Yuri Senkevich - Machinery Systems Manual

Yuri Senkevich - Hull No.
1602
List of Contents:
Machinery Operating Manual
2.1.3a Main Engine Safety Switch Panel

2.1.4a Controlled Pitch Propeller System
2.1.4b Controlled Pitch Propeller Hydraulic System
Issues and Updates

Mechanical Symbols and Colour Scheme
Electrical and Instrumentation Symbols
2.2
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
2.2.7
Introduction
Principal Machinery Particulars
Illustrations
1a
1b
1c
1d
1e
1f
1g
Location Plan of Engine Room - Floor Plan

Location Plan of Engine Room - Pump Room Top
Location Plan of Engine Room - 3rd Deck
Location Plan of Engine Room - 2nd Deck
Location Plan of Engine Room - Upper Deck
Location Plan of Engine Room - Above
Location Plan of Engine Room - Port Elevation at Centre Line
To Bring Vessel into Live Condition

To Prepare Main Plant for Operation
To Prepare Main Plant for Manoeuvring from In Port Condition
To Change Main Plant from Manoeuvring to Full Away
To Prepare for UMS Operation
To Change from UMS to Manned Operation
To Change Main Plant from Full Away to Manoeuvring Condition
To Secure Main Plant at Finished With Engines
To Prepare Main Plant for Inerting/Ventilating
To Prepare the Cargo Oil Pump Turbines for Discharge Operations
To Shut Down the Cargo Oil Pump Turbines After Discharge
Operations
To Secure Main Plant for Dry Dock
1.12
2.2.1a
2.2.2a
2.2.3a
2.2.4a
2.2.5a
2.2.6a
2.3
Auxiliary Boiler
Boiler Local Control Panel
16kg/cm2 Pressure Steam System
Economiser Sootblower Control Panel
Condensate System
Drains System
Boiler Feed Water System
Boiler Water Level Control System
Water Sampling and Treatment System
Distilled Water Transfer and Distribution
2.3.1a
2.3.2a
2.3.3a
2.3.4a
2.3.5a
2.3.6a
Main Engine B & W 7S60ME-C Details

Main Engine Manoeuvring Control
Main Engine Safety System
Controlled Pitch Propeller System
2.4
Main Engine B & W 7S60ME-C

Main Engine Hydraulic Oil Loop
Fuel Oil Booster and Exhaust Valve Actuator
Engine Remote Control System
Main Engine Local Control Panel
Illustrations
Illustrations
2.1.1a
2.1.1b
2.1.1c
2.1.2a
2.1.2b
Issue: 1
2.5.1a Main Central Cooling Fresh Water System

2.5.2a Auxiliary Central Cooling Fresh Water System
2.6
Fuel Oil and Diesel Oil Service Systems

2.6.1
2.6.2
2.6.3
2.6.4
2.6.5
Main Engine Fuel Oil Service System

Generator Engine Fuel Oil Service System
Auxiliary Boilers Fuel Oil System
Incinerator Fuel Oil System
Emergency Generator Diesel Oil System
Illustrations
2.6.1a
2.6.2a
2.6.3a
2.6.4a
2.6.5a
2.7

Condensate System
Drains System
Distilled Water Transfer and Distribution System
Sea Water Systems

2.4.1
2.4.2
2.4.3
2.4.4
2.4.1a
2.4.2a
2.4.3a
2.4.4a
Central Cooling Sea Water System

Sea Water General Service System
Evaporators
Marine Growth Prevention System
Fuel Oil and Diesel Oil Transfer Systems

2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Purifying System
Illustrations
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2a Fuel Oil and Diesel Oil Purifying System
Illustrations
Main Engine
2.1.1
2.1.2
2.1.3
2.1.4
Illustrations
Condensate and Feed Systems

2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.3.6
Part 2: Main Engine and Auxiliary Systems

2.1
General Description
Boiler Control Systems
Sootblowers
Exhaust Gas Economiser
Fresh Water Cooling Systems

2.5.1 Main Central Cooling Fresh Water System
2.5.2 Auxiliary Central Fresh Water Cooling System
Illustrations
Part 1: Operational Overview

1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
Boilers and Steam Systems
2.5
2.8
Lubricating Oil Systems

2 8.1
2.8.2
2.8.3
2.8.4
2.8.5
Main Engine Lubricating Oil System

Generator Engine Lubricating Oil System
Stern Tube Lubricating Oil System
Lubricating Oil Purifying Systems
Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a
2.8.2a
2.8.3a
2.8.4a
2.8.5a


Evaporators
IMO No.9301419
Front Matter - Page 1 of 9
Yuri Senkevich - Hull No.1602

2.9
Bilge Systems
2.13.4a Main 440V Distribution

2.13.4b Main 440V Distribution Group Starter Panels
2.13.4c Local Group Starter Panels
2.13.4d Main 220V Distribution
2.13.4e Emergency Switchboard 440V and 220V Distribution
2.13.5a Shore Power Panel
2.13.8a Preferential Tripping
2.13.9a 24V DC Distribution Board and Battery Charger
2.13.9b Navigation and General Alarm Equipment UPS
Distribution
2.13.10a Impressed Cathodic Protection System
2.13.10b MGPS System
2.9.1 Engine Room Bilge System and Bilge Separator

2.9.2 Bosuns Store and Chain Locker Bilge System
Illustrations
2.9.1a Engine Room Bilge System
2.9.2a Bosuns Store and Chain Locker Bilge System
2.10
Air Systems
2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air System
Illustrations
2.14
Steering Gear System
Illustrations
2.11a Steering Gear Flow Lines
2.12
2.13
Electrical Systems
2.13.1 Electrical Equipment
2.13.2 Main Switchboard and Generator Operation
2.13.3 Emergency Switchboard and Generator Operation
2.13.4 Power Distribution
2.13.5 Shore Power
2.13.6 Main Alternators
2.13.7 Emergency Alternator
2.13.8 Preferential Tripping and Sequential Restarting
2.13.9 Uninterrupted Power Supply (UPS) and Battery Systems
2.13.10 Cathodic Protection System
Main Machinery Control System

3.1.1
3.1.2
3.1.3
3.1.4
3.1.5
3.1.6
3.1.7
Machinery Control and Alarm System Overview

Operator Stations
Screen Displays
Alarms Handling
Trending
Control of Machinery
UMS to Manned Handover
Illustrations
3.1.1a
3.1.2a
3.1.2b
3.1.3a
3.1.4a
3.1.5a
3.1.5b
3.1.6a
3.1.6b
Domestic Fresh Water System

Domestic Refrigeration System
Accommodation Air Conditioning Plant
Miscellaneous Air Conditioning Units
Sewage Treatment Plant
Incinerator and Garbage Disposal
2.14.1a Domestic Fresh Water System

2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Plant
2.14.5a Soiled and Waste Water and Deck Scupper System
2.14.6a Incinerator System
2.12.1 Diesel Generators

2.12.2 Emergency Generator
2.12.1a Diesel Generator Local Control Panels
2.12.2a Emergency Generator Engine Local Start Panel
3.1

Operator Control Panel
Extension Alarm Panels
Main Engine Overview
Alarm Group Display
Trend Graph Display Example
Bar Graph Display Example
Control Pump Overview
Power Management System Overview
Illustrations
Electrical Power Generators
Illustrations
Part 3: Main Machinery Control
Accommodation Systems
2.14.1
2.14.2
2.14.3
2.14.4
2.14.5
2.14.6
2.10.1a Starting Air System

2.10.2a General Service Air System
2.10.3a Control Air System
2.11
2.15
Inert Gas System

2.15.1 Inert Gas System Description
2.15.2 Operation of the Main System
2.15.3 Top-Up Generator (TUG)
3.2
Engine Control Room and Main Switchboard Console and

Panels
3.2.1 Engine Control Room Layout
Illustrations
3.2.1a Engine Control Room
3.2.1b Engine Control Room Console
3.2.1c Main Switchboard Panels
Part 4: Emergency Systems
Illustrations
2.15.1a Inert Gas on Deck
2.15.2a Inert Gas System
2.15.3a Inert Gas System Engine Control Room Control Panel
4.1
4.2
4.3
4.4
Engine Room Fire Hydrant System

CO2 Fire Extinguishing System
Engine Room Local Fire Fighting System
Quick-Closing Valves and Fire Dampers
Illustrations
4.1a
4.2a
4.3a
4.4a
Fire Hydrant System - Engine Room

CO2 Fire Fighting System
Illustrations
2.13.1a Main Electrical Network
2.13.2a Generator and Synchronising Panels
2.13.3a Emergency Generator Panel
Issue: 1
IMO No.9301419

Part 5: Emergency Procedures
5.1
Flooding in the Engine Room
5.2
Emergency Operation of the Main Engine
5.9
5.3

Emergency Steering
Illustrations
5.3a
5.9a
5.9b
5.4
5.9c
5.9d
5.9e
5.9f
Steering Gear Emergency Valve Positions
Life Saving Equipment and Escape Routes
Illustrations
Illustrations
5.2a
5.9g
Life Saving Equipment and Escape Routes Symbols List

Life Saving Equipment and Escape Routes - Engine Room
Floor
Life Saving Equipment and Escape Routes - Pump Room
3rd Deck
2nd Deck
Life Saving Equipment and Escape Routes - Upper Deck
Above Engine Room
Emergency Fire Pump Operation
Illustrations
5.4a
Emergency Fire Pump System
5.5
Fire in the Engine Room
5.6
Emergency Power Failure
5.7
Fire Fighting Equipment
Illustrations
5.7a
5.7b
5.7c
5.7d
5.7e
5.7f
5.7g
5.8
Fire Fighting Equipment Symbols List

Fire Fighting Equipment - Engine Room Floor
Fire Fighting Equipment - Pump Room
Fire Fighting Equipment - Engine Room 3rd Deck
Fire Fighting Equipment - Engine Room 2nd Deck
Fire Fighting Equipment - Upper Deck Above Engine
Room
Fire Fighting Equipment - Upper Deck
Fire Detection Equipment
Illustrations
5.8a
5.8b
5.8c
5.8d
5.8e
5.8f
Issue: 1
Fire Detection Symbols List

Fire Detection Equipment - Engine Room Floor
Fire Detection Equipment - Pump Room
Fire Detection Equipment - Engine Room 3rd Deck
Fire Detection Equipment - Engine Room 2nd Deck
Fire Detection Equipment - Upper Deck Above Engine
Room
IMO No.9301419
Issue and Updates
This manual was produced by:
This manual is provided with a system of issue and update control. Controlling
documents ensure that:
WORLDWIDE MARINE TECHNOLOGY LTD.
Issues and Updates
April 2006
Mechanical Symbols and Colour Scheme
April 2006
For any new issue or update contact:
April 2006
Introduction
April 2006
Principal Machinery Particulars
April 2006
Documents conform to a standard format;
Amendments are carried out by relevant personnel.
Each document or update to a document is approved before

issue.
A history of updates is maintained.
Updates are issued to all registered holders of documents.

Sections are removed from circulation when obsolete.
The Technical Director

WMT Technical Office
The Court House
15 Glynne Way
Hawarden
Deeside, Flintshire
CH5 3NS.
UK.
E-Mail: manuals@wmtmarine.com
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to Head Office Technical Operations Department.
Item
Issue 1
Issue 2
Issue 3
Illustrations
1a
April 2006
1b
Location Plan of Engine Room - Pump Room

Top
April 2006
1c
April 2006
1d
April 2006
1e
April 2006
1f
April 2006
1g
Location Plan of Engine Room - Port Elevation

at Centre Line
April 2006
1.1
April 2006
1.2
April 2006
1.3
To Prepare Main Plant for Manoeuvring from

In Port Condition
April 2006
1.4
To Change Main Plant from Manoeuvring to

Full Away
April 2006
1.5
April 2006
1.6
April 2006
1.7
To Change Main Plant from Full Away to

Manoeuvring Condition
April 2006
1.8
To Secure Main Plant at Finished With

Engines
April 2006
1.9
April 2006
1.10
To Prepare the Cargo Oil Pump Turbines for

Discharge Operations
April 2006
1.11
To Shut Down the Cargo Oil Pump Turbines

After Discharge Operations
April 2006
1.12
April 2006
2.1
Main Engine
April 2006
2.1.1
April 2006
2.1.2
April 2006
2.1.3
April 2006
2.1.4
April 2006
Text
Illustrations
Issue: 1
IMO No.9301419
2.1.1a
Main Engine B & W 7S60ME-C
April 2006
2.1.1b
Main Engine Hydraulic Oil Loop
April 2006
2.1.1c
Fuel Oil Booster and Exhaust Valve Actuator
April 2006
2.1.2a
Engine Remote Control System
April 2006
2.1.2b
April 2006
2.1.3a
Main Engine Safety Switch Panel
April 2006
2.1.4a
April 2006
2.1.4b
Controlled Pitch Propeller Hydraulic System
April 2006

Item
Issue 1
Text
Issue 2
Issue 3
Item
Issue 1
Illustrations

Issue 2
Issue 3
Item
Issue 1
2.10.1
Starting Air System
April 2006
2.2
April 2006
2.5.1a
Main Central Cooling Fresh Water System
April 2006
2.10.2
General Service Air System
April 2006
2.2.1
General Description
April 2006
2.5.2a
Auxiliary Central Cooling Fresh Water System
April 2006
2.10.3
Control Air System
April 2006
2.2.2
April 2006
Text
2.2.3
April 2006
2.6
April 2006
2.10.1a
Starting Air System
April 2006
April 2006
2.6.1
April 2006
2.10.2a
General Service Air System
April 2006
Control Air System
April 2006
Steering Gear System
April 2006
2.2.5
April 2006
2.6.2
April 2006
2.10.3a
2.2.6
Sootblowers
April 2006
2.6.3
April 2006
Text
2.2.7
April 2006
2.6.4
April 2006
2.11
2.6.5
April 2006
Illustrations
2.11a
Steering Gear Flow Lines
April 2006
2.12
April 2006
2.12.1
Diesel Generators
April 2006
April 2006
2.12.2
Emergency Generator
April 2006
April 2006
Illustrations
2.7
Fuel Oil and Diesel Oil Transfer Systems
April 2006
2.7.1
Fuel Oil and Diesel Oil Bunkering and Transfer

System
April 2006
2.7.2
Fuel Oil and Diesel Oil Purifying System
April 2006
2.2.1a
Auxiliary Boiler
April 2006
Illustrations
2.2.2a
Boiler Local Control Panel
April 2006
2.6.1a
2.2.3a
April 2006
2.6.2a
2.2.4a
April 2006
2.6.3a
2.2.5a
April 2006
2.2.6a
Economiser Sootblower Control Panel
April 2006
2.3
April 2006
2.3.1
Condensate System
April 2006
2.3.2
Drains System
April 2006
2.3.3
April 2006
2.3.4
April 2006
2.3.5
April 2006
2.3.6
April 2006
Illustrations
2.3.1a
Condensate System
April 2006
2.3.2a
Drains System
April 2006
2.3.3a
April 2006
2.3.4a
April 2006
2.3.5a
April 2006
2.3.6a

System
April 2006
Text
April 2006
April 2006
2.6.4a
2.6.5a
Illustrations
2.7.1a
Fuel Oil and Diesel Oil Bunkering and Transfer

System
April 2006
2.7.2a
April 2006
Text
Sea Water Systems
Diesel Generator Local Control Panels
April 2006
2.12.2a
Emergency Generator Engine Local Start

Panel
April 2006
2.13
Electrical Systems
April 2006
2.13.1
Electrical Equipment
April 2006
2.13.2
Main Switchboard and Generator Operation
April 2006
2.13.3
Emergency
Operation
2.13.4
Power Distribution
April 2006
Text
Switchboard
and
Generator
April 2006
April 2006
2.13.5
Shore Power
April 2006
2 8.1
April 2006
2.13.6
Main Alternators
April 2006
2.8.2
April 2006
2.13.7
Emergency Alternator
2.8.3
April 2006
2.13.8
2.8.4
April 2006
Preferential
Restarting
2.8.5
April 2006
2.13.9
Uninterrupted Power Supply (UPS) and

Battery Systems
April 2006
2.13.10
Cathodic Protection System
April 2006
April 2006
2.8.1a
April 2006
April 2006
2.4.1
April 2006
2.8.2a
2.4.2
April 2006
2.8.3a
April 2006
2.4.3
Evaporators
April 2006
2.8.4a
April 2006
2.4.4
April 2006
2.8.5a
April 2006
Text
Illustrations
2.12.1a
2.8
Illustrations
Text
2.4
April 2006
Text
Text
Tripping
April 2006
and
Sequential
April 2006
Illustrations
2.13.1a
Main Electrical Network
April 2006
2.13.2a
Generator and Synchronising Panels
April 2006
2.13.3a
Emergency Generator Panel
April 2006
2.13.4a
Main 440V Distribution
April 2006
2.13.4b
Main 440V Distribution Group Starter Panels
April 2006
2.13.4c
Local Group Starter Panels
April 2006
2.4.1a
April 2006
2.9
Bilge Systems
April 2006
2.4.2a
April 2006
2.9.1
April 2006
2.13.4d
Main 220V Distribution
April 2006
2.4.3a
Evaporators
April 2006
Engine Room Bilge System and Bilge

Separator
2.4.4a
April 2006
2.9.2
Bosuns Store and Chain Locker Bilge System
April 2006
2.13.4e
Emergency Switchboard 440V and 220V

Distribution
April 2006
2.13.5a
Shore Power Panel
April 2006
2.13.8a
Preferential Tripping
April 2006
2.13.9a
24V DC Distribution Board and Battery

Charger
April 2006
Text
2.5
April 2006
2.5.1
April 2006
2.5.2
Auxiliary Central Fresh Water Cooling System
April 2006
Issue: 1
Illustrations
2.9.1a
Engine Room Bilge System
April 2006
2.9.2a
Bosuns Store and Chain Locker Bilge System
April 2006
Air Systems
April 2006
Text
2.10
Issue 3
Illustrations
2.2.4
Illustrations
Issue 2
IMO No.9301419

Item
Issue 1
2.13.9b
Navigation and General Alarm Equipment UPS

Distribution
April 2006
2.13.10a
Impressed Cathodic Protection System
April 2006
2.13.10b
MGPS System
April 2006
Text
Issue 2
Issue 3
Item
Issue 1

Issue 2
Issue 3
Item
3.1.6a
Control Pump Overview
April 2006
Text
3.1.6b
Power Management System Overview
April 2006
5.8
3.2
Engine Control Room and Main Switchboard

Console and Panels
April 2006
Engine Control Room Layout
April 2006
April 2006
5.8b
Fire Detection Equipment - Engine Room

Floor
April 2006
5.8c
April 2006
5.8d
Fire Detection Equipment - Engine Room 3rd

Deck
April 2006
5.8e
Fire Detection Equipment - Engine Room 2nd

Deck
April 2006
Fire Detection Equipment - Upper Deck Above

Engine Room
April 2006
April 2006
April 2006
3.2.1
April 2006
Illustrations
2.14.2
April 2006
3.2.1a
Engine Control Room
2.14.3
April 2006
3.2.1b
Engine Control Room Console
April 2006
2.14.4
Miscellaneous Air Conditioning Units
April 2006
3.2.1c
Main Switchboard Panels
April 2006
2.14.5
April 2006
Text
2.14.6
Incinerator and Garbage Disposal
April 2006
4.1
April 2006
5.8f
4.2
April 2006
Text
April 2006
2.14.1a
April 2006
4.3
April 2006
5.9
2.14.2a
April 2006
4.4
April 2006
Illustrations
Illustrations
April 2006
2.14.5a
Soiled and Waste Water and Deck Scupper

System
April 2006
2.14.6a
Incinerator System
April 2006
2.15
Inert Gas System
April 2006
2.15.1
Inert Gas System Description
April 2006
2.15.2
Operation of the Main System
April 2006
2.15.3
Top-Up Generator (TUG)
April 2006
Text
Illustrations
4.1a
Inert Gas on Deck
April 2006
2.15.2a
Inert Gas System
April 2006
2.15.3a
Inert Gas System Engine Control Room

Control Panel
April 2006
3.1
April 2006
3.1.1
Machinery
Overview
3.1.2
3.1.3
3.1.4
3.1.5
Control
and Alarm
System
April 2006
April 2006
4.3a
April 2006
4.4a
April 2006
5.1
April 2006
5.2
April 2006
Text
April 2006
5.3
Emergency Steering
April 2006
April 2006
5.4
April 2006
April 2006
5.4a
Screen Displays
April 2006
Text
Alarms Handling
April 2006
5.5
April 2006
Trending
April 2006
5.6
April 2006
3.1.6
April 2006
5.7
April 2006
3.1.7
April 2006
Illustrations
Control
and Alarm
System
April 2006
3.1.2a
Operator Control Panel
April 2006
3.1.2b
Extension Alarm Panels
April 2006
3.1.3a
Main Engine Overview
April 2006
3.1.4a
Alarm Group Display
April 2006
April 2006
5.9c

- Pump Room
April 2006
5.9d

- Engine Room 3rd Deck
April 2006
5.9e

- Engine Room 2nd Deck
April 2006
5.9f

- Upper Deck Above Engine Room
April 2006
5.9g

- Upper Deck
April 2006
April 2006
5.7a
5.7b
April 2006
5.7c
April 2006
5.7d
Fire Fighting Equipment - Engine Room 3rd

Deck
April 2006
5.7e
Fire Fighting Equipment - Engine Room 2nd

Deck
April 2006
April 2006
April 2006
3.1.5a
Trend Graph Display Example
April 2006
5.7f
Fire Fighting Equipment - Upper Deck Above

Engine Room
3.1.5b
Bar Graph Display Example
April 2006
5.7g
Issue: 1
5.9b
Text
Operator Stations
Machinery
Overview
April 2006

- Engine Room Floor
Illustrations
Illustrations
3.1.1a

Symbols List
Text
April 2006
Illustrations
5.9a
Illustrations
5.3a
Text
4.2a
5.2a
2.15.1a
Issue 3
April 2006
5.8a
2.14.1
2.14.3a
Issue 2
Illustrations
Text
2.14
Illustrations
Issue 1
IMO No.9301419
April 2006
Machinery Symbols List
Mechanical Colour Scheme
Globe Valve
Ball Valve
Diaphragm Operated Valve

with Positioner
(Three-Way Control)
Gear or Screw Type

Pump
Diaphragm
Angle Stop Valve
Angle Needle Valve and

V Port Valve
Filter
Centrifugal Pump
Diaphragm with Positioner
3-Way Valve
Two-Way Cock
Rose Box
Ejector (Eductor Injector)
Float
Non-Return Valve
Three-Way Cock (L-Type)
Mud Box
Overboard Discharge
Weight
Angle Non-Return Valve
Three-Way Cock (T-Type)
Separator
Observation Glass
Spring
Screw Down
Non-Return Valve
Locked Cock
Simplex
Auto-Back Flushing Filter
Flow Meter
Cylinder with Positioner
Screw Down
Non-Return Valve
Auto Vent Valve
Drain Silencer
Goose Neck
Hand Operated
(Locked Shut)
Swing Check Valve
Cylinder with Positioner

(Three-Way Control Rotary
Plug Type)
Float Type Air Pipe Head

(with Insect Screen)
Goose Neck Type Air Pipe

Head (with Wire Net)
Hand Operated
(Locked Open)
Pressure Regulating Valve
Remote Operated Valve
Float Type Air Pipe Head

(with Flame Proof Screen)
Suction Bellmouth
Piston
Safety / Relief Valve
Emergency Shut Off Valve

(Air Operated)
Angle Safety / Relief Valve
Emergency Shut Off Valve

(Hydraulic Operated)
Domestic Fresh Water

HT Cooling Water
Boiler Feed Water
LT Cooling Water
Marine Diesel Oil
Slops
P1
P2
FI
Self-Closing Valve
Ullage Stand with Cover
Scupper
HB
Fire Hose Box
Electric Motor Driven
Air Motor Driven
Fuel Oil
Condensate
Electrical Signal
Electric Horn
Connected Crossing Pipe
Foam
Solenoid Valve
Drain Trap
Wax Expansion Type

Control Valve
Hopper without Cover
Flexible Hose Joint
T Pipe
Self Contained Type

Control Valve
Hopper with Cover
Blind (Blank) Flange
Hydraulically Operated
Deck Stand
Breathing Valve
Piston Valve
Sounding Head with

Filling Cap
Spectacle Flange
( Open, Shut)
Hose Valve
Sounding Head with SelfClosing Cap and Sampling

Cock (Self Closing)
Spool Piece
Angle Hose Valve

(Three-Way Control)
Orifice
Discharge / Drain
Foot Valve
Storm Valve
Hand Pump
Tank Penetration
Needle Valve
Angle Storm Valve
Positive Displacement
Pump
Hand Operated
Freon
Bilges
Regulating Valve
Gate Valve
6kg/cm2 Steam
Not Connected
Crossing Pipe
Y-Type Strainer
16 / 10kg/cm2 Steam
Solenoid Driven
Air Horn
Electric Motor Valve
Fire / Deck Water
Air
S
Angle Self-Closing Valve
Butterfly Valve
Issue: 1
Air Motor Valve
Ballast Water
CO2
Duplex Oil Strainer

A
Sea Water
Steam Horn
Instrumentation
Lubricating Oil
Hydraulic Oil
IMO No.9301419
Inert Gas
Sludge

C
Inverter
Rectifier equipment
NWT joint box
WT joint box
2 glands (4 glands)
Making contact
Rectifier
HS
Humidistat
Breaking
Battery
WT
Water transducer
Making contact
AMS
Alarm monitoring
system
Breaking
Overcurrent relay
Making contact
Space heater
(element type)
TG
Control panel
Turbine generator
DG
Diesel generator
Normally Open switch
Breaking
EG
Emergency generator
Normally Closed switch
Making contact
Auxiliary
relay
contact
With time
limit in
closing
With time
limit in
opening
Flicker
relay
M
GM
AC induction motor
10A
Fuse
Breaking
Governor motor
RL
Indicator lamp
Pushbutton switch
(alternative)
Earth
D-D
Relay coil
Pushbutton switch
(alternative)
Transformer
BZ
Buzzer
Pushbutton (start/stop)
Whistle relay box
Pushbutton
(start/stop/running)
Group junction box xx

(xx = location)
Emergency stop
pushbutton box
Power supply unit
LD
ZBK
LM
S
Liquid sensor
GJB/XX
Zener barrier box
Resistor
Limit switch
Variable resistor
Vacuum circuit breaker
Bell
Air circuit breaker
Solenoid valve
Receptacle
Issue: 1
SIG
R B
BL
Trip
Automatic trip
CP
CI
DP
DPS
DPX
DPI
DIS
EM
FA
FC
FX
FI
FS
FCO
FLG
LAH
LAL
LC
LCG
LI
LR
LS
PAH
PAL
PAHLI
PX
PC
PR
PI
PS
PD
RX
RC
SA
SI
SX
SM
SMX
TR
TC
TI
TAH
TAL
TAHLI
TS
TH
TM
VC
VAH
VAL
ZS
Capacitance
Compound Indication
Differential Pressure
Differential Pressure Switch
Differential Pressure Transmitter
Differential Pressure Indicator
Displacer
Electromagnetic Flow Meter
Flow Alarm
Flow Controller
Flow Transmitter
XXX
Flow Indication
Flow Switch
Flow Counter
XXX
Float Type Level Gauge
XXXX
Level Alarm (High)
Level Alarm (Low)
H
Level Controller
XXX
XXXX
Local Content Gauge
L
Level Indication
Level Recorder
Level Switch/Limit Switch
Pressure Alarm (High)
Pressure Alarm (Low)
Pressure Alarm High/Low Indicator
Pressure Transmitter
Pressure Controller
Pressure Recorder
Pressure Indication
Pressure Switch
Pressure Displacement Meter
Revolution Transmitter
Revolution Controller
Salinity Alarm
Salinity Indication
Salinity Transmitter
Smoke Indication
Smoke Transmitter
Temperature Recorder
Temperature Control
Temperature Indication
Temperature Alarm (High)
Temperature Alarm (Low)
Temperature Alarm High/Low Indicator
Temperature Switch
Turbine Meter
Torque Meter VR Viscosity Indication
Viscosity Controller
Viscosity Alarm (High)
Viscosity Alarm (Low)
Valve Position Indicator
Function is Locally
Available
Functions are Available
in Control Room
Letters outside the circle
of an instrument symbol
indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
is involved
O = Open
C = Closed
110 Central meter
IMO No.9301419
INTRODUCTION
Safe Operation
General
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered at
all times.
Although this ship is supplied with shipbuilders plans and manufacturers

instruction books, there is no single document which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery. The purpose of this one-stop manual is to assist, inform
and guide competent ships staff, and trainees in the operation of the systems
and equipment on board and to provide additional information that may not
be otherwise available. In some cases, the competent ships staff and trainees
may be initially unfamiliar with this vessel and the information in this manual
is intended to accelerate the familiarisation process. It is intended to be used in
conjunction with shipyard drawings and manufacturers instruction manuals,
bulletins, Fleet Regulations, the ships Captains and Chief Engineers Standing
Orders and in no way replaces or supersedes these publications, all of which
take precedence over this manual.
Information relevant to the operation of this vessel has been carefully collated
in relation to the systems of the vessel and is presented in two on board
volumes consisting of CARGO OPERATING MANUAL and MACHINERY
OPERATING MANUAL.
The vessel is constructed to comply with MARPOL 73/78. These regulations
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994, 1995, 1998, 2001, and 2003.
The information, procedures, specifications and illustrations in this manual
have been compiled by WMT personnel by reference to shipyard drawings and
manufacturers publications that were made available to WMT and believed to
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ships staff under
operating conditions.
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are
provided to inform of perceived dangers to ships staff or equipment. In many
cases, the best operating practice can only be learned by experience.
If any information in these manuals is believed to be inaccurate or incomplete,
the officer must use his professional judgement and other information available
on board to proceed. Any such errors or omissions or modifications to the
ships installations, set points, equipment or approved deviation from published
operating procedures, must be reported immediately to the Head Office Technical
Operations Office, who should inform WMT so that a revised document may be
issued to this ship and in some cases, others of the same class.
Issue: 1
The second part of the manual details ships systems, providing a technical
description, system capacities and ratings, control and alarm settings and
operating details. Part three provides similar details for the vessels main
machinery and control system. Parts four and five describe the emergency
systems and procedures.
The valves and fittings identifications used in this manual are the same as those
used by the shipbuilder.
Never continue to operate any machine or equipment which

appears to be potentially unsafe or dangerous and always report
such a condition immediately.
Illustrations
Make a point of testing all safety equipment and devices

regularly. Always test safety trips before starting any equipment.
In particular, overspeed trips on auxiliary turbines must be
tested before putting the unit to work.
Never ignore any unusual or suspicious circumstances, no

matter how trivial. Small symptoms often appear before a major
failure occurs.
All illustrations that are referred to in the text and are located either in-text
where sufficiently small, or above the text, so that both the text and illustration
are accessible when the manual is laid open. When text concerning an
illustration covers several pages the illustration is duplicated above each page
of text.
Never underestimate the fire hazard of petroleum products,

whether fuel oil or cargo vapour.
Never start a machine remotely from the cargo and engine

control room without checking visually if the machine is able
to operate satisfactorily.
In the design of equipment, protection devices have been included to ensure

that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If any of these safety
devices are bypassed, overridden or neglected, then the operation of any
machinery in this condition is potentially dangerous.
Where flows are detailed in an illustration these are shown in colour. A key of
all colours and line styles used in an illustration is provided on the illustration.
Details of colour coding used in the illustrations are given in the following
colour scheme.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the preceding pages.
Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw readers attention to operation where
DANGER TO LIFE OR LIMB MAY OCCUR.
Description
The concept of this Machinery Operating Manual is to provide information to
technically competent ships officers, unfamiliar to the vessel, in a form that is
readily comprehensible, thus aiding their understanding and knowledge of the
specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.
CAUTION
Cautions are given to draw readers attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
Note: Notes are given to draw readers attention to points of interest or to
supply supplementary information.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
Safety Notice
Part one details the machinery commissioning procedures required to bring

the vessel into varying states of readiness, from bringing the vessel to a live
condition through to securing plant for dry dock.
It has been recorded by International Accident Investigation Commissions that

a disproportionate number of deaths and serious injuries that occur on ships
each year during drills involve lifesaving craft. It is therefore essential that
all officers and crew make themselves fully conversant with the launching,
retrieval and the safe operation of the lifeboats, life rafts and rescue boats.
IMO No.9301419
PRINCIPAL MACHINERY PARTICULARS
Illustrations
1a
1b
Location Plan of Engine Room - Pump Room
1c
1d
1e
1f
1g
Location Plan of Engine Room - Port Elevation at Centerline
Part 1:
Operational Overview
1.1
1.2
1.3
To Prepare Main Plant for Manoeuvring from In Port Condition
1.4
1.5
1.6
1.7
To Change Main Plant from Full Away to Manoeuvring Condition
1.8
To Secure Main Plant at Finished With Engines
1.9
1.10
To Prepare the Cargo Oil Pump Turbines for Discharge Operations
1.11
To Shut Down the Cargo Oil Pump Turbines After Discharge Operations
1.12
PRINCIPAL MACHINERY PARTICULARS

Key
Water Ballast
Tank
Illustration 1a Location Plan of Engine Room - Floor Plan
Local Group
Starter Panel
No.1
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
11
No.2
Low
Sea
Chest
11
No.1
10
Up
6
5
2
Emergency
Escape
Trunk
No.2
Up
Up
No.1
Up
7
4
12
Main Engine (Hyundai - B & W 7S6OME-C)

No.2
Up
29
Stern Tube
LO Tank
30
No.1
31
30
28
26
27
24
Up
Bilge
Tank
Up
23
25
13
14
No.2
14
No.1
16
No.2
16
No.1
15
17
No.2
17
No.1
Space
Heater
18
12
22
Up
21
21
Main Lubricating Oil

Tank
High
Sea
Chest
20
19
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Local Group
Starter Panel
No.2
Void
Water Ballast
Tank
14
Issue: 1
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
Control Pitch Propeller Hydraulic Drain Tank and Pump
Oily Bilge Pump
Sludge Pump
Main Lubricating Oil Pump
Main Engine Stuffing Box Lubricating Oil Drain Tank
Engine Room Space Heater at Floor (Aft)
Main Engine Local Control Position and Control System Panels
Marine Growth Protection System Chlorination Unit
Bilge Fire and General Service Pump
10
Marine Growth Protection System Sea Water Service Pump
11
Deck Seal Sea Water Pumps
12
Sea Water Strainer
13
Scrubber Cooling Sea Water Pump
14
Fresh Water Generator Ejector Pump
15
Echo Sounder
16
Cargo Oil Pump Turbine Condensate Pump
17
Main Cargo Oil Pump Condenser Cooling Sea Water Pump
18
Auxiliary Cooling Sea Water Pump
19
Engine Room Space Heater at Floor (Forward)
20
Marine Diesel Oil Transfer Pump
21
Heavy Fuel Oil Transfer Pump
22
Lubricating Oil Transfer Pump
23
Main Lubricating Oil Purifier Supply Pump
24
Generator Engine Lubricating Oil Purifier Supply Pump
25
Main Engine Air Cooler Chemical Cleaning Tank
26
Main Engine Air Cooler Chemical Cleaning Pump
27
Main Engine Scavenge Air Box Drain Tank
28
Hydraulic Power Pack for Control Pitch Propeller
29
Stern Tube Lubricating Oil Cooler
30
Stern Tube Lubricating Oil Pump
31
Stern Tube Lubricating Oil Sump Tank
54
Section 1 - Page 1 of 7
Illustration 1b Location Plan of Engine Room - Pump Room Top

Water Ballast
Tank
Void
No.2
Low
Sea
Chest
No.1
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
1
No.2
2
No.1
3
4
DN
No.2
Key
Economiser Feed Water Pump
Boiler Feed Water Pump
Space Heater On Pump Room Top (Port)
Water Ballast Pump Motor
Cargo Oil Pump Turbine Condenser
Air Ejector Condenser
Cargo Oil Pump Turbine
No.1
Pump
Room
7
No.3
7
No.2
DN
7
No.1
Space Heater On Pump Room Top (Starboard)
Remote Control Valves System Solenoid Valve Cabinet No.3
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Fuel Oil
Overflow
Tank
Void
Water Ballast
Tank
36
Issue: 1
38
40
42
44
46
48
50
IMO No.9301419
52
54

Illustration 1c Location Plan of Engine Room - 3rd Deck

Key
Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
7
Electrician's
Workshop
Drains Cooler
Workshop
Store Room
6
5
Free
Space
No.2
14
47
Crane
Service
Area
No.2 No.1
45
No.1
43
43
21
21
20
22
No.2
No.1
22
22
23
24
42
29
29
41
28
No.2
No.1
30
31
Purifier
Room
34
LO and FO
Separators
Control Panels
Pump Room
Access
35
25
32
No.2
33
33
26
No.2
No.1
No.1
No.1 No.1
No.1
36
37 38
39
No.1
27
27
Local Group
Starter Panel
No.4
40
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
Heavy Fuel
Oil Settling
Tank
Heavy Fuel
Oil ServiceTank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
Oily Bilge Separator
Feed Filter Tank With Inspection Chamber
Atmospheric Condenser
Expanded Metal Wall
Fire Proof Curtain
Air Conditioning Unit
Cylinder Oil Measuring Tank
Welding Space Exhaust Fan
10
Expanded Metal Wall
11
Main Engine Jacket Fresh Water Preheater
12
Main Engine Jacket Cooling Fresh Water Pump
13
Fresh Water Generator
14
Vacuum Pump Motor
15
Working Stand For Exhaust Valve
16
Grinding Machine For Main Engine Exhaust Valve and Seat
17
Spare Cylinder Cover
18
Spare Cylinder Liner
19
Port Use Cooling Fresh Water Pump
20
Central Cooling Fresh Water Pump
21
Spare Exhaust Valve
22
Central Fresh Water Cooler
23
Engine Room Space Heater at 3rd Deck (Starboard)
24
Heavy Fuel Oil Purifier Heater (2 Sets)
25
Marine Diesel Oil Purifiying Supply Pump
26
Heavy Fuel Oil Purifiying Supply Pump
27
Main Lubricating Oil Purifier Heater (Upper)
28
Boiler Fuel Oil Pump
29
Generator Engine Lubricating Oil Purifier
30
Main Lubricating Oil Purifier
31
Marine Diesel Oil Purifier
32
Heavy Fuel Oil Purifier
33
Boiler Fuel Oil Heater (2 Sets)
34
Main Engine Fuel Oil Heater (2 Sets)
35
Main Engine Fuel Oil Circulating Pump
36
Main Engine Fuel Oil Supply Pump
37
Generator Engine Fuel Oil Supply Pump
38
Generator Engine Fuel Oil Booster Pump
39
Generator Engine Fuel Oil Heater (2 Sets)
40
Main Lubricating Oil Cooler
41
Main Lubricating Oil Automatic Backflushing Filter
42
Boiler Water Circulating Pump
43
Soot Collecting Tank
44
Diesel Generator Preheater
45
Engine Room Space Heater Near Diesel Generator (Starboard)
Generator Engine Lubricating Oil Purifier Heater (Lower)
No.2
No.1
No.2 No.2 No.2
No.2
Heavy Fuel
Oil Settling
Tank
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
23
46
IMO No.9301419
48
Engine Room Space Heater Near Diesel Generator (Port)
No.2
Up
Dn
44
15
19
No.1
No.2
No.1
18
48
46
15
17
Dn
48
No.2
No.1
14
16
Free
Space
12
13
No.2
Emergency Escape
Trunk
11
13
Up
48
No.3
10
Up
Dn
Emergency Fire
Pump Space
Welding
Space
Main Generators
Local Control
Panels
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
50
52
46
Lubricating Oil Daily Tank
47
Main Generator
54

Illustration 1d Location Plan of Engine Room - 2nd Deck
Water Ballast
Tank
Void
Key
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
Marine Diesel
Oil Storage
Tank
Fresh
Water Tank
(Port)
Pump Unit of Local Fire Fighting System
Air Conditioning Compressor Unit
Sewage Collecting tank
General Use Transformer
Unit Air Cooler For Engine Control Room
Spare Piston
Overhead Crane (Safe Working Load 4 Ton)
Cooling Fresh Water Booster Pump
10
Service Air Reservoir
11
Control Air Reservoir
12
Engine Room Space Heater At 2nd Deck (Starboard)
13
Service Air Compressor
14
Control Air Compressor
15
Main Air Reservoir
16
Main Air Compressor
Generator
Engine
Lubricating Oil
Storage Tank
17
Auxiliary Air Reservoir
18
Purifier Room Exhaust Fan
19
Control Air Dryer
Local Group
Starter Panel
No.5
20
21
Provision Refrigeration Compressor Unit
22
Calorifier
23
Steriliser
24
Mineraliser
25
Hot Water Circulating Pump
26
Fresh Water Hydrophore Unit
27
Engine Room Space Heater At 2nd Deck (Port)
28
Engine Room Toilet
6
Engine Control
Room
5
27
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
3
28
Up
Up
Emergency
Fire Pump
Space
Up
Up
Dn
Cylinder Oil
Storage Tank
No.2
Auxiliary
Boiler
Emergency
Escape
Trunk
Crane Sevice
Area
Turbine
Lubricating Oil
Storage Tank
No.1
Auxiliary
Boiler
Steering Gear
Room & Rope
Storage Space
Local Group
Starter Panel
No.6
Main
Lubricating
Oil Settling
Tank
Main
Lubricating
Oil Storage
Tank
Pump Room
Access
Cooling
Fresh Water System
Expansion Tank
Dn
Dn
26
Fresh
Water Tank
(Starboard)
23
19
19
No.2
No.1
9
16
16
No.2
25
14
13
No.1
10
20
24
11
12
22
21
Marine
Marine
Diesel
Oil Service Diesel Oil
Settling
Tank
Tank
Galley No.1 and No.2

440/230V Transformers
18
15
15
17
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.2
Heavy Fuel
Oil Settling
Tank
No.1
Heavy Fuel
Oil Settling
Tank
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Heavy Fuel
Oil Service Tank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
IMO No.9301419
48
50
52
54
Illustration 1e Location Plan of Engine Room - Upper Deck
Upper Deck Plan
Lobby
Paint
Locker
Emergency Generator
Room
Garbage
Locker
Dn
Dispensary
Engine Room
Entrance
OX
Inert Gas
Scrubber AC
Up
Up
Hospital
Foam &
Fire Control
Room
6-Suez
Crew
Gymnasium
Crew's
Changing
Room
C.D. &
P.S.
Officer's
Changing
Room
Stairway
Sauna
Engine
Room
Hatch
Dry Provision
Store
Incinerator
Fish
Room
Vegetable
room
Issue: 1
14
Lobby
Public
Toilet
Bonded
Store
Laundry
Locker
Spare
Crew (A)
Drying
Room
CO2 Room
Deck
Locker
12
Hydro Power
Unit Room
C.G.
Locker
Incinerator
Room
/8 /XYGEN7ELDING#YLINDER2OOM
!# !CETYLENE7ELDING#YLINDER2OOM
#$ #ABLE$UCT
03 0IPE3PACE
#' #LEANING'EAR
16
18
20
22
24
26
28
Meat
Room
Lobby
Spare
Crew (B)
30
IMO No.9301419
Illustration 1f Location Plan of Engine Room - Above
A Deck Plan
B Deck Plan
12
C Deck Plan
Key
12
1
10
Dn
Fan
Room
12
Up
11
Dn
11
Incinerator
Room
Extraction
Fan
2
No.1
No.1
Openable J-Damper
Fan
Room
9
4
Issue: 1
16
18
20
Dn
No.2
No.2
14
Topping-Up Inert Gas Generator
Boiler Forced Draught Fan
Incinerator Room Exhaust Fan
Openable J-Damper
12
22
24
12
26
12
14
16
12
18
20
12
22
24
26
12
IMO No.9301419
14
16
18
20
22
24
Incinerator Marine Diesel Oil Tank
Incinerator Waste Oil Settling Tank (Top)
Incinerator Waste Oil Service Tank
No.1 Engine Room Ventilation Fan (Reversible Type)
No.2 Engine Room Ventilation Fan (Reversible Type)
No.3 Engine Room Ventilation Fan (Non-Reversible Type)
10
No.4 Engine Room Ventilation Fan (Non-Reversible Type)
11
Inert Gas Fan
12
Louvre
26
Illustration 1g Location Plan of Engine Room - Port Elevation at Centre Line
C Deck
(32,550 A/B)
Fan
Room
B Deck
(29,050 A/B)
A Deck
(25,650 A/B)
Engine
Control
Room
Escape Trunk From

Engine Control Room
Upper Deck
(22,650 A/B With Cam 1,050)
Engine
Room
Toilet
No.2
Auxiliary
Boiler
Marine Diesel
Oil Storage
Tank

Storage/Settling Tank
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
Electrician's
Workshop
Store
Room
Workshop
2nd Deck
(16,000 A/B)
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
3rd Deck
(10,700 A/B)
Main Engine (Hyundai - MAN B&W 7S60ME-C)

Main Lubricating
Oil Pump
Pump Room Top

(6,400 A/B)
Floor (4,700 A/B)

Pump
Room
4100
Bilge Holding
Tank
14
10400 From A.P.
(Frame Space 800)
Issue: 1
Oily
Bilge
Tank
16
18
20
22
Tank Top (2,700 A/B)

Tank Top For Hold (2,300 A/B)
Main Lubricating
Oil Sump Tank
Base Line
24
26
28
30
24000
(Frame Space 800)
IMO No.9301419
32
34
36
38
40
42
44
46
4000
(Frame Space 800)
48
50
52
54
5100
(Frame Space 850)
1.1 To Bring Vessel Into Live Condition
Dead Ship Condition

2.4.1
Prepare the cooling SW systems for operation.

Start the SW cooling systems.
No shore power available
Shore power available

Establish shore supply.
Check phase sequence, voltage
and frequency.
Isolate the sequential restart system.

All ancillary equipment set to manual
to avoid low pressure auto restart.
Supply the emergency and main
switchboards.
2.4.2
2.13.5
Check the emergency generator

diesel oil tank level is adequate.
2.7.1
Start up the control air compressor and bring the

system up to pressure.
2.13.8
Start the emergency generator.
2.12.2
Start the electrically driven DO supply pump and

shut down the air driven DO supply pump.
Disconnect the shore power supply.
Start the port use FW circulating pump 2.5.1

and supply the generator engines'
2.5.2
electric preheater unit.
2.13.5
2.10.3
2.6.2
Stop the emergency generator and

place on standby.
2.12.2
Place emergency generator on standby. 2.13.6
2.10.1
Start No.1 air compressor and fill the auxiliary and
general service air receiver. Ensure all non-essential
equipment fed from the general service air is isolated.
Ensure that the GS air supply to the emergency air
driven DO supply pump is open.
Start the generator engines emergency air operated

diesel oil supply pump.
Prepare a generator engine for starting. Start the LO

priming for the engine then start the generator engine.
If power supplied by shore power, prepare to isolate

and transfer power from a generator engine.
Supply power to the main and emergency 440V and
220V switchboards, restart the FW cooling pump.
Reset the preference trips.
2.13.8
Start an inert gas deck seal sea water pump.
2.4.1
2.6.2
Ensure the engine room CO2 system is operational.
4.2
2.8.2
Ensure the engine room local fire detection system

is put into service. If the FW tank level is adequate
put the Local Fire Fighting system on line, either in
AUTOMATIC or MANUAL mode according to the
Chief Engineers instructions.
2.13.2
4.3
2.13.3
Ensure the engine room fire hydrant system is

ready for use.
4.1
Continued on Next Page
Issue: 1
IMO No.9301419
Section 1.1 - Page 1 of 2
From Previous Page
Ensure the deck foam system is ready for use.
Cargo
4.2
Start the engine room and accommodation

ventilation fans. Start the air conditioning system.
2.14.3
Put the general service air system into operation.
2.10.2
Put the domestic refrigeration system into

operation.
2.14.2
Start the domestic water system with the calorifier

electric heater in line.
2.14.1
Pump bilges to the bilge holding tank as required.
2.9.1
Put all ancillary equipment on standby.

Restore the switchboard sequential restart system.
Put the remaining diesel generators on standby.
2.13.8
2.13.6
Start the sewage treatment plant.
2.14.5
Plant is now in Live Condition
One diesel generator in use, the other diesel

generators are on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and FW systems are in use.
The domestic services are in use.
Issue: 1
IMO No.9301419

1.2
To Prepare Main Plant For Operation

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

diesel oil.
2.2.1
2.6.3
Start a boiler feed water pump.

Line up the distilled water make up system.
2.3.3
Supply steam to the low pressure steam system.
2.2.5
Supply steam to the HFO tanks and trace heating,

Supply steam to the boiler fuel oil heaters. Start the
other boiler pilot burner pump and circulate fuel.
Start the HFO purifier system.
2.7.2
Change the diesel generator over to run on HFO.
2.6.2
Start the main engine jacket CFW pumps and

supply steam to the main engine jacket preheater.
2.5.1
Supply steam to the main engine FO heater

Start the main engine FO supply and circulating
pumps. Start the viscosity controller.
Circulate HFO until the MDO has been expelled.
2.6.1
2.2.5
2.6.3
Maintain the standby generators in a warm
condition using the generator engine preheaters.
Change the first boiler to operate on HFO.
2.2.5
2.12.1
2.6.3
Plant in In Port Condition
Issue: 1
Put the first boiler on automatic operation. Prepare

the other boiler for flashing operations.
2.2.2
2.2.1
2.6.3
When the other boiler is at the normal working

pressure it may be coupled with the first boiler.
.
2.2.2
2.2.1
2.6.3

The boiler and steam systems are in use.
The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
The main engine is circulating with hot HFO.
IMO No.9301419

1.3
To Prepare Main Plant for Manoeuvring from 'In Port' Condition
Plant in 'In Port' Condition

Check that the turbochargers are receiving an
adequate supply of oil.

The boiler and steam systems are in use.
The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
Start the LO purifier system.
Inform the bridge before changing over the main

engine and CPP control from separate control to
automatic (combination) control.
Place the Power Management System in Auto

mode to allow a 2nd generator to start if required.
Prepare to start the main engine by starting the

following pumps:
Main lubricating oil
Main engine fuel oil supply
Main engine fuel oil circulating
CPP hydraulic oil pressure
Switch on the FO and LO Auto clean filters
2.1.1
2.8.4
Start the steering gear motors and carry out

steering gear function tests.
Ensure the cylinder oil measuring tank is full.
2.1.1
2.11
2.8.1
22.12.1
2.13.2
2.1.1
2.6.1
2.8.1
2.1.4
Change control to bridge control. Check the

telegraph and clocks before changing to bridge
control.
2.1.2
Ensure all standby pumps are on automatic.
2.13
Ensure that the deck machinery circuit breakers are

2.13
in the ON position.
Obtain clearance from the bridge:

Operate the cylinder lubricators before turning the
engine using the turning gear.
Plant in Manoeuvring Condition
Open the air start valves. Check the engine starting

status on the main operating panel, ensuring that
a hydraulic pump and auxiliary blower has started
automatically. Turn the engine on air, observe the
indicator valves, before stopping the engine and
closing the indicator valves.
Two diesel generators in use, the remaining diesel

generator is on standby.
The boilers and steam system are in use.
The diesel generators are running on HFO.
The main engine is heated and ready for use on
bridge control.
Both steering gear systems are in use.
The deck machinery is ready for use.
Start the main engine and increase the speed up

to 50 rpm, ensuring that the critical speed is quickly
passed.
Issue: 1
IMO No.9301419

1.4
Two diesel generators in use, the remaining diesel

generator is on standby.
The boilers and steam system are in use.
The main engine is heated and ready for use on
bridge control.
The main engine is running on HFO.
Both steering gear systems are in use.
The vessel is manoeuvring on bridge control.
The bridge presses the At Sea pushbutton, which

is acknowledged in the ECR and the main engine
goes on to an automatic load up program.
Bridge stops one steering gear motor.
2.11
Put the economiser dump steam system into

operation.
2.2.4
Operate the turbocharger blower cleaning system

if required.
2.1.1
Start up the FW generator system.

Do not fill fresh water tanks while in coastal waters.
2.4.3
2.1.2
Transfer and purify HFO as required.
Operate the exhaust gas economiser sootblowers.
2.2.7
When the bridge notifies the engine control room

of full away, record the following:
Time.
Main engine revolution counter.
HFO and MDO tank levels.
HFO and MDO counters.
Fresh water tank levels.
Ensure the auxiliary blowers stop automatically.
2.7.2
2.1.2
When the load up program completes, check the

main engine pressures and temperatures.
2.1.2
Reduce the bilge water holding tank level through

the OWS if the vessel is not in a restricted area.
2.9.1
Ensure the boiler stops as the economiser takes

over steam generation. Secure the standby boiler
and supply heating to maintain pressure above
0.5MPa or place in the wet lay up condition.
2.2.1
Vessel is Full Away on Bridge Control
Issue: 1
IMO No.9301419
1.5 To Prepare For UMS Operation

Plant 'Manned' Condition
All standby pumps and machinery systems

are on auto start, the sequential restart system is
operational.
2.13.8
Acetylene and oxygen cylinder valves are closed

and flexible pipes disconnected.
Ensure all FO, LO and fresh water tanks/sumps

are adequately full.
All ventilation fans are running.
Main engine is on bridge control.
Ensure the bilges are dry and the high level
alarms are operational.
2.9.1
Ensure smoke and fire sensors are operational

and the local fire fighting system is set to
AUTO/MANUAL.
4.3
5.8
All alarms and safety cut-outs are operational.
3.1
All drain tanks are empty.
Compressed air receivers are fully charged.
All combustible material is stored in a safe place.
All strainers and filters of running and standby

machinery are in a clean condition.
The engine room watertight doors to deck

and steering gear compartment doors are shut
All piping systems are tight and not temporarily

repaired.
2.1.2
All operating parameters are within normal range.
The control system is programmed to print alarms

as required.
3.1
Control is on the bridge and duty officers are

informed of commencement time of UMS.
3.1
3.1
Duty officer made aware of identity and location of
the duty engineer.
ECR air conditioning unit is operating correctly.
2.14.4
Watchkeeper control switched to the duty
engineer's cabin.
2.10
3.1.6
All loose items are secured.

Purifier feed inlets are suitably adjusted.
2.7.2
Electric appliance plugs are removed in the ECR.

Emergency diesel generator is on standby.
2.13.6
Stopped diesel generators are on standby.
2.13.2
Issue: 1
Workshop welding machine plug is removed.
IMO No.9301419
Plant in 'UMS' Condition
Note: The UMS period must not exceed 8 hours.
1.6 To Change From UMS To Manned Operation
Manning to Answer an Alarm
Normal Handover
When summoned by the extension alarm system,

the duty engineer proceeds to the ECR.
The duty engineer proceeds to the ECR.
The wheelhouse is informed of manned condition

and the alarm cause.
The wheelhouse is informed of manned condition.
The watchkeeping control remains with the wheelhouse

if it is expected that the alarm will be dealt with promptly.
The data logger printouts generated during the

UMS period are examined.
The alarm condition is rectified and if necessary

assistance is called for.
The off-duty engineer hands over to the oncoming duty

engineer, discussing any irregularities. Ideally the
handover should be carried out in front of the other
engineers to provide them with continuous plant
operation knowledge.
When the condition is cleared, the engineer will notify

the wheelhouse.
The duty engineer should be aware of all the maintenance

being carried that may affect the operation of the plant
and should be informed of any changes to the
day's schedule.
The duty engineer can then proceed with his normal

tour of inspection.
Plant in 'Manned' Condition
The senior engineer is informed of any plant defects.

It will then be decided if they should be included in the
present day's work list.
The engineer will confirm that the engine room

will resume the unmanned condition.
The senior engineer delegates the work list and
discusses relevant safety practices.
Issue: 1
IMO No.9301419

1.7
To Change Main Plant From Full Away To Manoeuvring Condition
Test fire the boiler in use.

Operate the economiser sootblowers and isolate
the system.
Vessel is Full Away on Bridge Control
Ensure that the engine room bilges and bilge

holding tank are empty.
2.2.3
2.2.6
2.9.1
Bridge informs the engine control room of EOP.
Shut down the fresh water evaporator plant.
2.4.3
Start a second diesel generator and place in

parallel on the switchboard.
2.12.1
2.13.2
The main starting air compressors are on auto.

Check the starting air system drains for water.
2.10.1
If required to manoeuvre on MDO begin the

changeover 1 hour before the end of passage.
2.6.1
Record the following:

Time.
Main engine revolution counter.
HFO and MDO tank levels.
HFO and MDO counters.
Fresh water tank levels.
Ensure that the standby boiler is in automatic mode,

to take over from the exhaust gas economiser.
Operate the turbocharger washing system

if required.
2.2
2.1.1

By adjusting the setting on the engine power limiter in
in the ECR, manually reduce main engine speed at 2.1.1
a rate no greater that 1 rpm per minute.
Start the second steering gear motor.

Carry out steering gear tests.
Issue: 1
Two diesel generators are in use, the remaining

diesel generator is on standby.
A boiler is in use.
Both steering gear motors are in use.
2.11.1
IMO No.9301419

1.8
To Secure Main Plant At Finished With Engines
Two diesel generators are in use, the remaining

diesel generator is on standby.
A boiler and the economiser are in use.
Both steering gears are in use.
Stop the steering gear.
2.11
Stop the controlled pitch propeller Hydraulic pumps.
2.1.4
Close the air start valves and open the cylinder

indicator valves. Engage the turning gear.
Bridge notifies the engine control room of Standby

Constant.
Maintain the JCW temperature for normal port stay.
Move the main engine starting lever to match the

ECR rpm with the bridge rpm on the MOP.
2.1.1
Turn the CPP control switch to the Separate

Control position.
2.1.1
Move the Start lever to the STOP position.
2.1.1
Inform the bridge before pressing the FWE

pushbutton, to change the engine control from
At sea to Standby mode.
Ensure that the main engine hydraulic oil pressure

pumps and the auxiliary blowers have stopped
automatically.
Leave a main LO pump running. If access to the

crankcase is required, run the LO pump for at
least 20 minutes after FWE. Maintain the LO
sump temperature with the LO purifier.
If the main engine was manoeuvred on MDO, stop

the HFO pumps.
Two diesel generators will remain in use if cargo or

ballast pumps are required.
Set the power management system to AUTO.
Prepare the plant for cargo operations if required

such as the second boiler for cargo pumps, the
atmospheric condenser for drains and stripping
pump exhaust.
2.1.1
Prepare the plant for IGS operations if required.
2.1.1
2.5.1
2.8.1
2.6.1
2.13.2
2.2.1
2.2.2
2.2.4
2.3.1
2.4.1
2.15
Plant in 'In Port' Condition
Issue: 1
IMO No.9301419

1.9
Inerting
All Cargo Tanks Empty and Gas Free
Venting
Ensure all cargo lines have been line washed.
Prepare the IG plant for operation.
All Cargo Tanks Inerted
Ensure all cargo lines have been line washed.
2.15
Prepare the IG plant for operation on fresh air.
Fit the cross connection spool piece between the

IG main and the No.3 cargo loading line.
2.15
Fit the cross connection spool piece between the

IG main and the No.3 cargo loading line.
Open valves to supply inert gas to the cargo

tanks via the bottom lines and tank suction valves.
Ensure all the spectacle flanges in each tank

have been swung to the OPEN position and the
manual valve is open.
Ensure all the spectacle flanges in each tank

have been swung to the OPEN position and the
manual valve is open.
Open the tank lids.
Open the vent mast manual control valve.
Start the IG plant in fresh air mode.
Ensure the correct water level is showing in the
deck water seal.
Start the IG Plant.
2.15
Open the manual IG isolating valves IG-33 and

IG-34 to the cargo top line and OD356. Fresh air
will now be delivered to the selected tanks with
the displaced inert gas being vented out via the
tank lids.
2.15
Open the manual IG isolating valves IG-33 and

IG-34 to the cargo top line and OD356. Inert gas
will now be delivered to the selected tanks with
the displaced atmosphere being vented out via the
tank supply/outlet branch lines to the vent riser.
Test the tank's atmosphere with a portable O2

meter.
Leave the fans running as long as required

whilst a fresh air atmosphere is required.
Using the sounding pipe for access test all tanks

in turn untill 7% O2 or less is achieved.
All Cargo Tanks Ventilated

When all tanks are fully inerted close the vent riser
control valve and pressurise the tanks to 100kPa.
.
Issue: 1
IMO No.9301419

1.10
To Prepare The Cargo Oil Pump Turbines For Discharge Operations
Check all the turbine lubricating oil sumps for water using the sump drain
valve and drain as necessary. Top up the LO sumps to slightly above the
working level.
2.2.3
Open the cargo condenser condensate pump suction and discharge

valves, balance line valves and the condenser recirculation and level
control valves.
Check and replenish the governor oil levels.
2.3.1
Start one condensate pump and ensure that the hotwell level remains
normal.
Open the cargo condenser SW inlet and outlet valves.

Check that the sea water overboard valve is fully open.
Open the main sea water cooling pump suction and discharge valves.
Open the vacuum unit condenser SW inlet and outlet cooling valves.
2.4.1
2.4.2
Open all the cargo oil pump lubricating oil cooler SW inlet and outlet
valves. Cooling water is supplied from the auxiliary sea water cooling
system.
Start one of the vacuum steam ejectors and check that the vacuum in the
cargo condenser increases.
2.4.2
Full vacuum will not be achieved until gland steam is supplied to the
turbines at a pressure of 0.03 to 0.05MPa.
Locally start the cargo oil pump turbine pre-lubricating oil pumps. Check
the oil levels in the lubricating oil sumps. Check that oil pressure reaches
the priming pressure of 0.03MPa.
Open all the turbine drain valves, steam chest drain valves, individual
steam line drain valves, low point steam trap valves and drain separator
steam trap drain valves.
Ensure that the trip cylinders move out and that the trip latch is in
a position to engage.
Slowly and carefully open the cargo oil pump main steam stop warming
through valve. Warm and drain the steam lines and turbines, closing in
the drains as necessary. Check that drain traps are working properly.
2.2.4
If inert gas is required prior to the starting of the cargo pumps open the
inlet and outlet valves to the main steam dump valve. Ensure the boiler is
firing to at least 20% to ensure the required quality of IG.
2.2.4
Open the cargo oil pump turbine exhaust valves.
Issue: 1
2.2.4
Warm through and supply gland steam to the turbine gland systems.
Vent any air from the condensers.
2.2.4
IMO No.9301419
2.2.2

1.11
To Shut Down The Cargo Oil Pump Turbines After Discharge Operations
Change the boilers to Low - Firing mode.
2.2.2
Ensure that all the COPT lubricating oil priming pumps are running.
Close all the turbine trip valves, close the cargo oil pump turbine main
steam stop valve and close all the gland steam valves.
Open all the turbine, line and steam chest drains.
Close the cargo oil pump turbine exhaust valves.
Shut down the vacuum ejector unit(s).

Stop the condensate pump. Leave it operational in case the condenser
hotwell level rises due to condensation.
Leave the sea water cooling operating for at least two hours.
When the system has cooled down, close the lubricating oil cooler water
supply valves. This may take several hours.
Leave the lubricating pumps running to reduce corrosion in the turbine
gearing.
Shut down the sea water cooling to the vacuum ejector condenser and
the vacuum condenser.
Issue: 1
IMO No.9301419
2.4.1

1.12
To Secure Main Plant For Dry Dock
Plant in In Port Condition
Shut down the diesel generators until only one is

in use.
Check the diesel generator is operating on DO.
2.6.2
Shut down the auxiliary boilers.

Allow them to cool naturally, drain if required for
maintenance OR put in the wet lay up condition.
2.2.1
2.13.2
2.12.1
Ensure all tanks are at the required levels to give

the vessel the necessary trim, draught and
stability for entering dry dock.
Shut steam off the JFW heaters. Allow the JCW

pumps to run until the main engine has cooled down.
2.5.1
Transfer the main engine LO sump to the LO

settling tank via the purifier.
2.8.4
Shut down the feed pumps and condensate system.

Isolate the distilled water tanks.
Circulate the boiler FO system with DO.

Shut down the boiler FO pumps.
Shut down the stern tube LO system.

Shut down the LO purifier.
2.8.4
Shut down the HFO purifier.
2.7.2
Change the domestic water heating to electric.
The main engine should have been manoeuvred

on DO if not, change over to DO and circulate FO
back to HFO tank, until the line has been
flushed with DO. Stop the main engine FO pumps
and viscosity controller.
Establish shore power.

2.13
Check the phase sequence, voltage and frequency.
Shut down the air conditioning and refrigeration

plants until the shore power supply is established.
2.3
2.12.1
Isolate the emergency generator then connect the

shore supply to the emergency switchboard.
Supply the main and emergency switchboards.
Establish lighting and ventilation and any other
essential services.
2.13.4
2.6.3
2.8.3
Connect Shore SW cooling.

Restart the SW and FW cooling systems for the
generator engines if necessary to circulate the
generator engine. When cooling is complete stop
and isolate the pumps.
2.4
2.5
2.14.1
Restart a main air compressor to maintain the quick

closing valves safety system.
2.14
2.6.1
Shut down the fire pumps.

Pressurise the fire main from the shore supply.
Stop the diesel generator.
4.1
Open the breakers on the deck machinery system. 2.13.4
2.10.1
.
Secure the engine room CO2 and local fire
fighting systems and ensure that they are
operational.
4.2
4.3
The dry dock can now be emptied.

Isolate the sequential restart system.
2.13
Plant Secured for Dry Dock
Issue: 1
IMO No.9301419
PART 2:
2.1
MAIN ENGINE AND AUXILIARY SYSTEMS
MAIN ENGINE
2.1.1
2.1.2
2.1.3
2.1.4
Illustrations
2.1.1a Main Engine B & W 7S60ME-C
2.1.1b Main Engine Hydraulic Oil Loop
2.1.1c Fuel Oil Booster and Exhaust Valve Actuator
2.1.2a Engine Remote Control System
2.1.2b Main Engine Local Control Panel
2.1.3a Main Engine Safety Switch Panel
2.1.4a Controlled Pitch Propeller System
2.1.4b Controlled Pitch Propeller Hydraulic System
Illustration 2.1.1a Main Engine B&W 7S60ME-C

Exhaust
Manifold
Hydraulic Exhaust
Valve Actuator
Jacket Cooling
Water Pipes
Cylinder Cover
Hydraulic Actuator
Piston Rod
Electric Auxiliary
Scavenge Air Blower
Scavenge Port
Stuffing Box
Air Cooler
Crosshead Guide Shoe

Enlarged View of Piston Crown LO
Cooling Arrangement
Crosshead Guide
Connecting Rod
Holding Down Bolts
Issue: 1
IMO No.9301419
Section 2.1.1 - Page 1 of 14
2.1
MAIN ENGINE
Introduction
2.1.1
MAIN ENGINE B & W 7S60ME-C DETAILS
The 7S60ME-C engine is a single-acting, two-stroke, non-reversible, diesel

engine of crosshead design with exhaust gas turbocharging and uniflow
scavenging. It does not have a conventional camshaft but has electronic control
of fuel injection, starting air and exhaust valves. Tie rods bind the bedplate,
columns and cylinder jacket together. Crankcase and cylinder jackets are
separated from each other by a partition, which incorporates the sealing gland
boxes through which the piston rods pass. The cylinders and cylinder heads
are fresh water cooled.
Maker:
Model:
Type:
Hyundai-MAN B & W
7S60ME-C Mk8
Electronically controlled, two-stroke, single-acting,
non-reversible, crosshead diesel engine operating
on uniflow scavenging with two constant pressure
turbochargers and air cooler
Number of cylinders:
7
Cylinder bore:
600mm
Stroke:
2,400mm
Output (MCR):
16,636kW (22,300 bhp) at 105 rpm
Mean effective pressure: 19.7 bar at MCR
Output (CSR):
14,972kW (20,070) at 101.4 rpm
Mean effective pressure: 18.4 bar at NCR
Direction of rotation:
Clockwise looking from aft
Fuel oil:
Specific gravity 0.99
Lower calorific value 42,707 kj/kg
Consumption:
125.9g/bhp per hour at MCR (fuel economy mode)
Turbocharger
Maker:
No. of sets:
Type:
Hyundai-ABB
2
TPL77-B11
Auxiliary Blower
Maker:
No. of sets:
Model:
Motor:
Hyundai
2
HAA-334/125N
HHI/EMD 250M; 75kW at 3,565 rpm
Air Cooler
Maker:
No. of sets:
Part number:
Issue: 1
Donghwa Entec
2
A19 - 225470 - 4
The exhaust gases flow from the cylinders through the hydraulically operated
exhaust valves, which are fitted with small vanes on their spindles designed
to make the valves rotate in service. The gases then pass into an exhaust gas
manifold from where they then pass through a constant pressure turbocharger.
The charge air delivered by the turbochargers flows through air coolers and
water separators into the air receiver. Combustion air enters the cylinders,
through the scavenge ports, when the pistons are nearly at their bottom dead
centre (BDC) position. At low loads electrically driven auxiliary blowers boost
the air supply to the scavenging air space.
The pistons are cooled by the bearing system lubricating oil. The thrust bearing
and turning gear are situated at the engines aft end.
Engine starting is by compressed air at 30kg/cm2 with the supply of air to the
cylinders being controlled by means of pilot air sent to the cylinder starting
valves by electronically operated valves.
The engine is also fitted with an axial vibration damper, of the piston and split
housing type, which is mounted on the forward end of the crankshaft.
The engine is provided with an electronic governor which regulates the fuel
supply to the cylinder injectors. There is no governor actuator but the governor
processes electronic signals from the controls and the engine before sending
control signals to the fuel injection system.
In case of failure of the remote control system, the engine can be controlled
from an emergency control stand located at the engine side. The engine drives
a controllable pitch propeller and this may also be operated from a local control
position in an emergency.
The engine is fitted with electronically controlled fuel injection and exhaust
valve operation. The conventional camshaft operated fuel injection pumps and
exhaust valve actuators are replaced by hydraulically operated units which are
controlled by the electronic system. The hydraulic power units supply high
pressure oil to power the fuel injection booster pumps and the exhaust valve
actuators, solenoid controllers directing the hydraulic oil to these units to give
the correct timing and operational duration.
IMO No.9301419
The Hydraulic Power Supply (HPS) unit provides the hydraulic power and
Hydraulic Cylinder Units (HCUs) regulate the supply of hydraulic oil to the
fuel injection booster pumps and the exhaust valve actuators. The Engine
Control System (ECS) controls the operation of the HCU and other engine
systems as in the following list:
Electronically profiled fuel injection (EPIC)
Exhaust valve actuation
Fuel injection booster pumps
Air starting system
Governor function
Auxiliary blowers
The hydraulic power supply unit (HPS), which consists of three engine driven
pumps and two electrically driven pumps, pressurises the hydraulic circuit.
Oil for the hydraulic circuit is taken from the main engine lubricating oil
circulation system after the auto backflush filter.
Lubricating Oil System (see section 2.8.1)

The engine lubrication system, with the exception of cylinder oil lubrication, is
supplied by one of two main LO pumps rated at 345m3/h and 4.3kg/cm2. These
pumps take their suction from the engines sump and supply oil to the main
bearing manifold, piston cooling manifold and the hydraulic power supply unit
mounted on the engine. A branch from the main LO supply line to the engine
directs oil to the turbocharger bearings. When one LO pump is running the
other is switched to standby for automatic start in the event of the discharge
pressure of the operating pump falling below a predetermined value.
The oil temperature in the system is controlled by a fresh water cooled LO
cooler that regulates the oil entering the engine to 45C. Oil contamination
is controlled by a 40 micron automatic backflush filter, with manual bypass
strainer, through which the oil has to pass before it is allowed to enter the
engine.
Main and Crosshead Bearing Oil System
The main bearing system oil operates at a pressure of 4.3kg/cm2 supplied from
the main LO pumps. The pipework is of steel construction with the oil being
fed to each main bearing through branches from the main lubrication pipe
located along the engine. Cooling oil is led to internal telescopic pipes through
branches from the cooling oil main pipe located on the exhaust side of the
engine. From here some of the oil is branched to the crossheads shoes and
bearings for lubrication and to the underside of the piston crown for cooling.
The oil has good oxidation resistance and detergent properties with a viscosity
grade of SAE 30.
Illustration 2.1.1a Main Engine B&W 7S60ME-C

Exhaust
Manifold
Hydraulic Exhaust
Valve Actuator
Jacket Cooling
Water Pipes
Cylinder Cover
Hydraulic Actuator
Piston Rod
Electric Auxiliary
Scavenge Air Blower
Scavenge Port
Stuffing Box
Air Cooler
Crosshead Guide Shoe

Enlarged View of Piston Crown LO
Cooling Arrangement
Crosshead Guide
Connecting Rod
Holding Down Bolts
Issue: 1
IMO No.9301419

The Hydraulic Power Supply (HPS) unit is supplied with oil from the main
lubricating oil circulation system after the automatic backflush filter. In addition
to supplying the fuel injection booster pumps and the exhaust valve actuators
the hydraulic servo oil system also drives the cylinder lubricator units.
Turbocharger Bearing Oil
The turbocharger bearings are supplied with LO from a line branched off the
main engine LO supply rail and as such the system is common with the rest
of the main engine LO system. Because of the nature of turbochargers and the
high speeds at which they rotate, it is essential that the turbocharger bearings
receive a plentiful supply of oil at all times to prevent bearing failure.
The oil supply to the turbocharger is fitted with a low pressure alarm and the
outlet flow is fitted with a high temperature alarm. An engine shutdown is
activated if the turbocharger LO supply pressure falls below 0.8kg/cm2.
Cooling Water System

The main engine cooling consists of two systems. The high temperature (HT)
cooling fresh water system for the cylinders and exhaust valves and the low
temperature (LT) central fresh water cooling system for the scavenge air cooler
and lubricating oil cooler (see section 2.5.1).
The HT cooling fresh water system is a closed circuit system that supplies
cooling water to the cylinders and exhaust valves and has its temperature
controlled by a three-way valve arrangement which diverts water to and takes
suction from, the low temperature central fresh water cooling system. The LT
central cooling fresh water system is operated by the LT central cooling fresh
water pumps. The cooling fresh water is chemically treated with a nitriteborate based inhibitor to prevent corrosive attack, sludge formation and scale
deposits within the system.
Cooling Water System Description
Cylinder Lubrication System

The cylinder lubricators are speed dependant and are essentially controlled
by the main engine revolutions. Each cylinder has six connections mounted
radially around the cylinder liner. The cylinder oil measuring tank (1.0m3)
is supplied from the cylinder oil storage tank (52.4m3) by means of gravity.
Cylinder oil flows by gravity from the cylinder oil measuring tank to the
cylinder lubricator oil boxes, each box being fitted with an automatic filling
valve. The drive unit for the lubricator pump at each cylinder lubricator box is
powered by servo oil from the HPS.
The Alpha cylinder lubrication system is designed to supply cylinder oil
intermittently to the cylinder lubricator quills, e.g. at a defined number of
engine revolutions which is variable. Cylinder oil is supplied to the quills
at constant pressure with a controlled timing and dosage. Electronic control
is by the engine control system, this control being exercised by the Cylinder
Control Unit (CCU) which calculates the frequency of the injection events.
The quantity of oil injected at each quill per injection is constant but the
quantity of oil injected per unit time is varied by changing the number of
engine revolutions between injections.
The frequency of injection is determined on the basis of engine speed and the
fuel injection index. Prior to starting the engine prelubrication may be selected
and during a cylinder running-in period the operator may choose to increase
the lubrication feed rate by up to 100%.
The cylinder oil used is highly alkaline in its composition so as to neutralise
the combustion acids created when burning heavy residual fuel oils. It has a
viscosity equating to SAE 50.
Issue: 1
The engines high temperature cooling water is supplied by two jacket cooling
water pumps, one operational and the other on standby. The water temperature
leaving the engine is controlled at 80C by a three-way valve that diverts
some water to the LT central cooling system, and takes some suction from
that system, and the remainder flows back to the suction side of the main
jacket cooling fresh water pumps. The amount of water passing to and from
the LT fresh water system is load dependant but it is important to maintain the
engines temperature to avoid increased cylinder wear. A low cooling water
temperature, for example, can cause condensation of sulphuric acid on the
cylinder walls.
There are two fresh water generators and these are heated by water circulating
in the jacket cooling system. The fresh water generators act as coolers for the
jacket cooling water and reduce the requirement for cooling water transfer to
and from the LT central cooling system when the engine is operating.
A cooling fresh water expansion tank is fitted in the system and this is designed
to allow for volumetric changes with temperature and make up for any system
leakages. It is important that the concentration of corrosion inhibitor within
the system is maintained to the manufacturers requirements as untreated fresh
water is relatively corrosive.
The pH value of the cooling water should be maintained between 8.5 - 10.0 at
20C and the chloride content should not exceed 50ppm. A sudden decrease
in the engine cooling waters pH value can indicate exhaust gas leakage
while an increase in chlorine content can indicate salt water contamination. A
chemical treatment tank is fitted in the LT central cooling system and as this
system is linked with the jacket cooling water system, all fresh cooling water
is maintained at the same condition.
IMO No.9301419
The high temperature cooling water from the operating cooling fresh water
pump is fed to the engines pipework and through branches to the cooling
jacket on each cylinder.
The water is led from the cooling jacket up through the cylinder cover and
exhaust valve housing and from there to a manifold through which it is carried
back to the fresh water cooler.
To prevent thermal stress to the engines components, the cooling water
outlet temperature should be maintained as steady as possible under all load
conditions. The maximum fluctuations being 2C under constant loads and
4C during load changing conditions.
A main engine jacket water preheater is fitted in the HT cooling system. The
preheater is operated when warming the engine through from cold and when
the engine is stopped, but needs to remain in an operational condition.
The low temperature cooling requirements of the main engine are met by the
LT central fresh water cooling system which is operated by one or both of the
low temperature cooling fresh water pumps.
Hydraulic Servo System

The hydraulic servo system provides hydraulic power for operating the
fuel injection booster pumps, the exhaust valve actuators and the cylinder
lubricators. The heart of the hydraulic servo system is the Hydraulic Power
Supply (HPS) unit which comprises three engine driven hydraulic pumps and
two electrically driven hydraulic pumps. These pumps all take suction from the
same filter unit and all deliver pressurised oil into the safety and accumulator
block which then supplies the Hydraulic Cylinder Units (HCU) mounted at
each cylinder.
The engine driven hydraulic pumps are driven from the crankshaft by means
of a step-up gear and these axial piston type pumps supply hydraulic oil to the
HCUs at pressures up to 250 bar. The engine driven pumps operate whenever
the engine is running and are the main means of supplying servo oil to the
HCUs. The electrically driven pumps are operated when starting and during
manoeuvring but they are also used for flushing through and for filling the
system as required. The electrically driven HP start-up pump can supply oil at
a pressure of 175 bar.
The HPS unit supplies hydraulic oil to a common rail which then supplies
pressure oil to the HCUs, one for each cylinder. The HCU consists of a
support console on which is mounted a distribution block. The distribution
block supplies the hydraulic fuel injection booster pump and the exhaust valve
actuator; in addition there are a number of accumulators which ensure that the
necessary oil flow rate is available at all times.
Illustration 2.1.1b Main Engine Hydraulic Oil Loop
Fuel Oil Pressure

Booster
Exhaust Valve
Actuator
Fuel 10 bar
Hydraulic
Cylinder Unit
ELFA
ELFI
Alpha Lubricator
CCU
200 bar
Cylinder
No.1
CCU
Cylinder
No.2
CCU
Cylinder
No.3
CCU
Cylinder
No.4
CCU
Cylinder
No.5
CCU
Cylinder
No.6
CCU
Cylinder
No.7
CCU
Fine Auto Filter
Safety and
Accumulator
Block
Servo Oil Return

to Sump
To Piston Cooling
and Bearings
Engine Driven
Hydraulic Pumps
From Sump
Issue: 1
IMO No.9301419
Electric Driven
Hydraulic Pumps

The Electronic Fuel Injection (ELFI) and Electronic Exhaust Valve Actuator
(ELVA) are essentially solenoid controlled hydraulic units which operate the
fuel injection booster pump and the exhaust valve actuator to deliver the
desired fuel timing and fuel quantity, and the desired exhaust valve timing, for
the required engine operating condition.
Electronic Fuel Injection (ELFI)
The Electronic Fuel Injection (ELFI) system essentially consists of a high
pressure fuel injection pump which is driven by a hydraulic servo piston
powered by pressure oil from the HPS. Hydraulic oil supply to and return
from the hydraulic servo cylinder is controlled by the ELFI proportional valve
which is activated by a solenoid. The solenoid is controlled by the engine
control system and so it is possible to infinitely vary the start and end of
injection. This means that the timing of fuel injection may be controlled in
order to regulate the peak cylinder pressure and the period of fuel injection
may be changed in order to suit the desired engine output. It is even possible
to arrange for a double injection period. The control system sends signals to
the solenoid valve which is connected to the ELFI proportional valve and this,
in turn, directs hydraulic pressure oil to and from the hydraulic piston. The
hydraulic piston operates the fuel injection pump plunger.
The fuel injection pump takes suction from the fuel oil supply main to the
engine and then directs high pressure fuel to the two injectors located in the
cylinder cover. The fuel main supplying the fuel injection pumps at the HCU
is maintained at a pressure of 7.8kg/cm2 by a pressure regulating bypass valve
located at the end of the fuel supply manifold. The fuel oil high pressure pipes
are equipped with protective hoses, and are neither heated nor insulated. Any
leakage from the protective hoses is led to an alarmed collecting tank.
Because each cylinder has a separate HCU with its own ELFI, individual
cylinder fuel injection timing and fuel injection quantity may be varied
separately as required. This means that optimum performance may be obtained
from all cylinders.
Electronic Exhaust Valve Actuator (ELVA)
The Electronic Exhaust Valve Actuator (ELVA) system comprises an
hydraulically actuated servo piston unit which drives the hydraulic pump
connected to the exhaust valves hydraulic pushrod. Hydraulic oil supply to
the servo cylinder is controlled by the ELVA valve which, in turn, is operated
by a solenoid. This solenoid is activated by the engines control system and so
the control system can vary the timing and the opening period of the cylinder
exhaust valve. The ELVA valve is essentially an ON/OFF valve which opens
and closes the exhaust valve at times directed by the engine control system.
Issue: 1
Fuel Oil System (See section 2.6.1)
Scavenge Air System
Preheated fuel oil is delivered to the engines injection pumps through a series
of pumps, heaters, filters and a viscorator in the fuel preparation unit. One of
the two fuel circulation pumps ensures a surplus of fuel is always available
at the injection pumps. The fuel quantity delivered by the pump is greater
than that required by the engine with the surplus being fed back to the FO
circulation pump suction via the FO return pipe.
The air intake to each of the two the turbochargers is direct from the engine
room through the intake silencer. The air is then led, via the charging air pipe,
air cooler and scavenge air receiver, to the scavenge ports of the cylinder liners.
The charging air pipe between the turbocharger and the air cooler is provided
with an expansion compensator and is heat insulated on the outside.
The main engine is designed to operate on heavy fuel oil during all normal
conditions including manoeuvring. All pipes up to the high pressure fuel pumps
on the engine are trace heated and insulated. The fuel is kept hot when the
engine is at rest by circulating heated fuel oil from the duty circulating pump
through the engines fuel system and then back to the pumps suction manifold.
For safety reasons, all high pressure lines from the engine driven fuel injection
pumps to the injectors are encased in a protective sheath. Leakage from a pipe
will be detected by a collecting chamber fitted with a high level alarm.
Starting Air System (See section 2.10.1)

The starting air system is electronically controlled. Starting air is supplied to
the engine from the main starting air receivers and the air is directed to the
starting air manifold through the main starting valve or the slow turning valve
whichever is applicable. The slow turning valve is used to turn the engine
over on a reduced air flow prior to starting if the engine has been at rest for
30 minutes or more. After the engine completes one full revolution on slow
turning the control system opens the main starting air valve and the engine is
started normally.
After the main starting valve, air flows to the starting air manifold and also
to the pilot air manifold. The pilot air line to each cylinder is fitted with an
electronically controlled pilot valve which, when open, directs pilot air to the
cylinder starting valve. The cylinder air start valve is opened by pilot air from
the electronically controlled pilot valve and is closed by a spring. The engine
control and starting system sends signals to the cylinder pilot valves which are
activated in sequence in order to start the engine or to turn the engine over on
the slow turning system.
Blow off valves are located in the main starting manifold and the main starting
air branch to each cylinder starting valve is fitted with a bursting cap.
A more detailed description of the starting air system can be found in section
2.10.1.
IMO No.9301419
Scavenge Air Cooler

The scavenge air cooler is provided with a cleaning cover so that the elements
can be cleaned with the elements in position. The cooler has an air reversing
chamber with a water mist catcher incorporated to separate the condensation
water from the scavenge air. The separated water is collected in the bottom of
the cooler housing and removed by a drain. If not removed the water droplets
would wipe the oil film from the cylinder liner surface as the scavenge air
moves upwards in the cylinder. Water in the cylinder combustion air will also
combine with the sulphurous products of combustion and can cause corrosive
wear in the cylinder and the exhaust gas uptakes.
The air coolers are cleaned using a water spray system with recirculation of
the cleaning fluid; cleaning of the air coolers takes place when the engine is
stopped. The cleaning frequency will depend on the differential pressure across
the cooler and the temperature of the air outlet.
The scavenge air space is provided with a steam fire extinguishing system
which is operated in the event of a scavenge space fire.
The engine is provided with two electrically-driven blowers to supply additional
air for optimum cylinder combustion during starting and when the engine is
running at reduced loads. The discharge side of the blowers is connected to the
scavenge air space after the air cooler. Between the air cooler and the scavenge
air receiver, non-return valves are fitted, which automatically close when the
auxiliary blowers supply the air.
The auxiliary blowers will start operating before the engine is started and will
ensure sufficient scavenge air to obtain a safe start. During operation of the
engine, the auxiliary blowers will be started by the control system when the
scavenge air pressure falls below a predetermined value and they will continue
operating until the scavenge pressure rises above that predetermined value.
Operation of the auxiliary blowers is controlled by the Auxiliary Control Unit
(ACU) networked with the Engine Control Unit (ECU)
The blowers should be started in sequence rather than at the same time due to
the high starting current of the motors. The time delay between the starting of
individual blowers is approximately 10 seconds.
Illustration 2.1.1c Fuel Oil Booster and Exhaust Valve Actuator
To Hydraulic Pushrod
Exhaust Valve Actuator
Fuel Oil Pressure Booster
Pressurised Fuel Oil
Maintains Pressure at Stroke Limit

Unpressurised Fuel Oil
Actuator
ELFI Valve
ELVA Valve
Pressurised Oil
Pressurised Oil
Pressurised Oil
Pressurised Oil
Unpressurised Oil
Unpressurised Oil
Issue: 1
IMO No.9301419

Exhaust Gas System
From the exhaust valves the gas is led to the exhaust gas receiver, where the
fluctuating pressure from the individual cylinders is equalised and the total
volume of gas is led to the turbochargers at a constant pressure. After the
turbochargers, the gas is led to the exhaust gas economiser heat recovery
system. An exhaust gas bypass valve is provided at the exhaust gas manifold.
This valve allows some exhaust gas to pass directly to the uptake rather than
flow through the turbine of the turbocharger.
The arrangement enables the turbocharger to operate close to its optimum
efficiency at a wide range of loads. The bypass valve is automatically
controlled by the engine control system.
Compensators, to allow for thermal expansion, are fitted between the exhaust
valves and the receiver and between the receiver and the turbocharger.
Clamping bands are used for quick assembling and disassembling of the joints
between the exhaust gas receiver and the exhaust valves. The exhaust gas
receiver and exhaust pipes are provided with insulation, covered by galvanised
steel sheeting.
A cleaning system is supplied for both the turbine and compressor sides of
the turbochargers. The turbocharger turbine is normally dry cleaned every two
or three days and water washed approximately every 500 running hours, the
compressor is cleaned on a daily basis using water.
The a procedure for water washing the turbine side of the turbocharger is as
follows:
a)
Adjust the engine load until the scavenge air pressure is within
the range of 0.3 - 0.6 barg. The exhaust gas temperature should
be below 430C and the auxiliary blower must be in operation.
b)
Open the three-way drain valve on the gas outlet casing and
ensure that exhaust gas emerges.
c)
Close the drain valve on the fresh water (FW) supply pipe and
open the FW inlet valve to the turbocharger turbine.
d)
Slowly open the FW supply valve until the pressure gauge

indicated 1.0 bar.
e)
f)
g)
Allow water to be injected for approximately five minutes,

whilst keeping the engine load constant.
After five minutes, close the FW supply valve and open the FW
supply pipe drain valve and allow the line to drain.
Close the drain valve when the line has been completely drained
and close the FW inlet valve to the turbocharger turbine.
Issue: 1
h)
Close the three-way drain valve on the gas outlet casing.
The main engine should be operated for at least a further ten minutes to prevent
corrosion of the turbocharger turbine.
Cleaning of the compressor and dry cleaning of the turbine are carried out at
full operating speed but the turbocharger speed must be reduced to 2,300 rpm
in order to water wash the turbine.
The a procedure for water washing the compressor side of the turbocharger is
as follows:
a)
Remove the filling cap on the water container.
b)
Fill the container with clean fresh water.
c)
Replace the filling cap and open the outlet valve for
approximately 3 minutes.
The turbocharger air suction filter is fitted with a manometer which indicates
the pressure drop across the filter. The normal pressure drop is approximately
120mmH2O, and the filter should be cleaned when the manometer indicates
the pressure drop of approximately 200mmH2O.
Manoeuvring System
The engine is provided with a control system which is integrated with the
bridge manoeuvring system. The engine is non-reversible and the propulsion
drive is via a controllable pitch propeller. The bridge manoeuvring system
transmits orders from the bridge and the engine speed is regulated with the
propeller pitch by means of a combinator system.
The engine speed is varied with the propeller pitch in order to produce the
desired acceleration and speed through the water. Control of the manoeuvring
system is also possible from the engine control room but the effect on the
engine is the same as control from the bridge.
The engine is non-reversible and so direction changes are made through the
controllable pitch propeller. The engine speed is varied, together with the
propeller pitch, when manoeuvring but the engine is only stopped when the
vessel is in port and propulsion is no longer required.
A more detailed description of the main engine manoeuvring system can be
found in section 2.1.2 of this machinery operating manual.
electric motor with built-in gear and chain drive with brake. It is also equipped
with a blocking device to prevent the main engine from being started when the
turning gear is engaged.
Engagement and disengagement of the turning gear is made manually by an
axial movement of the pinion.
Oil Mist Detector

Maker:
No. of sets:
Model:
There are detector heads at each unit and the oil mist detector continuously
scans the signals from these. All units are scanned in sequence but a high
mist level is detected by any of the detector heads that activates an alarm
immediately.
It is essential that the oil mist detector is maintained in a full and effective
operating condition and that any alarms are acted upon immediately as this
instrument provides an essential safeguard against a crankcase explosion
which can have extremely serious consequences. The functioning of the oil
mist detector must be checked twice daily, before the engine room is put under
UMS control and in the morning at the end of the night UMS period.
Operating Procedure
Preparations for Starting
Before starting the engine, the following checks and procedures are to be
undertaken.
All components that have been overhauled to be checked and wherever
possible function tested. All equipment, tools and rags used during overhaul to
be removed from the engine.
1. Air Systems
a)
Drain any water present from the starting air system.
b)
Drain any water present from the control air system at the
receivers.
c)
Pressurise the air systems and ensure that the pressures are
correct.
d)
Ensure compressed air is available at the exhaust valve air

spring closing cylinders.
Turning Gear and Turning Wheel

The turning wheel (flywheel) on the engine has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a pinion on the terminal
shaft of the turning gear, which is mounted on the bedplate. It is driven by an
IMO No.9301419
Kidde Graviner
1
Graviner Mk 6

e)
Engage the lifting/rotation check rod mounted on each exhaust

valve and check that the exhaust valves are closed; these should
be disengaged when lift/rotation is confirmed when the engine
running.
2. Lubricating Oil Systems

a)
Check the oil level in the main engine sump and replenish if
necessary.
a)
b)
Open all of the cylinder indicator valves and engage the turning
gear.
Turn the engine one revolution with the turning gear in the
direction of operational rotation.
c)
Check to see if fluid flows out of any of the indicator valves.
d)
Close all of the cylinder indicator valves.
b)
Start a main engine LO pump.
e)
Disengage the turning gear.
c)
Ensure all oil pressures are correct.
f)
Ensure the turning gear is locked in the OUT position.
d)
Ensure there is adequate oil flow through the return oil sight
glasses for piston cooling and the turbocharger.
g)
Check that the indicator lamp for TURNING GEAR ENGAGED

extinguishes.
e)
Ensure the cylinder lubricators are filled with the correct type of
oil.
h)
Ensure that the main starting valve is set to the SERVICE

position.
3. Cooling Water Systems

a)
Start one of the LT central cooling fresh water pumps.
b)
Start one of the main engine jacket cooling fresh water pumps
and check that fresh water is circulating throughout the
system.
c)
Note: Under normal circumstances the main engine is continuously circulated

during stay in port and is never allowed to cool down.
d)
Ensure that the cooling water system pressures are correct and
that the systems are not leaking; checks should be made when
the engine is at operating temperature.
Note: The main starting valve must be set for normal operation whenever the
engine is required for running but must be disabled whenever work is being
carried out on the engine.
5. Fuel Oil System
a)
b)
Note: Always carry out the slow-turning operation at the latest possible
moment before starting and, under all circumstances, within 30 minutes of
actually starting the engine.
Issue: 1
a)
b)
At the Power Management System mimic screen start the 1st

standby generator and connect to the main switchboard.
At the Pump Overview screen, start the following pumps:
Main lubricating oil pump
Fuel oil supply pump
Fuel oil circulating pump
Start a fuel oil supply pump and a fuel oil circulating pump.
If the engine was running on heavy fuel oil when stopped, the
circulating pump and fuel heaters should still be running.
Switch on the Automatic LO and FO filters at their local

panels
c)
Obtain permission from the bridge before pressing the

STANDBY MODE pushbutton, to change over the main engine
from FWE mode.
d)
On the Main Operating Panel (MOP) press the OPERATION

key to reveal the operation screen.
e)
Press the PREPARE START key to prepare the main engine for
starting.
f)
Press the AUXILIARIES key to reveal the auxiliary screen

and press the CYLINDER LUBRICATION key to reveal the
cylinder lubrication screen.
g)
Press the PRELUB key on the cylinder lubrication screen to

start the cylinder lubricating system..
Check fuel pressures and temperatures.
6. Miscellaneous
a)
Switch on the electrical equipment in the control console; check

that the control system is operating correctly.
h)
Turn the main engine for approximately one revolution using

the turning gear.
b)
Check the operation of the auxiliary blowers by starting them

manually.
i)
Press the ENGINE key, followed by the OPERATION key to

return to the operation screen.
c)
Check that all engine instrumentation is reading correctly, if not

check the instruments and replace if necessary.
j)
d)
Before an actual start obtain permission from the bridge and

turn the engine over on air to test the starting system.
Disengage the turning gear and open the pilot air valve, the
control air valve and turn the starting air distribution valve to
place the air distributor into service.
k)
Press the AUTO key, followed by the STATUS key to reveal

the starting condition status of the main engine. Check that
each of the start conditions has a confirmation tick. Press the
DETAILS key to reveal the information necessary to change the
status. Ensure that the auxiliary blowers and hydraulic pumps
start automatically.
4. Slow Turning the Engine with the Turning Gear

Slow turning of the engine must be carried out to prevent damage caused
by fluid leaking into any of the cylinders. Before beginning this operation,
permission from the bridge must be sought.
Obtain permission from the Chief Engineer before proceeding to start the main
engine.
CPP hydraulic oil pressure pump
Preheat the engine cooling water system to at least 20C but

preferably to 70C.
Note: The engine must not be started if the jacket cooling water temperature
is below 20C.
Procedure for Starting the Engine
The engine is now ready to start.
IMO No.9301419

l)
Press the OPERATION key to return to the operation screen.
m) Turn the main engine on air by moving the starting control lever
on the manoeuvring panel to the START position. Observe the
cylinder indicator valves for any water emission.
n)
o)
Stop the main engine by moving the starting control lever to the
STOP position. Close the indicator valves.
Start the main engine on fuel by moving the start control lever
to approximately the 5 position on the scale. Observe the shaft
speed on the dial on the console, ensuring that the critical speed
range is quickly passed and adjust the speed to approximately
50 rpm.
p)
Inform the bridge before pressing the BRIDGE CONTROL

mode pushbutton on the subtelegraph.
q)
Complete the changeover to bridge control by turning the CPP

Separate Control/Auto Control switch to the AUTO CONTROL
position.
r)
Move the start control lever to the STOP position,
The main propulsion engine is now running at approximately 50 rpm and with
the CPP at zero pitch and the desired operating mode has been selected.
Make the following checks immediately after starting:
Check that all of the exhaust valves are operating correctly.
Ensure that the turbocharger is running correctly without

abnormal noise or vibration.
Check that the supply pressure and discharges of all the LO

systems are correct.
Check that all cylinders are firing.
Feel over the pipes of the cylinder starting air lines. A hot pipe
indicates a leaking starting air valve.
Ensure that all pressures and temperatures are normal for the
engine speed. In particular check the circulating oil (bearing
lubrication and piston cooling), turbocharger lubricating oil,
fuel oil, cooling water, scavenge air and the control and safety
air.
Ensure that all of the cylinder lubricators are working. Check

the oil level in the lubricator boxes and measuring tank.
Loading the Engine

If there are no restrictions, such as running in after repairs, proceed to increase
the load on the engine by increasing the propeller pitch; this is only done when
Issue: 1
the vessel is actually manoeuvring but the duty engineer must monitor the
engine during this load increase.
The cooling water should be preheated, but if the temperature is below 70C
allow the temperature to reach this point before increasing load.
If the condition of the machinery is uncertain (e.g. after repairs or alterations),
the feel-over sequence should always be followed;
Normal Operation
During normal running, regular checks have to be made and precautions taken
which contribute towards trouble free operation. The most important of these
are:
Regular checks of system and engine pressures and

temperatures.
The values read off the instruments compared with those given
in the acceptance records, taking into account engine speed and/
or engine power, provide an excellent yardstick for estimating
the engine performance. Compare temperatures by feeling the
pipes. The essential readings are the load indicator position,
turbocharger speed, charge air pressure and exhaust gas
temperature before the turbine. A valuable criterion is also the
daily fuel consumption, considering the lower calorific value.
Check all shut-off valves in the cooling and lubricating systems

for correct position. The shut-offs for the cooling inlets and
outlets on the engine must always be fully open in service. They
serve only to cut off individual cylinders from the cooling water
circuit during overhauls.
When abnormally high or low temperatures are detected at a

water outlet, the temperature must be brought to the prescribed
normal value very gradually. Abrupt temperature changes may
cause damage.
The maximum permissible exhaust temperature at the

turbocharger turbine inlet must not be exceeded.
Check combustion by observing the colour of the exhaust

gases.
Maintain the correct charge air temperature after the air cooler
with the normal water flow. In general, higher charge air
temperature will result in less oxygen in the cylinder, which in
turn will result in a higher fuel consumption and higher exhaust
gas temperatures.
Check the charge air pressure drop across the air filter and air
cooler. Excessive resistance will lead to a lack of air to the
engine.
The fuel oil has to be carefully filtered before being used. Open
the drain cocks of all fuel tanks and fuel oil filters regularly for
a short period to drain off any water or sludge, which may have
collected there. Maintain the correct fuel oil pressure at the inlet
to the fuel injection pumps. Adjust the pressure at the injection
pump supply manifold with the pressure-regulating valve in
the fuel oil return pipe so that the fuel oil circulates within the
system at the normal delivery capacity of the fuel oil circulating
pump.
1. After 15-30 minutes running on Slow or low load.

2. Again after 1 hours running.
3. At sea, after 1 hours running at service speed.
Stop the engine, open the crankcase and feel over the moving parts listed
below, by hand or with a Thermo-Feel on sliding surfaces where friction
may have caused undue heating; alternatively an infrared heat detector may
be used.
WARNING
During feeling-over, the turning gear MUST be engaged and the main
starting valve and the starting air distributor MUST be blocked. The
starting air distributor is blocked by closing the crossover valve.
Feel:
Main, crankpin and crosshead bearings
Piston rods and stuffing boxes
Crosshead shoes
Telescopic pipes
The step-up gear and the HPS unit
Thrust bearing/guide bearing
Axial vibration damper
Torsional vibration damper
Note: Care must be taken when opening up the crankcase for inspection and,
if there is any indication of overheating, the crankcase doors must not be
opened until the potential hot spot has cooled down.
Running-in
For a new engine, or after repair or renewal of the bearings, or renewal/
reconditioning of cylinder liners and piston rings, allowance must be made for
a running-in period. Increase the load slowly and apply the feel-over sequence,
as above. When running-in piston rings and cylinder liners the cylinder oil
feed rate may be increased to a level suggested by the engine builder for such
parts.
IMO No.9301419
The heavy fuel oil has to be sufficiently heated to ensure that its
viscosity, before inlet to the fuel injection pumps, lies within the
prescribed limits.
Determine the cylinder lubricating oil consumption. Extended

service experience will determine the optimum cylinder
lubricating oil consumption.
The cooling fresh water pumps should be run at their normal

operating point, i.e. the actual delivery head corresponds with
the designed value. If the pressure difference between inlet
and outlet exceeds the desired value, pump overhaul should be
considered.
The vents at the uppermost points of the cooling water spaces

must be kept closed.
Check the level in all water and oil tanks, as well as all the
drainage tanks of the leakage piping. Investigate any abnormal
changes.
Observe the condition of the cooling fresh water. Check for oil
contamination.
Check the charge air receiver drain manifolds sight glass to see
if any water is draining away and if so, how much.
Drain the scavenge spaces. To do this, open the drain cock of

the leakage manifold daily and look to see if any liquid flows
out along with the charge air.
Check the pressure drop across the oil filters. Clean them if
necessary.
The temperature of the running gear should be checked by

feeling the crankcase doors. Bearings, which have been
overhauled or replaced, must be given special attention for
some time after being put into normal service.
Listening to the noise of the engine will reveal any

irregularities.
The power being developed by the cylinders should be checked

regularly and adjustments made to individual cylinders at the
control system as necessary, in order to preserve cylinder power
balance.
Purify the lubricating oil. Samples should be taken at frequent

intervals and sent ashore for analysis.
Check the exhaust valves are lifting and rotating. If not, the
offending valve has to be overhauled at the next opportunity.
Issue: 1
Fuel Changeover
Changeover Procedure from Heavy Fuel Oil to Diesel Oil during

Running
The engine is equipped with uncooled fuel injection valves. The automatic
circulation of the preheated fuel (through the high-pressure pipes and the
fuel valves) during engine standstill allows for constant operation on heavy
fuel. However, changeover to diesel oil can become necessary if the vessel
is expected to have a prolonged inactive period with a cold engine, due to a
docking or long stay in port.
a)
Preheat the MDO in the service tank to about 50C, if

possible.
b)
Close the steam supply to the fuel oil heater and shut off the
trace heating. Normally only one fuel heater is required to
operate.
A changeover can be performed during engine running or engine standstill.

It is very important to carefully follow the changeover procedures in order
to prevent fuel pump and/or injector sticking/scuffing, poor combustion or
fouling of the gas ways.
c)
Reduce the engine load to 25-40% of MCR load.
d)
Change to MDO when the temperature of the HFO in the

preheater has dropped to about 25C above the temperature in
the MDO service tank, but, not below 75C.
The change to MDO is achieved by opening MDO supply valve
F107V to the fuel treatment unit and closing the HFO supply
line valve F106V.
It is assumed that the HFO service tank quick-closing outlet
valve F02V and the MDO service tank quick-closing valve
F03V are already open.
Changeover Procedure from Diesel Oil to Heavy Fuel Oil during

Running
a)
Ensure that the HFO in the service tank is at the normal

temperature level.
b)
Reduce the engine load to 25-40% of MCR.
c)
By means of the thermostatic valve in the steam system, or by

manual control of the viscosity regulator bypass valve, heat
the circulating MDO to a maximum of 60-80C to maintain
its lubricating ability. This will minimise the risk of plunger
scuffing and the consequent risk of sticking. To prevent gassing,
this preheating should be regulated to give a temperature rise of
about 2C per minute. Normally only one fuel heater is required
to operate.
Due to the risk of sticking/scuffing of the fuel injection equipment, the

temperature of the HFO in the service tank must not be more than 25C higher
than the heated MDO in the system (60-80C) at the time of changeover. The
MDO viscosity should not drop below 3cSt, as this might cause fuel pump and
fuel valve scuffing, with the risk of sticking. For some light diesel oils (gas oil),
this will limit the upper temperature to somewhat below 80C.
d)
When a MDO temperature of 60-80C is reached, change to

HFO by opening the HFO supply line valve to the fuel treatment
unit (F106V) and closing the MDO supply line valve (F107V).
It is assumed that the HFO service tank quick-closing outlet
valve (F02V) and the MDO service tank quick-closing valve
(F03V) are already open. The temperature rise can then be
continued at a rate of about 2C per minute, until reaching the
required HFO viscosity of 12cSt.
IMO No.9301419
Note: If, after the changeover, the temperature at the fuel heater suddenly
drops considerably, the transition must be moderated by supplying a little
steam to the preheater, which now contains diesel oil.
Changeover Procedure from Heavy Fuel Oil to Diesel Oil during
Standstill
a)
Stop the preheating. For temperature levels before changeover,

see Changeover from Heavy Fuel Oil to Diesel Oil During
Running.
b) The change to MDO is achieved by opening MDO supply valve

F107V to the fuel treatment unit and closing the HFO supply
line valve F106V. It is assumed that the HFO service tank
quick-closing outlet valve F02V and the MDO service tank
quick-closing valve F03V are already open. Open the HFO line
return valve to the HFO service tank F135V.
c)
It is assumed that a fuel oil circulating pump is running. Start a

fuel oil supply pump, if one is not already running.
d)
The HFO will gradually be replaced by the MDO in all of the

supply and spill return lines; the displaced HFO will flow to
the HFO service tank via the return valve F135V. Sufficient
time should be allowed to elapse to ensure all HFO has been
displaced and only MDO is flowing back to the HFO service
tank.

An indication that all HFO has been displaced by MDO is a
drop in the pipe temperature between the FO return oil receiver
and the HFO service tank.
e)
i)
Engage the turning gear and turn the main engine.
j)
Wait a minimum of 15 minutes after stopping the engine, then

stop the main engine LO pump if work is to be undertaken in
the crankcase. This prevents overheating of cooled surfaces
in the combustion chambers and counteracts the formation of
carbon deposits in piston crowns. Normally the LO pump is left
running as the main LO system supplies LO to the turbocharger
bearings. The turbocharger can rotate due to natural draught and
it is essential that there is a supply of LO at the bearings.
Stop the fuel oil circulating and supply pumps and close the
HFO service tank return valve F135V.
Preparations Procedure Prior to Arrival in Port

a)
b)
Decide whether the harbour manoeuvres should be carried out

on MDO or on HFO. Changeover should be carried out one
hour before the first manoeuvres are expected. The generator
engines should be changed to MDO operation separately and
before the main fuel system is changed.
Start an additional generator engine to ensure a power reserve
for manoeuvring and start the oil fired boiler.
c)
Blow off any condensed water from the starting and control air
systems just before the manoeuvres.
d)
Stop the engine.
Operating Procedure, after Arrival in Port and the Standby

Constant Order has been Acknowledged in the Engine Room
k)
l)
If the engine was run on HFO until stopped, keep the FO

circulating pump running and the HFO preheated. The
temperature may be reduced during the port stay. If the engine
was run on MDO, stop the FO circulation and supply pumps.
Keep the engine preheated to minimum 70C, unless the harbour
stay exceeds 5 days. This counteracts the corrosive attack on the
cylinder liners during starting up.
Crash Stop Procedure
b)
Turn the Separate Control/Auto Control switch to the

SEPARATE CONTROL position.
c)
Move the start control lever to the STOP position.
d)
Inform the bridge before pressing the FWE mode pushbutton to

change the control mode from At Sea or Standby mode.
Fouling and Fires in the Scavenge Air Spaces
e)
Ensure that the main engine auxiliary blowers and hydraulic

pumps stop automatically, by observing the Pump Overview
screen.
The principal cause of fouling is blow-by of combustion products between

piston and cylinder into the scavenge air spaces. The fouling will be greater if
there is incomplete combustion of the fuel injected.
f)
At the Pump Overview screen, stop the hydraulic pumps for the
CPP.
Causes of poor combustion:
g)
h)
Move the starting control lever to match the ECR main engine
speed with the bridge main engine speed.
Close the main air start valve, pilot air valve and the control air
valve.
The fuel injectors are not working correctly.
The fuel is at too low a temperature.
Defective fuel injection timing.
Overloading.
Insufficient supply of air due to restricted engine room

ventilation.
Fouling of the air intake filters and diffuser on the air side of the
turbocharger.
Fouling of the exhaust gas economiser, the air cooler and of the
scavenge ports.
Causes of blow-by of combustion products:
Worn, sticking or broken piston rings.
Individual cylinder lubricating quills are not working.
Damage to the running surface of the cylinder liners.
Excessive liner wear or abnormal wear such as clover-leafing

which can also result in ring collapse and loss of piston ring to
liner seal.
If one or more of these operating conditions prevail, residues, mainly consisting

of incompletely burned fuel and cylinder lubricating oil, will accumulate at the
following points:
Between piston rings and piston ring grooves.
On the piston skirts.
In the scavenge ports.
On the bottom of the cylinder jacket.
Causes of the Fires

The blow-by of hot combustion gases and sparks, which have bypassed the
piston rings between piston and cylinder liner running surface, enter the
space on the piston underside and any residues present can ignite. If there
is afterburning of fuel in the cylinder, due to late injection or poor fuel
atomisation, the cylinder pressure when the scavenge ports are uncovered
may be higher than the scavenge air pressure and hot combustion gases may
enter the scavenge space. A defective piston rod gland may allow oil from the
crankcase to enter the scavenge space; the piston rod gland drains should be
checked frequently for signs of crankcase system oil as this indicates defective
gland sealing rings.
Indications of a Fire
Open the cylinder indicator valves.
Issue: 1
Operation with a temporary shortage of air during extreme

variations in engine loading and when the charge air pressure
dependent fuel limiter in the governor is set too high.
m) Switch off any equipment which does not need to operate

during the engine standstill periods.
There is an EMERGENCY ASTERN position on the bridge control telegraph

lever and if the lever is moved to this position the control system will activate
the emergency stop manoeuvre. Braking air will be applied to the engine in
order to reduce the speed and the pitch of the propeller will be changed from
ahead to astern. The rate at which the propeller pitch is changed and the engine
speed is reduced is set in the control system and is designed to produce astern
thrust in the shortest time without placing undue load on the engine and CPP
system. When astern thrust is applied to the propeller the engine speed is
increased again in order to obtain maximum astern thrust.
a)
IMO No.9301419
Sounding of the respective temperature alarms
A considerable rise in the exhaust gas temperatures of the cylinder

concerned and a general rise in charge air temperature
If running continuously at low load, check the cylinder

lubricating oil feed rate and adjust if necessary
The turbocharger may start surging
The permanent residue drain from the piston underside must

always be checked to prevent the accumulation of dirt and the
drain line cleaning valves used for cleaning the scavenge box
drain line must be operated for a short time each day
Fire Fighting Measures

Note: The safety of shipboard personnel should be paramount whenever
dealing with fires anywhere aboard ship.
Inform the bridge of the situation
Reduce engine power
Cut out the fuel injection to the cylinder concerned
Increase lubrication to the respective cylinder
If a serious fire occurs, shut down the engine after obtaining permission
from the bridge and operate the fixed fire extinguishing system. The steam
smothering valve must be opened.
A fire should have died down about 5 to 15 minutes after the fuel has been
shut off to the affected cylinder or cylinders. This can be verified by checking
the exhaust gas temperatures and the temperatures of the doors to the scavenge
space. Afterwards the engine must be stopped whenever possible and the cause
of the fire established.
Cylinder liner running surface, piston and piston rings, air flaps
in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles
After a careful check and, if necessary, a repair, the engine can

be put back on load with fuel injection pump(s) and cylinder
lubrication returned to normal
Should a stoppage of the engine not be feasible and the fire

has died down, the fuel injection pump(s) can again be cut in,
the load increased slowly and the cylinder lubrication brought
back again to the normal output. Avoid running for hours with
considerably increased cylinder lubrication
Preventive Measures
As can be seen from the causes, good engine maintenance goes a long way to
safeguarding against fires in the scavenge air spaces. The following measures
have a particularly favourable influence:
Use of correctly spraying fuel injectors and keeping the air and
gas passages clean
Optimum adjustment of the fuel injection timing
Issue: 1
Stop the lubricating oil pumps. Open all of the lower doors on
one side of the crankcase. Cut off the starting air, and engage
the turning gear.
Locate the hot spot. Feel over by hand all the sliding
surfaces (bearings, thrust bearing, piston rods, stuffing boxes,
crossheads, telescopic pipes, step-up gear, vibration dampers,
moment compensators, etc.). An infrared heat detector may
be used if available. Look for squeezed out bearing metal
and discolouration caused by heat (blistered paint, burnt oil,
oxidised steel). Keep possible bearing metal found at the bottom
of the oil tray for later analysis.
Prevention of Crankcase Explosions

The oil mist in the crankcase is inflammable over a very narrow range of
mixture. Weaker or richer mixtures do not ignite. There must always be a high
temperature (Hot Spot) to set off ignition, such as hot engine components.
Only under these circumstances a critical mixture ratio of oil mist and air can
result in an explosion.
A hot spot is the common feature of all crankcase explosions and this can be
due to metal-to-metal contact at a wiped bearing, rubbing guide, defective
piston rod gland, damaged thrust, unlubricated gear wheel, etc., or even due to
a prolonged scavenge fire. The hot spot provides the heat source to evaporate
oil and the oil vapour produced at the hot spot then condenses to form mist
like droplets in a cooler region of the crankcase. The hot spot can readily ignite
oil mist/air mixture and if the mist concentration in the crankcase reaches a
critical level, an explosion can occur. The engine is equipped with an oil mist
detector which constantly monitors the intensity of oil mist in the crankcase
and triggers an alarm if the mist exceeds the density limit; the high oil mist
level also triggers an automatic slowdown.
Checks to be made should include:
Measures to be Taken when Oil Mist Alarm has Occurred
Do not stand near crankcase doors, relief valves or corridors

near doors to the engine room casing.
Reduce speed to slowdown level, if not already carried out

automatically. Ask the bridge for permission to stop.
When the engine STOP order is received, stop the engine. Close
the fuel oil supply. Maintain engine cooling and lubrication as
the supply of lubricant will assist the cooling of the hot spot.
Prevent further hot spots by preferably making a permanent

repair. Ensure that the respective sliding surfaces are in good
condition. Take special care to check that the circulating oil
supply is in order.
The engine should not be restarted until the cause of the hot spot
has been located and rectified.
Start the circulating oil pumps and turn the engine by means of
the turning gear.
Check the oil flow from all bearings, spray pipes and spray
nozzles in the crankcase, step-up gearing and thrust bearing.
Check for possible leakages from pistons or piston rods.
Start the engine and after running for about 30 minutes stop
and feel over. Check the sliding surfaces which caused the
overheating and look for oil mist. 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:
Stuffing box leakages (not air tight).
Blow-by through a cracked piston crown or piston rod (with

direct connection to crankcase via the cooling oil outlet
pipe).
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. Hot air jets or flames
may have passed through the stuffing box into the crankcase.
Switch off the auxiliary blowers.
Open the stores hatch.
Leave the engine room.
Shutdowns and Slowdowns
Lock the casing doors and keep away from them.
Prepare the fire fighting equipment.
Do not open the crankcase until at least 20 minutes after

stopping the engine, ideally leave it for as long as possible.
When opening up, keep clear of possible spurts of flame. Do
not use naked lights and do not smoke.
The engine is provided with a number of safety devices which initiate an

engine slowdown or shutdown if the operating parameter of the monitored
system (LO pressure, cooling water temperature, etc.) go outside of the set
limits. These devices should be tested preferably at regular intervals, ideally a
maximum of three monthly intervals. The testing should be carried out when
safe to do so and when operating conditions permit.
IMO No.9301419

In the case of pressure switches the system can be checked by isolating the
switch and then draining the line.
The method of testing involves the simulation of a fault rather than causing
an actual fault. Simulation of low pressure can be obtained by isolating the
pressure transducer from the supply and then draining the transducer supply
line. See section 2.1.3 Main Engine Safety System for the set points for the
following alarm limits.
An engine shutdown is automatically activated in the event of any of the
following:
Engine overspeed (incorporated in the engine control system)
Main lubricating oil supply pressure low
Turbocharger lubricating oil inlet pressure low
Thrust pad temperature high
Jacket fresh water cooling inlet pressure low
An engine slowdown is automatically triggered in the event of abnormal

operating conditions. Slowdowns are designed to protect the engine components
against overload and maintain the ship in a manoeuvrable condition should a
fault occur.
Fuel Oil System
Engine fuel inlet pressure
Leakage from a high pressure fuel pipe
Lubricating Oil System
Turbocharger LO inlet pressure
Thrust bearing segment temperature
Main engine LO inlet pressure and temperature
Piston cooling oil outlet/cylinder temperature and flow
Turbocharger LO outlet temperature
Axial vibration monitor
Oil mist detector alarm
Hydraulic Power Supply Unit
Automatic main LO filter failure
Automatic LO filter bypass valve open
Leakage oil from hydraulic pipes

The following conditions activate an engine slowdown:
Thrust bearing segment high temperature
Main bearing high temperature
Crankpin bearing high temperature
Crosshead bearing high temperature
Jacket cooling water inlet pressure
Jacket cooling water outlet temperature (engine/cylinder)
Air cooler cooling water inlet temperature and pressure
Air Systems
Starting air inlet pressure
Control air inlet pressure
Exhaust valve air springing air inlet pressure
Lubricating oil inlet to engine low pressure
Lubricating oil inlet to engine high temperature
Piston cooling oil engine/cylinder outlet temperature high
Piston cooling oil engine/cylinder outlet no flow
Jacket cooling water outlet engine/cylinder high temperature
Scavenge air receiver pressure
Jacket cooling water inlet pressure low
Scavenge air temperature (scavenge fire)
Jacket cooling water pressure loss across engine
Scavenge air space water level
Central fresh water cooling water temperature high
Scavenge space fire
Cylinder exhaust temperature high deviation from average
Axial vibration monitor high vibration
Crankcase oil mist detector alarm
The following instruments are fitted to the engine:

Issue: 1
Scavenge Air System
System failure
MAN B&W basic sensors
Emergency/Local Engine Control System

The engine should be manoeuvred from the emergency/local control stand at
least once a month, depending upon operating circumstances, to check that the
local control system is operational. This procedure is described in section 5.2.
Main Engine Associated Dangers
Keep clear of spaces below loaded cranes.
The opening of valves may cause discharge of hot liquids or

gases.
The dismantling of parts may cause the release of springs.
The removal of fuel valves or other valves in the cylinder cover

may cause oil to run onto the piston crown. If the piston is hot
an explosion may blow out the valve.
When testing fuel valves, do not touch the spray holes as the jets
may pierce the skin.
Beware of high-pressure oil leaks when using hydraulic

equipment, wear protective clothing.
Arrange indicator valves with pressure relief holes directed

away from personnel. Wear goggles when taking indicator
cards.
Do not weld in the engine room if the crankcase is opened

before being fully cooled.
Turning gear must be engaged before working on or inside the

engine as the wake from other ships in port or waves at sea may
cause the propeller to turn. Also, isolate the starting air supply.
Use warning notices at the turning gear starter and other control
stations to warn personnel that people are working on the
engine.
Use gloves when removing O-rings and other rubber/plastic

based sealing materials, which have been subjected to
abnormally high working temperatures as they may have a
caustic effect.
Exhaust Gas System
Turbocharger exhaust gas inlet temperature
Oil spills, and oily rags, present a slipping and fire hazard.
Exhaust gas temperature after cylinder and temperature

deviation
Do not remove fire extinguishers from designated positions and

ensure that any fire extinguishers which have been used are
replenished immediately.
Only use lifting equipment which has been tested and has valid
certification.
Engine Control System
Power failure/low voltage

IMO No.9301419
Illustration 2.1.2a Engine Remote Control System

Bridge Wing (Port)
Overhead Panel
Pitch
RPM
Pitch
Bridge Panel
Order Printer
RPM
Buzzer
Pitch
X10
Emergency
Stop
Dimmer
Dimmer
Dimmer
Emergency
Stop
Dimmer
Dimmer
Bridge Wing (Starboard)
Controlled Pitch Propeller

Emergency
Panel
RPM
Pitch
RPM
X10
Emergency
Stop
Dimmer
Dimmer
Dimmer
Bridge
Buzzer
Safety Switch Panel
Revolution Counter
Hour Counter
Pitch
Engine Room Panel
RPM
RPM
Handle
Buzzer

Emergency Panel
SHH-X1
X10
Pitch
RPM
Chief Engineers Office
Emergency
Stop
C2-DPU
RAo-DPU
X10
Buzzer
TBX
EICU B

Control System
EICU A
Engine Control Room
Local Operation Panel

Engine Room and on Main Engine
Cabinet for 2 DPUs
Cabinet for 2 DPUs
ESU-DPU
ESU-EXT.
Eng.-DPU
RPM Detector
RPM
Cabinet
Buzzer
RAI-16-DPU
RPME1-DPU
RPM Detector
RPME2-DPU
Emergency
Stop
ECS-SS Box
CPP Pushbutton
Telegraph Cabinet
Pushbutton
Sub-Telegraph
ECU A
ECU B
CCU 1...n
ACU 1,2,3
Shut Down
Slow Down
Engine Room and on Engine
Issue: 1
IMO No.9301419

2.1.2
MAIN ENGINE MANOEUVRING CONTROL
Maker:
Model:
Type:
No. of sets:
Kongsberg
AutoChief (C-20)
Electronic
1
Introduction
The Bridge Manoeuvring System (BMS) is a system used for the remote
control of the ships main diesel engine which is connected to a controllable
pitch propeller.
The BMS allows for remote engine control from the bridge, the bridge wings,
the engine control room or the local engine side control stand. It also allows
for local control of the Controllable Pitch Propeller (CPP) from the local CPP
control station and emergency control of the CPP from the bridge and ECR.
Control can be transferred between these stations and the engine control can
also be transferred to the local engine side control stand which has priority over
the other stations at all times.
Note: The local stand can take control of the system at any time; it does not
have to be given control from another location. When the control is switched
to the local stand however, careful attention must be paid to the pitch of the
propeller as the engine stand is considered as an emergency control location
only.
General Description of the Facilities
Main Engine Manoeuvring Control Hardware
The propulsion control system is designed for remote control of the main
engine and CPP unit from a combined telegraph and manoeuvring lever in
the wheelhouse control station or the engine control room. The remote control
propulsion system is interfaced with the engine control system and the CPP
control system. The engine control system provides safety functions which
protect the engine should any operating parameter exceed set limits.
The Kongsberg C-20 marine automation system allows for control of the
propulsion system from the bridge, bridge wings, engine control room and
the engine room. Local control of the propulsion system in the engine room
involves separate systems for local control of the engine under fixed pitch
conditions and local control of the propeller pitch under fixed engine rpm
conditions. An emergency CPP control system is available.
The following functions are available through the propulsion control system:
The main components of the C-20 propulsion control system are:
Manoeuvring: automatic manoeuvring via the telegraph lever in

the wheelhouse or engine control room.
Start/Stop: automatic engine start by means of the engine

START facility in the bridge and ECR panels.
The BMS automatic remote control performs the following tasks:
Control position changeover procedures
Starting, including start blocking, repeat starts and failed start

alarms
Engine rpm variation in conjunction with change of propeller

pitch. Speed setting includes load programs, load limit setting
and critical speed avoidance
Stopping
Speed: Automatic control of ships speed from the telegraph

lever in the wheelhouse or engine control room. The system
may be set to COMBINATOR mode in which case the engine
rpm and propeller pitch are varied together or it may be set to
FIXED RPM mode in which case the engine rpm is constant
and the speed of the ship is changed by altering the pitch of the
propeller via the telegraph lever.
Safety System: Automatic overspeed, shutdown and slowdown
systems protect the engine. Manual engine EMERGENCY
STOP pushbuttons are provided at all control locations.
Telegraph System: Handle type telegraph control/transmitter
units are fitted on the bridge (in the wheelhouse and on the
bridge wings) and in the ECR. A pushbutton telegraph system
is fitted at the engine side emergency control stand and at the
CPP local control station.
CPP Control System: The propeller pitch is changed by means
of the combinator telegraph levers on the bridge and in the ECR.
An emergency pushbutton pitch control facility is available.
Control panel
Remote control system
Engine telegraph system
Engine safety system
Emergency pitch control system
Manoeuvring recorder
Distributed processing units
Bridge System
Control Panel
The AutoChief Control Panel (ACP) also has a number of pushbuttons which
provide the operator with direct access to the following features;
EMERGENCY STOP
CANCEL LIMITS
CANCEL SLOWDOWN
CANCEL SHUTDOWN
ALARM ACKNOWLEDGE
SOUND OFF (alarm buzzer mute)
Only cancellable slowdowns and shutdowns will respond to pressing of the

appropriate pushbutton. If a slowdown or shutdown is not cancellable pressing
of the pushbutton has no effect. Pressing of the CANCEL LIMITS pushbutton
raises the RPM, pitch, fuel and load limits which are active at the time of
pressing the pushbutton; the default amount is 10% but this is programmable.
The BMS comprises systems which adjust the engine rpm and the pitch on the
CPP. Although the engine rpm and propeller pitch are normally varied together
it is possible to set the engine for constant rpm and change the speed and
direction of the ship by means of the propeller pitch alone; it is also possible
to set a pitch and control the thrust by varying the engine speed.
The ACP also has an In Command indicator lamp which is illuminated when
the bridge has control of the propulsion machinery.
Pressing the ALARM ACKN pushbutton accepts an alarm; the alarm condition
is displayed on the ACP screen and when the alarm disappears the alarm text
is removed from the screen.
The engine is normally started from the engine room by means of the START
function at the control panel. It may be started from the wheelhouse control
console by means of the same feature in the bridge manoeuvring control
panel.
Issue: 1
IMO No.9301419

At the centre of the ACP there is a multifunction rotary knob which may be
turned clockwise or anticlockwise in order to scroll through mimic pictures and
objects in the mimic pictures. Pressing the knob activates a selected function.
The telegraph lever is be moved between the set steps in order to adjust the
rpm/pitch order. Fine tuning is possible via a mimic in the ACP screen. When
the lever is set to a particular position a LED is illuminated alongside the lever
and the order is displayed in the lever panel.
Lever and Telegraph Unit (LTU)

The telegraph system is designed for control of the propulsion system; Lever
and Telegraph Units (LTUs) are located on the bridge and in the engine control
room. Incorporated within the body of the unit are a number of pushbuttons
which provide different functions.
The EMERGENCY STOP pushbutton is provided with a cover so that it cannot
be accidentally pressed. Pressing of this pushbutton stops the engine via the
engine safety system; a conventional engine stop signal is activated and the
speed order to the rpm control system is set to zero. Pressing the pushbutton
again resets the emergency stop system. When the red coloured EMERGENCY
STOP pushbutton is pressed it is illuminated. When it is pressed again to reset
the emergency stop system the illumination is extinguished.
Three Command Transfer pushbuttons are located to the left of the control
lever. These are used for selecting the command control position, there being
BRIDGE, ECR and LOCAL pushbuttons. A pushbutton is pressed once in
order to request command and is pressed again in order to accept command
after it has been transferred. An indicator LED in the pushbutton flickers when
the control position has requested command but it has not been accepted; when
a location has command the LED has a steady illumination.
To the right of the telegraph lever there are three sub-telegraph function
pushbuttons. AT SEA is used when the vessel is operating in seagoing condition
and there is no need for manning the engine room. STANDBY is used when
manning of the engine room is required for manoeuvring purposes. Finished
with Engines (FWE) is used when there is no need for propulsive power. The
indicator LED in this pushbutton will flicker until the engine starting system
has been disabled. One of the pushbuttons must be active at all times and
the operator on the bridge will press the appropriate pushbutton to activate a
particular function. An LED indicates which pushbutton is active.
Bridge Pushbutton Telegraph (PBT)
The command transfer function pushbuttons enable transfer of the control

location between the particular command stations. Command at the port or
starboard bridge wing is selected at the ACP in the bridge centre console and
the indicator lamp IN COMMAND pushbutton at the selected port or starboard
bridge wing panel will flicker. In order to take command at that bridge wing
the IN COMMAND pushbutton must be pressed and the indicator lamp will
have a steady illumination. That bridge wing then has command.
When a pushbutton is pressed the indicator LED in the pushbutton flickers and
when the engineer at the ECR station accepts the instruction, by pressing the
corresponding pushbutton in the local panel, the indicator is fully illuminated.
The Cancel Safety Functions section of the bridge wing panel has a number of
pushbuttons for cancelling slowdown and shutdown activities and a number of
indicator LEDs. There are LEDs in the pushbuttons.
Also on the main control telegraph lever unit is an EMERGENCY STOP

pushbutton, under a cover to avoid accidental operation.
Shutdown Warning. There are Cancellable and Non-cancellable shutdown

warning LEDs which are illuminated when a particular shutdown warning has
been activated.
Emergency Propeller Pitch Control Panel

Emergency propeller pitch control panels are located in the bridge console and
in the engine control room console. These panels allow the operator to make
propeller pitch changes directly rather than through the lever and telegraph
unit. The panel is hard-wired to the propeller pitch control system. There are
four illuminated pushbuttons in the panel, one of these being a LAMP TEST
pushbutton which is pressed in order to check that the lamps in the other
pushbuttons are functional.
The CPP EMERGENCY CONTROL pushbutton is pressed once to activate
the emergency CPP control system; this illuminates the pushbutton. If the
pushbutton is pressed again when emergency CPP control is active (the
pushbutton is illuminated) this deactivates emergency CPP control.
CPP INCREASE ASTERN and CPP INCREASE AHEAD pushbuttons are
used to change the propeller pitch. The relevant pushbutton is pressed and
the pitch will change whilst the pushbutton is held in the depressed position;
when the pushbutton is released movement of the propeller blades stops.
When operating this system the propulsion engine must be operating at a fixed
speed.
In the ahead direction there are Dead Slow, Slow, Half, Full and Navigation
Full positions.
Bridge Wing Unit (BWU)
Issue: 1
The rpm and pitch indicators display the current engine rpm and propeller
pitch.
In addition to the main control telegraph lever unit the bridge centre console is
fitted with a pushbuttons. These provide a means of communicating instructions
to the engine room but it does not provide for direct control of the propulsion
plant. The pushbuttons signal the command position, such as Bridge, ECR and
Local. Other pushbuttons instruction to the engine room as to when the bridge
requires the main engine to be operating in At Sea or Standby conditions and
FWE, finished with engines.
Control of the propulsion system is by moving the combined telegraph and

manoeuvring lever located in the bridge control console. Movement of this
lever controls the engine speed and the propeller pitch within defined ranges.
The ahead and astern direction are also controlled by means of the direction
in which the lever is moved. The further the lever is moved from the central
STOP position the greater is the propulsive force developed.
In the astern direction there are Dead Slow, Slow, Half, Full and Emergency
Astern positions.
The EMERGENCY STOP pushbutton has a cover to prevent accidental

operation and it serves the same purpose as the EMERGENCY STOP
pushbutton in the bridge panel.
The bridge wing unit has a panel which contains a miniature telegraph lever
unit, rpm and pitch indicators, a command transfer function pushbutton panel,
a safety function panel and an EMERGENCY STOP pushbutton.
IMO No.9301419
The Shutdown Active LED is illuminated when a shutdown is active.

CANCEL SHUTDOWN pushbutton. Pressing this pushbutton enables the
operator to cancel a cancellable shutdown.
Slowdown Warning. There are Cancellable and Non-cancellable slowdown
warning LEDs which are illuminated when a particular slowdown warning has
been activated. The Slowdown Active LED is illuminated when a slowdown
is active.
CANCEL SLOWDOWN pushbutton. Pressing this pushbutton enables the
operator to cancel a cancellable slowdown.
Pressing a pushbutton once activates the cancel and pressing it again deactivates
the cancel.
Overspeed. A separate overspeed indicator is provided and this is illuminated
in the event of a shutdown due to an engine overspeed. In the event of
activation of this safety feature the control telegraph lever has to be set to the
STOP position and the engine restarted.
The panel contains + and - PANEL DIM pushbuttons and a LAMP TEST
pushbutton.
The miniature telegraph lever serves the same purpose as the main telegraph
control lever in the bridge central panel. Movement of the lever controls the
direction and speed of the ship. The bridge wing telegraphs are connected
Illustration 2.1.2b Main Engine Local Control Panel
SUB-TELEGRAPH
HYDRAULIC PRESSURE
150
NAV.
FULL
200
250
40
PITCH POSITION
80
300
60
120
400
100
100
ASTERN
BAR
HALF
50
50
350
50
FULL
ENGINE SPEED
PITCH
AHEAD
SLOW
CONTROL POSITION
DEAD
SLOW
WRONG
WAY
LAMP
TEST
STOP
BRIDGE
EMG
STOP
ECR
SLOW DOWN / LOAD REDUCTION

MANUAL
SLOW DOWN
REQUEST
DEAD
SLOW
SLOW DOWN
ACTIVE
CANCEL
SLOW DOWN
LOCAL
FORCED
TAKE
CONTROL
SHUT DOWN
RESET
SLOW DOWN
SHUT DOWN
ACTIVE
CANCEL
SHUT DOWN
START
FAILURE
LAMP
TEST
START CONDITIONS
SLOW
TURNING
GEAR
DISENGAGED
START AIR
SYSTEM
IN SERVICE
AUXILIARY
BLOWERS
RUNNING
WARNING
AUXILIARY
BLOWER
MAIN START
VALVE
IN SERVICE
SERVO-OIL
PUMP
RUNNING
ENGINE
NOT READY
FUEL/LOAD
LIMITATION
ACTIVE
INCREASE
LIMITATION
START
BLOCKED
HALF
BRIDGE
FULL
AT SEA
ECR
EMERG.
ASTERN
STAND BY
LOCAL
Issue: 1
AIR
RUN
AUTO
SLOW
TURN STOP
RUN
START
DOWN
SPEED
UP
FWE
IMO No.9301419

to the main telegraph system on the bridge by an electric shaft system. This
means that all bridge telegraph levers are in step with each other and so there
is always a bumpless transfer of control. To take control at a bridge wing the
operator presses the IN COMMAND pushbutton; when the bridge wing has
control the IN COMMAND pushbutton is illuminated.
Engine Control Room Control System

The engine control room has a number of hardware items which allow for
control of the propulsion system. Normally control takes place from the bridge
but control may take place from the engine room at engine starting and for
purposes of checking the system.
An AutoChief Control Panel (ACP) and Lever and Telegraph Unit (LTU) are
located in the ECR console. These enable the operator to monitor the system
and to control the engine as required. These systems function in the same way
as the units installed on the bridge. Control may be transferred to and from
the ECR system and the ECR has a higher priority than the bridge control
system.
An engine speed setting lever is located in the ECR panel and through this the
duty engineer may manually control the speed of the propulsion engine. This
system allows for emergency control of the engine speed when the propeller
pitch is set to a single position.
An Emergency Pitch Control panel, identical to that fitted in the bridge console,
allows the duty engineer to change the pitch of the propeller for manoeuvring
when the engine speed is fixed.
Safety Switch Panel (Illustration 2.1.3a)
The ECR console contains a Safety Switch Panel which enables the operator
to perform engine control functions directly. The panel contains two switches,
two indicator lamps and four pushbuttons, one of these pushbuttons being a
LAMP TEST pushbutton. The Slow Down and Shut Down indicators show
when a slowdown or a shutdown is active. The CANCEL SLOWDOWN
pushbutton enables the operator to cancel a slowdown and the CANCEL
SHUTDOWN pushbutton enables the operator to cancel a shutdown. The
RESET SLOWDOWN pushbutton enables the operator to reset the slowdown
system after the cause of the slowdown has been corrected.
The Limits switch as two positions, NORMAL and INCREASE LIMIT. The
switch is usually in the NORMAL position but turning it to the INCREASE
LIMIT position enables the operator to increase the remote control system
limiters. The control selector switch is usually in the NORMAL position to
allow for control from the bridge. If the switch is turned to the FORCED
ECR CONTROL this enables the ECR to take control directly without going
through the usual control transfer operation.
Issue: 1
Engine Room Control Systems
Starting air pressure is low
The propulsion system has two control stations in the engine room and both
are used for emergency control of the propulsion plant. There is an engine side
control station which allows for local control of the engine and propeller and
there is a propeller pitch control station which allows for local control of the
propeller pitch system. At the engine side control panel it is possible to change
the engine speed and the propeller pitch but at the propeller pitch control
station it is only possible to change the propeller pitch. At the engine side local
control station and the CPP local control station there are telegraph receiver
units similar to the bridge pushbutton telegraph (PBT).
The engine has tripped because the safety system has detected a
shutdown problem
A start blocking exists
The PBT enables the bridge to transmit controls to the engine local control
stand. The unit contains the same control transfer and sub-telegraph features
as the bridge PBT.
The engine or CPP system cannot be operated if:
The starting air distributor or main starting valve is blocked
The turning gear is engaged
Control air system is vented
The engine is not ready to start
There is low CPP hydraulic pressure
The CPP is not set at zero pitch
Local Engine Control Position

At the local engine side control position there is, in addition to the PBT, a local
control cabinet. This local control cabinet contains the following features:
Operation Modes
Indicator dials for hydraulic pressure, engine speed and

propeller pitch
The system operating mode is selected at the ACP mimic and a number of
different operating modes are possible. The selected mode must suit the current
conditions.
Control position illuminated pushbuttons including a FORCED

TAKE CONTROL pushbutton
Emission Mode controls engine operation via the engine control system in
order to minimise the exhaust emission levels.
Slowdown and Shutdown indicator pushbuttons
Start condition indicators and a LAMP TEST pushbuttons
Switches for Starting/Slow Turning, Start/Stop/Run and Speed

Up/Down
From the engine side control panel the operator may monitor and control
the engine. If operation is to take place from the engine side position this
position should always be manned so that the operator can observe the engine
systems.
The operator may initiate an engine slow turn via the Starting/Slow Turn switch
but this is normally in the AUTO position so that the engine control system can
automatically initiate a slow turn prior to starting. In order to start the engine
the operator moves the Start/Stop/Run switch from the Stop position to the
Start position and when the engine fires on fuel the switch is turned to the Run
position. Engine speed is regulated by means of the Speed Up/Down switch.
Remote Control System Functions
Economy Mode minimises engine specific fuel consumption.

Fixed RPM Mode 1 allows for control of the propeller pitch from the bridge,
bridge wing or engine room via the control levers whilst the engine speed
remains constant. The RPM level is normally set at 85% of the MCR speed
although it is adjustable. This mode is selected automatically.
Fixed RPM Mode 2 is similar to Fixed RPM Mode 1 but it is selected
manually and the RPM is set at 100% of the MCR speed.
Separate RPM Mode allows for control of the propeller pitch from the bridge,
bridge wing and engine room levers. The engine RPM is controlled separately
from the propeller pitch by means of the speed setting lever placed alongside
the telegraph unit in the ECR; speed may also be changed by means of the
speed UP/DOWN control lever at the local engine side panel.
Combinator Mode allows for control of the engine speed and propeller pitch
by means of the telegraph levers according to a preprogrammed combinatory
graph.
Starting of the engine is inhibited if any of the following conditions exist:
Start failure: if there has been three previous start attempts or a

slow turning failure
IMO No.9301419

Safety System Functions
The engine is automatically stopped is it overspeeds or one of a number of
automatic shutdown conditions are active.
A shutdown must be reset after the condition causing the shutdown has cleared
in order to allow for an engine restart. Resetting a shutdown is by moving the
control lever at the station in control to the STOP position. Some shutdowns
are cancellable and others are non-cancellable.
There are EMERGENCY STOP pushbuttons at all control stations and
pressing any one of these will cause the engine to stop. The emergency stop is
deactivated by pressing the pushbutton again.
Slowdown functions offer safety for the engine and these operate in a
similar way to the shutdowns but the engine speed is reduced to a safe level.
Slowdowns may be cancellable or non-cancellable. A slowdown, if it has
become active, is reset after the fault has been corrected by moving the control
lever to a speed below the slowdown speed and then returning the lever to the
normal operating speed.
Control Location Changeover Procedures

Normally the propulsion system is controlled from the wheelhouse but control
may be undertaken from other locations depending upon circumstances. There
are facilities at all control locations for the transfer of control to other locations.
When transferring control between the bridge and ECR control room bumpless
control transfer (without abrupt change of engine speed) can be made if the
telegraph control handle at the station to which control is being transferred
is in the same position as the station from which control is being transferred.
There is an electric shaft between the bridge telegraph ever and the bridge wing
telegraph levers and these follow each other so that movement of the lever at
the station taking control is not necessary before taking control.
There are controls for the main engine and the CPP at the bridge and ECR;
local control stations are provided for the engine and the CPP. In addition there
are emergency CPP controls at the bridge and the ECR.
If there is a mismatch or error reading in the engine control location the
engine control system will use the last valid control location as the controlling
station.
The engine side local engine control stand may take engine control from any
other location. The priority of engine control is Local - ECR - Bridge - Bridge
Wings, with Local control having the highest priority.
At each control location the control panel has illuminated pushbuttons for each
control location, BRIDGE, ECR and LOCAL. The bridge and bridge wing
control panels have IN CONTROL illuminated pushbuttons.
Issue: 1
Procedure for Transfer of Control from Engine Control Room to Bridge

It is assumed that the engine is running. Control transfer is via the pushbuttons
in the ACP/LTUs.
a)
Move the bridge telegraph lever so that the lever matches the
actual rpm of the engine.
b)
In the ECR the illuminated pushbutton BRIDGE is pressed and

the lamp in the BRIDGE pushbutton on the bridge begins to
flash.
c)
On the bridge the illuminated BRIDGE pushbutton is pressed

and the bridge takes control. The BRIDGE pushbutton is
illuminated at all locations and the illumination of the ECR
pushbutton is extinguished.
The bridge can request control by pressing the BRIDGE illuminated

pushbutton.
The engine control room transfers control by pressing the BRIDGE illuminated
pushbutton in the ECR panel. When the BRIDGE pushbutton is illuminated the
bridge has control.
Procedure for Transfer of Control from the Bridge to the Engine Control
Room
It is assumed that the engine is running. Control transfer is via the pushbuttons
in the ACP/LTUs.
a)
Move the ECR telegraph lever so that the lever matches the
actual rpm of the engine.
b)
On the bridge the illuminated pushbutton ECR is pressed and

the lamp in the ECR pushbutton in the ECR begins to flash.
c)
In the ECR the illuminated ECR pushbutton is pressed and the

ECR takes control. The ECR pushbutton is illuminated at all
locations and the illumination of the BRIDGE pushbutton is
extinguished.
Procedure for Transfer of Engine Control to the Engine Local Control

Stand
The engine local control stand can take control of the engine at any time it does
not have to be given control. Local control may be taken when the engine is
in bridge or ECR control and this is by pressing the LOCAL pushbutton in the
engine side control panel. This will cause the LOCAL indicator lamp at the
station previously in control to flash; pressing the LOCAL pushbutton in the
ECR panel will stop the flashing and produce a steady illumination. If local
control is taken when the bridge is in control the BRIDGE control pushbutton
will start flashing and the control change must be acknowledged by pressing
the LOCAL pushbutton.
It is possible to initiate a forced takeover of control at the local control panel by
pressing the FORCED TAKE CONTROL pushbutton in that panel; the local
control station then has control.
Procedure for Transfer of Controllable Pitch Propeller Control to the
Controllable Pitch Propeller Local Control Position
There is an emergency local control position at the controllable pitch propeller
control unit and in an emergency the CPP may be controlled from this location.
Local control of the CPP is taken by the local CPP control station by turning
the control selector switch at the local control station from the REMOTE
CONTROL position to the LOCAL CONTROL position. CPP position
indicators will flash at the bridge or ECR, whichever was previously in control,
and the pushbutton must be pressed to acknowledge the change of control
location. The pump motor panel switch must be set to the LOCAL position.
Procedure for Transfer of Control between the Wheelhouse and the
Bridge Wings
It is assumed that the engine is running.
a)
A bridge wing can take control if the IN CONTROL pushbutton

at that bridge wing is pressed when bridge control is active. The
electric shaft system ensures that there is a bumpless transfer of
control.
The wheelhouse may resume control if the IN CONTROL pushbutton in the

wheelhouse panel is pressed.
The ECR can take control by pressing the ECR pushbutton. This transfers
control immediately to the ECR and the ECR pushbutton in the ECR is
illuminated. The ECR pushbutton on the bridge flashes until it is pressed;
the bridge is acknowledging transfer of control to the ECR, it is not actively
making the transfer.
The ECR may also initiate a forced take over of control by turning the selector
switch in the ECR Safety Switch panel from the NORMAL position to the
FORCED ECR CONTROL position. This gives the ECR immediate control of
the engine without having to activate any of the pushbuttons.
IMO No.9301419

Operation of the Propulsion System
The propulsion system, engine control and CPP control, may be operated from
the bridge, bridge wings, ECR and locally from the engine room.
The engine must be in a suitable condition for starting with all services
operating.
In the ECR AutoChief Control Panel (ACP) the rotary knob must be turned to
enable the duty engineer to scroll through the engine state pages in the ACP
display. The operator must check that there are no start block conditions and if
there are they must be rectified immediately.
The CPP hydraulic pump must be started before the engine is ready to run and
this is done at the ACP by selecting the ME/CPP Main screen from the Home
picture screen. Using the rotary knob the CPP Pump Start icon is highlighted
and this is activated by pressing the rotary knob. The duty engineer must
ensure that the pump starts.
At the ACP display the Engine State screen must be selected and the engineer
must ensure that all conditions are normal and that the engine state is now
Delayed Start. When this is the case control may be transferred to the bridge or
the engineering department may retain control for starting the engine.
Operations from the Bridge and ECR Panels

Selecting Zero Thrust. The telegraph control lever is moved to the STOP
position.
Selecting Ahead/Astern Thrust. The telegraph lever is moved to any position
in the ahead/astern direction.
Cancelling a Cancellable Shutdown. If a shutdown condition is activated
a message appears in the ACP display and an audible alarm is activated. The
display message states whether the shutdown is cancellable or non-cancellable.
Pressing the CANCEL SHD pushbutton on the ACP within the time delay
period will cancel the cancellable shutdown and the engine remains running. It
is possible to cancel a cancellable shutdown which has become active provided
that the engine speed has not fallen below the ignition speed when starting the
engine. Pressing the SOUND OFF pushbutton will mute the alarm.
Cancelling a Cancellable Slowdown. If a slowdown condition is activated
a message appears in the ACP display and an audible alarm is activated. The
display message states whether the slowdown is cancellable or non-cancellable.
Pressing the CANCEL SLD pushbutton on the ACP within the time delay
period will cancel the cancellable slowdown and the propeller pitch will
remain as set. Pressing the SOUND OFF pushbutton will mute the alarm.
Issue: 1
Alarm acknowledging is carried out by pressing the ALARM ACK pushbutton

on the ACP. It is possible to use the rotary knob to scroll through the alarm lists
in order to identify the alarm and its parameters.
Emergency Control from the Bridge or ECR

If the propulsion control system should fail it is possible to perform emergency
pitch control from the bridge or ECR consoles. Both locations have Emergency
Pitch Control panels and the description is the same for both locations.
a)
Press the CPP EMERGENCY CONTROL pushbutton.
b)
Press the CPP INCREASE AHEAD pushbutton in order to

increase propeller pitch in the ahead direction or the CPP
INCREASE ASTERN pushbutton in order to increase propeller
pitch in the astern direction. The pitch changes whilst the
pushbutton is pressed and stops when the pushbutton is
released. The operator must monitor the pitch angle on the pitch
indicator.
c)
In order to switch off the emergency pitch control the CPP

EMERGENCY CONTROL pushbutton is pressed.
Separate RPM Mode Control

This mode is only available from the ECR via the separate engine speed
control lever fitted in the ECR console. The operating engineer can control
the speed of the engine and monitor the speed at the Separate RPM indicator
in the ACP mimic. The propeller pitch is controlled by means of the telegraph
lever which may be moved to give ahead or astern pitch; the engine speed is
only regulated in the ahead direction. Instructions from the bridge to the ECR
are via the telegraph system.
Local Control Stand Engine Control

Control is transferred to the engine side local control station by pressing the
LOCAL pushbutton on the Push Button Telegraph (PBT) in the ECR. The
operator at the local control stand presses the LOCAL pushbutton in his PBT
and the local control stand now has control. Alternatively the operator at the
local control stand may press the FORCED TAKE CONTROL pushbutton
and take control immediately at the local stand. The auxiliary blowers will
automatically start when an engine start is initiated.
Note: The engine and propeller pitch are controlled separately from the local
control stand.
IMO No.9301419
Provided that all systems are ready for engine starting and that no blockings are
operational the engine may be started at the local control stand by turning the
starting switch from the STOP position to the START position. The propeller
pitch must be in the zero position. Prior to starting a manual slow turn may be
initiated by turning the slow turning switch to the SLOW TURN position but
this switch will normally be set to AUTO.
The engine will turn over on air and when it reaches firing speed the switch is
turned to the RUN position.
The engine speed may be changed by means of the SPEED UP/DOWN switch;
turning the switch to the UP position increases engine speed whilst the switch
is in that position and the switch must be turned back to the neutral position to
stop further increase.
The propeller pitch may be changed at the local control stand by means of
the PITCH AHEAD/ASTERN switch. Turning the switch out of the neutral
position to the AHEAD position will start to increase the ahead propeller
pitch and when the desired pitch is on the propeller the switch is returned to
the neutral position. Similar operation takes place for the astern pitch. The
actual pitch may be observed at the Pitch Indicator gauge. The propeller pitch
control selector switch at the CPP local stand must still be in the REMOTE
CONTROL position to allow for control from the engine local control stand.
The engine side local control panel has a number of safety pushbuttons and
indicators. The operator is able to cancel shutdowns and slowdowns at the
local engine side panel if necessary.
Local Control Stand Pitch Control

It is possible to control the propeller pitch separately at the local CCP control
stand located at the CPP hydraulic unit. This CPP local control is to be used
in an emergency when remote control of the CPP system is not available. The
control location selector switch at the local CPP control panel must be set to
LOCAL CONTROL and there is a pitch indicator at this panel. The local CPP
control station is also fitted with a PBT for receiving control instructions from
the bridge. The engine system must also be selected for local control.
The unloading valve V1P must be closed and manually locked in the closed
position. The propeller pitch is changed by means of the pushbuttons on valve
V2 at the hydraulic unit; the pitch angle is observed at the local panel. When
the desired pitch is reached the pushbutton is released and the unloading valve
is opened. This arrangement enables the propeller pitch to be changed to a
desired value and the engine speed may then be regulated in order to provide
the desired thrust.
In an emergency it is possible to put a set pitch on the CPP. At the hydraulic
unit local control position and there are two mode options depending upon
whether or not the OD-Box is operational.

Mode 1 Procedure - If the OD-Box is Operational
g)
Remove all pipes, hoses from the OD box, taking measures

to collect the oil spillage. Ensure that the OD box can rotate
freely.
h)
Slowly unscrew and remove the ahead hosing on the OD box.
i)
Fit the emergency adapter into the ahead connection.
j)
Take measures to collect the return oil that comes out of the
connection during the following emergency pitch setting
procedure.
a)
Stop the main engine.
b)
Turn the remote/local switch on the connection box on the

hydraulic power pack to the LOCAL CONTROL position.
c)
Stop the shaft to reduce the pitch setting pressure.
d)
Turn the remote/local switch on the P1 and P2 starters to the

LOCAL position.
e)
Stop P1 and P2 pumps, but leave the static pressure pump P3

running.
k)
f)
Turn the emergency valve V12 to the EMERG CONTROL 1

position; the pressure from the static pressure pump P3 will now
move the pitch to the mechanical end position of Full Ahead.
Connect the hose to the quick coupling on the emergency

adapter.
l)
Connect the other end of the hose to the EP quick connection on

the emergency panel of the hydraulic power pack.
g)
Turn the emergency valve V12 back to the NORMAL POS

position when the pitch has moved to the mechanical end
position of Full Ahead.
m) Turn directional valve V12 to the EMERG CONTROL 2

position.
h)
Turn the static pressure control valve V9 to the INCREASED

position to maintain the propeller pitch in position.
i)
The engine can be started and worked with full ahead pitch but
the engine must be operated at reduced revolutions.
Note: If the pitch moves from the mechanical end position of full ahead, stop
the main engine, turn the static pressure valve V9 to the NORMAL position
and repeat steps e) to i).
Mode 2 Procedure - If the OD-Box is not Operational:

a)
b)

c)
Stop and secure the shaft.
d)

LOCAL position.
e)
Stop P1, P2 and P3 pumps.
f)
Dismantle and remove the box support stay.
Issue: 1
c)
Remount the box support stay on the OD box together with the
hoses and pipes.
d)
Start pump P3 and ensure valves V12 and V9 are turned to the
NORMAL POS positions.
The OD box is now ready for the emergency pitch setting procedure.
n)
Open valve V22.
o)
Set the pitch to the mechanical end position by starting pump P3.
Stop the pump when the mechanical end position is reached.
p)
Close valve V22.
q)
Remove the emergency hose from the OD box. Ensure that the
adapter remains in the guide tube.
r)
Unlock the shaft
s)
the engine must be operated at reduced revolutions. The OD
box will now rotate together with the shaft.
the main engine and repeat steps k) to r).
Once the vessel has reached harbour, perform the following procedure to set
the propeller under static pressure until it has been repaired.
a)
Stop the shaft.
b)
Turn the shaft until the OD box is in its normal position.
IMO No.9301419

2.1.3
MAIN ENGINE SAFETY SYSTEM
Introduction
Illuminated pushbutton (with cover) in the local engine side

telegraph panel
Illuminated pushbutton (with cover) in the CPP local telegraph

panel
The engine control system also incorporates an engine safety system which
is designed to monitor the ships main engine performance and speed, then
control the engine protection functions, such as shutdown and slowdown, if
the engines monitored operations exceed defined limits. The engine safety
system is also linked with the engine manoeuvring system, providing for
engine slowdown and shutdown when required and also start blocking if the
engine is not in a safe condition to start.
An emergency engine stop is initiated when one or more EMERGENCY STOP

pushbutton is pressed. The stop signal is sent to the engine control system
directly and is displayed in the LCD unit of the AutoChief Panel (ACP) unit.
The Emergency Stop is reset by pressing the EMERGENCY STOP pushbutton
again.
The safety system provides the following control and monitoring facilities:
Overspeed
Control of:
Emergency stop
Engine shutdown
Engine slowdown
Overspeed of the engine is detected by two independent tacho pick-ups which

are mounted near the engine flywheel. When the engine speed exceeds 107%
of the MCR speed (adjustable) the Engine Safety Unit (ESU) will detect the
overspeed and will initiate an engine shutdown through the engine control
system. An overspeed shutdown is reset by moving the telegraph lever, at the
control stand in control, to the STOP position. After the cause of the overspeed
has been corrected the engine may then be restarted.
Monitoring of:
Engine speed
Automatic Shutdown
Engine overspeed
Engine shutdown sensors
Engine slowdown sensors
All shutdown contacts from engine sensors are continuously monitored for
loop failure and any loop failure of a sensor is indicated on the display panel.
Shutdown sensors are electrically separated from other systems. The engine
will automatically shut down if any shutdown sensor is activated.
RPM detectors
EMERGENCY STOP pushbuttons
Emergency stop (auto-stop) solenoid valve
The safety system has slowdown inputs and shutdown inputs. These inputs are
configured as digital inputs with loop fail detection. There are two dedicated
speed pickups connected to the safety system for engine speed indication and
overspeed protection.
Emergency Stop
Hard-wired EMERGENCY STOP pushbuttons are provided in the following
locations:
Illuminated pushbutton (with cover) in the bridge telegraph

panel
Illuminated pushbutton (with cover) in the bridge wing panels
Illuminated pushbutton (with cover) in the engine control room
telegraph panel
Issue: 1
Cancelling a Cancellable Shutdown

If a shutdown condition is activated a message appears in the ACP display and
an audible alarm is activated; the shutdown is also announced in the safety
switch panel. The display message states whether the shutdown is cancellable
or non-cancellable. Pressing the CANCEL SHD pushbutton on the ACP or the
safety switch panel within the time delay period will cancel the cancellable
shutdown and the engine remains running. It is possible to cancel a cancellable
shutdown which has become active provided that the engine speed has not
fallen below the ignition speed when starting the engine. Pressing the SOUND
OFF pushbutton will mute the alarm.
A shutdown may only be reset by ordering an engine stop at the control stand
in control after the defect causing the shutdown has been corrected. The engine
may then be restarted.
Automatic Slowdown
All slowdown contacts from engine sensors are continuously monitored for
loop failure and any loop failure of a sensor is indicated control panel. The
engine speed is reduce to a speed corresponding to Slow (adjustable) if any
slowdown sensor is activated. The pitch of the CPP unit will also be reduced
to give the effective slow speed.
Engine overspeed (incorporated in the engine control system)
All slowdown signals may be specified as non-cancellable or cancellable. For

all cancellable slowdown signals there is a time delay before the shutdown
becomes active. Slowdowns announced audible and visually by illumination
of the Slowdown indicator in the safety switch panel. There is a time delay
before a cancellable slowdown is activated and the operator may cancel the
cancellable slowdown by pressing the CANCEL SLOWDOWN pushbutton in
the safety switch panel.
Main lubricating oil supply pressure low
The following conditions activated an engine slowdown:
Turbocharger lubricating oil inlet pressure low
Thrust bearing segment high temperature
Thrust pad temperature high
Main bearing high temperature
Jacket fresh water cooling inlet pressure low
Crankpin bearing high temperature
Crosshead bearing high temperature
Lubricating oil inlet to engine low pressure
Lubricating oil inlet to engine high temperature
Piston cooling oil engine/cylinder outlet temperature high
Piston cooling oil engine/cylinder outlet no flow
Jacket cooling water outlet engine/cylinder high temperature
Jacket cooling water pressure loss across engine
Central fresh water cooling water temperature high
The following systems result in an automatic engine shutdown:
The lubricating oil pressure shutdown signals are blocked when the subtelegraph
is switched to FWE mode in order to prevent alarms when the engine is not
operating. When the FWE mode is switched off these signals are unblocked
and so it is essential the lubricating oil circulation system is operating before
the engine is switched from FWE mode in order to prevent alarms.
Shutdowns may be cancellable or non-cancellable.
Non-cancellable shutdowns result in the engine stopping without delay whilst
cancellable shutdowns allow a time delay between activation of the sensor
and initiation of the engine shutdown. The delay time is adjustable for each
shutdown sensor.
IMO No.9301419
Scavenge space fire
Cylinder exhaust temperature high deviation from average
Axial vibration monitor high vibration
Crankcase oil mist detector alarm
Cancelling a Cancellable Slowdown

If a slowdown condition is activated a message appears in the ACP display and
an audible alarm is activated; the slowdown is also announced in the safety
switch panel. The display message states whether the slowdown is cancellable
or non-cancellable. Pressing the CANCEL SLD pushbutton on the ACP or the
safety switch panel within the time delay period will cancel the cancellable
slowdown and the propeller pitch will remain as set. Pressing the SOUND OFF
pushbutton will mute the alarm.
At the end of the delay period the slowdown is activated if the problem has not
been corrected or the slowdown cancelled.
A slowdown is automatically reset when the sensor is deactivated or it may be
reset by moving the telegraph lever to a position below the slowdown speed.
Alternatively the RESET SLOWDOWN pushbutton may be pressed.
An engine slowdown is automatically triggered in the event of abnormal
operating conditions. Slowdowns are designed to protect the engine components
against overload and maintain the ship in a manoeuvrable condition should a
fault occur.
Crankpin bearing temperature high

Crankpin bearing outlet LO temperature
deviation
Crankpin bearing outlet LO temperature
Crosshead bearing oil outlet temperature
Crosshead bearing temperature high
Crosshead bearing outlet LO temperature
deviation
Thrust bearing segment temperature high
Jacket cooling water pressure low loss across
engine
Fresh water cooling outlet/cylinder temperature
high
Scavenge air box fire alarm/cylinder
Scavenge air receiver temperature
Exhaust gas outlet/cylinder temperature high
Exhaust gas outlet/cylinder temperature
(deviation)
Oil mist in crankcase
Crankshaft longitudinal vibration peak to peak
Hydraulic oil low pressure
Engine overspeed

80oC
+/-7oC
Illustration 2.1.3a Main Engine Safety Switch Panel
oC
70
70oC
80oC
+/-7oC
80oC
0.4 bar
90oC
1.5 bar
95oC
0.1 bar
65oC
120oC
500oC
+/-65oC
*
4.36m/s
175 bar
SLOW
DOWN
SHUT
DOWN
SLOW
DOWN
CANCEL
SHUT
DOWN
CANCEL
SLOW
DOWN
RESET
LAMP
TEST
NORMAL
FORCED ECR
CONTROL
NORMAL
INCREASE
LIMITERS
114.5 rpm
KONGSBERG
SSP
Critical Speed
If the engine operates in the critical speed range of 34 - 44 rpm an alarm is
activated, but the engine control system is programmed to prevent engine
operation in the critical speed zone.
Slowdown and Shutdown Functions
Item
Piston cooling oil outlet temperature high

Piston cooling oil outlet no flow
Main LO inlet pressure low
Turbochargers LO outlet temperature high
Turbochargers LO pressure low
Cylinder lubricator no flow
Main LO inlet temperature high
Main bearing LO outlet temperature high
Main bearing outlet LO temperature deviation
Main bearing temperature high
Issue: 1
Slowdown
75oC
L
1.5 bar
120oC
Shutdown
1.3 bar
0.8 bar
*
60oC
70oC
+/-7oC
80oC
IMO No.9301419
Illustration 2.1.4a Controlled Pitch Propeller System
Stern Tube
LO Header Tank
Hydraulic Gravity
Tank
Hydraulic Power
Pack
10
11
12
Drain Oil
Tank
Key
Hydraulic Oil
Issue: 1
1. Propeller Hub with Blades

2. Stern Tube Aft Sealing
3. Stern Tube
4. Stern Tube Forward Sealing
5. Sleeve Coupling
6. Oil Distribution Box Shaft
IMO No.9301419
7. Support Bearing
8. Oil Distribution Box
9. Feed Back Unit
10. Earthing Device
11. Support Bearing
12. Intermediate Shaft

2.1.4
CONTROLLED PITCH PROPELLER SYSTEM
Controllable Pitch Propeller System

Maker:
No. of sets:
Type:
Total system oil capacity:
Rolls Royce
1
Hydraulically actuated
3,600 litres
Introduction
Main Components of the Controllable Pitch Propeller System
The vessel is equipped with a controllable pitch propeller (CPP) which is

coupled directly to the main engine via the propeller shaft. The CPP allows a
greater flexibility of control over manoeuvring as both the engine speed and
the propeller pitch can be used to control thrust. The CPP may be controlled
from the following locations:
Locally
Hydraulic Power Pack Unit
From the engine room local engine side control stand
Maker:
No. of sets:
Reservoir oil capacity:
From the ECR
From the manoeuvring console in the wheelhouse
From both bridge wing manoeuvring stations
Rolls Royce
1
2,350 litres
186 XF5/4D-S
4 (2 spare blades on deck)
7,400mm
20,450 Nm
Shaft Coupling
Maker:
Type:
SKF
OKCA 530
High Pressure Pumps

Maker:
No. of sets:
Type:
Model:
Servo pump capacity:
Booster pump capacity:
Sauer
2
Double gear pump
PFR 106-55D CO31
93 litres/min at 1,755 rpm
Static Head Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Issue: 1
The CPP makes it unnecessary to stop the engine to power astern and provides
for a more responsive manoeuvring. Also stopping times in emergency
situations will be shorter than with a fixed pitch propeller. The CPP also has
advantages in ice conditions when it can deliver high torque at low forward
speed enabling the ice to be parted without ramming.
From the engine control room (ECR) the engine and CPP may be controlled
in combinatory mode or constant rpm mode which varies the engine thrust
by varying the propeller pitch; it may also be controlled in emergency mode
via the CPP INCREASE AHEAD and CPP INCREASE ASTERN emergency
pushbuttons in the Emergency Pitch Control Panel.
From the wheelhouse the engine and CPP may be controlled in combinatory
mode which gives simultaneous pitch and engine speed control from the
control lever, constant rpm mode as with the ECR control and emergency
mode, which again is via the CPP INCREASE AHEAD and CPP INCREASE
ASTERN emergency pushbuttons in the Emergency Pitch Control Panel. The
propulsion system may also be controlled from the bridge wing manoeuvring
consoles in combinatory mode.
The CPP system comprises the following main elements:
Salami
1
Gear pump
3PB33D
Drains Pump
Maker:
No. of sets:
Type:
Model:
Capacity:
The propeller is made from stainless steel and has four rotating blades. The
sea water is prevented from entering the hub by O-ring seals on the blade
assembly. Each blade has a bearing which is lubricated by oil supplied by the
static pressurised hydraulic oil pump
Propeller Shaft
The propeller shaft is hollow to allow the twin tube to pass hydraulic power oil
to the actuating and the separate pipes for the hydraulic lubricating oil through
it.
Sleeve Coupling
Propeller
Hub size:
No. of blades:
Diameter:
Bolt torque:
Propeller Hub and Blades
Salami
1
Gear pump
2PB16D
The propeller
The propeller shaft and coupling
The oil distribution boxes
The hydraulic power pack
The control panel
The control of the propeller pitch is made by pumping hydraulic oil from the
hydraulic power pack through the oil distribution boxes, along tubes in the
propeller shaft and onto pistons attached to the propeller blades. When the
piston is moved aft the propeller blades are moved into an astern pitch.
IMO No.9301419
The sleeve coupling comprises two steel sleeves the inner being thinner
than the outer sleeve. The inner sleeve is sized to be able to slip easily along
the machined surface of the propeller shaft and the outer surface is tapered.
The heavier outer sleeve has a corresponding taper on its inner surface. The
coupling is mounted by driving the outer sleeve up the taper on the inner
sleeve, creating a powerful interface. To allow the outer sleeve to be driven up
lubrication oil is pumped onto the mating surfaces to reduce friction.
Oil Distribution Boxes
The oil distribution box is an arrangement to allow the high pressure hydraulic
oil to be transmitted to the control piston from the hydraulic control system.
It comprises a system of channels and seals on a stationary assembly, which
allows the oil to pass into the twin tubes on the rotating shaft for ahead and
astern pitch control and separate lines for the lubricating oil pressure and
return.
Feedback Unit
The feedback unit measures the position of the tubes connected to the pistons
and translates that position into an electrical signal to feed back to the control
system the actual propeller pitch position.
Hydraulic Power Pack
The hydraulic power pack is located on the floor plates aft on the port side and
is provided with three electrically driven pump units. Two are the high pressure
pumps for the pitch positioning and the other is the static pressure pump unit
which supplies oil lubrication and preventing ingress of sea water. The two
high pressure pumps comprise a servo unit and a booster unit on a common
shaft. The pumps are configured as run and stand by with the standby pump
cutting in when the system pressure falls to 0.6MPa.
Illustration 2.1.4b Controlled Pitch Propeller Hydraulic System
Hydraulic Power Pack
Valve Manifold
G4
PI
G4T
PT3
G3
G5
G4V
PI
V22
V6
PI
G3V
G5T
G5V
V24
VEB
V16
V2P
VEA
V25
V15
V3
V10
V1P1
RT
V2
V11
G1
PT2
V4
PI
VP
G2
CT
PA
G1T
G1V
To/From Cooling
Fresh Water
VS
V17
Static Pressure
Pump
Return Oil
Filter
Propeller
Unit
LS2
LS5
M
PI
VI
G2V
V20
V19
PI
Oil
Distribution
Box
TB
VB
Cooler
V18
M
PB
VS
VB
ZT
Issue: 1
TA
PI
Return Oil
Filter
PSI.2
PSI.1
PSI.2V PSI.2T
PSI.1T PSI.1V
M
Pump
Unit No.1
Pump
Unit No.2
TTI
SR
F5
LSI
PT100
V14
VE
V1P
V12
P3T
Emergency Hose
Located in Toolbox
V7
LCT
V9
V23
G3T
Key
Drain
Pump
Unit
Hydraulic Oil
Fresh Water
IMO No.9301419

The power pack is provided with the following alarms:
Low oil level
Low oil pump pressure, set at 0.8MPa
High oil temperature set at 65C
Filter high differential pressure
Drain pump unit high level
Standby pump start
Pump overload
Pump power failure
Backup failure
Command/response failure
Pitch control error
Emergency power failure
Central unit failure
Control Panel
The control panel is mounted on the hydraulic power pack and is equipped
with a remote/local control switch and a propeller pitch indicator; other local
controls include pressure gauges, a manual directional control valve and a
manual shut off valve.
Procedure to Start the Controllable Pitch Propeller from the

Wheelhouse or Engine Control Room
The CPP hydraulic pump must be started before the engine is ready to run and
this is done by first ensuring:
The local/remote switch at the local panel is in the REMOTE

position
The main switch at the local panel is in the ON position
The breaker at the main switchboard is in the ON position
a)
b)
c)
At the ECR remote operator station select the Pump Overview

screen and use the rotary knob to position the cursor over the
CPP pump icon.
d)
Place the other pump in Auto mode by placing the cursor on

the pump icon and press the AUTO/MANUAL key on the
keyboard.
The message at the bottom of the screen will indicate that the pump is on
standby, which will allow the pump to start if the first pump fails to maintain
the required hydraulic oil pressure. The CPP can be operated by the bridge
once the CPP Separate Control/Auto Control switch is turned to the AUTO
CONTROL position.
Local Pitch Control Position
It is possible to change the propeller pitch from the local pitch control position.
Normally the propeller pitch is changed automatically via the control unit on
the bridge or in the ECR. In the event of failure of the remote control system
local control of propeller pitch is possible. Under normal circumstance the
pitch control switch must be turned to the REMOTE position to allow for
control from the bridge or ECR.
In the event of failure of the remote control system, or to allow for local
checking of the system, the control switch must be turned to the LOCAL
position. The system allows the propeller pitch to be moved to the full pitch
position and locked in place, the engine speed then being used as the means of
controlling the ships speed.
The unloading valve V1P at the hydraulic unit must be closed

and manually locked in position.
e)
The propeller pitch is controlled by pressing the pushbuttons on

the valve V2.
d)
When the pitch is at the correct position the valve V2 pushbutton

must be released and the unloading valve V1P is opened.
The propeller pitch is now fixed in the new position. The thrust is regulated by
means of the engine speed which is either controlled from the engine side local
control panel, the ECR or from the bridge.
Emergency Control of Propeller Pitch
Emergency control of the propeller pitch is available from the local pitch
control position and there are two options depending upon whether or not the
OD-Box is operational.
Mode 1 Procedure - If the OD-Box is Operational

a)
b)

hydraulic power pack to the LOCAL position.
c)
Stop the shaft to reduce the pitch setting pressure.
d)

LOCAL position.
e)
Stop P1 and P2 pumps, but leave the static pressure pump P3

running.
f)
Turn the emergency valve V12 to the EMERG CONTROL 1

position; the pressure from the static pressure pump P3 will now
move the pitch to the mechanical end position of Full Ahead.
g)
Turn the emergency valve V12 back to the NORMAL POS

position when the pitch has moved to the mechanical end
position of Full Ahead.
h)
Turn the static pressure control valve V9 to the INCREASED

position to maintain the propeller pitch in position.
i)
the engine must be operated at reduced revolutions.
Back-up Control
The back-up control system is an emergency control system which is used
if the main control system has failed. The pitch control valves are connected
directly to the back-up section of the control panel. When operating in this
mode all the bridge control panels are active and the pitch is controlled by an
ahead pitch pushbutton and an astern pitch pushbutton.
CAUTION
When in back-up control mode no automatic load control takes place.
Care must be taken not to overload the engine.
Procedure to Operate the Controllable Pitch Propeller

Hydraulic Power Pack Locally
a)
Visually inspect the system for leakage and rectify as

necessary.
On the keyboard press the READ pushbutton, to address the

pump icon.
b)
Select the pump for service by turning the breaker at the main
switchboard to the ON position.
Press the 1 pushbutton to start the pump. The icon will blink as
the pump runs up to speed.
c)
At the local panel turn the local/remote switch to the LOCAL

position and the stop/run switch to the RUN position.
Issue: 1
e)
IMO No.9301419

the main engine, turn the static pressure valve V9 to the NORMAL position
and repeat steps e) to i).
Mode 2 Procedure - If the OD-Box is not Operational
p)
Close valve V22.
q)
Remove the emergency hose from the OD box. Ensure that the
adapter remains in the guide tube.
r)
Unlock the shaft
s)
the engine must be operated at reduced revolutions. The OD
box will now rotate together with the shaft.
a)
b)

c)
Stop and secure the shaft.
d)

LOCAL position.
e)
Stop P1, P2 and P3 pumps.
a)
Stop the shaft.
f)
Dismantle and remove the box support stay.
b)
Turn the shaft until the OD box is in its normal position.
g)
Remove all pipes, hoses from the OD box, taking measures

to collect the oil spillage. Ensure that the OD box can rotate
freely.
c)
Remount the box support stay on the OD box together with the
hoses and pipes.
d)
h)
Slowly unscrew and remove the ahead hosing on the OD box.
Start pump P3 and ensure valves V12 and V9 are turned to the
NORMAL POS positions.
i)
Fit the emergency adapter into the ahead connection.
j)
Take measures to collect the return oil that comes out of the
connection during the following emergency pitch setting
procedure.
the main engine and repeat steps k) to r).
Once the vessel has reached harbour, perform the following procedure to set
the propeller under static pressure until it has been repaired.
The OD box is now ready for the emergency pitch setting procedure.
k)
Connect the hose to the quick coupling on the emergency

adapter.
l)
Connect the other end of the hose to the EP quick connection on

the emergency panel of the hydraulic power pack.
m) Turn directional valve V12 to the EMERG CONTROL 2

position.
n)
Open valve V22.
o)
Set the pitch to the mechanical end position by starting pump P3.
Stop the pump when the mechanical end position is reached.
Issue: 1
IMO No.9301419
2.2

2.2.1
General Description
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
Sootblowers
2.2.7
Economiser
Illustrations
2.2.1a Auxiliary Boiler
2.2.2a Boiler Local Control Panel
2.2.3a 16kg/cm2 Pressure Steam System
2.2.6a Economiser Sootblower Control Panel
Illustration 2.2.1a Auxiliary Boiler

Fuel Inlet
Burner
Air Inlet
Control Panel
Exhaust
Outlet
Steam Drum
Access Door
Furnace
Generating
Tube Bank
Water Drum
Issue: 1
IMO No.9301419

2.2
BOILERS AND STEAM SYSTEMS
2.2.1
GENERAL DESCRIPTION
Auxiliary Boiler
Maker:
No. of sets:
Model:
Type:
Capacity:
Working Pressure:
Fuel oil:
Safety valve settings:
Forced draught fan:
Aalborg Industries
2
MISSIONTM OL
Vertical oil fired water tube
35,000kg/h
16 barg
HFO 700cSt at 50C
DO 6cSt at 40C
17.5kg/cm2
648m3/min at 1,770 rpm
General Description
The vertical oil fired boilers have a single furnace which is surrounded by a
bank of water tubes which connect to the water drum at the base of the boiler
which also acts as the furnace bottom. The lower header is fitted with a steam
simmering coil for warming through the boiler. At their upper ends, the water
tubes connect with the annular steam/water drum which is fitted with steam
stop valves, feed check valves, water level gauges, and water level alarms.
The bank of water tubes consists of two sets of tubes, the outer downcomers
and the inner risers. Water in the boiler is self-circulating due to the upward
flow of the steam/water emulsion in the riser tubes. Radiant heat from the
furnace flame generates steam bubbles in the riser tubes and these steam
bubbles form an emulsion with the water. The emulsion has a lower density
than the water and thus rises to the upper steam/water drum. As the emulsion
flows upwards in the risers, water at the same temperature flows downwards
through the downcomers to the lower water drum. Gas passes through the gaps
between the tubes and flows from the furnace centre to the smoke outlet box
located at one side of the boiler just below the upper header.
A single fuel oil burner is located in the furnace, the floor of which is lined
with refractory. The burner uses steam atomising and is supplied with heavy
fuel oil (HFO) from the main fuel system. Combustion air is supplied to a wind
box by the FD fan and the air flow to the furnace is divided into two separate
flows; the core air, which mixes with the fuel and steam at the burner tip and
the main air flow, which enters via a swirl unit and mixes with the fuel after
the burner tip. The air supply is regulated by dampers in the wind box, the air
volume being determined by the fuel supply. The burner is ignited by an igniter
gun which burns marine diesel oil (MDO).
Issue: 1
The control system (see section 2.2.2) regulates the fuel and combustion air
supply in order to maintain a constant steam pressure. A flame monitoring
device is fitted to detect flame failure upon flash-up or during normal
operation. The water level in the boiler is controlled automatically by the feed
water control system and there are alarms for high and low water levels. At
the low-low water level, an alarm operates together with a trip for furnace
combustion. Water gauges are fitted on the boiler shell for visual indication of
the water level and there is a remote water level indicator at the ECR mimic.
The bottom of the boiler furnace is covered with a layer of insulation and a
layer of castable refractory.
The boiler is provided with two steam outlet valves, one of the shut-off type
and one non-return type which prevents steam from flowing back to the boiler
should the pressure in the line exceed the boiler pressure.
Convection Section
There are two groups of feed water inlet valves, each group consisting of shutoff valves and a pneumatically operated feed water control valve.
Both oil fired auxiliary boilers are associated with the exhaust gas economiser
(EGE), the economiser being supplied with water from the auxiliary boiler
which is designated as the duty oil fired boiler. The steam/water emulsion
generated in the economiser flows back to the duty oil fired boiler. Boiler water
circulation pumps are provided for the exhaust gas economiser.
Two safety valves are fitted to the upper part of the steam/water drum. A blow
down valve is connected to the lower drum and a scum collection pan, with
associated valve, is located at the normal water level, in the upper drum, and
allows surface foam and debris to be removed from the water surface. The
boiler blow down and scumming system is operated manually.
During normal sea going passages the steam demand is supplied by the exhaust
gas economiser and in port by the auxiliary boiler. During periods of high
steam demand, such as cargo operations or engine manoeuvring it will be
necessary to run the auxiliary boiler and the exhaust gas economiser together.
General Construction
The auxiliary boilers consist of the following main parts:
Furnace
Water drum
Convection section
Steam drum
Water Drum
The water drum serves as a connection between the furnace tubes and the
convection tubes to the steam drum. Access to the water drum is by way of a
manhole.
The convection section consists of closely spaced vertical water tubes, welded
at both ends to the water and steam drums. Access to the convection section is
by means of inspection doors.
Steam Drum
In order to ensure good circulation of the boiler water within the boiler,
downcomers are fitted between the steam drum and the furnace header. Access
to the steam drum is by way of a manhole.
Boiler Mountings
Safety Valves
Two safety valves are fitted to the boiler steam drum. They are installed for
safety reasons and designed to prevent the boiler pressure from rising above
the design value. The safety valves are supplied with waste steam pipes and
expansion bellows and are set to lift at 17.5kg/cm2. The valves are fitted with
remote lifting wires for use in an emergency.
Main Steam Valve
The main steam valve is a screw down non-return valve. When closed it
isolates the boiler from the main steam system and prevents steam flowing
back into the boiler when open.
Bypass Valve
The purpose of the bypass valve is to equalise the pressure between the boiler
and the main steam system. It is also used to warm through the steam system
when the main steam valve is closed.
Furnace
The furnace consists of closely spaced vertical tubes which are arranged in a
polygon shape and make up the membrane wall. The boiler header is fitted
with manholes to facilitate cleaning.
IMO No.9301419
Main and Auxiliary Feed Water Valves
Furnace Drain Valve
Ignition Burner
Two sets of feed water valves are fitted to the boiler. Each set consists of two
valves, a shut off valve and a non-return valve. The main feed water valves are
normally used in conjunction with one of two level controllers. The auxiliary
feed water valves are a direct fill from the feed pumps and are closed during
normal running of the boiler. They are normally only used when the level
controller fails.
The furnace drain valve allows for any water to be drained from the furnace
after washing.
The ignition burner is a separate diesel oil burner with its own oil supply
system and operates on the principle of mechanical pressure jet atomisation.
An air servo cylinder retracts the ignition burner after ignition of the main
burner. To ensure a more reliable ignition sequence for the main burner the
ignition system always operates on diesel oil supplied by an ignition pump,
which only operates when the ignition burner is required.
Water Level Gauges

Two local water level gauges are fitted to the front of the boiler steam drum,
each gauge is provided with two shut-off valves and a drain valve. The shut-off
valves, fitted at the top and bottom of the sight glass, have a remote closing
mechanism which can be used to isolate the gauge should the glass rupture.
The drain pipes from the water level gauges are lead to an open drain visible
for inspection when blowing down the glasses.
Blow Down Valve
Two non-return blow down valves are mounted on the boiler header to allow
the boiler water to be discharged overboard. The ships side boiler blow down
valve must be opened before any blow down procedure is undertaken.
Scum Valve
The non-return scum valve is fitted to the steam drum. In the event of an
accumulation of floating scum in the boiler, it can be removed from the water
surface by opening this valve.
Circulation Inlet and Outlet Valves
The boiler water circulating outlet non-return valve is fitted to the intermediate
drum and allows suction for the economiser water circulating pumps. The
screw down inlet valve is fitted to the steam drum.
Low Level Switch

The low level switch is fitted to the steam drum and includes two shut-off
valves and a drain valve.
Instrumentation Valves
The boiler is fitted with a number of instrumentation valves for level and
pressure control and indication.
Manhole
Two manholes, one at the boiler top and the other at the boiler bottom allow
for inspection of the steam and water drums.
Access Doors
Description of the Burner System

Fuel Oil Burner
The sample valve is connected to the intermediate drum which directs the
boiler water through a cooler before being used for analysis.
Inspection Hole
Ignition Pump
Two inspection holes are provided in the furnace wall to enable inspection of
the burner flame.
Maker:
Type:
Operating pressure:
Sampling Valve
Steam atomising
KBSD 2650
Fuel Oil Pump

Maker:
Type:
Model:
Capacity at 380cSt:
Operating pressure:
Aalborg Industries
Screw pump
DMS11/6500.CAC.800
7.974m3/h
25 bar
Aalborg Industries
RSA gear pump
0.1-4 bar
Air Valve
The steam drum is fitted with an air vent valve to vent any air from the steam
drum after maintenance or shut down and to prevent a vacuum from forming
when the drum is cooling down.
Issue: 1
The ignition burner must ignite the main burner within the ignition period or
the flame failure alarm will activate.
Main Burner
Access to the furnace and smoke box is possible through the access doors
placed at the bottom of the furnace and at the smoke box.
Type:
Model:
The combustion air to the ignition burner is supplied from the compressed
air system. At the end of the furnace purge period, the solenoid valves for the
diesel oil and combustion air open and the diesel oil flame is ignited by an
electric spark between two electrodes which are connected to a high voltage
ignition transformer. After successful ignition of the main burner the diesel oil
solenoid valve closes and the ignition burner is purged with compressed air
before being retracted by the air servo cylinder.
IMO No.9301419
The burner consists of a burner lance fitted with a Y-jet atomiser in which
the fuel and atomising steam are mixed. During normal start up operation the
burner lance is purged with steam. This warms the burner and assists with
ignition. During normal stopping operations the burner lance fuel oil supply
line is purged with steam to ensure any remaining fuel is atomised into the
furnace.
Steam Atomising System
The atomising steam regulating valve regulates the atomising steam pressure
to the burner lance. During high boiler loads the atomising steam pressure is
kept at a constant pressure but is reduced to a lower pressure during low steam
demands by the control system.
Atomising Air
If atomising steam is not available, due to low steam pressure or after boiler
shutdown then compressed air can be used as an atomising medium. Once
the steam pressure is above the minimum pressure required for the steam
atomisation then the boiler burner should be stopped and the atomisation
medium changed over from air to steam.
Combustion Air
The combustion air is supplied by a separately installed FD fan. The supply
of combustion air is controlled by inlet vanes which regulate the amount of
combustion air entering the furnace and ensure a healthy strong flame.

Fuel Oil System
From the HFO settling or service tanks, FO is pumped through the boiler FO
heater by the boiler FO supply pumps. In the event of the boiler running on
diesel oil, the heating medium to the boiler FO heater would normally be shut
off. After passing through the heater the FO flows through a manually operated
three way valve which allows for fuel oil circulation, a flow meter and fuel oil
regulation valve.
The pneumatic three way shut-off valve regulates the fuel supplied to the boiler
burner and returns excess fuel to the HFO settling tank or the boiler FO return
pipe depending on the position of the FO return three-way valve.
Compressed Air System
h)
Atomising air system
Ignition burner air system
Control air system
Oil flow control air system
Procedure for Starting the Auxiliary Boiler

The following steps should be taken before any attempt is made to flash the
auxiliary boiler and assumes the boiler system is empty.
a)
b)
c)
If any maintenance has been carried out on the boiler a thorough

inspection must be made to ensure the furnace and drums are
clear of foreign matter and that all inspection doors and manhole
covers are securely fitted.
i)
Set up the valves as described in section 2.6.3 Auxiliary Boiler

Fuel Oil System for starting the boiler from cold.
j)
Check there is adequate supply of MDO in the MDO tanks and

top up if necessary.
k)
Start the boiler fuel oil supply pump and set the oil recirculation
valve to discharge any heavy oil remaining in the fuel oil lines
back to the HFO settling tank.
Under normal circumstances the auxiliary boiler fuel oil system should have
been flushed through with diesel oil before shutdown.
l)
d)
Open the steam drum air vent valve C10.
e)
Check that all valves on the pressure gauge piping and the water
level gauges are open.
f)
Close all blow down, drain and scum valves.
g)
Fill the boiler with feed water until the level appears in the sight
glass allowing for expansion as the water heats up.
Issue: 1
Start the boiler on MANUAL control and on low load.
When raising the steam pressure from cold, care is needed to prevent damage
by distortion and the initial firing must be maintained at a low rate. When
raising steam from cold the burner is normally on for 5 minutes and off for 15
minutes until the boiler is thoroughly warmed through. This procedure can take
up to one hour. After one hour the boiler steam pressure must be slowly raised
to the operating pressure over a further hour. The water level gauges must be
checked regularly.
m) When steam is noted to come out from the air vent valve the air
vent valve can be closed.
n)
Ensure the safety valves are operative and that any easing wires
are fitted and working.
Open all valves associated with the instrumentation and controls
for the auxiliary boiler.
Check the operation of the gauge glasses and compare with

remote reading instruments.
p)
Note: Remote reading instruments may not be accurate until steam pressure
is available.
The compressed air system consists of four systems which operate with
different pressures.
When steam pressure has risen to about 2kg/cm2 open the main
steam stop bypass valve to commence warming through of the
steam supply lines and ancillary equipment. Thorough warming
through of the steam lines is essential in order to prevent
damage which will result from water hammer.
When the steam pressure is about 3kg/cm2, check the operation of the safety
valves by using the easing gear. Care must be taken to open and close the
valves quickly to prevent damaging the discs and seats of the valves.
o)
Supply steam to the HFO settling and service tank heating coils
and steam tracing lines. When the fuel oil is of a sufficient
temperature to be pumped by the boiler HFO supply pumps,
supply steam to the HFO heater and prepare to change over
from MDO to HFO firing.
Change over to HFO is described in section 2.6.3 Auxiliary Boiler Fuel Oil
System.
q)
Monitor the fuel oil temperature and ensure that it rises quickly
to the normal operating temperature. When operating on HFO,
check the stability of the flame.
r)
When the fuel temperature has settled and the flame stability is
good then the burner can be switched to AUTOMATIC.
Procedure for Shutting Down the Auxiliary Boiler

a)
When minimum load is obtained, stop the burner.
b)
Maintain the water level in the gauge glass at about 50mm in the
gauge glass.
If the boiler is being shut down because the exhaust gas economiser is in
operation then the burner control switch can be left in AUTOMATIC to
ensure the boiler will flash during periods of high steam demand. If, however
the boiler is being shut down for maintenance then the following additional
procedures should be adopted.
c)
Close the main steam stop and feed water filling valves.
d)
Allow the boiler pressure to fall, as the boiler cools and when
the pressure reaches about 1kg/cm2, open the air vent valve.
CAUTION
Do not attempt to cool the boiler furnace by using the FD fan. This
action could cause damage to the refractory inside the furnace. Blowing
down the hot water and refilling with cold feed water may cause thermal
shock and is to be avoided.
Open the main steam stop valve once the steam system is
warmed through.
IMO No.9301419

Shutting Down the Boiler in an Emergency
Water Level Low
Procedure for Boiler Blow Down

a)
Check with the bridge that it is safe to blow the boiler down.
b)
Open the ships side valve T40V.
c)
If the boiler level is high slowly open the scum valve C5 to

reduce the level. This will help to remove any solids from the
surface of the boiler water.
If the boiler low level trip, which is set at 145mm below the normal operating
level, operates whilst the burner is in use, shut the feed water filling valves, the
main steam stop valve, stop the FD fan and shut the burner down completely.
d)
Close the scum valve and open one of the boiler blow down
valves. After half the intended blow down period, close the first
blow down valve and open the second blow down valve.
CAUTION
Do not attempt to fill the boiler with cold feed water until the boiler has
cooled sufficiently to prevent damage due to thermal shock.
e)
After completion of blow down, test the boiler water chemical

concentration and adjust if necessary.
If the water level drops to 100mm below the normal operating level due to
a failure of the feed water supply system, the low level alarm on the boiler
control panel will be lit and the internal buzzer will sound. At the same time a
signal is sent to the control system which activates an audible and visible alarm
in the engine room. If the level continues to fall the fuel oil emergency trip
valve closes stopping the fuel supply to the boiler burner.
Flame Failure
In the event of a flame failure alarm, close the oil inlet valve to the burner
and reduce the FD fan air pressure to prevent over cooling of the furnace. The
furnace must be purged prior to relighting the burner.
Failure of Forced Draught Fan

In case of a failure of the FD fan, oil supply to the burners is stopped
automatically with the fuel oil emergency trip valve.
Smoke
Care must always be taken to avoid the emission of black smoke. The risk can
be reduced by ensuring the fuel burning equipment is maintained correctly,
that the optimum fuel/air ratio is used and that the correct fuel temperature is
maintained. The control system will give a warning if the fuel temperature,
when burning HFO is incorrect.
Boiler Blow Down
The blowing down of the boiler water and replenishment with fresh water is of
vital importance to reducing the concentration of boiler water to satisfactory
levels for safe operation.
Issue: 1
Dump the boiler water overboard using the blow down valves
when the boiler has cooled sufficiently.
d)
When the furnace has cooled sufficiently to permit entry, a

thorough inspection of all pressure parts should be made to
determine the extent of the damage. After necessary repairs
have been made, apply a hydrostatic test to determine if the
boiler can be put back into service.
Note: Boiler repairs must only be carried out by competent personnel

and the hydrostatic test must meet with the vessels classification society
requirements
If the failure of the evaporating tube does not involve a serious difficulty, the
water level should be maintained and the boiler taken out of service in the
normal manner.
Procedure in the Event of a Failure of an Evaporating Tube
a)
On the control panel switch the burner to MANUAL and reduce

combustion rate following the normal procedure.
In case of a tube failure which results in a loss of boiler water so great that the
water level cannot be maintained, the following procedure should be adopted:
b)
Continue air flow through the boiler furnace at a reduced rate

till all combustible gases and vapours have been removed.
c)
Manually adjust the feed water flow rate to maintain the boiler
water at a high level. Allow the boiler pressure to drop by
natural cooling and open the air vent valve when the pressure
has dropped to below 2kg/cm2.
a)
Shut off the fuel oil supply to the burner to extinguish the
flame.
Fire Inside the Casing

Raise the alarm and shut off the oil supply to the burners immediately. Stop
the FD fan and close the fan vanes. Attempts to extinguish the fire should only
be made if access to the seat of the fire can be gained without significantly
increasing the oxygen supply.
c)
If the tube failure is a result of low water level, shut off the feed water supply
to the boiler and close the main steam stop valve.
Shutting the feed water supply off will ensure no further damage is done due
to thermal shock caused by cold water quenching hot parts within the water
drum.
If the failure of the evaporating tube results from a cause other than low water
level, maintain the water level, if possible, at the normal level until the boiler
has cooled. The main steam stop should then be closed and the boiler air vent
valve opened.
b)
In either case, the FD fan must remain in operation to maintain

sufficient air flow to carry the escaping steam out through the
stack. The FD fan supply should be reduced so that damage to
the furnace refractory is avoided.
CAUTION
Do not blow down the boiler to lower the pressure rapidly unless the
failure is so severe as to endanger the personnel in the vicinity of the
boiler.
IMO No.9301419
Illustration 2.2.2a Boiler Local Control Panel
AUT
ALARM
RESET
ON
OIL FLOW SUMMARIZED

SUM
56190L
RESET
NO
SET
OFF
Manual increase of the burner load. This

facility is only available in manual
operation mode. Or manual increase of
other remote control settings =1.
SET
Entering of different menu items for

modification of settings, parameters,
etc. Password entering is required
when this soft key is used.
Moves further out of a branch in the

menu structure and changes digit
position towards left.
Manual decrease of the burner load. This

facility is only available in manual
operation mode. Or manual decrease of
other remote control settings =1.
Selection between automatic and manual
operation mode. The yellow LED above
the soft key shines in manual operation
mode.
Moves further into a branch in the

menu structure and changes digit
position towards right.
ALARM
RESET
Acknowledgement of alarms and shut downs.

Low frequent flashes on the red LED above
the soft key indicate alarms, and high
frequent flashes indicate shut downs/burner
cut-off.
Moves upwards in the menu structure

and increases to a higher value.
ON
Starts the burner in manual operation mode.

The green LED above the soft key flashes.
When a feedback signal for combustion air
fan running is received, the LED shines.
Moves downwards in the menu structure

and decreases to a lower value.
OFF
Stops the burner in manual operation mode.

The green LED above the "ON" soft key is
switched off simultaneously.
AUT
Display for surveillance of operation, servicing, and modification. The display

is a 4-line display with maximum 20 characters in each line.
If the sign
is indicated, the boiler plant is operating in inert gas mode.
If the sign
is indicated, the boiler plant is stopped by an external stop.
If the sign
is indicated, the key operation lock is opened.
Issue: 1
IMO No.9301419

2.2.2
BOILER CONTROL SYSTEMS
Boiler Control System

Maker:
Model:
No. of sets:
MISSIONTM OL
35000
2
General Description
The control system is designed to provide safe and functional operation of the
boiler plant both at the boiler and in the engine control room. The general design
comprises a local control section, a common power section, a communication
wire (RS485) and a PC based control and monitoring system.
Common Power Section
High Pressure Mode
The common power section contains the following:
When high pressure mode is selected the boiler pressure rises until the
modulating set point is reached. The MISSIONTM 10 then maintains the desired
steam pressure by regulating the burner load.
Power supply system
Common power panel
Motor starters
Low Pressure Mode
Smoke density monitor
Salinity monitor
Oil monitor
The burner operates in a similar way as when it operates in high pressure mode.
The only difference between high pressure mode and low pressure mode is that
it is possible to reduce the maximum load of the burner in the low pressure
mode settings in the control system.
Parameters, settings, etc. can be entered or modified by using the soft keys
located on the panel.
PC Based Control and Monitoring System
Local Control Section

The local control section provides the operator with a clear view of the boiler
operation and consists of the following:
Local control panel
Communication interface
Flame monitoring equipment
Emergency operation switches
The boiler system can be operated from the local panel with or without the PC
system in service.
The local panel consists of an LCD display panel and a number of soft keys.
The soft keys located to the left of the LCD display panel allow the operator to
control the burner mode of operation and to acknowledge and reset any alarms.
The soft keys located to the right of the LCD display panel allow the operator
access to the menu structure.
The menu structure contains the parameters for the boiler operation and is only
accessible with the use of passwords. Two levels of passwords are provided,
a common user password which provides access to the most common menu
items, and the super password, which is only known by Aalborg Industries and
provides access to more vital functions.
Issue: 1
The control system is provided with a PC with graphic user interface, which is
installed in the engine control room. The RS485 network connection enables
the PC based monitoring system to retrieve data from the control panels in
the system and present the complete boiler plant on the PC. This means that
active control of the boiler plant can take place from the keyboard or mouse
input device. All parameters, settings, etc. can be controlled from the PC and
downloaded to the control system. The graphic user interface is programmed
in the windows environment. Traditional windows pull down menus provide
access to alarm lists as well as swapping facilities between the different
illustrations designed to present the complete system. Pop-up pictures enable
the operator to start and stop the boiler or to change steam pressure set points,
etc. A password system provides the logged-on user with permission and
restrictions and ensures that no parameters can be changed by unauthorised
personnel.
Operating Principles
The MISSIONTM OL offers a range of operating modes. The boiler plant can
be operated in automatic mode, inert gas mode, manual mode, mixed manual
and automatic modes, master/slave mode or emergency mode.
Automatic Mode
In AUTOMATIC mode it is possible to operate the boiler in both high pressure
and low pressure mode. The control system automatically starts, stops and
regulates the burner in normal operation depending on the steam demand. The
burner modulates to control the steam pressure after start up. However, should
the steam demand fall below the minimum firing load of the burner, the steam
pressure will increase to the set point for the burner stop. The burner will
remain stopped until the set point for the burner operation is reached again.
IMO No.9301419
Inert Gas Mode

The boiler is designed to produce quality inert gas and this can be achieved
by selecting INERT GAS mode. When INERT GAS mode is selected the
burner will start, if not already running and set itself to a minimum load
preset to produce quality inert gas. The steam dump regulating valve must be
operational when the INERT GAS mode is selected to allow for excess steam
to be dumped through the COPT condenser. Should the demand for the steam
increase the burner will automatically adjust to suit the new demand.
Manual Mode
When MANUAL mode of operation is selected the burner can only be
started manually. During the start-up, the burner sequence is still controlled
automatically by the control system. During MANUAL mode the burner can
only be stopped manually or by an alarm, such as high steam pressure.
Mixed Manual and Automatic Modes
This mode of operation allows for one boiler to be operated in AUTOMATIC
mode whilst the other is in MANUAL mode. The boiler in AUTOMATIC
mode will regulate the burner to suit any changes in load whilst the boiler in
MANUAL mode will remain fixed.
Master/Slave Mode
The boilers can be operated in a master/slave principle. In this control mode
one boiler is chosen as the MASTER boiler and the other as the SLAVE
boiler.
Note: The boilers must be operated in the same pressure mode, low/high
pressure.
If the steam pressure in the steam main drops below a set point the master
boiler will automatically start. In the event of the demand for steam being so
great that the master boiler is unable to maintain steam pressure when at its
maximum burner set point then the slave boiler will automatically start.
Emergency Mode
Operating Examples
In the unfortunate event of a total breakdown of the control system, the burner
and control systems can be operated in EMERGENCY mode. Due to the
fact that the majority of the safety interlock trips and alarms are overruled
in emergency mode, safety precautions for the plant must be observed very
carefully.
The following sequences refer to illustration 2.2.2a which details the operating
panel. The key descriptions refer to the left hand set of keys (to the left of the
LCD display) or the right hand set of keys (to the right of the LCD display).
Where the keys are arrowed the direction of the arrow is referred to.
In emergency operation mode the safety locks are reduced to:
Water level low low
Flame failure
WARNING
When the burner operates in emergency mode, it is very important that

the boiler plant is carefully and continuously supervised by a competent
engineer to prevent the risk of injury. Special attention should be paid
to the steam pressure and water level.
In EMERGENCY mode, the burner unit and supply systems are operated from
inside the local control and power panels.
The control system is equipped with both local and power panels. From the
local panel all operations of the boiler plant can be performed. The panels are
constructed and operated identically. The only difference between the panels
is the configuration and set-up. The local panels are configured to control the
boiler and burner operation and the power panels are configured to control
accessories such as fuel oil pumps, feed water pumps, etc.
By use of the soft keys placed to the left of the display, the burner can
be operated in manual mode and alarms/warnings can be acknowledged.
Furthermore, a number of remote controls (e.g. oil pressure, water level, etc)
can be operated/controlled from here provided the actual remote control setting
is selected to 1 in the menu structure. The soft keys placed to the right of the
display give access to the menu structure. The actual menu levels or menu item
lines are displayed on the four line LCD.
Issue: 1
This example shows the change of set point for the low steam pressure alarm.
a)
Right hand keys, RIGHT arrow, press twice.
b)
Right hand keys, RIGHT arrow, press once.
The panels cannot be operated until the keys are unlocked.
c)
Unlocking the Key Operation Lock
d)
Right hand keys, DOWN arrow, press twice.
a)
Right hand set, RIGHT arrow, press once.
e)
Right hand keys, SET key, press once for a few seconds.
b)
Right hand keys, SET key, press once.
f)
c)
Right hand keys, UP arrow, press once.
g)
d)
h)
Right hand keys, UP arrow, press once.
e)
Right hand keys, LEFT arrow, press once.
i)
Right hand keys, LEFT arrow, press four times.
The keys are now unlocked.
Operation of the Panels
Change of Set Point
The functions are now controlled by using the keys to scroll through the menus
selecting the parameters or operations required.
Change of Operation Mode
This changes the burner operation mode from stopped mode to automatic
mode.
Inspection of the Alarm List

a)
b)
Right hand keys, DOWN arrow, press seven times.
c)
d)
Right hand keys, DOWN arrow, press four times.
a)
e)
b)
Right hand keys, DOWN arrow, press seven times.
f)
c)
Right hand keys, DOWN arrow to scroll through the list of

alarms.
d)
g)
Right hand keys, LEFT arrow, press five times to return to the
main display.
e)
f)
Right hand keys, DOWN arrow, press once.
g)
h)
Right hand keys, LEFT arrow, press four times.
IMO No.9301419
Manual Start and Stop of Burner

a)
Left hand keys, AUTO key, press once to select manual if the
boiler is in auto.
b)
Left hand keys, ON key, press once to initiate a manual burner

start sequence.
c)
Left hand keys, UP arrow, press to increase the burner load.

d)
e)
Left hand keys, DOWN arrow, press to decrease the burner

load.
Standby fuel pump started
Flame failure
Left hand keys, OFF key, press once to stop the burner.
Oil servo error
Start sequence maximum time expired
Gauge Board
The function of the gauge board is to control the burner and to give warning of
and alarm in the event of low or high steam pressure.
A pressure gauge is fitted for swift and easy assessment of

the actual steam pressure in the boiler. The pressure gauge is
located on the local control panel.
A high steam pressure switch which sounds an alarm and shuts

down the burner when the steam pressure rises above the preadjusted set point. The pressure switch also locks the burner
in stop mode. Operation of the burner is only possible when
the steam pressure falls below the differential set point of the
pressure switch and the alarm is reset.
A pressure transmitter connected directly to the boiler steam

drum converts the actual steam pressure into corresponding
electrical signals. The signals are used to give warnings for low
or high steam pressure and alarm and burner shut down for high
steam pressure. The signals are also used to control the start and
stop and the modulation set point of the burner.
Alarms and Indications

The boiler control panel incorporates the following alarms:
Oil content high
Feed water salinity high
Boiler steam pressure high
Boiler steam pressure low
Atomising steam pressure low
Water level high
Water level low
Water level too low
Fuel oil pressure low
Fuel oil temperature low
Fuel oil temperature high
Fuel pump No.1 overload
Fuel pump No.2 overload
Issue: 1
Photocell failure
High exhaust temperature
Fire in wind box
Low combustion air pressure
The boiler control panel incorporates the following indications:
Boiler pressure manual
Atomising steam pressure manual
Air flow manual
Water level manual
Fuel oil flow manual
Fuel oil pressure manual
Fuel oil temperature manual
Key disabled
Igniter inserted
Fuel oil valve not closed
Lance redrawn
Igniter not inserted
IMO No.9301419
Illustration 2.2.3a 16kg/cm2 Pressure Steam System

76V
Exhaust Gas
Economiser
(2,000kg/h x 6kg/cm 2)
7kg/cm2 Air
To Atmospheric
Condenser
16 & 10kg/cm Steam

2
6kg/cm Steam
304V
To Safety
Manifold
To Safety
Manifold
F92V
Sootblower
Key
To 10kg/cm2
Steam System
303V
302V
301V
To Atmospheric
Condenser
307V
306V
305V
F92V
Air
To 6kg/cm2
Steam System
Exhaust
Bilge
All System Valves are Prefixed 'T'
Unless Otherwise Stated
308V
PC
77V
TI
59V
PI
PI
PT
315V
PT
MS
Burner
Unit
55V
No.1 Auxiliary
Boiler
(35t/h x 16kg/cm 2)
No.2 Auxiliary
Boiler
(35t/h x 16kg/cm 2)
52V
51V
53V
54V
Economiser Steam Dumping Valve
(Set 6.6kg/cm2)
Burner
Unit
To Bilge
LS
LS
58V
69V
To Feed Filter
Tank
2C199
2C194
1C194
1C199
Sootblowers
68V
1C199
2C196
1C196
340V
339V
386V
385V
Sootblowers
2C499
Atmospheric
Dump
Condenser
To 6kg/cm2
Drain System
To Bilge
1C499
LS
PI
To Coaming
374V
No.3 Cargo Oil Pump Turbine
To Coaming
Drain
Separator
314V
316V
PC
392V
393V
310V 311V
Air Ejector
371V
PI
394V
332V
LS
395V
To 6kg/cm2
Drain System
373V
To Bilge
To 6kg/cm2 Drain System
To 6kg/cm2
Drain System
336V
335V
COPT Exhaust Steam
TI
TI
TI
TI
397V
LS
LS
To 6kg/cm2
Drain System
To Bilge
LS
LAH
To Cargo Oil Stripping Pump
382V
381V
Cargo Oil Pump Turbine

Condenser
Issue: 1
To 6kg/cm2
Drain System
To Bilge
396V
PI
To Bilge
384V
383V
318V
399V
312V
313V
338V
337V
331V
317V
309V
To 6kg/cm2
Drain System
Dump
Steam
System
To Bilge
398V
MC
LAL
MC
372V
To Bilge
6kg/cm2
To
Drain System
IMO No.9301419

2.2.3
16kg/cm2 PRESSURE STEAM SYSTEM
General Description
Saturated steam is led from the oil fired auxiliary boiler through the main
steam line to the 16kg/cm2 steam system which supplies the following users:
No.1, 2 and 3 COPTs
Air ejector
COPT condenser
WARNING
Water hammer in steam lines can cause damage to the pipe system,
joints and even steam line failure resulting in scalding of personnel. It is
essential that all steam lines are drained of condensate and that steam is
supplied to cold lines gradually with line drain valves open. This allows
the steam line to warm through and any condensate to drain.
Procedure for Supplying the Main Steam System

The auxiliary boiler will operate on automatic control and generate saturated
steam at a pressure of 16kg/cm2. The following description assumes that the
entire steam system is shut down and is being warmed through from cold.
a)
Ensure that the boiler is operating correctly and that the correct
steam pressure is being developed.
b)
Start the cooling SW system and ensure that there is a water

flow through the atmospheric condenser.
c)
Open all steam line drain valves.
d)
Slightly open the auxiliary boiler warming through valve C15.
This allows steam into the main steam line and the drainage will pass to the
feed filter tank via the atmospheric condenser. Gradually open the warming
through valve fully over a period of one hour.
e)
When the main steam line has warmed through, slowly open the
main stop C2. Close the drain valves and the warming through
valve C15.
Issue: 1
Procedure for Supplying the 16kg/cm2 Steam System

The following procedure assumes that the auxiliary boilers are operating on the
selected mode, generating saturated steam at a pressure of 18kg/cm2 and that
the steam system is operational.
a)
b)
Ensure that the boilers are operating correctly and that the
correct steam pressure is developed.
Start the sea water cooling system for the COPT condenser
and air ejector condenser as described in section 2.4.1 Central
Cooling Sea Water Systems and ensure there is sufficient flow.
Normal practise is to leave the COPT condensate pump system valves in

the operational condition and this procedure assumes such. See section 2.3.1
Condensate System for valve positions
c)
Start the duty COPT condensate pump and set the other pump
to standby mode.
d)
Set the valves as shown in the following table:
Position
Open
Open
Open
Open
Closed
Open
Description
Automatic drain inlet valve
Automatic drain outlet valve
Cargo oil stripping pump inlet valve
Dumping valve for IG topping up inlet to pressure
controller
Operational Dumping valve for IG
Open
Dumping valve for IG topping up inlet valve
Closed
Dumping valve for IG topping up bypass valve
Open
Dumping valve for IG topping up outlet valve
Open
Isolation valve to air ejectors
Open
Upper air ejector inlet valve
Closed
Lower air ejector inlet valve
Open
Air inlet to upper/lower ejectors (x2)
Open
Air ejector condenser drain isolation valve
Open
Air ejector condenser drain trap inlet valve
Open
Air ejector condenser drain trap outlet valve
Closed
Air ejector condenser drain trap bypass valve
Closed
Air ejector condenser drain trap vent valve
Open
Open
IMO No.9301419
Valve
T316V
T392V
T317V
T393V
T309V
T314V
T311V
T310V
T313V
T312V
T371V
When the COPT condenser is operating at a vacuum greater than the minimum
requirement then the cargo oil pump turbine (COPT) system can be put in
use.
e)
Ensure all inlet and exhaust valves on the COPTs are closed and
that the drain valves on each turbine are fully open.
f)
Open the warming through valve of the COPT system T332V.
g)
Open the drain separator drain trap inlet and outlet valves T394V
and T395V whilst ensuring the drain trap bypass valve T396V
is closed and that the drain trap is functioning correctly.
h)
Ensure the automatic drain trap inlet and outlet valves T397V
and T398V are fully open and that the drain trap is functioning
correctly.
i)
Once the COPT system is up to pressure and sufficiently

warmed through the main stop valve T331V can be slowly
opened fully.
j)
Frequently check the steam system for signs of steam leakage.
Procedure for Operating the Cargo Oil Pump Turbines

The following procedure assumes that the 16kg/cm2 system is fully operational,
the COPT system is warmed through and that No.1 COPT is to be put in
service with all prestart checks complete. See section 1.10 for prestart checks
required.
a)
Open drain valves T318V, T336V and T382V and ensure all
water is removed form the line.
b)
Open No.1 COPT exhaust valve fully ensuring the safety micro
switch is activated.
c)
Slowly open the steam inlet valve T335V to No.1 COPT,

stopping when the turbine starts to rotate.
It is good practise to visually inspect the turbine and to listen for any abnormal
noise. Satisfied that the turbine is running freely and that the turbine governor
has taken control of the turbine speed, open the inlet valve fully.
T318V
T399V
Note: It is normal policy to only operate the cargo oil pump turbines under
instruction from the deck department and good practise is to maintain
communication with the deck department during running up periods to
ensure there are no problems at the pump end. Emergency stops of the
COPTs should be proved before the turbines are put into use.

Tank Cleaning
Heater
278V
277V
304V
PC
To Steam Heater
(Pump Room)
351V
270V
303V
No.6 Water Ballast

Tank (Port)
No.5 Water Ballast

Tank (Port)
482V
460V
456V
487V
254V
213V
252V
457V
212V
Steam
Header
175V
211V
P/V
Valve
214V
135V
CH260V
176V
186V
223V
P/V
Valve
199V
P/V
Valve
190V
590V
CH224V
CH259V
P/V
185V Valve
237V
Steam
Header
197V
Steam
Header
159V
160V
472V
344V
339V
59V
336V
337V
C.O.T
No.1
(Port)
310V
340V
311V
16V
17V
18V
58V
Steam
Header
95V
20V
21V
57V
Steam
Header
314V
19V
315V
294V
475V
111V
112V
146V
P/V
145V Valve
108V
153V
C.O.T No.5
(Starboard)
441V
98V
P/V
Valve
578V
120V
442V
C.O.T No.6
(Starboard)
Slop Tank
(Starboard)
370V
366V
C.O.T No.2
(Port)
96V
Steam
Header
97V
118V
158V
471V
374V
367V
150V
121V
445V
82V
For Manifold Valves
C.O.T No.4
(Starboard)
468V
73V
70V
P/V
107V Valve
69V
415V
22V
P/V
Valve
74V
572V
35V
566
36V
P/V
Valve
32V
31V
45V
42V
Steam
Header
81V
Steam
Header
43V
44V
C.O.T No.3
(Starboard)
389V
06V
295V
For Steam
Heater
309V
308V
307V
05V
03V
C.O.T
No.1
(Stbd)
For Air
Vent
02V
352V
359V
316V
P/V
Valve
04V
C.O.T No.2
(Starboard)
385V
P/V
Valve
07V
80V
382V
419V
438V
60V
P/V
Valve
83V
Steam
Header
119V
412V
449V
Bow Loading
Space
298V
343V
333V
C.O.T No.3
(Port)
134V
Steam
Header
149V
161V
196V
198V
400V
396V
For Manifold Valves
136V
584V
236V
238V
369V
363V
397V
173V
332V
373V
133V
CH228V
596V
479V
404V
C.O.T No.4
(Port)
154V
189V
Steam
Header
430V
174V
Steam
Header
Fore Peak
Tank
299V
426V
C.O.T No.5
(Port)
227V
CH263V
399V
393V
427V
253V
P/V
Valve
434V
272V
No.1 Water Ballast
Tank (Port)
362V
403V
423V
464V
C.O.T No.6
(Port)
486V
CH264V
429V
To Inert Gas Deck

Water Seal
271V
No.2 Water Ballast

Tank (Port)
392V
433V
453V
490V
P/V
Valve
459V
302V 301V
From 16kg/cm
Steam System
No.3 Water Ballast

Tank (Port)
422V
463V
483V
Slop Tank
(Port)
268V
Steam
Header
No.4 Water Ballast

Tank (Port)
452V
489V
493V
494V
322V
355V
01V
329V
411V
381V
351V
321V
408V
378V
348V
318V
325V
304V
Bosun's
Store
Key
Steam
478V
474V
467V
No.6 Water Ballast
Tank (Starboard)
Issue: 1
448V
437V
No.5 Water Ballast
Tank (Starboard)
444V
418V
414V
407V
No.4 Water Ballast
Tank (Starboard)
388V
377V
No.3 Water Ballast
Tank (Starboard)
IMO No.9301419
384V
358V
347V
No.2 Water Ballast
Tank (Starboard)
354V
328V
317V
No.1 Water Ballast
Tank (Starboard)
324V
303V
Bilge
All System Valves
are Prefixed 'HC'
Unless Otherwise
Stated

2.2.4
General Description
Saturated steam is led from the oil fired auxiliary boiler at a normal pressure
of 16kg/cm2 through the main steam line to the 10kg/cm2 steam reducing valve
which supplies the following users:
Inert gas water seal
Cargo and slop tank heating coils
Tank cleaning sea water heater
Pump room space heater
Pump room sea chest
Ballast tank heating coils
WARNING

a)
b)
Position
Open
Operational
Open
Closed
Open
Description
10kg/cm2 pressure reducing control valve inlet valve
10kg/cm2 pressure reducing control valve
10kg/cm2 pressure reducing control valve outlet
valve
10kg/cm2 pressure reducing control valve bypass
valve
10kg/cm2 pressure controller inlet valve
Valve
T301V
T302V
T303V
T304V
T351V
The 10kg/cm2 pressure steam system is now operational and the users can be
put into service as required.
Issue: 1
IMO No.9301419

Set at 6.6k
From 16kg/cm
Steam System
305V 306V
307V
308V
To Accommodation
(Air Conditioning Room)
To Safety Manifold
101V
353V
PC
To Fresh Water Tank (Port)
104V
To Heavy Fuel Oil

Service Tank
244V
118V
117V
To Fresh Water Tank (Starboard)
To Oily Bilge Tank

173V
To Floor Aft
175V
To Scavenge Air Box

177V
232V
To Space Heater
(Pump Room Top Port)
To Space Heater
(Floor Port)
266V
240V
To No.2 Heavy Fuel

Oil Settling Tank
179V
To Main Lubricating
Oil Sump Tank
246V
To Emergency
Sea Chest
191V
To Main Engine Fire Extinguishing

in Scavenge Air Space
192V
To Main Engine Scavenge Air

Box Drain Line Cleaning
193V
To Main Engine Fuel Oil

Line Steam Tracing
199V
245V
119V
273V
270V
To Feed Filter Tank
271V
To Low Sea Chest

262V
To Fresh Water Generator

103V
To No.1 Heavy Fuel

Oil Settling Tank
122V
121V
164V
123V
To Space Heater (Near
Diesel Generator Port)
112V
250V
To Space Heater
(3rd Deck Port)
110V
258V
125V
To No.2 Heavy Fuel Oil

Bunker Tank (Port)
166V

Bunker Tank (Port)
214V
To Main Engine Jacket

Fresh Water Preheater
To Heavy Fuel Oil
Overflow Tank
Bunker Tank (Starboard)
To Air Cooler
Chemical Cleaning
To Space Heater (Pump
Room Top Starboard)
To Space Heater
(Floor Starboard)
210V
201V
To No.1 Main Engine

Fuel Oil Heater
254V
169V

Bunker Tank (Port)
170V

Bunker Tank (Port)
184V
181V
187V

188V

195V
Key
2
16kg/cm Steam
268V
6kg/cm Steam
264V
233V
Issue: 1
128V
137V
135V
To 3rd Deck
147V
143V
To No.1 Generator
Engine Fuel Oil Heater
To Space Heater
(2nd Deck Port)
105V
To Incinerator Waste
Oil Service Tank
109V
127V
107V
141V
To Main Lubricating
Oil Purifier Heater
152V
154V
155V
To Generator Engine
Lubricating Oil Purifier Heater
157V
158V
To No.1 Heavy Fuel

Oil Purifier Heater
160V
161V
To No.2 Heavy Fuel

Oil Purifier Heater
140V
256V
To Space Heater
(3rd Deck Starboard)
260V
242V
216V
278V
277V
206V
M
To High Sea Chest

203V
IMO No.9301419
Oil Settling Tank
151V
149V

Diesel Generator Starboard)
To Boiler Fuel Oil

Auto Filter
To Boiler Fuel Oil
Auto Filter
To Boiler Fuel Oil
Auto Filter
252V
145V
To No.2 Generator
To Space Heater
(2nd Deck Starboard)
To Casing
133V
To Generator
Engine Fuel
Oil Auto Filter
197V
274V
129V
To Main Engine Fuel

Oil Auto Filter
To Main Engine Fuel
Oil Auto Filter
To Main Lubricating
Oil Settling Tank
To Inert Gas Up-Take

Valve Cleaning
208V
131V
To 2nd Deck
To Calorifier
113V
To Sludge Tank
To No.2 Main Engine

Fuel Oil Heater
To Cylinder Oil Measuring Tank
165V
209V
To Floor Forward Port
To Steering Gear Room

(Steering Gear Space Heater
& Aft Peak Tank Heating Coil)
276V
204V
To No.2 Boiler
Fuel Oil Heater
To No.1 Boiler
Fuel Oil Heater

2.2.5
General Description
Saturated steam is led from the oil fired auxiliary boiler at a normal pressure of
16kg/cm2 through the main steam line to the 6kg/cm2 steam reducing valve

a)
b)
Position
Open
Description
10/6kg/cm2 pressure reducing control valve inlet
valve
Operational 10/6kg/cm2 pressure reducing control valve
Open
10/6kg/cm2 pressure reducing control valve outlet
valve
Closed
10/6kg/cm2 pressure reducing control valve bypass
valve
Open
6kg/cm2 pressure controller inlet valve
Set
6.6k pressure safety valve
c)
Valve
T305V
T306V
T307V
T308V
T353V
T354V
The following steam services can be put into service as

required:
Description
Port FW tank
Starboard FW tank
Port 2nd deck space heater
Incinerator waste oil service tank
Incinerator waste oil settling tank
Cylinder oil measuring tank
Main LO settling tank
Calorifier
Starboard 2nd deck space heater
HFO service tank
No.1 HFO settling tank
Issue: 1
Valve
T244V
T245V
T252V
T105V
T107V
T164V
T110V
T113V
T254V
T117V
T121V
Description
Port space heater near diesel generator
Sludge tank
No.1 main engine FO heater
Main engine FO service line steam tracing
Main engine FO auto filter
Main engine FO auto filter bypass
No.1 diesel generator engine FO heater
Diesel generator engine FO auto filter
Diesel generator engine FO auto filter bypass
Main LO purifier heater
Diesel generator engine LO purifier heater
No.1 HFO purifier heater
FO purifying line steam tracing
Starboard space heater near diesel generator
Starboard 3rd deck space heater
Boiler FO auto filter
Boiler FO auto filter bypass
No.1 boiler FO heater
Oily bilge tank
Scavenge air box drain tank
Main engine LO sump tank
Emergency sea chest
Main engine scavenge air space fire extinguishing
Main engine scavenge air box drain line cleaning
Main engine FO line steam tracing
Low sea chest
Pump room port space heater
Engine room floor port space heater
HFO overflow tank
No.1 port HFO bunker tank
No.1 starboard HFO bunker tank
IMO No.9301419

Valve
T270V
T250V
T125V
T129V
T131V
T137V
T133V
T135V
T141V
T143V
T145V
T147V
T151V
T154V
T157V
T160V
T163V
T256V
T260V
T242V
T216V
T277V
T204V
T206V
T175V
T177V
T179V
T246V
T191V
T192V
T193V
T232V
T266V
T262V
T197V
T169V
T170V
T166V
T214V
T187V
Description
Air cooler chemical cleaning tank
Pump room starboard space heater
Engine room floor starboard space heater
Main engine JFW preheater
High sea chest
Incinerator waste oil line steam tracing
Main engine FO discharge filter drain line steam tracing
Generator engine FO service line steam tracing
Generator engine FO discharge filter drain line steam tracing
Boiler FO service line steam tracing
HFO transfer line steam tracing
Sludge pipe steam tracing
Steering gear room and aft peak tank
Inert gas uptake valve cleaning
In line isolation valve
Accommodation air conditioning
Main engine FO heater isolation valve
Diesel generator engine FO heater isolation valve
Valve
T188V
T181V
T184V
T195V
T268V
T264V
T201V
T233V
T221V
T222V
T223V
T224V
T225V
T226V
T227V
T229V
T230V
T240V
T208V
T209V
T274V
T104V
T101V
T128V
T140V
WARNING

Set at 6.6k
From 16kg/cm
Steam System
305V 306V
307V
308V
To Accommodation
To Safety Manifold
101V
353V
PC
To Fresh Water Tank (Port)
104V
To Heavy Fuel Oil

Service Tank
244V
118V
117V
To Fresh Water Tank (Starboard)
To Oily Bilge Tank

173V
To Floor Aft
175V
To Scavenge Air Box

177V
232V
To Space Heater
To Space Heater
(Floor Port)
266V
240V
To No.2 Heavy Fuel

Oil Settling Tank
179V
To Main Lubricating
Oil Sump Tank
246V
To Emergency
Sea Chest
191V
To Main Engine Fire Extinguishing

in Scavenge Air Space
192V
To Main Engine Scavenge Air

Box Drain Line Cleaning
193V
To Main Engine Fuel Oil

Line Steam Tracing
199V
245V
119V
273V
270V
To Feed Filter Tank
271V
To Low Sea Chest

262V

103V
To No.1 Heavy Fuel

Oil Settling Tank
122V
121V
164V
123V
112V
250V
To Space Heater
(3rd Deck Port)
110V
258V
125V

Bunker Tank (Port)
166V

Bunker Tank (Port)
214V
To Main Engine Jacket

To Heavy Fuel Oil
Overflow Tank
To Air Cooler
Chemical Cleaning
To Space Heater (Pump
Room Top Starboard)
To Space Heater
(Floor Starboard)
210V
201V
To No.1 Main Engine

Fuel Oil Heater
254V
169V

Bunker Tank (Port)
170V

Bunker Tank (Port)
184V
181V
187V

188V

195V
Key
2
16kg/cm Steam
268V
6kg/cm Steam
264V
233V
Issue: 1
128V
137V
135V
To 3rd Deck
147V
143V
To No.1 Generator
To Space Heater
(2nd Deck Port)
105V
Oil Service Tank
109V
127V
107V
141V
To Main Lubricating
Oil Purifier Heater
152V
154V
155V
To Generator Engine
157V
158V
To No.1 Heavy Fuel

Oil Purifier Heater
160V
161V
To No.2 Heavy Fuel

Oil Purifier Heater
140V
256V
To Space Heater
260V
242V
216V
278V
277V
206V
M
To High Sea Chest

203V
IMO No.9301419
Oil Settling Tank
151V
149V

To Boiler Fuel Oil

Auto Filter
To Boiler Fuel Oil
Auto Filter
To Boiler Fuel Oil
Auto Filter
252V
145V
To No.2 Generator
To Space Heater
To Casing
133V
To Generator
Engine Fuel
Oil Auto Filter
197V
274V
129V
To Main Engine Fuel

Oil Auto Filter
To Main Engine Fuel
Oil Auto Filter
To Main Lubricating
Oil Settling Tank
To Inert Gas Up-Take

Valve Cleaning
208V
131V
To 2nd Deck
To Calorifier
113V
To Sludge Tank
To No.2 Main Engine

Fuel Oil Heater
To Cylinder Oil Measuring Tank
165V
209V
To Floor Forward Port

(Steering Gear Space Heater
& Aft Peak Tank Heating Coil)
276V
204V
To No.2 Boiler
Fuel Oil Heater
To No.1 Boiler
Fuel Oil Heater
Other System Valves

Description
Cylinder oil measuring tank temperature control valve
Calorifier temperature control valve
HFO service tank temperature control valve
No.1 HFO settling tank temperature control valve
No.2 HFO settling tank temperature control valve
Main engine FO heater temperature control valve
Diesel generator engine FO heater temperature control valve
Diesel generator engine LO purifier heater temperature control
valve
Main LO purifier heater temperature control valve
No.1 HFO purifier heater temperature control valve
No.2 HFO purifier heater temperature control valve
Oily bilge tank temperature control valve
Boiler FO heater motorised inlet valve
Boiler FO heater motorised valve
Boiler FO heater motorised outlet valve
Boiler FO heater motorised bypass valve
Valve
T165V
T118V
T122V
T273V
T155V
T152V
T158V
T161V
T173V
T203V
T276V
T278V
d)
Ensure that each steam lines associated drain valves are open
and that the drain trap is functioning, see section 2.3.2 Drains
System.
e)
Frequently check the steam system for signs of steam leakage.
Issue: 1
IMO No.9301419

2.2.6
SOOTBLOWERS
Auxiliary Boiler Sootblower

The combustion process as well as creating soot deposits also has a selfcleaning effect on the generating tube bank due to the high flue gas velocity.
However, deposits will form on the heating surfaces due to combustion of poor
quality fuel oil or reduced combustion quality.
If not removed by cleaning, these deposits will accumulate on the heating
surfaces of the generating tube bank and will lead to poor heat transfer, risk of
fire and, in severe cases, can lead to tube failure.
The boiler is equipped with a sootblower for cleaning of the generating tube
bank which is manually operated and is connected directly to the 16kg/cm2
steam system through valve T68/69V. In order to obtain efficient soot cleaning,
the steam pressure must be at normal working pressure. The boiler load should
be not lower than 50%, this ensures a sufficiently high velocity of the flue gas,
which is necessary to carry the loosened soot deposits out of the boiler and up
the funnel.
In general, sootblowing is recommended every 24 hours in service, immediately
after flashing and putting the boiler on line from cold and when there is any
reason to believe that combustion has been poor. It is also good practise to
sootblow the boiler prior to shutting down for prolonged periods or before
maintenance.
g)
Repeat steps e) and f) 3-4 times.
h)
Close the main sootblower valve 1C196.
CAUTION
Excessive soot blowing by means of steam may cause damage by erosion
on the generating tube bank.
Exhaust Gas Economiser Sootblowers

Two motor operated sootblowers are fitted to the exhaust gas economiser
(EGE) which are controlled from the sootblower control panel and should be
operated at least twice a day when the main engine is operating in order to
remove the accumulation of soot on the tubes.
The sootblower control panel consists of the following indicator lamps and
selector switches:
Power switch
SOURCE lamp
MANUAL lamp
AUTOMATIC lamp
STEAM VALVE OPEN lamp
No.1 SOOTBLOWER RUN lamp
No.2 SOOTBLOWER RUN lamp
MOTOR TRIP lamp
The procedure for operating the sootblowers is the same for both auxiliary
boilers. The following procedure assumes that No.1 auxiliary boiler is to be
soot blown.
SEQUENCE STOPPED lamp
MANUAL/AUTOMATIC selector switch
STOP/START switch
b)
Ensure the steam pressure is at normal working pressure.

Check that the main valve for the sootblowers 1C194 and the
sootblower ball valves 1C199 and 1C499 are closed.
c)
Open the drain valve 1C196 to drain any water from the
sootblower lines.
d)
Open the main sootblower valve 1C194.
e)
Open the lower sootblower ball valve 1C499 for approximately

5 seconds and close again.
f)
Open the upper sootblower ball valve 1C199 for approximately

5 seconds and close again.
Issue: 1
Procedure for Operating the Exhaust Gas Economiser

Sootblowers
a)
Open the steam supply valve T77V to the sootblowers and

ensure the line is drained of condensate.
b)
Ensure there is power to the sootblower control panel.
c)
Ensure that the Man/Auto selector switch is in the AUTO

position.
d)
Turn the Stop/Start switch to the START position to initiate the

soot blowing sequence.
On completion close the steam valve and turn the panel power switch to the
OFF position.
Illustration 2.2.6a Economiser Sootblower Control Panel
Procedure for Operating the Auxiliary Boiler Sootblowers
a)
RESET/LAMP TEST switch
Timer for AUTOMATIC operation
A mechanical indicator, fitted to the sootblower moves downwards when

the sootblower is being operated and indicates that the sootblower is being
projected into position for soot blowing.
SOOT BLOWER CONTROL PANEL
TIMER FOR AUTO OPERATION

SOURCE
MANUAL
AUTOMATIC
MOTOR TRIP
SEQUENCE
STOP
STEAM VALVE
OPEN
MAN
AUTO
NO.1 S/B RUN
NO.1 S/B RUN
STOP START
RESET LAMP
TEST
OFF
****
10A
Prolonged slow running of the main engine can result in increased deposits on
the EGE tubes and the frequency of soot blowing may need to be increased.
IMO No.9301419

2.2.7
EXHAUST GAS ECONOMISER
Maker:
Type:
Type:
Capacity:
Kangrim Industries Co. Ltd

EM20DC22A2
Exhaust gas water tube
2,000kg/h at 6-16kg/cm2
Introduction
The exhaust gas economiser is a water tube, forced circulation waste heat type
recovery unit which utilises the waste heat from the main engine exhaust gas.
The economiser consists of two steam generator headers, an inlet, an outlet
and horizontal elements which are made up from coils of tubes which are
connected to each other by return bends. Fins are welded to the coil tubes to
assist in heat transfer. The design of the economiser means it must always be
used in conjunction with an auxiliary boiler.
Access doors are fitted above and below the economiser to enable access
for cleaning of the coils and in the end casings to facilitate inspection of the
headers or to aid the removal of the coils. The whole unit is surrounded with a
casing which is stiffened to withstand engine exhaust gas pulsations.
Water is supplied to the economiser by two economiser water circulation
pumps which take suction from the auxiliary boilers water drum. The water
passes through the generating coils in an upward direction and returns to the
auxiliary boiler steam drum as a mixture of steam and water.
Note: To avoid low metal temperature of the coils and the possibility of
corrosion the boiler circulating water should not drop below 115C.
The economiser generates steam due to the heat energy in the exhaust gas and
at reduced main engine loads or during periods of high steam demand, it may
be necessary to flash the auxiliary boiler in order to supplement the heat energy
available from the exhaust gas. At full main engine load, steam is generated
at a maximum rate and if this is in excess of the needs of the ship the excess
steam is dumped to the atmospheric condenser.
The economiser is fitted with two motor operated sootblowers and are operated
as described in section 2.2.6 Sootblowers.
Issue: 1
Procedure for Operating the Exhaust Gas Economiser

The economiser does not operate in isolation but always operates as part of
the complete steam system because water is taken from and returned to the
auxiliary boiler that is in use. The following procedure assumes that No.1
auxiliary boiler is in use with No.1 boiler water circulating pump.
The following steps should be taken before attempting to operate the
economiser:
a)
If any maintenance has been carried out on the economiser, a

thorough inspection must be made to ensure the unit is clear of
foreign matter and that all inspection doors are securely fitted.
b)
Ensure the safety valves are operative and that any easing wires
are fitted and working.
c)
Open all valves associated with the instrumentation and controls

for the economiser.
d)
Set up the valves as shown in the following table:
The following valve set up assumes that No.1 auxiliary boiler is in use.
Position
Open
Open
Description
No.1 auxiliary boiler stop valve to circulation
pumps
No.1 auxiliary boiler check valve to circulation
pumps
No.1 auxiliary boiler stop valve to circulation
pumps
No.1 auxiliary boiler check valve to circulation
pumps
Boiler water circulating pump No.1 suction valve
Boiler water circulating pump No.1 discharge
valve
Boiler water circulating pump No.2 suction valve
Boiler water circulating pump No.2 discharge
valve
Differential pressure switch isolation valves (x2)
Open
Open
Closed
Closed
Set
Economiser inlet valve

Economiser outlet valve
Economiser drain valve
Economiser vent valve
Economiser safety valve
Open
Closed
Closed
Open
Closed
Open
Closed
IMO No.9301419
Valve
1C20V
1C19V
2C20V
2C19V
T31V
T33V
T32V
T34V
T35V
T36V
T24V
T25V
Position
Open
Open
Closed
Closed
Description
No.1 auxiliary boiler return stop valve
No.1 auxiliary boiler return check valve
No.2 auxiliary boiler return stop valve
No.2 auxiliary boiler return check valve
Valve
1C22
1C21
2C22
2C21
e)
Ensure both economiser water circulating pumps are in

MANUAL mode.
f)
Start the selected economiser circulating water pump and open

the discharge valve a of a turn. This will prevent the risk
of thermal stress within the economiser. It will also prevent a
sudden loss in boiler steam pressure and water level.
g)
Gradually open the economiser circulation pump discharge

valve maintaining a watch on the auxiliary boiler steam
pressure.
h)
Open the economiser air vent valve to ensure there is no air in

the system and close again when satisfied.
It is important to start the economiser circulating water pump before starting

the main engine. When the economiser circulating water pump discharge valve
is fully open the discharge valve on the standby pump should be opened and
the pump switched to standby.
When the load on the main engine has increased to normal, the economiser
should be able to generate sufficient steam to supply the vessels demands. The
auxiliary boiler firing can be stopped when it is certain that the economiser
can cope with the steam demand. How long this takes depends upon the main
engine operation but the economiser should be able to meet the demand for
steam 20 to 30 minutes after the engine has been set to full power.
A manometer is fitted across the tube bank to give early indication of fouling.
The reading should be noted on a daily basis along with the exhaust gas inlet
and outlet temperatures.
These temperatures along with the manometer reading, provide an indication
of the efficiency and cleanliness of the economiser tubes. If these readings
show a deterioration in efficiency, the frequency of soot blowing should be
increased and the economiser water washed at the next opportunity.
Procedure for Running the Exhaust Gas Economiser Dry

Should the economiser fail and need to be run dry the following procedure
should be followed:
a)
Close the economiser circulating water inlet valve T24V and

open the drain valve. The economiser circulating water outlet
valve T25V should be left open.
b)
Inspect and water wash the economiser to prevent the possibility

of a soot fire starting.
c)
Once the economiser is fully drained the drain valve can be

closed.
The exhaust gas inlet and outlet temperatures should be closely monitored to
ensure the inlet temperature does not rise above 400C and that there is no
sudden change in the outlet temperature. Soot blowing should be increased to
at least four times a day.
WARNING
In the unlikely event of a soot fire occurring the bridge must be informed
and the main engine stopped as soon as possible. Turbocharger air
intakes should be sealed and fire fighting equipment made ready. In
severe cases the economiser circulating water may need to be stopped
but under no circumstances should the sootblowers be operated.
Issue: 1
IMO No.9301419
2.3

2.3.1
Condensate System
2.3.2
Drains System
2.3.3.
2.3.4
2.3.5
2.3.6
Illustrations
2.3.1a Condensate System
2.3.2a Drains System
2.3.3a Boiler Feed Water System
2.3.4a Boiler Water Level Control System
2.3.5a Water Sampling and Treatment System
2.3.6a Distilled Water Transfer and Distribution System
Illustration 2.3.1a Condensate System

LS
From Air System

S
To Drain Separator
Exhaust Steam
PC
314V
372V
From Boiler Main Steam Line

310V
311V
312V
313V
Exhaust Steam From Deck Seal
From Cargo
Slop Tank and Cargo
Stripping Pump Oil Tank Heating
TI
From
Boiler Main Steam Line
371V
PI
TI
Exhaust Steam
CI
Exhaust Steam
PI
PS
TI
TI
LS
PS
373V
Air Ejector
67V
TI
TI
From 7kg/cm2
Air System
Atmospheric
Condenser
CI
FI
From 6kg/cm2 Steam Drain

TI
60V
From 7kg/cm2
Air System
78V
LAH
MC
LS
LAL
MC
LS
374V
From Water Ballast

Tank Heating Coil
From 6kg/cm2 Steam

Service System
LS
TI
LC
From Tank Cleaning

Sea Water Heater
79V
S
370V
To Oily
Bilge Tank
PAL PS
MC
From 7kg/cm2 Air System

PS
1V
3V
M82
56V
97V
From Fresh
Water Tank
(Port)
316V
365V
PI
CI
M84
TC
LAL LS
MC
M86
361V
No.1 Cargo Oil Pump
Turbine Condensate Pump
(47.0m3/h x 25mth)
TI
M87
366V
PI
CI
To Bilge Holding Tank
Condensate
364V
Issue: 1
No.2 Cargo Oil Pump

(47.0m3/h x 25mth)
IMO No.9301419
Key
362V
4V
363V
Feed Filter Tank (7.0m3)
10kg/cm 2 Steam
6kg/cm 2 Steam
Air
Domestic Fresh
Electrical Signal

2.3
CONDENSATE AND FEED SYSTEMS
2.3.1
CONDENSATE SYSTEMS
Cargo Oil Pump Turbine Condensate Feed Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Rating:
Shin Shin Machinery Co. Ltd.

2
Vertical centrifugal
NVC100
47m3/h at 25mth
440V, 11kW, 1,750 rpm
Introduction
The main condensate system, as part of the steam generating cycle, is the
section concerned with the circulation of boiler feed water from the heating
coil outlets, through the atmospheric condenser and feed filter tank back to the
main feed pumps.
Steam condenses in the heating coils, trace heating pipes and heaters.
Condensation of the steam ensures that the latent heat of evaporation is
retrieved and this improves the operational efficiency of the steam plant.
When the exhaust gas economiser is operating, any generated steam is returned
to the auxiliary boilers in order to assist with maintaining the correct pressure
of 6.0kg/cm2 in the steam system.
The condensate from the atmospheric condenser flows to the observation tank
of the feed filter tank by gravity before passing over a weir to the feed filter
tank.
A bypass valve allows the atmospheric condenser to be bypassed and allows
the condensate to flow directly to the observation tank. This arrangement
can be used when the atmospheric condenser is being serviced, or when it is
defective. A water temperature of about 90C should be maintained in the feed
filter tank to prevent oxygen dissolving and thus reduce corrosion in the boiler
system.
The level in the feed filter tank is maintained by a float valve which allows
make-up water from the fresh water hydrophore unit into the feed filter tank.
Filling of the feed filter tank can also be achieved by a direct connection from
the fresh water generator line. A manual make-up valve connected to the same
FW service line is also provided. The condition of the condensate is monitored
by a high salinity alarm located in the outlet line to the feed pumps.
Any floating sediment or oil in any part of the feed filter tank can be drained
through a scum line to one of the engine room bilge wells. The feed filter tank
has a low level alarm and a temperature indicator. Water from the feed filter
tank provides the auxiliary boiler main and economiser feed pumps with a
positive inlet head of pressure to the pump suctions.
There are two main boiler feed water pumps and two exhaust gas economiser
feed water pump for the auxiliary boiler. The main feed pumps are used
under conditions of normal steam demand with one operating and the other
on standby, but at times of low steam demand the exhaust gas economiser
feed pump may be used. The auxiliary boilers have only one feed water line
but are supplied with two feed control valves for each boiler should there be
a malfunction in the boiler feed control system. In order to ensure a flow of
water through the feed pumps even when the feed control valve is closed, an
orifice in the feed return line from the pump outlets allows water back to the
feed filter tank.
Oil Contamination
If oil contamination occurs every effort must be made to avoid pumping oil
into the boiler. Valves should be opened in order to remove oil from the surface
of the feed filter tank. The make-up feed valves should be opened in order
to ensure that the oil is maintained at the level of the scum valves so that it
can be readily removed. The temperature in the feed filter tank must also be
maintained in order to assist in the oil removal operation. Check the drain from
the drain traps on all the steam services until the defective service is located
and then isolate for repair.
The return from the defective section must be isolated in order to prevent
further contamination of the feed filter tank. After repair, flush the drain line
of the defective service and clean the drain trap. Clean the observation tank and
the oil content monitor probe.
The cargo oil pump turbine (COPT) outlets are linked directly into the COPT
condenser which is cooled from the main sea water cooling system. An air
ejector, which uses steam as an operating medium creates a vacuum in the
COPT condenser. The exhausts from the cargo pump turbines condenses in
the COPT condenser and the condensate is then transferred to the feed filter
tank by one of two COPT condensate pumps. Two level switches maintain the
correct level in the condenser and normal practice is to have one pump running
with the other set to standby.
Issue: 1
IMO No.9301419
Procedure for Preparing the Main Condensate System for

Operation
The following procedure assumes that both auxiliary boilers and the economiser
to be ready for filling but with a system which is not yet operational.
a)
b)
c)
Ensure that pressure gauge and instrumentation valves are

open.
Fill the feed filter tank from the fresh water (FW) hydrophore
unit and check for correct operation of the level control valve.
Position
Open
Description
Atmospheric condenser 16kg/cm2 dump regulating
inlet valve
Operational Atmospheric condenser 16kg/cm2 dump regulating
valve
Open
outlet valve
Closed
bypass valve
Closed
Atmospheric condenser 16kg/cm2 bypass valve
Open
Atmospheric condenser 16kg/cm2 inlet valve
Closed
Observation tank drain valve
Closed
Feed filter tank drain valve
Closed
Feed filter tank manual filling valve
Operational Float control filling valve from FW system
Open
Float control isolation valve
Open
Salinometer inlet valve
Open
Salinometer outlet valve
Closed
Salinometer bypass valve
Open
No.1 exhaust gas economiser feed water pump
suction valve
Open
discharge valve
Open
discharge valve to feed filter tank
Open
suction valve
Open
discharge valve
Open
discharge valve to feed filter tank
Valve
T52V
T51V
T53V
T54V
T60V
T67V
T03V
T04V
D43V
T56V
D97V
T14V
T15V
T05V
T06V
T10V
T20V
T07V
T11V
T21V
Illustration 2.3.1a Condensate System

LS
From Air System

S
To Drain Separator
Exhaust Steam
PC
314V
372V
From Boiler Main Steam Line

310V
311V
312V
313V
Exhaust Steam From Deck Seal
From Cargo
Slop Tank and Cargo
Stripping Pump Oil Tank Heating
TI
From
Boiler Main Steam Line
371V
PI
TI
Exhaust Steam
CI
Exhaust Steam
PI
PS
TI
TI
LS
PS
373V
Air Ejector
67V
TI
TI
From 7kg/cm2
Air System
Atmospheric
Condenser
CI
FI

TI
60V
From 7kg/cm2
Air System
78V
LAH
MC
LS
LAL
MC
LS
374V
From Water Ballast

Tank Heating Coil
From 6kg/cm2 Steam

Service System
LS
TI
LC
From Tank Cleaning

Sea Water Heater
79V
S
370V
To Oily
Bilge Tank
PAL PS
MC

PS
1V
3V
M82
56V
97V
From Fresh
Water Tank
(Port)
316V
365V
PI
CI
M84
TC
LAL LS
MC
M86
361V
No.1 Cargo Oil Pump
(47.0m3/h x 25mth)
TI
M87
366V
PI
CI
Condensate
364V
Issue: 1
No.2 Cargo Oil Pump

(47.0m3/h x 25mth)
IMO No.9301419
Key
362V
4V
363V
10kg/cm 2 Steam
6kg/cm 2 Steam
Air
Domestic Fresh
Electrical Signal

Position
Open
Open
Open
Description
Valve
No.1 boiler feed water pump suction valve
T08V
No.1 boiler feed water pump discharge valve
T12V
No.1 boiler feed water pump discharge valve to T22V
feed filter tank
Open
No.2 boiler feed water pump suction valve
T09V
Open
No.2 boiler feed water pump discharge valve
T13V
Open
No.2 boiler feed water pump discharge valve to T23V
feed filter tank
Operational Inspection tank weir valve
T01V
Open
No.1 auxiliary boiler feed water isolation valve
T95V
Open
No.2 auxiliary boiler feed water isolation valve
T96V
f)
Ensure the correct level in the condenser is maintained and

switch the second pump to standby.
Note: During normal operations excessive temperature at the atmospheric

condenser would indicate a defective drain trap. The defective trap may be
located by an abnormally high temperature at the drain pipe after the trap
indicating that steam is passing the trap.
Procedure for Preparing the Cargo Oil Pump Turbine

Condensate System for Operation
The following procedure assumes that the main condensate system is ready
for operation.
a)
Ensure that pressure gauge and instrumentation valves are

open.
b)
Fill the feed filter tank from the fresh water (FW) hydrophore
unit.
c)
Check the correct operation of the level control valve.
d)
Position
Open
Open
Open
Description
Valve
No.1 condensate pump suction valve
T361V
No.1 condensate pump discharge valve
T365V
No.1 condensate pump return valve to COPT T363V
condenser
Open
No.2 condensate pump suction valve
T362V
Open
No.2 condensate pump discharge valve
T366V
Open
No.2 condensate pump return valve to COPT T364V
condenser
Operational Three-way condensate control valve
Open
T370V
e)
Start the selected duty condensate pump and place the other
pump on standby.
Issue: 1
IMO No.9301419
Yuri Senkevich
Senkevich -- Hull
Hull No.1602
No.1602
Yuri
Illustration 2.3.2a Drains System

From Accommodation
176V
From Oily Bilge Tank
180V
From Main Lubricating

Oil Sump Tank
150V
From Main Engine Fuel Oil

Line Steam Tracing
267V
From Space Heater

263V
From Space Heater

(Floor Port)
215V
From No.2 Heavy Fuel Oil

Bunker Tank (Port)
168V

Bunker Tank (Port)
171V

Bunker Tank (Port)
172V

Bunker Tank (Port)
198V
From Heavy Fuel

Oil Overflow Tank
186V

183V

189V

190V

196V
From Air Cooler Chemical

Cleaning Tank
269V
From Space Heater

(Pump Room Top Starboard)
265V
From Space Heater

(Floor Starboard)
From No.2 Heavy Fuel

Oil Settling Tank
275V
From Space Heater (Near

215V
From Sludge Tank
126V
120V
From Heavy Fuel

Oil Service Tank
237V
From Fresh Water

Tank (Port)
124V

Oil Settling Tank
238V
From Fresh Water

Tank (Starboard)
259V
From Space Heater

(3rd Deck Port)
253V
From Space Heater

(2nd Deck Port)
132V
From No.2 Main Engine

Fuel Oil Heater
130V

Fuel Oil Heater
From Main Engine Service
Line Steam Tracing
From Main Engine Fuel
Oil Auto Filter
Oil Auto Filter
From 16kg/cm2 Steam Line Drain

From No.2 Generator
From No.1 Generator
144V
142V
From Generator Engine Fuel Oil

Service Line Steam Tracing
From Generator Engine
Fuel Oil Auto Filter
Oil Purifier Heater
106V
From Incinerator Waste

Oil Service Tank
108V

Oil Settling Tank
111V
156V

116V
153V

Oil Purifier Heater
From Boiler Burner Atomising

Steam Drain
162V
159V
202V
58V
55V
From Exhaust Gas

Economiser Sootblowers
64V
74V
From No.2 Auxiliary Boiler

Sootblowers
257V

62V

Heating Coil
261V
From Space Heater

61V

Heating Coil
207V
From No.2 Boiler

Fuel Oil Heater
205V
From No.1 Boiler

Fuel Oil Heater
63V
From Cargo
Stripping Pump PC
60V
Key
53V
Condensate
TI
Inspection
Tank
6kg/cm Steam
TI
TI
51V
75V

Sootblowers
From Deck Seal Slop
Tank & Cargo Tank Heating
59V
52V

(Set 6.6kg/cm2)
54V
TI
78V
79V
Feed Filter
Tank
Bilge
67V
Atmospheric
Condenser
77V
16kg/cm Steam
Fresh Water cooling
From Space Heater

255V
From Boiler Fuel

Oil Auto Filter
From Boiler Fuel
Oil Auto Filter
From Boiler Fuel
Oil Auto Filter
From Main Engine Jacket

Oil Settling Tank
From Calorifier
From Fuel Oil Purifying Line

Oil Purifier Heater
From Cylinder Oil

Measuring Tank
167V
TI
All System Valves are Prefixed T

Issue: 1
IMO No.9301419

2.3.2
DRAINS SYSTEM
HFO overflow tank
Introduction
Main engine jacket water heater
Condensate from the auxiliary steam services are returned to the feed filter tank,
through the atmospheric condenser and the observation tank. The condensate is
then returned to the feed water system. In order to ensure that steam remains
in the heating line until it condenses, the outlet from each heating element is
fitted with a drain trap which prevents the passage of steam and only allows
water to flow. If the drain trap becomes defective steam will pass, resulting in
a hot return line and wastage of steam. Condensate from the heating coils and
heaters flows to the atmospheric condenser.
Accommodation air conditioning room
Steering gear room space heaters
Aft peak tank heating coil
Boiler burner atomising steam
COPT condensate returns
Steam tracing lines
As there is a possibility of contamination from hydrocarbons from the oil

heating services, the drains should be periodically checked in the observation
tank before being returned to the system. The observation tank is fitted with a
window and hydrocarbon monitoring equipment. Should any oil be detected
an alarm will sound and steps can be taken to prevent the pumping of oil into
the boilers.
Procedure for Preparing the Drains System for Operation

a)
Ensure that pressure gauges and instrumentation valves are

open.
b)
Ensure that the LT system is circulating fresh water cooling

through the atmospheric condenser, as described in section
2.5.2. Vent the cooling side of the system if it has been shut
down for any reason.
c)
The following services return to the feed filter tank through the atmospheric
condenser.
FW tanks
Incinerator waste oil tanks
Calorifier
HFO tanks
Sludge tank
Main engine FO heaters
Main engine FO auto filters
Generator engine LO purifier heater
Main LO purifier heater
HFO purifier heaters
Boiler FO auto filters
Boiler FO heaters
Oily bilge tank
Scavenge air box drain tank
Main engine scavenge space fire extinguishing system
Space heaters in engine room
HFO bunker tanks
Issue: 1
Drains System
Position
Open
Description
inlet valve
Operational Atmospheric condenser 16kg/cm2 dump regulating
valve
Open
outlet valve
Closed
bypass valve
Open
Dump regulating controller valve
Closed
Atmospheric condenser 6kg/cm2 bypass valve
Open
Atmospheric condenser 6kg/cm2 inlet valve
Closed
Observation tank drain valve
Closed
Feed filter tank drain valve
d)
Valve
T52V
T51V
T53V
T54V
T59V
T60V
T67V
T03V
T04V
The various services and heating systems can now be put into
operation as required, by opening the associated drain trap
outlet valve.
IMO No.9301419
Description
Port FW tank
Starboard FW tank
Port 2nd deck space heater
Incinerator waste oil service tank
Incinerator waste oil settling tank
Calorifier
Starboard 2nd deck space heater
HFO service tank
Port space heater near diesel generator
Port 3rd deck space heater
Sludge tank
Main engine FO auto filter
Main engine FO auto filter bypass
Diesel generator engine FO auto filter
Diesel generator engine FO auto filter bypass
Diesel generator engine LO purifier heater
Main engine LO purifier heater
Starboard space heater near diesel generator
Starboard 3rd deck space heater
Boiler FO auto filter bypass
Oily bilge tank
Valve
T237V
T238V
T253V
T106V
T108V
T167V
T111V
T116V
T255V
T120V
T274V
T275V
T251V
T259V
T126V
T130V
T132V
T142V
T144V
T156V
T153V
T159V
T162V
T257V
T261V
T205V
T207V
T176V
T180V
T150V
T205V
Illustration 2.3.2a Drains System

From Accommodation
176V
From Oily Bilge Tank
180V

Oil Sump Tank
150V
From Main Engine Fuel Oil

Line Steam Tracing
267V
From Space Heater

263V
From Space Heater

(Floor Port)
215V

Bunker Tank (Port)
168V

Bunker Tank (Port)
171V

Bunker Tank (Port)
172V

Bunker Tank (Port)
198V
From Heavy Fuel

Oil Overflow Tank
186V

183V

189V

190V

196V
From Air Cooler Chemical

Cleaning Tank
269V
From Space Heater

(Pump Room Top Starboard)
265V
From Space Heater

(Floor Starboard)

Oil Settling Tank
275V

215V
From Sludge Tank
126V
120V
From Heavy Fuel

Oil Service Tank
237V
From Fresh Water

Tank (Port)
124V

Oil Settling Tank
238V
From Fresh Water

Tank (Starboard)
259V
From Space Heater

(3rd Deck Port)
253V
From Space Heater

(2nd Deck Port)
132V

Fuel Oil Heater
130V

Fuel Oil Heater
From Main Engine Service
Line Steam Tracing
Oil Auto Filter
Oil Auto Filter
From 16kg/cm2 Steam Line Drain

From No.2 Generator
From No.1 Generator
144V
142V
From Generator Engine Fuel Oil

Service Line Steam Tracing
Oil Purifier Heater
106V

Oil Service Tank
108V

Oil Settling Tank
111V
156V

116V
153V

Oil Purifier Heater
From Boiler Burner Atomising

Steam Drain
162V
159V
202V
58V
55V
From Exhaust Gas

Economiser Sootblowers
64V
74V

Sootblowers
257V

62V

Heating Coil
261V
From Space Heater

61V

Heating Coil
207V
From No.2 Boiler

Fuel Oil Heater
205V
From No.1 Boiler

Fuel Oil Heater
63V
From Cargo
Stripping Pump PC
60V
Key
53V
Condensate
TI
Inspection
Tank
6kg/cm Steam
TI
TI
51V
75V

Sootblowers
From Deck Seal Slop
Tank & Cargo Tank Heating
59V
52V

(Set 6.6kg/cm2)
54V
TI
78V
79V
Feed Filter
Tank
Bilge
67V
Atmospheric
Condenser
77V
16kg/cm Steam
Fresh Water cooling
From Space Heater

255V
From Boiler Fuel

Oil Auto Filter
From Boiler Fuel
Oil Auto Filter
From Boiler Fuel
Oil Auto Filter
From Main Engine Jacket

Oil Settling Tank
From Calorifier
From Fuel Oil Purifying Line

Oil Purifier Heater
From Cylinder Oil

Measuring Tank
167V
TI
All System Valves are Prefixed T

Issue: 1
IMO No.9301419

Description
Oily bilge tank
Pump room port space heater
Engine room floor port space heater
HFO overflow tank
Pump room starboard space heater
Engine room floor starboard space heater
Main engine JFW preheater
Incinerator waste oil line steam tracing
Main engine FO discharge filter drain line steam tracing
Generator engine FO service line steam tracing
Generator engine FO discharge filter drain line steam tracing
Boiler FO service line steam tracing
HFO transfer line steam tracing
Sludge pipe steam tracing
Valve
T207V
T176V
T180V
T150V
T267V
T263V
T198V
T171V
T172V
T168V
T215V
T189V
T190V
T183V
T186V
T196V
T269V
T265V
T201V
Steam Dump System

Position
Operational
Open
Open
Closed
Open
Description
Excess steam regulating valve
Inlet to excess steam regulating valve
Outlet from excess steam regulating valve
Bypass for excess steam regulating valve
Dump regulating controller valve
Valve
T51V
T52V
T53V
T54V
T59V
Once the atmospheric condenser is in use, ensure that the internal water level
does not fill above the normal running mark and monitor both the temperature
and the pressure. Act immediately to locate the source of any steam passing to
the condenser and isolate it (if practical).
Excessive temperature at the atmospheric condenser would indicate a defective

drain trap. The defective trap may be located by an abnormally high temperature
at the drain pipe after the trap indicating that steam is passing the trap.
Issue: 1
IMO No.9301419

Illustration 2.3.3a Boiler Feed Water System
Safety Manifold
From 7kg/cm2 Air
76V
77V
Exhaust
Gas
Economiser
(2000kg/h x 6kg/cm2)
PI
Condensate
Fresh Water
Electrical Signal
Atomising Steam
To Burner L-Conn.
TI
From
16kg/cm2
and
10kg/cm2
Steam
24V
To Safe
Place
2H9
2C13
51V
TI
1H1
1W2
From 7kg/cm2 1C14

Air System
91V
2C11
2C22
2C301
65/100
2W1
2C15
2C1
65/100
2C3
2C4
90V
87V
1W1
P
89V
1C13
1C2
PX
1C21
1C11
98V
1C22
Gauge
Board
86V
1C15
85V
88V
Atomising Steam
To Burner L-Conn.
1H9
PX
2C21
80V
Control
Panel
Control
Panel
2W2
Air System
84V
1C1
65/100
1C3
1C4
1C301
65/100
55V
PI
42V
PI
2C5
2C303
2C6
2C304
IC304
IC303
1C6
From 7kg/cm2
Air System
No.2 34V
32V
1C5
From 7kg/cm2
Air System
83V
96V
82V
95V
44V
58V
38V
2
TI From 6kg/cm
Steam Drain
54V
CI
52V
2H1
2C14 From 7kg/cm2
2C2
Gauge
Board
Boiler Water Circulation Pumps

(24m3/h x40mth)
To/From Auxiliary Cooling
Fresh Water System
59V
Air
TI
PI
From
Deck Seal
Slop Tank
and Cargo
Oil Tank
Heating
Steam
25V
Sealing Air
PC
Feed Water
To Nearest
Coaming Drain
Sootblower
From Economiser
Steam Dump System
To No.2 Atomising Steam
PT
Set.
22kg/cm2
53V
All System Valves

are Prefixed 'T'
From Cargo
Stripping Pump
Key
To 16 and 10kg/cm2 Steam System
MS
LS
PI
41V
PI
69V
LS
2C227
94V
74V
67V
31V
Atmospheric
Condenser
No.1 33V
43V
To Sootblower
DPAL
75V
ICI99
Chemical
Dosing Unit
2C499
DPS
68V
93V
2CI99
36V
MC
37V
1C227
IC194
2C194
To Sootblower
Chemical
Dosing Unit
IC499
IC196
2C196
64V
63V
DPS
35V
60V
TI
From
Fresh Water
Hydrophore
Unit
From Fresh Water System

2C307
To Coaming
2C308
D43V
2C9
To Oily
Bilge Tank
From 7kg/cm2 Air
2C20
2C19
From 6kg/cm2
Steam Service System
62V
2C25
No.2 Auxilairy Boiler

(35T/h 16/6kg/cm2)
81V
2C8
To Coaming
1C24
2C24
2C26
61V
1C25
2C7
1C307
1C8
IC26
1C7
1C9

(35T/h 16/6kg/cm2)
1C20
1C308
1V
From
Fresh
Water
Generator
M82
3V
Feed Filter Tank
(7.0m3)
M84
56V
From Fresh
Water Tank (Port)
97V
1C19
66V
No.2 Boiler Feed Water Pump
TC
M86
LAL LS
MC
CI
TI
15V
4V
Issue: 1
PS PAL
MC
CI
PI
No.2 Economiser Feed Water Pump
PS PAL
MC
CI
PI
PS PAL
MC
CI
PI
Boiler Water
Sampling
Cooler
PS PAL
MC
14V
9V
SX
M87
PI
23V
5V
PS
(89m3/h x 220mth)
13V
8V
22V
PS
(89m3/h x 220mth)
IMO No.9301419
12V
7V
21V
PS
(5.0m3/h x 110mth)
11V
6V
20V
PS
(5.0m3/h x 110mth)
99V
65V
From
Fresh Water
System
10V
Washing Tub
40V

2.3.3
BOILER FEED WATER SYSTEM
Boiler Feed Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Rating:

2
Horizontal centrifugal
MB80/4S
89m3/h at 220mth
440V, 95kW, 3,600 rpm
Exhaust Gas Economiser Feed Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Rating:
Shin Shin Machinery Co. Ltd

2
MB32/4S
5.0m3/h at 110mth
440V, 5.5kW, 3,600 rpm
Boiler Water Circulation Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Rating:

2
Horizontal centrifugal, cooled
BCP50AX
24m3/h at 40mth
440V, 7.5kW, 3,600 rpm
Introduction
The boiler feed system is the section of the steam generating plant which
circulates feed water from the feed filter tank into the steam generating space
of the oil fired auxiliary boilers via the boiler feed water pumps and the feed
water regulating valves. The exhaust gas economiser is supplied with water
from the auxiliary boilers by the boiler water circulating pumps providing a
constant supply of water when the economiser is operating. The economiser
circulating pump glands are cooled by fresh water from the low temperature
cooling fresh water system. Two main boiler feed pumps take suction from
the feed filter tank and supply the boilers at a rate of 89m3/h at 220mth; one
of these pumps would normally be set as the duty pump and the other as the
standby to cut in if the duty feed pump failed or was unable to maintain the
water level in the boilers. The exhaust gas economiser feed water pumps are
available for use when the steam demand is low.
Issue: 1
Feed water is normally supplied to the auxiliary boiler through the main feed
water regulating valves though it can also be supplied to the auxiliary boiler
using a manual control valve through the auxiliary filling line.
The exhaust gas economiser is supplied with water from the auxiliary boilers
by means of one of the two boiler water circulating pumps. In the economiser
some of the water is converted into steam, the steam/water mixture flows
back to the auxiliary boiler where the steam and water separate. When
the economiser is operating, the auxiliary boiler acts as a water and steam
reservoir. If there is insufficient exhaust gas energy to meet the demand for
steam, the auxiliary boiler may be used in order to supply the additional heat.
Under normal operating conditions the exhaust gas economiser is operated in
conjunction with one boiler only. To avoid problems with level and pressure
control it is not advisable to operate the exhaust gas economiser on both
auxiliary boilers at the same time
When the main engine is not in use the economiser is circulated with feed
water to maintain it in a warm condition to prevent corrosion.
Boiler water samples are taken from the boiler and passed through the sample
cooler. After chemical analysis, chemical treatment can be added to the boiler
water by means of the dosing pump which is connected into the feed water
lines before the feed regulating valve.
The main and exhaust gas economiser feed pumps discharge a small quantity
of water back to the feed filter tank through an orifice; this ensures that there is
always a flow of water through the pump even when the boiler feed regulating
valve is closed.
Procedure for Preparing the Boiler Feed System for

Operation
The following procedure assumes that No.1 and No.2 main feed water
pumps are set to supply No.1 oil fired auxiliary boiler through the feed water
regulating valve, with one pump set as the duty pump and the other as the
standby pump.
a)
Ensure that the pressure gauge and instrumentation valves are

open.
b)
Check that the feed regulator valve is fully operational.
c)
IMO No.9301419
No.1 Auxiliary Boiler Valves

Position
Open
Open
Closed
Closed
Open
Open
Closed
Closed
Description
Main feed filling stop valve
Main feed filling check valve
Manual feed filling stop valve
Manual feed filling check valve
Level control valve (x2)
Gauge glass inlet valve
Blow down valves (x2)
Scumming valve (x2)
Valve
IC3
IC4
IC303
IC304
IC8/IC7
IC6/IC5
Feed System Valves

Position
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Closed
Open
Closed
Operational
Description
No.1 feed pump suction valve
No.1 feed pump discharge to boiler feed system
No.1 feed pump recirculation valve
No.2 feed pump suction valve
No.2 feed pump discharge to boiler feed system
No.2 feed pump recirculation
No.1 economiser feed water pump suction valve
No.1 economiser feed water pump discharge valve
No.1 economiser feed water pump leak-off valve
No.2 economiser feed water pump suction valve
No.2 economiser feed water pump discharge valve
No.2 economiser feed water pump leak-off valve
Salinometer inlet valve
Salinometer outlet valve
Salinometer bypass valve
No.1 auxiliary boiler feed filling valve
No.2 auxiliary boiler feed filling valve
No.1 auxiliary boiler primary feed water regulating
valve
Open
Inlet to auxiliary boiler primary feed water
regulating valve
Open
Outlet from auxiliary boiler primary feed water
regulating valve
Operational No.1 auxiliary boiler secondary feed water
regulating valve
Closed
Inlet to auxiliary boiler secondary feed water
regulating valve
Closed
Outlet from auxiliary boiler secondary feed water
regulating valve
Valve
T08V
T12V
T22V
T09V
T13V
T23V
T06V
T10V
T20V
T07V
T11V
T21V
T14V
T15V
T05V
T95V
T96V
T85V
T84V
T87V
T86V

Illustration 2.3.3a Boiler Feed Water System
Safety Manifold
From 7kg/cm2 Air
76V
77V
Exhaust
Gas
Economiser
PI
Condensate
Fresh Water
Electrical Signal
Atomising Steam
To Burner L-Conn.
TI
From
16kg/cm2
and
10kg/cm2
Steam
24V
To Safe
Place
2H9
2C13
51V
TI
1H1
1W2
From 7kg/cm2 1C14

Air System
91V
2C11
2C22
2C301
65/100
2W1
2C15
2C1
65/100
2C3
2C4
90V
87V
1W1
P
89V
1C13
1C2
PX
1C21
1C11
98V
1C22
Gauge
Board
86V
1C15
85V
88V
Atomising Steam
To Burner L-Conn.
1H9
PX
2C21
80V
Control
Panel
Control
Panel
2W2
Air System
84V
1C1
65/100
1C3
1C4
1C301
65/100
55V
PI
42V
PI
2C5
2C303
2C6
2C304
IC304
IC303
1C6
From 7kg/cm2
Air System
No.2 34V
32V
1C5
From 7kg/cm2
Air System
83V
96V
82V
95V
44V
58V
38V
2
TI From 6kg/cm
Steam Drain
54V
CI
52V
2H1
2C14 From 7kg/cm2
2C2
Gauge
Board

(24m3/h x40mth)
Fresh Water System
59V
Air
TI
PI
From
Deck Seal
Slop Tank
and Cargo
Oil Tank
Heating
Steam
25V
Sealing Air
PC
Feed Water
To Nearest
Coaming Drain
Sootblower
From Economiser
Steam Dump System
PT
Set.
22kg/cm2
53V
All System Valves

are Prefixed 'T'
From Cargo
Stripping Pump
Key
MS
LS
PI
41V
PI
69V
LS
2C227
94V
74V
67V
31V
Atmospheric
Condenser
No.1 33V
43V
To Sootblower
DPAL
75V
ICI99
Chemical
Dosing Unit
2C499
DPS
68V
93V
2CI99
36V
MC
37V
1C227
IC194
2C194
To Sootblower
Chemical
Dosing Unit
IC499
IC196
2C196
64V
63V
DPS
35V
60V
TI
From
Fresh Water
Hydrophore
Unit

2C307
To Coaming
2C308
D43V
2C9
To Oily
Bilge Tank
From 7kg/cm2 Air
2C20
2C19
From 6kg/cm2
62V
2C25

(35T/h 16/6kg/cm2)
81V
2C8
To Coaming
1C24
2C24
2C26
61V
1C25
2C7
1C307
1C8
IC26
1C7
1C9

(35T/h 16/6kg/cm2)
1C20
1C308
1V
From
Fresh
Water
Generator
M82
3V
Feed Filter Tank
(7.0m3)
M84
56V
From Fresh
Water Tank (Port)
97V
1C19
66V
TC
M86
LAL LS
MC
CI
TI
15V
4V
Issue: 1
PS PAL
MC
CI
PI
PS PAL
MC
CI
PI
PS PAL
MC
CI
PI
Boiler Water
Sampling
Cooler
PS PAL
MC
14V
9V
SX
M87
PI
23V
5V
PS
(89m3/h x 220mth)
13V
8V
22V
PS
(89m3/h x 220mth)
IMO No.9301419
12V
7V
21V
PS
(5.0m3/h x 110mth)
11V
6V
20V
PS
(5.0m3/h x 110mth)
99V
65V
From
Fresh Water
System
10V
Washing Tub
40V

Position
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Closed
Closed
Open
Set
Open
Open
d)
Description
Boiler water circulating pump suction stop valve
Boiler water circulating pump suction check valve
No.1 boiler water circulating pump suction valve
No.1 boiler water circulating pump discharge valve
No.1 boiler water circulating pump return to feed
filter tank
No.1 boiler water circulating pump return to
auxiliary cooling system
No.2 boiler water circulating pump return to feed
filter tank
No.2 boiler water circulating pump return to
auxiliary cooling system
Economiser inlet valve
Economiser drain valve
Economiser vent valve
Economiser outlet valve
Economiser pressure relief valve
Boiler return stop valve
Boiler return check valve
Valve
IC20
IC19
T31V
T33V
T43V
T41V
T32V
T34V
T44V
T42V
T24V
T25V
IC22
IC21
Start one of the main feed pumps and fill the boiler until a level
of 100-150mm appears in both gauge glasses. Then stop the
main feed pump.
CAUTION
Care should be taken when filling the boiler not to empty the feed filter
tank as running the pumps without water may damage the pumps.
e)
Visually check around the boiler and check for any water leaks.
Pay special attention to any areas where work is known to have
been carried out.
When the boiler is sufficiently full of water and ready to commence the firing
procedure. Initial firing should be carried out with no feed pump running. As
the water level starts to fall when steam generation commences, the economiser
feed pump can be started to top up the level. As the steam generation increases,
the economiser feed pump may not be able to supply sufficient water (indicated
by a falling water level and the regulator valve full open), at which point one
of the main feed pumps should be started.
Issue: 1
Note: Care should be taken when the boiler is being flashed from cold not
to over-supply feed water to the boiler. Although the feed regulator may be
functioning normally, the actual feed valve may leak past, providing more
water than is required at the low firing rates required at start up. To counter
this, the economiser feed pump should be used to reduce the volume of
supplied water.
Should this also fail to control the water level and it continues to rise, the
feed pumps may be stopped as this will not cause the boiler any harm as long
as the pump is switched on again when the water level falls.
Whenever filling the auxiliary boilers or economiser from cold, the vent
valves on the boiler must be open and must remain open until steam is being
generated to prevent air entrapment in the steam system.
The valves set as above allows No.1 auxiliary boiler to be operated with either
of the feed water pumps and the exhaust gas economiser to operate with either
of the two economiser water circulating pumps.
The procedure for preparing No.2 auxiliary oil fired boiler is exactly the same
apart from the valve numbering.
Starting the Steam System from Cold

It should be noted that the operation of the steam system (2.2.4), the condensate
system (2.3.1), boiler feed system (2.3.3) and the drains system (2.3.2) are all
inter-linked and as such, these systems would normally be shut down and
brought in to use together as the boiler is brought on line.
To achieve a co-ordinated run-up of these systems, the steam system (with
the exception of the main boiler stop valves) and drains system will normally
be left in the fully operational condition with all drain valves open when the
boiler is shut down. Then, as the boiler is flashed, steam and the resulting
condensate can permeate both systems as the steam pressure rises. This will
achieve the same result without the need to individually start these systems.
The condensate system and the boiler feed system may well be shut down
completely, especially if maintenance is to be carried out on the boiler. In any
case, the four systems will be brought in to use together and as such, all four
systems should have their valve setups checked simultaneously prior to the
initial flashing of the boiler. Otherwise all comments in the procedures for the
operations of these systems still apply and should be read in conjunction and
understood with respect to each other.
Once satisfied that the auxiliary systems listed above are ready for the firing
sequence, the boiler can be fired using the procedure outlined in section 2.2.1.
Boiler general description of this manual.
IMO No.9301419
Illustration 2.3.4a Boiler Water Level Control System
7kg/cm2 Air
PI
T86/91V
PS
PX
x
T87/90V
PI
P
Local
Control
Panel
1/2W2
PI
File
Boiler System1
Back
Forward
History
Tools
List
Window
Help
Current Picture
User
Feed Water Overview
Access
Alarms
CU
To AMS
T84/89V
T85/88V
1/2W1
Feed Line
Feed Line
Salinity
ppm
LS
20.0
LI
20.2
LI
0.0
Boiler 1
Boiler 1
DPX
Water Level Reg
Water Level
mm
No. 1 & 2 Boilers

(35ton/h x 16/6k)
300
From Feed
Water System
16.0
-260.0
Boiler Press
kg/cm2
25.0
7.6
0.0
Water Level Reg
Water Level
mm
300
114.0
-260.0
Boiler Press
kg/cm2
25
3.9
0.0
DPX
To
Automatic
Monitoring
System
Key
Load
15.0%
Contro. Mode
Auto
Load
0.0%
Contro. Mode
Manual
Operation
Mod. Free
Priority
Master
Operation
Ready
Priority
Slave
Feed Water
Air
Electrical
Automatic Monitoring System Panel
Issue: 1
IMO No.9301419

2.3.4
BOILER WATER LEVEL CONTROL SYSTEM
Introduction
The boiler water level control system incorporates the following:
Local control panel
Automatic monitoring system
Two pneumatically operated feed water control valves
Pressure switch
Pressure transmitter
Pressure indicator
Level switch
Level indicators
Differential pressure transmitters
The water level control is a modulating system. The safety device system
for the low low water level alarm and burner cut out consists of a level float
switch mounted as an external unit. For measuring and control of the water
level the boiler is equipped with a differential pressure water level transmitter
unit, which includes external reference and variable legs. The continuous 420mA output signal from the differential pressure transmitter is processed
in the control system, which provides level warnings/alarms and control of
the regulating feed water valve. The control system is accessible through the
panels.
To ensure a safe and reliable operation of the boiler and the differential pressure
transmitter unit, the water level indicated by the control unit should be checked
against the level indicated in the water level gauges on a regular basis.
Procedure for Preparing the Boiler Water Level Control

System
The following procedure assumes that both boilers are filled to the normal
level.
a)
No.1 Auxiliary Boiler

Position
Open
Open
Operational
Open
Open
Operational
Open
Open
Closed
Closed
Open
Description
Primary feed control valve inlet valve
Primary feed control valve outlet valve
Primary feed control valve
Secondary feed control valve inlet valve
Secondary feed control valve outlet valve
Secondary feed control valve
Differential pressure transmitter isolation valves
(x2)
(x2)
Differential pressure transmitter inlet valve (x2)
Differential pressure transmitter equalising valve
Differential pressure transmitter drain valves (x2)
Level switch isolation valves
Closed
Level switch drain valve
Open
Valve
T85V
T84V
1W1
T87V
T86V
1W2
1C28
1C328

Position
Open
Open
Operational
Open
Open
Operational
Open
Open
Closed
Closed
Open
Description
Primary feed control valve inlet valve
Primary feed control valve outlet valve
Primary feed control valve
Secondary feed control valve inlet valve
Secondary feed control valve outlet valve
Secondary feed control valve
(x2)
(x2)
Differential pressure transmitter inlet valve (x2)
Differential pressure transmitter equalising valve
Differential pressure transmitter drain valves (x2)
Level switch isolation valves
Closed
Level switch drain valve
Open
Valve
T88V
T89V
2W1
T90V
T91V
2W2
2C28
2C328
The boiler water level control system is now operational and the auxiliary
boiler can be started as described in section 2.2.1 Boiler General Description
of this manual
Issue: 1
IMO No.9301419

Illustration 2.3.5a Water Sampling and Treatment System
Safety Manifold
From 7kg/cm2 Air
76V
77V
PI
Condensate
Fresh Water
Electrical Signal
Atomising Steam
To Burner L-Conn.
TI
From
16kg/cm2
and
10kg/cm2
Steam
24V
To Safe
Place
2H9
2C13
54V
51V
1H1
1W2
From 7kg/cm2 1C14

Air System
91V
2C11
2C22
2C301
65/100
2W1
2C15
2C1
65/100
2C4
2C3
90V
87V
1W1
P
89V
88V
Atomising Steam
To Burner L-Conn.
1H9
1C13
1C2
PX
2C21
80V
Control
Panel
Control
Panel
2W2
Air System
PX
1C21
1C11
98V
1C22
1C15
I
85V
Gauge
Board
86V
84V
1C1
65/100
1C3
1C4
1C301
65/100
55V
PI
42V
PI
2C5
2C6
2C303
2C304
IC304
1C6
IC303
From 7kg/cm2
Air System
No.2 34V
32V
1C5
From 7kg/cm2
Air System
83V
96V
82V
95V
44V
58V
38V
2
TI From 6kg/cm
Steam Drain
TI
CI
52V
2H1
2C14 From 7kg/cm2
2C2
Gauge
Board

(24m3/h x40mth)
Fresh Water System
59V
Air
TI
PI
PC
Steam
25V
Sealing Air
From
Deck Seal
Slop Tank
and Cargo
Oil Tank
Heating
Feed Water
To Nearest
Coaming Drain
Sootblower
From Cargo
From
Stripping Pump Steam Service System
PT
Set.
Exhaust
22kg/cm 2
Gas
Economiser
53V
All System Valves

are Prefixed 'T'
16kg/cm2
Key
MS
LS
PI
41V
PI
69V
LS
2C227
31V
Atmospheric
Condenser
No.1 33V
94V
43V
To Sootblower
DPAL
75V
ICI99
Chemical
Dosing Unit
2C499
DPS
68V
93V
2CI99
36V
MC
37V
1C227
IC194
2C194
74V
67V
To Sootblower
Chemical
Dosing Unit
IC499
IC196
2C196
63V
64V
DPS
35V
60V
TI
From
Fresh Water
Hydrophore
Unit

2C307
To Coaming
2C308
D43V
2C9
To Oily
Bilge Tank
From
2C20
2C19
From 6kg/cm2
62V
2C25

(35T/h 16/6kg/cm2)
81V
7kg/cm2 Air
2C8
To Coaming
1C24
2C24
2C26
61V
1C25
2C7
1C307
1C8
IC26
1C7
1C9

(35T/h 16/6kg/cm2)
1C20
1C308
1V
From
Fresh
Water
Generator
M82
3V
Feed Filter Tank
(7.0m3)
M84
56V
From Fresh
Water Tank (Port)
97V
1C19
66V
TC
M86
LAL LS
MC
CI
TI
15V
4V
Issue: 1
PS PAL
MC
CI
PI
PS PAL
MC
CI
PI
PS PAL
MC
CI
PI
Boiler Water
Sampling
Cooler
PS PAL
MC
14V
9V
SX
M87
PI
23V
5V
PS
(89m3/h x 220mth)
13V
8V
22V
PS
(89m3/h x 220mth)
IMO No.9301419
12V
7V
21V
PS
(5.0m3/h x 110mth)
99V
65V
11V
6V
20V
PS
(5.0m3/h x 110mth)
40V
D24V
10V
Sink
From Fresh
Water System

2.3.5
WATER SAMPLING AND TREATMENT SYSTEM
Introduction
Chemical analysis and treatment of the boiler water is undertaken in order
to prevent corrosion and scale formation in the auxiliary boilers and exhaust
gas economiser and to prevent the degradation of the steam quality. Incorrect
or inadequate boiler water treatment will seriously damage the boilers and
frequent testing and treatment is needed in order to reduce the risk of damage.
Even though distilled water is used for boiler feed, the risk of corrosion is
present.
The pH of the boiler water changes in service and oxygen may dissolve in the
water where the feed system is open to atmosphere. Although maintaining the
feed water temperature at a relatively high value, around 80C, will minimise
the amount of dissolved oxygen, the problem is ever present.
Chemical treatment and analytical tests must be undertaken in accordance with
the instructions supplied by the chemical manufacturer. The treatment must
be added in order to maintain the chemical levels within an acceptable range.
Excessive treatment can often result in more severe damage than insufficient
treatment. The results of chemical analysis on the boiler water are recorded and
the effects of the treatment added can be monitored over a period of time.
Floating solid material in the boilers can be removed periodically by means of
the scum valve, whilst dissolved solids can be reduced by blowing some of the
water out of the boilers and replacing it with fresh distilled feed water. This
is called boiler blow down and is accomplished by opening the boiler blow
down valves located at the lower part of the boilers. The scum and blow down
lines connect to the same blow down pipe which connects to an overboard
discharge located below the ships water line.
The auxiliary boilers are provided with a water sampling connection, the outlet
from this being directed to a sample cooler which is cooled by water from the
domestic fresh water system. When taking a sample of water from the boilers
the water must be allowed to run from the boiler for some time in order to
ensure that a truly representative sample is being obtained. The sampling valve
on the boilers is located so that it will produce a representative sample, but
old water in the lines and cooler must be removed before the testing sample
is drawn. The boiler water should be tested twice a week and the instructions
supplied by the water treatment test kit suppliers must be followed precisely in
order to ensure that the boiler water is correctly treated.
Procedure for Taking a Sample of Boiler Water
Chemical Treatment Supply to the Boiler Feed Water
The following procedure assumes that a water sample is to be taken from No.1
auxiliary boiler.
After analysis of the boiler water a decision must be made as to the amount
and type of chemicals which are to be added to the boiler feed water, if any.
The chemical treatment suppliers instructions must be followed precisely as
under-treatment or over-treatment can result in boiler damage.
a)
Ensure that there is a fresh water supply at the sample cooler.
b)
Open the sample cooler cooling water inlet cock and isolating
valve D24V and check that water is flowing through the
cooler.
c)
Open the boiler sample water line isolation valve T65V.
d)
Open the sample cooler boiler water inlet valve.
e)
Slowly open the sampling valve IC9 on the boiler and allow
boiler water to flow through the sample cooler. Ensure that only
water is leaving the sample cooler outlet and not a mixture of
steam and water. If the temperature of the boiler water leaving
the sample cooler is too high, reduce the flow of boiler water to
the sample cooler.
f)
After the boiler water has been flowing for approximately one
minute, collect a sample of the boiler water for analysis.
g)
Close the boiler sampling valve and then close the sample
cooler cooling water valve.
h)
Analyse the sample of boiler water in accordance with the

instructions of the chemical treatment supplier and record the
information. Add chemical treatment to the boiler feed water as
required.
WARNING
The sampling lines from the boiler are under boiler pressure and the
temperature of the water being drawn from the boiler is high. Care must
be taken when operating the sampling equipment and the cooling water
supply must be confirmed to be flowing before the boiler sample valve
is opened.
The chemicals are added to the boiler chemical injection unit and pumped into
the boiler feed water line. Chemical treatment of the condensate system may
be undertaken by adding a mixture of the chemical and distilled water to the
water cascade tank. Chemical addition must be done in accordance with the
manufacturers instructions. There are different types of treatment available
and this can affect the method of addition to the systems.
Boiler Blow Down

If the level of boiler water dissolved solids is too high, some of the water must
be removed from the boiler and replaced with distilled water from the feed
tank. The procedure for blowing down the boiler safely must be followed. If
the ship is in port the bridge must be consulted in order to ensure that blowing
down the boiler will not cause danger.
Procedure for Blowing Down the Auxiliary Boiler

The blow down procedure must be performed during low load.
a)
Check with the bridge that it is safe to blow down the boiler if
the ship is in port.
b)
Open the ships side blow down valve T40V.
c)
Slowly open one of the boiler blow down valves and reduce the
water level to the normal position, then close the blow down
valve.
d)
After blowing down the boiler, close the boiler blow down
valve and then close the ships side valve.
e)
Test the boiler chemical concentrations and adjust as

necessary.
Chemicals to be added directly to the boilers are mixed with water in the tank
of the chemical dosing unit. From this unit the dosing pump injects the mixture
into the boiler water feed line. As the exhaust gas economiser takes its water
from the auxiliary boiler the same treatment applies to both steam generating
plants.
Issue: 1
IMO No.9301419

Illustration 2.3.6a Distilled Water Transfer and Distribution System
Local Fire Fighting System Pump Unit
CI
PI
To Mineraliser
From Atmospheric
Condenser
From Fresh Water
21V Hydrophore Unit
D43V
25V
From 6kg/cm2 Steam

Service System
No.1/2/3 Generator Engine Area
7kg/cm2 Air
To Calorifier
Main Engine Area
PS

S
1V
From Water Ballast Tank

Heating Coil
3V
From Tank Cleaning

Sea Water Heater
TC
From Cargo Oil Pump Turbine

Condensate Pump
56V
No.1/2 Boiler Area
From Boiler Water Circulation

Pumps
LAL LS
MC
Air Test
14V
TI
15V
From Fresh Water Generator

From Boiler Feed Water Pumps
5V
Incinerator Area
SX
To Boiler Feed Water Pumps
4V
97V
Heavy Fuel Oil Purifier Area
10V
46V
Fresh Water
Tank
(Port)
(230.1m3)
PI
49V
To Inert Gas Blower
28V
Near Purifier Work Bench
Top Up Inert Gas Generator Area
2V
To Accommodation
27V
26V
PI
35V
47V

To Fresh Water Expansion Tank
4V

Water Washing
LCG
45V
6V
7kg/cm2 Air
Stern Tube
Cooling Water
Tank
(31.7m3)
44V
PS
PI
S
7V
42V
9V
PSL
PSL
PSL
PI
PSL
PI
CS
CS
43V
8V
LCG
3V
1V
Fresh Water Pump

(5.0m3/h x 45mth)
To Exhaust Gas Pipe Seal Pot

Generator Engine
Lubricating Oil Purifier
5V
Key
Main
Lubricating Oil
Purifier
Marine Diesel Oil

Purifier
No.2
Heavy Fuel Oil
Purifier
No.1
Heavy Fuel Oil
Purifier
Salinity Panel
Salinity Panel
Fresh Water
6kg/cm2 Steam
PI
PI
FI
Condensate
Feed Water
34V
35V
To Chemical Dosing Unit in

Sea Water Cooling System

IMO No.9301419
3rd Deck Service

To Cargo Oil Vacuum Unit and
Fresh Water Tank for Oil
Detection Monitor System
To Main Engine Air Conditioning

Chemical Cleaning Tank
38V
No.2 Fresh Water Generator (25 Ton/Day)
Generator Engine
Turbocharger Cleaning
To Main Engine Turbocharger

Cleaning Turbine
FI
Electrical Signal
Issue: 1
41V
SA
Air
All System Valves are Prefixed 'D'

40V
39V
SA
To Boiler Feed Water Tank

Sewage Plant Dilution Water
Fresh Water
Hydrophore
Tank
(1.0m3)
No.1
To Boiler Sampling Cooler

To Boiler Chemical Dosing Unit
PSL
No.2
CI
Fresh Water
Tank (Starboard)
(127.1m3)
Boiler Water Washing
36V
Set 5.5k
CI
2nd Deck Service
Floor Service
To Oily Bilge Separator
To Stern Tube

2.3.6
DISTILLED WATER TRANSFER AND DISTRIBUTION
Introduction
The fresh water generator distillate pumps discharge through a salinometer to
the port and starboard fresh water tanks via the tank filling valves. In the event
of saline contamination of the distillate, a salinometer operated solenoid valve
on the evaporator opens, dumping the distillate back to the evaporator units
until the salinity has returned to normal. The fresh water tanks supply water
to all fresh water services; under normal circumstances one fresh water tank
would be in use supplying fresh water to the system and the other would be in
the process of being filled from the fresh water generators.
As the fresh water storage tanks are pre-treatment, they are effectively distilled
water storage tanks. The procedure to fill these tanks is outlined later in this
section.
The stern tube cooling tank which surrounds the stern tube unit provides
cooling to the outer body of the stern tube through the distilled water that
fills the tank. This tank holds 31.7m3 of distilled water and has negligible
consumption. Once filled, the level in this tank should occasionally be checked
by opening the self-closing cock on the tank and checking for a discharge.
The fresh water hydrophore system which is fed via the distilled water system
is dealt with in detail in section 2.14.1 Domestic Fresh Water System of this
manual. The hydrophore tank supplies fresh water to the fresh water services
throughout the ship. For domestic purposes, cold water from the hydrophore
unit passes through a mineraliser and a steriliser; cold water is also directed to
the calorifier and hot water circulating pump.
Fresh water for use in the engine room is taken from the hydrophore tank cold
water outlet. This is used for boiler feed, sealing and flushing purposes at the
purifiers, for turbocharger water washing, for cooling boiler water samples, for
flushing the oily water separator and general water services in the machinery
spaces. For full details of this system, please refer to section 2.14.1 Domestic
Fresh Water System of this manual.
Procedure for Operating the Distilled Water Transfer System

The following description assumes that No.1 FW generator is in use and filling
the starboard fresh water tank with the port fresh water tank in use.
a)
Issue: 1
Position
Closed
Closed
Closed
Open
Open
Open
Open
Closed
Closed
Closed
Description
No.1 evaporator distillate pump discharge valve
No.2 evaporator distillate pump discharge valve
Filling valve for the port fresh water tank
Filling valve for the starboard fresh water tank
Outlet valve from the port fresh water tank to
domestic fresh water system
Outlet valve from the port fresh water tank to fire
fighting pump
Outlet valve from the port fresh water tank to feed
filter tank
Port fresh water tank drain valve
Outlet valve from the starboard fresh water tank to
Starboard fresh water tank drain valve
Valve
D33V
D34V
D02V
D01V
D04V
D46V
D49V
D06V
D03V
D05V
Procedure to Use the Distilled Water System

It is assumed the fresh water system is fully operational and that the port fresh
water tank is to be used.
a)
Ensure there is sufficient water in the port fresh water storage

tank to complete the desired operation.
b)
Position
Closed
Open
Open
Open
b)
Start up the No.1 evaporator as described in section 2.4.3.
Open
c)
Switch on the salinometer.
d)
Start the distillate pump. The initial discharge should be

recirculated until the salinometer determines that the quality is
good enough.
Closed
Closed
e)
Open the distillate pump discharge valve.
When the salinometer reading falls below the preset alarm level, the solenoid
valve will operate automatically to discharge the produced distilled water to
fill the domestic water tank.
Note: Distilled water does not have to be treated in the steriliser unit, but
if fresh water is being used for domestic purposes then it must be passed
through the steriliser unit. The restrictions on the operation of the evaporator
for domestic use in coastal waters must be observed.
Closed
Open
Open
Description
Filling valve for the port fresh water tank
Filling valve for the starboard fresh water tank
Outlet valve from the port fresh water tank to
Outlet valve from the port fresh water tank to fire
fighting pump
Outlet valve from the port fresh water tank to feed
filter tank
Port fresh water tank drain valve
Outlet valve from the starboard fresh water tank to
Starboard fresh water tank drain valve
No.1 hydrophore pump suction valve
No.2 hydrophore pump suction valve
Valve
D02V
D01V
D04V
D46V
D49V
D06V
D03V
D05V
D08V
D09V
The distilled water system is now ready to use.

Filling the Stern Tube Cooling Tank
To fill the stern tube cooling tank open the stern tube tank filling valve D07V
and allow water to flow until the tank is full. Once the required amount of
water is in the tank close the filling valve D07V.
Note: When taking a fresh water from a shore station or barge great care is
needed to ensure that the water is fit for human consumption. Tests should
be carried out to ensure that the water is not contaminated.
The domestic hot and cold water systems are described in detail in section
2.14.1, Domestic Fresh Water System.
IMO No.9301419
2.4
Sea Water Systems

2.4.1
2.4.2
2.4.3.
Evaporators
2.4.4
Illustrations
2.4.1a Central Cooling Sea Water System
2.4.2a Sea Water General Service System
2.4.3a Evaporators
2.4.4a Marine Growth Prevention System
Illustration 2.4.1a Central Cooling Sea Water System

Key
Ballast Water
Hydraulic Oil
No.1 Central
Fresh Water
Cooler
No.2 Central
Fresh Water
Cooler
TI
Bilges
TI
Air Ejector
Condenser
22V
Air
23V
Steam
3rd Deck
Level
PI
TI
TI
PI
PI
13V
TI
TI
PI
14V
15V
3rd Deck
Level
All Valves Prefixed With Letter 'S'

TI
16V
17V
20V
To Oily
Bilge Pump
TX
From
7kg/cm2
Service
Air
To Deck Seal and

Inert Gas System
Scrubber Tower
(Section 2.15)
Auxiliary
Cooling
Sea Water
Pump
(440m3/h
x 23mth)
5V
From
Sea Water General
Service System
(Section 2.4.2)
MC
11V
10V
No.1 and No.2
Main Cargo
Oil Pump Turbine
Condenser
Cooling Sea
Water Pumps
(870/1050m3/h
x 23/9mth)
PI
CI
9V
T233V
PS
To Marine Growth
Prevention System
(Section 2.4.4)
CI
From Marine Growth

Prevention System
61V
7V
38V
PI
To No.1 and No.2
Fresh Water
Generator
Ejector Pumps
To No.1 and No.2

Bilge, Fire and
General Service
Pumps
CI
27V
23V
1V
2V
CI
PI
PI
35V
PI
CI
CI
40V
37V
From
6kg/cm2
Steam
34V
Marine Growth
Prevention System
Sea Water Service
Pump
(20m3/h x 20mth)
No.1 and No.2

Inert Gas
Deck Seal
Sea Water
Pumps
CI
(5m3/h x 50mth)
Scrubber
Cooling
Sea Water
Pump
(170m3/h
x 50mth)
T232V
A156V
33V
44V
From Marine Growth

Prevention System
62V
B6V
41V
36V
PI
26V
43V
To
Inert Gas System
Scrubber Tower
(Section 2.15)
MC
PS
PAL
42V
12V
A157V
PS
From
7kg/cm2
Service
Air
39V
PS
PI
45V
TI
MC
PAL
19V
6V
46V
8V
48V
High Sea
Chest
1V
24V
21V
From
Bilge, Fire and
General Service
Pump Discharge
18V
From
6kg/cm 2
Steam
TI
Cargo Oil
Pump Turbine
Condenser
Low Sea
Chest
4V
3V
2V
Emergency Bilge Suction
Issue: 1
IMO No.9301419

2.4
SEA WATER SYSTEMS
2.4.1
CENTRAL COOLING SEA WATER SYSTEM
Main/Cargo Oil Pump Turbine Condenser Cooling Sea Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:

2
Vertical centrifugal self-priming
DB300VID1
870/1050m3/h x 23/9mth
Auxiliary Cooling Sea Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:

1
Vertical centrifugal self-priming
B200VID1
440m3/h x 23mth

Maker:
No. of sets:
Type:
Model:
Capacity:

2
C125VID1
8m3/h x 48mth
Inert Gas Scrubber Sea Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:

1
D125VID1
170m3/h x 50mth
Deck Seal Sea Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:

2
SHC40B
5.0m3/h x 50mth
Introduction
The main/cargo oil pump turbine (COPT) cooling sea water pumps and
auxiliary cooling sea water pump supply cooling sea water to the central fresh
water coolers, the air ejector condenser and the COPT condenser.
Issue: 1
The auxiliary cooling sea water pump may be used during low cooling
demands, such as when the vessel is in port and when the COPT condenser is
not in use.
The fresh water generator ejector pumps draw from the sea water crossover
main and operate the vacuum ejector on the fresh water generators, provide
brine cooling and supply the low temperature fresh water generators with feed
water. The inert gas scrubber sea water pump provides the jacket cooling water
and water spray system for the inert gas generator unit, and the deck seal pumps
provide a constant supply of sea water to the deck seal unit. For operating
details and a description of the fresh water generators, refer to section 2.4.3 of
this manual, the IGG operations, including the deck seal pumps are described
in section 2.15.2 of this manual.
The main/COPT sea water pumps take suction from the sea water crossover
main which connects with the high sea chest on the port side of the vessel and
the low sea chest on the starboard side. The bilge, fire and GS pumps also take
suction from the cross sea water main, as do the inert gas deck seal sea water
pumps and the inert gas generator scrubber sea water pump. The sea suction
valves at each sea chest can be remotely operated from the 3rd deck.
The sea chests are provided with air vents and drains and a marine growth
prevention system (MGPS) which inhibits marine growth in the sea water
lines. A suction strainer is located after each sea chest at the entrance to the sea
water crossover main.
The main cooling sea water pumps discharge to a common sea water pressure
manifold which then supplies sea water to the central fresh water coolers, the
air ejector condenser and the COPT condenser.
From the two central fresh water coolers sea water flows overboard via the
overboard discharge valve S17V which can be remotely operated from the
3rd deck. Recirculation valves S43V and S44V allow warm sea water from
the overboard discharge line to be diverted to the main sea water chests and
can be remotely operated from the 3rd deck. From the air ejector and COPT
condensers, the sea water flows overboard via the remote operated overboard
discharge valve S24V.
The sea water pumps can be started and stopped locally but may also be
selected for remote operation. When selected for remote operation one of the
main/copt cooling sea water pumps would be selected as the duty pump and
the other pump selected for automatic operation in standby mode; the standby
pump would start if the duty pump could not maintain the required pressure.
A pressure switch located on the discharge manifold provides the start signal
for the standby pump; this would happen should the operational pump fail to
maintain the pressure for any reason. Whether one or two pumps are operating
normally depends upon the sea water temperature; if the sea water temperature
exceeds a certain value two cooling sea water pumps may need to be used.
IMO No.9301419
Both main/COPT cooling sea water pumps are provided with an emergency
bilge suction, thus providing the emergency bilge water removal cover for the
engine room.
Procedure for the Operation of the Cooling Sea Water System

a)
Ensure that all suction strainers are clear.
b)
Ensure all the pressure gauge and instrumentation valves are

open and that the instrumentation is reading correctly. Switch
the MGPS control system ON.
c)
Set up the valves as shown in the table below. In this case the
port high suction is in use:
Position
Open
Open
Closed
Closed
Closed
Closed
Open
Open
Open
Open
Closed
Closed
Closed
Closed
Closed
Open
Open
Open
Open
Open
Open
Description
High (port) sea chest suction valve
High (port) sea chest suction strainer outlet valve
High (port) sea chest suction strainer vent valve
Low (starboard) sea chest suction valve
Low (starboard) sea chest suction strainer outlet valve
Low (starboard) sea chest suction strainer vent valve
No.1 main/COPT cooling sea water pump suction
valve
No.1 main/COPT cooling sea water pump discharge
valve
No.2 main/COPT cooling sea water pump suction
valve
No.2 main/COPT cooling sea water pump discharge
valve
Auxiliary cooling sea water pump suction valve
Auxiliary cooling sea water pump discharge valve
Auxiliary cooling sea water pump discharge valve
No.1 main/COPT cooling sea water pump emergency
bilge suction valve
No.2 main/COPT cooling sea water pump emergency
bilge suction valve
Main/COPT/auxiliary crossover valve
Isolation valve
No.1 central cooler sea water inlet valve
No.1 central cooler sea water outlet valve
No.2 central cooler sea water inlet valve
No.2 central cooler sea water outlet valve
Valve
S01V
S03V
S02V
S04V
S07V
S10V
S08V
S11V
S09V
S12V
S42V
S61V
S62V
S19V
S18V
S13V
S15V
S14V
S16V
Illustration 2.4.1a Central Cooling Sea Water System

Key
Ballast Water
Hydraulic Oil
No.1 Central
Fresh Water
Cooler
No.2 Central
Fresh Water
Cooler
TI
Bilges
TI
Air Ejector
Condenser
22V
Air
23V
Steam
3rd Deck
Level
PI
TI
TI
PI
PI
13V
TI
TI
PI
14V
15V
3rd Deck
Level
All Valves Prefixed With Letter 'S'

TI
16V
17V
20V
To Oily
Bilge Pump
TX
From
7kg/cm2
Service
Air
To Deck Seal and

Inert Gas System
Scrubber Tower
(Section 2.15)
Auxiliary
Cooling
Sea Water
Pump
(440m3/h
x 23mth)
5V
From
Sea Water General
Service System
(Section 2.4.2)
MC
11V
10V
No.1 and No.2
Main Cargo
Oil Pump Turbine
Condenser
Cooling Sea
Water Pumps
(870/1050m3/h
x 23/9mth)
PI
CI
9V
T233V
PS
To Marine Growth
Prevention System
(Section 2.4.4)
CI
From Marine Growth

Prevention System
61V
7V
38V
PI
To No.1 and No.2
Fresh Water
Generator
Ejector Pumps
To No.1 and No.2

Bilge, Fire and
General Service
Pumps
CI
27V
23V
1V
2V
CI
PI
PI
35V
CI
CI
40V
37V
From
6kg/cm2
Steam
34V
PI
Marine Growth
Prevention System
Sea Water Service
Pump
(20m3/h x 20mth)
No.1 and No.2

Inert Gas
Deck Seal
Sea Water
Pumps
CI
(5m3/h x 50mth)
Scrubber
Cooling
Sea Water
Pump
(170m3/h
x 50mth)
T232V
A156V
33V
44V
From Marine Growth

Prevention System
62V
B6V
41V
36V
PI
26V
43V
To
Inert Gas System
Scrubber Tower
(Section 2.15)
MC
PS
PAL
42V
12V
A157V
PS
From
7kg/cm2
Service
Air
39V
PS
PI
45V
TI
MC
PAL
19V
6V
46V
8V
48V
High Sea
Chest
1V
24V
21V
From
Bilge, Fire and
General Service
Pump Discharge
18V
From
6kg/cm 2
Steam
TI
Cargo Oil
Pump Turbine
Condenser
Low Sea
Chest
4V
3V
2V
Emergency Bilge Suction
Issue: 1
IMO No.9301419

Position
Open
Closed
Closed
Open
Open
Open
Open
Open
d)
Description
Central cooler sea water overboard discharge valve
Warm sea water return valve to high sea chest
Warm sea water return valve to low sea chest
Air ejector condenser inlet valve
Air ejector condenser outlet valve
COPT condenser inlet valve
COPT condenser outlet valve
Condenser overboard discharge valve
Valve
S17V
S43V
S44V
S22V
S23V
S20V
S21V
S24V
Select the duty cooling sea water pump and set the other to
standby.
e)
Ensure that duty pump is delivering sea water at the correct

pressure to the outlet manifold.
f)
Operate the sea water systems as required.
Note: The procedures that follow all assume that the sea water crossover
main is fully operational as would normally be the case.
Procedure for the Operation of the Auxiliary Sea Water

Cooling Pump
When in port or at anchor, the load on the central cooling system may be
reduced to the point where the main sea water cooling pump may be supplying
excess cooling to the system and consequently a waste of energy. At this point,
the auxiliary sea water cooling pump should be started and the main sea water
cooling pump stopped, placing one of the main sea water pumps in standby
condition.
Procedure to Operate the Evaporator Sea Water System

The supply of sea water to the evaporators is essential to operate this machinery.
For full details of the operation of the evaporators refer to section 2.4.3 of this
manual.
a)
b)
When the main engine is operating and there is sufficient heat

in the jacket cooling water the evaporators may be operated as
described in section 2.4.3.
Set the sea water system valves as shown in the following
table:
Issue: 1
Position
Open
Open
Open
Open
Closed
Set
Open
Open
Open
c)
Description
No.1 evaporator ejector pump suction valve
No.1 evaporator ejector pump discharge valve
Feed crossover valve
Feed inlet regulating valve
No.1 evaporator discharge valve
Evaporator overboard discharge valve
Valve
S26V
S28V
S27V
S29V
S25V
Sea water is supplied to the deck water seal unit by means of two dedicated
pumps which take suction from the sea water main. The following procedure
assumes that No.1 pump is in use with No.2 pump on stand by.
a)
S30V
S31V
S32V
Start the ejector pumps.
Procedure to Operate the Inert Gas Scrubber Sea Water

System
The inert gas scrubber cooling sea water pump takes suction from the sea
water crossover main and is operated whenever the inert gas unit is required to
operate. For full details of the operation of the inert gas generator unit, refer to
section 2.15 of this manual.
a)
Procedure to Operate the Deck Water Seal Unit Sea Water

Supply System
Set the valves as shown in the following table.
Position
Open
Open
Open
Open
Open
Open
b)
Description
Deck seal pump suction line valve
No.1 deck water seal pump suction valve
No.1 deck water seal pump discharge valve
No.2 deck water seal pump suction valve
No.2 deck water seal pump discharge valve
Deck seal unit supply line valve
Valve
S48V
S35V
S36V
S37V
S38V
I09V
Start No.1 or No.2 deck seal pump and check that it is supplying
sea water to the deck seal.
Set the sea water system valves as shown in the following

table:
All valves are prefixed I unless otherwise stated

Position
Open
Open
Open
Open
Closed
Open
Open
Open
b)
Description
Inert gas scrubber sea water pump suction valve
Inert gas scrubber sea water pump discharge valve
Inert gas scrubber inlet valve
Inert gas scrubber unit discharge valve
Sea water supply valve from bilge, fire and GS
pump
Top-up generator inlet isolating valve
Top-up generator overboard discharge valve
Inert gas generator scrubber overboard valve
Valve
S33V
S34V
19V
S39V
18V
23V
05V
Start the inert gas generator scrubber sea water pump.
Note: If the inert gas generator scrubber pump is not available the unit may
still be operated with sea water supplied by the bilge, fire and GS pump. In
order to take sea water from this source, valve S39V must be opened with
one of the bilge, fire and GS operating on sea water supply and valve S34V
must be closed.
IMO No.9301419
Illustration 2.4.2a Sea Water General Service System
To Fire and Wash Deck Main

BF30
Engine Casing
BF44
Engine Room Deck No.2
BF43
BF42
82V
81V
83V
BF40
BF41
Engine Room Deck Floor
From Soot Collecting Tank

64V
BF39
BF38
PI
PX MC
63V
22V
17V
15V
To Sewage Plant
PI
No.2 Self Priming Bilge,
Fire and General
Service Pump
(240/200m3/h x 30/90mth)

Fire and General
Service Pump
(240/200m3/h x 30/90mth)
PI
Sea Water
CI
CI
Bilge
18V
16V
PI
To Scrubber
Quench Cooler
Key
20V
21V
Fire and Deck Wash
All System Valves are Prefixed 'B'

From 7kg/cm2
Service
Air
68V
69V
23V
Air
5V
3V
To Oily
Bilge Pump
(5m3/h x 3kg/cm2)
Aft Peak Tank
To Main Cargo Oil

Pump Turbine
Condenser Cooling
Sea Water Pumps
(870/1050m3/h x 23/9mth)
4V
61V
1V
62V
2V
66V
9V
LAH
Stern Tube
Cooling Water Tank
(31.7m3)
MC
LS
LS
S8V
8V
LAH
MC
LS
Aft Bilge Well

Bilge Holding Tank (57.6m 3)
Issue: 1
S7V
7V
47V
LS
Forward
Bilge
Well
(Port)
LAH
LAH
MC
MC
LS
LS
IMO No.9301419
Forward
Bilge
Well
(Starboard)
Low
Sea Chest
(Stbd)
High
Sea Chest
(Port)
1V
3V
4V
2V

2.4.2
SEA WATER GENERAL SERVICE SYSTEM
Bilge, Fire and General S Pumps

Maker:
Type:
Model:
No. of sets:
Capacity:
Motor:
Shin Shin Machinery Co Ltd

Vertical centrifugal self priming
SVS200F
2
240/200m3/h at 30/90 mth
90kW x 1,770 rpm
Introduction
Both bilge, fire and general service (GS) pumps are provided with air ejector
priming units which are supplied with air from the compressed air system.
These air ejector units facilitate the operation of these pumps as emergency
bilge pumping units. However, their primary duty is as fire main supply pumps
and care should be taken not to supply bilge water to the fire main.
The bilge, fire and GS pumps can take suction from the sea water suction
crossover main and in addition the pumps can take suction from the after peak
tank, the stern tube cooling water tank and the bilge main line. No.1 bilge, fire
and GS pump has a direct suction connection to the port forward engine room
bilge well. Normally both pumps will be left with their suctions to the sea
water crossover main open in line with their fire pump role. The fire and wash
deck line can be supplied with water by both pumps, with the discharge valves
to the fire and wash deck line from both pumps being normally open.
Both pumps can be used to fill the after peak tank and they can supply sea
water to the inert gas scrubber unit and the sewage treatment plant.
Position
Open
Closed
Closed
Closed
Closed
Open
Closed
Closed
Closed
Closed
Closed
Open
Open
Closed
d)
Description
No.1 bilge, fire and GS pump sea water suction valve
No.1 bilge, fire and GS pump bilge main suction valve
No.1 bilge, fire and GS pump aft peak suction valve
No.1 bilge, fire and GS pump emergency bilge main
suction valve
No.1 bilge, fire and GS pump fire main discharge valve
No.1 bilge, fire and GS pump overboard discharge
valve
valve
Isolation valve
Overboard discharge valve
Isolation valve
Aft peak supply valve
After peak inlet/suction valve
Stern tube cooling water tank filling/suction valve
Valve
B01V
B03V
B61V
B05V
B17V
B15V
B62V
B16V
B21V
B20V
B22V
B63V
B66V
B47V
Start No.1 bilge, fire and GS pump and fill the aft peak tank as
required.
The procedure to supply sea water to the scrubber unit is identical to the above
procedure, except that the isolation valve to the aft peak tank B63V and the aft
peak filling/suction valve B66V should both be closed and the isolation valve
B22V to the IG and sewage plant should be opened. Sea water will then be
supplied to that service as required.
Procedure for Pumping Out the Aft Peak Tank

It is again assumed that No.1 bilge, fire and GS pump will be used:
a)
b)

open and that the instrumentation is reading correctly.
c)
Position
Closed
Closed
Open
Closed
Closed
Open
Closed
Closed
Open
Open
Closed
Open
Open
Closed
d)
Procedure for Filling the Aft Peak Tank
Description
No.1 bilge, fire and GS pump emergency bilge main
suction valve
valve
valve
Isolation valve
Isolation valve
Aft peak supply valve
Aft peak inlet/suction valve
Stern tube cooling water tank filling/suction valve
Valve
B01V
B03V
B61V
B05V
B17V
B15V
B62V
B16V
B21V
B20V
B22V
B63V
B66V
B47V
Start No.1 bilge, fire and GS pump and empty the aft peak
tank.
The following procedure assumes that the sea water suction crossover main is
already operating as previously described in section 2.4.1 and that No.1 bilge,
fire and GS pump will be used:
a)
b)

c)
Issue: 1
IMO No.9301419
Illustration 2.4.2a Sea Water General Service System
To Fire and Wash Deck Main

BF30
Engine Casing
BF44
BF43
BF42
82V
81V
83V
BF40
BF41
From Soot Collecting Tank

64V
BF39
BF38
PI
PX MC
63V
22V
17V
15V
To Sewage Plant
PI
Fire and General
Service Pump
(240/200m3/h x 30/90mth)

Fire and General
Service Pump
(240/200m3/h x 30/90mth)
PI
Sea Water
CI
CI
Bilge
18V
16V
PI
To Scrubber
Quench Cooler
Key
20V
21V
Fire and Deck Wash

From 7kg/cm2
Service
Air
68V
69V
23V
Air
5V
3V
To Oily
Bilge Pump
(5m3/h x 3kg/cm2)
Aft Peak Tank
To Main Cargo Oil

Pump Turbine
Condenser Cooling
Sea Water Pumps
(870/1050m3/h x 23/9mth)
4V
61V
1V
62V
2V
66V
9V
LAH
Stern Tube
Cooling Water Tank
(31.7m3)
MC
LS
LS
S8V
8V
LAH
MC
LS
Aft Bilge Well

Bilge Holding Tank (57.6m 3)
Issue: 1
S7V
7V
47V
LS
Forward
Bilge
Well
(Port)
LAH
LAH
MC
MC
LS
LS
IMO No.9301419
Forward
Bilge
Well
(Starboard)
Low
Sea Chest
(Stbd)
High
Sea Chest
(Port)
1V
3V
4V
2V
Procedure for Supplying Sea Water to the Fire Main

The bilge, fire and GS pumps would both normally be left set up to supply
sea water to the fire main to minimise the delay in supplying the fire main
in an emergency situation. In an emergency, the bilge, fire and GS pumps
could therefore be immediately started without checking the valve set up.
The procedure below assumes that the pumps are being started for testing
purposes:
a)
b)

c)
Set the system valves as shown in the following table.
The following description assumes that the sea water suction crossover main is
already operating as previously described in section 2.4.1.
Position
Open
Closed
Closed
Closed
Open
Closed
Closed
Description
No.1 bilge, fire and GS pump emergency bilge suction
valve
No.1 bilge, fire and GS pump overboard discharge valve
Valve
B01V
B03V
B61V
B05V
B17V
B15V
B18V
d)
Start No.1 bilge, fire and GS pump and ensure that water is
being discharged to the fire main.
e)
If No.2 bilge, fire and GS pump is also to be tested, No.1

pump should be stopped and its discharge valve B17V closed.
No.2 pump can then be started and its discharge valve B18V
opened.
f)
Once the test is complete, the bilge, fire and GS pumps should
be stopped and their valves returned to their normal positions,
i.e. set up to supply water to the fire main.
Issue: 1
IMO No.9301419

2.4.3
EVAPORATORS
Illustration 2.4.3a Evaporators
Fresh Water Generator

Maker:
No. of sets:
Type:
Capacity:
DongHwa Entec
2
SFD 13/25
25 tons/day
To/From No.2
Fresh Water
Generator
25V

2
Vertical, motor driven, centrifugal
C125VID1
58m3/h x 48mth
440V; 22kW, 1,770 rpm
From No.2
Fresh Water
Generator
34V
To/From No.2
Fresh Water
Generator
FI
S
13V
15V
30V
Condenser section
Combined brine/air ejector
Ejector pump
Fresh water distillate pump
Salinometer
Heating coil water temperature control panel
Pumps start/stop pushbutton panel
PI
PI
45V
To Main Central
Fresh Water
Cooling Pumps
To Feed
Filter Tank
The fresh water generators consist of the following main components:

Evaporator section
TI
12V
D35V
To/From Main
Engine Jacket
Fresh Water
Cooling System
TI
11V
7kg/cm2 Air
Pusan General Electric

2
JK-201
PI
TI
16V
SA
PI
14V
Introduction
Issue: 1
54V
TC
Salinometer
Maker:
No. of sets:
Type:
TI
33V
From Main
Engine Jacket
Fresh Water
Cooling System
Teikoku Machinery Works, Ltd

2
Horizontal, motor driven, centrifugal
40X3
1.2m3/h x 30mth
0.75kW x 3,600 rpm
VI
Salinity Panel
set at 80C
7kg/cm2 Air
Distillate Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Motor:
TI
To
Fresh Water
Tanks

Maker:
No. of sets:
Type:
Model:
Capacity:
Motor:
32V
Flow Meter/
Adjuster
No.1 Fresh Water

Generator
(25 Tons/day)
19V
Chemical
Dosing
Unit
From Fresh Water

Hydrophore Unit
28V
29V
Key
PI
PI
Fresh Water
No.1 & 2 Fresh Water
Generator Ejector Pump
(58m3/h x 48mth)
CI
T103V
6kg/cm2
Steam
26V
From Main Sea Water Suction
IMO No.9301419
6kg/cm2 Steam
7kg/cm2 Air
CI
27V
20V
Sea Water
All valves are prefixed 'S'
unless otherwise stated

The fresh water generator (evaporator) unit utilises jacket water from the main
engine as a heating medium and is capable of producing up to 25 tons per day
of distillate. The basic working principle is that the evaporator section boils sea
water in a high vacuum at a temperature of less than 45C. The vapour produced
passes through a separator and is condensed by sea water in the condenser
section before being pumped to the fresh water storage tanks. The quality of
distillate is continuously monitored by a salinity indicator which is fitted with
an alarm. If the jacket water system is not available then live saturated steam
from the 6kg/cm2 steam system can be used as the heating medium. The steam
is supplied through an ejector and the condensate is returned to the boiler feed
filter tank. The steam system can also be used to supplement the jacket water
heating system.
An ejector pump provides a continuous supply of sea water for each evaporator.
This sea water supply acts to cool the vapour in order to condense it. It serves
as a feed supply to the evaporator and is the driving fluid supply for the brine/
air ejector. The ejector creates a vacuum within the evaporator and removes the
brine from the chamber. The ejector pumps are cross-connected allowing either
pump to supply either evaporator.
The evaporator shell contains a plate type heat exchanger through which hot
water circulates from the main engine jacket cooling system; this hot water heats
the brine supplied to the evaporator by the ejector pump. Due to the vacuum
inside the chamber, the sea water will boil off at the relatively low temperature
created by the circulating jacket water. The vacuum of approximately 85%
is maintained by the ejector and this produces evaporation of the sea water.
Vapour produced by boiling the sea water rises to the upper chamber, via a
deflector plate and through demister pads, where any entrained sea water
droplets are removed. The upper chamber houses the plate type condenser
which is supplied with sea water by the ejector pump and condenses the
vapour. The condensed vapour (distillate) is drawn off by the distillate pump.
After the cooling sea water passes through the heat exchanger it flows as feed
water to the evaporator. During the condensation of the vapour the sea water
gains some heat and therefore increases the overall efficiency of the plant.
The main engine jacket water system provides the heating medium in the lower
chamber, passing into the heating coil at approximately 85C and returning
at approximately 70C. The flow of jacket water through the evaporator, and
hence the rate of evaporation, is regulated by means of the evaporator bypass
valve. The evaporator feed water is injected with a foaming and scale inhibiting
compound via a chemical injection unit which incorporates an injection control
system to regulate the quantity of chemical injected.
The distillate produced is pumped to the fresh water storage tanks by the
distillate pump. The distillate is monitored by a salinity indicator and should
the salinity rise above a set amount, (approximately 10ppm), a solenoid valve
in the discharge line is activated and the water is diverted from the storage tank
discharge line back to the lower chamber. When the distillate salinity level
drops to below the maximum allowable setting, the solenoid valve will close
and the discharge of distillate to the fresh water storage tanks will resume.
Issue: 1
Note: Because the fresh water generation uses the low temperature process it
is important to sterilise the water before it can be used for drinking.
e)
Check that the chemical injection unit has sufficient chemical

and that the power is switched on and the unit operating. The
dosage drum is topped up from the domestic fresh water system.
Open the feed water treatment valve to the evaporator and set
the feed water treatment at the correct dosage.
f)
Ensure the feed water is flowing into the evaporator shell

and that the brine eductor is drawing the brine from the shell,
preventing the water level from rising.
g)
Allow the evaporator to stabilise and check that the temperatures

are not excessive. Once evaporation has stabilised, operate the
salinity alarm to prove it is functioning correctly.
h)
Ensure the correct fresh water storage tank filling valve is open
and start the distillate pump. Open the outlet valve D33V from
the distillate pump to the fresh water storage tanks.
i)
Ensure the distillate pump discharge pressure is correct and that

the distillate is being pumped to the desired fresh water tank.
A sterilisation unit is installed in the discharge from the hydrophore unit. For
details of the sterilisation unit, see section 2.14.1 of this manual.
WARNING
Fresh water for human consumption must not be produced when the
vessel is operating in restricted waters.
Procedure for Starting the Fresh Water Generator

To operate the fresh water generators, the main sea water cooling system and
the main engine jacket cooling water system must both be operational. If
required, the 6kg/cm2 steam system should also be available. The following
procedure assumes that the main engine jacket cooling water system will
be used with the main engine operating under steady conditions and No.1
evaporator with No.1 ejector pump being used.
a)
Ensure the alarm and the control panels are switched on, that
instrument and gauge cocks are open and that all instrumentation
is reading correctly.
b)
Close the air vent valve on the evaporator shell.
c)
Set the sea water valves as shown in the following table:
Position
Open
Open
Closed
Closed
Closed
Open
Open
Open
d)
Description
Evaporator ejector pump crossover valve
No.1 evaporator supply valve
Discharge overboard valve
Valve
S26V
S28V
S27V
S27V
S25V
S54V
S30V
S32V
Start the ejector pump to create a vacuum inside the unit. Once
a minimum vacuum of 90% has been achieved the main engine
jacket water valves can be set as shown the following table:
Position
Open
Open
Throttled
Description
No.1 evaporator jacket water inlet valve
No.1 evaporator jacket water outlet valve
Evaporator jacket water bypass valve
IMO No.9301419
Valve
W11V
W12V
W15V
WARNING
Do not operate the plant in polluted water. Fresh water must not be
produced from polluted water, as the produced water will be unsuitable
for human consumption and do not operate the plant within coastal
waters. Stop the plant at least 30km away from the nearest coast.
Stopping the Plant

a)
Fully open the evaporator jacket water bypass valve W15V

and close the jacket water inlet and outlet valves, W11V and
W12V.
b)
Turn off the salinity alarm.
c)
Stop the distillate pump and close the discharge valve.
d)
Switch off the salinometer.
e)
Allow the evaporator to cool down before stopping the ejector

pump and closing the sea water system valves.
f)
Shut down the chemical injection unit.
g)
Open the air vent.

2.4.4
MARINE GROWTH PREVENTION SYSTEM

Maker:
Type:
The Nippon Corrosion Engineering Co. Ltd.

MGPS TD-2400PS
Power Supply Unit

Input:
Output:
Rating:
Rectification mode:
Enclosure:
440V AC, 3 phase, 60Hz, 10.35A

(LGSP-1 way P-LS1-5)
7V DC, 710A maximum
Continuous
Double star connection half wave
IP44
Electrolytic Cell
Normal electrolysis
current:
Sea water flow into
electrolytic cell:
No. of electrode sets:
Anode:
Cathode:
710A maximum
Above 20m/h
3
Pt-Ti
Steel
Injection Nozzles
Size:
Quantity:
Type:
JIS 5K-40A
5 sets
ICP-4015, STPG370(sch80)
Marine Growth Prevention System Sea Water Service Pump

Maker:
Model:
Type:
Flow rate:

EHC65B
Horizontal centrifugal, motor driven
20m3/h x 20mth
A number of different chlorine compounds are formed during the electrolysis

but they all have the effect of preventing the growth of marine microorganisms. A supply of sea water to the MGPS unit is provided by the MGPS
sea water service pump through a flow meter. Illustration 2.4.4a shows the
arrangement and how it is connected into the sea water cooling system. Sea
water is supplied to the treatment tank at a controlled rate. The electrolysis cell
consists of two copper anodes, two aluminium anodes and one stainless steel
cathode. An electric current is applied to the electrodes from the control unit.
The input to the controller is from the ships 220V single phase system. The
sea water flow rate to the treatment tank is monitored by a flow meter which is
connected to the control unit; should the flow fail an alarm is activated.
Issue: 1
Illustration 2.4.4a Marine Growth Prevention System
2
3
4
5
6
7
8
Key
Ballast Water
Marine Growth
Prevention
System
Air
Steam
Procedure for Operating the Marine Growth Protection

System
a)
Ensure that one of the sea water sea suction chests is open and
that the MGPS sea water service pump is operating.
b)
Adjust the flow meter on the inlet side of the MGPS electrolysis
cell to a value above the minimum for the unit.
c)
Open the vent on the top of the tank until all entrapped air has
been removed.
d)
Ensure power is available to the MGPS control panel.
FI
From
From
7kg/cm2 6kg/cm2
Steam
Service
Air
PI
Switch on the mains power to the unit using the switch in the
bottom left hand corner of the panel. A green neon light will
illuminate.
T233V
IMO No.9301419
FI
41V
From
From
6kg/cm2 7kg/cm2
Steam Service
Air
A156V
T232V
CI
45V
46V
40V
Set the anode currents to the levels specified in the operators

manual by turning the control knobs. A read-out will be shown
in the digital ammeter display.
Water from the MGPS is pumped to the operating sea chest. There should be
a flow to the sea chest which is not operating to prevent marine growth within
the sea chest. The water flow to each sea chest may be adjusted by means of
the flow valves.
All Valves Prefixed

With Letter 'S' Unless
Otherwise Stated
Marine Growth
Prevention
System
Sea Water
Service Pump
(20m3/h x 20mth)
A157V
e)
Source
Running
Abnormal
Start-Stop
DC Output Adjustment
Gauge (Volts)
Gauge (Amps)
From the MGPS the sea water containing the chlorine is distributed to the two
sea suction chests and hence to the ships sea water system.
f)
Chlorine is manufactured in the Marine Growth Prevention System (MGPS)

by the electrolysis of the salt (sodium chlorine) in the sea water.
The MGPS unit is designed for automatic control for two different water flow
conditions, one when the vessel is in a normal sea going condition and one
when the vessel is discharging cargo. The MGPS is switched off when the SW
system is placed on full recirculation.
During operation it is important to vent the top of the treatment tank regularly
to prevent the build up of air pockets inside. It is also a requirement to drain
the tank once per month to remove sediment and the build up of any hydroxide
compounds. Care must be taken not to undertake any burning or welding to the
outside of the treatment tank as it has a 3mm internal rubber lining that may
be damaged.
Introduction
The growth of marine micro-organisms in the ships sea water piping is
prevented by the injection of chlorine at a controlled rate. The chlorine is
injected into the sea suction chests and is circulated throughout the sea water
system by the operating pumps.
5V
6V
Low Sea
Chest
High Sea
Chest
1V
3V
4V
2V
2.5

2.5.1
2.5.2
Auxiliary Central Cooling Fresh Water System
Illustrations
2.5.1a Main Central Cooling Fresh Water System
2.5.2a Auxiliary Central Cooling Fresh Water System
Illustration 2.5.1a Main Central Cooling Fresh Water System

From Fresh Water
Hydrophore Unit
46V
Cooling Fresh Water
Expansion Tank
(1.7m)
47V
PI
TI
PI
TI
37V
LAL
MC
LS

Jacket Fresh Water Air Vent
See Illustration 2.5.2a
To Auxiliary Central Cooling

Fresh Water System
S13V
To / From
Cooling Sea
Water System
S15V
39V
No.1 Central
Fresh Water
Cooler
48V
7kg/cm2
Air
Auto Vent
Unit
PI
TI
PI
TI
S14V
38V
Highest Point
set at 80C
PI
6kg/cm2
Steam
10V
7kg/cm2 Air
TC
TC
T103V
No.2 Fresh
Water Generator
(25 Ton/Day)
set at
36C
S16V
40V
41V
No.2 Central
Fresh Water
Cooler
20V
No.1 Fresh
Water Generator
(25 Ton/Day)
To / From
Cooling Sea
Water System
42V
50V
PAL
MC
51V
PS
53V
TI
Chemical
Cleaning
Tank
PS
54V
TI
52V
13V
TI
TX
TI
TX
TIAH
TIAH
MC
MC
11V
36V
15V
TI
TI
14V
PI
D35V
TI
Main Engine
Hyundai B&W 7S60ME-C
TI
TX
TIAH
MC
7V
TI
TX
TIAH
Oil Detector
MC
PI
No.1
CI
CI
Central Cooling
Fresh
Water Pumps
(800m3/h x 30mth)
32V
31V
Deaerating
LAL Chamber
MC
TI
4V
PI
Main Engine Jacket

Cooling Fresh
Water Pumps CI
(140m3/h x 30mth)
PI
No.2
43V
33V
PS
Scavenge
Air Cooler
CI
34V
LS
6V
Scavenge
Air Cooler
To Feed Filter Tank

From Fresh Water
Hydrophore Unit
19V
Main Engine
Jacket Fresh
Water Preheater
8V
Port Use Cooling

Fresh Water Pump
(400m/h x 25mth)
12V
35V
3V
16V
17V
7kg/cm2 Air
Key
45V
Fresh Water
PI
No.2
No.1
2V
Air
18V
CI
6kg/cm2 Steam
From Auxiliary Central Cooling
Fresh Water System
1V
Sea Water
All System Valves are Prefixed 'W'
Issue: 1
IMO No.9301419

2.5
FRESH WATER COOLING SYSTEMS
2.5.1
MAIN CENTRAL COOLING FRESH WATER SYSTEM
Main Engine Jacket Fresh Water Cooling Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Shin Shin Industries Co., Ltd.

2
C125 VID1
140m3/h at 30mth
Central Fresh Water Coolers

Maker:
No. of sets:
Type:
Model:
Capacity:
Korea PHE Corporation

2
Titanium plate
B110
7,876,100kcal/h (each 60%)
Introduction
The main fresh water cooling system operates to circulate fresh water cooling
through the main engine jacket system and the turbochargers. The fresh water
evaporators utilise the heat in the fresh water cooling system in order to
produce distilled water from sea water.
The main fresh water cooling system has an expansion tank which allows for
expansion of water in the system and is common with the auxiliary central
cooling fresh water system. Make up water to the expansion tank is supplied
from the fresh water hydrophore system. A deaerating tank is fitted in the
circulation system and this connects with the expansion tank. The main fresh
water cooling system incorporates the central fresh water coolers, through
which cooling sea water circulates, together with a preheater. The preheater
utilises steam for heating and is used to maintain a set temperature of the main
engine cooling fresh water system during low load and engine shut downs.
The main engine jacket cooling system has two cooling water pumps rated at
140m3/h with a pressure of 30mth. The system supplies cooling water to the
main engine jackets, cylinder heads and exhaust valves and to the main engine
turbochargers.
Under normal circumstances the main engine will be maintained in a warm

condition ready for operation and one of the main jacket cooling FW pumps
will be operating. The preheater may be operated in order to ensure that there is
sufficient heat in the jacket cooling water to operate the fresh water generator
should that be required when the engine is running at reduced load.
From the jacket cooling FW pumps the jacket cooling FW enters the engine
and is distributed to the cylinder units via a cooling water main. Each cylinder
unit can be isolated and drained. Jacket cooling FW leaves the engine and each
cylinders outward flow is directed to a common outlet main. Jacket cooling
water enters each cylinder unit at the lower end and flows upwards through
the jacket, cylinder cover and exhaust valve before discharging into the outlet
main; this ensures that there is a steady temperature rise from the cooler parts
of the system to the hotter parts. It also ensures that any air trapped in the
circulating cooling FW flows out of the system with the water thus preventing
air pockets which would interfere with effective cooling. The engine outlet
main is connected to the high temperature FW expansion tank. Return cooling
FW from the turbocharger enters the same return main as the water from the
main engine jackets.
The hot water from the jackets is passed through the evaporators, which can be
bypassed when the main engine is on low load or idle, or when the generation
of FW is not required. The evaporators perform a cooling effect on the jacket
water in the high temperature system.
Water from the main engine, via the evaporators or bypassing the evaporator,
flows to the three-way valve at the jacket water cooler. The amount of water
directed to the central coolers is regulated in order to maintain the desired
engine jacket system outlet temperature of 80C. After the evaporators the
fresh water transfers to a common rail where the central cooling fresh water
pumps take suction from before transferring the fresh water through the central
coolers. There is a connection at the deaerating tank from the FW expansion
tank which allows make-up due to losses from the system. The cooler is
circulated with sea water (see section 2.4.1 Cooling Sea Water Systems).
The expansion tank provides a positive head to the system as well as allowing
for thermal expansion. The system can be replenished at the expansion tank
from the fresh water hydrophore tank system. Individual cylinder cooling
jacket systems can be drained to the bilge holding tank.
The system operates on a closed circuit principle. The pumps discharge to the
main engine and turbochargers and the return flows back to the circulating
pump suction via a three-way temperature control valve and to the central
cooling fresh water pump suctions. The temperature controlled three-way
valve regulates the flow of FW through the central coolers and thus maintains
the desired cooling FW temperature at the engine outlet, set at 80C.
Issue: 1
IMO No.9301419
Preparation for the Operation of the Main Central Cooling

Fresh Water System
The following description assumes that the system is being started from cold.
a)
Ensure that the main engine cooling fresh water system is fully
charged with water and that all air is vented from the system.
b)
Ensure that the fresh water expansion tank is at the correct level
and top up from the fresh water system if necessary.
c)

open.
d)
Ensure that all the main engine individual cylinder and

turbocharger inlet and outlet valves are open.
e)
Ensure that all the main engine individual cylinder and

turbocharger vent and drain valves are closed.
f)
Position
Open
Open
Description
No.1 main engine jacket CFW pump suction valve
No.1 main engine jacket CFW pump discharge
valve
Open
No.2 main engine jacket CFW pump suction valve
Open
No.2 main engine jacket CFW pump discharge
valve
Open
Main engine jacket CFW preheater inlet valve
Open
Main engine jacket CFW preheater outlet valve
Throttled
Main engine jacket CFW preheater bypass valve
Closed
Vent valve
Open
Evaporator bypass valve
Closed
No.1 evaporator inlet valve
Closed
No.1 evaporator outlet valve
Closed
No.2 evaporator inlet valve
Closed
No.2 evaporator outlet valve
Operational Three-way temperature control valve
Open
Deaerating chamber inlet valve from expansion
tank
Closed
Isolation valve
Open
Expansion tank outlet valve
Open
FO drain pipe tracing valve
Open
Central cooling manifold inlet valve from expansion
tank
Valve
W01V
W03V
W02V
W04V
W06V
W07V
W08V
W10V
W15V
W11V
W12V
W13V
W14V
W16V
W18V
W45V
W48V
W17V
W43V
Illustration 2.5.1a Main Central Cooling Fresh Water System

From Fresh Water
Hydrophore Unit
46V
Cooling Fresh Water
Expansion Tank
(1.7m)
47V
PI
TI
PI
TI
37V
LAL
MC
LS

Jacket Fresh Water Air Vent
To Auxiliary Central Cooling

Fresh Water System
S13V
To / From
Cooling Sea
Water System
S15V
39V
No.1 Central
Fresh Water
Cooler
48V
7kg/cm2
Air
Auto Vent
Unit
PI
TI
PI
TI
S14V
38V
Highest Point
set at 80C
PI
6kg/cm2
Steam
10V
7kg/cm2 Air
TC
TC
T103V
No.2 Fresh
Water Generator
(25 Ton/Day)
set at
36C
S16V
40V
41V
No.2 Central
Fresh Water
Cooler
20V
No.1 Fresh
Water Generator
(25 Ton/Day)
To / From
Cooling Sea
Water System
42V
PAL
MC
51V
50V
PS
53V
TI
Chemical
Cleaning
Tank
PS
54V
TI
52V
13V
TI
TX
TI
TX
TIAH
TIAH
MC
MC
11V
36V
15V
TI
TI
14V
PI
D35V
TI
Main Engine
Hyundai B&W 7S60ME-C
TI
TX
TIAH
MC
7V
TI
TX
TIAH
Oil Detector
PI
No.2
No.1
CI
CI
Central Cooling
Fresh
Water Pumps
(800m3/h x 30mth)
32V
31V
Deaerating
LAL Chamber
MC
TI
4V
PI
Main Engine Jacket

Cooling Fresh
Water Pumps CI
(140m3/h x 30mth)
PI
43V
33V
PS
Scavenge
Air Cooler
CI
34V
LS
MC
6V
Scavenge
Air Cooler
To Feed Filter Tank

From Fresh Water
Hydrophore Unit
19V
Main Engine
Jacket Fresh
Water Preheater
8V
Port Use Cooling

Fresh Water Pump
(400m/h x 25mth)
12V
35V
3V
16V
17V
7kg/cm2 Air
Key
45V
Fresh Water
PI
No.2
No.1
2V
Air
18V
CI
6kg/cm2 Steam
From Auxiliary Central Cooling
Fresh Water System
1V
Sea Water
Issue: 1
IMO No.9301419

g)
Select one main engine jacket CFW pump as the duty pump.
h)
Start the duty main engine jacket CFW pump, check the engine
cooling system for leaks and once satisfied set the second pump
to standby.
i)
Vent the system, including all engine cylinders.
j)
Supply steam to the preheater and open the condensate outlet

valve.
k)
Test the system for chemical concentration and add chemicals

as required. Check the system for leaks as the temperature of the
jacket cooling system rises.
l)
When the jacket system is at the correct temperature and the

main engine has been warmed through for the desired period of
time, the main engine may be started.
m) When the engine is operating under stable conditions the jacket

water preheater may be shut down and the bypass opened.
n)
Sea water must be circulating through the main engine jacket

FW cooler when the main engine is operating in order to
remove excess heat from the jacket fresh water cooling (see
section 2.4.1 Cooling Sea Water Systems).
o)
When the engine is at full power, circulate water through the

evaporators and operate as required. See the description in
section 2.4.3.
Issue: 1
IMO No.9301419
Illustration 2.5.2a Auxiliary Central Cooling Fresh Water System

To Cooling Fresh Water
Expansion Tank
93V
92V
No.3 Generator Engine
TIAH
MC
TX
TI
No.2 Air
Conditioning
Condenser
TI
PI
PS
TI
No.1 Air
Conditioning
Condenser
TI
PI
PS
No.2 A.C.
Cooler
in E.C.R.
TI
108V
MC
PX
89V
PI
TI
88V
PI
87V
Air Cooler
99V
No.1 A.C.
Cooler
in E.C.R.
To Main Central
Fresh Water System
98V
TIAH
Unit Cooler
in Workshop
MC
102V
TX
107V
PIAL
MC
PX
PI
To / From Unit Cooler in

Cargo Control Room
86V
TI
Lubricating
Oil Cooler
66V
TI
TI
85V
PI
84V
Air Cooler
51V
73V
PI
55V
MC
TX
TI
TI
106V
MC
PX
TI
Lubricating
Oil Cooler
83V
PI
72V
101V
Cooling Fresh Water

Booster Pump (10m3/h x 15mth)
69V
59V
No.2 Main
Air
Compressor
56V
No.1 Main
Air
Compressor
53V
PI
PI
TI
TI
64V
TI
TI
82V
PI
81V
Air Cooler
61V
80V
No.2 Provisions
Refrigerator
Condenser
No.1 Provisions
Refrigerator
Condenser
TI
PI
PS
TI
PI
PS
PI
PI
TI
TI
63V
PI
Issue: 1
60V
105V
104V
Shaft
Bearing
57V
95V
94V
Jacket Pre
Heater Unit
Stern Tube
Lubricating
Oil Cooler
Controlled Pitch
Propeller Hydraulic
Oil Cooler
62V
No. 1 Alternator
Main
Lubricating
Oil Cooler
52V
TI
PIAL
TI
71V
90V
TIAH
74V
No.1 C.O.P.T
Lubricating Oil
Cooler
TI
103V
97V
96V
PI
70V
58V
No. 2 Alternator
TI
65V
TI
TI
76V
No.2 C.O.P.T
Lubricating Oil
Cooler
TI
TI
91V
TI
TI
67V TI
No. 3 Alternator
TI
75V
68V TI
TI
Lubricating
Oil Cooler
No.3 C.O.P.T
Lubricating Oil
Cooler
TI
TI
PIAL
From Main Central Fresh

Water System See Illustration 2.5.1a
TI
Electric
Heater
TS
TI
CI
To Boiler
Circulating
Pump
Key
TI
From Boiler
Circulating
Pump
77V
Atmospheric
Condenser
79V
IMO No.9301419
TI
78V
To Main Central
Fresh Water System
Fresh Water
Lubricating Oil

2.5.2
AUXILIARY CENTRAL FRESH WATER COOLING

SYSTEM
Water in the auxiliary central cooling system circulates through the following
individual systems:
Generator lubricating oil, air and jacket coolers
Central Cooling Fresh Water Pump
Jacket preheater unit
Maker:
No. of sets:
Type:
Model:
Capacity:
No.1 and No.2 refrigeration condensers
No.1 and No.2 main air compressors
No.1 and No.2 air conditioning condensers
No.1 and No.2 engine control room unit coolers
Central fresh water cooler
Port Use Cooling Fresh Water Pump
Main lubricating oil cooler
Maker:
No. of sets:
Type:
Model:
Capacity:
Workshop unit cooler
Stern tube LO oil cooler
CPP hydraulic oil cooler
No.1, No.2 and No.3 COPT LO coolers
Main engine intermediate shaft bearing

2
DB300VID1
800m3/h at 30mth

1
B200VID1
400m3/h at 25mth
Cooling Fresh Water Boost Pump

Maker:
No. of sets:
Type:
Model:
Capacity:

1
SHC40A
10m3/h at 15mth
Introduction
The low temperature central fresh water cooling system incorporates the
following features:
Two central cooling FW pumps, one port use cooling FW

pump and a cooling fresh water boost pump which supply the
system.
Pressure switches on the pump discharges to start the standby
pump on low pressure.
Two central FW coolers which are cooled by sea water.
A common expansion tank which provides a positive head to

the system as well as allowing for thermal expansion. This tank
is topped up from the fresh water hydrophore system via valve
W46V. The positive head ensures that, in the event of a failure
of a central cooler, fresh water leaks into the sea water system
and sea water does not contaminate the fresh water system.
Issue: 1
The auxiliary cooling fresh water circulating pumps draw water from an inlet
header pipe which receives water from the system return lines and discharges
water into the outlet main.
A three-way temperature controlled valve, connected at the central fresh
water cooler outlets, controls the temperature of the auxiliary cooling water
by directing the flow through the cooler when required. Water flowing to the
auxiliary cooling system is a combination of water directly from the pump(s)
and from the coolers. The three-way valve operates to maintain a constant
temperature of 36C at the inlet to the cooling system.
The generator jacket cooling system is supplied by the auxiliary fresh water
cooling system. There are two cooling circuits to each engine. One is fed
directly from the auxiliary system and supplies cooling water to the air and
lubricating oil coolers. The second circuit draws water from the auxiliary
system using an engine driven centrifugal pump. This circuit supplies the
jacket cooling requirements for the engine. As the engine driven pump supplies
water whenever the engine is running, the engines have their own three-way
temperature controlled valve which is set at 79C. As the engine and cooling
water warm up, the valve will automatically adjust and direct the hot water
back to the auxiliary cooling system where it is then cooled in the system
coolers. The engine driven pump draws more water from the auxiliary system
to compensate for the hot water leaving the engine.
IMO No.9301419
The generator engine system is supplied with an electric heater and two
circulating pumps which are used to assist in keeping the generator jacket
temperatures warm during periods when the engine is stopped. The flow of
heated water from the electric heater is in the opposite direction to the normal
flow of cooling water. This method ensures that the heated water only flows
through the generator engines which are idle. A solenoid valve fitted after the
auxiliary FW isolation valve for each generator opens when the generator
engine is stopped allowing heated water to circulate through the engine
jackets.
The pressure created at the outlet from the running generator engine is greater
than the pressure of the heated water supplied by the electric heater circulating
pumps.
Preparation for the Operation of the Auxiliary Central Cooling

Fresh Water System
The following description assumes setting up the system for the first time
using only No.1 central FW cooler with No.2 on standby.
In practise the system will normally be operating with at least one generator
engine running and so heated water will be circulating.
a)
Ensure that the auxiliary central fresh water cooling system

is fully charged with water and that all air is vented from the
system and that the fresh water expansion tank is at the correct
level.
b)
Ensure all pressure gauge and instrumentation valves are open.
c)
Ensure all vent valves are closed.
d)
Set up the valves as shown in the following tables:
Main Engine Auxiliary Central Cooling Fresh Water Valves

Position
Open
Open
Open
Open
Description
Main LO cooler inlet valve
Main LO cooler outlet valve
Main engine intermediate shaft bearing inlet valve
Main engine intermediate shaft bearing outlet valve
Valve
W61V
W64V
W57V
W62V
Illustration 2.5.2a Auxiliary Central Cooling Fresh Water System

To Cooling Fresh Water
Expansion Tank
93V
92V
TIAH
MC
TX
TI
TI
108V
MC
PX
89V
PI
PI
PS
No.1 Air
Conditioning
Condenser
TI
PI
PS
TI
88V
PI
87V
Air Cooler
99V
No. 3 Alternator
To Main Central
Fresh Water System
98V
MC
102V
107V
MC
PX
To / From Unit Cooler in

Cargo Control Room
86V
PI
TI
Lubricating
Oil Cooler
TI
TI
85V
PI
84V
Air Cooler
51V
No.1 A.C.
Cooler
in E.C.R.
TI
MC
TX
55V
TI
TI
106V
MC
PX
Lubricating
Oil Cooler
83V
PI
TI
74V
No.1 C.O.P.T
Lubricating Oil
Cooler
PI
TI
TI
82V
PI
81V
Air Cooler
71V
72V
101V
Cooling Fresh Water

Booster Pump (10m3/h x 15mth)
69V
59V
No.2 Main
Air
Compressor
56V
No.1 Main
Air
Compressor
53V
PI
PI
TI
TI
64V
61V
No.2 Provisions
Refrigerator
Condenser
No.1 Provisions
Refrigerator
Condenser
TI
PI
PS
PI
PI
TI
TI
63V
TI
PI
PI
Issue: 1
Stern Tube
Lubricating
Oil Cooler
60V
Controlled Pitch
Propeller Hydraulic
Oil Cooler
PS
105V
104V
Shaft
Bearing
57V
95V
94V
Jacket Pre
Heater Unit
Main
Lubricating
Oil Cooler
80V
62V
No. 1 Alternator
TI
TI
52V
TI
PIAL
TI
73V
90V
TIAH
76V
No.2 C.O.P.T
Lubricating Oil
Cooler
65V
103V
97V
96V
PI
70V
58V
No. 2 Alternator
TI
66V
TI
TI
PIAL
No.2 A.C.
Cooler
in E.C.R.
Unit Cooler
in Workshop
91V
TX
TI
TI
TI
TIAH
No.3 C.O.P.T
Lubricating Oil
Cooler
TI
67V TI
From Main Central Fresh

Water System See Illustration 2.5.1a
75V
68V TI
TI
Lubricating
Oil Cooler
TI
TI
TI
PIAL
No.2 Air
Conditioning
Condenser
TI
Electric
Heater
TS
TI
CI
To Boiler
Circulating
Pump
Key
TI
From Boiler
Circulating
Pump
77V
Atmospheric
Condenser
79V
IMO No.9301419
TI
78V
To Main Central
Fresh Water System
Fresh Water
Lubricating Oil

Central Fresh Water Cooler System Valves
Position
Open
Open
Open
Open
Open
Open
Operational
Open
Open
Closed
Closed
Description
No.1 central cooling FW pump suction valve
No.1 central cooling FW pump discharge valve
No.2 central cooling FW pump suction valve
No.2 central cooling FW pump discharge valve
Port central cooling FW pump suction valve
Port central cooling FW pump discharge valve
Three-way temperature control valve
No.1 central FW cooler inlet valve
No.1 central FW cooler outlet valve
No.2 central FW cooler inlet valve
No.2 central FW cooler outlet valve
Diesel Generator Engine Preheater Unit LT Fresh Water System Valves

Valve
W31V
W34V
W32V
W35V
W33V
W36V
W41V
W37V
W39V
W38V
W40V
No.1 Diesel Generator Auxiliary Central Fresh Water Valves

Position
Open
Open
Open
Open
Operational
Description
No.1 generator jacket cooling water inlet valve
No.1 generator jacket cooling water outlet valve
No.1 generator vent valve
No.1 generator solenoid outlet valve
No.1 generator temperature control three-way valve
Valve
W81V
W83V
W90V
W82V

Position
Open
Open
Open
Open
Description
Operational
No.2 generator temperature control three-way

valve
Valve
W84V
W86V
W91V
W85V

Position
Open
Open
Open
Open
Operational
Issue: 1
Description
No.3 generator temperature control three-way valve
Valve
W87V
W89V
W92V
W88V
Position
Open
Open
Open
Open
Open
Description
Electric heater supply pump No.1 suction valve
Electric heater supply pump No.1 discharge valve
Electric heater supply pump No.2 suction valve
Electric heater supply pump No.1 discharge valve
Electric heater outlet valve
Valve
Boiler Water Circulating Pump LT Fresh Water Valves

Position
Open
Open
Open
Open
Description
Valve
T37V
T41V
T38V
T42V
Other LT Fresh Water System Valves

Position
Open
Open
Open
Open
Open
Open
Closed
Open
Open
Open
Open
Open
Set
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Description
No.1 refrigeration condenser unit inlet valve
No.1 refrigeration condenser unit outlet valve
No.2 refrigeration condenser unit inlet valve
No.2 refrigeration condenser unit outlet valve
No.1 main air compressor inlet valve
No.1 main air compressor outlet valve
No.1 main air compressor vent valve
No.2 main air compressor inlet valve
No.2 main air compressor outlet valve
No.2 main air compressor vent valve
CFW boost pump suction valve
CFW boost pump discharge valve
CFW boost pump bypass valve
No.1 air conditioning condenser inlet valve
No.1 air conditioning condenser outlet valve
No.2 air conditioning condenser inlet valve
No.2 air conditioning condenser outlet valve
Engine control room unit cooler No.1 inlet valve
Engine control room unit cooler No.1 outlet valve
Engine control room unit cooler No.2 inlet valve
Engine control room unit cooler No.2 outlet valve
Workshop unit cooler inlet valve
Workshop unit cooler outlet valve
IMO No.9301419
Valve
W52V
W55V
W58V
W53V
W56V
W59V
W69V
W70V
W103V
Position
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Operational
Open
Description
CPP hydraulic oil cooler inlet valve
CPP hydraulic oil cooler outlet valve
Stern tube LO cooler inlet valve
Stern tube LO cooler outlet valve
Atmospheric condenser inlet valve
Atmospheric condenser outlet valve
FW expansion header tank valve
No.1 COPT LO cooler inlet valve
No.1 COPT LO cooler outlet valve
Temperature control valve from CCR unit cooler
In line isolation valve from CCR unit cooler
Valve
W104V
W105V
W60V
W63V
W77V
W78V
W93V
W71V
W72V
W73V
W74V
W75V
W76V
W54V
W51V
e)
Start one auxiliary cooling fresh water pump and set the others
to standby.
f)
Ensure sea water cooling is supplied to the central fresh water

cooler, see section 2.4.1.
g)
Check the expansion tank level and replenish if required.
h)
Check the level of chemical treatment and dose as required.
i)
Circulate the auxiliary cooling system and check all users are
being supplied with cooling water at the required temperature
and pressure.
j)
With machinery systems operating check that the correct

temperatures and pressures are being maintained throughout
the system.
k)
Check for system leaks when at operating temperature.
W65V
W67V
W66V
W68V
W101V
W102V
2.6

2.6.1
2.6.2
2.6.3.
2.6.4
2.6.5
Illustrations
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Generator Engine Fuel Oil Service System
2.6.3a Auxiliary Boilers Fuel Oil System
2.6.4a Incinerator Fuel Oil System
2.6.5a Emergency Generator Diesel Oil System

Set
5kg/cm2
Illustration 2.6.1a Main Engine Fuel Oil Service System

From Generator Engine Fuel Oil Return Pipe
Marine Diesel Oil

Service Tank
(56.1m3)
To Heavy Fuel Oil

Overflow Tank Air Vent
135V
Marine Diesel Oil

Settling Tank
(51.5m3)
03V
Heavy Fuel Oil

Service Tank
(88.3m3)
F-33V
02V
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
01V
Main Engine
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
96V
133V
Fuel Oil
Return Pipe
104V
TX TIAHL
MC
MS
106V
107V
To Auxiliary Boiler
LAH
MC
DPAH
MC
112V
PI
111V
CI
PI
MC
PX
PI
PI
LS
Fuel Oil
Collecting
Chamber
DPX
No.1
CI
Main Engine
Fuel Oil Supply Pump
(4.2m3/h x 4kg/cm2)
PI
115V
TI
PAL
Hydraulic
Cylinder
Unit
195V
To Generator Engine
Fuel Oil Supply Pumps
To
Inert Gas
Generator
Fuel Oil Pump
Set
4kg/cm2
Bypass Valve
Set 7.8kg/cm2
To Purifiers
F-29V
113V
To
Oily Bilge
Tank
No.2
Main Engine
(4.2m3/h x 4kg/cm2)
188V
Main Engine
Auto Back Flushing Filter
(50 Micron)
114V
PS PAL
MC
No.1
Main Engine
Fuel Oil Circulation Pump
(6.7m3/h x 10kg/cm2)
PS
From
Air System
PI
118V
132V
128V
TI
120V
FI
129V
130V
131V
PI
TI
PI
123V
No.1 Main Engine
Fuel Oil Heater
DPS DPAH
MC
No.2
Main Engine
(6.7m3/h x 10kg/cm2)
119V
PI
121V
S
To
Fuel Oil Overflow
Tank
PI
TI
126V
PS
PI
To
Fuel Oil Overflow
Tank
No.2 Main Engine

Fuel Oil Heater
TI
127V
VAHL
MC
Viscorator
Key
Fuel Oil
Air
Marine Diesel Oil
Electrical Signal
Steam Tracing
122V
Issue: 1
124V
IMO No.9301419
All System Valves are Prefixed 'F'

2.6
FUEL OIL AND DIESEL OIL SERVICE SYSTEMS
Introduction
2.6.1
MAIN ENGINE FUEL OIL SERVICE SYSTEM
Heavy fuel oil (HFO) is stored on board the vessel in four HFO bunker tanks.
The fuel oil is transferred to the HFO settling tanks by the HFO transfer pump
where any water or sediment can be drained by the use of the self-closing test
cocks. From the HFO settling tanks the fuel can be supplied directly to the
boiler fuel oil system but must pass through the HFO purifying system before
it can be used in the main engine and generator engines.
Main Engine Fuel Oil Supply Pumps

Maker:
Model:
Type:
No. of sets:
Capacity:
Taiko Kikai Industries

NHG-5MAB
Horizontal, motor driven gear
2
4.2m3/h at 4kg/cm2
Main Engine Fuel Oil Circulating Pumps

Maker:
Model:
Type:
No. of sets:
Capacity:

HHB-7. 5MAB
2
6.7m3/h at 10kg/cm2
Main Engine Fuel Oil Heater

Maker:
Model:
No. of sets:
Capacity:
FO inlet temperature:
FO outlet temperature:
Donghwa Entec
Shell and tube
2
6.7m3/h
100C
150C
Automatic Backwash Filter

Maker:
No. of sets:
Type:
Model:
Niikura Corporation
1
Self-cleaning with manual bypass filter
FAB-65
Viscosity Controller
Maker:
No. of sets:
Type:
Model:
Issue: 1
VAF Instruments BV
1
Pneumatic
Series V12
Having been processed in this way, the fuel is directed to the HFO service tank
where it is then supplied to the main engine and generator engines through
independent fuel supply systems. The HFO service tank can also be lined up
to supply the boiler if necessary.
The main engine is designed to run on HFO at all times but has the facility
to switch to marine diesel oil (MDO) if the need should arise. Under normal
running conditions, one of the HFO purifiers will be running at all times, with
the throughput balanced to match the combined fuel consumption of the main
engine and generator engines.
For burning HFO in the main engine and generator engines, the fuel will
need to be heated to the correct viscosity for pumping and fuel injection. The
viscotherm achieves this by regulating the temperature of the fuel in the fuel
oil heaters by controlling the steam supply to those heaters.
All of the HFO pipes are trace heated and lagged to protect personnel
against accidental contact with the pipes and to assist in maintaining fuel
temperature.
Outlet valves from the service and settling tanks are remote quick-closing
with collapsible bridges which can be pneumatically operated from the fire
control station. After being tripped the valves must be reset locally. Each
tank is also fitted with a self-closing test cock to test for and drain any water
present. Tundishes under the self-closing test cocks drain any test liquid to the
oily bilge tank. All tanks and heaters are supplied with saturated steam from
the ships steam supply, with the condensate returning to the feed filter tank,
through an observation tank which is fitted with an oil monitoring unit.
Heated and filtered HFO is supplied to the main engine from the HFO service
tank by one of two FO supply pumps. The second pump will be on automatic
standby and will start in the event of a pressure or voltage failure of the
running pump. The FO supply pumps discharge through a HFO flow meter
to the suction side of the FO circulating pumps. A pressure control valve with
its sensing point on the supply pump discharge, maintains the supply pumps
discharge pressure at 4.0kg/cm2 by recirculating oil from the pump discharge
back to the pump suction.
IMO No.9301419
The return FO from the main engine flows back through the FO return pipe
to the HFO service tank. A pressure regulating valve maintains the pressure in
the fuel main at 5 bar and allows any excess fuel to return to the HFO service
tank. The fuel oil return pipe is fitted with an automatic vent mechanism which
is joined in with the HFO overflow air vent pipe.
FO is drawn from the return pipe and the FO supply pump discharge by one of
two main engine FO circulating pumps. The second pump will be on automatic
standby and will start in the event of a pressure or voltage failure of the running
pump. The FO circulating pumps discharge through one of a pair of main
engine FO heaters where the oil is heated to a temperature corresponding to a
viscosity of 12cSt using steam as a heating medium.
The heated fuel oil then passes through a viscotherm and an automatic back
flush filter which has a bypass filter for use during maintenance on the main
filter. The filter is an automatic self-cleaning unit with an electrically operated
cleaning mechanism that runs at all times.
The high pressure fuel oil lines on the main engine are sheathed and any
leakage into the annular spaces formed by the sheathing is led to a fuel oil
collecting tank. This tank is fitted with a high level alarm which gives advance
warning of a leaking fuel injection pipe. The collecting tank can be drained to
the oily bilge tank.
Preparation for the Operation of the Main Engine Fuel Oil

Service System
a)
Put the HFO purifier in use, filling the service tank from the
desired settling tank.
b)
Ensure the FO supply pump filters are clean.
c)

open.
The following procedure assumes starting the main engine from cold with the
system charged with diesel oil from a shut down condition.
It has been assumed that No.1 FO supply pump, No.1 FO circulating pump and
No.1 FO heater will be used with No.2 isolated.
d)

Set
5kg/cm2

Marine Diesel Oil

Service Tank
(56.1m3)
To Heavy Fuel Oil

135V
Marine Diesel Oil

Settling Tank
(51.5m3)
03V
Heavy Fuel Oil

Service Tank
(88.3m3)
F-33V
02V
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
01V
Main Engine
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
96V
133V
Fuel Oil
Return Pipe
104V
TX TIAHL
MC
MS
106V
107V
To Auxiliary Boiler
LAH
MC
DPAH
MC
112V
PI
111V
CI
PI
MC
PX
PI
PI
LS
Fuel Oil
Collecting
Chamber
DPX
No.1
CI
Main Engine
(4.2m3/h x 4kg/cm2)
PI
115V
TI
PAL
Hydraulic
Cylinder
Unit
195V
To Generator Engine
To
Inert Gas
Generator
Fuel Oil Pump
Set
4kg/cm2
Bypass Valve
Set 7.8kg/cm2
To Purifiers
F-29V
113V
To
Oily Bilge
Tank
No.2
Main Engine
(4.2m3/h x 4kg/cm2)
188V
Main Engine
(50 Micron)
114V
PS PAL
MC
No.1
Main Engine
(6.7m3/h x 10kg/cm2)
PS
From
Air System
PI
118V
132V
128V
TI
120V
FI
129V
130V
131V
PI
TI
PI
123V
No.1 Main Engine
Fuel Oil Heater
DPS DPAH
MC
No.2
Main Engine
(6.7m3/h x 10kg/cm2)
119V
PI
121V
S
To
Fuel Oil Overflow
Tank
PI
TI
126V
PS
PI
To
Fuel Oil Overflow
Tank
No.2 Main Engine

Fuel Oil Heater
TI
127V
VAHL
MC
Viscorator
Key
Fuel Oil
Air
Marine Diesel Oil
Electrical Signal
Steam Tracing
122V
Issue: 1
124V
IMO No.9301419


Position
Closed
Closed
Closed
Open
Open
Open
Open
Open
Open
Set
Open
Open
Closed
Open
Open
Open
Open
Open
Open
Closed
Closed
Open
Open
Closed
Set
Set
Operational
Open
Description
HFO service tank quick-closing suction valve
HFO service/settling tank crossover valve
HFO isolation valve
MDO service tank quick-closing suction valve
MDO supply valve to main engine fuel main
No.1 FO supply pump suction valve
No.1 FO supply pump discharge valve
4kg/cm2 pressure regulating valve
Flow meter inlet valve
Flow meter outlet valve
Flow meter bypass valve
No.1 FO circulating pump suction valve
No.1 FO circulating pump discharge valve
No.1 FO heater inlet valve
No.1 FO heater outlet valve
Viscotherm inlet valve
Viscotherm outlet valve
Viscotherm bypass valve
FO auto-back flushing filter inlet valve
FO auto-back flushing filter outlet valve
5kg/cm2 pressure control valve
Main engine fuel oil return valve to return pipe
Valve
F01V
F195V
F106V
F03V
F107V
F111V
F113V
F112V
F114V
F115V
F118V
F119V
F120V
F121V
F123V
F122V
F124V
F126V
F128V
F127V
F129V
F130V
F131V
F132V
F188V
F135V
F133V
The main engine will operate on MDO without steam heating being supplied
to the FO heaters.
e)
Start No.1 FO supply pump and wait for the pressure to stabilise
before starting No.1 FO circulating pump.
f)
Ensure trace heating is on to the fuel oil service system

pipelines.
g)
Switch the viscotherm to MANUAL.
Issue: 1
Fuel Changeover
c)
The main engine is designed to run on HFO at all times. However, changeover
to MDO can become necessary if, for instance, the vessel is expected to have
a prolonged inactive period with a cold engine due to:
A major repair of the main engine or the fuel oil system.
A docking.
A failure of the HFO steam heating supply.
Changeover can be performed at any time, during engine running or during

engine standstill. In order to prevent fuel pump and injector sticking/scuffing,
poor combustion or fouling of the gas ways, it is very important to carefully
follow the changeover procedures.
Changeover Procedure from Marine Diesel Oil to Heavy Fuel

Oil during Running
To protect the main engine injection equipment against rapid temperature
changes, which may cause sticking and scuffing of the fuel valves, fuel
pump plungers and suction valves, the changeover is carried out as follows
(manually):
a)
First, ensure that the HFO in the service tank is at normal

temperature level.
b)
Reduce the engine load to 75% of MCR load. Then, by means

of manual control of the viscosity regulator, the MDO is heated
to a maximum 60-80C.
In order to maintain the lubrication ability of the MDO and thus minimise the
risk of plunger scuffing and the consequent risk of sticking this preheating
should be regulated to give a temperature rise of approximately 2C per
minute.
Due to the above mentioned risk of sticking/scuffing of the fuel injection
equipment, the temperature of the HFO in the service tank must not be more
than 25C higher than the heated diesel oil in the system (60-80C) at the time
of change over.
Note: The diesel oil viscosity should not drop below 2cSt, as this might
cause fuel pump and fuel valve scuffing, with the risk of sticking. For some
light diesel oils (gas oil), this will limit the upper temperature to somewhat
below 80C.
IMO No.9301419
When 60-80C has been reached, the change to HFO can be

performed by setting the valves as shown in the following
table:
Position
Open
Closed
Open
Closed
Closed
Open
Open
Open
Open
Set
Open
Open
Closed
Open
Open
Open
Open
Open
Open
Closed
Closed
Open
Open
Closed
Set
Set
Operational
Open
Description
HFO service/settling tank crossover valve
HFO isolation valve
Flow meter inlet valve
Flow meter outlet valve
Flow meter bypass valve
Viscotherm inlet valve
Viscotherm outlet valve
Viscotherm bypass valve
FO auto-back flushing filter inlet valve
FO auto-back flushing filter outlet valve
5kg/cm2 pressure control valve
Main engine fuel oil return valve to return pipe
Valve
F01V
F195V
F106V
F03V
F107V
F111V
F113V
F112V
F114V
F115V
F118V
F119V
F120V
F121V
F123V
F122V
F124V
F126V
F128V
F127V
F129V
F130V
F131V
F132V
F188V
F135V
F133V
d)
Slowly, manually start supplying steam heating to No.1 FO

heater and raise the temperature of the fuel to approximately
110C.
e)
When the set point is reached on the viscosity controller, change

its setting to AUTOMATIC.
f)
Open the steam inlet valve to No.1 FO heater fully.

Set
5kg/cm2

Marine Diesel Oil

Service Tank
(56.1m3)
To Heavy Fuel Oil

135V
Marine Diesel Oil

Settling Tank
(51.5m3)
03V
Heavy Fuel Oil

Service Tank
(88.3m3)
F-33V
02V
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
01V
Main Engine
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
96V
133V
Fuel Oil
Return Pipe
104V
TX TIAHL
MC
MS
106V
107V
To Auxiliary Boiler
LAH
MC
DPAH
MC
112V
PI
111V
CI
PI
MC
PX
PI
PI
LS
Fuel Oil
Collecting
Chamber
DPX
No.1
CI
Main Engine
(4.2m3/h x 4kg/cm2)
PI
115V
TI
PAL
Hydraulic
Cylinder
Unit
195V
To Generator Engine
To
Inert Gas
Generator
Fuel Oil Pump
Set
4kg/cm2
Bypass Valve
Set 7.8kg/cm2
To Purifiers
F-29V
113V
To
Oily Bilge
Tank
No.2
Main Engine
(4.2m3/h x 4kg/cm2)
188V
Main Engine
(50 Micron)
114V
PS PAL
MC
No.1
Main Engine
(6.7m3/h x 10kg/cm2)
PS
From
Air System
PI
118V
132V
128V
TI
120V
FI
129V
130V
131V
PI
TI
PI
123V
No.1 Main Engine
Fuel Oil Heater
DPS DPAH
MC
No.2
Main Engine
(6.7m3/h x 10kg/cm2)
119V
PI
121V
S
To
Fuel Oil Overflow
Tank
PI
TI
126V
PS
PI
To
Fuel Oil Overflow
Tank
No.2 Main Engine

Fuel Oil Heater
TI
127V
VAHL
MC
Viscorator
Key
Fuel Oil
Air
Marine Diesel Oil
Electrical Signal
Steam Tracing
122V
Issue: 1
124V
IMO No.9301419

HFO is now circulating through the system and No.2 FO supply and FO
circulating pumps can be switched to standby.
The system is now ready for operation of the main engine on HFO.
Change Over from Heavy Fuel Oil to Marine Diesel Oil during
Running
To protect the fuel oil injection equipment against rapid temperature changes,
which may cause scuffing with the risk of sticking of the fuel valves and of the
fuel pump plungers and suction valves, the change over to MDO is performed
manually, as follows:
a)
Ideally the diesel oil in the MDO service tank is at 50C, if

possible.
b)
Shut off the steam supply to the fuel oil heater and steam
tracing.
c)
Reduce the engine load to 75% of MCR load.
d)
Change to MDO when the temperature of the HFO in the main

engine heater has dropped to about 25C above the temperature
in the MDO service tank, however, not below 75C.
e)
Open the MDO in line suction valve F107V and open the MDO
service tank quick-closing suction valve F03V.
f)
Close the HFO service tank isolation valve F106V and the
quick-closing HFO service tank suction valve F01V.
Note: If, after the changeover, the temperature at the heater suddenly drops
considerably, the transition must be moderated by supplying a little steam
to the heater, which now contains MDO. Overheating must be avoided to
prevent the MDO gassing in the pipework.
Issue: 1
IMO No.9301419
Illustration 2.6.2a Generator Engine Fuel Oil Service System

From Inert Gas Generator Fuel Oil Pump
184V
To Heavy Fuel Oil

Generator Engine
Fuel Oil Return Pipe
Marine Diesel Oil
Service Tank
(56.1m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
From
Air System
PI
PI
From
7kg/cm2 Air
System
No.3 Generator
Engine
DPAH
DPX
MC
Set
2kg/cm2
PIAH
MC
PT
LAH
PI
183V
LS
186V
173V
170V
182V
TI
Generator Engine
Auto Back
Flushing Filter
(10 Micron)
102V
103V
To Purifiers
F-29V
CI
PI
Fuel Oil
Leak Alarm
Tank
176V
179V
MS
To Main Engine
Fuel Oil System
107V
To Fuel Oil Overflow Tank
Generator Engine
Marine Diesel Oil
Flushing Pump
(1.26m3/h x 6kg/cm2)
To Auxiliary Boilers
165V
163V
No.2 Generator
Engine
PIAH
MC
To Inert Gas
Generator
Fuel Oil Pump
MS
142V
Viscorator
164V
166V
PT
LS
141V
VAHL
172V
MC
143V
144V
162V
TI
Set
4kg/cm2
CI
147V
PI
No.1 and No.2

Generator Engine
(1.2m3/h x 4kg/cm2)
CI
181V
TI
TI
PI
Fuel Oil
Leak Alarm
Tank
175V
178V

Fuel Oil Heater
TI
145V
169V
161V
PI

Fuel Oil Heater
PI
146V
LAH
PI
TI
160V
No.1 Generator
Engine
159V
PIAH
MC
DPAH
PT
MC
PAL PS
MC
LS
PI
PS
150V
PI
171V
168V
180V
TI
FI
151V
154V
156V
No.1 and No.2
Generator Engine
Fuel Oil Boost Pump
(2.2m3/h x 8kg/cm2)
152V
From
Air System
PI
Key
Steam Tracing
Marine Diesel Oil
Air
PS
174V
Fuel Oil
Leak Alarm
Tank
177V
PI
155V
Fuel Oil
157V
Set 6kg/cm2
Electrical Signal
All System Valves are Prefixed 'F' Unless Otherwise Stated
Issue: 1
LAH
PI
DPS
Set 7kg/cm2
To Oily Bilge Tank
IMO No.9301419

2.6.2
GENERATOR ENGINE FUEL OIL SERVICE SYSTEM
Generator Engine Fuel Oil Supply Pump

Maker:
Model:
Type:
No. of sets:
Capacity:

NHG-2MAB
2
1.2m3/h at 4kg/cm2
Generator Engine Fuel Oil Boost Pump

Maker:
Model:
Type:
No. of sets:
Capacity:

HHB-2. 5MAB
2
2.2m3/h at 8kg/cm2
Model:
Type:
Capacity:
R25-16 FL-2-DB-50
Horizontal, air motor driven gear
1.26m3/h at 6kg/cm2
Introduction
The three generator engines are designed to run on heavy fuel oil (HFO) at all
times but have the facility to switch to marine diesel oil (MDO) if the need
should arise.
Heated and filtered HFO is supplied to the three generator engines from the
HFO service tank. The fuel is supplied to the generator engines by one of two
FO supply pumps. The second pump will be on automatic standby and will
start in the event of a discharge pressure drop or a voltage failure of the running
pump. The FO supply pumps discharge through a FO flow meter to the suction
side of the FO boost pumps. A pressure control valve with its sensing point on
the supply pump discharge, maintains the supply pumps discharge pressure
at 4.0kg/cm2 by recirculating oil from the pump discharge back to the pump
suction.
Generator Engine Fuel Oil Heater

Maker:
Type:
No. of sets:
Capacity:
Donghwa Entec
Shell and tube
2
2.2m3/h
100C
150C
Generator Engine Automatic Backwash Filter

Maker:
No. of sets:
Type:
Model:
Niikura Corporation
1
Self-cleaning with manual bypass filter
FAB-25
Generator Engine Viscosity Controller

Maker:
No. of sets:
Type:
Model:
VAF Instruments BV
1
Pneumatic
Series V12
Generator Engine Marine Diesel Oil Flushing Pump

Maker:
No. of sets:
Issue: 1
Rickmeier
1
The MDO flushing pump is fitted to pressurise the generator engine diesel
oil supply line which enables one or more generator engine to be operated on
diesel oil independent of other generator engines. This arrangement allows a
generator engines fuel system to be flushed through with diesel oil prior to
shutting down for maintenance.
The return FO from the generator engines flows back through the FO return
pipe to the generator FO return pipe. The generator engine FO return pipe is
fitted with an automatic vent mechanism which has a return to the HFO service
tank.
FO is drawn from the generator engine return pipe and the generator engine
FO supply pump discharge by one of two generator engine FO boost pumps.
The second pump will be on automatic standby and will start in the event
of a discharge pressure drop to 70kg/cm2 or a voltage failure of the running
pump.
The FO boost pumps discharge through one of a pair of generator engine FO
heaters, where the oil is heated to a temperature corresponding to a viscosity
of 12cSt using steam as a heating medium.
The heated fuel oil then passes through a viscotherm and an automatic back
flush filter, which has a bypass filter for use during maintenance on the main
filter. The filter is an automatic self-cleaning unit, with an electrically operated
cleaning mechanism that runs at all times.
Preparation for the Operation of the Generator Engine Fuel

Oil Service System
a)
Put the HFO purifier in use, filling the service tank from the
desired settling tank.
b)
Ensure the generator FO supply pump filters are clean.
c)
Ensure that all the instrumentation valves are open.
The following procedure assumes the generator FO system is to operate on

MDO with No.1 FO supply pump, No.1 FO boost pump and No.1 FO heater
being used with No.2 isolated.
d)
Position
Closed
Closed
Open
Closed
Closed
Open
Open
Open
Open
Open
The heated fuel oil flows to the generator engine fuel rail on the suction side of
the fuel oil injection pumps. Individual fuel injection pumps on the generator
engine take suction from the fuel rail with any excess fuel being returned to
the fuel oil return pipe.
Set
Open
Closed
Open
Open
The generator engine fuel oil service system can be supplied with either HFO
or MDO, but will normally be supplied with HFO, only changing over to MDO
during maintenance and long shut down periods such as dry docking.
Open
IMO No.9301419

Description
HFO supply valve to generator engine fuel main
MDO flushing pump suction valve
MDO supply valve to generator engine fuel main
No.1 generator engine FO supply pump suction
valve
No.1 generator engine FO supply pump discharge
valve
No.2 generator engine FO supply pump suction
valve
No.2 generator engine FO supply pump discharge
valve
Generator engine flow meter inlet valve
Generator engine flow meter outlet valve
Generator engine flow meter bypass valve
No.1 generator engine FO boost pump suction
valve
No.1 generator engine FO boost pump discharge
valve
Valve
F02V
F141V
F03V
F107V
F142V
F143V
F145V
F144V
F146V
F147V
F150V
F151V
F152V
F154V
F156V

184V
To Heavy Fuel Oil

Generator Engine
Marine Diesel Oil
Service Tank
(56.1m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
From
Air System
PI
PI
From
7kg/cm2 Air
System
No.3 Generator
Engine
DPAH
DPX
MC
Set
2kg/cm2
PIAH
MC
PT
LAH
PI
183V
LS
186V
173V
170V
182V
TI
Generator Engine
Auto Back
Flushing Filter
(10 Micron)
102V
103V
To Purifiers
F-29V
CI
PI
Fuel Oil
Leak Alarm
Tank
176V
179V
MS
To Main Engine
Fuel Oil System
107V
Generator Engine
Marine Diesel Oil
Flushing Pump
(1.26m3/h x 6kg/cm2)
165V
163V
No.2 Generator
Engine
PIAH
MC
To Inert Gas
Generator
Fuel Oil Pump
MS
142V
Viscorator
164V
166V
PT
LS
141V
VAHL
172V
MC
143V
144V
162V
TI
Set
4kg/cm2
CI
147V
PI
No.1 and No.2

Generator Engine
(1.2m3/h x 4kg/cm2)
CI
181V
TI
TI
PI
Fuel Oil
Leak Alarm
Tank
175V
178V

Fuel Oil Heater
TI
145V
169V
161V
PI

Fuel Oil Heater
PI
146V
LAH
PI
TI
160V
No.1 Generator
Engine
159V
PIAH
MC
DPAH
PT
MC
PAL PS
MC
LS
PI
PS
150V
PI
171V
168V
180V
TI
FI
151V
154V
156V
No.1 and No.2
Generator Engine
Fuel Oil Boost Pump
(2.2m3/h x 8kg/cm2)
152V
From
Air System
PI
Key
Steam Tracing
Marine Diesel Oil
Air
PS
174V
Fuel Oil
Leak Alarm
Tank
177V
PI
155V
Fuel Oil
157V
Set 6kg/cm2
Electrical Signal
Issue: 1
LAH
PI
DPS
Set 7kg/cm2
To Oily Bilge Tank
IMO No.9301419

Position
Open
Description
No.2 generator engine FO boost pump suction
valve
Open
No.2 generator engine FO boost pump discharge
valve
Open
No.1 generator engine FO heater inlet valve
Open
No.1 generator engine FO heater outlet valve
Closed
No.2 generator engine FO heater inlet valve
Closed
No.2 generator engine FO heater outlet valve
Set
Generator engine automatic back flushing filter
inlet valve
Set
Generator engine automatic back flushing filter
outlet valve
Open
Generator engine viscotherm inlet valve
Operational Generator engine viscotherm outlet valve
Open
Generator engine viscotherm bypass valve
Set
Generator engine HFO 7kg/cm2 pressure regulating
valve
Open
Generator engine FO return pipe inlet valve
Closed
Generator engine FO return to HFO service tank
Valve
F155V
F157V
F160V
F162V
F159V
F161V
F183V
F184V
No.1 Generator Engine Fuel Oil Service Valves

Position
Open
Open
Open
Closed
Open
Description
No.1 generator HFO supply valve
No.1 generator FO isolation valve
No.1 generator HFO return valve
No.1 generator MDO supply valve
No.1 generator MDO return valve
Valve
F171V
F168V
F177V
F174V
F180V

Position
Open
Open
Open
Closed
Open
Description

Position
Open
Open
Open
Closed
Open
Valve
F172V
F169V
F178V
F175V
F181V
Description
Valve
F173V
F170V
F179V
F176V
F182V
The generator engines will operate on MDO without steam heating supplied
to the heaters.
e)
F163V
F164V
F165V
f)
Ensure trace heating is on to the fuel oil service system

pipelines.
The engine operating on MDO can then be unloaded and changed to HFO
operation in the same manner. The following procedure assumes No.1
generator is to be changed to run on HFO.
a)
Position
Open
Open
Closed
Closed
b)
Switch the viscotherm to MANUAL.
Under normal circumstances the system will be primed and operating on HFO.
A change to MDO is only made for emergency reasons or if an engine is to be
shut down or the fuel system is to undergo maintenance. The fuel system of an
engine may be flushed through with MDO by use of the MDO flushing pump
prior to stopping or after stopping to facilitate maintenance.
For dry docking or a similar prolonged stay in port the entire generator engine
fuel system must be changed to MDO and prior to being put back into service
the entire system should be changed back to HFO.
If only one engine is to be changed to diesel oil operation that engine should
be running off load to avoid possible electrical supply problems.
Procedure to Change the Generator Engine Fuel Oil Service

System from Operating on Marine Diesel Oil to Heavy Fuel
Oil
After dry docking or a similar prolonged stay in port with the generator fuel
system on MDO, a change over to HFO operation is required when the ship is
to enter service.
The procedure for changing the generator engines from MDO to HFO
operation is similar to changing the main engine from MDO to HFO operation
The generator engine fuel injection equipment must be protected against rapid
temperature changes to avoid mechanical damage.
Set the FO service tank supply valves as shown in the following

table:
Description
HFO supply valve to generator engine fuel main
MDO supply valve to generator engine fuel main
Valve
F02V
F141V
F03V
F142V
Open the HFO outlet valve from No.1 generator engine F177V
and close the MDO outlet valve F180V.
CAUTION
When changing over a generator engine FO system it is important to
ensure there is no cross contamination of fuel oil.
c)
Open the HFO inlet valve to No.1 generator engine F171V and
close the MDO inlet valve to No.1 generator engine F174V.
No.1 generator engine is now running on HFO with the excess fuel returning
to the generator engine FO return pipe.
Procedure to Change the Generator Engine Fuel Oil System

from Operation on Heavy Fuel Oil to Marine Diesel Oil
The procedure for changing the generator engines from MDO to HFO
operation is similar to changing the main engine from MDO to HFO operation
The generator engine fuel injection equipment must be protected against rapid
temperature changes to avoid mechanical damage.
The electrical load on the operating generator engines should be as low as
possible when undertaking this changeover. Since the entire fuel system is to
be changed to MDO, all three generator engines should be running to ensure
that the entire fuel system is included.
To avoid electrical supply instability it might be preferable to retain one

generator engine operating on MDO whilst the main fuel system along with
the other two generator engines, are changed to HFO. The generator engines
whose fuel systems have been changed to HFO may then be started and
allowed to take the electrical load.
Issue: 1
IMO No.9301419

184V
To Heavy Fuel Oil

Generator Engine
Marine Diesel Oil
Service Tank
(56.1m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
From
Air System
PI
PI
From
7kg/cm2 Air
System
No.3 Generator
Engine
DPAH
DPX
MC
Set
2kg/cm2
PIAH
MC
PT
LAH
PI
183V
LS
186V
173V
170V
182V
TI
Generator Engine
Auto Back
Flushing Filter
(10 Micron)
102V
103V
To Purifiers
F-29V
CI
PI
Fuel Oil
Leak Alarm
Tank
176V
179V
MS
To Main Engine
Fuel Oil System
107V
Generator Engine
Marine Diesel Oil
Flushing Pump
(1.26m3/h x 6kg/cm2)
165V
163V
No.2 Generator
Engine
PIAH
MC
To Inert Gas
Generator
Fuel Oil Pump
MS
142V
Viscorator
164V
166V
PT
LS
141V
VAHL
172V
MC
143V
144V
162V
TI
Set
4kg/cm2
CI
147V
PI
No.1 and No.2

Generator Engine
(1.2m3/h x 4kg/cm2)
CI
181V
TI
TI
PI
Fuel Oil
Leak Alarm
Tank
175V
178V

Fuel Oil Heater
TI
145V
169V
161V
PI

Fuel Oil Heater
PI
146V
LAH
PI
TI
160V
No.1 Generator
Engine
159V
PIAH
MC
DPAH
PT
MC
PAL PS
MC
LS
PI
PS
150V
PI
171V
168V
180V
TI
FI
151V
154V
156V
No.1 and No.2
Generator Engine
Fuel Oil Boost Pump
(2.2m3/h x 8kg/cm2)
152V
From
Air System
PI
Key
Steam Tracing
Marine Diesel Oil
Air
PS
174V
Fuel Oil
Leak Alarm
Tank
177V
PI
155V
Fuel Oil
157V
Set 6kg/cm2
Electrical Signal
Issue: 1
LAH
PI
DPS
Set 7kg/cm2
To Oily Bilge Tank
IMO No.9301419

Procedure for Changing Over Fuel on One Generator Engine
Only
Note: The procedure for flushing through the engine fuel system with MDO
whilst the engine is still running is the same. The MDO flushing pump must
remain running whilst a generator engine is operating on MDO.
It is possible to purge the fuel system of one engine and replace the HFO
with MDO to assist in maintenance while the other generator engines remain
operating on HFO. This procedure requires operation of the MDO flushing
pump.
The individual engine HFO and MDO outlet valves must be set so that cross
contamination of excess fuel is avoided.
The example given assumes that generator engines No.1 and No.2 are to
remain operating on HFO and No.3 generator engine fuel system is to be
flushed with MDO. Ideally the engine to be flushed through should either
be operating off load or stopped. The following description assumes that the
engine is stopped.
a)
Set the additional valves as in the following table. Valves for

the normal operation of the generator engines on HFO remain
unchanged.
Position
Open
Closed
Closed
Open
Open
Open
Closed
Closed
Open
Open
b)
Description
MDO service tank quick-closing outlet valve
MDO isolation valve to main engine fuel main
MDO isolation valve to generator engine fuel
main
MDO flushing pump suction valve
MDO flushing pump discharge valve
No.3 generator engine MDO inlet valve
No.3 generator engine HFO inlet valve
No.3 generator engine MDO outlet valve
No.3 generator engine HFO outlet valve
No.3 generator fuel isolation valve
Valve
F03V
F107V
F142V
F176V
F173V
F182V
F179V
F170V
Start the MDO flushing pump.
MDO will be pumped by the MDO flushing pump to No.3 generator engine.
Because the HFO outlet valve is open the excess HFO in No.3 engine system
will be displaced by the MDO to the generator engine FO return pipe.
c)
When No.3 generator engine fuel system is completely charged

with MDO, stop the generator engine MDO flushing pump and
close all fuel valves to and from No.3 generator engine.
Issue: 1
IMO No.9301419
Illustration 2.6.3a Auxiliary Boilers Fuel Oil System

To Main Engine
273V
272V From
Air System
G111
F73
To Atmospheric Condenser
No.1
Heavy Fuel Oil
Settling Tank
(80.5m3)
No.2
Heavy Fuel Oil
Settling Tank
(80.5m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
F17
7kg/cm2
T-212V
Auxiliary Atomising Steam
PI
T-211V
T-213V
F92
F-101V
F-106V
From
7kg/cm2 Air System
Atomising Steam
From Boiler Drum
F-104V
F-196V
F-195V
278V
F87
XS
PI
267V
XS
PT
PI
No.1
Auxiliary Boiler
MS
From
Marine Diesel Oil
Tank
251V
G115
252V
XS
XS
PI
TI
PIAL
MC
PX
G101
G102
G100
MC
TI
Key
FI
F99
No.1
Fuel Oil
No.2
PI
PI
Marine Diesel Oil
F17
G97
PI
PI
TX
Set
10kg/cm2
PI
M
PI
PI
TIAL
Boiler
Fuel Oil Pumps
(7.8m3/h x 25kg/cm2)
T-221V
T-220V
PI
TT
T-222V
276V
266V
260V
258V
From Atomising
7kg/cm2 Air System
Atomising Steam
From Boiler Drum
PT
274V
277V
PI
PI
PI
XS
PI
PT
PI
No.2
Auxiliary Boiler
DPX
S
S
TI
Electrical Signal
F87
XS
F92
TI
Steam Tracing
PI
Boiler Marine Diesel

Oil Ignition Pump
Steam
F73
XS
XS
PI
PI
TI
275V
No.1 Heavy Fuel Oil
Boiler Heater
TI
No.2 Heavy Fuel Oil

Boiler Heater
PIAL
MC
TI
PX
PI
TIAL
MC
TX
TI
257V
F99
259V
Issue: 1
To Fuel Oil
Overflow Tank
PI
FI
7kg/cm2
From
Air System
IMO No.9301419

2.6.3
AUXILIARY BOILERS FUEL OIL SYSTEM
Boiler Fuel Oil Supply Pump

Maker:
Type:
Model:
Capacity at 380cSt:
Operating pressure:
Aalborg
Screw pump
DMS11/6500.CAC.800
7.974m3/h
25 bar
Diesel Oil Ignition Pump

Maker:
Type:
Operating pressure:
Aalborg
RSA Gear pump
0.1-4 bar
Boiler Engine Fuel Oil Heater

Maker:
Type:
No. of sets:
Capacity:
Donghwa Entec
Shell and Tube
2
5.8m3/h
60C
145C
Boiler Automatic Backwash Filter

Maker:
No. of sets:
Model:
Type:
Capacity:
Nikura
1
FAA-030-65
Self-cleaning, duplex
7.8m3/h
Introduction
Fuel oil for the auxiliary boilers main burner may be supplied from the
following tanks:
HFO service tank
MDO service tank
MDO settling tank
Issue: 1
Diesel oil is supplied to the boilers from the MDO service tank for starting
from cold and for operating the auxiliary boiler when the HFO system is not
functioning.
Diesel oil from the MDO service tank is always used to provide the boiler pilot
light in order to provide ignition for fuel supplied through the main burner.
The fuel oil being supplied to the main burner is supplied by means of two FO
supply pumps, one of which will be operating and the other on standby. The
HFO is heated before being supplied to the boiler burner and this is achieved at
the auxiliary boiler FO heaters located after the FO supply pumps; the heaters
are provided with a steam supply for heating and the supply being regulated
via a temperature control valve.
The heaters can be bypassed if necessary when burning MDO. All fuel oil
pipework is trace heated by small bore steam pipes laid adjacent to the fuel oil
pipe and encased in the same insulation.
A three-way valve with connections to the HFO service tank and the MDO
service tank is located before the fuel oil supply pumps so that the required
fuel source may be selected.
Fuel supply pressure to the boilers is regulated by means of the control valve
in the supply line which is fitted after the FO supply pumps and returns to
the boiler FO return pipe. The pressure control valve may be bypassed if
required.
Heated HFO from the heater, or MDO bypassing the heater, is directed to
the boiler burner unit which employs steam atomising, or air atomising when
flashing up on MDO or when no steam is available. The supply of fuel oil to
the burners is regulated by the boiler control systems and a three-way valve
directs oil to the burners when required or to a recirculation line when the
burners are switched off by the control system.
Recirculating oil from the boilers discharges back to the return pipe or the HFO
settling tanks. A three-way valve, operated by the control systems, regulates
the flow and when the boilers are in normal service the recirculating oil will
flow to the boiler FO return pipe. When changing from HFO to MDO or viceversa, the boiler control systems sense that the three way suction valve G115V
has been moved and automatically redirects the recirculating oil back to the
settling tanks for a set period.
The pump outlet pressure sensing point activates the pump changeover in the
event of low pressure which indicates FO burner supply pump failure.
The boilers have a MDO ignition pump which takes suction from the MDO
service and settling tanks, via the pump suction filter, and supplies MDO to
the pilot burners. The pilot burner supply solenoid valve is controlled by the
automatic combustion control system.
IMO No.9301419
Procedure for the Operation of the Auxiliary Boilers Fuel Oil

Service System
The following procedure assumes that No.1 auxiliary boiler is to be started
from cold using No.1 FO pump with MDO being supplied from the MDO
service tank. After successful ignition of the boiler burner the FO system will
be changed over from MDO to HFO supplied from No.1 HFO settling tank
through No.1 FO heater.
a)
Check the levels of oil in the HFO service and settling tanks, the
MDO service tank and replenish as necessary.
b)
Check that all of the filters are clean.
c)
Ensure that all instrumentation valves are open and that the
instruments are reading correctly.
d)
Ensure that the control system is functioning and that there is

power at the boiler and combustion control system.
e)
Check that there is compressed air available for the combustion

and control system.
f)
Position
Open
Closed
Closed
Open
Open
Set
Open
Set
Open
Open
Set
Open
Open
Closed
Closed
Closed
Closed
Description
No.1 HFO settling tank quick-closing suction
valve
No.2 HFO settling tank quick-closing suction
valve
HFO isolation valve
MDO isolation valve
MDO/HFO three way valve
FO return pipe isolation valve
FO supply pump three way suction valve
Fuel pressure regulating valve
Fuel pressure regulating valve inlet valve
Fuel pressure regulating valve outlet valve
Fuel pressure regulating valve bypass valve
Valve
F104V
F196V
F278V
F03V
F251V
G115V
F267V
G100V
G97V
G101V
G102V
F257V
F258V
F259V
Illustration 2.6.3a Auxiliary Boilers Fuel Oil System

To Main Engine
273V
272V From
Air System
G111
F73
No.1
Heavy Fuel Oil
Settling Tank
(80.5m3)
No.2
Heavy Fuel Oil
Settling Tank
(80.5m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
F17
7kg/cm2
T-212V
PI
T-211V
T-213V
F92
F-101V
F-106V
From
7kg/cm2 Air System
Atomising Steam
From Boiler Drum
F-104V
F-196V
F-195V
278V
F87
XS
PI
267V
XS
PT
PI
No.1
Auxiliary Boiler
MS
From
Marine Diesel Oil
Tank
251V
G115
252V
XS
XS
PI
TI
PIAL
MC
PX
G101
G102
G100
MC
TI
Key
FI
F99
No.1
Fuel Oil
No.2
PI
PI
Marine Diesel Oil
F17
G97
PI
PI
TX
Set
10kg/cm2
PI
M
PI
PI
TIAL
Boiler
Fuel Oil Pumps
(7.8m3/h x 25kg/cm2)
T-221V
T-220V
PI
TT
T-222V
276V
266V
260V
258V
From Atomising
7kg/cm2 Air System
Atomising Steam
From Boiler Drum
PT
274V
277V
PI
PI
PI
XS
PI
PT
PI
No.2
Auxiliary Boiler
DPX
S
S
TI
Electrical Signal
F87
XS
F92
TI
Steam Tracing
PI
Boiler Marine Diesel

Oil Ignition Pump
Steam
F73
XS
XS
PI
PI
TI
275V
No.1 Heavy Fuel Oil
Boiler Heater
TI
No.2 Heavy Fuel Oil

Boiler Heater
PIAL
MC
TI
PX
PI
TIAL
MC
TX
TI
257V
F99
259V
Issue: 1
To Fuel Oil
Overflow Tank
PI
FI
7kg/cm2
From
Air System
IMO No.9301419

Position
Closed
Open
Open
Set
Description
FO heater bypass valve
Automatic back flushing filter inlet isolation valve
Automatic back flushing filter inlet three-way
valve
Set
Automatic back flushing filter outlet three-way
valve
Open
Automatic back flushing filter outlet isolation
valve
Closed
Bypass filter inlet valve
Closed
Bypass filter outlet valve
Operational Fuel oil recirculating three-way valve
Open
Boiler FO return pipe three-way valve
Open
No.1 HFO settling tank inlet valve from return
pipe
Closed
No.2 HFO settling tank inlet valve from return
pipe
Open
No.1 HFO settling tank inlet valve
Valve
F260V
F266V
F274V
F275V
F276V
F277V
F99V
G111V
F270V
F272V
p)
Change over the boiler burner supply pump three-way suction

valve G115V from MDO operation to HFO operation. Ensure
that the recirculating three-way valve G111V changes position
following the changeover.
MDO ignition pump isolation valve
F252V
Open
No.1 MDO ignition pump suction valve
Open
No.1 MDO ignition pump discharge valve
Operational No.1 MDO ignition pump check valve
Operational No.2 MDO ignition pump check valve

g)
Check that all boiler panel valves for the supply of atomising
and control air are open and that the atomising steam supply
valve is closed.
h)
Start the selected boiler FO burner supply pump; the system

will operate on MDO with suction from the MDO service tank
and with the returns flowing back to the boiler FO return pipe.
i)
Ensure that any air in the heater unit is vented.
j)
Start the pilot burner pump and flash up the boiler pilot burner
using the electrical ignition; check that the pilot burner is
operating correctly.
k)
Start the combustion control system so that the main burner

starts.
Issue: 1
When full steam pressure is available:

Open the HFO settling tank isolation valve F278V.
Open
No.2 MDO ignition pump discharge valve
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the FO side as damage, such as blown flange joints,
could occur due the expansion of the contents.
o)
F273V
Open
When the temperature of the HFO in the service tank reaches

approximately 75C supply trace heating steam to the boiler
fuel lines and open the drains from the trace heating steam
lines.
F271V
No.2 HFO settling tank inlet valve
No.2 MDO ignition pump suction valve
Raise steam at the rate recommended by the boiler

manufacturer.
v)
When a stable flame on HFO is achieved stop firing; change

over to atomising steam operation. Close the atomising air
valve line valves at the boiler and open the atomising steam
valve. Ensure that the condensate trap is working effectively to
remove all condensate from the atomising steam line. Re-flash
the boiler burner using steam atomising.
w)
Monitor the boiler system closely until a stable operation

exists.
m) When steam is available supply heating steam to the HFO

settling and service tanks and raise the temperature of the HFO
in the tanks.
n)
Closed
Open
l)
q)
Ensure that all condensate drains are open.
r)
Open No.1 fuel oil heater inlet and outlet valves F257V and
F258V. Close the FO heater bypass valve F266V.
s)
Supply steam to the boiler FO heater at a low rate using manual

control. The temperature of the fuel should rise from about
75oC to 100C over a 15 minute period.
t)
When all MDO has been expelled from the lines and only HFO
is being supplied to the boiler burner, fully open the steam
supply valve to the FO heater and set the temperature control
to automatic. Ensure that the recirculating three-way valve
changes position back to the mixing tube.
u)
Check the combustion flame which will change to an orange

colour when operating on heavy fuel oil.
IMO No.9301419
The boiler is designed to operate and remain on standby using HFO. A

changeover to MDO is only necessary when maintenance is required and for
long periods of shutdown, such as dry docking.
Note: Changing over to HFO whilst firing can lead to unstable flame
conditions due to incorrect temperature settings at the heater.
CAUTION
Rapid temperature changes in the fuel oil can produce thermal stress
in fuel system components resulting in damage and breakdowns. It is
important to ensure that the temperature change is gradual.
Changing from HFO operation to MDO operation is the reverse of the above
procedure. Steam trace heating should be shut off when firing on HFO is
stopped and the valves are changed to MDO supply. The heater must also be
bypassed at this point and the steam heating valve closed. The three-way return
valve G111V will automatically redirect itself when the control system senses
the three-way suction valve G115V position changes.
The procedure for preparing the FO system for No.2 auxiliary boiler is the
same as No.1 boiler.
Illustration 2.6.4a Incinerator Fuel Oil System

From Sludge Pump
LAH
MC
From Incinerator
Marine Diesel Oil
Overflow Tank
299V
Incinerator Waste Oil

Settling Tank
(1.5m3)
LS
296V

(6.0m3/h x3kg/cm2)
To
Marine Diesel Oil
Settling Tank
Incinerator
Marine Diesel Oil Tank
(0.4m3)
PI
298V
10V
11V
293V
12V
295V
Marine Diesel Oil

Storage Tank
(56.1m3)
CI
14V
To Heavy Fuel Oil

Transfer Pump
Key
Fuel Oil
Marine Diesel Oil
9V
13V
Steam Tracing
Electrical Signal
To Heavy Fuel Oil

Transfer Pump
291V
TS
LS
LS
TS
305V

Service Tank
(1.0m3)
304V
297V
292V
Diesel Oil Supply Pump

(17 litres/h)
PI
294V
Mill Pump
(26m3/h x0.4 bar)
CI
PI
S
S
PI
306V
302V
Waste Oil Pump
(33/74 litres/h at 92/483 rpm)
301V
303V
7kg/cm2 Air Supply
Primary
Combustion
Chamber
Secondary
Combustion
Chamber
Incinerator
(300,000 kcal/h)
From
Oil Mist Chamber
307V
Issue: 1
To Oily Bilge Tank
IMO No.9301419

2.6.4
INCINERATOR FUEL OIL SYSTEM
Incinerator Diesel Oil Supply Pump

Maker:
No. of sets:
Type:
Capacity:
Hyundai-Atlas
1
BPF 21L5
17 litres/h
The waste oil is supplied to the burner by a separate pump taking suction from
the waste oil circulating line. Compressed air is used to atomise the oil at the
burner and to purge the burner when burning is complete.
A separate primary burner is supplied with marine diesel oil from the
incinerator MDO tank. This burner is used to ignite the waste oil burner when
in use and to incinerate rubbish.
Procedure to Prepare the Incinerator Diesel Oil System

Incinerator Waste Oil Pump
Maker:
No. of sets:
Model:
Capacity:
Yundai Marin Machinery Co. Ltd

1
HMDRP12-12
33/174 litres/h at 92/483 rpm
a)

1
Horizontal motor driven gear
PU-5
26m3/h at 0.4kg/cm2

Maker:
No. of sets:
Type:
Model:
Capacity:
Taiko Kikai Co Ltd

1
NHG-7. 5MAB
6m3/h at 3.0kg/cm2
Procedure for the Operation of the Incinerator Fuel Oil

System
a)
Position
Open
Description
Waste oil service tank quick-closing suction valve
Valve
F292V
Closed
MDO supply valve to mill pump
F294V
Closed
Open
Waste oil pump valve to incinerator

Waste oil pump re circulation valve back to tank
F306V
F301V
Position
Open
Description
MDO tank quick-closing suction valve
Valve
F293V
b)
Supply steam heating to the waste oil tank heating coil.
Open
Open
Primary burner MDO supply pump suction valve F304V

Primary burner MDO return valve to MDO service F305V
tank
c)
Ensure that the condensate drain is open and that the condensate
is uncontaminated.
d)
Start the waste oil homogenising pump (mill pump).
e)
Maintain the temperature of the waste oil at about 90C.
Incinerator Mill Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Procedure for Circulating Waste Oil to Homogenise and

Emulsify Prior to Burning
Procedure to Prepare the Incinerator Waste Oil System

a)
Follow the procedure to line up the diesel oil system.
b)
Set up the valves as per the following table:
Position
Open
Description
Valve
Waste oil service tank quick-closing suction valve F292V
Closed
MDO supply valve to mill pump
F294V
Closed
Open
Open
Open
Open
Waste oil pump recirculation valve back to tank

Waste oil valve to incinerator
Waste oil valve to incinerator pump
Waste oil valve from incinerator
Atomising air supply valve
F301V
F306V
F302V
F303V
A55V
Note: Incinerator operating procedures are dealt with in section 2.14.6
The ships incinerator is equipped to burn waste oil and sludge; diesel oil is
used for warming up the incinerator and when burning garbage. The waste
oil service tank, from which the incinerator is supplied, stores oil residue
and sludge is pumped to it by the dedicated sludge pump. The waste oil tank
is fitted with a homogenising type milling pump used to supply oil to the
incinerator and to recirculate the oil around the waste oil tank. Recirculation
of the oil by this pump breaks down any particles within the oil and emulsifies
water present so that the mixture can be burned.
Issue: 1
IMO No.9301419
Illustration 2.6.5a Emergency Generator Diesel Oil System
Emergency Generator/Emergency Switchboard Room
Emergency Generator
Near Door
Emergency Generator
Marine Diesel Oil Storage Tank
(1.8m3)
Fuel Pump
Hand Pump
Marine Diesel Oil Heater
Key
Marine Diesel Oil
Issue: 1
IMO No.9301419

2.6.5
EMERGENCY GENERATOR DIESEL OIL SYSTEM
Emergency Generator Engine Diesel Oil System

The emergency generator engine uses MDO which is stored in the emergency
diesel generator oil storage tank located in the emergency diesel generator
room. This tank has a capacity of 1.8m3 which is sufficient for 24 hours full
load running of the emergency generator. The suction valve is the quickclosing type, operated by a pull-wire from outside the entrance door.
The service tank is filled using MDO supplied from fuel oil drums. A hand
pump and a flexible hose are used to transfer the fuel from the fuel drums to
the service tank.
Procedure for Transferring Diesel Oil to the Emergency Diesel

Generator Service Tank
a)
Check the level of oil in the emergency generator engine MDO

service tank and determine how much MDO is to be added.
b)
Ensure that oil spill precautions are taken.
c)
Ensure that the flexible hose from the hand transfer pump is
clean and free from contamination, locate the hose into the
drum containing the MDO.
d)
Open the hand pump suction valve F4V and operate the hand
pump until the required quantity of MDO has been transferred.
e)
Remove the hose and close valve F4V.
f)
Close the drum and lash the drum securely.
g)
Record the oil transfer in the Oil Record Book.
The tank is fitted with a globe valve for draining water from the tank and a
wire operated quick-closing valve on the fuel oil outlet from the tank, led to
outside near the door.
Issue: 1
IMO No.9301419
2.7
Fuel Oil and Diesel Oil Transfer System

2.7.1
Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2
Illustrations
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2a Fuel Oil and Diesel Oil Purifiying System
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
TIAH
LS
MC
Marine Diesel Oil

Settling Tank
(51.5m3)
12V
TIAH
TX
TIAH
TX
MC
MC
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
69V
TIAH
MC
CCR
9V
Manifold Located Above

No.4 Water Ballast Tank (Port)
LS LAH
TX
No.2 Heavy Fuel Oil

Bunkering Tank
(Port)
(629.6m3)
Marine Diesel Oil

Storage Tank
(258.9m3)
68V
LS LAH
TX
CCR
No.1 Heavy Fuel Oil

Bunkering Tank
(Port)
(843.2m3)
FO-15
18V
DO-05
FO-11
FO-09
DO-06
FO-12
FO-10
DO-02
FO-04
FO-02
DO-01
FO-03
FO-01
FO-16
Deck
7V
2V
(6.0m3/h x3kg/cm2)
PI
CI
10V
11V
14V
To Incinerator
Marine Diesel Oil
Tank
13V
6V
FO-17
PI
CI
4V
5V
(36m3/h x3kg/cm2)
1V
PI
Deck
CI
16V
15V
Additional Heavy Fuel Oil Transfer Pump

(250m3/h x3kg/cm2)
FO-13
3V
FO-14
17V
Key
Fuel Oil
Marine Diesel Oil
Steam Tracing
No.2 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(531.1m3)
Heavy Fuel Oil

Overflow Tank
(15.6m3)
No.1 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(837.3m3)
DO-04
FO-08
FO-06
DO-03
FO-07
FO-05
Electrical Signal
Issue: 1
TIAH
MC
TX
IMO No.9301419
LS LAH
CCR
TIAH
MC
TX
LS LAH
CCR

No.4 Water Ballast Tank (Starboard)
2.7
FUEL OIL AND

SYSTEMS
DIESEL OIL TRANSFER
The HFO transfer pumps are located in the engine room and may be started
remotely or locally.
2.7.1
FUEL OIL AND DIESEL OIL BUNKERING AND

TRANSFER SYSTEM
The HFO settling tanks are fitted with level switches which stop the HFO
transfer pumps. The control switch for the pump must be in the remote position
for the automatic stop to operate.

Maker:
No. of sets:
Type:
Model:
Capacity:
Taiko Kikai Co Ltd

1
HG-35MAB
36m3/h at 3.0kg/cm2

Maker:
No. of sets:
Type:
Model:
Capacity:
Taiko Kikai Co Ltd

1
Vertical motor driven gear
MSTS-250B
250m3/h at 3.0kg/cm2

Maker:
No. of sets:
Type:
Model:
Capacity:
Taiko Kikai Co Ltd

1
NHG-7. 5MAB
6m3/h at 3.0kg/cm2
Introduction
Heavy fuel oil (HFO), for the main engine, generators and auxiliary boiler
is stored in four storage tanks located on the port and starboard sides of the
engine room and forward of the engine room bulkhead. These bunker tanks
are filled from the port and starboard connections at the bunker manifolds
located on the main deck above No.4 port and starboard water ballast tanks.
The bunker manifolds also have connections to the two diesel oil storage tank
filling line.
From the four HFO bunker tanks, HFO is transferred to the HFO settling
tanks using the HFO transfer pumps where it is allowed to settle prior to being
used.
Issue: 1
A FO overflow tank of 10m3 capacity is provided and is designed to collect

the overflow from the HFO settling tank in the event of an overfill. The HFO
transfer pump is used to pump the FO overflow tank contents back to the HFO
bunker or settling tanks. Fuel oil can be transferred from one bunker tank to
another using the additional HFO transfer pump for trim or other purposes.
Precautions to be Observed Prior to and During the Loading

of Bunkers
Note: Tanks must only be filled to a maximum of 80% capacity.
Before and during bunkering, the following steps should be complied with:
a)
A pre-bunker conference should be held with all personnel

involved with bunkering being present. A bunker plan should
be drawn up and all personnel involved in bunkering must be
fully aware of the contents of the plan and understand the entire
operational procedure. The contents of the plan will include but
not limited to, tanks to be bunkered, start and stop ullages/ dips,
names of personnel involved and duties assigned. The time that
the pre-bunker conference took place should be entered into the
vessels log book.
b)
All personnel involved with bunkering should know exactly

what role they are to play and what their duties are. Personnel
involved should know the location of all valves and gauges
and be able to operate the valves both locally and remotely if
required.
c)
Company rules regarding the taking of bunkers and transfer of

fuel oil within the vessel must be understood by all involved in
the bunkering of fuel oil transfer procedure.
d)
Samples are to be taken using a recognised sampling device that

will give a representative sample of the fuel oil bunkered. The
sample should be taken at the bunker manifold and on board
fuel tests carried out as soon as possible after bunkering. A
second sample should be sealed and sent ashore for analysis.
e)
As far as possible new bunkers should be segregated from

existing bunkers on board. If bunkers being received are to be
loaded into the same tanks as existing bunkers on board, great
care must be taken to avoid problems with incompatibility. If
there is any doubt about the compatibility between the new
bunkers and the existing bunkers, the new bunkers should not
be loaded on top of the existing bunkers.
f)
No internal transferring of bunkers should take place during

bunker loading operations, unless permission has been obtained
from the Chief Engineer.
g)
Bunker tanks should not exceed the maximum volume stated in

the company policy. High level alarms are set at 95% on all fuel
tanks.
All fuel tanks are fitted with a quick-closing pneumatic outlet valve
incorporating a collapsible bridge and operated from the vessels fire control
station. The valves must be reset locally after being tripped.
All HFO tanks are fitted with a heating coil thermostatically controlled with
local temperature indication. HFO lines are insulated with steam tracing.
Heavy Fuel Oil Tanks

Compartment
Port No.1 HFO bunker tank
Port No.2 HFO bunker tank
Starboard No.1 HFO bunker tank
Starboard No.2 HFO bunker tank
HFO service tank
FO overflow tank
Capacities (m3)
843.2m3
629.6m3
837.3m3
531.1m3
80.5m3
80.5m3
88.3m3
15.6m3
The following tanks are fitted with self-closing test cocks. The test cocks are
used to check for water content and drain into tundishes which drain to the
oily bilge tank.
HFO service tank
MDO service tank
MDO settling tank
IMO No.9301419
TIAH
LS
MC
Marine Diesel Oil

Settling Tank
(51.5m3)
12V
TIAH
TX
TIAH
TX
MC
MC
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
69V
TIAH
MC
CCR
9V

LS LAH
TX
No.2 Heavy Fuel Oil

Bunkering Tank
(Port)
(629.6m3)
Marine Diesel Oil

Storage Tank
(258.9m3)
68V
LS LAH
TX
CCR
No.1 Heavy Fuel Oil

Bunkering Tank
(Port)
(843.2m3)
FO-15
18V
DO-05
FO-11
FO-09
DO-06
FO-12
FO-10
DO-02
FO-04
FO-02
DO-01
FO-03
FO-01
FO-16
Deck
7V
2V
(6.0m3/h x3kg/cm2)
PI
CI
10V
11V
14V
To Incinerator
Marine Diesel Oil
Tank
13V
6V
FO-17
PI
CI
4V
5V
(36m3/h x3kg/cm2)
1V
PI
Deck
CI
16V
15V

(250m3/h x3kg/cm2)
FO-13
3V
FO-14
17V
Key
Fuel Oil
Marine Diesel Oil
Steam Tracing
No.2 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(531.1m3)
Heavy Fuel Oil

Overflow Tank
(15.6m3)
No.1 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(837.3m3)
DO-04
FO-08
FO-06
DO-03
FO-07
FO-05
Electrical Signal
Issue: 1
TIAH
MC
TX
IMO No.9301419
LS LAH
CCR
TIAH
MC
TX
LS LAH
CCR


h)
Any bunker barges attending the vessel are to be safely moored

alongside before any part of the bunker loading operation begins.
Frequent checks must be made of the mooring arrangements as
the bunker barge draught will change during bunkering.
i)
Level alarms fitted to the bunker tanks should be tested and

proved prior to bunker loading operations.
j)
The soundness of all pipework should be verified by a visual

inspection.
k)
l)
m) Scuppers and save-alls, including those around bunker tank

vents, should be effectively plugged.
n)
Any Oil Spill Response kit provided by the company must be in

place.
o)
The initial loading rate must be agreed with the barge or shore
station and bunkering commenced at an agreed signal. Only
upon confirmation of there being no leakages and fuel going
into only nominated tanks, should the loading rate be increased
to the agreed maximum.
p)
Procedure for the Loading of Heavy Fuel Oil Bunkers from a

Shore Station or Barge
a)
Before the tank being filled reaches the maximum volume

specified by the company, the rate should be reduced by
diverting some of the flow to another bunker tank; if the final
tank is being filled the pumping rate must be reduced. When
topping off the final tank the filling rate must be reduced at the
barge or shore station and not by throttling the filling valve.
CAUTION
At least one bunker tank filling valve must be fully open at all times
during the bunkering operation.
All relevant information regarding the bunkering operation is to be entered in

the Oil Record Book on completion of loading. The information required to be
entered includes date, time, quantity transferred and tanks used.
Issue: 1
Remove the blank fitted at the bunker connection and connect

the bunkering hose ensuring the gasket used is not damaged.
Containers for the samples must be prepared and in place before
the bunkering operation begins. Oil spill response kits must be
in place as per company instructions.
b)
Ensure the blanks on all other bunker connections are secure,

that the valves are closed and that the drain and sampling valves
are closed. The drip tray should be empty with the plugs fitted.
c)
Open the correct filling valves for the tanks to be bunkered.
The pre-bunkering checklist should be completed prior to

starting bunker operations.
A watch must be kept at the bunker manifold during loading of
bunkers with all personnel involved being in radio contact.
Description
No.1 port HFO bunker tank filling valve
No.1 starboard HFO bunker tank filling valve
d)
Valve
FO15V
FO16V
FO14V
FO13V
Open the required valve at the selected bunkering connection

and any isolation valves in the deck bunker filling main.
Description
Port forward HFO bunker manifold valve
Port aft HFO bunker manifold valve
Starboard forward HFO bunker manifold valve
Starboard aft HFO bunker manifold valve
HFO bunker in line isolation valve
Valve
FO02V
FO04V
FO01V
FO03V
FO17V
e)
Establish effective communication between the control room,

the engine room, the bunker manifold and the bunker barge or
shore station; this communication must remain at all times.
f)
Agree filling rates, quantity and specification of the fuel to be

supplied and agree on a signalling system with the barge or
shore connection.
j)
Check the fuel is flowing into the correct tank and not to any
other tank.
k)
Increase the bunkering rate to the agreed maximum.
l)
Ensure bunker sampling has commenced.
m) As the level in the first bunker tank approaches the amount

stated in the bunker plan open the filling valve to the second
tank fully and slowly close in the filling valve to the tank being
topped off.
n)
Fill the remaining tanks in the same way. For the final bunker
tank the filling rate must be reduced by slowing the pumping
operation and this must be signalled to the barge or shore
station.
o)
When the final tank is full, the barge or shore station must be
signalled to stop pumping unless they have already done so.
p)
Ensure that the sample containers are sealed and labelled

correctly.
q)
When bunkering has finished and the lines have been blown
through close all bunker manifold and tank filling valves.
r)
Agree with the barge or shore connection on the quantity

supplied and then, if satisfied, sign the bunker receipt.
s)
Disconnect the bunker hose and replace the blank.
Procedure for Transferring Heavy Fuel Oil from a Bunker

Tank to a Heavy Fuel Oil Settling Tank using the Heavy Fuel
Oil Transfer Pump
Note: The HFO settling tank level switch will stop the HFO transfer pump
when the pump is set to AUTOMATIC.
g)
If possible, take meter readings on the barge or shore station

supply line prior to commencing bunker transfer.
The HFO settling tanks are fitted with a low level alarm which will inform
personnel that the tank has reached the low level and must be replenished.
The overflow from the HFO settling tanks return to the FO overflow tank via
a sight glass 01SG.
h)
Signal to the shore station or barge to commence bunkering at a

slow rate.
The HFO settling tanks must be checked periodically and an estimate made of
when the tank will require replenishment to prevent the alarm from sounding.
i)
Check the bunker hose connections and pipeline for any leaks.
IMO No.9301419
TIAH
LS
MC
Marine Diesel Oil

Settling Tank
(51.5m3)
12V
TIAH
TX
TIAH
TX
MC
MC
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
69V
TIAH
MC
CCR
9V

LS LAH
TX
No.2 Heavy Fuel Oil

Bunkering Tank
(Port)
(629.6m3)
Marine Diesel Oil

Storage Tank
(258.9m3)
68V
LS LAH
TX
CCR
No.1 Heavy Fuel Oil

Bunkering Tank
(Port)
(843.2m3)
FO-15
18V
DO-05
FO-11
FO-09
DO-06
FO-12
FO-10
DO-02
FO-04
FO-02
DO-01
FO-03
FO-01
FO-16
Deck
7V
2V
(6.0m3/h x3kg/cm2)
PI
CI
10V
11V
14V
To Incinerator
Marine Diesel Oil
Tank
13V
6V
FO-17
PI
CI
4V
5V
(36m3/h x3kg/cm2)
1V
PI
Deck
CI
16V
15V

(250m3/h x3kg/cm2)
FO-13
3V
FO-14
17V
Key
Fuel Oil
Marine Diesel Oil
Steam Tracing
No.2 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(531.1m3)
Heavy Fuel Oil

Overflow Tank
(15.6m3)
No.1 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(837.3m3)
DO-04
FO-08
FO-06
DO-03
FO-07
FO-05
Electrical Signal
Issue: 1
TIAH
MC
TX
IMO No.9301419
LS LAH
CCR
TIAH
MC
TX
LS LAH
CCR


a)
Check the quantity of fuel oil in the HFO settling tanks and
determine how much fuel is to be transferred. Check the
quantity of fuel oil in the tank from which the fuel is to be
transferred and note the temperature.
If the quantity of fuel oil in the bunker tank is less than the
quantity to be pumped be prepared to change over tanks.
b)
Ensure the HFO transfer pump suction filter is clean.
c)
Procedure for the Transfer of Heavy Fuel Oil from a Bunker

Tank to the Heavy Fuel Oil Settling Tank using the Medium
Diesel Oil Transfer Pump
The following procedure assumes fuel oil is to be transferred from the No.1
port HFO bunker tank to No.1 HFO settling tank using the MDO transfer pump.
The settling tanks must be checked periodically and an estimate made of when
the tanks will require replenishment to prevent the alarm from sounding.
a)
Check the quantity of fuel oil in No.1 HFO settling tank and
determine how much fuel is to be transferred. Check the
quantity of fuel oil in the tank from which the fuel is to be
transferred and note the temperature.
b)
Ensure the MDO transfer pump suction filter is clean.
c)
The following table assumes fuel oil is to be transferred from the No.1 port
HFO bunker tank to No.1 HFO settling tank using the HFO transfer pump.
Position
Open
Closed
Closed
Closed
Open
Open
Closed
Closed
Closed
Open
Open
Closed
Description
No.1 port HFO bunker tank suction valve
No.1 starboard HFO bunker tank suction valve
HFO transfer pump suction valve
HFO transfer pump discharge valve
HFO/MDO transfer pump suction crossover valve
HFO/MDO transfer pump discharge crossover
valve
HFO bunker line isolation valve
HFO settling tank in line isolation valve
No.1 HFO settling tank filling valve
Valve
F02V
F18V
F01V
F17V
F04V
F05V
F13V
F14V
F06V
F07V
F68V
F69V
d)
Start the HFO transfer pump. The pump must be selected for
automatic cut out when the HFO settling tank level activates the
high level switch.
e)
Check that fuel oil is being correctly transferred from the

required HFO bunker tank to the correct HFO settling tank.
f)
When the required amount of fuel oil has been transferred,

stop the pump. Alternatively the pump can be allowed to stop
automatically when the high level switch is activated.
g)
Close all tank suction and filling line valves.
h)
Issue: 1
Position
Open
Closed
Closed
Closed
Open
Open
Open
Open
Closed
Closed
Closed
Open
Open
Closed
Description
HFO transfer pump suction valve
HFO transfer pump discharge valve
HFO/MDO transfer pump suction crossover valve
HFO/MDO transfer pump discharge crossover
valve
MDO transfer pump suction valve
MDO transfer pump discharge valve
HFO settling tank in line isolation valve
Valve
F02V
F18V
F01V
F17V
F04V
F05V
F13V
F14V
F10V
F11V
F06V
F07V
F68V
F69V
i)
Replace both blanks in the crossover lines.
CAUTION
Ensure that all heavy fuel oil is flushed out of the MDO transfer pump
prior to restoring it to diesel oil service. This can be achieved by opening
the MDO transfer pump suction from the MDO bunker tanks and
operating the pump for a few minutes with the discharge to the HFO
settling tank still open.
Procedure for Transferring Heavy Fuel Oil from one Bunker

Tank to another Bunker Tank using the Additional Heavy Fuel
Oil Transfer Pump
a)
Check the quantity and temperature of fuel oil in the HFO bunker
tanks and determine how much fuel is to be transferred.
b)
Ensure the additional HFO transfer pump suction filter is

clean.
c)
The following table assumes fuel oil is to be transferred from the No.1 port
HFO bunker tank to No.1 starboard HFO bunker tank.
Position
Open
Open
Open
Closed
Closed
Open
Closed
Closed
Closed
Description
No.1 HFO bunker tank suction valve
Additional HFO transfer pump suction valve
Additional HFO transfer pump discharge valve
HFO bunker in line isolation valve
Valve
F02V
F15V
F16V
F06V
F07V
FO14V
FO15V
FO13V
FO16V
d)
Start the MDO transfer pump.
d)
Start the additional HFO transfer pump.
e)

required HFO bunker tank to No.1 HFO settling tank.
e)

required HFO bunker tank to the correct HFO bunkering tank.
f)
When the required amount of fuel has been transferred, stop the
pump.
f)
When the required amount of fuel oil has been transferred, stop
the pump.
g)
g)
h)
Record the oil transfer in the Oil Record Book
h)
IMO No.9301419
TIAH
LS
MC
Marine Diesel Oil

Settling Tank
(51.5m3)
12V
TIAH
TX
TIAH
TX
MC
MC
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
69V
TIAH
MC
CCR
9V

LS LAH
TX
No.2 Heavy Fuel Oil

Bunkering Tank
(Port)
(629.6m3)
Marine Diesel Oil

Storage Tank
(258.9m3)
68V
LS LAH
TX
CCR
No.1 Heavy Fuel Oil

Bunkering Tank
(Port)
(843.2m3)
FO-15
18V
DO-05
FO-11
FO-09
DO-06
FO-12
FO-10
DO-02
FO-04
FO-02
DO-01
FO-03
FO-01
FO-16
Deck
7V
2V
(6.0m3/h x3kg/cm2)
PI
CI
10V
11V
14V
To Incinerator
Marine Diesel Oil
Tank
13V
6V
FO-17
PI
CI
4V
5V
(36m3/h x3kg/cm2)
1V
PI
Deck
CI
16V
15V

(250m3/h x3kg/cm2)
FO-13
3V
FO-14
17V
Key
Fuel Oil
Marine Diesel Oil
Steam Tracing
No.2 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(531.1m3)
Heavy Fuel Oil

Overflow Tank
(15.6m3)
No.1 Heavy Fuel Oil

Bunkering Tank
(Starboard)
(837.3m3)
DO-04
FO-08
FO-06
DO-03
FO-07
FO-05
Electrical Signal
Issue: 1
TIAH
MC
TX
IMO No.9301419
LS LAH
CCR
TIAH
MC
TX
LS LAH
CCR


Marine Diesel Oil System
Marine Diesel Oil (MDO) is stored in the MDO storage tank located on the
port side and is transferred from the MDO storage tank to the MDO settling
tank and incinerator tank using the MDO transfer pump. The overflow from
the MDO settling tank returns to the HFO overflow tank via the sight glass
02SG. Overflow from the incinerator tank returns to the MDO storage tank via
sight glass 03SG.
The MDO storage tank is filled from the DO bunkering line. The MDO transfer
pump is located in the engine room and is used to transfer diesel oil from the
MDO storage tank to the MDO settling tank and may also be used to transfer
heavy fuel oil in an emergency. The MDO settling tank is fitted with a level
switch which will automatically stop the MDO transfer pump.
b)
Ensure the blanks on all other bunker connections are secure,

that the valves are closed and that the drain and sampling valves
are closed. The drip tray should be empty with the plugs fitted.
c)
Open the required valve at the selected bunkering connection.
Description
Port MDO bunker manifold valve
Starboard MDO bunker manifold valve
d)
e)
Diesel Oil System Tanks

Compartment
MDO storage tank
MDO service tank
MDO settling tank
Incinerator tank
Emergency generator tank
Capacities (m3)
258.9m3
56.1m3
51.5m3
0.4m3
1.8m
f)
Valve
DO02V
DO01V
Establish effective communication between the control room,

the engine room, the bunker manifold and the bunker barge or
shore station; this communication must remain at all times.
Agree filling rates, quantity and specification of the fuel to be
supplied and agree on a signalling system with the barge or
shore connection.
If possible, take meter readings on the barge or shore station
supply line prior to commencing bunker transfer and dip DO
tanks using a little water-finding paste to ensure no water is
present in the fuel.
g)
Signal to the shore station or barge to commence bunkering at a

slow rate.
All fuel tanks are fitted with a quick-closing outlet valve with a collapsable
bridge. The fuel tank valves are pneumatically operated from the vessels fire
control station, except the emergency generator valve which is wire operated
from outside the room. The valves must be reset locally after being tripped.
h)
Check the bunker hose connections and pipeline for any leaks.
i)
Check the fuel is flowing into the correct tank and not to any
other tank.
The MDO service and settling tanks are fitted with self-closing test cocks. The
test cocks are used to check for water content and drain into save-alls which
drain to the oily bilge tank.
j)
Increase the bunkering rate to the agreed maximum.
k)
Ensure bunker sampling has commenced.
l)
As the level in the storage tank approaches the amount stated in

the bunker plan the filling rate must be reduced by slowing the
pumping operation and this must be signalled to the barge or
shore station.
Procedure for Loading Marine Diesel Oil from a Shore

Connection or a Barge
The precautions and organisation for loading MDO should be followed, as
described for HFO. The MDO storage tank should be checked to ensure there
is sufficient capacity for the marine diesel oil to be loaded.
a)
Remove the blank fitted at the bunker connection and connect

the bunkering hose ensuring the gasket used is not damaged.
Containers for the samples must be prepared and in place before
the bunkering operation begins. Oil spill response kits must be
in place as per company instructions.
Issue: 1
p)
Agree with the barge or shore connection on the quantity

supplied and then, if satisfied, sign the bunker receipt.
q)
Disconnect the bunker hose and replace the blank.
Procedure for the Transfer of Marine Diesel Oil using the

Diesel oil may be transferred to the MDO settling tank and the incinerator tank
using the MDO transfer pump.
a)
Ensure there is sufficient diesel oil in the MDO storage tank

and that the tank to which the diesel oil is to be pumped has
sufficient space to take the fuel.
b)
Check that all crossover valves connecting the MDO transfer

pump to the HFO transfer pump are closed.
c)
Ensure that the MDO transfer pump suction filter is clean.
d)
Set the system valves as shown in the following table:
The following table assumes diesel oil is to be transferred from the MDO
storage tank to the MDO settling tank.
Position
Open
Open
Open
Closed
Closed
Open
Closed
e)
Description
MDO storage tank suction valve
MDO transfer pump suction valve
MDO transfer pump discharge valve
MDO/HFO transfer pump suction crossover valve
MDO/HFO transfer pump discharge crossover valve
MDO settling tank in line isolation valve
Incinerator tank filling valve
Valve
F09V
F10V
F11V
F13V
F14V
F12V
F295V
Start the MDO transfer pump and check that diesel oil is being
pumped to the MDO settling tank. When the required quantity
has been transferred stop the transfer pump.
m) When the tank is full, the barge or shore station must be

signalled to stop pumping unless they have already done so.
n)
Ensure that the sample containers are sealed and labelled

correctly.
o)
When bunkering has finished and the lines have been blown
through, close all bunker manifold and tank filling valves.
IMO No.9301419
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
From Heavy Fuel Oil

Transfer Pump
28V
26V
48V
TIAH
27V
Marine Diesel Oil

Service Tank
(56.1m3)
MC
47V
TIAH
25V
24V
69V
TX
MC
TIAH
71V
MC
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
LS
Marine Diesel Oil

Settling Tank
(51.5m3)
TX
TX
73V
70V
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
LS
23V
68V
LS
21V
74V
22V
To Oily Bilge Tank

To Main Engine,
Generator Engine and Boiler
F-103V
31V
33V
To Heavy Fuel Oil Overflow Tank
29V
35V
30V
34V
For
For
PI
PI
64V
No.1 Heavy Fuel Oil

Purifier Heater
TI
58V
PI
TI
No.2 Heavy Fuel Oil

Purifier Heater
Marine Diesel Oil

Purifier
Supply Pump
(2,600i/h x3kg/cm2)
To Heavy Fuel Oil

Overflow Tank
36V
Control Valve
Control Valve
TI
37V
TC Temperature
TC Temperature
62V
CI
32V
72V
TI
38V
Heavy Fuel Oil
Purifier
Supply Pumps
(3,700l/h x3kg/cm2)
42V
46V
CI
CI
No.2
No.1
PI
PI
40V
39V
63V
57V
41V
TI
TI
TX
TX
TIAHL
MC
TIAHL
7kg/cm2
Air Supply
7kg/cm2
Air Supply
MC
56V
53V
45V
52V
84V
PI
PAL
FI
51V
Marine Diesel Oil

Purifier
(2,600l/h)
50V
PI
PAL
FI
67V
No.2 Heavy Fuel Oil

Purifier
(3,700l/h)
To Sludge
Pump
MS
44V
PI
PAL
55V
7kg/cm2
Air Supply
FI
No.1 Heavy Fuel Oil

Purifier
(3,700l/h)
Key
59V
MS
Fuel Oil
MS
Marine Diesel Oil

83V
82V
81V
Steam Tracing
Electrical Signal
Sludge Tank
(10.5m3)
To Oily Bilge Tank
Issue: 1
IMO No.9301419


2.7.2
FUEL OIL AND DIESEL OIL PURIFYING SYSTEM
Heavy Fuel Oil Purifier

Maker:
Westfalia
No. of sets:
2
Capacity:
3,700 litres/h
Model:
OSD35-0136-067 design 30
Motor:
440V, 17.5kW at 3,600 rpm
Bowl speed:
8,200 rpm
Separating temperature: 98C
Control panel:
Simatic C7-623/P
Heavy Fuel Oil Purifier Supply Pump
Maker:
Taiko Kikai Co Ltd
No. of sets:
2
Model:
NHG-4MAB
Capacity:
3,700 litres/h at 3kg/cm2
Marine Diesel Oil Purifier
Maker:
Westfalia
No. of sets:
1
Capacity:
2,600 litres/h
Model:
OSD6-91-067 design 6
Motor:
440V, 4.6kW at 3,600 rpm
Bowl speed:
12,000 rpm
Separating temperature: 98C
Control panel:
Simatic C7-623/P
Marine Diesel Oil Purifier Supply Pump
Maker:
Taiko Kikai Co Ltd
No. of sets:
1
Model:
NHG-4MT
Capacity:
2,600 litres/h at 3kg/cm2
Heaters
Maker:
No. of sets:
Type:
Surface:
Issue: 1
Donghwa Entec
2
Shell and tube
1.74m2
Introduction
The HFO system operates with two centrifugal separators and the MDO
system operates with one centrifugal separator which is fitted with its own
circulating pump.
For the centrifugal separation of fuel oil there are three purifiers in total. Under
normal circumstances only one HFO purifier will be operating to fill the HFO
service tank from the HFO settling tanks as fuel is being used by the main and
generator engines.
Both HFO and MDO purification systems are almost identical and comprise
a centrifugal separator with its own dedicated supply pump. The HFO
purification system incorporates heaters and a common sludge tank is provided
for the separator systems. The separators are of the self-cleaning type and the
bowls automatically open to discharge sludge at timed intervals.
Centrifugal separation is improved when the difference in relative density
between the fuel, water and solids in the fuel are as great as possible and
the difference in relative densities can be increased if the temperature of the
fuel being treated is raised. Manufacturers recommendations with respect to
operating temperatures should always be followed. The temperature of the
fuel flowing to the separators can be adjusted by the thermostat control on the
heater control unit.
Purifier Operation
WARNING
Care must be taken when operating the purifier system. Hot oil and steam
are present and can result in serious injury if leakage occurs. There is a
fire risk from the presence of hot oil and all precautions must be taken
to prevent a fire and to deal with one should an outbreak occur. The
extinguishing system must be checked frequently. Centrifuges operate
on an automatic sludging system but failure of the system to effectively
discharge sludge can cause overload and subsequent breakdown of the
bowl arrangement which rotates at high speed. After manual cleaning,
care is needed to ensure that the bowl is assembled correctly, as incorrect
assembly can result in disintegration at high rotational speed. All
operating and maintenance precautions stipulated by the manufacturer
in the maintenance manual must be observed.
Liquid mixtures and solid/liquid mixtures can be separated by two methods,
the gravity field of a settling tank or the centrifugal field of a purifier bowl.
Both systems rely on the product components having different densities.
Since the centrifugal force of a purifier is considerably more effective than
the gravity field of a settling tank it is usual practice to favour the centrifugal
force method.
IMO No.9301419
The heated dirty oil enters the purifier and the centrifugal force created by the
rotating bowl causes the liquid mixture to separate into its different constituents
within the disc stack.
The solid particles suspended in the oil settle on the underside of the discs
and slide down into the solid holding space. The smooth disc surfaces allow
the solids to slide down and provide self-cleaning of the discs. Being of the
self-cleaning type, the accumulation of solids within the holding space will be
ejected at predetermined intervals depending on the quality of the oil. This is
achieved automatically by the control panel and a number of solenoid valves
which will bypass the oil supply and open the bowl for a set period of time by
the use of high pressure water.
The C7-623/P control unit is used for the automatic ejection control and
condition monitoring of the HFO purifier. The control unit has three modes
of operation.
1) Partial ejections
2) Total ejections
3) Preselected partial ejections followed by total ejection
With the time dependant programme cycle, it is important for high clarifying
efficiency and to avoid desludging losses that the separable solids content in
the product do not fluctuate widely. The UNITROL system provides two basic
monitoring systems.
1) Water content monitoring system (WMS)
2) Sludge space monitoring system (SMS)
The illuminated Liquid Crystal Display (LCD) provides information about
the operating and malfunction condition of the purifier and displays all the
relevant process data. In addition to the control cabinet the control system
comprises all the complete line fittings incorporating electrical components
which are controlled or monitored by the control unit which include:
Dirty oil connection
Water connection
Operating water connection
Circuit and water discharge valve
Water sensor
Thermometer for monitoring the dirty oil temperature
An alarm on the ECR control panel
Software assignment for a each purifier is carried out in the factory using a
password function. Any alterations to the set parameters should only be carried
out by a person authorised to make such changes.
From Heavy Fuel Oil

Transfer Pump
28V
26V
48V
TIAH
27V
Marine Diesel Oil

Service Tank
(56.1m3)
MC
47V
TIAH
25V
24V
69V
TX
MC
TIAH
71V
MC
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
LS
Marine Diesel Oil

Settling Tank
(51.5m3)
TX
TX
73V
70V
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
LS
23V
68V
LS
21V
74V
22V
To Oily Bilge Tank

To Main Engine,
F-103V
31V
33V
29V
35V
30V
34V
For
For
PI
PI
No.1 Heavy Fuel Oil

Purifier Heater
TI
58V
64V
PI
TI
No.2 Heavy Fuel Oil

Purifier Heater
Marine Diesel Oil

Purifier
Supply Pump
(2,600i/h x3kg/cm2)
To Heavy Fuel Oil

Overflow Tank
36V
Control Valve
Control Valve
TI
37V
TC Temperature
TC Temperature
62V
CI
32V
72V
TI
38V
Heavy Fuel Oil
Purifier
Supply Pumps
(3,700l/h x3kg/cm2)
42V
46V
CI
CI
No.2
No.1
PI
PI
40V
39V
63V
57V
41V
TI
TI
TX
TX
TIAHL
MC
TIAHL
7kg/cm2
Air Supply
7kg/cm2
Air Supply
MC
56V
45V
53V
52V
84V
PI
PAL
FI
51V
Marine Diesel Oil

Purifier
(2,600l/h)
50V
PI
PAL
FI
67V
No.2 Heavy Fuel Oil

Purifier
(3,700l/h)
To Sludge
Pump
MS
44V
PI
PAL
55V
7kg/cm2
Air Supply
FI
No.1 Heavy Fuel Oil

Purifier
(3,700l/h)
Key
59V
MS
Fuel Oil
MS
Marine Diesel Oil

83V
82V
81V
Steam Tracing
Electrical Signal
Sludge Tank
(10.5m3)
To Oily Bilge Tank
Issue: 1
IMO No.9301419


CAUTION
Centrifuges operate on an automatic sludging system, failure of the
system to effectively discharge sludge can cause overload and subsequent
breakdown of the bowl arrangement which rotates at high speed. After
manual cleaning, care is needed to ensure that the bowl is assembled
correctly, as incorrect assembly can result in disintegration at high
rotational speed. All operating and maintenance precautions stipulated
by the manufacturer in the maintenance manual must be observed.
The HFO and MDO purifiers require compressed air and fresh water supplies
for control and bowl operation/flushing. Supply systems for these are covered
in the relevant control air system and fresh water sections, 2.10.3 and 2.14.1
respectively. The purifiers, supply pumps and heaters are located in the purifier
room.
Instrument air is supplied to the purifiers to control the supply of oil to the
bowl and the automatic discharge facility. Domestic fresh water is supplied for
sealing and flushing purposes.
The HFO supply pumps have a discharge crossover valve which allows either
feed pump to supply either purifier. The steam heaters maintain a constant
temperature of 98C for optimum purification. From the heater the HFO is
pumped into the purifier. After purification, the oil is discharged to the HFO
service tank.
Preparation for the Operation of the Heavy Fuel Oil Purifying

System
It has been assumed that No.1 HFO purifier supply pump is operating on the
No.1 HFO purifier heater and the No.1 HFO purifier, taking oil from No.1
HFO settling tank and purifying back to the HFO service tank.
a)
Ensure that the HFO settling tank contains HFO in sufficient

quantity to enable the separator to function correctly.
b)
Check and record the level of oil in all fuel tanks.
c)
Open the isolating and self-closing test cock F21V and F22V on
HFO settling tank, closing it again when all water has drained.
d)
All valves in the separator system are to be initially closed.
e)
Position
Open
Closed
Closed
Closed
Closed
Open
Closed
Open
Throttled
Closed
Open
Open
Operational
Open
Set
Closed
Description
No.1 HFO settling tank quick-closing suction valve
No.2 HFO settling tank quick-closing suction valve
Crossover valve from HFO service tank
Drain valve to overflow tank
No.2 HFO purifier supply pump suction valve
No.1 HFO purifier supply pump suction valve
No.2 HFO purifier supply pump discharge valve
No.1 HFO purifier supply pump discharge valve
Return valve to HFO settling tank
HFO supply pump crossover valve
No.1 HFO purifier heater inlet valve
No.1 HFO purifier heater outlet valve
Three-way recirculation valve
No.1 HFO purifier outlet valve
No.1 and No.2 HFO purifier crossover valve
Valve
F32V
F72V
F30V
F34V
F37V
F36V
F40V
F39V
F55V
F41V
F42V
F45V
F44V
F67V
Note: The purifier heater steam valves, air supply valves and water supply
valves must be operated as required
Procedure for Operating the Heavy Fuel Oil Purifier

CAUTION
Before operating a purifier a second check must be made to ensure
that the correct valves are open for the purifier, heater and pump to be
operated as well as the tank system from which the HFO is to be drawn
and the tank system to which the purified HFO is to be sent.
Purifier heaters are supplied with steam as the heating medium and the
drain valve from the heater must always be open. The steam supply valve is
controlled by the control system and the main purifier control system regulates
the steam supply to give an oil temperature after the heater of 98oC.
The two HFO purifiers operate on the same principle using the same type
of controller and so the operating procedures are the same. The following
description has assumed that the No.1 HFO purifier and No.1 HFO purifier
supply pump are to be used for purifying from No.1 HFO settling tank to the
HFO service tank.
a)
b)
Issue: 1
Record the level of oil in all the tanks associated with the
system.
c)
Ensure power is available to the purifier controller.
d)
Set the valves in accordance with the previously defined list.
The purifier regulating discharge valve should be set for the desired discharge
pressure and should not be adjusted during normal running conditions.
e)
Ensure the purifier brake is off and that the purifier is free to
rotate.
f)
Check the purifier gearbox oil level.
g)
Start the No.1 HFO purifier supply pump. The three way valve
will ensure the oil bypasses the purifier and returns to the
settling tank.
h)
Start the purifier and ensure that the bowl is up to speed before
continuing.
i)
Using the manual valves on the solenoid valves ensure the

operating water opens and closes the bowl.
j)
Switch on the control unit.
k)
Slowly open the steam supply and return to the No.1 HFO
heater.
l)
Check that the automatic controller has taken control of the

system and is maintaining the oil at the correct temperature.
m) Once the HFO temperature is above the minimum setting,

start the programme by pressing PROGRAM 1 soft key on
the control panel. This will initiate a start sequence including a
sludge and discharge test and operate the purifier in automatic
mode. Once the purifier is running and no signs of abnormal
vibrations are evident, all temperatures and pressures should be
recorded and the levels of the tanks in use checked.
Procedure to Stop the Purifier

a)
Press the PROGRAM 0 key. Two total ejections will be

triggered, then stop the purifier manually by pressing the Stop
pushbutton on the LGSP 4 panel. The HFO will be automatically
recirculated through the three way valve back to the settling
tank.
b)
Regulate the steam to the heater and allow the oil to cool.
Open any control air and operating water valves to the purifier.
IMO No.9301419
From Heavy Fuel Oil

Transfer Pump
28V
26V
48V
TIAH
27V
Marine Diesel Oil

Service Tank
(56.1m3)
MC
47V
TIAH
25V
24V
69V
TX
MC
TIAH
71V
MC
No.2 Heavy Fuel Oil

Settling Tank
(80.5m3)
Heavy Fuel Oil

Service Tank
(88.3m3)
LS
Marine Diesel Oil

Settling Tank
(51.5m3)
TX
TX
73V
70V
No.1 Heavy Fuel Oil

Settling Tank
(80.5m3)
LS
23V
68V
LS
21V
74V
22V
To Oily Bilge Tank

To Main Engine,
F-103V
31V
33V
29V
35V
30V
34V
For
For
PI
PI
No.1 Heavy Fuel Oil

Purifier Heater
TI
58V
64V
PI
TI
No.2 Heavy Fuel Oil

Purifier Heater
Marine Diesel Oil

Purifier
Supply Pump
(2,600i/h x3kg/cm2)
To Heavy Fuel Oil

Overflow Tank
36V
Control Valve
Control Valve
TI
37V
TC Temperature
TC Temperature
62V
CI
32V
72V
TI
38V
Heavy Fuel Oil
Purifier
Supply Pumps
(3,700l/h x3kg/cm2)
42V
46V
CI
CI
No.2
No.1
PI
PI
40V
39V
63V
57V
41V
TI
TI
TX
TX
TIAHL
MC
TIAHL
7kg/cm2
Air Supply
7kg/cm2
Air Supply
MC
56V
45V
53V
52V
84V
PI
PAL
FI
51V
Marine Diesel Oil

Purifier
(2,600l/h)
50V
PI
PAL
FI
67V
No.2 Heavy Fuel Oil

Purifier
(3,700l/h)
To Sludge
Pump
MS
44V
PI
PAL
55V
7kg/cm2
Air Supply
FI
No.1 Heavy Fuel Oil

Purifier
(3,700l/h)
Key
59V
MS
Fuel Oil
MS
Marine Diesel Oil

83V
82V
81V
Steam Tracing
Electrical Signal
Sludge Tank
(10.5m3)
To Oily Bilge Tank
Issue: 1
IMO No.9301419


c)
The feed pumps will need to be stopped if they are running in

manual mode.
d)
Close the control air and operating water valves to the purifier
along with any other valves opened prior to start up.
e)
Once the purifier has come to a complete stop, close the sludge
discharge valve. The brake can be applied and preparations
made for cleaning if required.
The above description of the purifying operation has been related to

the operation of No.1 purifier. Should No.2 purifier be required, careful
consideration to piping diagrams and valve positions should be given before
any operations are started. Refer to illustration 2.7.2a.
WARNING
It is essential that the purifier manufacturers instructions regarding the
stopping and dismantling of the purifier are followed exactly to avoid
the risk of damage. Purifier bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.
Preparation for the Operation of the Marine Diesel Oil

Purifying System
It has been assumed that the MDO purifier is taking oil from the MDO settling
tank and purifying back to the MDO service tank.
a)
Ensure that the MDO settling tank contains DO in sufficient

quantity to enable the separator to function correctly.
b)
Check and record the level of oil in all fuel tanks.
c)
Position
Open
Closed
Closed
Open
Open
Throttled
Closed
Open
Operational
Open
Set
Open
Closed
Description
MDO settling tank quick-closing suction valve
Crossover valve from MDO service tank
Drain valve to overflow tank
MDO purifier supply pump suction valve
MDO purifier supply pump discharge valve
MDO/HFO supply pump crossover valve
Three-way recirculation valve
Return valve to supply pump suction
MDO purifier outlet valve
MDO service tank filling valve
MDO settling tank filling valve
Valve
F33V
F29V
F35V
F62V
F63V
F64V
F38V
g)
Start the purifier feed pump. The three way valve will ensure
the oil bypasses the purifier and returns to the pump suction.
h)
continuing.
i)

j)
k)
Start the programme by pressing PROGRAM 1 soft key on

the control panel. This will initiate a start sequence including a
sludge and discharge test and operate the purifier in automatic
mode. Once the purifier is running and no signs of abnormal
vibrations are evident, all temperatures and pressures should be
recorded and the levels of the tanks in use checked.
F84V
F28V
F27V
Procedure for Operating the Marine Diesel Oil Purifier

CAUTION
Before operating a purifier a second check must be made to ensure that
the correct valves are open for the purifier and pump to be operated as
well as the tank system from which the MDO is to be drawn and the tank
system to which the purified MDO is to be sent.
The MDO purifier operates on the same principle as the HFO using the same
type of controller and so the operating procedures are similar. The following
description has assumed that the MDO purifier and purifier pump are to be
used for purifying from the MDO settling tank to the MDO service tank.
a)
Open the isolating and self-closing test cock F47V and F25V
on MDO settling tank, closing it again when all water has
drained.
system.
b)
d)
All valves in the separator system are to be initially closed.
c)
Ensure power is available to the purifier controller.
e)
d)
Set the valves in accordance with the previously defined list.

a)

triggered and the purifier will stop automatically. The MDO
will be automatically recirculated through the three way valve
back to the pump suction.
b)
The feed pump will need to be stopped if it is running in manual

mode.
c)
d)
Once the purifier has come to a complete stop the brake can be
applied and preparations made for cleaning if required.
WARNING
The purifier regulating discharge valve should be set for the desired discharge
pressure and should not be adjusted during normal running conditions.
Issue: 1
e)
rotate.
f)
IMO No.9301419
2.8

2.8.1
2.8.2
2.8.3
2.8.4
2.8.5
Illustrations
2.8.1a Main Engine Lubricating Oil System
2.8.2a Generator Engine Lubricating Oil System
2.8.3a Stern Tube Lubricating Oil System
2.8.4a Lubricating Oil Purifying System
2.8.5a Lubricating Oil Filling and Transfer System
Illustration 2.8.1a Main Engine Lubricating Oil System

(Port)
PIAL
MC
PX
PIAL
MC
PI
PS
PX
TI
PI
Distributor Block
LAL
TIAH
MC
MC
Cylinder Oil
Storage Tank
(52.4m3)
TX
111V
TX
TI TIAH
110V
112V
Safety and Accumulator Block
Cylinder Oil
Measuring Tank
(1m3 )
LS
TIAH TI
MC
MC
Hydraulic Cylinder
Unit (Mounted on Engine)
PS
To Oil Mist Chamber
TX
(Starboard)
Upper Deck
114V
113V
Electric
Driven
Main Engine
(Hyundai B&W
7S60ME-C)
Engine
Driven
Key
Lubricating Oil
Air
All system valves are prefixed
'L' unless otherwise stated
To Oily Bilge Tank
PI
Main Engine
Stuffing Box
Lubricating
Oil Drain
Tank (0.9m3)
TIAH
MC
PIAL
MC
TIAL
MC
PIAL
MC
PX
TX
PX
TX
To
Oily
Bilge
Tank
L6V
LAL
MC
To
Oily
Bilge
Tank
Issue: 1
Vent
Hole
Back
Flushing
Chamber
107V
LS
TC Set at 45C
Sludge
Collector
(50 Micron)
To
Oily
Bilge
Tank
To
Purifier
Heating Coil Around

Bellmouths Only

Sump Tank (30.3m3)
No.2 PI
No.1 PI
102V
101V
MC
PI
DPX
From
7kg/cm 2 Control
Air System
115V
Filter Unit
DPAH
To Step Up Gear
Hydraulic
Power
Supply Unit
(Mounted on
Engine)
PS
Main Lubricating Oil 106V

Auto Back Flush Filter
(40 Micron)
A140V
109V

108V
Manual Bypass Strainer
(40 Micron)
From
7kg/cm 2 Control
Air System
From
7kg/cm 2 Control
Air System
TI
117V
105V
103V
To Oily Bilge Tank

Pumps (345m3/h x 4.3kg/cm2)
PI
Main
Lubricating Oil
Cooler
TI
PI
116V
IMO No.9301419

2.8
LUBRICATING OIL SYSTEMS
2.8.1
MAIN ENGINE LUBRICATING OIL SYSTEM
Main Lubricating Oil Pumps

Maker:
No. of sets:
Type:
Model:
Capacity:

2
Deep well, motor driven centrifugal
SDF-2V 250B
345m3/h at 4.3kg/cm2
Main Lubricating Oil Cooler

Maker:
No. of sets:
Type:
Capacity:

1
J092 MGS7/6
1,195,400kcal/h
Automatic Backwash Filter

Maker:
No. of sets:
Type:
Model:
Niikura Corporation
1
Self-cleaning
LA1-300-TM
Introduction
The main engine has two separate lubricating oil systems which can be detailed
as follows:
The main bearing lubrication system
The cylinder oil system
Main Bearing, Camshaft and Piston Cooling Lubricating Oil

System
The main or crankcase lubrication system is supplied by one of two pumps.
One pump will be operating and the other on standby and set for automatic cutin should there be an oil pressure reduction or pump failure and the changeover
is set at 1.6kg/cm2. The main lubricating oil (LO) pumps take their suction
from the main engine sump tank and discharge to the engine via the main
LO cooler and automatic backflushing filter. The main LO cooler is cooled
by water supplied from the auxiliary cooling fresh water system. The supply
pressure in the main lubricating system is 2.4kg/cm2, and each pump has a
rated capacity of 345m3/h at 4.3kg/cm2.
Issue: 1
The main LO system supplies oil to the engine bearings, vibration dampers and
pistons where it acts as a coolant. The cooling effect of the oil at the vibration
dampers and on the underside of the piston crowns is very important.
The inlet temperature of the LO is regulated to 45C by a three-way control
valve positioned at the LO cooler outlet.
Turbocharger Bearing Oil System
The turbocharger bearings are supplied with LO from a line branched off the
main engine LO supply rail and as such the system is common with the rest
of the main engine LO system. Because of the nature of turbochargers and the
high speeds at which they spin, it is essential that the turbocharger bearings
receive a plentiful supply of oil at all times to prevent bearing failure.
Cylinder Lubrication System
Lubrication of the pistons and cylinders is performed by a separate cylinder
lubrication system. High alkaline cylinder oil is supplied to the main engine on
a once through basis. The cylinder lubricating oil (CLO) lubricates the piston
rings to reduce friction between the rings and liner, provides a seal between
the rings and the liner and reduces corrosive wear by neutralising the acidity
of the products of combustion. The alkalinity of the CLO should match the
sulphur content of the HFO supplied to the engine. The amount of cylinder oil
supplied to each lubricating point can be individually adjusted and is also load
dependent, the load dependent quantity adjustment being made by the engine
remote control system.
From the cylinder oil storage tank, oil is supplied to the cylinder oil measuring
tank by gravity. The cylinder oil measuring tank has a capacity 1.0m3 and is
fitted with a low level alarm. From there it is directed to the small cylinder oil
measuring tanks situated below the cylinder lubricator units. Each cylinder
has its own lubricator unit. The lubricator supplies cylinder oil, in controlled
quantities and at correct timing, to the six lubricator quills located around the
circumference of the cylinder.
The main engine stuffing box LO drain tank collects lubricating oil from the
main engine piston rod boxes (stuffing box) and has a capacity of 0.9m3. The
tank overflows to the oily bilge tank and is fitted with a drain valve (L115V)
which allows for regular draining. A high level alarm will indicate an excessive
leakage of LO past the piston sealing rings.
Procedure for Operating the Main Lubricating Oil System

a)
Check the oil level in the main engine sump and top up if
necessary.
b)
Ensure that all pressure gauge and instrumentation valves are

IMO No.9301419
c)
Ensure that fresh water cooling is supplied to the LO cooler.
d)
Ensure that the LO cooler three-way valve L105V is operating

correctly.
e)
Position
Open
Open
Closed
Operational
Open
Open
Open
Open
Closed
Closed
Description
No.1 LO pump discharge valve
No.2 LO pump discharge valve
Pump discharge return to sump tank
LO cooler three-way bypass valve
LO cooler inlet valve
LO cooler outlet valve
Automatic back flushing filter inlet valve
Automatic back flushing filter outlet valve
Bypass filter inlet valve
Bypass filter outlet valve
Valve
L101V
L102V
L103V
L105V
L116V
L117V
L106V
L107V
L108V
L109V
f)
Start one main LO pump.
g)
Once the main LO pressure is at normal operating pressure

switch the other main LO pump to standby.
h)
Switch on the automatic back flush filter.
i)
Check the temperatures and pressures throughout the system.
Procedure for Operating the Main Engine Cylinder Lubricating

Oil System
The following procedure assumes the cylinder oil measuring tank is full.
a)
Check the level in the cylinder oil storage tank.
b)
Position
Closed
Closed
Open
Description
Cylinder oil storage tank outlet valve
Cylinder oil measuring tank inlet valve
Cylinder oil measuring tank outlet valve
Valve
L110V
L111V
L113V
The main engine cylinder oil lubricating system is now operational.
Illustration 2.8.2a Generator Engine Lubricating Oil System

Key
TI
Generator Engine
Lubricating Oil
Storage Tank
(11m3)
Lubricating Oil
17V
TI
45V
PI
73V
TX
Generator Engine
Lubricating Oil
Purifier Supply Pump
(2.1m3/h x 3kg/cm2)
To Oily Bilge Tank
TIAHL
MC
20V
No.1
Generator
Engine
18V
19V
No.2
Generator
Engine
PAL
47V
49V
23V
Generator Engine
Lubricating Oil
Purifier
(2,100 Litres/Hour)
78V
22V
42V
41V
55V
MS
From Main Lubricating Oil Sump Tank
83V
53V
57V
To Main Lubricating Oil Settling Tank
Turbocharger
PI
0.5 bar
63
LS
61
LAH/L
65
Lubricating Oil Fine Filter
68
Electric Driven
Prelubricating
Oil Pump
(Restrictor)
Sludge Tank (9m3)
To Main Lubricating Oil Sump Tank
To Oil Vapour Discharge Line

Lubricating Oil From
Separator/Supply Flange
Connection
PI
65
FI
(32 Mesh)
21V
LAL
PI
TI
CI
No.3
Generator
Engine
PI
Generator Engine
Lubricating
Oil Purifier Heater
PDAH
61-62
PIAL
TIAH
PSL
62
62
62
LS
TI
DPS
PI
PT
TE
PS
68
62
61-62
62
62
62
62
2 bar
15u
60u
Piston
No.1
2 bar
Rocker
Arm
Piston
No.2
Valve
Drive
5 bar
Engine Driven
Lubricating
Oil Pump
5 bar
Pump
Drive
Crankshaft
Journal, Big End
and Little End
Bearings
Rocker
Arm
Piston
No.3
Rocker
Arm
Piston
No.4
Rocker
Arm
Piston
No.5
Rocker
Arm
Piston
No.6
Rocker
Arm
Piston
No.7
Rocker
Arm
Valve
Drive
Valve
Drive
Valve
Drive
Valve
Drive
Valve
Drive
Valve To
Drive Timing
Gear
Pump
Drive
Pump
Drive
Pump
Drive
Pump
Drive
Pump
Drive
Pump
Drive
Big and Little End

Bearings
Big and Little End

Bearings
Big and Little End

Bearings
Big and Little End

Bearings
Big and Little End

Bearings
Big and Little End

Bearings
Camshaft Bearings
Camshaft Bearings
Camshaft Bearings
Camshaft Bearings
Camshaft Bearings
Camshaft Bearings
Camshaft
Bearings
Governor
Drive
Lubricating
Oil Cooler
Oil Mist
Detector
Drain to Sump
LAH UA LSH
92
92
92
To Lubricating Oil Separator Flange Connection
Issue: 1
IMO No.9301419

2.8.2
GENERATOR ENGINE LUBRICATING OIL SYSTEM
Engine Driven Lubricating Oil Pump

Maker:
Type:
Capacity:
Relief valve setting:
Hyundai Heavy Industries

Engine driven horizontal gear
30m3/h
5 bar
Pre Lubricating Oil Pump

Maker:
Type:
Model:
Capacity:
Relief valve setting:
Hyundai Heavy Industries

Electric motor driven horizontal gear
R25/12.5 FL-Z-DB-SO
2.55m3/h
0.5 bar
Introduction
There are three main generator engines and they have integral LO sumps with
engine driven LO pumps circulating the lubricating oil around the engine
system. The sumps have a capacity of between 740 and 960 litres.
Each engine has an electrically driven LO priming pump in order to ensure that
all surfaces are adequately lubricated before the engine is started.
The engine system also has a LO plate type cooler which is cooled by
circulating fresh water from the auxiliary central cooling fresh water system.
A wax type three-way valve regulates the oil temperature by controlling the
flow of lubricating oil through the cooler to regulate the temperature in the
range 60 to 69C.
Duplex LO filters are also fitted to the system. The primary filter filters to 60
micron and the secondary filter filters to 15 micron.
Components supplied with oil from the system are the turbocharger bearings,
the main and big end bearings, the small end bearings, the camshaft drive, the
governor drive, the camshaft system and the rocker arms. The oil also acts
as the piston coolant and the cylinder lubricant. All engine system valves are
normally left open so that the engine may be started automatically. When the
engine is designated as the standby engine, the priming pump operates in order
to ensure that oil flows to all necessary surfaces; the turbocharger bearings are
supplied by the priming pump at standby.
The inlet line to the turbocharger is fitted with a fixed throttle valve, in order
to ensure the correct oil flow, and a non-return valve to prevent draining of
the turbocharger bearing region during standstill. The non-return valve has a
back-pressure function which means that a pressure slightly above the priming
pressure is needed to open the valve to normal flow. This prevents overflooding of the turbocharger bearing region during standby periods when the
priming pump is running.
Pipes provide for the lubrication of the camshaft drive system, the governor
drive, camshaft bearings and cam galleries. Small bores in the engine frame,
cylinder head and rocker arms provide for lubrication of the valve rocker
assemblies.
The lubrication priming pressure must be checked daily when the engine is
out of service.
The engine lubrication system pressure is regulated by an adjustable springloaded pressure relief valve set to 5 bar. Oil for the main bearings is supplied
through holes in the engine frame. From the main bearings oil flows through
holes in the crankshaft to lubricate the connecting rod big end bearings. The
connecting rods have bored channels through which oil can flow from the big
end to the small end bearing. This oil flow lubricates the small end bearing
and some of the oil is distributed to the piston crown inner space where it acts
as a coolant.
The engine lubrication system is part of the engine assembly and will operate
when the engine is operated. It is essential that the temperatures and pressures
are checked and that the oil is sampled and tested periodically in order to
ensure that deterioration of the oil is detected as soon as it occurs. The auxiliary
engine sumps are provided with vent pipes.
The sump oil level is monitored by a float switch which activates an alarm
when the level falls below a predetermined level.
Generator engine sumps may be pumped by the generator LO purifier pump
either through the purifier heater, the purifier and back to the sump or to the
main LO settling tank. LO may be pumped from the settling tank via the
purifiers (see section 2.8.4 of this machinery operating manual).
Generator engine sumps are topped up from the generator engine LO storage
tank (see section 2.8.5 of this machinery operating manual)
The governor linkage is hand lubricated and the governor oil reservoir must be
checked daily and topped up as required.
The alternator shaft bearing has its own lubricating oil reservoir and this must
be checked daily and topped up as required.
The generator engine prelubrication pump operates whenever an engine is
selected as the standby engine.
Issue: 1
IMO No.9301419

Illustration 2.8.3a Stern Tube Lubricating Oil System
LAL
MC

PI
PI
Changeover
Valve
PI
PI
LS
Key
Lubricating Oil
Air
144V
Drain
PI
V4
141V
PI
143V
All valves are prefixed 'L'
Loaded Water Level
10.51m
Changeover
Switch
V5
140V
PI
146V
V11
LAHL
LS
MC
PI
Ballast Water Level

5.29m
162V
Stern Tube
Lubricating Oil
Tank (0.1m3)
133V
Stern
Tube
Bearing
Aft
137V
V12
From Fresh
Water Hydrophore
for Pipe Flushing
LS
Stern Tube
Lubricating Oil
Forward Seal
Tank
Changeover
Switch
Changeover
Valve
To Oily Bilge Tank
LAL
MC
From 7kg/cm2
Control Air Service
V1
V2
Stern Tube
Lubricating Oil
Gravity Tank
(0.1m3)
165V
TI
166V
Stern Tube
Lubricating
Oil Cooler
167V
Stern
Tube
Bearing
Forward
PI
128V
To Oily Bilge Tank
148V
TI
130V
131V
149V
PI
126V
129V
150V
PS
Regulator
TIAH
MC
TX
TIAH
MC
127V
PI
TX
124V
PI
Flow
Controller
No.2
Drain
Collecting
Unit
CI
PI
Stern Tube
Lubricating
Oil Pumps
(1m3/h x 3kg/cm2) CI
(32 Mesh)
123V
PS
PAL
No.1
MC
136V
(32 Mesh)
49V
122V
LAH
121V
MC
TIAH
MC
TX
Stern Tube
TI
LS
PI
151V
158V
152V
50V
PI
161V
154V
Internal Shaft
Bearing
Issue: 1
155V
156V
IMO No.9301419
159V
Stern Tube
Lubricating Oil
Sump Tank
(1.5m3)
To Oily Bilge Tank

2.8.3
STERN TUBE LUBRICATING OIL SYSTEM
Stern Tube Seal

Maker:
Model:
Model:
Kobelco Eagle Marine Engineering Co Ltd

AX-800 (aft seal)
AX-670 (forward seal)
Stern Tube Lubricating Oil Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Taiko Kikai Industries Co Ltd

2
Horizontal gear
NHG-1MT
1.0m3/h at 3.0kg/cm2 and 1,200 rpm
Stern Tube Lubricating Oil Cooler

Maker:
No. of sets:
Type:
Model:
Capacity:

1
Plate
T4 MGS16/1
2,000kcal/h
Introduction
Lubricating oil pressure in the stern tube can be controlled by an air control
unit or the use of the stern tube gravity tank.
The stern tube provides a bearing support for the propeller shaft as it passes
through the ships structure to the propeller. It is oil lubricated, and is sealed
at both ends using lip type seals. The stern tube bearing lubricating system is
independent of other systems. There are three lubricating systems for the stern
tube, one for the bearing unit, one for the aft seal assembly and one for the
forward seal assembly. All stern tube systems use the same lubricating oil.
The stern tube assembly passes through a tank which is filled with water from
the domestic fresh water system. This provides cooling to the bearings and the
stern tube.
The bearing area is lubricated by means of the stern tube LO pumps, with one
operating and the other on standby ready to start if the operating pump fails.
The duty stern tube LO pump pumps oil to the stern tube via an oil cooler
which is cooled by fresh water circulating in the low temperature FW cooling
system (see section 2.5.2).
Issue: 1
Two LO header tanks, the stern tube LO tank and the stern tube LO gravity
tank are incorporated in the system, the position of these tanks determines and
maintains the correct pressure in the system.
During ballast conditions the stern tube LO tank is in service with the LO
pumps circulating oil through the stern tube before the oil returns to the LO
tank and then back to the pump suctions. When the vessel is in the loaded
condition the pumps circulate oil through the stern tube before the oil returns
to the LO gravity tank via valve L146V. The flow of lubricating oil to the
stern tube LO gravity tank provides a greater head of pressure in the system to
compensate for the increase in draught.
Seals are provided at the outer and inner ends of the stern tube, these being
designed to prevent the entry of water into the stern tube area and prevent oil
leaking out to sea or into the machinery space at the forward end of the stern
tube.
The aft seal consists of three parts, the four rubber lip sealing rings, the metal
housing holding the sealing rings and a liner which rotates with the propeller
shaft. The after most sealing ring is No.1 seal ring and this faces outwards, as
does No.2 seal. Seal ring No.3 faces forward. An oil supply, from either the
high or low seal system, (depending on the loaded condition of the ship) flows
to the space between the two inner stern tube seals rings, No.2 and No.3. The
oil return pipe from this seal chamber is directed back to either the LO header
tank or the LO gravity tank. A natural oil circulation is set up when the shaft
turns thus oil flows through the seal space. The LO header tank is fitted with
a high and low level alarm. The stern tube LO gravity tank is fitted with a low
level alarm only.
The space between seal rings No.1 and 2 is filled with lubricating oil during
the commissioning stage and has no direct link to the piped lubricating/sealing
system.
Forward Seal Assembly

The forward seal consists of two sealing rings, both facing aft. The chamber
between the seals is supplied with oil from a small header tank, approximately
10 litre capacity situated on the aft bulkhead so that the normal oil level in
the tank is 300-500mm above the propeller shaft centre line. The header tank
is also fitted with a filling cap, a low level alarm and an oil sight glass for
minimum and maximum level indication. Three pipes connect the forward seal
header tank to the forward seal chamber. The centre pipe leading down from
the header tank provides a static head for the seal. The two pipes connected
to the sides of the header tank form part of the circulating system set up when
the shaft is rotating.
A circulator is fitted between the two seals and forms a pumping action when
the propeller shaft rotates. The two pipes allow for ahead and astern rotation
of the shaft.
IMO No.9301419
Procedure for the Preparation of the Stern Tube Seal

Lubricating Oil System using the Stern Tube Lubricating Oil
Tank
The following procedure assumes that the vessel is in ballast and that the stern
tube LO gravity tank is isolated.
a)
Ensure that all instrumentation valves are open.
b)
Check the oil level in the stern tube sump tank and top up as
necessary.
c)
Ensure the stern tube LO supply pump suction filters are

clean.
d)
Set valves as shown in the following table:
Position
Closed
Open
Open
Open
Open
Closed
Open
Open
Closed
Closed
Closed
Closed
Set
Closed
Closed
Closed
Open
Open
Open
Open
Open
Closed
Closed
Open
Description
Stern tube LO sump tank suction valve
No.1 stern tube LO supply pump suction valve
No.1 stern tube LO supply pump discharge valve
Stern tube LO supply pump bypass valve
Stern tube LO cooler bypass valve
Stern tube LO cooler vent valve
Stern tube LO cooler drain valve
Stern tube LO gravity tank isolation valve
Three-way valve
Isolation valve
Drain valve
Drain valve
Stern tube inlet valve
Stern tube outlet valve
Stern tube LO tank return valve
Stern tube LO gravity tank return valve
Vent valve
Stern tube LO tank outlet valve
Valve
L161V
L121V
L123V
L122V
L124V
L136V
L126V
L127V
L128V
L137V
L129V
L130V
L155V
L156V
L152V
L154V
L148V
L149V
L133V
L146V
L140V
L131V

Illustration 2.8.3a Stern Tube Lubricating Oil System
LAL
MC

PI
PI
Changeover
Valve
PI
PI
LS
Key
Lubricating Oil
Air
144V
Stern Tube
Lubricating Oil
Gravity Tank
(0.1m3)
Drain
PI
V4
141V
PI
143V
All valves are prefixed 'L'
Loaded Water Level
10.51m
Changeover
Switch
V5
140V
PI
146V
V11
LAHL
LS
MC
PI
Ballast Water Level

5.29m
162V
Stern Tube
Lubricating Oil
Tank (0.1m3)
133V
Stern
Tube
Bearing
Aft
137V
V12
From Fresh
Water Hydrophore
for Pipe Flushing
LS
Stern Tube
Lubricating Oil
Forward Seal
Tank
Changeover
Switch
Changeover
Valve
To Oily Bilge Tank
LAL
MC
From 7kg/cm2
Control Air Service
V1
V2
165V
TI
166V
Stern Tube
Lubricating
Oil Cooler
167V
Stern
Tube
Bearing
Forward
PI
128V
To Oily Bilge Tank
148V
TI
130V
131V
149V
PI
126V
129V
150V
PS
Regulator
TIAH
MC
TX
TIAH
MC
127V
PI
TX
124V
PI
Flow
Controller
No.2
Drain
Collecting
Unit
CI
PI
Stern Tube
Lubricating
Oil Pumps
(1m3/h x 3kg/cm2) CI
(32 Mesh)
123V
PS
PAL
No.1
MC
136V
(32 Mesh)
49V
122V
LAH
121V
MC
TIAH
MC
TX
Stern Tube
TI
LS
PI
151V
158V
152V
50V
PI
161V
154V
Internal Shaft
Bearing
Issue: 1
155V
156V
IMO No.9301419
159V
Stern Tube
Lubricating Oil
Sump Tank
(1.5m3)
To Oily Bilge Tank

e)
Start the duty stern tube LO pump and switch the other pump to
standby.
f)
Take an oil sample for analysis from the sampling cock at

regular intervals.
Procedure for the Preparation of the Stern Tube Seal

Lubricating Oil System for a Loaded Condition
The following procedure assumes that the stern tube system is in use.
a)
Ensure that all instrumentation valves are open.
b)
Check the oil level in the stern tube sump tank and top-up as
necessary.
c)
Ensure the stern tube LO supply pump suction filters are

clean.
d)
Set valves as shown in the following table:
Position
Open
Open
Open
Open
Open
Closed
Open
Open
Closed
Closed
Closed
Closed
Set
Closed
Closed
Closed
Open
Open
Open
Open
Closed
Open
Issue: 1
Description
Stern tube LO supply pump bypass valve
Stern tube LO cooler bypass valve
Stern tube LO cooler vent valve
Stern tube LO cooler drain valve
Stern tube LO gravity tank isolation valve
Three-way valve
Stern tube LO tank isolation valve
Drain valve
Drain valve
Stern tube LO tank return valve
Stern tube LO gravity tank return valve
Position
Open
Closed
Closed
Closed
Open
Description
Stern tube LO gravity tank inlet valve
Stern tube LO gravity tank drain valve
Vent valve
Stern tube LO tank outlet valve
Stern tube LO gravity tank overflow valve
Valve
L144V
L143V
L140V
L131V
L141V
e)
Ensure there is oil flow through the return sight glass 01SG.
f)
Take an oil sample for analysis from the sampling cock at

regular intervals.
Note: Company instructions with regards to changing over of the stern tube
LO system for different loaded conditions must be adhered to, in order to
prevent incorrect operation of the stern tube LO system and the possibility
of oil pollution and damage to the sealing system.
Air Control Unit

Valve
L161V
L121V
L123V
L122V
L124V
L136V
L126V
L127V
L128V
An air control unit (ACU) supplies air, at a reduced pressure, to No.1 and No.2
chambers of the aft seal and also to the top of the stern tube lubricating oil tank.
The air to the seal chambers is vented to sea and any change in the vessels
draught is detected by the ACU. The ACU will then automatically adjust the air
pressure to the stern tube lubricating oil tank and this will increase or decrease
the oil pressure to the stern tube to the optimum value. A relief valve fitted to
the stern tube lubricating oil tank is set at 2.3kg/cm2.
L137V
L129V
L130V
L155V
L156V
L152V
L154V
L148V
L149V
L133V
L146V
IMO No.9301419
Illustration 2.8.4a Lubricating Oil Purifying Systems

To Shore Connections
Key
Lubricating Oil
16V
Generator Engine
Lubricating Oil
Storage Tank
(11m3)
2V
1V
Main Lubricating
Oil Settling Tank
(39.3m3)
Main Lubricating
Oil Storage Tank
(39.3m3)
73V

72V
TI
71V
To Oily Bilge Tank
17V
3V
4V
To Oily Bilge Tank
TIAHL
MC
LAHL
LS
No.3 Lubricating Oil

Sump Tank
20V
From No.1,2,3
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
To Main Lubricating
Oil Settling Tank
33V
LAHL
LS
To Oily
Bilge Tank
19V
PI
Lubricating
Oil Transfer
PI
Pump
(6m3/h x 3kg/cm2)
Main
Lubricating
Oil Purifier
PI
Supply Pump
(2.3m3/h x 3kg/cm2)
CI
CI
CI

Sump Tank
(32 Mesh)
22V
Generator Engine
TI
TX
TIAHL
MC
TI
LS
TI
49V
51V
45V
Generator Engine
Lubricating Oil
(2.1m3/h x 3kg/cm2)
(32 Mesh)
47V
48V
(32 Mesh)
PAL
31V
79V
37V
To Oily
Bilge Tank
43V
32V
PI
FI
PAL
18V
56V
42V
FI
55V
41V
57V
53V
34V

Sump Tank
PI
78V
54V
LAHL
Generator Engine
Lubricating
Oil Purifier Heater
46V
23V
Generator Engine
PI
TI
Main Lubricating
Oil Purifier Heater
TI
TX
Generator Engine
PI
Generator Engine
Lubricating Oil
Purifier
(2,100 Litres/Hour)
Main Lubricating
Oil Purifier
(2,300 Litres/Hour)
21V
To Oily Bilge Tank
5V
MS
6V
MS
LAH
82V
MC
83V
LS
Main Engine
Lubricating Oil
Sump Tank
(30.3m3)
Issue: 1
Vent Hole
To Oily Bilge Tank
Back Flushing
Chamber
IMO No.9301419
Sludge Tank
(10.5m3)

2.8.4
LUBRICATING OIL PURIFYING SYSTEMS
Main Engine Lubricating Oil Purifier

Maker:
No. of sets:
Model:
Capacity:
Motor:
Bowl speed:
Control panel:
Separating temperature:
Westfalia
1
OSD 18-91-067 design 10
2,300 litres/h
8.6kW at 3,600 rpm
10,000 rpm
Simatic C7-623
90C
Generator Engine Lubricating Oil Purifier

Maker:
No. of sets:
Model:
Capacity:
Motor:
Bowl speed:
Control panel:
Separating temperature:
Westfalia
1
OSD 18-91-067 design 10
2,300 litres/h
8.6kW at 3,600 rpm
10,000 rpm
Simatic C7-623
90C
Main Engine Lubricating Oil Purifier Feed Pump

Maker:
No. of sets:
Model:
Capacity:

1
NHG-2. 5MT
2.3m3/h at 3.0kg/cm2
Generator Engine Lubricating Oil Purifier Feed Pump

Maker:
No. of sets:
Model:
Capacity:

1
NHG-2MT
Introduction
The purpose of the lubricating oil purifier is to remove water and solid particles
from the lubricating oil to prevent damage being caused to the machinery the
oil is supplying. There is one main engine LO purifier which may be used for
purifying the main engine sump tank, the main LO settling and storage tanks
and the stern tube LO sump tank. The generator engine LO purifier can be used
on the main engine as well as the generator system.
Issue: 1
WARNING
Care must be taken when operating the purifier system. Hot oil and
steam are present and can result in serious injury if leakage occurs.
There is a fire risk from the presence of hot oil and all precautions must
be taken to prevent a fire and to deal with one should an outbreak occur.
The extinguishing system must be checked frequently.
With the time dependant programme cycle, it is important for high clarifying
efficiency and to avoid desludging losses that the separable solids content in
the product do not fluctuate widely. The UNITROL system provides two basic
monitoring systems.
CAUTION
Centrifuges operate on an automatic sludging system but failure of the
The illuminated Liquid Crystal Display (LCD) provides information about

the operating and malfunction condition of the purifier and displays all the
relevant process data. In addition to the control cabinet the control system
comprises all the complete line fittings incorporating electrical components
which are controlled or monitored by the control unit which include:
Purifier Operation
Liquid mixtures and solid/liquid mixtures can be separated by two methods,
the gravity field of a settling tank or the centrifugal field of a purifier bowl.
Both systems rely on the product components having different densities.
Since the centrifugal force of a purifier is considerably more effective than
the gravity field of a settling tank it is usual practice to favour the centrifugal
force method. The heated dirty oil enters the purifier and the centrifugal force
created by the rotating bowl causes the liquid mixture to separate into its
different constituents within the disc stack.
The solid particles suspended in the oil settle on the underside of the discs
and slide down into the solid holding space. The smooth disc surfaces allow
the solids to slide down and provide self-cleaning of the discs. Being of the
self-cleaning type, the accumulation of solids within the holding space will be
ejected at predetermined intervals depending on the quality of the oil. This is
achieved automatically by the control panel and a number of solenoid valves
which will bypass the oil supply and open the bowl for a set period of time by
the use of high pressure water.
The C7-623/P control unit is used for the automatic ejection control and
condition monitoring of the LO purifier. The control unit has three modes of
operation.
1) Partial ejections
2) Total ejections
3) Preselected partial ejections followed by total ejection
1) Water content monitoring system (WMS)

2) Sludge space monitoring system (SMS)
Dirty oil connection
Water connection
Operating water connection
Circuit and water discharge valve
Water sensor
Thermometer for monitoring the dirty oil temperature
A klaxon for sounding an audible alarm
Software assignment for a each purifier is carried out in the factory using a
password function. Any alterations to the set parameters should only be carried
out by a person authorised to make such changes.
CAUTION
Centrifuges operate on an automatic sludging system, failure of the
The LO purifiers require compressed air and fresh water supplies for control and
bowl operation/flushing. Supply systems for these are covered in the relevant
control air system and fresh water sections, 2.10.3 and 2.14.1 respectively. The
purifiers, supply pumps and heaters are located in the purifier room.
Instrument air is supplied to the purifiers to control the supply of oil to the
bowl and the automatic discharge facility. Domestic fresh water is supplied for
sealing and flushing purposes.
The steam heaters maintain a constant temperature of 98C for optimum
purification. From the heater the LO is pumped into the purifier. After
purification, the oil is discharged back to the selected tank or sump.
IMO No.9301419

Key
Lubricating Oil
16V
Generator Engine
Lubricating Oil
Storage Tank
(11m3)
2V
1V
Main Lubricating
Oil Settling Tank
(39.3m3)
Main Lubricating
Oil Storage Tank
(39.3m3)
73V

72V
TI
71V
To Oily Bilge Tank
17V
3V
4V
To Oily Bilge Tank
TIAHL
MC
LAHL
LS

Sump Tank
20V
From No.1,2,3
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
To Main Lubricating
Oil Settling Tank
33V
LAHL
LS
To Oily
Bilge Tank
19V
PI
Lubricating
Oil Transfer
PI
Pump
(6m3/h x 3kg/cm2)
Main
Lubricating
Oil Purifier
PI
Supply Pump
(2.3m3/h x 3kg/cm2)
CI
CI
CI

Sump Tank
(32 Mesh)
22V
Generator Engine
TI
TX
TIAHL
MC
TI
LS
TI
49V
51V
45V
Generator Engine
Lubricating Oil
(2.1m3/h x 3kg/cm2)
(32 Mesh)
47V
48V
(32 Mesh)
PAL
31V
79V
37V
To Oily
Bilge Tank
43V
32V
PI
FI
PAL
18V
56V
42V
FI
55V
41V
57V
53V
34V

Sump Tank
PI
78V
54V
LAHL
Generator Engine
Lubricating
Oil Purifier Heater
46V
23V
Generator Engine
PI
TI
Main Lubricating
Oil Purifier Heater
TI
TX
Generator Engine
PI
Generator Engine
Lubricating Oil
Purifier
(2,100 Litres/Hour)
Main Lubricating
Oil Purifier
(2,300 Litres/Hour)
21V
To Oily Bilge Tank
5V
MS
6V
MS
LAH
82V
MC
83V
LS
Main Engine
Lubricating Oil
Sump Tank
(30.3m3)
Issue: 1
Vent Hole
To Oily Bilge Tank
Back Flushing
Chamber
IMO No.9301419
Sludge Tank
(10.5m3)

The Lubricating Oil Purifier System
The main engine LO purifier takes suction via the LO feed pump from the
following systems:
Main LO storage tank
Stern tube LO drain tank
Position
Closed
Open
Closed
Closed
Description
LO purifier discharge valve to main LO settling tank
Main engine LO sump tank filling valve
LO settling/storage tank run down valve
Stern tube LO sump tank filling valve
Valve
L56V
L54V
L05V
L07V
e)
rotate.
f)
g)
Start the purifier feed pump. The three-way valve will ensure
the oil bypasses the purifier and returns to the main sump tank.
h)
continuing.
i)

j)
Preparation for the Operation of the Purifying System
k)
To purify lubricating oil to and from the main engine LO sump tank using the
main engine LO purifier and feed pump.
Slowly open the steam supply and condensate return to the main
LO purifier heater.
l)
Check that the automatic controller has taken control of the

system and is maintaining the oil at the correct temperature.
The generator engine LO purifier takes suction via the LO feed pump from the
following systems:
Stern tube LO drain tank
Generator engine LO sump tanks
Generator engine LO storage tank
a)
system.
b)
c)
Ensure there is electrical power at the purifier control box.
d)
Position
Open
Description
Valve
Main engine LO sump tank purifier feed pump L06V
suction valve
Open
LO purifier feed pump suction valve
L43V
Closed
Main LO storage/settling tank suction valve
L79V
Closed
L08V
Open
LO purifier feed pump discharge valve
L46V
Open
LO purifier heater inlet valve
L51V
Closed
L48V
Operational LO purifier three-way valve
Issue: 1
m) Once the LO temperature is above the minimum setting, start

the programme by pressing Program 1 soft key on the control
panel. This will initiate a start sequence including a sludge and
discharge test and operate the purifier in automatic mode. Once
the purifier is running and no signs of abnormal vibrations are
evident, all temperatures and pressures should be recorded and
the levels of the tanks in use checked.

a)

triggered, then stop the purifier manually by pressing the Stop
pushbutton on the LGSP 4 panel. The LO will automatically
recirculate through the three-way valve back to the main engine
sump tank.
b)
Regulate the steam to the heater and allow the oil to cool.
c)
The feed pumps will need to be stopped if they are running in

manual mode.
IMO No.9301419
d)
e)
Once the purifier has come to a complete stop the brake can be
applied and preparations made for cleaning if required.
The above description of the purifying operation has been related to the
operation of the main engine LO purifier. Should the generator engine LO
purifier be required, careful consideration to piping diagrams and valve
positions should be given before any operations are started.
WARNING
Procedure for Purifying Oil between the Main Engine Sump

Tank and the Main Lubricating Oil Settling Tank using the
Main Lubricating Oil Purifier
Lubricating oil can be purified between the main engine sump tank and the
main LO settling tank. The procedure for starting the purifier is the same
except for the setting of the valves as follows:
Position
Open
Description
Main engine LO sump tank purifier feed pump
suction valve
Open
Closed
Main LO storage/settling tank suction valve
Closed
Open
Open
Closed
Operational LO purifier three-way valve
Open
Closed
Valve
L06V
L43V
L79V
L08V
L46V
L51V
L48V
L56V
L54V

Key
Lubricating Oil
16V
Generator Engine
Lubricating Oil
Storage Tank
(11m3)
2V
1V
Main Lubricating
Oil Settling Tank
(39.3m3)
Main Lubricating
Oil Storage Tank
(39.3m3)
73V

72V
TI
71V
To Oily Bilge Tank
17V
3V
4V
To Oily Bilge Tank
TIAHL
MC
LAHL
LS

Sump Tank
20V
From No.1,2,3
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
To Main Lubricating
Oil Settling Tank
33V
LAHL
LS
To Oily
Bilge Tank
19V
PI
Lubricating
Oil Transfer
PI
Pump
(6m3/h x 3kg/cm2)
Main
Lubricating
Oil Purifier
PI
Supply Pump
(2.3m3/h x 3kg/cm2)
CI
CI
CI

Sump Tank
(32 Mesh)
22V
Generator Engine
TI
TX
TIAHL
MC
TI
LS
TI
49V
51V
45V
Generator Engine
Lubricating Oil
(2.1m3/h x 3kg/cm2)
(32 Mesh)
47V
48V
(32 Mesh)
PAL
31V
79V
37V
To Oily
Bilge Tank
43V
32V
PI
FI
PAL
18V
56V
42V
FI
55V
41V
57V
53V
34V

Sump Tank
PI
78V
54V
LAHL
Generator Engine
Lubricating
Oil Purifier Heater
46V
23V
Generator Engine
PI
TI
Main Lubricating
Oil Purifier Heater
TI
TX
Generator Engine
PI
Generator Engine
Lubricating Oil
Purifier
(2,100 Litres/Hour)
Main Lubricating
Oil Purifier
(2,300 Litres/Hour)
21V
To Oily Bilge Tank
5V
MS
6V
MS
LAH
82V
MC
83V
LS
Main Engine
Lubricating Oil
Sump Tank
(30.3m3)
Issue: 1
Vent Hole
To Oily Bilge Tank
Back Flushing
Chamber
IMO No.9301419
Sludge Tank
(10.5m3)
Procedure for Purifying the Diesel Generator Lubricating Oil

Sump Tanks
The running of the purifier is the same as before except for the following valve
settings.
The following valve settings assume the generator LO purifier and feed pump
will purify No.1 generator engine sump tank.
Position
Open
Open
Closed
Closed
Open
Open
Closed
Operational
Closed
Closed
Open
Closed
Closed
Closed
Open
Issue: 1
Description
No.1 generator sump outlet valve
Main engine LO sump tank suction valve
Main LO settling/storage tank suction valve
LO purifier three-way valve
LO purifier discharge valve to main LO sump tank
LO purifier discharge valve to generator system
Generator engine LO storage tank outlet valve
No.3 generator sump inlet valve
Valve
L21V
L42V
L41V
L78V
L45V
L49V
L47V
L55V
L53V
L57V
L17V
L20V
L19V
L18V
IMO No.9301419
Illustration 2.8.5a Lubricating Oil Filling and Transfer System

(Port)
(Starboard)
Shore Connection
(Port)
Upper Deck
2V
16V
Generator Engine
Lubricating Oil
Storage Tank
(11m3)
To Oily Bilge Tank
(Starboard)
Upper Deck
Shore Connection
36V
1V
73V
Main Lubricating
Oil Storage Tank
(39.3m3)
Turbine Lubricating
Oil Storage Tank
(3.7m3)
Main Lubricating
Oil Settling Tank
(39.3m3)
76V
72V
71V
17V
10V
3V
Generator Engine
To Oily
Bilge Tank
4V
To Oily Bilge Tank
To Bilge Shore Connection
LAHL
LS

Sump Tank
20V
No.3
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
13V
To Oil Purifying System
23V
Generator Engine
LAHL
LS
To Oily
Bilge Tank
No.2
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
12V
LAHL
To Oily
Bilge Tank
18V
CI
CI
(32 Mesh)
(32 Mesh)
Generator Engine
Supply Pump
(2.1m3/h x 3kg/cm2)
(32 Mesh)
78V
79V
37V
42V
41V
32V
9V
45V
43V
31V
11V
PI

Purifier Supply
Pump (2.3m3/h x 3kg/cm2)
CI
No.1
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
PI
Lubricating Oil
Transfer Pump
(6m3/h x 3kg/cm2)
19V
Generator Engine
46V
PI

Sump Tank
22V
LS
33V
34V

Sump Tank
21V
7V
To Oily Bilge Tank
6V
Daily Tank
(0.1m3)
75V
8V

Daily Tank
(0.1m3)
5V
Key
74V
Stern Tube
Lubricating Oil
Sump Tank
(1.5m3)
Vent Hole
Sump Tank (30.3m3)
Back Flushing
Chamber
To Oily Bilge Tank
Lubricating Oil
Drain Plug
Issue: 1
IMO No.9301419

2.8.5
LUBRICATING
SYSTEM
OIL
FILLING
AND
TRANSFER

Maker:
No. of sets:
Model:
Type:
Capacity:
Motor:

1
NHG-6MT
2.2kW at 1,155rpm
All the storage and settling tanks can be filled from the LO bunker connections
on the port and starboard sides of the main deck. The generator and main
engine LO tanks use the same connection for filling so care must be taken
when filling the tanks to ensure the correct oil is filling the correct tank. The
main engine cylinder oil storage tank and turbine LO tank have their own LO
bunker connections to prevent the risk of any cross contamination.
The LO transfer pump has a capacity of 6.0m3/h at 3.0kg/cm2 and is used to
transfer LO from one part of the ship to another.
The LO transfer pump can take suction from the following:
Main engine sump
Stern tube LO sump tank
Introduction
Generator engine sumps
Lubricating oil is stored in the following storage tanks, located in the engine
room:
Main engine LO storage tank
Main engine LO settling tank
Turbine LO storage tank
Tank
Stern tube LO sump tank
Turbine LO storage tank
LO daily tank No. 1
LO daily tank No. 2
Cylinder oil storage tank
Volume 100% (m3)

30.3
1.5
11
39.3
39.3
3.7
0.1
0.1
52.4
1.0
The outlet valves from most of the LO tanks are remote quick-closing valves
with a collapsible bridge, which can be pneumatically operated from the fire
control station. After being tripped, the valves must be reset manually and
locally. Each tank, except the LO daily tanks are fitted with self-closing test
cocks to test for water and to drain any water present. The drain lines from the
LO tank save-alls drain any liquid to the oily bilge tank.
The main engine LO storage tank is used to store clean oil for the main engine
and the stern tube system if required. The generator engine LO storage tank
is used to store clean oil for the generator engines. The main LO settling tank
is used to allow the contents of the sump of the main engine to be transferred
prior to being purified back to the sump or back to the settling tank.
Heating coils are fitted to the main LO settling tank.
Issue: 1

a)
Check and record the level in all LO tanks.
b)
Open the relevant tank filling valve.
Description
Note: The cylinder oil storage and turbine oil storage tanks are not fitted with
filling valves.
c)
Connect the bunker hose ensuring that the connections are clean
and that the gaskets are in good order.
d)
Ensure the bunker connections not in use have blanks fitted and
the valves closed to prevent accidental leakage.
e)
Open the bunker filling valve.
f)
Proceed with the bunkering operation and check that the oil is
going to the correct tank.
g)
When the required quantity of oil has been loaded, close all the
valves.
h)
Check and record the levels in all the LO tanks and record the
amount of oil taken.
i)
Record all oil transfers in the oil record book.
The LO transfer pump discharges to the following:
Bilge shore connection
CAUTION
Extreme care must be taken when transferring or purifying LO to
ensure that main engine oil, generator diesel engine oil and turbine oil
do not become mixed or contaminated. The setting of all valves must be
checked prior to starting operations so that oil will only be pumped or
purified from the intended source and to the intended destination. All oil
transfers must be record in the Oil Record Book.
Procedure for Loading Lubricating Oil from a Shore Station,

Barge or Road Tanker
Preparation and operation procedures as described in section 2.7.1 Fuel Oil and
Diesel Oil Bunkering and Transfer system should be followed.
All grades of oil are loaded from the connections situated on the port and
starboard side of the vessel. The main engine and generator engine LO are
loaded using the same connection whilst the main engine cylinder oil and
turbine oil have separate connections. It is essential that the correct filling line
is used for each grade of oil. The area around the filling connection must be
cleaned before the line blank is removed and the hose connected to prevent
contamination of the LO.
IMO No.9301419
Valve
L02V
L01V
L16V
Procedure for the Transfer of Lubricating Oil using the

a)
Check and record the level of oil in all the LO tanks.
b)
Check that all tank suction and filling valves are closed.
c)
Ensure the LO transfer pump suction filter is clean.
d)
Open the suction valves from the relevant source:
Illustration 2.8.5a Lubricating Oil Filling and Transfer System

(Port)
(Starboard)
Shore Connection
(Port)
Upper Deck
2V
16V
Generator Engine
Lubricating Oil
Storage Tank
(11m3)
To Oily Bilge Tank
(Starboard)
Upper Deck
Shore Connection
36V
1V
73V
Main Lubricating
Oil Storage Tank
(39.3m3)
Turbine Lubricating
Oil Storage Tank
(3.7m3)
Main Lubricating
Oil Settling Tank
(39.3m3)
76V
72V
71V
17V
10V
3V
Generator Engine
To Oily
Bilge Tank
4V
To Oily Bilge Tank
To Bilge Shore Connection
LAHL
LS

Sump Tank
20V
No.3
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
13V
23V
Generator Engine
LAHL
LS
To Oily
Bilge Tank
No.2
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
12V
LAHL
To Oily
Bilge Tank
18V
CI
CI
(32 Mesh)
(32 Mesh)
Generator Engine
Supply Pump
(2.1m3/h x 3kg/cm2)
(32 Mesh)
78V
79V
37V
42V
41V
32V
9V
45V
43V
31V
11V
PI

Purifier Supply
Pump (2.3m3/h x 3kg/cm2)
CI
No.1
Cargo Oil Pump
Turbine Lubricating
Oil Sump Tank
PI
Lubricating Oil
Transfer Pump
(6m3/h x 3kg/cm2)
19V
Generator Engine
46V
PI

Sump Tank
22V
LS
33V
34V

Sump Tank
21V
7V
To Oily Bilge Tank
6V
Daily Tank
(0.1m3)
75V
8V

Daily Tank
(0.1m3)
5V
Key
74V
Stern Tube
Lubricating Oil
Sump Tank
(1.5m3)
Vent Hole
Sump Tank (30.3m3)
Back Flushing
Chamber
To Oily Bilge Tank
Lubricating Oil
Drain Plug
Issue: 1
IMO No.9301419

Description
LO transfer pump suction valve from main engine sump tank and
stern tube sump tank
LO transfer pump suction valve from generator LO system
LO transfer pump suction valve from main engine settling/storage
tank
Main LO storage tank suction valve
Main LO settling tank suction valve
LO transfer pump suction valve from turbine LO storage tank and
COPT sump tanks
No.1 COPT LO sump tank suction valve
Turbine LO storage tank suction valve
Generator engine LO storage tank suction valve
No.1 diesel generator engine sump suction valve
e)
Valve
L31V
L32V
L34V
L03V
L04V
L37V
L11V
L12V
L13V
L10V
L17V
L21V
L22V
L23V
Open the discharge valves to the relevant source:
Description
LO transfer pump discharge valve
Main LO settling tank isolation valve
Bilge/shore connection valve
Valve
L33V
L36V
B40V
A blind flange is fitted in the filling line for the main LO settling tank. Should
a situation arise where LO needs to be transferred to the main or generator LO
storage tanks then the blind flange must be removed.
Before any LO transfer operations can proceed the LO bilge/shore connection
valves must be closed and the blanks securely fitted to prevent the risk of
accidental spillage.
f)
Start the LO transfer pump.
g)
Ensure that oil is being correctly transferred.
h)
When the required quantity of oil has been transferred, stop

the LO transfer pump and close all valves associated with the
transfer operation.
i)
Check and record the levels in all LO tanks and record the
amount transferred.
Issue: 1
Procedure for the Transfer of Lubricating Oil by Gravity

Before any lubricating oil transfer operation is started it must be confirmed that
all valves associated with the LO transfer and filling system are closed.
Main Lubricating Oil Storage Tank to the Main Engine Lubricating Oil
Sump Tank
Description
Main LO storage tank outlet valve
Valve
L03V
L05V
Turbine Lubricating Oil Storage Tank to the COPT Lubricating Oil

Sumps
Description
Turbine LO storage tank outlet valve
No.1 COPT LO sump inlet valve
Valve
L10V
L11V
L12V
L13V
Main Lubricating Oil Settling Tank to the Main Engine Lubricating Oil
Sump Tank
Description
Main LO settling tank outlet valve
Valve
L04V
L05V
Main Lubricating Oil Storage Tank to the Stern Tube Lubricating Oil
Sump Tank
Description
Stern tube LO sump tank filling valve
Valve
L03V
L07V
Main Lubricating Oil Storage Tank to the Lubricating Oil Daily Tanks
Description
LO daily tank filling valve
Valve
L03V
L09V
Generator Engine Lubricating Oil Storage Tank to the Generator Engine

Sumps
Description
Generator engine LO storage tank outlet valve
No.1 diesel generator engine LO sump
IMO No.9301419
Valve
L17V
L18V
L19V
L20V
2.9
Bilge Systems
2.9.1
Engine Room Bilge System and Bilge Separator
2.9.2
Bosun's Store and Chain Locker Bilge System
Illustrations
2.9.1a Engine Room Bilge System
2.9.2a Bosun's Store and Chain Locker Bilge System
Illustration 2.9.1a Engine Room Bilge System

From 7kg/cm2
Air
42V
OLS
From 7kg/cm2
Service
Air
A182V
S
S
OLS
Bilge Shore
Connections
(Port)
Emulsion
Nach
(20 Litre) Breaker
(20 Litre)
BG10V
Key
(Starboard)
BG9V
41V
To Incinerator
Waste Oil
Settling Tank
Electric Heater
PI
Control
Panel
38V
PI
70V
4kg/cm2 4kg/cm2
Bilge
Alarm
(15ppm)
40V
To Sea Chests
Sea Water
To Sewage Plant
Bilge
To Sea Water Service
Fire and Deck Wash

Air
To Main Cargo Oil Pump

Turbine Condenser
From
Lubricating
Oil Transfer
Pump
Separator Tank
Floating Tank
LS
33V
Mixing
Tank
37V
16V
22V
65V
21V
15V
PI
PI
Oily
Bilge
Pump
(5m3/h x
3kg/cm2)
P2
5 to 2kg/cm2
CI
Sludge
Pump
(5m3/h x
3.5kg/cm2)
PI
CI
No.1
No.2
Main / Cargo Oil

Pump Turbine
Condenser Cooling
Sea Water Pump
(870/1050m3/h x 23/9mth)
CI
S61V
36V
43V
34V
73V
63V
PI
PI
CI
CI
18V
No.2
Self Priming Bilge,

Fire and General
Service Pump
(240/200m3/h x 30/90mth)
S62V
3V
From
Sea Water Line
CI
4V
61V
S8V
S7V
PI
5V
6V
31V
No.1
64V
35V
From Fresh Water

Hydrophore Unit
72V
32V
17V
S11V
S10V
39V
S
P1
20V
To Foam/
Fire Deck Wash
4kg/cm2
62V
2V
1V
7V
Emergency
Bilge Suction
From
Sludge Tank
8V
Aft Peak Tank
66V
47V
LAH
MC
Cooling Water Tank

(31.7m 3)
9V
LS
LAH
LAH
LS
MC
LS
LS
LAH
MC
Aft Bilge Well
TIAH
LS
TX
MC
46V
TIAH
TX MC
Issue: 1
52V
Oily Bilge Tank (23.9m3)
56V
55V
MC
LS
Main Engine Recess
Main Lubricating
Oil Sump Tank
Bilge Holding Tank (57.6m3)

Sewage Plant Overflow
Main Engine Turbocharger and Air Conditioning Drai n
Main Engine and Air Conditioning Chemical Drain
Incinerator Waste Oil Tank Coaming Drain
Generator Engine Turbocharger Drain
Engine Room Toilet Drain
Main Engine Lubricating Oil Cooler Coaming Drain
45V
Cofferdam

Main Engine Fuel Oil Collection Chamber
Main Engine Stuffing Box Lubricating Oil Drain
Main Engine Bed Plate Drain (Port)
Main Engine Bed Plate Drain (Stbd)
Feed Filter Tank Drain
Compressed Air Drain Chamber Drain
54V
51V
IMO No.9301419
84V
67V
57V
Heavy Fuel Oil Lubricating Oil Coaming Drain

Control Pitch Propeller Hydraulic Oil Tank Drain
Stern Tube Lubricating Oil System Coaming Drain
Inert Gas Generator Drain
Inert Gas Generator Burner Drain
Incinerator Waste Oil Tank Overflow
Inspection Tank Overflow
Forward
Bilge
Well
(Port)
LAH
LAH
MC
MC
LS
LS
Forward
Bilge
Well
(Stbd)
Low
Sea Chest
(Stbd)
High
Sea Chest
(Port)
1V
3V
4V
2V

2.9
BILGE SYSTEMS
2.9.1
ENGINE ROOM
SEPARATOR
Introduction
BILGE
SYSTEM
Bilge Fire and General Service Pumps

Maker:
Type:
Model:
No. of sets:
Capacity:

Vertical centrifugal self priming
SVS200F
2
240/200m3/h at 30/90 mth
Oily Bilge Pump

Maker:
Type:
Model:
No. of sets:
Capacity:

2 piston positive displacement
P 102
1
5m3/h at 3 kg/cm2
Sludge Pump
Maker:
Type:
Model:
No. of sets:
Capacity:

2 piston positive displacement
P 102
1
5m3/h at 3.5 kg/cm2
Cooling Sea Water Pumps

Maker:
Model:
Type:
No. of sets:
Capacity:

DB300VID1
1
870/1,050m3/h at 23/9 mth
Oily Water Separator

Maker:
Model:
No. of sets:
Capacity:
Han Young Engineering Co. Ltd.

HYN05000-01
1
5m3/h
Dosage Pumps
Maker:
Model:
No. of sets:
Issue: 1
Kemplon
AXI-51-PRC-2
2
AND
BILGE
The engine room bilges can be pumped out using the oily bilge pump, the fire
bilge and general service pumps and No.1 and No.2 main sea water cooling
pumps. Under normal circumstances all bilges would be pumped through the
oily water separator using the oily bilge pump.
The oily bilge pump can take suction from:
The 3 engine room bilge wells
The stern tube cooling water tank
The bilge holding tank
The sea water suction main
The cofferdam
Apart from the sea water suction all of the bilge pump suctions are connected
to the bilge main.
The oily bilge pump discharges to:
The oily water separator
The bilge holding tank
The shore connections on the port and starboard side.
In the event of a large in flow of water the fire and general service pumps and
No.1 or No.2 main sea water pump can be used. The fire and general service
pumps can discharge into the fire main, the sea water main, the aft peak tank or
overboard. The main sea water pumps discharge into the sea water main.
CAUTION
The overboard discharge is not to be used for discharging bilges unless
under emergency conditions.
The oily water separator which is located port aft on the third deck comprises
three (3) vessels. The first is a mixing tank where the oily bilge water is mixed
with a chemical designed to overcome the problem of natural surfactants (that
tend to cause emulsions in the oil), to aid separation.
From there the oily bilge flows to a floating chamber where an electric heater
warms the liquid up to 55C to aid natural separation by increasing the difference
in the relative densities between the water and the oil. In this chamber there
is a capacitance type oil level indicator. When the oil/water interface level
reaches the lower probe a solenoid valve will open and discharge the oil to the
oily bilge tank and when the oil/water interface level reaches the upper probe
the solenoid valve will close.
From there the liquid passes into the final chamber and over a coalescer filter
which attracts small oil droplets and combine them into larger droplets which
again rise to the top of the chamber where the oil discharge is also controlled
by a capacitance probe opening and closing a solenoid valve.
As the water leaves the final chamber, it passes over an oil content monitoring
device. If the oil in water reaches 15ppm the discharge will change over from
overboard to discharge to the oily bilge tank. An audible alarm will sound.
The oily water separator is automatic in operation and will continue to operate
as long as there is an oily water feed into the unit.
WARNING
Under certain circumstances it could be possible to take oil from the bilge
system and pump it into the fire main. In order to prevent this, care must
be taken to line up the fire bilge and general service pumps correctly to
avoid this possibility. If a fire bilge and general service pump is used on
the bilge, lines must be flushed to ensure no residual oil remains.
CAUTION
The oily water separator is designed to separate oil from water, not water
from oil. Therefore if the bilge water supply to the separator contains
excessive amounts of oil it will render the equipment useless and result
in unnecessary maintenance.
The fire bilge and general service pumps are self-priming pumps and can take
suction from:
Note: The oily water separator may be stopped from the bridge emergency
console.
The three (3) engine room bilge wells
The stern tube cooling water tank
The sea water suction main
The cofferdam (main engine recess)
The cofferdam (main engine LO sump tank top)
The aft peak tank
A dedicated bilge direct suction in the port forward bilge well

IMO No.9301419

From 7kg/cm2
Air
42V
OLS
From 7kg/cm2
Service
Air
A182V
OLS
Bilge Shore
Connections
(Port)
Emulsion
Nach
(20 Litre) Breaker
(20 Litre)
BG10V
Key
(Starboard)
BG9V
41V
To Incinerator
Waste Oil
Settling Tank
Electric Heater
PI
Control
Panel
38V
PI
70V
4kg/cm2 4kg/cm2
Bilge
Alarm
(15ppm)
40V
To Sea Chests
Sea Water
To Sewage Plant
Bilge
Fire and Deck Wash

Air

Turbine Condenser
From
Lubricating
Oil Transfer
Pump
Separator Tank
Floating Tank
LS
33V
Mixing
Tank
37V
16V
22V
65V
21V
15V
PI
PI
Oily
Bilge
Pump
(5m3/h x
3kg/cm2)
P2
5 to 2kg/cm2
CI
Sludge
Pump
(5m3/h x
3.5kg/cm2)
PI
CI
No.1
No.2
Main / Cargo Oil

Pump Turbine
Condenser Cooling
Sea Water Pump
(870/1050m3/h x 23/9mth)
CI
S61V
36V
43V
34V
73V
63V
PI
PI
CI
CI
18V
No.2
Self Priming Bilge,

Fire and General
Service Pump
(240/200m3/h x 30/90mth)
3V
From
Sea Water Line
CI
4V
61V
S8V
S7V
PI
5V
6V
31V
No.1
64V
S62V
35V
From Fresh Water

Hydrophore Unit
72V
32V
17V
S11V
S10V
39V
S
P1
20V
To Foam/
Fire Deck Wash
4kg/cm2
62V
2V
1V
7V
Emergency
Bilge Suction
From
Sludge Tank
8V
Aft Peak Tank
66V
47V
LAH
MC
Cooling Water Tank

(31.7m 3)
9V
LS
LAH
LAH
LS
MC
LS
LS
LAH
MC
Aft Bilge Well
TIAH
LS
MC
TX
46V
TIAH
TX MC
Issue: 1
52V
56V
55V
MC
LS
Main Engine Recess
Main Lubricating
Oil Sump Tank

45V
Cofferdam

54V
51V
IMO No.9301419
84V
67V
57V

Forward
Bilge
Well
(Port)
LAH
LAH
MC
MC
LS
LS
Forward
Bilge
Well
(Stbd)
Low
Sea Chest
(Stbd)
High
Sea Chest
(Port)
1V
3V
4V
2V

Procedure for Pumping Oily Water from the Bilge Holding
Tank through the Oily Water Separator
Note: It is assumed that the oily water separator (OWS) is operational and
full of water.
a)
Set the valves as per the following table:
Position
Closed
Closed
Closed
Closed
Closed
Open
Open
Open
Open
Closed
Open
Open
Description
Oily bilge pump suction valve from the bilge
holding tank
Oily bilge pump suction valve from the bilge
main
Oily bilge pump suction valve from the sea
water system
Oily bilge pump discharge valve to the bilge
holding tank
Oily bilge pump discharge valve to bilge shore
connections
Oily bilge pump discharge valve to the OWS
OWS inlet line isolating valve
FW supply valve from FW system
OWS outlet line isolating valve
Manual discharge to bilge holding tank
Isolating valve from service air system
The engine room bilges will be normally pumped via the oily bilge pump
through the OWS, in this case the operation is as for pumping out the bilge
holding tank. Open B35V the oily bilge pump suction valve from the bilge
main instead of B36V the oily bilge pump suction valve from the bilge holding
tank and the relevant bilge well valve.
Procedure for Pumping Engine Room Bilges in the Event of a

Large Volume Ingress of Water
B35V
Both the bilge, fire and general service pumps and both main sea water cooling
water pumps, which are located forward of the main engine on the floor plates,
may be used in the case of the need to pump large volumes of water.
B34V
B39V
B37V
B38V
D72V
B41V
B42V
A42V
Ensure the strainer on the oily bilge pump is clean.
c)
Ensure there is power to the OWS.
d)
Ensure there is a supply of FW available.
e)
Ensure there is supply of service air available.
f)
Open the oily bilge pump suction valve from the bilge holding
tank B36V and start the pump.
Monitor the level in the bilge holding tank and shut the pump
down when there is a possibility of pumping water with a higher
oil content.
Issue: 1
Procedure for Pumping Engine Room Bilges
Valve
B36V
b)
g)
The bilge, fire and general service pumps can discharge to the following:
Foam, fire and deck wash line
Overboard
Bilge holding tank
Sea water services
Aft peak tank
Using the Bilge Fire and General Service Pumps

This procedure assumes No.2 bilge fire and general service pump is lined up
for fire main duty, so No.1 pump is available for bilge duty and discharge is
directly overboard.
Note: Always ensure strainers are cleaned after use so they will be clean
when required.
a)
Position
Closed
Closed
Closed
Closed
Closed
Closed
The main sea water cooling pumps can discharge to the following:
Sea water cooling system
Note: the use of any of these pumps could lead to oil contamination to other
systems or oil discharge overboard so it is vital that bilge wells are kept as
free from oil as possible and that any oil spillage into the bilges is cleaned
up immediately.
Using the Main Sea Water Cooling Pumps
Under normal circumstances a sea water cooling pump will be running. To
pump bilges directly:
a)
Open the bilge direct suction valve B6V.
b)
For No.1 SW cooling pump open S61V, for No.2 SW cooling

pump open S62V. The valves S7V or S8V respectively are then
throttled to ensure suction from the bilge.
c)
Determine the reason for the water ingress.
IMO No.9301419
Closed
Closed
Open
Open
Description
No.1 bilge, fire and GS pump bilge direct
suction valve
No.1 bilge, fire and GS pump suction valve
from the bilge main
from the aft peak tank
from the sea water crossover main
No.1 bilge, fire and GS pump discharge valve
to the fire main
to the aft peak tank
to the bilge holding tank
to the sea water main
Line isolating valve to the overboard line
Valve
B5V
B3V
B35V
B61V
B17V
B66V
B64V
S22V
B21V
B20V
b)
Start No.1 bilge, fire and general service pump.
c)
Open valve B5V.
d)
Monitor the level in the bilge well and shut the pump down
when there is a possibility of pumping oil from the well.
e)
Determine the reason for the water ingress.

From 7kg/cm2
Air
42V
OLS
From 7kg/cm2
Service
Air
A182V
OLS
Bilge Shore
Connections
(Port)
Emulsion
Nach
(20 Litre) Breaker
(20 Litre)
BG10V
Key
(Starboard)
BG9V
41V
To Incinerator
Waste Oil
Settling Tank
Electric Heater
PI
Control
Panel
38V
PI
70V
4kg/cm2 4kg/cm2
Bilge
Alarm
(15ppm)
40V
To Sea Chests
Sea Water
To Sewage Plant
Bilge
Fire and Deck Wash

Air

Turbine Condenser
From
Lubricating
Oil Transfer
Pump
Separator Tank
Floating Tank
LS
33V
Mixing
Tank
37V
16V
22V
65V
21V
15V
PI
PI
Oily
Bilge
Pump
(5m3/h x
3kg/cm2)
P2
5 to 2kg/cm2
CI
Sludge
Pump
(5m3/h x
3.5kg/cm2)
PI
CI
No.1
No.2
Main / Cargo Oil

Pump Turbine
Condenser Cooling
Sea Water Pump
(870/1050m3/h x 23/9mth)
CI
S61V
36V
43V
34V
73V
63V
PI
PI
CI
CI
18V
No.2
Self Priming Bilge,

Fire and General
Service Pump
(240/200m3/h x 30/90mth)
3V
From
Sea Water Line
CI
4V
61V
S8V
S7V
PI
5V
6V
31V
No.1
64V
S62V
35V
From Fresh Water

Hydrophore Unit
72V
32V
17V
S11V
S10V
39V
S
P1
20V
To Foam/
Fire Deck Wash
4kg/cm2
62V
2V
1V
7V
Emergency
Bilge Suction
From
Sludge Tank
8V
Aft Peak Tank
66V
47V
LAH
MC
Cooling Water Tank

(31.7m 3)
9V
LS
LAH
LAH
LS
MC
LS
LS
LAH
MC
Aft Bilge Well
TIAH
LS
TX
MC
46V
TIAH
TX MC
Issue: 1
52V
56V
55V
MC
LS
Main Engine Recess
Main Lubricating
Oil Sump Tank

45V
Cofferdam

54V
51V
IMO No.9301419
84V
67V
57V

Forward
Bilge
Well
(Port)
LAH
LAH
MC
MC
LS
LS
Forward
Bilge
Well
(Stbd)
Low
Sea Chest
(Stbd)
High
Sea Chest
(Port)
1V
3V
4V
2V
Procedure for Pumping Oil from the Oily Bilge Tank Ashore or
to the Waste Oil Incinerator
Note: All discharges from the oily bilge tank are to be recorded in the oil
record book
The sludge pump, which is located port aft on the floor plates takes suction
from the sludge tank and the oily bilge tank and can discharge to the waste oil
incinerator or the port and starboard bilge shore connections.
a)
Position
Closed
Closed
Open
Closed
Closed
Closed
Closed
Open
Description
Sludge pump suction valve from the oily bilge
tank
Sludge pump suction valve from the sludge
tank
Sludge pump discharge valve
Line isolating valve to the bilge holding tank
Isolating valve from the oily bilge pump
discharge
Isolating valve to the incinerator waste oil
settling tank
Isolating valve from LO transfer pump
Bilge shore connection port or
Bilge shore connection starboard
Valve
B32V
B31V
B33V
B65V
B37V
B40V
BG10V
BG9V
b)
Ensure the discharge hose is properly secured and the shore

station/barge is ready to receive the oil.
c)
Post a crew member at the shore station and establish radio

communications with the engine room.
d)
Ensure the suction strainer for the sludge pump is clean.
e)
Open the sludge pump suction valve from the oily bilge tank
B32V.
f)
Start the sludge pump.
g)
Ensure there are no leaks from the hose connections.
Note: The pump may be stopped from the shore connection station.
To pump to the waste oil incinerator settling tank the valves at the shore station
BG10V and BG9V are shut and the pipe end blanked. The valve F299V is
opened.
Issue: 1
IMO No.9301419
Illustration 2.9.2a Bosuns Store and Chain Locker Bilge System
From Fire Main
Focsle Deck
BG
06V
BF
01V
Chain Locker
BG02V
BG06V
Upper Deck
Chain
Locker
BG04V
Key
Chain
Locker
Bilge
Fire Main
Fore Peak
Tank
BG03V
Chain
Locker
BF
13V
Hydraulic
Power
Pack
BF
03V
BF
01V
From Fire Main
BG
01V
Issue: 1
IMO No.9301419

2.9.2
BOSUNS STORE AND CHAIN LOCKER BILGE

SYSTEM
Procedure for Pumping the Chain Locker Bilges
Procedure for Pumping the Bosuns Store Bilges
a)
Check that the fire main is pressurised.
a)
Check that the fire main is pressurised.
b)
Check that the suction strum boxes are clear and remove any
debris if necessary.
b)
Check that the suction strum boxes are clear and remove any
debris as necessary.
Introduction
c)
Open the overboard discharge valve BG06V.
c)
Open the overboard discharge valve BG06V.
An eductor is used for emptying the bilges in the chain locker and in the
bosuns store. The chain locker and bosuns store bilges are emptied using the
same eductor. The eductor is powered by sea water from the fire main and so it
is essential that the fire main is pressurised in order to pump these bilges.
d)
Open the chain locker bilge suction valves as required; BG04V

for the port chain locker and BG03V for the starboard chain
locker.
d)
Open the bosuns store bilge suction valves as required, BG01V

for the starboard side bilge well, BG02V for the port bilge
well.
e)
Open the driving sea water supply valve BF01V to the chain
locker/bosuns store eductor and check the discharge pipe to
ensure that the eductor is working.
e)
Open the driving sea water supply valve BF01V to the chain
locker/bosuns store eductor and check the discharge pipe to
ensure that the eductor is working.
f)
When the first chain locker bilge is empty close the bilge suction
valve and open the suction valve to the other bilge, if required.
f)
When the first bilge well is empty close the bilge suction valve
and open the suction valve to another bilge well, if required.
g)
When both chain locker bilges are empty close the driving sea
water supply valve to the eductor and the second bilge well
suction valve.
g)
When the three bosuns store bilge wells are empty close the
driving sea water supply valve to the eductor and the final bilge
well suction valve.
h)
Close the overboard discharge valve.
h)
Close the overboard discharge valve.
i)
Check and clear the bilge strum box if necessary.
i)
Check and clear the bilge strum boxes if necessary.
Bilge Eductor for Bosuns Store

No. of sets:
Procedure for Supplying Sea Water to the Fire Main

Either of the bilge, fire and GS pumps may be used for supplying water to the
fire main.
a)
b)

c)
Set the valves as required using the table below. The description
assumes that the sea water suction main is already operating
with the necessary sea chest sea water suction valve open. It is
assumed that No.2 bilge, fire and GS pump will be used:
Position Description
Open
No.2 bilge, fire and GS pump bilge main sea water
suction valve
Closed No.2 bilge, fire and GS pump bilge main suction valve
Closed No.2 bilge, fire and GS pump after peak suction valve
Closed Overboard discharge line valve
Open
No.1 bilge, fire and GS pump discharge valve to fire
main
Note: The strum box on any bilge suction should be checked and cleared
after pumping the bilge in order to ensure that it will be clear for the next
pumping. This is important as in the event of subsequent flooding the bilge
strum box may be inaccessible.
Valve
B2V
B4V
V62V
B16V
B18V
Other Deck Storage Spaces

Other storage areas on deck, such as the paint store, deck store and the cargo
gear locker have no fixed bilge system. Consequently, these spaces are fitted
with an M24 drain plug which allows any flooding to be drained safely.
Any remaining bilge duties on deck would be undertaken using a portable air
diaphragm pump.
Note: The sea water suction and the discharge valves to the fire main on the bilge,
fire and GS pumps are normally open but it is important to check that this is so
before operating the pump.
Issue: 1
IMO No.9301419
2.10
Air Systems
2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air System
Illustrations
2.10.1a Starting Air System
2.10.2a General Service Air System
2.10.3a Control Air System
Illustration 2.10.1a Starting Air System

To Safe Position
Outside Engine Room
in Casing
Set 33kg/cm2
To Air Bottle for

Emergency
Shut-Off Valves
From Control Air

Reservoir
From Service Air
Reservoir
Set 33kg/cm2
No.2 Main Air Reservoir

(3m3 x 30kg/cm2)
PI
60V
To Air
Whistle
PI
Set 7.7kg/cm2

(0.25m3x30kg/cm2)
PS
PS
41V
30 to7kg/cm2
22V
Set
19V
20V
21V
34V
35V
36V
PI
44V
PAL
MC
To Control
Air System

(3m3 x 30kg/cm2)
To Generator Engine
Marine Diesel Oil
Flushing Pump
PS
Oil/
Water
Separator
To Compressed Air
Drain Chamber
PX
2V
23V
PX
S
TIAH
MC
PAL
MC
Scavenge Air Manifold
31V
PIAL
MC

24V
No.2
TX
PS
1V
Main Air Compressors

(90m3/h x 30 kg/cm2)
PI
MC
Bilges
Unless otherwise stated all
valves are prefixed 'A'
PIAL
MC
PI
Air
PAL
MC
32V
From
Control Air
Dryer
Key
33V
PS
To General Service
Air System
33kg/cm2
To Compressed Air
Drain Chamber
PI
163V
PX
Main Engine
(Hyundai B&W 7S60ME-C)
Exhaust Valve Spring Air
116V
No.1
Sealing Air r
To Economise
Sootblowers
Compressed
Air Drain
Chamber
To Oily Bilge Tank
Issue: 1
IMO No.9301419

2.10 AIR SYSTEMS
2.10.1 STARTING AIR SYSTEM
Maker:
No. of sets:
Type:
Model:
Required coolant:
Capacity:
Motor:
Jonghap Tanabe Pneumatic Machinery Co. Ltd

2
Two stage reciprocating fresh water cooled
H-63
2.28 m3/h
90m3/h at 30kg/cm2
22kW at 1,800 rpm
Introduction
The starting air system is supplied by two main starting air compressors which
provide air to the two 3m3 capacity main air reservoirs and the 0.25m3 auxiliary
air receiver. The compressed air is used to start the main engine and the three
auxiliary generator engines and to run the generator engine MDO flushing
pump. Air from the starting air system can also be directed to the service air
system, the deck air system and the control air system via pressure reducing
valves which feed the service air system and all its consumers.
The compressors are each fitted with a safety valve after the second stage
compression. The compressors are water cooled from the auxiliary central
cooling fresh water system and the bearings are lubricated by a gear pump
fitted at the end of the crankshaft. A high temperature sensor is located at
the compressor outlet and this will trip the compressor if the air temperature
exceeds a predetermined limit.
Each compressor has an automatic unloader arrangement which operates
when the compressor starts and stops. This allows the compressors to start
and stop off load thus reducing the loading on the electric drive motor and the
compressor running gear. The compressors are started and stopped by pressure
switches situated on the inlet line to the main reservoirs. The compressors may
be selected for manual starting and stopping by means of a selector switch
located in the engine control room console. This switch also allows selection
of the lead and follow on compressors for automatic operation.
Starting air is supplied to the main and generator engines through separate lines
from the main starting air reservoirs. An auxiliary air reservoir is provided for
use by the generator engines. Switches at the local group starter panel LGSP
No.5 enable the compressors to be manually started, stopped and placed in
Lead or Follow mode. Each compressor has a pressure switch connected to the
control system which allows for automatic start and stop.
Issue: 1
Procedure for Filling the Starting Air Reservoirs and Supplying

the Main and Generator Engines with Starting Air
The procedure below assumes both compressors are operational and filling
No.1 starting air reservoir which is supplying the services: No.2 reservoir is
full and shut down.
a)
Ensure that all pressure gauge and instrumentation valves are

open and that gauges and instruments are reading correctly.
b)
Check the oil level in the compressors and that they are free to
turn.
c)
Check the compressor sumps for water. Ensure that the LT

cooling water is circulating through the compressors correctly.
d)
Set up valves as in the following table:
Position
Open
Open
Open
Closed
Open
Closed
Open
Closed
Open
Open
Open
Description
No.1 main compressor discharge valve
No.2 main compressor discharge valve
No.1 main air reservoir inlet valve
No.2 main air reservoir inlet valve
No.1 reservoir outlet valve to generator engines
No.2 reservoir outlet valve to generator engines
No.1 reservoir outlet valve to the main engine
No.2 reservoir outlet valve to the main engine
No.1 main air reservoir drain valves
No.2 main air reservoir drain valves
Line valve to generator engines and auxiliary air
reservoir
Open
No.1 generator engine starting air master valve
Open
Open
Open
Auxiliary reservoir inlet valve
Open
Auxiliary reservoir outlet valve
Closed
Auxiliary reservoir drain valves
Closed
Generator line drain valves
Operational Main engine starting air automatic valve
Closed
Main engine starting air line drain valves
Closed
Service air line reducing valve inlet valve
Closed
Service air line reducing valve inlet valve
Closed
Service air line reducing valve outlet valve
Closed
Service air line reducing valve outlet valve
IMO No.9301419
Position
Closed
Open
Open
Open
Open
e)
Start one compressor on manually by turning the mode selection

switch to the MANUAL position 2. Check that the compressor
unloader gear is functioning. Check the oil pressure and cooling
temperatures. Allow the compressor to complete one cycle and
stop. When it stops, turn the compressor OFF and repeat this
procedure with the other compressor when the system pressure
has dropped. Use the main reservoir drain traps to lower the
pressure if necessary.
f)
Check that the compressor automatic drains are functioning

correctly.
g)
At the switch on the Local Group Starter Panel No.5 select the
lead and follow on compressor. The compressor will start and
stop as required, controlled by pressure switches connected to
the inlet line to the reservoirs. The standby compressor will
operate if the air pressure falls below a predetermined value
and will function if the duty air compressor fails or is unable to
maintain the reservoir pressure due to excessive air demand.
h)
Drain any liquid from the reservoirs.
A22V
A24V
A23V
A19V
A34V
A21V
A36V
Valve
A60V
W52V
W55V
W53V
W56V
Note: The valves settings above assume that air for the service and control
air systems comes from the service air reservoir and service air compressor.
If air for these systems is to be supplied by the main air reservoirs the inlet
and outlet valves to one or both of the reducing valves will be open and the
reducing valve system, must be operational.
Valve
A01V
A02V
A31V
A32V
A33V
Description
Drain valve from exhaust column
No.1 compressor LT cooling water inlet valve
No.1 compressor LT cooling water outlet valve
No.2 compressor LT cooling water inlet valve
No.2 compressor LT cooling water outlet valve
The duty compressor will operate and supply air to the reservoirs. Under
normal operating conditions only one reservoir would be in use at any time
but under certain circumstances both might be opened to ensure that adequate
air at the correct pressure is available to meet demand. The duty engineer
needs to assess the rate at which compressed air is being used; however, with a
controllable pitch propeller and the engine therefore not stopping and starting,
consumption is not as high as with a conventional propeller and a reversible
main engine.
Illustration 2.10.1a Starting Air System

To Safe Position
Outside Engine Room
in Casing
Set 33kg/cm2
To Air Bottle for

Emergency
Shut-Off Valves
From Control Air

Reservoir
From Service Air
Reservoir
Set 33kg/cm2

(3m3 x 30kg/cm2)
PI
60V
To Air
Whistle
PI
Set 7.7kg/cm2

(0.25m3x30kg/cm2)
PS
PS
41V
30 to7kg/cm2
22V
Set
19V
20V
21V
34V
35V
36V
PI
44V
PAL
MC
To Control
Air System

(3m3 x 30kg/cm2)
To Generator Engine
Marine Diesel Oil
Flushing Pump
PS
Oil/
Water
Separator
To Compressed Air
Drain Chamber
PX
2V
23V
PX
S
TIAH
MC
PAL
MC
Scavenge Air Manifold
31V
PIAL
MC

24V
No.2
TX
PS
1V

(90m3/h x 30 kg/cm2)
PI
MC
Bilges
PIAL
MC
PI
Air
PAL
MC
32V
From
Control Air
Dryer
Key
33V
PS
To General Service
Air System
33kg/cm2
To Compressed Air
Drain Chamber
PI
163V
PX
Main Engine
(Hyundai B&W 7S60ME-C)
Exhaust Valve Spring Air
116V
No.1
Sealing Air r
To Economise
Sootblowers
Compressed
Air Drain
Chamber
To Oily Bilge Tank
Issue: 1
IMO No.9301419
Using the Starting Air/General Service Air Reducing Valves

As the service air system supplies the control air system, thereby supplying the
air to most of the control elements around the machinery spaces, the continuity
of supply of air to the service air system can be considered essential. Normally
the service air compressor will supply air to the service air system through
the service air reservoir at 7.0kg/cm2 (see section 2.10.2). Should the service
air compressor fail, the service air system can be supplied from the starting
air system through one or both 30-7.0kg/cm2 reducing valves. These reducing
valves and their inlet and outlet valves should be tested regularly to ensure that
they will operate when required.
The flow through a reducing valve varies with the load on the downstream
side of the reducer. As long as the downstream pressure remains at 7.0kg/cm2,
the valve will function normally whatever the load. Consideration should,
therefore, be given to leaving one of the reducing valves in permanent
operation to secure the supply of service air, and hence control air, should the
service air compressor supply fail.
Procedure to Operate the Starting Air/Service Air Reducing

Valves
The starting air system must be fully operational. It is assumed that the
reducing valves are both initially shut down:
a)
Open the main starting air reservoir outlet valve to the reducing
valve system.
b)
Open the reducing valve outlet valve(s), either A21V or A36V

or both.
c)
Open the reducing valve inlet valve(s), either A19V or A34V or

both.
d)
Ensure that the reducing valve(s) are operating correctly and

supplying air at the correct pressure to the service air system.
CAUTION
Always open the outlet valve from a pressure reducing valve first. This
avoids over pressurisation of the low pressure end of the valve.
Issue: 1
IMO No.9301419
Illustration 2.10.2a General Service Air System
To 3rd Deck
To Floor Starboard
To Purifier Room
To Safe Position
Outside Engine Room
in Casing
61V
59V
58V

and Deck Service
56V
To Deck Service Through

Pump Room
47V
Emergency
Fire Pump
Sea Chest
To Incinerator Purge Air
To Casing
To Soft Blast Cleaning of

Main Engine Turbocharger
43V
57V
159V
158V
T246V
Set 7.7kg/cm2
6kg/cm2
Steam
55V
PI
54V
Service Air Reservoir

(2m3x7kg/cm2)
To Boiler Atomising
To Second Deck Starboard
53V
To Emergency Diesel
Generator Room
To Fresh Water Hydrophore Unit
52V
51V
To Bilge, Fire and General

Service Pump Self Priming
To Floor Port
To 3rd Deck Port
To Accommodation
To Foam Room and Fire
Control Station
To Compressed Air
Drain Chamber
To Low Sea Chest
156V
50V
200
200
3000
100
49V
To Control
Air System
83V
38V
3000
100
1000
PSI
200
3000
100
1000
1000
PSI
PSI
To High Sea Chest
157V
To CO2 Room
To Workshop
158V
To 2nd Deck Port

(Near Local Fire Fighting System)
To 2nd Deck Port
To Exhaust Gas Economiser

Soot Release Dosing Unit
67V

(200m3/h x 7kg/cm2)
66V
46V
To Compressed Air
Drain Chamber
45V
Key
Air
65V
Steam
S
180V
181V
44V
Issue: 1
IMO No.9301419
Bilges
To 2nd Deck Aft
General/Fire Alarm Horn

To Floor Forward Starboard

General/Fire Alarm Horn
From Main Air Start
Reservoirs

2.10.2 GENERAL SERVICE AIR SYSTEM
Maker:
No. of sets:
Type:
Model:
Capacity:
Motor:

1
Air cooled screw
TASK-1022G-A
200m3/h at a pressure of 7.0kg/cm2
23.5kW at 1,755 rpm
Introduction
The service air system is supplied with air from the 2m3 service air reservoir.
The service air compressor has a free air delivery of 200m3/h at a pressure
of 7.0kg/cm2. The service air compressor is provided in package form
which contains the electric drive motor, the compressor, cooler and water
separator together with the compressor system support services. The service
air compressor discharges air to the service air reservoir. The compressor is
controlled by the pressure in the reservoir, loading and unloading as required.
The service air system can be supplied from the starting air system, through
one of the two reducing valves A20V or A35V. The service air system can be
cross-connected to the control air system by valve A83V.
The service air system supplies the following services:
Quick-closing valves on oil tanks via an air reservoir in the

emergency shut-off device control box
Deck services
Engine room services
Accommodation service
Fresh water hydrophore tank
Boiler fuel atomising
Incinerator purge
Sea chests
Turbocharger dry cleaning unit
Economiser
Hydraulic power pack engine starting
Workshop and engine room distribution
Fire bilge and general service pump priming devices
Oily water separator
Control air system
Issue: 1
Procedure for Preparing the Service Air System for

Operation
This description assumes that air is being supplied by the service air compressor
and not from the main starting air reservoirs.
a)
instrumentation is reading correctly.
b)
Check the oil level in the compressor. Check the cooler unit and
the separator at the compressor for water.
c)
Set the compressor valves for operation ensuring that the drains
are operational. Check that power is available at the unit.
d)
Set up valves as shown in the table below:
Position
Open
Open
Closed
Open
Open
Open
Open
Closed
Closed
Open
Open
Closed
Open
Open
Closed
Closed
Open
Closed
Closed
Description
Service air compressor outlet valve
Service air reservoir inlet valve
Service air reservoir drain valves
Service air reservoir outlet valve
Line valve to control air system
Line valve from air start system
Air supply valve to emergency generator room
Air supply valve to casing
Air supply valve to accommodation
Air supply valve to boiler atomiser
Air supply valve to incinerator burner
Air supply valve to turbocharger cleaning
Air supply valve to bilge, fire and general service
pump air ejector
Air supply valve to bilge, fire and general service
pump air ejector
Air supply outlet valve 2nd deck starboard
Air supply outlet valve 2nd deck port
Air supply outlet valve to deck through pump
room
Air supply outlet valve in workshop
Air supply outlet valve 3rd deck starboard
IMO No.9301419
Position
Closed
Closed
Closed
Closed
Closed
Closed
Open
Closed
Closed
Closed
Closed
Closed
Description
Air supply outlet valve 3rd deck port
Air supply outlet valve floor starboard
Air supply outlet valve floor port
Air supply outlet valve purifier room
Air supply outlet to fresh water hydrophore
Air supply outlet valve to exhaust gas economiser
soot release dosing unit
Air supply outlet CO2 room
Starting air reducer outlet valve
Starting air reducer outlet valve
Air supply outlet valve to low sea chest
Air supply outlet valve to high sea chest
Air supply outlet valve to oily water separator
Valve
A49V
A59V
A50V
A58V
A51V
A67V
A66V
A21V
A36V
A156V
A157V
A158V
Valve
Note: Service air lines to the quick-closing valve bottle, economiser soot
release unit and fresh water hydrophore tank are direct without valves. Local
valves are fitted at each unit if required.
A83V
A44V
A52V
A54V
A45V
A55V
A43V
A53V
A38V
A47V
A46V
A61V
Note: In the table above the outlet valves to users in the machinery spaces are
shown as closed and will be opened as required. Line valves are shown open
as are valves where there is a further isolation valve or solenoid in the line.
Note: It may be advisable to place one of the starting air reducing valve
systems in operation to secure air supplies in the event of a failure of the
service air compressor.
e)
Start the service air compressor by pressing the START

pushbutton on the main switchboard. Ensure that the LO
pressure rises to above 5.0kg/cm2 after a few seconds.
f)
Check that the system drain traps are operational.
g)
Check that the compressor starts and stops automatically

supplying air as required.
h)
Drain the service air reservoir periodically. Test both supply

reducing valves periodically.
i)
Ensure that remote user outlets are receiving air. Air valves
to user locations should be opened periodically to blow them
through in order to remove condensate and prevent seizure.
Illustration 2.10.3a Control Air System

To Safe Position
Outside Engine Room
in Casing
To Air Whistl e
No.2 Control Air Dryer

(100nm3/HFA)

(100nm3/HFA)
Set 7.7kg/cm2
Key
84V
83V
PI

(2m3x7kg/cm2)
85V
164V
Air
112V
111V
Bilges
From Service
Air System
168V
166V
165V
200
200
3000
100
From Start
Air System
3000
100
1000
PSI
200
3000
100
1000
1000
PSI
PSI
To Compressed Ai r
Drain Chamber
167V
To Stern Tube Lubricating Oil System
113V
81V
30V
To Inert Gas System

(200m3/h x 7kg/cm2)
63V
To Pump Room Control
To No.1 Boiler Forced Draught Fan
160V
182V
To Vacuum Stripping System
156V
118V
117V
155V
154V
To Fire Horn
121V
To Boiler Fuel Oil Return 3 Way

Heavy Fuel/Diesel/Cargo Oil Valve
122V
To Inert Gas Topping Up

Dump Valve
123V
128V
To Oily Bilge
Separator
129V
To Solenoid Valve for Oil

Detecting on Inspection Tank
130V
To Oily Bilge Tank

Temperature Valve
131V
To Economiser Steam
Dump Valve
124V
125V
126V
127V
132V
142V
137V
To No.1 & 2 Heavy Fuel

Oil Purifier Unit
138V
To Main & Generator

Engine Lubricating
Oil Purifier Unit
139V
To Marine Diesel Oil

Purifier Supply Unit
140V
To Main Engine Lubricating

Oil Discharge Filter
141V

Oil Temperature Control Valve
To Main Engine Jacket Fresh

Water Temperature Control Valve
136V
Issue: 1
To I.S Telephone
(In Pump Room
Entrance)
119V
To Boiler Fuel Oil

Auto Filter
183V
62V
To Tank Level Gauge
To Generator Engine
Fuel Oil Supply Unit
To Main Engine
161V
To Main Engine
115V
To Compressed Ai r
Drain Chamber
To I.S Telephone
To CO2 Horn
S
To Gas Detection
143V
148V
To No.1 Boiler Feed

Water Control Valve
149V
To No.2 Boiler Feed

Water Control Valve
F170V
To Economiser Sootblower
Shut-Off Valve
F169V
133V
To No.1 Boiler
Burner Unit
To Central Fresh Water Cooler

Temperature Control Valve
144V
150V
134V
To No.2 Boiler
Burner Unit
To Cargo Oil Pump Turbine

Condenser Level Control Valve
145V
151V
135V
To No.1/2 Boiler Sootblower

Shut-Off Valves
Oil Content
Meter
146V
152V
IMO No.9301419
147V
153V
To 16/10kg/cm2 Steam
Pressure Reducing Valve
F168V
To 16/6kg/cm2 Steam
Operating Cabinet for
Pressure Reducing Valve Generator Engine Fuel Oil
Inlet Isolating Valve

2.10.3 CONTROL AIR SYSTEM
Excess steam dump valve
Purifier module controls
Fuel system valves and filter flushing
Maker:
No. of sets:
Type:
Model:
Capacity:
Cooling water temperature control valve

1
Air cooled screw
TASK-1022G-A
200m3/h at a pressure of 7.0kg/cm2
Air Dryer
Maker:
No. of sets:
Type:
Model:
Capacity:
Operating pressure:
Dew point at pressure:
Kyung Nam Dryer Co. Ltd

2
Desiccant (heatless) activated alumina
KHDM-100
100m3/h free air
7.0kg/cm2
-40C
Introduction
The control air system is supplied from a dedicated compressor and is crossconnectable to the service air system. The air flows to the control air reservoir
and then to the control air dryers. Both the control and service air system may
be supplied by the main starting air system via one of a pair of reducing valves
which supply the service air system as described in section 2.10.1; the pressure
in the control air system is 7.0kg/cm2.
The control air, from the control air reservoir, the service air reservoir or
from the main air reservoirs via the reducing valves, is processed through a
desiccant type control air dryer and associated filters before supplying the
following control air services:
Foam room ODME system
Main engine control and safety air
Inert gas generator scrubber control system
Inert gas generator control and instrument air
Boiler sootblower
Auxiliary boiler instrument air
Tank level gauge system
Generator engine cooling water shut-off valves
Oily water separator
Main engine lubricating oil control valve and filter flushing
Issue: 1

Position
Open
Open
Open
Open
Note: It is essential that the control air is dried before entering the control
system as any moisture in the control air can cause problems at actuators or
other parts of the control system which could lead to failure. The air dryer is
fitted with a bypass valve which is locked closed. Only in the event of failure
of the control air dryer should the dryer bypass valve be opened.
Procedure for Preparing the Control Air System for

Operation
a)
instrumentations are functioning correctly.
b)
Set up valves as shown in the following table.
Position
Open
Open
Closed
Closed
Open
Open
Open
Closed
Open
Open
Closed
Closed
Closed
Closed
Open
Open
Open
Open
Description
Inlet valve to the control air reservoir
Reservoir outlet valve to the control air system
Control air reservoir drain valves
Cross-connection from general service air system
Line valve to control air system
Control air dryer No.1 inlet valve
Control air dryer No.1 outlet valve
Control air dryer No.1 bypass valve (locked
closed)
Control air dryer No.2 inlet valve
Control air dryer No.2 outlet valve
Control air dryer No.2 bypass valve (locked
closed)
Cross-connection valve
Air start system supply valve to control air dryer
No.1
Air start system supply valve to control air dryer
No.2
Isolation valve to the air whistle
Isolation valve to the pump room
Isolation valve to the vacuum stripping system
Isolation valve to the stern tube lubricating oil
system
IMO No.9301419
Valve
A83V
A166V
A111V
A112V
A113V
A84V
A85V
A168V
A167V
A81V
A165V
A164V
A160V
A161V
A30V
Open
Open
Open
Open
Open
Open
Open
Open
Open
Open
Closed
Open
Open
Open
Open
Open
Closed
Open
Open
Open
Open
Open
Open
Closed
Open
Open
Open
Description
Isolation valve to No.1 boiler forced draught fan
Isolation valve to No.3 boiler forced draught fan
Line isolating valve
Isolation valve to the IS telephone system in the
pump room
Isolation valve to the fire horn
Isolation valve to IS telephone system
Isolation valve to the CO2 horn
Isolation valve to the gas detection system
Isolation valve to the No.1 boiler feed water control
valve
Isolation valve to the No.2 boiler feed water control
valve
Isolation valve to the economiser sootblower
Isolation valve to the 16/7kg/cm2 reducing valve
Isolation valve to the 16/7kg/cm2 reducing valve
Line drain valve
Isolation valve to the main engine FW temperature
control valve
Isolation valve to the central FW cooler temperature
control valve
Isolation valve to the COPT condenser level control
valve
Isolation valve to the oil content metering system
Line drain valve
Isolation valve to No.1 and 2 HFO purifiers
Isolation valve to the main engine and generator
engine lubricating oil purifiers
Isolation valve to the MDO purifier
Isolation valve to the main engine lubricating oil
discharge filter
Isolation valve to the main engine lubricating oil
temperature control valve
Line drain valve
Isolation valve to the oily water separator
Isolation valve to the solenoid valve on the oil
detection on the inspection tank
Valve
A182V
A183V
A62V
A154V
A148V
A149V
A150V
A151V
A152V
A135V
A155V
A143V
A144V
A145V
A146V
A147V
A117V
A137V
A138V
A139V
A140V
A141V
A142V
A118V
A128V
A129V
Illustration 2.10.3a Control Air System

To Safe Position
Outside Engine Room
in Casing
To Air Whistl e

(100nm3/HFA)

(100nm3/HFA)
Set 7.7kg/cm2
Key
84V
83V
PI

(2m3x7kg/cm2)
85V
164V
Air
112V
111V
Bilges
From Service
Air System
168V
166V
165V
200
200
3000
100
From Start
Air System
3000
100
1000
PSI
200
3000
100
1000
1000
PSI
PSI
To Compressed Ai r
Drain Chamber
167V
To Stern Tube Lubricating Oil System
113V
81V
30V
To Inert Gas System

(200m3/h x 7kg/cm2)
63V
To Pump Room Control
160V
182V
To Vacuum Stripping System
156V
118V
117V
155V
154V
To Fire Horn
121V
To Boiler Fuel Oil Return 3 Way

Heavy Fuel/Diesel/Cargo Oil Valve
122V
To Inert Gas Topping Up

Dump Valve
123V
128V
To Oily Bilge
Separator
129V
To Solenoid Valve for Oil

Detecting on Inspection Tank
130V
To Oily Bilge Tank

Temperature Valve
131V
To Economiser Steam
Dump Valve
124V
125V
126V
127V
132V
142V
137V
To No.1 & 2 Heavy Fuel

Oil Purifier Unit
138V
To Main & Generator

Engine Lubricating
Oil Purifier Unit
139V
To Marine Diesel Oil

Purifier Supply Unit
140V

Oil Discharge Filter
141V

Oil Temperature Control Valve
To Main Engine Jacket Fresh

Water Temperature Control Valve
136V
Issue: 1
To I.S Telephone
(In Pump Room
Entrance)
119V
To Boiler Fuel Oil

Auto Filter
183V
62V
To Tank Level Gauge
To Generator Engine
To Main Engine
161V
To Main Engine
115V
To Compressed Ai r
Drain Chamber
To I.S Telephone
To CO2 Horn
S
To Gas Detection
143V
148V
To No.1 Boiler Feed

Water Control Valve
149V
To No.2 Boiler Feed

Water Control Valve
F170V
To Economiser Sootblower
Shut-Off Valve
F169V
133V
To No.1 Boiler
Burner Unit
To Central Fresh Water Cooler

Temperature Control Valve
144V
150V
134V
To No.2 Boiler
Burner Unit
To Cargo Oil Pump Turbine

Condenser Level Control Valve
145V
151V
135V
To No.1/2 Boiler Sootblower

Shut-Off Valves
Oil Content
Meter
146V
152V
IMO No.9301419
147V
153V
To 16/10kg/cm2 Steam
Pressure Reducing Valve
F168V
To 16/6kg/cm2 Steam
Operating Cabinet for
Pressure Reducing Valve Generator Engine Fuel Oil
Inlet Isolating Valve

Position
Open
Open
Closed
Open
Open
Open
Open
Closed
Open
Open
Open
Open
Open
Open
Open
Closed
Open
Description
Isolation valve to the oily bilge tank temperature
valve
Isolation valve to the economiser steam dump
valve
Line drain valve
Isolating valve to No.1 boiler burner unit
Isolating valve to No.2 boiler burner unit
Isolating valve to No.1 and 2 boiler sootblower
shut-off valve
Line drain valve
Isolating valve to the tank level gauging system
Isolating valve to the boiler 3-way fuel oil return
valve
Isolating valve to the inert gas topping up dump
valve
Isolating valve to the generator engine fuel oil
supply unit
Isolating valve to the main engine fuel oil supply
unit
Isolating valve to the boiler fuel oil auto filter
Line drain valve
Isolating valve to the main engine
Valve
A130V
h)
Check the operation of the control air system periodically and

ensure that the dryer is working effectively.
A131V
A132V
A156V
A133V
A134V
A135V
A136V
A119V
A121V
A122V
A123V
A124V
A125V
A126V
A127V
A115V
c)
Start the service air compressor by pressing the START

pushbutton on the main switchboard. Ensure that the LO
pressure rises to above 5.0kg/cm2 after a few seconds.
d)
Check that the system drain traps are operational.
e)
Check that the compressor starts and stops automatically

supplying air as required and that the air in the control air
reservoir is at the desired pressure.
f)
Check that there is power at the control air dryer control panel.
Start the dryer operating and ensure that the dryer is functioning
correctly.
Note: Although valves are shown as open this is their normal operating
condition and they will be closed if the service is not being used. Drain valves
shown as closed will be opened as required to drain a header chamber.
g)
Check that control air is available at all outlets as required.
Issue: 1
IMO No.9301419
2.11 Steering Gear System

Illustrations
2.11a
Steering Gear Flow Lines
Illustration 2.11a Steering Gear Flow Lines

No.2
Cylinder
No.1
Cylinder
Limit
Switches
No.4
Cylinder
No.3
Cylinder
Emergency
Pushbutton IV-2
Emergency
Pushbutton IV-1
Key
Hydraulic Oil
Filter
Pushbutton
Unloading
Device
Air Breather
From
Storage
Tank
Pushbutton
Unloading
Device
Air Breather
No.2 Oil Tank

No.2 Pump
Oil Tank
t
No.2 Power Unit
Issue: 1
From
Storage
Tank
No.2
Servo
Pump
Torque
Motor
IMO No.9301419
No.1 Oil Tank

No.1 Pump
No.1
Servo
Pump
No.1 Power Unit
Torque
Motor

2.11
STEERING GEAR SYSTEM
Steering Gear
Maker:
No. of sets:
Type:
Maximum torque:
Rudder turning angle:
Mechanical rudder angle limit:
Maximum working pressure:
Main pump type:
Servo pump type:
Tong Myung Heavy Industries

1
FE21-288-T050
2824kNm at 35
510kNm at 15
35
37
23.5MPa
LV-5180-410R10
YP15S-7D2H2-R
Introduction
The steering gear consists of two rams and four cylinders that are driven by
two electrically driven pumps. The pumps are of the variable displacement
axial piston type of swashplate design for closed circuit transmissions and are
contained in separate oil tanks.
The steering gear is capable of operating as two totally isolated steering systems
with each system having a single pump. Although the hydraulic systems are
normally linked, isolation valves are fitted which isolate the systems so that
each pump will supply a different pair of cylinders. Each pump unit is capable
of putting the rudder through the working angle in the time specified by the
classification society. The steering gear system will normally operate with a
single pump working, the rudder turning time from 35o to 30o is 28 seconds
with one pump operating. When manoeuvring two pumps are used but when at
sea on passage one pump will normally be used.
The steering gear is provided with an automatic isolation system which enables
the steering gear to be divided into two independent systems in the event of an
oil leak being detected. Both hydraulic systems are interconnected by means
of electrically operated isolating valves which, in normal operation, allow
both systems together to produce the torque necessary for moving the rudder,
even with one pump operating. In the event of a failure that causes a loss of
hydraulic fluid from one of the systems, the automatic isolation system closes
one of the isolating valves so that there are two independent systems, each
operated by a pump if both pumps are running but one system being powered
and the other isolated if one pump is running.
After a delay of 5 seconds (maximum) a visual and audible alarm is indicated
on the bridge and in the machinery space indicating that the steering gear
automatic isolation system has operated to separate the two systems.
Issue: 1
The automatic isolation system operates to ensure that the hydraulic circuit
in which the leakage has occurred is shut down or prevented from operating
and only the hydraulic circuit without the fault will operate. Each hydraulic
tank has an oil level sensing unit which senses low level and low-low level;
the oil level sensing unit is fitted in a chamber in the oil tank. The chamber is
fitted with a drain valve which enables the oil level sensing unit chamber to be
drained thus activating the low level and low-low level alarms for testing.
The steering gear is remotely controlled by the autopilot control or by hand
steering from the wheelhouse. Emergency control is carried out locally by
means of pushbuttons mounted on the servomotor starter or directly on the
servomotor solenoids. All orders from the bridge to the steering compartment
are transmitted electrically. Steering gear feedback transmitters supply the
actual position signal for the systems. The rudder angle is limited to 35 port
or starboard by means of limit switches and mechanical stops are positioned at
37 port and starboard.
The variable flow pumps are operated by a control lever, which activates the
tilting lever of the pump cylinder, causing oil to be discharged to the 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. No.1 pump
motor is supplied with electrical power from the emergency switchboard and
No.2 pump motors from the main switchboard.
Under normal circumstances at sea, all four hydraulic ram cylinders will be in
use with a single pump unit running. During normal operation of the steering
gear the isolation valves IV-1 and IV-2 must be OFF (de-energised) and the
pushbuttons for these valves must be FREE (released).
operating but it will only supply its two hydraulic cylinders (No.1 and No.2).
The available steering gear torque will be reduced to 50%.
However, if the leak is in No.1 system, the oil level in No.1 tank will fall
further as oil leaks out of the system. The low-low level alarm will be activated
in No.1 tank and the automatic isolation control system de-energises the
automatic isolating valve IV-1 (closing the valve) and stops No.1 pump; at
the same time the control system energises isolating valve IV-2 (opening the
valve) and starts No.2 pump. The system now runs with No.2 pump supplying
its two associated cylinders (No.3 and No.4). No.1 system, in which the leak
has occurred is now isolated and the leak may be corrected, the steering
continuing with No.2 pump operating on its two associated cylinders with
only 50% of the full torque.
If No.2 pump is running when the low level alarm is activated the isolation
system operates in the same way as that described above except for the pump
numbering. If both pumps are running when a low level alarm is activated the
systems are isolated and the system which then initiates a low-low level alarm
is shut down.
Procedure to Put the Steering Gear into Operation

The system valves are assumed set for normal operation.
a)
Check the level and condition of the oil in the tanks and refill
with the correct grade as required.
b)
Obtain permission from the bridge to move the rudder.
Automatic Isolation System
c)
Ensure the rudder is in the mid position.
The steering gear is provided with an isolation system which automatically

changes the steering gear operation to isolate a section of the hydraulic system
in the event of pipe or other failure. When starting the steering gear, a check
must be made to ensure that the automatic isolation system is operating.
Indicator lamps in the steering gear control panel and on the bridge indicate
that the automatic isolation system is operating.
d)
Start the two electro-hydraulic pump units.
e)
Carry out pre-departure tests.
f)
Check for any abnormal noises. Check for any leakages and
rectify them if necessary.
Each oil tank that is fitted has an oil level detecting unit which will initiate an
alarm at low level and low-low level. In the event of a pipe failure or other
defect which involves oil loss, the level in the oil tank falls and the low level
alarm is activated; a visual and audible alarm is issued. Activation of the
low level alarm causes the automatic isolation system to operate, closing the
automatic isolation valve associated with the tank which has activated the low
level alarm (Valve IV-1 for No.1 tank or IV-2 for No.2 tank).
g)
Check the operating pressures.
h)
Check the differential pressure indicator in the hydraulic oil

filters.
If the leak is in No.2 system the oil level in No.1 tank will not drop any further
as the leak has now been isolated in No.2 system; No.1 pump will remain
IMO No.9301419
Note: Although the steering gear system may be started and shut down from
the wheelhouse it is essential that the duty engineer witnesses a machinery
start and shut down at least once per month in order to check for any abnormal
conditions which may only be present during starting or shutdown.
Illustration 2.11a Steering Gear Flow Lines

No.2
Cylinder
No.1
Cylinder
Limit
Switches
No.4
Cylinder
No.3
Cylinder
Emergency
Pushbutton IV-2
Emergency
Pushbutton IV-1
Key
Hydraulic Oil
Filter
Pushbutton
Unloading
Device
Air Breather
From
Storage
Tank
Pushbutton
Unloading
Device
Air Breather
No.2 Oil Tank

No.2 Pump
Oil Tank
t
No.2 Power Unit
Issue: 1
From
Storage
Tank
No.2
Servo
Pump
Torque
Motor
IMO No.9301419
No.1 Oil Tank

No.1 Pump
No.1
Servo
Pump
No.1 Power Unit
Torque
Motor

Operating Procedures
System Checks
Normal Operation from the Bridge
Daily Checks
a)
Start and stop the pumps from the control console. Both pumps
must be started for manoeuvring.
b)
Switch the automatic isolation system to the AUTO position.
c)
When full away at sea in open waters shut down one pump and
operate the steering gear with one pump. Change the running
pump every 24 hours.
Automatic Isolation System Alarm Condition

When the automatic isolation system alarm is activated:
a)
Reduce the ships speed immediately to a maximum of 66% of

normal full speed.
b)
After a maximum period of 45 seconds the automatic isolation

system will automatically restore steering capability; see above
for a description of the operation of the automatic isolation
system.
c)
The restored steering torque will only be 50% of the normal

torque as two cylinders will not be operating.
d)
When the automatic isolation system has restored steering the

engineer must take action to physically isolate the defective
system and undertake a repair, if possible.
e)
Repair the fault immediately if possible and return the automatic

isolation system to AUTO when the steering gear is back to
normal operation.
Emergency Steering
Emergency steering will be engaged if there is a failure of control from the
wheelhouse or if there is a serious leak of hydraulic fluid from the system.
The procedures for emergency steering are further detailed in section 5.3 of
this manual.
Issue: 1
Check the oil level in the oil tanks and refill as necessary;
the level should not exceed of the glass at normal working
temperature.
Check the system pipework and valves for leakage.
Check the grease lubrication system and replenish the grease

pump units as required.
Note the temperature of the oil in the hydraulic system.
Visually check the components such as indicators and linkage

arms.
Check gauges for any abnormal readings.
Check for abnormal noise when the rudder is moving.
Monthly Checks
Check the tightness of all coupling bolts and pipe connections.
Check the settings of limit switches.
Carry out a function test on the entire alarm system (see

operating manual).
Check that the rudder indicator is functioning correctly.
Automatic Isolation System Checks

The functioning of the automatic system should be checked once each week
when it is convenient and safe to do so. Ideally this should be done as part of
the pre-departure checks.
For each power unit drain the oil level sensing unit chamber by opening the
drain valve. The low level alarm will be activated causing the pump systems
to be isolated and then the low-low level alarm will shut down the pump on
that unit.
Restore the system to normal after the test and ensure that the oil level sensing
unit chamber drain valves are properly closed.
IMO No.9301419
2.12

2.12.1 Diesel Generators
2.12.2 Emergency Generator
Illustration
2.12.1a Diesel Generator Local Control Panels
2.12.2a Emergency Generator Engine Local Start Panel

2.12 ELECTRICAL POWER GENERATORS
2.12.1 DIESEL GENERATORS
Maker:
No. of sets:
Type:
No. of cylinders:
Bore:
Stroke:
Speed:
Capacity:
Hyundai Himsen
3
7H21/32
7
210mm
320mm
720 rpm
1,045kW
Turbocharger
Maker:
Type:
ABB
Pulse charging type, un-cooled casing
Governor
Maker:
Type:
Woodward
UG8D
Alternator
Maker:
Model:
Capacity:
Hyundai
HFJ6 566-14K
450V, 3 phase, 60Hz, 1,225kVA, 980kW, 1,571.6A
Introduction
There are three diesel generators, located aft on the engine room 3rd deck. The
diesel engines operate on the four-stroke cycle in the medium speed range, and
they supply electrical power for the ship. Each diesel generator set can produce
980kW.
The engines are of the unidirectional trunk piston type, have seven in-line
cylinders, are turbocharged, and are normally powered by the same HFO
which is supplied to the main engine.
The diesel generators supply all of the ships electrical requirements at sea.
Under normal circumstances only one diesel generator is required at sea but
two are needed when manoeuvring.
Starting Air System
The engine is started by means of a pneumatic starting motor, the drive pinion
of which engages with the toothed rim on the engine flywheel. The air start
system is prevented from operating when the turning gear is engaged.
Issue: 1
The master starting air solenoid valve (relay valve) is activated when the start
signal is sent by the power management system for an automatic start or a
manual start is initiated. The master solenoid valve directs main starting air to
the starting motor. Start blocking is initiated if the turning gear is engaged, the
prelubrication oil pressure is low, the engine start blocking selector switch is
engaged, a stop signal to the engine is active or if the engine is running. A local
manual/emergency start valve is located at the engine to allow for emergency
operating of the air starting motor if necessary.
Turbocharger System
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger
draws air from the engine room via a suction filter and passes it through a
charge air cooler, before supplying the individual cylinders.
All cooling water requirements for the generators are provided by water from
the auxiliary central cooling fresh water system low temperature cooling
circuits.
An engine driven pump circulates the jacket spaces and cylinder heads.
The engines are kept warm when on standby by circulating the jacket water
through an electric preheater, which is used for all three generator engines.
The preheater has a two circulating pumps, one duty and one standby, which
operate whenever there is an engine on automatic standby.
The engine driven cooling water pump, discharges through the engine jackets
and cylinder heads and then to a thermostatically operated three-way valve. If
the temperature of the cooling water leaving the engine is below the normal
operating temperature, the thermostatically controlled three-way valve
will direct the cooling water back to the pump suction. When the cooling
water outlet temperature reaches operating temperature, the thermostatically
controlled three-way valve will direct some of the jacket cooling water to the
central fresh water cooling system and the pump will take some of its suction
from the central fresh water cooling system, thus maintaining a constant
temperature. The engine cooling system vents to the cooling fresh water
expansion tank.
The charge air cooler and LO cooler are directly circulated with water from the
auxiliary central cooling fresh water system.
Fuel System
The engine fuel oil supply rail, under normal circumstances, is supplied from
the HFO service tank via a fuel preparation unit comprising the generator
engine fuel oil supply pumps, fuel oil boost pumps, fuel oil heaters and a
viscorator. The generator engines are designed to operate on HFO at all times
and will remain with HFO circulating when in standby mode.
IMO No.9301419
The fuel supply line between the HFO service tank and the inlets to each
generator engine is trace heated. Heated HFO is circulated around the fuel
system when an engine is on standby in order to maintain it in a ready
condition for starting. At each engine fuel inlet there is a quick-closing valve
which is used to shut fuel off an engine should circumstances dictate. The
release cabinet for the generator engine fuel supply quick-closing valves is
located near the main starting air receivers.
The high pressure fuel injection pumps take suction from the fuel supply
rail. The injection pumps deliver the fuel oil under high pressure through
the injection pipes to the injection valves. Cams on the camshaft operate the
injection pumps.
The fuel boost pump of the fuel preparation unit delivers more fuel than the
engine uses and the excess flows back to the fuel preparation unit via the
FO return pipe. This arrangement ensures that there is always sufficient fuel
supplied to the engine no matter what the load and that the fuel rail is always
pressurised thus preventing gassing of the fuel injection pumps. The return line
is fitted with a pressure regulating valve.
The fuel preparation and supply system is described in section 2.6.2 (Generator
Engine Fuel Oil Service System) of this machinery operating manual.
All running gear of each engine is force lubricated by an engine driven gear
type pump. The pistons are also supplied with oil as a cooling medium. An
electrically driven prelubrication pump is fitted to each engine in order to
supply oil to the bearings and other running gear before the engine starts;
when a diesel generator is selected for standby duty the prelubrication pump
operates continuously. This prelubrication oil supply reduces wear on the
engine by ensuring that all bearing parts are adequately lubricated when the
engine is started. The prelubrication pump runs continuously when the engine
is on standby and cuts out when the engine has started and the engine driven
LO pump is delivering the correct LO pressure.
The engine driven lubricating oil pump and the electrically driven prelubrication
pump both take suction from the engine sump; the engine driven LO pump
discharges through a cooler and duplex filter to the engine lubricating oil
supply rail. A pressure regulating valve on the engine driven pump discharge,
relieves any excess pressure back to the sump, thus controlling the system
supply pressure. The temperature is controlled by a three-way temperature
control valve, which regulates how much of the oil passes through the cooler.
The turbocharger bearings are supplied with lubricating oil from the main
circuit.
Illustration 2.12.1a Diesel Generator Local Control Panels
CONTROL
SOURCE ON
ON ENGINE
CONTROL
LOCAL
CONTROL
REMOTE
CONTROL
READY
TO START
RUNNING
STOPPING
OVER SPEED
TRIP
L.O
LOW PRESS.
TRIP
C.F.W.
HIGH PRESS.
TRIP
SPEED
SENSOR FAIL
TRIP
OIL MIST
HIGH DENSITY
TRIP
EMCY STOP
START
FAILURE
F.O LEAKAGE
TANK
HIGH LEVEL
TRIP CIRCUIT
FAIL
PRE. LUB.
OIL PP
STARTER FAIL
PRE. LUB.
OIL INLET
LOW LEVEL
L.O
SUMP TANK
LOW LEVEL
L.O
SUMP TANK
HIGH LEVEL
L.O
FILTER DIFF.
PRESS. HIGH
TACHO
FAILURE
STARTING
AIR INLET
PRESS. LOW
F.O
FILTER DIFF.
PRESS. HIGH
EMCY STOP
START
STOP
JACKET C.F.W. INLET
COOLER C.F.W. INLET
CHARGING AIR PRESSURE
LUB OIL PRESSURE
LUB OIL BEFORE TURBOCH.
FUEL OIL PRESSURE
CONTROL POSITION
LOCAL
ON ENG
REMOTE
SOURCE
NO.1 PRE. LUB. OIL PUMP STARTER

STARTING BOX
SOURCE
START
RUNNING
STOP
MANU
SOURCE
AUTO
NOTICE
MANUAL
START
AFTER COMPLETION OF SEQUENCE TEST

THE TEST SWITCH TO BE SET BACK IN
NORMAL POSITION
MANUAL
STOP
BLOCKING
(RESET)
EMCY
STOP
TEST
NORMAL
Issue: 1
IMO No.9301419

Procedure to Prepare a Diesel Generator for Starting
a)
Set the engine to local control; the control panel selector

switch may be selected for ON ENG, LOCAL and REMOTE
starting. The generator engine local panels are situated aft of the
generator engines.
b)
Set up the fuel oil service system as described in section 2.6.2.
c)
Set up the auxiliary fresh water cooling system as in section

2.5.2.
d)
Ensure the jacket preheating unit is in operation. The control

panel is located on the preheating unit.
e)
Check the level of oil in the sump and top up as necessary with
the correct grade of oil (see section 2.8.5).
f)
Switch the generator engine prelubricating oil pump to

AUTOMATIC operation and check that the lubricating oil
pressure builds up. The engine should be prelubricated at least
2 minutes prior to start. The prelubricating oil pump controls are
located on the generator engine local panel.
g)
Check the pressure before and after the LO filters at the local
panel on the engine by the On Engine starter box.
h)
Check the governor oil level.
i)
Check the air pressure in the starting air receivers.
j)
Turn the engine at least one complete revolution using the

turning gear with the cylinder indicator cocks open. Remove
the turning gear.
k)
Close the cylinder indicator cocks.
l)
Vent the jacket cooling water space.
If any part of the engine has been drained for overhaul or maintenance, check
the level in the fresh water cooling expansion tank and refill with fresh water
if necessary.
m) Open the vent on the cooling water outlet line on the generator
air cooler, and close it again when all air has been expelled.
If maintenance work has been carried out on the engine, start the engine locally
as described below, prior to switching the engine to automatic operation.
Issue: 1
n)
Check that all fuel pump indices are at index 0, when the
regulating shaft is in the stop position.
o)
Check that all fuel pump control linkages are free to move
full distance and return to their original stop positions when
released.
p)
Switch the engine to REMOTE (AUTOMATIC) operation.
Procedure to Start a Diesel Generator Engine Locally

a)
Ensure that the engine is ready for starting by completing the

procedure above.
b)
At the local control panel select LOCAL and manually start the
engine by pressing the START pushbutton. Allow the engine to
run up to normal speed.
c)
Make a thorough check of the engine to ensure that there are

no leaks and the engine is running smoothly and firing on all
cylinders.
b)
Press the STOP pushbutton at the local panel or at the engine

side control panel (the control selector switch must be set to
LOCAL or ON ENG respectively).
Under normal circumstances the diesel generators will be started and stopped
by the power management system as explained in section 2.13.1 of this
machinery operating manual. For this situation the control selector switch
must be turned to the REMOTE position.
The engine may be stopped manually by means of the stop solenoid built into
the speed governor or the solenoid valve controlling air supply to the fuel
injection pump pneumatic cylinders. In the latter case shutting off air to the
fuel injection pump pneumatic cylinders causes the fuel pumps to move to the
no fuel position; this fuel pump stop system is independent of the governor
control. Operation of one or both of the above solenoids for 60 seconds will
cause the engine to stop.
Emergency Stops
The engine is automatically shut down in the event of:
Low lubricating oil pressure.
Cooling water temperature high.
d)
Check that the LO pressures and temperatures are normal.
e)
Check that the pressure drop across the filters is normal.
f)
Check that the FO pressure and temperature are normal.
g)
Couple the generator to the switchboard. See section 2.13.2

Main Switchboard and Generator Operation of this manual.
The engine is fitted with a number of alarms for various systems such
as lubricating oil pressure and temperature, cooling water pressure and
temperature, charge air temperature, etc.
h)
Ensure that the engine temperatures and pressures remain

within normal limits as the load is applied to the engine and the
engine heats up.
Engine Control
i)
Check the exhaust gas temperatures for deviation from normal.
j)
Check the exhaust gas for smoke.
k)
Keep the charge air pressure and temperature under control.
Procedure to Manually Stop a Diesel Generator Engine

a)
Before stopping, run the engine off load for a few minutes for
cooling down purposes.
IMO No.9301419
Overspeed.
Speed sensor failure of both the control and safety pick-ups.
Operation of the manual Emergency Stop pushbutton.
The diesel generator starting and stopping is normally controlled by the power
management system. The remote control system allows for manual starting and
stopping and for selection of the standby unit at the switchboard in the engine
control room. See section 3.1.6 for operation via the Datachief C20 system.
The engine may be started and stopped from the local control panel, situated
aft of the generator engines, as described above.
It is also possible to start and stop the generator engines from starting boxes
located on the engine close to the governor. In order to allow for this the engine
must be selected for ON ENG at the selector switch on the local control panel.
The engine is started by pressing the MANUAL START pushbutton at the
starting box on the engine; the engine is stopped by pressing the MANUAL
STOP pushbutton at the starting box on the engine.
Illustration 2.12.2a Emergency Generator Engine Local Start Panel
LUB.
OIL PRESSURE
R.P.M / HOUR COUNTER
LUB.
OIL TEMP.
bar
0
2 4 6 8
C
100
10
50
150
15
10
20
25
0
x100 min-1
F.W. TEMP
30
C
LOCAL
40
80
100
120
STOP
LUB. OIL
PRESS
ALARM
F.W. TEMP
ALARM
LUB. OIL
TEMP
ALARM
F.W. LEVEL
ALARM
OVER SPEED
SHUT DOWN
INJECTION
PIPE
LEAKAGE
START
FAILURE
RESET
ALARM
START
LAMP TEST
POWER ON
REMOTE
THE FIRE DAMPERS FOR ENGINE AIR INTAKE AND ENGINE COOLING
EXHAUST NORMALLY TO BE IN OPEN POSITION
Local Start Panel
Emergency Generator
Issue: 1
IMO No.9301419

2.12.2 EMERGENCY GENERATOR
Generating set make:
No. of sets:
Generating set model:
Engine make:
Model:
Type:
Bore:
Stroke:
Generator make:
Generator model:
Generator rating:
Power factor:
Speed:
Nordhavn
1
GASC 12-06E
Scania
DC12 40A01T, 302kW
Six cylinder, four-stroke, trunk piston, in-line.
turbocharged, battery or hydraulic start
127mm
154mm
Stamford Newage
HCM434E
312.5 kVA; 250 kW
0.8
1,800 rpm
Introduction
The emergency diesel generator engine is a six cylinder, turbocharged, inline engine operating on the four stroke cycle. It is located in the emergency
generator room situated on the upper deck, port side, at the base of the
funnel.
The diesel generator engine is water cooled using fresh water which circulates
in a closed system, the water being cooled by means of a radiator across
which air is blown. Water is circulated by means of an engine driven pump
and a thermostatic valve controls the cooling water temperature by regulating
louvres which vary the air flow across the radiator. The cooling water system
level is maintained by adding fresh water to the cooling water expansion tank.
A 500W electric preheater is fitted to maintain the engine at the required
temperature to allow for immediate starting when necessary. The cooling
water has 30% glycol antifreeze added, this liquid also contains a corrosion
inhibitor. The cooling water must be replenished with glycol if the antifreeze
content falls below 30%.
Fuel is supplied to the emergency generator from the dedicated emergency
generator fuel oil tank which is located in the emergency generator room.
There must always be sufficient fuel oil in the emergency generator fuel tank
for at least 24 hours running at full power. The outlet valve from the emergency
generator fuel oil tank is of the quick-closing type and is operated from outside
of the emergency generator room by means of a pull wire. Valves from the
emergency generator fuel tank to the emergency generator engine are always
open in order to ensure that the emergency generator is available for immediate
start and running when required.
Issue: 1
The emergency generator engine bearings are lubricated from an integral

sump by means of an engine driven gear pump. The circulating lubricating oil
is cooled in an oil cooler through which circulates cooling fresh water from
the jacket cooling system. The level of oil in the engine sump is measured
by means of a dipstick. Lubricating oil is circulated to all engine bearings
and to the turbocharger by means of the engine driven lubricating oil pump.
After flowing through the cooler the oil passes through the filter before being
supplied to the engine bearings. The sump level must be maintained at the
correct value at all times and if the level is low only the correct grade of oil
must be used to replenish the sump.
The engine is started by means of an electric starter motor which is supplied
with electrical power by storage batteries. These batteries are maintained under
constant charge so that they are always available to start the engine. The UniTrafo Technic battery charger is powered at all times and is provided with a
power failure alarm and the battery system has a low voltage alarm. When the
engine is started the electric starter motor engages with the toothed rim of the
engine flywheel, located at the generator end of the engine. When electrical
power is removed from the starter motor, when the engine speed reaches 400
rpm, the starter motor drive end automatically disengages from the flywheel.
A backup hydraulic starter is provided for emergency use should the electric
starter fail to start the emergency generator. A hydraulic starter motor, which
engages with the emergency starter wheel is powered by hydraulic pressure
from the hydraulic accumulator. The emergency starter wheel is located at the
free end of the engine and so the emergency hydraulic starter system does not
interfere with the electric starter motor. (Both the electric starter and hydraulic
starter are mounted on the engine at the same time although only one may be
used.) The hydraulic starter motor engages automatically when a start is ordered
and disengages when the starting valve is released after the engine fires. The
hydraulic accumulator must be fully pressurised by means of the hand pump
located at the side of the engine. The operating pressure is 210 bar.
A single exhaust gas turbocharger supplies combustion air to the engine.
Each cylinder head has air inlet and exhaust valves which are operated by
the camshaft via push rods and rockers. The camshaft is driven from the
crankshaft.
The engine is provided with a shut-off and alarm system. The fuel shut-off acts
to stop the engine by preventing fuel injection. An automatic engine shutdown
system operates in the event of engine overspeed, the overspeed trip operating
if the speed rises to 1,980 rpm.
Fuel injection pipe leakage - High
Voltage failure - Low
Cooling water pressure - 0.5 bar
Start failure - After start attempt failure
Emergency generator not in Remote Control
The start and stop functions at local control are by means of the LOCAL/
REMOTE/STOP switch on the front of the local control panel; under remote
control the start and stop functions are by means of remote inputs to the control
system.
The engine can be started locally using the electric or hydraulic starter motor.
For operation under remote control the engine is started automatically using
the electric starter and the battery system must remain fully charged at all
times. The engine should be started at least once a week and run up to full
load monthly. Whenever the engine has been started, the diesel oil tank must
be checked and refilled if the level has dropped below the 24 hour operation
level. The cooling water level in the radiator and oil level in the sump must
also be checked each week. The battery system should be checked daily to
ensure that the batteries maintain a full charge ready for immediate starting of
the emergency generator if necessary.
The emergency generator has a local engine side control panel from which the
engine may be manually started and stopped if required. Normally the mode
selector switch at the panel is set to the AUTO position so that the engine will
start automatically in the event of loss of electrical power. The engine side
panel has the following instruments and switches:
Tachometer/hour counter
Lubricating oil pressure gauge
Lubricating oil temperature gauge
Cooling water temperature gauge
Lamp test pushbutton
Operating switch (LOCAL/REMOTE/STOP)
START pushbutton
RESET and alarm cut off pushbutton
Indicator lamps for:

Lubricating oil pressure alarm
The following alarms are fitted:
Cooling water level - Low
Lubricating oil pressure - 2.5 bar
Lubricating oil temperature high - 120C
Cooling water temperature high - 95C

IMO No.9301419
Fresh water temperature alarm

Lubricating oil temperature alarm
Fresh water level alarm
Overspeed shut down alarm

Fuel oil injection pipe leakage alarm
h)
When the engine is running normally and the generator voltage

and frequency are correct the generator may be connected to the
switchboard.
i)
Allow the engine to run for a period of time in order to enable all
systems to reach operating temperature. Check the lubricating
oil pressure and temperature.
Start failure alarm - 3rd attempt failed

The emergency generator is normally selected for AUTO operation and it will
start automatically in the event of loss of main electrical power via a signal
from the emergency switchboard. Three start attempts are available under
AUTO control with a start failure alarm in the event of a failure to start.
Note: The emergency generator heater switch at the emergency switchboard
must always be in the ON position except when work is being undertaken on
parts of the emergency generator system. The space heater must also be on.
Procedure for Manual Starting of the Emergency Generator at

the Local Control Panel
a)
Check that there are no water, fuel or lubricating oil leaks and
that the emergency generator set is available for starting. Ensure
that there is no restriction on the engine starting.
b)
Ensure that all instrumentation root valves are open and that
instruments are operating correctly. Ensure that the engine
control panel is supplied with electrical power.
c)
Ensure that the fuel system is fully primed and that the fuel
filter has been cleaned; all of the valves from the fuel tank to
the engine should be open.
d)
Ensure that the fresh water cooling system is fully charged

and vented. The water level in the fresh water expansion tank
must be checked and water added to the tank if necessary. The
preheater must be switched on.
e)
Ensure that the starter battery system is fully charged and that it
is able to supply electrical power to the starter motor.
f)
Check the level of oil in the engine sump and replenish if

necessary.
g)
Turn the emergency generator engine side control panel selector

switch to the LOCAL position. At the engine side control panel
press the START pushbutton. The engine should turn over on
the electric starter and should fire. When the engine fires the
START pushbutton is released. The engine will start and the
governor will regulate the speed to the preset value. Check that
the engine starts and runs properly without excessive noise or
vibration.
Issue: 1
j)
Check the cooling water temperature and ensure that the heater
switches off when the engine operates. Check that the radiator
system operates correctly.
Procedure for Manual Stopping of the Emergency Generator

at the Local Control Panel
a)
Check that the emergency generator has been disconnected

electrically from the emergency switchboard and that it is off
load. Allow the engine to run for about 5 minutes off load in
order for it to cool down effectively.
b)
Turn the engine side control panel selector switch to the

STOP position. The emergency generator will stop. After the
emergency generator has stopped the mode selector switch is to
be returned to the LOCAL or the REMOTE position depending
upon the next mode of starting. If work is to be carried out on
the emergency generator the selector switch should remain in
the STOP position.
c)
When the engine has been stopped the fuel tank must be
checked and, if necessary, replenished in order to ensure that
there is sufficient fuel for a minimum 24 hours operation at full
load.
Procedure for Automatic Starting of the Emergency

Generator
a)
Check that there are no water, fuel or lubricating oil leaks and
that the emergency generator set is available for starting.
b)
instruments are operating correctly. Ensure that the engine
control panel is supplied with electrical power.
c)
IMO No.9301419
d)
Ensure that the fresh water cooling system is fully charged

and vented. The water level in the fresh water expansion tank
must be checked and water added to the tank if necessary. The
preheater must be switched on.
e)
Ensure that the starter battery system is fully charged and that it
is able to supply electrical power to the starter motor.
f)
Check the level of oil in the engine sump and replenish if

necessary.
g)
Turn the emergency generator engine side control panel selector

switch to the REMOTE position.
h)
The engine is now ready for automatic starting in the event of

failure of the main electrical supply. The emergency generator
will run up to speed and when the correct voltage and frequency
are generated the control system will close the emergency
generator breaker and power will be supplied to the emergency
switchboard by the emergency generator.
Procedure for Manual Emergency Starting of the Emergency

Generator at the Local Control Panel
In an emergency when no electrical power is available from the battery system
or the electric starter motor does not function, it is possible to use the hydraulic
backup starter system for starting the emergency generator.
a)
Ensure that the power source switch for the engine control panel
is turned to the ON position and that the engine mode selector
switch is turned to LOCAL.
Note: In the event of complete electrical failure these will have no immediate
influence but when electrical power is available the control panel will
function again.
b)
instruments are operating correctly.
c)
d)
Ensure that the fresh water cooling system is fully charged and
vented. The water level in the fresh water expansion tank must
be checked and water added to the tank if necessary.

e)
Operate the hydraulic hand pump to charge the hydraulic

accumulator to an approximate pressure of 125 bar. The
hydraulic accumulator should normally be maintained above
110 bar and the hydraulic oil reservoir should always be
maintained at the correct level.
f)
Ensure that the fuel linkage is in the correct position for

starting.
g)
Open the hydraulic system starter valve; the engine will turn
over on the hydraulic starter. When the engine fires release the
hydraulic starter valve. The governor will control the engine to
the correct speed.
h)
Check the engine oil pressure, cooling water pressure and rpm.
i)
Operate the hydraulic starter hand pump in order to restore the

hydraulic accumulator to the normal operating pressure of 125
bar.
Issue: 1
IMO No.9301419
2.13 Electrical Systems

2.13.1
Electrical Equipment
2.13.2
Main Switchboard and Generator Operation
2.13.3
Emergency Switchboard and Generator Operation
2.13.4 Power Distribution

2.13.5
Shore Power
2.13.6
Main Alternators
2.13.7
Emergency Alternators
2.13.8
Preferential Tripping and Sequential Restarting
2.13.9
Uninterrupted Power Supply (UPS) and Battery System
2.13.10 Cathodic Protection System
Illustrations
2.13.1a Main Electrical Network
2.13.2a Generator and Synchronising Panels
2.13.3a Emergency Generator Panel
2.13.4a Main 440V Distribution
2.13.4b Main 440V Distribution Group Starter Panels
2.13.4c Local Group Starter Panels
2.13.4d Main 220V Distribution
2.13.2e Emergency Switchboard 440V and 220V Distribution
2.13.5a Shore Power Panel
2.13.8a Preferential Tripping
2.13.9a 24V DC Distribution Board and Battery Charger
2.13.9b Navigation and General Alarm Equipment UPS Distribution
2.13.10a Impressed Cathodic Protection System
2.13.10b MGPS System
Illustration 2.13.1a Main Electrical Network
E/R
220V Feeder
Panel
No.1 440/230V
3 phase 200kVA
Transformer
No.2 440/230V
3 phase 200kVA Transformer
No.2 Group
Starter Panel
Mechanical
Interlock
P-2M-10
Main Switchboard
No.2 440V
Feeder Panel
No.3 Generator
Panel
P-DG-3
220V Consumers
440V
Group Starter
Consumers
(Essential Motors)
440V Consumers
No.2 Generator
Panel
P-DG-2
Synchronising Panel
Bus-Tie Panel
P-SY-1
No.1 Generator
Panel
No.1 440V
Feeder Panel
P-1M-9
No.1 Group
Starter Panel
P-DG-1
No.3 Diesel
Generator
980kW
1,225kVA
No.2 Diesel
Generator
980kW
1,225kVA
No.1 Diesel
Generator
980kW
1,225kVA
440V Consumers
440V
Group Starter
Consumers
(Essential Motors)
No.1 440/230V
3 phase 30kVA
Emergency Transformer
Main/Emergency
Board Interconnector
No.2 440/230V
3 phase 30kVA
Emergency Switchboard
Starter & Shore
Panel
Bus Tie & Synchro

Panel
Emergency
Generator Panel
440V
Feeder Panel
220V
Feeder Panel
P-EM-6
P-EM-7
P-EM-6A
P-EM-7A
Mechanical
Interlock
Key
P-SY-1
G
P-EG-1
Generator
Transformer
Air Circuit Breaker (ACB)
Moulded Case Circuit Breaker (MCCB)
G
Shore
Power
440V Consumers
220V Consumers
Emergency
Generator
250kW
Disconnector Switch
Note:
Bolted Bus Link
Issue: 1
IMO No.9301419
MCCB for shore power is interlocked

with emergency generator and
No.1, 2 and 3 main generators.

2.13 ELECTRICAL SYSTEMS
2.13.1 ELECTRICAL EQUIPMENT
Main Power Distribution System

The main switchboard consists of:
Three generator panels
Generating Plant
The electrical power generating plant consists of the following:
The bus tie panel
The synchronising panel
Diesel Generators
No. of sets:
Rating:
Space heater:
Two 440V feeder panels
Two group starter panels
The engine room 220V feeder panel
3
450V, 3 phase, 60Hz, 1,225kVA, 980kW, 1,571.6A
220V AC, 315W, single phase
Emergency Diesel Generator

No. of sets:
1
Rating:
450V, 3 phase, 60Hz, 312.5kVA, 250kW, 400.9A
Space heater:
220V AC, 250W, single phase
The main switchboard feeds the No.1 and No.2 main 440V group starter panels
(GSP) located either side of the main switchboard and the 440V local group
starter panels (LGSP) located throughout the vessel. The main switchboard
normally feeds the emergency switchboard, located in the emergency generator
room, via the main/emergency switchboard bus tie line.
The main switchboard bus is divided into two sections by a bus tie breaker.
Introduction
The diesel generators are situated in the engine room, aft of the main engine
on the 3rd deck level. The generators supply 440V at 60Hz to the main
switchboard which is situated in the engine control room on the 2nd deck level
of the engine room.
The number of generators connected to the switchboard at one time depends
on the electrical consumer load of the ship at that time. The generators can
be manually run up and connected to the main switchboard as required but
in normal operation, the power management system (PMS) automatically
controls the operation of the generators and major operational aspects of the
main switchboard.
Only one diesel generator is ordinarily connected during normal sea going
conditions. Two generators are required when the vessel is manoeuvring or
working cargo due to the extra electrical load at these times.
There is another smaller emergency generator in the emergency generator room
which is located on the port side of the upper deck. This generator is entirely
self-supporting with its own dedicated fuel, cooling and starting equipment.
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 three main generators can operate in parallel, but not with the emergency
generator.
Issue: 1
WARNING
If the bus tie breaker is open, it must not be closed while both halves of
the switchboard are alive. There are no synchronising facilities for this
breaker.
The main engine room, machinery space, motors, pumps and fans etc. are fed
from the No.1 and No.2 main switchboard group starter panels and also from
local group starter panels (LGSPs) throughout the ship. Other engine room
equipment, machinery space and deck 440V consumers are fed from the No.1
and No.2 440V feeder panels.
The main 220V engine room consumers are fed from the engine room 220V
feeder panel which is located on the end of the main switchboard adjacent to
the No.2 group starter panel. This section is fed from either No.1 or No.2 main
440V feeder sections on the main 440V switchboard via either No.1 or No.2
440/230V, 200kVA main transformers. The 220V disconnection switches at the
feeder panel are mechanically interlocked to prevent closure of both switches
simultaneously.
The main 220V accommodation consumers are fed from the accommodation
220V section board. This panel is fed from the engine room 220V feeder panel,
way P-1L-10. The section board is located in the air conditioning room on B
deck.
The galley and laundry 440V consumers are fed from distribution board G1 via either No.1 or No.2 440/440V, 100kVA isolating transformers. No.1
transformer is fed from the main switchboard No.1 440V feeder panel (way
P-1M-10) and No.2 transformer is fed from the main switchboard No.2
440V feeder panel (way P-2M-11). The two 440V disconnection switches at
distribution board G-1 are mechanically interlocked to prevent closure of both
switches simultaneously.
The galley and laundry 220V consumers are fed from distribution board
G-2 via either No.1 or No.2 440/230V, 60kVA isolating transformers. No.1
transformer is fed from the main switchboard No.1 440V feeder panel (way
P-1M-11) and No.2 transformer is fed from the main switchboard No.2
440V feeder panel (way P-2M-12). The two 220V disconnection switches at
distribution board G-2 are mechanically interlocked to prevent closure of both
switches simultaneously.
The switchboards are of dead front box frame construction without a bottom
plate and have hinged front panels that can be opened without disturbing the
meters, lamps, etc, mounted on them.
Shore power can be provided to supply basic consumers (lighting, etc) when
the ship is alongside for an extended period or when in refit/dry dock. The
shore connection box connects to the main/emergency switchboard bus tie line
via a moulded case circuit breaker located at the emergency switchboard (see
section 2.13.5, Shore Power).
Emergency Power and Lighting Distribution System
The emergency switchboard consists of:
The emergency generator panel
The bus tie and synchronising panel
The starter and shore power panel
The 440V feeder panel
The 220V feeder panel
The emergency generator will start automatically in the event of a blackout

and supply the emergency switchboard within 45 seconds if the standby
generators have not successfully returned power back to the main switchboard.
The emergency switchboard supplies essential navigation and machinery
equipment which require the security of a backed-up power supply.
The machinery space and accommodation main 220V lighting and other
auxiliary consumers are fed from distribution boards L1 - L7. L1 and L2
are fed from the engine room 220V feeder panel, L3, L4, L5 and L6 are fed
from the accommodation 220V section board and L7 is fed via a 440/230V,
25kVA transformer. The transformer is supplied from local group starter panel
LGSP-8.
IMO No.9301419

The two steering gear motors are each fed from an independent circuit, the
No.2 motor is fed from the emergency switchboard 440V feeder panel, P-EM-1
and the No.1 motor is fed from the No.1 440V main switchboard feeder panel
P-1M-26.
The emergency 220V consumers are fed from the emergency switchboard
220V section. This section is fed from the emergency switchboard 440V
feeder section via either No.1 or No.2 440/230V, 3 phase, 35kVA emergency
transformers, ways P-EM-6 and P-EM-7. The two 220V disconnection
switches at emergency switchboard 220V section are mechanically interlocked
to prevent closure of both switches simultaneously.
Emergency 220V lighting is provided via emergency lighting distribution
boards E-1 and E-2. These are fed from the emergency switchboard 220V
feeder panel (ways P-EL-1 and P-EL-2).
A 220V engine room distribution panel A-1 supplies machinery space
equipment such as control air dryers and gas leakage detector panels. The
panel is fed from the main switchboard 220V feeder panel, way P-1L-3 and is
located on the port side of the engine room 3rd deck.
A 220V navigation panel N-1 supplies wheelhouse navigation and
communication equipment. The panel has dual feeds with automatic
changeover in the event of loss of normal supply. Normal supply is from the
main switchboard 220V feeder panel (way P-1L-4) with an emergency backup supply from the emergency switchboard 220V feeder panel (way P-EL-03).
The panel is located in the wheelhouse on the aft bulkhead.
A general service 24V DC battery charging distribution board supplies the
wheelhouse console, the engine control room console and other essential
equipment and low voltage services. There are two battery chargers, No.1 is
fed from the 220V navigation panel N-1, way P-N1-16 and No.2 is fed from
the emergency switchboard 220V section, way P-EL-19 (see section 2.13.9).
An engine room 24V DC distribution board supplies essential machinery
space equipment such as the main engine control system and the main engine
safety system. The distribution board is supplied from the general service 24V
DC battery charging distribution board. For further information see section
2.13.9.
The emergency power distribution network is shown in illustration 2.13.4d.
Main Switchboard Monitoring
The main switchboard generator panels are equipped with an ammeter and
voltmeter to measure the output of the generator. The Air Circuit Breaker
(ACB), reverse power relay and overcurrent relay are provided for generator
protection.
Issue: 1
The main switchboard synchro panel is fitted with its own flush mounted
Kongsberg MOS33 power management display unit which provides automatic
or manual control of the diesel generators as well as alarm monitoring.
The main switchboard synchronising panel is equipped with dual frequency
meters and dual voltmeters for comparing the output of the generator to the
main busbar. A synchroscope and synchronising lamps are provided for manual
paralleling operations. Generator status and general bus status (insulation
alarms, etc) are displayed on group signal lamp units also mounted on the
synchronising panel.
Maker:
Type:
Rating:
Primary voltage:
Secondary voltage:
Frequency:
Insulation class:
Cooling:
Hyundai
Drip-proof floor mounting (IP23)
3ph, 120kVA
440V (No.1 440V main switchboard feeder panel
way P-1M-9 and No.2 440V main switchboard
feeder panel way P-2M-10)
220V
60Hz
B
Natural air
General
The group starter and distribution boards are provided in suitable positions to
supply the normal power supplies to heating, ventilation, lighting, machinery,
communication and navigation equipment throughout the ship. Each 440V
and 220V distribution circuit is protected against overcurrent and short circuit
current by a Moulded Case Circuit Breaker (MCCB). These are fitted on the
switchboard or panel board with inverse time overcurrent trip, instantaneous
magnetic trip and short circuit current interruption features.
The following supply systems are each provided with monitoring equipment
for continuously monitoring the insulation level to earth, giving an audible
and visual indication of an abnormally low insulation level. These alarms are
raised via the main switchboard group signal lamp unit and the vessels alarm
monitoring and control system.
Maker:
Type:
Rating:
Primary voltage:
Main switchboard 440V network
Main switchboard 220V network
Emergency switchboard 440V network
Emergency switchboard 220V network
Lighting distribution board L-7
Galley 440V distribution board G-1
Galley 220V distribution board G-2
The 24V DC battery charging board system.
No.1 and No.2 Main Transformers (Engine Room)

The engine room 220V consumers are fed from the main switchboard 220V
feeder panel. This section is fed from either No.1 or No.2 main 440V feeder
section on the main 440V switchboard via either No.1 or No.2 200kVA main
transformer. Both transformers are located on the port side aft of the engine
control room on the 2nd deck.
IMO No.9301419
The emergency 220V consumers are fed from the emergency switchboard
220V feeder panel. This is fed from the emergency switchboard 440V feeder
panel via either No.1 or No.2 35kVA emergency transformer. The emergency
transformers are located in the emergency generator room on the port side of
the upper deck.
Secondary voltage:
Frequency:
Insulation class:
Cooling:
Hyundai
3ph, 35kVA
440V (emergency switchboard 440V feeder panel
ways P-EM-6 and P-EM-7)
220V
60Hz
B
Natural air
Forward Transformer
The lighting distribution board L-7 is fed from the 440V local group starter
panel LGSP-8 via a 3 phase 25kVA transformer. The transformer is located in
the bosuns store forward.
Maker:
Type:
Rating:
Primary voltage:
Secondary voltage:
Frequency:
Insulation class:
Cooling:
Hyundai
3ph, 25kVA
440V (local group starter panel LGSP-8 way P-LS81)
220V
60Hz
B
Natural air

440V Galley and Laundry Transformer
The 440V galley and laundry equipment is fed from the galley distribution
board G-1. This is fed from the either No.1 or No.2 440/440, 100kVA isolating
transformer. The transformers are located on the starboard side aft of the
engine room 2nd deck.
Maker:
Type:
Rating:
Primary voltage:
Secondary voltage:
Frequency:
Insulation class:
Cooling:
Hyundai
3ph, 100kVA
440V (No.1 440V main switchboard feeder panel
440V
60Hz
B
Natural air
220V Galley and Laundry Transformer

The 220V galley and laundry equipment is fed from the galley distribution
board G-2. This is fed from the either No.1 or No.2 440/230, 60kVA isolating
transformer. The transformers are located on the starboard side aft of the
engine room 2nd deck.
Maker:
Type:
Rating:
Primary voltage:
Secondary voltage:
Frequency:
Insulation class:
Cooling:
Hyundai
3ph, 60kVA
440V No.1 440V main switchboard feeder panel
220V
60Hz
H
Natural air
Motors
The ships 440V motors are in general of the standard frame, squirrel cage
induction type designed for AC 440V three phase 60Hz. The exceptions are
the motors for domestic service and small capacity motors of 0.4kW or less,
some of these motors may be single phase 220V 60Hz operation. Where
continuously rated motors are used, the overload setting ensures the motor
trips at 100% of its full load current. The motors in the engine room are of the
totally enclosed fan cooled type. Standby motors will start when zero voltage
is detected on the in-service motor or when the process pressure is low.
Issue: 1
440V Starters
The system also controls the following:
The starters are generally fitted in the main switchboard group starter panels
(GSP) or local group starter panels (LGSP). Important duplicated equipment
starters are split between No.1 and No.2 main switchboard group starter
panels. Interlocked door isolators are provided for all starters. On the group
starter boards, this switch is the moulded case circuit breaker which functions
as both isolator and overcurrent protection for the motor circuit. The two
ballast pumps are started via auto-transformers. Restarting of the ballast pumps
is inhibited for 20 minutes to prevent overheating and possible damage to the
auto transformers. Each of the pumps has a indicator lamp on its starter panel
to indicate that a cooling down start block is in operation.
Sequential Restarting
Essential service motors, which were in service before a blackout, are started
automatically on recovery of the main bus voltage. These motors will start
according to the predetermined restarting sequence. Motors that were selected
for duty before the blackout are automatically returned to duty after the
blackout. Similarly, motors selected for standby are automatically returned to
standby (See section 2.13.8).
The number of running generators in accordance with the ships

power demand.
Automatic blackout restart and connection of generators.
The blocking of the ballast pump motors until the number of

running generators is sufficient to supply the motor start current
and ships power demand. In this case, the standby generator is
started and synchronised automatically.
Frequency; automatic frequency control ensures the supply

frequency remains at 60Hz independent of load.
The system ensures that the requirements for the ships unmanned machinery
space (UMS) operation are met.
The PMS is equipped with an alarm output which is connected to the alarm
and monitoring system. The alarm will be activated at the engine control room
operator station in the event of one of the following occurring:
Diesel generator failure
Reverse power trip
Overcurrent trip
Busbar voltage low/high alarm
Busbar frequency low/high alarm
Circuit breaker non-close/ synchronisation fail
The Power Management System (PMS)
Preferential trip
Maker:
Type:
Standby start
PMS power failure
PMS system failure
Non-essential loads are interrupted automatically, in the case of overcurrent of
any one of the main diesel generators, to prevent the more serious tripping of
the generators (See section 2.13.8).
Kongsberg
Datachief C-20
The main switchboard and generators can be controlled in one of three ways:
Manually, from the main switchboard
Semi-automatically, from the main switchboard
Automatically, via the PMS
The system has various functions to ensure the continuous supply of the ships
electrical systems.
The PMS automatically controls the diesel generators for efficient operation.
Automatic starting, synchronising and load sharing is provided for the ships
generator sets. The system automatically equalises the generator frequency
with busbar frequency and energises the generators ACB to connect the two
circuits at the moment when the phases coincide (synchronising). Automatic
load sharing then ensures that each generator is equally loaded.
IMO No.9301419
Illustration 2.13.2a Generator and Synchronising Panels

No.1 DIESEL GENERATOR PANEL
AC450V 3PH 60Hz 1225kVA
Synchronising Panel Key
SYNCHRO PANEL
RL 5 7 9 11 13 15 17 19 21
6 8 10 12 14 16 18 20 22
HM
DE-RY
AS
DE-R PRE
ECS
LT
VS
VR
ACB
HiAN-20 (2000AF)
A:
V:
W:
HM:
DE-RY:
RL1:
RL2:
120:
121:
122:
123:
125:
SHS:
DE-R:
PRE:
LT:
AS:
ECS:
VS:
Ammeter
Voltmeter
Wattmeter
Running Hour Meter
Differential Relay
ACB Overcurrent Trip Indication
ACB Reverse Power Trip
Ready for Start Indication
Generator Running Indication
ACB Closed Indication
ACB Open Indication
Space Heater On Indication
Space Heater On/Off Switch
Differential Trip and Reset Pushbutton
Pre-excitation Pushbutton
Lamp Test Pushbutton
Ammeter Phase Selector Switch
Engine Control Switch
Voltmeter Phase Selector Switch
ACB:
VR:
AVR:
Generator Air Circuit Breaker

Voltage Regulator
Automatic Voltage Regulator
FF
VV
TL
SY
TL TL
MOS33
113
112
RL3RL4
LT
111
RL3RL4
AR
RL3RL4
FVS-2
BCS
BCS
BCS
SYS-2
GCS
GCS
GCS
COS-P
ACB
HiAN-128 (1250AF)
Dashed Outline Indicates

Equipment Mounted Inside Panels
Generator Panel
Issue: 1
142 144
Generator Panel Key
RL1125 120 SP
RL2123 121 122
SHS
RL 141 143
VV:
SY:
FF:
TL:
MOS:
LT:
AR:
BCS:
GCS:
FVS-2:
SYS-2:
COS-P:
RL3:
RL4:
RL5:
RL6:
RL7:
RL8:
RL9:
RL10:
RL11:
RL12:
RL13:
RL14:
RL15:
RL16:
RL17:
RL18:
RL19:
RL20:
RL21:
RL22:
141:
142:
143:
144:
111:
112:
113:
ACB:
Dual Voltmeter
Synchroscope
Dual Frequency Meter
Synchronising Lamps
Kongsberg MOS
Alarm Reset Pushbutton
ACB Control Switch
Governor Control Switch
Frequency and Voltmeter Selection Switch
Synchroscope Selection Switch
Generator Control Selection Switch
ACB Non Close Indication
ACB Abnormal Trip Indication
High Voltage Indication
Low Voltage Indication
High Frequency Indication
Low Frequency Indication
1st Preferential Trip Indication
2nd Preferential Trip Indication
MSB 440V Low Insulation Indication
ESB 440V Low Insulation Indication
24V DC Low Insulation Indication
L-7 Panel Low Insulation Indication
G-1 Panel Low Insulation Indication
MSB Emergency Stop, PT Source Fail & Loop Fault Indication
ESB Emergency Stop, Source Fail & Loop Fault Indication
24V DC Source Fail
Bus Short Circuit Indication
Shore Alive Indication
Shore MCCB Closed Indication
Emergency Generator Auto Standby Indication
Emergency Generator Running Indication
No.1 Diesel Generator Nameplate
Air Circuit Breaker
Synchronising Panel
IMO No.9301419

2.13.2 MAIN
SWITCHBOARD
OPERATION
AND
GENERATOR
Automatic and Manual Operation of the Main Switchboards

and Generators
The automatic starting, stopping, connection, synchronising and loading of
the main generators is controlled by the Kongsberg Datachief C-20 Power
Management System (PMS).
The PMS can be switched off by turning the main switchboard AUTO SYN
& POWER CONTROL selection switch (COS-P) on the main switchboard
synchro panel to the MANUAL position. When set to the AUTO position the
PMS operates in full automatic mode but manual control can still be achieved
at the switchboard by setting the Kongsberg MOS33 PMS display unit at
the main switchboard synchro panel to the manual position for the relevant
generator.
When in the full automatic mode, automatic synchronising, load sharing and
load dependent start/stop are performed automatically by the PMS.
When manual control of a generator is selected, the PMS has no control
of a generating set. A generator can be operated locally and at the main
switchboard. The diesel generator local control is selected by means of the ON
ENG/LOCAL/REMOTE switch at the generator engine local control panel.
This switch must be set to the REMOTE position to enable either manual
starting/stopping from the main switchboard or automatic starting/stopping
from the PMS.
The flow charts referred to in the following procedures are from drawing No.
MKAO-0453 (Main Switchboard)
1. Remote Control Available from Switchboard for the Diesel Generator
(Flow Chart FC2)
The diesel generator can be remotely controlled at the main switchboard as
follows:
a)
It is assumed that the diesel engine is ready to start, engine start

conditions are normal.
b)
Turn the generator ON ENG/LOCAL/REMOTE switch at the

generator local control panel at the engine to the REMOTE
position. The READY FOR START indicator at the relevant
main switchboard generator panel will be lit.
(COS-P) at the relevant main switchboard diesel generator panel to the

MANUAL position.
2. Local Control Available for the Diesel Generator (Flow Chart FC2)
The diesel generator can be locally controlled at the generator engine as
follows:
a)
It is assumed that the diesel engine is ready to start, engine start

conditions are normal.
b)
Turn the generator ON ENG/OCAL/REMOTE switch at the

generator local control panel at the engine to the LOCAL
position. The READY FOR START indicator at the relevant
main switchboard generator panel will be lit.
Local control from generator local control panel is now available.

3. Manual Diesel Generator Engine Start - Local (Flow Chart FC2)
The diesel generator engine can be started locally from the generator engine
local control panel. It is assumed that the diesel generator is stopped.
5. Diesel Generator Running - ACB Closure onto a Dead Bus - Switchboard

Operation (Flow Chart FC2)
It is assumed that the remote control is available as described in procedure 1
(FC2) and that the generator engine has been started and the correct voltage
established at the relevant main switchboard generator panel as described in
procedure 4 (FC2).
a)
Turn the relevant ACB CONTROL switch (BCS) at the main

switchboard synchronisation panel to the CLOSE position.
b)
The ACB will receive a close command and will close.
The diesel generator is now supplying the main switchboard.

6. Manual Parallel Running of Diesel Generator from Switchboard (Flow
Chart FC3)
It is assumed that the remote control is available at the relevant main
switchboard generator panel as described in procedure 1 (FC2) and that the
generator engine has been started and the correct voltage established at the
relevant main switchboard generator panel as described in procedure 4 (FC2).
a)
To start locally from the generator engine local control panel,

turn the ON ENG/OCAL/REMOTE switch on the local control
panel to the LOCAL position.
a)
Turn the SYNCHROSCOPE switch (SYS-2) at the main

switchboard synchronisation panel to the incoming generator
position (G1, G2 or G3).
b)
Start the generator by pressing the START pushbutton on the

local panel. The generator starts. Observe the running lamp,
frequency meter and voltmeter on the main switchboard.
b)
Adjust the GOVERNOR MOTOR switch (GCS) (raise/lower)

until the synchroscope is moving slowly in the clockwise
direction (approximately one revolution every five to ten
seconds).
c)
As the synchroscope approaches the twelve oclock position

(synchronism), turn the ACB CONTROL switch (BCS) at
the main switchboard synchronisation panel to the CLOSE
position.
d)
The ACB will receive a close command and will close.
e)
Manual load balance is achieved by use of the GOVERNOR

MOTOR switch (GCS).
4. Manual Diesel Generator Engine Start - Remote Switchboard

(Flow Chart FC2)
It is assumed that remote control from the relevant main switchboard diesel
generator panel is available. This is described in procedure 1 (FC2). The
engine is assumed to be in the stopped condition.
a)
Turn the ENGINE CONTROL switch (ECS) at the relevant

main switchboard generator panel to the START position. (This
is a pull to turn and spring return to centre position switch).
b)
The engine receives a start command and starts.
c)
To stop the generator, turn the ENGINE CONTROL switch to

the STOP position.
Remote control from the main switchboard diesel generator panel is now
possible by turning the AUTO SYN & POWER CONTROL selection switch
Issue: 1
IMO No.9301419

7. Manual Load Shift and ACB Disconnection for the Diesel Generator
from the Switchboard (Flow Chart FC3)
It is assumed that remote control is available at the relevant main switchboard
diesel generator panel as described in procedure 1 (FC2).
a)
b)
Adjust the GOVERNOR MOTOR switch (GCS) for the

generator to be removed from service on the main switchboard
synchronisation panel to reduce the load on the diesel
generator.
When the load on the generator is zero or close to zero, turn the
ACB CONTROL switch (BCS) for the diesel generator to the
OPEN position.
c)
The ACB will receive an open command and will open.
d)
After a predetermined cooldown period, turn the ENG

CONTROL switch (ECS) on the relevant main switchboard
diesel generator panel to the STOP position. The engine stops.
e)
In the event of a blackout caused by a generator ACB trip the following

procedure will commence. It is assumed that the GEN CONTROL selection
switch (COS-P) at the main switchboard synchronisation panel is set to the
AUTO position.
a)
b)
c)
d)
When the circuit breaker trips, the preferential trips operate. A

check is made to confirm the cause of the abnormal trip. If a bus
short circuit is the cause then the procedure is interrupted and
prevented from proceeding.
If the cause is not a bus short circuit, the 1st standby generator
receives a start command and starts. If there is a 2nd standby
generator selected it will receive a start command after a 20
second delay
Once the 1st standby generator has run up and voltage is
established the 2nd standby generator ACB receives a close
command. A check is made to confirm if the bus is dead or
alive.
If the bus is dead, the 1st standby generator ACB will close
and the main switchboard will be supplied from the 1st standby
generator.
Issue: 1
If the bus is alive, the 1st standby generator will be automatically

synchronised with the main switchboard busbar and, when
synchronised, the generator ACB will close.
Note: If the incoming generator fails to synchronise with the busbar within
60 seconds, an AUTO SYNC FAIL alarm will be signalled at the operator
workstation.
f)
Once the 2nd standby generator has run up and voltage is

established the 2nd standby generator ACB receives a close
command. A check is made to confirm if the bus is dead or
alive.
g)
If the bus is dead, i.e. the 1st standby generator ACB has failed
to close, the 2nd standby generator ACB will close and the main
switchboard will be supplied from the 2nd standby generator.
h)
Information for the following automatic procedures is obtained from the

Kongsberg Datachief C-20 alarm and monitoring system manual, power
management section.
8. Automatic Generator Engine Start and Synchronising due to Blackout
If the bus is alive, i.e. the 1st standby generator ACB is closed,
the 2nd standby generator will be automatically synchronised
with the main switchboard busbar and when synchronised,
the generator ACB will close. The main switchboard is now
supplied from the 1st and 2nd standby generators.
Note: If the incoming generator fails to synchronise with the busbar within
60 seconds, an AUTO SYNC FAIL alarm will be signalled at the operator
workstation.
i)
The PMS will now assign the 1st standby generator to master
mode and the 2nd standby generator to 1st standby mode.
j)
The preferential trips can be reset.
There are bus abnormality limits for main bus voltage and frequency deviation
and these are as follows:
Low voltage:
427.5V for 5 seconds (95%)
High voltage:
472.5V for 5 seconds (105%)
Low frequency:
57Hz for 5 seconds (95%)
High frequency:
63Hz for 5 seconds (105%)
If a bus abnormality is detected, the standby diesel generator will go through
the following sequence. It is assumed that the GEN CONTROL selection
switch (COS-P) at the main switchboard synchronisation panel is set to the
AUTO position.
a)
Upon detection of a bus abnormality, the 1st standby generator

receives a start command and starts.
b)
Once voltage is established, the running diesel generator ACB

on which the bus abnormality is detected will receive an open
command and will open (blackout).
c)
The standby generator ACB receives a close command and

closes.
d)
The main switchboard is now supplied from the standby diesel

generator.
10. Automatic Generator Start and Automatic Synchronisation due to

ACB Abnormal Trip (Bus Still Live)
With two generators connected in parallel to the main switchboard, if one
generator ACB trips the following procedure will be initiated:
a)
Note: A standby generator(s) ACB should close within 45 seconds of a

blackout, if this period is exceeded, then the emergency generator ACB will
close onto the emergency switchboard.
The 1st standby diesel generator receives a start command and

starts.
b)
Once voltage is established an automatic synchronising

command will be issued and the diesel generator will
synchronise with the busbar.
9. Automatic Generator Engine Start and ACB Closure onto a Dead Bus
due to Bus Abnormality
c)
Upon synchronising, the diesel generator ACB selected will

receive a close command and will close.
d)
An automatic load sharing command will then be issued and

automatic load sharing will be initiated.
The normal voltage and frequency levels at the main switchboard are:
Voltage:
Frequency:
450V
60Hz
Under certain fault conditions the voltage and frequency may rise or lower
according to the fault. These fluctuating levels are undesirable for the operation
of the ships plant.
IMO No.9301419

11. Automatic Generator Start and Automatic Synchronisation due to
Heavy Load
If a diesel generator in use registers a heavy load of 784kW (80% of the rated
power) for 15 seconds, the 1st standby diesel generator will go through the
following sequence. It is assumed that the GEN CONTROL selection switch
(COS-P) at the main switchboard synchronisation panel is set to the AUTO
position.
a)
The 1st standby diesel generator receives a start command and

starts.
b)
Once voltage is established an automatic synchronising

command will be issued and the diesel generator will
synchronise with the busbar.
c)
Upon synchronising, the diesel generator selected ACB (G1, G2

or G3) will receive a close signal and will close.
d)
An automatic load sharing command will then be issued and

automatic load sharing will be initiated.
12. Automatic Parallel Running in Response to Large Motor Start

If the load on a running generator is too high to permit the safe starting of one
of the ballast pump motors, the 1st standby diesel generator will be started and
parallelled to provide adequate capacity. The motor will have its start delayed
until the standby generator is connected and the load is equally shared. The
standby generator will go through the same automatic paralleling sequence as
for an overload situation.
14. Automatic Load Shift and ACB Disconnection due to Light Load
Main Generator Protection Equipment
If two diesel generators are on load and the total load amounts to 70% or less
of the capacity of one diesel generator for a period of 30 minutes, the following
sequence takes place. It is assumed that the GEN CONTROL selection switch
(COS-P) at the main switchboard synchronisation panel is set to the AUTO
position.
The ships generators are protected from the abnormal conditions described
below by means of their reverse power trip, short circuit trip, undervoltage trip
and overcurrent trips.
a)
The power management system assesses the consequences

of removing the generator from service. If the load on the
remaining generator would be greater than or equal to 70% of
its rating, the load shift and ACB disconnection will be blocked
and normal load sharing will resume.
b)
If the loading is within the allowed limit, then an automatic load

shift command is issued and the load is reduced on the diesel
generator that was initially set as 1st standby.
c)
When the load is at 5% or close to zero, an automatic open

command is issued to the diesel generator ACB and the ACB
opens.
1. Abnormality Due to Undervoltage

If the voltage of a generator decreases to between 35% and 70% of the rated
value, the under voltage tripping device contained in the ACB will operate to
trip the breaker.
2. Abnormality Due to Overcurrent (Preference Tripping)
d)
After a predetermined cooldown period, an engine stop

command is issued automatically and the engine stops. The
engine reverts to 1st standby.
Note: A light load cancel/normal selection switch is located on the bus tie
section of the main switchboard. This switch allows the operator to select
whether or not to allow light load shifting to be carried out. This is most
important during ship manoeuvring operations or periods of bad visibility
where it is essential to maintain at least two generators supplying the main
switchboard.
If the current on a running generator exceeds 1,886A for a period of 10

seconds, the PMS will initiate the release of the preferential trips, thereby
providing protection against the overcurrent which would otherwise trip the
ACB. The preferential trips are described in section 2.13.8.
3. Abnormality Due to Overcurrent (Long Time Delay Trip)
If the current on a running generator exceeds 2,076A (120% of the rated
current) for a period of 40 seconds, the overcurrent relay will operate to trip
the ACB.
4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
If the generator current exceeds 300% of the maximum rated current (4,716A),
the ACB will be tripped almost instantaneously (about 560msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,000% of maximum
rated current (15.72kA) the ACB will trip instantaneously (zero time delay).
5. Abnormality Due to Reverse Power
Note: When the unload and stopping procedure is initiated, the yellow LED
on the STOP pushbutton of the relevant Mega Guard PMS display unit will
be illuminated and will be flashing during the unloading procedure. When
the engine is stopping, the LED will change from flashing to constant. If the
stopping procedure is blocked, the LED will remain extinguished.
Issue: 1
IMO No.9301419
If there are abnormalities in the output of an engine during parallel operation,

it may cause the generator to function as a motor, due to the power it receives
from the other generator(s) through the common busbar. The effective reverse
power will then flow through the connected circuit. If this reverse power
reaches a level of 10% (98kW) for a period exceeding 5 seconds, the reverse
power relay is triggered and will trip the ACB.
Illustration 2.13.3a Emergency Generator Panel

EMERGENCY GENERATOR PANEL
AC450V 3PH 60Hz 312.5kVA
Generator Panel Key
A:
V:
F:
W:
LT:
LPH:
43PH:
SHS:
AS-3:
BCS:
FVS-3:
RTS:
123 121 122 125
LPH
LT
43PH
SHS
AS-3
BCS
FVS-3
RTS
VR:
ACB:
121:
122:
123:
125:
Ammeter
Voltmeter
Frequency Meter
Wattmeter
Panel Heater Indication
Panel Heater Selection Switch
Ammeter Selection Switch
Emergency Generator ACB Control Switch
Frequency/Voltmeter Selection Switch
Emergency Generator Sequence Test Switch
(Located Inside Panel)
Voltage Regulator (Located Inside Panel)
Air Circuit Breaker
ACB Open Indication
VR
ACB
HiAN-08 (800AF)
Emergency Generator Panel
Issue: 1
IMO No.9301419

2.13.3 EMERGENCY SWITCHBOARD AND GENERATOR
OPERATION
Note: The flow charts referred to in the following sections come from
shipyard drawing No. MKBO-0453 (Emergency Switchboard)
Manual Operation: Generator Start and Connection onto Dead Bus
(Flow Chart FC12)
a)
b)
The emergency generator interlocks are normal, the engine is

ready to start.
The emergency generator mode switch is set to MANUAL at
the generator engine control panel.
c)
At the generator engine control panel, the operator presses the

START pushbutton. The emergency generator engine starts via
its electric starter.
d)
When voltage is established, the emergency generator running

lamp is illuminated.
e)
At the generator panel of the emergency switchboard, the

operator turns the ACB CONTROL switch (BCS) to the
CLOSE position. The generator ACB closes and the emergency
generator ACB CLOSED lamp is illuminated.
f)
If the emergency switchboard bus voltage is still zero, the

emergency generator ACB receives a close command and
closes. The emergency generator ACB CLOSED lamp is
illuminated.
d)

e)
Check the generator voltage and frequency. The voltage can be

adjusted by means of the voltage regulator located inside the
emergency switchboard generator panel.
Main Switchboard Manual Power Restoration (Flow Chart FC13)
f)
Upon restoration of normal ships power, the following procedure takes

place:
When the test is complete, the operator turns the SEQUENCE

TEST switch (RTS) to the NOR position.
g)
Stop the emergency generator manually by pressing the STOP

pushbutton.
The emergency generator now feeds the emergency switchboard.
a)
The BUS TIE SYNCHRO pushbutton (BTS) at the emergency

switchboard, bus tie and synchronisation panel is pushed.
b)

at the emergency switchboard bus tie and synchronising panel
seconds).
c)
d)
e)
The emergency generator now feeds the emergency switchboard.

Automatic Operation: Emergency Generator Start and Connection onto
Dead Bus (Flow Chart FC13)
The bus tie breaker will open and the emergency switchboard will black out.
The emergency generator will start automatically and the generator ACB will
close to feed the emergency switchboard. The procedure is as follows:
a)
At synchronisation the bus tie ACB will receive a close

command automatically and will close.

ready to start.
b)
Within 0.5 seconds, the emergency generator ACB will receive

an open command and will open.
The emergency generator operation switch is set to AUTO at the

generator engine control panel.
c)
The operator turns the SEQUENCE TEST switch (RTS),

located behind the front panel in the emergency switchboard
generator section, to the ENG & ACB position. The bus tie
breaker receives an open command.
d)
The bus tie breaker opens resulting in a loss of power to the

emergency switchboard. The emergency generator receives a
start signal.
e)

f)
The emergency generator ACB receives a close command.
g)
The emergency generator ACB closes and the emergency

generator feeds the emergency switchboard. Increase the
generator load as required.
h)
Run the generator on load for at least 30 minutes.
i)
Upon completion of the test, decrease the load to the absolute

minimum and turn the SEQUENCE TEST switch to the NOR
position.
After a preset cool down period, the emergency generator

receives a stop command and will stop.
The emergency switchboard is now being supplied from the main

switchboard.
Emergency Generator Testing -Off Load (Flow Chart FC14)
a)

ready to start.
b)
The emergency generator mode switch is set to AUTO at the

a)
c)
The main switchboard bus tie breaker opens due to a zero volt
situation (blackout).
b)
The emergency generator operation switch is set to AUTO at the

d)
The emergency switchboard bus voltage drops to zero, the

emergency generator engine receives a start command.
c)
e)

lamp on the emergency switchboard emergency generator panel
and the main switchboard synchronising panel are illuminated.
The operator turns the SEQUENCE TEST switch (RTS), located

behind the front panel in the emergency switchboard generator
section, to the ENG position. The emergency generator engine
receives a start signal.
Issue: 1
Emergency Generator Testing (Flow Chart FC14)
The generator ACB will not close in this situation. The procedure to test the
emergency generator engine is as follows:
ready to start.
IMO No.9301419

j)
k)
l)
The BUS TIE MODE key switch (COS BT) at the emergency
switchboard, emergency generator panel is set to the NOR
position.
at the emergency switchboard bus tie and synchronising panel
seconds).
As the synchroscope approaches the twelve oclock position
(synchronism), turn the ACB CONTROL switch (BCS-B) at
the emergency switchboard bus tie and synchronising panel to
the CLOSE position.
m) The bus tie ACB will receive a close command and will close.
n)
o)
Within 0.5 seconds, the emergency generator ACB will receive

an open command and will open.
After a preset cool down period, the emergency generator
receives a stop command and will stop.
The emergency switchboard is now being supplied from the main

switchboard.
Emergency Generator Protection Equipment

The ships emergency generator is protected from the abnormal conditions
described below by means of their short circuit trip, undervoltage trip and
overcurrent trips.
1. Abnormality Due to Undervoltage
If the voltage on the emergency generator decreases to between 35% and 70%
of the rated value, the undervoltage tripping device contained in the ACB will
operate to trip the breaker.
2. Abnormality Due to Overcurrent (Long Time Delay Trip)
If the current on the emergency generator exceeds 481A (120% of the rated
the ACB.
3. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
If the generator current exceeds 300% of the maximum rated current (1,203A),
the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,000% of maximum
rated current (4,010A) the ACB will trip instantaneously (zero time delay).
4. Abnormality Due to Overcurrent (Preference Trip)
If the current on the emergency generator exceeds 481A (120% of the rated
the main switchboard bus tie ACB.
Issue: 1
IMO No.9301419
2.13.4 POWER DISTRIBUTION

Illustration 2.13.4a Main 440V Distribution
No.2 Group
Starter Panel
P-2M-1
No.2 Windlass/Forward Mooring Winch (W2)
P-2M-2
No.2 Forward Mooring Winch (M2)
P-2M-3
No.4 Midship Mooring Winch (M4)
P-2M-4
No.6 Aft Mooring Winch (M6)
P-2M-5
No.2 Air Conditioning Plant
P-2M-6
Provision Refrigeration Plant
P-2M-7
No.2 Main Engine Auxiliary Blower
P-2M-8
No.2 Ballast Pump
P-2M-9
P-2M-10 No.2 440/230V 200kVA Main Transformer

P-2M-11 No.2 440/440V 100kVA Galley Transformer
P-2M-13 Engine Control Room Unit Cooler
P-2M-14 Local Group Starter Panel LGSP-1
- No.2 FW Generator Ejector Pump
- No.2 FW Generator Distillate Pump
- MGPS SW Service Pump
- MGPS Control Panel
- No.2 Bilge, Fire and General Service Pump
- MDO Transfer Pump
- No.2 COPT Priming LO Pump
- Scrubber CSW Pump
- Main Engine FO Auto Filter
- Additional HFO Transfer Pump
- Oily Bilge Pump
- Main Engine Air Cooler Chemical Cleaning Pump
- CPP Hydraulic Drain Pump
- No.2 HFO Purifier
- No.2 HFO Purifier Supply Pump
- Generator Engine LO Purifier
- Generator Engine LO Purifier Supply Pump
- Purifier Room Exhaust Fan
Main Switchboard
No.2 440V
Feeder Panel
No.3 Generator
Panel
No.2 Generator
Panel
Synchronising Panel
Bus-Tie Panel
No.1 Generator
Panel
P-1M-1
P-2M-20 Service Air Compressor

P-2M-21 Control Air Compressor
- No.1/2 FW Pump for Hydraulic Unit
- Calorifier
- Incinerator Panel
- Incinerator Room Exhaust Fan
- Mill Pump
- Exhaust Gas Economiser
- FW Booster Pump for CCR Unit Cooler
- No.2 Pump Room Fan
- Galley and Pantry Exhaust Fan
- Galley Supply Fan
- No.2 Air Handling Unit Fan
- A/C Fan Coil Unit for Galley
- Garbage Locker Exhaust Fan
- Battery Room Exhaust Fan
- Electric Heater for CO2 Room
No.1 440V
Feeder Panel
No.1 Group
Starter Panel
P-1M-2
P-1M-3
P-1M-4
P-1M-5
P-1M-6
No.1 Main Engine Auxiliary Blower
P-1M-7
No.1 Ballast Pump
P-1M-8
P-1M-9
No.1 440/230V 200kVA Main Transformer

P-2M-24 P-1 Panel (Workshop 440V Distribution Board)

P-2M-25 P-3 Panel (Hydraulic Power 440V Distribution Board)

- No.1 Bilge, Fire and General Service Pump
P-2M-26 No.2 Auto Unloading System

P-2M-27 No.2 IGS Main Fan

- HFO Transfer Pump
- LO Transfer Pump
- Main Engine FO Auto Filter
P-2M-28 No.2 Hydraulic Oil Pump for Bow Loading

Spare x 2
- Focsle Transformer (L-7) Panel
- Electric Welder
- Forward ICCP
- No.1 - No.4 Electric Heaters for Bosun's Store
- Electric Heater for Forward Foam Room
- Bosun's Store Davit
- Brake Remote Control for Frequency Converter
- Steam Heater Fan for Forward Housing
P-1M-21 P-2 Panel (E/R 440V Distribution Board)
P-1M-22 P-3 Panel (Hydraulic Power 440V Distribution Board)
P-1M-23 No.1 Auto Unloading System
P-1M-24 No.1 IGS Main Fan
P-1M-25 IGS Topping Up Local Control Panel
P-1M-26 No.1 Steering Gear
P-1M-27 Hyper Mist Pressure Pump
P-1M-28 No.1 Hydraulic Oil Pump for Bow Loading

- Turning Gear
- Sludge Pump
- CPP Hydraulic Pump (P3)
- No.1 HFO Purifier
- Main LO Purifier
- Main LO Purifier Supply Pump
- MDO Purifier
- MDO Purifier Supply Pump
- No.2 Main Air Compressor
- Sanitary Space Exhaust Fan
- Paint Store Fan
- CO2 Room Fan
- Cargo Control Room Unit Cooler
Spare x 2
Issue: 1
IMO No.9301419
Illustration 2.13.4b Main 440V Distribution Group Starter Panels
Main Switchboard
220V Feeder
Panel
Issue: 1
No.2 Group
Starter Panel
No.2 440V
Feeder Panel
No.3 Generator
Panel
Bus-Tie Panel
Synchronising Panel
No.2 Generator
Panel
No.1 Generator
Panel
No.1 440V
Feeder Panel
P-GS2-1
No.2 Main LO Pump
P-GS1-1
No.1 Main LO Pump
P-GS2-2
No.2 Stern Tube LO Pump
P-GS1-2
No.1 Stern Tube LO Pump
P-GS2-3
No.2 Main Engine FO Circulating Pump
P-GS1-3
No.1 Main Engine FO Circulating Pump
P-GS2-4
No.2 Main Engine FO Supply Pump
P-GS1-4
No.1 Main Engine FO Supply Pump
P-GS2-5
No.2 Main Engine Jacket CFW Pump
P-GS1-5
No.1 Main Engine Jacket CFW Pump
P-GS2-6
No.2 Central CFW Pump
P-GS1-6
No.1 Central CFW Pump
P-GS2-7
No.2 Main/COPT CSW Pump
P-GS1-7
Port Use CSW Pump
P-GS2-8
P-GS1-8
No.1 Main/COPT CSW Pump
P-GS2-9
P-GS1-9
P-GS2-10
No.2 Boiler Water Circulating Pump
P-GS1-10
P-GS2-11
No.2 COPT Condensate Pump
P-GS1-11
No.1 Boiler Water Circulating Pump
P-GS2-12
No.2 Generator Engine FO Booster Pump
P-GS1-12
No.1 COPT Condensate Pump
P-GS2-13
No.2 Generator Engine FO Supply Pump
P-GS1-13
No.1 Generator Engine FO Booster Pump
P-GS2-14
No.2 Deck Seal Sea Water Pump
P-GS1-14
No.1 Generator Engine FO Supply Pump
P-GS2-15
No.2 Main Engine Hydraulic Oil Pump
P-GS1-15
No.1 Deck Seal Sea Water Pump
P-GS2-16
No.2 CPP Hydraulic Oil Pump
P-GS1-16
No.1 Main Engine Hydraulic Oil Pump
P-GS2-17
Auxiliary CSW Pump
P-GS1-17
No.1 CPP Hydraulic Oil Pump
P-GS2-18
No.4 Engine Room Ventilation Fan (Non-Reversible)
P-GS1-18
No.1 Engine Room Ventilation Fan (Reversible)
P-GS1-19
No.3 Engine Room Ventilation Fan (Non-Reversible)
IMO No.9301419
No.1 Group
Starter Panel
Illustration 2.13.4c Local Group Starter Panels

Main Switchboard
No.2
Group
Starter
Panel
No.2 440V
Feeder Panel
P-2M
-18
P-2M
-17
P-2M
-16
P-2M
-15
P-2M
-14
LGSP-1 (Engine Room Floor Level)

P-LS1-1
P-LS1-2
No.1 FW Generator Ejector Pump

No.1 FW Generator Distillate Pump
P-LS1-3
P-LS1-4
P-LS1-5
P-LS1-6
P-LS1-9
No.2 FW Generator Ejector Pump

No.2 FW Generator Distillate Pump
MGPS SW Service Pump
MGPS Control Panel
Spare
P-LS1-7
No.1 Bilge Fire and GS Pump Pump
P-LS1-8
No.2 Bilge Fire and GS Pump Pump

P-LS2-1
P-LS2-2
P-LS2-3
P-LS2-4
HFO Transfer Pump

LO Transfer Pump
No.1 COPT Priming LO Pump
Control Panel for M/E FO Auto Filter
P-LS2-5
P-LS2-6
P-LS2-7
P-LS2-8
P-LS2-12
MDO Transfer Pump

Scrubber CSW Pump
Additional Control Panel for
Main Engine FO Auto Filter
P-LS2-13 Spare
P-LS2-10 Additional HFO Transfer Pump

P-LS3-1
P-LS3-2
P-LS3-3
Turning Gear
Sludge Pump
CPP Hydraulic Pump
P-LS3-4
P-LS3-5
P-LS3-6
Oily Bilge Pump

Oily Bilge Separator
Main Engine Air Cooler Chemical
Clean Pump
CPP Hydraulic Pump
Spare
P-LS3-7
P-LS3-8
Issue: 1
P-2M
-22
No.3
Generator
Panel
P-2M
-19
No.2
Generator
Panel
Synchronising
Panel
Bus-Tie
Panel
P-2M
-23
No.1
Generator
Panel
No.1 440V
Feeder Panel
P-1M
-16
P-1M
-15
P-1M
-14
P-1M
-13
P-1M
-18
P-1M
-17
No.1
Group
Starter
Panel
P-1M
-20
P-1M
-19
LGSP-4 (Engine Room 3rd Deck - Purifier Room)

P-LS4-1
P-LS4-2
P-LS4-3
P-LS4-4
P-LS4-5
P-LS4-6
P-LS4-12
No.1 HFO Purifier

No.1 HFO Purifier Supply Pump
Main LO Purifier
Main LO Purifier Supply Pump
MDO Purifier
MDO Purifier Supply Pump
Spare
P-LS4-7
P-LS4-8
P-LS4-9
P-LS4-10
P-LS4-11
No.2 HFO Purifier

No.2 HFO Purifier Supply Pump
G/E LO Purifier
G/E LO Purifier Supply Pump
Purifier Room Exhaust Fan
LGSP-5 (Engine Room 2nd Deck)

P-LS5-1
No.1 Main Air Compressor
P-LS5-2
No.2 Main Air Compressor
LGSP-6 (Engine Room 2nd Deck)

P-LS6-1
P-LS6-2
P-LS6-3
P-LS6-4
P-LS6-5
P-LS6-6
P-LS6-7
P-LS6-8
P-LS6-9
No.1 FW Pump for Hydraulic Unit

No.2 FW Pump for Hydraulic Unit
Calorifier
Incinerator
Incinerator Room Exhaust Fan
Waste Oil Tank Control Panel
FW Booster Pump for CCR Unit Cooler
Spare
From Emergency Switchboard

440V Feeder Panel
Way P-EM-10
LGSP-7 (AB-Air Conditioning Room)

P-LS7-1 No.1 Pump Room Exhaust Fan (Exhaust/Supply)
P-LS7-2 Sanitary Space Exhaust Fan
P-LS7-3/3A No.1 Air Handling Unit Fan
P-LS7-4 Paint Store Fan
P-LS7-5 CO2 Room Fan
P-LS7-6 CCR Unit Cooler
P-LS7-7 No.1 Pump Room Exhaust Fan (Exhaust)
P-LS7-8 Galley and Pantry Exhaust Fan
P-LS7-9 Galley Supply Fan
P-LS7-10/10A No.2 Air Handling Unit Fan
P-LS7-11 A/C Fan Coil Unit for Galley
P-LS7-12 Garbage Locker Exhaust Fan
P-LS7-13 Spare
LGSP-8 (Bosun's Store)

P-LS8-1
P-LS8-2
P-LS8-3
P-LS8-4
P-LS8-5
P-LS8-6
P-LS8-7
P-LS8-8
P-LS8-9
P-LS8-10
P-LS8-11
P-LS8-12
P-LS8-13
P-LS8-18
Focsle Transformer (440/230V)

Electric Welder
Forward ICCP Unit
Bow Loading Control Unit
No.1 Electric Heater for Bosun's Store
Electric Heater for Forward Foam Room
Bosun's Store Davit
Brake Remote Control for Converter
Steam Heater Fan for Forward Housing
Steam Heater Fan for Forward Housing
Spare
P-LS8-14
P-LS8-15
P-LS8-16
P-LS8-17
Bosun's Store Fan

Forward Foam Room Fan
No.1 Air Lock Fan
No.2 Air Lock Fan

440V Feeder Panel
Way P-EM-15
IMO No.9301419
Illustration 2.13.4d Main 220V Distribution

No.2 440/230V
3 phase 200kVA
Transformer
No.2 Group
Starter Panel
P-2M-10
No.2 440V
Feeder Panel
Main Switchboard
No.3 Generator
Panel
No.2 Generator
Panel
Synchronising
Panel
No.1 440/230V
3 phase 200kVA
Transformer
Bus-Tie Panel
No.1 Generator
Panel
No.1 440V
P-1M-9 Feeder Panel
No.1 Group
Starter Panel
Back-up Supply
(way P-EL-3)
E/R 220V Feeder

Panel
P-1M-9A
Mechanical
Interlock
Accommodation 220V Feeder

Panel
P-1L-10 P-1L-3 P-1L-4
A-1 Panel
P-2M-10A
P-1L-1
L-1 Panel
P-2L-1
L-3 Panel (Upper Deck)
P-A1-1
Main Engine PSU A (For ECS)
P-N1-33 Communal Aerial Main Unit
P-1L-2
L-2 Panel
P-2L-2
L-4 Panel (AB Deck)
P-A1-2
Main Engine PSU B (For ECS)
P-N1-34 CCTV Main Unit
P-1L-5
Engine Room Control Console
P-2L-3
L-5 Panel (CD Deck)
P-A1-3
Main Engine UPS (For BMS)
P-N1-35 Refrigeration Chamber Alarm
P-1L-6
Ceiling Light in Engine Control Room
P-2L-4
L-6 Panel (Nav Deck)
P-A1-4
Main Engine Shaft Power Meter J. Box
P-1L-7
Navigation Light Indication Panel
P-A1-5
Generator Engine Control Panel
P-N1-36 Deep Fat Fryer Fire Extinguishing System

Control Panel
P-1L-8
Fire and General Alarm System
P-A1-6
Main Engine Viscotherm Starter
P-2L-5
P-2L-6
Spare
Bridge Control Console
P-2L-7
Cargo Control Panel
P-A1-7
Generator Engine Viscotherm Starter
P-1L-11 CO2 Release Alarm System
P-2L-8
Duct Electrical Heater/Window Defrost Fan
P-A1-8
Steriliser Control Panel
P-1L-12 Signal Light Column
P-2L-9
Duct Electrical Heater/Window Defrost Fan
P-A1-9
Oil Detector Control Panel
P-1L-13a Vibration Monitoring Unit 3

P-1L-13b Vibration Monitoring Unit 4
P-1L-13c Vibration Monitoring Unit 5
P-2L-10 Duct Electrical Heater/Window Defrost Fan
P-A1-10 No.1 Control Air Dryer Control Panel
P-A1-11 No.2 Control Air Dryer Control Panel
P-A1-12 Main Engine FO Filter Control Panel
P-A1-13 Main Engine LO Filter Control Panel
P-A1-14 Generator Engine FO Filter Control Panel
P-A1-15 Boiler FO Filter Control Panel
P-A1-16 Solenoid Valve Box for AVSS
P-2L-17 Heated Glass Distribution Board
P-A1-17 Oil Content Meter
P-2L-18 Refrigerant Leak Detector Panel
P-A1-18 Gas Leakage Detection Panel

(For Provision Refrigeration Compressor)
P-1L-9
Local Fire Fighting System Panel
P-1L-14 IGS Main Control Panel

Spare
Spare
N-1 Panel
P-N1-1
Clear View Screen (Port)
P-N1-2
No.1 Window Wiper Sub Controller
P-N1-3
Window Wiper Controller
P-N1-4
P-N1-5
P-N1-6
No.1 Window Heated Glass Controller
P-N1-37 UHF Portable Transceiver Main Unit
P-N1-7
X-Band Radar Display Unit
P-N1-38 Cargo Tank Level Ind. System IO Box
P-N1-8
X-Band Ice Radar Heater Transformer
P-N1-39 Cargo Tank Level Indication System

Supply and Communication Unit
P-N1-9
X-Band Radar Heater Transformer
P-N1-40 Cargo Tank Level Ind System IO Unit
P-N1-11 S-Band Radar Display Unit
P-N1-42 Overfill Alarm Panel
P-N1-12 ECDIS Display Unit
P-N1-43 Overfill Alarm Panel
P-N1-13 Route Planning Display Unit
P-N1-44 Gas Sampling System
P-N1-14 Conning Display Unit
P-N1-45 Bow Loading System
P-N1-15 Receptacle for AIS Pilot Plug
P-N1-46 Ice Impact Monitoring System
P-N1-16 Battery Charger for 24V DC

Distribution Board
P-N1-47 Main Engine Telegraph Order Printer
P-N1-10 Spare
P-N1-48 Fire Damper
P-N1-17 Ice Escort Radar X-Band
P-N1-49 No.2 Heated Glass Controller
P-N1-18 Spare
P-N1-19 Spare
P-A1-19 Gas Leakage Detection Panel

(For Provision Refrigeration Compressor)
P-N1-21 GMDSS AC Power Fuse Box
P-N1-22 Receptacle for VHF Portable Battery Charger
P-A1-20 Fixed Vibration Monitoring System
P-N1-53 Ice Passport Computer
P-N1-23 Receptacle for VHF Portable Battery Charger
P-A1-21 No.3 Solenoid Valve Board
P-N1-54 CO2 Gas Detection Panel
P-N1-24 Recepatcle for VDR Playback PC
P-N1-55 IAS DC UPS B
P-N1-25 Inmarsat-F Power UPS
P-2L-24 IAS DC UPS-B
P-A1-22 OB Tank Temperature Control Valve

Control Panel
P-N1-56 IAS AC UPS 3
P-N1-26 Inmarsat-F Power Supply Unit
P-2L-25 Interface for Vibration Measuring Units
P-A1-23 IAS DC UPS-A
P-N1-57 IAS AC UPS 4
P-N1-27 Spare
Spare x 3
P-N1-58 Bridge Wing Console (Port)
P-N1-28 Sound Reception Power Supply Unit
P-N1-59 Bridge Wing Console (Starboard)
P-N1-29 VDR Main Unit
P-N1-60 Junction Box for EPIRB
P-N1-30 Automatic Telephone Exchange
Spare
P-N1-31 Barrier Control Box for IS Telephone
P-2L-19 Electric Heater for Battery Room

P-2L-20 No.1 Solenoid Valve Box
P-2L-21 ODM Control Unit
P-2L-22 Vibration Measuring Units 1 and 2
P-2L-23 No.2 Solenoid Valve Box
P-2L-26 Spare
P-N1-32 JB for Daylight Signal Light Receptacle
Issue: 1
IMO No.9301419
Illustration 2.13.4e Emergency Switchboard 440V and 220V Distribution

No.1 440/230V
3 phase 35kVA
To Main Switchboard
Synchronisation Panel
(way P-SY-1)
No.2 440/230V
3 phase 35kVA
Starter & Shore
Panel
Bus Tie & Synchro

Panel
Emergency
Generator Panel
440V
Feeder Panel
220V
Feeder Panel
P-EM-6
Main/Emergency
Board Interconnector
P-EM-7
P-EM-6A
P-EM-7A
Mechanical
Interlock
P-SY-1
P-EG-1
Note:
MCCB for shore power is interlocked

with emergency generator and
No.1, 2 and 3 main generators.
G
Shore
Power
Emergency
Generator
250kW
P-EM-1
No.2 Steering Gear Starter
P-EL-1
E-1 Emergency Lighting Panel
P-EM-3
Emergency Fire Pump
P-EL-2
E-2 Emergency Lighting Panel
P-EM-4
Steering Gear and Emergency Fire Pump Room Fan
P-EL3
N-1 Navigation Panel
P-EM-5
Foam Liquid Pump
P-EL-4
Navigation Light Indication Panel
P-EM-8
Electric Whistle Relay Box
P-EL-5
Fire and General Alarm System
P-EM-9
Breathing Air Compressor
P-EL-6
P-EL-7
Engine Room Control Console
P-EM-10 Local Group Starter Panel LGSP-5

- No.1 Main Air Compressor
P-EM-11 Electric Heater for Emergency Generator Room
P-EM-12 UPS for Navigation and General Alarm Equipment
P-EM-13 No.1 Generator Engine LO Priming Pump
P-EM-14 No.3 Generator Engine LO Priming Pump
P-EM-15 Local Group Starter Panel LGSP-8
- Bosun's Store Fan
- Forward Foam Room Fan
- Bosun's Store Air Lock Fan
- Forward Foam Room Air Lock Fan
P-EL-8
Battery Charger for Emergency Generator
P-EL-9
Coolant Heater for Emergency Diesel Generator
P-EL-10
Spare
P-EL-11
Emergency Light for Steering Gear Room and Escape Trunking
P-EL-12
Main Engine UPS for BMS
P-EL-13/13A
Battery Chargers for Lfe/Rescue Boat and Lifeboat
P-EL-14
CO2 Release Alarm System
P-EL-15
Signal Light Column
P-EM-16 Bow Loading Foam System
P-EL-16
Emergency Generator Room and Funnel Outside Lighting
P-EM-17 Fuel Heater for Emergency Diesel Generator
P-EL-17
Bridge Control Panel for Foam Pump
Spare x 2
P-EL-18
Air Lock Alarm System
P-EL -19
Battery Charger for 24V DC Distribution Board
Spare
Issue: 1
IMO No.9301419
Illustration 2.13.5a Shore Power Panel

STARTER SHORE PANEL
EMERGENCY GENERATOR PANEL

AC450V 3PH 60Hz 312.5kVA
P-EM-2
A1
Generator Panel Key
3CR/LR
HM
3CR/LR 3CR/LF
PSI
A1:
SY:
WHM:
PSI:
HM:
GCS:
43SH:
43L:
3CF/LF:
3CR/LR:
PST:
BTS:
3-0:
ACB:
141:
142:
143:
171:
172:
173:
LP:
LSH:
LSH
123 121 122
3-0
SY
173 171 172
43SH
WHM
43L
PST
BTS
GCS
VR
Shore
Power
MCCB
Ammeter
Check Synchroniser and Synchroscope
Watthour Meter
Phase Sequence Indicator
Running Hour Meter
Space Heater Switch
Sequence Test Switch
Supply - Run Illuminated Pushbutton
Exhaust - Run Illuminated Pushbutton
Phase Sequence Test Pushbutton
Bus Tie Synchro Pushbutton
Stop Pushbutton
Air Circuit Breaker
Shore MCCB Open Indication
Normal Source Indication
Bus Tie Closed Indication
Bus Tie Open Indication
Source Indication
Space Heater Indication
ACB
HiAN-12 (1250AF)
Shore
Power
Isolator
Synchronisation Panel
Issue: 1
IMO No.9301419

2.13.5 SHORE POWER
Shore power supply:
Maximum current:
440V AC, 3 phase, 60Hz

800A
Procedure for the Operation of Shore Power Reception

a)
Isolate the emergency generator to ensure that it does not start.
b)
Connect the shore power cables into the bottom of the shore
connection panel.
c)
Switch on the shore supply from ashore. Confirm the presence

of shore power. The SHORE ALIVE indicator should be lit.
d)
Isolate all non-essential services, including the sequential restart

system. Reduce the load at the main switchboard to the absolute
minimum.
When on shore power, the emergency switchboard can be supplied as normal

through the main/emergency switchboard bus tie circuit breakers.
e)
Monitoring lamps and a kilowatt/hour meter for the shore supply are located
on the shore power section of the emergency generator panel on the emergency
switchboard.
Set the main switchboard GENERATOR CONTROL MODE

switch (COS-P) to the MANUAL position. This is to ensure that
no main generators attempt to start when the vessel blacks out.
f)
Check the shore supply voltage by turning the FREQ &

VOLTAGE selection switch (FVS-3) on the emergency
switchboard, emergency generator panel to the SHORE
position. The voltage should be 440V.
Introduction
A shore connection panel is provided in the emergency generator room on the
upper deck to accept electrical power supply cables during refit. The shore
cables connect into the panel via a door fitted in the base of the panel. The
shore power connects, via a moulded case circuit breaker, to the main 440V
switchboard bus tie panel.
A phase sequence monitoring system is also fitted at the shore power section
of the emergency generator panel on the emergency switchboard. The phase
sequence should be checked before connecting shore power to the switchboards.
When the shore supply has been connected at the box, it should be switched
on ashore and the PHASE SEQUENCE TEST pushbutton pressed. Correct or
incorrect phase sequence is shown on the phase sequence indicator (PSI). In
the event of incorrect phase sequence, the shore supply must be isolated and
two supply phases changed over. The supply should then be reinstated and the
phase sequence checked again.
Issue: 1
a)
Isolate the emergency generator to ensure that it does not start.
b)
Isolate all non-essential services. Ensure the sequential restart

system is still isolated. Reduce the load at the main switchboard
to the absolute minimum.
c)
Ensure the main switchboard GENERATOR CONTROL MODE

switch (COS-P) is still set to the MANUAL position. This is to
ensure that no main generators start when the vessel blacks
out.
d)
Run up the selected main generator on local control.
e)
At the main switchboard synchronising panel, turn the

SYNCHROSCOPE (SYS) and FREQUENCY/VOLTMETER
selection switch (FVS-2) to the incoming generators position
(G1, G2 or G3).
Check the phase sequence is correct.
h)
At the main switchboard, open all the generator ACBs. The

vessel blacks out.
f)
Adjust the frequency to 60Hz by means of the GOVERNOR

MOTOR control switch (GCS) on the synchronising panel.
i)
Close the MCCB for shore power at the shore connection panel
on the emergency switchboard. The shore supply now feeds the
main switchboard. The main/emergency switchboard bus tie
breaker at the main switchboard does not have an undervoltage
trip and therefore does not open upon opening of the generator
ACBs.)
g)
Open the main/emergency switchboard bus tie breaker at the

main switchboard synchronising panel. The main switchboard
blacks out.
h)
Turn the generator ACB CONTROL switch (BCS) to the

CLOSE position. The ACB closes and the generator supplies
the main switchboard. The ACB CLOSED LAMP is illuminated
on the generator panel.
i)
Check the voltage and adjust the frequency to 60Hz. Supply

main lighting, fire detection, etc.
j)
At the emergency switchboard, open the shore supply

breaker. The emergency switchboard blacks out. Close the
main/emergency switchboard bus tie breaker. The emergency
switchboard is now supplied from the main switchboard.
k)
Change the PMS mode to automatic, if required. Supply

emergency and main consumers as required.
l)
Ensure the emergency generator is returned to normal automatic

start. Isolate the shore supply from ashore and remove cables.
j)
The kilowatt/hour meter is provided to measure and record the power consumed
by the vessel when on shore supply.
Interlocking is provided between the ships main generator ACBs, the
emergency generator ACB and the shore supply breaker. The shore supply
breaker cannot be closed if any generator ACB is closed. Conversely, none
of the ships generators ACBs can be closed if the shore supply breaker is
closed. This arrangement prevents the shore supply being paralleled with any
other supply.
Procedure for Transfer from Shore Supply to Main Diesel

Generator
g)
A SHORE ALIVE lamp, SHORE MCCB CLOSED lamp and SHORE MCCB
OPEN lamp are fitted to the shore power section of the emergency generator
panel on the emergency switchboard.
At the main switchboard bus tie panel, a further SHORE ALIVE lamp and a
SHORE MCCB CLOSED lamp are also fitted.
m) The shore supply should be closely monitored to ensure that the

800A current limit is not exceeded.
Close the main/emergency switchboard bus tie breaker at

the emergency switchboard. The shore supply now feeds the
emergency switchboard. (The main/emergency switchboard
bus tie breaker at the emergency switchboard does have an
undervoltage trip and therefore does open upon opening of the
generator ACBs.)
k)
Proceed to supply essential services such as fire detection,

lighting etc.
l)
If no maintenance is scheduled for the emergency generator, it

may be left on automatic standby. The emergency generator will
then feed emergency lighting, etc, in the case of failure of the
shore supply.
IMO No.9301419

2.13.6 MAIN ALTERNATORS
Specification
Maker:
Type:
Capacity/rating:
Speed:
IP rating:
Space heater:
Hyundai
HFJ6 566-14K
450V AC, 3 phase, 60Hz, 980kW, 1,571.6A,
1,225kVA, 0.8pf, 10 pole
720 rpm
IP44
220V, 315W
Introduction
Three main diesel driven alternators are fitted. They are all of the totally
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type
fitted with an integral air to fresh water cooler.
Generator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooler is fitted with double-walled
tubes to reduce the chances of leakage. The space between the tubes drains to a
chamber where a leak detector will activate an alarm if water is detected.
A space heater is fitted, which is energised when the generator circuit breaker
is open. This protects against internal condensation during shut down periods.
There are 6 embedded PT100 sensors fitted to monitor the stator temperature
in each phase winding, 3 are in use and there are 3 spare. These temperatures
are monitored via the alarm and monitoring system and will raise alarms when
the temperature set points are exceeded.
Bearings
The non-drive end bearing is a self-lubricated sleeve bearing. The bearing
is fitted with a rod type temperature monitor to monitor the bearing
temperature.
In this way the excitation levels are boosted for heavy loads and reduced for
light loads. This provides a constant output voltage independent of load levels.
Initial voltage build-up is via residual magnetism in the rotor.
The automatic voltage regulator (AVR) and the AVRs associated current
transformers and diodes are located within the generator cover, access is via a
bolted plate in the housing.
An external manual voltage regulator, VR, is fitted inside the generator panels
at the main switchboards.
In any case where two or more generators are on load, one generator has
enough capacity to supply the total load after the operation of the preferential
and forced trips.
Main Alternator Circuit Breakers
Maker:
Model:
Type:
Hyundai
HiAN-20-MRD
Air circuit breaker
The main alternators supply the main switchboard via a 3 phase motor charged
Air Circuit Breaker (ACB). The ACB has closing springs that are automatically
charged after each closing cycle by an internal motor. In the case of a motor
failure, the springs may be manually charged using the charging handle on the
front face of the ACB. The ACB is fitted with an Undervoltage Trip (UVT)
device. Controlled tripping is carried out from the overcurrent protective
device. The trip levels may be adjusted at this unit.
The ACB is of the withdrawable type; it may be partially removed to the TEST
position for testing or completely withdrawn to the ISOLATED position for
maintenance purposes. In the TEST position, the auxiliary control contacts
are connected but the main contacts are isolated so the ACB can be operated
without any electrical problems. In the ISOLATED position, the auxiliary
control contacts and the main contacts are isolated.
The ACBs are normally operated remotely via the main switchboard
BREAKER CONTROL switches or automatically via the PMS. They can also
be operated locally at the ACB using the front panel buttons in an emergency.
Electrical
The on-load voltage is kept constant by the AVR which regulates the excitation
current to the exciter. Output power from the alternator stator is fed into a
current/voltage compound transformer and the output of this is regulated and
fed through the exciter stator windings.
The magnetic field in the exciter stator induces AC into the exciter rotor, which
is rectified by the rotating diode rectifier set and passed to the main rotor DC
windings.
Issue: 1
IMO No.9301419

2.13.7 EMERGENCY ALTERNATOR
Maker:
Type:
Capacity/rating:
Speed:
AVR type:
Excitation:
Heating:
Enclosure:
Stamford
HCM434E
450V, 3 phase, 60Hz, 250kW, 400.9A, 312.5kVA,
0.8pf, 4 pole
1,800 rpm
MX 341
40V, 2.3A
220V, 240W
IP23
The alternator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.
The primary method of starting the generator engine is electrical via a battery
which is charged via its own wall mounted battery charger. The secondary
method of starting is via a hydraulic starting system.
Introduction
A self-contained emergency diesel generator, rated at 250kW, is fitted in the
emergency generator room on the upper deck port for use in an emergency.
The generator is of the self-excited, brushless type and can be set for manual
or automatic operation. Automatic (AUTO) is normally selected, with manual
being used for testing the generator.
The emergency switchboard is normally supplied from the main 440V
switchboard. When AUTO is selected, the emergency generator is started
automatically by detecting zero-voltage on the emergency switchboard
busbar. The emergency generator Air Circuit Breaker (ACB) will connect
automatically to the emergency switchboard after confirming the continuation
of zero-voltage. The emergency generator is designed to restore power to
the emergency switchboard within 45 seconds. The bus tie breaker on the
emergency switchboard, which connects to the main 440V switchboards, is
opened automatically when zero-voltage is detected on the switchboard bus.
The alternators automatic voltage regulator (AVR) is fitted within the alternator
terminal cover. There is a potentiometer inside the switchboard cubicle to
enable the voltage to be manually adjusted. The AVR used is an MX341. The
MX341 is a two phase sensed automatic voltage regulator. Excitation power is
derived from a three phase permanent magnet generator (PMG) to isolate the
AVR control circuits from the effects of non-linear loads and to reduce radio
frequency interference on the generator terminals. The AVR senses the voltage
in the main generator winding and controls the power fed to the exciter stator
and hence the main rotor to maintain the generator output voltage within the
specified limits, compensating for load, speed, temperature and power factor
of the generator.
The alternator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the alternator
ACB.
Issue: 1
IMO No.9301419

2.13.8 PREFERENTIAL
RESTARTING
TRIPPING
AND
SEQUENTIAL
If the current on a running generator exceeds 1,363A for a period of 5 seconds,
the PMS will initiate the release of the preferential tripping, thereby providing
protection against the overcurrent which would otherwise trip the ACB.
When normal conditions resume, the breakers indicated in the following
illustration must be manually reset.
The consumers circuit breakers are fitted with undervoltage trips whose supply
is interrupted by tripping relays activated by the PMS. The list of consumers
is shown on the right.
Preferential tripping is accompanied by an alarm on the machinery alarm
system.
Illustration 2.13.8a Preferential Tripping

First Stage
Preference Trips
10 Seconds
PT1
P-1M-5
P-1M-7
No.1 Ballast Pump
Second Stage
Preference Trips
15 Seconds
P-1M-1
P-1M-2
PT2
P-1M-3
P-1M-10 No.1 440/440V Galley Transformer

The PMS system will automatically restart the required machinery to restore
power to the vessel. To fulfil this requirement, at least one diesel generator
must be left in the automatic standby mode.
The essential machinery is started automatically according to the sequence
shown on the right. The sequence is started when power is restored to the 440V
main switchboard.
The restart sequence is usually left enabled, however, the operator may
disable the sequence by setting the necessary individual breakers into the OFF
position.
Motors that were selected for duty before the blackout will be automatically
returned to duty when power is restored. Similarly, motors selected for standby
will automatically return to standby. If the machinery designated for duty
does not restore normal system conditions, such as pressure, within a preset
time, the standby motor will cut in automatically. If power is only restored
to the emergency switchboard, motors whose supply is from the emergency
switchboard will start irrespective of any previous selection.
Issue: 1
P-1M-17
Local Group Starter Panel LGSP-4

- No.1 HFO Purifier
- Main LO Purifier
- Main LO Purifier Supply Pump
- MDO Purifier
- MDO Purifier Supply Pump

- Sanitary Space Exhaust Fan
- Paint Store Fan
- CO2 Room Fan
- Cargo Control Room Unit Cooler
P-2M-5 No.2 Air Conditioning Plant
P-2M-6 Provision Refrigeration Plant
P-2M-8 No.2 Ballast Pump
Sequential Restart
P-1M-4
P-1M-22
P-3 Panel (Hydraulic Power 440V Distribution Board)
P-1M-24
No.1 IGS Main Fan
P-1M-25
IGS Topping Up Local Control Panel
P-2M-1
P-2M-2
P-2M-3
P-2M-4
P-2M-19
Local Group Starter Panel LGSP-4

- No.2 HFO Purifier
- G/E LO Purifier
- G/E LO Purifier Supply Pump
- Purifier Room Exhaust Fan
P-2M-25
P-3 Panel (Hydraulic Power 440V Distribution Board)
P-2M-27
No.2 IGS Main Fan
P-SY-1
Main Switchboard Bus Tie

- MGPS SW Service Pump
- MGPS Control Panel
- No.1/2 FW Pump for Hydraulic Unit
- Calorifier
- Incinerator Panel
- Incinerator Room Exhaust Fan
- Mill Pump
- Exhaust Gas Economiser
- FW Booster Pump for CCR Unit Cooler
- Galley and Pantry Exhaust Fan
- Galley Supply Fan
- A/C Fan Coil Unit for Galley
- Garbage Locker Exhaust Fan
P-2M-24 P-1 Panel (Workshop 440V Distribution Board)
Emergency
Switchboard
Preference Trips
First Stage Preference Trips

Are Identified By PT1 On
A Yellow Nameplate
Second Stage Preference Trips
Are Identified By PT2 On
A Yellow Nameplate
PT-E
Emergency Switchboard Preference Trips

Are Identified By PT-E On
A Yellow Nameplate
IMO No.9301419
Illustration 2.13.9a 24V DC Distribution Board and Battery Charger

MCCB's
15A
15A
30A
15A
15A
15A
15A
15A
15A
15A
15A
Battery Charger
15A
15A
15A
50A
50A
15A
15A
30A
30A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
Issue: 1
IMO No.9301419
P-DC-T
Accommodation Temporary Lighting
P-DC-E
Emergency Diesel Generator Room Temporary Lighting
P-DC-1
P-DC-2
Gyrocompass
P-DC-3
Magnetic Compass
P-DC-4
Echo Sounder Main Unit
P-DC-5
Echo Sounder Indicator
P-DC-6
DGPS Slave Monitor
P-DC-7
Electric Master Clock
P-DC-8
Ship Security Controller
P-DC-9
Inmarsat-F Power Supply Unit
P-DC-10
Automatic Telephone Exchange
P-DC-11
I.S. Telephone Power Supply
P-DC-12
Communal Aerial Main Unit
P-DC-ECC1
Engine Control Console
P-DC-ECC3
P-DC-13
Hospital Calling Alarm
P-DC-14
Bridge Watch Monitor Main Unit
P-DC-15
Public Address Main Unit
P-DC-16
Public Address Main Unit
P-DC-17
Sound Reception Main Unit
P-DC-18
Extension Alarm Panel
P-DC-19
Overfill Alarm Panel
P-DC-NLP
Navigation Lighting Panel
P-DC-20
COPT Barrier Box
P-DC-21
Cargo I.S. Barrier Box
P-DC-22
Gyrocompass No.1 Power Supply
P-DC-23
Gyrocompass No.2 Power Supply
P-DC-24
No.1 Autopilot Controller
P-DC-25
AIS Power Supply
P-DC-26
Cargo I.S. Barrier Box
P-DC-27
No.2 Autopilot Controller
P-DC-28
Nauto Alarm Unit
P-DC-29
I.S. Barrier Box for Level Switch
P-DC-30
Course Monitor Unit
P-DC-31
Bridge Wing Console (Port)
P-DC-32
Bridge Wing Console (Starboard)
Spare x 3

2.13.9 UNINTERRUPTED POWER
BATTERY SYSTEMS
SUPPLY
(UPS) AND
The ships emergency power requirements are supplied by the emergency

switchboard network, see illustration 2.13.4e for a detailed list of emergency
consumers.
No.1 battery charger is supplied with 220V from the navigation distribution
board N-1, way P-N1-16. No.2 battery charger is supplied with 220V from the
emergency switchboard 220V section, way P-EL-19.
The battery charger sections of the unit have the following equipment mounted
on the front:
Mimic board
DC ammeter (charging)
DC ammeter (discharging)
The radio/GMDSS equipment is backed up by a separate radio use battery

system. The back-up batteries are located in the battery room on D deck. The
batteries are charged from one of two GMDSS battery chargers located in the
wheelhouse electrical equipment room.
DC voltmeter
Insulation meter
DC ammeter selection switch
DC voltmeter selection switch
A separate 24V battery and charger system is provided for the emergency
generator starting arrangements. This is located in the emergency generator
room on the upper deck.
Input source indication
Output source indication
Earth lamps
Essential general service low voltage equipment is supplied from the

combined battery charger and 24V DC distribution board. This is located in
the wheelhouse navigation locker.
A navigation and general alarm equipment UPS unit is located in the

wheelhouse electrical equipment room. The batteries are located in the battery
room on D deck.
There are four IAS UPS units consisting of two 230V AC units, IAS AC
UPS3 and IAS AC UPS4 and two 24V DC units, IAS DC UPSA and IAS DC
UPSB.
General Service Battery System 24V Batteries
Maker:
Battery:
Type:
Capacity:
Voltage (nominal):
Voltage per cell:
Number of cells per set:
Hyundai Enercell
Lead-acid sealed
SLD300-2
24V, 300Ah
24V total
2V
12
Operating Procedure
The battery charger is a fully automatic charging device which automatically
charges the 24V storage battery.
The charger has a facility to adjust the charging voltage. This, however, should
not be altered once the charger has been commissioned.
Floating and Equalising Charge Modes
While the storage battery is fully charged, it is subjected to a floating charge. In
the normal conditions the 220V AC is transformed and rectified to supply the
24V system with power. In the event of failure of the power source, the battery
will take over. A constant voltage is applied to the battery regardless of any
load, power or temperature variation and the charging current varies according
to the charged state, thus maintaining the battery in a fully charged condition.
If the battery has been subjected to a period of duty due to power failure, on
restoration of the power supply, the battery charger is automatically transferred
to equalising charge and this rapidly charges the battery. As soon as the battery
becomes fully charged, it reverts to floating charge.
The mimic board is equipped with pushbuttons for selection of the following:
Floating charge
Maintenance
Equalising charge
Manual control
Buzzer stop
Lamp test
The 24V charger/discharge board is designed for continuous operation and is

practically maintenance free. However, the unit should be kept clean and dry
and a visual inspection of connection integrity, cable condition etc, made once
a year. At this time the charging voltage should be checked using a high quality
digital voltmeter.
Reset
The following alarms are also displayed on the mimic panel:
DC voltage high
DC voltage low
Overload
Low insulation
General Service Battery System 24V Charger/Discharge Boards
Discharger
Maker:
Voltage (supply):
Voltage output:
Rated current:
Rating:
Cooling:
Input fail
KOC Electric Co. Ltd.

220V AC, 3ph, 60Hz
24V DC
40A
Continuous
Forced cooling (fan)
All the ships batteries should be kept clean and dry. The battery poles and
connections must be kept covered with acid free vaseline. The cell voltages
should be checked and logged once a month and the connection terminals
checked for tightness once a year.
Manual voltage adjustment can be carried out by means of the manual voltage
adjustment potentiometer mounted on the mimic panel.
The system consists of a 24V distribution board, a 24V DC battery bank and
two battery chargers.
Issue: 1
IMO No.9301419
Illustration 2.13.9b Navigation and General Alarm Equipment UPS Distribution
Emergency Bypass Line

UPS
Unit
Static Switch
CB5
Main Unit Cabinet
Bypass Line
Bypass
Contactor
CB2
440VAC Supply
From Emergency
Switchboard
Breaker P-EM-12
Input
Transformer T2
(440/230V)
MCCB's
Rectifier
Inverter
15A
Output
Transformer T1
P-UPS-1
15A
NF
CB1
Output
Contactor
Noise
Filter
15A
Fuse CB4
CB3
15A
15A
15A
15A
15A
15A
15A
Battery
15A
15A
15A
20A
20A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
15A
Issue: 1
IMO No.9301419
Anenometer Transformer
P-UPS-2
Repeater for Radar (Starboard) - W/H Bridge Wing Console Starboard
P-UPS-3
Gyrocompass Course Recorder Printer
P-UPS-4
Gyrocompass No.1 Power Supply Unit
P-UPS-5
Gyrocompass No.2 Power Supply Unit
P-UPS-6
Magnetic Compass
P-UPS-7
Speed Log Process Unit
P-UPS-8
Speed Log Electric Unit
P-UPS-9
Speed Log (R1-Type) Electric Unit
P-UPS-10 Speed Log (R1-Type) Process Unit

P-UPS-11 Echo Sounder Main Unit
P-UPS-12 Rudder Angle Indicator Junction Box
P-UPS-13 No.1 DGPS Power Supply Unit
P-UPS-14 Spare
P-UPS-15 X-Band Transmitter
P-UPS-16 Repeater for Radar (Port) - W/H Bridge Wing Console Port
P-UPS-17 X-Band Ice Radar Transmitter
P-UPS-18 S-Band Transmitter
P-UPS-19 Spare
P-UPS-20 No.2 DGPS Power Supply Unit
P-UPS-21 AIS Power Supply Unit
P-UPS-22 Weather Fax Power Supply Unit
P-UPS-23 Public Address Main Unit
P-UPS-24 Public Address Main Unit
P-UPS-25 DGPS Slave Unit
P-UPS-26 Recorder for Anenometer
P-UPS-27 Sigma-6 Display Unit
P-UPS-28 Spare
P-UPS-29 Spare
P-UPS-30 Spare
Emergency Generator Starting Batteries and Charger
Radio Use Batteries and Chargers
Battery
Battery Charger
Battery Charger
Maker:
Type:
Rating/Capacity:
Voltage (nominal):
Maker:
Type:
Input voltage:
Output voltage:
Uni-Trafo Technic
UTT 1877, PO3
220V AC
28.8V, 10A
Maker:
Type:
Input voltage:
Output voltage:
Sailor
PS 4650
220V AC
24V DC, 10A
Hyundai Enercell
ES 200 - 12
200 AH
2 x 12V
UPS (24V DC)

Battery
Maker:
Rating/capacity:
Type:
Voltage (nominal):
Battery
Optima 34
50 AH
N7312
2 x 12V
These batteries are charged from a battery charger located in the emergency
generator room. The charger is fed from the emergency switchboard 220V
section, breaker P-EL-8. The 24V charger is fitted with an ammeter and
voltmeter to monitor the charging supply.
The charger is automatic in operation with floating and equalising charging
modes, indicated by lamps on the front panel. If the battery is discharged, the
charger automatically transfers to the equalising mode and rapidly charges the
battery. As soon as the battery becomes fully charged, it reverts to a floating
charge. The charge performed after the recovery from a power interruption
is controlled by the automatic control system, which protects the battery and
charging circuits from excess current. The mode may also be manually selected
via a toggle switch on the front panel. The charger is fitted with a battery low
voltage alarm which will raise an alarm via the emergency generator local
control panel in the event of any abnormal conditions. Charger failure alarms
are also raised via the generator control panel.
General Maintenance
The boards and chargers are designed for continuous operation and are
practically maintenance free. However, the units should be kept clean and
dry and a visual inspection of connection integrity, cable condition etc, made
once a year. At this time the charging voltages should be checked using a high
quality digital voltmeter. All batteries should be kept clean and dry. The battery
poles and connections must be kept covered with acid free vaseline. The cell
voltages should be checked and logged once a month and the connection
terminals checked for tightness once a year.
Issue: 1
Maker:
Rating/Capacity:
Type:
Voltage (nominal):
Total No. of cells:
Hyundai Enercell
200Ah
SLD200-2
24V
12
Maker:
Type:
No. of units:
Input:
UPS rating:
Hyun Jin
041 599
2
440V AC, 3ph, 60Hz
220V AC ,3ph, 41A
Battery
Navigation and General Alarm Equipment UPS

UPS
Maker:
Input:
Output:
UPS rating:
Hyun Jin
440V AC 3ph 60Hz
220V, 3ph, 60Hz
220V AC, 3ph, 20kVA 60 min
Maker:
Type:
Voltage (nominal):
Powersafe
12V92F
24V DC
Battery
Maker:
Rating/Capacity:
Type:
Voltage (nominal):
Total No. of cells:
Hyundai Enercell
200Ah
ES200-12
240V
20
IAS UPS Units

UPS (230V AC)
Maker:
Type:
Input:
No. of units:
Rating/Capacity:
MGE UPS Units

Pulsar Evolution 800 and 1100
160 - 294V AC, 50 or 60Hz
2
800VA/560W and 110VA/700W
IMO No.9301419
Illustration 2.13.10a Impressed Cathodic Protection System
Rudder Stock
Bonding
Aft Power
Supply Unit
Input 440V 60Hz 1PH
Output 400A DC 24V
Forward Power Supply Unit

Input 440V 60Hz 1PH
Output 200A 24V DC
Remote Monitoring
Panel in Engine Control Room
No.6 Cargo Oil Tank

(Port & Starboard)
No.5 Cargo Oil Tank

(Port & Starboard)
No.4 Cargo Oil Tank

(Port & Starboard)
No.3 Cargo Oil Tank

(Port & Starboard)
No.2 Cargo Oil Tank

(Port & Starboard)
No.1 Cargo Oil Tank

(Port & Starboard)
No.6 Water Ballast Tank

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)
Bosun
Store
A.P.T.
Engine Room
Pump
Room
AP
10
20
100A Anodes
Located at Frame 17
Port and Starboard
30
40
Reference Electrode
Located at Frame 28
Port and Starboard
100A Anode
50
57
62
69
76
83
100A Anodes
Located at Frame 39
Port and Starboard
Reference Cell
90
97
100A Anodes
Located at Frame 99
Port and Starboard
100A Anode
Monitoring Panel
in Engine Room
100A Anode
Reference Cell
JB
JB
FP
Reference Electrode
Located at Frame 111
Port and Starboard
REMOTE MONITOR
ELECTRODE VOLTS
NEGATIVE
POSITIVE
ANODE AMPS
AFT : 100% 400A
FWD : 200% 200A
Shaft Earthing
Brushes
OFF
PORT
JB
JB
STBD
AFT
FWD
JB
ICCP SYSTEM
DC Amp
Aft Controller Power Unit

Input 440V 60Hz 3PH
Output 400A DC 24V
ICCP SYSTEM
DC mV
HEATER LAMP
HEATER LAMP
PORT STBD
PORT STBD
Copper Slip Ring
Propeller Shaft
Forward Controller Power Unit

Input 440V 60Hz 3PH
Output 200A 24V DC
Issue: 1
JB
JB
JB
100A Anode
Reference Cell
100A Anode
System Wiring
IMO No.9301419
JB
JB
100A Anode
Reference Cell
Propeller Shaft Earthing

and Monitoring Assembly

2.13.10
Maker :
Type:
Power supply:
CATHODIC PROTECTION SYSTEM

Corrstech Korea Ltd.
Impressed Current
AC 440V, 60Hz, 3ph
The vessel is provided with an Impressed Current Cathodic Protection

(ICCP) system. This method of corrosion protection automatically controls
electrochemical corrosion of the ships hull structure below the waterline.
Cathodic protection can be compared to a simple battery cell, consisting of two
plates in an electrolyte. One of the battery plates in the electrolyte will waste
away through the action of the flow of electrical current if the two battery
electrodes are connected electrically. When two metals are immersed in sea
water, which acts as the electrolyte, one of the metals acts as the anode and
will waste away. Which metal, in any pair, acts as the anode depends upon their
relative positions in the electrochemical series but steel will act as an anode to
copper, brass or bronze. The strength of the electric current generated in the
corrosion cell, and hence the rate at which wastage takes place, depends upon
the metals involved and the strength of the electrolyte.
Cathodic protection is a system of preventing corrosion by forcing all surfaces
of a structure to be cathodes by providing external anodes. When a vessel
is fitted with ICCP the hull steel is maintained at an electrical potential
more negative than the surrounding sea water. For this reason, loading and
discharging terminals normally comply with the ISGOTT Recommendation
20.6, Earthing, Bonding and Cathodic Protection, which states, referring to
IMO recommendations for the safe transport, handling and storage of dangerous
substances in port areas, that ship shore bonding cables should be discouraged.
High currents that can occur in earthing cables and metallic connections are
avoided. These are due to potential differences between ship and terminal
structure particularly due to the residual potential difference that can exist for
up to 24 hours after the shipboard ICCP has been switched off. These terminals
usually utilise insulating flanges on hose connections to electrically isolate the
ship and terminal structure. During preparations for berthing at terminals where
such insulation is not employed, or where earth connections are mandatory by
local regulation, or when bunker barges come alongside, the ICCP should be
switched off at least 24 hours in advance.
Fresh Water Operation

When the vessel enters a river estuary the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water.
Normally 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 computer and the system will automatically
return the hull to the optimum protective level when the vessel returns to sea
water.
Issue: 1
Principle of Operation
Protection is achieved by passing low voltage DC current between the hull
metal and anodes, insulated from the hull, but in contact with the sea water.
The electrical potential of the hull is maintained more negative than the
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control
is necessary over the flow of impressed current, which will vary with the ships
speed, salinity and temperature of the sea water and the condition of the hull
paintwork. If the potential of the hull is made too negative with respect to
the anode, then damage to the paint film can occur electrolytically or through
the evolution of hydrogen gas between hull steel and paint. The system on
this vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through titanium anodes situated port
and starboard on the ship. The titanium prevents the anodes themselves from
corroding and the surfaces are streamlined into the hull. Fixed zinc reference
electrodes, port and starboard, are used to compare the potential of the hull
with that normally found between unprotected steel and zinc electrodes.
Sufficient current is impressed via the anodes to reduce this to an optimum
level of approximately 220mV.
The system should be regularly monitored and the readings taken once a day.
The monitoring unit has a changeover switch to enable the display of the
forward or aft system readings.
Propeller and Rudder Stock Earthing
Protection of the propeller and any exposed shaft is achieved by grounding the
shaft to the hull structure with a shaft slip ring. The rudder is also grounded
to the hull structure via a 70mm2 flexible earth cable between the deckhead
and rudder stock to minimise any electrolytic potential across the bearings and
bushes.
Routine Checks
Record the output current and all voltages on a daily basis
Check the reference electrode voltage on a daily basis
Check and clean the propeller shaft slip ring and brushes every
week
Inspect the rudder stock earth strap every month
Electrical Installation and Operation
Protection of the vessel is achieved by use of a forward and an aft ICCP

system.
Return completed log sheets to the manufacturer for scrutiny

every month
Inspect and clean the power supply unit cooling fans and grilles
every three months
The forward system consists of two recessed 100A MMO/Ti anodes (one port,
one starboard), two recessed zinc reference electrodes (one port, one starboard)
and a 200A, 24V DC controller power unit located in the bosuns store.
The aft system consists of four recessed 100A MMO/Ti anodes (two port, two
starboard), two recessed zinc reference electrodes (one port, one starboard)
and a 400A, 24V DC controller power unit located on the main engine room
3rd deck.
The anodes and reference cells must be externally inspected every dry dock
period. The anodes are fitted with an insulating shield cover to prevent
excessive local over-protection and the condition of this shield must be closely
inspected at this time.
Detailed instructions are available in the manufacturers manual.
A remote monitoring unit is located in the engine control room from which the
anode amps and reference electrode millivolts can be read for both the forward
and aft systems. These values can also be read at the forward controller power
unit for the forward system and the aft controller power unit for the aft
system.
Operation
Once the unit is switched on, the units transformer rectifier converts the
ships 440V AC supply to a low voltage, finely controlled DC current. The DC
positive is connected to the anodes and the DC negative is connected to the
ships hull. The system is completely automatic in normal use. In the normal
operating mode the display will show the following readings:
Anode current
Reference cell millivolts

IMO No.9301419

Marine Growth Prevention System (MGPS)
Maker:
Type:
Illustration 2.13.10b MGPS System
The Nippon Corrosion Engineering Co. Ltd

MGPS TD-2400PS
Injection Nozzles
Sea Chest
(Low)
Power Supply Unit

Input:
Output:
Rating:
Rectification mode:
Enclosure:
440V AC, 3 phase, 60Hz, 10.35A

(LGSP-1 way P-LS1-5)
7V DC, 710A maximum
Continuous
Double star connection half wave
IP44
Shipside
Valve
Distribution
Valves
P1
MGPS
F2
Distribution Valve
Electrolytic Cell
Normal electrolysis
current:
Sea water flow into
electrolytic cell:
No. of electrode sets:
Anode:
Cathode:
P2
P7
710A maximum
P3
Drain Valve
Above 20m/h
3
Pt-Ti
Steel
Injection Nozzles
Size:
Quantity:
Type:
Flow Meters
F1
Interlocked
Key
MGPS
JIS 5K-40A
5 sets
ICP-4015, STPG370 (sch80)
The vessel is equipped with a marine growth prevention system used in the
prevention of the adhesion of marine organisms, seaweed and shells to the
interior of sea water pipework. This is performed by injecting into these pipes
chlorine compounds produced by the electrolisation of the salt contained in
sea water.
P3
P1
P2
P3
P4
P5
P6
P7
P4
Power Supply Unit and

Electrolytic Cell
COPT Condenser CSW Pump
Main Cooling SW Pump
FW Generator Ejector Pump
Scrubber CSW Pump
IG Deck Seal SW Pump
Aux CSW Pump
MGPS SW Service Pump
P5
P5
P6
Shipside
Valve
An MGPS SW service pump feeds sea water through the electrolytic cell.
The sea water is electrolysed by DC supplied from the power supply unit and
generates chlorine compounds.
Sea Chest
(High)
Each sea chest is equipped with three injection nozzles. The electrolysed sea
water is injected into the sea chests and mixed with sea water which is fed into
the respective cooling water systems of the vessel.
Injection Nozzles
Issue: 1
IMO No.9301419
2.14
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment Plant
2.14.6 Incinerator and Garbage Disposal
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Plant
2.14.5a Soiled and Waste Water and Deck Scupper System
2.14.6a Incinerator System
To Galley
Illustration 2.14.1a Domestic Fresh Water System

Pump Unit
To Accommodation
From Accommodation
To Accommodation
Main Engine Area

CI
PI
PS
Key
PI
13V
To Engine Room Toilet

TI
Steriliser
(1000L/h)
12V
22V
23V
11V
Drinking Water Fountain
Calorifier
(300L
2.0m3/h)
Mineraliser
(1000L/h)
No.1/2 Boiler Area
Fresh Water
PI
PI
PI
Air Test
Air
Hot Water
Circulation Pump
Electrical Signal
(2.0m3/h x 5mth)
To Inert Gas Blower
PI
24V
Incinerator Area
Fresh Water
Tank
(Port)
(230.1m3)
49V
27V
21V
10V
26V
PI
To Feed
Filter Tank
PI
28V
2V
35V
46V
25V
47V
Exhaust Gas Economise

Washing Washing
45V
44V
2nd Deck Service
4V
LCG
6V
PS
Stern Tube
Cooling Water
Tank
(31.7m3)
7V
9V
No.2
LCG
PSL
CI
3V
PSL
PSL
No.1
PI
S
Fresh Water Pump

(5.0m3/h x 45mth)
CS
PSL
PI
S
PSL
43V

P
40V
Generator Engine
Lubricating Oil
Purifier
5V
Main
Lubricating Oil
Purifier
Marine Diesel Oil

Purifier
Salinity Panel
SA
No.2
Heavy Fuel Oil
Purifier
No.1
Heavy Fuel Oil
Purifier
Salinity Panel
PI
PI
FI
34V
33V
39V
41V
3rd Deck Service


S
38V
Generator Engine

Cleaning Turbine
SA
FI
Issue: 1

CS
Fresh Water
Hydrophore
Tank
(1.0m3)
1V

8V
Fresh Water
Tank (Starboard)
(127.1m3)
42V
PI
Set 5.5kg/cm2
CI
36V
7kg/cm2 Air

IMO No.9301419
Floor Service
To Stern Tube

2.14 ACCOMMODATION SYSTEMS
2.14.1 DOMESTIC FRESH WATER SYSTEM

SHC40A
2
5m3/h x 45mth
3.7kW at 3,505 rpm

SHC40A-1.0-2R
1
1.0m3
8.25kg/cm2
5.5kg/cm2 set pressure
5kg/cm2 OFF
4kg/cm2 ON
Hot Water Circulating Pump

Maker:
Model:
No. of sets:
Capacity:
Liquid temperature:
Motor:

SHC40A
1
2.0m3/h x 5mth
70C
0.4kW at 1,700 rpm
Calorifier
Maker:
Type:
Volume:
Capacity:
Electrical heating:
Outlet temperature:
Sunbo Industries Co Ltd

Vertical storage type tank, steam/electric heating
300 litres
2,000 litres/h
15kW, 440VAC, 60Hz, 3ph
70C
Mineraliser
Maker:
Type:
No. of sets:
Capacity:
Tank volume:
Issue: 1
Maker:
Model:
No. of sets:
Capacity:
Working pressure:
Se-Won Industries Co Ltd

SWM-1.0
1
1,000 litres/h
140 litres
around the ship by a hot water circulating pump. By continuously circulating

the water in this way, wastage is kept to a minimum with water not having to
be run off to get hot water through.
The domestic fresh water system is used to supply the following:
Samkun Century Co Ltd

JSA-1000
1
1,000 litres/h
4.0 to 5.5kg/cm2
Introduction
Hydrophore
Maker:
Model:
No. of sets:
Tank volume:
Test pressure:
Safety valve:
Pressure switch:
300kg
4.0 to 5.5kg/cm2
7-8
Steriliser
Fresh Water Pump

Maker:
Model:
No. of sets:
Capacity:
Motor:
Dolomite charge:
Working pressure:
pH value:
Fresh water for domestic use is stored in two tanks located aft on the port and
starboard side of the steering gear room and they supply drinking water and
fresh water for general services on the vessel. The water is pumped to the
tanks from the evaporators or the tanks can be filled from shore via filling
connections on the upper deck.
Fresh water is also provided to the distilled water system for boiler water makeup and stern tube cooling. This aspect of the fresh water system is detailed in
section 2.3.6 Distilled Water Transfer and Distribution.
Water is taken from the fresh water storage tanks and pumped to a hydrophore
tank from where it is distributed around the ship as fresh domestic water
for human use and as technical water for use in the machinery spaces. Both
the domestic and technical water systems are supplied by the same single
hydrophore unit. There are two pumps which pressurise the hydrophore tank,
one pump being the duty pump and the other switched to standby should the
duty pump fail. The system supplies water at a rate of 5.0m3/h and a pressure
of between 4.0kg/cm2 and 5.0kg/cm2 .
Water being supplied to the domestic cold fresh water system passes through a
mineraliser where the hardness and pH value of the water is increased, it then
passes through an ultraviolet steriliser to remove bacteria before passing into
the drinking water system.
Sanitary system
Drinking water fountains
Calorifier and accommodation hot water services
Hot water to the engine room toilet
Cold water to galley and accommodation services
Inert gas blowers
Fresh water generator
Main central fresh water system expansion tank
Exhaust gas economiser water washing
2nd deck services
Boiler water washing
Boiler water sampling cooler
Boiler water chemical dosing unit
Boiler feed water tank
Sewage plant dilution water
Exhaust gas pipe seal pot
Generator engine turbocharger cleaning
3rd deck services
Cargo oil vacuum unit and fresh water tank for ODM system
Main engine turbocharger turbine cleaning
Main engine air cooler chemical cleaning tank
Floor services
Oily bilge separator
The water supplying technical water does so through non-return valves to stop
the drinking water in the system being inadvertently contaminated.
Stern tube lubricating oil system
No.1 and 2 heavy fuel oil purifiers
Ordinarily one fresh water tank is being filled by the fresh water generator
while the other is in use supplying water to the ship. Cold water is also
supplied to the calorifier where it is heated for the domestic hot water system.
The calorifier is a 300 litre thermostatically controlled vertical storage and
heating vessel which utilises steam or electricity to provide the heat.
Marine diesel oil purifier
Main lubricating oil purifier
Generator engine lubricating oil purifier
Purifier work bench
The electric heater is reserved for use when the steam plant is shut down or
during periods of refit. The water is heated to 70C and is then circulated
IMO No.9301419
To Galley
Illustration 2.14.1a Domestic Fresh Water System

Pump Unit
To Accommodation
From Accommodation
To Accommodation
Main Engine Area

CI
PI
PS
Key
PI
13V
To Engine Room Toilet

TI
Steriliser
(1000L/h)
12V
22V
23V
11V
Drinking Water Fountain
Calorifier
(300L
2.0m3/h)
Mineraliser
(1000L/h)
No.1/2 Boiler Area
Fresh Water
PI
PI
PI
Air Test
Air
Hot Water
Circulation Pump
Electrical Signal
(2.0m3/h x 5mth)
To Inert Gas Blower
PI
24V
Incinerator Area
Fresh Water
Tank
(Port)
(230.1m3)
49V
27V
21V
10V
26V
PI
To Feed
Filter Tank
PI
28V
2V
35V
46V
25V
47V
Exhaust Gas Economise

Washing Washing
45V
44V
2nd Deck Service
4V
LCG
6V
PS
Stern Tube
Cooling Water
Tank
(31.7m3)
7V
9V
No.2
LCG
3V
PSL
CI
PSL
PSL
Fresh Water Pump

(5.0m3/h x 45mth)
PI
S
No.1
CS
PSL
PI
S
PSL
43V

P
40V
Generator Engine
Lubricating Oil
Purifier
5V
Main
Lubricating Oil
Purifier
Marine Diesel Oil

Purifier
Salinity Panel
SA
No.2
Heavy Fuel Oil
Purifier
No.1
Heavy Fuel Oil
Purifier
Salinity Panel
PI
PI
FI
34V
33V
39V
41V
3rd Deck Service


S
38V
Generator Engine

Cleaning Turbine
SA
FI
Issue: 1

CS
Fresh Water
Hydrophore
Tank
(1.0m3)
1V

8V
Fresh Water
Tank (Starboard)
(127.1m3)
42V
PI
Set 5.5kg/cm2
CI
36V
7kg/cm2 Air

IMO No.9301419
Floor Service
To Stern Tube

Operation of the Domestic Fresh Water System
Set up the valves as in the following table, this description assumes the port
fresh water tank is duty with the starboard fresh water tank standby.
Position
Open
Closed
Open
Open
Open
Open
Set
Set
Open
Open
Closed
Open
Open
Open
Open
Open
Open
Open
Description
Port fresh water tank outlet valve
Starboard fresh water tank outlet valve
No.1 fresh water pump suction valve
No.2 fresh water pump suction valve
Hydrophore discharge valve
Mineraliser isolating valve
3-way cock inlet to mineraliser
3-way cock outlet from mineraliser
Steriliser inlet valve
Steriliser outlet valve
Steriliser bypass valve (locked closed)
Calorifier inlet valve
Calorifier outlet valve
Hot water circulating pump suction valve
Hot water circulating pump discharge valve
Fresh water discharge valve to purifier
services
Fresh water discharge valve to sanitary
system
Fresh water discharge valve to ship's services
Valve
D4V
D3V
D8V
D9V
D10V
D25V
D11V
D12V
D13V
D21V
D22V
D23V
D24V
D26V
Closed
Closed
Issue: 1
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Closed
D28V
Fresh water is used for a number of purposes throughout the ship and all
systems are supplied by the fresh water pumps via the hydrophore tank. Set
the technical water system valves as in the following table. Valves to services
are shown in the Closed position, the valve being set to the Open position when
that service is operational and requires a supply of fresh water.
Closed
Closed
Closed
Closed
Closed
D27V
Technical Water Distribution System
Position
Closed
Position
Closed
Description
Valve
Fresh water inlet valve to No.1 heavy fuel oil
purifier
Fresh water inlet valve to No.2 heavy fuel oil
purifier
Fresh water inlet valve to marine diesel oil
purifier
Fresh water inlet valve to main lubricating oil
purifier
Closed
Closed
Closed
Description
Fresh water inlet valve to generator engine
lubricating oil purifier
Supply valve to purifier work bench
Inert gas generator blowers supply valve
Fresh water generator supply valve
Main central fresh water system expansion
tank supply valve
Exhaust gas economiser water washing
supply valve
2nd deck services supply valve
Boiler water washing supply valve
Boiler sampling cooler supply valve
Boiler chemical dosing unit supply valve
Boiler feed water tank supply valve
Sewage plant dilution water supply valve
Exhaust gas pipe seal pot supply valve
Generator engine turbocharger cleaning
supply valve
3rd deck services supply valve
Cargo oil vacuum unit and fresh water tank
for the oil detection monitor supply valve
Main engine turbocharger turbine cleaning
supply valve
Main engine air cooler chemical cleaning tank
supply valve
Floor services supply valve
Oily bilge separator supply valve
Stern tube lubricating oil system supply
valve

Valve
D47V
e)
Connect the compressed air supply line to the tank and slightly
open the air inlet valve until the operating pressure is reached.
f)
Close the compressed air supply valve.
g)
Repeat steps b) to f) until the tank is at the correct operating

pressure, with the water level at about 75%.
h)
Switch one hydrophore pump to AUTOMATIC operation and

open the hydrophore tank outlet valve D10V.
D35V
D45V
D44V
D36V
D42V
D43V
D40V
D39V
D41V
D38V
The hydrophore system is now ready for operation.

i)
Slowly open the hydrophore tank outlet valves to the domestic

water system, the technical water system and the sanitary
system until all the systems are pressurised.
j)
Start the hot water circulating pump.
k)
Vent air from the calorifier.
l)
Start the electric heater for the calorifier.
m) Open the calorifier drain valve T116V and the steam supply
valve T113V when steam is available from the 6kg/cm2
system.
n)
Ensure the calorifiers steam inlet temperature control valve is

operational and able to take control of the heater.
o)
Shut down the electric heater.
The domestic hot and cold fresh water systems and the sanitary water system
are now available.
Procedure for Setting-up the Hydrophore System and the

Calorifier
a)
Ensure all pressure gauges and instrumentation valves are open

and that gauges and instrumentation are reading correctly.
b)
Start one FW pump.
c)
Fill the hydrophore tank to about 75%.
d)
Stop the FW pump.
IMO No.9301419
Illustration 2.14.2a Domestic Refrigeration System

PT-100
Temperature Sensor
for Evaporator Coil
Type:S-5025B
PT-100
Temperature Sensor
for Cold Chamber
Type:S-5029
NRV 22 S
BMSL 22
Meat Room
25.2m3
-18C
HFS-3-SS
TS2-0.6
(02)
EVR 6
PT-100
Temperature Sensor
for Evaporator Coil
Type:S-5025B
PT-100
Temperature Sensor
for Cold Chamber
Type:S-5029
NRV 22 S
BMSL 10
TS2-0.45
(01)
EVR 6
PT-100
Temperature Sensor
for Cold Chamber Type:S-5029
Fish Room
10.3m3
-18C
HFS-1-SS
KVP 15
BMSL 10
BMSL 22
BMSL 15
TS2-0.21
(00)
EVR 6
OZONE DS-30
Vegetable Room
25.2m3
+4C
HFS-1
BMSL 10
Accommodation
Engine Room
Sub
Cooler
PI
PS
PI
PS
PS
PI
PS
KEY
PI
Oil
Separator
Oil
Separator
Refrigerant Liquid
Refrigerant Gas
Compressor
Compressor
Fresh Water
Lubricating Oil
Condenser
TI
TI
TI
TI
PT
From/To Low Temperature

Cooling Fresh Water System
Issue: 1
PI
PI
Condenser
PT
Filter/Dryer Unit
Liquid Charge Valve
IMO No.9301419

2.14.2 DOMESTIC REFRIGERATION SYSTEM
Maker:
Type:
York
Direct expansion
Compressor
Maker:
No. of sets:
Model:
Type:
Refrigerant:
York
2
SBO 22
2 cylinder belt drive at 1,090 rpm
R 404A
Condenser
Model:
Type:
No. of sets:
Cooling water:
Net receiver volume:
CRFK 221218
Horizontal shell and tube
2
Fresh water at 4.3m3/h
18 litres
Introduction
Cooling for the meat, fish and vegetable rooms is provided by a direct
expansion R404A system.
The refrigerator provisions plant unit is located in the engine room at the 2nd
deck level on the starboard side aft. It is automatic in operation and consists of
two compressors, two condensers and an evaporator coil in each of the three
cold rooms. The plant is designed to maintain temperatures in the designated
rooms as follows:
Vegetable room (25.2m3)
Fish room (10.3m3)
-18C
Meat room (25.2m3)
-18C
+4C
The direct expansion refrigerant system uses the change of state of the
refrigerant from a cooled liquid to a vapour to cool the chambers. Air in the
chambers is driven by electrically powered fans over the evaporator coils, heat
being transferred from the air to the evaporating refrigerant. The full cycle
operation is described below.
The refrigerant gas returning from the evaporator is compressed in the
compressor, leaving the compressor discharge as a hot gas. Heat is removed
from the gas in the LT fresh water cooled condenser and in the condenser it
changes state from a gas to a liquid.
Issue: 1
From the condenser the liquid refrigerant flows through a sight glass and filter/
dryer and then on to a sub-cooler where it passes over the vapour returning
from the evaporator. In the sub-cooler, the temperature of the vapour is raised
and the temperature of the liquid is lowered. This has the effect of enabling
a greater amount of work-done by the refrigerant in the evaporator thus
increasing system efficiency, but it also aids the prevention of liquid droplets
returning to the compressor, which can cause a problem at start up.
At the inlet to the evaporator the liquid refrigerant flows through a manual
isolating valve and a solenoid valve to the thermostatic expansion valve (TEV).
At the TEV the liquid expands and begins to change state to a vapour and in
doing so absorbs heat from the surrounding area, which is from the air flowing
over the evaporator coils. The expansion valve automatically regulates the
amount of refrigerant flowing depending on the temperature of the refrigerant
leaving the evaporator. The expansion continues as the refrigerant flows
through the evaporator coils.
A side effect of low refrigerant gas charge is apparent low lubricating oil level
in the sump. A low charge level will result in excess oil being entrapped in the
circulating refrigerant, thus the level in the sump will drop. When the system
is charged to full capacity, the excess oil will separate out and return to the
sump.
During operation, the level as shown in the condenser level gauge will drop.
If the system does become undercharged the whole system must be checked
for leakage.
Note: To comply with the Montreal Protocol, the maximum annual leakage
of this gas into the atmosphere should be restricted to 10% of the total system
charge. To verify this and to monitor the number of times the system has
to be recharged, a record has to be made in the refrigerant recharge log. A
regular system of leak detection to minimize gas leaks is to be implemented
to ensure leaks are detected at an early stage.
If the temperature of the gas rises as it leaves the evaporator, indicating a room
temperature rise, the TEV will open and more refrigerant will flow through the
evaporator. As the temperature falls, the TEV will tend to close and pass less
refrigerant.
If required, additional refrigerant can be added through the charging line, after
first venting the connection between the refrigerant bottle and the charging
connection in order to prevent air in the connection pipe from entering the
system.
From the evaporator, the refrigerant, now a cold gas, returns to the compressor
suction via the sub-cooler.
The added refrigerant is dried before entering the system. Any trace of
moisture in the refrigerant system will lead to problems with the TEV icing up
and subsequent blockage.
The compressors are protected by high pressure, low pressure, low lubricating
oil pressure and condenser cooling water failure cut-out switches. Each unit is
fitted with a crankcase heater.
A thermostat in each room enables a temperature regulating device to operate
the solenoid valves independently in order to reduce the number of starts and
running time of the compressor.
The solenoid valves at the air coolers (evaporator units) are opened and closed
by the room thermostats allowing refrigerant gas to flow to the evaporator
when open. With the thermostats closed no gas flows to the evaporator and so
no gas flows back to the compressor suction and the low pressure switch will
stop the operating compressor.
Any leaks of refrigerant gas from the system will result in the system becoming
undercharged. The symptoms of the system undercharge will be low suction
and discharge pressures with the system eventually becoming ineffective.
Bubbles will appear in the liquid line sight glass.
Note: Bubbles can also appear in the sight caused by entrained air. These will
usually appear larger than gas bubbles. The appearance of bubbles alone in
the sight glass does not necessarily indicate refrigerant undercharge.
IMO No.9301419
CAUTION
Refrigerant R404A is a gas mixture. If gas is lost it may be one component
of the mixture and a top up with new refrigerant may result in a slight
change in the composition. If a substantial leak has occurred, in order
to guarantee correct composition, the system should be evacuated and
charged with a fresh refrigerant charge.
Under normal conditions one compressor/condenser unit is in operation, with
the other ready for manual start up, with all valves shut until required.
During pull-down operation, two condensing units may be used with full
opening of refrigerant line valves to ensure rapid achievement of the desired
temperature.
CAUTION
Running the compressors in parallel should only be allowed to continue
for a short period as this can result in the transfer of lubricating oil from
one machine to the other. It will therefore be necessary to make periodic
oil level checks when operating in this way.
Illustration 2.14.2a Domestic Refrigeration System

PT-100
Temperature Sensor
for Evaporator Coil
Type:S-5025B
PT-100
Temperature Sensor
for Cold Chamber
Type:S-5029
NRV 22 S
BMSL 22
Meat Room
25.2m3
-18C
HFS-3-SS
TS2-0.6
(02)
EVR 6
PT-100
Temperature Sensor
for Evaporator Coil
Type:S-5025B
PT-100
Temperature Sensor
for Cold Chamber
Type:S-5029
NRV 22 S
BMSL 10
TS2-0.45
(01)
EVR 6
PT-100
Temperature Sensor
for Cold Chamber Type:S-5029
Fish Room
10.3m3
-18C
HFS-1-SS
KVP 15
BMSL 10
BMSL 22
BMSL 15
TS2-0.21
(00)
EVR 6
OZONE DS-30
Vegetable Room
25.2m3
+4C
HFS-1
BMSL 10
Accommodation
Engine Room
Sub
Cooler
PI
PS
PI
PS
PS
PI
PS
KEY
PI
Oil
Separator
Oil
Separator
Refrigerant Liquid
Refrigerant Gas
Compressor
Compressor
Fresh Water
Lubricating Oil
Condenser
TI
TI
TI
TI
PT
From/To Low Temperature

Cooling Fresh Water System
Issue: 1
PI
PI
Condenser
PT
Filter/Dryer Unit
Liquid Charge Valve
IMO No.9301419

Operating Procedures
To Start the Refrigeration Plant
a)
The crankcase heater on the compressor to be used should be

switched on a least 6 hours prior to starting the compressor in
order to boil any refrigerant from the compressor oil.
With the compressor running gradually increase the capacity, allowing the
compressor to adjust to the new demand. The compressor will operate and
stop automatically when the plant reaches normal operating temperatures
and the low pressure cut-out trips the plant as no refrigerant is flowing in the
system.
l)
b)
Check that the oil level is correct and replenish if necessary.
c)
Check the V belt tension on the compressor drive.
d)
All stop valves in the refrigerant system, except the selected

compressor suction valve should be opened and fully back
seated to prevent the pressure in the valve reaching the valve
gland.
e)
Open the condenser cooling water inlet and outlet valves and
supply cooling water to the condenser.
f)
Purge any air completely from the cooling water system by

opening the air purge valve for the condenser.
g)
Check the compressor is free to turn by manually turning it over

using the drive belts.
h)
i)
j)
Open the compressor suction valve 1/4 a turn to avoid excessive

pressure reduction on start up.
Start the selected compressor on automatic operation. Confirm
that it is running in the correct direction.
Gradually open the compressor suction valve until fully opened
and back seated.
CAUTION
If the compressor starts making a knocking noise, it is an indication of
liquid refrigerant returning to the compressor. In that case the suction
valve must be closed immediately and the process of opening repeated
more slowly.
Note: A fully closed suction valve with the compressor running may cause
foaming of the lubricating oil in the crankcase.
k)
Visually inspect the plant for abnormalities.
Issue: 1

d)
With the coolers covered in ice, the melting takes nearly all
of the heat supplied and the temperature of the cooler and
refrigerant is kept near zero. When the ice has melted, the
refrigerant temperature rises in the rooms.
e)
When the temperature reaches the predetermined set point on

the defrosting thermostat of approximately +10C, or when
the maximum permissible defrost time has elapsed, the heating
elements switch off.
f)
The compressor will restart.
g)
When the coil surface temperature in the meat and fish rooms
falls below 0C, the fans in two freezer rooms will restart.
Check if the oil separator is operating correctly by feeling

the return pipe to the compressor crankcase. The pipe should
normally be warm.
Shutting Down the Refrigeration Plant

a)
Shut off the liquid outlet valve from the condenser and pump
down the refrigerant in the evaporators to the condenser.
b)
Allow the temperature in the evaporators to rise, then repeat the

evacuation process.
The system is now back on the refrigeration cycle and all of the solenoid valves
operate again to regulate the temperatures in the spaces.
c)
When the suction pressure is slightly above atmospheric, stop

the compressor. Shut the suction and discharge valves and shut
the oil return valve.
Because the operating temperature of the vegetable room remains at +4C, the
evaporators do not require defrosting and so no heaters are fitted.
d)
Shut off the cooling water supply to the condenser.
e)
Isolate the electrical supply.
System Running Checks at Regular Intervals

Lubricating oil levels in the crankcase
Lubricating oil pressure
Moisture indicators
Defrosting
The air coolers in the meat and fish rooms are fitted with an electrical defrosting
system. The evaporator and drip trays in each of the two rooms are provided
with electric heating elements. The frequency of defrosting is chosen by means
of a defrosting relay built into the starter panel.
Note: If twenty to thirty minutes is insufficient to complete a defrost, check
the frequency of visits by catering staff is not excessive and check that the
door seals are in good condition.
The defrosting sequence is as follows:
a)
All of the solenoid valves in the system close and the compressor
stops.
b)
The fans in the meat and fish rooms stop but the fans in the
vegetable room will continue to keep the evaporator free of
ice.
c)
The electric heating elements in the meat and fish rooms switch
on.
IMO No.9301419
Suction and discharge pressure and temperature and any unusual

variations investigated
Check all room temperatures and evaporation coils for any sign
of frosting
The scales will also allow a record of the amount of gas recovered to be logged
in the refrigerant log book.
Before reintroducing any refrigerant into the system, all repair works must
have been completed and the pipelines and compressors checked for integrity.
A vacuum pump, not the recovery pump, must then be used to create a vacuum
in the system. This will allow leakage checks to be undertaken and also ensure
any atmospheric moisture has been removed before refrigerant is introduced.

Shutting Down the Refrigeration Plant for Maintenance
If the plant is to be shut down for maintenance or repair and it involves opening
up the compressors or breaking into the refrigerant lines, the refrigerant must
first be pumped down to the condenser and locked in a similar way to that
described in the section for routine plant shutdown. However pumping down
until the LP cut-out trips the machine will usually not capture all the refrigerant,
which may be entrained in the lubricating oil in the compressor sump and
around the system. To ensure that the entire refrigerant charge is pumped
into the condenser the system is run until the LP cut-out trips the compressor
and the condenser is isolated. The low pressure in the system will allow any
refrigerant to evaporate and continue the process of pumping down until the LP
cut-out trips the compressor again. This process is repeated at hourly intervals
until there is no rise in system pressure following an LP cut-out.
When complete, the inlet and outlet valves must be kept closed until all
maintenance work has been completed and the system returned to normal
operation.
accordance with the previously described procedure. For full refrigerant

evacuation, a designated gas recovery unit must be used together with
dedicated gas recovery cylinders. The cylinders used to charge the system
cannot be used as they will typically only have a single non-return valve on the
top of the bottle as opposed to a normal recovery bottle that has two isolating
valves, one for gas and one for liquid, and an internal dropper pipe from the
liquid valve.
The liquid valve from the recovery cylinder must first be connected via a
flexible hose and isolating valve to the bottom of the condenser and the
gas valve of the cylinder connected in a similar manner to the suction side
of the recovery pump. The discharge side of the recovery pump must then
be connected to the top/gas side of the condenser. With the valves open to
the bottle and recovery pump, the pump is to be run until all of the liquid
refrigerant has been evacuated. The purpose of the pump is to compress gas
evaporating from the top of the recovery bottle and use it to put a positive
pressure inside the condenser on top of the liquid refrigerant.
If more substantial repairs are to be undertaken, it may be necessary to remove

all of the refrigerant gas/liquid from the system. Because this operation
involves evacuating the condenser and pressurising cylinders, it should only
be undertaken by a member of ships staff trained in this operation or by a
qualified service engineer. Additionally, for safety reasons, reference should be
made to the makers operating manuals before undertaking this task.
When all liquid has been expelled, the connections to the recovery pump need
to be changed. The suction side of the pump now needs to be connected to the
condenser. The pumps discharge should be connected to the liquid connection
on the recovery bottle and the gas valve on the recovery bottle either left closed
or also connected to the inlet side of the recovery pump. Using this method
all of the gas is then removed from the condenser. The gaseous refrigerant
passes through the recovery pump where it is condensed in its own air cooled
condenser and pumped into the liquid connection on the recovery bottle.
The first stage in this process is to shut down the refrigeration plant in
When the unit has been run sufficiently and allowed to pull a small vacuum
Refrigerant Recovery Stage One - Liquid
Refrigerant Recovery Stage Two - Gas

Key
Key
Refrigerant Liquid
Refrigerant Liquid
Refrigerant Gas
Refrigerant Gas
Condenser
Condenser
Gas Recovery
Cylinder
Gas Recoveryl
Cylinder
on the main condenser, all of the refrigerant gas will have been removed.
Switching off the pump and closing all of the valves will allow any necessary
maintenance work to be undertaken. During this operation a set of weighing
scales must be used to ensure the recovery bottles are not overfilled. It is
important to ensure that any bottle used is only filled to 80% capacity. The
scales will also allow a record of the amount of gas recovered to be logged in
the refrigerant log book.
Charging the Refrigeration Plant following Maintenance

Note: The ship may not be carrying sufficient nitrogen for this process to be
carried out, but it is the recommended practice.
Before reintroducing any refrigerant into the system, all repair works must
have been completed and the pipelines and compressors visually checked for
integrity. A vacuum pump, not the recovery pump, must then be used to create
a vacuum in the system. A vacuum of 10 torr will be sufficient. This will allow
leakage checks to be undertaken and also ensure any atmospheric moisture has
been removed before refrigerant is introduced.
Note: If there is water in liquid form in the system, rapid evacuation may
cause the water to freeze. If this happens there will be a rise in pressure (loss
of vacuum) which could be confused with a pipework leak.
The vacuum is broken by flooding the system with nitrogen and again a
pressure test, this time with positive pressure is carried out. The nitrogen
pressure is released to atmosphere until there is a slight positive pressure in
the system and the vacuum pump then used to re-evacuate the system. The
vacuum is held for sufficient time to confirm no leakage.
The system is now ready to introduce refrigerant via a flexible hose into the
condenser. The exact charge will be noted in the manufacturers handbook
and is checked by suspending the refrigerant bottle from a set of scales. With
modern refrigerants being gas mixtures, charging is always done via the liquid
line as this ensures correct composition. If the bottle only has one valve, the
bottle must be inverted prior to charging.
Note: Records of pressure tests carried out and quantities of gas used should
be recorded in the refrigeration recharge log book.
Discharge
Discharge
Recovery Pump
Issue: 1
Suction
Recovery Pump
Suction
IMO No.9301419
Illustration 2.14.3a Accommodation Air Conditioning Plant
Recirculated
Air
Filter
Section
Fan Cooling Unit for Galley
Humidifying
Section
Heating
Section
To
Accommodation
Water
Elimination
Section
To
Accommodation
Fresh
Air
Input
Water
Elimination
Section
Heating
Section
Cooling
Section
No.1 No.2
Filter
Section
Recirculated
Air
Cooling
Section
No.1 No.2
Humidifying
Section
Fresh
Air
Fresh
Air
Unit 1
S
Unit 2
S
Steam
Steam
Steam
Steam
Electric
Heater
Condensate
Condensate
Air Conditioning Room
TX
PI
LPC
DPI
HPC
Key
PI
TX
Oil Separator
PI
LPC
DPI
HPC
PI
Oil Separator
Refrigerant Liquid
Refrigerant Gas
LP
Compressor
Sub Cooler
LP
Fresh Water
Compressor
Sub Cooler
Condensate
Steam
Air
Lubricating Oil
Condenser
Receiver
Condenser
TI
Fresh Water In / Out
Engine Room
Issue: 1
Receiver
TI
Liquid Charge Valve
Filter/Dryer Unit
Liquid Charge Valve
IMO No.9301419
Filter/Dryer Unit

2.14.3 ACCOMMODATION AIR CONDITIONING PLANT
Air Handling Unit
Maker:
No. of sets:
Type:
System capacity:
Hi Press Korea Co. Ltd

1
HPB - 08
24,317m3/h
Compressor
Maker:
No. of sets:
Model:
Refrigerant:
York
2
SMC 108S
R404A
Condenser
Model:
Type:
No. of sets:
Cooling water:
Cooling water volume:
COKC 322302
Horizontal shell and tube
2
Low temperature fresh water
90m3/h
Introduction
The air is supplied to the accommodation by an air handling unit (AHU)
located in the air conditioning unit room situated in the accommodation block
starboard side forward of the engine casing on B deck. The unit (Hi-Press type
HPB) consists of an electrically driven fan drawing air through the following
sections:
Filter
Mixing chamber for fresh and recirculated air
Heating unit
Evaporator coils (cooling coils)
Humidifier nozzles
Water separator
The air is forced into the distribution trunking which supplies the
accommodation. Air may be drawn into the system either from outside or from
the accommodation via recirculation trunking, but all passes over the elements
of the AHU mentioned above on its way back to the accommodation spaces.
Issue: 1
The direct expansion refrigerant system uses the change of state of the
refrigerant from a cooled liquid to a vapour to cool in the evaporators, where
air, driven by electrically powered fans passes over the evaporator coils. The
full cycle operating as follows:
The refrigerant gas returning from the evaporator is compressed in the
compressor, leaving the compressor discharge as a hot gas. Heat is removed
from the gas in the LT fresh water cooled condenser. In the condenser it
changes state from a gas to a liquid.
From the condenser the liquid refrigerant flows through a sight glass and filter/
dryer and then on to a sub-cooler where it passes over the vapour returning
from the evaporator. In the sub-cooler, a small proportion of the liquid
refrigerant is expanded across a thermostatic expansion valve (TEV) and the
temperature of the liquid is lowered. This has the effect of enabling a greater
amount of work-done by the refrigerant in the evaporator thus increasing
system efficiency and ensuring the liquid refrigerant does not get too warm on
the long run from the condensing units in the engine room to the AHU room.
It also aids the prevention of liquid droplets returning to the compressor, which
can cause a problem at start up.
At the inlet to the evaporator the liquid refrigerant flows through a manual
isolating valve and a solenoid valve and a filter to the TEV. At the TEV
the liquid expands and begins to change state to a vapour and in doing so
absorbs heat from the surrounding area, which is from the air flowing over
the evaporator coils. The expansion valve automatically regulates the amount
of refrigerant flowing depending on temperature of the refrigerant leaving
the evaporator. The expansion continues as the refrigerant flows through the
evaporator coils.
If the temperature of the gas rises as it leaves the evaporator, indicating a return
air temperature rise, the TEV will open and more refrigerant will flow through
the evaporator. As the temperature falls, the TEV will tend to close and pass
less refrigerant.
From the evaporator, the refrigerant, now a cold gas, returns to the compressor
suction via the sub-cooler.
The compressors are fitted with an internal oil pressure activated unloading
mechanism which affords automatic starting and variable capacity control of
100%, 75%, 50% and 25% of full capacity by unloading groups of cylinders.
This variable capacity control allows the compressor to remain running even
when the load is relatively light and thus avoids the need for frequent stopping
and starting. The air conditioning compressor units are located in the engine
room on the port side aft at the 2nd deck level. The compressors are protected
by high and low pressure cut-out switches, a low lubricating oil pressure trip,
a cooling water pressure trip and a high pressure and oil supply pressure
differential trip. A crankcase heater is also fitted.
IMO No.9301419
Any leakage of refrigerant gas from the system will result in the system
becoming undercharged. The symptoms of system undercharge will be
low suction and discharge pressure and the system will eventually become
ineffective. A side effect of low refrigerant gas charge is apparent low oil level
in the sump. A low charge level will result in excess oil being entrapped in
the circulating refrigerant gas, causing the level in the sump to drop. When
the system is charged to full capacity, this excess oil will be separated out and
returned to the sump.
Note: To comply with the Montreal Protocol, the maximum annual leakage
of this gas into the atmosphere should be restricted to 10% of the total system
charge. To verify this and to monitor the number of times the system has
to be recharged, a record has to be made in the refrigerant recharge log. A
regular system of leak detection to minimize gas leaks is to be implemented
to ensure leaks are detected at an early stage.
During operation, the level as shown in the condenser level gauge will drop.
If the system does become undercharged, the whole system pipework should
be checked for leakage as the only reason for an undercharge condition after
operating previously with a full charge is that refrigerant is leaking from the
system.
CAUTION
Refrigerant R404A is a gas mixture. If gas is lost it may be one component
of the mixture and a top up with new refrigerant may result in a slight
change in the composition. If a substantial leak has occurred, in order
to guarantee correct composition, the system should be evacuated and
charged with a fresh refrigerant charge.
When required, additional gas can be added through the charging line,
after first venting the connection between the gas bottle and the charging
connection. The added refrigerant is dried before entering the system. Any
trace of moisture in the refrigerant will lead to problems with the thermostatic
expansion valve icing up and subsequent blockage.
Cooling water for the condenser is supplied from the low temperature fresh
water cooling system.
Air supplied to the accommodation spaces is preheated or cooled in order to
give a desired supply temperature. Cooling takes place at the evaporator coil
and preheating at the steam heated preheat coil.
Illustration 2.14.3a Accommodation Air Conditioning Plant
Recirculated
Air
Filter
Section
Fan Cooling Unit for Galley
Humidifying
Section
Heating
Section
To
Accommodation
Water
Elimination
Section
Fresh
Air
Input
Water
Elimination
Section
Heating
Section
Cooling
Section
No.1 No.2
Filter
Section
Recirculated
Air
Cooling
Section
No.1 No.2
Humidifying
Section
To
Accommodation
Fresh
Air
Fresh
Air
Unit 1
S
Unit 2
S
Steam
Steam
Steam
Steam
Electric
Heater
Condensate
Condensate
Air Conditioning Room
TX
PI
LPC
DPI
HPC
Key
PI
TX
Oil Separator
PI
LPC
DPI
HPC
PI
Oil Separator
Refrigerant Liquid
Refrigerant Gas
LP
Compressor
Sub Cooler
LP
Fresh Water
Compressor
Sub Cooler
Condensate
Steam
Air
Lubricating Oil
Condenser
Receiver
Condenser
TI
Engine Room
Issue: 1
Receiver
TI
Liquid Charge Valve
Filter/Dryer Unit
Liquid Charge Valve
IMO No.9301419
Filter/Dryer Unit

Procedure for the Operation of the Air Conditioning System
The air conditioning system is designed to run with the one compressor at a
time meeting the full air conditioning load of the accommodation. Capacity
control is automatic, but for borderline temperatures capacity can be controlled
manually.
Note: A fully closed suction valve with the compressor running may cause
foaming of the lubricating oil in the crankcase.
i)
Gradually open the compressor suction valve until fully opened

and back seated.
Whilst the compressor is running:

Procedure for Starting the Ventilation System
Check the inlet and outlet pressure gauges.
a)
Check that the air filters are clean.
Check the oil level and oil pressure.
b)
Set the air dampers to the OUTSIDE position.
Check the crankcase for foaming.
Check for gas leakages using the appropriate equipment.
c)
Start the AHU supply fans.
d)
Check that air is flowing to all parts of the accommodation.
Procedure for Shutting Down the Compressor for a Prolonged

Period
If the cooling system is to be shut down for a prolonged period, it is essential to
pump down the system and isolate the refrigerant gas charge in the condenser.
Leaving the system with full refrigerant pressure in the lines increases the
tendency to lose charge through the shaft seal.
a)
Shut the liquid outlet valve on the condenser and the outlet from
the filter.
b)
Run the compressor until the low pressure cut-out operates. The
refrigerant gas will be condensed in the condenser and it will
remain there as the condenser outlet valve is closed.
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 suction pressure remains low and the compressor does
not start again automatically.
d)
Shut the compressor suction and discharge valves.
e)
Stop the condenser cooling water supply by closing the inlet

and outlet valves on the cooling water to the condenser. Drain
the condenser of water.
f)
The compressor discharge valve should be marked closed and

the compressor motor isolated, in order to prevent possible
damage.
Compressor Running Checks
Procedure for Starting the Air Conditioning Compressor

a)
The crankcase heater on the compressor to be used should

be switched on a least 6 to 8 hours prior to starting the
compressor.
b)
Check that the crankcase oil level is correct.
c)
All stop valves in the refrigerant line except the compressor

suction, should be opened and fully back seated to prevent the
pressure in the valve reaching the valve gland.
d)
e)
f)
Check the compressor drive V belt tension and check the

compressor smoothness by manually turning it over.
Purge air completely from the cooling water cycle by opening
the air purger on top of the condenser or the air purging valve
on the pipeline.
Ensure that the low temperature fresh water cooling system is
operational, the condenser inlet and outlet valves are open.
g)
Open the compressor suction valve 1 turn.
h)
Start the compressor on automatic operation. Confirm that it is

running in the correct direction.
The lubricating oil pressure should be checked at least daily.
The oil level in the crankcase should be checked daily.
The suction and discharge pressure should be checked twice per

day.
The temperature of oil, suction and discharge should be checked

twice per day. A twice daily check on motor bearing temperature
should also be kept.
A check should be kept on any undue oil leakage at the shaft

seal.
Procedure for Stopping the Compressor for Short Periods

a)
Close the condenser liquid outlet valve and the outlet from the
filter.
b)
Allow the compressor to pump out the system to the condenser

so that the low level pressure cut-out operates.
c)
Isolate the compressor motor.
d)
Close the compressor suction and discharge valves.
e)
Stop the condenser cooling water pump and close the inlet and
outlet valves on the cooling water to the condenser.
f)
The two air conditioning compressors are capable of being run on either of the
evaporator units, or one compressor on each evaporator, depending on the heat
load. Capacity control is automatic.
a)
Check that the air circulation fans are operating correctly and
that the desired amount of air recirculation is being achieved by
adjusting the damper controls.
b)
Check that the air conditioning compressor system is functioning

correctly if cooling of the air is required.
c)
Check that the steam supply valve is open for heating and
humidifying the air.
Isolate the electrical supply.
CAUTION
If any knocking is heard at the compressor it indicates that liquid is
returning from the evaporator and may cause damage to the compressor
valves. If any knocking is heard, shut the suction valve immediately and
start reopening it more slowly.
Issue: 1
Procedure for Operating the Air Conditioning System
IMO No.9301419

d)
Set the temperature control to give the desired temperature. The

expansion valve to the evaporator will operate to allow gas to
the evaporator coil in order to reduce the air temperature.
e)
Set the humidity level desired. The steam valve will operate as
required to inject steam into the air flow. The humidity level is
measured for the recirculation air entering the air conditioning
unit.
f)
Ensure that the drains from the evaporator unit are working
satisfactorily and that no water is lying in the drain tray.
WARNING
It is essential that no water should be lying in the air conditioning system
as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal, consequences. The drain should be kept clear
and areas where water can lie should be sterilised at frequent intervals.
Shutting Down the Air Conditioning Plant for Maintenance

For instructions on shutting down the air conditioning refrigeration plant for
maintenance, refer to section 2.14.2.
Issue: 1
IMO No.9301419

2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS
Package Air Conditioning Unit for the Engine Control Room

and Engine Room Workshop
Maker:
No. of sets:
Model:
Refrigerant:
Refrigerant charge:
Century Corporation
1 each unit
MP-G5HF3
R404A
5kg
Compressors
Maker:
No. of sets:
Model:
Type:
Danfoss Maneurope
1 each unit
MTZ65-4
Hermetically sealed
to boil off any liquid refrigerant in the compressor and to warm

the lubricating oil.
b)
Valve
W65V
W67V
W66V
W68V
W101V
W102V
Maker:
No. of sets:
Model:
Refrigerant:
Refrigerant charge:
Maker:
No. of sets:
Model:
Type:
Check the set point on the temperature controller is at the

desired value, approximately 23C.
Century Corporation
1 each unit
Water cooled shell and tube
5.44m3/h
e)
Press the FAN pushbutton to start the fan.
Maker:
No. of sets:
Type:
f)
Press the COOL/HEAT pushbutton to start the cooling cycle.
Heater
g)
There are 2 switches for either heating or cooling, select as

required.
Century Corporation
1 each unit
Electric
30kW
h)
Check that the air temperature is reduced to the desired value

after the unit has been operating for a period of time.
i)
Check the unit for vibration and at weekly intervals check the
oil level in the compressor crankcase.
Operation of the Package Air Conditioning Units
Procedure for Stopping the Package Air Conditioning Units

a)
Press the STOP pushbutton.
b)
Close the condenser cooling water inlet and outlet valves.
c)
Turn off the control switch and the main switch.
Danfoss Maneurope
1
MTZ36JG
Hermetically sealed
Condensers
d)
Two identical package air conditioning units are fitted in the engine control
room and a further identical unit is fitted in the engine room workshop in order
to maintain relatively stable temperature and humidity conditions. The engine
control room contains sensitive electronic equipment which requires stable
temperature and humidity conditions for stable operation. The refrigeration
unit is of the direct expansion type with a condenser supplied with cooling
fresh water from the low temperature fresh water system.
Hi Press
1
HIP-3WGE
R404A
3kg
Compressors
Ensure that water circulates through the air conditioning unit.
Introduction
a)
Description
No. 1 ECR ACU cooling water inlet valve
No. 1 ECR ACU cooling water outlet valve
No. 2 ECR ACU cooling water inlet valve
No. 2 ECR ACU cooling water outlet valve
Workshop ACU cooling water inlet valve
Workshop ACU cooling water outlet valve
Package Air Conditioning Unit for the Cargo Control Room
c)
Heater
Maker:
No. of sets:
Type:
Capacity:
Check that cooling FW is circulating and open the FW inlet

valve as per the following table:
Position
Open
Open
Open
Open
Open
Open
Condensers
Maker:
No. of sets:
Type:
Maker:
No. of sets:
Type:
Capacity:
Hi Press
1
Water cooled shell and tube
2.2m3/h
Hi Press
1
Electric
10kW
Introduction
An air conditioning unit is fitted in the cargo control room in order to maintain
relatively stable temperature and humidity conditions. The cargo control room
contains sensitive electronic equipment which requires stable temperature and
humidity conditions for stable operation. The refrigeration unit is of the direct
expansion type with a condenser supplied with cooling fresh water from the
low temperature fresh water system.
Note: Hermetically sealed compressor packages are less prone to gas leakage
than open compressor systems so intervention on the system should be
avoided if possible. Only if the unit is being shut down for a long period of
time should the refrigerant be pumped in to the condenser.
Ensure that electrical power is available for the air conditioning

unit at least 6 hours prior to use to allow the crankcase heater
Issue: 1
IMO No.9301419
Operation of the Package Air Conditioning Unit

a)
Ensure that electrical power is available for the air conditioning

unit at least 6 hours prior to use to allow the crankcase heater
to boil off any liquid refrigerant in the compressor and to warm
the lubricating oil.
b)
Check that cooling FW is circulating and open the FW water

inlet valve as per the following table:
Position
Open
Open
Description
CCR ACU cooling water inlet valve
CCR ACU cooling water outlet valve
Valve
c)
Ensure that water circulates through the air conditioning unit.
d)
Check the set point on the temperature controller is set at the

desired value on the temperature control panel.
e)
Press the START pushbutton to start the fan.
f)
Press the COOL/HEATER pushbutton to start the cooling or

heating as required.
Procedure for Stopping the Package Air Conditioning Unit

a)
Press the STOP pushbutton.
b)
Close the condenser cooling water inlet and outlet valves.
c)
Turn off the control switch and the main switch.
Issue: 1
IMO No.9301419
Illustration 2.14.5a Soiled and Waste Water and Deck Scupper System
Waste Water
(Port)
Sweat
Scupper
Drain
Sewage Discharge
Shore Connection
(Port)
(Stbd)
Funnel
Hospital
Soil
Soil Pipes (S)
Soil
Pipes (P)
Galley Waste Water

(Stbd)
Drain
Waste
Water
BG7V
BG8V
Sweat
Scupper
Drain
Provisions
Refrigeration
Chamber
Engine Room Toilet
P18V
P24V
P5V
P4V
P20V
P23V
P26V
P19V
P25V
P26V
Overflow
P14V
P3V
From Air
Compressor
(Blower)
P21V
15V
From
Fresh Water
Hydrophore
Unit
(32 Persons/Day)
P6V
LAH
P13V
Float Type
Level Guage
LS
LAH
MC
Aeration
Tank No.2
LS
Sewage
Collecting
Tank (23.8m3)
PI
PI
Disinfection Clarification
Tank
Tank
Aeration
Tank No.1
LS
Overflow
LS
LS
Evac Sanitary System

Control Panel
CI
No.2 Sewage Transfer Pump

(15m3/h x 20mth)
P1V
LS
CI
P12V
Sewage Discharge Pump

(10.25m3/h x 20mth)

(15m3/h x 20mth)
PI
From Bilge,
Fire and General
Service Pumps
Key
CI
Sea Water
Fresh Water
P2V
P8V
P7V
Bilge
Holding
Tank (57m3)
P11V
Issue: 1

Control Panel
IMO No.9301419
Bilge
Well
P9V
P10V
Drains
Compressed Air
Sludge

2.14.5 SEWAGE TREATMENT PLANT
Maker:
No. of sets:
Type:
System capacity:
Jonghap Machinery Co. Ltd

1
3 chamber biological, type 2 system
32 persons
Air Blower
Maker:
No. of sets:
Type:
System capacity:
Jonghap
1
Rotary vane
20m3/h at 0.36 bar
Discharge Pump
Maker:
No. of sets:
Type:
Capacity:

2
GHS-3-22
15m3/h at 20mth
Introduction
The sewage treatment plant is of a biological type working on the activated
sludge principal and constructed to meet the rules and regulations in MARPOL
73/78 Annex IV and is approved according to IOM MEPC 2(VI) who specify
the following effluent values:
Suspended solids <50ppm
Coliform bacteria <250/100ml
BOD < 50ppm
The plant is fully automatic and will treat black and grey water without
generation of methane gas.
All waste water from toilets, urinals and the hospital and the grey water from
showers and sinks is led to the sewage collection tank via a vacuum ejector fed
by one of the sewage transfer pumps and is pumped to the sewage treatment
plant by the other sewage transfer pump. The treatment plant is equipped with
2 aeration tanks where oxygen is added to speed up the biological process and
Issue: 1
multiply the build up of bacteria necessary to digest the organic matter in the
waste water. Waste water enters the aeration chamber No.1 where it is aerated
by a diffused discharge line from the air blower and flows from aeration
chamber No.1 to aeration chamber No.2 via a mesh screen which traps any
non-biodegradable material.
Aeration continues in the second chamber and water at the top of that chamber
flows into the settling chamber via a dip pipe to ensure solids are led to the
bottom of the settling chamber.
Part of the surface water in aeration tank No.2 goes to the settling tank by
gravity, and activated sludge very quickly settles in this tank and the cleaned
water on top of the tank floats to the sterilising tank by gravity. To avoid build
up of sludge in the settling tank, activated sludge is pumped back to aeration
tank No.1 when the air blower is running.
The tank is at atmospheric pressure with a vent led to the funnel casing.

1
10.25m3/h at 20mth
Transfer Pumps
Maker:
No. of sets:
Model:
Capacity:
The discharge will normally be from the clean water chamber activated by the
high level switch and stopped when the low level is reached and will discharge
to the sewage collecting tank or overboard or to the port and starboard shore
connections as appropriate. The discharge pump can take suction from any of
the chambers if maintenance or mineral sludge discharge is required.
CAUTION
Discharge overboard must not take place within 12 nautical miles of the
coast.
The sewage treatment plant works automatically once it is set but periodic
attention is required and the unit must be monitored for correct operation.
The sewage collection tank is fitted with level switches which automatically
start and stop the sewage transfer pumps as the tank fills or empties. In
the event of a failure of the upper (start) switch or the pumps the tank will
overflow to the bilge holding tank.
Under special circumstances both black and grey waste water can be fed
directly overboard.
Note: Rules governing the discharge of raw sewage must be complied
with at all times and the discharge of raw sewage overboard must only be
contemplated should the sewage plant be unserviceable. The bacterial action
requires a regular supply of raw sewage and the discharge of raw sewage
overboard can impair effective bacterial action.
The plant requires a throughput of raw sewage in order to keep the bacteria
active. If there is no sewage flow for a prolonged period the bacteria will
become inactive and operation of the plant subsequently impaired. When raw
sewage supply is resumed it may take some days before full bacterial activity
IMO No.9301419
is restored and this can result in imperfect treatment and the discharge of
untreated sewage.
Disinfectant material must never be used for cleaning lavatory pans or urinals
as this kills the bacteria which are essential for satisfactory operation of the
sewage treatment plant.
The sewage treatment plant discharge pump normally takes suction from the
chlorine contact compartment but valves on the other compartments allow
those compartments to be pumped out if necessary. There is also a connection
from the fire and general service pumps which allow for the flushing of the
sewage treatment plant and its pipework.
All of the sewage collecting lines flow to the sewage collecting tank via the
vacuum line except for the hospital grey water line which has a direct inlet
to the disinfection tank (chlorination compartment) of the sewage treatment
plant.
Treated or untreated sewage may also be pumped to the shore discharge
connections on the port and starboard sides of the ship. The discharge pump is
used for this purpose and the pump is operated in HAND mode.
Procedure for Operating the Sewage Treatment Plant

The description assumes that one sewage transfer pump is in use on the
ejector and the other in use to pump sewage to the sewage treatment plant.
The pumps operate automatically, being controlled by the vacuum in the
collecting line from the lavatory bowls and the level in the sewage collecting
tank respectively
Sewage Collecting Tank
Select one of the pumps on the sewage collecting tank to be used as the vacuum
pump and the other to be used as the discharge pump.
Position
Open
Open
Open
Open
Open
Open
Closed
Closed
Open
Closed
Description
Line valve from starboard soil pipes
Line valve from port soil pipes
Transfer pump No.1 suction valve
Transfer pump No.2 suction valve
Transfer pump No.1 discharge valve to ejector
Transfer pump No.2 discharge valve to treatment
plant
Discharge valve to overboard line
Overboard discharge isolating valve
Discharge valve to sewage treatment plant
Discharge valve to bilge holding tank
Valve
P20V
P19V
P13V
P7V
P14V
P11V
Illustration 2.14.5a Soiled and Waste Water and Deck Scupper System
Waste Water
(Port)
Sweat
Scupper
Drain
Sewage Discharge
Shore Connection
(Port)
(Stbd)
Funnel
Hospital
Soil
Soil Pipes (S)
Soil
Pipes (P)
Galley Waste Water

(Stbd)
Drain
Waste
Water
BG7V
BG8V
Sweat
Scupper
Drain
Provisions
Refrigeration
Chamber
Engine Room Toilet
P18V
P24V
P5V
P4V
P20V
P23V
P26V
P19V
P25V
P26V
Overflow
P14V
P3V
From Air
Compressor
(Blower)
P21V
15V
From
Fresh Water
Hydrophore
Unit
(32 Persons/Day)
P6V
LAH
P13V
Float Type
Level Guage
LS
LAH
MC
Aeration
Tank No.2
LS
Sewage
Collecting
Tank (23.8m3)
PI
PI
Disinfection Clarification
Tank
Tank
Aeration
Tank No.1
LS
Overflow
LS
LS
Evac Sanitary System

Control Panel
CI

(15m3/h x 20mth)
P1V
LS
CI
P12V
Sewage Discharge Pump

(10.25m3/h x 20mth)

(15m3/h x 20mth)
PI
From Bilge,
Fire and General
Service Pumps
Key
CI
Sea Water
Fresh Water
P2V
P8V
P7V
Bilge
Holding
Tank (57m3)
P11V
Issue: 1

Control Panel
IMO No.9301419
Bilge
Well
P9V
P10V
Drains
Compressed Air
Sludge

Position
Open
Close
Close
Close
Close
Close
Open
Closed
Closed
Closed
Closed
Open
Description
Sewage plant discharge pump suction valve from
clarification tank
aeration tank No.1
aeration tank No.2
disinfection tank
Sea water supply valve from sea water system to the
sewage treatment unit
Sea water supply valve from sea water system to the
sewage collecting tank
Sewage plant discharge pump discharge valve
Discharge line isolating valve to overboard line
Discharge line isolating valve to shore connections
Port shore connection isolating valve
Starboard shore connection isolating valve
Inlet valve from transfer pump
Valve
P23V
Note: The number of tablets may need to be adjusted depending upon the
use of the sewage plant.
g)
Check that the blowers and the discharge pump are operating
correctly.
Daily Checks
P1V
P12V
P2V
P3V
P4V
BG8V
BG7V
P15V
a)
Switch the sewage collecting tank discharge pump to AUTO

operation. This pump will operate in response to the level
switches in the sewage collecting tank and discharge the
contents of the tank to the sewage treatment plant.
b)
Switch the sewage collecting tank vacuum pump to AUTO

operation. This pump will operate in response to the vacuum in
the vacuum manifold.
c)
The sewage treatment unit should be initially filled with water

and activated sludge added if it has been emptied for any reason
or when commissioning the plant for the first time. This will not
be required when the unit has been operating previously but the
description is included for completeness.
d)
Turn on the main switch for the sewage treatment plant and
turn the control switches of the discharge pump and the blower
to the AUTO position.
e)
The sewage treatment plant will operate automatically with the

compressor supplying air as required and the discharge pump will
operate in response to the level switches to empty the contents
of the disinfection tank (chlorine contact compartment).
f)
Check that there are sufficient chlorine tablets in the tank.
Issue: 1
Check that the sludge is being returned to the activation compartment from
the settling compartment through the observation pipe provided, and that the
discharge pump and the air blower are working. Check that the chlorine dosing
unit is functioning correctly.
Check the operation of the air lift and the air diffusers through the compartment
portholes.
Monthly Checks
Check that air flows are correct and that compartment vents are clear. Clean
the blower suction strainer.
IMO No.9301419
Illustration 2.14.6a Incinerator System

From Sludge Pump
LAH
MC
From Incinerator
Marine Diesel Oil
Overflow Tank
299V

Settling Tank
(1.5m3)
LS
296V

(6.0m3/h x3kg/cm2)
To
Marine Diesel Oil
Settling Tank
Incinerator
(0.4m3)
PI
298V
10V
11V
293V
295V
12V
Marine Diesel Oil

Storage Tank
CI
14V
To Heavy Fuel Oil

Transfer Pump
Key
Fuel Oil
Marine Diesel Oil
9V
13V
Steam Tracing
Electrical Signal
To Heavy Fuel Oil

Transfer Pump
291V
TS
LS
LS
TS
305V

Service Tank
(1.0m3)
Diesel Oil Pump

(17 litres/h)
304V
297V
PI
292V
294V
Mill Pump
(26m3/h x 0.4 bar)
CI
PI
S
S
PI
306V
302V
Waste Oil Pump
(33/174 litres/h at 72/483 rpm)
301V
303V
7kg/cm2 Air Supply
Primary
Combustion
Chamber
Secondary
Combustion
Chamber
Incinerator
(300,000 kcal/h)
From
Oil Mist Chamber
307V
Issue: 1
To Oily Bilge Tank
IMO No.9301419

2.14.6 INCINERATOR AND GARBAGE DISPOSAL
Incinerator
Maker:
Type:
Solid waste capacity:
Liquid waste capacity:
Energy:
Hyundai-Atlas
Maxi 100SL-1 WS
100kg/h
59kg/h
300,000kcals/h
Diesel Oil Pump (PU1)

Maker:
No. of sets:
Type:
Capacity:
Hyundai-Atlas
1
BPF 21L5
17 litres/h
Waste Oil Pump (PU3)

Maker:
No. of sets:
Model:
Capacity:

1
MD012-12
26/137 litres/h at 72/380 rpm
Mill Pump (PU5)

Maker:
Model:
Capacity:
Hyundai Marine Machinery

PU-5 centrifugal milling
26m3/h at 0.4 bar
Introduction
The incinerator is designed for the disposal of solid waste and combustible
liquid and sludge waste with an acceptable environmental exhaust gas
discharge limits in accordance with Annex V of MARPOL 73/78. To achieve
this standard the incinerator operates at temperatures up to 950C.
The incinerator comprises a primary combustion chamber for burning sludge/
oil and solid waste and a secondary combustion chamber for burning exhaust
gases that had not fully combusted in the primary chamber.
The combustion chamber is fitted with a loading door, to admit garbage, and a
cleaning door to allow removal of ash and slag when incineration is completed.
The doors are interlocked and may only be opened when the incinerator
primary combustion chamber temperature is below 145C.
Issue: 1
Flue gas from the incinerator is vented via the exhaust ducting/funnel to the
atmosphere. A flue gas damper is mounted in the ducting above the incinerator.
The damper will usually be fully open unless natural draught conditions
create a negative pressure in the chamber. A primary blower provides forced
combustion air to the primary combustion chamber and there are also air inlet
nozzles located low down in the primary combustion chamber for the supply
of combustion air.
Procedure for Operating the Incinerator on the Solid Waste

Program
a)
Ensure that the control panel switch is turned to the SLUDGE

OFF position.
b)
Check that the air nozzle holes in the refractory lining are clear
by viewing through the sight glass.
c)
Check that the refractory lining is in good condition.
d)
Activate the main switch on the control panel.
The unit is provided with its own MDO service tank, which can be filled from
the MDO purifier. The incinerators own fuel oil pump takes suction from
the incinerator MDO service tank and supplies the burner unit. The waste oil
burner employs compressed air atomising with compressed air being supplied
from the general service air system.
e)
Fill the primary combustion chamber with a maximum of 8kg

of solid waste and close the feeding door; the waste charge must
not exceed the prescribed limit.
f)
Reset the alarm lamps on the pushbutton RESET ALARM.
Control of the incinerator, the diesel oil pump, waste oil circulating pump
and primary combustion air fan are from the local control panel. Provision is
made for local indications of flue gas and combustion chamber temperatures,
together with a flue gas high temperature alarm.
g)
Ensure that all the lamps are operational by pressing the button
LAMP TEST.
h)
Start the incinerator by means of the switch INCINERATOR.

The incinerator will now start automatically by activating the
primary burner in the primary combustion chamber and it will
raise the temperature to the operating level within the range
850C - 950C. The diesel oil burner will operate to maintain
the temperature within that range.
An incinerator waste oil tank is supplied with waste oil from the incinerator
waste oil settling tank which is filled using the sludge pump and is fitted with
a steam heating coil and a facility to recirculate the oil. The lines between the
waste oil tank and the incinerator are lagged and steam trace heated.
Procedure for Preparing for Operation of the Incinerator

a)
Check that there is an electrical supply to the incinerator and

that the main control panel is operational.
b)
Check that there is a compressed air supply available from the

service air system.
c)
Set the valves as in the following table:
Position
Open
Open
Closed
Open
Closed
Open
Description
Incinerator diesel oil tank outlet valve
Waste oil tank outlet valve
Milling pump supply valve to incinerator
Milling pump return valve to waste oil tank
Waste oil supply valve to primary burner
Air supply valve to incinerator
Valve
F101V
F106V
F139V
F138V
F107V
A55V
d)
Check that there are no obstructions for air admission to the

primary blower as well as to the flue gas outlet.
e)
The incinerator is now ready for operation.
IMO No.9301419
Note: If the flame in the incinerator goes out, the incinerator must be reset
by pressing RESET FLAME FAILURE BURNER.
Procedure for Operating the Incinerator on the Sludge

Program
a)
Ensure that the control panel switch is turned to the SLUDGE

ON position.
b)
Before start up of the incinerator, follow the instructions given

in steps b) to d) and f) to h) in the procedure for operating the
incinerator on the solid waste programme above. The primary
burner in the primary combustion chamber will be activated.
After a preheating period of 13 minutes the sludge burner will
start automatically and operates within the set points 850C 950C.
Illustration 2.14.6a Incinerator System

From Sludge Pump
LAH
MC
From Incinerator
Marine Diesel Oil
Overflow Tank
299V

Settling Tank
(1.5m3)
LS
296V

(6.0m3/h x3kg/cm2)
To
Marine Diesel Oil
Settling Tank
Incinerator
(0.4m3)
PI
298V
CI
10V
11V
293V
12V
295V
Marine Diesel Oil

Storage Tank
14V
To Heavy Fuel Oil

Transfer Pump
Key
Fuel Oil
Marine Diesel Oil
9V
13V
Steam Tracing
Electrical Signal
To Heavy Fuel Oil

Transfer Pump
291V
TS
LS
LS
TS
305V

Service Tank
(1.0m3)
Diesel Oil Pump

(17 litres/h)
304V
297V
PI
292V
294V
Mill Pump
(26m3/h x 0.4 bar)
CI
PI
S
S
PI
306V
302V
Waste Oil Pump
(33/174 litres/h at 72/483 rpm)
301V
303V
7kg/cm2 Air Supply
Primary
Combustion
Chamber
Secondary
Combustion
Chamber
Incinerator
(300,000 kcal/h)
From
Oil Mist Chamber
307V
Issue: 1
To Oily Bilge Tank
IMO No.9301419

Note: If the DELAY PRIMARY BURNER is switched to the automatic
position (AUT), the primary burner will operate for 25 seconds to ignite
the sludge burner automatically. If the DELAY PRIMARY BURNER is
switched to the manual position (MAN) the primary burner operates all of
the time together with the sludge burner.
Care of the Primary Combustion Chamber
Glass, bottles and other materials which may not burn must not
be put into the primary combustion chamber.
Wet solid waste must not be put into the primary combustion
chamber more than one hour before starting the incinerator.
Adding Solid Waste to the Incinerator

Before adding a new charge of solid waste a check must be made to ensure
that the incinerator is ready to receive more waste by looking through the sight
glass. Additional solid waste can only be added when the primary combustion
chamber has cooled and the temperature interlock on the feeding door has been
released. The feeding door is blocked when the primary combustion chamber
temperature is above 145C.
Procedure for Stopping the Incinerator

a)
b)
c)
Activate the switch INCINERATOR STOP. This automatically

switches the incinerator to the cooling programme.
When the temperature in the incinerator drops to below 145C,
the incinerator cooling programme stops automatically.
When the incinerator has stopped, switch off the main switch on
the control panel.
Abnormal Start-up and Operation of Incinerator

a)
b)
c)
If oscillating combustion occurs at start-up of the incinerator,

the incinerator must be stopped immediately by activating the
switch INCINERATOR STOP on the control panel.
If there are any problems during start-up and operation, the
incinerator must be stopped immediately by activating the
INCINERATOR STOP switch.
The reason for the abnormal start-up/operation of the incinerator
must be investigated immediately with the help of the
troubleshooting section in the incinerator instruction manual.
Issue: 1
Alarms and Trips

The following incinerator conditions trip the incinerator or prevent it from
starting, and produce an alarm:
Power source failure
Flame failure
Flue gas temperature high
Combustion chamber temperature high
Fan motor trip
Waste oil pump motor trip
When burning material with high calorific value with explosionlike combustion, e.g. plastic, the maximum charge must not
exceed 3kg.
Low combustion air pressure
Low combustion chamber negative pressure
Low atomising air pressure
DO NOT overload the incinerator with waste, maximum

300,000kcal per charge of 20% of the volume of the primary
combustion chamber. The maximum load per charge of class II
solid waste must not exceed 250 litres.
Feeding door open
Pre-purge not complete
Waste oil tank low level
The feeding door must not be opened unless there is a minimum

of 10mm (water gauge) vacuum in the combustion chamber as
shown on the U-tube manometer.
Waste oil tank high temperature
Waste oil tank low temperature
The flue gas uptake damper is set initially and should not be
tampered with. However, excess draught can cause erratic
combustion and increase the heating up time and it may be
necessary to adjust the flue damper to correct erratic combustion
if it is due to the air supply and not to the fuel burner.
The following waste oil tank conditions produce an alarm:
Removal of slag must be undertaken carefully. Do not knock or

hammer on the sides of the primary combustion chamber. The
main switch must be turned on to open the door.
When burning oil-containing materials, such as filter cartridges,

oily cotton waste and scrapings from the centrifuges, do not
put more than 5 litres per charge into the primary combustion
chamber.
Low waste oil tank level
High waste oil tank temperature
Low waste oil tank temperature
Milling pump motor overload
Waste oil tank high level
WARNING
DO NOT put explosive materials, closed containers or aerosols into the
combustion chamber, as the chamber is not a pressure chamber and is
not designed to withstand the pressure surge that would ensue.
IMO No.9301419
2.15 Inert Gas System

2.15.1
Inert Gas System Description
2.15.2 Operation of the Main System

2.15.3 Top-Up Generator (TUG)
Illustrations
2.15.1a Inert Gas on Deck
2.15.2a Inert Gas System
2.15.3a Inert Gas System Engine Control Room Control Panel
Illustration 2.15.1a Inert Gas on Deck
High Velocity Pressure/Vacuum Valve
High Velocity
Pressure
Valve
Deck
To Gas Sampling System
Lifting
Gear
Lever
IG36
Pressure
Minimum
2000mm
Minimum
2500mm
IG35
Steam In
1/2"
Vacuum
Valve
Vapour Emission Shore Connection
IG34
18"
Presentation
Flange With
Blank Flange
Ladder
IG32
Sea Water
Supply From
Engine Room
Steam
Return
HC273
HC271
IG39
IG37
OD356
IG31
To Inert
Gas Main
Upper
Red
100mm
Steam Out
Vacuum
Minimum
1500mm
IG40
IG33
Diameter
1" Length
Stud
Yellow
800mm
Red
100mm
1000mm
500mm
Baffle
Plate
Deck
BAD48
Vent Riser
Steam Supply
IG38
Sprinkler Deluge
Water System
Deck
Pump Room
To
Water
Ballast System
Water
Supply
Flame
Screen
Access
Platform
Key
Sea Water
Hydraulic oil
Inert Gas
Steam
Height
Minimum
6000mm
Condensate
Ladder
Upper Deck
Issue: 1
IMO No.9301419
Baffle
Plate

2.15 INERT GAS SYSTEM
2.15.1 INERT GAS SYSTEM DESCRIPTION
Inert Gas System
Maker:
Type:
No. of sets:
Capacity:
Delivery pressure:
Kangrim
Flue gas and top up generator
1
9,375m3/h
0.1 bar
Inert Gas Generator

Maker:
Type:
No. of sets:
Capacity:
Delivery pressure:
Cooling water:
Kangrim
GIN 500 - 0.1
1
500m3/h
0.1 bar
42m3/h
Inert Gas Scrubber Sea Water Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Shin Shin
1
D125VID1
170m3/h at 50 mth
O2 Analyser
Maker:
Model:
Range:
Servomex
Xendos 1800
0 - 25%
Deck Water Seal Pump

Maker:
No. of sets:
Type:
Model:
Capacity:
Shin Shin
2
SHC40B
5m3/h at 50 mth
Inert Gas Composition
Oxygen (O2)
2-4% by volume
Carbon dioxide (CO2)
14% by volume
Carbon monoxide (CO)
500 ppm maximum
Sulphur oxides (SOx)
50 ppm maximum
Nitrogen (N2)
Balance
Soot
None
Introduction
The inert gas (IG) system generates and distributes IG which is mainly a
mixture of nitrogen and carbon dioxide to the cargo and slop tanks. The IG
blankets the tanks at a slightly positive pressure in order to prevent the ingress
of atmospheric air. The system is also used to distribute fresh air to cargo tanks,
cargo pipes and slop tanks when gas freeing for inspection or maintenance
purposes is required.
Inert gas is mainly produced from the auxiliary boilers exhaust gas which
passes through a quench cooler and a scrubber where it is cooled and cleaned
before passing to the inert gas blowers and to the deck seal.
Inert Gas Blower Fans

Maker:
Type:
No. of sets:
Motor:
Kangrim
KB23
2
127kW
Combustion Air Blower Fan

Maker:
Type:
No. of sets:
Capacity:
Kangrim
KR01
1
500m3/h
Topping Up Generator for Inert Gas

Maker:
No. of sets:
Type:
Kangrim
1
KT01
Scrubber Tower
Maker:
No. of sets:
Type:
Issue: 1
WARNING
Inert gas is an asphyxiant due to the low level of oxygen. An oxygen
deficient atmosphere will have the following effects:
Oxygen
Effects and Symptoms
Content
Decreased ability to work strenuously. Co-ordination
15-19%
impairment begins.
Respiration increases with exertion. Pulse rate
12-14%
increases. Co-ordination is impaired. Judgement is
affected.
Respiration increases further. Loss of judgement
10-12%
increases lips become cyanosed. Nausea and vomiting
commences.
Mental failure, fainting and unconsciousness are
8-10%
experienced. Face becomes grey, lips very cyanosed.
8 minutes exposure 100% mortality; 6 minutes
6-8%
50% mortality; 4 minutes or less high likelihood of
recovery with treatment.
Coma within a minute, convulsions, respiratory
4-6%
failure, death.
In addition there is a small top-up generator (TUG) which is capable of

producing IG at a rate of 500m3/h produced by a combustion process in the
TUG where marine diesel oil (MDO) is burnt.
The system is used during:
Cargo oil unloading.
Purging the AUS vacuum pump and lines during discharge

operations when the AUS is in line.
Hydrocarbon gas purging.
Tank cleaning.
Crude oil washing.
Emergency inerting from deck of the ballast tanks via a

dedicated flexible hose.
The system offers additional flexibility for inerting and purging the ballast
tanks, by the IG main connecting into the ballast main piping via a spectacle
blank on deck before the IG block valve to the ballast line.
Control Panels
There are inert gas control panels in the CCR, in the ECR and locally at the
TUG. Start and stop of the flue gas system can only be made from the ECR.
Kangrim
1
KS04 / Fin 9,375-01
IMO No.9301419
Illustration 2.15.1a Inert Gas on Deck
High Velocity
Pressure
Valve
Deck
To Gas Sampling System
Lifting
Gear
Lever
IG36
Pressure
Minimum
2000mm
Minimum
2500mm
IG35
Steam In
1/2"
Vacuum
Valve
18"
Presentation
Flange With
Blank Flange
Ladder
Sea Water
Supply From
Engine Room
Steam
Return
HC273
HC271
IG39
IG37
OD356
IG31
To Inert
Gas Main
Upper
Red
100mm
Vapour Emission Shore Connection
IG34
IG32
Yellow
800mm
Red
100mm
Steam Out
Vacuum
Minimum
1500mm
IG40
IG33
Diameter
1" Length
Stud
1000mm
500mm
Baffle
Plate
Deck
BAD48
Vent Riser
Steam Supply
IG38
Sprinkler Deluge
Water System
Deck
Pump Room
To
Water
Ballast System
Water
Supply
Flame
Screen
Access
Platform
Key
Sea Water
Hydraulic oil
Inert Gas
Steam
Height
Minimum
6000mm
Condensate
Ladder
Upper Deck
Issue: 1
IMO No.9301419
Baffle
Plate
Scrubber
The main scrubber tower comprises an initial quench cooler which is supplied
with sea water from the scrubber pump or the fire and general service pump in
the event that the scrubber pump is not available to cool the exhaust gas. The
gas then rises through a material pack where it is further cooled and cleaned
by a water spray. Finally it leaves the scrubber tower via a demister which
separates the water from the gas. The TUG incorporates its own scrubber to
cool, clean and dry the IG. The sea water for the TUG is also supplied from the
scrubber pump or the fire and general service pump.
Deck Water Seal
Before passing to the inert gas distribution on deck, the IG flows through a
deck water seal. The purpose of the deck water seal is to prevent the back flow
of hydrocarbon gases from the cargo and slop tanks via the inert gas system
into the engine room.
Operation of the Deck Water Seal
When the inert gas generating plant is shut down the deck water seal maintains
a steady level. Whilst the IGG is running the pressure created by the inert gas
forces the water out of the inner chamber into the outer chamber allowing the
IG to flow to the cargo tanks. When the IGG is stopped, the pressure from the
cargo tanks is slightly greater than atmospheric and forces the water from the
outer chamber into the inner chamber where it rises to a level that equals that
created by the gas pressure from the cargo tanks.
Pressure Vacuum Breaker
A pressure vacuum (PV) breaker provides the ultimate over pressure and under
pressure protection of the cargo tanks. The pressure vacuum breaker is a liquid
mixture of 50% water and 50% glycol and is open to atmosphere via a vent.
The height and density of the liquid within the breaker determines the pressure
at which inert gas will be vented or at which atmospheric air will be drawn
in.
Oxygen Analyser
A fixed oxygen content meter to monitor the gas being supplied to the inert gas
main from the main flue gas system and the TUG is supplied complete with
calibration arrangements. It is located on the A deck level in the engine room.
Prior to cargo discharge operations or the purging of tanks, the oxygen analyser
must be calibrated and the results recorded. The oxygen analyser signal is
distributed to the main IG control panel in the ECR, in the CCR and locally.
Issue: 1
IMO No.9301419

Illustration 2.15.2a Inert Gas System
From Compressed
Air System

Exhaust Gas Uptake
Receiver
Transmitter
Unit
Unit
From Fresh
Water Hydrophore
Unit
Fresh Air Intake

with Limit Switch LS
(Outside Engine Room)
To
Funnel
10V
12V
13V
30V
15V
LS
1122V
From 6kg/cm2
Steam
From No.2 Forced

Draught Fan
Scrubber
Cooling Sea
Water Pump
From Sea
Water
System
1141V
From Blower for
Smoke Density
Equipment
From Deck
Transmitter
14V
PS PI
PS
Scrubber
26V
PS
LS
19V
4V
TI
MC
LS
From No.1 Forced

Draught Fan
LS TI
LS
3V
6051V
6021V
Demister
PI
18V
6053V
PI
29V
Bleed
TI
CC
TX
LS
TS PI
No.2 Blower
1132V
6811V

Exhaust Gas Uptake
Transmitter
Receiver
Unit
Unit
Packing
Material
6816V
6061V
7V 6820V
O2
Analyser
To
Deck
Seal
6041V
Outside
Engine
Room
21V
FM
25V
28V
27V
1131V
Quench
Cooler
LS
No.1 Blower
6801V
6806V
P/C
7057V
6V
5513V
PI
N2
&
O2
S
S
PI
Key
PI
Ballast Water
PI
Hydraulic Oil
urner
Silencer
Silencer
/Filter
PI PS PS
L
TS
PS
Demister
UV
Detector
H
H
9V
To
Deck
Seal
PI
LS
Combustion
Chamber
LS
To Oily Bilge Tank

TI
LS
6071V
Delivery Valve
UV
Detector
LS
20V
24V
PI
Ignition
Transformer
Combustion Air
Blower
Electrical Signal
All System Valves are Prefixed 'I'
Main B
Air
6kg/cm2 Steam
urner
Topping-up
Inert Gas Generator
(500m3/h)
TI
Pilot B
TS
Marine Diesel Oil
Exhaust Gas
LS
TI
Inert Gas
Fresh Water
7056V
17V 6810V
Set 6-7kg/cm2
To/From
Marine
Diesel Oil
Service Tank
Issue: 1
AC
LS TI
LS
1102V
From Blower for
Smoke Density
Equipment
6031V
Purge Valve
Outside
Engine
Room
PS
PS
Remote Manual
Hydraulic Controller
(3rd Deck)
From Inert Gas

Deck Seal Sea
Water Pump
PI
23V
IMO No.9301419
11V
LS
2411V
To Oily Bilge Tank
F5V

2.15.2 OPERATION OF THE MAIN SYSTEM
CAUTION
To prevent damage to the blowers, before each start the blower inspection
covers should be removed to confirm that there is no water standing in
the casing and then replaced.
The inert gas system main control panel is situated in the ECR and contains
the controls for both the main gas system and the top up generator. This panel
contains the programmable controller pushbuttons etc, which take care of the
start/stop/alarm functions and the running mode. On the front of the panel
the system is represented in the form of a mimic diagram, with appropriate
indications and pushbuttons. The panel also contains an indicator unit for IG
main pressure on the deck lines and the IG O2% content.
A sub-panel in the cargo control room contains indication for inert gas pressure,
oxygen content and alarm indicators.
All Valves are Prefixed I Unless Otherwise Stated

Position
Open
Open
Closed
Open
Open
Closed
Closed
Closed
Closed
Open
Procedure for Operating the Inert Gas System

Starting at the Engine Control Room using the Boiler Gas Uptake
Open
a)
Turn the FLUE GAS SELECT switch to the ECR position.
Open
b)
Turn the SYSTEM SELECT switch to the INERT GAS MODE

position.
Open
c)
Press the START pushbutton for the deck seal pump to be used,
either No.1 or No.2, and place the other pump on standby.
d)
Ensure that the scrubber sea water supply pump suction,

discharge and the scrubber overboard discharge valve in the
engine room are opened. Press the START pushbutton for the
scrubber pump.
e)
At the boiler monitoring panel change the BOILER FIRING set

point to HIGH and click on the FORCE INERT GAS button.
Wait for the boiler operating pressure to rise to

f)
16kg/cm2.
Meanwhile start one of the COPT cooling sea water pumps and
one of the COPT condenser condensate pumps. Open the steam
to the air ejectors.
Open
Closed
Open
Open
Open
Operational
Operational
Closed
Closed
Closed
Closed
g)
Turn the UPTAKE VALVE SELECT switch to either the

position 1 or 2, depending on which boiler is in use.
h)
Issue: 1
Operational
Operational
Description
Inert gas cooling scrubber pump suction valve
Inert gas cooling scrubber pump discharge
valve
Sea water supply from bilge, fire and GS
pump
Sea water supply valve to scrubber tower
Effluent overboard discharge valve
Sea water drain valve from the main scrubber
tower
Sea water supply valve to the TUG
Sea water outlet valve from the TUG
Sea water scrubber tower filling valve from
deck seal pump
Compressed air isolating valve to the inert gas
line isolating valve and the line bleed valves
Compressed air isolating valve to the inert gas
dump valve
Compressed air isolating valve to the O2
analyser unit
Compressed air isolating valve to exhaust gas
isolating valves
Compressed air isolating valve to the blower
outlet valves
Compressed air drain valve
Deck seal inlet filling valve from deck seal
pump
Fresh water flushing valve to No.1 blower
Fresh water flushing valve to No.2 blower
Fresh water flushing solenoid valve to No.1
blower
Fresh water manual solenoid flushing valve to
No.2 blower
Steam blow valve to No.1 exhaust gas uptake
Steam blow valve to No.2 exhaust gas uptake
Air supply valve from No.1 forced draught
fan
Air supply valve from No.2 forced draught
fan
Forced draught air isolating valve
No.2 exhaust gas uptake exhaust gas isolating
valve
IMO No.9301419
Valve
S33V
S34V
S39V
19V
5V
5513V
18V
23V
6V
10V
Position
Description
Valve
Operational No.2 exhaust gas uptake exhaust gas isolating 1122V
valve
Open
No.1 blower inert gas inlet valve
6801V
Open
No.2 blower inert gas inlet valve
6811V
Operational No.1 blower inert gas outlet valve
6806V
Operational No.2 blower inert gas outlet valve
6816V
Operational Inert gas deck line valve
6041V
Operational Inert gas vent valve
6021V
i)
Turn the FLUE GAS MODE switch to 1, the FLUE GAS

INERTING position.
j)
Turn the BLOWER SELECT switch to either position 1 or 2,

depending on which blower is to be used.
k)
Turn the FLUE GAS SYSTEM switch to position 2 START

(PULSE) to start the blower, then immediately to position 1
RUNNING.
l)
Ensuring that a sample flow of inert gas is flowing through the

oxygen content meter by adjusting the flow meter to 2.5 on the
scale.
12V
13V
14V
15V
m) Wait for the oxygen content reading to reach 4.5% on the dial,
adjust the fuel/air ratio on the boiler accordingly.
26V
9V
n)
17V
7V
6801V
Turn the INERT GAS OR AIR TO DECK switch to position 2

START (PULSE), then immediately to position 1 RUNNING.
When the oxygen level is within limits, the deck valve 6041V will open and
the vent valve 6021 will close. If the oxygen level or cargo tank pressure rises
to above the preset range, the purge valve 6021V will open and the deck valve
6041 will close.
6820V
Stopping
1131V
1141V
3V
a)
Turn the INERT GAS OR AIR TO DECK switch on the control

panel to the OFF position 0.
b)
Check that the exhaust/vent valve I6201 is indicating OPEN

and the delivery valve I6041V indicate CLOSED on the mimic
panel.
c)
Switch the FLUE GAS SYSTEM switch to position 0, STOP.
4V
1132V
1102V

Illustration 2.15.2a Inert Gas System
From Compressed
Air System

Exhaust Gas Uptake
Receiver
Transmitter
Unit
Unit
From Fresh
Water Hydrophore
Unit
Fresh Air Intake

with Limit Switch LS
(Outside Engine Room)
To
Funnel
10V
12V
13V
30V
15V
LS
1122V
From 6kg/cm2
Steam
From No.2 Forced

Draught Fan
Scrubber
Cooling Sea
Water Pump
From Sea
Water
System
1141V
From Blower for
Smoke Density
Equipment
From Deck
Transmitter
14V
PS PI
PS
Scrubber
26V
PS
LS
19V
4V
TI
MC
LS
From No.1 Forced

Draught Fan
LS TI
LS
3V
6051V
6021V
Demister
PI
18V
6053V
PI
29V
Bleed
TI
CC
TX
LS
TS PI
No.2 Blower
1132V
6811V

Exhaust Gas Uptake
Transmitter
Receiver
Unit
Unit
Packing
Material
6816V
6061V
7V 6820V
O2
Analyser
To
Deck
Seal
6041V
Outside
Engine
Room
21V
FM
25V
28V
27V
1131V
Quench
Cooler
LS
No.1 Blower
6801V
6806V
P/C
7057V
6V
5513V
PI
N2
&
O2
S
S
PI
Key
PI
Ballast Water
PI
Hydraulic Oil
Silencer
Silencer
/Filter
PI PS PS
L
TS
urner
urner
PS
Demister
UV
Detector
9V
To
Deck
Seal
PI
LS
Combustion
Chamber
LS
To Oily Bilge Tank

TI
LS
6071V
Delivery Valve
UV
Detector
LS
20V
24V
PI
Ignition
Transformer
Combustion Air
Blower
Electrical Signal
All System Valves are Prefixed 'I'
Main B
Air
6kg/cm2 Steam
TI
Pilot B
TS
Topping-up
Inert Gas Generator
(500m3/h)
Marine Diesel Oil
Exhaust Gas
LS
TI
Inert Gas
Fresh Water
7056V
17V 6810V
Set 6-7kg/cm2
To/From
Marine
Diesel Oil
Service Tank
Issue: 1
AC
LS TI
LS
1102V
From Blower for
Smoke Density
Equipment
6031V
Purge Valve
Outside
Engine
Room
PS
PS
Remote Manual
Hydraulic Controller
(3rd Deck)
From Inert Gas

Deck Seal Sea
Water Pump
PI
23V
IMO No.9301419
11V
LS
2411V
To Oily Bilge Tank
F5V

The IG blowers are fitted with an automatic water washing system which will
be initiated 30 seconds after the blowers have been stopped and continue for
approximately 20 minutes.
During the water washing phase, ensure that the washing indicator on the IG
main control panel indicates that the solenoid valve has opened and that the
indicator light returns to the shut position at the end of the timed sequence.
d)
On the boiler monitoring panel, click on the FORCED INERT

GAS button and the LOW FIRING button to change the boiler
back to normal operating mode.
e)
Close the uptake valve by turning the switch to position 0.
f)
After 20 minutes stop the IGS scrubber SW pump.
CAUTION
Washing the impeller while the fan is running may result in serious
damage to the unit.
g)
Close the steam valves on the air ejector.
h)
Once the COPT condenser has cooled stop the cooling SW

pump and the condensate pump.
Capacity and Deck Main Pressure Control

The flow control and deck main pressure are maintained by the controller on
the CCR control console. The signal from the controller automatically operates
the vent and deck main control valves. When the set point of the capacity or
the deck main pressure has been reached, the control valve will partially close
to maintain the set point. To maintain a flow through the system and prevent
the fans overheating, the vent valve will open correspondingly.
High IG outlet temperature from blower - (65C)
Low sea water supply pressure to the scrubber - flue gas
Low sea water supply pressure to the deck seal reservoir

The following conditions give indication in the alarm system and opening of
the vent to atmosphere and closing of the main discharge line valve:
High gas pressure in deck main line
High oxygen content, vent to atmosphere will open - (5%)
The following condition gives an indication in the alarm system and a

shutdown signal to the cargo pumps:
Low low deck IG pressure:
100mmWG
O2 Analyser
Type:
Range:
Servomex xendos 1800

0 - 25% oxygen
The analyser is a microprocessor-based electronic unit for the continuous

monitoring of the oxygen levels in the inert gas generator outlet.
The gas sample continuously flows through the analyser sensor because of the
higher pressure in the inert gas system. This ensures that the oxygen content
is continuously measured. The analyser has a 4-20mA output signal which is
proportional to the oxygen content and this signal is the input signal to the O2
indicator on the control panel. Adjustment of the alarm set points can be made
via the membrane keys on the unit front.
When the instrument is first switched on, the upper and lower displays are
illuminated for approximately three seconds and the sensor cell then warms up
and stabilises. The unit then gives the O2 reading
Maintenance (Routine Maintenance in Operation Only)

Inert Gas System Alarms and Trips
The use of the IG delivery blowers should be alternated on a regular basis.
The following conditions give indication in the alarm system and cause the
valves to go into a shutdown position and the plant to stop operating, but not
the deck seal supply which will continue:
Check the calibration of the oxygen analyser before use and log the results
accordingly.
Emergency stop
Low instrument air pressure
High sea water level high in scrubber
Blower failure
Low sea water supply pressure
Issue: 1
The soot cleaning for the boiler uptake valve should be operated before
opening the uptake valves.
The in-use IG blower is automatically water washed with fresh water after
shutdown in order to prevent the build up of solids on the impeller.
IMO No.9301419
Illustration 2.15.3a Inert Gas System Engine Control Room Control Panel
INERT GAS SYSTEM

ENGINE CONTROL ROOM PANEL 3
EMERGENCY STOP
INERT GAS TEMPERATURE
OXYGEN CONTENT

BLOWER SELECT
1: NO.1 BLOWER
2: NO.2 BLOWER
FLUE GAS MODE

1: FLUE GAS INERTING
2: FLUE GAS GASFREEING
3: TOPPING UP INERTING
FLUE GAS SYSTEM

0: STOP
1: RUNNING
2: START (PULSE)
0: UPTAKE VALVE PORT CLOSED

1: UPTAKE VALVE PORT SELECT
INERT GAS OR AIR TO DECK

0: OFF
1: RUNNING
2: START (PULSE)
1: TOPPING UP REMOTE(ECRP)
2: TOPPING UP REMOTE(CCRP)
3: TOPPING UP LOCAL(LCP)
0: UPTAKE VALVE STBD CLOSED

1: UPTAKE VALVE STBD SELECT
FLUE GAS SELECT

1: ECRP
2: CCRP
TOPPING UP SYSTEM
0: OFF
1: NORMAL STOP
2: NORMAL OPERATION
3: START (PULSE)
MAIN SWITCH
0
2
3
SCRUBBER PUMP
NO.1 DECK SEAL

WATER PUMP
NO.2 DECK SEAL

WATER PUMP
NO.1 BILGE, FIRE & GS

PUMP
NO.2 BILGE, FIRE & GS

PUMP
START
START
START
START
START
STOP
STOP
STOP
STOP
STOP
SOURCE SUPPLY
SYSTEM SELECT
1: INERT GAS MODE
2: SOOT BLOW MODE
Issue: 1

POWER FAIL
IMO No.9301419

2.15.3 TOP-UP GENERATOR (TUG)
Introduction
The top up generator (TUG) is used where small amounts of inert gas are
required as follows:
Purging the AUS vacuum pump and lines during discharge

operations when the AUS is in line
Topping up when on a sea passage and gas is lost or reduces in

pressure due to cooling
The inert gas is produced by burning marine diesel oil in air in a water cooled
combustion chamber. The water cooled chamber makes refractory lining
unnecessary and therefore the combustion will reach optimum temperature
very quickly and be able to produce in-spec gas quickly. It is then cooled and
cleaned in an integral scrubber, where soot and sulphur dioxide are removed by
the sea water. The plant may be operated locally, from the ECR or the CCR.
Procedure for the Operation of the Inert Gas Top Up Generator

(TUG)
Starting and stopping of the TUG is carried out from the ECR inert gas
generator panel. The panel contains the programmable controller, which takes
care of the start, stop and alarm functions and the running mode.
Starting - Manually
The setting up and opening of the manual valves in the system are carried out
in the engine room. Starting and stopping of the IGG plant is performed at the
ECR inert gas generator panel.
a)
All Valves are Prefixed I Unless Otherwise Stated

Position
Open
Open
Open
Open
Open
Open
Issue: 1
Description
Inert gas cooling scrubber pump suction
valve
valve
valve to the TUG
Sea water outlet valve from the TUG
valve to the main scrubber tower
Effluent overboard discharge valve
Position
Open
Operational
Operational
Open
Open
Open
Open
Open
Operational
b)
Description
TUG inert gas discharge valve
TUG inert gas delivery valve
TUG inert gas purge valve
Fresh water flushing valve
TUG MDO fuel pump suction valve
TUG MDO fuel pump discharge valve
Fuel line isolating valve
Service air supply valve
Service air supply solenoid valve

Valve
21V
6071V
6031V
20V
At the IGG DO supply pump local starter panel, turn the AUTO/
MANUAL mode switch to the MANUAL position and press the
START pushbutton.
At the ECR IG control panel:

c)
Press the START pushbutton for the deck seal pump to be used,
either No.1 or No.2, and place the other pump on standby.
d)
Press the START pushbutton for the scrubber pump.
e)
Turn the FLUE GAS MODE switch to position 3 TOPPING UP

INERTING.
f)
Turn the TOPPING UP SELECTION switch to position 1

TOPPING UP REMOTE (ECRP).
g)
Turn the TOPPING UP SYSTEM switch to position 2 NORMAL

OPERATION, then turn it to position 2 START (PULSE). After
a pre-purge period of 55 seconds the ignition phase will start,
five seconds after the igniter has initiated the pilot fuel will be
injected, at this point the effluent discharge will be directed to
the bilge tank.
Valve
S33V
There is a period of ten seconds in order for the pilot flame to

be established before the main fuel solenoid valve is opened.
S34V
When the main burner flame is established (120 seconds for

the ignition phase) the effluent discharge will be redirected to
overboard.
18V
23V
19V
h)
Ensuring that a sample flow of inert gas is flowing through the

oxygen content meter by adjusting the flow meter to 2.5 on the
scale.
i)
Wait for the oxygen content reading to reach 4.5% on the dial.
If necessary, adjust the fuel/air ratio on the TUG by operating
the FO pressure regulator, to bring the oxygen content reading
to within normal operating limits.
j)

START (PULSE), then immediately to position 1 RUNNING.
Stopping - Manually
a)
Turn the TOPPING UP SYSTEM switch to position 1 NORMAL

STOP. The air blower will stop automatically.
b)

OFF.
c)
Stop the DO supply pump locally.
d)
Allow the TUG to cool before stopping the scrubber cooling

SW pump.
During this whole period the exhaust valve to atmosphere is fully open and the
supply valve to deck is fully shut.
5V
IMO No.9301419
PART 3:
3.1
MAIN MACHINERY CONTROL

3.1.1
3.1.2
Operator Stations
3.1.3
Screen Displays
3.1.4
Alarms Handling
3.1.5
Trending
3.1.6
3.1.7
Illustrations
3.1.1a Machinery Control and Alarm System Overview
3.1.2a Operator Control Panel
3.1.2b Extension Alarm Panels
3.1.3a Main Engine Overview
3.1.4a Alarm Group Display
3.1.5a Trend Graph Display Example
3.1.5b Bar Graph Display Example
3.1.6a Control Pump Overview
3.1.6b Power Management System Overview
Illustration 3.1.1a Machinery Control and Alarm System Overview

Bridge
No.5
AC-UPS
Accommodation
No.5 Operating Control Panel
ROS
5
Voyage Data Recorder

RS422
MSI
Backup Power
No.6
AC-UPS
WBU
Chief
Engineer
3rd
Engineer
2nd
Engineer
Engine Control Room

Deskjet Printer
DC-UPS
A
4th
Engineer
Officers
Mess Room
Officers
Smoking Room
LAN A
LAN A
LAN B
LAN B
ROS
6
USB1
Duty
Mess Room
Cargo Control Room
Ship Viewer
and
Log Book
DC-UPS
B
Switch A
Switch B
No.7
AC-UPS
Alarm Printer
Alarm Printer
Alarm/Log Printer
No.4
AC-UPS
P20
P20
ROS
1
P21
LAN A
LAN A
LAN B
LAN B
CAN B
CAN B
ROS
2
ROS
3
LAN A
LAN A
LAN B
LAN B
CAN B
CAN B
Cargo Control System (Cab. 8)
Issue: 1
MSI
No.3
AC-UPS
No.2
AC-UPS
Alarm Monitoring
IMO No.9301419
Pump Control System
USB1
USB1
No.1
AC-UPS
ROS
4
SAAB RS422
PMS
MSI
RS422
RS232
RS422
RS232
RS422
RS232
To
HANLA
System
Engine Room Alarm System (Port and Starboard)

3.1
MAIN MACHINERY CONTROL SYSTEM
3.1.1
MACHINERY CONTROL AND ALARM SYSTEM

OVERVIEW
Maker:
Type:
Kongsberg Norcontrol
DataChief C20
for inspection of variables, local operation of equipment and adjustment of

alarm parameters. The ROS is used whenever transferring machinery watch
responsibility between the bridge and the engine control room. Selecting
the engineer for watch call duty is also carried out from the ROS and all
engineers whether on duty or not may be called to the engine room in case of
emergency. The ROS units all operate in parallel with no one machine acting as
a master. In this way, if a system parameter is altered on one ROS unit, it will
automatically update the others. Passwords can be used to protect the system
from unauthorised access.
Introduction
Operator Control Panel (OCP)
The DataChief C20 is a modular built alarm monitoring, data acquisition and
control system that is microprocessor based.
It is designed to provide the ships officers with all the basic alarm and status
information they require to maintain a safe and efficient operation of the
machinery, especially during unmanned operation.
The main modular items in the make up of the DataChief C20 system are as
follows:
Distributed Processing Units (DPU)
The main purpose of the DPUs is to monitor analogue and digital sensors
and to provide outputs to the DataChief C20 system. Each DPU contains a
microprocessor that is programmed to detect a signal that moves outside set
limits and to generate an alarm. Unwanted alarms during the start up and
shut down periods whilst operating machinery can be inhibited as necessary.
The status information of the machinery is then continually monitored by
the remote operating stations located throughout the system. The DPUs are
fitted with self-test functions that can monitor temperature, power and sensor
excitation overload and they are of single printed circuit board design with no
serviceable parts inside.
Main Computer Unit (MCU)
The main computer unit collects and processes data from the local DPUs, then
distributes the presentation of the processed data to the Operator Control Panel
(OCP) and the logging printer.
Remote Operator Stations (ROS)
The ROS serves as the database host for process data, engineering data and
software. Software for the DPUs is stored in the ROS and they are configured
to allow for automatic downloading of parameters to the DPUs during vessel
commissioning or when a DPU has been replaced. The ROS units receive
alarms and allow for monitoring and control of the system. They can display
mimic diagrams and allow control of the watch calling system and the
printing of various logs. They also enable the operator to access the DPUs
Issue: 1
The OCP forms part of the ROS and is a specially designed keyboard that
provides easy access to the different operator functions. It is divided into
separate function areas with buttons combined with lamps to indicate alarm
status and main system functions. These can be detailed as:
being present. A visual alarm without the audible buzzer can also be arranged
for an engineer in the off duty mode.
Logging Printer
The logging printer allows for all engine room alarms to be recorded. Different
logs can be configured and printed at specified intervals or on request. Logging
functions include:
Alarm log
Selected points log
Complete log
Group log
Inhibited points log
Alarm display selection and acknowledgement
General Description of System Functions and Operation
Selection of information to be monitored
General Alarm Functions
Set up and activation of logging
Parameter adjustment
Extended alarm and watch calling functions
The heart of the C20 system are six DPU cabinets that communicate with each
other on a redundant high capacity process-bus. All of the monitoring and
automation functions are carried out by the DPUs while the remote operating
stations provide the necessary human/machine interface.
Watch Bridge Units (WBU)

These units indicate engine room alarms on the bridge whilst the vessel is
under bridge control and accept transfer of machinery watch responsibility to
and from the bridge. When the bridge has the machinery watch responsibility,
at least two engineers must be on call. If no engineers are assigned to on-call
duty, the DataChief C20 will prevent the bridge from assuming responsibility.
In the event of a problem, a general alarm will sound and call the duty engineers
to the engine room. The alarm condition on the bridge will be a buzzer and a
group or single flashing lamp. When the alarm is acknowledged in the engine
room or the problem cleared, the WBU will provide appropriate indication.
Watch Cabin Units (WCU)
These units indicate engine room alarms in the duty engineers cabin and in
public spaces whilst the vessel is under bridge control. To set the machinery
watch responsibility system to bridge mode, more than one engineer must be
on call. When an alarm situation occurs, the alarm signal is sent to the watch
duty engineers cabins and to the public areas. The alarm is both visual and
audible. When it has been accepted by the duty engineer in the engine control
room, the alarm is cleared from all of the WCU units. If the duty engineer
fails to acknowledge within a predetermined time, the alarm is repeated in the
remaining engineers quarters and on the bridge.
Each DPU has a specific capacity in number and type of analogue or digital
input and output channels. The number of channels can vary between 8 and
32. The process-bus for communication between the DPUs in the C20 system
is the Controller Area Network (CAN) bus.
Exchange of a faulty DPU can be made without turning the power of the
DataChief C20 off. The procedure requires the faulty unit to be disconnected
and replaced with a replacement unit. The operator then requests the system
to replace the module which will cause the software to be automatically
downloaded and the DPU will start operating again.
When an alarm condition is detected, the DPU and the C20 generate an audible
and visual alarm signal, which identifies the responsible machinery sensor and
provides information about the condition.
The data received by the MCU is filtered and distributed to the ROS and OCP
units, to the logging printer and to the engineers accommodation and public
spaces.
The DataChief C20 is also configured to allow the WCUs to be used to call an
engineer either to the bridge or to the engine control room without an alarm
IMO No.9301419
Alarm Block
Some of the alarms are conditional and can be blocked when a specified
condition is present. For example, when the main engine is stopped the LO
pressure falls and under normal conditions would have initiated an alarm.
Since this is an acceptable occurrence, the alarm is blocked. The blocking
function is started by defining a signal as an inhibit signal for a specified alarm
or group of alarms. An adjustable time delay is available to extend the blocking
situation.
Alarm Acknowledge
It is possible to acknowledge alarms while a mimic window, alarm group or
alarm summary is displayed. Alarm acknowledgement for single or group
alarms displayed on the screen is done through a single push of the same
pushbutton.
Trend Monitor
The DataChief C20 automatically records selected measurements and stores
them for use in the trend monitoring system. This can present the recorded
data for all of the variables as curves and is accessible through the ROS.
The trend monitor provides two outputs. These are defined as select trend
and display trend. The select trend function displays the trend curves to
specified variables. The operator can specify five different trend displays
with eight variables each, giving a total of forty recorded variables displayed.
The display trend function displays the selected trend as continuous curves
and gives a tag name, tag description and the numerical value of up to eight
variables at a time.
Issue: 1
IMO No.9301419
Illustration 3.1.2a Operator Control Panel
OPERATOR CONTROL PANEL

M/E
CONTROL
SYSTEM
M/E LO
& SHAFT
SYSTEM
M/E
COOLG W
SYSTEM
M/E SCAV.
AIR & EXH.
GAS SYS.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
ON DUTY
CALL
ALL
ENG.
MAIN
ENGINE
OVERVIEW
POWER
MANAGE.
SYSTEM
E/R BILGE
BALLAST &
FIRE SYS.
C.S.W
SYSTEM
M/E
FUEL OIL
SYSTEM
NO.1 G/E
& GEN.
SYSTEM
NO.2 G/E
& GEN.
SYSTEM
NO.3 G/E
& GEN.
SYSTEM
2ND
ENG.
ON DUTY
3RD
ENG.
ON DUTY
4TH
ENG.
ON DUTY
CALL
DUTY
ENG.
MAIN
C.F.W.
SYSTEM
AUX
C.F.W.
SYSTEM
L.O
PURIFIER
& TRANS.
STERN
TUBE L.O.
SYSTEM
GEN. COM.
& ELEC
PWR SYS.
NO.1
BOILER
SYSTEM
NO.2
BOILER
SYSTEM
BOILER
COM. &
ECON. SYS
LEVEL
CORRECT
DISPLAY
GENERAL
TANK
DISPLAY
CARGO
API
DISPLAY
CARGO
TANK
DISPLAY
M/E L.O.
SERVICE
SYSTEM
F.O.
TRANS.
& PURIF.
F.O.
SERVICE
SYSTEM
BOILER
F.O. SERV.
SYSTEM
BILGE
SYSTEM
S/GEAR
CONTROL
SYSTEM
PUMP
CH-OVER
PRE-WARN.
MISC.
SYSTEM
SHIP
DISPLAY
SEA
M/E EXH
GAS DEV.
CONFIG.
COUNTER
DISPLAY
(RUN-HR)
INCIN.
F.O. SERV.
SYSTEM
COMP.
AIR
SYSTEM
BOILER
FEED W.
SYSTEM
16K/10K
STEAM
SYSTEM
FIRE
SYSTEM
C.P.P.
SYSTEM
CARGO
TANK
SYATEM
AUTO
VACUUM
STRIPPG
AUTO
LOG
CONFIG.
PUMP
CONTROL
OVERVIEW
CARGO
SYSTEM
AUTO
VACUUM
STRIPPG
WATER
BALLAST
SYSTEM
CARGO
MISC.
SYSTEM
WATER
BALLAST
SYSTEM
M/E
SAFETY
SYSTEM
SET
DATE &
TIME
ACCESS
SYSTEM
OFFSCAN
TAGS
INHIBITED
TAGS
RESET
C.P.P.
HYD. OIL
SYSTEM
SYSTEM
OVERVIEW
AUTO
CHIEF
-C20
INHIBIT
POINTS
M/E
TELEGRAPH
SYSTEM
M/E
REMOTE
CTRL SYS
SYSTEM
FAILURE
WATCH
CALL
CONFIG.
SELECTED
POINTS
DISPLAY
SELECTED
BARGR.
DISPLAY
SELECTED
TREND
DISPLAY
MASTER
1ST.
STAND
BY
2ND
STAND
BY
SOUND
OFF
ALARM
SUMMARY
ALARM
HISTORY
ALARM
ACK.
SYSTEM
INFOR.
DISPLAY
TAG
DETAILS
GROUP
DISPLAY
GROUP
ALARM
TEST
MONITOR
OCP
DISPLAY
POWER
HARB.
MISC
LOG
ALARM
SCREEN
DUMP
AUTO
MANU
LAMP
TEST
KONGSBERG
Issue: 1
IMO No.9301419

3.1.2
OPERATOR STATIONS
Remote Operator Stations (ROS)

There are six remote operating stations on board the vessel. Two are located in
the engine control room, two on the bridge and two in the cargo control room.
Each ROS consists of the following items:
Watch Function Buttons (Green LEDs)
Alarm Acknowledge
Bridge Watch
Engine Watch
When pressed, this button acknowledges alarms. If an OCP group button has
been pressed, the alarm acknowledge button will accept all unacknowledged
alarms on the colour CRT. If more than twenty six alarms have occurred the
next page will automatically be displayed. If an OCP group alarm has not been
pressed, pressing the alarm acknowledge button will accept the latest three
alarms displayed in the lower right corner of the display.
This button initiates engine room watch and means the watch responsibility is
in the engine control room.
Standard Function (White) Buttons
Initiates the bridge watch. This means the engine room is unattended and the
watch responsibility is transferred to the bridge.
A main computer unit (MCU)
An operator control panel (OCP)
A graphic display CRT
Chief Engineer on Duty
Connection to an alarm or log printer
When this indicator lamp is lit the Chief Engineer is on duty when in both
bridge and engine watch modes.
The ROS serves three different tasks in an alarm monitoring and control
system:
Call All Engineers
Receiving and sending analogue and digital data from DPUs
Presentation and monitoring of alarm information with

acknowledge functions
When pressed, the button starts flashing and the indicators and buzzers on all
watch call panels in the engineers accommodation are activated. To deactivate
this function, press the button again.
Extension of the alarms to the bridge and to the duty engineers

while in an unmanned engine room condition
Engineers On Duty
Access System Display

This shows the groups and control positions.
Inhibit Tags
This display shows the list of tags inhibited (will not cause an alarm) at the
present time.
Counters Display
This displays counters and lap counters information.
Deviation Parameter Configuration
Operator Control Panel (OCP)
When one of the ENGINEERS ON DUTY buttons is illuminated, the engineer

on duty is in charge of the watch when the engine room is unattended. The
corresponding ON DUTY indicators in the accommodation are on.
To enable the user to operate the ROS, an OCP is employed. This is a purpose
designed keyboard that provides easy access to the operator functions. It is
divided into separate function areas that are detailed as follows:
Call Duty Engineer
Group / Alarm
When this button is pressed, the indicator lamp starts flashing and the indicators
and buzzer on the watch call panel in the duty engineers cabin is activated. To
cancel simply press the button again.
This toggles between all measuring points and the points in a group having an
alarm status.
Alarm Group Buttons (Red LEDs)

When an alarm occurs, the corresponding alarm group lamp starts flashing and
the alarm buzzer sounds. To display information about the alarm the operator
needs to press the button. Any new alarms will be shown as red lights and
acknowledged alarms as yellow lights. The indicator will stop flashing when
all of the alarms in the group have been acknowledged but will remain lit until
all of the alarm conditions have returned to normal.
When the INHIBIT POINTS button is pressed, the colour CRT will show a list
of inhibited alarms.
When a system failure occurs, the corresponding indicator starts flashing and
the alarm buzzer sounds. To display information about the system failure the
operator simply needs to press the button. The indicator will stop flashing
when the alarm has been acknowledged but will remain lit until the alarm
condition has returned to normal.
This provides the menu for the input and display of parameters for deviation
calculation of exhaust gas temperatures.
Group Display
Alarm Functions and Display Buttons

When an alarm occurs, the engine control room buzzer and engine room horn
are activated. Pressing the SOUND OFF button will silence both. Pressing
the ALARM SUMMARY button will provide details of all active and
unacknowledged alarms on the colour CRT. Up to twenty six alarms can be
displayed simultaneously but if there are more alarms, the NEXT PAGE and
PREVIOUS PAGE buttons will provide a display.
This displays all measuring points within an alarm group. Pressing this button
followed by the red system button for say the steering gear will bring up to the
screen all of the alarms acknowledged and unacknowledged in that system. If
there are more than 26 in the alarm history, paging down will bring up the next
page and so on.
There are twenty eight different alarm groups provided for on the system. The
details and descriptions of these have been given in section 3.1.4.
Alarm History
Selected Bar Graph Display
Displays up to 2000 alarm events, with time and date. Twenty six alarms are
displayed on each page with the latest activated alarm being added to the top
of the list.
Displays pre-selected measuring points as bar graphs.

Selected Points Display
Displays pre-selected measuring points.
Issue: 1
IMO No.9301419
Illustration 3.1.2a Operator Control Panel
OPERATOR CONTROL PANEL

M/E
CONTROL
SYSTEM
M/E LO
& SHAFT
SYSTEM
M/E
COOLG W
SYSTEM
M/E SCAV.
AIR & EXH.
GAS SYS.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
ON DUTY
CALL
ALL
ENG.
MAIN
ENGINE
OVERVIEW
POWER
MANAGE.
SYSTEM
E/R BILGE
BALLAST &
FIRE SYS.
C.S.W
SYSTEM
M/E
FUEL OIL
SYSTEM
NO.1 G/E
& GEN.
SYSTEM
NO.2 G/E
& GEN.
SYSTEM
NO.3 G/E
& GEN.
SYSTEM
2ND
ENG.
ON DUTY
3RD
ENG.
ON DUTY
4TH
ENG.
ON DUTY
CALL
DUTY
ENG.
MAIN
C.F.W.
SYSTEM
AUX
C.F.W.
SYSTEM
L.O
PURIFIER
& TRANS.
STERN
TUBE L.O.
SYSTEM
GEN. COM.
& ELEC
PWR SYS.
NO.1
BOILER
SYSTEM
NO.2
BOILER
SYSTEM
BOILER
COM. &
ECON. SYS
LEVEL
CORRECT
DISPLAY
GENERAL
TANK
DISPLAY
CARGO
API
DISPLAY
CARGO
TANK
DISPLAY
M/E L.O.
SERVICE
SYSTEM
F.O.
TRANS.
& PURIF.
F.O.
SERVICE
SYSTEM
BOILER
F.O. SERV.
SYSTEM
BILGE
SYSTEM
S/GEAR
CONTROL
SYSTEM
PUMP
CH-OVER
PRE-WARN.
MISC.
SYSTEM
SHIP
DISPLAY
SEA
M/E EXH
GAS DEV.
CONFIG.
COUNTER
DISPLAY
(RUN-HR)
INCIN.
F.O. SERV.
SYSTEM
COMP.
AIR
SYSTEM
BOILER
FEED W.
SYSTEM
16K/10K
STEAM
SYSTEM
FIRE
SYSTEM
C.P.P.
SYSTEM
CARGO
TANK
SYATEM
AUTO
VACUUM
STRIPPG
AUTO
LOG
CONFIG.
PUMP
CONTROL
OVERVIEW
CARGO
SYSTEM
AUTO
VACUUM
STRIPPG
WATER
BALLAST
SYSTEM
CARGO
MISC.
SYSTEM
WATER
BALLAST
SYSTEM
M/E
SAFETY
SYSTEM
SET
DATE &
TIME
ACCESS
SYSTEM
OFFSCAN
TAGS
INHIBITED
TAGS
RESET
C.P.P.
HYD. OIL
SYSTEM
SYSTEM
OVERVIEW
AUTO
CHIEF
-C20
INHIBIT
POINTS
M/E
TELEGRAPH
SYSTEM
M/E
REMOTE
CTRL SYS
SYSTEM
FAILURE
WATCH
CALL
CONFIG.
SELECTED
POINTS
DISPLAY
SELECTED
BARGR.
DISPLAY
SELECTED
TREND
DISPLAY
MASTER
1ST.
STAND
BY
2ND
STAND
BY
SOUND
OFF
ALARM
SUMMARY
ALARM
HISTORY
ALARM
ACK.
SYSTEM
INFOR.
DISPLAY
TAG
DETAILS
GROUP
DISPLAY
GROUP
ALARM
TEST
MONITOR
OCP
DISPLAY
POWER
HARB.
MISC
LOG
ALARM
SCREEN
DUMP
AUTO
MANU
LAMP
TEST
KONGSBERG
Issue: 1
IMO No.9301419

Selected Trend Display
Displays pre-selected measuring points as trend curves.
Activate/Start: Used for giving a START, OPEN or ACTIVATE command to

an object after addressing it using the READ button.
Control Functions Buttons

Reset
This provides a reset function for controllable objects such as pumps, fans,
compressors and generators.
Set Time and Date
Tank and Cargo Function Buttons
Used to adjust the date and time.
Ship Display
System Information Display

Displays system parameters and functions.
This displays the volume of each tank content type, trim/list and draught
display. It also provides the menu for manual trim/list specification and input
and sea specific gravity input.
M/E Exh. Gas Config. Display
Level Correction Display
1st Standby
This shows the exhaust gas deviation parameters.
This provides a display for the raw level/ullage, corrections for trim, list,
sensor offset, specific gravity and corrected level and ullage.
This allows the operator to select the 1st standby unit for pumps, fans,
compressors or generators.
General tank Display
2nd Standby
This provides tank level, percentage full, volume, specific gravity and weight
information.
This allows the operator to select the next standby units for pumps, fans,
compressors or generators
This shows the list of tags not being scanned at the present time.
Sea/Harbour Select
Automatic/Manual
Tag Details
This allows the operator to toggle between SEA and HARBOUR mode. This
can be used to suppress alarms during the vessels voyage.
This allows for the switching of pumps, fans compressors and generators from
the manual to the automatic modes and vice versa.
Pressing the system button first and then pressing this button brings up the
menu used to display details of measuring points and provides access to
change their parameters.
Cargo Tank Display
Viewing Conditions and Testing Buttons
This provides a display on the cargo tank content type, temperature, ullage,
percentage filling, volume correction factor, weight and number of US barrels
at 60F.
Monitor Operator Control Panel (OCP) Display
Misc. Log Display

Shows the overall log system and details.
Off Scan Tags
Watch Call Display

This shows the watch call configuration.
Cargo API display
Numeric Keypad and Trackball Buttons

These buttons provide for:
Delete: Deletes numeric input during an input sequence.
Space: Used for passive settings for alarm limits etc.
Enter: Ends a sequence of numeric input or activates editing.
Page up: Displays the previous page of the selected page group.
Page down: Displays the next page of the selected page group are four arrow
keys; left, right, up and down.
This displays tank content type, density, temperature, density correction factor
and density at actual temperature.
Auto Log Configuration
This provides access to set the time for watches and print status for the alarm
printer
Master
This is the master function for pumps, fans, compressors and generators and
is password protected.
This provides the menu for increasing and decreasing the illumination on the
operators control panel and the colour graphics display on the bridge.
Alarm Test
This allows the operator to test the alarm buzzers, the alarm displays, net
communication and the alarm printer. To cancel the alarm test, press the button
again.
Lamp Test
Pressing this allows all of the lamps on the operator control panel to be
tested.
MIMIC Display (Yellow) Buttons

These buttons are used to select a particular system for display and use in
monitoring or process control.
Deactivate/Stop: Used for giving a STOP, CLOSE or DEACTIVATE

command to an object after addressing it using the READ button
Issue: 1
IMO No.9301419
Illustration 3.1.2b Extension Alarm Panels
WATCH BRIDGE UNIT
ON DUTY
ALARMS
WATCH CABIN UNIT
ON DUTY
ALARMS
CHIEF
ENG.
M/E
SHDW
/SLDW
C/E
M/E
SHDW
/SLDW
2ND
ENG.
CRITICAL
2ND
ENG.
CRITICAL
NON
CRITICAL
3RD
ENG.
3RD
ENG.
SCREEN MENU
BRIDGE
WATCH
4TH
ENG.
CALL
DUTY
ENG.
SELECT
BILGE
TAG
DETAILS
FIRE
CALL
FROM
BRIDGE
4TH
ENG.
E/R
DEAD
MAN
ENGINE
WATCH
SOUND
OFF
KONGSBERG
UNIT
FAIL
Bridge Watch Call Panel
NON
CRITICAL
SELECT
BILGE
TAG
DETAILS
FIRE
E/R
DEAD
MAN
CALL
FROM
ENGINE
REPEAT
ALARM
LAMP
TEST
Issue: 1
SCREEN MENU
LAMP
TEST
SOUND
OFF
KONGSBERG
UNIT
FAIL
Cabin Watch Call Panel
IMO No.9301419

WATCH CALLING SYSTEM
The watch calling system is designed to allow the vessel to operate with an
unmanned engine room for short periods of time. The system consists of a
watch bridge unit (WBU), and several watch cabin units (WCU). These in
conjunction with the ROS already described, form the watch calling system.
Watch Bridge Unit (WBU)

The WBU is located in the bridge panel and its layout can be seen in illustration
3.1.2b. The button functions and displayed information can be described as
follows:
How to Transfer Watch Responsibility

To transfer watch responsibility press the ENGINE WATCH button to notify
the engine room to accept responsibility. The LED indicator will flash until
the transfer is acknowledged. When the indicator is steadily lit, the watch
responsibility has been transferred.
How to Accept Watch Responsibility
When the LED on the BRIDGE WATCH button flashes it signifies that the
engine room is transferring watch responsibility to the bridge. Pressing the
button will acknowledge the transfer and the LED will remain steadily lit.
Watch Cabin Unit (WCU)

On Duty
This indicates the engineering officer having the on duty status.
Alarms
These are divided into groups for handling and defining priority. They show
main engine slowdowns, shutdowns, critical and non-critical alarms.
The WCUs are located in each of the engineers cabins and in the public spaces.
There are a total of seven fitted and their layout can be seen in illustration
3.1.2b. The button functions and displays are the same as for the WBU and
the method of responding to alarms and testing the panels is the same. It is not
possible however to transfer watch responsibilities from any of the WCU units.
This must be done from the ROS or the WBU.
Screen Menu
The SELECT UP and SELECT DOWN buttons are used to scroll through the
available information in a similar manner to that described for the LOS units.
How to Respond to Alarms
When an alarm condition occurs, the buzzer will sound and the alarm will be
indicated on the WBU. To accept this, press SOUND OFF and read the alarm
information on the screen. The ON DUTY engineer should also receive the
alarm signal and proceed to take the necessary action. The alarm condition
should be cleared by the duty engineer and after a time the alarm should no
longer be displayed on the WBU.
Panel Test
To test the panel press LAMP TEST. The lamps should illuminate and the
buzzer sound. If the panel remains dark or the buzzer fails to operate, replace
the whole unit with a new one as no field serviceable spares are fitted inside.
How to Call Duty Engineer
To call the duty engineer press the CALL DUTY ENG button to notify the
on duty engineer to contact the bridge. The LED indicator will flash until the
duty engineer has acknowledged the call. The light will then remain steady. To
cancel the call press the button again.
Issue: 1
IMO No.9301419
Illustration 3.1.3a Main Engine Overview
DC C20
MAIN ENGINE OVERVIEW
ITEMs
CYL.No
ACCESS OVERRIDE
KEY
Unit
346.8
331.6
339.9
338.6
344.9
340.0
333.0
EXHJ. GAS DEV. TEMP
-7
-0
-6
JACKET C.F.W OUT T.
82.0
82.9
82.4
82.7
82.7
82.7
82.9
EXH.GAS TEMP
SCAV. AIR IN FIRE T.
44.3
44.1
44.1
44.3
45.0
43.7
44.1
PISTON CLO OUT TEMP
52.1
52.8
52.4
52.8
52.4
51.8
52.2
PISTON CLO NON-FLOW
NFA
NFA
NFA
NFA
NFA
NFA
NFA
08.02.06
10:30:00
T/C EXH GAS TEMP

NO.
BEFORE
AFTER
391.4C
250C
386.3C
251C
S/T L.O
GRAVITY
TANK
LAL
S/T L.O
TANK
LAH LAL
CONTROL AIR PRESS
6.68 Kg/cm2
NO.
SCAV. AIR RECEIVER
2.28 Kg/cm2
2.45 Kg/cm2
AIR CLR CFW IN. P.
MAIN ENGINE
RUNNING
PRESS [Kg/cm2]
ITEMs
FUEL OIL INLET
7.23
133.9
Issue: 1
73.7C
NO.2 T/C
143 RPM(x100)
75.4C
S/T L.O
COOLER
F.O VISCOSITY
VAH
VAL
HIGH
FAIL
AXIAL VIBRATION
HIGH
ABNOR.
T/V DAMPER VIB.
WARN.
ALARM
F.O CIRC. P/P
J.C.F.W P/P
1
S/T L.O P/P
CENT.C.F.W P/P
ECON. FD W. P/P
MAIN/COPT COND CSW P/P
C.P.P HYD P/P
INTERM. BRG.
36.3 C
SYSTEM FAIL
LAL
90.6
LAL
THR. PAD
57.1 C
80.5
OIL MIST DETECT.
C.P.P PITCH
FWD
SEAL
TK
4.19
F.O SUPP. P/P

2
OUT T.
TEMP [C]
45.6
LUB. OIL SUMP TK
IN PRESS
1.72 Kg/cm2
1.77 Kg/cm2
RPM
2.64
L.O PURIFIER IN.
98
MAIN L.O INLET
JACKET C.F.W IN.
MAIN L.O P/P
NO.1 T/C
141 RPM(x100)
T/C L.O
26.11 Kg/cm2
START AIR PRESS
IMO No.9301419
S/T BRG.
FWD
AFT
20.6C
25.9C
S/T L.O SUMP TK
16) Boiler feed water system
Standby Equipment
17) 16, 10 and 6kg/cm2 steam system
Standby Pumps
System Displays
18) Pump overview (control)
The Remote Operator Station (ROS) includes a standard colour graphics

display with which the operator can interact through the Operator Control
Panel (OCP). The ROS display screen gives details on the following:
19) Cargo oil tank 1
The standby system includes a pump symbol for each standby pump. Standby
pumps are given the following colour codes:
3.1.3
SCREEN DISPLAYS
About button - Pushing this button will provide a display of the

current software version being used
Title window - This contains the title of the information being

displayed on the screen
Running - Green
Standby - Yellow
Stopped - Grey

24) Water ballast system
25) CPP hydraulic system
Status window - The status window is divided into two columns

which contain status information on user settings
Time window - This shows the current date and time
Control System Colours
Main window - This contains the main display information such

as alarm lists, bar graphs, trend displays, configuration data and
mimic diagrams
The ROS screen uses colour to indicate the position or status of equipment
displayed within the mimics. These can be detailed as follows:
Function Window - This displays information related to the user

input
Switches/Breakers
Alarm window - This displays the last four alarms independent

of the information displayed in the main window
The screen can also be used to view the different system mimics which are as
follows:
1) Main engine overview
It is only the pumps listed below that can be started and stopped through the
Kongsberg system.
Main engine LO pumps (port and starboard)
Stern tube LO pumps (port and starboard)
Main engine FO supply pumps (port and starboard)
Main engine FO circulating pumps (port and starboard)
Open - Grey
Generator engine FO supply pumps (port and starboard)
Closed - Green
Generator engine FO booster pumps (port and starboard)
Main engine JFW pumps (forward and aft)
Central CFW pumps (forward and aft)
Stopped and standby - Yellow
Boiler feed water pumps (port and starboard)

Economiser feed water pumps (port and starboard)
Pumps
It is not possible to start and stop the air compressors from the ECR, this is
achieved from starter panels on the LGSP No.5 and at the main switchboard.
2) Power management system
Stopped - Grey
3) Engine room bilge, ballast and fire alarm system
Running - Green
Boiler water circulating pumps (forward and aft)
4) Central salt water cooling system
COPT condenser CSW pumps (port and starboard)
5) Main central fresh water cooling system
IG deck seal pumps (port and starboard)
6) Auxiliary central fresh water cooling system
COPT condensate pumps (port and starboard)
7) Main engine LO purifying and transfer system
Auxiliary CSW pump
8) Stern tube LO system
Port use CFW pump
9) Main engine LO system

10) Fuel oil transfer and purifying system
11) Main engine fuel oil service system
12) Generator engine fuel oil service system
13) Boiler fuel oil service system
14) Incinerator fuel oil service system
15) Compressed air system
Issue: 1
IMO No.9301419

Power Management Symbols and Colours
The power management system is mainly operated through a mimic picture on
the ROS. The symbols and colour coding are as follows:
Circuit Breaker
Stop blocked
Operation blocked local
Priority higher
Priority lower
Reset
Circuit breaker in alarm - Red
When the circuit breaker is in the disconnected condition the following colours
apply:
Circuit breaker open - Grey
System synchronising - Yellow
When the circuit breaker is connected to the switchboard, the following

colours apply:
Circuit breaker connected - Green
Generator and Engine

The following colours indicate the condition of the generator:
Generator alarm - Red
Generator stopped - Grey
Generator running - Green
For each generator set there is an information box on the mimic screen
containing details on:
Diesel Generator
Start
Stop
Auto
Semi auto
Ready for standby
1st standby
2nd standby
Not standby
Connect
Disconnect
Connected
Auto connected
Issue: 1
IMO No.9301419
Illustration 3.1.4a Alarm Group Display
DC C20
Group Display Alarm Group 7

page 1 of 2 NO.2 G/E & GEN. SYSTEM
Tagname
DG2-GENSET
DG2-STBY-PRI
GB001
GB002
GB003
GB004
GB005
GB006
GB007
GB008
GB009
GB010
GB011
GB012
GB013
GB014
GB015
GB016
GB017
GB018
GB019
GB020
GB021
GB022
GB023
GB024
Issue: 1
ACCESS OVERRIDE
KEY
Tag description
DG2 GENERATOR SET
DG2 STANDBY PRIORITY
NO.2 G/E TRIP
NO.2 G/E ABNORMAL
NO.2 G/E START FALL
NO.2 G/E L.O IN PRESS
NO.2 G/E L.O IN TEMP
NO.2 G/E C.F.W IN PRESS
NO.2 G/E C.F.W OUT TEMP
NO.2 G/E F.O IN PRESS
NO.2 G/E T/C EXH. GAS OUT TEMP
NO.2 G/E STARTING AIR P.L
NO.2 G/E F.O LEAKAGE L.H
NO.2 G/E WATER LEAKAGE ALARM
NO.2 G/E CONTROL ELEC. POWER FAIL
NO.2 GEN WIND (R) TEMP
NO.2 GEN WIND (S) TEMP
NO.2 GEN WIND (T) TEMP
NO.2 G/E CYL.1 EXH. GAS OUT TEMP
NO.2 G/E COOLING AIR TEMP
Func
XI
XC
XA
XA
XA
PIAL
TIAH
PIAL
TIAH
PIAL
TIAH
PAL
LAH
XA
XA
TIAH
TIAH
TIAH
TIAH
TIAH
TIAH
TIAH
TIAH
TIAH
TIAH
TIAH
IMO No.9301419
Value
265.00
5121.00
NORMAL
NORMAL
NORMAL
4.59
67.1
3.78
76.4
6.13
339.9
NORMAL
NORMAL
NORMAL
NORMAL
59.5
56.9
58.4
274.5
271.5
271.1
295.4
289.6
284.6
292.7
53.1
Eng. unit Alarm Low Lim.

,
(
,
(
,
(
,
(
,
(
3.50,
(
kg/cm2
,
(
C
1.00,
(
kg/cm2
,
(
C
3.00,
(
kg/cm2
,
(
C
,
(
,
(
,
(
,
(
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
,
(
C
14.02.06
20:00:00
High Lim.
)
)
ALARM )
ALARM )
ALARM )
)
80.0 )
)
90.0 )
)
500.0 )
ALARM )
ALARM )
ALARM )
ALARM )
120.0 )
149.0 )
149.0 )
450.0 )
450.0 )
450.0 )
450.0 )
450.0 )
450.0 )
450.0 )
143.0 )

3.1.4
ALARMS HANDLING
Alarm Groups
All alarms and monitored values are divided into alarm groups. Each alarm
can only be represented in one group. Each group is dedicated to one button
at the operator control panel (OCP). A flashing (unacknowledged) or steady
(acknowledged) light in the button will indicate active alarms.
Alarms
Alarm Inhibit
Some alarms are conditional and will be inhibited when a specified condition
is present. The inhibit function is achieved by defining a signal as an inhibit
source for an alarm or group of alarms. An adjustable time delay is available
to extend the inhibit situation for each signal.
The alarm inhibit is achieved by pressing the GROUP DISPLAY button
followed by the system to be accessed. Then press the TAG DETAILS button
for the alarm required and then using the trackball press the on screen OFF
SCAN ENABLE button. The alarm channel will then be inhibited.
Alarm Indication
The following functions are included:
The last four alarms on the system can be indicated in the lower right corner of
the VDU but these clear when the alarm acknowledged button is pressed.
Instrument failure alarms
Low-low process alarms with action (shutdown)
Low process alarms
High process alarms
High-high process alarms with action (shutdown)
Return to normal detection with dead-band to avoid alarm

fluctuations
Adjustable filter factors to filter fluctuations in the incoming

signals
Time delay of alarm triggering and return to normal messages
Alarm Detection for On/Off (Two State) Signals

The following functions are included:
High process alarms (open or closed)
Return to normal detection
Alarm Detection for On/Off Signals with Line Check

The following functions are included in the system:
High process alarms (open or closed)
Line broken alarm
Line short alarm
Return to normal detection
Issue: 1
Alarm Summary
A summary of the alarms can be obtained by pressing the ALARM SUMMARY
button. This will display all of the active and unacknowledged alarms on the
CRT. Pressing the PAGE UP or PAGE DOWN buttons will display further
alarms if more than one page exists.
Alarm History
Alarm for Analogue Signals
Press the ALARM ACK button. This will turn the alarm text
from red in colour to yellow. The duty engineer can then attend
to the alarm situation.
The alarm tag, description and state will be displayed. To visually distinguish
between the alarm states, different colour coding have been used with the
meaning of the different colours being as listed below:
Normal state - Green
Alarm state, not acknowledged - Red
Alarm state, acknowledged - Yellow
Alarm state, inhibited - Blue
This function displays a chronological list of alarm events on the CRT and is
obtained by pressing the ALARM HISTORY button. The latest alarms will be
shown on top with unacknowledged alarms being in red, acknowledged alarms
in yellow and cleared alarms in green. Pressing the PAGE UP or PAGE DOWN
buttons will display further alarms if more than one page exists.
Alarm Group Information
This function allows the alarms in an alarm group to be viewed and can be
accessed by pressing the GROUP DISPLAY button. The lower left hand corner
of the screen will prompt which group is to be accessed. The operator will need
to press the desired alarm group button on the OCP. The group name will be
highlighted at the top. Pressing the PAGE UP or PAGE DOWN buttons will
display further alarms if more than one page exists.
Alarm Events
When a process parameter enters an alarm state the system will respond as
follows:
The alarm group indicator on the operator control panel will

start flashing and the internal buzzer will sound
The alarm text with time, date and identification will go through
to the printer
The alarm will be indicated in red in the lower right hand corner
of the display screen
The engine room alarm sirens and klaxons will sound
To accept the alarm, proceed as follows:
Press the SOUND OFF button. This will accept the audible
alarm and silence the engine room sirens and klaxons and also
the internal buzzer.
Press the flashing group alarm button. This will display the
alarm or alarms on the CRT in red.
IMO No.9301419
Alarms during a Blackout

The 24V DPUs and the 230V ROSs are supported by separate UPS supplies
that are able to provide sufficient power for thirty minutes during a blackout
situation. Each DPU time stamps its own alarms immediately when they occur
then all of the alarms from the DPUs are sorted and printed according to the
time and the order in which they occurred. Should the ROSs loose power, the
DPUs will continue to operate and store the information. It is then possible to
access, monitor and control from the Local Operating Stations (LOSs).
When power is eventually restored to the ROS, all of the alarms will be sorted
chronologically and printed out. If power is lost to the DPUs, the system will
fail to operate but the internal settings will be retained and as soon as power is
restored, the system will be up and running.

Alarm Logging
Complete Log
A complete log can be printed off the system by pressing the MISC LOGS
button. Using the SCROLL UP and SCROLL DOWN keys, select the
COMPLETE LOGS icon and press ENTER. The command Complete Log
will be given. Pressing button 1 and then ENTER will start the print out whilst
pressing 0 will abort.
Alarm Groups
The alarm and monitoring points within the system are contained in the following
groups on the OCP. Some alarms, such as SITUATION ABNORMAL, give a
general warning and require the operator to check the local panel for precise
information.
Group 1 - Covers the main engine control and safety system
Group 2 - Covers the main engine LO and shaft system
Group 3 - Covers the main engine cooling water system
Group 4 - Covers the main engine scavenge air and exhaust

gas system
Group 5 - Covers the main engine fuel oil system
Group 6 - Covers the starboard generator engine and generator

system
Counters Log
The process is similar to that with the Complete Log but using the SCROLL
UP and SCROLL DOWN keys, select the COUNTERS LOG function.
Group 7 - Covers the centre generator engine and generator

system
Group 8 - Covers the port generator engine and generator

system
Inhibit Log
UP and SCROLL DOWN keys, select the INHIBIT LOG function.
Group 9 - Covers the generator common and electrical power

and the emergency generator
Group 10 - Covers the starboard boiler system
Group 11 - Covers the port boiler system
UP and SCROLL DOWN keys, select the ALARM SUMMARY function.
Tank Log
UP and SCROLL DOWN keys, select the TANK LOG function.
Offscan Log
Group 12 - Covers the boiler common and economiser system
UP and SCROLL DOWN keys, select the OFFSCAN LOG function.
Group 13 - Covers the bilge system
Group 14 - Covers the steering gear control system
Group Log
Group 15 - Covers the engine room pump changeover

pre-warning
Group 16 - Covers the engine room miscellaneous systems
Group 17 - Covers the fire and gas detection system
Group 18 - Covers the CPP system
Group 19 - Covers the cargo oil tank system
Group 20 - Covers the automatic unloading system
Group 21 - Covers the cargo miscellaneous systems
Group 22 - Covers the main engine safety system
Group 23 - Covers the water ballast system
Group 24 - Covers the inhibit points
Group 25 - Covers the main engine telegraph system
UP and SCROLL DOWN keys until the GROUP LOG function is displayed
in the lower left hand corner of the CRT. Press the alarm group button on the
OCP, then press ENTER. The printer will then start printing the log.
Issue: 1
Group 26 - Covers main engine remote control system
Group 27 - Covers system failures
To access the alarm groups, select the mimic display showing the equipment.
Alarm Summary Log
IMO No.9301419
Illustration 3.1.5a Trend Graph Display Example
DC C20
Selected Trends 4
Display
ACCESS OVERRIDE
KEY
INDEX MARGIN
INDEX MARGIN
FUEL MARGIN
FUEL MARGIN CURVE
(30005)
PITCH FEED
PITCH SET
15.02.06
07:30:00
9.17
-5
20
PITCH LOAD
PITCH LOAD CONTROLLER
89.7
-0.03
-5
20
RPM SYS 1
RPM SYSTEM 1
98.2
PITCH FEEDBACK
89.4
100
PITCH SETPOINT TO CPP
89.7
100
100
100
100%
90
80
70
60
50
40
30
20
10
0
-12.0
-11.0
-10.0
-9.0
-8.0
-7.0
-6.0
-4.0
-3.0
TIME
Sample rate 4.0min
Issue: 1
-5.0
IMO No.9301419
-2.0
-1.0
GRID
0.0
STOP
HRS
CONFIG

3.1.5
TRENDING
Introduction
The DataChief C20 automatically records selected measurements and stores
them for use in the trend monitoring system. This can present the recorded data
for all of the variables as curves and is accessible through the ROS. The trend
monitor provides two outputs. These are defined as Select Trend and Display
Trend. The Select Trend function displays the trend curves to specified
variables. The system allows the operator to create up to five different trend
log displays using the operators selection of tags with each display containing
up to eight tags. The tags can be combined from different alarm groups and
plotted against a function of time.
Procedure for the Operation of the Trend Display

The description that follows refers to the process if the trend display screen has
not already been configured. If the screen has already been configured then the
section that follows on TREND LOG DISPLAY refers.
Select Trend Display
Action
Result
To select another tag from the group, The tags will be displayed on the left
use the arrow buttons again and press hand side of the screen.
ENTER.
To remove a tag from the list use The highlighted tag will be deleted.
arrow keys to highlight DELETE then
press ENTER
To show the trend display of selected The trend display will be shown on
tags press EXIT then ENTER.
the screen.
Trend Log Display
Once the trend log has been configured up to eight trend tags can be monitored
simultaneously on the trend log and these are displayed in different colours
with their current values.
If already configured, four boxes will appear in the bottom right hand corner
of the screen. These are:
Action
Press SELECT TREND DISPLAY.
Result
The prompt SELECT LOG NO will
be displayed in the lower left hand
corner of the screen.
Enter a number between 1 and 5.
The text ADD, DELETE and EXIT

will be displayed at the top of the
screen.
Use the LEFT/RIGHT arrow key to The text SELECT GROUP will be
highlight ADD then press ENTER.
displayed in the lower left hand
Press one of the alarm group buttons The tags of the selected group are
to configure and press ENTER.
displayed on the right hand side.
Time: Move the cursor onto this on-screen button and press
the RETURN key. Pressing the up/down keys will increase/
decrease the time scale on the graph with each click. The time
span of the trend display can be altered between 6 minutes and
120 hours.
Grid: Moving the cursor onto this on-screen button and pressing
the RETURN key will introduce a dotted line grid pattern on the
screen. Clicking again will remove the grid.
Stop: Move the cursor over this button and it is possible to click
between start and stop functions on the trend graph. Pressing the
on screen STOP button will freeze the trend display whilst using
the LEFT/RIGHT arrow keys will move the trend cursor along
the time scale
Configure: Move the cursor over this button and access to the
eight tags will be obtained. It is from this screen that tag items
can be added or detailed by pressing on one of the three buttons
at the top of the screen.
Procedure for the Operation of the Bar Graph Display

The system allows the creation of up to five bar graph displays using the
operators own selection of tags. It is possible to combine the tags from
different alarm groups.
Action
Press SELECT BARGR DISPLAY.
Result
The prompt SELECT LOG NO will
be displayed in the lower left hand
Enter a number between 1 and 5.
The text ADD, DELETE and EXIT

will be displayed at the top of the
screen.
Use the LEFT/RIGHT arrow key to The text SELECT GROUP will be
displayed in the lower left hand
highlight ADD then press ENTER.
Press one of the alarm group buttons The tags of the selected group are
to configure and press ENTER.
displayed on the right hand side.
Use the arrow keys to highlight the The tag will be displayed on the left
tags required then press ENTER.
side of the screen. Use NEXT PAGE
and PREVIOUS PAGE to scroll when
necessary.
To select another tag from the group, The tags will be displayed on the left
use the arrow buttons again and press hand side of the screen.
ENTER.
To remove a tag from the list use The highlighted tag will be deleted.
arrow keys to highlight DELETE
then press ENTER.
To show the bar graph display The bar graph display will be shown
of selected tags press EXIT then on the screen.
ENTER.
Use the arrow keys to highlight the The tag will be displayed on the left
tags required then press ENTER.
side of the screen. Use NEXT PAGE
and PREVIOUS PAGE to scroll when
necessary.
Issue: 1
IMO No.9301419
Illustration 3.1.5b Bar Graph Display Example
DC C20
Selected Bargraphs 1
Display
ACCESS OVERRIDE
KEY
55.00
52.30
55.20
4.50
67.40
3.60
75.90
6.13
339.60
48.70
454.00
60.08
TIAH
TIAH
TIAH
PIAL
TIAH
PIAL
TIAH
PIAL
TIAH
TIAH
VIAHL
FIAHL
NO.3 GEN WIND (R) TEMP

NO.3 GEN WIND (S) TEMP
NO.3 GEN WIND (T) TEMP
NO.3 G/E L.O IN PRESS
NO.3 G/E L.O IN TEMP
NO.3 G/E C.F.W IN PRESS
NO.3 G/E C.F.W OUT TEMP
NO.3 G/E F.O IN PRESS
NO.3 G/E T/C EXH. GAS OUT TEMP
NO.3 G/E COOLING AIR TEMP
NO.3 GEN VOLTAGE
NO.3 GEN FREQUENCY
GC014
GC015
GC016
GC004
GC005
GC006
GC007
GC008
GC009
GC024
GC110.1
GC110.2
15.02.06
08:59:27
C
C
C
kg/cm2
C
kg/cm2
C
kg/cm2
C
C
V
Hz
GC014
GC015
GC016
GC004
GC005
GC006
GC007
GC008
GC009
GC024
GC110.1
GC110.2
200
200
200
10
200
6.0
200
16.0
600
200
538.0
70
180
180
180
180
5.4
180
14.4
540
180
484.2
63
160
160
160
160
4.8
160
12.8
480
160
430.2
56
11.2
420
140
140
140
140
140
4.2
140
376.6
49
120
120
120
120
3.6
120
9.6
360
120
322.8
42
100
100
100
100
3.0
100
8.0
300
100
269.0
35
80
80
80
80
2.4
80
6.4
240
80
215.2
28
60
60
60
60
1.8
60
4.8
180
60
161.4
21
40
40
40
40
1.2
40
3.2
120
40
107.6
14
20
20
20
20
0.6
20
1.6
60
20
53.8
55.00
52.30
55.20
4.5
67.4
3.6
75.90
6.13
339.60
0
48.70
454.00
60.08
CONFIG
Issue: 1
IMO No.9301419
Bar Graph Display

Up to six tags can be displayed simultaneously on the bar graph display with
their current values.
The display shows the maximum alarm limit with the line being green above
this limit and red below. Conversely the minimum alarm limit shows the line
as being red above the limit and green below.
Selected Points Display
This function allows the operator to create up to five display pages containing
a personalised selection of tags. Each page can contain up to twenty tags and
the tags can be combined from different alarm groups. A selected points log
can only be printed from an ROS terminal configured to do so. The process is
similar to that with the complete log but using the SCROLL UP and SCROLL
DOWN keys until the SELECT LOG function is displayed in the lower left
hand corner of the CRT. Type in a number between 1 and 5 to display the
selected points log and press ENTER to print out.
Issue: 1
IMO No.9301419
Illustration 3.1.6a Control Pump Overview
DC C20
PUMP OVERVIEW
ACCESS OVERRIDE
KEY
PCL
PCL
NO.2
NO.2
NO.2
NO.2
NO.2
NO.2
NO.1
NO.1
PCL
PCL
PCL
PCL
NO.1
NO.1
NO.1
NO.1
08.02.06
18:04:59
AUTO
AUTO
AUTO
AUTO
AUTO
AUTO
MAIN L.O P/P
STERN TUBE L.O P/P
M/E F.O SUPPLY P/P
M/E F.O CIRC P/P
G/E F.O SUPPLY P/P
G/E F.O BOOST P/P
NO.1
NO.1
NO.1
NO.1
PCL
PCL
PCL
PCL
PCL
NO.2
NO.2
NO.2
NO.1
NO.1
PCL
PCL
PCL
NO.2
NO.2
NO.2
AUTO
AUTO
AUTO
MANUAL
AUTO
MANUAL
M/E J.C.F.W P/P
CENT C.F.W P/P
BOILER FEED W. P/P
ECON. FEED W. P/P
BOILER W. CIRC. P/P
MAIN/COPT COND. CSW P/P
AUX. C.S.W P/P
PORT USE C.F.W P/P
STBY OFF
NO.1
NO.1
PCL
PCL
NO.2
MANUAL
I.G DECK SEAL S.W P/P
NO.1 HYD. OIL P/P (RVS)
STBY-START
NO.1 H.P.P P/P (CPP)
STBY OFF
NO.2
MANUAL
C.O.P.T COND. P/P
STBY-START
NO.2 HYD. OIL P/P (RVS)
HYD. OIL PRESS:
101.9 Kg/cm2
NO.2 H.P.P P/P (CPP)

P/P PRESS :
STATIC PRESS :
Issue: 1
IMO No.9301419
-0.01
Mpa
0.16
Mpa

3.1.6
CONTROL OF MACHINERY
Grey - stopped and remote
Blue - blocked
Introduction
Red - alarm
In addition to the monitoring of equipment and alarms, the Kongsberg

DataChief C20 can also be used for the remote operation of pumps and the
power management of the generator sets. The following describes the system
functions.
White - Local and not ready
Yellow - standby

a)
At the ECR remote operator station select the Pump Overview

screen and use the rotary knob to position the cursor over the
pump icon.
b)
On the keyboard press the READ pushbutton to address the

pump icon.
c)
Press the 1 pushbutton to start the pump. The icon will blink as
the pump runs up to speed.
d)
Place the other pump in AUTO mode by placing the cursor

on the pump icon and press the AUTO/MANUAL key on the
keyboard.
Parameters
Pump Operating Procedure
Time-out - Time-out for start and stop commands
The system can be used to start and stop the pumps listed below but cannot be
used to operate fans or to open and close engine room valves.
Pulse on - Pulse duration for start and stop commands
Blackout restart time - The time the equipment is blocked from

automatically restarting after a blackout
Main engine LO pumps (port and starboard)
Stern tube LO pumps (port and starboard)
Main engine FO supply pumps (port and starboard)
Alarms
Main engine FO circulating pumps (port and starboard)
Generator engine FO supply pumps (port and starboard)
The following conditions will result in alarms and the starter will be set to
manual mode:
Generator engine FO booster pumps (port and starboard)
Trip
Main engine JFW pumps (forward and aft)
Start failure
Central CFW pumps (forward and aft)
Stop failure
Boiler feed water pumps (port and starboard)
Started without command
Economiser feed water pumps (port and starboard)
Boiler water circulating pumps (forward and aft)
Modes
COPT condenser CSW pumps (port and starboard)
IG deck seal pumps (port and starboard)
The starter can be operated in two different modes, auto and manual. The ring
around the pump symbol and the background colour for the mode indicator
changes between yellow and grey:
COPT condensate pumps (port and starboard)
Auxiliary CSW pump
Port use CFW pump
Pump Symbol Colours

The pump symbols have the following colours according to the state they are
in:
Arrow outline colour
Green - running
Grey - stopped
Circle colour
The pumps are stopped as follows:

a)
At the ECR remote operator station select the PUMP

OVERVIEW screen and use the rotary knob to position the
cursor over the pump icon.
b)
On the keyboard press the READ pushbutton, to address the

pump icon.
c)
Place the pump in MANUAL mode by pressing either the

AUTO/MANUAL pushbutton or the 0 pushbutton on the
keyboard.
d)
Press the 0 pushbutton to stop the pump. The icon will blink as
the pump slows and then turn a grey colour to indicate it has
stopped.
Auto - can be automatically started and stopped - yellow
Power Management System
Manual - only manual start and stop is possible - grey
The Power Management System (PMS) controls the power generation and
distribution on board the vessel. It includes all of the automatic functions
necessary for safe and economic operation of the power generating plant.
The pumps are started, stopped, placed in Auto (standby) mode or in Manual
mode via the Pump Overview screen as follows,
Note: Restart after a blackout applies to both auto and manual modes. The
function is activated when the timer is set to a value larger than zero and the
blackout detector is referred to by the tag reference. The shut down and start
block functions are active both in auto and manual modes.
Starting
This assumes the pump is in MANUAL mode:
Green - running and remote
Issue: 1
Stopping
IMO No.9301419
The basic system consists of one DPU per connected generator set, each
performing the power management function of the set. The DPUs have
different configurations and control strategies depending on the type of drive
and are connected to the Remote Operating Stations (ROSs) to allow the
operator to initiate the same monitoring and control functions that can be
performed locally.
The PMS performs automatic synchronising to the switchboard with the
appropriate DPU controlling the speed, frequency/voltage deviation and the
breaker. When automatic mode is selected, one of the DPUs must be defined as
Illustration 3.1.6b Power Management System Overview
DC C20
POWER MANAGEMENT SYSTEM
ACCESS OVERRIDE
KEY
Avail. Pwr:
384 Kw
Freq:
60.04 Hz
Tot. Pwr:
598 Kw
Volt:
451 V
08.02.06
18:27:06
Auto
Single busbar
Symmetric
AVERAGE GEN. LOAD : 61.9 %

Dialogue Box Key
NO.1
GEN.
59.98
451
598
61.5
Hz
V
Kw
%
OVER SPEED
L.O LOW PR.
CFW HI TEMP
0.00
0
2
0.1
NO.2
GEN.
OVER SPEED
DISCONNECT
L.O LOW PR.
Stop
CFW HI TEMP
CONNECT 5 On
EMCY STOP
SENSOR FAIL
Off
Auto. OIL MISTSemi-Auto

HI
Reset
OVER SPEED
- Press To Turn On Load Dependent Stop Function
L.O LOW PR.
- Press To Turn Off Load Dependent Stop Function
CFW HI TEMP
- Press To Set the Generator to Auto Mode
EMCY STOP
- Press To Set the Generator to Semi-Auto Mode
OIL MIST HI
9
9
- Press To Set the Generator to Higher Priority
10
- Press To Set the Generator to Lower Priority
SENSOR FAIL
11
LOCAL/BREAKER
AUTO
Operation blocked LOCAL
Ready for start
(1)
- Press To Connect the Generator

- Press To Disconnect the Generator
AUTO
Not stby
- Press To Start the Generator
- Press To Stop the Generator
Connected
Auto Connected (1)
Pri. Lower 10
9 Pri. Higher
SENSOR FAIL
Hz
V
Kw
%
2 CONNECT
Start
0.00
0
2
0.1
NO.3
GEN.
DG2-GENSET
EMCY STOP
OIL MIST HI
Hz
V
Kw
%
1.st stby
1 - Press To Reset Alarm Messages

11
(2)
STOP-BLOCKED
Issue: 1
IMO No.9301419

the master. The DPU designated as No.1 standby will automatically be selected
as the master if no other selection has been made.
Each standby DPU will automatically start, synchronise and connect its
generator to the switchboard according to its order of priority whenever it
receives one or more of the following requests:
Switch on request due to heavy demand if the generators in

operation cannot provide sufficient power.
A start request from another DPU when its operating generator

has developed a fault which will prevent it from maintaining its
share of the load.
A start request from another DPU when its generator set is

approaching overload.
The DPUs also have a facility to shut down a generator operating on low
load as long as the remaining sets are able to provide sufficient power. This
facility can be blocked if the starting and stopping of heavy electrical loads is
expected. Blocking can only be achieved however by putting the generators
into MANUAL mode on the STANDBY SELECT switch on the main
switchboard.
In the event of a blackout, sufficient generators to meet the load requirements
will receive start signals from their respective DPUs and will automatically
synchronise and connect to the switchboard.
Procedure to Control a Generator

To monitor or control a generator set from the ROS first select the power
management mimic display. The power management configuration will then
be displayed showing the status of each machine. If the machine is running
it will be green in colour and show the voltage, frequency and power of the
generator and the temperature of the generators windings. If a machine is not
running it will still show the measured values of the system but the machine
will be shown as grey in colour.
a)
Move the cursor to the generator set to be controlled.
b)
Press the READ pushbutton on the ROS keyboard.
A dialogue box appears containing buttons to operate the generator set, see
illustration 3.1.6b above.
A generator set must be started before it can be connected
A disconnect command will unload and disconnect the generator

but the engine will continue running
A Disconnect command will activate the following sequence

- unloading, disconnect, cool down and stop
The generator set will not be part of the standby system
A Stop command will activate the following sequence unloading, disconnect and direct stop
A Connect command will activate the following sequence start, synchronise and connect to the switchboard
To Start and Connect a Generator

c)
Press the START pushbutton on the dialogue box.
A Start command will activate a start only

The generator engine symbol turns from grey to yellow, which means it is
starting. When the generator engine symbol turns to a green colour it means
that the generator engine is running at idle speed.
When the generator symbol turns to a green colour the generator is ready to
connect to the main switchboard.
d)
Press the CONNECT pushbutton on the dialogue box.
The circuit breaker symbol turns to a yellow colour, which means that the
generator is synchronising with the switchboard. When the circuit breaker
symbol turns to a green colour the generator is connected to the switchboard.
To Connect a Generator
Note: This is only possible when the generator engine is stopped and the
OnEng/Local/Remote control switch on the local control panel is turned to
the REMOTE position.
a)
Press the CONNECT pushbutton on the dialogue box to activate

the following sequence:
The engine symbol turns from grey to a yellow colour, which

indicates the engine is starting
The engine symbol turns to a green colour, which indicates the

engine is running at idle speed
The generator symbol turns to a green colour, which indicates it

is ready to connect
The circuit breaker symbol turns to a yellow colour, which

indicates that the generator is synchronising
To Disconnect and Stop a Generator

e)
Press the DISCONNECT pushbutton on the dialogue box.
The circuit breaker symbol turns to a yellow colour, which means that the
generator is unloading from the switchboard. When the circuit breaker symbol
turns to a grey colour the generator is disconnected from the switchboard.
The circuit breaker symbol turns to a green colour, which

indicates that the generator is connected to the switchboard
Note: Stopping the generator is only possible when the circuit breaker is
disconnected.
To Disconnect a Generator
f)
Press the STOP pushbutton on the dialogue box.
The text COOLING DOWN is displayed, which means that the generator
engine is cooling down before stopping. After the cool down period the engine
symbol turns from green to a yellow colour to indicate that the engine is
stopping. Then engine symbol turns grey when it has stopped.
Note: To stop the engine immediately, without the cooling down period,
press the STOP pushbutton twice.
Semi Auto Mode Operation
Auto Mode Operation
In the semi-automatic mode the operator needs to start/stop and connect and
disconnect the generator set through the main switchboard synchronising
panel. In Semi Auto mode the following applies:
In the automatic mode, the generator is automatically started and stopped

according to the load condition and the set priority.
Issue: 1
In Auto mode the following applies:
IMO No.9301419
a)
Press the DISCONNECT pushbutton on the dialogue box to

activate the following sequence:

indicates that the generator is unloading
The circuit breaker symbol turns to a grey colour, which

indicates that the generator is disconnected
The text COOLING DOWN is displayed, which means that the generator
engine is cooling down before stopping. After the cool down period the engine
symbol turns from green to a yellow colour to indicate that the engine is
stopping. Then engine symbol turns grey when it has stopped.

Note: To stop the engine immediately, without the cooling down period,
press the STOP pushbutton twice.
Alarm reporting for tripping or starting without command
Standby Pump System
Auto and manual control
Automatic time delayed restart when recovering from a

blackout
The standby system includes a pump symbol for each pump. The priority
number defines which pump will start first - lowest number first.
To Stop a Generator when the Circuit Breaker is Connected

a)
Press the STOP pushbutton on the dialogue box to activate the

following sequence:
Blocking operation when the control is in the LOCAL position

or during a blackout

indicates that the generator is unloading
Automatic shutdown
The circuit breaker symbol turns to a grey colour, which

indicates that the generator is disconnected
Optional time stamping of every change of operation, allowing

the system to record the time of starting, running and stopping
The engine symbol turns to a grey colour to indicate that the

engine has stopped.
Note: This is a direct stop without the cooling down period.

To stop the generator when the circuit breaker is disconnected follows the same
procedure and sequence as in the Semi Auto mode described previously.
Midi Operator Station

Maker:
Type:
Kongsberg
MOS 33
If no pump is running, the pump with the lowest number will start at the group
start.
To operate a pump system in standby mode both the pump controller for each
of the pumps and the controller for the standby system must be set to Auto
mode. Then on of the pumps can be started as follows:
a)
On the TAG OVERVIEW screen, select the pump standby

system.
b)
Use the navigator key to select each pump, one at a time - a

white square is displayed around the selected unit.
c)
Press the ENTER pushbutton to display the pump and press the
AUTO function key to set the pump to AUTO mode. The ring
colour around the pump symbol changes to yellow.
d)
Press the ESC pushbutton to return to the standby pump

system.
e)
Select each of the remaining pumps and set them to auto. Return
to the standby pump system display.
f)
Press the AUTO function key to set the standby pump system to
AUTO mode.
Starting
a)
In the TAG OVERVIEW screen, select the pump.
b)
Push the FUNCTION key for a START command.
The pump symbol colour changes to green
The pump status changes to Running
Stopping
Note: The access control system limits the possibility to acknowledge alarms
and change system parameters to those who have the correct password.
The Midi system control of pumps and generators is identical to the ECR
console operator station controls. Mimic screens are available for each
controlled unit. To display these proceed as follows:
1. Press the MENU pushbutton to display the main menu.
2. Press the 2 pushbutton to display the TAG SELECTION
MENU.
3. Press the 1 pushbutton to display the CONTROL MENU.
a)
In the Tag Overview screen, select the pump.
b)
Push the FUNCTION key for a STOP command.
The pump symbol colour changes to grey
The pump status changes to Ready, Remote
Resetting
The pump logic must be rest when the pump is tripped or as the result of a
start failure:
4. Press the up or down navigator key or the numeric keys to select

one of the pumps or generators.
a)
Press the audible alarm pushbutton to silence the alarm.
5. Press the up or down navigator key to select the tag required.
b)
Select the mimic display which shows the pump
c)
Press the ACK pushbutton to acknowledge the alarm.
d)
Correct the problem that caused the alarm situation.
Operating a Pump Starter

The following control functions and features are available:
Start and stop sequence
Alarm reporting for start and stop failure
Issue: 1
The text background for the auto/manual mode indicator turns green and the
text changes to auto.
g)
Press the navigator key to select the pump to be run. A white

square is displayed around the selected unit.
h)
START function key to start the pump.
Stopping a Standby Pump System
e) Press the function key for Reset.

The circle around the pump symbol changes from red to grey.
IMO No.9301419
To take a pump system out of standby mode requires the pump controller to be
set to manual. The pump can then be stopped if required.
a)
Select the pump standby system on the tag overview screen.
b)
Press the MANUAL function key to set the standby pump

system to manual mode.
The text background for the auto/manual mode indicator changes to grey and
the text changes to MANUAL.
To stop the running pump proceed as follows:
a)
b)
Use the NAVIGATOR key to select the pump. A white square is

displayed around the selected unit.
STOP pushbutton to stop the pump.
Four Way
Navigator Key
The pump symbol turns to a grey colour to indicate the pump is stopped.
Select the pump standby system on the tag overview screen.
b)
Press the function key for Manual mode. The pump controller is
set to manual mode.
Go to Display Key
Page Down
Key
Taking a Pump Out of the Standby Pump System

a)
Turn On
Menu
Escape Key
Page Up Key
Alarm Sound
Off
Alarm Acknowledge
Function Keys
Clear Key
Alpha Numerical
Keys
MOS 33 Midi Operator Station
Issue: 1
IMO No.9301419

3.1.7
UMS TO MANNED HANDOVER
The following procedures are followed when changing over from UMS to
manned operation.
h)
The senior engineer delegates the worklist and discusses

relevant safety practices.
i)
The duty engineer should be aware of all the maintenance being

carried out and should be informed of any changes to the days
schedule.
j)
The duty engineer can then proceed with his normal tour of
inspection.
Due to Alarm Initiation

a)
When summoned by the extension alarm system, the duty

engineer proceeds to the ECR.
b)
The duty engineer ensures that the patrolman alarm system has
been activated. This is set to operate at approximately 40 minute
intervals.
c)
The bridge is informed of manned condition and the cause of

the alarm.
d)
The watchkeeping control is switched to the ECR through the

Kongsberg system.
e)
The alarm condition is rectified and if necessary, assistance is

called for.
f)
The engine room can then revert to UMS operation if required.
Normal Handover
a)
The duty engineer proceeds to the ECR.
b)
The patrolman alarm should be in use until the arrival of other

members of the engine room personnel.
c)
The bridge is informed of the manned condition.
d)
The watchkeeping control is switched to the ECR.
e)
The data logger printouts generated during the UMS period are
examined.
f)
The off-duty engineer hands over to the oncoming duty

engineer, discussing any irregularities in accordance with the
standard handover procedure. Ideally the handover should be
carried out in front of the other engineers to provide them with
continuous plant operation knowledge.
g)
The senior engineer is informed of any plant defects. It will

then be decided if they should be included in the present days
worklist.
Issue: 1
IMO No.9301419
3.2
Engine Control Room and Main Switchboard Console and Panels

3.2.1
Engine and Cargo Control Room
Illustrations
3.2.1a Engine Control Room Layout
3.2.1b Engine Control Console
3.2.1c Arrangement of Main Switchboard
Illustration 3.2.1a Engine Control Room
31
31
- Main Switchboard
- Engine Room Control Console
- Lighting (20W x 2) (Dampa Type)
- Lighting (40W x 2) (Dampa Type)
- Inert Gas System Main Panel
- 2W Speaker With Volume Controller
- Smoke Detector
- Thermal Detector
- Receptacle (Double Type)
15
10 - Filing Cabinet (4-Drawer)
33
11 - White Board
12 - Notice Board
13 - Revolving Armchair
14 - Window
15 - DC UPS (Upper Part)
16 - Clinometer
17 - Unit Cooler
19
27
30
30
24
24
23 - CPP Central Unit

24 - CO2 Nozzle
24
42
10
25 - Sweat Scupper
43
21
27 - Unit Cooler Cover With Life Jacket Box and EEBD
28
41
40
37
12
45
29
22
36
25
14
14
26 - Rubber Mat
27
20
11
32
22 - Main Control Panel For Local Fire Extinguishing System
31
29
21 - CO2 Alarm Bell (20cm NWT)
30
35
34
17
13
6
20 - Fire Extinguisher
30
13
17
19 - ICCP Remote Control Panel
16
18 - U PS For Main Engine Electronic Control System (A&B)
26
26
26
18
18
39
23
44
28 - Unit Cooler Cover With Box

29 - Door (Hull Opening : 800x1975x13R)
30 - Air Diffuser
31 - Shutter Grille
32 - Louvre with Operating Device
38
25
33 - DC UPS (Bottom Part)

34 - Ships Computer
35 - Desk
32
36 - Door for Escape Trunk

37 - Alarm Control Panel for LFF
Escape Trunk
38 - Electric Coffee Machine

39 - Coffee Locker
40 - Electric Refrigerator
41 - Electric Refrigerator Box
42 - Main Engine Personal Computer
43 - Personal Computer for Vibration System
44 - Bookrack
45 - Tank Sounding Board
Issue: 1
IMO No.9301419

3.2
ENGINE CONTROL ROOM AND MAIN SWITCHBOARD

CONSOLE AND PANELS
3.2.1
ENGINE CONTROL ROOM LAYOUT
The engine control room (ECR) is situated in the engine room on the port side
of the 3rd deck level. It is where all of the equipment and controls are located to
permit the centralised supervision and operation of the engine room machinery.
Automatic and remote control systems are provided to allow the machinery
spaces to run unattended at sea and in port during cargo operations.

The engine control console is detailed in illustration 3.2.1b and contains the
following equipment:
Main Engine
Remote indication and controls of the main engine which include:
Main engine operating panel
Main engine telegraph receiver with the sub-telegraph unit
Main engine manoeuvring handle

CPP separate control/automatic control select switch
Main engine pump mark indicator
Main engine rpm indicator
Main engine running hour meter
Main engine turbocharger rpm indicators (forward and aft)
Main engine viscosity controller
Shaft power indication
Ship speed log indicator
Rudder angle indicator
Propeller pitch indication
Main engine changeover switch
Main engine vibration damper display unit
Main engine main LO inlet pressure
Main engine scavenge air pressure
Main engine jacket fresh water inlet pressure
Main engine control air pressure
Main engine starting air inlet pressure
Issue: 1
Main engine fuel oil inlet pressure
Common battery telephone system
Main engine fuel oil filter bypass indication
Remote operator stations featuring screen display monitors with

keyboards for alarm and monitoring of engine room systems
and to provide a facility to change watchkeeping positions
Public address/talkback system
Telephone directory
Auxiliary Machinery
Generator engines FO viscosity controller
Cargo oil pump turbine emergency stops
Logger printer
Separate Panels
Alarm printer
Boiler Panel
Alarm buzzer stop button
Alarm flicker stop button
Alarm test button
There is a panel for the two boilers, containing all of the controls needed
to operate the boiler remotely. The panel contains screen displays showing
the control functions. The operator can use this screen display to alter the
parameters. A mimic on the panel displays the progress of the firing process
and the boiler operating modes.
Tank Contents
No.1 HFO bunker tanks port and starboard
Main Switchboard
No.2 HFO bunker tanks port and starboard
HFO settling tank
HFO service tank
The main switchboard is situated in the ECR where direct control of the main
machinery takes place. Each starter panel has auto/run/stop functions where
required. The switchboard also contains the operating controls and indication
for the diesel generators.
MDO settling tank
MDO service tank
MDO storage tank
Emergency Systems
Inert Gas System Control

The inert gas control panel allows activation of the system and contains the
start and stop pushbuttons for the bilge, fire and general service pumps.
Engine Room Local Fire Fighting System Control
Main engine and generator engines oil mist detector panel
CPP emergency operating panel
Main engine shutdown and slowdown cancel panel
Engineer patrol safety panel
Patrol manual call
Fire alarm point
The high pressure local fire fighting control panel allows activation of the
system in either automatic or manual mode.
Communication Systems
Signal light column
Clock
Intrinsically safe sound power telephone
Automatic telephone system
IMO No.9301419
Illustration 3.2.1b Engine Control Room Console
11
12
13
17
14
10
10 1
19
28
22
23
25
26
27
80
10
81
Long
z
Res
Trip
Total
Dir
52
55
57
56
59
39
43
63
79
8
7
6
5
4
3
2
1
0
54
15
16
65
66
67
70
73
74
44
45
46
47
76
50
58
64
61
60
42
FIRE
49
40
SIGNLA LIGHT COLUMN
41
10
48
38
33
62
53
37
35
Reset
Trip
75
51
36
29
34
32
7
21
24
30 31
BT
WT
20
3
4
18
2
STOP
68
START
69
10
9
8
7
6
5
4
3
71
2
1
0
77
STOP
START
78
72
Key
Issue: 1
HFO Settling Tank Indicator
28
Main Engine Pitch Indicator
55
MDO Settling Tank Indicator
29
Ship's Speed Indicator
56
Trackball for Main Engine Operating Panel
No.1 HFO Bunker Tank (Port) Indicator
30
Main Engine Revolutions Counter
57
Telephone Directory 1
No.2 HFO Bunker Tank (Port) Indicator
31
Main Engine Running Hours Meter
58
Log Table
No.1 MDO Storage Tank Indicator
32
Console Power On Lamps
59
No.1 Automatic Telephone
HFO Service Tank Indicator
33
Steering Gear Run Lamps
60
Sound Powered Telephone
Keyboard for Trend Display
MDO Service Tank Indicator
34
Shaft Power Meter
61
Fuel Oil Flow Meter Bypass Valve Open Buttons
No.1 HFO Bunker Tank (Starboard) Indicator
35
Main Engine Oil Mist Detector Monitor Panel
62
CPP Emergency Control Panel
No.2 HFO Bunker Tank (Starboard) Indicator
36
Main Engine HFO Viscosity Controller
63
Main Engine Safety Switch Panel
10
No.2 MDO Storage Tank Indicator
37
Generator Engine HFO Viscosity Controller
64
Manoeuvring Table
11
No.1 Operator Station 19" Display
38
Boiler Monitor Display
65
Deadman Alarm System Panel
12
No.2 Operator Station 19" Display
39
Signal Light Column
66
13
Mimic Display
40
Intelligent Recorder
67
14
Main Engine Operating Panel
41
No.1 Auxiliary Boiler Water Level
68
Main Engine Bridge Manoeuvring Unit
15
Fire Alarm Call Point
42
No.2 Auxiliary Boiler Water Level
69
Main Engine Bridge Manoeuvring Unit Separate Handle
16
General Emergency Alarm
43
No.1 COPT Emergency Stop
70
Patrol Man Call
17
Electric Clock with Second Adjust Switch
44
71
Test Switch
18
Main Engine RPM Indicator
45
72
Buzzer Stop
19
Rudder Angle Indicator
46
No.1 Auxiliary Boiler Emergency Stop
73
No.2 Automatic Telephone
20
Main Engine No.1 Turbocharger RPM Indicator
47
No.2 Auxiliary Boiler Emergency Stop
74
IS Telephone
21
Main Engine LO Inlet Pressure Indicator
48
Log Printer
75
Auxiliary Blowers and Turning Gear Indication Lamps
22
Main Engine FO Inlet Pressure Indicator
49
Alarm Printer
76
Keyboard for Boiler Control
23
Main Engine Jacket Cooling Fresh Water Inlet Pressure
50
Trend Printer
77
Log Table
24
Main Engine No.2 Turbocharger RPM Indicator
51
No.1 Operator Control Panel
78
Mouse for Boiler Control
25
Main Engine Starting Air Inlet Pressure Indicator
52
Buzzer Stop
79
CPP Separate Control/Auto Control Changeover Switch
26
Main Air Control Air Inlet Pressure Indicator
53
No.2 Operator Control Panel
80
Main Engine Torsion Vibration Damper Display Unit
27
Main Engine Scavenge Air Inlet Pressure Indicator
54
Log Table
81
Public Address Microphone
IMO No.9301419
Illustration 3.2.1c Main Switchboard Panels

NP 106

NP 106

RL 5 7 9 11 13 15 17 19 21
6 8 10 12 14 16 18 20 22
NP180
2M-5
2M-25
2M-23
P- 2M-12
2M-4
2M-3
2M-2
DE-RY
FF
VV
142 144
2M-28
2M-27
2M-11
2M-9
NP180
TL
1M-2
MOS33
HM
RL1125 120 SP
RL2123 121 122
2M-1
TL
TL TL
IRM
113
RL1125 120 SP
RL2123 121 122
112
RL3RL4
1M-3
1M-4
1M-11
1M-19
1M-20
1M-22
1M-26
DE-RY
LT
111
RL3RL4
NP 105
127 128 129
TL
SY
DE-RY
HM
NP 105
RL 141 143
TL
2M-7

NP 107
SYNCHRO PANEL
HM
AR
RL1125 120 SP
RL2123 121 122
RL3RL4
1M-1
1M-8
1M-10
1M-24
1M-28
173 172
FVS-2
SHS
DE-R PRE
LT
SHS
DE-R PRE
LT
BCS
BCS
BCS
SHS
DE-R PRE
LT
AS
ECS
VS
ESS
SYS-2
HBL-403X2
AS
ECS
VS
AS
ECS
VR
2M-30 2M-29 2M-26 2M-24 2M-22 2M-21
2M-16
GCS
GCS
GCS
ETS
COS-P
VR
P- 2M-20 2M-19 2M-18 2M-14 2M-13 2M-6
ACB
HiAN-20 (2000AF)
2M-17
VS
2M-15
2M-8
ACB
HiAN-20 (2000AF)
ACB
HiAN-128 (1250AF)
BUS TIE
NP301
BT
VR
ACB
HiAN-25 (2500AF)
ACB
HiAN-20 (2000AF)
2M-10
1M-12 1M-13 1M-15 1M-16 1M-17 1M-18
1M-9
1M-7
SPARE
SPACE FOR
225AF
MCCB
No.2 440V Feeder Panel
No.3 Diesel Generator Panel
Generator Panel Key
Synchronising Panel Key
A:
V:
W:
HM:
DE-RY:
RL1:
RL2:
120:
121:
122:
123:
125:
SHS:
DE-R:
PRE:
LT:
AS:
ECS:
VS:
ACB:
VR:
AVR:
VV:
SY:
FF:
TL:
MOS33:
LT:
AR:
BCS:
GCS:
FVS-2:
SYS-2:
COS-P:
RL3:
RL4:
RL5:
RL6:
RL7:
RL8:
RL9:
RL10:
RL11:
RL12:
RL13:
RL14:
Ammeter
Voltmeter
Wattmeter
Running Hour Meter
Differential Relay
ACB Overcurrent Trip Indication
ACB Reverse Power Trip
Ready for Start Indication
ACB Open Indication
Differential Trip and Reset Pushbutton
Pre-excitation Pushbutton
Ammeter Phase Selector Switch
Engine Control Switch
Voltmeter Phase Selector Switch
Generator Air Circuit Breaker
Voltage Regulator
Automatic Voltage Regulator
Dashed Outline Indicates

Equipment Mounted Inside Panels
Issue: 1
Synchronising Panel
Dual Voltmeter
Synchroscope
Dual Frequency Meter
Synchronising Lamps
Kongsberg MOS33 Operating Panel
Alarm Reset Pushbutton
ACB Control Switch
Frequency and Voltmeter Selection Switch
Synchroscope Selection Switch
Generator Control Selection Switch
ACB Non Close Indication
ACB Abnormal Trip Indication
High Voltage Indication
Low Voltage Indication
High Frequency Indication
Low Frequency Indication
1st Preferential Trip Indication
2nd Preferential Trip Indication
RL15:
RL16:
RL17:
RL18:
RL19:
RL20:
RL21:
RL22:
141:
142:
143:
144:
111:
112:
113:
ACB:
ETS:
ESS:
IMO No.9301419
Bus Tie Panel
1M-21 1M-23 1M-25 1M-27 1M-29 1M-30
1M-5
1M-6
1M-14
SPARE
SPACE FOR
225AF
MCCB
24V DC Low Insulation Indication

L-7 Panel Low Insulation Indication
MSB Emergency Stop, PT Source Fail & Loop Fault Indication
ESB Emergency Stop, Source Fail & Loop Fault Indication
24V DC Source Fail
Bus Short Circuit Indication
Emergency Generator Auto Standby Indication
Emergency Generator Running Indication
Air Circuit Breaker
Earth Test Switch
No.1 or No.2 Busbar Earth Selector Switch
PART 4:
EMERGENCY SYSTEMS
4.1
4.2
4.3
4.4
Illustrations
4.1a
4.2a
4.3a
4.4a
Illustration 4.1a Fire Hydrant System - Engine Room

To Bridge and Accommodation Decks
BF31
To Upper Deck
BF29
Key
To Deck Foam System

BF36
Sea Water
FM26
BF37
Bilge
BF30
Fire and Deck Wash
6kg/cm2 Steam
Engine Casing
BF44
Air
BF55
BF43
BF42
BF41
BF40
BF56
BF57
BF39
BF38
(Port)
(Stbd)
B20V
BF58
B81V
Emergency Fire Pump

(72m3/hr x 80mth)
B17V
PI
B15V
B18V
B16V
PI
No.2 Self Priming Bilge, Fire

and General Service Pump
(240/200m3/h x 30/90mth)

(240/200m3/h x 30/90mth)
CI
CI
From Aft Peak Tank
From Aft Peak Tank

B61V
T264V
A159V
A158V
A57V
Issue: 1
IMO No.9301419
B4V
From Cooling Water Tank

and Aft Bilge Well
B5V
From Port Forward Bilge Well
Sea Chest
(In Stern Tube Cooling
Water Tank)
B62V
B2V
B3V

and Aft Bilge Well
High
Sea Chest
(Port)
B1V
S1V
S3V
S4V
S2V
Low
Sea Chest
(Starboard)

4.1
ENGINE ROOM FIRE HYDRANT SYSTEM
Bilge, Fire and General Service Pump

Maker:
Model:
No. of sets:
Capacity:
Test pressure:
Motor output:
Motor speed:

SVS200F
2
240/200m3/h at 30/90mth
20kg/cm3
90kW
1,750 rpm
Emergency Fire Pump

Maker:
Model:
No. of sets:
Capacity:
Test pressure:
Motor output:
Motor speed:

SVS100
1
72m3/h at 80mth
20kg/cm3
37kW
1,800 rpm
Introduction
The fire hydrant system is normally supplied from two bilge, fire and general
service (GS) pumps located on the port side of the engine room floor and from
an emergency fire pump located in the emergency fire pump space located
below the steering gear room. The bilge, fire and GS pumps are self-priming
pumps and they are provided with a low sea chest suction on the port side and
a high sea chest suction on the starboard side. The system is a dry system with
both bilge, fire and GS pumps and the emergency fire pump normally kept
ready on the fire main, with suction valves from the sea suction main and the
discharge valves to the fire main in the open position. The system provides the
following services:
Anchor cable wash
Flushing of the bow loading line
The emergency fire pump and the bilge, fire and GS pumps can supply the
deck foam system by opening the isolating valve FM26
Both bilge, fire and GS pumps can be used to empty the shaft cooling water
tank and fill or empty the aft peak tank, they can also supply sea water to the
sewage plant and sea water services. The system can also be used to supply
driving water to the forward bosuns store bilge eductor.
In an emergency the bilge, fire and GS pumps can be used to pump out the
engine room bilges.
The bilge, fire and GS pumps have connections to the aft bilge well and the
port and starboard forward bilge wells, No.1 bilge, fire and GS pump has a
direct suction to the port forward bilge well. If these pumps are used for bilge
duty they must be thoroughly washed through before being returned to normal
duty.
WARNING
The supply of oily bilge water to the fire main may result in oil being
added to a burning fire. It is imperative that the bilge, fire and GS
pumps are operated correctly to avoid this possibility.
Preparation for the Operation of the Fire Hydrant System

a)
All intermediate isolating valves along the fire main on the

main deck must be open.
b)
All fire hydrant outlet valves must be closed.
c)
Set up the valves as shown in the table below:
It has been assumed that the sea water main suction valves at the sea chests
are open
Position
Open
Close
Close
Close
Open
Close
The main deck fire hydrant system is fitted with a drain valve at the after end of
the deck and an air blowing connection at the forward end to allow the system
to be blown through and drained down after use, a drain valve is also provided
in the steering gear room. An isolation valve (BF37) is provided at the after
end of the deck to isolate the emergency fire pump system from the bilge, fire
and GS pump system. The system is provided with an international shore
connection located in the fire control station on the upper deck
The bilge, fire and GS pumps can be started from the following positions:
Fire control station
ECR inert gas system operating panel
Bridge
Locally at LGSP No.1, aft of the pumps on the engine room

floor level
Engine room fire hydrants
Main deck fire hydrants
Engine casing fire hydrant
Deck foam system
Paint store spray
Bridge and accommodation fire hydrants
Fire control station
Driving water to the soot collecting tank eductor
Steering gear room
Hydraulic oil cooler for the bow loading system hydraulic

power unit
Bridge
Issue: 1
Close
Open
Close
Open
Close
Close
The emergency fire pump can be started from the following positions:
IMO No.9301419
Description
No.1 bilge, fire and general service pump sea
suction valve
No.1 bilge, fire and general service pump
forward/aft bilge suction valve
direct port forward bilge suction valve
suction valve from aft peak tank
No.2 bilge, fire and general service pump sea
suction valve
forward/aft bilge suction valve
suction valve from aft peak tank
discharge valve to fire hydrant system
discharge valve to services
discharge valve to fire hydrant system
discharge valve to services
Bilge, fire and general service pumps discharge
valve to soot eductor
Valve
B1V
B3V
B5V
B61V
B2V
B4V
B62V
B17V
B15V
B18V
B16V
B81V
Note: Whenever a bilge, fire and GS pump, or the emergency fire pump, is
operating, at least one fire hydrant valve, in the engine room or on deck, must
be open to ensure a flow of water through the pump to prevent overheating.
d)
Start the duty bilge, fire and GS pump at one of the locations
listed earlier.
Illustration 4.1a Fire Hydrant System - Engine Room

To Bridge and Accommodation Decks
BF31
To Upper Deck
BF29
Key
To Deck Foam System

BF36
Sea Water
FM26
BF37
Bilge
BF30
Fire and Deck Wash
6kg/cm2 Steam
Engine Casing
BF44
Air
BF55
BF43
BF42
BF41
BF40
BF56
BF57
BF39
BF38
(Port)
(Stbd)
B20V
BF58
B81V
Emergency Fire Pump

(72m3/hr x 80mth)
B17V
PI
B15V
B18V
B16V
PI

(240/200m3/h x 30/90mth)

(240/200m3/h x 30/90mth)
CI
CI
From Aft Peak Tank
From Aft Peak Tank

B61V
T264V
A159V
A158V
A57V
Issue: 1
IMO No.9301419
B4V

and Aft Bilge Well
B5V
From Port Forward Bilge Well
Sea Chest
Water Tank)
B62V
B2V
B3V

and Aft Bilge Well
High
Sea Chest
(Port)
B1V
S1V
S3V
S4V
S2V
Low
Sea Chest
(Starboard)

e)
If additional water is required at the fire main, start either the

standby bilge, fire and GS pump or the emergency fire pump
depending upon circumstances.
f)
Open the desired fire hydrant valves on the engine room fire
main after connecting the fire hose.
Position
As required
As required
As required
As required
As required
As required
As required
As required
Description
Engine room floor port side
Engine room floor starboard side
Engine room 3rd deck port side
Engine room 3rd deck starboard side
Engine room 2nd deck port side
Engine room 2nd deck starboard side
Engine casing
Discharge valve to fire and deck wash main
When the ship is trading in cold climate areas with the risk of freezing on deck,
it will be necessary for the deck fire main to be isolated from the engine room
riser and the feed line from the emergency fire pump. It will be necessary for
the hydrant lines on deck and around the accommodation to be fully drained
down with the drain valves left in the open condition.
Valve
BF39
BF38
BF41
BF40
BF43
BF42
BF44
BF30
Note: After use, the hose and nozzle unit must be properly stowed in the hose
box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes
must never be left with components which are defective.
Emergency Fire Pump

If the emergency fire pump is to be used this can be started remotely from one
of the locations listed earlier. The suction valve BF58 and the discharge valve
to the fire main BF57 from this pump are always kept open so the pump can be
started and can supply water to the fire main immediately. The valves should,
however, be operated periodically to ensure that they are operational and free
to be closed should the need arise.
The Fire Main

The fire main has outlets in the engine room, around the accommodation
block and on the deck forward and aft. At each hydrant outlet is a hose box
containing a fire hose and nozzle unit. The hydrant outlet valves should be
operated at frequent intervals to ensure that they will open satisfactorily should
it be necessary in the event of an emergency.
Intermediate valves in the fire main along the deck should be kept open at
all times to ensure that water will be available at all deck hydrants whenever
required.
The fire main must be maintained in an operational condition at all times and
all hydrant valves must be closed so that pressure is available at the hydrants
as required.
Issue: 1
IMO No.9301419
Illustration 4.2a CO2 Fire Fighting System

To Open Air
CO2 Room
Deck
Engine Room
Fire Control Station

Engine Room
CO2 Release Cabinet
Pump Room
CO2 Release Cabinet
Engine Room
CO2 Release Cabinet
Pump Room
CO2 Release Cabinet
PI
Bottles No.s 1 - 148
Engine Room : 187 Bottle Discharge
Time
Delay
Unit
Pump Room : 39 Bottle Discharge
Time
Delay
Unit
Pump Room
Junction Box
120V AC Main and

Emergency Power Supply
Key
Main CO2
Pilot CO2
CO2 Alarm
Instrumentation
Air
S
Issue: 1
7kg/cm2 Air Supply
7kg/cm2 Air Supply
IMO No.9301419

4.2
CO2 FIRE EXTINGUISHING SYSTEM
System Equipment
Maker:
Type:
CO2 weight:
Cylinder capacity:
Cylinder pressure:
Total weight:
No. of cylinders:
System Description
Operating Procedure
Areas Protected
NK Co. Ltd
High pressure
45kg/cylinder
68 litres
51.7 bar
120kg/cylinder
187
The CO2 cylinders are located in a dedicated compartment on the starboard

side of the upper deck in the engine casing adjacent to the deck locker. There
are 187 bottles in total each with a CO2 content of 45kg.
The system is connected via a high pressure manifold and distribution pipework
to the engine room and pump room. The outlets for the CO2 are located in
order to give an even spread of gas quickly throughout the compartment when
the bottles are released.
a)
On discovering a fire in a protected space, shut down the

machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other
openings having first ensured that all personnel have been
evacuated.
b)
Conduct a muster of all personnel ensuring that everyone is

accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the
protected space where CO2 is to be released.
c)
Go to the CO2 release control cabinets located at the fire control

room or the CO2 room and break the glass key cabinet to obtain
the key.
d)
Use the key to open the release control cabinet door for the
space to be activated. This will initiate the CO2 release alarm
and ensure the ventilation fans for the space are stopped.
e)
Open one pilot cylinder handwheel valve and the ball valves
No.1 and 2 to release the pilot CO2 to the main cylinders. The
gas will be released to the protected space.
f)
After 10 minutes, close the pilot cylinder hand wheel valve.
g)
When the pilot pressure gauge within the control box is zero,
close ball valves No.1 and 2.
A pressure gauge and pressure switch are fitted to the main CO2 manifold.
Discharge Times
Engine room:
Pump room:
119 seconds
111 seconds
Introduction
Depending upon the application, CO2 is normally employed at levels of between
35% and 50% by volume to produce an oxygen deficiency and thus extinguish
a fire. This level of oxygen reduction is also capable of causing asphyxiation.
Fixed systems are therefore designed to include safeguards which prevent the
automatic release of the CO2 whilst the protected area is occupied. The users
of portable extinguishers should ensure that there is sufficient air to breathe
normally.
CO2 is not generally regarded as having a high intrinsic toxicity and is not
normally considered to produce decomposite products in a fire situation.
The CO2 cylinders are fitted with safety devices to relieve excess pressure
caused by high temperatures. To avoid these operating, it is recommended that
cylinders are located in areas where the ambient temperature will not exceed
46C. Cylinders must not be stored in direct sunlight.
Certain gaseous extinguishing agents may cause low temperature burns when
in contact with the skin. In such cases the affected area should be thoroughly
irrigated with clean water and afterwards dressed by a trained person.
WARNING
DANGER OF ASPHYXIATION
Re-entry to a CO2 flooded area should not be made until the area has
been thoroughly ventilated.
When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released.
Protected Space
Number of Cylinders Required
Engine room:
Pump room:
187
39
Control Cabinets
Discharge of the CO2 is manually accomplished from one of two release
control cabinets supplied for each protected space. The cabinets are located in
the fire control station and the CO2 room.
The system is operated by a supply of CO2 stored in small pilot cylinders
installed within the release control cylinder cabinet. The pilot cylinders are
connected to the main pilot system pipework via two isolation valves installed
within the control cabinet.
One isolation valve is connected via small bore pilot gas pipework to the
cylinder bank to open the cylinders while the other is connected via a separate
pilot gas line to open the line valve to the protected space. The isolation valves
are positioned so that the release control cabinet door cannot be closed with
the valves in the open position. It is also arranged that the control cabinet door
will operate switches when in the open position, to initiate audible and visual
alarms.
Alarms
Note: Allow time for structural cooling before opening the protected space
and ventilating the CO2 gas.
WARNING
Ensure all reasonable precautions have been taken, such as maintaining
boundary inspections, noting cooling down rates and/or any hot spots
which may have been found. After an agreed period an assessment
party, wearing breathing apparatus, can enter the space quickly
through a door which they must shut behind them. Check that the fire
is extinguished and that all surfaces have cooled prior to ventilating the
space. Premature opening can cause re-ignition if oxygen comes into
contact with hot combustible material.
The valve cabinet door is fitted with electrical contacts which activate alarms
fitted to the protected spaces and consist of visual and audible signals.
Issue: 1
IMO No.9301419
Illustration 4.2a CO2 Fire Fighting System

To Open Air
CO2 Room
Deck
Engine Room

Engine Room
CO2 Release Cabinet
Pump Room
CO2 Release Cabinet
Engine Room
CO2 Release Cabinet
Pump Room
CO2 Release Cabinet
PI
Engine Room : 187 Bottle Discharge
Time
Delay
Unit
Pump Room : 39 Bottle Discharge
Time
Delay
Unit
Pump Room
Junction Box
120V AC Main and

Emergency Power Supply
Key
Main CO2
Pilot CO2
CO2 Alarm
Instrumentation
Air
S
Issue: 1
7kg/cm2 Air Supply
7kg/cm2 Air Supply
IMO No.9301419
Procedure to Release CO2 Manually

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

valve for the protected space into which CO2 is to be released
in a clockwise direction.
c)
Remove the safety pin on the valve actuator mounted on the

CO2 cylinder to be released and pull down the cylinder valve
lever.
d)
Repeat operation c) for the number of cylinders to be discharged

into the protected space.
Issue: 1
IMO No.9301419
Illustration 4.3a Engine Room Local Fire Fighting System

3rd Deck Starboard Side - Top of Stairway
Main Engine Area
S
Bridge
2nd Deck Port Side - Outside ECR

Local Fire Fighting
Indicator Panel

3rd Deck - Starboard Side Aft
S
Local Fire Fighting

Remote Control Panel
PI
CI
PS
Upper Deck - Starboard Side Outside Incinerator Room

Local Fire Fighting Supply Pump
(183 Litres/min x 12kg/cm2)
No.1/2 Boiler Area
Junction Box
S
15
10

Local Fire Fighting
Pump Start Panel
Incinerator Area
S
46V
Air Test
Port Fresh Water Tank
(230.1m3)
3rd Deck - Starboard Side Near Purifier Room Forward Door
LCG
48V
S
Key
Engine
Control
Room
From GS Air
System
High Pressure Fresh Water

A Deck - Forward of Top Up Inert Gas Generator
Fresh Water
Electrical Signal
Air
Local Fire Fighting

Main Control Panel
Local Operating Panels

With Location
Issue: 1
IMO No.9301419

4.3
ENGINE ROOM
SYSTEM
Maker:
No. of sets:
Pump model:
Pump type:
Capacity:
Detection system:
LOCAL FIRE
FIGHTING
Tanktech Co. Ltd

1
MXV 40-808-60
Multistage vertical centrifugal
15m3/h at 12kg/cm2
Salwico NSAC-1
Introduction
The system comprises a fire detection part and a fire fighting part. The
fire detection is provided by a Salwico NSAC-1 and the fire fighting part is
provided by a single multistage water pump.
The Tanktech fire fighting system provides a high pressure water mist spray to
specific areas of the machinery space and is additional to and independent of
other engine room fire fighting systems.
The equipment consists of a high pressure multistage pump which takes
suction from the port fresh water tank through a gate valve which is locked
open. The pump is located in the engine room on the 2nd deck port aft near the
air conditioning compressor unit.
The principle of the water mist system is that the very fine droplets of water
tend to exclude oxygen from the atmosphere in the vicinity of the fire thereby
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large
surface area for small mass and this produces a rapid cooling effect on the
fire. The steam produced by the evaporation acts to further reduce the space
available for oxygen. Because the water is in mist form the system is also
useful for oil fires.
Water at high pressure is injected into the protected space through special
nozzles which break down the water stream into very fine mist like particles.
The positioning and distance of the spray heads from the protected equipment
is critical to ensure complete protection is provided.
Area
Main engine:
No.1, 2 and 3 generators:
No.1 and 2 auxiliary boilers:
Incinerator:
No.1 and 2 HFO purifiers
Top up IGG:
No. of Heads
12 heads
6 heads each
2 heads each
1 head
2 heads each
1 head
The system is maintained in a constant state of readiness and the pump is

permanently connected to port fresh water tank.
In automatic mode the system is activated by smoke or flame detector heads
mounted in the protected areas. If one detector is activated a warning alarm is
sounded, when a second detector head is activated the system is brought into
operation
CAUTION
During periods of engine room maintenance it is important to ensure
that the spray heads are never painted as this will impair their
performance.
Procedure for Operating the Local Fire Fighting System

a)
Ensure that the fresh water tank has sufficient water for
operating the local fire fighting system.
b)
Ensure that power is available to the fire fighting control

panel.
c)
Ensure that the high pressure pump starting panel has power
available and is switched to AUTO.
d)
Ensure that all of the manual valves at the pump unit are open
except the air supply valve, test valves and drain valve.
In this condition the system will operate automatically with the appropriate
machinery valve releasing water to the spray heads for that protected space.
The pump supplies six outlet lines fitted with a total of 40 sprinkler nozzles
which serve various areas of the machinery space. Each outlet has its own
supply valve remotely operated from the control panel.
The areas protected by the system are as listed below:
Manual Operation
The system can be activated from the following locations:
Port side of the 2nd deck level outside the ECR - serving the
main engine
Starboard side of the 3rd deck level top of the stairs - serving
the main engine
Starboard side aft of the 3rd deck level near the boiler water
circulating pumps - serving the generator engines
Outside the incinerator room door on the upper deck level serving the incinerator room
Outside the incinerator room door on the upper deck level serving the boilers
Outside the purifier room forward door on the 3rd deck level
- serving the purifier room
Forward of the inert gas generator on the A deck level - serving

the inert gas generator
At the fire control station on the upper deck, where all the above
areas can be activated
At the control panel in the ECR on the 3rd deck, where all the
above areas can be activated
At the pump solenoid valves, which are operated using the

special screwdriver located next to the solenoid valves
There is an indicator panel on the bridge.
Blowing through the System After Use

After the system has been operated for a particular space the lines must be
blown through with compressed air to remove all water which could cause
corrosion.
The pump unit must be isolated so that it will not operate and the pump
discharge valve closed. The pump drain valve is opened to drain water from the
pump outlet lines. The flushing air valves from the general service air system
and the section supply valves for the areas which have been operated manually
are opened. Compressed air is then blown through the section pipes and the
spray heads, removing all water from that section. When flushing is complete
the air valves are closed, the section supply valves are returned to the closed
position and to automatic operation. The pump drain valve is closed and the
pump returned to AUTO.
System checks must then be carried out after purging to ensure that the system
and its control panels are set for automatic operation.
Issue: 1
IMO No.9301419
Illustration 4.3a Engine Room Local Fire Fighting System

3rd Deck Starboard Side - Top of Stairway
Main Engine Area
S
Bridge
2nd Deck Port Side - Outside ECR

Local Fire Fighting
Indicator Panel

3rd Deck - Starboard Side Aft
S
Local Fire Fighting

Remote Control Panel
PI
CI
PS

Local Fire Fighting Supply Pump
(183 Litres/min x 12kg/cm2)
No.1/2 Boiler Area
Junction Box
S
15
10
5
4
5

Local Fire Fighting
Pump Start Panel
Incinerator Area
S
46V
Air Test
Port Fresh Water Tank
(230.1m3)
3rd Deck - Starboard Side Near Purifier Room Forward Door
LCG
48V
S
Key
Engine
Control
Room
From GS Air
System
High Pressure Fresh Water

A Deck - Forward of Top Up Inert Gas Generator
Fresh Water
Electrical Signal
Air
Local Fire Fighting

Main Control Panel
Local Operating Panels

With Location
Issue: 1
IMO No.9301419
Procedure for Testing the System

The system should be tested once each month with an officer on duty on the
bridge at the time of testing.
a)
Close the outlet valves after the section valves to all protected
space.
b)
Open the test valve below the outlet valve and also open the
drain valve.
c)
Open the section valve manually by pressing the section

pushbutton.
d)
Check that the pump starts and that the section valve opens and
the control panel indicates mist release.
e)
Reset the control panel alarm and check that the pump stops and
the section valve closes.
f)
Close the section test valve and repeat the test for the other
section.
g)
After completion of tests close the drain valve and open all
outlet valves after the section valves.
h)
Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode.
Issue: 1
IMO No.9301419
Illustration 4.4a Quick-Closing Valves and Fire Dampers

15V
16V
17V
18V
19V
From Control Air Service Line

Generator Engine
Fuel Inlet Quick-Closing
Valve Trip Box
From Control Air Service Line

No.1
Engine Room
Ventilation
Fan
No.2
Engine Room
Ventilation
Fan
Funnel
Vent
Damper
(Stbd)
No.4
Engine Room
Ventilation
Fan
No.3
Engine Room
Ventilation
Fan

PI
20V
21V
F170V
To No.3 Generator Engine
Purifier Room
Exhaust Fan
Funnel Vent
Damper (Port)
22V
Incinerator Room
Exhaust Fan
23V
Fan Room
Damper (Stbd)
Warm Air Return
PS PAL
MC
Incinerator
Waste Oil
Service
Tank
Incinerator
Marine Diesel
Oil Tank
F292V
F293V
Air
Bottle
24V
Fan Room
Damper (Port)
Warm Air Return
Main
Lubricating
Oil Settling
Tank
F169V
Cylinder Oil
Measuring
Tank
L4V
L113V
F168V
Key
Marine Diesel Oil
Service Tank
Air
Marine Diesel Oil

Settling Tank
No.2 Heavy Fuel Oil

Settling Tank
No.1 Heavy Fuel Oil

Settling Tank
Heavy Fuel Oil

Service Tank
Lubricating Oil
Marine Diesel Oil
Heavy Fuel Oil
F103V
F33V
F196V
F72V
F104V
F32V
F102V
F31V
F101V
Waste Oil
Heavy Fuel Oil

Overflow Tank
F3V
Issue: 1
Marine Diesel Oil

Storage Tank
F9V
No.2 Heavy Fuel Oil

Bunker Tank (Port)
F18V
No.1 Heavy Fuel Oil

Bunker Tank (Port)
F2V
IMO No.9301419
No.2 Heavy Fuel Oil

Bunker Tank (Stbd)
F17V
No.1 Heavy Fuel Oil

Bunker Tank (Stbd)
F1V

4.4
QUICK-CLOSING VALVES AND FIRE DAMPERS
Introduction
All of the outlet valves from the fuel oil and lubricating oil tanks from which
oil could flow to feed a fire are equipped with pneumatically operated quickclosing valves. These valves are operated from the fire control station located
on the upper deck in the port forward area of the accommodation block.
The valves are supplied with compressed air at 7kg/cm2 from a storage bottle
located in the fire control station. The bottle is fitted with an alarm to warn
of low pressure and is fed directly from the engine room control air system.
A non-return valve is fitted on the inlet line which is normally locked open to
ensure that a full charge of air is always available. The oil tanks are grouped
into two systems, the generator engine group and the main engine and other
group, with one three-way cock operating each system.
In addition to the main tank valve system, the inlet fuel oil supply line to
each diesel generator engine is fitted with a quick-closing valve. These valves
operate in the same way as the quick-closing tank valves but they are operated
from a separate cabinet located outside the purifier room. Air for actuation of
these fuel supply quick-closing valves comes from the control air ring main
In normal operation the supply line to each group of tank valves is vented to
atmosphere, but when the cock is turned, compressed air is directed to the
pistons, which collapse the bridge of each valve in that group, thus causing the
valve to close.
The valves are reset by venting the air supply and operating the valve handwheel
in a closed direction to reset the bridge mechanism and then opening the valve
in the normal way.
The quick-closing supply valve on the MDO tank for the emergency generator
is operated by a wire, with the handle on the outside of the room near the
entrance door.
The main sea suction valves are operated remotely by hydraulic systems from
handwheels located on the 3rd deck level in the engine room but outside of the
engine control room.
Issue: 1
Oil Tank Quick-Closing Valves
Fire Dampers
CAUTION
Some tanks such as lubricating oil tanks do not have quick-closing valves
fitted. This is because they are normally closed and only opened for short
periods of time when required. It is therefore important to ensure that
these valves are always closed when not in use.
Tank
Valve Description
Generator Engine Group
HFO service tank
GE supply pump suction
MDO service tank
Suction
Main Engine and Other Groups
HFO service tank
Purifier supply pump suction
HFO service tank
ME supply pump suction
Boiler supply pump suction
Boiler supply pump suction
MDO settling tank
No.1 HFO bunker tank (S)
HFO transfer pump suction
No.2 HFO bunker tank (S)
No.1 HFO bunker tank (P)
No.2 HFO bunker tank (P)
MDO storage tank
MDO transfer pump suction
HFO overflow tank
Incinerator waste oil service Suction
tank
Incinerator MDO tank
Suction
MDO transfer pump suction
Suction
Valve
F102V
F103V
F31V
101V
F32V
F104V
F72V
F196V
F33V
F1V
F17V
F2V
F18V
F9V
F3V
F292V
Remote Operation
Fire dampers operate to close the ventilation openings in the event of a fire in
the engine room spaces. The dampers are kept open by air pressure acting on
a pneumatic cylinder and when this air pressure is removed a counter weight,
attached to the damper linkage, closes the damper by means of gravity.
Compressed air is applied to the damper pneumatic cylinders at all times
from a pressurised supply from the general service air system or starting air
system.
The fire dampers can be operated from an emergency shut-off valve located
in the fire control station. Operation of this three-way valve will vent the air
pressure from each damper pneumatic cylinder, causing all of the dampers
to close. Each damper can also be controlled from a local manually operated
valve. The dampers and their manual control valves are as listed below:
Damper
No.1 engine room fan (reversible) damper
No.2 engine room fan (reversible) damper
No.3 engine room fan (non-reversible) damper
No.4 engine room fan (non-reversible) damper
No.1 funnel ventilation damper
No.2 funnel ventilation damper
Purifier room exhaust fan damper
Incinerator room exhaust fan damper
Fan room (starboard) ventilation damper
Fan room (port) ventilation damper
Line Valve
M15V
M16V
M17V
M18V
M19V
M20V
M21V
M22V
M23V
M24V
F293V
L4V
L113V
Generator Engine Fuel Supply Valve Cabinet

Engine
No.1 generator engine
No.2 generator engin
No.3 generator engine
Valve Description
Fuel supply
Fuel supply
Fuel supply
IMO No.9301419
Valve
F168V
F169V
F170V
PART 5: EMERGENCY PROCEDURES
Illustrations
5.2a
5.1
5.3a
5.2
5.4a
5.3
Emergency Steering
5.7a
5.4
5.7b
5.5
5.7c
5.6
5.7d
Fire Fighting Equipment - Engine Room 3rd Deck
5.7
5.7e
Fire Fighting Equipment - Engine Room 2nd Deck
5.8
5.7f
Fire Fighting Equipment - Upper Deck Above Engine Room
5.9
Life Saving Equipment
5.7g
5.8a
5.8b
Fire Detection Equipment - Engine Room Floor
5.8c
5.8d
Fire Detection Equipment - Engine Room 3rd Deck
5.8e
Fire Detection Equipment - Engine Room 2nd Deck
5.8f
Fire Detection Equipment - Upper Deck Above Engine Room
5.9a
Life Saving Equipment and Escape Routes Symbols List
5.9b
Life Saving Equipment and Escape Routes - Engine Room Floor
5.9c
Life Saving Equipment and Escape Routes - Pump Room
5.9d
Life Saving Equipment and Escape Routes - Engine Room 3rd Deck
5.9e
Life Saving Equipment and Escape Routes - Engine Room 2nd Deck
5.9f
Life Saving Equipment and Escape Routes - Upper Deck Above Engine Room
5.9g
Yuri Senkevich
5.1
FLOODING IN THE ENGINE ROOM
Pumps Available for Bilge Pumping Duties

Introduction
Flooding in the engine room can occur due to a defect in the hull structure
caused by grounding, berthing or collision damage or due to a defect in the
engine rooms sea water pipeline system.
The following steps can prevent or alleviate flooding problems:
Maintain pipelines externally, tighten slack supports and replace broken U
bolts on pipe brackets to minimise fretting in way of supports. Each month
check for signs of corrosion, particularly on pipes which are not obviously
visible during daily inspections.
Operate all ships side valves regularly, so they can be operated easily when
required in an emergency. Valves such as fire pump suction valves, which are
normally left open, should be closed at regular intervals to prevent a build
up of marine growth. Ensure that remote valve actuation systems function
correctly. Check valve packing and ensure there is no excessive leakage.
Before opening sea water filters for cleaning, make sure the shut-off valves
are shut tight by opening the vent in the filter box cover. In any case break the
cover joint before removing all cover bolts. The same applies when opening
coolers and pipelines anywhere in the system. If a valve is not fully closed
there will be appreciable leakage and because the bolts/nuts are still in place it
is possible to re-tighten the cover.
Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar with
the position of main sea suction and overboard discharge valves and know
which main suction is currently in use.
The emergency bilge suction valve should be operated on a regular basis.
Double bottom sounding pipe cocks and caps should be secured after use.
Issue: 1
No. fitted
Capacity:
2
240/200m3/h at a total head of 30/90m
No.1 pump can take suction from the bilge main through valve B3V but also
has its own direct bilge suction through valve B5V to the port forward bilge
well. No.2 pump can take a suction from the bilge main through valve B4V
Main/Cargo Oil Pump Turbine Condenser Cooling Sea Water Pump
No. fitted
Capacity
2
870/1,050m3/h at a total head of 23/9m
These pumps take a suction from their own emergency bilge suction through
valve B6V, which is operated by an extended spindle from above floor plate
level.
Oily Bilge Pump
No. fitted
Capacity:
1
5m3/h x 3kg/cm2
This pump takes its suction from the bilge main through valve B35V.
The oily water separator takes its suction from the bilge holding tank and has
a capacity of 5m3 per hour.
Sea Suctions
High and low sea chest suction valves for the cooling sea water system
circulating pumps are provided with remote manual hydraulic controllers
located on 3 deck. Similarly the main overboard valve from the vacuum
condensers can be operated by a remote manual hydraulic controller located
on 3 deck.
IMO No.9301419
Yuri Senkevich
Illustration 5.2a Main Engine Local Control Panel
SUB-TELEGRAPH
HYDRAULIC PRESSURE
150
NAV.
FULL
FULL
200
ENGINE SPEED
250
40
60
300
50
350
PITCH POSITION
80
120
400
100
100
ASTERN
BAR
HALF
50
50
PITCH
AHEAD
SLOW
CONTROL POSITION
DEAD
SLOW
WRONG
WAY
LAMP
TEST
STOP
BRIDGE
EMG
STOP
ECR
SLOW DOWN / LOAD REDUCTION

MANUAL
SLOW DOWN
REQUEST
DEAD
SLOW
SLOW DOWN
ACTIVE
CANCEL
SLOW DOWN
LOCAL
FORCED
TAKE
CONTROL
SHUT DOWN
RESET
SLOW DOWN
SHUT DOWN
ACTIVE
CANCEL
SHUT DOWN
START
FAILURE
LAMP
TEST
START CONDITIONS
SLOW
TURNING
GEAR
DISENGAGED
START AIR
SYSTEM
IN SERVICE
AUXILIARY
BLOWERS
RUNNING
WARNING
AUXILIARY
BLOWER
MAIN START
VALVE
IN SERVICE
SERVO-OIL
PUMP
RUNNING
ENGINE
NOT READY
FUEL/LOAD
LIMITATION
ACTIVE
INCREASE
LIMITATION
START
BLOCKED
HALF
BRIDGE
FULL
AT SEA
ECR
EMERG.
ASTERN
STAND BY
LOCAL
Issue: 1
AIR
RUN
AUTO
SLOW
TURN STOP
RUN
START
DOWN
SPEED
UP
FWE
IMO No.9301419
Yuri Senkevich
5.2
EMERGENCY OPERATION OF THE MAIN

ENGINE
The propeller pitch is now fixed in the new position. The thrust is regulated by
means of the engine speed which is either controlled from the engine side local
control panel, the ECR or from the bridge.
Introduction
Procedure to Start the Main Engine Locally
The main engine will normally be controlled from the bridge but may also be
controlled from the engine control room (ECR). Only for test purposes, or in
the event of failure of control from the other two stations would local control
be carried out. Once a local start had been made, the engine speed would be set
at a level requested by the bridge and control over the ships speed made with
the controlled pitch propeller (CPP).
The procedure assumes that the main operating panel in the ECR cannot be
used to start the main engine as normal, the cylinder pre-lubrication system
will not be operational and the CPP system is in operation with the pitch set
at 0.
The CPP itself will normally be controlled from the bridge in combinator
mode which automatically selects a CCP pitch and engine speed, but may be
controlled locally at the oil distribution (OD) box. In this mode the bridge will
select suitable engine speeds for the operation and vary the pitch to achieve
the desired shaft output.
Communications between the bridge and the local engine control stand can
be either by the use of the onboard UHF communication system, which has
an antenna near the local control stand and the CCP local control station or
the headset facility on the sound powered telephone system which also has
handsets in those locations.
Procedure to Operate the Controllable Pitch Propeller

Hydraulic Power Pack Locally
Stop the engine by turning the AIR RUN/AUTO/SLOW RUN

switch to the AUTO position. Close the indicator valves.
The high to low control priority for the main engine is Local, ECR, Bridge
and Bridge Wings. Main engine control transfer from lower priority to higher
priority is by a request/acknowledge procedure on the telegraph panels, however
from higher to lower priority, the higher priority can demand control.
To operate the main engine from the local control station, first establish
communications with the bridge and select local operation on the local control
panel. (The ECR should acknowledge the change).
a)
Ensure the following pumps are running and that the pressures
are normal:
Main engine lubricating oil pump
Main engine fuel oil supply pump
Main engine fuel oil circulating pump
Stern tube lubricating oil circulating pump
a)
Visually inspect the system for leakage and rectify as

necessary.
b)
Select the pump for service by turning the breaker at the main
switchboard to the ON position.
c)
At the local panel turn the LOCAL/REMOTE switch to the

LOCAL position and the STOP/RUN switch to the RUN
position.
d)
The unloading valve V1P at the hydraulic unit must be closed

and manually locked in position.
e)
Main engine hydraulic oil pressure pump
e)
The propeller pitch is controlled by pressing the pushbuttons on

the valve V2.
Auxiliary air blowers
f)
When the pitch is at the correct position the valve V2 pushbutton

must be released and the unloading valve V1P is opened.
Issue: 1
g)
b)
Switch on the automatic LO filter at the local panel.
c)
Turn the main engine, using the turning gear, for approximately
one revolution.
d)
Disengage the turning gear and open the pilot air valve, the
control air valve and turn the starting air distribution valve to
place the distributor into service. Ensure that the starting air and
control air pressures are normal.
f)
Start the following locally:
Turn the main engine on air by turning the AIR RUN/AUTO/

SLOW RUN switch on the local panel to the AIR RUN position.
Observe the cylinder indicator valves for any water emission.
IMO No.9301419
Yuri Senkevich
Illustration 5.3a Steering Gear Emergency Valve Positions
Key
No.2
Cylinder
No.1
Cylinder
Hydraulic Oil
No.2
Cylinder
No.1
Cylinder
No.4
Cylinder
No.3
Cylinder
Hydraulic Oil
Return
No.4
Cylinder
No.3
Cylinder
Emergency
Pushbutton IV-1
Emergency
Pushbutton IV-2
No.2 Oil Tank

No.2 Pump
Issue: 1
Pump No.1
Operating During
Emergency
Emergency
Pushbutton IV-1
Emergency
Pushbutton IV-2
No.1 Oil Tank
No.2 Oil Tank
No.1 Pump
No.2 Pump
IMO No.9301419
Pump No.2
Operating During
Emergency
No.1 Oil Tank

No.1 Pump
Yuri Senkevich
5.3
EMERGENCY STEERING
Description
In the event of failure of the autopilot or manual steering from the bridge the
steering gear may be operated directly from the steering gear compartment in
one of two ways:
1. Port and starboard direction pushbuttons
2. By the use of the torque motors
c)
Operate the steering gear in response to requests from the

bridge by turning the torque motor manually until the rudder is
in the required position, then releasing it. The hydraulic pump
will return to the neutral position.
The control is a spring loaded lever on top of the torque motor on the forward
side of the pump oil tank.
Ensure that the bridge confirm the steering gear room gyro repeater heading
is correct.
Communications between the bridge and the steering compartment can be

either by the use of the onboard UHF communication system, which has an
antenna in the steering gear compartment or the headset facility on the sound
powered telephone system.
Procedure for Operation of the Steering Gear on Loss of

Remote Bridge Control
On loss of steering gear control from the bridge, establish communication with
the bridge via the telephone system. A telephone is located on the steering gear
compartment platform.
Torque Motor Operating Nut
Unloading Solenoid Control Valve
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
Method 1
a)
At the local control panel turn the BRIDGE 1/LOCAL 2 switch

to the LOCAL position.
b)
Operate the steering gear by pressing either the PORT

pushbutton OR the STARBOARD pushbutton according to the
bridge instructions.
Emergency Steering Showing Torque Motor Operation

Emergency Steering Showing Unloading Solenoid Valve
Method 2
a)
At the local control panel turn the BRIDGE 1/LOCAL 2 switch

to the LOCAL position.
b)
Push the MANUAL button of the unloading (upper) solenoid

control valve, situated on the aft side of the pump unit oil tank,
and lock it in position by means of the locknut.
Issue: 1
IMO No.9301419
Yuri Senkevich
5.4
EMERGENCY FIRE PUMP OPERATION
Illustration 5.4a Emergency Fire Pump System
Emergency Fire Pump

Maker:
Model:
No. fitted:
Capacity:
Test pressure:
Motor output:
Motor speed:

SVS100
1
72m3/h at 8kg/cm23
20kg/cm2
37kW
1,800 rpm
BF31
To Bridge and
Accommodation
Decks
To Upper Deck
BF29
BF36
FM26
BF37
To Deck Foam
System
BF30
To Engine Room
Introduction
BF55
The emergency fire pump is located in the emergency fire pump space inside
the steering gear flat.
The pump is used to supply the fire main when the bilge, fire and GS pumps in
the engine room are unable to do so. It is an electrically driven, self-priming,
vertical centrifugal pump that has its power supply fed from the emergency
switchboard 440V feeder panel P.EM.3, located in the emergency generator
room.
BF56
BF57
Starting and stopping the pump can take place from three locations:
BF58
Locally at the pump starter unit in the steering gear flat
Remotely from the fire control station
Remotely from the bridge main console on the starboard

side
Locally at the pump side, if the starter panel switch is turned

to the LOCAL position
The pump draws water from its own sea chest located by the stern frame and
positioned so that it is below the waterline even when the vessel is in a lightship
condition. The suction valve BF-58 and the manually operated discharge valve
BF-57 from this pump are always kept open so the pump can be started to
supply water to the fire main immediately.
Emergency Fire Pump

(72m3/h x 80mth)
Key
Sea Water
Fire and Deck Wash
6kg/cm2 Steam
Air
The pumps suction and discharge valves should be operated and lubricated
weekly to ensure they are fully operational and ready for use.
The pump suction line and sea chest can be proved clear by opening the steam
blowing valves T246V and A158V that are fed from the engine room 6kg/cm2
steam service system or opening air blowing valves A159V and A57V from
the general service air system.
Issue: 1
T264V
A159V
A158V
A57V
Sea Chest
Water Tank)
IMO No.9301419
Yuri Senkevich
5.5
FIRE IN THE ENGINE ROOM
a)
Activate the emergency shutdown system in agreement with the

terminal duty personnel.
Introduction
b)
Conduct a crew check.
Should a fire occur in the engine room:
c)
Organise the crew for fire fighting duties.
d)
Inform the terminal authorities and the local fire brigade even if
the fire appears to be under control.
WARNING
Under no circumstances should anybody attempt to tackle an engine
room fire alone. It is essential that the fire alarm be raised as soon as an
outbreak of fire is detected.
General
a)
Immediately sound the fire alarm and muster the crew.
b)
If personnel are missing, consider the possibility of searching in

the fire area.
c)
Determine the location of the fire, what is burning, the direction

of spread and the possibility of controlling the fire.
d)
If there is the least doubt whether the fire can be controlled by

ships crew, warn of the situation on the distress frequencies.
e)
If the fire fighting capacity is limited, give priority to fire

limitation until the situation is clarified.
f)
If substances which are on fire, or close to a fire, may emit

poisonous gases or explode, direct the crew to a safe position
before actions are organised.
g)
Establish the vessels position and update the communication

centre.
h)
If any person is seriously injured, request assistance from the

nearest rescue centre.
Stop the main engine and shut down the boilers.
b)
Sound the evacuation alarm.
c)
Stop all the ventilation fans.
d)
Start the emergency generator and put on load.
If personnel are missing, consider the possibility of searching in

the fire area.
e)
Trip the quick-closing valves and the engine room auxiliary

machinery from the fire control station.
f)
Close all accessible openings and hatches to prevent the fire

spreading.
f)
Count all personnel and ensure that none are in the engine
room.
g)
Prepare to disconnect the cargo hoses, if required.
g)
Close all fire flaps and funnel doors.
h)
Prepare to vacate the berth, if required, and inform the authorities

immediately if there might be problems in vacating the berth.
h)
Close all doors to the inert gas plant and the engine room.
i)
If there is a danger of the release of poisonous gases or of

explosion, consider part or total ship abandonment. Ship
drawings, cargo plans etc. should be taken ashore. A crew check
is to be carried out again.
i)
Start the emergency fire pump and pressurise the fire main.
j)
Operate the pressurised water spray system depending upon the

location and extent of the fire.
j)
k)
l)
Issue: 1
a)
e)
In Port
WARNING
A fire plan is housed in a red cylindrical container, by the stairway
in the accommodation cross-passage entrance on the upper deck. It
is positioned to assist outside parties to deal with a fire on board and
should under no circumstances be removed.
Battening Down of the Engine Room
Consider using the local fire fighting system or CO2 system,

depending on the extent of the fire. The local fire fighting
water system applies to the specific areas of the main engine,
generators, boilers, incinerator area, top-up IGG area and HFO
purifier area.
On the arrival of the fire brigade, inform the Chief Fire Officer
of:
Any personnel missing
Assumed location of fire
What is assumed to be burning
Any conditions that may constitute a hazard
Assist the Chief Fire Officer with information and orientation,

by means of drawings and plans.
If the fixed fire extinguishing system is to be used, take the following action:
CO2 System
The CO2 cylinders are located in a CO2 compartment on the starboard side
of the upper deck in the engine casing adjacent to the deck locker and can be
operated from the fire control station or the CO2 compartment.
The system is connected via a high pressure manifold and distribution
pipework to the engine room and pump room. The outlets for the CO2 are
located in order to give an even spread of gas quickly throughout the selected
compartment when the bottles are released.
The engine room must be battened down as previously described and the
system must be operated as described in section 4.2.
WARNING
DANGER OF ASPHYXIATION
Re-entry to a CO2 flooded area should not be made until the area has
been thoroughly ventilated.
Note: Allow time for structural cooling before opening the protected space
and ventilating the CO2 gas.
IMO No.9301419
Yuri Senkevich
Engine Room Fire Prevention
The best way of dealing with an engine room fire is to prevent one. Oil spills
must be cleaned up as soon as they occur and oily waste or rags must not be
left lying around. Any leakage from oil pipes must be rectified as soon as
possible.
Rags, oily waste and similar combustible material must not be stored in the
engine room and plastic containers must not be used for storing such material
or used as drip trays.
Lagging must be correctly fitted to exhaust manifolds and the dripping of oil
onto hot manifolds, even when lagged, must be prevented.
Fire detection equipment must be checked frequently and fire extinguishing
appliances must be in an operable state at all times.
Issue: 1
IMO No.9301419
Yuri Senkevich
5.6
EMERGENCY POWER FAILURE
Introduction
The diesel generators are fitted with many alarms and safety features, such
as preferential trips and automatic load sharing (see section 2.13), which are
designed to reduce the possibility of a loss of the power supply. However, it is
simply not possible to allow for all eventualities and a complete power failure
remains a possibility.
In the event of failure of the main electrical supply system resulting in a
blackout, the emergency generator will automatically start, connect to the
emergency switchboard and supply power to the items of equipment which are
supplied from the emergency switchboard.
the position of doors and ladders through which escape can be

made.
Should there be a total lighting failure, stop whatever you are

doing and remain still. Do not panic.
On restoration of emergency lighting, or should a torch

be available, move slowly and carefully towards the main
switchboard room, cargo and engine control room or emergency
exit.
If the blackout is prolonged for any reason, it is recommended

that no attempt to move is made until some form of lighting is
available. If, however, it is clear that to remain stationary is in
itself placing the individual at risk, any attempt to move should
be made on hands and knees, both very carefully and very
slowly. Engineers should, as a matter of urgency upon joining
a vessel, make themselves aware of the engine room layout and
Issue: 1
h)
The emergency generator can now be stopped but care must be

taken to ensure it is left in AUTOMATIC mode.
During normal working, it is important to leave the engine

room tidy to avoid obstructions during emergency situations.
Any lifted floor plates must be cordoned off in a safe manner at
all times.
This description assumes that all elements referred to have been left in their
normal operating positions, i.e. automatic standby. One generator is supplying
the full ships load, with the remaining two generators on automatic standby.
a)
The running generator trips from the main switchboard. With

both main and emergency switchboards dead, the only available
power is from the battery supply board (see section 2.13.8).
Emergency lighting is normally continuously available. The
main/emergency board tie breaker will drop out. All engine
room services, including the main engine, will stop.
b)
Immediately on power failure, the air driven generator

emergency DO supply pump will activate and start to supply
DO to the generators.
c)
The first standby generator will receive a start signal and should
run up to speed within twenty seconds. If the first standby
generator fails to start or fails to reach 95% of the rated voltage,
the second standby generator will receive a start signal and go
through the same procedure.
Personal Safety During a Power Failure

Power failures are usually sudden in nature and can occur without warning.
For short periods, it is possible that blackout conditions may exist in the
engine room. During any blackout, it is important that personnel do not place
themselves at unnecessary risk. Accidents can be avoided by following a few
simple rules.
To provide an uninterrupted power supply, the emergency

switchboard will now need to be synchronised to the main
switchboard. When this has been done and the ACB closed the
main switchboard will be feeding the emergency board. The
emergency generator ACB will then trip automatically after
approximately half a second. Normal service should have now
been resumed with the engine room generator set(s) providing
all ships services.
Description of Automatic Power Restoration Sequence
Should there be a failure of the automatic starting arrangement for the

emergency generator, the generator may be started manually and connected to
the emergency switchboard manually (see section 2.12.2).
An emergency battery supply system is also available and this provides power
for essential lighting and navigation and communication systems when the
main electrical system is not available. The batteries are maintained on a
constant trickle charge so there is always full emergency power available in
the event of loss of generated electrical power. The battery system will provide
essential services whilst the main electrical system is being repaired.
g)
d)
The emergency generator will receive an immediate start signal

and will restore power to the emergency switchboard within
45 seconds. If the main switchboard has recovered power by
this time, the bus tie breaker between the two switchboards
will close and the emergency generator will be left idling. The
engine will idle for a period of 2 minutes and then receive a stop
signal.
e)
If the emergency switchboard bus voltage is still zero, the

emergency generator ACB closes and the emergency generator
will feed the emergency switchboard.
f)
When the main switchboard has recovered power, the

emergency switchboard tie breaker at the main switchboard
will be closed.
IMO No.9301419
Actions After the Restoration of Partial Power

Following the restoration of power to the emergency switchboard, the cause
of the failure of the main generators should be established and corrected as
quickly as possible. Without main power, the main engine will continue to
turn due to the momentum of the ship being transferred back to the engine
through the propeller. Consideration must be given to stopping the main
engine as quickly as possible to prevent damage due to lack of lubricating oil.
Furthermore, the vessel will eventually stop moving and then be subject to the
motions of the sea. This may make any repairs more difficult.
Actions After the Restoration of Full Power

On the restoration of full power, the sequential restart system will activate (see
section 2.13.7). This will automatically supply power to most engine room
services.
If the cause of the power failure is apparent and has been corrected (if
necessary), any remaining services can be restarted. If not, efforts should be
directed to identify the problem and correct it before concentrating on the
restoration of remaining services. The main engine should be restarted when
the Chief Engineer is satisfied that it is safe to do so.
It is possible that the power failure may cause problems with controllers/
equipment which is not immediately apparent, therefore all engine room
functions should be closely monitored for a significant period following any
power failure.
Yuri Senkevich
Procedure to Prepare a Diesel Generator Set for Starting
Failure of the power management system means there will be no automatic
starting and stopping of the diesel generators in response to load requirements.
In this situation the generators must be started and stopped manually.
It is possible to start and stop the generator engines locally at the engine should
that be necessary in the event of a failure of the automatic system.
a)
Set the engine to LOCAL or ON ENG control.
b)
Set up the fuel oil service system as described in section 2.6.2.
c)
Set up the auxiliary central cooling fresh water system as in

section 2.5.2 and check that water is flowing in the main and
auxiliary cooling water circuits.
d)
Check the level of oil in the sump and top up as necessary with
the correct grade of oil.
e)
Switch the generator engine prelubrication oil pump to AUTO

operation and check that the lubricating oil pressure builds up.
The engine should be prelubricated at least 2 minutes prior to
start, although normally the pump runs continuously.
f)
Check the pressure before and after the filters.
g)
Check the turbocharger and governor oil levels.
h)
Check the starting air pressure is correct and drain water from
the air starting system. Ensure the starting air valve to the
engine is open.
i)
Turn the engine at least one complete revolution using the

turning bar with the cylinder indicator cocks open. Alternatively
purge the cylinders by activating an air start procedure. Close
the cylinder indicator cocks. Prior to turning the engine over on
air, a check must be made to ensure the fuel lever is in the STOP
position.
j)
Check the alarm panel and ensure it is functioning correctly.
k)
Vent the jacket cooling water space.
If any part of the engine has been drained for overhaul or maintenance, check
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary.
Issue: 1
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.
If maintenance work has been carried out on the engine, start the engine as
below prior to switching the engine to automatic operation.
Note: If the remote monitoring equipment for the generator engine is

defective then the engine must be monitored locally for temperatures,
pressures, etc.
m) Check that all fuel pump indices are at index 0, when the stop
lever (and hence regulating shaft) is in the STOP position.
n)
Check that all fuel pumps can be pressed by hand to full index
and return to 0 when the hand is removed.
o)
Check the spring loaded pull rod operates correctly.
p)
Check that the stop cylinder for the regulating shaft operates
correctly when shutting down normally and at overspeed and
shut down. Testing is done by simulating these situations.
q)
The engine is now ready for starting.
Procedure for Local Start of a Diesel Generator Engine

a)
Ensure that the prestart procedures have been carried out as

above then turn the selector switch on the local control panel to
the MAN position.
b)
Move the stop lever to the working position.
c)
At the local control panel start the engine by pressing the

START pushbutton for 2-3 seconds and allow it to run up to
normal speed.
d)
Make a thorough check of the engine for leaks and other

defects.
e)
When the engine has been checked and confirmed to be

operating correctly, it may be connected to the electrical
switchboard. (See section 2.13.2.)
Procedure to Stop a Diesel Generator Engine Locally

a)
Before stopping the engine, make sure the generator has been
disconnected from the switchboard and run off load for a few
minutes for cooling down purposes.
b)
Stop the engine by pressing the STOP pushbutton the local

panel.
IMO No.9301419
Yuri Senkevich
5.7
FIRE FIGHTING EQUIPMENT
Illustration 5.7a Fire Fighting Equipment Symbols List
Air Breathing Apparatus Compressor
Emergency Fire Pump
Spare Charge for all Fire Extinguishers
Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
Fire Hose Reel with Nozzle (Jet/Spray Combined Type) and Fire Hose 15m x 19d
Fire Wash Deck Main Line
Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe
Foam Main Line
WL
Water Mist Nozzle for Local Fire Fighting System
Local Fire Fighting System Operating Panels

7
7
Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Angle
Stop Valve For Fire Main
&
Foam Valve with Connection (JIS F7335 Type) Globe
Stop Valve For Foam Main
Foam Valve with Connection (JIS F7335 Type) Angle
&
International Shore Connection

Fireman's Outfit Locker
&
Foam Box with Portable Foam Branch Pipe and Hose
(Self Contained Type Compressed Air Breathing Apparatus 1200L 2 Sets

Heat Resisting Protective Suit 2 Sets
Non Conductive Boots, Gloves and Rigid Helmet 2 Sets
Fire Axe, Safety Lamp for 3 Hours 2 Sets)
FL 2
Foam Monitor
F
Deck Foam Tank Unit
Water Spray Nozzle
CO2
Portable Foam Applicator of Injection Type with Spare Tank
Master Control Box CO2 Discharge
CO2
CO2 Battery
CO2
F
9L
CO2
6.8KG
F
135L
F
45L
P
12KG
F.B /
F.P.S
Issue: 1
Portable Foam Fire Extinguisher (9L)
CO2 Discharge Nozzle
Portable CO2 Fire Extinguisher (6.8KG)
Gas Detector Control Unit
Semi-Portable Foam Fire Extinguisher (135L)
Sampling Point for Gas detector
Closing Appliance for Ventilation Inlet/Outlet Other Space
Dry Powder Fire Extinguisher (12KG)
Closing Appliance for Ventilation Inlet/Outlet in Accommodation
Closing Appliance for Ventilation Inlet/Outlet In Machine Space
Emergency/Rescue Equipment for Heli-Deck

(Fire Blanket, Gloves, Fire Suit Assembly 2 Sets
Fire Axe, Crow Bar, Cutter, Safety Lamp, First Aid Equipment 1 Set)
IMO No.9301419
Yuri Senkevich
Illustration 5.7b Fire Fighting Equipment - Engine Room Floor
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
CO2
Low
Sea
Chest
No.2
No.1
Up
Key
F
9L
CO2
No.2CO2
Up
Up
G/T
S/T
CO2
No.1
Up
SCAVENGE
CO2
CO2
No.2
CO2
No.1
CO2
-7
No.2
No.1
CO2
CO2
9L
Bilge
Tank
9L
Pump Room
Access
CO2
No.1
CO2
Bilge
Tank
No.2
SCAVENGE
9L
CO2
No.1
G/T
S/T
No.2
F
CO2
Steam Releasing Valve for Main Engine Scavenge Fire Extinguisher
9L
9L
Up
Up
F
9L
CO2
Up
F
9L

Tank
High
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Void
Water Ballast
Tank
14
Issue: 1
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
IMO No.9301419
52
54
Yuri Senkevich
Illustration 5.7c Fire Fighting Equipment - Pump Room
Water Ballast
Tank
Void
No.2
Low
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2
No.1
CO2
No.1
CO2
DN
F
9L
No.2
Key
CO2
No.1
Pump
Room
CO2
F
9L
Pump Room
Access
W
CO2
No.3
W -
CO2
No.2
CO2
DN
9L
No.1
CO2
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Fuel Oil
Overflow
Tank
Void
Water Ballast
Tank
36
Issue: 1
38
40
42
44
46
48
50
IMO No.9301419
52
54
Yuri Senkevich
Illustration 5.7d Fire Fighting Equipment - Engine Room 3rd Deck
Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
Electrician's
Workshop
Workshop
Store Room
CO2
CO2
Welding
Space
CO2
CO2
CO2
Key
45L
WL
CO2
Up
Dn
No.2
CO2
Free
Space
Free
Space
No.3
No.2
Crane
Service
Area
No.2
CO2
No.2
No.2 No.1
No.1
9L
No.1
CO2
No.2
CO2
CO2
CO2 Up
Dn
9L
9L
No.2
No.1
WL
Purifier
Room
No.2
CO2No.2
No.1
No.2 No.2 No.2
No.1
No.1 No.1
No.2
Heavy Fuel
Oil Settling
Tank
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
WL No.2
No.1
CO2
7 -
CO2
9L
No.1
CO2
CO2
WL
No.1
Pump Room
Access
No.1
CO2
CO2
WL
CO2
No.2
CO2
WL
WL
CO2
Dn
Emergency Escape
Trunking
45L
No.1
9L
CO2
WL
CO2
CO2
Up
9L
WL
77
9L
F
Emergency Fire
Pump Space
CO2
CO2

CO2
No.1
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
Heavy Fuel
Oil Settling
Tank
Heavy Fuel
Oil ServiceTank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
54
Yuri Senkevich
Illustration 5.7e Fire Fighting Equipment - Engine Room 2nd Deck
Water Ballast
Tank
Key
Void
CO2
Marine Diesel
Oil Storage
Tank
CO2
Fresh
Water Tank
(Port)
CO2
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
5
4
CO2
WL
F
9L
CO2
15
10
6.8KG
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
CO2
CO2
Engine Control
Room
F
135L
CO2
135L
6.8KG
F
Up
Up
9L
Up
CO2
Dn
77
9L
CO2
9L
Steering Gear
Room & Rope
Storage Space
CO2
WL
WL
CO2
Up
CO2
7
No.2
Auxiliary
Boiler
WL
Cylinder Oil
Storage Tank
CO2
WL
CO2
CO2
WL
WL
WL
Crane Sevice
Area
9L
No.1
Auxiliary
Boiler
CO2
WL
WL
Main
Lubricating
Oil Settling
Tank
Main
Lubricating
Oil Storage
Tank
WL
CO2
WL
WL
CO2
CO2
F Up
FL 2
Fireman's Outfit Locker

(Self Contained Type Compressed Air Breathing Apparatus 1200L 2 Sets
Heat Resisting Protective Suit 2 Sets
Non Conductive Boots, Gloves and Rigid Helmet 2 Sets
Fire Axe, Safety Lamp for 3 Hours 2 Sets)
CO2
9L
Spare Charge for all Fire Extinguishers
Generator
Engine
Lubricating Oil
Storage Tank
Dn
77
7 -
Pump Room
Access
CO2
FL 2
9L
No.2
Fresh
Water Tank
(Starboard)
No.1
9L
No.2
CO2
CO2
No.1
CO2
CO2
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
CO2
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.2
Heavy Fuel
Oil Settling
Tank
No.1
Heavy Fuel
Oil Settling
Tank
15
10
4
5
Marine
Marine
Diesel
Settling
Tank
Tank
Local Fire Fighting System Main Control Panel
Local Fire Fighting Pump Start Panel
Heavy Fuel
Oil Service Tank
(Slope Bottom)
Void
Local Fire Fighting Pump

Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
54
Yuri Senkevich
Illustration 5.7f Fire Fighting Equipment - Upper Deck Above Engine Room
Upper Deck Plan

A
Paint
Locker
Emergency Generator
Room
Scrubber
9L
Up
AC
&
Dispensary
F
9L
Engine Room
Entrance
&
Crew's
Changing
Room
Officer's
Changing
Room
Sauna
Engine
Room
7Hatch
9L
CO2
6.8KG
C.G.
Locker
Incinerator
Room
CO2
Incinerator
WL
7-
Fish
Room
CO2
Hydraulic Power
Pack Room
CO2-
9L
&
CO2 Battery
Master Control Box CO2 Discharge
Water Spray Nozzle
Stop Valve for Foam Main
Stop Valve for Fire Main
CO2
Laundry
Bonded
Store
Drying
Room
Locker
Lobby
CO2 Room
Spare
Crew (A)
F
9L
7
W
&
CO2
Pub. T.
Dry Provision
Store
A
CO2
9L
Deck
Locker
CO2
WL
9L
Stairway
WL
Hospital
F
CO2
CO2
C.D. &
P.S.
Gymnasium
Foam Monitor
OX
WL
F -
Lobby
Dn
Up
Foam &
Fire Control
Room
6-Suez
Crew
Garbage
Locker
&
A
CO2
6.8KG
Key
Meat
Room
Vegetable
Room
Spare
Crew (B)
Lobby
7
A
&
Closing Appliance for Ventilation Inlet/Outlet in Accommodation
CO2
12
14
16
18
20
22
24
26
28
6.8KG
30
Local Fire Fighting System Remote Control Panel
Issue: 1
IMO No.9301419
Yuri Senkevich
Illustration 5.7g Fire Fighting Equipment - Upper Deck
Key
W
Stop Valve for Fire Main

&
Stop Valve for Foam Main

7
Foam Monitor
Sampling Point for Gas Detector
7-
9L
CO2
6.8KG
12KG
&
Closing Appliance for Ventilation Inlet/Outlet In Machine Space
Dry Powder Fire Extinguisher (12KG)
Foam Valve with Connection (JIS F7335 Type) Angle

-
Emergency/Rescue Equipment for Heli-Deck

(Fire Blanket, Gloves, Fire Suit Assembly 2 Sets
Fire Axe, Crow Bar, Cutter, Safety Lamp, First Aid Equipment 1 Set)
7
7
&
Bow Loading
Space
Steering Gear
Room & Rope
Storage Space
&
F.B /
F.P.S
M
W
F
&
&
&
&
&
A.P.T.
No.6 Cargo Oil Tank

(Port & Starboard)
No.1 Heavy Fuel

Oil Bilge Tank
(Starboard)
7
7
7
7
10
30
No.3 Cargo Oil Tank

(Port & Starboard)
No.2 Cargo Oil Tank

(Port & Starboard)
Bosun's
Store
No.1 Cargo Oil Tank

(Port & Starboard)
7
7
F.P.T.
Engine Room
20
No.4 Cargo Oil Tank

(Port & Starboard)
AP
No.5 Cargo Oil Tank

(Port & Starboard)
40

(Port & Starboard)
Pump
7
Room

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)
CO2
6.8KG
9L
Side Tangent Line
50
57
62
69
76
83
C
P
90
97
FP
F.B /
F.P.S
12KG
&
CO2
6.8KG
C
C
&
&
F
7
&
&
&
&
F
7
F
C
&
&
9L
7
C
CO2
&
6.8KG
7
C
&
7
&
C
C
7
F
C
C
&
C
AP
Issue: 1
10
20
30
40
50
57
62
69
76
IMO No.9301419
83
90
97
FP
Yuri Senkevich
5.8
FIRE DETECTION EQUIPMENT
Illustration 5.8a Fire Detection Symbol List
CO2
Signal Column (General Alarm, Fire Alarm,

Deadman Alarm, Machinery Alarm, Telephone Call and Engineer Call)
Fire Air Horn
SP
Ceiling Mounting Type Alarm Speaker
C.P.
Control Panel
SP
Public Address and General Emergency Alarm Speaker
R.P.
Repeater Panel
Pushbutton Switch for General Alarm
Pushbutton Switch for Fire Alarm

M
PLAN
FIRE
PLAN
Storage Tube for Safety Plan
Storage Tube for Fire Plan
Fire Damper for Engine Room
Start/Stop Switch for Bilge No.1/No.2, Fire and General Service Pump
Fire Damper for other than Engine Room
Start/Stop Switch for Emergency Fire Pump
Remote Control for Fuel/Lubricating Oil Valve
Remote Control for Lubricating Oil Pump
SAFETY
Emergency Generator
Remote Control for Fuel Oil Pump
'A' Class Fire Door
Fan Control and Emergency Stop Switch for Engine Room
'B' Class Fire Door
Fan Control and Emergency Stop Switch for Others
G/T
S/T
SCAVENGE
IG
Steam Releasing Valve for Main Engine Scavenge Fire Extinguisher
Inert Gas Installation
Flame Detector
Thermal Detector
Smoke Detector
Issue: 1
IMO No.9301419
Yuri Senkevich
Illustration 5.8b Fire Detection Equipment - Engine Room Floor
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2
No.1
CO2
Up
No.2
Up
Up
Low
Sea
Chest
No.1
Key
Up
No.2

SP
No.1
No.2
No.2
Pump Room
Access
No.1
No.1
No.2
CO2
CO2
Fire Air Horn

Smoke Detector
No.1
Bilge
Tank
Up
Bilge
Tank
Up
Up
SP
CO2

Tank
High
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Void
Water Ballast
Tank
14
Issue: 1
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
IMO No.9301419
52
54
Yuri Senkevich
Illustration 5.8c Fire Detection Equipment - Pump Room
Water Ballast
Tank
Void
No.2
Low
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2
No.1
No.1
DN
No.2
No.1
Pump
Room
Key
Pump Room
Access
Smoke Detector
No.3
No.2
DN
No.1
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Fuel Oil
Overflow
Tank
Void
Water Ballast
Tank
36
Issue: 1
38
40
42
44
46
48
50
IMO No.9301419
52
54
Yuri Senkevich
Illustration 5.8d Fire Detection Equipment - Engine Room 3rd Deck
Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
Electrician's
Workshop
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
SP
CO2
Workshop
Store Room
Welding
Space
Key
-
Signal Column (General Alarm, Fire Alarm, Deadman Alarm,

Machinery Alarm, Telephone Call and Engineer Call)
Flame Detector
Thermal Detector
No.2
Smoke Detector
No.1
'A' Class Fire Door
CO2
CO2
Dn
Up
No.2
Free
Space
Free
Space
No.3
Emergency Fire
Pump Space
Up
SP
No.1
SP
No.2
CO2
Dn
Pump Room
Access
No.1
Emergency Escape
Trunking
Crane
Service
Area
No.2
No.2
No.1
No.2
Up
Dn
No.1
No.1
No.2 No.1
CO2
No.2
No.1
No.2
No.1
Purifier
Room
No.2
No.2
No.1
No.2 No.2 No.2
No.1
No.1 No.1
No.2
Heavy Fuel
Oil Settling
Tank
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
CO2
No.1
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
Heavy Fuel
Oil Settling
Tank
Heavy Fuel
Oil ServiceTank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
54
Yuri Senkevich
Illustration 5.8e Fire Detection Equipment - Engine Room 2nd Deck
Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
Marine Diesel
Oil Storage
Tank
Fresh
Water Tank
(Port)
SP
Engine Control
Room
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
SP
Key
SP
Up
Up
Dn
CO2
Cylinder Oil
Storage Tank
No.2
Auxiliary
Boiler
Steering Gear
Room & Rope
Storage Space
Main
Lubricating
Oil Settling
Tank
Main
Lubricating
Oil Storage
Tank
Crane Service
Area
CO2
No.1
Auxiliary
Boiler
Turbine
Lubricating Oil
Storage Tank
Generator
Engine
Lubricating Oil
Storage Tank
Up
SP
No.2
No.1
No.2
No.1
CO2
Marine
Marine
Diesel
Settling
Tank
Tank
Fire Air Horn
Flame Detector
Thermal Detector
Smoke Detector
Fire Damper for Engine Room
Pushbutton Switch for General Alarm
Signal Column (General Alarm, Fire Alarm, Deadman Alarm,

Machinery Alarm, Telephone Call and Engineer Call)
'A' Class Fire Door
Pump Room
Access
Dn
Fresh
Water Tank
(Starboard)
Up
CO2
Up
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.2
Heavy Fuel
Oil Settling
Tank
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
Heavy Fuel
Oil Settling
Tank
SP
Heavy Fuel
Oil Service Tank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
54
Yuri Senkevich
Illustration 5.8f Fire Detection Equipment - Upper Deck Above Engine Room
Upper Deck Plan
SAFETY
PLAN
SP
Lobby
Paint
Locker
Emergency Generator
Room
Foam &
Fire Control
Room
6-Suez
Crew
Garbage
Locker
SP
SP
SAFETY
PLAN
SP
Dispensary
SP
Dn
OX
Scrubber
Up
Up
SP
AC
SP
C.D. &
P.S.
FIRE
PLAN
Stairway
Sauna
Engine
Room
Hatch
SP
PLAN
Crew's
Changing
SP Room
Officer's
Changing
SP Room
SP
SP
SP
Hydraulic Power
Pack Room
C.G.
Locker
SP
CO2
Incinerator
Room
FIRE
Engine Room
Entrance
Gymnasium
CO2
Key
Hospital
Incinerator
Dry Provision
Store
Storage Tube for Safety Plan
Storage Tube for Fire Plan
Flame Detector
Thermal Detector
Smoke Detector

'A' Class Fire Door
'B' Class Fire Door
SP
SP
SP
Pub. T.
SP
SP
Laundry
Bonded
Store
SP
Fish
Room
Deck
Locker
Lobby
Locker
SP
Spare
SP Crew (A)
CO2 Room
Vegetable
Room
CO2
SP
SP
Meat
Room
Spare
Lobby
SP Crew (B)
SAFETY
PLAN
12
Issue: 1
14
16
18
20
22
24
26
28
30
IMO No.9301419
Yuri Senkevich
5.9
LIFE SAVING EQUIPMENT AND ESCAPE ROUTES
Illustration 5.9a Life Saving Equipment and Escape Routes Symbol List
Life/Rescue Boat(s)
Emergency Escape Breathing Apparatus
Lifeboat Davit and Winch
Emergency Exit
Liferaft
Secondary Escape Route
Rope Ladder
Lifeboat Davit Winch Operating Procedure
Knotted Rope Ladder
Liferaft Launching Procedure
Line Throwing Appliance
Muster List
Signal
The Method of Donning Life Jacket
Lifebuoy with Self-Igniting Light and Smoke Signal
Training Manual and the Fire Operation Manual
Lifebuoy with Self-Igniting Light
Lifebuoy with Line (30m)
Life Jacket
LJB
Life Jacket Box
Immersion Suit
Two-Way Transceiver
Satellite EPIRB
Radar Transponder (SART)
Muster Point
Issue: 1
IMO No.9301419
Yuri Senkevich
Illustration 5.9b Life Saving Equipment and Escape Routes - Engine Room Floor
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
Low
Sea
Chest
No.2
No.1
Up
No.2
Up
Up
No.1
Up
Key
No.2
No.1
No.2
No.2
Pump Room
Access
No.1
No.1
No.2
Emergency Exit
No.1
Bilge
Tank
Up
Bilge
Tank
Up
Up

Tank
High
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Void
Water Ballast
Tank
14
Issue: 1
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
IMO No.9301419
52
54
Yuri Senkevich
Illustration 5.9c Life Saving Equipment and Escape Routes - Pump Room
Water Ballast
Tank
Void
No.2
Low
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2
No.1
No.1
DN
No.2
No.1
Pump
Room
Key
Pump Room
Access
No.3
No.2
DN
No.1
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Fuel Oil
Overflow
Tank
Void
Water Ballast
Tank
36
Issue: 1
38
40
42
44
46
48
50
IMO No.9301419
52
54
Yuri Senkevich
Illustration 5.9d Life Saving Equipment and Escape Routes - Engine Room 3rd Deck
Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
Electrician's
Workshop
Workshop
Store Room
Welding
Space
Up
Dn
No.2
No.1
Key
Free
Space
Free
Space
No.3
Emergency Fire
Pump Space
Up
No.2
Dn
Pump Room
Access
No.1
Emergency Trunking
Crane
Service
Area
No.2
No.2
Emergency Exit
No.1
No.2
No.1
No.2
Up
Dn
No.1
No.1
No.2 No.1
No.2
No.1
No.2
No.1
Purifier
Room
No.2
No.2
No.1
No.2 No.2 No.2
No.1
No.1 No.1
No.2
Heavy Fuel
Oil Settling
Tank
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
Heavy Fuel
Oil Settling
Tank
Heavy Fuel
Oil ServiceTank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
54
Yuri Senkevich
Illustration 5.9e Life Saving Equipment and Escape Routes - Engine Room 2nd Deck
Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
(Port)
Marine Diesel
Oil Storage
Tank
Fresh
Water Tank
(Port)
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
Engine Control
Room
LJB
Up
Up
Up
Up
Key
Dn
Cylinder Oil
Storage Tank
No.2
Auxiliary
Boiler
Steering Gear
Room & Rope
Storage Space
Main
Lubricating
Oil Settling
Tank
Main
Lubricating
Oil Storage
Tank
Crane Service
Area
Emergency Trunking
Turbine
Lubricating Oil
Storage Tank
No.1
Auxiliary
Boiler
Life Jacket
LJB
Life Jacket Box
Generator
Engine
Lubricating Oil
Storage Tank
Up
No.2
Emergency Exit
Pump Room
Access
Dn
Fresh
Water Tank
(Starboard)
No.1
No.2
Marine
Marine
Diesel
Settling
Tank
Tank
No.1
No.2
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.2
Heavy Fuel
Oil Settling
Tank
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
No.1
Heavy Fuel
Oil Settling
Tank
Heavy Fuel
Oil Service Tank
(Slope Bottom)
Void
Water Ballast
Tank
12
Issue: 1
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
IMO No.9301419
50
52
54
Yuri Senkevich
Illustration 5.9f Life Saving Equipment and Escape Routes - Upper Deck Above Engine Room
Upper Deck Plan
Lobby
Paint
Locker
Emergency Generator
Room
Hospital
Foam &
Fire Control
Room
6-Suez
Crew
Garbage
Locker
Dispensary
Dn
Engine Room
Entrance
OX
Scrubber
Up
Up
AC
Gymnasium
Crew's
Changing
Room
C.D. &
P.S.
Officer's
Changing
Room
Stairway
Incinerator
Room
Incinerator
Issue: 1
Emergency Exit
Life Jacket
Pub. T.
Muster List
Lobby
Hydraulic Power
Pack Room
Bonded
Store
Laundry
Locker
Spare
Crew (A)
Drying
Room
CO2 Room
Vegetable
Room
14
C.G.
Locker
Dry Provision
Store
Fish
Room
12
Sauna
Engine
Room
Hatch
Deck
Locker
Key
16
18
20
22
24
26
28
Meat
Room
Lobby
Spare
Crew (B)
30
IMO No.9301419
Yuri Senkevich
Illustration 5.9g Life Saving Equipment and Escape Routes - Upper Deck
Bow Loading
Space
Steering Gear
Room & Rope
Storage Space
No.1 Heavy Fuel

Oil Bilge Tank
(Starboard)
A.P.T.
Engine Room
Pump
Room
AP
10
20
30
40
50
Bosun's
Store
No.6 Cargo Oil Tank

(Port & Starboard)
No.5 Cargo Oil Tank

(Port & Starboard)
No.4 Cargo Oil Tank

(Port & Starboard)
No.3 Cargo Oil Tank

(Port & Starboard)
No.2 Cargo Oil Tank

(Port & Starboard)
No.1 Cargo Oil Tank

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)

(Port & Starboard)
F.P.T.
Side Tangent Line
57
62
69
76
83
90
97
FP
Key
LJB
Liferaft
Life Jacket
Rope Ladder
Lifebuoy with Self-igniting Light
Life Jacket Box
Lifebuoy with Line (30m)
Liferaft Launching Procedure
Emergency Exit
LJB
AP
Issue: 1
10
20
30
40
50
57
62
69
76
IMO No.9301419
83
90
97
FP

Yuri Senkevich - Machinery Systems Manual

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Yuri Senkevich - Hull No.

Machinery Operating Manual

2.1.3a Main Engine Safety Switch Panel

Issues and Updates

Location Plan of Engine Room - Floor Plan

To Bring Vessel into Live Condition

Main Engine B & W 7S60ME-C Details

Main Engine B & W 7S60ME-C

2.5.1a Main Central Cooling Fresh Water System

Fuel Oil and Diesel Oil Service Systems

Main Engine Fuel Oil Service System

Main Engine Fuel Oil Service System

Sea Water Systems

Central Cooling Sea Water System

Fuel Oil and Diesel Oil Transfer Systems

Condensate and Feed Systems

Part 2: Main Engine and Auxiliary Systems

Fresh Water Cooling Systems

Part 1: Operational Overview

Boilers and Steam Systems

Lubricating Oil Systems

Main Engine Lubricating Oil System

Main Engine Lubricating Oil System

Central Cooling Sea Water System

Front Matter - Page 1 of 9

Yuri Senkevich - Hull No.1602

2.13.4a Main 440V Distribution

2.9.1 Engine Room Bilge System and Bilge Separator

Steering Gear System

Main Machinery Control System

Machinery Control and Alarm System Overview

Domestic Fresh Water System

2.14.1a Domestic Fresh Water System

2.12.1 Diesel Generators

Machinery Control and Alarm System Overview

Electrical Power Generators

Part 3: Main Machinery Control

2.10.1a Starting Air System

Machinery Operating Manual

Inert Gas System

Engine Control Room and Main Switchboard Console and

Part 4: Emergency Systems

Engine Room Fire Hydrant System

Fire Hydrant System - Engine Room

Front Matter - Page 2 of 9

Yuri Senkevich - Hull No.1602

Flooding in the Engine Room

Emergency Operation of the Main Engine

Main Engine Local Control Panel

Steering Gear Emergency Valve Positions

Life Saving Equipment and Escape Routes

Machinery Operating Manual

Life Saving Equipment and Escape Routes Symbols List

Emergency Fire Pump Operation

Emergency Fire Pump System

Fire in the Engine Room

Emergency Power Failure

Fire Fighting Equipment

Fire Fighting Equipment Symbols List

Fire Detection Symbols List

Front Matter - Page 3 of 9

Yuri Senkevich - Hull No.1602

Machinery Operating Manual