Maersk Wave Machinery Operating Manual: Main Menu

Maersk Wave Machinery Operating Manual
Machinery Operating Manual 2.3 Condensate and Feed Systems 2.13 Electrical Power Distribution
2.3.1 Condensate System 2.13.1 Electrical Equipment
List of Contents: 2.3.2 Drains Systems 2.13.2 Main Switchboard and Generator Operation
2.3.3 Boiler Feed System 2.13.3 Electrical Distribution
Issues and Updates 2.3.4 Water Sampling and Treatment System 2.13.4 Shore Power
Mechanical Symbols and Colour Scheme 2.13.5 Main Alternator
2.4 Sea Water Systems 2.13.6 Emergency Alternator
Electrical and Instrumentation Symbols
2.4.1 Main and Auxiliary Sea Water Cooling Systems 2.13.7 Preferential Tripping and Sequential Restarting
Principal Machinery Particulars
2.4.2 Sea Water Service System 2.13.8 Uninterrupted Power Supply and Battery Systems
Introduction
2.4.3 Engine Room Ballast System 2.13.9 Cathodic Protection System
2.4.4 Evaporator 2.13.10 Bow and Stern Thrusters
Part 1: Operational Overview
2.4.5 Distilled Water Transfer and Distribution
2.14 Accommodation Systems
1.1 To Bring Vessel into Live Condition 2.5 Fresh Water Cooling Systems 2.14.1 Fresh Water System
2.5.1 Main Engine and Generator Engine Jacket High 2.14.2 Domestic Refrigeration System
1.2 To Prepare Main Plant for Operation Temperature Cooling Water System 2.14.3 Accommodation Air Conditioning Plant
2.5.2 Central Fresh Water Low Temperature Cooling 2.14.4 Miscellaneous Air Conditioning Units
1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition System 2.14.5 Sewage Treatment
2.6 Fuel Oil and Diesel Oil Service Systems 2.14.6 Incinerator and Garbage Disposal
1.4 To Change Main Plant from Manoeuvring to Full Away
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engines Fuel Oil Service System Illustrations
1.5 To Prepare for UMS Operation 2.1.1a Main Engine
2.6.3 Boiler Fuel Oil Service System
2.6.4 Incinerator Fuel Oil Service System 2.1.2a Main Engine Remote Control System - Manoeuvring
1.6 To Change from UMS to Manned Operation Control
2.7 Fuel Oil and Diesel Oil Transfer Systems 2.1.2b Main Engine Remote Control System - Bridge
1.7 To Change Main Plant from Full Away to Manoeuvring 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer Control
System 2.1.3a Main Engine Safety System
1.8 To Secure Main Plant at Finished With Engines 2.7.2 Fuel Oil and Diesel Oil Purifying Systems 2.2.1a Oil Fired Boiler
2.2.4a Steam System
1.9 To Secure Main Plant for Dry Dock 2.8 Lubricating Oil Systems 2.2.5a Exhaust Gas Boiler
2 8.1 Main Engine Lubricating Oil System 2.3.1a Condensate System
Illustrations 2.8.2 Stern Tube Lubricating Oil System 2.3.2a Heating Drains and Contaminated Water System
2.8.3 Lubricating Oil Purifying System 2.3.3a Boiler Feedwater System
Location Plan of Engine Room - Floor
2.8.4 Lubricating Oil Filling and Transfer System 2.3.4a Water Sampling and Treatment System
Location Plan of Engine Room - Machinery and Control Room Deck 2.4.1a Main and Auxiliary Sea Water Cooling Systems
2.9 Bilge Systems 2.4.2a Sea Water Service System
Part 2: Main Engine and Auxiliary Systems 2.9.1 Engine Room Bilge System and Bilge Separator 2.4.3a Engine Room Ballast System
2.9.2 Bosun’s Store and Chain Locker Bilge System 2.4.4a Evaporator
2.1 Main Engine 2.9.3 Steering Gear Compartment Bilge System 2.4.5a Distilled Water Transfer and Distribution
2.1.1 Main Engine Details 2.5.1a Main Engine Jacket High Temperature Cooling Water
2.1.2 Main Engine Remote Control System 2.10 Air Systems System
2.1.3 Main Engine Safety System 2.10.1 Starting Air System 2.5.2a Central Fresh Water Low Temperature Cooling
2.10.2 General Service Air System System
2.2 Boilers and Steam Systems 2.10.3 Control Air System 2.6.1a Main Engine Fuel Oil Service System
2.2.1 General Description 2.11 Steering Gear 2.6.1b Viscosity - Temperature Graph
2.2.2 Boiler Control System 2.6.2a Generator Engines Fuel Oil Service System
2.2.3 Sootblowers 2.12 Electrical Power Generators 2.6.3a Boiler Fuel Oil Service System
2.2.4 Steam System 2.12.1 Diesel Generators 2.6.4a Incinerator Fuel Oil Service System
2.2.5 Exhaust Gas Boiler 2.12.2 Emergency Diesel Generator 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer
System
Issue: 1 Front Matter Page 1 of 12

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2.7.2a Fuel Oil and Diesel Oil Purifying System Part 4: Emergency Systems Part 5: Emergency Procedures
2.8.1a Main Engine Lubricating Oil System
2.8.1b Main Engine Turbocharger Lubricating Oil System 4.1 Fire Hydrant System 5.1 Flooding in Engine Room
2.8.2a Stern Tube Lubricating Oil System
2.8.3a Lubricating Oil Purifying System 4.2 CO2 Flooding System 5.2 Emergency Operation of Main Engine
2.8.4a Lubricating Oil Filling and Transfer System
2.9.1a Engine Room Bilge System 4.3 Quick Closing and Remote Closing Valve System 5.3 Emergency Steering
2.9.2a Forward Bilge System
2.9.3a Steering Gear Compartment Bilge System 4.4 Fire Detection System 5.4 Emergency Fire Pump Operation
2.10.1a Starting Air System
2.10.2a General Service Air System 4.5 Safety Systems 5.5 Fire in Engine Room - Including Emergency Stops
2.10.3a Control Air System 4.5.1 Firefighting Equipment Illustrations
2.11a Steering Gear Hydraulic Oil System 4.5.2 Fire Dampers 5.2a Emergency Operation of Main Engine
2.12.1a Diesel Generator - Schematic 4.5.3 Lifesaving Equipment 5.3a Emergency Steering
2.12.2a Emergency Diesel Generator - Schematic 5.4a Emergency Fire Pump
2.13.1a Electrical Equipment Illustrations 5.5a Fire Control Station
2.13.4a Shore Power 4.1a Fire Hydrant System
2.13.5a Main Alternators 4.1b Arrangement of Isolating Valves for Car Decks Part 6: Communications
2.13.6a Emergency Alternator 4.2a CO2 Flooding System
2.13.7a Preferential Tripping and Sequential Restarting 4.3a Quick Closing and Remote Closing Valve System 6.1 Communication Systems
2.13.8a Battery Charge/Discharge Board 4.4a Fire Detection System 6.1.1 Sound Powered Telephones
2.13.9a Cathodic Protection System 4.4b Fire Zone Loops 6.1.2 Exchange Telephones
2.13.10a Bow and Stern Thrusters 4.5.1a Fire Fighting Equipment - Navigation and Upper 6.1.3 Public Address and Talkback System
2.14.1a Domestic Fresh Water System Deck Accommodation 6.1.4 Shipboard Management System
2.14.2a Domestic Refrigeration System 4.5.1b Fire Fighting Equipment - on Upper Deck
2.14.3a Accommodation Air Conditioning Plant 4.5.1c Fire Fighting Equipment - Decks 12 and 11 Illustrations
2.14.5a Sewage Treatment Plant 4.5.1d Fire Fighting Equipment - Decks 10 and 9 6.1.1a Sound Powered and Exchange Telephones
2.14.6a Garbage Management Plans 1and 2 4.5.1e Fire Fighting Equipment - Decks 8 and 7 6.1.3a Public Address and Talkback System
4.5.1f Fire Fighting Equipment - Decks 6 and 5
Part 3: Main Machinery Control 4.5.1g Fire Fighting Equipment - Decks 4 and 3
4.5.1h Fire Fighting Equipment - Decks 2 and 1
3.1 Integrated Control and Monitoring System 4.5.2a Fire Dampers - Navigation and Upper Deck
3.1.1 System Overview Accommodation
3.1.2 Operator Stations 4.5.2b Fire Dampers - on Upper Deck
3.1.3 Screen Displays 4.5.2c Fire Dampers - Decks 8 and 6
3.1.4 Alarms and Trips 4.5.3a Lifesaving Equipment - Navigation and Upper
3.1.5 Trending Deck Accommodation
3.1.6 UMS to Manned Handover 4.5.3b Lifesaving Equipment - on Upper Deck
4.5.3c Lifesaving Equipment - Decks 12 and 11
3.2 Engine Control Room, Console and Panels 4.5.3d Lifesaving Equipment - Decks 10 and 9
4.5.3e Lifesaving Equipment - Decks 8 and 7
Illustrations 4.5.3f Lifesaving Equipment - Decks 6 and 5
3.1.1a Integrated Control and Monitoring System Block 4.5.3g Lifesaving Equipment - Decks 4 and 3
Diagram 4.5.3h Lifesaving Equipment - Decks 2 and 1
3.1.2a Operator Station
3.1.3a Screen Displays
3.1.4a Alarms and Trips
3.1.5a Trending
3.1.6a UMS System Equipment
3.2a Engine Control Room

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Issues and Updates This manual was produced by: Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and update
control. WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents June 2001
Controlling documents ensures that: Issues and Updates June 2001
Mechanical Symbols& Colour Scheme June 2001
• Documents conform to a standard format; For any new issue or update contact:
Electrical & Instrumentation Symbols June 2001
Principal Machinery Particulars June 2001
• Amendments are carried out by relevant personnel; The Technical Director Introduction June 2001
WMT Technical Office
• Each document or update to a document is approved The Court House
before issue; Text
15 Glynne Way 1.1 June 2001
Hawarden 1.2 June 2001
• A history of updates is maintained;
Deeside, Flintshire 1.3 June 2001
• Updates are issued to all registered holders of documents; CH5 3NS, UK 1.4 June 2001
1.5 June 2001
• Sections are removed from circulation when obsolete. E-Mail: manuals@wmtmarine.com 1.6 June 2001
Document control is achieved by the use of the footer 1.7 June 2001
provided on every page and the issue and update table below. 1.8 June 2001
1.9 June 2001
In the right hand corner of each footer are details of the pages
section number and title followed by the page number of the Illustrations
section. In the left hand corner of each footer is the issue Location Plan of Engine Room - Floor June 2001
number. Loc’n Plan of ER - Machinery & CR Deck June 2001
Details of each section are given in the first column of the Text
issue and update control table. The table thus forms a matrix 2.1 June 2001
into which the dates of issue of the original document and 2.1.1 June 2001
any subsequent updated sections are located. 2.1.2 June 2001
The information and guidance contained herein is produced 2.1.3 June 2001
for the assistance of certificated officers who by virtue of 2.2 June 2001
such certification are deemed competent to operate the vessel 2.2.1 June 2001
to which such information and guidance refers. Any conflict 2.2.2 June 2001
arising between the information and guidance provided 2.2.3 June 2001
herein and the professional judgement of such competent 2.2.4 June 2001
officers must be immediately resolved by reference to 2.2.5 June 2001
Maersk Technical Operations Office. 2.3 June 2001
2.3.1 June 2001
2.3.2 June 2001
2.3.3 June 2001
2.3.4 June 2001
2.4 June 2001
2.4.1 June 2001
2.4.2 June 2001
2.4.3 June 2001
2.4.4 June 2001
2.4.5 June 2001
2.5 June 2001
2.5.1 June 2001
2.5.2 June 2001

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Text Illustrations
2.6 June 2001 2.1.1a June 2001
2.6.1 June 2001 2.1.2a June 2001
2.6.2 June 2001 2.1.2b June 2001
2.6.3 June 2001 2.1.3a June 2001
2.6.4 June 2001 2.2.1a June 2001
2.7 June 2001 2.2.4a June 2001
2.7.1 June 2001 2.2.5a June 2001
2.7.2 June 2001 2.3.1a June 2001
2.8 June 2001 2.3.2a June 2001
2.8.1 June 2001 2.3.3a June 2001
2.8.2 June 2001 2.3.4a June 2001
2.8.3 June 2001 2.4.1a June 2001
2.8.4 June 2001 2.4.2a June 2001
2.9 June 2001 2.4.3a June 2001
2.9.1 June 2001 2.4.4a June 2001
2.9.2 June 2001 2.4.5a June 2001
2.9.3 June 2001 2.5.1a June 2001
2.10 June 2001 2.5.2a June 2001
2.10.1 June 2001 2.6.1a June 2001
2.10.2 June 2001 2.6.1b June 2001
2.10.3 June 2001 2.6.2a June 2001
2.11 June 2001 2.6.3a June 2001
2.12 June 2001 2.6.4a June 2001
2.12.1 June 2001 2.7.1a June 2001
2.12.2 June 2001 2.7.2a June 2001
2.13 June 2001 2.8.1a June 2001
2.13.1 June 2001 2.8.1b June 2001
2.13.2 June 2001 2.8.2a June 2001
2.13.3 June 2001 2.8.3a June 2001
2.13.4 June 2001 2.8.4a June 2001
2.13.5 June 2001 2.9.1a June 2001
2.13.6 June 2001 2.9.2a June 2001
2.13.7 June 2001 2.9.3a June 2001
2.13.8 June 2001 2.10.1a June 2001
2.13.9 June 2001 2.10.2a June 2001
2.13.10 June 2001 2.10.3a June 2001
2.14 June 2001 2.11a June 2001
2.14.1 June 2001 2.12.1a June 2001
2.14.2 June 2001 2.12.2a June 2001
2.14.3 June 2001 2.13.1a June 2001
2.14.4 June 2001 2.13.4a June 2001
2.14.5 June 2001 2.13.5a June 2001
2.14.6 June 2001 2.13.6a June 2001
2.13.7a June 2001
2.13.8a June 2001
2.13.9a June 2001

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Illustrations Illustrations
2.13.10a June 2001 4.5.1d June 2001
2.14.1a June 2001 4.5.1e June 2001
2.14.2a June 2001 4.5.1f June 2001
2.14.3a June 2001 4.5.1g June 2001
2.14.5a June 2001 4.5.1h June 2001
2.14.6a June 2001 4.5.2a June 2001
4.5.2b June 2001
Text 4.5.2c June 2001
3.1 June 2001 4.5.3a June 2001
3.1.1 June 2001 4.5.3b June 2001
3.1.2 June 2001 4.5.3c June 2001
3.1.3 June 2001 4.5.3d June 2001
3.1.4 June 2001 4.5.3e June 2001
3.1.5 June 2001 4.5.3f June 2001
3.1.6 June 2001 4.5.3g June 2001
3.2 June 2001 4.5.3h June 2001
Illustrations Text
3.1.1a June 2001 5.1 June 2001
3.1.2a June 2001 5.2 June 2001
3.1.3a June 2001 5.3 June 2001
3.1.4a June 2001 5.4 June 2001
3.1.5a June 2001 5.5 June 2001
3.1.6a June 2001
3.2a June 2001 Illustrations
5.2a June 2001
Text 5.3a June 2001
4.1 June 2001 5.4a June 2001
4.2 June 2001 5.5a June 2001
4.3 June 2001
4.4 June 2001 Text
4.5 June 2001 6.1 June 2001
4.5.1 June 2001 6.1.1 June 2001
4.5.2 June 2001 6.1.2 June 2001
4.5.3 June 2001 6.1.3 June 2001
6.1.4 June 2001
Illustrations
4.1a June 2001 Illustrations
4.1b June 2001 6.1.1a June 2001
4.2a June 2001 6.1.3a June 2001
4.3a June 2001
4.4a June 2001
4.4b June 2001
4.5.1a June 2001
4.5.1b June 2001
4.5.1c June 2001

Mechanical Symbols and Colour Scheme
Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
Screw Down Non-Return Water Separator Spool Piece

Flow Control Valve Expansion Bend Pipe
Valve
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain
Domestic Fresh Water
Normally Open
Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice High Temperature Cooling Water
Return Valve Normally Closed
Low Temperature Cooling Water
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration
Valve
Sea Water
Swing Check Non-Return Temperature Control Spectacle Flange

Mono Screw Pump Air Horn Hydraulic Oil
Valve Valve (With Hand Wheel) ( Open, Shut)
Lubricating Oil
3-Way Temperature Control Sounding Head with Dresser Type
Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
Saturated Steam
Sounding Head with Self
Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing) Condensate
3-Way Wax Expansion Feedwater

Ball Valve Suction Bellmouth Reciprocating Type Pump Connected Crossing Pipe
Temperature Control Valve
Fire/Deck Water
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe
CO2
A Butterfly Valve With Vent Pipe with Filter Regulating Valve
3-Way Cock (L-Type) Hose Valve
Air Actuator Flame Screen With Strainer Fuel Oil
Marine Diesel Oil

3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Sludge/Waste Oil
Safety / Relief Valve Float Valve Duplex Strainer Liquid Level Gauge Hydraulic Operated Valve
(Open/Shut)
Air
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer Drain Trap Bilges
Regulating Valve Hose Valve Rose Box Filter Spark Arrester Electrical Signal
Instrumentation
Self-Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box Shuttle Valve
Quick-Closing Valve Foam Box

Valve Locked Open Steam Trap Without Strainer FB
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint

Electrical and Instrumentation Symbols
CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LS Level Switch
LT Level Transmitter
XXX Remotely Mounted
PAH Pressure Alarm High
XXXX Instrument
PAL Pressure Alarm Low
PI Pressure Indicator
Letters outside the circle
XXX PIC Pressure Indicating Controller
of an instrument symbol
XXXX
HH indicate whether high (H), PIAH Pressure Indicator Alarm High
high-high (HH), low (L) PIAL Pressure Indicator Alarm Low
or low-low (LL) function
is involved PIAHL Pressure Indicator Alarm High Low
O = Open PS Pressure Switch
C = Closed PT Pressure Transmitter
SAH Salinity Alarm High
Analogue Transmitter TAH Temperature Alarm High
TAL Temperature Alarm Low
TC Temperature Control
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch

Principal Machinery Particulars Exhaust Gas Turbochargers Turbocharger
Type: Mitsubishi MET53SD Maker: MAN
Main Engine Model: NR 20/R
Turbocharger LO Pump
Maker: Mitsubishi Capacity: 11 m3/h x 3.0 kg/cm2 Governor
Model: 8UEC60LS Maker: Woodward
Type: Two stroke, single acting direct reversible, Turbocharger LO Cooler Model: UG8D
crosshead diesel engine Type: Plate Serial No.’s: 12170014/5/6
Number of cylinders: 8 Flow capacity LO: 11 m3/h
Cylinder bore: 600 mm Flow capacity FW: 10 m3/h Alternator
Piston stroke: 2200 mm Maker: Taiyo
Output (M.C.R.): 14,121 kW Turbocharger LO Filter Model: FEW 50C-10
Output (N.C.R.): 12,709 kW at 100 rpm Type: Duplex manual backwash Capacity: 1,462.5 kVA
Firing order: 8-3-4-7-2-5-6-1 Flow capacity: 11,000 l/h at 30µ Serial No.’s: SE149/150/151
Oil Mist Detector Turbocharger LO Bypass Filter Emergency Diesel Generator Engine
Maker: Quality Monitoring Instruments Ltd Type: Centrifugal
Type: Light scatter Flow capacity: 500 l/h at 1 to 3µ Maker: Demp MAN 6 Cylinder
Model: QMI Multiplex Model: D2866 E
Exhaust Valve Driving Oil Pump Output: 120 kW at a continuous speed of 1,800 rpm.
Jacket FW Cooling Pump Capacity: 13 m3/h x 5.0 kg/cm2
Alternator
Capacity: 109 m3/h x 3.5 kg/cm2 Maker: Stamford
Air Cooler Cleaning Pump
Model: UCM 274F
Jacket FW Heater Type: Electrical horizontal centrifugal
Output: 150 kVA
Type: Steam heating Capacity: 2 m3/h at 1.8 kg/cm2
Heating surface: 2 m2 Oil Fired Boiler
Steam pressure: 6.5 kg/cm2 Stuffing Box Drain Pump
Type: Horizontal gear
Capacity: 0.1 m3/h at 2 kg/cm2 Maker: Aalborg Industries
Main LO Pump
Model: AQ12
Capacity: 293 m3/h x 4.3 kg/cm2 Type: Vertical cylindrical with horizontal water tube bank
Main Engine Remote Control System
Maker: Nabco Ltd Evaporation: 1,600 kg/h
Main LO Cooler
Governor model: MG-800 Steam condition: 7 kg/cm2 saturated steam
Type: Plate
Fuel oil: At cold start MDO, thereafter HFO
Flow capacity LO: 294 m3/h Fuel oil viscosity: HFO up to 700 cSt at 50°C
Flow capacity FW: 161 m3/h Integrated Control and Monitoring System
Maker: Terasaki Electric Co. Ltd. Safety valve setting: 8 kg/cm2
Type: WE10CV3 Fuel oil consumption: 120 kg/h at 100% evaporation
Main LO Bypass Filter
Type: Centrifugal Feedwater Supply Pumps
Flow capacity: 1,400 l/h at 1 to 3µ Main Diesel Generator Engine
Type: Vertical centrifugal
Maker: Ssangyong-Man-B&W Capacity: 4 m3/h at 10 kg/cm2
Main LO 2nd Filter
Type: Simplex auto backwash Model: L23/32H
No.of cylinders: 6 Boiler Control System
Flow capacity l: 50µ
Bore: 280 mm Maker: Sunflame Co. Ltd
Model: SSR-1.5
Main LO Standby Filter Stroke: 320 mm
Type: Simplex basket Speed: 720 rpm
Flow capacity : 50µ Capacity: 1,257 kW

Oil Fired Boiler Sootblower Atmospheric Condenser Sludge Pump
Maker: Aalborg Industries Type: horizontal shell and straight tube Maker: Heishin Pump Works Co. Ltd
Air supply: 20-30 kg/cm2 Steam capacity: 2,400 kg/h No.of sets: 1
Working pressure: 12-15 kg/cm2 SW flow capacity: 70 m3/h Type: NEMO PUMP NE - 40PM
Air consumption: 72 nm3/min Fuel Oil System Capacity: 5 m3/h at 3.5 kg/cm2
Blowing sequence: 23 secs
Main Fuel Oil Supply Pumps
Exhaust Gas Boiler Type: Horizontal gear Fuel Oil Purifiers
Capacity: 4.7 m3/h at 4 kg/cm2 Maker: Mitsubishi Kakoki Kaisha Ltd
Maker: Aalborg Industries Model: SJ-50FH
Model: AV-4 Main Fuel Oil Circulating Pumps Capacity: 3,400 litres/hour (each)
Evaporation: 1,600 kg/h at 85% MCR Type: Horizontal gear
Steam condition: 6 kg/cm2 saturated steam Capacity: 9.4 m3/h at 10 kg/cm2 Fuel Oil Purifier Heater
Type: Steam heating
Main Fuel Oil Heaters Flow capacity FO: 3.4 m3/h
Sea Water System
Type: Steam heating Steam pressure: 5.5 kg/cm2
Central SW Cooling Pumps Flow capacity FO: 9.4 m3/h
Maker: Grundfoss Steam pressure: 5.5 kg/cm2 Lubricating Oil Systems
Model: SL1250-330
Capacity: 630 m3/h x 1.7 kg/cm2 Main FO 2nd Filter LO Transfer Pump
Services: Central fresh water coolers, atmospheric condenser Type: Simplex auto backwash Type: Horizontal Gear
Flow capacity : 30µ Capacity: 5 m3/h at 4 kg/cm2
Fuel Oil Purifier Heater
Type: Steam heating Main FO 2nd Standby Filter Cylinder LO Transfer Pump
Flow capacity FO: 3.4 m3/h Type: Simplex basket Type: Horizontal Gear
Steam pressure: 5.5 kg/cm2 Flow capacity : 30µ Capacity: 1 m3/h at 2 kg/cm2
Fire, Bilge and General Service Pump Stuffing Box Drain Filter Lubricating Oil Purifiers
Maker: A/S De Smithske Type: Simplex cartridge Maker: Mitsubishi Kakoki Kaisha Ltd
Model: SL-125-415 Flow capacity : 100 l/h at 1 to 3µ Model: SJ-30F
Type: Electrical vertical centrifugal, self-priming Capacity: 2,750 litre/hour (each)
Capacity: 100/200 m3/h at 8/2 kg/cm2 Generator Engine FO Emergency Supply Pump
Type: Air motor driven horizontal gear Lubricating Oil Purifier Heater
Fire, Bilge and Ballast Pump Capacity: 4.7 m3/h at 4 kg/cm2 Type: Steam heating
Maker: A/S De Smithske Flow capacity FO: 2.75 m3/h
Model: SL-125-415 Generator Engine DO Supply Pump Steam pressure: 5.5 kg/cm2
Type: Electrical vertical centrifugal, self-priming Type: Horizontal gear
Capacity: 100/200 m3/h at 8/2 kg/cm2 Capacity: 4 m3/h at 7 kg/cm2 Stern Tube Lubricating Oil System
Maker: Kobelco Marine Eng. Co. Ltd
Ballast Pump Heavy FO Transfer Pump Model: CX-710
Maker: A/S De Smithske Type: Vertical gear Serial No.: X-31831/32
Model: SL-200-265 Capacity: 65 m3/h at 3.5 kg/cm2
Type: Electrical vertical centrifugal, self-priming
Capacity: 400 m3/h at 2 kg/cm2 Diesel Oil Transfer Pump
Type: Horizontal gear
Emergency Fire Pump Capacity: 5 m3/h at 3.5 kg/cm2
Maker: A/S De Smisthke
Model: SL-80-265
Capacity: 72 m3/h

Bilge System Electrical Systems Fresh Water System
Engine Room Bilge Pump 24V Batteries Central FW Cooling Pumps

Maker: Heishin Pump Works Co. Ltd Battery: SY100 Capacity: 800/530 m3/h x 3.5/1.6 kg/cm2
Type: Reciprocating Capacity: 200AH
Model: PVN - 5 Type: Lead acid Central FW Cooling Booster Pump
Capacity: 5 m3/h at 4 kg/cm2 Voltage (nominal): 12V each battery, 24V total Capacity: 155 m3/h x 7.0 kg/cm2
Number of cells: 2
Bilge Separator Central FW Coolers
Maker: Thyssen 24V Charge/Discharge Board Battery Charger Type: Plate
Model: TCS 5 HD Manufacturer: Terasaki Flow capacity FW: 430 m3/h
Capacity: 5 m3/h - Oil content of discharge below 15ppm Voltage (supply): 450V Flow capacity SW: 550 m3/h
Voltage (output): 24 - 30V x2
Cargo Hold Bilge Pump Rated current: 30A x2 Domestic Fresh Water Pumps
Maker: Heishin Pump Works Co. Ltd Maker: Desmi
Type: Reciprocating Cathodic Protection System Model: CR8-60
Model: PVN - 20 Maker : Nippon Corrosion Engineering Co. Ltd Capacity: 10 m3/h at 7 kg/cm2
Capacity: 20 m3/h at 4 kg/cm2 Type: Impressed current
Power supply: AC 450V, 60Hz Hot Water Circulating Pump
Compressed Air System Maker: Shinko
Bow Thruster Model: GHQ 100-2M
Main Air Compressors Maker: Kawasaki Capacity: 2 m3/h at 5 kg/m2
Maker: Tanabe Pneumatic Machinery Co. Ltd Model: KT-187B1
Type: Two stage reciprocating Motor rated: 3,300V 1,300kW Ion Steriliser
Capacity: 110 m3/h of free air: delivery pressure of 25 kg/cm2 Motor speed: 1,160 rpm Maker: Jowa AB
Motor capacity: 30 kW at 1,200 rpm Propeller speed: 245 rpm Model: Silver ion type
Propeller diameter: 2,400 mm 4 blade Capacity: 25 m3/24h
General Service Air Compressors Blade angle, max: ±21º
Maker: Tanabe Pneumatic Machinery Co. Ltd Rehardening Filter
Stern Thruster
Type: Air cooled screw Maker Nippon Controls Co Ltd
Maker: Kawasaki
Capacity: 120 m3/h of free air: delivery pressure of 7 kg/cm2 Model: RF-2000S
Model: KT-105B1t
Motor capacity: 15 kW at 1,800 rpm Capacity: 2,000 litres/hour
Motor rated: 450V 770kW
Motor speed: 1,160 rpm
Air Dryers Calorifier
Propeller speed: 327 rpm
Maker: Nihon Seiki Co. Ltd Maker: O.K.D.
Propeller diameter: 1,800 mm 4 blade
Model: Electrical refrigeration type NH-F100N-T220 Model: Electrical and steam
Blade angle, max: ±21.4º
Capacity: 78 m3/h free air delivery at a pressure of 7 kg/cm2 Capacity: 2 m3/h; inlet temperature 10°C
Steering Gear outlet temperature 70°C
Main Air Reservoirs Maker: Kawasaki
Type: Cylindrical Model: FE21-207 Evaporator
Capacity: 6.5 m3 at 25 kg/cm2 Maker: Alfa Laval
Model: JWP - 26 - C100
Working Air Reservoir Capacity: 24 m3/day
Type: Cylindrical
Capacity: 4 m3 at 7 kg/cm2 Ion Steriliser
Maker: Jowa AB
Emergency Air Reservoir No. of sets: 1
Type: Cylindrical Type: Silver ion
Capacity: 0.15 m3 at 25 kg/cm2 Capacity: 25 m3/day

Rehardening Filter Domestic Systems
Maker: Nippon Controls Co Ltd
No. of sets: 1 Refrigeration Plant
Model: RF-2000S Maker: Nippon Sabroe Co Ltd
Capacity: 2,000 litres/hour Compressor model: BFO - 5
Water Softener Sewage Treatment System

Maker: Nippon Controls Co. Ltd Maker: Sasakura Hamworthy
Model: RBS-35 Type: Super Trident ST-3A
Capacity: 1-2 tonnes/hour Capacity: 2,310 litres/day
Fire Fighting Systems Sewage Transfer Pump

Type: Horizontal mono
CO2 Flooding System Capacity: 1 m3/h at 35 kg/cm2
Maker: Unitor Denmark A/S
Type: Low pressure Accommodation Air Conditioning Plant
Capacity: 27,400 kg Maker: Nippon Sabroe Co. Ltd
Discharge time: 15 minutes Compressor model: SMC-106L
Condenser model: CP18-40140
Fire Detection System Air unit type: HLZ-450T
Manufacturer: Autronica Capacity: 26 m3/h per person
Model: BS-100/12
Miscellaneous Air Conditioning Unit
Lifting Gear Maker: Ushio Reinetsu Co. Ltd
Model: UAP-3HF4PN
Engine Overhead Crane Refrigerant: R22 - 2.3 kg
Hoist capacity: 4 x 4 tonnes
Hoisting speed: 3.5 metres/min Incinerator
Travelling speed: 5 metres/min Maker: Atlas
Traversing speed: 3.6 metres/min Type: Maxi 150 SL WS
Exchange Telephones
Engine Room Ventilation
Manufacturer: Japan Radio Co. Ltd
Model: JRX - 88
Supply Fans
Type: Vertical axial
Capacity: 1,200 m3/min
Motor capacity: 30kW at 1,200rpm
Supply Fan
Capacity: 1,600 m3/min
Exhaust Fan
Capacity: 850 m3/min

Introduction 1. Never continue to operate any machine or equipment which appears to be Part five gives operational emergency procedures for the use of essential
potentially unsafe or dangerous and always report such a condition machinery.
General immediately.
Part six deals with the ship’s internal communication systems.
Although the ship is supplied with shipbuilders’ plans and manufacturer’s 2. Make a point of testing all safety equipment and devices regularly. Always
instruction books, there is no single handbook which gives guidance on test safety trips before starting any equipment. 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 used by the shipbuilder.
items of machinery. 3. Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs. Illustrations
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is 4. Never underestimate the fire hazard of petroleum products, especially fuel All illustrations are referred to in the text and are located either in the text when
intended to be used in conjunction with the other plans and instruction books oil vapour. sufficiently small or above the text on a separate page, so that both the text and
already on board and in no way replaces or supersedes them. illustration are accessible when the manual is laid face up.
5. Never start a machine remotely from the control room without checking
Information pertinent to the operation of the Maersk Wave has been carefully visually if the machine is able operate satisfactorily. When text concerning an illustration covers several pages the illustration is
collated in relation to the systems of the vessel and is presented in two on board duplicated above each page of text.
volumes consisting of DECK OPERATING MANUAL and MACHINERY In the design of equipment and machinery, devices are included to ensure that,
OPERATING MANUAL. as far as possible, in the event of a fault occurring, whether on the part of the Where flows are detailed in an illustration these are shown in colour. A key of
equipment or the operator, the equipment concerned will cease to function all colours and line styles used in an illustration is provided on the illustration.
The Deck Operating Manual is designed to complement Marpol 73/78, without danger to personnel or damage to the machine. If these safety devices Details of colour coding used in the illustrations are given in the illustration
ISGOTT and Company Regulations. are neglected, the operation of any machine is potentially dangerous. colour scheme.
The vessel is constructed to comply with Marpol 73/78. These regulations can Description Symbols given in the manual adhere to international standards and keys to the
be found in the Consolidated Edition, 1991 and in the Amendments dated symbols used throughout the manual are given on the symbols pages.
1992, 1994 and 1995. The concept of this Machinery Operating Manual is to provide information to
technically competent ship’s officers, unfamiliar to the vessel, in a form that is Notices
Officers should familiarise themselves with the contents of the International readily comprehensible and thereby aiding their understanding and knowledge
Convention for the Prevention of Pollution from Ships, such that they are of the specific vessel. Special attention is drawn to emergency procedures and The following notices occur throughout this manual:
aware of the category of the cargo being carried and the requirements for fire fighting systems.
cleaning of cargo tanks and the disposal of tank washings / ballast containing WARNING
residues. The manual consists of a number of parts and sections which describe the Warnings are given to draw reader’s attention to operations where
systems and equipment fitted and their method of operation related to a DANGER TO LIFE OR LIMB MAY OCCUR.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of schematic diagram where applicable.
Ballast Record Book. It is essential that a record of relevant ballast operations ! CAUTION
are kept in the Ballast Record Book and duly signed by the officer in charge. The first part of the manual details the machinery commissioning procedures Cautions are given to draw reader’s attention to operations where
required to bring the vessel into varying states of readiness, from bringing the DAMAGE TO EQUIPMENT MAY OCCUR.
In many cases the best operating practice can only be learned by experience. vessel to a live condition through to securing plant for dry dock.
Where the information in this manual is found to be inadequate or incorrect, (Note ! Notes are given to draw reader’s attention to points of interest or to
details should be sent to the Maersk Technical Operations Office so that The second part details ship’s systems, providing a technical description, supply supplementary information.)
revisions may be made to manuals of other ships of the same class. system capacities and ratings, control and alarm settings and operating details.
Safe Operation Part three provides similar details for the vessels main machinery control
system.
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and Part four details the emergency fire fighting system incorporated on the vessel,
are detailed in the various manuals available on board. However, records show providing information on their operation and system capacities.
that even experienced operators sometimes neglect safety precautions through
over-familiarity and the following basic rules must be remembered at all times.

Part 1
Operational Overview

Part 1: Operational Overview
1.1 To Bring Vessel into Live Condition
Dead Ship Condition

Supply power to 440V & 220V emerg. switchboards. 2.13.2
Prepare SW cooling system.

Shore SupplyAvailable
Shore Supply Available No Shore Supply Available 2.4.1
Start SW cooling water pump.
Establish shore supply.
Check emergency
Ensure Emergencygenerator
Generator Fuel
Check phase sequence Voltage and 2.13.4 2.12..2
DO tank level is adequate.
frequency
Start up instrumentation air system. 2.10.3
Supply main switchboard. 2.13.4 Start emergency generator. 2.12.2

Disconnect shore supply. 2.13.4
Stop emergency generator and place on standby. 2.12.2
Isolate sequential restart.

All ancillary equipment set to manual to avoid
Reset preference trips. 2.13.7
low pressure auto start. 2.13
Supply emergency 440V switchboard.
Supply emergency 220V switchboard.
Prepare central FW cooling systems.

2.5.2
Start central FW cooling pumps.
Start a main air compressor and top up
2.10.1
auxiliary and main air reservoirs if required.
Start engine room and accommodation

Start a generator engine LO priming pump. 2.13.3 2.14.3
ventilation fans. Start air conditioning.
Start generator engines air driven DO pump. 2.6.2

Ensure the CO2 system is ready for use. 4.2
Prepare a generator engine for starting.

2.12.1
Start generator engine.
Start fire and GS pump and pressurise fire main.
2.4.2
Stop pump when fire main has been pressurised.
Supply power to main 440V & 220V switchboards. 2.13.2
Issue: 1 1.1 To Bring Vessel into Live Conditions - Page 1 of 2

1.1 To Bring Vessel into Live Condition
Start domestic FW system with electric heater 2.14.1

on line.
Put domestic refrigeration system into operation. 2.14.2
Put general service air system into operation. 2.10.2
Pump bilges to bilge holding hank as required. 2.9.1
Put all ancillary equipment on standby.

Restore sequential restart.
Put remaining diesel generators on standby.
PLANT IS NOW IN LIVE CONDITION
One diesel generator in use.

Other diesel generators onstandby.
Emergency generator on standby.
Boiler and steam system shut down.
SW and FW cooling systems in use.
Domestic services in use.
Start sewage treatment plant. 2.14.5
Issue: 1 1.1 To Bring Vessel into Live Conditions - Page 2 of 2

1.2 To Prepare Main Plant

for Operation
Plant is in Live Condition
One diesel generator in use,

other diesel generators on standby.
Boiler and steam system shut down.
SW and FW cooling systems in use.
Domestic services in use.
2.2.1
Prepare and flash up oil fired boiler, using DO.
2.2.2
Start viscosity controller.

. 2.6.1
Start feed pump.
2.3.3 Circulate FO until the DO has been expelled.
Set up distilled water make up system.
Maintain standby generators in warm condition

2.5.1
Supply steam to steam system. 2.2.4 using generator engine preheater.
2.2.4 Plant in In Port Condition

Supply steam to FO tanks and trace heating.
Supply steam to boiler FO heaters. 2.2.4
Start boiler FO pump and circulate fuel. 2.6.3
other diesel generators on standby.
Change boiler to operate on FO. 2.6.3 Boiler and steam system in use.
Diesel generator running on HFO.
Main engine jacket FW system in warm condition.
Main engine circulating with hot FO.
Put boiler on automatic operation. 2.2.2
Start FO purifier system. 2.7.2
Start main engine jacket FW pumps. 2.5.1

Supply steam to main engine jacket FW heater. 2.2.4
Issue: 1 1.2 To Prepare Main Plant for Operation - Page 1 of 1

1.3 To Prepare Main Plant for Manoeuvring
from 'In Port' Condition
Plant in In Port Condition Supply starting air to the main engine. 2.10.1

other diesel generators on standby. Switch auxiliary blowers to automatic. 2.1.1
Boiler and steam system in use.
Diesel generator running on HFO.
Obtain clearance from the bridge, turn main engine
Main engine jacket FW system in warm condition. 5.2
over on starting air from local control stand.
Start LO purifier system. 2.8.3 Close indicator cocks.

From the local control stand start the main engine 5.2
in the ahead and astern directions.
Start main engine LO pump.

2.8.1
Heat sump if required.
Change control to the engine control room. 2.1.2
Supply control air to main engine. 2.10.3

Start exhaust valve driving oil pump. Change control to bridge control. 2.1.2
Place the other pump on standby. 2.8.1
Checktelegraph, bridge/engine room clocks and

2.1.2
Start turbocharger LO pump. communications.
2.8.1
Place the other pump on standby.
Ensure all standby pumps are on automatic. 2.13

Ensure cylinder oil measuring tank is full. 2.8.1
Prepare deck hydraulic machinery, ventilation 2.2, 2.3 &

Start another diesel generator and run in parallel 2.12.1 and ballast systems ready for use. 2.6 Deck
.
Plant in Manoeuvring Condition

Start both steering motors.
2.11
Carry out steering tests.
Two diesel generators in use,
remaining diesel generator on standby.
Obtain clearance from the bridge and turn the Emergency generator on standby.
engines two or three revolutions. 2.1.1 Boilers and steam system in use.
Take out the turning gear. Diesel generators running on HFO.
Main engine heated and ready for use on bridge
control.
Put starting air system into use. 2.10.1 Main engine circulating with hot FO.
Both steering gears in use.
Deck machinery ready for use.
Issue: 1 1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition - Page 1 of 1
1.4 To Change Main Plant from Manoeuvring to Full Away

Stop one steering gear motor. 2.11

Two Diesel Generators
remaining in use,
diesel generator on standby.
Set up dump steam to atmospheric condenser
Emergency generator on standby. 2.2.4
system.
Boilers and steam system in use.
Diesel generators running on HFO.
Main engine heated and ready for use on bridge
control. Operate turbocharger cleaning system if required. 2.1.1
Vessel manoeuvring on bridge control.
Ensure oil fired boiler stops as the exhaust gas
boiler takes over steam generation.
Put main engine on automatic load up program. 2.1.2 Secure oil fired boiler and supply heating to 2.2.1
maintain pressure above 0.5 kg/cm2 or put in
wet lay-up condition.
Shut down main engine jacket FW heating system. 2.5.1

Start up FW generator system.
2.4.2
Do not fill fresh water tanks while in coastal waters.
Operate oil fired boiler sootblower while boiler

2.2.3
is on load.
Transfer and purify FO as required. 2.7.1
When bridge notifies engine control room When main engine run up program completes,
of full away, record the following: 2.1.2
check that pressures and temperatures stabilise.
Time.
Main engine revolution counter
HFO and DO tank levels
HFO and DO counters Reduce the bilge water holding tank level
through the oily water separator if vessel is not 2.9
Fresh water tank levels
in restricted area.
Ensure auxiliary blowers stop automatically. 2.1.2

Shut down generators until only one is in use
2.12.1
Put remaining two generators on standby.
Shut down deck machinery not required. 2.6

Deck
Vessel is Full Away on Bridge Control
Issue: 1 1.4 To Change Main Plant from Manoeuvring to Full Away - Page 1 of 1
1.5 To Prepare for UMS Operation
Plant Manned Condition

All standby pumps and machinery systems
2.13.5
are on auto start, sequential restart system
operational.
All FO, LO and fresh water tanks/sumps Acetylene and oxygen cylinder and pipeline
are adequately full. valves are closed.
All ventilation fans running.
Bilges are dry and high level alarms are 2.9.1

operational. All combustible material stored in a safe place. 2.14.6 Main engine on bridge control. 2.1.2
4.1 All strainers and filters of running and standby

Smoke and fire sensors are operational. machinery are in a clean condition. Data logger is programmed to print parameters
Deck 3.1
at 0800hrs, 1200hrs and 1730 hrs.
All piping systems are tight and not temporarily Engine room and steering gear compartment
repaired. watertight doors, funnel dampers are shut.
Control is on the bridge and duty officer is
3.1
informed of commencement time of UMS.
All alarms and safety cut outs are operational. 3.1 All parameters are within normal range. 3.1
Duty officer should be aware of location of
duty engineer.
All drain tanks are empty.
ECR air conditioning operating correctly. 2.14.4
Compressed air receivers are fully charged. 2.10 Watchkeeper control switched to duty engineer's
Loose items are secured. cabin.
Purifier feed inlets are suitably adjusted. 2.7.2

Electric kettle plugs removed in ECR. ER not to be unmanned for more than 8hrs.
Emergency diesel generator is on standby. 2.12.2

Workshop welding machine plug is removed.
Stopped diesel generators are on standby. 2.12.1 Plant in UMS Condition
Issue: 1 1.5 To Prepare for UMS Operation - Page 1 of 1

1.6 To Change from UMS to Manned Operation
Plant in UMS Condition
Notify bridge of manned condition.
Inform bridge why engine room is manned

if outside normal hours.
Switch watchkeeping control to the

engine control room.
Examine latest parameter printout.
Handover to on coming duty engineer and

inform him of any abnormalities.
Discuss any defects with the senior engineer,

who will decide if they warrant inclusion in the
work list.
The duty engineer should be aware of

all maintenance work being carried out, and
informed of any changes that occur during the
day.
Plant in Manned Condition
Issue: 1 1.6 To Change from UMS to Manned Operation - Page 1 of 1

1.7 To Change Main Plant from Full Away to Manoeuvring Condition
Vessel is Full Away on Bridge Control Bridge informs engine control room of EOP.
Ensure that the engine room bilges and

2.9.1 Record the following:
bilge holding tank are empty.
Time
Main engine revolution counter
HFO and DO tank level
Prepare sewage treatment system for
2.14.5 HFO and DO counters
port operation.
Fresh water tank levels
Shut down fresh water evaporator plant. 2.4.4

Prepare oil fired boiler for operation. 2.2.1
Prepare to shut down exhaust gas boiler. 2.2.5
Start another diesel generator and place

2.12.1
in parallel with running generator.
1.6.2
Prepare deck machinery for use.
Deck
Supply steam to main engine JFW heater. 2.5.1
Check bridge/engine room clocks and 2.1.2
communications.
Prepare main starting air compressors for use
2.10.1
Check starting air system drains for water.
Operated turbocharger washing system
2.1.1
if required.
If required to manoeuvre on DO, begin change
2.6.1
over 1 hour before end of passage.
30 mins before end of passage bridge begins to

2.1.1
reduce speed. Two diesel generators in use,
Start second steering motor. Oil fired boiler in use.
2.11 Diesel generators running on HFO.
Carry out steering tests.
Issue: 1 1.7 To Change Main Plant from Full Away to Manoeuvring Condition - Page 1 of 1
1.8 To Secure Main Plant at Finished

With Engines

Maintain JFW temperature for normal port stay. 2.5.1
Oil fired boiler in use.
Diesel generators running on HFO.
Stop exhaust valve driving oil pumps.

After a minimum of 15 mins, stop main LO pumps. 2.8.1
Maintain LO sump temperature with LO purifier.
Bridge notifies engine control room of FWE.
If main engine was manoeuvred on DO stop the

Switch over to engine control room control. 2.1.2 2.6.1
FO pumps.
Stop auxiliary blowers. 2.1.1

Stop one diesel generator. 2.12.1
Isolate starting air.

Open indicator cocks. Prepare deck machinery hydraulic oil systems 2.6
2.1.1 if required. Deck
Vent main engine starting air and control air systems.
Engage turning gear.
Plant in In Port Condition

Stop steering gear. 2.11
Issue: 1 1.8 To Secure Main Plant at Finished With Engines - Page 1 of 1

1.9 To Secure Main Plant for Dry Dock
Plant in In Port Condition
Change diesel generator to run on DO. 2.6.2 Establish shore power.

2.13.4
Check phase sequence, voltage and frequency.
Shut down diesel generators until only one is
in use.
Shut down oil fired boiler.
Allow to cool naturally, drain if required for 2.2.1 Stop diesel generator. 2.12.1
Ensure all tanks are at the required levels to maintenance OR put in wet lay-up condition.
give the vessel the necessary trim, draught and
stability for entering dry dock Connect shore supply.
Connect shore supply to main switchboard.
Shut down feed pumps and condensate system 2.13
2.3 Establish lighting and ventilation and any other
Shut steam off the JFW heater. Allow JFW Isolate distilled water tanks. essential services.
2.5.1
pumps to run until main engine has cooled down.
Circulate boiler FO system with DO. 2.4

2.6.3 Shut down SW and FW cooling systems.
Transfer the main engine LO sump to the Shut down boiler FO pumps. 2.5
2.8.3
LO settling tank via the purifier.
Shut down stern tube LO system. 2.8.2 2.10.2

Shut down GS and control air systems.
Shut down LO purifier. 2.8.3 2.10.3
Change domestic water heating to electric. 2.14.1

Restart FW cooling pump and circulate
Shut down FO purifier. 2.7.2 2.5.2
diesel generator until cool.
Shut down air conditioning and refrigeration 2.14.2
plants until shore CW supply is established. 2.14.3
Main engine should have been manoeuvred on DO. Secure CO2 system. 4.2
If not, change over to DO and circulate FO
2.6.1
back to the HFO tank, until the line has been
Shut down fire pumps.
flushed with DO. 4.1
Pressurise fire main from shore supply. The dry dock can now be emptied.
2.6
Shut down deck machinery system. Isolate sequential restart. 2.13.7
Deck Plant Secured for Dry Dock
Issue: 1 1.9 To Secure Main Plant for Dry Dock - Page 1 of 1

Illustration Location Plan of Engine Room - Floor
Valve Remote
Control Solenoid
Valve Board
Valve Remote
Control Hydraulic
Stuffing Box DO Transfer Power Unit
Drain Filter Pump
High Sea Suction Chest
Main Engine Cargo Hold

Bilge Pump HFO Transfer
System Oil
Pump
Bypass
Main LO Sludge
LO Filter
Pumps Engine Room Pump
Transfer 1&2 Bilge Pump
Bilge Marine Growth
Pump
Stern Thruster Separator Protection System
Fresh Water Turning
Pump Unit Gear Bilge Well
Hydrophore
Pumps UP
Fresh Water 1&2 FO
Hydrophore Drain UP Ballast Pump
Unit Tank
Stern Tube LO
Circulating Pump Fire, Bilge
Stuffing Box & Ballast Pump
Drain Tank
B.W.
2 1
Main Engine Turbocharger Fire & General

1 LO Pumps 1 & 2 Service Pump
Escape Trunk
FO Overflow Tank
Bilge Tank 2
Main Engine LO Sump Tank
2
1
2 1 Central Cooling
Sea Water Pumps
Sludge Chamber For Main Main Engine Turbocharger 1&2
Engine LO 2nd Filter LO Bypass Filter
Forward Stern Tube
Seal Oil Tank
ME Scavange 2 1
3 2 1 UP 2 1 Fresh Water Generator
Trunk Drain Ejector Pump
Stern Tube Chamber M/E T/C
LO Dosing Purifier LO Generator Engine LO Drain Tank
Feed Pumps Low Sea Suction Chest
Tank & Pump LO Overflow Tanks
1&2 1, 2 & 3 UP Marine Growth
1 1 Protection System
2 1
2 1 Main Engine
LO Standby UP Bilge Well
Feed Pumps Filter Exhaust Gas
1&2 Boiler Soot Main Engine
Collecting Tank Turbocharger
Main Engine LO Cooler
Machine Flat 2nd LO
Filter
Engine Room Central Cooling
Air Cooler
Sewage Holding Fresh Water
Cleaning Pump
Main Engine Sewage Tank Central Cooling Coolers
Main Engine Central Cooling 1&2
Turbocharger Transfer Fresh Water Fresh Water
LO Filter Pump LO Cooler Boost Pumps Pumps 1 & 2
1&2
Issue: 1 Location Plan of Engine Room - Floor

Illustration Location Plan of Engine Room - Machinery and Control Room Deck
Cylinder Oil LO Purifiers FO Purifiers Main Engine & Generator

Transfer Pump 1&2 1&2 Engine FO 2nd Filter
UP Escape Hatch
FO Viscosity No.3 FO Tank
No.1
No.2 Detector (Port)
Purifier FO Cylinder HFO HFO
Cylinder Work Shop AC Electric Cable
Feed Oil Settling Service No.1 & 2 Vent Trunking
Oil Trunking
Pumps Storage Tank Tank Main Engine & Generator
Storage
1&2 Tank Engine FO Heaters Engine
Tank
Control No.3 FO Tank DO Tank
FO Circulating Electric (P) (P)
Room AC Store
Pumps 1 & 2
Main FO Supply UP
Generator Engine LO 1 1 1 Pumps Engine & Electric General Service
Engine DO Settling 1&2 Store Air Reservoir Void Space
1 2
Supply Tank
Pump Cold Water Group Starter
2
2 2 2 1 Fountain Panel No.2
Generator Working Air
Main FW Wash
Engine FO Clean Oil Tank Compressors Main Switchboard
Engine LO Softener Basin
Emergency 1&2
Storage Workshop
Pump
Tank
No.1 Gen. D. Engine Workshop
LO DN UP UP 1
Purifier Group Starter

Heaters DO UP UP
Panel No.1
Service 2 Spare Piston
HFO Tank Stern Thruster
Purifier LO Gravity Tank
DN Spare Liner
Heaters Escape Main Engine Control Console
Trunk Spare Exhaust
Stern Tube No.2 Gen. D. Engine Valves
LO Gravity
Tank Control Room
FW Dolomite
LO Filter Spare Cylinder
UP
Measuring 1 Cover DN DN
Tank UP DN
No.3 Gen. D. Engine
UP
2 1
DN
Generator 2
Control Air Dryers Exhaust Valve
Engine LO 1&2
Storage Emergency Air FW Ion Driving Oil Cylinder Oil
No.2 Air No.1 Air
Tank Reservoir Steriliser 3 2 1
Pumps Measuring Tank
Fresh Reservoir Reservoir
1&2
Main Engine Jacket Water Main Air Compressors 1,2 & 3
Generator Generator Control Air
Cooling Fresh Water Engine
High Voltage
Engine LO Room High Voltage Filter/Oil Mist
Pumps 1 & 2 Switchboard
Settling Toilet Switchboard Separator
Tank Cascade Exhaust
Gas
Elevator Room
Tank 2 1
Machinery
Economiser
Waste Oil Exhaust Gas Room
Service Boiler QC3 No.3 FO
Tank Dosing Unit Tank
(Lower) UP
(Starboard)
Atmospheric Incinerator
Condenser Elevator
Waste Oil Main
Settling UP Engine Jacket
Tank Vent Trunking FW Heater
(Upper)
Auxiliary
Incinerator Boiler FO Boiler WO Boiler FO Boiler Auxiliary
Waste Oil Heater Pump Pump Boiler QC3
Pump Dosing Unit
Issue: 1 Location Plan of Engine Room - Machinery and Control Room Deck
Part 2
Main Engine and Auxiliary Systems

Illustration 2.1.1a Main Engine Hydraulic Exhaust
Valve Actuator
Turbocharger
Exhaust Valve
Housing
Fuel Injector
Cylinder Cover
Scavenge Port
Exhaust
Manifold
Camshaft
HT Cooling
Water
Enlarged View of Piston Crown Lubricating Oil

Cooling Arrangement.
Stufffing Box
Connecting Rod
Crosshead Guide Shoe
Crosshead Guide
Fuel Oil
Main Bearing
Lubricating Oil Supply
Fresh Water
Lubricating Oil
Scavenge Air
Combustion Gas
Stay Bolts
Issue: 1 2.1 Main Engine - Page 1 of 18

2.1 Main Engine Cylinder Block, Cylinder Liner and Stuffing Box unit provides a damping effect during valve closure. Air leakage past the piston
The cylinder block consists of two units which are of cast iron and are joined is made up with air at a pressure of 8 kg/cm2 from the control air system, air
2.1.1 Main Engine Details together with bolts. supply is via a non-return valve. In order to prevent an air pressure build up
above the piston, due to air leakage past the piston, the upper section of the
Main Engine The cylinder block, together with the cylinder liners, form the scavenge air valve closing air cylinder is vented. If pressure was not vented, the force acting
Maker: Mitsubishi space and the cooling water jacket space. On the camshaft side of the engine, downwards on the piston would inhibit the closing of the valve. It is essential
Model: 8UEC60LS the cylinder block is provided with access covers for cleaning the scavenge air that the vent is kept clear at all times and that the control air supply to the air
Type: Two stroke, single acting direct reversible, space and for inspection through the scavenge ports. The fuel pump and cylinders is maintained.
crosshead diesel engine exhaust valve actuator roller guide housings, the lubricators and the camshaft
Number of cylinders: 8 bearing brackets are all bolted onto the cylinder block. Fuel Valves, Starting Valve, Safety Valve and Indicator Valve
Cylinder bore: 600 mm Each cylinder cover is equipped with two fuel oil injection valves, one air start
Piston stroke: 2200 mm A piston rod stuffing box is fitted for each cylinder unit at the bottom of the valve, one safety valve and one indicator valve.
Output (M.C.R.): 14,121 kW cylinder block. The stuffing box is provided with sealing rings for scavenge air
Output (N.C.R.): 12,709 kW at 100 rpm and with oil scraper rings to prevent oil from entering the scavenge air space. The opening of the fuel valve is controlled by the fuel oil pressure created by
Firing order: 8-3-4-7-2-5-6-1 The cylinder liner is made of alloyed cast iron and is suspended in the cylinder the fuel pump and the valve is closed by a spring.
block. The liner is held in place in the cylinder block by means of the cylinder
Description of Components cover which is secured by means of hydraulically tightened nut fitted to long The air start valve is opened by pilot control air from the starting air distributor
studs. The liner is of the extended type which means that it extends above the and is closed by a spring.
Bedplate and Main Bearing top of the cylinder block. This upper section of the liner extension is bore
The bedplate supports the crankshaft on ten main bearings, the after pair of cooled and the lower part of the extension is cooled with a water guide jacket The safety valve is spring-loaded.
bearings, No.1 and No.2 being located each side of the thrust collar; the gear surrounding the extended part of the liner. The lower part of the liner is cooled
wheel drive for the camshaft is also located in the space. The main bearings are by means of a water jacket formed between the liner and the cylinder block. The indicator valve allows cylinder pressure readings to be taken in service.
of the white metal lined, thin shell type. Long elastic holding down bolts, This jacket space is sealed by a seal ring at the top, where the liner flange sits During engine shut down, when it is being turned on the turning gear,
tightened by hydraulic tools, are used to fit the bedplate to the engine seating. on the cylinder block, and at the lower part by two O rings. Cooling water inspection is made at the indicator valve for any water in the cylinder.
enters the jacket space at the bottom and flows upwards. Cylinder lubricator
The oil pan at the bottom of the bedplate collects the return oil from the forced studs fit into the extended part of the liner. The cylinder liner has scavenge One indicator drive is fitted for each cylinder.
lubricating and piston cooling oil system. The oil then drains to the LO sump. ports at its lower end, below the water cooling jacket.
Crankshaft
Thrust Bearing
Cylinder Cover The crankshaft is of the semi-built type, made from forged steel. At the aft end
The thrust bearing is of the Michell type and consists primarily, of a thrust
The cylinder cover, made from forged steel, has bores for cooling water. It has the crankshaft is provided with a thrust collar and a flange for the flywheel.
collar on the crankshaft, bearing supports and segments of cast iron with white
metal. The thrust shaft is an integrated part of the crankshaft. The propeller a central bore for the exhaust valve and bores for fuel valves, safety valve, air
thrust is transferred through the thrust collar, the segments and the bedplate, to start valve and indicator valve. The cylinder cover is attached to the cylinder Connecting Rod
the engine seating and end chocks. frame with studs and nuts tightened hydraulically. The connecting rod is made of forged steel and provided with bearing
housings, including caps, for crosshead and crankpin bearings. The crosshead
Turning Gear and Turning Wheel Exhaust Valve and Valve Gear and crankpin bearing housings and caps are secured to the connecting rod by
The engine flywheel is located aft of No.1 main bearing and it is provided with The exhaust valve consists of a valve housing with a gas channel, spindle guide through bolts and nuts which are tightened by hydraulic jacks. The crosshead
teeth which can engage with the teeth of the turning gear pinion. The turning and a valve spindle. The valve housing is water cooled and made of cast iron. bearing consists of a set of thin-walled steel shells, lined with white metal. The
gear, which is mounted on the bedplate, is driven by an electric motor with The valve housing has a water cooled detachable seat which is made from crosshead bearing has two caps. The crankpin bearing is provided with thin-
built-in gear and chain drive with brake. The turning gear is equipped with a corrosion and wear resistant steel and can be machined after removal from the walled steel shells, lined with white metal. Lubricating oil is supplied through
blocking device that prevents the main engine from starting when the turning housing. Hydraulic actuation is used for opening the valve, the system ducts in the crosshead and connecting rod.
gear is engaged. Engagement and disengagement of the turning gear is made consisting of an actuator, activated by a cam on the camshaft, a high-pressure
manually by an axial moment of the pinion. pipe and an oil cylinder for the exhaust valve spindle, mounted on top of the Piston, Piston Rod and Crosshead
valve housing. The hydraulic system opens the exhaust valve, while the The piston consists of a piston crown and a piston skirt. The piston crown is
Frame Box closing of the exhaust valve is damped by means of an oil cushion on top of made of heat resistant steel and has four ring grooves.
The frame box forms the main part of the crankcase and is fitted with doors for
the spindle. Closing of the exhaust valve is achieved by means of compressed
access. The guide bars are integral with the frame so they are machined as one
air. Below the valve opening actuator is a pneumatic cylinder in which operates The piston skirt is of cast iron.
unit with the sections of the frame. The crankcase is fitted with explosion relief
doors. The cylinder block fits on the top of the engine frame box and is bolted a piston which is attached to the valve spindle. As the valve is opened by
to the frame box. The stay bolts, which are tightened hydraulically, connect the hydraulic force the air trapped below the valve spindle piston is compressed, The piston rod is of forged steel and is surface-hardened on the running surface
bedplate, frame box and cylinder block to form a unit. To prevent transversal when the hydraulic force is removed the compressed air acts upwards on the for the stuffing box. The piston rod has a central bore which, in conjunction
oscillations, each stay bolt is braced. piston to provide the closing force for the valve. Oil in the hydraulic actuator with a cooling oil pipe, forms the inlet and outlet for cooling oil.

The crosshead is of forged steel and is provided with cast steel guide shoes Remote Control System Exhaust Turbochargers
with white metal on the running surface. A bracket for the oil inlet from the The engine is provided with a pneumatic-electric remote control and fuel oil
telescopic pipe and another for the oil outlet to a slotted pipe are mounted on regulating system. The system transmits orders from the separate manoeuvring Type: Mitsubishi MET53SD
the crosshead. consoles, located on the bridge and in the engine control room, to the engine. Each turbocharger consists of a single stage centrifugal blower and a single stage
The regulating system makes it possible to start and stop the engine and to axial flow exhaust gas turbine. The turbine casing is insulated with lagging from
Fuel Pump and Fuel Oil High Pressure Pipes the outside and no water cooling is provided. Exhaust gas from the engine
The engine is provided with one Bosch type fuel pump for each cylinder. The control the engine speed. The speed control handle on the manoeuvring
console gives a speed setting signal to the governor, dependent on the desired exhaust gas manifold enters the turbine side of the turbocharger by way of the gas
fuel pump consists of a pump housing, a centrally placed pump barrel and a inlet casing and it expands as it passes through the nozzle and turbine blades. The
plunger. To prevent fuel oil from mixing with the camshaft lubrication system, number of revolutions.
action of the gas on the turbine blades causes the rotor to turn. The gas leaving
the pump is provided with a sealing device arrangement. The pump is activated the turbine passes to the exhaust trunking and the exhaust gas economiser.
by the fuel cam and the volume injected is controlled by turning the plunger by A shut down function will stop the fuel injection by activating the stop cylinder
means of a toothed rack connected to the regulating mechanism. which rapidly moves the engine fuel control linkage so as to set the fuel pump The rotor rotates in two journal bearings and a thrust bearing is provided to
delivery at zero. take the axial thrust of the rotor and to maintain the location of the rotor when
The fuel oil high-pressure pipes are equipped with protective hoses and are the ship is pitching. Lubricating oil is supplied to each bearing by way of a
steam trace heated nor insulated. Any leakage from the protective hoses drains The engine is provided with a side mounted control console and instrument lubricating oil passage and the oil drains from the bearing through the LO
to a collecting tank fitted with an alarm. panel, for emergency running. outlet (see section 2.8.1 Main Engine Lubricating System). A labyrinth seal is
between the turbine disc and impeller in order to prevent leakage. Sealing air
Camshaft and Cam Scavenge Air System is supplied to the labyrinth seal in order to prevent deposit formation in the
The camshaft consists of a number of sections. Each individual section consists The air intake to each of the two turbochargers is directly from the engine room labyrinth and maintain the effectiveness of the seal.
of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator through the intake silencer of each turbocharger. From the turbocharger, the air
cams. The exhaust cams and fuel cams are of steel, with a hardened roller race is led, via the charging air pipe to the air cooler where the temperature is Turbocharger Cleaning
and are shrunk on to the shaft. They can be adjusted and dismantled hydrauli- reduced in order to increase air density. Any condensate which forms in the air In service cleaning of the turbocharger impeller and air side are not
cally. The cam for the indicator drive can be adjusted mechanically. The cooler is removed by means of a moisture separator located after the cooler. recommended as this can accelerate fouling of the air cooler. Dismantling and
coupling allows sections of the camshaft to be dismantled as required. The compressed and cooled air flows into the first chamber of the scavenge air cleaning should be undertake at about 2,000 to 4,000 hour intervals. The air
trunk and then passes through the scavenging air valve to the second chamber filter should be removed and cleaned with the same frequency. Cleaning
A shifting gear is fitted to the free end, which moves the camshaft to the ahead of the scavenge air trunk. From here individual cylinders are supplied with air intervals will depend upon the nature of the atmosphere and the figures given
or astern position during manoeuvring. The gear is controlled by the starting through their scavenge ports. are just a guide. The differential manometer across the filter will give an
air, which pressurises via the safety gear either the ahead or astern oil bottles. indication as the degree of filter fouling and the pressure change across the
The pressurised oil moves the piston, which in turn moves the camshaft to the There are two electrically driven auxiliary blowers and they operate when the impeller will indicate the air side performance.
required position. The safety gear then holds the camshaft in position during engine is running at low load as at this time the turbochargers cannot supply
operation. sufficient air for effective cylinder combustion. The auxiliary blower draws air Cleaning of the turbine side is undertaken with the vegetal solid cleaning
from the first chamber of the scavenge trunk, compresses it and then device where a quantity of ground vegetable shells (coconut shells or similar)
Chain Drive discharges it to the second chamber of the scavenge trunk. When the auxiliary is injected into the gas flow before the turbine over a short period of time. The
The camshaft is driven from the crankshaft by a gear drive. blower is operating the scavenging air valve, between the first and second cleaning pot is filled with ground shells to the set mark (3 litres) and the cover
scavenge trunk chambers, closes automatically due to the differential air sealed. Air pressure from the service air system is applied and the discharge
The cylinder oil lubricator is driven by the camshaft. pressure between the chambers and that stops air flowing back from the second valve to the turbocharger gas inlet manifold is opened. The cleaning matter is
to the first chamber. blasted into the gas manifold and their impact with the turbine blades and
Governor
The engine is provided with an electronic governor with an electric servo nozzles has the effect of removing carbon and other deposits. The maximum
During operation of the engine, the auxiliary blowers will start automatically turbine speed during cleaning is 14,800 rpm
motor actuator mounted on the engine. The setting of the actuator is each time the engine load is reduced to about 30-40% and they will continue
determined by a signal from the governor based on the position of the main operating until the load again exceeds approximately 40-50%.
engine regulating handle. The actuator shaft is connected to the fuel regulating Exhaust Gas System
shaft by means of a mechanical linkage. The gas is led from the exhaust valves to the exhaust gas receiver where the
The charging air pipe between the turbocharger and the air cooler is insulated fluctuating pressure from the individual cylinders is equalised; the total
on the outside. volume of gas is led to the turbochargers at a constant pressure. The exhaust
Cylinder Lubricators
The cylinder lubricators are controlled by the engine speed and a measured ducting from the cylinder directs the gas downwards into the exhaust gas
quantity of cylinder oil is passed into the cylinder by each lubricator stud at receiver thus any fragments of broken piston ring or other solid bodies will
each engine revolution The lubricators have a 'built-in' capability of adjusting tend to fall to the bottom of the receiver. Exhaust gas leaves the receiver at the
the oil quantity. top and enters the turbocharger casing. Placing the exhaust gas receiver below
the cylinder exhaust gas outlets means that the turbochargers can be placed
lower resulting in reduced engine height.

The exhaust gas ducting between the cylinder and the gas receiver is in the Fuel Oil Supply System The starting air distributor regulates the supply of pilot control air to the
form of a diverging nozzle thus it acts as a diffuser which converts the velocity (section 2.6.1) starting valves so that these supply the engine cylinders with starting air in the
energy in the exhaust gas into pressure energy. The fuel oil is led from the main inlet pipe through branches to the fuel correct firing order. For engine reversal the distributor sends pilot air to the
injection pump of each cylinder. In order to keep the fuel oil inlet pressure cylinder valves in a different sequence in order that the engine may turn in the
The exhaust gas receiver and exhaust pipes are provided with insulation, constant to the fuel injection pump, regardless of the fuel oil consumption opposite direction.
covered by galvanised steel sheeting. during engine running, a spring loaded pressure control valve is provided on
the fuel oil inlet line. An excess of oil is supplied to the engine and that which The automatic starting air stop valve is opened on a signal from the starting
Forced Lubrication and Oil Cooling is not used returns to the buffer tank. control, but this signal is only activated if other engine systems are correctly
(section 2.8.1) positioned. A turning gear interlock valve prevents the flow of air to the
The pipes for the forced lubrication and cooling oil system are made of steel. The fuel oil is heated to the temperature required to achieve the optimum starting air pilot valve if the turning gear is engaged. When the starting system
atomising viscosity. However, prior to prolonged shut down and after starting is activated the starting air pilot valve allows air to flow to the automatic
The main forced lubrication is led to each main bearing through branches from up from cold, the engine will be run on diesel oil in order that the high pressure starting air stop valve in order to open that valve. This only happens if the
the main lubrication pipe located along the engine. lines between the fuel injection pumps, and the fuel injectors, do not become camshaft shift safety device shows that the camshaft is correctly positioned for
clogged with cold fuel oil. The engine may be started and stopped on HFO but the rotational direction required. Air opens the automatic starting air stop
Cooling oil is led to the telescopic pipe through branches from the cooling oil can also be changed over to running on DO prior to arrival in port and changed valve, allowing pressure air into the starting air manifold, and also allowing the
main pipe, located along the cooling jackets on the exhaust side of the engine, from DO to HFO operation after leaving port. To facilitate the change, a distributor to send pilot air to the cylinder starting air valves to actuate them.
through which the oil is led to the crossheads. From there some of the oil is special A-C fuel oil changeover valve is fitted in the supply line to the main The reversing pilot valve controls movement of the camshaft in accordance
branched off for lubrication of the crosshead shoes and crosshead bearings and engine. The system for changing for HFO to DO and vice versa is described in with the requirements of the bridge for engine running direction.
is led through the bored connecting rod to the crank pin bearing. Some of the section 2.6.1.
oil is led through a pipe in the bore of the piston rod for cooling the piston Procedures for Operating the Main Engine
crown. The oil returns from here through the piston rod and is let out through Cooling Water System Starting Air Systems
a duct in the crosshead. (section 2.5.1)
The engine is fresh water cooled, supplied by jacket cooling water pumps. The a) Drain water, if any, from the starting air system.
The hydraulically operated exhaust valves are supplied from the main fresh water is supplied to a main inlet pipe which runs the length of the engine
lubrication system but via a booster pump arrangement. on the turbocharger side. Branch lines are led from the main inlet pipe to b) Drain water, if any, from the control air system.
individual cylinders and the water enters at the bottom of each cylinder cooling
The cylinders are each lubricated by a separate system using special cylinder jacket. Cooling water flows upwards in the space formed by the cylinder block c) Ensure that the air systems are at the correct pressures.
lubricating oil. The lubricators supply cylinder oil to lubricator studs and cylinder liner to the guide jacket which surrounds the upper part of the
(essentially non-return valves) spaced round the cylinder liners. cylinder liner. This guide jacket also directs the water into and out of cooling d) Check the instrumentation to ensure that it is reading correctly.
bores in the upper section of the liner. Cooling water then flows to the cylinder
When changing from HFO operation to DO operation problems can arise cover and then through the exhaust valve seat area up to a main outlet pipe, e) Pressurise the air system to the exhaust valve air cylinders (the air
where fuel pump plungers and fuel injector needle valves stick due to the through which it is carried back to the fresh water cooler. The main engine spring system).
reduced lubricating effect of the diesel oil. In order to overcome this, jacket cooling system is linked with the generator engine jacket cooling system
lubricating oil is supplied to the fuel pumps when the engine is operating on and they share the same header tank. The header tank acts to maintain system Lubricating Oil Systems
DO. The lubricating oil is provided by oil leaking from the exhaust valve pressure and as an expansion tank, allowing for the removal of air from the (see section 2.8.1)
actuator. The leaking oil flows to a tank then through a lubricating valve and a circulating water and also for the separation of any oil which may have entered
check valve to the individual fuel pumps. The check valve is opened before the cooling water. a) Check that the main engine LO sump contains the correct oil
standby when the engine is to start on DO and the supply of lubricating oil to level.
the fuel pumps is continued until the engine is changed to HFO operation. The Starting Air System
check valve is also opened before the vessel arrives in port and the engine is (section 2.10.1) b) Check that water is flowing through the LO cooler from the
using HFO, in order that any HFO which may accumulate around the pump central cooling system.
plunger is washed away. When changing from HFO to DO the fuel pump The starting air system contains an automatic starting air stop valve, which
lubricating check valve is opened just before the changeover is made and incorporates a non-return valve, a relief valve, a flame arrester for the branch c) Start the duty LO pump and set the other pump to standby. Check
lubrication continues until the engine is stopped. pipe to each cylinder, a starting air distributor and a starting valve on each the system LO pressures and instrumentation.
cylinder.
d) Start the exhaust valve drive LO pump.
The automatic starting air stop valve is connected to the manoeuvring system,
which controls the starting of the engine. e) Check that there is adequate oil in the cylinder oil tank in use
(change over if necessary) and check that the cylinder lubricators
are filled.

f) Operate the cylinder lubricators manually for about 10 seconds to e) Check the jacket cooling water pressure and temperature. Check If the engine was running on heavy fuel oil until stop, the circulating pump
ensure that there is a small amount of oil in the cylinders. also for system leaks. should be left running in order to ensure that hot fuel is available in the fuel
system.
g) Check that the LO system has attained the correct working Slow Turning the Engine
temperature. This must be carried out to prevent damage caused by fluid in any of the b) Check pressures and temperatures in the fuel system.
cylinders. Temperatures are particularly important when HFO is being
Cooling Water Systems circulated.
(see section 2.5.1) Before beginning the slow turning, obtain permission from the bridge.
Checking the Fuel Regulating Gear
(Note ! The engine must not be started if the jacket cooling water temperature (Note ! Always carry out the slow turning operation at the latest possible
is below 50°C.) moment before starting and, under all circumstances, within the last 30 a) Close the shut-off valve of the starting air distributor to prevent
minutes before starting.) the engine from turning.
The main engine jacket system is part of the high temperature central cooling
system and is linked to the generator engine cooling system. With one of the Procedure for Slow-Turning with Turning Gear b) Switch over control to the engine side control console.
generator engines working the jacket water temperature will be at a reasonable
level, but steam heating may be applied to the jacket cooling water by opening a) Open the indicator valves. See description of the procedure Emergency Operation of the Main Engine
the steam supply to the jacket cooling FW heater. The jacket water temperature (Section 5.2).
circulating through the engine should be at least 50°C before the engine is b) Give the REVERSING order by moving the reversing handle to
started but preferably above 65°C. the opposite direction of rotation. c) Move the fuel handle at the engine side emergency control
console to increase the fuel pump index and check that all the fuel
Unless the engine has been undergoing maintenance the jacket cooling water c) Turn the engine one revolution with the turning gear in the pumps follow to the same fuel supply position.
system will be circulating at all times. If it has been stopped, circulation must direction indicated by the reversing handle.
be commenced some time before the engine is to be started and the jacket tem- d) With the fuel handle back in STOP position, check that all the fuel
peratures allowed to raise gradually at a rate not exceeding 2°C per minute. d) Check to see if fluid flows out of any of the indicator valves. pumps show zero-index.
Procedure for Starting Circulation e) Close the indicator valves. e) Switch the control back to engine control room or bridge control.
a) If any of the cylinder units have been drained ensure that all pipes f) Disengage the turning gear. Miscellaneous Procedures
have been correctly fixed and that all attachments are tight. Open
the cylinder cooling water outlet valve and the cylinder cooling g) Check that the turning gear is locked in the OUT position. a) Lubricate the bearings and rod connections in the fuel pump
water inlet valve. Allow the unit(s) concerned to fill with water regulating gear every 4,000 hours. Check for wear in the linkages
and check for leaks. Open the air vent pipe valve to ensure that all h) Check that the indicator lamp for TURNING GEAR ENGAGED and adjust or replace if necessary. Wear will seriously affect the
air is removed from the system. extinguishes. control of the fuel pumps and make cylinder power balance
difficult.
b) Add water to the expansion (header) tank as required from the i) Set the engine starting system so that the engine is ready to start
fresh water system,valve FV21. with the control system in the unlocked position. b) Switch on the electrical equipment in the engine room control
console.
(Note ! It will be necessary to check the level of corrosion inhibitor in the Procedure for Starting the Fuel Oil System
jacket water system after fresh water has been added. Additional corrosion c) Set the switch for the auxiliary blowers in the AUTO position.
inhibitor chemicals may be required.) a) Start the low pressure fuel oil booster pump and the high pressure
fuel oil booster pump. In each case one pump will be set as the d) The auxiliary blowers will start, with the starts being staggered in
c) Start one of the main engine jacket cooling FW pumps and set the working pump and the other as the standby pump when the order to reduce the peak power on the electrical system.
other as standby. This assumes that the circulation of the main system is fully operational. The engine is now ready to start.
engine jackets has been stopped.
d) Circulate water around the engine, gradually raising the

temperature by use of the steam heater and the jacket cooling
preheat pump as necessary.

Starting the Engine Starting Valves on Cylinder Covers ! CAUTION
Feel over the pipes. A hot pipe indicates a leaking starting valve. Attention must be paid to the risk of a crankcase explosion. If there is any
(Note ! If the engine has been out of service for some time, or has undergone possibility that an excessive temperature exists anywhere in the crankcase
major engine work such as a bearing replacement, starting-up is usually Cylinder Lubricators the crankcase doors must NOT be opened until the engine crankcase parts
performed as a quay trial.) Make sure that the lubricators are working and with an even have cooled down; this will take about 20 minutes with the LO circulating.
delivery level in all the sight glasses. If it is suspected that the bearing which has been replaced is running hot
Prior to this, it must be ascertained that: the cooling down period must be observed. Overheating can still be
Check the oil level in the cylinder oil feeder tank. detected after cooling down by observing the colour of the metals parts
The harbour authorities permit quay trial
and if there is white metal involved this is likely to have been damaged.
The moorings are sufficient Pressures and Temperatures Residual heat at the hot spot site should still be sufficient to give an
Check that everything is normal for the engine speed. In indication that overheating has taken place.
A watch is kept on the bridge
particular, the circulating oil (bearing lubrication and piston
The following modes of starting are available: cooling), camshaft lubricating oil, fuel oil, cooling water, During feeling-over, the turning gear must be engaged and the main starting
scavenge air and control and safety air. Temperatures may be valve and the starting air distributor must be blocked.
Remote control from the engine control room different at low load from normal load and the engineer should
Remote control from the bridge become familiar with system temperatures at different load Feel-over sequence points:
conditions so that any abnormality can readily be detected. At
Emergency control from the engine side control console Any parts that have been replaced or overhauled
reduced load it is unlikely that a malfunction is going to produce
a temperature at which an alarm will be triggered and so manual Main, crankpin and crosshead bearings
For remote control stop, start and speed setting, orders are given manually by observation is required to detect malfunction early.
moving the regulating handle either on the bridge or in the ECR. Piston rods and stuffing boxes
Increasing the Engine Loading Crosshead shoes
(Note ! The bridge must be given control from the engine room and must
accept that control. The bridge cannot pass control to the engine room, control Telescopic pipes
If there are no restrictions, such as running in after repairs, proceed to increase
must be taken by the engine room at the request of the bridge. The engine room the load on the engine. Gear wheels and bearings in the camshaft drive gear wheel casing
can take control of the engine from the bridge at any time.)
The cooling water should be preheated, but if the temperature is below 50°C Camshaft bearing housings
Checks Immediately after Starting allow the temperature to reach this point before increasing load. Thrust bearing
Direction of Rotation Increase the load gradually to maximum speed over a period of 30 minutes. Other parts where metal to metal rubbing contact might take place
Ensure that the direction of shaft rotation corresponds to the
telegraph order. Running In
Checks During Increase of Engine Loading For a new engine, or after repair or renewal of the large bearings, renewal or
Exhaust Valves reconditioning of cylinder liners and piston rings, allowance must be made for
Feel-over sequence. a running-in period.
See that all exhaust valves are operating correctly. If the condition of the machinery is uncertain (e.g. after repairs
or alterations), the feel-over sequence should always be With regard to bearings: increase the load slowly and apply the feel-over
Turbochargers followed
Ensure that the turbochargers are running and sufficient oil is in sequence. See ‘Checks During Increase of Engine Loading’.
circulation. After 15-30 minutes running on slow ahead running.
Fuel Changeover
Again after 1 hour’s running. The engine can be started and stopped when operating on HFO but hot HFO
Circulating Oil
Check that the pressure and discharge are in order. At sea, after running for 1 hour at normal service speed, stop must be circulated during engine stand still.
the engine, open the crankcase and feel over the moving parts
Cylinders listed below, by hand or with a Thermo Feel, on sliding Changeover to diesel oil operation may take place if the vessel is expected to
Check that all cylinders are firing and that the exhaust surfaces where friction may have caused undue heating. If have a prolonged inactive period with a cold engine, due to a major repair of
temperature spread is within acceptable limits for the engine load. overheating is suspected, the engine should be stopped for the fuel oil system, dry-docking, or a stay in port of more than 5 days.
investigation before the 1 hour period has expired.
(Note ! Exhaust temperatures will never be the same and no attempt should The change to DO may be required if there is local port environmental
ever be made to balance the engines by trying to get exhaust temperatures the legislation requiring the use of low-sulphur fuel.
same.)

Changeover to DO can be performed at any time during engine running or even e) Close the air reservoir outlet valves and isolate the starting air f) Check to see if air blows out from any of the indicator valves.
with the engine stopped. system.
If air issues out of a cylinder, the starting valve concerned is leaking.
It is very important to carefully follow the changeover procedures in order to f) Open the cylinder indicator valves.
prevent fuel pump and injector sticking/scuffing, poor combustion, fouling of g) Replace or overhaul any defective cylinder starting valves.
the gas ways; the use of the fuel pump lubrication system is important when g) Switch the engine to local control from the local engine stand.
operating on DO. The procedures for changing from HFO to DO when the WARNING
engine is running or stopped, and changing back to HFO operation from DO, h) Close and vent the control air and safety air systems. Dangers exist in the engine room and care must always be taken in order
are described in section 2.6.1 Main Engine Fuel Oil Service System. to prevent injury to yourself and other personnel. The following points
i) Wait a minimum of 15 minutes after stopping the engine, then should be observed at all times
Preparations Prior to Arrival in Port stop the main engine and exhaust valve lubricating oil pumps.
Stop the exhaust valve spring air last. Keep clear of spaces below loaded cranes and other lifting equipment.
Decide whether the harbour manoeuvre should be carried out on DO or on
HFO. This prevents overheating of cooled surfaces in the combustion chambers and The opening of cocks and valves may cause discharge of hot liquids or
counteracts the formation of carbon deposits in piston crowns. gases.
Changeover should be carried out at least 30 minutes before the first
manoeuvre is expected. The main engine and generator engines share the same FO supply and The dismantling of parts may cause the release of springs.
circulating pumps, therefore these FO pumps must remain on. The removal of fuel valves or other valves in the cylinder cover may cause
Start additional auxiliary engines to ensure sufficient electrical power reserve
for the manoeuvring period. oil to run onto the piston crown. If the piston is hot an explosion may blow
(Note ! If the the main engine is changed over to run on DO, then the generator out the valve.
engines will also be running on DO.)
Make an astern test; this can be undertaken when stopping to pick up the pilot. When testing fuel valves do not touch the spray holes as the jets may
Fresh Water Preheating during Standstill pierce the skin.
Drain off any condensed water from the starting air and control air systems just
before the manoeuvring period. Keep the engine preheated to a minimum of 50°C, unless the harbour stay Beware of high pressure oil leaks when using hydraulic equipment.
exceeds 5 days. This counteracts a corrosive attack on the cylinder liners Wear protective clothing.
Stopping during starting-up.
Arrange indicator cocks with pressure relief holes directed away from
If the engine is being manoeuvred on remote control from the bridge the Maintain preheating of the engine jacket cooling water. personnel. Wear goggles when taking indicator cards.
engineers do not need to intervene unless problems occur. However, engineers
should pay close attention to engine operation during manoeuvring, to ensure Switch off other equipment which need not operate during engine standstill. Never assume that somebody else has closed a valve or performed a
that all systems function correctly and that there is sufficient starting air, fuel function, always CHECK YOURSELF that it is safe to undertake the task
and lubricating oil available. Procedure for Testing the Starting Valves for Leakage being planned.
Engineers should check that the remote control system regulates the engine a) Change over to emergency control. Do not weld in the engine room if the crankcase is opened before it has
speed in the correct way and that when a stop is signalled the fuel control fully cooled.
produces a zero index on all fuel pumps. b) Ensure that the starting air system is still open to the engine
Turning gear must be engaged before working on or inside the engine as
Operating Procedure after Arrival in Port c) Close the isolating valve between the main air line and the the wake from other ships in port or waves at sea may cause the propeller
distributor so that air does not flow to the distributor. This means to turn. Also isolate the starting air supply and place notices at the
When the FINISHED WITH ENGINES order is received in the control room: that when the starting air system is activated the automatic starting controls and turning gear starter that personnel are working in the
air stop valve will open and allow air into the starting air manifold, engine.
a) Switch over main engine control to engine room control. but there will be no pilot air to open the starting air valves.
Use gloves when removing O-rings and other rubber/plastic based sealing
b) Switch off the auxiliary blowers. d) Open the cylinder indicator valves if not already open. materials which have been subjected to abnormally high working temper-
atures as they may have a caustic effect.
c) Test the starting valves for leakage. (see below) e) Move the starting handle to the START position. This opens the Take great care when using hydraulic equipment as fragments of O-ring
automatic starting air stop valve, and admits reservoir pressure or high pressure oil may blow out causing injury. Wear goggles and
d) Obtain confirmation from the bridge that the stern is clear and the compressed air to the starting air manifold and up to the cylinder protective clothing.
ship is secure on its berth. starting air valves. No pilot air flows from the distributor to the
cylinder starting valves, so the engine will not turn over on air.

Causes of Fire in Scavenge Air Box In the event of a scavenge fire occurring whilst the engine room is manned the If a piston caused the fire and this piston cannot be overhauled at once, take the
following procedure should be observed precautions referred to in the maker’s manual.
If flakes of burning or glowing carbon deposits drop into the oil sludge at the
bottom of the scavenge air box, this sludge can be ignited and serious damage (Note ! During UMS periods the engine monitoring and control system will (Note ! Although piston blow past, igniting deposits which have built up in the
can be done to the piston rod and the scavenge air box walls, the latter possibly request an engine slow down in the event of a scavenge fire, the duty engineer scavenge space, is the most common cause of scavenge fires, it is possible for
causing a reduction in the tension of the tie bolts. should then take responsibility for the situation after arrival in the engine oil from a cracked oil cooled piston to build up in the scavenge space and sub-
control room.) sequently ignite. The resulting fire will be supplied with fuel from the cooling
Ignition of carbon deposits in the scavenge air box can be caused by:- space of the cracked piston and the fire will not burn out by itself. The steam
a) Reduce speed to SLOW, if not already carried out automatically, extinguishing system must be applied in this case.)
Prolonged blow-by. see above and ask the bridge for permission to stop.
If heating of the scavenge air box walls has been considerable, the engine tie
Slow combustion in the cylinder, owing to incorrect atomisation, b) When the engine STOP order is received, stop the engine and bolts should be checked and re-tightened at the first opportunity.
incorrect type of fuel valve nozzle, or misaligned fuel jets. switch off the auxiliary blower.
c) Stop the fuel oil supply. Before re-tightening, normal temperature of all engine parts must be re-
Blow-back through the scavenge air ports, owing to an incorrect
established.
exhaust valve timing or high resistance in the exhaust system
d) Stop the lubricating oil supply.
(back pressure).
To ensure proper draining of oil sludge from the scavenge air boxes, thereby
e) Apply boundary cooling. reducing the risk of fire in the scavenge air boxes, it is recommended to check
To keep the exhaust resistance low, heavy deposits must not be allowed to
collect on protective gratings, nozzle rings and turbine blades. Uptakes, par- f) Engage the turning gear and turn the engine into a position where on a daily basis that the drain lines from the scavenge spaces are clear.
ticularly the economiser, should be kept clean. The exhaust back pressure can the affected unit exhaust valve is closed and the scavenge ports
be measured by means of a manometer at the exhaust outlet and the back are shut off. This will assist in allowing the fire to burn itself out. Causes of Ignition in the Crankcase and a Crankcase Explosion
pressure after the turbocharger must not exceed 350mm w.g.
g) If the fire is serious, put the scavenge air box fire extinguishing When the engine is running, the atmosphere in the crankcase contains the same
Warnings of Fire equipment into operation. This involves the injection of fresh types of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air, but
water to the scavenge air box via the supply FW valve FV63, there is also a heavy shower of coarse oil droplets being thrown around.
A fire in the scavenge box is indicated by: located at the aft end of the engine on the engine control level.
An increase in the exhaust temperature of the affected cylinder If abnormal friction occurs between sliding surfaces, such as at a bearing,
WARNING crosshead, diaphragm gland, thrust block, gear wheel drive, etc, a ‘hot spot’
The scavenge air box being noticeably hotter Be aware of possible thermal shock and loss of extinguishing medium will develop. A hot spot may also develop during a scavenge fire. Oil in
Sparks and smoke issuing from the scavenge space drain through the exhaust. Do not open the scavenge air box or crankcase before contact with the hot spot will evaporate and the oil vapour will circulate around
the site of the fire has cooled down to under 100°C. When opening, keep the crankcase to a cooler region where it will condense to form very fine mist-
Turbocharger surging clear of possible fresh spurts of flame. like droplets. These droplets are as fine as the droplets produced by a cylinder
fuel injection nozzle. The mist droplets are milky-white due to the presence of
If the fire is violent, smoky exhaust and decreasing engine revolutions will h) Remove dry deposits and sludge from all the scavenge air boxes. moisture in the crankcase. As the amount of oil mist increases the concentra-
occur.
tion passes the lower explosion limit (LEL) and an explosive mixture is
i) Clean the respective piston rods and cylinder liners, removing all
present. If that mixture circulates around the crankcase and comes into contact
Violent blow-by will cause smoke, sparks and even flames, to be blown out traces of moisture from the scavenge space; inspect the piston rod
with the hot spot an explosion will occur if the hot spot is at a high enough
when the respective scavenge box drain cock is opened. If smoke and sparks and liner surface condition, alignment and check for distortion. If
temperature to ignite the air and mist mixture. This results in a primary
issue from the drain the cock should be shut. in order, coat with oil. Check the cylinder liner jacket seal to
crankcase explosion.
ensure that there is no water leakage.
Monitoring devices in the scavenge air space will give an alarm and operate
the main engine slow-down function at abnormal temperature increase. j) Repeat the checking and concentrate on the piston crown, piston
rings and skirt, while the engine is being turned with the cooling
Procedures to be Carried Out oil and water on.
WARNING k) Inspect the stuffing box for damaged rings segments or garter
A scavenge fire can give rise to a crankcase explosion and due to this springs which have lost their tension. Check also the bottom of
possible risk personnel should avoid being near the engine as much as the scavenge box for possible cracks.
possible. Flames can suddenly be violently emitted.

The severity of the primary explosion depends upon the amount of mist Monitoring equipment is arranged to give an alarm in cases of low circulating Procedure for Action in the Event of a Crankcase Mist Detector Alarm
present. The explosion causes a rise in pressure which lifts the crankcase relief oil pressure and/or high temperature of thrust bearing segments. Keep this
doors, which are fitted to prevent the crankcase side plating from being blown equipment in efficient operational condition and check the sensors and alarms a) All personnel not involved in the engine control must evacuate
away. The pressure rise may only be small but the sides of the crankcase at intervals advised by the manufacturer. the engine room to a place of safety. Personnel should be
present a large area and so the force on the holding studs is very high. The informed of this matter upon joining the ship and also informed as
slight vacuum which follows the pressure rise allows air to be drawn into the Feel over moving parts by hand or with a thermo-feel at suitable intervals (15- to who is the responsible person at any particular time. In the
crankcase through leaking side plating or crankcase relief doors which do not 30 minutes) after starting, one hour later and again at full load. event of a mist detector alarm there is no time available to
reseat correctly. The primary explosion produces a shock wave which can discussing the situation, everybody should know his or her duty.
break down the mechanically produced oil droplets in the crankcase into much If in doubt, stop and feel over. b) Reduce the engine speed to slowdown level, if not already carried
finer mist. There is now a fresh charge of air and more fuel droplets of the out automatically by the control system, see above.
correct size, so if the concentration is correct and the hot spot persists, a WARNING
secondary, much more severe crankcase explosion can result. This explosion If it is suspected that overheating has occurred, stop the engine and allow c) Inform the bridge and request permission to stop the engine.
can blow the side plating from the crankcase and lift floor gratings which have the crankcase to cool. NEVER open the crankcase doors until the
not been resecured after lifting. Such plates being blown around the engine crankcase has cooled sufficiently to prevent ignition. During the cooling d) When the engine STOP order is received stop the engine. Close
room can cause considerable damage. They may fracture sea water pipes and period (at least 20 minutes) the LO should be circulated in order to the fuel oil supply. Keep the jacket cooling system and LO system
fittings resulting in engine room flooding. They may fracture FO and LO pipes provide a cooling effect and all personnel should evacuate the engine room circulating.
causing a serious fire. They will, undoubtedly, cause serious injury or death to as a crankcase explosion can still occur even with the engine stopped. e) Switch off the auxiliary blowers.
any individual in their path.
Personnel should go to some place well clear of the engine room access f) Open the stores hatch.
(Note ! It is essential that all floor gratings, ladders and other fittings which corridors as a crankcase explosion can result in flame entering these
have been detached to assist in any maintenance procedure are secured again passageways. A safe location should be sought. g) Leave the engine room and go to a place of safety.
after that procedure is completed.)
Oil Mist in the Crankcase h) Lock the casing doors and keep away from them.
In isolated cases, when the entire crankcase has presumably been full of oil
mist, the consequential explosion has blown off the crankcase doors and set In order to ensure a reliable and quick warning of oil mist formation in the i) Prepare the fire fighting equipment.
fire to the engine room. crankcase, constant monitoring is obtained with an oil mist detector, which
successively samples air from each crankcase compartment. j) Do not open the crankcase until at least 20 minutes after stopping
Every precaution should therefore be taken to: the engine.
Oil Mist Detector
Avoid hot spots.
k) When opening up the crankcase, keep clear of possible spurts of
Detect the build-up of oil mist before its concentration reaches the Maker: Quality Monitoring Instruments Ltd flame.
lower explosion limit. Type: Light scatter
Model: QMI Multiplex WARNING
Hot Spots in the Crankcase NEVER use naked lights near an open crankcase and do not smoke.
The detector will give alarm and slowdown command at a mist concentration
Well-maintained bearings only overheat if the oil supply fails, or if the bearing which is only a fraction (3%) of the lower explosion limit (LEL), in order to l) Stop the lubricating oil pump.
journal surfaces become too rough owing to the lubricating oil becoming gain time to stop the engine before ignition of the oil mist can take place. It
corrosive, or being polluted by abrasive particles. must be realised that the mist detector can only detect mist in the crankcase m) Shut off the starting air and engage the turning gear.
atmosphere at the sampling point. Although samples are drawn from the upper
For these reasons, it is very important to: region of each engine unit crankcase space, as well as the camshaft gear drive n) Remove all the crankcase inspection doors on one side of the
Purify the lubricating oil correctly casing and the thrust bearing region, the mist concentration may be higher at crankcase.
other localities. If a mist detector alarm sounds action should be taken
Make frequent control analysis immediately and all personnel not involved in dealing with the engine control o) Locate the hot spot.
Ensure that the filter gauze is maintained intact should leave the engine room spaces and go to a location well away from
engine room access corridors. p) Feel over, by hand or with a thermo-feel, all the sliding surfaces
Due to the high loadings and speed at the integral thrust bearing, special care (bearings thrust bearing, piston rods, stuffing boxes, crossheads,
has been taken to ensure the oil supply to this bearing is always adequate and telescopic pipes, gear wheel drive, etc.). Even if one hot spot
excess oil should always be provided. location is detected always look for others and do not leave the
engine until all parts have been thoroughly checked for hot spots.

Look for squeezed-out bearing metal and discolouration caused by heat
(blistered paint, burnt oil, oxidised steel).
Keep possible bearing metal found at bottom of oil tray for later analysis.
q) Prevent further hot spots by preferably making a permanent

repair. The action taken will depend upon the nature of the
problem and the spares and facilities available on board for
making a permanent repair.
r) Ensure that the respective sliding surfaces are in good condition.
Take special care to check that the circulating oil supply is in order.
s) Start the circulating oil pump and turn the engine by means of the
turning gear.
t) Check the oil flow from all bearings, spray pipes and spray
nozzles in the crankcase, camshaft gear drive casing and thrust
bearing.
u) Check for possible leakages from pistons or piston rods.
v) Ensure that the oil mist detector is functioning correctly, that it

has been properly calibrated and that the sample pipes from each
unit are clear.
w) Start the engine. After 5-30 minutes, one hour later, then when
full load is reached, stop the engine and feel over.
Especially feel over, by hand or with a thermo-feel, the sliding surfaces which
caused the overheating.
CAUTION
If after a mist detector alarm the bridge is unable to authorise a stop due
to the situation in which the ship is operating, eg confined water, other
shipping, etc., the engine must be kept running. The engine is to remain on
bridge control and all personnel must evacuate the engine room to a place
of safety. Running the engine should be at as slow a speed as possible and
for as short a time as possible in order for the vessel to move to a position
of safety. Bridge and engine room personnel must be aware of the situation
and understand what is expected. These matters should be discussed by all
relevant officers before any such situation arises as during an emergency
it is essential that everybody knows what to do and why they are doing it.
Oil Mist Detector Panel in the Engine Control Room

Other Causes of Crankcase Explosions Slowdown Functions Alarms
Jacket cooling water inlet pressure low Leakage from high pressure fuel pipes
There is a possibility that the oil mist is due to atomisation of the circulating
oil, caused by a jet of air/gas, e.g. by combination of the following: Jacket cooling water outlet temperature high Fuel oil temperature high
Scavenge air box temperature high Fuel oil temperature low
Stuffing box leakages (not airtight).
Exhaust gas outlet temperature high Fuel oil viscosity high
Blow-by through a cracked piston crown or piston rod with direct
Oil mist detector (mist in crankcase) Fuel oil viscosity low
connection to crankcase via the cooling oil outlet pipe.
Cylinder LO no flow Fuel oil inlet pressure low
An oil mist could also develop as a result of heat from a scavenge fire
being transmitted down the piston rod or via the stuffing box. Stern tube bearing temperature high LO inlet temperature high
(Note ! A scavenge air box temperature high alarm appears on the alarm Piston cooling oil outlet temperature high
Hot air jets or flames could also have passed through the stuffing box display. The correct procedure is to then slow the engine down and investigate
into the crankcase. Piston cooling oil outlet no flow
the problem.)
Piston cooling oil inlet pressure low
Alarms and Trips
LO to bearings and thrust bearing pressure low
Shutdown Functions Thrust bearing temperature high
LO to bearings and thrust bearing pressure low LO to camshaft inlet temperature high
Thrust bearing temperature high LO to exhaust valves pressure low
Engine overspeed LO inlet to camshaft pressure low
Emergency stop Turbocharger LO inlet pressure low
Exhaust valve driving oil pressure low Turbocharger LO inlet temperature high
Exhaust valve spring air low pressure Turbocharger LO outlet temperature high
Fore and aft thrust pads temperature high Cylinder lubricators no flow
Exhaust valve driving oil, exhaust valve spring air and thrust pad temperature Jacket cooling water inlet pressure low
trips can be cancelled by emergency stop override button
Jacket cooling water outlet temperature high
Slowdown Request Alarms. Starting air pressure low
ME lubricating oil low pressure Control air pressure low
Thrust bearing high temp Air supply to exhaust valve air cylinder pressure low
Exhaust valve spring air low press Scavenge air manifold temperature high
Exhaust valve driving oil low press Scavenge air inlet pressure low
Exhaust gas cylinder outlet deviation abnormal Scavenge air box temperature high
Intermediate shaft bearing temp high Air cooler cooling FW inlet pressure low
Exhaust gas turbocharger outlet high temp Exhaust gas temperature high
Exhaust gas after turbocharger high
Oil mist detector (mist in crankcase)

Illustration 2.1.2a Main Engine Remote Control System - Manoeuvring Control
Telegraph Dial
(Telegraph Transmitter)
Port Wing Stbd Wing
Actuator
Drive 001
Unit
Governor
Solenoid Valve Panel
Actuator Stop
Wheelhouse Manoeuvring Console
310D 309
MV-Stop Fuel Oil Pump
MV-ES
AS AH
Key
Manoeuvring
Handle 310E
(Telegraph Transmitter) MV-STG Air
Hydraulic Oil
Electrical Signal
E/S Remote
310A
MV-AH Start O 5 10 Fuel Oil
Engine Control Room Console Stop
AS AH Start
310B Engine
MV-AS Local ME Air Start
Stopper Camshaft Automatic
Console
Manoeuvring Safety Device Stop Valve
Handle
(Telegraph Receiver)
310C
MV-SA
AS AH
P
PT
Speed Set
Remote Governor AH AS Oil
Stop
Control Control Bottles
Start Auto.
Unit Unit
Governor Shut Down
Set Reservoir
PS-SAP 3.5kg/cm2 Unit
Normally Closed
Set Disengage
5.0kg/cm2 Turning Gear
P
Key To Solenoid Valves
P
MV-STP: Stop
MV-AH: Ahead
MV-AS: Astern
MV-SA: Start
MV-STG: Slow Turning From
PS-MA Set Starting Air
MV-ES: Emergency Stop
5.0kg/cm2 System
PS-MA: Control Air Low Pressure From
PS-SAP: Exhaust Valve Spring Air Low Pressure Control Air System Automatic Stop Valve
for Slow Air Turning

2.1.2 Main Engine Remote Control System The control modes are changed at: Procedure when Starting the Main Engine from the Bridge
The local control station to LOCAL or REMOTE
Maker: Nabco Ltd a) When the telegraph transmitter is moved from the STOP to either
Governor Type: MG-800 The ECR station to ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO AHEAD or ASTERN direction, the camshaft changeover
solenoid valve 310A ahead or 310B astern, is energised. The
The main engine remote control system is designed for remote control of the Change of Control Modes output signal moves the camshaft to the required position, at the
main engine from the combined telegraph and manoeuvring lever in the wheel same time the starting signal is transmitted to the governor.
house. By moving this lever, the system will automatically start, stop, reverse
and control the speed setting of the main engine. BRIDGE CONTROL
b) The camshaft changeover solenoid is de-energised once the
STATION camshaft has completed its move. The starting air solenoid 310C
Transfer takes place
Start, stop and reversing are done electro/pneumatically, by a pneumatic valve is now energised and starting air is admitted into the engine.
immediately and without
cabinet. A separate safety system is also provided, which runs in parallel to the
Transfer only proposal, request or
remote control system. This protects the engine from damage by using c) Once the engine has run up to the air running speed, the air start
Transfer
Possible with acknowledgement
Transfer from
shutdown, slowdown and emergency stop functions. only possible takes place solenoid 310C is de-energised to shut off the starting air. The stop
acknowledgement active control station
with
E.C.R. CONTROL
immediately solenoid 310D is also de-energised and this releases the stop
Manoeuvring Function from active
acknowledgement
STATION
and without
cylinder 001 and fuel is supplied to the engine.
from active proposal, request
control station (Note ! Cannot be
Automatic manoeuvring by the telegraph transmitter in the wheelhouse, using control station or acknowledgement
prevented.)
from active
the micro-computer and pneumatic signals. control station
d) A preset time after the fuel has been supplied, the start signal for
(Note ! Cannot be prevented)
the governor is reset and quickly matches the telegraph
Start/Stop and Reversing Function transmitter signal. The engine speed then increases to that set by
Automatically controlled by the telegraph lever in the wheelhouse, through the the telegraph transmitter.
LOCAL CONTROL
remote control system to the pneumatic valves on the main engine. STATION
Misfire, Starting Failure and Restarting
Speed Control Function
Automatically controlled, the setpoint is transferred from the telegraph If the engine fails to start within a preset time, due to the engine speed falling
transmitter in the wheelhouse, through the remote control system to the (Note ! The local control station is the operating station with the highest below the air running speed, after fuel has been supplied, this is called a
governor system. priority. Interlocks prevent accidental energising of the solenoid changeover misfire. The engine is restarted automatically twice before a STARTING
valves during local control mode.) FAILURE alarm is given. The alarm can be reset by moving the telegraph to
Safety system Function STOP and procedures a) to d) repeated in order to restart the engine.
Any change of control mode is monitored on the bridge and ECR operating
Automatic shutdown and slowdown are operated from sensors on the main
panels. If the engine speed fails to reach the air running speed within a preset time, the
engine. Manual emergency stop, operated from switches on the bridge/engine
control room/engine side. starting operation is stopped and a STARTING FAILURE alarm is given.
Changing over control from the engine room to the bridge cannot be carried
out unless the following conditions apply: Once again the alarm can be reset by moving the telegraph to STOP and
Order Printer procedures a) to d) repeated in order to restart the engine.
Logs the telegraph and remote control system orders, such as the telegraph Turning gear is disengaged
position, critical alarms and rpm. It also produces event, periodic, status and Starting air automatic stop valve in the AUTO position Starting Interlocks
start-up logs.
The system has electric power The following conditions will prevent the engine starting:
Control Modes Control air pressure is normal Turning gear engaged
The following control modes operate the propulsion plant: The emergency stop is cancelled Emergency stop is engaged
Automatic control from the bridge The control system monitoring function is normal Starting failure has not been cancelled
Automatic control from the engine control room The AUTO SLOWDOWN request is normal Slow turning mode is in abnormal condition
Manual control from the engine control room (Note ! The changeover can be completed with the engine running, if the
Manual control from the local control station (emergency control) bridge and engine room engine speed settings are matched.)

Illustration 2.1.2b Main Engine Remote Control System - Bridge Control

Manoeuvring Auto Speed M-800- -W Bridge
Handle Control
Indicator
& Switch
Panel
Bridge Manoeuvring Panel
Engine Control Room
M-800- -C M-800- -S
Engine Control Room Engine Control Room
Control Panel Safety System Panel
Manoeuvring
Handle
Auto Speed
Control
MCG - 301 - C
Engine Electric Governor
Control Room M - 800 - - C REMOTE CONTROL UNIT
Manoeuvring Control Panel
M-800- -W Panel
Indicator
& Switch
Panel
Engine Room
Auxiliary Blower Control
Emergency/Local Actuator
Telegraph Receiver Control Panel Drive
Unit
Solenoid Valve Panel Governor

Actuator
Valve Position Feedback
Engine Speed
Sensors

Speed Control The indicator lamp LOAD DOWN PROGRAM is lit during this operation, and e) Once the engine is reversed and has run up to the air running
is extinguished when the speed is within the manoeuvring range. speed, the air start solenoid 310Cis de-energised to shut off the
Control of Harbour Speed starting air. The stop solenoid 310D is also de-energised and this
Programme Cancel releases the stop cylinder 001 and fuel is supplied to the engine.
By moving the telegraph transmitter into the normal manoeuvring positions,
the main engine speed corresponding to that position is set due to the governor The load programme can be cancelled by pushing the cancel button provided f) A preset time after the fuel has been supplied, the start signal for
control. However the engine speed can be continuously changed by moving the on the manoeuvring panels, both in the engine room and on the bridge. The the governor is reset and quickly matches the telegraph
telegraph transmitter into every other position if required. The relationship indicator lamp will be lit during the time the programme is in the cancelled transmitter signal. The engine speed then increases to that set by
between telegraph position and speed is defined by a programmed curve as state. the telegraph transmitter.
seen below.
Speed Increase Rate Semi-Crash Astern
Speed
Speed Signal
Signal
During bridge control the speed increase rate can only be adjusted within the This is a reversing operation when the engine speed is equivalent to half ahead.
limits set by the value at the engine control console. The indicator lamp
SPEED LIMIT will be lit during this period. The procedure is the same as at the lower speed, except the governor timing
setting allows the engine to be reversed in a shorter time.
Stopping
Crash Stop
The main engine is stopped by moving the telegraph transmitter to the stop
position. This energises the solenoid valve 310D and the stop cylinder, 001, is This is a reversing operation when the engine speed is equivalent to more than
operated and the fuel is shut off. full ahead.
Slow Turning The procedure is the same as at the lower speed, except the timing settings for
the governor, the starting air and the camshaft (rpm) changeover, allow the
If the main engine is stopped for a preset time, the slow turning programme engine to be reversed in a shorter time.
Full Slow Half
Full Slow Dead Stop
Half Dead Stop Dead Slow Half
Dead Slow Full Nav.
Half Full Full
Nav. Full
Slow Slow
will be initiated and the engine will be turned slowly for a number of
Slow Slow revolutions. Rough Sea Conditions
ASTERN AHEAD
Reversing Procedure with Engine Running at Dead Slow or Slow Ahead By pressing the ROUGH SEA illuminated pushbutton on the bridge console,
Telegraph Transmitter
Telegraph TransmitterPosition
Position
the engine fuel oil supply will be controlled to prevent an overspeed trip
a) Whilst the engine is running in the ahead direction, move the occurring.
telegraph transmitter to an astern position.
Programmed Speed Increase Towards Navigation Speed Power Failure Procedures
b) As the engine direction is different from that of the telegraph
When the telegraph transmitter is moved to the NAV. FULL position, the transmitter, the stop solenoid valve 310D is energised and the stop AC Power Failure:
engine speed is accelerated instantly up to the load up programme starting cylinder 001 is operated to shut off the fuel to the engine.
Changeover is automatic to DC source
position.
c) When the engine speed has decreased to the reversing level, the DC Power Failure:
From this position, up to full sea speed, the increase in speed is controlled by astern solenoid valve 310B is energised. This in turn allows the
the programme loading up mechanism. The indicator lamp LOAD UP camshaft to be moved to the astern position. This has no influence on the main engine operation
PROGRAM is lit during this operation.
Control Air Pressure Failure:
d) Once the camshaft has moved to the astern position, the astern
Programmed Speed Decrease From Navigation Speed solenoid 310B is de-energised, and the start solenoid valve 310C The main engine can be stopped using the governor actuator
is energised. Starting air (brake air) is now supplied to the engine
When the telegraph transmitter is moved from the NAV. FULL position, to a and the governor is set to starting mode. AC, DC and Control Air Failure:
position below FULL, the load down programme is initiated. The engine speed The engine will gradually stop and control can only be maintained at
is decelerated gradually down to NAV. FULL, and then instantly decelerated the local station
down to the speed corresponding to the telegraph transmitter position.

Back-up Control c) Check the speed of the engine from the ten keypad display on the
control unit for the governor.
If failure occurs in the control system, a back-up control system is fitted to
allow the main engine to be started, stopped, reversed and the speed controlled.
A selector switch is provided for starting and stopping, pushbuttons for
reversing and a dial for speed control.
(Note ! The engine must be stopped before the back-up system is engaged.)
Operating Procedures
Starting:
a) Ensure the speed adjusting dial is in the start position.
b) Move the back-up selector switch to the START position.
The starting air solenoid valve is energised and engine starts to turn.
c) After confirming that the engine has reached the starting speed,
operate the selector switch to the RUN position.
The starting air will be cut off and fuel oil will be supplied to the engine,
causing it to run at the speed equivalent to the dial position.
Speed Control:
a) Adjust the engine speed to that required by moving the dial.
b) Check the speed of the engine from the ten keypad display on the
control unit for the governor.
(Note ! There is no loading up programme control available, so speed increase

must be done slowly.)
Stopping:
The engine is stopped by turning the back-up selector switch to the STOP Main Engine Changeover Panel
position.
Reversing:
(Note ! The reversing operation must only be done after visually checking that
the engine speed has fallen to below the changeover speed.)
a) Ensure the backup selector switch is in the STOP position.
b) Press the required button, either ASTERN’ or ‘AHEAD.

Illustration 2.1.3a Main Engine Safety System
EMERGENCY
Manoeuvring Auto Speed M-800- -W EMERGENCY EMERGENCY
STOP Handle Control STOP STOP
Indicator
& Switch
Panel
Bridge Manoeuvring Panel

Bridge Wing Bridge Wing
Wheelhouse
Engine Control Room
EMERGENCY M-800- -C M-800- -S

STOP
Engine Control Room Engine Control Room
Control Panel Safety System Panel
Manoeuvring
Handle
Auto Speed
Control
MCG - 301 - C
Engine Electric Governor
Control Room M - 800 - - C REMOTE CONTROL UNIT
Manoeuvring Control Panel
M-800- -W Panel
Indicator
& Switch
Panel
Engine Room
Auxiliary Blower Control
EMERGENCY
STOP Emergency/Local Actuator
Telegraph Receiver Control Panel Drive
Unit
Solenoid Valve Box

Governor
Actuator
Valve Position Feedback
Engine Speed
Sensors

2.1.3 Main Engine Safety System Main Operational Features Slowdown Request Alarm
Introduction Automatic Emergency Stop This function is an alarm signal which requests the operator to reduce the speed
of the main engine. The following conditions activate the alarm:
The main engine safety system is designed to monitor the ship’s main engine This function energises solenoid valve 309 which operates stop cylinder 001. Scavenge box fire (request slowdown only)
performance and speed. It then controls the safety functions, such as shutdown This cuts off the FO supply to the main engine and the governor receives a
and slowdown, if the engine’s monitored operations exceed defined limits for shutdown signal and the engine stops. The following conditions cause the Crank case oil mist high density (oil mist detector signal)
longer than a preset time. The system provides the following control and automatic emergency stop: Jacket cooling FW inlet pressure low
monitoring facilities: 1. Overspeed Jacket cooling FW outlet temperature high
Control of: 2. Lubricating oil pressure low Piston cooling oil outlet temperature high
Automatic emergency stop 3. Exhaust valve driving oil pressure low Cylinder exhaust gas outlet temperature high
Automatic emergency slowdown 4. Exhaust valve spring air pressure low Cylinder LO flow stopped
5. Thrust bearing high temperature (forward or aft) Stern tube bearing temperature high
Monitoring of:
Engine speed Main engine LO pressure low
The automatic emergency stop operates instantly in the case of the engine
Computer output signal overspeed (1), but only after a preset time has elapsed when the other Thrust bearing high temperature (forward or aft)
conditions occur. Exhaust valve spring air pressure low
Emergency stop (auto-stop) solenoid valve circuit
Wheelhouse - engine room communication (Note ! The emergency stop conditions 3, 4 and 5 can be cancelled by Cylinder exhaust gas outlet temperature deviation abnormal
operating the EMERG. STOP OVERRIDE switch. The main engine can then Intermediate shaft bearing temperature high
Manual emergency stop switches are provided at the following locations: continue to be run.)
Exhaust valve driving oil pressure low
Bridge manoeuvring console
Automatic Emergency Slowdown Turbocharger exhaust gas outlet temperature high
Port and starboard bridge wing consoles
Engine control room console This function is only available when the main engine is running faster than Manual Emergency Stop Procedure
slow ahead and is activated by the thrust bearing high temperature alarm
Main engine local control console (forward or aft thrust). a) Operating the emergency stop switch has the same effect as the
automatic emergency stop function, the solenoid valve 309 MV-
Wrong way alarm function: (Note ! This function can be cancelled by operating the AUTO SLOWDOWN ES is energised. The action consists of pushing the button which
OVERRIDE switch.) in turn lights the indicator lamp.
A wrong way alarm is given when the camshaft changeover is not completed
within a preset time. The alarm operates at the wheelhouse and engine room
b) The switch is reset by pushing again and the switch indicator light
control console. At the local control station, at the engine side, the alarm is
goes out.
given if the operator attempts the reversing operation against the command
from the wheelhouse telegraph transmitter.
c) The telegraph must then be moved to the STOP position.

Manhole
Safety Valve
Steam Out
Stay Bar
Emergency Feed Inlet
Main Feed Inlet
Water Water Level Gauge
Sootblower lance
Combustion Gas
Issue: 1 2.2 Boilers and Steam Systems - Page 1 of 12

2.2 Boilers and Steam Systems FD Fan (Compound -Turbo) Sunflame Industries. i) Open all pressure gauge valves and ensure that all valves on the
pressure gauge piping are open.
2.2.1 General Description FO Pump (Gear Type) Nippon G-Rotary Mfg. Co. Ltd.
j) Check and close all blow-off valves and drain valves.
The steam generating plant consists of one oil fired boiler and one exhaust gas FO Heater (Electric) Toyo Heater Mfg. Co. Ltd. k) Fill the boiler until water level appears 25 to 50 mm high in the
boiler. In port the steam demand of the plant is served by the oil fired boiler. gauge glasses. Allow for swell in level after firing.
At sea, steam demand is met by supplying boiler water to the exhaust gas Description
boiler. The steam produced is normally sufficient to allow the oil fired boiler l) Check operation of gauge glasses and compare with remote
to be shut down. General Construction reading instruments.
Oil Fired Boiler The boiler is of the steel welded vertical cylindrical design, with a horizontal (Note ! Remote reading instruments may not be accurate until steam is being
closely spaced tube bank in the upper section. The tube bank rests in the generated.)
Maker: Aalborg Industries combined steam/water drum which is cylindrical with two flat plates on the top
Model: AQ12 and bottom. Due to the internal pressure, the flat plates are mutually connected Raising Pressure with no Steam Available from the Exhaust Gas Boiler
Type: Vertical cylindrical with horizontal water tube bank by vertical solid stays. Steam is generated by the hot gasses flowing vertical up
Evaporation: 1,600 kg/h through the tube bank which contains the boiler water. The boiler is oil fired a) Set up the diesel oil system for the pilot burner.
Steam condition: 7 kg/cm2 saturated steam by a horizontal burner situated in the lower section.
Fuel oil: At cold start MDO, thereafter HFO b) Purge the furnace with the forced draught fan for one minute with
Fuel oil viscosity: HFO up to 700 cSt at 50°C Where necessary, manholes and peepholes are provided for easy access and the vanes fully open.
Safety valve setting: 8 kg/cm2 inspection.
Fuel oil consumption: 120 kg/h at 100% evaporation c) Reduce the air pressure at the windbox to between 10 and 20 mm
The combined steam/water drum has a feedwater internal pipe, surface blow water gauge and close the recirculating valve.
Boiler Associated Equipment off internal pipe and water sampling pipe.
d) Light the pilot burner and adjust air and fuel pressure, to ensure
Equipment Manufacturer Insulation is provided on the outer surface of the boiler and outermost surface stabilised combustion, using the furnace observation port and
is covered with galvanised steel casing. smoke indicator.
Combustion Control Sunflame Industries
Electronic/Air Operated Operating Procedure e) When raising the pressure, keep the burner firing for 5 minutes
The following steps should be taken before attempting to flash up the boiler: and out of service for 15 minutes repeatedly at the lowest oil
Feedwater Regulator Aalborg Industries pressure (2.5 kg/cm2) for one hour. Again, repeatedly light and
Electronic/Air Operated a) All foreign materials to be removed from internal pressure parts. shut down the burner to raise pressure as recommended by the
manufacturer. A guideline would be to aim for 7 kg/cm2 after 1.5
Remote Water Level Gauge Aalborg Industries b) Ensure all gas side-heating surfaces are clean and all refractory is hours firing.
Electronic in good condition.
c) The furnace bottom and the burner wave box to be cleaned of oil f) When the drum pressure has risen to about 1.5 kg/cm2, close the
Drum Level Safety System Aalborg Industries. drum vent valve.
and other debris.
Electronic
d) Ensure all personnel are clear. g) Drain and warm through all steam supply lines to ancillary
Oil Burner Sunflame Co. Ltd equipment before putting the boiler on load.
Rotary Cup Oil Burner e) All manhole covers to be securely tightened.
h) Supply steam to the FO tank. When the tank is of sufficient
Sootblower Aalborg Industries. f) Inspect safety valves and see that gags have been removed and
temperature to be pumped by the FO pump, supply steam to the
Rotary Type easing levers are in good condition.
FO heater and prepare to change over from DO to FO. Continue
g) Open root valves for all instruments and controls connected to the circulating FO as before.
Water Level Gauge Aalborg Industries boiler.
Reflex Type i) At working pressure, switch to automatic operation.
h) Open the vent valve of the combined steam/water drum.
Safety Valve Aalborg Industries
Full Bore Type

Raising Pressure with Steam Available from the Exhaust Gas Boiler Shutting Down Flame Failure
a) Start the forced draught fan, open the inlet vanes and purge the a) Operate the sootblower before shutting down the boiler whenever In the event of flame failure, close the oil inlet valve and reduce the air pressure
furnace. possible. to prevent over cooling the furnace.
b) Start the HFO burning pump and circulate oil through the heater b) Shut down the burner. Purge the furnace before re-lighting the burner. Always use the pilot burner for
and burner manifold. Open the recirculating valve and discharge ignition.
the cold heavy oil in the line. c) Continue the operation of the forced draught fan for a short while (Note ! Never attempt to re-light the burner from the hot furnace refractory.)
after shutting down keeping an air pressure of 150 mm water
At normal sea going conditions, the boiler HFO system tanks and lines will gauge at the burner inlet and purge the furnace of combustible Taking the Boiler Out of Service
contain heated HFO. gases.
When taking a boiler out of service, the wet lay up method is preferable, this
c) Reduce the air pressure at the windbox to between 10 and 20 mm d) Maintain the water level visible at about 50 mm in the gauge is because it requires less preparation and can be quickly returned to service.
water gauge. glass.
When the boiler is in the cooling down process following shutdown, inject into
d) Close the recirculating valve. e) Open the drum vent valve before the boiler reaches atmospheric the drum appropriate quantities of boiler chemicals, using the boiler chemical
pressure. injection device. To ensure adequate protection of the boiler, follow the
e) Light the burner and adjust air and fuel pressure to ensure guidelines given by the chemical supplier.
stabilised combustion, using the furnace observation port and f) Change the fuel system to diesel oil and circulate back to the tank.
smoke indicator. When the pressure is approaching atmospheric pressure, open the steam drum
If steam is available from the economiser, the boiler FO system should remain air vent valve.
When raising the pressure, keep the burner firing for 5 minutes and out of in use.
service for 15 minutes repeatedly at the lowest oil pressure (2.5 kg/cm2) for When the pressure is off the boiler, supply distilled water until it issues from
one hour. Again, repeatedly light and shut down the burner to raise pressure as g) When the fuel oil has been purged, shut down the fuel system. the vent valve, then close the vent valve.
recommended by the manufacturer. A guideline would be to aim for 7 kg/cm2
after 1.5 hours firing. After the boiler has been shut down for 4 hours the forced draught fan may be Put a hydrostatic pressure of 2.5 to 4 kg/cm2 on the boiler. Hold this pressure
used to assist cooling down, but to avoid damage to refractory allow the boiler until the boiler has cooled to ambient temperature. Bleed the boiler using the
f) When the drum pressure has risen to about 1.5 kg/cm2, close the to cool down naturally if possible. vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 1.5 to
drum vent valve. 3 kg/cm2 on the boiler.
CAUTION
g) Drain and warm through all steam supply lines to ancillary Do not attempt to cool down the boiler by blowing down and then by Take a periodic boiler water sample and replenish any spent chemicals.
equipment before putting the boiler on load. filling with cold water.
Before returning the boiler to service, drain the boiler to the normal working
Shutting Down in an Emergency level and return the chemical content concentration to the normal level by
blowing down.
Should the boiler trip when the burner is in use due to the too low alarm, and
the subsequent trip of the fuel oil supply, shut down the steam stop valve, feed Maintaining the Boiler in a Warm Condition
valve and forced draught fan after purging the furnace.
At sea the oil fired boiler should be maintained in a warm condition by
CAUTION supplying steam to the heating element in the drum. This is done by closing the
Never attempt to feed water until the boiler has cooled sufficiently. heating coil drain valve and opening the inlet and outlet valves. The boiler
pressure should be maintained at 0.5 kg/cm2 or above. When the heating
element is not in use the inlet and outlet valves are closed and the drain left
open.

2.2.2 Boiler Control System Procedure for the Preparation of Boiler Operation from Cold Manual Operating Procedure (Diesel Oil Fired)
Maker: Sunflame Co. Ltd The boiler is started on DO WARNING

Model: SSR-1.5 In emergency operation the safety interlocks are reduced to TOO LOW
a) Check the DO/HFO service tanks for contents level (replenish as
WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
Introduction necessary) and for any water contamination.
be carefully and continually supervised by the ship’s engineering staff.
The system provides remote, manual and automatic operations of the oil b) Check that all of the filters are clean.
a) Start the DO pump.
burner. Its control unit contains a programmable sequence control which
operates the furnace purge, pilot burner and automatic operation of the burner c) Ensure that all instrumentation valves are open and that the
instruments are reading correctly. b) Ensure the FO heater switch is in the OFF position and the
solenoid valve, by linking with the boiler protection system and the automatic thermostat bypass switch is in the ON position.
combustion control. In an emergency, and to protect the boiler, the control
system shuts off the fuel supply to the burner. d) Ensure that control air is supplied to the system and that there is
power at the combustion control system. c) Turn the oil flow control switch to the MANU. LOW position and
the oil solenoid switch to ON.
The system includes the following control devices:
e) Check the action of each pilot lamp and buzzer using the test
Combustion chamber flame eye switch on the control panel. d) Turn the burner operation switch to IGNITION MANU, and after
the IGNITION READY lamp lights up (located at the burner
Recirculation thermostats on the HFO and WO pumps (temperature
f) Reset the boiler interlock alarm. side) press the IGNITION button and keep depressed. Check that
control)
ignition has occurred (normally 3 seconds) before releasing.
DO solenoid valve (HFO/DO changeover) g) Check that all alarm lamps are out.
(Note ! Pre-purge is set for a minimum of 30 seconds. If however, ignition fails
Oil/air flow control motor
h) Check the water level in the steam drum gauge glass. to occur after 5seconds, turn off the burner operation switch and investigate the
Oil heater sensor and relay system (HFO temperature control) cause of the failure. When the pilot burner flame has been confirmed, ensure
i) Ensure all valves closed. the fuel oil solenoid switch is in the ON position.)
The boiler pressure is controlled by the operation of the burner in an on/off
mode. The burner is of the high speed rotary cup design, fuel oil being fed to j) Open up the valves as in the following table: e) After the pilot burner has ignited, turn the SOLENOID V.
the tip of the burner where it is spread out at an angle of 90°. Air, from primary MANU. switch together with pushing the MANUAL IGNITION
air nozzles, rotates in the opposite direction for atomisation of the oil. Finally, Position Description Valve button and release both once the main burner has ignited.
combustion is completed by air from the windbox mixing with the burning oil
Open DO service tank suction quick closing valve OV35
particles. f) Operate the burner on a low combustion rate until the boiler
The boiler has a DO pilot burner pump which take suction from the DO service Open DO supply valve to boiler burner pump pressure has reached 1 kg/cm2.
suction line OV42
tank via the pump suction filter and supplies DO to the pilot burner. The pilot
burner supply solenoid valve is controlled by the automatic combustion control Open DO burner pump discharge valve OV43 g) Once the boiler pressure has reached 1 kg/cm2 change over to a
system. high combustion rate by turning the oil flow control switch to
Open DO supply valve to pilot burner strainer OV46 MANU. HIGH.
Ignition of the HFO burner flame is done by a DO pilot burner, which is ignited Open HFO service tank suction valve OV20
by an electrode. This design prevents the electrode coming into contact with h) If the boiler is still operating in a steady state, the changeover to
HFO and becoming covered by carbon. Open HFO pump HFO line suction valve OV53 HFO can be made by operating the changeover valves and
carefully observing the burner flame as the ignited HFO enters the
Open HFO pump suction valve OV57
Emergency shut down of the burner will occur after post purge, when: furnace.
Open HFO pump discharge valve OV58
The flame eye detects an abnormal flame When the boiler pressure has reached its designed pressure, the burner can be
Open HFO heater inlet valve OV72
Ignition fails within the allocated time allowed shut down by turning the oil flow control switch to MANU. LOW and the oil
Open HFO heater outlet valve OV62 solenoid switch to OFF.
Power failure on the boiler panel will also stop the burner. Operational HFO/air flow control valve
k) Start the HFO pump.
l) Circulate HFO through the heater.

Automatic Operation Procedure Position Description Valve
a) Turn the oil heater switch to ON. Open Waste oil service tank suction
quick closing valve OV39
b) Turn the burner operation switch to AUTO.
Open Waste oil pump suction valve OV67
c) Set the FO flow rate to AUTO, and leave the FO pump on
MANUAL. Open Waste oil pump discharge valve OV45
The automatic operation sequence (controlled by the boiler steam pressure) e) Shut off the main burner solenoid valve.
will be carried out as follows:
f) Turn changeover cocks to allow waste oil to be supplied to the
Start signal (FD fan starts) main burner.
Pre-purge (30seconds)
g) Start the waste oil pump.
Ignition of the pilot burner and then the main burner, using DO
Low combustion rate (as the boiler stabilises) h) Turn on the BURNER AUTO switch.
Change over from DO to HFO The burner will now go through the automatic operation sequence and fire on
waste oil. It will be necessary to change the FO pressure and flow to suit the
High combustion rate (to meet the steam demand)
waste oil characteristics.
Low combustion rate (as the boiler pressure reaches maximum)
Procedure To Stop Waste Oil Combustion
Stop burner signal (due to boiler pressure near maximum)
Change back to DO (11seconds DO purge time) a) Close the burner solenoid valve.
Burner shuts off
b) Stop the waste oil pump.
Post purge (30seconds)
c) Open valve OV49 to allow waste oil pump to take suction from
Stop signal
the DO service tank.
CAUTION d) Open the burner solenoid valve and turn on the BURNER AUTO
Do not shut off the main power switch until the sequence has been switch.
completed.
e) Once the automatic sequence has cut in the waste oil pump, allow
Waste Oil Combustion it to fire for 3 minutes on DO in order to allow waste oil to be
flushed out of the pipelines.
Procedure for Operating the Boiler on Waste Oil Combustion
f) Stop the waste oil pump.
a) Check the waste oil tank for water content by operating the test
cock and draining any water present. g) Turn the changeover cocks to allow HFO to be supplied to the
main burner.
b) Check the waste oil pump strainer and clean if necessary.
h) Turn on the BURNER AUTO switch.
c) Ensure the waste oil tank contents temperature is raised to
between 80°C and 100°C before opening the tank outlet valve The boiler burner will now return to HFO combustion via the automatic
OV39. operation sequence.
d) Set up the valves as in the following table:

2.2.3 Sootblowers
Oil Fired Boiler Sootblower
Maker: Aalborg Industries

No. of sets: 1
Air supply: 20-30 kg/cm2
Working pressure: 12-15 kg/cm2
Air consumption: 72 nm3/min
Blowing time/sequence: 23 secs
Sootblowing has to be carried out at regular intervals to ensure that the heat
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
constitute a fire hazard.
Sootblowing should be operated daily when the boiler is in use, bearing in

mind the position of the vessel and any local legislation concerning pollution
and clean air. They should be operated when leaving port prior to shutting
down the boiler.
When in automatic mode, the sootblower will operate every 8 hours.
Procedure for the Operation of the Sootblower
a) The boiler should be at a minimum of 50% of full load.
b) Open air isolating supply valve SAV32.
c) Start the sootblowing sequence.
The sequence is automatic and will consist of either one or two operations of
the sootblowers
d) At the completion of sootblowing, shut the master valve SAV32.
(Note ! The main air pressure must be kept in the 20-30 kg/cm2 range to
maintain the nozzle pressure at 12-15 kg/cm2. An orifice is fitted in the air
supply line to create a pressure reduction at the nozzle.)
Oil Fired Boiler Sootblower

Illustration 2.2.4a Steam System
No.1 ME and Waste Waste
SV64 SV62 No.1 FO GE FO Heater Key
No.1 LO SV35 Oil Service Oil Settling
Purifier Heater Tank
Purifier Heater SV37 Tank
SV39 T T Steam
TC No.2 ME and
TC GE FO Heater Electric Signal
SV36
SV118 Condensate
SV65 SV63 SV33
No. 2 LO No. 2 FO
Purifier Heater SV114 Air
Purifier Heater SV38
SV40 SV97 SV34
TC SV42 SV41 Lubricating Oil
TC SV11 Incinerator Waste Oil Service Line
SV112
SV32 From
Fuel Oil
From GS Air System
GS Air SV80 SV120 SV122
FO Purifier HFO Transfer FO Back-Wash Filter System Sludge Pump
Near
Out Line Pump SV46 Drain Delivery Line
Purifiers SV76 SV121 SV123
SV53 Delivery Line SV73
FO Drain Line Sludge Pump Suction Line GE FO WO Settling Boiler Waste Oil Service Line
ME & GE Drain Line Tank Outlet Line
SV91 SV77 To Air Conditioning Unit
FO Return
Boiler FO SV27 and Calorifier in
Reciever FO Purifier Suction Line
ME Service Line Machinery Deck Accommodation
Top Grating SV94 SV93 No.1 FO SV75 TI Starboard Aft
ME & GE Purifier Line SV48
FO Supply Line SV30
SV84 SV66 SV43
GE FO No. 2 FO FO
Return Line SV87 Purifier Line Sludge To Safe Area
SV92 Tank No.3 Burner On/Off
Near SV61 SV57 7-4kg/cm2
GE LO SV68 FO Tank P
GE T/C Pressure Reducing
Settling SV9 SV55 (Port) SV104 Regulator PAL PAH
Tank FO FO Burner High/Low
SV44
Service Settling LO Sludge SV8 SV4
T Tank Tank T SV102 PI
Tank
T SV29 ME LO PS PS
SV5
Settling Tank ME FO Inlet Scavange PI PAL PAH
Line Tracing ME FO Drain Near
Excess Steam ESD
SV83 Service Line Line Main Engine SV81 To Atmospheric
Turbocharger SV1
SV18 ME Jacket Condenser
Main Engine FW Heater Floor (Port) PC
SV88 SV28 SV54
Workshop ME FO Drains SV50 Forward SV2
SV90
Tracing PS
SV52 P
Stuffing P
Stuffing T
Box Drain Main Engine HFO
Box Drain T
Purifying Tank Turbocharger LO Transfer Pump FO Filling
Tank SV105
Drain Tank Suction Line Line SV13
SV14
SV10
Waste SV15 No.3
Bilge Oil FO Tank SV SV
Separator Tank Main Engine FO
SV59 (Starboard) 78 99
Air Cooler Overflow SV
SV31 SV16
Cleaning Tank 98
Floor Aft Tank FO Drain SV79 Exhaust
Tank Floor (S) Gas
Oil Fired
SV51 SV26 Forward Boiler Boiler
SV56 SV49
SV47 SV25
SV95
SV74 SV24 SV23 SV22 SV21 SV20 SV19
No.2 FO Tank No.1 FO Tank No. 2 FO Tank No. 2 FO Tank

To Bilge
(Port) (Centre) (Centre) (Starboard) To Bilge
Water Tank
Water Tank

2.2.4 Steam System Preparation for the Operation of the 6 kg/cm2 Steam System Open Main engine/generator engine HFO heater
control valve inlet valve SV32
General Description All steam services should be shut down when not required. Open Main engine/generator engine HFO heater
The oil fired boiler and the exhaust gas boiler both supply saturated steam to a control valve outlet valve SV33
steam system. All of the ship’s steam requirements are supplied from this Line drain valves to the bilge should be open when the system is shut down
and closed before warming through. Open Main engine/generator engine HFO heater
system either at the normal steam generating pressure of 6 kg/cm2 or, via a regulating valve SV97
reducing valve, at a pressure of 4 kg/cm2. When the exhaust gas boiler is in
operation, any steam in excess of that required to meet the ship’s needs is The following valves provide 6 kg/cm2 steam services to designated items of Closed Main engine/generator engine HFO heater
dumped to the atmospheric condenser. equipment in the ship. The valves will be opened as required together with the controller bypass valve SV34
exhaust steam valves which allow exhaust steam to flow to the condenser and
condensate to flow to the feedwater cascade tank (see section 2.3 Condensate Open No.1 Main engine/generator engine HFO
The services supplied by the steam system are listed as follows:
heater inlet valve SV35
and Feed Systems). The operation of drain traps should be checked periodical-
HFO service and settling tanks
ly to ensure that they are operating effectively; steam flowing back to the Open No.2 Main engine/generator engine HFO
Main engine and generator engine HFO heaters feedwater cascade tank is indicative of a defective drain trap. heater inlet valve SV36
HFO drain and overflow tanks Open Main engine/generator engine HFO 2nd filter
In the list below the tank and valves are shown as open, but this will only be steam inlet valve SV112
HFO bunker tanks the case when heating is required in that tank or system.
Open Main engine/generator engine HFO 2nd filter
HFO purifier heaters Supply valves to hose connections are shown as closed and these will only be steam outlet valve SV111
Main engine LO settling tank opened when steam is required at that location. Open Main engine/generator engine HFO standby
filter steam inlet valve SV115
Main engine turbocharger LO drain tank Position Description Valve
Open Main engine/generator engine HFO standby
Generator engine LO settling tank Open No.1 HFO tank (centre forward) inlet valve SV23 filter steam outlet valve SV113
Stuffing box drain tank Open No.1 HFO tank (centre aft) inlet valve SV22 Open No.1 HFO purifier heater inlet valve SV37
Stuffing box drain purifier tank Open No.2 HFO tank (port) inlet valve SV24 Open No.1 HFO purifier heater control valve SV62
HFO sludge tank Open No.2 HFO tank (centre aft) inlet valve SV21 Open No.2 HFO purifier heater inlet valve SV38
LO sludge tank Open No.2 HFO tank (centre forward) inlet valve SV20 Open No.2 HFO purifier heater control valve SV63
LO purifier heaters Open No.2 HFO tank (starboard) inlet valve SV19 Open No.1 LO purifier heater inlet valve SV39
Main engine jacket FW heater Open No.3 HFO tank (port) inlet valve SV67 Open No.1 LO purifier heater control valve SV64
Steam tracing Open No.3 HFO tank (starboard) inlet valve SV31 Open No.2 LO purifier heater inlet valve SV40
Bilge separator Open HFO settling tank inlet valve SV66 Open No.2 LO purifier heater control valve SV65
Waste oil drain tank Open HFO settling tank temperature regulating valve SV61 Closed Purifier room steam line SV53
Waste oil service tank Open HFO service tank inlet valve SV68 Open Main engine LO setting tank inlet valve SV9
Waste oil settling tank Open FO overflow tank inlet valve SV79 Open Generator engine LO setting tank inlet valve SV29
Air cooler cleaning tank Open FO sludge tank inlet valve SV57 Open Main engine turbocharger LO drain tank inlet valve SV105
Incinerator Open Waste oil tank inlet valve SV25 Open Stuffing box drain tank inlet valve SV15
Air conditioning plant Open Waste oil settling tank inlet valve SV11 Open Stuffing box drain purifier tank inlet valve SV14
Calorifier Open Waste oil settling tank temperature regulating valve SV118 Open Main engine jacket FW heater inlet valve SV81
Deck services Open Waste oil service tank inlet valve SV12 Open Bilge separator inlet valve SV26
Engine room services Open Waste oil service tank temp. regulating valve SV114 Open Bilge separator temperature regulating valve SV59
Main boiler and exhaust boiler drum heating

Illustration 2.2.4a Steam System
No.1 ME and Waste Waste
SV64 SV62 No.1 FO GE FO Heater Key
No.1 LO SV35 Oil Service Oil Settling
Purifier Heater Tank
Purifier Heater SV37 Tank
SV39 T T Steam
TC No.2 ME and
TC GE FO Heater Electric Signal
SV36
SV118 Condensate
SV65 SV63 SV33
No. 2 LO No. 2 FO
Purifier Heater SV114 Air
Purifier Heater SV38
SV40 SV97 SV34
TC SV42 SV41 Lubricating Oil
TC SV11 Incinerator Waste Oil Service Line
SV112
SV32 From
Fuel Oil
From GS Air System
GS Air SV80 SV120 SV122
FO Purifier HFO Transfer FO Back-Wash Filter System Sludge Pump
Near
Out Line Pump SV46 Drain Delivery Line
Purifiers SV76 SV121 SV123
SV53 Delivery Line SV73
FO Drain Line Sludge Pump Suction Line GE FO WO Settling Boiler Waste Oil Service Line
ME & GE Drain Line Tank Outlet Line
SV91 SV77 To Air Conditioning Unit
FO Return
Boiler FO SV27 and Calorifier in
Reciever FO Purifier Suction Line
ME Service Line Machinery Deck Accommodation
Top Grating SV94 SV93 No.1 FO SV75 TI Starboard Aft
ME & GE Purifier Line SV48
FO Supply Line SV30
SV84 SV66 SV43
GE FO No. 2 FO FO
Return Line SV87 Purifier Line Sludge To Safe Area
SV92 Tank No.3 Burner On/Off
Near SV61 SV57 7-4kg/cm2
GE LO SV68 FO Tank P
GE T/C Pressure Reducing
Settling SV9 SV55 (Port) SV104 Regulator PAL PAH
Tank FO FO Burner High/Low
SV44
Service Settling LO Sludge SV8 SV4
T Tank Tank T SV102 PI
Tank
T SV29 ME LO PS PS
SV5
Settling Tank ME FO Inlet Scavange PI PAL PAH
Line Tracing ME FO Drain Near
Excess Steam ESD
SV83 Service Line Line Main Engine SV81 To Atmospheric
Turbocharger SV1
SV18 ME Jacket Condenser
Main Engine FW Heater Floor (Port) PC
SV88 SV28 SV54
Workshop ME FO Drains SV50 Forward SV2
SV90
Tracing PS
SV52 P
Stuffing P
Stuffing T
Box Drain Main Engine HFO
Box Drain T
Purifying Tank Turbocharger LO Transfer Pump FO Filling
Tank SV105
Drain Tank Suction Line Line SV13
SV14
SV10
Waste SV15 No.3
Bilge Oil FO Tank SV SV
Separator Tank Main Engine FO
SV59 (Starboard) 78 99
Air Cooler Overflow SV
SV31 SV16
Cleaning Tank 98
Floor Aft Tank FO Drain SV79 Exhaust
Tank Floor (S) Gas
Oil Fired
SV51 SV26 Forward Boiler Boiler
SV56 SV49
SV47 SV25
SV95
SV74 SV24 SV23 SV22 SV21 SV20 SV19
No.2 FO Tank No.1 FO Tank No. 2 FO Tank No. 2 FO Tank

To Bilge
(Port) (Centre) (Centre) (Starboard) To Bilge
Water Tank
Water Tank

Open Main engine HFO tracing steam inlet valve SV18 Closed Near purifiers SV53
Open Main engine HFO injection valve tracing steam Closed Generator engine turbocharger SV55
inlet valve SV83
Closed Main engine turbocharger SV54
Trace Steam Lines
To Atmospheric Condenser
Open Main engine/generator engine FO supply line SV84
Open Pressure control valve SV3
Open Generator engine HFO return line SV92
Open Pressure control valve inlet valve SV1
Open Main engine HFO service line SV88
Open Pressure control valve outlet valve SV52
Open Boiler HFO service line SV93
Closed Pressure control valve bypass valve SV2
Open HFO transfer pump suction line SV82
Open Inlet to pressure control regulator SV90
Open HFO transfer pump delivery line SV73
Preparation for the Operation of the 4 kg/cm2 Steam System to the Air
Open HFO purifier suction line SV75 Conditioning and Calorifier
Open HFO purifier outlet line SV76
All services should be shut down when not required and all drain valves
Open Scavenge drain line SV28 opened. The return drain lines should be opened on individual services before
Open HFO drain line SV91 putting any line into action and the drain traps checked to ensure that they are
operating effectively.
Open HFO filter backwash drain SV46
Open Sludge pump delivery line SV86 The valves indicated below should be set in order to ensure a steam supply to
the 4 kg/cm2 steam system.
Open Sludge pump suction line SV77
Open Waste oil setting tank outlet line SV85 Position Description Valve
Open Generator engine HFO drain line SV60 Open 7 to 4 kg/cm2 reducing valve SV7
Open No.1 HFO purifier SV30 Open Reducing valve inlet valve SV4
Open No.2 HFO purifier SV87 Open Reducing valve outlet valve SV8
Open HFO filling Line SV96 Closed Reducing valve bypass valve SV5
Open Main engine/generator engine HFO return receiver SV30

Open Waste oil service line SV80
Open Incinerator waste oil line SV120/SV122
Open Auxiliary boiler waste oil line SV121/SV123
Steam Supply Outlets

Closed Main engine top grating SV94
Closed Workshop SV52
Closed Engine room floor aft SV51
Closed Engine room floor forward (starboard) SV49
Closed Engine room floor forward (port) SV50
Closed Machinery deck aft (starboard) SV48

Illustration 2.2.5a Exhaust Gas Boiler
Water Level
Feed Water Remote Reading
Scum Valve
Inlet Valves
Water Level
Gauge
Exhaust Gas
Pipes
Heating Coil
Inlet
Section Through Boiler
Heating Coil
Drain

2.2.5 Exhaust Gas Boiler Set up the valves as in the following table:
Position Description Valve
Description
Open Level controller inlet valve FV367
Maker: Aalborg Industries
Open 1st feed check valve
Type: AV-4
Evaporation: 1,600 kg/h at 85% MCR Open 2nd feed check valve
Steam condition: 7 kg/cm2 saturated steam
Operational Water level control valve FV368
The exhaust gas boiler is located forward and slightly above the cascade tank The boiler water feed pump will already be running and supplying feedwater
and takes the waste heat from the main engine exhaust gas. It can be operated to the oil fired boiler.
separately or in connection with the oil fired boiler.
If filling after the boiler has been heated by exhaust gas, preheat the water, or
It is an all welded construction, consisting of a nest of tubes within a horizontal if it is not possible to preheat, introduce feedwater very slowly to avoid sudden
smoke tube. cooling of hot surfaces.
It is possible to lower the water level or even empty the boiler completely, j) Fill the boiler until water level appears 25 to 50 mm high in the
provided the gas temperature does not exceed 400°C. gauge glasses. Allow for swell in the water level after heating.
Excess steam is normally dumped to the atmospheric condenser. k) Check the operation of gauge glasses and compare them with
remote reading instruments. Open the drain valve and then top
Operating Procedures and bottom valves alternately. Escaping air should be heard.
The following steps should be taken before attempting to operate the boiler: l) Vent air from the boiler.
a) Check that all foreign materials have been removed from internal m) Raise steam slowly to avoid local overheating in the boiler.
pressure parts.
n) When boiler pressure is at 7 kg/cm2, slowly open the first steam
b) Check that all gas side-heating surfaces are clean. outlet valve and as steam blows out of the drain, close valve
SV78.
c) Check that all personnel are clear.
o) Slowly open 2nd steam outlet valve SV13.
d) Check that all manhole covers are securely tightened.
(Note ! Remote reading instruments may not be accurate until steam is being
e) Inspect safety valves and see that gags have been removed and
generated.)
easing levers are in good condition.
f) Open root valves for all instruments and controls connected to the p) Start the QC3 chemical dosage pump.
boiler.
When the load from the main engine has increased to normal, the exhaust gas
g) Open the vent valve at the boiler top. boiler can now generate sufficient steam to supply the vessel’s services. The
oil fired boiler is then stopped.
h) Open all pressure gauge valves and check to see that all valves on
the pressure gauge piping are open.
i) Check and close all blowdown valves and drain valves.

Illustration 2.3.1a Condensate System
From
Control Air PC
System
SV90
Excess Steam
From 6.0kg/cm2
System SV3 SV3 DV52
Main Feed Emergency Feed Main Feed

To To To SV3
Oil Fired Oil Fired Exhaust Gas
Boiler Boiler Boiler
From Heating
Drains System
DV101
From
Control Air WPV130
System
Atmospheric
DV104 Condenser WPV131
TC WPV132
DV105
WPV129 WPV133
Cascade Tank
Temperature
Control DV102 DV106
Cascade Tank
From SW
LAH Cooling
FS
System
FV354 No.1
P Feed Pump LAL FS
From Boiler (By Low Pressure)

Water Chemical FV358 FV369 FV360
Injection Unit C
AST PS
FV352
FV353 No.2 FV16 FV15

P Feed Pump Key
Feedwater/Condensate
DV107
FV357 FV14 FV29
C Electrical Signal
From FW
To Bilge To Clean Bilge Fresh Water
FV351 Hydrophore
System Well Water Holding
Tank Air
Sea Water
Saturated Steam
Issue: 1 2.3 Condensate and Feed Systems - Page 1 of 10

2.3 Condensate and Feed Systems Open Cascade tank FW water make-up outlet valve
from float control valve FV15
2.3.1 Condensate System
Open Cascade tank FW make-up float control valve
bypass valve FV16
Description
Open Observation tank inlet valve from
The condensate system, as part of the steam generating cycle, circulates the atmospheric condenser DV102
boiler feedwater from the atmospheric condenser and the cascade/filter tank to
the main feed pumps. This includes the drains from heaters, which will be dealt Closed Atmospheric condenser drain valve
with in section 2.3.2, and condensed dumped steam from the main steam line. to clean bilge holding tank DV106
This excess steam is dumped to the atmospheric condenser in order to maintain
steam pressure at the desired value. There is a direct connection from the dump Closed Atmospheric condenser drain valve
steam valve system to the atmospheric condenser. to clean bilge holding tank DV107
Closed Observation tank scum valve DV103
Steam from the excess steam dump line is condensed in the sea water cooled
atmospheric condenser. The condensate level in the atmospheric condenser is Closed Observation tank drain valve to bilge FV360
maintained by means of a weir, with excess condensate flowing over the weir Closed Cascade tank drain valve FV369
to the outlet line.
The feed pumps and boiler can now be put into operation.
Returns from the atmospheric condenser flow to an inspection or observation
compartment in the cascade/filter tank. Condensate flowing through the Procedure for Preparing the Atmospheric Condenser Condensate
observation tank is monitored for oil contamination. Any floating sediment in System for Operation
the observation tank can be drained through a scum line to the bilge holding
tank. A siphon pipe in the observation tank is used to direct water from the a) Open the atmospheric condenser SW inlet and outlet valves,
bottom of the observation tank to the filter section of the cascade tank thus WPV129 and WPV130.
reducing the risk of oil being carried over to the cascade filter tank. The filter
tank has high and low level alarms. b) Open the overboard valve WPV131.
Water from the cascade/filter tank provides the main feed pumps with a c) Open valves WPV124 and WPV126 and set into operation valve
positive inlet pressure head at the pump suction. WPV127 on the central FW coolers SW overboard line
(temperature control system).
The condensate outlet temperature from the atmospheric drain/dump
condenser should be maintained at about 75°C. d) Close valve WPV123, the bypass to the above system.
Procedure for Preparing the Main Condensate System for Operation Any condensate already in the condenser,should be checked to see if it is of
suitable quality to be drained into the cascade tank.
a) Ensure that all pressure gauge and instrumentation valves are
open. If necessary, drain the condensate side of the condenser to the clean bilge via
valve DV106.
b) Fill the cascade filter tank from the FW system.
c) Set up the valves as in the following table:

Open FW hydrophore tank outlet valve FV11
Open Cascade tank FW make-up float control valve FV29
Open Cascade tank FW make-up inlet valve to

float control valve FV14

Illustration 2.3.2a Heated Drains and Contaminated Water System
No.1 M/E & G/E
No.1 Purifier No.1 Purifier FO Heater
LO Heater FO Heater
Key No.2 Purifier No.2 Purifier DV24

Funnel
LO Heater FO Heater No.2 M/E & G/E
Condensate FO Heater
DV2 DV4
Saturated Steam
Air
DV5 DV6
DV3
DV25
Exhaust
Generator Oil Fired Gas
Engine LO Main Engine & Generator Boiler Boiler
DV70 DV7
Settling DV40 Engine FO Return Receiver
Main Engine &
Tank Generator
Main Engine DV10 DV11 No.2 FO Purifier
DV9
Jacket FW DV61 Engine FO DV37
Heater Supply Line
No.1 FO Purifier
Generator DV36
Bilge
DV20
Separator Engine FO FO Filter Back-Water Drain DV47
DV58 Return Line DV35 To
To Bilge Water
FO Purifier Outlet Line Bilge Water Tank Tank
DV32
DV15 HFO HFO
Main Engine Settling Service DV23 From
LO Settling FO Purifier Suction Line
Tank Tank DV31 Boiler FO
Tank Service Line
DV30
From
Main Engine
AC Unit & Calorifier From AC No.3 FO
FO Service Line DV62
DV39 & Tank (P)
Main Engine Excess Steam
Calorifier
From 6.0kg/cm2
DV26 System SV1 SV3 SV52
DV41 DV16
DV12 No.3 FO
Tank (S)
Main Engine
Turbocharger DV28
LO Drain Tank Waste Oil Settling
Tank Out DV27 From DV101
DV14 No.2 FO Tank (P)
Control Air DV21 DV51
System DV104
Waste Oil Service Atmospheric No.2 FO Tank (C)
Stuffing Box Line DV63 Condenser Fore
Drain Tank DV64
Cascade Tank DV50
Temperature Control
DV13 TC No.2 FO Tank (C)
Valve
Waste Waste DV105 Aft
DV49
Stuffing Box Oil Oil
Drain Purifier Service Settling No.1 FO Tank (C)
Tank Tank Tank DV33 Aft
DV22 DV102
DV18 Sludge Pump Suction DV17 No.1 FO Tank (C)
DV55 Line Cascade Fore
DV46
DV8 Tank
Waste Sludge Pump Deluge
Oil Drain DV29 Cascade Tank DV No.1 FO Tank (S)
DV44 Line 103 DV45
FO Tank LAH LAL
DV106
Sludge Scavenger Drain Generator Engine
Tank DV38 Line DV34 HFO Transfer Pump
FO Drain Line DV42 DV43
DV54 Suction Line
DV107
FO LAH FO HFO Transfer Pump
Air Cooler DV60
DV65 DV20 Drain Cleaning Overflow Discharge Line
FO Drain Line Clean
DV53 Tank Tank To Bilge Tank Tank FO Filling Line
DV59
Bilge Well

2.3.2 Drains Systems Under normal circumstances the condensate in the drain lines will flow Open Observation tank inlet valve from
directly to the cascade/filter tank, via a temperature controlled valve DV105, atmospheric condenser DV102
General Description the opening and closing of this valve being controlled by the temperature in the
cascade/filter tank. Closed Atmospheric condenser drain valve
to bilge tank DV106
Condensate from the auxiliary steam services is returned to the cascade filter
tank, through a sea water cooled atmospheric condenser (drains cooler) and If the temperature in the cascade/filter tank is too high, the temperature
Closed Atmospheric condenser drain check valve
observation tank, from where the condensate is returned to the feedwater controlled valve DV105)will begin to close, thus enabling more condensate to to bilge tank DV107
system. flow to the atmospheric condenser through inlet valve DV101. This
arrangement prevents excessive feedwater suction temperature at the feed Closed Observation tank scum valve DV103
As there is a possibility of contamination from hydrocarbons from the oil pumps. Too high a feedwater suction temperature can result in flashing-off at
Closed Observation tank drain valve to bilge FV360
heating services, the drains are segregated and checked in the observation tank the feed pumps and hence a loss of suction.
before returning to the system. Closed Cascade tank drain valve FV369
Returns from the atmospheric condenser and from the direct drain lines, flow
The following services return to the cascade tank through the atmospheric to an inspection or observation compartment in the cascade/filter tank. Open Temperature control valve inlet valve DV104
condenser: Condensate flowing through the tank is monitored for oil contamination. Any Open Temperature control valve to cascade tank DV105
floating sediment in the observation tank can be drained through a scum line
HFO storage, service and settling tanks to the bilge holding tank. A siphon pipe in the observation tank is used to direct The feed pumps and boiler can now be put into operation.
Calorifier water from the bottom of the tank to the filter section of the cascade tank, thus
reducing the risk of oil being carried over to the cascade/filter tank. The filter Oil Contamination
Steam tracing tank has both high and low level alarms.
LO drain tanks If oil contamination of the drains occurs, the drain returns must be diverted to
Water from the cascade/filter tank provides the main feed pumps with a the bilge holding tank. To achieve this the direct return line to the cascade tank
Accommodation services positive inlet pressure head at the pump suction. must be isolated by closing valve DV104, enabling all returns to flow to the
Main engine and generator engine LO settling tanks atmospheric condenser. The observation tank inlet valve from the condenser
The condensate outlet temperature from the atmospheric drain/dump DV102 must be closed and the atmospheric condenser drain valves, DV106
Incinerator waste oil tank heating condenser should be maintained at about 75°C. and DV107, opened.
HFO and LO purifier heaters
Procedure for Preparing the Main Condensate Drain System for The level in the cascade tank will be maintained automatically by supply from
Waste oil tank Operation the FW system. Check the drains on the drain traps on all the steam services
until the defective service is located, then isolate for repair. If any oil is noticed
HFO overflow tank a) Ensure that all pressure gauge and instrumentation valves are in the observation tank, it should be assumed that some oil could also have
HFO auto filter open. entered the boiler and steps should be taken to scum the oil from the boiler. The
b) Fill the cascade filter tank from the FW system. observation tank must be cleared of oil by using the scum valve DV103.
Stuffing box drain tanks
Bilge separator A water test should be carried out in order to monitor any effect the possible
c) Set up the valves as in the following table. contamination of the boiler with oil might have. The feed treatment should be
Bilge holding tanks adjusted in line with any change in boiler water condition. When possible the
Position Description Valve boiler should be shut down for examination of the steam/water space.
Main engine residue tank
Open Inlet valve to atmospheric condenser DV101
Main engine and boiler FO heaters After repair, flush the drain line of the defective service and clean the drain trap
Open FW hydrophore tank outlet valve FV11 and atmospheric condenser of all remaining oil.
Main engine jacket cooling water preheaters
Open Cascade tank FW make-up float control valve FV29
Steam line drains Clean the observation tank and the oil content monitor probe; check that the
Open Cascade tank FW make-up inlet valve to monitoring and alarm systems function.
Main and exhaust gas boilers drum heating coils float control valve FV14
Each return line from a heating coil is fitted with a drain trap, the trap being
Open Cascade tank FW water make-up outlet valve
located immediately before the drain valve from the heating coil. The drain from float control valve FV15
trap ensures that only water flows into the drain line, steam remaining in the
heating coil until it condenses. This provides for maximum efficiency, as all of Closed Cascade tank FW make-up float control valve
the steam in the heating coil is condensed, thus the latent heat is obtained as bypass valve FV16
the steam condenses back to water.

Illustration 2.3.2a Heated Drains and Contaminated Water System
No.1 M/E & G/E
No.1 Purifier No.1 Purifier FO Heater
LO Heater FO Heater
Key No.2 Purifier No.2 Purifier DV24

Funnel
LO Heater FO Heater No.2 M/E & G/E
Condensate FO Heater
DV2 DV4
Saturated Steam
Air
DV5 DV6
DV3
DV25
Exhaust
Generator Oil Fired Gas
Engine LO Main Engine & Generator Boiler Boiler
DV70 DV7
Settling DV40 Engine FO Return Receiver
Main Engine &
Tank Generator
Main Engine DV10 DV11 No.2 FO Purifier
DV9
Jacket FW DV61 Engine FO DV37
Heater Supply Line
No.1 FO Purifier
Generator DV36
Bilge
DV20
Separator Engine FO FO Filter Back-Water Drain DV47
DV58 Return Line DV35 To
To Bilge Water
FO Purifier Outlet Line Bilge Water Tank Tank
DV32
DV15 HFO HFO
Main Engine Settling Service DV23 From
LO Settling FO Purifier Suction Line
Tank Tank DV31 Boiler FO
Tank Service Line
DV30
From
Main Engine
AC Unit & Calorifier From AC No.3 FO
FO Service Line DV62
DV39 & Tank (P)
Main Engine Excess Steam
Calorifier
From 6.0kg/cm2
DV26 System SV1 SV3 SV52
DV41 DV16
DV12 No.3 FO
Tank (S)
Main Engine
Turbocharger DV28
LO Drain Tank Waste Oil Settling
Tank Out DV27 From DV101
DV14 No.2 FO Tank (P)
Control Air DV21 DV51
System DV104
Waste Oil Service Atmospheric No.2 FO Tank (C)
Stuffing Box Line DV63 Condenser Fore
Drain Tank DV64
Cascade Tank DV50
Temperature Control
DV13 TC No.2 FO Tank (C)
Valve
Waste Waste DV105 Aft
DV49
Stuffing Box Oil Oil
Drain Purifier Service Settling No.1 FO Tank (C)
Tank Tank Tank DV33 Aft
DV22 DV102
DV18 Sludge Pump Suction DV17 No.1 FO Tank (C)
DV55 Line Cascade Fore
DV46
DV8 Tank
Waste Sludge Pump Deluge
Oil Drain DV29 Cascade Tank DV No.1 FO Tank (S)
DV44 Line 103 DV45
FO Tank LAH LAL
DV106
Sludge Scavenger Drain Generator Engine
Tank DV38 Line DV34 HFO Transfer Pump
FO Drain Line DV42 DV43
DV54 Suction Line
DV107
FO LAH FO HFO Transfer Pump
Air Cooler DV60
DV65 DV20 Drain Cleaning Overflow Discharge Line
FO Drain Line Clean
DV53 Tank Tank To Bilge Tank Tank FO Filling Line
DV59
Bilge Well

Procedure for Preparing the Atmospheric Condenser Condensate
System for Operation
a) Ensure pressure gauges and instrumentation valves are open.
b) Start the central cooling system SW circulating pump, No.1 or

No.2 pump depending upon which has been designated the
operational pump and which the standby.
c) Open atmospheric condenser SW inlet and outlet valves,

WPV129 and WPV130.
Atmospheric
The various services can now be put into operation as required, by opening the Condenser
associated steam inlet and drain trap outlet valves.
Excessive temperature at the drains cooler would indicate a defective drain

trap. Services should be isolated in turn until the defective trap is located.
Cascade and Filter Tank

Illustration 2.3.3a Boiler Feedwater System
Emergency Feed From

(Low Level) Check Valves Main Feed Control Air PC
ESD Check System
Valves
Main Feed
Check SV90
Valves Excess Steam
Exhaust From 6.0kg/cm2
Oil Fired Gas
Boiler System SV3 SV3 DV52
Boiler
SV3
From Heating
DPT Drains System
DPT
FV355 DV101
From From
Control Air Control Air WPV130
LAH LAL LI System System
FV356 To Bilge Atmospheric
Well DV104 Condenser
FV361 FV368
TC WPV132
DV105
ESD LI To Bilge LAH LAL
FV359 To Boiler FV367 WPV129
Well Cascade Tank WPV133
Water Sample
Cooler Temperature
(Low Level)
Control DV102 DV106
To Boiler
Water Sample
Cooler
Cascade Tank
From SW
LAH Cooling
FS
System
WPV131
FV354 No.1
P Feed Pump LAL FS
From Boiler (By Low Pressure)

Water Chemical FV358 FV369 FV360
Injection Unit C
AST PS
FV352
FV353 No.2 FV16 FV15

P Feed Pump
Key
Feedwater/Condensate DV107
FV357 FV14 FV29
FV355 C
Electrical Signal
From FW
FV351 Hydrophore To Bilge To Clean Bilge
Fresh Water Water Holding
System Well
Tank
Air
Sea Water
Saturated Steam

2.3.3 Boiler Feed System Procedure for Preparing the Boiler Feed System for Operation
Description a) Ensure pressure gauge and instrumentation valves are open.

The boiler feed system is the section of the steam generating plant, which
circulates feedwater from the cascade filter tank, into the oil fired boiler and b) Set up the valves as in the following table.
exhaust gas boiler, via the boiler fee water pumps and the feedwater regulators.
The feedwater flow to each of the boilers is automatically controlled by the Open No.1 boiler feed pump suction valve FV352
feedwater regulating valve in accordance with the variation in boiler water
level. This ensures that the water level in the boiler is maintained at a constant Open No.2 boiler feed pump suction valve FV351
value. Open No.1 boiler feed pump recirculating valve FV358
Two boiler feed pumps take suction from the cascade filter tank, with each Open No.2 boiler feed pump recirculating valve FV357
capable of supplying the boilers at a rate of 4 m3/h against a pressure head of Open No.1 boiler feed pump discharge valve FV354 FV351 FV357 FV353
10 kg/cm2.
Open No.2 boiler feed pump discharge valve FV353
Each pump returns a small proportion of the discharge back to the cascade tank
through an orifice. This prevents pump overheating whenever the feedwater Exhaust Gas Boiler in Use
regulator is closed because the boiler is on low load.
Open Feed regulator inlet valve FV367
Feedwater is normally supplied to the boiler through the feedwater regulator, Open Feed regulator valve FV368
but the feedwater regulator for the auxiliary boiler can be bypassed and
Open Main feed check valve
feedwater supplied directly to the boiler. Such a supply arrangement can be
used during emergencies if the feed regulator is inoperative. The feed pumps Oil Fired Boiler in Use
are operated with one of the two units in use and another on standby, which
will cut in on the failure of the running unit. Open Feed regulator inlet valve FV359
Open Feed regulator valve FV361
Boiler feedwater chemical treatment is administered by injecting chemicals
directly into the boiler feedwater supply line, immediately after the feed Open Main feed check valve
pumps, using a chemical injection unit. Closed Auxiliary feed check valve
The main and exhaust gas boilers have their own individual chemical treatment For Initial Start Only
injection pumps, with one of the pumps in constant use.
a) Shut the discharge valve of the selected pump.
Boiler water samples for testing can be taken from the oil fired boiler and
exhaust gas boiler, and passed through a water cooled boiler water sampling b) Start the pump and slowly open the discharge valve until the
cooler. discharge line reaches working pressure.
c) Check the operation of the feed check valve. FV352 FV358 FV354
d) Fill the boiler to working level.

Boiler Feedwater Pumps and QC4 Dosage Unit
e) Switch the remaining pump to standby.
The boiler can now be brought into operation.
(Note ! For operation of the exhaust gas boiler it is necessary to ensure that the
boiler water is at the correct level before the engine is started and exhaust gas
is directed to the boiler.)

Illustration 2.3.4a Water Sampling and Treatment System
(Low Level)
ESD Emergency Feed
Check Valves
Main Feed Main Feed

Check Check
Valves Valves
Exhaust
Oil Fired Gas
Boiler Boiler
DPT
DPT
FV355
From
LAH LAL Control Air LI To
FV356 System Bilge
Well
FV361 FV368 Chemical
Chemical Injection
ESD LI To Injection LAH LAL Unit
Bilge FV359 Unit FV367 QC3
Well QC3
(Low Level)
From
Fresh Water
Hydrophore
System
FV382 FV381
Boiler From
Water Fresh Water
Sample Hydrophore
FV17 Cooler System
Chemical
Injection
Unit
QC4
From Key
Boiler Feed
To Bilge Well Pumps
Feedwater/Condensate
Electrical Signal
Fresh Water
FV364

2.3.4 Water Sampling and Treatment System ! CAUTION
Boiler water samples are at boiler pressure and temperature. Great care
Chemical analysis and treatment of feedwater is undertaken to prevent should be taken whenever these valves to the sample cooler are opened.
corrosion and scale formation in the boilers and hence to avoid degradation of This must be done slowly.
the steam quality. Inadequate or incorrect treatment can result in severe
damage to the steam generation plant. Constant monitoring is necessary to give c) Analyse the sample according to the instructions of the boiler
an early indication of possible contamination of the feedwater. water testing kit.
Chemical treatment and analytical tests must be undertaken in accordance with d) Record the results of the boiler water analysis and interpret the
the detailed instructions given by the chemical supplier, and the water charac- results to give the necessary information regarding the chemical
teristics maintained within the ranges specified. Test results are to be recorded treatment to be used. Record details of the chemical treatment to
in a form that enables trends and the effect of treatment to be monitored. be added to the boiler water.
The dissolved solids in the boiler water are controlled by use of scum lines in Boiler Compound Injection Unit
the steam space and/or blow down valves in the water space, through which
these impurities are discharged overboard. These systems are an integral part Oxygen scavenging QC4 chemical is injected directly into the boiler feed after
of the boiler water treatment. There is a ship side valve FV364 through which the feed pumps via a metering pump
blowdown from each of the boilers is discharged overboard. Valve FV355
connects the blowdown line from the exhaust gas boiler to this overboard The oil fired boiler and exhaust gas boiler have their own independent
discharge valve and valve FV356 connects the blowdown line of the oil fired metering pumps dosing QC3 chemical. These run continuously while the
boiler to the overboard discharge. Each boiler has a scum valve and a relevant boiler is in use.
blowdown valve connecting with the same blowdown line. Only one of the
boilers should be blown down at any time. Boiler Blowdown Procedure
The boilers are each provided with a sampling connection which directs water
to a sample cooler, cooled by fresh water taken from the domestic fresh water Boiler blowdown, through the valves on the water drum, imposes a consider-
system. A representative sample of the boiler water is taken from the boiler able load on the unit, and must only be undertaken with the boiler in low load
sampling connection and passed through the cooler in order to obtain boiler conditions. If in port, the duty deck officer should be contacted in order to
water at a consistent temperature for analysis. Samples are drawn from the ensure the discharge from the ship’s side will not be dangerous.
boiler in service on a daily basis and tested using the chemical supplier’s test
kit. a) Open the ship’s side valve FV364.
Three chemical injection units are provided, two inject QC3 directly into the b) Open the blowdown line valve for the boiler under consideration,
boilers and one injects QC4 into the boiler feedwater directly after the feed valve FV355 for the exhaust gas boiler and valve FV356 for the
pumps. The chemicals are injected using a metering pump which takes suction oil fired boiler.
from the self-contained chemical tank. The tank is charged with the correct
quantity of chemicals on a daily basis, the amount used depending on the c) Slowly open the blow down valve until it is fully open.
results on the daily boiler water test and according to the manufacturer’s
instructions. (Note ! The exhaust gas boiler has two shell blowdown valves. Both valves
should not be open simultaneously, but instead, the blowdown period should
Operating Procedures for Sampling Boiler Water be equally shared between the two, thereby extending the life of each valve.)
a) Check that the cooling water lines from the domestic fresh water d) As the blowdown process is continuing, monitor the boiler water
system to the sample cooler is open, inlet valve FV17. level and ensure this is being maintained and the feed pump
discharge is coping with the extra load.
b) Open the sample cooler inlet valve from the exhaust gas boiler,
FV381, or inlet valve from the oil fired boiler, FV382. Open the e) On completion, close the blowdown valve, then the ship’s side
water sample valve on the boiler under consideration and allow valve.
several minutes to pass, until the line is drained of any standing
water, which may be present from previous use. These lines must f) Removal of surface scum from the steam drum of the boiler may
be allowed time to clear to ensure a water sample is taken of the be accomplished via the same ship’s side valve and the scum
water presently in the system. valves in the steam spaces of the boilers.
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling Systems
Back Flushing Line

WPV131
WPV129 From Control

PC
Air System WPV123
Atmospheric WPV130
Condenser WPV119
WPV WPV WPV WPV
WPV129 112 117 121 122
WPV WPV WPV
Back Flushing Line 124 127 126
WPV129
Back Flushing Line
WPV WPV
115 113
To Fire
WV42 Main WV10
LS LS
WV16 WV17
No. 2 WPV116 No. 1 WPV115
WV11 Central Central WPV120
Fresh Water Fresh Water
WV3 WV19 Cooler Cooler
To Ballast Cargo Hold

System Bilge
Bilge and Ballast
WV2 Stripping Euctor WPV114 WPV113
WV44 WV18
To Ballast AST AST
WV45
BV114 System
WV43
TS C
Key
TI
AST
Fire/GS PS Sea Water
P Fire/Bilge/
Ballast Pump Pump Fresh Water
WV6 100/200m3/h 100/200m3/h AST Generator Electrical Signal
Ballast Pump WPV110
at 8.0/2.0kg/cm2 at 8.0/2.0kg/cm2 T C
400m3/h BV112
C WV39 BV107 Bilges
LS From Clean
Bilge Tank WPV109
WV40 Air
LS WPV
BV106 BV113 No. 1 P P 111 Valve Locked Open
WV41 WV42 LS No. 2
Central Cooling Fresh Water
Sea Water Pump Central Cooling
Direct Bilge Generator
WV23 BV111 630m3/h Sea Water Pump Valve Locked Closed
Suction Ejector/Feed
C Engine Room Floor C 630m3/h
Port Forward Pump
WV8 C
Port Emergency
Bilge BV
Sea Chest
Suction 109 Engine Room Floor
(High) Engine Room Floor
WPV WPV
104 WPV
103 Starboard
105
Sea Chest
(Low)
WPV WPV Tank Top WPV WPV
101 139 108 102
Issue: 1 2.4. Sea Water Systems - Page 1 of 16

2.4 Sea Water Systems The central cooling SW pumps discharge to a main pipe which supplies the Open No.2 main cooling SW pump
two central FW coolers and the atmospheric condenser. The overboard discharge valve WPV110
2.4.1 Main and Auxiliary Sea Water Cooling Systems discharge from the atmospheric condenser is via ship’s side valve WPV131,
starboard aft, and the overboard discharge from the central coolers is through Closed No.2 main cooling SW pump
valve WPV119, starboard forward. emergency bilge suction valve BV109
Sea Water Pumps
Open No.1 central FW cooler inlet valve WPV113
Fresh Water Generator Ejector Pump Pressure in the sea water main pipeline is maintained by means of a control
valve WPV127 in the discharge line from the central coolers. The pressure Open No.1 central FW cooler outlet valve WPV115
No. of sets: 1 signal for regulating this valve is taken from the sea water branch to the
Closed No.2 central FW cooler inlet valve WPV114
Services: FW generator atmospheric condenser, thus ensuring all coolers receive sufficient cooling
water. Closed No.2 central FW cooler outlet valve WPV116
Central Cooling System Open Central FW cooler manifold inlet valve WPV112
The pumps can be started and stopped locally. Auto start can be selected from
No. of sets: 2 the control room at the respective group starter panel. Pressure switches on the Open Central FW cooler manifold outlet valve WPV122
Maker: Grundfoss discharge side of the pumps operate the start signal for the selected standby
Closed Central FW cooler manifold bypass valve WPV121
Type: SL1250-330 pumps. There will always be one SW circulating pump on standby.
Capacity: 630 m3/h x 1.7 kg/cm2 Closed Central FW cooler backflush flow valve WPV117
Services: Central fresh water coolers, atmospheric condenser All sea water pipes are polythene lined in order to prevent corrosion in the
system. There are however, sections of sacrificial pipe at the inlets to the Operational Central FW cooler discharge manifold
pressure control valve WPV127
No.2 pump is connected to the emergency bilge suction and is self-priming. pumps for the FW generator, the atmospheric condenser and the central
coolers. Open Central FW cooler discharge manifold
Introduction pressure control valve inlet valve WPV124
The FW generator is supplied by its own dedicated ejector pump which takes
Main System suction from the SW suction main. Open Central FW cooler discharge manifold
pressure control valve outlet valve WPV126
Sea water is circulated through the central cooling system, atmospheric Preparation for the Operation of the Cooling Sea Water System
Closed Central FW cooler discharge manifold
condenser and the vacuum condenser by one of two main cooling pumps; one pressure control valve bypass valve WPV123
of the pumps not operating will be set up as the standby pump and will cut in a) Ensure that the suction strainers are clear.
automatically should the operating pump fail. Individual pumps can be isolated Open Central FW cooler overboard
from the system by means of isolating valves. b) Ensure all pressure gauge, instrumentation and vent valves are discharge valve WPV119
open.
Open Atmospheric condenser inlet valve WPV129
Both pumps take suction from a common sea water suction line, using either
the low suction sea chest valves WPV108 and WPV102, on the starboard side c) Set up valves as shown in the tables below. In this case the low Open Atmospheric condenser outlet valve WPV130
or the high suction sea chest valves WPV139 and WPV101, on the port side. suction is in use.
Open Atmospheric condenser overboard
Position Description Valve discharge valve WPV131
The low suction sea chest has an isolating valve WPV102 with extended
handwheel positioned 460 mm above the floor whilst the high suction sea chest Open Low suction ship’s side WPV102 Closed Atmospheric condenser backflush filter valve WPV132
has an isolating valve WPV101 with a similarly positioned handwheel. Closed Atmospheric condenser backflush filter valve WPV133
Open Low suction strainer outlet WPV108
Additionally the spindles are extended up to the 4th deck, the port valve wheel
being located inboard of the engine room store and the starboard valve wheel Closed Low suction sea chest vent valve d) Start a sea water cooling pump, ensure the other pump is on
inboard of No.1 main air receiver. The low suction will normally be in use at standby.
Closed High suction ship’s side WPV101
sea, when surface contamination, such as weed is present and also when the
ship is in light ballast conditions when ingress of air is likely. Closed High suction strainer outlet WPV139 e) Open cooler vent valves. When all air has been purged, close the
Closed High suction sea chest vent valve vent valve.
The high suction will be used when in silted or shallow water conditions in
order to avoid the ingress of sand or silt into the sea water system. Suction Open No.1 main cooling SW pump suction valve WPV103
strainers are fitted at both sea chests and each is provided with connections to
Open No.1 main cooling SW pump discharge valve WPV109
an anti-growth protection unit to minimise the build-up of weed.
Open No.2 main cooling SW pump suction valve WPV104

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling Systems
Back Flushing Line

WPV131
WPV129 From Control

PC
Air System WPV123
Atmospheric WPV130
Condenser WPV119
WPV WPV WPV WPV
WPV129 112 117 121 122
WPV WPV WPV
Back Flushing Line 124 127 126
WPV129
Back Flushing Line
WPV WPV
115 113
To Fire
WV42 Main WV10
LS LS
WV16 WV17
No. 2 WPV116 No. 1 WPV115
WV11 Central Central WPV120
Fresh Water Fresh Water
WV3 WV19 Cooler Cooler
To Ballast Cargo Hold

System Bilge
Bilge and Ballast
WV2 Stripping Euctor WPV114 WPV113
WV44 WV18
To Ballast AST AST
WV45
BV114 System
WV43
TS C
Key
TI
AST
Fire/GS PS Sea Water
P Fire/Bilge/
Ballast Pump Pump Fresh Water
WV6 100/200m3/h 100/200m3/h AST Generator Electrical Signal
Ballast Pump WPV110
at 8.0/2.0kg/cm2 at 8.0/2.0kg/cm2 T C
400m3/h BV112
C WV39 BV107 Bilges
LS From Clean
Bilge Tank WPV109
WV40 Air
LS WPV
BV106 BV113 No. 1 P P 111 Valve Locked Open
WV41 WV42 LS No. 2
Central Cooling Fresh Water
Sea Water Pump Central Cooling
Direct Bilge Generator
WV23 BV111 630m3/h Sea Water Pump Valve Locked Closed
Suction Ejector/Feed
C Engine Room Floor C 630m3/h
Port Forward Pump
WV8 C
Port Emergency
Bilge BV
Sea Chest
Suction 109 Engine Room Floor
(High) Engine Room Floor
WPV WPV
104 WPV
103 Starboard
105
Sea Chest
(Low)
WPV WPV Tank Top WPV WPV
101 139 108 102

Procedure for Backflushing the Atmospheric Condenser Sea Water Open CFW main inlet isolating valve WPV112
System
Open CFW main outlet isolating valve WPV122
If excess steam is being generated, and the steam dump valve is operating, Open Backflush valve WPV117
reduce the main engine loading.
Open Backflush inlet valve WPV121
a) Set up valves as shown in the table below.
Procedure for the Operation of the Fresh Water Generator Ejector Pump
a) Set up the valves as shown in the table below.
Open Backflush valves WPV133, WPV132
Close Atmospheric condenser inlet valve WPV129 Position Description Valve
Close Atmospheric condenser outlet valve WPV129 Open FW generator ejector pump suction valve WPV105
b) Monitor the temperature of the drains from the atmospheric Open FW generator ejector pump discharge valve WPV111
condenser. Open Overboard discharge valve WPV120
c) After approximately 5 minutes change back to normal operation.

b) Start the ejector pump.
Open Atmospheric condenser inlet valve WPV129 c) Start the FW generator.

Open Atmospheric condenser outlet valve WPV129
Open Back lush valves WPV133, WPV132
Procedure for Back Flushing the Cooling Fresh Water Cooler Sea Water
System
In the event that the heat transfer through the FW coolers become sufficiently
reduced, due to silting up of the internal surfaces, it is possible to back flush
the units. This procedure is best undertaken in port, but if necessary it can be
done at sea. If this is the case, it is prudent to reduce the main engine loading
to approximately 50%.
a) Set up valves as shown in the table below:

Open Backflush valve WPV117
Open Backflush inlet valve WPV121
Close CFW main inlet isolating valve WPV112
Close CFW main outlet isolating valve WPV122
b) Monitor the LT FW cooling water temperature.
c) After approximately 10 minutes, change over coolers.

Central Cooling System Sea Water Pumps with Emergency Bilge Suction from No.1 Pump
d) On completion of the backflushing the second cooler:

Illustration 2.4.2a Sea Water Service System
To Fire and
Wash Deck
Upper Deck WDV301 System
Chemical
WV Dosing
WV42 152 Unit
WV10
No.10 Car Deck LS LS
WV
WV231 151
WV16 WV17
Machinery Deck (P) WV11
WV232 WV3 WV19

Fresh Water
Machinery Deck (S) To Ballast
Generator
System
Bilge and Ballast T C
WV235 WV2 Stripping Euctor WV44 WV18
Floor (S) WV45 To Ballast
Cargo Hold WPV120
WV43 System
WV233 Bilge
Floor (P)
WV234 P Fire, Bilge and GS

Fire/Bilge/ Pump
WV6 Ballast Pump 100/200m3/h
Ballast Pump 100/200m3/h at 8.0/2.0kg/cm2 C
400m3/h BV112 at 8.0/2.0kg/cm2
C WV39 From
BV107
From Clean Bilge main
LS
Bilge Tank
WV40
LS
BV106 WV38 Sewage
Key WV41 WV42 BV113 LS
Holding
Direct Bilge Tank
Sea Water Suction WV23 BV111
Port Forward WV31
Exhaust Gas
Bilge WV8
Boiler Soot
Collecting Tank
WPV2 WPV1
Deck 6 Outside WPV Deck 6 Near WPV4

WPV Engine Room Stores To 111 Main Air Receiver
140 Central Cooling
Sea Water Pumps Fresh Water
Port
Generator
Sea Chest
Ejector/Feed
(High) Engine Room Floor Engine Room Floor
Pump WPV
141
WPV
105 Starboard
Sea Chest
(Low)
WPV101 WPV139 WPV WPV
108 102

2.4.2 Sea Water Service System
The sea water services are supplied by the following pumps: WV42 WV16 WV17
Fire, Bilge and General Service Pump
Maker: A/S De Smithske

No. of sets: 1
Type: SL-125-415
Model: Electrical vertical, self-priming
Capacity: 100/200 m3/h at 8/2 kg/cm2
Fire, Bilge and Ballast Pump

No. of sets: 1
Type: SL-125-415
Model: Electrical vertical, self-priming
Capacity: 100/200 m3/h at 8/2 kg/cm2 WV10
Both the fire, bilge and GS pump and the fire, bilge and ballast pump can
supply water to the fire and wash deck lines as well as hydrant connections on
the port and starboard sides of the engine room floor and machinery deck.
They also supply water to a connection on No.10 car deck. The eductor for the
exhaust gas boiler soot collecting tank has its drive water from the fire and
wash deck line in the engine room. Additionally the engine room sewage
holding tank has a filling/flushing line from this system.
The fire, bilge and GS pump can take suction from the main bilge system,
clean bilge holding tank (having first swung the spectacle blank BV122 into
the open position) and supplement ballasting operations. Additionally it can
also supply the driving water to operate the bilge and ballast stripping eductor.
The fire, bilge and ballast pump can take suction from the bilge main, also it
has a direct bilge suction from the port forward bilge well. The pump can also
carry out ballast duties with control of its hydraulic valves from the control
centre. Additionally it can supply water to the fire/wash line and ballast/bilge
stripping eductor.
Using cross connection valves, both pumps can be set up to fill and empty the Fire, Bilge and Ballast and Fire, Bilge and General Service Pumps
ballast and after peak tanks.
WV3 WV19

Illustration 2.4.3a Engine Room Ballast System
To Fire
WV42 Main WV10
Key LS LS
Sea Water Bilge and Ballast WV16 WV17

Stripping Euctor
Domestic Fresh Water WV11
Engine
Room Holds
WV3 WV19
Bilge
Cargo Hold
Bilge
WV2
BV114 WV44 WV18 No.4 Water Ballast
WV45 Tank (Port)
WV1
WV43
Water Ballast
Tank (Port)
P Fire/Bilge/ Fire/GS
Ballast Pump Pump
Bilge Main No.5 Water Ballast
WV6 100/200m3/h 100/200m3/h
Ballast Pump Tank (Port)
at 8.0/2.0kg/cm2 at 8.0/2.0kg/cm2
400m3/h BV112 WV4
C WV39 BV107
LS From Clean
Bilge Tank
WV40 WV34 WV29
LS
BV106 BV113
WV41 WV42 LS
To FW
Hydrophore Direct Bilge
Tank Pumps Suction WV23 BV111
Port Forward
Port
FV3 WV8
FW Tank WV33
Port Aft Peak Tank
WV30
FV4
FV5
No.5 Water Ballast
WV35 Tank (Starboard)
WV5
Centre Aft Peak Tank
Water Ballast
WV37 No.4 Water Ballast

Tank (Starboard)
WV7
Starboard
WPV To No. 2 To No. 1
Aft Peak Tank Starboard To FW Generator
140 Central Cooling Central Cooling
FW Tank Ejector/Feed Pump
SW Pump SW Pump
Port
Sea Chest Engine Room Floor Engine Room Floor WPV
(High) 141
WPV WPV
104 103 WPV
105 Starboard
Sea Chest
(Low)
WPV101 WPV139 WPV108 WPV102

2.4.3 Engine Room Ballast System Open Port ballast manifold supply valve WV34 Open Starboard ballast manifold suction valve WV30
Closed Ballast line supply valve from Open Port ballast manifold suction valve WV29
In addition to the fire and GS pump and the fire, bilge and ballast pump fire, bilge and GS pump WV18
described in section 2.4.2, there is a dedicated ballast pump. Open Fire, bilge and GS pump ballast suction valve WV23
Open Fire bilge and GS pump sea suction valve WPV8
Closed Fire, bilge and GS pump discharge to overboard main WV10
Ballast Pump Open Low sea chest suction valve WPV102
Open Overboard discharge valve WV2
Maker: A/S De Smithske Open Low sea chest strainer outlet valve WPV108
No. of sets: 1 d) Start the fire, bilge and GS pump.
Type: SL-200-265 Closed Fire,bilge and GS pump crossover discharge
Model: Electrical vertical self-priming valve to fire, bilge and ballast pump WV9 e) Open the discharge valve WV10 slowly until discharge piping is
Capacity: 400 m3/h at 2 kg/cm2 pressurised.
Closed Fire, bilge and GS pump crossover discharge
valve to overboard line WV10 f) Empty the tanks, taking care that the pump is not run dry.
The engine room ballast system essentially consists of three after peak tanks.
Closed Fire, bilge and GS pump ballast suction valve WV23
These tanks can be used in conjunction with the main ballast system to trim the g) Shut the pump discharge valve and stop the pump.
Closed Fire, bilge and GS pump discharge to fire main WV17
vessel. They can also be used during certain loaded conditions to provide
optimum trim for efficient operation of the main propulsion system by h) Close all valves.
ensuring that the propeller is effectively immersed. d) Start the fire, bilge and GS pump.
Return the pump to fire main duty by locking open the sea suction valve
The aft peak tanks are serviced by the fire, bilge and GS pump, the fire, bilge e) Open the discharge valve WV18 slowly until discharge piping is WPV8, sea chest suction valve WV102, strainer outlet valve WPV108, and the
and ballast pump and the ballast pump. pressurised. fire, bilge and GS pump discharge to fire main valve WV17.
The aft peak tanks have combined filling/suction valves, which are normally f) Fill the tanks to the required level and close the valves when the The after peak tanks may be emptied and filled using the fire, bilge and ballast
remotely actuated during ballast operations. A water level maintained in the required tank level is reached. pump and the following procedure should be adopted.
after peak tanks provides an element of cooling to the stern tube.
g) Shut the pump discharge valve and stop the pump. Ballasting
Procedure for Ballasting/Deballasting the Engine Room Tanks
h) Close all valves. a) All the valves are closed.
Ballasting
Deballasting b) Ensure that the transmitters for the remote reading gauges are in
a) All the valves are closed. operation.
a) All the valves are closed. c) Set up the valves as shown below as required.
b) Ensure that the transmitters for the remote reading gauges are in
operation. b) Ensure that the transmitters for the remote reading gauges are in Position Description Valve
operation.
c) Set up the valves as shown below as required. Open Aft peak centre ballast tank
c) Set up the valves as shown below as required. filling/suction valve WV36
Open Aft peak port ballast tank
Position Description Valve filling/suction valve WV35
Open Aft peak centre ballast tank
filling/suction valve WV36 Open Aft peak centre ballast tank Open Aft peak starboard ballast tank
filling/suction valve WV36 filling/suction valve WV37
Open Aft peak port ballast tank
filling/suction valve WV35 Open Aft peak port ballast tank Open Starboard ballast manifold supply valve WV33
filling/suction valve WV35
Open Aft peak starboard ballast tank Open Port ballast manifold supply valve WV34
filling/suction valve WV37 Open Aft peak starboard ballast tank
filling/suction valve WV37 Closed Ballast line supply valve from
Open Starboard ballast manifold supply valve WV33 fire, bilge and ballast pump WV44

Illustration 2.4.3a Engine Room Ballast System
To Fire
WV42 Main WV10
Key LS LS
Sea Water Bilge and Ballast WV16 WV17

Stripping Euctor
Domestic Fresh Water WV11
Engine
Room Holds
WV3 WV19
Bilge
Cargo Hold
Bilge
WV2
BV114 WV44 WV18 No.4 Water Ballast
WV45 Tank (Port)
WV1
WV43
Water Ballast
Tank (Port)
P Fire/Bilge/ Fire/GS
Ballast Pump Pump
Bilge Main No.5 Water Ballast
WV6 100/200m3/h 100/200m3/h
Ballast Pump Tank (Port)
at 8.0/2.0kg/cm2 at 8.0/2.0kg/cm2
400m3/h BV112 WV4
C WV39 BV107
LS From Clean
Bilge Tank
WV40 WV34 WV29
LS
BV106 BV113
WV41 WV42 LS
To FW
Hydrophore Direct Bilge
Tank Pumps Suction WV23 BV111
Port Forward
Port
FV3 WV8
FW Tank WV33
Port Aft Peak Tank
WV30
FV4
FV5
No.5 Water Ballast
WV5
Centre Aft Peak Tank
Water Ballast
WV37 No.4 Water Ballast

Tank (Starboard)
WV7
Starboard
WPV To No. 2 To No. 1
Aft Peak Tank Starboard To FW Generator
140 Central Cooling Central Cooling
FW Tank Ejector/Feed Pump
SW Pump SW Pump
Port
Sea Chest Engine Room Floor Engine Room Floor WPV
(High) 141
WPV WPV
104 103 WPV
105 Starboard
Sea Chest
(Low)
WPV101 WPV139 WPV108 WPV102

Open Fire, bilge and ballast pump sea suction valve WV42 Closed Fire, bilge and ballast pump discharge d) Start the ballast pump.
Open Low sea chest suction valve WPV102 to overboard main WV46
e) Open the discharge valve WV43 slowly until discharge piping is
Open Low sea chest strainer outlet valve WPV108 Open Overboard discharge valve WV2 pressurised.
Closed Fire, bilge and ballast pump crossover d) Start the fire, bilge and ballast pump. f) Fill the tanks to the required level and close the valves when the
discharge valve to fire, bilge and GS pump WV3 required tank level is reached.
e) Open the discharge valve WV46 slowly until discharge piping is g) Shut the pump discharge valve and stop the pump.
Closed Fire, bilge and ballast pump crossover pressurised.
discharge valve to overboard line WV46 h) Close all valves.
f) Empty the tanks, taking care that the pump is not run dry.
Closed Fire, bilge and ballast pump ballast suction valve WV40
Deballasting Procedure
g) Shut the pump discharge valve and stop the pump.
Closed Fire, bilge and ballast pump
discharge to fire main WV16 h) Close all valves. a) All the valves are closed.
d) Start the fire, bilge and ballast pump. Return the fire, bilge and ballast pump to normal duty by closing all valves and b) Ensure that the transmitters for the remote reading gauges are in
locking shut the discharge to fire main valve WV16. operation.
pressurised. The after peak tanks may be emptied and filled using the ballast pump and the c) Set up the valves as shown below as required.
following procedure should be adopted.
f) Fill the tanks to the required level and close the valves when the Position Description Valve
required tank level is reached. Ballasting Procedure
Open Aft peak centre ballast tank
g) Shut the pump discharge valve and stop the pump. filling/suction valve WV36
a) All the valves are closed.
h) Close all valves. b) Ensure that the transmitters for the remote reading gauges are in Open Aft peak port ballast tank
operation.
Deballasting Open Aft peak starboard ballast tank
c) Set up the valves as shown below as required.
a) All the valves are closed. Position Description Valve
Open Starboard ballast manifold suction valve WV30
b) Ensure that the transmitters for the remote reading gauges are in Open Aft peak centre ballast tank Open Port ballast manifold suction valve WV29
operation. filling/suction valve WV36
Open Ballast pump ballast suction valve WV39
c) Set up the valves as shown below as required. Open Aft peak port ballast tank Closed Ballast pump discharge to overboard main WV45
Position Description Valve Open Overboard discharge valve WV2
Open Aft peak starboard ballast tank
Open Aft peak centre ballast tank filling/suction valve WV37 d) Start the ballast pump.
filling/suction valve WV36 Open Starboard ballast manifold supply valve WV33
Open Aft peak port ballast tank Open Port ballast manifold supply valve WV34 pressurised.
Closed Ballast line supply valve from ballast pump WV43
f) Empty the tanks, taking care that the pump is not run dry.
Open Aft peak starboard ballast tank Open Ballast pump sea suction valve WV41
filling/suction valve WV37 g) Shut the pump discharge valve and stop the pump.
Open Low sea chest suction valve WPV102
Open Starboard ballast manifold suction valve WV30
Open Low sea chest strainer outlet valve WPV108 h) Close all valves.
Open Port ballast manifold suction valve WV29
Closed Ballast pump overboard discharge valve WV45 Return the ballast pump to normal duty by closing all valves.
Open Fire, bilge and ballast pump ballast
suction valve WV40

Illustration 2.4.4a Evaporator
LI LI
Key
Sea Water
FV3 FV2
Electrical Signal
Fresh Water
Port Starboard
Fresh Water High Temperature Fresh Water
Tank Cooling Water Tank
(219.9m3) (221m3)
FV1 FV4
To Fresh Water Hydrophore Tank
FV5
FV6 FV28 WPV120
To Fire Bilge CIAH

and GS
Pump
Distillate
Pump
Jowa Control FV110

FV108
Panel
From Main
Engine HT From Fresh
Cooiling FV109 Water System
Drinking
Water
Steriliser T C
Dolomite
Filter
WPV152
Chemical
Dosing
WPV111 Tank
WPV Outside Engine Room Dump
140 to Hold WPV152
Store Fresh Water Near Main Air
Clean Bilge
Port Deck 6 Generator Receivers
Tank Deck 6
Sea Chest SW Ejector WPV
(High) Pump 141
Engine Room Floor Engine Room Floor
WPV105 Starboard
Sea Chest
(Low)
WPV101 WPV139 Sea Water Crossover Main Pipeline WPV108 WPV102

2.4.4 Evaporator Freshwater Quality A salinometer (DS-20) control panel is located at the evaporator side with LCD
indicators ranging from 0.5 - 20ppm. The panel also contains a 10ppm test
To continuously check the quality of the produced fresh water, a salinometer is function and control buttons to set the alarm point.
Maker: Alfa Laval
provided together with an electrode unit fitted on the fresh water pump delivery side.
Type: JWP - 26 - C100
Capacity: 24 m3/day Operating Procedures
If the salinity of the produced fresh water exceeds the chosen maximum value,
the dump valve and alarm are activated to automatically dump the produced WARNING
Ion Steriliser
freshwater to the bilge. Do not operate the plant in polluted water. Fresh water must not be
Maker: Jowa AB
No. of sets: 1 Main Components produced from polluted water, as the produced water will be unsuitable
Model: Silver ion type for human consumption.
Capacity: 25 m3/day The fresh water generator consists of the following components:
Starting and Stopping Procedures
Evaporator Section
Rehardening Filter
Maker: Nippon Controls Co Ltd The evaporator section consists of a plate heat exchanger and is enclosed in the Starting Up The Plant With Jacket Fresh Water Heating
No. of sets: 1 separator vessel.
Model: RF-2000S a) Open the valves on the suction and discharge side of the
Capacity: 2,000 litres/hour Separator Vessel ejector/cooling water pump.
An evaporator is installed which utilises the heat from the jacket cooling water The separator separates the brine from the vapour.
b) Open the overboard valve for the combined brine/air ejector.
system. The evaporator can be operated during long periods at anchor by using Condenser Section
the main engine jacket water heater as a heat source. c) Close the air screw (vacuum release valve) on the separator.
Just like the evaporator section the condenser section consists of a plate heat
The combined brine/air ejector driven by the ejector pump creates a vacuum in exchanger enclosed in the separator vessel. d) Start that SW ejector pump to create a vacuum of a minimum of
the system in order to lower the evaporation temperature of the feedwater.
90%.
The feedwater is introduced into the evaporator section through a spring Combined Brine/Air Ejector
operated regulating valve, and is distributed into every second plate channel Pressure at the combined brine/air ejector inlet should be a minimum of 3
The ejector extracts brine and incondensable gases from the separator vessel.
(evaporation channels). The hot water is distributed into the remaining kg/cm2. Back pressure at the combined brine/air ejector outlet should be no
channels, thus transferring its heat to the feedwater in the evaporation Sea Water Supply Pump more than 6 kg/cm2.
channels.
The SW supply pump is a single-stage centrifugal pump. Evaporation
Having reached boiling temperature, which is lower than at atmospheric
pressure, the feedwater undergoes a partial evaporation and the mixture of When there is a minimum of 90 % vacuum, after maximum 10 minutes:
generated vapour and brine enters the separator vessel. Here the brine is This pump supplies the condenser with sea water and the brine/air ejector with
separated from the vapour and extracted by the combined brine/air ejector. jet water, as well as feedwater for evaporation.
e) Open the valve for feedwater treatment. Ensure that the chemical
After passing through a demister the vapour enters every second plate channel dosing tank is full.
in the condenser section. Distillate Pump
The sea water supplied by the combined cooling/ejector water pump The distillate pump is a single-stage centrifugal pump. f) Open the jacket water cooling inlet valve FV109 and outlet valve
distributes itself into the remaining channels, thus absorbing the heat being FV110.
transferred from the condensing vapour. The distillate pump extracts the produced fresh water from the condenser and
pumps the water to the fresh water tank. g) Start the hot water supply to that distiller by adjusting the bypass
The produced fresh water is extracted by the distillate pump and discharged valve FV108 to increase the temperature in steps of 10°C, until
through a salinometer which monitors the salinity of the water. Should the Salinometer the desired jacket water temperature is reached.
salinity rise above a preset value an alarm is sounded and the condensate is
dumped to the bilge tank. There is a flow meter at the distillate pump The salinometer continuously checks the salinity of the produced water. The The boiling temperature will now rises while the obtained vacuum drops to
discharge. alarm set point is adjustable. approximately 85%.
Distillate from the FW generator is discharged through a silver ion type electric Control Panel This indicates that evaporation has started.
steriliser, also fitted with a flow meter and then through a dolomite filter before
passing to the fresh water storage tanks. A control panel contains motor starters, running lights and contacts for remote
alarm.

Illustration 2.4.4a Evaporator
LI LI
Key
Sea Water
FV3 FV2
Electrical Signal
Fresh Water
Port Starboard
Fresh Water High Temperature Fresh Water
Tank Cooling Water Tank
(219.9m3) (221m3)
FV1 FV4
To Fresh Water Hydrophore Tank
FV5
FV6 FV28 WPV120
To Fire Bilge CIAH

and GS
Pump
Distillate
Pump
Jowa Control FV110

FV108
Panel
From Main
Engine HT From Fresh
Cooiling FV109 Water System
Drinking
Water
Steriliser T C
Dolomite
Filter
WPV152
Chemical
Dosing
WPV111 Tank
WPV Outside Engine Room Dump
140 to Hold WPV152
Store Fresh Water Near Main Air
Clean Bilge
Port Deck 6 Generator Receivers
Tank Deck 6
Sea Chest SW Ejector WPV
(High) Pump 141
Engine Room Floor Engine Room Floor
WPV105 Starboard
Sea Chest
(Low)
WPV101 WPV139 Sea Water Crossover Main Pipeline WPV108 WPV102

Condensation Adjustment Of Sea Water Flow
After approximately 5 minutes the boiling temperature will drop again, and a The sea water flow is correct when the inlet pressure at the inlet to the brine/air
normal vacuum is re-established. ejector is between 3-4 kg/cm2.
The valves should be set up as follows to fill the port FW tank. Stopping the Plant
Position Description Valve a) Stop the distillate pump.

Closed FW generator distillate pump discharge valve
b) Switch off the salinometer.
Closed Filling valve on port FW tank FV1
c) Stop the SW supply pump.
Closed Filling valve on starboard FW tank FV2
Open Outlet valve on port FW tank FV3 d) Close the valve for the feedwater treatment.
Closed Outlet valve on starboard FW tank FV4
e) Open the air screw (vacuum release valve).
Closed Drinking water steriliser bypass valve FV28
f) Close the inlet and outlet valves for the SW supply pump.
Closed Dolomite filter supply bypass valve FV6
Open Dolomite filter inlet valve g) Close the overboard valve for the combined brine/air ejector.
Open Dolomite filter outlet valve h) Close the valve to the fresh water tank.
Closed Dolomite filter bypass valve
! CAUTION
Closed Dolomite filter upper drain valve All valves must be shut while the generator is out of operation, except the
Closed Dolomite filter lower drain valve air screw.
a) Start the distillate pump with the discharge open to the bilge tank.
b) Open the distillate pump discharge valve.
(Note ! The distillate pump pressure must be between 1.2 -1.6 kg/cm2.)
c) Start the salinometer and check that it is functioning. When the

salinity of the condensate is below the preset value the solenoid
dump valve will close and the distillate pump will discharge the
condensate into the FW line.
d) Start the steriliser and check that it is functioning correctly.
e) Check the level indicator on the tank being filled. Change over the
tanks when the one being filled reaches the required level and fill
the other tank.
Adjustment Of Jacket Water Flow
In order to obtain the specified flow of hot water, it is necessary to adjust the
bypass valve FV108 until the desired flow is achieved. For maximum output
the outlet temperature of the heating water should be about 68°C.

Illustration 2.4.5a Distilled Water Transfer and Distribution
S
LI FV15 FV29 FV14 To Accommodation LI

FV12
FV21
Starboard
FV16 Fresh Water
Port To Aft
FS LAH Tank
Fresh Water Mooring Cooling LAH
Tank Deck FV13 (221m3)
Cascade Tank Fresh Water
(219.9m3) Expansion FV4
FS LAL Auxiliary Boiler Tank
FV1 LAL
& Exhaust Gas
Boiler Top FV26
To Fire, Bilge and
FV5 GS Pump
To Boiler
Water To Chemical FV56 FV55 FV92 FV91
Sampling Maine Engine Dosing
Cooler Tank
Auxiliary Blower Drain Auxiliary Blower Drain
S
Generator Air Cooler Cleaning Fluid Inlet Air Cooler Cleaning Fluid Inlet
Engine Side
(Near Turbocharger) FV84 Scavenger Box Fire FV85
Scavenger Air Trunk Drain (Primary)
Extinguishing
No.2 No.1 No.2 No.1
Air Cooler Cleaning Fluid Out Air Cooler Cleaning Fluid Out FV63
FV27 LO LO FO FO
Purifier Purifier Purifier Purifier
FV49
XA XA
FV18
Softener
P FV66
Drain Seal Air Cooler Air Cooler
Leakage Leakage FV61
Pot
FV67
Near
From Main Engine Cooler Drain
Incinerator
FV25
FV68
Oil Content FV72 Fresh Water
Detection FV70 Hydrophore
Main Engine
Tank
Aft Peak Top Grating
FV76 FV43
FV78 Tank
Bilge Separator To Ballast Pump
S
(5m3/h) Main Engine
Air
Turbocharger
Cooler FV23
Cleaning Key
FV35 Pump FV7
FV80 FV81
FV9 Fresh Water
Sludge Pump Workshop
(3.5kg/cm2 x 5 m3/h) FV75 FV24 Electrical Signal
FV79 FV82
FV11 FV10
Air
Exhaust Gas
FV30 Air For Additional
FV73 FV69 Boiler Soot
Cooling Filling From FW Hose
Cooling Collecting Sea Water
To Bilge Tank FV8
Water Tank
FV31 FV22 Tank FV40 P LAL
FV74 Tank PS

2.4.5 Distilled Water Transfer and Distribution
Water Softener
Maker: Nippon Controls Co. Ltd
Model: RBS-35
Capacity: 1-2 tonnes/hour
There are two fresh water storage tanks, one on the port side and the other on
the starboard side of the ship. Both tanks can supply fresh water to the ship’s
fresh water system via the pressurised hydrophore tank and they can also
supply fresh water to the fire and GS pump suction via valves FV5 and FV32
which are normally locked shut.
Procedure for Operation of the Distilled Water Transfer and

Distribution System via the Hydrophore Tank
(Starboard FW tank and No.1 FW pump in use.)
All valves in the system are closed.
Set up the valves as follows:

Open Starboard FW tank outlet valve FV4
Closed Port FW tank outlet valve FV3
Open No.1 FW pump suction valve FV7
Open No.1 FW pump discharge valve FV9
Closed Hydrophore tank outlet valve FV11
a) Ensure that No.1 pump is primed with water.
b) Start the pump locally and fill the hydrophore tank to approxi-
mately ¾ full then stop the pump.
c) Open the air supply valve to the hydrophore tank, raising the
pressure to 7 kg/cm2. Water Softener Situated Near No.1 Diesel Generator
d) Put the pump in automatic mode at the group starter panel, in
order that it will cut in and cut out as required to maintain pressure
in the system and level in the tank. Set the selector switch on No.2
pump group starter panel to No.1 cut in.
e) Open the hydrophore tank outlet valve FV11.
Open the valves to the various services required.

Illustration 2.5.1a Main Engine Jacket High Temperature Cooling Water System
LAH
FS
LAL
FS
FV145 Fresh Water

FV128 Expansion
High Temp.
Tank
ESD
FV139
TS FV132
No. 1 Generator Diesel Engine FV140
FV126
x6 T FV123
Main Engine
FV120 PI From
TC
TI TI Control Air
FV113 FV107
PS P System
To
High Temp. PAL ESLD Bilge
ESD Water
TI TAH TC FV114
Jacket Cooling Fresh Water Outlet
Jacket Cooling Fresh Water Inlet FV106
No. 2 Generator Diesel Engine TS FV131
T
FV125 Fresh Water Drain
x6 T FV135
FV122
To Hold Clean Bilge Tank
FV119
PS P
High Temp.
From Steam
ESD System
TI TAH TC C P FV104
FV127 FV262
FV102
TS FV130 Main Engine SV81
No. 3 Generator Diesel Engine
Jacket Cooling Water
FV124 Pumps (109m3/h
FV134 FV129 FV133 FV112 T
x 3.5kg/cm2) FV105 PS
C P To
x6 T FV121 Central FW
Main Engine Cooling
FV101 Jacket Water System
FV118 FV137 FV136 FV116 FV111
Heater
FV117
PS P
From T
TC
TI TAH TC Control Air
System FV115 FV108
By Low AST Key
Pressure
HT Cooling Water
Central Fresh Water
Electrical Signal
Cooling Pumps
3
(800/530m /h) FV110 Air
P C Fresh Water To
To Central From Low Generator Atmospheric
Fresh Water Temperature Cooling Saturated Steam
Condenser
Coolers FV203 FV201 Water System
Condensate
P C FV109
LT Cooling Water
FV204 FV202
Issue: 1 2.5 Fresh Water Cooling Systems - Page 1 of 10

2.5 Fresh Water Cooling Systems The system is provided with a steam heater for warming the jacket water Open No.2 main engine jacket cooling FW pump
system, but heat from any of the three generator diesel engines may also be suction valve FV102
2.5.1 Main Engine and Generator Engine Jacket High Temperature used for warming through the main engine jacket system. Under such circum-
stances, the main engine jacket cooling FW pumps are stopped, and jacket Open No.2 main engine jacket cooling FW pump
Cooling Water System discharge valve FV104
water from any of the diesel generators is circulated by means of a generator
This system provides fresh water cooling for the main engine jacket system engine mounted pump. Open Preheater inlet valve FV111
and for the jacket systems of the three generator diesel engines. Although they
Each of the generator diesel engines has its own shaft driven jacket cooling Open Preheater outlet valve FV112
are interlinked the main and generator engine systems may be treated
separately. The cooling water is chemically treated to inhibit corrosion. water circulating pump, which draws water from the cooling main and Closed Preheater bypass valve FV127
circulates it through the generator engine jacket system. The outlet from the
generator engine jackets passes to the cooling main system which has a Closed System drain valve to clean bilge hold tank FV135
The main engine jacket cooling water system has two circulating water pumps
rated at 109 m3/h with a pressure of 3.5 kg/cm2. These pumps supply cooling temperature controlled three-way valve. This valve also has a suction Open Main engine jacket cooling water outlet valve FV106
water to the main engine jacket, cylinder heads and exhaust valves and also connection to the low temperature cooling water system, thus the cooling water
flowing to the generator cooling water pumps will be at a controlled Open FW generator bypass valve FV108
circulate hot water through the fresh water generator.
temperature. Closed FW generator inlet valve FV109
The pumps discharge through the jacket cooling water preheater, a valve
The combination of hot water from the generator engine jacket returns, and the Closed FW generator outlet valve FV110
bypassing the preheater is throttled to ensure a flow through the preheater at all
times. The preheater maintains the main engine jacket cooling water relatively low temperature water from the low temperature cooling system, Open Header tank outlet valve FV139
temperature when the main engine is at idle, on low load or when the engine provides the correct inlet temperature for the generator engine jacket systems.
is being warmed through prior to starting. Open Header tank to FW outlet line
The generator engine jacket cooling system is linked to the header tank via a connection valve FV140
The FW generator can be bypassed when the main engine is on low load or system of valves. This allows hot water from the generator engine jackets to be
Open Line valve to header tank FV133
idle, but normally the FW generator extracts heat from the circulating jacket circulated through the main engine jacket system and keep the main engine
cooling water thus reducing the thermal load on the system. warm. Open Three-way temperature control valve FV116
Preparation for the Operation of the Main Engine Jacket Cooling Water Open Three-way valve inlet valve from
After flowing through the FW generator the jacket water passes back to the
System low pressure system FV136
jacket cooling water pump suction. A three-way valve, actuated by the
automatic jacket water temperature controller, regulates the temperature of the Open Header tank to LT system connection valve FV129
water flowing to the pump suction. This is done by varying the amount of a) Replenish the system using the fresh water filling pipe on the
drain tank, or from the fresh water system via the expansion tank. Open Header tank to generator engine warming
water taken from the low temperature cooling water system, the amount taken
through system FV145
from the low temperature system is increased as the temperature of the
returning jacket cooling water increases. b) Ensure all pressure gauge and instrumentation valves are open. Open Generator engine warming through system
outlet valve FV128
The hot jacket water not taken by the jacket water pump flows into the low c) Ensure the FW generator is bypassed.
temperature system, on the suction side of the central cooling FW pumps, and Closed Main engine jacket cooling water warming
d) Ensure all main engine individual cylinder inlet and outlet valves through return valve FV113
hence through the central coolers.
are open. Closed Main engine warming through supply valve
If the main engine jacket water outlet temperature increases it indicates a need from generator engine FV114
for a lower jacket water inlet temperature and the controller signals the three- e) Ensure all main engine individual cylinder vent and drain valves
way valve to increase the amount of water taken from the low temperature are closed. Operation
system. a) Check the system level and replenish if required.
f) Set valves as shown in the tables below.
The cooling FW expansion tank provides a positive head to the system as well b) Start one jacket cooling water pump.
as allowing for thermal expansion. The system can be drained to the hold clean Position Description Valve
bilge tank and can be replenished from the low temperature fresh water cooling c) Check the operation of temperature and pressure gauges.
Open No.1 main engine jacket cooling FW pump
system.
suction valve FV101
d) Vent the preheater.
Open No.1 main engine jacket cooling FW pump
discharge valve FV105

LAH
FS
LAL
FS
FV145 Fresh Water

FV128 Expansion
High Temp.
Tank
ESD
FV139
TS FV132
FV126
x6 T FV123
Main Engine
FV120 PI From
TC
TI TI Control Air
FV113 FV107
PS P System
To
ESD Water
TI TAH TC FV114
T
x6 T FV135
FV122
FV119
PS P
High Temp.
From Steam
ESD System
TI TAH TC C P FV104
FV127 FV262
FV102
FV134 FV129 FV133 FV112 T
C P To
Main Engine Cooling
FV118 FV137 FV136 FV116 FV111
Heater
FV117
PS P
From T
TC
System FV115 FV108
By Low AST Key
Pressure
HT Cooling Water
Central Fresh Water
Electrical Signal
Cooling Pumps
3
(800/530m /h) FV110 Air
P C Fresh Water To
Condenser
Condensate
P C FV109
LT Cooling Water
FV204 FV202

e) Ensure that the header tank is maintaining the correct system Position Description Valve d) Set valves as shown in the following table.
pressure and that the tank level is not fluctuating abnormally.
Open Discharge valve from HT to LT system ` FV129 Position Description Valve
f) Supply steam to the preheater via the control valve. Open Generator engine cooling system 3-way valve FV117
Closed No.1 main engine jacket cooling FW pump
g) Slowly bring the jacket temperature up to operating temperature. suction valve FV101
Open Generator engine cooling system make-up from
Observe the engine builder’s instructions regarding the rate of LT system inlet valve FV137
temperature rise. discharge valve FV105
Open Header tank to generator engine cooling system
h) Check for signs of water leakage throughout the system. connection valve FV134
suction valve FV102
Open Generator engine outlet cooling water
i) Test the system for chemical concentration and add chemicals as
connection to 3-way valve FV128
required. Closed No.2 main engine jacket cooling FW pump
(Note ! Each generator engine has its own shaft driven pump which will discharge valve FV104
j) Switch the other JCW pump to standby. operate whenever that engine is operating.) Closed Preheater inlet valve FV111
k) When the engine is at full power, check the automatic operation Operation Closed Preheater outlet valve FV112
of the cooling system. If this is satisfactory, the steam supply to Open Preheater bypass valve FV127
the preheater can be isolated and the FW generator brought into a) Check the system level and replenish if required.
operation if required. Closed System drain valve to clean bilge hold tank FV135
b) Start one generator engine and ensure that the jacket cooling Closed Main engine jacket cooling water outlet valve FV106
l) Vent the FW generator heating lines. water pump is operating.
Open FW generator bypass valve FV108
The temperature drop in the jacket cooling water across the FW generator c) Check the operation of temperature and pressure gauges. Closed FW generator inlet valve FV109
depends upon the amount by which the evaporator bypass valve is open.
d) Check the functioning of the temperature control valve. Closed FW generator outlet valve FV110
Preparation for the Operation of the Generator Engine Jacket Cooling
Open Header tank outlet valve FV139
Water System e) Ensure that the header tank is maintaining the correct system
pressure and that the tank level is not fluctuating abnormally. Open Header tank to FW outlet line connection valve FV140
a) Replenish the system using the fresh water filling pipe on the
Warming through the Main Engine Jacket System using the Generating Open Line valve to header tank FV133
drain tank, or from the fresh water system via the expansion tank.
Engine for Heating Purposes Closed Three-way temperature control valve FV116
b) Ensure all pressure gauge and instrumentation valves are open.
This system will be operated when the main engine has been shut down and is Open Three-way inlet valve from LT system FV136
c) Ensure all generator engine cooling water inlet and outlet valves already warmed through. One of the diesel generator engines will be operating Open Discharge valve from HT to LT system FV115
are open as follows, and its jacket system will be cooled as described above. By opening and
closing valves as described below, hot water from the operating generator Closed Header tank to LT system connection valve FV129
Position Description Valve engine jacket system can be circulated through the main engine jacket system. Open Header tank to generator engine warming
No.1 GE No.2 GE No.3 GE through system FV145
These valves must be returned to their normal positions for jacket cooling
Open Warming through pump inlet valve FV120 FV11 FV118 when the main engine is started. Throttled Generator engine warming through system
outlet valve FV128
Open Outlet valve from generator engine FV123 FV122 FV121
a) The main engine is shut down and the main engine jacket cooling Open Main engine jacket CW warming through
Open Generator engine pressure return valve FV126 FV125 FV124 FW pump is stopped. return valve FV113
Open Generator engine outlet valve to FV132 FV131 FV130 Open Main engine warming through supply valve
header tank b) Ensure the FW generator is bypassed.
from generator engine FV114
d) Ensure all generator engine vent and drain valves are closed. c) Ensure all main engine individual cylinder inlet and outlet valves Open Generator engine jacket cooling system
remain open. 3-way valve FV117
e) Set the valves as shown in the tables below.

LAH
FS
LAL
FS
FV145 Fresh Water

FV128 Expansion
High Temp.
Tank
ESD
FV139
TS FV132
FV126
x6 T FV123
Main Engine
FV120 PI From
TC
TI TI Control Air
FV113 FV107
PS P System
To
ESD Water
TI TAH TC FV114
T
x6 T FV135
FV122
FV119
PS P
High Temp.
From Steam
ESD System
TI TAH TC C P FV104
FV127 FV262
FV102
FV134 FV129 FV133 FV112 T
C P To
Main Engine Cooling
FV118 FV137 FV136 FV116 FV111
Heater
FV117
PS P
From T
TC
System FV115 FV108
By Low AST Key
Pressure
HT Cooling Water
Central Fresh Water
Electrical Signal
Cooling Pumps
3
(800/530m /h) FV110 Air
P C Fresh Water To
Condenser
Condensate
P C FV109
LT Cooling Water
FV204 FV202

Open Generator engine jacket cooling system
make-up from LT system inlet valve FV137
Open Header tank to generator engine jacket

cooling system connection valve FV134
Individual Generator Engine Warming Through Valves
For No.1 generator engine valves set as follows:

Open Inlet valve to warming through pump FV120
Open Outlet valve from generator engine FV123
Open Generator engine pressure return valve FV126
Open Generator engine outlet valve to header tank FV132
Operating Procedure
a) Run the generator engine on its normal load and ensure that its
jacket cooling water pump is operating.
b) The generator engine jacket cooling system three-way valve

FV117 will maintain the generator engine jacket system at the
desired temperature. Hot water from the generator engine jacket
cooling system will be circulated to the main engine jacket system
through valve FV114 and on exit from the main engine jacket
system will return to the generator engine cooling system three-
way valve FV117 via valve FV113.

Illustration 2.5.2a Central Fresh Water Low Temperature Cooling System
Auto Air Vent Valve Accommodation From FW System Main Air Start
Fresh FV218
CO2 Refrigeration FV21 Compressors
Water
FV241 Dom. Refrigeration Coolers Coolers Expansion
Tank No.1
FV243
FV246 FV253 FV215

Accom. AC FV254 FV219
No.1 Generator Diesel Engine FV251
Workshop FV252
Upper Engine No.2
Air Cooler T Air Conditioning
Deck Control Room
Unit
Air Conditioning FV216
P T Unit
LO FV220
Cooler FV234
T
No.3
FV237 Main Engine
To Generator To Main FV217
FV244 Engines Engine
Air Air
FV247 Cooler Cooler PI PAL TAL TI
T FV262
No.2 Generator Diesel Engine FV223 W
Air Cooler T FV271 FV242 FV241 FV240 FV222
AST FV221
P T C P
No.1 CFW FV201
LO T FV203
Cooling Pump AST
Cooler FV235 (800/530m3/h)
PS P
T No.2 CFW
FV238 Cooling Pump
Air (530m3/h) PS
FV245 To Bilge Tank
FV248 TC FV202 FV204
TI C P
T FV249
Air Cooler
P T
LO
Cooler FV236
T FV208 FV207 FV206 FV205
To Main Engine FV239 FV213
Jacket Cooling Water System P P
To Deck Machinery To Main Engine From Main Engine T No.2 T T No.1 T
Hydraulic Oil Cooler Jacket Cooling Jacket Cooling
Water System Water System FV211
From Deck Machinery
Hydraulic Oil Cooler FV214
(Manual)
P P Central Fresh Water Coolers
High Temp.
ESLD TI TAH
FV227 TI TAH
FV228 FV225 FV224
FV229 ESLD FV226 FV210 FV209 Key
PS FV212
T T Low Temperature Cooling Water
Central Fresh Water
Cooling Booster Pumps T T
3
Electrical Signal
AST (155m /h)
Air
Intermittent Main Engine
Turbocharger LO Cooler Main Engine
Shaft Bearing LO Cooler
High Temperature Cooling Water

2.5.2 Central Fresh Water Low Temperature Cooling System Engine control room air conditioning unit Open ECR air conditioning outlet valve FV254
Workshop air conditioning unit Open Workshop AC inlet valve FV251
Introduction
Three main starting air compressors Open Workshop AC outlet valve FV253
The central fresh water low temperature cooling system has the following
Accommodation services, via the central cooling FW booster pumps Open No.1 main air compressor inlet valve FV215
features:
Propeller intermediate shaft bearings Open No.1 main air compressor outlet valve FV218
1. Two main circulating pumps which circulate fresh water through the system.
Deck machinery LO cooler Open No.2 main air compressor Inlet valve FV216
The pumps take suction from the system suction main and pass the cooling Open No.2 main air compressor outlet valve FV219
Preparation for the Operation of the Low Temperature Cooling Water
water through one or both of the two central coolers.
System Open No.3 main air compressor Inlet valve FV217
Pump No.1 has a rated capacity of 800 m3/h at a pressure of 3.5 kg/cm2 and Open No.3 main air compressor outlet valve FV220
a) Replenish the system from the expansion tank which is filled
No.2 pump is a two speed pump with a capacity of 800/530m3/h at a pressure
from the fresh water system. Open Accommodation return flow valve FV249
of 3.5/1.6 kg/cm2. A pressure switch on the common pump discharge which
starts the standby pump on low pressure. Open No.1 intermediate shaft bearing inlet valve FV226
Open No.1 intermediate shaft bearing outlet valve FV228
2. Two booster pumps are provided for the accommodation services and these
c) Set up valves as shown in the tables below.
have a rated of 155 m3/h at a pressure of 7 kg/cm2. Open No.2 intermediate shaft bearing inlet valve FV227
Position Description Valve Open No.2 intermediate shaft bearing outlet valve FV229
3. Two central fresh water coolers, which in turn are cooled by sea water.
Open No.1 central cooling water pump suction valve FV201 Open Main engine LO cooler inlet valve FV209
They are of the plate type with a fresh water flow rate of 430 m3/h and sea
Open No.1 central cooling water pump Open Main engine LO cooler outlet valve FV210
water flow rate of 550 m3/h.
discharge valve FV203 Open Main engine turbocharger LO cooler inlet valve FV224
4. The temperature of the cooling water flowing from the coolers into the Open No.2 central cooling water pump suction valve FV202 Open Main engine turbocharger LO cooler outlet valve FV225
cooling water main is controlled by a three-way valve which regulates the
amount of water passing through the coolers. Open No.2 central cooling water pump Open No.1 main engine scavenge air cooler inlet valve FV240
discharge valve FV204
Open No.1 main engine scavenge air cooler outlet valve FV241
5. An expansion tank which provides a positive head to the system as well as Open No.1 central cooler inlet valve FV205
allowing for thermal expansion of the circulating water. This tank can be Open No.2 main engine scavenge air cooler inlet valve FV242
topped up from the domestic fresh water system. The system is permanently Open No.1 central cooler outlet valve FV206
Open No.2 main engine scavenge air cooler outlet valve FV271
vented from the highest point of the system to the expansion tank. Closed No.2 central cooler inlet valve FV207
Open No.1 generator engine air and LO cooler
A branch from the central cooling water pump discharge supplies circulating Closed No.2 central cooler outlet valve FV208 inlet valve FV234
cooling water to the accommodation spaces. Operational Temperature control 3-way bypass valve FV230
Connections to and from the main and generator engine jacket system are Open No.1 central cooling FW booster pump outlet valve FV237
provided in the circulating pump suction line. inlet valve FV211
Open No.1 alternator cooler inlet valve FV243
The low temperature cooling water pumps supply the following services: Open No.1 central cooling FW booster pump
outlet valve FV213 Open No.1 alternator cooler outlet valve FV246
Main engine LO cooler
Open No.2 central cooling FW booster pump Open No.2 generator engine air and LO cooler
Main engine turbocharger LO cooler inlet valve FV235
inlet valve FV212
Both main engine scavenge air coolers
Open No.2 central cooling FW booster pump Open No.2 generator engine air and LO cooler
Three generator engine LO coolers, charge air coolers and outlet valve FV214 outlet valve FV238
alternators
Open ECR air conditioning inlet valve FV252 Open No.2 alternator cooler inlet valve FV244

Illustration 2.5.2a Central Fresh Water Low Temperature Cooling System
Auto Air Vent Valve Accommodation From FW System Main Air Start
Fresh FV218
CO2 Refrigeration FV21 Compressors
Water
FV241 Dom. Refrigeration Coolers Coolers Expansion
Tank No.1
FV243
FV253 FV215
FV246
Accom. AC FV254 FV219
Workshop FV252
Upper Engine No.2
Air Cooler T Air Conditioning
Deck Control Room
Unit
Air Conditioning FV216
P T Unit
LO FV220
Cooler FV234
T
No.3
FV237 Main Engine
To Generator To Main FV217
FV244 Engines Engine
Air Air
FV247 Cooler Cooler PI PAL TAL TI
T FV262
No.2 Generator Diesel Engine FV223 W
Air Cooler T FV271 FV242 FV241 FV240 FV222
AST FV221
P T C P
No.1 CFW FV201
LO T FV203
Cooling Pump AST
Cooler FV235 (800/530m3/h)
PS P
T No.2 CFW
FV238 Cooling Pump
Air (530m3/h) PS
FV245 To Bilge Tank
FV248 TC FV202 FV204
TI C P
T FV249
Air Cooler
P T
LO
Cooler FV236
T FV208 FV207 FV206 FV205
To Main Engine FV239 FV213
Jacket Cooling Water System P P
To Deck Machinery To Main Engine From Main Engine T No.2 T T No.1 T
Hydraulic Oil Cooler Jacket Cooling Jacket Cooling
Water System Water System FV211
From Deck Machinery
Hydraulic Oil Cooler FV214
(Manual)
P P Central Fresh Water Coolers
High Temp.
ESLD TI TAH
FV227 TI TAH
FV228 FV225 FV224
FV229 ESLD FV226 FV210 FV209 Key
PS FV212
T T Low Temperature Cooling Water
Central Fresh Water
Cooling Booster Pumps T T
3
Electrical Signal
AST (155m /h)
Air
Intermittent Main Engine
Turbocharger LO Cooler Main Engine
Shaft Bearing LO Cooler
High Temperature Cooling Water

Open No.2 alternator cooler outlet valve FV247

inlet valve FV236

outlet valve FV239
Open No.3 alternator cooler inlet valve FV245
Open No.3 alternator cooler outlet valve FV248

Open Expansion tank inlet valve FV262
Operating Procedure
a) Start one central cooling FW pump.
b) Supply sea water to central FW cooler.
c) Check the expansion tank level and replenish if necessary via FW

valve FV21.
d) Check the level of chemical treatment and dose as necessary.
e) Put the remaining pump on standby.
f) Open valves to particular items of plant as required.
(Note ! Whenever there is one of the generator engines running, heat will be
supplied to the low and high temperature systems from that engine. As both
systems are linked they will both be warmed through via the main engine
jacket water warming-up heater but care must be taken to ensure that the
temperature rise is within the limits dictated by the system and plant manufac-
turers.)
g) During periods of extended stay in port, it may be desirable to

have No.2 pump running on low speed.

Illustration 2.6.1a Main Engine Fuel Oil Service System
LAH OV73
FS
Key Diesel Oil
Service Tank From
Fuel Oil LAH (26.3m3) Steam OV16
FS System TAH LAH
Marine Diesel Oil
Air OV35 TAH

OV21 T HFO Service HFO Settling TAH
Tank Tank
Saturated Steam (28.7m3) (27.2m3)
Electrical Signal LAL
OV19
OV20
To Incinerator
Return
Chamber OV6
P
From
P OV93 OV95 OV94
Diesel Generator OV56
Engines
OV51 OV53
OV92 OV78 OV15 OV77
To Boiler OV36
OV91 OV130
Fuel Oil Pump
OV79 From OV68 OV80
OV82 GS Air To
System (By Low
T Incinerator
Pressure)
OV1 OV24 OV25 AST

Generator
OV28 Engine
Main Engine and Generator DO Emergency
S C C
To Engine FO Heater No.1 Pump Fuel Oil
Diesel Generator Supply
C Pumps
Engines OV30
T Air P P
T
Motor
P
OV29 P
OV70 OV69
Main Engine and Generator
TIH TI From Engine FO Heater No.2 To Drain
Main Engine VSC Control Air OV109 Cooler
System
OV31
T
OV12 OV10 OV9
Gauge Board
VSAH OV133
ASTP OV11
PS Start By Black Out Main Fuel Oil

VSI P
To FO OV86 Stop By Start Of Flowmeter
Overflow Supply Circulating
P P P P
Tank Pump OV3
OV5
DPAH DPS DPS DPAH From OV27
Control Air OV26
System OV4
P P
Fuel Oil
Fuel Oil Circulating To Diesel Generator
OV33 Viscometer Pumps Engines
Auto Back
P P OV13
Flush Filters
OV32 AST
OV18 OV17
OV34
Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 1 of 18
2.6 Fuel Oil and Diesel Oil Service Systems There are two HFO circulating pumps, one of these will be operating with the Set up the valves as in the following table:
other on automatic standby, which will start in the event of discharge pressure
2.6.1 Main Engine Fuel Oil Service System drop or voltage failure of the running pump. Immediately before the HFO Position Description Valve
circulating pump suction, the HFO line from the HFO supply pumps is joined
Open Service tank high suction quick-closing valve OV20
Introduction by a pipe from the fuel return chamber, thus the HFO at the circulating pump
suction is a mixture of fresh fuel from the HFO service tank and circulating Closed Service tank low suction valve OV6
Heavy fuel oil is stored on board in six fuel oil storage tanks and is transferred, HFO from the return tank. The HFO circulating pumps discharge through one
Closed DO tank suction quick-closing valve OV35
by means of a fuel oil transfer pump, to a fuel oil settling tank where any water of a pair of main engine fuel oil heaters, where the oil is heated to a
or other sediment is drained off using a self-closing test cock. temperature corresponding to a viscosity of 15 cSt using steam at 6 kg/cm2. Closed DO suction valve OV36
The heated fuel oil then passes through the viscometer, which controls the Closed DO suction pressure regulating valve OV80
Diesel oil is stored in one storage tank and is transferred to the DO service tank
steam supply to the heater according to the viscosity of the flowing fuel oil, Closed HFO supply valve OV56
as required.
and then through an auto backwash filter to the main engine fuel oil rail and
the generator engine fuel oil supply manifold. The debris from this filter and Open No.1 HFO supply pump suction valve OV25
From the heavy fuel oil service tank fuel oil can be supplied to the main engine
the auto backflushing filter is directed to the FO drain tank. Open No.1 HFO supply pump discharge valve OV69
and generator engine fuel system and to the oil fired boiler. HFO is directed
from the settling tank to the heavy fuel oil service tanks via one of two From the main engine fuel rail, HFO is supplied to the suction side of the Open No.2 HFO supply pump suction valve OV24
centrifugal FO purifiers. The main engine and three generator engines are individual main high pressure fuel oil injection pumps. A control valve, set at
designed to run on HFO at all times. Normally one of the fuel oil purifiers will 7.5 kg/cm2 and fitted in the fuel supply main line, regulates the pressure at the Open No.2 HFO supply pump discharge valve OV70
be running at all times, with the throughput balanced to match the fuel main engine fuel rail and generator fuel supply manifold, diverting excess Operational HFO supply pressure regulating valve OV10
consumption of the main engines and generator diesel engines. pressure to the FO return chamber.
Open HFO supply pressure regulating valve
All outlet valves from all fuel tanks are remote quick-closing valves with a The high pressure fuel oil lines on the engine are sheathed. Any leakage from inlet valve OV9
collapsible bridge which can be pneumatically operated from the fire control the annular spaces, formed by the sheathing, is directed to the HFO overflow
station, thus closing the valve instantly. After being tripped from the fire tank which is fitted with a high level alarm and gives warning of a leaking fuel Open HFO supply pressure regulating valve
control station the valves must be manually reset locally. Each tank is also injection pipe. outlet valve OV12
fitted with a self-closing test cock to test for the presence of water and to drain
any water present. Tundishes under the self-closing test cock drain any Closed HFO supply pressure regulating valve
Excess fuel oil supplied to the main engine passes into the HFO return line,
released liquid to the waste oil tank. All tanks and heaters are supplied with bypass valve OV11
which is provided with a control valve set at 5-7 kg/cm2. Returning HFO flows
steam at 6 kg/cm2 from the ship’s steam supply, with condensate flowing to the to the return chamber which can overflow to the HFO service tank. The return Open Main flow meter inlet valve OV3
feedwater observation tank which is fitted with an oil detection unit. chamber is fitted with an automatic degasing valve which vents to the HFO
Open Main flow meter outlet valve OV5
service tank.
There are two HFO heaters and the steam supply to these is controlled auto- Open Main flow meter bypass valve OV4
matically by a viscosity controller, the viscometer. All fuel oil pipe work is Preparation for the Operation of the Main Engine Fuel Oil Service
trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and Open No.1 FO circulating pump suction valve OV17
System
encased in the same lagging. Open No.1 FO circulating pump discharge valve OV26
a) Put the HFO purifier system in use, filling the service tank from
Heated and filtered heavy fuel oil is supplied to the main engine and generator Open No.2 FO circulating pump suction valve OV18
the settling tank.
engines from the fuel oil service tank. Fuel oil from the heavy fuel oil service Open No.2 FO circulating pump discharge valve OV27
tank flows, via a filter, to one of two fuel oil supply pumps, the second pump b) Ensure that all filters are clean.
will be on automatic standby and will start in the event of discharge pressure Open No.1 FO heater inlet valve OV28
drop or voltage failure of the running pump. These pumps can also take suction c) Ensure that all instrumentation valves are open. Open No.1 FO heater outlet valve OV30
from the DO service tank under exceptional circumstances. The HFO supply
pump discharges through an auto backflushing filter and flow meter to the one Closed No.2 FO heater inlet valve OV29
The following procedure illustrates starting from cold with the system charged
of the HFO circulating pumps. A pressure control valve, with its sensing point with DO and in a shut down condition. Closed No.2 FO heater outlet valve OV31
on the supply pump discharge, maintains the supply pump’s discharge pressure
at 5 kg/cm2 by recirculating oil from the pump discharge back to the pump Open Viscometer inlet valve OV32
(Note ! The engine is designed for operation on HFO at all times but there may
suction. be occasions when it is necessary to operate on DO, such as before Open Viscometer outlet valve OV33
maintenance work is to be carried out on the fuel system.)
Open Viscometer bypass valve OV34
Illustration 2.6.1b Viscosity-Temperature Graph
TEMPERATURE 0C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
nk
10,000 er 10,000 10,000
Fu
el
Oi
l
5,000 5,000 5,000
2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes VISCOSITY - TEMPERATURE
1,000 1,000 RELATIONSHIPS 1,000
TYPICAL MARINE FUELS

500 500 500
KINEMATIC VISCOSITY - Centistokes
KINEMATIC VISCOSITY - Centistokes

100 100 100
50 50 50
Boiler Atomization Viscosity

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

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

TEMPERATURE 0C
Open 2nd filter inlet valve g) Start one HFO circulating pump. Changeover can be performed at any time, during engine running or during
engine standstill.
Open 2nd filter outlet valve
h) Raise temperature in the fuel system to about 75ºC.
Open Fuel rail pressure control valve inlet valve OV78 (Note ! In order to prevent fuel pump and injector sticking/scuffing, poor
i) Start viscosity controller. combustion, fouling of the gas passages, it is very important to carefully follow
Open Fuel rail pressure control valve outlet valve OV77
the changeover procedures.)
Operational Fuel rail pressure control valve OV15 j) Slightly open the flushing valve OV21 to the HFO service tank.
Changeover from Diesel Oil to Heavy Fuel During Running
Open Fuel rail pressure control valve bypass valve OV79
(Note ! This tank should be almost full of HFO in order to minimise the
Open Main engine fuel inlet valve OV1 dilution effect of the DO in the system.) This should not normally be required and change to HFO from DO would
normally be undertaken, as above, before starting the engine.
Open Return fuel rail back pressure control valve k) Diesel oil will now be expelled to the HFO service tank, at the
inlet valve OV93 same time drawing in HFO from the service tank. To protect the injection equipment against rapid temperature changes, which
may cause sticking/scuffing of the fuel valves and fuel pump plungers and
Open Return fuel rail back pressure control valve l) Continually raise the temperature manually. suction valves, the changeover is carried out as follows (manually):
outlet valve OV94
Operational Return fuel rail back pressure control valve OV95 m) When the set point is reached on the viscosity controller, change a) First, ensure that the HFO in the service tank is at normal
its setting to auto and close the bypass valve OV34. operating temperature.
Open Fuel rail back pressure control valve
bypass valve OV92 n) Change the operation of the steam control valve to auto. Open b) Reduce the engine load to 75% of normal. Then, by means of the
Open Return valve to mixing unit OV19 steam inlet valve fully. thermostatic valve in the steam system or by manual control of the
viscometer, the diesel oil is heated to maximum 60-80ºC.This is
Open Flushing valve to HFO service tanks V21 HFO is now circulating through the system. to maintain the lubrication ability of the diesel oil and so minimise
the risk of plunger scuffing and the consequent risk of sticking.
Open Inlet valve to HFO service tank o) Close the flushing valve OV21 to HFO service tank. This preheating should be regulated to give a temperature rise of
from return tank OV16
about 2ºC per minute.
p) Close the fuel rail pressure control valve bypass valve (OV79)
Open Inlet valve to auto degasing valve and the fuel rail back pressure control valve bypass valve (OV92).
from return tank OV73 c) Due to the above mentioned risk of sticking/scuffing of the fuel
injection equipment, the temperature of the heavy fuel oil in the
Procedure to Start Up the Main Engine Fuel Oil Service System and q) Switch the other FO supply pump to standby. service tank must not be more than 25ºC higher than the heated
Change Over to Heavy Fuel Oil diesel oil in the system (60-80ºC) at the time of changeover.
r) Switch the other FO circulating pump to standby.
a) Supply steam heating to HFO service tank. (Note ! The diesel oil viscosity should not drop below 2cSt, as this might cause
Close the flow meter bypass valves to obtain accurate flow readings. fuel pump and fuel valve scuffing, with the risk of sticking.)
b) Open all the individual fuel inlet valves on the main engine fuel
inlet main. The engine is now operating on HFO with automatic control of the temperature d) For some light diesel oils (gas oil), the maximum allowed
and pressure in the system. The flow meter reading gives an accurate value of temperature is below 80ºC. When 60-80ºC has been reached, the
c) Open the main HFO supply valve OV56. the actual heavy fuel oil consumption. change to HFO is performed by opening fuel oil supply valve
OV56 and close DO supply valve OV36.
d) Supply trace heating to the fuel oil service system pipe lines. Fuel Changeover
The main engine is designed to run on HFO at all times. However, changeover The temperature rise is then continued at a rate of about 2ºC per minute, until
!CAUTION to diesel oil can become necessary if, for instance, the vessel is expected to reaching the required viscosity.
Trace heating should not be applied to sections of pipeline isolated by have a prolonged inactive period with cold engine, i.e. due to:
closed valves on the HFO side as damage could occur due the expansion
of the contents. A major repair of the fuel oil system
A docking
e) Manually start supplying steam to the on line HFO heater.
Environmental legislation requiring the use of low sulphur fuels
f) Start one HFO supply pump.
Illustration 2.6.1a Main Engine Fuel Oil Service System
LAH OV73
FS
Key Diesel Oil
Service Tank From
Fuel Oil LAH (26.3m3) Steam OV16
FS System TAH LAH
Marine Diesel Oil
Air OV35 TAH

OV21 T HFO Service HFO Settling TAH
Tank Tank
Saturated Steam (28.7m3) (27.2m3)
Electrical Signal LAL
OV19
OV20
To Incinerator
Return
Chamber OV6
P
From
P OV93 OV95 OV94
Diesel Generator OV56
Engines
OV51 OV53
OV92 OV78 OV15 OV77
To Boiler OV36
OV91 OV130
Fuel Oil Pump
OV79 From OV68 OV80
OV82 GS Air To
System (By Low
T Incinerator
Pressure)
OV1 OV24 OV25 AST

Generator
OV28 Engine
Main Engine and Generator DO Emergency
S C C
To Engine FO Heater No.1 Pump Fuel Oil
Diesel Generator Supply
C Pumps
Engines OV30
T Air P P
T
Motor
P
OV29 P
OV70 OV69
Main Engine and Generator
TIH TI From Engine FO Heater No.2 To Drain
Main Engine VSC Control Air OV109 Cooler
System
OV31
T
OV12 OV10 OV9
Gauge Board
VSAH OV133
ASTP OV11
PS Start By Black Out Main Fuel Oil

VSI P
To FO OV86 Stop By Start Of Flowmeter
Overflow Supply Circulating
P P P P
Tank Pump OV3
OV5
DPAH DPS DPS DPAH From OV27
Control Air OV26
System OV4
P P
Fuel Oil
Fuel Oil Circulating To Diesel Generator
OV33 Viscometer Pumps Engines
Auto Back
P P OV13
Flush Filters
OV32 AST
OV18 OV17
OV34
Changeover from Heavy Fuel to Diesel Oil During Running Changeover from Heavy Fuel Oil to Diesel Oil During Standstill g) Start the HFO supply pump.
To protect the fuel oil injection equipment against rapid temperature changes, a) Shut off the steam valve to the HFO heater. h) When the system is at the correct temperature put the HFO heater
which may cause scuffing with the risk of sticking of the fuel valves and of the on automatic control.
fuel pump plungers and suction valves, the changeover to diesel oil is b) Shut off the trace heating.
performed as follows (manually): i) Switch the other HFO supply pump to standby.
Regarding temperature levels before changeover, see ‘Changeover from Heavy
a) Ideally the diesel oil in the DO service tank is at 50ºC, if possible. Fuel to Diesel Oil during Running’. j) Switch the other HFO booster pump to standby.
(Note ! Strict rules govern the heating of fuel oil in the engine room and these c) Open DO supply valve OV36.
must be observed thus it is essential to know the flash point of the fuels being
burned.) d) Close HFO supply valve OV56.
b) Shut off the steam supply to the fuel oil heater and line tracing. e) Open flushing valve to the HFO service tank OV21 so that the
fuel oil is pumped to the FO service tank. Ensure that there is
c) Reduce the engine load to 75% of MCR load. sufficient ullage in the service tank.
d) Change to diesel oil when the temperature of the heavy oil in the f) When the HFO is replaced by DO, close the above return valves.
HFO heater has dropped to about 25ºC above the temperature in
the diesel oil service tank, but not below 75ºC. g) Stop the viscosity controller.
e) Open the diesel oil supply valve OV36. Close the HFO supply h) Stop the fuel oil pumps.
valve OV56.
Starting on Heavy Fuel Oil
Diesel fuel oil is now flowing to the FO circulating pumps.
The engine can operate at all times on HFO and the engine may be stopped
(Note ! If, after the changeover, the temperature at the HFO heater suddenly with HFO in the fuel system. During a relatively short duration in port the fuel
drops considerably, the transition must be moderated by supplying a little system may remain heated with the fuel circulating. However, under certain
steam to the FO heater, which now contains diesel oil.) circumstances the fuel supply and circulating pumps may have been stopped
and the fuel system may have been allowed to cool; in which case the fuel
system must be brought back to operating temperature before starting the
engine.
With the fuel system valves set for operation on HFO.
a) Ensure that the fuel in the HFO settling tank is at the correct
temperature.
b) Clean filters as necessary.
c) Manually open the steam valve to the HFO heater.
d) Open the trace heating steam supply.
e) Start the HFO circulating pump and circulate fuel oil around the
system until the correct temperature is reached.
f) Slightly open the flushing valve to the service tank OV21.
Illustration 2.6.2a Generator Engines Fuel Oil Service System
OV101
LAH
FS
Diesel Oil OV73
OV111 OV16
Service Tank
(26.3m3) From
LAH FS Steam
OV118 OV110
System TAH LAH
OV153 HFO
OV35
OV21 T Settling
Key HFO Service TAH
P C Tank
Tank (27.2m3)
Fuel Oil (28.7m3)
TAH LAL
Generator Engines OV120 OV119
Marine Diesel Oil OV19
FO Returns Flow Meter Generator To Auxiliary
Air Engines Diesel Oil Boiler
Supply Pump
OV6 OV20
Saturated Steam (4m3/h) Return
OV156 OV157
Chamber
Electrical Signal
OV158
From OV53
OV56
Generator Engines To Boiler Main Engine
OV150 T FO Supply Flow Meter Fuel Oil Pump OV36
VSC VSC T
OV121 OV107 OV106 OV68 OV80
From
OV130
OV124 GS Air
OV112 To Main T System Generator
OV108 Engine OV24 OV25
Engine
DO Emergency
OV28 Pump
OV115 No.1 Generator Main Engine & Generator C Fuel Oil C
TIH TI
Diesel Engine Engines FO Heater No.1 S C Supply
Pumps
OV30
P P
Auto Back T Air
OV151 T Flush Filters T Motor OV70 OV69
P
VSC VSC T (By Low
OV122 From OV29 Pressure)
VSC Control Air Main Engine & Generator To Drain
OV109
OV125
System Engines FO Heater No.2 Cooler AST
OV113
VSAH OV31
OV133 P
No.2 Generator T
OV116
Diesel Engine
Start By Black Out

AST ASTP
OV152 PS Stop By Start Of
T VSI
OV86 Supply Circulating OV12 OV10 OV9
VSC VSC By Low Pump
T Pressure
OV123 From
OV11
Control Air OV27 OV26 P
OV126 System To FO
OV114 P P
Overflow Fuel Oil
Fuel Oil Tank Circulating OV5 OV3
OV33 Viscometer Pumps
OV117 No.3 Generator P P
OV4
Diesel Engine
OV32 OV18 OV17
OV13
OV34
2.6.2 Generator Engines Fuel Oil Service System tank via a filter. The generator engine DO supply pump delivers fuel to the Open No.2 HFO supply pump suction valve OV24
generator engine DO fuel rail and thence to the fuel injection systems of the
Open No.2 HFO supply pump discharge valve OV70
Introduction engines. A DO return line is provided at the fuel outlets from the engines and
this delivers the return diesel fuel oil to the DO service tank. Operational HFO supply pressure regulating valve OV10
Heavy fuel oil is supplied to the generator diesel engines from the fuel oil
service tank, using a branch off the main engine fuel supply system after the A small capacity (0.2 m3/h) air driven generator engine DO emergency pump Open HFO supply pressure regulating valve
auto backflush filter unit. The three auxiliary generator engines are designed to is also fitted. This takes suction from the DO service tank and supplies DO to inlet valve OV9
run on HFO at all times. the main fuel system after the FO circulating pumps and before the FO heaters.
Open HFO supply pressure regulating valve
The use of this pump allows diesel oil to be supplied to the generator engines
outlet valve OV12
The steam supply to both FO supply heaters is controlled automatically by a via the main fuel system in an emergency, which may have disabled the normal
viscosity controller, the viscometer. All fuel oil pipe work is trace heated by diesel oil supply system. Closed HFO supply pressure regulating valve
small bore steam pipes laid adjacent to the fuel oil pipe and encased in the bypass valve OV11
same lagging. Preparation for the Operation of the Generator Engine Fuel Oil Service
System Open Main flow meter inlet valve OV3
The HFO system for the generator diesel engines is that same as for the main Open Main flow meter outlet valve OV5
engine from the service tanks until after the auto backflush filter unit. Heated When operating on HFO preparation is essentially the same as for the main
and filtered HFO supplied to the auxiliary engines is the same as that supplied engine fuel system apart from lines to the generator engines. Open Main flow meter bypass valve OV4
to the main engine. This means that the generator engines will be using exactly Open No.1 FO circulating pump suction valve OV17
the same fuel as that supplied for the main engine, so if the main engine is The following procedure illustrates starting from cold with the system charged
changed to DO operation the generator engines will also have to use DO. It is with diesel oil. It is assumed that No.1 generator engine is being supplied with Open No.1 FO circulating pump discharge valve OV26
possible however, in an emergency, to flush the generator fuel system, and DO from the generator engine DO emergency air driven pump and the Open No.2 FO circulating pump suction valve OV18
supply DO to the generator engines whilst the main engine is still running HFO. generator is supplying the main switch board.
Open No.2 FO circulating pump discharge valve OV27
The fuel oil heater, supplied with steam at a pressure of 6 kg/cm2,
raises the a) Ensure that all instrumentation valves are open. Open No.1 FO heater inlet valve OV28
temperature of the oil to a value which corresponds to a fuel oil viscosity of
15cSt. Set up the valves as in the following table Open No.1 FO heater outlet valve OV30
Closed No.2 FO heater inlet valve OV29
After the viscometer and auto backflush filter unit the heated fuel oil line Position Description Valve
branches to the generator engines. The main fuel line pressure regulating Closed No.2 FO heater outlet valve OV31
Open HFO service tank high suction quick-closing valve OV20
valve, OV15 controls the generator engine fuel supply pressure. The generator Open Viscometer inlet valve OV32
engine fuel passes through a flow meter to the auxiliary engine supply Closed HFO service tank low suction valve OV6
manifold which has connections to each of the three engines. Each generator Open Viscometer outlet valve OV33
Open DO tank suction quick closing valve OV35
engine has a fuel bypass line with an orifice which prevents over pressure in Open Viscometer bypass valve OV34
the main fuel supply. Each generator engine fuel line has a relief valve set at 5 Closed DO suction valve OV36
kg/cm2. Circulating fuel at exit from the generator engine fuel line flows to a Open 2nd filter inlet valve
Closed DO suction pressure regulating valve OV80
return manifold and then to the return chamber via a flowmeter. The use of two Open 2nd filter outlet valve
flowmeters allows an accurate reading to be obtained for generator engine fuel Open DO supply to generator engine DO
consumption. emergency pump OV130 Open Generator engine inlet flow meter inlet valve OV106
The high pressure fuel oil lines on the engine are sheathed, any leakage from Open DO discharge from generator engine DO Open Generator engine inlet flow meter outlet valve OV107
the annular spaces formed by the sheathing is led to a fuel oil leakage tank, emergency pump OV109
Operational Generator engine inlet flow meter
fitted with a high level alarm, which gives warning of a leaking fuel injection Open Generator engine DO supply pump suction valve OV119
pipe. Open Generator engine inlet flow meter bypass valve OV108
Open Generator engine DO supply pump discharge valve OV120
Open Generator engine outlet flow meter inlet valve OV156
The above system can be used with either HFO or DO, but it will normally be
Open DO return to DO service tank OV101
used for HFO, only changing over to DO during maintenance and long Open Generator engine outlet flow meter outlet valve OV157
shutdown periods such as refit. However, there is a separate diesel oil supply Closed HFO supply valve OV56
Operational Generator engine outlet flow meter
system for the generator engines which is independent of the HFO system,
Open No.1 HFO supply pump suction valve OV25
apart from the actual engine fuel injection systems. A generator engine DO Open Generator engine outlet flow meter bypass valveOV158
supply pump (4 m3/h) is provided and this takes suction from the DO service Open No.1 HFO supply pump discharge valve OV69
OV101
LAH
FS
Diesel Oil OV73
OV111 OV16
Service Tank
(26.3m3) From
LAH FS Steam
OV118 OV110
System TAH LAH
OV153 HFO
OV35
OV21 T Settling
Key HFO Service TAH
P C Tank
Tank (27.2m3)
Fuel Oil (28.7m3)
TAH LAL
Supply Pump
OV6 OV20
OV156 OV157
Chamber
Electrical Signal
OV158
From OV53
OV56
VSC VSC T
OV121 OV107 OV106 OV68 OV80
From
OV130
OV124 GS Air
Engine
DO Emergency
OV28 Pump
TIH TI
Pumps
OV30
P P
Auto Back T Air
P
VSC VSC T (By Low
OV109
OV125
OV113
VSAH OV31
OV133 P
No.2 Generator T
OV116
Diesel Engine
Start By Black Out

AST ASTP
T VSI
VSC VSC By Low Pump
T Pressure
OV123 From
OV11
OV126 System To FO
OV114 P P
Overflow Fuel Oil
OV4
Diesel Engine
OV32 OV18 OV17
OV13
OV34
Open Return valve to mixing unit OV19 e) Start one FO circulating pump. Open DO rail pressure control valve bypass valve OV110
Open Flushing valve to HFO service tanks OV21 Open DO return line valve to DO service tank OV101
f) Raise the temperature to about 75ºC.
Open Inlet valve to HFO service tank from return tank OV16 a) Start the generator engine DO supply pump.
g) Start the viscosity controller.
Open Inlet valve to auto degassing valve from return tank OV73
b) Gradually open the DO supply inlet valve to the operating
Closed No.1 generator engine fuel oil inlet valve OV121 h) Open flushing valve OV21 to divert the return oil to the service generator engine (No.1 engine OV124, No.2 engine OV125, No.3
tank. engine OV126) and at the same time gradually close the HFO
Open No.1 generator engine fuel oil bypass valve OV150
supply inlet valve to the same engine (No.1 engine OV121, No.2
Open No.1 generator engine diesel oil inlet valve OV124 i) DO will now be expelled to the HFO service tank, at the same engine OV122, No.3 engine OV123). This operation should be
time drawing in HFO from the service tank. undertaken slowly in order to allow the temperature in the fuel
Open No.1 generator engine DO return to DO service tank OV115
system to gradually reduce to that of the DO.
Closed No.1 generator engine HFO return to HFO service tank OV115 j) Continually raise the temperature manually.
Open No.2 generator engine fuel oil inlet valve OV122 c) Allow a time for HFO in the engine fuel system to be replaced by
k) When the set point is reached on the viscosity controller, change DO and then open the DO outlet valve from the operating engine
Open No.2 generator engine fuel oil bypass valve OV151 the operation of the steam control valve to auto and close the (No.1 engine OV115, No.2 engine OV116, No.3 engine OV117)
bypass valve OV34. and at the same time close the HFO outlet valve from the
Closed No.2 generator engine DO return to DO service tank OV116
generator engine concerned (No.1 engine OV112, No.2 engine
Open No.2 gen. engine HFO return to HFO service tank OV113 l) Open the FO heater steam inlet valve fully. OV113, No.3 engine OV14).
Closed No.2 generator engine diesel oil inlet valve OV125 HFO is now circulating through the system. d) Close the DO rail pressure control valve bypass valve OV110.
Open No.3 generator engine fuel oil inlet valve OV123
m) Close the flushing valve OV21. The operating engine will now be working on DO and excess DO will be
Closed No.3 generator engine DO return to DO service tank OV117
returned to the DO service tank.
Open No.3 generator engine HFO return to HFO service tank OV114 n) Close the flow meter bypass valves OV158, OV108 and OV4.
e) Close the flow meter bypass valves.
Open No.3 generator engine fuel oil bypass valve OV152 Changeover from Heavy Fuel to Diesel Oil During Standstill for Flushing
Closed No.3 generator engine diesel oil inlet valve OV126 Through If it is desired to flush all generator engine fuel systems with diesel oil this may
be achieved by repeating item c) above for the other engine.
With power established on the main switchboard, start the generator engine The procedure is the same as for changing over the main engine system to DO,
DO supply pump and start the auxiliary boiler on DO. When steam is however, if the main engine is to remain on HFO operation and only the Changing Over Fuel when Generator Engine(s) are Running
established, supply heating steam to the HFO settling and service tanks. If generators are to run on DO, the following procedure is to be adopted.
necessary put a HFO purifier in use. Changing from DO to HFO, when the generator engine is operating is similar
Changing over a generator engine to run on diesel oil whilst the main engine to the procedure for changing over the main engine with temperatures in the
Procedure to Start Up the Generator Engine FO Service System and remains operating on HFO. fuel system being closely monitored. The HFO system will have been brought
Changeover to HFO up to operating temperature by circulating heated HFO with trace heating
Set up the valves as in the following table: applied. The system will already be at operating temperature if the main engine
a) Supply steam heating to HFO service tank. is already operating on HFO.
b) Supply trace heating to the fuel oil service system pipe lines. a) Open HFO valves to the generator engines, HFO inlet flow meter
Open DO service tank quick closing outlet valve OV35
OV106, OV107 and OV108, and ensure that the valves are open
! CAUTION Open Generator engine DO supply pump inlet valve OV119 to the generator engine HFO outlet flow meter OV156, OV157
Trace heating should not be applied to sections of pipeline isolated by and OV158.
closed valves on the FO side as damage could occur due the expansion of Open Generator engine DO supply pump outlet valve OV120
the contents. Open DO rail pressure control valve inlet valve OV153 b) Open the generator engine HFO outlet valve OV112, OV113 or
OV114 and close the generator engine DO outlet valve OV115,
c) Manually start supplying steam to the on line HFO heater. Open DO rail pressure control valve outlet valve OV111 OV116 or OV117 from the engine concerned.
Operational DO rail pressure control valve OV118
d) Start one fuel oil supply pump.
OV101
LAH
FS
Diesel Oil OV73
OV111 OV16
Service Tank
(26.3m3) From
LAH FS Steam
OV118 OV110
System TAH LAH
OV153 HFO
OV35
OV21 T Settling
Key HFO Service TAH
P C Tank
Tank (27.2m3)
Fuel Oil (28.7m3)
TAH LAL
Supply Pump
OV6 OV20
OV156 OV157
Chamber
Electrical Signal
OV158
From OV53
OV56
VSC VSC T
OV121 OV107 OV106 OV68 OV80
From
OV130
OV124 GS Air
Engine
DO Emergency
OV28 Pump
TIH TI
Pumps
OV30
P P
Auto Back T Air
P
VSC VSC T (By Low
OV109
OV125
OV113
VSAH OV31
OV133 P
No.2 Generator T
OV116
Diesel Engine
Start By Black Out

AST ASTP
T VSI
VSC VSC By Low Pump
T Pressure
OV123 From
OV11
OV126 System To FO
OV114 P P
Overflow Fuel Oil
OV4
Diesel Engine
OV32 OV18 OV17
OV13
OV34
c) Open the generator engine HFO inlet valve OV121, OV122 or Open No.2 generator engine fuel manifold inlet valve The generator engine DO emergency pump will start up automatically at the
OV123 and close the generator engine DO inlet valve OV124, from DO system OV125 electrical blackout, which will have caused the FO supply and FO circulating
OV125 or OV126 for the engine concerned. pumps to stop. DO will be taken from the DO service tank and pumped by the
Open No.3 generator engine fuel manifold inlet valve generator engine DO emergency pump to the generator engine DO supply
The engine should now operate on HFO with the return flowing back to the from DO system OV126 main, and to the operating engine via its DO inlet valve OV124, OV125 or
mixing unit. Close flow meter bypass valves in order to obtain accurate fuel OV126. As these valves and the HFO engine inlet valves are of the non return
flow readings. The HFO and DO valves on the engines not operating can be type, they can be left open as there is no risk of fuel flow-back. The generator
changed over, allowing hot HFO to purge DO from their fuel systems and engine DO emergency pump only has a very small capacity and there will be
prepare them for operating on HFO. very little return fuel during the black-out period, thus the dilution of the HFO
in the return chamber with DO will be very little.
Procedure for the Operation of the Emergency Diesel Oil Supply System
As already described, the generator engines can be changed over to operation

on diesel oil via the separate generator engine DO supply pump. Although the
generator engines function well on HFO, it is important that all parts of the DO
system are maintained in effective working order so that they will function
correctly if an emergency arises. The procedure for emergency changeover to
DO from operation on HFO is exactly the same as for changing to DO
operation under normal circumstances. However, that nature of the emergency OV114
may dictate that rapid changeover is needed, the procedure may take place
without the need for flushing the system. As with all emergency situations
there will be no time to check the procedure in an operating manual and so the
engineer should learn the required procedure.
In the event of a blackout fuel must be supplied to the designated operating

OV117
generator engine by an alternative means and a pneumatically operated
emergency pump is provided for this purpose. This pump has a capacity of
0.2m3/h, and it cuts in automatically at an electrical blackout and stops auto-
OV127
matically when the FO supply pump and FO circulating pump are activated
again. As the emergency pump must cut in automatically the valves should
always be set for operation.
Operating a Generator Engine on Diesel Oil using the Generator Engine

Diesel Oil Emergency Pump
Set up the valves as in the following table; these are in addition to the valves
set for operation of the GE FO system from the HFO service tank.
LV125 - LO Drain Valve
Open DO service tank quick-closing outlet valve OV35

Open Generator engine DO emergency pump suction
valve OV130
Open Generator engine DO emergency pump discharge

valve to generator engine DO system OV109 OV126
OV152
Open No.1 generator engine fuel manifold inlet valve Generator Engine Fuel Oil Valves
from DO system OV124
Illustration 2.6.3a Boiler Fuel Oil Service System
Waste Oil OV73

OV16
Service
LAH From
LAL Tank FS Diesel Oil
Boiler FS Steam
(3.8m3) Service Tank
Waste Oil Pump System
(26.3m3) TAH LAH
From P C LAL
Incinerator M FS
OV39 TAH HFO
OV21 T Settling TAH
HFO Service
Tank
OV35 Tank
OV45 OV67 (27.2m3)
(28.7m3)
OV49 LAL
Pilot P OV19
Burner
From
OV46 OV43 OV42 Generator
Boiler Engines OV6
Return OV20
Diesel Oil Pump Chamber
Boiler OV83
P
OV53
OV56
Boiler FO OV36
Return
T PS Chamber
OV68 OV80
To
Air/Oil Flow Control (By Low
Incinerator
PAL Pressure)
OV24 OV25 AST
Incinerator Waste Oil C ME and GE C

OV50 Circulating Pump Fuel Oil
Supply
To Incinerator P C OV63 OV64 Pumps
P P
OV70 OV69
P
OV66 OV53
OV51
To Drain
Cooler
Boiler
To Incinerator Fuel Oil Pump
P C OV12 OV10 OV9
OV1
To
OV72
Engines
Diesel Oil P
TS ESD Emergency
Key Pump
OV5 OV3
By High
Fuel Oil OV62 Temperature
Boiler
Fuel Oil Heater OV4
Marine Diesel Oil
(Electric Type)
Air
Saturated Steam OV13

To Fuel Oil
Electrical Signal Circulating
To Waste Oil Pumps
Waste Oil Tank
2.6.3 Boiler Fuel Oil Service System system which returns flow back to the suction side of the pump should pressure Procedure to Start Up the Boiler Fuel Oil Service System and Changeover
on the discharge side rise abnormally. A pressure relief valve in the waste oil to Heavy Fuel Oil
Introduction pump performs the same task. All waste oil fuel lines are trace heated. There
is a diesel oil connection from the DO service tank to the waste oil pump a) Start the boiler FO pump unit with the supply coming from the
Fuel oil is stored on board in six heavy fuel oil storage tanks, and then suction so that the boiler may be operated on diesel oil via the waste oil supply DO service tank.
transferred to a heavy fuel oil settling tank, when required, by means of a fuel system.
oil transfer pump After fuel oil has been transferred to the settling tank, any b) Start up the DO pump unit to supply DO to the pilot burner.
water or other sediment is drained off, using a self-closing test cock. Heavy The pilot burner is supplied with diesel oil by the DO pump unit.
fuel oil is centrifuged and passed to the HFO service tank from where it is c) Flash up the boiler on DO.
supplied to the boiler. Preparation for the Operation of the Boiler Fuel Oil Service System
When steam is available.
Diesel oil is supplied to the boiler from the diesel oil service tank in order to a) Ensure that the filters are clean.
provide the pilot flame, but it can also be supplied to the main fuel system if d) Open the supply steam heating to the HFO settling tank.
required for initial firing.The boiler can also be operated on waste oil from the b) Ensure that all instrumentation valves are open.
waste oil service tank. e) Open the supply trace heating to the fuel oil service system pipe
The following procedure illustrates starting from cold with the system charged lines.
The boiler FO heater is electrically powered with the oil temperature with diesel oil and in a shut down condition.
controlled by a temperature probe. All fuel oil pipe work is trace heated by ! CAUTION
small bore steam pipes, laid adjacent to the fuel oil pipe and encased in the Set up the valves as in the following table: Trace heating should not be applied to sections of pipeline isolated by
same insulation. The heavy fuel oil tank and waste oil tank are fitted with closed valves on the HFO side, as damage, such as blown flange joints,
heating coils. (Note ! Water and sludge should be drained from any tank before the quick- could occur due the expansion of the contents.
closing valve is opened.)
Fuel oil from the HFO service tank is supplied to the boiler FO pump unit via When enough pressure is available:
a mesh filter. The pump has a pressure relief system which returns flow back Position Description Valve
to the suction side of the pump should pressure on the discharge side rise f) Stop firing the boiler.
abnormally. A pressure relief valve in the supply line to the boiler is set at a Open DO service tank suction quick-closing valve OV35
pressure of 4 kg/cm2, and any increase in pressure in the fuel line is released Open DO to boiler FO pump suction line valve OV51 g) Open the FO heater inlet and outlet valves.
into the boiler fuel return line, which flows to the boiler FO return chamber.
This chamber connects with the HFO line, from the HFO service tank to the Closed HFO supply valve to the auxiliary boiler h) Manually start supplying trace steam and switch on the electrical
boiler FO pump unit, at a point before the pump suction filter. FO pump unit OV53 power to the FO heater.
Open Boiler FO pump suction valve OV57 i) Open the HFO service tank quick closing suction valve OV20 if
Any oil not used by the boiler burner unit, due to the burner being shut off,
flows into the boiler fuel return line, via a return line relief valve set at a Open Boiler FO pump discharge valve OV58 not already open.
pressure of 4 kg/cm2. Fuel in the return line flows to the boiler FO return
Closed Boiler FO heater inlet valve OV72 j) Open the HFO supply valve to the auxiliary boiler FO pump unit
chamber. This arrangement enables heated HFO to be circulated through the
boiler fuel system. Closed Boiler FO heater outlet valve OV62 OV53 and at the same time close the DO supply valve to the
boiler FO pump unit OV51. The boiler will now be supplied with
Open Boiler FO heater bypass valve OV61 HFO. The remaining DO in the fuel lines will be expelled through
There is a diesel oil connection from the DO service tank to the boiler FO
pump suction thus the boiler may be operated on diesel oil via the FO supply Closed FO heater vent valve the boiler burner, at the same time being replaced by HFO from
system. the service tank.
Closed FO heater drain valve
The boiler may be operated on oil from the waste oil service tank, changeover Open Three-way changeover valve from FO system to burner k) Recommence firing the boiler.
being by means of movement of a pair of linked three-way changeover cocks.
Open Three-way changeover valve from burner ! CAUTION
Movement of the changeover cocks connects the waste oil system with the
boiler fuel inlet and the return line from the boiler with the return line back to Open Boiler inlet valve If flame failure occurs observe the precautions mentioned in 2.2.1
the waste oil service tank. For operating on waste oil the waste oil service tank
quick closing outlet valve must be opened and the waste oil pump started. The Open DO pump unit inlet valve OV42
waste oil service tank is fitted with an electrically driven agitator pump which Open DO pump unit outlet valve OV43
allows the contents of the tank to be stirred before use, thereby ensuring that
the different oils in the tank are mixed. The waste oil pump has a pressure relief Open Pilot burner inlet valve OV46
Illustration 2.6.3a Boiler Fuel Oil Service System
Waste Oil OV73

OV16
Service
LAH From
LAL Tank FS Diesel Oil
Boiler FS Steam
(3.8m3) Service Tank
Waste Oil Pump System
(26.3m3) TAH LAH
From P C LAL
Incinerator M FS
OV39 TAH HFO
OV21 T Settling TAH
HFO Service
Tank
OV35 Tank
OV45 OV67 (27.2m3)
(28.7m3)
OV49 LAL
Pilot P OV19
Burner
From
Boiler Engines OV6
Return OV20
Diesel Oil Pump Chamber
Boiler OV83
P
OV53
OV56
Boiler FO OV36
Return
T PS Chamber
OV68 OV80
To
Air/Oil Flow Control (By Low
Incinerator
PAL Pressure)
OV24 OV25 AST
Incinerator Waste Oil C ME and GE C

OV50 Circulating Pump Fuel Oil
Supply
To Incinerator P C OV63 OV64 Pumps
P P
OV70 OV69
P
OV66 OV53
OV51
To Drain
Cooler
Boiler
To Incinerator Fuel Oil Pump
P C OV12 OV10 OV9
OV1
To
OV72
Engines
Diesel Oil P
TS ESD Emergency
Key Pump
OV5 OV3
By High
Fuel Oil OV62 Temperature
Boiler
Fuel Oil Heater OV4
Marine Diesel Oil
(Electric Type)
Air
Saturated Steam OV13

To Fuel Oil
Electrical Signal Circulating
To Waste Oil Pumps
Waste Oil Tank
l) Continue to raise the FO temperature manually until all DO has a) Open the DO service tank quick-closing valve.
been expelled from the lines and the temperature of the HFO
flowing in the system has stabilised. (Note ! Water and sludge should be drained from the tank before the quick-
closing valve is opened.)
The boiler is designed to operate and remain on standby using HFO,
changeover to DO is only necessary when maintenance is required and for long b) Switch off electrical power to the boiler FO heater and shut off the
periods of shut down, such as refit. boiler fuel oil line trace steam.
(Note ! During the changeover to HFO, unstable flame conditions could occur c) Open the DO supply valve OV51 to the boiler FO pump unit and at
due to temperature variation in the fuel. The HFO temperature should be high the same time close the HFO supply valve OV53 to the pump unit.
enough for effective atomisation and burning before the change to HFO takes The boiler will now be supplied with DO. The remaining HFO in
place.) the fuel lines will be expelled through the boiler burner, at the same
time being replaced by DO from the DO service tank. Excess DO
Preparation for the Operation of the Boiler using Waste Oil will flow to the boiler FO return chamber for recirculation.
The boiler is operating on HFO as described above.
a) Supply steam heating to the waste oil service tank and trace OV57 OV58
heating to the waste oil lines.
Set up the additional valves as in the following table:
(Note ! Water and sludge should be drained from the WO service tank before
the quick closing valve is opened.)

Open Waste oil service tank suction quick-closing valve OV39
Open Waste oil supply line valve to waste oil pump OV67
OV53
Open Waste oil supply valve burner unit 3-way cock OV45
b) When waste oil lines are warm, changeover the three-way cock so
that waste oil is supplied to the boiler burner unit and the return
oil flows back to the waste oil service tank. Changing over the
three-way cock automatically diverts HFO from the boiler FO
pump to the return chamber. OV15
c) When stable operation on waste oil is confirmed, switch off the

boiler FO supply pump. The valves may remain set for burning
HFO if operation is to be returned to running on HFO in the near
future.
Preparation for the Operation of the Boiler using Diesel Oil

OV49
The boiler is designed to operate and remain on standby using HFO.
Changeover to DO is only necessary when maintenance is required and for
long periods of shut down, such as refit. Boiler Fuel Oil Pumps and Valves
With the boiler operating normally on HFO from the HFO service tank the OV67 OV45
following procedure may be adopted:
Illustration 2.6.4a Incinerator Fuel Oil Service System
LAH LAH LAL Waste Oil
FS
Bunker Bunker Settling
Station (P) Station (S) No.6 Car Deck Engine Room Machine Deck Tank
LO Sludge FO Sludge (3.5m3)
Tank Tank BV54
(3.0m3) (3.0m3)
BV31 BV30
BV57 BV56
BV38 BV42
BV43 BV44
LV144 From LO Transfer

Pump
BV39
From Engine
Room Bilge Pump LAL
BV17 Sludge Pump
BV49
FS Waste Oil
(3.5kg/cm2 x 5 m3/h) Service
Tank
BV29 BV32 (3.5m3) LAH
C P FS
Key From BV12
DO
Boiler Service
FO 3-way OV39
Sludge/Waste Oil BV15 Tank
BV41
Return Valve (26.3m3)
Open
Marine Diesel Oil
LAL FS
Electrical Signal
To Waste Oil Tank BV13 To Boiler
Lubricating Oil DO Pump Unit OV35
To Boiler
BV28 Waste Oil
Pump OV67
OV75
OV49
S P
OV74
DO
Pumps
Exhaust To Auxiliary Boiler
S S P FO Pump Unit
To
Funnel
To To
S S
Bilge Tank Waste Oil Tank
Waste Oil FS LAH
LAH
DrainTank
Auxiliary Mixing
Burner Sludge Tank FO Overflow
S
Burner Tank
BV21 (35.2m3)
S
BV88 BV27
Secondary Waste Oil
Burner Pump
Incinerator Waste Oil
OV37
Incinerator Circulating Pump
OV63 OV64
OV40 P C
P P
OV66
2.6.4 Incinerator Fuel Oil Service System d) Ensure that the sludge pump suction filter is clean. c) Set up the following valves.
The incinerator burner is supplied with DO from the DO service tank which is e) Set up the remaining valves as in the table below:
replenished by the DO transfer pump. Diesel oil is used in the incinerator to Position Description Valve
burn garbage and to assist in the burning of waste oil. The incinerator can also Position Description Valve
Open Waste oil service tank quick-closing valve OV39
burn waste oil from the waste oil service tank. Waste oil is pumped to the waste Open Sludge pump suction valve from
oil settling tank from the FO overflow tank, LO sludge tank, FO sludge tank FO overflow tank BV13 Open Waste oil pump inlet valve OV63
and waste oil tank by the sludge pump. After settling in the heated waste oil Open Waste oil pump outlet valve to incinerator OV66
settling tank, oil can flow to the heated waste oil service tank via quick-closing Open Sludge pump suction valve from
valve BV54. The waste oil service tank is fitted with an electrically driven waste oil and sludge tanks BV28 Open Incinerator burner inlet valve OV40
paddle which allows the contents of the tank to be stirred before use, thereby
Open Sludge pump discharge valve BV49 Open Incinerator burner return oil valve OV37
ensuring that the different oils in the tank are mixed.
Closed Discharge from LO transfer pump LV144 d) Start the waste oil pump and ensure that the waste oil ignites and
Sludge Pump burns correctly in the incinerator. See section 2.14.6 for instruc-
Closed Discharge from engine room bilge pump BV17
tions regarding the operation of the incinerator.
Maker: Heishin Pump Works Co. Ltd Closed Deck discharge connection valve BV39
No.of sets: 1
Closed Deck discharge valve Procedure for Burning of Diesel Oil in the Incinerator
Type: NEMO PUMP NE - 40PM
Capacity: 5 m3/h at 3.5 kg/cm2 Closed Deck discharge valve Diesel oil is burned when solid garbage is being disposed of in order to ensure
that the incinerator combustion chamber achieves the required temperature. It
The pump suction lines are all trace heated. High and low suctions are taken Open Discharge to waste oil settling tank BV38
is also burned in order to obtain a stable pilot flame for the ignition of waste
from the waste oil tank and suctions are also taken from the FO overflow tank
f) Pump contents of the waste oil drain tank, FO overflow tank, FO oil.
the LO sludge tank and the FO sludge tank. The pump discharges to the waste
oil settling tank. sludge tank or LO sludge tank to waste oil settling tank and open
heating steam supply to the tank. a) Ensure that all valves are closed.
The WO settling tank can also be supplied by the LO transfer pump and by the
g) Shut off the steam heating to the waste oil drain tank, FO b) Ensure that the incinerator combustion chamber filling hopper
engine room bilge pump.
overflow tank, FO sludge tank or LO sludge tank when each tank door and ash door are closed and sealed.
Procedure for the Operation of Transferring Waste Oil From the Fuel is empty.
c) Set up the following valves.
Oil Overflow Tank to the Waste Settling Oil Tank
h) Shut off the steam tracing. When the line has cooled shut all
isolating valves. Position Description Valve
a) Ensure that all valves are closed.
Open DO service tank quick closing valve OV35
b) Open supply steam to the heating coils of the tanks to be i) After a period of settling, drain water and sludge from the waste
oil settling tank. Closed Incinerator DO burner inlet valves
transferred and the steam tracing lines.
c) Set up the following valves as required for the particular tank j) Open the waste oil settling tank run down valve BV54 and fill the d) Open the DO burner valves on the incinerator and using a flame
concerned. The waste oil tank low suction would be used when incinerator waste oil service tank. ignite the oil spray and adjust oil supply to obtain a stable flame.
complete draining of the tank was required. See section 2.14.6 for instructions regarding the operation of the
k) Supply heating steam to the incinerator waste oil service tank and incinerator.
Position Description Valve trace heating to the waste oil supply lines to the incinerator ready
for incinerator operation.
Open FO sludge tank suction valve BV30
Open LO sludge tank suction valve BV31 Procedure for Burning of Waste Oil in the Incinerator
Open FO overflow tank BV21 a) Ensure that all valves are closed.
Open Waste oil drain tank high suction BV88
b) Open supply steam to the heating coils of the waste oil service
Closed Waste oil drain tank low suction BV27 tank and the steam tracing lines.
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
No.8 Car Deck
Bunker Station Bunker Station

Port Side Starboard Side
LAL
LAH
FOV1 DOV1 DOV2 FOV2
No.6 Car Deck
FS LAH
HFO FS OV206 No.3 FO
HFO
Service FS Tank
Settling
Tank FS DO (Port) OV204 OV
Tank No.3 FO
DO (28.7m3) FS (27.2m3) Tank (133.9m3) 205
Service FS 6.9 6.9 Tank
FS (Port) LAH (Starboard)
Tank (100.9m3) FS bar bar
(26.3m3) (458.5m3)
OV LAL OV OV OV
237 236 LI LI 216 215
OV OV LI
238 234 TI
From From
OV FO FO OV OV251 OV242
302 Purifier Purifier 250
OV241 OV220 OV OV OV
TI 255 254 219
OV OV217 No.2 FO Tank (P) (C)
345 & (S) Fore Air Vent
No.1 FO Tank (C)
OV235 DO Transfer OV240 Aft Air Vent
ASP Pump
No.2 FO Tank (P)
Aft Air Vent
OV231 OV225 OV224

OV229 C No.2 FO Tank (S)
P
Aft Air Vent
P
OV201
No.1 FO Tank (C)
OV Locked OV HFO Transfer ASP OV Locked
233 Shut 232 Pump 239 Shut OV
207 OV209
To FO
Purifier OV230 OV223 OV208 OV202 No.2 FO Tank (P)
OV XA
P C 221
OV210
Flow TI
OV228 Alarm OV203
No.2 FO Tank (S)
Key FS
OV211
Diesel Oil
LAH OV213
Electrical Signal OV No.2 FO
FO 218
Overflow OV244 Tank
Fuel Oil FO Drain OV259
Tank (Centre)
Tank (1,080.8m3) LI
(35.2m3)
Steam Tracing (0.5m3) LAH OV212 LAH
FS FS
OV222
Ventilation/Overflow Pipes
Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 1 of 10
2.7 Fuel Oil and Diesel Oil Transfer Systems Heavy Fuel Oil Tanks i) Level alarms fitted to bunker tanks should be tested prior to any
bunker loading operations.
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System Compartment Capacities (S.G. 0.980)
Volume 100% (m3) Weight 96% (Tons) j) Verify that all lines are sound, by visual inspection.
Heavy Fuel Oil System
No.1 HFO bunker tank (centre) 841.4 755 k) Complete the pre-transfer check list.
Heavy fuel oil, for all purposes on board the ship, is stored in six heavy fuel oil
No.2 HFO bunker tank (port) 375.2 337 l) All personnel involved should be aware of the contents of the
bunker tanks. From the bunker tanks, heavy fuel oil is transferred to a fuel oil
Chief Engineer’s bunker loading plan.
settling tank where it is allowed to settle prior to being purified into a heavy No.2 HFO bunker tank (centre) 1080.8 970
fuel oil service tank. Heavy fuel oil is supplied to the main engine, generator m) The Chief Engineer is responsible for bunker loading operations,
engines and boiler from the heavy fuel oil service tank. No.2 HFO bunker tank (starboard) 370.3 332
assisted at all times by a sufficient number of officers and ratings
No.3 HFO bunker tank (port) 133.9 120 to ensure that the operation is carried out safely.
The fuel oil storage tanks are filled from a fuel oil bunkering line located at
No.6 car deck level on the port and starboard sides of the ship. There is a heavy No.3 HFO bunker tank (starboard) 458.5 412 n) A watch for signs of leakage should be kept at the manifold
fuel oil connection and a diesel oil connection at each manifold. Sampling during loading.
HFO settling tank 27.2 24
valves are fitted before the bunkering manifold valve on each pipe. The
bunkering line is fitted with a relief valve set at 6.9 kg/cm2, the discharge flows HFO service tank 28.7 26 o) All personnel involved should be in radio contact, the radios
into the fuel oil overflow tank. being tested prior to the bunkering operation.
Total: 3,316.0 2,976
The heavy fuel oil transfer pump is used to transfer HFO from the storage tanks p) The maximum pressure in the bunker line should be below 6.9 kg/cm2,
Preparation and Procedure for Loading and Transfer of Bunkers at which point the line relief valve will discharge to the FO overflow
to the settling tank at a rate of 65 m3/h and a pressure of 3.5 kg/m2. It is
possible, by means of cross connection pipes, to use the diesel oil transfer tank.
Prior to bunkering the Chief Engineer should confirm that the specification of
pump for fuel oil service and vice versa in an emergency. The fuel oil transfer
the fuel oil being delivered is the same as that ordered and that the quantity q) Safe means of access to barges/shore shall be used at all times.
pump is started and stopped automatically by means of level switches on the
being supplied is also that which was requested.
fuel oil settling tank. Fuel oil is transferred to the service tank via the FO r) Scuppers and save-alls, including those around bunker tank vents,
purifiers. should be effectively plugged.
Before and during bunkering, the following steps should be complied with:
The overflow tank is provided to collect the overflow from the settling and s) Drip trays are provided at bunker hose connections.
a) Ensure that bunkers of the correct specification and agreed
service tanks in the event of overfill. It will also accommodate oil released
quantity are received on board in a safe and efficient manner t) Oil spill containment and clean up equipment must be deployed
from the HFO and DO bunker filling lines by the relief valves in those lines.
which minimises the risk of pollution. and ready for use.
The fuel oil transfer pump is used to pump the contents of the fuel oil overflow
tank to the HFO settling tank. The fuel oil can be transferred from one bunker b) Shore and barge tanks should be checked for water content. u) Loading should start at the agreed minimum loading rate. Only
tank to another for trim or other purposes, using the transfer pump and the
c) Representative samples are to be drawn using the continuous drip upon confirmation of no leakage and fuel going into only the
bunkering line. The settling and service tanks can be drained to the overflow
method for the duration of the loading operation and are to be nominated tanks, should the loading rate be increased.
tank.
immediately dispatched for analysis. v) When topping off, the flow of oil to the tank in question should
All outlet valves from all fuel tanks, except No.1 centre and No.2port and be reduced by diverting the flow of oil to another tank. In the case
d) Where possible, new bunkers are to be segregated on board prior
starboard, are remote operated quick-closing valves with a collapsible bridge of the final tank, the loading rate should be reduced to the agreed
to use until results of laboratory analysis are received.
which can be pneumatically operated from the fire control station. After being minimum at least 20 minutes before the finishing ullage is
tripped from the fire control station the valves must be reset locally. Each tank e) No internal transferring of bunkers should take place during reached.
is also fitted with a self-closing test cock to test for the presence of water and bunker loading operations, unless permission has been obtained
to drain any water present. Tundishes under the self-closing test cock drain any from the Chief Engineer. w) Prior to bunkering the operation must be discussed with the deck
liquid to the oily bilge tank.All tanks, except No.1 centre and No.2port and department where any matters which are likely to interfere with
starboard are fitted with local temperature indication. There are remote level f) The Chief Engineer should also calculate the estimated finishing bunkering must be raised. All shipboard personnel must be made
and temperature indicators in the control room. The tanks also have an overfill ullages/dips, prior to the starting of loading. aware that bunkering is to take place.
alarm.
g) Bunker tanks should not exceed 97% full. ! CAUTION
At least one bunker tank filling valve must be fully open at all times
All fuel oil tanks are fitted with heating coils, the heating steam being supplied h) Any bunker barges attending the vessel are to be safely moored during the bunkering operation.
at 6 kg/cm2 from the heating steam system. Condensate from the heating coils alongside before any part of the bunker loading operation begins.
flows to the cascade tank and observation tank. All fuel oil transfer lines are Relevant information is to be entered in the Oil Record Book on completion of
trace heated by steam also at 6 kg/cm2. loading.
No.8 Car Deck

LAL
LAH
FOV1 DOV1 DOV2 FOV2
No.6 Car Deck
FS LAH
HFO
Service FS Tank
Settling
Tank No.3 FO
DO (28.7m3) FS (27.2m3) Tank (133.9m3) 205
(26.3m3) (458.5m3)
OV LAL OV OV OV
237 236 LI LI 216 215
OV OV LI
238 234 TI
From From
TI 255 254 219
No.1 FO Tank (C)
ASP Pump
No.2 FO Tank (P)
Aft Air Vent
OV231 OV225 OV224
P
Aft Air Vent
P
OV201
No.1 FO Tank (C)
207 OV209
To FO
OV XA
P C 221
OV210
Flow TI
OV228 Alarm OV203
No.2 FO Tank (S)
Key FS
OV211
Diesel Oil
LAH OV213
FO 218
Overflow OV244 Tank
Tank (Centre)
Tank (1,080.8m3) LI
(35.2m3)
FS FS
OV222
Procedure to Load Bunkers from Shore/Barge l) When down to the final tank, signal to shore to further reduce the h) Stop the pump when the required amount of oil has been
flow rate until the tank is full and then signal to stop. transferred.
a) At the bunker connection to be used, remove the blank and
connect the bunkering hose. Ensure that the joint being used is in m) Close the valve at the bunkering station. i) Close all valves at the end of the operation.
good condition.
b) Ensure that the blank on the other bunkering connections are n) Open the vent at the bunkering connection and allow the hose to Under normal operation the transfer pump will remain lined up to the settling
secure and that the valves are closed and drain and sampling drain back to the supplier. tank, where it will start and stop automatically, controlled by the settling tank
valves closed. Also ensure the drip tray is empty and drain closed. level switches.
o) Disconnect the hose connection and replace the blank.
c) Open the filling valve(s) on the fuel oil storage tanks to be filled. To Transfer Fuel Oil using the Diesel Oil Transfer Pump
p) Close the tank filling valves.
Description Valve a) Unlock and open the diesel oil transfer pump suction crossover
q) Collect and label samples and send ashore for laboratory testing. valve OV239 from the HFO suction line.
No.1 HFO bunker tank (centre) OV201
No.2 HFO bunker tank (port) OV202 To Transfer Fuel Oil using the Fuel Oil Transfer Pump b) Unlock and open the diesel oil transfer pump discharge crossover
valve OV232 to the HFO discharge line. Close the diesel oil
No.2 HFO bunker tank (starboard) OV203
a) Open the suction valve from the storage tank to be transferred. transfer pump discharge valve to DO service tank OV235, and
No.2 HFO bunker tank (centre) OV213 DO storage tank OV240.
Description Valve
No.2 HFO bunker tank (centre) quick-closing valve OV259
c) Open the HFO discharge valve to the HFO settling tank OV233.
HFO overflow tank OV221
No.3 HFO bunker tank (port) OV204
No.1 HFO bunker tank (centre) OV209 d) Open the valves from the HFO storage tank from which HFO is
No.3 HFO bunker tank (starboard) OV205 to be transferred.
No.2 HFO bunker tank (port) OV210
d) Open the valve at the selected bunkering station.
No.2 HFO bunker tank (starboard) OV211 e) Start the diesel oil transfer pump and follow the previous
Description Valve procedures.
No.2 HFO bunker tank (centre) OV212
HFO bunker valve port FOV1 No.2 HFO bunker tank (centre) quick-closing valve OV259 (Note ! The diesel oil transfer pump will not be started and stopped by the
HFO bunker valve starboard FOV2 settling tank level switches).
No.3 HFO bunker tank (port) quick-closing valve OV251
e) Establish effective communication between the control room and No.3 HFO bunker tank (port) line suction valve OV207 ! CAUTION
the bunkering shore station. Ensure that all HFO is flushed out of the diesel oil transfer pump prior to
No.3 HFO bunker tank (starboard) quick-closing valve OV242 restoring it to diesel oil service. This can be achieved by opening the diesel
f) Signal to the shore station to commence bunkering fuel oil at a No.3 HFO bunker tank (starboard) line suction valve OV208 oil suction and pumping for a few moments with a discharge to the HFO
slow rate. tanks open. Before starting the pump to transfer diesel oil, make
absolutely sure that all discharges to the HFO system are securely closed
b) Open the line valve to the HFO settling tank OV233.
g) Check the ship to shore connection and pipeline for leaks. and any spectacle pieces in the suction and discharge are restored to the
closed position.
c) Ensure that the DO line valve OV232 and the bunker tank filling
h) Check that fuel oil is flowing into the required fuel oil storage line valve OV220 are closed.
tank(s), and not to any other tank. Check that the drip sampler unit
is operating at the required rate. d) Open the HFO transfer pump suction valve OV223.
i) Speed up bunkering to the agreed maximum rate.
e) Open the HFO transfer pump discharge valve OV230.
j) As the level in the first fuel oil storage tank approaches 95%,
close in the filling valve to top up the tank slowly, then close the f) Start the HFO transfer pump.
filling valve completely when the required level is reached.
g) Check that fuel oil is being correctly transferred, i.e. that it is
k) Repeat above until only two tanks remain open, then signal to being transferred from the required storage tank to the designated
shore to reduce the pumping rate. destination.
No.8 Car Deck

LAL
LAH
FOV1 DOV1 DOV2 FOV2
No.6 Car Deck
FS LAH
HFO
Service FS Tank
Settling
Tank No.3 FO
DO (28.7m3) FS (27.2m3) Tank (133.9m3) 205
(26.3m3) (458.5m3)
OV LAL OV OV OV
237 236 LI LI 216 215
OV OV LI
238 234 TI
From From
TI 255 254 219
No.1 FO Tank (C)
ASP Pump
No.2 FO Tank (P)
Aft Air Vent
OV231 OV225 OV224
P
Aft Air Vent
P
OV201
No.1 FO Tank (C)
207 OV209
To FO
OV XA
P C 221
OV210
Flow TI
OV228 Alarm OV203
No.2 FO Tank (S)
Key FS
OV211
Diesel Oil
LAH OV213
FO 218
Overflow OV244 Tank
Tank (Centre)
Tank (1,080.8m3) LI
(35.2m3)
FS FS
OV222
Diesel Oil System a) Ensure that the blanks on the other bunkering connections are c) Open the filling valve OV234 on the DO service tank and ensure
secure and that the valves are closed. Ensure that the drain and that other valves from the DO transfer pump outlet line are closed.
There is one diesel oil bunker tank, from which DO is transferred to the diesel sampling valves are closed.
oil service tank, using the DO transfer pump. The DO service tank may also be d) Open the diesel oil transfer pump suction valve OV225.
filled from the DO bunker tank via the purifiers. The DO service tank may also b) Open the filling valve OV206 on the diesel oil bunker tank.
be filled directly from the bunker main. Diesel oil can be supplied to the main e) Open the diesel oil transfer pump discharge valve OV231.
engines, generator engines, boiler, and incinerator from the diesel oil service c) Open the DO valve at the bunkering connection to the bunker
tank. station f) Start the diesel oil transfer pump.
The diesel oil storage tank is filled from either the port or starboard diesel oil Description g) Check that diesel oil is being correctly transferred, i.e. that it is
bunkering station. The bunkering line is fitted with a relief valve set at 6.9 kg/cm2, being transferred from the required storage tank to the designated
Port manifold
which discharges into the FO overflow tank. The diesel oil transfer pump is used destination.
to transfer DO from the bunker tank to the service tank at a rate of 5 m3/h and a Starboard manifold
pressure of 3.5 kg/cm2. It is possible to use the heavy fuel oil transfer pump for The transfer pump will stop automatically when the service tank reaches the
diesel oil service, and vice versa. The diesel oil transfer pump is manually started, d) Establish effective communication between the control room and required level.
but is stopped automatically by means of a level switch on the diesel oil service the bunkering shore station.
tank. This switch operates when the service tank reaches the maximum working h) Alternatively, stop the pump when the required amount of oil has
level. e) Signal to the shore station to commence bunkering diesel oil at a been transferred.
slow rate. Draw samples during bunkering.
The DO service tank overflows to the FO overflow tank. i) Close all valves.
f) Check the ship to shore connection and pipeline for leaks.
Diesel Oil System Tanks To Transfer Diesel Oil using the Heavy Fuel Oil Transfer Pump
g) Check that diesel oil is flowing into the diesel oil storage tank,
Compartment Capacities (S.G. 0.85) and not to any other tank. ! CAUTION
Volume 100% (m3) Weight 96% (Tons) Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to
h) Speed up bunkering to the agreed maximum rate. using it on diesel oil service. This can be achieved by opening the diesel oil
DO storage tank (wing) 100.9 85.0 suction and pumping for a few moments with a discharge to the fuel oil
DO service tank 26.3 22.0 i) As the level in the diesel oil storage tank approaches 95%, close tanks open. Before starting the pump to transfer diesel oil, make
in the filling valve to top up the tank slowly. absolutely sure that all discharges to the fuel oil system are securely
Emergency DG DO tank 1.3 1.1 closed.
j) Signal to the shore to further reduce the flow rate until the tank is
Total: 128.5 108.1
full and then signal to stop. a) Unlock and open the HFO pump suction crossover valve OV239
between DO and HFO suction lines.
All outlet valves from the diesel oil tanks are remote operated quick-closing k) Close the valve at the bunkering connection.
valves with a collapsible bridge which can be pneumatically operated from the
b) Unlock and open the HFO pump discharge crossover valve
fire control station. After being tripped from the fire control station the valves l) Open the vent at the bunkering connection and allow the hose to OV232 between DO and HFO discharge lines
must be reset locally. Each tank is also fitted with a self-closing test cock to drain back to the supplier.
test for the presence of water and to drain any water present. Tundishes under
c) Close the HFO pump discharge valve OV233 to the HFO line.
the self-closing test cock drain any liquid to the waste oil tank. All tanks are m) Disconnect the hose connection, and replace the blank.
provided with level indication, plus remote level indication in the control
d) Open the quick-closing suction valve OV250 DO storage tank
room. The bunker tanks also have an overfill alarm set at 98 % capacity. n) Close all the tank filling valves. and the line valve to the transfer pump OV224.
Preparation for the Operation of Loading Diesel Oil To Transfer Diesel Oil using the Diesel Oil Transfer Pump e) Open the filling valve OV234 on the DO service tank and ensure
The procedures for loading DO are similar to those described for HFO. that other valves from the DO transfer pump outlet line are closed.
a) At the DO bunker tank open the self-closing test cock to test for
the presence of water and close it again when all water has been
To Load Bunkers From Shore/Barge f) Start the HFO transfer pump and follow the procedure for using
drained.
the diesel oil transfer pump.
At the bunker connection to be used, remove the blank and connect the b) Open the DO bunker tank quick closing suction valve OV250 and
bunkering hose. Arrange a drip tray beneath the connection. the line valve OV224 to the transfer pump.
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
From Fuel Oil Transfer Pump
LAH LAH Diesel Oil

Wing
HFO Tank
HFO
Diesel Oil Settling Service (100.9m3)
Service Tank
T T Tank Tank
OV334 OV333
(26.3m3) (27.2m3) (28.7m3)
LAL LAL OV214

P P LAL
TAL TAL
OV340
No. 2 HFO No. 1 HFO
TAH Purifier Heater TAH Purifier Heater OV301
OV302
TI T TI T
OV336 To Bilge Well OV335

OV310 OV309 OV345 OV234
TC TC
OV332 OV331
OV320 OV319 OV346

OV347
OV329 OV328
OV344 OV343 OV235 OV217
OV349 OV316
LM OV339
OV312
OV358
OV314 OV348 OV311
XA XA OV315
P P
OV357 No.2 OV356 No.1
No.2 No.1
FO FO Purifier FO FO Purifier
Feed Pump LM Feed Pump
Purifier Purifier
C C
From DO To DO
OV341 Transfer Pump Transfer Pump
OV306 OV342 OV308 OV305 OV307 Suction
OV339
OV338
Key
Diesel Oil
OV322 Electrical Signal

OV321
Machinery Deck Machinery Deck Fuel Oil
Fuel Oil Sludge Tank Steam Tracing

(3m3)
Air
2.7.2 Fuel Oil and Diesel Oil Purifying Systems
Position Description Valve Open No.1 purifier purifier feed pump bypass valve
Fuel Oil Purifying System to HFO settling tank OV309
Open Settling tank quick-closing suction valve OV301
Closed No.1 purifier bypass recirculation valve
Maker: Mitsubishi Kakoki Kaisha Ltd Open No.1 feed pump suction valve to DO line OV328
No. of sets: 2 from HFO settling tank OV305
Model: SJ-50FH Closed No.2 heater inlet valve OV334
Capacity: 3,400 litres/hour (each) Closed No.1 feed pump suction valve
from HFO service tank OV341 Closed No.2 heater outlet valve OV336
There are two centrifugal self-cleaning HFO purifiers fitted. They are used to Closed No.2 heater bypass valve OV332
draw fuel oil from the HFO settling tank and discharge the purified fuel oil to Closed No.1 feed pump suction valve
from DO tanks OV307 Closed No.2 feed pump direct inlet valve
the HFO service tank. Normally both units are in use, with one purifying from
to 3-way valve OV347
the settling tank to the service tank and the other used as a clarifier on the Open No.1 feed pump discharge valve OV315
service tank continuously. The purifiers can also be used for purifying the DO. Closed No.2 heater 3 way valve OV320
The purifiers are supplied from the settling tank by the purifier feed pumps, via Open No.2 feed pump suction valve
from HFO settling tank OV306 Closed No.2 purifier inlet valve OV317
the heaters. There are two supply pumps and each is able to supply one purifier
when it is operating at full capacity. Each purifier has its own steam operated Closed No.2 purifier outlet valve OV357
fuel oil heater. The purifiers, heaters and supply pumps are located in the Closed No.2 feed pump suction valve
purifier room. Instrument air is supplied to the purifiers to control the supply from HFO service tank OV342 Open No.2 purifier discharge valve
of oil to the bowl and the automatic discharge facility. Fresh water is supplied, to HFO service tank OV312
Closed No.2 feed pump suction valve
via a water softener, for sealing and flushing purposes. from DO tanks OV308 Closed No.2 purifier discharge valve
Open No.2 feed pump discharge valve OV314 to DO service tank OV349
The HFO is supplied from the settling tank to the feed pumps through one side
of the duplex filter in that pumps suction line. The feed pump discharges the Open No.2 purifier drain valve to FO sludge tank OV339
oil through the heater to maintain a temperature of 98ºC and into the purifier. Closed Crossover valve between
No.1 and No.2 pump discharges OV358 Open No.2 purifier sludge valve to FO sludge tank OV322
After purification, the oil is discharged to the HFO service tank via a water
detection meter. Open No.1 heater inlet valve OV333 Closed No.2 purifier feed pump bypass valve to
HFO service tank OV344
Each purifier feed pump delivers fuel oil to its own heater inlet but a crossover Open No.1 heater outlet valve OV335
between the outlet lines from No.1 and No.2 feed pumps enables No.1 pump Closed No.1 heater bypass valve OV331 Closed No.2 purifier feed pump bypass valve to
to supply No.2 heater and No.2 purifier, and vice versa. HFO settling tank OV310
Closed No.1 feed pump direct inlet valve
to 3-way valve OV346 Closed No.2 purifier bypass recirculation valve
Preparation for the Operation of the Heavy Fuel Oil Purifying System to DO line OV329
To transfer oil to the settling tank using the HFO purifiers. Operational No.1 heater 3-way valve OV319
To Operate the Purifier
Open No.1 purifier inlet valve OV316
a) Check and record the level of oil in all fuel tanks.
Open No.1 purifier outlet valve OV356 a) Open the instrument air supply to the purifier to be used.
b) Open the self-closing test cock on the HFO settling tank, closing
Open No.1 purifier discharge valve b) Ensure the purifier brake is off and the purifier is free to rotate.
it again when any water present has drained. to HFO service tank OV311
c) All valves in the purifier system are to be closed. c) Ensure the correct gravity disc is fitted.
Closed No.1 purifier discharge valve
to DO service tank OV348
d) Open the valves, as indicated in the table below, to take suction d) Check the purifier gear box oil level.
from the settling tank and, using No.1 pump and No.1 purifier, Open No.1 purifier drain valve to FO sludge tank OV338
discharge to the HFO service tank. If another pump and purifier e) Check the strainers are clean.
Open No.1 purifier sludge valve to FO sludge tank OV321
are to be used the relevant valves for that purifier are to be
opened. Closed No.1 purifier feed pump bypass valve f) Start the purifier supply pump. Oil will bypass the purifier,
to HFO service tank OV343 returning to the settling tank through the three -way recirculating
control valve.
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
From Fuel Oil Transfer Pump
LAH LAH Diesel Oil

Wing
HFO Tank
HFO
Diesel Oil Settling Service (100.9m3)
Service Tank
T T Tank Tank
OV334 OV333
(26.3m3) (27.2m3) (28.7m3)
LAL LAL OV214

P P LAL
TAL TAL
OV340
No. 2 HFO No. 1 HFO
TAH Purifier Heater TAH Purifier Heater OV301
OV302
TI T TI T
OV336 To Bilge Well OV335

OV310 OV309 OV345 OV234
TC TC
OV332 OV331
OV320 OV319 OV346

OV347
OV329 OV328
OV344 OV343 OV235 OV217
OV349 OV316
LM OV339
OV312
OV358
OV314 OV348 OV311
XA XA OV315
P P
OV357 No.2 OV356 No.1
No.2 No.1
FO FO Purifier FO FO Purifier
Feed Pump LM Feed Pump
Purifier Purifier
C C
From DO To DO
OV341 Transfer Pump Transfer Pump
OV306 OV342 OV308 OV305 OV307 Suction
OV339
OV338
Key
Diesel Oil
OV322 Electrical Signal

OV321
Machinery Deck Machinery Deck Fuel Oil
Fuel Oil Sludge Tank Steam Tracing

(3m3)
Air
g) Slowly open the steam supply to the heater. f) Shut off the water supplies. f) Fit the appropriate gravity disc for purifying DO.
h) Set the steam temperature control valve to required set point. g) Shut all valves. Operate the purifier as for HFO except that the heater is not required.
i) Heavy fuel oil will now circulate through the heater, returning to Diesel Oil Purifying System
the settling tank.
Diesel oil is pumped, by the DO transfer pump, from the storage tanks to the
j) Open the fresh water supply from the water softener. DO service tank. Using either purifier, and either purifier supply pump, the DO
can be purified, the oil being taken from the DO service tank and returned to
k) Open the flushing and operating water supplies to purifiers. that tank. It can also be taken from the DO storage tank and purified to the DO
service tank.
l) Switch on the power to the control panel of purifier to be used.
Preparation for Purifying the Diesel Oil from and to the Diesel Oil
m) Start up the purifier. Service Tank using No.1 Purifier and No.1 Purifier Feed Pump
n) When the purifier is up to speed, press the control panel START a) Transfer oil to the service tank using the DO transfer pump.
button for automatic control of the unit.
b) Check and record the level of oil in all DO tanks.
When the HFO has reached the correct temperature and the purifier is at
operating speed, the automatic control system will change the position of the c) Open the self-closing test cock on the DO service tank, closing it OV317
three-way recirculating control valve, and will allow oil to flow to the purifier. again when any water present has drained.
Flow can be regulated by using the purifier outlet valve. d) All valves in the purifier system are to be closed.
o) Check the purifier is operating correctly with adequate e) Open the valves, as indicated in the table below, to take suction
throughput. from service tank and, using No.1 purifier supply pump and No.1
BV39
purifier, return the oil to the DO service tank.
p) Ensure there is no abnormal discharge from the water outlet or
sludge discharge. Position Description Valve
Open DO service tank quick-closing suction valve OV302
The purifier will now operate on a timer, discharging sludge at preset intervals.
Open DO line valve to purifier feed pumps OV345
To Stop the Purifier Closed DO line valve from DO storage tank OV235
a) Shut off steam to the heater, allowing the unit to continue to Open DO suction valve to No.1 purifier feed pump OV307
operate for a short period. Open No.1 feed pump discharge valve OV315
b) Press the program STOP button on the control panel. The Open No.1 heater bypass valve OV331
automatic control system will change the position of the three- Operational No.1 purifier three-way cock OV319
way recirculating control valve and oil will to flow to the settling
tank. Open No.1 purifier bypass valve to DO suction line OV328
Open No.1 purifier inlet valve OV316
The purifier will commence the shut down sequence. No.1 Heavy Fuel Oil Purifier
Open No.1 purifier outlet valve OV356 BV30
FV92
c) On completion of the sequence press the motor STOP button.
Open No.1 purifier discharge valve to
DO tank filling line OV348
d) Apply the brake during the run down period.
Closed No.1 purifier discharge valve to HFO line OV311
e) Stop the feed pump.
Illustration 2.8.1a Main Engine Lubricating Oil System
No.2 No.1
LAH Cylinder Oil Cylinder Oil
FS
(Manual)
Cylinder Oil FS Storage Storage
Low Pressure Low Pressure Non-Flow
Measuring Tank Tank
ESD ESLD PI PAL FAL ESLD LAL Tank (39.9m3) (39.9m3)
PS P FS
(Manual) LV36
LAL
LS
FL LV38 LV13
PS LV30 LV33
LV1 Main Engine
Exhaust Valve Driving Oil Inlet

P
Cylinder
Main Engine Cylinder Oil Inlet Low Pressure (Manual) Lubricators
LO Sump Tank
T To Waste
(25.5m3) Ahead & Astern ESD ESLD PI PAL
TI
Thrust Pad P Oil Tank
LV6 LV5 ASP
Main 300 L 5 300 L 4 300 L 26 Exhaust
P P
LO Pumps ESD ESLD TAH
Valve LV32 LV31
LV7 Driving Oil
High Temperature P P
(By Low Pumps
Pressure) (Manual) P P
Piston Main LO Line Cylinder Oil
T Cooling Each Cyl. LV4 LV3 Transfer
AST x8 Oil x8 Out
TI TAH T
AST Pump
P P
Piston Cooling Oil Inlet LV35 LV34
(By Low Pressure)
PS
LV2 From
Control
TI TAH Air
LV41 LV42
From Main Engine Sludge P P
x8 ESD Main
LO Storage Tank High Temperature (Manual) Chamber
Engine LO Main
PAH 2nd Filter Engine LO
DPS
(Automatic Standby
Main Engine LO System
Backwash Filter
Bypass Filter
From Type)
TC P P
Control
Air LV39 LV40
LV11
LV10
LV12
LV19
T T
Key
Main Engine
Lubricating Oil
LO Cooler
LV18
Electrical Signal
Air
To Waste Oil Tank Valve Locked Closed
Issue: 1 2.8 Lubricating Oil Systems - Page 1 of 14

2.8 Lubricating Oil Systems Cylinder Lubrication System d) Start one main LO pump.
The lubrication of the pistons and cylinders is performed by a separate cylinder e) Put the auto backflush filter on line.
2.8.1 Main Engine Lubricating Oil System
lubrication system. High alkaline lubricating oil is supplied to the main engine
cylinders on a once through basis, in order to lubricate the piston rings to f) Switch the other main LO pump to standby.
Introduction
reduce wear and counteract the acidity of the products of combustion. The
alkalinity of the cylinder lubricating oil should balance the sulphur content of g) Supply cooling water to the LO cooler.
The main engine lubricating oil system consist of the following:
the HFO supplied to the engine. Cylinder oil is injected into the each cylinder
Main bearing lubricating oil through non-return valves, the oil being supplied by lubricator pump, chain h) Start one exhaust valve driving oil pump.
driven from the camshaft. Each pump has its own oil supply box which is
Crosshead bearing lubricating oil and piston cooling systems
replenished with oil from a daily use tank or cylinder oil measuring tank. The i) Switch the other exhaust valve driving oil pump to standby.
Exhaust valve driving system lubricator pump supply boxes are fed under gravity from this measuring tank,
the oil flowing passed a magnet which removes any fine abrasive particles j) Ensure pressures and temperatures throughout the system are
Cylinder oil system
from the oil. The measuring tank is topped up from one of the two cylinder oil normal.
Main Bearing and Crosshead Bearing Lubricating Oil System storage tanks using the cylinder oil transfer pump.
The main or crankcase lubrication system is supplied by one of two pumps, Preparation for the Operation of the Main Engine Lubricating Oil
one of which will be operating and the other on standby, set for automatic cut- System
in should there be a lubricating oil pressure reduction or pump failure. The
main LO pumps take suction from the main engine sump and discharge oil to a) Check the level of oil in the main engine sump and top up if
the engine, via the main LO cooler and an automatic backflush filter. The necessary.
cooler is part of the central cooling system. Supply pressure in the main
lubrication system is 4.3 kg/cm2 and each pump has a rated capacity of b) Ensure all pressure gauge and instrumentation valves are open.
293m3/h. LV38 LV30 LV13 LV33 LV34 LV35
c) Set up valves as shown in the tables below:
The main lubricating oil system supplies oil to the main bearings, crosshead
bearings, camshaft gear drive, cam boxes, pistons and vibration dampers. Here Position Description Valve
the cooling effect of the oil at the vibration dampers is important. Main and
piston cooling systems follow the same inlet line to the engine from where the Open No.1 LO pump discharge valve LV1
piston cooling line branches. Open No.2 LO pump discharge valve LV2
The main engine exhaust valve driving oil pumps, of which there are two, take Closed Main engine LO system bypass filter inlet valve LV11
suction from the main LO circulating system after the LO has passed through
the cooler and automatic backflush filter. The individual cylinder exhaust Closed Main engine LO system bypass filter outlet valve LV12
valves are actuated from the pump outlet manifold, oil being returned to the Open Main LO cooler inlet valve LV19
engine crankcase. As with the main LO system, one of the pumps will be
operating and the other on standby and set for automatic cut-in should there be Open Main LO cooler outlet valve LV18
a lubricating oil pressure reduction or pump failure. The main engine exhaust Operational Main LO cooler three-way control valve LV10
valve driving LO pumps have a rated capacity of 13 m3/h and deliver oil at a
pressure of 5 kg/cm2. This system also supplies oil to the camshaft shifting Open Main engine LO 2nd (backflush) filter inlet valve LV39
device and lubricates the fuel injection pumps. Open Main engine LO 2nd (backflush) filter outlet valve LV41 LV31
The oil from both systems drain from the crankcase back to the LO sump. The Closed Main engine LO standby filter inlet valve LV40
cooler is circulated with cooling water from the low temperature fresh water
Closed Main engine LO standby filter outlet valve LV42
cooling system. The LO temperature is regulated by means of a three-way
control valve, which controls the LO flow through the cooler, to maintain an Open No.1 exhaust valve driving oil pump inlet valve LV3
engine oil supply temperature of 45°C.
Open No.1 exhaust valve driving oil pump outlet valve LV5 Cylinder Lubricating Oil Transfer Pump
Any liquid accumulating in the under piston space falls to the scavenge trunk Open No.2 exhaust valve driving oil pump inlet valve LV4
secondary chamber drain and from there flows, via the sludge separator, to the LV32
waste oil tank. Open No.2 exhaust valve driving oil pump outlet valve LV6

Illustration 2.8.1b Main Engine Turbocharger Lubricating Oil System
LV409
To LV410 LV411
LO Air Vent
Header Key PdAH
PI TAL TI
Lubricating Oil LV408
DPS
Electrical Signal
LV416
PAL P P
T T
No.1 Main Engine No.2 Main Engine

Turbocharger Turbocharger
T T
(Line For Flushing)

(With Manual Override)
LV406
LV422
Main Engine
Turbocharger
LO Cooler
To Waste
Oil Tank
LV421
P C To Waste
Oil Tank
LV418
LV405 LV425 LV404
T
LV403 Sludge
Main Engine From Main Engine
Main Engine Chamber C C
Turbocharger LV14 LO Storage Tank No.2
No.1
Turbocharger LO Bypass
Main Engine Main Engine
LO Bypass Filter Pump
Turbocharger Turbocharger
Filter PI LO Pump LO Pump
LAH P P
FS (By Low Pressure)
LAL
FS
LV424 LV423
To Main Engine LV402
Waste Oil Turbocharger LO Drain Tank
Tank (2.0m3)
LV401

Preparation for the Operation of the Main Engine Cylinder Lubricating Main Engine Turbocharger Lubricating Oil System Open Main engine turbocharger LO cooler inlet valve LV422
Oil System
Introduction Open Main engine turbocharger LO cooler outlet valve LV421
a) Top up the cylinder oil measuring tank by pumping oil from one The main engine turbochargers have their own lubricating system comprising Operational Main engine turbocharger LO cooler three-way
of the cylinder oil storage tanks. Oil may be transferred using the pumps, cooler, filters and drain tank. The system is completely independent of control valve LV407
electrically driven cylinder oil transfer pump or the hand operated the main lubricating system but uses the same grade of oil. There are two main Open Main engine turbocharger LO filter inlet changeover valve
pump. When using the electrical pump, valves, LV31 and LV40 engine turbocharger LO pumps, one of which will be operating and the other
must be open and for the hand pump valves, LV32 and LV35 must on standby, and these take suction from the main engine turbocharger LO drain Operational Main engine turbocharger LO pressure regulating
be closed. tank. The pumps discharge through the main engine turbocharger LO cooler, valve LV410
temperature control being achieved via a three-way control valve. From the Open Main engine turbocharger LO pressure regulating
Note the tank gauge readings for measuring purposes. cooler the oil flows through a backwash filter before entry into each of the two valve inlet valve LV408
Valves on the cylinder oil tanks are fitted with quick-closing devices and after turbochargers. Pressure in the system is controlled by means of a pressure
controlled bypass valve which diverts some of the oil flow from the filter Open Main engine turbocharger LO pressure regulating
operation they must be manually reset locally.
directly to the main engine turbocharger LO drain tank. This is set to give a valve outlet valve LV409
b) Set up the valves as in the table below: pressure at the turbocharger inlet of 1.5 kg/cm2. Closed Main engine turbocharger LO pressure regulating
bypass valve LV411
Position Description Valve The turbocharger LO can be filtered independently of the main engine
turbocharger LO system by operating the main engine turbocharger d) Start one main engine turbocharger LO pump.
Closed No.1 cylinder oil storage tank bypass filter pump. This pump draws oil from the main engine tur-
quick-closing outlet valve LV33 bocharger LO drain tank, passing it through the main engine turbocharg- e) Put the auto backflush filter on line.
er LO bypass filter and then back to the main engine turbocharger LO
Closed No.2 cylinder oil storage tank f) Switch the other main engine turbocharger LO pump to standby.
drain tank.
quick-closing outlet valve LV30
Preparation for the Operation of the Main Engine Turbocharger g) Supply cooling water to the LO cooler.
Open Cylinder oil measuring tank Lubricating Oil System
quick-closing outlet valve LV36
h) Check pressures and temperatures throughout the system and
a) Check the level of oil in the main engine turbocharger LO drain
Inlet valves to individual lubricator pump supply boxes are to be opened and observe that oil is flowing through the turbochargers by watching
tank and top up if necessary.
closed as necessary in order to refill the boxes. the return sight glasses.
c) Ensure the daily use tank outlet filters are clean. Preparation for the Operation of the Main Engine Turbocharger
Lubricating Oil Bypass System
c) Set up valves as shown in the following tables:
d) Check the consumption on a daily basis. Ensure that the
consumption does not drop below the manufacturer’s recommen- Position Description Valve a) Check the level of oil in the main engine turbocharger LO drain
dations. False economy will result in excessive piston ring and Open No.1 main engine turbocharger LO pump tank and top up if necessary.
liner wear and sticking rings, resulting in possible scavenge fires. suction valve LV401
Open No.1 main engine turbocharger LO pump
e) Check the condition of the liner and piston rings, especially
discharge valve LV404 c) Check that the filter is clean.
during the engine running-in period. Any signs of dryness means
the consumption should be increased. Closed No.1 main engine turbocharger LO pump
crossover valve LV423 d) Set up valves as shown in the tables below:
f) Ensure that all the cylinder injection points are receiving equal
Open No.2 main engine turbocharger LO pump Position Description Valve
quantities of lubrication.
suction valve LV402
Open Main engine turbocharger bypass pump suction valve LV418
Open No.2 main engine turbocharger LO pump
discharge valve LV405 Open Main engine turbocharger bypass pump discharge
valve LV403
Closed No.2 main engine turbocharger LO pump
crossover valve LV424 e) Start the main engine turbocharger bypass pump and let it operate
until the oil quality is assessed as being satisfactory.
Closed No.1 and No.2 main engine turbocharger
LO pump cross-connection valve LV425

Illustration 2.8.2a Stern Tube Lubricating Oil System
Stern Tube
LO Gravity
Tank
LAL (0.1m3)
FS LV134
LV360
To and From
LO Transfer Pump From Main Engine
Storage Tank
LAL
LV142
P T Forward
Stern Tube
Seal Oil Stern Tube
T
Tank Stern Tube LO Dosing
TAH TI ESLD By High (0.01m3) Dosing Pump Tank
Temperature
(Manual) (0.08m3)
P LV353
ASP By Main Engine

50RPM
Stern Tube
Stern Tube LO
Circulating Pump
C P
LV363 LV365
LV366
To
LV351 LV361 LO Transfer Pump
LV352
Key
Lubricating Oil
Valve Locked Closed

2.8.2 Stern Tube Lubricating Oil System Procedure for the Preparation of the Stern Tube Lubricating Oil System
Maker: Kobelco Marine Eng. Co. Ltd a) Ensure that all instrumentation valves are open.
Type: CX-710
Serial No.: X-31831/32 b) Set valves as shown in the tables below:
The stern tube is lubricated by its own LO system and is sealed by a set of lip Aft Seal
seals at the forward and aft end.
An aft seal LO dosing pump feeds the oil chamber between No.2 and No.3 seal Open Dosing pump discharge valve LV353
rings at the top of the chamber. The oil pressure is controlled on the pump and
is sufficient to prevent ingress of sea water. The tank is topped up from the c) Start the pump and adjust the discharge pressure as recommended LV 363
main engine LO storage tank, due to a small leakage of oil which occurs in the instruction manual.
through the aft seal.
d) Check the LO tank level and if necessary replenish the tank.
The pump stops automatically when the shaft speed goes below 50 rpm.
Forward Seal
The aft seal header tank is filled from the LO filling and transfer system.
e) Check the LO tank level and if necessary replenish the tank.
The forward seal is naturally circulated through its own header tank and is
separate from the main stern tube system. Stern Tube LO Circulating System
The stern tube is lubricated and sealed by oil from the stern tube header tank, Position Description Valve
which is set at an optimum height to prevent ingress of sea water. The oil is
naturally circulated from the header tank to the bottom of the forward bearing. Open Outlet valve from stern tube header tank LV360
The oil is free to flow from the top of the forward and aft stern tube bearings Closed Discharge valve to LO transfer pump LV351
to the header tank. The return line is permanently vented. The header tank is
filled from by the LO transfer pump. Closed LO transfer pump line spectacle flange LV361
Open LO circulating pump suction valve LV363
The system has its own circulating pump and strainer, and is kept cool by the
cooling water tank which surrounds the stern tube. Open LO circulating pump discharge valve LV365
Closed LO circulating pump bypass valve LV366
The system can be drained during refit using the LO transfer pump for transfer
to the main engine LO settling tank. The LO tank can be topped up from the Closed Drain from stern tube LV352
Stern Tube Lubricating Oil Ciculating Pump
main engine LO storage tank.
f) Check the LO gravity tank level and if necessary replenish the LV 366
LV 365
tank by supplying LO via the LO transfer pump.
g) Start the stern tube LO circulating pump, adjust the discharge

pressure as recommended in the instruction manual, using the
bypass valve LV366 before locking it in position.
h) Check the system for water at regular intervals.
i) Take samples for analysis from the sampling cock at regular

intervals.
The system is continuously operated, as above, both in port and at sea.

Illustration 2.8.3a Lubricating Oil Purifying System
To Shore Connection
LV262 LV261
N.C. LV135 LV233
No.2 LO No.1 LO
Purifier Heater Purifier Heater
LV118
Generator Engine To Waste Oil LV217

LV245 LV202 To Waste Oil
LO Measuring Main Main Tank
LV140 Generator Generator Tank
Tank (0.7m3) Engine Engine T TC LV218 T TC
Engine Engine LV221 LV220
LO Settling LO Storage LO Settling LO Storage
Tank Tank Tank Tank
LM TAH LM TAH
(6.5m3) (6.5m3) (30.6m3) (26.8m3) X X
LV127 LV252 LV251
LV116
LV162 LV201 LV216 XA
LV148 To WO LV224 LV219
No.1 GE LV225 XA
LO Sump LV106 Settling LV105
Tank LV248 LV247
Tank LV266 LV215
LV161
No. 1 P
LV228 P LV227 LO Purifier
LV121 LV163 LV144 P LV117 To LV107 LV230 No. 2 LV229 Feed Pump
Stern No.2 LO Purifier 3
LO Transfer Tube No.1 (2.75m /h)
LO Feed Pump
LV164 Pump LV203 LV226 LV214 LO
LV122 Purifier 3
Purifier
(5.0m3/h) (2.75m /h)
From C C
LV150 LV C Stern
From Sludge 145 Tube
LV123
Tank
LV231
LV139
LV232
LV110
LV LV LV LV LV
LV126 111 212 211 210 209
LV LV LV LV LV LV
LAL LV131 112 113 208 207 206 205
No.2 GE
LO Sump
Tank
FS
No. 1 To Main Engine T/C

GE LO LO Drain Tank
Overflow LV108
Tank
LV138 (1.0m3) LV242
LV130
P LV
No. 2 LV
GE LO LV249 235 234
Overflow LV From Main Engine System
LV125 Tank 114 Oil Bypass Filter
P LO Sludge
(1.0m3) Stuffing Box Tank LAH
Drain Waste Oil FS
3
No.3 GE LV129 LV241 LV250 Sludge Tank LAH (3.0m )
FS Stuffing LV253 Seperator 3
LO Sump Main Engine LO (33.5m )
Tank P Box Drain Scav. Trunk XA
Tank (1.3m3) Sump Tank Secondary FS Key
LAL Stuffing Chamber
(25.5m3) LV264
Box Drain Lubricating Oil
Drain
Pump LAH LV243
No. 3 LAL FS Main Engine Electrical Signal
FS
GE LO C LV237
Overflow LV LV244 Steam Tracing
Tank LV240 239 LV238
(1.0m3) Sludge/Waste Oil
LV128

2.8.3 Lubricating Oil Purifying System b) Check and record the level of oil in all lubricating oil tanks. No.2 generator engine LO sump inlet valve LV139
No.3 generator engine LO overflow tank suction valve LV128
Main Lubricating Oil Purifiers c) Open the self-closing test cock on the tank to be used and then
close it again when all water and sediment has drained. No.3 generator engine LO sump inlet valve LV138
Maker: Mitsubishi Kakoki Kaisha Ltd
No. of sets: 2 d) All valves in the purifier system should first be closed. From the Stuffing Box Drain Tank
Model: SJ-30F
Stuffing box drain tank suction valve LV239, LV238
Capacity: 2,750 litre/hour e) Open the valves, as shown in the table below, depending on the
system and purifier selected. No.1 purifier feed pump suction valve LV208
There are two centrifugal self-cleaning lubricating oil purifiers fitted and these
can be used for the main and generator engines.The LO purifiers can be run No.2 purifier feed pump suction valve LV212
simultaneously on different services. They can be used for continuous purifi- Description Valve
Purifier Valves
cation of the main engine sump and generator engine sumps via the generator From Main Engine Sump
engine LO overflow tanks or for batch purification of the main engine and No.1 purifier feed pump discharge valve LV215
generator engine LO settling tanks, the drain tank or stuffing box drain tank. Main engine sump suction valve LV114
No.1 purifier LO heater outlet valve LV202
Oil in the main engine LO storage tank may also be purified. No.1 purifier LO feed pump suction valve LV206
No.1 purifier three-way inlet control valve LV227
A purifier will normally be in use on the main engine sump while the main No.2 purifier LO feed pump suction valve LV210
No.1 purifier three-way inlet control valve bypass valve LV214
engine is running. The lubricating oil purifiers are supplied with oil by the LO
From Main Engine Storage and Service Tanks
purifier feed pumps via a steam heater, each purifier having its own dedicated No.1 purifier inlet valve LV229
feed pump. Instrument air is supplied to the purifiers to control the supply of Main engine LO settling tank quick-closing suction valve LV201
oil to the bowl and the automatic discharge facility. Softened fresh water is No.1 purifier outlet valve LV251
Main engine LO storage tank suction valve LV105
supplied for sealing and flushing purposes. No.1 purifier outlet valve to generator engine system LV217
Main engine storage to settling tank outlet cross-over valve LV107
(Note ! Care must be taken to avoid contamination of the different grades of No.1 purifier outlet valve to main engine LO settling tank LV218
Main engine storage/settling tank line outlet valve LV203
lubricating oils used for the different systems.) No.1 purifier outlet valve to main engine sump LV219
No.1 purifier feed pump suction valve LV205
The purifiers take suction via the LO purifier supply pumps and discharge to No.1 purifier outlet valve to stuffing box drain purified oil tank LV216
the following systems: No.1 purifier sludge valve LV231
Main engine LO settling tank From Generator Engine System Storage Tanks and Sumps
No.2 purifier feed pump discharge valve LV266
Generator engine LO settling tank Generator engine LO settling tank quick closing suction valve LV162
No.2 purifier LO heater outlet valve LV245
Generator engine sumps via the generator engine LO overflow tanks Generator engine LO storage tank suction valve LV106
No.2 purifier three-way inlet control valve LV228
Main engine lubricating oil sump tank Generator engine LO storage to settling tank outlet crossover valve LV163
No.2 purifier three-way inlet control valve bypass valve LV226
Generator engine LO storage to settling tank line outlet valve LV164
Preparation for the Operation of the Purifying System No.2 purifier inlet valve LV230
No.2 purifier outlet valve LV252
a) Transfer oil to the respective settling tank using the transfer pump
or prepare to circulate the selected tank. Contents of the main No.2 purifier outlet valve to generator engine system LV221
engine sump may be pumped to the main LO settling tank by Four-way valve from generator engine LO overflow tanks LV131
No.2 purifier outlet valve to main engine LO settling tank LV220
opening the following valves:
Four-way valve to generator engine LO sumps LV131
No.1 purifier outlet valve to main engine sump LV224
Description Valve
(Note ! LV131 is a linked valve system in which both valves are operated No.2 purifier outlet valve to stuffing box drain purified oil tank LV225
Main LO sump suction valve LV114 together and is positioned under the generator engine LO overflow tanks.)
No.2 purifier sludge valve LV232
LO transfer pump suction valve LV113 No.1 generator engine LO overflow tank suction valve LV130
LO transfer pump discharge valve LV116 No.1 generator engine LO sump inlet valve LV140
LO settling tank filling valve LV118 No.2 generator engine LO overflow tank suction valve LV129

Illustration 2.8.3a Lubricating Oil Purifying System
To Shore Connection
LV262 LV261
N.C. LV135 LV233
No.2 LO No.1 LO
Purifier Heater Purifier Heater
LV118
Generator Engine To Waste Oil LV217

LV245 LV202 To Waste Oil
LO Measuring Main Main Tank
LV140 Generator Generator Tank
Tank (0.7m3) Engine Engine T TC LV218 T TC
Engine Engine LV221 LV220
LO Settling LO Storage LO Settling LO Storage
Tank Tank Tank Tank
LM TAH LM TAH
(6.5m3) (6.5m3) (30.6m3) (26.8m3) X X
LV127 LV252 LV251
LV116
LV162 LV201 LV216 XA
LV148 To WO LV224 LV219
No.1 GE LV225 XA
LO Sump LV106 Settling LV105
Tank LV248 LV247
Tank LV266 LV215
LV161
No. 1 P
LV228 P LV227 LO Purifier
LV121 LV163 LV144 P LV117 To LV107 LV230 No. 2 LV229 Feed Pump
Stern No.2 LO Purifier 3
LO Transfer Tube No.1 (2.75m /h)
LO Feed Pump
LV164 Pump LV203 LV226 LV214 LO
LV122 Purifier 3
Purifier
(5.0m3/h) (2.75m /h)
From C C
LV150 LV C Stern
From Sludge 145 Tube
LV123
Tank
LV231
LV139
LV232
LV110
LV LV LV LV LV
LV126 111 212 211 210 209
LV LV LV LV LV LV
LAL LV131 112 113 208 207 206 205
No.2 GE
LO Sump
Tank
FS
No. 1 To Main Engine T/C

GE LO LO Drain Tank
Overflow LV108
Tank
LV138 (1.0m3) LV242
LV130
P LV
No. 2 LV
GE LO LV249 235 234
Overflow LV From Main Engine System
LV125 Tank 114 Oil Bypass Filter
P LO Sludge
(1.0m3) Stuffing Box Tank LAH
Drain Waste Oil FS
3
No.3 GE LV129 LV241 LV250 Sludge Tank LAH (3.0m )
FS Stuffing LV253 Seperator 3
LO Sump Main Engine LO (33.5m )
Tank P Box Drain Scav. Trunk XA
Tank (1.3m3) Sump Tank Secondary FS Key
LAL Stuffing Chamber
(25.5m3) LV264
Box Drain Lubricating Oil
Drain
Pump LAH LV243
No. 3 LAL FS Main Engine Electrical Signal
FS
GE LO C LV237
Overflow LV LV244 Steam Tracing
Tank LV240 239 LV238
(1.0m3) Sludge/Waste Oil
LV128

System Valves Flow can be regulated using the bypass valves LV226 for No.2 purifier and
LV214 for No.1 purifier.
Stuffing box drain purified oil tank inlet valve LV249
Stuffing box drain oil tank inlet valve LV250 o) Check that the purifier is operating correctly, and that there is
adequate throughput.
Main engine LO settling tank inlet valve LV233
Generator engine LO settling tank inlet valve LV262 p) Ensure that there is no abnormal discharge from the water outlet LV203 LV201 LV107
or sludge discharge.
LO sludge tank inlet valves LV234, LV235
Purifier Operating Procedures q) Ensure that the water outlet alarm is set correctly, allowing only a
nominal water discharge. If it is set incorrectly the loss of seal will
Ensure that the correct valves are open in the system chosen to be purified. result in LO loss.
a) Open the instrument air supply to the purifier to be used. The purifier will now operate on a timer, discharging sludge at preset intervals.
b) Ensure the purifier brake is off and the purifier is free to rotate. To Stop the Purifier
c) Ensure that the correct gravity disc is fitted. a) Press the auto STOP button on the control panel.
d) Check the purifier gearbox oil level. The purifier will commence the shut down sequence and then stop.
e) Check the strainers are clean. b) Apply the brake during the run down period.
f) Start the chosen purifier feed pump. Oil will bypass the purifier c) Shut off the steam supply to heater.
by means of a three-way valve.
d) Stop the feed pump. LV247 FV55
g) Slowly open the steam supply to the heater to be used.
e) Shut off the water supplies.
h) Set the steam temperature control valve to the required
temperature. f) Shut all valves.
i) Lubricating oil will now be circulating through the heater to the Scavenge Drains
tank selected.
The scavenge space drains flow to the waste oil tank through a static sludge
j) Open the fresh water supply to the lubricating oil purifiers. separator.
LV214
k) Open the flushing and operating water supplies to the purifier to
be used.
l) Switch on the control panel of the purifier to be used.
m) Start the purifier to be used.
n) When the purifier has run up to speed, press the control START LV231
button.
No.1 Lubricating Oil Purifier
The purifier will run through the start up sequence, including a sludge
discharge, before going on line.

Illustration 2.8.4a Lubricating Oil Filling and Transfer System Bunker Station (P) Bunker Station (S)
No.6 Car Deck LOV1 LOV3 LOV4 LOV2
LV103
LV140
LV127 LV135 LV101 LV120 LV119

Generator Generator LV118
Engine Engine LV102
LO Settling LO Storage
No.1 Tank Tank No.2 No.1
(6.5m3) (6.5m3) From Main Engine Main Engine Cylinder Cylinder
Generator Engine LO
LO Sump Tank LV233 LO Settling LO Storage Oil Oil
Purifiers Tank Tank Storage Storage
LV262 (30.6m3) (26.8m3) Tank Tank
LV162
LV106 (53.2m3) (39.9m3)
GE LV261
LV121 LV136 LO
Measuring To
Tank WO LV105
Settling LV116 LAL
(0.7m3) LV133
LV122 LV163 Tank LV201
LV161
LV150 LV148 LV144
LV123
LV164 Stern
LV139 Tube
Oil Tank
P LV117 LV107 (1.4 m3)
LO
LV145 LV203
Transfer Pump
LV126 3 LV134
C (5 m /h)
LV131
From LV137
No.2 Sludge
Generator Engine Tank
LO Sump Tank From
LV113 LV112 LV111 LV110 Stern Tube
LAL LO System
No. 1
GE LO
Overflow
Tank To LO Purifier
(1.0m3)
LV130 To LO Purifier
To LO Purifier LAH
LAL
LV138 No. 2 FS
GE LO
Overflow LV108
Tank LV129
From LO Purifier To LO Purifier
LV125 (1.0m3)
Stuffing
No.3 Box Drain
Generator Engine LV142 LV141 From Stuffing Box Drain Filter
Tank
LO Sump Tank
Stern Tube LAH LV239
LO Dosing Main Engine From Main Engine LO System Bypass Filter
Tank LV114 Key
LO Drain
(0.8m3) Tank Stuffing
LAH Lubricating Oil
No. 3 Box Drain
LAL GE LO LV149 LAL Purifying
FS Overflow Main Engine LO Sump Tank Electrical Signal Oil
Tank (25.5m3) Tank
(1.0m3)
LV128 Sludge/Waste Oil LV238

2.8.4 Lubricating Oil Filling and Transfer System The lubricating oil transfer pump is used to transfer lubricating oil from one d) Open the following suction valve(s) from the relevant source:
part of the ship to another. Its duties include batch transfer of lubricating oil
Introduction from the main sump to the main engine lubricating oil settling tank prior to Description Valve
batch purification. Stern Tube System
Lubricating oil is stored in the following main storage tanks, located in the
engine room. The LO transfer pump can take suction from: Pump suction valve from stern tube LO gravity tank LV134
Main engine sump Pump suction valve from stern tube system LV351
Tank Volume 100% (m3)
Stuffing box drain and stuffing box drain purified oil tank Transfer pump suction 3-way valve from stern tube system LV137
Main engine LO sump tank 25.5
Stern tube LO gravity tank Main Engine Lubricating Oil Sumps
Main engine LO storage tank 26.8
Generator engine LO overflow tanks Main engine LO sump suction valve LV114
Main engine LO settling tank 0.6
Generator engine LO settling tank Transfer Pump suction valve from main engine LO sump LV113
Main engine turbocharger LO drain tank 2
Main engine LO settling tank Generator Engine Lubricating Oil System
No.1 cylinder oil storage tank 39.9
Main engine turbocharger drain tank. Transfer pump suction valve from generator engine system LV112
No.2 cylinder oil storage tank 53.2
Cylinder oil measuring tank 0.7 The LO transfer pump discharges to: Generator engine settling tank suction quick closing valve LV162
Stern tube LO gravity tank 0.1 Main deck main engine and generator engine LO line Generator engine settling/storage tank suction valve LV164
Forward stern tube sealing oil tank 0.01 Main engine LO settling tank Generator engine storage tank suction valve LV106
Stern tube aft seal dosing tank 0.08 Main engine LO storage tank (via the main deck line) Generator engine settling/storage tank suction crossover valve LV163
Generator engine LO storage tank 6.5 Generator engine LO settling tank Generator engine storage tank to sump and measuring tank 3-way valve LV150
Generator engine LO settling tank 6.5 Generator engine LO storage tank (via the main deck line) Generator engine LO measuring tank inlet/outlet valve LV148
Generator engine LO measuring tank 0.1 Waste oil settling tank Generator engine LO overflow tank 4-way suction valve LV131
Generator engine LO overflow tanks (3 ) 1.0 each ! CAUTION No.1 generator engine LO overflow tank suction valve LV130
Extreme care must be taken when transferring or purifying lubricating oil No.2 generator engine LO overflow tank suction valve LV129
Outlet valves from lubricating oil settling tanks and the cylinder oil tanks are so that main engine oil, generator diesel engine oil and cylinder oil do not
remote quick-closing valves with a collapsible bridge, which can be pneumat- become mixed. The setting of all valves must be checked prior to starting No.3 generator engine LO overflow tank suction valve LV128
ically operated from the fire control station. Main engine and generator engine operations so that oil will only be pumped or purified from the intended Rundown valve to No.1 generator engine LV121
LO storage tanks have outlet stop valves. After being tripped from the fire source and to the intended destination. The LO storage tanks are located
control station the valves must be reset locally. Each tank is also fitted with a at an elevated level allowing oil to be run down to main and generator Rundown valve to No.2 generator engine LV122
self-closing test cock to test for the presence of water and to drain any water engine sumps, and turbocharger drain tank by means of gravity. Cylinder
Rundown valve to No.3 generator engine LV123
present. Tundishes under the self-closing test cock drain any test liquid to the oil is pumped from the storage tanks to the measuring tank.
waste oil tank. No.1 generator engine sump inlet valve LV140
Preparation for the Transfer of Lubricating Oil by Transfer Pump
Lubricating oil is run down from these tanks to the main engine, generator No.2 generator engine sump inlet valve LV139
engines and other machinery services. The settling tanks are used to allow the (Note ! All oil movements within the ship must be recorded in an Oil Record No.3 generator engine sump inlet valve LV138
contents of the sump of a generator engine or the main engine to be transferred Book giving details of the type of oil, quantity, tanks involved, date, time and
prior to being centrifuged back to the sump or recirculated back to the settling person responsible for the transfer.) e) Open the discharge valve(s) to the relevant tank:
tank. Heating coils are fitted to the main and generator engine lubricating oil
Description Valve
settling tanks. All storage tanks are filled from connections on both sides of the a) Check and record the level of oil in all lubricating oil tanks.
ship at the bunker stations. Separate connection and filling lines are used for Main Engine System Tanks
crankcase oil (main engine and generator engine) and for cylinder oil. There is b) Check that all the tank suction and filling valves are closed.
a locked crossover valve between the two filling lines. Transfer pump discharge line valve to main engine settling tank LV116
c) Check the suction filter is clean. Main engine LO settling tank inlet valve LV118

Illustration 2.8.4a Lubricating Oil Filling and Transfer System Bunker Station (P) Bunker Station (S)
No.6 Car Deck LOV1 LOV3 LOV4 LOV2
LV103
LV140
LV127 LV135 LV101 LV120 LV119

Generator Generator LV118
Engine Engine LV102
LO Settling LO Storage
No.1 Tank Tank No.2 No.1
(6.5m3) (6.5m3) From Main Engine Main Engine Cylinder Cylinder
Generator Engine LO
LO Sump Tank LV233 LO Settling LO Storage Oil Oil
Purifiers Tank Tank Storage Storage
LV262 (30.6m3) (26.8m3) Tank Tank
LV162
LV106 (53.2m3) (39.9m3)
GE LV261
LV121 LV136 LO
Measuring To
Tank WO LV105
Settling LV116 LAL
(0.7m3) LV133
LV122 LV163 Tank LV201
LV161
LV150 LV148 LV144
LV123
LV164 Stern
LV139 Tube
Oil Tank
P LV117 LV107 (1.4 m3)
LO
LV145 LV203
Transfer Pump
LV126 3 LV134
C (5 m /h)
LV131
From LV137
No.2 Sludge
Generator Engine Tank
LO Sump Tank From
LV113 LV112 LV111 LV110 Stern Tube
LAL LO System
No. 1
GE LO
Overflow
Tank To LO Purifier
(1.0m3)
LV130 To LO Purifier
To LO Purifier LAH
LAL
LV138 No. 2 FS
GE LO
Overflow LV108
Tank LV129
From LO Purifier To LO Purifier
LV125 (1.0m3)
Stuffing
No.3 Box Drain
Generator Engine LV142 LV141 From Stuffing Box Drain Filter
Tank
LO Sump Tank
Stern Tube LAH LV239
LO Dosing Main Engine From Main Engine LO System Bypass Filter
Tank LV114 Key
LO Drain
(0.8m3) Tank Stuffing
LAH Lubricating Oil
No. 3 Box Drain
LAL GE LO LV149 LAL Purifying
FS Overflow Main Engine LO Sump Tank Electrical Signal Oil
Tank (25.5m3) Tank
(1.0m3)
LV128 Sludge/Waste Oil LV238

Generator Engine System Tanks To Main Engine Turbocharger Lubricating Oil Drain Tank Procedure for Loading Lubricating Oil
Transfer pump discharge line valve to generator engine settling tank LV161 Main engine turbocharger LO drain tank inlet valve LV141 The preparation and operation procedures for loading should be followed as
described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer
Stern Tube Lubricating Oil Gravity Tank To Stern Tube Drain Tank (From Lubricating Oil Storage or Settling System.
Tanks as above)
Transfer pump discharge line valve to stern tube gravity tank LV117
Remove line blanks to the required filling lines at No.6 car deck bunker station.
Three-way valve to/from stern tube gravity tank LV137 Stern tube dosing tank filling valve LV142
a) Open the relevant tank filling valve.
Stern tube LO gravity tank inlet valve LV134
Generator Engine System
(Note ! The LO transfer pump has only one direct discharge and that connects Description Valve
to the main LO tank filling line. The main engine LO settling tank has a filling Description Valve
No.1 cylinder oil storage tank LV119
line branching from this outlet line. Oil is transferred to the generator engine From Generator Engine Lubricating Oil Storage Tank
LO settling tank from the generator engine LO overflow tanks, via the LO No.2 cylinder oil storage tank LV120
transfer pump or the LO purifiers. The stern tube gravity tank is replenished by Generator engine LO storage tank outlet valve LV106 Main engine LO storage tank LV101
the LO transfer pump from the main engine LO storage tank. This line is also Generator engine LO storage/measuring tank three-way valve LV150
used for filling the gravity tank as for pumping out.) Generator engine LO storage tank LV102
From Generator Engine Lubricating Oil Measuring Tank b) Connect the loading hose and open one of the following loading
f) Start the LO transfer pump.
Generator engine LO measuring tank outlet valve LV148 valves.
g) Ensure that the oil is being correctly transferred. Generator engine LO storage/measuring tank three-way valve LV150 Port Side
h) When the required quantity of oil has been transferred, stop the From Generator Engine Lubricating Oil Settling Tank Cylinder oil
pump and close all valves.
Generator engine LO settling tank quick closing outlet valve LV162 Main engine/generator engine oil
i) Check and record the levels in all lubricating oil tanks and record Generator engine LO settling/storage tank crossover valve LV163 Starboard Side
the amount of oil transferred.
To Generator Engine Sumps from Generator Engine Lubricating Oil Cylinder oil
Preparation for the Transfer of Lubricating Oil by Gravity Storage/Settling Measuring Tanks
Main engine/generator engine oil
No.1 generator engine sump line valve LV121
All valves should be in the closed position. (Note ! Crossover valve LV103 between the main engine LO and cylinder oil
No.1 generator engine sump inlet valve LV140 filling lines must be checked to ensure that it is closed.)
a) Open the following valves depending on the service selected. No.2 generator engine sump line valve LV122
c) Proceed with the loading operation.
Main Engine System No.2 generator engine sump inlet valve LV139
No.3 generator engine sump line valve LV123 d) Ensure that oil is being correctly transferred.
Description Valve
No.3 generator engine sump inlet valve LV138 e) When the required quantity of oil has been loaded, close all
From Main Engine Lubricating Oil Settling Tank valves.
b) Ensure that oil is being correctly transferred.
Main settling tank outlet valve LV201
f) Check and record the levels in all lubricating oil tanks and record
Main settling/storage tanks crossover valve LV107 c) When the required quantity of oil has been transferred, close all
the amount of oil loaded.
valves.
From Main Engine Storage Tank
d) Check and record the levels in all lubricating oil tanks and record
Main LO storage tank outlet valve LV105 the amount of oil transferred.
To Main Engine Sump
Main engine sump inlet valve LV108

Illustration 2.9.1a Engine Room Bilge System
To Shore To Waste Oil
XA Connection Settling Tank
Oil Content
BV39 BV38 WV46 WV10
High WV2
BV51
Oil Content S
Monitor BV49
Bilge Separator From Sludge WV16 WV17 Engine Room Holds
(5m3/h) Pump To
C BV17 Fire Main BV29 BV32
ASP
P Hold Bilge (P)
BV19 P BV58 P WV3 WV19 BV115 Car Space
To (Forward)
Engine Room Cargo Hold
C Eductor
BV45 Discharge Bilge Pump Bilge Pump
Drive
Pump BV34 BV16 (5m3/h) C BV52 (20m3/h) C
Hold Bilge (P)
WV44 WV18 BV117 Car Space (Aft)
BV75 To Forward Suction
Set At 0.3bar Ballast
To Stripping
From FW System Hold Bilge (P)
Eductor
System P P
BV55 BV119 Car Space (Aft)
<15ppm BV53 From Steering Fire, Bilge Aft Suction
Gear Room Fire, Bilge and
BV64 and Ballast GS Pump
BV62 BV24 BV BV63
BV50 Pump
110 Main
>15ppm C C Hold Bilge (S)
BV112 Bilge
Test Suction Car Space (Aft)
BV106 BV120
Connection Line Aft Suction
N.O.
BV5
WV42 WPV8 Hold Bilge (S)

BV9 SW Suction BV118 Car Space (Aft)
BV36 Forward Suction
Locked Drains From
Shut In Oil Tank
WV40 WV23
Port Testing Hold Bilge (S)
BV
107
Ballast Suction
BV116 Car Space
(Forward)
From Main Engine
Air Cooler Bow Thruster
BV8 BV111
Cleaning Tank Room
To Sludge BV113
Pump WPV BV121
110
No. 2
Central To Sludge
P Pump Direct Bilge
CSW Pump Suction
Key BV108 N.C. BV114
Engine Room
Floor
Domestic Fresh Water C
BV6 Emergency
BV26 BV14 BV4 BV18 BV27 BV21
Electrical Signal LAH LAH BV68 LAH LAH LAH Bilge BV104 BV105
Suction BV
109
Bilges BV7
Tank Top
Waste Oil/Sludge Bilge
FS FS FS FS Bilge FS
Hat
Hat Forward Well Forward Well
Sea Water Bilge Well Clean Bilge (Stbd) (Port)
Dirty Bilge Holding Tank Cofferdam Engine Pit FO Overflow Tank
Air Holding Tank Waste Oil Tank
Issue: 1 2.9 Bilge Systems - Page 1 of 8

2.9 Bilge Systems Both of the above pumps also take suction from the sea and discharge through Cargo Hold Bilge Pump
a common overboard valve. They can also discharge water into the bilge and
2.9.1 Engine Room Bilge System and Bilge Separator ballast strip eductor which is connected to the main bilge suction line. Both Maker: Heishin Pump Works Co. Ltd
pumps can also both discharge into a common fire and wash deck main. The No. of sets: 1
Fire, Bilge and GS Pump Model: Reciprocating
fire, bilge and ballast pump has a direct suction from the port bilge well.
Type: PVN - 20
No. of sets: 1 ! CAUTION Capacity: 20 m3/h at 4 kg/cm2
Type: SL125-415 The overboard discharge is not to be used for discharging bilges unless
under emergency conditions. This pump takes suction from the hold bilge system but it can also pump out
the bilge well via a crossover valve and the hold clean bilge tank. It can also
The pump can take suction from the following bilge connections: Engine Room Bilge Pump access, via a crossover valve BV55, the same suction as the engine room bilge
pump. The pump discharges to the hold clean bilge tank and can discharge
Hold bilge (port) car space (forward) Maker: Heishin Pump Works Co. Ltd overboard.
Hold bilge (port) car space (aft) fore suction No. of sets: 1 BV19 BV58
Model: Reciprocating
Hold bilge (port) car space (aft) aft suction Type: PVN - 5
Hold bilge (starboard) car space (aft) aft suction Capacity: 5 m3/h at 4 kg/cm2
Hold bilge (starboard) car space (aft) forward suction This pump can take suction from the dirty bilge holding tank, the bilge wells,
Hold bilge (starboard) car space forward the engine pit bilge well and the bilge separator. It can also take suction, via a
crossover valve BV55, from the hold bilge system. It can discharge to the FO
Bow thruster room overflow tank and back to the dirty bilge holding tank.
Hold clean bilge tank
Bilge Well
Forward bilge well (port) via valves BV114 and BV105
BV55
Forward bilge well (starboard) via valve BV114 and BV104 The bilge wells collect drains from:
Feedwater filter tank drain
Boiler coaming drains
Main engine air cooler water drain
No. of sets: 1
Type: SL125-415 Main engine air cooler vent and drain
Main engine turbocharger washing water drain
The pump can take suction from the following bilge connections: Main engine air cooler washing water drain
Hold bilge (port) car space (forward) Generator engine turbocharger and air cooler drain
Hold bilge (port) car space (aft) forward suction BV75
Main engine jacket water and turbocharger drain
Hold bilge (port) car space (aft) aft suction Main LO cooler coaming drain
Hold bilge (starboard) car space (aft) aft suction Incinerator WO tank coaming drain
Hold bilge (starboard) car space (aft) forward suction Main engine scavenge air receiver drain
Hold bilge (starboard) car space forward Compressor and air receiver drains
Bow thruster room Soot collecting tank drain
Clean bilge holding tank Test water discharge from the oily water separator
Forward bilge well (port) via valves BV114 and BV105
Forward bilge well (starboard) via valve BV114 and BV104 Engine Room Bilge Pump

Oil Content
BV39 BV38 WV46 WV10
High WV2
BV51
Oil Content S
Monitor BV49
(5m3/h) Pump To
ASP
P Hold Bilge (P)
To (Forward)
C Eductor
Drive
Hold Bilge (P)
To Stripping
Eductor
System P P
BV62 BV24 BV BV63
BV50 Pump
110 Main
BV112 Bilge
BV106 BV120
N.O.
BV5

Locked Drains From
Shut In Oil Tank
WV40 WV23
BV
107
Ballast Suction
BV116 Car Space
(Forward)
From Main Engine
BV8 BV111
Cleaning Tank Room
To Sludge BV113
Pump WPV BV121
110
No. 2
Central To Sludge
P Pump Direct Bilge
CSW Pump Suction
Engine Room
Floor
BV6 Emergency
Suction BV
109
Bilges BV7
Tank Top
Hat

Bilge Separator
Maker: Thyssen
No. of sets: 1
Type: TCS 5 HD
Capacity: 5 m3/h - Oil content of discharge below 15ppm
Operating Panel Motor / Pump Discharge Pipe
The bilge separator is designed as a gravity separator in which oil is separated
in two stages from the bilge water. This is accomplished by utilising the
different specific gravities of the oil and water, except chemical or other stable
emulsions.
The oil/water mixture is drawn into the first stage through the inlet, where a
preliminary de-oiling takes place.
Final treatment is accomplished by a coalescer provided in the second stage.

The separated oils then discharged automatically. High viscous oil is heated by
a heating coil installed in the upper part of the separator to assist in the
discharge process.
The oily water separator has its own overboard discharge pump which removes
water, with an oil content of less than 15ppm, from the separator and pumps it
overboard through a dedicated overboard discharge valve BV36. The
overboard discharge valve is accessed via a three-way valve BV53 and non-
return valve BV50. The three-way valve can divert the separator discharge to
the bilge tank. Just before the overboard discharge valve is a test connection
with a blind flange, this allows samples of the discharge water to be drawn.
Oil Content Monitor
Oil from the separator is discharged to the waste oil tank.
! CAUTION
The bilge separator is designed to separate oil from water not water from
oil. If the discharge from the bilge separator contains excessive amounts
of oil it will render the equipment useless and result in unnecessary
maintenance.
Bilge Separator

Oil Content
BV39 BV38 WV46 WV10
High WV2
BV51
Oil Content S
Monitor BV49
(5m3/h) Pump To
ASP
P Hold Bilge (P)
To (Forward)
C Eductor
Drive
Hold Bilge (P)
To Stripping
Eductor
System P P
BV62 BV24 BV BV63
BV50 Pump
110 Main
BV112 Bilge
BV106 BV120
N.O.
BV5

Locked Drains From
Shut In Oil Tank
WV40 WV23
BV
107
Ballast Suction
BV116 Car Space
(Forward)
From Main Engine
BV8 BV111
Cleaning Tank Room
To Sludge BV113
Pump WPV BV121
110
No. 2
Central To Sludge
P Pump Direct Bilge
CSW Pump Suction
Engine Room
Floor
BV6 Emergency
Suction BV
109
Bilges BV7
Tank Top
Hat

Preparation for the Operation of Pumping Bilges Directly Overboard WARNING When taking suction from the bilge, the bilge separator discharge pump will
Bilges should only be pumped directly overboard if it can be determined stop automatically when a predetermined level is reached.
Normally bilges should be pumped to the dirty bilge holding tank and then that there is no oil in the particular bilge well otherwise the bilge should
pumped overboard from there via the bilge separator. Pumping directly be pumped to the bilge holding tank and then overboard via the oily water e) After completion, stop the pump and close all valves.
overboard should only be undertaken if there is a large quantity of clean water separator.
in the bilges and there is no risk of contravening any pollution control Steering Gear Compartment Bilge System
regulations. Before any bilges are pumped directly overboard, it must be ensured that
no local or international anti-pollution regulations will be contravened The steering gear compartment bilge is pumped out by means of the engine
a) Check that the strainers and strum boxes are clean. except where safety of the ship or personnel is involved. room bilge pump via valve BV64 which connects the steering gear
compartment bilge with the bilge suction main. The valve BV24 which
b) Open one of the following suction valves. Preparation for the Operation of Discharging the Bilge Tank or Bilge connects the bilge suction main with the pump and bilge separator must also
Wells through the Bilge Separator be opened. The engine room bilge pump suction valve BV75 must be opened
Description Valve before the engine room bilge pump is started. By way of these valves it is also
a) Open the following valves as required: possible to pump the steering gear bilge via the bilge separator, the separator
Port forward bilge well BV105, BV114
inlet valve BV34 having to be opened.
Starboard forward bilge well BV104, BV114 Description Valve
The aft bilge well is pumped out as required
Clean bilge holding tank BV108 Inlet valve to bilge separator from bilge holding tank BV8, BV14
.
Hold bilge (port) car space (forward) BV115 Discharge valve from bilge separator pump BV45 In Port or Coastal Waters
Hold bilge (port) car space (aft) forward suction BV117 Three-way control valve BV53
Any bilges which require pumping, when in port, should only be pumped to
Hold bilge (port) car space (aft) aft suction BV119 Three-way control valve discharge valve BV50 the bilge holding tank. The contents of the bilge holding tank can then be
processed when the vessel is in open water.
Hold bilge (starboard) car space (aft) aft suction BV120 Overboard discharge valve BV36
Hold bilge (starboard) car space (aft) forward suction BV118 Dirty bilge holding tank suction valve BV26 At Sea
Hold bilge (starboard) car space forward BV116 Bilge well suction valve BV4 The engine room bilges and the contents of the bilge tanks should only be
Bow thruster room BV121 Bilge line valve to engine room bilge pump and bilge separator BV24 pumped overboard through the bilge separator system. Any oil will then be
separated out and discharged to the waste oil tank and the clean water will be
c) Open the fire, bilge and ballast pump suction valve from the bilge Bilge separator line inlet valve BV34 discharged overboard if it is below 15ppm. If it is contaminated with oil, it will
main BV107. Port forward bilge well BV105, BV114 be diverted automatically back to the bilge tank.
d) Open the fire, bilge and ballast pump discharge to the overboard Starboard forward bilge well BV104, BV114
line WV46. Clean bilge holding tank BV108
e) Open the overboard discharge valve WV2. b) Supply power to the bilge separator
f) Start the fire, bilge and ballast pump. c) Check the oil content monitor by passing fresh water through the
sensor.
If there is an emergency which requires rapid removal of large quantities of
water from the engine room bilge then the direct or emergency bilge suction d) Check the reading and shut off the fresh water supply.
should be used. The fire, bilge and ballast pump direct bilge suction valve
BV106 at the pump suction main, should be opened. No.2 central cooling SW The clean exit water will be discharged overboard. Oil contamination of
pump has a direct bilge suction BV109, and this pump may be used for 15ppm or over will automatically recirculate back to the dirty bilge holding
pumping the bilge in an emergency. tank, through the three-way valve, until the water is clean enough to discharge
overboard. Any oil collected at the top of the bilge separator will be discharged
to the waste oil tank.

Illustration 2.9.2a Forward Bilge System Illustration 2.9.3a Steering Gear Compartment Bilge System
Engine Room Engine Room

Car Deck 6 BV64
Bilge Main
Steering Gear
Compartment
To
Fire Main Starboard Forward
From Eductor Bilge Suction
Fire and To
Wash Deck Overboard via
Line WDV 315 BLV 71 Starboard Hawse Pipe
Eductor
BLV 10 BLV 12 Starboard

Aft Bilge Suction
BLV 11 Port Forward
Bilge Suction
Bosun's Store Floor
Port Starboard
Bilge Well Bilge well A A
Steering Gear
Well
Chain Locker Emergency

Fire Pump FS
FS
Emergency
Fire Pump
Sea Suction Rudder Stock
Compartment
Key
Port Aft
Bilge Suction
Bilges
Sea Water

2.9.2 Bosun’s Store and Chain Locker Bilge System 2.9.3 Steering Gear Compartment Bilge System A bilge eductor, driven by sea water from the fire main, is also provided for the
drainage of the steering gear compartment.
A bilge eductor, driven by sea water from the fire main, is provided for the The bilges can be drained using the engine room system (as described in
drainage of the bosun’s store and chain locker. Each suction line is equipped section 2.9.1). The additional valves to open are: Procedure for the Operation of the Steering Gear Compartment Bilge
with a suction filter and a non-return valve. System Using the Eductor System
Description Valve
The eductors allocated services are: a) Ensure that the suction strainers are clean and that the cover joint
Engine room isolating BV64 is correctly fitted.
Port bosun’s store
Steering gear compartment isolating BLV35
Starboard bosun’s store b) Start the fire pump and pressurise the fire main.
The system takes suction from the following bilge connections:
Chain locker c) Open overboard discharge valve BLV71.
Port aft steering gear compartment
Procedure for the Operation of the Forward Bilge System
Starboard aft steering gear compartment d) Open the eductor inlet valve WDV315.
a) Ensure that the suction strainers are clean and that the cover joint Port forward steering gear compartment
e) Open the appropriate valves as listed below.
is correctly fitted.
Starboard forward steering gear compartment
Description Valve
b) Start the fire pump and pressurise the fire main. Steering gear save-all
Port aft well BLV40
Rudder stock compartment
c) Open the overboard discharge valve BLV71.
Port forward well BLV36
Emergency fire pump compartment
d) Open the eductor inlet valve WDV315. Starboard aft well BLV43
Procedure for the Operation of the Steering Gear Compartment Bilge Starboard forward well BLV37
e) Open the appropriate valves as listed below. System Using the Engine Room Bilge System
Steering gear well BLV41
Description Valve a) Ensure that the suction strainers are clean and that the cover joint Rudder stock well BLV42
Chain locker BLV11 is correctly fitted.
Emergency fire pump well BLV38
Bosun’s store - port side BLV10 b) Start the engine room bilge system as described in section 2.9.1.
f) On completion close all the above valves.
Bosun’s store - starboard side BLV12
c) Open isolating valves BLV35 and BV64.
f) On completion close all the above valves.
d) Open the appropriate valves as listed above.
Description Valve
Port aft well BLV40
Port forward well BLV36
Starboard aft well BLV43
Starboard forward well BLV37
Steering gear well BLV41
Rudder stock well BLV42
Emergency fire pump well BLV38
e) On completion close all the above valves and stop the engine
room bilge system.

Illustration 2.10.1a Starting Air System
PAL
Control Room & To Safe
Wheelhouse Area
PS
Start Air In PI PAL
AV41
PI
No. 1
Diesel Generator Engine
Fusible Plug
Oil Fired
Boiler Soot
PAL SAV24
Blower
PS
Start Air In
AV42
SAV12 SAV11
No. 2 PAL PAL
Diesel Generator Engine
No.2 Main Air SAV14 SAV13 No.1 Main Air
PI PS PS
Reservoir Reservoir
PS PS
Main Engine PI SAV16 SAV15 PI
PAL
PI PI
PS
Start Air In
SAV18 SAV32
AV43
No. 3
Diesel Generator Engine To Safety
Space
SAV37 SAV36
To 7kg/cm2
Safety Safety AV250
AV33 AV32 Control Air SAV20 SAV19
Space Space P
System
Observation Observation
PI 13kg/cm2 PI 13kg/cm2 PI
AV201 SAV27 SAV25 Box Box
SAV29
Set Set Emergency 25-7kg/cm2
Air Reservoir AV88
Pressure Reducing
Valves
25-12kg/cm2 N.C.
To GS Air
SAV31 SAV30 SAV45 System
SAV26
SAV1 SAV2 SAV3
TAH TAH TAH

PS PS PS PS PS PS
SAV4 Key
ASP AST ASP AST ASP AST
Compressed Air
S
S
No.1 Air No.2 Air No.3 Air To Bilge LT Cooling Water
Compressor LT Compressor LT Compressor Well
LT
FV215 FV219 FV220 Electrical Signal
Cooling Cooling Cooling
FV218 FV216 FV217
ASTP
Issue: 1 2.10 Air Systems - Page 1 of 6

2.10 Air Systems Procedure for Preparation of the Starting Air System Open No.2 compressor LT cooling FW outlet valve FV220
Closed Boiler sootblower inlet valve SAV32
2.10.1 Starting Air System a) Ensure that all pressure gauge and instrumentation valves are
open. Closed Boiler sootblower control valve SAV18
Main Air Compressors Closed Inlet valve to control air reducing valve SAV27
b) Check the oil level in the compressors.
Maker: Tanabe Pneumatic Machinery Co. Ltd
No. of sets: 3 c) Check the sump for water. e) Ensure that the cooling water is supplied from the low
Model: Two stage reciprocating temperature cooling water system.
Capacity: 110 m3/h of free air: delivery pressure of 25 kg/cm2 Normally only one reservoir should be in use at a time. This will maintain a
reserve of pressure should a sudden pressure loss occur in the system. f) Set one air compressor to AUTO. The compressor will cut in and
The starting air system is supplied by three main air compressors, which cut out depending upon the air pressure in the main air reservoir
supply the two air reservoirs. These compressors compress the air in two stages d) Set up valves as shown in the table below: being filled. The unloader gear will operate, thus allowing the
with an intercooler between the stages and an after cooler following the second compressor to start and stop off load.
stage compression. The compressed air is used to start the main engine and the No.1, No.2 and No.3 start air compressors and No.1 start air reservoir in use.
three generator engines. g) Drain any liquid from the reservoirs and oily water separator.
Air from the compressors flows to the reservoirs via oil/water separators which Open No.1 compressor discharge valve SAV1 h) Check the operation of the automatic drain traps.
remove moisture and oil particles from the air before it enters the reservoirs.
Open No.2 compressor discharge valve SAV2
Each compressor has an automatic unloader on the low pressure discharge, i) Set the other main air compressors to standby.
which opens when the compressor stops and closes shortly after the Open No.3 compressor discharge valve SAV3
compressor runs up to speed. This allows the compressor to start and stop off Under normal operating conditions only one reservoir would be in use.
Open No.1 reservoir inlet valve SAV15
load. The compressors are started and stopped by pressure switches and have
alarms and trips for high air discharge temperature and low lubricating oil Open No.2 reservoir inlet valve SAV16
pressure.
Open No.1 reservoir outlet to main engine SAV11
Starting air is supplied from the reservoirs to the main engine and to the Closed No.2 reservoir outlet to main engine SAV12
generator engines through separate lines. The main reservoirs can supply the
Open Supply to generator engine air start line SAV26
emergency air reservoir or they can supply air to the generator engines directly.
The emergency air reservoir is filled by the main compressors. The generator Open No.1 generator engine air master valve SAV41
engines are supplied with starting air at a pressure of 12 kg/cm2 via a reducing
Open No.2 generator engine air master valve SAV42
valve in the generator engine supply air line. A relief valve is fitted after the
reducing valve and vents to a safe place outside of the engine room. There is Open No.3 generator engine air master valve SAV43
also a bypass back-up arrangement for this reducing and relief valve system.
The emergency air reservoir can supply air to the control air system via the Closed Emergency air reservoir outlet valve
bypass valve SAV45. Closed Emergency air reservoir inlet valve
The main compressors are cooled by the low temperature cooling water Open Generator engine air start line drain trap inlet valve SAV30
system. Open Generator engine air start line reducing valve
Switches at the local starter panel enable the compressors to be manually Open Generator engine air start line reduced pressure
air outlet valve AV32
started and stopped. When in remote operation, they can be automatically
operated from the control room. Open No.1 compressor LT cooling FW inlet valve FV215
Open No.1 compressor LT cooling FW outlet valve FV218
The control air system is supplied from the main air reservoirs through a
reducing valve SAV29. This has a maximum working pressure of 7 kg/cm2. Open No.2 compressor LT cooling FW inlet valve FV216
Open No.2 compressor LT cooling FW outlet valve FV219
The GS air system can be supplied via valve AV88, which is normally locked
closed. Open No.3 compressor LT cooling FW inlet valve FV217

Illustration 2.10.2a General Service Air System To Accommodation
and Deck Service
Shell
No.8 Car Deck PAL PI
AV56
From Air Start P

Reservoir Machine Deck Forward
Relief Valve AV95 To Engine Room Fire
AV62 Damper Control Box
AV55 CO2 Air Horn
No.1 Generator Engine
Working Air AV100
AV53 Reservoir AV54 To Emergency Shut-Off
AV88 To Steering Gear Room
Valve Control Reservoir
Purifier Room
To Control Air System AV73
Fuel Valve
Testing Tool
AV83 AV250 AV63
P
AV84
Waste Oil
Workshop Service Tank
From Air Start System AV77
AV85 AV65
SAV29 SAV27
P Waste Oil
Main Engine Top Grating
AV76
Settling Tank
AV64 AV66
To
PAL AX Air
Bilge Well
Motor
Abnormal AV82
Generator Engine Diesel
Oil Emergency Pump Incinerator Side and Auxiliary Boiler Side
AV70 Incinerator
Incinerator
AV52 AV51 To No.3 Generator Engine

Main Engine AV72
PS P PS P Turbochargers AV94
Floor Aft
AV71 AV67
No.2 Central
Cooling Sea Water
PAL PAL Pump Air Priming Eductor AV61
Oil TS Oil TS
Separator Separator
AV60
No.2 GS Air Compressor No.1 GS Air Compressor
Fire, Bilge and General
Service Pump
Air Priming Eductor
AV59
To To
Bilge Well Bilge Well Fresh Water
AV99 AV57
Port Hydrophore
Fire, Bilge &
Sea Chest Tank
AV96 AV98 AV74 Ballast Pump
Starboard Air Priming Eductor (High)
Key
Sea Chest
Air (Low)
AV75
Electrical Signal

2.10.2 General Service Air System (Note ! Air outlet connections are provided at a number of locations and Active No.1 cylinder oil storage tank
pneumatic equipment can be attached to these via suitable flexible pipes and quick-closing valve LV33
The general service air system is supplied from two GS air compressors which connectors.)
supply the GS air reservoir. Active No.2 cylinder oil storage tank
Position Description Valve quick-closing valve LV30
One of the compressors will be operating and the other on standby, to cut in Active Generator engine LO settling tank quick-
Open Outlet valve from GS air reservoir AV54 closing valve LV162
automatically should the working compressor fail or be unable to meet the
demand. Open GS air reservoir filling valve AV53 Active Main engine LO settling tank quick-closing valve LV201
Open No.1 GS air compressor outlet valve AV51 Active HFO settling tank quick-closing valve OV301
The system supplies the following services:
Open No.2 GS air compressor outlet valve AV52 Active HFO service tank quick-closing valve OV20
Control air system in an emergency
Open GS air main line inlet valve AV55 Active DO tank quick-closing valve OV250
Emergency shut-off valves for oil tanks
Open Main engine turbocharger air connection AV94 Active Main engine DO service tank quick-closing valve OV35
Incinerator
Open No.2 central cooling SW pump AV59 Active DO service tank purifier suction
Fuel valve testing equipment
Open Starboard sea chest air connection AV74 quick-closing valve OV302
Fire and GS pump
Open Port sea chest air connection AV75 Active No.3 HFO tank (P) quick-closing valve OV251
Fire, bilge and ballast pump
Open Fire and GS/fire, bilge and ballast pumps AV60 Active No.3 HFO tank (S) quick-closing valve OV242
No.2 central cooling SW pump
Open Machinery deck (forward) AV95 Active No.2 HFO tank (C) quick-closing valve OV259
Generator engine DO emergency pump
Open Main engine top grating air supply outlet AV76 Active Waste oil settling tank quick-closing valve BV54
Remote control box for engine room dampers
Active Waste oil service tank quick-closing valve OV39
Open Workshop air supply outlet AV77
Accommodation services
Open Remote control box for engine room fire damper
Open Purifier room air supply outlet AV73 inlet valve
Deck services
Open No.1 generator engine air supply outlet AV100 Open Engine room fire damper control box inlet valve
CO2 room
Open No.3 generator engine air supply outlet AV72
Engine room services
Open Fuel injector testing equipment AV63
Purifiers
Open Incinerator air supply AV82
FW hydrophore unit
Emergency diesel generator room Open Incinerator side and boiler side air outlet AV70
Main engine air cooler washer plant Open Floor after air supply outlet AV71
Alarm horns Open FW hydrophore tank AV61
Air whistle Open Waste oil settling tank air cleaning line AV66
Open Waste oil service tank air cleaning line AV65
Procedure for Preparing the General Service Air System for Operation
Open Accommodation and deck service air supply AV56
a) Ensure that all instrumentation valves are open.
Open Emergency shut-off valve control air reservoir
b) Check the oil level in the compressors. inlet valve (locked open)
c) Set up valves as shown in the table below: Active Cylinder oil measuring tank
quick-closing valve LV36
d) Open the following valves to provide working air to the particular
system.

Illustration 2.10.3a Control Air System
Key
Exhaust Gas Boiler
Water Level Air
Control Valve AV227
Electrical Signal
Oil Fired Boiler
Sootblower Valve
AV226
Engine Control
Oil Fired Boiler Main Engine
Console
Water Level
Control Valve AV225
PAL
"SV3" Dump Valve PC

AV224 PI
T
Manoeuvring Air
Exhaust Valve Spring Air

AV249
BV53 Main LO
Cooler Temperature TC
Control Valve AV229 PS
Bilge
From
Separator
AV248 Power Cylinder Air
Cascade Tank Start
TC
Temperature Main Engine LO 2nd System
Control Valve AV223 Filter Auto Back Wash ESD PAL PI ESLD Low Pressure
Valve AV241 (Manual)
Air Reservoir For
Central Cooling Fresh SAV27
Suction & Discharge PC
Water Cooler Sea Water
Valve Of Emergency
AV222 Pressure Control Valve AV231
Fire Pump
No.2 Purifier LO Power Cylinder Air Supply

TC To Air Purge
Heater Temperature Unit Heads To
Control Valve AV 219 Central Cooling Fresh SAV29
TC Safety
Water Cooler
Space
No.1 Purifier LO Temperature Control Valve AV230
TC PI PAL To General P
Heater Temperature
Service Air
Control Valve AV218
Power Cylinder AV88
AV207 AV206
AV250
No.2 LO Purifier P
Auto Change Valve AV201
AV217
AV234 AV204
No.1 LO Purifier
Auto Change Valve
AV216 No.2 FO Purifier DPA
Generator Engines Jacket Auto Change Valve
Fresh Water Cooler and Operation AV213 AV203 AV221
TC
Temperature Control
AV215 Main Engine Jacket No.1 FO Purifier
Valve
Fresh Water Cooler TC Heater Temperature AV236 AV235
Temperature Control AV208 Control Valve
AV212 Oil Mist
Positioner Valve
Separator AV202 AV220
No.2 FO Purifier
TC (With Filter)
Positioner Heater Control
Main Engine & AV209 Valve
Generator Engines
Viscosity Detector AV214 Main Engine &
No.1 FO Purifier
TC Generator Engine No.2 No.1
Auto Change Valve
Main Engine & FO Auto Backwash Control Control
and Operation AV211 AV210
Generator Engines Filter Valve Air Dryer Air Dryer
Viscosity Control

2.10.3 Control Air System Procedure for Preparing the Control Air System for Operation Open Exhaust gas boiler water level control valve AV227
Open Oil fired boiler sootblower root valve AV226
Air Dryer a) Ensure that all instrumentation valves are open.
Open No.2 LO purifier heater temperature
Maker: Nihon Seiki Co. Ltd b) Check that the dryer is operational. control valve AV219
No. of sets: 2
Model: Electrical refrigeration type NH-F100N-T220 c) Set up valves as shown in the table below (No.2 air dryer in use): Open No.1 LO purifier heater temperature
control valve AV218
Capacity: 78 m3/h free air delivery at a pressure of 7 kg/cm2
Position Description Valve Open No.2 LO purifier auto changeover valve AV217
The control air system is supplied from the air start system via a reducing Open Air start system isolating valve SAV27 Open No.1 LO purifier auto changeover valve AV216
valve. There is a connection from the GS air system valve AV88, but this is
normally kept locked and is for use in an emergency. The control air system Open Non-return valve AV201 Open Generator engine jacket cooler FW temperature
operates at a pressure of 7 kg/cm2. A relief valve AV250, which vents to safety control valve AV215
Open No.2 control air dryer inlet valve AV202
at deck level, protects the control air system against overpressure. Control air
Open FO viscometer AV214
is processed through the refrigerated air dryers, and associated oil mist Open No.2 control air dryer outlet valve AV203
separator with filter, before supplying the control air system. The control air Open No.2 FO purifier auto changeover
Closed Control air dryer bypass valve AV204
system is supplied from the air start system though isolating valve SAV27, and operating valves AV213
reducing valve SAV29 and non-return valve AV201. The emergency air Closed No.1 control air dryer outlet valve AV220
reservoir can supply air to the control air system via the bypass valve SAV45. Open No.1 FO purifier auto changeover
Closed No.1 control air dryer outlet valve AV221 and operating valves AV211
The control air system supplies the following services: Open Control air oil mist separator inlet valve AV235 Open Main engine jacket cooler FW temperature
control valve AV212
Engine control console Open Control air oil mist separator outlet valve AV236
Open Main engine and generator engine FO 2nd filter
Main engine manoeuvring system and exhaust valve air spring Closed Control air oil mist separator bypass valve AV234
auto backflush valve AV210
Main LO cooler temperature control valve Open Engine control console supply valve AV206
Open No.2 FO purifier heater
Main engine LO 2nd filter auto backflush valve Open Main engine manoeuvring air and exhaust valve temperature control valve AV209
Central cooling FW cooler SW pressure control valve spring air supply valve AV207
Open No.1 LO purifier heater
Central cooling FW cooler temperature control valve Open Control valve systems access valve AV205 temperature control valve AV208
Cascade tank temperature control valve Open Main engine LO cooler temperature control valve AV229
Open Main engine LO 2nd filter auto backwash valve AV241 d) Blow down the inlet to the control systems on a regular basis to
Air reservoir for suction and delivery valves of emergency fire pump
check the efficiency of the air dryer.
No.1 generator engine overspeed control Open Central FW cooling SW pressure control valve AV231
Open Central FW cooling temperature control valve AV230 Emergency Shut-off Valves
No.2 generator engine overspeed control
No.3 generator engine overspeed control Open Cascade tank temperature control valve AV223 The emergency shut-off valves have their own dedicated air bottle and this is
supplied from the GS air system, see section 2.10.2.
SV3 dump valve Open Air reservoir for suction and delivery valves
of emergency fire pump AV222
Oil fired and exhaust gas boiler water level control valves
Open No.1 generator engine overspeed control AV249
Oil fired boiler sootblower valve
FO and LO purifier control systems
Main engine and generator engine jacket cooler control valves
FO viscometer Open SV3 steam dump control valve to
atmospheric condenser AV224
Main engine and generator engine 2nd filter auto backflush valve
Open Oil fired boiler water level control valve AV225

Illustration 2.11a Steering Gear Hydraulic Oil System Normally Cylinder z Cylinder No.3 Normally
Shut Shut
LS Limit Switch Limit Switch LS

For Rudder Angle For Rudder Angle
Limiter Limiter
Normally Cylinder No.2 Cylinder No.1 Normally

Shut Shut
N Position
(Normal)
N Position
(Normal)
Isolating No.6 Car Deck Isolating

Valve Valve
IV-2 IV-1
LOV9 LOV10
'E' Position (Emergency) 'E' Position (Emergency)
Manual Operation Manual Operation
Unloading Device Unloading Device

Hydraulic Oil
Storage Tank
Button Button
(330 litres)
'A' LOV11
'A'
FS FS
No.2 Main No.1 Main

Pump Torque Pump Torque
T T Motor
Motor
LVDT LVDT
No.2 Oil Tank Key No.1 Oil Tank

PS PS
Pressure Lines
M M M M
Return Lines
Issue: 1 2.11 Steering Gear - Page 1 of 4

2.11 Steering Gear Procedure to Put the Steering Gear into Operation Failure Sequence with One Pump Running
Description The system valves are assumed set for normal operation. If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
following sequence will take place:
Maker: Kawasaki a) Check the level and condition of the oil in the tanks and refill with
Type: FE21-207 the correct grade as required. 1. If the oil level in No.1 oil tank goes down to the ‘LOW’ position
audible and visual alarms are given on the navigating bridge and
The steering gear consists of four hydraulic rams driven by two electrically b) Check that the pin in the control lever is correctly fitted. in the machinery space.
driven pumps. The pumps are of the variable displacement axial piston type
and are contained in their own individual oil tanks. c) Ensure the rudder is in the mid position. 2. The duty engineer responding to the alarm must ascertain which
system is at fault. It is not necessarily system No.1 that has the
The steering gear is capable of operating as two totally isolated steering d) Start the selected electro-hydraulic pump unit. fault, even though this is the running unit, due to the fact that it is
systems. also feeding the cylinders on system No.2.
e) Carry out pre-departure tests.
Each pump unit is capable of putting the rudder through the working angle in 3. If the fault is in system No.1, start No.2 pump unit and then
the specified time. The second pump unit can be connected at any time by f) Check for any leakage and rectify. immediately stop pump unit No.1 and operate the isolating valve
starting the motor. IV-1. This is done by removing the locking pin on the isolating
g) Check for abnormal noise. valve and moving the control handle to the emergency isolation
The steering gear is provided with a manual isolation system. Both hydraulic position. Re-insert the locking pin. Steering is now carried out by
systems are interconnected by means of manually operated isolating valves h) Check operating pressures. No.2 pump and its two related cylinders (No.1 and No.2) with
that, in normal operation, allow both systems together to produce the torque 50% torque.
necessary for moving the rudder. In the event of failure that results in a loss of Manual Isolation System
hydraulic fluid from one of the systems, the float switch in the expansion tank 4. If the oil loss occurs in No.2 system, maintain steering with No.1
is actuated. This gives an alarm signal to the UMS system as well as to the Description pump and remove the locking pin on the isolating valve IV-2,
alarm panel on the bridge. The duty engineer must immediately and without then move the control handle to the emergency isolation position.
haste, investigate the low level alarm. If it is found that there is a leak, the This steering gear is arranged so that in the event of a loss of hydraulic fluid Re-insert the locking pin. Steering is now carried out by No.1
appropriate system must be isolated, thereby dividing and the steering gear into from one system, the loss can be detected and the defective system manually pump and its two related cylinders (No.3 and No.4) with 50%
two individual systems. The defective system is isolated and stopped, whilst isolated. This allows the other actuating system to remain fully operational torque.
the intact system remains fully operational, so that steering capability is with 50% torque available.
maintained at reduced speed with 50% of the rudder torque available.
Construction
The steering gear is remotely controlled by the autopilot control or by hand
steering from the wheelhouse. All orders from the bridge to the steering This system consists of the following equipment:
compartment are transmitted electrically. Steering gear feedback transmitters
2 - Manual isolating valves with locking pin
supply the actual position signal for the system. The rudder angle is limited to
35° port or starboard. 2 - Level switches with LOW level position
The variable-flow pumps are operated by a control lever, which activates the 2 - Oil tanks
tilting lever of the pump cylinder. This causes oil to be discharged to the
Operation
hydraulic cylinders. When the tiller reaches the set angle, the tilting lever is
restored to the neutral position, which causes the pump to cease discharging.
If failure of one of the systems occurs, the ship’s speed should be reduced, as
No.1 pump unit is supplied with electrical power from the emergency
only 50% of the torque for the steering gear operation is available.
switchboard and No.2 pump unit from the main switchboard.
Under normal circumstances, all four cylinders will be in use, with one pump
unit running and the second pump unit ready to start automatically. When
manoeuvring or steaming in confined waters, it is compulsory that both pump
units are running, in order to get the IMO recommended tiller movement of 35°
on one side to 30° the other side within 28 seconds and with one pump in 56
seconds.

Servomotor Unit Local Panel
Steering Gear Pump Control Valve Block

Steering Gear Torque Motor

Emergency Steering Emergency Steering Drill
If failure occurs in the remote operating system from the wheelhouse, the Emergency steering drill should be carried out at least once every three months
steering can be operated from the steering gear room. when traffic and navigational restrictions permit.
The drill is to consist of the direct operation of the main steering gear by using
Description
the manual control within the steering flat. This operation is to be directed
from the navigation bridge. After each drill, details and the date it was carried
The steering gear consists of a tiller, turned by a four cylinder hydraulic
out are to be entered in the Official Log Book and Particulars and Records
system, that in turn is driven by two electric motors. In accordance with IMO
Book.
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems.
The steering gear is fitted with an manual isolation system. This system is used
to divide the hydraulic power circuits in the event of a hydraulic oil loss from
the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, No.1 pump is supplied from the
emergency switchboard.
Procedure for Operating the Steering Gear on Loss of Remote Bridge

Control
a) On loss of steering gear control from the bridge, establish communica-

tion with the bridge via the telephone system. A telephone is located OPERATING INSTRUCTIONS
on the steering gear compartment platform.
POSITION OF ISOLATING VALVE
Indication of the rudder angle and a compass repeater are provided for manual CONDITION WORKING
WORKING PUMP CYLINDER
control of the steering gear. IV-1 IV-2
b) Turn the local/remote control switch to LOCAL control. No.1 N N
NORMAL ALL
This switch is on the rudder servo unit panel for each steering gear motor. No.2 N N
c) Operate the pushbuttons port or starboard to turn the steering gear

in the direction requested by the bridge. TWO PUMPS USE No.1 & 2 ALL N N
If this system should fail, manual operation can be carried out as follows:
No.1 No.3 & 4 E N
a) Switch off the torque motor power. EMERGENCY
(ONE PUMP USE)
No.2 No.1 & 2 N E
b) Push in the button ‘A’ and screw lock in place.
c) The tiller can be moved in accordance with the steering command

from the bridge by turning the torque motor shaft knob.
The pumps and associated equipment are operated as normal.
CAUTION !
In this mode the rudder angle limiter will not function.

Illustration 2.12.1a Diesel Generator - Schematic
ENGINE INSTRUMENT PANEL

L.O. Temperature
Engine SpeedEngine Speed Engine Speed
Hours
Engine Speed Engine Speed
Crank
Engine
Type: 6L28/32H
Maker: Sangyong Man B&W.
Alternator
Maker: Taiyo
Model: FEW 50C-10
Capacity: 1462.5kVA
Issue: 1 2.12 Electrical Power Generators - Page 1 of 6

2.12 Electrical Power Generators When the revolutions exceed about 110 rpm, if conditions are normal and Fuel System
firing has taken place, the start valve is closed and the pinion piston and main
2.12.1 Diesel Generators air valve are vented. A return spring disengages the pinion from the flywheel The engine fuel oil supply rail, under normal circumstances, is supplied from
and the air motor stops. the main engine/generator engine FO supply and circulating pumps. If it is
Engine necessary, the generator engines can be supplied with DO from a DO supply
Maker: Ssangyong-Man-B&W During starting a pneumatic cylinder operates a stop arm to limit the fuel- pump located in the purifier room. The changeover valves at the free end of the
Type: L23/32H regulating shaft. engine are operated accordingly. The high-pressure fuel injection pumps take
No. of sets: 3 suction from the fuel supply rail. The injection pumps deliver the fuel oil under
No.of cylinders: 6 ! CAUTION high pressure through the injection pipes to the injection valves. Cams on the
Bore: 280 mm This pushbutton must not be operated whilst the engine is running. camshaft operate the injection pumps.
Stroke: 320 mm
Speed: 720 rpm The engine can also be started locally from the local control panel. Press the With the engine stopped, fuel will circulate along the fuel supply rail and back
Capacity: 1,257 kW LOCAL key, followed by the START key. Additionally, there is an emergency to the vent / return pipe The engine FO supply rail will thus be kept hot and
starting pushbutton located below the air start motor solenoid. ready for use.
Turbocharger
Maker: MAN An on line air lubricator is fitted to lubricate the start air motor. The discharge of the fuel feed pump passes through a duplex fuel oil filter.
Type: NR 20/R Both filters are normally in use, only shutting one off for maintenance. Turning
Turbocharger System the top handle two turns cleans the filters. Any sediment can be drained off.
Governor
Maker: Woodward The engine is fitted with an exhaust gas driven turbocharger. The turbocharger Excess fuel not needed by the injection pumps is passed through the overflow
Type: UG8D draws air from the engine room via a suction filter and passes it through a charge pipe and delivered into the manifold, which returns it to the system. This
Serial No.’s: 12170014/5/6 air cooler, before supplying the individual cylinders. principle ensures that:
Alternator Cooling Water System 1. There is always an adequately large amount of pressurised fuel
Maker: Taiyo available.
Type: FEW 50C-10 All cooling water requirements for the generators are provided by water from
Capacity: 1,462.5 kVA the central low temperature fresh water cooling system. 2. The heated fuel can be circulated for warming up the piping
Serial No.’s: SE149/150/151 system and the injection pumps prior to engine starting.
The jacket cooler is supplied from the system immediately before the
Introduction circulating pump suction. An engine driven pump circulates the jacket spaces 3. The necessary fuel oil temperature can be better maintained.
and cylinder heads. The engine is kept warm when on standby by circulating
Three identical diesel generators, operating in the medium speed range, supply
the jacket water through a preheater. Lubricating Oil System
electrical power for the ship.
The engine driven jacket (high temperature) cooling water pump, discharges All running gear of the engine is force lubricated by the engine driven gear
The engines are six cylinder, turbocharged, uni-directional, four stroke, trunk
through the engine jacket and cylinder head cooling water spaces and then to type pump. The pistons are also supplied by oil as a cooling medium. A pre-
in line engines and are normally powered by heavy fuel oil. They can also be
a thermostatically operated valve FV117. If the temperature of the cooling lubrication pump is also fitted to supply oil to the bearings and other running
supplied with diesel oil, which is used for flushing through, prior to shutting
water leaving the engine is below the normal operating temperature, the gear before the engine starts. This reduces wear on the engine in the period
down for maintenance.
thermostat will direct the cooling water back to the pump suction. When the between the engine starting and the engine driven pump building up
cooling water outlet temperature reaches operating temperature, the thermostat lubricating oil pressure. The pre-lubrication pump will be running continuous-
One diesel generator is used during normal sea going conditions. Two
will begin to direct the water to the central fresh water cooling system and the ly while the engine is on automatic standby.
generators are required during manoeuvring.
pump will partly take its suction from the central fresh water cooling system,
thus maintaining a constant temperature. The engine driven pump and the electrically driven pre-lubrication pump both
Starting Air System
take suction from the engine sump, and discharge through a cooler and duplex
filter to the engine oil supply rail. A control valve on the pump discharge,
The engine is started by means of an air driven starter motor. When the start
which relieves any excess pressure back to the sump, controls the pressure. The
valve is opened by the remote controlled solenoid, air is supplied to the air start
temperature is controlled by a three-way temperature control valve, which
motor. The air supply activates a piston, causing the pinion to engage with the
regulates how much of the oil passes through the cooler. The turbocharger is
gear rim on the flywheel. When the pinion is fully engaged pilot air opens the
supplied from the main circuit via an orifice.
main air valve, which supplies air to the air start motor, causing the engine to
turn.

Illustration 2.12.1a Diesel Generator - Schematic
ENGINE INSTRUMENT PANEL

L.O. Temperature
Engine SpeedEngine Speed Engine Speed
Hours
Engine Speed Engine Speed
Crank
Engine
Type: 6L28/32H
Maker: Sangyong Man B&W.
Alternator
Maker: Taiyo
Model: FEW 50C-10
Capacity: 1462.5kVA

The cooler is a plate heat exchanger, with the oil circulating through the flow If maintenance work has been carried out on the engine, start the engine as Procedure to Stop a Diesel Generator Engine
channels and water from the central fresh water cooling system circulating below prior to switching the engine to automatic operation.
through the parallel channels in a counter current design. a) Before stopping, run the engine off load for a few minutes for
m) Check that all fuel pump indexes are at index ‘0’, when the cooling down purposes.
The main LO filter is supplemented by a bypass centrifugal filter mounted at regulating shaft is in the stop position.
the engine base frame. During operation a part of the lubrication oil supplied b) Actuate the remote stop device.
from the engine driven LO pump enters the centrifugal filter and returns to the n) Check that all fuel pumps can be pressed by hand to full index and
oil sump in the base frame. return to ‘0’ when the hand is removed.
The filter is driven by the oil supply. The filter relies on centrifugal force and o) Check the spring loaded pull rod operates correctly.
can remove high-density sub micron particles.
p) Check that the stop cylinder for the regulating shaft operates
Procedure to Prepare a Diesel Generator for Starting correctly when shutting down normally and at overspeed and shut
down. Testing is done by simulating these situations.
a) Set the engine to local control.
q) Switch the engine to AUTOMATIC operation.
b) Set up the fuel oil service system as described in section 2.6.2.
Procedure to Start a Diesel Generator Engine
c) Set up the low temperature cooling water system as in section
2.5.2. a) From the local control panel start the engine and allow it to run up
to normal speed.
d) Check the level of oil in the sump and top up as necessary with
the correct grade of oil. b) Make a thorough check of the engine to ensure that there are no
leaks and the engine is running smoothly and firing on all
e) Switch the generator engine pre-lubricating oil pump to cylinders.
AUTOMATIC operation and check that the lubricating oil
pressure builds up. The engine should be pre-lubricated at least 2 c) Check that the LO pressures and temperatures are normal.
minutes prior to start.
d) Check that the pressure drop across the filters is normal.
f) Check the pressure before and after the filters.
e) Check that the FO pressure and temperature is normal.
g) Check the governor oil level.
f) Connect to the switchboard.
h) Check the oil level in the air start motor in-line lubricator.
g) Ensure that the engine temperatures and pressures remain within
i) Turn the engine at least one complete revolution using the turning normal limits as the load is applied to the engine and the engine
bar with the cylinder indicator cocks open, or purge the cylinders heats up.
by inducing a start procedure.
h) Check the exhaust gas temperatures for deviation from normal.
j) Close the cylinder indicator cocks.
i) Check the exhaust gas for smoke.
k) Vent the jacket cooling water space.
j) Keep the charge air pressure and temperature under control.
If any part of the engine has been drained for overhaul or maintenance, check
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary.
l) Open the vent on the cooling water outlet line on the generator air
cooler, and close it again when all air has been expelled.

Illustration 2.12.2a Emergency Diesel Generator - Schematic
Wire
OV501
Outside
Emergency
Generator
Room
Emergency Generator
Diesel Oil LAL
Service Tank FS
OV504
OV502
OV503
OV505
Diesel Oil
Spill Return OV506 Key
Diesel Oil Electrical Signal

Supply To
Engine
Diesel Oil
Local Panel
Engine
Type: D2866E
Maker: Demp/Man
Capacity: 120 kW @ 1,800 rpm
Alternator
Maker: Stamford
Type: UCM 274F
Capacity: 150 kVA

2.12.2 Emergency Diesel Generator Procedure to Prepare the Emergency Diesel Engine for Automatic h) When the engine has stopped, check that the heater switches on.
Starting Turn the control switch to AUTO operation to restore the engine
Introduction to automatic standby.
a) Ensure that the engine is switched to MAN control.
Engine
Maker: Demp MAN 6 Cylinder b) Check the level of LO in the engine sump and top up as necessary
Type: D2866 E with the correct grade of oil.
Output: 120 kW at a continuous speed of 1,800 rpm.
Alternator c) Check the level of water in the radiator and top up as necessary
Maker: Stamford with clean distilled water.
Model: UCM 274F
Output: 150 kVA d) Check the level of DO in the emergency generator diesel oil
service tank and top up as required.
The emergency diesel generator is a self-contained diesel engine located on the
starboard side of the upper deck, aft of the accommodation. e) Open the fuel oil supply to the diesel engine. (Normally open
when engine is stopped).
The generator set will start automatically on power failure of the main diesel
generators and couple to the emergency switchboard automatically to maintain f) Turn the operation switch on the emergency generator alarm
supplies to essential services. The generator set will also be used to get the ship panel to the AUTO position. Inside the emergency generator
under power from ‘dead ship’ condition. It will enable power to be supplied to 450V panel, turn the selector EMY GEN TEST switch to TEST.
essential services selectively without the need for external services such as The emergency generator will now run up to speed; it will run for
starting air, fuel oil supply and cooling water. 3 minutes before automatically shutting down.
The engine is an in-line 6 cylinder turbocharged engine with a self-contained g) Return the EMY GEN TEST switch back to the NOR position.
cooling water system. The cooling water is radiator cooled and circulated by Press the ΤEST/RESET button on the alarm control panel.
an engine driven pump. A thermostat maintains a water outlet temperature of
82 to 93°C. Air is drawn across the radiator by an engine driven fan. Procedure to Manually Start the Emergency Diesel Engine (using the
electric starter)
The cooling water which is circulated by an engine driven pump, also supplies
the lubricating oil cooler. a) Ensure that the engine is switched to MAN control.
The engine running gear is force lubricated, an engine driven gear pump b) Check the level of LO in the engine sump and top up as necessary
drawing oil from the integral sump and pumping it through the cooler, then with the correct grade of oil.
through a filter before being supplied to the lubricating oil rail.
c) Check the level of water in the radiator and top up as necessary
The engine is normally started by means of an electric starter motor, power with clean distilled water.
being supplied by batteries, which are on constant charge while the ship is in
service. d) Check the level of DO in the emergency generator diesel oil
The engine should be started once per week and run up to full load monthly. service tank and top up as required.
Whenever the engine has been started, the diesel oil tank must be checked and
refilled if the level has dropped to or below the 24 hour operation level. e) Press the START/STOP button on the alarm control panel, the
engine will now run up to speed.
f) Check that the engine is running smoothly. Check the engine oil
pressure, cooling water pressure and rpm. Investigate any abnor-
malities.
g) After the run period, press the START/STOP button on the alarm
control panel, the engine will now shut down. Press the
ΤEST/RESET button on the alarm control panel.

Illustration 2.13.1a Electrical Equipment
Shore
Connection
S25 Box
15kVA 450/230V Shore
Transformer Power
Engine Room MAIN SWITCHBOARD

Low Voltage Section Board
No.2 Group No.2 AC 450V No.3 D.G. No.2 D.G. Synchro Panel Shore Connection No.1 D.G. No.1 AC 450V
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel
LD GSP GSP
L No.1
M M M
AT25 AT25 AT12 AT25 Group
ACB ACB ACB ACB Starter
Panel
CLP2
Car Deck Forward G G G
Lighting
No.3 D.G. No.2 D.G. No.1 D.G.
450/230V 25kVA CLP1
Transformer Car Deck Aft
Lighting
450/230V 25kVA
Main Board/Emergency Board Transformer
Interconnector 24V Batteries
25kVA 450/230V
Key
Transformer
G Generator
Motor EMERGENCY SWITCHBOARD

M
Main Board Emergency Generator 450V 230V Battery Charge and

Transformer
Interconnector Panel Feeder Panel Feeder Panel Discharge Board
GSP
Group Starter Panel
LD
LD
AT06 AT06 M L
Lighting and Small Power ACB ACB
L 24V Services
Distribution Boards G
Emergency
Generator
Issue: 1 2.13 Electrical Power Distribution - Page 1 of 25

2.13 Electrical Power Distribution The main switchboard bus can be divided into two or three sections by bus- chronising panel is equipped with dual frequency meters and voltmeters for
coupler isolators, located in panels D and E. comparing the output of the generator to the busbar. A synchroscope and syn-
2.13.1 Electrical Equipment chronising lamps are provided for manual synchronising operations.
The emergency switchboard consists of:
Generating Plant The emergency generator panel Feeder Circuit Breakers
The emergency group starter/450V feeder/main board bus tie panel
The electrical power generating plant consists of the following: The 450V and 230V circuits supplied from the switchboard feeder panels are
The 230V feeder panel protected by a moulded case circuit breaker with inverse time overcurrent trip
Diesel Generators and near-instantaneous short circuit magnetic trip interruption features.
The main switchboard feeds the emergency switchboard, which is situated in
the emergency switchboard room. The engine room 230V feeder panel is fed Power Management System (PMS)
No. of sets: 3
from the shore connection panel E via three 15 kVA transformers.
Rating: 450V, 3ph, 60 Hz, 1462.5 kVA, 1170 kW
The power management system (PMS) is fitted for a number of reasons:
The emergency generator will start automatically in the event of a blackout and
Emergency Diesel Generator To ensure the continuous supply of the ship’s electrical systems
feed the emergency switchboard.
No. of sets: 1 For optimum fuel consumption management
A power management system controls the starting, stopping, connection and
Rating: 450V, 3ph, 60 Hz, 150kVA, 120 kW The efficient management of source and load equipment
load sharing of the generators.
Introduction The system provides automatic starting, synchronising and load sharing for the
Group starter and distribution boards are provided in suitable positions to
ship’s generator sets. The PMS will start a generator when necessary, regulate
supply the various power, heating, lighting, communication and navigation
Only one diesel generator is normally used during normal sea going the speed and automatically equalise the generator frequency with busbar
equipment throughout the vessel.
conditions. Two or three generators are required when: frequency. The system then energises the generators air circuit breaker to
Manoeuvring, entering or leaving port connect the two circuits at the moment when the phases coincide. Automatic
Each distribution circuit is protected against overcurrent and short circuit
load sharing then ensures that each generator is equally loaded.
current by a moulded case circuit breaker. These are fitted on the switchboard
Loading
or panel board with inverse time overcurrent and instantaneous short circuit
The PMS also controls the following:
Unloading trip units enclosed within the casing. The two steering gear motors are each fed
from an independent circuit, one motor being fed from the main switchboard The number of running generators in accordance with the ship’s
However when 4 decks are working simultaneously, one generator is and the other being fed from the emergency switchboard. A 24V battery power demand
sufficient. charge/discharge switchboard supplies the main control console, main
switchboard and other essential low voltage services. Automatic blackout restart and connection of generators
The emergency generator has sufficient capacity to supply the auxiliaries
required to start a main diesel generator in the event of total power failure. All Frequency: Automatic frequency control ensures the supply
three main generators can operate in parallel, but not with the emergency Each supply system is provided with a device for continuously monitoring the frequency remains at 60Hz, independent of load
generator. insulation level to earth, giving an audible and visual indication of an abnormal
low insulation level. The blocking of large motor starts until sufficient power is available
Power Distribution System Motors

A shore connection point is provided at the staircase at the aft mooring space
General Description on car deck 8, to supply power to the main switchboard, if required, in the
event of dry-docking etc. The 450V motors are in general of the squirrel cage induction type with a
standard frame designed for AC 450V three phase 60 Hz. The exceptions are
The main switchboard consists of: the motors for domestic service and small capacity motors of 0.5 kW or less.
Switchboards
Three generator panels
The switchboards are of dead front box frame construction without a bottom Where continuously rated motors are used, the overload setting ensures the
One synchronising panel motor trips at 100% of its full load current. The motors in the engine room are
plate and have hinged front panels that can be opened without disturbing the
One shore connection panel meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers are of the totally enclosed fan cooled type. Standby motors will start when no
segregated so that a fault in one cubicle cannot spread to another. The voltage is detected on the in-service motor.
No.1 and No.2 450V feeder panels
generator and thruster circuit breakers are of the air circuit breaker type. The
No.1 and No.2 group starter panels main switchboard generator panels are equipped with an ammeter and
voltmeter to measure the output of the generator. The main switchboard syn-
Engine room low voltage section board

450V Starters 2.13.2 Main Switchboard and Generator Operation 3. Single Generator Stopping Procedure
The starters are generally constructed in group control panels and power dis- Procedure for the Manual Operation of Generators at the Main To stop the generator in operation:
tribution panels. The drawings for the starter circuit are enclosed in a vinyl Switchboard
envelope and kept in a pocket inside each starter panel. a) Reduce the generators load by stopping the auxiliary machinery.
1. Generator Starting and Stopping
Motor starters are also arranged in the group starter panels located at the ends b) Operate the ACB OPEN switch. Avoid opening the ACB when
of the main switchboard. Interlocked door isolators are provided for all The generators can be started and stopped locally from the local control panel, the generator is on load, as it will cause an instantaneous rise in
starters. For group starter boards, this switch is the moulded case circuit or remotely from the main switchboard (MSB). the engine speed and possible overspeed trip.
breaker which functions as both disconnecting means and overcurrent
protection of the motor circuit. a) Ensure that the LOCAL/REMOTE switch at the local control c) To stop the generator, press the ENGINE STOP switch.
panel is set to REMOTE. The REMOTE lamp is illuminated.
Sequential Restarting 4. Parallel Running Procedure
b) Ensure that the generator is ready to start (see section 2.12.1). The
READY TO START lamp is illuminated. a) Start the second generator.
See section 2.13.7
b) After confirmation of the voltage of the second generator, align
Essential service motors which were in service before a blackout are started c) Ensure the generator control mode is set to MANU (manual) at
the frequency with that of the running generator using the
automatically on recovery of the main bus voltage. These motors are classified the selection switch.
governor raise/lower control.
into groups (consistent with voltage dip and overcurrent) and will start d) Ensure the power management system control mode is set to
according to the predetermined restarting sequence. Motors that were selected MANUAL on the SYNCHRO & POWER CONTROL mode c) Once the voltage and frequency of both generators are identical,
for duty before the blackout are automatically returned to duty after the selection switch inside the synchronising panel. switch over the synchroscope to the incoming generator and
blackout. check the synchronous state by means of the synchroscope. The
e) Ensure that the STANDBY SELECTION switch is set to pointer will revolve in accordance with the frequency difference.
Preference Tripping MANUAL.
d) Check the direction of rotation. If it is revolving in the FAST
See section 2.13.7 f) Press the ENGINE START switch. When the engine speed is direction, turn the governor switch of the second generator to the
greater than 710 rpm and voltage is established, the POWER LOWER direction. If it is revolving in the SLOW direction, then
Non-essential loads are interrupted automatically, in the case of overcurrent of AVAIL lamp illuminates. If the engine does not reach a specific turn the governor switch to the RAISE direction.
any one of the main diesel generators, to prevent the ship’s power failure. speed within 16 seconds, the START FAIL alarm is raised.
e) Adjust the speed until the synchroscope pointer moves slowly to
Large Motors g) To stop the generator, press the ENGINE STOP switch. ward the 12 o’clock position, showing the state of synchronisa-
tion.
There are two motors and one group of motors whose size requires that special 2. Single Generator Running Procedure onto a Dead Bus
precautions are made before they are started. f) The air circuit breaker should be closed when the pointer of the
a) Start the generator as above. synchroscope turns in the FAST direction and is closing on the top
Bow thruster drive motor: 1,300 kW 3,300V
centre mark (5 minutes to noon!). SLOW direction turning may
Stern thruster drive motor: 770 kW 450V b) At the rated speed the voltage will rise to 450V, as indicated by cause operation of the reverse power relay. If the frequency
the voltmeter, the POWER AVAILABLE lamp will be difference between the two generators in parallel operation
Cargo hold fan groups: 637 kW total 450V illuminated. exceeds 3Hz, the synchroscope will not revolve. If this occurs,
These motors cannot be started unless there is sufficient power available at the operate the governor RAISE/LOWER switch to decrease this
c) Adjust the frequency to 60Hz by means of the governor difference. Observe the bus/incoming generator frequency meter
main switchboard. A function of the power management system delays their
RAISE/LOWER switch on the synchronising panel. The rated for reference.
start until the correct number of generators are on load.
values are indicated by red marks on the corresponding meters.
g) Operate the ACB CLOSE switch.
The high voltage bow thruster has a 450/3,300V transformer incorporated in
d) Adjust the voltage if necessary using the voltage regulator
its starter to transform the network generated voltage up to the 3.3 kV required
control.
for the motor.
e) Operate the ACB CLOSE switch.

5. Load Sharing Automatic Operation of the Main Switchboard and Generators 1. Automatic Parallel Running Initiated by Operator Request
a) Having achieved parallel operation, load sharing is accomplished The automatic starting, connection, synchronising and loading of the main In this example, No.1 generator is on load and No.2 generator is on standby.
by increasing the speed of the incoming engine by turning the generators is controlled by the Terasaki GAC-5 power management system The operator presses the ENGINE START pushbutton for No.2 generator, the
governor switch to the RAISE position. This speeds up the (PMS). PMS will initiate the following sequence:
incoming generator, causing the first generator to transfer load to
the incoming generator. The PMS system has two operating modes: manual and automatic. a) The pushbutton lamp illuminates and the engine starts.
Simply increasing the speed of the incoming generator will cause When manual control is selected, the PMS has no control of a generating set. b) When the voltage reaches 95% the POWER AVAIL lamp
the bus frequency to rise; to prevent this, the governor switch of An auxiliary engine can be operated locally and at the main switchboard. The illuminates. The PMS recognises that voltage is established and
the first generator must be turned in the LOWER direction. This diesel generator local control is selected by means of the LOCAL/REMOTE starts the synchronising process, the AUTO SYNCHRO lamp
action also causes further load to be transferred to the incoming switch at the local control panel. illuminates.
generator.
When the PMS SYNCHRO & POWER CONTROL mode selection switch c) Synchronisation is achieved.
b) Ensure the frequency remains constant at 60Hz during this inside the synchronising panel is set to automatic, the PMS controls the
operation. operation of the main switchboard and the generator(s). d) No.2 generator ACB closes. The ACB CLOSED lamp
illuminates. The AUTO SYNCHRO lamp is switched off.
c) Equalise the load of both generators. To fulfil the requirements for UMS operation, the system controls the
following features: e) Automatic load sharing on; in proportional control mode.
6. Synchronising Using the Synchronising Lamps Automatic frequency control on; 60Hz is maintained.
Automatic blackout start of the standby generator
If the synchroscope fails, only the synchronising lamps can detect the syn- Automatic synchronising If the generator ACB does not close within 60 seconds of attempting to
chronising condition. synchronise, an alarm is raised and the ACB TROUBLE lamp illuminates.
Automatic frequency control
When the order of illumination of the synchronising lamps is clockwise, the 2. Parallel to Single Generator Running Initiated by Operator Request
Automatic load sharing
frequency of the generator is higher then that of the bus. Turn the generator
governor motor switch in the decelerating LOWER direction. Sequential restart of essential consumers In this example, No.1 and No.2 generators are on load and the AUTO STOP
Automatic generator start/shutdown in response to high/low load BLOCKING switch on the synchronising panel is set to the NORM position.
When the order in which the lamps illuminate is counter clockwise, the
frequency of the generator is lower then that of the bus. Turn the governor conditions
The operator presses the AUTO LOAD SHIFT pushbutton for No.2 generator,
motor switch in the accelerating RAISE direction. When the top lamp has gone the PMS will initiate the following sequence:
off and the two bottom lamps are the same intensity, synchronisation (phase Preselection of the standby generator is achieved by operation of the standby
matching) has been accomplished. Slightly in advance of this position, close generator selection switch on the synchronising panel. Only one generator can
be set as the standby generator. The remaining generator is automatically set as a) The AUTO LOAD SHIFT pushbutton lamp illuminates and the
the ACB for the incoming generator in order to attain synchronism just when automatic load shift operation begins, regulating the governors to
the main contacts of the ACB close. the next standby generator, if available for starting.
maintain 60Hz while shifting the load from No.2 generator to
The generator which is set to standby will have its 1ST STANDBY lamp on No.1.
Generator Space Heaters
the main switchboard illuminated. The remaining generator will have its 2ND
A space heater is provided in each generator to prevent condensation forming STANDBY lamp on the main switchboard illuminated. d) When No.2 generators load reaches 5%, No.2 generators ACB
on the windings. The space heater switch is located on the individual generator opens. The AUTO LOAD SHIFT lamp is switched off. The
panel and should always be in the ON position. The heater is interlocked with Procedure for the Automatic Operation of Generators and the Main POWER AVAIL lamp is illuminated.
the ACB, which switches the heater off when closed and switches it on when Switchboard
opened. e) No.2 generator idles for 10 minutes (adjustable) then shuts down
It is assumed the ship is in normal voyage/in port conditions, ie: one generator automatically and is ready to start. The POWER AVAIL lamp is
on load and the following conditions are set: switched off.
The standby generator is ready to start, the READY TO START If the load to be transferred to No.1 generator, at the start of the operation, will
lamp is illuminated. result in No.1 generator being loaded above 90%, the operation will not be
The PMS control mode is set to AUTO. carried out.

3. Automatic Parallel Run Cancellation by Light Load If the generator designated as the standby generator does not start, the 6. Automatic Parallel Run Initiated by ACB Abnormal Trip
remaining generator will automatically become the standby generator, if
If the total load on the main switchboard is less than one generator can supply available for starting, under the following conditions: In this example, No.1 generator is on load and No.2 generator is on standby.
(ie, 936kW, 80% of total), if two generators are on load, or less than two Generator No.1’s ACB trips and the main switchboard is blacked out, the PMS
generators can supply (ie, 1872 kW), if three generators are on load, for a Standby generator fails to start
will initiate the following sequence:
specific length of time (normally 10 minutes, adjustable), PMS will release a Standby generator fails to synchronise after automatic start
generator for stopping. The following sequence would take place: a) The standby generator is started.
Standby generator ACB fails to close after automatic start
a) The generator to be released shifts load to the other generator(s). Standby generator fails to raise its voltage to 95% b) When the voltage reaches 95% and the speed reaches 710 rpm,
the POWER AVAIL lamp illuminates. The PMS recognises that
b) The ACB opens on the generator to be released. There is also an overload alarm set at 90% of the total load (adjustable). voltage is established.
c) After the cooling down idling period of ten minutes (adjustable), A generator trip can be caused by the following conditions: c) The generator ACB is closed.
the engine stops on the generator released.
Overcurrent
If No.1 generator ACB tripped due to a short circuit, the standby start sequence
The last generator to have been put on load is the one released for stopping. Undervoltage would not be initiated.
The generator automatic stop and load shifting facility may be blocked by Generator slowing/stopping emergency trip/manual stop
If any of the above steps are not completed, the PMS will start and close the
operation of the blocking mode changeover switch, mounted on the lower Reverse power ACB for the 2nd standby generator.
section of the synchronising panel.
ACB trouble
4. Automatic Standby Generator Run Initiated by Abnormal Bus 7. Automatic Parallel Run Initiated by Large Motor Start Request
If there are two generators on load and the ACB of one generator trips, the
The bus voltage, frequency and running generator status are monitored by the standby generator will be started and paralleled. In the meantime, the A start request from any of the ship’s large motors will be blocked by the PMS
PMS. If the following conditions are detected: preference trips will operate to reduce the load on the single remaining if there is insufficient power available to allow for the high starting currents of
generator. these motors.
High voltage: Bus voltage is 106% for 5 seconds
Low voltage: Bus voltage is 90% for 5 seconds 5. Automatic Parallel Run Initiated by Generator High Load/Overload The thrusters are linked to a function of the PMS that will pay off blade pitch
if the thrusters are on-load and a generator reaches an overload condition.
High frequency: Bus frequency is 105% for 5 seconds The running generator(s) is/are monitored by the PMS. If the following
Low frequency: Bus frequency is 95% for 5 seconds conditions are detected: (Note ! The thrusters have emergency start blocking bypass switches inside the
main switchboard. The operator should ensure that there is sufficient surplus
The PMS will initiate the following sequence: Generator overload: 95% load (1,112 kw) for 5 seconds power available to start a thruster before the blocking bypass is selected.)
Generator overload: 90% load (1,053 kw) for 5 seconds
a) The standby generator is started. (with one or two thrusters running) The motors and the power required are as follows:
b) When the voltage reaches 95% and the speed reaches 710 rpm, Generator overload: 126% load (1,474 kw) for 10 seconds Bow Thruster
the POWER AVAIL lamp illuminates. The PMS recognises that (accompanied by preference tripping)
voltage is established.
The bow thruster motor is rated at 1,300 kW. The PMS will release the bow
The PMS will initiate the following sequence: thruster for starting when:
c) If the high/low frequency or high/low voltage abnormal
conditions remain, the abnormal generators ACB is opened and a) The standby generator is started. Three generators are on load and there is at least 1500 kW
the main switchboard is blacked out. of surplus power available
b) When the voltage reaches 95% and the speed reaches 710 rpm,
the POWER AVAIL lamp illuminates. The PMS recognises that If there is insufficient power available, the PMS will start the standby
d) The standby generators ACB is closed onto the dead bus.
voltage is established. generator. When this is accomplished and sufficient power is available, the
bow thruster is released for starting. This is accompanied by the illumination
e) If the abnormal condition has cleared and the bus remains live, the
c) The standby generator is synchronised and its ACB is closed. of the START AVAIL lamp on the motor starter.
standby generator is synchronised, its ACB closed and automatic
load sharing is initiated.
d) Automatic load sharing is initiated between the running
generators.

Stern Thruster Generator Protection Equipment 5. Abnormality Due to Short Circuit (Instantaneous Trip)
The stern thruster motor is rated at 770 kW. The PMS will release the bow The generator is protected from the abnormal conditions described below by If the generator current exceeds approximately 1,300% (approx. 25kA) of the
thruster for starting when: means of the reverse power trip, short circuit trip, undervoltage trip and maximum rated current, the ACB will be tripped instantaneously by the elec-
overcurrent trips. tromagnetic trip fitted to the ACB.
Two generators are on load, or three generators are on load
and the bow thruster is already running, and there is at 1. Abnormality Due to Under Voltage
6. Abnormality Due to Reverse Power
least 1,000 kW of surplus power available
If the voltage of a generator decreases to between 35% and 70% of the rated
value, the undervoltage tripping device contained in the ACB will operate to If there are abnormalities in the output of an engine during parallel operation,
If there is insufficient power available, the PMS will start and parallel the
trip the breaker. it may cause the generator to function as a motor, due to the power it receives
standby generator. When load sharing has been accomplished and sufficient
from the other generator(s) through the common busbar. If this reverse power
power is available, the stern thruster is released for starting. This is
If a short-circuit fault occurs, the generator voltage will lower and may cause reaches 10% (117 kW) for a period of 10 seconds, the reverse power relay is
accompanied by the illumination of the START AVAIL lamp on the motor
the undervoltage tripping device (UVT) to operate. With this in mind, a time triggered and will trip the ACB.
starter.
delay device (of about 0.5 seconds) has been fitted to the undervoltage device
to prevent the ACB from tripping immediately, allowing the defective system Generator Circuit Breakers
Cargo Hold Fans
circuit breaker to operate first.
Manufacturer: Terasaki
The cargo hold fan motors’ total rating is 637 kW whilst car handling. The
2. Abnormality Due to Overcurrent (Preference Tripping) Type: AT 25-MRD air circuit breaker
PMS will release a fan motor group for starting when there is at least the
Rated: 2,500A 450V 60Hz
required surplus power available for that group (Zone) as follows: If the current on a running generator exceeds 105% (1,970A) for a period of 10
seconds, the PMS will initiate the release of the first stage of prefer- The generator circuit breakers are mounted on a carriage, enabling them to be
Normal Car Handling PMS Surplus Reqd ential tripping, thereby providing protection against the overcurrent which drawn out for maintenance and inspection if required.
Zone A: 44 kW 74 kW 80 kW would otherwise trip the ACB. If the load has not reduced below 1,970A 10
seconds after the first stage has been released the second stage of preferential The circuit breakers have a spring operated opening and closing mechanism.
Zone B: 44 kW 74 kW 80 kW tripping will be released. The spring is charged automatically by a small electric motor but can be
Zone C: 112 kW 186 kW 200 kW charged by hand using the charging handle if the motor fails. The springs are
3. Abnormality Due to Overcurrent (Long Time Delay Trip) normally recharged after every closing cycle.
Zone D: 89 kW 133 kW 150 kW
If the current on a running generator exceeds 115% (2,157A) of the rated
Zone E: 74 kW 118 kW 130 kW current for a period of 20 seconds, the long time delay trip will be triggered The circuit breaker is normally operated remotely by the PMS or switchboard
and trip the generators ACB. controls but may be operated using the OPEN and CLOSE pushbuttons
Zone F 30 kW 52 kW 60 kW mounted on the breaker front panel in an emergency.
4. Abnormality Due to Overcurrent (Short Time Delay Trip) or Short
If there is sufficient surplus power available, the PMS will release the zones’
Circuit
fan motors for starting. This is accompanied by the illumination of the START
AVAIL lamp on the motor starter.
If the generator current exceeds approximately 250% (4,690A) of the
maximum rated current, the ACB will be tripped almost instantaneously (about
The fans are then normally started in their groups (A - F) in either the sea
420msec) by the short time delay trip fitted to the ACB.
condition (Normal: approximately half the fans running) or in the car
handling/port condition (all fans running).
The group starter PLC control unit will then start the fans one by one, with a
delay of approximately 7 seconds in between fan starts.

2.13.3 Electrical Distribution No.2 exhaust valve driving oil pump 450V Feeder Panel No.2
The main electrical switchboards, group starter boards, distribution boards and No.2 fuel oil circulating pump 25kVA transformer for CLP2 car deck aft lighting panel
their consumers are listed below. No.2 fuel oil supply pump No.2 steering gear main feed
Group Starter Panel GSP1 No.2 purifier lubricating oil feed pump Distribution switch box DSB2
No.1 main engine jacket FW cooling pump No.2 purifier fuel oil feed pump Distribution switch box DSB4
No.1 central FW cooling pump No.2 feed pump Distribution switch box DSB6
No.1 central FW cooling booster pump Fire and general service pump Distribution switch box DSB7
No.1 central SW cooling pump Ballast pump No.2 main engine auxiliary blower
No.1 main engine turbocharger lubricating oil pump Diesel oil transfer pump Group starter panel GSt 1, No.2 main engine auxiliary blower
No.1 main engine lubricating oil pump Lubricating oil transfer pump Group starter panel GSt 2, air conditioning plant
No.1 exhaust valve driving oil pump Air cooler cleaning pump Group starter panel GSt 3, No.2 deck machinery hyd. oil pump feed
No.1 fuel oil circulating pump No.2 fresh water hydrophore pump Group starter panel GSt 3, deck machinery misc. equipment feed
No.1 fuel oil supply pump Cargo hold bilge pump Group starter panel GSP 3, car hold fans, No.2 feed
No.1 purifier lubricating oil feed pump Sludge pump Incinerator control panel
No.1 purifier fuel oil feed pump No.2 engine room supply vent fan Group starter panel GSt 5, stern thruster plant
Generator engine diesel oil supply pump No.2 main air compressors Group Starter Panel GSP3
No.1 feed pump No.2 working air compressor A-1 Supply fan for No.s 4 and 5 decks
Fire, bilge and ballast pump Shore Connection Panel A-2 Supply fan for No.s 4 and 5 decks
Cylinder oil transfer pump 3x15kVA transformers for engine room 230V section board A-3 Supply fan for No.s 2 and 3 decks
Heavy fuel oil transfer pump 450V Feeder Panel No.1 A-4 Supply fan for No.s 2 - 5 decks
No.1 fresh water hydrophore pump 25kVA transformer for CLP1 car deck forward lighting panel A-5 Supply fan for No.s 2 - 5 decks
Engine room bilge pump Distribution switch box DSB1 A-6 Supply fan for No.s 1 - 3 decks
No.1 engine room supply vent fan Distribution switch box DSB3 A-7 Supply fan for No.s 1 - 5 decks
No.3 engine room supply vent fan Distribution switch box DSB5 A-8 Supply fan for No.s 1 - 5 decks
No.1 and No.3 main air compressors Battery charge/discharge panel B-1 Supply fan for No.s 1 - 5 decks
No.1 working air compressor Group starter panel GSt 1, No.1 main engine auxiliary blower B-2 Supply fan for No.s 1 - 5 decks
Group Starter Panel GSP2 Group starter panel GSt 3, No.1 deck machinery hyd. oil pump feed B-3 Supply fan for No.s 2 - 5 decks
No.2 main engine jacket FW cooling pump Group starter panel GSt 3, No.3 deck machinery hyd. oil pump feed B-4 Supply fan for No.s 2 - 5 decks
No.2 central FW cooling pump Group starter panel 1 and2 grease pump for rudder bearing and arc B-5 Supply fan for No.s 1 - 5 decks
welder
No.2 central FW cooling booster pump B-6 Supply fan for No.s 2 - 5 decks
Auxiliary boiler control panel
No.2 central SW cooling pump B-7 Supply fan for No.s 2 - 5 decks
Bow thruster control panel main feed, HV switchboard
No.2 main engine turbocharger lubricating oil pump B-8 Supply fan for No.s 2 - 5 decks
Group starter panel GSt 4, bow thruster equipment
No.2 main engine lubricating oil pump C-1 Supply fan for No.s 6 - 7 decks

C-2 Supply fan for No.s 6 - 7 decks Distribution Switchboard DSB 1 Distribution Switchboard DSB 4
C-3 Supply fan for No.s 6 - 7 decks Fresh water generator No.2 fuel oil purifier
C-4 Supply fan for No.s 6 - 7 decks FW generator ejector pump No.2 lubricating oil purifier
C-5 Supply fan for No.s 6 - 7 decks Salinity control panel No.2 generator lubricating oil priming pump
C-6 Supply fan for No.s 6 - 7 decks Main engine turbocharger bypass filter pump Stuffing box drain pump
C-7 Supply fan for No.s 6 - 7 decks Auxiliary boiler sootblower control panel Stern tube lubricating oil circulating pump
C-8 Supply fan for No.s 6 - 7 decks Engine parts crane Distribution Switchboard DSB 5
D-1 Supply fan for No.9 deck Stern tube lubricating oil dosing pump Galley cooking range
D-2 Supply fan for No.9 deck Engine room sewage transfer pump Convection oven
D-3 Supply fan for No.8 deck Distribution Switchboard DSB 2 Universal mixing machine
D-4 Supply fan for No.8 deck Universal machine tool Frying pan
D-5 Supply fan for No.8 deck Drilling machine Washing machine
D-6 Supply fan for No.8 deck Large grinder Dishwashing machine
D-7 Supply fan for No.9 deck Main engine exhaust valve grinding machine Laundry washing machine
D-8 Supply fan for No.9 deck Main engine turning gear Laundry washing machine (16 kg)
E-1 Supply fan for No.s 10 - 11 decks Electric welder Disposal machine
E-2 Supply fan for No.s 10 - 11 decks Engine overhead crane Laundry drying machine
E-3 Supply fan for No.s 10 - 11 decks Engine control room air conditioning machine Laundry ironing machine
E-4 Supply fan for No.s 10 - 11 decks Engine workshop air conditioning machine Distribution Switchboard DSB 6
E-5 Supply fan for No.s 10 - 11 decks No.1 and No.2 hydraulic pump for valve control unit Provision crane (port)
E-6 Supply fan for No.s 10 - 11 decks Test panel Provision crane (starboard)
E-7 Supply fan for No.s 10 - 11 decks Cathodic protection system Accommodation ladder (port)
E-8 Supply fan for No.s 10 - 11 decks Distribution Switchboard DSB 3 Accommodation ladder (starboard)
F-1 Supply fan for No.12 deck No.1 fuel oil purifier Life/rescue boat winch (starboard)
F-2 Supply fan for No.12 deck No.1 lubricating oil purifier Lifeboat winch (port)
F-3 Supply fan for No.12 deck No.1 generator lubricating oil priming pump Hot water circulating pump
F-4 Supply fan for No.12 deck No.3 generator lubricating oil priming pump Calorifier
Oily bilge separator No.1 refrigeration compressor CO2 alarm system
Distribution Switchboard DSB 7 (Bosun’s Store)

Sewage treatment plant
Bosun’s store exhaust fan
Electric welder

Engine Room 220V Low Voltage Distribution Board LSB2 General emergency alarm system Steering stand
Lighting panel L7 CO2 alarm system control panel and relay box Refrigerated chamber alarm system
Main switchboard motor and generator space heaters Fire station panel Shaft horsepower meter system
No.1 control air dryer 24V Battery Charge/Discharge Board Side/stern ramp door system
Test panel Wheelhouse distribution panel board BS1 LAN system
No.2 control air dryer Main control console Fire detection system
IC panel board (SD-2) General emergency alarm system 220/100V 1.5kVA transformer for 100V section
Emergency Switchboard 450V Section Fire door system Wheelhouse Control Panel Distribution Panel SD1 100V Section
Emergency generator start battery charger Main switchboard Anemometer and anemoscope
No.1 steering gear feed Emergency switchboard Rudder angle indicator
No.2 refrigeration compressor CO2 alarm system Wheelhouse Control Panel AC 230V Distribution Panel SD1 Bridge main console dimmer system
Elevator control panel No.1 master gyrocompass Port bridge wing console dimmer system
Battery charge/discharge panel No.2 master gyrocompass Starboard bridge wing console dimmer system
Emergency fire pump starter Echo sounder
Wheelhouse Control Panel 24V Distribution Panel BS1
Engine room exhaust fan Doppler speed log
No.1 master gyro compass
No.1 group starter panel (No.1 main air compressor) Window wipers starboard
No.2 master gyro compass
Piston horn Window wipers port and centre
External sound monitoring system
Breathing apparatus compressor Air and piston horn
Electric clock
Steering gear room and emergency fire pump space exhaust fan Automatic fog bell and gong
Engine telegraph
450/230V 25kVA emergency service transformer ETRO/2/3 Electric clock
Automatic telephone system
Emergency Switchboard 230V Section Engine telegraph
Automatic telephone relay box
Navigation and signal light panel Automatic telephone system
Public address system
IC panel board (SD1) Public address system
Loran C system
Normal and emergency lighting panel LE1, bridge deck Hospital call system
External sound monitoring system
Emergency lighting panel E1, accommodation deck Inmarsat B system
Fax machine
Emergency lighting panel E2, accommodation space Ramp and hold watertight door indicator system
Steering stand
Emergency lighting panel E3, engine room and steering gear room Radio and TV receiver system
Port bridge wing console dimmer source
Emergency lighting panel E4, car deck and stairway External sound monitoring system
Starboard bridge wing console dimmer source
Radar system ECDIS system
Thruster control panel
Garbage compacter Thruster control panel
Magnetic compass and rate of turn indicator dimmer
Main control console Digital repeater system
Steering gear No.1 control panel
Radio equipment Course recorder
Steering gear No.2 control panel
Magnetic compass dimmer

Illustration 2.13.4a Shore Power
Watt
Phase Hour Meter
Sequence Volt
Monitor Meter Ammeter WHM
P V A
Shore
Connection
400A Box
L F Capacity 400A
15kVA 450/230V
Transformer Shore Frequency
Power Meter
Engine Room MAIN SWITCHBOARD Available
Low Voltage
Section Board
No.2 Group No.2 AC 450V No.3 D.G. No.2 D.G. Synchro Panel Shore Connection No.1 D.G. No.1 AC 450V
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel
LD GSP GSP
L No.1
M M M
AT25 AT25 AT12 AT25 Group
ACB ACB ACB ACB Starter
Panel
CLP2
Car Deck Forward G G G
Lighting
No.3 D.G. No.2 D.G. No.1 D.G.
450/230V 25kVA CLP1
Transformer Car Deck Aft
Lighting
450/230V 25kVA
Main Board/Emergency Board Transformer
Interconnector 24V Batteries
25kVA 450/230V
Key
Transformer
G Generator
Motor EMERGENCY SWITCHBOARD

M
Main Board Emergency Generator 450V 230V Battery Charge and

Transformer
Interconnector Panel Feeder Panel Feeder Panel Discharge Board
GSP
Group Starter Panel
LD
LD
AT06 AT06 M L
Lighting and Small Power ACB ACB
L 24V Services
Distribution Boards G
Emergency
Generator

2.13.4 Shore Power Procedure for the Operation of Shore Power Reception Procedure for Transfer from Shore Supply to Main Diesel Generator
A shore connection box is provided at the staircase at the aft mooring space on a) Ensure the main switchboard is set to manual control. Isolate the a) Ensure the main switchboard is set to manual control.
car deck 8, to accept power cables during refits, dry docks and extended lay- sequential start system by switching off the sequential start circuit
up periods. breakers at the main switchboard. b) Ensure the emergency generator is set to manual control.
The shore connection terminals connect, via a breaker, to the main switchboard b) Ensure all ancillary equipment is set to manual start to avoid any c) Manually run up the chosen main generator. Check the voltage is
450V section. The maximum current is 400 amps. automatic/low pressure starts. approximately 440V and adjust the frequency to approximately
60Hz.
A phase sequence monitoring system is fitted on the main switchboard shore c) At the main switchboard, reduce the load as far as possible and
section panel. The sequence should be checked before connecting shore power ensure only one generator is supplying the switchboard. d) At the main switchboard, reduce load and open the SHORE
to the main switchboard. POWER CONNECT BOX breaker. The vessel is blacked out.
d) Ensure the other generators are set to manual control. This will
If the phase sequence is correct, the green RIGHT lamp will be illuminated. avoid any automatic starts when the blackout occurs. e) Close the ACB for the incoming generator.
If the sequence is wrong, the red WRONG lamp will illuminate. In this case e) Ensure the emergency generator is set to manual control. This will f) Adjust the frequency of the generator to 60Hz. Load up as
the shore supply phases can be changed over by operation of the changeover avoid any automatic start when the blackout occurs. necessary.
switch on the shore connection panel at the MSB.
f) At the shore supply connection box on deck 8, close the shore g) Close the emergency switchboard tie breaker.
The changeover switch consists of two circuit breakers, each wired in a supply breaker.
different phase configuration. A mechanical interlock prevents both breakers h) At the emergency switchboard, close the main switchboard tie
being closed at the same time. g) At the main switchboard, ensure that the SHORE POWER breaker.
AVAILABLE lamp is illuminated.
To change the phases of the shore supply: i) The emergency switchboard is now back to normal, supply
h) Check the voltage is approximately 440V and the frequency is emergency consumers as necessary.
a) Isolate the breaker of the incorrect supply. Both breakers are now approximately 60Hz, by switching the meters to the SHORE
open. position. j) Change the emergency generator back to automatic start.
b) Move the interlock left or right to allow the other breaker to be i) Check the phase sequence of the shore supply and reverse if k) Put the main generators on standby as necessary and put the main
closed. necessary. switchboard back to automatic control.
c) Close the breaker and test the phase sequence again. j) At the main switchboard, switch off the remaining consumers and
open the remaining generator ACB. The vessel is blacked out.
Interlocking is provided to prevent the shore supply being paralleled with any
other supply. k) Close the main switchboard SHORE POWER CONNECT BOX
supply breaker.
l) At the main switchboard, close the emergency switchboard tie

breaker. Power is available at the main switchboard to supply
consumers as necessary.
m) If no maintenance is scheduled for the emergency generator, it

may be left on standby.

Illustration 2.13.5a Main Alternators Main Switchboard
Main Switchboard Reference/Power Line
Local/Manual Control
Measuring and Auto Synchronising A.C.B. Control

Protection Unit Unit
No Volt,
Overload,
High/low
Load Signals Generator
POWER
A.C.B.
MANAGEMENT
SYSTEM GAC 5
Synchronising Panel
Engine Stop/Start
Governor Control
Control
Current
Sensing
Busbars to Alternator Static Alternator AVR
Rotor Windings Exciter Closed Air Governor
Reference/Supply
I O
Stator Coil Cooler Lines
Diodes (6) Stator Core
Exciter Stator
Exciter Rotor Alternator Rotor SE50NR ENGINE INSTRUMENT PANEL
Engine Speed L.O. Temperature
Winding Static
Air Duct Hours
Exciter Crank
Excitation
/AVR
Current
Generator Panel
Rotor Winding Diodes Exciter Rotor
Alternator Rotor:
Silistor (Varistor) Rotating Diodes Cooling Fan
Alternator Stator Diesel Engine
and Exciter
Alternator Rotor Electrical Diagram Arrangement Alternator Sectional Diagram
Busbars from Exciter Rotor

2.13.5 Main Alternators 2.13.6 Emergency Alternator 3. Abnormality Due to Overcurrent (Short Time Delay Trip)
Maker: Taiyo Electric Manufacturing Co. Ltd Maker: Stamford If the generator current exceeds approximately 300% (576A) of the maximum
Type : FEW 50C-10 brushless AC generator Type: UC 274F Brushless AC generator rated current, the ACB will be tripped almost instantaneously (about 420msec)
Output capacity: 1462.5 kVA 1876A (1,170 kW at 450V) Output capacity: 150 kVA (120 kW at 450V) by the short time delay trip fitted to the ACB.
General Description General Description The emergency generator supply bus bars are fitted with a disconnection
switch. This enables complete testing of the generator start and supply
Three main diesel generators are provided. Each alternator is rated at 1,170 kW A self-contained emergency diesel generator, rated at 120 kW, is fitted in the procedure.
at 450V AC, 3ph, 60Hz. They are of the totally enclosed, self-excited, emergency switchboard room for use in an emergency or in refit. The generator
brushless type. The load voltage is kept constant by the automatic voltage is the self-excited, brushless type and can be set for manual or automatic ! CAUTION
regulator (AVR), which controls the excitation current to the exciter. Output operation. Auto will be normally selected, with the manual setting being used Under no circumstances should the disconnection switch be operated
power from the alternator stator is fed into the AVR and a regulated output is for testing the generator. unless the emergency generator is completely stopped.
fed to the exciter stator windings. A magnetic field is set up in the exciter stator
which induces AC into the exciter rotor. This is rectified by the rotating three The emergency switchboard is normally supplied from the main switchboard.
phase bridge connected rectifier set and passed to the main rotor DC windings. When auto is selected, the emergency generator is started automatically by
In this way the AVR regulates excitation levels for heavy and light loads. This detecting no-voltage on the emergency switchboard busbar. The emergency
provides a constant output voltage independent of load levels. Initial voltage generator ACB will connect automatically to the emergency switchboard after
build-up is achieved by residual magnetism in the rotor. confirming the continuation of no-voltage.
Space heaters are fitted in the alternator which are energised when the The emergency generator is designed to restore power to the emergency
generator circuit breakers are open. The heaters protect against internal con- switchboard within 30 seconds. The bus tie breaker on the emergency
densation during shut down periods. switchboard, which feeds from the main switchboard, is opened automatically
when no-voltage is detected on the main switchboard.
The alternators have a closed air cooling system using a shaft mounted fan to
blow air through an integral fresh water cooler and then the windings to cool The generator is fitted with a 220V space heater to prevent condensation when
the alternator. The cooling spaces are fitted with internal baffles to prevent the generator is stationary or idling. The heater is automatic in operation, being
water reaching the stator windings in the event of cooler leakage. An switched on when the generator ACB is open.
embedded sensor monitors the stator temperature in each phase, A water
leakage detector and temperature sensor are also fitted in the cooler. The two The generator is protected from the abnormal conditions described below by
main bearings have temperature sensors. means of the short circuit trip, undervoltage trip and overcurrent trips.
The electric power system is designed with discrimination on the distribution 1. Abnormality Due to Undervoltage
system, so that the generator breaker is the last to open if any abnormalities If the voltage of a generator decreases to between 35% and 70% of the rated
occur. value, the undervoltage tripping device contained in the ACB will operate to
trip the breaker.
One diesel generator provides electrical power under normal conditions at sea,
with the remaining two on standby. The priority order of the standby generator If a short circuit fault occurs, the generator voltage will lower and may cause
is selected using a selection switch on the main switchboard. the undervoltage tripping device (UVT) to operate. With this in mind, a time
delay device (of about 0.5 seconds) has been fitted to the undervoltage device
Two or three generators are required when: to prevent the ACB from tripping immediately, allowing the defective system
Manoeuvring, entering or leaving port circuit breaker to operate first.
Loading 2. Abnormality Due to Overcurrent (Long Time Delay Trip)

Unloading
If the current on the running generator exceeds 110% (211A) of the rated
current for a period of 40 seconds, the long time delay trip will be triggered
and trip the generators ACB.

Illustration 2.13.6a Emergency Alternator
EMERGENCY SWITCHBOARD
Emergency Generator 440V 230V

Panel Feeder Panel Feeder Panel
AC PA MSB BTC BTO
W A V F
ACB Control 24V 24V

Battery No.1 Battery No.2
24V ESS AS 1 Operation

2 Start Failure
3 Overspeed
4 Low Lube Oil Press.
5 High CW Temperature
Emergency Generator ACB 6 High Lube Oil Temp
Operation Switch 7 Low CW Press.
OFF AUTO MAN 8 Engine Ready to Start
Buzzer
Monitoring/Control 9 Auto Standby
10 Leak in Fuel Oil Pipes Battery
SHL ATR AS1 VS2 FS12 POWER Charger
START TEST
STOP RESET ON
SHS LTS
Engine Tacho
BCS BCSB Hour Meter
Excitation
COS-T
Emergency Generator Panel Emergency Generator

Engine Control Panel
AC: Em Gen ACB Closed Lamp W: Generator Wattmeter

PA: Em Gen Power Available Lamp A: Generator Ammeter
MSB: Main Switchboard Power Available Lamp V: Generator Voltmeter
BTC: Bus Tie Breaker Closed Lamp F: Generator Frequency Meter Starter Motor
BTO: Bus Tie Breaker Open Lamp 24V: 24V DC Source Lamp
ESS: Emergency Stop Source Lamp AS: Auto-Standby Lamp
SHL: Space Heater Lamp SHS: Space Heater Switch
ATR: ACB Trouble Reset Switch LTS: Lamp Test Switch
AS1: Ammeter Selection Switch VS2: Voltmeter Selection Switch
FS12: Frequency Meter Selection Switch BCS: Emergency Generator ACB Open/Close Switch
BCSB: Bus Tie ACB Open/Close Switch COS-T: Emergency Generator Test Switch
Emergency Generator

Emergency Generator Automatic Start and Automatic ACB Closure Procedure to Test the Emergency Generator on Load.
onto Dead Bus
The emergency switchboard is being supplied from the main switchboard.
The emergency switchboard is being supplied from the main switchboard.
a) The emergency generator mode selection switch is set to AUTO
a) The emergency generator mode selection switch is set to AUTO on the control panel and the emergency generator test switch is set
on the control panel and the emergency generator test switch is set to the NOR position. The 24V SOURCE lamp is illuminated. The
to the NOR position. The 24V SOURCE lamp is illuminated. The generator AUTO STANDBY lamp is illuminated. The engine is
generator AUTO STANDBY lamp is illuminated. The engine is ready to start.
ready to start.
b) Open the emergency generator isolator DISCONNECTION
b) The main switchboard bus tie breaker opens due to the no-volt SWITCH inside the panel. This isolates the generator ACB from
situation. the switchboard busbars, allowing the generator ACB to close for
testing without disrupting the supply of the emergency
c) The emergency generator control circuit senses no-volts on the consumers.
emergency switchboard busbars and after 2 seconds sends a start
signal to the engine. c) Set the EMCY GEN TEST switch, located behind the generator
section panel door on the emergency switchboard, to the TEST
d) The emergency generator runs up to speed and voltage is position.
established, when the voltage reaches 95% the control circuit
waits 7 seconds and checks the emergency bus for voltage. If the d) This simulates the tripping of the main switchboard tie breaker
bus is still dead, a close signal is sent to the ACB. and a start signal is sent to the emergency generator.
e) The generator ACB closes. e) The emergency generator starts, runs up and when voltage is
established, the SOURCE EMERG GEN POWER AVAILABLE
The emergency generator now feeds the emergency switchboard. lamp is illuminated.
Procedure to Return the Emergency Switchboard to Normal Supply on f) The emergency generator ACB closes. The ACB CLOSED lamp
Restoration of the Main Switchboard Supply is illuminated.
a) When the main switchboard returns to normal and the emergency g) The test is now complete, turn the EMCY GEN TEST switch to
switchboard tie breaker is closed, the SOURCE MSB POWER the NORMAL position.
AVAILABLE lamp is illuminated on the emergency switchboard.
h) Open the emergency generator ACB by turning the ACB control
b) Open the emergency generator ACB by operating the ACB OPEN switch to the ACB OPEN position.
switch. The ACB opens and the ACB OPEN lamp is illuminated.
i) The emergency generator will stop automatically. When it has
c) Three seconds later, the main switchboard tie breaker on the completely stopped close the emergency generator isolator DIS-
emergency switchboard is closed automatically. CONNECTION SWITCH.
d) The emergency generator stops automatically. j) Confirm that the emergency generator AUTO STANDBY lamp is
illuminated.
e) Confirm that the emergency generator AUTO STANDBY lamp is
illuminated.

Illustration 2.13.7a Preferential Tripping and Sequential Restarting
Sequential Starting
After a blackout the following auxiliary machinery

will be restarted sequentially when power is restored:
First Stage
P16 No.3 Group Starter Car Hold Fans Sequence Time Setting
Preference Trips Description
Step (Sec)
Lighting Load (approx. 100kW)

Radio and Navigation Equipment
Instrumentation
Gyro
Radar
Main Engine Jacket Water Cooling Pump
1 0
Main Engine Turbocharger Lubricating Oil Pump
Exhaust Valve Drive Oil Pump
Fuel Oil Circulating Pump
Fuel Oil Supply Pump
Generator Diesel Oil Supply Pump
Steering Gear
Second Stage P17 No.3 Group Starter Car Hold Fans
Preference Trips
Central Cooling Fresh Water Pump
Central Cooling Fresh Water Booster Pump
2 5
Central Cooling Sea Water Pump
Main Lubricating Oil Pump
Feed Pump
3 10
No.1 Main Air Compressor (If On Duty)
No.3 Engine Room Supply Vent Fan

4 15 Working Air Compressor
Cooling Fan For Working Air Compressor
No.2 Main Air Compressor (If On Duty)
P16 and P17 No.3 Group Starter Car Hold Fans
Forced Trip P25M1 Stern Thruster Heavy Fuel Oil Transfer Pump
Fresh Water Hydrophore Pump
5 20 No.3 Main Air Compressor (If On Duty)
P25M2 Stern Thruster Hydraulic Oil Pump Provision Refrigeration Compressor

2.13.7 Preferential Tripping and Sequential Restarting Sequential Restart The following will start after 15 seconds:
When normal power is restored after a blackout, all essential machinery in No.3 engine room supply vent fan
Preferential Tripping
service before the blackout will be started automatically when the main Working air compressor
The power management system matches the generator capacity to the power switchboard has regained power. Motors that were selected for duty before the
blackout will be automatically returned to duty when power is restored. If the Cooling fan for working air compressor
requirements of the vessel. However, should an overcurrent occur for any main
generator, non-essential services will be tripped. machinery designated for duty does not restore normal system conditions, such No.2 main air compressor (if on duty)
as pressure, within a preset time, the standby motor will cut in automatically.
If the current on a running generator exceeds 105% (1,970A) for a period of 10 If power is only restored to the emergency switchboard, motors whose supply The following will start after 20 seconds:
seconds, the PMS will initiate the release of the first stage of prefer- is from the emergency switchboard will start irrespective of any previous
selection. Heavy fuel oil transfer pump
ential tripping, thereby providing protection against the overcurrent which
would otherwise trip the ACB. If the load has not reduced below 1,970A 10 Fresh water hydrophore pump
The following equipment/motors will restart immediately:
seconds after the first stage has been released the second stage of preferential No.3 main air compressor (if on duty)
tripping will be released. Accommodation and engine room lighting
Provision refrigeration compressor
Radio and navigation equipment
First stage trip consumers are identified on the switchboards by a yellow iden-
tification plate under the nameplate (P1). The following non-essential Instrumentation
consumers are included in the first preferential tripping group:
Gyro
P16 No.3 group starter panel car hold fans Radar
Main engine jacket water cooling pump
Second stage trip consumers are identified on the switchboards by a blue iden-
tification plate under the nameplate (P2). The following non-essential Main engine turbocharger lubricating oil pump
consumers are included in the second preferential tripping group:
Exhaust valve drive oil pump
P17 No.3 group starter panel car hold fans Fuel oil circulating pump
When normal conditions resume, the above breakers must be manually reset. Fuel oil supply pump
Generator diesel oil supply pump
Forced Tripping
Steering gear
Forced tripping consists of the immediate tripping of non-essential consumers.
If any on-load generator ACB trips due to an abnormal condition, several The following will start after 5 seconds:
consumer’s supply breakers are tripped immediately. In this way the remaining Central cooling FW pump
generator(s) are protected from going into an immediate overload condition.
Central cooling FW booster pump
Forced trip consumers are identified on the switchboards by a purple identifi- Central cooling SW pump
cation plate under the nameplate. The following non-essential consumers are
included in the forced tripping group: Main lubricating oil pump
The following will start after 10 seconds:

No.3 group starter panel car hold fans P16 & P17
Feed pump
P25M1 Stern thruster
No.1 main air compressor (if on duty)
P25M2 Stern thruster hydraulic oil pump

Illustration 2.13.8a Battery Charge/Discharge Board
24V Consumers
75A
I.C. Panel Board
BS1
M
30A
Spare
Main Control Console
Low Insulation 100A
Alarm
Transformers 50A Main Control

Variable 450/24V Supply System Console
Main Resistors 3 Phase Rectifiers Changeover
Switchboard A Switch
30A
Supply P11 15A TR1 Si 1
AC 450V COS1
Main Switchboard
System 1 3Ph 60Hz
10A
15A VR2 TR2 Si 2 Emergency Switchboard
System 2 Emergency 50A

Switchboard Battery V A
General Emergency
Supply EP4 Changeover Alarm System
AC 450V A Switch 10A
3Ph 60Hz
COS2 Fire Tight Door System
30A
Spare
V V
10A
A A Spare
100A 100A
No.1 Battery No.2 Battery

24V 200AH 24V 200AH

2.13.8 Uninterrupted Power Supply and Battery Systems Controls Voltage Meter Selection Switch
The radio/GMDSS equipment is backed up by its own independent Supply Breaker Operation of this selector switch enables the load or charger voltage for system
battery/UPS system. 1 or 2 to be measured on the panel voltmeter.
The charger is fitted with two 450V breakers to supply the charge/discharge
A separate 24V battery and charger system is provided for the emergency board with the main and emergency 450V supplies. When the board is fed from Operation
generator starting arrangements. this mains supply, the MSB indicator lamp is illuminated, when the board is
fed from this emergency supply, the ESB indicator lamp is illuminated. The battery charger is a fully automatic charging device which serves for the
The 24V emergency system consists of a battery charge/discharge distribution automatic charging of the 24V storage battery. In normal service, manual inter-
board, fitted in the converter room, off the radio room, backed up by two Operation Selector Switches vention is not required.
separate 24V batteries, fitted in the bridge deck battery room. This provides a
smooth changeover to a constant power source upon loss of the ship’s main or There are two changeover switches, one for the rectifier and one for the The charger has a facility to adjust the charging voltage, This however, should
emergency power. The board feeds essential machinery, navigation equipment charging mode. not be altered once the charger has been commissioned.
and emergency lighting.
The rectifier switch has 2 positions; system 1 and system 2. System 1 supplies Floating and Equalising Charge whilst in Automatic Mode
These 24V batteries are normally on a floating charge, with the rectifier the charge and discharge board from the main switchboard supply and the main
supplying the load. When the normal supply is lost, the batteries take over the rectifier. System 2 supplies the board from the emergency switchboard supply While the storage battery is fully charged, it is subjected to a floating charge.
supply of the load. and the emergency rectifier. In this condition, the charger supplies the 24V system with power. During
periods of high demand and failure of the power source, the battery will take
24V Batteries The charging mode switch has positions to float charge, charge or discharge over. A constant voltage is applied to the battery, regardless of any load, power
either number 1 or 2 battery set. or temperature variation and the charging current varies according to charged
No. of sets: 2 state thus maintaining the battery in a fully charged condition.
Battery: SY100 When the switch is set to the FLOAT position, the batteries are connected in
Capacity: 200AH parallel with the load. In this configuration, the rectifier supplies the load and If the battery has been subjected to a period of duty due to power failure and
Type: Lead acid a small charging current to the batteries. When the supply is lost, the batteries the power supply is then restored, the battery charger is automatically
Voltage (nominal): 12V each battery, 24V total take over the supply of the load. When the supply is recovered, the charger will transferred to equalising charge and this rapidly charges the battery. As soon as
Number of cells: 2 automatically recharge the batteries at a higher rate, to bring the reserve the battery becomes fully charged, it reverts to floating charge. The charge
capacity back to normal. The batteries should be set to a floating charge of performed after the recovery from a power interruption is controlled by the
24V Charge/Discharge Board Battery Charger approximately 26V. control system, which protects the battery and charging circuits from excess
current.
Manufacturer: Terasaki When the switch is set to the either of the CHARGE/DISCHARGE
Voltage (supply): 450V (equalising) positions, the battery sets are manually charged and discharged. Maintenance
Voltage (output): 24 - 30V x2 This should be performed on battery sets which have been in the float config-
Rated current: 30A x2 uration once a month. This process preserves the life of the batteries. The 24V charge/discharge board is designed for continuous operation and is
practically maintenance free. However, the unit should be kept clean and dry
The board is fed from either the main or emergency switchboard’s 450V feeder Earth Test Pushbutton and a visual inspection of connection integrity, cable condition etc, made once
sections. The board has a constant voltage thyristor controlled output which is a year. At this time the charging voltage should be checked using a high quality
fixed at 27V. If the load is suddenly increased, the current will rise but the The two earth lamps normally glow with equal intensity. If an earth is present digital voltmeter.
voltage will remain constant. on an outgoing circuit, operation of this pushbutton will cause one earth lamp
The board supplies the following essential consumers: to be partially dimmed or extinguished. Careful isolation of the outgoing All the ship’s batteries should be kept clean and dry. The battery poles and
circuits (mindful of essential consumers), will locate the faulty circuit, the connections must be kept covered with acid free vaseline. The cell voltages
IC panel board BS1 lamps returning to equal intensity once the faulty circuit is isolated. should be checked and logged once a month and the connection terminals
Main control console (2 feeds) checked for tightness once a year.
Current Meter Selection Switch
General emergency alarm system
Fire tight door system Operation of this selector switch enables the battery, load or charger current for
system 1 or 2 to be measured on the panel ammeter.
Main switchboard
Emergency switchboard

Illustration 2.13.9a Cathodic Protection System
150A Anode Reference Cell
No.12 Car Deck
450 V AC Supply No.11 Car Deck

From DSB2, T5 .6 .9 150 200
ANODE-PORT ANODE-STBD
.3 1.2 100 250
POTENTIAL 50 DC AMPERES
20
1.5
30
.0
No.10 Car Deck

0
ELECROCATALYTIC ELECROCATALYTIC
150 150
CONTROL AUX.
REFERENCE
ELECT.
0-1.5V
CHECK
0-1.5V
CONTROL
VOLTAGE
0-1.5V
ANODE
VOLTAGE
0-45V
UNDER NORMAL
PROTECTION
ANODE CURRENT
OVER
FOR LOG RECORDS

ANODE CIRCUIT INPUT
No.9 Car Deck
COLUMN -A- READ POTENTIAL METER AS IS. COLUMN -C- DEPRESS AUXILIARY BUTTON AND RECORD VALUE.
COLUMN -B- DEPRESS CONTROL BUTTON AND RECORD VALUE. COLUMN -D- READ AMMETER AND RECORD VALUE.
OPERATING INSTRUCTIONS APPEAR INSIDE FRONT PANEL
REF. ELECTRODE REF. ELECTRODE

-STBD -PORT
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

CAPAC
No.5 Car Deck
No.4 Car Deck
.6 .9 150
ANODE-PORT ANODE-STBD
1.2 100 200
.3 250
POTENTIAL 50 DC AMPERES
20
1.5
300
.0
0
ELECROCATALYTIC ELECROCATALYTIC
150 150
CONTROL
ELECT.
0-1.5V
AUX.
REFERENCE
CHECK
0-1.5V
REF. ELECTRODE REF. ELECTRODE

CONTROL
VOLTAGE
0-1.5V
ANODE
VOLTAGE
0-45V
UNDER
COLUMN -A- READ POTENTIAL METER AS IS.

NORMAL
PROTECTION
ANODE CURRENT
COLUMN -B- DEPRESS CONTROL BUTTON AND RECORD VALUE.

OVER
FOR LOG RECORDS

ANODE CIRCUIT
OPERATING INSTRUCTIONS APPEAR INSIDE FRONT PANEL

COLUMN -C- DEPRESS AUXILIARY BUTTON AND RECORD VALUE.
COLUMN -D- READ AMMETER AND RECORD VALUE.
INPUT
No.3 Car Deck

-STBD -PORT
Engine Room
No.2 Car Deck
CAPAC
150A Anodes Stern Thruster Reference Cells

Located Tunnel Located
Between Frames Between Frames
18 & 19 41 & 42
Reference Cell (Port & Starboard) (Port & Starboard)
150A Anode

2.13.9 Cathodic Protection System Operation Propeller and Rudder Stock Earthing
Maker : Nippon Corrosion Engineering Co. Ltd Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of the propeller shaft and rudder stock, they are
Type: Impressed current metal and anodes, insulated from the hull, but in contact with the sea water. bonded to the ship’s structure. In the case of the shaft, a slip ring is clamped to
Power Supply: AC 450V, 60Hz The electrical potential of the hull is maintained more negative than the the shaft and is earthed to the hull via brushes. A second set of brushes,
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control insulated from earth, monitors the shaft mV potential and this signal is fed to
The vessel is provided with an impressed current cathodic protection (ICCP) is necessary over the flow of impressed current, which will vary with the ship’s a local mV meter. To ensure efficient bonding, the slip ring should be cleaned
system. This method of corrosion protection automatically controls electro- speed, salinity and temperature of the sea water and the condition of the hull on a regular basis.
chemical corrosion of the ship’s hull structure below the waterline. Cathodic paint work. If the potential of the hull is made too negative with respect to the
protection can be compared to a simple battery cell, consisting of two plates in anode, then damage to the paint film can occur electrolytically or through the The rudder stock is earthed via a 60 mm2 flexible earth cable between the deck
an electrolyte. One of the battery plates in the electrolyte will waste away evolution of hydrogen gas between hull steel and paint. The system on this head and rudder stock to minimise any electrolytic potential across bearings
through the action of the flow of electrical current if the two battery electrodes vessel controls the impressed electrical current automatically to ensure and bushes.
are connected electrically. The metal to be protected, in this case, the ship’s optimum protection. Current is fed through 2 titanium anodes situated port and
hull, acts as the battery anode, the sea water being the electrolyte. If an external starboard in the aft part of the ship. The titanium prevents the anodes Routine checks
flow of current is impressed to reverse the normal flow in the battery, then the themselves from corroding and the anode surfaces are streamlined into the
anode now acts as a cathode and ceases to waste away. In essence, this is how hull. Fixed zinc reference electrodes, port and starboard, are used to compare a) Record the output current and all voltages on a daily basis.
an impressed current cathodic protection system functions. When a vessel is the potential of the hull with that normally found between unprotected steel
fitted with an ICCP system, the hull steel is maintained at an electrical and zinc electrodes. Sufficient current is impressed via the anodes to reduce b) Check and clean the propeller shaft slip ring and brushes every
potential more negative that the surrounding sea water. this to a level of between 150 and 250 mV. week.
For this reason, ports normally comply with the ISGOTT Recommendation Operating c) Inspect the rudder stock earth strap every month.
20.6, Earthing, Bonding and Cathodic Protection, which states that ship shore
bonding cables should be discouraged. High currents that can occur in earthing The system is completely automatic in normal use. The control and power
d) Inspect and clean the control unit cooling grills every three
cables and metallic connections are avoided. These are due to potential supply unit is located on the engine room floor, on the port side. The system
months.
differences between ship and terminal structure particularly due to the residual can be isolated by the mains circuit breaker.
potential difference that can exist for up to 24 hours after the shipboard ICCP Sacrificial Anodes
has been switched off. Electrical Installation
Sacrificial zinc anodes are provided within water ballast tanks including the
During preparations for berthing at ports where earth connections are The system consists of the controller/power unit, two reference electrodes and
fore and aft peak tanks. Sacrificial anodes are also fitted to the rudder.
mandatory by local regulation, or when bunker barges come alongside, the two 150A anodes. The system status readings should be inspected and logged
ICCP should be switched off at least 24 hours in advance. each day. The control unit is equipped with an alarm to give warning of any
system abnormalities.
Fresh Water Operation
The unit is fed from the distribution switch box DSB2, circuit T5.
When the vessel enters a river estuary the fresh or brackish water may limit the
spread of current from the anodes, due to the higher resistance of the water.
Normally this would cause the voltage output to increase to compensate for
this. This would be accompanied by very low current levels and the reference
electrode potentials may indicate under protection. However, in this system,
the output is taken care of by the control circuitry, which will automatically
return the hull to the optimum protective level when the vessel returns to sea
water.

Illustration 2.13.10a Bow and Stern Thrusters
Stern Bow
Thruster LO Thruster LO
Gravity Tank Gravity Tank
LAL LAL
Pump Unit Pump Unit

LV601 LV701
PS PS
(Set At (Set At
45kg/cm2) 45kg/cm2)
P P
Pu Pu
T T T T T T
Bridge Wing Thrusters Control Panel
LV602 LV702
Key
Stern Thruster Bow Thruster

Hydraulic Oil

2.13.10 Bow and Stern Thrusters 4. The thrust is controlled by changing the pitch of the blades. The The propeller blades are cast from high-strength nickel aluminium bronze
propeller always rotates in the same direction. As starboard and while the hub is cast from high-strength brass. The propeller shaft itself is
Bow Thruster port thrust must be equal, the blades are designed with zero initial forged carbon steel while the gears are made from alloy steel and the gear
pitch and symmetrical blade section. The thrusters have two casing is ductile iron. The thruster drive motor is coupled to the propeller hub
Maker: Kawasaki purposes. One is to keep the vessel in position in a crosswind, the unit via a flexible coupling and a universal joint.
Type: KT-187B1 other one is to turn the vessel at zero or low speeds.
Motor rated: 3,300V 1,300kW Operation
Motor speed: 1,160 rpm (Note ! When a stationary vessel is turned with a tunnel thruster, the vessel is
Propeller speed: 245 rpm also given a sideways motion. The simultaneous turning and crabbing results The thrusters can be started from their local positions, if required, which is at
Propeller diameter: 2,400 mm 4 blade in a slow longitudinal motion of the vessel; ahead when the forward thruster is the motor starters in the thruster rooms. The starter cabinets have facilities to
Blade angle, max: ±21º used and astern when the stern thruster is used. This should be kept in mind start and stop the hydraulics and the drive motors. There are also status, fault
when manoeuvring in narrow harbours.) and alarm indication lamps and controls for the room and transformer space
Stern Thruster heaters. The front panel also houses a running hour meter and motor voltmeter
(Note! The transformer for the forward thruster is only rated for 30 minutes at and ammeter.
Maker: Kawasaki full load.)
Type: KT-105B1t
Motor rated: 450V 770kW Operating Principle
Motor speed: 1,160 rpm
Propeller speed: 327 rpm In the propeller hub there is a servomotor which turns the propeller blades. The
Propeller diameter: 1,800 mm 4 blade servomotor consists of an integrated piston and an axially moving sliding
Blade angle, max: ±21.4º block.
Overview The propeller blades are connected to blade carriers by blade bolts which allow
The vessel is equipped with a bow and stern thruster. the blades to be changed, if required, within the thruster tunnel.
The forward thruster is driven by a 3.3 kV 1,300 kW electric motor. As the Pressurised oil from the controlled hydraulic solenoid is fed to the hydraulic
ship’s electrical network is 450V, a 450/3,300V 1,700 kVA air cooled servo motor through pipes in the propeller shaft resulting in the movement of
transformer is utilised to raise the voltage. This transformer is located in the the servomotor piston. The piston movement is converted into the rotary
bow thruster starter cabinets. The stern thruster is driven by a conventional movement of the blades by the sliding block.
450V 770kW electric motor.
Each blade is provided with a sealing rings to prevent water ingress to the hub
Control of the thrusters is from the central bridge console or either of the or oil leakage.
bridge wing consoles.
Lubrication
Each thruster system consists of four main parts:
The gears and bearings inside the case are lubricated by the bath method. The
1. A tunnel with propeller unit, an electric driving motor, a hydraulic
lubrication oil in the gearcase is kept at a positive pressure by the header tank
system, and an electric control system.
to ensure that in the case of leakage, oil leaks out and sea water ingress is
avoided. The subsequent loss of oil will also indicate that there is seal damage.
2. The propeller unit is driven by an electric motor at a constant speed
and single direction of rotation. The propeller is provided with
Construction
hydraulically adjustable propeller blades, which makes it possible
to vary the magnitude and direction of thrust.
The main part of the thruster is the propeller hub with the blades and the
propeller shaft. The input shaft is supported by spherical roller bearings and a
3. The stern tunnel thruster facilitates the manoeuvring of the vessel
thrust bearing while the propeller shaft is supported by two sets of spherical
to a great extent when speeds are low or zero. The stern thruster
roller bearings and a thrust bearing. The shaft rubber sleeve seals prevent water
is also a useful complement to the ship’s rudder even at higher
penetrating and oil leakage. The bevel gear is a right angle reduction gear
speeds. The thruster and the rudder together give an increased
comprising an input shaft pinion and a propeller shaft bevel gear.
steering effect.

Illustration 2.13.10a Bow and Stern Thrusters
Stern Bow
Thruster LO Thruster LO
Gravity Tank Gravity Tank
LAL LAL
Pump Unit Pump Unit

LV601 LV701
PS PS
(Set At (Set At
45kg/cm2) 45kg/cm2)
P P
Pu Pu
T T T T T T
Bridge Wing Thrusters Control Panel
LV602 LV702
Key
Stern Thruster Bow Thruster

Hydraulic Oil

Remote Control System Remote Operating Procedures Stopping the Thruster
The remote control system is used to control the pitch setting of the thruster. Control Location Selection a) Check that the thruster blade pitch is at the zero position.
The system can order both port and starboard manoeuvres by changing the Changing over the thruster control location must only be performed when the b) Set the OPERATION switch to the THRUSTER REQ position.
pitch setting while the propeller blades continue rotating in one direction. control dial position and the actual blade angle position correspond with each The main motor will stop.
The manoeuvring is performed from a control station using the control dials (at other. c) Set the OPERATION switch to the STOP position. The hydraulic
the central wheelhouse control panel) or levers (at the wing control panels). oil pump will stop and the HYDRAULIC OIL PUMP RUN lamp
When ordering thrust with the control dials or levers, the system applies the a) Select the control panel to be used for thruster control, by turning will be switched off. The thruster room supply vent fan will stop
proper pitch setting according to a predefined pitch curve, allowing the thrust the CONTROL POSITION switch at the central control panel to and the THRUSTER ROOM SUPPLY FAN RUN lamp will be
to be proportional to the lever position. the required location; PORT (port wing), W/H (wheelhouse switched off.
central) or STBD (starboard wing).
When manoeuvring, the load of the drive motor is controlled by the system d) Set the OPERATION switch to the OFF position. The CONTROL
through automatic regulation of the pitch. The maximum allowed load is b) Control will be transferred to the requested location and the SOURCE lamp will be switched off.
determined by the load limit. The blade pitch will be automatically reduced if relevant CONTROL READY lamp will illuminate at the selected
the control equipment senses that the drive motor is being overloaded. control panel. Pitch Control Operation
Only one control station can be in command at any time, either the port or Operation
starboard bridge wing or the central control panel. On each control station the The control lever or dial can be rotated approximately ±120° from the zero (12
actual pitch setting of the thrusters will be continuously indicated. o’clock) position. The propeller thrust is approximately proportional to the
The procedure for both thrusters is identical. position of the control lever, via the pitch curve.
The driving motor can be started only when the propeller blades are in the zero
pitch position, which reduces the starting torque to a minimum. a) Check that the control of the thruster at the motor starter panel in When thrust is demanded, the control system senses the difference between the
the thruster room is set to REMOTE. setting of the control lever or dial and compares this to the position of the
The central control panel has the following features: b) Check that there is adequate power available. If there are not blade pitch feedback potentiometer. The difference between the two is
enough generators on load at the main switchboard, the start will amplified and used as a signal to open the corresponding hydraulic solenoid
Selection of control location; bridge central, port or starboard wings
be delayed while the PMS starts and loads another generator. valve which will move the propeller blades in the required direction. When the
Indication of control location; bridge central, port or starboard wings blades reach the position where there is no difference between the demand
c) Ensure all electrical supplies are available. Turn the OPERATION dial/lever position and the actual blade position, the solenoid valve closes and
Control of pitch with proportional thrust command
switch to the STOP position. If all the supplies are present the the blades are held at that pitch. This is follow-up control.
Indication of pitch CONTROL SOURCE lamp and MAIN SOURCE lamps are
illuminated. The thrusters are linked to a function of the PMS that will reduce the blade
Indication of drive motor current
pitch to the half-power level (this value is adjustable), if the thrusters are on-
Start/stop of drive motor and hydraulic pump motor d) Set the OPERATION switch to the THRUSTER REQ position. load and a generator reaches an overload condition.
The hydraulic power unit will start and the HYDRAULIC OIL
Thruster emergency stop buttons PUMP RUN lamp will be illuminated. The thruster room supply Emergency Stops
Running lamps for the motors, pumps and fan vent fan will start and the THRUSTER ROOM SUPPLY FAN
RUN lamp will be illuminated. There are emergency stops for each thruster located at each bridge control
Indication of alarms for: panel.
Main motor overload e) Check that the thruster blade pitch is at the zero position. If not
the main motor cannot be started. When the blades are set at zero The emergency stop pushbutton stops the drive motor. When the drive motor
Hydraulic pump motor overload pitch the READY TO START lamp will be illuminated. is stopped, the pitch is automatically reset to zero. Indication lamps at each
Hydraulic oil low pressure control location indicate that the thruster has been stopped by the use of an
f) Set the OPERATION switch to the RUN position. The main drive emergency stop button.
Gravity tank low level motor will start and the MAIN MOTOR RUN lamp will be
Control power source failure illuminated.
Generator overload g) The thruster is now active and can be controlled by turning the
demand control dial or lever in the required direction.

Illustration 2.14.1a Domestic Fresh Water System From To
To Accommodation Accommodation Accommodation
FV21
LI LAH LI
Cooling
Air Conditioning Room on Upper Deck Fresh Water
FV12
Expansion Starboard
Tank Fresh Water
Port LAL
Tank
Fresh Water
(221m3)
Tank
(219.9m3) P FV4
FV1
Calorifier
To Aft
Mooring
Deck FV13
To Cascade Tank To Auxiliary FV5

To Chemical Boiler and Exhaust
Dosing Tank Gas Boiler Top FV26
To Boiler
Water Sampling To Fire, Bilge and GS
Cooler Pump
To Engine Room Toilet

Generator
Engine Side
(Near Turbocharger)FV27
To
Incinerator
FV25
FV
To Exhaust Gas 97
Boiler Soot
Collecting Tank FV40
To Main Engine
To Engine To Hold To Engine
Top Grating
FV43 Room Clean Bilge Room
To Engine Sewage Tank Sewage
Room Holding Tank Holding Tank
To Main FV7 Sewage
Engine Turbocharger Holding Tank
FV9
FV23
Key
FV11 FV10
Fresh Water
To Workshop Fresh
FV24 Water Domestic Hot Water
Hydrophore
FV8
Tank LAL Air
P PS
To Sludge Pump Electrical Signal
Issue: 1 2.14 Accommodation Systems - Page 1 of 21

2.14 Accommodation Systems Sterilisation by this method ensures that the water is maintained in a good Domestic Hot Water System
condition, even when stored in the tanks for a period of time. The sterilising
2.14.1 Fresh Water System silver ions are harmless to humans and do not have any effect on the chemical This system supplies the hot water to the accommodation for domestic
properties of the water. The silver ion concentration in the water leaving the purposes.
Domestic Fresh Water Pumps unit should be checked periodically, at least once each year, in order to ensure
Maker: Desmi that the unit is having the correct effect. The sterilising unit operates automat- Cold water is taken from the hydrophore outlet line and passed to the calorifier,
No. of sets: 2 ically and it changes the direction of the current flowing between the electrodes situated in the air conditioning room on the upper deck. Water is circulated
Type: CR8-60 every two minutes thus each electrode acts as anode and cathode and any wear continuously throughout the system by the hot water circulating pump. All
Capacity: 10 m3/h at 7 kg/cm2 on the electrodes is equalised. The silver electrodes should be inspected and pipes in the hot water system are lagged to prevent heat loss. Make-up to the
changed when all the silver coating has depleted. The unit will issue an alarm hot water system comes from the cold water system via a non-return valve,
Hot Water Circulating Pump when the anodes are exhausted. The dosing of the water is automatic and is set located after the hydrophone outlet, thus the hot water system is maintained at
Maker: Shinko depending on the flow of the water. the same pressure as the cold water system. The water is passed through a
No. of sets: 1 calorifier, which is either steam or electrically heated, to raise the water to the
Model: GHQ 100-2M Fresh water flowing to the storage tanks is also directed through a rehardening correct temperature.
Capacity: 2 m3/h at 5 kg/m2 dolomite filter where the necessary minerals are added to the distilled water in
order to make it suitable for drinking. Engine Room Services
Ion Steriliser
Maker: Jowa AB There are two domestic FW pumps which take suction from the domestic FW This system provides a fresh water supply to all the services in the engine room
No. of sets: 1 storage tanks. as below:
Model: Silver ion type Cooling system FW expansion tank
Capacity: 25 m3/24h The domestic FW system is pressurised at all times through a hydrophore tank.
This tank is filled by the domestic FW pumps and pressurised by air from the Oil fired boiler water washing
Rehardening Filter GS air system; at a pressure of 8 kg/cm2. As the water is used, the tank pressure
Exhaust gas boiler water washing
Maker Nippon Controls Co Ltd drops causing one of the pumps to start automatically and refill the tank. As the
No. of sets: 1 pressure increases, the pump will automatically stop. The pump cut-in pressure Purifier room (via softener)
Model: RF-2000S is set at 4.5 kg/cm2 and the cut-out pressure at 8 kg/cm2. (The hydrophore tank
After mooring deck services
Capacity: 2,000 litres/hour relief valve is set to lift at 8 kg/cm2.)
Generator engine side (near turbocharger)
Calorifier From the hydrophore tank the water flows into three systems:
Boiler water sample cooler
Maker: O.K.D. Drinking and cold water system
No. of Sets: 1 Boiler chemical dosing Unit
Model: Electrical and steam Domestic hot water system
Make-up feedwater to cascade tank
Capacity: 2 m3/h; inlet temperature 10°C Engine room services
outlet temperature 70°C Incinerator
Drinking/Domestic Cold Water System Engine room workshop
The FW generator is used to fill the two FW storage tanks via the mineraliser
(dolomite rehardening filter) and the steriliser. Normally one FW tank is in use, Main engine top grating
This system covers the cold water supply to drinking fountains and accommo-
with the second being filled or ready for use.
dation services. Main engine turbocharger cleaning
From the FW generator, the water delivery to the FW storage tanks passes
As water produced in the FW generator is distilled, this is not satisfactory for Engine room wash basin and drinking fountain
through a silver ion type sterilising unit, in which the water is dosed with
minute levels of silver ions. As the water passes between two electrodes drinking, hence the use of sterilising and mineralising units before the FW Engine room toilet
through which a small current is passed, the ions are released and sterilise the storage tanks. The pH of the water is increased to an acceptable level, between
7 - 10, making it ideal for domestic use. As the distilled water is treated before Main engine air cooler cleaning
water.
it enters the storage tanks the water sent from the hydrophore tank to all cold Main engine scavenge space fire extinguishing spray system
water taps is acceptable for drinking.
Oily water separator
General engine room services

Illustration 2.14.1a Domestic Fresh Water System From To
To Accommodation Accommodation Accommodation
FV21
LI LAH LI
Cooling
Air Conditioning Room on Upper Deck Fresh Water
FV12
Expansion Starboard
Tank Fresh Water
Port LAL
Tank
Fresh Water
(221m3)
Tank
(219.9m3) P FV4
FV1
Calorifier
To Aft
Mooring
Deck FV13
To Cascade Tank To Auxiliary FV5

To Chemical Boiler and Exhaust
Dosing Tank Gas Boiler Top FV26
To Boiler
Water Sampling To Fire, Bilge and GS
Cooler Pump
To Engine Room Toilet

Generator
Engine Side
(Near Turbocharger)FV27
To
Incinerator
FV25
FV
To Exhaust Gas 97
Boiler Soot
Collecting Tank FV40
To Main Engine
To Engine To Hold To Engine
Top Grating
FV43 Room Clean Bilge Room
To Engine Sewage Tank Sewage
Room Holding Tank Holding Tank
To Main FV7 Sewage
Engine Turbocharger Holding Tank
FV9
FV23
Key
FV11 FV10
Fresh Water
To Workshop Fresh
FV24 Water Domestic Hot Water
Hydrophore
FV8
Tank LAL Air
P PS
To Sludge Pump Electrical Signal

Procedure for Filling the Fresh Water Tanks from the Fresh Water Procedure for Operation of the Drinking/Domestic Cold Water System Procedure for Operation of the Ship Services Hot Water System
Generator
Operate the domestic FW system as in parts a) to d) above then open the Operate FW system as in parts a) to d) above then set valves as follows:
Filling the Starboard Tank hydrophore tank outlet valve FV11 to supply water to the cold FW system.
Set up the valves as follows: e) Open inlet valves to all the cold water fountain FV20.
Open Hot water outlet valve to engine room services
Position Description Valve f) Water will now be automatically supplied to this system from the
hydrophore tank.
Open FW generator distillate pump outlet valve
Closed Steriliser bypass valve FV28 g) To supply the accommodation system open valve FV12. Other
systems are supplied with cold FW by opening the valves
Open Inlet three-way cock to dolomite filter
indicated above.
Open Outlet three-way cock from dolomite filter
Procedure for Operation of the Hot Water System
Closed Dolomite filter bypass valve FV6
Open Starboard FW tank inlet valve FV2 Operate the FW system as in parts a) to d) and set the hot water system valves
as follows:
Closed Port FW tank inlet valve FV1
Procedure for Operation of the Fresh Water System via the Hydrophore (Hot water circulating pump in use)
Tank
(Starboard FW tank and No.1 FW pump in use.) Open Hot water system inlet valve from hydrophore
Set up the valves as follows: Open Calorifier outlet valve

Open No.1 HW circulating pump inlet valve
Open No.1 HW circulating pump outlet valve
Open Starboard FW tank outlet valve FV4
e) After opening the hot water system inlet valve, allow the system
Closed Port FW tank outlet valve FV3
to fill from the hydrophore tank.
f) Ensure that the hot water circulating pump is primed.
Closed No.2 FW pump suction valve FV8 g) Start the hot water circulating pump.
Closed No.2 FW pump discharge valve FV10 h) Open the steam heating supply to the calorifier, and set the system
Closed Hydrophore tank outlet valve FV11 temperature.
a) Ensure that No.1 pump is primed with water. i) Check that the system is circulating correctly and that the
temperature is maintained.
b) Start the pump, fill hydrophore tank to approximately ¾ full and
stop the pump.
c) Open the air supply valve to the hydrophore tank, raising the
pressure to 7 kg/cm2.
d) Put the pump in automatic mode at the control panel, in order that
it will cut in and cut out as required to maintain pressure in the
system and level in the tank.

Illustration 2.14.2a Domestic Refrigeration System
Ozone Generator
Vegetables
O
(+2 C)
Lobby Meat & Fish

O
O (-20 C)
(+8 C)
Dryer Panel
S S
Gas
Dryer Charging
Valve
To Atmosphere
Expansion Valve and Suction
Valve Panel
Control Panel Upper Deck
Dry Provision Store

Control Switch Panel Control Switch Panel
HP OP LP HP OP LP
DPS CPS DPS DPS CPS DPS
BFO-5 BFO-5
Compressor Compressor
Charging
Connection
Charging Key
Connection
Refrigerant Liquid
T T
No.2 Condensing Unit Refrigerant Gas
No.1 Condensing Unit
Condenser Condenser LT Cooling Water
Instrumentation
WP WP Cooling Fan
T T
Thermostat
DPS Dual Pressure Switch
CPS Low Pressure Switch

HP High Pressure Gauge
OP Oil Pressure Gauge
Low Temperature
Cooling Water LP Low Pressure Gauge

2.14.2 Domestic Refrigeration System A back pressure controlled constant pressure valve is included in the vegetable e) Open the valves for the cooling water. Check there is sufficient
rooms to prevent the temperature dropping too far below the normal set point, flow.
Introduction which would damage the provisions, should the inlet solenoid valve fail to
close properly. f) Open the compressor suction valve one turn.
Cooling for the meat/fish room and vegetable room is provided by a direct
expansion R-134A system. Any leaks of refrigerant gas from the system will result in the system becoming g) Start the compressor.
undercharged. The symptoms of the system being undercharged will be low
The plant is automatic and consists of two compressors, two condensers and suction and discharge pressures, with the system eventually becoming h) Continue opening the suction valve slowly, taking care not to
one evaporator coil in the meat/fish room and one evaporator coil in the ineffective with bubbles appearing in the sight glass. allow liquid into the compressor. Also take care to keep the
vegetable room. suction pressure above the cut out point.
A side effect of low refrigerant gas charge is an apparent low lubricating oil
Air in the cold rooms is circulated through the evaporator coils by electrically level in the sump. A low charge level will result in excess oil being entrapped Whilst running:
driven fans. in the circulating refrigerant, causing the level in the sump to drop.
i) Check the inlet and outlet pressure gauges.
The meat/fish room evaporator is equipped with a timer controlled electric When the system is charged to full capacity the excess oil will be separated out
defrosting element. The frequency of defrosting is chosen by means of a and returned to the sump. j) Check the oil level and oil pressure.
defrosting relay built into the starter panel.
During operation the level as shown in the condenser level gauge will drop. If k) Check for leakages.
Under normal conditions one compressor / condenser unit is in operation, with the system does become undercharged the whole system should be checked for
the other on standby, but on manual start up with all valves shut until required. leakage. To put the Cooler Rooms System into Operation
The plant is not designed for parallel operation of the two systems because of When required, additional refrigerant can be added through the liquid charging a) Open the refrigerant supply to one cooler room.
a risk of transfer of lubricating oil between the compressors. line, after first venting the connection between the refrigerant bottle and the
charging connection. b) Open the refrigerant returns from the cooler room.
The compressor draws R-134 vapour from the cold room cooling coils and
pumps it under pressure to the low temperature fresh water cooled condenser The added refrigerant is dried before entering the system. Any trace of c) Repeat the above for the other cooler room.
where the vapour is condensed. moisture in the refrigerant system will lead to problems with the thermostatic
expansion valve icing up and subsequent blockage.
The liquid refrigerant is returned through a dryer unit and filtered to the cold
room evaporators. Refrigeration Plant
The compressors are protected by high pressure, low pressure and low Maker: Nippon Sabroe Co Ltd
lubricating oil pressure cut-out switches. Each unit is also fitted with a No. of sets: 2
crankcase heater. Compressor type: BFO - 5
Thermostats in each room enable a temperature regulating device to operate Operating Procedures
the solenoid valves independently, so as to reduce the number of starts and
running time of the compressor. To Start the Refrigeration Plant
The air coolers convert the refrigerant as it expands into a super-cooled vapour, a) All stop valves (except the compressor suction) in the refrigerant
under the control of the expansion valves. This vapour is then returned to the line should be opened and fully back seated to prevent the
compressor through the non-return valves. pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be

When all the solenoid valves at the air coolers are closed by the room switched on at least 3 hours prior to starting the compressor.
thermostats, the low-pressure switch will stop the compressor.
c) Check that the oil level is correct.
d) Start up the cooling fans and cooling water pumps.

Illustration 2.14.2a Domestic Refrigeration System
Ozone Generator
Vegetables
O
(+2 C)
Lobby Meat & Fish

O
O (-20 C)
(+8 C)
Dryer Panel
S S
Gas
Dryer Charging
Valve
To Atmosphere
Expansion Valve and Suction
Valve Panel
Control Panel Upper Deck
Dry Provision Store

Control Switch Panel Control Switch Panel
HP OP LP HP OP LP
DPS CPS DPS DPS CPS DPS
BFO-5 BFO-5
Compressor Compressor
Charging
Connection
Charging Key
Connection
Refrigerant Liquid
T T
No.2 Condensing Unit Refrigerant Gas
No.1 Condensing Unit
Condenser Condenser LT Cooling Water
Instrumentation
WP WP Cooling Fan
T T
Thermostat
DPS Dual Pressure Switch
CPS Low Pressure Switch

Low Temperature
Cooling Water LP Low Pressure Gauge

Defrosting
The air cooler in the meat room is fitted with electrical defrosting, i.e.
evaporator and drip trays are provided with electric heating elements. The
frequency of defrosting is chosen by means of a defrosting relay built into the
starter panel. The defrosting sequence is as follows:
a) The compressor stops and all solenoid valves in the system close.
b) The fans in the meat room stop working but the fan in the
vegetable room continues the circulation of the warm air over the
coolers. In this way the cooling surfaces are kept free from ice.
c) The electric heating elements in the meat room switch on.
d) As long as the coolers are covered with ice, the melting takes
nearly all of the heat supplied and the temperature of the cooler
and the refrigerant is constantly kept near zero. When the ice has
melted, the refrigerant temperature rises in the meat room. When
the temperature reaches the set point of the defrosting thermostat,
(approximately +10°C) the heating elements are switched off.
e) The compressor starts.
f) When the coil surface temperature has gone below the freezing
point, the fans in the meat/fish room start.
The system is now back on the refrigerating cycle again. If the defrosting is not
completed at the expiration of the predetermined defrosting period, the
defrosting will be restarted by the timer and a new cycle will commence.
System Running Checks to be Carried Out at Regular Intervals
Check that the lubricating oil levels in the crankcase are normal.
Check that the lubricating oil pressure is normal.
Check that the moisture indicators are normal.
Check the suction and discharge pressures and temperatures and

investigate any unusual variations.
Check all the room temperatures and evaporation coils for any
sign of frosting.
Inboard Provisions Refrigeration Compressor - Situated in the AC Room in the Accommodation
The following conditions register in the central alarm system:
Power failure
Overcurrent trip
High pressure trip

Illustration 2.14.3a Accommodation Air Conditioning Plant
Key
Refrigerant Liquid
S
Refrigerant Gas
Steam Inlet TH
LT Cooling Water
TH
T Recirculating Condensate
S
Air
Saturated Steam
Exhaust Air Supply Instrumentation
Filter Air
Thermostat
T
TH TH T DPS Dual Pressure Switch
OPS Oil Pressure Switch

T Supply
Pre- Re- Central Air CPS Low Pressure Switch
Filter Heater
Fresh Air Heater Unit
LP Low Pressure Gauge

Rotating
'Econovent'
Condensate Outlet
Upper Deck
LP OP HP HP OP LP
CPS CPS OPS DPS DPS OPS CPS CPS
T T T T
SMC-106L
S S SMC-106L
TH TH
S Compressor Compressor S
S Heater S S Heater S
Oil Cooler Oil Cooler
T T
Condenser Condenser
LT Fresh Water
LT Fresh Water
Cooling System
Cooling System
T T
Charging Charging
Connection Connection

2.14.3 Accommodation Air Conditioning Plant The liquid R-134A is then fed, via filter drier units, to the cooling coils where Before opening the crossover valves, to prevent over charging of the system to
it expands under the control of the expansion valves, before being returned to be used, ensure that the system to be shut down is fully pumped down.
Maker: Nippon Sabroe Co. Ltd the compressor as a gas.
No. of sets: 1 Also, pump down the running unit before separating the two systems by
Compressor type: SMC-106L The compressor is fitted with an internal oil pressure activated unloading closing the crossover valves.
Condenser type: CP18-40140 mechanism which affords automatic starting and variable capacity control.
Air handling unit type: HLZ-450T To Start the Ventilation System
Capacity: 26 m3/h per person The compressor is protected by a high and low pressure cut-out switch and low
lubricating oil pressure trip. A crankcase heater is fitted. a) Check that the air filters are clean.
Introduction
Any leakage of refrigerant gas from the system will result in the system b) Set the air dampers to the outside position.
The air is supplied to the accommodation by the air handling unit located in the becoming undercharged.
AC room on the upper deck. The unit consists of an electrically driven fan c) Start the supply fans.
drawing air through the following sections: The symptoms of system undercharge will be low suction and discharge To Start the Air Conditioning Compressor
Filter pressure and the system eventually becoming ineffective.
a) All stop valves in the refrigerant line, except the compressor
Mixing chamber for fresh and recirculated air (‘Econovent’) A side effect of low refrigerant gas charge is an apparent low oil level in the suction, should be opened and fully back seated to prevent the
Preheating coil sump. A low charge level will result in excess oil being entrapped in the pressure in the valve reaching the valve gland.
circulating refrigerant gas, causing the level in the sump to drop.
Evaporator coils b) The crankcase heater on the compressor to be used should be
Reheating coil When the system is charged to full capacity, this excess oil will be separated switched on a few hours prior to starting the compressor.
out and returned to the sump.
The air is forced into the distribution trunking which supplies the accommo- c) Check that the oil level is correct.
dation. Air may be drawn into the system either from outside or from the During operation, the level as shown in the condenser level gauge will drop.
accommodation via recirculation trunking. The ‘Econovent’ is a regenerative d) Start up the ancillaries, pumps etc.
heat exchanger which transfers heat and moisture, by rotating from the recir- If the system does become undercharged, the whole system pipe work should
culating air to the fresh supply air. be checked for leakage. e) Open the valves for the condenser cooling water. Check there is
sufficient flow.
All cabin ventilation units have been adjusted to supply no more than the When required, additional gas can be added through the charging line, after
maximum air quantity assigned to the individual rooms served by the plant. first venting the connection between the gas bottle and the charging f) Open the compressor suction valve one turn.
Regulation of the air quantity is made by means of the control knob on the connection.
cabin unit and adjustment is left entirely for the room occupant to choose. In g) Start the compressor.
cold climates the temperature of each room is controlled by using the hot water The added refrigerant is dried before entering the system.
reheater installed in the ducting. h) Continue opening the suction valve slowly taking care not to
Any trace of moisture in the refrigerant will lead to problems with the thermo- allow liquid into the compressor. Also ensure the suction pressure
With heating or cooling coils in use, the unit is designed to operate on 100%
static expansion valve icing up and subsequent blockage. is above the cut out point.
fresh air supply. The ratio of circulation air may be varied manually using the
damper in the inlet trunking. Cooling water for the condenser is supplied from the low temperature fresh
water cooling system.
The inlet filters are of the washable mat type and heating is provided by coils
supplied by steam. Operation of the Air Conditioning System
Cooling is provided by a direct expansion R-134A system. The plant is The air conditioning system is designed to run with one compressor at a time
automatic and consists of two compressor/condenser units supplying the meeting the full air conditioning load of the accommodation. Capacity control is
evaporators contained in the accommodation air handling units. automatic, but for borderline temperatures capacity can be controlled manually.
The other condensing unit is on standby or available for maintenance. The system
Each condensing unit is capable of supplying 70% of the total capacity
can be crossed over by opening the common liquid and gas valves, which will
requirement and under normal conditions one compressor will be in use.
allow one compressor to supply both air handling units.
Cooling of the air is achieved by direct expansion coils. The coils are fed with
refrigerant from the air conditioning compressor as a superheated gas which is
then passed through the condenser where it is condensed to a liquid.

Illustration 2.14.3a Accommodation Air Conditioning Plant
Key
Refrigerant Liquid
S
Refrigerant Gas
Steam Inlet TH
LT Cooling Water
TH
T Recirculating Condensate
S
Air
Saturated Steam
Exhaust Air Supply Instrumentation
Filter Air
Thermostat
T
TH TH T DPS Dual Pressure Switch
OPS Oil Pressure Switch

T Supply
Pre- Re- Central Air CPS Low Pressure Switch
Filter Heater
Fresh Air Heater Unit
LP Low Pressure Gauge

Rotating
'Econovent'
Condensate Outlet
Upper Deck
LP OP HP HP OP LP
CPS CPS OPS DPS DPS OPS CPS CPS
T T T T
SMC-106L
S S SMC-106L
TH TH
S Compressor Compressor S
S Heater S S Heater S
Oil Cooler Oil Cooler
T T
Condenser Condenser
LT Fresh Water
LT Fresh Water
Cooling System
Cooling System
T T
Charging Charging
Connection Connection

Whilst Running To Shut Down the Compressor for a Prolonged Period
Check that the inlet and outlet pressure gauges are normal. If the cooling system is to be shut down for a prolonged period, it is advisable
to pump down the system and isolate the refrigerant gas charge in the
Check that the oil level and oil pressure is normal. condenser.
Check for leakages. Leaving the system with full refrigerant pressure in the lines increases the
tendency to lose charge through the shaft seal.
Compressor - Running Checks
a) Shut the liquid outlet valve on the condenser and the outlet from
The lubricating oil pressure should be checked daily. the filter.
The oil level in the crankcase should be checked daily. b) Run the compressor until the low pressure cut-out operates.
The suction and discharge pressure should be checked daily. c) After a period of time the suction pressure may rise in which case
the compressor should be allowed to pump down again until the
The temperature of oil, suction and discharge gasses should be suction pressure remains low.
checked daily, together with the motor bearing temperatures.
d) Shut the compressor suction and discharge valves.
A daily check should be kept on any undue leakage at the shaft
seal. e) Close the inlet and outlet valves on the cooling water to the
condenser.
To Stop the Compressor for Short Periods
f) The compressor discharge valve should be marked closed and the
a) Close the condenser liquid outlet valve and the outlet from the compressor motor isolated to prevent possible damage.
filter.
b) Allow the compressor to pump out the system so that the low
level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
g) Switch on the crankcase heater.

2.14.4 Miscellaneous Air Conditioning Units
Maker: Ushio Reinetsu Co. Ltd

Model: UAP-3HF4PN
Refrigerant: R22 - 2.3 kg
A package air conditioning unit are provided to supply the following spaces:
Engine control room
Workshop
It is a self-contained, comprising a fan, compressor, refrigerant circuit, filters

and controls. It is on an external cooling water supply.
Procedure for the Operation of the Package Air Conditioning Unit
Starting
a) Switch on the power for approximately 6 hours before operation

to energise the crankcase heater.
b) Open the condenser cooling water inlet and outlet valves.
c) Check for any signs of leakage of refrigerant and lubricating oil.
d) Ensure that the air filter is clean.
e) Turn the control switch to start the fan (the crankcase heater will
be de-energised).
f) Set the COOL/HEAT changeover switch to COOL.
g) Set the thermostat to mid point and allow the unit to settle down
before adjusting the thermostat further.
h) Adjust the air flow grille as required.
Shutting Down
a) Turn the control switch to the OFF position. The unit will stop and
the crankcase heater will be energised.
b) Wait approximately 15 minutes before closing the condenser

cooling water inlet and outlet valves.
Miscellaneous Air Conditioning Unit Situated in the Workshop

Illustration 2.14.5a Sewage Treatment Plant From
Infirmary Upper Deck
No. 12 Car Deck
No. 11 Car Deck
No. 10 Car Deck
No. 9 Car Deck
Shore Shore
Connection From Connection
Accommodation
(Port Side)
SOV1033
No. 8 Car Deck No. 8 Car Deck
From
Infirmary
(Port Side)
Overboard
Discharge
FV405 FV404 (Port Side)
SOV1012
From Air
Engine Room Compressor
Toilet
SOV1022
No. 4 Deck SOV1011
Chlorinator
SOV1021
Screen Control
Panel
Chlorination LAH
Aeration Tank FS
Sewage Tank
Flushing Water Treatment FS
LAH Start
From Fire Main Plant
FS
Engine Room FS Stop
Sewage Holding Tank
1.2m3
WV38 Clarification
Tank
SOV1031
FV86
ASS
From FW
System
Key Discharge Pump SOV1001
Sewage Pipes SOV1032

No. 6 Car Deck
Air
FV401
Electrical Signal
Overboard Discharge Overboard Discharge

Domestic Fresh Water (Starboard Side) (Port Side)

2.14.5 Sewage Treatment System Level Switch Operation Alarms
Maker: Sasakura Hamworthy If the discharge mode selector switch is set to the AUTO position, the pump A high-level alarm is activated if the high-level switch is not reset within a set
Type: Super Trident ST-3A will start when the high level switch is activated and stop when the low level period of time of it being activated.
Capacity: 2,310 litres/day switch is activated.
A thermal relay alarm will indicate overcurrent in the pump motor.
Basic Description and Operation Manual Operation
! CAUTION
The sewage treatment plant is a tank, divided into three compartments: If discharge is required below the low-level switch position, the pump can be Discharge overboard should not take place within 12 nautical miles of the
started manually by setting the mode selector switch to HAND and pushing the coast.
1. Aeration Compartment START button. Discharge will continue until the low level switch is activated,
or until the pump is manually stopped.
The incoming sewage enters the aeration compartment, where it is digested by
aerobic bacteria and micro-organisms. This is assisted by the addition of ! CAUTION
atmospheric oxygen delivered by the compressors. The resulting CO2 is Running the pump dry will damage the pump.
emitted through the vent pipe and the water and bacteria cells are displaced
into the settling compartment.
2. Clarification Compartment
Here the bacteria settle out and are returned to the aeration compartment via
the airlift tube. The tube takes its supply from the bottom of the compartment,
which via a visual pipe, allows a check to be made on the returning sludge. The
sloping sides prevent the settled sludge from accumulating and help direct it to
the suction side of the air lift. The effluent enters the compartment through a
filter and stilling chamber. It rises through the clarifier before discharging into
the chlorine compartment through a weir at the top of the clarifier. A surface
skimmer is provided to skim off and return surface debris back to the aeration
compartment.
3. Chlorine Contact Compartment
The effluent is stored in this compartment to allow time for the chlorine to kill
off any harmful bacteria. This is achieved by chlorine tablets being added into
two tubes with the effluent passing over them. The effluent absorbs the
Sewage Treatment System Situated in
required amount of chlorine before flowing into the chlorine contact tank,
where it is finally discharged overboard. the Bosun’s Store
The discharge may be controlled manually or automatically. The control

equipment includes facilities for high level control and alarm functions using
signals from float switches fitted in the treatment tank.
The contents of the tank can be discharged:

By level switches
Manually

Illustration 2.14.6a Garbage Management Plan - I
Garbage Management Plan For Maersk
Ship Operational Garbage Cabin Garbage & Public Room Galley & Messroom Garbage
Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2/Cook
Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land 12 miles
Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 2nd Cook Work shop Motorman Cabin 2/Cook Cabin Occupant
Radio room 2nd Cook E.C.R. Motorman Cleaning gear Cleaning gear
Location of Processing of Food Waste Location of
Ships C.C. 2nd Cook Engine Store Motorman Lkr on A&C-Dk 2/Cook Locker on upp. Dk 2nd Cook Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry 2nd Cook E/R Decks Motorman Conf. room 2/Cook Crew smoking 2nd Cook
Deck stores GP2 Off. smoking 2/Cook room Inside Store 2/Cook using chafe cutter or disposer Inside galley 2/Cook
room Suez room 2nd Cook and will be disposed to the Officers mess 2/Cook
infirmary 2/Cook Gymnasium 2nd Cook sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
galley.
To Sea
Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : On Starboad Side LOCATED : On Starboad Side
Upper Dk outside Galley Upper Dk outside Galley
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning to the garbage room
as per designated duties for storage. as per designated duties for storage.

Garbage Management Plan Procedure for Storing Garbage
Designated Person responsible for the garbage management procedure is the The water tight garbage storage room, which has a storage capacity of approx-
Chief Officer. imately 36 m3, is located on the starboard side of the upper deck outside the
galley. It is to be used for the compacting and storage of all non-disposable
Appointed person responsible for separation and disposing of garbage is a materials until the next landing of garbage. A GP2 shall ensure the proper
GP2. storing of garbage, under the supervision of the Chief Officer.
At all times the Chief Officer shall be consulted for approval before disposal Procedure for the Disposal of Garbage
of garbage to the sea.
At all times reference shall be made to the requirements of Annex V of
All persons on board involved with the handling of garbage will have to be MARPOL 73/78 and the IMO Guidelines for the implementation of Annex V
familiar with the requirements of Annex V of MARPOL 73/78, and the IMO of MARPOL 73/78. This is to ensure proper separation, disposal at sea, storage
‘Guidelines for the implementation of Annex V of MARPOL 73/78’. on board and landing to shore or barge, all of which shall be logged in the
vessel’s Garbage Log Book.
Procedure for Collecting Garbage
Each cabin and all the public rooms are provided with 2 bins for garbage. The
occupant must separate the garbage and place plastic in one and paper and
other disposable materials in the other.
When necessary, full bins will be emptied into large receptacles located in the
cleaning gear lockers on each deck.
A GP2, 2nd cook and Motorman will each morning collect the garbage, check
that it is properly separated, and take it to the watertight garbage storage room.
Paper and other non-disposable materials will be disposed of at sea, according

to and in compliance with the requirements of Annex V MARPOL 73/78 and
the IMO ‘Guidelines for the implementation of Annex V of MARPOL 73/78.
Plastic and other non-disposable materials will be compacted and stored on

board until the next landing of garbage.
Procedure for Processing Garbage
There is a disposer in the galley, in which all disposable leftovers will be

accumulated and washed into the sea, in compliance with the requirements of
Annex V of MARPOL 73/78 and the IMO ‘Guidelines for the implementation
of Annex V of MARPOL 73/78’.
The 2nd cook is responsible for the operation of the equipment.

Illustration 2.14.6a Garbage Management Plan - 2
Storing Garbage In Garbage Room (Located On Starboard Side Upper Deck Outside Galley)
Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage 1.Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery & similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse
6.Waste oil 2.Incinerator ash
Collected By
GP2
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to incinerator 1.Under the supervision of C/O 1.Under the supervision of C/O
2.Obtained permission from Bridge 2.All Disposals to be recorded in the
3.All Disposals to be recorded in the garbage log
garbage log
Incineration
By GP2 By GP2 and assisted by GP1
Under supervision
of 2/E
To Sea To land ashore

Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
Motorman

2.14.6 Incinerator and Garbage Disposal The special areas are as follows: Dry waste from the accommodation is collected in the waste management
room, shredded, and then transported to the incinerator room for burning.
The Mediterranean Sea
Incinerator
The Baltic Sea Dry waste from the engine room is taken directly to the incinerator room.
Maker: Atlas
Type: Maxi 150 SL WS The Black Sea Non Combustible Dry Waste
The Red Sea Combustible dry waste production for approximately 50 people is given as
The incinerator can burn solid garbage waste and engine room sludge oil. approximately 20 kg per day or 80 to 100 litres per day without compacting.
The Persian Gulf
Diesel oil can be burned to assist the total combustion when required. Non combustible waste from the accommodation is collected in the waste
Garbage Outside Special Areas management room before overboard dumping or discharge ashore.
It is capable of burning 88 litres of sludge per hour and 230 kg per hour of Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
compacted solid waste. Other Waste
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
The primary combustion chamber is fitted with a loading door to admit Oily rags may be burnt in the incinerator in small quantities.
garbage and a slag door to allow removal of ash and slag when incineration is Paper, rags, glass, bottles, crockery and other similar materials are allowed
completed. The secondary combustion chamber is for completing the burning over 12 miles offshore. Cans that have contained oils or chemicals must be stored in the incinerator
of the gases before they pass up the flue. room before discharge ashore.
All other garbage including paper, rags etc. are allowed over 3 miles offshore.
Flue gasses from the incinerator are vented via the exhaust ducting/funnel to Food waste can be disposed of in all areas over 12 miles off shore. Incinerator ash must be stored on board in the location of a special site if less
the atmosphere. than 12 miles offshore. Otherwise the ash can safely be dumped overboard.
Due regard should also be taken of any local authority, coastal, or port
Control of the incinerator, the diesel oil pumps, waste oil circulating pump and regulations regarding the disposal of waste. To ensure that the annex to Marpol Procedure for the Operation of the Incinerator
combustion chamber fans are from the local control panel. 73/78 is complied with, waste is treated under the following cases:
Before Starting
Food waste
Provision is provided for local indications of flue gas and combustion chamber a) Turn the main switch to the ON position.
temperatures together with a flue gas high temperature alarm. Combustible dry waste, plastic and others
Non combustible dry waste b) Turn the power switch ON. The green light indicates the status for
Alarms and Trips this switch.
The following conditions trip the incinerator: Other waste,including oily rags and cans, chemical cans and
incinerator ash c) Inspect the combustion chamber for foreign objects and ash or
Flue gas temperature high slag, and remove these if necessary.
Combustion chamber temperature high Garbage Disposal Procedures
d) Check the combustion chamber air inlets are clear.
Low blower pressure Food Waste
e) Check that the photocell is clean.
Diesel oil pressure low Food waste production for approximately 50 people is given as 15 to 25 kg per
day or 75 to 125 litres per day without compacting.
Flame failure f) Check the condition of the refractory.
Primary blower - thermal overload The daily food waste produced is collected in bags in the galley and
g) Check the condition of diesel oil burner.
transported by hand to the waste management room. The waste is compacted
Summary of Regulations before transfer to the incinerator room for burning. This room is located on 'A'
h) Check the condition of the sludge burner.
Annex V of Marpol 73/78, the regulations for the prevention of Pollution by deck in the engine room spaces.
Garbage from Ships, controls the way in which waste material is treated on Solid Waste Burning
Combustible Dry Waste
board ships.
a) Close the sluice (doors).
Dry waste production for approximately 50 people is given as approximately
Although it is permissible to discharge a wide variety of garbage at sea, 30 kg per day or 1000 to 1500 litres per day, without compacting.
preference should be given to disposal utilising shore facilities where b) Turn the flue gas fan switch ON.
available. A summary of the garbage disposal regulations are given next. The volume can be reduced by a factor of 5 by shredding or compacting the
waste. The green switch light and the green running light indicates that the fan is
running.

Incinerator Unit

c) Turn the flue gas damper, man/auto switch to the AUTO position. The incinerator starts on diesel oil stage 1 and 2. The green indicating lights Slagging
for nozzle 1 and 2 will indicate the status for the diesel oil burners.
The combustion chamber pressure will be automatically adjusted to approximately a) Ensure that all solids are extinguished.
minus 24 mm w.g. Two green indicating lights indicate the damper operation When the combustion chamber temperature exceeds the start temperature for
(opening/closing). sludge burning (600°C) the sludge dosage valve starts and runs steadily at this b) Start the flue gas fan.
speed. The green indicating light for sludge will indicate the status for the
d) Turn the diesel oil burner switch to position 1 (stage 1), and the sludge burner. At the same time the diesel oil stage 2 will close. c) Turn the flue gas damper man/auto switch to the MAN position.
burner programme will start. When the combustion chamber temperature exceeds the next level (850°C) the d) Use the CL/OP switch to close the flue gas damper.
diesel oil burner stage 1 will close, and the burner will operate on sludge only.
The green switch light indicates that the burner motor is running. With mainly
dry waste, the burner must run at this stage. After approximately 5 minutes the frequency inverter will increase the dosage e) Open the doors and remove the ash and slag.
valve speed very slowly. The frequency inverter is controlled by a temperature
e) If more heat is needed, turn the switch to position 2 (stage 2), and controller which will try to keep the flue gas temperature around 350°C. The Solids not incinerated like cans etc. can remain in the combustion chamber and
stage 1 and 2 will burn at the same time. dosage valve speed is indicated in Hz on the frequency inverter display. will be incinerated next time the unit is in operation.
The green indicating lights for nozzle 1 and 2 indicate the status for the diesel e) When burning sewage sludge or sludge with a very high water (Note ! The combustion air inlets in the bottom must be inspected and cleaned
oil burners. content, more heat is required. Turn the sludge burner switch to daily, or whenever ashes are removed.)
position 1.
f) Open the sliding door on the sluice housing, put the waste into the (Note ! Careful heating and cooling is required in order not to damage the
sluice and close the sluice door properly. Wrench the sluice The incinerator starts in the same manner as for auto. position, but when the refractory.)
gripping bar, rotate the sluice to its end stopper so that the trash sludge burner starts the diesel oil burners will keep on burning and there will
bag will fall into the combustion chamber and rotate the sluice be no automatic regulation of dosage valve speed. Maximum: Flue gas temperature is 400°C
back to its normal position. The feeding operation may then be For position 2 and 3 of the sludge burner switch, the incinerator operates in the
repeated after checking the available space in combustion same manner as for auto. position, but with no automatic regulation of dosage Maximum: Combustion chamber temperature is 1200°C
chamber. valve speed. Position 2 gives approx. 12 Hz, and position 3 gives approx.14
Hz. Normal: Flue gas temperature in operation is 200°C - 350°C
(Note ! The waste bag dimension must be smaller than the sluice to prevent
jamming. (300 x 400 mm)) If the sludge circulating pump stops due to low level in the sludge tank (the Normal: Combustion chamber temperature in operation is 850°C - 1200°C
If sludge and solid waste is to be burned simultaneously, see section on sludge tank is empty), the sludge dosage valve stops. The indicating light for sludge
burning below. circulating pump and sludge burner reverts to OFF. After the cooling time of Emergency Stop
approximately 4 hours, the flue gas fan will stop.
! CAUTION Incinerator Panel
Oily rags and separator sludge must be loaded in small quantities only f) To stop the sludge burning, turn the sludge burner switch to the
(approx 1.5 kg per loading) and must not be present in the combustion OFF position.
a) Turn the power switch to the OFF position.
chamber unless the flue gas fan is running. After the cooling time of approximately 4 hours, the flue gas fan will stop.
b) The burner, fan and pump stops.
Sludge Burning Stopping
a) Heat up the sludge and drain off water from the sludge tank. Engine Control Room Console
a) Check that all the solid waste is extinguished.
b) Turn the sludge circulating pump switch ON. a) Push the EMERGENCY STOP switch.
b) Turn off the switches for the burner and flue gas fan.
The green switch light indicates that the pump is running.
b) The burner, fan and pump stops.
After the cooling time, the flue gas fan will stop and the indicator for the door
c) Check the sludge pressure on the sludge circulating line (normally will light.
0.5 to 1 bar). (Note ! If combustion chamber temperature is above 200°C or waste is still
c) The door may now be opened. burning, start the flue gas fan as soon as possible.)
d) Turn the sludge burner switch to the AUTO position.
The flue gas fan starts, indicated by green switch light and the green running
light. The burner programme starts, and the green switch light in the diesel oil
burner switch indicates that the burner motor is running.

Part 3
Main Machinery Control

Illustration 3.1.1a Integrated Control and Monitoring System Block Diagram
TMA/TM Central Unit CPU Rack 1 EMB-3000S
CRT Unit
Clock Generator Memory Module DC/DC
TM Converter GDT-1000
I/V V/I
Sender EMB-3301A
Converter Unit
Box
ECD-531
CPU Module
EMB-3301A
A/D Converter
Sender Unit
CRT Unit
Serial Interface Module
ECB-121 GDT-1000
Deck Equipment
Pressures, EMB-3201
TMA
Temperatures,
Sender
Levels etc
Box
CPU Module Lamp Driver Unit
EMB-3401A Bridge
TMA
Sender Buzzer Signal Circuit
CRT Unit
Box
Master Unit CPU Rack 2 EMB-3000S
GDT-1000
Memory Module DC/DC

ECA-804 Converter
TM EMB-3301A
Sender Bridge Remote Alarm
Box Handling Panel
Chief Engineer's Office
Engine CPU Module

CRT Unit
Pressures, TM
Temperatures, Sender EMB-3301A
GDT-1000
Levels etc Box
Serial Interface Module

SCC Remote Alarm
EMB-3201
Handling Panel
CPU Module
EMB-3401A Alarm Printer Log Printer
Main Switchboard Group Starter Panel

Power Supply
External Alarm System
AC Supply Unit
System
Components
DC Supply
Issue: 1 3.1 Integrated Control and Monitoring System - Page 1 of 15

3.1 Integrated Control and Monitoring System Alarm condition detection and activation is handled by the main control unit
located in the ECR. This also provides visual displays of the alarm conditions
3.1.1 System Overview which exist, or have been cancelled or corrected. Remote visual display units
in engineer’s cabins, on the bridge and in other areas enable the alarm
Maker: Terasaki Electric Co. Ltd. conditions to be read, thus the duty engineer is able to assess the situation
Type: WE10CV3 before arriving in the ECR. A limited number of alarm conditions are
displayed but the printer connected to the system automatically prints a log of
Main System Components all alarms and the responses to them.
Main engine remote control and safety system WE10CV3 Control Console and Monitoring System
Bridge manoeuvring system
The system provides an overview of the machinery space alarm, control and
Main control console monitor system (WE10CV3) monitoring information with cathode ray tube (CRT) displays being available
Power management system at a number of locations. Colour CRT units, with operating keyboards, are
located in the engine control room (two units), on the bridge and in the Chief
The main engine remote control and safety system and the bridge manoeuvring Engineer’s office. Information can be displayed in tabular form and in
system are described in section 2.1.2 which deals with main engine control and graphical form should that be required. Information is requested by the
manoeuvring. operator via commands at the keyboard using the interactive menu system.
System Overview The control system deals with the starting of pumps and other items of back-
up equipment, as and when required, in addition to the starting and stopping of
The UMS system is part of the monitoring and control system and it enables electrical generators via the power management system. Main engine and other
alarms to be sounded at any chosen location, thus allowing the duty engineer system temperatures are also controlled by the system.
to move freely through the accommodation spaces and be made aware of an
alarm condition in the machinery space. The alarm will sound in the cabin of Operating systems are monitored continually and any parameter which moves
the duty engineer, in public rooms, in the machinery spaces, the engine control outside of set limits will activate an alarm. The alarm is brought to the notice
room and on the bridge. In addition to the audible alarm, a flickering light will of the engineers by means of audible and visual signals but it also is indicated
be activated in the engine room and steering compartment, whilst flickering on the CRT alarm screen and printed on the alarm printer. Subsequent action
lights are illuminated on indicator panels on the bridge, in the ECR and in the in dealing with the alarm is reported on the CRT screen and the printer. An
accommodation. On the bridge the alarm buzzer can be silenced by pressing alarm log may be requested indicating all alarms during a particular period of
the buzzer button but the flickering lamp will stay illuminated. time.
When the alarm is activated the buzzer will remain active for 3 seconds until The interactive menu enables the operator to see trends in various machinery
the alarm is acknowledged by the duty engineer. The buzzer in the Chief parameters, and to change the interval at which sampling takes place or the
Engineer’s office can be switched off and so the buzzer will not sound during display scale.
an alarm condition but the lamp will be illuminated. The lamp will stay
illuminated in the duty engineer’s cabin, on the bridge and in the public rooms
until the duty engineer has cancelled the alarm condition in the ECR.
If the alarm is not acknowledged in the engine room within 3 minutes the horn
will sound in the engineer’s alleyway unless the buzzer stop has been pressed.
If the emergency call button is pressed in the ECR the alarm sounds in the off
duty engineer’s rooms, on the bridge and in the public rooms. The fire alarm
will sound in all spaces.

3.1.2a Operator Station
Operator Station

3.1.2 Operator Stations Procedures for Function Key Operation f) The screen display can be terminated by pressing the CRT
CLEAR key. When the trend group index or trend display screen
The system is based upon two Central Processor Unit (CPU) modules, each of F3 Bar Graph Index Screen Display are visible, the pressing of another function key will bring up the
which has a separate memory module, and modules for communicating with display associated with that function key.
the transmitters associated with the monitoring transducers and the CRT a) Press F3 on the operating keyboard.
controllers. The CRT units comprise a CRT controller, a colour CRT display F10 Data List Index Key
unit and an operating keyboard. The CPUs also connect with an alarm printer b) The bar graph index is displayed on the CRT screen and the This is used to display measuring point data for all groups.
and a log printer as well as the alarm panels. The CRT units are the operator message NUMBER? in the man machine interface (MMI) area of
stations with additional input at the alarm panels in the form of alarm acknowl- the screen. a) Press F10 on the operating keyboard.
edging.
c) To select a bar graph group number for display the selected b) The data list index is displayed on the CRT screen and the
The operating keyboard is the means by which the operator communicates number of the display requested is pressed on the numeric key message NUMBER? appears in the MMI area.
with the CPUs and obtains CRT displays or printed information. The keyboard panel, followed by the enter key.
has 18 function keys, F1 to F18, and a numeric key panel with numbering 0 to c) Press the ‘+ Page’ key to display the next page of the data list
9 as well as ‘+’ and ‘-’ keys, an ‘Enter’ key and a ‘Cancel’ key. There are two (Note ! If a non-existent group number is pressed the message ERROR! will index. The ‘+ Page’ and ‘- Page’ keys can be pressed to toggle
further panels on the keyboard which contain common keys. One panel be displayed in red in the MMI area of the screen.) through pages of the data list index.
contains four arrow keys, up, down, left and right. The second common panel
houses keys for ‘System Status’, ‘Trend Pause’, ‘CRT Clear’, ‘+ Page’ and ‘- d) The ‘+ Page’ and ‘- Page’ keys may be pressed to move between d) The number of the group for which the data is required is pressed
Page’. different bar chart groups. This can only be done when a bar chart on the numeric panel followed by the return key.
is already displayed.
The use of the function keys is displayed on the keyboard name plate as (Note ! If a non-existent group number is pressed the message ERROR! will
follows: e) The screen display can be terminated by pressing the CRT be displayed in red in the MMI area of the screen.)
CLEAR key. When the bar group index or bar display screen are
F3 Bar (Bar graph display on CRT) visible, the pressing of another function key will bring up the e) The ‘+ Page’ and ‘- Page’ keys may be pressed to move between
F4 Trend (Trend display on CRT) display associated with that function key. the data pages for different selected groups.This can only be done
when a data group is already displayed.
F10 Data (Data list display on CRT) F4 Trend Index Key
F11 Alarm (Alarm summary display on CRT This is used to display the trend graph on the screen f) The screen display can be terminated by pressing the CRT
maximum of 10 pages) CLEAR key. When the data group index or data display screen
a) Press F4 on the operating keyboard. are visible the pressing of another function key will bring up the
F12 Free (Free display; maximum 4 pages)
display associated with that function key.
F16 Log Data (Log data display on CRT) b) The trend index is displayed on the CRT screen and the message
NUMBER? appears in the MMI area. F11 Alarm Summary Display Key
F17 Print Out (Print out control display) This is used to confirm and display details of an alarm point displayed on the
F18 Adjust (Adjust display parameters such as date, c) The number of the group for which the trend graph is required is CRT screen.
` time, alarming, etc) pressed on the numeric panel, followed by the return key.
a) Press F11 on the operating keyboard.
Function keys F17 and F18 do not operate at the control stations situated in the (Note ! If a non-existent group number is pressed the message ERROR! will
Chief Engineer’s office or on the bridge. be displayed in red in the MMI area of the screen.) b) In the main display area of the CRT screen the existing abnormal
(alarm) points are displayed, with the most recent at the top of the
The CRT display screen is divided into three sections. The upper section d) The ‘+ Page’ and ‘- Page’ keys may be pressed to move between screen. The alarms are listed in order of occurrence. A maximum
occupies the entire width of the screen and about 75% of the depth and is the the trend graphs for different groups. This can only be done when 10 channels (alarms) are displayed per page. If there are more
data display area. The lower 25% is the screen depth on the left is the a trend graph is already displayed. than 10 existing alarm conditions, the ‘+ Page’ and ‘- Page’ keys
man/machine interface (MMI) area and the lower 25% ,on the right, is the auto are used to toggle between the pages.
alarm display area. All data displays are in tabular or graphical form on the e) The screen will be renewed automatically after each sampling
screen. Alarms are displayed in the auto alarm display area and are updated as time and the display will be updated. If this automatic update is c) When the abnormal (alarm) points return to normal the alarm is
they occur. not required the key TREND PAUSE must be pressed. When the automatically deleted from the list and the remaining alarm points
trend pause button is pressed again the screen will be updated move upwards.
with all of the data which was sampled during the pause interval.

g) The screen display can be terminated by pressing the CRT F16 Log Data Display Key F18 Adjust Key
CLEAR key. When the alarm summary is displayed the pressing This is used to display the noon log data on the CRT. This is used to change the date and time, to display and change parameter
of another function key will bring up the display associated with measuring points, to change the trend measuring point, and to change the count
that function key. a) Press key F16 on the keyboard. value.
F12 Free Channel Display Key b) All noon log data points are displayed on the CRT screen, with a Adjust Arrangements
This is used to display, register and delete freely selected measuring points maximum of 20 data points per page.
from the data list. a) The display change switch on the front of the TMA TM central
c) Pressing the ‘+ Page’ or ‘- Page’ allows the noon log data pages box is used to change the mode, these being Normal Mode
a) Press F12 on the operating keyboard. to be toggled and displayed as required. (NOR), Change Mode (CHANGE) or Halt Mode (HALT).
b) Page 1 of the 4 possible free data display pages is displayed on the d) When the log data display is on the CRT it is possible to move to b) Normal Mode. The key switch is moved to the NOR position and
CRT. another display by pressing the appropriate function key. The if F18 is pressed the parameter display will appear. This is the
screen display can be terminated by pressing the CRT CLEAR normal screen mode except when adjusting parameters.
c) Press the ‘+ Page’ key to display the next page of the free display. key.
The ‘+ Page’ and ‘- Page’ keys can be pressed to toggle through c) Change Mode. The key switch is moved to the CHANGE position
pages of the free display. F17 Printout Control Key and if F18 is pressed the change mode will be activated.
This is used to display the log printer, alarm printer and demand log operations.
d) For registering a measured point. The message CHANNEL? is d) Halt Mode. The key switch is moved to the HALT position and if
displayed in the MMI area of the screen. The numeric key pad is a) Press the F17 key on the operating keyboard. F18 is pressed the halt mode is activated. The message HALT in
used to enter the number of the channel to be registered followed red letters appears on the right hand side of the display screen.
by pressing the return key. A maximum of 20 channels per page b) Information relating to each printer item is displayed on the
can be entered. screen. ON conditions are displayed green whilst OFF (repose) (Note ! Following a parameter change, if the switch is moved back to the NOR
conditions are displayed white. In the MMI area of the CRT position, the CPU is reset and the alarm measuring points are put to the alarm
(Note ! If a non-existent channel number is pressed the message ERROR! will screen the message INPUT VALUE? appears. The yellow cursor condition.)
be displayed in red in the MMI area of the screen. It is impossible to register mark appears at the top of the section.
the same channel on the same screen.) Adjusting the Index Display (F18 Adjust key)
c) Select the printer by moving the cursor mark using the up and
e) For registering a blank line. A dummy channel number from 0001 down arrow keys. a) By selecting change mode at the key switch and pressing the F18
to 0020 may be entered when the message CHANNEL? is d) Conditions which can be changed are as follows: key, the CRT changes to the adjust index display with the message
displayed in the MMI area. The return key is pressed. NUMBER? in the MMI area.
Log printer active ON/OFF
f) For deleting measuring points. When the message CHANNEL? is Demand log by report ON/OFF b) The numeric keys are used to key in the number channel. The
displayed in the MMI area, the number of the measuring point to number is followed by pressing the return key.
be deleted is keyed in on the numeric key pad, followed by Demand for noon log ON/OFF
pressing the CANCEL key. Setting log ON/OFF c) If a non-existent channel number is entered the message ERROR!
is displayed in the MMI area.
(Note ! If a non-existent channel number is pressed, the message ERROR!’will Alarm printer active ON/OFF
be displayed in red in the MMI area of the screen. The measuring point is Date and Time Adjusting (F18 Adjust key)
Demand log for count ON/OFF
deleted and the display moves up.)
e) The cursor mark is moved to the control point for the printer a) If number 1 is selected from the adjust index, this selects the date
g) For deleting all registered channel numbers in one display page, activity, and to turn the activity on the numeric key, 1 is pressed and time and the MMI area displays the message INPUT
the number 0000 is entered, followed by pressing the CANCEL followed by enter. The CRT screen changes to ON in the control VALUE?
key. location and the activity commences. If the activity is a demand
activity, the control automatically changes to OFF when the b) The yellow cursor mark is displayed in the [ ] box under the
h) When the free channel display is on the CRT it is possible to move activity is completed. To change a non-demand activity on or off, NEW column heading for the year item. The NOW column
to another display by pressing the appropriate function key. The the same procedure is followed with numeric key 1 being pressed represents the existing value and the NEW column the value to
screen display can be terminated by pressing the CRT CLEAR for ON, and numeric key 0 pressed for OFF. which the item is to be adjusted.
key.
f) The screen display can be terminated by pressing the CRT
CLEAR key.
c) New numbers are typed using the numeric key pad to represent f) For any item the following analogue measuring point conditions Adjusted Screens for ON/OFF Measuring and Pulse Measuring Points
the new value to be applied to the selected item. After typing the can be changed:
numbers the return key is pressed. This number is now stored in Alarm high limit If the measured value exceeds this Adjusted screens can be raised for conditions which may be switched on and
the [ ] and the cursor mark moves to the item below. The setting the alarm is activated off or put in halt mode.
procedure is repeated to change the values of the remaining items
month, day, hour and minute. On pressing the return key the Alarm low limit If the measured value falls below this The alarm print and repose group may only be put in halt mode and cannot be
information is updated in the CPY. value the alarm is activated switched off completely. For conditions which may be on or off the setting may
Timer set The alarm will activate after a 10 second time be cancelled using the CANCEL key. The yellow cursor mark is moved to the
d) It is possible to skip an item by moving the cursor mark by means interval when the high or low limit exceeds condition and the CANCEL key is pressed. The letter C appears in the [ ] for
of the up and down arrow keys. the set value measured in seconds (enter 1 for the condition and the yellow cursor moves to the next condition.
ON or 0 for OFF)
e) If another function key is pressed during or after the date and time Adjusting the Log (F18 Adjust key)
Scanning This indicates if the item is to be monitored or
changes the screen will change to that designated by the function This is used to adjust the noon log start time and report log interval time.
not. It may be On or Off
key pressed. The input data for the new date and time will be
cancelled. Normal high limit The upper value of the normal operating a) No. 3, LOG, is selected from the Adjust Index by pressing
range numeric key 3.
f) The display may be terminated by pressing the CRT CLEAR Normal low limit The lower value of the normal operating
button. The input data is stored and the new data is active. range b) The Log adjust screen will appear with the message ‘INPUT
VALUE?’ in the MMI area and the yellow cursor will move to the
Alarm print Printing of any alarm condition (enter 1 for
Adjusting Monitoring and Alarming Procedure (F18 Adjust key) [ ] in the New column of the Log Report Interval section.
ON or 0 for OFF)
This is used to change measuring point data.
Repose group The alarm may be put in repose or halt mode c) The yellow cursor mark will be displayed in the [ ] space of the
a) With the Adjust Index screen displayed, the numeric keyboard is or remain always active (enter 1 for ON or 0 New column for the Report Log Interval Time.
used to select number 2 on the index display, and the screen for OFF)
changes to monitoring and alarming. The upper bar of the display Extension alarm group The alarm output may be sent to the extension d) Insert the time interval 1, 2, 4, 8, 12 or 24 hours and press return.
indicates the channel number, the name, low, measured and high alarm group when activated. (enter 1 for ON If no log report is needed 0 is inserted. When the return key is
values, the units and the ADC count. Three other blocks on the or 0 for OFF) pressed the yellow cursor mark moves to the space below. The
screen define the setting items and these are headed Change cursor mark may also be moved by means of the up and down
Mode, Halt Mode and Information. For each item the above conditions may be changed, using the yellow cursor arrow keys.
mark and the numeric keyboard. If an item is not numeric it is either ON or
b) The cursor mark is on the number part of the upper display bar OFF. e) The log set time (the time at which the log is taken) may be set for
and the message in the MMI area indicates INPUT VALUE. any hour time between 0 and 23 using the 24 hour clock system.
g) For each condition, when the return key is pressed to enter the The log time setting is carried out in the same way as the time
c) The measuring point number for the item to be changed is typed item, the changed data is sent to the CPU, which is updated interval setting.
in using the numeric keyboard and the return key is pressed. immediately and the new data becomes active.
f) The taking of the noon log can be cancelled if desired. The cursor
d) In the change mode box, the yellow cursor mark is displayed h) Other items are selected by keying in measuring point number for mark is moved to the NOON LOG ON/OFF position and the
between the square brackets [ ] in the New column for the Alarm the item to be changed is typed in using the numeric keyboard and numeric 0 pressed followed by the return key. OFF appears in the
High Limit. The Now column represents the existing alarm high the return key is pressed. new column of the Noon Log On Off position.
limit and the value, which will be inserted in the New column will
be the limit to which the Alarm High is changed. If a new Alarm i) If another function key is pressed before the return key is pressed Repose Time Setting (F18 Adjust key)
High Limit is to be inserted, the value is typed in using the when entering data, the screen will change to that of the pressed This is used to adjust the repose timer for the repose group.
numeric keyboard, and then the return key is pressed. function key but the entered data will be lost for that entry as the
return key has not been pressed. a) No. 4, Repose Timer is selected from the Adjust Index by
e) When the return key is pressed the yellow cursor mark moves to pressing the numeric key 4.
the condition below. The up and down arrow keys can be used to j) The screen may be terminated by pressing the CRT CLEAR
move the yellow cursor mark to any condition, thus selecting only button. b) The Repose Timer screen will appear with the message INPUT
those conditions which need to be changed. VALUE?s in the MMI area.

c) The yellow cursor mark is moved using the up and down arrow (Note ! If the display scale is changed all previous data for the item will be e) The number of the channel is keyed in with the numeric keyboard
keys, and the numeric value to be applied is keyed in, followed by lost.) followed by pressing the return key. The selected channel,
the return key. together with details, is displayed in the item number selected and
f) The cursor mark is moved to the NEW column of the minimum the cursor mark moves to the space below.
d) The repose timer can be set at any point between 0 and 1600 value for the display scale, using the up and down arrow keys.
seconds. f) If it is desired to delete a trend measuring point, the procedure is
g) The message INPUT VALUE? appears in the MMI area. the same as for b) above and the cursor mark is moved to the line
e) The screen can be cleared by pressing the CRT CLEAR button. containing the channel to be deleted. To delete a measuring point
h) The minimum value is inserted using the numeric keys followed number 2 (DELETE CHANNEL) is pressed followed by return.
by pressing the return key.
Trend Setting (F18 Adjust key) g) The message SURE (0:NO 1:YES) appears in the MMI area.
This is used to adjust a trend item, change the sampling interval and scale the (Note ! The display scale for the graph is in the range 0 to 100% and inserted Pressing 0 aborts the delete procedure, but pressing 1 deletes the
graph display. values must lie in this range.) selected channel.
a) No.5, Trend, is selected from the Adjust Index by pressing the i) The cursor key is moved to the NEW column of the maximum h) The operator may return to the trend menu by moving the cursor
numeric key 5. value for the display scale. mark to SAMPLE INTERVAL and the selection list will appear in
the MMI area. Select 0:INDEX.
b) The Trend screen will appear with the message NUMBER in the j) The message INPUT VALUE? appears in the MMI area.
MMI area i) The display may be terminated by pressing the CRT CLEAR
k) The maximum value is inserted using the numeric keys followed button.
c) Key in the group number to be selected by pressing the numeric by pressing the return key.
keys followed by the return button, after the entire number has System Status Key
been keyed. (Note ! The display scale for the graph is in the range 0 to 100% and inserted This enables the condition of the system to be determined and is essentially the
values must lie in this range.) output from the system self check facility.
Sample Interval
a) The screen will change to the screen for the group selected and the Trend Measuring Point Registering The system status display gives three different outputs, System Status, TMA
yellow cursor mark is shown in the [ ] in the NEW column for Sender and TM Sender.
the Sample Interval. The current sample interval is displayed in a) Pressing the appropriate number in the Trend screen will bring up
the NOW column. the trend measuring point registering screen. This shows item System Status Display
numbers on the left hand side with spaces for channel number, Pressing the SYSTEM STATUS key on the keyboard brings up the system
b) The sample interval time options are displayed in the MMI area name, unit and scale. status display on the CRT.
with the key number for selecting that particular interval.
e.g. pressing key 1 sets the interval at 10 seconds and key 3 at 1 b) In the MMI area, the message INPUT VALUE? is displayed and Unacknowledged alarm conditions are marked with a flashing red square to the
minute. Enter the number for the time interval desired and press this allows for selection of the item number to which the channel left of the item. The alarm may be acknowledged by pressing the return key
the return key. is to be added. The numeric number of the item (a free space on and the status will then change to a steady red square.
the list) is inserted using the numeric keyboard followed by
(Note ! If the sampling interval is changed all previous sampling data for that pressing the return key. TMA Sens or Display
item will be lost.) The input data from the analogue sensor for each channel are displayed as
c) In the MMI area there are options for 1: NEW CHANNEL and 2: count values of analogue to digital converter (ADC) output.
c) Pressing return moves the cursor mark to the next line but the up DELETE CHANNEL.
and down arrow keys can also be used for moving the cursor If an unacknowledged alarm condition exists, a flashing red square will be
mark. d) Pressing the numeric key 1 followed by return selects new shown to the left of the item. Pressing the return key acknowledges the alarm
channel and the message CHANNEL? appears in the MMI area. and the flashing red square changes to a steady red square.
d) The menu is selected by pressing the 0 button followed by the
return key. TMA Sender Display
This indicates the status of all TMA units.
e) Graph Display Scale Adjust is selected in order to set the
maximum and minimum values of the graph axes. ON or OFF is displayed alongside the input address.

Illustration 3.1.3a Screen Displays
00-09-21 09:39
LOG DATA DISPLAY PAGE 1/9
CH. NAME UNIT 12:00 16:00 20:00 00:00 04:00 08:00
0102 M/E SHAFT REV COUNTER X10REV 460474 460474 460474 460474 460474
0101 M/E SHAFT TORQUE X1000NM 12 6 7 6 6 10
0103 M/E LOAD INDICATOR -2 -2 -2 -2 -2 -2
X100KW 0 0 0 0
RPM -1 -1 -1
0106 X100RPM 0 0 0 0 0 0
0107 N X100RPM 2 2 2 2 2 2
00-09-24 09:40
01 M/E CYL EXH GAS TEMP PAGE 1/2
0201 1CYL 37
0202 2CYL 38
0203 3CYL 38
0204 4CYL 38
0205 5CYL 40
0206 6CYL 39
0207 7CYL 38
0208 8CYL 37
0C 0 100 200 300 400 500 600
00-09-24 09:40
14 AUX BOILER SYSTEM PAGE 1/1
CH.NO. NAME LOW MEAS HIGH UNIT
1401 AUX BLR DRUM STEAM PRESS 4.5 5.2 7.2 BAR
1401 AUX BLR FO/WO INLET PRESS NORMAL
1401 AUX BLR F O INLET TEMP NORMAL
1401 AUX BLR F O INLET TEMP NORMAL
1401 AUX BLR W O INLET TEMP NORMAL
1401 AUX BLR STEAM DRUM LEVEL
1401 AUX BLR SHUT DOWN NORMAL
1401 AUX BLR EXH GAS TEMP 275 550 ˚C
1401 AUX BLR SOOT BLOWER NORMAL
1401 NO.1 FEED PUMP ST-BY
1401 NO.2 FEED PUMP RUN
1401 CASCADE TANK LEVEL NORMAL
1401 AUX GAS BLR DRUM PRESS 4.8 4.3 7.7 BAR
1401 AUX GAS BLR OUT TEMP 65 250 ˚C
1401 AUX GAS BLR STEAM DRUM L NORMAL

The unit number on the ordinate and CIR number on the abscissa are displayed System Configuration Calculation Functions
together with the input condition. If the input signal is open, ‘0’ will be
Mean value for exhaust gas temperature
displayed, but if it is closed ‘1’ is displayed. An unacknowledged abnormal The system is configured to provide five groups of operational functions these
unit is marked by a flashing red square to the left of the item and this may be being as follows: Mean value for main engine LO temperature
acknowledged by pressing the return button. The flashing red square then
changes to a steady red square. Display Functions Adjust Functions
Bar graph Date and time

(Note ! If the System Status Display is marked by a red square it indicates
system failure and the main CPU must be changed to the standby CPU Trend Monitoring and alarm
immediately.) Log
Data list
In the System Display Mode the screens may be changed between System Alarm Repose timer
Status, TMS Sensor Display and TM Sensor Display by using the ‘+ Page’ and Auto alarm Trend
‘- Page’ keys.
Alarm summary Self Check Functions
Pressing the CRT CLEAR key will terminate the screen display. Free CPU fail
3.1.3 Screen Displays Log data ADC abnormal
Printout control TMA system abnormal
The screen displays are available on all of the CRTs and each CRT may be
activated separately by its own linked keyboard in order to display the Adjust TMA sensor abnormal
information required at that station. Only the two operator stations in the ECR Date and time
can change information. The CRT displays on the bridge and in the Chief TM system abnormal
Engineer’s office can only display information at the command of their linked Monitoring alarm TM sender abnormal
keyboards. Log
Log Printer Abnormal
The information displayed on the CRT screens is as explained in section 3.1.2 Repose timer
Alarm printer abnormal
above. All screens are menu driven and the operator may move between Trend
screens using the keyboard. The system functions, apart from the calculation functions, may be accessed at
Parameter the CRT displays and the adjust functions may be adjusted from the keyboards
All CRT displays show alarm conditions. The operator may call up all System check in the ECR.
measured values, those having alarms being marked. Separate screens of unac-
knowledged alarms may also be retrieved. The display of measured values Log Functions
shows the upper and lower alarm limits where applicable.
Noon log
Graphical information is also available in the form of bar charts for particular Demand noon log
items (such as main engine exhaust temperatures) as well as trend information
showing the change in the measured value of that item with time, the sampling Report log
interval being selectable. Demand log
Setting log
Alarm and recovery log
Demand alarm log
Demand count log

Illustration 3.1.4a Alarms and Trips
ALARM SUMMARY DISPLAY 00-09-24 09:33

TOTAL ALARM 17 PAGE 1/2
DATE & TIME CH.NO. NAME LOW MEAS HIGH UNIT
09-24 09:28 2601 MARINE SANITATION DEVICE ABNORMAL
09-24 09:28 2506 [F] GROUP FAN ABNORMAL
09-24 09:28 2501 [A] GROUP FAN ABNORMAL
09-24 09:28 2505 [E] GROUP FAN ABNORMAL
09-24 09:28 2504 [D] GROUP FAN ABNORMAL
09-24 09:28 2503 [C] GROUP FAN ABNORMAL
09-24 09:28 2502 [B] GROUP FAN ABNORMAL
09-21 09:56 2616 ECHO SOUNDER SHALLOW W ABNORMAL
09-18 22:20 0108 M/E SHUT DOWN SHUT DOWN
09-18 16:04 0705 M/E START AIR PRESS 15.0 0.2 BAR
Alarm Summary Screen Display

3.1.4 Alarms and Trips 0503 Main engine piston cooling oil No.3 cylinder. out 70 °C No.3 Diesel Generator System
0504 Main engine piston cooling oil No.4 cylinder. out 70 °C 1102 No.3 generator engine FO inlet 4.0 kg/cm2
The alarm list is a display of all existing alarms both acknowledged and unac- 0505 Main engine piston cooling oil No.5 cylinder. out 70 °C 1103 No.3 generator engine LO inlet 4.0 kg/cm2
knowledged. If the number of alarms exceeds the screen capacity, further pages 0506 Main engine piston cooling oil No.6 cylinder. out 70 °C 1104 No.3 generator engine FO inlet 65 °C
of alarms are available and these can be called up as explained in section 3.1.2 0507 Main engine piston cooling oil No.7 cylinder. out 70 °C 1105 No.3 generator engine turbocharger exhaust gas 390 °C
above. The alarm summary is accessed by pressing the function key F11. The 0508 Main engine piston cooling oil No.8 cylinder. out 70 °C 1107 No.3 generator engine CFW out 88 °C
flashing red square to the left of the alarmed item indicates an unacknowledged 1113 No.3 diesel generator coil (R) 120 °C
alarm and when the alarm is acknowledged the square changes to a steady red. Main Engine Fresh Water Cooling System 1114 No.3 diesel generator coil (S) 120 °C
Alarm condition settings can be changed if required, this procedure is 0601 Main engine jacket CFW in 1.70 kg/cm2 1115 No.3 diesel generator coil (T) 120 °C
explained in section 3.1.2 above. 0602 Main engine jacket CFW in 90 °C
0603 Main engine jacket CFW No.1 cylinder. out 90 °C Auxiliary Boiler System
Alarms can be acknowledged at any of the two operator stations and are also 0604 Main engine jacket CFW No.2 cylinder. out 90 °C 1401 Steam drum 7.2 4.2 kg/cm2
displayed on all operator CRTs. 0605 Main engine jacket CFW No.3 cylinder. out 90 °C 1409 Exhaust gas 300 °C
0606 Main engine jacket CFW No.4 cylinder. out 90 °C
Alarm and Set Point List 0607 Main engine jacket CFW No.5 cylinder. out 90 °C Exhaust Gas Boiler System
0608 Main engine jacket CFW No.6 cylinder. out 90 °C 1413 Steam drum 7.7 4.2 kg/cm2
Channel No. Channel Name High Low Unit 0609 Main engine jacket CFW No.7 cylinder. out 90 °C 1414 Exhaust gas 250 °C
0610 Main engine jacket CFW No.8 cylinder. out 90 °C
Main Engine General and Remote Control System 0612 Main engine No.1 air cooler CFW 1.20 kg/cm2 Main Engine and Diesel Generator FO/DO System
0101 Main engine shaft torque 1210kNM 0613 Main engine No.2 air cooler CFW 1.20 kg/cm2 1601 No.1 FO tank (C) 60 °C
0102 Shaft horse power 12000kW 0614 Main engine No.1 air cooler CFW 42 2°C 1602 No.2 FO tank (S) 60 °C
0106 Main engine No.1 turbocharger 15800rpm 0615 Main engine No.2 air cooler CFW 42 2°C 1603 No.2 FO tank (P) 60 °C
0107 Main engine No.2 turbocharger 15800rpm 1604 No.2 FO tank (C) 60 °C
Main Air System 1605 No.3 FO tank (S) 60 °C
Main Engine Exhaust Gas System 0701 Main engine air start 15.0 kg/cm2 1606 No.3 FO tank (P) 60 °C
0201 Main engine exhaust gas No.1 cylinder 450 °C 0703 Main engine exhaust valve spring air 3.9 kg/cm2
0202 Main engine exhaust gas No.2 cylinder 450 °C 0704 Main engine remote control air 6.0 kg/cm2 Purifier System
0203 Main engine exhaust gas No.3 cylinder 450 °C 1701 No.1 FO purifier inlet 100 80 °C
0204 Main engine exhaust gas No.4 cylinder 450 °C Stern Tube System 1705 No.2 FO purifier inlet 100 80 °C
0205 Main engine exhaust gas No.5 cylinder 450 °C 0801 Stern tube bearing 50 °C 1709 No.1 LO purifier inlet 95 75 °C
0206 Main engine exhaust gas No.6 cylinder 450 °C 0802 Main engine thrust AH bearing 1712 No.2 LO purifier inlet 95 75 °C
0207 Main engine exhaust gas No.7 cylinder 450 °C 0803 Main engine thrust AS bearing 68 °C
0208 Main engine exhaust gas No.8 cylinder. 450 °C 0806 Fore intermediate bearing 50 °C Bilge and Ballast System
0223 Main engine No.1 turbocharger out exhaust gas 300 °C 0807 Aft intermediate bearing 50 °C 1807 Hydraulic power pack for valve 95 75 kg/cm2
0224 Main engine No.2 turbocharger out exhaust gas 300 °C 1808 Hydraulic power pack for valve 95 75 kg/cm2
No.1 Diesel Generator System
Main Engine Scavenge Air System 0913 No.1 diesel generator coil (R) 120 °C Compressed Air System
0302 Main engine scavenge air manifold 54 °C 0914 No.1 diesel generator coil (S) 120 °C 2001 No.1 main air receiver 15.0 kg/cm2
0915 No.1 diesel generator coil (T) 120 °C 2002 No.2 main air receiver 15.0 kg/cm2
Main Engine Lubricating Oil System 2003 Work air receiver 5.0 kg/cm2
0401 Main engine main LO Inlet 3.80 1.20 kg/cm2 No.2 Diesel Generator System 2003 Control air receiver 5.50 kg/cm2
0402 Main engine main LO Inlet 53 °C 1002 No.2 generator engine FO inlet 4.0 kg/cm2
0403 Main engine turbocharger LO inlet 1.10 kg/cm2 1003 No.2 generator engine LO inlet 4.0 kg/cm2 Thruster System
0404 Main engine turbocharger LO inlet 55 °C 1004 No.2 generator engine LO inlet 65 °C 2203 Bow thruster coil 120 °C
0405 Exhaust valve drive oil 4.0 kg/cm2 1007 No.2 generator engine CFW out 88 °C
1013 No.2 diesel generator coil (R) 120 °C Other Systems
Main Engine Piston Cooling Oil System 1014 No.2 diesel generator coil (S) 120 °C 2606 Cooling FW 40 °C
0501 Main engine piston cooling oil No.1 cylinder. out 70 °C 1015 No.2 diesel generator coil (T) 120 °C
0502 Main engine piston cooling oil No.2 cylinder. out 70 °C

Illustration 3.1.5a Trending
00-09-24 09:36
6 GROUP PAGE 6/6
0508 M/E PISTON C O 8CYL OUT T ˚C 2606 COOL F W TEMP ˚C
0901 No.1 D/G ELECTRIC POWER KW 0602 M/E JACKET IN TEMP C
1001 No.2 D/G ELECTRIC POWER KW 1401 AUX BLR DRUM STEAM PRESS BAR
1101 No.3 D/G ELECTRIC POWER KW
100%
0-150
0-1800
0-1800
0-1800
50
0-150
0-150
0-15.0
INTERVAL 30SEC
0
SAMPLING TIME 135 125 100 75 50 25 0MIN

3.1.5 Trending
The system can display trend graphs for different engine conditions. Trend
graphs show measured engine parameters over a period of time, allowing the
operator to see the change in a particular parameter during the trend time
period. Sampling of data for trending may take place at intervals which can be
adjusted, as explained above in section 3.1.2. The sampling intervals may be
10 seconds, 30 seconds, 1 minute, 30 minutes, 1 hour, 4 hours or 1 day. The
graph display scale can also be adjusted as explained in section 3.1.2.
Parameters or items for which trend information is required may be added to

or subtracted from the trend index. The trend graph for that item may be
obtained by pressing the function key F4, which calls up the trend index. If the
parameter called applies to all cylinders, the graphs of the parameter for all
cylinders are produced on the same screen. The sampling time is measured
along the base of the graph.
With a trend graph displayed on the screen, pressing the ‘+ Page’ or ‘- Page’
keys allows the operator to toggle through the trend graphs for other
parameters.
The trend graph screen for any particular parameter is renewed at each
sampling time, although pressing the ‘Trend Pause’ key will freeze the screen.
Pressing the ‘Trend Pause’ key again unfreezes the screen, which will then be
updated with information sampled during the freeze period.

Illustration 3.1.6a UMS System Equipment Upper Deck
Escape Hatch Machinery Deck 5

Spare
Seaman Seaman Seaman Seaman Pilot R/Office Officer
(D) (C) (B) (A) (D)
No.3 FO Tank DO Tank

Electric Spare
(P) (P)
Store Officer
DN (C)
Electrics
Room Spare
Group Starter Panel Bonded Store
Linen Locker Officer
Beer Laundry (B)
Main Switchboard (2)
Room
Dry Vegetable Room
Work Shop Provision Conference Room Archives
Spare
Group Starter Panel Officer
Meat Room (A)
Lobby &
Control Console Fish Room
UP
Control Room
Ship's
Control
DN DN Officer's Centre
Smoking
Room
Galley
Duty Crew's Officer's

Navigation & Bridge Deck Mess Mess Dining Key
Saloon
2nd Chief Deck System Extension Alarm Box
4th 3rd Engineer Engineer Radio
Engineer Engineer Bedroom Office Room Deck System Index/Control Box
Wheelhouse Engineer's Extension Panel

Deck Chief
Store Engineer
Engineer's Extension Alarm Box
2nd Bedroom
Engineer Chief
Day Room Engineer Combined Deck/Engineer's Extension Alarm Box
Day Room
Converter Extension Alarm Sounder
DN
DN Extension Alarm Sounder (Horn)
Gymnasium
Captain Extension Alarm Sounder (Bell)

Office
Control Station PC
Repeater Panel
3rd 2nd Chief Chief Captain Captain DCC Control Panel

Officer Officer Officer Officer Bedroom Day Room
Bedroom Day Room Call Panel

3.1.6 UMS to Manned Handover
The following procedures are followed when changing over to manned

operation:
Due to Alarm Initiation
a) When summoned by the extension alarm system, the duty

engineer proceeds to the engine control room (ECR).
b) Inform the bridge of manned condition and the alarm cause.
c) Switch watch-keeping control to the ECR.
d) Rectify the alarm condition, if necessary call for assistance. UMS Alarm in Officers Dining Room
Normal Handover
a) The duty engineer proceeds to the ECR.
b) Inform the bridge of manned condition.
c) Switch watch-keeping control to the ECR.
d) Examine the data logger printouts generated during the UMS

period.
e) Hand over to the oncoming duty engineer, discussing any irregu-

larities. Ideally the handover should be carried out in front of the
other engineers to provide them with continuous plant operation
knowledge.
f) Inform the senior engineer of any plant defects. He will then

decide if they should be included in the present day's work list.
g) The senior engineer delegates the work list and discusses relevant
safety practices.
h) The duty engineer should be aware of all the maintenance being

carried out and should be informed of any changes to the day’s
UMS Select Switch on Engine Control
schedule.
Room Console
i) The duty engineer can then proceed with his normal tour of
inspection.

Illustration 3.2a Engine Control Room
Escape Hatch
Electric Cable
Vent Trunking Trunking
No.3 FO Tank DO Tank

(P) (P)
Electric
Store
UP
Group Starter
Panel No.2
Main Switchboard
Workshop
Chair Chair
Group Starter
Panel No.1
Table
Main Engine
Cylinder Oil Log
Control Printer Chair Chair
Control Console Computer

Work
Station
Main Engine Printer

Control Box For MGPS
Electronic (Marine Growth Protection System)
Governor
DN
Cylinder Oil DN
Measuring Tank Control Room Safety Oil Mist
AC Vent Fan Plan Detection
Switch
Issue: 1 3.2 Engine Control Room, Console and Panels - Page 1 of 2

3.2 Engine Control Room, Console and Panels Extension alarm and duty engineer select switch
Fire alarm sub panel
The engine control room is situated on the port side of the engine room, where
all the necessary equipment and controls are located to permit the centralised Indicator lights and dials for:
supervision of machinery operations. Automatic and remote control systems
Main engine systems
are provided to allow the machinery spaces to run unattended at sea and in
port. Steering gears
It contains the following: Auxiliary and exhaust gas boilers water levels
Main engine control and operating console Alarm printer and speed log repeater
Main switchboard
The main switchboard contains:
Computer workstation
Diesel generators input and power management panels
Log printer
Main 450V and 230V power distribution panels.
Instruction books cabinet and shelves
Main engine governor cabinet
MPGS control cabinet
Air conditioning control switches
Safety plans
QMI main engine crankcase oil mist detector sub cabinet
Main engine cylinder LO control cabinet
Conference table and chairs
Coffee and tea making facilities
The main engine control and operating console contains:

Two monitor screens and operating panel
Operator stations for:
Nabco M 800 main engine governor control system
Nabco M 800 main engine safety control system
Nabco M 800 main engine control system
Main engine manoeuvring control lever
FO/DO mimic panel
Bilge system mimic panel
Engine room vent fans emergency stop
Main compressors changeover switches
Auto telephone and sound powered telephone
Auxiliary blowers control Engine Control Room Console
Issue: 1 3.2 Engine Control Room, Console and Panels - Page 2 of 2

Part 4
Emergency Systems

Illustration 4.1a Fire Hydrant System
Key
To Accommodation, Holds
and Deck Sea Water
WDV310 Fire Hydrant System
Upper Deck WDV301
Electrical Signal
Bilges
WDV WDV
24 23 Valve Locked Open
No.12 Car Deck
Valve Locked Closed

WDV WDV
42 41
No.11 Car Deck WV10 WV40
WDV WDV No.10 Car Deck To Bilge and Ballast

Stripping Eductor Fron Bilge and Ballast
60 59 WV9 Stripping Eductor
WV231
No.10 Car Deck
WDV WDV Machinery Deck (P) WV18

WV3 WV46
76 75
WV232
From Ballast
No.9 Car Deck
WV44 Pump
Machinery Deck (S)
WDV WV235 PI
90
WV17 WV16 SO
No.8 Car Deck Floor (S)
P P
WV233 Fire, Bilge and Fire, Bilge and
WDV WDV GS Pump Ballast Pump
(8.0/2.0kg/cm2 (8.0/2.0kg/cm2 CI
104 103 Floor (P) SO
x 100/200 m3/h) x 100/200 m3/h)
C
No.7 Car Deck C
WV234
To Ballast System
WV8 WV42 WV40
WDV221 WDV221 No.6 Car Deck WV38 BV113
To Sewage From Ballast System
Tank
Near Exhaust Gas BV111 WV23

Boiler Soot From Main From Direct
WV31 Collecting Tank From Hold Bilge System
Bilge System
Clean Bilge
WDV214 To Exhaust Gas Tank
P C Boiler Soot From Main
Collecting Tank Bilge System To
Eductor Central
A A Cooling
To Ballast
Pump Sea Water
WDV331 WDV312 WDV311 Pump's
Emergency Port
Fire Pump Sea Chest
WDV316 ( 72 m3/h) (High) Engine Room Floor Engine Room Floor
Sea
Chest Starboard
To Bilge
(Port Side) Sea Chest
Eductor
(Low)
WPV WPV WPV WPV
101 139 108 102
Issue: 1 4.1 Fire Hydrant System - Page 1 of 3

4.1 Fire Hydrant System Isolating valves are positioned on the upper deck to isolate the emergency
system from the engine room system, and the port and starboard side hydrants
Introduction in the holds.
The fire hydrant and wash deck system can supply sea water to: Preparation for the Operation of the Fire Hydrant System
The fire hydrants in the engine room
All hydrants are closed.
The fire hydrants on deck
Set up the isolating valves as shown in the table below.
The fire hydrants in the accommodation block
Hawse pipes
Deck
Bilge and ballast eductor
Open Engine room supply valve to deck fire main WDV301
Ballast system
Open Supply valves to hold hydrants (port side) WDV309,
The fire hydrant and wash deck system is supplied by: 306, 305,
302
Open Supply valves to hold hydrants (stbd side) WDV308,
Maker: A/S De Smisthke 307, 304
No. of sets: 1
Model: SL125-415 Closed Hawse pipes supply valve WDV314
Capacity: 200/100 m3/h
Closed Bosun’s store eductor valve WDV315
Fire and General Service Pump Engine Room
Maker: A/S De Smisthke Locked Open Fire and GS pump SW suction valve WV8
No. of sets: 1
Locked Open Fire and GS pump discharge valve WV17
Model: SL125-415
Capacity: 200/100 m3/h Closed Fire and GS pump discharge valve
to ballast system WV18
The fire and general service pump is permanently set up for the fire main Closed Fire and GS pump discharge valve to eductor WV9
service with the discharge and suction valves locked open. The fire, bilge and
ballast pump is used as a back-up pump, if required. Closed Fire and GS pump overboard discharge valve WV10
Both pumps take suction from the main sea water crossover line in the engine Closed Fire and GS pump suction from ballast system WV23
room. Closed Fire and GS pump suction from bilge system BV111
Emergency Fire Pump Closed Fire and GS pump suction from bilge tank BV113
Maker: A/S De Smisthke All of the above pumps are ready to be started remotely.
No. of sets: 1
Model: SL-80-265
Capacity: 72 m3/h
The emergency fire pump supplies the fire main only. It is an electrically
driven vertical centrifugal type fitted with a separate electrically driven
priming pump. It is situated in the emergency fire pump room, with its power
supply taken from the emergency switchboard.

Illustration 4.1b Arrangement of Isolating Valves for Car Decks
DECK / HOLD HOLD 1 HOLD 2 HOLD 3 HOLD 4

STARBOARD SIDE
No.1 CAR DECK WDV 307 WDV 308
No.4 CAR DECK WDV 304 WDV 307 WDV 308

VALVE No. LOCATION (PORT SIDE) VALVE No. LOCATION (STARBOARD SIDE)
WDV 302 WDV 304
No.11 CAR DECK WDV 304 WDV 307 WDV 308 Outside Radio Officer's Cabin Outside Galley
(Marked A) (Marked E)
No.12 CAR DECK WDV 304 WDV 307 WDV 308 WDV 305 WDV 307
Outside CO2 Room Starboard Side Midship of Passage Way
(Marked B) (Marked F)
PORT SIDE WDV 308
WDV 306
Aft of Midship Stairway Stbd Side Aft of Passage Way
(Marked C) (Marked G)
No.1 CAR DECK WDV 306
WDV 309 Forward of E.C.T.
(Marked D)

Note !
When Emergency Fire Pump is in operation, WDV 10
No.7 CAR DECK WDV 305 WDV 306 WDV 309 must be opened.
No.9 CAR DECK WDV 302 WDV 305 WDV 306 WDV 309

Illustration 4.2a CO2 Flooding System
Fire Station
Re-Release
CO2 Room
Instrument Panel
Electronic
Control Panel
PS PS PS PS PS
PS CO2 Liquid
16A Contents Meter
16B 16C 16D 16E 16F

16G 16H 16J CO2 Re-Release
2Kg CO2
Alarm
Valve
Open
4
From Air CO2 Tank

System (30.8 m3)
Engine Room
Cooling Compressor Twin
Purifier Room
CO2 Room
2Kg CO2
Local Remote
Release Box
For Purifier Room
Key
CO2
Electric Signal
Air
Plug Connection
For Air Blow Test
Issue: 1 4.2 CO2 Flooding System - Page 1 of 4

4.2 CO2 Flooding System The alarm horns and flashing lights will operate in that room/zone. Procedure in the Event of an Uncontrollable Fire in the Engine
Room/Hold Zone and Release from the CO2 Room
Maker: Unitor Denmark A/S The ventilation fans will stop.
Type: Low pressure a) Ensure all personnel have evacuated the engine room/hold zone
Capacity: 27,400 kg f) Open the outlet valve on one of the 2 kg CO2 control cylinders. and have been accounted for.
Discharge time: 15 minutes
g) Open No.1 and No.2 control valves in the release cabinet. b) Stop the main engine, generating engines and boiler (engine
The CO2 flooding system for the engine room/purifier room/cargo hold com- room).
partments consists of a 30.8 m3 tank containing 27,400 kg of CO2. This is After a delay of approximately 90 seconds the main valve (4) on the outlet line
from the CO2 tank will open. c) Operate the FO, DO and LO tank quick-closing valves (engine
located in the CO2 room, situated on the port side of the accommodation on the
room).
upper deck.
The main valve (4) will close automatically after a preset time.
d) Close and check that all doors, hatches and fire flaps are shut.
In the event of a fire in the purifier room 264 kg would be released in 2
h) Check the quantity of CO2 released from the tank by the reading
minutes. e) Break the key box glass and take out the key.
on the CO2 contents meter.
In the event of a fire in the engine room 6,341 kg would be released in 2 f) Unlock and open the doors for the ‘Pilot Valve For Main Valve’
minutes. i) If more CO2 is required, press and hold the CO2 RE-RELEASE
(16A) and the room / zone required (16B - 16J).
button.
In the event of a fire in the cargo hold compartments up to 27,322 kg would be The alarm horns and flashing lights will operate in that room/zone.
released, depending on the zone size. j) If the pneumatic system fails to operate, the main valve can be
opened manually from the CO2 room and the tank contents The ventilation fans will stop.
The system can therefore be operated from 3 positions released by hand.
1. Fire control station in the ship’s control centre (all zones). g) Open the pilot valve for the main valve 16A.
k) Do not re-enter the room/zone for at lease 24 hours and ensure
2. Near the port diesel generator (for the purifier room only). that all reasonable precautions have been taken. h) Open the pilot valve for the room/zone required.
3. In the CO2 room (all zones).
These include: After a delay of approximately 90 seconds the main valve 4 on the outlet line
WARNING Maintaining boundary inspections from the CO2 tank will open.
Due to the danger to life, release of CO2 into any space must only be
Noting cooling down rates and/or any hot spots which may The main valve 4 will close automatically after a preset time.
considered when all other options have failed and then only on the direct have been found.
instructions of the Chief Engineer, who will have consulted the Master.
l) After this period, an assessment party, donning breathing i) Check the quantity of CO2 released from the tank by the reading
Procedure in the Event of an Uncontrollable Fire in Engine Room/Hold apparatus can quickly enter the space through a door which is then on the CO2 contents meter.
Zone and Release from the Remote Control Cabinet at the Fire Station shut behind them.
in the Ship’s Control Centre j) If more CO2 is required, press and hold the CO2 RE-RELEASE
m) Check that the fire is extinguished and that all surfaces have button.
a) Ensure all personnel have evacuated the engine room/hold zone cooled prior to ventilation. Premature opening could cause re-
and have been accounted for. ignition if oxygen comes into contact with hot combustible
material.
b) Stop the main engine, generating engines and boiler (engine
room). n) Do not enter the room/zone without breathing apparatus until the
space has been thoroughly ventilated and the atmosphere proved
c) Operate the FO, DO and LO tank quick-closing valves (engine safe.
room).
d) Close and check that all doors, hatches and fire flaps are shut.
e) Open the release cabinet door for the room/zone required.

Illustration 4.2a CO2 Flooding System
Fire Station
Re-Release
CO2 Room
Instrument Panel
Electronic
Control Panel
PS PS PS PS PS
PS CO2 Liquid
16A Contents Meter
16B 16C 16D 16E 16F

16G 16H 16J CO2 Re-Release
2Kg CO2
Alarm
Valve
Open
4
From Air CO2 Tank

System (30.8 m3)
Engine Room
Cooling Compressor Twin
Purifier Room
CO2 Room
2Kg CO2
Local Remote
Release Box
For Purifier Room
Key
CO2
Electric Signal
Air
Plug Connection
For Air Blow Test

Procedure in the Event of an Uncontrollable Fire in the Purifier Room l) After this period, an assessment party, donning breathing
and Release from the Remote Control Cabinet at the Local Station apparatus can quickly enter the space through a door which is then
shut behind them.
a) Ensure all personnel have evacuated the purifier room and have
been accounted for. m) Check that the fire is extinguished and that all surfaces have
cooled prior to ventilation. Premature opening could cause re-
b) Close all the FO and DO valves, stop all the pumps and close the ignition if oxygen comes into contact with hot combustible
ventilation dampers, using the pull wires. material.
c) Break the glass in the key holder and remove the key. n) Do not enter the purifier room without breathing apparatus until
the space has been thoroughly ventilated and the atmosphere
d) Use the key to open the door. proved safe.
This will set off the alarm horns and flashing lights in the purifier room. Alarms for CO2 System
The ventilation fans will stop. The alarm positions are as follows:
e) Open the screw valve on one of the CO2 bottles. Engine room
Near port diesel generator
f) Open No.1 control valve in the box.
Near starboard diesel generator
g) Open No.2 control valve in the box. Purifier room
Control room
After a delay of approximately 90 seconds the main valve 4 on the outlet line
from the CO2 tank will open. Workshop
Engine stores
The main valve 4 will close automatically after a preset time.
Forward of main engine
h) Check the quantity of CO2 released from the tank by the reading
Cargo hold decks
on the CO2 contents meter.
One each in No.'s 12, 11, 9 and 7
i) If more CO2 is required, press and hold the CO2 RE-RELEASE Two in No. 5
button.
(Note ! There are no fire alarms on the car decks, so the CO2 alarms are
j) If the pneumatic system fails to operate, the main valve can be utilised when a drill or actual fire occurs.)
opened manually from the CO2 room and the tank contents
released by hand. Every 3 months the CO2 pipes to each zone are proved clear. This is done by
connecting up a compressed air hose to the plug provided in the discharge
k) Do not re-enter the purifier room until it is agreed the the fire has line to each zone. Outside Purifier Room - in Diesel Generators Room
been extinguished. Ensure that all reasonable precautions have Showing CO2 Cabinet and Ventilation Dampers Pull Wires
been taken.
These include:
Maintaining boundary inspections
Noting cooling down rates and/or any hot spots which may
have been found.

Illustration 4.3a Quick Closing and Remote Closing Valve System
No.1 Cylinder LO Machine Deck HFO HFO

Storage Service Settling
No.2 Tank Tank
Cylinder LO Tank
Storage (39.9m3) (28.7m3) (27.2m3)
Tank
(39.9m3) LV33
OV20 OV301
LV30
Main Engine Fire Station Electrical
LO Settling P
Tank Room
(30.6m3) PAL
LV201
Locked
Open
Diesel Oil Engine Room
Service LV35 (Shut) ONS Fire Damper
Tank Control Box
(26.3m3) (Open)
OV302
Funnel
P
Cylinder LO ONS
Measuring
Tank
LV36
Generator Engine
LO Settling
Tank
LV162
From
General Service
Air System
To
Air
No. 3 HFO Diesel Oil Horn
Floor Deck Storage Storage
Tank (Port) Tank Engine Room Cargo Hold
(133.9m3) (100.9m3)
OV251 OV250
No. 2 HFO
StorageTank
(Centre)
(1,080.8m3)
Key
OV259
Waste Oil Air
Service
Tank Lubrication Oil
(33.5m3)
OV242
OV39 Marine Diesel Oil
Waste Oil No. 3 HFO
Settling Storage Fuel Oil
Tank Tank
(33.5m3) (Starboard)
BV54 (458.5m3) Waste Oil
Issue: 1 4.3 Quick Closing and Remote Closing Valve System - Page 1 of 2
4.3 Quick-Closing and Remote Closing Valve System Oil Tank Quick-Closing Valves
Introduction Tank Valve Description Valve

Waste oil service tank Outlet valve OV39
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil
could flow to feed a fire, are equipped with air operated quick-closing valves. Waste oil settling tank Outlet valve BV54
Actuation of the quick-closing valves is from the fire control station. Air for
Main engine LO storage tank Outlet valve LV207
actuating the valves is supplied from an air reservoir situated in the electrical
telephone exchange room inside the accommodation on the main deck. Main engine LO settling tank Outlet valve LV201
Pressure in this air reservoir is maintained by a supply connection from the
Generator engine LO settling tank Outlet valve LV162
engine room general service air system, air inlet to the reservoir being via a
non-return which is locked open. The reservoir is fitted with a low pressure Cylinder oil measuring tank Outlet valve LV36
alarm transmitter. A branch off the air supply line to this reservoir is taken to
No.2 cylinder oil storage tank Outlet valve LV30
the remote control box for the engine room fire damper system.
No.1 cylinder oil storage tank Outlet valve LV33
In normal operation the supply to the tank valve is vented to atmosphere, but
DO service tank Outlet to supply pumps OV35
when the cock is opened, air is supplied to a piston which collapses the bridge
of the valve and causes the valve to close. DO service tank Outlet to transfer and
purifier feed pumps OV302
The valves are reset by first closing the air supply cock and venting the air
supply line. The valve handwheel is turned in the close direction to reset the DO wing tank Outlet to transfer and
bridge mechanism and then the valve is opened in the normal way. purifier feed pumps OV214
HFO settling tank Outlet valve OV301
The fire dampers fitted to various rooms, which can also be closed to prevent
the spread of fire, are pneumatically operated. Control air is supplied to the HFO service tank Outlet valve OV20
engine room fire damper remote control box (in the ship’s control centre) No.3 FO tank (port) Outlet valve OV251
together with the local engine room fire damper remote control box, through a
connection from the working air supply line to the quick-closing valve air No.3 FO tank (starboard) Outlet valve OV242
reservoir. Operating air for the fire dampers is supplied from the GS air system No.2 FO tank (centre) Outlet valve
through a separate line. Dampers can be closed from the ship’s control centre,
but can only be opened from the local station. They can also be closed from the
local station.
Air supply for the dampers and quick-closing valves is from the GS air system
through valve AV55.
The emergency generator diesel oil tank quick-closing valve is operated by a

directly connected wire from outside the emergency generator room.
Quick-Closing and Remote Closing Valve

System Air Receiver - Situated in the
Electrical Room in the Accommodation
Issue: 1 4.3 Quick Closing and Remote Closing Valve System - Page 2 of 2
Illustration 4.4a Fire Detection System Operating Buttons:
Indication Devices: More Alarms Sounder Silence Reset Printer
This button allows the second line When this red button is pressed, When the green button is pressed,
More Alarms of the text display to be scrolled. all alarm devices and the internal all events in the system are reset.
Red lamp illuminates when more Reveals additional alarms on the buzzer are muted.
alarms are present. system.
Text Display
(Information Window)
DYFI
Dynamic Filter Process
Fire SOUNDER SILENCE

Detectors
Red lamp sign illuminates for
an alarm condition.*
Loop
MORE ALARMS RESET
00
DEVICE(S) STILL
These lamps can be custom IN ALARM COND.
assigned. Detectors
PREWARNING
Device(s) still in alarm condition

FAULT
FUNCTIONS DISABLED
BS100 Loop
01
AUTRONICA
Amber (yellow) lamp illuminates MAINS
Detectors
when an address (detector)
is automatically disabled.
Loop
02 etc to
Prewarning Disconnection and Test Mode Switches
Amber (yellow) lamp illuminates Inside Cabinet Detectors
with a pulsating light when a
prewarning situation occurs.* Buzzer and Battery Inside Cabinet
Loop
10
Fault
Amber (yellow) lamp illuminates for
any fault. Pulsating light.*
The five element keypad consists of four arrow keys
and one 'carry-out' (enter key). The keypad is used to access Repeater Panel
Function Disabled and handle information on the system. The four arrow keys Ships Control Centre
Amber (yellow) lamp illuminates control the cursor on the control panel text display.
when any part of the system DYFI
is disabled (isolated). These keys scroll the menu and move the cursor SOUNDER SILENCE
up and down in the menu text on the text display.

RESET
These keys also scroll figures and letter values.

MORE ALARMS
DEVICE(S) STILL
IN ALARM COND.
Mains PREWARNING
Green lamp illuminates when the

FAULT
FUNCTIONS DISABLED
BS100
power is on. These arrow keys scroll the menu and move the cursor MAINS AUTRONICA
left or right in the menu on the text display.
'Carry-out' (entry) key. Selects the menu part on which the

cursor is currently pointed.
Repeater Panel
Common Fire Alarm Output 2 Minutes Delayed Engine Control Room (MCC)
Failure Output
To Engine Room Monitoring System DYFI
Dynamic Filter Process
(No Time Delay) SOUNDER SILENCE
Common Fire Alarm Output MORE ALARMS RESET
Mains DEVICE(S) STILL

IN ALARM COND.
(220 VAC)
PREWARNING
Note *Lamps go steady when

24V DC For Flame Detectors FAULT
FUNCTIONS DISABLED
BS100
"Sounder silence" button is MAINS AUTRONICA
operated. Common Fire Alarm Output For Door Release System
Issue: 1 4.4 Fire Detection System - Page 1 of 4

4.4 Fire Detection System The following indications appear on the control panel in the event of a Fire Alarm
prewarning:
Manufacturer: Autronica The following indications appear on the control panel in the event of a fire
The text display indicates the address(es) of the detector(s)
Type: BS-100/12 alarm:
which are in prewarning mode
The red FIRE indication lamp flashes and the buzzer sounds
The BS-100/12 fire detection system is a computerised, fully addressable The yellow prewarning lamp flashes and the internal
analogue fire alarm system with analogue detectors. The central control unit buzzer sounds The text display indicates the address(es) of the detector(s)
with back-up battery, operating panel and power supply is contained in a which initiated the first fire alarm. The display will also show
The display and printer will show text such as:
central cabinet on the bridge. There is a repeater control panel in the ship’s any items which may be disabled, eg, bells, sounders etc
control centre and a further repeater control panel in the engine control room. ‘PV05 ADDRESS NO. 0605
If the alarm was preceded by a prewarning alarm, the prewarning
There are 10 detector loops connected to the system. INVESTIGATE PREWARNING LOCATION’
lamp will illuminate steadily
The system uses a wide range of detectors and sensors to suit different needs If more than one prewarning event is registered, the display will change to: The display and printer will show text such as:
and conditions. It includes detectors with different alarm parameters, for ‘AL 01 ADDRESS NO. 0605’
example, ion and optical smoke detectors, heat and flame detectors, manual ‘PV07 ADDRESS NO. 0607
All sounders/fire doors/alarms/fan stops are activated
call points, short circuit isolators and timers are connected to the loop where 2 PREWARNINGS REGISTERED’
(as connected/programmed)
required. A fault in the system or a false alarm is detected immediately since
the function of the detectors and other installed loop units are automatically All active prewarnings may be seen via the menu function; ‘SHOW STATUS’
Action to be Taken in the Event of a Fire Alarm
and continuously tested. ‘PREWARNING’. Access to the menu is obtained by pressing the ENTER key
on the front panel.
Follow all precautions described in the local fire instructions. When the scene
Operation
of the fire has been investigated and the necessary action carried out, the
Action to be Taken in the Event of a Prewarning
sounders may be switched off.
The operating panel consists of a text display information window, indication
lamps, operating buttons and a five button/arrow keypad. These control items a) Follow all the precautions as described in the local fire instruc-
a) Open the control panel door.
enable the entire fire detection and alarm system to be controlled. tions.
b) Press the SOUNDER SILENCE button.
The five arrow keypad consists of four arrow keys and one ‘carry-out’ (enter) b) Open the control panel door.
key. The keypad is used for accessing system information. The four arrow keys
c) All alarm devices (including the internal buzzer) will be muted.
control the cursor on the control panel text display. c) Press the SOUNDER SILENCE button. The buzzer will give a
The red FIRE indication lamp will switch to a steady light.
short signal approximately every fourth minute as long as the
The up and down arrow keys are used for scrolling in the menu and for moving door remains open.
All alarm outputs from the control panel will be turned off when the
the cursor up or down in the menu text on the text display. The keys also scroll
SOUNDER SILENCE button is pressed.
figures and letter values when they are to be entered in the menu functions. d) The PREWARNING indication lamp will now change to a steady
light.
(Note! There are various silent alarm functions such as; day/night/master clock
The left and right arrow keys are used for scrolling in the menu and for
time controlled functions and sounder activation time delays available, see the
moving the cursor to the left or right in the menu, on the text display. e) Press the RESET button. The following text will shortly appear in
manufacturer’s manual for further information on these functions.)
the display; ‘RESET PROCEDURE IN PROGRESS WAIT .....’.
The ‘carry-out’ (enter) key selects the menu part on which the cursor currently This text will remain on the display for up to 60 seconds. The
If the MORE ALARMS indication lamp illuminates, see the next section.
points to. reset procedure is executed within this 60 second period.
d) Press the RESET button. The following text will appear in the text
Prewarning f) If the detectors have now returned to a normal condition, the
display; ‘RESET PROCEDURE IN PROGRESS WAIT.....’ This
following text will appear in the display; ‘RESET OK’
text will remain on the display for up to 60 seconds. The reset
In certain conditions, such as a rise in the detector ionisation level, a detector ‘NORMAL CONDITION’.
procedure is executed within this 60 second period.
may trigger a prewarning alarm. This may be a prelude to an actual fire alarm,
so the alarm should be thoroughly investigated. g) Close the panel door.
e) If the detectors have now returned to a normal condition, the
In the normal condition, the MAINS indication lamp will be the only indicator
‘NORMAL CONDITION’.
illuminated when the door is closed.
f) Close the panel door.

Illustration 4.4b Fire Zone Loops UP
DN
DN
DN
DN UP
Navigation and Bridge Deck Deck 7 UP DN

DN
UP
Bosun Store
Fixed
Deck
Zone 00
DN
UP DN UP
UP
DN
Zone 05 Zone 04 Zone 00

UP
Upper Deck UP
UP
DN DN
UP
DN UP
UP
DN
Deck 6 UP
UP
DN DN
Zone 00
UP
UP
DN
Zone 05 Zone 04
Deck 12
DN DN
UP UP
DN
UP
DN
DN
Deck 5
DN
UP
DN
Zone 10 UP DN UP
DN
UP
Zone 01 Zone 03 Zone 02 Zone 00
Deck 11 HFO HFO

Settling Service
Work
Shop UP
DN UP UP DN
Tank Tank
UP DN No.1
Deck 4
DN UP UP
UP UP Water Ballast
DN Tank (P)
UP DN
B.C.
Main Engine
UP UP DO
UP DN
DN Tank (S)
UP UP
DN
Zone 09 Zone 08
No.3 FO
UP
Tank
UP
UP
Zone 01 Zone 03 Zone 02

UP
DN DN
UP
DN
DN UP UP DN
Deck 10
Deck 3
UP
UP
DN DN
UP
Zone 09 Zone 08
Zone 03 Zone 02
UP UP
DN DN
UP
DN
UP UP
DN
DN
Fixed Deck Fixed Deck

Deck 9
Deck 2 DN UP
UP
DN DN
UP
Zone 07 Zone 06
Zone 03 Zone 02
UP UP
DN
UP
DN Winch
UP UP
Vent
Winch
UP
DN UP
DN
UP DN Deck 8 Deck 1
Winch
DN
UP DN
UP
Zone 07 Zone 06 Zone 01 Zone 03 Zone 02

After resetting, an address may still be in an alarm condition. This can be due c) Press the SOUNDER SILENCE button. All alarm devices Within the sub-menus are sections that can only be accessed by technical or
to mechanical damage, water damage, the presence of smoke still within the including the internal buzzer will be turned off. The red FIRE service personnel who have the required passwords. The password protected
chamber or an electrical fault. The address still in alarm will automatically be indication lamp will switch to a steady light. levels are divided into two levels:
disabled (isolated from the rest of the system). The yellow DEVICE(S) STILL
IN ALARM COND. indication lamp will illuminate and the following text will d) Press the RESET button. The following text will appear in the text Password Level 1: Operator Level
appear in the display: display; ‘RESET PROCEDURE IN PROGRESS WAIT.....’ This
text will remain on the display for up to 60 seconds. The reset Disable - Controls
‘01 ALARM ADDRESS DISABLED’ procedure is executed within this 60 second period. System - Data
‘CONTROL PANEL IN ABNORMAL CONDITION’. e) If the detectors have now returned to a normal condition, the Disable - Sounders
In this case contact technical personnel. ‘NORMAL CONDITION’. Change display and printer text
While an address is automatically disabled, the yellow DEVICES STILL IN Password Level 2: Service Level
f) Close the panel door.
ALARM COND. indication lamp will be illuminated. If the alarm condition System - Configuration
disappears, the indication lamp will turn off and the address will be automati- Faults
cally restored to the system. Service
The following indications appear on the control panel in the event of a fault.
Change control, alarm and disable group outputs
More Alarms The yellow FAULT indication lamp flashes and the internal
buzzer sounds Further, more detailed information on facilities available within the sub-menus
The following indications appear on the control panel in the event of more can be found in the manufacturer’s manual.
alarms: The text display upper line indicates the nature of the fault;
FA indicates a loop or detector fault, SF indicates a system fault
The red FIRE indication lamp flashes and the internal
buzzer sounds If more (multiple) faults are present on the system, the display will indicate the
Weekly Test Procedure (10% Detectors for Each Loop)
The red MORE ALARMS indication lamp illuminates latest extra fault and label it ‘FAULT 2’ etc.
The text display upper line indicates the first address in alarm. Action to be Taken in the Event of a Fault MAIN MENU
The lower text line will indicate the last address in alarm
a) Press the SOUNDER SILENCE button.
The prewarning lamp flashes. If the alarm was preceded by a
pre-alarm, the prewarning lamp will illuminate steadily b) The internal buzzer is muted and the yellow FAULT indication
The display and printer will show text such as: lamp will switch to a steady light. SERVICE FROM FRONT
‘AL 01 ADDRESS NO. 0605
‘AL 03 ADDRESS NO. 0608 c) Note the fault text indicated in the display and file the printout
from the printer.
All sounders/fire doors/alarms/fan stops are activated
(as connected/programmed) d) Contact technical or service personnel. ENTER CODE ENTER NUMBER
AND REPEAT
Action to be Taken in the Event of a ‘More Alarms’ Situation Menu Structure
Follow all precautions described in the local fire instructions. When the scene The main menu is accessed by pressing the MAIN MENU button. It consists ADDRESS FINISHED
of the fire has been investigated and the necessary action carried out, the of the following sub-menus: CONTROL
sounders may be switched off.
Out/In control: Disable and restore addresses, zones etc
a) Open the control panel door. Show status: Alarms, warnings etc
LOOP PRINT
Test: Test the panel facilities, sounders etc
b) Press the MORE ALARMS button. The first press will indicate
the second alarm address on the text display lower line. The System: Sensitivity, configuration, data etc
second press will indicate the third alarm address etc.
Feed Paper: Printer
Service: Reports, disabling/restoring, address and data control

4.5 Safety Systems Illustration 4.5.1a Fire Fighting Equipment
- Navigation and Upper Deck Accommodation
4.5.1 Fire Fighting Equipment
x2 x2 x2 x2 x2 x2 x2 x2
x2 P
P CO2 CO2
9L 12 2 5 P P P 9L 12
OS 25 12 6
x2
CO2 Room Spare

P
Seaman Seaman Seaman x2
9L 12
(B) Pilot R/Office Officer
BZ
Seaman (C) (A)
Crew's (D) (D)
Tally Office Day Room x2
Infirmary
Toilet Spare
Officer x2
P (C)
Deck 9L 12
Store Electrics
x2
P BZ M Cleaning
UP Room
9L 12 Fire Gear
Suez Locker Bonded Store Spare
Crew Linen Locker Officer x2
Upper Deck P
Beer Laundry (2) (B)
P 9L 12 Room
9L 12 Dry Vegetable Room x2
M
Provision
Archives Spare
Ship Ship Switchboard
Officer x2
Dress Assistant Assistant Room
Emergency CO2
Meat Room Conference Room Toilet Electrics (A)
(F) (E) 5
Generator Room & Room
Paint Store P Air Condition Lobby
25 Fish Room x2
Unit UP
Clean.
Key M M Gear
BZ Buzzer For Fire & General 9L

P
12
Emergency x2
BZ BZ BZ
P Ship's
P M 9L 12
9L 12 Control
Fire Alarm Sub-Indicator Panel Officer's Center
Duty Crew's Officer's x2
Ship Ship Ship Ship Ship Galley Smoking
Ship Mess Mess Dining
Assistant Assistant Assistant Assistant Assistant Assistant Spare Saloon Room
A Class Fire Door (H) (G) (D) (C) (B) (A) Crew Seaman Seaman x2
Motorman Cook CO2
CO2
(F) (E) 5
5
P
FO
A Class Fire Door x2
(Self-Closing)
P P P
P
9L 12 9L 12 FIRE
M Waterproof Alarm Bell 9L 12
A&B Class Fire Door P Powder Charges International Shore OS
For Fire & General 6
(Magnetic Lock) (6kg Powder) Connection
Emergency P P
9L 12 9L 12
Waterproof Siren For P Portable Fire Extinguisher P Powder Charges Sprinkler For Paint P
CO2
2
9L 12 12
Fire & General Emergency (12kg Powder) (12kg Powder) Store 9L 12
Deck Radio
Locker 4th Store BZ
Chief Wheelhouse
Portable Fire Extinguisher Powder Charges Hydrant Valve 3rd 2nd Chief Room
P
Engineer 2nd Engineer
P (25kg Powder) 25 (25kg Powder) Engineer Engineer Bedroom Engineer Chief CO2
Waterproof Ion 25 Engineer Engineer
Day Room BZ Day Room BZ
5
Detector Bedroom Office
Fire Hose Station Compressed Air Breathing
Boots
Apparatus Converter CO2
Optical Waterproof DN 5
P
Themo Detector 9L 12
CO2 Portable Fire Extinguisher Spare Cylinder For DN
5 Gloves Gymnasium
(5kg CO2) Breathing Apparatus
Waterproof Pushbutton
For Fire Alarm
CO2 Portable Fire Extinguisher AC BZ
2 50m Line Safety Helmet Chief Locker
(2kg CO2) Chief BZ BZ Captain Captain (1)
3rd 2nd Officer
Officer Captain Day Room Office
Pushbutton For Officer Officer Day Room
Bedroom Bedroom Battery
Fire Alarm International Shore Room
Fire Axe Safety Lamp
Connection CO2
2
Fire Alarm Offshore Type Portable Ventilator Emergency Stop Navigation & Bridge Deck
P
Main Fire Extinguisher Protective Clothing P P
9L 12 Station 9L 12 9L 12
APanel OS (12kg Powder)
Issue: 1 4.5 Safety Systems - Page 1 of 19

Illustration 4.5.1b Fire Fighting Equipment - On Upper Deck
No.12 Car Deck

No.11 Car Deck
No.10 Car Deck
No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

B.W
No.5 Car Deck
Machinery Deck
No.4 Car Deck
No.3 Car Deck
No.2 Car Deck No.1 Water
No.1 Car Deck Ballast Tank (P&S)
Profile
DN
UP
UP DN
DN
Air
Air
CO2 CO2
UP 2 2
UP
UP
DN
Upper Deck
P
9L 12
Key
P Portable Fire Extinguisher Isolating Stop Valve

9L 12
Hydrant Valve Fire Pump CO2 Release Cabinet
(12kg Powder)
CO2 Waterproof Siren For

Portable Fire Extinguisher Swing Check Non-Return
2 Emergency Fire Pump Fire Main
(2kg CO2) Valve Fire & General Emergency
A Butterfly Valve With Water-Proof Push Button

Fire Hose Station Air Horn & Piston Horn
Air Actuator Air For Fire Alarm

Illustration 4.5.1c Fire Fighting Equipment - Decks 12 and 11
CO2
P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
9L
P
6
Deck 12
UP
DN
P P P
9L 6 9L 6 9L 6
P
9L 6
P P P P
9L 6 9L 6 F
9L 6 9L 6
Deck 11-12
DN Ramp Way
UP
DN
P P P P P P P
9L 6 9L 12 9L 6 9L 6 9L 6 9L 6 9L 6
P P
P P P P
CO2
9L 6 P 9L 6
9L 6 9L 6 9L 6 9L 6 9L 6
P
9L 6 Deck 11
DN
UP
P
9L 6
P
9L 6
P P P
9L 6 9L 6 9L 6
Deck 11-12 Deck 10-11

UP DN Ramp Way
Ramp Way
DN
UP
P P
P P P P P
9L 6 9L 6
9L 6 9L 6 9L 6 9L 6 9L 6
Key
A Class Fire Door P Portable Fire Extinguisher

Hydrant Valve 9L 6 Fire Hose Station F Foam Unit
(Self-Closing) (6kg Powder)
Optical Waterproof P Portable Fire Extinguisher Water Fog

Typhoon For CO2 9L 12
Themo Detector CO2 (12kg Powder) Applicator
Release

Illustration 4.5.1d Fire Fighting Equipment - Decks 10 and 9
P P P P P
9L 6 9L 6 9L 6 P 9L 6 P 9L 6
9L 6 9L 6
9L
P
6
Deck 10
UP UP
DN DN
UP
DN
P P
9L 6 6
9L
Deck 9-10 DN
Ramp Way P
9L 6
P P P
9L 6 9L 12 9L 6 F
Deck 10-11
UP
Ramp Way
UP
DN DN
UP
P P P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
P P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
9L
P
6
Deck 9
UP UP
DN DN
UP
DN
P
9L 6
Deck 9-10 P
Deck 8-9 9L 6
Ramp Way Deck 9
Ramp Way
(Movable) Tilt Ramp
Fixed Deck Fixed Deck
P
9L 6
P
9L 6 P P
9L 6 9L 6
UP
DN DN
UP
P P P P P P
P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
9L 6
Key

Hydrant Valve 9L 6 Fire Hose Station F Foam Unit
Optical Waterproof P Portable Fire Extinguisher Water Fog

Typhoon For CO2 9L 12
Themo Detector CO2 (12kg Powder) Applicator
Release

Illustration 4.5.1e Fire Fighting Equipment - Decks 8 and 7
P P P P P
P
9L 6 9L 6 9L 6 9L 6 9L 6
9L 6
Deck 8
UP UP
DN
UP
DN
P
9L 6
P Deck 7-9 P
6 DN
9L
Deck 6-8 Ramp Way (Movable) UP 9L 6
Ramp Way DN
P DN
9L 6
Winch
P
9L 6 F
P P
9L 6 9L 6
DN
UP DN
UP
P P P P P P P
9L 6 9L 12 9L 6 9L 6 9L 6 9L 6 9L 6
CO2
P P P P P P
9L 6 P
6 6 6 6 6
9L 9L
Deck 7 9L 9L 9L
9L 6
UP
DN
P Deck 6-7
9L 6
Ramp Way Deck 7-8 Deck 6-7
P Ramp Way
9L 6
Tilt Ramp
Deck 6-8 Deck 7-8
Ramp Way DN UP Ramp Way (Movable) P
9L 6
Deck 7-8 DN
Tilt Ramp DN
UP
UP
P
P 6
9L
9L 6
P
DN
25
UP DN UP
AC
P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
Key
Waterproof Alarm Bell
Hydrant Valve 9L 6 Fire Hose Station F Foam Unit For Fire & General
Emergency
Optical Waterproof P Portable Fire Extinguisher Water Fog Waterproof Ion Portable Fire Extinguisher AC
Compressor For Air
Typhoon For CO2 9L 12 P
Themo Detector CO2 (12kg Powder) Applicator Detector (25kg Powder) Breathing Apparatus
Release 25

Illustration 4.5.1f Fire Fighting Equipment - Decks 6 and 5 Deck 6
FIRE
P P P P P P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 6
PLAN 9L
P
P 9L 6
9L 6
UP
DN DN
UP
Deck 6-8
UP
DN Ramp Way Deck 6-7 UP
UP
Winch Winch Ramp Way P
Winch 9L 6
Deck 6-4 Deck 6-5

DN
Ramp Way (Movable) DN Ramp Way (Movable)
FIRE
FIRE FIRE F
PLAN
FIRE PLAN PLAN
PLAN
UP
P
9L 6
P P P P P P P P P
9L 6 9L 12 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
P
Deck 5 P P P
P P
9L 6 9L 6 9L 6 9L 6 9L 6 9L 6
P
9L 6
DN DN
UP UP
Watertight Deck 6-5

Door Ramp Way
CO2
5
A
UP
A UP Deck 6-5
Deck 6-4 Fix Fix
Ramp Way (Movable) UP DN Ramp Way UP
Ramp Ramp
Emergency Fire
Pump
FIRE
PLAN
P
9L 6
P
9L 6
P
P P P P P 9L 6
9L 6 9L 6 9L 6 9L 6 9L 6
Key
Waterproof Alarm Bell FIRE
A Class Fire Door P Portable Fire Extinguisher Swing Check Non-Return
Hydrant Valve 9L 6 Fire Hose Station F Foam Unit For Fire & General Fire Plan
(Self-Closing) (6kg Powder) PLAN Valve
Emergency
Optical Waterproof CO2 Portable Fire Extinguisher P Portable Fire Extinguisher Water Fog Waterproof Ion Portable Fire Extinguisher A Butterfly Valve With
5 Emergency Fire Pump
Themo Detector (5kg CO2) 9L 12 (12kg Powder) Applicator Detector P
(25kg Powder) Air Actuator
25

Illustration 4.5.1g Fire Fighting Equipment - Deck 4 and 3
P P P
9L 6 9L 6 Deck 4 9L 6
CO2
Work DN UP UP DN
Shop UP
F
P P
9L 6 9L 6
P
9L 6
CO2 CO2
CO2
P
DN UP UP Watertight 9L 6
UP UP
Door
DN
Main Engine CO2

Deck 6-4
Ramp Way (Movable) DN Deck 4-3 Fix Deck 5-4
UP UP
DN Ramp Way Ramp Ramp Way
UP UP
UP
DN
CO2
P
9L 6
P
P 9L 6
9L 6
UP P P
9L 6 9L 6
UP
P P
9L 6 9L 6
Key
Ion Detector With Short Siren For Fire & General Alarm Siren For CO2 Address Interface Unit Pushbutton For P Portable Fire Extinguisher
Waterproof Themo Fire Pump 9L 6
Circuit Protector Emergency CO2 Release (For Flame Detector) Fire Alarm (6kg Powder)
Detector
Waterproof Alarm Bell
Waterproof Ion Optical Waterproof Water Fog
For Fire & General For Flame Detector Themo Detector Fire Alarm Sub-Indicator Hydrant Valve
Detector Themo Detector Applicator
Emergency Panel
P P P CO2 Portable Fire Extinguisher

6 6 9L 6 Fire Hose Station F Foam Unit
9L 9L 5 (5kg CO2)
DN UP UP DN
Deck 3
P
9L 6
P
6
Deck 3-2 9L
Ramp Way
CO2
5
Deck 4-3
UP
Ramp Way
Watertight
Door P
9L 6
P
9L 6
P P CO2 CO2
6 6 CO2 5
9L 9L 5
Control Room Deck Plan

P
P 9L 6
9L 6

Illustration 4.5.1h Fire Fighting Equipment - Decks 2 and 1
P P P Deck 2
9L 6 9L 6 9L 6
P
9L 6
P
9L 6
UP UP
P
F 9L 6
DN
DN
Deck 3-2
Watertight
Ramp Way
Door
DN
Deck 4-3
Ramp Way
UP
P
9L 6
P
9L 6
P
P 9L 6
9L 6 P P
9L 6 9L 6
Key
P
P Portable Fire Extinguisher Water Fog Portable Fire Extinguisher
Fire Pump 9L 6
9L 12
(6kg Powder) Applicator (12kg Powder)
Optical Waterproof CO2 Portable Fire Extinguisher Portable Fire Extinguisher

Hydrant Valve 5 (5kg CO2) (25kg Powder)
Themo Detector
P
25
Fire Hose Station F Foam Unit

Deck 1 Escape Route
P
9L 12 P
9L 6
UP UP
P
9L 6 P
9L 6
P
P
P UP UP 9L 6
9L 12
9L 12
P
9L 12
UP
P
9L 12
UP Watertight P
P 6
9L 6
Door 9L
P
P
9L 6
25
P P
9L 6 9L 6

4.5.2 Fire Dampers
Illustration 4.5.2a Fire Dampers - Navigation and Upper Deck Accommodation Upper Deck
CO2 Room Spare

Seaman Seaman Seaman Seaman
Tally Office (D) (C) (A)
Crew's (D)
Day Room
Infirmary
Toilet Spare
M Officer
(C)
Deck
M
Store Electrics
Fire Cleaning
UP Gear Room
Crew Linen Locker Officer
Room
Dry Vegetable Room
Provision
Archives Spare
Officer
Emergency Conference Room Toilet Electrics (A)
(F) (E) Meat/Fish
Generator Room Room
Paint Store Air Condition Lobby Room
Unit UP
Clean.
Gear
M
Ship's
M Control
Officer's Centre
Duty Officer's
Ship Ship Galley Crew's Smoking
Ship Ship Ship Ship Dining
Mess Mess
(H) (G) (D) (C) (B) (A) Crew Seaman Seaman
Motorman Cook
(F) (E) M
M
M Navigation and Bridge Deck
M M Deck M
Wheelhouse
Locker 4th 3rd Store 2nd 2nd Chief Chief
Engineer Engineer Engineer Chief M Radio
Engineer Engineer Engineer
Bedroom Bedroom Engineer Room
Day Room Day Room
Office M
Converter
M
DN
M
DN
Gymnasium M
Key
AC
M
Chief Chief Captain Captain Locker
M Manual Operated Fire Damper 3rd Captain (1)
3rd Bedroom Officer Bedroom Office
Officer Day Room
Officer Day Room
M M
Battery
Room
Ventilator Emergency Stop
Station

Illustration 4.5.2b Fire Dampers - On Upper Deck
No.12 Car Deck

No.11 Car Deck
No.10 Car Deck
No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

B.W
No.5 Car Deck
Machinery Deck A No.4 Car Deck
No.3 Car Deck
Profile
Key
M Manual Operated Fire Damper
A Automatic Operated Fire Damper
M M M M M M M M M M M DN M M M M M M M M M M
M
UP
UP DN M
DN
M M
M
M M
M M M
M
M M M M M
M M M A
M
UP
A M M M M
M M UP M
UP M
M M M M M M M M M DN M M M M M M M M M M
Upper Deck
M

Illustration 4.5.2c Fire Dampers - Decks 8 and 6
Deck 8
UP UP
M M
DN M
UP
DN
M M M Deck 7-9
DN
Deck 6-8 Ramp Way (Movable)
Ramp Way
DN
M
Winch
M
M
M
M
DN
UP DN M
UP
Deck 6
UP
DN DN
UP
Deck 6-8
DN UP Ramp Way Deck 6-7 UP
UP
Winch Winch Ramp Way
Winch
Deck 6-4 Deck 6-5
DN DN
Ramp Way (Movable) Ramp Way (Movable)
UP
Key
M Manual Operated Fire Damper

4.5.3 Lifesaving Equipment
Illustration 4.5.3a Lifesaving Equipment - Navigation and Upper Deck Accommodation
Upper Deck Accommodation
CO2 Room Spare

Seaman Seaman Seaman Seaman
Tally Office (D) (C) (A)
Crew's (D)
Day Room
Infirmary
Toilet Spare
Officer
(C)
Deck
Store Electrics
M Cleaning
Fire UP Gear Room
Crew Linen Locker Officer
Room
Dry Vegetable Room
M
Provision
Archives Spare
Officer
Emergency Conference Room Toilet Electrics (A)
(F) (E) Meat/Fish
Generator Room Room
Paint Store Air Condition Lobby Room
Unit UP
Clean.
M M M Gear
Ship's
M
Control
Officer's Centre
Duty Officer's
Ship Ship Galley Crew's Smoking
Ship Ship Ship Ship Dining
Mess Mess
(H) (G) (D) (C) (B) (A) Crew Seaman Seaman
Motorman Cook FD
(F) (E)
Key
Two Way Hand-Held Radio

Line-Throwing Appliance
Telephone Apparatus
Navigation and Bridge Deck Accommodation
Lifebuoy with Light Immersion Suit
& Smoke
Deck Wheelhouse Life Jacket
x3
Locker 4th 3rd Store 2nd 2nd Chief Chief
Lifebuoy Primary Means Of Engineer Engineer Engineer Chief Radio
Engineer Engineer Engineer
Escape Bedroom Bedroom Engineer Room
Day Room Day Room
Office
Outlet For Lifebuoy Secondary Means Of

Escape Converter
DN
DN
Float Free Emergency A Class Fire Door Gymnasium
Indicator Radio Beacon (EPIRB)
AC
A Class Fire Door Chief Captain Locker
Radar Transponder Chief Captain Captain
(Self-Closing) 3rd 2nd Officer Office (1)
Officer Bedroom Day Room
Officer Officer Bedroom Day Room Battery
M A&B Class Fire Door Room
Life Jacket (Magnetic Lock)
Box with 12 Rocket Remote Control

Parachute Flares FD (Magnetic Door Lock)

Illustration 4.5.3b Lifesaving Equipment - On Upper Deck Life Raft
x16
Life Boat
x32
Life Raft
x6
No.12 Car Deck

No.11 Car Deck
No.10 Car Deck
No.9 Car Deck
No.8 Car Deck
No.7 Car Deck
No.6 Car Deck

B.W
No.5 Car Deck
Machinery Deck No.4 Car Deck
No.3 Car Deck
Life Raft Life Jacket Life Raft Life Boat

x6 x16 x16
Profile x32
DN
Life Jacket UP
M x3 UP DN
DN
Life Raft
OXY ACE x16
Life Jacket Life Jacket

x4 x16
UP
UP
UP
DN
Key Upper Deck
Life Jacket Secondary Means Of M A&B Class Fire Door

Liferaft Lifebuoy With Line Lifebuoy Outlet Lights For Boat
Childrens Escape (Magnetic Lock)
Life Boat
x32
Float Free Emergency Remote Control
Life Jacket Embarkation A Class Fire Door
Childrens
Life Rescue Boat Lifebuoy with Light
Ladder
Indicator Radio FD (Magnetic Door Lock)
Beacon (EPIRB)
OXY ACE
Lifebuoy with Self A Class Fire Door Oxygen & Gas
Lifebuoy Emergency Light Primary Means Of
Lifeboat Igniting Light & (Self-Closing) Cylinders
For Boats/Rafts Escape
Smoke Signal

Illustration 4.5.3c Lifesaving Equipment - Decks 12 and 11
Deck 12
UP
DN
Deck 11-12
DN
Ramp Way
UP
DN
Key
A Class Fire Door

(Self-Closing)
Primary Means Of Escape
Secondary Means Of Escape
Deck 11
DN
UP
Deck 11-12 Deck 10-11

UP DN
Ramp Way Ramp Way
DN
UP

Illustration 4.5.3d Lifesaving Equipment - Decks 10 and 9
Deck 10
UP UP
DN DN
UP
DN
Deck 9-10
DN
Ramp Way
Deck 10-11
UP
Ramp Way
UP
DN DN
UP
Key
A Class Fire Door

(Self-Closing)
Deck 9
UP UP
DN DN
UP
DN
Deck 9-10
Deck 8-9 Deck 9
Ramp Way
Ramp Way Tilt Ramp
Fixed Deck (Movable)
Fixed Deck
UP
DN DN
UP

Illustration 4.5.3e Lifesaving Equipment - Decks 8 and 7
Deck 8
UP UP
DN
UP
DN
Deck 7-9
DN
Deck 6-8 Ramp Way (Movable)
Ramp Way UP DN
DN
Winch
DN
UP DN
UP
Key
A Class Fire Door

(Self-Closing)
Deck 7
UP
DN
Deck 7-8 Deck 6-7 Deck 7-8 Deck 6-7

Tilt Ramp Ramp Way Ramp Way Tilt Ramp
DN UP
Deck 7-8
Deck 6-8 Ramp Way (Movable) DN
Ramp Way UP DN
UP
DN
UP DN UP

Illustration 4.5.3f Lifesaving Equipment - Decks 6 and 5
Deck 6
Engine Room Escape
UP
DN DN
UP
Deck 6-7-8
DN UP Ramp Way Deck 6-7 UP
UP
Winch Winch Ramp Way
Hand
Deck 6-5-4 Deck 6-5 Winch
DN DN
Ramp Way (Movable) Ramp Way (Movable)
Car Hold Escape
UP
Car Hold Escape
Key
A Class Fire Door Lifebuoy

(Self-Closing)
Primary Means Of Escape Lifebuoy with Light
Secondary Means Of Escape Life Jacket

Deck 5
Engine Room Escape
DN DN
UP UP
Life Jacket
x2
Deck 6-5
DNDN UP UP DN Watertight Ramp Way
UP UP
Door
UP DN
DN Main Engine
Deck 6-5-4 Fix Deck 6-5 Fix
UP DN UP
DN
Ramp Way (Movable) Ramp Ramp Way Ramp
UP UP
DN
Car Hold Escape

UP
UP
Car Hold Escape

Illustration 4.5.3g Lifesaving Equipment - Deck 4 and 3
Deck 4
DN UP UP DN
UP
Engine & Electric

Workshop
Store
DN UP UP Watertight
UP UP
Door
DN
Main Engine
Deck 6-4 Deck 4-3 Fix Deck 5-4
UP DN UP UP
DN
Ramp Way (Movable) Ramp Way Ramp Ramp Way
UP UP
DN
UP
UP
Key

Deck 3
DN UP UP DN
Deck 3-2
Ramp Way
Deck 4-3 Watertight

UP
Ramp Way Door

Illustration 4.5.3h Lifesaving Equipment - Decks 2 and 1

Deck 2
UP UP
DN
DN
Deck 3-2
Watertight
Ramp Way
Door
Deck 4-3
DN UP
Ramp Way
Key
A Class Fire Door

(Self-Closing)
Secondary Means Of Escape Deck 1
UP UP
UP UP
UP
UP
Watertight
Door

Part 5
Emergency Procedures

5.1 Flooding in Engine Room
Procedure
Is engine room bilge pump running? Normal Priority
Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
Is pump pumping? Find and isolate the source of ingress of

Open the emergency bilge suction valve
water.
BV109 for No.2 central cooling sea water
Restrict the rate of entry by any means
pump and discharge directly overboard.
available, such as shoring, bandaging or
YES caulking, if the source of water cannot be
NO
isolated by valves.
Check the following : Level rising.

1. Position of all valves, particularly
any extra suction valve which may be Inflow of water is exceeding the
open. capacity of the pump
2. Pump or bilge suction Level still rising. Level not rising.
strainer is not choked. Start fire and GS pump taking suction
from the bilge system.
If pump does not pump Find and isolate the source of ingress of
proceed to next task. Is pump pumping? water.
Restrict the rate of entry by any means
NO YES available, such as shoring, bandaging or
Advise the bridge.
Start fire and GS pump taking suction caulking, if the source of water cannot be
Stop the main engine and secure it against
from the bilge system. isolated by valves.
the ingress of water.
Level rising.
Isolate equipment from the main
Is pump pumping? switchboard before the equipment is
Start fire, bilge and ballast pump flooded.
taking suction from the bilge system. Before the sea water pumps are flooded,
Level not rising.
it will be necessary to shut down the
NO YES Is pump pumping?
boiler, stop the main generators and start
Find and isolate the source of ingress the emergency diesel generator.
NO YES Secure the boiler against the ingress of
Check as for engine of water.
room bilge pump. Restrict the rate of entry by any water.
If pump does not Level rising means available, such as shoring, Secure the main feed pumps and main
pump proceed to next bandaging or caulking, if the source generators against the ingress of water.
task. Summon assistance using the of water cannot be isolated by valves.
engineers call bell.
Issue: 1 5.1 Flooding in Engine Room - Page 1 of 1

5.2a Emergency Operation of Main Engine
Main Engine Local Telegraph

Main Engine Local Manoeuvring Stand
Issue: 1 5.2 Emergency Operation of Main Engine - Page 1 of 3

5.2 Emergency Operation of Main Engine Procedure for Emergency Control of the Engine with the Governor Engine Stopping
Operational
Introduction a) After the engine speed slows down, set the fuel lever at the STOP
Once change over to emergency control has occurred the electronic governor position and the engine will stop. In the case of an extreme
The main engine normally operates under control from the bridge with starting, is no longer in operation. To carry out emergency manoeuvring, the fuel lever emergency the fuel lever can be moved to the stop position
stopping and speed changes being commanded by the bridge through the linkage to control the fuel pump racks is disconnected from electronic immediately and the engine will stop.
remote control system. The bridge remote control system is a sub-system of the governor and connected to the manual fuel control lever
main control system which operates from the engine control room. Both
systems are linked and any failure in the control system will affect both (apart With the engine stopped move the operating location selecting switch to the
from failure of the command console on the bridge or the transmission system LOCAL position.
from the bridge to the engine control room). An emergency control stand is
provided to allow the engine to be manoeuvred and controlled in the event of Engine Reversing
failure of the engine control system.
a) Ensure that the fuel lever is in the stop or zero fuel position.
The emergency control stand is located at the engine side and it does not rely
on any part of the main control system. Local gauges and indicator lamps are b) Move the reversing lever from the normal or neutral position to
provided to inform the engineer as to the functioning of the engine. The the AHEAD/ASTERN position, depending upon the desired
emergency control stand is provided with levers for adjusting the fuel supply direction of engine rotation.
to the cylinders, for reversing the engine and for applying the starting air in
order to start the engine. The starting handle is normally kept in a holder at the c) After confirmation of camshaft changeover on the indicator lamp
back of the control stand and is only inserted in the starting valve when the at the engine emergency control stand, move the reversing lever
emergency control stand is operating. In order for the emergency control stand to the NORMAL position.
to be come active, a selector valve must be turned to the LOCAL position from
the normal remote position. This is a positive action at the emergency control The engine is now ready to be started.
stand and control cannot be transferred to the emergency control stand from a
remote location. Engine Starting
The emergency control stand contains a gauge for indicating the air start Ensure that starting air is available in the engine air starting system (see section
control air pressure. 2.10.1) and that the FO, LO and cooling water systems are operating as
required, see sections 2.7.1, 2.8.1 and 2.5.1.
If the engine has to operate with control from the emergency stand, instructions
from the bridge will be signalled by the telegraph. This must be checked before a) Check that the fuel lever is at the START position.
arrival in port or before leaving port and the details of the check recorded. All
movements requested by the telegraph, together with the time of request and b) Fit the start handle into the hole in the starting air pilot valve
time of fulfiling the request, must be recorded in the engine movement book. actuator and operate the starting handle manually.
All engineering staff must be aware of the emergency control requirements and c) When the engine speed reaches 10-20 revs/min move the starting
all systems formerly operated by the remote control system which come under air pilot valve to the original position by moving the starting
manual control. Depending upon the nature and extent of the system failure it handle back to its neutral position. The engine is now turning over
may be necessary to operate the FO, LO and cooling water systems on manual on air.
control.
d) As the starting air pilot valve is returned to the original position
Operating the Main Engine on Emergency Control the fuel lever is moved to the 40-50 notch position and the engine
will fire on fuel. When in the 40-50 notch position, the fuel lever
This system is to be used in case of the remote control system operating has an effect on the fuel pump control linkage.
abnormally.

Procedure for Emergency Control of the Engine with the Governor Not e) After confirmation that the engine has fired on fuel, indicated by
Operational an increase in the engine revolutions, the fuel lever is moved to the
necessary position to give the desired engine speed. Movement of
a) Move the fuel lever to the STOP position; confirm that the engine the fuel lever should be undertaken with care, in order to avoid
is stopped and that the fuel pumps are at zero index. rapid and excessive fuel and speed changes.
b) Remove the pin connecting the governor output spring box from Stopping the Engine
the fuel pump control linkage. This disconnects the governor from Step b) Remove the bolt connecting the governor
the fuel pump linkage. a) Move the fuel handle to the STOP position.
c) Fit the bolt in the connecting linkages between the fuel lever Fuel Adjusting Link System
control output and the fuel pump control linkages. This connects
the fuel pump control linkages to the emergency control stand fuel General
handle.
The fuel injection pump delivery is generally adjustable by moving the fuel
Engine Reversing injection pump rack by means of the governor. In an emergency case, it may be
adjusted manually.
a) Move the reversing lever from the normal or neutral position to
the ahead position or the astern depending upon the desired The maximum fuel injection pump delivery at each engine speed is set by the
direction of engine rotation. torque limit system of the governor.
b) After confirmation of camshaft changeover on the indicator lamp The maximum fuel injection pump delivery is controlled by the rack stopper
at the engine emergency control stand, move the reversing lever to located at the forward end of the common fuel control rail. The setting value
the normal position. of the rack stopper is determined on the basis of the results from the official sea
trial.
The engine is now ready to be started.
(Note ! It is not recommended that the setting values are changed without
Engine Starting and Running adequate reason.)
Ensure that starting air is available in the engine air starting system (see section The engine is stopped generally by the operation of the stop cylinder. When the
2.10.1) and that the FO, LO and cooling water systems are operating as stop cylinder operates, the governor spring box link is compressed as the stop
required, see sections 2.7.1, 2.8.1 and 2.5.1. cylinder moves the fuel linkages to give the fuel injection pump rack a notch
setting of ‘-10’ notch. This ensures that the fuel pumps cease delivering fuel
a) Check that the fuel lever is at the START position. immediately, even though the governor control may indicate otherwise.
b) Fit the start handle into the hole in the starting air pilot valve Equally, the fuel cutting may be performed by moving the fuel handle to the
actuator and operate the starting handle manually. STOP position for both governor operation and governor-cut operation.
c) When the engine speed reaches 10-20 revs/min, move the starting
air pilot valve to the original position by moving the starting
handle back to its neutral position. The engine is now turning over
on air.
d) As the starting air pilot valve is returned to the original position Governor Linkages - Showing Emergency Connections
the fuel lever is moved to the 40-50 scale position and the engine
will fire on fuel. Step c) Fit the bolt in the connecting linkages

5.3a Emergency Steering
Torque Motor Pushbuttons Local / Remote

Pushbutton 'A' Shaft Knob 'Port' / 'Starboard' Control Switch
Servo Motor Unit Local Panel
Steering Gear Pump Steering Gear Torque Motor

Control Valve Block
Issue: 1 5.3 Emergency Steering - Page 1 of 2

5.3 Emergency Steering
If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the steering gear room.
Description
The steering gear consists of a tiller, turned by a four cylinder hydraulic

system, that in turn is driven by two electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems.
The steering gear is fitted with a manual isolation system. This system is used
to divide the hydraulic power circuits in the event of a hydraulic oil loss from
the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, No.1 pump is supplied from the
emergency switchboard.
Procedure for Operation of the Steering Gear on Loss of Remote Bridge

Control
a) On loss of steering gear control from the bridge, establish com-

munication with the bridge via the telephone system. A
telephone is located on the steering gear compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
See the photographs above.
b) Turn the local/remote control switch to LOCAL control.
This switch is on the rudder servo unit panel for each steering gear.
c) Operate the pushbuttons PORT/STARBOARD to turn the

steering gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Push in the button ‘A’ and screw the lock ring in place.
c) The tiller can be moved in accordance with the steering command

from the bridge by turning the torque motor, using the shaft end
knob.
Issue: 1 5.3 Emergency Steering - Page 2 of 2

5.4a Emergency Fire Pump
Emergency Fire Pump
Issue: 1 5.4 Emergency Fire Pump Operation - Page 1 of 2

5.4 Emergency Fire Pump Operation
Maker: A/S De Smisthke

No. of sets: 1
Model: SL-80-265
Capacity: 72 m3/h
Priming pump: B-114
The emergency fire pump is located in a well in the steering gear room, with
access from the engine room. It is an electrically driven self-priming vertical
centrifugal pump. Its power supply taken from the emergency switchboard.
The pump is self-priming with the vacuum unit driven via an independent
electric motor. Ensure that the vacuum unit replenishing water tank is full.
The pump is electrically driven by power from the emergency switchboard

450V feeder panel.
The pump can supply the fire main at a capacity of 72 m3/h.
Starting and stopping of the pump can take place from the following locations:
Locally at the pump
At the starter panel
At the fire station
On the bridge
The emergency fire pump draws from its independent sea water chest. The
pump suction valve WDV311 and discharge valve WDV331 are pneumatical-
ly operated. The pump discharges into the aft section of the fire main.
Emergency Fire Pump Local Starter Panel
Issue: 1 5.4 Emergency Fire Pump Operation - Page 2 of 2

5.5a Fire Control Station
Fire Control Station
Issue: 1 5.5 Fire in the Engine Room - Including Emergency Stops - Page 1 of 2
5.5 Fire in the Engine Room - Including Emergency Stops q) On arrival of the fire brigade inform the Chief Fire Officer about: CO2 room exhaust fan
If a fire should occur in the engine room proceed as follows: Any personnel missing Air conditioning supply fan
Assumed location of fire AC heat recovery
General
What is assumed to be burning Galley exhaust fan
a) Sound the fire alarm and muster the crew. Any conditions that may constitute a hazard
ES 2 Operates:
r) Assist the fire chief with information and orientation, by means of Engine control room AC unit
b) If personnel are missing, consider the possibility of searching in
drawings and plans.
the fire area. Workshop AC unit
If the fixed fire extinguishing system is to be used, take the following action: No.'s. 1, 2 and 3 supply fans to the engine room
c) Determine the location of the fire, what is burning, the direction
of the spread, the possibility of controlling the fire. Engine room exhaust fan
Battening Down of Engine Room
ES 3 Operates:
d) If there is the least doubt whether the fire can be controlled by a) Stop the main engine and shut down the boiler.
ship’s crew, inform of the situation on the distress frequencies. Distribution boxes DSB-3 and DSB-4
b) Sound the evacuation alarm. Cylinder oil transfer pump
e) If the fire fighting capacity is limited, give priority to fire Stern tube LO dosing pump
limitation until the situation is clarified. c) Stop all the ventilation fans.
Boiler control panel
f) If substances, which may emit poisonous gases or are likely to d) Start the emergency generator and put on load. No.'s. 1 and 2 main LO pumps
explode are on fire, or close to the fire, direct the crew to a safe No.'s.1 and 2 exhaust valve driving pumps
position before actions are organised. e) Trip the quick-closing valves and engine room auxiliary
machinery from the fire control station. No.'s.1 and 2 FO circulating pumps
g) Establish the vessel’s position and update the communication centre. No.'s.1 and No.2 FO supply pumps
f) Count all personnel and ensure that none are in the engine room.
LO transfer pump
h) If any person is seriously injured request assistance from the g) Close all the fire flaps and the funnel doors. HFO transfer pump
nearest rescue centre.
Engine room bilge pump
In Port h) Close all the doors to the engine room.
Cargo hold bilge pump
i) Conduct a crew check. i) Start the emergency fire pump and pressurise the fire main. No.'s.1 and 2 FO purifier feed pumps
j) Operate the CO2 system. No.'s.1 and 2 LO purifier feed pumps
j) Organise the crew for fighting the fire.
Boiler sootblower control panel
Fire Control Station Panel
k) Inform the local fire brigade even though the fire appears to be Incinerator control panel
under control. The following controls are available: No.'s.1 and No.2 main engine turbocharger LO pumps
General emergency alarm Generator engines DO emergency pump
l) If personnel are missing, consider the possibility of searching in
the fire area. Emergency fire pump suction and delivery valves Generator engines DO supply pump
DO transfer pump
m) Close all accessible openings and hatches to prevent the fire Emergency fire pump start and stop
Sludge pump
spreading. Fire and GS pump start and stop
Main engine turbocharger bypass filter pump
n) Prepare to vacate the berth if required. Main generators emergency stops
Closing of fire doors ES 4 Operates:
o) If there is a danger of release of poisonous gases or explosion
Bow thruster room supply fan
consider part or total ship abandonment. Ship drawings, safety Fire Control Station Emergency Stops
plan etc. should be taken ashore. A crew check to be carried out. Car hold supply fan
ES 1 Operates:
Distribution switch box DSB-7
p) Consider using fixed extinguishing systems, depending on the Air conditioning exhaust fan
extent of the fire. Steering gear room and emergency fire pump space exhaust fan
Galley supply fan
Issue: 1 5.5 Fire in the Engine Room - Including Emergency Stops - Page 2 of 2
Part 6
Communications

Illustration 6.1.1a Sound Powered and Exchange Telephones
Wheelhouse
Multifunction
24V DC Telephone No. 200
Supply
Engine Bell Type: NQW-390
Control
Room
24V DC Automatic
Telephone Automatic
Exchange Telephones
Relay Box
JRX - 88 Type: NQW-300
Main
Engine Automatic
Side Telephones
Automatic
Telephones Type: NQW-324-9
220V AC Numbers
201 - 249 100V DC
Relay Box Relay Box Automatic

Telephones
Steering Type: NQW-328ZB

Gear
Room
Inmarsat B Public
Satcom Address
Chief System System
Engineer's
Office
Portable
24V DC 220V AC
Telephone
From Battery Supply
Charge/Discharge Type: NQW-330A
System
Wheelhouse
Sound Powered Telephone System Automatic Exchange Telephone System
Issue: 1 6.1 Communications System - Page 1 of 5

6.1 Communications Systems 6.1.2 Exchange Telephones b) The operator dials the number of the person to which the call is to
be transferred.
6.1.1 Sound Powered Telephones Manufacturer: Japan Radio Co. Ltd
Type: JRX - 88 c) When the called person answers, inform them that the call is to be
Manufacturer: Japan Radio Co. Ltd transferred and hang up.
The automatic telephone system is a solid state electronic telephone switching
system with integrated circuit components which ensure high quality trans- Paging Broadcast Facility Operation
The sound powered telephone system is an emergency communication system
which connects several important locations in the ship: mission. It is fitted to provide communication throughout the vessel. Alongside Individual extensions can be configured with the paging broadcast facility. The
each extension is a directory of all extensions in the system. Telephones are procedure is as follows:
Wheelhouse situated in all officer and crew cabins.
Engine control room a) The caller lifts the handset.
The exchange is supplied by the 220V system and in the event of power
Main engine control station failure, from the 24V emergency battery system. b) The caller presses 75.
Steering gear room
Rotating lights and horns are activated in the machinery spaces when the local
telephones are accessed. c) After a short delay the caller hears an electronic chime which is
Chief Engineer’s office
also broadcast. The caller then relays the message.
The system is intended for use when all other forms of communication have The system has the following facilities:
been lost. The system uses communication cables which are directly wired to d) The requested person may answer the page whilst it is in progress
Access to the Inmarsat system (extensions 200, 210, 211 and 232) by picking up a telephone and entering 77. The paging broadcast
and from the phones. The system requires no external power source as
electrical power for signalling is generated via the hand driven generator and Speed dialling is stopped and communication with the person who originated the
the communication (speech) power is taken from the energy received at the page is established.
Paging broadcasts
microphone which is converted into electrical energy for transmission.
Paging answer Setting Up a Wake Up Call
In rooms where the ambient noise level can be very high, there are flashing call
Wake up calls The wake up call consists of the person’s phone sounding a buzzer five minutes
indicator lamps to alert personnel to an incoming telephone call. The called
before the registered wake up time and again at the registered time.
party may then use the headsets to communicate. Call transfer
Specific locations on the ship are fitted with multifunction telephones that have To set up a wake up call:
To Call Another Location
a time display which originates from a central system clock. This clock is used
for the wake up call functions. The system time can be set from the wheelhouse a) The caller lifts the handset.
a) Lift the handset and select the required station using the selector
switch. multifunction telephone only.
b) The caller presses 8.
b) Turn the handle of the generator clockwise, whilst pulling the Call Transfer
c) On a multifunction phone: The LCD panel on the telephone
handle slightly forward, a number of times. (If the generator
To transfer a call with a single line telephone: indicates the time required for the wake up call. The time should
handle is pushed there will be no output from the generator.)
be entered as for the 24 hour clock. For example, 4.30pm should
a) Whilst normal communication is in progress, the operator presses be entered as: 1, 6, 3, 0.
c) Lift the handset and communicate with the called party.
the hook.
On a single line telephone enter the required time as above when
d) The handle may need to be cranked again after a period of time.
b) The operator dials the number of the person to which the call is to beep tones are heard after pressing ‘8’.
e) Replace the handset when finished. be transferred.
d) When the time has been entered, a beep tone sounds through the
c) When the called person answers inform them that the call is to be handset.
To Receive a Call
transferred and hang up.
e) Replace the handset.
a) The bell will sound and the lamp will illuminate (if fitted).
To transfer a call with a multifunction telephone:
To cancel a wake up call, press 98. The wake up call is cancelled when the beep
b) Pick up the handset and communicate. Replace the handset when
a) Whilst normal communication is in progress, the operator presses tones are heard.
finished.
the TRANSFER button.

Illustration 6.1.3a Public Address and Talkback System
Wheelhouse Deckhead NVA 1010 Unit

Booster Amplifier
DC AC
+ - uv
General Alarm System

JB
NVJ-20
P.A. P.A. DC 24V
Stop Start
SP9 M M
AC 220V
NCE - 8000A Wheelhouse Controller
CP1 MIC1
1 - 18 12345
NCE 8000B Unit
Ship's Control Centre
Antenna
EXT 1 Sockets
1 - 18 12345 1 2 1 2 1 2 1 2 3 1 2 1 2 1 2 3 -17 18 12345

AM FM
CP1 MIC1 CP2 MIC3
NVA - 1805 50W Public Address System Central Unit M
SP13 SP5 SP7 (Located in Radio Room) SP4 SP6 SP12 Auto Tel DC AC
12 12 123 123 123 123 1 2 3- 6 7 8 + - uv
AC 220V
DC 24V
Automatic
Telephone
Exchange
Key
Terminals/Sockets
Port Starboard Aft Mooring Engine Control Forward Cabins and Cabins and
Station Room Mooring Passageways Passageways
Lifeboat Stations Station M Microphone
10W Horn Speakers
1/2/5W Speakers

6.1.3 Public Address and Talkback System SP OFF (Speaker Off) Switch Broadcasting from the External Source
Manufacturer: Japan Radio Co. Ltd This switch is used to select the SP OFF operation from the table of speaker a) Press the EXT switch. The EXT lamp illuminates. By pressing the
Type: JRX - 88 operations. EXT switch, the radio programme or cassette of the built-in radio
cassette (the HVZ-1300 unit ) or the external source connected to
The public address system is provided to communicate important announce- EMG (Emergency) Switch the EXT connector is broadcast.
ments throughout the vessel. Speakers are provided in the accommodation
alleyways, public rooms, working spaces and outside decks. There is a facility This switch is pressed to select the emergency broadcasting mode from the b) Adjust the output volume with the MIC/EXT VOL control to
to play a radio tuner or a cassette from the unit in the wheelhouse. The system table of speaker operations. keep the level meter in the green zone.
is supplied from the main 220V system with automatic back-up from the
emergency 24V system. Level Meter Emergency Broadcasting
Operation The green zone of this meter corresponds to approximately half of the a) Press the EMG switch, the lamp on the EMG switch illuminates.
maximum output. This is the ideal level. The MIC/EXT control should be The emergency broadcast can now be made. Emergency
Public announcements may be carried out from the control panels installed in adjusted during broadcasting to keep the output level within this zone. broadcasts are made with maximum volume regardless of the
the wheelhouse and the ship’s control centre. Broadcasting is selected from the positions of the volume controls.
selection switches mounted on the control panel. MONI VOL (Monitor Volume) Control
Talkback System
There is a talkback facility to allow the system to be used for communication This control adjusts the output level of the monitor speaker.
during docking etc. The forward and aft mooring decks and the lifeboat The talkback system can be used for direct communication with selected areas
embarkation areas have microphones and speakers to allow communication MIC/EXT (Microphone/External Source Volume) Control such as the mooring decks.
with the bridge.
This control adjusts the output level of the microphone and the external source. a) Select the area required for communication.
Controls
Operation b) Press the talkback switch, which is fitted amongst the speaker
Speaker Selection Switches select switches.
a) Turn on the power using the POWER switch. The lamp on the
These switches are used to select the required groups of speakers for broad- switch illuminates to show that the power supply is on. When the c) Keep the microphone pushbutton depressed for talkback
casting. The lamp on the switch illuminates when they are selected. power is turned on, the SP. OFF operation is automatically operation.
selected from the speaker operation table and the panel illumina-
Busy Lamp tion dimming is set to high. Broadcasting via Telephone (Paging)
This lamp illuminates when the microphone is on or the system is busy at the b) Select the required speaker output with the speaker select The automatic telephone exchange is connected to the public address system.
other control panel. switches. The lamp on the selected switch will illuminate. It can be accessed by dialling 75 from a telephone. The public address system
is automatically turned on and the paging broadcast can be made.
Dimmer Switch c) Set the MIC/EXT VOL and MONI VOL controls to the mid
position. Emergency Announcing during General Emergency Alarm Operation
This switch adjusts the brightness of the panel lamps. For each press of the
switch, the brightness changes in the order of; high, mid, low and off. d) For a microphone broadcast, press and hold the button on the If the general emergency alarm is sounding, announcements can still be made
actual microphone. Speak calmly and clearly into the by pressing the microphone button. The output volume should be adjusted with
EXT (External) Switch microphone. Adjust the output volume with the MIC/EXT VOL the MIC/EXT VOL control to keep the level meter in the green zone.
control to keep the level meter in the green zone.
This switch is used to connect or disconnect the external source. The external
source could be equipment such as the radio/cassette player or whatever is e) For an alarm broadcast, press the ALM switch, the 800Hz alarm
plugged into the EXT socket. tone is broadcast.
ALM (Alarm) Switch (Note! Whichever switch is pressed first, the microphone or the ALM switch,
is the one which has priority. Both switches cannot be used at the same time.)
Activation of this switch releases an 800Hz alarm tone for broadcast.

6.1.4 Shipboard Management System
The shipboard management system exists to ensure that the vessel is managed
safely and efficiently.
Meetings are held at regular intervals to ensure all personnel are aware of the
objectives of the system.
Weekly meetings are held to discuss the vessel’s forthcoming operations

schedule, as well as mechanical or fabric maintenance due to be completed.
A safety meeting is held each month, with a minimum of one meeting every
three months.
The object of the safety meeting is to discuss safety at sea, prevention of

human injury or loss of life and avoidance of damage to the marine
environment and property.

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Maersk Wave Machinery Operating Manual

Issue: 1 Front Matter Page 1 of 12

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Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

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Screw Down Non-Return Water Separator Spool Piece

Swing Check Non-Return Temperature Control Spectacle Flange

3-Way Wax Expansion Feedwater

Marine Diesel Oil

Quick-Closing Valve Foam Box

Quick-Closing Valve Bellows Type

Issue: 1 Front Matter Page 6 of 12

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Issue: 1 Front Matter Page 9 of 12

Engine Room Bilge Pump 24V Batteries Central FW Cooling Pumps

Issue: 1 Front Matter Page 10 of 12

Water Softener Sewage Treatment System

Fire Fighting Systems Sewage Transfer Pump

Issue: 1 Front Matter Page 11 of 12

Issue: 1 Front Matter Page 12 of 12

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Dead Ship Condition

Prepare SW cooling system.

Supply main switchboard. 2.13.4 Start emergency generator. 2.12.2

Stop emergency generator and place on standby. 2.12.2

Isolate sequential restart.

Prepare central FW cooling systems.

Start engine room and accommodation

Start generator engines air driven DO pump. 2.6.2

Prepare a generator engine for starting.

Issue: 1 1.1 To Bring Vessel into Live Conditions - Page 1 of 2

1.1 To Bring Vessel into Live Condition

Start domestic FW system with electric heater 2.14.1

Put domestic refrigeration system into operation. 2.14.2

Put general service air system into operation. 2.10.2

Pump bilges to bilge holding hank as required. 2.9.1

Put all ancillary equipment on standby.

PLANT IS NOW IN LIVE CONDITION

One diesel generator in use.

Start sewage treatment plant. 2.14.5

Issue: 1 1.1 To Bring Vessel into Live Conditions - Page 2 of 2

1.2 To Prepare Main Plant

One diesel generator in use,

Start viscosity controller.

Maintain standby generators in warm condition

2.2.4 Plant in In Port Condition

Start FO purifier system. 2.7.2

Start main engine jacket FW pumps. 2.5.1

Issue: 1 1.2 To Prepare Main Plant for Operation - Page 1 of 1

One diesel generator in use,

Start LO purifier system. 2.8.3 Close indicator cocks.

Start main engine LO pump.

Supply control air to main engine. 2.10.3

Checktelegraph, bridge/engine room clocks and

Ensure all standby pumps are on automatic. 2.13

Prepare deck hydraulic machinery, ventilation 2.2, 2.3 &