronising panel.
2. Remote Control Available (HVMSB For DG2 and DG3) (Flow Chart • Control place at HM2 is set to IAS and control position at
The automatic control system for the generators can be switched off by turning HM1 is set to off using selection switch COS-M11 at the
the CONTROL POSITION switch (COS-M12 and COS-M22) at the No.1 and FC11)
No.1 HV main switchboard synchronising panel.
No.2 6.6kV main switchboard synchronising panels to the HM1 and HM2 The procedure for remote control of the No.2 and No.3 diesel generators is as
positions. follows: d) The selection of which HV switchboards DG2 and DG3 are to
feed is carried out via the IAS.
When in the full automatic mode, automatic synchronising and load-sharing, a) It is assumed that the diesel engines are ready to start, engine
load-dependent start/stop and large motor start blocking are performed start conditions are normal. e) Standby select is turned on by use of the pushbutton on the
automatically by the automatic control system.
IAS.
b) The CONTROL POSITION switch on the generator local
When HM1 /HM2 control of a generator is selected, the automatic control control panel at the engine is turned to the REMOTE position. Automatic start of the diesel generators is now available
system has no control of a generating set. A generator can be operated locally
and at the respective switchboard panel. The diesel generator local control c) Select which side the relevant generator is to feed. It is possible
is selected by means of the CONTROL POSITION selection switch at the for No.2 and No.3 generator to feed both No.1 and No.2 4. Local Control Available for the Diesel Generator (Flow Chart FC11A)
generator engine local control panel. REMOTE must be selected to enable 6.6kV main switchboards (but not simultaneously). Selection The diesel generators can be locally controlled at the generator engine local
either manual starting/stopping from the main switchboard or automatic is achieved by means of pushbuttons located on No.1 and control panels as follows:
starting/stopping from the automatic control system. No.2 6.6kV main switchboard synchronising panels. With
reference to illustration 2.13.2a, if the control place selected a) It is assumed that the diesel engine is ready to start, engine start
The 6.6kV main switchboard control location flow charts and indication table is No.1 6.6kV main switchboard (HM1), the pushbuttons at conditions are normal.
are shown in illustration 2.13.2a. HM1 synchronising panel are used and remote control of No.2
and No.3 diesel generators is available at HM1. If the control b) The CONTROL POSITION switch on the generator local
Note: For further details of the flow charts referred to in the following place selected is No.2 6.6kV main switchboard (HM2), the control panel at the engine is turned to the LOCAL position.
descriptions, please refer to drawing No. DV961E021 High Voltage pushbuttons at HM2 synchronising panel are used and remote The READY FOR START indicator on the generator local
Switchboard. control of No.2 and No.3 diesel generators is available at control panel at the engine will be illuminated.
HM2.
1. Remote Control Available (HVMSB For DG1 and DG4) (Flow Chart Local control from generator engine local control panel is now available.
FC11) 3) Remote Control Available (IAS) and Auto Start Available (Flow Chart
The procedure for remote control of the No.1 and No.4 diesel generators is as FC11) 5. Manual Diesel Generator Engine Start - Local (Flow Chart FC12)
follows: The procedure for automatic control of the No.2 and No.3 diesel generators is The diesel generator engines can be started locally from the generator engine
as follows. It is assumed that the diesel generator vacuum circuit-breakers are local control panels. It is assumed that the diesel generator is stopped and is
a) It is assumed that the diesel engines are ready to start, engine in the connected position: ready to start.
start conditions are normal.
a) It is assumed that the diesel engine is ready to start, engine start a) Local control is selected as described in procedure No.3.
b) The CONTROL POSITION switch on the generator local conditions are normal.
control panel at the engine is turned to the REMOTE position. b) Start the generator by pressing the START pushbutton on the
b) The CONTROL POSITION switch on the generator local local panel. The generator receives a start command and starts.
control panel at the engine is turned to the REMOTE position.
Observe the running lamp, frequency meter and voltmeter on the 6.6kV main
switchboard.

Illustration 2.13.2b 6.6kV Main Switchboards Layout

No.1 6.6kV Main Switchboard
(Starboard Main Switchboard Room
Engine Room 1st Deck)
Panel 1AA Panel 1A Panel 1B Panel 1C Panel 1D Panel 1E Panel 1F Panel 1G Panel 1H Panel 1J Panel 1K Panel 1L Panel 1M
No.1 Bus Tie Synchronising No.3 Diesel No.2 Diesel No.1 Diesel No.1 6.6kV No.1 6.6kV No.1 No.1 No.1 No.1 IG Scrubber Pump
Remote Panel Panel Generator Panel Generator Panel Generator Panel Cargo Switchboard Main Transformer N2 Compressor BOG Compressor BOG Compressor Ballast Pump Panel Panel
RIO HM1HM2 S1 D3S D2S D1S Feeder Panel Feeder Panel Feeder Panel Low Speed Panel High Speed Panel BA1 IG1
Panel HM1HC1 HM1LM1 F1 BG1L BG1H
Port Starboard
No.2 6.6kV Main Switchboard

(Port Main Switchboard Room
Engine Room 1st Deck)
Panel 2M Panel 2L Panel 2K Panel 2J Panel 2H Panel 2G Panel 2F Panel 2E Panel 2D Panel 2C Panel 2B Panel 2A Panel 2AA
No.2 Standby No.2 No.2 No.2 No.2 6.6kV No.2 6.6kV No.4 Diesel No.3 Diesel No.2 Diesel Synchronising Bus Tie No.2
Ballast Pump Panel Ballast Pump Panel BOG Compressor BOG Compressor N2 Compressor Main Transformer Cargo Switchboard Generator Panel Generator Panel Generator Panel Panel Panel Remote
BA2 BA3 Low Speed Panel High Speed Panel Feeder Panel Feeder Panel Feeder Panel D4P D3P D2P S2 HM2HM1 RIO
BG2L BG2H F2 HM2LM2 HM2HC2 Panel
Port Starboard

6. Manual Diesel Generator Engine Start and Stop - Remote Switchboard 8. Diesel Generator Running-Manual Parallel Running of Diesel Generator 9. Manual Load Shift and VCB Disconnection and Diesel Generator
(Flow Chart FC12) - Switchboard Operation (Flow Chart FC14) Engine Stop - Switchboard Operation (Flow Chart FC15)
It is assumed that remote control from the relevant 6.6kV main switchboard It is assumed that the generator engine has been started and the correct voltage It is assumed that remote control from the relevant 6.6kV main switchboard is
is available. This is described in procedures No.1 and No.2. The engine is established at the relevant main switchboard as described in procedure No.4 or available. This is described in procedures No.1 and No.2.
assumed to be in the stopped condition. No.5.
a) Adjust the relevant GOVERNOR MOTOR switch (GCS) for
a) Press the relevant ENGINE START pushbutton (PNST) at the a) Turn the CHECK SYNCHRO selection switch (COS-CH) on the generator to be removed from service at the relevant 6.6kV
6.6kV main switchboard synchronising panel. the 6.6kV main switchboard synchronising panel to the ON main switchboard synchronising panel to reduce the load on the
position. diesel generator.
b) The engine receives a start command and starts. When the engine
has started (≥ 300 rpm) the READY TO START indicator at the b) Turn the SYNCHROSCOPE selection switch (SYS-5) at the b) When the load on the generator is zero or close to zero, turn the
relevant 6.6kV main switchboard synchronising panel will be relevant 6.6kV main switchboard synchronising panel to the relevant VCB CONTROL switch (BCS) at the relevant 6.6kV
extinguished. If the engine fails to start the READY TO START incoming generator position (D1S, D2S, D2P, D3S, D3P or main switchboard synchronising panel to the OPEN position.
indicator is extinguished and a START FAIL alarm is generated D4P).
via the IAS. c) The VCB will receive an open command and will open.
c) Turn the relevant GOVERNOR MOTOR switch (GCS) on the The VCB OPEN indicator on the relevant main switchboard
c) To stop the generator, press the relevant ENGINE STOP main switchboard synchronising panel to raise or lower the generator panel is illuminated.
pushbutton (PNSP). incoming generator speed until the synchroscope needle is
rotating slowly in the clockwise direction (about one revolution d) There are several methods of stopping the generator engine:
7. Diesel Generator Running - VCB Closure Onto a Dead Bus - Switchboard every five to ten seconds).
• Full automatic stop via the IAS.
Operation (Flow Chart FC13)
d) When the synchroscope needle approaches the 12 o’clock • Manual stop by pressing the ENGINE STOP pushbutton
It is assumed that the generator engine has been started and the correct voltage position (synchronism), pull and turn the VCB CONTROL (PNSP) at the relevant main switchboard synchronising
established at the relevant main switchboard as described in procedure No.4 or switch (BCS) on the main switchboard, synchronising panel to panel.
No.5. the CLOSE position. • Manual stop by pressing the ENGINE STOP pushbutton at
the generator engine local control panel.
a) Turn the relevant VCB CONTROL switch (BCS) at the relevant e) The relevant diesel generator VCB receives a close command
6.6kV main switchboard synchronising panel to the CLOSE and closes.
position. (This is a pull to turn, spring return to centre type 10. Manual Bus Tie VCB Close Operation (Flow Chart FC21)
switch). The procedure to close the 6.6kV main switchboard bus ties (HM1HM2 and
CAUTION
If the CHECK SYNCHRO switch is left in the OFF position, the HM2HM1) is as follows. For the sake of clarity, the following procedure
b) The VCB will receive a close command and will close. assumes that control of the main switchboards is available at the No.1 6.6kV
generator VCB will attempt to close when the VCB CONTROL switch
(BCS) is turned to the CLOSE position, irrespective of synchroscope main switchboard, HM1, (the procedure is the same if control was from
c) Manual or automatic frequency control is available. For automatic HM2):
frequency control, the LOAD SHARING AND FREQUENCY position.
MOTOR selection switch (COS-P1 for HM1, and COS-P2 for a) A check is made by the operator to see if HM1HM2 is open or
HM2) on the main switchboard synchronising panel is turned to f) Manual or automatic frequency control is available. For automatic
closed. If HM1HM2 is closed, continue the procedure at point
the AUTO position. For manual frequency control COS-P1 or frequency control, the LOAD SHARING AND FREQUENCY
k).
COS-P2 is turned to the MANU position. Frequency control is CONTROL selection switch (COS-P1 for HM1, and COS-P2 for
then carried out by use of the relevant GOVERNOR CONTROL HM2) on the main switchboard synchronising panel is turned to
b) A check is made by the operator to see if HM2HM1 is open.
switch (GCS) at the 6.6kV main switchboard synchronising the AUTO position. For manual frequency control COS-P1 or
If HM2HM1 is open, HM1HM2 can be closed by turning the
panel. COS-P2 is turned to the MANU position. Frequency control is
HM1HM2 VCB CONTROL switch (BCS) on the No.1 6.6kV
then carried out by use of the relevant GOVERNOR MOTOR
main switchboard synchronising panel to the CLOSE position.
The diesel generator is now supplying the main switchboard. switch (GCS) at the 6.6kV main switchboard synchronising
Either HM1HM2 is closed or HM2HM1 is closed,
panel.
c) A check is made by the operator to see if both sides of the bus tie
breakers are alive. If both sides are alive, continue the procedure
at point f).

Illustration 2.13.2c 6.6kV Main Switchboards Generator and Synchronising Panels
No.2 DIESEL GENERATOR

(AC 6.6kV 3Ø 60Hz 4300kW) D2S SYNCHRO PANEL S1
2 23
EXCITER 1 1
1 Ammeter (Exciter) TOO FAST TOO SLOW 1 Control Position Indication
HIGH LOW HIGH LOW PREFERENTIAL
HM2 IAS HM1 HM2 IAS HM1
22
5 10
3 3
FREQUENCY FREQUENCY VOLTAGE VOLTAGE TRIP
15
2 Power Factor Meter 2 Synchroscope

0
1 A HM2
CONTROL POSITION
HM1
CONTROL POSITION
SHORE
3 Ammeter 3 Synchronising Lamps

AC220V CONT. DC110V CONT. DC24V CONT. EM’CY GEN EM’CY GEN
SOURCE SOURCE SOURCE RUN STANDBY POWER
ON
SYNCHRO LAMP
SYNCHRO LAMP EARTH LAMP
(D1S/D2S/D3S/
(HM1HM2/HM2HM1) (R) (S) (T)
D2P/D3P/D4P)
4 Voltmeter 4 Wattmeter
COSφ A V Hz kW kW kW V Hz kW kW kW
5 Frequency Meter 5 Voltmeter (Bus)
S1 10 6 Generator Protection and Power Management Unit 4 4 4 5 24 4 4 4 6 Voltmeter (Generator)
2 3 4 5 D4P D3P D2P BUS BUS D3S D2S D1S
7 Space Heater On/Off Switch VCB

NON CLOSE
REVERSE
POWER
TRIP
OVER
CURRENT
TRIP
VCB
NON CLOSE
REVERSE
POWER
TRIP
OVER
CURRENT
TRIP
VCB
NON CLOSE
REVERSE
POWER
TRIP
OVER
CURRENT
TRIP
V Hz
VCB
NON CLOSE
REVERSE
POWER
TRIP
OVER
CURRENT
TRIP
VCB
NON CLOSE
REVERSE
POWER
TRIP
OVER
CURRENT
TRIP
VCB
NON CLOSE
REVERSE
POWER
TRIP
OVER
CURRENT
TRIP
7 Alarm and Status Indication
ES 11 8 Ammeter Phase Selection Switch GEN RUN
READY TO
START
AUTO
SYANDBY GEN RUN
READY TO
START
AUTO
SYANDBY GEN RUN
READY TO
START
AUTO
SYANDBY
6 25 GEN RUN
READY TO
START
AUTO
SYANDBY GEN RUN
READY TO
START
AUTO
SYANDBY GEN RUN
READY TO
START
AUTO
SYANDBY
8 VCB Control Switch
GEN. GEN.
CURRENT
A
kA
%
No.2 (D2S)
HIMAP - BCG
9 Frequency and Voltmeter Phase Selection Switch 7 7 7 7 7 7 9 Frequency and Voltmeter Phase Selection Switch (Bus)
DIESEL GENERATOR VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB
VOLTAGE
12
V
OPEN CLOSED TRIP OPEN CLOSED TRIP OPEN CLOSED TRIP OPEN CLOSED TRIP OPEN CLOSED TRIP OPEN CLOSED TRIP
2008.07.11 14:47:30 ACK
DES
kV
EM.STOP
POWER
%
kW
MW
LS: ON PM: ON
Autom.
Manual
10 AVR/MVR Selection Switch (Located Inside Panel) VCB CONTROL VCB CONTROL VCB CONTROL FREQUENCY &
VOLTMETER
FREQUENCY &
VOLTMETER
VCB CONTROL VCB CONTROL VCB CONTROL
10 Engine Stop Pushbutton
% G
6 FREQ. / PF
cos
Hz
F1
METERS
F2
ALARMS
F3
PROCESS
F4
11 Pre-Excitation Switch (Located Inside Panel) OPEN CLOSE OPEN CLOSE OPEN CLOSE
R-S
S-T
T-R D2P
OFF
D3S
OPEN CLOSE OPEN CLOSE OPEN CLOSE
11 Engine Start Pushbutton
TRIP
START AUTO I
UP
13 OFF OFF D3P D2S
8 8 8 9 8 8 8
ALARM D4P D1S
READY
COM.
STOP MANU. O
LEFT ENTER RIGHT
12 De-Excitation Switch (Located Inside Panel) 26 12 VCB Status Indication

HYUNDAI
HEAVY INDUSTRIES CO. LTD.
SYS. CHECK DOWN
MVR BUS GEN.
13 Manual Voltage Regulator (Located Inside Panel) 10 11 10 11 10 11 13 Governor Motor Switch

10 ENGINE
STOP
ENGINE
START 11 12 VCB
OPEN
VCB
CLOSED
VCB
TRIP 12 VCB
OPEN
VCB
CLOSED
VCB
TRIP
ENGINE
STOP
ENGINE
START
ENGINE
STOP
ENGINE
START
ENGINE
STOP
ENGINE
START
SPACE HEATER
AMMETER
FREQUENCY &
VOLTMETER
14 Voltage Regulator (Located Inside Panel) GOVERNOR MOTOR 12 12 VCB CONTROL VCB CONTROL GOVERNOR MOTOR GOVERNOR MOTOR GOVERNOR MOTOR
14 Control Position Switch (Normal/IAS/HM1)
S S-T OFF HM1 / HM2 SELECT HM1 / HM2 SELECT OFF OFF OFF
OFF ON
R T R-S T-R FOR DG3 FOR DG2
OFF OFF OFF OFF 15 Generator VCB (Located Inside Panel) 13

LOWER RAISE
D3P D3S D2P D2S

OPEN CLOSE OPEN CLOSE
13
LOWER RAISE
13
LOWER RAISE
13
LOWER RAISE
15 Control Position Switch (IAS/HM1)

8 8
(HM2) (HM1) (HM2) (HM1)
VR 14 16 Test Terminal 16 Synchroscope Selection Switch

7 8 9
D4P D3P D2P HM2HM1 HM1HM2 D3S D2S D1S 17 Synchroscope Selection Switch, HM2,HM1 / HM1,HM2
18 Alarm Reset Pushbutton
19 Lamp Test Pushbutton
20 Load Sharing and Frequency Control Switch
14 15 16 17
CONTROL POSITION CONTROL POSITION
SYNCHROSCOPE SYNCHROSCOPE
21 Check Synchro Switch
OFF OFF
NORMAL
OFF HM1/IAS HM1 IAS HM2HM1 HM1HM2
D2P D2S
15 D3P
D4P D4S
D3S
22 Earth Lamps
23 Alarm and Status Indication
18 19 20 21
ALARM RESET LAMP TEST
LOAD SHARING &
FREQUENCY CONTROL
CHECK SYNCHRO
24 Frequency Meter (Bus)
MANU AUTO OFF ON
25 Frequency Meter (Generator)

26 Frequency and Voltmeter Selection Switch (Generator)
VCB
CAUTION
WHEN No.2 GENERATOR RUNNING,
INCOMING SIDE OF BREAKER
ALWAYS LIVE ON BOTH
SIDES
T ON OFF T ON OFF
OU OU
CONN
W
W
DR A
DR A
CTT1 PTT1 CTT2 PTT2
16 16 16 16
6.6kV Main Switchboards Generator Panel 6.6kV Main Switchboards Synchronising Panel

d) If only one side of the bus tie breakers is alive, a check is made m) If only one side of the bus tie breakers is alive, a check is made b) A check is made to assess the position of the generator circuit-
to confirm that the loss of power on one side is not the result of to confirm that the loss of power on one side is not the result of breakers. If there is at least one breaker closed on each 6.6kV
a bus short-circuit. If a bus short-circuit is present, the procedure a bus short-circuit. If a bus short-circuit is present, the procedure main switchboard, the procedure is inhibited.
must be halted until the cause of the short-circuit is determined must be halted until the cause of the short-circuit is determined
and the fault rectified. and the fault rectified. Note: All the generator circuit-breakers must be open on at least one of the
6.6kV main switchboards.
e) If the loss of power on one side is not the result of a bus short- n) If the loss of power on one side is not the result of a bus short-
circuit, bus tie breaker HM1HM2 or HM2HM1 can be closed by circuit, bus tie breaker HM2HM1 can be closed by turning the c) If all the generator circuit-breakers are open on at least one of
turning the relevant VCB CONTROL switch (BCS) on the No.1 relevant VCB CONTROL switch (BCS) on the No.1 6.6kV the 6.6kV main switchboards, an HM1HM2 close command can
6.6kV main switchboard synchronising panel to the CLOSE main switchboard synchronising panel to the CLOSE position. be issued via the IAS. HM1HM2 and/or HM2HM1 close.
position. Both bus tie breakers are now closed, effectively Both bus tie breakers are now closed, effectively forming one
forming one 6.6kV main bus bar. 6.6kV main bus bar. d) To open the bus tie circuit-breakers an HM1HM2 open command
can be issued via the IAS. HM1HM2 and HM2HM1 open.
f) Continued from point c). If both sides of the bus tie breakers are o) Continued from point l). If both sides of the bus tie breakers are
alive, turn the CHECK SYNCHRO selection switch (COS-CH) alive, turn the CHECK SYNCHRO selection switch (COS-CH)
on the No.1 6.6kV main switchboard synchronising panel to the on the No.1 6.6kV main switchboard synchronising panel to the 12. VCB Abnormal Trip (Bus Alive) or Overload (Preference Trip) (Flow
ON position. ON position. Chart FC51)
In the event of a VCB abnormal trip which does not result in a blackout, the
g) Turn the SYNCHROSCOPE selection switch (SYS-6) at the p) Turn the SYNCHROSCOPE selection switch (SYS-6) at the vessel’s 1st, 2nd and 3rd stage preference trip systems will operate to reduce
No.1 6.6kV main switchboard synchronising panel to the No.1 6.6kV main switchboard synchronising panel to the the load on the generator(s). A VCB abnormal trip can be caused by generator
HM2HM1 or HM1HM2 position (dependent upon which bus HM2HM1 position. engine trouble, engine emergency/manual stop, short-circuit current, generator
tie breaker is open). internal short-circuit, undervoltage, overvoltage, overcurrent, reverse power or
q) Turn the relevant GOVERNOR CONTROL switch (GCS) on as the result of a mechanical fault with the breaker.
h) Turn the relevant GOVERNOR MOTOR switch (GCS) on the the main switchboard synchronising panel to raise or lower the
main switchboard synchronising panel to raise or lower the generator speed until the synchroscope needle is rotating slowly In the event of an overload (frequency less than or equal to 95% of the normal
generator speed until the synchroscope needle is rotating slowly in the clockwise direction (about one revolution every five to ten rating for 5 seconds, current greater than or equal to 100% of the normal rating
in the clockwise direction (about one revolution every five to ten seconds). for 5 seconds) the vessel’s 1st stage preference trip system will operate to
seconds). reduce the load on the generator(s). A preference trip alarm will be activated at
i) When the synchroscope needle approaches the 12 o’clock r) When the synchroscope needle approaches the 12 o’clock position the HIMAP-BC and on the alarm monitoring and control system.
position (synchronism), pull and turn the HM1HM2 or HM2HM1 (synchronism), pull and turn the HM2HM1 VCB CONTROL
VCB CONTROL switch (BCS) on the main switchboard, switch (BCS) on the main switchboard, synchronising panel to In the event of an overload (current greater than or equal to 105% of the normal
synchronising panel to the CLOSE position. the CLOSE position. rating for 30 seconds, 120% of the normal rating for 10 seconds or 130% of
the normal rating for 5 seconds ) the vessel’s 1st, 2nd and 3rd stage preference
j) The bus tie breaker receives a close command and closes. Both s) The bus tie breaker receives a close command and closes. Both trip system will operate to reduce the load on the generator(s). The 2nd stage
bus tie breakers are now closed, effectively forming one 6.6kV bus tie breakers are now closed, effectively forming one 6.6kV preference trip will operate 5 seconds after the 1st stage if the overcurrent
main bus bar. main bus bar. condition is still present. The 3rd stage preference trip will then operate 5
seconds after the 2nd stage if the overcurrent condition is still present. A
preference trip alarm will be activated on the IAS and the preference trip alarm
CAUTION CAUTION
indication is illuminated on the 6.6kV main switchboard synchronising panel.
If the CHECK SYNCHRO switch is left in the OFF position, the bus tie If the CHECK SYNCHRO switch is left in the OFF position, the bus tie
breaker will attempt to close when the VCB CONTROL switch (BCS) is breaker will attempt to close when the VCB CONTROL switch (BCS) is Operation of the preference trip system result in a start command to the standby
turned to the CLOSE position, irrespective of synchroscope position. turned to the CLOSE position, irrespective of synchroscope position. diesel generator. The diesel generator will start, synchronise and connect to the
6.6kV main switchboard. Selection of the standby generator can be carried out
k) Continued from point a). Bus tie breaker HM1HM2 is closed, 11. Manual VCB Control for The Bus Tie Circuit (IAS Operation) (Flow at the IAS operator station.
HM2HM1 is open. Chart FC23)
Please refer to Section 2.13.8 for details of the consumers affected by the
l) A check is made by the operator to see if both sides of the bus tie The procedure for bus tie circuit-breaker control via the IAS is as follows. It is preference trip system.
breakers are alive. If both sides are alive, continue the procedure assumed that IAS control is available as described in procedure No.3:
at point o).
a) At least one bus tie VCB is open.

13. Bus Abnormality Settings (Flow Chart FC51) different time delays are defined. A load-dependent stop is initiated if the load 12 Port Cargo Pump 460kW 598kW 120s IAS
on the remaining generators after stop will be less than the specified value. The for No.4 Cargo Tank
The normal voltage and frequency levels at the main switchboard are:
heavy load setting is 85% for 15 seconds with the light load setting at 70% for
• Voltage: 6,600V 13 Port Cargo Pump 460kW 598kW 120s IAS
900 seconds. The following table shows the initial parameters for the load-
for No.5 Cargo Tank
• Frequency: 60Hz dependent start/stop function:
14 No.1 HD Comp. 1,120kW 2,016kW 120s IAS
Under certain fault conditions the voltage and frequency may rise or lower No. of Start Delay Start Delay Stop Delay 15 No.2 HD Comp. 1,120kW 2,016kW 120s IAS
according to the fault. These fluctuating levels are undesirable for the operation DG’s Limit 1 Time 1 Limit 2 Time 1 Limit Time 16 No.1 N2 Comp. 6,000kW 5,969kW 120s IAS
of the ship’s plant. There are bus abnormality limits for main bus voltage and 1 85% 15s 90% 10s 17 No.2 N2 Comp. 6,000kW 5,969kW 120s IAS
frequency deviation and these are as follows: 2 85% 15s 90% 10s 70% 15 min 18 No.1 BOG Comp. 400kW 1,800kW 120s IAS
3 85% 15s 90% 10s 70% 15 min 19 No.2 BOG Comp. 400kW 1,800kW 120s IAS
• Low voltage: 6,435V for 5 seconds (97.5%) 4 70% 15 min 20 Water Spray Pump 380kW 494kW 120s IAS
• Low low voltage: 6,270V for 5 seconds (95%)
• High voltage: 6,765V for 5 seconds 15. Automatic Parallel Running in Response to Large Motor Start Load-Sharing
(102.5%) If the load on a running generator is too high to permit the safe starting of one
of the vessel’s large motors, the standby diesel generator will be started and The IAS power management system supports the following load-sharing
• High high voltage: 6,930V for 5 seconds (105%)
paralleled to provide adequate capacity. The motor will have its start delayed options:
• Low frequency: 58.5Hz for 1 second (97.5%)
until the standby generator is connected and the load is equally shared. The • Symmetric load-sharing
• Low low frequency: 57Hz for 5 seconds (95%) standby generator will go through the same automatic paralleling sequence
• Asymmetric load-sharing
as for an overload situation. The heavy consumer start block function can be
• High frequency: 61.5Hz for 5 seconds
switched off and on from the operator station. The following table shows the
(102.5%) The load-sharing mode can be individually selected for each generator. Load-
consumers affected:
• High high frequency: 63Hz for 5 seconds (105%) sharing is based on the active power measurements (kW).
No. Consumer Rated Blocking Time Out Blocking
In the event of a high voltage, low voltage or high frequency condition Power Limit Activated Symmetric Load-Sharing
occurring, an alarm is activated. By When two or more generators are running in parallel and asymmetric load-
1 No.1 Ballast Pump 390kW 507kW 120s IAS sharing has not been requested, the load is shared equally between the
In the event of a low frequency condition occurring, the standby generator is
2 No.2 Ballast Pump 390kW 507kW 120s IAS generators according to the capacity of each generator.
started, synchronised with the running generator and connected to the 6.6kV
main bus bar. 3 Standby Ballast 390kW 507kW
Pump An alarm is activated when the load on one generator differs from others by
more than 10% (the deviation set values are adjustable at the IAS).
In the event of a low low frequency, high high frequency, low low voltage or 4 Stbd Cargo Pump 460kW 598kW 120s IAS
high high voltage. The standby generator is started, when voltage is established for No.1 Cargo Tank
the running generator VCB receives an open command and opens. The standby 5 Stbdy Cargo Pump 460kW 598kW 120s IAS Asymmetric Load-Sharing
generator VCB then receives a close command and closes. The standby for No.2 Cargo Tank Asymmetric load-sharing is used to burn off carbon accumulated during
generator will then be supplying the 6.6kV main switchboard. engine low load operations. In asymmetric load-sharing mode one generator
6 Stbd Cargo Pump 460kW 598kW 120s IAS
for No.3 Cargo Tank (master) will be set at a constant load (eg, 80%, set at the IAS), while the
To enable these procedures, remote control from the IAS and automatic start other generators (slave) will share the remaining load equally. If the remaining
must be available as described previously in procedure No.3. 7 Stbd Cargo Pump 460kW 598kW 120s IAS
for No.4 Cargo Tank load on the slave generator drops below a minimum load (eg, 20% set at the
IAS), the load on the master generator will be reduced. If the load on the slave
8 Stbd Cargo Pump 460kW 598kW 120s IAS
14. Load-Dependent Start and Stop generators exceeds a maximum setting (eg, 80% set at the IAS), the load will
for No.5 Cargo Tank
be shared symmetrically between all generators.
The IAS power management system will always ensure that the correct number 9 Port Cargo Pump 460kW 598kW 120s IAS
of generators are connected for the actual electric power demand. To enable for No.1 Cargo Tank
load-dependent start and stop, the load-dependent start and stop functions must 10 Port Cargo Pump 460kW 598kW 120s IAS
be switched on and the generators set to standby. for No.2 Cargo Tank
The load-dependent start and stop function is based on the percentage load 11 Port Cargo Pump 460kW 598kW 120s IAS
of the connected generators. For load-dependent start, two sets of values with for No.3 Cargo Tank

Main Generator VCB Trip Settings
The ship’s generators are protected from the abnormal conditions described
below by means of their reverse power trip, short-circuit trip, overcurrent
trips, undervoltage trip, overvoltage trip, directional earth fault overcurrent trip
and differential protection. The trips are initiated via the HIMAP BCG unit
mounted on each of the 6.6kV main switchboard generator panels. The settings
are shown in the following table:
Protection HIMAP BCG Setting Time

ANSI Code
Short-Circuit 50 250% Instantaneous
Overcurrent 51 110% 0.22 seconds
Undervoltage 27 60% 2 seconds
Reverse Power 32R 10% 10 seconds
Overvoltage 59 110% 5 seconds
Directional Earth Fault 67 5 mA 1 second
Overcurrent
Differential Trip 87G 20% 0.5 seconds

Illustration 2.13.3a Emergency Generator Switchboard and Local Control Panels
EMERGENCY GENERATOR PANEL

(AC450V 3Ø 60Hz 850kW) D
1
DC24V EMER STOP ACB ACB READY TO AUTO
SOURCE GEN RUN
SOURCE OPEN CLOSED START STANDBY
FAIL

A kW V
2 3 4
GEN: 0-2000A
SHORE: 0-2000A
1 2 3 4 5 6
0 0 0 0 0 0 Hz Emenergncy Generator Panel Key SOURCE

AUTOSTART
ST-BY
RUNNING START FAIL
OVERSPEED
TRIP
INSTRUMENT PANEL
LO LOW
PRESS.
Emenergncy Generator Local Panel Key
POWER RESET TRIP
6
5 C.F.W HIGH C.F.W HIGH BATT & BATTERY CFW LOW
LO LOW PRESS LO HIGH TEMP
TEMP. TEMP. CHARGER PRESS
7 8 1 Alarm and Status Indication TRIP ALARM
ALARM ALARM FAIL ALARM ALARM
COOLANT HEATER
OFF ON OFF
SPACE HEATER
ON 9 7 8 9 10 11 12 1 Source Indication
2 Ammeter
AFTER ENGINE OVERSPEED, 2 Auto Start Standby Indication
3 Wattmeter ENGINE PANEL SWITCH (OFF-RUN-START)
BACK TO RUN POSITION TO RESET SYSTEM 3 Running Indication
11 12 4 Voltmeter
4 Start Fail Indication
Frequency Meter
FREQUENCY &
ACB TROUBLE
ENGINE CONTROL VOLTMETER FOR GEN & SC
S-T
5
Overspeed Trip Instrument Panel Power Reset Indication
RESET
STOP START R-S T-R
5
10 SHORE OFF
6 Running Hour Meter

13 START STOP RESET LAMP&BELL TEST
6 LO Low Pressure Trip Indication
7 Coolant Heater On/Off Switch
BCS 7 CFW High Temperature Trip Alarm Indication
AMMETER ACB CONTROL GOVERNOR MOTOR 8 Space Heater On/Off Switch 13 14 15 16
S OFF
8 CFW High Temperature Alarm Indication
Voltage Regulator (Located Inside Panel)
R T
9
OPEN CLOSE LOWER RAISE
SHORE OFF

TO AUTO AFTER TESTING 9 LO Low Pressure Alarm Indication
14 15 16 10 ACB Trouble Reset Pushbutton
POWER SOURCE
BELL STOP (OFF - ON)
STARTING
MANUAL-AUTO
CFW & LO TRIPS
10 LO High Temperature Alarm Indication
11 Engine Control Switch E/G MODE-TEST MODE
OFF ON MANUAL AUTO E/G TEST 11 Battery and Battery Charger Failure Alarm Indication
12 Frequency and Voltmeter Selection Switch 17 18 19 20
MODE MODE
12 CFW Low Pressure Alarm Indication

13 Sequence Test Switch (Located Inside Panel)
14 Ammeter Selection Switch
17 15 Generator ACB Control Switch EM’CY STOP
(PUSH LOCK & TURN RESET) 15 Reset Pushbutton
16 Governor Motor Control Switch
21 16 Lamp and Bell Test Pushbutton
17 Generator ACB
T
SE
RE
O OFF CHARGED
17 Bell Stop Pushbutton
RE
18 Power Source On/Off Switch
SE
OFF ON T
O I
19 Manual/Auto Selection Switch

stx Engine 20 CFW & LO Trips Switch
21 Emergency Stop Pushbutton
Emergency Generator Local Control Panel
Emergency Generator Panel

(Located on Emergency Switchboard)

2.13.3 Emergency Switchboard and Generator 3. Remote Control Available and Automatic Start Available (Standby) e) After confirmation that the emergency generator has reached
Operation (Flow Chart FC11) its operating speed and voltage has been established, pull out
For automatic start to be available the following procedure must be followed: and turn the ACB CONTROL switch (BCS) at the emergency
The vessel is equipped with one diesel-driven emergency generator. Under switchboard to the CLOSE position. This switch is a spring
normal conditions the emergency switchboard is supplied from the main a) The emergency generator interlocks are normal, the engine is return to centre type. The generator ACB closes and the ACB
switchboard. In the event of failure of the normal supply, the emergency ready to start. CLOSED lamp at the emergency switchboard, emergency
generator will start automatically and connect to the emergency switchboard. generator panel is illuminated.
Interlocks are provided which prevent the emergency generator running in b) The emergency generator MANUAL/AUTO switch is set to
parallel with any of the main diesel-driven generators. the AUTO position at the emergency generator local control The emergency generator now feeds the emergency switchboard.
panel. The READY TO START indication at the emergency
Note: The flow charts referred to in the following sections comes from vendor switchboard, emergency generator panel is illuminated. 5. Manual Operation: ACB Disconnection and Engine Stop (Flow Chart
drawing No.DV961E004 (Emergency Switchboard and Shore Connection FC13)
Box). c) The emergency generator MODE SELECTION switch (COS- It is assumed that the emergency generator is feeding the emergency
A) is set to AUTO at the 440V incoming panel (panel F) on the switchboard as described in procedure No.4 and that manual control from the
1. Emergency Generator Local Control Available (Flow Chart FC11) emergency switchboard. The AUTO STANDBY indication at the emergency switchboard is available.
emergency switchboard emergency generator is illuminated.
For local control from the emergency generator engine control panel the
following procedure must be followed: a) Pull out and turn the ACB CONTROL switch (BCS) on the
Automatic start of the emergency generator is now available. emergency switchboard, emergency generator panel to the
a) The emergency generator interlocks are normal, the engine is OPEN position.
ready to start. 4. Manual Operation: Generator Start and Connection Onto Dead Bus
(Flow Chart FC12) b) The emergency generator ACB receives an open command and
b) The emergency generator MANUAL/AUTO switch is set to the It is assumed that the emergency generator is in manual control from the opens. The emergency switchboard blacks out.
MANUAL position at the emergency generator local control emergency switchboard (procedure No.2) or local control from the emergency
panel. generator engine control panel (procedure No.1). c) The emergency generator engine can be stopped at the emergency
switchboard by turning the ENGINE CONTROL switch (ECS)
Local control of the emergency generator is now available. a) If in manual control, pull out and turn the ENGINE CONTROL on the emergency switchboard emergency generator panel to
switch (ECS) on the emergency switchboard emergency the STOP position. The emergency generator engine can also
generator panel to the START position. This switch is a spring be stopped locally at the emergency generator set local control
2. Manual Control From the Emergency Switchboard Available (Flow panel by pressing the ENGINE STOP pushbutton.
Chart FC11) return to centre type.
For manual control from the emergency switchboard the following procedure b) If in local control from the emergency generator engine control d) The engine receives a stop command and stops.
must be followed: panel, press the START pushbutton on the emergency generator
local control panel.
a) The emergency generator interlocks are normal, the engine is
ready to start. c) In both cases the emergency generator will receive a start
command and will start. If the emergency generator engine fails
b) The emergency generator MANUAL/AUTO switch is set to to start within 28 seconds of the start command, an alarm is
the AUTO position at the emergency generator local control generated via the IAS.
panel. The READY TO START indication at the emergency
switchboard, emergency generator panel is illuminated. d) If the emergency generator is in local control, turn the
emergency generator MANUAL/AUTO switch to the AUTO
c) The emergency generator MODE SELECTION switch (COS- position at the emergency generator local control panel. The
A) at the emergency switchboard, 440V incoming panel (panel emergency generator MODE SELECTION switch (COS-A) at
F) is set to MANU. the emergency switchboard, 440V incoming panel (panel F) is
set to the MANU position.
Manual control of the emergency generator is now available.

Illustration 2.13.3a Emergency Generator Switchboard and Local Control Panels

(AC450V 3Ø 60Hz 850kW) D
1
DC24V EMER STOP ACB ACB READY TO AUTO
SOURCE GEN RUN
SOURCE OPEN CLOSED START STANDBY
FAIL

A kW V
2 3 4
GEN: 0-2000A
SHORE: 0-2000A
1 2 3 4 5 6
0 0 0 0 0 0 Hz Emenergncy Generator Panel Key SOURCE

AUTOSTART
ST-BY
RUNNING START FAIL
OVERSPEED
TRIP
INSTRUMENT PANEL
LO LOW
PRESS.
Emenergncy Generator Local Panel Key
POWER RESET TRIP
6
5 C.F.W HIGH C.F.W HIGH BATT & BATTERY CFW LOW
LO LOW PRESS LO HIGH TEMP
7 8 1 Alarm and Status Indication TRIP ALARM
ALARM ALARM FAIL ALARM ALARM
COOLANT HEATER
OFF ON OFF
SPACE HEATER
ON 9 7 8 9 10 11 12 1 Source Indication
2 Ammeter
AFTER ENGINE OVERSPEED, 2 Auto Start Standby Indication
3 Wattmeter ENGINE PANEL SWITCH (OFF-RUN-START)
BACK TO RUN POSITION TO RESET SYSTEM 3 Running Indication
11 12 4 Voltmeter
4 Start Fail Indication
Frequency Meter
FREQUENCY &
ACB TROUBLE
ENGINE CONTROL VOLTMETER FOR GEN & SC
S-T
5
Overspeed Trip Instrument Panel Power Reset Indication
RESET
STOP START R-S T-R
5
10 SHORE OFF
6 Running Hour Meter

13 START STOP RESET LAMP&BELL TEST
6 LO Low Pressure Trip Indication
7 Coolant Heater On/Off Switch
BCS 7 CFW High Temperature Trip Alarm Indication
AMMETER ACB CONTROL GOVERNOR MOTOR 8 Space Heater On/Off Switch 13 14 15 16
S OFF
8 CFW High Temperature Alarm Indication
Voltage Regulator (Located Inside Panel)
R T
9
OPEN CLOSE LOWER RAISE
SHORE OFF

TO AUTO AFTER TESTING 9 LO Low Pressure Alarm Indication
14 15 16 10 ACB Trouble Reset Pushbutton
POWER SOURCE
BELL STOP (OFF - ON)
STARTING
MANUAL-AUTO
CFW & LO TRIPS
10 LO High Temperature Alarm Indication
11 Engine Control Switch E/G MODE-TEST MODE
OFF ON MANUAL AUTO E/G TEST 11 Battery and Battery Charger Failure Alarm Indication
12 Frequency and Voltmeter Selection Switch 17 18 19 20
MODE MODE
12 CFW Low Pressure Alarm Indication

13 Sequence Test Switch (Located Inside Panel)
14 Ammeter Selection Switch
17 15 Generator ACB Control Switch EM’CY STOP
(PUSH LOCK & TURN RESET) 15 Reset Pushbutton
16 Governor Motor Control Switch
21 16 Lamp and Bell Test Pushbutton
17 Generator ACB
T
SE
RE
O OFF CHARGED
17 Bell Stop Pushbutton
RE
18 Power Source On/Off Switch
SE
OFF ON T
O I
19 Manual/Auto Selection Switch

stx Engine 20 CFW & LO Trips Switch
21 Emergency Stop Pushbutton
Emergency Generator Local Control Panel
Emergency Generator Panel


6. Emergency Generator Auto Start Due to Blackout and Emergency 7. Emergency Switchboard Changeover to Normal Supply - Manual CAUTION
Generator ACB Closure Onto Dead Bus (Flow Chart FC21) Synchronising and Bus Tie Closure (Flow Chart FC31)
If the CHECK SYNCHRO switch is left in the OFF position, the bus
It is assumed that automatic start is available as described in procedure No.3 The following is the procedure to manually change the emergency switchboard tie breaker will attempt to close when the BUS TIE CONTROL switch
and that the emergency switchboard is being supplied from the 440V main back to normal supply after the restoration of mains power following a (BCS-1 or BCS-2) on the emergency switchboard, emergency generator
switchboard. blackout or similar situation. This procedure ensures continuity of supply to the panel is turned to the CLOSE position, irrespective of synchroscope
emergency consumers. It is assumed that the emergency generator sequence position.
a) The LV main switchboard blacks out due to a 6.6kV main test switch is in the NOR position.
switchboard blackout. The incoming circuit-breaker undervoltage
i) The emergency generator ACB receives an open command
trip at the emergency switchboard operates to trip the breaker. a) The emergency switchboard is supplied by the emergency
within 0.5 seconds of the bus tie breaker closing and opens.
This results in a loss of power to the emergency switchboard. generator.
The emergency switchboard is now supplied from the main
switchboard.
b) After a 2 second delay, the emergency generator engine will b) The main 440V switchboard(s) recover mains power. The
receive a start command and will start. If the emergency emergency switchboard tie breaker is closed at No.1 or No.2
j) The emergency generator will remain idling and can be
generator engine fails to start (≥ 400rpm) within 28 seconds of 440V main switchboard.
stopped at the emergency switchboard by turning the ENGINE
the start command, an alarm is generated via the IAS.
CONTROL switch (ECS) on the emergency switchboard
Note: The emergency switchboard tie breakers at No.1 or No.2 440V main emergency generator panel to the STOP position. The emergency
c) If power is restored to the LV main switchboard within 30 seconds, switchboard are not fitted with undervoltage trips and will therefore remain generator engine can also be stopped locally at the emergency
the LV main switchboard bus tie breaker at the emergency closed upon loss of power. generator set local control panel by pressing the ENGINE STOP
switchboard will receive an automatic close command, restoring
pushbutton.
normal power to the emergency switchboard. The emergency c) The BUS TIE ACB CONTROL MODE switch (COS-BT) at
generator will remain idling and can be stopped at the emergency the emergency switchboard, 440V incoming panel (panel G) is
switchboard by turning the ENGINE CONTROL switch (ECS) turned to the MANU position. 8. Automatic Bus Tie ACB Closure Onto a Dead Bus (Flow Chart FC32)
on the emergency switchboard emergency generator panel to It is assumed that automatic start is available as described in procedure No.3.
the STOP position. The emergency generator engine can also d) At the emergency switchboard, 440V incoming panel (panel To help clarify the procedure, it is assumed and that the emergency switchboard
be stopped locally at the emergency generator set local control F), turn the SYNCHROSCOPE selection switch (SYS) to the is being supplied from the No.1 440V main switchboard (LM1). The procedure
panel by pressing the ENGINE STOP pushbutton. ESBLM1 or ESBLM2 position. is the same for the No.2 440V main switchboard (LM2).
d) If power to the LV main switchboard is not restored within the e) Turn the CHECK SYNCHRO switch (COS-CH) on the a) The BUS TIE ACB CONTROL MODE switch (COS-BT) at
30 seconds, the emergency generator ACB will receive a close emergency switchboard 440V incoming panel (panel F) to the the emergency switchboard, 440V incoming panel (panel G) is
command and will close. The emergency switchboard is now ON position. turned to the AUTO position.
being supplied from the emergency generator.
f) Turn the GOVERNOR MOTOR switch (GCS) on the emergency b) The No.1 440V main switchboard bus tie breaker at the
Note: The emergency generator ACB will close within 45 seconds of the switchboard emergency generator panel to raise or lower the emergency switchboard, ESBLM1, trips resulting in a loss of
blackout being detected. emergency generator speed until the synchroscope needle is power to the emergency switchboard.
rotating slowly in the clockwise direction (about one revolution
every five to ten seconds). c) A check is made to see if the ACB trip is a result of a bus short-
circuit. If this is the case, the procedure is halted until the cause
g) Turn the BT ACB CONTROL POSITION switch (COS-M1 or of the bus short-circuit is traced and rectified.
COS-M2) on the emergency switchboard, 440V incoming panels
(panel F or G) to the ESB position. When the synchroscope d) A check is made to see if power is available at the No.2 440V
needle approaches the 12 o’clock position (synchronism), pull main switchboard (LM2). If power is available, the No.2 440V
and turn the BUS TIE CONTROL switch (BCS-B1 or BCS-B2) main switchboard bus tie breaker at the emergency switchboard,
on the emergency switchboard, 440V incoming panels (panel F ESBLM2, receives a close command and closes. The emergency
or G) to the CLOSE position. switchboard is now supplied from the No.2 440V main
switchboard.
h) The No.1 or No.2 440V switchboard bus tie breaker receives a
close command and closes. e) If power is not available at the No.2 440V main switchboard
(LM2), the emergency generator start sequence is commenced.

f) If power is restored to the 440V main switchboards within e) When the emergency switchboard has been in the blackout n) Pull and turn the BUS TIE ACB CONTROL POSITION switch
30 seconds, the No.1 440V main switchboard bus tie breaker condition for 2 seconds, the emergency generator engine (COS-M1 or COS-M2) on the emergency switchboard, 440V
at the emergency switchboard will receive an automatic receives a start command and starts. If the emergency generator incoming panels (panel F or G) to the ESB position. When
close command, restoring normal power to the emergency engine fails to start (≥ 400rpm) within 28 seconds of the start the synchroscope needle approaches the 12 o’clock position
switchboard. If the No.1 440V main switchboard bus tie breaker command, an alarm is generated via the IAS. (synchronism), pull and turn the ACB CONTROL switch (BCS-
at the emergency switchboard fails to close, the No.2 440V main B1 or BCS-B2) on the emergency switchboard, 440V incoming
switchboard bus tie breaker at the emergency switchboard will f) When voltage is established (≥ 95%), a check is made to confirm panels (panel F or G) to the CLOSE position.
receive an automatic close command. The emergency generator that the emergency switchboard is still dead. If this is the case
will remain idling and can be stopped at the emergency the emergency generator ACB receives a close command. o) The No.1 or No.2 440V switchboard bus tie breaker receives a
switchboard by turning the ENGINE CONTROL switch (ECS) close command and closes.
on the emergency switchboard emergency generator panel to Note: If power has been restored to the emergency switchboard, the
the STOP position. The emergency generator engine can also emergency generator will remain idling and can be stopped at the emergency CAUTION
be stopped locally at the emergency generator set local control switchboard by turning the ENGINE CONTROL switch (ECS) on the If the CHECK SYNCHRO switch is left in the OFF position, the bus
panel by pressing the ENGINE STOP pushbutton. emergency switchboard emergency generator panel to the STOP position. tie breaker will attempt to close when the BUS TIE CONTROL switch
The emergency generator engine can also be stopped locally at the (BCS-1 or BCS-2) on the emergency switchboard, emergency generator
g) If power to the LV main switchboard is not restored within the emergency generator set local control panel by pressing the ENGINE STOP panel is turned to the CLOSE position, irrespective of synchroscope
30 seconds, the emergency generator ACB will receive a close pushbutton. position.
command and will close. The emergency switchboard is now
being supplied from the emergency generator. g) The emergency generator ACB closes and the emergency p) The emergency generator ACB receives an open command
generator feeds the emergency switchboard. Increase the within 0.5 seconds of the bus tie breaker closing and opens.
9. Emergency Generator Engine Test Start and ACB Closure Via Blackout generator load as required. The emergency switchboard is now supplied from the main
(Flow Chart FC41) switchboard.
h) Run the generator on load for at least 30 minutes.
In this procedure the bus tie breaker will open and the emergency switchboard
will black out. The emergency generator will start automatically and the q) The emergency generator will remain idling and can be
i) Upon completion of the test, decrease the load to the absolute stopped at the emergency switchboard by turning the ENGINE
generator ACB will close to feed the emergency switchboard. The procedure
minimum and turn the E/G SEQUENCE TEST switch to the CONTROL switch (ECS) on the emergency switchboard
is as follows:
NOR position. emergency generator panel to the STOP position. The emergency
a) The emergency generator interlocks are normal, the engine is generator engine can also be stopped locally at the emergency
j) The BUS TIE ACB CONTROL MODE switch (COS-BT) at generator set local control panel by pressing the ENGINE STOP
ready to start.
the emergency switchboard, 440V incoming panel (panel G) is pushbutton.
turned to the MANU position.
b) The engine is in the automatic start condition as described in
procedure No.3. 11. Emergency Generator Engine Testing - Off-Load (Flow Chart FC41)
k) At the emergency switchboard, 440V incoming panel (panel
F), turn the SYNCHROSCOPE selection switch (SYS) to the The generator ACB will not close in this situation. The procedure is as
c) The operator turns the E/G SEQ TEST switch (TS), located at
ESBLM1 or ESBLM2 position. follows:
the emergency switchboard, inside the emergency generator
panel, to the ENG & ACB position. The bus tie breaker receives
l) Turn the CHECK SYNCHRO switch (COS-CH) on the a) The emergency generator interlocks are normal, the engine is
an open command.
emergency switchboard 440V incoming panel (panel F) to the ready to start.
ON position.
d) The bus tie breaker opens resulting in a loss of power to
b) The engine is in the automatic start condition as described in
the emergency switchboard. The No.1 or No.2 ACB OPEN
m) Turn the GOVERNOR CONTROL switch (GCS) on the procedure No.3.
indicator on the emergency switchboard, 440V incoming panels
emergency switchboard emergency generator panel to raise or
(panels F and G) is illuminated.
lower the emergency generator speed until the synchroscope c) The operator turns the SEQUENCE TEST switch (TS), located
needle is rotating slowly in the clockwise direction (about one inside the emergency switchboard, emergency generator panel
revolution every five to ten seconds). to the ENG position. After a 2 second delay, a start command is
issued to the emergency generator.
d) If the emergency generator engine fails to start (≥ 400rpm)

within 28 seconds of the start command, an alarm is generated
via the IAS.

e) Check the generator voltage and frequency. c) Pull and turn the ACB CONTROL switch (BCS-B1 or BCS-B2) b) Pull and turn the ACB CONTROL switch (BCS-C) on the
on the emergency switchboard, 440V incoming panels (panel F emergency switchboard, cargo panel (panel E) to the CLOSE
f) When the test is complete, the operator turns the SEQUENCE or G) to the CLOSE position. position.
TEST SWITCH to the NORMAL position.
d) The emergency switchboard and the 440V main switchboard are c) Close the ESB-CSB bus tie circuit-breaker (LC2ESB) at the
g) The emergency generator will remain idling and can be now being supplied from the emergency generator. No.2 440V cargo switchboard by turning the ACB CONTROL
stopped at the emergency switchboard by turning the ENGINE switch (BCS) to the CLOSE position. This is located on the
CONTROL switch (ECS) on the emergency switchboard WARNING No.2 440V cargo switchboard. The bus tie ACB receives a close
emergency generator panel to the STOP position. The emergency When in feedback mode, the load on the emergency generator must be command and closes.
generator engine can also be stopped locally at the emergency closely monitored to prevent overload and possible blackout.
generator set local control panel by pressing the ENGINE STOP d) The emergency switchboard and the No.2 440V cargo
pushbutton. switchboard are now being supplied from the emergency
13. Manual Feedback to the No.2 6.6kV Cargo Switchboard (Flow Chart generator or from the shore power.
FC52)
12. Manual Feedback to the No.1 or No.2 440V Main Switchboard (Flow
Chart FC51) When the vessel is on shore supply or in an extreme emergency such as e) The No.2 6.6kV cargo switchboard incoming circuit-breaker
a blackout, the emergency switchboard can back-feed to the No.2 6.6kV at the No.2 440V cargo switchboard (LC2HC2) is closed by
When the vessel is on shore supply or in an extreme emergency such as a blackout, cargo switchboard. The following conditions are assumed for the procedure turning the ACB control switch (BCS) to the CLOSE position.
the emergency switchboard can back-feed the 440V main switchboards. The described: This is located on the No.2 440V cargo switchboard, incoming
following conditions are assumed for the procedure described: panel No.2 (panel C).
At the No.1 and No.2 HV Main Switchboards (HM1 and HM2)
• The emergency switchboard is being supplied by the emergency f) The No.2 6.6kV cargo transformer circuit-breaker at the No.2
• The 6.6kV bus system is dead, (this will result in the incoming
generator or from ashore. 6.6kV cargo switchboard (HC2LC2) is closed by turning the
circuit-breakers to No.1 and No.2 6.6KV cargo switchboards
VCB control switch (BCS) to the CLOSE position. This is
• The HV transformer incoming circuit-breakers at the 440V opening (HC1HM1 and HC2HM2).
located on the No.2 6.6kV cargo switchboard, No.2 HV cargo
main switchboards are open (both circuit-breakers LM1HM1
transformer panel (panel 2C).
and LM2HM2 must be open). At the No.1 and No.2 6.6kV Cargo Switchboards
• The emergency switchboard bus tie circuit-breaker at the No.1 • The No.1 and No.2 6.6kV cargo transformer circuit-breakers g) The emergency switchboard, the No.2 440V cargo switchboard
(LM1ESB) or No.2 (LM2ESB) 440V main switchboard is (HC1LC1 and HC2LC2) are open. and the No.2 6.6kV cargo switchboard are now being supplied
closed. • The 6.6kV cargo switchboards incoming circuit-breakers from the emergency generator or from the shore power.
• The 440V main switchboard bus tie circuit-breaker (LM1LM2 (HC1HM1 and HC2HM2) are open.
or LM2LM1) is open WARNING
At the No.2 440V Cargo Switchboard When in feedback mode, the load on the emergency generator must be
• The No.1 bus tie circuit-breaker (ESBLM1) at the emergency
switchboard is open. • All the air circuit-breakers (ACB) and moulded case circuit- closely monitored to prevent overload and possible blackout.
breakers (MCCB) are open, (LC2ESB, LC2HC2 and LC2LC1
• The No.2 bus tie circuit-breaker (ESBLM2) at the emergency
must be open).
switchboard is open.
• The No.2 440V cargo switchboard bus tie circuit-breaker At the Emergency Switchboard
(ESBLC2) at the emergency switchboard is open.
• The emergency switchboard is being supplied by the emergency
generator or from ashore.
a) At the emergency switchboard, pull and turn the BUS TIE
ACB CONTROL MODE selection switch (COS-BT) on the • The No.1 bus tie circuit-breaker is open (ESBLM1).
emergency switchboard, 440V incoming panel (panel G) to the • The No.2 bus tie circuit-breaker is open (ESBLM2).
FEEDBACK position.
• The No.2 440V cargo switchboard bus tie circuit-breaker is
b) Pull and turn the BUS TIE CONTROL POSITION switch open (ESBLC2).
(COS-M1 or COS-M2) on the emergency switchboard, 440V
incoming panels (panels F or G) to the ESB position. a) At the emergency switchboard, pull and turn the BUS TIE
ACB CONTROL MODE selection switch (COS-BT) on the
emergency switchboard, 440V incoming panel (panel G) to the
FEEDBACK position.

Emergency Generator Protection Equipment
The emergency generator is protected from the abnormal conditions described
below by means of the undervoltage trip, short-circuit trip and overcurrent
trips.
1. Abnormality Due to Undervoltage

The emergency generator air circuit-breaker (ACB) is equipped with an
undervoltage trip (UVT). In the event of loss of supply to the ACB, the UVT
will cause the breaker to trip when the voltage falls to 382.5V.
2. Abnormality Due to Overcurrent (Long Time Delay Trip)

The generator base current is set at 1,400A. The generator ACB pick-up
current is set at 1,470A (105% of the base current). If the generator current
exceeds 1,764A (120% of the generator ACB pick-up current) for a period of
60 seconds, the overcurrent relay will operate to trip the ACB. The overcurrent
settings are adjustable at the keypad on the ACB.
3. Abnormality Due to Overcurrent (Short Time Delay)

The generator ACB base current is set at 1,400A. If the generator current
exceeds 4,200A (300% of the generator ACB base current) the ACB will be
tripped almost instantaneously (about 300msec).
4. Abnormality Due to Overcurrent (Instantaneous Trip)

The generator ACB base current is set at 1,400A. If the generator current
exceeds 16,800A (1,200% of the generator ACB base current) the ACB will be
tripped instantaneously.

2.13.4 440V And 220V Distribution Systems
Illustration 2.13.4a No.1 440V Main Switchboard Distribution

To No.2 440V No.1 6.6kV
Main Switchboard Main Transformer
4,650kVA (1,550kVA x 3) No.1 Control & Instrument Transformer
AC6600/450V From No.1 6.6kV 60kVA, 440/230V
Main Switchboard
(Incoming Panel)
To Emergency
Switchboard
(Incoming Panel) No.1 LV Main Transformer
180kVA, 440/230V
No.1 220V
No.1 440V MAIN
FEEDER PANEL
SWITCHBOARD
No.1 Bus Tie No.1 Incomer No.1 440V No.1 440V No.1 440V No.1 440V No.1 440V No.1 440V No.1 220V No.1 220V
P PH PH P P Group Starter Panels Feeder Panel Feeder Panel
Panel Panel Feeder Feeder Feeder Feeder Feeder
00101 0602 Panel 04301 Panel Panel 04304 Panel Panel 04302 (Panels A to N) (General) (Cont. & Inst.)
(Panel 1A) (Panel 1B)
LM1HM1 (Panel 1C) LM1ESB (Panel 1D) (Panel 1E) (Panel 1F) (Panel 1G) (Panel 1H) (Panel 1J)
GSP Consumers 220V 220V

PT1 FTT ES1A P04708 No.1-2 IG Blower Consumers Consumers
PT1 P04701 IG Chiller Compressor
ES8 PT1 P04308 Galley and Laundry 440V Distribution Board (PD-5)
via 440/440V 120kVA Isolation Transformer
ES3A P04603 No.1 G/E LO Priming Pump and Cylinder LO Pump

P04401 No.1 Local Group Starter Panel (LGSP-1) ES6B ES1A P04604 No.1 Auxiliary Boiler Oil Supply
ES3A P04402 No.2 Local Group Starter Panel (LGSP-2) FTT ES1A P04605 No.1 Auxiliary Boiler Power Panel
P04403 No.4 Local Group Starter Panel (LGSP-4) P04703 No.1 N2 Compander (Cooling Water Pump)
Key
ES6A ES2A P04404 No.5 Local Group Starter Panel (LGSP-5 ES5A P04705
Emergency Stop Forward Deck Machinery (For No.1 Hydraulic Pump)
6600V ES1A
ES3A P04805 Starter for No.3 G/E LO Priming Pump and Cylinder LO Pump (E/R Fans - No.1 Group) ES5A P04706 Forward Deck Machinery (For No.3 Hydraulic Pump)
PT1 P04801 No.1 Accommodation Air Conditioning Compressor (Group A) Emergency Stop
440V ES2A
(E/R FO/DO Pumps - No.1 Group) PT3 ES5A P04707 Aft Deck Machinery (For No.1 Hydraulic Pump)
(No.1 Compressor)
Emergency Stop P04803 Provision Refrigeration Plant (No.1 Compressor)
PT1 FTT ES1A P04608 No.1-1 IG Blower 220V ES3A
(E/R LO/Hyd Oil Pumps - No.1 Group) P04804 High Pressure Water Pump
ES4 Emergency Stop (Accom. Fans)
Transformer Emergency Stop (Deck Fans/Pumps &
ES5A Fwd Fans/FO/Hyd Pumps - No.2 Group) P04503 Marine Growth Prevention System (MGPS)
P04306 PD-1 Panel (E/R 3rd Deck Starboard) ES6A
Emergency Stop P04504 Main UPS Cabinet
3Ø Moulded Case (Purifier Room Pumps (P) - No.1 Group)
P04307 PD-4 Panel (E/R 1st Deck Starboard) Circuit-Breaker P04505 No.1 IAS UPS
(MCCB) ES6B Emergency Stop
P04310 PD-6 Panel (Purifier Room Pumps (P) - No.1 Group) P04507 110V DC UPS for No.1 HV Main Switchboard
(Accommodation A Deck Electrical Distribution Panel Room) ES8 Emergency Stop (Galley)
Motor Driven P04508 110V DC UPS for No.1 HV Cargo Switchboard
M
ES6B ES2A P04405 No.6 Local Group Starter Panel (LGSP-6) Air Circuit-Breaker PT1 1st Preferential Trip FTT ES1A P04602 Starter for No.1 Auxiliary Blower (Port Main Engine)
P04406 No.7 Local Group Starter Panel (LGSP-7) PT3 3rd Preferential Trip P04606 No.1 Control Air Compressor
P04407 No.8 Local Group Starter Panel (LGSP-8) NTD NOVEC Trip (No.1 CSBD Room) P04607 No.1 Service Air Compressor
NTJ ES1A P04408 No.9 Local Group Starter Panel (LGSP-9) NTE NOVEC Trip (No.2 CSBD Room) P04704 Starboard No.1 Steering Gear
P04501 No.10 Local Group Starter Panel (LGSP-10) NTF NOVEC Trip (E/E Room) NTD PT1 ES4 P04802 No.1 Accommodation Air Conditioning Compressor (Group B)
NTE NTF GT2 (No.1 Compressor, No.1 AHU Fan)
P04502 No.11 Local Group Starter Panel (LGSP-11)
NTJ NOVEC Trip (GCU Valve Room)
FTT ES1A P04601 Starter for No.1 Auxiliary Blower (Starboard Main Engine) Spare
FTT Foam Trip (E/R Total)
Spare
GT2 Gas Trip

Illustration 2.13.4b No.2 440V Main Switchboard Distribution No.2 Control & Instrument Transformer No.2 6.6kV
To No.1 440V
60kVA, 440/230V Main Transformer
Main Switchboard
4,650kVA (1,550kVA x 3)
From No.2 6.6kV AC6600/450V
Main Switchboard
No.2 LV Main Transformer (Incoming Panel)
180kVA, 440/230V
To Emergency
Switchboard
No.2 220V No.2 440V MAIN (Incoming Panel)
FEEDER PANEL SWITCHBOARD
No.2 220V No.2 220V No.2 440V No.2 440V No.2 440V No.2 440V No.2 440V No.2 440V No.2 Incomer No.2 Bus Tie
Feeder Panel Feeder Panel Group Starter Panels Feeder P Feeder Feeder P Feeder Feeder
PH PH P
Panel Panel
(Cont. & Inst.) (General) (Panels A to N) Panel 04902 Panel Panel 04904 Panel Panel 04901 2102 00101
(Panel 2B) (Panel 2A)
(Panel 2J) (Panel 2H) (Panel 2G) (Panel 2F) (Panel 2E) (Panel 2D) (Panel 2C) LM2ESB LM2HM2 LM2LM1
220V 220V GSP Consumers

Consumers Consumers PT1 FTT ES1B P05208 No.2-2 IG Blower
PT1 ES1B P05301 IG Dryer Unit

ES6D ES1B P05204 No.2 Auxiliary Boiler Oil Supply
FTT ES1B P05205 No.2 Auxiliary Boiler Power Panel NTJ ES1B P05008 No.9 Local Group Starter Panel
PT1 ES6C ES1B P05302 IG FO Pump
P05303 No.2 N2 Compander (Cooling Water Pump) PT1 P05401 No.2 Accommodation Air Conditioning Compressor (Group A)
ES5B P05305 Forward Deck Machinery (For No.2 Hydraulic Pump) (No.2 Compressor)
ES5B P05306 Forward Deck Machinery (For No.4 Hydraulic Pump) Key PT1 FTT ES1B P05406 No.2-1 IG Blower
PT3 ES5B P05307 Aft Deck Machinery (For No.2 Hydraulic Pump) 6600V Emergency Stop Spare
ES1B
(E/R Fans - No.2 Group)
PT3 ES5B P05308 Aft Deck Machinery (For No.3 Hydraulic Pump) Emergency Stop
440V ES2B
(E/R FO/DO Pumps - No.2 Group)
P05403 Provision Refrigeration Plant (For No.2 Compressor)
Emergency Stop
P05404 High Expansion Foam Pump 220V ES3B
(E/R LO/Hyd Oil Pumps - No.2 Group) P04906 PD-2 Panel (E/R 3rd Deck Port)
ES4 Emergency Stop (Accom. Fans) P04907 PD-3 Panel (E/R 2nd Deck Workshop)
Transformer Emergency Stop (Deck Fans/Pumps & P04308 PD-6 Panel
ES5B
Fwd Fans/FO/Hyd Pumps - No.2 Group) (Accommodation A Deck Electrical Distribution Panel Room)
ES6C
Emergency Stop ES6C ES2B P05004
3Ø Moulded Case (Purifier Room Pumps (P) - No.2 Group) No.5 Local Group Starter Panel (LGSP-5)
P05102 No.11 Local Group Starter Panel (LGSP-11) Circuit-Breaker
Emergency Stop ES6D ES2B P05005 No.6 Local Group Starter Panel (LGSP-6)
(MCCB) ES6D
(Purifier Room Pumps (P) - No.2 Group)
P05104 Battery Switchboard ES8 Emergency Stop (Galley)
Motor Driven
M
Spare
P05105 No.2 IAS UPS Air Circuit-Breaker PT1 1st Preferential Trip
FTT ES1B P05201 No.2 Auxiliary Blower (Starboard Main Engine)
Spare PT3 3rd Preferential Trip
ES3B P05407 No.2 G/E LO Priming Pump and Cylinder LO Pump
FTT ES1B P05202 No.2 Auxiliary Blower (Port Main Engine) NTD NOVEC Trip (No.1 CSBD Room)
ES3B P05203 No.4 G/E LO Priming Pump and Cylinder LO Pump NTE NOVEC Trip (No.2 CSBD Room)
P05206 No.2 Control Air Compressor NTF NOVEC Trip (E/E Room)
P05207 No.2 Service Air Compressor NTJ NOVEC Trip (GCU Valve Room)
P05304 Port No.1 Steering Gear FTT Foam Trip (E/R Total)
NTD PT1 ES4 P05402 No.2 Accommodation Air Conditioning Compressor (Group B) GT2 Gas Trip
NTE NTF GT2 (No.2 Compressor, No.2 AHU Fan)
P05405 No.2 N2 Generator

Illustration 2.13.4c No.1 and No.2 220V Feeder Panel Distribution
No.2 Control & Instrument Transformer No.1 Control & Instrument Transformer
60kVA, 440/230V 60kVA, 440/230V
From No.2 440V Main Switchboard From No.1 440V Main Switchboard
(Panel 2E, Circuit P04904) (Panel 1E, Circuit P04304)
No.2 LV Main Transformer No.1 LV Main Transformer

180kVA, 440/230V 180kVA, 440/230V
From No.2 From No.1
440V Main Switchboard 440V Main Switchboard
No.2 220V (Panel 2E, Circuit P04902) (Panel 1G, Circuit P04302) No.1 220V
FEEDER PANEL FEEDER PANEL
No.2 220V No.2 220V No.1 220V No.1 220V
P Feeder Panel Feeder Panel P P Feeder Panel Feeder Panel P
04905 (Cont. & Inst.) (General) 04903 04303 (General) (Cont. & Inst.) 04305
(Panel 2J) (Panel 2H) (Panel 1H) (Panel 1J)
P05905 Engine Control Console (No.2 220V Distribution Board) P05801 LD-2 Panel (Accommodation C Deck Cable Trunk) P05501 LD-1 Panel (No.1 Wheelhouse Group Panel) P05605 Engine Control Console
P05906 Cargo Control Console (No.2 220V Distribution Board) P05802 LD-4 Panel (E/R 1st Deck Port) P05502 LD-3 Panel (Accomm Upper Deck Cargo Switchboard Room) P05606 Cargo Control Console (CO2 Console)
P00907 Engine Control Console (Signal Light Column) P05803 LPD-2 Panel (E/R 2nd Deck) P05503 LD-5 Panel (E/R 3rd Deck Starboard) P05607 Wheelhouse Navigation Console
P05908 Fire Detection Central Panel (No.1 W/H Group Panel) P05804 Galley and Laundry 220V Distribution Board (LPD-3) P05504 LPD-1 Panel ((E/R 2nd Deck Starboard) P05701 No.1 HV Main Switchboard
ES8 PT1 via 220/220V 75kVA Isolation Transformer
P06001 No.2 HV Main Switchboard P05505 EPD-3 Panel (No.2 Wheelhouse Group Panel) P05702 No.1 HV Cargo Switchboard
P05807 No.2 N2 Compander (For Heat Exchange Fan)
P06002 No.2 HV Cargo Switchboard P05507 No.1 N2 Compander (For Heat Exchange Fan) P05703 M/E (S) Power Supply Unit A
P05808 No.2 N2 Compander (For Space Heater)
P06003 Port Main Engine Power Supply Unit A P05508 No.1 N2 Compander (For Space Heater) P05704 Local Fire Fighting System (Main)
Spare
P06004 High expansion Foam Main Panel P05601 Nav Light Control Panel (Wheelhouse Nav / Chart Console) P05705 Main Panel for Exhaust Gas Emission Monitoring System
P06005 UPS for No.4 VHF Telephone Spare P05706 Main-6 Electrical Junction Box for Exhaust Gas
Emission Monitoring System
Spare
Spare
Key
440V ES8 Emergency Stop (Galley)

PT1 1st Preferential Trip
220V
Transformer

Illustration 2.13.4d No.1 GSP Distribution

No.1 440V MAIN
SWITCHBOARD No.1 440V Group Starter Panels (Panels A to N)
No.1 Bus Tie No.1 Incomer No.1 440V No.1 440V No.1 440V No.1 440V No.1 440V
Panel Panel Feeder Feeder Feeder Feeder Feeder Panel A Panel B Panel C Panel D Panel E Panel F Panel G Panel H Panel J Panel K Panel L Panel M Panel N
(Panel 1A) (Panel 1B) Panel Panel Panel Panel Panel
(Panel 1C) (Panel 1D) (Panel 1E) (Panel 1F) (Panel 1G)
Empty
Empty
ES3A P00805 Starboard Main Engine No.1 LO Pump
P00907 No.1 Main Cooling Sea Water Pump
ES3A P00806 Port Main Engine No.1 LO Pump
P01001 No.1 Auxiliary Cooling Sea Water Pump ES6A ES3A P01201 Generator Engine (Starboard) No.1 LO Purifier
ES6A ES3A P01205 Generator Engine (Starboard) No.1 LO Purifier Feed Pump
ES3A P01303 No.1 LO Transfer Pump

P01004 No.1 Auxiliary Cooling Fresh Water Pump
P01701 No.1 Domestic Fresh Water Hydrophore Pump
P017SP1 Spare Starter
P01503 No.1 Main Air Compressor

P01607 No.1 Bilge, Fire and General Service Pump ES6B ES3A P01208 Generator Engine (Port) No.1 LO Purifier
P017SP2 Spare Starter ES6B ES3A P01213 Generator Engine (Port) No.1 LO Purifier Feed Pump
P01401 No.1 Auxiliary Boiler Water Circulating Pump Key
P01403 No.3 Auxiliary Boiler Water Circulating Pump
ES6A ES1A P01501 Starboard Purifier Room Exhaust Fan 440V
FTT FTC ES2A P01510 Sludge Pump
P01507 No.3 Main Air Compressor ES1A ES1B

Emergency Stop
(E/R Vent Fans)
ES2A P01610 Fire Pump ES6A ES3A P01103 M/E LO Purifier (Starboard)
ES2A
Emergency Stop
ES6A ES3A P01108 M/E LO Purifier Feed Pump (Starboard) (E/R FO/DO Pumps)
P01304 No.1 Auxiliary Boiler Feed Water Pump ES3A Emergency Stop
ES6A ES2A P00703 Starboard Main Engine No.1 FO Supply Pump (E/R LO/Hyd Oil Pumps)
ES6A ES2A P00801 Starboard Main Engine No.1 FO Circulating Pump ES2A P01601 E/R Bilge Pump
ES5A
Emergency Stop (Deck Fans/
ES6A ES2A P00901 No.1 Generator Engine FO Supply Pump Pumps & Fwd Fans/FO/Hyd Pumps)
ES2A P01101 No.1 Engine Room HFO Transfer Pump P00701 Starboard Main Engine No.1 M/E Jacket Cooling Fresh Water Pump ES6A ES6B Emergency Stop
ES6D (E/R LO/Hyd Oil Pumps)
ES3A P01301 Starboard Main Engine No.1 Stern Tube LO Pump P01002 No.1 Main Cooling Fresh Water Pump
FTT
Foam Trip
FTT ES1A P01405 No.1 Engine Room Supply Fan From LM1 (Total)
ES6B ES2A P00705 Port Main Engine No.1 FO Supply Pump FTA
Foam Trip
(No.3 E/R Supply/Exhaust Fan)
ES6B ES2A P00803 Port Main Engine No.1 FO Circulating Pump P00702 Port Main Engine No.1 M/E Jacket Cooling Fresh Water Pump Foam Trip
FTB
ES6A ES2A P00903 No.1 Generator Engine FO Circulating Pump P01003 No.3 Main Cooling Fresh Water Pump (No.4 E/R Supply/Exhaust Fan)
ES3A P01302 Port Main Engine No.1 Stern Tube LO Pump Foam Trip
FTT ES6D ES1B P01411 No.4 Engine Room Supply Fan From LM1
FTC (No.3 E/R Supply/Exhaust Fan
ES5A ES2A P01605 No.1 Forward HFO Transfer Pump FTB FTD Stbd Purifier Room Exhaust Fan)
Foam Trip
FTT ES6A ES1A P01407 No.3 Engine Room Supply/Exhaust Fan From LM1 FTD (No.4 E/R Supply/Exhaust Fan
FTA FTC Stbd Purifier Room Exhaust Fan)
FTT ES1B P01413 No.2 Engine Room Supply/Exhaust Fan From LM1

Illustration 2.13.4e No.2 GSP Distribution

No.2 440V MAIN
SWITCHBOARD
No.2 440V No.2 440V No.2 440V No.2 440V No.2 440V No.2 Incomer No.2 Bus Tie
Feeder Feeder Feeder Feeder Feeder Panel Panel
Panel N Panel M Panel L Panel K Panel J Panel H Panel G Panel F Panel E Panel D Panel C Panel B Panel A Panel Panel Panel Panel Panel (Panel 2B) (Panel 2A)
(Panel 2G) (Panel 2F) (Panel 2E) (Panel 2D) (Panel 2C)
Empty
Empty
Empty
Empty
From Emcy From Emcy ES3B P02905 Starboard Main Engine No.2 LO Pump
Swbd Swbd
(P08704) (P08703) P03007 No.2 Main Cooling Sea Water Pump
ES6D ES3B P03308 Generator Engine (Port) No.2 LO Purifier
ES6D ES3B P03313 Generator Engine (Port) No.2 LO Purifier Feed Pump ES3B P02906 Port Main Engine No.2 LO Pump
P03501 No.2 Auxiliary Boiler Water Circulating Pump P03101 No.2 Auxiliary Cooling Sea Water Pump
P03503 No.4 Auxiliary Boiler Water Circulating Pump
P03104 No.2 Auxiliary Cooling Fresh Water Pump

ES6D ES3B P03203 M/E LO Purifier (Port)
ES6D ES3B P03208 M/E LO Purifier Feed Pump (Port)

P03603 No.2 Main Air Compressor
P03404 No.2 Auxiliary Boiler Feed Water Pump P03707 No.2 Bilge, Fire and General Service Pump
ES2B P03701 Clean Bilge Pump P038SP1 Spare Starter
FTT ES1A P03511 No.1 Engine Room Supply Fan From LM2 ES6C ES2B P03005 Generator Engine DO Service Pump
P02801 Starboard Main Engine No.2 Jacket Cooling Fresh Water Pump ES6D ES1B P03601 Port Purifier Room Exhaust Fan
P03710 Jockey Pump FTT FTD
P03607 Topping-Up Air Compressor
P02802 Port Main Engine No.2 Jacket Cooling Fresh Water Pump
ES6C ES2B P02803 Starboard Main Engine No.2 FO Supply Pump
P03102 No.2 Main Cooling Fresh Water Pump
FTT ES6D ES1B P03505 ES6C ES2B P02901 Starboard Main Engine No.2 FO Circulating Pump
No.4 Engine Room Supply Fan From LM2
FTB FTD ES6C ES2B P03001 No.2 Generator Engine FO Supply Pump
ES2B P03201 No.2 Engine Room HFO Transfer Pump
FTT ES6A ES1A P03513 No.3 Engine Room Supply/Exhaust Fan From LM1 ES3B P03401 Starboard Main Engine No.2 Stern Tube LO Pump
FTA FTC
P038SP2 Spare Starter

ES6D ES2B P02805 Port Main Engine No.2 FO Supply Pump
Key ES6D ES2B P02903 Port Main Engine No.2 FO Circulating Pump
440V ES6C ES2B P03003 No.2 Generator Engine FO Circulating Pump

Emergency Stop Foam Trip ES3B P03402 Port Main Engine No.2 Stern Tube LO Pump
ES1A ES1B FTT
(E/R Vent Fans) (Total)
ES2B P03705
ES5B ES2A No.2 Forward HFO Transfer Pump
Emergency Stop FTA
Foam Trip
ES2B (No.3 E/R Supply/Exhaust Fan)
(E/R FO/DO Pumps)
Emergency Stop Foam Trip
ES3B FTB ES2B P03202 MGO Transfer Pump
(E/R LO/Hyd Oil Pumps) (No.4 E/R Supply/Exhaust Fan)
Foam Trip ES6C ES3B P03301 Generator Engine (Starboard) No.2 LO Purifier
ES5B
Emergency Stop (Deck Fans/ FTC (No.3 E/R Supply/Exhaust Fan
Pumps & Fwd Fans/FO/Hyd Pumps) Stbd Purifier Room Exhaust Fan) ES6C ES3B P03306 Generator Engine (Starboard) No.2 LO Purifier Feed Pump
ES6A ES6C Emergency Stop Foam Trip ES3B P03403 No.2 LO Transfer Pump
(E/R LO/Hyd Oil Pumps) FTD (No.4 E/R Supply/Exhaust Fan
ES6D
Stbd Purifier Room Exhaust Fan) P03801 No.2 Domestic Fresh Water Hydrophore Pump

Illustration 2.13.4f Local Group Starter Panel Distribution
No.1 440V No.1 Local Group Starter Panel (No.1 Section) (LGSP-1) No.1 440V ES2A ES6B No.6 Local Group Starter Panel (No.1 Section) (LGSP-6) No.1 440V No.11 Local Group Starter Panel (No.1 Section) (LGSP-11)
Main Switchboard Main Switchboard Main Switchboard
Feeder Panel ES3A P15001 Starboard Main Engine No.1 Clutch Hydraulic Oil Pump Feeder Panel P15901 No.1 HFO Purifier (Port) Feeder Panel ES8 ES4 P16701 Galley Exhaust Fan
(Circuit P15004 Starboard Main Engine Jacket Cooling Water Drain Pump (Circuit P15905 No.1 HFO Purifier Feed Pump (Port) (Circuit ES4 P16704 Sanitary Space Exhaust Fan
P04401) P15005 Starboard Main Engine Air Cooler Chemical Cleaning Pump P04405) P04502) FTI ES4 P16706 Lift Machinery Room Exhaust Fan
ES4 P16709 Public Space Exhaust Fan
ES5A P16801 Starboard Pilot Trunk Exhaust Fan
No.2 440V ES2B ES6D No.6 Local Group Starter Panel (No.2 Section) (LGSP-6)
No.2 440V No.1 Local Group Starter Panel (No.2 Section) (LGSP-1) Main Switchboard
Main Switchboard Feeder Panel P16001 No.2 HFO Purifier (Port) No.2 440V No.11 Local Group Starter Panel (No.2 Section) (LGSP-11)
Feeder Panel ES3B P15101 Starboard Main Engine No.2 Clutch Hydraulic Oil Pump (Circuit P16005 No.2 HFO Purifier Feed Pump (Port) Main Switchboard
(Circuit P15104 MGPS Water Circulating Pump P05005) Feeder Panel ES8 ES4 P16901 Galley Supply Fan
P05001) (Circuit ES4 P16904 Air Conditioning Room Exhaust Fan
P05102) ES4 P16906 Sundry Space Exhaust Fan
No.1 440V No.7 Local Group Starter Panel (No.1 Section) (LGSP-7) ES4 P16908 Hospital Exhaust Fan (Via 440/220V Transformer)
No.1 440V ES3A No.2 Local Group Starter Panel (No.1 Section) (LGSP-2) Main Switchboard ES5B P17001 Port Pilot Trunk Exhaust Fan
Main Switchboard Feeder Panel P16101 No.1 CFW Boost Pump For Accommodation
Feeder Panel P15201 Port Main Engine No.1 Clutch Hydraulic Oil Pump (Circuit Package Air Conditioning Unit
P04406) Emergency ES4 No.11 Local Group Starter Panel (No.3 Section) (LGSP-11)
(Circuit
P04402) Switchboard
Feeder Panel P17003 Gymnasium Exhaust Fan
No.2 440V No.2 Local Group Starter Panel (No.2 Section) (LGSP-2) No.2 440V No.7 Local Group Starter Panel (No.2 Section) (LGSP-7) (Circuit P17006 Battery Room Exhaust Fan
Main Switchboard Main Switchboard P08705)
Feeder Panel ES3B P15301 Port Main Engine No.2 Clutch Hydraulic Oil Pump Feeder Panel P16102 No.2 CFW Boost Pump For Accommodation
(Circuit P15304 Port Main Engine Jacket Cooling Water Drain Pump (Circuit Package Air Conditioning Unit
P05002) P15305 Port Main Engine Air Cooler Chemical Cleaning Pump P05006) No.1 Reliquefaction ES5A No.12 Local Group Starter Panel (No.1 Section) (LGSP-12)
Equipment Aux LO
Pump Power Panel P17101 No.1 N2 Compander Auxiliary LO Pump
No.1 440V No.8 Local Group Starter Panel (LGSP-8) (Circuit
No.1 440V No.3 Local Group Starter Panel (No.1 Section) (LGSP-3)
Main Switchboard P07010)
Cargo Switchboard
Feeder Panel FTH FTT ES1A P16201 Incinerator Room Supply Fan
Feeder Panel P15401 No.1 Cargo Service Cooling Fresh Water Boost Pump No.1 440V No.12 Local Group Starter Panel (No.2 Section) (LGSP-12)
(Circuit ES5A P16203 Garbage Store Exhaust Fan
(Circuit P15402 No.1 Cargo Service Cooling Fresh Water Pump Cargo Switchboard
P04407) FTG ES5A P16204 Paint Store Exhaust Fan
P07001) P15403 No.1 Cooling Sea Water Pump for Reliquefaction Plant Feeder Panel GT1 ES5A P17102 No.1 N2 Compander Demister Fan
FTJ ES5A P16301 Hydraulic Power Pack Room Supply Fan
(Circuit GT1 ES5A P17103 No.1 N2 Compander Oil Heater
FTF ES5A P16303 Chemical Store Exhaust Fan
P07002) GT1 P17201 Starter for No.1 N2 Booster Compressor
No.2 440V No.3 Local Group Starter Panel (No.2 Section) (LGSP-3) GT1 P17202 Starter for LNG Transfer Pump (No.1 Section)
Cargo Switchboard
Feeder Panel No.1 440V
P15501 No.2 Cargo Service Cooling Fresh Water Boost Pump ES1A NTJ No.9 Local Group Starter Panel (No.1 Section) (LGSP-9)
Main Switchboard No.2 Reliquefaction ES5B No.12 Local Group Starter Panel (No.3 Section) (LGSP-12)
(Circuit P15502 No.2 Cargo Service Cooling Fresh Water Pump
Feeder Panel Equipment Aux LO
P08001) P15503 No.2 Cooling Sea Water Pump for Reliquefaction Plant
(Circuit P16401 No.1 Gas Valve Unit Room Exhaust Fan Pump Power Panel P17301 No.2 N2 Compander Auxiliary LO Pump
P04408) (Circuit
P08010)
No.1 440V No.4 Local Group Starter Panel (No.1 Section) (LGSP-4) No.2 440V ES1B NTJ No.9 Local Group Starter Panel (No.2 Section) (LGSP-9) No.2 440V No.12 Local Group Starter Panel (No.4 Section) (LGSP-12)
Main Switchboard Main Switchboard
Cargo Switchboard
Feeder Panel P15601 No.1 Hot Water Circulating Pump Feeder Panel P16402 No.2 Gas Valve Unit Room Exhaust Fan Feeder Panel GT1 ES5B P17302 Starter for LNG Transfer Pump (No.2 Section)
(Circuit P15602 Control Panel for No.1 Hot Water Calorifier (Circuit
(Circuit GT1 ES5B P17303 No.2 N2 Compander Oil Heater
P04403) P05008)
P08002) GT1 P17401 Starter for No.2 N2 Booster Compressor
Main Switchboard No.1 440V No.10 Local Group Starter Panel (No.1 Section) (LGSP-10)
Feeder Panel P15603 No.2 Hot Water Circulating Pump Main Switchboard
(Circuit P15604 Control Panel for No.2 Hot Water Calorifier Feeder Panel FTE ES5A P16501 Steering Gear Room Supply Fan Emergency ES5A No.13 Local Group Starter Panel (No.1 Section) (LGSP-13)
P05003) (Circuit ES5A P16503 Starboard Steering Gear Hydraulic Oil Transfer Pump Switchboard
P04501) ES5A P16505 Aft Servo Pump Starter Feeder Panel P17501 No.1 Bosun’s Store Supply Fan
(Circuit FTK P17505 Forward Pump Room Exhaust Fan
No.1 440V ES2A ES6A No.5 Local Group Starter Panel (No.1 Section) (LGSP-1) P08706)
Main Switchboard No.2 440V No.13 Local Group Starter Panel (No.2 Section) (LGSP-13)
Main Switchboard
Feeder Panel P15701 No.1 HFO Purifier (Starboard) Main Switchboard
Feeder Panel ES5B P16601 Port Steering Gear Hydraulic Oil Transfer Pump
(Circuit P15705 No.1 HFO Purifier Feed Pump (Starboard) Feeder Panel ES5B P17503 No.2 Bosun’s Store Supply Fan
(Circuit ES5B P16603 Re-Filling Pump Starter
P04404) (Circuit P17601 LPD-4 Panel (Via 440/230V Transformer)
P05101)
P05103) ES5B P17603 Re-Filling Pump Starter
No.2 440V ES2B ES6C No.5 Local Group Starter Panel (No.2 Section) (LGSP-5) ES5B P17604 Forward Deck Machinery Servo Pump Starter
Main Switchboard P17605 Forward ICCP PSU
Feeder Panel P15801 No.2 HFO Purifier (Starboard)
(Circuit P15805 No.2 HFO Purifier Feed Pump (Starboard)
P05004) 440V Key Foam Trip (Paint Store Foam Trip (Forward
ES4
Emergency Stop Emergency Stop FTG
Exhaust Fan) FTK
Pump Room Exhaust Fan)
ES1A ES1B Emergency Stop (Accommodation Fans) ES8
(E/R Vent Fans) (Galley Equipment) Foam Trip (Incinerator Room
Emergency Stop (Deck Fans/ FTH
Supply Fan) FTT Foam Trip (E/R Total)
Emergency Stop ES5A ES5B
Pumps & Fwd Fans/FO/Hyd Pumps) FTE
Foam Trip (Steering
ES2A ES2B Gear Room Supply Fan) Foam Trip (Lift Machinery Room
(E/R FO/DO Pumps) FTI NTJ
Novec Trip (No.1 & No.2 Gas
Emergency Stop ES6A ES6B Emergency Stop Foam Trip (Chemical Exhaust Fan) Valve Unit Room Exhaust Fan)
ES3A ES3B FTF Foam Trip (Hyd Power Pack
(E/R LO/Hyd ES6C ES6D (Purifier Room Pumps) Store Exhaust Fan) FTJ Gas Trip
Room Exhaust Fan) GT1
Oil Pumps)

Illustration 2.13.4g Emergency Switchboard Distribution Emergency Transformer To No.1 440V

3 X 60kVA Main Switchboard
AC440/230V To No.2 440V
EG Main Switchboard
220V Feeder Panels Emergency Group Starter Panels Emergency 440V Feeder Panels To No.2 440V Shore Panel
Panel (j and K) (Panels L, M and N) (Panels A, B and C) Cargo Switchboard Panel H
Panel J Panel K Panel L Panel M Panel N Panel A Panel B Panel C
P08702 DS P08701 P08101 P04901 P04301

P08201 ESBLC2 ESBLM2 ESBLM1
DS
Emerg. Discon. 440V Cargo 440V MSB 440V MSB
Empty
Empty
SC
Gen. Panel Switch Panel Incoming Incoming
Panel D Panel Panel E Panel Panel
Panel DS Panel F Panel G
Shore Power
Connection
Box
P08501 High Expansion Foam SW Supply Pump ES6C ES2B P08703 No.2 LV GSP (G/E DO Service Pump)
NTG ES5A P08506 Emergency Diesel Generator Room Exhaust Fan P08704 No.2 LV GSP (Top Up Air Compressor)
ES5A P08508 High Expansion Foam Exhaust Fan ES4 P08705 No.11 Local Group Starter Panel (LGSP-11)
FTT ES1B P08601 No.2 E/R Supply/Exhaust Fan From ESB ES5A P08706 No.13 Local Group Starter Panel (LGSP-13)
P08707 Battery Switchboard
P08708 Main UPS Cabinet
P08801 110V DC UPS for No.2 6.6kV Main Switchboard (HM2)

P09301 Control Panel for Navigation Light P08803 No.1 IAS UPS
(Wheelhouse Navigation Console)
ES3B P08807 No.2 Generator Engine LO Priming Pump and
P09302 Fire Detection Central Panel Cylinder Oil Pump Starter
440V Key (No.1 Wheelhouse Group Panel)
220V P09101 ELD-1 (No.1 Wheelhouse Group Panel) P08910 Scanner Control Box for S-Band Radar
P09303 Starboard Main Engine Power Supply Unit B
P09104 ELD-4 (Bosun’s Store) P09001 440V Receptacles
Air Circuit-Breaker P09304 Port Main Engine Power Supply Unit B
(draw out type) P08805 Starboard No.2 Steering Gear Starter
P09105 EPD-1 (A Deck Accommodation
Electrical Distribution Panel Room) P09305 High Expansion Foam Main Panel
ES5B P08901 No.2 Ballast & E/R Valve Hydraulic Pump Starter
Moulded Case P09106 EPD-2 (B Deck Accommodation P09306 Local Fire Fighting System Main Panel ES5B P08902 No.2 Cargo Valve Hydraulic Pump Starter
Circuit-Breaker No.2 Electrical Equipment Room)
(MCCB) P09201 Engine Control Console P09307 No.1 N2 Generator Starter P08903 Control Panel for Elevator
(No.1 220V AC Distribution Board) P09308 ESDS Control Panel (No.1 Electrical Equipment Room)
Transformer P08907 Breathing Air Compressor
P09202 Engine Control Console P08909 No.1 N2 Generator Starter
P09401 L-JB-6001 (Emergency Generator Room Light)
(No.2 220V AC Distribution Board)
ES1B
Emergency Stop P09402 L-JB-6001 (Emergency Exit Light) P08802 110V DC UPS for No.2 6.6kV Cargo Switchboard (HM2)
(E/R Vent Fans) P09203 Engine Control Console (Signal Light Column)
P09403 L-JB-6001 (Steering Gear Room Light) P08804 No.2 IAS UPS
ES2B
Emergency Stop P09204 Cargo Control Console (220V AC Distribution Board)
(E/R FO/DO Pumps) P08806 Port No.2 Steering Gear Starter
P09205 Cargo Control Console (NOVEC Release) P09404 Charger and Power Supply for Radio Plant
ES3A ES3B Emergency Stop (Navigation Equipment Room) ES3A P08808 No.3 Generator Engine LO Priming Pump and
(E/R LO/Hyd Oil Pumps) P09206 Wheelhouse Navigation Console
P09405 BD-1 Panel (No.1 Wheelhouse Group Panel) Cylinder Oil Pump Starter
ES4 Emergency Stop (220V AC Distribution Board)
(Accommodation Fans) P08904 High Expansion Foam Pump Starter
P09207 UPS for No.4 VHF Telephone P09406 No.1 Fog Interface and Power Supply Unit
ES5A ES5B Emergency Stop (Deck Fans/ (Navigation Equipment Room) P08905 High Pressure Water Pump Starter (High Mist)
Pumps & Fwd Fans/FO/Hyd Pumps) P09208 Battery Charger for Emergency Diesel Generator
P09407 Power Supply for Radio Plant P08906 Horn System Control Box
ES6C Emergency Stop P09102 ELD-2 (A Deck Accommodation Cable Trunk) (Navigation Equipment Room)
(E/R LO/Hyd Oil Pumps) ES5A P09006 No.1 Reliquefaction Equipment Auxiliary
P09103 ELD-3 (E/R 1st Deck Starboard) P09408 Power Supply for STD-C (GMDSS Console) LO Pump Power Panel
FTT
Foam Trip
(Total) P09107 EPD-3 (No.2 Wheelhouse Group Panel) ES5B P09007 No.2 Reliquefaction Equipment Auxiliary
P09501 VDR Recording Control Unit
NOVEC Trip (No.2 Electrical Equipment Room) LO Pump Power Panel
NTG
(Emergency Generator Room) Spare
Spare

Illustration 2.13.4h No.1 High Voltage and Low Voltage Cargo Switchboard Distribution
Key
From No.1 HV Main
Switchboard (HM1) 6,600V SFT Soft Starter
Direct On-Line
220V Starter
VCB
PH No.1 6.6kV CARGO SWITCHBOARD Direct On-Line
0501 (HC1) P Starter with
Transformer Undervoltage
Protection
PH PH PH PH PH PH
Auto Transformer
VCB
VCB
PH PH 3701 3603 3601 3503 3501 3801 Vacuum
VCB
ATR Starter
3101 3301 Circuit-Breaker
P P P P P P (draw out type) Emergency Stop
ES1A
ATR (E/R Vent Fans)
To No.2 HV Cargo
Switchboard Vacuum Contact Emergency Stop
SFT No.5 C/TK No.4 C/TK No.5 C/TK No.2 C/TK No.1 C/TK Switch with Fuse ES5A (Deck Fans/
(HC2) No.1 HV Cargo
Starboard Starboard Starboard Starboard Starboard No.1 HD Pumps & Fwd Fans/
Transformer Compressor FO/Hyd Pumps)
(HCTR1) Cargo Cargo Cargo Cargo Cargo
1,120kW Air Circuit-Breaker
1,300kVA No.1 440V CARGO Pump Pump Pump Pump Pump (draw out type) Foam Trip
AC6600/450V SWITCHBOARD (LC1) 460kW 460kW 460kW 460kW 460kW FTT
(Total)
Bus Tie Incoming No.1 Cargo No.1 Cargo Moulded Case NOVEC Trip (No.1 & No.2
Panel Panel PH 440V Feeder Group Starter Cargo Compressor Room
Circuit-Breaker NTH
(Panel A) (Panel B) 3302 Panels (Panel C) Panels (Panels D, F, G and H) (MCCB) Exhaust Fan)
Disconnection NOVEC Trip (No.1 & No.2

NTI
DS Switch Electric Motor Room
P Supply Fan)
06101
GT1 Gas Trip
To No.2 LV Cargo
Switchboard
(LC2)
P06401 No.1 BOG Compressor Auxiliary LO Pump
P07001 No.3 Local Group Starter Panel (LGSP-3) P06402 No.HD Compressor Auxiliary LO Pump
GT1 P06403 No.1 Glycol Water Circulating Pump
ES5A P07003 No.1 Ballast & E/R Valve Hydraulic Pump Starter Spare Starter
ES5A P07004 No.1 Cargo Valve Hydraulic Pump Starter P06501 No.1 Cargo Tank Stripping Pump
FTT ES1A P07005 No.1 Gas Combustion Unit Starter P06503 No.3 Cargo Tank Stripping Pump
GT1 P07006 Control Panel for Glycol Water Electric Heater P06505 No.5 Cargo Tank Stripping Pump
ES5A P07007 No.1 Reliquefaction Equipment Auxiliary LO Pump Power Panel GT1 P06601 No.1 Vacuum Pump
Spare Starter
P07007
GT1 NTI ES5A P06701 No.1 Electric Motor Room Supply Fan
P07010 P07008 P07009
C/O GT1 GT1 NTH ES5A P06702 No.1 Cargo Compressor Room Exhaust Fan
From Emergency Switchboard
(P09006) ES5A P06703 No.1 Side Passageway Exhaust Fan
P07010 ES5A P06704 Pipe Duct Exhaust Fan
No.12 Local Group Starter Panel (LGSP12)
No.2 N2 Compander Auxiliary LO Pump
Spare

Illustration 2.13.4i No.2 High Voltage and Low Voltage Cargo Switchboard Distribution
From No.2 HV Main
Switchboard
Key
VCB
6,600V No.2 6.6kV CARGO SWITCHBOARD PH
SFT Soft Starter
(HC2) 2001
Direct On-Line
220V Starter
PH PH PH PH PH PH PH
Direct On-Line
VCB
VCB
4911 4901 4801 4703 4701 4603 4601 PH PH
P Starter with
Transformer 4501 3101
Undervoltage P P P P P P P
Protection ATR
Auto Transformer
Vacuum
VCB
ATR Starter
Circuit-Breaker SFT SFT To No.1 HV Cargo
(draw out type) Emergency Stop No.5 C/TK No.4 C/TK No.3 C/TK No.2 C/TK No.1 C/TK No.2 HV Cargo Switchboard
ES1B Water Spray No.2 HD Transformer
(E/R Vent Fans) Port Cargo Port Cargo Port Cargo Port Cargo Port Cargo (HC1)
Pump 380kW Compressor (HCTR2)
Vacuum Contact Emergency Stop 1,120kW Pump Pump Pump Pump Pump
1,300kVA
Switch with Fuse ES5B (Deck Fans/ 460kW 460kW 460kW 460kW 460kW
AC6600/450V
Pumps & Fwd Fans/
FO/Hyd Pumps) No.2 Cargo No.2 Cargo ESB Incoming ESB Incoming Bus Tie
Air Circuit-Breaker Group Starter 440V Feeder PH Panel Panel Panel
(draw out type) Foam Trip Panels (Panels F, G, H and J) Panel (Panel D) 4502 (Panel B) (Panel B) (Panel A)
FTT
(Total)
Moulded Case NOVEC Trip (No.1 & No.2
Circuit-Breaker NTH Cargo Compressor Room P P
(MCCB) Exhaust Fan) 08103 06101
Disconnection NOVEC Trip (No.1 & No.2

NTI
DS Switch Electric Motor Room
Supply Fan) To No.1 LV Cargo
Gas Trip Switchboard
GT1 From Emergency (LC1)
Switchboard
P07401 No.2 BOG Compressor Auxiliary LO Pump
P07402 No.2 HD Compressor Auxiliary LO Pump

GT1 P07403 No.2 Glycol Water Circulating Pump P08001 No.3 Local Group Starter Panel (LGSP-3)
Spare Starter P08002 No.12 Local Group Starter Panel (LGSP-12)
P07501 No.2 Cargo Tank Stripping Pump ES5B P08003 Topping-Up Ballast & E/R Valve Hydraulic Pump Starter
P07503 No.4 Cargo Tank Stripping Pump ES5B P08004 Topping-Up Cargo Valve Hydraulic Pump Starter
P07505 Emergency Cargo Pump (Portable Type) FTT ES1B P08005 No.2 Gas Combustion Unit Starter
GT1 P07601 No.2 Vacuum Pump ES5B P08007 No.2 Reliquefaction Equipment Auxiliary LO Pump Power Panel
Spare Starter
P08007
GT1 NTI ES5B P07701 No.2 Electric Motor Room Supply Fan P08009 P08008 P08010
NTH ES5B P07702 No.2 Cargo Compressor Room Exhaust Fan GT1 GT1 C/O
From Emergency Switchboard
ES5B P07703 No.2 Side Passageway Exhaust Fan (P09007)
P08010
No.12 Local Group Starter Panel (LGSP12)
No.2 N2 Compander Auxiliary LO Pump
Spare

Illustration 2.13.5a Shore Connection
Emergency Switchboard
Incoming Panel Shore Panel
440V SHORE
F 440V INCOMING PANEL G CONNECTION PANEL H
Shore Connection Box
(Located in Incinerator Room)
00251
SHORE CONNECTION BOX
SYNCHRO POINT OF SYNCHRO LAMP
AT INSTANT OF SYNCHRONISING, THE
AC440V 3Ø 60Hz
V MIDDLE TOP LAMP IS COMPLETELY DARK
AND THE TWO LOWER LAMPS ARE
TURNED ON AT THE SAME BRIGHTNESS
SHORE SOURCE SHORE ON

SYNCHRO LAMP
BUS
00251
TOO FAST TOO SLOW
SHORE POWER
Hz SHORE PHASE IND.
SHORE
ACB
SHORE
POWER
SHORE
ACB
BRIGHT DARK
OPEN AVAILABLE CLOSED
BUS
COS-A
FEED BACK ACB LV MSB ACB FEED BACK ACB LV MSB ACB
CONTROL MODE TO LM2 OPEN SOURCE CLOSED TO LM1 OPEN SOURCE CLOSED
PHASE SEQUENCE
(AC440V 3Ø 3W 60Hz)
MANU AUTO
ESBLM2 ESBLM1
ACB TROUBLE RESET SHORT CIRCUIT TROUBLE RESET ACB TROUBLE RESET
CAUTION
BEFORE PRESSING THE PUSH BUTTON
CAUTION
CONFIRM SHORT CIRCUIT CLEAR
CAUTION
BEFORE PRESSING THE PUSH BUTTON
BRIGHT DARK
CONFIRM PROTECTION DEVICE ON ACB BEFORE RESETTING THIS PUSH BUTTON CONFIRM PROTECTION DEVICE ON ACB
CHECK SYNCHRO SYNCHROSCOPE
WARNING
CONFIRM IF INDICATOR LAMP BRIGHT LIGHT UP
ON ON ACB LAMP TEST SHORT CIRCUIT ACB AND DARK LIGHT DOWN BEFORE CLOSING
TROUBL/ERESET TROUBL/ERESET TROUBL/ERESET THE SHORE POWER CIRCUIT BREAKER
OFF ESBLM2 ESBLM1
SHORE ACB
INTERLOCK
NORMAL SHIP TO
SHIP
WARNING
SHIP TO SHIP TRANSFER
FEEDBACK OPERATION CHANGE TO ‘SHIP TO SHIP’ POSITION BEFORE CLOSING
CLOSE THE ACB TO BE USED WITH SHORE ACB IN ORDER TO SUPPLY POWER TO
ANOTHER SHIP
KEEPING ON TURNING BUS TIE ACB
CONTROL MODE SWITCH (COS-BT)
‘FEEDBACK’ POSITION
BCS-B2 COS BT BCS-B2

FREQUENCY &
ACB CONTROL COS-M2 COS-M1
VOLTMETER FOR BUS BUS TIE ACB
ACB CONTROL
CONTROL MODE
LM2 ACB CONTROL ACB CONTROL
AUTO
POSITION POSITION
BUS LM1 OPEN CLOSE MANU FEED
ESB IAS BACK ESB IAS
OPEN CLOSE
OFF OFF
SHORE CABLE
CONNECTION BOX
1600/1400A
No.2 LV MAIN No.1 LV MAIN 17

SWITCHBOARD SWITCHBOARD 00251
ESBLM2 ESBLM1
17 17
00251 00251
O OFF CHARGED
OFF ON
O I
O OFF CHARGED O OFF CHARGED
OFF ON OFF ON
O I O I
440V Supply From Ashore

2.13.5 Shore Power The phase sequence indication on the shore connection box and the emergency f) At the emergency switchboard, emergency generator panel, turn
switchboard shore panel consists of two lamps, one marked DARK and the the ammeter selection switch (AS-3) , and the frequency and
A shore connection panel is provided on the emergency switchboard in the other marked BRIGHT. If the phase sequence is correct the DARK lamp voltmeter switch (FVS-G) to the SHORE position to monitor
emergency generator room on the port side of A deck to accept electrical will be extinguished and the BRIGHT lamp illuminated. The phase sequence the incoming supply. The phase sequence can be once agian
power supply cables during refits/dry docks etc. The shore cables connect should be checked before connecting shore power to the switchboards. When checked using the phase sequence lamps on the emergency
into a shore connection box located in the incinerator room on the starboard the shore supply has been connected at the shore connection box, it should be switchboard shore panel.
side of the upper deck. The shore connection box connects to the emergency switched on ashore. If the phase sequence is incorrect, the shore supply must
switchboard bus bar via a moulded case circuit-breaker (MCCB) in the be isolated and two supply phases changed over. The supply should then be g) At the 6.6kV main switchboard, open the relevant main
shore connection box and an air circuit-breaker (ACB) on the emergency reinstated and the phase sequence checked again. generator circuit-breaker. The vessel blacks out.
switchboard shore connection panel (panel H). The maximum current is 1,400
amps. When the emergency switchboard is powered from the shore, the 440V The kilowatt hour meter is provided to measure and record the power consumed h) Close the shore connection breaker at the emergency switchboard.
main switchboards can then be supplied through the tie breakers by utilising by the vessel when on shore supply. The shore supply now feeds the emergency switchboard. The
the feedback mode. If required, No.2 6.6kV cargo switchboard can be supplied SHORE ACB CLOSED lamp is illuminated.
through the tie breakers by utilising the feedback mode. The back-feeding Interlocking is provided between the ship’s main generator ACBs, the
procedures are described in Section 2.13.3. emergency generator ACB and the shore supply breaker. The shore supply The shore power can now feed the 440V main switchboard. The following
breaker cannot be closed if any generator ACB is closed. Conversely, none of conditions are assumed for the procedure described:
The monitoring instruments and lamps for the shore supply are located on the the ship’s generator ACBs can be closed if the shore supply breaker is closed.
shore supply panel section of the emergency switchboard and on the shore This arrangement prevents the shore supply being paralleled with any other
supply. • The HV transformer incoming circuit-breakers at the 440V
connection box.
main switchboards are open (both circuit-breakers LM1HM1
A disconnection switch panel (DS) is fitted on the emergency switchboard. and LM2HM2 must be open).
The shore connection box in the incinerator room is fitted with the following
equipment: Opening of the disconnection switch will allow maintenance of the emergency • The emergency switchboard bus tie circuit-breaker at the No.1
switchboard, emergency generator panel and distribution panels without (LM1ESB) or No.2 (LM2ESB) 440V main switchboard is
• Three-phase MCCB
disrupting the shore power supply to the 440V main switchboard. closed.
• Watt hour meter
• The 440V main switchboard bus tie circuit-breaker (LM1LM2
• SHORE SOURCE indication Procedure for the Operation of Shore Power Reception or LM2LM1) is open
• SHORE ON indication • The No.1 bus tie circuit-breaker (ESBLM1) at the emergency
The vessel is being supplied by the main diesel generator. switchboard is open.
• Phase sequence indication
a) Isolate all non-essential services, including the sequential • The No.2 bus tie circuit-breaker (ESBLM2) at the emergency
The shore connection panel on the emergency switchboard is fitted with the switchboard is open.
restart system. Reduce the load at the main 440V switchboards
following:
to the absolute minimum. Set the main switchboard operation • The No.2 440V cargo switchboard bus tie circuit-breaker
• Three-phase ACB to MANUAL to ensure that the diesel generator does not start (ESBLC2) at the emergency switchboard is open.
• Watt hour meter when the vessel blacks out (refer to Section 2.13.2 for the
correct procedure). a) At the emergency switchboard, pull and turn the BUS TIE
• SHORE ACB OPEN indication ACB CONTROL MODE selection switch (COS-BT) on the
• SHORE POWER AVAILABLE indication b) Isolate the emergency generator to ensure it does not start. emergency switchboard, 440V incoming panel (panel G) to the
FEEDBACK position.
• SHORE ACB CLOSED indication c) Connect the shore power cables into the shore connection box
• Phase sequence indication in the incinerator room on the upper deck. Switch on the power b) Pull and turn the BUS TIE CONTROL POSITION switch
ashore. (COS-M1 or COS-M2) on the emergency switchboard, 440V
• SHORE ACB INTERLOCK switch (used for ship-to-ship
transfer) incoming panels (panels F or G) to the ESB position.
d) Confirm that the SHORE SOURCE indication on the connection
An ammeter, frequency meter and voltmeter are located on the emergency box is illuminated and that the phase sequence is correct by use c) Pull and turn the ACB CONTROL switch (BCS-B1 or BCS-B2)
switchboard panel with the facility to monitor the shore supply current, of the phase sequence indication on the shore connection box. on the emergency switchboard, 440V incoming panels (panel F
frequency and voltage. or G) to the CLOSE position.
e) If the phase sequence is correct, close the shore power MCCB
on the shore connection box. d) The emergency switchboard and the 440V main switchboard are
now being supplied from the shore power.

e) Proceed to supply essential services such as fire detection, j) Supply emergency and main consumers as required. Ensure that
lighting. the main switchboards are returned to automatic mode (refer to
Section 2.13.2 for the correct procedure).
f) If no maintenance is scheduled for the emergency generator, it
may be left in the automatic position. The emergency generator Note: An interlock system is used to ensure that the shore connection circuit-
will then feed emergency lighting, etc, in the case of failure of breaker cannot be closed while any of the main generators or the emergency
the shore supply. generator circuit-breakers are closed. Also, the main or emergency generator
circuit-breakers cannot be closed while the shore connection circuit-breaker
g) The shore supply should be closely monitored to ensure the is closed.
1,600 amp current limit is not exceeded.
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 system is still isolated. Reduce load at the main 440V
switchboard to the absolute minimum. Ensure that the main
switchboard operation is still set to MANUAL to ensure that the
diesel generator does not start when the vessel blacks out.
c) Run-up the main diesel generator on local control.
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) Close the diesel generator circuit-breaker at the No.1 or No.2

6.6kV main switchboard. The diesel generator is now supplying
the 6.6kV main switchboards.
Note: The 6.6kV main switchboard bus tie circuit-breakers are not fitted
with undervoltage relays and will therefore remain closed in the event of a
blackout.
f) At the 6.6kV main switchboards, close the main transformer

breakers.
g) At the 440V main switchboards close the main transformer

breakers to feed the 440V main switchboards.
h) At the emergency switchboard close the No.1 440V main

switchboard circuit-breaker or the No.2 440V main switchboard
circuit-breaker. Normal power is now restored to the emergency
switchboard
i) Ensure the emergency generator is returned to normal automatic

start mode.

Illustration 2.13.6a Main Alternator
Type of Enclosure IP44 (Terminal Box IP55) Quantity 4 Sets

Cooling System Air To Water Applied Class ABS Key
Exciting System Self Exciting, Brushless Ambient Temp. 50°C
1 - Frame 16 - Pole Winding
Structure of Rotor Cylindrical Rotor) Insulation Class F
Coupling Method Flexible Coupling Temp. Rise B 2 - Housing 17 - Exciter Rotor Core
Applied Unit Metric
3 - Shaft 18 - Exciter Rotor Winding
Specification Bearings
Type HSJ7 909-10P Type Sleeve Bearing (Bracket Type) 4 - AVR Cover 19 - Rotating Rectifier Hub
Output Capacity 5,375kVA (4,300kW) Location Drive End Non Drive End 4
Rating Continuous Size PH 210 x L250 PH 210 x L250 5 - Foot 20 - Rectifier Lead
25
Phases, Wire, Conn. 3PH, 3W, Y (Damper Winding) Oil Quantity 2 L/min 2 L/min 6 - Fan 21 - Sleeve Bearing
Voltage 6,600V AC Lub. System Forced Lub.
Current 470.2A Oil Grade SAE 40 7 - End Shield (DE) 22 - Air Cooler
Frequency 60Hz Inlet Press. 0.2 Bar 8 - End Shield (NDE) 23 - CT and PT
Poles 10 Pole Inlet Temp. 40°C Maximum
Speed Air Cooler
23 9 - Air Guide 24 - Differential CT
720rpm
Power Factor 0.8 Lagging Capacity 170kW 10 - Stator Core 25 - AVR Frame
GD2 / J 3,505 kg m2 / 876.3 kg m2 Fluid Fresh Water
Rotor Weight 9,034 kg Quantity 37 m3 / h 2 11 - Stator Winding 26 - Earth Terminal
Total Weight 20.3 Ton Inlet Temp. 36°C 12 - Rotor Core
Characteristics Temp. Rise 4°C 24
Over Current 150% / 2 min. Press. Drop 0.25 kg/cm2 Maximum 13 - Rotor Winding
Variation of Generator Voltage ± 2.5% Detecting System
14 - Damper Winding
Over Speed 120% / 2 min. Winding Temp. PT100 Ohm x 2Each / Phase
Voltage Adjustment ± 5% Bearing Temp. PT100 Ohm + Rod Type / Brg. 15 - Pole Core
Mounting Method B20 Cooling Air Temp. PT100 Ohm / St. 8
Reactance and Time Constant Cooling Water Temp. PT100 Ohm / St. 9
Xd : 210% (Unsaturated) T'd : 0.2819 sec. Leakage Detector N/C Contact: 2 Each/St.
X'd : 24.7% (Saturated) T''d : 0.0066 sec. 11
X''d :14.7% (Saturated) Ta : 0.0561 sec. 6 10
RA : 0.67% (Saturated)
7 16
13 14 18
12
17
20 19
21 21
26
Hyundai HSJ7 Alternator Simplified Sectional View

2.13.6 Main Alternators Bearings Main Alternator Vacuum Circuit-Breakers
The drive end and non-drive end bearings are forced lubricated sleeve bearings. Manufacturer: Hyundai
Specification The bearings are each fitted with a rod-type thermometer to locally monitor the Model: HVF1041-CS444A
bearing temperature. A PT100 type sensor is fitted to each bearing to monitor
Manufacturer: Hyundai Heavy Industries Co. Ltd. Type: Vacuum circuit-breaker
the bearing temperature. The temperature is monitored via the alarm and
Type: HSJ7 909-10P monitoring system and will raise alarms when the temperature alarm set point Rated voltage: 7.2kVk
Capacity/rating: 6,600V AC, 3-phase, 60Hz, 4,300kW, 470.2A, is exceeded and will cause a trip if the temperature trip set point is exceeded. Rated insulation level: 60kV (peak), 20kV (rms)
5,375kVA, 0.8pf, 10-pole Rated normal current: 630A
Speed: 720 rpm Electrical Rated frequency: 50/60Hz
Cooling: Air to water Each generator is fitted with a shaft-mounted exciter located at the non-drive Rated breaking current: 25kA
Type of enclosure: IP44 (terminal box IP55) end. The excitation current required for the exciter is provided by the main Rated making current: 65kA (peak)
Bearing type: Sleeve bearing, (drive and non-drive end) machine via an excitation control unit and automatic voltage regulator (AVR). Rated short time current: 25kA - 3 seconds
Bearing size: PH 210 x L250 (DE), PH 210 x L250 (NDE) Rated opening time: 0.06 seconds
The on-load voltage is kept constant by the AVR which regulates the excitation
Space heater: 220V, 1,000W, 1ph Making time (no load): 0.075 seconds
current to the exciter. Output power from the alternator stator is fed into a
Weight: 23.4 ton current/voltage compound transformer and the output of this is regulated Rated closing
Rotor weight: 9,034kg and fed through the exciter stator windings. The magnetic field in the exciter control voltage: 110V DC
stator induces AC into the exciter rotor, which is rectified by the rotating Rated closing
diode rectifier set and passed to the main rotor DC windings. In this way the operation voltage: 110V DC
Introduction excitation levels are boosted for heavy loads and reduced for light loads. This
provides a constant output voltage independent of load levels. Initial voltage Rated tripping voltage: 110V DC
Four main diesel-driven alternators are fitted. They are all of the totally
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type. build-up is via residual magnetism in the rotor. Auxiliary contacts: 4 NO and 4 NC
Generator cooling is provided by passing air over the integral fresh water The automatic voltage regulator (AVR) and the AVRs associated current
cooler, using a closed-circuit air supply. The cooler is constructed of double transformers and diodes are located within the generator cover, access is via a
tubes, the outer tube has internal grooves. The grooves drain any leakage bolted plate in the housing.
water from the primary tubes. This is drained out via a clearance between the
primary and secondary tube plate to the leakage detector, raising an alarm An external manual voltage regulator, VR, is fitted inside each of the generator
via the alarm system. Two PT100 type sensors are fitted, one to monitor the panels at the HV main switchboard.
cooling air temperature and one to monitor the cooling water temperature. The
temperature is monitored via the alarm and monitoring system and will raise
alarms when the temperature alarm set point is exceeded and will cause a trip
if the temperature trip set point is exceeded.
A space heater is fitted, which is energised when the generator circuit-breaker

is open. This protects against internal condensation during shutdown periods.
There are 6 embedded PT100 sensors fitted to monitor the stator temperature
in each phase winding (2 sensors per phase), 3 are in use and there are 3 spare.
These temperatures are monitored via the alarm and monitoring system and
will raise alarms when the temperature alarm set points are exceeded and will
cause a trip if the temperature trip set points are exceeded.

Illustration 2.13.7a Emergency Alternator
EMERGENCY SWITCHBOARD 24V

Starting
Battery

(AC450V 3Ø 60Hz 850kW) D Mains Monitoring
Emergency Generator Emergency Generator
ACB Engine Control Panel
Emergency Generator
DC24V EMER STOP ACB ACB READY TO READY TO AUTO
Engine Starting Battery
SOURCE GEN RUN
SOURCE OPEN CLOSED START START STANDBY
FAIL

O OFF CHARGED
Charger
A kW V ACB Control OFF ON
O I 1 2 3 4 5 6
GEN: 0-2000A OVERSPEED LO LOW BATTERY CHARGER
SHORE: 0-2000A AUTOSTART TRIP
SOURCE RUNNING START FAIL PRESS.
ST-BY INSTRUMENT PANEL
POWER RESET TRIP SOURCE
BATTERY LOW
BATTERY LOW
VOLTAGE ALARM
VOLTAGE ALARM
0 0 0 0 0 0 Hz
C.F.W HIGH C.F.W HIGH LO LOW PRESS LO HIGH TEMP BATT & BATTERY CFW LOW
ALARM ALARM FAIL ALARM
TRIP ALARM ALARM AMMETER VOLTMETER
10 30
15 40
7 8 9 10 11 12
5 LOW VOLTAGE 20
TEST MODE
(UP FOR 5 sec)
10
20
50
A V
0
COOLANT HEATER SPACE HEATER
AFTER ENGINE OVERSPEED,
NORMAL
Voltage/Current
OFF ON OFF ON MODE
ENGINE PANEL SWITCH (OFF-RUN-START)

BACK TO RUN POSITION TO RESET SYSTEM
Monitoring
EQUAL FLOAT
EQUAL FLOAT
ENGINE CONTROL
FREQUENCY &
VOLTMETER FOR GEN & SC
Control POWER SOURCE
ACB TROUBLE S-T
RESET R-S T-R
START STOP RESET LAMP&BELL TEST
STOP START
LS
ABE 32
ON 10A
SHORE OFF
LS
Excitation 13 14 15 16 BATTERY CHARGER
BCS
AMMETER ACB CONTROL GOVERNOR MOTOR ENSURE SWITCHES ARE RETURNED
S OFF TO AUTO AFTER TESTING
R T OPEN CLOSE LOWER RAISE
SHORE OFF POWER SOURCE STARTING CFW & LO TRIPS

BELL STOP (OFF - ON) MANUAL-AUTO E/G MODE-TEST MODE
OFF ON MANUAL AUTO E/G TEST

MODE MODE
17 18 19 20
EM’CY STOP
(PUSH LOCK & TURN RESET)
21
T
SE
RE
RE
SE
T
O OFF CHARGED
OFF ON
O I
stx Engine
Engine Control/
Alarms/Monitoring
Emergency
Generator
Model: LSA 50.1 UL10 - 4P Starter Motor
Capacity/rating: 450V, 60Hz, 850.4kW,
Emergency Generator Panel 1,063kVA ,1,364A, 0.8pf
Speed: 1,800rpm
Cooling method: Air cooled
Excitation: AREP
Insulation class: H

2.13.7 Emergency Alternator The 440V main and cargo back-feeding procedures from the emergency Emergency Alternator Air Circuit-Breaker
switchboard are described in Section 2.13.3
Manufacturer: Terasaki
The emergency generator is designed to restore power to the emergency Model: AR216S
Model: LSA50.1 UL10-4P
switchboard within 45 seconds. The bus tie breakers on the emergency Type: Air circuit-breaker
Capacity/rating: 450V, 3ph, 60Hz, 850.4kW, 1,460.3A, 1,063kVA,
switchboard, which connect to the main 440V switchboards, are opened
0.8pf, IP54 automatically when zero volts is detected on the switchboards. The emergency alternator supplies the emergency switchboard in the event of
Speed: 1,800 rpm a blackout via a 3-phase motor charged Air Circuit Breaker (ACB). The ACB
Heating: 220V, 210W The alternator’s automatic voltage regulator (AVR) is fitted within the alternator has closing springs that are automatically charged after each closing cycle by
Cooling method: Air-cooled terminal cover. There is a potentiometer inside the emergency switchboard, an internal motor. In the case of a motor failure, the springs may be manually
emergency generator cubicle to enable the voltage to be manually adjusted. charged using the charging handle on the front face of the ACB. The ACB is
Excitation: Self-excited, brushless The AVR (R448) is powered using the AREP (Auxiliary windings, Regulator, fitted with an undervoltage trip (UVT) device. Controlled tripping is carried
Insulation class: H Excitation Principle) system. With AREP excitation, the AVR is powered by out from the overcurrent protective device. The trip levels may be adjusted at
auxiliary windings which are independent of the voltage detection circuit. this unit.
Introduction The generator is fitted with a space heater to prevent condensation when the The ACB is of the withdrawable type; it may be partially removed to the TEST
generator is stationary or idling. The heater is interlocked with the generator position for testing or completely withdrawn to the ISOLATED position for
A self-contained emergency diesel generator, rated at 850kW, is fitted in the ACB.
emergency generator room on the port side of A deck for use in an emergency maintenance purposes. In the TEST position, the auxiliary control contacts
or during refit. The generator is of the self-excited, brushless type and can are connected, but the main contacts are isolated so the ACB can be operated
The generator has sufficient capacity to enable the starting of the required without any electrical problems. In the ISOLATED position, the auxiliary
be set for manual or automatic operation. Automatic mode will normally be machinery to power-up the vessel from a dead condition.
selected, with the manual setting being used for testing the generator. control contacts and the main contacts are isolated
The primary method of starting the emergency generator is electrical via a The ACB is normally operated automatically in the event of a blackout via the
The emergency switchboard is normally supplied from one of the 440V main battery. The battery is charged via its own wall-mounted battery charger. The
switchboards. When automatic mode is selected, the emergency generator is automatic control system. If necessary the breaker can be operated manually
secondary method of starting is via an air starting unit. via the emergency switchboard EG ACB CONTROL switch and it can also
started automatically by detecting zero volts on the emergency switchboard
bus bars. The emergency generator air circuit-breaker (ACB) will connect be operated locally at the ACB using the breaker front panel buttons in an
automatically to the emergency switchboard after confirming the continuation Emergency Generator Engine Protection emergency. For further information on the emergency switchboard operational
of no-voltage. procedures, please refer to Section 2.13.3.
The emergency generator engine is protected by the following alarms and
trips:
Interlocks for back-feeding from the emergency switchboard to the No.1 or No.2
440V main switchboard and the No.2 440V cargo switchboard are provided as
No. Description Set Point Alarm/Trip
follows (please refer to illustration 2.13.1b for breaker identification):
1 Start Fail 25 seconds Trip
2 Overspeed 2,070 rpm Trip
• The emergency switchboard incomer circuit-breakers ESBLM1
and ESBLM2, the emergency generator circuit-breaker E and the 3 LO Low Pressure 127kPa Alarm
shore connection circuit-breaker SC are mutually interlocked, 4 LO Low Pressure 84kPa Trip
so that only one of the four circuit-breakers can be closed at any 5 CFW High Temperature 102 ± 2 °C Alarm
time. This interlock is released when the emergency generator 6 CFW High Temperature 106 ± 2 °C Trip
or shore connection are feeding the 440V main switchboard 7 LO High Temperature 117 ± 2 °C Alarm
(feedback mode).
8 Battery Charger Fail ----- Alarm
• The emergency switchboard incomer circuit-breakers, ESBLM1
and ESBLM2, and the outgoing circuit-breaker to the No.2
440V cargo switchboard, ESBLC2, are mutually interlocked so
that only one of the three circuit-breakers can be closed at any
time.
• When in feedback mode to the 440V main switchboard, the
No.1 and No.2 440V main switchboard incomer circuit-
breakers, LM1HM1 and LM2HM2, cannot be closed.

2.13.8 Preferential Tripping and Sequential Illustration 2.13.8a Preferential Tripping
Restarting First Stage
Preference Trips Second Stage
30 Seconds
Preferential Tripping Preference Trips
35 Seconds
PT-1
In the event of a VCB abnormal trip which does not result in a blackout, the P04308 Galley and Laundry 440V Distribution Board (PD-5) PT-2
vessel’s 1st, 2nd and 3rd stage preference trip systems will operate to reduce via 440/440V 120kVA Isolation Transformer
the load on the generator(s). A VCB abnormal trip can be caused by generator P04608 Starter for No.1-1 IG Blower
PH3501 No.1 Cargo Tank Starboard Cargo Pump
engine trouble, engine emergency/manual stop, short-circuit current, generator No.1 440V MAIN
SWITCHBOARD P04701 Control Panel for IG Chiller Compressor
internal short-circuit, undervoltage, overvoltage, overcurrent, reverse power or LM1
as the result of a mechanical fault with the breaker. P04708 Starter for No.1-2 IG Blower No.1 6.6kV CARGO
SWITCHBOARD
P04801 Starter for No.1 Accommodation Air Conditioning HC1
In the event of an overload (frequency less than or equal to 95% of the normal Compressor (Group A) PH3603 No.4 Cargo Tank Starboard Cargo Pump
rating for 5 seconds, current greater than or equal to 100% of the normal rating P04802 Starter for No.1 Accommodation Air Conditioning
Compressor (Group B)
for 5 seconds) the vessel’s 1st stage preference trip system will operate to
PH3801 No.1 High Duty Compressor
reduce the load on the generator(s). A preference trip alarm will be activated at P05208 Starter for No.2-1 IG Blower
the HIMAP-BC and on the alarm monitoring and control system. P05301 Control Panel for IG Dryer Unit
No.2 440V MAIN Third Stage
In the event of an overload (current greater than or equal to 105% of the normal SWITCHBOARD P05302 Starter for IG FO Pump
Preference Trips
rating for 30 seconds, 120% of the normal rating for 10 seconds or 130% of LM2 P05401 Starter for No.2 Accommodation Air Conditioning 40 Seconds
the normal rating for 5 seconds ) the vessel’s 1st, 2nd and 3rd stage preference Compressor (Group A)
trip system will operate to reduce the load on the generator(s). The 2nd stage
P05402 Starter for No.2 Accommodation Air Conditioning
Compressor (Group B)
PT-3
preference trip will operate 5 seconds after the 1st stage if the overcurrent P05406 Starter for No.2-2 IG Blower
condition is still present. The 3rd stage preference trip will then operate 5 No.1 440V MAIN
No.2 220V FEEDER P05804 Galley and Laundry 220V Distribution Board (LPD-3) P04707 Starter for Aft Deck Machinery (For No.1 Hydraulic Pump)
seconds after the 2nd stage if the overcurrent condition is still present. A PANEL via 220/220V 75kVA Isolation Transformer
SWITCHBOARD
LM1
preference trip alarm will be activated on the IAS and the preference trip alarm
P10106 Workshop Packaged Air Conditioning Unit No.2 440V MAIN
indication is illuminated on the 6.6kV main switchboard synchronising panel. SWITCHBOARD
P05307 Starter for Aft Deck Machinery (For No.2 Hydraulic Pump)
440V POWER PANEL P10201 No.2 ECR Packaged Air Conditioning Unit LM2 P05308 Starter for Aft Deck Machinery (For No.3 Hydraulic Pump)
PD-3
Operation of the preference trip system result in a start command to the standby P10202 No.2 Main Switchboard Room (Starboard)
diesel generator. The diesel generator will start, synchronise and connect to the Packaged Air Conditioning Unit PH4601 No.1 Cargo Tank Port Cargo Pump
6.6kV main switchboard. Selection of the standby generator can be carried out P10203 No.2 Main Switchboard Room (Port)
PH4603 No.2 Cargo Tank Port Cargo Pump
Packaged Air Conditioning Unit
at the IAS operator station. No.2 6.6kV CARGO
P10401 No.1 ECR Packaged Air Conditioning Unit PH4701 No.3 Cargo Tank Port Cargo Pump
SWITCHBOARD
When normal conditions resume, the breakers indicated in illustration 2.13.8a 440V POWER PANEL
PD-4
P10402 No.1 Main Switchboard Room (Starboard) HC2
PH4703 No.4 Cargo Tank Port Cargo Pump
must be manually reset.
P10403 No.1 Main Switchboard Room (Port) PH4801 No.5 Cargo Tank Port Cargo Pump
PH4901 No.2 High Duty Compressor
P10801 Galley Packaged Air Conditioning Unit
440V POWER PANEL
PD-6 P10802 Starter for AHU Fan (Group A)
P10901 CCR Packaged Air Conditioning Unit
P10902 Starter for AHU Fan (Group A)

No.1 6.6kV
MAIN SWITCHBOARD PH1001 No.1 Ballast Pump
HM1
No.2 6.6kV PH2401 No.2 Ballast Pump
MAIN SWITCHBOARD
HM1 PH2501 Standby Ballast Pump

Sequential Restart Sequence Illustration 2.13.8b Sequential Restart System
In the event of a total blackout (loss of power to both 6.6kV main switchboards),
the following sequence is commenced: TIME CONSUMER CAPACITY
Navigation & Communication Equipment

a) All the breakers in use before the blackout are detected by the
switchboard. Control & Instrumentation Equipment
Steering Gear 100kW x 4

b) The standby diesel generator is started automatically and 0 Seconds Generator Engine FO Supply Pumps 1.75kW x 2
connected to the 6.6kV main switchboard.
Generator Engine FO Circulation Pumps 8.6kW x 2
c) The major bus tie circuit-breakers are reconnected as per the Generator Engine LO Priming Pumps 9.0kW x 4
following table: Generator Engine DO Service Pump 4.6kW
Main Engine LO Pumps 132kW x 4

No. Master Slave Time Delay Priority 5 Seconds
Main Engine Clutch HP Pumps
1 HM1HM2 HM2HM1 - --
Main Engine Jacket Cooling Fresh Water Pumps 25kW x 4
2 HM1HC1 HC1HM1 0 sec, 1 sec 1
10 Seconds Main Engine FO Supply Pumps 2.5kW x 4
3 HM1LM1 LM1HM1 1 sec, 3 sec 2
4 HM2HC2 HC2HM2 0 sec, 1 sec 1 Main Engine FO Circulation Pumps 4.6kW x 4
5 HM2LM2 LM2HM2 2 sec, 4 sec 3 Main Engine Cooling Sea Water Pumps 125kW x 2
15 Seconds
6 HC1HC2 HC2HC1 5 sec, 6 sec 4 Main Engine Cooling Fresh Water Pumps 45kW x 3
7 HC1LC1 LC1HC1 5 sec, 7 sec 4 Engine Room Fans 55kW x 4

8 HC2LC2 LC2HC2 6 sec, 8 sec 5 20 Seconds Auxiliary Boiler Feed Water Pumps 30kW x 2
9 LM1LM2 LM2LM1 5 sec, 6 sec 4 Auxiliary Boiler Water Circulation Pumps 5.5kW x 4
10 ESBLM1 ESBLM2 7 sec, 8 sec 5 Engine Room HFO Transfer Pumps 17.3kW x 2
30 Seconds LO Transfer Pumps 2.5kW x 2

Upon completion of the major bus tie breaker restoration sequence, the PMS
sets the power generation system back to normal operating conditions. Stern Tube LO Transfer Pumps 1.75kW x 4
Auxiliary Cooling Fresh Water Pumps 110kW x 2

When normal power is restored after a blackout, all essential service 50 Seconds
Electric Motor Room Supply Fans 34.5kW x 2
machinery in service before the blackout will be started automatically when
the switchboard has regained power. Motors that were selected for duty before Auxiliary Cooling Sea Water Pumps 132kW x 2
the blackout will be automatically returned to duty when power is restored. 70 Seconds Cargo Compressor Room Exhaust Fans 37kW x 2
Similarly, motors selected for standby will automatically return to standby.
Glycol Water Circulation Pumps 18.5kW x 2
The automatic restart sequence is available when the following criteria are Emergency Generator Room Exhaust Fan 1.5kW
90 Seconds
met: High Expansion Foam Room Exhaust Fan 0.86kW
• One or more diesel generators are in automatic (standby)

mode.
• The restart sequence is turned on.
The sequential restart sequence is shown in illustration 2.13.8b.

Illustration 2.13.9a Battery Charger and Discharge Board
Battery Charging and Discharging Board
No.2 440V Main Switchboard

Feeder Panel
(P05104)
DA M1 DV C/O
Emergency Switchboard
A MΩ V 440V Feeder Panel
(P08707)
DC AMMETER INSULATION LEVEL METER DC VOLTMETER
DAS LOAD CHARGER BATTERY LOAD CHARGER BATTERY

DVS
EL LOW BATT CH
MAIN SOURCE No.1 RECTIFIER EMCY SOURCE No.2 RECTIFIER P EARTH LAMP N INSULATION ABNORMAL
WL1 WL3 WL2 WL4 RL1 RL2

EARTH TEST
No.1 REC No.2 REC

PLEASE CHANGE RECTIFIER
SWITCH OVER EVERY YEAR.
ELS
COS
M1 Insulation Level Meter
P14102
MCB1 MCB2 DA DC Ammeter General Use
MAIN SOURCE EMCY SOURCE
AC440V 100AF/15A AC440V 100AF/15A
Battery
DV DC Voltmeter (600AH / 10Hr)
ON ON
I I DAS Load / Charger / Battery Ammeter Selector P14103
MCB11 BD-1
DVS Load / Charger / Battery Voltmeter Selector
(No.1 Wheelhouse Group Panel)
WL1 Main Source Indication P14104
MCB12 BD-2
WL2 Emergency Source Indication
(No.2 EER)
WL3 No.1 Rectifier Indication P14105
24V DC Distribution Board

MCB13 Engine Control Console
WL4 No.2 Rectifier Indication
(No.1 24V DC Distribution Board)
COS No.1 / No.2 Rectifier Switch P14106
MCB14 Engine Control Console
RL1 Low Insulation Indication
(No.2 24V DC Distribution Board)
RL2 Trouble Indication P14201
MCB15
EL Earth Lamps ( P : N ) Cargo Control Console
ELS Earth Test Pushbutton P14202

MCB16
Wheelhouse Surveillance Console
MCB1 Main Source Breaker (AC440V100AF/15A)
(24V DC Distribution Board)
P14203
MCB2 Em’cy Source Breaker(AC440V100AF/15A)
MCB17
Receptacle For 24V DC Light
(NER)
Spare
Spare
TR1 TR1

2.13.9 Battery Systems and Uninterruptible Power Battery Charging and Discharging Panel • DC ammeter selection switch (load/charger/battery)
Supplies Manufacturer: Terasaki • DC voltmeter selection switch (load/charger/battery)
Voltage (supply): 440V AC, 60Hz • Insulation level meter
Introduction Floating voltage: 26.76V DC
• No.1 rectifier / No.2 rectifier changeover switch
Maximum current: 120A DC
The vessel’s essential consumers are fed from local 24V DC distribution • Earth lamps - positive and negative
Rating: Continuous
boards as well as Uninterruptible Power Supply (UPS) units. The ship’s main
battery/UPS systems are as follows: Low insulation alarm: Less than 0.01 MΩ
Operating Procedure
• The battery charger and discharge board. This is located in The battery charger is a fully automatic charging device which automatically
Batteries
the navigation equipment room. It is fed with normal and charges the 24V storage battery.
emergency 440V AC supplies and is equipped with a battery Manufacturer: Global & Yuasa Battery Co. Ltd.
back-up system. Among the consumers fed from this board are Rating/capacity (each): 24V, 600Ah
BD-1 panel, BD-2 panel and the engine control console No.1 Type: Maintenance-free sealed lead acid Floating and Equalising Charge Modes
24V DC distribution board. The full distribution is shown in Model: MSB600 While the storage battery is fully charged, it is subjected to a floating charge.
illustration 2.13.9a. In this condition, the charger supplies the 24V system with power. In the event
Voltage (nominal): 2.0V per cell
• Main UPS. This is located in the navigation equipment room. of failure of the power source, the battery will take over. A constant voltage is
Quantity: One set
It is fed with normal and emergency 440V AC supplies and is applied to the battery regardless of any load, power or temperature variation
equipped with a battery back-up system. Among the consumers and the charging current varies according to the charged state, thus maintaining
fed from this switchboard are UPD-1 and UPD-2 panels, No.2 The battery charger and discharge board is supplied with 440V AC from the battery in a fully charged condition.
ECDIS and the S-Band radar display unit. The full distribution the No.2 44V main switchboard (circuit P05104) and from the emergency
is shown in illustration 2.13.9b. switchboard 440V feeder panel (circuit P08707). The system is equipped with If the battery has been subjected to a period of duty due to power failure, on
a battery back-up system. The 440V AC is transformed and rectified to 24V DC restoration of the power supply, the battery charger is automatically transferred
• The integrated automation system (IAS) is fed from its own to supply the 24V DC consumers. The two 440V AC supplies have individual to equalising charge and this rapidly charges the battery. As soon as the battery
dedicated pair of uninterruptible power supply (UPS) units, transformers and rectifiers. A changeover switch is mounted on the front of the becomes fully charged, it reverts to floating charge. The charge performed after
IAS UPS1 and IAS UPS2. IAS UPS 1 is located in the No.1 panel. This is used to change over the 440V supplies. It is recommended by the the recovery from a power interruption is controlled by the silicon controlled
electrical equipment room on B deck and IAS UPS2 is located manufacturer that the supplies should be changed over annually. In the event rectifier (SCR) control system, which protects the battery and charging circuits
in the No.2 electrical equipment room on B deck. These are of loss of the normal 440V supply, the 440V from the emergency switchboard from excess current.
both fed with normal and emergency 440V AC supplies and are can be transformed and rectified to 24V DC and will continue to feed the 24V
equipped with a battery back-up system. DC consumers. In the event of loss of both 440V supplies, the battery system
Maintenance
• Four 110V DC battery charger boards supply the 6.6kV main will continue to supply the consumers. The batteries are normally on a floating
and cargo switchboard 110V DC control systems. Each UPS charge with the rectifier supplying the load. The 24V charger/discharge board is designed for continuous operation and is
unit is located in its respective HV switchboard room. Each unit practically maintenance-free. However, the unit should be kept clean and dry
is fed with a 440V AC supply and is equipped with a battery The battery charging and discharging panel has the following equipment and a visual inspection of connection integrity, cable condition etc, made once
back-up system. mounted on the front: a year. At this time the charging voltage should be checked using a high quality
digital voltmeter.
• The emergency generator starter. A separate 24V battery and • Main source switch (MCB1)
charger system is provided for the emergency generator starting • Emergency source switch (MCB2) All the ship’s batteries should be kept clean and dry. The battery poles and
arrangements. connections must be kept covered with acid-free vaseline. The cell voltages
• Main source lamp (WL1)
• The emergency fire pump starter. A separate 24V battery and should be checked and logged once a month and the connection terminals
charger system is provided for the emergency fire pump starting • Emergency source lamp (WL2) checked for tightness once a year.
arrangements. • No.1 rectifier lamp
• The radio/GMDSS equipment has its own 24V battery back- • No.2 rectifier lamp
up supply. The batteries are located in the battery room on the
• Low insulation lamp
navigation bridge deck.
• Battery charger abnormal lamp
• DC ammeter
• DC voltmeter

Illustration 2.13.9b UPS System Main UPS Unit Emergency Bypass CB5
Line
(Located in the Navigation
Equipment Room) Bypass
CB2 EMC
Line
Emergency Switchboard 440V Feeder Panel (P08708)
Rectifier Isolating
Input Transformer MMC
No.1 Main Switchboard 440V feeder Panel LM1 (P04504)

CB3
AC
Static Battery for UPS
MAIN UNIT FOR UPS (30kVA) Switch 200AH at 30 minutes
(220/240V DC)
Inverter
EARTH METER
- Series 6000
Uninterruptible Power System
MΩ
Load on Bypass
LCD Display Screen
Input
Rectifier Inverter
Load
Output
Battery
remain
Output
% Load To
Bypass On
Up Buzzer
Stop
Transformer
Battery
On Over Battery Low Inverter
Normal On UPS Bypass Load Discharge Battery Fault
Over Shutdown Main Em’cy Battery Left Right

Alarm AC Fail
Temp. Imminent Fail Fail CB Open
To Off Lamp
Inverter Down Test
EARTH
R
EARTH
S
EARTH
T CB4
EARTH
TEST
CB6 P13302 UPD-1 Panel (No.2 Electrical Equipment Room)
CB7 P13303 UPD-2 Panel (A Deck Electrical Distribution Room)
CB8 P13304 Engine Control Room Console (220V AC UPS Dist. Board)
220V AC, 3 Phase, 60Hz Distribution Board

CB9 P13401 Cargo Control Console (220V AC UPS Dist. Board)
CB10 P13402 S-Band Radar Display Unit (Wheelhouse Surveillance Console)

CB11 P13403 N-JB-0301 For No.2 X-Band Radar (Steering Gear Room)
CB12 P13404
S-Band Transceiver (Navigation Equipment Room)
CB13 P13405
No.2 Conning Computer (Wheelhouse Navigation Console)
CB14 P13407
Receptacle For Route Planning Station (Wheelhouse Chart Table)
CB15 P13408
No.2 ECDIS (Wheelhouse Surveillance Console)
CB16 P13501
No.1 Conning Computer (Wheelhouse Navigation Console)
CB17 P13502
Remote Conning Display Unit (Starboard Bridgewing Console)
CB18 P13503
Remote Conning Display Unit (Port Bridgewing Console)
CB19 P13504 Gyro Compass No.2 Interface Unit (Navigation Equipment Room)
CB20 P13505
PA System Amplifier (Navigation Equipment Room)
CB21 P13506
Sensor Integration Cabinet (D Deck CableTrunk)
CB22 Spare
CB23
Spare

Main UPS Battery
CAUTION
UPS Manufacturer: Global & Yuasa Battery Co. Ltd.
When in bypass mode, the consumers are not protected by the battery
Manufacturer: Hyun Jin Co. Ltd. back-up system. Capacity (20/5 hr rate): 215/183Ah
Type: PTX-Series 6000 Type: Maintenance free, sealed lead acid
Rating/capacity: 30kVA The UPS distribution is shown in illustration 2.13.9b. Model: ES200-12
Input voltage: 440V AC (No.1 440V main switchboard feeder Voltage (nominal): 12V
panel and emergency switchboard 440V feeder IAS UPS
panel) These batteries are charged from a bulkhead-mounted battery charger located
UPS
Output voltage: 220V AC in the emergency generator room. The charger is fed from the emergency
Manufacturer: Hyun Jin Co. Ltd. switchboard 220V feeder panel (circuit P09208) and is fitted with an ammeter
Type: PTX-Series 4000 and voltmeter to monitor the charging supply.
Batteries
Rating/capacity: 20kVA
Manufacturer: Global & Yuasa Battery Co. Ltd. The charger is automatic in operation with floating and equalising charging
Input voltage: 440V AC
Type: Maintenance free, sealed lead acid modes, indicated by lamps on the front panel. If the battery is discharged, the
Output voltage: 220V AC
Model: ES200-12 charger automatically transfers to the equalising mode and rapidly charges the
Batteries battery. As soon as the battery becomes fully charged, it reverts to a floating
Voltage (nominal): 240V DC (20 x 12V)
charge. The charge performed after the recovery from a power interruption
Capacity: 220V AC, UPS 30kVA, 30 minutes Manufacturer: Global & Yuasa Battery Co. Ltd. is controlled by the automatic control system, which protects the battery and
Quantity: One set Type: Maintenance free, sealed lead acid charging circuits from excess current. The mode may also be manually selected
Model: ES100-12 via a toggle switch on the front panel. The charger is fitted with a battery low
The main UPS unit is supplied with 440V AC from the No.1 440V main Voltage (nominal): 192V DC (16 x 12V) voltage alarm.
switchboard (circuit P04504) and from the emergency switchboard 440V Capacity: 220V AC, UPS 20kVA, 30 minutes
feeder panel (circuit P08708). The system is equipped with a battery back-up The board and charger are designed for continuous operation and are practically
Quantity: Two sets maintenance-free. However, the unit should be kept clean and dry and a visual
system. The 440V AC is transformed, rectified and inverted to supply the 220V
AC consumers. In the event of loss of the normal 440V supply, the back-up inspection of connection integrity, cable condition etc, made once a year. At
440V supply is transformed, rectified and inverted and will continue to feed The IAS is fed from its own dedicated pair of uninterruptible power supply this time the charging voltages should be checked using a high quality digital
the 220V AC consumers. In the event of loss of both 440V supplies, the battery (UPS) units, No.1 and No.2. Each UPS is fed with dual 440V supplies. No.1 voltmeter. All batteries should be kept clean and dry. The battery poles and
system will continue to supply the consumers. UPS is fed from the No.1 440V main switchboard (circuit P04505) and the connections must be kept covered with acid-free vaseline.
emergency switchboard (circuit P08803). No.2 UPS is fed from the No.2 440V
The UPS is located in the navigation equipment room and the batteries are main switchboard (circuit P05105) and the emergency switchboard (circuit Emergency Fire Pump Starting Batteries
located in the No.1 battery room on the navigation deck. The UPS has a bypass P08804).
Battery Charger
facility. In bypass mode, the 440V input is transformed down to 220V and this
then directly feeds the 220V consumers. The UPS will switch to bypass mode In the event of loss of the main 440V supply the back-up 440V supply will Manufacturer: Ellehammer
when in the following conditions: be connected. In the event of loss of both the main and emergency supplies, Type: EAT 24/10B
the battery bank will be connected and will supply the IAS consumers with Input voltage: 230V AC
• At initial start-up 220V AC via the inverter and transformer. IAS UPS 1 is located in the No.1
Output voltage: 24V DC
• Output overload (greater than 120%) electrical equipment room (EER) on B deck and IAS UPS2 is located in the
No.2 electrical equipment room on B deck. Output current: 10A DC
• UPS internal temperature exceeds the safe operating range
• UPS internal failure Battery
Emergency Generator Starting Batteries
• The OFF switch on the front panel is pressed and held for longer Manufacturer: Optima Batteries Inc.
Battery Charger
than 5 seconds Type: Optima 850
Manufacturer: STX Engine Co. Ltd.
Voltage (nominal): 12V
Model: SSEBC 10A
Charging current: 10A (normal), 50A (maximum)
Output current: 10A DC

The emergency fire pump is started via its own starting batteries. These batteries Radio and GMDSS Batteries
are charged from a battery charger located in the bosun’s store adjacent to the
The supply to the GMDSS radio equipment is backed-up by a dedicated radio
fire pump. The charger is fed from the 220V emergency power distribution
battery and charger system. The batteries provide 24V DC for the emergency
board EPD-2 (circuit P12507) and is fitted with an ammeter and voltmeter to
GMDSS communication equipment in the GMDSS console.
monitor the charging supply. A charger fail alarm is also mounted on the front
of the charger panel. The batteries are also located in the bosun’s store adjacent
The battery units are located in the battery room on the starboard side of
to the fire pump.
the navigation bridge deck. The battery charger is located in the navigation
equipment room.
6.6kV Main and Cargo Switchboard 110V UPS Units
Battery Charger
Charger Boards
Manufacturer: Sailor
Manufacturer: Terasaki
Type: 5083
Rating: Continuous
Cooling: Natural self-cooling
Batteries
Manufacturer: Global & Yuasa Battery Co. Ltd.
Rating/capacity (each): 24V, 200Ah
Floating voltage: 120.5V DC
Type: Maintenance-free sealed lead acid
Output current: 20A DC
Model: MSB200
Batteries Voltage (nominal): 2.0V per cell
Manufacturer: Global & Yuasa Battery Co. Ltd. Quantity: One set
Capacity: 40Ah (10hr)
Type: Valve regulated, lead acid
Model: HSE-40-12
Voltage (nominal): 2V
Total number of cells: 54
Four 110V DC UPS units supply the 6.6kV main and cargo switchboard
110V DC control systems. The No.1 6.6kV main switchboard unit is fed from
the No.1 440V main switchboard (circuit P04507). The No.2 6.6kV main
switchboard unit is fed from the emergency switchboard (circuit P08801).
The No.1 6.6kV cargo switchboard unit is fed from the No.1 440V main
switchboard (circuit P04508). The No.2 6.6kV cargo switchboard unit is fed
from the emergency switchboard (circuit P08802). Each unit is located in its
respective 6.6kV switchboard room.
Each UPS unit is equipped with a battery back-up system. In the event of loss
of the normal 440V supply, the battery system will continue to supply the
consumers.

Illustration 2.13.10a Cathodic Protection System
Aft Power Supply Unit

Input 440V 60Hz Forward Power Supply Unit
Located on Engine Room Input 440V 60Hz
3rd Deck Located in Bosun Store
Rudder Stock
Bonding
IAS
A.P 10 20 30 40 50 70 80 90 100 110 120 130 140 150 160 170
225A Pt/Ti Linear Recessed Zinc 225A Pt/Ti Linear 100A Recessed Pt/Ti Recessed Zinc
Anodes Located at Reference Electrode Anodes Located at Anodes. Located at Reference Electrode
Frame 22+1/2 Located at Frame 33+1/2 Frame 43+200 Frame 152+1/2 Located at Frame 164+1/2
Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard
100A Pt/Ti
225A Pt/Ti Reference Cell 225A Pt/Ti Elliptical Anode Reference Cell Shaft Millivolt Meter
Linear Anode Linear Anode
JB JB JB IAS JB JB
AFT ICCP POWER SUPPLY UNIT FWD ICCP POWER SUPPLY UNIT
CONTROL BOARD CONTROL BOARD
ICCP SYSTEM ICCP SYSTEM
Propeller Shaft
Forward
Aft Power Power
Shaft Earthing
440V AC Supply Supply Supply
440V AC Supply Brushes
From PD-1 Unit Unit
From LGSP-13 Copper Slip Ring
(circuit P09706) (900A) (200A)
(circuit P17605)
JB JB JB JB JB
Propeller Shaft Earthing

and Monitoring Assembly
225A Pt/Ti 225A Pt/Ti
Linear Anode Reference Cell Linear Anode 100A Pt/Ti Reference Cell
System Wiring
Elliptical Anode

2.13.10 Cathodic Protection System Current is fed through Pt/Ti anodes situated port and starboard on the ship. The Routine Checks:
titanium prevents the anodes themselves from corroding and the surfaces are
• Record the output current and all voltages and the reference cell
Manufacturer : Korea Cathelco Ltd. streamlined into the hull. Fixed zinc reference electrodes, port and starboard,
reading on the log sheets provided on a daily basis.
Type: Impressed Current 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 • Check that the LCD of each power supply unit display is
Power supply: AC 440V, 60Hz, 3ph illuminated on a daily basis.
anodes to reduce this to an optimum level of about 200mV.
The vessel is provided with an impressed current cathodic protection • Check and clean the propeller shaft slip ring and brushes on
(ICCP) system. This method of corrosion protection automatically controls System Layout a regular basis. Confirm that the brushes move freely in their
electrochemical corrosion of the ship’s hull structure below the waterline. holders and are held firmly onto the slip ring by the brush holder
The vessel’s ICCP system consists two power supply units. The power supply
Cathodic protection can be compared to a simple battery cell, consisting of two springs.
units, one forward and one aft, are wired to port and starboard reference
plates in an electrolyte. One of the battery plates in the electrolyte will waste electrodes and port and starboard anodes. The aft power supply unit is located • Inspect the rudder stock earth strap for signs of fraying every
away through the action of the flow of electrical current if the two battery on the engine room 3rd deck and the forward power supply unit is located in week.
electrodes are connected electrically. When two metals are immersed in sea the bosun’s store. The power supply units are equipped with facilities to raise • Return completed log sheets to the manufacturer for scrutiny
water, which acts as the electrolyte, one of the metals acts as the anode and an external alarm to give warning of any system abnormalities. The system can every month.
will waste away. Which metal, in any pair, acts as the anode depends upon their also be monitored via the IAS.
relative positions in the electrochemical series, but steel will act as an anode • Inspect and clean the power supply unit cooling fans and grilles
to copper, brass or bronze. The strength of the electric current generated in the The forward system consists of one 200A power supply unit, two 100A Pt/Ti every three months
corrosion cell, and hence the rate at which wastage takes place, depends upon circular (elliptical) anode assemblies and two zinc reference electrodes. The aft
the metals involved and the strength of the electrolyte. system consists of one 900A power supply unit, four 225A Pt/Ti stripe (linear) The anodes and reference cells must be externally inspected every dry dock
anode assemblies and two zinc reference electrodes. period. The anodes are fitted with an insulating shield cover to prevent
Cathodic protection is a system of preventing corrosion by forcing all surfaces excessive local over-protection and the condition of this shield must be closely
of a structure to be cathodes by providing external anodes. When a vessel is The forward system is fed from the No.13 local group starter panel, circuit inspected at this time.
fitted with ICCP the hull steel is maintained at an electrical potential more P17605. The aft system is fed from the 440V power distribution panel PD-1
negative than the surrounding sea water. panel, circuit P09706. Note: Ensure that the anodes and reference cells are not painted over during
dry dock hull repainting.
Fresh Water Operation Propeller and Rudder Stock Earthing
Further details concerning the system design, operation and maintenance can
When the vessel enters a river estuary the fresh or brackish water may limit To avoid electrolytic corrosion of the propeller, a slip ring is clamped to each be found in the manufacturer’s operation manual.
the spread of current from the anodes, due to the higher resistance of the water. shaft and is earthed to the hull via brushes. A second brush assembly, insulated
Normally this would cause the voltage output to increase to compensate for from earth, monitors the shaft mV potential and this signal is fed to a millivolt
this. This would be accompanied by very low current levels and the reference meter. To ensure efficient bonding, the slip ring should be cleaned on a regular
electrode potentials may indicate under-protection. However, in this system basis. The shaft potential value should ideally remain below 80mV. If the
the output is taken care of by the computer and the system will automatically readings are above 80mV, clean the surface of the slip ring and the contact face
return the hull to the optimum protective level when the vessel returns to sea of the brushes with a clean cloth. The millivolt meter will read zero when the
water. shaft is at rest. If the millivolt meter reads zero when the shaft is turning, it is
an indication of a possible fault in the millivolt meter. All terminal connections
Principle of Operation should be checked for tightness.
Protection is achieved by passing a low voltage DC current between the hull The rudder stock is also earthed for protection via a ??mm2 flexible earth cable
metal and anodes insulated from the hull but in contact with the sea water. The between the deckhead and rudder stock to minimise any electrolytic potential
electrical potential of the hull is maintained more negative than the anodes, across the bearings and brushes.
ie, 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
paintwork. 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
formation of hydrogen gas between the hull steel and the paint. The system
on this vessel controls the impressed electrical current automatically to ensure
optimum protection.

Illustration 2.14.1a Domestic and Engine Room Fresh Water System Screen Shot

2.14 Accommodation Services Introduction pressure drops allowing one of the pumps to start automatically and replenish
the tank. When the pressure in the hydrophore tank reaches a preset value,
2.14.1 Fresh Water System Fresh water is produced by two fresh water generators as detailed in Section the duty pump will automatically stop. (The cut-in and cut-out pressures are
2.4.2 of this manual and the water produced is used throughout the vessel as normally set to approximately 441kPa and 539kPa respectively.) The second
technical water for machinery use and potable water for domestic use, via an pump will start if the first pump fails to maintain the pressure in the tank and
Fresh Water Pumps the pressure drops to a lower second start value. It will cut-out automatically at
ultraviolet steriliser. Both the potable water and the technical water systems
Manufacturer: Teikoku Machinery Works Ltd are supplied by the same fresh water hydrophore unit, located on the 3rd deck the same time as the lead pump.
No. of sets: 2 level.
From the hydrophore unit the water passes through a rehardening filter before
Type: Centrifugal
A silver ion steriliser is installed in the discharge between the fresh water entering the engine room and accommodation drinking water distribution
Model: 50MSS-JV1M generators and the fresh water storage tanks. The silver ion steriliser provides system; the hot water system is also supplied from the drinking water system.
Capacity: 8.0m³/h at 600kPa a reserve of silver ions in the water, maintaining it in a sterile condition during
Rating: 440V, 5.5kW at 3,600 rpm storage. Fresh Water System
Fresh Water Hydrophore Unit Fresh water is stored on board the vessel in four tanks as shown in illustration The fresh water system supplies unsterilised water to the engine room and deck
No. of sets: 1 2.14.1a. These tanks are located aft of the engine room in the steering gear service valves. Because the water is unsterilised it is only suitable for washing,
area and are: sanitary and engine room services; it is not suitable for human consumption.
Type: Vertical pressurised storage tank type
Volume: 2m³ • Fresh water tanks (port and starboard) (202.5m³)
WARNING
Working pressure: Up to 550kPa • Distilled water tanks (port and starboard) (39.2m³) Only water from the drinking water fountains is suitable for human
Hot Water Circulating Pumps consumption. The water from washbasins is not for drinking.
The distilled water tanks are normally filled directly from the fresh water
Manufacturer: Teikoku Machinery Works Ltd. generator, with the steriliser and rehardening filter being bypassed. Water can
also be bunkered from ashore with the storage tanks being filled directly from Engine Room Services
No. of sets: 2
connections on the port and starboard after deck. This system supplies fresh water to the services in the engine room and
Type: Horizontal, centrifugal
includes the following:
Model: 50MSS-AH1m To prevent contamination, the cross-connecting lines between the fresh and
Capacity: 2.0m³/h at 50kPa distilled water systems are fitted with spectacle flanges, in the blanked position • Engine room, cargo system and deck general service valves
Rating: 440V, 0.4kW at 1,800 rpm and valves set in the locked closed position. • Boiler water sampling cooler
Calorifiers • Bilge water separator
The hot water system is supplied from the fresh water system with the water
No. of sets: 2 being heated in two calorifiers. These are equipped with steam and electric • Main engine air cooler chemical cleaning
heating coils.
Type: Steam and electric - 20kW • FO/LO purifiers operating water
Capacity: 0.4m³ The fresh water storage tanks are also used to supply the engine room’s local • Sludge de-watering unit
Rehardening Filter water-based fire fighting system pump unit. The outlet valve from the fresh • Sludge pump priming water
Manufacturer: Samkun Century Co. Ltd. water tank to this system is locked in the open position.
• Port fresh water generator priming water supply
Type: Dolomite (calcium carbonate)
The minimum amount of fresh water required for the water-based fire fighting • HT, LT and auxiliary cooling fresh water system expansion
No. of sets: 1
system is 5.0m³, therefore the fresh water hydrophore pumps suction line is set tanks
Model: REH-5000 higher than the Hyper LP water pump suction line.
Capacity: 3.3m³/h • Inert gas scrubber fresh water rinsing
Silver Ion Steriliser Drinking Water System • Fresh water supply to high-expansion foam system SW supply
Manufacturer: Jowa AB pump
The drinking water system supplies sterilised water to the engine room water
Type: Silver ion fountains and the accommodation drinking water service system. Water is • Engine Room fresh water local fire fighting system
No. of sets: 1 drawn from the fresh water storage tanks by one of two hydrophore pumps • Cargo manifold water curtain line rinsing
Model: AG-S and discharged into the hydrophore tank. The hydrophore tank, which has
• Paint and chemical stores
Capacity: 3.3m³/h a capacity of 2.0m³, is supplied with compressed air to maintain the tank
under pressure. The pressure in the hydrophore tank controls the starting and
stopping of the water pumps. As the water in the tank is consumed, the tank

Illustration 2.14.1b Domestic and Engine Room Fresh Water System

Domestic Fresh
Water Hydrophore
Control Air
Tank (2.0m3)
PI
15
15
PS Hot Water
40
Water Tank 15
To Sludge De-watering Unit
Port (39.2m3)
Port (202.5m3) HC025
40
PI TI PI TI
LIAHL LIAHL 40
HC13 HC12
010 012 014 016 037 155
65
Steam Steam
HC026 HC027 PI PI
HC035
50
40
HC021 HC036
40 Water Fountains
40
Rehardening 65
Key HC057
15 2nd Deck
Cooling Fresh 40
HC018
Bilge HC066
Workshop 15
Water Tank
HC017 Diesel Generator Room Port Near Boiler
Starboard HC223 15 15
15
SIAH
HC42 Near Soot Collecting and Vent Fan Room Port
40 HC221 10
HC006 HC055
HC038
HC222 S HC040
To Boiler Water Test Room Sink Near Exhaust Gas
Port 15 15
Chemical HC056
To Chemical Store
25 Dosing Unit 15
15
HC046
LT LT
HC069 WD238
(202.5m3) S
15 15
15
Sensor
S HC049
15 High-Expansion Foam System 15

Starboard Chemical 15 Gas / Dry-Air System 40
HC060
15 15 40
HC050

Hot Water System g) Start the distillate pump. The discharge should be dumped until Position Description Valve
The accommodation hot water system is a loop system with a supply and return the salinometer automatically shuts the dump solenoid valve
Open Domestic fresh water hydrophore unit outlet HC026
manifold. Hot water is circulated by one of the two pumps, with the return line when the water quality is at the required standard. When the
valves to fresh water services HC068
connected to the pump suction: the pumps discharge to the calorifiers. Hot salinity is satisfactory the discharge will change over to fill the
tank. Normally Domestic fresh water hydrophore unit outlet HC067
water is supplied to the consumers in the engine room, engine room casing and
closed valves to distilled tanks filling line
to the sludge de-watering unit on a once-through basis.
h) Start the silver ion steriliser and check that it is operating Closed Domestic fresh water hydrophore unit drain valve
correctly. Open Rehardening filter inlet valve
Procedure for Filling the Fresh Water Tanks Open Rehardening filter unit outlet valve
The procedure to fill the distilled water tank is similar to the above except that
The following procedure assumes that the fresh water tank (port) is to be filled the silver ion steriliser is bypassed. Closed Rehardening filter unit vent valve
from the fresh water generators. Depending on the fresh water consumption Closed Rehardening filter unit drain valve
and the levels in the fresh water storage tanks, one or both of the fresh water Open Discharge valves to domestic fresh water system HC028
generators may be required in service. If both fresh water generators are to be Procedure for Operating the Fresh Water System
Open Discharge valve to swimming pool shower unit HC155
used, one unit should be started and allowed to settle before the second unit on B deck
is started. The description assumes that the port fresh water generator will be a) Check that there is sufficient water in the fresh water tank (port)
started. to meet the immediate demand.
d) Select one of the domestic fresh water pumps for manual
operation and fill the hydrophore tank until the water level
a) Prepare the fresh water generators as described in Section 2.4.2 b) Ensure that the rehardening filter is operational and check that
gauge glass is approximately ¾ full.
of this manual. the inlet filters are clean.
e) Stop the domestic fresh water pump.
b) Ensure that the silver ion steriliser is operational and check that c) Set the valves up as shown in the following table:
the inlet filters are clean. f) Open the air supply valve and pressurise the hydrophore tank to
Position Description Valve 600kPa.
c) Check the levels in the storage tanks and ensure that all Open Fresh water tank (port) outlet valve to hydrophore HC012
instrumentation and root valves are open. pumps g) Set the pumps for automatic operation.
Closed Fresh water tank (port) outlet valve to local fire MV3
Note: If the distilled water tank is to be filled, the silver ion steriliser should fighting system pump unit suction h) Slowly open the discharge valves from the hydrophore tank,
be bypassed. Open Fresh water tank (port) outlet valve to local fire MV4 domestic fresh water will slowly fill the system. As the level
fighting system pump unit suction in the hydrophore tank drops, the pressure will fall until
d) Set the valves as shown in the following table: Closed Fresh water tank (starboard) outlet valve to HC011 approximately 450kPa, when the drinking water pumps will
hydrophore pumps operate. The pumps will now operate to maintain the system
Position Description Valve pressure between 450 and 550kPa.
Open Fresh water tank (port) outlet valve to local HC061
Open Port fresh water generator outlet valve HC002 indicator
The hydrophore tank is now operational and fresh water is being supplied to
Operational Port fresh water generator solenoid dump valve Open Fresh water tank (port) outlet valve to remote RS033 the various consumers.
Operational Port fresh water generator solenoid outlet valve indicator and alarm system
Closed Starboard fresh water generator outlet valve HC001 Normally Fresh water and distilled water tank outlet HC021
Operating the Engine Room Services
Open Silver ion steriliser inlet valve HC004 closed manifold cross-connection valve
Open In line suction valve to domestic fresh water HC022 Operate the fresh water system as previously described. The valves below will
Closed Silver ion steriliser bypass valve HC006
pumps only be open when the service is required:
Open Silver ion steriliser outlet valve HC005
Open No.1 domestic fresh water pump suction valve HC024
Operational Silver ion steriliser solenoid inlet valve Description Valve
Open No.1 domestic fresh water pump discharge valve
Open Fresh water tank (port) filling valve HC010 Water service 3rd deck, aft starboard HC057
Open No.2 domestic fresh water pump suction valve HC025
Closed Fresh water tank (starboard) filling valve HC009 Water service 3rd deck, aft port HC039
Open No.2 domestic fresh water pump discharge valve
Water service 3rd deck, forward starboard HC007
e) Start up the port fresh water generator as outlined in Section Closed Domestic fresh water hydrophore unit outlet HC027
2.4.2. valve Water service to port FW generator chemical dosing unit tank HC040
Water service 3rd deck, forward port HC066
f) Switch on the fresh water generator salinometer.

Illustration 2.14.1b Domestic and Engine Room Fresh Water System

Domestic Fresh
Water Hydrophore
Control Air
Tank (2.0m3)
PI
15
15
PS Hot Water
40
Water Tank 15
To Sludge De-watering Unit
Port (39.2m3)
Port (202.5m3) HC025
40
PI TI PI TI
LIAHL LIAHL 40
HC13 HC12
010 012 014 016 037 155
65
Steam Steam
HC026 HC027 PI PI
HC035
50
40
HC021 HC036
40 Water Fountains
40
Rehardening 65
Key HC057
15 2nd Deck
Cooling Fresh 40
HC018
Bilge HC066
Workshop 15
Water Tank
HC017 Diesel Generator Room Port Near Boiler
Starboard HC223 15 15
15
SIAH
HC42 Near Soot Collecting and Vent Fan Room Port
40 HC221 10
HC006 HC055
HC038
HC222 S HC040
To Boiler Water Test Room Sink Near Exhaust Gas
Port 15 15
Chemical HC056
To Chemical Store
25 Dosing Unit 15
15
HC046
LT LT
HC069 WD238
(202.5m3) S
15 15
15
Sensor
S HC049
15 High-Expansion Foam System 15

Starboard Chemical 15 Gas / Dry-Air System 40
HC060
15 15 40
HC050

Description Valve a) Set up the system valves in accordance with the following Using Electric Heating
table: Operate the hot water system as previously described. The valves should be set
Water service diesel generator room starboard HC058
Water service diesel generator room port HC048 up as described when using steam and the system vented and primed:
Position Description Valve ~
Water service purifier room starboard HC071
Closed Inlet valve from the drinking water system to the HC029 a) Start the hot water circulating pump.
Water service purifier room port HC055 hot water system
Priming water service for port FW generator Open No.1 calorifier inlet valve HC034 b) Switch the HEATER switches to ON and AUTO at the control
Priming water service for sludge pump HC070 Open No.1 calorifier outlet valve HC035 panel.
Water service floor, forward starboard HC059 Closed No.2 calorifier inlet valve HC036
Water service floor, forward port HC049 b) Select the required number of heater elements using selection
Closed No.2 calorifier outlet valve HC037 switch No.1 or No.1 and No.2
Water service floor, aft starboard HC060 Closed No.1 calorifier drain valve
Water service floor, aft port HC050 Closed No.1 calorifier vent valve c) Set the system temperature.
Water service 2nd deck, mid HC047 Closed No.2 calorifier drain valve
Water service workshop HC045 Closed No.2 calorifier vent valve Procedure to Bunker Fresh Water
Water service near boiler HC054 Open No.1 hot water circulating pump suction valve HC031
Water service near soot collecting tank and chemical dosing HC120 Open No.1 hot water circulating pump discharge valve HC030 On occasions it may be necessary to bunker either distilled water or fresh water
tank from ashore. If this is to be done, great care should be taken to establish the
Closed No.2 hot water circulating pump suction valve HC033
Water service boiler water test room HC038 quality of the bunkered water as contamination of either type of water will have
Closed No.2 hot water circulating pump discharge valve HC032 adverse effects.
Water service 1st deck, starboard HC055
Open Sludge de-watering unit inlet valve HC079
Water service 1st deck, port HC046
The water bunker connections are located on both sides of the vessel on the
Water service near inert gas generator HC056 b) Slowly open the inlet valve from the domestic fresh water after deck. They are adjacent to the tank vent pipes and comprise of a goose
Water service steering gear room HC044 system, HC029. Open the vent valves on both calorifiers and neck pipe with a blank swivel flange fitted. To fill the starboard distilled water
Water service main deck services, starboard HC157 fill the calorifiers. Fill the system slowly and ensure that the tank, once the quality of the supply has been confirmed as satisfactory, the
Water service main deck services, port HC156 domestic fresh water pumps maintain the level within the bunker hose should be connected. The bunkering can then commence.
hydrophore tank.
Water service pipe duct HC158
The water quality should also be confirmed when bunkering drinking
Water service vent fan room, starboard HC051 c) Ensure that the hot water circulating pump is primed. water. When this water is later used, make sure that it is passed thorough
Water service vent fan room, port HC042 the rehardening filter as described previously before being used for human
Water service near exhaust gas economiser HC043 d) Start the hot water circulating pump. consumption.
Water service to shower in space near swimming pool on A HC072
deck e) Operate No.1 calorifier steam heating system by opening the The description that follows has assumed that the distilled water tank
condensate steam trap inlet and outlet valves, closing the bypass (starboard) is to be filled:
Other consumers supplied incorporate control or shut-off valves which are valve and slowly opening the steam inlet valve SL004 to the
located on the plant; these operate automatically or as required. The items of calorifier. a) Establish the quality of the intended bunkers using the water test
equipment are listed above and are shown in illustration 2.14.1a. kits provided.
f) Set the system temperature at the desired level.
Procedure for Operating the Hot Water System b) Establish the flow rate of the bunkers.
g) Check that the system is circulating correctly and that
The steam heating coil is normally used to supply heat to the calorifiers and the temperature is being maintained. Open the taps in the c) Connect a clean bunker hose and start bunkering at the agreed
under normal operating conditions only one calorifier and one hot water accommodation carefully to release any air that may be in the rate.
circulating pump will be required to meet the system demands. The description system.
that follows has assumed that the No.1 calorifier will be used with the No.1 d) When the required quantity of water has been received, finish
circulating pump being designated as the duty pump. If steam is unavailable, the calorifier is fitted with an electric element for bunkering and close the filling valve.
heating the domestic water.
Operate the drinking water system as previously described:

Illustration 2.14.2a Provisions Refrigeration System
120m³ Dry Provisions Store 18°C
30m³ 20m³ 40m³ 20m³ 23m³
TEZ2 TEZ2 TZ2 TZ2 TZ2 TZ2 TZ2

1.2(03) 0.6(02) 0.45(01) 0.21(00) 0.21(00) 0.45(01) 0.45(01)
NRV EVR6 NRV EVR6 KVP EVR6 KVP EVR6 KVP EVR6 KVP EVR6 KVP EVR6
28S 28S 15 15 15 15 15
GBC GBC Meat Room GBC GBC Deep Freeze GBC GBC Vegetable GBC GBC Dairy Room GBC GBC Lobby GBC GBC HFS 2 GBC GBC HFS 2
28S 10S -20° 28S 10S Room -20° 16S 10S Room 2° 16S 10S 2° 16S 10S 4° 16S 10S 16S 10S
Accommodation Area
Engine Room Space
PI PS PS PI
P P P Key P P P
Oil Refrigerant Liquid Oil

Separator Separator
Refrigerant Gas
Fresh Water
P P
Purge Purge
PI PI
Condenser Condenser
Fresh Water
Cooling

2.14.2 Domestic Refrigeration System Condenser Compressors
Type: Horizontal shell & tube In normal operation one compressor/condenser/receiver unit is used, with the
Refrigeration Plant Model: CRKC 272366 second compressor available for use but with all valves shut until required.
Package supplier: Hi Air Korea Number of units: 1
CAUTION
No. of sets: 2 Water inlet temp: 36.0°C
The two compressors are not normally operated at the same time as
Model/Type: MCU 24/272366V Water outlet temp: 37.9°C
there is a risk of transferring lubricating oil from one to the other, with
Condensing temp: 38.8°C the consequential risk of tripping one or both units.
Compressor Water flow: 22.7m³/h
Pressure drop: 0.046MPa The plant is not designed to operate both compressors at the same time.
Manufacturer: Sabroe However, in the case of increased demand, such as loading stores in tropical
Type: Semi-hermetic, 4-cylinder reciprocating areas, both compressors may be operated in parallel for a short period to reduce
Model: CMO24 Introduction room temperatures to normal.
Number of units: 1
Cooling for the storage rooms is provided by a direct expansion refrigeration The compressor operating trips are as follows:
Speed: 1670 rev/min
system. The plant operates automatically and comprises two compressors, two
Refrigerant: R407C condenser/receivers, and one evaporator/air cooler in each room, except for the Parameter Condition Setting
Evaporation temp: -10/-28.5°C dry provision store, which has two. High pressure Cut out 1.95MPa
Cooling capacity: 41.9/15.2kW High pressure Cut in Manual reset
Power consumption: 17.6/10.3kW Air in the cold rooms is circulated through the evaporator coils by electrically-
driven fans. Low pressure Cut out 0.05MPa
Condensing temp: 36°C Low pressure Cut in 0.15MPa
Motor power: 30kW The meat room and deep freeze room evaporators are equipped with a timer LO pressure Cut out 0.25MPa
controlled electric defrosting element. The frequency of defrosting is chosen LO pressure Cut in Manual reset
by means of a defrosting relay in the control panel.
Air Cooler/Evaporator LO pressure Time delay 60 secs
Type (meat room): HFS-6-SS Capacity control 50/100%
Ozone
Cooling temp: -20°C
The vegetable room is fitted with an ozone generator. Ozone (O3), a tri-atomic
Type (deep freeze room): HFS-5-SS Operation
allotrope of oxygen, is a highly reactive oxidising agent and readily breaks
Cooling temp: -20°C down the bacteria that causes fruit and vegetables to decay, thus extending the The compressor draws R407C refrigerant as a vapour from the cold room
Type (vegetable room): HFS-3 time they will remain fresh. It is generated by passing air over an electrical evaporator cooling coils and pumps it under pressure to the low temperature
Cooling temp: +2°C field and is then circulated in the air in the vegetable room in a concentration fresh water cooled condenser where the vapour is condensed. The condensed
Type (dairy room): HFS-1 typically between 0.5 and 10 ppm. liquid then passes through a receiver before being returned, through a filter/
Cooling temp: +2°C dryer unit, to the cold room evaporators.
As ozone depletes naturally after about 20 minutes to ordinary oxygen (O2)
Type (lobby): HFS-1 the generator must remain on for prolonged periods to remain effective. Ozone The compressors are protected by high pressure, low pressure and low
Cooling temp: +4°C will react with airborne molecules and reduce the natural odours inside the lubricating oil pressure cut-out switches. Each unit is also fitted with a
Type (dry store): HFS-2 (x2) vegetable room, which gives an indication of the generator’s effectiveness. crankcase heater. The compressor motors are cooled by the refrigerant gas.
During depletion it leaves no residual by-products.
Cooling temp: +18°C
Thermostats in each room enable a temperature regulating device to operate the
CAUTION solenoid valves independently, so as to reduce the number of starts and running
If the liquid line valve on the standby compressor is not closed, refrigerant time of the compressor.
will accumulate in the standby condenser and the operating compressor
will trip out on low refrigerant pressure or low oil pressure. The air coolers convert the refrigerant as it expands into a super-cooled vapour,
under the control of the expansion valves. This vapour extracts heat from the
air blowing over the evaporator and is then returned to the compressor through
the non-return valves. When all the solenoid valves at the air coolers are closed
by the room thermostats, the low-pressure switch will stop the compressor.

Illustration 2.14.2b Domestic Refrigeration Plant Control Panel
NO.1 PROV.REF.PLT.COMP.STARTER NO.2 PROV.REF.PLT.COMP.STARTER
SOURCE SOURCE
ON ON
A 180 A 180
IP
IP
TR
TR
80 0 0 0 0 0 9 H 80 0 0 0 0 0 9 H
OFF
OFF
40 40
20 HOUR METER 20 HOUR METER
0 EA
S E
EA
S E 0
R EL R EL
RUN THERMAL HIGH PRESS. RUN THERMAL HIGH PRESS.

OVERLOAD ALARM OVERLOAD ALARM
0 1 WINDING HTR. LOW OIL PRESS. 0 1 WINDING HTR. LOW OIL PRESS.
0 1 ALARM 0 1 ALARM
STAND BY ANTI LAMP TEST STAND BY ANTI LAMP TEST

RECYCLING RECYCLING

A back-pressure controlled constant pressure valve is included in the vegetable Operating Procedures b) Allow the suction pressure to rise, then repeat the evacuation
room to prevent the temperature dropping too far below the normal set point, process.
which would damage the provisions, should the inlet solenoid valve fail to
close properly. To Start the Refrigeration Plant c) When the suction pressure is slightly above atmospheric, stop
a) At the refrigeration control panel set the power supply breaker the compressor. Shut the suction and discharge valves and shut
Any leaks of refrigerant gas from the system will result in the system becoming to the ON position. the oil return valve.
undercharged, indicated by low suction and discharge pressures.
b) Check that the sump oil level is correct. d) Shut-off the cooling water supply to the condenser.
A side effect of low refrigerant gas charge is an apparent low lubricating oil
level in the sump. A low charge level will result in excess oil being entrapped c) All stop valves (except the compressor suction) in the refrigerant e) Isolate the electrical supply.
in the circulating refrigerant, causing the level in the sump to drop. line should be opened and fully back-seated to prevent the
pressure on the valve reaching the valve gland. Defrosting
When the system is charged to full capacity the excess oil will be separated out
and returned to the sump. The air coolers in the meat room and deep freeze room are provided with
d) Ensure that the auxiliary central fresh water cooling system is
available and supplying water. electrically powered defrosting by heating elements fitted to the evaporator and
During operation the level as shown in the receiver level gauge will drop. If drip trays. The frequency of defrosting is selected at the appropriate controller
the system does become undercharged the whole system should be checked on the fan control panel. A defrost cycle can be selected manually at the
for leakage. e) Open the valves for the condenser cooling water. Check there is
sufficient flow. controller at any time.
When required, additional refrigerant may be added through the liquid charging When the plant is defrosting, the operating sequence is as follows:
line, after first venting the connection between the refrigerant bottle and the f) Open the compressor suction valve one turn.
charging connection. The refrigerant is dried before entering the system, as any a) The compressor stops and all of the solenoid valves in the
trace of moisture in the system will cause the thermostatic expansion valve to g) On the fan control panel set the room temperatures required.
When the compressor is set to start, the controller will start the system close.
become iced-up and unable to operate.
duty compressor and bring the room temperatures down.
b) The fans in the meat room and/or deep freeze room stop working
Note: To comply with the Montreal Protocol, the maximum annual leakage The fans in the other rooms continue operating, circulating air
h) When the compressor starts, continue opening the suction valve
of refrigerant gas into the atmosphere should be restricted to 10% of the total over their coolers, preventing the formation of any ice.
slowly, taking care to prevent the possibility of liquid returning
system charge. To verify this and to monitor the number of times the system
to the compressor. Also take care to keep the suction pressure
has to be recharged, a record has to be made in the Refrigerant Recharge Log. c) The electric heating elements in the meat room/deep freeze
above the low pressure cut-out point.
A regular system of leak detection should be implemented to ensure leaks are room are switched on.
detected at an early stage.
i) When the room temperatures have been reduced the compressor
will operate automatically according to the cooling demand from d) The power required to melt the ice on the coolers is the same
Control the rooms. as the rating of the heating elements. Therefore the temperature
of the cooler and the refrigerant will remain at near 0°C. When
The refrigeration plant is controlled from two panels. The compressors are the ice has melted, the refrigerant temperature rises. When the
System Running Checks temperature reaches the set point of the defrosting thermostat,
controlled from a panel in the engine room, but the room temperatures are
controlled from a refrigeration fan control panel located in the dry stores (approximately +10°C) the heating element is switched off.
• Check the lubricating oil level in the crankcase.
room.
• Check the lubricating oil pressure. e) The compressor is started.
The fan control panel incorporates a master PLC and a dedicated PLC with • Check the moisture indicators.
HMI for each of the six cooled spaces. The dedicated controllers are provided f) When the coil surface temperature has gone below the freezing
• Check the suction and discharge pressure and temperature. Any point, the fan in the room starts.
with an alphanumeric LED display, indicator lamps and pushbuttons.
unusual variations must be investigated.
Each controller is accessed from the soft touch keys on the front of the panel. • Check all room temperatures and evaporation coils for any sign Shutting Down the Refrigeration Plant for Maintenance
of frosting.
If the plant is to be shut down for maintenance or repair and it involves opening
up the compressors or breaking into the refrigerant lines, the refrigerant must
Shutting Down the Refrigeration Plant first be pumped down to the condenser and locked in as described earlier.
a) Shut off the liquid outlet valve from the condenser and pump Particular emphasis is to be made on evacuating the system by repeating the
down the refrigerant in the evaporators to the condenser. process of allowing the compressor to cut-out on low suction pressure, so

Illustration 2.14.2c Cold and Cool Room Temperature Control Panel
PROV.REF.PLT.FAN STARTER
MEAT ROOM DEEP FREEZE ROOM VEGETABLE ROOM
TRIP
OFF ON
o o o
I D S I D S I D S
DAIRY ROOM LOBBY DRY PROV. STORE
TEMP.1 FAN
TEMP.2 SOL.V/V
o o o
I D S I D S I D S
Hour DEFROST
ALARM
FAN MANUAL
SWITCH DEFROST
OZONE GEN
OZONE NO.1 COMP NO.2 COMP LAMP TEST RESET
00 - 11 0 - 1 0 - 1
o
I D S
1 2 3 4 5
AE-CC-01 CONTROLLER
Key
1 - Fan Start/Stop Button

2 - Raise Button
3 - Manual Defrosting and Lower Button
4 - Display Value Changing Button
5 - Parameter Setting Switch

ensuring maximum gas entrapment in the condenser. It may be necessary to When all of the liquid has been expelled, the connections to the recovery pump The detector works by passing a broad spectrum of infrared light through
adjust the low pressure cut-out to a lower setting to efficiently pump down the have to be changed. the incoming air to a photoelectric cell. The cell has a filter fitted that allows
system. When complete, the condenser outlet valve must be kept closed until only a certain light frequency to pass, which in turn activates the photoelectric
all maintenance work has been completed and the system is returned to normal e) Connect the suction side of the recovery pump to the charging cell. Clean air will allow the light to pass unhindered, but the presence of any
operation. connection of the refrigeration system near the filter dryer refrigerant will cause the light of the cell to dim. The electrical output from the
housing. cell, suitably amplified, is used to operate the detector circuit.
If more substantial repairs are to be undertaken, it may be necessary to
remove all of the refrigerant from the system. Because this operation involves f) Connect the pump’s discharge to the liquid connection on The monitor panel has the following fitted:
evacuating the liquid condenser and pressurising storage cylinders, it should the gas recovery cylinder. The gas valve on the gas recovery • On/Off Switch - Switching to ON will cause a green LED to
only be undertaken by staff trained in this operation or by a qualified cylinder can either be left closed or also connected to the inlet illuminate showing that the unit is operating.
service engineer. For safety reasons, reference should also be made to the side of the recovery pump.
manufacturer’s operating manuals before undertaking this task. • Alarm Mode A1 Indication - Preset concentrations of
g) Start the recovery pump. The gaseous refrigerant passes through refrigerant will cause the internal alarm buzzer to sound and
The first stage in this process is to shut down the refrigeration plant in the recovery pump where it is condensed in the air-cooled the red alarm LED to illuminate.
accordance with the previously described routine shutdown procedure. For condenser and pumped into the liquid connection on the recovery • Alarm Mode A2 Indication - Preset concentrations of
full refrigerant evacuation, a designated gas recovery unit will be required bottle. When the unit has been run sufficiently and developed a refrigerant will cause a further alarm buzzer to sound and a
together with dedicated gas recovery cylinders. The cylinders used to charge small vacuum on the condenser, all of the refrigerant gas will second red alarm LED to illuminate.
the system with gas cannot be used as they only have a single valve on the top have been removed.
of the bottle. A recovery bottle has two isolating valves, one for gas and one • Fault Indication - Should a break in the circuit occur between
for liquid, and an internal dropper pipe inside the cylinder off the liquid valve. the detector and the monitor a yellow LED illuminates and
h) Switch off the pump and close all of the system valves.
The procedure below assumes that the recovery unit is utilised for recovering the alarm buzzer will sound.
the liquid refrigerant charge of the system. More details, including the use of • Reset Mode - When the refrigerant concentration decreases
the charging manifold, are covered in the manufacturer’s manual which should Pressure Testing the Refrigerant System
below the preset levels or the fault has been rectified the
be consulted before the work is carried out. Before the refrigeration plant is recharged after maintenance it should be system is reset by manually operating the RESET switch.
pressure tested for leaks by using dry-air from designated cylinders, dry air
a) Connect the liquid valve of the recovery cylinder to the charging • Test Mode - By moving the RESET switch in the opposite
from a suitable compressor or nitrogen.
direction to the RESET position the various alarm circuits
connection of the refrigeration system near the filter dryer
are tested and the alarm buzzer sounds. Returning the switch
housing. A flexible hose with an isolating valve should be The pressure in the system should be set at 10 bar and left for a 24 hour period.
to the RESET position will activate the reset function.
used. If the pressure has dropped during this period then the cause of the leak must
be identified and rectified. A further pressure test should be carried out to prove Illustration 2.14.2d Refrigeration Leak Detection Monitor
b) Connect the gas valve of the gas recovery cylinder to the suction no further leaks in the system.
side of the recovery pump.
When the pressure test is complete, a test report must be completed detailing OFF
c) Connect the discharge side of the recovery pump to the top of date of test, person responsible for test and any comments. ON
the condenser.
d) With the valves open to the gas recovery cylinder and pump,
Leakage Detection Monitoring
the recovery unit pump is started and run until all of the liquid
The maximum allowable refrigerant leakage is 10% of the system charge per
refrigerant has been evacuated to the gas recovery cylinder(s).
year. Any leakage is to be documented and the consumption figures recorded
for the refrigerant used for topping-up owing to the leakage. Topping-up owing ALARM 2
The purpose of the recovery pump is to compress the gas evaporating from the
to system repairs or overhauls is also to be recorded. A leak detection system,
top of the gas recovery cylinder and use it to put a positive pressure inside the FAULT
appropriate to the applicable refrigerant, is to be provided to continuously SYSTEMS A/S
condenser on top of the liquid refrigerant.
monitor the spaces where any leakage might occur. An alarm should be TEST Gas Detection GJD-O2C
activated in the case of any detected leakage when concentrations exceed a RESET
WARNING predetermined limit.
It is essential that the gas recovery cylinders are not filled to more than
80% capacity. The level in the bottles should be checked by weighing A Geopal GJD-02C leakage detection and alarm unit is fitted adjacent to the
using the digital scales provided. compressors and serves to monitor the spaces where any refrigerant leakage The detector should be tested once a month to ensure that it is fully functional.
may occur. The area around the compressors is monitored. Detector calibrations are to be carried out twice a year depending on the
ambient conditions.

Illustration 2.14.3a Accommodation Group A Air Conditioning System
No.1 Air Conditioning Unit Air No.2 Air Conditioning Unit Air
GBC PS TS GBC PS TS
M M
67S 67S
MVL EVR MVL EVR
GBC 661 32 GBC 661 32
GBC 67S PS TS GBC 67S PS TS
M M
67S 67S
MVL EVR MVL EVR
GBC 661 32 GBC GBC 661 32 GBC
67S 42S 67S 42S
PS TS PS TS
M M
GBC GBC
42S 42S
MVL EVR MVL EVR
661 32 661 32
PS TS PS TS
M M
MVL EVR MVL EVR

661 32 661 32
On Deck
SCV100
SCV100
SCV65
Oil Cooler Oil Cooler

Separator Separator
PI PI
Condenser Condenser
TEZ TEZ
SCV65 SCV65 5-5.0(02) SCV65 SCV65 5-5.0(02)
EVR10 EVR10
Receiver Receiver
Fresh Water Key Fresh Water

Oil Separator Cooling Oil Separator Cooling
Refrigerant Liquid
SCV50 SCV50
Refrigerant Gas
HSV25 SCV50 SCV50 HSV25 SCV50 SCV50
Fresh Water
No.1 Condensing Unit No.2 Condensing Unit

2.14.3 Accommodation Air Conditioning System Group B Refrigeration Plant - Cargo Electrical Equipment and • Wheelhouse
Switchboards
The second unit, which is located in the air conditioning machinery room on
Group A Refrigeration Plant - Accommodation Package supplier: Hi Air Korea
the upper deck, supplies the Group B users, which are:
Package supplier: Hi Air Korea Type: HID-35WS
• No.1 and No.2 HV cargo switch board room
Type: HKA-09S No. of sets: 2
• No.1 and No.2 LV cargo switch board room
No. of sets: 2
Compressor • No.1 and No.2 electrical equipment room
Manufacturer: Bock • Electrical distribution panel room
Compressor
Type: Semi hermetic, reciprocating
Manufacturer: Sabroe Model: HGX6/1410-4S Air Conditioning Plant (Group A)
Type: Semi hermetic, marine type No of sets: 1 per set
Model: SAB-151L The Group A air conditioning system supplies all of the accommodation areas
Refrigerant: R407C
No of sets: 1 per set listed above and is designed to cool air when operating in a hot climate, provide
Evaporation temp: 5.0°C heating to the air when in a cold climate and remove excess moisture from the
Refrigerant: R407C Condensing temp: 48.8°C air as necessary.
Evaporation temp: 8°C Cooling capacity: 114.9kW
Condensing temp: 46°C Heating capacity: 90.7kW A comfortable atmosphere is a combination of temperature and humidity and
Cooling capacity: 777.2kW so both must be controlled. The cooling effect on the air as it passes over
Steam consumption: 160.1kg/h at 700kPa
Heating capacity: 437.4kW the evaporator coil removes moisture but a level of humidity is important for
Power consumption: 58.6 kW comfort so it is necessary to humidify the air again by spraying steam into the
Steam consumption: 777kg/h at 700kPa
circulating air flow.
Power consumption: 218.6kW Condenser
The air is supplied to the accommodation by two air handling units (AHUs)
Type: Shell & tube
that are located in the air conditioning machinery room in the accommodation
Condenser Model: COKC 271902 at upper deck level. Each AHU consists of an electric belt driven centrifugal
Type: Horizontal, shell & tube Number of sets: 1 per set fan that draws air through a mixing chamber for fresh/recirculated air through
Model: COKC 412702 Water inlet temp: 36.0°C the following sections:
Number of sets: 1 per set Water outlet temp: 41.0°C • Filters
Water inlet temp: 36°C Water flow: 26m³/h • Preheating coil (steam)
Water outlet temp: 41°C • Air cooler for evaporative refrigerant (cooling)
Water flow: 153.5m3/h Fan
• Steam rehumidification
Manufacturer: Comefri
Type: Double suction, multi-blade, centrifugal • Water eliminator section
Fan Model: HLZ450T • Fan section
Manufacturer: Comefri Number of sets: 1 per set
Type: Double suction, multi-blade, centrifugal Air flow: 11,820m³/h WARNING
Model: HLZ630TA It is essential that no water should be allowed to lay in the air
Speed: 2,402 rpm
conditioning system as this can become a breeding ground for legionella
Number of sets: 1 per set Motor power: 11kW bacteria which can have serious or even fatal consequences. The drain
Air flow: 25,881m3/h should be kept clear and areas where water can lie should be sterilised
Speed: 1,871 rpm Introduction at frequent intervals.
Motor power: 17.73kW
The vessel has been provided with two independent air conditioning plants. Air is drawn into the system either from the outside or from the accommodation
One is located on the 1st deck in the engine room on the starboard side and via recirculation trunking and is then discharged into the distribution trunking
serves the Group A users, which include the following: to supply the accommodation as shown in illustration 2.14.3a. The inlets to the
• Accommodation - public rooms, offices and cabins accommodation AHUs have two manual shut-off dampers used for balancing

Illustration 2.14.3b Air Conditioning Compressor Control Panel
A/C COMP. CONT. PANEL (A-GROUP)
A/C PLT. COMP. STARTER

(A-GROUP)
NO.2 COMPRESSOR NO.1 COMPRESSOR
SOURCE
SOURCE SOURCE
A A
150 150
100 100
50 50 TOUCH PANEL
0 0
HI-PRES
Marine and Offshore AIR- COND. UNIT
RUN COMMON ALARM ALARM RESET RUN COMMON ALARM ALARM RESET
COMP.1 AHU1 AHU2 COMP.2
Diagram Diagram Diagram Diagram
1 2
CURRENT VALUE CURRENT VALUE CURRENT VALUE CURRENT VALUE
- COMP 1 - - AHU 1 - - AHU 2 - - COMP 2 -
1 WINDING HTR. STEAM V/V 1 WINDING HTR. STEAM V/V HI-PRES Korea Co Ltd 02-08-2009 15 54 5
0 START 0 1 0 1 0 START 0 1 0 1
SIEMENS
LAMP TEST LAMP TEST
TEMP. REGULATION
COMP.1 AHU 1
COMP.2 AHU 2
COMP 1 COMP 2
AHU 2 AHU 1

the amount of recirculated air with the fresh air from outside. The ratio of A temperature sensor in the supply air line regulates the heating, while the Control Panel
recirculated to fresh air can be adjusted by repositioning the dampers via the cooling is regulated by the amount of superheating of the refrigerant vapour.
The Siemens controller monitors, controls and regulates the air conditioning
handles provided but as they are not interconnected, care should be taken to Should the fan inside the air handling unit be stopped or trip, the valves to both
system and its compressors. It is mounted in the compressor control panel and
ensure that a balanced flow is achieved. the cooling and heating units will automatically go to the closed position. Only
operates by means of a control panel as shown below.
when the fan’s operation has been reinstated will the valves operate normally.
The inlet filters are of the washable polyamide filter mat type consisting of
four sections and heating is provided by a finned heat exchanger supplied The expansion valves in the air handling units are designed to regulate the
by steam from the auxiliary steam heating system. Cooling is provided by a superheat of the refrigerant gas in the evaporator block. During cooling down
direct expansion R407c system. The plant is automatic and consists of two after the plant has been started, the valves will regulate the flow through
compressor/condenser/receiver units supplying each evaporator contained the evaporator based on the lowest allowable superheat temperature in the
within the two accommodation air handling units. The air handling unit compressor suction lines. When the temperature has been sufficiently reduced,
HI-PRES
Marine and Offshore AIR- COND. UNIT
evaporators consist of copper finned tubes and headers and are designed for the expansion valve will regulate the flow of refrigerant and the low pressure
horizontal air flow. controller will unload the compressor as necessary.
COMP.1 AHU1 AHU2 COMP.2
Diagram Diagram Diagram Diagram
Each compressor/condensing unit has 60% of the total capacity requirement The compressor is is protected by a high and low pressure cut-out switch and
and under normal conditions each compressor will be in use supplying its low lubricating oil pressure trip, and is fitted with a crankcase oil heater. All 1 2
respective air handling unit. The air handling units have the facility to cross- of these can be reset through the air condition unit screen on the Siemens CURRENT VALUE CURRENT VALUE CURRENT VALUE CURRENT VALUE
connect and be supplied by either compressor/condenser unit, for this operation controller by pressing the RESET button. - COMP 1 - - AHU 1 - - AHU 2 - - COMP 2 -
only one compressor can be in use.

Any leakage of refrigerant gas from the cooling system will result in the system HI-PRES Korea Co Ltd 02-08-2009 15 54 5
The compressors take suction from the returning superheated gas from the becoming undercharged. The symptoms of undercharge are low suction and
evaporators inside the air handling units via a liquid separator. The separator is discharge pressures on the compressors and the system temperatures slowly
mounted on the suction side of the compressor and has been fitted to prevent rising. A side effect of low refrigerant gas charge is apparent low oil level in SIEMENS
any liquid refrigerant that may have passed through the AHU from carrying the compressor. A low charge level will result in excess oil being entrapped
over to the compressor. After compressing and raising the pressure of the gas in the circulating refrigerant gas, causing the level in the sump to drop. When
to approximately 20 bar, it leaves as a superheated gas which is then passed the system is charged to full capacity, this excess oil will be separated out and
The controller is a touch screen unit and has a starting menu that allows the
through an oil separator and on to the condenser where it is cooled by the returned to the sump.
operator to access the various control functions for:
central fresh water cooling system and changes state into a liquid.
If the system does become undercharged, the whole system pipework should • Compressor No.1
The liquid R407c then flows through the receiver and a filter dryer unit into be checked for leakage. • Air handling unit No.1
a liquid cooler. The liquid cooler is provided to compensate for the pressure
drop in the long liquid line between the compressor and the AHU and is used • Compressor No.2
Note: To comply with the Montreal Protocol, the maximum annual leakage
to sub-cool the liquid so preventing the refrigerant from flashing off before it of refrigerant gas into the atmosphere should be restricted to 10% of the total • Air handling unit No.2
arrives at the expansion valve which would interfere with correct regulation. system charge. To verify this and to monitor the number of times the system
The liquid now flows back to the expansion valves of the evaporators inside the • Air conditioning unit No.1
has to be recharged, a record has to be made in the Refrigerant Recharge Log.
air handling unit. The expansion valve is regulated by the operating parameters A regular system of leak detection should be implemented to ensure leaks are • Air conditioning unit No.2
put into the control panel by the duty engineer. As the refrigerant passes over detected at an early stage.
the thermostatic expansion valve (TEV) it begins to expand and change state, Pressing on one of these windows allows the operator to link directly to the
becoming a superheated gas by the time it reaches the outlet of the evaporator. When required, additional gas can be added through the charging line, after screen that provides information on its condition and in some cases access
It then returns back to the compressor to repeat the cycle. first venting the connection between the gas bottle and the charging connection. to change system parameters. On the screen will be further windows that if
Care must be taken to ensure that no moisture or dirt is drawn into the system pressed take the operator back to the previous screen or back to the main menu.
Depending on climatic conditions the air handling unit can supply air that when charging and so the new charge is introduced at the inlet side to the filter There is also a screen soft key called SETTING WINDOWS. By pressing
has been preheated by the steam heat exchanger or cooled by the evaporator. and dryer unit. Gas mixtures such as R407c must only be charged as a liquid. this the operator can gain access to the main system parameters but these are
Only one function should be active at a time. When the outside temperature Any trace of moisture in the refrigerant may lead to problems with icing of the password protected and should only be accessed by either the Chief Engineer
is higher than the required set point, the steam supply regulating valves to the thermostatic expansion valve and subsequent blockage. or a service engineer. Return from this screen to the main menu is gained by
preheaters will be closed and the cooling regulation system will operate. When pressing the BACK key. When accessing the No.1 or No.2 air conditioning
the outside temperature is lower than the set point, the preheat regulation will Immediately after the filter dryer is a sight glass with a coloured centre. If the unit screens, the compressor and air handling unit warnings and alarms can be
commence by opening the regulating valve(s) on the preheater(s) and the TEV colour of this is green, the refrigerant is in a good condition but if it has turned viewed and reset
in the refrigerant lines will be closed. The set point for the temperature of the yellow it means there is moisture in the system. If the gauge has changed to
air flowing to the accommodation is set at the Siemens controller in the engine yellow, the filter dryer element will need to be replaced.
room.

Operation of the Air Conditioning System g) The expansion valve in the refrigerant line will take control • Oil pressure trip: 0.35MPa
when the compressor is started. • Differential oil pressure alarm across filter: 0.07MPa
The air conditioning system is designed to run under normal conditions with
one compressor operating on its respective air handling unit. Illustration 2.14.3a h) Turning the START switch on the control panel whilst the • Differential oil pressure trip across filter: 0.1MPa
shows the layout of the system and shows how the compressors can be operated compressor is stopped will give the machine a start signal. • Suction gas low temperature trip: 6.0°C
on the different units. The plant is not designed for parallel operation of the two The machine will start and automatically be on its minimum
compressor systems because of a risk of the transfer of lubricating oil between capacity setting. • Suction gas low pressure alarm: 0.38MPa
the compressors. To prevent damage when changing the machines over, the • Suction gas low pressure trip: 0.26MPa
plant must be stopped and all of the valves set to the correct position. i) During the cooling down process, the expansion valve regulates
• High discharge temperature trip: 125°C
the flow through the evaporator based on the lowest allowable
Procedure for Starting the Ventilation System superheat temperature in the compressor suction lines. When • High oil temperature trip: 80°C
the temperature has been sufficiently reduced, the expansion
a) Check that the air filters in the air handling units are clean and
valve will control the flow of refrigerant across the evaporator. To Stop the Compressor for Short Periods
suitable for use.
j) Check that the oil return pipe from the oil separator is warm. The compressor can be stopped at any capacity setting however, under normal
b) Set the air dampers to the required position to achieve the conditions, it is recommended to reduce the capacity to a minimum before
correct balance between fresh air and recirculated air. stopping the compressor. Leave all valves in their ‘in-operation positions’. Do
k) Slowly open the compressor suction valve.
not turn off the power to the screw compressor unit as the oil heater must be
c) Open the air inlet fire damper from the local control panel and connected to keep the correct oil temperature.
l) When the plant has been run up and stable conditions achieved,
switch the MANUAL/AUTO switch to AUTO.
the controller will ensure fully automatic operation.
If the machine is to be stopped for a period of time then proceed as detailed
d) Start the supply fans. below; if it is required to pump down the refrigerant into its receiver, the
Whilst running:
following needs to be applied.
• Check the refrigerant pressure and temperature readings
Procedure to Start the Air Conditioning Compressor
• Check the oil level and oil pressure a) Close the liquid receiver’s outlet valve and allow the compressor
If one compressor is to be started manually, the following procedures are to be to pump out the system so that the refrigerant is collected in the
observed: • Check for leakages receiver. When the compressor has unloaded on low suction
• Check the settings of the control panel switch the compressor off to bring it to a standstill.
a) Check that the oil level in the compressor is correct. The level
should be visible in the upper sight glass of the oil separator b) Isolate the compressor motor.
below the compressor. Compressor Running Checks
• The lubricating oil pressure should be checked at least daily c) Close the compressor suction valve.
b) Start up all of the associated ancillaries such as central fresh
via the Siemens panel.
water cooling pumps. d) Close the compressor discharge valve.
• The oil level in the compressors oil separator should be
c) Open the condenser cooling water valves and check there is checked daily. e) Close the inlet and outlet valves on the cooling water to the
sufficient flow. • The suction and discharge pressures should be checked condenser.
regularly.
d) All manual stop valves in the refrigerant lines of the unit being
used except the compressor suction valve should be opened and • The temperature of the oil, suction and discharge lines Refrigerant Leakage Monitoring
fully back seated to prevent leakage of the gas through the valve should be checked regularly. A regular check on motor
glands. bearing temperatures should also be kept. The air conditioning compressors have a similar leakage detection monitoring
• A check should be kept for any undue leakage. A regular system as the domestic refrigeration compressors. The space around the
e) Ensure power is available to the controllers and to the starting system of leak detection to minimise gas leaks should be compressors is monitored by a Geopal GJD-04C unit located adjacent to the
panel of the compressor. Check also the settings of the air implemented to ensure leaks are detected at an early stage. compressors. The 04C monitor panel has two sets of controls to cover the
handling control unit. sensors located by each compressor.
Compressor Operating Pressures and Temperatures
f) Check the settings of the AC control unit. The operation of the monitors is similar to the GJD-02C panel which is covered
• Compressor high pressure warning: 2.0MPa in Section 2.14.2.
• Compressor high pressure trip: 2.1MPa

Illustration 2.14.3c Group ‘B’ Air Conditioning System
No.1 Unit No.2 Unit

M M
Air Handling Unit Air Handling Unit
Key
Refridgerant
Liquid
PS TS
TI PS TS
TI
Refridgerant
Gas
Cooling
Fresh Water
Electrical
Signal
Water Water
rap rap
P TI TI P TI P TI TI P TI
On Deck On Deck
AC AC
P Compressor P Compressor
No.1 No.1
Condenser Condenser
TI TI
Dryer Dryer
Liquid Charging Liquid Charging
Valve Valve

Procedure for Operating the Air Handling Unit h) Set the desired humidity level. The solenoid valves will operate WARNING
as required to inject water into the air flow.
It is essential that no water should be allowed to lay in the air
A comfortable atmosphere is a combination of temperature and humidity
conditioning system as this can become a breeding ground for legionella
and both must be controlled. The cooling effect on the air as it passes over i) Ensure that the drains from the evaporator unit are working
bacteria which can have serious or even fatal consequences. The drain
the evaporator coil removes moisture and a level of humidity is important satisfactorily and that no water is lying in the drain tray.
should be kept clear and areas where water can lie should be sterilised
for comfort so it is necessary to humidify the air by spraying water into
at frequent intervals.
the circulating air flow. Humidity is detected by a sensor and the water is
introduced automatically. The humidity is increased after the cooling coil and Group B Air Conditioning Units
excess moisture is removed from the air at the water trap which is located To Start the Compressor
immediately after the humidification section. Such water must be removed Conditioned air is supplied by two air handling units which comprise the
following equipment, mounted on a common base frame: a) The compressor crankcase heater should be switched on at least
from the air handling unit in order to avoid problems of legionella bacteria 6 hours before starting.
and the moisture collecting area must be dosed with disinfectant at weekly • Inlet chamber for fresh air b) Check there is sufficient oil in the compressor sump and top up
intervals. if necessary.
• Filter section
The ratio of fresh air to recirculated air may be adjusted by means of dampers • Steam heating coil
c) For the first manual start ensure that all of the stop valves in the
at the inlet to the air handling unit. The greater the amount of fresh air used • Refrigerant direct expansion cooling coil refrigerant line, except the compressor suction, are fully open
the greater will be the heating or cooling requirement but the better will be the
• Fan and back seated to prevent the pressure in the valve reaching the
environment within the vessel. Ideally at least 70% fresh air should always
valve gland.
be used but in exceptional circumstances the vessel may operate with 100%
recirculated air for short periods of time. The compressors and AHUs’ are a lot smaller than those used in the group A
system and they are all located in the air conditioning machinery room on the d) Ensure that the cauxiliary fresh water cooling system is
upper deck. operational and supplying cooling water to the condenser.
a) Open the air inlet fire damper from the local control panel and
Confirm that there is sufficient flow.
switch the MANUAL/AUTO switch to AUTO.
The two AHUs are sized to provide 100% of the total flow rate and operate
separately. The fresh air inlet section is provided with a steam pre-heating coil e) Open the compressor suction valve, one turn only.
b) Switch on the air conditioning control system and start the fan
in the AHU to be used. Check that the air circulation fan is for use in winter operations.
f) Set the required air temperature and other operational control
operating correctly. If there is any recirculation of air, check that
The air is forced into the distribution trunking which supplies the spaces listed parameters on the Siemens temperature controllers.
the desired amount is being achieved by adjusting the damper
controls. earlier. Air may be drawn into the system either from outside or mixed with air
recirculated from the compartments. g) Start the compressor at the local control panel by turning the
compressor ON/OFF switch to the ON position.
c) Check that the air conditioning compressor system and the
h) Slowly open the suction valve ensuring that no liquid refrigerant
cooling water system are functioning correctly if cooling of the Procedure for the Operation of the Group B Air Conditioning is allowed to enter the compressor.
air is required. System
j) Keep the suction pressure above the cutout point and very
d) If heating is required, open the steam supply valve to the air
slowly open the suction valve until it is fully open and back
conditioning unit from the steam system via the Siemens To Start the Ventilation System seated against it’s gland.
controller.
a) Check that the air filters are clean then switch the power isolating
switch on the local control panel to the ON position. Make sure Whilst running:
e) Check that the humidifying water supply valves are open.
that the motor space heater switch is in the ON position. • Check the refrigerant pressure and temperature readings
f) If the air needs heating, check that the steam heating inlet and • Check the oil level and oil pressure
outlet valves are open. Steam supply to the AHU is regulated by b) Set the air inlet and recirculating dampers to the required
temperature control valves. The drain valves must be open. position. • Check for leakages
• Check the settings of the control panel
g) Set the temperature control on the Siemens control panel to c) Turn the AHU fan OFF/ON/START switch to the START
give the desired temperature. The expansion valves on the position. The fan should start.
Compressor Running Checks
evaporator coils will automatically adjust to achieve the desired
temperature. d) If operating in cold climatic conditions and steam heating is
required, turn the steam control switch on the local control panel • The lubricating oil pressure should be checked at least
to the ON position. daily.

Illustration 2.14.3d Accommodation Air Conditioning and AHU Control Panels (Group B)
NO.1 A/C PLT. COMP. STARTER

(B - GROUP)
2
1
Key
1 - Stop/Off/On Isolator Switch
NO.1 COMPRESSOR 2 - Source Lamp
3 - Compressor Ammeter
A 100
80
3 60
4 - Run Lamp
40
20
0
4 5 6 7 8 5 - Thermal Overload Lamp

6 - High Pressure Alarm Lamp
7 - Low Oil Pressure Alarm Lamp
9 0 0 0 0 0H
8 - Motor Overheating Alarm Lamp
HOUR METER
10 11 12 13
9 - Run Hours Counter
10 - Off/On Compressor Selector Switch
11 - Space Heater Off/On Switch
12 - Standby Lamp
NO.1 AHU FAN
13 - Antirecycling Lamp
A
40
50 14 - AHU Ammeter
14 30
0 0 0 0 0H 18
10
20
15 - Run Hours Countert
0
HOUR METER 16 17
16 - Run Lamp
15
17 - Thermal Overload Lamp
18 - Steam Valve Off/On Switch
19 20 21 19 - AHU Fan Off/On/Start Switch
20 - Winding Heater Off/On Switch
24 25 26 21 - Lamp Test Pushbutton
22 - Siemens Polycool Temperature Controller
23 - Siemens RWD6 Temperature Controller
No.2 Panel also includes:

24 - No.1/No.2 Compressor Switch
22 25 - S/D Auto/Manual Switch

26 - S/D Close/Open Switch

• The oil level in the compressors oil separator should be If more substantial repairs are to be undertaken, it may be necessary to f) Connect the pump’s discharge to the liquid connection on
checked daily. remove all of the refrigerant from the system. Because this operation involves the gas recovery cylinder. The gas valve on the gas recovery
evacuating the liquid receiver/condenser and pressurising storage cylinders, it cylinder can either be left closed or also connected to the inlet
• The suction and discharge pressures should be checked
should only be undertaken by staff trained in this operation or by a qualified side of the recovery pump.
regularly.
service engineer. For safety reasons, reference should also be made to the
• The temperature of the oil, suction and discharge lines manufacturer’s operating manuals before undertaking this task. g) Start the recovery pump. The gaseous refrigerant passes through
should be checked regularly. A regular check on motor the recovery pump where it is condensed in the air-cooled
bearing temperatures should also be kept. The first stage in this process is to shut down the refrigeration plant in condenser and pumped into the liquid connection on the recovery
• A check should be kept for any undue leakage. A regular accordance with the previously described routine shutdown procedure. For bottle. When the unit has been run sufficiently and developed a
system of leak detection to minimise gas leaks should be full refrigerant evacuation, a designated gas recovery unit will be required small vacuum on the condenser, all of the refrigerant gas will
implemented to ensure leaks are detected at an early stage. together with dedicated gas recovery cylinders. The cylinders used to charge have been removed.
the system with gas cannot be used as they only have a single valve on the top h) Switch off the pump and close all of the system valves.
of the bottle. A recovery bottle has two isolating valves, one for gas and one
To Shut Down the Compressor for an Extended Period for liquid, and an internal dropper pipe inside the cylinder off the liquid valve.
The procedure below assumes that the recovery unit is utilised for recovering Pressure Testing the Refrigerant System
If the system is to be shut down for a prolonged period, it is advisable to
pump down the system to the condenser and isolate the refrigerant gas charge. the liquid refrigerant charge of the system. More details, including the use of Before the refrigeration plant is recharged after maintenance it should be
Leaving the system with full refrigerant pressure increases the risk of leakage the charging manifold, are covered in the manufacturer’s manual which should pressure tested for leaks by using dry-air from designated cylinders, dry air
through the compressor shaft seals. be consulted before the work is carried out. from a suitable compressor or nitrogen.
a) Shut the liquid outlet valve on the condenser and the outlet from a) Connect the liquid valve of the recovery cylinder to the charging The pressure in the system should be set at 10 bar and left for a 24 hour period.
the filter. connection of the refrigeration system near the filter dryer If the pressure has dropped during this period then the cause of the leak must
housing. A flexible hose with an isolating valve should be be identified and rectified. A further pressure test should be carried out to prove
b) Run the compressor until the low pressure cut-out operates. used. no further leaks in the system.
c) After a period of time, the suction pressure may rise in which b) Connect the gas valve of the gas recovery cylinder to the suction When the pressure test is complete, a test report must be completed detailing
case the compressor should be allowed to pump down again side of the recovery pump. date of test, person responsible for test and any comments.
until the suction pressure remains low.
c) Connect the discharge side of the recovery pump to the top of
d) Shut the compressor suction and discharge valves. the condenser.
e) Close the inlet and outlet valves on the cooling water to the
condenser. d) With the valves open to the gas recovery cylinder and pump,
f) The compressor discharge valve should be labelled as closed the recovery unit pump is started and run until all of the liquid
and the compressor motor isolated to prevent possible damage refrigerant has been evacuated to the gas recovery cylinder(s).
from inadvertent starting.
The purpose of the recovery pump is to compress the gas evaporating from the
top of the gas recovery cylinder and use it to put a positive pressure inside the
Shutting Down the Plant for Maintenance condenser on top of the liquid refrigerant.
If the plant is to be shut down for maintenance or repair and it involves opening WARNING
up the compressors or breaking into the refrigerant lines, the refrigerant
must first be pumped down to the condenser/liquid receiver and locked in as It is essential that the gas recovery cylinders are not filled to more than
described earlier. Particular emphasis is to be made on evacuating the system 80% capacity. The level in the bottles should be checked by weighing
by repeating the process of allowing the compressor to cut-out on low suction using the digital scales provided.
pressure, so ensuring maximum gas entrapment in the condenser. It may be
necessary to adjust the low pressure cut-out to a lower setting to efficiently When all of the liquid has been expelled, the connections to the recovery pump
pump down the system. When complete, the condenser outlet valve must be have to be changed.
kept closed until all maintenance work has been completed and the system is
returned to normal operation. e) Connect the suction side of the recovery pump to the charging
connection of the refrigeration system near the filter dryer
housing.

Illustration 2.14.4a Typical Packaged Air Conditioning Temperature Controller and Unit
Key
Liquid Refrigerant
Gas Refrigerant
Low Temperature Cooling Water
Air
Fan Bilges/Drains
Motor Instrumentation
TEMP. CONTROLLER Electric Heater

ALARM
1
20.3 8
Evaporator Expansion
Valve
POWER START COOL HEATER1 HEATER2 HEATER3
2 3 4 5 6 7
SWITCH
ON ON ON ON
A B C D E F
OFF OFF OFF OFF
START STOP COOL HEATER1 HEATER2 HEATER3
Air Filter
TS
Key
LP DPS HP
1 - Temperature Indicator A - Start Pushbutton

2 - Power Lamp B - Stop Pushbutton
3 - Start Lamp C - Cooling Lock Switch
4 - Cooler Lamp D - No.1 Heater Lock Switch Compressor
5 - No.1 Heater Lamp E - No.2 Heater Lock Switch
6 - No.2 Heater Lamp F - No.3 Heater Lock Switich
7 - No.3 Heater Lamp
8 - Alarm Lamp
TI
Cooling Water Outlet

Condenser
Cooling Water Inlet
TI
Drain
Typical Packaged AIr Conditioning Unit

2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS Cargo Control Room ACU • Fan overcurrent
ACU model: HIP-3WGES • Heater overcurrent
Package supplier: York Compressor: MTZ 36 • High discharge pressure
Compressor manufacturer: Danfoss No. of units: 1
• Low suction pressure
Type: Hermetic Cooling capacity: 10.45kW, 9,000kcal/h
Refrigerant: R404A • Fire
Power consumption: 3.7kW
Heater rating: 9kW If any of the above conditions occur, an alarm will be generated at the IAS.
Engine Control Room ACU Fan capacity: 1,800m³/h
ACU model: HIP-10WD Procedure for the Operation of the Self Contained Units
Compressor: MTZ 125 Galley ACU
No. of units: 2 ACU model: HIP-5WDE Starting
Cooling capacity: 34.8KW, 30,000kcal/h Compressor: MTZ 64 a) Supply power to the self contained unit and check that the power
Power consumption: 11.7kW No. of units: 1 available lamp is illuminated. This automatically switches on
Fan capacity: 5,200m³/h Cooling capacity: 17.4kW, 15,000kcal/h the compressor crankcase heater and the heater should be turned
on at least 12 hours before the unit is operated.
Power consumption: 6.32kW
Engine Room Workshop ACU Heater rating: 15kW, 12,900kcal/h b) Ensure the fresh water cooling system is available and open the
Fan capacity: 690m³/h inlet and outlet valves to each ACU.
ACU model: HIP-15WGD
Compressor: MTZ 160
c) Check for any signs of leakage of refrigerant and lubricating
No. of units: 1 Introduction oil.
Cooling capacity: 52.3kW, 45,000kcal/h
Power consumption: 15.66kW Conditioned air is supplied to individual rooms/spaces by dedicated self d) Ensure that the air filter is clean.
Fan capacity: 7,800m³/h contained air conditioning units (ACUs). The ACUs have been provided for
the following: e) Operate the START switch with the COOL ON/OFF switch in
the OFF position, and ensure that the fan operates.
• Engine Control Room
Port Main Switchboard Room ACU
• Engine Room Workshop f) Operate the COOL ON/OFF switch to the ON position, and
ACU model: HIP-20WD ensure that the compressor starts.
• Port Main Switchboard Room
Compressor: MTZ 125
No. of units: 2 • Starboard Main Switchboard Room g) Use the up or down arrow buttons to select the required set
Cooling capacity: 70.5kW, 60,000kcal/h • Cargo Control Room temperature on each of the local temperature control panels.
Power consumption: 11.72kW • Galley
Fan capacity: 10,800m³/h Shutting Down
The units are all self-contained, comprising a fan, compressor, condenser, a) Operate the STOP push button.
refrigerant circuit, filters and controls.
Starboard Main Switchboard Room ACU The package air conditioning unit will shut down but with the power available
ACU model: HIP-20WD All of the ACUs are cooled by water from the auxiliary fresh water cooling lamp will remain illuminated. The compressor crankcase heater will remain
system. on.
Compressor: MTZ 125
No. of units: 2 The ACUs operate independently from the other air conditioning systems and b) Close the condenser cooling water inlet and outlet valves.
Cooling capacity: 70.5kW, 60,000kcal/h are started and stopped manually at each unit. Each ACU is monitored for the
Power consumption: 11.7kW following:
Fan capacity: 10,800m³/h
• Compressor overcurrent

Illustration 2.14.5a Sewage Treatment System

Key Engine Room Ist Platform
Black Water in
Galley/Prov. Store Dra
Grey Water
Black Water Sea Water
SN066
Disposer
Cond. Drain
Drain Prov. Store/Chamber
Air Vent
to Funnel Top
chine Drain
Laundry Washing Ma
er
Ist Chamb
Engine Room Pub. T/S e Treatment Plant SN060(NO)
To Sewag Grey Water Disc
harge to Sea Ov
erboard Main Lin
e
Ist Platform SN059(NC)
SN026 SN025
SN022
To Engine Room SN064 SN065
Scupper System (Port) (Stbd)
Upper Deck
SN007 SN008
NC SN024
SN067(NC) Hospital NO SN062 NC
Manifold Grey Water
SN009 SN023
SN006
Dilution Water Line NO SN066
SN022 NC
SN015 NO NO
Overflow
SN021 SN028
Sewage Discharge
Ejector Overflow
HHLS
C.P
HLS
No.1 HLS Ship
Ejector Pump
Side
M SN014
Holding Tank
Aeration Aeration Settling Disinfection
SN003 SN001 Tank I Tank Ii Chamber Chamber Sewage and Grey Water
No.2
Ejector Pump
M
SN004 SN002
LLS
LLS
SN031
Engine Room 2nd Platform
SN020 NC
M
NC NC NC NO SN028
Sewage Treatment Plant
SN010 SN012
SN005 SN017 SN018 SN019 SN029
To Bilge
SN011 SN013
Holding Tank SN030
Discharge Pumps
Dilation Water Line Base Line
From
Cooling Sea
Water System

2.14.5 Sewage Treatment Plant Sewage Holding Tank reaching the aeration compartment, the galley waste passes through a grease
trap that is designed to remove as much grease as possible before allowing the
Capacity: 46.7m3
water to enter the sewage treatment tank.
Sewage Treatment Plant
Manufacturer: Evac Introduction The vacuum toilet system control panel is as shown in illustration 2.14.5d and
Type: Biological type incorporates the following:
Model: STP 100C The sewage plant comprises a vacuum operated toilet system and a sewage • Blower No.1 and No.2 mode selector switches:
treatment plant all contained in one unit. The treatment plant is used to treat
soil waste from toilets, and black and grey water waste before being discharged MAN - 0 - AUTO
Sewage Discharge Pumps overboard. • Discharge pump No.1 and No.2 mode selector switches:
Manufacturer: Orpu MAN - 0 - AUTO

The toilet system pipework is kept under vacuum by ejector pumps. These
No. of units: 2 pumps circulate black water from a collecting section of tank No.1 through • Ejector pump no.1 and no.2 mode selector switches:
Type: Centrifugal non clog eductors, and back into the collecting section of tank No.1. The waste from MAN - 0 - AUTO
the toilets is drawn into the collecting section of this tank by the action of
Model: ORCUT E5120/2.2ET-M • Chlorination pump mode selector switch:
the eductors. The toilets are operated by vacuum and flushed with a small
Capacity: 14m3/hr quantity of fresh water. The resulting treated water is discharged by the sewage MAN - 0 - AUTO
Motor rating: 440V, 1.05kW, 2,900 rpm treatment plant from tank No.4 by discharge pumps. Level switches in tank
No.4 start and stop the pumps automatically. • Antifoaming pump mode selector switch:
MAN - 0 - AUTO
Air Blowers
The sewage treatment plant is a biological unit working on the activated sludge
• Sludge alarm indicator
Manufacturer: Orpu principle and constructed to meet the relevant IMO resolution MEPC.2(VI). To
No. of units: 2 comply with the regulations, the plant is capable of the following: • High level alarm indicator
Type: V12-YR • Suspended solids - maximum 40mg/litre • Above high level alarm indicator
Capacity: 110m3/h • Coliform bacteria - maximum 200/100ml • Below low level alarm indicator
Motor: 440V, 1.1kW, 2,850 rpm • Vacuum failure/collapse alarm indicator
• Biochemical oxygen demand - maximum 40mg/litre
Ejector Pumps The sewage collection system is a vacuum type system that uses ejectors The sewage treatment plant is a biological unit working on the activated sludge
to provide a vacuum in the collection pipes from the lavatory pans in the principle and constructed to meet the rules and regulations in MARPOL 73/78
Manufacturer: Vacuum Systems accommodation, and engine room toilet. Annex IV and is approved according to IOM MEPC 2(VI) which specify the
No. of units: 2 following effluent values:
Type: Vertical with integrated macerator Operation • Suspended solids <100mg/litre
Model: 4HK50-1 130-F-W1
When a toilet bowl is flushed, the discharge valve at the rear of the unit opens • Coliform bacteria <200 off/100ml
Capacity: 24m3/hr to discharge the contents and to draw a small amount of surrounding air into • BOD5 < 50mg/litre
Motor rating: 440V, 2.6kW, 3,420 rpm, 60Hz 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 bowl and only uses about one litre of water per flush. Sewage Treatment Plant
Sewage Holding Tank Discharge Pump
Manufacturer: Teikoku The ejector pumps provide and maintain the vacuum in the suction lines. The plant is fully automatic and will treat black and grey water. There are
No. of units: 1 They macerate the waste and then discharge it to the sewage treatment plant. four tanks within the unit as shown in illustration 2.14.5c and each serves a
Model: MSN-OM The discharge pumps can discharge the treated effluent overboard or send it particular purpose in the waste water treatment process.
to the sewage holding tank when the vessel is in a port that does not allow
Capacity: 10m3/hr at 3 bar • Collection tank
any treated sewage to be discharged overboard. The sewage is stored before
Motor rating: 440V, 5.5kW, 1,755 rpm being discharged ashore or disposed of later when the vessel is operating in • Aeration tank x 2
unrestricted waters. • Settling chamber
There are two inlet pipes to the eductor manifold with the system being split to • Disinfection chamber
collect sewage from the port and starboard sides of the accommodation. Before

Illustration 2.14.5b Sewage Treatment Plant

Vent to
Black Water Inlet Lines From Funnel Top
EVAC SANITARY SYSTEM
Accommodation (See Illustration 2.14.5b)
SN061
MARINE SEWAGE TREATMENT PLANT
BLOWER 1 BLOWER 2
M M SLUDGE HIGH
ALARM LEVEL ALARM
GRAVITY INLET
DILUTION WATER
VACUUM
AV1
SLUDGE RETURN
AV2
VENTILATION AV4
EMERG. OVERFLOW
AV3
DISINF. CHEMICAL
PUMP
SN064 SN065 Overflow to
INLET M
ANTIFOAMING
PUMP
HIGH LEVEL
M Bilge Holding M
Tank
LS
M EJECTOR TANK I TANK II TANK III TANK IV
PUMP 1 COMMON ABOVE
W1
M
W3
LOW LEVEL
LS
ALARM HIGH LEVEL SN007 SN008
W2 W4
TV1
M
EJECTOR
PUMP 2 DV1 DV2 DV3 DV4
DISCHARGE
500 ml
DV5 DV6
IMHOFF
DISCHARGE DISCHARGE GLASS
PUMP 1 M M PUMP 2
Automatic operation i.e. Normal operation
OPTIONAL
- Close valves “DV1”, “DV2” and “DV3”. COMPONENTS
- Open valves “VV1”, “VV2”, “VV3”, “VV4”, “DV4”, “DV5 and ”DV6”.
- Check that disinfection and antifoaming chemical tanks are filled. VACUUM BELOW
- Check that power is connected and no alarms are displayed.
- Set all control switches to position “Auto”. FAILURE/COLLAPSE LOW LEVEL
- Check that disinfection and antifoaming chemical pumps are switched on.
- Check sludge return when blower is running, return flow about 1/3 of the transparent hose’s cross section
Sludge discharge
- Measure sludge content in “TANK I” using test cock “TV1” and imhoff glass. Settling time 30 min, above 500 ml/l=sludge content too high.
discharge sludge.
- Close valve “DV4”.
Blower 1 Blower 2
- Set the control switch “DISCHARGE PUMP 1” to position “MAN”. Stop the pump when “TANK II” is empty. NOTE: Never let pump run dry
Mechanical seals may be damaged.
- Set the unit to the automatic operation mode i.e. normal operation, see instructions above.
- Refill “TANK I” with fresh water until the discharge pump starts to run.
BLOWER 1 BLOWER 2 DISCHARGE PUMP 1 DISCHARGE PUMP 2 EJECTOR PUMP 1 EJECTOR PUMP 2
MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO Grey Water Gravity Inlet
SN067 AV1 AV2 AV4 AV3
Dilution Water
Sludge Return
CHLORINATION PUMP ANTIFOAMING PUMP
POWER ON MAN 0 AUTO MAN 0 AUTO Emergency Disinfection Chemical
Overflow Dosing Pump and Tank
SHUT DOWN RESET EMERGENCY
MAIN SWITCH ALARM RESET
LED TEST STOP
ON Ejector
OFF
LS
Sewage Treatment Plant Control Panel

High Level
Switch
AERATION AERATION SETTLING DISINFECTION
TANK I TANK II CHAMBER CHAMBER
Ejector
Antifoaming Pump M Pump 1
and Tank
SN003 SN001
LS
SN004 SN002
Low Level
M Switch
Ejector TV1
Pump 2
DV1 DV2 DV3 DV4
DV5 DV6
Overboard
Discharge
SN013 SN012
No.1 Discharge No.2 Discharge

Pump Pump

The sewage treatment plant is under atmospheric pressure and grey water from Disinfection Chamber No.4 Note: Rules governing the discharge of raw sewage must be complied
the scuppers of the provision freezing and cold rooms, the galley and waste with at all times and the discharge of raw sewage overboard must only be
In the disinfection chamber the pathogens (colliform bacteria) are destroyed
disposer flows into the aeration tank under the action of gravity. Waste water contemplated should the sewage plant be unserviceable. The bacterial action
by contact with chlorine, which is pumped in to the chlorination tank by a
from the galley enters the tank via a grease trap. The ejector pumps provide in the sewage treatment plant requires a regular supply of raw sewage and the
disinfection pump. A level switch in the tank starts the discharge pumps when
and maintain the vacuum in the suction lines by drawing black water from the discharge of raw sewage overboard can impair effective bacterial action.
the level reaches a predetermined point, and stops them again when the low
bottom of tank No.1 and using this water as drive water for the eductors to
level switch is activated.
create a vacuum in the system.
Note: Only approved chemical cleaners must be used in lavatory pans as
It is essential that only approved disinfection chemicals are used, and that the biocidal cleaners will destroy the biomass in the sewage treatment plant.
After treatment in the sewage treatment plant, the effluent is pumped overboard
concentration is as specified by the chemical supplier, as incorrect dosing can
by one of the sewage discharge pumps. If overboard discharge is not permitted,
result in harmful pathogens being pumped overboard.
the sewage collecting tank can be used as storage for a limited period. If The anti-foaming pump injects anti-foaming chemical into tank no.1 to control
the vessel is alongside and shore facilities are available, the contents of the foaming due to the reaction of the bacteria, and microbiological slime.
collecting tank and the sewage treatment plant can be pumped ashore via WARNING
connections on the upper deck. Care must be taken when handling chemical treatment to prevent
contact with the eyes or skin. Protective clothing, rubber gloves and Procedure for the Initial Starting of the Sewage Treatment
Aeration Tanks No.1 and No.2 eye protection must be worn at all times when handling chemicals and Plant
the manufacturer’s instructions for treatment should an accident occur
All of the black water from the toilets, urinals and the hospital black and grey must be adhered to.. a) Check that there is power available to the control panel. Ensure
water are collected into tank No.1 by the vacuum created by the eductor. The that all drain valves are closed and all instrumentation valves are
action of the ejector pumps also macerates the sewage into small particles open.
Normally the treated effluent is pumped overboard by one of the discharge
which makes it more readily treatable. Generated carbon dioxide (CO2) is
pumps, but in some areas the discharge of sewage effluent, even when treated
released through a gas vent. Tank No.1 and tank No.2 are common. b) Set the system valves in accordance with the following table:
and sterilised, is not permitted.
The grey water from scuppers of the provision freezing and cold rooms, the
The discharge pump can take its suction from any of the treatment tank Position Description Valve
galley and waste disposer can also be discharged directly overboard. Discharge
chambers if maintenance or the discharge of excess sludge is required. Open Inlet valves from accommodation SN007
overboard is only permitted in designated areas and should only take place
after permission has been obtained from the bridge. SN065
The grey water from the accommodation and the sweat drains can be directed SN008
to either the sewage treatment plant, the holding tank or directly overboard SN064
The aeration tanks contain an activated sludge, which breaks down the
under the action of gravity. The sewage treatment plant operates automatically Open No.1 ejector pump suction valve from No.1 tank SN001
biodegradable matter in the sewage and grey water. Oxygen is essential for
once it has been set up, but periodic attention is required and the unit must be on the sewage tank
the reaction between the micro-organisms and the biodegradable matter and
monitored for correct operation.
is supplied by two blowers. The air is delivered into the aeration tank via Open No.1 ejector pump discharge valve to eductor SN003
two diffusers, which ensure an adequate dispersion of the air throughout the Open No.2 ejector pump suction valve from No.1 tank SN002
chamber. CAUTION on the sewage tank
The discharge overboard of treated sewage effluent must only ever Open No.2 ejector pump discharge valve to eductor SN004
Settling Chamber No.3 take place with the permission of the bridge. There must be effective Closed Discharge pump suction valve on No.1 tank DV1
After a period of time in the aeration tank, the bacterial action will have communication between the bridge and the engine room so that the Closed Discharge pump suction valve on No.2 tank DV2
reduced the biodegradable organic matter to water, gas and sludge. The treated engine room is immediately aware when the vessel enters waters where
Closed Discharge pump suction valve on No.3 tank DV3
effluent is discharged to the settling tank where the solid sludge settles out. such a discharge is not permitted.
Open Discharge pump suction valve on No.4 tank DV4
The ejector pumps, discharge pumps, and air blowers should be changed over Open No.1 discharge pump suction valve DV5
The sludge contains bacteria, which increase in numbers due to the bacterial
action in the aeration tank. The clarification tank is shaped in the form of a at suitable intervals to ensure that they have similar operating hours. The Open No.2 discharge pump suction valve DV6
hopper so that as the sludge settles on the walls, it falls to the base of the hopper. quantity of chlorine in the chlorination unit must be checked and replenished Open No.1 discharge pump discharge valve SN013
From the bottom of the hopper the sludge is returned to the aeration tank by as required.
Open No.2 discharge pump discharge valve SN012
an air lift pump, where it reacts with the incoming raw sewage. A skimmer Set Sewage discharge overboard three-way discharge SN015
is located at the surface of the clarification tank and this returns any floating The ejector pumps, discharge pumps and blowers are controlled from the
sewage treatment plant control panel, which is equipped with selector switches valve
debris to the aeration tank via a separate air lift pump. The clean effluent flows
for auto/manual pump operation modes and the blower starters. The control Open Sewage discharge overboard discharge valves SN028
from the clarification tank into the clorination tank via a weir system.
panel and discharge pumps are mounted on a common base plate with the SN029
treatment tanks. SN030

Illustration 2.14.5c Sewage Treatment Plant Control Panel

EVAC SANITARY SYSTEM
MARINE SEWAGE TREATMENT PLANT

BLOWER 1 BLOWER 2
M M MARINE SEWAGE TREATMENT PLANT
BLOWER 1 BLOWER 2
M M SLUDGE HIGH
ALARM LEVEL ALARM
GRAVITY INLET AV4 DISINF. CHEMICAL

VENTILATION
AV1 AV2 AV3 PUMP
EMERG. OVERFLOW
DILUTION WATER
VACUUM SLUDGE RETURN
INLET
GRAVITY INLET AV4 DISINF. CHEMICAL M
VENTILATION
AV1 AV2 AV3 PUMP ANTIFOAMING
EMERG. OVERFLOW PUMP
DILUTION WATER HIGH LEVEL
LS
M EJECTOR
VACUUM SLUDGE RETURN PUMP 1

TANK I TANK II TANK III TANK IV
COMMON ABOVE
M
W1 W3 ALARM HIGH LEVEL
INLET M
LOW LEVEL
LS
W2 W4
TV1
M
EJECTOR
DISCHARGE
ANTIFOAMING 500 ml
DV5 DV6
PUMP DISCHARGE DISCHARGE
IMHOFF
GLASS
HIGH LEVEL Automatic operation i.e. Normal operation
PUMP 1 M M PUMP 2
OPTIONAL
LS
- Check that disinfection and antifoaming chemical tanks are filled. VACUUM BELOW
M EJECTOR - Set all control switches to postion “Auto”. FAILURE/COLLAPSE LOW LEVEL
PUMP 1 TANK I TANK II TANK III TANK IV - Check that disinfection and antifoaming chemical pumps are switched on.
Sludge discharge
M discharge sludge.
W1 W3 - Close valve “DV2”.
LOW LEVEL - Set the control switch “DISCHARGE PUMP 1” to postion “MAN”. Stop the pump when “TANK II” is empty. NOTE: Never let pump run dry
- Set the unit to the automatic operation mode i.e. normal operation, see instructions above.
LS
W2 W4
TV1
M
EJECTOR
DISCHARGE BLOWER 1 BLOWER 2 DISCHARGE PUMP 1 DISCHARGE PUMP 2 EJECTOR PUMP 1 EJECTOR PUMP 2
MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO MAN 0 AUTO
500 ml
DV5 DV6
IMHOFF
DISCHARGE DISCHARGE GLASS
PUMP 1 M M PUMP 2
Automatic operation ie, Normal operation
OPTIONAL
- Check that disinfection and antifoaming chemical tanks are filled.
CHLORINATION PUMP ANTIFOAMING PUMP
- Set all control switches to position “Auto”. POWER ON MAN 0 AUTO MAN 0 AUTO
- Check that disinfection and antifoaming chemical pumps are switched on.
Sludge discharge
SHUT DOWN RESET EMERGENCY
discharge sludge. MAIN SWITCH ALARM RESET
STOP
LED TEST
- Close valve “DV2”. ON
- Set the control switch “DISCHARGE PUMP 1” to position “MAN”. Stop the pump when “TANK II” is empty. NOTE: Never let pump run dry
OFF
- Set the unit to the automatic operation mode ie, normal operation, see instructions above.

Position Description Valve When operating in restricted waters where the treated discharge is prohibited, pump the contents of the sewage treatment unit to the sewage holding tank.
set the sewage collecting tank inlet valve SN015 to the holding tank position The tank has a capacity of 55.4m3 and the dedicated sewage discharge pump
Closed Sewage discharge to shore-side manifold valve SN022
and close the overboard discharge valves SN029 and SN030. can either discharge the contents overboard when the ship is in unrestricted
Closed Sewage collecting tank discharge pump suction SN017 waters or to the shore connection manifold for disposal ashore. To discharge
valve the contents of the holding tank to shore, proceed as follows:
Daily Checks
Closed Sewage collecting tank discharge pump outlet SN018
valve Check that the discharge pump and the air blower are working correctly. Check a) Agree with the shore reception facility the amount of effluent,
Closed Sewage treatment plant discharge pump discharge SN020 that the air lifts are clear. the rate of discharge, the date and time of starting the transfer.
valve to shore connections
Ensure that the height of the chlorine tablets in the cylinder are at least ¼ the b) Ensure that the shore connection station discharge valve not
Closed Sewage treatment plant discharge pump discharge SN019
height of the cylinder. Top up with tablets as required. being used is closed and the blank is secure. Connect the shore
valve to overboard
Open Grey water drain valve to the sewage treatment SN067 discharge hose to the shore station being used and open the
plant Weekly Checks discharge valve.
Closed Grey water drain valve to the sewage holding SN059 Check residual chlorine content in treated water. The residual chlorine c) Select the sewage discharge pump for manual operation.
tank plant concentration must fall in a range of 1 to 5ppm.
Closed Grey water drain valve direct to overboard SN060 d) Set the system valves according to the following table:
Closed Sea water flushing line valves from the cooling SN006 Monthly Checks
sea water system SN005 Position Description Valve
Check that air diffusers and the coarse screen are clear and that compartment
vents are clear. Clean the blower suction strainer. Change over the duty Open Sewage discharge pump suction valve SN017
c) Switch the control panel main switch to the ON position.
blowers. Open Sewage discharge pump discharge valve SN018
d) Fill the entire unit with fresh water, using a hose pipe if Closed Sewage discharge pump discharge valve to SN019
necessary through one of the access panels. As it fills, start the 2 to 3 Monthly Checks overboard
duty air blower from the MAN - O - AUTO selector switch, and Measure the sludge content in tank no.1 using test cock TV1, and imhoff glass. Open Sewage discharge pump discharge line valves SN023
check that all of the diffusers are operating correctly. Fill the Allow for a settling time of 30 minutes. If above 500ml/l sludge is evident, then SN024
disinfection pump dosing pump chlorination tank with chlorine. the sludge content is too high, and the sludge will have to be discharged. This SN021
Fill the unit until it starts to overflow into the contact chamber, desludging can only be carried out when the location of the vessel allows it. Closed Discharge valve from treatment plant SN022
then stop filling and replace all the panels. Open Sewage discharge pump discharge valve to shore SN020
Desludge the unit as follows: connection
e) Select AUTOMATIC operation and select No.1 or No.2 for the
duty discharge pump at the control panel. If the disinfectant tank • Close valves DV4, and DV2
e) At the agreed time, start the sewage discharge pump. The pump
is full, the discharge pump will run until the low level switch • Set the control switch DISCHARGE PUMP to MAN will discharge the contents of the holding tank ashore. Check
activates and stops the pump. position the sewage discharge pipe for leaks and check that the sewage
• Stop the pump when tank No.1 is empty effluent is being pumped ashore.
f) Confirm that the air lifts are operating correctly by checking the
return flow through the sight tubes. • Set the sewage unit in AUTO operation as outlined above
f) Stop the sewage discharge pump when the holding tank is
• Refill tank no.1 with fresh water until the discharge pump empty.
Procedure for Operating the Vacuum Toilet System starts to run
g) Reset the system valves and return the plant to normal overboard
a) Check that there is power available to the control panel. Switch discharge when the vessel is in unrestricted waters for sewage
Note: . Never let the pump run dry as the mechanical shaft seals may be discharge overboard.
the No.1 or No.2 ejector pumps to the AUTO position on the
damaged
local control panel.
CAUTION
b) For discharge pump operation, switch No.1 and No.2 ejector It is recommended that no chemical cleaning agents be used in the toilet
pumps to the AUTO position on the local control panel. Procedure for Pumping Treated Sewage from the Sewage systems, which can flow into the sewage plant. Such chemicals can
Treatment Plant Ashore destroy the aerobic bacteria, causing the sewage plant to fail to perform
The sewage plant is now in operation and will operate automatically discharging as designed.
clean effluent from the chlorination chamber of the tank. If the vessel is alongside for an extended period or in dry dock and suitable
reception facilities are not available ashore, the sewage discharge pumps can

Illustration 2.14.6a Incinerator Fuel Oil Service and Sludge System

To Funnel Top
A Deck
OI023 OI022
Upper
From Marine Gas Deck
Oil Transfer Pump 40 65
65 65
OI038
Key 15 LAH OI010
OI21
Marine Diesel Oil
50 LS
Heavy Fuel Oil / Marine Gas Waste

OI021
Waste Oil / Sludge Oil Tank for LAL Oil Tank for
Incinerator OI017 OI21.1 Incinerator TS
Air LAL (2.0m3) (3.0m3)

15 LS
OI22 TS
Mill TI
Fresh Water LS P Pump
P From Engine Room
OI037 OI 50 Bilge Pump
Electrical Signal OI015 032
To Marine Gas 80 OI005

Oil Storage Tank 25
Starboard OI046 40
65
OI016
To Bilge Water
OI034
Holding Tank OI006
PI
25 32 32
XS
PI 65
S S
S
From Fresh Water
8 Hydrophore Unit
PI Sludge Pump
S S S S (10m3/h x 400kPa) OI018
25 OI044
OI032 CP
FS
32 80 80 80
PI OI020 Port (17.7m3) Starboard (17.7m3)
F F
32
OI019
Sludge Dosing
Pump
Incinerator OI051
(1,290,000kcal/h)
From Service
15 Air System 80 80
LAH LAH
OI25 OI26
LS LS
OI045 OI043 OI042
Fuel Oil Drain Lubricating Oil Drain Oily Bilge Tank

Tank (13.2m3) Tank (13.2m3) Tank (122.4m3)
TI TI TI

2.14.6 Incinerator and Garbage Disposal Sludge Pump Solid waste is fed into the combustion chamber via a hopper, which has an
inner and outer door. Both doors are equipped with micro switches to ensure
Manufacturer: IMO
that the doors cannot be open simultaneously during operation. During
Incinerator No. of sets: 1 operation, the doors are operated automatically when the sluice control is
Manufacturer: Hyundai-Atlas Type: Horizontal screw activated. The controller locks the outer door and opens the inner, allowing
Type: Maxi 1500SL WS Model: AEB 1E 100 the waste to be admitted into the combustion chamber. An ash door is located
Capacity: 1,290,000kcal/h (1,500kW) Capacity: 10m3/h at 400kPa below the feed door and this is equipped with a micro switch to prevent opening
during the operation of the incinerator. The switch also prevents starting the
150kg/h of liquid waste Motor rating: 2.6kW, 440V, 24rpm
incinerator when the ash door is open. Solid waste is ignited by radiant heat
230kg/h of solid waste from the primary burner and remnants of particulate matter in the gas flow
Combustion chamber: Maximum 1,050°C Introduction are neutralised by the secondary burner, making the process of incineration
Working 550°C to 950°C (sludge oil) ecologically safe.
Flue gas temperature: 350°C The incinerator is designed to burn solid garbage waste and engine room waste
oil, with the use of diesel oil (DO) to assist the combustion. The unit is capable Waste oil is atomised by a special burner, which is provided with a compressed
of burning 116kg of waste oil per hour and 230kg of solid waste per hour with air supply to assist in the atomisation and combustion process.
Incinerator Waste Oil Circulating Pump (Mill Pump) a maximum heat release of 1,000,000kcal/h being allowed.
The combustion chamber is preheated by the DO burners to 575°C before the
Manufacturer: Hyundai Marine Machinery
The incinerator consists of the following main parts: waste oil is introduced; the sludge burner is also preheated using DO before
No. of sets: 1 firing with waste oil.
Type: Centrifugal, mill pump • Combustion chamber
Model: PU-5 • 3.0m³ waste oil service tank with a circulating pump, steam The waste oil is ignited by the primary burner, with the secondary burner
Capacity: 26m3/h at 0.4MPa heating coil and thermostat, set at 75°C ensuring that combustion is complete. The waste oil is prepared for combustion
by the waste oil system, which is described below.
Motor rating: 4.6kW, 440V, 3,580rpm • Diesel oil service pumps
• Waste oil circulating pump (mill pump) The primary and secondary DO burners are supplied by separate electric motor
Incinerator Waste Oil Dosing Pump driven pumps. DO is supplied from the incinerator MGO service tank by
• Waste oil sludge dosing pumps
the incinerator DO service pumps with any excess fuel being returned to the
Manufacturer: Hyundai Marine Machinery • Control system service tank. The pressure in the MGO supply system, and burner systems is
No. of sets: 1 regulated by spring-loaded valves.
Type: Self-priming positive displacement pump with The incinerator, and waste oil service tank are located in the incinerator room,
geared motor located on the starboard side of the A deck level of the engine room casing. A flue gas damper is mounted in the ducting above the incinerator, is preset
Model: MD025-6L during commissioning, and should not require adjusting. However, excess
draught can cause erratic combustion, and it may be necessary to adjust the
Capacity: 233l/h at 0.2MPa Combustion Chamber
damper to correct this if it is due to the air supply, and not to the fuel burner.
Motor rating: 0.45kW, 1,660rpm geared down to 243rpm The combustion chamber is cylindrical in shape, of steel construction and
insulated with specially designed refractory blocks. The refractory material is
Waste Oil Supply System
made of a low cement with a high alumina quality offering good thermal shock
Incinerator Diesel Oil Service Pump and slag build-up resistance. A double steel casing with a cooling air jacket The incinerator waste oil system comprises a service tank, and a circulating
Manufacturer: Suntec/Danfoss forms the outside of the combustion chamber. pump (mill pump). Waste oil is transferred to the service tank by the sludge
No. of sets: 2 pump, which has an automatic stop facility operated by a high level float
The combustion chamber comprises primary and secondary sections, with a switch. The waste oil service tank is equipped with a steam heating coil, and a
Type: Self priming positive displacement
DO burner located in each section. The sludge burner and solid waste feed self-closing drain cock, which allow any water to be drained off. The waste oil
Model: TRP-MHG3 are located in the primary section. The secondary burner is located near the service tank overflows to the oily bilge tank.
Capacity: 0.3m3/h at 0.1MPa flue gas outlet to ensure complete combustion of the waste products. As the
products of combustion leave the chamber, cooling air is mixed to bring the The waste oil is pumped from the service tank to the incinerator unit, by means
temperature of the flue gas down before discharge. Cooling and combustion air of the waste oil circulating pump (mill pump). On the incinerator unit, the sludge
ia supplied by the primary fan, with dampers to control the air supply to each dosing pump delivers the waste oil to the burner at the correct pressure. The
burner. The flue gas outlet is located at the top of the combustion chamber at excess oil delivered by the waste oil circulating pump (mill pump) is returned
the opposite end to the sludge burner and solid feed. to the waste oil service tank. The mill pump is also used to mix the waste oil in
the service tank, providing an even temperature and specific gravity. The oil is
drawn from the bottom of the tank, and discharged back to the top.

Illustration 2.14.6b Incinerator Control Panels
Touch Screen Detail
Incinerator Control Panel

08/04/ 11 Hyundai Atlas INCINERATOR 15:58
MD1 283 °C
MD2
INCINERATOR MAIN CONTROL PANEL (CP-1)
MD3 AL
RUN 864°C 702°C ALARM

RESET
ABN LAMP
STOP RUNNING HOUR: 1154H 58M TEST
MODE TEMP P10 ALARM SLU TEST
08/04/ 11 Hyundai Atlas INCINERATOR 15:58
MD1
Waste Oil Tank Control Panel
283 °C
MD2
AMMETER H - METER
MD3 AL
A RUN 864°C 702°C ALARM W.O. TANK CONTROL PANEL (CP-2)

RESET
ABN LAMP
STOP RUNNING HOUR: 1154H 58M TEST 0 0 0 0 0H
MODE TEMP P10 ALARM SLU TEST LOW LEVEL HIGH LEVEL
LOW TEMPERATURE W.O. HIGH TEMPERATURE W.O.
HOUR METER W.O. TANK W.O. TANK
CONTROL VOLTAGE MILL PUMP RUNNING MOTOR OVERLOAD

INCINERATOR INCINERATOR PRIMARY BLOWER SPACE HEATER
RUNNING COMMON ALARM
MOTOR HTR ON OFF ON
O O
STOP START OFF ON
START UP MILL PUMP

AUTO 0 MAN RESET ALARM LAMP ALARM
O OFF
AUTO MANU
(NOTE: THE MAIN SWITCH IS

MAIN SWITCH SHOWN HERE BUT IS LOCATED
ON THE ADJACENT PANEL)
ON
MAIN SWITCH
CAUTION ! BURNER NOT TO BE DO NOT TURN OFF THE MAIN
FIRED BEFORE FURNACE HAS OFF POWER SWITCH WHILE PRIMARY
BEEN PROPERLY PURGED BLOWER IS RUNNING ! I ON
OFF

Operation and Control temperature in the combustion chamber has reduced to 100°C. When this has blending the diesel with the sludge. The diesel oil injection initially lasts for
occurred the locks on the ash door will be released. between one and two seconds, but increases as the temperature drops becoming
The incinerator is monitored and controlled from the local incinerator control continuous if the temperature drops to 810°C. Below this temperature the
panel, a separate control panel (sludge control panel) is provided for the waste primary burner restarts and in doing so adds heat to the furnace.
Sludge Control Panel
oil tank functions, waste oil circulating pump (mill pump), and the DO service
pumps. The sludge control panel is located on the waste oil tank above the mill pump To stop the incinerator, turn the switch on the front of the control panel
and incorporates status indication lamps for the waste oil tank. The panel also to the STOP position. The supply of MGO to the primary and secondary
The incinerator control panel is provided with a touch screen, which allows includes a waste oil circulation pump auto/manual/off selector switch. burners will be stopped, as will the supply of sludge to the sludge burner. The
the operator to interface with the incinerator PLC. The touch screen will also primary blower, primary burner blower and the secondary burner blower will
display the current temperatures in the combustion chamber and the operating The panel displays various alarms for the service and settling tanks and an then continue to operate but on a cooldown cycle. This will stop when the
conditions of the incinerator. overload alarm for the waste oil circulating pump motor. The alarms presented temperature in the incinerator has reduced to 100°C.
on the sludge control include:
Other controls on the incinerator control panel include: • Waste oil service tank level low. Mode MD2 (Solid Waste Burning)
• Start and stop pushbuttons for the incinerator • Waste oil service tank level high. To start the solid waste burning process, confirm that MD2 has been selected
• Common alarm indication • Waste oil service tank temperature high. and turn the START/STOP switch to the START position. The incinerator will
now be controlled by the PLC. If there is an abnormal alarm, determine the
• Space heater controls • Waste oil service tank temperature low. cause, rectify then reset through the touch screen mimic.
• Hour and ammeter
Mode MD1 (Sludge Oil Burning) When the START/STOP switch is turned to the START position, the primary
The incinerator PLC automatically controls the burners, primary fan and other blower and the process timer will start. After a 60 second pre-purge, the
system functions. The incinerator control panel is linked to the sludge control When the incinerator is turned on, the incinerator automatically defaults to secondary burner will start. When the temperature in the secondary chamber
panel to facilitate the operation of the DO service pumps and circulating pump the MD1 sludge burning mode. For solid waste burning, the mode should be has reached 550°C, the primary burner in the primary combustion chamber will
by the PLC. The operating sequence for the incinerator is shown in illustration changed to SOLID WASTE mode MD2, but when in the sludge burning mode, start and the secondary burner will remain lit. The activation of the internal
2.14.6c. sludge and solid waste can be burnt together. sluice by pressing the SLUICE button on the side of the incinerator will lock
the external door and open the internal sluice. When the temperature in the
There are three types of system mode, MD1, MD2 and MD3, which are To start the sludge burning process, confirm that MD1 has been selected and primary combustion chamber has reached 950°C, the primary burner stops but
described below. The main display screen that shows the following: turn the START/STOP switch to the START position. The incinerator will now the blower will continue to operate. When the temperature in the furnace has
be controlled by the PLC. If there is an abnormal alarm, determine the cause, fallen to 850°C, the combustion will recommence. When the temperature in the
• MD1 - Sludge burning rectify then reset through the touch screen mimic. secondary chamber has reached 750°C, the secondary burner will be stopped,
• MD2 - Solid burning but the blower will continue to operate. The burner will restart again if the
When the START/STOP switch is selected to the START position, the primary temperature in the chamber drops to 670°C.
• MD3 - Test and maintenance blower and the process timer will start. After a 60 second pre-purge, the
secondary burner will start. When the temperature in the secondary combustion To stop the incinerator, turn the switch on the front of the control panel to the
To set the burner mode, press the MODE button on the touch screen to show chamber has reached 400°C, the primary burner in the primary combustion
the menu that allows the operator to change mode between MD1, MD2 and STOP position. The supply of diesel to the primary and secondary burners will
chamber will ignite, and the secondary burner will remain lit. When the be stopped, but the primary blower, primary burner blower and the secondary
MD3. If the test mode MD3 is selected and it indicates a problem, it will be temperature in the primary combustion chamber has reached 550°C, the
necessary for the operator to refer to the manufacturer’s instruction manual for burner blower will then continue to operate on a cooldown cycle. This will stop
sludge burner will start burning on diesel oil, and continue to do so for 25- 60 when the temperature in the incinerator has reduced to 100°C.
guidance on corrective action. All of the system set points and parameters have seconds. At the end of this period, the sludge dosing pump will start, and the
been set into the PLC at the manufacturer’s factory. There should be no need sludge burner will change over to burn sludge from the waste oil service tank.
to change any of these except after any repairs that may have been carried out. The secondary burner will then continue until the temperature in the secondary Mode MD3 (Test)
If this is the case, the operator will again need to refer to the manufacturer’s combustion chamber reaches 750°C. When this occurs, the secondary burner
manual. The MD3 or test mode is used for checking if the solenoid valve, motors,
will be stopped by the PLC, but the burner blower will continue to run until pumps, diesel oil burner, etc, are all running normally. To operate in this mode
the temperature in the secondary chamber has dropped to 670°C, when the and to test for faults, refer to the manufacturer’s operating manual and the
To stop the incinerator, turn the switch on the front of the control panel to the secondary burner will restart after a pre-purge.
STOP position. This will stop the fuel supply pumps and cause the various troubleshooting table.
solenoid valves in the DO lines to close. The control system will also stop the When the temperature in the combustion chamber rises to 930°C, the PLC
DO service pumps and close the atomising air solenoid valves. If the incinerator changes its mode of burning from frequency step increment mode to PID Incinerator Alarms
has been sludge burning, the sludge supply lines will be automatically purged mode, which regulates the furnace temperature at 950°C by varying the sludge The alarms presented on the incinerator control panel are detailed in the table
with MGO for 10 seconds before the sludge dosing pump is stopped. The pump’s motor frequency. If the calorific value of the sludge is insufficient below:
primary blower will continue on a cooldown cycle and will stop when the to maintain this temperature, diesel oil is injected into the sludge burner so

Illustration 2.14.6c Incinerator Process Diagram
100°C 300°C 500°C 700°C 900°C 1100°C

START 200°C 400°C 600°C 800°C 1000°C
SWITCH ON ‘START’
870°C 950°C 1050°C
830°C 930°C
PRIMARY BLOWER RUNNING
PRIMARY BLOWER (COOLING) RUNNING
ST2 AIR BLOWER RUNNING
ST2 AIR BLOWER (COOLING) RUNNING
ST2 PRE-PURGING
On: 670°C
ST2 DIESEL OIL Off: 750°C
ST2 FLAME CONTROL

START SIGNAL TO ST1
(ST1 PRE-HEATING) MD1 On
START SIGNAL TO ST1
(ST1 PRE-HEATING)
MD2 On
ST1 AIR BLOWER RUNNING
ST1 AIR BLOWER (COOLING) RUNNING
ST1 PRE-PURGING On
ST1 DIESEL OIL MD1 On

On: 850°C
ST1 DIESEL OIL MD2 Off: 950°C
ST1 FLAME CONTROL On
DIESEL OIL TO WASTE OIL BURNER MD2 On
DIESEL OIL TO SLUDGE BURNER MD1 On
SLUDGE OIL TO SLUDGE BURNER Operating

(SPEED CONTROLLER) (PID 950°C)

d) Drain any water from the waste oil tank via the self-closing Preparation of the Incinerator for Burning Waste Oil
Designation Set Point valve OI047.
Flue gas temperature sensor failure a) Supply power to the incinerator and sludge control panels.
Primary chamber temperature sensor failure e) Check that the waste oil dosing pump suction filter is clean.
Secondary chamber temperature sensor failure b) Check that compressed air is available from the general service
Primary combustion chamber temperature low 500°C f) To circulate waste oil using the circulating pump set the system air system. Refer to Section 2.10.2.
valves according to the following table:
Flue gas temperature sensor high 350°C
c) Prepare the incinerator MGO service system. Check the level
Primary combustion chamber temperature high 1,050°C of oil in the incinerator MGO service tank and replenish as
Secondary combustion chamber temperature high 1,050°C necessary. Operate the drain valve to check the tank for water
Open Waste oil tank quick-closing outlet valve OI015
Ash door open 100°C and sludge.
Closed Circulating (mill pump) discharge valve OI016
Combustion air negative pressure low 0.5mbar
Open Circulating (mill pump) recirculation valve back d) Set the system valves according to the following table:
Combustion air pressure low 18mbar to waste oil tank
Atomising air pressure low 0.1MPa Open Circulating (mill pump) discharge valve to sludge OI019
Sludge panel interlock dosing pump suction manifold
Open Incinerator MGO tank quick-closing outlet valve OI037
Flame failure primary burner Open Waste oil sludge dosing pump suction manifold OI020
return valve Open Incinerator No.1 + No.2 DO service pumps OI032
Flame failure secondary burner
suction valve
Primary fan motor overload 86.4A Closed Incinerator MGO service tank discharge to the OI046
waste oil supply line Open Incinerator MGO service pumps recirculation OI034
Sludge dosing pump motor abnormal 1.1A valve to the incinerator MGO tank
Sluice feeding door open Open Control air supply valve to waste oil burner OI024
g) Start the waste oil circulating (mill pump) pump and circulate the
Sluice inside door not closed 30 seconds waste oil for at least one hour before burning in the incinerator.
PLC backup battery low alarm e) Prepare the waste oil system as described above.
External emergency stop/control voltage failure h) To prepare the waste oil system for delivery to the incinerator,
Control voltage failure stop the circulating pump (mill pump) and set the valves f) Inspect the combustion chamber for foreign objects and ash or
according to the following table: slag, and remove these if necessary. Check the condition of the
WO low level
refractory.
WO high level
WO high temperature 90°C g) Check the combustion chamber air inlets are clear.
Open Waste oil tank quick-closing outlet valve OI015
WO low temperature 60°C
Open Circulating (mill pump) discharge valve OI016 h) Clean the photocell and the igniter electrodes.
Mill pump motor overload 8.4A
Closed Circulating (mill pump) recirculation valve back
to waste oil tank i) Clean the DO and waste oil burners.
Procedures for the Operation of the Incinerator Open Circulating (mill pump) discharge valve to waste OI019
oil sludge dosing pump suction manifold j) Ensure that the ash door and loading doors are closed.
Preparation of the Waste Oil System Open Waste oil return line to waste oil tank OI020
k) On the sludge control panel switch the circulating pump
a) Supply power to the incinerator control panel and the sludge Open Waste oil line iso;ating valve to the waste oil
operating mode switch to AUTO.
control panel. tank
Closed Incinerator MGO service tank discharge to the OI046 l) Select the waste oil program MD1 using the touch screen.
b) Check that compressed air is available from the general service waste oil supply line
air system. Refer to Section 2.10.2. Operational Waste oil dosing pump sludge discharge valves m) On the incinerator control panel, set the incinerator control
x2 switch to ON. The incinerator will start and follow the process
diagram shown in illustration 2.14.7c.
c) Check the level in the waste oil service and settling tanks. Apply i) Supply trace heating to the waste oil pipework system.
steam to the heating coils. Refer to Sections 2.2.4 and 2.3.1.
The temperature will be controlled by the thermostats and these
should be set to approximately 75°C.

Incineration of Solid Waste (Trash, Rags, Waste Oil Filter Procedure for Stopping the Incinerator • When burning material with high calorific value with
Cartridges, etc) explosion-like combustion, eg, plastic, the maximum charge
a) Activate the incinerator stop switch. This automatically switches must not exceed 5kg.
Note: The incinerator will by default select sludge waste mode MD1. This the incinerator to the cooling programme. • DO NOT overload the incinerator with waste, maximum
mode can be used to burn a combination of liquid and solid waste. Solid waste 360,000kcal per charge of 20% of the volume of the primary
mode MD2 should only be selected where no liquid waste is available. b) When the temperature in the incinerator drops to below 100°C, combustion chamber (300 litre). The maximum load per
the incinerator cooling programme stops automatically. charge of class II solid waste must not exceed 550 litres.
a) Prepare the incinerator for operation as described above.
c) When the incinerator has stopped, switch off the main switch on • The feeding door must not be opened, unless there is a
the control panel. minimum of 10mm (water gauge) vacuum in the combustion
b) Remove ash before loading. The solid waste is loaded into the
chamber as shown on the U-tube manometer.
hopper with the inner door closed. Control the size of charge
depending on the type of material. • The flue gas uptake damper is set initially and should not be
Abnormal Start-up and Operation of Incinerator tampered with. However, excess draught can cause erratic
c) For simultaneous burning of solid and oily wastes, reduce the combustion and increase the heating-up time, and it may
a) If oscillating combustion occurs at start-up of the incinerator, be necessary to adjust the flue damper to correct erratic
rate of waste oil burning to avoid overheating the flue gas.
the incinerator must be stopped immediately by activating the combustion if it is due to the air supply and not to the fuel
incinerator stop switch on the control panel. burner.
d) Cut large solid items into smaller pieces and divide them into
charging lots depending upon combustibility. Avoid overcharging • Removal of slag must be undertaken carefully. Do not knock
b) If there are any problems during start-up and operation, the
the incinerator with high calorific materials such as plastics and or hammer on the sides of the primary combustion chamber.
incinerator must be stopped immediately by activating the
oily material. The main switch must be turned on to open the door.
incinerator stop switch.
e) Activate the main switch on the control panel, reset any
c) The reason for the abnormal start-up/operation of the incinerator Summary of Regulations
alarms.
must be investigated immediately with the help of the
troubleshooting section in the incinerator instruction manual. MARPOL Annex V, the international agreement regulating the discharge
f) Ensure that solid waste mode MD2 is selected on the control
panel. of solid waste at sea, provides enhanced protection for ‘Special Areas’,
Emergency Stops particular bodies of water deemed particularly at risk due to the oceanographic
g) Start the incinerator by turning the incinerator switch to characteristics, ecological significance or a high incidence of vessel traffic.
START. The incinerator may be stopped in an emergency by turning the main switch The International Maritime Organisation (IMO) will declare a ‘Special Area’
on the control panel to the OFF position. The incinerator waste oil tank quick- in effect when it determines that the nations bordering the body of water have
h) Operating the sluice door control pushbutton. This will lock the closing valve and the incinerator DO tank quick-closing valve may be tripped sufficient capacity to handle wastes off-loaded from ships.
external loading door and open the internal sluice door and feed from the fire control station.
the waste into the combustion chamber. The special areas are as follows:
In the event of a loss of electrical power during a blackout when the incinerator • The Baltic Sea
Note: The manufacturer’s recommended limits for different types of solid is running, it is important to start the primary fan as soon as possible upon
• North Sea
waste must not be exceeded. The manufacturer’s limits quoted on the side restoration of electrical power in order to cool the combustion chamber
of the incinerator or the manufacturer’s operating manual must be consulted effectively. • The Antarctic Ocean
before burning items of waste to determine the maximum charge. • The Red Sea
Care of the Primary Combustion Chamber • The Black Sea
i) When complete, stop the incinerator as described below.
Complete an entry in the Garbage Book. • The Persian Gulf
• Glass, bottles and other materials which may not burn must
not be put into the primary combustion chamber. • The Gulf of Aden
CAUTION
• Wet solid waste must not be put into the primary combustion • The wider Caribbean area including the Gulf of Mexico
Oily rags and plastics must be loaded in small quantities.
chamber more than one hour before starting the incinerator. • The Mediterranean Sea
WARNING • When burning oil-containing materials, such as filter
cartridges, oily cotton waste and scrapings from the MARPOL Annex V contains the following prohibitions for the discharge of
Do not attempt to burn explosives or aerosol spray cans in the solid waste outside special areas:
incinerator. centrifuges, do not put more than 5 litres per charge into the
primary combustion chamber. • No discharge of plastics

• No discharge of buoyant dunnage, lining or packing material Other Waste
within 25 nautical miles
• Oily rags may be burnt in the incinerator in small
• No discharge of garbage within 12 nautical miles. Food
quantities
waste may be discharged if ground to pieces smaller than 1
inch • Containers which were used for oils or chemicals must be
stored on board and discharged ashore
• No discharge of any solid waste, including food waste,
within 3 nautical miles • Incinerator ash must be stored on board in the location
of a special site if less than 12 nautical miles from land;
The prohibitions on discharge in special areas are more restrictive: otherwise the ash can safely be dumped overboard, but a log
should be kept of the amount dumped
• No discharge of plastics, metal, rags, packing material,
paper or glass
The 1997 MARPOL conference adopted a protocol to add a new annex to
• Discharge of food wastes must occur as far as practicable MARPOL 73/78 entitled, ‘Annex VI-Regulations for the Prevention of Air
from land, and never closer than 12 nautical miles. In the Pollution from Ships’. This annex contains regulation 16, which requires
Caribbean, ground waste is allowed to within 3 nautical incinerators installed on or after 01st January 2000 to meet type approval and
miles of land. operating limits.
Due regard should also be taken of any local authority, coastal, or port Regulation 16 of Annex VI prohibits the incineration of the following:
regulations regarding the disposal of waste. To ensure that the Annex to
• MARPOL 73/78 Annex I, II, III cargo residue including
MARPOL 73/78 is complied with, waste is treated under the following cases:
related contaminated packaging
• Food waste
• Polychlorinated biphenyls (PCBs)
• Burnable dry waste, plastic and others
• Garbage, as defined in Annex V, containing more than traces
• Non-burnable dry waste of heavy metals
• Other waste, including oily rags and cans, chemical • Refined petroleum products containing halogen compounds
containers and incinerator ash
• Polyvinyl chlorides (PVCs) except in incinerators for which
IMO type approval certificates have been issued
Garbage Disposal Procedures
Regulation 16 also requires the combustion flue gas outlet temperature to be
monitored at all times.
Food Waste
Food waste production for approximately 50 persons is given as 15 to 25kg per
day or 75 to 125 litres per day without compacting.
Burnable Dry Waste

Dry waste production for approximately 50 persons is given as 30kg per day
or 1000 to 1500 litres per day. The volume can be reduced by a factor of 5 by
shredding the waste.
Non-burnable Dry Waste

Non-burnable dry waste production for approximately 50 persons is given as
20kg per day or 80 to 100 litres per day without compacting.

Illustration 2.15.1a Inert Gas System in the Engine Room Bypass

To
Instrument Purging Funnel
Inert Gas Dryer TI TT PI
Air 581-2 581-2 561-2 Outlet to
43 40-2 PS PsAl PAI No.2
Atmosphere
183 183 183 Air
S
PI S Dryer From/To Auxiliary S S S
160 Steam Central Cooling
516 S
502 513 511 Fresh Water 506 504 IG039 IG040
1 3 4 TI System S
TS
82 80 68 S 157 S TAh
515 576
582
F418V PS PsAl
526 LC
185 185 TI 166 PI
66-1 153 S 572 TI TI 508
PIC PY 23 168
76 75 74-1 PAI 23 23 574 575
185 PT PI
M
PI 509 512 213
PI 166
83 PI 62 MT MI
M 583 583
165 66-3 522
Electric Steam LC TAh PAh
MI PIC
S Heater Heater 165 S S 583 213 219 182
Inert Gas Generator Cooler
MS PY TI PI
IsAl
Marine Gas Oil Tank 3 HIC HIC
501 510 Condensate S 507 505 503 583 10 219 182
109-1 (100m3) 7-1 7-1
To Oily S MsAh TI PI
PIC 583 219 182
IS
7-1 Bilge Tank No.1
109-1 TsAh PsAh
156 66-2 Air MAh
II IsAl IS II BsA BSA BY BE SG 583 219 182
200 200 200 200-2 90-2 TI TT PI Dryer
109-1 109-2 109-2 109-2 581-1 581-1 561-1 TS PS
517 219 182
VP
M M BE SG S TT PT
109-1 110-1 200-1 90-1 219 182
PI PY
7-1 IG037 IG042 S
S From/To IG038
PI
S Auxiliary TI
35 152 476 IG TS TT TI IG047
Central
036 498 498 478
LS LsAl LsAl Cooling
7-1 TsAh
191 191 191 TI Fresh Water PI
PI 179 IG 425 498 464
Air Blower Fans with Motors 161

LNGC Q-Max Lijmiliya - Imo 9388819 - Machinery Operating Manual

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Lijmiliya Machinery Operating Manual

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 1 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 2 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 3 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 4 of 29

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Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 7 of 29

Illustration 4.9 Lifesaving Equipment and Escape Routes Oct 2010

4.1a Fire Control Station Oct 2010 Illustrations

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 8 of 29

Cargo and Machinery Symbols and Colour Scheme

Straight Globe Valve Two-Way Cock Full Bore Valve

Globe Screw Down Sounding Cap

Globe Screw Down Sounding Cap Surface Drop

Stripping and Spray Line Float Type (Disk) Air Vent

Angle Hose Valve M Electric Motor Driven

Lubricating Oil Safety Valve Pressure/Vacuum Centrifugal Pump

Manual Ball Valve Mud Box

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 9 of 29

Electrical and Instrumentation Symbols

6600V AC Inverter Making contact

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 10 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 11 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 12 of 29

Main Engine Viscosity Controller Manufacturer: Vaf

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 13 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 14 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 15 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 16 of 29

Compressor Manufacturer: Hamworthy Moss AS

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 17 of 29

Inert Gas Generator Scrubber Pump

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 18 of 29

CARGO TANKS FRESH WATER TANKS SG: 1.000

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 19 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 20 of 29

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 21 of 29

Illustration 1a Engine Room Floor Plan

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Illustration 1b Engine Room 3rd Deck Plan

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Illustration 1c Engine Room 2nd Deck Plan

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Illustration 1d Engine Room 1st Deck Plan

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 25 of 29

Illustration 1e Upper Deck Engine Room Casing Plan

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 26 of 29

Illustration 1f A, B, C, and D Engine Room Casing Deck Plans

Key 9 - No.2 Exhaust Gas Economiser Key Key Key

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 27 of 29

Illustration 1g Engine Room Elevation Looking to Port

3rd Platform Deck

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 28 of 29

Illustration 1h Engine Room Cross Section

Engine Room Tank Top

Issue: 1 - October 2010 IMO No: 9388819 Front Matter - Page 29 of 29

1.1 To Bring Vessel into Live Condition

Dead Ship Condition

Start the fire line pressurising pump to pressurise 2.4.2

Ensure the engine room high expansion foam 4.5

Reset the preferential trips at the main switchboard. 2.13.8