British Kestrel Machinery Book

Document Title: Machinery Operating Manual Revision: Final Draft
Document Front Matter: British Kestrel Date: December 2005
List of Contents: 2.2 Boilers and Steam Systems 2.6 Fuel Oil and Diesel Oil Service Systems
Issue and Updates 2.2.1 General Description 2.6.1 Main Engine Fuel Oil Service System
2.2.2 Boiler Control Systems 2.6.2 Generator Engine Fuel Oil Service System
Mechanical Symbols and Colour Scheme 2.2.3 Sootblowers 2.6.3 Auxiliary Boiler Fuel Oil System
2.2.4 Medium Pressure Steam System 2.6.4 Incinerator Fuel Oil System
Electrical and Instrumentation Symbols
2.2.5 Low Pressure Steam System 2.6.5 Emergency Generator Fuel Oil System
Introduction 2.2.6 Economiser Illustrations
Illustrations 2.6a Viscosity/Temperature Graph
2.2.1a Auxiliary Boiler 2.6.1a Main Engine Fuel Oil Service System
Principal Machinery Particulars 2.2.2a Boiler Local Control Panel 2.6.2a Generator Engine Fuel Oil Service System
2.2.3a Economiser Sootblower Control Panel 2.6.3a Auxiliary Boiler Fuel Oil Service System
Illustrations 2.2.4a Medium Pressure Steam System 2.6.4a Incinerator Fuel Oil Service System
1a Location Plan of Engine Room Double Bottom and Floor Plates 2.2.5a Low Pressure Steam System 2.6.5a Emergency Generator Fuel System
1b Location Plan of Engine Room 4th Deck 2.2.5b 6kg/cm2 Steam System
1c Location Plan of Engine Room 3rd Deck
1d Location Plan of Engine Room 2nd Deck 2.7 Fuel Oil and Diesel Oil Transfer Systems
1e Location Plan of Engine Room Casing 2.3 Condensate and Feed Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
1f Location Plan of Engine Room Elevation 2.3.1 Condensate System 2.7.2 Fuel Oil and Diesel Oil Purifying System
2.3.2 Drains Systems Illustrations
2.3.3 Boiler Feed Water System 2.7.1a Fuel Oil Filling and Transfer System
Part 1: Operational Overview
2.3.4 Water Sampling and Treatment System 2.7.1b Fuel Oil Transfer System
1.1 To Bring Vessel into Live Condition
2.3.5 Distilled Water Transfer and Distribution 2.7.1c Diesel Oil Transfer System
1.2 To Prepare Main Plant for Operation
Illustrations 2.7.1d Emergency Generator Diesel Oil Transfer System
1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition
2.3.1a Condensate System 2.7.2a Fuel Oil and Diesel Oil Purifying System
1.4 To Change Main Plant from Manoeuvring to Full Away
2.3.2a Drains System 2.7.2b Heavy Oil Purifier Control Panel
1.5 To Prepare for UMS Operation
2.3.3a Boiler Feed Water System
1.6 To Change from UMS to Manned Operation
2.3.4a Water Sampling and Treatment System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.8 Lubricating Oil Systems
2.3.5a Distilled Water Transfer and Distribution
1.8 To Secure Main Plant at Finished With Engines 2 8.1 Main Engine Lubricating Oil System
1.9 To Prepare the Main Plant (COPT) for Discharge Operations 2.8.2 Stern Tube Lubricating Oil System
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations 2.4 Sea Water Systems
2.8.3 Lubricating Oil Purifying Systems
1.11 To Secure Main Plant for Dry Dock 2.4.1 Main and Auxiliary Sea Water Systems 2.8.4 Lubricating Oil Filling and Transfer System
2.4.2 Sea Water General Service System Illustrations
Part 2: Main Engine and Auxiliary Systems 2.4.3 Evaporator 2.8.1a Main Engine Lubricating Oil System
2.1 Main Engine 2.4.4 Marine Growth Prevention System 2.8.2a Stern Tube Lubricating Oil System
Illustrations 2.8.3a Lubricating Oil Purifying System
2.1.1 Main Engine Details 2.4.1a Main Sea Water Service System 2.8.3b Lubricating Oil Purifier Control Panel
2.1.2 Main Engine Manoeuvring Control 2.4.2a Sea Water General Service System 2.8.4a Lubricating Oil Filling and Transfer System
2.1.3 Main Engine Safety System 2.4.3a Evaporator
2.1.4 Digital Governor 2.9 Bilge System
2.4.4a Marine Growth Prevention System Arrangement
Illustrations 2.9.1 Engine Room Bilge System and Bilge Separator
2.1.1a Main Engine 2.9.2 Pump Room Bilge System
2.1.2a Main Engine Manoeuvring Control and Safety 2.5 Fresh Water Cooling Systems
2.9.3 Bosun’s Store and Chain Locker Bilge System
System 2.5.1 Main Engine Jacket Cooling Fresh Water System Illustrations
2.1.2b Main Engine Manoeuvring Control - Start System 2.5.2 Central Fresh Water Cooling Systems 2.9.1a Engine Room Bilge System
2.1.2c Main Engine Emergency Control Unit Illustrations 2.9.2a Pump Room Bilge System
2.1.2d Engine Control Room Telegraph Unit 2.5.1a Main Engine Jacket Cooling Water System 2.9.3a Bosun’s Store and Chain Locker Bilge System
2.1.3a Main Engine Safety System 2.5.2a Central Fresh Water Cooling System
2.1.3b DPS2100 Safety Control Panel
2.1.4a Digital Governor System
2.1.4b Governor Control Panel
Issue: Final Draft IMO No. 9297357 Front Matter - Page 1 of 14

2.10 Air Systems 2.14 Accommodation Systems 3.2 Engine Control Room and Main Switchboard Room Console and
Panels
2.10.1 Starting Air System 2.14.1 Domestic Fresh Water System
2.10.2 General Service Air System 2.14.2 Domestic Refrigeration System
Illustrations
2.10.3 Control Air System 2.14.3 Accommodation Air Conditioning Plant
Illustrations 2.14.4 Miscellaneous Air Conditioning Units 3.2.1a Engine and Cargo Control Room Layout
2.10.1a Starting Air System 2.14.5 Sewage Treatment 3.2.1b Engine Control Console
2.10.2a General Service Air System 2.14.6 Incinerator and Garbage Disposal 3.2.1c Arrangement of Main Switchboard Room
2.10.3a Control Air System Illustrations
2.14.1a Domestic Fresh Water System
Part 4: Emergency Systems
2.11 Steering Gear 2.14.2a Domestic Refrigeration System
2.11.1 Steering Gear 2.14.3a Accommodation Air Conditioning Unit
4.1 Engine Room Fire Hydrant System
Illustrations 2.14.5a Sewage Treatment System
4.2 Engine Room Hot Foam Fire Extinguishing System
2.11.1a Steering Gear Flow Lines 2.14.5b Sewage Treatment Tank
4.3 Engine Room Local Fire Fighting System
2.11.1b Steering Gear Operation Panel 2.14.6a Incinerator
4.4 Quick-Closing Valves, Fire Dampers and Emergency Stops
4.5 CO2 System
2.15 Inert Gas System - Main and Top-Up Generator
2.12 Electrical Power Generators Illustrations
2.15.1 System Description
2.12.1 Diesel Generators 4.1a Fire Hydrant System - Engine Room
2.15.2 Operation of the Main System
2.12.2 Emergency Diesel Generator 4.2a Engine Room Hot Foam Fire Extinguishing System
2.15.3 Inert Gas Top-Up Generator (TUG)
Illustrations 4.2b Hot Foam Discharge Control Panel
Illustrations
2.12.2a Emergency Generator Control Panel 4.3a Engine Room Local Fire Fighting System
2.15.1a Inert Gas System - Engine Room
4.3b Local Fire Fighting Detection Control Panel
2.15.2a Inert Gas Control Panel - CECR
4.3c Local Fire Detection Repeater Panel
2.13 Electrical Systems 2.15.3a Top-Up Generator Local Control Panel and
4.4a Quick-Closing Valves and Fire Dampers
Wheelhouse Inert Gas Indication Panel
2.13.1 Electrical Equipment 4.5a CO2 System
2.15.3b Calibration Sample Selection Switch
2.13.2 Main Switchboard and Generator Operation
2.13.3 Electrical Distribution Part 5: Emergency Procedures
2.13.4 Shore Power Part 3: Main Machinery Control
2.13.5 Main Alternators 3.1 Main Machinery Control System 5.1 Flooding in the Engine Room
2.13.6 Emergency Alternator 5.2 Emergency Operation of the Main Engine
2.13.7 Forced and Preferential Tripping and Sequential Restarting 3.1.1 Machinery Control and Alarm System Overview
3.1.2 Operator Stations 5.3 Emergency Steering
2.13.8 Uninterrupted Power Supply (UPS) and Battery Systems 5.4 Emergency Fire Pump Operation
2.13.9 Cathodic Protection System 3.1.3 Screen Displays
3.1.4 Alarms Handling 5.5 Fire in the Engine Room
Illustrations 5.6 Emergency Power Failure
2.13.1a Main Electrical Network 3.1.5 Trending
3.1.6 Unmanned Service (UMS) to Manned Handover Illustrations
2.13.1b Power Management System Screen Display 5.2a Emergency Operation of the Main Engine
2.13.2a Generator and Synchronising Panels Illustrations 5.3a Steering Gear Emergency Valve Positions
2.13.3a Main 440V Distribution 5.4a Emergency Fire Pump System
2.13.3b Main 440V Group Starter Distribution 3.1.1a Block Diagram of the Engine Room Alarm
2.13.3c Main 220V Distribution Monitoring System
2.13.3d Emergency Switchboard 440V and 220V 3.1.1b Operator Panel/UMS2100 Basic Alarm Panel Part 6: Communications
Distribution 3.1.1c Extension Alarm Panel Accommodation
2.13.4a Shore Power 3.1.2a Group Operator Station Main Menu 6.1 Common Battery Powered Telephone System
2.13.5a Main Alternators 3.1.3a Group Operator Station Example Screen Display 6.2 Automatic Telephone System
2.13.6a Emergency Alternator 3.1.5a Trending Display Example 6.3 Public Address System
2.13.7a Preferential Tripping
2.13.7b Sequential Restarting
2.13.9a Impressed Current Cathodic Protection

ISSUE AND UPDATES This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel. WMT Technical Office
The Court House
• Each document or update to a document is approved before 15 Glynne Way
issue. Hawarden
Deeside, Flintshire
• A history of updates is maintained. CH5 3NS, UK
• Updates are issued to all registered holders of documents. E-Mail: manuals@wmtmarine.com
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance
refers. Any conflict arising between the information and guidance provided
herein and the professional judgement of such competent officers must be
immediately resolved by reference to BP Technical Operations Office.

Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3
Mechanical Symbols and Colour Scheme Xxx 2005 2.2.3 Sootblowers Xxx 2005 2.6.4 Incinerator Fuel Oil System Xxx 2005
Electrical and Instrumentation Symbols Xxx 2005 2.2.4 Medium Pressure Steam System Xxx 2005 2.6.5 Emergency Generator Fuel Oil System Xxx 2005
Introduction Xxx 2005 2.2.5 Low Pressure Steam System Xxx 2005 Illustrations
2.2.6 Economiser Xxx 2005 2.6a Viscosity/Temperature Graph Xxx 2005
Illustrations Illustrations 2.6.1a Main Engine Fuel Oil Service System Xxx 2005
Location Plan of Engine Room Double Bottom and 2.2.1a Auxiliary Boiler Xxx 2005 2.6.2a Generator Engine Fuel Oil Service System Xxx 2005
1a Xxx 2005
Floor Plates
2.2.2a Boiler Local Control Panel Xxx 2005 2.6.3a Auxiliary Boiler Fuel Oil Service System Xxx 2005
1b Location Plan of Engine Room 4th Deck Xxx 2005
2.2.3a Economiser Sootblower Control Panel Xxx 2005 2.6.4a Incinerator Fuel Oil Service System Xxx 2005
1c Location Plan of Engine Room 3rd Deck Xxx 2005
2.2.4a Medium Pressure Steam System Xxx 2005 2.6.5a Emergency Generator Fuel System Xxx 2005
1d Location Plan of Engine Room 2nd Deck Xxx 2005 Text
2.2.5a Low Pressure Steam System Xxx 2005
1e Location Plan of Engine Room Casing Xxx 2005 2.7 Fuel Oil and Diesel Oil Transfer Systems Xxx 2005
2.2.5b 6kg/cm² Steam System Xxx 2005
1f Location Plan of Engine Room Elevation Xxx 2005 Text Fuel Oil and Diesel Oil Bunkering and Transfer
2.7.1 Xxx 2005
Text System
2.3 Condensate and Feed Systems Xxx 2005
1.1 To Bring Vessel into Live Condition Xxx 2005 2.3.1 Condensate System Xxx 2005 2.7.2 Fuel Oil and Diesel Oil Purifying System Xxx 2005
1.2 To Prepare Main Plant for Operation Xxx 2005 Illustrations
2.3.2 Drains Systems Xxx 2005
To Prepare Main Plant for Manoeuvring from ‘In 2.7.1a Fuel Oil Filling and Transfer System Xxx 2005
1.3 Xxx 2005 2.3.3 Boiler Feed Water System Xxx 2005
Port’ Condition 2.7.1b Fuel Oil Transfer System Xxx 2005
2.3.4 Water Sampling and Treatment System Xxx 2005
To Change Main Plant from Manoeuvring to Full 2.7.1c Diesel Oil Transfer System Xxx 2005
1.4 Xxx 2005 2.3.5 Distilled Water Transfer and Distribution Xxx 2005
Away
Illustrations 2.7.1d Emergency Generator Diesel Oil Transfer System Xxx 2005
1.5 To Prepare for UMS Operation Xxx 2005
2.3.1a Condensate System Xxx 2005 2.7.2a Fuel Oil and Diesel Oil Purifying System Xxx 2005
1.6 To Change from UMS to Manned Operation Xxx 2005
2.3.2a Drains System Xxx 2005 2.7.2b Heavy Oil Purifier Control Panel Xxx 2005
To Change Main Plant from Full Away to
1.7 Xxx 2005 Text
Manoeuvring Condition 2.3.3a Boiler Feed Water System Xxx 2005
1.8 To Secure Main Plant at Finished With Engines Xxx 2005 2.8 Lubricating Oil Systems Xxx 2005
2.3.4a Water Sampling and Treatment System Xxx 2005
To Prepare the Main Plant (COPT) for Discharge 2 8.1 Main Engine Lubricating Oil System Xxx 2005
1.9 Xxx 2005 2.3.5a Distilled Water Transfer and Distribution Xxx 2005
Operations 2.8.2 Stern Tube Lubricating Oil System Xxx 2005
Text
To Shut Down the Main Plant (COPT) After 2.8.3 Lubricating Oil Purifying Systems Xxx 2005
1.10 Xxx 2005 2.4 Sea Water Systems Xxx 2005
Discharge Operations
2.4.1 Main and Auxiliary Sea Water Systems Xxx 2005 2.8.4 Lubricating Oil Filling and Transfer System Xxx 2005
1.11 To Secure Main Plant for Dry Dock Xxx 2005
Illustrations
2.1 Main Engine Xxx 2005 2.4.2 Sea Water General Service System Xxx 2005
2.8.1a Main Engine Lubricating Oil System Xxx 2005
2.1.1 Main Engine Details Xxx 2005 2.4.3 Evaporator Xxx 2005
2.8.2a Stern Tube Lubricating Oil System Xxx 2005
2.1.2 Main Engine Manoeuvring Control Xxx 2005 2.4.4 Marine Growth Prevention System Xxx 2005
Illustrations 2.8.3a Lubricating Oil Purifying System Xxx 2005
2.1.3 Main Engine Safety System Xxx 2005
2.4.1a Main Sea Water Service System Xxx 2005 2.8.3b Lubricating Oil Purifier Control Panel Xxx 2005
2.1.4 Digital Governor Xxx 2005
2.4.2a Sea Water General Service System Xxx 2005 2.8.4a Lubricating Oil Filling and Transfer System Xxx 2005
Illustrations
Text
2.1.1a Main Engine Xxx 2005 2.4.3a Evaporator Xxx 2005
2.9 Bilge System Xxx 2005
Main Engine Manoeuvring Control and Safety 2.4.4a Marine Growth Prevention System Arrangement Xxx 2005
2.1.2a Xxx 2005 2.9.1 Engine Room Bilge System and Bilge Separator Xxx 2005
System Text
2.1.2b Main Engine Manoeuvring Control - Start System Xxx 2005 2.5 Fresh Water Cooling Systems Xxx 2005 2.9.2 Pump Room Bilge System Xxx 2005
2.1.2c Main Engine Emergency Control Unit Xxx 2005 2.5.1 Main Engine Jacket Cooling Fresh Water System Xxx 2005 2.9.3 Bosun’s Store and Chain Locker Bilge System Xxx 2005
2.1.2d Engine Control Room Telegraph Unit Xxx 2005 Illustrations

2.5.2 Central Fresh Water Cooling Systems Xxx 2005
2.1.3a Main Engine Safety System Xxx 2005 Illustrations 2.9.1a Engine Room Bilge System Xxx 2005
2.1.3b DPS2100 Safety Control Panel Xxx 2005 2.5.1a Main Engine Jacket Cooling Water System Xxx 2005 2.9.2a Pump Room Bilge System Xxx 2005
2.1.4a Digital Governor System Xxx 2005 2.5.2a Central Fresh Water Cooling System Xxx 2005 2.9.3a Bosun’s Store and Chain Locker Bilge System Xxx 2005
Text Text
2.1.4b Governor Control Panel Xxx 2005
Text 2.6 Fuel Oil and Diesel Oil Service Systems Xxx 2005 2.10 Air Systems Xxx 2005
2.2 Boilers and Steam Systems Xxx 2005 2.6.1 Main Engine Fuel Oil Service System Xxx 2005 2.10.1 Starting Air System Xxx 2005
2.2.1 General Description Xxx 2005 2.6.2 Generator Engine Fuel Oil Service System Xxx 2005 2.10.2 General Service Air System Xxx 2005
2.2.2 Boiler Control Systems Xxx 2005 2.6.3 Auxiliary Boiler Fuel Oil System Xxx 2005 2.10.3 Control Air System Xxx 2005

Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3
Illustrations 2.14.3 Accommodation Air Conditioning Plant Xxx 2005 4.3 Engine Room Local Fire Fighting System Xxx 2005
2.10.1a Starting Air System Xxx 2005 2.14.4 Miscellaneous Air Conditioning Units Xxx 2005 Quick-Closing Valves, Fire Dampers and Emergency
4.4 Xxx 2005
2.10.2a General Service Air System Xxx 2005 2.14.5 Sewage Treatment Xxx 2005 Stops
2.10.3a Control Air System Xxx 2005 2.14.6 Incinerator and Garbage Disposal Xxx 2005 4.5 CO2 System Xxx 2005
Text Illustrations Illustrations
2.11 Steering Gear Xxx 2005 2.14.1a Domestic Fresh Water System Xxx 2005 4.1a Fire Hydrant System - Engine Room Xxx 2005
2.11.1 Steering Gear Xxx 2005 2.14.2a Domestic Refrigeration System Xxx 2005 4.2a Engine Room Hot Foam Fire Extinguishing System Xxx 2005
Illustrations 2.14.3a Accommodation Air Conditioning Unit Xxx 2005 4.2b Hot Foam Discharge Control Panel Xxx 2005
2.11.1a Steering Gear Flow Lines Xxx 2005 2.14.5a Sewage Treatment System Xxx 2005 4.3a Engine Room Local Fire Fighting System Xxx 2005
2.11.1b Steering Gear Operation Panel Xxx 2005 2.14.5b Sewage Treatment Tank Xxx 2005 4.3b Local Fire Fighting Detection Control Panel Xxx 2005
Text 2.14.6a Incinerator Xxx 2005 4.3c Local Fire Detection Repeater Panel Xxx 2005
2.12 Electrical Power Generators Xxx 2005 Text 4.4a Quick-Closing Valves and Fire Dampers Xxx 2005
2.12.1 Diesel Generators Xxx 2005 2.15 Inert Gas System - Main and Top-Up Generator Xxx 2005 4.5a CO2 System Xxx 2005
2.12.2 Emergency Diesel Generator Xxx 2005 2.15.1 System Description Xxx 2005 Text
Illustrations 2.15.2 Operation of the Main System Xxx 2005 5.1 Flooding in the Engine Room Xxx 2005
2.12.2a Emergency Generator Control Panel Xxx 2005 2.15.3 Inert Gas Top-Up Generator (TUG) Xxx 2005 5.2 Emergency Operation of the Main Engine Xxx 2005
Text Xxx 2005 Illustrations 5.3 Emergency Steering Xxx 2005
2.13 Electrical Systems Xxx 2005 2.15.1a Inert Gas System - Engine Room Xxx 2005 5.4 Emergency Fire Pump Operation Xxx 2005
2.13.1 Electrical Equipment Xxx 2005 2.15.2a Inert Gas Control Panel - CECR Xxx 2005 5.5 Fire in the Engine Room Xxx 2005
2.13.2 Main Switchboard and Generator Operation Xxx 2005 Top-Up Generator Local Control Panel and 5.6 Emergency Power Failure Xxx 2005
2.15.3a Xxx 2005
2.13.3 Electrical Distribution Xxx 2005 Wheelhouse Inert Gas Indication Panel Illustrations
2.13.4 Shore Power Xxx 2005 2.15.3b Calibration Sample Selection Switch Xxx 2005 5.2a Emergency Operation of the Main Engine Xxx 2005
2.13.5 Main Alternators Xxx 2005 Text 5.3a Steering Gear Emergency Valve Positions Xxx 2005
2.13.6 Emergency Alternator Xxx 2005 3.1 Main Machinery Control System Xxx 2005 5.4a Emergency Fire Pump System Xxx 2005
Forced and Preferential Tripping and Sequential 3.1.1 Machinery Control and Alarm System Overview Xxx 2005 Text
2.13.7 Xxx 2005
Restarting 3.1.2 Operator Stations Xxx 2005 6.1 Common Battery Powered Telephone System Xxx 2005
Uninterrupted Power Supply (UPS) and Battery 3.1.3 Screen Displays Xxx 2005 6.2 Automatic Telephone System Xxx 2005
2.13.8 Xxx 2005
Systems
3.1.4 Alarms Handling Xxx 2005 6.3 Public Address System Xxx 2005
2.13.9 Cathodic Protection System Xxx 2005
3.1.5 Trending Xxx 2005
Illustrations
3.1.6 Unmanned Service (UMS) to Manned Handover Xxx 2005
2.13.1a Main Electrical Network Xxx 2005
Illustrations
2.13.1b Power Management System Screen Display Xxx 2005
Block Diagram of the Engine Room Alarm
3.1.1a Xxx 2005
2.13.2a Generator and Synchronising Panels Xxx 2005 Monitoring System
2.13.3a Main 440V Distribution Xxx 2005 3.1.1b Operator Panel/UMS2100 Basic Alarm Panel Xxx 2005
2.13.3b Main 440V Group Starter Distribution Xxx 2005 3.1.1c Extension Alarm Panel Accommodation Xxx 2005
2.13.3c Main 220V Distribution Xxx 2005 3.1.2a Group Operator Station Main Menu Xxx 2005
Emergency Switchboard 440V and 220V 3.1.3a Group Operator Station Example Screen Display Xxx 2005
2.13.3d Xxx 2005
Distribution
3.1.5a Trending Display Example Xxx 2005
2.13.4a Shore Power Xxx 2005 Text
2.13.5a Main Alternators Xxx 2005 Engine Control Room and Main Switchboard Room
3.2 Xxx 2005
2.13.6a Emergency Alternator Xxx 2005 Console and Panels
2.13.7a Preferential Tripping Xxx 2005 Illustrations
2.13.7b Sequential Restarting Xxx 2005 3.2.1a Engine and Cargo Control Room Layout Xxx 2005
2.13.9a Impressed Current Cathodic Protection Xxx 2005 3.2.1b Engine Control Console Xxx 2005
Text 3.2.1c Arrangement of Main Switchboard Room Xxx 2005
2.14 Accommodation Systems Xxx 2005 Text
2.14.1 Domestic Fresh Water System Xxx 2005 4.1 Engine Room Fire Hydrant System Xxx 2005
2.14.2 Domestic Refrigeration System Xxx 2005 4.2 Engine Room Hot Foam Fire Extinguishing System Xxx 2005

Mechanical Symbols and Colour Scheme

Pneumatic Operated Mud Box Overboard Discharge
Stop Valve
(Open/Shut)
Intermediate Position Simplex Strainer Air Horn

Gate Valve
Control
Thermostatic Temperature Duplex Strainer with Cargo Group 1

Butterfly Valve Changeover Cock HB Fire Hose Box
Regulating Valve
Cargo Group 2
Screw Down Non Return M Y-Type Strainer Cargo Group 3

Electric Motor Driven FB Foam Box
Valve
Hydraulic Oil
Lift Check Non Return Steam Trap With Strainer
A Air Motor Driven Accumulator
Valve and Drain Cock Fresh Water
Sounding Head with Sea Water

Not Connected
Swing Check Valve Solenoid Actuator Filling Cap Crossing Pipe
Ballast Water
Hose Valve Cylinder Piston Actuator Hopper Without Cover Connected Crossing Pipe Fire Water System
CO2 Line
Three-Way Valve Spring Vent Pipe T Pipe Air
HT Cooling Water
Self-Closing Valve Vent Pipe with
Weight Flame Screen Blind (Blank) Flange
LT Cooling Water
Flow Meter Spectacle Flange Marine Diesel Oil

Emergency Shut-off Valve Float
( Open, Shut)
Fuel Oil
Safety / Relief Valve Centrifugal Type Pump Observation Glass Orifice Slops
Lubrication Oil
Ball Valve Rotary (Gear, Screw, Deck Stand (Manual) Reducer (Concentric
Mono) Type Pump & Eccentric)
Saturated Steam
P1 P2 Exhaust Steam
Pressure Reducing Valve Hand Pump Deck Stand (Hydraulic) Flexible Hose Joint
Condensate
Two-Way Cock (S-Type) Reciprocating Type Pump Manometer Float Valve with Fire Screen Bilges
Electrical Signal
Three-Way Cock Filter Regulating Valve
Eductor (Ejector) Differential Pressure Switch
(L-Type / T-Type) With Strainer
Instrumentation
Refrigerant Liquid
Four-Way Cock Suction Bellmouth Surface Valve Oil / Air Cooler
Refrigerant Gas
Expansion Bend Pipe Filter

Hand Operated Discharge/Drain
Hydraulic Operated Water Line

Rose Box
(Open/Shut)

Electrical and Instrumentation Symbols

BK Alarm Blocking Signal
Starter (direct on line) Transformer Overcurrent relay BL Bell DPA Differential Pressure Alarm
DPS Differential Pressure Switch
DTA Deviation Temperature Alarm
GSP
Local group I I/O Cabinet (alarm ESA Emergency Stop Alarm
LD Liquid sensor 110 Central meter
starter panel O monitoring system) FA Flow Alarm
FC Flow Control
I Current to press SIG FFA Flame Failure Alarm
C Control panel Whistle relay box Rectifier equipment
P P converter R B FI Flow Indication
FS Flow Switch
PD P LA Level Alarm
Press to current Group junction box xx
440V distribution board GJB/XX Making contact LC Level Control
I converter (xx = location) Auxiliary
relay LI Level Indication
LD contact LIA Level Alarm/Indication
230V power distribution RMP RPM pick-up Resistor Breaking LS Level Switch
board
OA Oil Contents Alarm
PA Pressure Alarm
LD
Lighting distribution board Gauge Variable resistor Making contact PC Pressure Control
L With time PI Pressure Indication
limit in PIA Pressure Alarm/Indication
closing
Intrinsically safe PS Pressure Switch
Air circuit breaker IS Dimmer Breaking
M circuit PSH Pressure Shutdown
PSL Pressure Slowdown
RPM RPM Indication
MCCB 1 phase Power supply unit Diode Making contact
With time SA Salinity Alarm
limit in SI Salinity Indication
opening TA Temperature Alarm
MCCB 3 phase ZBK Zener barrier box Capacitor Breaking TC Temperature Control
TI Temperature Indication
TIA Temperature Alarm/Indication
Battery charger LM Limit switch 10A Fuse Making contact TS Temperature Switch
Flicker VA Viscosity Alarm
relay VI Viscosity Indication
Battery Solenoid valve Fuse Breaking VIA Viscosity Alarm/Indication
XA Relay Contact
ZS Valve Open/Closed Indication
Space heater Voltage reference Pushbutton switch Locally Mounted
VR Disconnection switch
(element type) selector (alternative) XXX
Instrument
Pushbutton switch
DG Diesel generator Receptacle Snap switch
(alternative)
XXX Remotely Mounted
XXXX Instrument
Changeover switch
EG Emergency generator J NWT joint box Pushbutton (start/stop)
(cam switch)
H
XXX Letters outside the circle
WT joint box Indicator lamp Pushbutton XXXX of an instrument symbol
M AC induction motor J ( J ) 2 glands (4 glands) with transformer (start/stop/running) L indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
Emergency stop is involved
GM Governor motor HS Humidistat RL Indicator lamp pushbutton box O = Open
C = Closed
Earth WT Water transducer D-D Relay coil Trip Automatic Trip
Alarm monitoring
Shield wire AMS system
BZ Buzzer

INTRODUCTION Safe Operation details ship’s systems, providing a technical description, system capacities and
ratings, control and alarm settings and operating details. Part three provides
The safety of the ship depends on the care and attention of all on board. Most similar details for the vessels main machinery and control system. Parts four
General and five describe the emergency systems and procedures and part six describes
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records the communications systems apertaining to the machinery spaces.
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single document which gives guidance on
through over-familiarity and the following basic rules must be remembered at The valves and fittings identifications used in this manual are the same as those
operating complete systems as installed on board, as distinct from individual
all times. used by the shipbuilder.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform
and guide competent ship’s staff, and trainees in the operation of the systems • 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 Illustrations
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices All illustrations that are referred to in the text and are located either in-text
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment. where sufficiently small, or above the text, so that both the text and illustration
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be are accessible when the manual is laid open. When text concerning an
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. illustration covers several pages the illustration is duplicated above each
Orders and in no way replaces or supersedes these publications, all of which page of text.
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major Where flows are detailed in an illustration these are shown in colour. A
Information relevant to the operation of the British Kestrel has been carefully failure occurs. key of all colours and line styles used in an illustration is provided on the
collated in relation to the systems of the vessel and is presented in three • Never underestimate the fire hazard of petroleum products, illustration. Details of colour coding used in the illustrations are given in
on board volumes consisting of BRIDGE SYSTEMS AND EQUIPMENT whether fuel oil or cargo vapour. the following colour scheme.
OPERATING MANUAL, CARGO OPERATING MANUAL and
MACHINERY OPERATING MANUAL. • Never start a machine remotely from the cargo and engine Symbols given in the manual adhere to international standards and keys to the
control room without checking visually if the machine is able symbols used throughout the manual are given on the following pages.
The vessel is constructed to comply with MARPOL 73/78. These regulations to operate satisfactorily.
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994, 1995, 1998, 2001, and 2003. In the design of equipment, protection devices have been included to ensure Notices
that, as far as possible, in the event of a fault occurring, whether on the part of The following notices occur throughout this manual:
The information, procedures, specifications and illustrations in this manual the equipment or the operator, the equipment concerned will cease to function
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 WARNING
manufacturer’s publications that were made available to WMT and believed to devices are bypassed, overridden or neglected, then the operation of any Warnings are given to draw reader’s attention to operation where
be correct at the time of publication. The systems and procedures have been machinery in this condition is potentially dangerous. DANGER TO LIFE OR LIMB MAY OCCUR.
verified as far as is practicable in conjunction with competent ship’s staff under
operating conditions. Description CAUTION
Cautions are given to draw reader’s attention to operations where
It is impossible to anticipate every circumstance that might involve a potential The concept of this Machinery Operating Manual is to provide information DAMAGE TO EQUIPMENT MAY OCCUR.
hazard, therefore, warnings and cautions used throughout this manual are to technically competent ship’s officers, unfamiliar to the vessel, in a form
provided to inform of perceived dangers to ship’s staff or equipment. In many that is readily comprehensible, thus aiding their understanding and knowledge
cases, the best operating practice can only be learned by experience. Note: Notes are given to draw reader’s attention to points of interest or to
of the specific vessel. Special attention is drawn to emergency procedures
supply supplementary information.
and fire fighting systems.
If any information in these manuals is believed to be inaccurate or incomplete,
the officer must use his professional judgement and other information available The manual consists of a number of parts and sections which describe the Safety Notice
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. It has been recorded by International Accident Investigation Commissions that
operating procedures, must be reported immediately to the BP Shipping Technical a disproportionate number of deaths and serious injuries that occur on ships
Operations Office, who should inform WMT so that a revised document may be Part one details the machinery commissioning procedures required to bring each year during drills involve lifesaving craft. It is therefore essential that
issued to this ship and in some cases, others of the same class. the vessel into varying states of readiness, from bringing the vessel to a live all officers and crew make themselves fully conversant with the launching,
condition through to securing plant for dry dock. The second part of the manual retrieval and the safe operation of the lifeboats, liferafts and rescue boat.

PRINCIPAL MACHINERY PARTICULARS
Illustrations
1a Location Plan of Engine Room Double Bottom and Floor Plates
1b Location Plan of Engine Room 4th Deck
1c Location Plan of Engine Room 3rd Deck
1d Location Plan of Engine Room 2nd Deck
1e Location Plan of Engine Room Casing
1f Location Plan of Engine Room Elevation

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Illustration 1c Location Plan of Engine Room 3rd Deck Electrical Workshop No.2 Heavy Fuel
No.7 Water
and Stores Ballast Tank Oil Storage Tank
Toilet (Port)
Sewage Holding Lift Machinery
Tank Room
Sewage Treatment
Plant
Generator
Engines
No.1 Heavy Fuel
Engine Room Emergency Oil Storage Tank
Escape Trunk (Port)
Escape Trunk
Main Switchboard
Slop Tank
Main Switchboard Room
Up
Lift
Observation and Cascade Tank
No.1 Atmospheric Drain / Dump Condenser
Emergency Fire
Pump Space Down
Up
Auxiliary Air Main Engine

No.2
Receiver Up
Down Fresh Water Generator
Up
Fresh Water
Rehardening Filter
No.3 Main Engine Jacket Cooling Fresh
Soot Drain Water Cooler
Tank
Main Engine Jacket Water
Preheater
Down Down
Main Engine Jacket Cooling Fresh
Water Pumps
No.1 Diesel Oil Storage Tank
No.1 Purifier Room
Fresh Water
Steriliser No.2 Diesel Oil Service Tank
No.2
Fresh Water Cylinder Lubricator Pumps

Hydrophore Tank
Heavy Fuel Oil

Boiler Water Purifier Feed
Circulating Pumps Pumps
Main Air
HFO Purifiers
Compressors
Main Air
Receivers CJC Filter Unit
Boiler Ignition
MDO Pumps Main Engine
Main / Generator LO Purifiers
No.2 Heavy Fuel No.2 Heavy Fuel
Auxiliary Boilers Engine Fuel
Oil Storage Tank Oil Settling Tank Generator Engines
Fuel Oil Oil Supply
(Starboard) No.7 Water LO Purifier
Booster Pumps Generator Engine Heavy Fuel No.1 Heavy Fuel Steam Radiator
Ballast Tank MDO Pumps Oil Service Tank Oil Settling Tank

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Illustration 1f Location Plan of Engine Room Elevation
CAUTION
The intermediate shaft bearing which is located at frame
Engine Room
19.5 sits directly above the bilge holding tank, this tank is
Air Exhaust
fitted with a high temperature alarm, tag No.1514 and is
set at 45°C. It should be noted that excessive heating of
this tank may result in the bilge holding tank structure
distorting which could have serious consequences on the
alignment of the intermediate bearing and shaft.
Navigation and Bridge Deck

Note the above statement was true for H No.1430,
Is this still applicable for 1482 or has the design been changed
D Deck
C Deck
Forced Draught
Fan
B Deck
A Deck
Upper Deck
Auxiliary
Boiler
Steering Gear Room Engine Room

Economiser Crane
Spare Piston 2nd Deck
Lifting Beam
Generator
Void Tank Cylinder Liner
Engine
Emergency Fire
Pump Space
3rd Deck
Engine
Room Lifting Beam
Emergency
Trunk
Stern Tube Aft

Seal Tank Oily Water 4th Deck
Separator
Floor
Main Engine Tank Top
Stern Tube Bilge Holding Lubricating Oil Main Lubricating Main Lubricating Vacuum Fuel Oil Vacuum Cargo Oil
Bilge Well
Cooling Water Tank Tank Drain Tank Oil Pump Oil Sump Tank Condenser /Overflow Condenser Pump Turbine
Cooling Sea Drain Tank
Water Pump

PART 1: 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 Prepare the Main Plant (COPT) for Discharge Operations
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations
1.11 To Secure Main Plant for Dry Dock

Document Section 1: British Kestrel Date: December 2005
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Issue: Final Draft IMO No. 9297357 Section 1.1 - Page 1 of 2

1.1 To Bring Vessel Into Live Condition
Put the service air system into operation. 2.10.2
Put the refrigeration system into operation. 2.14.2
Start the domestic water system with the calorifier 2.14.1

electric heater in line.
Pump bilges to the bilge holding tank as required. 2.9.1
Put all ancillary equipment on standby.

Restore the switchboard sequential restart system.
Put the remaining diesel generators on standby.
Plant is now in Live Condition
One diesel generator in use, the other diesel

generators are on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
Put the fire line pressurising pump on the fire main. 4.1
Start the sewage treatment plant. 2.14.5

1.2 To Prepare Main Plant For Operation
Plant is in Live Condition

The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
Prepare and flash up an auxiliary boiler, using

2.6.3
diesel oil and air atomising.
Supply steam to the main engine FO heater.
Start the main engine FO supply and circulating 2.2.5
pumps. Start the viscosity controller.
Start a boiler feed water pump. 2.3.3 Circulate HFO until the DO has been expelled.
Line up the distilled water make up system.
Maintain the standby generators in a warm

Supply steam to the 7.5kg/cm2 steam system. 2.2.5
condition using the generator engine preheaters.
Supply steam to the HFO tanks and trace heating, Plant in ‘In Port’ Condition
Supply steam to the boiler fuel oil heaters. 2.2.5
Start a boiler HFO booster pump and circulate fuel.
Change the boiler to operate on HFO and The emergency generator is on standby.
atomising steam. It is essential that all DO is The boiler and steam systems are in use.
expelled before using steam atomising. The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
The main engine is circulating with hot HFO.
Put the boiler on automatic operation. Prepare the
2.2
other boiler and set it to automatic operations.
Start the HFO purifier system. 2.7.2
Change the diesel generator over to run on HFO. 2.6.2
Start the main engine jacket CFW pumps and 2.5.1

supply steam to the main engine jacket preheater.

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1.4 To Change Main Plant From Manoeuvring To Full Away
Plant in Manoeuvring Condition

Shut down the deck machinery. 3.1
Bridge
Two diesel generators in use, the remaining diesel

Two DieselisGenerators
generator in use,
on standby.
Stop one steering gear motor. 2.11
The boilers and steam system are in use.
The diesel generators are running on HFO.
The main engine is heated and ready for use on Put the economiser dump steam system into
2.2.4
bridge control. operation.
The main engine is circulating with hot HFO.
Both steering gear systems are in use.
The deck machinery is ready for use. Operate the turbocharger blower cleaning system
2.1.1
The vessel is manoeuvring on bridge control. if required.
Set the power management system to automatic.

Shut down the extra diesel generators and put 2.13
Put the main engine on automatic run up program. 2.1.2 them on standby.
Shut down the main engine jacket heating systems. 2.2.5 Start up the FW generator system. 2.5.1
Do not fill fresh water tanks while in coastal waters.
Operate the auxiliary boiler sootblowers while the 2.2.3

boiler is on load. Transfer and purify HFO as required. 2.7.1
Operate the exhaust gas economiser sootblowers 2.2.3 When the run up program completes, check the
and set them to automatic operation. 2.1.2
main engine pressures and temperatures.
When the bridge notifies the engine control room

of full away, record the following: Reduce the bilge water holding tank level through 2.10
Time. the OWS if the vessel is not in a restricted area.
Main engine revolution counter.
HFO and DO tank levels.
HFO and DO counters.
Ensure the boiler stops as the economiser takes
Fresh water tank levels.
over steam generation. Secure the standby boiler
2.2.1
and supply heating to maintain pressure above
0.5 kg/cm2 or put in the wet lay up condition.
Ensure the auxiliary blowers stop automatically. 2.1.2
Vessel is Full Away on Bridge Control

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1.10 To Shut Down the Main Plant (COPT) After Discharge Operations
Change the boilers to Low - Firing mode.
Ensure that all the lubricating oil priming pumps are running.
Close all the turbine trip valves, close the cargo oil pump turbine main
steam stop valve and close all the gland steam valves.
Open all the turbine, line and steam chest drains.
Close the cargo oil pump turbine exhaust valves.
If the vacuum condenser is not required for any other service shut down
the air ejector(s).
Stop the condensate pump. Leave operational in case the condenser

hotwell level rises due to condensation.
Leave the sea water cooling operating for at least two hours.
When the system has cooled down, close the lubricating oil cooler water
supply valves. This may take several hours.
Leave the lubricating pumps running to reduce corrosion in the turbine

gearing.
Shut down the fresh water cooling to the air ejector condenser and sea
water cooling to the vacuum condenser.

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PART 2: MAIN ENGINE AND AUXILIARY SYSTEMS
2.1 Main Engine

2.1.1 Main Engine Details
2.1.2 Main Engine Manoeuvring Control
2.1.3 Main Engine Safety System
2.1.4 Digital Governor
Illustrations
2.1.1a Main Engine
2.1.2a Main Engine Manoeuvring Control and Safety System
2.1.2b Main Engine Manoeuvring Control - Start System
2.1.2c Main Engine Emergency Control Unit
2.1.2d Engine Control Room Telegraph Unit
2.1.3a Main Engine Safety System
2.1.3b DPS2100 Safety Control Panel
2.1.4a Digital Governor System
2.1.4b Governor Control Panel

Illustration 2.1.1a Main Engine
Hyundai B&W 7S60MC-C
Issue: Final Draft IMO No. 9297357 Section 2.1.1 - Page 1 of 10

2.1 MAIN ENGINE The pistons are cooled by the bearing system lubricating oil. The thrust bearing Main and Crosshead Bearing Oil System
and turning gear are situated at the engine’s aft end. The camshaft is driven
The main bearing system oil operates at a pressure of 4.5kg/cm2 supplied from
2.1.1 MAIN ENGINE DETAILS from the crankshaft by two chains, the chain drive being bolted to the side of
the main LO pumps. The pipework is of steel construction with the oil being
the thrust collar.
fed to each main bearing through branches from the main lubrication pipe
Maker: Hyundai-MAN B & W located along the engine. Cooling oil is led to internal telescopic pipes through
Model: 7S60MC-C Mk7 Engine starting is by compressed air at 30kg/cm2 with the supply of this air to
branches from the cooling oil main pipe located on the exhaust side of the
the cylinders being controlled by a starting air distributor.
Type: Two stroke, single acting, reversible, crosshead engine. From here some of the oil is branched to the crosshead’s shoes and
diesel engine operating on uniflow scavenging with bearings for lubrication and to the underside of the piston crown for cooling.
The engine is also provided with an EGS 2000 electronic governor manufactured
one constant pressure turbocharger and air cooler
by Lyngsø Marine. The speed setting of the actuator is determined by an
Number of cylinders: 7 The oil has good oxidation resistance and detergent properties with a viscocity
electrical signal from the electronic governor which is based on the position
grade of SAE 30.
Cylinder bore: 600mm of the main engine regulating handle. The actuator shaft is connected to the
Stroke: 2,400mm fuel regulating shaft by means of a mechanical linkage. For more information,
The camshaft system is common with the main lubrication system and as such
Mean piston speed: 8.4m/s refer to section 2.1.4 of this manual which deals with the govenor in a more
care must be taken to check that fuel oil contamination from leakage at the fuel
detailed manner.
Output (MCR): 21,490 bhp at 105 rpm injection pumps does not occur. Contamination here can degrade the properties
Mean effective pressure: 19.0 bar of the system oil and as the oil from the cam boxes drains down through the
In case of failure of the remote control system, the engine can be controlled
engine to the main LO sump it can then mix and contaminate the rest of the
Output (CSR): 19,340 bhp at 101.4 rpm from an emergency control stand located at the engine side.
system.
Mean effective pressure: 17.7 bar
Direction of rotation: Clockwise looking from aft The engine camshaft consists of a number of sections. Each individual section
consists of a shaft piece with exhaust valve cam, fuel pump cam, coupling Turbocharger Bearing Oil
Specific gravity: 0.990 parts and indicator cam. The exhaust cams and fuel cams are of steel, with a The turbocharger bearings are supplied with LO from a line branched off the
Consumption: 125g/bhp per hour hardened roller race, and are shrunk on to the shaft. They can be adjusted and main engine LO supply rail and as such the system is common with the rest
dismantled hydraulically. The camshaft bearings consist of one lower half shell of the main engine LO system. Because of the nature of turbochargers and the
Turbocharger
mounted in a bearing support which is attached to the roller guide housing by high speeds at which they spin, it is essential that the turbocharger bearings
Maker: Samsung-MAN B&W means of hydraulically tightened studs. receive a plentiful supply of oil at all times to prevent bearing failure.
No. of sets: 1
Type: NA70/T09 The engine is also fitted with an axial vibration damper of the piston and split
Oil return sight glasses are provided on each turbocharger bearing outlet to
housing type which is mounted on the forward end of the crankshaft.
provide a visual indication of oil flow.
Introduction Lubricating Oil System Cylinder Lubrication System

The 7S60 MC-C engine is a single acting, two-stroke, reversible, diesel engine The engine lubrication system, with the exception of cylinder oil lubrication, is An Alpha cylinder lubrication system if fitted to the engine. This has a pump
of crosshead design with exhaust gas turbocharging and uniflow scavenging. supplied by one of two main LO pumps rated at 335m3/h and 4.5kg/cm2. These module which supplies pressure cylinder oil to the engine lubricator units
Tie rods bind the bedplate, columns and cylinder jacket together. Crankcase pumps take their suction from the engine’s sump and supply oil to the main which, in turn, direct measured quantities of cylinder oil to the cylinder
and cylinder jackets are separated from each other by a partition, which bearing manifold, piston cooling manifold, camshaft manifold and to each of lubricator quills. The system provides for timed injection of the cylinder oil in
incorporates the sealing gland boxes through which the piston rods pass. The the exhaust valve actuators. A branch on the discharge side of the pumps also order to ensure the correct lubrication of the cylinder liners and piston rings.
cylinders and cylinder heads are fresh water cooled. supplies oil to the turbocharger bearings through system valve OL205F. When Each cylinder has 6 lubricator quill connections mounted radially around the
one LO pump is running the other is switched to standby for automatic start in cylinder liner. Oil fed in first passes through a 30μ filter located at the 20 litre
The exhaust gases flow from the cylinders through the hydraulically operated the event of the discharge pressure of the operating pump falling to 3kg/cm2 measuring tank outlet and then through a pressure filter on the outlet of the
exhaust valves, which are fitted with small vanes on their spindles designed or lower. supply pumps; there are two pumps one of which is selected as the duty pump
to make the valves rotate in service. The gases then pass into an exhaust gas and the other as the standby pump. Once adjusted, the lubricators provide a
manifold from where they then pass through a constant pressure turbocharger. The oil temperature in the system is controlled by a water cooled LO cooler that feed rate proportional to the engine revolutions but the load dependant system
regulates the oil entering the engine to 45°C. Oil contamination is controlled automatically increases the oil in cases of sudden load change such as during
The charge air delivered by the turbocharger flows through an air cooler by an automatic backflush filter which the oil has to pass through before it is manoeuvring or whilst in heavy seas.
and water separator into the air receiver. It enters the cylinders, through the allowed to enter the engine.
scavenge ports when the pistons are nearly at their bottom dead centre (BDC) The cylinder oil used is highly alkaline in its composition so as to neutralise
position. At low loads electrically driven auxiliary blowers boost the air supply the combustion acids created when burning heavy residual fuel oils. It has a
to the scavenging air space. viscocity equating to SAE 50. The cylinder lubrication system is described in
section 2.8.1.

Cooling Water System The low temperature cooling water is branched off the LT fresh water cooling Starting Air System
system. The water passes through the scavenge air coolers and then returns
The main engine cooling consists of two systems. The high temperature (HT) back to the suction side of the central cooling fresh water pumps having first The starting air system contains a main starting valve, a non-return valve, a
system for the cylinders and exhaust valves and the low temperature (LT) mixed with other returns in the circuit and passed through one of the two bursting disc for the branch pipe to each cylinder, a starting air distributor and
system for the scavenge air coolers. central coolers. a starting valve on each cylinder. The main starting valve is connected with the
manoeuvring system, which controls the start of the engine.
The HT system is a closed circuit system that supplies cooling water to the
Fuel Oil System
cylinders and exhaust valves and has its temperature controlled by a fresh water The starting air distributor regulates the supply of pilot control air to the
cooled jacket water cooler and FW generator whilst at sea. The LT system forms starting valves so that these supply the engine cylinders with starting air in
Preheated fuel oil is delivered to the engine’s injection pumps through a series
part of the engine room LT cooling system which has its central coolers supplied the correct firing order. The starting air distributor has one set of starting cams
of pumps, heaters, filters and a viscorator. A fuel circulating pump ensures a
with sea water cooling. The fresh water in both of the HT and LT engine systems for ahead and one set for astern running, as well as one control valve for each
surplus of fuel is always available at the injection pumps. The fuel quantity
are chemically treated with a nitrite-borate based inhibitor to prevent corrosive cylinder. The air start valve is opened by pilot control air from the starting air
delivered by the pump is greater than that required by the engine with the
attack, sludge formation and scale deposits within the system. distributor and is closed by a spring.
surplus being fed back to the system mixing unit, from which the pump takes
its suction.
A more detailed description of the starting air system can be found in section
Cooling Water System Description
2.10.1
The main engine is designed to operate on heavy fuel oil during all normal
The engine’s high temperature cooling water is supplied by two jacket cooling
conditions including manoeuvring. All pipes up to the high pressure fuel
water pumps, one operational and the other on standby. The water temperature
leaving the engine is controlled at between 80 and 85°C by a three way valve
pumps on the engine are trace heated and insulated. The fuel is kept hot when Scavenge Air System
the engine is at rest by circulating heated fuel oil from the circulating pump
that diverts some water through the jacket water cooler and the remainder
back to the fuel oil return pipe and hence back to the pump’s suction manifold. The air intake to the turbocharger is direct from the engine room through
back to the jacket cooling water pump’s suction. The amount of water passing
For safety reasons, all high pressure lines from the engine driven fuel pump to the intake silencer. The air is then led, via the charging air pipe, air cooler
through the cooler is load dependant but it is important to maintain the engine’s
the injectors are encased in a protective sheath. Leakage from a pipe will be and scavenge air receiver to the scavenge ports of the cylinder liners. The
temperature to avoid increased cylinder wear. A low cooling water temperature
detected by a collecting tank fitted with a high level alarm. charging air pipe between the turbocharger and the air cooler is provided with
for example can cause condensation of sulphuric acid on the cylinder walls.
a compensator and is heat insulated on the outside.
To prevent air accumulation in the cooling system, a deaerating chamber has Fuel Pump and Fuel Oil High Pressure Pipes
been incorporated in the pipework and this is connected with the HT fresh Scavenge Air Cooler
The engine is provided with one fuel pump for each cylinder. The fuel pump
water expansion tank. The expansion tank is designed to allow for volumetric
consists of a pump housing, a centrally placed pump barrel, a plunger and a The scavenge air cooler is provided with a cleaning cover so that the elements
changes with temperature and make up for any system leakages. It is important
shock absorber. To prevent fuel oil from mixing with the lubrication system, can be cleaned with the elements in position. The cooler has an air reversing
that the concentration of corrosion inhibitor within the system is maintained
the pump is provided with a sealing device arrangement. The pump is activated chamber with a water mist catcher incorporated to separate the condensation
to the manufacturer’s requirements as untreated de-ionised water is relatively
by the fuel cam and the volume injected is controlled by turning the plunger by water from the scavenge air. The separated water is collected in the bottom of
corrosive. The use of de-ionised water for cooling is preferred as it is free from
means of a toothed rack connected to the regulating mechanism. the cooler housing and removed by a drain. If not removed the water droplets
limestone that can adhere to the cylinder liners and cylinder covers and restrict
would wipe the oil film from the cylinder liner surface as the scavenge air
heat transfer.
The fuel pumps incorporate Variable Injection Timing (VIT) for optimised fuel moved upwards in the cylinder.
economy at part load. The VIT principle uses the fuel regulating shaft position
The pH value of the cooling water should be maintained between 8.5 - 10.0 at
controlling parameter. Adjustment of the pump lead is made by a threaded
20°C and the chloride content should not exceed 50ppm. A sudden decrease
connection, operated by a toothed rack.
Exhaust Gas System
in the engine’s pH value can indicate exhaust gas leakage while an increase in
chlorine content can indicate salt water contamination. From the exhaust valves the gas is led to the exhaust gas receiver, where the
The fuel oil pump is provided with a puncture valve for each cylinder, which
fluctuating pressure from the individual cylinders is equalised and the total
quickly prevents high pressure from building up during normal stopping and
The high temperature cooling water from the cooling water pump is fed to the volume of gas is led to the turbocharger at a constant pressure. After the
shut down. Activation of the puncture valve causes the fuel injection line
engine’s pipework and through branches to the cooling jacket on each cylinder. turbocharger, the gas is led to the exhaust gas boiler heat recovery system.
pressure to drop and immediately fuel injection ceases.
The water is led from the cooling jacket up through the cylinder cover and
exhaust valve housing and from there to a manifold through which it is carried Compensators, to allow for thermal expansion, are fitted between the exhaust
The fuel oil high-pressure pipes are equipped with protective hoses, and are
back to the fresh water cooler. valves and the receiver and between the receiver and the turbocharger.
neither heated nor insulated. Any leakage from the protective hoses is led to
Clamping bands are used for quick assembling and disassembling of the joints
an alarmed collecting tank.
To prevent thermal stress to the engine’s components, the cooling water between the exhaust gas receiver and the exhaust valves. The exhaust gas
outlet temperature should be maintained as steady as possible under all load receiver and exhaust pipes are provided with insulation, covered by galvanised
conditions. The maximum fluctuations being ± 2°C under constant loads and steel sheeting.
± 4°C during load changing conditions.

This vessel is classified for ice operations and as such can expect to work in before the engine is started and will ensure sufficient scavenge air to obtain Oil Mist Detector
areas were the ambient temperature in the engine room can fall below 10°C. a safe start. During operation of the engine, the auxiliary blowers will start
Air temperatures below this figure can begin to cause mechanical overloading automatically each time the engine load is reduced to about 30-40%, and they Maker: Kidde Graviner
of the main engine at full power due to a higher air density resulting in higher will continue operating until the load again exceeds approximately 40-50%. No. of sets: 1
scavenge pressures and hence higher combustion pressures due to the lower
Model: Graviner Mk 6
air temperature. To compensate for these lower air temperatures, the exhaust In cases where one of the auxiliary blowers is out of service, the other auxiliary
manifold is fitted with a exhaust bypass valve which directs a proportion of blower will automatically compensate without any manual readjustment of the
the exhaust gas around the turbocharger therefore reducing the scavenge air valves thus avoiding any engine load reduction. The oil mist detector continuously scans the atmosphere at each engine
pressure. crankcase. All units are scanned in sequence by sample points that are
The blowers should be started in sequence rather than at the same time due connected to a monitor unit.
The system is designed to work automatically with sensors measuring the to the high starting current of the 90kW motors. The time delay between the
engine fuel pump index, scavenge air pressure, shaft torque and engine speed. starting of individual blowers is approximately 6 seconds. It is essential that the oil mist detector is maintained in a full and effective
This data is processed by a central processing unit which is separate from the operating condition and that any alarms are acted upon immediately as this
main control and monitoring system and regulates the opening/closeing of the instrument provides an essential safeguard against a crankcase explosion
bypass valve accordingly. The ‘electronic by-pass’ system (EBP) control panel Manoeuvring System which can have extremely serious consequences.
is situated on the main engine console in the CECR and indicates the valve
% position. If necessary, the bypass valve can be operated in manual mode, The engine is provided with a pneumatic electric manoeuvring and fuel oil
regulating system. The system transmits orders from the bridge, engine control
Operating Procedure
although the makers manual must be consulted to ensure that the valve is
maintained in the correct position according to the load on the engine and the room or the local control position at the side of the engine. Preparations for Starting
resulting scavenge pressure. If the valve is opened too far, thermal damage can Before starting the engine, the following checks and procedures are to be
result, open too little can result in mechanical damage. The regulating system makes it possible to start, stop and reverse the engine as undertaken.
well as control the engine speed. The speed control handle on the manoeuvring
When the engine is shut down the valve will automatically go through an open console gives a speed setting signal to the governor, dependent on the desired All components that have been overhauled are to be checked and wherever
and close cycle to ensure the valve seat is maintained clear of soot deposits. number of revolutions. At a shutdown function, the fuel injection is stopped by possible function tested.
activating the puncture valves in the fuel pumps, independent of the the speed
control handle’s position. Reversing is by carried out by moving the telegraph All equipment, tools and rags used during overhaul are to be removed from
Exhaust Turbocharger handle from ahead to astern and the speed control handle from the stop to the the engine.
Maker: Samsung MAN/B&W start position. Control air then moves the starting air distributor and, through
an air cylinder, the displaceable roller in the driving mechanism for the fuel 1.1 Air Systems
No. of sets: 1
pump, to the astern position. a) Remove the main engine turning gear.
Type: NA70/T09089
A more detailed description of the main engine control system can be found b) Drain any water present from the control air system at the
A cleaning system is supplied for the turbine and compressor sides of the in section 2.1.2. receivers and drain any water present from the starting air
turbochargers. The turbocharger turbine is dry cleaned daily and the impeller system.
is cleaned daily using water. Cleaning is carried out at full operating speed. Note: The engine cannot be started under bridge control if the starting air
pressure falls below 15 bar. In this case control must be transferred to the c) Pressurise the air systems and ensure that the pressures are
Each turbocharger is equipped with an electromagnetic tachometer with remote Cargo and Engine Control Room and the engine manoeuvred manually. correct.
indicators being mounted in the engine control room.
d) Ensure compressed air to the pneumatic exhaust valves is
Auxiliary Blower
Turning Gear and Turning Wheel available.
Maker: HIMCO The turning wheel on the engine has cylindrical teeth and is fitted to the e) Engage the lifting/rotation check rod mounted on each exhaust
No. of sets: 2 thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of valve and check that the exhaust valves are closed; these should
Type: B&W Rear Type the turning gear, which is mounted on the bedplate. It is driven by an electric be disengaged when lift/rotation is confirmed.
motor with built-in gear and chain drive with brake. It is also equipped with
The engine is provided with electrically-driven blowers to supply additional
a blocking device to prevent the main engine from being started when the
air for optimum cylinder combustion during starting and when the engine is Note: Air pressure must be applied before the main lubricating oil pump is
turning gear is engaged.
running at reduced loads. The discharge side of the blowers is connected to the started. This is to prevent the exhaust valves from opening too far.
scavenge air space after the air cooler. Between the air cooler and the scavenge
Engagement and disengagement of the turning gear is made manually by an
air receiver, non-return valves are fitted, which automatically close when the
axial movement of the pinion.
auxiliary blowers supply the air. The auxiliary blowers will start operating

Document Front Matter: Btitish Robin Date: December 2005
1.2 Lubricating Oil Systems c) Check that the indicator lamp for TURNING GEAR ENGAGED 1.6 Checking the Fuel Regulating Gear
a) Check the oil levels in the main engine sump and replenish extinguishes.
a) Close the shut-off valve of the starting air distributor to prevent
if necessary. Check that cylinder oil is available in sufficient the engine from turning. Check the indicator lamp.
quantity. d) Ensure that starting air is available at the engine.
b) Switch over engine control to the engine side control console.
b) Start the main engine LO supply pumps. e) Open all of the cylinder indicator valves.
(See description of the procedure for emergency operation of
main engine in section 5.2.)
c) Ensure all oil pressures are correct. f) Select the SLOW TURNING operation by pressing the SLOW
TURNING pushbutton.
c) Turn the regulating handwheel to increase the fuel pump index
d) Ensure there is adequate oil flow through the return oil sight and check that all the fuel pumps follow to the FUEL SUPPLY
glasses for piston cooling and turbochargers. g) Check to see if fluid flows out of any of the indicator valves.
position. With the regulating handwheel back in the STOP
position, check that all the fuel pumps show zero index.
e) Ensure the cylinder lubricators are filled with the correct type h) If there is no hydraulic lock the slow turning system will
of oil and operate the cylinder lubricators manually to check complete one full revolution and when this has been achieved
d) Switch back engine control to NORMAL.
that oil is being supplied by the pump units by pressing the Pre- the engine is ready for starting.
lubrication pushbutton on the Alpha lubrication system. e) Open the shut-off valve to the starting air distributor.
i) The procedure is repeated with the engine turning in the
opposite direction.
1.3 Cooling Water Systems f) Check that the indicator lamp extinguishes.
j) Close all of the cylinder indicator valves.
a) Preheat the engine cooling water system to at least 50°C but
preferably to 75°C. 1.7 Miscellaneous
1.4b Slow Turn the Engine with Turning Gear
a) Switch on the electrical equipment in the control console.
a) Open all of the cylinder indicator valves and engage the turning
Note: The engine must not be started if the jacket cooling water temperature gear.
is below 50°C. b) Set the switch for the auxiliary blowers in the AUTO position.
b) Turn the engine one revolution with the turning gear in the
b) Start the high temperature central cooling system cooling water c) The blowers will start at intervals of 6 seconds.
direction indicated by the reversing handle.
pumps.
The engine is now ready to start.
c) Check to see if fluid flows out of any of the indicator valves.
c) Ensure the pressures are correct and that the system is not
leaking. Make the following checks immediately after starting:
d) Repeat previous points in the opposite direction of rotation.
• Direction of rotation: Ensure that the direction of rotation
1.4 Slow Turning the Engine e) Close all of the cylinder indicator valves. corresponds to the telegraph order.
Slow turning of the engine must be carried out to prevent damage caused by • Check that all of the exhaust valves are operating correctly.
f) Disengage the turning gear. Disengage the valve lifting/rotation indicators after checking
fluid leaking into any of the cylinders and to test the air start system. Slow
turning with the turning gear and cylinder cocks open enables any fluid in the that they are functioning.
g) Ensure the turning gear is locked in the OUT position.
cylinders to be detected. Before beginning this operation, permission from the • Ensure that the turbocharger is running correctly without
bridge must be sought. abnormal noise or vibration.
h) Check that the indicator lamp for TURNING GEAR ENGAGED
extinguishes. • Check that the supply pressure and discharges of all the LO
Note: Always carry out the slow-turning operation at the latest possible
systems are correct.
moment before starting and, under all circumstances, within 30 minutes of
actually starting the engine. 1.5 Fuel Oil System • Check that all cylinders are firing.
a) Start the fuel oil supply pump and circulating pump. If the • Feel over the pipes of the cylinder starting air lines. A hot pipe
1.4a Slow Turn the Engine with the Slow Turning System engine was running on heavy fuel oil when stopped, the indicates a leaking starting valve.
circulating pump should still be running.
a) Disengage the turning gear. • Ensure that all pressures and temperatures are normal for the
b) Check fuel pressures and temperatures. engine speed. In particular check the circulating oil (bearing
b) Ensure that it is locked in the OUT position. lubrication and piston cooling), camshaft lubricating oil,
turbocharger lubricating oil, fuel oil, cooling water, scavenge air
and the control and safety air.

Document Front Matter: Btitish Robin Date: December 2005
• Ensure that all of the cylinder lubricators are working and that Normal Operation • The heavy fuel oil has to be sufficiently heated to ensure that its
an even flow to all cylinder injection valves is being obtained. During normal running, regular checks have to be made and precautions taken viscosity before inlet to the fuel injection pumps lies within the
Check the oil level in the feeder tank. which contribute towards trouble free operation. The most important of these prescribed limits.
are: • Determine the cylinder lubricating oil consumption. Extended
Loading the Engine • Regular checks of pressures and temperatures. service experience will determine the optimum cylinder
lubricating oil consumption.
If there are no restrictions, such as running in after repairs, proceed to increase • The values read off the instruments compared with those given
the load on the engine. in the acceptance records and also taking into account engine • The cooling water pumps should be run at their normal
speed and/or engine power, provide an excellent yardstick for operating point, ie the actual delivery head corresponds with
The cooling water should be preheated, but if the temperature is below 75°C estimating the engine performance. Compare temperatures by the designed value. If the pressure difference between inlet
allow the temperature to reach this point before increasing load. feeling the pipes. The essential readings are the load indicator and outlet exceeds the desired value, pump overhaul should be
position, turbocharger speed, charge air pressure and exhaust considered.
If the condition of the machinery is uncertain (e.g. after repairs or alterations), gas temperature before the turbine. A valuable criterion is also • The vents at the uppermost points of the cooling water spaces
the ‘feel-over sequence’ should always be followed, i.e.: the daily fuel consumption, considering the lower calorific must be kept closed.
1. After 15-30 minutes’ running on ‘Slow’. value.
• Check the level in all water and oil tanks, as well as all the
2. Again after 1 hour’s running. • Check all shut-off valves in the cooling and lubricating systems drainage tanks of the leakage piping. Investigate any abnormal
for correct position. The shut-offs for the cooling inlets and changes.
3. At sea, after 1 hour’s running at service speed.
outlets on the engine must always be fully open in service. They
• Observe the condition of the cooling water. Check for oil
serve only to cut off individual cylinders from the cooling water
Stop the engine, open the crankcase and feel over the moving parts listed contamination.
circuit during overhauls.
below, by hand or with a ‘Thermo-Feel’ on sliding surfaces where friction
• Check the charge air receiver drain manifold’s sight glass to see
may have caused undue heating. During feeling-over, the turning gear must • When abnormally high or low temperatures are detected at a
if any water is draining away and if so, how much.
be engaged and the main starting valve and the starting air distributor must be water outlet, the temperature must be brought to the prescribed
blocked. The starting air distributor is blocked by closing the crossover valve. normal value very gradually. Abrupt temperature changes may • Drain the scavenge spaces. To do this, open the drain cock of
cause damage. the leakage manifold daily and look to see if any liquid flows
Feel: out along with the charge air.
• The maximum permissible exhaust temperature at the
• The main, crankpin and crosshead bearings turbocharger turbine inlet must not be exceeded. • Check the pressure drop across the oil filters. Clean them if
necessary.
• The piston rods and stuffing boxes • Check combustion by observing the colour of the exhaust
gases. • The temperature of the running gear should be checked by
• The crosshead shoes
feeling the crankcase doors. Bearings, which have been
• Maintain the correct charge air temperature after the air cooler
• The telescopic pipes overhauled or replaced, must be given special attention for
with the normal water flow. In principle, higher charge air
some time after being put into normal service.
• The chains and bearings in the chain casing temperature will result in less oxygen in the cylinder, which in
turn will result in a higher fuel consumption and higher exhaust • Listening to the noise of the engine will reveal any
• The camshaft bearing housings
gas temperatures. irregularities.
• The thrust bearing/guide bearing
• Check the charge air pressure drop across the air filter and air • The power being developed by the cylinders should be checked
• The axial vibration damper cooler. Excessive resistance will lead to a lack of air to the regularly and fuel pumps adjusted as necessary in order to
• The torsional vibration damper engine. preserve cylinder power balance.
• The fuel oil has to be carefully filtered before being used. Open • Purify the lubricating oil. Samples should be taken at regular
Note: Care must be taken when opening up the crankcase for inspection the drain cocks of all fuel tanks and fuel oil filters regularly for intervals.
and the crankcase doors must not be removed if there is any indication of a short period to drain off any water or sludge, which may have • Replenish the air cushion in damping vessels of the fuel oil
overheating until the potential hot spot has cooled down. collected there. Maintain the correct fuel oil pressure at the inlet system.
to the fuel injection pumps. Adjust the pressure at the injection
pump inlet with the pressure-regulating valve in the fuel oil • Check the exhaust valves are lifting and rotating. If not, the
Running-in offending valve has to be overhauled at the next opportunity.
return pipe so that the fuel oil circulates within the system at the
For a new engine, or after repair or renewal of the bearings, or renewal/ normal delivery capacity of the booster pump.
reconditioning of cylinder liners and piston rings, allowance must be made for
a running-in period. Increase the load slowly and apply the feel over sequence,
as above.

Fuel Changeover Changeover Procedure from Heavy Fuel Oil to Diesel Oil During d) Blow off any condensed water from the starting and control air
Running systems just before the manoeuvres.
The engine is equipped with uncooled fuel injection valves with built-in fuel
circulation. This automatic circulation of the preheated fuel (through the high- a) Preheat the DO in the service tank to about 50°C, if possible. e) Stop the engine by setting the regulating lever to stop.
pressure pipes and the fuel valves) during engine standstill allows for constant
operation on heavy fuel. However, changeover to diesel oil can become b) Close the steam supply to the fuel oil preheater and trace
necessary if the vessel is expected to have a prolonged inactive period with a
Operating Procedure, after Arrival in Port and the Finished
heating. with Engine Order has been Acknowledged in the Engine
cold engine, due to a docking or long stay in port.
c) Reduce the engine load to 25-40% of MCR load.
Room
A changeover can be performed during engine running or engine standstill.
a) Switch over to engine room control.
d) Change to DO when the temperature of the HFO in the preheater
It is very important to carefully follow the changeover procedures in order to has dropped to about 25°C above the temperature in the DO
prevent fuel pump and injector sticking/scuffing, poor combustion or fouling b) Open the indicator valves.
service tank, but, not below 75°C.
of the gas ways.
c) Obtain turning permission from the bridge. Turn the engine on
Note: If, after the changeover, the temperature at the preheater suddenly starting air in both directions.
Changeover Procedure from Diesel Oil to Heavy Fuel Oil During drops considerably, the transition must be moderated by supplying a little
Running steam to the preheater, which now contains diesel oil. d) Switch off the auxiliary blowers.
a) Ensure that the HFO in the service tank is at normal temperature
level. Changeover Procedure from Heavy Fuel Oil to Diesel Oil During e) Test the cylinder starting air valves for leakage.
Standstill
b) Reduce the engine load to 25-40% of MCR. f) Change to emergency control.
c) By means of the thermostatic valve in the steam system, or a) Stop the preheating. For temperature levels before changeover,
g) Activate the START button. This admits starting air, but not
by manual control of the viscosity regulator, heat the DO to a see ‘Changeover from Heavy Fuel Oil to Diesel Oil During
control air, to the starting valves.
maximum of 60-80°C to maintain its lubricating ability. This Running’.
will minimise the risk of plunger scuffing and the consequent h) Check to see if air blows out from any of the indicator valves.
risk of sticking. To prevent gassing, this preheating should be b) Change position of the three way valve OF208F from the HFO
In this event, the starting valve concerned is leaky. Replace or
regulated to give a temperature rise of about 2°C per minute. position to the DO position.
overhaul any defective starting valves.
Due to the risk of sticking/scuffing of the fuel injection equipment, the c) Start the fuel oil supply pump (if not already running).
i) Lock the main starting valve in its lowest position by means of
temperature of the HFO in the service tank must not be more than 25°C higher the locking plate.
than the heated DO in the system (60-80°C) at the time of changeover. The DO d) The HFO will gradually be replaced by the DO in all of the
viscosity should not drop below 3cSt, as this might cause fuel pump and fuel supply and spill return lines. Sufficient time should be allowed
j) Close and vent the control air and safety air systems. Close the
valve scuffing, with the risk of sticking. to elapse to ensure all HFO has been used and only DO is
valve to the starting air distributor, shut off starting air and drain
spilling back to the HFO service tank.
the starting air line.
For some light diesel oils (gas oil), this will limit the upper temperature to
somewhat below 80°C. e) Stop the fuel oil supply pumps.
k) Wait a minimum of 15 minutes after stopping the engine
before stopping the main engine LO pump. The LO is normally
d) When 60-80°C is reached, change to HFO by operating the Preparations Procedure Prior to Arrival in Port left running when in port unless work is undertaken in the
three way valve OF208F and switch from DO to HFO. The crankcase, this helps prevent overheating of cooled surfaces
temperature rise can then be continued at a rate of about 2°C a) Decide whether the harbour manoeuvres should be carried out in the combustion chambers and counteracts the formation of
per minute, until reaching the required viscosity. on DO or on HFO. Changeover should be carried out one hour carbon deposits in piston crowns.
before the first manoeuvres are expected.
l) If the engine was run on HFO until stopped, keep the FO
b) Start an additional generator engine to ensure a power reserve circulating pumps running and the FO preheated. The
for manoeuvring and start the oil fired boiler. temperature may be reduced during the port stay. If the engine
was run on DO, stop the FO pumps.
c) Make a main engine reversing test. This ensures that the starting
valves and reversing mechanism are working.

m) Keep the engine preheated to minimum 50°C, unless the harbour Fouling and Fires in the Scavenge Air Spaces Causes of the Fires
stay exceeds 5 days. This counteracts the corrosive attack on the The blow-by of hot combustion gases and sparks, which have bypassed the
cylinder liners during starting up. The principal cause of fouling is blow-by of combustion products between piston rings between piston and cylinder liner running surface, enter the space
piston and cylinder into the scavenge air spaces. The fouling will be greater if on the piston underside and any residues present can ignite.
n) Switch off any equipment which does not need to operate there is incomplete combustion of the fuel injected.
during the engine standstill periods. If there is afterburning of fuel in the cylinder due to late injection or poor fuel
Causes of poor combustion: atomisation, the cylinder pressure when the scavenge ports are uncovered, may
Crash Stop Procedure • The fuel injectors are not working correctly be higher than the scavenge air pressure and hot combustion gases may enter
the scavenge space.
• The fuel is at too low a temperature
When the ship’s speed must be reduced quickly, the engine can be started in
the opposite direction of rotation according to the following procedure. The • Poorly adjusted injection pump timing A defective piston rod gland may allow oil from the crankcase to enter the
procedure is valid for ECR control and emergency control from the engine • Operation with a temporary shortage of air during extreme scavenge space; the piston rod gland drains should be checked frequently for
local control position; otherwise the procedure is done automatically by the signs of crankcase system oil as this indicates defective gland sealing rings.
variations in engine loading and when the charge air pressure
Lyngsø bridge manoeuvring system (see section 2.1.2). dependent fuel limiter in the governor is set too high
Indications of a Fire
a) Acknowledge the telegraph. • Charge air pressure dependent fuel limiter in the governor set
too high • Sounding of the respective temperature alarms
b) Give the engine a STOP order. • Overloading • A considerable rise in the exhaust gas temperatures of the cylinder
• Insufficient supply of air due to restricted engine room concerned and a general rise in charge air temperature
Note: The engine will continue to rotate (at decreasing speed), because the ventilation
velocity of the ship through the water will drive the propeller and thereby • The turbocharger may start surging
turn the engine. • Fouling of the air intake filters and diffuser on the air side of the
turbocharger Fire Fighting Measures
c) Check that the limiters in the governor are not cancelled. • Fouling of the exhaust gas boiler, the air cooler and of the
scavenge ports The safety of shipboard personnel should be paramount whenever dealing with
d) When the engine speed has fallen to the reversing level of fires anywhere aboard ship.
between 15 and 30% of MCR speed, give the REVERSING Causes of blow-by of combustion products:
order and then give the START order. • Inform the bridge of the situation
• Worn, sticking or broken piston rings
• Reduce engine power
e) When the start level is reached in the new direction of rotation • Individual cylinder lubricating quills are not working
(8-12% of MCR speed), give the order to run on fuel. • Cut out the fuel injection pump of the cylinder concerned
• Damage to the running surface of the cylinder liners
• Increase lubrication to the respective cylinder
If the ship’s speed is too high, the start level will not be reached quickly. This • Excessive liner wear or abnormal wear such as clover-leafing
will cause a loss of starting air, in this case: which can also result in ring collapse and loss of piston ring to If a serious fire occurs, shut down the engine after obtaining permission from
liner seal the bridge and operate the fixed fire extinguishing system. This is achieved by
a) Give the STOP order. opening valve ST251F on the 7.5kg/cm2 steam system.
If one or more of these operating conditions prevail, residues, mainly consisting
Wait until the speed has fallen further then return to instruction d). Keep the of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the A fire should have died down after 5 to 15 minutes. This can be verified by
engine speed low for the first few minutes to reduce the hull vibrations that following points: checking the exhaust gas temperatures and the temperatures of the doors to the
may occur owing to conflict between the wake and the propeller. • Between piston rings and piston ring grooves scavenge space. Afterwards the engine must be stopped whenever possible and
the cause of the fire established.
• On the piston skirts
• In the scavenge ports Checks should include:
• On the bottom of the cylinder jacket • Cylinder liner running surface, piston and piston rings, air flaps
in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles.

• After a careful check or if necessary, repair, the engine can be Measures to be Taken when Oil Mist Alarm has Occurred • Start the engine and after running for about 30 minutes stop
put back on load with cut-in fuel injection pump and automatic and feel over. Check the sliding surfaces which caused the
cylinder lubrication. • Ensure that the Oil Mist Detector alarm is genuine by operating overheating and look for oil mist. There is a possibility that the
the Test device. oil mist is due to atomisation of the circulating oil, caused by a
• Should a stoppage of the engine not be feasible and the fire
• Do not stand near crankcase doors, relief valves or corridors jet of air/gas, eg by combination of the following:
has died down, the fuel injection pump can again be cut in,
the load increased slowly and the cylinder lubrication brought near doors to the engine room casing. • Stuffing box leakages (not airtight).
back again to the normal output. Avoid running for hours with • Reduce speed to slowdown level, if not already carried out • Blow-by through a cracked piston crown or piston rod (with
considerably increased cylinder lubrication. automatically. Ask the bridge for permission to stop. direct connection to crankcase via the cooling oil outlet
• When the engine STOP order is received, stop the engine. Close pipe).
Preventive Measures the fuel oil supply. Maintain engine cooling and lubrication as
the supply of lubricant will assist the cooling of the hot spot. An oil mist could also develop as a result of heat from a scavenge fire being
As can be seen from the causes, good engine maintenance goes a long way to
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
safeguarding against fires in the scavenge air spaces. The following measures • Switch off the auxiliary blowers. may have passed through the stuffing box into the crankcase.
have a particularly favourable influence:
• Open the stores hatch.
• Use of correctly spraying fuel injectors and keeping the air and
gas passages clean. • Leave the engine room. Shutdown and Slowdown Device Checks
• Optimum adjustment of the fuel cams and of the fuel injection • Lock the casing doors and keep away from them.
The engine is provided with a number of safety devices which initiate an
pump timing. • Prepare the fire fighting equipment. engine slowdown or shutdown if the operating parameter of the monitored
• If running continuously at low load, check the cylinder • Do not open the crankcase until at least 20 minutes after system (LO pressure, cooling water temperature, etc.) go outside of the set
lubricating oil feed rate and adjust if necessary. stopping the engine, ideally leave for as long as possible but if limits. These devices should be tested preferably at monthly intervals, or a
the interval is too long it may be difficult to detect the source of maximum of three monthly intervals.
• The permanent residue drain from the piston underside must
always be checked to prevent the accumulation of dirt and the the hot spot; before any action is taken a check must be made to
ensure that the oil mist detector alarm has gone out of the alarm The testing should be carried out when safe to do so and when operating
drain line cleaning valves used for cleaning the scavenge box
condition. When opening up, keep clear of possible spurts of conditions permit. In the case of pressure switches the system can be checked
drain line must be operated for a short time each day.
flame. Do not use naked lights and do not smoke. by isolating the switch and then draining the line. The method of testing
involves the simulation of a fault rather than causing an actual fault. Simulation
Prevention of Crankcase Explosions • Stop the lubricating oil pumps. Open all of the lower doors on of low pressure can be obtained by isolating the pressure transducer from the
one side of the crankcase. Cut off the starting air, and engage supply and then draining the transducer supply line.
The oil mist in the crankcase is inflammable over a very narrow range of the turning gear.
mixture. Weaker or richer mixtures do not ignite. There must always be an
extraneous cause to set off ignition, such as hot engine components. Only • Locate the ‘hot spot’ using the Raytek infrared thermometer. Shutdown Functions
under these circumstances and the presence of a critical mixture ratio of oil Alternatively feel over by hand all the sliding surfaces (bearings,
mist and air can an explosion occur. thrust bearing, piston rods, stuffing boxes, crossheads, telescopic Low lubricating oil pressure to main and thrust bearings
pipes, chains, vibration dampers, moment compensators, etc.).
Look for squeezed out bearing metal and discolouration caused High thrust bearing temperature
A hot spot is the common feature of all crankcase explosions and this can be
due to metal-to-metal contact at a wiped bearing, rubbing guide, defective by heat (blistered paint, burnt oil, oxidised steel). Keep possible Low lubricating oil inlet pressure to camshaft
piston rod gland, damaged thrust, unlubricated gear wheel, etc. or even due to bearing metal found at bottom of oil tray for later analysis.
Low lubricating oil inlet pressure to turbocharger
a prolonged scavenge fire. The hot spot provides the heat source to evaporate Prevent further hot spots by preferably making a permanent
oil, which condenses to form mist-like droplets which will ignite readily, and repair. Ensure that the respective sliding surfaces are in good Engine overspeed
ignite the mist. If the mist concentration in the crankcase reaches a critical condition. Take special care to check that the circulating oil
level, an explosion can occur. supply is in order. The engine should not be restarted until the Slowdown Functions
cause of the hot spot has been located and rectified.
The engine is equipped with an oil mist detector which constantly monitors the • Start the circulating oil pump and turn the engine by means of LO temperature low
intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds the turning gear. Check the oil flow from all bearings, spray Piston cooling oil outlet temperature high
the density limit. pipes and spray nozzles in the crankcase, chaincase and thrust
bearing. Check for possible leakages from pistons or piston Piston cooling oil outlet no flow
rods. Piston cooling oil outlet pressure low
LO to main and thrust bearings pressure low

Main bearing temperature high/deviation Turbocharger LO inlet temperature high • Arrange indicator cocks with pressure relief holes directed away
from personnel. Wear goggles when taking indicator cards.
Crankpin bearing temperature high Turbocharger LO outlet temperature high
• Do not weld in the engine room if the crankcase is opened
Crosshead bearing temperature high Cylinder lubricators no flow
before being fully cooled.
Thrust bearing temperature high HT fresh water cooling inlet pressure low
• Turning gear must be engaged before working on or inside the
LO to camshaft temperature high HT fresh water cooling outlet cylinder temperature high engine as the wake from other ships in port or waves at sea may
HT fresh water cooling inlet manifold pressure low HT fresh water cooling inlet temperature low cause the propeller to turn. Also, isolate the starting air supply.
HT fresh water cooling outlet/cylinder temperature high HT fresh water cooling pressure differential across engine • Use warning notices at the turning gear starter and other control
stations to warn personnel that people are working on the
HT fresh water cooling pressure differential across engine Fresh water cooling deaeration engine.
Scavenge air receiver temperature high Control air pressure low • Use gloves when removing O-rings and other rubber/plastic
Scavenge air box fire Safety air pressure low based sealing materials, which have been subjected to
abnormally high working temperatures as they may have a
Scavenge air receiver pressure low Air supply to exhaust valve air cylinder pressure low
caustic effect.
Exhaust gas outlet/cylinder temperature high Scavenge air receiver temperature high
• Oil spills, and oily rags, present a slipping and fire hazard.
Exhaust gas outlet/cylinder temperature (deviation) Scavenge air inlet pressure low
• Do not remove fire extinguishers from designated positions and
Oil mist in crankcase Scavenge air box fire ensure that any fire extinguishers which have been used are
replenished immediately.
Air cooler cooling FW inlet pressure low
Alarms • Only use lifting equipment which has been tested and has valid
Exhaust gas/cylinder temperature deviation
certification.
Lifting gear activated Exhaust gas after turbocharger high
Leakage from high pressure fuel pipes Oil mist in crankcase
LT fresh water cooling inlet manifold high temperature
LT fresh water cooling inlet manifold pressure low Emergency/Local Engine Control System
LT fresh water cooling to LO coolers low temperature The engine should be manoeuvred from the emergency/local control stand at
Fuel oil temperature high least once a month, depending upon operating circumstances, to check that the
local control system is operational. This procedure is described in section 5.2.
Fuel oil temperature low
Fuel oil viscosity high
Main Engine Associated Dangers
Fuel oil viscosity low
• Keep clear of spaces below loaded cranes.
Fuel oil inlet pressure low
• The opening of cocks may cause discharge of hot liquids or
LO inlet temperature high gases.
Piston cooling oil outlet/cylinder temperature high • The dismantling of parts may cause the release of springs.
Piston cooling oil outlet/cylinder no flow • The removal of fuel valves or other valves in the cylinder cover
Piston cooling oil inlet pressure low may cause oil to run onto the piston crown. If the piston is hot
an explosion may blow out the valve.
LO to bearings and thrust bearing pressure low
• When testing fuel valves, do not touch the spray holes as the jets
Thrust bearing temperature high may pierce the skin.
LO to camshaft inlet temperature high • Beware of high-pressure oil leaks when using hydraulic
LO inlet to camshaft pressure low equipment, wear protective clothing.
Turbocharger LO inlet pressure low

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2.1.2 MAIN ENGINE MANOEUVRING CONTROL DMS2100i System Overview • A four line display with 40 characters on each line
• Soft keys S1 to S4 for operation of the DMS functions
Bridge Manoeuvring System (DMS 2100) The DMS2l00i controls the functions of the MAN B&W slow-speed engine
Maker: Lyngsø Marine A/S by means of the DMS2100i programmable logic controller (PLC) which is • Six selection keys: ESC, ENT and four arrow keys
Model: DMS2100i/DPS2100 located in the DMS control cabinet, together with the units for the DPS2100 • Selection of DMS control functions of status,
engine safety system. The main engine safety system is completely independent Control, select and settings
of the DMS. The alarm and monitoring part of the machinery components
controlled by the DMS2100i are handled by other Gamma programmable logic • Control location selection and indication for bridge
Introduction
controllers (PLCs) in the UCS2100 alarm and control system. control, ECR control and local control
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system • Sub-telegraph selection and indication for sea mode,
used for the remote control of the ship’s main diesel engine connected to a The DMS2100i and the UMS/UCS 2100 alarm and control system are standby and FWE (finished with engine) mode
fixed pitch propeller. independent systems, each with its own PLCs, they are only connected by
• Limits cancel indication and operation key
a network to transfer alarms and information to the graphic operator station
The DMS2100i is operated by means of telegraph levers and standard panels (GOS) and printers (Telegraph Order Printer). • Slowdown indication, slowdown cancel and slowdown
with built in four line displays. It is operated as a completely independent stand reset operation
alone system, with all information and internal alarms displayed on the DMS Slowdown signals for the main engine are transferred as hard-wired signal • Shutdown indication, shutdown. cancel and shutdown
operator panels. lines for safety reasons. The slowdown inputs to the DMS2100i are defined as reset operation
supervised inputs, which means that a malfunction of the signal transmission
The DMS2100i works as an integrated part of the universal control system, cable can be detected. All hardware component and logic circuitry of the • Start block indication and key selecting the start
the systems being interconnected by means of a communication network, so DMS2100i and the UCS2100 alarm and control system is independent which blocking status list
that alarms, indications and measurement values from the DMS2100i can also means that it is still possible to control the propulsion machinery even in the • UMS2100 keys for the following alarm functions in
be displayed on the graphical operator station (GOS) and alarm panels in the event of a total breakdown of the alarm and monitoring system. the DMS computer:
alarm and control system.
The power supply for the DMS2100i is uninterruptible power supply (UPS) • Stop Horn and Alarm Acknowledge keys
The DMS2100i can be configured to provide complete control for: protected. There is a separate fuse for the DMS2100i PLC, the DPS PLC and • Alarm List and Additional List key
the remaining hardware connected to this system.
• Main engine start/stop • Display Channel and Adjust Channel keys
• Start blocking indications • Maintenance and Dimmer keys
DMS Panels for Remote Control
• Main engine set point • Alarm and Fault indication lamps
• Main engine shutdown indications from the main engine safety The DMS is connected with DMS operator panels positioned at all control
locations. Each panel has instruments for indicating engine rpm and starting air The LIMITS CANCEL, key for SHUTDOWN and SLOWDOWN keys only
system
pressure and a pushbutton for emergency stop. Panels are situated as follows: work at the panel which is currently in control, however, the SLOWDOWN
• Main engine slowdown system RESET can be configured to always have to be reset from the ECR panel.
• One in the engine control room (ECR)
• Main engine speed measurement and indication
• One on the bridge The STOP HORN and ALARM ACKN. keys can be configured to work under
• Control transfer for bridge/ECR/local changeover different conditions:
• Sub-telegraph with finished with engine (FWE), standby and 1. Both keys always work in the ECR, when the Chief Engineer
sea mode
DMS Panel Functions
always wants to be able to acknowledge alarms. The buzzer and
• Serial interface to the EGS2000 electronic governor The following are available at the DMS panels STOP HORN work on the bridge panel for all alarms which
are announced on the bridge (configurable), but the ALARM
• Alarm announcement and indication • Analogue instruments for indication of main engine rpm ACKN. key will not work on the bridge
• Analogue instruments for indication of main engine starting air 2. Both keys work at the current DMS control location, i.e.
pressure working at any of the bridge panels and at the ECR panel.
• Dimmer potentiometer for illumination of the analogue
instruments (bridge only) In connection with the integrated UMS alarm system the function of both keys
follows the UMS watch station.
• Emergency stop pushbutton with cover
• A DMS2100i operator panel with the following functions:

Illustration 2.1.2b Main Engine Manoeuvring Control - Start System
Pneumatic Lifting Arrangement 20 L Safety Air Supply 7kg/cm2

of Fuel Pump Roller Guide
VIT Actuator
Fuel Pump Set Point:

4kg/cm2
Main Service
Starting Valve Blocked
Stop Maximum Set Point
Start Air
2 bar
I
P
30kg/cm2
Open
Emergency Console Reversing Sensor for

Mechanism Starting Air Starting Air
Distributor Set Point 15kg/cm2
Slow
Reset
Emergency Electrical Turn
Hangle Governor Valve Main Start
Actuator Valve Control
Valve Unit
Starting Valve
Ahead/Astern
Manual Valve Unit
Set Point "P"

2kg/cm2 Remote
Ahead
Set Point Stop
2kg/cm2 Astern
Set Point
6 Sec.
Remote
Start
Emergency
Connected Cylinder LO
and TICS System
Set Point
1 Sec.
Key
40 L
Turning Control Air Supply Line
Ahead Astern Stop Start
Gear
Safety Air Supply Line
Control Air 40 L Set Point

2kg/cm2 Ahead Signal
7 kg/cm2
Air Supply Astern Ahead
Alarm Set Point:
5.5kg/cm2 Alarm FEE
Exhaust Valve Starting Signal
Set Point:
5.5kg/cm2
Stop Signal
Connected to
Alarm Set Oil Mist
Point: Safety Relief Bridge Control Air Line
Detector
5.5kg/cm2 Valve Set
Point 21kg/cm2
Local Emergency Air Line

Safety System for the Main Engine Emergency Telegraph System Illustration 2.1.2c Main Engine Emergency Control Unit
The DMS2100i works in conjunction with the independent Diesel Protection For back-up communication of telegraph orders from the bridge to the ECR
System 2100 (DPS2100) for main engine emergency stop, overspeed and during ECR control, and/or to the engine side control stand in the engine room
shutdown protection. during local control, the system is fitted with a separate emergency telegraph 0
20 20
system, which is completely independent of the DMS2100i bridge control 40 40
In the CECR the DPS2100 safety system has its own DPS2100 panel, which system and the normal communication telegraph levers.
TERN
60 60
AH
displays the relevant information for each shutdown input channel, actual main
EAD
AS
80 80
engine rpm, etc.; it is also possible to make adjustments and cut-outs on the By means of a dial indicator and lamps for each telegraph order, the
100 100
shutdown input channels. communication telegraph indicates the requested order. On the bridge the 120 120
dial is to the correct position for the new order and the indicator lamp for that RPM
Two keys with LED indication on the DPS panel are used for shutdown direction and speed will start flashing. In the CECR and at the engine side a
indication and shutdown cancel functions. At the bridge, the corresponding bell will start sounding and at the engine side emergency telegraph the light for
functions are shown on three keys on the DMS panel. the desired speed and direction position will start flashing.
The following functions are included in the DPS2100 safety system: To accept the new order the dial at the engine remote control station emergency
SHUT DOWN
telegraph must be turned to correspond with the desired engine speed and AHEAD
• Shutdown stop output for the main engine PREWARNING
direction. The lamp will change to a steady light and the bell will stop.
SHUT DOWN ASTERN
• Overspeed stop of the main engine
TURNING GEAR
• Shutdown inputs DMS2100i Operational Description ENGAGED
EMERGENCY CONTROL
• Emergency stop of the main engine Selection of Control Modes WRONG WAY E.C.R. CONTROL
• Alarm outputs to the alarm system There are different control modes available to operate the propulsion plant: AUX. BLOWER
BRIDGE CONTROL
RUNNING
• Tacho output for main engine rpm to instruments • Automatic Control from the Bridge (Automatic Bridge CANCEL EMERGENCY
• Cancel and reset inputs from the DMS system, ECR and local Control) SHUT DOWN LAMP TEST STOP
control • Automatic Control from the ECR (Automatic ECR Control)

• Local/remote and DMS control feedback • Manual/Emergency Control from the Local Control Station (LC
Control)
Main Engine Speed Measurement • Manual Control from the CECR (Manual ECR Control)
The DMS2100i uses a Tacho Adapter Module to interface the tacho pick-ups Control modes are selectable/changeable at the:
mounted close to the turning wheel on the engine to one of the CPUs on the
• Local control station: LOCAL/REMOTE Transfer of control modes can be preselected at the active control stand but will
serial interface board used for measurement of the main engine speed.
LOCAL/MANUAL only be executed after acknowledgement at the desired control stand.
Telegraph Transmitter and RPM Set Point Control • Engine and cargo control room: CECR:AUTOMATIC CECR
The transfer can be:
AUTOMATIC BRIDGE
The bridge main operation station is equipped with a telegraph transmitter with • Proposed by the active control stand with the higher priority
a built in set point potentiometer; this is located in the bridge centre console. MANUAL ECCR
• Requested by the target control stand with the lower priority
The CECR is equipped with a similar telegraph receiver. The bridge centre
Note: Only in the automatic mode does the bridge manoeuvring system, • Taken by the target control stand with the higher priority
and CECR telegraph levers are equipped with potentiometers with hardware
connection to the DMS system and they can also be used as the communicating DMS, have influence to the engine.
engine telegraph system when running in manual ECR control.

Note: A transfer to a control stand (target takes control) with higher priority Automatic ECR to Automatic Bridge Mode Automatic Bridge to Automatic ECR Mode
is always possible without preselection (proposal/request) at the active Start condition: Control mode in Automatic ECR Start condition: Control mode in Automatic Bridge
control stand with lower priority and cannot be prevented at the control stand
with lower priority. The local (engine side) control stand is the operating The actual control mode is displayed at the operating panel on the bridge and The control mode is displayed at the bridge and ECR operating panels The
station with the highest priority. The engine control room has the next highest in the ECR. The LED implemented in the button ECR CTRL. shows a steady BRIDGE CTRL.button LED shows steady yellow light. In the first line of the
priority and the bridge controls station the lowest priority. yellow light. In the first line of the display the text ‘AUTO CR’ indicates the display the text ‘AUTO BRIDGE’ indicates the actual control mode.
actual control mode.
There are two ways to change control mode to automatic ECR:
Automatic Mode There are two ways to change control mode to automatic bridge: • By request from bridge to ECR
Local Control to Automatic Mode ECR
• By proposal from ECR to bridge • By taking to the ECR
Note: Any change of control mode from local control to remote control has • By request from bridge to ECR
to be done at engine standstill. To request the change of control mode, the button ECR CTRL. has to be
To propose the change of control mode from the engine room, the button pressed at the bridge panel. Following this, the LEDs implemented in the
Start condition: Control Mode in Local Control BRIDGE CTRL. has to be pressed at the ECR panel. Following this, the LEDs button ECR CTRL in
implemented in the button BRIDGE CTRL in: • The bridge panel starts flashing yellow to indicate the request to
The actual control mode is displayed at the operating panel on the bridge and
in the CECR. The LED implemented in the button LOCAL CTRL. shows a • The bridge panel starts flashing yellow to indicate the proposal change operating mode.
steady yellow light. In the first line of the display the text ‘LOCAL CTRL’ to change operating mode. • The ECR panel starts flashing yellow to indicate the request to
indicates the actual control mode. • The ECR panel starts flashing yellow to indicate the proposal to change operating mode.
change operating mode.
To Change the Control Mode to Automatic The request is audibly signalled at the ECR panel. The request has to be
The proposal is audibly signalled at the bridge panel. The proposal has to be acknowledged by pressing the button ECR CTRL at the ECR panel. Following
• The local panel has to be set to the ECR or BRIDGE control acknowledged by pressing the button BRIDGE CTRL at the bridge panel. the acknowledgement, the LEDs implemented in the button ECR CTRL in
position Following the acknowledgement, the LEDs implemented in the button both panels turn to steady yellow light to indicate the change to Automatic
BRIDGE CTRL in both panels turn to steady yellow light to indicate the ECR. Additional the text ‘AUTO CR’ is displayed.
• Request the change by pressing the button of the required change to automatic bridge control. Additionally the text ‘AUTO BRIDGE’
control position. is displayed. Note: Pressing the button BRIDGE CTRL at the still active bridge control
stand cancels the proposal. The control mode as well as the indications at the
The request to control mode to ECR is audibly and visually signalled at the Note: Pressing the button ECR CTRL at the still active ECR control stand operating panels remain in the previous state.
ECR panel. To acknowledge the request the ECR CTRL. the pushbutton has cancels the proposal. The control mode as well as the indications at the
to be pressed at the ECR panel. Following this, the control mode changes to operating panels remain in the previous state. To take the control to the ECR, the button ECR CTRL. has to be pressed
‘AUTOMATIC ECR’. This is indicated at the CECR panel and at the bridge at the ECR panel. Following this, the control mode immediately changes to
panel. The LED implemented in the button ECR CTRL. shows a steady yellow To request the change of control mode from the bridge, the button BRIDGE Automatic ECR. The text ‘AUTO CR’ is displayed as indication. The LEDs
light. In the first line of the display the text ‘AUTO CR’ indicates the actual CTRL has to be pressed at the bridge panel. Following this, the LEDs implemented in the button ECR CTRL in:
control mode. Additionally the remote control position is indicated at the local implemented in the button BRIDGE CTRL. in: • The bridge panel starts flashing yellow to indicate the change of
control box.
• The bridge panel starts flashing yellow to indicate the request to operating mode.
change operating mode. • The ECR panel starts flashing yellow to indicate the change of
Note: A change from local control directly to automatic bridge control is not
possible. There is only one exception: If the telegraph CECR potentiometer • The ECR panel starts flashing yellow to indicate the request to operating mode.
fault is present at the time of change request, the proposal to change to change operating mode.
automatic bridge is automatically given and has to be acknowledged. The change is audibly signalled at the bridge panel. It has to be acknowledged
The request is audibly signalled at the ECR panel. The request has to be by pressing the button ECR CTRL at the bridge panel. Following the
acknowledged by pressing the button BRIDGE CTRL at the ECCR panel. The acknowledgement, the LEDs implemented in the button ECR CTRL in both
acknowledgement does not change the control mode. It is only an agreement panels turn to steady yellow light.
to the request and results in a proposal to change as described before. If this
proposal is acknowledged at the bridge, the change of control mode takes Note: The change cannot be prevented at the bridge, because the ECR has
place. the higher priority.

Manual ECR Mode Local Control When the engineer has pressed the flashing panel key, the changeover buzzer
will stop but the LED will continue flashing until all the conditions for
The main engine control position change over switch allows control to be
The selection of local control is always made directly without any previous the order have been fulfilled. When the conditions for the order have been
changed from automatic bridge control to manual control in the cargo and
request by putting one of the local control levers out of the REMOTE position. fulfilled, the LED will switch to a fixed light and the LED indicating the old
engine control room (CECR) at the engine manoeuvring panel..
Following this, the LED implemented in the button LOCAL CONTROL in order will be extinguished.
the panel of the last active control stand turns to a flashing yellow light to
Automatic to Manual ECR Mode indicate the change of operating mode. The change is also audibly signalled at If the order is not acknowledged, the flashing LED in the key can be pressed
Start condition: Control mode in: the last active control stand, and has to be acknowledged there by pressing the again to cancel the change of order.
button LOCAL CTRL. The LED implemented in the button LOCAL CTRL in
• Automatic Bridge or the former active control stand turns to steady yellow light at the moment the Note: Direct change from FWE to Sea Mode is disabled.
• Automatic ECR change is carried out.
The actual control mode is displayed in the operating panel on the bridge To indicate the new control mode Conditions for Finished With Engine (FWE)
and in the ECR. The LED implemented in the button BRIDGE CTRL. shows • The text ‘LOCAL CTRL’ is displayed at both operating and
steady yellow light. In the first line of the display the text ‘AUTO BRIDGE’ The following conditions are necessary for FWE:
indication panels
indicates the actual control mode. • Control air pressure off
• The indication lamp LOCAL CONTROL at the ECR sub-panel
is illuminated • Safety air pressure off
To change the control mode to MANUAL CECR
• The indication lamp EMERGENCY CONTROL at the local • Main start valve blocked
• Put the main engine control position change over switch in the
ECR position. (It will be in the Bridge position when under control box is illuminated
automatic control from bridge or CECR.) Conditions for Standby
Note: It is not possible to prevent the change at the bridge, because the local
• Put the local levers to the REMOTE position. (It will always be
control stand has the highest priority. The following conditions are necessary for standby:
in this position except when under LOCAL control.)
• Control air pressure on
Note: Before changing the control mode from automatic to manual ECR, the Sub-Telegraph • Safety air pressure on
set points should be set to the same value (lever match), because the change
from the old set point (Automatic bridge or Automatic ECR) to the new set The sub-telegraph is used to give an order to the engineer officers and is a • Main start valve not blocked
point (Manual ECR) is done in one step. A big deviation between the set one way communication system, i.e. the bridge gives an order and the engine • Starting air distributor not blocked
points will result in a rough change of the engine’s speed. staff acknowledge it by pressing the panel key associated with the order. The
following orders can be signalled: • Turning gear not engaged.
The LED implemented in the button ECR CTRL in the not active control stand
turns to steady yellow light the moment the change is carried out to indicate FWE: Finished with engines. The main engine is stopped and Conditions for Sea Mode
the new control mode cannot be started.
• The text ‘MANUAL CR’ is displayed at both operating and The following conditions are necessary for sea condition:
Standby: The main engine is ready or running but engine staff
indication panels • Control air on
are needed on standby duty.
• The indication lamp MANUAL ECR at the CECR sub-panel • Safety air on
lights up Sea Mode: The main engine is running normally and engine staff
• Main start valve not blocked
are no longer required for main engine operations.
Note: It is not possible to prevent the change at the bridge, because the ECR • Starting air distributor not blocked
has the higher priority. There will always be one of these orders present in the system.
• Turning gear not engaged
When the bridge wants to change to a new order, the desired panel key on the
bridge panel must be pressed. The LED in the panel key will start flashing, Note: The conditions for the subtelegraph can be customised from the
both on the bridge and the corresponding LED in the CECR panel. The customising tool.
changeover buzzer will also sound and the LED indicating the old order will
remain as a steady light.

Main Engine Start/Stop If the main engine start attempt failed, a new repeated start will automatically • Start air pressure low
be executed after a delay of 8 seconds. After three failed start attempts a start
Automatic Bridge Control • Auxiliary blowers not in automatic mode
blocking occurs, and the bridge has to move the telegraph handle to the stop
When bridge control is selected and the system is not in FWE mode, starting, position before a new start can be performed. • Engine running
stopping and control of the main engine speed is controlled by the position of
the bridge telegraph handle. Moving the telegraph handle from stop to ahead If the main engine is ordered to move in the opposite direction whilst still Reversing
or astern will cause the starting sequence to be activated, i.e. starting air will rotating, starting air will not be supplied until the engine’s speed has decreased
be supplied until the main engine rpm has reached starting level. At this point below the reversing level. This may take several minutes depending on the During a normal ahead or astern start from standstill, the DMS will activate the
starting air is removed and fuel is supplied for approximately 8 seconds at ship’s speed, propeller size, loading condition and other ship parameters. main engine ahead or astern reversing valve together with the start valve when
a preset speed setting level. If the rpm is increased in this period the start the bridge telegraph handle is moved to an ahead or astern start position.
is considered successful and the rpm is set to the telegraph set point value The speed may be set to any speed on the telegraph scale, eg. dead-slow, slow,
(except when limits are set by a slowdown, load-program, or other limiting half and full in both directions, in addition to stop. The ahead or astern valve will activate the pneumatic cylinders used to reverse
programs.) the camshaft roller guides and also reverse the starting air distributor.
ECR Control Pneumatic interlocks on the engine ensure that starting air is not supplied to the
Illustration 2.1.2d Engine Control Room Telegraph Unit
When ECR control is selected, the starting, stopping, reversing and speed- engine before the starting air distributor is reversed to the correct position.
control of the main engine is handled from the ECR telegraph handle located
in the CECR control console. All camshaft roller guides will not be completely reversed before the engine
starts turning on starting air so there are no interlocks from the camshaft roller
When the bridge requests a speed change the main engine direction and speed guides to the DMS.
is altered by moving the bridge telegraph control handle to the desired position
and this will initiate the telegraph alarm. An engineer in the CECR moves the Slow Turning
ECR telegraph handle to the same position as that of the bridge telegraph.
FULL
Slow turning of the main engine is normally used before the engine is started
This performs the necessary speed and direction change and at the same time
HALF after a prolonged period of standstill and is done by turning the engine for 1-2
acknowledges the telegraph alarm.
SLOW revolutions on reduced starting air.
DEAD Start Blocking The engine is automatically slow turned when it has been stopped for more
SLOW If the engine is not ready for a start, i.e. it is start blocked, the start block LED than 30 minutes by releasing the governor stop and activating the start valve
on the panel is illuminated and a STARTBLOCK indication is displayed on and stop valve as for a normal start. At the same time the slow turning valve is
STOP line two of the Start/Stop control display, i.e. on the line above the soft keys. activated. When the engine has turned a of minimum 1.5 revolutions the slow
When the engine is ready for a start, the indication changes to either STOPPED turning valve is released and the start sequence continues as a normal start
DEAD or SLOWD REQ. indicating if the next start will be with or without slow- sequence.
SLOW
turning.
If the slow turning is not completed within the preset time the engine is stopped
SLOW again by activating the governor stop and deactivating the start valve; a ‘Slow
Start blocking is activated by the following:
HALF turning time-out alarm’ is released giving a start blocking which must be reset
FULL
• Main engine local control on by the operator before a new start attempt can be executed.
• Main engine safety system shutdown or emergency stop
Slow turning is requested by pressing the MANUAL SLOW TURNING
• Start failure (Start air time-out or maximum number of failed pushbutton at the operator panel.
start attempts)
• Slow turning failure (time-out) Start/Stop
• Main start valve blocked The engine is started by releasing the governor stop and activating the start
TAKE OVER/
ON SERVICE
• Start air distributor blocked valve and the ahead direction valve (or the astern valve if reversing), whilst
the stop valve is still activated. When the engine rpm passes the firing speed
• Turning gear engaged
limit the start and stop valve is deactivated and, after the stabilising time has
• Control air pressure low expired, the ahead direction valve is deactivated (or astern valve if reversing)
• Safety air pressure low and the engine is running.

Crash Stop • SHUTDOWN indicating shutdown activated (steady light) and Main Engine Slowdown
activates the shutdown status list display
The preconditions for a crash stop detection is that the telegraph lever set point
must be above 75 rpm ahead for more than 60 seconds when the operator makes • SHUTD. CANCEL indicating shutdown prewarning (flashing The main engine slowdown system is an integrated part of the DMS system.
a reverse order to more than 20 rpm astern. The telegraph lever set point must light) or activates and indicates if the shutdown is cancelled The slowdown inputs are connected directly to the DMS.
be below 75 rpm ahead again for more than 15 seconds before the preconditions (steady light)
for detection of a crash stop is reset again. The crash stop condition is then The slowdown information is shown on three keys at the DMS panel, both in
maintained until either the astern set point order is moved below a speed of 10 At the DMS panels on the bridge and in the ECR, the shutdown information the CECR and on the bridge. It is also possible to see the status information
rpm astern, or the actual rpm comes within 5 rpm of the astern set point limit of is shown on similar keys, corresponding to the two keys on the DPS panel in about each slowdown on the slowdown status display. The slowdown inputs
20 rpm, or a maximum time-out of 300 seconds. the ECR. are treated like an alarm input to the alarm system.
In case of a shutdown, operators at the bridge and ECR are given a shutdown The three keys on the DMS panel are used for the following functions:
Note: The speeds and times are adjustable.
prewarning alarm before the shutdown is executed by the safety system. • SLOW DOWN key indicates slowdown activated (steady light),
When the operator initiates a crash stop, the DMS will activate the governor and activates the slowdown status list display
stop and stop valve to stop the engine. During the prewarning delay for the shutdown, the LED in the SHUTD.
• SLOWD.CANCEL key indicates slowdown prewarning
CANCEL key on the DMS panel will flash. After the prewarning delay time-
(flashing light) and indicates if the slow down is cancelled
When the propeller speed has dropped below the reversing level of 20-25 rpm, out, the LED in the SHUT DOWN key on the DMS panels changes to steady
the astern valve will be activated to reverse the engine and, after a further 5 illumination and the main engine is stopped by the safety system. • SLOWD.RESET key activates reset of the slowdown memory.
second delay, the governor stop is released and the start valve will be activated
to brake the ahead turning of the engine and start it up in the astern direction. To silence the alarm buzzer the STOP HORN key must be activated, and to In the event of a slowdown the operator at the bridge and/or ECR receives a
acknowledge the alarm the ALARM ACKN. key is pressed. If more alarms slowdown prewarning alarm, before the slowdown is executed by the DMS
When the engine speed rises above the firing speed in the astern direction, the are present, the ALARM ACKN. key is pressed again until all alarms are system. Only one slowdown function results in an automatic slowdown, the oil
start and stop valves are released and the engine starts up on fuel. acknowledged. mist detector, the others activate an alarm and the duty engineer then decides
whether to slow the engine or not.
After an 8 second stabilising time, the astern valve is deactivated and a further During the prewarning delay the operator is able to cancel/override the
8 seconds later the cancel limits to the governor are deactivated. shutdown, by pressing the SHUTD. CANCEL key; the LED at the key changes During the prewarning delay for the slowdown, the LED in the SLOWD.
to a steady red light. CANCEL key on the DMS panel will flash. After the prewarning delay
time-out, the LED in the SLOW DOWN key on the DMS panel will change
Repeated Start If the engine is already stopped before the SHUTD. CANCEL key is activated, to a steady light, and the main engine rpm set point will be reduced to the
If the start attempt is unsuccessful a second start attempt is initiated and REP. the shutdown must also be reset before it is possible to start the engine again. slowdown level by the DMS set point system. To silence the buzzer the STOP
START is indicated in the display and a repeated start alarm is released. To remove the cancel/override shutdown function, the SHUTD. CANCEL key HORN key must be activated, and to acknowledge the alarm the ALARM
must be activated once more. ACKN. key pressed.
When the engine speed drops down below the firing speed the stop valve,
governor stop and governor cancel limits are activated, a ‘Repeated Start When the shutdown memory has been activated, the reason for the shutdown During the prewarning delay the operator is able to cancel/override the
Alarm’ is released and after a 6-8 second time delay, a new start is initiated must be removed and the shutdown reset, before a new start of the engine is slowdown by pressing the SLOWD. CANCEL key.
releasing the governor stop and activating the start valve again. possible. When the reason for the shutdown has been removed, the shutdown
must be reset from the operating control location; in bridge control the bridge To remove the cancel/override slowdown function, the SLOWD. CANCEL
If the engine stops again after the maximum number of start attempts (normally telegraph must be placed in the stop position to reset, in ECR control the key must be activated once more.
three), the start sequence is terminated with an alarm for three start attempts manual control lever must be placed in the stop position to reset, and in local
and a start blocking, which must be reset by putting the telegraph lever to the emergency control the regulating handle must be put to the zero fuel index When a slowdown has been activated, the reason for the slowdown must be
stop position before any further start attempts can be made. position to reset the shutdown. removed and the system reset before the load on the engine can be increased to
the command level. When the reason for the slowdown has been removed, the
The emergency stop function is also a part of the safety system with independent slowdown memory is reset by pressing the SLOWD. RESET key on the DMS
Main Engine Shutdown pushbuttons on the bridge and in the ECR, each wired in parallel to the safety panel, or by moving the set point lever in command down below the limit for
system. Activation of one of the pushbuttons will cause an emergency stop of slowdown and then increasing it again. A slowdown is also reset if the engine
The DPS2100 safety system takes care of the engine shutdown in case of a the engine even if the panel is not in control. is stopped by putting the telegraph lever in the stop position.
shutdown, overspeed or emergency stop alarm by activating the emergency
stop valve directly. All the shutdown inputs are connected directly to the DPS, When the engine has been stopped by use of the emergency stop function,
and then sent as group alarms to the DMS, for indication on the DMS panels. restart of the engine is blocked until the emergency stop pushbutton has been
released again and the shutdown memory is reset from the present control
Two keys on the DPS panel are used for the following functions: location.

Set Point System Slow Turning A start interlock is alarmed and indicated at the control panels on the bridge
and in the CECR. A start is carried out by moving the lever of the active
The set point system converts the potentiometer set points from the telegraph Slow turning of the engine is possible by pressing the MANUAL SLOW telegraph unit from the STOP position to another position in the ahead or
levers mounted on the bridge and in the ECR, to the main engine rpm set point TURNING pushbutton on the CECR console operating panel. If the engine astern direction. If reversing is required, this is undertaken by the system as
output for the governor. This conversion is made in accordance with the speed has been stopped for longer than a preset period (adjustable) a slow turning is explained above. Auxiliary blowers are preselected by the DMS when the
request curves set up in the DMS system. No adjustments should be made initiated by the control system upon the next start. On the display the message engine is ordered to start provided that the selector switch is set to AUTO. The
without just cause or without the authority of the Chief Engineer. SLOW TURNING REQUESTED is displayed and the LED on the request auxiliary blower selector switch may also be set to STOP or to MANUAL if
button is illuminated when in automatic mode. If a slow turning has been required. A further start sequence only proceeds when at least one auxiliary
initiated by pressing the MANUAL SLOW TURNING button, the LED in the blower sends an ON signal.
Set Point Lever Adjustments
button flashes.
It is possible to adjust the following set point inputs but adjustments are The start sequence energises the start solenoid valve and the start ahead or
password protected and must only be made by approved personnel: The DMS monitors slow turning by counting the speed pulses, if the crankshaft astern solenoid valve. This activates the starting air distributor, repositioning it
1. Telegraph lever rpm set point (bridge) does not achieve the desired full revolution within 30 seconds the slow turning if necessary. Air supply to the cylinders is initiated and the engine will begin
failure alarm is initiated. Slow turning failure results in a start interlock. to turn on starting air.
2. Telegraph lever rpm set point (ECR) Acknowledging the alarm at the operating panel resets the interlock and
enables a new slow turning or engine start to be activated. When the DMS senses the correct rotational speed (in the desired direction) the
Main Engine RPM Governor Set Point DMS enables fuel admission by de-energising the FUEL ZERO ORDER and
Note: If slow turning failure occurs the engine must not be started until the GOVERNOR STOP signal. The engine then runs on starting air and fuel.
The main engine rpm is controlled by an electronic governor. The input to the
the reason for failure has been determined and corrected. In an emergency
electronic governor is normally a 4-20mA current signal corresponding to the When the ignition speed is exceeded the starting air is shut off by de-energising
situation the start interlock can be cancelled by the cancel limits at the bridge
requested rpm range. Adjustment must only be made by approved personnel. the start cut-off valve and the engine runs on fuel only. The start and start
panel and the engine can be started.
ahead or start astern valves remain open and any necessary restart is activated
Slowdown RPM Set Point by the start cut-off valve only. At the end of the start settling period, about 6
Automatic Start of the Engine to 8 seconds when the possible need for a restart has passed, the start and start
When the main engine slowdown is active, the rpm set point is limited to the
ahead or start astern valves are de-energised, causing the main start valve to
adjustable slowdown limit after a certain time delay (adjustable). The engine may be started in automatic mode if the BRIDGE CTRL. or ECR close. Some 3 seconds later the start cut-off valve is de-energised.
CTRL. has been selected at the main panel. When the engine has been prepared
RPM Set Point Slope for sea and no start interlock is active the engine may be started via one of the The DMS allows for 3 attempts to start the engine at any start request.
telegraph units in the CECR or on the bridge.
Acceleration and deceleration rates are specified by a fixed setting which is
adjustable by the customising tool, and specified in shaft rpm/sec. After the start settling period has expired the DMS accelerates the engine to
Start interlocks are activated by the following conditions: the telegraph set point by adjusting the fuel supply according to preset rates.
• Starting air pressure low When decelerating the engine, the fuel supply is adjusted according to similar
Barred Speed Range set rates.
• Turning gear engaged
The main engine has a barred speed range between 37 - 45 rpm.
• Line break of valves Failure to Start
Governor Output Scaling • Loss of automatic power signal If the engine fails to start when the starting sequences is initiated the following
To enable the engineer to readjust the governor rpm output, the DMS allows • Loss of manual power signal measures are taken.
for rescaling from the DMS panel (password protected), where it is possible to • Loss of sensor power signal
adjust the rpm set point/mA relationship for the following five values: If no engine speed is sensed within the maximum starting time the start valve
• Actuator blocked is de-energised and the start fault alarm is triggered on the operating panels.
1. Minimum rpm, e.g. 20 - 25%
• Electronic governor fault
2. Dead Slow or Slow rpm, 35 rpm - 53 rpm If the engine turns but does not reach ignition speed or falls below ignition
• Safety system off speed again, the repeat start alarm is triggered and two further attempts at
3. Half Ahead rpm, 70 rpm starting are carried out. If these attempts fail the start fault alarm is triggered.
• Serial interface to safety system lost
4. Full Ahead rpm, 87 rpm
• Slow turning failure If the engine exceeds the ignition speed but stops within 20 seconds, a further
5. Maximum rpm, 101.4 rpm
• Plant interlock start attempt takes place. Another attempt may also take place if this fails to
produce the desired speed. If the engine stops unintentionally after this time the
engine stopped alarm is triggered.

The start fault and engine stopped alarms are automatically reset when the Sensing of Engine Speed Manual Limitations
active telegraph lever is moved to the stop position. It is possible to activate a limitation manually at the ECR panel by pressing the
For safe and reliable operation of the engine three speed threshold values are pushbutton RPM LIMIT and using the cursor keys on the ECR DMS panel to
Restarting the Engine in the Same Direction defined. define the desired manual speed limit. The pushbutton is illuminated and the
When the active telegraph lever is moved to the stop position the fuel zero text SPEED SET LIMITED is displayed.
order is energised. If the active telegraph lever is moved out of the stop The RPM is Above Ignition Speed
position to a position in the same direction as the engine is turning and the This value is important for the start procedure as it defines fuel admission and Engine Supervision
engine is still turning above the ignition speed (due to the drag effect of the the cut off of starting air. The DMS carries out supervision of the engine pneumatic system, the fuel rack
water on the propeller), the fuel zero order is de-energised and fuel admission and the functioning of the operating control modes;
to the engine is allowed.
Overspeed • Feedback of the control modes
If the engine has stopped or is turning at a speed below the ignition speed a This is essential for engine safety and if the engine speed exceeds this value • The start sequence
normal automatic start is carried out as described above. the engine is stopped immediately.
• The stop sequence
Similar conditions apply for deceleration but the rates for deceleration are Bad Weather Speed Limitation • The reversing sequence
different from those for acceleration.
A reduced maximum speed is defined to prevent excessive engine speed in bad • The unintended engine stop
weather conditions due to the propeller coming out of the water.
Governor Speed Set Point Other operating data for the engine such as lubricating oil and cooling water
The position of the telegraph handle creates the desired value in the form of The above values are adjustable. are monitored by the DPS and UMS systems.
a milli-voltage, this signal is processed in the DMS and sent as the speed set
point to the electronic speed governor EGS2000 via the serial interface. Starting Air
Main Engine Limitations
An analogue input channel is provided for starting air pressure and loss of air
The telegraph lever covers the range between STOP to FULL AHEAD and To protect the propulsion plant against damage caused by events such as pressure will produce an alarm condition which will be displayed at the DMS
FULL ASTERN. overload, faulty operating conditions or heavy sea states, the DMS or Engine panel in the CECR and on the bridge. A start interlock will also be activated
Safety System (DPS) automatically activates limitations. The individual when operating in automatic mode from the bridge.
Sub-Telegraph Commands limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.
Feedback of the Active Control Mode
Three keys on the operating panels are provided for additional telegraph
functions, these being: The following inputs are provided for control mode feedback:
Slowdown
• Finished with engines (FWE) • Automatic control selected
The engine safety system (DPS) and/or the alarm and monitoring system can
• Standby request an automatic reduction in speed by a signal to the DMS. The slowdown • Manual ECR selected
level is set by means of a parameter and it acts as a limitation for the speed • Local engine control selected
• Sea mode set point in the ahead and astern directions. Indications on the bridge and ECR
DMS panels show: The selected and activated control mode is indicated
Commands which are given at the bridge panel have to be acknowledged at
the ECR panel. Unintentionally given commands at the bridge operating panel • At the local control box
pushbuttons can be cancelled by pressing the pushbutton again as these have Bad Weather Condition
• At the ECR sub panel
an on/off function. Bad weather speed limitation is intended to prevent engine shutdown due
to overspeed. If the engine speed reaches approximately 105% of the set • At the displays of the DMS panels
The FWE order can only be ordered if the control lever is in the stop position speed three times or more within two minutes, the speed set point value is
and the main engine has already stopped. automatically limited to a value of approximately 85%. An alarm is triggered when:
The condition sea mode will automatically be cancelled when FWE is The condition is indicated on the bridge and ECR operating panels. The 1. The DMS is on bridge control mode but the signal disappears
ordered. limitation remains active until the telegraph lever is moved to a position after initial successful transfer.
representing a speed value below the speed limit value.
2. The DMS is on automatic ECR control mode but the signal
It is possible to suppress the bad weather limitation using the menu item Bad disappears after initial successful transfer.
Weather Monitoring on the control panel.

Start Sequence The above is a description of the features of the engine manoeuvring system.
For details of the operation of the control system see section 3.1 Control
The automatic start sequence has already been described. A start failure will System.
trigger an alarm at the DMS panels after:
1. The first start attempt without any restart if no speed impulses

have been sensed.
2. The third attempt when the engine was not able to reach
minimum speed and remained turning on air.
3. A start failure has to be reset by moving the telegraph lever to

the stop position.
Unintended Engine Stop

The alarm is triggered and the engine stopped signal is displayed at the DMS
panel if, after a successful start with the engine operating for at least 20 seconds
or during normal engine operation, the engine speed falls below the ignition
speed and the engine stops without an active stop command. The alarm is reset
by moving the active telegraph lever to the STOP position.
System Supervision and Fault Indication

The DMS hardware and peripherals are constantly monitored by the DMS in
order to identify any faults which might develop. Supervision is carried out
for:
• The bridge telegraph and ECR telegraph
• The speed sensing circuit
• The electronic governor
• The auxiliary voltages
• The solenoid valves
• The internal analogue/digital as well as the digital/analogue
converters
• The memory check
• The computer cycle
If a fault becomes active it is sensed by the DMS and this triggers audible and
visual alarms; these are indicated at the operating panels on the bridge and in
the ECR. The audible alarm is only activated at the station in control.
To comply with classification society rules, the system freezes the momentary
operating conditions as far as possible. In a frozen condition the operator has
to transfer control to manual mode in the ECR or at the local station. A reset
can only be made in manual mode.

Illustration 2.1.3a Main Engine Safety System

Bridge Main Console
Bridge
Emergency
Stop
DPS 2100 ENGINE SAFETY SYSTEM
ALARM FAULT
ALARM STOP ALARM

LIST HORN ACKN.
Operating Panel MAINTE-

NANCE
EDIT MENU S1 S2 S3 S4 DIMMER
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

ESC ENT
7 STU 8 VWX 9 YZ 0space +/-#

SHUT
DOWN
SHUT D.
CANCEL
Emergency
Stop
Cargo and Engine Control Room
Engine Room
0
20 20
40 40
TERN
60 60
AH
EAD
AS
80 80
100 100
120 120
RPM
Local Control Box SHUT DOWN

PREWARNING
AHEAD
SHUT DOWN ASTERN
TURNING GEAR
EMERGENCY CONTROL
ENGAGED
WRONG WAY E.C.R. CONTROL
AUX. BLOWER
BRIDGE CONTROL
RUNNING
CANCEL EMERGENCY
SHUT DOWN LAMP TEST STOP
SEM
Interface Input/Output
Extension Speed Relay
Module Module
Module
IOM
DZM.
Interface to DMS 2100 Main Key

Engine
Electrical Signal

2.1.3 MAIN ENGINE SAFETY SYSTEM 1. A SLOWDOWN request and a SLOWDOWN alarm and/or The display is able to show on 4 rows, each with 40 segments or characters,
containing information about the engine system operating state. It is possible
Main Engine Safety Equipment 2. A SHUTDOWN request and a SHUTDOWN alarm to read all nominal and actual values, and other operating data, or the contents
Maker: Lyngsø Marine A/S of lists. The request to change the operating state and condition is carried out
The alarm is activated before the slowdown or shutdown action is carried out by using the keys, the requests are shown on the display. Alarms and internal
Model: DPS 2100 by the DPS in parallel with the DMS. faults are shown on the display and, additionally, by signal lights and they are
Type: Electronic audibly signalled via a buzzer.
No. of sets: 1 DPS Hardware
At the left side of the display are 2 signal lights:
The hardware configuration of the DPS consists of:
Introduction • Signal light ALARM illuminated if a limit value is exceeded
• A group of electronic modules installed in the propulsion
The engine safety system (DPS) is designed to monitor the ship’s main engine control cabinet (PCC) • Signal light FAULT illuminated if an internal hardware or
performance and speed, then control the safety functions, such as shutdown interface failure exists.
• The operating panel, located in the ECR
and slowdown, if the engine’s monitored operations exceed defined limits. The
• The illuminated emergency stop pushbuttons, located in each Directly below the signal lights are 3 keys for selecting the alarm list, stop horn
safety system provides the following control and monitoring facilities:
wing console, on the bridge console, on the ECR console and and alarm acknowledge.
Control of: on the local panel in the engine room.
Key Functions Description
• Emergency stop
The DPS Electronic Modules ALARM LIST All active alarms, if acknowledged
• Engine shutdown
The electronic components consist of four electronic modules. They are also or not, are recorded in the alarm list.
• Engine slowdown They are shown on the display after
located inside the PCC. The electronic modules are:
pressing this key.
Monitoring of:
1. The Interface Extension Module, SEM 402
• Engine speed This module creates additional connections to the internal STOP HORN Audible acknowledge.
(DMS) and external (Monitoring System) serial bus system.
• Engine overspeed ALARM ACKN Visual acknowledge.
• Engine shutdown sensors 2. The Speed Relay Module, DZM 402
This module is the central module of the DPS and contains MAINTENANCE A menu is shown on the display after
• Engine slowdown sensors
the software for the DPS2100. It is also responsible for speed pressing this key and it is possible
• RPM detectors sensing and overspeed monitoring. to carry out lamp test and dimmer
activities.
• Emergency stop switches
3. The Input (A1011)/Output(A1012) Modules, IOM 402
• Emergency stop (auto-stop) solenoid valve EDIT This key is only used for changing
This module has 32 digital inputs and 24 solid state outputs. The
inputs and outputs are designed for line break monitoring. parameters.
Main Operating Features
4. Filter Module FIM 405 CURSOR KEYS The four cursor keys are used for
The engine safety system (DPS) is installed in parallel with the bridge This module filters the 24 volt supply. scrolling up and down lists and to
manoeuvring system (DMS). It monitors, controls and protects the propulsion select the digit position of numbers.
plant absolutely independently from the DMS. It protects the plant against The Operating Panel
inadmissible operating states in such a way that an alarm is not created until MENU After pressing this key,
one of the limit values is exceeded. All limits are set to a value that posses no Using the operating panel, the operator is able to communicate with the DPS. S1 Suppression
danger to the propulsion engine if they are exceeded. The alarms are visually The panel is located in the CECR console with the front panel being divided S2 Operating values
indicated on the assigned operating panel, and in the CECR, audibly by buzzer. into three parts: S3 Parameter
The limit values, delay times and consequences of the individual measuring is shown on the display.
• The display, located in the upper part
points are written in the form of parameters. The parameters are part of the
software and stored on the DZM (speed relay) module. In case of exceeding • Three rows of keys below the display The function must be selected by pressing the relevant key Sl to S3.
very important or, at least, dangerous limit values such as high cooling water • A group of 2 signal lights and 3 columns of keys at the left
temperature, low lubricating oil pressure etc, the DPS will activate an audible SHUTD This key is without function. It is
side
and a visual alarm. In such cases the DPS will also send the two following used only as an indication light in
signals to the bridge manoeuvring system: case of a shutdown.

SHUTD CANCEL Pressing this key activates the Fast Filtering

Note: When in the menu or submenu the display is shut down if the operator
shutdown cancel, i.e. the shutdown The speed signal is represented by the mean value of the engine speed for does not intervene within the 20 second time-out period.
signal will be suppressed as long as one ignition. Therefore, the time sum for 360° per cylinder is used for the
the cancel is active. Further pressing calculation of the speed signal.
of the key deactivates this function, Parameter Changing
and the shutdown signal becomes
One Turn Counter In the parameter list the operator may scroll through the list using the up and
active again.
down arrow keys, alternatively a numerical value for the parameter may be
A one turn signal is necessary for slow turning purposes and for stroke keyed in followed by pressing the ENT key. Pressing the ESC key allows an
Note: A shutdown initiation is reset by means of a signal from the bridge counting. The signal is set to come on after a complete turn continuously in entered parameter number to be ignored.
control lever, when control is active from the bridge panel, or by a signal one direction.
from the manual control lever in the CECR or the handwheel at the local Parameters are password protected and cannot be changed except by the
control station. The precondition for shutdown reset is that the fault has Parameter, Suppressions and Operating Values password holder. No parameters should be changed without authority. There
been eliminated before the reset signal is activated. The engine can then be are three password levels:
restarted. To display and/or change parameters, suppression and operating values the
MENU key is pressed and this activates the submenu system which requires
Service Password Only used by commissioning
keys S1, S2 or S3 to be pressed.
Emergency Stop (Pushbuttons) personnel
S1 Opens the list of inputs to the DPS2100 and allows the Expert Password Used by restricted personnel
For the manual release of an emergency stop of the propulsion engine, several
switching on or off of single inputs
pushbuttons are available. The manually released emergency stop is hard-
wired from one contact of each pushbutton to the solenoid. A second contact S2 Operating values are displayed User Password Used by authorised operators
is wired to the electronic modules as an input and rerouted to the solenoid via S3 Opens the parameter list recorded in the DZM402 central
an output. module, allowing for parameter display or change
S4 Has no specific function
Engine Speed Sensing
Measuring Principle
Impulse transmitters sense teeth on the flywheel. Two sensors with a 90° Illustration 2.1.3b DPS2100 Safety Control Panel
(electrical) phase shift are necessary for calculation of speed and sense of
rotation. For the frequency range used for slow speed engines the time interval
between impulses is used as the basis for calculation of speed as well as
direction. Both sensors are used for calculation of speed so that if one sensor DPS 2100 ENGINE SAFETY SYSTEM
fails no interruption of speed calculation will occur.
ALARM FAULT
Sensor Supervision
ALARM STOP ALARM
LIST HORN ACKN.
Standard three wire proximity sensors are used where monitoring for signal
line wire breakage is difficult. Therefore, the two sensors monitor each other
crosswise for missing impulses, additionally, a plausibility check monitors for MAINTE-
EDIT MENU S1 S2 S3 S4 DIMMER
NANCE
loss of impulses when there should be impulses according to the operating
condition of the engine.
ESC ENT
Margins for supervision are sufficiently high to prevent alarms during non-
continuous engine shaft movement e.g. before stopping. Sensor failure is
alarmed. 7 STU 8 VWX 9 YZ 0space
SHUT D.
+/-#
SHUT
CANCEL
DOWN

Changing Parameter Values In the suppression list pressing the up or down arrow keys allows the operator
To release a parameter for value setting the parameter is first selected from the to scroll though the suppression list. When the desired sensor input appears
menu and the EDIT key must then be pressed. If the adjustment of parameters in line 2 of the display, the operator can suppress shutdown or slowdown
is not released the operator is requested to enter the password; the level of activation by pressing S1 or re-enable shutdown or slowdown by pressing S2.
password requested depends upon the selected parameter. After entering the
four digit password the ENT key is pressed. If the password was correct the Operating Values
previously selected parameter is displayed and may be opened for editing by
The process is initiated by pressing the MENU key. The operating value list is
pressing the EDIT key.
opened by pressing S1; the up and down arrow keys allow for scrolling through
the list to select an operating value. The operating values at a fault occurring
The parameter value may be changed by one of two means:
are displayed on the list and these can be reset by pressing S1.
1. By actuating the up and down arrow keys to increase or reduce
To leave the menu or sub menus the ESC key is pressed.
the selected digit in the parameter value. The selected digit is
chosen by use of the left and right arrow keys.
Slowdowns
2. By entering the desired numerical value for the parameter. A number of engine operating conditions cause an automatic slowdown if
To set the value the 0 key has first to be pressed to open the defined limits are exceeded.
parameter value for changing. The desired new parameter value
is entered using the numerical keys. A slowdown is initiated when the following parameter defined conditions are
exceeded:
When the desired value has been keyed in the parameter change process must
be completed by pressing the ENT key to save the new value. By pressing the • Exhaust gas temperature (cylinders 1 to 7)
ESC key the new value is not accepted. • Jacket cooling water outlet temperature (cylinders 1 to 7)
To leave the parameter adjusting procedure the ESC key is pressed and the • Turbocharger LO outlet temperature
menu is displayed again. • Scavenge fire detected (cylinders 1 to 7)
• Thrust bearing segment temperature
Note: If the parameter adjustment session is not completed by pressing the
ESC key the session is automatically completed at the expiry of the time-out • Main bearing LO inlet temperature
period. The new parameter value is automatically accepted. This is also the • Cylinder oil non-flow (cylinders 1 to 7)
case if the parameter change is not completed by pressing the ENT key and
• Jacket cooling water inlet pressure
the parameter was still open for changing.
• Turbocharger LO inlet pressure
Suppressions
The shutdown and slowdown activities of individual sensors, except for all
emergency stop inputs, may be suppressed. When a shutdown or slowdown is
suppressed the monitoring system remains active and alarm signals will still
appear on the operating panel when a sensor responds to a condition.
To activate suppression the MENU key is pressed to bring up the menu; to

leave the menu the ESC key is pressed, alternatively the menu will be left at
expiry of the time-out period.
Pressing the S1 key opens the suppression list and it is possible to change
suppression states. This can be done at the bridge and ECR panels.

Illustration 2.1.4a Digital Governor System

Bridge Telegraph
Console With Control Unit
GOVERN
OR CONTRO
BLOC L PANEL
KED
FULL
HALF
SLOW
DEAD
SLOW
Governor Control Power STOP
Unit DEAD
SLOW
SLOW
HALF
FULL
TAKE OVER/
ON SERVICE
Actuator
Junction
Box
Actuator
Remote Control
System
Scavenger Air
Pressure
Safety
System
Tacho
Pickups
Key
Main
Engine Electrical Signal

2.1.4 DIGITAL GOVERNOR Control Unit The power unit contains facilities which allow the connection of a personal
The control unit is installed in the engine control room console and provides computer (PC), via a special adapter, enabling both adjustment and fault
Maker: Lyngsø Marine A/S diagnosis to be carried out. Once installed, the unit requires no periodic
all the facilities required for operation of the EGS 2000 system. In addition, it
Model: EGS 2000 provides the operator with extensive facilities for diagnosis, test and simulation. maintenance.
Type: Electronic It displays messages in plain language, and contains dedicated lights, light
No. of sets: 1 emitting diodes (LEDs), which instantly show the overall condition of the EGS Internal Circuitry
2000 system.
Tachometer
Introduction It is not necessary to make regular checks on the EGS 2000 system functions, The EGS 2000 system contains a tachometer system for measurement of the
as this is performed by the Stella computer. The control unit front panel engine speed. This tachometer system consists of two electro-magnetic pickups
The Electronic Governor System EGS 2000 is a control system designed to is composed of a splashproof tactile keyboard and Liquid Crystal Display installed close to the engine flywheel. Only one pickup is necessary to sense
accurately maintain the output shaft speed of the main propulsion engine to a (LCD). the engine speed, so each pickup is the back-up for the other. These pickups
given order. sense the passing of each tooth on the flywheel and give a pulse to the tacho
The flow of information between the control unit and the power unit occurs on input circuits in the power unit. The frequency of these pulses are converted to
The EGS 2000 controls engine output power automatically in accordance a network consisting of a twisted pair connecting cable. numbers representing the shaft speed in a dedicated internal computer in the
with weather conditions. This enables the engine to be run at maximum speed EGS 2000. Read out of the shaft speed is available at the control unit display.
without risk of engine overload in adverse weather conditions. Should weather Actuator An output for an analogue rpm instrument is also supplied for remote display,
conditions permit, the EGS 2000 will automatically select a less active mode e.g. at the bridge.
Located at the engine, this electro-mechanical device converts electrical
of operation to reduce wear and tear on the fuel pumps and fuel racks, as well
control signals from the power unit to mechanical action. It exerts the required The EGS 2000 system is equipped with inputs which enable it to receive two
as on the EGS 2000 actuator.
force on the fuel rod to cause it to move to the correct position. The actuator speed-setting signals simultaneously. These signals normally originate from
contains a rugged, brushless servomotor for very fast response and a high the bridge telegraph and the ECR manoeuvring handle. The EGS 2000 system,
The governor contains a program module which functions as a super-fast high-
torque braking system, which is able to lock the actuator during specific fault however, may only use one of these signals at any time to control the speed of
speed protection while maintaining fully automatic shaft speed control. This
conditions. Gearboxes are sealed and no periodic maintenance is required. the engine. The changeover is synchronised with the change of control position
enables the engine to be run closer to its design limits.
between bridge and ECR.
The actuator is protected against overload and other errors which could cause
All parameters and readings used in daily operation can be accessed from the
it to malfunction.
front panel of the control unit by the operator. Authorised operators can change Speed Setting
the operational parameters of the governor after entering a password. The basic
commissioning data for the EGS 2000 may be programmed on board either by Tacho System The control unit is able to present both the bridge speed setting signal value
PC equipment or via the control unit. In both cases, this can only be done by and the ECR speed setting signal value at the same time on its display. This
This system allows the EGS 2000 power unit to detect the speed of the engine enables the operator to adjust one of the speed setting signals to match the
authorised Lyngsø Marine service personnel. output shaft. It is, therefore, located very close to the engine turning gear other before the changeover takes place.
wheel. The system comprises two induction pickups mounted in a bracket.
Main Components These pickups sense the passing of the teeth. The remainder of the system
is located within the power unit. It comprises a dedicated computer for rapid
The EGS 2000 consists of a number of components installed in the cargo and processing of the tacho pickup pulses.
engine control room (CECR) and in the engine room. These components and
their basic functions are as follows. Scavenging Air Sensor
Available engine output power is a function of the scavenging air pressure.
Power Unit The EGS 2000 includes a sensor which senses this air pressure and allows the
This unit located in the CECR contains all the electronics required to convert power unit to restrict engine output power to avoid an incorrect air to fuel ratio.
incoming signals and orders into correct movements of the fuel linkage This sensor is placed in the scavenging air system.
depending upon the situation. This unit also contains the Lyngsø Marine A/S
Stella Gamma computer. Power Unit
The power unit contains the Stella computer and all the electronics required to
translate the signals received from the control unit ECR speed setting handle,
engine remote control system and external sensors into a movement of the
actuator. The actuator movement causes the engine fuel pumps to deliver the
correct amount of fuel to the injectors.

Functions within EGS 2000 release it. If this supply fails, or is disconnected, then the brake will be engaged If the actuator reaches a limit switch, the actuator power drive will then stop the
immediately, blocking the actuator in its present position. This is the case when actuator and ignore all commands which would otherwise cause the actuator to
EGS 2000 includes a number of functional blocks which are described the power links in the EGS 2000 power unit are removed by service personnel, continue moving in the same direction. The actuator will only be able to move
below: if a mains power failure occurs, or if the EGS 2000 should malfunction. in the opposite direction.
• The actuator control loop
If the actuator is blocked whilst the engine is running then, although the EGS
• The tacho system 2000 will be unable to control the speed of the engine, the engine will neither
Tacho System
• The set point selector stop nor overspeed. In any case, when the actuator brake is engaged and the
Engine speed is measured by a tacho system, using two independent pickups,
actuator blocked, an alarm is given by the EGS 2000. The brake current is
• The shaft speed control loop Tacho 1 and Tacho 2. The pickups are located close to the turning gear wheel.
monitored continuously by the EGS 2000 computer.
Tacho signal processing is carried out by a dedicated input processor on the
• The engine limit curves module S1/O unit of the Gamma computer, and from here the rpm signal for the speed
The tacho generator in the EGS 2000 actuator provides the power drive with
• The start/stop system control of the main engine is passed on to the Gamma CPU unit.
information regarding the speed at which the actuator motor is rotating. A
• Minimum selector position transmitter provides the Gamma computer with details of the position
The tacho selector selects which of the two signals is to be used. This is done
of the actuator. These two signals allow the precise control of the actuator,
• A failure detection module by checking that the two signals are within the valid range. If both signals are
enabling it to move to a desired position with very little overshoot.
in order, but slightly different, then the tacho selector will choose the signal
The actuator is situated upon the engine, whilst the actuator control loop is which is the highest of the two and use this for the calculation of the rpm
The power drive combines several inputs and produces the necessary power for
contained in the power unit. The rpm loop is also situated in the EGS 2000 value.
the actuator motor in order to move it. Apart from the tacho generator and the
power unit, using the tacho pickups for sensing engine speed. These are
position transmitter, the power drive also handles the following signal inputs:
situated on the engine in proximity to the turning gear wheel. Real time signal processing is used to detect malfunction of a pickup signal
which is automatically disregarded if a fault is detected. In nearly all cases
Index Demand: The Index Demand, modified by the MIN selector, is
The engine limits curve module is a software module situated within the where a tacho fails, the signal goes to zero. In these cases, the failed tacho will
the reference to which the actuator power drive sets
Gamma computer. Access to the limit curve characteristics and related be disregarded and the other tacho is automatically selected.
and maintains the actuator index.
parameters is available from the control unit.
Actuator Control Loop Limit Switches: The MIN and MAX limit switches detect the extremes
of mechanical travel allowed to the actuator.
The actuator control loop consists of a position control loop which in turn
uses fast speed control and current control loops to drive the actuator motor.
A power drive for control of the actuator current and speed, is located on the Illustration 2.1.4b Governor Control Panel
inside of the door to the EGS 2000 power unit. Alongside is the Stella Gamma
computer, which contains the position control loop. The actuator control loop
power electronic block requires 3-phase 172V AC which is supplied by the EGS 2000 GOVERNOR CONTROL PANEL
main 380/440V AC 3-phase supply via a transformer at the right hand side of
the main part of the power unit cabinet.
The actuator of the EGS 2000 comprises a motor, brake, tacho generator,
BLOCKED
position transmitter and gearbox. The EGS 2000 actuator motor is a brushless
servomotor which means that no periodical service is required.
LOAD INDEX ALARM
LIMIT TEST MENU
ACKN.
The EGS 2000 actuator gear is a high precision epicyclic gear containing CANCEL
MAX
rotating pinions which transmit power to a common, central pinion. The

pinions are supported so that the gear retains a very large part of its surface in AUTO
SELECT SETUP ESC ENT
contact during rotation and an extremely small backlash on its output. The gear
requires no periodical lubrication.
RPM POWER INDEX ACCESS DATA DIAG
The actuator has a built-in brake included as a safety feature. Such large
mechanical powers are involved in the EGS 2000 actuator that during
servicing of the unit the actuator must be blocked to avoid the possibility
of injury to personnel working on it. The brake requires 24V DC in order to

The Set Point Selector INDEX Mode Start/Stop System

In Index mode the EGS 2000 will maintain a fixed fuel index. This mode is
The set point selector receives the rpm set point signals from both the bridge mainly used when measuring the engine performance through the cylinder The EGS 2000 START/STOP system controls the index during start and stop
and the ECR continuously. In order to determine which of these signals is to be pressure indication. RPM control is automatically retained if the rpm becomes of the engine.
considered as the actual order (they may be different from each other), the set too high or the speed order is altered.
point selector also receives information from the attached remote control unit When a STOP or SHUTDOWN signal is received, the EGS 2000 immediately
which informs it of control location status. The selected set point is considered gives an index zero demand to the actuator. When a START request is received
as the rpm set point. This is fed to a slope unit which keeps track of the order Engine Limits Module the EGS 2000 causes the actuator to move to a predetermined index value. This
and performs various functions within the EGS 2000. If a cable error on the value will be maintained for a length of time unless the actual rpm exceeds
selected input is detected, or if the manoeuvring system is off-line whilst in The filtered scavenge air pressure (Ps) signal is transmitted to the scavenge air the desired rpm, in which case the index will be controlled by the optimal
bridge control, the set point selector maintains the set point value being used limit block. The filtered rpm is transmitted to the engine torque limit block and controller. When this time expires, the actuator index control will go on-line if
prior to the occurrence of the error. The fault will cause an alarm on the EGS the actuator index demand is passed to the MIN selector. the rpm has not reached the ordered value.
2000 control unit and will be visible on the EGS control unit. An EGS alarm
is further generated to the ordinary alarm system. The scavenge air limit function in the EGS 2000 ensures that the correct If the EGS 2000 is started up after a mains supply failure, and the engine
amount of fuel is provided for each cylinder in relation to how much scavenge is already running at an rpm value above start level rpm, this function is
air is available. This ensures clean burning of the fuel injected. During periods automatically bypassed. The function is also bypassed if the cancel limits
Shaft Speed Control of acceleration the normal lack of sufficient turbocharger speed in relation to function is in operation such as during a repeated start situation.
engine speed makes the fuel to air ratio within each cylinder too rich. This
The optimal controller takes care of filtering the input signals and calculation means that not enough air is available to burn all the fuel injected which At the control unit or by an external signal from the remote control system
of the actuator index demand. The parameters within the optimal controller results in poor combustion and the production of smoke containing pollutants. a higher value of start level index can be selected, such as when a first start
vary constantly as a result of engine condition. The result is that the controller Restricting the actuator fuel index in accordance with the available scavenge attempt was not successful.
provides four separate modes of operation. air alleviates this problem.
Modes of Operation The EGS 2000 contains an engine torque limitation function, the purpose of Failure Detection Module
which is to protect the engine against torque overload.
The EGS 2000 system has four modes of normal operation. The following categories of failure detection exist:
The values determining the limit curves may be altered by authorised user
• Cable failure for all analogue input signals
access only.
Auto Select • Pickup errors for the tacho system
Auto Select allows the EGS 2000 system computer to automatically select The Minimum Selector • System supervision including remote control system, tacho
either the rpm mode or power mode of operation, depending upon prevailing system, control unit, actuator power drive system and
engine running conditions. The changeover criterion due to the weather changeover system
The MINIMUM selector limits the actuator index demand (from the optimal
conditions is Seastate 3, i.e. in rough weather POWER mode is selected, and
controller) before passing on the final value of the actuator index demand to • Actuator supervision including motor temperature and position
in calm weather RPM mode is chosen. Index mode is manually selected and
the actuator via the actuator power circuits. The actuator index demand is error
allows the EGS 2000 system to fix the engine fuel rack index as long as rpm
limited by three signals:
variations stay within predefined limits. • Supervision of the input/output system for the Gamma
Scavenge air limit computer covering conversion errors and connection errors of
RPM Mode Engine torque limit input/output units.
In RPM mode the EGS 2000 will maintain constant shaft speed even in rough Index MAX (The maximum index set by use of this function) • Power source supervision including internally generated direct
weather with small fluctuations imposed from the weather. current supply voltages and battery supply
If the actuator index demand is limited for any of the above reasons, then the • All types of Gamma computer memory circuits as well as the
POWER Mode condition will be indicated on the LCD display of the EGS 2000 control unit. CPU function are supervised
In Power mode the EGS 2000 will maintain approximately constant shaft The index will be limited to zero whenever a STOP or SHUTDOWN signal • Alarm released for EGS 2000 subject to test
power. This gives optimum engine performance in moderate to rough weather is active.
• Alarm for illegal parameter set up in the Gamma computer
conditions.
• Alarm for VIT option safety limit active

If a cable failure occurs in any monitored connection between the EGS 2000 Readjustments of the VIT System During Service The program is designed so that any increase of rpm within the program will
and the environment to which it is connected, this will be indicated on the Due to variations in fuel quality and wear to the fuel pumps it may be necessary follow the outlined limitation curve, i.e. the maximum acceleration is 1% of
control unit LCD display in the alarm list and an alarm will be given. Generally, to adjust the maximum pressure Pmax, when the ship is in service. the specified 100% rpm for each 3 minutes.
no change will occur in engine operation. Certain special cases exist, however,
where a change is needed for reasons of engine safety. Before the adjustment is carried out, indicator diagrams must be taken covering The load down functions in a similar manner to the running up situation with
running conditions in the area above the breakpoint. individually adjustable parameters.
A circuit exists within the EGS 2000 which monitors the operation of the
Gamma computer for computer hardware failure. If an error is detected, then The load program is cancellable, i.e. included with the load limit cancel
It will then be possible to adjust Pmax by changing the value of Poffset by the
the actuator will immediately be blocked, an EGS malfunction alarm given function of the EGS 2000. If the load down function is included and active,
same amount as Pmax is to be adjusted.
and all program execution terminated. If an error is detected during the start- when the load program is cancelled the resulting speed setting command
up procedure, the EGS 2000 will not start, the actuator will be blocked and an follows the control handle’s RPM speed setting command; if this is smaller
The new adjustments can be checked by taking new indicator diagrams.
EGS malfunction alarm will be given. than the load program’s low limit, the resulting output of the load program is
the low limit.
Cancellation of the VIT Function
Additional EGS 2000 Features
It is possible to cancel the function of the VIT system by setting the injection Hour and Revolution Counters
Variable Injection Timing (VIT) timing to zero (late injection, low maximum pressure in cylinder). This is done
from the keyboard of the control unit. The hour and revolution counters as well as their associated trip counters, can
The Variable Injection Timing (VIT) system is developed to fulfil the
be observed and adjusted from the control unit. These functions comply with
requirement of keeping the cylinder maximum pressure Pmax constant in the
the counter definitions of the Universal Control System UCS 2000 and can
high load range to save fuel.
Lubricating Oil Dosing (LOD) therefore be remotely controlled from the UCS 2000.
This is achieved by a mechanism which automatically adjusts the timing of
fuel injection, such that the maximum pressure Pmax is kept constant as the The LOD system offers a binary signal which can be used for activation
engine load is reduced from 100% down to a pre-specified part load, known as of an increased amount of LO for the cylinders of the main engine based
the breakpoint (about 80% 0f MCR). on significant changes in the actual fuel pump index. This binary signal is
maintained for a certain period of time, after the change in the fuel pump index
The electronic control by the EGS 2000 is only active during remote control has taken place
when running in the ahead direction. During manoeuvring, astern running and
emergency control, the control is taken over by a pneumatic system at the The criterion for extra lubrication of the cylinders is specified as the minimum
engine. ramp, which, regardless of the sign, just requires the extra lubrication to be
made, i.e., uploading or downloading the engine by a certain percentage fuel
There is no cable supervision for the analogue output signal operating the index during a period of time will trigger the request for extra lubrication of
variable injection timing. A failure message at the control unit causes an the cylinders. If a larger change in fuel index takes place or the change takes
external EGS alarm, when illegal parameters are entered for the V1T system place faster than the prescribed time period this will also result in the request
from the external de-bugger. The alarm text is VIT SETUP ERROR. for extra lubrication. Extra lubrication will be active as long as the LOD level
is above 100% and the time-out given by the timer will start the instant that the
In the event of manual cancellation of the VIT control, running astern, being in LOD level passes below 100%.
a STOP or SHUTDOWN situation, having a general BLOCKED situation for
the actuator or a cable failure to the scavenging air pressure signal, the output The Load Program
signal for the I/p-converter is set to the minimum value.
Normal Function of the Load Program
In the event of a system failure within the EGS 2000 causing the 80186 CPU to The RPM load programme system ensures that load up and load down of the
go into a HALT situation, the output to the I/p-converter will drop to 0mA . engine is carried out over a certain period of time.
The RPM load program limits acceleration during running up of the main
engine. The load program is active in the range from 90 to 100% of the
specified 100% rpm for the engine. Running up from 90 to 100% rpm takes
place in a minimum of 30 minutes and is only active when both the speed
setting command and the actual rpm have reached their limit.

2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.3 Sootblowers
2.2.4 Medium Pressure Steam System
2.2.5 Low Pressure Steam System
2.2.6 Economiser
Illustrations
2.2.1a Auxiliary Boiler
2.2.2a Boiler Local Control Panel
2.2.3a Economiser Sootblower Control Panel
2.2.4a Medium Pressure Steam System
2.2.5a Low Pressure Steam System
2.2.5b 6kg/cm2 Steam System

Illustration 2.2.1a Auxiliary Boiler
Atomising Steam Valve Main Fuel Valve
Burner/Air Casing
Steam Outlets Safety Valves
Ignition Burner
Insertion/Retracting Atomising
Cylinder Air Line
Steam Space
Outlet Box
Membrane Wall
Generating
Furnace Main Burner
Tube Bank
Ignition Burner
Boiler Burner
Water Drum
Manhole

2.2 BOILERS AND STEAM SYSTEMS the furnace consists of gas tight polygon shaped membrane walls. The water being used as the steam/water receiver with the economiser working. The shut-
wall of tubes receives radiant heat from the combustion flame and this prevents off valves should be closed when the boiler is not in use.
2.2.1 GENERAL DESCRIPTION burning of the boiler shell. The generating tube bank consists of vertical pin-
tubes arranged in a staggered configuration, the pins acting to improve the heat
Water Level Gauges
The steam generating plant consists of two Aalborg auxiliary oil fired boilers conduction from the combustion gases to the water in the tubes. The flue gas
and one exhaust gas economiser. passes through the deflected tubes at the bottom of the screen wall, and then Two local water level gauges are located at the aft side of the boiler, each gauge
upwards through the generating tube bank and out through the smoke outlet being provided with two shut-off valves and a drain valve. The pipes from the
The steam demand of the vessel in port is met by one or both of the boilers box. Downcomers connect the steam drum with the water drum and these drain cocks on the water level gauge lead to an open drain and are visible for
depending on the operating conditions at the time. At sea the steam demand promote water circulation. inspection.
is met by the exhaust gas economiser but this may be supplemented by one of
the boilers in the event of high steam demand or low economiser output due to The bottom tube plate is covered with a coat of insulation refractory and above Blowdown Valve
manoeuvring/slow steaming etc. that with a castable refractory.
Two blow down valves of the shut-off/non-return type are mounted at the
Entry to the furnace is possible through the access door at the bottom of the bottom of the boiler body. The shut-off function is for security and the non-
Auxiliary Boiler furnace. Further inspection to the generating tubes is possible through the return function prevents steam/water from flowing into an empty boiler by
Maker: Aalborg Industries inspection door at the bottom of the furnace as well as the access door provided mistake.
No. of sets: 2 on the flue gas outlet box. Inspection of the generating tubes is also possible at
the inspection door provided in the middle of the pin element section. Air Valve
Type: Oil fired vertical smoke tube marine boiler
Model: Mission OL model 25000 The air/ventilation valve located on top of the boiler is a shut-off valve. It
Evaporation: 25,000kg/h Boiler Mountings is normally closed except when the boiler is being filled, being completely
drained or when steam is being raised. The end of the drain pipe from the air
Steam condition: 16.0/7.5kg/cm2 saturated steam at 203°C
The following boiler mountings are fitted. valve is visible so that it can be observed when water or steam is coming out.
Feed water temperature: 90°C
Fuel oil: HFO up to 700 cSt at 50ºC
Safety Valves Scum Valve
Atomising steam: 7.0kg/cm2
Two safety valves are fitted to the pressure vessel of the boiler at the steam The scum valve is a double valve arrangement. In the event of scum in the
drum. They are installed to prevent the boiler pressure from rising above the boiler, this scum can be blown off from the water surface by opening these
Auxiliary Boiler Description design value. Waste steam pipes are fitted to the safety valves and these are valves. The ship side blowdown valves must be opened before the scum valve
provided with drains to prevent condensate build up above the valve. is operated.
The boilers are of the vertical, two-drum type, top-fired and equipped with a
steam atomising burner. The burner local control panel and all of the relevant Main Steam Valve Sample Valve
boiler mountings are mounted on top of the boiler. The control system provides
fully automatic operation of the boiler and the steam atomising burner. The main steam valve is a screw lift valve with a non-return flap style valve A sample valve is installed enabling connection to the boiler water sample
located just downstream of it. When closed, it isolates the boiler from the cooler in the engine room workshop. This is used for taking test samples
The steam drum is cylindrical with two flat plates of equal thickness which are main steam line. When open, it prevents steam from flowing backwards into to evaluate the condition of the boiler water and to determine the type and
mutually connected by vertical solid stays. The steam drum is furnished with the boiler. quantity of feed water treatment required.
the necessary internal fittings to ensure an even distribution of the feed water
and to ensure a sufficient dryness of steam. The burner cone in the furnace Bypass or Warming Through Valve Inspection Hole
opening is an integrated part and so no refractory is provided in the top of the
The bypass valve is a shut-off valve. This valve equalizes the pressure between Two small inspection holes are provided in the furnace wall to enable
furnace. Manholes are placed in the steam and water drums, the drums having
the boiler and the steam system when the main steam valve is closed and it inspection of the burner flame. A proportion of the air supply is bled off from
sufficient space for inspection and maintenance. Water drum design is similar
is also used to allow for warming through of the steam lines before the main the burner fan to cool the window of the inspection hole, and to prevent soot
to the steam drum, the water drum being located at the bottom of the boiler and
steam valve is opened. deposits building up.
connected to the steam drum by means of generating tubes and downcomers.
The foundation the boiler consists of four supports, one as fixed foot and the Feed Water Valves Inspection Door
others designed to allow for thermal expansion. The boiler is provided with two inspection doors to enable inspection of the
Two groups of feed water valves are provided in the boiler. Each group
comprises a shut-off valve and a non-return valve. The shut-off valve in the generating tube bank.
Both the furnace and the generating tube banks are located asymmetrically and
main group must be open when the boiler is in operation under oil firing or
are separated by the screen wall of vertical water tubes. Besides the screen wall

Manhole low/high steam pressure and alarm/burner cut-off for high Valve Positioner
Manholes placed at the boiler top and boiler bottom allow access to the steam steam pressure. Furthermore, the signals are used to control the The electronic pneumatic valve positioner unit (SIPART PS2 6DR5000) is
and water drums for internal inspection. start/stop and modulation set point of the burners both in low used as the final control element of the pneumatic linear feed water regulating
and high pressure mode. The signals from the transmitter are valve actuator. The positioner converts a current signal output of between 4
also used to control the master/slave operation. and 20mA from the process controller into a corresponding movement. The
Access Door
positioner changes the pressure in the actuator chamber until the position
Access to the furnace is possible through the access door placed at the bottom Water Level Control corresponds to the set point value.
of the furnace.
A modulating system of water level control is employed in these boilers. For
Comparison of the set point and the actual value takes place electronically in a
measuring and control of the water level in the boiler a differential pressure
Drain for Furnace micro controller. If the micro controller detects a deviation, it uses a five-point
(dp) water level transmitter unit is used. This device has reference and variable
switch procedure to control the piezo-electric valves, which in turn regulate
The furnace bottom is provided with a socket for draining the washing water legs, mounted on the steam drum, which connect to the dp transmitter via
the flow of air into the actuating chambers. When connected in a two-wire
used during boiler tube cleaning operations. a valve manifold which allows connection to be shut off if required. The
system, the SIPART PS2 draws its power exclusively from the 4 to 20mA set
output from the dp transmitter is processed by the control system allowing for
point signal.
regulation of the feed water valve and activation of alarms if necessary.
Heating Coil Valves
If a large deviation arises between the set point and the indicated operation
A steam heating coil is fitted in the boiler water drum that is fed from the A float level switch supervises the water level in the boiler and provides a low
position, the actuator travels continuously due to a sustained current output
7.5kg/cm2 engine room steam main. The coil is used to maintain a suitable water level signal for cut out of the burner.
from the positioner (high-speed zone). Within the zone of moderate system
temperature in the boiler when the waste heat economiser is operating to
deviation (shortstep zone) travelling occurs in impulse sequences of minimum
enable the auxiliary boiler to be brought into service quickly should the need Feed Water Control Valve length. The pulses affect differences in the pressure of the actuator chamber
arise.
There is a high and low feed water demand valve on each boiler. The feed and consequently initiate an adjustment. No positioning signal is output in the
water control valves have a valve plug of parabolic form and the fluid case of a small control deviation (adaptive or variable dead zone).
Boiler Controls flow direction is against the closing direction. The valves are actuated by a
The Gauge Board pneumatic actuator which is mounted above the valves and which are regulated Steam Atomising Burner
by a signal originated at the water level dp transmitter.
The function of the gauge board is to control the burner and to give warning Burner
and alarm for low and high steam pressure. The following items of equipment
Pneumatic Actuator, Type DP Model: KBSD 1900
are fitted to the gauge board:
Type: Steam atomising, modulating
• A pressure gauge which gives a reading of the actual steam The pneumatic linear actuator is designed to be mounted directly on the control
pressure in the boiler. The pressure gauge is located on the local valve. The pneumatic actuator converts positioning command signals into
control panel. stem thrust forces. The required back setting force is produced by the spring The steam atomising burner is capable of burning both diesel oil and heavy fuel
arrangement inside the actuator. The rolling-diaphragm produces linear spindle oil. As the burner is a very vital component of the boiler plant, the operating staff
• A pressure switch for high steam pressure which activates an movements over the complete stroke should be thoroughly instructed with regard to the operation of the equipment
alarm and cuts off the burner when the steam pressure rises and the safety regulations. This is due to the fact that burner problems are often
above the preset point of 17.8kg/cm2. When activated the caused by incorrect burner operation. With frequently occurring burner faults,
pressure switch locks the burner in stop mode. Operation of the Pneumatic Connection
the nearest service centre should be consulted. To ensure a safe and reliable
burner is then only possible when the steam pressure falls below The air supply is dry and at ambient temperature. The pneumatic supply function of the burner it must be inspected at least once a year, in addition to
the differential set point of the pressure switch and the alarm is tube is connected to the diaphragm housing. If the air supply fails the stem the normal maintenance intervals. The inspection should be carried out by a
reset. is automatically returned into the original position caused by the inserted representative of the supplier or by another competent and qualified person.
• A pressure transmitter connected directly on the boiler springs.
which converts the actual steam pressure of the boiler into The burner is a steam atomising burner for modulating operation. The burner
corresponding electric signals. The signals are used to give WARNING is capable of burning both diesel oil and heavy fuel oil. The burner system
warnings for low/high steam pressure and alarm/burner cut off The actuator diaphragm may only be pressure loaded on the side consists of the burner unit, combustion air fan, and supply systems for oil,
for high steam pressure. opposite the springs. The vent hole in the other connection must remain steam, and combustion air. The burner unit is mounted on top of the boiler and
open. connected to the combustion air fan via an air duct. The design of the KBSD
• A pressure transmitter is located in the main steam line. The
burner ensures that the flame is kept highly stable at all loads. The KBSD
transmitter is common for both boilers and converts the actual
burner can provide inert gas at low loads and it has a large turn down ratio.
steam pressure in the common steam line into corresponding
electrical signals. The signals are used to give warnings for

The Wind Box After the ignition period has expired, the ignition burner is purged with air and at the desired value by means of a motorised flow control valve, a single loop
The wind box, shaped as a spiral, in combination with the radially functioning drawn back again. PID-controller, and a temperature transmitter. The atomising steam is supplied
swirlers ensures a uniform air distribution in the burner register as well as in the through a motorised control valve. The steam pressure is kept constant at high
furnace allowing for stable fuel combustion. The wind box design minimises The diesel oil is supplied by a gear type ignition oil pump, which only operates burner load, but at low burner loads, the steam pressure is reduced.
the combustion air pressure loss between fan and register. in the ignition mode. The pump operates at between 7 and 14kg/cm2.
Both steam and compressed air can be used for atomisation of the fuel oil but
ordinarily steam is used. Atomisation of the fuel oil by compressed air should
The Burner Register The Flame Failure Equipment
only be used during cold start-ups, when burning MDO or due to failure of the
The burner register is the duct between the wind box and the furnace. The Flame failure during light up and normal operation is detected by photoelectric steam supply system.
burner lance with atomiser, flame stabiliser, and ignition burner are placed cells mounted on the burner unit and coupled to an amplifier mounted inside
in the burner register. For maintenance and inspection purposes the burner the local control panel. Upon loss of the main combustion flame, the flame
Steam Atomising System
lance can be dismounted separately from the top of the wind box. This makes failure equipment will automatically shut down the burner.
replacement of the atomiser very easy. The flame stabiliser is designed to create Atomising steam may be supplied directly from the boiler steam drum or from
an internal recirculation of hot gases which provides the continuous ignition of the 16kg/cm2 system. From the supply line, the atomising steam flows through
Burner Supply Systems the steam regulating valve, a water separator, the pneumatic shut-off valve,
the oil and thereby stabilises the flame resulting in less pulsation.
and the stop valve to the burner lance. The steam pressure is controlled by the
This section describes the burner supply systems in general terms together with regulating valve and is kept at a constant level at high burner load, but at lower
The Atomiser some of the requirements needed to have a safe and reliable burner operation. burner loads, the steam pressure is reduced by the control system.
The burner and the oil system are designed for both diesel oil and heavy
The burner lance contains the Y-jet atomiser, in which steam and fuel are fuel oil operation. The burner supply systems consist of a fuel oil system, a
mixed and ejected. This oil mist is then mixed with combustion air, and During normal stop of the burner, the lance is purged with steam. The
steam atomising system, a combustion air system, an ignition system and a pneumatic shut-off valve opens, and the remaining fuel oil in the lance will be
the combustion is completed. The requested oil capacity of the burner unit compressed air system (for air atomising when burning MDO and for pourging
determines the number and bore of discharge ports in the atomiser. The oil atomised into the furnace. The combustion air fan, which also operates during
the fuel system). this period, purges the furnace for the unburned ejected oil/steam mist. The
flow regulation is based on flow measurements, and therefore the oil pressure
is of little importance to the atomisation quality. As a consequence of this, the pneumatic shut-off valve is closed after the end of the purge period.
atomisation quality does not vary over the burner turn down range even with Fuel Oil Supply System
the oil pressure operating between 2 and 25 bar. If atomising steam is not available compressed air can be used as atomising
The fuel system is described in section 2.6.3.
medium (eg at start-up) and is supplied via the air stop valve. Compressed air
for atomising should only be used with HFO if steam is not available but it
Safety Oil and Atomising Systems must always be used when burning MDO.
All safety equipment such as flame sensor equipment and correcting elements The atomising medium and oil are supplied from valves through flexible hoses
may only be replaced by qualified personnel. If any unexpected plant behaviour, to the burner lance. Compressed Air System
deterioration or similar event should occur giving rise to any reasonable doubt
as to the continued safety of the plant, the matter should be reported at once to See section 2.10 for a more detailed description of the air supply systems.
The automatic shut-off valves, recirculation valve, solenoid valves, and the
Aalborg Industries for their advice. rest of the necessary burner mountings are all fixed on the wind box. All
The compressed air system to the boiler supplies atomising air for the main
shut-off valves are standard ball valves and the automatic valves are with
burner should steam not be available or when burning MDO. Control air is
WARNING electric/pneumatic actuators. The arrangement of the components on the
also supplied to the boilers for controlling the FO valves and the feed water
Repair of any of the safety components is NOT permitted. Failure to burner is made as simple as possible. The oil flow control valve is fitted with
regulating valves. Control air is also used for control of the sootblowers and
comply may result in serious injury. a pneumatic converter/positioner. To obtain a very accurate regulation of the
the burner unit.
oil flow, which is very important for a large turn-down ratio, the valve is also
fitted with an adjustable Valve Characteristic (Cv) function. This Cv-adjuster
The Ignition Burner makes it possible to adjust the pressure loss coefficient of the valve whereby Combustion Air System
The ignition burner is a separate diesel oil burner with its own oil supply the oil flow regulation can be optimised to each single installation. The oil flow The combustion air system supplies air to the burner according to the demands
system. It operates on the principle of mechanical pressure jet atomisation. is measured by a screw-type flow meter. of the control system. The draught loss of the burner air register is measured
The ignition burner is retractable and inserted/drawn back by an air servo by a differential pressure transmitter, which converts the signal to a flow signal
cylinder. Both in automatic and emergency operation mode the ignition burner The fuel oil pressure control loop includes a motorised control valve to ensure used by the control system for automatic air/oil ratio control.
is fully automatic. When the burner is started, and the ignition sequence step the correct pressure at the fuel oil inlet of the burner, and thereby providing
is reached, the ignition burner is moved into position by means of the air a larger turn-down ratio of the control valve. A single loop PID-controller The combustion air is supplied by a directly driven centrifugal fan. The fan is
servo cylinder. The diesel oil flame is ignited by an electric spark between and a standard 4-20mA pressure transmitter ensure optimum and accurate mounted on a common bed frame with motor, inlet vanes and servo-drive unit.
two electrodes which are connected to a high voltage ignition transformer. functionality. The fuel oil temperature before the burner inlet is kept precisely The fan impeller inside the spiral housing is mounted directly on the motor

shaft. The air flow to the burner is regulated by inlet vanes mounted on the Diesel Oil Mode Low Pressure Mode
fan suction side. The inlet vanes are of a multi-blade design and regulated by a A description of the pipeline set-up required for MDO operation may be found As with the high pressure mode, low pressure operation can be selected from
servo-driven unit comprising an air cylinder and an I/P positioner. in section 2.6.3 of this manual. either the local control panel or from the control position at the machinery
console in the cargo and engine control room. When operating in this way
Flame Detector The boiler will normally only be operated on MDO when flashing up from cold the control system regulates the burner load and limits the burner’s maximum
with no steam supply available; in this case atomising air is used. Steam should setting.
The flame detector is used for supervision of yellow burning oil flames. If
not be used for atomising purposes when burning MDO.
the photocell detects a missing flame, the burner stops immediately. It is not
When switching from high pressure to low pressure operation, the burner will
possible to start the burner before the control system has been reset. With this
stop and the pressure in the boiler will start to fall. The excess steam in this
type of detector, the radiation of the oil flame in the visible band of the light Heavy Fuel Oil Mode
mode will then be dumped and condensed in the atmospheric drain condenser.
spectrum is used to generate a flame signal. The light-sensitive element is a A description of the pipeline setup required for the HFO operation of the boiler The system pressure will then be regulated as described previously.
selenium photocell. When illuminated, it generates DC voltage which causes can be found in section 2.6.3 of this manual.
a current to flow to the input of the flame signal amplifier in the control unit.
Hence, the selenium photo cell is an active detector. Inert Gas Mode
Steam atomising will be used at all times when the boiler is operating on
HFO. The boiler plant is designed so that good quality inert gas can be provided from
Burner Operating Instructions its exhaust.The inert gas mode can be selected from the control position at the
machinery console in the cargo and engine control room and when selected,
Automatic Mode
The following section describes the normal burner operations with regard to the burner will be forced to start if it is not already running. The burner load
preparation for start-up on the selected fuel type, normal start/stop, change of The control system automatically starts, stops, and regulates the burner during will then ramp up until the minimum inert gas load is reached. If the steam
fuel, etc. The boiler, burner, control system and additional equipment for the normal boiler operation. When the steam pressure is below the set point for pressure in the common main is below the minimum burner setting, the burner
boiler plant will have been set up during the commissioning stage. operation, the burner commences the start-up sequence. If the main steam will continue to ramp up until the supply can meet the demand. If however the
valve and warming through valve are closed, the burner operates in minimum steam pressure is above the burner minimum setting, the burner will hold its
Descriptions firing position after start-up until the differential pressure between the boiler minimum inert gas setting and the excess steam in the system will be dumped
In the following sections various operating procedures are described such as: and the main steam line is within the set point for which modulation free mode into the atmospheric drains condenser.
is allowed. When the pressure in the boiler and the pressure of the main steam
• Diesel oil mode line are equalised the burner operates in modulation free mode. In inert gas mode the normal set point for stopping the burner is inactive and
• Heavy fuel oil mode the burner can only be stopped by receiving a stop signal from the inert gas
In modulation free mode, the control system attempts to maintain the steam plant or a high steam pressure shutdown alarm. If the minimum inert gas load
• Automatic mode
pressure at the desired set point by regulation of the burner load. The burner set point is adjusted in the control room during operation, the burner load will
• High pressure mode can be regulated through the complete load range from minimum firing load adjust to this new set point.
• Low pressure mode to full load. However, should the steam demand decrease below the minimum
firing load of the burner, the steam pressure will increase to the set point for
• Inert gas mode Manual Mode
burner stop. The burner stops and remains stopped until the set point for burner
• Manual mode operation is reached again. In manual mode, the boiler can only be started from the local position but the
start up sequence is still automatic and controlled by the boiler’s system. After
• Change from diesel oil operation to heavy fuel oil operation start-up, the desired load conditions have to be controlled by the operator and
High Pressure Mode
• Change from heavy fuel oil operation to diesel oil operation in this mode the burner can only be stopped by the operator or a shut down
Boilers may be selected for single operation or in a master/slave formation; the signal. The automatic regulation of the burner is therefore switched out in the
• Change of operational heater master boiler will operate to supply steam as required and the slave boiler will manual mode.
• Change of heavy fuel oil bunker type be maintained under pressure ready to be fired in order to provide additional
steam should the master boiler not be able to maintain pressure due to the
• Prolonged stop
steam demand. Boilers may be selected for operation in high pressure or low
pressure mode. The high pressure mode can be selected on the local control
panel or from the control position at the machinery console in the cargo and
engine control room. When this mode has been selected the boiler will increase
pressure until the modulating set point has been reached. When this has occured
the steam pressure will be controlled by the regulation of the burner.

Change from Diesel Oil Operation to Heavy Fuel Oil Operation Change of Heavy Fuel Oil Bunker Quality f) Open the root valves for all instruments and controls connected
The procedure for changing over from MDO to HFO has been described in If the heavy fuel oil bunker quality is changed and the calorific value of the oil to the boiler.
section 2.6.3 however, when changing over to HFO operation, the following changes, the air/fuel ratio should be adjusted to obtain the correct combustion
points must be observed: data. This is done by changing the correction factor of the air/fuel ratio on the g) Open the vent valve of the steam drum.
local panel.
a) To avoid damage to the oil pumps, the viscosity of the oil in the h) Open all pressure gauge valves and check that all valves on the
heavy fuel oil tank should not exceed 380cSt. If necessary, the pressure gauge piping are open.
Prolonged Stop
oil tank should be heated.
When the boiler plant is to be stopped for a long period of time, the oil system, i) Check that the main steam valve, bypass valve, scum valve and
b) Care must be taken to avoid a continuous heating of the including the heaters, should be flushed with MDO and the trace heating must blowdown valves are closed.
recirculated diesel oil when the burner is in stop mode during be switched off.
the changeover period. j) Open the feed water valves and the air valve. Fill the boiler with
distilled water to approximately 50mm below normal water
Procedures for Boiler Starting and Stopping level. The water level rises due to expansion when the boiler
Note: When the fuel type is changed from MDO to HFO, an alarm for low oil is heated (this is known as swell). If the temperature difference
temperature may arise. If the burner is in operation, it will shut down due to between the boiler and feed water exceeds approximately 50°C,
Note: It is essential that the operator of the boiler plant understands
this alarm. To prevent burner shutdown, the set point for low oil temperature the boiler must be filled very slowly.
thoroughly the operating instructions of the burner and the control panel. The
can be temporarily decreased in the control system.
boiler operating manuals provide full details of the burner and control panel.
To ensure a safe and reliable operation of the boiler plant, all operation and/ Note: When filling a boiler which is not under pressure, the shut-off valve
c) Select one of the heaters for operation. The other heater should
or maintenance of the boiler must be carried out only by skilled personnel after the feed water pump must be throttled.
be in standby mode.
who know the boiler plant thoroughly.
d) Check that the tracing systems for the oil system and the burner k) Check the water level in the water level gauges. Check frequently
When the boiler is started, the firing rates advised by the manufacturer must during the start up process. The water level gauges should be
unit are operational. Care must be taken to avoid supplying trace
be strictly observed to prevent overstrain of the boiler material by quick and blown down several times to ensure a correct indication.
heating to sections of pipes which are closed at both ends.
uneven temperature rises. It might be necessary to perform a number of start
and stop sequences during the raising of steam from a cold boiler condition. l) Check that the water level control system is connected and
e) Check the heavy fuel oil temperature. The viscosity of the oil at
The boiler is provided with a steam heating coil in the water drum to maintain a operational.
the atomiser should be between 15-20cSt.
temperature when the boiler is not in operation. This ensures that the auxiliary
boiler is always available for steam generation. m) Check the fuel oil system and start the fuel oil supply pump.
Change from Heavy Fuel Oil to Marine Diesel Oil Operation The boiler will be initially flashed on diesel oil as there will be
A description of the pipeline set-up required for MDO operation may be found no steam available for HFO heating (see section 2.6.3)
Procedure for Preparing the Auxiliary Boiler for Starting from
in section 2.6.3. Cold n) Check the burner and the safety functions.
When changing over to MDO operation, the tracing steam should be turned off a) All foreign materials must be removed from the internal
on the supply pipework. pressure parts. Procedure for Flashing up the Auxiliary Boiler from Cold and
Raising Steam
CAUTION b) All gas side-heating surfaces must be clean and all the refractory
The heating of diesel oil in the pipework system must be avoided. in good condition. a) Start the burner on manual control and on low load. Check that
the water level does not rise too high during the pressure rising
c) The furnace bottom and the burner wind box are to be clean of period. Drain water from the boiler via the blowdown valves if
Change of Heater
oil and other debris. the water level is too high.
When changing the HFO heater, care must be taken to ensure that the flow
of HFO to the burner is maintained. It is also important to ensure there d) Ensure that all personnel are clear and all manhole covers are Note: The boiler may be started in automatic mode when it is in a warm
is an adequate supply of steam to the heater to maintain the correct fuel securely tightened. condition or even from cold, however, if any boiler maintenance has been
temperature.
carried out it is good practice to start the boiler from cold in manual mode in
e) Inspect the safety valves and see that the gags have been order that checks may be carried out as the boiler comes under pressure.
removed and the easing levers are in good condition.

b) Close the air valve when only steam blows out. A pressure Boiler Emergency Shutdown i) Check and align the burner if necessary.
reading should be indicated on the boiler pressure gauge before The boiler must be taken out of service immediately if:
the air valve is closed. j) If the boiler is shut down for a long period of time, the tubes
• Parts of the boiler show signs of overheating. must be thoroughly cleaned.
c) Check all covers such as manholes, hand holes, inspection
doors, etc. during the pressure rising period. If required, check CAUTION WARNING
all flange joints on the plant. The classification society and statutory authority must be informed, It is of extreme importance that the boiler is NOT operated without
and the boiler must not be used until approval from these authorities is water supply when the oil burner is in operation. Boiler damage and
d) Change the burner to automatic control when the boiler pressure available. danger to personnel will result.
is 0.5 bar lower than the working pressure of the boiler.
• Substantial loss of water is noted
e) Open the bypass valve slowly to heat up and pressurise the • The feed water system is unable to provide the necessary
steam system. Drain valves on the steam pipes and on steam amount of feed water, eg due to failure of feed pumps or the
headers must be opened to remove condensate when the steam feed system
lines are warming through.
• The safety valves cannot function
f) Slowly open the main steam valve and close the bypass valve. • Sudden cracks or damage are noted in the refractory, and if
steam or moisture is coming out of the casing
g) Open the valves to the steam consumers carefully in order to • Oil in the feed water is detected
avoid water hammer in pipes.
If an emergency shut down must be carried out, the fuel supply should be
h) When the boiler is in normal operation, check that the water stopped. The main steam valve should be closed gradually, and the boiler must
level control system and the gauge board functions are fully be cooled. The safety valve easing gear must not be operated.
operational.
Stopping the Boiler for Repair or Inspection

Procedure for Stopping Operation of the Auxiliary Boiler
Boiler Normal Shutdown a) Clean the boiler of soot by using water washing.
If necessary, the boiler can be shut down at any load without special
b) Operate the burner for at least 15 minutes after the soot removal
preparations.
to dry out the remaining water.
Note: When the boiler is shut down sudden temperature and pressure drops c) Stop the boiler as described for normal boiler shut down.
should be avoided as they might expose mountings, pipelines and the boiler
plant to damaging temperature gradients. d) Check the furnace and the pin tubes for deposits and damage.
a) When minimum load is obtained, stop the burner. e) Empty the water from the boiler and clean it. Check for signs of
limestone deposits.
b) Keep the water level at normal level until the boiler stops
producing steam. f) Check and clean the outer fittings. Change joints and valve
packings where required.
c) Stop the feed water pump and close the feed water valves.
g) Clean the feed water tank and feed water pipes. If the composite
d) Close the main steam valve. boiler is in use this procedure need not be undertaken unless
there is evidence that the feed tank has become contaminated.
h) Clean and grease the bearings of the motor, pump and air supply
fan.

Illustration 2.2.2a Boiler Local Control Panel
ON SET
AUT
ALARM
RESET OFF
Manual increase of the burner load. This Entering of different menu items for
facility is only available in manual modification of settings, parameters,
operation mode. Or manual increase of other SET etc. Password entering is required
remote control settings = 1. when this soft key is used.
Manual decrease of the burner load. This Moves further out of a branch in the
facility is only available in manual menu structure and changes digit
operation mode. Or manual decrease of other position towards the left.
remote control settings = 1.
Selection between automatic and manual

Move further into a branch in the
operation mode. The yellow LED above menu structure and changes digit
AUT the soft key shines in manual operation
position towards the right.
mode.
Acknowledgement of warnings and alarms.

Low frequent flashes on the red LED above
ALARM the soft key indicate warnings, and high Moves upwards in the menu structure
RESET frequent flashes indicate alarms / burner and increases to a higher value.
shutdown.
Starts the burner in manual operation mode.

The green LED above the soft key flashes. Moves downwards in the menu structure
ON When a feedback signal for combustion air and decreases to a lower value.
fan running is received, the LED shines.
Stops the burner in manual operation mode.

OFF The green LED above the "ON" soft key is
switched off simultaneously.
Display for surveillance of operation,

servicing, and modification. The display
is a 4-line display with maximum 20
characters in each line.

2.2.2 BOILER CONTROL SYSTEMS display. During normal operation, the entering or modification of parameters Low Pressure Mode
or settings should be performed from the local panel. This is possible because The boiler operates in a similar way to the high pressure mode but the
all panels included in the plant are connected via the cable (RS485) network. maximum load on the burner may be reduced by adjusting the settings in the
Introduction
control system. This mode can be selected from either the local panel or the
The boiler control system is designed to provide safe and functional operation PC Based Monitoring System boiler PC in the CECR.
of the auxiliary boiler plant both at the boiler side(s) and from the machinery
console in the cargo and engine control room (CECR). There is a local control The control system is provided with a PC with graphic user interface, which is Inert Gas Mode
section for each boiler, a common power section and a PC based control and installed in the machinery panel in the CECR. The RS485 network connection
monitoring system in the CECR. enables the PC based monitoring system to retrieve data from the control The boiler plant is designed for the production of inert gas of acceptable quality
panels in the system and present the complete boiler plant on the PC display. when required. When inert gas mode is selected the boiler burner is forced to
This means that active control of the boiler plant can take place from the start and ramp up to the minimum inert gas load. If the steam pressure falls
Local Control Section keyboard trackball. All parameters, settings, etc. can be controlled from the below the set point the burner load will follow the steam pressure requirement.
PC and downloaded to the control system. However, if the steam pressure regulator sets the burner load below the
The local control section contains the local panel, communication interface, minimum inert gas load the burner load is maintained at the minimum inert
relays, flame monitoring equipment, water level control equipment, switches The graphic user interface is programmed in the standard windows environment gas load and excess steam is dumped. Inert gas mode may be selected with
for emergency operation, etc. The power supply is from the common power with traditional windows pull down menus to provide access to alarm lists as the boilers operating in master/slave mode or in a stand alone role. If the slave
section. well as swapping facilities between the different pictures designed to present boiler is not selected for inert gas mode but the master boiler is, the minimum
the complete system. Pop-up mimic diagrams enable the operator to start and load for the slave boiler burner will be the minimum inert gas load. Inert gas
The local panel, shown in illustration 2.2.2a, and the power panels are stop boilers or to change steam pressure set points, etc. A password system operation is possible in both high pressure and low pressure modes but the
constructed as a computerised control and monitoring system. From the local provides the logged-on user with permissions/restrictions and ensures that no maximum burner load will be limited in low pressure mode by settings in the
panel all operations of the boiler plant can be performed. parameters can be changed by unauthorised personnel. control system.
The local control section is located on the boiler. This provides the operator Manual Mode
with a clear view of the boiler operation. The complete boiler system can be Operating Modes
operated from the local panel with or without the PC system in service. By use The boiler plant may be operated in one of a number of different modes, When manual mode is selected the burner can only be started by the operating
of the soft keys placed to the left of the display, the burner can be operated selected to suit the steam requirement conditions. In automatic mode the boiler engineer at the local panel. During the start up the burner sequence is controlled
in manual mode, and alarms/warnings can be acknowledged. The soft keys plant may also be operated in high pressure or low pressure mode with the automatically by the control system but after start up the load setting must be
placed to the right of the display give access to the menu structure. The actual boilers being selected as the master boiler and the slave boiler. In manual mode made manually. The stop set point is inactive when in manual mode and the
menu levels or menu item lines are displayed on the four line liquid crystal the boilers may be operated independently or simultaneously. In addition one burner must be stopped manually.
display (LCD). boiler may be operated in manual mode at a fixed load whilst the other boiler
is operated in automatic mode. Mixed Manual and Automatic Modes
Access to a number of different parameters, settings, etc. is limited by the
This mode allows one boiler to be operated in automatic mode and the other
requirement to enter a password. This secures the operation from unintentional
Automatic Mode boiler to be controlled manually. Steam pressure in the main steam line is only
or unauthorised entering and modification, which might cause damage to the
The control system will automatically start, stop and regulate the burner to maintained by the automatic boiler and the manual boiler must be manually
boiler plant. The password routine is divided into two steps. The entering of
maintain the desired steam pressure. If the main steam valve and warming fired to have any influence on steam generation.
the common user password provides access to the most common menu items,
and the super user password, which is only known by Aalborg Industries, through valve are closed the burner operates in minimum firing position after
provides access to the more vital functions. Settings for equipment common to start up until the pressure differential between the boiler and steam main are Master/Slave Mode
both boilers can only be changed from the panel for the boiler selected as the within the set point for modulation free mode. If the valves are open and the
One boiler is selected as the master boiler and the other as the slave boiler;
master boiler. pressures in the boiler and steam main are the same the burner operates in
both boilers must be set for the same high pressure or low pressure mode.
modulation free mode. In modulation free mode the control system maintains
The master boiler supplies steam to the system and will operate automatically.
the steam pressure at the desired level.
Common Power Section The slave boiler will only start up if the master boiler cannot supply the steam
demand; the slave boiler will normally start if the master boiler remains on
The common power section contains power supply systems, a common power High Pressure Mode 75% full load for a predetermined period of time. The load valve and time
panel, motor starters and the smoke density monitoring system. Switches for When high pressure mode is selected the burner operates and the steam period may be changed if required. When the slave boiler has been started it
emergency operation are also provided inside the common power section. pressure rises until the modulating set point is reached and the control system remains on minimum firing load until its pressure is equal to that of the main
attempts to maintain the steam pressure at the desired set point by regulating steam system. At this point the slave boiler goes into modulation free mode
By using the soft keys on the control panel, parameters, settings, etc. can be the burner load. High pressure mode can be selected at the local panel or the and the burner load is shared between both boilers. The slave boiler burner is
entered or modified, and the actual menu levels or menu item lines shown on the boiler PC in the CECR. stopped when the master burner load reduces to 25% of full load.

Illustration 2.2.2a Boiler Local Control Panel
ON SET
AUT
ALARM
RESET OFF
Manual increase of the burner load. This Entering of different menu items for
facility is only available in manual modification of settings, parameters,
operation mode. Or manual increase of other SET etc. Password entering is required
remote control settings = 1. when this soft key is used.
Manual decrease of the burner load. This Moves further out of a branch in the
facility is only available in manual menu structure and changes digit
operation mode. Or manual decrease of other position towards the left.
remote control settings = 1.
Selection between automatic and manual

Move further into a branch in the
operation mode. The yellow LED above menu structure and changes digit
AUT the soft key shines in manual operation
position towards the right.
mode.
Acknowledgement of warnings and alarms.

Low frequent flashes on the red LED above
ALARM the soft key indicate warnings, and high Moves upwards in the menu structure
RESET frequent flashes indicate alarms / burner and increases to a higher value.
shutdown.
Starts the burner in manual operation mode.

The green LED above the soft key flashes. Moves downwards in the menu structure
ON When a feedback signal for combustion air and decreases to a lower value.
fan running is received, the LED shines.
Stops the burner in manual operation mode.

OFF The green LED above the "ON" soft key is
switched off simultaneously.
Display for surveillance of operation,

servicing, and modification. The display
is a 4-line display with maximum 20
characters in each line.

The change of master and slave boiler may be made at any time whilst both The following illustrates the operation of the panel soft keys: By use of the soft keys placed to the left of the display, the burner can be
boilers are operating automatically in master/slave mode. If the old slave boiler operated in manual mode, and alarms/warnings can be acknowledged. The
is not firing when the change is made it will start firing and ramp up until the soft keys placed to the right of the display give access to the menu structure.
The Left Hand Soft Keys
oil flow rate is greater than that of the old master boiler. After this it acts as The actual menu levels or menu item lines are displayed on the four line liquid
the master boiler and the old master boiler acts as the slave boiler, stopping as Manual increase of the burner load. This facility is only crystal display (LCD).
necessary. available in manual operation mode.
If both boilers are operating automatically and the master boiler receives a shut Manual decrease of the burner load, This facility is only Operating Examples
down signal, the slave boiler automatically becomes the master boiler and the available in manual operation mode.
old master boiler shuts down. Even when the old master boiler is reset the new In this section a number of operating examples are provided. The examples
master boiler continues as the master boiler. If one of the boilers is in manual shown are valid for a boiler plant which contains two boilers with steam
AUT Selection between automatic and manual operation mode.
mode the master/slave state will not be changed. atomising burners. However, the operating principles are identical for all other
The yellow LED above the soft key shines in manual
boiler and burner types. This means that regardless of the parameter, setting,
operation mode.
If the master boiler is in automatic mode and the slave boiler is in manual mode etc., which should be entered or modified, the procedure for operating the
the steam pressure in the steam main is maintained by the master boiler. The panels is the same.
slave boiler may be started and set to operate on a fixed load, the master boiler ALARM Acknowledgment of warnings and alarms. Low frequent
burner load will be changed to suit the steam demand. flashes on the red LED above the soft key RESET indicate Operating Example No.1
warnings, and high frequent flashes indicate alarms/burner
If the master boiler is set to manual mode and the slave boiler is set to shut-down. Change of Burner Operation from Stopped to Automatic Mode
automatic mode the system will not operate correctly. Only the master boiler
can call for starting and stopping of the slave boiler but if it is in manual mode ON Starts the burner in manual operation mode. The green a) Press the right hand soft key once to select the right hand
it cannot make such calls. LED above the soft key flashes. When a feedback signal for branch of the menu structure to select BOILER.
combustion air fan running is received, the LED illuminates.
Emergency Mode b) Press the right hand soft key seven times to move down the
menu branch to the SETUP item of the menu.
In the event of a total breakdown of the control system the burners may be OFF Stops the burner in manual operation mode. The green LED
operated in emergency mode. In this mode a number of safety systems and above the ON soft key is switched off simultaneously.
c) Press the right hand soft key once to move to CTRL
interlocks are overruled and so a constant watch must be made on the burner MODE.
operation and steam pressure. In emergency mode only the too low water level
The Right Hand Soft Keys
and the flame failure interlocks are operational. d) Press the right hand soft key once to move to BURNER
SET Entering of different menu items for modification of settings, CTRL MODE.
Emergency mode is operated from the switches and potentiometers at the parameters. etc. Password entering is required when this soft
power panel and inside the local control panel. key is used. e) Press the right hand soft key SET to select the current burner
operating mode (in this case it is STOPPED).
WARNING
Moves further out of a branch in the menu structure and
When operating the burner in emergency mode the boiler plant must be changes digit position towards left, f) Press the right hand soft key once to change the burner
closely and constantly supervised by a competent ship’s engineer with operating mode to AUTO.
special attention being paid to the water level and the steam pressure.
Move further into a branch in the menu structure and changes g) Press the right hand soft key SET to select the indicate mode as
digit position towards right the current burner operating mode.
Operation of the Panels
Moves upwards in the menu structure and increases to a h) Press the right hand soft key three times to return the panel
The control system is equipped with both local and power panels from where display to the default showing boiler operating conditions.
higher value.
operation of the boiler plant can be performed. The panels are constructed
and operated identically, the only difference between the panels being the
configuration and set-up. Local panels are configured to control the boiler and Moves downwards in the menu structure and decreases to a
burner operation, and the power panels are configured to control accessories tower value.
such as fuel oil pumps, feed water pumps, etc.

Operating Example No.2 g) Press the right hand soft keys and once to select individual File Menu
alarms for inspection. The file menu offers options for setting the event/log printer, for disc operation
Change of Set Point for Low Steam Pressure Warning and file loading or saving and for printing lists.
h) After viewing the alarms press the right hand soft key four
a) Press the right hand soft key once to select the right hand times to return to the boiler default panel display.
branch of the menu structure to select BOILER. Picture Menu
Operating Example No.4 Mimic diagrams of the boiler plant are available from the picture menu and
b) Press the right hand soft key once to select the right hand most of the mimics can also be opened from the icon bar located to the right
branch of the menu structure to select BOILER PRESSURE. of the picture screen. Operating modes, values, set points, etc. can be changed
Manual Start and Stop of the Burner
from the appropriate mimic by using the trackball pointer and the cursor. Only
c) Press the right hand soft key once to select the right hand fuel oil pumps can be started and stopped from the mimic displays.
a) Press the left hand soft key AUT once to select MANUAL
branch of the menu structure to select alarms.
operation mode.
The following mimics are available:
d) Press the right hand soft key once to select the right hand
b) Press the left hand soft key ON once and the burner will start. • Boiler System
branch of the menu structure to select LOW ALARM.
• Steam System
c) Press the left hand soft key to increase the burner load.
e) Press the right hand soft key SET for a few seconds to select the
• Water System
password screen.
d) Press the left hand soft key to decrease the burner load. • Pump Overview
f) Type in the password code and press the SET button once.
f) Press the left hand soft key OFF once to stop the burner.
Option Menu
g) Press the right hand soft key once to select the alarm screen
with the LOW ALARM condition highlighted. The PC Monitoring System This provides for the setting of the clock and passwords.
h) Press the soft key once in order to increase the low alarm set In the PC based monitoring system, data can be received, handled and Lists Menu
point by one increment (one bar). transmitted to the control unit by means of the network connection. This
There are a number of lists available in the system and these include alarms,
enables control of the boiler plant from the PC located in the machinery
i) Press the soft key three times to return to the boiler default events, measuring points and group displays. A particular list may be selected
console at the cargo and engine control room.
panel display. from the menu or by pressing the appropriate short cut key. The operator may
scroll through a menu and select a particular item from the list and obtain
Active control of the boiler plant may take place from the keyboard or
further information, if available.
the trackball input device. Parameters may be set or reset from here and
Operating Example No.3
downloaded to the control units.
The alarms which might occur during operation can be acknowledged and
Inspection of the Alarm List reset by clicking on the button in the right side of the PC screen using the
The graphic user interface is programmed in the standard windows
trackball.
environment. Windows pull down menus provide access to alarm lists as well
a) Press the right hand soft key once to select the right hand
as swapping facilities between the different pictures designed to present the
branch of the menu structure to select BOILER.
complete system. Pop-up mimic diagrams enable the operator to start and stop Trend Menu
the boilers individually or to select high or low steam pressure set points. A The Trend Menu allows for the setting up and observation of system trend
b) Press the right hand soft key seven times to select SETUP.
password system provides the logged-on user with permissions/restrictions and curves. Before a system value can be used in the trend menu, it must first be
ensures that no parameters can be changed by unauthorised personnel. activated in the specific dialogue box. Different trend activated system values
c) Press the right hand soft key once to select CTRL MODE.
can be mixed and set up as trend curves in a way which is optional for the
d) Press the right hand soft key four times to select Operating of the PC Monitoring System user.
LOGGINGS. After the initialisation of the programme the different functions available can
A trend curve may display up to 10 inputs at the same time. Data covering the
be called up by means of keyboard shortcuts or by clicking on the menu or
e) Press the right hand soft key once to select INSPECT past 14 days may be displayed on a trend curve (5 minute intervals) but for
icon bar. The menu bar is located at the top of the screen and offers drop down
ALARM LOG. higher resolution, the past 12 hours may be covered with data sampled at 10
menus when a heading is selected. Menus available are File, Picture, Option,
second intervals. Trend curves may be customised and printed if required.
Lists, Trend and Help.
f) Press the right hand soft key once to select the first alarm
condition.

The Alarm System Stopped This step must be selected at the local panel or PC. Timers 10 Steam Purge Position
The boiler alarm system may be operated from the PC screen. Alarms may be set to zero except combustion air fan start. Burner in stop
If the actual oil flow is lower than the oil flow in the steam
acknowledged and lists of alarms may be displayed and printed as required. mode.
purge then the firing rate is ramped up. Air and oil flow rates
The alarm button continuously displays the number of alarms present. If the are set to steam purge and the timers for these started. When
background colour is green there are no alarms in the system. A flashing red/ 0 Ready Oil and air flow are set to standby. If automatic mode has the required air and oil flow rates have been reached, the next
yellow button indicates that there is at least one unacknowledged alarm in the been selected, the combustion air system is set for operation. step is initiated.
system. A steady red colour means that there are alarms in the system but that
they are all acknowledged. Clicking on the screen alarm button or pressing the
1 Starting Send the start request to the PMS system and the start timer 11 Steam Purge 1
keyboard key F5 will cause the alarm summary screen to be displayed.
for the PMS feedback signal. Upon receiving the start signal
Close the oil valves and open the steam purge valve.
from the PMS, start the combustion fan and check that the
Deactivate the flame surveillance and after time interval has
Burner Control Sequence fan is running.
expired activate the next step.
The following text describes the burner firing sequence for steam atomising 2 Purge Open the atomising steam valve, set the air flow to purge
burners. 12 Steam Purge 2
position and start the purge procedure.When satisfactorily
achieved initiate the next step. Close the atomising steam valve and steam purge valve.
The burner firing sequence, that is start, purge and ignition, etc., is handled
by the control system. The sequence is divided into a number of steps, which
3 Ignition 1 Set the air and oil flow to the ignition position and set the 13 Post Purge Set the air and oil flow to the purge position. When feedback
are executed one by one. When a specified step is active, the control system
timers. When feedback signals for the air and oil flow have signal that oil and air flow have been reached as set, and the
activates a number of output signals and timers. In this way the necessary
been received, initiate the next step. timer has expired, change to step 0.
execution and surveillance of these actions can be performed. On the local
panel/computer the actual sequence step will be indicated.
4 Ignition 2 Insert the igniter and start the ignition sequence; when the
The burner firing sequence consists of 13 steps. The steps 0-8 handle the feedback indicates that the igniter is functioning, initiate the
burner start sequence, and the steps 10-13 concern the burner stop sequence. next step.
In the normal operation of the burner, step 8 (mod free) will be active. In this
step the burner operates in modulation free mode, and the load is controlled
5 Safety Time Open the oil valves and start the timer for the safety time.
by the steam pressure regulation output. If the steam pressure rises above the
Activate the flame surveillance.
set point for stop of the burner, the control system initiates the burner stop
sequence. When the stop sequence is completed, the burner will be in step 0
(ready). If the steam pressure falls below the set point for start of the burner, a 6 Flame Stable Stop the ignition burner and check for a stable combustion
new start-up sequence will be initiated. flame during the flame stable time period. If a stable flame is
recognised, initiate the next step.
In addition to these steps, the sequence is provided with a stop step and a
shutdown step. The stop step must be selected on the local panel/computer.
In this step the burner remains stopped regardless of the steam pressure. The 7 Low Firing Set the air and oil flow rates to the minimum firing. After
shut down step is active if one or more safety interlock alarms are present. If preset time, check if the boiler pressure is lower than the
a safety interlock alarm arises in any one of the sequence steps, the burner warm up pressure; if it is lower continue on low firing. When
firing sequence is immediately interrupted. When the safety interlock circuit is the boiler pressure is higher than the warm up pressure,
restored, and the alarm is reset, the sequence returns to step 0 (ready). initiate the next step. In manual mode, it may stay in low
firing as required.
Step No. Action
Sequence The boiler burner must be shut down when the sequence 8 Rising Increase the firing rate to raise steam according to the
commences. The power is then switched on. predetermined ramp up rate. After a time interval for the
rising period, change to modulation free mode. The boiler
burner will now operate in modulated manner. In manual
Shut Down One or more interlocks active. Oil and steam valves closed, mode the firing mode may be selected.
oil flow in standby condition, all timers set to zero and safety
interlocks checked

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Sootblower Manual Drain

Control Panel Valve ST014F
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Supply Valve ST012F
Economiser Sootblowers

2.2.3 SOOTBLOWERS The economiser sootblowing system consists of a main and remote control Procedure for the Operation of the Economiser Sootblowers
panel, two rotary steam sootblowers, a pneumatically operated main steam
valve and a steam trap on the steam supply line. Seal air is provided to keep It is advisable to inform the bridge for operational considerations of the timing
Auxiliary Boiler Sootblowers the sootblower nozzles clear during economiser operation and to provide a seal sequence for the economiser sootblowing, and it the settings are changed.
at the air wall boxes to prevent the escape of exhaust gas into the machinery
The auxiliary boilers are each provided with two sootblower units connected to space. The air is provided from a branch pipe off the main engine scavenge air a) Ensure power is available to the main and remote control
a common steam supply. The sootblowers may be operated in LOCAL mode manifold and is provided by opening valve AR051F on the scavenge manifold cabinets and that control air is available to the main steam
from the CECR engine control console or in REMOTE mode from the control and valve AR054F adjacent to the sootblowers. Both valves are of the non- operating valve.
cabinets located between the two boilers at the boiler tops. When operating the return type and are designed to prevent steam from inadvertently entering the
auxiliary boiler sootblowers the steam pressure must be the normal working air lines. These valves should always be open when the engine is running. b) Ensure that the seal air valves are open.
pressure and the boiler should be on at least 50% load. Sootblowing takes place
according to the timer setting module which is located in the control cabinets The main control panel is shown in illustration 2.2.3a and contains all of the c) Turn the main control panel switch to the ON position.
during continuous boiler operation. A conservative setting is every 8 hours. indicators and controls for the sootblower system which include:
Additionally, the sootblowers will operate 5 minutes after the first firing after
• Power available lamp d) Select AUTOMATIC at the control panel.
a sea passage shut down when the economiser has been generating the steam
capacity. During IG operations the sootblowers are interlocked out. • Manual and automatic indication e) Set the timer in the control panel for operation according to the
• No.1 sootblower running light companies operating policy.
Procedure for the Operation of the Boiler Sootblowers • No.2 sootblower running light f) The sequence will start automatically when the START signal is
a) Check that the main electrical isolator for the control cabinet is • Motor trip indication received from the timer unit.
set to the ON position for the in use boiler. • Steam valve open indication
Each sootblower will operate in turn. The steam supply valve will open and the
b) Check that the boiler steam pressure is normal and that the • Manual - automatic switching sootblowers rotate, directing a jet of steam over sections of the heat transfer
sootblower motorised valves are closed. • Start/stop switch tubes before returning to their parked positions.
c) Open the main steam supply valves to the sootblower headers. • Lamp test button
Sootblower Overload
Note that there is no drain trap on the header drain, nor can the • An adjustable timer for automatic operation
header be warmed through until the master isolating valve is
• A power isolating switch If a fault occurs, an alarm will sound, indicating sequence failure and the main
brought off its seat.
valve will close. In the event of a system failure the sootblower will have to be
wound to the stop position using the manual handle.
d) The master isolating valve on the in use boiler will be opened A remote panel is also provided which is located in the CECR on the main
followed by the upper and lower sootblowing inlet valves control console. This has the following functions:
according to the pre programmed sequence. • Start/Stop/Automatic operation switch Manual Operation
During the sootblowing operation, the ‘Sequence’ lamp on the control cabinet • Automatic indication lamp The sootblowers may be operated manually using the handle supplied. The
and the Start/Run Pushbutton/Indicator lamp on the engine control console • Manual indication lamp electrical system to the sootblower drive motor must be isolated before any
will be lit. If necessary the sequence can be halted from the CECR via a stop steps are taken to fit the handle. The handle is fitted to the square end of the
button located below the Start/Run Pushbutton/Indicator lamp on the engine • Abnormal alarm
sootblower operating shaft.
control console. • Steam valve open indication
• No.1 sootblower running light WARNING
Economiser Sootblowers Isolate the electrical power to the system before operating the sootblower
• No.2 sootblower running light
with the manual handle.
Maker: Kangrim Industries • Lamp test button
No. of sets: 2
The sootblowers should be operated at least twice a day or more, depending on
Type: Rotary steam experience and companies procedures.
Model: K9B
Steam operating pressure: 7.5kg/cm2

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2.2.4 MEDIUM PRESSURE STEAM SYSTEM Preparation for Supplying Steam to the Cargo Operations Procedure for Operating the Main Cargo Pump Turbine
Pumping Systems
The procedure described assumes that one auxiliary boiler is operating in Low
Introduction Firing mode in automatic and selected as the master boiler, with one main feed
Note: Prior to operating the cargo oil pump turbines, the level of oil in
the gearbox sumps and the governors must be checked and replenished if pump operating and the other main feed pumps selected for standby.
Saturated steam at 16kg/cm2 (medium pressure) is led from both of the auxiliary
boilers into a common steam main. During normal sea going conditions the necessary.
a) Ensure that two generator engines are running and connected to
steam demand of the vessel is met by the exhaust gas economiser which
the switchboard.
operates at a pressure of 7.5kg/cm2. The saturated steam is branched off the It has been assumed that the boilers are on automatic control and are
main line at various points and is used to supply the following systems: supplying steam directly at a pressure of 16kg/cm2 to the main line. It has
b) Check the COPT sea water circulation pump system valves are
also been assumed that steam is being supplied via reducing valves to the
• Sootblowers for the auxiliary boilers and the exhaust gas fully open then start the pump. Vent the condenser at the inlet
7.5 and 6.0kg/cm2 steam systems.
economiser casing and then note the suction and discharge pressures.
• Steam atomisation for the auxiliary boiler fuel oil burners Set up the valves as shown in the following table:
c) Confirm that the COPT exhaust valves are open to the condenser.
• Cargo oil pump turbines and stripping pump Check all automatic drain trap valves are open.
Position Description Valve
• Feed water filter tank heating system
Closed Steam supply master valve ST020F d) Check the COPT sump oil levels then start the auxiliary LO
• Reducing valves supplying the low pressure service systems at pumps in automatic control.
pressures of 7.5kg/cm2 for the engine room and 6.0kg/cm2 for Closed Steam supply warming through valve ST021F
the services on deck Open Main line drain trap unit SD157F e) Switch on the COPT turbine control panels and accept all
• Steam dump to the cargo oil turbine vacuum condenser during Open Cargo pump drain separator unit SD158F alarms and trips.
inert gas topping up operations in order to maintain the load on
the auxiliary boiler(s) Open Cargo pump line drain trap unit SD159F f) Start one condensate pump and select standby for the other.
• During normal sea conditions dumping excess steam generated Open No.1 cargo pump line drain ST037F
g) Check the steam and condensate valves for both air ejectors
by the exhaust gas economiser to the atmospheric condenser Closed No.1 cargo pump steam valve ST031F and open the steam master valve to the COPT condenser air
Closed No.1 cargo pump turbine warming through valve ST034F ejectors.
The Inert Gas System (IGS) control valve dumps steam to the vacuum
condenser to maintain the boiler on a minimum load of 40% so providing an Closed No.1 cargo pump exhaust valve ST101F
h) Open the COPT steam line and turbine drain valves and then
acceptably low oxygen content in the uptake flue gas. During IG topping up Open No.2 cargo pump line drain ST038F open the warming steam master valve for the COPTs. Open the
operations the auxiliary boiler sootblowers are interlocked out so that they
Closed No.2 cargo pump steam valve ST032F gland steam line drain valves and then open the gland steam
cannot be operated.
valve.
Closed No.2 cargo pump turbine warming through valve ST035F
WARNING i) Confirm that there is a partial vacuum in the condenser.
Closed No.2 cargo pump exhaust valve ST102F
On no account must the IG topping up steam dump be put into operation
until the vacuum condenser is in full working condition, as serious failure Open No.3 cargo pump line drain ST039F j) Isolate the atmospheric condenser dump valve.
of the condenser and its tubes will result. A low vacuum switch is fitted to Closed No.3 cargo pump steam valve ST033F
prevent opening of the dump valve unless the vacuum is correct. k) Set the vacuum condenser dump valve control to 16.5kg/cm2
Closed No.3 cargo pump turbine warming through valve ST036F
and then open the vacuum condenser dump valve.
Closed No.3 cargo pump exhaust valve ST103F
Open No.1 cargo pump turbine drains l) Transfer over feed supply to the boilers from the economiser
feed pumps to the main feed pumps.
Open No.2 cargo pump turbine drains
Open No.3 cargo pump turbine drains m) Check that the COPT control panels for Stop and Governor are
in the MINIMUM speed positions.
n) Open the COPT master steam valve and close the warming
through valve. Open all COPT main steam inlet valves.

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o) Change the boiler mode selector to HIGH FIRING automatic. x) IG mode must be selected 15 minutes before cargo discharge
The other boiler is to be in manual mode but off load. is started. Confirm that the master boiler ramps up to 40% load
and that the O2 content of the gas delivered to the deck main
Note: The boiler is still operating in 7.5kg/cm2 LOW FIRING mode so the reduces below 5%.
pressure will need to be regulated when changing to the 16kg/cm2 HIGH
FIRING mode. y) Confirm with the chief officer that transfer of the COPTs can be
handed to the duty deck officer in the cargo and engine control
p) The master boiler pressure will rise gradually until 16.5kg/cm2 room. Change the cargo pump control switch to REMOTE at
is reached when it will cycle off and recycle on at 14kg/cm2. the local station.
Adjust the gland steam pressure to maintain 0.3 to 0.5kg/cm2.
As the master boiler ramps up to High Firing pressure confirm Cargo pumps are controlled from the cargo console in the cargo and engine
that the COPT condenser vacuum is at the correct value. Blow control room but operation of the turbines must be checked to ensure that they
off the manual drains for the COPT steam line and the governor are operating correctly. Vibration monitoring instrumentation must be checked,
drains. this equipment being in operation before the turbines are started.
q) When the master boiler reaches 16.5kg/cm2 steam dumping will The duty engineer must also check that the boiler(s) are operating correctly and
be initiated. Allow the boiler system to settle in this condition that the turbines are also functioning under remote control without vibration.
for 10 minutes.
When the plant is in service a full IG and cargo plant log must be taken at
r) Open the IGS dump valve ST017F and set the controlled valve regular intervals.
regulator to 16.5kg/cm2. Open the manual inlet valve for the
selected IG fan.
s) Open the measuring line from the selected blower to the O2

analyser and check that the other two lines are isolated. Check
that the four position cock on the analyser control panel is in the
sample position.
t) Confirm that valves on the scrubber sea water supply system

are open then select the uptake valve of the master boiler and
blower to be used on the IG control panel in the CECR.
u) Confirm the sea water supply to the scrubber and start the flue
gas IG system. Set the main IG line operating switch on the IG
panel and confirm that the present O2 content is high and that
flue gas is being automatically vented to atmosphere. Confirm
with the chief officer the correct settings for the IG capacity and
deck pressure.
v) Check the turbines for correct operation and regulate the gland
steam pressure to 0.3 to 0.5kg/cm2 as necessary.
w) Raise the other boiler pressure to 14.0kg/cm2 in manual mode

and then switch this boiler to automatic slave mode.
WARNING
Whilst the second boiler is operating in manual mode the boiler must be
constantly supervised by a competent engineer.

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2.2.5 LOW PRESSURE STEAM SYSTEM • Auxiliary boiler burner unit 6.0kg/cm2 Steam System
• Main engine scavenge air box fire extinguishing Position Description Valve
General Description • Main sea chest and emergency fire pump sea chest clearing Open 6.0kg/cm2 reducing valve inlet valve ST102F
• Main engine scavenge dirty oil drain blowing Open 6.0kg/cm2 reducing valve outlet valve ST103F
The low pressure steam systems are branched off the 16kg/cm2 system through
reducing valves. The 6.0kg/cm2 system supplies the deck services and the • FO tracing steam Closed 6.0kg/cm2 reducing valve bypass valve ST104F
7.5kg/cm2 system supplies the engine room services; each system has its own Closed Master valve for tank heating ST651F
• Steam radiators (12 sets) located in the engine room, including
reducing valve. This low pressure system provides all the necessary heating and
the inert gas generator room
general purpose steam services throughout the vessel.
Warming through the system will normally take place at the same time as
putting the 16kg/cm2 steam system into service. If this is not possible due to
Preparation for the Operation of the 7.5kg/cm2 Steam System
The 7.5kg/cm2 Low Pressure Steam System only a partial shut down of the steam system, warm through the system using
the 6.0kg/cm2 reducing valve and the tank system warming through valve
All low pressure steam services should be shut down when not required.
The 7.5kg/cm2 low pressure steam system is supplied through reducing valve ST652F.
ST201F. The services supplied by the 7.5kg/cm2 low pressure steam system
The following preparation of valves should be carried out prior to warming
are listed as follows: Supply steam to all services as required. The drain valve from any steam
through the 16kg/cm2 steam system.
service must be opened before the steam valve is opened. All drains should
• HFO bunker, settling and service tanks
normally be left open.
• Boiler water drum heating Line drain valves to the bilge should be open when the system is shut down
and closed before warming through.
• Steam tracing CAUTION
• Air conditioning plant Whenever warming through steam lines great care must be taken in
7.5kg/cm2 Steam System order to avoid damage due to water hammer. It is essential that the
• Main and generator engine HFO heaters Position Description Valve drain valve is open and the drain trap working so that all condensate is
• Auxiliary boiler HFO heaters Open 7.5kg/cm2 reducing valve inlet valve ST008F drained from the system. All lines, even heating lines, must be warmed
through before the steam inlet valve is opened fully. For lines without
• HFO purifier heaters Open 7.5kg/cm2 reducing valve outlet valve ST009F separate warming through valves the steam inlet valve must be cracked
• LO purifier heaters Closed 7.5kg/cm2 reducing valve bypass valve ST010F open initially until the line is thoroughly warmed through.
• FO overflow/drain tank
• Air cooler chemical cleaning tank The 6.0kg/cm2 Low Pressure Steam System
• Bilge holding tank
The 6.0kg/cm2 low pressure steam system is supplied through reducing valve
• Bilge primary tank ST101F and this system provides steam for slop tank heating, cargo tank
• Separated bilge oil tank heating, the inert gas system deck water seal heating coil, steam blowing for
the ballast and cargo system sea chests, four steam branch lines on deck and
• Cascade tank
the steam heater in the pump room on the 3rd deck level.
• Fresh water generator
Line drain valves to the bilge should be open when the system is shut down
• Main engine jacket FW preheater
and closed when the 6.0kg/cm2 low pressure steam system has been warmed
• Generator engine jacket FW preheater through.
• Incinerator waste oil tank
• Incinerator steam atomising
• Sludge tanks
• Main engine LO settling tank
• Generator engine LO settling tank
• Calorifier

Illustration 2.2.5b 6kg/cm2 Steam System Set 6.6kg/cm2

Funnel Top
EPCON
PT To Economiser ST1 PT PI
Sootblower ST101F
00F
ST0 PT ST102F ST103F To Condensate
05F Water Line
ST102F
To Cargo Oil
Turbine and
ST010F
ST201F To Engine Stripping Pumps
Room Service
ST008F ST009F
PT PI (7.5kg/cm2) Connection for Steam Blowing
Ballast Sea Water Chest
ST671F ST672F
Set 8.3 ST673F
EPCON
ST kg/cm2
002F SD673F
EPCON ST
001F ST
Set 8.0/17.6 SD674F
SD004F ST661F
kg/cm2 ST 004F
003F From Pump Deck Water Seal
Room Steam Air Heater
in Pump Room
TI ST702F
SD661F
PI SD001F
ST662F
To To 3rd Deck
ST703F
Bilge Bilge SD002F From Engine
SD662F
SD663F
Room Service
No.1 Auxiliary Boiler No.2 Auxiliary Boiler Atmospheric To Cascade

(25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) Condenser Filter Tank ST702F
SD692F
SD671F Connection for Steam Blowing
Cargo Sea Water Chest
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Steam Hose
Connection Point
Steam Hose for Forward
Connection Point SD651F At Deck Mooring Area
Accommodation Store ST705F
Front SD622F-624F SD602F-605F SD582F-585F SD562F-565F SD542F-545F SD522F-525F
SD625F (Drain) SD606F (Drain) SD586F (Drain) SD566F (Drain) SD546F (Drain) SD625F (Drain)
SD SD SD SD SD SD
ST707F Condensate Header 3 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4
621F 601F 581F 561F 541F 521F SD502F-505F
SD652F ST ST ST ST ST ST SD506F (Drain)
Steam Header 3 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 SD
621F 601F 581F 561F 541F 521F Condensate Header 4
ST622F-624F ST602F-605F ST582F-585F ST562F-565F ST542F-545F ST522F-525F 501F
ST Steam Header 4
ST652F 501F ST502F-505F
ST651F ST
653F
ST704F
ST512F-515F
ST Steam Header 4
ST641F
511F
ST630F-631F ST612F-615F ST592F-595F ST572F-575F ST552F-555F SD
ST ST ST ST ST SD641F ST642F Condensate Header 4
Steam Header 2 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 ST532F-535F 511F
629F 611F 591F 571F 551F ST SD512F-5135F
SD SD SD SD SD Steam Header 4 SD526F (Drain)
Condensate Header 2 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4 531F
629F 611F 591F 571F 551F SD
SD630F-631F SD612F-615F SD592F-595F SD572F-575F SD552F-555F Condensate Header 4
SD632F (Drain) SD616F (Drain) SD596F (Drain) SD576F (Drain) SD556F (Drain) 531F
SD532F-535F
ST706F SD536F (Drain)
Key At Deck
Store
Saturated Steam
Exhaust Steam
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Condensate (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)

2.2.6 ECONOMISER stop pushbutton. The sootblowers should only be operated when the engine is g) Open all pressure gauge valves and check to see that all valves
operating at full power. The operating medium for the sootblowers is saturated on the pressure gauge piping are open.
Exhaust Gas Economiser steam which is taken from the main steam range via isolating valve ST012F.
Maker: Kangrim Industries Ltd (See section 2.2.3. for sootblower operation.) h) Check and close all boiler blowdown valves and drain valves.
Type: Mono steam pressure exhaust gas economiser
Sets of water washing nozzles are fitted to the upper casing of the economiser i) Set up the valves as in the following table assuming that the
Model: EM15DD75A2 to allow water washing of the internals. They are stationary multi-nozzle type No.1 boiler is in use and the No.2 boiler has been isolated from
Evaporation: 1,500kg/h and are positioned to allow water spray to reach the whole of the internal area. the system:
Feedwater flow: 12m3/h The sprayers are also used in an emergency in the event of an uptake fire.
Exhaust inlet temperature: 224°C Uptake fires are a phenomenon in which the soot accumulated on the internal
Boiler Water Circulating Pumps
surfaces catches fire and spreads to surrounding areas. If left unattended, the
Exhaust outlet temperature:196°C
temperature rise can cause tube failure. Position Description Valve
Feed water temperature: 80 - 85°C
Open No.1 boiler water circulating pump suction valve SB029F
Steam condition: 7.5kg/cm2 saturated steam It is possible to operate the economiser in the dry condition in an emergency
situation. When doing so, additional care must be taken to prevent the outbreak Open No.1 boiler water circulating pump discharge valve SB031F
of soot fires as the risk increases due to the higher operating temperature on Open No.2 boiler water circulating pump suction valve SB030F
Introduction the tube surfaces. Before operation, the economiser must be water washed and
during dry running, the use of the sootblowers should be increased to four times Open No.2 boiler water circulating pump discharge valve SB032F
The mono steam pressure exhaust gas economiser is located at deck 2 level a day. Inlet and outlet temperatures need to be monitored and if the draught
on the starboard side aft to take the waste heat from the main engine exhaust loss through the economiser increases, increase the level of sootblowing and
gas. It is normally operated in conjunction with the auxiliary boilers. When Boiler Water Circulating Pump Gland Cooling
reduce the exhaust gas inlet temperature to as low as possible.
the economiser is operating, the on-line auxiliary boiler acts as a water and Position Description Valve
steam reservoir. One of the two boiler water circulating pumps takes water In the case of tube failure, the economiser must be shut down and the failed
from the auxiliary boiler and circulates it through the economiser heating bank Open No.1 boiler water circulating pump casing cooling
tube repaired. In the event of the economiser having to be withdrawn from
where some of the water is converted into steam. The mixture of steam and water inlet valve WF053F
service and left dry, the operation is to be as described above.
water flows to the steam drum of the on-line auxiliary boiler where the steam Open No.1 boiler water circulating pump casing cooling
is separated for use in the steam system. water outlet valve WF054F
Operating Procedures
Open No.2 boiler water circulating pump casing cooling
The economiser is of all welded construction, consisting of vertical registers
The exhaust gas economiser does not operate in isolation but is always water inlet valve WF055F
of steel tubes with continuously welded spirally wound fins to improve heat
operating as part of the complete steam system as water is taken from and
transfer. The tube registers are located horizontally in the exhaust gas flow and Open No.2 boiler water circulating pump casing cooling
returned to the online auxiliary boiler. The boiler plant control system is
are supported by columns and beams, which also support the inlet and outlet water outlet valve WF056F
described in section 2.2.2.
headers external to the gas flow.
The following steps should be taken before attempting to operate the boiler: Note: The low temperature fresh water cooling system must be operating to
The economiser generates steam due to the heat energy in the exhaust gas
but at reduced engine loads or during periods of high steam demand it may provide gland cooling water to these pumps.
a) All foreign materials have been removed from internal pressure
be necessary to flash up one of the auxiliary boilers to supplement the heat
parts.
energy available from the exhaust gas. It is normal practice to have one No.1 Auxiliary Boiler in Use and No.2 Isolated
auxiliary boiler in economiser back up mode whilst the vessel is at sea to
b) All gas-side heating surfaces are clean. Position Description
provide automatic firing of the boiler when required. At full main engine load,
steam is generated at the maximum rate from the economiser but if this is in Open No.1 boiler water drum suction valve
c) All personnel are clear.
excess of the requirements of the ship, the excess is dumped to the atmospheric
condenser through control valve ST001F. Closed No.2 boiler water drum suction valve
d) All manhole covers are securely tightened.
Open No.1 boiler steam drum return valve
The economiser is fitted with two motor driven steam type sootblowers, which
e) Open root valves for all instruments and controls connected to Closed No.2 boiler steam drum return valve
are operated according to company policy and depending upon the operating
the boiler.
conditions of the main engine. The sootblowers are controlled from the main Open No.1 boiler steam drum outlet valve
or remote operation panel and can be operated in either manual or automatic
f) Ensure that safety valves fitted to the boiler and ecomomiser are Closed No.2 boiler steam drum outlet valve
mode. When in automatic the sequence is controlled by an adjustable timer but
free and not gagged.
when switched to manual the operation can be started by pressing the start-

Economiser It is important to start a boiler water circulating pump before starting the main The sootblowers should be operated at least every twelve hours or more
engine to prevent the economiser tubes from overheating. One pump should frequently if the level of fouling is heavy. If an ECONOMISER GAS
Position Description be running and the other pump set for standby duty in case of failure. If the TEMPERATURE HIGH alarm sounds and it is noted that a sudden increase
Open Economiser outlet valve system is prone to water hammer, it may be necessary to start the pump with in exhaust temperature is present, an economiser fire has almost certainly
the discharge valve throttled in, gradually opening the valve as the economiser occurred. In this event the main engine load must be reduced or preferably
Open Economiser inlet valve
warms up. stopped. If the economiser casing has turned red with the heat, the engine must
Closed Economiser drain valve be immediately stopped but the flow of cooling water through the ecomomiser
Closed Economiser vent valves One of the economiser feed water pumps needs to be started with the second tubes continued. When it has been confirmed that a soot fire is present, the
pump set to standby. The pumps draw their suction from the feed filter tank and water spray system will need to be used to extinguish it. Once out and the
together with the boiler level control valve, maintain a constant level of water casing has been allowed to cool down, the inside of the lower hopper will need
Economiser Feed Water Pumps inside the boiler. In the event of the control valve being fully closed, a 40mm to be cleaned out.
Position Description Valve leak off pipe from each pump housing connects back to the feed filter tank and
ensures there is always a flow of cooling water through the pump. When arriving alongside, to minimise the risk of soot fires, the boiler water
Open Feed filter tank suction valve SB010F circulating pump must be operated for at least twelve hours after the main
Open No.1 economiser feed pump suction valve SB004F Before starting the main engine, vent air from the header of the economiser and engine is no longer required. Ideally the economiser should always be
check for the flow of water and steam. connected to the auxiliary boilers as the temperatures in the system remains
Open No.1 economiser feed pump discharge valve SB012F
fairly constant and the risk of corrosion is reduced because of the circulation
Open No.2 economiser feed pump suction valve SB005F When the load from the main engine has increased to normal, the economiser of treated boiler water.
Open No.2 economiser feed pump discharge valve SB013F should be able to generate sufficient steam to supply all of the vessel’s
services. The auxiliary boiler can be shut down or placed in economiser back If the main engine is operated at reduced power for prolonged periods, the
Closed No.1 boiler large level controller inlet valve SB021F up mode, when it is certain that the economiser can cope with the steam engine load should be increased before operating the sootblowers.
Closed No.1 boiler large level controller outlet valve SB022F demand for the vessel and when steam generation from the economiser has
stabilised. The length of time this takes is dependant on the main engine load CAUTION
Closed No.1 boiler large level control valve but the economiser should be able to meet the demand for steam about 20 to When restarting the main engine after water washing the economiser, a
Open No.1 boiler small level controller inlet valve SB021F 30 minutes after the engine has been set to full power. considerable amount of sparks will be discharged from the funnel. It is
Open No.1 boiler small level controller outlet valve SB022F therefore important to ensure no cargo handling operations are on-going
During manoeuvring conditions or when operating in cold climates, the either on board or ashore when the engine is started and the bridge is to
Operational No.1 boiler small level control valve economiser is supplemented by firing an auxiliary boiler. be informed of the potential risk.
Open No.1 boiler shell inlet valves
A draught gauge is fitted across the economiser tube bank to give early Whenever warming through steam lines great care must be taken to
Open No.1 economiser feed pump leak off to feed indication of soot build up and fouling. The reading should be noted on a daily
filter tank SB016F avoid damage due to water hammer. It is essential that the drain valve is
basis. The inlet and outlet exhaust gas temperatures should also be monitored open and the drain trap working so that all condensate is drained from
Open No.2 economiser feed pump leak off to feed and checked but with engine load also taken into consideration. These the system. All lines must be fully warmed through before the steam inlet
filter tank SB017F temperatures, along with the draught gauge reading, provide an indication of valve is opened fully.
the efficiency and cleanliness of the economiser tubes. If these readings show
Closed No.1 economiser feed pump direct boiler fill valve SB014F a deterioration in efficiency, the frequency of sootblowing should be increased
Closed No.2 economiser feed pump direct boiler fill valve SB015F and the economiser water washed at the earliest opportunity. Visual inspection
of the heating surfaces is possible through the manhole and inspection doors.
Operation Water washing nozzles are provided for cleaning the gas side of the economiser
at regular intervals when the main engine has been shut down. The frequency
The valves between the economiser and the auxiliary boiler steam drum of cleaning depends upon fouling, but under normal conditions should be
must be fully open before the boiler is put into operation to ensure free flow undertaken every two months. This is carried out using the equipment provided
between the two units. When the economiser is empty, care has to be taken inside the economiser casing and can be operated on fresh water by opening
when connecting it to the auxiliary boiler, as the difference in pressure could valve WG043F or, in an emergency, on sea water by opening valve WS052F
result in a sudden drop in the boiler water level. When setting up the valves, the which is fed from the fire and deck wash line. To prevent inadvertant operation
boiler water circulating pump should be started and the discharge valve opened of the washing system a blank spade has been fitted into the washing line after
gradually, as the last stage in the procedure. When the water is warm, it helps these operating valves.
prevent thermal stress in the economiser tubes.

2.3 Condensate and Feed Systems
2.3.1 Condensate System
2.3.2 Drains Systems
2.3.3 Boiler Feed Water System
2.3.4 Water Sampling and Treatment System
2.3.5 Distilled Water Transfer and Distribution
Illustrations
2.3.1a Condensate System
2.3.2a Drains System
2.3.3a Boiler Feed Water System
2.3.4a Water Sampling and Treatment System
2.3.5a Distilled Water Transfer and Distribution

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2.3 CONDENSATE AND FEED SYSTEMS Exhaust steam from the cargo pump turbines (COPTs) is condensed under The feed filter tank is fitted with a recirculation pump for degassing the feed
vacuum in the sea water cooled vacuum condenser with the cooling water water. The pump takes suction from the discharge section of the feed tank and
2.3.1 CONDENSATE SYSTEM being supplied by the vacuum condenser cooling sea water pump. The directs the water to the degassing column of the feed tank. This enables air to
vacuum in the condenser is maintained by the air ejector. The water level be removed from the water due to a prolonged stay in the feed tank at high
Vacuum Condenser Condensate Pump in the condenser is maintained by a three-way automatic level control valve temperature.
which discharges condensate to the feed filter tank but also returns condensate
Maker: Teikoku Machinery Works Ltd
back to the vacuum condenser to maintain a minimum level and so ensures the
No. of sets: 2 condensate pump maintains suction. Procedure for Preparing the Main Condensate System for Operation
Type: V06E-AM
The collected condensate is transferred by one of the two condensate pumps, a) Open all pressure gauge and instrumentation valves.
Model: 200X100VCSE-AM
Capacity: 50m3/h at 2.5kg/cm2 and 1,800 rpm to the feed filter tank. The level in this tank is maintained by adding make-
up water from the distilled water tanks via a flow meter and a level control b) Fill the feed filter tank from the distilled water tanks. The level
valve. The condensate condition is continuously monitored by a salinometer, control valve inlet valve WP023F should be open and the level
Vacuum Condenser Cooling Sea Water Pump situated at the bottom of the vacuum condenser, which activates an alarm if control valve should be operational. The level control bypass
Maker: Teikoku Machinery high salinity is detected. valve WP024F should be closed.
No. of sets: 1
A separate 0.5m3 turbine drain tank collects the drains from the three cargo c) Check the operation of the level control valve and ensure it is
Type: TVD-A1M functioning correctly.
pump turbines and the condensate in this tank is pumped to the feed filter tank
Model: 400TVD-A1M
supply line by means of the turbine drain transfer pump. The pump is selected
Capacity: 1,190m3/h at 9mth and 900 rpm for automatic operation, starting and stopping by means of tank high and low d) Check that the low temperature central cooling fresh water
level switches. The pump discharge non-return valve SD207F is normally left system is operating and that cooling water is flowing through
Turbine Drain Transfer Pump open. the atmospheric condenser.
Maker: Shinko Industries Ltd
The discharge head pressure is maintained on the condensate return to the feed e) Set up the valves as in the following table:
No. of sets: 1
filter tank by a non-return pressure control valve SD014F.
Model: SB50
Condensate System
Exhaust steam from the exhaust gas economiser steam dump line and other
Vacuum Condenser steam drains systems is condensed in the atmospheric condenser which is Position Description Valve
Maker: Donghwa Entec cooled by water from the low temperature central cooling fresh water system. Open Atmospheric condenser drain valve to feed tank SD003F
No. of sets: 1 Supplementary heating of the feed filter tank comes from a heating nozzle
fed into the tank from the 7.5kg/cm2 steam range. Steam heating is applied to Open Deck and engine room service condensate
Type: Tubular return valve SD001F
make-up feed by means of a steam line to the degassing chamber into which
Model: DHCC-028786 the make-up feed is directed. Closed Drain direct bypass valve to feed tank SD002F
Capacity: 20,375,000kcal/h
Open Drain system line valve from pump room SD004F
The condensate level in the atmospheric condenser is maintained by means
Atmospheric Condenser of a weir with excess condensate flowing over a weir to the outlet line. This Open Steam dump valve inlet valve ST002F
Maker: Donghwa Entec then flows to the feed filter tank via an inspection tank. Condensate flowing
Operational Steam dump valve ST001F
through the inspection tank is monitored for hydrocarbon contamination by
No. of sets: 1
an oil detection system and if any contamination is detected an alarm sounds Open Steam dump valve outlet valve ST003F
Type: Tubular allowing the contaminated returns in the inspection tank to be manually
Model: DHCC-028765 Closed Steam dump valve bypass valve ST004F
diverted to the bilge primary tank through valve SD005F. The inspection tank
Capacity: 2,110,000kcal/h sections can be fully drained to the bilge primary tank through valves SD008F Open Steam drain line valve system SD156F
and SD009F. A siphon tube in the inspection tank outlet to the feed filter tank Closed Inspection tank scum valve SD005F
reduces the risk of any oil being carried over into the feed system. The filter
Introduction tank has a low level alarm and can also be fully drained to the bilge primary Closed Inspection tank filter tank scum valve SD006F
tank through valve SD010F. Closed Inspection tank drain valve to bilge primary tank SD008F
The steam condensate system is part of the steam generating cycle and is the
Water from the feed filter tank provides the feed water pumps with a positive Closed Inspection tank drain valve to bilge primary tank SD009F
section concerned with the circulation of boiler feed water from the vacuum
and atmospheric condensers back to the auxiliary boilers and the exhaust gas inlet head at the pump suctions. The condensate outlet temperature from the
economiser. atmospheric condenser should be maintained at 80°C.

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Position Description Valve Procedure for Preparing the Vacuum Condenser Condensate
Closed Feed filter tank drain valve SD010F System for Operation
Closed Feed filter tank scum valve SD007F a) Start the vacuum condenser sea water cooling pumps and
Open Heating steam supply valve ST281F supply SW to the vacuum condenser (see section 2.4.1).
Open Heating temperature control valve outlet valve ST282F
b) Check the quality of any condensate already in the condenser.
Closed Heating temperature control valve bypass valve ST283F If necessary, drain the condensate side of the condenser to the
Open Heating steam inlet valve to feed tank ST285F bilge.
Closed Heating steam inlet valve to degassing chamber ST284F c) Set up the valves as shown in the following table.
Open Feed water recirculation pump suction valve
Open Feed water recirculation pump discharge valve Vacuum Condenser Condensate System
Open Outlet to feed pumps SB001F Position Description Valve
Open No.1 condensate pump discharge valve SD205F
f) Start the feed water recirculation pump operating if there is a
Open No.1 condensate pump suction valve SD201F
risk of air in the feed water.
Open No.1 condensate pump balance line valve SD203F
g) The boiler water feed pumps, economiser feed pumps and the Open No.1 condensate pump discharge valve SD206F
boilers/economiser can now be put into operation.
Open No.2 condensate pump discharge valve SD206F
Open No.2 condensate pump suction valve SD202F
Oil Contamination
Open No.2 condensate pump balance line valve SD204F
If oil contamination occurs in the steam/condensate system an alarm will be Operational Condenser level regulating three-way valve
generated by the oil monitoring device fitted to the feed filter tank. In the event
of this happening, divert the condensate returns to the bilge primary tank by Operational Pressure control valve on return to feed filter tank SD014F
opening the inspection tank scum valve SD005F. This valve will allow any
oil floating on the top of the water to be removed from the system. Check the
d) Raise the vacuum in the condenser with both air ejectors. The
drain on the drain traps on all the steam services until the defective service is
air ejector condensate drain trap and isolating valve must be
located and then isolate it for repair. If any oil is noticed in the feed tank it
open to the vacuum condenser.
should be assumed that some oil could also have got through the system and
entered the boiler. Steps should be taken to skim any possible contamination
e) Start one of the condensate pumps when a working level in the
from the boiler’s steam drum. A water test should be carried out to monitor
condenser has been reached.
any effect the possible contamination of the boiler water feed might have had.
The feed treatment should be adjusted in line with any change in boiler water
f) Put the other condensate pump on automatic standby.
condition. When possible, the boiler should be shut down for examination of
the steam/water space.
g) Check the operation of the three-way level recirculating
valve and ensure a working level of water in the condenser is
After repair, flush the drain line of the defective service and clean the drain
maintained.
trap. Clean the atmospheric condenser, the salinometer, inspection tank and
the oil content monitor probe and check that the monitoring and alarm systems
h) If the COPTs are in use or are being warmed through for use,
function correctly.
ensure the turbine drain transfer pump has power available and
is switched to automatic. The pump’s discharge valve, SD207F,
is to be open.

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2.3.2 DRAINS SYSTEM • Bilge primary tank and separated bilge oil tank Excessive temperature at the drains cooler would indicate a defective drain
trap somewhere in the system. Fault finding by identifying a line running
• Sludge tanks
excessively hot or isolating each service in turn until the defective trap has
Introduction • Inert gas deck water seal been located should be undertaken.
Condensate from the auxiliary steam services is returned to the feed filter tank, • Main engine, generator engine and auxiliary boiler FO heaters
through a fresh water cooled drains cooler called the the atmospheric condenser • Jacket cooling water preheater
and an inspection tank. As there is a possibility of contamination from leaking
• Steam line drains
heating coils inside fuel oil tanks or various system heat exchangers, the
condensate drains are segregated and checked in the inspection tank before • Economiser duty dump steam line
they are allowed to return to the system in the feed filter tank. • Engine room steam radiators, including the inert gas generator
room
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
heating system of this type is to ensure that only condensed steam (condensate) Procedure for Preparing the Drains System for Operation
returns to the atmospheric condenser which, therefore, acts as a drain cooler.
All drains outlets from heating lines are fitted with a drain trap which only a) Ensure that pressure gauges and instrumentation valves are
lets water pass and therefore keeps the steam in the heating line until it has open and that the instruments are working correctly.
condensed. The drain traps are normally provided with inlet and outlet valves
and also with a bypass valve to allow the heater to remain in operation even if b) Ensure that the low temperature central fresh water cooling
the drain trap becomes defective. A defective drain trap is indicated by steam system is operating.
returning to the atmospheric condenser and the defective drain trap can be
traced by the fact that its return line will be abnormally hot as it will contain c) Set up the valves as in the following table.
steam. If a drain trap has to be bypassed for maintenance purposes, the bypass
valve should be throttled so as to restrict the passage of steam.
Drains System
The following services return condensate to the feed filter tank through the Position Description Valve
atmospheric drain condenser: Open Cooling fresh water inlet to atmospheric condenser WF040F
• HFO storage tanks Open Cooling fresh water outlet to atmospheric condenser WF041F
• HFO settling tanks Closed Cooling fresh water bypass valve on atmospheric
• HFO service tanks condenser WF042F
• Calorifier Open Atmospheric condenser drain valve to feed tank SD003F
• Accommodation fresh water heater Open Drain system line valve from pump room SD004F
• Steam tracing Open Deck and engine room service condensate
• Accommodation services return valve SD001F
• Main engine and generator engine LO settling tanks Closed Drain direct bypass valve to feed tank SD002F
• Boiler FO heaters Open Steam dump valve inlet valve ST002F

• Cargo tank heating Operational Steam dump valve ST001F
• Incinerator waste oil tank heating Open Steam dump valve outlet valve ST003F
• FO overflow/drain tank Closed Steam dump valve bypass valve ST004F
• HFO and LO purifier heaters
d) The various services can now be put into operation as required,
• HFO automatic and bypass filters by opening the associated drain trap outlet valve.
• Bilge holding tank

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2.3.3 BOILER FEED WATER SYSTEM The economiser feed pumps are designed to supply the boiler’s needs during Procedure for Preparing the Boiler Feed System for Operation
normal sea going conditions when only the exhaust gas economiser is on
Boiler Feed Water Pump line supplying the ‘at sea’ steam demand. Two economiser feed pumps are a) Ensure that the pressure gauge and instrumentation valves are
Maker: Teikoku Machinery provided and they take suction from the feed filter tank. Each can supply the open and that the instrumentation is reading correctly.
duty auxiliary boiler at a rate of 4m3/h against a pressure of 23.5kg/cm2. The
No. of sets: 3
economiser is supplied with feed water from the main boilers via the boiler b) Set up the valves as in the following table:
Type: Horizontal centrifugal water circulating pumps which are each rated at 12m3/h.
Model: 100-2SLM
Capacity: 30m3/h at 23.5kg/cm2 When only the economiser is producing steam, one of the economiser feed Boiler Feed Water System
pumps will be operating and the other will be on standby. There is no direct
connection from the economiser feed pumps to the economiser as the feed Position Description Valve
Exhaust Gas Economiser Feed Water Pump
water is supplied to the auxiliary boilers. One of the two available boiler Open Feed pump suction valve from feed filter tank SB001F
Maker: Teikoku Machinery water circulating pumps takes water from the water drum of the duty boiler
No. of sets: 2 and supplies it to the bottom of the economiser. As the water rises through Open No.1 boiler feed pump suction valve SB002F
Type: Horizontal centrifugal the economiser and receives energy from the exhaust gases it is converted Open No.2 boiler feed pump suction valve SB003F
Model: 50-4SLM into a mixture of saturated steam and water. The combined mix then returns
to the steam drum of the duty boiler where the water is separated out. As the Open No.3 boiler feed pump suction valve SB041F
Capacity: 4.0m3/h at 23.5kg/cm2 economiser is using the same water as is used in the main steam generating Open No.1 boiler feed pump recirculating valve SB010F
plant, there is no need to supply a separate chemical treatment inlet.
Open No.2 boiler feed pump recirculating valve SB011F
Boiler Water Circulating Pump
Maker: Allweiler AG Each main boiler and economiser feed pump returns a small proportion of the Open No.3 boiler feed pump recirculating valve SB044F
discharge back to the feed filter tank through an orifice; this prevents the pump Open No.1 boiler feed pump main discharge valve SB006F
No. of sets: 2
from overheating whenever the feed water regulator is closed due to the boiler
Type: Horizontal centrifugal or economiser being on low load. If the steam demand falls for any reason, Open No.2 boiler feed pump main discharge valve SB007F
Model: 50BF-AWM such as when a cargo pump is stopped, the feed water regulator automatically Open No.3 boiler feed pump main discharge valve SB042F
Capacity: 12m3/h at 3.5kg/cm2 shuts the feed valve to the boiler, but the feed pump(s) still operate normally.
Without feed water delivery, overheating of the feed pump(s) could quickly Closed No.1 boiler feed pump auxiliary feed discharge
occur. valve SB008F
Introduction Closed No.2 boiler feed pump auxiliary feed discharge
Feed water is normally supplied to each boiler through feed water regulators, valve SB009F
The boiler feed system is the section of the steam generating plant which one per boiler, but it can also be supplied through a separate auxiliary line
Closed No.3 boiler feed pump auxiliary feed discharge
circulates feed water from the feed filter tank into the steam drum of the boiler which can be used in an emergency. The main feed pumps are organised with
valve SB043F
via the boiler feed water pumps and the feed water regulators. one or two units in operation and another acting as standby. The standby pump
will cut in on the failure of a running unit(s). Normally only one feed pump is Open No.1 economiser feed pump suction valve SB004F
The feed water flow to each boiler is automatically controlled by the feed required for the economiser and the other is set for standby operation. In each Open No.2 economiser feed pump suction valve SB005F
water regulating valves, in accordance with the variation in water level in case the standby feed pump cuts in at a pressure of 22kg/cm2.
the steam drum and the boiler steam outlet flow signal. There are high and Open No.1 economiser feed pump recirculating valve SB016F
low demand automatic feed regulator valves for each boiler, the low demand Boiler water chemical treatment is administered by injecting chemicals, from Open No.2 economiser feed pump recirculating valve SB017F
regulator operates initially when the feed requirement is between 0 and 40%, the dosing unit, directly into the feed pump suction line using a chemical
after this valve the high demand regulator begins to operate in conjunction dosing unit. See section 2.3.4 for further details. Open No.1 economiser feed pump main discharge valve SB012F
with the low demand regulator. In addition to these feed regulating valves, Open No.2 economiser feed pump main discharge valve SB013F
there is an auxiliary feed line to each boiler which has a manually operated
Closed No.1 economiser feed pump auxiliary discharge valve SB014F
regulator valve.
Closed No.2 economiser feed pump auxiliary discharge valve SB015F
Three boiler feed pumps take suction from the feed filter tank, each is capable
Open Economiser feed line valve SB018F
of supplying the boilers at a rate of 30m3/h against a pressure of 23.5kg/cm2.
These feed pumps are designed to supply the boilers during cargo operations Open Feed water treatment feed line inlet valve SB019F
or at other times when the oil fired boilers are in use. Open Feed water treatment feed line inlet valve SB020F

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Boiler In Use Procedure for Preparing the Economiser Feed System for Note: Boiler valves are numbered according to the boiler manufacturer’s
No.1 Auxiliary Boiler Operation numbering system and not the ship’s valve numbering system.
One of the oil fired boilers will be operating. The description below assumes
Open Main (large) feed regulator inlet valve SB021F The valves set as described above allow the auxiliary boiler to be operated with
that No.1 oil fired boiler is operating and that the economiser will be taking
either of the feed water pumps and the exhaust gas economiser to operate with
Open Main (large) feed regulator outlet valve SB022F water from this boiler and returning the saturated water/steam mixture to No.1
either of the two economiser water circulating pumps.
boiler. The economiser feed pumps are already set for operation as above.
Open Small feed regulator inlet valve SB025F
For the economiser the initial start-up procedure is the same as for the oil fired
Open Small feed regulator outlet valve SB026F The economiser water circulating pumps are cooled by water circulating from
boilers except that the economiser circulating pumps are used and water is
the low temperature central cooling system which must be operating.
Open Main feed check valves drawn from and returned to the auxiliary boiler.
Closed Auxiliary feed check valves C3/C4 a) Ensure that the pressure gauge and instrumentation valves are
Whenever filling the auxiliary boiler or economiser from cold, the vent valve
open and that instrumentation is reading correctly.
on the boiler or economiser must be open and must remain open until steam
No.2 Auxiliary Boiler is generating.
b) Set up the valves as in the following table.
When the main engine is operating, steam will be generated in the economiser
Open Main (large) feed regulator inlet valve SB023F Exhaust Gas Economiser and the oil fired boiler may be shut down when sufficient steam to meet the
Open Main (large) feed regulator outlet valve SB024F ship’s requirements is available.
Open Small feed regulator inlet valve SB027F Position Description Valve
Open Small feed regulator outlet valve SB028F Open No.1 economiser circulating pump suction valve SB029F
Pump Discharge SB015F SB014F
Open No.1 economiser circulating pump discharge Line to Boilers
Open Main feed check valves
valve to economiser SB031F
Closed Auxiliary feed check valves C3/C4
Open No.1 economiser circulating pump cooling
water inlet valve WF053F
Note: Boiler valves are numbered according to the boiler manufacturer’s Open No.1 economiser circulating pump cooling
numbering system and not the ship’s valve numbering system. water outlet valve WF054F
Open No.2 economiser circulating pump suction valve SB030F
For Initial Start Only Open No.2 economiser circulating pump discharge Pump Suction Line
valve to economiser SB032F
a) Shut the discharge valve of the selected feed pump.
No.1 Pump
Open No.2 economiser circulating pump cooling
b) Start the selected feed pump and slowly open the discharge water inlet valve WF055F
valve until the discharge line reaches working pressure. Open No.2 economiser circulating pump cooling No.2 Pump
water outlet valve WF056F

c) Check the operation of the feed check valves.
Open Economiser circulating water inlet valve
d) Fill the boiler to working level. Open No.1 auxiliary boiler suction valve for economiser
circulating pumps C19 SB013F
e) Switch the remaining pump(s) to standby.
Closed No.2 auxiliary boiler suction valve for economiser
circulating pumps C19 SB020F SB019F
The boiler can now be brought into operation.
Open Economiser water/steam emulsion outlet valve
Open No.1 auxiliary boiler inlet valve from economiser C21
Economiser Feed Water Pumps
Closed No.2 auxiliary boiler inlet valve from economiser C21

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2.3.4 WATER SAMPLING AND TREATMENT SYSTEM c) Open the water sampling valve on the boiler, or the feed water Boiler Blowdown
supply line, SB037F, and allow water to flow though the cooler
Chemical analysis and treatment of feed water is undertaken to prevent before collecting the sample in order to ensure that the sample Boiler blowdown, through the valves on the water drum, imposes a considerable
corrosion and scale formation in the boilers and economiser and so avoid taken is actually water from the boiler or the feed line and not load on the unit, and must only be undertaken with the boiler in low load
degradation of the steam quality. Inadequate or incorrect treatment can result water from the sampling line. conditions. If in port, the duty deck officer should be contacted, to ensure the
in severe damage to the steam generation plant and constant monitoring is discharge from the ship’s side will not be dangerous.
necessary to give an early indication of possible contamination of the feed d) After the sample has been collected close the boiler sampling
water. valve then the sample cooler inlet and outlet valves. a) Fill the boiler feed regulator is working correctly so that
the desired level will be maintained in the boiler during the
Chemical treatment and analytical tests must be undertaken in accordance WARNING blowdown period.
with the detailed instructions given by the chemical supplier and the water Boiler water samples are taken from the water drum and are therefore at
characteristics maintained within the ranges specified. Test results are to a high pressure and temperature. Great care should be taken whenever b) Open the ship’s side valve SB036F and line valve SB035F.
be recorded in a form that enables trends, and the effect of treatment, to be these valves to the sample cooler are opened. This must be done slowly.
monitored. c) Slowly open the blowdown valve fully. There are upper and
e) Undertake the boiler water analysis using the test kit according lower water drum blowdown valves and the lower valve C7
The dissolved solids in the boiler water are controlled by use of scum lines to the manufacturer’s instructions. Record the results of the should normally be used.
at the water level in the boiler and/or blow down valves in the at the bottom boiler water analysis and interpret the results to give the
of the boiler, through which these impurities are discharged overboard. These necessary information regarding the chemical treatment to be d) As the blowdown process is continuing, monitor the boiler
systems are an integral part of the boiler water treatment arrangements. used. Record details of the chemical treatment to be added to water level, and ensure this is being maintained and the feed
the boiler water. pump discharge is coping with the extra load. Blow down the
The boilers are each provided with a sampling connection which directs water boiler for a period which will depend upon the level of dissolved
to the sampling cooler, cooled by water circulated from the low temperature solids. Excessive blowdown should not take place in one stage
central cooling FW system. A representative sample of the boiler water is Note: Always ensure that the analysis and treatment relate to the chemicals
to avoid placing too great a load on the system. If a large water
taken, cooled and analysed using the test kit provided. currently being used on the ship.
blowdown is required this should be undertaken over a period
of time in short stages.
A chemical dosing unit is provided. It injects chemicals into the boiler feed Boiler Compound Injection Unit
pump suction line using metering pumps which take suction from the self- e) On completion, close the blowdown valves, then the ship’s side
contained chemical tanks. The tanks are charged with the correct quantity of Chemicals are directly injected into the auxiliary boiler feed water supply valves.
chemicals on a daily basis, the amount used depending on the results of the before the feed pump suction valves. This ensures that the chemicals mix
daily boiler water test and according to the manufacturer’s instructions. thoroughly with the boiler feed water and it allows the natural water circulation f) Removal of surface scum from the steam drum of the boiler
system within the boiler to move the chemicals around the boiler and ensures may be accomplished via the same ship’s side valves and the
Boiler water samples are taken from each boiler and from the feed water an even distribution. scum valves (C5 and C6) on steam drum of the boiler. Primary
supply line to the boilers. scum valve(s) are to be opened first and then the secondary
valve.
Dosing Procedure
Sampling a) Open the chemical treatment unit supply valves to the boiler feed
water suction pipe from the feed tank SB019F and SB020F.
a) Check that the cooling water lines from the low temperature b) Place the chemicals in the appropriate tanks of the dosing
central cooling FW system to the analysing unit are open and units.
that water is flowing through the cooler.
c) Set the dosing rate for the dosing pumps and start the dosing
b) Open the sample outlet valve on the cooler SB039F. Open the pump for each chemical tank. Check that each dosing pump is
sample inlet valve from No.1 boiler ST022F, from No.2 boiler working correctly.
ST023F or from the feed water supply line SB038F.

Illustration 2.3.5a Distilled Water Transfer and Distribution Deck Connections
No.2 Auxiliary Boiler LI LT LT LI

No.1 Auxiliary Boiler 1627 1629 1623 1625
(25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2)
WP018 WP006
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh
Water Tank Water Tank Water Tank Water Tank
(P)(178.8m³) (S)(71.5m³) (P)(71.5m³) (P)(178.8m³)
LI LI LI
SB026 SB025 SB027 SB028 WP
LAL LAL LI LS LAL WP LAL
019
1624 1626 1624 007 1626
SB022 SB021 SB023 SB024
To Sampling
SB037F Cooler
Stern Tube WP022

Cooling WP To Bilge
To Bilge 009 Primary Tank
Water Tank Primary Tank
To Local Fire To
Fighting Pump Accommodation
To To Control Unit
Bilge Bilge Panel
WP008 WP005 WP
From FI
FS
015 To Engine
Steriliser Ion Type Room Services
From 7.5kg/cm2 Pump Room (2.0m³/h)
Steam Service WP
035 WG
Key From 001
Steam Main SD004 From
Deck From 7.5kg/cm2
Saturated Steam Line
TI SD001F Service Steam Service WP
Rehardening Filter (2.0m³/h)
004
Condensate
PI
Fresh Water PI
SD002 Auto
ST281 WP Stop/ PI PS
Electrical Signal 002 Start
SD003
WP023 SIAH No.1
WP024 1236
WP014
To Bilge
SB018 Fresh Water
LC ST283 ST282
WP013 Hydrophore
ST284 Tank (1.0m3)
WP
003
SB017 SB016 SB044 SB011 LIAHL
To Scupper No.2
1234 SD005
SB SB SB SB0 SB SB SB SB SB SB
SD
013 015 012 14 042 043 007 009 006 008 From Fresh Water
SB XA XI 006F Service Line
1248 1248 WP032F
010 To Bilge
XA XI (Locked Close)
1249 1249
SD007F Primary Tank To Bilge
From Fresh Water Primary Tank
PS PS PS PS PS XA XI Service Line
Auto XA XI 1250 1250
CH-VR No.1 1244 1244 No.2 No.1 TI TC WG030 SAH XA
PI PI PI PI PI Fresh Water
Generator 1424 1423
XA XI
1245 1245
Auto 35 Ton/Day
ST
PI PI PI PI PI CH-VR 285
No.2 No.3
SD PI
SB001 WP001
SB SB SB SB SB 010 Cascade / Feed Filter WG031
005 004 041 003 002 Tank (12m3)
Economiser Feed Water Boiler Feed Water
Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2) To Primary Bilge Tank
Chemical
Dosing
To Bilge
Primary Tank

2.3.5 DISTILLED WATER TRANSFER AND DISTRIBUTION loaded. The silver ion reserve ensures the correct silver ion level when the fresh All tank drains should be closed.
water is bunkered. This arrangement is used as the rate at which fresh water is
Rehardening Filter bunkered is too high for effective treatment by the silver ion steriliser. d) Start up the evaporator.
Maker: Se-Won Industries
The fresh water tanks supply water to the domestic fresh water system for e) Ensure power is available to the silver ion steriliser control
Type: Dolomite
the ship and technical water in the engine room via pumps and a pressurised panel.
No. of sets: 1 hydrophore tank. Water from the fresh water tanks is also used as feed for the
Model: SWM 2.0 local engine room fire fighting system. The outlet connection from the fresh f) Switch on the on the evaporator salinometer.
Capacity: 2,000 litres/h water tanks goes to the fresh water hydrophore system (see section 2.14.1
Domestic Fresh Water System). The fresh water hydrophore system supplies g) Open the evaporator discharge valve and start the distillate
Steriliser hot and cold fresh water to the accommodation spaces and technical water to pump. Discharge should be back to the evaporator until the
various engine room systems. salinometer automatically shuts the dump solenoid valve when
Maker: Samkun Century
the water quality is at the required standard. When salinity is
Type: Silver ion
Procedure for Filling the Fresh Water Tanks satisfactory, the discharge will change over to fill the tank.
No. of sets: 1
Model: SS-2000 h) Start the silver ion steriliser and check that it is operating
Filling the No.1 fresh water tank from the evaporator.
Capacity: 2,000 litres/h correctly.
a) Prepare the evaporator as described in section 2.4.3.
Sterilised water, which has passed through the rehardening filter, will be
Introduction
b) Ensure that the rehardening filter and silver ion steriliser are directed to the selected fresh water storage tank from where it is taken by the
operational. hydrophore pumps to supply the domestic water system
The evaporator distillate pump discharges through a salinometer detector head
and a flow meter. Positioned before the flow meter is a solenoid valve, which
opens when the salinometer detects too high a salinity level, diverting the c) Set the valves as in the following table Distilled Water Distribution System
distillate pump output back to the evaporator for reprocessing.
Position Description Valve Distilled water is stored in two distilled water tanks and is supplied to the tanks
The discharge from the evaporator flows to the fresh water tanks and the distilled by the evaporator. When filling the distilled water tanks the inlet valve to the
Open Forward evaporator discharge valve WP001F
water tanks which are situated on the port and starboard sides of the vessel; rehardening filter is closed and the silver ion steriliser is turned off. The filling
distilled water tanks on the port side and fresh water tanks on the starboard Closed Hyper dosing valve for bunker water supply WG030F valve on the distilled water tank to be replenished is opened and the tank will
side. In each case No.1 tank has a capacity of 71.5m3 and No.2 tank a capacity Open Rehardening filter inlet line valve WP002F be filled from the evaporator. Distilled water is used for filling the stern tube
of 178.8m3. Water discharged to the fresh water storage tanks flows through cooling water tank and for boiler feed. One of the distilled water tank outlet
a rehardening filter which increases the hardness and pH value of the water, Set Rehardening filter inlet and outlet three-way valves valves will be open in order to supply water to the users. For filling the stern
and then through the silver ion steriliser which doses the water with silver ion Open Rehardening filter outlet valve WP003F tube cooling water tank the tank inlet valve WP022F must be open.
ensuring that the water remains in a sterilised condition during storage. The fresh
water storage tanks have level indicating equipment and low level alarms. Closed Rehardening filter bypass valve WP004F
The cascade tank level control valve inlet valve WP023F will be open if the
Closed (locked)FW service line inlet valve to rehardening filter WP032F cascade tank level is being automatically regulated. If manual level regulation
Water supplied to the distilled water tanks flows directly from the evaporator is in use the manual filling valve WP024F will be opened as required.
Operational Silver ion steriliser inlet valve
and is not processed in the rehardening filter or silver ion steriliser. Distilled
water is used for boiler feed and for filling the stern tube cooling water tank. Open Silver ion steriliser outlet valve WP005F
In an emergency it may be supplied to the domestic fresh water system by Technical Water System
Throttled Silver ion steriliser bypass valve WP009F
means of a crossover valve and the removal of a line blank. As such water is
not treated, the distilled water would need to be circulated through the fresh Closed Silver ion steriliser bunker water inlet valve WP008F Technical water for use in the machinery spaces is supplied by the domestic
water system and then through the rehardening filter and silver ion steriliser water system via the hydrophore tank. See section 2.14.1 of the machinery
Open Filling valve for No.1 FW tank WP006F
before it could be considered suitable for human consumption. operating manual for a fuller description.
Closed Filling valve for No.2 FW tank WP007F
Fresh water bunkers may be taken if required and this water is loaded directly Closed Filling valve for No.1 distilled water tank WP018F
into the fresh water storage tanks. In order to ensure effective sterilisation of
Closed Filling valve for No.2 distilled water tank WP019F
the bunkered water in the storage tanks water from the fresh water service line
is passed through the silver ion steriliser for hyper dosing with silver ions. This Closed Outlet valve from No.1 FW tank
water flows to the storage tank into which the bunkered fresh water is to be Open Outlet valve from No.2 FW tank

2.4 Sea Water Systems
2.4.1 Main and Auxiliary Sea Water Systems
2.4.2 Sea Water General Service System
2.4.3 Evaporator
2.4.4 Marine Growth Prevention System
Illustrations
2.4.1a Main Sea Water Service System
2.4.2a Sea Water General Service System
2.4.3a Evaporator
2.4.4a Marine Growth Prevention System Arrangement

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2.4 SEA WATER SYSTEMS Fresh Water Generator Ejector Pump water inlets. After passing through the fresh water coolers the water from the
SW pumps is discharged overboard through valves WS024F and WS025F.
2.4.1 MAIN AND AUXILIARY SEA WATER SYSTEMS No. of sets: 1 When the Cargo Oil Pump Turbine (COPT) pumps are operating, it is
Main Cooling System Sea Water Pumps Model: 100TVS-B1m necessary to operate the COPT vacuum condenser. The cooling water to this is
Maker: Teikoku Machinery Works Ltd Type: Vertical centrifugal supplied by the vacuum condenser sea water cooling pump. There is only one
No. of sets: 2 Capacity: 85m3/h at 4.8kg/cm2 pump fitted but should this fail, cooling water can be supplied by the main SW
cooling pumps. A ‘no flow’ alarm is fitted to the sea water line for the vacuum
Model: 350TVD-A1m Motor: 22kW at 1,800 rpm
condenser. If the pressure in the vacuum condenser rises the cargo oil pump
Type: Self-priming, vertical, centrifugal turbines will be tripped at a back pressure of 0.7kg/cm2, additionally, the steam
Capacity: 840m3/h at 1.8kg/cm2 Introduction dumping will stop if the ‘no flow’ alarm is raised.
Motor: 65kW at 1,800 rpm
Main Sea Water Cooling System All of the pumps described take suction from a common sea water line
Vacuum Condenser Sea Water Pump Sea water is circulated through the central fresh water coolers by one or both connected to the high and low sea chest suctions. Valves WS001F and WS005F
Maker: Teikoku Machinery Works Ltd of the main SW cooling pumps. Under normal seagoing conditions one pump control the high sea chest and valves WS002F and WS006F control the low sea
should provide sufficient cooling water to maintain correct system operating chest. The low suction is normally used at sea or when surface contamination
No. of sets: 1
temperatures, but, under certain circumstances such as high sea water such as weed or slush ice is present. It is also used when the ship is in light
Model; 400TVD-A1m ballast conditions when the ingress of air is possible. The high suction is used
temperature, it may be necessary to start the second pump. With one pump
Type: Vertical centrifugal running and the other pump set to standby it will cut in should the system when the ship is operating in silted or shallow waters to avoid the ingress of
Capacity: 1,190m3/h at 0.9kg/cm2 pressure fall below 1.3kg/cm2. sand or silt into the cooling system. Suction strainers are fitted at both sea
Motor: 45kW at 900 rpm chests and a steam connection is provided for the clearing of ice and weed.
Conversely, with this vessel being classified as an ice class ship which is able Both of the ship’s side suction valves, WS001F and WS002F, are remotely
Deck Seal Sea Water Pumps to operate in freezing water climates, a 350mm recirculation line is fitted on operated from a hydraulic power pack located on the engine room 2nd deck.
Maker: Teikoku Machinery Works Ltd the overboard discharge line from the central coolers and evaporator which Each valve can also be operated from a local hydraulic handwheel unit located
leads back to the low sea suction on the starboard side. In very cold sea water at the floor level.
No. of sets: 2
temperatures, this line allows sea water to be fully or partially recirculated back
Model: 50MSS-JH1m to the starboard low sea chest in order to reduce the thermal gradient across The cooling SW pumps can be started and stopped either locally from the
Type: Horizontal centrifugal the sea water side of the central coolers. This would be manually achieved by starter adjacent to the pumps or remotely from the engine control room. The
Capacity: 3m3/h at 4.0kg/cm2 throttling in on the overboard discharge valve WS025F and opening up on the standby pump is designed to cut in automatically on low system pressure.
Motor: 3.7kW at 3,600 rpm sea water return valve WS107F to the sea chest.
The No.2 SW cooling water pump can also be used in an emergency to pump
Inert Gas Scrubber Circulating Sea Water Pump The recirculation valve WS107F is operated remotely from an independent the engine room bilges. It is a self-priming pump and has a 350mm suction line
hydraulic deck stand valve on the 3rd deck starboard forward. Additionally, branched off to the emergency bilge suction. It is operated by opening valve
this valve can also be operated manually via an extended spindle at the floor BG019F which has an extended spindle taking the valve handle to a height of
No. of sets: 1 at least 460mm above the lower floor plate level.
plate level when the manual drive key is inserted into the drive shaft and
Model: 125TVS-B1m the changeover lever on the top of the valve is turned to the correct position
Type: Vertical centrifugal bypassing the operating piston. Fresh Water Generator
Capacity: 150m3/h at 4.5kg/cm2
Due care and attention must be paid to the back pressure both on the central The fresh water (FW) generator is supplied by its own dedicated ejector pump
Motor: 30kW at 1,800 rpm which takes suction from the sea water suction main. Should the FW generator
cooler and the outlet from the evaporator when recirculation is in operation.
Inert Gas Generator Topping Up Sea Water Pump Additionally, attention must be paid to the salinity of the circulating water ejector pump fail, a supply can be maintained from the inert gas generator
when the evaporator is in operation if on full recirculation, as this could have a cooling sea water pump or from the bilge, fire and GS pumps.
detrimental effect on the cooler surfaces with increased scale formation on the
No. of sets: 1 heat transfer plates both on the central cooler and in the evaporator.
Model: 100TVS-B1m
Type: Vertical centrifugal The main sea water circulating pumps can also be configured to supply cooling
Capacity: 35m3/h at 4.0kg/cm2 water to the vacuum condenser. This is achieved by opening valve WS019F and
would be used in the event of a failure of the vacuum cooling sea water pump.
Water from the SW pumps is also bled off to supply the Marine Growth
Prevention System (MGPS) which provides protection to the two sea chest

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Operation of the Main Cooling Sea Water System e) Vent the in-use central FW cooler and check that water is Procedure for the Operation of the Fresh Water Generator
circulating through the central cooler and that the flow is Pump
Preparation for the operation of the main cooling sea water system. adequate for the cooling load.
a) Ensure that one of the sea suction connections is open as
a) Ensure that the sea chest suction strainers are clear. Note: The coolers may be backflushed to remove debris from the cooler described in the procedure for the main sea water circulation
surfaces and hence improve the cooling efficiency. This will normally be system.
b) Ensure that all pressure gauge and instrumentation valves are undertaken when the cooler is not under load. The inlet and outlet sea water
open and that instruments are functioning correctly. Also check valves are closed and a sea water hose is connected to the backflushing b) Ensure that all pressure gauge and instrumentation valves are
that the drain valves on the two central coolers are closed. connection. The inlet line filter blank is removed and a drain hose connected; open and that instruments are reading correctly.
the backflushing valve is opened allowing sea water to flow back through the
c) Set up the valves as shown in the tables below. In this case it has cooler dislodging sediment. c) Set up the valves as shown in the tables below.
been assumed that the low sea suction is in use and that only one
of the central coolers is in operation with the other being held as Position Description Valve
a clean standby unit, and that no recirculation is required due to Preparation for the Operation of the Vacuum Condenser Sea
cold sea water temperatures. Water System Open FW generator ejector pump suction valve WS036F
Open FW generator ejector pump discharge valve WS037F
Position Description Valve a) Ensure that one of the sea suction connections is open as
described in the procedure for the main sea water circulation Closed Crossover valve from bilge, fire and GS pump WS049F
Open Low suction ship’s side valve WS002F system. Open Fresh water generator brine outlet valve WS038F
Open Low suction strainer outlet valve WS006F
Open Overboard discharge valve WS025F
b) Ensure that all pressure gauge and instrumentation valves are
Closed Low suction strainer drain valve
open and that instruments are reading correctly.
Closed High suction ship’s side valve WS001F d) Start the FW generator in accordance with procedures described
c) Set up the valves as shown in the tables below. in section 2.4.3 of this manual.
Open High suction strainer outlet valve WS005F
Closed High suction strainer drain valve Position Description Valve Procedure for the Operation of the Marine Growth Prevention
Closed Recirculation valve to low sea cheast WS107F Open Vacuum condenser SW pump suction valve WS032F System Pump
Open No.1 main cooling SW pump suction valve WS013F Open Vacuum condenser SW pump discharge valve WS034F
a) Ensure that one of the main cooling sea water pumps is
Open No.1 main cooling SW pump discharge valve WS017F Closed Cross over valve to vacuum condenser line WS019F operating as described above.
Open No.2 main cooling SW pump suction valve WS014F Open Vacuum condenser overboard discharge valve WS035F
Open No.2 main cooling SW pump discharge valve WS016F b) Ensure that all pressure gauge and instrumentation valves are
Closed Crossover valve to vacuum condenser line WS019F Note: The vacuum condenser overboard discharge valve WS035F is operated
from the local hydraulic manual stand, WS103F at floor level or from the c) Set up valves as shown in the tables below.
Closed Emergency bilge suction from No.2 SW pump BG019F remote hydraulic unit on the engine room 2nd deck level.
Open No.1 central FW cooler inlet valve WS020F
d) Start the vacuum condenser sea water pump. It will then be Position Description Valve
Open No.1 central FW cooler outlet valve WS022F
possible to commence raising the vacuum using the air ejector Open MGPS unit sea water supply valve WS026F
Closed No.1 central FW cooler backflush valve WS054F unit which is cooled from the LT fresh water cooling system.
Open MGPS unit sea water inlet valve WS027F
Closed No.2 central FW cooler inlet valve WS021F
e) Check that a vacuum is established in the vacuum condenser. Open/closed MGPS outlet valve to high sea suction chest WS028F
Closed No.2 central FW cooler outlet valve WS023F
Open/closed MGPS inlet valve at the high sea suction chest WS030F
Closed No.2 central FW cooler backflush valves WS055F
Open/closed MGPS outlet valve to low sea suction chest WS029F
Open Central coolers overboard discharge valve WS025F
Open/closed MGPS inlet valve at the low sea suction chest WS031F
d) Start the duty main SW pump(s) and place the standby pump on d) Operate the sea water systems as required.
automatic cut-in.

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Note: The MGPS valves to the sea suction chests will normally be left open Position Description Valve
at all times when the sea suction system is operational. Open Inert gas scrubber drain valves(s)
Open Inert gas scrubber overboard discharge valve WS047F
Procedure for the Operation of the Inert Gas Generator
Cooling Sea Water Pump d) Start the scrubber cooling sea water pump to supply water to the
IG scrubber.
described above for the main sea water circulation system.
Procedure for the Operation of the Inert Gas Deck Seal Sea
b) Ensure that all pressure gauge and instrumentation valves are Water Pumps
c) Set up valves as shown in the tables below. described in the procedure for the main sea water circulation
system.
Open Topping up IGG cooling SW pump suction valve WS045F open and that instruments are reading correctly.
Open Topping up IGG cooling SW pump discharge valve WS046F
c) Set up valves as shown in the tables below.
Closed Crossover valve from bilge, fire and GS pump
(locked closed) WS048F Position Description Valve
Open IGG inlet and outlet sea water valves Open No.1 IG deck seal SW pump suction valve WS039F
Open No.1 IG deck seal SW pump suction valve WS041F
d) Start the topping up IGG cooling sea water pump to supply
water to the IGG system. Open No.2 IG deck seal SW pump suction valve WS040F
Open No.2 IG deck seal SW pump suction valve WS042F
Procedure for the Operation of the Scrubber Cooling Sea Open IG deck seal inlet valve
Water Pump Open IG deck seal drain valves(s)
Open IG deck seal overboard discharge valve GI526F
described in the procedure for the main sea water circulation
system. d) Start the selected IG seal sea water pump to supply water to the
deck seal and put the other pump on automatic standby.
open and that instruments are reading correctly. A more thorough description of the inert gas system and the requirements of
the pumps has been given in section 2.15 of this manual.
c) Set up valves as shown in the tables below:

Open IG scrubber cooling SW pump suction valve WS043F
Open IG scrubber cooling SW pump discharge valve WS044F
Closed Crossover valve from bilge, fire and GS pump
(locked closed) WS050F
Open Inert gas scrubber inlet valve

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2.4.2 SEA WATER GENERAL SERVICE SYSTEM The pumps are connected through valves WS050F, WS049F and WS048F The bilge, fire and GS pumps can be started from the following locations.
respectively but during normal operations these valves are to be kept locked
• Locally (started and stopped)
The engine room auxiliary sea water services are supplied by the following closed.
pumps: • The engine control console in the CECR
It may be necessary when the ship is trading in cold climates with low sea and • The foam room and fire control station
Bilge, Fire and GS Pumps air temperatures that the fire main on deck will be isolated from the engine
room supply and drained down. Therefore consideration must be given to the • The bridge
condition of the fire main on deck, either isolated or not before the pumps are • The main switchboard room (started and stopped)
No. of sets: 2
started for fire fighting or deck wash duties.
Model: 200-2VSR-Am-NV-S
In order for the bilge, fire and GS to be started automatically, the fire line
Type: Vertical centrifugal, self-priming pressurising pump must be switched to REMOTE at the group starter panel
Procedure to Set Up the Bilge, Fire and General Service Pumps
Capacity: 230/180m3/h at 4.0/10kg/cm2 on the main switchboard. This pump will now maintain the fire line pressure
for Fire Main Duties between 9 and 7kg/cm2. If the fire line pressure drops to 6.5kg/cm2 due to a
high demand on the fire line, then one or both bilge, fire and GS pumps will
It is assumed that the sea water crossover line is in operation on the low sea start according to which isolation breaker is in.
Fire Line Pressurising Pump suction and that each fire hydrant valve in the engine room, accommodation
Maker: Teikoku Machinery Works Ltd and on deck, is closed. It is also assumed that the fire main on deck is not The bilge, fire and GS pumps can be started manually at any time as long as
No. of sets: 1 drained down and the isolating valve FD554F in the foam room is open for the the main isolation breaker is in the ON position.
supply to deck and the accommodation areas.
Model: SXUM
Type: Vertical centrifugal, self-priming Set up the valves as shown in the following table: Procedure to Set Up a Bilge, Fire and General Service Pump
Capacity: 25m3/h at 9.0kg/cm2 for Bilge Pumping Duties
Motor: 30kW at 2500rpm Position Description Valve
It is assumed that the No.1 bilge, fire GS pump is to be set for bilge pumping
Closed No.1 bilge, fire GS pump bilge suction BG012F
duties via the bilge suction main and that No.2 pump has been left lined up on
Both bilge, fire and GS pumps are permanently set up for the fire main service, Closed No.1 bilge, fire GS pump direct bilge suction BG014F the fire main.
with the discharge and suction valves being left open. In an emergency it is
possible for the pumps to be used to pump bilges directly overboard from Open No.1 bilge, fire GS pump sea suction FD001F
Set up the valves as shown in the following table:
the bilge main which connects to all of the engine room bilge wells. The Closed No.1 bilge, fire GS pump discharge to overboard
No.1 pump also has a direct bilge suction from the port forward engine room discharge line BG015F
bilge well. In normal operations however, the bilge suction valves on each Position Description Valve
pump would be closed. Sea suction for the pumps is from the main sea water Open No.1 bilge, fire GS pump discharge to fire main FD003F Open No.1 bilge, fire GS pump bilge suction BG012F
crossover line that connects to the high and low sea chests. Closed No.1 bilge, fire GS pump discharge to IG scrubber BA001F Closed No.1 bilge, fire GS pump direct bilge suction BG014F
Closed No.2 bilge, fire GS pump bilge suction BG013F Closed No.1 bilge, fire GS pump sea suction FD001F
It is extremely important that at no time should the bilge suction valves be left
open when the pump discharge valves are open onto the fire main. This is due Open No.2 bilge, fire GS pump sea suction FD002F Open No.1 bilge, fire GS pump discharge to overboard
to the risk of oil contamination of the water and the possibility that the pump
Closed No.2 bilge, fire GS pump discharge to overboard discharge line BG015F
may lose suction from the bilge well.
discharge line BG016F Closed No.1 bilge, fire GS pump discharge to fire main FD003F
The fire line pressurising pump is normally set to maintain pressure in the fire Open No.2 bilge, fire GS pump discharge to fire main FD004F Closed No.1 bilge, fire GS pump discharge to IG scrubber BA001F
line. The pump is set to automatic operation and will start and stop as necessary Closed No.2 bilge, fire GS pump discharge to IG scrubber BA002F
to maintain the fire line pressure. In the event of more than one fire line hydrant Closed No.2 bilge, fire GS pump bilge suction BG013F
being opened, one of the bilge, fire and GS pumps will have to be started to Open Overboard discharge valve BG017F Open No.2 bilge, fire GS pump sea suction FD002F
supply sufficient water to the fire main to maintain pressure.
Closed No.2 bilge, fire GS pump discharge to overboard
Note: The bilge suction valves on the bilge, fire and GS pumps are interlocked
The bilge, fire and GS pumps also have the facility to supply sea water to the discharge line BG016F
with the fire main discharge valve so that the bilge suction valves may not be
inert gas scrubber system, the fresh water generator ejector and to the inert gas opened when the fire main discharge valve is open. Open No.2 bilge, fire GS pump discharge to fire main FD004F
topping up cooling system. This facility has been fitted to provide back-up to
Closed No.2 bilge, fire GS pump discharge to IG scrubber BA002F
those systems in the event of pump failure or down time due to maintenance.
Open Overboard discharge valve BG017F

Operation of a bilge, fire and GS pump for pumping out the engine room
bilges should only be considered in the event of serious flooding of the engine
room spaces and not for general bilge pumping duties. Opening of the direct
bilge suction valve from the port forward bilge well allows for ready pumping
of engine room flood water. It is essential that all bilge well strainers are
maintained in a clear condition at all times.
Flooding of the engine room spaces and the pumps that can be utilised is
covered in section 5.1.
Procedure to Set Up the Fire Line Pressurising Pump
The fire line pressurising pump must be always set for operation on the fire
main. The pump takes suction from the main sea water suction crossover
line which must be operational with the high or low sea chest suction valves
open.
The fire line pressuring pump suction valve FD017F and discharge valve
FD018F must be open and the pump set for REMOTE operation at the main
switchboard group starter panel. Additionally, the fire line accumulator should
also be in line with its feed valve FD019F open and the pressure vessel filled
half way with water and an air damper filling the remaining space.
The pump will maintain the fire main at a constant pressure of 9.0kg/cm2
but is of limited capacity. The pump will provide an immediate fire fighting
capability but should more than one hydrant be opened, a bilge, fire and GS
pump must be started.
WARNING
The fire line pressurising pump can start automatically at any time by
an on board fire hydrant valve being opened. The pump must therefore
be switched off before undertaking any maintenance work.

Illustration 2.4.3a Evaporator
Deck Connections
Key
Water Tank Water Tank WP WP Water Tank Water Tank WS024F WS025F
006F High Temperature Cooling Water
(S)(178.8m³) (S)(71.5m³) 018F (P)(71.5m³) (P)(178.8m³)
Hydraulic Oil
LAL WP LAL LAL WP LAL
1624 019F 1626 WP0 1624 007 1626 Fresh Water
09F
Sea Water WS022F WS023F
Rehardening
Control Filter (2.0m³/h)
Panel
WP008F PI TI PI TI
FI PI Cooling Water Fresh Water Generator
FS Central Coolers
PI TI PI TI
Condenser (Each 100%)
WP0 WP0
35F 05F
WS0 WS020F WS021F WS055F
54F
WP Steriliser Ion Type
004 (2.0m³/h)
WP0 Vapour
02F
Evaporator To Vacuum
To Scupper
Condenser
WP003F
WP032F
(LockedClose)
From Fresh Water
Service Line To Bilge
Primary Tank
Chemical SAH XA 3rd Deck
1424 1423
Dosing WG AMS Control
WG 030F
031F Salinity Indicator Brine Set 1.3kg/cm2 WS0 WS0
To Expansion PI AUTO 17F 18F Main Cooler
Main Engine Flow Meter Distillate Extraction Sea Water
Tank Pump 2.5m3 x 3kg/cm2 CH-VR WS0 WS0
(7S60MC-C) Water Pumps (840m3/h
XA XA 15F 16F
WF WP001F Feed 0318 0319 x 1.8kg/cm2)
PI PI
317F XI XI
0318 0319 DPS DPS
WF309F Emergency
Water
WaterEjector
Ejector Bilge Suction
PI PI
Main Engine
Jacket Cooling Fresh Heater BG019F
Water Pumps WS014F
140m3 x 3kg/cm2 WS013F
WF312F WF310F
PI PI
WS038F
Tank Top
To/From WF311F
Jacket WF308F WF WF
Pre-Heater 305F 303F
WS037F Circulation Steam Injector From 7.5kg/cm2 Steam Service To Hydraulic
WF PI TI Valve ST286F
PS PI PI PI Power Pack
313F TI TI
Evaporator 1450
WF315F Ejector Pump Floor
WF WF
304F 85m3/h x 4.8kg/cm2
To Hydraulic 302F PI TI
Floor Deaeration PI
Power Pack WG035F
Tank
(0.1m3) WF
314F Main Engine Jacket WS036F
Fresh Water Cooler Drain From FW system
WS107F
WS001F WS005F WS006F WS002F
High
Low
Sea Chest WS003F WS004F
Sea Chest
(Port)
(Starboard)

2.4.3 EVAPORATOR To achieve low temperature evaporation and so improve the efficiency of the Evaporator Vessel
unit, the pressure within the evaporator chamber is reduced. This is achieved by The evaporator or separator chamber is cylindrical in shape and is where the
Evaporator Equipment the water eductor that operates as a brine eductor on the evaporator casing. hot water vapour and concentrated brine are separated.
Maker: Sasakura
The feed water is introduced into the evaporator section of the evaporator
No. of sets: 1 Condenser Section
through an orifice and is distributed into the plate heater where it absorbs
Type: Low pressure energy from the hot water and steam. Having reached boiling temperature, As with the heater section, the condenser consists of a plate type heat
Model: EX-4E which is lower than at atmospheric pressure, the feed water undergoes a exchanger fitted to the outside of the unit. The condenser is mounted above
Capacity: 35m3/day partial evaporation and the mixture of generated vapour and brine enters the the heater close to the top of the unit and is where the hot vapour is condensed
Salinometer: Sasakura type M30L37 evaporator chamber. Here the brine is separated from the vapour and extracted into water.
by the combined brine and air ejector that is driven by the dedicated ejector
Salinity: Less than 10ppm
pump.
Cooling sea water: 85m3/h x 32°C Combined Brine/Air Ejector
Jacket cooling water: 90m3/h x 80°C After passing through a demister the hot water vapour enters the condenser The ejector extracts brine and incondensable gases from the separator vessel.
Distillate pump: 2.5m3 x 30mth plate type heat exchanger fitted near the top of the evaporator.
Ejector pump: 85m3 x 48mth Fresh Water Ejector Pump
The sea water supplied by the combined cooling/ejector water pump then cools
the vapour down to form distillate. This distillate is extracted by the distillate The fresh water ejector pump is a single-stage centrifugal pump that supplies
Introduction pump and discharged through a salinometer which monitors the salinity of the condenser with sea water and the brine/air ejector with jet water, as well as
the water. In the event of the salinity rising above a preset value an alarm is feed water for evaporation.
The Sasakura plate type evaporator installed in the engine room utilises the heat sounded and the condensate is recycled back to the evaporator chamber.
available from the main engine jacket cooling water system. The evaporator Distillate Pump
may also be operated using steam from the 7.5kg/cm2 service steam system, A flow meter is fitted at the distillate pump discharge to monitor the amount of
the steam being introduced into a water flow by means of a steam injector. fresh water being produced. At full capacity the unit is capable of producing The distillate pump is a single-stage centrifugal pump that extracts the
There are effectively two heating systems for the evaporator and they operate up to 35 tonnes of fresh water per day. produced fresh water from the condenser and pumps it to the distilled and
independently of each other. Operation using the main engine HT cooling fresh water tanks.
water is normally employed but operation of the evaporator using steam may Distillate from the FW evaporator is discharged to the two distilled water
be adopted should there be insufficient heat available from the main engine HT storage tanks or through a steriliser and rehardening filter to the two fresh Salinometer
cooling fresh water. Illustration 2.4.3a shown above details how the evaporator water storage tanks.
The salinometer continuously checks the quality and salinity of the produced
fits into the sea water and the main engine cooling water circuits.
water. The alarm set point is adjustable.
Fresh Water Quality
The cooling water high temperature water flows from the main engine and into
the evaporator through valve WF310F. The water then exits the evaporator To continuously check the quality of the produced fresh water, a salinometer is Control Panel
and returns to the cooling water circuit through valve WF311F. Not all of the provided together with an electrode unit fitted on the distillate pump delivery
side. A control panel contains motor starters, running lights and contacts for remote
main engine’s cooling water passes through the evaporator as valve WF312F alarm. A salinometer control panel is located at the evaporator side with LCD
ensures that some of the water is bypassed. This valve should never be fully indicators ranging from 0.5-20ppm. The panel also contains a 5ppm test
closed during normal operating conditions. If the salinity of the produced fresh water exceeds the chosen maximum
value, the dump valve and alarm are activated and the water is returned to the function and control buttons to set the alarm point.
For operation using steam the supply and return valves from the HT cooling evaporator chamber.
system (WE310F and WF311F) are closed and the local closed steam/water Chemical Injection Unit
system established. The FW priming valve WG035F is opened in order to Main Components The unit is fitted with a chemical injection unit which connects into the sea
fill the closed circuit and the return circuit line valve is opened (this valve water feed inlet side of the evaporator’s heater. The unit is operated by a
is normally shut). Steam is injected into this closed circuit by means of the The fresh water generator consists of the following components: magnetic pump and is intended to inhibit foaming and control the formation
injector and condensation of the steam heats the water which circulates of scale on the heating surfaces thereby allowing prolonged operation without
through the evaporator due to the action of the steam injector. Condensation the need for a plant shutdown for cleaning. The chemical treatment quantities
of the steam increases the mass of water in the closed system and the pressure Heater Section
must be strictly controlled.
is released by means of a relief valve. When the system is returned to normal The heater or evaporator consists of a plate type heat exchanger that is fitted
main engine HT cooling water operation, the system return circuit line valve is to the outside casing of the unit near the base. It has provision for the fitting of
closed and the closed circulation system is drained. temperature probes at its inlet and outlet.

Illustration 2.4.3a Evaporator
Deck Connections
Key
Water Tank Water Tank WP WP Water Tank Water Tank WS024F WS025F
006F High Temperature Cooling Water
(S)(178.8m³) (S)(71.5m³) 018F (P)(71.5m³) (P)(178.8m³)
Hydraulic Oil
LAL WP LAL LAL WP LAL
1624 019F 1626 WP0 1624 007 1626 Fresh Water
09F
Sea Water WS022F WS023F
Rehardening
Control Filter (2.0m³/h)
Panel
WP008F PI TI PI TI
FI PI Cooling Water Fresh Water Generator
FS Central Coolers
PI TI PI TI
Condenser (Each 100%)
WP0 WP0
35F 05F
WS0 WS020F WS021F WS055F
54F
WP Steriliser Ion Type
004 (2.0m³/h)
WP0 Vapour
02F
Evaporator To Vacuum
To Scupper
Condenser
WP003F
WP032F
(LockedClose)
From Fresh Water
Service Line To Bilge
Primary Tank
Chemical SAH XA 3rd Deck
1424 1423
Dosing WG AMS Control
WG 030F
031F Salinity Indicator Brine Set 1.3kg/cm2 WS0 WS0
To Expansion PI AUTO 17F 18F Main Cooler
Main Engine Flow Meter Distillate Extraction Sea Water
Tank Pump 2.5m3 x 3kg/cm2 CH-VR WS0 WS0
(7S60MC-C) Water Pumps (840m3/h
XA XA 15F 16F
WF WP001F Feed 0318 0319 x 1.8kg/cm2)
PI PI
317F XI XI
0318 0319 DPS DPS
WF309F Emergency
Water
WaterEjector
Ejector Bilge Suction
PI PI
Main Engine
Jacket Cooling Fresh Heater BG019F
Water Pumps WS014F
140m3 x 3kg/cm2 WS013F
WF312F WF310F
PI PI
WS038F
Tank Top
To/From WF311F
Jacket WF308F WF WF
Pre-Heater 305F 303F
WS037F Circulation Steam Injector From 7.5kg/cm2 Steam Service To Hydraulic
WF PI TI Valve ST286F
PS PI PI PI Power Pack
313F TI TI
Evaporator 1450
WF315F Ejector Pump Floor
WF WF
304F 85m3/h x 4.8kg/cm2
To Hydraulic 302F PI TI
Floor Deaeration PI
Power Pack WG035F
Tank
(0.1m3) WF
314F Main Engine Jacket WS036F
Fresh Water Cooler Drain From FW system
WS107F
WS001F WS005F WS006F WS002F
High
Low
Sea Chest WS003F WS004F
Sea Chest
(Port)
(Starboard)

Evaporator Operating Procedures c) Close the air vent valves on the evaporator and set the inlet and f) Open the air vents on the separator.
outlet valves to allow water to flow through the condenser.
WARNING g) Close the suction and discharge valves on the ejector pump.
d) Ensure the feed water inlet valve allowing water into the heater
Do not operate the plant in restricted waters if the water produced is to
is open. h) Close the inlet valve to the distilled water tank.
be used for human consumption. There are strict regulations governing
the operation of fresh water generators near coasts and estuaries and
e) Start the ejector pump and create a vacuum of at least 90% in
these should be observed. Contact the bridge for information regarding The Fresh Water Generator Steam Injection System
the evaporator casing. This should be developed in less than 10
these restrictions when the ship is in coastal waters.
minutes.
If there is insufficient heat in the jacket water to allow for operation of the
f) Ensure the chemical injection tank is topped up with fresh evaporator the steam heating system may be operated. This system is a closed
Starting and Stopping Procedures
water with the correct dosage of chemicals. Open the feed water water/steam system where steam is injected into a closed water circuit and
treatment valve and start the dosing pump. condensation of the steam heats the water which circulates through the heat
The arrangement described is for the evaporator working from the HT jacket
transfer unit of the evaporator.
cooling water circuit.
g) Adjust the evaporator jacket water inlet valve WF310F and
a) Ensure that power is available and that the alarm and control the bypass valve WF312F until the desired temperature is Procedure for Operating the Steam Injection System
panels are switched on. reached. The boiling temperature will rise and the vacuum
a) Set the system valves as described previously.
will fall to approximately 80% indicating that evaporation has
b) Set the valves as follows. It has been assumed that the engine commenced. After about 3 minutes the temperature will fall and
b) Fully open the HT fresh water system evaporator bypass valve
room sea water crossover main is already open and that the normal vacuum will be restored.
WF312F and close the evaporator HT fresh water inlet and
system is discharging into the No.1 distilled water tank. outlet valves WF311F and WF310F.
h) Switch on the salinometer and check for operation.
Position Description Valve c) Open the steam heating circuit circulation valve then open the
i) Start the fresh water/distillate pump.
Open Evaporator ejector pump sea water inlet valve WS036F steam heating circuit fresh water priming valve WG035F and
close the steam heating circuit drain valve. Close the priming
Open Evaporator ejector pump sea water outlet valve WS037F The evaporator will operate automatically and discharge distillate to the
valve when the circuit is filled with water.
fresh water tank provided that the quality is above the base level set on the
Closed Crossover valve from bilge fire and GS pump WS049F salinometer. Should the quality fall the salinometer will activate an alarm and
d) Open the steam supply valve to the injector ST286F. There are
Open Evaporator sea water outlet valve WS038F direct the distillate to the brine chamber of the evaporator for re-evaporation.
no drain valves to open as the steam condenses in the heating
When the quality returns to an acceptable level the salinometer will close the
Open Overboard discharge valve WS025F circuit.
recirculation valve and output will flow to the distilled water storage tank.
Open Evaporator jacket water inlet valve WF310F
e) Operate the evaporator as for normal heating with the heat
Open Evaporator jacket water outlet valve WF311F Output of the evaporator can be adjusted by regulating the flow of jacket water
supplied by the main engine HT fresh water cooling system.
to the evaporator by means of the evaporator jacket water bypass valve and the
Throttled Evaporator jacket cooling water bypass valve WF312F jacket water inlet valve.
f) The rate of evaporation will depend upon the steam supply to
Closed Steam injection inlet valve ST286F the system. The pressure relief valve in the steam/water heating
Closed Steam heated system return circuit line valve Stopping the Plant circuit will release excess pressure caused by the condensation
of the steam.
Closed Steam heated system fresh water priming valve WG035F
a) Stop the hot water supply to the unit by closing the evaporator
Open Steam heated system drain valve jacket cooling water inlet and outlet valves and fully opening To stop the evaporator the procedure is as above except that the steam supply
the bypass valve. valve is closed. The steam heating circuit circulation valve is closed and the
Closed Fresh water priming valve WG035F
circuit drain valve is opened to drain water from the circuit if the evaporator
Open Distillate flow meter inlet and outlet valves b) Close the feed water treatment valve (if open). is to be subsequently operated using HT fresh water as a heat source. If the
Open Evaporator distillate outlet valve WP001F evaporator is to be operated subsequently using steam heating the circuit may
c) Stop the distillate water pump. remain primed. If the heating is to come from the HT fresh water system
Closed Hyper silver ion dosing valve WG030F the inlet and outlet valves WF311F and WF310F must be opened and the
Open No.1 distilled water storage tank inlet valve WP018F d) Switch off the salinometer. evaporator bypass valve WF312F must be throttled.
Closed No.2 distilled water storage tank inlet valve WP019F
e) Stop the ejector pump.
Closed Fresh water valve to rehardening filter WP002F

2.4.4 MARINE GROWTH PREVENTION SYSTEM Procedure for Operating the Marine Growth Protection ,OOXVWUDWLRQD0DULQH*URZWK3UHYHQWLRQ6\VWHP$UUDQJHPHQW
System
Marine Growth Prevention System Equipment
Maker: Korea Cathelco a) Ensure that one of the sea water sea suction chests is open and
3,$/
Model: 2311 that one of the main sea water circulating pumps is operating. 7R&HQWUDO
&RROHUV 0*36
Flow rate: 5m3/h :6)
b) Adjust the flow meter on the inlet side of the MGPS electrolysis $QRGH
7UHDWPHQW
cell to a value above the minimum for the unit. :6)
7DQN
Introduction
c) Open the vent on the top of the tank until all entrapped air has 7R9DFXXP
been removed. &RQGHQVHU
The growth of marine micro-organisms in the ship’s sea water piping is
prevented by the injection of chlorine at a controlled rate. The chlorine is $06&RQWURO :6
d) Ensure power is available to the MGPS control panel. :6) 7R%LOJH
injected into the sea suction chests and is circulated throughout the sea water $872 )
&+95 :6
system by the operating pumps. :6)
e) Switch on the mains power to the unit using the switch in the ;$ ;$ )
3, 3,
bottom left hand corner of the panel. A green neon light will
Chlorine is manufactured in the Marine Growth Prevention System (MGPS) ;, ;,
illuminate. '36 '36
by the electrolysis of the salt (sodium chlorine) in the sea water. A number of
6HWWNJFP
different chlorine compounds are formed during the electrolysis but they all 3, 3,
f) Set the anode currents to the levels specified in the operator’s 5HFLUFXODWLRQ
have the effect of preventing the growth of marine micro-organisms. A supply :6) /LQH
manual by turning the control knobs. A read out will be shown 0DLQ&RROHU
of sea water to the MGPS unit is provided through a flow meter off the the 6HD:DWHU3XPSV
in the digital ammeter display PK[NJFP
:6)
main cooling salt water pump line. Illustration 2.4.4a shows the arrangement
and how it is connected into the sea water cooling system.
Water from the MGPS is pumped to the operating sea chest. There should be
(PHUJHQF\
a flow to the sea chest which is not operating to prevent marine growth within %LOJH6XFWLRQ
Sea water is supplied to the treatment tank at a controlled rate. The electrolysis
the sea chest. The water flow to each sea chest may be adjusted by means of %*)
cell consists of two copper anodes, two aluminium anodes and one stainless
the flow valves WS028F and WS029F. UG'HFN
steel cathode. An electric current is applied to the electrodes from the control :6) :6)
unit. The input to the KCAF3040 controller is from the ship’s 220V single
The MGPS unit is designed for automatic control for two different water flow
phase system. 7R)URP
conditions, one when the vessel is in a normal sea going condition and one 7, 7, +\GUDXOLF

when the vessel is discharging cargo. 3RZHU8QLW
The sea water flow rate to the treatment tank is monitored by a flow meter 7DQN7RS
which is connected to the control unit; should the flow fail an alarm is 7UHDWHG:DWHU
7R+LJK6HD )ORRU
activated. &KHVW
6WHDP
During operation it is important to vent the top of the treatment tank regularly %ORZ
to prevent the build up of air pockets inside. It is also a requirement to drain 7R+LJK6HD :6) &RQQHFWLRQ
the tank once per month to remove sediment and the build up of any hydroxide &KHVW
:6) :6)
:6)
compounds. :6)
:6)
:6)
Care must be taken not to undertaake any burning or welding to the outside .H\
of the treatment tank as it has a 3mm internal rubber lining that may be
+\GUDXOLF2LO
damaged. /RZ
6HD:DWHU 6HD&KHVW
From the MGPS the sea water containing the chlorine is distributed to the two 6WDUERDUG
6DWXUDWHG6WHDP
sea suction chests and hence to the ship’s sea water system.
7UHDWHG:DWHU

2.5 Fresh Water Cooling Systems
2.5.1 Main Engine Jacket Cooling Fresh Water System
2.5.2 Central Fresh Water Cooling Systems
Illustrations
2.5.1a Main Engine Jacket Cooling Water System
2.5.2a Central Fresh Water Cooling System

Illustration 2.5.1a Main Engine Jacket Cooling Water System

To Low Temperature Fresh Water
Expansion Tank WG033F
Key
LAH
High Temperature Cooling Water From Fresh 0302 High Temperature
Water Service Cooling Fresh Water Tank
Low Temperature Cooling Water (1.0m3)
LAL
Fresh Water 0302
Saturated Steam
WF464F 2nd Deck Fresh Water Generator
Electrical Signal
Condenser
Compressed Air
WF
To Bilge 301F Alarm Device FAH
for Air Detection 311 Vapour
Evaporator
TT Sett 82 C
Main Engine TI
(7S60MC-C)
WF317F WF309F Brine
WF310F
WF312F
(Not To Be Fully
Closed During Main
Engine Operation) Heater
TI
TIAH
0303
Sett 3.0kg/cm2 WF311F
Main Engine Jacket
Water Preheater AMS Control
PI TI AUTO XA XA
CH-VR 0320 0321 ST286F
XI XI Circulation
To Bilge 0320 0321 Valve
From 7.5kg/cm2
TIAHL PIAL PI PI Steam Service
0301 0310 TI TI
Deaeration
WF325F WF305F WF303F Tank
Topping Up line WF316F (0.1m3)
Drain
WG035F
WF307F WF306F PS PI PI Valve From Fresh
Injection
Point Water Service
WF324F
Drain line WF308F WF304F WF302F
Filter Regulating Main Engine Jacket
From Compressed Unit Sampling Main Engine Jacket Fresh Water Cooler
Air Supply Point Cooling Fresh Water Pumps
AR026F (140m3/h x 3.0kg/cm2)
WF323F
WF313F PI TI PI TI WF014F To Low Temperature
To Bilge PI PI Chemical Pump Cooling System
(Electric)
WF318F Chemical WF315F
WF321F Dosing Unit PI TI
WF319F WF320F for High PI TI
From Low Temperature
Temperature Cooling System
Cooling WF314F WF015F
Fresh Water
Maintenance Tank
(4.0m3)

2.5 FRESH WATER COOLING SYSTEMS Branches from the engine cooling water manifold supply cooling water to each Position Description Valve
of the main engine cylinders. Isolating valves are fitted to the inlet and outlet
Open Preheater outlet valve WF307F
2.5.1 MAIN ENGINE JACKET COOLING FRESH WATER for each cylinder to allow units to be individually isolated for maintenance
purposes. Throttled Preheater bypass valve WF308F
SYSTEM
Open Main engine outlet valve WF309F
Main Engine Jacket Cooling Fresh Water Pump The HT cooling system can be drained to a maintenance tank. An air operated
jacket water transfer pump is provided to transfer the water in the tank back Open Main engine outlet manifold vent valve WF317F
into the main engine or to the bilge. Open Cooling fresh water expansion tank outlet valve WF301F
No. of sets: 2
Model: 150TVS-A1m Open Fuel oil tracing by jacket water return valve WF316F
A chemical dosing unit is provided for adding corrosion inhibitor chemicals to
Capacity: 140m3/h at 3.0kg/m2 the jacket cooling water system. The dosing unit pump connects to the jacket Operational Main engine jacket temperature control three-way
Motor: 22kW at 1,800 rpm water pump suction manifold. valve WF315F
Open Jacket cooler fresh water inlet valve WF313F
Introduction Preparation for the Operation of the Jacket Cooling Water Open Jacket cooler fresh water outlet valve WF314F
System
Open Fresh water generator bypass valve WF312F
The system has two fresh water cooling pumps rated at 140m3/h with a
discharge pressure of 3.0kg/m2. The pumps supply cooling water to the main a) Ensure that the cooling fresh water expansion tank is charged to
engine jackets, cylinder heads and exhaust valves and circulate hot water the correct level and that the main engine jacket cooling water
through the fresh water (FW) generator. The main engine jacket cooling water system is vented and charged.
system is classed as the High Temperature (HT) cooling fresh water system Preheater
and operates on a closed circuit principle. The pumps discharge through the b) Ensure that all pressure gauge and instrumentation valves are
WF307F
jacket cooling water preheater. The preheater maintains the main engine jacket open and that the instruments are reading correctly.
cooling water temperature when the main engine is at idle or operating on low
WF305F
load. It is also used when the engine is being warmed through after a prolonged c) Ensure the FW evaporator is bypassed by opening valve
period at rest prior to starting. WF312F.
The FW evaporator can be bypassed when the main engine is on low load, or d) Ensure that all main engine individual cylinder inlet and
when the production of fresh water is not required. A separate steam heater outlet valves are open and that the drain valve WF324F to the WF304F
system allows fresh water to be made when the main engine is not available. maintenance tank is closed. The topping up line valve WF325F
Section 2.4.3 of the machinery operating manual provides greater detail on the from the maintenance tank pump should also be closed. No.1 Pump No.2 Pump
operation of this evaporator.
e) Ensure that all main engine individual cylinder vent and drain
The FW evaporator extracts heat from the HT cooling water so reducing the valves are closed.
load on the cooler. After passing through the FW evaporator, the jacket water
returns to the jacket cooling water pump suction via a deaerating tank. A three- f) Set the valves as shown in the tables below.
way temperature control valve actuated by the automatic temperature controller
with a set point of 82°C at the engine outlet, directs the flow of water back to Note: The fresh water generator hot water valve settings are described in
the pump suction or to the main engine jacket water cooler. The jacket cooler is section 2.4.4 (Evaporator) and will be set accordingly when the fresh water
cooled by water circulating in the low temperature central fresh water cooling generator is operating.
system. Operation of the evaporator provides for cooling of the HT water.
Position Description Valve WF302F
A cooling fresh water expansion tank provides a positive head on the engine to
maintain pressure and to allow for thermal expansion of the water. This tank is Open No.1 jacket cooling water pump suction valve WF302F
WF303F
supplied with water from the fresh water hydrophore system via manual valve Open No.1 jacket cooling water pump discharge valve WF304F
WG033F. The deaeration tank, located before the jacket cooling water pump
suction, vents to the cooling fresh water expansion tank via an air detector Open No.2 jacket cooling water pump suction valve WF303F
alarm. Open No.2 jacket cooling water pump discharge valve WF305F
Open Preheater inlet valve WF306F High Temperature FW Cooling Pumps and Preheater

Jacket Cooling Water System Operation
a) Start one main engine jacket cooling fresh water pump.
b) Check that the system automatic vent valve is operating

correctly.
c) Open the condensate outlet valve from the steam preheater

SD013F and then open the steam inlet valve ST235F.
d) Slowly bring the jacket temperature up to operating temperature.

Observe the engine builder’s instructions regarding the rate of
temperature rise. Check the system for leaks as the temperature
rises.
e) Ensure that sea water is being supplied to the low temperature

central coolers and that the low temperature central cooling
system is operating. Refer to section 2.5.2 for further details.
f) Test the system for chemical concentration and add chemicals as

required using the chemical dosing unit. The high temperature
system is independant of the low temperature system and so has
a dedicated chemical treatment unit.
g) Switch the other jacket cooling water pump to standby duty for
automatic cut-in.
h) When the engine is operating and at full power, check the

WF314F
automatic operation of the cooling system and, when satisfied,
the steam supply to the jacket water preheater can be isolated
and the evaporator brought into operation if required (see
section 2.4.4).
The temperature drop in the jacket cooling water across the fresh water WF313F
generator depends upon the amount by which the evaporator bypass valve is
open. The evaporator may be operated utilising the heat energy from the main
engine when the engine is under sufficient load to provide the heat required.
If the engine is running on reduced load, the water making capability can
be maintained by using the steam heater fed off the 7.5kg/cm2 engine room High Temperature FW Cooler
system.

Illustration 2.5.2a Central Fresh Water Cooling System Provisions Refrigeration Plants (Each 100%) A Deck Upper Deck
Upper Deck
For Dry Dock From Fresh
TI Galley Unit Water Service WG034
Operation
Main Engine Air Cooler Cooler Line
36 No.1 (Starboard Only)
4F TI TI Low Temperature
(Locked Open) XA XI Cooling Fresh water LAL
35 TIAH PIAL 1463 1462 TI PI
TI PS Expansion Tank 1622
1F 0314 0312
(1.0m3)
Set 80 C TT No.2
030F 029F B Deck
XA XI TI 052F
TIAH 1465 1464 PI
TI 01 PS
0313 6F
To Low
To Bilge
Temperature Sampling
037F Upper Deck
Cooling Fresh 363F Cooler Air Conditioning Plants (Each 100%)
Water Steering Gear Room To Bilge
Expansion 357F 360F From Generator
TI
Tank Electric Preheater Sampling Engine Cooling
354F Hydraulic Deck 038F
for Dry Docking Connection No.1 Fresh Water
370F Machine Cooler
(Manual) Sink System
039F XA XI PS PI
Jacket 1467 1466 TI
367F Workshop
Cooling 036F
Fresh Unit Cooler
TI 478F
PIAL Water Main Air No.2 02
0921 Pump 475F Compressors 8F
XA XI PS PI
047F TI 035F 1469 1468
Air No.1 TI
PI TI
Cooler Main
VA053F TIAH Lubricating Oil PIAL Switchboard
TI No.3
0922 Cooler 0923 No.3 Unit Cooler TI 033F
045F
Generator TI XA XI
TI PI TI PS PI
No.1 1471 1470 (Locked
Jacket Closed)
048F XA TI 031F
No.2 1472 Central Coolers
Main Atmospheric Drain/Dump Condensor (Each 100%)
Switchboard 027F
362F Unit Cooler 034F 040F TI TI 041F
046F
TI
356F 359F No.2 001F TI PI
To/From Boiler
Electric Preheater
353F Water Circulating Pump XA TI 032F
for Dry Docking 369F 1473 042F No.1
(Manual)
Jacket TI PI
Cooling 366F
TI Fresh 02
477F PI TI 003F
PIAL Water Key
6F
0821 Pump 474F
015F TI 020F Low Temperature Cooling Water
Air PI TI Main Engine 023F
Cooler High Temperature Cooling Water
VA052F Jacket Fresh 002F TI PI
TIAH
TI Lubricating Oil PIAL
0822 0823 Water Cooler TI 023F
Cooler No.2 No.1 C.O.P.T Fresh Water
Generator PI TI Lubricating Oil No.2
TI PI TI 020F
Cooler Electrical Signal
Jacket 014F 005F TI PI
TI 021F All Valve Numbers to be Prefixed with WF
PI TI 024F 004F
361F
013F No.2 C.O.P.T TI 024F
Set 3.0kg/cm2 XA
358F Lubricating Oil
355F Main Lubricating 021F AMS Control 0316
Cooler Auto
Electric Preheater Oil Cooler
352F CH-VR XI XI
for Dry Docking 368F 0316 0317
(Manual) TI 022F Low
PI TI Temperature Injection
PI PI
Jacket 025F Point
365F Cooling Fresh
Cooling
012F Water Pumps
TI Fresh No.3 C.O.P.T TI 025F
476F (760m3/h x 010F 008F 006F 049F
PIAL Water Lubricating Oil
473F 022F 2.5kg/cm2)
0721 Pump PI TI Cooler Chemical Pump
(Electric)
Air PI TI PI PI Chemical
Cooler 044F TI 019F PS Dosing Unit
01 Chemical Handling
VA051F TIAH Lubricating Oil PIAL Stern Tube for Low
TI 7F Temperature Area onDeck 4 Port
0722 Cooler 0723 No.1 Lubricating Oil
011F 009F 007F Cooling
Generator Cooler
TI PI TI 018F 05 Fresh Water
Air Ejector TI TIAH Set
0315
TT 0F Sampling Point
PI TI Condenser 36 C
Jacket
043F

2.5.2 CENTRAL FRESH WATER COOLING SYSTEMS Central Fresh Water Cooling System Position Description Valve
Open No.1 central cooling water pump suction valve WF006F
Central Cooling Fresh Water Pump The central fresh water low temperature cooling system pumps are used to
Maker: Teikoku Machinery Works Ltd supply the following engine room equipment and services: Open No.1 central cooling water pump discharge valve WF010F
No. of sets: 2 • Main engine jacket fresh water cooler Open No.2 central cooling water pump suction valve WF007F
Model: 300TVD-A1M • Main engine charge air cooler Open No.2 central cooling water pump discharge valve WF011F
Capacity: 760m3/h at 2.5kg/cm2 Closed Chemical treatment unit supply valve WF050F
• Main engine LO cooler
• Generator engine jacket water coolers Closed Chemical treatment tank outlet valve WF049F
Introduction • Generator engine charge air coolers Operational Central cooler three-way bypass valve WF005F
• Generator alternator air coolers Open No.1 central cooler inlet valve WF001F
The low temperature central fresh water cooling system works on the closed
circuit principle and has the following features: • Main switchboard air conditioning units Open No.1 central cooler outlet valve WF003F
• Two main circulating pumps which can each supply cooling • Workshop air conditioning unit Closed No.2 central cooler inlet valve WF002F
water for the services at a rate of 760m3/h at 2.5kg/cm2. Closed No.2 central cooler outlet valve WF004F
Normally one pump will be operating and the other on standby. • Main starting air compressors
A pressure switch on the pump discharge line set at 3.0kg/cm2 • Accommodation air conditioning plants Open Outlet valve from expansion tank WF052F
starts the standby pump on low system pressure. Closed Drydock operation valves
• Provision room refrigeration plants
• Two central coolers which in turn are cooled by sea water are
• Cargo oil and tank cleaning pump turbine LO coolers
each rated for 100% of the cooling requirement.
System Valves
• Air ejector condenser
• An expansion tank which provides a positive head to the system
as well as allowing for thermal expansion of the circulating • Atmospheric condenser Position Description Valve
water. This tank can be topped up from the domestic fresh water • Stern tube LO cooler Open Main engine LO cooler inlet valve WF012F
system directly via the manual valve WG034F.
• Galley unit cooler Open Main engine LO cooler outlet valve WF013F
The two low temperature cooling fresh water pumps take suction from the • Water sample cooler Open Main engine jacket FW cooler inlet valve WF014F
system suction main. Connected to this are the return lines from the cooling Open Main engine jacket FW cooler outlet valve WF015F
systems and the cooling fresh water expansion tank. The pumps discharge • Hydraulic deck machinery cooler
to an outlet line which supplies water to the various items of engine room Open Main engine air cooler inlet valve
equipment. The outlet line from the central coolers is fitted with a three-way Preparation for the Operation of the Low Temperature Cooling Open Main engine air cooler outlet valve
temperature controlled valve which regulates the flow of water through the Water System
cooler(s) to 36°C at the pump outlets. Open Main engine air cooler line outlet valve WF016F
a) Replenish the system from the expansion tank, which is filled Open Stern tube LO cooler inlet valve WF043F
A sub-system of the low temperature cooling system is also used to supply from the fresh water system via valve WG034F. Open Stern tube LO cooler outlet valve WF044F
the three generator engines. Fitted to these are lubricating oil coolers, charge
air coolers and alternator air coolers. To ensure adequate pressures and flows Open Deck machinery power pack cooling inlet valve
are maintained through the engines, each is fitted with its own engine driven open and that instruments are reading correctly. Open Deck machinery power pack cooling outlet valve
booster pump. The generator cooling water system also incorporates three
electric water preheating units, one for each engine, which are used when the Open No.1 main air compressor inlet valve WF045F
c) Set up valves as shown in the tables that follow. It has been
vessel has been drydocked or before operating an engine which has been shut assumed that the No.1 central cooler is in operation and that Open No.1 main air compressor outlet valve WF047F
down for maintenance. It is important to maintain a standby generator at its No.2 is isolated.
correct operating temperature to allow for immediate starting. Open No.2 main air compressor inlet valve WF046F
Open No.2 main air compressor outlet valve WF048F
The generators’ cooling systems are permanently vented from the highest point
Open No.1 boiler water circulating pump inlet valve WF053F
on the engine to the cooling water expansion tank through valves VA051F,
VA052F and VA053F for engines No.1 to 3 respectively. Open No.1 boiler water circulating pump outlet valve WF054F

Illustration 2.5.2a Central Fresh Water Cooling System Provisions Refrigeration Plants (Each 100%) A Deck Upper Deck
Upper Deck
For Dry Dock From Fresh
TI Galley Unit Water Service WG034
Operation
Main Engine Air Cooler Cooler Line
36 No.1 (Starboard Only)
4F TI TI Low Temperature
(Locked Open) XA XI Cooling Fresh water LAL
35 TIAH PIAL 1463 1462 TI PI
TI PS Expansion Tank 1622
1F 0314 0312
(1.0m3)
Set 80 C TT No.2
030F 029F B Deck
XA XI TI 052F
TIAH 1465 1464 PI
TI 01 PS
0313 6F
To Low
To Bilge
Temperature Sampling
037F Upper Deck
Cooling Fresh 363F Cooler Air Conditioning Plants (Each 100%)
Water Steering Gear Room To Bilge
Expansion 357F 360F From Generator
TI
Tank Electric Preheater Sampling Engine Cooling
354F Hydraulic Deck 038F
for Dry Docking Connection No.1 Fresh Water
370F Machine Cooler
(Manual) Sink System
039F XA XI PS PI
Jacket 1467 1466 TI
367F Workshop
Cooling 036F
Fresh Unit Cooler
TI 478F
PIAL Water Main Air No.2 02
0921 Pump 475F Compressors 8F
XA XI PS PI
047F TI 035F 1469 1468
Air No.1 TI
PI TI
Cooler Main
VA053F TIAH Lubricating Oil PIAL Switchboard
TI No.3
0922 Cooler 0923 No.3 Unit Cooler TI 033F
045F
Generator TI XA XI
TI PI TI PS PI
No.1 1471 1470 (Locked
Jacket Closed)
048F XA TI 031F
No.2 1472 Central Coolers
Main Atmospheric Drain/Dump Condensor (Each 100%)
Switchboard 027F
362F Unit Cooler 034F 040F TI TI 041F
046F
TI
356F 359F No.2 001F TI PI
To/From Boiler
Electric Preheater
353F Water Circulating Pump XA TI 032F
for Dry Docking 369F 1473 042F No.1
(Manual)
Jacket TI PI
Cooling 366F
TI Fresh 02
477F PI TI 003F
PIAL Water Key
6F
0821 Pump 474F
015F TI 020F Low Temperature Cooling Water
Air PI TI Main Engine 023F
Cooler High Temperature Cooling Water
VA052F Jacket Fresh 002F TI PI
TIAH
TI Lubricating Oil PIAL
0822 0823 Water Cooler TI 023F
Cooler No.2 No.1 C.O.P.T Fresh Water
Generator PI TI Lubricating Oil No.2
TI PI TI 020F
Cooler Electrical Signal
Jacket 014F 005F TI PI
TI 021F All Valve Numbers to be Prefixed with WF
PI TI 024F 004F
361F
013F No.2 C.O.P.T TI 024F
Set 3.0kg/cm2 XA
358F Lubricating Oil
355F Main Lubricating 021F AMS Control 0316
Cooler Auto
Electric Preheater Oil Cooler
352F CH-VR XI XI
for Dry Docking 368F 0316 0317
(Manual) TI 022F Low
PI TI Temperature Injection
PI PI
Jacket 025F Point
365F Cooling Fresh
Cooling
012F Water Pumps
TI Fresh No.3 C.O.P.T TI 025F
476F (760m3/h x 010F 008F 006F 049F
PIAL Water Lubricating Oil
473F 022F 2.5kg/cm2)
0721 Pump PI TI Cooler Chemical Pump
(Electric)
Air PI TI PI PI Chemical
Cooler 044F TI 019F PS Dosing Unit
01 Chemical Handling
VA051F TIAH Lubricating Oil PIAL Stern Tube for Low
TI 7F Temperature Area onDeck 4 Port
0722 Cooler 0723 No.1 Lubricating Oil
011F 009F 007F Cooling
Generator Cooler
TI PI TI 018F 05 Fresh Water
Air Ejector TI TIAH Set
0315
TT 0F Sampling Point
PI TI Condenser 36 C
Jacket
043F

Position Description Valve Refrigeration and Air Conditioning Units Cargo Oil Pump Turbine Lubricating Oil Cooler Branch
Open No.2 boiler water circulating pump inlet valve WF055F Position Description Valve Position Description Valve
Open No.2 boiler water circulating pump outlet valve WF056F Open Branch system supply valve WF027F Open Branch supply valve WF017F
Open No.1 air conditioning plant inlet valve Open Branch outlet valve WF026F
Generator Engine System
Open No.1 air conditioning plant outlet valve Open No.1 COPT LO cooler inlet valve WF020F
Operational System temperature controlled three-way valve WF351F
Open No.2 air conditioning plant inlet valve Open No.1 COPT LO cooler outlet valve WF023F
Open(locked) Link valve between HT and LT systems WF364F
Open No.3 air conditioning plant inlet valve Open No.2 COPT LO cooler outlet valve WF024F
No.1 Generator Engine
Open Alternator cooling inlet valve WF365F
Open System vent valve to expansion tank Open No.3 COPT LO cooler outlet valve WF025F
Open Alternator cooling outlet valve WF368F
Closed No.1 air conditioning plant bypass valve (locked) WF028F Open Air ejector condenser inlet valve WF018F
Open Air and LO cooler inlet valve WF358
Open No.1 refrigeration plant inlet valve Open Air ejector condenser outlet valve WF019F
Open Air and LO cooler outlet valve WF361F
Open Jacket system inlet valve WF352F Open No.1 refrigeration plant outlet valve
d) Start one central cooling water pump.
Open Jacket system outlet valve WF355F Open No.2 refrigeration plant inlet valve
Open High temperature system vent valve VA051F Open No.2 refrigeration plant outlet valve e) Operate the generator engine preheater as required.
Open System vent valve to expansion tank
f) Slowly bring the generator engine jacket temperature up to
No.2 Generator Engine Open Sample cooler inlet valve WF037F operating temperature. Observe the engine builder’s instructions
Open Alternator cooling inlet valve WF366F Open Sample cooler outlet valve WF038F regarding the rate of temperature rise. Check the system for
leaks as the temperature rises.
Open Alternator cooling outlet valve WF369F Closed Sampling connection valve WF039F
Open Air and LO cooler inlet valve WF359F Open Workshop unit cooler inlet valve WF035F g) Supply sea water to the duty central FW cooler, see section
Open Air and LO cooler outlet valve WF362F 2.4.1 of this manual.
Open Workshop unit cooler outlet valve WF036F
Open Jacket system inlet valve WF353F Open No.1 main switchboard unit cooler inlet valve WF031F h) Check the expansion tank level and replenish if necessary.
Open Jacket system outlet valve WF356F Open No.1 main switchboard unit cooler outlet valve WF033F
i) Test the system for chemical concentration and add chemicals
Open High temperature system vent valve VA052F Open No.2 main switchboard unit cooler inlet valve WF032F as required using the chemical treatment tank.
Open No.2 main switchboard unit cooler outlet valve WF034F
No.3 Generator Engine j) Circulate the LT central fresh water cooling system and check
Open Atmospheric condenser inlet valve WF040F
that all users are being supplied with CFW at the required
Open Alternator cooling inlet valve WF367F
Open Atmospheric condenser outlet valve WF041F temperature. Services may be supplied and isolated as
Open Alternator cooling outlet valve WF370F necessary.
Closed Atmospheric condenser bypass valve WF042F
Open Air and LO cooler inlet valve WF360F
Open Galley unit cooler inlet valve WF029F k) Set the standby pump to automatic cut-in.
Open Air and LO cooler outlet valve WF363F
Open Galley unit cooler outlet valve WF030F
Open Jacket system inlet valve WF354F Note: No.2 starting air compressor is operated from the emergency
switchboard and is provided with its own water circulation pump. In the
Open Jacket system outlet valve WF357F
event of a blackout No.2 starting air compressor may be operated without
Open High temperature system vent valve VA053F the central cooling system being operational as its own pump will circulate
cooling water around the compressor.

2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engine Fuel Oil Service System
2.6.3 Auxiliary Boiler Fuel Oil System
2.6.4 Incinerator Fuel Oil System
2.6.5 Emergency Generator Fuel Oil System
Illustrations
2.6a Viscosity/Temperature Graph
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Generator Engine Fuel Oil Service System
2.6.3a Auxiliary Boiler Fuel Oil Service System
2.6.4a Incinerator Fuel Oil Service System
2.6.5a Emergency Generator Fuel System

Illustration 2.6a 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
e lO
il
5,000 5,000 5,000
2,000 2,000 2,000

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

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

usually between 15 and 65 centistokes
M
ar
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
- 18
0
IF
-1
00
IF
- 60
5 5 5
IF
- 30
4 4 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 Heated and filtered HFO is supplied to the main engine from the HFO service FO is supplied to the generator engine fuel systems via a flow meter and the
tank. The fuel is supplied to the main engine by one of two HFO supply pumps. return fuel from the generator engine system also passes through a flow meter,
2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM The second pump will be on automatic standby and will start in the event of a allowing the generator engine fuel consumption to be determined. The main
discharge pressure drop to 2.5kg/cm2 or a voltage failure of the running pump. engine fuel consumption is the total fuel consumption, as read from the supply
Fuel Oil Supply Pumps The HFO supply pumps discharge through a HFO flow meter to the suction pump flow meter, minus the generator engine consumption. A quick-closing
Maker: IMO side of the FO circulating pumps. A pressure control valve with its sensing valve is fitted at each generator engine fuel inlet.
point on the supply pump discharge, maintains the supply pump’s discharge
Model: ACE 038K3
pressure at 4.0kg/cm2 by recirculating oil from the pump discharge back to the
No. of sets: 2 pump suction. Preparation for the Operation of the Main Engine Fuel Oil
Capacity: 5.0m3/h at 4.0kg/cm2 Service System
The return HFO from the main engine and generator engines flows back to
Fuel Oil Circulating Pumps the HFO return pipe. This pipe is lagged and steam heated. It is fitted with an a) Put the HFO purifier in use, filling the service tank from the
automatic vent valve which vents to the FO overflow drain tank. settling tanks.
Maker: IMO
Model: ACE45K6 HFO is drawn from the return pipe and the supply pump discharge by one b) Ensure the filters are clean.
No. of sets: 2 of two main engine HFO circulating pumps. The second pump will be on
Capacity: 10m3/h at 6.0kg/cm2 automatic standby and will start in the event of a discharge pressure drop c) Ensure that all the instrumentation valves are open.
to 5.0kg/cm2 or a voltage failure of the running pump. The HFO circulating
pumps discharge through one of a pair of main engine FO heaters, where the The following procedure illustrates starting the main engine from cold with
Introduction oil is heated to a temperature corresponding to a viscosity of 12cSt using steam the system charged with diesel oil from a shut down condition. It has been
at 7.5kg/cm2. assumed that No.1 HFO heater will be used and No.2 isolated.
Heavy fuel oil (HFO) is stored on board the vessel in four HFO storage tanks.
The fuel oil is transferred to settling tanks by the HFO transfer pumps where The heated FO then passes through a viscorator and an automatic backflush Set up the valves as in the following table
any water or sediment can be drained by the use of self-closing test cocks. filter, which has a 50 micron bypass filter for use during maintenance on the
main filter. The filter is an automatic self-cleaning unit, with an electrically Position Description Valve
From the HFO settling tanks the fuel can be supplied directly to the boiler fuel operated cleaning mechanism that runs at all times.
Open HFO service tank suction quick-closing valve OF201F
oil system but before use in the main and generator engines, the fuel must be
centrifuged in one of two purifiers. Having been processed in this way, the fuel Both the main engine and generator engines have pneumatically operated Closed HFO line suction valve OF202F
is directed to the HFO service tank. Fuel oil from this tank is then supplied to quick-closing valves on the fuel oil supply line immediately before the Open MDO service tank suction quick-closing valve OD101F
the main engine and generator engines through a common fuel supply system. respective engines, these valves are operated from the control board outside
The HFO service tank can also be lined up to supply the boilers. The main the main switchboard room on the 3rd deck level and adjacent to the CO2 Open MDO line suction valve OD102F
engine and three generator engines are designed to run on HFO at all times but release station. Set Three-way HFO/MDO suction valve (set for MDO) OF208F
have the facility to switch to marine diesel oil if the need should arise. One of
the HFO purifiers will be running at all times, with the throughput balanced to The heated FO flows to the main engine fuel rail on the suction side of the Open No.1 FO supply pump suction valve
match the fuel consumption of the main engine and generator diesel engine. main engine high pressure FO injection pumps. Open No.1 FO supply pump discharge valve
Open No.2 FO supply pump suction valve
For burning HFO in the boilers, main engine or generator engines, the fuel will Individual fuel injection pumps on the main engine take suction from the
need to be heated to the correct viscosity for pumping and fuel injection. The engine fuel rail with any excess fuel being returned to the FO return pipe. Open No.2 FO supply pump discharge valve
viscorator achieves this by regulating the temperature of the fuel in the fuel oil A return line on the mixing unit connects with the overflow line to the HFO Open Pressure control valve inlet valve
heaters by controlling the 7.5kg/cm2 steam supply to those heaters. All of the service tank and this arrangement allows the fuel system to be flushed back
fuel pipes are also trace heated to maintain fuel temperature. to the HFO service tank. This facility is used when changing the engine over Operational Pressure control valve
to diesel when it is expected that the engine will be stopped for a prolonged Open Pressure control valve outlet valve
Outlet valves from the service and settling tanks are remote quick-closing period of time.
with a collapsible bridge which can be pneumatically operated from the fire Closed Pressure control valve bypass valve
control station. After being tripped the valves must be reset locally. Each The high pressure FO lines on the main engine are sheathed, any leakage into Open Flow meter inlet valve
tank is also fitted with a self-closing test cock to test for and drain any water the annular spaces formed by the sheathing is led to a FO leakage tank. The
Open Flow meter outlet valve
present. Tundishes under the self-closing test cocks drain any test liquid to the tank is fitted with a high level alarm which gives advance warning of a leaking
bilge primary tank. All tanks and heaters are supplied with saturated steam at fuel injection pipe. The leakage tank overflows to the FO overflow tank. Closed Flow meter bypass valve
7.5kg/cm2 from the ship’s steam supply, with the condensate returning to the
Open No.1 FO circulating pump suction valve
cascade/feed filter tank, which is fitted with an oil detection unit.

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Position Description Valve c) Open the main HFO suction line valve OF202F. Change the Fuel Changeover
three-way HFO/MDO suction valve OF208F so that suction is
Open No.1 FO circulating pump discharge valve
taken from the HFO service tank. The main engine is designed to run on HFO at all times. However, changeover
Open No.2 FO circulating pump suction valve to DO can become necessary if, for instance, the vessel is expected to have a
Open No.2 FO circulating pump discharge valve d) Supply trace heating to the FO service system pipelines. prolonged inactive period with a cold engine due to:
Open No.1 FO heater inlet valve • A major repair of the fuel oil system etc.
CAUTION
Open No.1 FO heater outlet valve • A docking
Trace heating should not be applied to sections of pipeline isolated by
Closed No.2 FO heater inlet valve closed valves on the FO side as damage could occur due to the expansion • More than five days stoppage
of the contents.
Closed No.2 FO heater outlet valve • A failure of the HFO heating steam supply
Closed Heater bypass valve e) Manually start supplying steam to the on-line FO heater. Changeover can be performed at any time, during engine running or during
Open Backflush filter inlet three-way cock engine standstill. In order to prevent fuel pump and injector sticking/scuffing,
f) Start one FO supply pump and one FO circulating pump. poor combustion or fouling of the gas ways, it is very important to carefully
Open Backflush filter outlet three-way cock
follow the changeover procedures.
Closed Bypass filter inlet three-way cock g) Raise the temperature to about 75°C.
Closed Bypass filter outlet three-way cock h) Start the viscosity controller. Changeover Procedure from Diesel Oil to Heavy Fuel Oil
Open Viscosity controller inlet valve During Running
i) Open the HFO service tank return valve OF206F and close the
Open Viscosity controller outlet valve return pipe inlet valve OF205F. To protect the injection equipment against rapid temperature changes, which
Closed Viscosity controller bypass valve may cause sticking/scuffing of the fuel valves, of the fuel pump plungers and
j) DO will now be expelled to the HFO service tank, at the same suction valves, the changeover is carried out as follows (manually):
Operational Fuel line pressure control valve (set at 9.0kg/cm2)
time drawing in HFO from the service tank.
Open Main engine fuel manifold inlet valve OF203F a) First, ensure that the HFO in the service tank is at normal
Open Main engine fuel manifold inlet quick-closing valve OF134F k) Continue to raise the temperature manually. temperature level.
Set Back pressure relief valve (set at 8.0kg/cm2) l) When the set point is reached on the viscosity controller, change b) Reduce the engine load to 75% of normal. Then, by means of
Open Main engine fuel oil return valve OF204F its setting to AUTOMATIC. the thermostatic valve in the steam system, or by manual control
of the viscosity regulator, the MDO is heated to a maximum 60-
Open Return pipe inlet valve OF205F m) Open the return pipe inlet valve OF205F and close the HFO 80°C, in order to maintain the lubrication ability of the MDO
Closed FO return valve to HFO service tank OF206F service tank return valve OF206F. and in this way minimise the risk of plunger scuffing and the
consequent risk of sticking. This preheating should be regulated
Open FO return pipe vent valve inlet valve
n) Change the operation of the FO heater steam control valve to to give a temperature rise of approximately 2°C per minute.
AUTOMATIC. Open the steam inlet valve fully.
The engine would operate on MDO with no steam being supplied to the c) Due to the above mentioned risk of sticking/scuffing of the fuel
heaters. HFO is now circulating through the system. injection equipment, the temperature of the HFO in the service
tank must not be more than 25°C higher than the heated diesel
o) Switch the other FO supply pump to standby. oil in the system (60-80°C) at the time of changeover.
Procedure to Start Up the Main Engine Fuel Oil Service
System and Change Over to Heavy Fuel Oil p) Switch the other FO circulating pump to standby. Note: The diesel oil viscosity should not drop below 2cSt, as this might
cause fuel pump and fuel valve scuffing, with the risk of sticking.
The system is shut down with DO in the pipelines, a condition similar to The system is now ready for operation of the main engine on HFO. The
starting up after refit. System valves are set as above. relatively small amount of MDO pumped to the HFO service tank will d) For some light diesel oils (gas oil), this will limit the upper
not change the properties of the HFO in the tank provided that the tank is temperature to somewhat below 80°C. When 60-80°C has been
a) Supply steam heating to the HFO service tank. reasonably full. reached, the change to HFO is performed by opening the HFO
line valve OF202F and the three-way suction valve OF208F is
b) Open all the individual fuel inlet valves on the main engine fuel changed over to take suction from the HFO service tank and
inlet main. closing the MDO supply line valve, OD102F.

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The temperature rise is then continued at a rate of about 2°C per minute, until e) Open the HFO service tank return valve OF206F and close the
reaching the required viscosity. FO return pipe inlet valve OF205F so that the HFO is pumped
to the HFO service tank. Ensure that there is sufficient ullage in
the HFO service tank.
Changeover from Heavy Fuel Oil to Diesel Oil During
Running f) Start a HFO supply pump and a HFO circulating pump. When
the HFO is replaced by MDO stop the pumps and close the HFO
To protect the FO injection equipment against rapid temperature changes, service tank return valve OF206F and open the FO return pipe
which may cause scuffing with the risk of sticking of the fuel valves and of the inlet valve OF205F.
fuel pump plungers and suction valves, the changeover to DO is performed as
follows (manually): g) Stop the viscosity controller.
a) Ideally the diesel oil in the MDO service tank is at 50°C, if h) Stop the FO service and circulating pumps.
possible.
b) Shut off the steam supply to the FO preheater and steam

tracing.
c) Reduce the engine load to 75% of MCR load.
d) Change to MDO when the temperature of the HFO in the

preheater has dropped to about 25°C above the temperature in
the DO service tank, however, not below 75°C.
Supply Flow Meter Heater

e) Open the MDO supply line valve OD102F and change the
three-way suction valve OF208F so that suction is taken from Return Pipe
the MDO service tank. Close the HFO supply valve OF202F.
MDO is now led to the supply pumps. FO Circulating Pumps
FO Supply Pumps Viscorator

Note: If, after the changeover, the temperature at the preheater suddenly
drops considerably, the transition must be moderated by supplying a little
steam to the preheater, which now contains MDO. Overheating must be OD102F
Automatic Filter
avoided to prevent the MDO gassing in the pipework. OF202F
Three-Way HFO/MDO
Changeover Valve
Changeover from Heavy Fuel Oil to Diesel Oil during
Standstill
a) Stop the preheating. Fuel System Trace
Heating Valves
b) Stop the trace heating.
With reference to temperature levels before changeover, see ‘Changeover from Fuel Oil Module for the Main Engine and Generator Engines
Heavy Fuel Oil to Diesel Oil during Running’.
c) Open the MDO supply valve OD102F and change the three-
way suction valve OF208F so that suction is taken from the
MDO service tank.
d) Close the HFO supply valve OF202F.

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2.6.2 GENERATOR ENGINE FUEL OIL SERVICE SYSTEM The above system can be used with either HFO or MDO, but will normally Position Description Valve
be used for HFO, only changing over to MDO during maintenance and long
Open(locked) Diesel oil supply non-return valve OD103F
Fuel Oil Supply Pumps shut down periods such as refit. As the main and generator engines use the
Maker: IMO same fuel supply system it follows that the main and generator engines will be Open(locked) Diesel oil supply non-return valve OD104F
changed to MDO if the supply system is changed.
Model: ACE 038K3
No. of sets: 2 No.1 Generator Engine
A seperate generator engine diesel oil pump is provided and this is used to
Capacity: 5.0m3/h at 4.0kg/cm2 pressurise the generator engine diesel oil supply line. This enables one or more Open Fuel inlet quick-closing valve OF131F
generator engines to be operated on diesel fuel independent of the main engine Open HFO inlet valve OF107F
Fuel Oil Circulating Pumps and the other generator engines. This arrangement allows a generator engine’s
Open HFO outlet valve OF110F
Maker: IMO fuel system to be flushed through with diesel oil prior to shutting down for
maintenance. Closed MDO inlet valve OD106F
Model: ACE45K6
No. of sets: 2 Closed MDO outlet valve OD109F
An air driven generator engine emergency diesel oil pump is supplied for
Capacity: 10m3/h at 6.0kg/cm2 emergencies. The air supply to the air operated pump is always open allowing Open Fuel outlet valve
the pump to supply MDO to the operating generator engines immediately in
Generator Engine Diesel Oil Pump No.2 Generator Engine
the event of a blackout. The pump is started immediately a blackout occurs. A
Maker: IMO manual air supply valve enables the pump to be operated manually. Position Description Valve
Model: ACE 025N Open Fuel inlet quick-closing valve OF132F
No. of sets: 1 Operation of the Generator Engine Fuel Oil Service System Open HFO inlet valve OF108F
Capacity: 1.5m3/h at 7.0kg/cm2 On Heavy Fuel Oil
Generator Engine Emergency Diesel Oil Pump (Air Driven)
a) Operate the main fuel supply system as described in section Closed MDO inlet valve OD107F
Maker: Crane 2.6.1 of this manual.
Closed MDO outlet valve OD110F
Model: DL25-CA-NNN
b) Ensure that all instrumentation valves are open. Open Fuel outlet valve
No. of sets: 1
Capacity: 1.0m3/h at 5.5kg/cm2 No.3 Generator Engine
c) With the main fuel supply system operating, set the valves as
in the following table for the generator engines to operate on Open Fuel inlet quick-closing valve OF133F
Introduction HFO.
Open HFO inlet valve OF109F
The three generator engines are designed to run on HFO at all times and the Position Description Valve Open HFO outlet valve OF112F
main engine fuel oil supply system is also used for supplying fuel oil to the Open Generator engine supply flow meter inlet valve OF101F Closed MDO inlet valve OD108F
generator engines.
Open Generator engine supply flow meter outlet valve OF103F Closed MDO outlet valve OD111F
A fuel oil branch is taken from the main engine fuel supply line just before the Open Generator engine supply flow meter bypass Open Fuel outlet valve
inlet valve to the main engine fuel oil manifold and this supplies the generator relief valve OF118F
engines via a flow meter. Each generator engine is supplied with fuel oil Position Description Valve
Open Generator engine fuel line flow valve
from the supply manifold with excess fuel returning to the main fuel return
(set at 1.93m3/h) OF105F Open MDO return line pressure regulating valve
system via a flow meter. There is a quick-closing valve at the fuel inlet to each
generator engine, these valves are operated from a control board on the purifier Open HFO return line pressure regulating valve (set to 4.0kg/cm2) OD112F
room bulkhead. (set at 6.0kg/cm2) OF106F Open MDO supply line pressure regulating valve
Open Generator engine return flow meter inlet valve OF113F (set to 6.0kg/cm2) OD105F
The high pressure FO lines on the generators are sheathed, any leakage into
Open Generator engine return flow meter outlet valve OF115F Open MDO service tank quick-closing outlet valve OD101F
the annular spaces formed by the sheathing is led to a FO leakage tank, which
is fitted with a high level alarm to give advance warning of a leaking fuel Open Generator engine return flow meter bypass Open Generator engine DO pump suction valve
injection pipe. relief valve OF117F Open Generator engine DO pump discharge valve to generator
engines

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Position Description Valve Procedure to Change the Generator Engine Fuel Oil Service b) Set the No.3 generator engine fuel inlet and return valves as in
System from Operation on Marine Diesel Oil to Heavy Fuel the table below.
Closed Generator engine DO pump discharge valve to incinerator
DO service tank Oil
Open Generator engine emergency DO pump suction valve
After drydocking or a similar prolonged stay in port with the generator fuel Open Fuel inlet quick-closing valve OF133F
Open Generator engine emergency DO pump suction valve system on MDO, a change over to HFO operation is required when the ship is
to enter service. Closed HFO inlet valve OF109F
Open Generator engine emergency DO pump air supply valve
The procedure is the same as for changing the main engine from MDO to HFO
Open MDO inlet valve OD108F
Under normal circumstances the system will be primed and operating on HFO. operation as covered in section 2.6.1 of this manual. To avoid electrical supply
A change to MDO is only made for emergency reasons or if an engine is to be instability it might be preferable to retain one generator engine operating on Closed MDO outlet valve OD111F
shut down or the fuel system is to undergo maintenance. The fuel system of an MDO whilst the main fuel system along with the other two generator engines,
engine may be flushed through with MDO prior to stopping or after stopping is changed to HFO. The generator engines whose fuel systems have been No.1 and No.2 generator engines will operate as normal on HFO.
to facilitate maintenance. changed to HFO may then be started and allowed to take the electrical load.
The engine operating on MDO may then be unloaded and changed to HFO
For drydocking or a similar prolonged stay in port the entire generator engine c) Start the generator engine DO pump.
operation in the same manner.
fuel system must be changed to MDO and following entry into service the
entire system changed back to HFO. It is simpler to change the entire system MDO will be pumped by the generator engine DO pump to No.3 generator
to a different fuel type at one time rather than to try and change over individual Procedure for Changing Over Fuel on One Generator Engine engine. Because the HFO outlet valve is open the excess HFO in No.3 engine
engines as the fuel system is designed to ensure that even engines which are Only system will be displaced by the MDO and the displaced HFO will flow to the
not running are circulated with fuel. To avoid electrical supply problems when generator engine FO return pipe.
changing over supplies, only one generator engine should be running and the It is possible to purge the fuel system of one engine and replace the HFO
load on that should be reduced to as low as possible. with MDO to assist in maintenance while the other generator engines remain d) When No.3 generator engine fuel system is completely charged
operating on HFO. with MDO, stop the generator engine MDO pump and close all
If only one engine is to be changed to diesel oil operation that engine should fuel valves to and from No.3 generator engine.
be running off load to avoid possible electrical supply problems. This procedure requires operation of the generator engine diesel oil supply
pump. The individual engine HFO and MDO outlet valves must be set so that Note: The procedure for flushing through the engine fuel system with MDO
the excess fuel from the engine returns to the correct place, the return pipe for whilst the engine is still running is the same as above except for the following.
Procedure to Change the Generator Engine Fuel Oil System HFO operation or the MDO service tank for MDO operation. The MDO outlet valve from the engine, OD111F in this case, must be opened
from Operation on Heavy Fuel Oil to Marine Diesel Oil
when the fuel system is charged with MDO and the outlet valve to the HFO
The example given assumes that generator engines No.1 and No.2 are to system, OF112F in this case, must be closed. The generator engine MDO
The procedure to change the fuel supply is the same as for changing the remain operating on HFO and No.3 generator engine fuel system is to be pump must remain running whilst a generator engine is operating on MDO.
main engine fuel system from HFO to MDO as the generator engines will be flushed with MDO. Ideally the engine to be flushed through should either be
operating on HFO from the main system. This procedure has been detailed in stopped or operating off load. The description below assumes that the engine
section 2.6.1 of this manual. is stopped. Emergency Operation Fuel System
The electrical load on the operating generator engines should be as low as a) Set the additional valves as in the following table. Valves for In an emergency such as a blackout, no electrical power is available to operate
possible when undertaking this changeover. As the entire fuel system is to be the normal operation of the generator engines on HFO remain the FO supply and booster pumps, therefore an air operated pump has been
changed to MDO, all three generator engines should be running to ensure that unchanged. provided to supply MDO to the generator engines. This will allow at least one
the entire fuel system is included. engine to be started and put on the switchboard so restoring ship’s power.
The operating engine(s) may be shut down when required. The fuel system for The pump inlet and outlet valves are left open at all times together with the
Open MDO service tank quick-closing outlet valve OD101F MDO service tank quick-closing outlet valve OD101F. The generator engine
the generator engines is primed with MDO.
Open Generator engine DO pump suction valve fuel system supply non-return valves OD103F and OD104F are locked open at
all times. The air supply line to the air motor is also always left open.
Open Generator engine DO pump discharge valve to generator
engines
In the event of a blackout the air driven pump starts automatically and supplies
Closed Generator engine DO pump discharge valve to incinerator MDO to the generator engine fuel system. One of the generator engines can
DO service tank be started and when electrical power is available the electrically driven pumps
may be operated and the air driven pump stopped.

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2.6.3 AUXILIARY BOILER FUEL OIL SYSTEM The oil is fed to each boiler via a flow control valve, controlled by the boiler Position Description Valve
control system. When the boilers are in a standby condition, a solenoid
Closed Pump discharge cross-connection valve
Auxiliary Boiler Fuel Oil Booster Pump controlled three-way valve automatically operates to circulate fuel back to
Maker: Teikoku Machinery Works Ltd the return pipe through line OF309, keeping the FO at working temperature Open Pressure regulating valve inlet valve
immediately before the burner. The system also has the facility to divert the Open Pressure regulating valve outlet valve
Model: MSE-7.5XA
returned oil back to the HFO settling tanks through an automatically controlled
No. of sets: 2 three way valve number OF312F. Closed Pressure regulating valve bypass valve
Capacity: 5.8m3h at 26kg/cm2 Closed No.1 FO heater inlet valve OF312F
Two boiler ignition pumps take suction from the MDO service tank via the
Closed No.1 FO heater outlet valve OF315F
Auxiliary Boiler Diesel Oil Ignition Pump pipe line leading away from quick closing valve OD101F.
Maker: Danfoss Closed No.2 FO heater inlet valve OF313F
Model: Gear type RSA Preparation for the Operation of the Auxiliary Boiler Fuel Oil Closed No.2 FO heater outlet valve OF316F
No. of sets: 2 Service System Open FO heater bypass valve OF314F
Capacity: 0.3m3h at 26kg/cm2 Closed Both FO heater vent valves
a) Ensure that the system fuel oil filters are clean.
Closed Both FO heater drain valves
Introduction b) Ensure that all instrumentation valves are open. Open No.1 boiler inlet valve
Heavy Fuel Oil (HFO) is stored on board in four HFO storage tanks, and then The following procedure illustrates starting from cold with the system charged Open No.1 boiler FO return valve
transferred to the settling tanks by a transfer pump. Here any water or other with MDO and in a shut down condition. Open No.2 boiler inlet valve
sediment is drained off, using a self-closing test cock. The fuel oil is then
purified and discharged to the HFO service tank. Open No.2 boiler FO return valve
c) Set up the valves as in the following table:
Set Return pipe three-way valve set to return pipe
Fuel oil is supplied to the boilers from the HFO service tank. Alternatively,
Open Return pipe outlet valve to pump suction OF317F
HFO can be supplied directly from the settling tanks. Position Description Valve
Open No.1 pilot burner pump suction valve
Open HFO service tank suction quick-closing valve OF201F
Marine diesel oil (MDO) can be supplied to the boilers from the MDO settling Open No.1 pilot burner pump discharge valve
or service tanks for starting from cold. MDO is also supplied to both boilers Open No.1 HFO settling tank suction quick-closing valve OF051F
for pilot burner operation. Open No.2 pilot burner pump suction valve
Open No.2 HFO settling tank suction quick-closing valve OF052F
Open No.2 pilot burner pump discharge valve
The steam supply to the FO supply heaters is controlled by a temperature Set Three-way suction valve from HFO settling tanks OF053F
controller. All HFO pipework is trace heated by small bore steam pipes laid Open No.1 boiler pilot burner inlet valve
Open Line valve from HFO service tank OF301F
adjacent to the HFO pipe and encased in the same insulation. Open No.2 boiler pilot burner inlet valve
Closed Line valve from HFO settling tanks OF302F
Fuel oil from the HFO service tank, is supplied to one of two boiler FO booster Open MDO service tank suction quick-closing valve OD101F
pumps via a filter and flow meter. The second pump will be on automatic Procedure to Start Up the Boiler Fuel Oil Service System and
Open Line valve from MDO service tank OD301F
standby and will start in the event of a discharge pressure drop to 16kg/cm2 or Change Over to Heavy Fuel Oil
a voltage failure of the running pump. Set Three-way pump suction valve set for DO OF318F
Open Inlet valve to flow meter OF304F a) Start one boiler FO booster pump and one boiler DO ignition
A pressure control valve, with its sensing point at the boiler fuel inlet line, pump.
maintains the pump discharge pressure by recirculating oil from the pump Open Outlet valve from flow meter OF306F
discharge back to the FO return pipe. The oil in the FO return pipe flows back Closed Flow meter bypass valve OF307F b) Flash up the boiler on MDO using atomising air (see section
to the pump suction after the flow meter. The vent from the FO air pipe vents 2.2.2 Boiler Control System).
to the HFO overflow/drain tank vent. This line will normally only carry air/gas Open No.1 boiler FO pump suction valve OF308F
and will not affect the flow meter reading. Open No.1 boiler FO pump discharge valve OF310F When steam is available:
Open No.2 boiler FO pump suction valve OF309F
The boiler FO booster pumps discharge through one of a pair of FO heaters a) Open the supply of steam heating to the HFO service tank.
where the oil is heated to the required temperature. Open No.2 boiler FO pump discharge valve OF311F

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b) Open the supply of trace heating to the FO service system

pipelines.
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the FO side, as damage, such as ruptured flange joints,
could occur due to the expansion of the contents.
When sufficient steam pressure is available:
a) Stop firing the boiler.
b) Open the selected FO heater inlet and outlet valves and close the
heater bypass valve, OF314F. OF311F OF310F OF315F No.2 Heater No.1 Heater
Steam Inlet Valve

c) Manually start supplying steam to the selected on-line FO ST279F
heater.
d) Operate the boiler FO booster pump suction three-way valve

OF318F to take suction from the HFO service tank.
e) Close the MDO suction line valve OD301F.

OF312F
OF316F
Steam Inlet Valve
f) Resume firing the boiler using atomising air. ST280F
g) Continue to raise the FO temperature manually. OF308F
h) Change the operation of the heater steam control valve to

AUTO and open the steam inlet valve fully.
No.2 Pump OF313F
i) When heated HFO is circulating through the system and the No.1 Pump
boiler is firing normally, change to steam atomising.
The boiler is designed to operate and remain on standby using HFO. A

changeover to MDO is only necessary when maintenance is required and for Boiler Fuel Oil Module
long periods of shut down, such as during refits.
j) After the boiler is firing on HFO, put the other FO booster pump
on automatic start.
CAUTION
Do not change to steam atomising until the system is charged with
HFO as this could lead to unstable flame conditions due to incorrect
temperature settings at the heater.

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2.6.4 INCINERATOR FUEL OIL SYSTEM When the desired quantity has been transferred, stop the pump, All oil transfers made in this way must be recorded in the Oil Record Book.
close the line valve to the incinerator DO service tank and open
the line valve to the generator engines. Record the details of the
Introduction transfer in the Oil Record Book. Procedure for Preparing the Incinerator Waste Oil and Diesel
Oil Systems
The incinerator burner is supplied with diesel oil from its own incinerator
MDO service tank which is replenished from the DO service tanks by the Procedure for Transferring Waste Oil to the Incinerator Waste a) Drain water from the incinerator MDO service tank by opening
generator engine DO pump. MDO is used in the incinerator to burn garbage Oil Settling Tank the self-closing test valve OD408F until no water is observed.
and to assist in the burning of waste oil by raising the furnace temperature to
a high level. The description assumes that waste oil is being taken from the separated bilge b) Open the incinerator MDO service tank quick closing outlet
oil tank and pumped to the waste oil tank using the sludge pump. valve OD351F.
The incinerator waste oil tank is supplied with waste oil from the separated
bilge oil tank, the main engine scavenge air drain tank, the LO drain tank, the a) Check the quantity of waste oil in the incinerator waste oil c) Open the diesel oil inlet valve to the incinerator OD355F.
stuffing box LO drain tank, the FO overflow drain tank and the FO purifier service tank and determine the quantity of waste oil to be
sludge tank, by means of the sludge pump. The sludge pump has an automatic transferred. The incinerator DO system is now ready for operation.
stop facility via the high level switch on the incinerator waste oil service
tank. b) Set the valves as in the following table. d) Apply steam heating to the incinerator waste oil tank and allow
the contents of the tank to settle for at least six hours.
The waste oil is supplied to the incinerator by means of the waste oil Position Description Valve
circulating pump which also circulates waste oil back to the tank to ensure e) Drain any water from the waste oil service tank by opening the
correct temperature distribution and mixing. Water may be drained from the Open Sludge pump suction valve from separated bilge drain valve OF425F and the self-closing drain valve OF426F.
waste oil service tank by means of a self closing test cock, OF426F. oil tank BG301F
Closed Sludge pump suction valve from other tanks BG302F f) Open the incinerator waste oil service tank quick-closing outlet
valve OF351F. Open the waste oil circulation pump suction
Procedure for Filling the Incinerator Marine Diesel Oil Service Closed Sludge pump recirculation valve BG304F
valve OF352F and outlet valve OF353F. Open the waste oil
Tank Closed Stuffing box LO drain tank suction valve OL405F recirculation valve OF354F.
a) Check the quantity of diesel oil in the incinerator MDO tank and Closed LO drain tank suction valve OL406F
g) Supply trace heating to the waste oil pipework system.
calculate how much diesel oil needs to be transferred. Closed Scavenge drain tank suction valve OL434F
Closed FO overflow/drain tank suction valve OF419F h) Start the waste oil circulation pump. Waste oil will be taken from
b) Open the quick-closing suction valve OD101F. The DO service the waste oil service tank and returned to the same tank. When
tank valve is normally kept open. Closed FO purifier sludge tank suction valve OF421F the incinerator waste oil tank achieves the correct temperature,
Closed Sludge pump discharge valve to separated oil tank BG305F the waste oil is ready to burn in the incinerator.
c) Open the suction and discharge valves on the generator engine
DO pump. These valves are normally left open. Closed Shore discharge valves
i) Start the incinerator operating (see section 2.14.6 Incinerator
Open Sludge pump discharge line valve BG306F and Garbage Disposal).
d) Close the generator engine DO pump discharge line valve
to the generator engines and open the discharge valve to the Open Incinerator waste oil tank inlet valve OF357F
j) When the incinerator is warmed through on diesel oil, open the
incinerator DO service tank line. incinerator waste oil return valve OF356F and supply valve
c) Start the sludge pump from the local position on AUTO OF355F. Close the waste oil recirculation valve OF354F.
e) Open the incinerator DO service tank inlet valve OD353F and by pressing the START pushbutton. The pump will stop
ensure that the filling valve OD357F to the emergency generator automatically when the level in the waste oil service tank The incinerator is now able to burn waste oil.
DO tank is closed and that the topping up generator DO tank reaches the stop level switch. The incinerator waste oil tank
filling valve is closed. overflows to the separated bilge oil tank in the event of the
pump not stopping.
f) Start the generator engine DO pump either locally or remotely
from the control room console and transfer the desired quantity Note: If the contents of the sludge tanks, separated oil tank or scavenge drain
of diesel oil to the incinerator DO service tank. Any excess will tank are to be transferred to the incinerator waste oil tank the procedure is the
overflow back to the MDO service tank through a spill line. same except for the setting of the sludge pump suction valves.

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2.6.5 EMERGENCY GENERATOR FUEL OIL SYSTEM Procedure for Transferring Diesel Oil to the Emergency Diesel
Generator Service Tank using the Generator Engine Diesel Oil
Emergency Generator Engine Diesel Oil System Pump
The emergency generator engine uses MDO which is stored in the emergency a) Check the level of DO in the emergency diesel generator
diesel generator oil storage tank. This tank has a capacity of 2.5m3 which is MDO service tank and determine the amount of MDO to be
sufficient for 24 hours full load running of the emergency generator. transferred.
The service tank is normally filled via a filling line located above the tank on b) Open the emergency diesel generator service tank filling valve
B deck from oil drums but can be filled in an emergency from the engine room OD357F and remove the blank at the valve if it has not already
generator diesel oil pumps. been removed. Ensure the incinerator MDO service tank inlet
valve, OD353F, is closed.
The correct grade of fuel must be used when the ship is operating in cold
climate conditions. c) Ensure that the filling valves for the topping up generator tank
and the Incinerator MDO tank are closed.
Procedure for Transferring Diesel Oil to the Emergency Diesel d) Open the MDO service tank quick-closing outlet valve OD101F
Generator Service Tank and the generator engine pump suction valve. These valves are
normally left open.
a) Check the level of oil in the emergency generator engine MDO
service tank and determine how much MDO is to be added. e) Close the generator engine pump discharge line valve to the
generator engines and open the discharge line valve to the
b) Ensure that oil spill precautions are taken. incinerator and emergency generator engine tanks.
c) Open the filling connection at B deck and connect the filling f) Start the generator engine MDO pump and transfer the required
hose from the hand transfer pump which has the suction pipe amount of diesel oil to the emergency generator service tank.
located in the drum containing the MDO. The tank will overflow back to the service tank when full and
this can be witnessed at the sight glass located near the pump.
d) Operate the hand pump until the required quantity of MDO has
been transferred. g) When the transfer is complete stop the pump and close the
emergency generator MDO service tank filling valve and
e) Remove the hose and close the filling connection. replace the blank. Close the generator engine MDO pump line
valve to the incinerator and emergency generator MDO tanks
f) Remove the hand pump suction line from the drum, close the and re-open the line valve to the generator engines.
drum and lash the drum securely.
The tank is fitted with a self-closing sludge cock for draining water from the
tank and if over filled overflows back to the DO service tank.

2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Purifying System
Illustrations
2.7.1a Fuel Oil Filling and Transfer System
2.7.1b Fuel Oil Transfer System
2.7.1c Diesel Oil Transfer System
2.7.1d Emergency Generator Diesel Oil Transfer System
2.7.2a Fuel Oil and Diesel Oil Purifying System
2.7.2b Heavy Oil Separator Control Panel

Illustration 2.7.1a Fuel Oil Filling and Transfer System OD501F

Vacuum Break
Spill Tank Located OF5 OF5
Set 5.0kg/cm2
on Bunker 02F 01F
Manifold (Port)
OF420F
Air
OF511F OF514F OF512F Blow
OF513F OF515F OD511F
Upper LIAHL TIAH LAHH LIAHL TIAH LAHH LIAHL TIAH LAHH LAHH TIAH LIAHL LI
Deck CMS 1633 CCC CMS 1639 CCC CMS 1642 CCC CCC 1636 CMS CMS OD4
Set 05F
Samp- No.1 Heavy Fuel Oil Storage Tank 5.0kg/cm2
(Starboard)(1268.9m3) OF5 OF5
No.1 Heavy No.2 Heavy ling No.2 Heavy OF OF 04F 03F
OF401F Fuel Oil Fuel Oil OF403F Fuel Oil OF406F OF405F 401F 402F
Storage Tank Diesel Oil OD502F
OF4 Storage Tank Storage Tank OF4
OF404F (Starboard) Storage Tank
02F (Port) (Port) 08F Spill Tank Located
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI (664.9m )
3
07F Manifold (Starboard)
From Boiler 3rd Deck
OF0 Return Pipe OD001F
04F LI LI
LI 1604
LI 1604
OF001F OF002F LAH LAH LI
LS LS LS 1609
1616 1610
OF003F
Heavy Fuel
Oil Service Tank No.2 Heavy Fuel No.1 Heavy Fuel
(Starboard) Oil Settling Tank Oil Settling Tank
LAH OD006F
(82.3m3) (Starboard) (81.7m3) (Starboard) (93.2m3) 1602
TIAH OF410F
OF411F OF412F 1612 Diesel Oil OD005F
OF409F
OF413F Service Tank
To Bilge Primary TI LAL TI LAL
Tank 1617 1611 (34.4m3)
OD403F
OF414F TIAH LAL
TI 1606 1605
LS LS
TIAH LS LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF0 OF0 04F
14F 12F
Auto
Stop
OF016F OF010F OF018F OD004F

Auto
ST-SP PI PI
Diesel Oil
OF0 Transfer Pump
To Bilge 11F (10m3/h x
XI XA XI XA From Diesel Oil
Primary Tank 0213 0213 PI PI 0214 0214 3.0kg/cm2)
Service Tank
Heavy Fuel Oil Purifier Line
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Main Engine

From Fuel Oil Fuel Oil Piping
Supply Unit Leakage
Pressurised OF006F OF017F
Drain Line For Sea Trial
Key OF419F OF005F OF428F

To Sludge Pump From Other
LAH LIAH OF007F
Heavy Fuel Oil TI TI LI Drain Lines
1621 CMS OF418F
Diesel Oil
Bilge TIAH Fuel Oil Overflow/Drain Tank

1631 (44.5m3)
Electrical Signal

2.7 FUEL OIL AND DIESEL OIL TRANSFER A FO overflow/drain tank of 44.5m3 capacity is provided and is designed to Preparation and Procedure for the Loading and Transfer of
SYSTEMS collect the overflow from the HFO settling tanks in the event of overfill. The Bunkers
MDO service and storage tanks also overflow to this tank. The HFO transfer
pump is used to pump its contents up to the HFO bunker or settling tanks. Prior to bunkering, the Chief Engineer should confirm that the specification
2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND
TRANSFER SYSTEM of the fuel oil being delivered is the same as that ordered and that the quantity
Fuel oil can be transferred from one bunker tank to another for trim or other being supplied is also that which was requested.
purposes, using the transfer pump and the bunkering line. The settling and
Heavy Fuel Oil Transfer Pump
service tanks can also be drained to the overflow tank provided that blanks are Before and during bunkering, the following steps should be complied with:
Maker: Taiko Kikai Industries removed.
Model: VG-25MA a) The purpose of this procedure is to ensure that bunkers of the
No. of sets: 1 The outlet valves from the fuel tanks are all remote operated quick-closing correct specification and quantity are received on board in a safe
Capacity: 25m3/h at 3.0kg/cm2 and 1,200 rpm valves with a collapsible bridge which are pneumatically operated from the and efficient manner, which minimises the risk of pollution.
fire control station. After being tripped, the valves must be reset locally. Each
tank is also fitted with a self-closing test cock to test for and drain any water b) Shore and barge tanks should be checked for water content.
Marine Diesel Oil Transfer Pump present. Tundishes under these test cocks drain any liquid to the bilge primary
Maker: Taiko Kikai Industries tank. c) Representative samples are to be drawn using the continuous
Model: NHG-10MA drip method for the duration of the loading operation and they
No. of sets: 1 All of the tanks are provided with local temperature gauges but in addition, are to be immediately dispatched for laboratory analysis.
remote level and temperature indicators are fitted in the control room. The
Capacity: 10m3/h at 3.0kg/cm2 and 1,200 rpm
tanks also have an overfill alarm. d) Where possible, new bunkers are to be segregated on board prior
to use until results of the laboratory analysis are received.
Introduction All HFO tanks are fitted with heating coils, the heating steam being supplied at
7.5kg/cm2 from the heating steam system. Condensate from the heating coils e) No internal transferring of bunkers should take place during
Heavy fuel oil (HFO) for all on board purposes, is stored in four HFO bunker flows to the atmospheric dump condenser and then to the feed filter tank via bunker loading operations unless permission has been obtained
tanks. From the bunker tanks the oil is transferred to two settling tanks where an oil detector and observation tank. All HFO transfer lines are trace heated by from the Chief Engineer.
it is allowed to settle prior to being purified into the service tank. HFO is steam also at 7.5kg/cm2.
supplied to the main engine and generator engines from this service tank. The f) The Chief Engineer should calculate the estimated finishing
boilers can be supplied from either the settling tanks or the service tank. Fuel Oil System Tanks ullages/dips, prior to the starting of loading.
The HFO bunker tanks are filled from a fuel oil bunkering line located at the g) HFO storage tanks should not exceed 95% full.
cargo manifolds on the port and starboard sides of the ship. There are two Heavy Fuel Oil Tanks
connections to each manifold at the midship point. Sampling valves are fitted Compartment Capacities (SG 0.980) h) Any bunker barges attending the vessel are to be safely moored
at each bunker pipe connection point before the bunkering manifold valve on Volume 100% (m3) Weight 95% (m3) alongside before any part of the bunker loading operation
each pipe. The bunkering line is fitted with a relief valve set at 5.0kg/cm2, the begins.
discharge from which flows into the FO overflow/drain tank. No.1 HFO storage tank (stbd) 1,268.9 1,205.5
No.2 HFO storage tank (stbd) 416.5 395.7 i) The overfill level alarms fitted to bunker tanks should be tested
There is one heavy fuel oil transfer pump which is used to transfer HFO from No.1 HFO storage tank (port) 1,193.1 1,133.5 prior to any bunker loading operations.
the bunker tanks to the HFO settling tanks at a maximum rate of 25m3/h and a No.2 HFO storage tank (port) 664.9 631.7
pressure of 3.0kg/cm2. The marine diesel oil (MDO) transfer pump of capacity j) Verify that all lines are sound, by visual inspection.
10m3/h and a pressure of 3.0kg/cm2 is dedicated to the transfer of MDO from
the MDO storage tank to the MDO service tank. In an emergency it is possible k) Complete the pre-transfer checklist.
to use the pump dedicated to MDO for HFO pumping, and the HFO pump for No.1 HFO settling tank 93.2 88.5
MDO, provided that blanks are removed. No.2 HFO settling tank 81.7 77.6 l) All personnel involved should be aware of the contents of the
HFO service tank 82.3 78.2 Chief Engineer’s bunker loading plan.
The HFO transfer pump is started and stopped automatically by means of
HFO overflow tank 44.5
level switches on the HFO settling tanks: the operating tank being selected m) The Chief Engineer is responsible for bunker loading operations,
as required at the pump’s group starter panel on the main switchboard. The Total: 3,800.6 3,610.6 assisted at all times by a sufficient number of officers and
MDO transfer pump is stopped automatically by means of a level switch on ratings to ensure that the operation is carried out safely.
the MDO service tank. HFO is transferred to the HFO service tank by the HFO
separators.

Illustration 2.7.1a Fuel Oil Filling and Transfer System OD501F

Vacuum Break
Set 5.0kg/cm2
on Bunker 02F 01F
Manifold (Port)
OF420F
Air
OF511F OF514F OF512F Blow
OF513F OF515F OD511F
Set 05F
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI (664.9m )
3
04F LI LI
LI 1604
LI 1604
LS LS LS 1609
1616 1610
OF003F
Heavy Fuel
LAH OD006F
TIAH OF410F
OF409F
OF413F Service Tank
Tank 1617 1611 (34.4m3)
OD403F
OF414F TIAH LAL
TI 1606 1605
LS LS
TIAH LS LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF0 OF0 04F
14F 12F
Auto
Stop

Auto
ST-SP PI PI
Diesel Oil
OF0 Transfer Pump
Service Tank
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Main Engine

Supply Unit Leakage

LAH LIAH OF007F
1621 CMS OF418F
Diesel Oil

1631 (44.5m3)
Electrical Signal

n) A watch for signs of leakage should be kept at the manifold Procedure to Load Bunkers from Shore/Barge j) As the level in the first fuel oil bunker tank approaches 90%,
during loading. close in the filling valve to top up the tank slowly, then close
a) At the bunker connection to be used, remove the blank and the filling valve completely when the required level is reached.
o) All personnel involved should be in radio contact, the radios connect the bunkering hose. Ensure that the joint being used is Always ensure another bunker tank filling valve is open before
being tested prior to the bunkering operation. in good condition. closing in to top a tank off.
p) The maximum pressure in the bunker line should be below b) Ensure that the blanks on the other bunkering connections are k) Repeat the above until only two tanks remain open, then signal
5.0kg/cm2, at which point the line relief valve will discharge to secure and that the valves are closed, with drain and sampling to bunker barge/shore to reduce the pumping rate.
FO overflow/drain tank. valves closed, also that the drip tray is empty and drain closed.
l) When filling the final tank, signal a further flow reduction until
q) Safe means of access to barges/shore shall be used at all times. c) Open the filling valve(s) on the fuel oil bunker tanks to be filled. the tank is at the required level and then signal to stop.
r) Scuppers and save-alls (including those around bunker tank Description Valve m) Close the valve at the bunkering connection.
vents) should be effectively plugged.
No.1 HFO storage tank (starboard) OF512F n) Open the vent at the bunkering connection and allow the hose
s) Drip trays are provided at bunker hose connections. No.2 HFO storage tank (starboard) OF514F to drain back to the supplier.
t) Oil spill containment and clean up equipment must be deployed No.1 HFO storage tank (port) OF511F o) Disconnect the hose connection and replace the blank.
and ready for use. No.2 HFO storage tank (port) OF513F
p) Close the tank filling valves.
u) Loading should start at the agreed minimum loading rate. Only d) Open the valve at the selected bunkering connection at the cargo
upon confirmation of no leakage and fuel going only into the manifold. q) Collect and label samples and send ashore for laboratory
nominated tanks, should the loading rate be increased. testing.
Description Valve
v) When topping off, the flow of oil to the tank in question should r) When the oil bunkering is completed close all valves and record
be reduced by diverting the flow of oil to another tank. In the Manifold port forward OF501F the transfer in the Oil Record Book.
case of the final tank, the loading rate should be reduced to the Manifold port aft OF502F
agreed minimum at least 20 minutes before the finishing ullage
is reached. Manifold starboard forward OF503F
Manifold starboard aft OF504F
w) Prior to bunkering, the operation must be discussed with the
bridge team where any matters which are likely to interfere e) Establish effective communication between the control room
with bunkering must be raised. All shipboard personnel must be and the bunker barge or bunkering shore station.
made aware that bunkering is to take place.
f) Signal to the bunker barge or shore station to commence
CAUTION bunkering fuel oil at an agreed slow rate.
At least one bunker tank filling valve must be fully open at all times
during the bunkering operation. g) Check the ship to barge or shore connection and pipeline for
leaks.
Relevant information is to be entered in the Oil Record Book on completion
of loading. h) Check that fuel oil is flowing into the required fuel oil storage
tank(s), and not to any other tank. Check that the drip sampler
unit is operating at the required rate.
i) Increase bunkering to the agreed maximum rate for the line

which is 500m3/h.

Illustration 2.7.1b Fuel Oil Transfer System OD501F

Vacuum Break
Set 5.0kg/cm2
on Bunker 02F 01F
Manifold (Port)
OF420F
Air
OF511F OF514F Blow
Set 05F
Samp- No.1 Heavy Fuel Oil Storage Tank 5.0kg/cm 2
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI (664.9m )
3
04F LI LI
LI 1604
LI 1604
LS LS LS 1609
1616 1610
OF003F
Heavy Fuel
LAH
(82.3m3) (Starboard) (81.7m3) (Starboard) (93.2m3) 1602 OD006F
TIAH OF410F
OF409F
OF413F Service Tank
Tank 1617 1611 (34.4m3)
OD403F
OF414F TIAH LAL
TI 1606 1605
LS LS
TIAH LS LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF0 OF0 04F
14F 12F
Auto
Stop

Auto
ST-SP PI PI
Diesel Oil
OF0 Transfer Pump
Service Tank
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Main Engine

Supply Unit Leakage

LAH LIAH OF007F
1621 CMS OF418F
Diesel Oil

1631 (44.5m3)
Electrical Signal

Procedure for the Transfer of Heavy Fuel Oil from the Storage d) Start the fuel oil transfer pump manually at the local control f) When the desired amount of HFO has been transferred stop the
Tanks to the Settling Tank(s) using the Heavy Fuel Oil Transfer panel. HFO transfer pump and close all valves.
Pump
e) Check that fuel oil is being correctly transferred, i.e. that it is
being transferred from the required storage tank to the No.2 Marine Diesel Oil System
Under normal circumstances the HFO transfer pump is set to automatic
HFO settling tank.
operation to fill the HFO settling tank(s). The pump is started and stopped There is one marine diesel oil (MDO) storage tank (130.9m3) and one MDO
by float switches in the tank. Pump and line valves will be set to allow for service tank (34.4m3). The MDO is transferred from one to the other using
f) Stop the pump when the required amount of oil has been
automatic operation; one of the two HFO settling tanks is selected as the the MDO transfer pump. An alternative arrangement is to use the CJC filter
transferred.
automatic operating tank, the operating tank being selected as required at the separator to transfer MDO from the MDO storage tank to the MDO service
pump’s group starter panel on the main switchboard. The duty engineer must tank. The CJC filter separator would normally be used to filter diesel oil from
g) Close all valves at the end of the operation.
ensure that there is sufficient HFO in the operating HFO storage tank when the MDO service tank and return it to that tank.
the vessel is operating in UMS mode. If there is insufficient HFO the engineer
Under normal operation the transfer pump will remain lined up to the selected
must be prepared to change over HFO storage tanks. The MDO storage tank is filled from a dedicated MDO bunkering line located at
operating settling tank and it will be selected for automatic operation at the
pump controller. The pump will start and stop automatically, controlled by the the cargo manifolds on the port and starboard side of the vessel. The bunkering
The procedure below is for manual transfer of HFO to the HFO settling tanks. line is fitted with a relief valve set at 5.0kg/cm2 and discharges into the MDO
settling tank level switches.
The procedure assumes that No.2 HFO settling tank is selected and that the storage tank. The transfer pump is used to transfer oil from the storage tank to
transfer pump is switched for automatic operation. the service tank at a rate of 10m3/h and a pressure of 3.0kg/cm2. The pump is
Procedure for the Transfer of Heavy Fuel Oil between the normally started manually and stopped automatically by a level switch in the
a) Check the levels in the tanks from which oil is to be taken and Bunker Tanks service tank but may also be operated completely manually if required.
to which oil is to be transferred. Calculate the amount to be
transferred HFO may be transferred between bunker tanks if required in order to adjust the The MDO service tank overflows to the FO overflow drain tank.
trim of the vessel. The procedure is similar to that for manual transfer of HFO
b) Open the suction valves from the bunker tank to be from bunker tanks to the HFO settling tank.
transferred. Diesel Oil System Tanks
a) Follow steps a) to c) in the above procedure selecting the valves Compartment Capacities (S.G. 0.900)
Description Valve for the tank from which HFO is to be transferred and the pump Volume 100% (m3) Weight 95% (m3)
HFO overflow tank OF007F which is to be used for the transfer. DO storage tank 130.9 124.4
No.1 HFO storage tank (port) OF001F MDO service tank 34.4 32.7
b) Set the HFO transfer pump discharge valves as in the following
Total: 165.3 157.0
No.2 HFO storage tank (port) OF002F table.
No.1 HFO storage tank (starboard) OF003F All of the outlet valves on the diesel tanks are remotely operated quick-closing
No.2 HFO storage tank (starboard) OF004F valves with a collapsible bridge which are pneumatically operated from the fire
Open HFO transfer pump discharge valve OF010F control station. After being tripped from the fire control station the valves must
Port tanks line suction valve OF005F be reset locally. The service tank is fitted with a self-closing test cock to test
Open HFO transfer pump discharge valve to bunker tanks OF016F
Starboard tanks line suction valve OF006F for the presence of water and to drain any water present. Tundishes under the
Open Bunker line supply valve OF515F self-closing test cocks drain any liquid to the bilge primary tank.
c) Open the HFO transfer pump discharge valves and HFO settling Closed No.1 HFO settling tank inlet OF013F
tank valves as in the following table. All of the tanks are provided with local indication, plus remote level/capacity
Closed No.2 HFO settling tank inlet OF015F indication on the UCS 2100 FO Transfer System screen display and the Saab
tank radar system miscellaneous screen display. The storage tanks also have an
Position Description Valve c) Open the filling valve for the bunker tank to which HFO is to independent overfill alarm set at 98.5% capacity.
Open HFO transfer pump discharge valve OF010F be transferred. Check that all other bunker line valves are closed
and that the blanks are securely attached at the bunker station.
Closed HFO transfer pump discharge valve to bunker tanks OF016F
Closed No.1 HFO settling tank inlet OF013F d) Determine how much HFO is to be transferred.
Open No.2 HFO settling tank inlet OF015F
e) Start the HFO transfer pump manually and check that HFO is
being pumped between the correct bunker tanks.

Illustration 2.7.1c Diesel Oil Transfer System OD501F

Vacuum Break
Set 5.0kg/cm2
on Bunker 02F 01F
Manifold (Port)
OF420F
Air
OF511F OF514F OD511F Blow
OF513F OF515F OF512F
Set 05F
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI (664.9m )
3
04F LI LI
LI 1604
LI 1604
LS LS LS 1609
1616 1610
OF003F
Heavy Fuel
LAH
TIAH OF410F
OF409F
OF413F Service Tank
Tank 1617 1611 (34.4m3)
OD403F
OF414F TIAH LAL
TI 1606 1605
LS LS
TIAH LS LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF0 OF0 04F
14F 12F
Auto
Stop

Auto
ST-SP PI PI
Diesel Oil
OF0 Transfer Pump
Service Tank
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Main Engine

Supply Unit Leakage

LAH LIAH OF007F
1621 CMS OF418F
Diesel Oil

1631 (44.5m3)
Electrical Signal

Preparation for the Operation of Bunkering Diesel Oil m) Disconnect the hose connection and replace the blank. Procedure for Transferring Diesel Oil to the Emergency Diesel
Generator Service Tank
The procedures for bunkering MDO are as described for HFO and should be n) Close all the tank filling valves.
followed. a) Check the level of oil in the emergency generator engine MDO
o) When the oil bunkering is completed close all valves and record service tank and determine how much MDO is to be added.
the transfer in the Oil Record Book.
To Load Bunkers From Shore/Barge
b) Ensure that oil spill precautions are taken.
At the bunker connection to be used, remove the blank and connect the
bunkering hose. Arrange a drip tray beneath the connection. To Transfer Diesel Oil Using the Diesel Oil Transfer Pump
c) Open the filling connection at B deck and connect the filling
a) Open the suction valve at the MDO storage tank OD001F. hose from the hand transfer pump which has the suction pipe
a) Ensure that the blanks on the other bunkering connections are located in the drum containing the MDO.
secure and that the valves are closed. Ensure that the drain and
sampling valves are closed. b) Set the pump valves and the tank filling valves as in the
following table. d) Operate the hand pump until the required quantity of MDO has
been transferred.
b) Open the filling valve on the DO storage tank OD511F.
e) Remove the hose and close the filling connection.
Note: Normally the MDO storage tank will be filled when bunkering but it Open MDO transfer pump suction valve OD002F
is possible to fill the MDO service tank by opening the MDO service tank f) Remove the hand pump suction line from the drum, close the
Open MDO transfer pump discharge valve to
filling valve OD005F and the line valve OD006F between the MDO transfer drum and lash the drum securely.
MDO service tank OD004F
pump and the bunker line.
Open MDO service tank filling valve OD005F The emergency generator service tank may be filled in an emergency, from the
c) Open the valve at the bunkering connection at the cargo Closed MDO transfer pump line valve to HFO tanks OF018F MDO service tank by the generator engine MDO pump. If overfilled, the tank
manifold: OD501F at the port manifold or OD504F at the overflows back to the main MDO service tank.
starboard manifold. Closed MDO transfer pump line valve to bunker line OD006F
The emergency generator service tank is also fitted with a self-closing sludge
d) Check that the correct valves are open for the tank to be filled. cock for draining water from the tank down to the bilge primary holding
c) Start the MDO transfer pump.
tank.
e) Establish effective communication between the control room
d) Check that MDO is being correctly transferred.
and the bunkering barge/shore station.
The transfer pump will stop automatically when the service tank reaches the
f) Signal to the barge/shore station to commence bunkering diesel
required level provided that the pump is selected for automatic operation.
oil at an agreed slow rate.
e) Alternatively, stop the pump when the required amount of oil
g) Check the ship to barge/shore connection and pipeline for leaks.
has been transferred.
h) Check that DO is flowing into the required diesel oil storage
tank(s), and not to any other tank. Emergency Generator Fuel Oil System
i) Speed up bunkering to the agreed maximum rate. The emergency generator engine uses MDO which is stored in the emergency
diesel generator oil storage tank. The tank has a capacity of 2.5m3 which is
j) As the level in the diesel oil storage tank approaches 90%, sufficient for 24 hours full load running of the emergency diesel generator
signal to the barge/shore to further reduce the flow rate until the engine.
tank is 95% full and then signal to stop.
The emergency generator engine MDO service tank is normally filled via a
k) Close the valve at the bunkering connection. filling line located above the tank on B deck. The tank is filled from oil drums
using a hand pump.
l) Open the vent at the bunkering connection and allow the hose
to drain back to the supplier.

Illustration 2.7.1d Emergency Generator Diesel Oil Transfer System
To / From Incinerator Deck Filling Connection

Diesel Oil Service Tank
B Deck
Abnormal Run Start Alarm
XA XI SA
1138 1135 1136
Emergency Generator Engine
OD357F
OD406F Emergency Generator

Engine Diesel Oil Service Tank
(2.5m3)
OD407F LAL OD371F
1140
To / From Topping Up From

Inert Gas Generator Compressed Air OF427F
Diesel Oil Service Tank To Auxiliary
Boiler
Diesel Oil
From Generator Service To Bilge Primary
Engine Tank Tank
(39.2m3) To Main Engine and Generator Engine
From Diesel Oil
OD101F OD102F Fuel Oil Supply Pumps
CJC Filter
Generator Engine Diesel Oil Pump

(1.5m3/h x 7kg/cm2)
XA PI PI
1005
Generator Engine Emergency

PI
Diesel Oil Pump
XA PI
1006 (1m3/h x 5.5kg/cm2)
(Blackout) Key
PI
To Generator Diesel Oil
Engines
Compressed Air
Generator Engine Emergency Diesel Oil Pump
(1.5m3/h x 7kg/cm2)

Procedure for Transferring Diesel Oil to the Emergency Diesel

Generator Service Tank using the Generator Engine Diesel Oil
Pump
a) Check the level of MDO in the emergency diesel generator

service tank and determine the amount of diesel to be
transferred.
b) Open the emergency diesel generator service tank filling

valve OD357F and remove the blank at the valve. Close the
incinerator MDO service tank inlet valve OD353F.
c) Open the MDO service tank quick-closing outlet valve OD101F

and the generator engine MDO pump suction valve. These
valves are normally left open.
d) Close the generator engine MDO pump discharge line valve to

the generator engines and open the discharge line valve to the
incinerator and emergency generator engine tanks.
e) Start the generator engine MDO pump and transfer the required
amount of fuel to the emergency diesel generator service tank.
The tank will overflow when full and this can be recognised at
the sight glass located near the pump.
f) When the transfer is complete stop the pump and close the
emergency generator service tank filling valve OD357F, and
replace the blank. Close the generator engine MDO pump
discharge valve to the incinerator and emergency generator line
and open the line valve to the main generator engines.

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2.7.2 FUEL OIL AND DIESEL OIL PURIFYING SYSTEM The separators are of the self-cleaning type and the bowls automatically open Being of the self-cleaning type, the accumulation of solids within the holding
to discharge sludge at timed intervals. space will be ejected at predetermined intervals depending on the quality of
Fuel Oil Separator the oil. This is achieved automatically by the control panel and a number of
Maker: Westfalia Centrifugal separation is improved when the difference in relative density solenoid valves which will bypass the oil supply and open the bowl for a set
No. of sets: 2 between the fuel, water and solids in the fuel are as great as possible and period of time by the use of high pressure water.
the difference in relative densities can be increased if the temperature of the
Capacity: 3,300 litres/hour fuel being treated is raised. Manufacturer’s recommendations with respect to The C7-623 control unit shown in illustration 2.7.2b is used for the automatic
Model: OSD35-0136-067 design 25 operating temperatures should always be followed. The temperature of the ejection control and condition monitoring of the HFO separator. The control
Motor: 440V, 18.5kW at 3,600 rpm fuel flowing to the separators can be adjusted by the thermostat control on the unit has three modes of operation.
Bowl speed: 8,200 rpm heater control unit.
1) Partial ejections
Separating temperature: 98°C 2) Total ejections
Control panel: Simatic C7-623/P Separator Operation
3) Preselected partial ejections followed by total ejection
Fuel Oil Separator Pumps WARNING
Illustration 2.7.2b Heavy Fuel Oil Purifier Control Panel
Maker: Taiko Kikai Industries Care must be taken when operating the separator system. Hot oil and
No. of sets: 2 steam are present and can result in serious injury if leakage occurs.
There is a fire risk from the presence of hot oil and all precautions must
Model: NHG-4MA
be taken to prevent a fire and to deal with one should an outbreak occur. SIMATIC C7- 623
Capacity: 3,300 litres/h at 2.5kg/cm2 The extinguishing system must be checked frequently. Pa r t i a l E j ec t i on : 4 7 8 9
St ep : Ci r u l a t i on
P r o d u c t T emp : 097 °C D E F
Marine Diesel Oil Off-line Filter Separator CAUTION S e p . T i me : 3600 s 4 5 6
Maker: CJC Filters Centrifuges operate on an automatic sludging system but failure of the A B C
system to effectively discharge sludge can cause overload and subsequent
DOWN ALARMS UP 1 2 3
No. of sets: 1
Model: PTU1 27/108 MZ-EPWYZ breakdown of the bowl arrangement which rotates at high speed. After
. 0 +/-
manual cleaning, care is needed to ensure that the bowl is assembled
Type: Filter inserts 2 x 27/27 correctly, as incorrect assembly can result in disintegration at high INS
Capacity: 600 litres/h rotational speed. All operating and maintenance precautions stipulated SF DC5V RUN DIR DEL ESC
BAF FRCE STOP
Pump: 710 litres/h by the manufacturer in the maintenance manual must be observed. HARD
COPY ACK
Controller ID: 55604/411093
Liquid mixtures and solid/liquid mixtures can be separated by two methods, Program
0
Program
1
L-Test WMS
01
SMS
36
SMS
96
SERIES
1 2
SYSTEM
CHECK
SHIFT
the gravity field of a settling tank or the centrifugal field of a separator bowl.
SEP FEED SLUDGE PARTIAL HEATER
Introduction Both systems rely on the product components having different densities. Since RELEASE
HELP ENTER
the centrifugal force of a separator is considerably more effective than the

The HFO system operates with two centrifugal separators and the MDO gravity field of a settling tank it is usual practice to favour the centrifugal
system operates with the CJC filter separator which is fitted with its own force method. The heated dirty oil enters the separator and the centrifugal
circulating pump. force created by the rotating bowl causes the liquid mixture to separate into its With the time dependant program cycle, it is important for high clarifying
different constituents within the disc stack. efficiency and to avoid desludging losses and that the separable solids content
For the centrifugal separation of HFO there are two separators. Under normal in the product do not fluctuate widely. The UNITROL system provides two
circumstances one separator will be operating to fill the HFO service tank The solid particles suspended in the oil settle on the underside of the discs basic monitoring systems.
from the HFO settling tanks as fuel is being used by the main and generator and slide down into the solid holding space. The smooth disc surfaces allow 1) Water content monitoring system (WMS)
engines. the solids to slide down and provide self-cleaning of the discs. Each bowl
assembly is fitted with a separating disc which can be configured in order for 2) Sludge space monitoring system (SMS)
Both HFO purification systems are identical and comprise a centrifugal the separator to act as a clarifier or a separator. There are two locations in the
separator with its own dedicated supply pump and heater. A common sludge separating disc in which threaded pins can be inserted. When they are in place The illuminated Liquid Crystal Display (LCD) provides information about
tank is provided for the separator system. The separators have a maximum the unit acts as a clarifier, when they are removed the unit acts as a separator. the operating and malfunction condition of the separator and displays all the
throughput of 3,300 litres/hour and the supply pumps are rated at 3,300litres/ relevant process data.
hour at 2.5kg/cm2.

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In addition to the control cabinet the control system comprises all the complete Preparation for the Operation of the Heavy Fuel Oil Separation Note: The above settings are for single separator operation. The separators
line fittings incorporating electrical components which are controlled or System may be operated in series with discharge from No.1 separator passing to No.2
monitored by the control unit which include: separator before discharge to the HFO service tank. In order to allow for this
• Dirty oil connection It has been assumed that the No.1 HFO separator supply pump is operating on operation No.1 separator discharge valve OF071F, to the HFO service must
the No.1 heater and the No.1 HFO separator, taking oil from the No.1 HFO be closed and the discharge valve to No.2 separator OF068F, must be opened.
• Water connection settling tank and purifying back to the HFO service tank. No.2 separator must be set for operation.
• Operating water connection
a) Ensure that the settling tank contains HFO in sufficient quantity
• Circuit and water discharge valve Procedure for Operating the Separator
to enable the separator to function correctly.
• Water sensor
• Thermometer for monitoring the dirty oil temperature b) Check and record the level of oil in all fuel tanks. CAUTION
Before operating a separator a second check must be made to ensure
• A klaxon for sounding an audible alarm c) Open the self-closing test cock OF410F on No.1 HFO settling that the correct valves are open for the separator, heater and pump to be
tank, closing it again when all water has drained. operated as well as the tank system from which the HFO is to be drawn
Software assignment for a each separator is carried out in the factory using a and the tank system to which the purified HFO is to be sent.
password function. Any alterations to the set parameters should only be carried d) All valves in the separator system are to be initially closed.
out by a person authorised to make such changes. Separator heaters are supplied with steam as the heating medium and the
e) Open the valves, as indicated in the table below, to take suction drain valve from the heater must always be open. The steam supply valve
CAUTION from No.1 HFO settling tank discharge to the HFO service is controlled by the control system and the main separator control system
Centrifuges operate on an automatic sludging system but failure of the tank. regulates the steam supply to give an oil temperature after the heater of 98°C.
system to effectively discharge sludge can cause overload and subsequent
breakdown of the bowl arrangement which rotates at high speed. After Position Description Valve The two HFO separators operate on the same principle using the same type
manual cleaning, care is needed to ensure that the bowl is assembled of controller and so the operating procedures are the same. The following
Open No.1 HFO settling tank quick-closing suction valve OF051F
correctly, as incorrect assembly can result in disintegration at high description has assumed that the No.1 HFO separator and separator feed pump
rotational speed. All operating and maintenance precautions stipulated Set Three-way suction line valve (set for No.1 tank) OF053F are to be used for purifying from No.1 HFO settling tank to the HFO service
by the manufacturer in the maintenance manual must be observed. Closed(locked) Line supply valve to engine supply system OF054F tank.
The HFO separators require compressed air and fresh water supplies for Open No.1 supply pump suction valve OF056F a) Record the level of oil in all the tanks associated with the
control and bowl operation/flushing. Supply systems for these are covered Open No.1 supply pump discharge valve OF058F system.
in the relevant control air system and fresh water sections, 2.10.3 and 2.14
respectively. Closed Separator pump crossover valve OF060F b) Open any control air and operating water valves to the
Open No.1 heater inlet valve OF061F separator.
There are two centrifugal self-cleaning HFO separators fitted. Each separator
Open No.1 heater outlet valve OF065F
has a supply pump which directs HFO through the steam heater. The separators, c) Ensure power is available to the separator controller.
supply pumps and heaters are located in the separator room. Instrument air is Operational Three-way recirculation valve
supplied to the separators to control the supply of oil to the bowl and the Closed Heater bypass valve OF063F d) Set the valves in accordance with the previously defined list
automatic discharge facility. Domestic fresh water is supplied for sealing and
flushing purposes. Closed(locked) Heater crossover valve OF067F The separator regulating discharge valve should be set for the desired discharge
Closed Discharge valve to No.2 separator OF068F pressure and should not be adjusted during normal running conditions.
The HFO supply pumps have a discharge crossover valve which allows either
feed pump to supply either separator. The steam heaters maintain a constant Open No.1 separator outlet valve e) Ensure the separator brake is off and that the separator is free to
temperature of 98ºC for optimum separation. From the heater the HFO is Open No.1 separator outlet valve to HFO service tank OF071F rotate.
pumped into the separator. After separation, the oil is discharged to the HFO
service tank. Set Three-way return valve to settling tanks (No.1 tank) OF072F
f) Check the separator gearbox oil level.
Note: The separator heater steam valves, air supply valves and water supply g) Start the No.1 separator feed pump. The three way valve will
valves must be operated as required. ensure the oil bypasses the separator and returns to the settling
tank

h) Start the separator and ensure that the bowl is up to speed before Diesel Oil Filter Separator System e) Switch on the CJC filter separator. The manufacture at this
continuing. point recommends that approximately 1 to 2 litres of water are
Diesel oil is treated in the CJC filter separator unit with MDO being taken from initially to the unit in order to test the float switch and solenoid
i) Using the manual valves on the solenoid valves ensure the and returned to the service tank. outlet valve. In order to add water to the unit, the vent float
operating water opens and closes the bowl. assembly on the top of the filter casing must be removed and
The filter unit is fitted with an integral pump that pumps MDO through the water added. When the control panel indicates that the water
j) Switch on the control unit. filter unit. high level alarm has been reach and the discharge solenoid
valve has opened, the vent float unit can be replaced.
k) Slowly open the steam supply and return to the No.1 HFO The pump fills the filter housing with oil and forces it through the filter element
heater. to the centre of the unit. The oil then drains to the coalescing section in the filter f) When the water level control has been tested and the vent float
base where any water present will separate out to the lowest part. As the water unit replaced, start the CJC filter pump. Cleaned MDO will be
l) Check that the automatic controller has taken control of the accumulates, it is collected in an externally mounted water discharge unit that taken from and returned to the MDO service tank. The CJC
system and is maintaining the oil at the correct temperature. is fitted with a float. When the float rises and makes a contact, the automatic filter should be operated so that all MDO in the service tank
solenoid valve opens and discharges the water to the primary bilge tank. is effectively cleaned. The time required will depend upon the
m) Once the HFO temperature is above the minimum setting, quantity of MDO in the tank and the initial cleanliness of the
start the programme by pressing PROGRAM 1 soft key on When the unit is put into operation with new filter elements, the pressure drop oil.
the control panel. This will initiate a start sequence including a is small but should be recorded from the local gauge. As the filter becomes
sludge and discharge test and operate the separator in automatic clogged this differential pressure will increase but should not be allowed to g) To stop the unit turn the main switch on the control panel anti-
mode. Once the separator is running and no signs of abnormal go above 2.0 bar. When it has reached this, the disposable elements must be clockwise to the ‘O’ position. The green RUNNING light will
vibrations are evident, all temperatures and pressures should be replaced however the unit is protected with a differential pressure switch that go out and no other indicator will be lit. Close the system valves
recorded and the levels of the tanks in use checked. will switch off the supply pump if the pressure is allowed to rise to 2.3 bar. and isolate the power supply.
During initial start up, a small increase in pressure may be observed for The CJC filter separator may be used for transferring MDO from the storage
Procedure to Stop the Separator approximately one hour until the flow and temperature of the oil has been tank to the service tank. The procedure is the same as that above except that
stabilised. the outlet quick-closing valve from the MDO storage tank OF052F, must be
a) Press the PROGRAM 0 key. Two total ejections will be open and the crossover line suction valve OD053F must be closed to ensure
triggered and the separator will stop automatically. The HFO that MDO is taken from the storage tank. If this procedure is used the MDO
will be automatically recirculated through the three way valve WARNING
Used filter elements often contain harmful substances that have been service tank must be monitored to prevent overfilling of the tank. When the
back to the settling tank. MDO service tank is full the CJC filter separator must be stopped.
separated out from the oil. The filters must therefore be handled with
b) Regulate the steam to the heater and allow the oil to cool. caution and disposed of in the correct manner.
c) The feed pumps will need to be stopped if they are running in Procedure for Filtering Diesel Oil via the CJC Filter
manual mode.
Separator
d) Close the control air and operating water valves to the separator
a) Ensure that the MDO service tank contains sufficient MDO,
along with any other valves opened prior to start up.
replenish it if necessary. The filter unit will work most
effectively if the tank is filled to near its maximum capacity.
e) Once the separator has come to a complete stop the brake can
be applied and preparations made for cleaning if required.
b) Open the self-closing test cock OD404F on the MDO service
tank, closing it again when any water has drained.
The above description of the separation operation has been related to the
operation of No.1 separator. Should No.2 separator be required, careful
c) Open the CJC filter separator inlet valve OD054F, the pump
consideration to piping diagrams and valve positions should be given before
suction valve and the filter outlet valve OD056F.
any operations are started. Refer to illustration 2.7.2a above.
d) Open the MDO service tank quick-closing outlet valve OD051F
Note: It is essential that the separator manufacturer’s instructions regarding and the crossover line suction valve OD053F. The MDO storage
the stopping and dismantling of the separator are followed exactly to avoid tank quick-closing outlet valve OD052F should be closed.
the risk of damage. Separator bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.

2.8 Lubricating Oil Systems
2 8.1 Main Engine Lubricating Oil System
2.8.2 Stern Tube Lubricating Oil System
2.8.3 Lubricating Oil Purifying Systems
2.8.4 Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a Main Engine Lubricating Oil System
2.8.2a Stern Tube Lubricating Oil System
2.8.3a Lubricating Oil Purifying System
2.8.3b Lubricating Oil Purifier Control Panel
2.8.4a Lubricating Oil Filling and Transfer System

Illustration 2.8.1a Main Engine Lubricating Oil System
Accommodation Side Wall

(Starboard) (Upper Deck)
(Port) (Starboard)
Set
Main Engine Lubricating Oil
5.0kg/cm2
Settling Tank
OL3 (Starboard)(28.2m3)
03F OL301F OL302F
LI LI Cylinder Oil
No.1 No.2 OL065F
Storage Tanks PS Exhaust
(45.3m3) (45.3m3)
Valve
OL424F OL426F PI
Actuator
OL410F OL425F
OL3 OL3 OL313F
04F TI
05F
OL315F OL314F
FI OL312F
Cylinder Oil 0135
Measuring OL428F OL3 Camshaft LO In
Tank (3m3) OL427F 06F OL308F OL309F
OL3 OPIAH
07F 0103 Main Lubricating
OL310F DPI Oil Cooler
DPI
To Bilge Primary TT OL206F

Tank
Set
45°C OL212F OL211F PI
Automatic Backflush
Cylinder Oil 45°C 8 Bar Filter With Bypass Filter
Booster Unit TI OL208F TI
Piston Cooling OL097F
Lubricating Oil
PI PT OL210F Sludge OL209F
TIAH FAL
DPI TI Sampling Point Checker
0113 0.120 OL098F OL207F
4th Deck
Main Bearing To Lubricating Oil (Starboard)
To Mist Vent Cylinder Oil OL213F
Measuring Lubricating Oil Drain Tank
Box
Tank (20 litres) TIAH PIAL
PI TI To Lubricating Oil
Electric 0102 0101 To Bilge
LAL Drain Tank
0140 Heater 40°C Primary Tank
OL432F OL214F
Main Lubricating
To Separator Oil Pumps
OL431F PS
Bilge Oil Tank (335m3/h x 4.5kg/cm2)
No.1 PI OL205F
LAH TI XI
0409 0109
Scavenge Air
Box Drain Tank Main Lubricating Oil Sump Tank OL201F OL203F
To Sludge Pump PI
OL434F XI
0110 OL202F OL204F
No.2
AUTO Key
Set 3.0kg/cm2
Inter Shaft CH-VR
OL101F Lubricating Oil
Bearing XA XA
0109 0110
TIAH
TI Air
0606 AMS Control
PI Sludge

2.8 LUBRICATING OIL SYSTEMS Turbocharger Bearing Oil System a visual indication of the functioning of the lubricator. Cylinder lubricating
oil injection timing is based upon two signals from the angle encoder, a No.1
2.8.1 MAIN ENGINE LUBRICATING OIL SYSTEM The turbocharger bearings are supplied with LO from a line branched off the cylinder TDC marker and a crankshaft trigger point. The lubricator is designed
main engine LO supply rail and as such the system is common with the rest to inject cylinder oil into the ring pack as the piston is moving upwards.
Main Lubricating Oil Pump of the main engine LO system. Because of the nature of turbochargers and the The amount of oil injected at each injection is constant but the frequency
high speeds at which they spin, it is essential that the turbocharger bearings of injections may be varied depending upon engine operating parameters.
receive a plentiful supply of oil at all times to prevent bearing failure. A LO Injection frequency is normally based upon a signal from a load transmitter
No. of sets: 2 (using engine MEP) and this is LOAD mode; it is possible to set the cylinder
reservoir is located above the turbocharger casing which is constantly fed,
Type: Centrifugal deepwell this reserve of oil is used by the system to ensure that oil is run down to the oil injection system in RPM mode.
Model: 250TVC-A bearing if the engine is shutdown allowing the turbocharger protection while
Capacity:
3
335m /h at 4.5kg/cm2 and 1,800 rpm it is spinning down. At the HMI panel it is possible to adjust cylinder lubrication rate for each
cylinder between 40% and 360% of the default 100% amount. The default rate
An oil return sight glass is provided on the turbocharger bearing outlet to is the basic feed rate at engine MCR.
Cylinder Lubricating Oil Pumps
provide a visual indication of oil flow.
Maker: Bosch During operation any failures are detected by the MCU and an alarm is
No. of sets: 2 activated. In the event of a critical failure in the MCU the BCU automatically
Cylinder Lubrication System takes over. The BCU injection is based upon random timing and RPM mode.
Injection frequency in BCU is adjustable and is normally set at the basic feed
Introduction Lubrication of the pistons and cylinders is performed by a separate Alpha rate plus 50%. If both the MCU and BCU fail a slow down signal is sent to the
cylinder lubrication system. High alkaline cylinder oil is supplied to the engine’s safety system.
The main engine has two separate lubricating oil systems: main engine on a once through basis. The oil lubricates the piston rings to
reduce friction between the rings and liner, provides a seal between the rings A fine filter is fitted in the supply line between the two measuring tanks and
• Main bearing lubricating oil system
and the liner and reduces corrosive wear by neutralising the acidity of the fine filters are provided at the high pressure booster pump suction. The high
• Cylinder oil system products of combustion. The alkalinity of the cylinder LO should match the pressure supply line to the cylinder oil manifold is fitted with a fine filter
sulphur content of the HFO supplied to the engine. The amount of cylinder oil which has a differential pressure alarm. The small cylinder oil measuring tank
supplied to each lubricating point can be individually adjusted and is also load is provided with an electric heater designed to maintain the oil temperature at
Main Bearing, Camshaft and Piston Cooling Lubricating Oil dependent, the load dependent quantity adjustment being made by the engine 40oC.
System remote control system.
Waste oil from the cylinders drains to the under piston space and any liquid
The main or crankcase lubrication system is supplied by one of two pumps. From the cylinder oil storage tanks, oil is supplied to the main cylinder oil accumulating in this space is drained to the scavenge air space drain tank.
One pump will be operating and the other on standby and set for automatic cut- measuring tank which has a capacity 3.0m3 and from there it is directed, via a
in should there be an oil pressure reduction or pump failure. The changeover flow meter, to the small cylinder oil measuring tank, capacity 20 litres, situated
pressure is set at 3.0kg/cm2. The main Lubricating Oil (LO) pumps take their below the pump unit. One of the two cylinder oil pumps is operating at all Procedure for Operating the Main Engine Lubricating Oil
suction from the main engine sump and discharge to the engine via the main times when the engine is running with the other pump on standby. The duty System
LO cooler and an automatic backflush filter. The plate type cooler is cooled pump maintains a pressure of 45 bar in the common supply rail to the cylinder
by water from the low temperature central cooling fresh water system. The lubricator units. Each cylinder has a lubricator unit has a nitrogen pressurised a) Check the oil level in the main engine sump and top up if
supply pressure in the main lubrication system is 4.5kg/cm2, and each pump (25 bar) accumulator in the inlet side and another nitrogen pressurised necessary.
has a rated capacity of 335m3/h. The main LO system supplies oil to the accumulator (1.5 bar) on the outlet side. The lubricator supplies cylinder oil,
engine’s bearings, vibration dampers and pistons where it acts as a coolant. in controlled quantities and at correct timing, to the six lubricator quills located b) Supply steam to the main engine sump heating coil if
The cooling effect of the oil at the vibration dampers and on the underside around the circumference of the cylinder. necessary.
of the piston crowns is very important. The main lubrication oil pumps also
supply the camshaft system, the exhaust valve actuators and the intermediate The Alpha cylinder lubrication system is microprocessor controlled and has c) Ensure that all pressure gauge and instrumentation valves are
shaft bearing. The inlet temperature to the engine is regulated to 45°C. a Master Control Unit (MCU) a Switch Board Unit (SBU) and a Back Up open and that the instrumentation is reading correctly, and that
Unit (BCU); the MCU and BCU are supplied with 24V power from separate the exhaust valve spring air isolating valve is open.
sources, one uninterruptable. The Human Machine Interface (HMI) panel,
located in the engine console in the Cargo and Engine Control Room, allows d) Ensure that water is flowing in the low temperature fresh water
for control of the system including manual operation of prelubrication. cooling system and that each LO cooler inlet and outlet valves
are open.
The MCU control injection of the cylinder oil by activating a solenoid valve at
the lubricator unit and feedback from each lubricator indicates to the MCU that e) Ensure that the LO cooler three-way LO bypass valve OL208F
injection has actually taken place. LEDs on the lubricator terminal box provide is operating correctly.

Illustration 2.8.1a Main Engine Lubricating Oil System
Accommodation Side Wall

(Starboard) (Upper Deck)
(Port) (Starboard)
Set
Main Engine Lubricating Oil
5.0kg/cm2
Settling Tank
OL3 (Starboard)(28.2m3)
03F OL301F OL302F
LI LI Cylinder Oil
No.1 No.2 OL065F
Storage Tanks PS Exhaust
(45.3m3) (45.3m3)
Valve
OL424F OL426F PI
Actuator
OL410F OL425F
OL3 OL3 OL313F
04F TI
05F
OL315F OL314F
FI OL312F
Cylinder Oil 0135
Measuring OL428F OL3 Camshaft LO In
Tank (3m3) OL427F 06F OL308F OL309F
OL3 OPIAH
07F 0103 Main Lubricating
OL310F DPI Oil Cooler
DPI
To Bilge Primary TT OL206F

Tank
Set
45°C OL212F OL211F PI
Automatic Backflush
Cylinder Oil 45°C 8 Bar Filter With Bypass Filter
Booster Unit TI OL208F TI
Piston Cooling OL097F
Lubricating Oil
PI PT OL210F Sludge OL209F
TIAH FAL
DPI TI Sampling Point Checker
0113 0.120 OL098F OL207F
4th Deck
Main Bearing To Lubricating Oil (Starboard)
To Mist Vent Cylinder Oil OL213F
Measuring Lubricating Oil Drain Tank
Box
Tank (20 litres) TIAH PIAL
PI TI To Lubricating Oil
Electric 0102 0101 To Bilge
LAL Drain Tank
0140 Heater 40°C Primary Tank
OL432F OL214F
Main Lubricating
To Separator Oil Pumps
OL431F PS
Bilge Oil Tank (335m3/h x 4.5kg/cm2)
No.1 PI OL205F
LAH TI XI
0409 0109
Scavenge Air
Box Drain Tank Main Lubricating Oil Sump Tank OL201F OL203F
To Sludge Pump PI
OL434F XI
0110 OL202F OL204F
No.2
AUTO Key
Set 3.0kg/cm2
Inter Shaft CH-VR
OL101F Lubricating Oil
Bearing XA XA
0109 0110
TIAH
TI Air
0606 AMS Control
PI Sludge

f) Set up the valves as shown in the tables below: b) Open the tank sludge cock and drain any water from the storage g) Start the cylinder oil lubrication system operating in automatic
tank and the large measuring tank. mode by selecting AUTO at the HMI panel in the engine
Position Description Valve console in the cargo and engine control room. Press the PUMP
c) Set up the valves as in the table below; the description assumes 1 or PUMP 2 pushbutton in order to start the selected duty
Open No.1 LO pump discharge valve OL203F that No.1 cylinder oil storage tank is in use. pump.
Open No.2 LO pump discharge valve OL204F
h) Check that the heater is activated and the oil temperature
Closed Pump discharge return to sump OL205F Position Description Valve maintained at 40oC. Ensure that the lubricator pump operates
Closed Discharge valve to LO settling tank OL214F Open No.1 cylinder oil storage tank outlet valve OL304F and that each individual cylinder control unit is operating.
Operational LO cooler bypass three-way valve OL208F Closed No.2 cylinder oil storage tank outlet valve OL305F
i) The Alpha cylinder lubrication system is now operational.
Open LO cooler inlet valve OL206F Open 3m3 measuring tank inlet valve OL306F
Open LO cooler outlet valve OL207F Open 3m3 measuring tank outlet valve OL307F During operation the system must be checked for leaks and to ensure that the
correct pressures are being maintained. The lubricator unit LEDs should be
Open Automatic backflushing filter inlet valve OL209F Open Flow meter inlet valve OL308F checked to ensure that the units are operational.
Open Automatic backflushing filter outlet valve OL210F Open Flow meter outlet valve OL309F
Open Bypass filter inlet valve OL211F Closed Flow meter bypass valve OL310F OL314F
Control Return
Open Bypass filter outlet valve OL212F Open 20 litre measuring tank inlet valve No.1 Pump Panels No.2 Pump OL312F Flow Meter OL313F
Closed Direct oil line valve to sump OL213F Open No.1 cylinder oil pump inlet and outlet valves
Open Supply valve to intermediate shaft bearing OL101F Open No.2 cylinder oil pump inlet and outlet valves
Open High pressure filter inlet and outlet valves
g) Start one main LO pump.
Closed Cylinder oil manifold bypass valve
h) Put the automatic backflush filter on line. Open Return flow meter inlet valve OL312F
i) Switch the other main LO pump to standby. Open Return flow meter outlet valve OL313F
Closed Return flow meter bypass valve OL314F
j) Check the pressures and temperatures throughout the system.
Open Measuring tank return flow inlet valve OL315F
CAUTION d) At the lubricator control panel at the pump unit select each
The intermediate shaft bearing which is located at frame 19.5 sits directly pump for LOCAL. Start both pumps both pumps; check that OL310F
above the bilge holding tank, this tank is fitted with a high temperature both pumps can run simultaneously. Stop one of the pumps so
alarm, tag No.1514 and is set at 45°C. It should be noted that excessive that only one pump is running.
heating of this tank may result in the bilge holding tank structure
distorting which could have serious consequences on the alignment of e) Check that the pressure differential indicator on the pump
the intermediate bearing and shaft. station filter is green. Check that the oil pressure builds up to
45 - 50 bar and adjust the pressure control valve on top of the
pump station so that the pressure is in the range 40 - 50 bar.
Procedure for Operating the Main Engine Cylinder Lubricating
Oil System f) Press the PRELUBRICATION pushbutton on the HMI panel OL308F
OL309F
and check that the lubricators are working correctly by watching Supply Flowmeter
a) Check the level of oil in the cylinder LO storage tanks and be the feedback signal LEDs. Stop the pumps manually and select
prepared to change over tanks if necessary. each pump for REMOTE operation.
Alpha Cylinder Lubrication Pump Unit
The outlets from the cylinder oil storage tanks are fitted with a quick-closing
valve which must be reset manually after they have been tripped.

Illustration 2.8.2a Stern Tube Lubricating Oil System
LAH
OL371F 0610
LAL
0611
Aft Stern Tube
OL376F TI Seal Tank
OL372F
TI FAL
0609
Non Flow
High Box
Alarm
E1
V1
Sampling
TIAH TIAH Control Panel
0608 0607 OL368F
XA
0615
OL369F
Low Box
No.3-3s Outlet No.2-3 Outlet
1 2 3 3s 4 5
E3
Propeller V2
Shaft V4
V3
1 2 3 3s 4 5
E2
OL380F
No.2-3 Inlet No.3-3s Inlet
PI PI
OL374F OL373F
AMS Control (Locked Closed) OL378F OL381F
Stern Tube
OL375F AUTO Lubricating Oil Pumps
CH-VR Automatic Changeover XI XI
0616 0617 Aft Seal Lubricating
(1.0m3/h x 2.5kg/cm2) OL382F
OL367F No.1 SI SI Oil Supplement
PI PI 0616 0617 Tank (0.1m3)
OL366F
PS XA XA
0616 0617
To Lubricating Oil
OL363F OL362F OL357F OL355F Drain Tank
OL385F
(Locked OL365F
Key OL364F PI PI
Closed) (Locked Hand
(Locked
Lubricating Oil Closed) Closed) OL353F LAL Pump OL383F
OL351F LI 0614 (Locked
OL358F OL356F Closed)
Bilge No.2
PI TI OL361F Stern Tube To Bilge Well
OL352F
Electrical Signal Lubricating
Stern Tube OL359F Oil Drain Tank
Filter Lubricating Oil
Cooler
PI TI To and From
To Lubricating Lubricating Oil
Oil Drain Transfer Pump and
OL360F
Lubricating Oil
Purifier

2.8.2 STERN TUBE LUBRICATING OIL SYSTEM Seals are provided at the outer and inner ends of the stern tube, these being panel opens which releases the pressure head on the outer seal. The oil is then
designed to prevent the entry of water into the stern tube area and prevent oil drained to the supplement tank. The oil can be pumped back into the system
Stern Tube Seal leaking out to sea or into the machinery space at the forward end of the stern as required.
Maker: Kobelco tube.
Model: DX-670 (aft seal) When leaving port and the predetermined shaft revolution is reached, the head
The aft seal consists of three parts, the four rubber lip sealing rings, the metal is restored by the automatic closing of valve E3 and opening of valves E1 and
Model: CX-670 (forward seal) housing holding the sealing rings and a liner which rotates with the propeller E2.
shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards, as
Stern Tube Lubricating Oil Pump does No.2 seal. Seal rings No.3 and No.3S both face forward. An oil supply, The system can be operated manually by selecting MANUAL on the control
Maker: Taiko Kikai Industries from either the high or low aft seal box, (depending on the loaded condition of panel and using the fill and drain switches.
No. of sets: 2 the ship) flows to the space between the two inner stern tube seals rings, No.2
and No.3. The oil return pipe from this seal chamber is directed back to the
Type: Horizontal screw Procedure for the Preparation of the Stern Tube and Seal
aft seal LO supplement tank. A natural oil circulation is set up when the shaft
Model: NHG-1MT turns thus oil flows through the seal space. The aft seal LO supplement tank is Lubricating Oil System
Capacity: 1.0m3/h at 2.5kg/cm2 and 1,200 rpm fitted with a high level alarm and if this is activated it will indicate leakage of
sea water into the system. a) Ensure that all instrumentation valves are open.
Aft Seal Lubricating Oil Supplement Pump The sealing system incorporates a standby seal 3S, which under normal b) Check the oil level in the stern tube drain tank and the aft seal
Maker: Taiko Kikai Industries operating conditions is under no load. In the event of a failure of the seal ring LO supplement tank and top-up as necessary.
No. of sets: 1 No.3, seal ring No.3S is used to protect the system.
c) Set valves as shown in the table below.
Type: Horizontal screw
The space between seal rings No.1 and 2 is filled with lubricating oil during
Model: NHG-0.2M the commissioning stage and has no direct link to the piped lubricating/sealing Stern Tube Lubricating Oil System
Capacity: 0.2m3/h at 2.0kg/cm2 and 1,200 rpm system.
The forward seal has two sealing rings, both facing aft, and the seal is provided Open No.1 stern tube LO pump suction valve OL355F
Introduction with an oil supply from the stern tube lubricating oil pump. The supply is
Open No.1 stern tube LO pump discharge valve OL357F
regulated to a low level and after the supply valve is adjusted it is locked; this
The stern tube provides a bearing support for the propeller shaft as it passes ensures that the supply pressure to the seal will be maintained at the correct Open No.2 stern tube LO pump suction valve OL356F
through the ship’s structure to the propeller. It is oil lubricated and is sealed value. Oil return from the forward stern tube seal oil to the stern tube LO tank
at both ends using lip type seals. The stern tube bearing lubricating system is Open No.2 stern tube LO pump discharge valve OL358F
is via a flow indicator.
independent of other systems. There are three lubricating systems for the stern Closed Return valve to stern tube LO drain tank OL359V
tube, one for the bearing unit, one for the aft seal assembly and one for the If the level in the stern tube LO tank falls continuously it is indicative of seal Closed(locked) Drain valve to stern tube drain LO tank OL364F
forward seal assembly. All stern tube systems use the same lubricating oil. wear or damage.
Closed(locked) Drain valve to bilge OL365F
The stern tube assembly passes through a tank which is filled with water from
Open Stern tube LO drain tank inlet valve OL353F
the distilled water system. This provides cooling to the bearings and the stern Port Anti Pollution System (PAP)
tube. Open LO cooler inlet valve OL360F
To minimise the risk of oil seepage from the outer seal and resulting pollution Open LO cooler outlet valve OL361F
The bearing area is lubricated by means of the stern tube LO pumps, one during the vessel’s stay in port, a Port Anti-Pollution system (PAP) is fitted.
operating and the other on standby ready to start if the operating pump fails. Closed LO cooler bypass valve OL362F
The PAP system consists of a control panel, a high solenoid valve panel and a Open Stern tube bearing LO supply valve OL363F
The duty stern tube LO pump pumps oil to the stern tube bearing via an oil cooler, low solenoid valve panel. If ‘Auto’ is selected on the control panel, then when
which is cooled by fresh water circulating in the low temperature FW cooling a predetermined shaft revolution is reached, the automatic changeover will Open Forward stern tube bearing supply valve OL366F
system (see section 2.5.2). The duty pump also supplies oil to the forward seal take place which in theory will correspond to the ship’s arrival in port. Open No.3 and No.3S seal supply valve OL367F
and the after seal space between No.3 and No.3S seals. The space between No.2
and No.3 after seals is supplied with oil by the after seal LO supplement pump Open Forward seal supply valve (adjusted and locked) OL375V
Solenoid valve E1 on the high solenoid panel closes, shutting off the oil supply
which has an arrangement whereby the supply may be directed by way of a to the top of the outer seal from the seal header tank. Solenoid valve E2 in Closed Aft seal tank filling valve OL371F
high or a low valve box depending upon whether the vessel is fully loaded or in the low solenoid panel closes shutting off the oil supply from the seal header Open Stern tube bearing outlet valve OL369F
ballast. The operating condition is selected at the control panel. tank to the bottom of the outer seal. Solenoid valve E3 in the low solenoid
Open Aft seal supplement pump suction valve OL378F

Illustration 2.8.2a Stern Tube Lubricating Oil System
LAH
OL371F 0610
LAL
0611
Aft Stern Tube
OL376F TI Seal Tank
OL372F
TI FAL
0609
Non Flow
High Box
Alarm
E1
V1
Sampling
TIAH TIAH Control Panel
0608 0607 OL368F
XA
0615
OL369F
Low Box
No.3-3s Outlet No.2-3 Outlet
1 2 3 3s 4 5
E3
Propeller V2
Shaft V4
V3
1 2 3 3s 4 5
E2
OL380F
No.2-3 Inlet No.3-3s Inlet
PI PI
OL374F OL373F
AMS Control (Locked Closed) OL378F OL381F
Stern Tube
OL375F AUTO Lubricating Oil Pumps
CH-VR Automatic Changeover XI XI
0616 0617 Aft Seal Lubricating
(1.0m3/h x 2.5kg/cm2) OL382F
OL367F No.1 SI SI Oil Supplement
PI PI 0616 0617 Tank (0.1m3)
OL366F
PS XA XA
0616 0617
To Lubricating Oil
OL363F OL362F OL357F OL355F Drain Tank
OL385F
(Locked OL365F
Key OL364F PI PI
Closed) (Locked Hand
(Locked
Lubricating Oil Closed) Closed) OL353F LAL Pump OL383F
OL351F LI 0614 (Locked
OL358F OL356F Closed)
Bilge No.2
PI TI OL361F Stern Tube To Bilge Well
OL352F
Electrical Signal Lubricating
Stern Tube OL359F Oil Drain Tank
Filter Lubricating Oil
Cooler
PI TI To and From
To Lubricating Lubricating Oil
Oil Drain Transfer Pump and
OL360F
Lubricating Oil
Purifier

Position Description Valve Operation of the Port Anti-Pollution (PAP) System

Open Aft seal supplement pump system discharge valve OL380F
The system is installed to prevent leakage of stern tube oil into the sea
Closed Aft seal supplement pump drain tank valve OL381F when the vessel is in port. The oil in No.2 and 3 chamber in the stern seal is
Open Aft seal tank outlet valve OL372F automatically filled or drained to the aft seal supplementary tank when the
propeller shaft rises above or below 58 rpm as follows.
Open Aft seal inlet valve OL374F
Closed(locked) Aft seal tank drain valve to supplement tank OL373F 1. Propeller shaft revolutions rises above 61 rpm.
Open After seal line outlet valve OL368F • Solenoid valve E2 opens
Open After seal tank return valve OL376F • After 10 seconds solenoid valve E3 closes
Closed Sampling valve • After 30 minutes solenoid valve E1 opens
Operational High box solenoid valve
Oil flows from the aft seal tank to the aft seal chamber and the control panel
Operational Low box solenoid valve shows E1 and E2 lights on.
2. Propeller shaft revolutions falls below 58 rpm.

d) Check the vessel’s draught to ensure the correct stern tube box
(high or low) is selected. The high and low box manual valves • Solenoid valve E2 closes
must be set correctly and the solenoid valve is operated by the • Solenoid valve E3 opens
selector switch at the control panel.
• Solenoid valve E1 closes
e) Start the duty stern tube LO pump. Switch the other pump to
standby. Oil flows from the aft seal chamber to the supplementary tank and the control
panel shows E3 light on.
f) Start the aft LO seal supplement pump.
g) Check the sight glasses to ensure that there is oil flowing in

the return line from the LO tank to the sump indicating that the
gravity lines are full.
h) Check the aft seal tank line for water.
i) Take an oil sample for analysis from the sampling cock at

regular intervals.
Operation of the Emergency Aft Seal 3S
In the event that the aft seal No.3 is found to be defective and is leaking, the
system can be protected by putting seal No.3S into operation. This is done by
closing the valve OL369F.

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2.8.3 LUBRICATING OIL PURIFYING SYSTEMS engine LO purifiers would be operating on the main engine LO sump with the 1) Partial ejections
other being cleaned or on standby. The generator engine LO purifier would be
2) Total ejections
working on the operating generator engine sump or being cleaned.
Main Engine Lubricating Oil Purifier 3) Preselected partial ejections followed by total ejection
Maker: Westfalia WARNING
No. of sets: 2 Care must be taken when operating the purifier system. Hot oil and With the time dependant program cycle, it is important for high clarifying
Model: OSD 18-91-067 design 10 steam are present and can result in serious injury if leakage occurs. efficiency, to avoid desludging losses and that the separable solids content in
Capacity: 2,300 litres/h There is a fire risk from the presence of hot oil and all precautions must the product do not fluctuate widely. The UNITROL system provides two basic
be taken to prevent a fire and to deal with one should an outbreak occur. monitoring systems.
The extinguishing system must be checked frequently. 1) Water content monitoring system (WMS)
Bowl speed: 10,000 rpm
Control panel: Simatic C7-623/P 2) Sludge space monitoring system (SMS)
CAUTION
Centrifuges operate on an automatic sludging system but failure of the Illustration 2.8.3b - Lubricating Oil Purifier Control Panel
Main Engine Lubricating Oil Purifier Feed Pump system to effectively discharge sludge can cause overload and subsequent
breakdown of the bowl arrangement which rotates at high speed. After
Maker: Taiko Kikai Industries
manual cleaning, care is needed to ensure that the bowl is assembled
No. of sets: 2 correctly, as incorrect assembly can result in disintegration at high SIMATIC C7- 623
Model: NHG-2.5MT rotational speed. All operating and maintenance precautions stipulated Pa r t i a l E j ec t i on : 4 7 8 9
Capacity: 2,300 litres/h at 2.5kg/cm2 by the manufacturer in the maintenance manual must be observed. St ep : Ci r u l a t i on
P r o d u c t T emp : 097 °C D E F
S e p . T i me : 3600 s 4 5 6
Generator Engine Lubricating Oil Purifier Purifier Operation A B C

DOWN ALARMS UP 1 2 3
Maker: Westfalia Liquid mixtures and solid/liquid mixtures can be separated by two methods;
the gravity field of a settling tank or the centrifugal field of a purifier bowl. . 0 +/-
No. of sets: 1 Both systems rely on the product components having different densities. Since
Model: OSD 6-91-067 design 4 the centrifugal field of a purifier is considerably more effective than the gravity INS
SF DC5V RUN DIR DEL ESC
Capacity: 600 litres/h field of a settling tank it is usual practice to favour the centrifugal field method. BAF FRCE STOP
HARD
Motor: 4.6kW at 3,600 rpm The heated dirty oil enters the purifier and the centrifugal force created by the COPY ACK
rotating bowl causes the liquid mixture to separate into its different constituents
Bowl speed: 12,000 rpm Program Program L-Test WMS SMS SMS SERIES SYSTEM SHIFT
within the disc stack. 0 1 01 36 96 1 2
CHECK
Control panel: Simatic C7-623/P

SEP FEED SLUDGE PARTIAL HEATER
RELEASE
The solid particles suspended in the oil settle on the underside of the discs HELP ENTER
Generator Engine Lubricating Oil Purifier Feed Pump and slide down into the solid holding space. The smooth disc surfaces allow
the solids to slide down and provide self-cleaning of the discs. Each bowl
Maker: Taiko Kikai Industries assembly is fitted with a regulating ring, sometimes referred to as a gravity
The illuminated Liquid Crystal Display (LCD) provides information about
No. of sets: 1 disc. The diameter of the gravity disc is determined by the density of the oil
the operating and malfunction condition of the purifier and displays all the
Model: NHG-1MT to be purified and will determine the position of the interface between the oil
relevant process data.
and the sealing water. The position of this interface is critical for the effective
Capacity: 600 litres/h at 2.5kg/cm2 and 1,200 rpm
separation of the liquid mixture.
In addtion to the control cabinet the control system comprises all the complete
line fittings incorporating electrical components which are controlled or
Introduction Being of the self-cleaning type, the accumulation of solids within the holding
monitored by the control unit which include:
space will be ejected at predetermined intervals depending on the quality of
The purpose of the lubricating oil purifier is to remove water and solid particles the oil. This is achieved automatically by the control panel and a number of • Dirty oil connection
from the lubricating oil to prevent damage being caused to the machinery the solenoid valves which will bypass the oil supply and open the bowl for a set • Water connection
oil is supplying. There are two main engine LO purifiers which may be used for period of time by the use of high pressure water.
purifying the main engine sump tank, the LO drain tank, the LO settling tank, • Operating water connection
the stern tube LO tank and the generator engine LO systems. The generator The C7-623 control unit shown in illustration 2.8.3b is used for the automatic • Circuit and water discharge valve
engine LO purifier may be used for purifying LO from the generator engine ejection control and condition monitoring of the oil purifier. The control unit
has three modes of operation. • Water sensor
sumps and the generator engine LO settling tank. Normally one of the main

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• Thermometer for monitoring the dirty oil temperature d) All the valves in the purifier system should be closed. No.1 purifier discharge valve to stuffing box drain tank OL055F
• A klaxon for sounding an audible alarm No.1 purifier discharge valve to main LO settling tank/stern tube sump OL054F
e) Open the valves, as shown in the table below, depending on the
system and purifier selected. No.1 purifier discharge valve to generator engine LO settling tank OL053F
Software assignment for a each purifier is carried out in the factory using a
password function. Any alterations to the set parameters should only be carried Main Engine Lubricating Oil System Description Valve
out by a person authorised to make such changes. No.2 purifier bypass valve OL045F
Description Valve
System Valves No.2 purifier heater inlet valve OL047F
The Lubricating Oil Purifier System
No.1 purifier feed pump suction valve from stuffing box tank OL035F No.2 purifier heater outlet valve OL049F
There are two centrifugal self-cleaning LO purifiers to be used for main engine
duties and a separate purifier dedicated to the generator engines. No.1 purifier feed pump suction valve from the main engine sump OL034F No.2 purifier three-way valve (operational)
No.1 purifier feed pump suction valve from settling tank OL033F No.2 purifier outlet valve
The main purifiers can be used for batch purification or for continuous
No.1 purifier feed pump suction valve from generator engine sumps OL032F No.2 purifier discharge valve to generator engine sumps OL061F
purification and only one purifier would be used at any one time. Whilst the
main engine is running a purifier is normally operating continuously drawing No.1 purifier feed pump suction valve from stern tube LO drain tankOL031F No.2 purifier discharge valve to main engine sump OL059F
oil from the sump and returning it to the sump.
No.2 purifier feed pump suction valve from stuffing box tank OL037F No.2 purifier discharge valve to stuffing box drain tank OL058F
The generator engine sumps may be purified either during engine shutdown or No.2 purifier feed pump suction valve from the main engine sump OL039F No.2 purifier discharge valve to main LO settling tank/stern tube sump OL060F
whilst an engine is running. The generator engine LO purifier will normally No.2 purifier discharge valve to generator engine LO settling tank OL062F
be in use on the sump of a generator engine whilst it is running. The purifiers No.2 purifier feed pump suction valve from settling tank OL038F
are supplied by feed pumps through steam heaters. There is a cross-connection No.2 purifier feed pump suction valve from generator engine sumps OL037F Stern tube LO drain tank suction valve OL352F
which allows either main LO purifier supply pump to supply either main LO Main LO settling tank inlet valve OL065F
No.2 purifier feed pump suction valve from stern tube LO drain tankOL036F
purifier.
Stuffing box drain tank suction valve OL404F Line valve to stern tube sump tank OL030F
Instrument air is supplied to the purifiers to control the supply of oil to the Stern tube LO sump tank line suction valve OL026F Inlet valve to stern tube LO sump tank OL351F
bowl and the automatic discharge facility. Domestic (technical) fresh water is
supplied for sealing and flushing purposes. Main LO settling tank suction valve OL003F
Note: There is no provision for purifying the cargo pump turbine sumps
Main LO settling tank line valve OL024F directly. The contents of the sumps could be transferred to the LO drain tank
The purifiers take suction via the LO feed pumps and discharge to the
LO drain tank suction valve OL025F for batch purification, but due to the danger of contamination from different
following systems:
grades it would be prudent to check the sumps for water before each use and
• Main LO settling tanks No.1 purifier feed pump discharge valve OL041F change the oil on a regular basis.
• Main engine LO sump tank No.2 purifier feed pump discharge valve OL042F
• Stern tube LO drain tank Purifier feed pump cross-connection valve (closed) OL043F Generator Engine Lubricating Oil System
• Generator engine sumps Purifier Valves Description Valve

• Generator engine settling tank No.1 purifier bypass valve OL044F Purifier Valves
No.1 purifier heater inlet valve OL046F Generator engine purifier feed pump suction valve from generator
Preparation for the Operation of the Purifying System No.1 purifier heater outlet valve OL048F engine sump tanks OL080F
a) Transfer oil to the respective settling tank using the transfer Heater cross-connection valve (closed) OL052F Generator engine purifier feed pump suction valve from generator
pump or prepare to circulate the selected sump tank. Three-way valve inlet throttle valve (preset) engineLO settling tank OL079F
b) Check and record the level of oil in all LO tanks. No.1 purifier three-way valve (operational) Generator engine purifier feed pump discharge valve OL082F
No.1 purifier outlet valve Generator engine purifier heater inlet valve OL084F
c) Open the self-closing test cock on the settling tank in use and
No.1 purifier discharge valve to generator engine sumps OL057F Generator engine purifier heater outlet valve OL086F
then close it again when all water and sediment has drained.
No.1 purifier discharge valve to main engine sump OL056F Generator engine purifier recirculation valve OL083F

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Generator engine purifier pump discharge valve to LO purifier The following description has assumed that the No.1 LO purifier and purifier i) Using the manual valves on the solenoid valves ensure the
sludge tank OL085F pump are to be used for purifying to and from the main engine sump. operating water opens and closes the bowl.
Three-way valve inlet throttle valve (preset)
a) Record the level of oil in all the tanks associated with the j) Switch on the control unit.
Description Valve system.
Generator engine purifier three-way valve (operational) b) Open any control air and operating water valves to the purifier. k) Slowly open the steam supply and return on the heater in use.
l) Set the steam temperature control valve to the required setting
Generator engine purifier outlet valve c) Ensure power is available to the purifier controller. taking care not to over heat the oil.
Generator engine outlet line valve to generator engine sumps OL063F
d) Set the valves in accordance with the following list: m) Once the lubricating oil temperature is above the minimum
Generator engine outlet line valve to generator engine settling tank OL064F setting, start the programme by pressing PROGRAM 1 soft key
Position Description Valve on the control panel. This will initiate a start sequence including
System Valves a sludge and discharge test and operate the purifier in automatic
Open Inlet valve to the No.1 purifier feed pump OL035F mode. Once the purifier is running and no signs of abnormal
No.1 generator engine sump suction valve OL076F
Open Outlet valve from the No.1 purifier feed pump OL041F vibrations are evident, all temperatures and pressures should be
No.1 generator engine sump return valve OL073F recorded and the levels of the tanks in use checked.
Closed Inlet valve to the No.2 purifier feed pump OL039F
Closed Outlet valve from the No.2 purifier feed pump OL042F
No.2 generator engine sump return valve OL074F Procedure to Stop the Purifier
Closed Purifier pumps discharge crossover valve OL043F
Open Inlet to No.1 purifier steam heater OL046F a) Shut the steam to the heater and allow the oil to cool.
No.3 generator engine sump return valve OL075F
Open Outlet from the No.1 purifier steam heater OL048F b) Press the PROGRAM 0 key. Two total ejections will be
Set Inlet throttle to three way control valve triggered and the purifier will stop automatically.
Procedure for Operating the Purifier
Operational Three way oil return valve
c) The feed pumps will need to be stopped if they are running in
The main LO purifiers may be operated on the generator engine system but the Open Return valve to the main engine sump tank OL056F manual mode.
generator engine purifier may only be operated on the generator engine sumps
Closed Purifier discharge to generators OL057F
and the generator engine settling tank. d) Close the control air and operating water valves to the purifier
Closed Purifier discharge to stuffing box drain tank OL055F along with any other valves opened prior to start up.
CAUTION Closed Purifier discharge to main engine settling tank OL054F
Before operating a purifier a second check must be made to ensure e) Once the purifier has come to a complete stop the brake can be
Closed Purifier discharge to generator settling tank OL053F applied and preparations made for cleaning if required.
that the correct valves are open for the purifier, heater and pump to be
operated as well as the tank system from which the oil is to be drawn and
the tank system to which the purified oil is to be sent. Serious damage The purifier regulating discharge valve should be set for the desired discharge The above description of the purifying operation has been related to
can result if oil is taken from an operating engine sump and not returned pressure and should not be adjusted during normal running conditions. the operation of No.1 purifier. Should No.2 purifier be required, careful
to the same sump. Serious damage can also occur if different types of oil consideration to piping diagrams and valve positions should be given before
are mixed and every precaution must be taken to ensure that oils are not e) Ensure the purifier brake is off and that the purifier is free to any operations are started. Refer to illustration 2.8.3a above.
mixed during the purification process. rotate.
f) Check the purifier gearbox oil level.

Purifier heaters are supplied with steam as the heating medium and the drain
valve from the heater must always be open. The steam supply valve is controlled
g) Start the No.1 purifier feed pump. The three way valve will
by the control system and the main purifier control system regulates the steam
ensure the oil bypasses the purifier and returns to the main sump
supply to give an oil temperature after the heater of 90oC. The generator engine
tank.
control system regulates heater steam to give an oil temperature of 95oC.
h) Start the purifier and ensure that the bowl is up to speed before
The main and generator engine LO purifiers operate on the same principle
continuing.
using the same type of controller and so the operating procedures are the same.

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Procedure for Purifying the Diesel Generator Lubricating Oil
The operating principals of the purifier is as previously described but it has

been assumed in this description that the smaller generator LO purifier is being
used to purify oil to and from No.3 generator:

Open Diesel generator sump outlet OL078F
Open Generator LO purifier pump suction valve OL080F
Closed No.1 main engine LO purifier pump suction OL032F
Closed No.2 main engine LO purifier pump suction OL038F
Closed LO transfer pump suction valve OL022F
Closed Generator LO purifier pump settling tank suction OL079F
Open Generator LO purifier pump discharge valve OL082F
Closed LO drain valve to LO purifier sludge tank OL085F
Open Inlet to generator LO purifier steam heater OL084F
Open Outlet from generator LO purifier steam heater OL086F
Set Inlet throttle to three way control valve
Operational Three-way oil return valve
Throttled Bypass valve back to purifier inlet OL083F
Open Return valve to the generators OL063F
Closed Purifier discharge to settling tank OL064F
Open Return valve to No.3 generator OL075F
Closed Return valve to No.2 generator OL074F
Closed Return valve to No.1 generator OL073F
Closed Return valve to generator LO storage tank OL071F
Closed Return valve to generator LO settling tank OL072F
The above description of the purifying operation has been related to the
operation of the purifier on No.3 generator. Should No.2 or No.1 generator
engines be required, careful consideration to piping diagrams and valve
positions should be given before any operations are started. Refer to illustration
2.8.3a above.

Illustration 2.8.4a Lubricating Oil Filling and Transfer System

Near Main Lubricating Daily Oil Tank Near
Accommodation Side Oil Filling Connection Generator Engine
Wall (Starboard) (Starboard) 3rd Deck Port
Turbine Lubricating Oil (250L) (250L)
Storage Tank (1.0m3) Upper Deck
Upper Deck
To Mist
OL439F
OL440F
OL422F
Vent Box
OL191F
OL423F
OL
OL OL OL OL OL OL OL OL OL 120F
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine No.1 Main Engine
To Bilge Lubricating Oil LI TI Daily Oil Tank
Lubricating Oil Oil Settling Tank Lubricating Oil Storage Lubricating Oil Storage
Primary Storage Tank (15.0m3) Near Air Dryers
Settling Tank (7.5m3) (Starboard) (28.2m3) Tank (Starboard)(16.8m3) Tank (Starboard)
Tank LI LI 2nd Deck Starboard
TI (22.5m3)
LI
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
OL411F
Steam Turbine for Cargo OIl Pump No.3
LI
XA PS (500L)
1809 PAL
OL407F
OL194F XA 0719
1808 LAL XI
0717 0718 To Bilge
M XI
OL197F 1807 PIAL OL Primary
0714 OL 071F Tank
TIAH 073F Daily Oil Tank Near
Key
Cooling Water 0715
OL072F OL064F Air Condition Plant
In/Out DPAH From Generator Bilge / Waste 2nd Deck Starboard
0716
Steam Turbine for Cargo OIl Pump No.2 OL OL063F Engine Lubricating
076F Oil Purifiers Lubricating Oil (100L)
XA PS
1806 OL062F
OL438F
OL193F XA
Fresh Water
No.1 Generator
1805 OL061F
Engine
M XI
OL196F 1804 OL060F
From Lubricating
OL059F Oil Purifiers Upper Deck
Cooling Water
PAL OL030F
In/Out 0819 OL OL058F Upper Deck
Steam Turbine for Cargo OIl Pump No.1 LAL XI 007F From Lubricating Slop Tank
Waste Oil
0817 0818 OL057F Oil Purifiers (Port)
XA PS
Service Tank BG
1803 PIAL
0814 OL 306F
OL192F XA
OL056F
TIAH 074F OL OL
1802
0815 011F 010F PI
BG304F
XI OL055F
M DPAH Sludge Pump
OL195F 1801 OL029F PI
0816
PI (10m3/h x 4kg/cm2)
OL OL054F
Lubricating
077F To Main Engine To Generator Engine
Cooling Water PI Oil Transfer OL053F
OL Pump (5m3/h Lubricating Oil Purifier Lubricating Oil Purifier
In/Out Hand Refer to Illustration
No.2 Generator 008F x 3kg/cm2) Feed Pumps Feed Pump
Pump Engine 2.8.3a for Generator Engines
Sampling Point Positions
BG302F
BG301F
and Valve Numbers
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Lubricating
OL3 OL3 LAL Oil Drain
51F 52F LI Tank
Fuel Oil Overflow /

Drain Tank
0614
From Main Engine

Scavenge Air Box Drain Tank
Fuel Oil Purifier

Sludge Tank
PAL
Stern Tube 0919
Lubricating LAL XI
Oil Drain Tank 0917 0918
OL Lubricating Oil OL024F
PIAL
0914 OL 025F Drains
TIAH 075F OL026F
0915 OL OL405F
LI From Separated
DPAH OL406F 0106 404F Bilge Oil Tank
0916 From Main
OL LAH LAL LAH Engine
To Bilge 078F 0104 0107 0105 Stuffing Box
Primary
Tank No.3 Generator
Engine
Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3)

2.8.4 LUBRICATING OIL FILLING AND TRANSFER SYSTEM All of the storage tanks are filled from connections on the port and starboard d) Open the suction valve(s) from the relevant source:
sides of the upper deck; the settling and renovating tanks may be filled from
Lubricating Oil Transfer Pump the same connections if required. Main LO tanks, generator engine LO tanks Description Valve
Maker: Taiko Kikai Industries and cylinder oil tanks use separate connections to prevent cross contamination
of grades. Lubricating Oil Transfer Pump Suction Valves
No. of sets: 1
Pump suction valve from main engine sump OL023F
Model: HNG-5MT The LO transfer pump has a capacity of 5.0m3/h at 3kg/cm2 and is used to
Capacity:
3
5.0m /h at 3.0kg/cm2 and 1,200 rpm Main LO settling tank suction valve OL020F
transfer LO from one part of the ship to another. Its duties include batch
transfer of LO from the main and generator engine sumps to the LO settling No.1 main LO storage tank suction valve OL001F
tanks prior to batch purification. No.2 main LO storage tank suction valve OL002F
Introduction
The pump can take suction from: Main LO settling tank suction valve OL003F
Lubricating oil is stored in the following storage tanks, located in the engine
• Main engine sump Stern tube LO sump tank suction line valve OL021F
room.
• Stern tube LO sump tank Stern tube LO sump tank suction valve OL352F
Tank Volume 100% (m3) Generator engine sump suction valve OL022F
• Generator engine sumps
Main engine LO sump tank: 31.4 • Generator engine LO settling tank No.1 generator engine sump suction valve OL076F
No.1 cylinder oil storage tank: 45.3 • Generator engine LO storage tank No.2 generator engine sump suction valve OL077F
No.2 cylinder oil storage tank: 45.3 • Main engine LO settling tank No.2 generator engine sump suction valve OL078F
No.1 main engine LO storage tank: 22.5 Generator engine LO settling tank suction valve OL019F
• Main engine LO storage tank
No.2 main engine LO storage tank: 16.8
Generator engine settling tank suction valve OL005F
Main engine LO settling tank: 28.2 The pump discharges to:
Generator engine LO storage tank: 15.0 • Generator engine LO settling tank
Generator engine LO settling tank: 7.5 e) Open the discharge valve(s) to the relevant tank:
• Generator engine sumps
Turbine oil storage tank: 1.0
LO daily tanks, near generator engine 3rd deck: 2 x 0.25 • Stern tube LO drain tank Description Valve
LO daily tank (near air dryers 2nd deck): 0.5 • Main engine LO settling tank Transfer pump discharge valve to tank filling lines OL010F
LO daily tank (near AC plants 2nd deck): 0.1 • The deck connections Transfer pump line valve to main LO tanks OL012F
Stern tube LO sump tank: 2.0
Inlet valve to main No.1 LO storage tank OL014F
CAUTION
Outlet valves from most LO tanks are remote quick-closing valves with a Extreme care must be taken when transferring or purifying LO to Inlet valve to main No.2 LO storage tank OL015F
collapsible bridge, which can be pneumatically operated from the fire control ensure that main engine oil, generator diesel engine oil and turbine oil Inlet valve to main LO settling tank OL016F
station. After being tripped, the valves must be reset locally. Each tank is fitted do not become mixed or contaminated. The setting of all valves must be
Transfer pump line crossover valve to generator LO tanks OL013F
with a self-closing test cock to test for water and to drain any water present. checked prior to starting operations so that oil will only be pumped or
Tundishes under the self-closing test cock drain any liquid to the bilge primary purified from the intended source and to the intended destination. All oil Inlet valve to generator engine LO storage tank OL017F
tank. transfers must be record in the Oil Record Book.
Inlet valve to generator engine LO settling tank OL018F
Lubricating oil is run down from the storage tanks to the main engine, generator Transfer pump discharge valve to stern tube line OL011F
diesel engines and other machinery services. The settling tanks are used to Preparation for the Transfer of Lubricating Oil by Transfer
Transfer pump discharge valve to stern tube drain tank OL030F
allow the contents of the sump of a generator engine, or the main engine, to Pump
be transferred prior to being centrifuged back to the sump, or centrifuged to Stern tube LO drain tank inlet valve OL351F
the settling tank. Heating coils are fitted to the main and generator engine LO a) Check and record the level of the oil in all the LO tanks.
settling tanks. Oil from the cargo pump turbine sumps may be run down to f) Start the LO transfer pump.
the LO drain tank and purified if required but normally the oil charge in these b) Check that all tank suction and filling valves are closed.
turbine sumps is replaced. g) Ensure that the oil is being correctly transferred.
c) Check that the suction filter is clean.

Illustration 2.8.4a Lubricating Oil Filling and Transfer System

Near Main Lubricating Daily Oil Tank Near
Accommodation Side Oil Filling Connection Generator Engine
Wall (Starboard) (Starboard) 3rd Deck Port
Turbine Lubricating Oil (250L) (250L)
Storage Tank (1.0m3) Upper Deck
Upper Deck
To Mist
OL439F
OL440F
OL422F
Vent Box
OL191F
OL423F
OL
OL OL OL OL OL OL OL OL OL 120F
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine No.1 Main Engine
To Bilge Lubricating Oil LI TI Daily Oil Tank
Lubricating Oil Oil Settling Tank Lubricating Oil Storage Lubricating Oil Storage
Primary Storage Tank (15.0m3) Near Air Dryers
Settling Tank (7.5m3) (Starboard) (28.2m3) Tank (Starboard)(16.8m3) Tank (Starboard)
Tank LI LI 2nd Deck Starboard
TI (22.5m3)
LI
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
OL411F
Steam Turbine for Cargo OIl Pump No.3
LI
XA PS (500L)
1809 PAL
OL407F
OL194F XA 0719
1808 LAL XI
0717 0718 To Bilge
M XI
OL197F 1807 PIAL OL Primary
0714 OL 071F Tank
TIAH 073F Daily Oil Tank Near
Key
Cooling Water 0715
OL072F OL064F Air Condition Plant
In/Out DPAH From Generator Bilge / Waste 2nd Deck Starboard
0716
Steam Turbine for Cargo OIl Pump No.2 OL OL063F Engine Lubricating
076F Oil Purifiers Lubricating Oil (100L)
XA PS
1806 OL062F
OL438F
OL193F XA
Fresh Water
No.1 Generator
1805 OL061F
Engine
M XI
OL196F 1804 OL060F
From Lubricating
OL059F Oil Purifiers Upper Deck
Cooling Water
PAL OL030F
In/Out 0819 OL OL058F Upper Deck
Steam Turbine for Cargo OIl Pump No.1 LAL XI 007F From Lubricating Slop Tank
Waste Oil
0817 0818 OL057F Oil Purifiers (Port)
XA PS
Service Tank BG
1803 PIAL
0814 OL 306F
OL192F XA
OL056F
TIAH 074F OL OL
1802
0815 011F 010F PI
BG304F
XI OL055F
M DPAH Sludge Pump
OL195F 1801 OL029F PI
0816
PI (10m3/h x 4kg/cm2)
OL OL054F
Lubricating
077F To Main Engine To Generator Engine
Cooling Water PI Oil Transfer OL053F
OL Pump (5m3/h Lubricating Oil Purifier Lubricating Oil Purifier
In/Out Hand Refer to Illustration
No.2 Generator 008F x 3kg/cm2) Feed Pumps Feed Pump
Pump Engine 2.8.3a for Generator Engines
Sampling Point Positions
BG302F
BG301F
and Valve Numbers
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Lubricating
OL3 OL3 LAL Oil Drain
51F 52F LI Tank
Fuel Oil Overflow /

Drain Tank
0614
From Main Engine

Scavenge Air Box Drain Tank
Fuel Oil Purifier

Sludge Tank
PAL
Stern Tube 0919
Lubricating LAL XI
Oil Drain Tank 0917 0918
OL Lubricating Oil OL024F
PIAL
0914 OL 025F Drains
TIAH 075F OL026F
0915 OL OL405F
LI From Separated
DPAH OL406F 0106 404F Bilge Oil Tank
0916 From Main
OL LAH LAL LAH Engine
To Bilge 078F 0104 0107 0105 Stuffing Box
Primary
Tank No.3 Generator
Engine
Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3)

h) When the required quantity of oil has been transferred, stop the Description Valve Description Valve
pump and close all the valves. Inlet valve to generator engine storage tank OL017F
To Stern Tube Lubricating Oil Sump Tank from Generator Lubricating
i) Check and record the levels in all LO tanks and record the Oil Storage tank Inlet valve to generator engine settling tank OL018F
amount of oil transferred. Stern tube sump tank inlet valve OL351F Inlet valve to No.1 main engine storage tank OL014F
Storage tank outlet valve OL004F Inlet valve to No.2 main engine storage tank OL015F
Preparation for the Transfer of Lubricating Oil by Gravity Inlet valve to main engine settling tank OL016F
Rundown line valves OL071F/OL072F
All valves should be in the closed position. Stern tube LO drain tank supply valve OL029F No.1 cylinder oil storage tank inlet valve OL301F
No.2 cylinder oil storage tank inlet valve OL302F
a) Open the following valves depending on the service selected.
Turbine System
Description Valve The turbine oil has its own filling line and there is no line valve to operate.
Main Engine Sump Tank Filling
Description Valve From Turbine Lubricating Oil Storage Tank
b) Connect the loading hose ensuring that the connections are
From Main Engine Lubricating Oil Settling Tank Turbine LO storage tank outlet valve OL191F clean and that no foreign matter can enter the pipes whilst
connecting the hose.
Main engine settling tank outlet valve OL003F
Run down crossover valve OL006F To Turbine Sumps
Note: Before commencing loading LO double check that the hoses are
Line rundown valve OL007F No.1 cargo oil pump turbine sump inlet valve OL192F connected to the correct filling line.
From No.1 Main Engine Lubricating Oil Storage Tank No.2 cargo oil pump turbine sump inlet valve OL193F
c) Proceed with the loading operation.
Main engine LO storage tank outlet valve OL001F No.3 cargo oil pump turbine sump inlet valve OL194F
d) Ensure that the oil is being correctly transferred.
Line rundown valve OL007F b) Ensure that the oil is being correctly transferred.
From No.2 Main Engine Lubricating Oil Storage Tank e) When the required quantity of oil has been loaded, close all the
c) When the required quantity of oil has been transferred, close all valves.
Main engine LO storage tank outlet valve OL002F the valves.
f) Check and record the levels in all the LO tanks and record the
Line rundown valve OL007F
d) Check and record the levels in all lubricating oil tanks and amount of oil loaded.
record the amount of oil transferred in the oil records book.
Generator Engine System g) Record all oil transfers in the oil record book.
Description Valve Procedure for Loading Lubricating Oil
From Generator Engine Lubricating Oil Settling Tank
Preparation and operation procedures should be followed as described in
Generator engine LO settling tank outlet OL005F section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System.
Run down line valve OL072F
Oil of all grades is loaded from connections situated on the port and starboard
From Generator Engine Lubricating Oil Storage Tank side of the accommodation at the main deck aft. Separate filling lines are
used for the main engine LO, generator engine LO and the cylinder LO. It
Storage tank outlet valve OL004F is essential that the correct filling line is used for each grade of oil. The area
Rundown line valve OL071F around the filling connection must be cleaned before the line blank is removed
and the hose connected to prevent contamination of the LO.
To Generator Engine Sumps
a) Open the relevant tank filling valve.
No.1 generator engine sump inlet valve OL073F

2.9 Bilge System
2.9.1 Engine Room Bilge System and Bilge Separator
2.9.2 Pump Room Bilge System
2.9.3 Bosun’s Store and Chain Locker Bilge System
Illustrations
2.9.1a Engine Room Bilge System
2.9.2a Pump Room Bilge System
2.9.3a Bosun’s Store and Chain Locker Bilge System

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2.9 BILGE SYSTEM • The sanitary grey water tank passes into the second chamber of the tank from where it cascades to the bilge
holding tank. A test/drain valve, BG310F, is located at the top of the final
2.9.1 ENGINE ROOM BILGE SYSTEM AND BILGE Apart from the bilge holding tank suction all of the bilge pump suctions are chamber and should be opened frequently after bilge pumping to test for the
SEPARATOR connected to the bilge main. presence of oil and to drain any oil present on the surface of the water to the
separated bilge oil tank. The tank can be drained of all its contents if necessary
Engine Room Bilge Pump The engine room bilge pump discharges to: by opening valves BG313F and BG312F which connect to the much larger
52m3 bilge holding tank.
Maker: Taiko Kikai Industries • Bilge primary tank
No. of sets: 1 • Shore connections on the port and starboard side, upper deck
Type: Horizontal gear pump The Oily Bilge Separator
• The waste oil service tank
Model: HNP-401
3 CAUTION
Capacity: 5.0m /h at 3.0kg/cm2 The self-priming bilge fire and GS pumps can take suction from:
The oily water separator is designed to separate oil from water, not water
Speed: 1,200 rpm • Bilge suction main from oil. Therefore, if the bilge water supply to the separator contains
• Sea water suction main excessive amounts of oil it will render the equipment useless and result
Sludge Pump in unnecessary maintenance.
Maker: Taiko Kikai Industries The self-priming bilge, fire and GS pumps can discharge to:
No. of sets: 1 The oily water separator (OWS) conforms to the IMO resolution MEPEC.60(33)
• Overboard for oil content meters and oily water separating equipment in accordance with
Type: Horizontal gear pump
• The fire and deck wash main MARPOL 73/78, Annex I Regulation 16 and is fitted with an oil content meter
Model: HNP-401 alarm. The purpose of the separator is to separate the oil from the bilge water
Capacity:
3
10m /h at 4.0kg/cm2 • The IG scrubber SW cooling system
so that the oil residue in the treated water does not exceed 15ppm before being
Speed: 1,200 rpm The No.2 main cooling sea water pump is provided with a 350mm diameter discharged overboard.
emergency bilge suction via valve BG019F. This takes its suction from the tank
Bilge, Fire and GS Pumps top and is operated locally from a handwheel fitted 460mm above the lower The separator consists of two units, the main section is a tank which contains
platform. an upper gravity section and a lower coalescent separation section. The second
Maker: Teikoku Industries
part of the unit is an emulsion breaking oil absorber section.
No. of sets: 2
Model: 200-2VSR-AM-NV-S Note: The overboard discharge is not to be used for discharging bilges An eccentric helical rotor pump is located at the outlet of the separator and
directly to sea unless under emergency conditions. draws bilge water into the separator. As the oily water enters the OWS before
Type: Vertical centrifugal, self-priming
Capacity: 230/180m3/h at 4.0/10kg/cm2 it enters the pump, there is no emulsifying effect on the bilge water.
CAUTION
Speed: 1,800 rpm
The intermediate shaft bearing which is located at frame 19.5 sits directly In the first section two separate stages of separation are used. During the first
above the bilge holding tank, this tank is fitted with a high temperature stage the extraction pump operates and draws the bilge water into the upper
Bilge Separator alarm, tag No.1514 and is set at 45°C. It should be noted that excessive section of the separator. The larger droplets of oil naturally separate from the
Maker: RWO Water Technology heating of this tank may result in the bilge holding tank structure water by means of gravity and collect in the top region of the upper section.
No. of sets: 1 distorting which could have serious consequences on the alignment of
the intermediate bearing and shaft. During the next phase of the operation, the oily water flows downwards
Model: SKIT/S -DEB
through a coalescent of the open-porous type. Here fine separation takes place
Capacity: 5.0m3/h as the smaller particles of oil coalesce and form larger droplets that eventually
Primary Bilge Tank break free and rise to the top of the upper section of the separator.
Introduction
The engine room oily drains from above the 4th deck level, the cascade filter The cleaned bilge water is then drawn out of the lower section by the extraction
The engine room bilge pump can take suction from: tank and the purifier sludge tank all drain down to the 3.0m3 capacity primary pump where it then passes through the absorber unit. If at this stage the
bilge tank. Any other engine room waste drains to one of the three engine room measured oil content is less than 14ppm the absorber unit is bypassed, this
• The engine room bilge wells
bilge wells. measure will help prolong the absorbers life span. If the measured oil content
• The stern tube cooling water tank
is 14ppm or above, the flow is directed through the absorber unit to ensure the
• The bilge holding tank The primary bilge tank has two compartments and is designed to allow oily discharge is maintained at a maximum level of 15ppm.
water to separate under the influence of gravity. The oil is drained from one
• The main engine sunken part side of the tank through the test/drain valves BG308F and BG309F where it
• The main engine cofferdam recess passes to the separated bilge oil tank. The relatively clean oily water mix then

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An oil level sensor is located in the oil collection region which detects when g) Set the valves as in the following table: The clean exit water will be discharged overboard. Oil contamination of 15ppm
a quantity of oil is present. When the oil/water interface reaches the sensor a or over will automatically be discharged back to the bilge holding tank until the
signal is sent to the control panel to activate the discharge mode. This signal water is clean enough to discharge overboard. Any oil collected at the top of the
opens the oil outlet valve and at the same time opens the fresh water back wash Position Description Valve bilge separator will be discharged to the separated bilge oil tank.
inlet valve. The oil collected in the top part of the upper section is discharged Closed Separator drain valves
to the oily bilge tank via the oil outlet valve. The separator induction pump may also be used for pumping bilge wells
Operational Solenoid controlled discharge valves
directly. In this case the suction valve from the bilge main BG322F must
When the sensor has detected that the oil has been discharged the back wash Open Separator overboard discharge valves BG326F, BG327F be open and the suction valve from the bilge holding tank BG321F closed.
process is initiated and the back wash water outlet valve opens, at the same Closed Return valve to bilge holding tank BG328F Individual bilge well suction valves must then be opened as required.
time the oil outlet valve closes and the coalescer is back washed with clean
water. Open Inlet valve to separator BG324F
Pumping Bilges to the Bilge Primary Tank
An oil content monitor (OCM) is situated on the discharge side of the separator h) Ensure that all valves which are not required to be set for
extraction pump and continuously monitors the oil content of the bilge water operation are closed. The engine room bilge wells, stern tube cooling water tank, main engine pit
discharge by the light scatter principle. If the oil content is greater than 15ppm and other spaces can be pumped to the bilge primary tank using the bilge
the control system operates the three-way discharge valve and redirects the i) Crack open the small discharge valve from the OWS to the oil pump. The pump can also be lined up to discharge to the shore connections.
bilge water discharge to the bilge holding tank. When the OCM records an oil analyser. Procedure for Pumping Bilges to the Bilge Holding Tank Using
content of less than 15ppm the control system operates the three-way valve and the Engine Room Bilge Pump
directs the bilge water to overboard. j) Start the separator operating automatically by selecting AUTO
operation and pressing the START pushbutton. a) Clean all suction strainers.
Procedure for Pumping the Bilge Holding Tank through the k) Switch on the oil monitoring unit and put it into AUTO mode. b) Check that all instrumentation is working correctly.
Oily Bilge Separator Test the operation of the analyser and ensure that the control
system opens the valve to the bilge tank. c) Set the pump valves as in the following table:
The description assumes that the separator has already been commissioned and
that it is filled with water. Valve BG325F is used for priming the separator for l) Open the upper vent cock and supply fresh water to the OWS; The valve settings assume suction from the oily water tank. If other bilge
commissioning and after it has been drained for overhaul; the reclaimed oil water should flow out of the test cock indicating that the OWS spaces are to be pumped the appropriate valves must be opened.
will be discharged to the separated bilge oil tank. is filled with water. Close the test cock and shut the water filling
valve.
a) Obtain permission to pump bilge water through the oily water Position Description Valve
separator from the duty navigating officer and the Chief m) The separator will run automatically, discharging oil to the Closed Bilge pump suction valve from bilge holding tank BG316F
Engineer Officer. separated bilge oil tank when the oil sensing probe detects an oil Open Bilge pump suction valve from the bilge main BG317F
level. The oil content of the discharge water will be constantly
b) Obtain details from the bridge of the ship’s position and enter monitored. Closed Engine room bilge pump discharge valve to shore BG319F
this in the Oil Record Book together with details of the bilge
Open Discharge valve to bilge primary tank BG320F
holding tank level and bilge well levels (when pumping bilge The control signal for the absorber bypass valve monitors the
wells directly). discharge value every 5 minutes, the absorber unit will be
bypassed when the outlet valve is below 14ppm, above or equal d) If a bilge well or another compartment is to be pumped out,
c) Check that the suction strainer is clean and clean if necessary. to this value will direct the water through the absorber unit. the appropriate suction valve must be opened in addition to the
During the interrogation period, which takes approximately bilge pump suction valve from the bilge main.
d) Open the suction valve BG321F from the bilge holding tank and four seconds, the discharge is directed to the bilge holding tank
close the suction valve BG322F off the bilge main. Open the because the sample unit which constantly monitors the total Bilge Main Suction Valves
inlet valve to the oily water separator. discharge is switched to the analysing control circuit which
controls the absorber bypass valve. Open Forward bilge well port BG010F
e) Check that the FW system is operating and able to supply the
oily bilge separator and that valve WG041F is fully open. Open Forward bilge well starboard BG008F
n) Stop the separator when the desired level is reached in the bilge
holding tank. Switch off the oil content monitoring unit, shut Open Aft bilge well BG002F
f) Ensure power is available to the oily water and to the oil content off the separator and close all pump valves. When in automatic Open Stern tube cooling water tank
meter. mode the separator induction pump will stop when the low level (normally locked closed) BG003F
switch in the bilge holding tank is activated.

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Position Description Valve Procedure for Pumping the Bilges to the Shore Connection Procedure for Pumping Bilges using the Bilge, Fire and GS
Open Void space aft BG020F using the Engine Room Bilge Pump Pumps
Open Main engine sunken part BG006F The procedure is the same as for pumping the bilges to the bilge primary tank These two pumps may be used for pumping the bilges and can be connected to
Open Cofferdam aft BG005F except that the bilge holding tank may also be pumped to the shore connection, the bilge main but are normally set for fire main duties.
and a different discharge valve on the engine room bilge pump is used. The
Valves are shown as open but will only be open when pumping the particular appropriate port or starboard shore connection valve must be open and the Because they have the facility to be started remotely and may be needed in an
bilge well or compartment. blank removed. The shore connection pipe must be attached to the pipe flange emergency, it is important to normally leave the pumps set for fire duties.
firmly and agreement reached with the reception facility about the pumping
rate. a) Check that the bilge strainers are clear.
e) Check the valve settings for the bilge pump discharge and for
the desired tank suction. a) The bilge pump valves should be arranged as follows: b) Determine which pump is to be used for pumping the bilges.
f) Start the bilge pump and check that the correct bilge well is Position Description Valve c) Set the bilge pump discharge valves as in the following table.
being emptied and that the bilge water is flowing to the bilge Unless stated all other valves must be closed. It is assumed that
primary tank. Open Bilge holding tank foot suction valve BG315F
only one pump is being set to discharge the bilges, with the
Open/Closed Bilge pump suction valve from bilge holding tank BG316F other pump still set for fire fighting duties.
g) When the bilge well is empty, stop the bilge pump or select
Open/Closed Bilge pump suction valve from the bilge main BG317F
another bilge for emptying.
Open Engine room bilge pump discharge valve to shore
connection discharge line BG319F Open No.1 bilge, fire and GS pump discharge valve to
Operation of the Bilge Primary Tank the overboard discharge line BG015F
Closed Engine room bilge pump discharge valve to the
The primary bilge tank allows oily water to settle by means of gravity and bilge primary tank BG320F Open No.1 bilge, fire and GS pump suction valve
sufficient time must be allowed for this settling to take place. Settling time from bilge main BG012F
depends upon temperature, the amount of oil in the water and the viscosity of Close No.1 bilge, fire and GS pump sea suction valve FD001F
Bilge Main Suction Valves
the oil. The bilge primary tank has two compartments, the initial chamber into
which the bilge water is pumped and the final chamber from where the cleaned Close No.1 bilge, fire and GS pump discharge to fire main FD003F
water is discharged to the bilge holding tank. Close No.2 bilge, fire and GS pump discharge valve to
Open Forward bilge well port BG010F
the overboard discharge line BG016F
In the initial chamber most of the settling takes place and oil rises to the top of Open Forward bilge well starboard BG008F
Close Overboard discharge valve BG017F
the tank. Two test/drain valves BG308F and BG309F, allow the level of oil to
Open Aft bilge well BG002F
be determined and oil to be drained to the separated bilge oil tank. The upper Close No.2 bilge, fire and GS pump suction valve
and lower valves should be operated and oil drained as necessary. Water flows Open Stern tube cooling water tank from bilge main BG013F
from the bottom of the initial chamber into the final chamber where further (normally fitted with blank spectacle plate) BG471F
Open No.2 bilge, fire and GS pump sea suction valve FD002F
separation takes place. A test/drain valve BG310F, is located at the top of the Open Void space aft BG020F
final chamber and this must be opened periodically in order to drain oil to the Open No.2 bilge, fire and GS pump discharge to fire main FD003F
separated bilge oil tank. Open Main engine sunken part BG006F
Open Cofferdam aft BG005F Note: The fire main discharge valve is interlocked with the bilge suction
Water overflows from the final chamber by means of a siphon pipe with its valves on each bilge, fire and GS pump. The fire main discharge valve may
suction near the bottom of the chamber, the overflow water passes to the bilge b) When everything is connected correctly and the reception not be opened when the bilge valve is open but a check must be made to
holding tank. Depending upon the rate of bilge pumping and the initial oil facility is ready to receive the bilge water, start the engine room ensure that the fire main discharge is closed whenever the bilge suction valve
content of the bilge water, the overflow water is relatively free from oil. bilge pump and pump out the selected bilge compartments is opened.
using the valves as indicated.
Water may drained from the primary bilge tank by means of valves BG312F
and BG313F should it be necessary to drain the bilge primary tank for any c) Stop the bilge pump when the compartments to be pumped are
reason. dry. Close all system valves and return the blanks to the end of
the shore connection pipes.

d) Open the bilge suction valves, as required, in the following Emergency and Direct Bilge Suctions
table:
No.1 bilge, fire and GS pump has a direct suction connection to the port forward
Bilge Main Suction Valves bilge well via valve BG014F. An emergency bilge suction is provided at No.2
main cooling sea water pump via valve BG019F on that pump. Although
Position Description Valve these valves are not normally used it is essential that they are available for
Open Forward bilge well port BG010F easy operation if necessary. The valve handwheels should are operated, when
practical, at least once each month to ensure that the valves will open freely
Open Forward bilge well starboard BG008F when required.
Open Aft bilge well BG002F
It is essential that all bilge suction strainers are cleaned at frequent intervals to
Open Stern tube cooling water tank ensure that bilges can be pumped at all times. Should a strainer be blocked the
(normally locked closed) BG471F pumping of that bilge will be impaired.
Open Void space aft BG020F
Open Main engine sunken part BG006F Steering Gear Room and Emergency Fire Pump Space Bilges
Open Cofferdam aft BG005F
Bilges in the steering gear room and the emergency fire pump space are drained
to the engine room after bilge well by means of self-closing drain valves
Note: No.1 bilge, fire and GS pump has a direct suction valve, BG014F, from located above the stern tube. Valve BG022F is used for draining the steering
the port forward bilge well. gear room bilges and valve BG021F is used for draining the emergency fire
pump well.
e) Start the selected bilge, fire and GS pump and pump the contents
of the selected bilge overboard.
The Separated Bilge Oil Tank
CAUTION
Contents of the separated bilge oil tank are normally pumped to the incinerator
Before any bilges are pumped directly overboard, it must be ensured that waste oil service tank using the sludge pump (see section 2.6.4 Incinerator
no local or international anti-pollution regulations will be contravened Fuel Oil System). Lines to and from the sludge pump are trace heated and
except where safety of the ship or personnel is involved. heating steam must be applied before operating the sludge pump. Suction valve
BG301F and discharge valve BG306F are opened together with the discharge
Bilge Pumping to the Slop Tank valve to the incinerator waste oil service tank OF357F.
The bilge pump and the sludge pump may be used for pumping bilges and the
Discharge of the Sanitary Grey Water Tank
contents of the separated bilge oil tank to the cargo slop tank is necessary.
In normal operations grey water is discharged overboard by means of gravity
The discharge valve from the pump to the shore connection line is to be
and an overboard discharge valve BS014F. Although with this ship trading
open, BG319F for the bilge pump or BG306F for the sludge pump. The shore
in environmentally sensitive areas, grey water, where necessary according
connection valves must be closed and blanks fitted on the shore connection
to local legislation, must be retained on board. Therefore a 20m3 grey water
outlets. The filling valve for the incinerator waste oil service tank OF357F
holding tank has been installed. A three-way valve BS017F is installed to
must be closed.
either direct the water overboard or to the collection tank. The contents of this
grey water tank is discharge by the engine room bilge pump, either directly to
A spool piece must be inserted in the discharge line to the slop tank between
shore facilities or to the primary bilge tank and thereafter via the OWS unit.
valves BG511F and BG512F and these valves must be opened. The discharge
If necessary the OWS unit can draw directly from this tank via isolation valve
valve to the slop tank BG307F must be open and the bilge pump or sludge
BS022F which is normally kept locked.
pump operated as required.
If the grey water is to be discharged through the OWS it should be understood
that any soap products in the water will tend to adhere to any traces of oil in
the separator as it passes through. Therefore the separator should be thoroughly
washed through before attempting to discharge this tank.

2.9.2 PUMP ROOM BILGE SYSTEM e) Open the pump discharge line valves to either the port or l) Ease the steam control valve K1 off its seat by means of
starboard slop tank, CO774F and CO544F to the port slop tank, the speed setter control K5 and proceed to warm through the
or, CO777F and CO778F to the starboard slop tank. The eductor pump.
Cargo Stripping Pump
bypass valve CO579F must also be opened.
Maker: Shinko Industries Ltd. m) This process should take place at the pump side. After the warm
No. of sets: 1 f) Open the required pump room bilge suction valve, either up process, the pump can be started remotely from the cargo
Model: KPH275 BG514F, port side bilge suction, or BG515F, starboard side console in the CECR.
bilge suction. Ensure that the AUS vacuum unit drain tank valve
Type: Steam driven vertical reciprocating, duplex
CO753F is closed. n) Close all drain valves and bring the pump up to speed using the
double acting type
speed setter control K5, on the cargo console.
Capacity: 240m3/h at 150 mth g) Open the steam exhaust valve SD683F.
Inlet steam pressure: 13.5kg/cm2 o) The speed is monitored by use of the stroke counter on the cargo
Speed: 27 double strokes/minute h) Drain the steam exhaust line and inlet steam line to the pump. console. The speed of the pump should not be taken above a
maximum of 27 strokes/minute.
i) Ensure that the speed setter control, K5 on the cargo control
General console, is set at the minimum setting. Note: Under no load conditions the speed of the pump will increase,
therefore a good watch should be kept on the pump when it is coming to the
The cargo stripping pump is primarily used for cargo operations to strip lines j) Ensure that an adequate steam supply is available from the end of suction.
ashore via the MARPOL line at the end of cargo operations, it is also used to engine room.
pump out the bilge wells in the pump room when required, discharging them p) Monitor the level in the slop tanks. When the bilge pumping is
to the port or starboard slop tank. Additionally, there is a connection onto the k) Open the steam inlet valve, K14 by means of selector switch completed, stop the pump and close all of the valves. Open the
ballast bottom line from the sea suction to enable this section to be stripped dry K10 on the console. steam drains on the stripping pump.
to ensure the lines and pumps are not affected by water freezing in the line.
q) The bilge suction strainers should be inspected and cleaned in
There are four bilge suction valves in the pump room, the outboard two valves, ,OOXVWUDWLRQD3XPS5RRP%LOJH6\VWHP readiness for use.
BG514F and BG515F take suction from the pump room tank top, while the
inboard two valves, BG516F and BG517F take suction from the void space r) Return the port suction valve, BG514F to the open position.
below the pump room. 8SSHU'HFN
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stripping master valve for the cargo pumps and strainers and &2)
CO568F suction from the sea water crossover line.

2.9.3 BOSUN’S STORE AND CHAIN LOCKER BILGE Description Valve

Note: Before discharging the bilge wells in the bosun’s store, the bilge well
SYSTEM Bosun’s store port bilge well BG504F contents must be checked to ensure there is no oil in the well. If there are
Bosun’s store centre bilge well BG505F traces of oil, alternative means of discharging the bilge well must be used.
Eductor
Bosun’s store starboard bilge well BG506F
Maker: Ki-Won
No. of sets: 1
d) When the sea water supply valve to the eductor is opened the
Suction capacity: 5m3/h
eductor will create a partial vacuum in the eductor suction pipe
Driving water: 20m3/h at 10kg/cm2
and that will remove water from the bilge well.
Introduction e) Close the bilge well suction valve when the well is empty.
A single bilge eductor, driven by sea water from the fire/deck wash line, is f) Shut the water supply valve to the eductor when all bilges
provided for the drainage of the bosun’s store and chain lockers. Each suction connected to that eductor are empty and then close the system
point is equipped with a suction non-return valve. valves.
Procedure for Discharging Bilge Water from the Chain Locker g) Close the eductor overboard discharge valve BG501F.
and Bosun’s Store
The chain lockers and the bosun’s store have bilge wells which are discharged
using a bilge eductor. The eductor has a capacity of 5m3/h and is driven by sea
water from the deck fire hydrant system supplied by any of the fire pumps. The
bilge water is discharged directly overboard. ,OOXVWUDWLRQD%RVXQ
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the fire line pressurising pump which is kept on automatic cut- :DVK/LQH
in/out mode. On its own the fire line pressurising pump has the )URP'HFN0DFKLQHU\
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valve in order to maintain a good flow through the bilge, fire and %RVXQ &KDLQ %*
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c) Open the eductor and system valves as in the following tables. %* )URP'HFN0DFKLQHU\
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Port chain locker suction valve BG507F
Starboard chain locker suction valve BG508F

2.10 Air Systems
2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air System
Illustrations
2.10.1a Starting Air System
2.10.2a General Service Air System
2.10.3a Control Air System

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2.10 AIR SYSTEMS Each compressor has an automatic unloader on the first and second stage Position Description Valve
valves. It opens the discharge valves just before the compressor stops and
Open No.1 reservoir outlet valve to main engine starting air
2.10.1 STARTING AIR SYSTEM closes shortly after the compressor runs up to speed, this allows the compressor
to start and stop off load. The compressors are started and stopped by pressure Open No.1 reservoir outlet valve to gauge manifold
switches situated on the gauge manifold air line between the main reservoirs. Open No.1 reservoir drain trap inlet valve
Main Air Compressors The generator engine starting air supply valves on the main air reservoirs are
normally open to ensure that the standby generator engines can be started at Closed No.1 reservoir drain trap bypass valve
Maker: Sperre
Model: HV2/200 any time. Open No.2 reservoir inlet valve
No. of sets: 2 Open No.2 reservoir outlet valve to generator engine
The main air compressors are water cooled and are supplied by the central
Capacity: 165m3/h at 30kg/cm2 and general service
cooling fresh water system.
Motor: 36kW, 440V, 60Hz Open No.2 reservoir outlet valve to main engine starting air
Switches at the starter panel in the main switchboard room enable the
Open No.2 reservoir outlet valve to gauge manifold
Main Air Receivers compressors to be manually started and stopped. When in remote operation,
they can be arranged for automatic operation from the UCS 2100 control and Open No.2 reservoir drain trap inlet valve
No. of sets: 2
monitoring display. Closed No.2 reservoir drain trap bypass valve
Capacity: 5.5m3
Open Generator engine starting air supply valve AS004F
Procedure for Operating the Starting Air System
Introduction Open Generator engine No.1 reducing valve inlet valve AS011F
a) Ensure that all pressure gauge and instrumentation valves are Open Generator engine No.1 reducing valve outlet valve AS013F
The starting air system is supplied by two main starting air compressors open. Open Generator engine No.2 reducing valve inlet valve AS012F
that supply two main air receivers. The compressors are set as ‘master’ and
‘follower’ on the UCS 2100 screen display ‘Compressors’. The compressors b) Check the oil level in the compressors and check also for the Open Generator engine No.2 reducing valve outlet valve AS014F
are designed to automatically start when the pressure in the starting air receiver presence of water. Open Generator air line drain trap valve AS008F
falls to a preset value. The ‘master’ compressor cuts in at 25kg/cm2 and the
‘follower’ compressor at 23kg/cm2 on falling pressure. Both compressors stop c) Ensure that the central fresh water cooling system valves Closed Generator air line direct drain valve AS010F
at a pressure of 30kg/cm2. The No.2 compressor is fed from the emergency are open. A solenoid valve on the cooling water inlet to the Open No.1 generator engine supply valve AS471F
switchboard and has an electrically driven cooling water pump. compressor will open when the machine receives a start signal.
Open No.2 generator engine supply valve AS472F
(see section 2.5.2).
The main air receivers supply the starting air for the main engine and the three Open No.3 generator engine supply valve AS473F
diesel generator engines. The air is supplied to the three generator engines d) Only one reservoir should be in use during normal operations at
using a separate pipeline from that used for supplying the main engine. The Open Generator air reservoir filling/outlet valve
sea as this will maintain a reserve should a pressure loss occur
control and service air systems can also be supplied from the starting air system in the system.
through reducing valves should the control and service air compressors become Automatic Operation
inoperative. A double set of reducing valves is provided with a crossover valve, e) Set up the valves as shown in the table below. The valves
after the reducing valves, linking both systems. are shown as set for the given compressor and air reservoir For automatic operation of the start air compressors:
combination.
The compressors are equipped with a high air temperature alarm and trip, a) Ensure power is available to the main air compressor starter
the trip shuts down the machine when the set point is exceeded. A low LO Assuming both starting air compressors are available, with both the main panels. Set the mode switch to REMOTE on each compressors
temperature alarm and trip is also provided. starting air reservoirs and the auxiliary air reservoir open for filling: respective group starter panel on the main switchboard.
The 0.3m3 auxiliary air receiver is supplied from the main starting air receivers, Position Description Valve b) On the UCS 2100 ‘compressor’ screen display, select the ‘master’
or directly from the No.2 main air compressor in dead ship conditions, provided ‘follower’ configuration. When a start signal is received, the lead
that the normally locked valve AS003F is opened. The compressed air in the Open No.1 compressor discharge valve AS001F
compressor will run off-load for approximately 15-20 seconds
auxiliary air reservoir is used to start the three generator engines when the Open No.2 compressor discharge valve AS002F after which time the drain/unloading solenoid valves will be
main starting air reservoirs are isolated. Starting air is supplied to the generator energised to close and allow the discharge of compressed air to
engines via a reducing valve set to 10kg/cm2 at the generator engine starting Open No.1 reservoir inlet valve
the system.
air lines. Open No.1 reservoir outlet valve to generator engine and
general service

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The compressors will now be controlled by the air system pressure switches
according to the setting of the selection configuration. At 5 minute intervals Cooling Water Pump
the drain solenoid valves are de-energised for 2 seconds to drain water from
the cooler water separator bowls. No.2 Compressor No.1 Compressor AS002F AS001F
When the pressure switch indicates a full pressure in the air reservoir, the
solenoid valves are de-energised. The drain opens and the compressor unloads
until a start signal from the pressure switch is received. The compressor
remains running but is off load. When the pressure in the air reservoir falls Filling Valve
Filling Valve
to the recharging pressure a recharge signal is sent to the compressor. The
solenoid valves are energised to close, causing the compressor to charge the
system. If the recharge signal is not received within 5 minutes of the charged
signal, the compressor stops, leaving the solenoid valves open. On a recharge
signal the compressor starts as for pressing the START button.
If the STOP button is pressed (or the selector switch is turned to the MAN
position) the solenoid valves are de-energised to open to drain the air cooler
water separator bowls. The compressor continues to run in the unloaded Main Engine Starting Air
condition for 5 minutes before stopping. Pressing the START pushbutton Control/Service Air Line Valve
WF047F
during this cycle brings the compressor back on line to recharge the system as
if a recharge signal is given by the pressure switch.
WF048F
If the air reservoir pressure continues to fall despite the lead (duty) compressor WF046F
operating, the standby compressor will start when the pressure falls to the WF045F Drain Valves
preset low low pressure. This compressor will start and load in the same
manner as the duty compressor and will unload when the cut out pressure for
this machine has been reached.
Starting Air Compressors Starting Air Receivers

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2.10.2 GENERAL SERVICE AIR SYSTEM The GS air system is used to supply the following services: a) Ensure that all the instrumentation valves are open.
• Generator engine emergency DO pump
b) Check the oil level in the compressor.
General Service Air Compressor • Air conditioning room
Maker: J.P. Sauer and Sohn • Accommodation services c) Set up the valves as shown in the following table.
Model: SCK 26-10-MA60
• Deck services via a desiccant dryer, including the mast air horn,
Type: Screw type, air cooled overfill alarm horn and ballast tank bubbling air Position Description Valve
No. of sets: 1 Open Inlet valve to air reducing valve from start air
• Foam room
• IG generator and fan room Open Outlet valve from reducing valve from start air
• Engine room service air system Open Inlet valve to GS air receiver from GS air compressor
Air Drier
• Purifier room Open GS air receiver outlet valve
Maker Dominick Hunter Ltd
• Incinerator atomising air Open GS receiver gauge line valve
Type: Desiccant
Model: DME060 • Boiler atomising air Open GS receiver drain trap inlet valve
No. of sets: 1 • Local fire fighting pump unit Closed GS receiver drain trap bypass valve
Capacity: 100Nm3/h Open Generator engine emergency DO pump air valve AR002F
• Main engine jacket FW transfer pump
• Flue gas take-up valve cleaning Open (locked) Deck sevice air system isolating inlet valve AR005F
Introduction Open (locked) Deck sevice air dryer inlet valve AR032F
• Workshop
The General Service (GS) air system is supplied by one electric motor driven • Economiser sootblowers Open (locked) Deck sevice air dryer outlet valve AR033F
air compressor operating at a pressure of 7.0kg/cm2 (the compressor cut-out • Emergency generator engine room Closed Deck sevice air dryer bypass valve AR034F
pressure is set at 7.9 bar. The compressor discharges to a 1.5m3 air receiver
• The steering gear room Open (locked) Mast air horn air and overfill alarm horn valve AR003F
and is controlled by the pressure in the receiver with the machine loading and
unloading as required. • Main engine turbocharger cleaning Open Accommodation service air supply valve AR004F
• Main engine jacket fresh water transfer pump Open Engine room GS air isolating line valve AR006F
The compressor is fitted inside an acoustic hood that is equipped with a local
control panel. This provides a digital read out of the system pressure, the air • Auxiliary boiler service Closed IG generator and fan room air valve
temperature at the compressor outlet and the operating status of the machine. Closed Service air outlet valve near IG scrubber AR007F
• Fuel valve test rig
It is menu driven and can be used to obtain operating information or details
on alarms and shutdowns. Pressing the INFO button will display the system Closed Service air outlet valve near exhaust valve
information. Pressing this button up to twelve times will display, at each press, grinding machine AR008F
Procedure for Preparing the GS Air System for Operation
information on the compressor’s operating parameters and set points. A set Closed Service air outlet valve near fuel test valve AR009F
point can be adjusted by bringing up the correct line item, using the up/down The GS air compressor is started by pressing the ‘I’ button on the local control Closed Service air outlet valve in workshop AR010F
buttons to increase/decrease the setting and then pressing ENTER. The set panel. The compressor will automatically start and load itself unless the line
points can only be altered when the machine has been stopped and the stop ‘O’ pressure is above the pressure cut-in set point or the start temperature is below Closed Service air outlet valve in workshop AR011F
button pressed for a further 3 seconds. 5°C. The green running light will illuminate with a steady light unless the Closed Service air outlet valve in engine store AR012F
machine is inhibited as stated above in which case the green light will flash.
The GS air system is ordinarily supplied by the GS air compressor and the Closed Service air outlet valve 4th deck port AR013F
GS air receiver, however in the event of a failure of this compressor, air may WARNING Closed Service air outlet valve near bilge separator AR014F
be supplied from the main starting air system through a reducing valve. The
A flashing green light means the compressor is on standby and can start Closed Service air outlet valve engine
supply valve to the reducing station is locked open.
up automatically without any warning. room floor SW strainer AR015F
With the vessel classified for cold climate conditions, it is therefore important Closed Service air outlet valve casing topside AR016F
Using the menu driven control panel, the compressor can be set to AUTOMATIC
that the dryer unit is in operation when supplying working air to deck in order
mode. This will ensure the compressor will automatically restart after power Closed Service air outlet valve in emergency
to ensure that there is no possibility of any wet air being used on deck which
failure and is activated by having the ‘restart’ mode set to 1. Setting to 0 will generator room
could possibly freeze in control equipment or on valve seats etc.
switch the automatic restart off. Closed Service air outlet valve boiler service 2nd deck AR017F

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Position Description Valve • Code 11 Pressure drop across

separator
Closed Service air outlet valve near generator
engine 3rd deck AR018F • Code 12 Maximum compressor
temperature sensor
Closed Service air outlet valve in purifier room AR019F
• Code 13 Oil temperature sensor
Closed Service air outlet valve 3rd deck service forward AR020F
• Code 14 Pressure sensor
Closed Service air outlet valve 4th deck near FW cooler AR021F
• Code 15 Maximum compressor final
Closed Service air outlet valve engine room
temperature exceeded
floor SW strainer AR022F
• Code 16 Network pressure exceeded
Closed Service air outlet valve 3rd deck aft AR031F
The alarms have to be acknowledged by pressing the the ‘O’ key.
d) Start the service air compressor, ensuring that the loading and
unloading system operates correctly. The cut in and cut out With the ship classified to work in ice water conditions a desiccant air dryer
pressures are set during the commissioning of the system and has been installed into the deck service air supply line. This is in order to
should not be changed. ensure that no water is entrained in the air which would otherwise freeze on
the moving parts or in the control lines in the deck service air system, e.g., air
e) Check that the system drain traps are operational. inlet control valve to the mast whistle or overfill alarm horn when the ship is
operating in cold climate areas.
The GS air system is now operating with air supplied by the GS air compressor
via the GS air receiver, however, the valve set up described shows the valves
from the starting air pressure reducing station being open. This will ensure
the automatic supply of back-up air from that system in the event of GS
compressor failure or excessive demand from the service air system.
Switching off the compressor is achieved by pressing the ‘O’ button on the
compressor’s local control panel. The green light will extinguish and the
compressor will go through its timed shutdown sequence. Control Air System
Reducing Valve
Reducing Valve Inlet Valve
Compressor Operating Faults Outlet Valve
The compressors local control panel contains a menu driven alarm fault read
Crossconnection Valve
out. A system alarm is indicated on the machine by a red light illuminating and
a spanner symbol appearing on the screen. The alarm codes are as follows: Reducing Valve
Outlet Valve Service Air System
• Code 1 Pressure rated value wrong Reducing Valve
Inlet Valve
• Code 2 Parameters wrong
• Code 3 Low voltage AR006F
• Code 4 Voltage failure AR002F
• Code 5 Air control defect

• Code 6 Emergency stop activated
• Code 7 Wrong direction of rotation
• Code 8 Motor temperature high
• Code 9 Overcurrent Service Air System and Control Air System Reducing Valves
• Code 10 Overpressure

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2.10.3 CONTROL AIR SYSTEM all of the engine room control systems. Normally one dryer will be in service Procedure for Preparing the Control Air System for
with the other on standby or undergoing maintenance. Operation
Control Air Compressor
The drying process is automatic and the desiccant is purged of water whilst The control air compressor is started by pressing the ‘I’ button on the local
Maker: J.P. Sauer and Sohn the unit is in operation. Each dryer has two towers containing desiccant with control panel. The compressor will automatically start and load itself unless
Model: SCK 26-10-MA60 one tower in service while the other is purging. Purging is achieved by passing the line pressure is above the pressure cut-in set point or the start temperature
Type: Screw type, air cooled some of the already dried control air over the desiccant in the tower being is below 5°C. The green running light will illuminate with a steady light unless
purged. The operation to change between towers is automatic and the desiccant the machine is inhibited as stated above, in which case the green light will
No. of sets: 1
material has an operating life in excess of 5 years. flash.
The control air is supplied to a main line to which a number of manifolds are
WARNING
Air Drier fitted. Direct control air supplies are taken from a number of locations but
most users are supplied from manifolds which have isolating valves and a A flashing green light means the compressor is on standby and can start
Maker Dominick Hunter Ltd drain valve fitted. The drain valve is normally closed but should be opened up automatically without any warning.
Type: Desiccant periodically to drain any water which might build up.
Using the menu driven control panel, the compressor can be set to AUTOMATIC
Model: DME060
mode. This will ensure the compressor will automatically restart after power
No. of sets: 2 Note: It is essential that the control air is dried before entering the system
failure and is activated by having the ‘restart’ mode set to 1. Setting to 0 will
as any moisture can cause problems in actuators or other parts which could
Capacity: 100m3/h switch the automatic restart off.
lead to failure. The air dryers are fitted with a bypass valve which is locked
closed. Only in the event of failure of the control air dryer system should the
a) Ensure that all instrumentation valves are open.
Introduction dryer bypass valve be opened.
b) Check the oil level in the compressor
The control air system is supplied by one electric motor driven air compressor The following services are supplied by the control air system:
operating at a pressure of 7.0kg/cm2 (cut-out set at 7.9 bar). The compressor • Alarm air horns c) Open the valves for one of the control air dryers; in the table
is the same make and model as the GS air compressor and so the operating below it has been assumed that No.1 control air dryer is
instructions for this machine are identical but some details have been repeated • Inert gas control air
operating on line and that the dryer bypass is locked closed.
for completeness. • Remote sounding system
• Main engine safety air system d) Set up the valves as shown in the following table.
As with the GS air compressor the control air compressor is fitted inside an
acoustic hood that is equipped with a local control panel. This provides a • Main engine control air system
digital read out of the system pressure, the air temperature at the compressor • Main engine automatic backflushing LO filters
outlet and the operating status of the machine. It is menu driven and can be Closed Inlet valve from starting air systems to reducing valve
used to obtain operating information or details on alarms and shutdowns. • Main engine automatic backflushing FO filters
Closed Reducing valve outlet valve
Pressing the INFO button will display system information. Pressing this button • Generator engine control systems
up to twelve times will display, at each press, information on the compressor’s Open Control air reservoir inlet valve
operating parameters and set points. A set point can be adjusted by bringing up • Boiler control systems
Open Control air reservoir outlet valve
the correct line item, using the up/down buttons to increase/decrease the setting • Purifier control systems
Open Control air reservoir drain trap valve
and then pressing ENTER. The set points can only be altered however when
• Auxiliary systems pressure and temperature controllers
the machine has been stopped and the stop ‘O’ button pressed for a further 3 Closed Control air reservoir direct drain valve
seconds. Open Inlet valve to No.1 air dryer AC001F
The compresssor discharges to a 1.5m3 air receiver and is controlled by the Open Outlet valve from No.1 air dryer AC002F
pressure in the receiver. In an emergency the system can be supplied with air Closed Inlet valve to No.2 air dryer AC003F
from the main starting air system via a pressure reducing valve.
Closed Outlet valve from No.2 air dryer AC004F
The control air is processed through one of two control air dryers and associated Closed Air dryer bypass valve (locked closed) AC005F
filters before entering the control air pipework system. The dryers are of the
activated alumina type which contain chemicals that act as a desiccant to
absorb moisture from the air. There are two dryers installed and they supply

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Control Air System Users Position Description Valve Position Description Valve
Position Description Valve Open No.2 HFO settling tank temperature control valve Open FO purifier sludge tank level gauge
Open Main engine control air inlet valve AC010F Closed Spare Open Stern tube LO tank level gauge
Open Main engine safety air inlet valve AC011F Open Control air manifold supply valve AC009F Open Bilge water separator
Open Inert gas system pneumatic control supply valve Closed Manifold drain valve Open Floor forward port fire and general alarm horn
Open 3rd deck forward general and fire alarm horn Open Purifier room fire and general alarm horn Open Floor forward port foam alarm horn
Open 3rd deck forward foam alarm horn Open Purifier room foam alarm horn Closed Spare
Open 3rd deck near generator engine general and fire alarm horn Open Boiler FO return three-way valve Open Control air manifold supply valve AC013F
Open 3rd deck near generator engine foam alarm horn Open No.1 main LO purifier heater temperature control valve Closed Manifold drain valve
Open 2nd deck near boiler general and fire alarm horn Open No.2 main LO purifier heater temperature control valve Open Vacuum condenser level control valve
Open Steering gear room general and fire alarm horn Open Generator engine LO purifier heater temperature Open Main LO temperature level control valve
control valve Open Main LO auto filter
Open Generator engine jacket CFW temperature control valves
Closed Spare Open 4th deck near cargo pump fire and general alarm horn
Open Low temperature FW temperature control valve
Open Control air manifold supply valve AC015F Open 4th deck near cargo pump foam alarm horn
Open Calorifier temperature control valve
Closed Manifold drain valve Open Floor aft starboard fire and general alarm horn
Closed Line drain valve
Open No.1 boiler feed water regulating valve Open Floor aft starboard foam alarm horn
Open Control air to cargo pump room AC014F
Open No.1 boiler burner unit Open Cargo pump room fire and general alarm horn
Open Control air manifold supply valve AC006F
Open No.1 boiler FD fan inlet valve damper Open Cargo pump room foam alarm horn
Closed Manifold drain valve
Open No.1 boiler FO control valve Open Cargo pump room IS telephone air horn
Open 2nd deck forward foam alarm air horn
Open No.1 boiler sootblower control valve Open Cargo pump room gas detection horn
Open ODMS air supply valve
Open Economiser soot system steam supply valve
Open Main engine JCFW temperature control valve
Closed Spare
Open Steam pressure reducing valve Note: The control air supply outlet valves have been shown as being open as
Open Control air manifold supply valve AC016F this would be the normal position when an outlet was supplying control air.
Open Steam dump valve
Closed Manifold drain valve
Open Main engine jacket FW preheater temperature control valve e) Start the control air compressor, ensuring that the loading and
Open No.2 boiler feed water regulating valve unloading system operates correctly.
Open Engine room service steam pressure reducing valve
Open No.2 boiler burner unit
Open IGS steam dump valve f) Check that the system drain traps are operational.
Open No.2 boiler FD fan inlet valve damper
Closed Spare
Open No.2 boiler FO control valve The control air system is now operating with air being supplied by the control
air compressor via the control air receiver. The valve set up described above
Open No.2 boiler sootblower control valve
Closed Manifold drain valve shows the valves from the starting air pressure reducing station being closed.
Open Funnel casing fire and general alarm horn This would be the situation during normal operation with the reducing station
Open FO supply unit
Open Funnel casing foam alarm horn only being utilised in the event of the control air compressor being out of
Open Generator engine LO purifier solenoid valve action.
Open Main LO purifiers solenoid valves
Closed Manifold drain valve Switching off the compressor is achieved by pressing the ‘O’ button on the
Open HFO purifiers solenoid valves compressor’s local control panel. The green light will extinguish and the
Open FO overflow/drain tank level gauge compressor will go through its timed shutdown sequence.
Open NO.1 HFO purifier heater temperature control valve
Open LO purifier sludge tank level gauge
Open NO.2 HFO purifier heater temperature control valve

Compressor Operating Faults The dryer is now in operation. Operational defects are indicated on the control
The compressor’s local control panel contains a menu driven alarm fault read panel by LEDs.
out. A system alarm is indicated on the machine by a red light illuminating and
a spanner symbol appearing on the screen. The alarm codes are as follows: Dip switches at the dryer control panel enable a number of controller functions
to be set. Amongst the features which can be set are the working pressure, the
• Code 1 Pressure rated value wrong operating cycle time and the test mode. It is also possible to select an economy
• Code 2 Parameters wrong cycle for purge air if the control air flow is lower than the maximum capacity
of the dryer.
• Code 3 Low voltage
• Code 4 Voltage failure CAUTION
• Code 5 Air control defect The dryer settings must not be changed without good reason and the
manufacturer’s instructions must be consulted before making any
• Code 6 Emergency stop activated change. Defective operation of the dryers can cause moisture to enter
• Code 7 Wrong direction of rotation the control system that can damage components and result in defective
control of equipment.
• Code 8 Motor temperature high
• Code 9 Overcurrent
• Code 10 Overpressure
• Code 11 Pressure drop across
separator
• Code 12 Maximum compressor
temperature sensor
• Code 13 Oil temperature sensor
• Code 14 Pressure sensor
• Code 15 Maximum compressor final
temperature exceeded
• Code 16 Network pressure exceeded
The alarms have to be acknowledged by pressing the the ‘O’ key.
Procedure for Operating the Control Air Dryer
When the desiccant has been correctly activated it should provide useful service
for at least five years providing it is purged correctly. The description below
assumes that the dryer is in normal operation following commissioning.
a) Inlet and outlet valves must be open, AC001F and AC002F for
No.1 dryer and AC003F and AC004F for No.2 dryer.
b) Compressed air must be supplied to the system with the inlet

and outlet lines at the same pressure.
c) The main switch at the electrical cabinet must be turned to the

ON position.

2.11 Steering Gear
2.11.1 Steering Gear
Illustrations
2.11.1a Steering Gear Flow Lines
2.11.1b Steering Gear Operation Panel

Illustration 2.11.1a Steering Gear Flow Lines Filling Connection
Actuator 1
Oil Expansion Tank
TI
Low Level S0 LS
Cylinder No.1 Cylinder No.2 LS SAFEMATIC

Aft Level S1
PI PI
SAFEMATIC Level S2 LS
Low-Low
PI PI Low-Low Level S3 LS LS
Level S4 Oil
Cylinder No.3 Cylinder No.4
Storage Tank
Limit Switches for

Rudder Angle Limiter
Actuator 2
B1 Hand Operated B2
Bypass Valve
A2 185 bar
185 bar Y2
V1
A1
185 bar
185 bar
V2 B1
B2
Y1
Automatic Pump
Isolation Valve
P1 P2
Safematic Automatic
Actuator Isolation Valve Pressure Switch
Adjusted to 15 bar
Key
Control Pressure
M2 = 25 to 30 bar PI Hydraulic Oil
185 bar Pump Relief
185 bar
Valves
Hydraulic Oil Return
PI
Instrumentation
Proportional
Control Valve
12 bar 12 bar
Boost Pressure Boost Pressure
PI PI
Hydraulic Lock
M2 = 10 to 13 bar Hydraulic Lock
M2 = 10 to 13 bar
Alarm Alarm
Oil/Air Cooler
M
M M Oil/Air Cooler
PUMP UNIT 1 PUMP UNIT 2

(Port 70kW) (Starboard 70kW)

2.11 STEERING GEAR Under normal circumstances, all four cylinders will be in use, with one pump Procedure to Put the Steering Gear into Operation
unit running and the second pump unit ready to start automatically. When
2.11.1 STEERING GEAR manoeuvring or operating in confined waters, it is compulsory that both pump The system valves are assumed set for normal operation.
units are running, to reach the recommended time of 14 seconds from 35° one
Maker: Samsung-Hatlapa side, to 30° the other side (one pump: 28 seconds). a) Check the level and condition of the oil in the tanks and refill
Type: A4VG model R4ST 650 with the correct grade as required.
System pressure: 142 bar Automatic Isolation System b) Check that the control lever pins are correctly fitted.
Tiller type: Solid with a key
The steering gear is provided with a SAFEMATIC system which automatically
Rudder angle: 35° normal operation c) Ensure the rudder is in the mid position.
changes the operation to isolate a section of the hydraulic system in the event
Header tank capacity: 350 litres of pipe or other failure. When starting the steering gear with the SAFEMATIC
d) Select REMOTE operation and start the selected electro-
system operating the selector switch in the SAFEMATIC contactor cabinet must
hydraulic pump unit(s).
be turned to position ‘1’ and the SAFEMATIC selector switch in the bridge
Introduction
control desk must be set to the AUTO position. Indicator lamps in the contactor
e) Carry out pre-departure tests.
cabinet and on the bridge indicate that the SAFEMATIC system is operating.
The steering gear consists of four hydraulic rams driven by two electrically
driven pumps. The pumps are of the variable displacement axial piston type of f) Check for any abnormal noises. Check for any leakages and
The oil expansion tank is fitted with five float operated alarms and a temperature
swashplate design for closed circuit transmissions. The steering gear is capable rectify if necessary.
alarm. The highest float alarm S0 is the low level alarm, the second float
of operating as two totally isolated steering systems with each pump capable of
switch S1 is the SAFEMATIC low level switch and the third float alarm S2 is
putting the rudder through the working angle in the specified time. The second g) Check the operating pressures.
the SAFEMATIC low-low alarm. There are two low-low level alarm switches
pump or standby unit can be connected at any time by starting the motor.
S3 and S4, one in each tank compartment.
The steering gear is provided with an automatic isolation system. Both Operating Procedures
In the event of pipe failure or other defect which involves oil loss the level in
hydraulic systems are interconnected by means of solenoid operated isolating Normal Operation from the Bridge
the expansion tank falls and the low level switch (S0) is activated followed by
valves that, in normal operation, allow both systems to produce the torque
the SAFEMATIC low level switch S1; this is positioned at the top of the baffle a) Start and stop pumps from the control console, using both
necessary for moving the rudder. In the event of a failure that causes a loss of
in the tank, the baffle effectively dividing the tank into two separate tanks, each pumps during manoeuvring and one pump whilst at sea.
hydraulic fluid from one of the systems, the float switches in the expansion tank
supplying a pump system.
are actuated. This gives a signal to the isolation system, which automatically
b) Switch the SAFEMATIC system to the AUTO position.
divides the steering gear into two individual systems. The defective system
When the SAFEMATIC low-low level switch is activated, audible and visual
is isolated, whilst the intact system remains fully operational so that steering
alarms are initiated on the bridge; additionally No.2 pump is started, if not c) Change the running pump(s) every 24 hours.
capability is maintained with 50% of the rudder torque. The steering gear
already operating, and No.1 is stopped, if it is running. This means that pump
is remotely controlled by the autopilot control or by hand steering from the
No.2 is operating on two rams and so the rudder torque is reduced to 50% Operation from the Steering Compartment
wheelhouse. Emergency control is carried out by the operation of the local
of the normal torque; the speed of the vessel must be reduced to two thirds
pushbuttons on the solenoid valves on the autopilot units. All orders from the a) Contact the bridge by telephone and follow instructions
of the maximum speed and the rudder angle should not exceed 15° except in
bridge to the steering compartment are transmitted electrically and steering regarding rudder movement.
emergency cases.
gear feedback transmitters supply the actual steering gear position. No.2 pump
unit is supplied with electrical power from the emergency switchboard and b) Switch control to LOCAL at the steering gear control location
Pumps No.1 and No.2 take suction from different sides of the oil expansion
No.1 pump unit from the main switchboard. selector cabinet.
tank baffle and the side of the baffle from which pump No.2 takes suction
has a SAFEMATIC low-low level float switch. If this low-low level switch
The rudder angle is limited to 35° port and 35° starboard by electrical limit c) Disconnect the solenoid valves from the autopilot and operate
is activated it means that the steering gear is still losing oil and so the leak
switches but under extreme loads can go to 37° in both directions where the solenoid valves manually with the P and S pushbuttons in
must be in system No.2. The SAFEMATIC system then starts No.1 pump and
mechanical stops will prevent the rudder from turning any further. order to obtain the desired rudder movement. Only one pump
stops the No. 2 pump. If, however, the low-low level switch is not activated it
means that the leak must be in system No.1 so the system pump No.2 remains may be used when operating on manual local control.
The variable flow pumps are operated by a control lever, which activates
operating and the engineer must investigate the leak in system No.1.
the tilting lever of the pump’s swashplate, which causes pressurised oil to
be discharged to the hydraulic cylinders. When the tiller reaches the required
The defect must be localised and the hand operated stop valves must be set
angle, the tilting lever is restored to the neutral position, which causes the
according to the position plan located at the steering gear. The SAFEMATIC
pump to stop discharging.
switch on the bridge must be turned to the OFF position. After the defect is
corrected the hydraulic fluid level must be restored and the SAFEMATIC
system returned to operation.

Emergency Operation Illustration 2.11.1b Steering Gear Operation Panel
a) Stop the defective pump/system and use another pump. Steering Gear Operating Instructions
b) Repair the fault immediately, if possible. STANDARD OPERATION EMERGENCY OPERATION
1. Operation from the bridge
SAFEMATIC Alarm Condition -Use pump unit 1 or 2 for general operation. -When failure of the system reduce ship's speed
-Use pumps 1 and 2 for normal operation immediately to about 70% of max. speed
When the SAFEMATIC alarm is activated: -Change running pumps every 24 hours -Choose the system (Pump unit 1 or 2)
for operating
-The valves are to be arranged according to
a) Reduce the ship’s speed immediately to a maximum of 66% of the valve position plate for the chosen pump
normal full speed. operation
2. Operation from steering gear compartment - Push the proportional solenoid valve
(Pump unit 1 or 2). Operate the steering gear
b) After a maximum period of 45 seconds the SAFEMATIC -Contact bridge via telephone and follow the according to valve adjustment plate which is
instructions from the bridge located on the top of each pump unit
system will automatically restore steering capability; see above -Disconnect the solenoid valves from the autopilot
for a description of the operation of the SAFEMATIC system. -Operate solenoid valves manually with the 1 Pump Unit Alarm on the Bridge
pushbuttons P / S according to instructions
from the bridge - Stop inoperative pump and start the other one
c) The restored steering capability will only be 50% of the normal - Repair fault immediately
steering capability as one ram actuator will not be operating. 2 Loss of Steering Capability Due to Hydraulic Lock
- Reduce ship`s speed immediately

d) When the SAFEMATIC system has restored steering the - Try other pump
engineer must take action to physically isolate the defective - Try different control system
system and undertake a repair, if possible. The hand operated - Repair fault immediately
bypass valve for the isolated ram cylinders must be open in 3 Low Oil Level Alarm on the Bridge
order to prevent a hydraulic lock and the manual isolating
- Refill oil from Storage tank
valves should be closed. The list of valves to be operated
(shown above) is available in the steering compartment.
e) Repair the fault immediately if possible and return the

SAFEMATIC system to AUTO when the steering gear is back Valve Position Status
to normal operation. Manual Valve Position
MODE OF OPERATION
C1 C2 C3 C4 P1 P2 P3 P4 U1
Pump Unit Alarm on the Bridge
Normal Operation 4 Cyls X
a) Stop the inoperative pump and start another pump.
Cylinders 1 & 2 (Pump 1) X X
b) Repair the pump defect immediately if possible.
Loss of Steering Due to Hydraulic Lock Filling System with Oil
a) In the event of a hydraulic lock, a standby pump will start Venting Pumps and Cyls
automatically and the defective pump will be shut down.
Fixing Rudder in position X X X X X X X X X
b) Repair the pump/hydraulic system defect immediately if
possible.
= Open X = Closed

Emergency Steering Predeparture Tests Test B: Remote Control of No.1 Steering Gear
Before starting the predeparture tests confirm the following: a) Engage No.1 autopilot breaker.
This is covered in section 5.3 and involves the local control of the pump
solenoid valves by means of their pushbuttons P and S. These valves are • The steering gear starter space heater switches are ON
b) Move the rudder 35º to starboard then 35º to port with the wheel
operated manually at the valves and so instructions must be transmitted to the • Manual/automatic selectors are on AUTO and tiller. When testing the follow up control with the wheel,
steering gear room from the bridge by telephone. As the pump solenoid valves the rudder should be stopped at various intermediate positions
are controlled individually by hand it is not possible to ensure that control • Power is available to the steering gear motors
to test for smooth follow up response.
of two pumps would take place at exactly the same time and only one pump • Power is available to both autopilots
unit must be operating when in emergency control from the steering gear c) Ensure the gear moves from 35º port to 30º starboard within
• Power is available to the grease pump and the pump is set to
room. Other system valves must be set according to the table in the steering 28 seconds and also from 35º starboard to 30º port within 28
AUTO
compartment. seconds.
• ‘Safe L’ and ‘Safe WH’ panels are on
In order to operate the emergency steering system the remote/local switch must • Battery and automatic telephones have been tested d) Ensure that the steering gear linkages are moving smoothly.
be in the LOCAL position and the start and stopping of pumps takes place in satisfactorily
the steering compartment.
Test C: No.2 Steering Gear Motor Automatic Start on No.1 Steering Gear
Procedure for Testing the Steering Gear Prior to Departure Motor Failure
System Checks
a) No.1 steering gear motor is now running; switch off No.1
Daily Checks a) Test lamps using the ‘Lamp Test’ facility at the steering gear supply breaker.
alarm panel and safe WH panel in the wheelhouse.
• Check the oil level in the expansion tank and refill as necessary: b) Check that No.2 steering gear motor automatically cuts in.
the level should not exceed ¾ of the glass at normal working b) Test lamps using the ‘Lamp Test’ facility at the steering gear
temperature. alarm panel in the Cargo and Engine Control Room (CECR). c) The following alarms should also be raised:
• Check the system pipework and valves for leakage. • CECR: No.1 steering gear no volts
c) Test lamps using the ‘Lamp Test’ facility at the steering gear
• Check the lubrication system and replenish the pump units as starters and the ‘Safe L’ alarm panel in the steering gear room. • No.1 steering gear hydaulic supervision fail
required.
• No.1 steering gear hydaulic lock
• Note the temperature of the oil in the hydraulic system. Test A: Rudder Angle Indicators and Autopilot Power Alarm
• No.2 steering gear standby start
• Visually check the components such as indicators and linkage a) Start No.1 steering motor.
arms. • No.2 steering gear run
• Check gauges for any abnormal readings. b) Open the autopilot breaker. • No.2 steering gear
• Check for abnormal noise when the rudder is moving. • Lyngsø system: No.1 steering gear abnormal
c) The following indications/alarms should also be activated:
• No.2 steering gear run
• CECR: No.1 steering gear no volts
Monthly Checks • No.2 steering gear abnormal
• Lyngsø system: No.1 steering gear abnormal
• Check the tightness of all coupling bolts and pipe connections. • ‘Safe L’ panel: hydraulic supervision pump No.1 off
• Wheelhouse: No.1 autopilot power fail
• Check the settings of limit switches. • Hydraulic supervision pump No.2 on
• No.1 steering gear no volts S.G. No.1: power fail.
• Carry out a function test on the entire alarm system (see
operating manual). d) Using local control, put the rudder amidships. Check that the d) Re-engage the breaker for No.1 steering gear motor and ensure
wheelhouse and CECR indicators read ‘midships’. No.1 steering gear standby lamp is illuminated on the bridge.
• Check that the rudder indicator is functioning correctly.
e) Put the rudder 35º to starboard. Check that the wheelhouse and
CECR indicators read 35º starboard.
f) Put the rudder 35º to port. Check that the wheelhouse and
CECR indicators read 35º port.

Test D: Remote Control of No.2 Steering Gear d) Re-engage the breaker for No.2 steering gear motor and ensure • CECR: No.2 steering gear hydaulic supervision
No.2 steering gear motor is now running. Follow test B for No.1, now with that the No.2 steering gear standby lamp is illuminated on the
No.2. bridge.
• Wheelhouse: No.2 standby (ie will start if required)
Test G: Hydraulic Pump Cut-in at Low Level • No.2 steering gear hydaulic supervision fail
Test E: No.2 Autopilot Power Failure
The hydraulic tank is fitted with floats and their operation can be simulated, • No.1 steering gear run
a) Open No.2 autopilot breaker.
utilising test switches fitted to the control panel. • ‘Safe WH’ panel: hydraulic fail emergency operation pump
b) The following alarms should be raised: No.1
a) No.1 pump is running.
• Wheelhouse: No.2 steering gear no volts, No.2 autopilot • Lyngsø panel: No.2 steering gear abnormal
power fail b) Press the TEST EMERG. OPERATION PUMP 2 pushbutton on • No.1 steering gear run
• CECR: No.2 steering gear no volts the ‘Safe L’ panel.
• Steering gear starter No.1: runs
• Lyngsø system: No.2 steering gear abnormal c) Pump No.1 stops, and pump No.2 starts. • Steering gear starter No.2: stopped, standby (ie will start if
• Steering Gear No.2: power fail No.1 fails)
d) The following indications/alarms should also be activated:
• ‘Safe L’ panel: hydraulic fail emergency operation pump
c) The rudder is now in LOCAL control. Move the rudder 35º to • CECR: No.1 steering gear hydraulic supervision No.1
starboard and 35º to port. • No.2 steering gear run
e) Move the rudder 5º port, then 5º starboard using double speed
d) Re-engage the breaker for No.2 autopilot. • Wheelhouse: No.1 steering gear NOT standby as only two rams are in use.
• No.1 steering gear hydraulic supervision fail
Test F: No.1 Steering Gear Motor Automatic Start on No.2 Steering Gear • No.2 steering gear run Final Procedure
Motor Failure a) The tests are now complete, reset the emergency operation
• ‘Safe WH’ panel: hydraulic fail emergency operation pump
a) No.2 steering gear motor is now running; switch off No.2 No.2 pump No.1 and No.2 at the Safe L panel.
supply breaker.
• Lyngsø panel: No.1 steering gear abnormal b) Start No.2 steering gear motor and test the steering gear with
b) Check that No.1 steering gear motor automatically cuts in. • No.2 steering gear run both motors.
• Steering gear starter No.1: not standby
c) The following alarms should also be raised: CAUTION
• Steering gear starter No.2: run Each steering gear motor has now started and stopped three times
• CECR: No.2 steering gear no volts
• ‘Safe L’ panel: hydraulic fail emergency operation pump within one hour. The motors must be left running or shut down for one
• No.2 steering gear hydaulic super fail hour or more.
No.2
• No.2 steering gear hydaulic lock
c) Check that the gyro repeater is synchronised.
• No.1 steering gear standby start e) Move the rudder 5º port then 5º starboard using double speed as
• No.1 steering gear run only two are rams in use.
d) Report any defects to the Chief Engineer.
• No.1 steering gear
Test H: Hydraulic Pump No.1 Cut-in at Second Low Level
• Lyngsø system: No.2 steering gear abnormal
a) No.2 pump is running.
• No.1 steering gear abnormal b) Press the TEST EMERG. OPERATION PUMP 1 pushbutton on
the ‘Safe L’ panel.
• ‘Safe L’ panel: hydraulic supervision pump No.2 off
• Hydraulic supervision pump No.1 on c) Pump No.2 stops, pump No.1 starts.
d) The following indications/alarms should also be activated:

2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator
Illustrations
2.12.2a Emergency Generator Control Panel

Air Starting Motor
Emergency Starting Pushbutton

and Solenoid Valve
Close -Up View of Starting Pushbutton
Emergency Starting Pushbutton and Solenoid Valve

2.12 ELECTRICAL POWER GENERATORS They can also be supplied with diesel oil, which is used for flushing through, The high temperature cooling water is discharged by the engine driven pump
prior to shutting down for prolonged periods or for maintenance. to the cylinder jackets and cylinder covers. All generator engines are connected
2.12.1 DIESEL GENERATORS to the same cooling water supply and return lines which branch from the low
One diesel generator is used during normal sea going conditions but two temperature fresh water central cooling system. The high temperature return
Diesel Engine generators are required during manoeuvring. line connects with the high temperature supply line by means of a three-way
temperature controlled valve which allows for recirculation of the cooling
Maker: STX-MAN-B&W
water. This valve has a set point and maintains a temperature of 80oC in the
No. of sets: 3 Starting Air System
engine jacket cooling water return line. This means that hot water from the
Type: 6L23/30H The engines are started by an air driven starter motor that operates off the cooling system will be circulated through any engine set to standby, thus
No. of cylinders: 6 starting air system at a reduced pressure of 10kg/cm2. When the start valve is maintaining that engine in a condition to allow for immediate starting. An
opened by the remote controlled solenoid, air is supplied to the air start motor. electric preheater is fitted in the outlet line from each engine and these are for
Bore: 225mm
The air supply activates a piston, causing the pinion to engage with the gear use when leaving drydock to prepare engines for starting.
Stroke: 300mm rim on the flywheel. When the pinion is fully engaged pilot air opens the main
Speed: 900 rpm air valve, which supplies air to the air starter motor, causing the engine to turn. The low temperature cooling water circuit comprises of the lubricating oil
Rating: 960kW When the revolutions exceed about 158 rpm, if conditions are normal and cooler and the charge air cooler. Water is circulated from the central fresh
Piston speed: 9.0m/s firing has taken place, the start valve is closed and the pinion piston and main water cooling system, there being no engine driven pump. An LT fresh water
air valve are vented. A return spring disengages the pinion from the flywheel shut off valve is fitted in the LT cooling water supply line to the engine. This
Mean effective pressure: 17.9 bar
and the air motor stops. An on-line air lubricator is fitted to lubricate the start valve is controlled by the temperature of the LO circulating from the sump.
Maximum cylinder pressure: 130 bar air motor.
Rotation: Clockwise viewing from flywheel end
Fuel System
During starting a pneumatic cylinder operates a stop arm to limit the fuel-
Turbocharger regulating shaft. The generator engine fuel oil supply rail is ordinarily supplied from the main
engine/generator engine FO supply and circulating pumps. If necessary, the
Maker: ENPACO-MAN-B&W
The engines can also be started locally from the local control panel. Press the generator engines can be supplied with MDO by a separate generator engine
Type: NR 20/R LOCAL pushbutton and press the START pushbutton. Additionally, there is MDO service pump. In addition an emergency air driven blackout MDO pump
an emergency starting pushbutton located on the starting valve. The engine is is fitted.
Governor switched to LOCAL at the local control panel, the emergency start button is
pressed with a screwdriver or similar implement until the engine fires and then The engine fuel supply and return changeover valves are operated so that fuel
Maker: Woodward
the emergency start button is released. supply and return are from and to the appropriate HFO or MDO tank. The
Type: UG-8 high pressure fuel injection pumps take suction from the fuel supply rail. The
CAUTION injection pumps deliver the fuel oil under high pressure through the injection
Alternator This pushbutton must not be operated whilst the engine is running as pipes to the injection valves. Cams on the camshaft operate the injection
Maker: Hyundai Heavy Industries damage to the starter motor and starter ring will be sustained. pumps. With the engine stopped, fuel will circulate along the fuel supply rail
and back to the FO return pipe. The engine FO supply rail will thus be kept
Type: HF J6 564-84K-SB
hot and ready for use when HFO is being used. The engines are designed for
Capacity: 1,137.50 kVA Turbocharger System normal operation at all times on HFO, a change to MDO only being made prior
Rating: Continuous The engines are each fitted with an exhaust gas driven turbocharger. The to maintenance of the fuel system.
Voltage: 450V, 3 phase turbocharger compressor draws air from the engine room via a suction filter,
Frequency: 60Hz compresses it and passes it through a charge air cooler to each of the individual Excess fuel not needed by the injection pumps is passed through the overflow
cylinders. pipe and delivered into the manifold, which returns it to the system. This
Speed: 900 rpm
principle ensures that:
Cooling Water System • There is always an adequately large amount of pressurised fuel
Introduction available to each engine
All cooling water requirements for the generators are provided by water
from the central low temperature fresh water cooling system. The engines • The heated fuel can be circulated for warming up the piping
Three diesel generators operate in the medium speed range and supply
have internal high and low temperature systems with an engine driven pump system and the injection pumps prior to engine starting
electrical power for the ship. Each has a generating capacity of 910kW.
circulating the HT system. This pump has a capacity of 45m3/h at a working • The necessary fuel oil temperature can be better maintained
The engines have six cylinders and are turbocharged, uni-directional, four pressure of between 1kg/cm2 and 2.5 kg/cm2.
stroke, trunk in-line engines which are normally operated on heavy fuel oil.

Lubricating Oil System f) Check the LO pressure before and after the filter and the Procedure to Start a Diesel Generator Engine
All running gear on each engine is force lubricated by an engine driven gear turbocharge.r LO pressure; a pushbutton must be pressed to
type pump that supplies oil at the rate of 20m3/h at a pressure of between read the LO pressure before the filter. a) At the local start panel select the engine for LOCAL control and
4kg/cm2 and 5kg/cm2. The pistons are also supplied with oil as a cooling undertake the checks as described previously. When the checks
medium. g) Check the governor oil level and replenish if necessary. have been satisfactorily completed, start the engine by pressing
the START pushbutton and allow it to run up to normal speed.
A pre-lubrication pump is fitted to each engine to supply oil to the bearings and h) Check the oil level in the air start motor in-line lubricator.
other running gear before the engine starts. This reduces wear on the engine in b) Thoroughly check the engine to ensure there are no leaks and
the period between the engine starting and the engine driven pump building up i) Open the indicator cocks and turn the engine at least one the engine is running smoothly and firing on all cylinders.
lubricating oil pressure. The pre-lubrication pump has a capacity of 2.6m3/h complete revolution using the turning bar with the cylinder
and is powered by a 0.63kW electric motor. It runs continuously while the indicator cocks open, or purge the cylinders by inducing a start c) Check that the LO pressures and temperatures are normal.
procedure.
engine is on automatic standby.
d) Check that the pressure drop across the filters is normal.
j) Close the cylinder indicator cocks.
The engine driven pump and the electrically driven pre-lubrication pump both
take suction from the engine sump, and discharge through a plate cooler and 15 e) Check that the FO pressure and temperature is normal.
k) Vent the jacket cooling water space.
micron duplex filter to the engine oil supply rail. The temperature is controlled
by a three-way temperature control valve set at 60°C, which regulates how f) Connect to the switchboard.
If any part of the engine has been drained for overhaul or maintenance, check
much of the oil passes through the cooler. The turbocharger is supplied
the level in the central fresh water cooling expansion tank and refill with fresh g) Ensure that the engine temperatures and pressures remain
from the main circuit via an orifice. The cooler is a stainless steel plate heat
water if necessary. within normal limits as the load is applied to the engine and the
exchanger, with oil circulating through the flow channels and water from the
central fresh water cooling system circulating through the parallel channels in engine slowly heats up.
l) Open the vent on the cooling water outlet line on the generator
a counter flow manner.
air cooler, and close it again when all of the air has been h) Check the exhaust gas temperatures for deviation from normal.
expelled. Check the exhaust gas for smoke.
The main LO filter is supplemented by a bypass centrifugal filter mounted at
the engine base frame. During operation a part of the lubricating oil supplied
If maintenance work has been carried out on the engine, start the engine as i) Monitor the charge air boost pressure and temperature and keep
from the engine driven LO pump enters the centrifugal filter and returns to the
below prior to selecting the engine to AUTOMATIC operation. under control.
oil sump in the base frame.The filter is driven by the oil supply. The filter relies
on centrifugal force and can remove high-density sub micron particles.
m) Check that all of the fuel pump indeces are at index ‘0’, when The automatic starting of the generator engine and connection to the main
the regulating shaft is in the stop position. switchboard is described in section 2.13.2.
Procedure to Prepare a Diesel Generator for Starting
n) Check that all of the fuel pumps can be pressed by hand to full
a) Set the engine to local control by pressing the LOCAL index and return to ‘0’ when the hand is removed. Procedure to Stop a Diesel Generator Engine
pushbutton at the engine side start panel.
o) Check the spring loaded pull rod operates correctly. a) Before stopping the engine, ensure it has been disconnected
b) Set up the fuel oil service system as described in section 2.6.2. from its load and run the engine for a few minutes for cooling
p) Check that the stop cylinder for the regulating shaft operates down purposes.
c) Set up the low temperature cooling water system as in section correctly when shutting down normally and at overspeed and
2.5.2. and ensure that the HT water preheater is switched to the shut down. Testing is done by simulating these situations. b) Press the STOP pushbutton on the local start panel.
ON position at the preheater control panel.
q) Select the engine for REMOTE operation at the local start panel The diesel generator engines can be started from the following positions:
d) Check the level of oil in the sump and top up as necessary with and select it for AUTOMATIC operation at the switchboard • Locally at the engine by means of the START pushbutton at the
SAE 30 grade lubricating oil. panel so that it operates as part of the Power Management local start panel.
System. The mode selector switch may also be set to MAN
e) Switch the generator engine pre-lubricating oil pump to • Locally at the engine using the emergency start pushbutton on
to allow for manual starting from the generator switchboard
AUTOMATIC operation and check that the lubricating oil the air starter motor.
panel,
pressure builds up. Check at the generator engine local control • Remotely and manually at the generator panel in the electrical
panel for the pressure being supplied. The engine should be pre- switchboard room.
lubricated at least 2 minutes prior to the starting of the engine if
in MAN (manual) mode, but will be pre-lubricated automatically • Remotely and automatically via the Power Management System
whilst in standby mode when in AUTO (automatic) mode. (selection as first or second standby via the PMS mimic).

2.12.2 EMERGENCY DIESEL GENERATOR The cooling water is circulated by an engine driven pump, which also supplies The engine running gear is force lubricated by an engine driven gear pump.
cooling water to the LO cooler. An electric heater is fitted to keep the cooling This draws oil from the integral sump and discharges it through the cooler and
Diesel Engine water at 40°C to 45°C when the engine is on automatic standby. After leaving then through a filter before supplying it to the LO rail. The LO filter is of the
Maker: Cummins the engine the cooling water flows through the turbocharger after cooler before spin-on type and is provided with an automatic bypass valve set to a pressure
passing to the thermostat and radiator. In cold conditions ethylene glycol of 3.0kg/cm2. LO alarm pressure is 1.27kg/cm2 and trip 0.84kg/cm2.
Type: 4 stroke, 6 cylinder turbocharged diesel engine
antifreeze should be added to the cooling water system.
Model: KTA19 The engine is normally started by means of an electric starter motor with power
No. of sets: 1 to the motor being supplied by batteries that are on a constant trickle charge. A
Output: 350kW hydraulic starter is also fitted with hydraulic power being manually generated
Speed: 1,800 rpm by a hand pump. An accumulator, charged by this hand pump provides the
pressure to drive a hydraulic motor on the flywheel. This system can be utilised
Rating: Continuous
when starting the engine from the dead ship condition even when the starting
Displacement: 18.9 litre batteries are not available.
EMERGENCY GENERATOR SET
Compression ratio: 13.9 : 1 AUTO START CONTROL PANEL
The engine can be started locally using either the electric or hydraulic starter
Generator motor, but when switched to automatic operation, only the electric starter
Maker: Leroy Somer motor is utilised. The engine should be started at least once a week and run
up to full load monthly. Whenever the engine has been started, the diesel oil
Model: LSAM47.1 L10 tank must be checked and refilled if the level has dropped below the 24 hour
1 2 3 4 5 6 7
Type: Horizontal self-exciting brushless 8 9 10 11 12 13 14 operation level. The cooling water level in the radiator and oil level in the sump
Capacity: 437.5kVA must also be checked each week.
Voltage: 450V, 3 phase
Frequency: 60Hz S3 S7 S5 S6
Procedure to Prepare the Emergency Diesel Engine for
Speed: 1,800 rpm Automatic Starting
15 16 17 18
Generating Set a) Ensure that the power source switch, at the control panel, is
turned to the ON position
Maker: STX Corporation, Korea
S4 S0 S1 S2
b) Ensure that the engine MANUAL/AUTO switch (A) is switched
Introduction OFF ON MAN AUTO
to MANUAL control. The machinery monitoring system should
activate the emergency generator abnormal alarm.
The emergency diesel generator is a self-contained diesel engine located in the 19 20 21 22
emergency generator room sited in the starboard side of the engine casing on c) Check the level of oil in the engine sump and top up as necessary
A deck. STX
Corporation with the correct grade of oil.
The generator set will start automatically on power failure from the main diesel d) Check the level of water in the radiator and top up as necessary
generators and connect to the emergency switchboard to maintain supplies to with clean distilled water.
essential services. It will also be used to get the ship under power from dead
Key
ship condition and will enable power to be supplied to essential services e) Check the level of diesel oil in the emergency generator diesel
selectively without the need for external services such as starting air, fuel oil 1 - Source 12 - LO Low Pressure Trip
2 - Automatic Start/Standby 13 - Battery Low Voltage Alarm
oil service tank and top up as required.
supply and cooling water. Additionally, it can be selected to start automatically 3 - Running 14 - Spare
on the initiation of a fire alarm, the mode selection switch is on the main fire 4 - LO High Temperature Alarm 15 - Start f) Switch the cooling water heater on. It is normally on when the
5 - LO Low Pressure Alarm 16 - Stop
alarm detection panel in the foam room fire control station. 6 - CFW High Temperature Alarm 17 - Reset engine is stopped.
7 - CFW Low Pressure Alarm 18 - Lamp and Bell Test
8 - Battery Charger AC/DC 19 - Bell Stop
The engine is an in-line 6 cylinder turbocharged engine, 159mm bore by Source Fail Alarm 20 - Emergency Stop g) Open the fuel oil supply to the diesel engine. It is normally open
159mm stroke, with a self-contained cooling water system. The cooling water 9 - Start Fail (Press and Lock with Pin) when the engine is stopped.
is radiator cooled, and circulated by an engine driven pump. A thermostat 10 - Over Speed Trip 21 - Power Source (On/Off)
(Instrument Panel Power Reset) 22 - Manual/Auto (A)
maintains a water outlet temperature of 82-93°C; the alarm point is 102°C and 11 - CFW High Temperature Trip h) Press the LAMP & BELL TEST pushbutton (S6) to check the
the trip 106°C. Air is drawn across the radiator by an engine driven fan. alarm bell and the control panel lamps.

i) Turn the mode switch (A) to AUTO operation and then set the Procedure for Manual Start of the Emergency Diesel Engine
engine for automatic standby in the engine control room at the Using the Hydraulic Starter
switchboard.
a) Ensure that the power source switch is turned to the ON position
Procedure for Manual Start of the Emergency Diesel Engine and that switch A is turned to MANUAL.
Using the Electric Starter
Note: In the event of complete electrical failure these will have no immediate
a) Ensure that the power source switch, at the control panel, is influence but when electrical power is available the control panel will
turned to the ON position. function again.
b) Ensure that the engine MANUAL/AUTO switch (A) is switched b) Check the level of oil in the engine sump and top up as necessary
to MANUAL control. with the correct grade of oil.
c) Check the level of oil in the engine sump and top up as necessary c) Check the level of water in the radiator and top up as necessary
with the correct grade of oil. with clean distilled water.
d) Check the level of water in the radiator and top up as necessary d) Check the level of diesel oil in the emergency generator diesel
with clean distilled water. oil service tank and top up as required.
e) Check the level of diesel oil in the emergency generator diesel e) Check that the cooling water heater is on. It is normally on
oil service tank and top up as required. when engine is stopped.
Emergency Generator Engine Shut Down Valve (D)
f) Press the LAMP & BELL TEST pushbutton to check the alarm f) Check the fuel oil supply to the diesel engine. It is normally
bell and the control panel lamps. open when the engine is stopped.
g) Press the START pushbutton on the control panel g) Check the level of oil in the hydraulic reservoir, and top up if
necessary with the correct grade of oil.
h) Check that the engine is firing smoothly.
h) Press the LAMP and BELL TEST pushbutton to check the
i) Check the engine oil pressure, cooling water pressure, excitation, alarm bell and the control panel lamps. This will be unnecessary
frequency, voltage and the engine’s speed. Investigate any in the event of a total power failure.
abnormalities.
i) Operate the hydraulic hand pump to charge the hydraulic
j) Check that the cooling water heater switches off as the engine accumulator to an approximate pressure of 120 bar.
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further. j) At the engine side control panel switch the off/run/start toggle
switch to the RUN position.
k) If required, load the engine, otherwise allow it to run idle or stop
it by pressing the STOP pushbutton. k) Turn the fuel shutdown valve screw knob (red colour and label
D) in a clockwise direction until it stops turning; this opens the
l) When the engine has stopped and cooled, check that the heater valve.
switches on, turn the mode switch (A) to AUTO operation, and
then restore the engine to automatic standby. l) Unscrew the locking pin on the hydraulic starter control valve
(label E) so that the pressing lever is free to move.
Note: The switches and pushbuttons in the procedures above are located on
the emergency generator control panel in the emergency generator engine m) Push the pressing lever of the hydraulic starter control valve
room. (label E) for starting and release as soon as the engine starts.
n) Check that the engine is firing smoothly. Emergency Generator Engine Hydraulic Starter Control Valve (E)

o) Check the engine oil pressure, cooling water pressure and rpm.
p) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further.
q) If required, load the engine, otherwise allow it to run idle or stop

it by either moving the off/run/start toggle switch to the OFF
position or by pressing the STOP pushbutton on the control
panel.
Note: Once the engine is operating correctly and electrical power is

available, the screw knob on the fuel shutdown valve must be turned fully in
the anticlockwise direction in order to allow for automatic operation.
r) When the engine has stopped, check that the heater switches on
and turn the switch A to AUTO operation. Restore the engine to
automatic standby.
Procedure for Stopping the Engine after Running on Load
a) Allow the engine to idle for 5 minutes before shutting down

to allow the cooling water and LO to carry away heat from the
combustion chambers, bearings, shafts etc. It is particularly
important for the turbocharger where a sudden stop can lead to
a 40°C rise, which could damage the bearings and seals.
Long periods of idling will result in poor combustion and a build up of carbon
deposits.
b) Press the STOP pushbutton on the control panel.
c) When the engine has stopped, ensure that the power switch is
in the ON position and that switch A is in the AUTO position.
The engine will remain in the automatic standby condition and
the cooling water system heater will operate.
Note: If the fuel pump shut down knob has been opened it should be closed
once the engine is operating correctly and electrical power is available to
control the engine operation.
d) When the engine has stopped, switch the heater on and turn
the switch to AUTO operation. Restore the engine to automatic
standby.

2.13 Electrical Systems
2.13.1 Electrical Equipment
2.13.2 Main Switchboard and Generator Operation
2.13.3 Electrical Distribution
2.13.4 Shore Power
2.13.5 Main Alternators
2.13.6 Emergency Alternator
2.13.7 Forced and Preferential Tripping and Sequential Restarting
2.13.8 Uninterrupted Power Supply (UPS) and Battery Systems
2.13.9 Cathodic Protection System
Illustrations
2.13.1a Main Electrical Network
2.13.1b Power Management System Screen Display
2.13.2a Generator and Synchronising Panels
2.13.3a Main 440V Distribution
2.13.3b Main 440VGroup Starter Distribution
2.13.3c Main 220V Distribution
2.13.3d Emergency Switchboard 440V and 220V Distribution
2.13.4a Shore Power
2.13.5a Main Alternators
2.13.6a Emergency Alternator
2.13.7a Preferential Tripping
2.13.7b Sequential Restarting
2.13.9a Impressed Current Cathodic Protection

Illustration 2.13.1a Main Electrical Network
No.1 90kVA 440/220V

Transformer
Interlocking No.2 90kVA 440/220V
Transformer
Main Switchboard
220V Feeder No.2 Group No.2 440V No.3 Generator Synchronising Panel Bus-Tie and ESBD No.2 Generator No.1 Generator No.1 440V No.1 Group
Panel Starter Panel Feeder Panel Panel Panel F Feeder Panel Panel Panel Feeder Panel Starter Panel
Panel 1.1 to 1.8 Panel H1 and H2 Panel G Panel E Panel D Panel C Panel B1 and B2 Panel A1 to A8
LTT LTT LTT
LD
L
440V G G G 440V
M Feeds Feeds M
No.3 Diesel No.2 Diesel No.1 Diesel
Generator Generator Generator
910kW 910kW 910kW
1,137.5kVA 1,137.5kVA 1,137.5kVA
Main/Emergency
Key Board Interconnector
120kVA 440/440V 90kVA 440/220V

G Generator Transformer Transformer 54kVA 440/220V
Transformer
M Motor
Galley and Galley and
Laundry Laundry
Transformer
54kVA 440/220V
Transformer Emergency Switchboard
Air Circuit Breaker (ACB) 220V 440V Group 440V Group Emergency Bus Tie and Shore
Feeder Panel Starter Panel Feeder Panel Generator Panel Power Control Panel
Moulded Case Circuit Breaker (MCCB)
Disconnector Switch Shore Power
Connection Box
Bolted Bus Link
GSP
Group Starter Panel LD

L
M
LD G
L Lighting and Low Power Distribution Board
Emergency
Generator
Distribution Board 350kW 437.5kVA

2.13 ELECTRICAL SYSTEMS Main Power Distribution System Main Switchboard Monitoring
The main switchboard consists of: The main switchboard generator panels are equipped with an ammeter and
2.13.1 ELECTRICAL EQUIPMENT voltmeter to measure the output of the generator. The Air Circuit Breaker
• Three generator panels
(ACB), reverse power relay and overcurrent relay are provided for generator
Generating Plant • The bus tie panel protection.
The electrical power generating plant consists of the following: • The synchronising panel
The main switchboard synchronising panel is equipped with dual frequency
Diesel Generators • Two 440V feeder panels meters and dual voltmeters for comparing the output of the generator to the
No. of sets: 3 • Two group starter panels main busbar. Generator VAR (volt/amps reactive) meters and wattmeters
are also fitted to monitor the load on the generators. A synchroscope and
Rating: 450V, 3phase, 60Hz, 910kW, 1137.5kVA • One separate 220V feeder panel
synchronising lamps are provided for paralleling operations.
Emergency Diesel Generator The main switchboard feeds the main 440V group starter boards (GSP) located
Generator status and general bus status (insulation alarms, etc) are displayed
No. of sets: 1 either side of the main swtchboard and the 440V local group starter boards
on group signal lamp units also mounted on the synchronising panel.
(LGSP) located throughout the ship. The main switchboard normally feeds
Rating: 450V, 3phase, 60Hz, 350kW, 437.5kVA the emergency switchboard, located in the emergency generator room, via the
The ship’s integrated automation system, the universal alarm, monitoring and
main/emergency switchboard bus tie line.
control system (UMS/UCS 2100), has operator stations with screen mimic
Introduction displays showing the status of the generators and main switchboard. This
The main switchboard bus is divided into two sections by air circuit breaker
system also provides semi-automatic and automatic control and monitoring
four (ACB4). This switch must not be closed if both halves of the switchboard
The diesel generators are situated in the engine room, aft of the main engine facilities. The main power management screen mimic provides information
are alive. There are no synchronising facilities for this breaker.
on the 3rd deck level. The generators supply 440V at 60Hz to the main regarding the standby priority and generator status, etc.
switchboard which is situated in the main switchboard room on the port side at
The main engine room, machinery space, motors and pumps, etc, are fed
the 3rd deck level of the engine room. General
from the main switchboard group starter panels No.1 and No.2 and also from
Local Group Starter Panels (LGSPs) throughout the ship. Other engine room The group starter and distribution boards are provided in suitable positions to
The number of generators connected to the switchboard at one time depends
equipment, machinery space and deck 440V consumers are fed from the 440V supply the normal power supplies to heating, ventilation, lighting, machinery,
on the electrical consumer load of the ship at that time. The generators can
feeder panels No.1 and No.2. communication and navigation equipment throughout the ship. Each 440V
be manually run up and connected to the main switchboard as required but
in normal operation, the power management system (PMS) automatically and 220V distribution circuit is protected against overcurrent and short circuit
The engine room, machinery space and deck 220V lighting and other auxiliary current by a Moulded Case Circuit Breaker (MCCB). These are fitted on the
controls the operation of the generators and major operational aspects of the
consumers are fed from distribution boards 2LD - 8LD. These are fed from the switchboard or panel board with inverse time overcurrent trip, instantaneous
main switchboard.
main switchboard 220V feeder panel. magnetic trip and short circuit current interruption features.
Only one diesel generator is ordinarily connected during normal sea going
The galley and laundry 440V consumers are fed from a separate distribution Each of the following supply systems:
conditions. Two (or even three) generators are required when the vessel is
board via a 440/440V 120kVA isolating transformer.
manoeuvring or working cargo due to the extra electrical load at these times. • Main switchboard 440V network
The main 220V consumers are fed from the main switchboard 220V section. • Main switchboard 220V network
There is another smaller emergency generator located in a separate
This section is fed from either main 440V switchboard No.1 or No.2 feeder
compartment, the emergency generator room, located on the starboard side of • Emergency switchboard 440V network
sections via one of two 90kVA transformers.
A deck. This generator is entirely self-supporting with its own dedicated fuel,
• Emergency switchboard 220V network
cooling and starting equipment.
The switchboards are of dead front box frame construction without a bottom
• Distribution board 1LD 220V network
plate and have hinged front panels that can be opened without disturbing the
The emergency generator has sufficient capacity to supply the auxiliaries • Distribution board 5PD 220V network
meters, lamps, etc, mounted on them.
required to start a main diesel generator in the event of total power failure.
All three main generators can operate in parallel, but not with the emergency • The 24V DC battery charging board system
Shore power can be provided to supply basic consumers (lighting, etc) when
generator. The only exception to this is a brief synchronisation period (0.5
the ship is alongside for an extended period or when in refit/dry dock. The is provided with monitoring equipment for continuously monitoring the
second) when changing from emergency to main power supplies.
shore connection box connects to the main/emergency switchboard bus tie line insulation level to earth, giving an audible and visual indication of an abnormally
via a circuit breaker located at the emergency switchboard (see section 2.13.4, low insulation level. These alarms are raised via the main switchboard group
Shore Power). signal lamp unit and the UMS/UCS system.

Illustration 2.13.1b Power Management System Screen Display
UCS 2100 Lyngso Marine 29/10/03 14:52:24

File Area Diagram Graph Event View Window Help
Alarms: 10 Watch: ECR ATTENDED Fire Overview Ackn.

Manual Supress: 16 Duty: 2ND ENG
PMS Add Lists Alarm List
Unack'ed Alarms: 0 Backup: NONE
Oldest Unack. Alarm: Ctrl.Right Main Menu
Power Manegement
HEAVY CONSUMER E.S.B. P MAIN SWITCHBOARD P
60.0 Hz 446 Volt
POWER CONS. : 962kW

AVAIL POWER : 858kW
AUTO
HC REQUIRE : 0kW
Remote Remote Remote
Standby 1 Standby 2 Meter
Running Ready Running
EG DG1 DG2 DG3
1 BALLAST PP Running
2 BALLAST PP Running 60.0 Hz 0.0 Hz 60.0 Hz

481 kW 0 kW 481 kW
1200 1200 1200
900 900 900
600 600 600
300 300 300
0 0 0
Select Priority
PMS Mode: Semiauto Load Share Mode: Balanced PMS Adj.:

Emergency Power Distribution System Sequential Restarting • Frequency; automatic frequency control ensures the supply
The emergency switchboard consists of: See section 2.13.7 frequency remains at 60Hz independent of load
• The emergency generator panel The system ensures that the requirements for the ship’s unmanned machinery
Essential service motors, which were in service before a blackout, are started
• The main/emergency bus tie and shore power panel automatically on recovery of the main bus voltage. These motors will start space (UMS) operation are met.
• The 440V group starter panel according to the predetermined restarting sequence. Motors that were selected
for duty before the blackout are automatically returned to duty after the
• The 440V feeder panel blackout. Similarly, motors selected for standby are automatically returned to
• The 220V feeder panel standby.
The emergency generator will start automatically in the event of a blackout Preferential Tripping
and supply the emergency switchboard. The emergency switchboard supplies
essential navigation and machinery equipment which require the security of a See section 2.13.7
backed-up power supply.
Non-essential loads are interrupted automatically, in the case of overcurrent of
There are two 440V steering gear motors, one has an emergency feed (No.2 any one of the main diesel generators, to prevent the more serious tripping of
unit) and the other (No.1 unit) has a main switchboard feed. the generators.
The emergency 220V consumers are fed from the emergency switchboard The Power Management System (PMS)
220V section. This section is fed from the emergency 440V switchboard feeder
Maker: Lyngsø Marine
section via one of two 54kVA transformers.
Type: PMS 2100 Power Management System
A general service 24V battery charging switchboard supplies the wheelhouse
console, the engine control room console, the cargo control console and other The main switchboard and generators can be controlled in one of three ways:
essential equipment and low voltage services (see section 2.13.8).
• Manually, from the main switchboard
The emergency power distribution network is shown in illustration 2.13.3a. • Semi-automatically, from the Graphic Operator Stations
(GOS)
Motors • Automatically, via the PMS
The ship’s 440V motors are in general of the standard frame, squirrel cage
This system has various functions to ensure the continuous supply of the ship’s
induction type designed for AC 440V three phase 60Hz. The exceptions are
electrical systems.
the motors for domestic service and small capacity motors of 0.4kW or less,
some of these motors may be single phase 220V 60Hz operation. Where
The PMS automatically controls the diesel generators for efficient operation.
continuously rated motors are used, the overload setting ensures the motor
Automatic starting, synchronising and load sharing is provided for the ship’s
trips at 100% of its full load current. The motors in the engine room are of the
generator sets. The system automatically equalises the generator frequency
totally enclosed fan cooled type. Standby motors will start when zero voltage
with busbar frequency and energises the generator’s ACB to connect the two
is detected on the in-service motor or when the process pressure is low (see
circuits at the moment when the phases coincide (synchronising). Automatic
section 2.13.7).
load sharing then ensures that each generator is equally loaded.
440 Volt Starters The system also controls the following:

The starters are generally fitted in the main switchboard group starter panels or • The number of running generators in accordance with the ship’s
local group control panels. Important, duplicated equipment starters are split power demand
between the starboard or port (No.1 or No.2) main switchboard group starter
• Automatic blackout restart and connection of generators
panels. Interlocked door isolators are provided for all starters. On the group
starter boards, this switch is the moulded case circuit breaker which functions • The blocking of large motors until the number of running
as both isolator and overcurrent protection for the motor circuit. generators is sufficient to supply the motor start current and
ship’s power demand. In this case, the standby generator is
started and synchronised automatically

Illustration 2.13.2a Generator and Synchronising Panels

GENERATOR PANEL SYNCHRONISING PANEL
Synchronising Panel Key
AC45OV 3Ø 60Hz 1137.5kVA
IL
EL: Earth Lamps
SLA: Shore Power Available
SBO: Shore Breaker On
WM: Generator Wattmeter
No.3 GE No.2 GE No.1 GE VAR: Generator VAR Meter
EL EL EL SLA SBO OHM: Insulation Resistance Meter
SY: Synchroscope
VAR VAR VAR OHM DFM DFM: Double Frequency Meter
DVM: Double AC Voltmeter
Generator Panel Key
GSL: Group Signal Lamp Panel
SL11: Generator Run Indication SYL: Synchronising Lamps
WM WM WM SY DVM
SL12: ACB Open Indication SYS: Synchroscope Selection Switch
SL13: ACB Closed Indication ECS: Generator Engine Start/Stop Switch
SL11 SL12 SL13 GA: Generator Amp Meter CS: Generator ACB Control Switch
GV: Generator Voltmeter GS: Governor Control Switch (Raise/Lower)
SL: Space Heater On Indication ELT: Earth Lamps Test Pushbutton
GA GV RHM: Running Hour Meter GCM: Generator Engine Control Mode Switch
SHS: Space Heater On/Off Switch ESBD ACB: Emergency Switchboard Bus-Tie ACB
AS: Ammeter Phase Selector Switch SYL MCSD: Manual Check Synchronising Device Override Switch
VS: Voltmeter Phase Selector Switch GSL GSL GSL GSL ILS: Light Switch Inside Panel for Maintenance
AB: Abnormal Reset Button S S M A M A
IL: Internal Light
ECS ECS ECS
ELT
O C O C O C OFF
RHM CS CS CS
G2 G3
G1 EG SYS ESBD Dashed Outline indicates Equipment Mounted Inside Panels
SL ACB ILS
L R L R L R
GS GS GS GCM
SHS AB MCSD
AS VS
BZ: Buzzer
VR
ACB BZ LBT FS BS LBT: Lamp and Buzzer Test Button
& AR FS & AR: Flicker Stop and Abnormal Reset
KT Electric BS: Buzzer Stop
ACB: Generator Air Circuit Breaker
VR: Voltage Regulators
Generator Panel Synchronising Panel

2.13.2 MAIN SWITCHBOARD AND GENERATOR OPERATION 2. Single Generator Running and Connection Procedure - onto Dead Bus c) At the synchronising panel, turn the SYNCHROSCOPE and
a) Set up the main switchboard and start the engine as before. FREQUENCY/VOLTMETER switch SYS to the incoming
The main switchboard bus tie ACB is normally in the closed position. The When voltage is established, the GEN RUN lamp is illuminated generator’s position (G1, G2 or G3). Align the frequency with
source of the main switchboard control voltage is from a two position switch on the generator panel. that of the running generator, using the governor control switch
located inside the synchronising panel. If the bus tie ACB is open, the switch and observing the dual frequency meter.
must be turned to the No.1 or No.2 position corresponding to whichever side b) At the rated speed, the voltage will rise to 440V, as indicated by
of the main bus is alive. A closing supply is then available for the bus tie ACB. the voltmeter. d) Once the voltage and frequency of both generators are identical,
Providing the GENERATOR CONTROL MODE switch is set to the MANUAL check the synchronous state by means of the synchroscope.
position, the bus tie ACB can be closed using the CLOSE pushbutton on the c) At the synchronising panel, turn the SYNCHROSCOPE and The pointer will revolve in accordance with the frequency
ACB front panel. FREQUENCY/VOLTMETER switch SYS to the incoming difference.
generator’s position (G1, G2 or G3).
WARNING e) Check the direction of rotation. If it is revolving in the FAST
direction, turn the governor switch of the second generator to
In no circumstances can the main switchboard bus tie ACB be closed d) Adjust the frequency to 60Hz by means of the GOVERNOR
the LOWER direction. If it is revolving in the SLOW direction,
when both sides of the main switchboard are alive. One side must be CONTROL switch on the synchronising panel. The rated values
then turn the governor switch to the RAISE direction.
disconnected from its power source and at zero volts before an attempt are indicated by red marks on the corresponding meters.
is made to close the bus tie ACB.
e) Turn the CHECK SYNCHRONISING OVERRIDE switch f) Adjust the speed until the synchroscope pointer moves slowly to
to the ON position. The check synchronising device is the 12 o’clock position, showing the state of synchronisation.
Procedure for the Manual Operation of Generators - PMS Off overridden, allowing the generator to connect to the bus without
synchronising. g) The ACB should be closed when the pointer of the synchroscope
The main switchboard GENERATOR CONTROL MODE switch is set to the turns in the FAST direction and is slowly closing on the top
MANUAL position. Control of the generators is manual via an operator at the f) Turn the BREAKER CONTROL switch to the CLOSE centre mark. Closing the ACB while the synchroscope is
main switchboard. position. The ACB closes and the generator supplies the main turning in the SLOW direction may cause operation of the
switchboard. The ACB CLOSED LAMP is illuminated on the reverse power relay. If the frequency difference between the two
generator panel and on the synchronising panel GSL unit. generators in parallel operation exceeds 3Hz, the synchroscope
1. Generator Starting and Stopping
will not revolve. With this in mind, operate the governor
Ensure the main switchboard control voltage is healthy. The generators can be RAISE/LOWER switch to decrease this difference. Observe
remotely started at the main switchboard synchronising panel as follows: 3. Single Generator Stopping Procedure the bus/incoming generator frequency meter for reference.
a) In order to stop the generator, first reduce its load by stopping
a) Ensure the generator is ready to start (see section 2.12.1 diesel or isolating any equipment supplied from the switchboard. h) Operate the ACB CLOSE switch. The two generators are now
generators) and switch the control position to REMOTE at the running in parallel.
generator’s local control panel at the engine. The generator’s b) When the load is as low as possible, turn the BREAKER
READY TO START lamp is illuminated at the main switchboard CONTROL switch to the OPEN position. The ACB opens and 5. Load Sharing
synchronising panel. the ACB OPEN LAMP is illuminated on the generator panel a) Having achieved parallel operation, load sharing is accomplished
and the GSL. The generator can now be stopped. by increasing the input from the incoming engine.
b) At the main switchboard synchronising panel, start the generator
by turning the ENGINE CONTROL switch to the START c) Stop the generator by turning the ENGINE CONTROL
position. This is increased by means of the governor control switch.
SWITCH to the STOP position, the generator stops. The governor, when raised, speeds up the incoming generator
c) The generator starts. When voltage is established, the causing the first generator to lose load and gain speed, thus
Avoid opening the air circuit breaker (ACB) when the load is too high, this will
generator’s voltmeter will indicate 440V. The generator panel causing the frequency to rise. To prevent this, the governor
cause a sudden rise in the engine speed and possible overspeed trip.
GEN RUN lamp is illuminated and the synchronising panel switch of the first generator must be turned in the LOWER
generator group signal lamp (GSL) unit GEN RUNNING lamp direction. This action also causes the load to be transferred to
4. Parallel Running Procedure the incoming generator. Ensure the frequency remains constant
is illuminated.
a) Start the second generator by following the same procedure as during this operation.
d) To stop the engine, turn the ENGINE CONTROL SWITCH to for starting the first generator.
the STOP position. The generator stops and the running lamps b) Equalise the load of both generators.
are extinguished. b) Confirm the voltage of the second generator is 440V by
observing the voltmeter on the incoming generator’s panel.

Illustration 2.13.2a Generator and Synchronising Panels

GENERATOR PANEL SYNCHRONISING PANEL
AC45OV 3Ø 60Hz 1137.5kVA
IL
EL: Earth Lamps
WM: Generator Wattmeter
No.3 GE No.2 GE No.1 GE VAR: Generator VAR Meter
EL EL EL SLA SBO OHM: Insulation Resistance Meter
SY: Synchroscope
VAR VAR VAR OHM DFM DFM: Double Frequency Meter
DVM: Double AC Voltmeter
Generator Panel Key
GSL: Group Signal Lamp Panel
SL11: Generator Run Indication SYL: Synchronising Lamps
WM WM WM SY DVM
SL12: ACB Open Indication SYS: Synchroscope Selection Switch
SL13: ACB Closed Indication ECS: Generator Engine Start/Stop Switch
SL11 SL12 SL13 GA: Generator Amp Meter CS: Generator ACB Control Switch
GV: Generator Voltmeter GS: Governor Control Switch (Raise/Lower)
SL: Space Heater On Indication ELT: Earth Lamps Test Pushbutton
GA GV RHM: Running Hour Meter GCM: Generator Engine Control Mode Switch
SHS: Space Heater On/Off Switch ESBD ACB: Emergency Switchboard Bus-Tie ACB
AS: Ammeter Phase Selector Switch SYL MCSD: Manual Check Synchronising Device Override Switch
VS: Voltmeter Phase Selector Switch GSL GSL GSL GSL ILS: Light Switch Inside Panel for Maintenance
AB: Abnormal Reset Button S S M A M A
IL: Internal Light
ECS ECS ECS
ELT
O C O C O C OFF
RHM CS CS CS
G2 G3
G1 EG SYS ESBD Dashed Outline indicates Equipment Mounted Inside Panels
SL ACB ILS
L R L R L R
GS GS GS GCM
SHS AB MCSD
AS VS
BZ: Buzzer
VR
ACB BZ LBT FS BS LBT: Lamp and Buzzer Test Button
& AR FS & AR: Flicker Stop and Abnormal Reset
KT Electric BS: Buzzer Stop
ACB: Generator Air Circuit Breaker
VR: Voltage Regulators
Generator Panel Synchronising Panel

6. Synchronising Using the Synchronising Lamps To stop a generator, the operator selects STOP and the generator automatically Procedure for the Automatic Operation of Generators and the
If the synchroscope fails, only the synchronising lamps can detect the unloads, disconnects and stops. Main Switchboard - PMS in Semi-automatic Mode
synchronising condition.
Automatic Mode It is assumed the ship is in normal voyage/in port conditions, ie, at least one
When the order of illumination of the synchronising lamps is clockwise, the generator is on load, the PMS is set to semi-automatic mode at the Main Power
When this mode is selected, the operator has no control over the generators or Management screen mimic and the following conditions are satisfied:
frequency of the generator is higher then that of the bus. Turn the generator
switchboard. The PMS automatically controls the generator’s synchronising,
governor motor switch in the decelerating LOWER direction. • The synchronising panel GENERATOR AND CONTROL
standby, load sharing, load dependent start and load dependent stop functions.
This enables the PMS to connect and disconnect generators as required to MODE switch is set to the AUTO position
When the order in which the lamps illuminate is counter clockwise, the
efficiently handle the load on the switchboard. • The standby generators are switched to REMOTE operation.
frequency of the generator is lower then that of the bus. Turn the governor motor
switch in the accelerating RAISE direction. When the top lamp is completely The generator’s READY TO START lamps are illuminated on
The function to start and stop generators can be cancelled by switching off the synchronising panel GSLs
dark and the two bottom lamps are the same intensity, synchronisation (phase
the LOAD DEPENDENT START/STOP facility. This cancels any generators
matching) is achieved. Slightly in advance of this position, close the ACB for • The standby generator is selected as ‘Standby 1’ (1st standby)
stopping when the switchboard load is low, eg, during a lull in manoeuvring
the incoming generator in order to attain synchronism when the main contacts
activity when the load may become high suddenly. This is carried out at the • The next standby generator is selected as ‘Standby 2’ (2nd
of the ACB close.
Main Power Management screen mimic, at the icon labelled ‘Load Share standby)
Mode’.
• Automatic load sharing is enabled
Generator Space Heaters
A space heater is provided in each generator to prevent condensation forming When the main switchboard GENERATOR AND CONTROL MODE switch
If the standby generator does not start, synchronise or connect, an alarm is
on the windings. The space heater switch is located on the individual generator is set to the MANUAL position, the PMS has no control of a generating set. A
raised and the next standby generator will then be started and connected.
panel and should always be in the ON position. The heater is interlocked with generator can be operated locally and also at the main switchboard. The diesel
The first standby generator fault must be reset by pressing the ABNORMAL
the ACB, which switches the heater off when closed and switches it on when generator local control is selected by means of the LOCAL/REMOTE switch
RESET pushbutton at the synchronising panel, before another attempt is made
opened. An indicator lamp on each generator panel will illuminate when the at the generator engine. This switch must be set to the REMOTE position to
to start, synchronise or close the ACB for this generator.
heater is on. enable either manual starting/stopping from the main switchboard or automatic
starting/stopping from the PMS.
1. Operator Initiated Generator Starting
Automatic Operation of the Main Switchboard and To fulfil the requirements for UMS operation, the PMS and other automatic
A start is requested by an operator from the CECR GOS operator station. The
Generators motor control facilities control the following features:
PMS will initiate the following sequence:
• Automatic blackout start of the standby generator
The automatic starting, stopping, connection, synchronising and loading of the a) The start signal is sent to the generator.
main generators is controlled by the PMS. The actual software and hardware • Automatic synchronising
equipment for the PMS is part of the Lyngsø GOS. • Automatic frequency control b) The generator starts. When the voltage has built up, the PMS
• Automatic load sharing designates the generator as ‘running’. If the generator fails
The PMS has three operating modes: Off, semi-automatic and automatic. The to start within 60 seconds, the ‘G/E START FAIL’ lamp is
PMS can be switched off by turning the main switchboard GENERATOR • Sequential restart of essential consumers illuminated at the generator GSL and an alarm is raised via the
AND CONTROL MODE switch to the MANUAL position. When set to the • Automatic generator start and connection in response to a heavy GOS. The generator is then start-blocked.
AUTO position, the PMS operates in semi-automatic or automatic mode. This consumer start request
selection is made at the GOS operator stations in the ECR from the Main c) The generator’s speed is stabilised at the rated speed by
Power Management screen mimic, at the icon labelled ‘PMS Mode’. • Automatic generator start/shutdown in response to high/low automatic operation of the governor and synchronisation
load conditions occurs.
Semi-Automatic Mode
Generator Standby Selection d) The generator ACB closes.
When this mode is selected, the operator starts, stops and connects generators
by commands. For example, to run up, connect and load a generator, the Preselection of the standby generator priority is carried out from the Main
e) Automatic load sharing is initiated and the load is shared with
operator clicks on the required generator and selects START from the Power Management screen mimic, at the icon labelled ‘Select Priority’.
the existing on-load generator.
command window. Provided the generator is ‘Ready to start’, the generator
then automatically starts, synchronises and connects to the main switchboard, The standby priority of a generator is displayed on the screen mimic. The above sequence can be reversed for removing a generator from the bus
the on-load generators then automatically load share. by the operator issuing a STOP command. If load sharing between generators
deviates by more than 10% of the generator’s output, an alarm is raised via
the GOS.

2. Automatic Parallel Running Activated by Heavy Load c) The generator ACB closes. If the first standby generator connects to the bus and the ACB trips within
The PMS mode is now set to AUTOMATIC. If the generator(s) in use one second, no further ACB closures will be attempted and no starts will be
register(s) a high load of 819kW (90% of the rated power), for 30 seconds, the d) Automatic load sharing is initiated and the load is shared with initiated for the next standby generator. This is due to the probability that there
standby generator will go through the following sequence: the existing on-load generator(s). is a short circuit on the main bus.
a) The start signal is sent to the generator and the generator e) When the load is fully balanced, the PMS signals ‘Start
6. Automatic Changeover by Bus Abnormality: Bus Remains Live
starts. When the voltage has built up, the PMS designates the Available’ at the large motor, the auxiliary contact closes and
the motor is released for starting. The normal voltage and frequency levels at the main switchboard bus are:
generator as ‘running’. If the generator fails to start within 60
seconds, the alarm ‘G/E START FAIL’ alarm is raised via the • Voltage: 450V
The motors designated as ‘large motors’ that have their start sequence checked
GOS. The generator is then start-blocked. are: • Frequency: 60Hz
b) The generator’s speed is stabilised at the rated speed by • No.1 ballast pump (150kW)
Under certain fault conditions, the voltage and frequency may raise or lower
automatic operation of the governor. Synchronisation occurs. • No.2 ballast pump (150kW) according to the fault. These fluctuating levels are undesirable for the operation
of the ship’s plant.
c) The generator ACB closes.
4. Automatic Parallel Run Cancellation by Light Load
There are bus abnormality limit alarms for the main bus voltage and frequency
d) Automatic load sharing is initiated and the load is shared with If the load that would remain on each generator (if a generator was unloaded
deviation and the alarms for these are set as follows:
the existing on-load generator(s). and disconnected from the main bus) is less than 728kW (80%) for 15 minutes,
the following sequence takes place: • Low voltage alarm: 433V for 2 seconds
If the first standby generator fails to start, synchronise within 60 seconds or • High voltage alarm: 466V for 2 seconds
the ACB fails to close, the second standby generator will start, if available, and a) The generator to be released (the standby generator or the last
follow the above sequence. one connected) shifts load to the other generator(s). • Low frequency alarm: 57.5Hz for 2 seconds
• High frequency alarm: 62.5Hz for 2 seconds
Note: The load percentages and activation/delay times are adjustable via b) The ACB opens on the generator to be released.
parameters in the PMS. If the abnormal situation continues and the following limits are reached, the
c) The engine stops on the generator released. standby generator is started and connected. The abnormal condition generator
The above procedure will also be carried out in the case of an imminent stop is then disconnected and stopped.
of a loaded generator. If the lubricating oil pressure falls to 3.0 bar or the HT Note: The load percentages and activation times are adjustable via parameters • Low voltage limit: 422.4V for 5 seconds
cooling water temperature rises to 105ºC, the standby generator is started and within the PMS.
connected. The ACB of the generator with the problem will then open and the • High voltage limit: 477.6V for 5 seconds
generator is stopped. Relevent alarms are raised via the GOS. 5. Automatic Bus Connection due to Main Switchboard Trip Condition • Low frequency limit: 57Hz for 5 seconds
If, due to a trip condition, the bus voltage has become zero by the opening of • High frequency limit: 63Hz for 5 seconds
3. Automatic Parallel Run Activated by Heavy Consumer Request the ACB of the generator in use (blackout), the first standby generator will go
If a start request is received from a heavy consumer (eg, a large motor), the through the following sequence: In any of the following cases:
PMS checks the available power at the main switchboard. If insufficient power • Diesel generator overspeed
is available to sustain the high current of a large motor start, the start is blocked a) The start signal is sent to the generator and the generator starts.
by an auxiliary contact in the motor’s starter until sufficient power is available. When the voltage has built up, the PMS designates the generator • Diesel generator low lubricating oil pressure
The standby generator will then go through the following sequence: as ‘running’. If the generator fails to start within 60 seconds, the • Diesel generator high cooling water temperature
next available generator is started.
a) The start signal is sent to the generator and the generator • A bus abnormality limit (as listed above) is detected when a
starts. When the voltage has built up, the PMS designates the b) The generator’s speed is stabilised at the rated speed by single generator is running or one of the two generators on load
generator as ‘running’. If the generator fails to start within 60 automatic operation of the governor. trips
seconds, the alarm ‘G/E START FAIL’ alarm is raised via the • Fire alarm is raised
GOS. The generator is then start-blocked. c) The generator ACB closes and the generator supplies the
switchboard. The following sequence will be carried out:
b) The generator’s speed is stabilised at the rated speed by
automatic operation of the governor. Synchronisation occurs. The first standby generator will resupply the main switchboard within a) The preferential trips are released and a start signal is sent to the
approximately 60 seconds of the original generator tripping. standby generator.

b) The generator starts. When the voltage has built up, the PMS Main Generator Protection Equipment Emergency Generator Protection Equipment
designates the generator as ‘running’. If the generator fails to
start within 60 seconds, the next available generator is started. The ship’s generators are protected from the abnormal conditions described
1. Emergency Generator Abnormality Due to Overcurrent
below by means of their reverse power trip, short circuit trip, undervoltage trip
c) The generator’s speed is stabilised at the rated speed by and overcurrent trips. If the current on the running generator exceeds 617A (110% - inverse time
automatic operation of the governor. The PMS checks the bus pick-up level) or 673A (120%) for a period of 40 seconds, the overcurrent relay
condition, if the abnormality has cleared and the bus conditions will operate to trip the generator ACB.
1. Abnormality Due to Undervoltage
have returned to normal, the standby generator runs at idle.
If the voltage of a generator decreases to between 35% and 70% of the rated
2. Emergency Generator Abnormality Due to Overcurrent (Short Time
If the abnormality remains, the standby generator is synchronised value, the undervoltage tripping device contained in the ACB will operate to
Delay) or Shortcircuit
and the generator ACB closes. If the standby generator cannot trip the breaker. If a short circuit fault occurs, the generator voltage will reduce
be synchronised due to bus conditions, the original generator and may cause the undervoltage tripping device (UVT) to operate. With this If the generator current exceeds 350% of the maximum rated current (1,964A),
ACB is opened (blackout) and the incoming generator’s ACB in mind, a time delay device (of about 0.5 seconds) has been fitted to the the ACB will be tripped almost instantaneously (about 400msec) by the short
is closed within one second. undervoltage device to prevent the ACB from tripping immediately, allowing time delay trip fitted to the ACB. If the current exceeds 1,000% of the maximum
the defective network circuit breaker to operate first. rated current (5,610A), the ACB will trip instantaneously (zero time delay).
d) Automatic load sharing is initiated and the load is shared with
the existing on-load generator(s). The emergency generator ACB is also fitted with an undervoltage device
2. Abnormality Due to Overcurrent (Preference Tripping)
identical in operation to the main generators.
e) The load is then removed from the original generator, its ACB If the current on a running generator exceeds 1,459A (100% - inverse time pick-
is opened and the engine is stopped. up level) or 1,750.8A (120%) for a period of 10 seconds after the forced trips
have been released, the PMS will initiate the release of the preferential trips,
thereby providing protection against the overcurrent which would otherwise
7. Automatic Parallel Running due to Parallel Generator Tripping trip the ACB. (The preferential trips are described in section 2.13.7.)
If a running parallel generator trips and the load on the remaining generator
exceeds 910kW (100%), the forced trips operate, the preferential trips operate 3. Abnormality Due to Overcurrent (Long Time Delay Trip)
and the standby generator is started and connected. If the load on the remaining
generator does not exceed 100%, the forced trips only operate and the standby If the current on a running generator exceeds 1,605A (110% - inverse time
generator is started and connected as follows: pick-up level) or 1,750.8A (120%) for a period of 60 seconds, the overcurrent
relay will operate to trip the ACB.
a) The start signal is sent to the generator and the generator starts.
When the voltage has built up, the PMS designates the generator 4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
as ‘running’. If the generator fails to start within 60 seconds, the
alarm ‘DG START FAIL’ is raised and the generator is then If the generator current exceeds 300% of the maximum rated current (4,337A),
start-blocked. the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,400% of maximum
b) The generator’s speed is stabilised at the rated speed by rated current (20.426kA) the ACB will trip instantaneously (zero time delay).
automatic operation of the governor and synchronisation occurs.
5. Abnormality Due to Reverse Power
c) The generator ACB closes.
If there are abnormalities in the output of an engine during parallel operation,
it may cause the generator to function as a motor, due to the power it receives
d) Automatic load sharing is initiated and the load is shared with
from the other generator(s) through the common busbar. The effective reverse
the existing on-load generator(s).
power will then flow through the connected circuit.
If this reverse power reaches a level of 10% (91kW) for a period exceeding 10
seconds, the reverse power relay is triggered and will trip the ACB.

2.13.3 ELECTRICAL DISTRIBUTION

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2.13.4 SHORE POWER Procedure for the Operation of Shore Power Reception Procedure for Transfer from Shore Supply to Main Diesel Generator
a) Isolate the emergency generator to ensure that it does not start. a) Isolate the emergency generator to ensure that it does not start.
Shore power supply: 440V AC, 3 phase, 60Hz
Maximum current: 800A b) When it is intended to receive power from the shore, confirm the b) Isolate all non-essential services. Ensure the sequential restart
SHORE POWER AVAILABLE indicator lamp is illuminated at system is still isolated. Reduce load at the main switchboard to
the shore connection box. the absolute minimum.
Introduction
c) Isolate all non-essential services, including the sequential restart c) Ensure the main switchboard GENERATOR CONTROL MODE
A shore connection box is provided in the emergency generator room on A deck
system. Reduce load at the main switchboard to the absolute switch is still set to the MANUAL position. This is to ensure
to accept electrical power supply cables during refit. The shore connection box
minimum. that no main generators start when the vessel blacks out.
connects, via a breaker, to the emergency switchboard shore panel, where a
further breaker connects it to the main/emergency switchboard bus tie line.
d) Set the main switchboard GENERATOR CONTROL MODE d) Run up the selected main generator on local control.
switch to the MANUAL position. This is to ensure that no main
When on shore power, the emergency switchboard can be supplied as normal
generators start when the vessel blacks out. e) At the synchronising panel, turn the SYNCHROSCOPE and
through the main/emergency switchboard bus tie circuit breakers.
FREQUENCY/VOLTMETER switch SYS to the incoming
e) Check the shore supply voltage by turning the VOLTAGE and generator’s position (G1, G2 or G3).
Monitoring lamps and a kilowatt/hour meter for the shore supply are located
FREQUENCY meter selection switch to the SHORE position.
on the shore power section of the emergency switchboard.
The voltage should be 440V. f) Adjust the frequency to 60Hz by means of the GOVERNOR
CONTROL switch on the synchronising panel. The rated values
A phase sequence monitoring system is fitted at the shore connection box.
f) Check the phase sequence is correct. are indicated by red marks on the corresponding meters.
The phase sequence should be checked before connecting shore power to the
switchboards. When the shore supply has been connected at the box, it should
g) At the main switchboard, open all the generator ACBs. The g) Turn the CHECK SYNCHRONISING OVERRIDE switch to
be switched on ashore and the PHASE SEQUENCE TEST pushbutton pressed.
vessel blacks out. the ON position. The check synchroniser is overridden, allowing
If the phase sequence is correct, the CORRECT lamp will illuminate. If the
the generator to connect to the bus without synchronising.
sequence is found to be incorrect, the WRONG lamp will illuminate. In this
h) Close the breaker for shore power at the shore connection box.
case, the shore supply must be isolated and two supply phases changed over.
h) Open the main/emergency switchboard bus tie breaker at the
The supply should then be reinstated and the phase sequence checked again.
i) Close the shore supply breaker at the emergency switchboard main switchboard. The main switchboard blacks out.
shore power section.
A SHORE POWER AVAILABLE lamp and a SHORE BREAKER ON lamp
i) Turn the generator BREAKER CONTROL switch to the CLOSE
are also fitted to the connection box.
j) Close the main/emergency switchboard bus tie breaker at position. The ACB closes and the generator supplies the main
the emergency switchboard. The shore supply now feeds the switchboard. The ACB CLOSED LAMP is illuminated on the
At the main switchboard synchronising panel, a further SHORE POWER
emergency switchboard. generator panel and the synchronising panel GSL.
AVAILABLE lamp and a SHORE BREAKER ON lamp are also fitted.
k) Close the main/emergency switchboard bus tie breaker at j) Check the voltage and adjust the frequency to 60Hz. Supply
The kilowatt/hour meter is provided to measure and record the power consumed
the main switchboard. The shore supply now feeds the main main lighting, fire detection, etc.
by the vessel when on shore supply.
switchboard.
k) At the emergency switchboard, open the shore supply
Interlocking is provided between the ship’s main generator ACBs, the
l) Proceed to supply essential services such as fire detection, breaker, the emergency switchboard blacks out. Close the
emergency generator ACB and the shore supply breaker. The shore supply
lighting etc. main/emergency switchboard bus tie breaker. The emergency
breaker cannot be closed if any generator ACB is closed. Conversely, none
switchboard is now back to its normal supply.
of the ship’s generator’s ACBs can be closed if the shore supply breaker is
m) If no maintenance is scheduled for the emergency generator, it
closed. This arrangement prevents the shore supply being paralleled with any
may be left on automatic standby. The emergency generator will l) Change the PMS mode to automatic, if required. Supply
other supply.
then feed emergency lighting, etc, in the case of failure of the emergency and main consumers as required.
shore supply.
m) Ensure the emergency generator is returned to normal automatic
n) The shore supply should be closely monitored to ensure the start.
800A current limit is not exceeded.
n) Isolate the shore supply from ashore, switch off at the shore
connection box and remove cables.

Illustration 2.13.5a Main Alternators

Main Switchboard
Main Switchboard Reference/Power Line

SYNCHRONISING PANEL
IL
Local/Manual Control
Generator
ACB
No.3 GE No.2 GE No.1 GE Power/Current Auto Synchronising
EL EL EL SLA SBO EL: Earth Lamps ACB Control
Measuring Unit
VAR VAR VAR OHM DFM SBO: Shore Breaker On No Volt,
WM: Generator Wattmeter Overload,
VAR: Generator VAR Meter High/low
OHM: Insulation Resistance Meter Load Signals
WM WM WM SY DVM SY: Synchroscope From Other
DFM: Double Frequency Meter Generators Power Management
DVM: Double AC Voltmeter System Engine Local
GSL: Group Signal Lamp Panel Control Panel
SYL: Synchronising Lamps
Power
SYS: Synchroscope Selection Switch
Management
ECS: Generator Engine Start/Stop Switch
Reference and
CS: Generator ACB Control Switch
SYL Governor Engine Stop/Start Supply Lines
GS: Governor Control Switch (Raise/Lower)
GSL GSL GSL GSL Control
ELT: Earth Lamps Test Pushbutton Control
M A M A M A
GCM: Generator Engine Control Mode Switch
ECS ECS ECS
ELT ESBD ACB: Emergency Switchboard Bus-Tie ACB
MCSD: Manual Check Synchronising Device
O C O C O C ILS: Light Switch Inside Panel for Maintenance
CS CS CS SY ESBD Current
ACB ILS Sensing 3 Phase
L R L R L R 440V 60Hz
GS GS GS GCM Output
MCSD
Alternator AVR 4
Diesel Engine
Manual VoltageTriming 2 Governor
Synchronising Panel 22 Alternator Key
25
11 24 1. Frame
GENERATOR PANEL
2. External Equipment Housing
AC45OV 3Ø 60Hz 1137.5kVA 3. Earthing Terminal
8 4. Housing Cover
5. Shaft: Prime Mover
6 Access to 6. Fan
7. Diesel Engine End Shield
23 AVR Excitation 15
Rotating
Rectifier 8. Air Guide
7 16 9. Free End End Shield
VR Discharge
9 10. Stator Core
SL11 SL12 SL13 Rotor Resistor Diodes Exciter Rotor 11. Stator Winding
Winding
12. Rotor Core
21
GA GV Generator Panel Key 13. Damper Winding
14. Rotor Winding
SL11: Generator Run Indication 15. Exciter Stator Core
SL12: ACB Open Indication 16. Exciter Stator Winding
SL13: ACB Closed Indication 17. Exciter Rotor Core
RHM GA: Generator Amp Meter 18. Exciter Rotor Winding
SL GV: Generator Voltmeter 19. Rotating Rectifier
SL: Space Heater On Indication 20. Rectifier Lead to Rotor Winding
RHM: Running Hour Meter Alternator Rotor Electrical Diagram 5 21. NDE Sleeve Bearing
SHS: Space Heater On/Off Switch 22. Air/Water Cooler
SHS AB AS: Ammeter Phase Selector Switch 17 23. Generator Side Automatic
AS VS 1 14 13 3 10 12 20 19
VS: Voltmeter Phase Selector Switch Voltage Regulator
AB: Abnormal Reset Button 18 24. Current Transformers
Generator Panel Hyundai HFJ5 Alternator 25. Air Opening

2.13.5 MAIN ALTERNATORS excitation levels are boosted for heavy loads and reduced for light loads. This
provides a constant output voltage independent of load levels. Initial voltage
Specification build-up is via residual magnetism in the rotor.
Maker: Hyundai
The automatic voltage regulator (AVR) is contained within the generator
Type: HFJ6 564-84K-SB
section of the main switchboard. The AVR’s associated current transformers
Capacity/rating: 450V AC, 3 phase, 60Hz, 910kW, 1,459A, and diodes are located within the generator cover, access is via a bolted plate
1,137.5kVA, 0.8pf, 8 pole in the housing.
Speed: 900 rpm
IP rating: IP44 An external manual voltage regulator, VR1, is fitted inside the generator panels
at the main switchboards.
Weight: 5.3 ton
Rotor weight: 1,865kg The electrical power system, fed by the generators, is designed with
discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.
Introduction
In any case where two or more generators are on load, one generator has
Three main diesel driven alternators are fitted. They are all of the totally
enough capacity to supply the total load after the operation of the preferential
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type.
and forced trips.
Alternator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooling air temperaure can be Main Alternator Circuit Breakers
monitored via the alarm and monitoring system. The cooler is fitted with Maker: Hyundai
double-walled tubes to reduce the chances of leakage. The space between the Model: AT16
tubes drains to chambers where leak detectors will activate an alarm if a water Type: Air circuit breaker
level is detected. Protection: AOR-1BS-AS protection unit
A space heater is fitted, which is energised when the generator circuit breaker The main alternators supply the main switchboard via a 3 phase motor charged
is open. This protects against internal condensation during shut down periods. Air Circuit Breaker (ACB). The ACB has closing springs that are automatically
charged after each closing cycle by an internal motor. In the case of a motor
There are 6 embedded PT100 sensors fitted to monitor the stator temperature failure, the springs may be manually charged using the charging handle on the
in each phase winding, 3 are in use and there are 3 spare. These temperatures front face of the ACB. The ACB is fitted with an Undervoltage Trip (UVT)
are monitored via the alarm and monitoring system and will raise alarms when device. Controlled tripping is carried out from the overcurrent protective
the temperature set points are exceeded. device. The trip levels may be adjusted at his unit.
Bearings The ACB is of the withdrawable type; it may be partially removed to the TEST
position for testing or completely withdrawn to the ISOLATED position for
The non-drive end bearing is a self-lubricated sleeve bearing. The bearing is
maintenance purposes. In the TEST position, the auxiliary control contacts
fitted with a PT100 sensor to monitor the bearing temperature. This will raise
are connected but the main contacts are isolated so the ACB can be operated
an alarm via the alarm and monitoring system when the temperature set point
without any electrical problems. In the ISOLATED position, the auxiliary
is exceeded.
control contacts and the main contacts are isolated
Electrical The ACBs are normally operated remotely via the main switchboard BREAKER
CONTROL switches or automatically via the PMS. They can also be operated
The on-load voltage is kept constant by the AVR which regulates the excitation
locally at the ACB using the front panel buttons, in an emergency.
current to the exciter. Output power from the alternator stator is fed into a
current/voltage compound transformer and the output of this is regulated
and fed through the exciter stator windings. The magnetic field in the exciter
stator induces AC into the exciter rotor, which is rectified by the rotating
diode rectifier set and passed to the main rotor DC windings. In this way the

Illustration 2.13.6a Emergency Alternator 24V

Starting
Battery
EMERGENCY SWITCHBOARD
BUS TIE & SHORE PANEL 1 - Source Indication
2 - Battery Low Voltage Alarm
3 - Equalisation Lamp
4 - Equalisation- Float Switch
Mains Monitoring 5 - Float Indication Lamp
Emergency Generator BATTERY CHARGER
MΩ Emergency Generator
Engine Control Panel
ACB
EL EL EL ES
1 2
ACB Control
GA GW GV FM A V
2 3 4 5 6 7 8
3 5
9 10 11 12 13 14 15
4
Voltage/Current
AS11 VFS11 Monitoring
Control
EGT
16 17 18 19
GAU Excitation
Off On M A
20 21
SL16 SL11 SL21
22 23
SL12 SL13 3-11L 3R-28 SL22 SL23 Key

O C
EL: Earth Lamps
ES: Earth Lamp Test Button 2 - Source Indication
MΩ: Insulation Resistance Meter 3 - Automatic Start Standby
CS11 SL14 SHS RHMHM
GA: Generator Ammeter 4 - Generator Running Lamp
GW: Watt Meter 5 - LO High Temperature Indication
GV: Generator Voltmeter 6 - LO Low Pressure Indication
VR Engine Control/
7 - Cooling Fresh Water High Temperature Alarm
AS11: Ammeter Selection Switch Alarms/Monitoring
8 - Cooling Fresh Water Low Pressure Alarm
ACB ACB VFS: Voltage and Frequency Meter Selection Switch
9 - Battery Charger AC/DC Source Failure Alarm
GAU: Group Alarm Unit
10 - Start Failure
SL16: Emergency Generator Automatic Standby Lamp
11 - Overspeed Trip Activated
SL11: Emergency Generator Run Indicator
12 - Cooling Fresh Water High Temperature Trip Alarm
SL12: ACB Open Indication
13 - LO Low Pressure Trip Alarm
SL13: ACB Closed Indication
14 - Battery Low Voltage Alarm
SL21: Main Source Indication
15 - Spare
3-11L: Lamp and Buzzer Test Button
16 - Start Pushbutton
3R-28: Flicker Stop and Abnormal Reset
17 - Stop Pushbutton
SL22: Bus-Tie ABC Open
18 - Reset Pushbutton
SL23: Bus-Tie ACB Closed
19 - Lamp and Bell Test Pushbutton
RHM: Running Hour Meter
20 - Bell Stop
CS11: ACB Open/Close Switch
21 - Emergency Stop Pushbutton with Lock Pin
SL14: Space Heater Indication
22 - Power Source, On/Off
SHS: Space Heater On/Off Switch
23 - Manual - Automatic Selection Switch
SA: Shore Power Available Starter Motor
SBF: Shore Breaker Off
EGT: Emergency Generator Test Switch
HM: Hours Meter
Emergency
Generator
Emergency Switchboard Generator Panel

2.13.6 EMERGENCY ALTERNATOR c) The operator presses the START pushbutton at the generator switchboard is closed. The main/emergency switchboard bus tie
engine control panel. The generator starts via the battery ACB at the main switchboard is open.
Maker: Leroy Somer operated starter.
Type: LSA M47.1 L10 b) The main switchboard recovers mains power from the
Capacity/rating: 450 volt, 3 phase, 60Hz, 350kW, 561A, 437.5kVA, d) When the emergency generator speed >700 rpm and voltage is connection of one main generator. The MAIN SOURCE lamp
0.8pf, 4 pole established, the GENERATOR RUNNING lamp is illuminated is illuminated on the emergency switchboard.
on the engine control panel.
Speed: 1,800 rpm c) At the main switchboard synchronising panel, turn the
Heating: 220V, 250W e) The operator turns the ACB control switch to the CLOSE SYNCHROSCOPE and FREQUENCY/VOLTMETER switch
position. The ACB closes and the ACB CLOSED lamp and SYS to the incoming emergency generator position (EG). Align
Introduction is illuminated on the emergency switchboard. The emergency the frequency of the emergency switchboard and generator with
generator now feeds the emergency switchboard. that of the main switchboard, using the governor control switch
A self-contained emergency diesel generator, rated at 350kW, is fitted in and observing the dual frequency meter.
The operator reverses the above procedure to shut down the generator, pressing
the emergency switchboard room on A deck for use in an emergency. The
the STOP pushbutton at the generator engine control panel to stop the generator d) Once the voltage and frequency of both systems is identical,
generator is of the self-excited, brushless type and can be set for manual or
when completed. check the synchronous state by means of the synchroscope.
automatic operation. Automatic (AUTO) is normally selected, with manual
being used for testing the generator. Use the synchroscope and the generator governor control to
Emergency Generator Automatic Start and ACB Closure onto Dead Bus synchronise the two systems. The check synchroniser should be
The emergency switchboard is normally supplied from the main 440V left active for safety, if possible.
a) The emergency generator and switchboard are normal, the
switchboard. When AUTO is selected, the emergency generator is started generator engine control panel 24V DC power is switched
automatically by detecting zero-voltage on the emergency switchboard e) At the point of synchronism, turn the main/emergency bus tie
ON. The EMERGENCY GENERATOR STANDBY lamp and ACB control switch to the CLOSE position.
busbar. The emergency generator Air Circuit Breaker (ACB) will connect the MAIN SOURCE lamps on the emergency switchboard
automatically to the emergency switchboard after confirming the continuation generator panel are illuminated.
of zero-voltage. The emergency generator is designed to restore power to f) After 0.5 seconds, the emergency generator ACB opens at the
the emergency switchboard within 45 seconds. The bus tie breaker on the emergency switchboard. The main switchboard now supplies
b) The operation switch at the generator engine control panel is set the emergency switchboard.
emergency switchboard, which connects to the main 440V switchboards, is to AUTOMATIC.
opened automatically when zero-voltage is detected on the switchboard bus.
g) The emergency generator can be stopped locally.
c) The main switchboard bus tie breaker opens due to a no volt
The alternator’s automatic voltage regulator is fitted within the alternator situation (main switchboard blackout).
terminal cover. There is a potentiometer inside the generator cubicle to enable Emergency Generator Automatic Start Test Procedure
the voltage to be manually adjusted. The AVR is powered from a rotor-mounted d) The emergency switchboard bus voltage drops to zero. The There is an emergency generator TEST switch located inside the emergency
Permanent Magnet Generator (PMG). emergency generator receives a start command. generator panel to test the generator’s operation. The switch has two positions;
NORMAL and TEST. The test switch should always be in the NORMAL
The generator is fitted with a space heater to prevent condensation when the e) When the emergency generator speed >700 rpm and voltage position whilst the ship is at sea.
generator is stationary or idling. The heater is interlocked with the generator is established, the EMERGENCY GENERATOR RUN lamp is
ACB. The windings are protected and monitored against high temperature by illuminated on the emergency switchboard. When the switch is turned to the TEST position, the emergency generator is
embedded sensors, one in each phase, which will activate a protection relay in
started and the main/emergency bus tie ACB at the emergency switchboard
the case of over-heating. f) If the emergency switchboard bus voltage is still zero, the opens. The emergency generator ACB then closes supplying the emergency
emergency generator ACB closes and the EMERGENCY switchboard.
The generator has sufficient capacity to enable the starting of the required GENERATOR ACB CLOSED lamp is illuminated. The
machinery to power up the vessel from a dead condition. emergency generator now feeds the emergency switchboard. The above procedure interrupts the supply to all emergency consumers,
consequently it is important that the bridge and ECR are informed beforehand
Manual Emergency Generator Start and ACB Closure onto Dead Bus Main Switchboard Power Restoration and the necessary precautions taken.
a) The emergency generator and switchboard are normal, the The following is the procedure to manually change the emergency switchboard
generator engine control panel 24V DC power is switched ON. The emergency switchboard is returned to normal manually, the supply to
back to normal supply after the restoration of mains power:
emergency consumers will again be interrupted.
b) The engine control panel emergency generator operation switch a) The emergency generator supplies the emergency switchboard.
is set to MANUAL. The main/emergency switchboard bus tie ACB at the emergency

2.13.7 FORCED AND PREFERENTIAL TRIPPING AND Illustration 2.13.7a Preferential Tripping
SEQUENTIAL RESTARTING
Forced Tripping 1 Preference Trips

10 Seconds
1P-007 No.1 Packaged Air Conditioning Plant for the Main Switchboard Room
The Power Management System (PMS) matches the generator capacity to the
power requirements of the vessel. However, should an overcurrent occur due to 1P-010 No.1 Air Conditioning Plant
the abnormal tripping of a generator when two or more generators are running 1P-011 No.3 Air Conditioning Plant
in parallel, then the following consumers linked to the forced tripping action No.1 440V
will be shed immediately. Feeder Panel 1P-019 Refrigeration Provision Plant
1P-024 Control Panel for No.1 Generator Engine Jacket Preheater

Circuit Number Description 1P-025 Control Panel for No.3 Generator Engine Jacket Preheater
1P-001 No.1 forward deck hydraulic machinery pump
1P-002 No.2 forward deck hydraulic machinery pump 2P-007 No.2 Packaged Air Conditioning Plant for the Main Switchboard Room
1P-003 No.3 forward deck hydraulic machinery pump No.2 Air Handling Unit
2P-008 No.3 Power Distribution Board (Engine Room 440V Distribution) Control Panel for Provision Crane Starter
1P-010 No.1 air conditioning plant Control Panel for Rescue Boat Davit Starter
1P-011 No.3 air conditioning plant No.2 440V 2P-010 No.2 Air Conditioning Plant
Feeder Panel
1P-019 Refrigeration provision plant 2P-011 Transformer for Galley/Laundry AC 440/440V 120kVA Distribution Board (2PD)
1P-013 No.1 auxiliary boiler power panel 2P-020 Transformer for Galley/Laundry AC 440/220V 90kVA Distribution Board (9LD)
1GP-015 No.1 ballast pump
2P-020 Transformer for Room Unit Heater AC 440/220V 60kVA (5PD)
2GP-015 No.2 ballast pump
2P-001 No.1 aft deck hydraulic machinery pump 2P-025 Control Panel for No.2 Generator Engine Jacket Preheater
2P-002 No.2 forward deck hydraulic machinery pump

No.2 Local Group 2GP-019 Engine Room Welding Space Exhaust Fan
2P-003 No.3 aft deck hydraulic machinery pump
Starter Panel
2P-010 No.2 air conditioning plant 2GP-023 Toilet Exhaust Fan
2P-013 No.2 auxiliary boiler power panel

3GP-001 Galley and Pantry Exhaust Fan
3GP-002 Galley Supply Fan

Preferential Tripping
3GP-003 Dry Provision Store Exhaust Fan
If the current on a running generator exceeds 1,750.8A (120%) for a period 3GP-004 Sanitary Space Exhaust Fan
exceeding 10 seconds, the PMS will initiate the release of the preferential
tripping, thereby providing protection against the overcurrent which would No.3 Local Group 3GP-005 Hospital Space Exhaust Fan
otherwise trip the ACB. Starter Panel
3GP-006 Reception and Conference Room Fan
When normal conditions resume, the breakers indicated in the following 3GP-007 Officer's Lounge Fan
illustration must be manually reset. 3GP-008 No.1 Air Handling Unit
The consumers’ circuit breakers are fitted with undervoltage trips whose supply 3GP-010 Control Panel for Food Lift
is interrupted by tripping relays activated by the PMS. The list of consumers
3GP-011 Unit Cooler for Galley
is shown on the right.
3GP-021 Provision Crane
Preferential tripping is accompanied by an alarm on the machinery alarm
system.

Sequential Restart
Illustration 2.13.7b Sequential Restarting
The PMS system will automatically restart the required machinery to restore Full Blackout
power to the vessel. To fulfil this requirement, at least one diesel generator (Zero Volts at all Main Switchboards)
must be left in the automatic standby mode. Power is Restored to the Main Switchboard - Sequence Starts
Time Consumer Capacity (kW)
The essential machinery is started automatically according to the sequence
0 Seconds
shown on the right. The sequence is started when power is restored to the 440V
main switchboard. Lighting
Navigation Equipment and Communication Equipment
The restart sequence is usually left enabled, however, the operator may disable 0 Steering Gear 60.kW
Seconds Main Engine and Generator Engine Fuel Oil Supply Pump 3.5kW
the sequence and if the sequence is disabled, an ‘auto start sequence disabled’
Main Engine and Generator Engine Fuel Oil Circulating Pump 4.6kW
alarm is raised. The sequence is automatically halted in the case of another
blackout.
5 Seconds
Motors that were selected for duty before the blackout will be automatically 5
Main Engine Lubricating Oil Pump 90kW
Seconds
returned to duty when power is restored. Similarly, motors selected for standby
will automatically return to standby. If the machinery designated for duty 5 Seconds
does not restore normal system conditions, such as pressure, within a preset
Main Engine Jacket Cooling Water Pump 22kW
time, the standby motor will cut in automatically. If power is only restored 10
Seconds Main Engine Cylinder Lubricator Pump 2.2kW
to the emergency switchboard, motors whose supply is from the emergency
Stern Tube Lubricating Oil Pump 2.0kW
switchboard will start irrespective of any previous selection.
5 Seconds
15
Low Temperature Fresh Water Pump 75kW
Seconds
5 Seconds
20 Main Cooling Sea Water Pump 65kW

Seconds
5 Seconds
25 Auxiliary Boiler Feed Water or Economiser Feed Water Pump 65kW

Seconds
Auxiliary Boiler Water Circulating Pump 3.7kW
5 Seconds
Condensate Water Pump 7.5kW

30
Inert Gas System Deck Seal Pump 3.7kW
Seconds
Control Air Compressor 18.5kW
5 Seconds
35
No.2 Engine Room Ventilation Fan 18.5kW
Seconds
5 Seconds
40
No.4 Engine Room Ventilation Fan 18.5kW
Seconds
5 Seconds
45
No.1 Main Engine Auxiliary Blower 90kW
Seconds
5 Seconds
50
No.2 Main Engine Auxiliary Blower 90kW
Seconds

2.13.8 UNINTERRUPTED POWER SUPPLY (UPS) AND The general use battery charger in the converter room has two 440V supplies, to equalising charge and this rapidly charges the battery. As soon as the battery
BATTERY SYSTEMS one from the emergency switchboard 440V feeder panel (EP-006)and one from becomes fully charged, it reverts to floating charge. The charge performed after
the main switchboard 440V feeder panel. the recovery from a power interruption is controlled by the silicon controlled
The ship’s emergency power requirements are supplied by the emergency rectifier (SCR) control system, which protects the battery and charging circuits
switchboard network, see illustration 2.13.3b for a detailed list of emergency The board contains the following equipment: from excess current.
consumers. • 24V DC voltmeter for feed, battery and rectifier monitoring
Maintenance
Essential general service low voltage equipment is supplied from the battery • Ammeter for feed, battery and rectifier monitoring
charger/24V DC distribution board. This is located in the converter room on The 24V charge/discharge board is designed for continuous operation and is
• Earth leakage monitoring
D deck. practically maintenance free. However, the unit should be kept clean and dry
• Isolation switches and a visual inspection of connection integrity, cable condition etc, made once
The Lyngsø machinery control equipment is supplied from a dedicated battery • Alarm function test facilities a year. At this time the charging voltage should be checked using a high quality
charger/24V DC distribution board. This is located in the main switchboard digital voltmeter.
• Indicator lamps for the normal and emergency power supplies
room.
All the ship’s batteries should be kept clean and dry. The battery poles and
The charger is fitted with a battery voltage monitoring facility which will raise connections must be kept covered with acid free vaseline. The cell voltages
The radio/GMDSS equipment is backed up by a separate radio use battery
an alarm if the battery voltage moves above or below a preset level or the should be checked and logged once a month and the connection terminals
system. The back-up batteries are located in the battery room on E deck. The
battery current rises above a preset level. The unit is also fitted with charger checked for tightness once a year.
radio use batteries are made by Sonnenschein of 2 sets of 4 x 6V batteries (24V
failure, mains failure and earth fault alarms.
total) of 100Ah capacity.
When an earth is present on an outgoing circuit, the earth leakage alarm will Engine Room (Lyngsø) UP System
A separate 24V battery and charger system is provided for the emergency
sound. Operation of the earth test pushbutton will cause one earth lamp to The uninterupted power supply control box is located at the aft outboard
generator starting arrangements; this is located in the emergency generator
glow bright and the other earth lamp to dim. Careful isolation of the outgoing bulkhead in the main switchboard room and provides backup power for the
room on A deck.
circuits (mindful of essential consumers), will locate the faulty circuit, the engine room (Lyngsø engine safety and monitoring system). This system is
lamps returning to equal brilliance and the alarm clearing once the faulty dedicated to the Lyngsø system and provides up to 30 minutes of power in the
The 24V converter room systems consist of a battery charge/discharge
circuit is isolated. event of failure of the main power supply system to the Lyngsø control. The
distribution board backed up by 2 separate 24V (12 x 2V) batteries. These
battery charger supply comes from the emergency switchboard 220V panel
provide a smooth changeover to a constant power source upon loss of the
EL-006.
ship’s main or emergency power. The 24V batteries are normally on a floating Operating Procedure
charge, with the rectifier supplying the load.
The battery charger is a fully automatic charging device which automatically Maker: Hyundai
General Service Battery System 24V Batteries charges the 24V storage battery. Voltage (supply): 220V AC, 60Hz
Voltage output (floating): 24V DC
Battery: Lead-acid sealed The charger has a facility to adjust the charging voltage. This, however, should Rated current: 22A DC, UPS 30 min
Type: Sonnenschein 40P2V not be altered once the charger has been commissioned.
Battery: AC12V, 22Ah x 2
Capacity: 24V, 200Ah/10h
Voltage (nominal): 2V each, 24V total The duty battery should be changed over once per month by operation of the
battery changeover switch.
Voltage (max): 26.4V
Voltage (min): 21.8V
Floating and Equalising Charge Modes
Number of cells per set: 12
While the storage battery is fully charged, it is subjected to a floating charge. In
this condition, the charger supplies the 24V system with power. During periods
General Servicve Battery System 24V Charger/Discharger Boards of high demand and failure of the power source, the battery will take over.
Maker: Hyunjin A constant voltage is applied to the battery regardless of any load, power or
temperature variation and the charging current varies according to the charged
Voltage (supply): 440V AC, 60Hz
state, thus maintaining the battery in a fully charged condition.
Voltage output (floating): 26.5DC
Rated current: 60A DC If the battery has been subjected to a period of duty due to power failure, on
Rating: Continuous restoration of the power supply, the battery charger is automatically transferred

Illustration 2.13.9a Impressed Current Cathodic Protection
Profile
Remote Readout Unit
Engine Control Room Forward Power Supply Unit
Bosun's Store
No.5 Cargo Oil Tank
Deck Store
(Port&Starboard)
Bosun
Store
No.6 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port&Starboard) (Port&Starboard) (Port&Starboard) (Port&Starboard) (Port&Starboard)
Engine
Room
Pump
Room
-5 0 10 20 30 40 50 55 60 65 70 75 80 85 90 95 100 105 110 115

100A Anode Reference Anode
200A Anode Reference Anode Frame 102 + 1/2 Frame 112 + 1/2
Frame 21 +1/2 Frame 33 +1/2 Port and Starboard Port and Starboard
Port and Starboard Port and Starboard
Port
200A Anode Reference Cell 100A Anode Reference Cell
Focsle Distribution Board

LGSP No.6
Input Remote Monitoring Unit Input
440V AC 440 V AC
CECR
Aft Controller Forward Controller

Power Unit Power Unit
Input
440 V AC
200A Anode Reference Cell 100A Anode Reference Cell

Starboard

2.13.9 CATHODIC PROTECTION SYSTEM Operation Propeller and Rudder Stock Earthing
Maker : Korea Cathelco Ltd. Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
Type: Impressed Current metal and anodes, insulated from the hull, but in contact with the sea water. fitted and bonded to the ship’s structure. In the case of the shaft, a slip ring
Power supply: AC 440V, 60Hz, 3ph The electrical potential of the hull is maintained more negative than the is clamped to the shaft and is earthed to the hull via brushes. A second set of
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control brushes, insulated from earth, monitors the shaft mV potential and this signal
is necessary over the flow of impressed current, which will vary with the ship’s is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
The vessel is provided with an Impressed Current Cathodic Protection speed, salinity and temperature of the sea water and the condition of the hull cleaned on a regular basis.
(ICCP) system. This method of corrosion protection automatically controls paintwork. If the potential of the hull is made too negative with respect to
electrochemical corrosion of the ship’s hull structure below the waterline. the anode, then damage to the paint film can occur electrolytically or through The rudder stock is earthed via a 70mm2 flexible earth cable between the deck
Cathodic protection can be compared to a simple battery cell, consisting of two the evolution of hydrogen gas between hull steel and paint. The system on head and rudder stock to minimise any electrolytic potential across bearings
plates in an electrolyte. One of the battery plates in the electrolyte will waste this vessel controls the impressed electrical current automatically to ensure and bushes.
away through the action of the flow of electrical current if the two battery optimum protection. Current is fed through four titanium electrodes, two
electrodes are connected electrically. When two metals are immersed in sea situated at the forward end and two at the and aft end of the ship. The titanium Routine checks:
water, which acts as the electrolyte, one of the metals acts as the anode and prevents the anodes themselves from corroding and the anode surfaces are
will waste away. Which metal, in any pair, acts as the anode depends upon their • Record the total current on a daily basis.
streamlined into the hull. Fixed zinc reference electrodes, two forward and
relative positions in the electrochemical series but steel will act as an anode to two aft are used to compare the potential of the hull with that normally found
copper, brass or bronze. The strength of the electric current generated in the between unprotected steel and zinc electrodes. Sufficient current is impressed • Check the reference electrode voltage on a daily basis.
corrosion cell, and hence the rate at which wastage takes place, depends upon via the anodes to reduce this to a level of between 150 and 250mV.
the metals involved and the strength of the electrolyte. • Check and clean the propeller shaft slip ring and brushes every
month.
If a third electrode is added to the cell and a current is made to flow then Electrical Installation
the new third electrode acts as the cathode and the old anode will act as the Two sub-systems consisting of a Controller Power Unit, reference electrodes
• Inspect the rudder stock earth strap every month.
new cathode. This is how an impressed current cathodic protection system and anodes are installed, one forward and one aft. They are data connected
functions. When a vessel is fitted with ICCP the hull steel is maintained at to a central remote monitoring unit mounted in the main switchboard room.
an electrical potential more negative that the surrounding sea water. For this System status readings are available at the monitoring unit and these should be • Inspect and clean control unit cooling fans and grills every three
reason, loading and discharging terminals normally comply with the ISGOTT inspected and logged each day. months.
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which
states, referring to IMO recommendations for the safe transport, handling and These control units are also equipped with an alarm to give warning of any
storage of dangerous substances in port areas, that ship shore bonding cables system abnormalities.
should be discouraged. High currents that can occur in earthing cables and
metallic connections are avoided. These are due to potential differences between
ship and terminal structure particularly due to the residual potential difference Aft System
that can exist for up to 24 hours after the shipboard ICCP has been switched
off. These terminals usually utilise insulating flanges on hose connections to The aft system has a power supply and control unit fitted in the engine room
electrically isolate the ship and terminal structure. During preparations for which feeds two 200A anodes, one port and one starboard. The control
berthing at terminals where such insulation is not employed, or where earth unit receives reference levels from two reference cells, one port and one
connections are mandatory by local regulation, or when bunker barges come starboard.
alongside, the ICCP should be switched off at least 24 hours in advance.
The aft unit is supplied from the engine room 440V distribution board.
Fresh Water Operation

Forward System
When the vessel enters a river estuary the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water. The forward system has a power supply and control unit fitted in the bosun’s
Normally this would cause the voltage output to increase to compensate for store which feeds two 100A anodes, one port and one starboard. The control
this. This would be accompanied by very low current levels and the reference unit receives reference levels from two reference cells, one port and one
electrode potentials may indicate under protection. However, in this system, the starboard.
output is taken care of by the computer and the system will automatically return
the hull to the optimum protective level when the vessel returns to sea water. The forward unit is supplied from the 440V distribution board No.6 LGSP
located in the focsle.

2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment
2.14.6 Incinerator and Garbage Disposal
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Unit
2.14.5a Sewage Treatment System
2.14.5b Sewage Treatment Tank
2.14.6a Incinerator
WG002 To ODMS
Illustration 2.14.1a Domestic Fresh Water System In Incinerator
Cleaning
Deck Connections Room
WG003 Water Supply WF507
To and From Accomodation
For Nozzle For Nozzle Lifeboat Flushing
IGS and Fan Room
LI LT LT LI Flushing Flushing (C-Deck Centre)
1627 WG004 for IGS Blower
1629 1623 1625 Port Starboard
WP006 Cleaning Casing System
WP018 WG054F
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh To H/T L/T Fwd
Water Tank Water Tank Water Tank Water Tank WG052
Expansion Tank Safety Shower and
(S)(178.8m³) (S)(71.5m³) (P)(71.5m³) (P)(178.8m³) Eye Wash
LI LI LI WG005
WP025 WP027 (in Chemical Store)
Engine Store WG053
LAL WP LAL LS LAL WP LAL Emergency
LI WP026 WP026
1624 019 1626 1624 007 1626 To Rehardening Filter Generator Room
for Backwashing
WG043
Drinking Water WG006 Economiser
WG055F WG056F
Fountain Workshop
WH003
2nd Deck
To Boiler Water Sampling WG042
WH WH Cooler Near Economiser
WP016 004 005 Engine Room Toilet
To Bilge To Bilge
Primary Tank WP009 Primary Tank PI PI To Grease Main Engine
Trap Soot Drain Tank
To Local Fire
Fighting Pump
Control Unit Drinking Water WG013
Panel No.1 In Purifier
WP008 WP005 Fountain Room
FI 3rd Deck No.2 WG014
FS WH WH
Steriliser Ion Type
006 007 4th Deck (S)
(2.0m³/h)
WP WG014
To Stern To Cascade 035 Compressed Air WP017
Tube Tank Supply Floor (S)
Cooling WG007
WaterTank WP Calorifier Near Sewage Hold Tank
004 WH001 To Sewage Treatment Plant WG047
Rehardening Filter (2.0m³/h) 0.2m3 Dilution Water Supply
To Bilge WG040
To Generator Engine P2
Primary Tank
Exhaust Gas Uptake Drain
PI WG008
P1 PI
Auto Scum Holding Box
WP Stop/ PI PS WP015
002 Start Blackflow Preventer PI
See Illustration To Bilge
2.3.5a WG001 Primary Tank WG009
WP014 No.1
Near Cascade Tank
Fresh Water
Main Engine WG035
WP013 Hydrophore To Fresh Water Generator
WP Tank (1.0m3) Turbocharger Cleaning PI Priming Water Supply
003 AR025 Air for Soft
Blast Cleaning WG010
To Scupper No.2 Turbocharger
To Safety Shower
To Eye Wash
PI
From Fresh Water WG017 WG016 WG009 WG046
Service Line Floor (P)
WP032 To Bilge P2
To Bilge To Oily Water Separator and
Primary Tank Primary Tank Oily Bilge Pump P1 PI
WG022
Generator LO Purifier
WG030 SAH XA WG
Fresh Water WG WG
Generator 1424 1423 To Bilge WG023 028
019 018
35 Ton/Day Primary
Tank Main Engine
Air Cooler WG026 WG
PI Cleaning PI 027
WP001
WG031
WG
029
PI
Key
Chemical
Dosing TI Main Engine Air
Air Cooler Chemical
To Bilge Cleaning Tank Fresh Water
Primary Tank
To Bilge Holding WG025
Tank and Separating WG020 Electrical
Bildge Oil Tank Signal
No.1 HFO Purifier No.2 HFO Purifier No.1 LO Purifier No.2 LO Purifier

2.14 ACCOMMODATION SYSTEMS Cold water is also supplied to the calorifier where it is heated for the domestic Operation of the Domestic Fresh Water System
hot water system. The calorifier is a 200 litre thermostatically controlled
2.14.1 DOMESTIC FRESH WATER SYSTEM vertical storage and heating vessel which utilises steam or electricity to Set up the valves as shown. The description has assumed that the No.2 fresh
provide the heat. The electric heater is reserved for use when the steam plant water tank is being used.
Fresh Water Hydrophore Unit is shut down or during periods of refit. The water is heated to 70°C and is then
circulated around the ship by one of the two hot water circulating pumps. By Position Description Valve
No. of sets: 1
continuously circulating the water in this way, wastage is kept to a minimum
Capacity: 1,000 litres with water not having to be run off to get hot water through. Open No.2 FW tank outlet valve
Closed No.1 FW tank outlet valve
Hydrophore Pumps The domestic fresh water system is used to supply the following:
Open No.1 FW pump suction valve WP013F
Maker: Teikoku Machinery Works Ltd • Sanitary system
Open No.2 FW pump suction valve WP014F
No. of sets: 2 • Drinking water system
Model: MSS JU1M Open No.1 FW pump discharge valve
• Calorifier and accommodation hot water services
Capacity: 5.0m3/h at 6.0kg/cm2 Open No.2 FW pump discharge valve
• LO and FO purifier operating water systems
Closed Hydrophore discharge to domestic FW system WP015F
Hot Water Circulation Pumps • Inert gas fan washing
Open Cold water fountain (3rd deck) supply valve WP017F
Maker: Teikoku Machinery Works Ltd • Exhaust gas boiler washing
No. of sets: 2 Open Cold water fountain (2nd deck) supply valve WP016F
• HT/LT cooling water expansion tanks
Model: MSS JH1M Open Inlet valve to calorifier WH001F
• Rehardening filter back washing
Capacity: 2.0m3/h at 1.0kg/cm2 Open Inlet valve to No.1 hot water circulating pump WH004F
• Lifeboat flushing
Open Outlet valve from No.1 hot water circulating pump WH006F
• Emergency generator room
Introduction Open Inlet valve to No.2 hot water circulating pump WH005F
• Safety shower
Open Outlet valve from No.2 hot water circulating pump WH007F
Fresh water for domestic use is stored in two tanks located aft on the port side • Chemical dosing unit
of the engine room and they supply drinking water and fresh water for general Open Supply valve to accommodation hot water system WH002F
services on the vessel. The water is pumped to the tanks from the evaporators • Oily bilge water separator and oily bilge pump
Open Supply valves to engine room washbasins WH003F
via a silver ion steriliser which provides a reserve of silver ions in the water • ODMS cleaning water
maintaining it in a sterile condition during storage. The water also passes
through a rehardening filter where it has its hardness and pH value increased. • Generator engine turbocharger cleaning
Technical Water Distribution System
• Main engine turbocharger cleaning
Distilled water is also produced and is taken from distilled water tanks located Fresh water is used for a number of purposes throughout the ship and all
• Main engine air cooler cleaning
on the starboard side of the vessel and is used for boiler water make-up and systems are supplied by the hydrophore pumps via the hydrophore tank.
stern tube cooling. This aspect of the fresh water system is detailed in section • Oil bilge separator
2.3.5 Distilled Water Transfer and Distribution. • Evaporator steam heating circuit primimg system The technical water system is supplied from the hydrophore unit via a backflow
preventer.
Water is taken from the fresh water storage tanks and pumped to a hydrophore • Fire hose reels inside the accommodation block
tank from where it is distributed around the ship as fresh domestic water Position Description Valve
for human use and as technical water for use in the machinery spaces. Both The fresh water supply to the lifeboat area, ODME unit cleaning water supply
the domestic and technical water systems are supplied by the same single and the flushing water around the liferaft and rescue boat water mist canopy Open Technical water supply valve WG001F
hydrophore unit. There are two pumps which pressurise the hydrophore tank, areas are fitted with isolation valves before the respective line passes out onto
Open Backflow preventer inlet valve
one pump being the duty pump and the other switched to standby should the deck. This is in order to isolate these particular areas which are susceptible
duty pump fail. The system supplies water at a rate of 5.0m3/h and 6.0kg/cm2. to freezing when the ship is operating in cold climate areas. The lines to the Open Backflow preventer outlet valve
The water supplying technical water does so through a back flow preventer to liferaft and rescue boat areas are also fitted with a drain valve after the isolation Closed Incinerator room supply valve WG002F
stop the drinking water in the system being inadvertantly contaminated. valve to deck.
Closed IG and fan room supply valve WG003F
Ordinarily one fresh water tank is being filled by the fresh water generator Closed IG fan room for blower cleaning WG004F
while the other is in use supplying water to the ship.

WG002 To ODMS
Illustration 2.14.1a Domestic Fresh Water System In Incinerator
Cleaning
Deck Connections Room
WG003 Water Supply WF507
To and From Accomodation
For Nozzle For Nozzle Lifeboat Flushing
IGS and Fan Room
LI LT LT LI Flushing Flushing (C-Deck Centre)
1627 WG004 for IGS Blower
1629 1623 1625 Port Starboard
WP006 Cleaning Casing System
WP018 WG054F
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh To H/T L/T Fwd
Water Tank Water Tank Water Tank Water Tank WG052
Expansion Tank Safety Shower and
(S)(178.8m³) (S)(71.5m³) (P)(71.5m³) (P)(178.8m³) Eye Wash
LI LI LI WG005
WP025 WP027 (in Chemical Store)
Engine Store WG053
LAL WP LAL LS LAL WP LAL Emergency
LI WP026 WP026
1624 019 1626 1624 007 1626 To Rehardening Filter Generator Room
for Backwashing
WG043
Drinking Water WG006 Economiser
WG055F WG056F
Fountain Workshop
WH003
2nd Deck
To Boiler Water Sampling WG042
WH WH Cooler Near Economiser
WP016 004 005 Engine Room Toilet
To Bilge To Bilge
Primary Tank WP009 Primary Tank PI PI To Grease Main Engine
Trap Soot Drain Tank
To Local Fire
Fighting Pump
Control Unit Drinking Water WG013
Panel No.1 In Purifier
WP008 WP005 Fountain Room
FI 3rd Deck No.2 WG014
FS WH WH
Steriliser Ion Type
006 007 4th Deck (S)
(2.0m³/h)
WP WG014
To Stern To Cascade 035 Compressed Air WP017
Tube Tank Supply Floor (S)
Cooling WG007
WaterTank WP Calorifier Near Sewage Hold Tank
004 WH001 To Sewage Treatment Plant WG047
Rehardening Filter (2.0m³/h) 0.2m3 Dilution Water Supply
To Bilge WG040
To Generator Engine P2
Primary Tank
Exhaust Gas Uptake Drain
PI WG008
P1 PI
Auto Scum Holding Box
WP Stop/ PI PS WP015
002 Start Blackflow Preventer PI
See Illustration To Bilge
2.3.5a WG001 Primary Tank WG009
WP014 No.1
Near Cascade Tank
Fresh Water
Main Engine WG035
WP013 Hydrophore To Fresh Water Generator
WP Tank (1.0m3) Turbocharger Cleaning PI Priming Water Supply
003 AR025 Air for Soft
Blast Cleaning WG010
To Scupper No.2 Turbocharger
To Safety Shower
To Eye Wash
PI
From Fresh Water WG017 WG016 WG009 WG046
Service Line Floor (P)
WP032 To Bilge P2
To Bilge To Oily Water Separator and
Primary Tank Primary Tank Oily Bilge Pump P1 PI
WG022
Generator LO Purifier
WG030 SAH XA WG
Fresh Water WG WG
Generator 1424 1423 To Bilge WG023 028
019 018
35 Ton/Day Primary
Tank Main Engine
Air Cooler WG026 WG
PI Cleaning PI 027
WP001
WG031
WG
029
PI
Key
Chemical
Dosing TI Main Engine Air
Air Cooler Chemical
To Bilge Cleaning Tank Fresh Water
Primary Tank
To Bilge Holding WG025
Tank and Separating WG020 Electrical
Bildge Oil Tank Signal
No.1 HFO Purifier No.2 HFO Purifier No.1 LO Purifier No.2 LO Purifier

Position Description Valve There are also direct water lines to a number of services and these are fitted Procedure for Setting-up the Hydrophore System
with their own isolating valves. These services are as follows:
Closed Engine store supply valve WG005F
• HT and LT cooling system fresh water expansion tank a) Start one FW hydrophore pump.
Closed Workshop (2nd deck) supply valve WG006F
• Boiler water sample cooler b) Fill the hydrophore tank to about 75%.
Closed Near sewage holding tank (supply valve) WG007F
• Rehardening filter backflush water
Closed Near generator engines (supply valve) WG008F c) Stop the pump.
• Sewage treatment plant dilution water
Closed Turbocharger cleaning supply valves WG016F/WG017F
• Generator engine scum holding box d) Connect the compressed air supply line to the tank and slightly
Closed Near cascade tank supply valve WG009F
open the air inlet valve until the operating pressure is reached.
• FW generator priming water supply and chemical dosing water
Closed Safety shower and eye wash WG010F
• Oily water separator and oily bilge pump e) Close the compressed air supply valve.
Closed Floor port near generator engines (supply valve) WG011F
• Main engine soot drain tank
Closed Purifier room supply valve WG013F f) Repeat steps b) to e) until the tank is at the correct operating
• Purifier operating water pressure, with the water level at about 75%.
Closed 4th deck starboard supply valve WG014F
• Economiser
Closed Floor starboard supply valve WG015F g) Switch one hydrophore pump to AUTOMATIC operation.
Closed Main engine air cooler chemical tank supply
valve WG028F WP009F WG032F The hydrophore system is now ready for operation.
Closed Main engine air cooler cleaning water valve WG022F WP005F WP008F WP004F WP002F WP003F
h) Slowly open the hydrophore tank outlet valves to the domestic
Closed Main engine turbocharger water washing valve WG016F water system and the technical water system until the systems
Closed Lifeboat flushing water valve isolating valve WF054F pressurise.
Closed Lifeboat flushing water valve (C-deck centre) WF507F i) Start the hot water circulating pump.
Closed Safety shower and eye wash (Chemical store) WG052F
j) Vent air from the calorifier.
Closed Emergency generator room water supply valve WG053F
Closed Evaporator steam heating circuit priming valve WG035F k) Start the electric heater for the calorifier.
Closed Port liferaft and rescue boat area water mist flushing area
l) Switch the other cold water and hot water pumps to standby.
isolating valve WG025F
Open Port liferaft and rescue boat area water mist flushing area m) Supply steam to the calorifier by opening valve ST204F when
drain valve WG026F steam is available from the 7.5kg/cm2 main.
Closed Starboard liferaft and rescue boat area water mist flushing
area isolating valve WG027F n) Ensure the calorifiers steam inlet temperature control valve
ST205F is operational and able to take control of the heater.
Open Starboard liferaft and rescue boat area water mist flushing
area drain valve WG028F o) Shut down the electric heater.
Closed ODME supply isolating valves WG055F/WG056F
The valves supplying the spaces or pieces of equipment listed above can be
opened individually as necessary. Fresh Water Rehardening Filter Valves

Illustration 2.14.2a Domestic Refrigeration System
VT-60 T RT 11 T RT 2 VT-60 T RT 11 T RT 2 VT-60 T RT 4 Ozone Generator DS-30 VT-60 T RT 4
Fan
NRV 28S NRV 28S KVP 15 KVP 15
Switchboard
BMSL 12 BMSL 12 BMSL 12 BMSL 12
TES 2(03) Meat Room TES 2(02) Fish Room TES 2(01) Vegetable Room TES 2(00) Dairy Room
REG10 19.9m3 REG10 14.1m3 REG10 21.0m3 REG10 10.5m3
EVR 6 -18°C EVR 6 -18°C EVR 6 +4°C EVR 6 +4°C
GVC 28S BMSL10 GVC 28S BMSL10 BMSL 15 BMSL10 BMSL 15 BMSL10
Heat
Exchanger
PS PI PI PS
Oil Oil
Separator Separator
Compressor Oil Pressure Oil Pressure Compressor

Control Control
Air PT PT Air
Vent Vent
TI TI
Liquid Level Liquid Level

Glass Condenser TI TI Condenser Glass
Drain Drain
Key
Refrigerant Liquid
Compressor From/To Low Temperature
Switchboard Cooling Fresh Water Refrigerant Gas
System
Liquid Charge Valve Filter/Dryer Unit Fresh Water

2.14.2 DOMESTIC REFRIGERATION SYSTEM The plant is automatic and consists of two compressors, two condensers/ When the system is charged to full capacity the excess oil will be separated out
receivers, and an evaporator coil in each of the four cold and cool rooms. and returned to the sump. If the system does become undercharged the whole
During operation, one compressor will control all the rooms while the other system should be checked for leakage.
Refrigeration Plant
serves as standby, but left on manual start up with all its valves closed until
Maker: York Marine required. In cases of increased loads such as during loading in a tropical When required, additional refrigerant can be added through the charging
Refrigerant: R507 climate, it is possible to run the refrigeration plants in parallel until the rooms valve, after first venting the connection between the refrigerant bottle and the
No. of sets: 2 have been pulled down to their operating temperatures. This should only be charging connection. The added refrigerant is dried before entering the system
allowed to continue for a short period as running the compressors in parallel as any trace of moisture in the refrigerant system will lead to problems with the
can result in the transfer of lubricating oil from one machine to the other. It thermostatic expansion valve icing up and subsequent blockage.
Compressors will therefore be necessary to make periodic oil level checks when operating
Maker: Sabroe in this way.
Model: SBO 42 single stage
Type: Reciprocating air cooled Air in the cold and cool rooms is circulated through the evaporator coils To Start the Refrigeration Plant
by electrically driven fans. The meat room and fish room evaporators are
No. of cylinders: 4 a) All system valves, except the compressor suction valve should
equipped with a timer controlled electric defrosting elements. The frequency of
Compressor speed: 1,250 rpm be opened and fully back seated to prevent gas leakage through
defrosting is chosen by means of a defrosting relay built into the starter panel.
the valve gland. Check that the correct cut-in and cut-out values
Motor: 12.7 kW at 1,752 rpm continuous rating This is normally set for 20-30 minutes every 11 hours.
are set according to the system design book.
The compressor draws R507 vapour from the cold and cool room evaporators
Condensers b) The crankcase heater on the compressor to be used should be
and pumps it under pressure to the low temperature fresh water cooled
No. of sets: 2 switched on a least 6 hours prior to starting the compressor.
condensers where the vapour is condensed. The liquid refrigerant is returned
Model: CRKF 271230 through a solid core dryer filter and heat exchanger to the cold room evaporator
c) Check that the oil level within the sump is correct.
Type: Horizontal shell and tube, fresh water units.
Receiver volume: 30 litres d) Start up the ancillary equipment and pumps.
The compressors are protected by high pressure, low pressure and low
lubricating oil pressure cut-out switches. Each unit is also fitted with a
Air Coolers e) Open the valves for the cooling water supply to the refrigeration
crankcase heater.
units and check there is sufficient flow through the condensers.
Meat room: 1 type HFS-4-SS for -18°C operation
Fish room: 1 type HFS-4-SS for -18°C operation A thermostat in each room enables a temperature regulating device to operate
f) Open the refrigerant supply and return valves on the evaporators
Vegetable room: 1 type HFS-3 for +4°C operation the solenoid valves independently, so as to reduce the number of starts and
in each cold room.
the running time of the compressor. The air coolers accept the refrigerant as it
Dairy room: 1 type HFS-1 for +4°C operation expands into a super-cooled vapour, under the control of the expansion valves.
g) Switch on the ozone generators in the rooms where fitted.
This vapour is then returned to the compressor through the non-return valves.
Ozone Generator
h) Check the settings for the automatic cut-outs on the
Type: DS-30 When all the solenoid valves on the air coolers are closed by the room
compressor.
thermostats, the low pressure switches on the compressor inlet will stop the
compressors running.
i) Open the compressor suction valve one turn and start the
Introduction compressor.
Any leaks of refrigerant gas from the system will result in the system becoming
Cooling for the meat, fish, vegetable and dairy rooms is provided by a direct undercharged. The symptoms of this will be low compressor suction and
j) Continue opening the suction valve slowly taking care not to
expansion R507 refrigeration system. To comply with modern environmental discharge pressures with the system eventually becoming ineffective. Bubbles
allow liquid into the compressor. If the oil in the crankcase
restrictions, the maximum annual leakage of this gas into the atmosphere will also become visible in the sight glass downstream of the condenser.
foams or knocking noises are heard from the compressor,
should be restricted to 10% of the total system charge. To verify this and to indicating that droplets of liquid are being fed in with the
monitor the number of times the system has to be recharged, a record has to A side effect of low refrigerant gas charge is apparent low lubricating oil level
suction gas, throttle the suction valve immediately.
be made in the refrigerant recharge log. A regular system of leak detection to in the sump. A low charge level will result in excess oil being entrapped in the
minimise gas leaks is to be implemented to ensure leaks are detected at an circulating refrigerant, thus the level in the sump will drop.
k) Increase the capacity gradually, allowing the compressor to
early stage. adjust to the new conditions before switching to the next stage.
l) Check that the oil return pipe from the oil separator is warm.

Illustration 2.14.2a Domestic Refrigeration System
VT-60 T RT 11 T RT 2 VT-60 T RT 11 T RT 2 VT-60 T RT 4 Ozone Generator DS-30 VT-60 T RT 4
Fan
NRV 28S NRV 28S KVP 15 KVP 15
Switchboard
BMSL 12 BMSL 12 BMSL 12 BMSL 12
TES 2(03) Meat Room TES 2(02) Fish Room TES 2(01) Vegetable Room TES 2(00) Dairy Room
REG10 19.9m3 REG10 14.1m3 REG10 21.0m3 REG10 10.5m3
EVR 6 -18°C EVR 6 -18°C EVR 6 +4°C EVR 6 +4°C
GVC 28S BMSL10 GVC 28S BMSL10 BMSL 15 BMSL10 BMSL 15 BMSL10
Heat
Exchanger
PS PI PI PS
Oil Oil
Separator Separator
Compressor Oil Pressure Oil Pressure Compressor

Control Control
Air PT PT Air
Vent Vent
TI TI
Liquid Level Liquid Level

Glass Condenser TI TI Condenser Glass
Drain Drain
Key
Refrigerant Liquid
Compressor From/To Low Temperature
Switchboard Cooling Fresh Water Refrigerant Gas
System
Liquid Charge Valve Filter/Dryer Unit Fresh Water

Whilst running d) With the coolers covered in ice, the melting takes nearly all If more substantial repairs are to be undertaken, it may be necessary to remove
of the heat supplied and the temperature of the cooler and all of the refrigerant gas/liquid from the system. Because this operation
• Check the refrigerant pressure and temperature readings
refrigerant is kept near zero. When the ice has melted, the involves evacuating the condenser and pressurising cylinders, it should only
• Check the oil level and oil pressure refrigerant temperature rises in the rooms. be undertaken by a member of ship’s staff trained in this operation or by a
• Check for leakages certified service engineer. Additionally, for safety reasons, reference should be
e) When the temperature reaches the predetermined set point on made to the maker’s operating manuals before undertaking this task.
• Check the settings of the automatic cut outs. the defrosting thermostat of approximately +10°C, or when
the maximum permissible defrost time has elapsed, the heating The first stage in this process is to shut down the refrigeration plant in
Shutting Down the Refrigeration Plant elements are switched off. accordance with the previously described procedure. For full refrigerant
evacuation, a designated gas recovery unit must be used together with dedicated
a) Shut off the liquid outlet valve from the receiver and pump f) The compressor will restart. gas recovery cylinders. The cylinders used to charge the system cannot be used
down the refrigerant in the evaporators to the condenser. as they only have a single non-return valve on the top of the bottle as opposed
g) When the coil surface temperature in the meat and fish rooms to a normal recovery bottle that has two isolating valves, one for gas and one
b) If necessary reduce the compressor low pressure cut-out setting has gone below freezing point, the fans in those two rooms will for liquid, and an internal dropper pipe from the liquid valve.
during evacuation. restart.
The liquid valve from the recovery cylinder must first be connected via a
c) Allow the temperature in the evaporators to rise, then repeat the h) The system is now back on the refrigeration cycle and all of the flexible hose and isolating valve to the bottom of the condenser and the
evacuation process. solenoid valves operate again to regulate the temperatures in the gas valve of the cylinder connected in a similar manner to the suction side
spaces. of the recovery pump. The discharge side of the recovery pump must then
d) When the suction pressure is slightly above atmospheric, stop be connected to the top/gas side of the condenser. With the valves open to
the compressor. Shut the suction and discharge valves and shut Because the operating temperatures of both the dairy and vegetable rooms the bottle and recovery pump, the pump is to be run until all of the liquid
the oil return valve. remain at +4°C, the evaporators do not require defrosting and so no heaters refrigerant has been evacuated. The purpose of the pump is to compress gas
are fitted. evaporating from the top of the recovery bottle and use it to put a positive
e) Shut off the cooling water supply to the condenser. pressure inside the condenser on top of the liquid refrigerant. When all liquid
System Running Checks at Regular Intervals has been expelled, the connections to the recovery pump need to be changed.
f) Shut the gas inlet valve to the condenser so trapping all of the The suction side of the pump now needs to be connected to the condenser.
• Lubricating oil levels in the crankcase The pump’s discharge should be connected to the liquid connection on the
refrigerant in the condenser and receiver.
• Lubricating oil pressure recovery bottle and the gas valve on the recovery bottle either left closed or
g) Isolate the electrical supply. also connected to the inlet side of the recovery pump. Using this method all of
• Moisture indicators the gas is then removed from the condenser.
• Suction and discharge pressure and temperature and any unusual
Defrosting variations investigated The gaseous refrigerant passes through the recovery pump where it is condensed
in its own air cooled condenser and pumped into the liquid connection on the
• Check all room temperatures and evaporation coils for any sign
The air coolers in the meat and fish rooms are fitted with an electrical defrosting recovery bottle. When the unit has been run sufficiently and allowed to pull a
of frosting
system. The evaporator and drip trays in each of the two rooms are provided small vacuum on the main condenser, all of the refrigerant gas will have been
with electric heating elements. The frequency of defrosting is chosen by means removed. Switching off the pump and closing all of the valves will allow any
of a defrosting relay built into the starter panel. Shutting Down the Refrigeration Plant for Maintenance necessary maintenance work to be undertaken. During this operation a set of
weighing scales must be used to ensure the recovery bottles are not overfilled.
The defrosting procedure is as follows: If the plant is to be shut down for maintenance or repair and it involves opening It is important to ensure that any bottle used is only filled to 80% capacity. The
up the compressors or breaking into the refrigerant lines, the refrigerant must scales will also allow a record of the amount of gas recovered to be logged in
a) All of the solenoid valves in the system close and the compressor first be pumped down to the condenser or receiver and locked in as descibed the refrigerant log book.
stops. in the section for routine plant shutdown. Particular emphasis is to be made on
evacuating the system by repeating the process of allowing the compressor to Before reintroducing any refrigerant into the system, all repair works must
b) The fans in the meat and fish rooms stop but the fans in the cut out on low suction pressure, so ensuring maximum gas entrapment in the have been completed and the pipelines and compressors checked for integrity.
vegetable and dairy rooms continue to keep the evaporators free condenser. When complete, the inlet and outlet valves must be kept closed until A vacuum pump, not the recovery pump, must then be used to create a vacuum
of ice. all maintenance work has been completed and the system returned to normal in the the system. This will allow leakage checks to be undertaken and also
operation. ensure any atmospheric moisture has been removed before refrigerant is
c) The electric heating elements in the meat and fish rooms switch introduced.
on.

Illustration 2.14.3a Accommodation Air Conditioning Unit

Humidistat In Chief Humidistat In Chief
Engineer's Day Room Engineer's Day Room
7.5kg/cm2
Recirculated Recirculated Steam Supply
Air Air
HSV40 HSV40 HSV40 HSV40

Filter Filter
Humidification Humidification
Section Section
Fan Fan
Section Section
Heating Section
Heating Section
Cooling Section
Cooling Section
Cooling Section
Cooling Section
AC1-1
AC1-2
AC2-1
AC2-2
Fresh Air Fresh Air
Air Out Air Out
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Mixing Mixing
Section Water Section Water
Elimination Elimination
Section Section
PT PT PT PT
TT TT TT TT
To Condensate System Air Handling Unit No.1 To Condensate System Air Handling Unit No.2
PT PT PT PT
SCV80 TT TT SCV80 TT TT
SCV80 SCV80
Key
Liquid Refrigerant
Gas Refrigerant
Saturated Steam
Condensate
HSV40 HSV40
SCV80 SCV80
PS PS PS
PI PI PI PI PI PI
Oil Oil Oil

Separator Separator Separator
PI PI PI
Compressor T Compressor T Compressor T

Oil Pressure Oil Pressure Oil Pressure
Control Control Control
Air Air Air
Vent Vent Vent
To/From To/From To/From

Low Low Low
Temperature Temperature Temperature
Cooling Condenser Cooling Cooling
Condenser Condenser
System System System
Drain Drain Drain
Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit

2.14.3 ACCOMMODATION AIR CONDITIONING PLANT Air is supplied to the accommodation by two air handling units located on the The compressors take suction from the returning superheated gas from the
upper deck in the air handling unit room. Each air handling unit consists of a evaporators inside the air handling units. After compressing and raising the
Air Conditioning Plant belt driven centrifugal fan drawing air through the following sections: pressure of the gas to approximately 20 bar, it leaves as a superheated gas
Maker: Hi-Pres which is then passed through an oil separator and on to the condenser where it
• Mixing chamber for fresh and recirculated air
is cooled by the low temperature fresh water cooling system into a liquid.
Refrigerant: R507 (approximately 916kg) • Filter
No. of sets: 3 The liquid R507 then flows, via filter dryer units, back to the expansion valves
• Heating coil (steam)
of the evaporators inside the air handling unit being used. The expansion
Compressors • Air cooler for evaporative refrigerant (cooling) valve is regulated by the operating parameters put in to the RWR 62.732
Model: Sabroe • Steam humidifier nozzles control panel by the duty engineer. Once expanded through the evaporator and
converted back to a superheated gas, it then returns back to the compressor to
Model: SMC 106S • Water eliminator section
repeat the cycle.
Type: Reciprocating • Fan section
Compressor speed: 1,100 rpm Depending on climatic conditions the air handling unit can supply air that has
Motor: 63.25kW at 1,780 rpm been preheated by the steam heat exchanger or cooled by the evaporator. Only
WARNING one function can be active at a time. When the outside temperature is higher
It is essential that no water should be lying in the air conditioning system than the required set point, the electric valve to the preheater will be closed
Condensers as this can become a breeding ground for legionella bacteria which can and the cooling regulation system will operate. When the outside temperature
No. of sets: 3 have serious, or even fatal, consequences. The drain should be kept clear is lower than the set point, the preheat regulation will commence by opening
Model: CRKC 502320 and areas where water can lie should be sterilised at frequent intervals. the electric valve on the preheater and the expansion valves in the refrigerant
Type: Horizontal shell and tube, fresh water lines will be closed. A temperature sensor in the supply air line regulates the
Air is forced into the distribution trunking which supplies the accommodation cooling and heating so the set point is active for both functions. Should the fan
block. It may be drawn into the system either from outside or from the inside the air handling unit be stopped or trip, the valves to both the cooling
Refrigerant Dryer accommodation via recirculation trunking. The inlet to the air handling unit and heating units will automatically go to the closed condition. Only when the
Type: DCR 19213 has two contra-rotating damper blades for mixing the recirculated air with fan’s operation has been reinstated will the valves operate normally.
the fresh air from outside so evening out the temperature difference between
the warm and cold air. The ratio of recirculated to fresh air can be manually The expansion valve (Seimens MVL 661) in the air handling units are designed
Air Handling Units
adjusted at the inlet to the air handling unit. to regulate the superheat of the refrigerant gas in the evaporator block. During
Maker: Hi-Pres
cooling down after the plant has been started, the valve regulates the flow
Type: HPB-08 The inlet filters are of the washable polyamide filter mat type consisting of four through the evaporator based on the lowest allowable superheat temperature
No. of sets: 2 pieces. Heating is provided by a finned heat exchanger supplied by steam from in the compressor suction lines. When the temperature has been sufficiently
the 7.5kg/cm2 system. reduced, the valve regulates according to the supply air temperature.
Air Handling Unit Controller
Cooling is provided by a direct expansion R507 system. The plant is automatic The compressors are protected by high and low gas pressure cut-out switches,
Maker: Poly Cool and consists of three compressor/condenser units supplying each evaporator overcurrent relays, cooling water low pressure and low lubricating oil pressure
Type: RWR 62.732 contained within the two accommodation air handling units. The air handling trips. The shutdowns must be reset manually before the equipment can be
unit evaporators consist of copper finned tubes and headers and are designed run.
for horizontal air flow
Introduction Any leakage of refrigerant gas from the cooling system will result in the system
Eight steam spray nozzles are provided inside each air handling unit to becoming undercharged. The symptoms of undercharge are low suction and
The air conditioning system is designed to cool air if required, provide heating provide a degree of humidity to the cooled air before it is discharged to the discharge pressures on the compressors and the system temperatures slowly
to the air when needed, remove excess moisture from the air if necessary and accomodation. The purpose of the steam being to reintroduce moisture after rising.
humidify the air to the correct level for comfort. the cooling process so providing a more comfortable atmosphere.
A side effect of low refrigerant gas charge is apparent low oil level in the sump.
A comfortable atmosphere is a combination of temperature and humidity and Each compressor/condensing unit has 75% of the total capacity requirement A low charge level will result in excess oil being entrapped in the circulating
both must be controlled. The cooling effect on the air as it passes over the and under normal conditions only one compressor will be in use, supplying refrigerant gas, causing the level in the sump to drop.
evaporator coil removes moisture and a level of humidity is important for refrigerant to one of the air handling units. The air handling units have the
comfort so it is necessary to humidify the air again by spraying steam into the facility to cross-connect and be supplied by either compressor/condenser unit. When the system is charged to full capacity, this excess oil will be separated
circulating air flow. out and returned to the sump.

Illustration 2.14.3a Accommodation Air Conditioning Unit

Humidistat In Chief Humidistat In Chief
Engineer's Day Room Engineer's Day Room
7.5kg/cm2
Recirculated Recirculated Steam Supply
Air Air
HSV40 HSV40 HSV40 HSV40

Filter Filter
Humidification Humidification
Section Section
Fan Fan
Section Section
Heating Section
Heating Section
Cooling Section
Cooling Section
Cooling Section
Cooling Section
AC1-1
AC1-2
AC2-1
AC2-2
Fresh Air Fresh Air
Air Out Air Out
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Mixing Mixing
Section Water Section Water
Elimination Elimination
Section Section
PT PT PT PT
TT TT TT TT
To Condensate System Air Handling Unit No.1 To Condensate System Air Handling Unit No.2
PT PT PT PT
SCV80 TT TT SCV80 TT TT
SCV80 SCV80
Key
Liquid Refrigerant
Gas Refrigerant
Saturated Steam
Condensate
HSV40 HSV40
SCV80 SCV80
PS PS PS
PI PI PI PI PI PI
Oil Oil Oil

Separator Separator Separator
PI PI PI
Compressor T Compressor T Compressor T

Oil Pressure Oil Pressure Oil Pressure
Control Control Control
Air Air Air
Vent Vent Vent
To/From To/From To/From

Low Low Low
Temperature Temperature Temperature
Cooling Condenser Cooling Cooling
Condenser Condenser
System System System
Drain Drain Drain
Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit

If the system does become undercharged, the whole system pipework should Procedure to Start the Air Conditioning Compressor j) Check that the oil return pipe from the oil separator is warm.
be checked for leakage. For the vessel to comply with modern environmental
If one compressor is to be started manually, the following procedures are to
restrictions, the maximum annual leakage of refrigerant gas into the atmosphere k) When the plant has been run up and stable conditions achieved,
be observed.
should be restricted to 10% of the total system charge. To verify this and to the controller will ensure fully automatic operation.
monitor the number of times the system has to be recharged, a record should
a) All manual stop valves in the refrigerant lines of the unit being
be made in the refrigerant recharge log. A regular system of leak detection to Whilst running
used should be opened and fully back seated to prevent leakage
minimise gas leaks should be implemented to ensure leaks are detected at an
of the gas through the valve glands. • Check the refrigerant pressure and temperature readings
early stage.
• Check the oil level and oil pressure
b) Check that the oil level in the compressor sump is correct. The
When required, additional gas can be added through the charging line, after • Check for leakages
level should be visible in the sight glass.
first venting the connection between the gas bottle and the charging connection.
Care must be taken to ensure that no moisture or dirt is drawn into the system • Check the settings of the control panel
c) Start up all associated ancillaries such as cooling water pumps
when charging and so the new charge is introduced at the inlet side to the filter
etc. see section 2.5.2. Ensure service steam is available to the air
and dryer unit. Compressor Running Checks
handling unit heater and to the humidifier. The set point for the
humidifier control valve on both of the air handling units can be
Any trace of moisture in the refrigerant may lead to problems with icing of the • The lubricating oil pressure should be checked at least daily.
altered remotely from the Chief Engineer’s day room.
thermostatic expansion valve and subsequent blockage.
• The oil level in the crankcase should be checked daily.
d) Open the condenser cooling water valves and check there is • The suction and discharge pressures should be checked
Operation of the Air Conditioning System sufficient flow. regularly.
The air conditioning system is designed to run with one compressor e) Ensure power is available to the controllers and to the starting • The temperature of the oil, suction and discharge lines should
operating on one air handling unit but the pipework is so configured that two panel of the compressor. Check also the settings of the air be checked regularly. A regular check on motor bearing
compressors can be utilised on one air handling unit. Inside each air handling handling control unit temperatures should also be kept.
unit are two sets of cooling sections, C1 and C2. These are identical to each • A check should be kept for any undue leakage. A regular system
other but are controlled by separate expansion valves and are fed internally f) The expansion valve in the refrigerant line will take control of leak detection to minimise gas leaks should be implemented
by different compressors. Illustration 2.14.3a shows the layout of the system when the compressor is started. to ensure leaks are detected at an early stage.
and shows how the compressors can be operated on the different units. Having
segregation within the coolers enables each compressor to have its own closed g) Pressing the START button on the control panel whilst the
compressor is stopped will give the machine a start signal. Compressor Operating Pressures and Temperatures
cycle so preventing the transfer of gas and lubricating oil between machines.
The machine will therefore start and automatically be on its
• Compressor high pressure cut out: 22 bar
With this installation having three compressors and only two air handling units, minimum capacity setting.
it is possible to use the third compressor as a standby when maintenance is • Compressor high pressure cut in: Manual reset
required on one of the other two machines. To prevent damage when changing h) Pressing the START button again will further increase the • Compressor low pressure cut out: 4 bar
the machines over, the plant must be stopped and all of the valves set to the capacity of the compressor but care should be exercised to
correct position. ensure that unstable regulation and liquid carry over to the • Compressor low pressure cut in: 5.6 bar
compressor does not occur. This would be heard in the form of • Oil pressure cut out: 3.5 bar
liquid hammering inside the compressor. The START button can
Procedure for Starting the Ventilation System be pressed up to four times, each time increasing the capacity • Oil pressure cut in: Manual reset
of the compressor. (The compressor has an automatic unloading • High discharge temperature cut out: 120°C
a) Check that the air filters in the air handling units are clean. system which unloads groups of cylinders when running under
• High oil temperature cut out: 80°C
light load: this prevents excessive stopping and starting of the
b) Set the air dampers to the required position to achieve the compressor.)
correct balance between fresh air and recirculated air.
i) During the cooling down process, the expansion valve regulates
c) Start the supply fans. the flow through the evaporator based on the lowest allowable
superheat temperature in the compressor suction lines. When
d) Ensure the compressor sump heaters are on. the temperature has been sufficiently reduced, the expansion
valve regulates according to the supply air temperature.

To Stop the Compressor for Short Periods c) After a period of time the suction pressure may rise, in which the condenser on top of the liquid refrigerant. When all of the liquid has
case, the compressor should be allowed to pump down again, been expelled, the connections to the recovery pump need to be changed.
a) In automatic mode with the RUN diode lit, the compressor will until the suction pressure remains low. The suction side of the pump now needs to be connected to the receiver. The
start and stop as determined by the control system. By pressing pump’s discharge valve should be connected to the liquid connection on the
the STOP/RESET button the running compressor will stop. d) Switch off the compressor and close the suction and discharge recovery bottle and the gas valve on the recovery bottle either left closed or
valves. also connected to the inlet side of the recovery pump. Using this method all of
b) If it is required to stop the compressor and to pump down the gas is then removed from the condenser.
the refrigerant into its condenser then the following needs e) Close the outlet valve of the condenser.
to be applied. The condenser outlet valve must be closeed. The gaseous refrigerant passes through the recovery pump where it is condensed
Reduce the compressor’s capacity to a minimum by pressing f) Close the inlet and outlet valves on the cooling water to the in its own air cooled condenser and pumped into the liquid connection on
the STOP/RESET button twice. Allow the compressor to condenser. the recovery bottle. When the unit has been run sufficiently and allowed to
pump out the system so that the refrigerant is collected in the pull a small vacuum on the receiver, all of the refrigerant gas will have been
condenser. Further pressing the STOP/RESET button will bring g) The compressor discharge valve should be marked closed and removed. Switching off the pump and closing all of the valves will allow any
the compressor to a stop. Alternatively bringing the suction the compressor motor isolated, to prevent possible damage. necessary maintenance work to be undertaken. During this operation a set of
pressure down low may cause the machine to cut out on low weighing scales must be used to ensure the recovery bottles are not overfilled.
pressure. It is important to ensure that any bottle used is only filled to 80% capacity. The
Shutting Down the Refrigeration Plant for Maintenance scales will also allow a record of the amount of gas recovered to be logged in
c) Isolate the compressor motor. the refrigerant log book.
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 Before reintroducing any refrigerant into the system, all repair works must
d) Close the compressor suction valve.
first be pumped down to the condensers and locked in as described in the have been completed and the pipelines and compressors checked for integrity.
section above. Particular emphasis is to be made on evacuating the system by A separate vacuum pump, not the recovery pump, must then be used to create
e) Close the compressor discharge valve and the outlet valve of the
repeating the process of allowing the compressor to cut out on low suction a vacuum in the the system. This will allow leakage checks to be undertaken
condenser.
pressure, so ensuring maximum gas entrapment in the condenser. When and also ensure any atmospheric moisture has been removed before refrigerant
complete, the inlet and outlet valves must be kept closed until all maintenance is introduced.
f) Close the inlet and outlet valves on the cooling water to the
work has been completed and the system returned to normal operation.
condenser.
If more substantial repairs are to be undertaken, it may be necessary to remove
g) Shut off the steam supply to the air handling unit.
all of the refrigerant gas/liquid from the system. Because this operation
involves evacuating the condenser and pressurising cylinders, it should only
To Shut Down the Compressor for a Prolonged Period be undertaken by a member of ship’s staff trained in this operation or by a
certified service engineer. For safety reasons, reference should also be made to
Leaving the system with full refrigerant pressure in the lines increases the the maker’s operating manuals before undertaking this task.
possibility of losing charge through system leaks or through the compressor’s
end shaft seal. If the air conditioning system is to be shut down for a prolonged The first stage in this process is to shut down the air conditioning plant
period, it is advisable to pump down the system and isolate the refrigerant in accordance with the previous section. For full refrigerant evacuation,
gas charge in the condenser. This would need to be performed manually by a designated gas recovery unit must be used together with dedicated gas
manipulating the system valves and locking the refrigerant gas into the three recovery cylinders. The cylinders used to charge the system cannot be used
condensers. as they have a single non-return valve on the top of the bottle as opposed to a
normal recovery bottle which has two isolating valves, one for gas and one for
a) Shut the liquid outlet valve on the condenser. liquid, and an internal dropper pipe off the liquid valve
b) Reduce the capacity control on the compressor to a minimum The liquid valve from the recovery cylinder must first be connected via a
and allow the compressor to pump out the system so that the flexible hose and isolating valve to the bottom of the condenser and the gas
low level pressure cut-out operates. It may be necessary to valve of the cylinder connected in a similar manner to the suction side of
reduce the low pressure cut-out setting. Reset after stopping the the recovery pump. The discharge side of the recovery pump must then be
compressor. connected to the top/gas side of the condenser. With the valves open to the
bottle and recovery pump, the pump is to be run until all of the liquid refrigerant
has been evacuated. The purpose of the pump is to compress gas evaporating
from the top of the recovery bottle and use it to put a positive pressure inside

2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS The compressors fitted inside the AC cabinets are of the hermetically sealed which mode of operation is required. Switching to COOL and then pressing
reciprocating type, where the compressor and motor are encased in a single the COOL pushbutton will start the compressor after a 3 minute delay and will
Switchboard Room housing. also switch off the compressor’s sump heater. The green running lamp will be
illuminated as soon as the button is pressed. The compressor will then operate
Maker: Century
The cooling system is regulated automatically by the thermostat sensing the in accordance with the thermostat setting on the cabinet front.
Model: MP-G5HF6 intake air temperature. Automatic regulation is effected by an R507 high/low
Power supply: 440V, 3 phase, 60Hz pressure switch. Switching the COOL-HEAT switch over to HEAT will put the unit into heating
Quantity: 2 mode and pressing the HEAT pushbutton will put power onto the internal
Condenser: Water cooled tube shell type The condensers for the units are water cooled shell and finned tube type, the heater.
cooling water coming from the low temperature auxiliary central cooling fresh
Refrigerant: R507
water system, see section 2.5.2. The pressurised refrigerant is fed into the steel The unit is fitted with a number of protection devices that are listed below:
Refrigerant capacity: 4.6kg body of the condenser and transfers its heat to the water passing through the
• Compressor high discharge pressure: Manual reset
Compressor: Hermetically sealed reciprocating type MTZ56-4 cooling tubes.
• Compressor low suction pressure: Automatic reset
Workshop The evaporators are of the multi-pass cross finned coil type consisting of • Cooling water low pressure: Manual reset
Maker: Century aluminium fins attached to copper tubes. Air is blown over the evaporator and
its temperature is reduced as it imparts heat to the evaporator. As the surface • 3 phase thermal overload relay: Timer reset
Model: MP-G10HS6 temperature of the evaporator will normally be lower than the dew point • Internal motor thermostat: Time reset
Power supply: 440V, 3 phase, 60Hz temperature of the air, part of the moisture in the air is condensed, lowering
• Thermostat overheat: Time reset
Quantity: 1 the absolute humidity and thereby achieving dehumidification.
Condenser: Water cooled tube shell type • Power supply fuse: Manual change
The air conditioning units are also equipped with circulating fans, filter and
Refrigerant: R507
strainer. If the unit develops a fault and trips out, the timer will prevent the system from
Refrigerant capacity: 6.4kg restarting until normalisation of the fault has occured.
Compressor: Hermetically sealed reciprocating type MTZ100
Operation of the Unit Coolers A local pressure gauge is also provided for reference and the unit is also fitted
Galley with a fusible valve vented to atmosphere to the top of the condenser to protect
Prior to operating any of the package air conditioning units, the cooling water the system from being overpressurised.
Maker: Century inlet and outlet valves to the units must be opened and the supply from the
Model: MP-F10HF6 engine room low temperature cooling fresh water system established. Maintenance of the unit under normal operation should be limited to a monthly
Power supply: 440V, 3 phase, 60Hz check for refrigerant loss and cleaning of the air filter. A more intensive
Quantity: 1 Position Description Valve inspection should be carried out every year which should include a check of
Condenser: Water cooled tube shell type Open Galley unit cooler inlet valve WF029F the fan belt tension and condition.
Refrigerant: R507 Open Galley unit cooler outlet valve WF030F More detailed information is available in the manufacturer’s handbook for this
Refrigerant capacity: 6.4kg equipment.
Open Workshop unit cooler inlet valve WF035F
Compressor: Hermetically sealed reciprocating type MTZ100
Open Workshop unit cooler outlet valve WF036F
Heating element: EHC-G10HS2 Workshop and Switchboard Room Packaged Air Conditioning Unit
Open Switcboard No.1 unit cooler inlet valve WF031F
The packaged air conditioning units fitted in these spaces are similar to that
Open Switcboard No.1 unit cooler outlet valve WF033F
Introduction fitted in the galley but without the heating element. The operation is therefore
Open Switcboard No.2 unit cooler inlet valve WF032F similar to that described above but without reference to the COOL-HEAT
Package air conditioning units are fitted in the main switchboard room, engine Open Switcboard No.2 unit cooler outlet valve WF034F switch and the pushbutton. The units are also protected in the same way as the
room workshop and in the galley where the temperatures are more likely to galley unit but no thermostat overheat protection has been provided.
vary due to local conditions compared to the more stable conditions found
in the accommodation. The units fitted in the switchboard room and the Galley Packaged Air Conditioning Unit Maintenance is also as per the galley unit.
workshop are only fitted with cooling coils however the unit in the galley also When power is available to the unit the white lamp on the front casing will
has a heating element. be illuminated. Pressing the FAN pushbutton will start the internal fan and the
green running lamp will be illuminated. The COOL-HEAT switch will select

Illustration 2.14.5a Sewage Treatment System
Grey Water from Black Water Black Water Black Water Drain Pipe from Galley Chamber
Hospital (Port) (Starboard) from Hospital Waste Disposer Grey Water (Port) Grey Water (Starboard) Drains
Funnel Top
Upper Deck (Port) (Starboard) Upper Deck
Key
Bilge / Waste
Vent Line
Fresh Water
VA001F
Electrical Signal
BS009F
BS001F BS010F From Hot Water

BS007F Service Line
BS006F
Inspection
Hole PS PS PI
BS008F WH008F
Float Level
Gauge BS003F PI BS011F
Sealing Grease
Liquid Tank Trap
LAH XA
LS
1508 BS002F 1422
2nd Deck
LI XA BS012F
Sewage Holding Timer 1486 LS To Bilge Primary Tank
Tank Start WG037F
Aeration Clarification Chlorination
(8m3)
From Auto Tank Tank Tank
LS To Bilge
Fire/Deck Stop LS Pump suction
Wash Line Vacuumarator From General
PI
for Cleaning Service Fresh Auto LAH
LI
Water Line ST-SP BS014F
Sewage Grey Water
BS004F Sewage Discharge Collection Tank BS013F
Discharge Pump Pump 20m3
W.C In Engine Room
From Fire / Deck

Wash Line for Cleaning
BS015F Sewage Treatment Plant (37 Persons)
3rd Deck
To Bilge Hold Tank
3rd Deck (For Emergency Overflow)

2.14.5 SEWAGE TREATMENT indicator and a high level alarm. When the ship is allowed to put the sewage surface and returns it to the activation tank via an air lift pipe. It is of the
treatment tank back in line, the sewage holding tank discharge pump is then upmost importance that both air lift systems are maintained in working order
Sewage Treatment Plant used to discharge its contents to the treatment plant. The discharge pump is to maintain the efficiency of the plant. Each of the air lift returns has a clear
Maker: Hamworthy KSE Marine normally set to discharge the sewage to the treatment plant but it may also plastic pipe which allows the operator to monitor the pumping action.
be configured to discharge to the deck connections for discharge ashore, or if
No of sets: 1
necessary overboard via the treatment plants discharge line (see the Note: in
Model: ST2A Chlorine Contact Tank
the following column for discharge of raw sewage).
Type: Biological oxidation and discharge Water from the clarification chamber is brought into contact with sterilising
Capacity: 37 persons Grey water from the hospital flows directly into the sewage holding tank via a tablets containing the required amount of chlorine and is sterilised. The
pipe fitted with a 500mm long U-bend. disinfecting tubes are filled with chlorine tablets (the amount and number of
tubes in use depending upon the sewage plant throughput), and the water is
Vacuumarator sterilised when it comes into contact with the tablets and dissolves the chlorine
The vacuumarator has a single inlet, via a liquid sealing tank, and a single
Maker: Jets outlet to the sewage treatment or holding tank. in the tablets. After flowing through the disinfecting tubes the water passes to
No of sets: 1 (plus 1 spare) the discharge chamber which is fitted with float switches controlling the start
Model: 25-MB-A The Hamworthy sewage treatment plant is a biological unit which works on and stop of the discharge pump.
the aerobic activated sludge principle. The plant will treat black and grey water
and is fully automatic in operation. CAUTION
Sewage Treatment Tank Discharge Pump
Discharge overboard should not take place within 12 nautical miles of
Maker: Hamworthy This sewage treatment plant consists of a tank with three main compartments: the coast. Raw sewage may only be pumped to sea in waters where such
No. of sets: 1 • Aeration tank discharge is permitted and permission from the bridge must be obtained
Model: NO-91670-01 before the discharge takes place.
• Clarification tank
Type: Batch-2002
• Chlorinating and discharge tank Note: Rules governing the discharge of raw sewage must be complied
Capacity: 8m3/h at 25mth
with at all times and the discharge of raw sewage overboard must only
The sewage treatment plant vents at the funnel top. be contemplated should the sewage plant not be serviceable. The bacterial
Sewage Holding Tank Discharge Pump
action requires a regular supply of raw sewage and the discharge of raw
Maker: VEM
Sewage Treatment Plant sewage overboard can impair effective bacterial action.
No. of sets: 1
Aeration Tank The sewage treatment plant works automatically once the control switch is
The sewage in this tank is from the lavatory pans and urinals in the set to the AUTO position. Periodic attention is required and the unit must be
Introduction monitored for correct operation.
accommodation spaces; flow from the accommodation is by gravity.
The sewage collection system is a vacuum system with one vacuumarator
The incoming effluent material mixes with the activated sludge already The plant requires a throughput of raw sewage in order to keep the bacteria
providing a vacuum in the collection pipes from lavatory pans throughout
present in this tank. The bacterial action breaks down the sewage producing active. If there is no sewage flow for a prolonged period the bacteria will
the ship. The vacuumarator is stopped and started automatically by means of
carbon dioxide, water and new bacteria. The gases produced are vented to become inactive and operation of the plant subsequently impaired. When raw
pressure switches so the correct level of vacuum is always maintained in the
atmosphere. An air compressor rated at 0.5 bar and 15m3/h supplies air to the sewage supply is resumed it may take some days before full bacterial activity
vacuum pipe and the outlets from the toilet bowls. By virtue of this design, a
tank, which provides the oxygen the aerobic organisms require for digesting is restored and this can result in imperfect treatment and the discharged of
vacuum only exists in the vacuum manifold and collecting pipes and not in the
the raw sewage and it also assists in mixing the incoming sewage with the untreated sewage.
sewage collecting tank. The vacuum pipe is connected via a network of pipes to
water, sewage sludge and bacteria already present in the tank. The rate of flow
the lavatory bowls throughout the ship. When bowls are flushed the discharge
through the aeration tank into the clarification tank is designed to be as slow Disinfectant material must never be used for cleaning lavatory pans or urinals
valves at the rear open to discharge the contents and draw surrounding air into
as possible to enable maximum bacterial effect. The aeration period is about 24 as this kills the bacteria which are essential for satisfactory operation of the
the bowl. A synchronised valve allows fresh water into the bowl for flushing
hours after which the effluent is displaced to the clarification compartment. sewage treatment plant.
and for sealing the main discharge valve. This system provides for effective
flushing of the bowls and only uses about 1.0 litre of water per flush. The sewage treatment plant discharge pump normally takes suction from the
Clarification Chamber
chlorine contact compartment but valves on the other two compartments allow
The vacuumarator macerates the waste from the sewage pipe where during The effluent passes into this tank and settles out. The water passes into the those compartments to be pumped out if necessary. Valve BS015F allows the
normal sea going conditions when the ship is outside of prohibited discharge chlorine contact tank, whilst the remaining sludge, containing the active tanks of the treatment plant and the discharge system to be flushed with sea
areas, it discharges it to the sewage treatment tank. When the ship is in areas bacteria, returns to the aeration tank for further processing via an air lift pipe. water if necessary.
were the discharge from the treatment tank is not allowed, then the macerated A surface skimmer in the tank removes floating sludge and debris from the
waste is discharged to the sewage holding tank which has a local level

Illustration 2.14.5b Sewage Treatment Tank

Vent to Funnel Port Side Starboard Side
Upper Deck Upper Deck
SOURCE
AVAIABLE
440V Supply
DISCHARGE
From COMPRESSOR
RUNNING
PUMP
RUNNING
Sewage Holding
Tank Discharge Pump BS007F
0 1 MANU. OFF AUTO To Alarm
BS006F System
OFF ON
Discharge from
Vacuumarator
Air Blower
PI
Chlorinator
Emergency Overflow
to Bilge Holding Tank VA001F
XA High
Aeration Tank Clarification Chlorination Alarm
Tank Tank
Key
Level
Switch
Sewage
BS009F BS010F
Vent/Drains
High
Level Electrical Signal
Switch
Compressed Air
Low
Level
Switch
BS008F
From Fire / Deck

Wash Line Discharge
for Cleaning Pump BS013F
BS015F

Procedure for Operating the Sewage Treatment Plant g) Check that there are sufficient chlorine tablets in the chlorination Maintenance
tank.
Daily Checks
a) Set the system valves as in the following table, it is assumed
that the system is set for sea going conditions. Note: The number of tablets may need to be adjusted depending upon the Check that the liquid in the sludge and skimmer lines is being returned to the
use of the sewage plant. activation chamber from the settling chamber, and that the discharge pump and
blower are working. Check that the sterilising unit is functioning correctly and
Position Description Valve replenish as necessary.
i) Check that the blower and the discharge pump are operating
Open Port black water line inlet valve to vacuumarator correctly.
Open Starboard black water line inlet valve to vacuumarator Monthly Checks
j) Check that ample air is being supplied and that liquid from
Open Vacuumarator suction valve Check that air flows are correct and that compartment vents are clear. Clean
the sludge and surface skimmer lines are being returned to the
the blower suction strainer.
Open Vacuumarator discharge valve activation tank from the clarification (settling) tank. This can be
checked by looking at the transparent hose in the return line.
Closed Vacuumarator outlet valve to sewage holding tank BS002F
Grey Water Discharge
Open Vacuumarator outlet valve to sewage treatment plant BS003F k) The sewage treatment plant is now operating. Grey water is discharged overboard by means of gravity and an overboard
Closed Holding tank discharge pump suction valve discharge valve BS014F. This valve on most occasions will be open to allow
l) The discharge pump will only operate when the final discharge the water to drain away directly overboard. Although with this ship trading
Closed Holding tank discharge pump discharge valve chamber is full. in environmentally sensitive areas, grey water where necessary according to
Closed Inlet valve to sewage treatment plant BS006F local legislation must retain any grey water on board. Therefore a 20m3 grey
CAUTION water holding tank has been installed. A three-way valve BS017F is installed to
Closed Discharge valve to overboard and shore lines BS007F
Tanks may only be pumped to sea in waters where such discharge is either direct the water overboard or to the collection tank. The contents of this
Open/Closed Fresh water for dilution (as required) WG037F permitted and permission from the bridge must be obtained before the grey water tank is discharge by the engine room bilge pump, either directly to
Open Sewage treatment plant discharge pump discharge takes place. shore facilities or to the primary bilge tank and thereafter via the OWS unit.
discharge valve BS008F The OWS unit has a direct suction from this tank, see section 2.9.1 for details
of the piping system.
Closed Sewage plant discharge valve to shore connections BS009F Sewage Discharge Ashore
Open Sewage plant discharge valve to overboard BS010F The galley waste disposer discharges overboard via the same overboard
When in confined waters where the overboard discharge of treated sewage discharge valve and a grease trap. The grease trap is fitted with a three-way
Open Sewage overboard discharge valve BS013F is prohibited it is necessary to discharge the treated effluent, or the raw outlet valve which is normally set for overboard discharge. The grease in the
sewage, ashore. Approval must be obtained from the harbour authorities and grease trap is flushed away using hot water from the hot water circulation
the reception facility must be provided which can accommodate the amount system and valve WH008F. The three-way outlet valve is turned to the drain
b) Check the settings of the vacuumarator cut-in and cut-out
of sewage to be discharged. The blank is removed from the port or starboard position and the grease/hot water flows to a collection scupper and the primary
switches and adjust them if necessary. Check the vacuumarator
discharge pipe and the hose to the reception facility connected. The overboard bilge tank.
liquid sealing tank and replenish it if necessary.
discharge valve BS010F is closed and the discharge valve to the shore
connection BS009F is opened. The grease trap, grey water collection tank and the sewage plant vent at the
c) Start the vacuumarator and ensure that it is set to
AUTOMATIC. funnel top.
Treated effluent is discharged by operating the sewage treatment plant
discharge pump. Raw sewage from the sewage holding tank is discharged
d) The sewage treatment unit should be initially filled with water
by means of the holding tank discharge pump but the discharge valve to the
and activated sludge added if it has been emptied for any reason
sewage treatment tank BS006F must be closed and the discharge valve to the
or when commissioning the plant for the first time. This will not
shore/overboard line BS007F opened. Pumps must be set to manual operation
be required when the unit has been operating previously but the
for discharge ashore.
description is included for completeness.
After discharge the pump must be stopped and the valves reset to their normal
e) Turn the sewage treatment plant main switch to the ON
positions as above, unless a further shore discharge is intended.
position.
f) Set the overboard discharge pump switch to the AUTO position

and turn on the air blower.

Illustration 2.14.6a Incinerator
B Deck B Deck
Incinerator Diesel Oil LAH

OF357F
1419
Service Tank LS
TIAHL
(0.6m3)
1421
OF357F LI
TIAHL TI
1420
Exhaust Gas LAL Incinerator Waste Oil Key
(Locked 1419 Service Tank (1.4m3)
OF360F
Closed)
OF Diesel Oil
OD351F
OD408F 425F
LS TC OF Waste Oil
426F
PI Bilge
OF351F Compressed Air
OD355F OD352F Saturated Steam

Incinerator
To Bilge
PI PI Primary Tank
OF356F
OF354F
PI Waste Oil Circulation Pump
(15m3/h x 1.5kg/cm2)
To / From Emergency
Generator Diesel Oil
From 7.5kg/cm2 Steam Service Tank
ST024F To / From Topping
Up Inert Gas
From General Service To Bilge
Air (7.5kg/cm2) Primary Tank
AR027F Service Tank
From Generator Diesel
Oil Pump
From Sludge
Pump
To Seperated
Bilge Oil Tank

2.14.6 INCINERATOR AND GARBAGE DISPOSAL The flue gas outlet is located at the top of the chamber. The garbage is ignited Summary of Regulations
by radiant heat from the oil fired burner. Remnants of particulate matters in the
gas flow are neutralised by the burner. As the fumes leave the chamber, cooling Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
Incinerator Plant air drawn from the lower part of the casing, is mixed with the flue gases to by Garbage from Ships, controls the way in which waste material is treated on
bring the temperature down to approximately 310°C before discharge. board ships. Although it is permissible to discharge a wide variety of garbage
Incinerator
at sea, preference should be given to disposal by utilising shore facilities where
Maker: Teamtec (Golar) The burning process is monitored by the PLC (programmed logic controller) available. A summary of the garbage disposal regulations are given below.
Type: OGS 400C and scanned by a photo resistor. The temperatures are also monitored/regulated
Capacity: 580kW incineration capacity automatically by the PLC control system. A sight glass in the inspection door The special areas are as follows:
is provided to enable the operator to observe the amount of garbage in the
400 litres of solid waste per charge • The Mediterranean Sea
chamber and the functioning of the system.
65 litres/h sludge oil • The Baltic Sea
Diesel oil consumption: 10/28 litres/h The combustion chamber is of steel construction and insulated. A double steel • The Black Sea
Burner blower capacity: 1,500m3/h (maximum) casing with a cooling air jacket forms the outside of the combustion chamber.
The combustion chamber is equipped with a two-stage diesel oil burner and an • The Red Sea
Furnace temperature: 1,200°C (maximum)
atomising nozzle for sludge. The burner unit is monitored by the PLC and has • The Persian Gulf
Flue gas temperature: 350°C (maximum)
a built in primary air fan and diesel oil pump.
Flue gas fan capacity: 9,500m3/h • North West European Waters
The electrical control panel is installed on the incinerator and it contains fuses, • The Gulf of Aden
starters, a PLC and an operator panel. The operator panel which is located at
Introduction the right side of the control panel, has an LCD display and keys for selecting
• The Antartic
burner modes. • The Wider Caribbean Area
The incinerator consists of a combustion chamber with burner unit, sludge
burning equipment and electric control panel all assembled in one complete The purpose of the flue gas fan is transportation of the flue gas from the
unit. A flue gas damper and cooling fan are fitted separately and are installed combustion chamber and to create a negative pressure in the furnace. The
Garbage Outside Special Areas
in the flue gas duct. The starter for the cooling fan is installed in the incinerator same fan draws ambient air through the cooling jacket on the combustion • Disposal of plastics including plastic ropes and garbage bags
control panel. The unit is fitted in the incinerator room which is located on A chamber and the hot gas from the furnace is diluted with the cooling air at the are prohibited.
deck inside the engie room casing. flue gas outlet on the combustion chamber in order to reduce the temperature
• Floating dunnage, lining and packaging are allowed over 25
to approximately 310°C.
The incinerator can burn solid garbage waste, engine room waste oil and diesel miles offshore.
oil to assist the total combustion when required. The unit is capable of burning The automatic flue gas damper adjusts the gas flow in the flue gas duct and is • Paper, rags, glass, bottles, crockery and other similar materials
65 litres of waste oil per hour or 400 litres per charge of compacted solid waste controlled from the electric control panel which senses the negative pressure in are allowed over 12 miles offshore.
or a combination of both to a maximum of 580kW. the furnace and regulates the damper to give the desired pressure. • All other garbage including paper rags etc. are allowed over 3
The incinerator consists of four main parts: miles offshore.
Waste oil is transferred to the incinerator from the waste oil service tank by
• Combustion chamber with diesel oil burner, sludge burner, pilot means of a circulating pump and the return line ensures an even temperature • Food waste can be disposed in all areas over 12 miles
fuel heater and electric control panel throughout the waste oil charge. A quick-closing valve with a collapsable offshore.
bridge is fitted to the suction line and this is operated by a wire pull located
• Flue gas fan Due regard should also be taken of any local authority, coastal, or port
immediately outside of the incinerator room space. The tank is also provided
• Flue gas damper with level monitoring equipment and a high level switch for automatic stopping regulations regarding the disposal of waste. To ensure that the annex to
of the sludge pump. MARPOL73/78 is complied with, waste is treated under the following cases:
• Waste oil circulating pump and tank heater
• Food waste
The combustion chamber is a box chamber with a hinge mounted feeding A steam heating coil supplied off the 7.5kg/cm2 steam service system keeps the
• Burnable dry waste, plastic and others
sluice and an ash door which can only be opened when the incinerator is waste oil temperature in the tank to approximately 60 - 90°C.
not burning. The feeding sluice is flare-back safe and can be used during • Non-burnable dry waste
incineration. When it is necessary to burn large amounts, the sluice can be A drain valve is fitted for draining off any water.
• Other waste, including oily rags and cans, chemical cans and
opened like a door in order to feed the combustion chamber but this can only incinerator ash
be done when the incinerator is stopped. The control system interlocks prevent
the door from being opened before the correct cooling down temperature has
been reached.

Illustration 2.14.6a Incinerator
B Deck B Deck
Incinerator Diesel Oil LAH

OF357F
1419
Service Tank LS
TIAHL
(0.6m3)
1421
OF357F LI
TIAHL TI
1420
Exhaust Gas LAL Incinerator Waste Oil Key
(Locked 1419 Service Tank (1.4m3)
OF360F
Closed)
OF Diesel Oil
OD351F
OD408F 425F
LS TC OF Waste Oil
426F
PI Bilge
OF351F Compressed Air
OD355F OD352F Saturated Steam

Incinerator
To Bilge
PI PI Primary Tank
OF356F
OF354F
PI Waste Oil Circulation Pump
(15m3/h x 1.5kg/cm2)
To / From Emergency
From 7.5kg/cm2 Steam Service Tank
ST024F To / From Topping
Up Inert Gas
From General Service To Bilge
Air (7.5kg/cm2) Primary Tank
AR027F Service Tank
From Generator Diesel
Oil Pump
From Sludge
Pump
To Seperated
Bilge Oil Tank

Garbage Disposal Procedures d) Inspect the combustion chamber for foreign objects and ash or Sludge Pump
slag and remove these if necessary. Allows for manual start of the sludge transfer pump. The pump will stop
Food Waste
automatically when the level switch in the tank is activated. The pump
Food waste production for approximately 50 people is given as 15 to 25kg per e) Check the combustion chamber air inlets are clear. may be stopped by pressing the STOP pushbutton or the SLUDGE PUMP
day or 75 to 125 litres per day without compacting.
pushbutton.
f) Clean the photocell.
The daily food waste produced is collected in bags in the galley.
Sludge Service Tank Heating
g) Clean the ignitor electrodes.
Burnable Dry Waste This allows for manual starting of the waste oil tank heating system.
h) Check the condition of the refractory.
Dry waste production for approximately 50 people is given approximately
30kg per day or 1,000 to 1,500 litres per day. The volume can be reduced by a Detailed instruction for setting these programmes in the incinerator operator
i) Clean the diesel oil burner. panel MAC E300 are given in the incinerator operating manual. Once set the
factor of 5 by shredding the waste.
programmes should not be changed without good reason. The manual also
j) Clean the waste oil burner. provides a full list of alarms, error messages, running information, etc. which
Dry waste from the accommodation is collected, shredded and then transported
to the incinerator room for burning. may be displayed on the MAC E300 graphic screen.
k) Supply atomising air to the burner unit.
Dry waste from the engine room is taken directly to the incinerator room. l) Close the ash door and loading door. Burning Solid Waste
a) Turn the main switch on the control panel to the ON position.
Non-Burnable Dry Waste m) The exhaust dampers should be fully opened.
Non-burnable dry waste production for approximately 50 people is given as The furnace should be warmed up by burning diesel oil at first, as the best b) Load the incinerator and close the incinerator doors
approximately 20kg per day or 80 to 100 litres per day without compacting. combustion cannot be established in a cool furnace.
c) At the program controller select the burning time. This depends
Non-burnable waste, from the accommodation is collected in the waste The incinerator DO service tank outlet valve OD351F should be open and the upon the amount of solid waste but is automatically repeated
management room before overboard dumping or discharge ashore. DO supply valve to the incinerator OD355F should also be open. from the previous burning. If 0 burning time is selected the
burning will continue until the STOP button is pressed.
Other Waste The incinerator may be operated on one of a number of predefined programs
which are chosen at the control panel. d) If SLAGGING is shown in the display press the STOP button;
• Oily rags may be burnt in the incinerator in small quantities the flue gas FG fan will stop and READY will appear in line 4
of the display.
• Cans that have contained oils or chemicals must be stored Stop
before discharge ashore e) Press the SOLID WASTE pushbutton and SOLID WASTE will
The incinerator is shut down and undergoes the shutdown procedure with all
• Incinerator ash must be stored on board in the location of a previously selected programs cancelled. appear in line 4 of the display for 5 seconds. The incinerator
special site if less than 12 miles offshore, otherwise the ash can program will commence with the flue gas fan and diesel oil
safely be dumped overboard burner operating when the conditions are correct. Green LEDs
Slagging for FG Fan, Burner and Running are illuminated.
To be used when slagging the incinerator.
Procedure for the Operation of the Incinerator
f) When the set burning time has expired or the STOP button is
Preparation pressed the burner will stop and the cooling down sequence will
Solid Waste
a) Clean the waste oil tank strainer and drain any water from the commence. COOLING appears in line 4 of the display.
Used when burning solid waste in the incinerator. Operation of the incinerator
tank.
is controlled by the PLC to ensure complete combustion of the garbage loaded g) When the temperature of the combustion chamber has fallen to
b) Heat the waste oil service tank to 60-90ºC.
into the furnace. 170oC the flue gas fan will stop and the door interlocks will be
released so that the doors may be opened.
c) Open the waste oil supply valve to the incinerator OF351F and Sludge
the return valve OF354F. Open the waste oil circulating pump
Allows for the burning of waste oil at the incinerator’s maximum capacity.
inlet and outlet valves OF352F and OF353F respectively and
start the waste oil circulating pump.

Burning Waste Oil In the event of a loss of electrical power during a blackout when the incinerator
a) Fill the incinerator waste oil service tank (see section 2.6.4.) is running it is important to start the flue gas fan as soon as possible upon
and activate the tank heater by pressing the SLUDGE HEATER restoration of electrical power in order to cool the combustion furnace
pushbutton. The green SL HEATER LED will be illuminated. effectively. The incinerator program automatic restart is set to AUTO and the
STOP pushbutton is pressed.
b) Drain water from the incinerator waste oil service tank and
start the circulation pump by pressing the SLUDGE PUMP Incineration of Solid Waste (trash, rags, waste oil filter
pushbutton. The green SL PUMP LED will be illuminated. cartridges etc.)
c) Open the incinerator waste oil pump inlet and outlet valves a) Control the size of charge depending on the type of material.
OF355F and OF356F respectively.
b) Remove ash before running.
d) Check the atomising air supply pressure is correct at 7kg/cm2 or
Overflow Line to Separated
the atomising steam at 7.5kg/cm2. c) For simultaneous burning of solid and oily wastes, reduce the Bilge Oil Tank
rate of waste oil burning to avoid an overheat trip. OF359F OF360F OF357F
e) If SLAGGING is shown in the display press the STOP button;
the flue gas fan will stop and READY will appear in line 4 of d) Warm up the furnace as described previously before charging
the display. with solid waste.
f) Press the SLUDGE pushbutton and SLUDGE will appear e) Cut large solid items into smaller pieces and divide them into
in line 4 of the display for 5 seconds. The incinerator will charging lots depending upon combustibility.
commence the procedure for burning waste oil and the green
FG Fan, Burner, SL Heater, SL Pump and Running LEDs will f) Avoid overcharging the incinerator with high calorific materials
be illuminated. such as plastics and oily material.
g) Waste oil will be burned for a defined burning period if one has g) To avoid damage to the furnace and burner, ensure that the fans
been set or until the waste oil circulation pump stops because are running while solid waste is burning.
the low level switch on the incinerator waste oil service tank has
been activated.
CAUTION
h) When the time has expired or the stop signal has been activated Oily rags etc., must be loaded in small quantities only (approximately
the burner will stop and the cooling down sequence commences 1.5kg per loading) and must not be present in the combustion chamber
with COOLING being displayed in line 4 of the display. unless the induced draught fan is running.
i) When the temperature of the combustion chamber has fallen to WARNING

170oC the flue gas fan will stop and the door interlocks will be Do not attempt to burn explosives or aerosol spray cans in the
released so that the doors may be opened. incinerator.
Emergency Stops
The incinerator may be stopped in an emergency by turning the main switch

on the control panel to the OFF position or by activation of the EMERGENCY
STOP pushbutton located outside the incinerator room. The incinerator waste
oil quick-closing valves and the incinerator DO service tank quick-closing OF351F OD352F
valve may be tripped by means of the wires located outside the incinerator
room.
Incinerator Waste Oil Tank

2.15 Inert Gas System - Main and Top-Up Generator
2.15.1 System Description
2.15.2 Operation of the Main System
2.15.3 Inert Gas Top-Up Generator (TUG)
Illustrations
2.15.1a Inert Gas System - Engine Room
2.15.2a Inert Gas Control Panel - CECR
2.15.3a Top-Up Generator Local Control Panel and Wheelhouse Inert Gas Indication Panel
2.15.3b Calibration Sample Selection Switch

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Screen For Fresh Air Intake Operation Signal IGS
TI
Weather Deck 12 Litre Receiver Funnel Top
Boiler for IG Main Isolating
Uptake Valve to Deck
Fresh WF508F Remote Control
Water Valve With Timer
Supply
GE GE TI h2
014F 015F Blower 100% To Inert Gas
PI
System On Deck
ZS
Boiler
Sealing Air Uptake
from Auxiliary WF509F
TI PI
Boiler
FD Fan Scrubber Unit
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No.1 FD No.2 FD
Fan Fan
TI PI 5HPRWH&RQWURO
ZS 9DOYHV:LWK7LPHU Deck Water Seal
Air LHA
Blowing GI541F Closed
(1 - 3)
Oxygen Air N2
LS
Pressure Pressure
AR024F Blower 100% Analyser

Max 0.3 bar
Sample
Max 0.3 bar
TI TI LAL
Incinerator PI ZS
Room
LS TI
Inert Gas Generator AUTO WS WS

and Fan Room CH-VR 041F 042F
Engine Room
Drain
5HPRWH&RQWURO
9DOYHV:LWK7LPHU
Upper Deck
,**&RROLQJ
6HD:DWHU3XPS Steam Exhaust
PK[NJFP Deck Water
Seal Supply Pumps WS WS GI526F
(3m3/h x 4kg/cm2) 039F 040F
WS046F :6) Drain To Engine Room
ZS
IGS IG Scrubber Sea Water
Pump (150m3/h x 4.5kg/cm2) Steam Supply
ZS :6)
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Closed) (PHUJHQF\)HHG&RQQHFWLRQ Unit
TI
URP%LOJH)LUHDQG*63XPSV Topping Up Inert Gas Generator Diesel Oil Pump
Silencer
Weather Deck Spark TI
Arrestor Key
Inert Gas
Test Cock
Sea Water
Wire Rope PI
(Outside) Air
GI524F
M
LS TI
Fresh Water
Air Blower Unit
Diesel Oil
IG523F
GI525F Silencer
Blower Effluent Drain Line
Polyethylene Coated
Diesel Oil Supply Diesel Oil Service Tank
Drain Sea Water Effluent Drain
Line Polyethylene Coated

2.15 INERT GAS SYSTEM - MAIN AND TOP-UP WARNING

GENERATOR The IG used on this vessel is produced either by a conventional flue gas plant,
When running with the boiler on a low load, the flue gas blower may
which cools and cleans exhaust gas from the boiler uptake, or by an independent
draw air down the boiler funnel uptake resulting in an out of range O2
inert gas topping up generator system, which burns marine diesel oil at a very
2.15.1 SYSTEM DESCRIPTION acceptability.
low excess air setting. The resulting exhaust gas from either system is cooled
and cleaned before being fed into the cargo tanks.
The system consists of the following components:
General
The main system is designed to maintain a positive tank pressure of 900mm
Maker: Hamworthy KSE a.s. Moss WG, with a tank O2 content of less than 5% maximum. Scrubber
Type: Moss Flue Gas System Maker: Hamworthy KSE a.s. Moss
The system is used during: No. of sets: 1
Capacity: 10,500Nm3/h each blower
• Cargo oil unloading Type: Triplex
Stage 1: Venturi with water injection
Deck Seal Sea Water Pumps • Hydrocarbon gas purging
Stage 2: Mesh wet filter
Maker: Teikoku Machinery Works Ltd • Tank cleaning Stage 3: Open water mist spray tower
No. of sets: 2 • Crude oil washing
The scrubber is of the tower type and consists of inlet water seal tanks, tower
Model: 50MSS-JH1m • Reducing the O2 content in the tank volume elements and spray nozzles.
Type: Horizontal centrifugal • Emergency inerting of the pump room by fitting a spool piece
Capacity: 3m3/h at 4.0kg/cm2 The purpose of the scrubber unit is to cool the exhaust gas, remove soot
• Emergency inerting from deck of the ballast tanks via dedicated particles and sulphur and sulphur dioxide from the exhaust gases drawn from
Motor: 3.7kW at 3,600 rpm flexible hoses. The system offers additional flexibility for the boilers and therefore produce a ‘clean’ inert gas.
Inert Gas Scrubber Circulating Sea Water Pump inerting and purging the ballast tanks, by the IG main connecting
into the ballast main piping via a spool piece on deck before the Hot flue gases are drawn from the boiler uptake and accelerated through the
Maker: Teikoku Machinery Works Ltd IG main block valves. inlet venturi tube where they are sprayed with sea water. In this stage, the gases
No. of sets: 1
are pre-washed and cooled to between 60 and 70°C. At the lower end of the
Model: 125TVS-B1m venturi scrubber, the gases are deflected through a wet filter, providing further
Main Inert Gas System
Type: Vertical centrifugal cooling and cleaning. The gas then passes into the open spray tower, which
Capacity: 150m3/h at 4.5kg/cm2 The flue gas from the boiler uptake is led into the plant, then cooled and is the final cooling process. The water mist is highly efficient in removing
Motor: 30kW at 1,800 rpm cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks sulphur. The spray also assists in maintaining the wet filter in a clean condition
via a deck water seal non-return valve and distribution piping. The system is by a continuous flushing action. The clean cool gas passes through a mesh
Inert Gas Generator Topping Up Sea Water Pump used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases demister in the top of the scrubber tower, which effectively prevents water
and replace them with an inert gas, keeping the oxygen content below 5% by droplets from being carried over with the outlet gas flow.
volume.
No. of sets: 1 An independent cooling sea water supply pump supplies the scrubber.
Model: 100TVS-B1m When the boilers are operating efficiently, the composition of the inert gas by Emergency cooling water can be provided from either of the bilge, fire and GS
Type: Vertical centrifugal volume should be: pumps. The water leaving the scrubber is discharged overboard.
Capacity: 35m3/h at 4.0kg/cm2 Carbon dioxide (CO2) approximately 13.0%
Oxygen (O2) approximately 5.0%
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue Sulphur dioxide (SO2) < 100ppm
gas and an independent inert gas generator plant, to provide a gas explosion Nitrogen (N2) Balance
protection system, i.e. a low O2 content in the cargo oil tanks and slop tanks.
This is achieved by maintaining a slight overpressure in the tanks at all times. However, during low boiler load operation, the oxygen content of the boiler
exhaust gas will tend to rise, due to the higher excess air required for good
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by combustion.
inert gas. At all times, pressure of the inert gas in the tanks is to be maintained
above atmospheric pressure.

Inert Gas Fans The deck seal is constantly supplied with sea water from one of two supply by solenoid valves, pneumatically operate the master uptake valves. These flue
Maker: Flebu pumps; a pressure sensor on the sea water supply will start the standby pump gas isolating valves should be air blasted (PUSH TO CLEAN button on the
No. of sets: 2 (each 100% capacity) which should be set to automatic, should the pressure fall below the alarm limit control panel) before flue gas is directed into the inert gas system.
Type: Centrifugal single stage or the running pump fail.
Model: BK91.5 Sealing Air Valve
Pressure/Vacuum Breakers
To prevent boiler flue gas leaking past the boiler uptake valves when the plant
Two electrically driven inert gas fans are supplied. Each is capable of supplying
is shut down and a boiler is running, a sealing air supply line is fitted. This runs
the full rated inert gas capacity, 10,500Nm3/h. They draw the gas from the Main IG Line (Port)
from the discharge side of the boiler forced draught fan to the pipeline between
boiler uptake, through the scrubber, and deliver to the deck distribution pipe Maker: Hamworthy KSE a.s. Moss the boiler flue gas isolating valve and the downstream main valve. When the
system via the deck water seal with sufficient overpressure to form a high No. of sets: 1 boiler uptake valves are open, the sealing air pneumatic piston operated valve
velocity gas jet at the inlet to the cargo tanks. The blower casing of each fan is Type: Dual pipe - liquid filled is closed and vice versa.
provided with water washing spray nozzles and drains. The washing system is Capacity: 14,280m3/h
automated so that when the fans are stopped, but during their run down period, Opening Pressure: 0.20kg/cm2
fresh water is injected onto the fan impeller in order to clear away any soot Flow Control Valves
Vacuum: 0.07kg/cm
particles. Butterfly control valves operated by pneumatic actuators, will control the flow
through the system. To protect the blower motor, the valves are held in the
Secondary IG Line (Starboard)
Deck Water Seal closed position during the blower start-up period.
Maker: Hamworthy KSE a.s. Moss
Maker: Hamworthy KSE a.s. Moss No. of sets: 1
No. of sets: 1 Blow Off Valve
Type: Dual pipe - liquid filled
Type: Displacement Capacity: 4,760m3/h One butterfly valve is provided for gas venting. It is pneumatically operated
Sealing height: 2,500mm WG Opening Pressure: 0.20kg/cm2 and used to control the inert gas main pressure. When the plant is started with
Capacity: 10,500m3/h Vacuum: 0.07kg/cm the blower running and the main deck line control valve closed, the blow off
valve will open, relieving the gas from the blower outlet to atmosphere, thus
The deck water seal is of the displacement type. The water inside the seal is A pressure/vacuum breaker is fitted to each of the main and secondary inert preventing overheating of the running blower.
displaced into a reservoir during operation, and immediately falls back and gas lines on deck as indicated above. Each is filled with a mixture of antifreeze
closes the seal in case of loss of positive gas pressure, preventing any back- (glycol) and water. They will open at a preset pressure or vacuum, thus
flow of cargo gases. Inert Gas Main Control Valve
protecting the tanks against too high a pressure or vacuum.
One main control valve, driven by a pneumatic double acting actuator, is
The deck water seal is gas leakage proof, due to an internal double seal pipe There is a level sight glass fitted to the side of the PV breakers which should provided on the main line. During start up and shut down the valve is held in
forming two gas barriers. A small tube with a gooseneck on the water seal be checked before cargo operations. The correct mixture of antifreeze is 50% the closed position. A 12 litre air reservoir ensures closing of the valve if the
top indicates a possible leakage in one of the barriers. The water seal has a fresh water to 50% ethylene glycol for both the port and starboard breaker. instrument air pressure is lost or there is a system power failure.
built-in retractable heating coil for use in cold weather conditions. There is an Testing of the density is according to the planned maintenance programme,
inspection glass with a locking cover for water level sighting. The deck seal is with the results recorded in the Inert Gas Record Book parts B and C.
fitted with a sealing water high and low level alarm. Oxygen Analyser
Before topping up of the mixture can take place, the pressure on the IG main A fixed oxygen analyser is installed, which samples the inert gas after it has
The mesh demister in the upper part of the seal effectively prevents carry-over must be reduced to slightly above or near to atmospheric, in order that the passed through the blowers.
of water droplets under all flow conditions. In the event of a loss of IG delivery pressure on the PV breaker is relieved in order to add the antifreeze.
gas pressure, the water immediately falls back and closes the seal, thereby
preventing any back-flow of gases to the boilers in the engine room.
Flue Gas Isolating Valves
Any back pressure from the cargo tank area will induce an overpressure in the As the flue gas isolating valves are subject to high temperature variations they
reservoir chamber above the water level and force water into the centre tube. are therefore not gas tight in the closed condition. Gas leakage into the system
The water level in the centre tube will rise and thus prevent gas from leaking is prevented by the automatic provision of air sealing from the boiler FD fan
past the seal. An externally mounted sight glass is provided, enabling the level when the flue gas system is shut down and the boiler is operating.
of the seal water within the chamber to be checked. A seal water low pressure
alarm is fitted in the sea water supply line, additionally, a low and high level A manually operated valve is mounted close to each boiler uptake duct for soot
alarm float switches are fitted to the deck seal chamber. Overfilling of the deck cleaning on the boiler side of the flue gas isolating valve; air for this operation
water seal is prevented by a weir and direct overboard discharge. comes from the general service air system. Double acting cylinders, controlled

Illustration 2.15.2a Inert Gas Control Panel - CECR
TOPPING UP MOSS FLUE GAS COMMON

GENERATOR GAS SYSTEM FREEING
PAl
PI-220 INERT GAS PRESSURE TI-188 I.G. TEMPERATURE
185 INDICATE h 320 h 321 h 322 s 306 s 307
h 83 h - LAMP/LED FLUE AIR LAMP ALARM

RUN GAS VENT TEST ACCEPT
s - PUSH BUTTON READY READY
AAh/I - OXYGEN CONTENT HIGH/LOW
FUEL OIL TAh - TEMPERATURE ALARM HIGH
LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW h/s 313 h/s 305 h/s 310 s 309 s 304
INSTRUMENT PAh - PRESSURE ALARM HIGH
AIR SELECT START AIR
PAl PAh PAl - PRESSURE ALARM LOW T.U.G. FLUE VENT ALARM STOP
BA 200 MODE GAS START RESET
h 109 180 180 PAll - PRESSURE ALARM VERY LOW
lAl - BLOWER FAILURE
LAl BA - FLAME FAILURE
191 0 - 3000 mmWG 0 - 100°C CAPACITY SET POINT
h/s 311 s 214-1 s 214-2 h/s 315
COMBUSTION START
T.U.G. EMERG.
AIR AUTO STOP
TO TO
ATMOSPHERE ATMOSPHERE
HIC 22-1 HIC 22-2 DECK PRESSURE SET POINT
h/s 319 s 215-1 s 215-2
h 200 LOCAL
0 50 100 0 50 100 T.U.G.
START
FLAME REMOTE WATER WASH I.G. BLOWER

ON h/s 330 h/s 331
h 19-G OPEN CLOSED OPEN CLOSED
PAl
184-G BLOWER BLOWER
LAh 1 2
193-G
SEA WATER h 5-G s 22-1 s 22-2 CAUTION WATER TO BE USED ONLY
AUX. SUPPLY DURING RUN DOWN AFTER STOPPING I.G. BLOWER
h6
DECK WATER SEAL WATER PUMP 1
h 124
s 125-1 s 126-1 MANUAL AUTO h 125-1 h 126-1
SEA WATER DECK DECK
SUPPLY MAIN SECONDARY LOCAL
T.U.G. STOP RUN STAND
START BY
PAl PAl
PAI
183 187-1 187-2 s 340
INSTRUMENT DECK WATER SEAL WATER PUMP 2
h 17 h 14-G
AIR
PAll PAll s 125-2 s 126-2 MANUAL AUTO h 125-2 h 126-2
182-1 182-2
LOCAL STAND
s 301 T.U.G. STOP RUN BY
BOILER 1 START
SOOT 2 3 PAh PAh
h 24-1 h2 s 341
BLOWING BILGE TANK POS.1: MANUEL DRAIN TO BILGE 182-1 182-2
h 25-1 1 POS.2: BILGE - FLAME FAILURE
POS.3: EFFLUENT OVERBOARD
RUN h/s 28 HIC-214 HIC-215
h/s 308-1 h/s 308-2 PIR/AIR 217
DRAIN TO BILGE lAl h7 CAPACITY DECK PRESSURE DECK PRESSURE MAIN LINE INDICATOR/RECORDER
BOILER 1 SELECT h 260 180 SELECT SELECT
h 10 SET POINT SET POINT DECK PRESSURE SECONDARY LINE INDICATOR/RECORDER
UPTAKE DECK DECK
MAIN SECOND. OXYGEN CONTENT INDICATOR/RECORDER
h 27
h 103
TAh AAh/I
188 204 h 12-1 h 12-2 RECORD
s 53 DISPLAY
h 266 h/s 103-1
AIR FOR VALVE PUSH BLOWER 1 LIST
TO SELECT
CLEANING CLEAN BLOWER FEED
1 -500/ -500/
+2500mmWG +2500mmWG 0 - 25% 02
h 24-2
0 - 100% -500 - +2500mmWG
lAl h8 h1
RUN h/s 30 h 11 181
BOILER 2 SELECT
UPTAKE h 104
h 29
BOILER 2 h/s 104-1

h4 BLOWER 2 DECK PRESSURE DECK PRESSURE O2 CONTEMNT
SOOT
SELECT LAh MAIN LINE SECONDARY LINE
BLOWING BLOWER 195
h 25-2 2
LAh
FUJI
193-F
SEALING AIR
LAl AI-204 PI-182-1 PI-182-2
TAh h 300
h 19-F PAl 192
194 02 - CONTENT DECK PRESSURE DECK PRESSURE
184-GF MAIN LINE SECONDARY LINE
POWER ON
24V DC POWER FAILURE
SEA WATER h 5-F PAl
AUX. SUPPLY 189
h 14
h 129
SEA WATER SEA WATER

SUPPLY
BUZZER
0 - 25% -500 - +2500mmWG -500 - +2500mmWG

2.15.2 OPERATION OF THE MAIN SYSTEM i) On the boiler to be used for supplying the flue gas press the Capacity and Deck Main Pressure Control
boiler uptake SELECT button.
The flue gas system main control panel is situated in the CECR. This panel The capacity control and deck main pressure are set by the corresponding
contains the programmable controller, which takes care of the start/stop/alarm j) Press the SELECT BLOWER button for the required blower, potentiometers on the control console. The signal from these two controls
functions and the running mode. On the front of the panel the system is either No.1 or No.2. automatically operates the vent and capacity control valves. When the set
represented in the form of a mimic diagram, with appropriate indications and point of the capacity or the deck main pressure has been reached, the control
pushbuttons. The panel also contains a three pen recorder/indicator unit for IG k) Press the flue gas START FLUE GAS button. valve will partially close to maintain the set point. To maintain a flow
main pressure on the main (port) and secondary (starboard) lines and the IG through the system and prevent the fans overheating, the vent valve will open
O2% content. l) The start sequence is indicated with lamps on the mimic panel. correspondingly.
A sub-panel on the bridge contains indication for inert gas pressure, oxygen The scrubber sea water pump then starts and the sea water inlet valve to the
content and alarm indicators. scrubber opens after 10 seconds. After a further 17 seconds, the selected Gas Freeing
blower will start and the blower outlet valve will open. The uptake sealing air
valve will close and the selected boiler uptake valve will open. The gas will The IG plant is also used for purging the cargo tanks with fresh air during gas
Procedure for Operating the Main Inert Gas System purge through the vent valve for 50 seconds. After the purging period it will freeing operations as follows:
Starting be possible to direct the inert gas to deck, if the oxygen level is below 5%, by
pressing the SELECT DECK MAIN (h12-1, port side IG line on deck) and/or a) Open the inlet valve for the required blower.
a) Ensure that the deck seal is constantly supplied with sea water
the SELECT DECK SECOND (h12-2, starboard side IG line on deck) button
by one of the supply pumps. In normal operation one pump is b) Open the atmospheric intake cover ‘h 260’, located on upper
on the CECR panel.
constantly running in manual mode, with the other pump on deck port side aft adjacent to the entrance doorway into the IG
standby automatic back-up mode. fan room.
m) Regulate the capacity by adjusting the potentiometer using the
Up and Down arrow buttons on the panel. The purge valve to
b) Manually open the scrubber sea water supply pump suction, c) Press the SELECT button for the required blower.
atmosphere will open and close accordingly to regulate the
discharge and the scrubber overboard discharge valve in the
delivery flow to deck according to the line pressure on deck.
engine room. If the scrubber pump is unavailable, either of the d) If all the valves are set correctly, the AIR VENT READY lamp
bilge, fire and GS pumps can be utilised to supply the scrubber will be illuminated.
n) Check temperatures and pressures.
tower via crossover valve WS050.
o) Check and adjust the flow through the oxygen analyser bubbler e) Press the START AIR VENT button. The plant will start in
c) Open the gas outlet valve GI541 from the scrubber and the IG venting mode. Any other functions, such as opening of uptake
unit.
blower gas suction on the selected fan that is to be used. These valves, are interlocked in this mode.
valves have Open/Closed position relays which transmit their
position to the mimic panel. Stopping f) Fresh air is supplied to the cargo oil tanks in the same manner
a) De-select the SELECT DECK MAIN and/or SELECT DECK as inert gas. The IG being displaced from the tanks is discharged
d) Manually open the air supply valve to the respective boiler flue SECOND button. The system will revert to purge mode, deck via the cargo suction lines leading up to the purge pipe risers
gas isolating valve soot cleaning valve. valve h12-1 (port) or h12-2 (starboard) will close and the vent which are fitted with flame screens forward of the port side
to atmosphere h2 will open. manifold.
e) Check and log the calibration of the oxygen analyser and set the
reference airflow to 100 litres/hour. b) Ensure the fresh water cleaning hose is connected to the WARNING
running fan casing cleaning line. Press the SELECT BLOWER When gas freeing is only taking place in one set of tanks for example,
f) The FLUE GAS READY lamp should be illuminated if all pushbutton on the running fan and the boiler SELECT uptake air will be directed down the secondary (starboard) IG main in order to
valves are in the correct position. button. The fan will now stop and the uptake valve will close, maintain an isolation from the other tanks which are gassed up.
the water washing valve for the fan impeller and drain valve
g) One deck seal pump is in continual use and should be running in will automatically open and clean off any soot deposits as the
MANUAL mode with the second pump set for AUTO cut in. fan runs down.
h) Clean soot from the uptake valves by operating the PUSH TO The sea water system for the scrubber tower will continue to run for a cool
CLEAN button. The isolating control valve will open and carry down period.
out the cleaning operation, it will then close on completion.

Illustration 2.15.3a Top-Up Generator Local Control Panel and Wheelhouse Inert Gas Indication Panel
MOSS FLUE GAS SYSTEM

= TOPPING UP GENERATOR
PI-182-1
h/s 82 DECK PRESSURE MAIN LINE
PAl
185
START / PI-220 INERT GAS PRESSURE
STOP h 83
DIESEL OIL
-500 - +2500mmWG
INSTRUMENT
AIR
h/s 209 h/s 158 h/s 156
0 - 3000 mmWG
PI-182-2
DECK PRESSURE SECONDARY LINE
h/s 108 GLOWING IGNITION MAIN
ON ON BURNER BA 200
h 109 ON
START / AAh/l
STOP LAl 204 h6
191
COMBUSTION
AIR
PAl PAh
180 180
h 200 -500 - +2500mmWG
FLAME AI-204
OXYGEN CONTENT
ON
PAl
184-G
LAh
193-G
h/s 123 h 5-G
Inert Gas From
START / Flue Gas System
STOP
h 124
SEA WATER
0 - 25% 02
PAI 187-1 PAh 182-2

DECK MAIN LINE DECK SECONDARY LINE
h 40 LOW PRESSURE ALARM HIGH PRESSURE ALARM
h 311 h/s 312 h 313 h/s 315
START SELECT SELECT INDICATE

COMMON ALARM T.U.G MANUAL T.U.G EMERG.
AUTO START MODE STOP h - LAMP/LED PAI 187-2 AAh/I 204
DECK SECONDARY LINE 02-CONTENT
s - PUSH BUTTON LOW PRESSURE ALARM HIGH / LOW ALARM
h 300 AAh/I - OXYGEN CONTENT HIGH/LOW
h 319 s 306 s 307 s 304 LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW
LOCAL LAMP
POWER ON T.U.G ALARM STOP PAh - PRESSURE ALARM HIGH PAh 182-1
START TEST ACCEPT DECK MAIN LINE
24VAC POWER FAILURE PAl - PRESSURE ALARM LOW s 306
HIGH PRESSURE ALARM
BA - FLAME FAILURE
LAMP
TEST

2.15.3 INERT GAS TOP-UP GENERATOR (TUG) Starting - Manually Stopping - Manual
a) Manually open the TUG sea water supply pump suction,
Maker: Hamworthy KSE a.s. Moss discharge and the overboard discharge valve in the engine Press the STOP button on the local control panel. The system will shut down
Type: Topping Up room. If the supply pump is unavailable, either of the bilge, fire and reset to the purge mode. The sea water system and the blower will continue
Capacity: 500Nm3/h and GS pumps can be utilised to supply the TUG via crossover to run for a cooling down period.
Fuel oil consumption: Approximately 40kg/h valve WS048.
Starting - Automatic
b) Check and log the calibration of the oxygen analyser.
The function of this inert gas generator is to enable the inert gas inside the
tanks to be topped up to the normal working range without having to put the a) Manually open the TUG sea water supply pump suction,
c) Press the SELECT MANUAL START button. discharge and the overboard discharge valve in the engine
main system on line. Changes in the climatic conditions and the areas the ship
is passing through can radically change the pressure inside the tanks. room. If the supply pump is unavailable, either of the bilge, fire
d) Start the topping-up generator water supply pump. and GS pumps can be utilised to supply the TUG via crossover
The unit comprises of an oil burner and combustion chamber, a scrubber, a valve WS048.
e) Ensure that the cooling jacket sea water inlet valve is open.
blower and a fuel oil pump unit. This unit operates automatically and can be
set to start and stop at given pressures set on the control panel. An independent b) Check and log the calibration of the oxygen analyser.
f) Check that all air is evacuated from the cooling jacket outlet
cooling sea water supply pump supplies the topping-up generator cooling
sight glass. c) Press the SELECT TUG MODE then the START TUG AUTO
system. Emergency cooling water can be provided from either of the bilge,
fire and GS pumps. The water leaving the unit is discharged overboard. button.
g) Start the combustion air blower with the START/STOP
pushbutton. The sea water pump then starts and the sea water inlet valve to the cooling
Fuel oil is burned in the combustion chamber. The products of combustion is
then led through the cooling tower where the gas is cleaned and cooled. The tower opens. After 17 seconds the blower will start. After receiving a running
h) Check and adjust the airflow through the oxygen analyser. signal from the blower, the IG capacity control valve will begin regulation.
inert gas is then delivered to the inert gas main through a flow control valve.
After 50 seconds the fuel oil pump will start and the ignition plug is activated.
i) After a pre-purging time of 45 seconds, start the fuel oil pump After activation of the main burner, the gas will purge through the vent valve
Effluent Discharge with the START/STOP button and energise the ignition glow for 50 seconds. The sequence is the same as for manual operation, except that
plug with the GLOWING ON button. the gas will lead to the inert gas main automatically.
There are two directions that the effluent discharge from the TUG can take,
one is directly overboard and another is to the bilge primary tank, the discharge j) After 30 seconds, admit air and fuel to the ignition burner with d) The start sequence is indicated with lamps on the mimic
route selection is made at the main control panel in the CECR. As previously the IGNITION ON button. diagram.
described, under normal operations the sea water cooling/scrubber effluent
from the TUG is discharged directly overboard. In the event of a flame failure k) After 5 seconds, supply fuel to the main burner by operating the e) Check that all air is evacuated from the cooling jacket outlet and
on the TUG, the duty engineer or deck officer manning the CECR should MAIN BURNER ON button. sight glass before FLAME ON is energised.
immediately change the mode selection switch to discharge the effluent to the
engine room bilge primary tank, i.e., position No.2. This is because there will l) When the flame is established and indicated by the FLAME f) Adjust the combustion air until the desired oxygen content is
be the possibility of diesel oil fuel becoming contained within the effluent ON lamp, allow 5 seconds for the flame to establish, then stop reached.
discharge after the flame failure being sensed and before the fuel solenoid shut- the ignition burner by cancelling the IGN ON and GLOW ON
off valves operating. The effluent line can also be manually drained down to buttons. h) Check the temperatures and pressures for normal running
the bilge primary tank by selection position No.1 on the control panel
conditions.
m) Adjust the air capacity to give the required oxygen content.
Procedure for the Operation of the Top-Up Generator (TUG) i) Check the airflow through the oxygen analyser unit.
n) Check that the temperatures and pressures are normal.
Starting of the generator is done from the local topping up generator (TUG)
panel. The panel contains the programmable controller, which takes care of the o) After the purging period it will be possible to direct the inert Stopping - Auto
start, stop and alarm functions and the running mode. On the front of the panel, gas to the deck, if the oxygen level is below 5%, by pressing
the SELECT DECK MAIN (h12-1, port side IG line on deck) The generator stops when activated by the high-pressure signal from the inert
the system is represented in the form of a mimic diagram, with appropriate
or SELECT DECK SECOND (h12-2, starboard side IG line on gas main. The system will revert to the purge mode and shut down. The sea
indications and pushbuttons.
deck) button on the CECR panel. water system and the blower will continue to run for a cooling down period.

Deck Main Pressure Control • Low sea water level in the deck seal reservoir c) Adjust the sample flow regulator to give a reading of 10 litres/h,
The deck main pressure is set by the potentiometer on the control console. The ensure the O2% gauge reading indicates zero %.
• High sea water level in the deck seal reservoir
setting is displayed above. The signal from this unit automatically controls the
vent and capacity control valves. d) Open the compressed air sample line isolating valve and rotate
The following conditions give indication in the alarm system and opening of
the selection switch to the air reference line. Shut the isolating
the vent to atmosphere and closing of the main discharge line valve:
valve on the N2 cylinder.
Control Systems • High gas pressure in deck main line
When the inert gas system is in use, the pneumatic control valve and the • High oxygen content, vent to atmosphere will open (5%) e) Adjust the sample flow regulator to give a reading of 10 litres/h,
vent valve automatically control the pressure in the inert gas main. When the ensure the O2% gauge reading indicates 21%.
• Low oxygen content vent to atmosphere will open (1%)
fan is stopped, the control valve, uptake valves, purge valve and fan outlet
valves close automatically. All the valves utilise instrument air as the control Calibration is now complete, close all valves that are not required, return the
The following conditions give indication in the alarm system: selection switch to the IG sampling position and open the IG sample isolating
medium.
• Low deck IG pressure valves.
The manually operated valves in the system are fitted with microswitches, • Low sea water supply pressure to the deck seal
to provide indication of the open/closed position on the mimic panel on the Illustration 2.15.3b Calibration Sample Selection Switch
console.
The following conditions give indication in the alarm system and a shutdown
signal to the cargo pumps:
Closed
Inert Gas System Alarms and Trips (1 - 3)
• Low low deck IG pressure 100mm WG
The following conditions give indication in the alarm system, and cause
The wheelhouse sub-panel contains the following instrumentation:
complete shutdown of the plant and closure of all automatic valves except the
effluent valve and the deck seal sea water supply pump: • Inert gas deck main pressure indication on the main and Air N2
Pressure Pressure
secondary line
• Emergency stop Max 0.3 bar Max 0.3 bar
• Low gas pressure alarm in the deck main and secondary line
• Low instrument air pressure
• High gas pressure alarm in the deck main and secondary line Sample
• High sea water level in scrubber
• High/low oxygen content alarm
• High sea water level in cooling tower generator
The following conditions give indication in the alarm system and cause the Oxygen Analyser
valves to go into shutdown position and the plant to stop operating, including
the FO supply pump for the TUG, although not the deck seal pump: Maker: Panamethics
Model: XMO2-1M-11-S
• Blower failure
• High combustion air pressure A fixed oxygen content meter, to monitor the gas being supplied to the inert
gas main, is supplied complete with calibration arrangements. Prior to cargo
• Low combustion air pressure
discharge operations or the purging of tanks, the oxygen analyser must be
Low sea water supply pressure (0.7 bar) calibrated and the results logged.
• High IG outlet temperature from blower (70°C)
• High IG temperature in scrubber (45°C) Calibration of the XMO2 Oxygen Analyser
• High sea water temperature in the jacket cooling a) Ensure all of the IG sample isolating valves on the gauge board
• Flame failure are closed.
• Fuel oil low pressure to the burner
b) Open the N2 test gas cylinder isolating valve and adjust the
• Low sea water supply pressure to the scrubber - flue gas delivery pressure to 0.2 bar. Rotate the selector switch to draw
• Low sea water supply pressure to the cooling tower - TUG the sample from the N2 line.

PART 3: MAIN MACHINERY CONTROL
3.1 Main Machinery Control System

3.1.1 Machinery Control and Alarm System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays
3.1.4 Alarms Handling
3.1.5 Trending
3.1.6 Unmanned Service (UMS) to Manned Handover
Illustrations
3.1.1a Block Diagram of the Engine Room Alarm Monitoring System
3.1.1b Operator Panel/UMS2100 Basic Alarm Panel
3.1.1c Extension Alarm Panel Accommodation
3.1.2a Group Operator Station Main Menu
3.1.3a Group Operator Station Example Screen Display
3.1.5a Trending Display Example

Illustration 3.1.1a Block Diagram of the Engine Room Alarm Monitoring System
From UCS UMS 2100 BASIC ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
24VDC ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
BAP Bridge
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 13
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 12
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 11
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 10
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 09
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 08
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 07
GOS 5 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UPS DEAD
MAN
WATCH
1 ABC
PRINTER
CON-
TROL
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE NANCE NANCE
220V Power Supply Bedroom Bedroom Bedroom

Manoeuvre Log
220v Power Supply
UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT
AAP 01 AAP 02 AAP 03 AAP 04 AAP 05 AAP 06

GOS BOX5
ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN.
Accommodation ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
Bridge 1 ABC 2 DEF

ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE
GOS 2 UPS A Deck Passageway C Deck Passageway

D Deck Passageway
220V Power Supply
UCS 47-55
UCS 41-46
220VAC/24VDC UPS
GOS BOX2 Engine and Cargo Control 10A BAP-Bridge

Ship Office Console 220V Power Supply AAP06-13
220V 10A BAP-ECR
Power Supply
AAP01-05
GOS 3 GOS 4 6A
220V Power Supply From UCS UPS UPS
24VDC
6A
GOS 1 UPS 10A
UMS 2100 BASIC ALARM PANEL
ALARM FIRE FAULT

Alarm Printer Log Printer 6A
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP ECR
6A
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
UMS 2100 BASIC ALARM PANEL 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP MSBD ASSIST
CALL
DUTY MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
6A
ADD. DISPLAY ADJUST
LIST
6A
NEL NEL

MAN CON-
ESC ENT
TROL

ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
GOS BOX3 GOS BOX4

220VAC, 3Ph
GOS BOX1
GAMMA GAMMA GAMMA PCS

Outstation Outstation Outstation Cabinet
Man. All Eng. Call No.1 No.2 No.3 (DMS/DPS)
Off Deadman Alarm
Man. Alarm Test
All Engineer Call
Rotating Light
Horn
Stop Horn
DMAS WARNING
DMAS Alarm
DMAS Start To Serial Interface to Voyage Data Recorder To Serial Interface to Fire Detection System
DMAS Reset Pushbutton To Serial Interface to Administration Computer To Serial Interface to Master Clock System
Pushbutton To Serial Interface to Saab Tank Monitoring System

3.1 MAIN MACHINERY CONTROL SYSTEM Information from the UCS 2100 is displayed on graphics diagrams at the Operation from the Graphic Operator Station
GOS. The GOS display is divided into three parts: a menu bar, a header and From the GOS, the operator can interface with the PMS (Power Management
3.1.1 MACHINERY CONTROL AND ALARM SYSTEM a selectable diagram, eg. a control and overview picture or an alarm list. The System) for the control of the three diesel generators by means of the PMS
OVERVIEW menu bar and the header with status information is always visible. graphic screen.
Maker: Lyngsø Marine A/S The header constantly displays the most essential information from the alarms Interactive operation is by means of a trackball, which is used as a pointing
system such as: device for the arrow on the screen, and a pushbutton to activate the desired
Main System Components
• Oldest unacknowledged alarm function.
UCS 2100 Universal Alarm and Control System
• The number of present and unacknowledged alarms
PMS 2100 Power Management System Alarm Handling from the Graphic Operator Station
• Number of present cut-outs
UMS 2100 Alarm and Monitoring System Alarm acknowledgements may be carried out from the location of the alarm
• The actual watch station, duty officer and back-up officer
DPS 2100 Main Engine Remote Safety System watch station.
• The time and date
DMS 2100i Bridge Manoeuvring System The alarm horn is silenced by pressing the STOP HORN function key on the
EGS 2000 Electronic Governor System The lower part of the GOS screen displays a graphic mimic diagram which GOS keyboard. The oldest unacknowledged alarm is always displayed in the
deals with the control and monitoring information. header. Acknowledgement of this unacknowledged alarm can be made by
pressing the ACKNOWLEDGE function key on the GOS keyboard.
The main engine remote control and safety system and the bridge manoeuvring
system are described in section 2.1 which deals with main engine control and Picture Main Menu
From the alarm list acknowledgement can be performed by pointing at
manoeuvring. The engine safety system operates in conjunction with the The control and information pictures (mimics) of the UCS 2100 are accessed the unacknowledged alarm(s) marked with red text with the trackball and
universal alarm and control system. via the MAIN MENU pushbutton in the header part of the screen. Any activating the pushbutton.
of the control and information pictures can be selected by pointing at the
square located to the left of the picture text string and pressing the activation
System Overview Data Collection and Data Logging
pushbutton. The square flashes in case of an unacknowledged alarm on the
The UCS 2100 Alarm and Control System control picture area thus giving the operator a fast and safe overview of the Analogue and binary parameters may be logged on the GOS hard disk for
actual situation. later data analysis. All condition changes of parameters and values, defined
Main Features of the UCS 2100 Alarm and Control System to be logged, are stored for a period covering the previous 24 hours with
The PMS, Alarm List and Fire Overview screens can be directly accessed from a maximum of 96 hours. Compressed one-minute mean-values (optional
• A modular system assembled by using basic hardware and
the header via pushbuttons. minimum, maximum, total, actual value or number of events) are stored for a
software modules
period of 30 days.
• A system that offers a comprehensive overview of alarm,
Integrated Alarm System
control and monitoring information The GOS offers the following facilities for data analysis; trend display, data
Alarms related to the controlled machinery components can be displayed on the export, and time-related reports can be generated.
• A system that includes a complete range of standard control
corresponding screen display pictures with clear indication of the alarm state,
applications
the unacknowledged state and the cut-out state. A steady red square indicates
• An Open Automation Architecture (OAA) system that allows an acknowledged alarm, a flashing red square indicates an unacknowledged Reports Facilities
any type of external equipment to be interfaced alarm and a light blue square indicates a cut-out. By pointing at the square and The facilities of the GOS include the following standard reports:
• Redundant Network pressing the trackball’s activation pushbutton, it is possible to read the actual
• Daily reports
state, as for example an unacknowledged low alarm and alarm limits.
• Full Local Operator possibility in a distributed system • Monthly reports
In the alarm list on the GOS it is possible to obtain a common overview of all • Yearly reports
Operator control is from the graphic operator station (GOS) which is a personal present machinery alarms, manual, or automatic cut-outs and system failures in
computer (PC) operating the Stella Windows graphic environment to handle the control system. Alarm acknowledgement can be carried out directly from
the man-machinery interface (MMI). Five GOS stations are fitted around the The reports are based on the compressed data from the log. To generate a daily
the ACKNOWLEDGE function key on the GOS keyboard at the alarm watch report, the compressed one minute data is compressed further to obtain values
vessel, two on the ECR console and one each in the main switchboard room, station. Before acknowledgement the alarm horn must be silenced. This is done
ships office and bridge respectively. Control assignments within the UCS 2100 for each hour.
from the STOP HORN function key on the GOS keyboard.
are handled by Gamma micro computers, these dealing with signal acquisition,
alarm and automatic control functions. Reports can be made as detailed reports or as overview (compressed) reports.

Illustration 3.1.1a Block Diagram of the Engine Room Alarm Monitoring System
From UCS UMS 2100 BASIC ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
24VDC ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
BAP Bridge
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 13
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 12
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 11
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 10
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 09
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 08
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 07
GOS 5 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UPS DEAD
MAN
WATCH
1 ABC
PRINTER
CON-
TROL
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC
7 STU
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-# 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE NANCE NANCE
220V Power Supply Bedroom Bedroom Bedroom

Manoeuvre Log
220v Power Supply
UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT
AAP 01 AAP 02 AAP 03 AAP 04 AAP 05 AAP 06

GOS BOX5
ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN.
Accommodation ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
S1 S2 S3 S4 DIMMER
Bridge 1 ABC 2 DEF

ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE
GOS 2 UPS A Deck Passageway C Deck Passageway

D Deck Passageway
220V Power Supply
UCS 47-55
UCS 41-46
220VAC/24VDC UPS
GOS BOX2 Engine and Cargo Control 10A BAP-Bridge

Ship Office Console 220V Power Supply AAP06-13
220V 10A BAP-ECR
Power Supply
AAP01-05
GOS 3 GOS 4 6A
220V Power Supply From UCS UPS UPS
24VDC
6A
GOS 1 UPS 10A
ALARM FIRE FAULT

Alarm Printer Log Printer 6A
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP ECR
6A
ADD. DISPLAY ADJUST
LIST
NEL NEL
UMS 2100 BASIC ALARM PANEL 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
MAN CON-
ESC ENT
TROL
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP MSBD ASSIST
CALL
DUTY MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
6A
ADD. DISPLAY ADJUST
LIST
6A
NEL NEL

MAN CON-
ESC ENT
TROL

ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
GOS BOX3 GOS BOX4

220VAC, 3Ph
GOS BOX1
GAMMA GAMMA GAMMA PCS

Outstation Outstation Outstation Cabinet
Man. All Eng. Call No.1 No.2 No.3 (DMS/DPS)
Off Deadman Alarm
Man. Alarm Test
All Engineer Call
Rotating Light
Horn
Stop Horn
DMAS WARNING
DMAS Alarm
DMAS Start To Serial Interface to Voyage Data Recorder To Serial Interface to Fire Detection System
DMAS Reset Pushbutton To Serial Interface to Administration Computer To Serial Interface to Master Clock System
Pushbutton To Serial Interface to Saab Tank Monitoring System

Detailed reports show both the 60 values for each hour and the totals for each Printers and Screen Dumps The Accommodation Alarm Panel (AAP) is installed in the cabins of the duty
day. The overview report shows the total values for the day only. The hour engineers and in the public rooms. The AAP is used for alarm signalling and
values from the daily reports are then used for generation of the monthly One graphics printer in colour or black and white for: duty call to engineers in the accommodation areas.
report, and the values from the monthly report are used for the yearly report.
Reports can be printed out automatically at a specified time or on request from • Hard copy of the total screen including all windows The Extended Alarm Display (EAD) is used together with the BAP to extend
the operator. • Hard copy of the active window of the screen the amount of information to be displayed simultaneously. The EAD is an
integrated part of the Graphics Operator Station GOS).
• Hard copy of trend curves
Other reports may be user configured.
The Log Printer is used for printing the different logs and reports.
One text printer in black and white for:
Data may also be exported in DIF file format, compatible with a number of
standard PC applications for further analysis or reporting. • Daily reports The STELLA net interconnects the outstations and is mainly used for the
interchange of information between the outstations and the graphic operator
• Monthly reports
stations (GOS) in a UCS 2100 configuration including control.
Trend Display
• Yearly reports
One to five graphs for supervised parameters can be displayed in the same The RTN 2100 panel net connects the outstations and the alarm panels.
• Trend values in tabulating form
trend display with individual colour and measuring scale. The individual
colour is used to separate the ID number, the measuring scale, the trend curve, • Status print-outs for a picture/system (System documentation)
The Alarm System for Unattended Machinery Space
and the digit value for each measurement. A zoom function is available by • Event log
selecting the new area by means of the trackball. The system provides for monitoring of sensors and alarms at a central panel in
The Alarms and Main Events are printed on the text printer directly connected the CECR and at alarm panels that allow remote alarm indication at the switch
Trend displays that are used most frequently can be accessed directly from to a Gamma micro computer, which is related to the UMS 2100 alarm handling board room, bridge, at the engineers’ cabins and in the public rooms. A printer
the command menu named ‘Graph’. The operator has access to all stored function of the system. that logs all the alarms and events is also connected to the system.
measurements from the stored log on the GOS hard disk. Trend curves, showing
values for the previous 24 hours (maximum 96 hours) or part of that period, are When the system is selected for unmanned machinery space an alarm will
based upon the continuous logged data. A trend display for a period exceeding UMS 2100 Main Components cause an audible alarm in the cabin of the engineer who has been selected
the last 24 hours (maximum 96 hours) is based upon compressed values. as the duty engineer, as well as in the public rooms, thus enabling the duty
The UMS 2100 system is formed by a number of standard hardware engineer to move freely between any of these locations and still be certain to
Parameters, which are not pre-defined for logging, may be displayed during components as follows: receive the alarm. To acknowledge the alarm, the duty engineer must go to the
on-line data collection, initiated on the request of the operator. • Outstation engine control room.
Trend curves can be printed as screen dumps, or they can be saved as a file • Basic Alarm Panel (BAP) The extended alarm display (EAD) allows for the presentation of more
on the PC hard disk for subsequent printing or analysis. The data used for the • Accommodation Alarm Panel (AAP) information, giving the operator an improved overview of the system.
trend displays are accessible on the GOS and can be printed in tabulated form
on a printer. • Extended Alarm Display (EAD)
General Introduction to the UMS 2100 System
• Alarm / Log printer
The purpose of an alarm and monitoring system is to collect the information
Event Log • STELLA net concerning the safety on board the ship and to monitor the alarm situations.
Main events such as running feedback signals from motors and engines can be • RTN2100 - Panel net After discovering an alarm situation the system has to announce this to the duty
automatically logged on the alarm and event log printer, giving the engineer a personnel, ie. the following main tasks must accomplished by the system:
complete machinery log. The Outstation handles the functions of the alarm detection, and additionally • Acquisition of supervision data, ie. sensor values
one of the outstations can control the alarm panels (basic alarm panels and
All events, such as commands and feedback changes, may also be logged on accommodation alarm panels). • Detection of alarm states, ie. illegal values or states
the GOS hard disk. The log is accessible on the GOS and may be printed on a • Announcement of detected alarms
printer, either on request as a report or continuously. Basic Alarm Panels (BAP) are installed on the bridge in the engine control
room and in the main switchboard room. The BAP provides the operator with • Supervision of duty engineer response
The commands are only included in the log on the specific GOS from which all of the necessary facilities for use of the alarm system including alarm • Logging of alarms and events
the command is actually activated. acknowledge, duty engineer selection, control of printer etc.
The alarm system gathers raw data by the use of its input channels which are
connected to the various sensors.

Illustration 3.1.1b Operator Panel / UMS 2100 Basic Alarm Panel

Lyngsø Marine
ALARM STOP ALARM

LIST HORN ACKN.
ADD DISPLAY ADJUST

LIST CHANNEL CHANNEL S1 S2 S3 S4 DIMMER
11 ABC 22 DEF 3 GHI

GHI 4 JKL 5 MNO 6 PQR
DEAD PRINTER ME SHUT ME SLOW ME G/E MISC.
WATCH ESC ENT
MAN CONTROL DOWN DOWN ABNORM. ABNORM. ABNORM.
CANCEL CANCEL
77 STU 8 VWX 9 YZ O SPACE +/-

ASSIST MAINTE- UMS/UCS
DUTY BILGE FIRE
CALL NANCE ALARMS

The collected data is passed on to the monitoring channels which interpret the Alarm Lists from the cabin of the duty engineer the horn/buzzers in the accommodation
data and convert it into information. An alarm will be presented to the engineer as an alarm in general and also by area and on the bridge will be silenced, but the horn in the engine room and
an alarm group LED which will enable the engineer to determine the nature of the alarms must still be acknowledged from the watch station.
A monitoring channel is a piece of software which is able to: the alarm quickly, eg. if it comes from the main engine, pumps, power plant,
fire, etc. The horn/buzzer can be stopped locally in the public rooms, but this will not
• Read an input
be interpreted as an acknowledgement of the duty call.
• Translate the input value/state into understandable information
The UMS 2I00 system can handle up to 100 alarm groups or lists and each
and compare the value/state in order to preset the alarm limits/ In case the alarms have not been acknowledged within a predetermined time,
individual alarm may be assigned a maximum of four of these groups or lists
states typically 3 minutes, an ALL ENGINEERS CALL will be announced on all of
at a time.
• Announce an alarm the panels. If the buzzers and horns are activated due to an ALL ENGINEERS
While the alarm LED is active at those panels where alarms are directed the CALL these can only be silenced by the acknowledgement at the watch
alarm group LEDs are never suspended. These will always display the status station.
When the UMS 2100 detects an alarm it is announced both by a visual signal
and an audible signal and on the various types of text displays. of the group to which they are assigned.
Any of the AAPs located in the cabins of the duty officers can be made to
The alarm groups feature the following states: function in the same way as the panels in the public rooms. This means that a
In response to the alarm announcement the engineer must stop the buzzer/ cabin panel which is not selected on duty, can be selected to give alert as the
horn and acknowledge the alarm to confirm that he is aware of what has • No alarms and no unacknowledged alarms in a group alarms occur.
happened.
• Alarm in a group. Includes ‘signal validity failure’ (sensor
failure) Selection of Duty Engineer/Back-Up Engineer
If the engineer does not respond to the alarm announcement within a preset
time (adjustable), the UMS 2100 system will announce the alarm in all possible • Machinery alarm in a group. Excludes ‘signal validity failure’ One engineer can be selected as duty engineer at a time. When selected on duty
locations to make sure that the alarm is noticed. • Unacknowledged alarms in a group he is called in his cabin immediately an alarm occurs in the alarm system.
An alarm has four states: The selection of a duty engineer and/or a back-up engineer is made from a
The Bridge and Accommodation Alarm System predefined basic alarm panel (normally the watch station). When selecting
• Normal
In addition to the individual alarm announcements and the group alarms, the a duty engineer the accommodation alarm panel in the engineer’s cabin will
• Present but not acknowledged UMS 2100 has the facility for advising duty engineers of the occurrence of give a steady sound which must be silenced/acknowledged on the panel.
• Normal and not acknowledged new alarms, thus making it possible to operate the vessel with an unmanned Alternatively, the UMS 2100 system can be customised in a way that the
machinery space. The advising of the duty engineers takes place through the duty engineer selection can be acknowledged from the panel from where the
• Present and acknowledged
accommodation alarm panels (AAPs) which are located in the cabins of the selection was initiated.
duty engineers/public rooms and on the basic alarm panels (BAPs) located on
The alarm announcement refers to the announcement of a new alarm, ie. an
the bridge, in the ECR and in the main switchboard room. Selection of the duty engineer may also be made at the GOS via the header
alarm which has changed from being not present to being present but not
in any screen using the trackball. There are two engineering watch station,
acknowledged. An alarm announcement includes the use of both the buzzer
the cargo and engine control room (CECR) or the main switchboard room
and the alarm LED on the alarm panels where it is to be announced and in Duty Engineer Watch System
(MSBR), and selection may be made at the GOS in either watchstation.
addition external horns and lamps are used. At the appearance of a new alarm the UMS 2100 provides selective, automatic
call (duty call) in the accommodation area. At the header display the trackball pointer is moved to DUTY and clicking the
The alarms are always announced in at least one location (the watch station),
trackball brings up the MACH ALM SYS subscreen. This indicates the current
and must always be acknowledged from there within a preset time otherwise Selective means that it is possible to select one engineer as duty engineer watchstation and the current duty engineer; changes can only be made at the
an alarm will be triggered to call other engineers. and that this engineer officer will be able to move freely around the ship’s current watch station so if the GOS is not the current watchstation this must be
accommodation area. changed. Changes are password protected and the password must be entered
The watch station is the centre of the alarm system, and it is from here that
before any change can be accepted. Clicking on WATCH in the MACH ALM
the alarms must be acknowledged. Except for the use of the manual cut-outs, When a duty engineer is selected the accommodation alarm panels in the SYS screen brings up a list of choices for the watchstation and one of these
the alarm announcement cannot be suppressed on the watch station panel public rooms also give an alert as the alarms occur. In response to a duty must be selected. If a change is made this becomes effectively immediately.
regardless of any of the UMS 2100 functional modes. The audible alarm may call the duty engineer must perform the same actions as for a normal alarm
be silenced at an accommodation panel but the alarm condition still exists and announcement; first silence the horn/buzzer and then acknowledge the alarm Selection of the duty engineer is the same except that trackball pointer is
must be acknowledged at the control station in order to prevent an all engineers at the watch station. clicked on DUTY in the subscreen and this brings up the password request.
call.
After correct entry of the password a list of duty engineers is presented and the
The duty selection itself must also be acknowledged, but this is simply done desired duty engineer is selected from the list. The back-up engineer may be
Other locations at which an alarm is announced depends on whether or not the from the cabin of the engineer on duty. If the duty call has been acknowledged selected in the same manner if required.
watch station is attended or if a duty engineer has been selected.

Illustration 3.1.1c Extension Alarm Panel Accommodation
UMS 2100 ACCOMMODATION ALARM PANEL

Lyngsø Marine
ALARM STOP ALARM

LIST HORN ACKN.
ADD DISPLAY
LIST CHANNEL S1 S2 S3 S4 DIMMER
11 ABC 22 DEF 3 GHI

GHI 4 JKL 5 MNO 6 PQR
ME SHUT ME SLOW ME G/E MISC.
DOWN DOWN ABNORM. ABNORM. ABNORM. ESC ENT
CANEL CANEL
77 STU 8 VWX 9 YZ O SPACE +/-

ASSIST MAINTE- UMS/UCS
DUTY BILGE FIRE
CALL NANCE ALARMS

The watch station may be toggled between attended and unattended depending The dead man alarm system can be activated/deactivated in two ways, either
upon requirements in a similar way to selecting the watchstation except that the from a specified Basic Alarm Panel or from the pushbutton located by the
current status, attended or unattended, is clicked and the other option selected. entrance to the engine room stairway on A deck.
The change becomes effective immediately and alarms are routed accordingly.
When unattended is selected the cabin of the previously selected duty engineer The dead man system is activated by the enginner entering the engine room
receives the alarm calls. during an unattended operating period, by pressing the activation pushbutton
at the top of the engine room entrance starway on A deck. Whilst the engineer
remains in the engine room and the engine room remains in unattended mode,
DPS 2100 Main Engine Remote Safety System the engineer must press a dead man reset button at intervals not exceeding 20
minutes otherwise an all engineers alarm is initiated and an alarm is activated
The engine safety system (DPS 2100) is installed in parallel with the bridge
on the bridge.
manoeuvring system (DMS 2100) but is designed to monitor and protect the
propulsion plant independently of the DMS. The DPS 2100 protects the plant
Dead man reset poushbuttons are located on the alarm columns and at other
against inadmissible operating states and an alarm is not created until one of
specific locations such as the main switchboard room.
the limit values is exceeded. All limits are set to values which are below those
at which the engine might be endangered. The alarms are visually indicated on
the assigned operating panel and audibly by means of a buzzer.
The DMS 2100 is covered in section 2.1.2 and the DPS 2100 in section 2.1.3.
Details of facilities and operation of these systems are provided in those
sections but it must be appreciated that the DMS 2100 and the DPS 2100
operate in conjunction with the UCS 2100.
It is essential that the operating engineer understands the functioning of the

DMS 2100 and DPS 2100 systems and appreciates their link with the EGS
2100 system.
Dead Man Alarm Systems
The dead man alarm system provides a safeguard for the duty engineer who
enters the machinery space during periods of UMS operation in response to an
alarm or for any other reason. Should that engineer get into difficulties whilst
alone in the machinery space the dead man system provides an indication to
others that the engineer is in the machinery space but unable to respond by
activating a response button.
The UMS 2100 system handles the dead man alarm systems for the engine
room. If the dead man alarm system has not been acknowledged regularly
from either the reset pushbuttons or from a specified Basic Alarm Panel an
alarm will be raised, first in the cabin of the selected back-up engineer and
afterwards, if no attention has been paid to the alarm, in all of the engineers’
cabins and in the public rooms. A warning will be given before the dead man
alarm is released.
Reset of the dead man timer is made from a specified Basic Alarm Panel from
where the password protected adjustment of the timer (reset period) takes place
also.

Illustration 3.1.2a Group Operator Station Main Menu


Manual Supress: 18 Duty: 2ND ENG
Main Menu
Alarm Groups Standard Control Diagrams Control Mimics
MAIN ENGINE SHUT DOWN Thermonitor Power Management

MAIN ENGINE SLOW DOWN Main Engine F.O /L.O Heavy Consumers
ME ABNORMAL Main Engine Misc. Running Hour Counters 1
G/E ABNORMAL Low Temp. Fresh Water System Running Hour Counters 2
MISC. ABNORMAL Performance Running Hour Counters 3
BILGE F.O. Transfer System Standby Pumps 1
FIRE L.O. Purification System Standby Pumps 2
Main Steam System Compressors
Configuration Pump States
SY System Alarms Propulsion Control System Flow Counters
Trim and List
Fire Groups
Fire Overview EAD Displays

ACC. "D" and Nav. Bridge Deck
ACC."B" and "C" Deck No.1 Main Generator Event Log
ACC. Upper Deck and "A" Deck No.2 Main Generator Journals
Casing and Funnel No.3 Main Generator Bargraph
2nd Deck Display Channel
3rd and 4th deck
Floor and Bosun Store
Pump Room

3.1.2 OPERATOR STATIONS • On the display of the operating panel in general The keyboard is a standard PC keyboard. In addition to the letter and number
keys the keyboard is also equipped with 12 function keys, some of which
• In the alarm list
The operator panel is located at the operator station. This has function keys are used for dedicated purposes in connection with the GOS operation. The
with LED check back indicators. The keys are as follows: trackball is used to move the pointing arrow (cursor) around the screen.
In addition, SHUTDOWN ACTIVE is displayed on the display screen and the
• Alarm acknowledgement keys LEDs ALARM and the LED in the button SHUTDOWN are illuminated.
General Group Operator Station Layout
• 1 alarm list key As the emergency stop pushbuttons are mechanically built as switches, the
The display is divided into two main parts, a header window and a working
• 1 stop horn key stop order remains active until the pushbutton(s) used for emergency stop are
area window. The header window is always present and displays the Header
pressed again to switch them off. When the emergency stop is switched off, the
• 1 dimmer key Diagram for the actual operator station.
shutdown has to be reset.
• 1 maintenance key
The working area window displays selectable diagrams which are used to
• 1 edit key Operating and Indication Panel control and supervise the machinery components, eg. alarm lists or mimic
The operating panel provides a number of keys which allow communication diagrams. When the GOS is powered up, the working area window will display
• 1 menu key
with the DPS 2100. The keys are directly functional or used to select menus the main menu from which access is granted to the other diagrams and lists.
• 1 ESC key and lists. A description of the keys and their function is given in section 2.1.3
• 1 enter key Main Engine Safety System. A description of the functions available from In addition to the two main windows there is a caption bar in the top of the
the DPS 2100 operator panels is also given in section 2.1.3, including the screen displaying the date and time, and a menu bar from where various
• 4 cursor control keys functions of the GOS can be controlled.
procedure for changing parameter values.
• 12 alphanumeric/function keys
Section 2.1.3 should be read and understood before any attempt is made to Caption:
• 4 S keys
operate the system. In the caption the date and time is displayed, date and time can be
displayed as UTC time or as Local time. Additionally it is possible to
The panel has a display with 4 lines having 40 characters each. The display and indicate the type of time, UTC, LT (local time) or actual time zone.
the keys are equipped with a background illumination which can be dimmed. The Graphic Operator Station
Menu Bar:
The Graphic Operator Station (GOS) is the operator interface for control and In the menu bar various drop down menus can be activated, these
supervision of the machinery components and the GOS is also the interface for
Operating Facilities menus are used to operate some of the functions of the GOS.
alarm handling in the UCS 2100 system.
Header :
The DPS 2100 provides the following operating facilities:
The GOS is based on a Windows environment, allowing the screen to be The header window contains the header diagram.
EMERGENCY STOP pushbuttons are located as follows: divided into several areas (windows), the composition of the visible windows
being decided by the operator. The header diagram displays important information from the alarm system
• On the bridge main control console related to the GOS, such as number of alarms, number of unacknowledged
• On the ECR console at the Main Engine Indication panel in the In addition to the main windows, the system makes use of dialogue boxes alarms, watch location and duty officer and, most importantly, the oldest
cargo and engine control room which are used for both presenting information to the user as well as enabling unacknowledged alarm. The header diagram also includes short cuts (selection
the user to control the system. The dialogue boxes appear when the trackball buttons) to some often used functions eg. the Main Menu Diagram, the Alarm
• In the main switchboard room is used to select certain items from the menu system and such boxes provide List, Stop Horn and Acknowledge.
• On the local panel in the engine room additional information regarding a component or system.
Working Area:
Although a keyboard is provided selection of items and most other functions The working area can contain many different lists or diagrams, the
Emergency Stop
can be carried out by using the trackball alone. most important is listed below:
The emergency stop pushbuttons are wired in parallel with one contact each
directly to the emergency stop solenoid. A second contact of each pushbutton is
The Group Operator Station Components Lists:
wired to the DPS 2100 as individual digital input. A collective output is wired
to the emergency stop solenoid. The emergency stop buttons are provided with The GOS is a personal computer (PC) built into the console, the parts being the • Alarm list
covers to prevent accidental actuation. computer, the screen, the keyboard and the pointing device.
• Alarm group
Pressing any EMERGENCY STOP pushbutton leads to an immediate stop The screen operates in graphic mode at all times and any mix of graphic and • Failure lists (sensor fail, device fail)
of the main engine. The emergency stop is recorded in the DPS 2100 and text information can be presented simultaneously.
indicated: • Suppression lists (cut out, simulated)

Diagrams: red symbol indicates that an unacknowledged alarm exists. A left click on the A left click on the DISPLAY CHANNEL text will open the display channel
button will acknowledge the oldest unacknowledged alarm, the alarm text for diagram for this alarm channel. The display channel diagram shows detailed
• Mimic diagram this alarm is also shown in the bottom line of the header. It is only possible to information for the alarm channel set up, such as alarm delay, alarm limits,
• Function block diagram acknowledge alarms which are visible. connection terminals, cut out and simulation status; some aspects of the set up
can also be changed from the display channel diagram eg. delays and limits.
• Graph diagram
The horn and acknowledge buttons will only function and indicate an active
• Bar graph diagram state if the GOS is the actual watch station for the alarm system of the new
Different States of an Alarm
alarm.
1. New Unacknowledged Alarm
Operating the Graphic Operator Station A new unacknowledged alarm is indicated with the time the
Main Menu Diagram
alarm started. The alarm can be acknowledged by left clicking
A diagram on the screen consists of a static background drawing with some The Main Menu is the overview diagram at the top of the diagram hierarchy, on the button showing three exclamation marks; this will also
dynamic objects to indicate alarms, measurements and states for machinery from this diagram there is connection to all other mimic diagrams in the system. acknowledge all other unacknowledged alarms visible in the
components. Some of these dynamic objects are also active areas from which It is possible to open diagrams and alarm groups directly from the main menu current page of the alarm list. Note that alarms cannot be
an action can be carried out. This action can, for example, be to open another diagram or to open other overview diagrams for certain parts of the system. acknowledged whilst the horn is sounding.
diagram, to acknowledge an alarm or to send a command to a machinery
component. 2. New Unacknowledged Alarm, Selected
Alarm List
A new unacknowledged alarm which has been selected by a left
On the screen is a pointing device, (the cursor) which can be moved around An alarm list is a list of all standing alarms, both acknowledged and click somewhere on the alarm identification line is indicated by a
the screen with the trackball. The cursor is used for pointing out active areas unacknowledged, in the alarm system. The UCS 2100 system can include from blue background colour. A selected alarm can be acknowledged
in the screen diagrams, such as items in the main menu list. The cursor (tip of 1 to 4 alarm systems (eg. machinery alarms and bridge alarms), and each alarm by left clicking on the button showing one exclamation mark;
the arrowhead) must be placed inside the active area in order to open a new system has its own alarm list. this will only affect the selected alarm. Note that alarms cannot
diagram or select an object to give commands to a machinery component. The be acknowledged whilst the horn is sounding.
active area is indicated by a frame when the cursor is inside the area. One alarm occupies one line in the alarm list. The alarms are sorted by starting
time, so the oldest alarm is at the top and the newest alarm is at the bottom of 3. Unacknowledged Alarm that has Turned Normal Again
If the active area is an ‘open a new diagram’ area, the matching diagram the list. If the alarm is more than 24 hours old the starting time is exchanged An unacknowledged alarm that has turned normal again
will be opened by a left click. If the active area is indicating an alarm a right with the starting date. is indicated by removal of the start time and the state text
click will open the alarm menu, and if it is unacknowledged a left click on is changed to NORM but still flashing. The alarm can be
the acknowledge text will acknowledge the alarm, or a left click on the text The alarm list can display all alarms defined in the alarm system. Normally up acknowledged by left clicking on either of the exclamation
DISPLAY CHANNEL will open a dialogue box with detailed information of to 20 alarm lines can be shown on the screen, if the actual number of alarms mark buttons. Note that alarms cannot be acknowledged whilst
this alarm. is greater than this it is indicated in the bottom of the list. The rest of the the horn is sounding.
alarms can be seen by scrolling in the alarm list using the PAGE UP and PAGE
Description of Lists and Diagrams in the Graphic Operator DOWN keys or by making a left click on one of the scroll buttons. 4. Standing Alarm
Station The alarm line is a standing acknowledged alarm, the state text
The colour of the text in the alarm list is normally green, except for the STATE is steady red, and the starting time of the alarm is indicated.
Header Diagram text. The colour of the ‘State’ text is controlled by the priority of the alarm.
The header diagram contains important information for the alarm system/ For priority 1 the colour is red, for priority 2 the colour is magenta and for 5. Standing Alarm, Older than 24 Hours
systems to which this GOS has access. The UCS 2100 system can have from priority 3 the colour is yellow. The STATE text is flashing as long as the alarm A standing acknowledged alarm older than 24 hours, the state
1 to 4 alarm systems, eg. one for machinery alarms and one for cargo alarms. is unacknowledged. text is steady red, and the starting time is indicated as a date. If
Each GOS can have access to one or more of these alarm systems. needed the time can be found in the Event Log.
A right click on an alarm line will bring up a small menu with two texts,
Besides alarm system information, the header also includes short cuts to some DISPLAY CHANNEL and ACKNOWLEDGE. 6. Alarm that has Turned Normal Again
of the most used diagrams, such as the main menu, the PMS system, alarm lists An acknowledged alarm that has turned normal again is
and the fire system overview. The short cuts are shown as windows buttons, a The ACKNOWLEDGE text is disabled (it is not possible to select, if it is shown indicated by grey text, the state text NORM and no starting
left click on the button will open the matching diagram. in grey) if the alarm is acknowledged, if the horn is not silenced or if this GOS time indication. This line is not removed automatically as this
does not have the right to acknowledge the alarm. If the ACKNOWLEDGE could cause confusion when the other lines are moving while
The header also includes a button for stopping the horn (a horn symbol); a text is enabled (possible to use, shown in black) the alarm can be acknowledged being looked at. The line will be removed when left clicking on
red symbol indicates that the horn is active, a left click on the button will by making a left click on the ACKNOWLEDGE text. the bottom, if another page is selected or if the alarm is closed.
silence the horn. The header also includes a button for ACKNOWLEDGE, a

Alarm Groups Additional Lists Configuration Includes

An Alarm Group list is a list of all alarms included in this group, independent Type: Analogue / binary
of the alarm state. The UCS 2100 system can have up to 100 alarm groups. Additional lists is a set of lists for alarm channels in a certain state, there is one
Alarm System: The name of the alarm system to which alarm
set of additional lists for each alarm system.
channel belongs.
The layout of the list and the alarm lines are the same as for the alarm list,
Additional lists include the following lists: Outstation: The name of the outstation where the Gamma PLC is
but the list is sorted alphabetically after the ID. Alarms in an alarm group
located.
can have more states than in the alarm list, because some of the states of the
alarm channel are moved to separate lists eg. cut out list or list of simulated Addr.: The address (unit number) for the Gamma PLC on
Suppression Lists
channels. the Stella network.
Simulated Channels List of all channels that are in simulation mode.
The possible states (state texts) for an alarm channel in a Alarm Group are Alarm Groups
listed below: Automatic Suppressed List of all channels that are suppressed by automatic
‘cut-out’. Each alarm channel can be included in 0 to 4 alarm groups. The alarm groups
State Appearance Description in which this alarm is included is indicated in the Alarm Group field.
NORM Steady green The alarm channel in normal state Manual Suppressed List of all channels that are manually suppressed ie.
i.e. no alarms and no failures. If a left button click is made at the right of the name of the alarm group, the
manual ‘cut-out’.
matching alarm group diagram is opened.
ALM Flashing red Unacknowledged alarm, priority 1.
Failure Lists Channel Parameters
ALM Steady red Acknowledged standing alarm, Device Fail List List of all channels with device fail (hardware fail in Limit: Binary alarm channels have only one limit. Analogue
priority 1. the Gamma PLC or power fail to the Gamma PLC). alarm channels have from 1 to 3 limits, if more than
one limit is active at the same time, the message
ALM Flashing magenta Unacknowledged alarm, priority 2.
Sensor Fail List List of all channels with sensor fail ie. input from text for the highest number will be displayed in the
sensor is outside the defined range. Alarm List.
ALM Steady magenta Acknowledged standing alarm,
priority 2.
Alarm List, Only High Priority Alarms Type: Binary / low limit / high limit.
ALM Flashing yellow Unacknowledged alarm, priority 3.
Alarm List Priority I Alarm list only including alarms with priority 1.
Message: Displays the message text that is defined for this
ALM Steady yellow Acknowledged standing alarm,
limit, defined during commissioning.
priority 3. Alarm List Priority 1+2 Alarm list only including alarms with priority 1 or 2.
FAIL Flashing red Unacknowledged alarm for sensor Prio.: Priority of the alarm channel, 1 - 3 for alarms and
Additional lists have the same layout as the alarm list and alarm group lists and
fail. 4 for event. Priority is used to select the colour of
the operation of the list is the same, ie. it is possible to acknowledge alarms and
the state text and indication in mimic diagrams,
open the ‘Display Channel’ diagram.
FAIL Steady red Acknowledged sensor fail, outside priority 1 is red, priority 2 is magenta, priority 3
normal range. is yellow and priority 4 white. The priority is also
Display Channel Diagram used to select which alarm to include in the alarm
NORM/CA Steady blue Alarm channel with standing alarm The display channel diagram shows detailed information of an alarm channel, list if ‘Only priority 1 alarms’ or ‘Only priority 1 +
where the alarm is suppressed by a and it is also possible to adjust some parameters for the alarm channel, these 2 alarms’ are selected in the additional list dialogue.
cut-out. adjustments are protected by password level 1. Alarms with priority 4 are not shown in the alarm
list, but can be included in an alarm group and shown
? Steady white The display channel diagrams are divided in smaller areas matching the various on a mimic diagram.
functions that are available.
All state texts can be extended with an ‘S ‘ in the beginning, eg. ‘S NORM’ Value: Limit value for analogue channels, not used for
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode. The various functions in the Display Channel diagram are described below. binary channels. The adjust dialogue can be opened
In simulation mode the displayed value is manually keyed in and has no The top line is the same line as displayed in the alarm group/alarm list for this by a left button click at the end of the line.
connection to the input from the sensor. alarm. This line includes ID for the alarm channel, description, alarm state,
message text, value (only for analogue channels) and start time for the alarm
(if active).

Delay on/off: Delay on is the time from which the limit is exceeded Mod. ID: ID for input module of the Gamma PLC only for Control Right Diagrams
(analogue) or the input is activated (binary) until the sensor inputs.
alarm is announced by horn and displayed in the The UCS 2100 system includes a ‘Control Right Function’ for machinery
alarm list. components (function blocks).
Terminal: Connection terminals on the input module of the
Delay off is the time from which the limit is no Gamma PLC, only for sensor inputs.
longer exceeded (analogue) or the input is suppressed The control right function will allow a machinery component (eg. a controller)
(binary) until the alarm is removed from the alarm to be controlled only from one location (eg. ECR or bridge) at a time. This
list. Range: Sensor range. means that if the control right for a certain machinery component is assigned
The adjust dialogue can be opened by a left button to the CECR console, control of this component is blocked from a GOS in any
click at the end of the line. Channel Time other location of the ship. Control from the LOP (Local Operator Panel) is not
influenced by the control right system. If there is more than one GOS in one
M.cut: Manual cut-out indicates an ON if the alarm is Channel time is the time for latest change of state for this alarm channel. The location (such as the CECR) they will have equal rights, as control right is
suppressed by a manual cut-out. This feature can be following state changes will set the time that the alarm occurs, the alarm turns assigned to the location and not to a specific GOS. The control right function
used if there is a sensor fail or the machinery system normal, the cut-out activated and the channel set in simulation. is disabled.
is under repair to avoid false alarms.
Manual cut-out can be switched on and off from the
Simulation Procedures for Using the Graphic Operator Station
adjust dialogue, this can be opened by a left button
click at the end of the line. All alarm channels can be set in simulation mode. In this mode there is no
connection to input signals for the alarm channel, but the input value can be set
Open Alarm List
Normally cut-out for all limits of the alarm channel
is from limit 1, and the on/off text is only displayed manually. A left button click will open the simulation dialogue.
The alarm list can be opened in any of the following ways:
for limit 1. In some cases there can be separate cut-
out for each limit: this is indicated by an on/off text Data Log a) Click with the left trackball button with the cursor pointer on the
in each limit. screen ALARM LIST button in the header.
The UCS 2100 system is able to print a log of the actual values for selected
alarm channels, this function is called the Data Log. The selection of each
Channel Calculation alarm channel can be changed in the Data Log selection dialogue, which can b) Press the F2 function key at the keyboard.
be opened by a left button click.
In the channel calculation field is displayed which signals are used to calculate c) Click with the left trackball button with the cursor pointer
the state of the alarm channel. located on the text diagram in the menu bar; this will open a
There is one data log for each alarm system.
drop down list of diagrams. Select Alarm List with the cursor
For analogue channels 1 - 3 inputs signals can be used; a main signal, one and click with the left key.
Printing of the data log can only be started from the basic alarm panel
signal that is added to the main signal and one signal that is subtracted from
by pressing the key PRINTER CONTROL, soft key MORE and soft key
the main signal.
DATALOG. Open Lists for Cut Out, Simulation, Sensor Fail or Device
For binary channels 1 or 2 signals can be used, the calculated signal is a logical Fail
operation between the two signals, AND, OR, XOR and XNOR can be used. Toolbar
The window toolbar allows certain functions to be carried out by clicking on These lists can be opened using the dialogue box ‘Additional Lists’, Additional
Each signal is specified in one line with the following information: the selected icon displayed in the toolbar using the trackball left button. The Lists can be opened in any of the following ways:
name of the icon is displayed when the cursor is moved over the icon.
Signal: Indicates how this signal shall be used in the a) Click with the left trackball button with the pointer cursor on the
calculation, Main, Add, Subtract analogue channels, ADDITIONAL LIST button ADD LISTS in the header.
and Main, NOT, AND, OR, XOR or XNOR for
binary channels. b) Press the F5 function key at the keyboard.
c) Click with the left trackball button with the cursor pointer on the
Type: Indicates the type of signal. The following types are text diagram in the menu bar. This will open a drop down list of
available sensor input, another monitoring channel, diagrams select ADD LIST with the cursor and click with the left
constant, serial input, SLS point and an alarm group. key.
ID/Name: The ID and name for the signal.

Open Alarm Group Diagram Open Display Channel Diagram Key in Simulated Value for Monitoring Channels
Most important alarm groups are listed in the main menu diagram and these Open display channel diagram for a specific channel is made in different ways
can be opened by a click of the left trackball button in the matching active area. depending on which diagram is currently open. A monitoring channel can be set to simulated mode. In this mode the channel
Both the text and the square of the alarm group is active. will not display the value from the input sensor, but a simulated value keyed in
from the simulation dialogue box.
From the Menu Bar
If the desired alarm group is not shown in the main menu a list of all alarm • Open the Display Channel diagram for the channel in question
groups in the system can be opened in one of two ways: • Click with the left trackball button on the word DIAGRAM (see above).
• Click with the left trackball button on the text DIAGRAM in the Menu bar, this will open a drop down list of diagrams. • Click on the ADJUST button in the Simulation field. The screen
in the menu bar, this will open a drop down list of diagrams. Select DISPLAY CHANNEL with the cursor and click with the will prompt for a level 1 password, and when this is entered the
Select ALARM GROUP with the cursor and click with the left left button. dialogue below will open.
trackball button. • This will open the Display Channel diagram and a list of all • Enable simulation (On) and key in the value to be displayed,
• Press the F4 function key at the keyboard. Select the desired channels. Select a channel from this list by clicking on the line click the OK button.
alarm group by a left click on the text and make a left click on and click on the OK button (or make a double click on the
the OK button. line).
Changeover Control Right for a Machinery Group (Currently
From the Function Keys
Disabled)
Stop Horn
• Press the F8 function key at the keyboard.
When the horn is sounding it can be stopped in one of the following ways:
This will open the Display Channel diagram and a list of all • Changeover of control right for a machinery group is carried out
channels. Select a channel from this list by clicking on the line from the Control Right Change Over diagram.
a) Press the Fl1 function key at the keyboard.
and click on the OK button (or make a double click on the • Open this diagram by making a left click on the CONTROL
b) Click with the left trackball button with the pointer cursor on the line). RIGHT button in the header.
horn symbol button in the header. • From a list (alarm list, alarm group, additional lists and • Find the row for the machinery group in question and click on
journals) make a right click somewhere in the channel line, this the button with the name of the new control location. Then the
c) The horn can also be silenced by a press on the STOP HORN will open a small pop-up menu. From this menu the Display name in the column Actual Control Location will change to the
key on the basic alarm panel. Channel diagram can be opened by a left click on the DISPLAY new location, control from the old location will be disabled and
CHANNEL text. control from the new location will be enabled.
Acknowledge Oldest Unacknowledged Alarm • From a mimic diagram make a right click on the icon, this
The oldest unacknowledged alarm is always displayed in the header (lowest will open a small pop up menu. From this menu the Display
line if it is a multiple alarm system header). This alarm can be acknowledged Channel diagram can be opened by a left click on the DISPLAY
in one of the following ways: CHANNEL text.
a) Press the F12 function key at the keyboard. Change Alarm Limits, Delays and Cut-Out State
b) Click with the left trackball button with the pointer cursor on the Limits and delays can be changed for monitoring channels from the Display
ACKNOWLEDGE button in the header. Channel Window.
• Manual cut-out can also be enabled or disabled from the Display
Acknowledge Alarms Channel window.
Unacknowledged alarm in lists are indicated by flashing ‘State’ text. These • Open the Display Channel diagram for the channel in question
alarms can be acknowledged in one of the following ways: (see above).
a) Make a right click somewhere in the alarm line, this will • Click on the ADJUST button at the end of the limit that has to
open a small pop-up menu. From this menu the alarm can be be changed, and the screen will prompt for a level 1 password.
acknowledged by a left click on the ACKNOWLEDGE text. Enter the password and a dialogue will open.
• Change limit, delay or cut-out from the dialogue and click on
the OK button. The change will be activated immediately.

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3.1.3 SCREEN DISPLAYS Fire Group • Pump States
• Fire Overview • Flow Counters

The screen displays at the Graphic Operator Stations (GOS) operate in a
standard Windows environment. The GOS screens divided into two parts, a • Acc. D & Navigating Bridge Deck • Trim & List
header window and a selectable working area window, which will be a control
overview or an alarm list. The menu bar and header with status information are • Acc. B & C Deck
EAD Displays
always present. For enhanced safety the header constantly displays the most • Acc. Upper Deck & A Deck
essential information from the alarm system, independent of the actual control • Event Log
• Casing & Funnel
assignment, such as:
• 2nd Deck • Journals
• Oldest unacknowledged alarm
• 3rd & 4th Deck • Bargraph
• Number of present and unacknowledged alarms
• Floor & Bosun Store • Display Channel
• Number of present cut-outs (inhibited alarm channels)
• Pump Room
• Actual watch station, duty officer and back-up officer Control from Screen Displays
• Date and time
Standard Control Diagrams It is possible to control items such as pumps and compressors from the screen
Below the header, pictures with symbolic representation of the control objects, displays of a GOS but that GOS must have control rights: the location of the
• Thermonitor
such as pumps, enable remote control of the controlled machinery components GOS must be selected as the watch station.
and group of machinery components. Control is easily carried out by using • Main Engine FO/LO
the point-out and pop-up menus. The alarm information is clearly indicated by • Main Engine Misc. To select a pump for operating via the GOS the pump must be able to operate
means of a graphic alarm symbol placed close to the symbol for the machinery under remote control via the GOS and it must be selected for REMOTE at its
component. • Low Temp FW System main starter (at the control panel in the main switchboard room). The control
• Performance mimic containing the desired pump is called up from the main menu and left
clicking on the pump icon with the trackball will bring a drop down menu to
Picture Menu on the Graphic Operator Stations • FO Transfer System the screen display. This drop down menu contains the pump identifier and the
• FO Purification System options RESET, STOP, MASTER and STANDBY. Clicking on the desired
The alarm and control pictures of the UCS 2100 control system are placed option activates that option.
in a menu. The menu picture has labels for all of the control and information • Main Steam System
pictures. Any of the pictures can be selected by pointing at the picture label, • Propulsion Control System A running pump has a green icon with an arrow pointing in the direction of
using the trackball to move the cursor pointer, and then left clicking the flow on a system mimic or to the right on the standby pump mimic; a stopped
trackball. • No.1 Main Generator
pump has a purple icon and an arrow pointing at 90o to the direction of flow
• No.2 Main Generator on a system mimic or to the upwards on the standby pump mimic.
The Main Menu gives the following pictures:
• No.3 Main Generator
Compressors can be similarly set from the compressor control mimic.
Alarm Groups
Control Mimics
• Main Engine Shutdown
• Power Management
• Main Engine Slowdown
• Heavy Consumers
• Main Engine Abnormal
• Running Hours No.1
• Generator Engine Abnormal
• Misc. Abnormal
• Bilge
• Standby Pumps 1
• Fire
• Standby Pumps 2
• Configuration
• Compressors
• SY System Alarms

3.1.4 ALARMS HANDLING ALM Flashing yellow Unacknowledged alarm, priority 3. Alarm List, Only High Priority Alarms
Alarm List priority I Alarm List only including alarms with priority 1
The alarm list is a display of all standing alarms both acknowledged and ALM Steady yellow Acknowledged standing alarm,
unacknowledged. The system can include from 1 to 4 systems (bridge alarms, priority 3.
machinery alarms, etc), each alarm system has its own alarm list. Alarm List priority 1+2 Alarm List only including alarms with priority 1 or 2
FAIL Flashing red Unacknowledged alarm for sensor
Each alarm occupies one line in the alarm list and up to 20 alarms can be fail. Additional lists have the same layout as the alarm list and alarm group lists and
displayed on the screen. If there are over 20 alarms the actual number is shown the operation of the list is the same, i.e. it is possible to acknowledge alarms
in the bottom right of the display. Use of the PAGE UP and PAGE DOWN keys FAIL Steady red Acknowledged sensor fail, outside and open the Display Channel diagram.
allows for scrolling through the alarm list. normal range.
There are also lists for alarm suppressions and alarm failures.
The colour of the alarm text is normally green with the alarm state text in NORM/CA Steady blue Alarm channel with standing alarm
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). where the alarm is suppressed by a
A right click on the alarm brings up a small menu with two texts: DISPLAY Display Channel Diagram
cut-out.
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE
allows the alarm to be acknowledged or if not possible the text is shown This displays detailed information of an alarm channel and it is possible to
? Steady white adjust some parameters although these are password level 1 protected.
in grey (already acknowledged or horn not silenced etc). Left clicking on
DISPLAY CHANNEL opens the display for the particular system the alarm All state texts can be extended with a ‘S’ in the beginning, e.g. ‘S NORM’
originates from. Detailed alarm information, such as delays and limits etc, is Type: Analogue or binary
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode.
also shown. In simulation mode the displayed value is manually keyed in, and has no
connection to the input from the sensor. Alarm system: Name of alarm system to which the channel
belongs
Trend Displays
Additional Lists
One to five graphs for supervised parameters can be displayed in the same Outstation: Name of the outstation where PLC is located
Additional lists is a set of lists for alarm channels in a certain state, there is one
trend display with individual colour and measuring scale. The individual
set of additional lists for each alarm system.
colour is used to separate the ID number, the measuring scale, the trend curve,
Address: Address number for PLC
and the digit value for each measurement. See Section 3.1.5
Additional lists include the following lists:
The channel parameters are also shown here and may include:
Alarm Groups Suppression Lists
Limit Binary has 1 limit, analogue may have 3 for an alarm
An alarm group is a list of alarms for one machinery component (independent and 4 for an event
of alarm state). Up to 100 alarm groups are available. The list is sorted Simulated Channels List of all channels that are in simulation mode.
alphabetically after the ID.
Type: Binary/low limit/high limit
Automatic Suppressed List of all channels that are suppressed by automatic
The possible states for an alarm channel are as follows:
cut-out.
Message: Message text
State Appearance Description
NORM Steady green The alarm channel in normal state Manual Suppressed List of all channels that are manually suppressed ie.
Prio: Alarm channel priority
i.e. no alarms and no failures. manual cut-out.
ALM Flashing red Unacknowledged alarm, priority 1. Value: Limit value for analogue channels
Failure Lists
ALM Steady red Acknowledged standing alarm, Device Fail List List of all channels with device fail (hardware fail in Delay on/off: Delay times/adjustment etc
priority 1. the Gamma PLC or power fail to the Gamma PLC).
ALM Flashing magenta Unacknowledged alarm, priority 2. M.cut: Manual cut out on/off, adjustment etc
Sensor Fail List List of all channels with sensor fail ie. input from
sensor is outside the defined range.
ALM Steady magenta Acknowledged standing alarm,
priority 2.

Extended Alarm Display for UCS/UMS 2100 General Layout of the Extended Alarm Display Screen • The menu line
The screen of the EAD is divided into two parts. On the top there is a header • One line for each alarm system included. The line holds the
A UCS/UMS 2100 system can be equipped with up to six Extended Alarm displaying information about the state of the alarm system(s) independent of following information:
Displays (EADs). the current operational mode of the EAD.
The total number of alarms present, suppressions if any, whether the watch
If an extended alarm display (EAD) is placed on a watch station location from
The lower part of the screen is mode dependent. Lines of text or graphics can station is attended or unattended and finally the oldest unacknowledged alarm
where acknowledgement of alarm is required, the EAD is used together with
be displayed in this area. for the alarm system.
a Basic Alarm Panel.
Screen Header The oldest unacknowledged alarm is displayed as the channel text and state. A
The EAD offers the following functions:
flashing channel state indicates that the alarm is unacknowledged.
• Stop horn and alarm acknowledge The header is always displayed independently of the mode in which the EAD
operates. There are two possible headers, one with the sub-alarm systems
• Display of oldest unacknowledged alarm Extended Alarm Display Function Keys
defined and the other with the sub-alarm systems not defined.
• Group overview Key Key Alias Main Mode
The header always contain two buttons, one to stop the horn and one to F1 Reserved
Group Display acknowledge the alarms.
F2 ALARM LIST Alarm list mode
• Display of alarm list(s)
Screen Header with No Sub-Alarm Systems Defined
• Display channel Alt+F2 THERMONITOR Thermometer display mode
The header contains the following information:
• Display of thermometer (eg. exhaust gas temperatures)
• Line with identification of the product (caption) - UMS 2100, F3 GROUP OVERVIEW Group overview mode
Text Colour Channel State local (LT) or UTC time and date. This is written in white on blue
background. When a pop-up window is active the background F4 GROUP DISPLAY Selection of a group display
Red Priority 1 alarm colour of this line in the header changes to grey. This line will
Violet Priority 2 alarm also show what is currently displayed in the mode dependant F5 ADDITION LIST Additional (Suppressed, Failure or
part of the screen eg. an alarm list for the main alarm system. Alarm Prio.) list mode
Yellow Priority 3 alarm
• The menu line F6 Reserved
White Priority 4 alarm
• The number of alarms
Blue Manual cut-out F7 Reserved
• The number of manual cut-outs
Green Normal
• The number of automatic cut-outs F8 DISP CHANNEL Display channel mode
• The location of the watch station and whether it is attended or
Operational Principles and General Screen Layouts F9 Reserved
unattended
Modes
• The duty officer, if any F10 Reserved
The EAD can operate in several different main modes (e.g. alarm list mode,
• The back-up officer, if any
group display mode). Each main mode is activated by a function key. A F11 STOP HORN No mode shift - Horn is stopped
function key on the keyboard is specially assigned to a main mode. • The oldest unacknowledged alarm
F12 ACKN No mode shift - Displayed alarms
Alternatively, a main mode can be activated (using the pointing device) by Screen Header with Sub-Alarm Systems Defined are acknowledged
clicking one of the function buttons displayed on the right side of the EAD
screen (if enabled from the menu VIEW SHORTCUTS), or from the menu line When more than one alarm system is defined, the header contains the following
at the top of the screen. information:
• Line with identification of the product (caption) - UMS 2100,
When one of the function keys is pressed, the EAD enters the top level in the local (LT) or UTC time and date. This is written in white on blue
corresponding main mode. This happens no matter in which mode or on which background. When a pop-up window is active the background
level the EAD is operating at the time the key is pressed. colour of this line in the header changes to grey. This line will
also show what is currently displayed in the mode dependant
part of the screen e.g. an alarm list for the main alarm system.

Main Modes for the Extended Alarm Display Each alarm list consists of all of the alarms within the list which are pending By using the PAGE UP and the PAGE DOWN keys when a channel is selected
The EAD can operate in the following main modes which are selected by or unacknowledged. The alarms are placed in the alarm list in the time order of it is possible to scroll through the channels which were displayed on the page
means of function keys. the alarm. The newest alarms are placed in the bottom of the list. from which the Display Channel mode was selected.
• Alarm List mode If more than one alarm system is included, a pop-up window for selection of
Thermometer Display Mode
• Group Overview mode the alarm system appears when ALARM LIST is pressed.
The UMS 2100 System can contain up to 16 thermonitors, for example exhaust
• Group Display mode If an alarm has been present in the list for more than 24 hours, the time is gas temperature measurement including actual cylinder temperatures, average
• Additional List mode replaced with the date on which the alarm occurred. temperature and deviation from average temperature.
• Display Channel mode Information may be displayed in numerical or graphical form.

Additional List Mode
• Thermometer Display mode
When the ADDITION LIST function is pressed the a pop-up window appears
When the system is started it enters the Group Overview mode. and this provides a choice of suppressed lists, alarm lists and failure lists.
Selecting a Suppressed List, the EAD can display channels which are either
Group Overview Mode
simulated, manually blocked by the operator ie. Manual Cut-Out List mode
When the GROUP OVERVlEW function key is pressed the EAD displays an or automatically blocked from external signal such as Finished With Engine
overview of the defined alarm groups. (Automatic Cut-Out List mode).
The display consists of a number of alarm groups. For each alarm group, the Selecting a Failure List, all channels in Device, Sensor or Earth Fail can be
following are displayed: displayed.
• A square, indicating the alarm state of channels in the group
Alarm Lists can be displayed according to the desired priority of the alarms in
• The alarm group number the list eg. priority 1 and 2 alarms only.
• The alarm group state
Display Channel Mode
Display of One Group The EAD enters the Display Channel mode when the DISP CHANNEL
If the GROUP DISPLAY function key is pressed a pop-up window appears function key is pressed. In this mode it is possible to display the channel
indicating the extended alarm groups available. specification for all monitoring channels in the UMS 2100 including all sub-
alarm systems.
After selecting a group the EAD displays the channels which are included
in the alarm group. The channels are sorted after the user ID. If the group When the DISP CHANNEL function key is pressed the operator must select
contains more channels than can be displayed on one page, the operator can which channel is to be displayed. If the EAD operates in one of the following
step between the channels by using the PAGE UP and PAGE DOWN keys. list modes,
There is no limit to the number of channels in a group. • Alarm List mode
• Additional List mode
Alarm List Mode
• Group Display mode
The EAD enters the Alarm List mode when the ALARM LIST function key
is pressed. and at least one monitoring channel is displayed, a blue cursor bar appears on
the line with the channel placed in the top of the display, excluding channels
The UMS 2100 can handle the following alarm lists: displayed in the oldest unacknowledged field in the header. The operator can
• List of all alarms in the main alarm system move the cursor and select between the displayed channels. When the ENTER
is pressed, the channel is selected and the data displayed. The selection can
• List of all alarms in Sub Alarm System A also be made using the pointing device simply by double clicking on the line
• List of all alarms in Sub Alarm System B holding the desired channel.
• List of all alarms in Sub Alarm System C

Illustration 3.1.5a Trending Display Example


Manual Supress: 16 Duty: 3RD ENG
C:\SHI1431\STW\BLRops.USR
18.4 1207 NO. 1/2 A.B. FUEL OIL PRESS (0.0-40.0 bar) 48.9 1204 NO.1 A.B. DRUM WATER LEVEL (-170.0-360.0mm)
15.8 1205 NO. A.B. STEAM PRESS (0.0-25.0 bar) 59.2 1214 NO.2 A.B. DRUM WATER LEVEL (-170.0-360.0 mm)
11.9 1215 NO. A.B. STEAM PRESS (0.0-25.0 bar)
40.0_ 360.0_ 25.0_ 360.0_ 25.0_
36.0_ 307.0_ 22.5_ 307.0_ 22.5_
32.0_ 254.0_ 20.0_ 254.0_ 20.0_
28.0_ 201.0_ 17.5_ 201.0_ 17.5_
24.0_ 148.0_ 15.0_ 148.0_ 15.0_
20.0_ 95.0_ 12.5_ 95.0_ 12.5_
16.0_ 42.0_ 10.0_ 42.0_ 10.0_
12.0_ -11.0_ 7.5_ -11.0_ 7.5_
8.0_ -64.0_ 5.0_ -64.0_ 5.0_
4.0_ -117.0_ 2.5_ -117.0_ 2.5_
0.0_ -170.0_ 0.0_ -170.0_ 0.0_

09:00 10:00 11:00 12:00 13:00 14:00 15:00
10/11/2003 10/11/2003 10/11/2003 10/11/2003 10/11/2003 10/11/2003 10/11/2003

3.1.5 TRENDING Start Time and Window Period for Graphs If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
The UCS 2100 system can display one to five graphs for parameters under After opening a graph window, the operator will be asked to key in a start time desired again, double-clicking the name will cause the curve to be displayed
analysis in the same trend display with individual colours and measuring and a window period. This will occur if the graph window is not defined to as a line. Even though the area is filled out, the curve can still be turned off by
scales. The individual colour is used to separate the ID number, the measuring start with a fixed time specification. clicking the name.
scale, the trend curve and the value for each measurement.
The system always suggests the current time as the start time unless it has The display with a filled area under the curve is particularly useful when
Trend displays that are used often can be accessed directly from the command been defined to start a number of hours before. If the operator does not want having to present analogue alarm channels with a high alarm limit, and low
menu named GRAPH. Trend curves showing values for the previous 24 hours to change this, the time can be accepted by using the RETURN key. The start alarm limit as well as the current value in the same curve picture. The alarm
(maximum 4 days) or part of that period, are based upon the continuously time is the time when the desired graph is to be started, while the window areas can be displayed as ‘belts’ and the element’s current value as a line
logged data. A Trend display for a period exceeding the last 24 hours period is the length of the time axis which is to be displayed in the graph field. between these two belts.
(maximum 4 days) is based upon the compressed values. The length can also be changed by the operator before the activation.
Regardless of the selection of the graph form, the zoom and pan functions are
Parameters, which are not predefined for logging, may be displayed during A start time which goes back in time up to 90 days can be determined. This the same.
online data collection, initiated on the request of the operator. There is also a requires that the relevant data is still accessible on the hard disk. When the
zoom function available, selected by pointing out the area required using the start time and period length, which are to be displayed, have been keyed in the
trackball. RETURN key must be activated. Hereafter, the GOS will retrieve and work up Graph Data in Table Format
data in order to draw the desired graph on the screen. As the new values accrue
Trend curves can be saved as a file on the PC hard disk or printed as screen It is possible to obtain a complete list of all of the values which are used for
to the system the graph will be updated.
dumps for subsequent printing or analysis. The data used for the trend displays the graph drawing. This is achieved by a double-click on the ruler symbol,
are accessible on the Graphic Operator Stations (GOS) and can be printed in whereafter a window, containing the recorded values in table form, is opened.
tabulated form on a printer. Error Messages in Connection with Graph Generation The values are presented in table form together with date and time for their
recording.
The SHOW GRAPH function is used for setting up a graph-diagram. The graph If, within the selected time period, there has been a period in which data has
pictures can be particularly helpful in identifying and analysing the operating not been collected, or in which data has later been deleted, an error message The table is displayed for each element variable on the graph window. The
disruptions. Additionally, it can be helpful by providing a visual evaluation appears on the screen. This means that the drawn graph is not complete since table is framed with a line which has the same colour as the column on the
of changes of the process values, just as the graphs are an important tool in data cannot be found for the entire period. The message is displayed if data for graph window.
connection with the documentation of the vessel’s operation. In the individual a whole hour is missing. If data for less than a whole hour is missing it will be
shown in the graph by horizontal lines. The up and down buttons located at the bottom of the window, are used to
configuration, a number of graph windows can be configured, each one
scroll up and down in the table (ie. backwards and forwards in time).
displaying graphs of up to five variables of predetermined element values.
Changing the Presentation of a Graph Display
If the operator selects one or more elements, the graph diagram will
automatically include these. More than one element can be selected by keeping During monitoring the display of the graphs can be changed in a number of
the SHIFT key pressed when selecting the elements. Regardless of how it is different ways. The display of one or more of the (up to five) graphs can be
opened, a graph window has a fixed position and size on the screen. removed from the graph window. This is done by clicking the element name
in the upper part of the window. The name will now be displayed with a weak
The fixed definition graph can be selected from the menu Graphs by clicking type, and the accompanying graph is closed.
on the required graph name. The Graphs menu can contain up to 19 graph
displays. The graph can be retrieved by clicking the element name again, or by clicking at
a field placed just to the right for all the graph names. Being able to deactivate
If no elements are selected when the operator activates the SHOW GRAPH one or more graph displays can, for example, be helpful in situations where
function, a box will appear showing a list of all elements in the system. From two graphs completely or partially cover one another, or in situations where
the list up to five elements can be selected which are displayed simultaneously one of several graphs is desired to be examined more closely or even printed
in the graph-diagram. separately.

3.1.6 UNMANNED SERVICE (UMS) TO MANNED f) Hand over to the oncoming duty engineer, discussing any
HANDOVER irregularities. Ideally all handover information should be
presented in written as well as verbal form. This may include
The following procedures are carried out when changing over to manned notes on the computer system or written on the notice board
operation: in the control room. The incoming duty engineer must have
sufficient information to enable him to fully understand the
present operating status of all machinery, the circumstances
Due to Alarm Initiation under which that machinery is operating and any likely events
which might occur during the next period of duty, such as fuel
a) When summoned by the extension alarm system, the duty
pumping or bunker transfer.
engineer proceeds to the switchboard room, activating the dead
man alarm upon entering the engine room.
g) Inform the first engineer of any plant defects. He will then
decide if they should be included in the present day’s work
b) Set the main switchboard room GOS as the watch station thus
list.
giving it control rights. Accept and mute the alarm.
h) The first engineer delegates the work list and discusses relevant
c) At the GOS change the condition of the engine room to manned
safety practices.
then inform the bridge of manned condition.
i) The duty engineer should be aware of all the maintenance being
d) The engine room is now in manned condition with the MSBR
carried out and should be informed of any changes to the day’s
GOS having control rights.
schedule.
e) Rectify the alarm condition. If necessary call for assistance.
j) The duty engineer can then proceed with his normal tour of
inspection.
Note: If an engineer enters the engine room in response to an alarm it is
important that other people are made aware of the presence of an engineer
in the machinery space. If an engineer needs to leave the control room, after
responding to an alarm during a UMS period, the bridge must be informed.
Normal Handover
a) The duty engineer proceeds to the CECR and selects manned as
the for engine room control.
b) Inform the bridge of manned condition.
c) The duty engineer proceeds to the MSBR and changes the

watch station to the MSBR.
d) Examine the data logger printouts generated during the UMS

period.
e) Undertake the watch routine taking actions as necessary to

maintain the engine room machinery in a safe and efficient
working condition. Ensure that all ship safety systems are
functioning and if any monitored system is not functioning the
back-up system must be operated.

3.2 Engine Control Room, Console and Panels
Illustrations
3.2.1a Engine and Cargo Control Room layout
3.2.1b Engine Control Console
3.2.1c Arrangement of Main Switchboard Room

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3.2 ENGINE CONTROL ROOM AND MAIN • Main engine rpm indicator • Power source lamp
SWITCHBOARD ROOM CONSOLE AND • Main engine turbocharger rpm indicator • Test switch
PANELS • Main engine rpm counter • Dead man alarm
• Main engine fuel pump mark indicator • Selector switch for engineer call
Engine Control Room
• Main engine and generator fuel oil viscosity indicator • Selector switch for UMS test
The engine control room forms part of the engine and cargo control room • Lyngsø No.1 alarm monitoring and control system • Main diesel oil boost pump start/stop pushbuttons
(ECCR) located on A deck in the accommodation. It is where all of the • Lyngsø No.1 alarm monitoring and control system trackball • Lyngsø control position changeover switch
equipment and controls are located to permit the centralised supervision and
operation of the engine room machinery. Illustration 3.2.1a above shows the • Lyngsø No.1 alarm monitoring and control system keyboard • Cylinder Oil HMI control panel
general layout and how the two control centres are brought together. • Lyngsø No.2 alarm monitoring and control system
Emergency Systems
Automatic and remote control systems are provided to allow the machinery • Lyngsø No.2 alarm monitoring and control system trackball
spaces to run unattended at sea and in port during cargo operations. • Lyngsø No.2 alarm monitoring and control system keyboard • Fire main line pressure gauge
• Main engine turbocharger exhaust gas bypass controller • Fire alarm sub-panel
Engine Control Console • Fire alarm pushbutton
Auxiliary Machinery
The engine control console is detailed in illustration 3.2.1b and contains the
following equipment: Communication Systems
• Steering gear alarm panel
• Steering gear common alarm panel • UHF microphone and phone
Main Engine
• Auxiliary boiler sootblower alarm • Automatic telephone
Remote controls of the main engine which include:
• Sootblower remote control panel • Common battery telephone
• Main engine telegraph receiver with the sub-telegraph unit
• Boiler control monitor • Telephone directory for automatic telephone
• Main engine safety panel
• Boiler control keyboard • Telephone directory for sound powered telephone
• Main engine control panel
• Auxiliary boiler trackball
• Main engine digital governor control panel
• Emergency stop pushbutton for No.1 auxiliary boiler
• Main engine manoeuvring handle
• Emergency stop pushbutton for No.2 auxiliary boiler
• Main engine torque power meter
• Emergency stop pushbutton for auxiliary boiler
• Lyngsø basic alarm panel
• Auxiliary boiler sootblower control panel
• Main engine indication panel
• Incinerator control panel
• Main engine fuel oil inlet pressure
• No.1 bilge, fire and GS pump start pushbutton
• Main engine LO inlet pressure
• No.2 bilge, fire and GS pump start pushbutton
• Main engine turbocharger LO inlet pressure
• Alarm printer
• Main engine control air pressure
• Logging printer
• Main engine start air pressure
• Buzzer stop pushbutton
• Main engine scavenge air pressure
• Flicker stop pushbutton
• Main engine jacket cooling fresh water inlet pressure
• WS001F sea valve open/close control pushbuttons
• Speed log indicator
• Rudder angle indicator

Illustration 3.2.1b Engine Control Console
36 37 38 39 40 41 42
0~15kg/cm 0~4kg/cm 0~6kg/cm 0~10kg/cm 0~40kg/cm 0~4kg/cm 0~6kg/cm
43 44 45 46 48 49
4 SAL
SD2-1
U/N 701151
7 18 19 Approvals:
BSH/88/26L/96
DRA-TT/35/94-02
47
Test
WT BT Knots m/s
DIM
5
50 51 52
DPS 2100 ENGINE SAFETY SYSTEM DMS 2100I BRIDGE MANOEUVRING SYSTEM
0~15kg/cm
KV/ERNER Performance Monitoring
ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.
MAINTE- ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

NANCE
EDIT MENU S1 S2 S3 S4 DIMMER CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST DOWN DOWN NANCE
NEL NEL
2 1 ABC
7 STU
2 DEF
8 VWX
3 GHI
9 YZ
4 JKL
0space
SHUT
5 MNO
SHUT D.
CANCEL
6 PQR
+/-#
ESC ENT BRIDGE
CTRL.
SEA
E.C.R.
CTRL.
STAND
1 ABC
LOCAL
CTRL.
7 STU
F.W.E.
2 DEF
SLOWD.
CANCEL
8 VWX
SLOWED.
3 GHI
SHUT D.
CANCEL
9 YZ
4 JKL
START
BLOCK
0space
STATUS
5 MNO
SELECT
CON-
6 PQR
LIMITS
CANCEL
+/-#
SET-
ESC ENT
DOWN MODE BY TROL

RESET INGS
6
8
FIRE FIGHTING REPEATER PANEL 20 53 54 55
DMS 2100I BASIC ALARM PANEL DMS 2100 INDICATION PANEL EGS 2000 GOVERNOR CONTROL PANEL
R
GOVERNOR START AIR MAIN START TURNING FUEL AUX. AUX.
21
ENGAGED DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING
ALARM STOP ALARM BLOCKED

LIST HORN ACKN.
START AIR MAIN START TURNING FUEL AUX. AUX.
EMERGENCY
DISTRUB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN STOPPED STOPPED
DISPLAY ADJUST LOAD INDEX ALARM
ADD. SLOW SHUT MAINTE- TEST
CHAN- CHAN- DOWN DOWN
S1 S2 S3 S4 DIMMER LIMIT MAX ACKN. MENU
LIST NANCE
22
NEL NEL CANCEL
CONTROL AUX. STOP
BRIDGE WRONG
ROOM BLOWERS
CONTROL WAY AUTO MANUAL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CONTROL WARNING
BRIDGE E.C.R. AUTO
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT SETUP ESC ENT
3
CTRL. CTRL. SELECT
CTRL. CANCEL CANCEL BLOCK CANCEL
MANUAL POWER ON
EMERGENCY
SLOW &
7 STU 8 VWX 9 YZ 0space +/-# STOP
SEA STAND CON- TURNING LAMP TEST INDEX ACCESS DATA DIAG
F.W.E. SLOWED. STATUS SET- RPM POWER
MODE BY TROL
RESET INGS
9 10 12 23 24 25 26 27 28 29 30 31 32 56 58
Num
Lock
Caps
Lock
Scroll
Lock
AC ON DC ON SYS
ON
57
11 59 60
15 16
13 14 62
15 61 63 64
17
FULL
HALF
SLOW
Log Table 16 DEAD

SLOW
11
12
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10 2
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9 3
33 33 DEAD
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SLOW
8
7
6 5
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TAKE OVER/
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34 35
key
1. Steering Gear Alarm Panel 17. Trackball for Boiler Monitor 33. ICMS Trackball 49. Main Engine and Generator Engine Viscosity Indicator
2. Steering Gear Common Alarm Panel 18. No.1 Colour CRT for ICMS 34. Drawer for No.1 ICMS Keyboard 50. Main Engine Safety Control Panel
3. Auxiliary Boiler Sootblower Alarm 19. No.2 Colour CRT for ICMS 35. Drawer for No.2 ICMS Keyboard 51. Main Engine Control Panel
4. Economiser Sootblower Remote Control Panel 20. Incinerator CCS Control Panel 36. Main Engine Fuel Oil Inlet Pressure 52. Main Engine Torque Power Meter
5. Fire Main Line Pressure 21. Engine Control Console Vent Fan Fail 37. Main Engine Lubricating Oil Inlet Pressure 53. Basic Alarm Panel
6. Fire Alarm Repeater Panel 22. Main Engine Turbocharger Bypass Controller 38. Main Engine Turbocharger Lubricating Oil Inlet Pressure 54. Main Engine Indication Panel
7. Boiler PC Monitor 23. Sea Valve Control (WS001F) 39. Main Engine Control Air Pressure 55. Main Engine Governor Control Panel
8. Emergency Stop Pushbutton for Auxiliary Boiler 24. Sea Valve Control (WS002F) 40. Main Engine Starting Air Pressure 56. UHF Microphone and Phone
9. Auxiliary Boiler Sootblower Control 25. Sea Valve Control (WS035F) 41. Main Engine Scavenge Air Pressure 57. Control Position Changeover Switch
10. Bilge, Fire and General Service Pumps(No.1 and 2) 26. Power Source Lamp 42. Main Engine Jacket Cooling Fresh Water Inlet Pressure 58. Cylinder Oil HMI Panel
11. Fire Alarm Pushbutton 27. Test Switch 43. Speed Log Indicator 59. Telephone Directory (Auto)
12. Boiler P.C Keyboard 28. Dead Man Alarm System 44. Rudder Angle Indicator 60. Harbour Speed Table
13. Alarm Printer 29. Selector Switch for Engineer Call 45. Main Engine RPM Indicator 61. Main Engine Telegraph Receiver
14. Logging Printer 30. Selector Switch for UMS Test 46. Main Engine Turbocharger RPM Indicator 62. Main Engine Manoeuvring Handle
15. Buzzer Stop Pushbutton 31. Main Diesel Oil Booster Pump 47. Main Engine RPM Counter 63. Automatic Telephone
16. Flicker Stop Pushbutton 32. Spare 48. Main Engine Fuel Pump Mark Indicator 64. Common Battery Telephone

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The switchboard is situated in the air conditioned main switchboard room

located in the engine room on the 3rd deck level.
This room is detailed in illustration 3.2.1c and includes the following:

• Main switchboard room console
• Drawing table
• No.1 440V AC feeder panel
• No.2 440V AC feeder panel
• 220V AC feeder panel
• No.1 group starter panel
• No.2 group starter panel
• No.1 diesel generator panel
• Generator synchronising panel
• Bus-tie panel
• No.1 alarm monitoring panel
• PC table for the MIP system
• PC table for the Lyngsø alarm monitoring and control system
• Two packaged air conditioning systems
• CO2 alarm
• Engine room local fire extinguishing system control panel
• Speaker from the public address system
• UPS control cabinet for the Lyngsø alarm monitoring and
control system

PART 4: EMERGENCY SYSTEMS
4.1 Engine Room Fire Hydrant System

4.2 Engine Room Hot Foam Fire Extinguishing System
4.3 Engine Room Local Fire Fighting System
4.4 Quick-Closing Valves, Fire Dampers and Emergency Stops
4.5 CO2 System
Illustrations
4.1a Fire Hydrant System - Engine Room
4.2a Engine Room Hot Foam Fire Extinguishing System
4.2b Hot Foam Discharge Control Panel
4.3a Engine Room Local Fire Fighting System
4.3b Local Fire Fighting Detection Control Panel
4.3c Local Fire Detection Repeater Panel
4.4a Quick-Closing Valves and Fire Dampers
4.5a CO2 System

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4.1 ENGINE ROOM FIRE HYDRANT SYSTEM The bilge, fire and GS pumps connect onto the fire main system and are Preparation for the Operation of the Fire Hydrant System
normally kept ready on the fire main so that in the case of an emergency they
Bilge, Fire and GS Pump are immediately available and can be remotely started from the fire control a) All intermediate isolating valves along the fire main on the
Maker: Teikoku Machinery Works Ltd room, in the CECR on the engine room console or the bridge. main deck must be open.
No. of sets: 2
The pumps take suction from the sea via the engine room crossover main b) All fire hydrant outlet valves must be closed.
Type: Vertical centrifugal which has connections to the high and low sea chests or from the bilge system.
Model: 200-2VSR-AM-NV-S The pump suction valves from this sea suction main and the discharge valves c) Set up the valves as shown in the table below:
Capacity: 230/180m3/h at 4.0/10kg/cm2 to the fire main outlet, are normally left open. The bilge suction valves on the
Speed: 1,800 rpm bilge, fire and general service pumps are interlocked, this prevents either of the It has been assumed that the sea water main suction valves at the sea chests
bilge suction valves from being opened at the same time as the discharge valve are open
to the fire main is open.
Fire Line Pressurising Pump
Maker: Teikoku Machinery Works Ltd The fire line pressurising pump takes suction only from the sea water crossover
main and discharges to the fire main. The pump when set to Automatic Open No.1 bilge, fire and GS pump SW suction valve FD001F
Type: 100SXUM
No. of sets: 1 maintains a pressure in the fire main so that an immediate fire fighting Open No.1 bilge, fire and GS pump fire main
capability is provided, but because of its low capacity, if more than one hydrant discharge valve FD003F
Capacity: 25m3/h at 9.0kg/cm2 is opened, a bilge, fire and GS pump will be automatically started (depending
Speed: 3,600 rpm Closed No.1 bilge, fire and GS pump direct bilge
which pump has its isolation breaker in). Additionally, if necessary the more
suction valve BG014F
powerful emergency fire pump can be started either locally or from one of the
Emergency Fire Pump remote operation positions. Closed No.1 bilge, fire and GS pump main bilge
suction valve BG012F
The emergency fire pump pipework is configured to supply the fire main and
Type: 250-2VSR-BM-NV-S Closed No.1 bilge, fire and GS pump discharge valve
hot foam system. It is an electrically driven self-priming centrifugal pump and is
to overboard BA001F
No. of sets: 1 situated in the emergency fire pump recess in the steering gear room. Its power
Capacity: 450m3/h at 90mth supply is taken from the emergency switchboard and it can be started remotely Closed No.1 bilge, fire and GS pump discharge valve to
Speed: 1,800 rpm from the bridge or from the fire control room. The emergency fire pump has its inert gas emergency cooling water supply line BG015F
own sea suction chest with the suction valve FD556F, being remotely operated Open No.2 bilge, fire and GS pump SW suction valve FD002F
from a hydraulic handwheel FD587F in the steering gear room. The emergency
Introduction fire pump sea suction valve is locked in the open position. Open No.2 bilge, fire and GS pump fire main
discharge valve FD004F
The fire and deck wash system can supply sea water to the following An air loaded accumulator cylinder connected to the fire main in the engine Closed No.2 bilge, fire and GS pump main bilge
systems: room dampens out pressure fluctuations in the fire main system and allows the suction valve BG013F
pressurising pump to be on standby but not running. Pressure switches are used
• The fire hydrants in the engine room to start and stop the pressurising pump and air is supplied to the accumulator Closed No.2 bilge, fire and GS pump discharge valve
• The fire hydrants on deck from the service air system by means of air valve AR029F. The accumulator to overboard BA002F
relief valve lifts at a pressure of 12kg/cm2. Closed No.1 bilge, fire and GS pump discharge valve to
• The hawse pipe wash
inert gas emergency cooling water supply line BG016F
• The hot foam system for the engine and pump room
Open Fire line pressurising pump SW suction valve FD017F
• The economiser water washing system
Open Fire line pressurising pump discharge valve FD018F
• The soot drain tank
Open Fire main accumulator valve FD019F
• The inert gas scrubber cooling salt water crossover line
• The bosun’s store bilge and chain locker bilge eductor
d) Put the fire main pressurising pump in AUTOMATIC mode.
• The deck foam system The pump will start and stop according to the pressure in the
fire main.

e) If additional water is required at the fire main, start either of the The Fire Main
bilge, fire and GS pumps or the emergency fire pump depending
upon circumstances. The fire main has outlets in the engine room, around the accommodation
block and on the deck forward and aft. At each hydrant outlet is a hose box
f) Open the desired fire hydrant valves on the fire main after containing a fire hose and nozzle unit. The hydrant outlet valves should be
connecting the fire hose. operated at frequent intervals to ensure that they will open satisfactorily should
it be necessary in the event of an emergency.
Description Valve
Intermediate valves in the fire main along the deck should be kept open at
Floor (port) near frame 28 FD012F
all times to ensure that water will be available at all deck hydrants whenever
Floor (starboard) near frame 33 FD016F required.
4th deck (port) near frame 33 FD011F
In addition to supplying water to fire hydrants the fire main system also
4th deck (starboard) near frame 38 FD015F supplies water to the hot foam system (high expansion foam system) for the
3rd deck (port) near frame 33 outside main switchboard room FD010F engine and pump room and the foam system for the deck.
3rd deck (starboard) near frame 38 outside purifier room FD014F The bilge eductors in the bosun’s store are operated by water supplied from
2nd deck (centre) near frame 12 near emergency escape door FD009F the fire main.
2nd deck (port) near frame 26 outside engine store FD008F
The fire main must be maintained in an operational condition at all times and
2nd deck (starboard) near frame 30 FD015F all hydrant valves must be closed so that pressure is available at the hydrants
as required. The foam systems are an essential part of the ship’s fire fighting
In casing A-deck FD007F
capability and the valves to these units must be free and easily operated.
Note: Whenever a bilge, fire and GS pump, or the emergency fire pump, is When the ship is trading is cold climate areas with the risk of freezing on deck,
operating, at least one fire hydrant valve, in the engine room or on deck, must it will be necessary for the deck fire main to be isolated from the engine room
be open to ensure a flow of water through the pump to prevent overheating. riser and the feed line from the emergency fire pump. It will be necessary for
the hydrant lines on deck and around the accommodation to be fully drained
Note: After use, the hose and nozzle unit must be properly stowed in the hose down with the drain valves left in the open condition.
box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes
Accommodation First Aid Fresh Water Hose Reels
must never be left with components which are defective.
A fresh water first aid fire hose reel, 25mm diameter by 20m is located on each
Emergency Fire Pump deck in the accommodation located adjacent to the central stair well. These
hose reels allow a first strike capability in the accommodation in the event
If the emergency fire pump is to be used this can be started remotely either of the deck fire main being drained down due to freezing climate operational
from the bridge or fire control station. Additionally, the pump will start conditions until the deck fire hydrant system is brought back into service.
automatically when the hot foam system for the engine room or pump room is
activated. The suction valve FD556F and the discharge valve to the fire main
FD583F from this pump are always kept open so the pump can be started and
can supply water to the fire main and hot foam system immediately. The valves
should, however, be operated periodically to ensure that they are operational
and free to be closed should the need arise.

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4.2 ENGINE ROOM HOT FOAM FIRE EXTINGUISHING There are two foam proportioners, one for the starboard side of the engine d) If the weather is cold, the pump and system heaters must be left
SYSTEM room and pump room and one for the port side of the engine room and pump on.
room.
Foam System WARNING
The pump room is provided with hot foam generators designed to produce the Before any action is taken to release the hot foam system, the fire alarm
Maker: Unitor
required quantity and concentration of foam to meet SOLAS requirements. must be activated.
No. of sets: 1 There are ten foam generators, type HG-25 which have a foam production
Tank capacity: 3.0m3 capability of 60m3/min covering the pump room area.
Procedure for Operating the Foam System from the Fire
Foam Pump The HG-25 generators are designed as an integral part of the hot foam system Control Station Room
in which air from the protected space is used to aid foam production even when
No. of sets: 1
smoke and combustion gases are present. The generators are constructed from a) Ensure that the main power is switched on and OP mode is
Type: Vertical centrifugal stainless steel and are built as one unit without any moving parts. The HG-25 selected.
Model: DPVF 4 - 80 generators consist of three nozzles. The nozzles send a water/foam mix into the
Capacity: 4.3m3/h generator housings and with the speed at which it passes through the housing b) Check that the sea water supply valve to the foam system in the
it creates a negative pressure. This pressure reduction causes air/smoke to be foam room is open and that the system flushing valve is closed.
drawn in to the housing so mixing with the foam/water and creating a high Other system valves are normally left open.
Introduction expansion foam.
c) Ensure that all personnel are evacuated and accounted for from
The Unitor Hot Foam fire fighting system is a high expansion foam system that To ensure correct system operation, only the foam making chemical supplied the engine room and that the entrance door is closed.
provides a fire extinguishing capability to the following areas: by the system manufacturer should be used in this installation.
• Engine room d) Open the hot foam system release box door.
Electrical power for the system is supplied from the main switchboard with
• Main switchboard room back-up being supplied from the emergency switchboard. e) Press the alarm ON pushbutton for total flooding of the engine
• Incinerator room room or the pump room. There are two such pushbuttons and
Compartment Volume HG-25 HG-15 only the one for the space in which the fire exists should be
• Electrical workshop pressed. The foam alarm will sound in the selected space and
Engine Room 13,379m3
• Purifier room Engine room casing 1,697m3 2 the ventilation will be shut off. This pushbutton operation will
start the emergency fire pump.
• Engine room casing Engine room 2nd deck 3,396m3 20
• Pump room Incinerator room 15m3 1 1 f) Ensure that all personnel are evacuated from the space into
Engine room workshop 566m3 4 which foam is to be injected and close all doors and openings
The system supplies foam to outlets at various points in the machinery spaces, Engine room store 427m3 3 to that space.
there being four main supply lines each with its own remotely operated butterfly Electrical workshop 98m3 1
valve. Foam generators are fitted at designated points in the foam supply lines Main switchboard room g) The system will now commence operation but the injection
440m3 3
and these produce the foam and direct it into the protected spaces. of foam is delayed for 120 seconds and only water is injected
Purifier room 538m3 6 1 during that period of time.
Foam is produced by mixing sea water, supplied from the emergency fire pump
or one of the two bilge, fire and GS pumps with a foam making chemical. Pump Room 1,903m3 10 h) When the desired amount of foam has been injected the foam
Illustration 4.1.3a above shows the hot foam system. system must be manually switched off by pressing the OFF
pushbutton on the control panel.
The emergency fire pump would ordinarily be used to operate the hot foam Procedure for Making the Foam System Operational
facility but in the event of a problem with this pump or a fire in this area, the i) When the fire has been extinguished and the space has cooled
bilge, fire and GS pumps could be used. Foam is generated by mixing the a) Check the foam liquid tank visually for any damage or down the foam must be cleared from the room before personnel
foam making chemical with sea water at a rate of 2% chemical solution to leakage. may enter. Precautions must be observed regarding breathable
98% sea water. The foam making chemical is stored in a 3.0m3 tank of steel atmosphere and the risk of a further fire outbreak if the seat of
construction located in the foam room and fire control station and is supplied to b) Ensure that there is sufficient foam chemical in the foam tank. the fire has not cooled down completely.
the two foam proportioners by the foam pump. In the proportioners, the foam
chemical mixes with sea water and the combined sea water and liquid foam c) Check that the fire main sea water supply valves are all open.
mix is pumped to the protected spaces through 125mm supply lines. These valves should be left open during normal service.

Proportioning Unit
Discharge Control
Panel
Foam Pump
Starter
Foam Pump
To Engine Room To Engine Room

To Pump Room Starboard Side Port Side
To Pump Room
Starboard Port Side
Side
Hot Foam Distribution Valves to Engine Room and Pump Room Hot Foam Storage Tank, Foam Pump and Proportioning Units

Procedure for the Emergency Operation of the Engine Room Procedure for the Emergency Operation of the Pump Room ,OOXVWUDWLRQE+RW)RDP'LVFKDUJH&RQWURO3DQHO
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g) Stop the emergency fire pump (or the fire and GS pump if that
switchboard room, electrical workshop and port side engine has been started), close valve B and drain the piping.
casing
• Engine room starboard side, incinerator room, purifier room h) Revert all valves to their standby positions.
and starboard side engine casing
i) Refill the foam tank as soon as possible.
• Pump room port side
• Pump room starboard side
i) The system is now operating with immediate foam production.
j) When the fire is extinguished the pumps must be stopped

manually and all of the valves closed.
k) Observe the precautions given in the previous procedure about

checking that the fire has been extinguished before clearing the
foam and entering the room.

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4.3 ENGINE ROOM LOCAL FIRE FIGHTING SYSTEM The areas protected by the Hi-Press system are as listed below: Illustration 4.3b Local Fire Fighting Detection Control Panel
Loop 1, Main engine: 8 heads
Fire Fighting Equipment
Maker: Novenco Hi-Press Loop 2, Generator engines: 8 heads
Type: CR5-18 Loop 3, Purifier room: 8 heads
Capacity: 7m3/h at 3,500 rpm Loop 4, Incinerator room: 2 heads
Pressure: 11.33 bar Loop 6, Steering gear room: 5 heads
No. of sets: 1
Loop 5, Auxiliary boilers: 4 heads
Nozzle type: NHP5
Loop 7, Inert gas generator room: 2 heads
Introduction The system is maintained in a constant state of readiness and the pump is Sprinkler Section Release
1 2 3 4 5 6 7
permanently connected to a fresh water supply.
The Novenco Hi-Press fire fighting system provides a high pressure water
mist spray to specific areas of the machinery space and is additional to and CAUTION Sprinkler Control
Main Auto
independent of the engine room hot foam fire fighting system. During periods of engine room maintenance it is important to ensure
that the spray heads are never painted as this will impair their MAIN
The principle of the water mist system is that the very fine droplets of water performance. EMERGENCY
tend to exclude oxygen from the atmosphere in the vicinity of the fire thereby
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large Procedure for Operating the Local Fire Fighting System
surface area for small mass and this produces a rapid cooling effect on the
fire. The steam produced by the evaporation acts to further reduce the space a) Ensure that the fresh water tank has sufficient water for
available for oxygen. Because the water is in mist form the system is also operating the local fire fighting system.
useful for oil fires. In the event of a fire, the panel will send a continuous alarm to the ECR, the
b) Ensure that power is available to the fire fighting control system will only initiate the starting of the high pressure pump and the opening
Water at high pressure is injected into the protected space through special panel. Its primary source is from the main switchboard but a of the solenoid valve to the affected area when two detector heads, one smoke
nozzles which break down the water stream into very fine mist like particles. connection to the emergency switchboard is also provided. and one flame are activated. Water mist will then be discharged through all of
The positioning and distance of the spray heads from the protected equipment the nozzles on this part of the circuit.
is critical to ensure complete protection is provided. c) Ensure that the high pressure pump starting panel has power
available and is switched to AUTO. The duty officer will need to inspect the affected area and when sure that the
The equipment consists of a high pressure pump which takes suction from fire has been extinguished, switch the pump off by operating the key switch
the operating fresh water tank supplying the ship’s domestic water system. d) Ensure that all of the manual valves at the pump unit are open on the control panel.
Illustration 4.3a above shows how the system is interfaced with the other ship’s except the air supply valve, test valves and drain valve.
systems. CAUTION
In this condition the system will operate automatically with the appropriate If welding, burning or other hot work is to be carried out in the engine
One of the tank’s outlet valves will always be open and the second may be machinery valve releasing water to the spray heads for that protected space. room that could cause heat or smoke to activate a sensor, special
opened as required but the system is based on high pressure rather than high precautions must be taken. This involves switching the key switch on
volume. The pump is located in the engine room on the 2nd deck starboard aft the control panel to MANUAL so preventing automatic release. It is
near the control air dryers. Automatic Operation of the System
essential when all hot work has been completed however, to make sure
The system would normally be left in automatic mode so providing continuous that the system is switched back again to AUTOMATIC.
The pump supplies seven outlet lines fitted with a total of 37 sprinkler nozzles
which serve various areas of the machinery space. Each outlet has its own engine room protection. The system is controlled by the fire fighting control
supply valve remotely operated from the control panel. and monitoring panel indicated in illustration 4.1.4b, for automatic operation
the key switch is to be turned to AUTO. This panel is connected in a loop to 20
ion smoke and heat detectors, 8 UV flame detectors, 9 local sprinkler release
buttons, 4 short circuit isolating switches and 7 electric sirens/flashing lights
located around the engine room.

Manual Operation of the System Blowing Through the System After Use
The system can be operated manually by pressing one of the 9 pushbutton After the system has been operated for a particular space the lines must be
release points (blue colour) located around the machinery spaces. If a blown through with compressed air to remove all water which could cause
pushbutton is operated in this manner, the system will operate as for automatic corrosion.
operation with the pump starting and the control valve for that space opening.
Water mist will then be discharged until the duty engineer resets the key switch The pump unit must be isolated so that it will not operate and the pump
on the control panel but this must only be done when it has been confirmed that discharge valve closed. The pump drain valve is opened to drain water from the
the fire has been extinguished. pump outlet lines. The flushing air valves from the general service air system
and the section supply valves for the areas which have been operated manually
The system can also be started locally at the high pressure pump unit by are opened. Compressed air is then blown through the section pipes and the
switching the pump starter over to HAND and then manually operating the spray heads, removing all water from that section. When flushing is complete
valve for the affected area. Each valve is marked with the section to which it the air valves are closed, the section supply valves are returned to the closed
is connected. position and to automatic operation. The pump drain valve is closed and the IGG Room
pump returned to AUTO.
Illustration 4.3c Local Fire Detection Repeater Panel
System checks must then be carried out after purging to ensure that the system Pump Control Panel
Salwico MN3000 and its control panels are set for automatic operation.
On line FIRE ALARM List Procedure for Testing the System

More alarms List
Incinerator Room
The testing frequency of the system should be according to company procedures
Local mute
with an officer on duty on the bridge at the time of testing.
Lamp Test
a) Close the outlet valves after the section valves to all protected Steering Gear
space. Room
b) Open the test valve below the outlet valve and also open the
drain valve. Boiler Tops
If necessary the release solenoid valves may be operated manually by means of c) Open the section valve manually by pressing the section
the screw located at the pressure gauge end of the solenoid valve. pushbutton.
d) Check that the pump starts and that the section valve opens and Main Engine
The main control panel for the system is located in the main switchboard room
and one small repeater panel is fitted in the wheelhouse on the forward face of the control panel indicates mist release.
the radio console area. Generator Engines
e) Reset the control panel alarm and check that the pump stops and Purifier Room
the section valve closes.
CAUTION
The key switch on the control panel in the switchboard room must f) Close the section test valve and repeat the test for the other
always be in the AUTO position when the engine room is unmanned. section. From Water Mist Pump
g) After completion of tests close the drain valve and open all Drain Valve
outlet valves after the section valves. Air Inlet Valve
h) Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode. Local Fire Fighting Water Mist Distribution Unit

Illustration 4.4a Quick-Closing Valves and Fire Dampers Fire Control Station (Foam Room)
From Control Air Line
Main Engine and Generator Engine Wire Rope PAL Control
PI 1413
Fuel Inlet Quick-Closing Waste Oil Incinerator Lever
Valve Trip Box Located Waste Oil No.2
Service Tank Service Tank Diesel Oil
Adjacent to the Main Switchboard Room Service Tank
(Locked
Air Open)
Bottle
Emergency Generator Engine Room Wire Rope (100 Litres) No.1
OF351F
(Outside
Room) OF351F OD351F
From Control Air
Emergency Incinerator Service Line
Generator (Locked
Diesel Oil Fire
Engine Marine Open)
Service Tank Damper
Diesel Oil
Control
Service Tank
Panel
OD371F OD351F
Generator Engine Generator Engine Main Engine Main Engine Main Engine Cylinder Oil Cylinder Oil Cylinder Oil Turbine
Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Measuring Storage Tank Storage Tank Lubricating Oil
Storage Tank Settling Tank Storage Tank Storage Tank Settling Tank Tank No.1 No.2 Storage Tank
No.2 No.1
OL004F OL005F OL002F OL001F OL003F OL307F OL304F OL305F OL191F

OF131F
To No.1 Generator Engine
OF132F
To No.2 Generator Engine No.1/2/3/4 AC021F
Exhaust Louvre (Locked
(Damper) Heavy Heavy Heavy Marine Marine
Open) Fuel Oil Fuel Oil Fuel Oil Diesel Oil Diesel Oil
Settling Tank Settling Tank Service Tank Service Tank Storage Tank
OF133F No.1 No.2
No.1/2
To No.3 Generator Engine
Supply Fan AC022F
(Reversible) (Locked
Open)
OD052F
No.3/4
Supply Fan OD051F OD001F
AC023F
(Non-Reversible) (Locked
OF130F
Open)
Main Engine
Key Purifier Room No.1 Heavy No.2 Heavy No.1 Heavy No.2 Heavy
(Supply/Exhaust) AC024F Fuel Oil Fuel Oil Fuel Oil Fuel Oil
Air (Locked Storage Tank Storage Tank Storage Tank Storage Tank
Open) (Port) (Port) (Starboard) (Starboard)
Lubricating Oil
Main
Diesel Oil Switchboard
Room AC025F
Heavy Fuel Oil (Supply/Exhaust) (Locked OF001F OF003F
Open) OF002F OF004F
Waste Oil

4.4 QUICK-CLOSING VALVES, FIRE DAMPERS AND Oil Tank Quick-Closing Valves Generator Engine Fuel Supply Valve Cabinet (Operated from Outside of
EMERGENCY STOPS the Main Switchboard room)
The valves listed in the following table all relate to the illustration 4.4a shown
Engine Valve Description Valve
above.
Introduction Main engine Fuel supply OF130F
CAUTION No.1 generator engine Fuel supply OF131F
All of the outlet valves from the fuel oil and lubricating oil tanks from which
oil could flow to feed a fire are equipped with pneumatically operated quick- Some tanks such as lubricating oil tanks do not have quick-closing valves
No.2 generator engine Fuel supply OF132F
closing valves. These valves are operated from the fire control station located fitted. This is because they are normally closed and only opened for short
on the upper deck in the port forward area of the accommodation block. periods of time when required. It is therefore important to ensure that No.3 generator engine Fuel supply OF133F
these valves are always closed when not in use.
The valves are supplied with compressed air at 7kg/cm2 from a 100 litre
storage bottle located in the fire control station. The bottle is fitted with an Tank Valve Description Valve
alarm to warn of low pressure and is fed directly from the engine room service
air main. A non-return valve is fitted on the inlet line which is normally left Control Lever No.1
open to ensure that a full charge of air is always available. The oil tanks are
grouped into two systems as shown in illustration 4.4a, with one three-way Waste oil service tank Suction OF351F
cock operating each system. Incinerator DO service tank Suction OD351F
No.1 HFO storage tank (P) Suction OF001F
In addition to the main tank valve system, the inlet fuel oil supply line to the
main engine and each diesel generator engine is fitted with a quick-closing No.2 HFO storage tank (P) Suction OF002F
valve. These valves operate in the same way as the quick-closing tank valves No.1 HFO storage tank (S) Suction OF003F
but they are operated from a separate cabinet located near the main starting air
receivers. Air for actuation of these fuel supply quick-closing valves comes No.2 HFO storage tank (S) Suction OF004F
from the control air ring main via a valve located at the bulkhead aft of the No.2 HFO settling tank Suction OF052F
generator engines.
MDO service tank Main fuel system suction OD101F
In normal operation the supply line to each group of tank valves is vented to MDO service tank CJC filter suction OD051F
atmosphere, but when the cock is turned, compressed air is directed to the
MDO storage tank Transfer pump suction OD001F
pistons, which collapse the bridge of each valve in that group, thus causing the Control Lever No.2
valve to close. MDO storage tank CJC filter suction OD052F
Generator engine LO storage tank Suction OL004F
The valves are reset by venting the air supply and operating the valve handwheel
in a closed direction to reset the bridge mechanism and then opening the valve Generator engine LO settling tank Suction OL005F
in the normal way. Main engine No.2 LO storage tank Suction OL002F Control Lever No.1
The exceptions to the above operating system are the MDO tanks for the Main engine No.1 LO storage tank Suction OL001F
emergency generator, the incinerator and the waste oil tank. All of these are Main engine LO settling tank Suction OL003F
operated locally from just outside the spaces by cable pull wires.
Cylinder oil No.1 storage tank Suction OL304F
Receiver for Quick-Closing
The main sea suction valves are operated remotely by hydraulic systems from Cylinder oil No.2 storage tank Suction OL305F Valves and Fire Dampers Supply Valve
handwheels located on the 2nd deck level in the engine room but outside of
Cylinder oil measuring tank Suction OL307F Fire Damper Supply Valve
the main switchboard room.
Turbine LO storage tank Suction OL191F
Control Lever No.2

HFO service tank Suction OF201F
No.1 HFO settling tank Suction OF051F Quick-Closing and Fire Damper Control Valves in the Fire Control Station

Fire Dampers
Remote Operation
Fire dampers operate to close the ventilation openings in the event of a fire
in the engine room spaces. The dampers are kept open by air pressure acting
on the pneumatic cylinder and when this air pressure is removed a counter
weight, attached to the damper linkage, closes the damper by means of gravity.
Compressed air from the 100 litre storage bottle is applied to the damper
pneumatic cylinders at all times and the supply valve from the bottle is locked
open.
There are five fire damper lines leading out of the fire control room and these
each control a different area. These areas and the manual control valves are as
listed below:
System Description Line Valve

Fan Damper Control Panel
No.1/2/3/4 exhaust louvre dampers AC021F
No.1/2 reversible supply fan AC022F
No.3/4 non-reversible supply fan AC023F
Purifier room (exhaust/supply) damper AC024F
Main switchboard room (exhaust/supply) damper AC025F
Fire Damper Control Panel in the Fire Control Station
The purifier room supply/exhaust dampers have a three-way vent valve which
may be actuated independently enabling the purifier room dampers to be
closed.
The main switchboard room exhaust/supply dampers have a three-way vent

valve which may be actuated independently enabling the main switchboard
room dampers to be closed.
Mushroom type engine room ventilators and engine room vent fan dampers are
manually opened and closed by means of manually operated levers. These are
situated at the ventilators.
Fire Damper Control Panel Fire Damper Activation Cylinder and Limit Switch Indicators

Emergency Stops DO transfer pump

LO transfer pump
The emergency stops are divided into four groups, ES1A, ES1B, ES2A and No.2 air conditioning package unit for the main switchboard room
ES2B. No.2 boiler power panel
No.4 local group starter panel (No.2 section)
ES1A and B deal with the engine room systems, while ES2A and B generally Generator engine emergency DO booster pump
deal with the accommodation and deck systems, a full listing is given below. Oily water separator
All of these switches can be operated from a control panel in the fire control Sludge pump
room, additionally, only ES2A and B can be operated from the wheelhouse. Cargo oil pump turbine drains tank pump
Air conditioning package unit for the engine room workshop
Engine room bilge pump
ES1A Exhaust gas economiser
No.1 main engine and generator engine HFO supply pump Welding space exhaust fan
No.1 main engine and generator engine HFO circulating pump Engine room toilet exhaust fan
No.1 main engine auxiliary blower
No.1 generator engine LO priming pump
No.1 main engine cylinder LO lubricating pump ES2B
No.1 main engine LO pump No.1 aft deck machinery hydraulic power pack pump
No.1 stern tube LO pump No.2 forward deck machinery hydraulic power pack pump
No.3 engine room supply fan No.3 aft deck machinery hydraulic power pack pump
No.1 air conditioning package unit for the main switchboard room No.2 inert gas system main fan
No.1 boiler power panel No.2 hydraulic power pack pump for the cargo and ballast valves
No.4 local group starter panel (No.1 section) Ship side valves hydraulic power pack pump
Incinerator No.2 air conditioning air handling unit
No.1 COPT LO priming pump Steering gear and emergency pump space exhaust fan
No.2 COPT LO priming pump Steering gear and emergency pump space supply fan
No.3 COPT LO priming pump Inert gas generator topping up fan
ES1B
No.1 forward deck machinery hydraulic power pack pump
No.2 aft deck machinery hydraulic power pack pump
No.3 forward deck machinery hydraulic power pack pump
No.1 inert gas system main fan
No.1 hydraulic power pack pump for the cargo and ballast valves
ES2A
No.2 main engine and generator engine HFO supply pump
No.2 main engine and generator engine HFO circulating pump
No.2 main engine auxiliary blower
No.2 main engine cylinder LO lubricating pump
No.2 main engine LO pump
No.2 stern tube LO pump
No.1 engine room ventilation fan
HFO transfer pump

Illustration 4.5a CO2 System
To Open Air
Emergency Generator Room Main Switchboard Room
Control Cabinet Control Cabinet
M M M M
P P P P P
Emergency Generator Room
2 Cylinders 7 Cylinders
PG PS Electric Horn
Emergency Generator Room Entrance CO2 Locker
P P
Main and Emergency

Power Supply AC 220V Junction Box
To Vent Stop
Control Cabinet
M M
Main Switchboard
Room Entrance
Electric Horn
Key
Main CO2 Line
Pilot CO2 Line
Electrical Signal

4.5 CO2 SYSTEM A pressure gauge and pressure switch are fitted to the main CO2 manifold. c) Go to the CO2 control cabinet and break the glass key cabinet to
obtain the key.
System Equipment When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released. d) Use the key to open the control cylinder cabinet door for the
Maker: NK Co. Ltd
space to be activated. This will initiate the CO2 release alarm.
Type: High pressure
Protected Space Number of Cylinders Required
Capacity: 9 cylinders each containing 45kg CO2 e) Open the pilot cylinder handwheel valve and the ball valves
Emergency generator room: 2 to release the pilot CO2 to the main cylinders. The gas will be
Main switchboard room: 7 released to the protected space.
Introduction
f) After 10 minutes, close the pilot cylinder hand wheel valve.
Depending upon the application, CO2 is normally employed at levels of between Control Cabinets
35% and 50% by volume to produce an oxygen deficiency and thus extinguish g) When the pilot pressure gauge within the control box is zero,
a fire. This level of oxygen reduction is also capable of causing asphyxiation. Discharge of the CO2 is manually accomplished from one of three control close both pilot isolation valves.
Fixed systems are therefore designed to include safeguards which prevent the cabinets located on board. Two are located outside of the CO2 locker and
automatic release of the CO2 whilst the protected area is occupied. The users operate the emergency generator room and the main switchboard room bottles Note: Allow time for structural cooling before opening the protected space
of portable extinguishers should ensure that there is sufficient air to breathe respectively and the third is located near the main switchboard room entrance and ventilating the CO2 gas.
normally. facing the main engine and it operates the bottles for that room only.
CO2 is not generally regarded as having a high intrinsic toxicity and is not WARNING
The system is operated by a supply of CO2 stored in small pilot cylinders
normally considered to produce decomposite products in a fire situation. installed within the control cylinder cabinet. The pilot cylinders are connected Ensure all reasonable precautions have been taken, such as maintaining
to the main pilot system pipework via two isolation valves installed within the boundary inspections, noting cooling down rates and/or any hot spots
The CO2 cylinders are fitted with safety devices to relieve excess pressure control cabinet. which may have been found. After an agreed period an assessment
caused by high temperatures. To avoid these operating, it is recommended that party, wearing breathing apparatus, can enter the space quickly
cylinders are located in areas where the ambient temperature will not exceed One isolation valve is connected via small bore pilot gas pipework to the through a door which they must shut behind them. Check that the fire
46°C. Cylinders must not be stored in direct sunlight. cylinder bank to open the cylinders while the other is connected via a separate is extinguished and that all surfaces have cooled prior to ventilating the
pilot gas line to open the line valve to the protected space. The isolation valves space. Premature opening can cause re-ignition if oxygen comes into
Certain gaseous extinguishing agents may cause low temperature burns when are positioned so that the control cabinet door cannot be closed with the valves contact with hot combustible material.
in contact with the skin. In such cases the affected area should be thoroughly in the open position. It is also arranged that the control cabinet door will operate
irrigated with clean water and afterwards dressed by a trained person. switches when in the open position, to initiate audible and visual alarms.
WARNING An alarm panel for the system exists and is located in the main switchboard
DANGER OF ASPHYXIATION room. The alarm panel senses pressure rise and hence leakage from the main
Re-entry to a CO2 flooded area should not be made until the area has bottles and also senses pressure in the pilot lines if the system has been
been thoroughly ventilated. operated. It is from this cabinet that the compartment alarms are controlled
and also the fire dampers for the main switchboard room operated.
Local Release Station for the Main Switchboard Room
System Description
Operating Procedure
Areas Protected
The CO2 cylinders are located in a dedicated compartment on the starboard side a) On discovering a fire in a protected space, shut down the
of A deck in the engine casing adjacent to the emergency generator room. machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other
There are nine bottles in total each with a CO2 content of 45kgs. openings having first ensured that all personnel have been
evacuated.
The system is connected via a high pressure manifold and distribution
pipework to the emergency generator room and the main switchboard room. b) Conduct a muster of all personnel ensuring that everyone is
The outlets for the CO2 are located in order to give an even spread of gas accounted for. The gas must not be released until any missing
quickly throughout the compartment when the bottles are released. persons are accounted for and are known not to be in the
protected space where CO2 is to be released.
CO2 Local Release Station for the Main Switchboard Room

Procedure to Release CO2 Manually
In the unlikely event of pilot gas initiation failure, the CO2 system may be
operated from the CO2 cylinder storage room housing the main bottles.
It is assumed that an attempt has been made to release the CO2 cylinders from
one of the remote operation stations, therefore the cabinet door open alarms
have been activated.
With the control release door open so that the alarms are still be activated.
a) Ensure that all personnel have left the space and ensure that all
vents and doors are closed.
b) In the CO2 cylinder storage room, manually open the main

valve for the protected space into which CO2 is to be released
by removing the safety pin on the discharge valve and pulling
the lever upwards through 90°.
Discharge to the Main Discharge to the Emergency
c) Remove the safety pins on the valve actuator mounted on the Switchboard Room Generator Room
CO2 cylinders to be released. The cylinders required for the
emergency generator room are clearly identified.
d) Pull down the operating lever on the valve actuator of the

cylinders to be released. CO2 will now be discharged.
Manual Release Levers
Manual Safety Pins
Manual Operating Levers
CO2 Discharge Valves in the CO2 Room CO2 Cylinders

PART 5: EMERGENCY PROCEDURES
5.1 Flooding in the Engine Room

5.2 Emergency Operation of the Main Engine
5.3 Emergency Steering
5.4 Emergency Fire Pump Operation
5.5 Fire in the Engine Room
5.6 Emergency Power Failure
Illustrations
5.2a Emergency Operation of the Main Engine
5.3a Steering Gear Emergency Valve Positions
5.4a Emergency Fire Pump System

5.1 FLOODING IN THE ENGINE ROOM Pumps Available for Bilge Pumping Duties No.2 Main Cooling Sea Water Pump
Capacity: 840m3/h x 1.8kg/cm2
Introduction Bilge, Fire and General Service Pumps
Capacity: 230/180m3/h x 4.0/10.0kg/cm2 This pump takes its suction from its own emergency bilge suction through
Flooding in the engine room can occur due to a defect in the hull structure valve BG019F, which is operated by an extended spindle from above floor
caused by grounding, berthing or collision damage or due to a defect in the plate level.
engine room’s sea water pipeline system. These pumps can take suction from the bilge main, additionally, No.1 pump
has its own direct bilge suction through valve BG014F to the port forward
bilge well. Oily Water Separator
The following steps can prevent or alleviate flooding problems:
The oily water separator takes its suction from the bilge holding tank and has
Maintain pipelines externally, tighten slack supports and replace broken ‘U’ Engine Room Bilge Pump a capacity of 5m3 per hour.
bolts on pipe brackets to minimise fretting in way of supports. Each month
check for signs of corrosion, particularly on pipes which are not obviously Capacity: 5m3/h x 3kg/cm2
Hydraulically Operated Ship Side Valves
visible during daily inspections.
This pump takes its suction from the bilge main through valve BG317F. The high and low ship’s side valves and the vacuum condenser overboard
Operate all ship’s side valves regularly, so they can be operated easily when discharge valve are hydraulically operated from the engine control console via
required in an emergency. Valves such as fire pump suction valves, which are pushbuttons in the CECR. Additionally, these valves in the event of flooding
normally left open, should be closed at regular intervals to prevent a build they can be operated manually from hydraulic deck stands on the second deck
up of marine growth. Ensure that remote valve actuation systems function level, or via the solenoid valves on the hydraulic power pack pump on the
correctly. Check valve packing and ensure there is no excessive leakage. second deck. Similarly the main overboard valve from the vacuum condenser
can be operated from the floor plate level or the second deck level.
Before opening sea water filters for cleaning, make sure the shut-off valves
are shut tight by opening the vent in the filter box cover. In any case break the Vacuum Condenser No.1 Main Cooling No.2 Main Cooling
The sea water recirculating valve WS107F into the low sea suction sea chest
cover joint before removing all cover bolts. The same applies when opening Cooling Sea Water Pump Sea Water Pump Sea Water Pump is operated via a hydraulic deck stand valve located on the 3rd deck starboard
coolers and pipelines anywhere in the system. If a valve is not fully closed forward. Additionally, this valve can be operated via an extended spindle at
there will be appreciable leakage and because the bolts/nuts are still in place it the floor plate level when the manual drive key has been inserted and the
is possible to retighten the cover. hydraulic change over lever on the operating cylinder has been set to the
bypass position.
Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar with
the position of main sea suction and overboard discharge valves and know
which main suction is currently in use.
The emergency bilge suction valve should be operated on a regular basis.

Double bottom sounding pipe cocks and caps should be secured after use. Emergency Bilge
Suction Valve
Emergency Bilge Suction

5.2 EMERGENCY OPERATION OF THE MAIN ENGINE Procedure for Changeover to Engine Side Control with the d) Put the blocking device into the LOCAL/EMERGENCY
Engine Running control position.
Local (Emergency) Control from Engine Side a) Reduce the engine load to a maximum 80% of MCR. e) Quickly, move the impact handwheel to the opposite position.
This disconnects the fuel pumps from the governor and connects
In the event of breakdown of the normal pneumatic manoeuvring system, the them to the regulating handle on the engine side control stand.
b) Check that the position of ahead/astern lever, valve 105,
governor or its electronics, or if direct fuel pump index-control is required, the
corresponds to the present engine running direction.
engine can be operated from the local (emergency) control stand on the engine f) Move the remote/local lever, valve 100, to the LOCAL position.
side. This vents valves 84-K4,86-K4,88-K4 and 90-K5 of the starting
c) Move the regulating handwheel to bring the tapered slots of
the changeover mechanism plates into position opposite each and control system, and leads control air to the valves in the
Orders for engine operation must be transmitted to the engineer at the local local control stand.
other.
control stand by means of the telephone or telegraph indicator if it is still
functioning. g) If the STOP button valve 102 is not deactivated the engine will
now receive a STOP order.
Procedure for Changeover to Engine Side Control with the Illustration 5.2a Emergency Operation of the Main Engine
Engine Stopped h) Press the START button valve 101 briefly to provide an air
impulse to deactivate the STOP valve 102.
Note: The numbering of parts and valves is as per the Hyundai-MAN B&W Key
i) The engine is now running under control from the local/
engine operating manual. 2
1
1 - Start Valve 101 emergency control stand. Regulation of the engine speed can
3
4 2 - Stop Valve 102 now be made locally by turning the regulating handwheel.
a) Check that the changeover valve 105 is in the required position
for the direction in which the engine is required to start. Note 3 - Changeover Valve 100
that reversing to a new direction is only possible when the 4 - Changeover Valve 105
Note: When the governor is disengaged, the engine is still protected against
STOP valve 102 is activated. overspeed by the electric overspeed trip, ie. the engine is stopped automatically
10 5 - Regulating Wheel
if the revolutions increase to the overspeed setting. The overspeed shutdown
b) At the local control stand release the regulating handwheel by 6 - Changeover Mechanism can only be reset by moving the regulating handwheel to the STOP position.
5 Manoeuvring must therefore be carried out very carefully, especially when
means of the small lever located at the righ hand side of the 7 7 - Regulating Wheel Locking Handle
stand. Turn the regulating handwheel in the anti-clockwise 8 - Impact Handwheel
doing so in rough weather. It should also be noted that when operating the
direction to free the regulating handwheel. engine from the local control stand, all of the engine monitoring systems are
9 - Blocking Device
still functioning.
c) Set the blocking device in the emergency position which is 10 - Fuel Notch Indicator
pointing downwards. Procedure for Controlling the Engine from the Emergency
6
Control Stand
d) Quickly turn the impact handwheel anti-clockwise. This will
cause the governor to disconnect from the fuel pumps and allow a) To stop the engine operate STOP valve 102 at the emergency
the local control stand regulating hand wheel to be connected control stand.
8 9
instead. Regulation of the engine speed can now be made 8
locally by turning the regulating handwheel. b) To reverse the direction of the engine rotation, the ahead/astern
lever, valve 105, must be moved to the new position. Reversing
e) Change the position of the remote/local lever valve 100, from the engine is only possible when the STOP valve has been
the REMOTE to the LOCAL position. The air supply is now activated.
directed to the valves of the manoeuvring system for emergency
running. c) When the starting air distributor has been moved to the correct
position for the rotational direction required and its position
f) The engine is now ready for starting from the local position at visually confirmed, the fuel control regulating handwheel can
the engine side. be moved to the START position.
d) To start the engine the START valve 101 must be operated.

e) When the start level rotational speed has been reached the
START valve is deactivated by releasing the START button.
The engine should now be running on fuel.
f) The engine speed can be manually controlled by operating the

regulating handwheel which directly regulates the fuel injection
pumps.
Telegraph
Alarm Panel
Changeover Valve Lever 100

Remote/Local Position
Changeover Valve Lever 105

(Ahead or Astern)
Regulating Handwheel Start Valve 101
Stop Valve 102 Regulating Handwheel

Locking Handle
Changeover Mechanism
Regulating Handwheel
Impact Handwheel
Fuel Control Servo Motor
Main Engine Local Control Location Local Control Stand

5.3 EMERGENCY STEERING CAUTION

When operating under local control the rudder angle limiter does not
Introduction function and so the rudder must not be worked over its maximum angle
of 35º.
The steering gear consists of a tiller turned by a 4 cylinder hydraulic
system. Hydraulic power is produced by two electric motor driven variable
displacement hydraulic pumps and in accordance with IMO regulations the Illustration 5.3a Steering Gear Emergency Valve Positions
hydraulic power circuits and rams can operate as two isolated systems. Section
2.11 refers and provides more information. Valve Position Status
Manual Valve Position
The steering gear is fitted with an automatic safety system which is used to MODE OF OPERATION
C1 C2 C3 C4 P1 P2 P3 P4 U1
isolate the hydraulic power circuits in the event of a hydraulic oil loss from the
oil tanks or from a damaged part of the hydraulic system. Normal Operation 4 Cyls X

In accordance with IMO regulations, the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of Cylinders 3 & 4 (Pump 2) X X
power failure from the main switchboard the pumps can be supplied from the Filling System with Oil
emergency switchboard. In the event of failure of the control system from the
Venting Pumps and Cyls
wheelhouse the steering gear must be operated manually from the steering gear
room. There is no feedback from the rudder stock when operating manually Fixing Rudder in position X X X X X X X X X
and so the operator must be constantly aware of the rudder position.
= Open X = Closed
Manual control of the steering gear is by means of a mechanical lever
connected to the hydraulic motor servo unit.
Proportional Solenoid Valve

Operation of the Steering Gear on Loss of Bridge Control Push Point
a) On loss of steering gear control from the bridge, establish

communication between the bridge and steering gear
compartment via the telephone system. A telephone is located
in the steering gear compartment for this purpose. There is also
a rudder angle indicator and compass repeater in the steering
gear compartment. The speed of the vessel must be reduced to
70% of normal full speed or lower.
b) Turn the selector switch at the steering control unit box to

LOCAL.
c) Start one of the hydraulic pump units if not already running.
d) Set the steering gear valves according to the plate at the steering
gear control, see illustration 5.3a.
e) Push the proportional solenoid valve pushbuttons for the

selected pump in order to direct oil so that the steering gear
is moved in the desired direction. When the rudder is at the
desired angle release the pushbutton. Ensure that the rudder
has moved to the desired angle by visually checking the rudder
angle indicator. Emergency Steering at Solenoid Valves

Illustration 5.4a Emergency Fire Pump System FD555F
KEY
From Emergency
Fire and Deck Wash Water Fire Pump Line
HB Hose Box
FD
541F
Fire
HB Control Room Fire Water Supply
for Deck Foam System
(D)
I.G.G
Room FD (C)
544F (E) (B)
(A Deck)
Chemical (A)
Store Engine
FD Casing
HB
547F FD Fire Flap Control Panel
545F
HR
FD
546F
(A Deck)
HB
Emergency Fire Pump Supply to the Fire Control Station

HB
FD
542F
Paint Oil/Grease
Store Store Deck Foam Deluge to
Flushing Line Lifeboat Area
Deluge to
Liferaft Area Deck Fire
Hydrant Line
Steering
Liferaft Deluge To Deck Fo
HB
Gear Room System (C) Monitors
Lifeboat
FD581F To 'A' Deck Foam Deluge To Fir
ir
FD589F FD587F Monitors (D) System (B) Deck Washsh
Steam Blow
FD583F ST691F
Air Blow Fire FD
FD Control Room 525F
AR540F
582F
FD FD FD FD557F
F
FD586F 553F 551F 552F
FD588F No.2
Deck
Foam From Engine
FD555F Unit FD Room
FD556F
From To Engine Room
Upper Deck
Emergency and Pump Room
Fire Pump Hot Foam Unit (E)
Fire Main Distribution Manifold

5.4 EMERGENCY FIRE PUMP OPERATION The main isolating valve onto the sea chest for weed and steam blowing is
located in the aft void space, therefore a hydraulically operated valve FD588F,
Emergency Fire Pump operated from a hydraulic deck stand (located adjacent to the deck stand for the
Maker: Teikoku Machinery Work Ltd main sea suction valve FD556F) is used to open and close this valve.
Type: Electric motor driven vertical centrifugal
Model: 250-2VSR-BM-NV-S
No. of sets: 1
Capacity: 450m3/h at 90mth
Speed: 1,800 rpm
Introduction
The emergency fire pump is located in the emergency fire pump space inside
the steering gear flat.
The pump is used to supply the fire main when the bilge, fire and GS pumps
in the engine room are unable to do so. Additionally, it is automatically started
when it is used to supply the hot foam system for the engine room and pump
room. The pump is an electrically driven, self-priming, vertical centrifugal
pump that has its power supply fed from the emergency switchboard 440V
feeder panel located in the emergency generator room.
Emergency Fire Pump
Starting the pump can take place from three locations:
• Locally at the pump starter (start and stop) unit in the
steering gear compartment
• Remotely from the fire control room
• Remotely from the bridge main console on the starboard
side
The pump draws water from its own sea chest located by the stern frame and
positioned so that it is below the waterline even when the vessel is in a lightship
condition. The remotely operated suction valve FD556F and the manually
operated discharge valve FD583F from this pump are always kept open so the
pump can be started to supply water to the fire main immediately.
The pumps and suction valves should be operated and lubricated according to
company procedures to ensure they are fully operational and ready for use.
The pump sea chest can be blown clear of any weed etc, by connecting an
air hose between the isolating valve onto the sea chest FD586F and AR504F.
Additionally, there is a steam connection allowing the sea chest to be kept
clear of any ice by opening the steam blowing valves ST691F and connection
valve FD586F. The steam is fed from the engine room 7.5kg/cm2 steam service
system.
Emergency Fire Pump Remotely Operated Sea Suction Valve

5.5 FIRE IN THE ENGINE ROOM j) Conduct a crew check. Battening Down of the Engine Room
k) Organise the crew for fire fighting duties. a) Stop the main engines and shut down the boilers.
Introduction
l) Inform the terminal authorities and the local fire brigade even if b) Sound the evacuation alarm.
Should a fire occur in the engine room:
the fire appears to be under control.
c) Stop all the ventilation fans.
WARNING m) If personnel are missing, consider the possibility of searching in
Under no circumstances should anybody attempt to tackle an engine the fire area. d) Start the emergency generator and put on load.
room fire alone. It is essential that the fire alarm be raised as soon as an
outbreak of fire is detected. n) Close all accessible openings and hatches to prevent the fire e) Trip the quick-closing valves and the engine room auxiliary
spreading. machinery from the fire control centre.
General o) Prepare to disconnect the cargo hoses, if required. f) Count all personnel and ensure that none are in the engine
room.
a) Immediately sound the fire alarm and muster the crew. p) Prepare to vacate the berth, if required, and inform the authorities
immediately if there might be problems in vacating the berth. g) Close all fire flaps and funnel doors.
b) If personnel are missing, consider the possibility of searching in
the fire area. q) If there is a danger of the release of poisonous gases or of h) Close all doors to the inert gas plant and the engine room.
explosion, consider part or total ship abandonment. Ship
c) Determine the location of the fire, what is burning, the direction drawings, cargo plans etc. should be taken ashore. A crew check i) Start the emergency fire pump and pressurise the fire main.
of spread and the possibility of controlling the fire. is to be carried out again.
j) Operate the pressurised water spray system or the hot foam
d) If there is the least doubt whether the fire can be controlled by r) Consider using the fixed fire extinguishing systems, depending system depending upon the location and extent of the fire.
ship’s crew, warn of the situation on the distress frequencies. on the extent of the fire. The local pressurised water system
applies to the specific areas of main engine, generators, boilers,
e) If the fire fighting capacity is limited, give priority to fire incinerator room, topping-up generator room and purifier room The Hot Foam System
limitation until the situation is clarified. whilst the hot foam system covers the entire engine room and
the purifier room. The hot foam system covers the engine room, purifier room, incinerator room
f) If substances which are on fire, or close to a fire, may emit and pump room. The system is activated from the fire control station on the
poisonous gases or explode, direct the crew to a safe position s) On the arrival of the fire brigade, inform the Chief Fire Officer upper deck and must be operated as described in section 4.2. All personnel
before actions are organised. of: must be evacuated from the space into which foam is to be injected before the
foam is injected.
g) Establish the vessel’s position and update the communication • Any personnel missing
centre. • Assumed location of fire Engine Room Fire Prevention
h) If any person is seriously injured, request assistance from the • What is assumed to be burning
The best way of dealing with an engine room fire is to prevent one. Oil spills
nearest rescue centre. • Any conditions that may constitute a hazard must be cleaned up as soon as they occur and oily waste or rags must not be
left lying around. Any leakage from oil pipes must be rectified as soon as
t) Assist the Chief Fire Officer with information and orientation, possible.
In Port
by means of drawings and plans.
WARNING Rags, oily waste and similar combustible material must not be stored in the
If the fixed fire extinguishing system is to be used, take the following action: engine room and plastic containers must not be used for storing such material
Fire plans are housed in red cylindrical containers at the port and
or used as drip trays.
starboard accommodation entrances on the upper deck. These are
positioned to assist outside parties to deal with a fire on board and
Lagging must be correctly fitted to exhaust manifolds and the dripping of oil
should under no circumstances be removed.
onto hot manifolds, even when lagged, must be prevented.
i) Activate the emergency shutdown system in agreement with the
Fire detection equipment must be checked frequently and fire extinguishing
terminal duty personnel.
appliances must be in an operable state at all times.

5.6 EMERGENCY POWER FAILURE • During normal working, it is important to leave the engine g) To provide an uninterupted power supply, the emergency
room tidy to avoid obstructions during emergency situations. switchboard will now need to be synchronised to the main
Any lifted floor plates must be cordoned off in a safe manner at switchboard. When this has been done and the ACB closed the
Introduction all times. main switchboard will be feeding the emergency board. The
emergency generator ACB will then trip automatically after
The diesel generators are fitted with many alarms and safety features, such approximately half a second. Normal service should have now
as preferential trips and automatic load sharing (see section 2.13), which are Description of Automatic Power Restoration Sequence been resumed with the engine room generator set(s) providing
designed to reduce the possibility of a loss of the power supply. However, it is all ship’s services.
simply not possible to allow for all eventualities and a complete power failure This description assumes that all elements referred to have been left in their
remains a possibility. normal operating positions, i.e. automatic standby. One generator is supplying h) The emergency generator can now be stopped but care must be
the full ship’s load, with the remaining two generators on automatic standby. taken to ensure it is left in AUTOMATIC mode.
In the event of failure of the main electrical supply system resulting in a
blackout, the emergency generator will automatically start, connect to the a) The running generator trips from the main switchboard. With
emergency switchboard and supply power to the items of equipment which are both main and emergency switchboards dead, the only available Actions After the Restoration of Partial Power
supplied from the emergency switchboard. power is from the battery supply board (see section 2.13.8).
Emergency lighting is normally continuously available. The Following the restoration of power to the emergency switchboard, the cause
Should there be a failure of the automatic starting arrangement for the main/emergency board tie breaker will drop out. All engine of the failure of the main generators should be established and corrected as
emergency generator, the generator may be started manually and connected to room services, including the main engine, will stop. quickly as possible. Without main power, the main engine will continue to
the emergency switchboard manually (see section 2.12.2). turn due to the momentum of the ship being transferred back to the engine
b) Immediately on power failure, the air driven generator through the propeller. Consideration must be given to stopping the main
An emergency battery supply system is also available and this provides power emergency DO supply pump will activate and start to supply engine as quickly as possible to prevent damage due to lack of lubricating oil.
for essential lighting and navigation and communication systems when the DO to the generators. Furthermore, the vessel will eventually stop moving and then be subject to the
main electrical system is not available. The batteries are maintained on a motions of the sea. This may make any repairs more difficult.
constant trickle charge so there is always full emergency power available in c) The first standby generator will receive a start signal and should
the event of loss of generated electrical power. The battery system will provide run up to speed within twenty seconds. If the first standby
essential services whilst the main electrical system is being repaired. generator fails to start or fails to reach 95% of the rated voltage, Actions After the Restoration of Full Power
the second standby generator will receive a start signal and go
through the same procedure. On the restoration of full power, the sequential restart system will activate (see
Personal Safety During a Power Failure section 2.13.7). This will automatically supply power to most engine room
d) The emergency generator will receive an immediate start signal services.
Power failures are usually sudden in nature and can occur without warning. and will restore power to the emergency switchboard within
For short periods, it is possible that blackout conditions may exist in the 45 seconds. If the main switchboard has recovered power by If the cause of the power failure is apparent and has been corrected (if
engine room. During any blackout, it is important that personnel do not place this time, the bus tie breaker between the two switchboards necessary), any remaining services can be restarted. If not, efforts should be
themselves at unnecessary risk. Accidents can be avoided by following a few will close and the emergency generator will be left idling. The directed to identify the problem and correct it before concentrating on the
simple rules. engine will idle for a period of 2 minutes and then receive a stop restoration of remaining services. The main engine should be restarted when
signal. the Chief Engineer is satisfied that it is safe to do so.
• Should there be a total lighting failure, stop whatever you are
doing and remain still. Do not panic.
e) If the emergency switchboard bus voltage is still zero, the It is possible that the power failure may cause problems with controllers/
• On restoration of emergency lighting, or should a torch equipment which is not immediately apparent, therefore all engine room
emergency generator ACB closes and the emergency generator
be available, move slowly and carefully towards the main functions should be closely monitored for a significant period following any
will feed the emergency switchboard.
switchboard room, cargo and engine control room or emergency power failure.
exit.
f) When the main switchboard has recovered power, the
• If the blackout is prolonged for any reason, it is recommended emergency switchboard tie breaker at the main switchboard
that no attempt to move is made until some form of lighting is will be closed.
available. If, however, it is clear that to remain stationary is in
itself placing the individual at risk, any attempt to move should
be made on hands and knees, both very carefully and very
slowly. Engineers should, as a matter or urgency upon joining
a vessel, make themselves aware of the engine room layout and
the position of doors and ladders through which escape can be
made.

Procedure to Prepare a Diesel Generator Set for Starting l) Open the vent on the cooling water outlet line on the generator Note: If the remote monitoring equipment for the generator engine is
air cooler, and close it again when all air has been expelled. defective then the engine must be monitored locally for temperatures,
Failure of the power management system means there will be no automatic pressures, etc.
starting and stopping of the diesel generators in response to load requirements. If maintenance work has been carried out on the engine, start the engine as
In this situation the generators must be started and stopped manually. below prior to switching the engine to automatic operation.
It is possible to start and stop the generator engines locally at the engine should m) Check that all fuel pump indices are at index ‘0’, when the stop
that be necessary in the event of a failure of the automatic system. lever (and hence regulating shaft) is in the STOP position.
a) Set the engine to LOCAL control. n) Check that all fuel pumps can be pressed by hand to full index
and return to ‘0’ when the hand is removed.
b) Set up the fuel oil service system as described in section 2.6.2.
o) Check the spring loaded pull rod operates correctly.
c) Set up the central cooling water system as in section 2.5.2. and
check that water is flowing in the main and auxiliary cooling p) Check that the stop cylinder for the regulating shaft operates
water circuits. correctly when shutting down normally and at overspeed and
shut down. Testing is done by simulating these situations.
d) Check the level of oil in the sump and top up as necessary with
the correct grade of oil. q) The engine is now ready for starting.
e) Switch the generator engine prelubrication oil pump to AUTO

operation and check that the lubricating oil pressure builds up.
Procedure for Local Start of a Diesel Generator Engine
The engine should be prelubricated at least 2 minutes prior to
a) Ensure that the prestart procedures have been carried out as
start.
above then turn the selector switch on the local control panel to
the MAN position.
f) Check the pressure before and after the filters.
b) Move the stop lever to the working position.
g) Check the turbocharger and governor oil levels.
c) At the local control panel start the engine by pressing the
h) Check the starting air pressure is correct and drain water from
START pushbutton for 2-3 seconds and allow it to run up to
the air starting system. Ensure the starting air valve to the
normal speed.
engine is open.
d) Make a thorough check of the engine for leaks and other
i) Turn the engine at least one complete revolution using the
defects.
turning bar with the cylinder indicator cocks open. Alternatively
purge the cylinders by inducing a start procedure. Close the
e) When the engine has been checked and confirmed to be operating
cylinder indicator cocks. Prior to turning the engine over on air,
correctly, it may be connected to the electrical switchboard. (see
a check must be made to ensure the fuel lever is in the STOP
section 2.13.2.)
position.
j) Check the alarm panel and ensure it is functioning correctly. Procedure to Stop a Diesel Generator Engine
k) Vent the jacket cooling water space. a) Before stopping the engine, make sure the generator has been
disconnected from the switchboard and run off load for a few
If any part of the engine has been drained for overhaul or maintenance, check minutes for cooling down purposes.
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary. b) Stop the engine by moving the stop lever into the STOP
position.

PART 6: COMMUNICATIONS
6.1 Common Battery Powered Telephone System

6.2 Automatic Telephone System
6.3 Public Address System
6.1 COMMON BATTERY POWERED TELEPHONE Receiving a Call

SYSTEM a) When the telephone bell rings and the lamp lights lift the
telephone handset. Proceed with communications.
Common Battery Powered Telephone Equipment
Maker: CMR Korea Co Ltd b) On completion of communications replace the handset.
Introduction
The common battery powered telephone system provides a communication

link between vital positions on the vessel during times of power failure or
failure of the primary telecommunication system. The equipment operates on
a common DC power supply of 24V.
The system has communication units at the following locations with the
following call number:
1 Bridge console
2 Engine control room
3 Cargo control room
4 MSB console
5 Emergency generator room
6 Fire control station
7 Main engine manoeuvring station
8 Steering gear room
Headsets with a noise cancelling microphone can be connected to the phones

at the following locations:
• Fire control station
• Main engine manoeuvring station
• Emergency generator room
• Steering gear room
Operating Procedure
Calling
a) Lift the handset of the telephone and use the keypad to dial the
required extension.
b) Wait for the call to be answered and proceed with

communications.
c) On completion of communications replace the handset.

6.2 AUTOMATIC TELEPHONE SYSTEM d) Make the required announcement via the telephone handset. Priority Interruption
This function allows a higher priority extension can interrupt the call of a lower
Automatic Telephone e) When the announcement is complete replace the handset. priority extension. The following extensions have this interruption facility, 210
Maker: CMR Korea Co. Ltd to 238, 242, 247 to 252.
Type: SDX-Compact External Telephone Call
a) If the extension dialled is busy from any of the extensions as
This facility allows the user to make a call through the satellite system or shore
indicated above, the operator can flash the hook then dial 1.
telephone connection. The phone extensions which have this facility are 211 to
Introduction
215, 217, 227, 230 to 235, 242, 247 to 252 and 262. No member of the ship’s
b) The high priority caller will now break into the previously busy
company should use this facility without first obtaining permission from the
The SDX Compact automatic telephone system functions as the internal ship line.
ship’s Master.
telecommunications on board. The exchange is powered from the ship’s 220V
mains and has a back-up 24V battery supply in the case of a power failure. The c) Replace the handset when the call is complete.
a) Lift the handset and check for a dial tone. If no dial tone is heard
system provides the following features:
replace the receiver and try again.
• Automatic dialling to other extensions
• Paging facility (PA system and group paging) b) Dial 9 for the outside connection.
• External calls via Inmarsat or a shore telephone connection c) Listen for a dial tone from the shore telephone system.
• Conference call facility
d) Dial the required external telephone number.
• Automatic ring back
• Priority call e) When the ringing tone is heard wait for the called party to
answer.
• Call pickup
f) On completion of the call replace the handset.
Automatic Dialling
a) Lift the handset and check for a dial tone. If no dial tone is heard Conference Call
replace the receiver and try again.
This facility allows inter party calls between up to 3 different users, extension
210 which is the wheelhouse, 216 which is the engine room area and 231
b) Dial the extension number required.
which is the central administration office.
c) When the ringing tone is heard wait for the called party to
a) Dial 5 then the extension number as indicated above. When
answer.
contact has been made with the called party (party No.1) ask
them to hold the line.
d) On completion of the call replace the handset.
b) Press the HOOK button and listen for a dial tone. Party No.1
Paging Call (Public address) will hear music while on hold.
This feature allows the operator to make an announcement through the PA
system on board using the telephone set. c) Dial the extension number required (party No.2).
a) Lift the handset and check for a dial tone. If no dial tone is heard d) When party No.2 answers a three party conference is established
replace the receiver and try again. and the music is cancelled from the phone of party No.1.
b) Dial 0 then the * button. e) To add extra parties (up to a maximum of three) follow the
above procedure.
c) Listen for the chime sound in the ear piece and on the public
address system for 2 seconds. f) When the conference call is completed replace the handsets.

6.3 PUBLIC ADDRESS SYSTEM d) Adjust the monitor unit VOLUME control (nominally set Broadcasting with the Radio Tuner
midway) to regulate the sound volume of the monitor speaker. a) Push the POWER source button. The POWER indicator LED
Public Address Equipment illuminates.
Maker: CMR Korea Co Ltd e) Insert the microphone jack into the socket marked MIC and
Type: CPA-800D depress the microphone pushbutton to speak. b) Set the ouput selector switch to OFF.
f) Adjust the VOLUME as required on the monitor panel. As a c) Adjust the VOLUME (nominally set midway) to set the input
Introduction guide the centre green zone on the output meter corresponds to volume of the main unit microphone.
50% output.
The CPA-800D Public Address (PA)/talkback system is specifically designed d) Adjust the monitor unit VOLUME (nominally set midway) to
for use in the marine industry with all active components made up of transistors g) Depress the ALARM button as desired for signalling prior to regulate the sound volume of the monitor speaker.
and integrated circuits minimising power consumption. The system is supplied announcing a message.
with 220V AC and incorporates an AC automatic switching circuit so that in e) Depress the EXT button.
the event of a power failure the system continues to operate on 220V AC from h) Transmit the voice message by speaking into the microphone
a dedicated emergency supply. whilst the microphone button is depressed. f) Depress the POWER switch of the radio tuner.
The control panel for the system is located on the bridge in the starboard side Broadcasting with the Microphone (Remote unit) g) Select the desired BAND on the receiver.
instrument console’
a) Push the POWER source button. The POWER indicator LED
h) Tune the radio to the required frequency.
illuminates.
Main System
i) Regulate the output volume as required.
b) Set the SP.SEL (speaker selector) switch to the desired output
The main amplifier entertainment rack consists of the following: area for the message broadcast.
• Main controller with CD player Broadcasting with the Cassette Tape Deck
c) Adjust the MIC VOL (nominally set midway) to set the input a) Push the POWER source button. The POWER indicator LED
• Cassette tape volume of the main unit microphone. illuminates.
• General emergency alarm generator
d) Adjust the MONI VOL (nominally set midway) to regulate the b) Set the ouput selector switch to OFF.
• Fault tolerant power amplifier
sound volume of the monitor speaker.
• Monitor
c) Adjust the VOLUME (nominally set midway) to set the input
• Fault detector e) Insert the microphone jack into the socket marked MIC and volume of the main unit microphone.
depress the microphone pushbutton to speak.
d) Adjust the monitor unit VOLUME (nominally set midway) to
Basic Operations f) Adjust the MIC VOL as required. As a guide the centre green regulate the sound volume of the monitor speaker.
zone on the output meter corresponds to 50% output.
In all cases of operation ensure that the BUSY indicator lamp is not e) Depress the EXT button.
illuminated. g) Depress the ALARM button as desired for signalling prior to
announcing a message. f) Place a cassette tape in the unit. The unit will play
Broadcasting with the Microphone (Main unit) automatically.
h) Transmit the voice message by speaking into the microphone
a) Push the POWER source button. The POWER indicator LED whilst the microphone button is depressed.
illuminates.
b) Set the output switch to DECK, MACHINERY or PUBLIC as

desired.

volume of the main unit microphone.

Emergency Broadcasting
illuminates.
b) Set the ouput selector switch to EM’CY. Messages can now

be transmitted through all speakers on board regardless of the
volume controller setting.
Broadcasting with the Talkback

illuminates.
b) Set the output switch to TALKBACK.

volume of the main unit microphone.
d) Adjust the monitor unit VOLUME (nominally set midway) to

regulate the sound volume of the monitor speaker.
e) Insert the microphone jack into the socket marked MIC and
depress the microphone pushbutton to speak.
f) Adjust the VOLUME as required on the monitor panel. As a

guide the centre green zone on the output meter corresponds to
50% output.
g) Transmit the voice message by speaking into the microphone

whilst the microphone button is depressed.
The talkback locations on board are:

• Bridge wings (port and starboard)
• Forward mooring station
• Aft mooring station
• Main switchboard room
• Engine control room
• Steering gear room control stand
• Cargo control room
• Cargo manifold (port and starboard)

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Document Title: Machinery Operating Manual Revision: Final Draft

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 1 of 14

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 2 of 14

Document Front Matter: British Kestrel Date: December 2005

ISSUE AND UPDATES This manual was produced by:

• Updates are issued to all registered holders of documents. E-Mail: manuals@wmtmarine.com

• Sections are removed from circulation when obsolete.

Issue: Final Draft IMO No. 9297357 Front Matter - Page 3 of 14

Document Front Matter: British Kestrel Date: December 2005

2.1.2d Engine Control Room Telegraph Unit Xxx 2005 Illustrations

Issue: Final Draft IMO No. 9297357 Front Matter - Page 4 of 14

Document Front Matter: British Kestrel Date: December 2005

Text Illustrations Illustrations

Text Xxx 2005 Illustrations 5.3 Emergency Steering Xxx 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 5 of 14

Document Front Matter: British Kestrel Date: December 2005

Mechanical Symbols and Colour Scheme

Intermediate Position Simplex Strainer Air Horn

Thermostatic Temperature Duplex Strainer with Cargo Group 1

Screw Down Non Return M Y-Type Strainer Cargo Group 3

Sounding Head with Sea Water

Three-Way Valve Spring Vent Pipe T Pipe Air

Flow Meter Spectacle Flange Marine Diesel Oil

Expansion Bend Pipe Filter

Hydraulic Operated Water Line

Issue: Final Draft IMO No. 9297357 Front Matter - Page 6 of 14

Document Front Matter: British Kestrel Date: December 2005

Electrical and Instrumentation Symbols

Earth WT Water transducer D-D Relay coil Trip Automatic Trip

Issue: Final Draft IMO No. 9297357 Front Matter - Page 7 of 14

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 8 of 14

1a Location Plan of Engine Room Double Bottom and Floor Plates

1b Location Plan of Engine Room 4th Deck

1c Location Plan of Engine Room 3rd Deck

1d Location Plan of Engine Room 2nd Deck

1e Location Plan of Engine Room Casing

1f Location Plan of Engine Room Elevation

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 9 of 14

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 10 of 14

Document Front Matter: British Kestrel Date: December 2005

Auxiliary Air Main Engine

Fresh Water Cylinder Lubricator Pumps

Heavy Fuel Oil

Issue: Final Draft IMO No. 9297357 Front Matter - Page 11 of 14

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 12 of 14

Document Front Matter: British Kestrel Date: December 2005

Issue: Final Draft IMO No. 9297357 Front Matter - Page 13 of 14

Document Front Matter: British Kestrel Date: December 2005

Illustration 1f Location Plan of Engine Room Elevation

Navigation and Bridge Deck

Steering Gear Room Engine Room

Stern Tube Aft

Main Engine Tank Top

Issue: Final Draft IMO No. 9297357 Front Matter - Page 14 of 14

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

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