Ship Machinery Operation

Machinery Operating Manual
1: Machinery Operating Manual
2.4
Sea Water Systems

2.4 1
Main and Auxiliary Sea Water Systems
2.4.2
Sea Water Service System
2.4.3
Engine Room Ballast System
2.4.4
Evaporator
2.4.5
Distilled Water Transfer and Distribution System
2.5
Fresh Water Cooling Systems

2.5.1
Main Engine Jacket Cooling Fresh Water System
(High Temperature Cooling Water System)
2.5.2
Central Fresh Water Cooling System
(Low Temperature Fresh Water Cooling System)
List of Contents:
Issues and Updates
Machinery Symbols
Electrical and Instrumentation Symbols
Maersk Machinery Colour Scheme
Introduction
Part 1: Operational Overview

1.1
To Bring Vessel into Live Condition
1.2
To Prepare Main Plant for In Port Condition
1.3
To Prepare Main Plant for Manoeuvring in Port
1.4
To Change Main Plant from Manoeuvring to Full Away
15
To Prepare for UMS Operation
1.6
To Change from UMS to Manned Operation
1.7
To Change Main Plant from Full Away to Manoeuvring Condition
1.8
To Secure Main Plant at Finished with Engines
1.9
To Secure Main Plant for Dry Dock
2.6
Fuel Oil and Diesel Oil Service Systems

2.6.1
Main Engine Fuel Oil Service System
2.6.2
Auxiliary Engine Fuel Oil Service System
2.6.3
Auxiliary Boiler Fuel Oil Service System
2.6.4
Incinerator Fuel Oil Service System
2.7
Fuel Oil and Diesel Oil Transfer Systems

2.7.1
Fuel Oil and Diesel Oil Bunkering
and Transfer System
2.7.2
Fuel Oil and Diesel Oil Purifying System
2.8
Lubricating Oil Systems

2 8.1
Main Engine Lubricating Oil System
2.8.2
Stern Tube Lubricating Oil System
2.8.3
Lubricating Oil Purifying System
2.8.4
Lubricating Oil Filling and Transfer System
2.9
Bilge Systems
2.9.1
Engine Room Bilge System and Bilge Separator
2.9.2
Pump Room Bilge System
2.9.3
Bosun Store and Chain Locker Bilge System
2.10
Air Systems
2.10.1
2.10.2
2.10.3
Illustrations
1.1a Location Plan of Engine Room - Top of Tank and Floor
1.1b Location Plan of Engine Room - Upper and Lower Platforms
Part 2: Main Engine and Auxiliary Systems

2.1
2.2
2.3
Main Engine and Propulsion Systems

2.1.1
Main Engine Specification
2.1.2
Main Engine Manoeuvring Control
2.1.3
Main Engine Safety System
Boilers and Steam Systems
2.2.1
General Description
2.2.2
Boiler Control Systems
2.2.3
Sootblowers
2.2.4
7kg/cm2 Pressure Steam System
2.2.5
Exhaust Gas Boiler
Condensate and Feed Systems
2.3.1
Condensate System
2.3.2
Heating Drains Systems
2.3.3
Boiler Feed System
2.3.4
Water Sampling and Treatment System
Starting Air System

General Service Air System
Control Air System
2.11
Steering Gear
2.12
Electrical Power Generators

2.12.1
Diesel Generators
2.12.2
Emergency Diesel Generator
2.13
Electrical Power Distribution

2.13.1
Distribution and Loading
2.13.2
Shore Power
2.13.3
Main Alternators
2.13.4
Emergency Alternator
2.13.5
Preferential Tripping and Sequential Restart
2.13.6
Uninterruptible Power Supplies (UPS)
2.13.7
Batteries, Transformers, Rectifiers and Chargers
2.13.8
Impressed Current Cathodic Protection
2.13.9
Thrusters
2.14
Accommodation Systems
2.14.1
Domestic Fresh Water System
2.14.2
Domestic Refrigeration System
2.14.3
Accommodation Air Conditioning Plant
2.14.4
Miscellaneous Air Conditioning Units
2.14.5
Sewage Treatment System
2.15
Inert Gas (Top-up System) Generator

2.15.1
Inert Gas Generator
2.15.2
Operation
2.15.3
Maintenance
Illustrations
2.1.1a
2.1.1b
2.1.2a
2.1.2b
2.1.3a
2.2.1a
2.2.2a
2.2.3a
2.2.4a
2.2.5a
2.3.2a
2.3.3a
2.3.4a
2.4.1a
2.4.3a
2.4.4a
2.4.5a
2.5.2a
2.6a
2.6.1a
2.6.2a
2.6.3a
2.6.4a
2.7.1a
Issue: 1
Main Engine
Oil Mist Detector
Main Engine Manoeuvring Control Panel
Indication Panels
Engine Safety System Panel
AQ18 Auxiliary Boiler
Boiler Control Panel
Sootblowing
7kg/cm2 Steam System
Exhaust Gas Boiler
Heating Drains System
Boiler Feed Water System
Water Sampling and Treatment System
Main and Auxiliary Sea Water Cooling Systems
Engine Room Ballast System
Evaporator
Distilled Water Transfer and Distribution System
Central Fresh Water Cooling System
Viscosity - Temperature Graph
Main Engine Fuel Oil Service System
Auxiliary Engine Fuel Oil Service System
Auxiliary Boiler Fuel Oil Service System
Incinerator Fuel Oil Service System
Fuel Oil and Diesel Oil Bunkering and Transfer
System
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2.7.2a
2.8.1a
2.8.2a
2.8.3a
2.8.4a
2.9.1a
2.9.3a
2.10.1a
2.10.2a
2.10.3a
2.11a
2.11b
2.12.1a
2.12.2a
2.13.1a
2.13.2a
2.13.4a
2.13.7a
2.13.8a
2.13.5b
2.13.9a
2.14.1a
2.14.2a
2.14.3a
2.14.5a
2.15.1a
Fuel Oil and Diesel Oil Purifying System

Main Engine Lubricating Oil System
Stern Tube Lubricating Oil System
Lubricating Oil Purifying System
Lubricating Oil Filling and Transfer System
Engine Room Bilge System
Bosun Store and Chain Locker Bilge System
Starting Air System
General Service Air System
Control Air System
Steering Gear
Emergency Steering
Diesel Generator - General Arrangement
Emergency Diesel Generator - General Arrangement
Distribution and Loading
Shore Power
Emergency Alternator-Electrical / Automation
Emergency Battery Charging and 24V Distribution
Impressed
Sequential Current
Starting Cathodic Protection
Thrusters Control
Domestic Fresh Water System
Domestic Refrigeration Plant System
Accommodation Air Conditioning Plant
Sewage Treatment System
Inert Gas Generator in Engine Room
Part 3: Main Machinery Control

3.1
Integrated Management System (IMS) System

3.1.1
System Overview
3.1.2
Operator Stations
3.1.3
Screen Displays
3.1.4
Alarms Display
3.1.5
Trending Display
3.1.6
UMS - Manned Hand Over
3.2
Engine Control Room, Console and Panels
Illustrations
5.2a
5.3a
5.4a
5.5a
5.6a
5.7a
6.1
Illustrations
3.1.1a
3.1.2a
3.1.3a
3.1.4a
3.1.5a
3.1.6a
3.2a
Integrated Management System (IMS) Layout

Operator Stations
Screen Displays
Alarm Display
Trending Display
UMS System Layout
Engine Control Room Console
Emergency Operation of Main Engine

Emergency Steering
Emergency Fire Pump
Fire Control Station
Escape System and Fire Doors in Engine Room
Fire Alarm System in Engine Room
Communication Systems
6.1.1
UMS 2100 System
6.1.2
Sound Powered Telephones
6.1.3
Exchange Telephones
6.1.4
Public Address and Talk-back System
6.1.5
Shipboard Management System
Illustrations
6.1.1a
6.1.1b
6.1.2a
6.1.3a
UMS 2100 System Layout

UMS 2100 Operator Panel
Exchange Telephones
Part 4: Emergency Systems

4.1
4.2
4.3
4.4
Fire Hydrant System

CO 2 Flooding System
Quick Closing and Remote Closing Valve System
Fresh Water Spray Extinguishing System
Illustrations
4.1a
4.2a
4.3a
4.4a
Engine Room Fire Hydrant System

CO2 Flooding System
Quick Closing and Remote Closing Valve System
Fresh Water Spray Extinguishing System
Part 5: Emergency Procedures

5.1
5.2
5.3
5.4
5.5
5.6
5.7
Flooding in Engine Room

Emergency Operation of the Main Engine
Emergency Steering
Emergency Fire Pump
Fire in Engine Room
Fire Escape System and Fire Doors
Fire Alarms System
Issue: 1
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Machinery Symbols
Stop Valve
Storm Valve With Hand Wheel
Flexible Hose
Observation Glass
Overboard Discharge
Screw Down Non-Return

Valve
Flow Control Valve
Expansion Bend Pipe
Water Separator
Spool Piece
Pressure Reducing Valve
Hopper Without Cover
Air Trap / Deaerating Valve
Discharge/Drain
Angle Screw Down NonReturn Valve
Solenoid Valve
Orifice
Gear or Screw Type Pump
Lift Check Non-Return Valve
Air Control
Valve
Blind (Blank) Flange
Centrifugal Pump
Tank Penetration
Swing Check Non-Return

Valve
Temperature Control
Valve (With Hand Wheel)
Spectacle Flange
( Open, Shut)
Mono Screw Pump
Air Horn
Gate Valve
3-Way Temperature Control

Valve (With Hand Wheel)
Sounding Head with

Filling Cap
Eductor (Ejector)
Dresser Type
Expansion Joint
Butterfly Valve
Wax Expansion Temperature

Control Valve
Sounding Head with Self

Closing Cap and Sampling
Cock (Self Closing)
Hand Pump
Not Connected
Crossing Pipe
Ball Valve
3-Way Wax Expansion

Temperature Control Valve
Suction Bell Mouth
Liquid Level Gauge
Connected Crossing Pipe
2-Way Cock
Water Transducer
Vent Pipe
Cylinder Piston Actuator
T Pipe
Butterfly Valve With

Air Actuator
Vent Pipe with

Flame Screen
Hose Valve
Filter Regulating Valve

With Strainer
3-Way Cock (T-Type)
Suction Non-Return Valve
Simplex Strainer
Flow Meter
Non-Return Ball Valve
Safety / Relief Valve
Float Valve
Duplex Strainer
Reciprocating Type Pump
Hydraulic Operated Valve

(Open/Shut)
Angle Safety / Relief Valve
Deck Stand (Manual)
Mud Box
Manometer
Regulating Valve
Spark Arrester
Rose Box
Filter
Self Closing Valve
Valve Locked Closed
Y-Type Strainer
HB
Fire Hose Box
Quick-Closing Valve
(Pneumatic Operated)
Valve Locked Open
Steam Trap Without Strainer
FB
Foam Box
Quick-Closing Valve
(Wire Operated)
Bellows Type
Expansion Joint
Steam Trap With Strainer
Angle Stop Valve
3-Way Cock (L-Type)
P1
P2
N.O or N.C
Normally Open
or
Normally Closed
Accumulator
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Machinery Symbols
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Trip
Interlock
XX
Locally Mounted
Instrument (2 letters)
XXX
Locally Mounted
Instrument (3 letters)
XXX
XXXX
XXX
XXXX
CP
DPI
DPS
DPT
FD
FS
FT
IL
LAH
LAL
LI
LIC
LS
LT
PAH
PAL
PI
PIC
PIAH
PIAL
PIAHL
PS
PT
SAH
TAH
TAL
TI
TIC
TIAH
TIAL
TIAHL
TS
TT
VAH
VAL
VCA
VCI
VCT
VI
VT
XS
ZI
ZS
Automatic Trip
Remotely Mounted
Instrument
Letters outside the circle
of an instrument symbol
HH indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
is involved
O = Open
C = Closed
Compound Gauge
Differential Pressure Indicator
Differential Pressure Switch
Differential Pressure Transmitter
Flow Detector
Flow Switch
Flow Transmitter
Indication Lamps
Level Alarm High
Level Alarm Low
Level Indicator
Level Indicating Controller
Level Switch
Level Transmitter
Pressure Alarm High
Pressure Alarm Low
Pressure Indicator
Pressure Indicating Controller
Pressure Indicator Alarm High
Pressure Indicator Alarm Low
Pressure Indicator Alarm High Low
Pressure Switch
Pressure Transmitter
Salinity Alarm High
Temperature Alarm High
Temperature Alarm Low
Temperature Indicator
Temperature Indicating Controller
Temperature Indicator Alarm High
Temperature Indicator Alarm Low
Temperature Indicator Alarm High Low
Temperature Switch
Temperature Transmitter
Viscosity Alarm High
Viscosity Alarm Low
Vacuum Alarm
Vacuum Indicator
Vacuum Transmitter
Viscosity Indicator
Viscosity Transmitter
Auxillary Unspecified Switch
Position Indicator
Limit Switch
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Illustration Maersk Colour Scheme
Machinery Systems
Dom. Fresh Water
H.T. Cooling Water
L.T. Cooling Water
Sea Water
Hydraulic Oil
Lubricating Oil
Saturated Steam
Condensate
Feed Water
Fire/Deck Water
CO2
Fuel Oil
Marine Diesel Oil
Air
Bilges
Electrical Signal
Instrumentation
Issue: 1
Maersk Machinery Colour Scheme
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1. Never continue to operate any machine or equipment which appears to be
potentially unsafe or dangerous and always report such a condition
immediately.
Introduction
General
Part five gives operational emergency procedures for the use of essential
machinery.
Part six deals with the ships internal communication systems.
Although the ship is supplied with shipbuilders plans and manufacturers

instruction books, there is no single handbook which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ships
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
Information pertinent to the operation of the Rita Maersk has been carefully
collated in relation to the systems of the vessel and is presented in two on board
volumes consisting of DECK OPERATING MANUAL and MACHINERY
OPERATING MANUAL.
The Deck Operating Manual is designed to complement Marpol 73/78,
ISGOTT and Company Regulations.
The vessel is constructed to comply with Marpol 73/78. These regulations can
be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995.
Officers should familiarise themselves with the contents of the International
Convention for the Prevention of Pollution from Ships, such that they are
aware of the category of the cargo being carried and the requirements for
cleaning of cargo tanks and the disposal of tank washings / ballast containing
residues.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of
Cargo Record Book. It is essential that a record of relevant cargo/ballast
operations are kept in the Cargo Record Book and duly signed by the officer in
charge.
In many cases the best operating practice can only be learned by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to the Maersk Technical Operations Office so that
revisions may be made to manuals of other ships of the same class.
2. 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.
3. Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
The valves and fittings identifications used in this manual are the same as those
used by the shipbuilder.
Illustrations
4. Never underestimate the fire hazard of petroleum products, whether fuel oil
or cargo vapour.
All illustrations are referred to in the text and are located either in the text when
sufficiently small or above the text on a separate page, so that both the text and
illustration are accessible when the manual is laid face down.
5. Never start a machine remotely from the control room without checking
visually if the machine is operating satisfactorily.
When text concerning an illustration covers several pages the illustration is

duplicated above each page of text.
In the design of equipment and machinery, devices are 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 these safety devices
are neglected, the operation of any machine 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 following pages.
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 and thereby aiding their understanding and knowledge
of the specific vessel. Special attention is drawn to emergency procedures and
fire fighting systems.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
The first part of the manuals 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.
Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw readers attention to operations where
DANGER TO LIFE OR LIMB MAY OCCUR.
! 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 second part 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 control
system.
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records show
that even experienced operators sometimes neglect safety precautions through
over-familiarity and the following basic rules must be remembered at all times.
Part four details the emergency fire fighting system incorporated on the vessel,
providing information on their operation and system capacities.
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Introduction - Page 1
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Rita Mrsk
Illustration 1.1a Location Plan of Engine Room - Top of Tank and Floor
Floor
Top of Tank
No.2 H.F.O.
Tank (Port)
D.O. Service
Tank
High Sea Chest
L.O. Sludge
Tank
F.O. Sludge
Tank
No.1 H.F.O.
Tank (Port)
L.O. Drain
Tank
No.1 H.F.O Tank
Diesel Oil
Tank (Port)
Purifier
Room
UP
Stern
Thruster
UP
Bilge Well
Clean Bilge
Water Tank
Hydraulic Oil
Storage Tank
Bilge Well
High Sea Chest
F.O
Overflow
Tank
F.O. Drain
Tank
Bilge Well
Sea
Chest
Main Engine
L.O Sump Tank
Pump
Room
Exit
UP
Dirty Bilge
Water Tank
UP
Ballast Pump
Room
Sound Tank
Bilge Well
Bilge Well
Cofferdam
No.2 H.F.O. Tank
Diesel Oil
Tank (Starboard)
No.1 H.F.O.
Tank (Starboard)
Low Sea Chest

Bilge Well
No.2 H.F.O.
Tank (Starboard)
Issue: 1
Location Plan of Engine Room - Top of Tank and Floor
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Rita Mrsk
Illustration 1.1b Location Plan of Engine Room - Upper and Lower Platforms
Upper Platform
Lower Platform
No.2 H.F.O.
Tank (Port)
F.O.
Settling Tank
Condensate
Tank
Inspection Oil Tank
D.O.
Service
Tank
No.2 H.F.O.
Tank (Port)
Shelves
Store
Room
Boiler
Water
Tank
Electric
Workshop
No.1 H.F.O.
Tank (Port)
No.1 H.F.O.
Tank (Port)
Control Room
F.O.
Settling
Tank
Store Room
F.O.
Service Tank
W.C
F.O.
Service
Tank
UP
DN
UP
UP
Hydraulic Storage
Tank
UP
Ballast
Pump Room
UP
M/E B&W 5S50MC
UP
UP
UP
Work
Room
Exit
H.F.O. Minor
Tank
DN
Hydraulic Oil
Store Tank
Ballast
Pump Room
UP
UP
UP
DN
H.F.O. Minor
Tank
DN
DN
No.1 H.F.O.
Tank (Starboard)
No.1 H.F.O.
Tank (Starboard)
No.2
H.F.O.
Tank (Starboard)
M/E L.O.
Settling
Tank
M/E L.O.
Storage Tank
A/E L.O.
Storage Tank
No.1
Cylinder Oil
Store Tank
No.2
H.F.O.
Tank (Starboard)
No.2 Cylinder
Oil Store Tank
Issue: 1
Location Plan of Engine Room - Upper and Lower Platforms
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Rita Mrsk
Part 1: Operational Overview

2.13
Supply Power to 440V and 220V Switchboards.
To Bring Vessel Into Live Condition

DEAD SHIP CONDITION
Prepare Low Temp. F.W. Cooling Systems.

2.5.2
Start Low Temp. C.W. Pumps.
No Shore Supply Available
Shore Supply Available

Establish Shore Supply.
Check Phase Sequence,
Voltage and Frequency.
2.13.3
Ensure Emergency Generator Fuel

Tank Level is adequate.
Start Emergency Generator.
2.10.3
Start up Instrumentation Air System.
2.12..2
2.12.2
Disconnect Shore Supply.
2.13.2
Place Emergency Generator

on Standby.
2.13.4
Supply Power to Emergency Switchboard from MSB.

Restore Emergency Switchboard Services.
Isolate Sequential Restart System.
All Ancillary Equipment set to Manual to avoid
Low Pressure Auto Start.
Supply Emergency 440V Switchboard.
Supply Emergency 220V Switchboard.
2.13
Start Emergency Air Compressor and Top Up

Emergency Air Reservoir if required.
2.10.1
Start Engine Room and Accommodation

Ventilation Fans. Start Air Conditioning System.
Start a Generator Engine L.O. Priming Pump.
2.12.1
Ensure the CO2 and Water Fog Systems are

Ready for Use.
Start Generator Engine D.O. Booster Pump.
2.6.2
Prepare an Auxiliary Generator for Starting.

Start Auxiliary Generator.
Supply Power to High Voltage Switchboard.
Prepare S.W. Cooling System.

Start S.W. Cooling Water Pump.
Reset Preference Trips.
2.13.1
2.4.2
2.13.5
2.14.3
4.2
Ensure Foam Systems are Ready for Use.
4.1
2.12 .1
Start IGS Deck Seal Supply Pump.

Pressurise Fire Main.
4.1
2.13
Switch Fire Pumps to Standby.
4.1
Start Sewage Treatment Plant.
2.14.5
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Rita Mrsk

1.1
To Bring Vessel
Into Live Condition
Start Domestic Water System with Electric Heater.
2.14.1
Put Refrigeration System into Operation.
2.14.2
Put G.S. Air System into Operation.
2.10.2
Pump Bilges to Bilge Holding Tank as required.
2.9.1
Put all Ancillary Equipment on Standby.

Restore Sequential Restart System.
Put remaining Auxiliary Diesel Generators
on Standby.
PLANT IS NOW IN LIVE CONDITION
One Diesel Generator in use with

other Diesel Generators on Standby.
Emergency Generator on Standby.
Boiler and Steam System Shut Down.
S.W. and C.F.W. Systems in use.
Domestic Services in use.
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Rita Mrsk
1.2 To Prepare Main Plant
For 'In Port' Condition

PLANT IS IN LIVE CONDITION

Boiler and Steam System Shut Down.
S.W. and C.F.W. Systems in use.
Domestic Services in use.
Supply Steam to M.E. F.O. Heater.

Start M.E. F.O. Supply and Circulating Pumps.
.
Start both Viscosity
Controllers.
Circulate F.O. until the D.O. has been expelled.
Prepare and flash up Aux Boiler, using

Diesel Oil and Air Atomising.
2.2.1
Supply Steam to Low Pressure Steam System.
2.2.4
2.6.1
Maintain Standby Generators in Warm

Condition using G/E Preheating System.
PLANT IN 'IN PORT' CONDITION

Start Feed Pump.
Line up Distilled Water Make-Up System.
2.3.3
Supply Steam to F.O. Tanks and Trace Heating.

Supply Steam to Boiler Fuel Oil Heaters.
Start Boiler F.O. Pump and circulate Fuel.
2.2.4
Change Boiler to operate on F.O. and

Atomising Steam.
2.2.1
Put Boiler on Automatic Operation.
2.2.2
Start F.O. Purifier System.
2.7.2
Change Diesel Generator to run on H.F.O.
2.6.2
Start M.E. Jacket C.W. Pump.

Supply Steam to Jacket C.W. Heaters.
2.5.1

Boiler and Steam System in use.
Diesel Generator running on H.F.O.
M.E. JCW Systems in Warm Condition.
M.E. being circulated with hot F.O.
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Rita Mrsk
1.3 To Prepare Main Plant
For Manoeuvring In Port

One Diesel Generator in use,

Diesel Generator Running on H.F.O.
M.E. JCW Systems in Warm Condition.
M.E. being Circulated with hot F.O.
Start Aux. Blower and put on Auto.
2.8.3
Start L.O. Purifier Systems.
Start M.E. L.O. Pump.

Heat Sumps if required.
2.1.1
Obtain clearance from the Bridge, turn M.E.

over on Starting Air from Local Control Stand.
2.1.1
Close Indicator Cocks.

From the Local Control Stand turn the M.E.
until they fire in the Ahead direction only.
Close Turbo Blower Drains.
2.3
2.8.1
Start Camshaft L.O. Pumps.
2.8.1
Ensure Cylinder Oil Measuring Tanks are full.
2.8.1
Start two further Diesel Generators and

Run in Parallel.
2.12.1
Start both Steering Motors on each Steering Gear.

Carry out Steering Gear Tests.
2.11
Change Control to the Engine Control Room.
2.1.2
Change Control to Bridge Control.
2.1.2
Check Telegraph, Bridge / E.R. Clocks and

Communications.
2.1.2
Ensure all Standby Pumps are on Auto.
3.1.7
PLANT IN 'MANOEUVRING' CONDITION
Obtain clearance from the Bridge and turn the

Engines two or three Revolutions while manually
Operating Cylinder Oil Pumps.
Take out the Turning Gear.
2.1.1
Start up both Thruster Systems.

Test Pitch Control.
2.13.9
Put Starting Air Systems into use.

Supply Starting Air and Control Air to both M.E.s.
2.11.1
Three Diesel Generators in use with

remaining Diesel Generator on Standby.
Diesel Generators running on H.F.O.
M.E. heated and ready for use on Bridge Control.
Both Steering Gears in use.
Deck Machinery ready for use.
Thrusters and CPP Systems in use.
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1.4 To Change Main Plant From Manoeuvring

To Full Away
PLANT IN MANOEUVRING CONDITION

M.E. heated and ready for use on Bridge Control.
Both Steering Gear Motors in use.
Thrusters and CPP in use.
Deck Machinery in use.
Vessel manoeuvring on Bridge Control.
Stop Thrusters when no longer required.
2.13.9
Shut Down M.E. Jacket Heating System.
2.5.1
Operate Auxiliary Boiler Sootblowers.
Place Engines on Automatic Start Program.
Ensure Auxiliary Blower stop automatically.
2.1.1
Shut down Generators until only one is in use.

Place remaining three Generators on standby.
2.13. 3
Start up Evaporator System but

do not fill Fresh Water Tanks while in
Coastal Waters.
2.4.4
Transfer and Purify F.O. as required.
2.7.2
When M.E. Sea Mode Program is complete,

check that Pressures and Temperatures stabilise.
2.1.2
Reduce the level in the Bilge Water Holding Tank

through the O.W.S.
Reduce Bilge levels through the O.W S.
2.9
2.2.3
2.1.2
When Bridge notifies Engine Control Room
of Full Away record the following:
Time.
M.E. Revolution Counter.
F.O. and D.O. Tank levels.
F.O. and D.O. Counters.
Fresh Water Tank levels.
2.1.2
Shut down Deck Machinery.
Stop one Steering Gear Motor on each System.
Operate Turbo Blower Cleaning System

if required.
VESSEL IS FULL AWAY ON BRIDGE CONTROL
2.11
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1.5 To Prepare For UMS Operation
All Standby Pumps and Machinery Systems

are on Auto Start, Sequential Restart System
Operational.
PLANT IN 'MANNED' CONDITION
2.13.5
All F.O., L.O. and Fresh Water Tanks/Sumps

are Adequately Full.
Acetylene and Oxygen Cylinder and Pipeline

Valves are Closed.
All Ventilation Fans Running.
Bilges are Dry and High Level Alarms are

Operational.
2.9.1
Smoke and Fire Sensors are Operational.
4.1
Cargo
All Combustable Material Stored in a Safe Place.
All Strainers and Filters of Running and Stand By

Machinery are in a Clean Condition.
E.R. and Steering Gear Compartment W.T.

Doors, Sky Lights and Funnel Dampers are Shut.
All Piping Systems are Tight and not Temporary

Repaired.
All Alarms and Safety Cut Outs are Operational.
2.14.6
3.1
E.G.B. Sootblowers Set for Automatic Operation.
Compressed Air Bottles are Fully Charged.
2.10
Purifier Feed Inlets are Suitably Adjusted.
2.7.2
Emergency Diesel Generator is on Standby.
2.12.2
Stopped Diesel Generators are on Standby.
2.12.1
2.1.2
Data Logger is Programmed to Print Parameters

at 0800hrs, 1200hrs and 1730 hrs.
3.1
Control is on the Bridge and Duty Officer is

informed of Commencement Time of UMS.
3.1
2.2.3
Duty Officer Should be Aware of Location of
Duty Engineer.
All Parameters are Within Normal Range.
All Drain Tanks are Empty.
Main Engine on Bridge Control.
E.C.R. Air Conditioning Operating Correctly.
Loose Items are Secured.
3.1
2.14.4
Watchkeeper Control Switched to

Duty Engineer's Cabin.
E.R. Not to be Unmanned for More Than 8hrs.
Electric Kettle Plugs Removed in E.C.R.

PLANT IN "UMS CONDITION.
Workshop Welding Machine Plug is Removed.
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1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Activate Patrol Man Alarm on Entry into the Engine

Room.
Notify Bridge of Manned Condition.
Inform Bridge why E.R. is Manned if outside

normal hours.
Switch Watchkeeping Control to the E.C.R.
Examine latest Parameter Print Out.
Handover to on coming Duty Engineer and

inform him of any Abnormalities.
Discuss any Defects with the Senior Engineer,

who will decide if they warrant inclusion in the
Work List. The Duty Engineer should be aware of
all Maintenance Work being carried out, and
informed of any changes that occur during the
day.
Plant in 'Manned' Condition.
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1.7 To Change Main Plant From Full

Away To Manoeuvring Condition
VESSEL IS FULL AWAY ON BRIDGE CONTROL
Ensure that E.R. Bilges and Bilge Holding

Tank are Empty.
Operate Turbo Charger Washing System

if required.
2.1.1
2.9
Bridge informs Engine Control Room of E.O.P.
Prepare Sewage Treatment System for

Port Operation.
Record the following:

Time.
M.E. Revolution Counter.
F.O. & D.O. Tank levels.
F.O. & D.O. Counters.
Fresh Water Tank levels.
2.14.5
2.4.4
Shut down Evaporator Plant.
2.13.9
Test both Thrusters

Start two further Diesel Generators and place
in Parallel Operation.
2.13.3
Prepare Deck Machinery for use.

Supply Steam to J.C.W. Heater.
2.5.1
Check Bridge / E.R. Clocks and Communications.

Prepare Main Starting Air Compressors for use.
Check Starting Air System Drains for Water Content. 2.10.1
If required to manoeuvre on D.O., begin Change

Over 1 hour before E.O.P.
Start Thruster Units.
2.1.1
Start second Steering Motor on each System.

Carry out Steering Gear Tests.
2.11
2.13.9
2.6.1
30 mins before E.O.P., Bridge begins to

Reduce Speed.
2.1.2

Boiler in use.
Diesel Generators Running on H.F.O.
Both Steering Gears in use.
Thrusters in use.
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1.8 To Secure Main Plant At Finished

With Engines

Boiler in use.
Both Steering Gear in use.
Thrusters in use
Maintain J.C.W Temperature for Normal Port stay.
2.5.1
After a minimum of 15 mins stop Main L.O. Pump.

Stop Camshaft L.O. Pump.
Maintain L.O. Sump temp. using L.O. Purifier.
2.1.1
If M.E. was Manoeuvred on D.O., stop F.O. Pumps.
2.6.1
Bridge notifies Engine Control Room of F.W.E.
2.1.2
Switch over to Engine Room Control.
Stop Auxiliary Blower.
Three Diesel Generators will remain in use if

Cargo Pumps or Thrusters are required.
2.12.1
Prepare Plant for I.G.S. Operations if required.
2.15
2.1.1
Isolate Starting Air System.

Engage Turning Gear.
Open Indicator Cocks.
Open Turbo Blower Drains.
Vent M.E. Starting Air and Control Air Systems.
2.1.1
Stop Steering Gears.
2.11
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1.9 To Secure Main Plant For Dry Dock

Shut down Diesel Generators until only one is

in use.
2.12.1
Ensure all Tanks are at the required Levels to

give the Vessel the necessary Trim, Draft and
Stability for entering Dry Dock.
Shut down Auxiliary Boiler.

Allow to Cool Naturally, Drain if required for
Maintenance OR put into a Wet Lay Up Condition.
Shut down Feed Pumps and Condensate System.

Isolate Distilled Water Tanks.
Shut Steam off the J.C.W. Heaters. Allow J.C.W.

Pumps to run until M.E. have Cooled.
2.5.1
Transfer L.O. Sump of one M.E

to L.O. Settling Tank via Purifier.
2.8.4
2.2.1
2.3
2.13.3
Stop Diesel Generator.
Connect Shore Supply to Emergency Switchboard.

Connect Shore Supply to Main Switchboard.
2.13
Establish Lighting and Ventilation and any other
essential Services.
Circulate Boiler F.O. System with D.O.

Shut down Boiler F.O. Pumps.
2.6.3
Shut down Sea Water Cooling Systems.
2.4.1
Shut down Stern Tube L.O. Systems.
2.8.2
Shut Down Control and G.S. Air Systems.
2.10.2
Change Domestic Water Heating to Electric.
2.14.1
Restart F.W. Cooling Pump and circulate
Diesel Generator until Cool.
2.5.2
2.8.3
Shut down L.O. Purifier.
2.7.2
Shut down F.O. Purifier.
Shut down Air Conditioning and Refrigeration

Plants until Shore side C.W. Supply is established.
M.E. should have been Manoeuvred on D.O.
If not, change over to D.O. and circulate F.O.
back to H.F.O. Tank, until the Pipeline has been
flushed with D.O.
Stop M.E.F.O. Pumps and Viscosity Controllers.
2.14.2
2.14.3
4.2
Secure CO2 System.

2.1.1
Shut down Fire Pumps.

Pressurise Fire Main from Shore side C.W. Supply.
4.1
Isolate Sequential Restart System.
2.13.5
Establish Shore Power.

Check Phase Sequence, Voltage and Frequency.
2.13.2
The Dry Dock can now be Emptied.
Shut down Deck Machinery System.
Change Diesel Generator to run on D.O.
PLANT SECURED FOR DRY DOCK
2.6.2
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Part 2
Main Engine and Auxiliary Systems
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Hydraulic Exhaust
Valve Actuator
Exhaust
Manifold
Illustration 2.1.1a MAN B & W 5S 50MC
Exhaust Valve
Housing
Piston Cooling
L.O. Supply
Exhaust
Cylinder Cover
Scavenge Port
Camshaft
Piston Rod
Stuffing Box
Crosshead Guide Shoe
Air Cooler
Enlarged View of Piston Crown L.O.

Cooling Arrangement
Electric Auxiliary
Scavenge Air Blower
Crosshead Guide
Jacket H/T Cooling Inlet
Crankcase Relief Valve
Fuel Oil
Stay Bolts
Connecting Rod
Fresh Water
Main Bearing
L.O.Supply
Lubricating Oil
Scavenge Air
Combustion Gas
Holding Down Bolts
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2.1 Main Engine and Propulsion Systems
Turning Gear and Turning Wheel
Cylinder Cover
2.1.1 Main Engine Specification
The turning wheel 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. The turning gear is driven by an electric
motor with built-in gear and chain drive with brake. The turning gear is
equipped with a blocking device that prevents the main engine from starting
when the turning gear is engaged. Engagement and disengagement of the
turning gear is effected manually by an axial moment of the pinion.
The cylinder cover is of forged steel, made in one piece, and has bores for
cooling water. It has a central bore for the exhaust valve and bores for fuel
valves, safety valve, air start valve and indicator valve. The cylinder cover is
attached to the cylinder frame with studs and nuts tightened by a permanently
fitted hydraulically tightened ring covering all the studs.
Frame Box
The exhaust valve consists of a valve housing with gas channel, spindle guide,
and a valve spindle. The valve housing is water cooled and made of cast iron.
Between the cylinder cover and the valve housing there is a bottom piece. The
bottom piece is made of steel with a hardened face for the spindle seat, and is
water cooled on its outer surface. The valve spindle is made of heat resistant
steel and is provided with a small vane wheel on which the exhaust gas acts
during operation, thus making the spindle rotate slightly.
Main Engine
Maker:
Model:
No. of sets:
Type:
cross head
Guangzhou - Man B&W

5S50MC (Mark-6)
1
Two stroke, single acting direct reversible,
diesel engine with one constant pressure
turbocharger and air coolers.
Number of cylinders:
5
Cylinder bore:
500mm
Stroke:
1,910mm
Output (M.C.R.):
7150 kW at 127 rpm
Specific fuel oil consumption: 123.4 g/bhp per hour
The frame box is of welded design, and is divided into 7 sections. On the
exhaust side, relief valves are provided for each cylinder while, on the
camshaft side, it is provided with a large hinged door for each cylinder.
The crosshead guides are welded to the frame box.
Turbocharger
Maker:
No. of sets:
Type:
Mitsubishi Heavy Industries

1/engine
MET53SE
A slotted pipe for collecting part of the cooling oil outlet from the piston for
visual control is bolted in the frame box. The stay bolts, which are tightened
hydraulically, connect the bedplate, frame box and cylinder frame to form a
unit. To prevent transversal oscillations, each stay bolt is braced.
Description
Exhaust Valve and Valve Gear
The hydraulic system consists of an actuator, activated by a cam on the

camshaft, a high-pressure pipe, and an oil cylinder for the exhaust valve
spindle, mounted on top of the valve housing. The hydraulic system opens the
exhaust valve, while the closing of the exhaust valve is damped by means of
an oil cushion on top of the spindle.
Cylinder Frame, Cylinder Liner and Stuffing Box

Air sealing of the exhaust valve spindle guide is provided.
Bedplate and Main Bearing

The bedplate is divided into 8 sections. It consists of welded, longitudinal
girders and welded cross girders with cast steel bearing supports. Long elastic
holding down bolts tightened by hydraulic tools are used to fit the bedplate to
the engine seating on resin chocks.
The oil pan, which is made of steel plate and is integrated in the bedplate,
collects the return oil from the forced lubricating and cooling oil system. It is
provided with drains with gratings.
The main bearings consist of thick walled steel shells lined with white metal.
The bottom shell can, by means of special tools, be rotated out and in. The
shells are kept in position by a bearing cap and are fixed by long elastic studs,
with nuts tightened by hydraulic tools. The chain drive is integrated with the
thrust bearing in the after end of the engine.
Thrust Bearing
The thrust bearing is of the B&W-Michell type, and consists, primarily, of a
thrust collar on the crankshaft, bearing supports, and segments of cast iron with
white metal. The thrust shaft is an integrated part of the crankshaft.
The cylinder frame units are of cast iron and are mutually assembled with
bolts. At the chain drive the cylinder frame is also bolted to the upper part of
the chain wheel frame.
The cylinder frame together with the cylinder liners form the scavenge air
space and the cooling water space. On the camshaft side of the engine, the
cylinder frame units are provided with access covers for cleaning the scavenge
air space and for inspection through the scavenge ports. The roller guide
housings, the lubricators, and the gallery brackets are bolted onto the cylinder
frame units. A telescopic pipe is fitted for the supply of piston cooling oil and
lubricating oil.
A piston rod stuffing box is fitted for each cylinder unit at the bottom of the
cylinder frame. The stuffing box is provided with sealing rings for scavenge air
and with oil scraper rings to prevent oil from entering the scavenge air space.
The cylinder liner is made of alloyed cast iron and is suspended in the cylinder
frame, with a low-situated flange. The upper part of the liner is surrounded by
a cooling jacket. The cylinder liner has scavenge ports and drilled holes for
cylinder lubrication.
The propeller thrust is transferred through the thrust collar, the segments, and
the bedplate, to the engine seating and end chocks.
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Fuel Valves, Starting Valve, Safety Valve and Indicator Valve
Connecting Rod
Camshaft and Cam
Each cylinder cover is equipped with two non-cooled fuel oil valves, one air
start valve, one safety valve and one indicator valve.
The connecting rod is made of forged steel and provided with bearing caps for
crosshead and crankpin bearings. The crosshead and crankpin bearing caps are
secured to the connecting rod by studs and nuts which are tightened by
hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel
shells, lined with white metal. The crosshead bearing cap is one piece, with an
angular cut-out for the piston rod.The crankpin bearing is provided with thinwalled steel shells, lined with white metal. Lubricating oil is supplied through
ducts in the crosshead and connecting rod.
The camshaft consists of a number of sections. Each individual section consists

of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator
cams. The exhaust cams and fuel cams are of steel, with a hardened roller race,
and are shrunk on to the shaft. They can be adjusted and dismantled hydraulically. The cam for the indicator drive can be adjusted mechanically. The
coupling parts are shrunk on to the shaft and can be adjusted and dismantled
hydraulically. The camshaft bearings consist of one lower half shell mounted
in a bearing support which is attached to the roller guide housing by means of
hydraulically tightened studs.
The opening of the fuel valve is controlled by the fuel oil pressure created by
the fuel pump and the valve is closed by a spring. An automatic vent slide
allows circulation of fuel oil through the fuel valve and high pressure pipes.
This vent slide prevents the compression chamber from being filled up with
fuel oil in the event that the valve spindle sticks when the engine is stopped.
Oil from the vent slide and other drains are led away in a closed system.
Piston, Piston Rod and Crosshead

The air start valve is opened by pilot control air from the starting air distributor
and is closed by a spring.
The safety valve is spring-loaded.
The indicator valve allows cylinder pressure readings to be taken in service.
During engine shut down when the engine is being turned on the turning gear,
inspection is made at the indicator valve for any water in the cylinder.
One indicator drive is fitted for each cylinder. The indicator drive consists of a
cam fitted on the camshaft and a spring loaded spindle with roller, which is
able to move up and down, corresponding to the movement of the piston. At
the top of the spindle there is an eye to which the indicator cord is fastened
after the indicator has been mounted on the indicator valve.
Chain Drive
The piston consists of a piston crown and a piston skirt. The piston crown is
made of heat resistant steel and has four ring grooves which are hard-chrome
plated on both the upper and lower surface of the grooves.
The camshaft is driven from the crankshaft by a chain drive. The engine is
equipped with a hydraulic chain tensioner, with the long free lengths of chain
supported by guide bars.
The piston skirt is of cast iron and provided with bronze wear bands.
The cylinder oil lubricators are driven by a separate chain from the camshaft.
The piston rod is of forged steel and is surface-hardened on the running surface
for the stuffing box. The piston rod has a central bore which, in conjunction
with a cooling oil pipe, forms the inlet and outlet for cooling oil.
The crosshead is of forged steel and is provided with cast steel guide shoes
with white metal on the running surface. A bracket for the oil inlet from the
telescopic pipe and another for the oil outlet to a slotted pipe are mounted on
the crosshead.
Crankshaft
Governor
The engine is provided with an electronic governor. The speed setting of the
actuator is determined by an electric signal from the electronic governor based
on the position of the main engine regulating handle. The actuator shaft is
connected to the fuel regulating shaft by means of a mechanical linkage.
Cylinder Lubricators
Fuel Pump and Fuel Oil High-pressure Pipes

The crankshaft is of the semi-built type, made from forged or cast steel throws,
and made in one part. At the aft end, the crankshaft is provided with a flange
for the turning wheel.
Axial Vibration Damper
The engine is fitted with an axial vibration damper, which is mounted on the
fore end of the crankshaft. The damper consists of a piston and a split-type
housing located forward of the foremost main bearing. The piston is made as
an integrated collar on the main journal, and the housing is fixed to the main
bearing support. A mechanical device for checking the function of the
vibration damper is fitted.
The engine is provided with one fuel pump for each cylinder. The fuel pump
consists of a pump housing, a centrally placed pump barrel, a plunger and a
shock absorber. To prevent fuel oil from mixing with the separate camshaft
lubrication system, the pump is provided with a sealing device arrangement.
The pump is activated by the fuel cam, and the volume injected is controlled
by turning the plunger by means of a toothed rack connected to the regulating
mechanism. The fuel pumps incorporate Variable Injection Timing (VIT) for
optimum fuel economy at part load. The VIT principle uses the fuel regulating
shaft position controlling parameter. Adjustment of the pump lead is effected
by a threaded connection, operated by a toothed rack. The fuel oil pump is
provided with a puncture valve for each cylinder, which quickly prevents high
pressure from building up during normal stopping and shut down.
The cylinder lubricators, one per cylinder, are M.E.P dependent and load
change dependent. They are controlled by the engine revolution in conjunction
with engine load, and are mounted on the roller guide housing, and interconnected with shaft pieces. The lubricators have a built-in capability of
adjusting the oil quantity. They are of the Sight Feed Lubricator type and are
provided with a sight glass for each lubricating point. The oil is led to the
lubricator through a pipe system from an elevated tank.
Once adjusted, the lubricators will basically have a cylinder oil feed rate proportional to the engine revolutions and engine load. In addition the engine is
equipped with a load change dependant function by linking the lubricator to the
fuel rack, such that the oil feed rate is automatically increased in case of a
sudden increase of engine load, such as rough sea conditions
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 a
collecting tank with alarm.
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Manoeuvring System
Exhaust Turbocharger
The engine is provided with a pneumatic, electric manoeuvring and fuel oil
regulating system. The system transmits orders from the separate manoeuvring
console to the engine.
The turbocharger bearing casings are cooled by fresh water with the bearings
lubrication fed from the M.E. L.O. cooling circuit. An observation glass is
provided on the lubrication oil outlet from the turbocharger. A dry cleaning
system (compressed air 7kg/cm2) is supplied for the turbine side and a fresh
water washing system for the compressor side.
The regulating system makes it possible to start and stop the engine and to
control the engine speed. The speed control handle on the manoeuvring
console gives a speed setting signal to the governor, dependent on the desired
number of revolutions.
A shut down function will stop the fuel injection by activating the puncture
valves placed in the high pressure fuel system, independent of the speed
control handle position.
The engine is provided with a side mounted control console and instrument
panel, for emergency running.
Forced Lubrication and Oil Cooling

(Section 2.8.1)
The turbocharger is equipped with an electronic tacho system with pick-ups,

converter and indicator for mounting in the engine control room.
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, the total volume
of gas is led to the turbochargers at a constant pressure. After the turbochargers, the gas is led to the external pipe system.
The pipes for the forced lubrication and cooling oil system are made of steel.
The main forced lubrication is led to each main bearing through branches from
the main lubrication pipe located along the engine.
Cooling oil is led to the telescopic pipe through branches from the cooling oil
main pipe, located alongside the cooling jackets on the exhaust side of the
engine, through which the oil is led to the crossheads. From there some of the
oil is branched off for lubrication of the crosshead shoes and crosshead
bearings and is led through the bored connecting rod to the crank pin bearing.
Some of the oil is led through a pipe in the bore of the piston rod for cooling
of the piston crown. The oil returns from here through the piston rod and let
out through a duct in the crosshead.
Cooling oil returns from the pistons via sight glasses to the main engine sump.
Gallery Arrangement
The engine is provided with gallery brackets, gratings, stanchions and rails.
The brackets are placed at such a height that the best possible overhauling and
inspection conditions are achieved. Some main pipes of the engine are
suspended from the gallery brackets.
The upper gallery brackets on the camshaft side are provided with overhauling
holes for stowing pistons.
Compensators are fitted between the exhaust valves and the receiver, and
between the receiver and the turbocharger. For quick assembling and disassembling of the joints between the exhaust gas receiver and the exhaust valves,
clamping bands are used.
The exhaust gas receiver and exhaust pipes are provided with insulation,
covered by galvanised steel sheeting. There is a protective grating between the
exhaust gas receiver and the turbocharger.
The camshaft bearings and hydraulically operated exhaust valves are supplied
with oil from a separate lubrication system.
The cylinders are each lubricated by six cylinder oil injection pumps which
supply oil to injectors spaced around the cylinder liners.
Fuel Oil Supply System
(Section 2.6.1)
Auxiliary Blower
The engine is prepared for mechanical top bracing on the exhaust side.
Scavenge Air System
The air intake to the turbocharger takes place direct from the Engine Room
through the intake silencer of the turbocharger. From the turbocharger, the air
is 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 a compensator and is heat insulated on the outside.
The engine is provided with two electrically-driven blowers. The suction 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 start automatically
each time the engine load is reduced to about 30-40%, and they will continue
operating until the load again exceeds approximately 40-50%.
The fuel oil is led from the main inlet pipe through branches to the fuel
injection pump of each cylinder. In order to keep the fuel oil inlet pressure to
fuel injection pump constant, regardless of the fuel oil consumption during
engine running, a spring loaded overflow valve is provided on the fuel oil inlet
line.
The fuel oil is heated to the temperature required to achieve the optimum
atomising viscosity. However, prior to prolonged shut down, and after starting
up from cold, the engine will be run on diesel oil in order that the high pressure
lines between the fuel injection pumps and fuel injectors do not become
clogged with cold fuel oil.
Air Cooler
The engine is fitted with one air cooler of the mono block element type with
cleaning nozzles for the air side of the cooler.
A separate tank and circulating pump are supplied for chemically cleaning the
air side.
A water mist catcher of the through-flow type is located in the air chamber
below the air cooler.
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Cooling Water System

(Section 2.5.1)
(Note ! Air pressure must be applied before the camshaft lubricating oil pump
is started. This is to prevent the exhaust valves from opening too much.)
The engine is fresh water cooled, supplied by jacket cooling water pumps. The
fresh water is led from the cylinder frame of each cylinder to the cylinder cover
and through the exhaust valve up to a main outlet pipe through which it is
carried back to the fresh water cooler.
The cooling water is also led to the exhaust turbocharger from the main inlet
pipe. The inlet pipes to the cylinder are provided with shut-off valves. The
outlet pipes are provided with regulation valves, a pocket for a thermometer,
and a deaeration cock.
The deaeration pipe is fitted to the outlet manifold and led to the fresh water
expansion tank.
The fresh water pipes are covered with phosphatic film, Parkerising instead
of galvanisation in order to avoid reaction with corrosion inhibitors.
f) Engage the lifting/rotation check rod mounted on each exhaust

valve, and check that the exhaust valves are closed.
a) Disengage the turning gear.

b) Check that it is locked in the OUT position.
c) Check that the indicator lamp for TURNING GEAR ENGAGED
extinguishes.
Lubricating Oil Systems

Start the lubricating oil pumps for:1.Engine.
d) Lift the locking plate of the main starting valve to the SERVICE
position.
2.Camshaft.
e) Check the indicator lamp.

The locking plate must remain in the upper position during running.
a) Check the oil pressures.

b) Check the oil flow, through the sight-glasses, for piston cooling oil.
c) Check that the cylinder lubricators are filled with the correct type of oil.
Starting Air System

(Section 2.10.1)
Slow-Turn with Special Slow-Turning Device
The locking plate must remain in the lower position during repairs.
f) Open the indicator valves.
g) Turn the slow-turning switch to SLOW-TURNING position.
d) Operate the cylinder lubricators manually.
h) Move the regulating handle to START position.
The starting air system contains a main starting valve, a non return valve, a
bursting disc for the branch pipe to each cylinder, a starting air distributor, and
a starting valve on each cylinder.
Cooling Water Systems
The main starting valve is connected to the manoeuvring system, which

controls the start of the engine.
(Note ! The engine must not be started if the jacket cooling water temperature is below
20C.)
The starting air distributor regulates the supply of pilot control air to the
starting valves so that these supply the engine cylinders with starting air in the
correct firing order. The starting air distributor has one set of starting cams for
Ahead and one set for Astern, as well as one control valve for each cylinder.
Preheat to minimum 20C or, preferably, to 50C.
e) Check that oil is emitted.
i) Check to see if fluid flows out of any of the indicator valves.

j) Check that the individual air cylinders reverse the displaceable
rollers for each fuel pump to the outer position.
k) When the engine has moved one revolution, move the handle
back to STOP position.
a) Start the cooling water pumps.
l) Turn the slow-turning switch back to NORMAL position.
b) Check the pressures.
m) Close the indicator valves.
Operation of Main Engine

Slow-Turning the Engine
Slow-Turn with Turning Gear
Preparations for Starting

This must be carried out to prevent damage caused by fluid in any of the
cylinders.
a) Open the indicator valves.
a) Drain water, if any, from the starting air system.
Before beginning the slow-turning, obtain permission from the bridge.
b) Give REVERSING order by moving the reversing handle to the

opposite direction of rotation.
b) Drain water, if any, from the control air system at the receivers.
(Note ! Always carry out the slow-turning operation at the latest possible
moment and, under all circumstances, within the last 30 minutes before
starting.)
c) Turn the engine one revolution with the turning gear in the
direction indicated by the reversing handle.
Air Systems
c) Pressurise the air systems.

d) Check the pressures.
d) Check to see if fluid flows out of any of the indicator valves.
e) Pressurise the air system to the pneumatic exhaust valves.
e) Check that the individual air cylinders reverse the displaceable

rollers for each fuel pump to the outer position.
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f) Repeat the previous points in the opposite direction of rotation.
f) Switch back to NORMAL control.
g) Close the indicator valves.
g) Open the shut-off valve of the starting air distributor.
h) Disengage the turning gear.
h) Check that the indicator lamp extinguishes.
i) Check that it is locked in the OUT position.

j) Check that the indicator lamp for 'TURNING GEAR ENGAGED'
extinguishes.
k) Lift the locking plate of the main starting valve to the SERVICE
position.
l) Check the indicator lamp.
Exhaust Valves
Miscellaneous
Turbochargers
a) Lubricate the bearings and rod connections in the regulating gear,

etc, every 4,000 hours.
b) Switch on the electrical equipment in the control console.
c) Set the switch for the auxiliary blowers in 'AUTO' position.
d) The blowers will start at intervals of 6 seconds.
m) The locking plate must remain in the upper position during

running.
n) The locking plate must remain in the lower position during
repairs.
The engine is now ready to start.
a) Start the fuel oil supply pump and circulating pump.

If the engine was running on heavy fuel oil until stop, the circulating pump will
be running.
Ensure that the turbocharger is running and sufficient oil is in

circulation.
Circulating Oil
Check that the pressure and discharge are in order
Cylinders
Check that all cylinders are firing.
Starting valves on Cylinder Covers
Starting-Up Procedure
Feel over the pipes. A hot pipe indicates a leaking starting valve.
Starting
Fuel Oil System
See that all exhaust valves are operating correctly. Disengage the
lifting/rotation indicators after checking that they are functioning
correctly.
! CAUTION
If the engine has been out of service for some time, starting-up is usually
performed as a quay-trial. Prior to this, it must be ascertained that:
1. The harbour authorities permit quay-trial.
2. The moorings are sufficient.
Pressures and temperatures

See that everything is normal for the engine speed. In particular,
the circulating oil (bearing lubrication and piston cooling),
camshaft lubricating oil, fuel oil, cooling water, scavenge air, and
control and safety air.
b) Check pressures and temperatures.

Cylinder Lubricators
3. A watch is kept on the bridge.

Checking the Fuel Regulating Gear
Make sure that the lubricators are working with an even 'drop
height' level in all the sight glasses.
The following modes of starting are available:

a) Close the shut-off valve of the starting air distributor to prevent
the engine from turning.
Remote control from Control Room

Check the actuators on the load change dependent lubricators are
in the position for increased cylinder lub. oil dosage during
starting and manoeuvring.
Remote control from Bridge

b) Check the indicator lamp.
Emergency Control
c) Switch over to control from the engine side control console.
Stop, start and speed setting orders are given manually by moving the
regulating handle, corresponding to the order from the bridge.
Check the oil level in the feeder tank.
See description of the procedure Emergency Operation (Section 2.1.3)

Checks During Starting
d) Turn the regulating handwheel to increase the fuel pump index,
and check that all the fuel pumps follow to the 'FUEL SUPPLY'
position.
Make the following checks immediately after starting:

Direction of Rotation.
e) With the regulating handwheel back in STOP position, check that

all the fuel pumps show zero-index.
Ensure that the direction of propeller rotation corresponds to the

telegraph order.
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Procedure For Loading the Engine
Running-in
If there are no restrictions such as running in after repairs, proceed to increase

the load on the engine.
For a new engine, or after repair or renewal of the large bearings, renewal or
reconditioning of cylinder liners and piston rings, allowance must be made for
a running-in period.
The cooling water should be preheated, but if the temperature is below 50C
allow the temperature to reach this point before increasing load.
Regarding bearings: increase the load slowly, and apply the feel-over
sequence, see Checks During Loading.
Increase the load gradually to maximum speed over a period of 30 minutes.
Fuel Change Over
Checks During Loading
The engine is equipped with non-cooled, all-symmetrical, light-weight fuel

valves with built-in fuel circulation. This automatic circulation of the
preheated fuel (through the high-pressure pipes and the fuel valves) during
engine standstill, is the background for recommending constant operation on
heavy fuel.
Feel-over sequence.
If the condition of the machinery is uncertain (e.g. after repairs or alterations),
the feel-over sequence should always be followed, i.e:
1. After 15-30 minutes running on Slow.
2. Again after 1 hours running.
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.
Stopping
Stop the engine by setting the regulating lever to stop.
Operations After Arrival in Port
When the FINISHED WITH ENGINES order is received in the control room:
a) Switch over to control room control.
b) Switch off the auxiliary blowers.
However, change over to diesel oil can become necessary if, for instance,the
vessel is expected to have a prolonged inactive period with cold engine, i.e.
due to:
c) Test the starting valves for leakage.

d) Obtain confirmation from the bridge that the stern is clear and the
ship is secure on its berth.
e) Check that the turning gear is disengaged as a leaky valve can
cause the crankshaft to rotate.
f) Close the valve to the starting air distributor.
A major repair of the fuel oil system etc
g) Open the indicator valves.
A dry-docking
h) Change over to emergency control.
More than 5 days period stop
i) Activate the START button.
Environmental legislation requiring the use of low-sulphur fuels

This admits starting air, but not control air, to the starting valves.
Change over can be performed at any time:
During feeling-over, the turning gear must be engaged, and the main starting
valve and the starting air distributor must be blocked.
j) Check to see if air blows out from any of the indicator valves.
During engine running

During engine standstill
If air issues out of a cylinder, the starting valve concerned is leaking.
The starting air distributor is blocked by closing the cross-over valve.

Feel sequence points
Main, crankpin and crosshead bearings
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 change
over procedures.
Change Over from Diesel Oil to Heavy Fuel During Running
See section 2.7.1
Piston rods and stuffing boxes
k) Replace or overhaul any defective starting valves.

Lock the main starting valve in its lowest position by means of the locking
plate.
l) Stop the camshaft lubricating oil pump.
Crosshead shoes
Preparations Prior to Arrival in Port
Telescopic pipes
m) Close and vent the control air and safety air systems.
Chains and bearings in the chain casing
Decide whether the harbour manoeuvre should be carried out on diesel oil or
on heavy fuel oil. The vessel is designed to run on heavy fuel at all times.
Camshaft bearing housings

Change over should be carried out one hour before the first manoeuvres are
expected.
Thrust bearing / guide bearing

Axial vibration damper
Start additional auxiliary engine to ensure sufficient power reserve for the
manoeuvre.
Torsional vibration damper
Drain off any condensed water from the starting air and control air systems
just before the manoeuvre.
n) Wait a minimum of 15 minutes after stopping the engine, then

stop the lubricating oil pumps.
This prevents overheating of cooled surfaces in the combustion chambers, and
counteracts the formation of carbon deposits in piston crowns.
If the engine was run on heavy fuel oil until STOP, keep the F.O. circulating
pumps running and the fuel oil preheated. The temperature may be reduced
during the port stay.
If the engine was run on D.O. until STOP, stop the fuel oil pumps.
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Freshwater Preheating During Standstill
Fire in Scavenge Air Box
Warnings of Fire
Keep the engine preheated to minimum 50C, unless harbour stay exceeds 5
days. This counteracts corrosive attack on the cylinder liners during startingup.
Cause
A fire in the scavenge box is indicated by:
Use the preheater for preheating of the engine.

Switch off other equipment which need not operate during engine standstill.
WARNING
Special Dangers
If flakes of burning or glowing carbon deposits drop into the oil sludge at the
bottom of the scavenge air box, this sludge can be ignited and, if very
combustible material is found here, serious damage can be done to the piston
rod and the scavenge air box walls. The latter could possibly cause a reduction
in the tension of the stay bolts.
Ignition of carbon deposits in the scavenge air box can be caused by:
Prolonged blow-by
Keep clear of spaces below loaded cranes.

The opening of cocks may cause discharge of hot liquids or gases.
When testing fuel valves do not touch the spray holes as the jets may
pierce the skin.
2. The scavenge air box being noticeably hotter

If the fire is violent, smoky exhaust and decreasing engine revolutions will
occur.
Violent blow-by will cause smoke, sparks, and even flames, to be blown out
when the respective scavenge box drain cock is opened, therefore keep clear of
the line of ejection.
Slow combustion in the cylinder, owing to incorrect

atomisation, incorrect type of fuel valve nozzle, or misaligned
fuel jets
Monitoring devices, in the scavenge air space will give an alarm and operate
the main engine slow-down function at an abnormal temperature increase.
Blow-back through the scavenge air ports, owing to an

incorrectly adjusted exhaust cam disc or a large resistance in the
exhaust system (back pressure)
Due to the possible risk of a crankcase explosion, do not stand near the relief
valves, flames can suddenly be violently emitted.
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.
1. An increase in the exhaust temperature of the affected cylinder
To keep the exhaust resistance low, heavy deposits must not be allowed to
collect on protective gratings, nozzle rings and turbine blades. The back
pressure after the turbocharger must not exceed 350mm w.g.
Beware of high pressure oil leaks when using hydraulic equipment, wear
protective clothing.
Measures to be taken
a) Reduce speed to SLOW, if not already carried out automatically,

(see above) and ask bridge for permission to stop.
b) When the engine STOP order is received, stop the engine and
switch off the auxiliary blower.
c) Stop the fuel oil supply.
Arrange indicator cocks with pressure relief holes directed away from
personnel. Wear goggles when taking indicator cards.
d) Stop the lubricating oil supply.

e) Apply boundary cooling.
Do not weld in the engine room if the crankcase is opened before fully
cooled.
f) Engage the turning gear and turn the engine into a position where
the affected unit exhaust valve is closed and the scavenge ports
are shut off. This will assist in allowing the fire to burn itself out.
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.
g) If the fire is serious, put the scavenge air box fire extinguishing
equipment into operation.
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.
(Note! Be aware of possible thermal shock and loss of extinguishing medium

through the exhaust. Do not open the scavenge air box or crankcase before the
site of the fire has cooled down to under 100C. When opening, keep clear of
possible fresh spurts of flame.)
h) Remove dry deposits and sludge from all the scavenge air boxes.
i) Clean the respective piston rods and cylinder liners. Inspect their
surface condition, alignment and whether they are distorted. If in
order, coat with oil.
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j) Repeat the checking procedure and concentrate on piston crown

and skirt, while the engine is being turned (cooling oil and water
on).
k) Inspect the stuffing box and bottom of scavenge box for possible
cracks.
If a piston caused the fire, and this piston cannot be overhauled at once, follow
the precautions referred to in the Makers Manual.
If heating of the scavenge air box walls has been considerable, the stay bolts
should be checked and re-tightened at the first opportunity.
Before re-tightening, normal temperature of all engine parts must be reestablished.
Every precaution should therefore be taken to:
d) When the engine STOP order is received, stop the engine and
close the fuel oil supply.
1. Avoid hot spots
e) Switch-off the auxiliary blowers.

2. Detect the oil mist in time
f) Open the skylight(s) and/or 'stores hatch'.
Hot Spots in Crankcase
g) Leave the engine room.
Well-maintained bearings only overheat if the oil supply fails, or if the bearing
journal surfaces become too rough (due to the lubricating oil becoming
corrosive, or being polluted by abrasive particles).
i) Prepare the fire-fighting equipment.
For these reasons, it is very important to:
j) Do not open the crankcase until at least 20 minutes after stopping

the engine.
1. Purify the lubricating oil correctly

2. Make frequent control analysis
To ensure proper draining of oil sludge from the scavenge air boxes, (thereby
reducing the risk of fire in the scavenge air boxes), it is recommended to check
(on a daily basis) that the drain lines from the scavenge spaces are clear.
k) When opening up the crankcase, keep clear of possible spurts of

flame. Do not use naked lights and do not smoke.
3. Ensure that the filter gauze is always intact

Due to the high frictional speed of the thrust bearing, special care has been
taken to ensure the oil supply to this bearing.
Ignition in the Crank Case

Cause
When the engine is running, the atmosphere in the crankcase contains the same
types of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air,
however, there is also a heavy shower of coarse oil droplets present.
If abnormal friction occurs between the sliding surfaces, or heat is otherwise
transmitted to the crankcase (for instance from a scavenge air fire via the piston
rod/stuffing box) or, for some engine types, through the hot uncooled intermediate bottom, 'hot spots' on the heated surfaces can occur. The 'hot spots' will
cause the oil falling on them to evaporate. When the oil vapour condenses
again, countless minute droplets are formed which are suspended in the air.
This appears as milky-white oil mist, which is able to feed and propagate a
flame if ignition occurs.
The ignition can be caused by the same 'hot spot' which caused the oil mist. If
a large amount of oil mist has developed before ignition, the burning can cause
a tremendous rise of pressure in the crankcase (explosion), which forces a
momentary opening of the crankcase relief valves.
In isolated cases, when the entire crankcase has presumably been full of oil
mist, the consequential explosion has blown off the crankcase doors and set
fire to the engine room.
(Note ! Similar explosions can also occur in the chain casing and scavenge air box.)
h) Lock the casing doors and keep away from them.
Monitoring equipment is arranged to give an alarm in cases of low circulating

oil pressure and/or high temperature of thrust bearing segments. Keep this
equipment in tiptop condition.
Feel over moving parts (by hand or with a thermo-feel) at suitable intervals
(15-30 minutes) after starting and again at full load.
If in doubt, stop and feel over.
Oil Mist in the Crankcase
In order to ensure a reliable, and quick warning of oil mist formation in the
crankcase, constant monitoring is obtained with an Oil Mist Detector, which
successively samples air from each crankcase compartment.
The detector will give alarm and slow-down command at a mist concentration
which is only a fraction of the lower explosion limit (LEL), in order to gain
time to stop the engine before ignition of the oil mist can take place.
Measures to be taken when oil mist has occurred:
a) Do not stand near crankcase doors, or relief valves, corridors or
near doors to the engine room casing.
b) Reduce speed to slow-down level, if not already carried out automatically (see above.)
c) Ask the bridge for permission to stop.
l) Stop the lubricating oil pump.

m) Take off/open all the lowest doors on one side of the crankcase.
n) Shut off the starting air, and engage the turning gear.
o) Locate the hot spot.
p) Feel over, by hand or with a thermo-feel, all the sliding surfaces
(bearings thrust bearing, piston rods, stuffing boxes, crossheads,
telescopic pipes, chains, vibration dampers, moment compensators, etc.).
Look for squeezed-out bearing metal, and discolouration caused by heat
(blistered paint, burnt oil, oxidised steel).
Keep any bearing metal found at bottom of oil tray for later analysing.
q) Prevent further hot spots by preferably making a permanent repair.
r) Ensure that the respective sliding surfaces are in good condition.
Take special care to check that the circulating oil supply is in order.
s) Start the circulating oil pump and turn the engine by means of the
turning gear.
t) Check the oil flow from all bearings, spray pipes and spray
nozzles in the crankcase, chaincase and thrust bearing.
u) Check for possible leakages from pistons or piston rods.
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Start the engine. After: 5 minutes, 30 minutes, one hour and then when full
load is reached carry out the following:
Alarms
Leakage From High Pressure Fuel Pipes
1. Stop and feel over
Fuel Oil Temperature High
2. Look for oil mist
Fuel Oil Temperature Low
Especially feel over (by hand or with a thermo-feel) the sliding surfaces,
which caused the overheating.
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:
Fuel Oil Viscosity High

Fuel Oil Viscosity Low
Fuel Oil Inlet Pressure Low
L.O. Inlet Temperature High
1. Stuffing box leakages (not air tight).
Piston Cooling Oil Outlet/Cylinder Temperature High
2. Blow-by through a cracked piston crown or piston rod (with

direct connection to crankcase via the cooling oil outlet pipe).
Piston Cooling Oil Outlet/Cylinder No Flow

Piston Cooling Oil Inlet Pressure Low
An oil mist can also develop as a result of heat from a scavenge fire being
transmitted down the piston rod or via the stuffing box.
L.O. to Bearings and Thrust Bearing Pressure Low
Hot air jets or flames could also have passed through the stuffing box into
the crankcase.
L.O. to Camshaft Inlet Temperature High
Thrust Bearing Temperature High
L.O. Inlet to Camshaft Pressure Low

Alarms and Trips
Turbo Charger L.O. Inlet Pressure Low
Automatic Shut Down Functions
Turbo Charger L.O. Inlet Temperature High
L.O. to Bearings and Thrust Bearing Pressure Low/low
Turbo Charger L.O. Outlet Temperature High
Thrust Bearing Temperature High/high
Cylinder Lubricators No Flow
L.O. to Camshaft Pressure Low/low
Jacket Cooling Water Inlet Pressure Low
Engine Over-speed Trip
Jacket Cooling Water Outlet/Cylinder Temperature High
Manual Shutdown
Starting Air Pressure Low
Emergency Stop Button
Control Air Pressure Low

Safety Air Pressure Low
Slow Down Functions

Piston Cooling Oil Outlet/Cylinder Temperature High
Air Supply to Exhaust Valve Air Cylinder Pressure Low
Piston Cooling Oil Outlet/Cylinder No Flow
Scavenge Air Manifold Temperature High
Jacket Cooling Water Inlet Pressure Low
Scavenge Air Inlet Pressure Low
Jacket Cooling Water Outlet/Cylinder Temperature High
Scavenge Air Box/Cylinder Temperature High
Scavenge Air Box/Cylinder Temperature High
Air Cooler Cooling F.W. Inlet Pressure Low
Exhaust Gas Outlet/Cylinder Temperature High
Exhaust Gas/Cylinder Temperature High
Oil Mist in Crankcase
Exhaust Gas After Turbocharger High
Cylinder L.O. No Flow
Oil Mist in Crankcase
Stern Tube Bearing Temp High

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Illustration 2.1.1b Oil Mist Detector
SELECT
SYSTEM
ON
SIMULATION
MODE
AVERAGE
ALARM
PERCENTAGE OF ALARM LEVEL
20
40
6080
DEVIATION
ALARM
100
TEST
FLOW
FAULT
1 2 3 4 5 6 7 8 91
0
TEST
MODE
OPTIC
FAULT
SAMPLE NUMBER
RESET
Enlarged View of Oil Mist Detector Panel
Oil Mist Detector

Mark 5
Made in England
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Oil Mist Detector
Test Functions
Test Routines
Introduction
The test switch may be pressed at any time after the first complete cycle. This
initiates the microprocessor programme for testing the oil mist detector and is
indicated by the test mode lamp being lit.
The oil mist detector incorporates self-checking routines, which operate

whenever the detector is switched on.
Oil mist detection is now widely accepted as a means of providing early

warning of incipient bearing failure in diesel engines. The Graviner Mark 5 Oil
Mist Detector embodies electronic and electrical means of carrying out fast
and accurate sampling of the crankcase oil mist, without the use of rotational
mechanical parts.
Principle of Operation
At high temperatures the oil used for lubricating engines generates vapours.
When these come into contact with the colder atmosphere in the crankcase at
temperatures around 700C, they condense into an oil mist. This situation
represents the condition associated with the excess temperatures, such as those
caused by main crankshaft, big end or connecting rod small end bearing
defects.
The Oil Mist Detector works on the principle that oil mist density is proportional to optical obscurity. It samples the oil mist in the crankcase at a regular
repetitive sequence.
The sample is measured by passing it through a measuring chamber which has
a light source at one end and a photo cell at the opposite end.
The output signal from the photo-cell represents oil mist and is compared with
threshold levels set during commissioning.
If the thresholds are exceeded an alarm indicates the need for an engine slowdown and an immediate investigation of engine condition.
The programme will commence by the deviation alarm indicator being lit, and
will continue by simulating a gradually increasing average oil mist density,
resulting in the display building up to 100 per cent of the alarm level, at this
point, the average alarm indicator will light and the main alarm relay contacts
will change state.
The programme now simulates a flow fault which lights the flow fault
indicator.
The only necessary routine maintenance consists of running a brief additional

self-test prior to engine starting, and at least at four-weekly intervals.
Provided the detector is switched on, the test is commenced by first operating
the local test switch and then operating the reset switch on the detector.
a) Inspect/clean air line filter at least at a minimum of four-weekly
intervals.
Remote testing and indications
The microprocessor memory circuit is then checked and a test is conducted on

the engine slow down relay coil without actually operating it.
Satisfactory completion of all tests results in the 'optical fault' indicator being
lit and the fault alarm relay contacts will change state.
Should the tests not be completed correctly the fault relay will not operate.
If the facility to operate the test from a remote position is used, the test
programme remains the same, but should it not be completed correctly it is not
possible to reset from this remote position. This ensures that the oil mist
detector is examined to define the fault condition. Therefore, at the end of a
satisfactory test of the oil mist detector the following should be seen:
A test of the oil mist detector from the remote position should be carried out
daily as follows:
a) Pressing the remote test switch for a minimum of 20 seconds
initiates the same test programme as the test switch on the oil mist
detector.
Passing of the test is indicated at the remote position by the
remote main alarm and fault alarm enunciator being lit.
b) The remote reset button is pressed on completion.
Deviation alarm indicator lit

Average alarm indicator lit
Preparation for the Operation of the Oil Mist Detector
Flow fault indicator lit

Optical fault indicator lit
a) Supply power to the oil mist detector.
Main alarm relay contacts change state
The detector will now begin scanning.
Fault alarm Relay contacts change state

After each crankcase has been sampled the first scan is completed.
No alarms will be given during the first scan, as the system is forming the
microprocessor memory stores.
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Illustration 2.1.2.a Main Engine Manoeuvring Control Panel
BRIDGE MANOEUVRING SYSTEM
DMS 2100
FAULT
ALARM
ALARM
LIST
STOP
HORN
ALARM
ACKN.
STATUS
LIST
MAINTENANCE
EDIT
BRIDGE
CTRL.
ECR
CTRL.
SEA
MODE
STAND
BY
AUTO BRIDGE
START AIR 29.8 BAR
ORD: 0.0
MENU
1 ABC
2 DEF
EMERG
CTRL.
ORDER
ADJUST
7 STU
8 VWX
F.W.E.
Lyngso Marine
SET: 40.0
S1
3 GHI
9 YZ
CANCEL
LIMITS
ACT: 35.0
S2
S3
4 JKL
5 MNO
6 PQR
SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
0 space
SHUTD.
ACTIVE
S4
DIMMER
ESC
ENT
+/- #
SHUTD.
CANCEL
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2.1.2 Main Engine Manoeuvring Control
Bridge and ECR DMS Operating Panels
Slowdown:
Indicates activation of automatic slowdown
Maker: Lyngso Marine

Type: 2100
The operating panels enable communication with the the DMS system. The
display is able to show operating state information. All nominal and actual
values, operating data and list contents can be read and adjustments made to
the operating state. Any faults or alarms within the system are shown and
accompanied by a warning buzzer.
Slowd. cancel:
Pressing key cancels slowdown signal,

pressing again reactivates slowdown
Slowd. reset:
Resets system when slowdown condition

removed, speed returns to normal
Shutd. active:
Indicates an automatic shutdown signal

activated
Shutd. cancel:
Cancels shutdown signal, until key pressed

again
The main engine manoeuvring control system can be divided into two parts:
1. The DMS 2100 Bridge Manoeuvring System
2. The DPS 2100 Engine Safety System
The following table shows the facilities and operations available from the
bridge and ECR operating panels.
DMS 2100 Bridge Manoeuvring System

The DMS system is designed to control the ships engine directly from the
bridge. Automatic operation is also possible from the ECR. The normal
operating condition of the DMS is with the lever of the bridge telegraph unit
but the ECR position may be used for additional monitoring/control etc. DMS
controls the following functions:
Starting, stopping and reversing the propulsion plant
Button
Action
Bridge Control:
Indication or request/acknowledgement of
Automatic bridge control
ECR Control:
Indication or request/acknowledgement of
ECR control (manual or automatic)
Menu:
Displays 6 sub menus accessed by S

function keys
Emergency control:
Indication or acknowledgement of
emergency (local) control
Status list:
Displays critical engine condition

and limits
Maintenance:
Displays date/time, lamp test facility, display

controls etc
Dimmer:
Adjust display brightness
Edit, Esc, Ent.:
For changing parameters
Arrow keys:
Moving cursor around display positions
Sea mode active if LED on, speed set value released to SEA FULL AHEAD.
Cancel limits:
Overrides limitations, acceleration and decel

eration set points
Pressing the key again extinguishes the LED, manoeuvre mode is activated and
therefore speed set value is limited.
Order adjust:
Automatic bridge mode only, for fine setting

of engine speed
Stand by:
Technical crew order for stand by conditions

in engine room
RPM limit:
Automatic bridge mode only, ECR activated

function to limit available RPM
F.W.E.:
Pressing this key gives Finished with

Engines order, an alarm is activated and the
LED will flash until the following conditions
are met:
Alarm ackn:
Optical alarm acknowledgment
Stop horn:
Audible acknowledgment
Alarm list:
Displays every current alarm state, with new

alarms at the top of the list
Acceleration and deceleration of main engine speed

Engine speed sensing
Sea mode:
Quick progress through critical speed ranges

Monitoring manoeuvring sequences
If not in manoeuvre mode then the button is for indication only.

This order indicates, by LED illumination: No need to man the engine room.
Self monitoring
If in manoeuvre mode:
Control of auxiliary systems

Selection of control and operation modes
Automatic limitations
The DMS system is serial connected to both the DPS engine safety system and
the UMS/UCS alarm, monitoring and control system. The requested orders
from the telegraph system are internally processed and routed as a set speed
value to the electronic governor (EGS 2000).
The hardware consists of 4 main groups:
(Note ! A shutdown will be reset by moving the bridge telegraph lever to the
stop position.)
Bridge and ECR operating panels

ECR Indication Panel
Propulsion control cabinet (PCC)
Main air start valve is blocked
Electronic governor (EGS 2000)
Start air distributor is blocked
Main Engine Indication Panel

The indication panel in the ECR consists of warning lights, push buttons and a
manual/auto selector switch. The lights indicate control modes, engine
direction, turning gear position, engine direction and start valve/air/blocking
status. There are also illuminated pushbuttons for control of the auxiliary
blowers.
Control air is off

Safety air is off
F.W.E. order acknowledged from ECR
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Illustration 2.1.2b Indication Panels
Emergency Indication Panel

ECR Indication Panel
Lyngso Marine
Lyngso Marine
MANUAL
ECR
LOCAL
ER
START
VALVE IN
SERVICE
TURNING
GEAR
DISENG.
TURNING
GEAR
ENGAGED
START
VALVE
BLOCKED
AHEAD
ASTERN
WRONG
WAY
START AIR
DISTRIB.
BLOCKED
AUX
BLOWER
WARNING
AUX
BLOWER 1
RUN
AUX
BLOWER 2
RUN
AUX
BLOWER 1
STOP
AUX
BLOWER 2
STOP
AUTO
OFF
MAN
SHUT DOWN
AHEAD
TURNING GEAR ENGAGED
ASTERN
WRONG WAY
EMERGENCY CONTROL
ECR CONTROL
SLOW
TURNING
(MANUAL)
SUPPLY
AUX. BLOWER RUNNING
CANCEL
SHUT DOWN
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BRIDGE CONTROL
LAMP TEST
EMERGENCY
STOP
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The auxiliary blower stop/start facility is only available when the main engine
control is in manual. A warning light is fitted to indicate the auxiliary blowers
are not in automatic mode, if the blowers are OFF, main engine start is not
possible. The manual/auto selector switch controls the operating mode of the
blowers.
The indication light START VALVE IN SERVICE means that starting of the
main engine is now possible. There is also a warning light and alarm for engine
direction. If the engine direction is opposite to the ordered direction in manual
and local modes, this alarm is activated.
There is a pushbutton for the main engine slow turn facility. Activation of this
pushbutton carries out the slow turning procedure.
The pushbutton CANCEL LIMITER cancels Woodward scavenging air
limitation (manual control of the Woodward governor only). This would
provide a faster run up time for the main engine in case of emergency, therefore
this button is protected by a cover to guard against accidental operation.
The pushbutton marked SUPPLY indicates the status of the supply voltage and
also functions as a lamp test facility.
Propulsion Control Cabinet (PCC)
The propulsion control cabinet has no user accessible functions. These cabinets
house the electronic modules that make up the system. These include the
interface extension modules, central memory, speed relay module, input/output
and control modules, relays and interconnections for the serial bus which links
the various systems. The EGS2000 electronic governor directly connects to the
speed relay module, the DZM 401, which is the central module in the DMS
system containing the process control software.
The Electronic Governor System (EGS2000)
Manual control from the local control station (emergency control)
Change of Control Mode Restrictions
Automatic control from the ECR
Any DMS equipment malfunction which affects any control mode change over
will result in the alarm CONTROL SELECT. FAULT and a change will not be
accepted.
The operating modes are changed from:

The local control station: NORMAL or REMOTE
The ECR: ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO
The DMS only has control when in BRIDGE-AUTO mode.
Change of Control Modes
The local control station is the operating station with the highest priority.
Change over from LOCAL to REMOTE is carried out by means of a manually
operated pneumatic valve at the main engine local control position.
Change over from MANUAL REMOTE to AUTOMATIC is normally carried
from the ECR console. Pressure switches in the main engine pneumatic system
provide feedback of the control mode status.
The control mode changes immediately on operation of the selector switch.
The selected operating station cannot ignore its selection. Any change in
control mode is shown on the bridge and ECR panels which will alarm at any
change.
The change from MANUAL ECR to BRIDGE CONTROL can be initiated
from either location. The bridge control button has to be pressed at the bridge
or ECR control panels. The yellow LEDs in the bridge control buttons, at the
bridge and ECR, will flash and an alarm will sound at the control panels.
The request is then acknowledged by pressing the bridge control button:
At the bridge panel, if the request came from the ECR
At the ECR panel, if the request came from the bridge
The electronic governor system consists of two main parts:

Pressing the bridge control button again before an acknowledgement cancels
the request. Following a successful acknowledgement, the LEDs now flash
green in colour.
1. The electronic governor

2. The electrical actuator
The electronic components are housed in the governor cabinet in the ECR. It
is connected to the propulsion control cabinet where the DMS dictates the
RPM setpoint. The governor sends the electronic signal to the electrical
actuator which moves the fuel rack accordingly.
The manually operated MANUAL to AUTOMATIC BRIDGE valve in the

ECR is now switched to the bridge and the flashing green LEDs turn to a
steady green light. The display text shows AUTOMATIC BRIDGE.
If a change over is requested without prior request, the bridge control button
LEDs flash yellow turning steady green when acknowledged.
If the main engine is stopped but the telegraph/control lever is not in the stop
position, the text display shows the request message PUT BRIDGE TELEG.
TO STOP. No control mode changes are possible until this request is fulfilled.
If the main engine is running but the telegraph/control lever is put in the
opposite direction, the text display shows the request message BRIDGE
TELEG. WRONG WAY. The lever must be moved to stop or the correct
direction. No control mode changes are possible until this request is fulfilled.
Before changing over control modes the ECR and bridge control levers must
be matched or a rough change of engine speed will occur. The set points must
be the same value, i.e.: a LEVER MATCH. When a lever match is completed
the the change over from AUTOMATIC BRIDGE to MANUAL ECR is
carried out with the manual two position valve in the ECR.
Emergency Control
The selection of EMERGENCY CONTROL is always done directly without
any previous request. The change over from REMOTE to LOCAL is by means
of a manually operated pneumatic valve at the engine. The valve is installed at
the main engine local control station.
The selection of EMERGENCY CONTROL switches off the previously
selected control mode of AUTOMATIC BRIDGE and MANUAL ECR respectively because of the two-position valve in the ECR.
There are two different methods of indication and acknowledgement following
the change over to EMERGENCY CONTROL :
Change over from AUTOMATIC BRIDGE to Emergency Control
The LEDs set within the EMERG. CTRL. buttons in the bridge and ECR
panels flash yellow to indicate the change of control mode. Additionally the
change of control mode is audibly signalled at the bridge panel. The display
shows the text EMERG. CONTROL.
To acknowledge the selection of emergency control, the button EMERG.
CTRL. on the bridge panel has to be pressed. Following the acknowledgement,
the LEDs implemented in the buttons EMERG. CTRL in both panels turn to
steady green to indicate the new control mode.
Control and Operating Modes

There are different operating modes to operate the propulsion plant:
Automatic control from the bridge
Manual control from the ECR
The main engine is generally operated by the engine order telegraph unit on the
bridge central console. If either bridge wing is selected for control, the wing
controller remotely moves the central controller by a selsyn electric shaft
arrangement. This central controller sends the signal to the DMS for
processing.
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Change Over from MANUAL ECR to Emergency Control
Barred Ranges
The LED set within the EMERG. CTRL. button in the bridge panel turn to
steady green to indicate the new control mode. The LED within the EMERG.
CTRL. button in the ECR panel is flashing yellow to indicate the change of
control mode. Additionally the change of control mode is audibly signalled at
the ECR panel. The display in both panels show the text EMERG. CONTROL
.
To acknowledge the selection of emergency control, the button EMERG.
CTRL. on the ECR panel has to be pressed. Following the acknowledgement,
the LED in the button EMERG. CTRL in the ECR panel turns to steady green
to indicate the new control mode.
Due to certain physical principles rotary, oscillation occurs at specific speeds

inside the main engines range. DMS takes these speeds into account and if
selected will automatically convert the request to the nearest safe position.
(Note ! The speed setpoint is not adjustable within a barred range.)
Limitations
The DPS system, under certain fault conditions, may request a slow down of
the main engine. This is achieved via the serial interface to the DMS system.
The limitation will remain active until manually reset.
Operating Modes
The DMS has 3 different operating modes, selection is from the bridge
operating panel:
Sea Mode
The engine is able to accelerate through all speed ranges up to the end
of the upper sea range.
In bad weather conditions, if the main engine speed reaches 105% three times
in less than two minutes, the speed setpoint will be limited to 85%. The
limitation will remain active until manually reset.
There is also a manual limitation function available only from the ECR panel.
The pushbutton RPM LIMIT will give access to a menu where the measuring
value (the speed), can be adjusted.
The engine is only able to accelerate through all speed ranges up to the
end of the upper manoeuvring range, if the lever is set to full ahead.
Modes under CANCEL LIMITS operation
All limits are overridden. Acceleration and deceleration set points are
changed to faster values.
CANCEL LIMITS should only be used for emergency manoeuvring.
Ranges
Acceleration and deceleration ramps are preset into the DMS to ensure the
most efficient operation of the main engine. The total range between minimum
and rated range is divided into four individual ranges:
1. Lower manoeuvring range
approx. 25 - 65% load
40 - 60 seconds
2. Upper manoeuvring range
60 seconds
3. Lower sea range
10 minutes
4. Upper sea range
approx. 90 - 100% load 30 - 60 minutes
The astern speed has only one range which has an adjustable upper limit.
System Parameters and Passwords

On pressing the S3 key, the parameter list is displayed. By operating the cursor
keys the number of the parameter required can be incremented or decremented.
The parameters to be displayed can also be accessed by numerical setting of
the number by first entering 0. Pressing ENTER, then the required
parameters are displayed.
To release a selected parameter for resetting, the EDIT key must be pressed and
then according to its security level, the adjustment is released or the password
is requested.
Parameters are blocked for unauthorised personnel with three password levels
protecting the system:
The service password
The expert password
System Supervision and Fault Indication
Manoeuvring Mode
The only exception to this is in the case of a bridge or ECR telegraph potentiometer fault, whereby the system will change over from the faulty station to
the functional station and remain in automatic mode at that station.
The user password
The total hardware of the DMS, as well as the peripheral components, are
constantly monitored by the DMS. Because of this, it is possible to avoid
dangerous situations and damage to the main engine. The telegraphs, speed
sensing circuits, electronic governor, solenoid valves, internal analogue/digital
and digital/analogue converters and the computer cycle (watch dog) are all
monitored.
The SERVICE PASSWORD is required for changing critical parameter values

such as engine speed. The service password releases the parameters for the
USER and EXPERT passwords, as such this password should only be known
by the commissioning personnel.
If a fault becomes apparent it will be sensed by the DMS, the result of this is
an audible and optical alarm indication. Faults are indicated at the operating
panels on the Bridge and ECR. The alarms are also routed as individual alarms
via the serial interface, or as common alarms via contact interface to the alarm,
monitoring and control system (UMS/UCS).
The USER PASSWORD is required to change non-critical parameter values
An optical alarm is always indicated at the Bridge and in the ECR An audible
alarm is only indicated at the station in control. Optical acknowledgement can
be done only from the ECR.
According to the rules of the classification societies the system has, in the case
of a control system fault, to maintain (freeze) the momentary operating
condition. Therefore, in a frozen condition, the operator has to transfer control
mode to a MANUAL mode. This is the only mode in which a reset can be
performed.
More detailed information is available in the manufacturers DMS2100 user

manual.
The EXPERT PASSWORD is required for changing critical parameter values.

The expert password releases the parameters to the USER password.
To complete the password input the password must be followed up with

ENTER. Passwords must always be four digits.
After accessing the required parameter by password entry, the EDIT key must
be pressed again. There are two ways to change values:
1. By operating the up/down cursor keys the value of the parameter
can be incremented or decremented.
2. By numerical setting of the value by first entering 0.
Pressing ENTER completes the operation.
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! CAUTION
Because the program uses RAM for its set values, the entered value takes
immediate effect. Therefore changes should only be made on a stopped
engine or, if on a running engine, the values should be made step by step
in small increments to avoid greatly affecting the running of the engine.
PARAMETER CHANGES MAY ONLY BE DONE BY AUTHORISED
PERSONNEL
Governor stop signal is de-energised as start valve energises. Stop valve

remains energised
On reaching ignition speed the stop and start valves are de-energised
Fuel is injected
Main air start valve de-energised one second after fuel injection,
engine accelerates to required speed
Simulation Mode
If the engine fails to start or complete a slow turn, the control lever must be
moved back to zero to reset the system before another start attempt is made.
This mode is used to test signals to the start valve, reversing valve, start air
distributor and electronic governor.
(Note ! The reversing function always takes place prior to start regardless of
the ordered direction.)
The overspeed may also be tested using this facility.
The following conditions will cause a start interlock to block the starting of the
main engine:
The following conditions have to be fulfiled for the selection of simulation

mode:
Main start valve blocked
4. Emergency stop/shutdown condition
Start air distributor blocked
5. Loss of automatic, manual or sensor supply
Control mode in AUTOMATIC BRIDGE
6. Blocked actuator
Access is by activation of the menu key then S4, followed by S1 for

simulation mode.
7. Electronic governor fault
If the engine exceeds ignition speed but stops within 20 seconds

a further start takes place, up to a maximum of 3 attempts. If the
engine stops outside of this 20 second time the alarm ENGINE
STOPPED is activated.
Slow Turning
The slow turning is carried out automatically when the engine has been
standing still for 30 minutes or more. When a slow turn is requested, the engine
must then complete one and a half turns within 30 seconds.
8. Serial interface to governor lost
To simulate the engine running the telegraph must be moved ahead or astern.
The simulated speed, acceleration and deceleration correspond to the normal
orders. Because the engine is not actually running, several other alarms will
appear, such as start failure, reversing failure etc.
10. Start valve closed/not open
Main Engine Automatic Start Sequence
12. Input start blocked (auxiliary blowers)
9. Start air pressure low
The DMS system counts the number of flywheel teeth passing the speed
sensors to determine the number of revolutions achieved during this time. If
the engine fails to achieve this, the slow turn failure alarm is activated. In
this case, the control lever must be reset to zero and another start attempt made.
11. Start air distributor blocked
Automatic mode selected, control lever in stop position
13. Turning gear engaged
System checks: no start interlocks, no active relevant alarms,

auxiliary blowers in auto, voltage on
14. Emergency control is engaged
If more than 30 minutes since last start, DMS initiates a slow turn, if
not, DMS activates start
If the engine starts to crank but does not reach ignition speed or
falls below the ignition speed,the REPEATED START alarm is
activated. If a further two starts also fail then the alarm START
FAILURE is activated.
At the second and third start attempts, or in the case of a

CANCEL LIMITS start operation, the ignition speed is increased
to enable a longer duration of applied starting air. The DMS also
cancels the governors normal start fuel limitations during these
attempts.
2. Line break of valves

3. Speed sensing system fault
Reverse sequence activated (see section: Reversing of the Main

Engine), ahead valve energised
If no engine rotation is sensed within the maximum starting time,

the start air valve is de-energised and the START FAILURE alarm
is activated.
1. Control air pressure low
Engine at standstill
Control lever moves to ahead direction, speed value initiated
Three start attempts are possible. If a failure occurs during the starting
sequence the following measures are activated:
The slow turn procedure may be omitted, if a quick start is required, by

pressing the CANCEL LIMITS button on the operating panel.
Reversing the Main Engine
Items 1.) and 11.) may be overridden by operation of the CANCEL LIMITS
push button, although 11.) can only be overridden when in bridge automatic
mode.
A start interlock is alarmed and indicated on the bridge and ECR operating
panels.
Depending on the requested direction of the main engine and before carrying
out a slow turn or engine start, the DMS controls the positioning of the
reversing mechanism for the start air distributor and the fuel pumps by
energising the respective directional solenoid valve (even if they are still in the
correct direction from previous manoeuvre).
One symmetrical cam for each fuel pump is mounted on the camshaft.
Selection of injection point, ahead or astern, is achieved by moving the fuel
pump roller guide relative to the cam axis by a pneumatic cylinder.
On completion of slow turn all injection pumps moved to ahead or

astern position, engine starts
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Illustration 2.1.3a Engine Safety System Panel
DPS 2100
Lyngso Marine
ENGINE SAFETY SYSTEM

FAULT
ALARM
Engine Safety System

System OK
ALARM
LIST
STOP
HORN
ALARM
ACKN
EDIT
1 ABC
STU
ACTUAL SPEED : 90.0 RPM
MENU
2 DEF
8 VWX
S1
3 GHI
9 YZ
S2
S3
4 JKL
5 MNO
6 PQR
SLWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
0 Space
SHUTD.
ACTIVE
S4
DIMMER
ESC
ENT
+/-
SHUTD.
CANCEL
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Each fuel pump has its own reversing mechanism including a pneumatic
cylinder. However, the power of the cylinder is not powerful enough to reverse
the roller guides at standstill, they can only support the movement. The roller
guides will change their position during the start sequence because of the
camshaft rotation, so it follows that the engine has to be started without respect
to the reversing mechanism position.
The following items are recorded from the DMS:

Date and time
Bridge, ECR and emergency telegraph orders
Engine speed
The emergency stops are wired with two circuits. One is wired directly to the
stop solenoid on the engine. The other is wired to the electronic modules as an
input and the stop solenoid as an output. This provides the correct alarms and
printout etc. The location of the emergency stop activation will also be
displayed.
Control mode
The roller guides mechanically maintain their position and the solenoid valves
are de-energised at the end of the start settling time.
Sub-telegraph orders
Limitations
Restarting an Engine Already Turning in the Correct Direction

If the engine is already turning in the required direction, due to drag acting on
the propeller, the speed is above ignition speed and the control lever is moved
in that direction, DMS will de-energise the stop valve and the governor stop
signal. This will enable the fuel to be supplied to the engine.
If the drag effect is too low and the engine speed is below ignition speed and
the control lever is moved in that direction, DMS will initiate a normal
automatic start.
Cancel limits/cancel limits (wings)
The operators panel is mounted in the ECR
RPM load program

Operator Panel Functions
Frozen conditions
Electronic governor fault
Electric shaft or telegraph fault
Serial interface to governor lost fault
If a start is requested in the opposite direction to that which the engine is

already turning, a normal stop is carried out by energising the stop valve. After
passing through the brake air level the reversing sequence is initiated. The
engine is retarded automatically and subsequently restarted in the reverse
direction.
Alarm light:
Illuminated if a set value is exceeded
Fault light:
Illuminated if an internal hardware or interface

failure occurs
Key Functions
The following items are recorded from the DMS:

Restarting an Engine Turning in the Wrong Direction
The system consists of an SEM interface extension module, speed relay DZM
module (DPS limit values, delay times and actions/consequences are stored in
software within the DZM module), input/output modules (all mounted within
the propulsion control cabinets) and illuminated emergency stops mounted on
bridge wings, bridge, ECR and engine local control station.
Alarm list:
Displays every current alarm state, new alarms at the

top of the list
Automatic shutdown
Alarm ackn:
Optical alarm acknowledgment
Emergency stop with position of activation
Stop horn:
Audible acknowledgment
Cancel slowdown (slowdown override activated)
Maintenance:
Displays date/time, lamp test facility, display

controls etc.
Dimmer:
Adjust display brightness
Edit, Esc, Ent.:
Arrow keys:
Menu:
Displays 3 sub menus accessed by S function keys
Slowd. active:
Indicates activation of automatic slowdown
Slowd. cancel:
Pressing key cancels slowdown signal, pressing

again reactivates slowdown
Slowd. reset:
Resets system when slowdown condition removed,

speed returns to normal
Shutd. active:
Indicates an automatic shutdown signal activated
Shutd. cancel:
Cancels shutdown signal, until key pressed again
Automatic slowdown
Cancel shutdown (slowdown override activated)

Stopping the Main Engine
Common abbreviations used on the printer:
A normal stop comprises of moving the control lever to zero. This will cause
the DMS to energise the stop solenoid valve (a pneumatic stop signal to the
fuel pump puncture valves) and set the engine governor to stop.
There are also a number of hard stops. These are hard wired emergency stop
pushbuttons which stop the engine directly via the DPS engine safety system.
The DMS via serial interface also stops the engine using the DMS normal stop
methods. After an emergency stop the engine can only be restarted by moving
the main control lever to the stop position to reset the system.
OBR: Order bridge

REC: Response Engine Room telegraph
OBL: Order bridge with limitations
ACT: Actual speed
2.1.3 Main Engine Safety System

DPS 2100 Engine Safety System
Telegraph Order Printer TOP2100

The TOP2100 is a sub-system of the DMS system. Internal calculations from
the DMS and the DPS systems are transmitted to the printer module and output
to the telegraph order printer.
There are parameters to control the information output to the printer within
DMS and a printer test facility in the MAINTENANCE menu within DMS.
The DPS 2100 operates in parallel with the DMS system but monitors, controls
and protects the main engine independently from the DMS system.
The system protects the engine from inadmissible operating states, in that an
alarm is not created until one of its limits is exceeded. All limits are set to
values that in no way endanger the engine. Any limits exceeded are optically
and audibly indicated in the ECR. Specific limits such as low lub. oil pressure,
high H.T. water temperature are additionally protected by shutdown and
slowdown facilities.
The DPS system receives its engine speed signal from two proximity switches
mounted close to the flywheel. These switches count the flywheel teeth passing
by and input the signal to the DZM module. This module calculates the engine
speed for indication and protection functions etc. The two sensors enable
cross-monitoring, plausibility and redundancy in case of breakdown.
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The DPS provides the following functions:

Slowdown
Shutdown
Slowdown with subsequent shutdown
The inputs on the central module DZM 401/402 for the speed measurement
from the proximity switches are fixed, also the outputs for speed indication and
emergency stop on overspeed are fixed. The inputs on the IOM 402 modules
are freely configurable for slowdown and shutdown via parameters. On
occurrence of a slowdown or a shutdown criterion, the particular function
becomes active, taking the parameter setting for the input into account.
Operation and indication are effected via the Operating Panel in the ECR with
illuminated pushbuttons and LED displays in the engine room. The optical
alarms as well as system conditions are simultaneously displayed at all places
of indication (bridge, ECR, engine room). The audible alarms are given only
at the place of indication from which the ship is operated (e.g. operation from
the bridge). This also applies to the acknowledgement of alarm signals as well
as to control functions Cancel and Reset.
Automatic Shutdown
Alarm Indication and Acknowledgement
In case of an automatic shutdown, the engine is stopped immediately. The

signal acts directly on the shutdown system of the main engine.
The alarms are divided into two groups:
Delayed Shutdown
2. System faults - monitoring equipment / module failure, line breaks
If a shutdown criterion occurs a pre-alarm is activated. On activation the

optical and audible alarms sound and the delay time starts to count down to
actual shutdown. This countdown time and the cause of the shutdown (eg: Lub.
oil press. low) are displayed on the operating panels.The delay time for the prealarm can be adjusted via parameters.
All alarms are indicated audibly as a common alarm at:
The horn signal is reset on the Operating Panel by actuating the stop horn key,
optical acknowledgement is possible in the alarm list only. By actuating the
key for alarm acknowledgement the alarm is optically acknowledged and the
ALARM LED changes to a steady light. After expiry of the shutdown delay
time, the shutdown process is started and optically indicated on the bridge
panel, on the ECR panel and in the engine room.
All alarms are indicated optically as a common alarm at:
Restart of the engine is now only possible after elimination of the the fault
causing the shutdown and must be reset by moving the telegraph lever to stop
and activation of the RESET SHUTDOWN button.
Automatic Slowdown
The automatic slowdown serves to relieve stress on the engine by reducing
speed .
Delayed Slowdown
If a slowdown criterion occurs then a pre-alarm is activated immediately. On
activation the optical and audible alarms sound and the delay time starts to
count down to actual slowdown. This countdown time and the cause of the
slowdown (eg: cam shaft lub. oil press. low) are displayed on the operating
panel. The delay time is adjustable via parameters. After expiry of the
slowdown time the slowdown signal is transmitted to the DMS system.
If the fault, which activated the slowdown, clears during the countdown time,
the slowdown is cancelled.
In the case of an emergency, the slowdown can be overridden by activation of
the SLOWD. CANCEL button.
1. Engine faults - leading to a slowdown or shutdown
If the fault which activated the shutdown clears during the countdown time, the
shutdown is cancelled. The display will continue to indicate an unacknowledged alarm.
In the case of an emergency, the shutdown can be overridden by activation of
the SHUTD. CANCEL button.
Bridge
ECR
Engine room space
Bridge, via DMS panel

ECR, alarm on DPS panel
Engine room space, at LED indicators
All locations with UCS/UMS general operator stations and basic
alarm panels
All alarms are indicated optically as a single alarm at:
Bridge, via DMS and alarm list
ECR, via display and alarm list
All locations with UCS/UMS general operator stations and basic
alarm panels
Parameters, Suppressions and Operating Values
Specific faults can exclude or include the shutdown cancel facility (available
via parameters). If this button is activated after the engine has stopped a
shutdown reset is necessary. If the button is activated during the countdown
time the engine will keep running.
To display parameters, suppressions and operating values, first press the

MENU key.
This will indicate a sub menu, selection is by keys S1 to S3:
On clearing the fault which caused the shutdown, the system can be reset by
moving the telegraph lever to stop and activating the SHUTD. RESET button.
This also applies to an emergency stop push button activated shutdown.
S1 This key opens a list of inputs to the DPS and allows each one
to be switched on or off
S2 This key displays actual operating values
Automatic Slowdown Followed by Shutdown

Specific faults can exclude or include the slowdown cancel facility (available
via parameters).
On clearing the fault which caused the slowdown, the system can be reset by
moving the telegraph lever below the slowdown speed and activating the
SLOWD. RESET button.
The functional sequences for a slowdown followed by a shutdown are

practically identical to the procedures described above (selection and
adjustment available through parameters). The only difference being that one
follows another.
S3 This key opens the parameter list, as recorded in the central

DZM module, for display or changes
To leave a menu or sub menu, the ESC key must be pressed.
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Adjustment of System Parameters and Passwords
Suppressions
On pressing the S3 key, the parameter list is displayed. By operating the cursor
keys the number of the parameter required can be incremented or decremented.
The parameters to be displayed can also be accessed by numerical setting of
the number by first entering 0. Pressing ENTER then displays the required
parameter.
The operator has the option to suppress shutdown and slowdown activation by
individual sensor inputs, except emergency stop pushbuttons, with this facility.
To release a selected parameter for resetting, the EDIT key must be pressed and
then according to its security level, the adjustment is released or the password
is requested.
The suppression list is available after pressing the MENU key followed by the
S1 key. By pressing the up/down cursor keys the operator can view the sensor
inputs one after another.
Parameters are blocked for unauthorised personnel by principle. Three

password levels protect the system. The parameters for the EXPERT
PASSWORD and USER PASSWORD are hidden, the display showing the
immediate parameters above or below.
When the required sensor appears on line two of the display, the operator can
suppress the slowdown or shutdown activation by pressing the S1 key.
Alternatively the slowdown or shutdown activation can be re-enabled by
pressing the S2 key. These suppressed or enabled states are stored in the
system EEPROM. There is a suppression count table shown in the display
showing the amount of sensors currently suppressed.
The SERVICE PASSWORD is required for changing critical parameter values

such as engine speed. The service password releases the parameters for the
USER and EXPERT passwords.This password should only be known by the
commissioning personnel.
DPS System Engine Slowdowns
If suppressed however, the input will still activate an alarm at the operating
panel.
The USER PASSWORD is required to change non-critical parameter values.
For example the overspeed setting 82.9 RPM will be shown here.
To complete the password input, the password must be followed up with

ENTER. Passwords must always be four digits.
Speed Indication
By numerical setting of the value by first entering 0.

Pressing ENTER completes the operation.
As the old stored parameter value is continuously on display during this
operation, the operator is kept aware of the adjustment/change required.
Pressing ESC completes the parameter adjustment session. All new parameters
are now stored in the system EEPROM. If the session is not terminated with
the ESC key, the system will do this automatically after a timed period.
Oil mist in crankcase

Cylinder exhaust gas high temperature
Cylinder cooling fresh water high temperature
Cylinder L.O. no-flow
Scavenge air box fire
Stern tube bearing high temperature
DPS System Engine Shutdowns
Engine L.O. pressure
Overspeed
Thrust bearing/pad temperature high

The operating value list is available after pressing the MENU key followed by
the S2 key. By pressing the up/down cursor keys, the operator can view the
inputs one after another.
By operating the up/down cursor keys the value of the parameter

can be incremented or decremented.
Piston coolant no-flow
Camshaft L.O. pressure
Operating Values
The EXPERT PASSWORD is required for changing critical parameter values.

The expert password releases the parameters to the USER password.
After accessing the required parameter, after password entry, the EDIT key
must be pressed again. There are two ways to change the actual values:
Cylinder cooling fresh water pressure low
As well as the speed indication at the ECR operating panel, the system
provides two 10V analogue outputs for external speed indication.
One is connected to the DPS and feeds three outputs providing speed
indication at various points around the ship. If this source fails, the watchdog
within the DPS will switch the three outputs to the signal available from the
DMS, fed by the other signal. This system provides a high degree of
redundancy and availability. Negative values at the displays indicate astern
running.
Emergency stop pushbuttons

EGS2000 Electronic Governor
The electronic governor is serial connected to the DMS system and also to the
DPS system. The basic task of the EGS system is to regulate the speed of the
main engine by translating the speed signal given by the operator into
movement of the engine fuel rack.
The EGS2000 system consists of the following components:
Power unit:
Contains the electronic units to convert speed signals

to actual movement and the Lyngso Marine STELLA
GAMMA monitoring computer.
Control unit:
Located in the ECR console, the operator interface.
Actuator:
The electro-mechanical device to convert demand

signals to fuel rack movement.
Tacho sensor:
The proximity switches sensing flywheel speed.
Speed indication is available at the following locations:

ECR console
Scavenging air A sensor to monitor the air pressure and therefore

sensor:
engine output power.
Engine local control console

Bridge console and front wall
Port and starboard wings, port and starboard wing consoles
This allows the system to restrict power to avoid low air to fuel ratios.
Chief Engineers office

At DZM speed module (within PCC cabinet)
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The governor actuator consists of the actuator position control loop and the
actuator itself. The power for the actuator motor comes from a power supply
unit within the power unit cabinet. The actuator consists of a motor and
gearbox with a brake, tacho-generator and position transmitter. The actuator
uses very large mechanical forces and the brake is a safety feature. If the
supply fails, the brake is engaged immediately, blocking the actuator in its
position and activating an alarm.
Using the position transmitter and the tacho-generator, the actuator can move
quickly and precisely to the required position, without overshoot. The actuator
has its own limit switches which will stop the actuator at its extreme limits,
regardless of any further signals.
The scavenge air limit function ensures that the correct amount of fuel is
provided according to the amount of scavenge air available. This is especially
important during acceleration when the slow turbocharger speed means there
is not normally enough air available to burn all the injected fuel. This may lead
to poor combustion and pollution. Restricting the fuel index during these times
alleviates this problem.
The RPM mode is a fast mode of operation which will adjust the fuel rack to
keep the engine at constant rpm. Optimal fuel consumption and wear of the
mechanism are given low priority in this mode.
The POWER mode controls fuel rack movement in response to shaft speed
variations so power delivered remains constant. This mode minimises fluctuations in thermal loading and is the most fuel efficient mode. Full protection of
the engine is offered and shaft speed will only vary up to preset limits.
INDEX mode maintains the fuel rack at a distinct position providing speed
variations are within wide preset limits. This mode is often used for engine
measurements that require a fixed fuel rack position. This mode cannot be
automatically selected by the computer.
The EGS2000 requires no periodical maintenance. The motor and gearbox

have no serviceable items and are built to a high standard that should last the
lifetime of the vessel. However, there are a number of checks that should be
carried out two to three times a year. During these checks the engine should be
stopped and start blocked.
These checks involve checking the tightness and cleanliness of all the links,
connections and securing devices etc in the complete system. Any backlash in
the actuator and fuel pump linkages should be adjusted to keep the backlash
below 0.3mm.
Further, more in depth details, are available from the manufacturers manual.
The EGS2000 also contains an automatic overload protection system (OPS).

This uses torque measurements from a torque measuring device to provide a
limit to the rpm setpoint if a high torque reading is detected. This facility is
manually cancelled.
Operator Panel/key Functions
When a start or stop order is given to the DPS system, the governor
controls the index. For a start request the governor moves the actuator to a
predetermined position to ensure the correct ratios for run up. On receiving
a shutdown signal, the EGS2000 immediately moves the actuator to the
zero position.
Blocked lamp:
Indicates actuator blocked due to failure
Index max:
Adjustment of manual limitation (then using

cursor keys)
Load limit cancel:
Cancel index limits
Auto select:
Automatic selection of modes by computer
RPM:
Selects RPM mode
Power:
Selects power mode
Index:
Selects power mode
Test:
Selects internal test procedure
Alarm ackn:
Acknowledges system alarms
Modes of Operation
Edit, Esc, Ent.:
The EGS 2000 has four modes of normal operation:
Arrow keys:
Set up:
Used for adjustments (privileged user level)
Menu:
Displays sub menus to display alarm list and

various measurements
The governor computer contains load curves/ramps for the correct loading of
the main engine. These curves are kept in the engine limits curve software
module within the Gamma computer.
The EGS2000 is completely self-monitoring and will activate external alarms
via the UCS/UMS system for all internal and external equipment failures. The
system even includes a monitor within the EGS2000 to monitor the operation
of the computer hardware.
Auto select:
Auto selects RPM mode or power mode depending

on running conditions
RPM mode:
Keeps RPM constant
Power mode:
Keeps power constant
Diag:
Used for diagnostics (privileged user level)
Index mode:
Fixed position of fuel rack
Data:
For parameter adjustment
Access:
Allows entering of codes to access

privileged levels
AUTO SELECT leaves the choice of operation to the computer. This mode is
dependent on prevailing weather conditions. Rough weather will normally be
POWER mode and calm weather will normally be RPM mode.
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Illustration 2.2.1a AQ18 Auxilliary Boiler

Steam Atomiser
Burner
Main Steam
Outlet
Steam Dryer
Air Inlet
Steam Drum
Manhole
Feed Water
Inlet
Generating
Tube Bank
Flue Gas
Outlet
Sockets for
Water Washing
Furnace
Membrane Walls
Inspection
Door
Access
Door
Cross Sectional View Showing Gas Flow
Manhole
Water Drum
Heating Coil
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2.2 Boilers and Steam Systems

2.2.1 General Description
The steam generating plant consists of two auxiliary boilers and one exhaust
gas boiler. The steam demand of the plant, in port is served by the auxiliary
boilers. At sea, steam demand is met by the exhaust gas boiler.
The gas boiler is arranged in the funnel to take waste heat from the main engine
exhaust.
An auxiliary boiler may be required at sea in low temperature areas, as well as
during reduced power operation of the main engine, such as during
manoeuvring or slow steaming on passage. Cargo and tank cleaning operations
at sea will also require a boiler to supplement the steam supply.
Auxiliary Boilers
The side water wall tubes are welded to the water and steam drums with no
headers provided. The boiler is downward fired from the roof using a steam
assisted pressure jet burner.
i) Open all pressure gauge valves and ensure that all valves on the
pressure gauge piping are open.
Boiler Casing
k) Fill the boiler until water level appears 25 to 50 mm high in the

gauge glasses. Allow for swell in level after firing.
The furnace of the boiler is made completely gas tight by the adoption of a
welded water wall construction. The welded water wall construction is also
adopted in the front and rear walls of the rear evaporating tube section where
tubes are exposed to the combustion gas.
Insulation is provided on the outer surface of the furnace water walls.
Insulation is applied to the outer surface of the water walls and the outermost
surface of the furnace is covered with galvanised steel casing except for the
furnace roof and floor.
2
Aalborg Ltd
AQ18
Oil fired vertical water tube marine boiler
25,000 kg/h
16 kg/cm2 saturated steam.
H.F.O up to 700 cSt at 50C
18 kg/cm2
1,880 kg/h at 100% evaporation
The steam and water drums are cylindrical with two flat plates on the top and
bottom. Due to the internal pressure, the flat plates are mutually connected by
vertical solid stays.
A steam separator is provided to completely remove the moisture. This can be
dismantled for removal.
The steam drum also has a feedwater internal pipe, surface blow off internal
pipe and water sampling pipe.
Description
Operating Procedures
General Construction
The following steps should be taken before attempting to flash up the boiler:
The boiler is of a two drum type construction, with one steam drum and one
water drum. It also includes a boiler casing, fuel firing equipment, mountings,
fittings and other accessories.
The boiler structure is supported with the water drum acting as a supporting
basis. The whole boiler construction is designed so as to be able to withstand
the rolling and pitching of the ship. Careful consideration is also given to the
movement by thermal expansion of the boiler.
Combustion gas leaves the furnace through the deflected tubes at the bottom
and passes through the generating bank before leaving the boiler. Efficient
circulation in the boiler is achieved because a number of tubes in the coldest
part area act as down comers
a) All foreign materials to be removed from internal pressure parts.

b) Ensure all gas side-heating surfaces are clean and all refractory is
in good condition.
c) The furnace bottom and the burner wind box to be cleaned of oil
and other debris.
Closely spaced water wall tubes are arranged in a staggered configuration and
constitute the furnace side and roof, except for burner opening, rear and front
wall. This arrangement increases the heat absorption in the furnace and makes
it strong enough to withstand vibration etc.
(Note ! Remote-reading instruments may not be accurate until steam is being

generated.)
Raising pressure with no steam available from the other boiler.
b) Set burner for air atomising, using an air pressure of 4 kg/cm2 and
fuel pressure of 3 kg/cm2. Purge the furnace with forced draught
fan for one minute with vanes fully open.
c) Reduce the air pressure at the windbox to between 10 and 20 mm
water and close recirculating valve.
d) Light the burner and adjust air and fuel pressure, to ensure
stabilised combustion, using the furnace observation port and
smoke indicator.
e) When raising the pressure, keep the burner firing for 5 minutes
and out of service for 15 minutes repeatedly at the lowest oil
pressure (2.5kg/cm2) for one hour. Again, repeatedly light and
shut down the burner to raise pressure as recommended by the
manufacturer. A guideline would be to aim for 1kg/cm2 after 1.5
hours firing, 5kg/cm2 after 2 hours firing and 12 kg/cm2 after 2.5
hours firing.
d) Ensure all personnel are clear.

e) All manhole covers to be securely tightened.
f) When the drum pressure has risen to about 2 kg/cm2, close the
drum vent valve.
f) Inspect safety valves and see that gags have been removed and
easing levers are in good condition.
g) Drain and warm through all steam supply lines to ancillary

equipment before putting the boiler on load.
g) Open root valves for all instruments and controls connected to the
boiler.
Furnace
l) Check operation of gauge glasses and compare with remote

reading instruments.
a) Set up the fuel system for diesel oil and circulate the fuel until all
heavy fuel has been discharged from the fuel lines.
Steam Drum and Fittings

No. of Sets:
Maker:
Model:
Type:
Evaporation:
Steam Condition:
Fuel Oil:
Safety Valve Setting:
Fuel Oil Consumption:
j) Check and close all blow-off valves and drain valves.
h) Open the vent valve of the steam drum.
h) Supply steam to the F.O. tank. When the tank is of sufficient

temperature to be pumped by the F.O. pump, supply steam to the
F.O. heater and prepare to change over from D.O to F.O. Continue
circulating F.O. as before.
i) At working pressure, switch to automatic operation.
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Raising Pressure with Steam Available from other Boiler.
Shutting Down
Taking the Boiler Out of Service.
a) Start forced draught fan, open the inlet vanes and purge the
furnace.
a) Operate sootblowers before shutting down the boiler whenever

possible.
When taking a boiler out of service, the wet lay up method is preferable, this
is because it requires less preparation and can be quickly returned to service.
b) Start the F.O. burning pump and circulate oil through the heater
and burner manifold. Open the recirculating valve and discharge
the cold heavy oil in the line.
b) Shut down the burner.
When the boiler is in the cooling down process following shut down, inject
into the drum appropriate quantities of boiler chemicals, using the boiler
chemical injection device. To ensure adequate protection of the boiler, follow
the guidelines given by the chemical supplier.
(At normal sea going condition, the boiler F.O. system will be continually
circulating heated F.O.)
c) Reduce the air pressure at the windbox to between 10 and 20 mm
water gauge.
c) Continue the operation of the forced draught fan for a short while
after shutting down keeping an air pressure of 150mm water
gauge at the burner inlet and purge the furnace of combustible
gases.
d) Maintain the water level visible at about 50mm in the gauge glass.
e) Open the drum vent valve before the boiler reaches atmospheric
pressure.
d) Close the recirculating valve.

e) Light the burner and adjust air and fuel pressure to ensure
stabilised combustion, using the furnace observation port and
smoke indicator.
When raising the pressure, keep the burner firing for 5 minutes and out of
service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for one
hour. Again, repeatedly light and shut down the burner to raise pressure as
recommended by the manufacturer. A guideline would be to aim for 1kg/cm2
after 1.5 hours firing, 5kg/cm2 after 2 hours firing and 12kg/cm2 after 2.5 hours
firing.
When the pressure is approaching atmospheric pressure, open the steam drum
air vent valve.
f) Change the fuel system to diesel oil and circulate back to the tank.
(If steam is available from the other boiler or economiser, the boiler F.O.
system should remain in use.)
When the pressure is off the boiler, supply distilled water until it issues from
the vent valve, then close the vent valve.
Put a hydrostatic pressure of 3.5 to 5 kg/cm2 on the boiler. Hold this pressure
until the boiler has cooled to ambient temperature. Bleed the boiler using the
vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 2 to
3.5 kg/cm2 on the boiler.
Take a periodic boiler water sample and replenish any spent chemicals.
g) When the fuel oil has been purged, shut down the fuel system.
After the boiler has been shut down for 4 hours the forced draught fan may be
used to assist cooling down, but to avoid damage to refractory allow the boiler
to cool down naturally if possible.
Before returning the boiler to service, drain the boiler to the normal working
level and return the chemical content concentration to the normal level by
blowing down.
Maintaining Boiler in Warm Condition
f) When the drum pressure has risen to about 2

drum vent valve.
kg/cm2,
close the
g) Drain and warm through all steam supply lines to ancillary

equipment before putting the boiler on load.
! CAUTION
Do not attempt to cool down the boiler by blowing down and then by
filling with cold water.
Shutting Down in an Emergency
Should the boiler trip (when the burner is in use) due to the low low alarm, and
the subsequent trip of the fuel oil supply, shut down steam stop valve, feed
valve and forced draught fan after purging the furnace.
At sea the stand-by boiler should be maintained in a warm condition by

supplying steam to the heating element in the bottom drum. This is done by
closing the heating coil drain valve and opening the inlet and outlet valves. The
boiler pressure should be maintained at 0.5 kg/cm2 or above. When the heating
element is not in use the inlet and outlet valves are closed and the drain left
open.
(Note ! Never attempt to feed water until the boiler has cooled sufficiently.)
Flame Failure
In the event of flame failure, close the oil inlet valve and reduce the air pressure
to prevent over cooling the furnace.
Purge the furnace before relighting the burner. Always use the pilot burner for
ignition.
(Note ! Never attempt to relight the burner from the hot furnace refractory.)
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Illustration 2.2.2a Boiler Control Panel

WARNING: In Emergency Operation the Safety Interlocks are reduced to Too Low Water
level and Flame Failure.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S
ENGINEERING PERSONNEL.
Operating Instructions For Burner

AUTOMATIC OPERATION:
Start of Burner (EMERGENCY OPERATION key switch in position AUTOMATIC)
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL.
2. Please refer to Combustion Mode Instructions below for setting of Combustion Control.
3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal
from the Start/Stop Pressure Switch.
Stop of Burner
1. Burner firing is stopped by turning the EMERGENCY OPERATION switch to position AUTOMATIC or by
pushing the OIL VALVE CLOSE push button on the local Emergency Operation Box.
Combustion Mode Instructions For Burner

Stop of Burner
1. Select BURNER MODE switch to STOP.
Automatic Cascade Mode (steam load depending firing rate)

1. Select TA1 in position CASC. The Master output will be set point for Oil and Air Flow Controllers.
2. Select TA5 in position AIR and TA4 in position AUTO.
3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Boiler steam pressure. Air and Oil ratio is automatically controlled.
EMERGENCY OPERATION:
Start of Burner
Following instructions must be observed step by step during change over to Manual Operation:
1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START.
2. Select TA1 on Air/Oil Combustion Controller to position AUTO.
3. Adjust Air Flow to Purge position, minimum 50% Air flow, by TA2 and TA3.
4. Permit Boiler Furnace Purge to perform for minimum 60 seconds.
Oil and Air Automatic Mode (constant firing rate)

1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3
2. Select TA5 in position AIR and TA4 in position AUTO.
3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
Air and Oil ratio is automatically controlled.
WARNING: Insufficient Purging may cause Danger of Furnace Explosions.
Oil and Air in Manual Mode

1. Select TA5 in position AIR and TA4 in position HAND.
2. Select TA5 in position OIL and TA4 in position HAND.
3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.
5. The Air and Oil flow to be adjusted to Ignition position, approx. 25% Oil flow, by TA2 and TA3.
6. For manual Ignition sequence please refer to Instructions on local Emergency Operation Box.
7. Flame Supervision is made by the Emergency Operation Flame Scanner. Air and Oil flow have to be adjusted to the
desired firing rate by TA2 and TA3 on the Combustion Controller.
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11
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46
47
48
49
50
45. Combustion Air Fan Run

1. Water Level
46. Stop
2. Fuel Oil Temperature Controller
47. Stop
3. Fuel Oil Pressure Controller
48. Fuel Oil Pump 1 Stop
4. Atomis ing Steam Pressure
49. Fuel Oil Pump 2 Stop
5. High Temperature In Uptake
50. Space Heating Combustion
6. Oil Valves Not In Position
Air Fan
7. High Water Level
8. High Steam Pressure
9. High Oil Temperature
10. Overload Ignition Burner Pump
11. Interlock OK
12. Low Combustion Air Flow
13. Flame Failure
14. Low water Level
15. High Steam Pressure
16. Low Oil Temperature
17. Lance Not In Position
18. Sequence Failure
19. Aut. Stand By Feed Water Pump Started
20. Low Steam Pressure
21. Too Low Water Level
22. Atomising Steam Pressure Low
23. Low Oil Pressure
24. Fuel Oil Stand By Pump Started
25. High Temperature In Preheater
26. A - Meter
27. A - Meter
28. Fuel Oil Pump 1
29. Fuel Oil Pump 2
30. Combustion Air Fan
31. Hour Counter
32. Hour Counter
33. Fuel Oil Pump 1
34. Fuel Oil Pump 2
35. Combustion Air Fan
36. Feed Water Pump 1 St. By - 0 - Man
37. Feed Water Pump 2 St. By - 0 - Man
38. Fuel Oil Pump 1 Mode Selector St. By - 0 - Duty
39. Fuel Oil Pump 2 Mode Selector St. By - 0 - Duty
40. Combustion Air Fan Mode Selector Auto - Man
41. Start/Run
42. Start/Run
43. Fuel Oil Pump 1 Start/Run
44. Fuel Oil Pump 2 Start/Run
1. Combustion Air Flow

2. Fuel Oil Flow
3. Air/Oil Controller
4. Main Steam Pressure
5. Air Flow Setting In Manual 0 - 100%
6. Air/Fuel Ratio Adjustment -50% - +50%
7. Oil Flow Setting In Manual 0 - 100%
8. Oil Flow Totaliser
9. Atomising Steam Valve
10. Ignition On
11. Oil Valve Open
12. Steam Purge Valve
13. Burner Normal Stop
14. Combustion Controller Off
15. Ignition Lance Inserted
16. Heavy Fuel Oil
17. Diesel Oil
18. Burner On
19. Chemical Dosing Unit Oil F. Boiler
20. Emergency Stop
21. Emergency Operating Mode
22. Control Voltage On
23. Reset
24. Lamp Test
25. Auto Manual Burner Mode
26. Soot Blower Start/Run
27. Stop Buzzer
28. Buzzer
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1. Steam Dump Controller

2. Water Level
3. High Water Level
4. High Steam Pressure. AQ2
5. Low Water Level
6. Low Steam Pressure. AQ2
7. Chemical Dosing Unit Exh. Gas Boiler
8. Aut. Stand By Feed Water Pump Started
9. A - Meter
10. A - Meter
11. Hour Counter
12. Hour Counter
13. Feed water Pump 1
14. Feed water Pump 2
15. Start/Run
16. Start/Run
17. Stop
18. Stop
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2.2.2 Boiler Control System
Atomising steam pressure
c) Select TA1 on the air/oil combustion controller to AUTO.
Maker:
To keep the pressure at the preset value, the steam flow is controlled downstream of the control valve.
d) Adjust the air and oil on TA2/TA3 to the purge position, a

minimum of 50% air flow.
Aalborg Sunrod
This system provides operation, control and interlock devices required for the
running of the boiler at a steam pressure of 7kg/cm2. It performs the automatic
and manual operation of the boiler and will give an alarm to warn the operator
if an abnormality occurs during operation of the following modes:
Emergency / Automatic Mode
By turning a key switch on the control panel allows the burner to be operated
with reduced safety interlocks in emergency firing mode. The automatic
sequence controller is bypassed, and the burner must be operated at the local
position.
Normal 7kg/cm2 Mode
In this mode the boiler pressure will start to rise and will follow the actual
steam load. If the steam demand decreases, and the boiler steam pressure rises
to the automatic burner stop point, the burner will cut out. The burner will
remain off until the steam pressure falls to the point of automatic start, which
is slightly below the pressure set point. An automatic start will be performed
and the boiler pressure will be brought back up to its set point.
Main line steam pressure
Allow boiler furnace to be purged for a minimum of 60 seconds.
This is achieved by controlling the oil flow and, in accordance with this, the air
flow to the burner.
WARNING
Insufficient purging may cause a dangerous furnace explosion.
Procedure for the Preparation of Boiler Control System

a) Turn on the power switches of the boiler control panel.
e) Adjust the air and oil flow on TA2/TA3 to an ignition position of

approximately 25%.
b) Check the action of each pilot lamp and buzzer using the buzzer
and lamp test switch on the control panel.
f) Replace the auto flame scanner with the emergency flame

scanner.
c) Supply air to all the control devices.
g) Press the push button for OPEN ATOMISING STEAM VALVE
d) Reset the boiler interlock alarm.
h) Press the IGNITION button and keep depressed. Check that the
ignition burner is on.
e) Check that all alarm lamps are out.

i) If ignition is successful, press the OPEN OIL VALVE button and
keep depressed for approximately 5 seconds.
Procedure for Operating the Burner
Inert Gas Mode

In this mode the start/stop switch is bypassed and, when the boiler pressure
equals the main steam line pressure, the burner will continue to operate, at
between 30% and 100% load. Any excess steam will be dumped to the
atmospheric condenser, so maintaining a satisfactory quality of inert gas for the
use on deck.
The EMERGENCY OPERATION key switch must be in the AUTOMATIC

position.
(Note ! The air/oil combustion controller will automatically drive the air and
oil control valves to minimum purge and ignition position according to the
activated burner sequence step.)
For automatic cascade mode (steam load determining firing rate) proceed as
follows:
Control Panel
The panel contains the controllers, which are electronic micro-processors, and
allow automatic/manual operation of output and set point adjustment of the
following systems:
a) Start the combustion air fan on START/RUN if AUTO-MAN

switch is selected to MANUAL.
In AUTO the air fan is automatically started and will run for a minimum of 20
minutes to avoid more than 3 starts per hour.
Fuel oil temperature

This is kept at a steady predetermined value by controlling the steam flow to
the fuel oil heaters.
Burner fuel oil pressure
This is required to keep the fuel oil pressure at the desired value and is
achieved by controlling the recirculation to the suction side of the oil pumps.
Boiler water level
When the flame is established, supervision is made by the emergency flame

scanner. Air/oil flow to the burner can to be adjusted by TA2/TA3 on the air/oil
combustion controller to the desired flow rate.
WARNING
In emergency operation the safety interlocks are reduced to TOO LOW
WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
be carefully and continually supervised by the ships engineering staff.
The burner will automatically be started and stopped by a signal from the
start/stop steam pressure switch.
The burner firing can be stopped by turning the EMERGENCY

OPERATION switch to the AUTOMATIC position, or by pushing the OIL
VALVE CLOSE / STEAM PURGE VALVE OPEN button for 15 seconds on
the local emergency operation box.
To stop the burner manually select the mode switch to stop.
Boiler Cold Start
Emergency Operation Procedure
This mode is selected to start from cold with the burner atomising steam and
the F.O. heating steam not available.
b) Select the burner mode switch to START/RUN.
a) Turn on the emergency key switch.
The desired liquid level in the boilers is achieved by controlling the feed water
flow to the boiler.
j) Release both buttons and check the flame. If the flame fails to
ignite, repeat furnace purge for 60 seconds before a new start is
attempted.
(Note ! The set point for the air/oil combustion controller is, by default, left in
minimum and must be adjusted to purge, ignite and firing position by hand
operation as described here.)
b) Select the combustion air fan to MANUAL and START/RUN.
Diesel oil fuel is used along with atomising air.

When the F.O.Temp Bypass switch is selected, the F.O. low temperature
alarm and trip are inhibited, the burner control and A.C.C. operation reverts to
manual.
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Illustration 2.2.3a Sootblowing
Start
Soot
Blowing
No.4
Sootblower
No. 1
Sootblower
No. 3
Sootblower
Timer
No.3
Sootblower
Furnace Room
Timer
No. 2
Sootblower
No. 4
Sootblower
No.2
Sootblower
Timer
No.1
Sootblower
Timer
No.2
Sootblower
Timer
No.3
Sootblower
Timer
Smoke Outlet
No.1
Sootblower
Photo
No.4
Sootblower
Soot
Blower
Nozzle
Solenoid
Valves
Key
Air
Main
Valve
Air Supply
20-30 kg/cm2
Orifice
Working Air Pressure
12-15 kg/cm2
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2.2.3 Sootblowers
Auxiliary Boiler Sootblowers
Maker:
No. of sets:
Air supply:
Working pressure:
Air consumption:
Blowing time/sequence:
Aalborg Industries
4 fitted to each boiler
20-30 kg/cm2
12-15 kg/cm2
14.8 nm3/min
16 secs
Sootblowing has to be carried out at regular intervals to ensure that the heat
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
constitute a fire hazard.
Sootblowing should be operated daily when boilers are in use, bearing in mind
the position of the vessel and any local legislation concerning pollution and
clean air. They should be operated when leaving port prior to shutting down the
boiler.
Before operation, request permission from the bridge and notify the bridge on
completion.
Procedure for the Operation of the Auxiliary Boiler Sootblowers
a) The boiler should be at a minimum of 50% of full load.
b) Open air supply valve.
c) Start sequence.
The sequence is automatic and will consist of either one or two operations of
the sootblowers
d) At the completion of sootblowing, shut the master valve.
(Note ! The main air pressure must be kept in the 20-30 kg/cm2 range to
maintain the nozzle pressure at 12-15 kg/cm2. An orifice is fitted in the air
supply line to create a pressure reduction at the nozzle.)
WARNING
Do not operate the auxiliary boiler sootblowers during inert gas
operations.
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Illustration 2.2.4a 7 kg/cm2 Steam System
QE97
F.O.
Settling Tank
QE104
Air Conditioning Unit
For Accommodation
QE105
To Crude Oil
Tank Heating
F.O.
Service Tank
QE18
Exhaust Boiler
QE98
Auxiliary
Boiler
Boiler
Heating
Coil
PT
QE1
QE81
QE13
Deck
Seal
Main Engine
L.O.
Settling Tank
QE108
From
Compressed
Air
Pump Room Sea Chest
QE58
QE12
To Drying
Room
QE16
QE54
QE57
QE53
QE3
QE79
Tank
Cleaning Heater
Key
QE17
Saturated Steam
QE80
QE58
QE2
QE21
TIC
QE55
QE20
PT
QE11
TIC
QE19
QE58
Condensate
QE117
QE51
Air
Atmospheric
Condenser
Electrical Signal
D. O. Purifier
Heater
Hot Water
Tank
From
Compressed
Air
F. O. Purifier
Heater
F. O. Purifier
Heater
Sludge Oil
Tank For
Incinerator
QE22
No. 2 F.O.T. (P)

(402.7 m3)
No. 1 F.O.T. (P)

(213.3 m3)
Incinerator
QE93
Main Engine Jacket
Water Heater
Emergency Fire Pump

S.W. Chest
QE46
Inspection
Oil Tank
QE15
QE28 QE83
QE29
QE31 QE84
QE32
QE34 QE85
QE35
QE4
QE52
QE23
Aux. Boiler
F.O. Heater
QE5
Main Engine &

Auxiliary Engine
F.O. Unit
QE6 QE82
L. O. Purifier
Heater
QE30
QE33
QE36
L. O. Purifier
Heater
L. O. Purifier
Heater
QE7
QE61
QE119
Floor Level
QE8
QE123
QE25
QE123
QE60
Main Engine & Auxiliary Engine

F.O. Supply Trace
QE118
QE9
Bilge
Water
Separator
Bilge
Water
Tank
QE24
QE37 QE86
Incinerator Sludge Tank

F.O. Trace
From
Compressed
Air
Boiler F.O. Trace
QE27
QE14
F.O. Transfer Trace

QE38
QE40 QE87
QE41
QE43 QE88
QE44
QE62
QE39
Main
Engine
QE26
Purifier F.O. Trace

Main Engine L.O.
Sump Tank
From
Compressed
Air
QE42
QE10
QE47
QE45
QE48
QE49
QE50
QE120
F.O.T.
(150.6 m3)
QE122
QE121
QE115
QE65
No. 2 F.O.T. (S)

(340 m3)
QE114
Low Sea
Chest (P)
QE63
QE64
QE92
High Sea
Chest (S)
Air Cooling
Clean Tank
Stuffing Box
Drain Tank
L. O. Drain
Tank
F. O. Overflow
Tank (21.3 m3)
F. O. Drain
Tank (6.1 m3)
F. O. Sludge
Tank (21.1 m3)
Issue: 1
L. O. Sludge
Tank (21.1 m3)
No.1 F.O.T. (S)

(213.3 m3)
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2.2.4 7kg/cm2 Pressure Steam System
Auxiliary engine L.O. settling tank

Incinerator waste oil tank
General Description
Calorifier
kg/cm2
Saturated steam is supplied by the boiler at a normal pressure of 7

and
a maximum rate of 25 t/h. At sea, sufficient steam for normal operation of the
plant is supplied by the exhaust gas boiler.
Excess steam pressure is taken care of by dumping steam to the atmospheric
condenser.
The steam system supplies all the necessary heating and general purpose
services throughout the vessel.
The services supplied by the steam system are listed below:
Tank cleaning heater
F.W. generator
Accommodation air conditioning
Auxiliary boiler burner cleaning
Accommodation services
Sea chest clearing
Cascade tank
Procedure for the Operation of the 7kg/cm2 Steam System
a) The system would normally be warmed through when raising
steam after a boiler shut down.
Boiler sootblower
Cargo tank heating
b) Line drain valves to the bilge should be open when the system is
shut down and closed before warming through.
Slop tank heating

H.F.O. and L.O. storage and settling tanks
Deck water seal
c) All services should be shut down when not required. All systems
are supplied through a common supply line with no intermediate
section shut off valves.
Steam tracing
Air conditioning plant
d) Ensure that the drain traps are open.
Bilge separator
e) The whole system is warmed through by slightly opening the

boiler warming through valve QE106. When the system is up to
pressure the main boiler stop valve QE104 can be opened and the
warming through valve closed.
M.E. F.O. heaters

F.O. drain tank
L.O. sump tank
f) Before putting the exhaust gas boiler into service open the dump
control inlet valve QE3 and outlet valve QE1. Check the pressure
setting of the dump valve so that it does not open when the main
boiler is firing.
Auxiliary boiler F.O. heaters

H.F.O. purifier heaters
L.O. purifier heaters
g) Supply steam to services as required.
F.O. overflow tank

Bilge holding tank
M.E. jacket F.W. preheater
Waste oil tanks
Sludge tanks
M.E. air cooler chemical cleaning tank
M.E. L.O. settling tank
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Illustration 2.2.5a Exhaust Gas Boiler -Type AQ2

Gas Flow
Steam Outlet
Manhole
Blowdown
Connection
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Set up the valves as in the following table:
2.2.5 Exhaust Gas Boiler

Description
Maker:
Type:
Evaporation:
Steam Condition:
Aalborg Sunrod
AQ-2
2,500 kg/h
6 kg/cm2 saturated steam.
The exhaust gas boiler is arranged in the funnel to take the waste heat from the
main engine exhaust gas. It can be operated separately or in connection with
the auxiliary boilers.
It is an all welded construction, consisting of a nest of tubes with vertical
smoke tubes and a steam space with a cone.
Position
Description
Valve
Open
No.1 feed pump suction valve
RL8
Open
No.1 feed pump discharge valve
RL10
Open
No.2 feed pump suction valve
RL9
Open
No.2 feed pump discharge valve
RL11
Open
Boiler feed inlet valves (1)
RL20
Open
Boiler feed inlet valves (2)
RL28
Closed
Steam outlet valve
QE97
It is possible to lower the water level or even empty the boiler completely,
provided the gas temperature does not exceed 400C.
The boiler water circulating pump can then be started. If the system is prone to
water hammer, it may be advisable to start the pump with the discharge valve
throttled in, gradually opening the valve as the economiser warms up.
Excess steam is normally dumped to the atmospheric condenser.
The other pump is put on standby.
Operation Procedures
If filling after the boiler has been heated by exhaust gas, preheat the water, or
if it is not possible to preheat, introduce feed water very slowly to avoid sudden
cooling of hot surfaces.
The following steps should be taken before attempting to operate the boiler:
a) All foreign materials have been removed from internal pressure
parts.
j) Fill the boiler until water level appears 25 to 50 mm high in the

gauge glasses. Allow for swell in the water level after heating.
b) All gas side-heating surfaces are clean.

c) All personnel are clear.
k) Check the operation of gauge glasses and compare them with

remote reading instruments. Open the drain valve and then top
and bottom valves alternately. Escaping air should be heard.
d) All manhole covers are securely tightened.
l) Vent air from the boiler.
e) Inspect safety valves and see that gags have been removed and
easing levers are in good condition.
m) Raise steam slowly to avoid local overheating in the boiler.
f) Open root valves for all instruments and controls connected to the
boiler.
g) Open the vent valve at the boiler top.
h) Open all pressure gauge valves and check to see that all valves on
the pressure gauge piping are open.
i) Check and close all blowdown valves and drain valves.
n) When boiler pressure is at 7 kg/cm2, slowly open the steam outlet

valve QE97.
(Note ! Remote-reading instruments may not be accurate until steam is being
generated.)
When the load from the main engine has increased to normal, the exhaust gas
boiler can now generate sufficient steam to supply the vessels services. The
auxiliary boiler firing is then stopped.
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Illustration 2.3.2a Heating Drains System

Key
Air Conditioning
Trunking
F.O
Settling Tank
Auxiliary
Boiler
Saturated Steam
F.O
Service Tank
From C.O. Tank
Heating
Burner
From Dry Room
Exhaust
Boiler
Condensate
Deck
Seal
M.E L.O
Settling Tank
Tank
Cleaning Heater
Boiler F.O
Heater
Upper Deck
SL32
Upper Deck
No.2 Fuel Oil Tank (Port)
No.1 Fuel Oil Tank (Port)
SL31
SL45
SL44
SL12
SL48
SL1
SL7
From Steam System
In Engine Room
SL11
SL54
Atmospheric
Condenser
SL13
SL10
SL2
Hot
Water Tank
M.E Jacket
Water Heater
SL6
Sludge Oil Tank

For Incinerator
SL39 SL43 SL8
D.O Purifier
Heater
F.O Purifier
Heater
F.O Purifier
Heater
F.O Purifier
Heater
F.O Purifier
Heater
F.O Purifier
Heater
SL23
SL53
SL52
SL3
Observation
Tank
SL19
SL20
M.E and A.E

F.O Unit
Cascade
Tank
SL42
SL16
M.E and A.E

Fuel Oil Trace Heating
F.O Transfer Trace Heating
SL87
SL89
Incinerator Sludge Tank, etc.

F.O Trace Heating
SL88
Boiler F.O
F.O Trace Heating
Purifier
F.O Trace Heating
Main Engine
L.O Sump Tank
Oily Water
Separator Tank
Fuel Oil
Tank
Main
Engine
SL25
SL70
Air Cool
Clean Tank
SL50
SL71
SL76
SL26
SL77
SL50
L.O
SludgeTank
SL21
Stuffing Box
Drain Tank
L.O
Drain Tank
F.O
Overflow Tank
F.O
Drain Tank
F.O
Sludge Tank
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No.2 Fuel Oil

Tank (Port)
No.1 Fuel Oil

Tank (Port)
2.3 Condensate and Feed Systems Page 1
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2.3 Condensate and Feed Systems
Procedure for Preparing the Main Condensate System for Operation:
2.3.2 Heating Drains Systems
2.3.1 Condensate System
See illustrations 2.3.2a, 2.3.3a and 2.4.5a for valve positions mentioned below.
Description
a) Ensure that the pressure gauge and instrumentation valves are

open.
Description
The main condensate system, as part of the steam generating cycle, is the
section concerned with the circulation of boiler feed water from the
atmospheric condenser via the observation tank and cascade/filter tank to the
main feed pumps.
The drains from the steam services are normally led to the atmospheric
condenser, which in turn drains to the observation tank and then to the
cascade/filter tank. The level of the cascade tank is maintained by a float
switch that operates a solenoid valve providing make up water from the storage
tank. The condition of the condensate is monitored by a high salinity alarm.
b) Fill the cascade tank from the distilled tank.
Condensate from the auxiliary steam services is returned to the cascade tank,
through a seawater cooled atmospheric condenser and observation tank. The
condensate is then returned to the feed water system. As there is a possibility
of contamination from hydrocarbons from oil heating services, the drains are
segregated and checked in the observation tanks before returning to the system.
c) Check the correct operation of the level control valve.

d) Set up the valves as in the following table.
Position
Description
Valve
Open
Outlet Valve from Atmospheric Condenser
SL3
The oil detecting alarm detects hydrocarbon contamination and the returns can
be manually diverted to the waste oil tank. Any floating sediment can be
drained through a scum line to the waste oil tank or the observation tank can
be drained to the bilge holding tank. A weir in the observation tank outlet to
the cascade tank prevents oil being carried over. The tank has a high and low
level alarm.
Closed
Atmospheric Condenser Bypass Valves
SL10, SL12
& SL13
All services can return to the cascade tank through the atmospheric condenser.
In the interest of efficiency some drains can be fed directly to the observation
tank or cascade tank to maintain the operating temperature. The condenser can
be bypassed during maintenance, where oil heating drains are led to the
observation tank and other services to the cascade tank.
Procedure for Preparing the Drains System for Operation
a) Ensure that the pressure gauges and instrumentation valves are
open.
Closed
Observation Tank Drain Valve
RL45
Open
F.W. Make Up Valves to the Cascade Tank
QG51
Open
Run Down Valve from Distilled Tank
QG24
Water from the cascade/filter tank provides the main feed pumps with a
positive inlet head of pressure to the pump suctions.
Closed
Observation Tank Scum Valve to Waste Oil Tank SL5
Position
Description
Valve
Open
Outlet to Feed Pumps
Open
Atmospheric Condenser Outlet Valve
SL3
The condensate outlet temperature from the atmospheric condenser should be

maintained between 75C and 90C. This can be done by manipulating some
of the drains to bypass the condenser and discharge directly to the cascade
tank. A steam heating coil is provided in the cascade tank should extra heating
be required.
The feed pumps and boiler can now be put into operation.
Open
Drain Valve from Boiler Heating
SL45
Open
Drain Valve from Accommodation A.C.
SL44
Open
Drain Valve from Boiler F.O. and Tank Heating SL12
Open
Drain Valve from Deck Seal
SL48
Open
Drain Valve from Cargo Tank Heating
SL1
Open
Drain Valve from Tank Cleaning Heater
SL07
Open
Drain Valve from Purifier Heaters,

Double Bottom Tanks and F.O. Storage Tanks
SL11
RL1
Oil Contamination
If oil contamination occurs, divert the returns to the waste oil tank. Check the
drain on the drain traps on all the steam services until the defective service is
located, then isolate for repair.
b) Set up the valves for the services required as in the following

table:
After repair, flush the drain line of the defective service and clean drain trap.
Clean the observation tank and the oil content monitor probe.
Open
Drain Valve from M.E. F.O. and Auxiliary Services SL54
Open
Atmospheric Condenser Cooling Water Inlet Valve QA12
Open
Atmospheric Condenser Cooling Water Outlet Valve QA13
c) The various services can now be put into operation as required, by

opening the associated drain trap inlet and outlet valves.
Excessive temperature at the cascade tank would indicate a defective drain
trap. Services should be isolated in turn until the defective trap is located.
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Illustration 2.3.3a Boiler Feed Water System
RL28
RL29
Exhaust Gas
Boiler 900 kg/h
Oil-Fired Boiler
25000 kg/h
RL42
RL16
From Chemical
Dosing Station
RL14
RL15
From Chemical
Dosing Station
RL20
RL11
RL10
RL6
RL7
RL4
P
No.2
P
Auxiliary Feed
Water Pump
11kg/cm2
No.2
No.1
P
RL9
No.1
Main Feed
Water Pump
13kg/cm2
From Atmospheric
Condenser
P
RL8
RL5
RL3
PS
SL3
RL2
Feed Water
Cascade Tank
SL5
Key
TI
LAH
LI
LAL
To Bilge Water
Tank
Feed Water
RL45
To Bilge Water
Tank
Fresh Water
RL1
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2.3.3 Boiler Feed System

Description
The boiler feed system is the section of the steam generating plant which
circulates feed water from the cascade tank into the steam drum of the boiler
via the boiler feed water pumps and the feed water regulator.
The feed water flow is automatically controlled by the feed water regulating
valve in proportion to the variation in water level in the steam drum.
Two boiler feed pumps take suction from the cascade tank and supply the
boiler at a rate of 31m3/h at 13 kg/cm2. Each pump returns a small proportion
of the discharge back to the cascade tank through an orifice, which prevents
pump overheating when the feed water regulator is closed and when the boiler
is on low load.
Feed water is supplied to the boiler through the feed water regulator. Feed
water can also be supplied to the boiler using a separate auxiliary line, which
can be used in an emergency. The standby feed pump will cut in on the failure
of a running unit.
Two exhaust gas boiler feed pumps take suction from the cascade tank and
supply the exhaust gas boiler at a rate of 1.35m3/h at 11 kg/cm2.
Boiler water chemical treatment is administered by injecting direct to the
boiler drum using a chemical dosing unit.
Open
Main Feed Check Valve
Closed
Auxiliary Feed Check Valve
c) For initial start only, shut the discharge valve of the selected feed
pump.
d) Start the pump and slowly open the discharge valve until the
discharge line reaches working pressure.
e) Check the operation of feed check valve.
f) Fill boiler to working level.
g) Check the operation of the salinometer.
h) Switch the remaining pump to standby.
The boiler can now be brought into operation.
Procedure for Preparing the Exhaust Gas Boiler Feed System for
Operation
a) Ensure that the pressure gauge and instrumentation valves are
open.
b) Set up the valves as in the following table.
Procedure for Preparing the Main Boiler Feed System for Operation:
Position
Description
Valve
Open
Feed Pump Suction Valve from Cascade Tank
RL01
Open
No.1 Exhaust Gas Boiler Feed Pump Suction Valve RL08
Open
No.2 Exhaust Gas Boiler Feed Pump Suction Valve RL09
Open
No.1 Exhaust Gas Boiler Feed Pump Discharge Valve RL10
Open
No.2 Exhaust Gas Boiler Feed Pump Discharge Valve RL11
Open
Boiler Feed Inlet Valve
a) Ensure pressure gauge and instrumentation valves are open.

b) Set up the valves as in the following table.
Position
Description
Valve
Open
Feed Pump Suction Valve from Cascade Tank
RL01
Open
No.1 Boiler Feed Pump Suction Valve
RL02
Open
No.2 Boiler Feed Pump Suction Valve
RL03
Open
No.1 Boiler Feed Pump Recirculating Valve
RL04
Open
No.2 Boiler Feed Pump Recirculating Valve
RL05
Open
No.1 Boiler Feed Pump Main Feed Discharge Valve RL06
Open
No.2 Boiler Feed Pump Main Feed Discharge Valve RL07
Open
Crossover Between Main and Auxiliary Feed Line RL20
Open
Feed Regulator Inlet Valve
RL16
c) For initial start only, shut the discharge valve of the selected feed
pump.
d) Start the pump and slowly open the discharge valve until the
discharge line reaches working pressure.
e) Switch the remaining pump to standby.
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Illustration 2.3.4a Water Sampling and Treatment System
RL27
Exhaust Gas
Boiler 900 kg/h
Oil-Fired Boiler
25000 kg/h
RL30
RL25
RL38
From
Domestic Fresh
Water Supply
RL38
RL40
Chemical
Dosing
Station
Sample
Cooler
RL14
To
Bilge
From
Main Feed
Water Pump
From
Auxiliary Feed
Water Pump
Sink
RL15
Sample
Cooler
Chemical
Dosing
Station
To
Bilge
Key
Blowdown Line
Sink
Feed Water
RL13 RL12
Fresh Water
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2.3.4 Water Sampling and Treatment System

The main boiler and exhaust gas boiler are each provided with a sample cooler
where a representative sample of the boiler water is obtained. The sample is
tested on a daily basis using the chemical supplier's test kit.
Two chemical dosing units are provided, one for each system. They inject into
the feed pump discharge lines using a metering pump which takes suction from
the self contained chemical tank. The tank is charged with chemicals on a daily
basis depending upon the results of the daily boiler water test and according to
the manufacturer's instructions.
Boiler Water Testing Cabinet

Chemical Dosage Pump
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Illustration 2.4.1a Main and Auxiliary Sea Water Cooling Systems

TI
QA29
QA11
QA30
No.2
Central
Cooler
Key
TI
Sea Water
QA10
Bilges
TI
TI
QA13
TI
To Inert Gas and

Vapour Collection
System
Atmospheric
Condenser
QA12
QA8
No.1
Central
Cooler
TI
To Scupper
QA9
QA17
From Bilge Ballast

and Fire System
To Inert Gas and

Collection System
QA40
QA18
QA22
QA39
QA36
QA37
QA38
QA32
QA19
QA19
QA21
PI
PI
Inert Gas
Scrubbing
Pump
280m3/
PI
Main Cooling
Sea Water
Pump No.3
300m3/h
PI
PI
Main Cooling
Sea Water
Pump No.2
300m3/h
PI
QA25
Main Cooling
Sea Water
Pump No.1
300m3/h
PI
PI
PI
Deck Seal
Sea Water
Pumps 3m3/h
No.1
PI
PI
QA16
QA5
QA5
QA24
No.2
PI
QA7
QA35
QA14
QA23
QA27
QA2
QA1
High
Sea Chest
QA28
Low
Sea Chest
From Emergency
Bilge Suction
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2.4 Sea Water Systems

2.4.1 Main and Auxiliary Sea Water Systems
Sea Water Pumps:
Main C.S.W. Pump
No. of sets:
Capacity:
Inert Gas Scrubber Pump
No. of sets:
Capacity:
Deck Seal Sea Water Pump
No. of sets:
Capacity:
3
300 m3/h x 2.5 kg/cm2
1
280 m3/h x 3.5 kg/cm2
2
3 m3/h x 2.5 kg/cm2
Main system
The main system is supplied by three main cooling sea water pumps, one
would normally be in use with two required during high sea temperature
conditions.
All pumps take suction from a common sea water suction line, using either the
low suction or the high suction. The low suction will normally be in use at sea,
or when surface contamination, such as weed, is present. It will also be in use
in light ballast conditions when ingress of air is likely. The high suction will be
used when in silted or shallow water conditions. A suction strainer is fitted at
both suctions.
Position
Description
Valve
Open
Low Suction Ship's Side
QA28
Open
Low Suction Strainer Outlet
QA1
Closed
Low Suction Strainer Drain Valve
Closed
Low Suction Strainer Vent Valve
Closed
High Suction Ship's Side
QA27
Open
High Suction Strainer Outlet
QA2
Closed
High Suction Strainer Drain Valve
Closed
High Suction Strainer Vent Valve
Open
No.1 Main C.S.W. Pump Suction Valve
QA27
Closed
No.1 Main C.S.W. Pump Discharge Valve
QA38
The following pumps supply the auxiliary seawater services:
Open
QA6
Bilge, Ballast and Fire Pump
Closed
QA37
Open
QA5
Closed
QA36
Open
No.1 F.W. Cooler Inlet Valve
QA9
Open
No.1 F.W. Cooler Outlet Valve
QA8
Closed
No.2 F.W. Cooler Inlet Valve
QA10
Closed
No.2 F.W. Cooler Outlet Valve
QA11
Closed
Inlet to Atmospheric Condenser
QA22
Closed
Overboard from Atmospheric Condenser
QA30
No.3 main C.S.W. pump has a direct emergency bilge suction.
e) Start one main C.S.W. pump with the discharge valve closed, then
slowly open the discharge valve.
The pumps can be started and stopped locally. Auto start can be selected from
the control room. Pressure switches on the discharge side of the pumps
operated the start signal for the selected standby pumps.
f) Open the other main C.S.W. pump discharge valves.
b) Ensure all pressure gauge and instrumentation valves are open.

c) Set up valves as shown in the following tables. In the following
case the low suction is in use.
Inert Gas Scrubber
The scrubber pump supplies the inert gas scrubber with a backup from the fire
bilge and ballast system.
One of two deck seal pumps supplies the inert gas deck seal. The standby
pump will cut in automatically
2.4.2 Sea Water Service System
d) Vent the suction filter.
a) Ensure that the suction strainers are clear.
Other seawater systems taking suction from the main sea suction line are:
Deck Water Seal
The pumps discharge to the low temperature system F.W. coolers, atmospheric
condenser and then through the overboard valve.
Preparation for the Operation of the Cooling Sea Water System
Auxiliary S.W Systems
No. of sets:
Capacity:
1
160/280 m3/h at 110/45 mth
Main Fire Pump

No. of sets:
Capacity:
1
160/280 m3/h at 110/45 mth
The main fire pump is normally set up for foam and fire main service, with the
discharge and suction valves locked open. The bilge, ballast and fire pump is
used to ballast the aft peak and supply the deck wash system. By manipulation
of crossover valves, both pumps can perform similar duties.
The pumps can transfer bilges to the bilge tank or directly overboard, in an
emergency, from either the bilge main or a common direct suction in the port
bilge well. The bilge suction valves on each pump are normally locked closed.
The pumps can provide a backup for the inert gas scrubber system. Both
pumps can supply the engine room ballast tanks. The pumps take suction from
the main sea water suction line.
g) Vent the central cooler that is in use.

WARNING
Before cleaning the suction strainers, check for pressure at the vent to
prove the vent is clear, then isolate the strainer by closing the inlet sea
valve and the strainer outlet valve. Check the vent again, if it indicates
that the valves are tight, slacken the filter cover securing bolts without
removing them. Break the joint. If the valves again prove tight remove the
cover.
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Illustration 2.4.3a Engine Room Ballast System
Key
QD45
Sea Water
Bilge Water
To Sea Water
Cooling System
Emergency
Fire Pump
Room
QD32
QD33
QD20
QD36
QD38
Fresh Water Tank

(Port and Starboard)
Steering Gear Room
QD93
Drain
Line
QD94
QD42
QD34
QD29
QD95
QD30
QD37
Aft Peak
Tank
To Fire Main
PI
QD40
PI
Bilge, Fire and G.S.
Pumps
160/280 m3/h
No.2
QD23
No.1
To Bilge
Water Pump
QD39
QD27
QD41
QD31
QD16
QD103
QD103
QD35
QD25
Stern Tube
Cooling Water
Tank
From Port
Forward
Bilge Well
From Sea
Water Cross
Connection
Main
From Port
Forward
Bilge Well
QD28
QD21
QD26
QD22
QD4
QD59
From Stb'd
Forward
Bilge Well
From Bilge
Water Well
From Bilge
Water Well
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c) Open the discharge valve QD34 slowly until the discharge piping
is pressurised.
2.4.3 Engine Room Ballast System
No.1 Bilge, Fire and G.S. Pump
The aft peak can be used as a ballast tank. It is used in conjunction with the
main ballast system to trim the vessel. It can also be used during certain loaded
conditions to provide optimum trim for efficient operation of the main engine.
Position
Description
Valve
Open
Aft Peak Ballast Tank Suction /Filling Valve
QD40
Open
Main Fire Pump Sea Suction Valve
QD28
Closed
Main Fire Pump Discharge Valve
QD30
Open
Discharge Valve to Aft Peak Tank
QD29
The aft peak tank is serviced by the bilge, ballast and fire pump with the main
fire pump available, if required.
The aft peak tank has a filling/suction valve, which is normally used during
ballast operations. This stops the level in the aft peak tank falling below the
propeller shaft. This level is maintained to provide an element of cooling to the
stern tube. Another suction valve, which is normally blanked, is provided to
empty the tank completely for maintenance and inspection.
Start the Main Fire Pump.

a) Open the discharge valve QD34 slowly until discharge piping is
pressurised.
Procedure for Ballasting/Deballasting the Aft Peak Tank
b) Fill the tank to the required level.
Ballasting
c) Shut the pump discharge valve and stop the pump.
a) Ensure that the transmitters for the remote reading gauges are in
operation.
b) Set up the valves as shown below.
d) Close all valves.

Deballasting
All valves are in the closed position including fire main valves
b) Set up the valves as shown below.
Description
Valve
Open
QD40
Open
Bilge, Ballast and Fire Pump Sea Suction Valve QD27
Closed
Bilge, Ballast and Fire Pump Discharge Valve
QD34
Open
Discharge Valve to Aft Peak Tank
QD42
No.2 Bilge, Fire and G.S. Pump

Position
Description
Valve
Open
QD40
Closed
Main Fire Pump Sea Suction Valve
QD28
Closed
Main Fire Pump Discharge Valve
QD30
Open
Main Fire Pump Ballast Suction Valve
QD31
Open
Main Fire Pump Discharge to Overboard
QD32
Open
Overboard Discharge
QD45
a) Open the discharge valve QD30 slowly until the discharge piping
is pressurised.
c) Shut the pump discharge valve and stop the pump.

d) Close all valves.
Position
Description
Valve
Open
Aft Peak Ballast Tank Suction Valve
QD40
Closed
Bilge, Ballast and Fire Pump Sea

Suction /Filling Valve
QD27
Closed
Bilge, Ballast and Fire Pump Discharge Valve
QD34
c) Open the discharge valve QD34 slowly until the discharge piping
is pressurised.
Open

Ballast Suction Valve
QD35
d) Fill the tank to the required level.
Open

Discharge to Overboard
QD33
e) Shut the pump discharge valve and stop the pump.
Open
Overboard Discharge
QD45
f) Close all valves.
Start the Bilge, Ballast and Fire Pump
Start the Bilge, Ballast and Fire Pump.
f) Close all valves.
b) Empty the selected tanks, taking care that the pump is not run dry.
All valves are in the closed position including fire main valves
Position
e) Shut the pump discharge valve and stop the pump.
Start Main Fire Pump Pump
a) Ensure that the transmitters for the remote reading gauges are in
operation.
d) Empty the selected tanks, taking care that the pump is not run dry.
e) Line up the pump for fire main duty.

If the tank is to be completely emptied, for tank inspections etc., swing
spectacle piece QD98 and open valve QD41.
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Illustration 2.4.4a Evaporator
TG15
Key
Fresh Water
Fresh Water
Generator
H.T. Cooling Water
Flowmeter
Including
Regulating
Valve
TI
PI
Sea Water
Distilled Water
Tank
Fresh Water
Tank (Port)
To/From Fresh
Water H.T. Cooling
System
TG11
From Fresh
Water System
In Engine Room
TG2
From Fresh
Water Filling Line
on Deck
TG4
TG3
TG12
Chemical
Solution
Tank
P
P
Aft Peak
Tank
TG23
TG25
TG9
TG7
Stern Tube
Cooling Water
Tank
TG20
TG13
TG21
TG22
Fresh Water
Tank (Starboard)
TG24
P
Reharding
Filter
Steriliser
TG27
TG14
TG26
From Main
Sea Water
Pipeline
Ejector Pump
From Service
System In
Engine Room
QT
FQ
Distillate Pump
To Bilge
Holding Tank
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Condenser
The condenser section, like the evaporator section, consists of a plate heat
exchanger enclosed in the separator vessel.
2.4.4 Evaporator
Maker:
Type:
Capacity;
Alfa Laval
JWP-26-C100
25 m3/24h
One evaporator is installed which utilises the heat from the main engine jacket
cooling water system.
The combined brine/air ejector, driven by the ejector pump, creates a vacuum
in the system in order to lower the evaporation temperature of the feedwater.
The ejector pump takes suction from the main seawater suction line. The
feedwater is introduced into the evaporator section through an orifice and is
distributed into every second plate channel (evaporation channels).
The hot water is distributed into the remaining channels, thus transferring its
heat to the feedwater in the evaporation channels.
Having reached boiling temperature - which is lower than at atmospheric
pressure - the feed water undergoes a partial evaporation. The mixture of
generated vapour and brine then enters the separator vessel, where the brine is
separated from the vapour and extracted by the combined brine/air ejector.
After passing through a demister the vapour enters every second plate channel
in the condenser section.
The sea water, supplied by the combined cooling/ejector water pump,
distributes itself into the remaining channels, thus absorbing the heat being
transferred from the condensing vapour.
The fresh water produced is extracted by the freshwater pump and led to the
freshwater tanks.
Freshwater Quality
To continuously check the quality of the produced freshwater, a salinometer is
provided together with an electrode unit fitted on the freshwater pump delivery
side.
If the salinity of the fresh water produced exceeds the chosen maximum value,
the dump valve and alarm are activated to automatically dump the fresh water
to the bilge.
Main Components
The freshwater generator consists of the following components:
Evaporator
The evaporator consists of a plate heat exchanger and is enclosed in the
separator vessel.
Separator vessel
The separator separates the brine from the vapour.
g) Start the hot water supply to the distiller by adjusting the jacket
water bypass valve to increase the temperature in steps of 10C,
until the desired jacket water temperature is reached.
Combined brine/air ejector

The ejector extracts brine and incondensable gases from the separator vessel.
The boiling temperature will now rise, whilst the obtained vacuum drops to
approximately 85%.
Ejector pump
The ejector pump is a single-stage centrifugal pump which supplies the
condenser with sea water and the brine/air ejector with jet water, it also
supplies feed water for evaporation.
This indicates that evaporation has started.
Freshwater pump
The freshwater pump is a single-stage centrifugal pump which extracts the
produced fresh water from the condenser, and pumps the water to the
freshwater tanks.
Condensation
After approximately 5 minutes the boiling temperature will drop again and a
normal vacuum is re-established.
h) Open the valve to the freshwater tank.
i) Switch on the salinometer.
Salinometer
The salinometer continuously checks the salinity of the produced water. The
alarm set point is adjustable.
j) Start the freshwater pump.

(Note ! The freshwater pump discharge pressure must be between 1.2 - 1.6 kg/cm2.)
Control panel
The control panel contains motor starters, running lights, salinometer and
contacts for remote alarms.
Adjustment of Jacket Water Flow
In order to obtain the specified flow of hot water, it is necessary to adjust the
bypass valve until desired flow is achieved. For maximum output the outlet
temperature of the heating water should be about 68.5C
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.
Starting
a) Open valves on the suction (TG15) and discharge side (TG13) of
the ejector/cooling water pump.
b) Open the overboard valve (TG15) for the combined brine/air
ejector.
c) Close air screw (vacuum release valve) on the separator.
d) Start ejector pump to create a 90% minimum vacuum.
Pressure at the combined brine/air ejector inlet should be a minimum of 3.0
kg/cm2. Back pressure at the combined brine/air ejector outlet should be no
more than 0. 6 kg/cm2.
Evaporation
When there is a minimum of 90 % vacuum (after a maximum 10 minutes):
e) Open the valve for feedwater treatment. Ensure chemical dosing
tank is full.
f) Open the jacket water inlet (TG11) and outlet (TG12) valves.
Adjustment of Sea Water Flow

The sea water flow is correct when the inlet pressure at the inlet to the brine/air
ejector is between 3.0 - 4.0 kg/cm2.
Stopping the Plant
a) Stop the distillate pump.
b) Switch off the salinometer.
c) Stop the ejector pump.
d) Close the valve for feedwater treatment.
e) Open the air screw (vacuum release valve).
f) Close the inlet and outlet valves for the ejector pump.
g) Close the overboard valve for the combined brine/air ejector.
h) Close the valve to the water tank being filled.
! CAUTION
All valves must be shut, while the generator is out of operation, except the
air screw release valve.
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Illustration 2.4.5a Distilled Water and Distribution Transfer System
TG15
Key
Fresh Water
Fresh Water
Generator
H.T. Cooling Water
Flowmeter
Including
Regulating
Valve
TI
PI
Sea Water
Boiler
Hot Well
QG24
Distilled Water
Tank
T
QG51
Fresh Water
Tank (Port)
To/From Fresh
Water H.T. Cooling
System
TG11
From Fresh
Water System
In Engine Room
TG2
From Fresh
Water Filling Line
on Deck
TG4
TG3
TG12
Chemical
Solution
Tank
P
P
Aft Peak
Tank
TG23
TG25
TG9
TG7
Stern Tube
Cooling Water
Tank
TG20
TG13
TG21
TG22
Fresh Water
Tank (Starboard)
TG24
P
Reharding
Filter
Steriliser
TG27
TG14
TG26
From Main
Sea Water
Pipeline
Ejector Pump
From Service
System In
Engine Room
QT
FQ
Distillate Pump
To Bilge
Holding Tank
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2.4.5 Distilled Water Transfer and Distribution System

The freshwater generator distillate pump discharges through a salinometer and
a flowmeter. Positioned before the flowmeter is a solenoid valve. This opens
when the salinometer detects too high a salinity level, dumping the distillate
pump output to the bilge.
The discharge from the pump leads to the filling valves of both fresh water
tanks, boiler water tank and aft peak tank. Each tank can supply the distilled
water system or the fresh water system.
Procedure for Operation of the Distilled Water Transfer System
The valves should be set up as follows.
All valves are closed
Position
Description
Valve
Open
Filling Valve for Port F.W. Tank
G4
or Starboard F.W. Tank
TG7
or Distilled Water Tank Inlet Valves
TG2, TG3
or Aft Peak Filling Valve
TG9
Outlet Valve From Port F.W. Tank
QG3
or Outlet Valve From Starboard F.W. Tank
QG4
Open
Open
Run Down Valves From Distilled Water Tank

to Boiler Hot Well
QG51, QG24
If filling fresh water tanks:

Open
Rehardening Filter Inlet Valve
TG24
Open
Rehardening Filter Inlet Valve
TG22
Open
Steriliser Inlet Valve
TG26
Open
Steriliser Outlet Valve
TG27
a) Start up the F.W. generator.

b) Open the filling valve of the selected tank.
c) Start the distillate pump. Discharge should be to the bilge.
d) Switch on the salinometer.
If the reading is satisfactory, the discharge will change over to fill the tank.
e) Supply power to the steriliser unit if filling freshwater tanks.
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Key
Illustration 2.5.2a Central Fresh Water Cooling System

QB1
QB15
Fish Conditioning
Refrigeration
Air Conditioning
Refrigeration
QB2
QB16
QB3
QB17
Meat Conditioning
Refrigeration
From F.W.
System
Air Conditioning
Unit in E. R.
QB28
H.T. Cooling Water

Fresh Water
QB29
Air Conditioning
Refrigeration
F.W. Expansion Tank (1m3)

Electrical Signal
PS
QB26
QB18
QB4
QB53
QB28
Air Conditioning
Unit in E. R.
L.T. Cooling Water
Sea Water
PS
QB79 QB35
QB82
Hydraulic
Oil Cooler
Shore
Connection
QB85
To Bilge
QB21
QB90
QB37
De-aerating Tank
Alarm Device
PS
QB44
QB33
QB56
QB57
QB22
QB19
QB55
TIC
QB87
QB45
QB54
QB46
QB47
QB48
QB49
PI
PI
PI
QB23
QB20
No. 3
Aux.
Engine
No. 2
Aux.
Engine
Camshaft
Oil Cooler
Main
Engine
L.O. Cooler
No. 1
Aux.
Engine
No. 3
No. 2
No. 1
PV
PV
PV
Low Temperature
F.W. Pumps
(180m3/h)
QB50
QB52
QB51
QB38
QB43
QB87
QB91
QB91
No. 3 Main
Air Compressor
QB91
No. 2 Main
Air Compressor
Main
Engine
Air
Cooler
No. 1 Main
Air Compressor
Main
Engine
QB64
QB5
QB63
QB32
Pre-Heater
QB6
QB58
QB7
QB59
QB34
QB65
QB9
QB10
QB11
QB12
QB13
QB14
PI
QB24
QB88
To Inert Gas
and Vapour
Collection System
From Inert Gas

and Vapour
Collection System
QB89
With
locking
Device
QB66
QB67
QB68
QB69
High
Temperature
F.W. Pumps
(60m3/h)
Intermediate
Bearing
No. 2
Central
Cooler
QB39
No. 1
Central
Cooler
PI
QB61
V
QB70
QB8
QB60
From F.W.
Generator
To F.W.
Generator
QB71
QB41
QB25
QB40
QB62
QB42
QB36
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2.5 Fresh Water Cooling Systems

2.5.1 Main Engine Jacket Cooling Fresh Water System
(High Temperature Cooling Water System)
m3/h
The system has three cooling water pumps rated at 60

with a pressure of
2
3.5 kg/cm . The system supplies cooling water to the main engine jackets,
cylinder heads and exhaust valves.
The system operates on a closed circuit principle. The pumps discharge
through the jacket cooling water preheater. A valve bypassing the preheater is
throttled to ensure a flow through the preheater at all times. The preheater
maintains the main engine jacket cooling water temperature when the main
engine is idle or on low load.
Flow continues to the supply main on the main engine. The system is
continually vented at the highest point to the expansion tank. There are
branches from the main cooling water supply to each cylinder. Isolating valves
are fitted to the inlet and outlet mains for each cylinder to allow cylinders to be
individually isolated for maintenance purposes.
The hot water from the jackets is passed through the F.W. generator, which can
be bypassed when the main engine is on low load or idle. The F.W. generator
performs an initial cooling effect.
The system then passes through a three-way control, which maintains the
temperature of the jacket cooling water system. Depending on the water
temperature the water is then directed to:
The de-vapourising chamber and then to the jacket cooling water
pump suction if the temperature is low.
If additional cooling is required the water is diverted to the low
temperature fresh water pump suctions where the water is cooled
in the central cooling water system coolers
Steam is supplied manually to the preheater when the load of the engine drops
and the three-way temperature control valve is fully open to the jacket cooling
water pump suction.
Water lost to the low temperature cooling water system (L.T.C.W.S.), for
cooling, is made up from the high temperature return line from the L.T.C.W.S.
before it reaches the pump suction.
The expansion tank, which is common with the L.T.C.W.S., provides a positive
head to the system, as well as allowing for thermal expansion. The system is
continually vented from the highest point of the engine to the expansion tank.
Another vent is also provided from the top of the de-vapouriser chamber which
includes an alarm device to give early warning of air in the system. Air in the
system could be caused by inadvertently closed valves, such as the main run
down from the expansion tank. A manual vent is provided at the highest point
of the system for use when initially filling the system. The system is made up
from the expansion tank to the base of the de-vapouriser chamber. The
expansion tank is manually filled from the F.W. service system. The system
can be drained to bilge.
Operation
a) Check the system level and replenish if required.
b) Vent the system using Valve QB37.
c) Start one J.C.W. pump and place the other on standby.
d) Vent the preheater.
Procedure for the Operation of the Jacket Cooling Water System

e) Supply steam to the pre-heater by throttling the steam inlet valve.
a) Replenish the system from the domestic fresh water system.
f) Slowly bring the jacket temperature up to the operating

temperature.
c) Ensure the F.W. generators are bypassed.
g) Ensure that the L.T.C.W. System is ready for use.
d) Ensure all main engine individual cylinder inlet and outlet valves
are open.
e) Ensure all main engine individual cylinder vent and drain valves
are closed.
f) Set the valves as shown in the tables below.
Position
Description
Valve
Open
No.1 J.C.W. Pump Suction Valve
QB70
Open
No.1 J.C.W. Pump Discharge Valve
QB66
Open
No.2 J.C.W. Pump Suction Valve
QB71
Open
No.2 J.C.W. Pump Discharge Valve
QB67
Open
Preheater Inlet Valve
QB65
Open
Preheater Outlet Valve
QB64
Throttled
Preheater Bypass Valve
QB63
Open
Main Engine Inlet Valve
QB5
Closed
Main Engine Bypass Valve
QB8
Open
Main Engine Outlet Valve
QB62
Open
F.W. Generator Bypass Valve
QB60
Closed
F.W. Generator Inlet Valve
TG11
Closed
F.W. Generator Outlet Valve
TG12
Open
System Vent Valve to Expansion Tank
QB90
Open
Expansion Tank Run Down Valve
QB55
Closed
System Manual Vent Valve
QB37
h) Test the system for chemical concentration and add chemicals as

required.
i) When the engine is at sufficient power, steam supply to the preheater can be isolated and water circulated through the F.W.
generator.
j) Vent the F.W. generator.
The temperature drop across the F.W. generator is regulated by the evaporator
bypass valve.
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2.5.2 Central Fresh Water Cooling System

(Low Temperature Fresh Water Cooling System)
c) Set up valves as shown in the following table:

Position
Description
Open
No.2 Main Air Compressor Outlet Valve
QB11
Valve
Open
No.3 Main Air Compressor Inlet Valve
QB10
The low temperature fresh water cooling system works on the closed circuit
principal. The system has three cooling water pumps rated at 180 m3/h with a
pressure of 3.5 kg/cm2. One pump would normally be in use with two being
required at higher sea temperatures. A pressure switch on the common pump
discharge starts the selected standby pump on low pressure.
Open
No.1 L.T. Cooling Water Pump Suction Valve
QB50
Open
QB9
Open
No.1 L.T. Cooling Water Pump Discharge Valve
QB47
Open
Hydraulic Oil Cooler Inlet Valve
QB21
Open
QB51
Open
Hydraulic Oil Cooler Outlet Valve
QB79
Open
QB48
Open Refrigeration and AC Valves as required
There are two central coolers, which in turn are cooled by sea water. One
would normally be in use with the other on standby, with the possible use in
high sea temperatures.
Open
QB52
Operation
Open
QB49
Open
No.1 Central Cooler Inlet Valve
QB39
Open
No.1 Central Cooler Outlet Valve
QB40
b) Supply seawater to a central F.W. cooler.
Closed No.2 Central Cooler Inlet Valve
QB41
c) Check the expansion tank level. Replenish if necessary.
The pumps receive suction from the low temperature system and the high
temperature bleed off from the jacket cooling water system. The pumps
discharge directly to the coolers. A three-way valve on the seawater cooling
system, which bypasses the cooler at low temperatures, controls the
temperature. Water diverted from the jacket cooling water system is replaced
by water from the low temperature cooling system pump high temperature
suction line.
Closed No.2 Central Cooler Outlet Valve
QB42
Open
M.E. L.O. Cooler Inlet Valve
QB20
Open
M.E. L.O. Cooler Outlet Valve
QB19
Open
M.E. Scavenge Air Cooler Inlet Valve
QB38
Open
M.E. Scavenge Air Cooler Outlet Valve
QB43
Water is supplied to the three auxiliary engines. Each are vented from their
highest point to the expansion tank.
Open
Shaft Bearing Inlet Valve
QB24
Open
Shaft Bearing Outlet Valve
QB25
The low temperature cooling water pumps supply the following other services:
Open
Camshaft L.O. Cooler Inlet Valve
QB23
Main engine scavenge air cooler
Open
Camshaft L.O. Cooler Outlet Valve
QB22
Main engine L.O. cooler
Open
No.1 Auxiliary Engine Inlet Valve
QB7
Camshaft L.O. cooler
Open
No.1 Auxiliary Engine Outlet Valve
QB6
Hydraulic oil cooler
Open
No.1 Auxiliary Engine Vent Valve
QB57
Shaft bearing
Open
QB34
Engine package air conditioning units
Open
QB32
Both accommodation air conditioning compressors.
Open
QB56
Three start air compressors.
Open
QB59
Refrigeration plant.
Open
QB58
Open
QB33
Open
Expansion Tank Run Down Valve
QB54
Open
QB14
Open
QB13
Open
QB12
An expansion tank, common with the jacket cooling water system, provides a
positive head to the system and allows for thermal expansion. This tank can be
topped up from the domestic fresh water system.
Procedure for the Operation of the Low Temperature Cooling Water

System
a) Replenish the system from the expansion tank, which is filled
from the fresh water system.
a) Start one cooling water pump.
d) Check the level of chemical treatment and dose as necessary.

e) Put the remaining pumps on standby.
Issue: 1
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Illustration 2.6a Viscosity-Temperature Graph

-10
10
20
30
40
Temperature C
60
70
50
80
90
100
110
120
130
140
150
160
170
Bu
nk
er
10,000
5,000
2,000
Pumping Viscosity
usually about 1,000
Fu
el
Oi
l
10,000
10,000
5,000
5,000
2,000
2,000
Viscosity - Temperature
Relationships
centistokes
1,000
1,000
1,000
500
500
100
100
100
50
50
50
Boiler Atomisation Viscosity
usually between 15 and 65 centistokes
ar
ine
Di
es
el
20
Oi
20
20
Diesel Injection Viscosity
usually between
8 and 27 centistokes
15
15
M
10
ar
ine
10
Ga
IF
sO
Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes
Typical Marine Fuels

500
15
10
-3
80
il
IF
-1
80
IF
-1
00
IF
IF
-10
10
20
30
40
50
60
70
Temperature C
80
Issue: 1
90
100
110
120
-6
-3
0
130
140
150
160
170
2.6 Fuel Oil and Diesel Oil Service Systems Page 1
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2.6 Fuel Oil and Diesel Oil Service Systems

2.6.1 Main Engine Fuel Oil Service System
Fuel oil is stored on board in four fuel oil storage tanks (No.1 and 2 port and
No.1 and 2 starboard.) The H.F.O. is transferred to a fuel oil settling tank by
the fuel oil transfer pump (when required.) After fuel oil has been transferred
to the settling tank, any water or other sediment is drained off by using a self
- closing test cock.
From the fuel oil settling tank, fuel oil is supplied direct to the auxiliary boiler
H.F.O. system and is centrifuged in one of two H.F.O. purifiers to the F.O.
service tank. Fuel oil is supplied to the main engine and generator diesel
engines from the fuel oil service tank, using the same fuel supply system. The
main engine and three auxiliary engines are designed to run on H.F.O. at all
times. One of the fuel oil purifiers will be running at all times, with the
throughput balanced to match the fuel consumption of the main engines and
generator diesel engines.
All outlet valves from all fuel tanks are remote quick closing valves with a
collapsible bridge, which can be pneumatically operated from the fire control
station. After being tripped from the fire control station the valves must be
reset locally. Each tank is also fitted with a self-closing test cock to test for the
presence of water and to drain any water present. Tundishes, under the selfclosing test cock, drain any test liquid to the waste oil tank. All tanks and
heaters are supplied with steam at 6 kg/cm2 from the ships steam supply, with
condensate flowing to the observation tank which is fitted with an oil detection
unit.
Fuel oil is drawn from the return pipe by one of two main engine fuel oil
circulating pumps. The second pump will be on automatic standby, and will
start in the event of discharge pressure drop or voltage failure of the running
pump. The fuel oil circulating pumps discharge through one of a pair of main
engine fuel oil heaters where the oil is heated to a temperature corresponding
to a viscosity of 12cSt using steam at 6 kg/cm2.
Open
Pressure Control Valve Inlet Valve
Open
Pressure Control Valve Outlet Valve
Closed
Pressure Control Valve Bypass Valve
Open
Backflush Filter Inlet Valve
Open
Backflush Filter Outlet Valve
Closed
Bypass Filter Inlet Valve
Closed
Bypass Filter Outlet Valve
Open
No.1 H.F.O. Circulating Pump Suction Valve
Open
No.1 H.F.O. Circulating Pump Discharge Valve
Open
No.2 H.F.O. Circulating Pump Suction Valve
The high pressure fuel oil lines on the engine are sheathed. Any leakage from
the annular spaces, formed by the sheathing, is lead to a fuel oil leakage tank,
which is fitted with a high level alarm and gives advance warning of a leaking
fuel injection pipe.
Open
No.2 H.F.O. Circulating Pump Discharge Valve
Open
No.1 H.F.O. Heater Inlet Valve
Open
No.1 H.F.O. Heater Outlet Valve
Preparation for the Operation of the Main Engine Fuel Oil Service
System
Closed
No.2 H.F.O. Heater Inlet Valve
Closed
No.2 H.F.O. Heater Outlet Valve
a) Put the H.F.O. purifier in use, filling the service tank from the
settling tank.
Open
Viscosity Controller Inlet Valve
Open
Viscosity Controller Outlet Valve
b) Ensure that the filters are clean.
Open
Viscosity Controller Bypass Valve
Open
Main Engine Flow Meter Inlet Valve
Open
Main Engine Flow Meter Outlet Valve
Closed
Main Engine Flow Meter Bypass Valve
Open
M.E. Master H.F.O. Inlet Valve
RR1
Open
M.E. Outlet Valve
RR2
The heated fuel oil then passes through the viscosity controller which controls
steam to the heater. The oil is supplied to the main engine fuel rail via the
suction side of the main engine high pressure fuel oil injection pumps through
a duplex filter and flow meter. A control valve regulates the pressure at the
main engine rail, diverting excess pressure to the return pipe through a flow
meter. A three-way cock is fitted on this section of line to flush the system back
to the service tank when changing over to diesel oil when at standstill.
c) Ensure that all instrumentation valves are open.

A viscosity controller controls the steam supply to both H.F.O. supply heaters.
All fuel oil pipework is trace heated by small bore steam pipes laid adjacent to
the fuel oil pipe and encased in the same lagging.
The following procedure illustrates starting from cold with the system charged
with diesel oil and in a shut down condition.
Heated and filtered fuel oil is supplied to the main engine and auxiliary engines
from the fuel oil service tank. Fuel oil from the fuel oil service tank is supplied
to one of two fuel oil supply pumps. The second pump will be on automatic
stand-by, and will start in the event of discharge pressure drop or voltage
failure of the running pump. The F.O. supply pumps discharge through the auto
back flush filter to the F.O. return pipe. The auto back flush can be bypassed
with a basket filter during maintenance on the main filter. The filter is an
automatic self-cleaning filter with an air operated cleaning mechanism
activated by an increasing differential pressure. The debris discharge from the
auto filter is piped to the fuel oil overflow tank. A pressure control valve
maintains the supply pumps discharge pressure by recirculating oil from the
pump discharge back to the pump suction.
Position
Description
Valve
Open
M.E. Control Valve Inlet Valve
RR79
Open
Service Tank Suction Quick Closing Valve
RR6
Closed
Inlet Valve to Service Tank
RR4
Open
Service Tank Secondary Suction Valve
RR43
Open
Return Flowmeter Inlet Valve
Closed
Diesel Oil Tank Suction Valve
RR17
Open
Return Flowmeter Outlet Valve
Closed
Diesel Oil Suction Valve
RR44
Closed
Return Flowmeter Bypass Valve
Set for H.F.O. Suction Three Way Change Over Cock

Open
No.1 Supply Pump Suction Valve
Open
No.1 Supply Pump Discharge Valve
Open
No.2 Supply Pump Suction Valve
Open
No.2 Supply Pump Discharge Valve
Issue: 1
Set Return Change Over Cock to the Return Pipe
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Illustration 2.6.1a Main Engine Fuel Oil Service System.
RR4
RR78
RR79
RR2
D.O.
Service Tank
(33 m3)
Key
H.F.O.
Service Tank
(38 m3)
Fuel Oil
Marine Diesel Oil
LAL
LAL TAH
RR6
Air
RR1
From Auxilliary
Engines
RR17
Saturated Steam
Main
Engine
B&W
5S 50MC
Condensate
Flowmeter
POS
PDIS
PI
LAL
PS
PDE
TI
PS
PS
F.O. Heater
PI
RR44
PI
F.O.
Circulating
Pumps
5m3/h
PI
Deaerator
PT
Auto
Filter
PI
TI
RR43
TI
F.O. Heater
From
Control Air
System
Heater
PI
F.O.
Supply
Pumps
4m3/h
TI
TI
Viscocity Unit
To Auxilliary
Engines
To
Overflow Tank
To Atmosphere
Condenser
Steam From
7kg/cm2 System
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Procedure to start up the Main Engine HFO Service System and change
over to H.F.O.
a) Supply steam heating to H.F.O. service tank.
b) Open all the individual fuel inlet valves on the M.E. fuel inlet
main.
Fuel Change Over
The temperature rise is then continued at a rate of about 2C per minute, until
reaching the required viscosity.
The main engine is designed to run on H.F.O. at all times. However, change
over to diesel oil can become necessary if, for instance, the vessel is expected
to have a prolonged inactive period with a cold engine, i.e. due to:
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 diesel oil is
performed as follows (manually):
A major repair of the fuel oil system etc

A docking
c) Supply trace heating to the fuel oil service system pipelines.

WARNING
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the HFO side as damage could occur due the expansion
of the contents.
d) Manually start supplying steam to the on line H.F.O. heater.
e) Start one fuel oil supply pump.
More than five days stoppage

Environmental legislation requiring the use of low sulphur fuels
Change over 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,
and fouling of the gas ways, it is very important to carefully follow the change
over procedures.
Change Over from Diesel Oil to Heavy Fuel Oil During Running
f) Start one H.F.O. circulating pump.

g) Raise the temperature to about 75C.
h) Start the viscosity controller and close the bypass valve.
i) Open the inlet valve to the H.F.O. service tank RR4.
j) Operated the return change over cock to direct the return H.F.O.
to the service tank.
k) D.O. will now be expelled to the H.F.O. service tank, at the same
time drawing in H.F.O. from the service tank.
l) Continually raise the temperature manually.
m) When the set point is reached on the viscosity controller, change
its setting to auto.
n) Change the operation of the steam control valve to auto. Open the
steam inlet valve fully.
H.F.O. is now circulating through the system.
o) Supply steam heating to the H.F.O. return pipe.
p) Switch the other H.F.O. supply pump to standby.
q) Switch the other H.F.O. circulating pump to standby.
Set the change over return cock back to the return pipe.
Change Over Procedure from Heavy Fuel to Diesel Oil During Running
To protect the injection equipment against rapid temperature changes, which

may cause sticking/scuffing of the fuel valves and of the fuel pump plungers
and suction valves, the change over is carried out as follows (manually):
a) First, ensure that the heavy oil in the service tank is at normal
temperature level.
b) Reduce the engine load to 75% of normal. Then, by means of the
thermostatic valve in the steam system, or by manual control of
the viscosity regulator, the diesel oil is heated to maximum 6080C, in order to maintain the lubrication ability of the diesel oil
and this way minimises the risk of plunger scuffing and the
consequent risk of sticking. This preheating should be regulated
to give a temperature rise of about 2C per minute.
c) Due to the above mentioned risk of sticking/scuffing of the fuel
injection equipment, the temperature of the heavy fuel oil 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.)
d) For some light diesel oils (gas oil), this will limit the upper
temperature to somewhat below 80C. When 60-80C has been
reached, the change to heavy oil is performed by opening the fuel
oil supply valve RR43. Turn the change over cock on the suction
side of the H.F.O. supply pumps to take suction from the H.F.O.
service tank. Close diesel oil supply valve RR44.
Issue: 1
a) Ideally the diesel oil in the D.O. service tank should be about
50C.
b) Shut off the steam supply to the fuel oil preheater, return fuel pipe
and steam tracing.
c) Reduce the engine load to 75% of MCR load.
d) Change to diesel oil when the temperature of the heavy oil in the
preheater has dropped to about 25C above the temperature in the
diesel oil service tank, however, not below 75C.
e) Open diesel oil supply valve RR43. Change over the supply three
way cock to the D.O. service tank. Close H.F.O. supply valve
RR43.
Fuel oil is now led to the supply pumps.
(Note ! If, after the change over, the temperature (at the preheater) suddenly
drops considerably, the transition must be moderated by supplying a little
steam to the preheater, which now contains diesel oil.)
Change Over Procedure from Heavy Fuel to Diesel Oil During Standstill
a) Stop the preheating.
b) Stop trace heating.
c) Stop return pipe heating.
With regard to temperature levels before change over, see Change Over from
Heavy Fuel to Diesel Oil during Running.
d) Open diesel oil supply valve RR44.
e) Change over suction changeover cock.
f) Close fuel oil supply valve RR43.
g) Open inlet valve to service tank RR4.
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Illustration 2.6.2a Auxiliary Engine F.O. Service System
Key
Fuel Oil
Marine Diesel Oil
Vent
D.O Service
Tank
Saturated Steam
(33 m3)
Condensate
RR10
D.O.
Supply
Pump
5m3/h
F.O Service
Tank
(38 m3)
RR8
PS
Electrical Signal
PDS
PI
Flowmeter
RR6
To Main Engine
B&W 5S-50MC
PDE
RR11
PI
From Main
Engine
Flowmeter
Flowmeter
Flowmeter
TI
PI
RR12
5.5 Bar
8 kg/cm2
RR77
RR73
4.5 Bar
RR17
RR72
RR15
RR33
Vent
Vent
No.1
Auxiliary
Engine
PS
PI
PI
RR25
RR19
PS
TI
PI
PDIS
Fuel Oil
Heater
RR30
RR44
PI
M2
No.2
Auxiliary
Engine
PI
F.O.
Circulating
Pumps
5m3/h
TI
M4
De-aerator
TI
F.O.
Supply
Pumps
4m3/h
TI
To Saveall
Fuel Oil
Heater
RR43
RR24
M1
RR22
To Saveall
RR27
Heater
No.3
Auxiliary
Engine
To Overflow
Tank
TC
M3
To Saveall
To Saveall
Saturated
Steam
To Condensate
Drain System
Saturated
Steam
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h) Change over the return cock to the H.F.O. service tank, so that the
fuel oil is flushed to the H.F.O. service tank. Ensure that there is
sufficient ullage in the service tank.
i) When the heavy fuel oil is replaced by diesel oil, reset the change
over cock and close valve RR4
Procedure for the Operation of the Auxiliary Engine Fuel Oil Service
System
a) Put the H.F.O. purifier in use, filling the service tank from the
settling tank.
a) Transfer D.O. from the D.O. settling tank to the D.O. service tank
using the purifier.
b) Set up valves as in the following table.
b) Ensure that the filters are clean.

j) Stop the viscosity controller.
c) All engines are stopped.
k) Stop the fuel oil pumps.
d) Ensure that all instrumentation valves are open.
2.6.2 Auxiliary Engine Fuel Oil Service System

e) Start up the main H.F.O. system as described previously.
Operation Using H.F.O.
Fuel oil is supplied to the generator diesel engines from the fuel oil service
tank, using the same supply system as the main engine system. The three
auxiliary engines are designed to run on F.O. at all times. However, one
auxiliary engine should be ready to run on D.O. in case a failure occurs within
the main H.F.O. supply unit.
Procedure to Prepare an Auxiliary Engine (No.1) for Running on D.O
f) Supply trace heating to the auxiliary fuel oil service system pipe
lines.
Position
Description
Valve
Open
D.O. Service Tank Outlet Valve
RR10
Open
D.O. Pump Suction Valve
RR11
Open
D.O. Pump Discharge Valve
RR12
Closed
D.O. Pump Bypass Valve
RR13
Set to D.O.
Inlet Three-Way Cock
RR33
c) Start the D.O. supply pump.

with diesel oil and in a shut down condition:
d) If previously operated on H.F.O., open Valve RR17 long enough

to flush the system back to the return pipe.
g) Start No.1 auxiliary engine using D.O.

Heated and filtered H.F.O. is supplied to the auxiliary engines from the same
point as the main engine, which is just after the viscosity controller. The H.F.O.
then flows through a flowmeter to the auxiliary engines
e) Set the outlet three-way cock RR15 to D.O.

h) Set up valves as in the following table.
Description
Open
Inlet Flow Meter Inlet Valve
Changing Over Fuel when Auxiliary Engine(s) Are Running
Open
Inlet Flow Meter Outlet Valve
Closed
Inlet Flow Meter Bypass Valve
Open
Outlet Flow Meter Inlet Valve
Procedures similar to that used for the main engine could be used, but it would
be more advisable to change over the fuel supply when the vessels power is
being supplied by an auxiliary engine running on D.O. supplied by the D.O.
fuel pump and system.
Open
Outlet Flow Meter Outlet Valve
Closed
Outlet Flow Meter Bypass Valve
Set for HFO
No.2 A.E. Outlet Three-way Cock
RR19
Set for HFO
No.3 A.E. Outlet Three-way Cock
RR22
Operation Using D.O.
Set for HFO
No.2 A.E. Inlet Three-way Cock
RR32
The auxiliary engines can be supplied from the diesel oil service tank using the
D.O. supply pump. The pump pressure is controlled at 5.5 kg/cm2. The return
pressure is controlled at 4.5 kg/cm2 with excess D.O. returned to the D.O.
service tank.
Set for HFO
No.3 A.E. Inlet Three-way Cock
RR31
The auxiliary engines have three-way cocks at the fuel inlet and outlet for the
selection of either H.F.O. or D.O.
Excess H.F.O. is returned to the H.F.O. return pipe via a flowmeter and threeway cock. The three-way cock can divert the fuel to the service tank for
flushing purposes.
The high pressure fuel oil lines on the engine are sheathed and any leakage
from the annular spaces, formed by the sheathing is led to a fuel oil leakage
tank fitted with a high level alarm which gives advance warning of a leaking
fuel injection pipe.
Valve
The engine is now ready for starting on D.O.
Position
i) Using the bypass valves RR25 & RR24 warm up the H.F.O.
system by flushing the system back to the return pipe.
j) No.2 and 3 engines are ready for starting on H.F.O.
Issue: 1
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Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
RR41
LAH
Air
Separator
D.O. Service
Tank
Ignition
Oil Pump
RR69
TAH
LAL
H.F.O. Settling
Tank
LAL
PI
PI TS
RR42
TI
RR71
RR60
Heater
No.1
TT
RR64
RR68
RR40
RR63
PI
RR39
No.1
PI
TI
TS PS
PS
PI
PI
H.F.O.
Pump Unit
RR38
PI
Auxiliary Boiler
Burner Unit
For Boiler
No.2
Key
PI
PC
T/S
PI
Fuel Oil
PI
PI
TI
TI
RR37
Marine Diesel Oil
RR35
Saturated Steam
RR49
RR57
RR47
RR36
Electrical Signal
RR48
RR67
Issue: 1
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2.6.3 Auxiliary Boiler Fuel Oil Service System

Fuel oil is stored on board in four fuel oil storage tanks, and then (when
required) transferred to a fuel oil settling tank by a fuel oil transfer pump. After
fuel oil has been transferred to the settling tank, any water or other sediment is
drained off, using the self-closing test cock. Fuel oil is supplied directly to the
boilers from the fuel oil settling tank.
Diesel oil can be supplied to the boilers from the diesel oil service tank when
starting from cold.
A temperature controller maintains the steam supply to the F.O. heater. All the
fuel oil piping is trace heated by small bore steam pipes. These are laid
adjacent to the fuel oil pipe and encased in the same insulation.
Fuel oil from the fuel oil settling tank is supplied to one of two fuel oil 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 fuel oil
pumps take suction from the settling tank via a strainer. A pressure control
valve, with its sensing point on the heater discharge, maintains the pump
discharge pressure by recirculating oil from the pump discharge back to the air
separator/return pipe. The oil in the return pipe returns to the pump suction.
The vent from the air separator returns to the H.F.O. settling tank.
The fuel oil pumps discharge through one fuel oil heater, where the oil is
heated to the required temperature.
The oil is fed to the boiler via a pressure-control valve, controlled by the boiler
steam pressure. When the boiler is in a standby condition, a solenoid valve on
the return line automatically opens to circulate fuel back to the return pipe,
keeping the fuel oil at working temperature immediately before the burner. On
the recirculating line is a change over cock, where the fuel can be diverted from
returning to the return pipe to either the H.F.O. settling tank or D.O. service
tank. This change over cock would normally be used for flushing fuel oil back
to the H.F.O. tank when changing from D.O. to H.F.O. or vice versa.
The boiler has a pilot burner pump, which takes suction from the D.O. service
tank via the pump suction filter.
A steam connection is fitted to the F.O. line to the burner after the double shut
off solenoid valves and is used for automatic purging of the burner prior to shut
down.
with diesel oil and in a shut down condition.
WARNING
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the F.O. side, as damage, such as blown flange joints,
could occur due the expansion of the contents.
Position
Description
Valve
Open
Settling Tank Suction Quick Closing Valve
RR7
Open
D.O./H.F.O. Change Over Cock
RR63
e) Stop firing the boiler.
Open
Diesel Oil Service Tank Suction

Quick Closing Valve
RR9
f) Open the F.O. heater inlet and outlet valves. Shut the bypass
valve.
Open
Suction Valve from Return Pipe
RR71
Open
Both F.O. Service Pump Suction Valves
Open
Both F.O. Service Pump Discharge Valves
Closed
F.O. Heater Inlet Valve
RR39
Closed
F.O. Heater Outlet Valve
RR40
Open
F.O. Heater Bypass Valve
RR38
Open
Inlet Valve to Pressure Control Valve
RR7
Open
Outlet Valve from Pressure Control Valve
RR35
Closed
Boiler Pressure Control Valve Bypass Valve
RR36
Open
Inlet Valve to Boiler Burner Before

Solenoid Valves
RR47
Open
Boiler Recirculating Valve
RR67
Open
Boiler Inlet Valve to Pressure Control Valve
RR57
Open
Boiler Outlet Valve from Pressure

Control Valve
RR49
When enough pressure is available:
g) Manually start supplying steam to the F.O. heater.

h) Operate suction change over cock RR63 to take suction from the
H.F.O. settling tank.
i) Operate the return change over cock RR64 to direct the returns to
the H.F.O. settling tank.
D.O. will now be expelled to the H.F.O. settling tank, at the same time drawing
in H.F.O. from the settling tank.
j) Continually raise the F.O. temperature manually.
k) Change the operation of the heater steam control valve to auto by
fully opening the steam inlet valve.
l) When the D.O. has been expelled, operate the return change over
cock to direct the return oil to the return pipe.
H.F.O. is now circulating through the system.
Set to Return Pipe Return Line Change Over Cock
RR64
The boiler is now ready for firing on H.F.O. using steam atomising.
Open
Pilot Burner Pump Suction Valve
RR41
Open
Pilot Burner Pump Discharge Valve
RR42
The boiler is designed to operate and remain on standby using H.F.O. Change
over to D.O. is only necessary when maintenance is required and for long
periods of shut down, such as refit.
Procedure to Start Up the Boiler F.O. Service System and Change Over
to H.F.O.
a) Start one boiler fuel oil pump.
b) Flash up the boiler on D.O. using atomising air.
Procedure for Operating the Auxiliary Boiler Fuel Oil Service System
When steam is available:
a) Ensure that the filters are clean.
m) After the boiler is firing on H.F.O. put the other F.O. pump on
auto start.
(Note ! Change over to H.F.O. can take place while still firing the boiler. The
recirculating line would remain lined up to the air separator and the fuel would
change over by normal usage. However, this could lead to unstable flame
conditions due to incorrect temperature settings at the heater.)
c) Supply steam heating to HFO settling tank.

b) Ensure that all instrumentation valves are open.
d) Open supply trace heating to the fuel oil service system pipelines.
Issue: 1
WARNING
Do not change to steam atomising until the system is charged with H.F.O.
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Illustration 2.6.4a Incinerator F.O. Service System
Exhaust to
Funnel
Flue Gas Fan
D.O.
Tank For
Incinerator
Flue Gas Damper

XA
QU1
PI
PI
QU2
Pilot Diesel Oil

Supply Pump
80 litre/hour
PI
Combustion
Chamber
From F.O.
Transfer Pump
QU5
QU4
QU8
Sludge
Tank
Sludge Supply
Pump
From Steam
System in E/R
QU7
QU6
To F.O.
Sludge tank
QU3
Key
Sludge
D.O. System
Steam
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Description
Valve
F.O. Sludge Tank
QR75
Pump Suction from F.O. Sludge Tank
QR25
F.O. Drains Tank
QR75
A sludge oil tank for the incinerator collects the waste oil from the various
tanks around the E.R. and supplies the incinerator sludge burner.
Pump Suction from F.O. Drains Tank
QR32
L.O. Sludge Tank
QR76
The sludge transfer pump supplies the incinerator sludge oil tank. The pump
also discharges to the shore connections and cargo residual tank connections.
Pump Suction from L.O. Sludge Tank
QR33
Clean Bilge Tank
QR65
The sludge pump can take suction from:
or Dirty Bilge Tank
QR77
F.O. sludge tank
Pump Suction from Bilge Tanks
QR34
L.O. sludge tank
L.O. Drains Tank
QR66
L.O. drain tank
Pump Suction from L.O. Drain Tank.
QR35
2.6.4 Incinerator Fuel Oil Service System

The incinerator burner is supplied with D.O. from an independent D.O. service
tank. It is used to burn garbage and to assist the burning of waste oil which is
injected through a rotary cup burner.
Bilge tank
e) Ensure sludge pump suction filter is clean.
Seawater main
f) Set up the remaining valves as in the table below.
F.O. drain tank

The sludge pump discharges to:
F.O. Sludge tank
Position
Description
Valve
Open
Sludge Pump Discharge Valve to

Incinerator Waste Oil Tank
QR30
Shore/residual tank connection

Port No.2 H.F.O. tank
Closed
Discharge to shore/residual tank connection
QR31
Incinerator waste oil tank
Closed
Discharge to F.O. Sludge tank
QR27
Closed
Discharge to Port No.2 H.F.O. tank
QR29
Procedure for Transferring Waste Oil to the Incinerator Waste Oil Tank
g) Start the sludge pump and fill the incinerator waste oil tank.
a) All valves are closed.
b) Open supply steam to the heating coils of the tanks to be
transferred.
h) Shut off the steam heating of the tank being discharged when it is
empty.
i) Open supply steam heating to the incinerator waste oil tank.
c) Open supply steam to the steam tracing lines.

j) Shut off steam tracing.
d) Open one set of the following suction valves in the table opposite.
k) When the line has cooled shut all isolating valves.
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Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Main Deck Manifolds
AT17
AT18
AT15
AT16
AT11
AT12
AT109
AT4
AT108
AT2
AT5
AT3
AT6
AT111
No.1 H.F.O. Tank

Port 217.7 m3
No.1 H.F.O Tank

Starboard 217.7 m3
No.2
H.F.O. Tank
Port 411.0 m3
No.2 H.F.O. Tank

Starboard 346.9 m3
H.F.O. Minor Tank

Starboard 153.7 m3
QR7
QR10
QR8
QR24
QR9
AT107
D.O. Tank
Port 55.1 m3
QR23
D.O. Tank
Starboard
74.4 m3
AT8
AT7
QR14
QR28
QR40
QR15
F.O. Transfer
Pump
50m3/h
QR13
QR19
QR12
D.O. Transfer
Pump
50m3/h
QR81
To F.O. Overflow
Tank
H.F.O. Settling H.F.O. Service

Tank 51.2 m3
Tank 38.4 m3
PV
To D.O. Tank
(Port)
PV
Key
QR37
QR36
QR1
To H.F.O. Purifier
Pump
D.O. Service
Tank 33.7 m3
QR44
From F.O. Overflow

Tank
QR39
QR18
QR11
Heavy Fuel Oil
To D.O. Purifier
Pump
QR17
Diesel Oil
QR38
QR16
QR41
QR6
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2.7 Fuel Oil and Diesel Oil Transfer Systems
Heavy Fuel Oil Tanks
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
Compartments
Fuel oil, for all purposes on board the ship, is stored in four fuel oil bunker
tanks located forward of the engine room. There are two on the port side and
two on the starboard side. From the storage tanks, fuel oil is transferred to a
fuel oil settling tank, where it is allowed to settle prior to being purified into
the fuel oil service tank. Fuel oil is supplied to the main engine and generator
engines from the fuel oil service tank. The boiler is supplied direct from the
settling tank.
The fuel oil storage tanks are filled from fuel oil bunkering line connections
located at the cargo manifold. The bunkering line is fitted with a relief valve,
which discharges into No. 1 fuel oil overflow tank. The fuel oil transfer pump
is located forward on the engine room floor and is used to transfer fuel oil from
the storage tanks to the settling tanks at a rate of 45 m3/h and a pressure of
4.0kg/cm2. It is possible to use the diesel oil transfer pump for fuel oil service,
and vice versa in an emergency. The spectacle pieces separating the suction
lines and discharge lines are normally in the blanked position. Fuel oil is
transferred to the service tank by the F.O. purifiers.
The overflow tank is fitted to collect the overflow from the settling tank in the
event of overfill. The service tank overflows to the settling tank. The fuel oil
transfer pump is used to pump the contents of the fuel oil overflow tank to the
fuel oil bunker tanks or settling tank. The fuel oil can be transferred from one
storage tank to another for trim or other purposes, using the transfer pump and
the bunkering line. The service tank can be drained using the transfer pump.
All outlet valves from all fuel tanks are remote operated quick closing valves,
with a collapsible bridge which can be pneumatically operated from the fire
control station. After being tripped from the fire control station the valves must
be reset locally. Each tank is also fitted with a self closing test cock to test for
water and to drain any water present. Tundishes under the self closing test cock
drain any liquid to the waste oil tank. All tanks are provided with local
temperature indication, plus remote level indication in the control room. The
tanks also have an overfill alarm.
All fuel oil tanks are fitted with heating coils - heating steam being supplied at
7kg/cm2 from the heating steam system. Condensate from the heating coils
flow to the cascade tank via an oil detector and observation tank. All fuel oil
transfer lines are trace heated by steam also at 7kg/cm2.
Location
Capacities (m3)
i) Verify that all lines are sound, by visual inspection.
Frame
Full
98% Full
No.1 H.F.O. Tk (P)
42-44
217.7
213.3
j) Complete pre-transfer check list.
No.1 H.F.O. Tk (S)
42-44
217.7
213.3
No.2 H.F.O. Tk (P)
36-42
411.0
402.7
k) All personnel involved should be aware of the contents of the

Chief Engineers bunker loading plan.
No.2 H.F.O. Tk (S)
36-42
346.9
340.0
H.F.O. Minor Tk
36-42
153.7
150.6
H.F.O. Sett.Tk (P)
36-39
51.2
50.2
H.F.O. Serv.Tk (P)
36-39
38.4
37.7
m) A watch should be kept at the manifold during loading.
F.O. Overflow Tk (P)
34-38
21.8
21.3
n) Personnel involved in the operation should be in radio contact.
F.O. Drain Tk (P)
34-36
6.2
6.1
F.O. Sludge Tk (Ctr)
37-38
21.6
21.1
Total
1486.1
1456.4
Fuel Oil System

Introduction
h) Level alarms fitted to bunker tanks should be tested prior to any

bunker loading operations.
l) The Chief Engineer is responsible for bunker loading operations,

assisted at all times by a sufficient number of officers and ratings
to ensure the operation is carried out safely.
o) The maximum design pressure in the bunker line should not be

exceeded.
p) Safe means of access to barges / shore shall be used at all times.
Preparation and Procedure for Loading and Transfer of Bunkers

Before and during bunkering, the following steps should be complied with:
The purpose of the following procedure is to ensure that bunkers of the correct
specification and agreed quantity are received on board in a safe and efficient
manner.
q) Scuppers and savealls (including those around bunker tank vents)

should be effectively plugged.
r) Drip trays are provided at bunker hose connections.
s) Oil spill containment and clean up equipment must be deployed
and ready for use.
a) Shore and barge tanks should be checked for water content.

b) Representative samples are to be drawn using the continuous drip
method for the duration of the loading operation and dispatched
for analysis.
c) Where possible new bunkers are to be segregated on board prior
to use until results of laboratory analysis are received.
d) No internal transferring of bunkers should take place during
bunker loading operations, unless permission has been obtained
from the Chief Engineer.
e) The Chief Engineer should also calculate the estimated finishing
ullages / dips, prior to the starting of loading.
t) Loading should start at the agreed minimum loading rate. Only

upon confirmation of no leakage and fuel (only) going into the
nominated tanks, should the loading rate be increased.
u) When topping off, the flow of oil to the tank in question should
be reduced by diverting the flow of oil to another tank. In the case
of the final tank, the loading rate should be reduced to the agree
minimum at least 20 minutes before the finishing ullage is
reached.
! CAUTION
At least one bunker tank filling valve must be full open at all times during
the bunkering operation.
Relevant information to be entered in the Oil Record Book on completion of
loading.
f) Bunker tanks should not exceed 98% full.

g) Any bunker barges attending the vessel are to be safely moored
alongside before any part of the bunker loading operation begins.
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Procedure to Load Bunkers from Shore/Barge

a) At the bunker connection to be used, remove the blank and
connect the bunkering hose.
b) Ensure that the blank on the other bunkering connections are
secure and that the valves are closed, and drain and sampling
valves closed. Also the drip tray is empty and drain closed.
c) Open the filling valve(s) on the fuel oil storage tanks to be filled
as shown below:
Description
Valve
No.1 Port H.F.O. Bunker Tank
AT2
AT3
No.1 Starboard H.F.O. Bunker Tank
AT5
AT6
H.F.O. Minor Tank
AT4
k) Repeat above until only two tanks remain open, then signal to
shore to reduce the pumping rate.
h) Stop the pump when the required amount of oil has been
transferred.
l) When down to the final tank, signal to shore to further reduce the
flow rate until the tank is full and then signal to stop.
i) Close all valves at the end of the operation.

To Transfer Fuel Oil Using the Diesel Oil Transfer Pump
m) Close the valve at the bunkering connection.

n) Open the vent at the bunkering connection and allow the hose to
drain back to the supplier.
a) Rearrange the spectacle pieces in the discharge and suction

crossover lines between the diesel oil and fuel oil pumps to the
open position.
o) Disconnect the hose connection and replace the blank.
b) Open the diesel oil transfer pump suction valves QR18 and QR11.
p) Close the tank filling valves.
c) Open the diesel oil transfer pump discharge valves QR19 and
QR15.
To Transfer Fuel Oil using the Fuel Oil Transfer Pump

d) Open the selected storage tank suction valve.
a) At the tank to be transferred from, open the self- closing test cock
to test for the presence of water, and then close it again when all
water has been drained.
e) Open the selected tank inlet valve.

f) Ensure all diesel tank inlet valves are closed.
d) Open the valve at the selected bunkering connection at the cargo

manifold and the aft isolating valve.as shown below:
b) Open the suction valves (as shown below) from the storage tank
to be transferred:
Description
Valve
Description
Valve
Port Forward Manifold Valve
AT17
H.F.O. Overflow Tank
QR68
Starboard Forward Manifold Valve
AT18
QR9
Port Aft Manifold Valve
AT15
QR10
Starboard Aft Manifold Valve
AT16
QR8
After Deck Isolating Valve
AT109
QR24
e) Establish effective communication between the control room and

the bunkering station.
H.F.O. Minor Tank
QR7
Master Valve for Bunker Tanks
QR5
f) Signal to the bunkering station to commence bunkering fuel oil at

a slow rate.
Settling Tank
QR6, QR41 & QR37
Service Tank
QR6, QR44 & QR36
g) Check the ship to shore connection and pipeline for leaks.

h) Check that fuel oil is flowing into the required fuel oil storage
tank(s) and not to any other tank.
i) Speed up bunkering to the agreed maximum rate.
j) As the level in the first fuel oil storage tank approaches 95%,
close in the filling valve to top up the tank slowly, then close the
filling valve completely when the required level is reached.
g) Start the diesel oil transfer pump and follow the previous
procedures.
! CAUTION
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior
to restoring it to diesel oil service. This can be achieved by opening the
diesel oil suction, and then pumping for a few moments with a discharge
to the fuel oil tanks open. Before starting the pump to transfer diesel oil,
make absolutely sure that all discharges to the fuel oil system are securely
closed and spectacle pieces in the suction and discharge are restored to the
closed position.
c) Open the discharge valve QR14 to the settling tank.

d) Open the fuel oil transfer pump suction valve QR1.
e) Open the fuel oil transfer pump discharge valve QR12.
f) Start the fuel oil transfer pump.
g) Check that fuel oil is being correctly transferred, i.e. that it is
being transferred from the required storage tank to the designated
destination.
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Diesel Oil System
Preparation for the Operation of Loading Diesel Oil
Introduction
The procedures for loading D.O. is the same as that previously described for
H.F.O.
Diesel oil for all purposes on board the ship is stored in two diesel oil storage
tanks located at either side of the engine room. From the storage tanks, D.O. is
transferred to the diesel oil service tank, using the D.O. purifier or transfer
pump. D.O. can be supplied to the main engines, generator engines and boiler
from the D.O. service tank. The inert gas system, incinerator and emergency
generator tanks can be filled from the diesel oil service tank using the transfer
pump or from the main storage tanks using the purifier.
The diesel oil storage tanks are filled from a diesel oil bunkering line located
at the cargo manifold. The diesel oil transfer pump is located forward on the
engine room floor and is used to transfer D.O. from the storage tanks to the
service tanks at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible to
use the fuel oil transfer pump for diesel oil service, and vice versa.
The D.O. service tank overflows to the port D.O. storage tank.
Diesel Oil Tanks
Compartments
Location
Capacities (m3)
k) When down to the final tank, signal to shore to further reduce the
flow rate until the tank is full and then signal to stop.
To Load Bunkers from Shore/Barge
m) Open the vent at the bunkering connection and allow the hose to
drain back to the supplier.
At the bunker connection to be used, remove the blank and connect the
bunkering hose. Arrange a drip tray beneath the connection.
a) Ensure that the blank on the other bunkering connections are
secure and that the valves are closed, also ensure that the drain
and valves closed.
b) Open the filling valve(s) on the diesel oil storage tanks to be
filled.
Description
Valve
Port Storage Tank Filling Valve
AT7
Starboard Storage Tank Filling Valve
AT8
c) Open the valve at the bunkering connection at the cargo manifold.
Frame
Full
98% Full
D.O. Service Tk
33-36
33.7
33.0
Description
Valve
D.O. Storage Tk (P)
21-42
55.1
54.0
Port Manifold Valve
AT11
D.O. Storage Tk (S)
21-42
74.4
72.9
Starboard Manifold Valve
AT12
Total
163.3
159.9
All outlet valves from all diesel tanks, apart from double bottom tanks, are
remote operated quick closing valves with a collapsible bridge which can be
pneumatically operated from the fire control station. After being tripped from
the fire control station the valves must be reset locally. Each tank is also fitted
with a self-closing test cock to test for water and to drain any water present.
Tundishes under the self closing test cock, drain any liquid to the waste oil
tank. All tanks are provided with temperature indication, plus remote level
indication in the control room.
l) Close the valve at the bunkering connection.
n) Disconnect the hose connection and replace the blank.

o) Close all tank filling valves.
To Transfer Diesel Oil using the Diesel Oil Transfer Pump
a) Open the suction valve from the storage tank to be transferred.
Description
Valve
Port D.O. Storage Tank
QR28
Starboard D.O. Storage Tank
QR40
Secondary Valve from Storage Tanks
QR16
D.O. Service Tank
QR39, QR 38 & QR17
b) Open the inlet valve of the tank to be filled.

c) Open the diesel oil transfer pump suction valve QR18.
d) Open the diesel oil transfer pump discharge valve QR23.
d) Establish effective communication between the control room and

the bunkering shore station.
e) Start the diesel oil transfer pump.
e) Signal to the shore station to commence bunkering diesel oil at a

slow rate.
f) Check that diesel oil is being correctly transferred, i.e. that it is

being transferred from the required storage tank to the designated
destination.
f) Check the ship to shore connection and pipeline for leaks.

g) Check that diesel oil is flowing into the required diesel oil storage
tank(s), and not to any other tank.
g) Stop the pump when the required amount of oil has been
transferred.
h) Close all valves.
h) Speed up bunkering to the agreed maximum rate.

i) As the level in the first diesel oil storage tank approaches 95%,
close in the filling valve in order to top up the tank slowly, then
close the filling valve completely when the required level is
reached.
j) Repeat above until only two tanks remain open, then signal to
shore to reduce the pumping rate.
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Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
N.C.
SR56
SR55
TTI
TI
SR54
Heater
SR53
Heater
Heater
PI
PI
PI
SR32
SR31
SR30
To F.O.
Transfer
System
To F.O.
Drains
System
TTI
SR61
SR57
TTI
TTI
SR61
SR1
TI
To F.O.
Drains
System
SR14
SR2
TI
SR23
SR4
SR12
SR28
SR13
SR21
SR22
SR29
SR15
PS PS
PS PS
WM
PS PS
WM
No.1 F.O.
Purifier
SR25
P
No.2 F.O.
Purifier
F.O.
Purifier
Pump
D.O.
Purifier
Pump
To F.O.
Transfer Pump
To D.O.
Transfer Pump
WM
SR16
SR6
SR24
SR5
D.O..
Purifier
H.F.O.
Service
Tank
(38.4 m3)
SR20
SR11
SR3
TT2
H.F.O.
Settling
Tank
(51.2 m3)
To F.O.
Drains
System
TTI
SR58
D.O.
Service
Tank
(33.7 m3)
F.O.
Purifier
Pump
P
SR19
SR51
SR49
SR50
SR9
SR18
SR27
Key
Fuel Oil
Marine Diesel Oil
F.O. Sludge Tank
SR58
To Clean Bilge
Water Tank
(21.6 m3)
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To Transfer Diesel Oil using the Fuel Oil Transfer Pump

! CAUTION
Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to
using it on diesel oil service. This can be achieved by opening the diesel oil
suction and then pumping for a few moments with a discharge to the fuel
oil tanks open. Before starting the pump to transfer diesel oil, make
absolutely sure that all discharges to the fuel oil system are securely
closed.
a) Rearrange the blanks in the crossover, between the D.O. and
H.F.O. pump discharge and suction connections, to the open
position.
b) Open the H.F.O. transfer pump suction valves QR11 and QR1.
c) Open the H.F.O. transfer pump discharge valves QR12 and QR15.
d) Start the H.F.O. transfer pump and follow the previous procedure.
2.7.2 Fuel Oil and Diesel Oil Purifying System
Preparation for the Operation of the F.O. Purifier System

a) Transfer oil to the settling tank using the transfer pump.
b) Check the level of oil in all F.O. tanks.
c) Open the self closing test cock on the settling tank, and then close
it again when all water and sediment has drained.
d) All valves in the purifier system should be closed.
e) Open the valves as shown in the table below depending upon the
services selected, purifier selected, heater selected and F.O. feed
pump selected.
Normal operation is carried out using either No.1 or No.2 purifier with
associated heater and feed pump. The suction is taken from the settling tank
and discharged to the service tank. Flow should be regulated to maintain the
level in the service tank with the main and auxiliary engines in use.
No.2 Purifier Heater Inlet Valve
SR21
No.2 Purifier Inlet Valve
SR20
No.2 Bypass Valve to F.O. Settling Tank
SR22
Recirculating Inlet Valve to F.O. Settling Tank
SR57
No.2 Recirculating Valve to F.O. Settling Tank
SR23
No.2 Purifier Outlet Valve
SR24
(Note ! By operating the crossover valves the above configuration can be

altered.)
b) Open the instrument air supply to the purifier to be used.
c) Ensure the purifier brake is off and the purifier is free to rotate.
d) Ensure that the correct gravity disc is fitted.
e) Check the purifier gearbox lubricating oil level is correct.
Operation of the H.F.O. Purification System

f) Check that the strainers are clean.
a) With all valves in the system closed, open the valves listed below.
No. of sets:
Capacity:
3
2.025 litres/h
g) Supply tracing steam to the pipelines in use.

Description
Each fuel oil purifier has a feed pump and heater, and there are cross
connections, which allow the feed pumps, heaters and purifiers to be used in
any configuration. The purifier feed pumps take suction from the settling tank
and discharge through the heat exchanger to the purifier and then to the fuel oil
service tank. The heater uses steam at 7 kg/cm2 to heat the fuel oil up to a
temperature of 98C using a temperature control loop which controls the steam
supply to the heater. A control valve at the inlet to the purifier diverts the fuel
oil back to the heater inlet while the oil is heating up and until the purifier is
ready for use.
Three purifiers are supplied with one purifier designated as the D.O. purifier
and two as the H.F.O. purifiers. The three purifiers can be used for H.F.O. or
D.O. duty by changing over spectacle pieces.
The centrifugal purifiers are automatically controlled with self-discharging of
sludge to the fuel oil sludge tank.
The bowls of the purifiers are sealed using water from the domestic fresh water
system. The same water source is used to flush the sludge from the bowl when
the automatic control mechanism switches the purifier to cleaning mode. The
purifiers and their supply pumps are all locally operated, although they are
remotely monitored. The purifiers, pumps and heaters are all located in the
purifier room.
Valve
h) Start the purifier feed pump to be used. Oil will circulate back to
the settling tank.
No.1 Purifier and No.1 feed pump in use

F.O. Settling Tank Outlet Valve
QR37
Line Valve to Purifiers
SR29
No.1 Purifier Feed Pump Suction Valve
SR18
No.1 Purifier Feed Pump Discharge Valve
SR16
SR12
No.1 Purifier Inlet Valve
SR11
No.1 Bypass Valve to F.O. Settling Tank
SR13
k) Open the domestic fresh water supply to the fuel oil purifiers.
Recirculating Inlet Valve to F.O. Settling Tank
SR57
No.1 Recirculating Valve to F.O. Settling Tank
SR14
l) Open the flushing and operating water supplies to the purifier to

be used.
SR15
m) Switch on the control panel of the purifier to be used.
No.2 Purifier and No.2 feed pump in use
i) Slowly open the steam supply to the heater to be used. Close in

the valve SR13 or SR22. This will force the F.O. to circulate
through the heater and the purifier by means of a the three-way
control valve, back to the settling tank.
j) Set the steam temperature control valve to the required
temperature.
n) Start the purifier to be used.
F.O. Settling Tank Outlet Valve
QR37
Line Valve to Purifiers
SR29
SR27
No.2 Purifier Feed Pump Discharge Valve
SR25
Issue: 1
o) When the purifier has run up to speed and the temperature of the
F.O. is satisfactory, press the auto start button.
The purifier will run through the start up sequence, including a sludge
discharge, before going on line.
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The purifier inlet recirculating valve should now change position and supply
F.O. to the purifier bowl.
D.O. Purification System

With all valves in the system closed, open the valves listed below.
Flow can be regulated using the recirculating valves SR13 or SR22 on the feed
pump discharge.
Description
Valve
p) Check that the purifier is operating correctly and that there is

adequate throughput.
D.O. Settling Tank Outlet Valve
QR39
D.O. Purifier Line Suction Valve
SR08
q) Ensure that there is no abnormal discharge from the water outlet

or sludge discharge.
D.O. Purifier Feed Pump Suction Valve
SR09
D.O. Purifier Feed Pump Discharge Valve
SR02
r) Ensure the water outlet alarm is set correctly, allowing only

nominal water discharge. If set incorrectly, loss of seal will cause
F.O. loss.
D.O. Purifier Heater Inlet Valve
SR62
D.O. Purifier Inlet Valve
SR01
D.O. Bypass Valve to D.O. Settling Tank
SR04
Recirculating Inlet Valve to D.O. Settling Tank
SR63
D.O. Recirculating Valve to H.F.O. Settling Tank
SR03
D.O. Purifier Outlet Valve
SR05
The purifier will now operate on a timer, discharging sludge at preset intervals.
To stop the purifier
a) Press the auto-stop button on the control panel.
The purifier will commence the shut-down sequence and then stop.
b) Apply the brake during run down period.
c) Shut off the tracing steam.
d) Shut off the steam supply to the heater.
Operate the D.O. purification system as above without using trace heating and
steam preheating.
The D.O. purifier can be operated using F.O. by altering the three spectacle
pieces and changing the gravity disc.
When changing back to D.O., ensure the lines are flushed back to the F.O.
settling tank before resetting the spectacle piece on the recirculating line.
e) Stop the feed pump.

f) Shut off the water supplies.
g) Shut all valves when the pipeline contents have cooled.
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TIC
Illustration 2.8.1a Main Engine Lubricating Oil System

RS16
Cylinder
L.O. Pump
M/E Auto Back

Flushing L.O. Filter
RS1
Cyl. Oil
Service Tank
RS17
RS23
TI
TI
Camshaft
L.O.
Cooler
M/E
L.O.
Cooler
RS2
TI
RS3
RS33
RS32
RS34
RS35
RS25
RS18
RS24
TI
RS51
Camshaft L.O.
Auto Back
Flushing Filter
RS4
RS13
RS19
RS5
RS20
RS21
RS43
Bypass
Filter
To L.O.
Drain Tank
No.2
Cyl. L.O.
Storage Tank
RS44
RS22
No.1
Cyl. L.O.
Storage Tank
(20.0 m3)
RS45
(20.0 m3)
RS36
RS36
To L.O.
Drain Tank
RS14
PI
PS
PS
RS15
RS28
Key
To L.O.
Drain Tank
RS7
RS29
RS8
PI
No.1
Camshaft
L.O. Pumps
Main
Engine
B&W
5S 50MC
RS38
RS39
RS9
Lubricating Oil
No.2
C.J.C. Filter Unit

For Stuffing Box
C.J.C. Filter Unit

For Camshaft
RS10
RS11
Main L.O. Pumps

165 m3/h
M/E L.O.
Sump Tank
LAL
To L.O.
Drain Tank
PS
RS12
LAH
M/E Camshaft
L.O. Sump Tank
To L.O.
Drain Tank
Stuffing Box
Drain
Tank
Stuffing Box
Circulating
Tank
LAH
Main Engine
Scavenge
Air Box
Drain Tank
RS30
Issue: 1
To L.O.
Drain Tank
2.8 Lubricating Oil Systems Page 1
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Procedure for Operation of the Main Engine Lubricating Oil System
2.8 Lubricating Oil Systems

2.8.1 Main Engine Lubricating Oil System
The Main Engine has its own lubricating oil systems, described as follows:
There are three separate lubricating oil systems:
1. Main lubricating oil system, which supplies lubricating oil under pressure
from the sump to the crankshaft and crosshead bearings. It also supplies
cooling oil to the piston cooling spaces and turbocharger bearings.
2. Camshaft lubricating oil system, which supplies oil under pressure to the
camshaft bearings.
3. Cylinder oil system, which lubricates the cylinders and piston rings. It is a
once through system.
Main Lubricating Oil System
Main Lubricating Oil Pumps
No of sets:
Capacity:
2
165m3/h at 4.7 kg/cm2
Two vertical centrifugal pumps located aft of the main engine at engine room
floor level, supply oil through non-return valves at a rate of 165 m3/h and a
pressure of 4.7 kg/cm2. Oil is directed to all the main bearings, connecting rod
and crosshead bearings plus other internal running gear, such as the camshaft
chain drive, thrust bearing and turbocharger.
Oil from the crosshead is supplied to the cooling spaces of the piston, and
down the connecting rods to the bottom end bearings. The oil drains from the
crankcase back to the L.O. sump. One of the two pumps will normally be
running, with the other pump on stand-by, set to start in the event of the failure
of the running pump discharge pressure, or voltage failure.
The pumps discharge through a cooler where a 3-way valve controls the
temperature by directing the oil through or bypassing the cooler. The oil is then
passed through an automatic back flush filter before the oil is supplied to the
main engine. The auto-filter automatically back-flushes itself when the
pressure differential across it rises to 0.7 kg/cm2. An alarm is activated if the
differential pressure reaches 0.9 kg/cm2. A bypass filter is supplied for use
when the backflush filter is shut down for maintenance. Drains from all the
bearings are led to the main engine sump.
a) Check the level of oil in the main engine sump and top up if
necessary.
b) Supply steam to the main engine sump heating coil.
c) Ensure all pressure gauge and instrumentation valves are open.
d) Set up valves as shown in the tables below:
Camshaft Lubricating System

A separate lubricating oil system supplies lubricating oil at a rate of 98.3 l/min
and at a pressure of 3.5 kg/cm2 to the camshaft bearings and cam followers and
exhaust valve actuators.
Two horizontal gear type pumps supply the oil through a cooler and filter to
the camshaft lubricating oil supply rail. One of the two pumps will normally
be running, with the other pump on standby, which will start in the event of
running pump discharge pressure failure, or voltage failure.
Position
Description
Valve
Open
No.1 L.O. Pump Discharge Valve
RS28
Open
No.2 L.O. Pump Discharge Valve
RS29
Close
Line Drain to Sump
RS50
Open
L.O. Inlet Valve to Cooler
RS18
Open
L.O. Outlet Valve from Cooler
RS19
Open
Auto Filter Inlet Valve
RS23
Open
Auto Filter Outlet Valve
RS24
Close
Auto Filter Bypass Filter Inlet Valve
RS21
Close
Auto Filter Bypass Filter Outlet Valve
RS22
c) Set up valves as shown in the tables below:
Open
M.E. L.O. Inlet Valve
The cooler is circulated with cooling water from the central low temperature
fresh water cooling system. All oil supplied to the camshaft bearings is filtered
in a duplex filter. In addition to this a C.J.C. fine filter circulates oil in the
camshaft lubricating oil drain tank. The camshaft L.O. drains back to the
camshaft L.O. sump tank through a magnetic filter.
Preparation for the Operation of the Camshaft L.O. System
a) Check the level of oil in the camshaft drains tank and top up if
necessary.
Position
Description
Valve
e) Start one main L.O. pump.
Open
No.1 Camshaft L.O. Pump Suction Valve
RS9
f) Put the auto backflush filter on line.
Open
No.1 Camshaft L.O. Pump Discharge Valve
RS6
Open
No.2 Camshaft L.O. Pump Suction Valve
RS10
Open
No.2 Camshaft L.O. Pump Discharge Valve
RS7
Open
Fine Filter Inlet Valve
RS11
Open
Fine Filter Outlet Valve
RS12
i) Switch other pump to standby.
Open
L.O. Cooler Inlet Valve
RS4
j) Shut steam off the sump heating coil when the engine is in use.
Open
L.O. Cooler Outlet Valve
RS2
Closed
L.O. Cooler Bypass Valve
RS3
g) Lubricating oil is now being supplied to the piston cooling oil

spaces, crossheads and bearings turbocharger bearings.
h) Supply cooling water to the L.O. cooler.
Stuffing Box Drain System

d) Supply cooling water to the camshaft L.O. cooler.
Any leakage from the piston-rod stuffing box is drained to the stuffing box
drain tank. When there is sufficient quantity, the oil is transferred to the
adjacent circulating tank using the L.O. purifier or L.O. transfer pump.
Circulation is continued through the purifier until all impurities are removed.
The oil is then processed through the C.J.C. fine filter, either by circulating
back to the circulating tank or to the main engine sump.
e) Check the condition of the filters.

f) Switch the other pump to standby operation.
g) Start the fine filter circulating pump.
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Cylinder Oil System

High alkaline lubricating oil is supplied to the main engine cylinders on a once
through basis in order to lubricate the piston rings and to reduce wear and
counteract the acidity of the products of combustion.
g) Ensure that all the cylinder oil injection points are receiving equal
quantities.
Each cylinder of the engine is fitted with six oil injection pumps which pump
a measured quantity of cylinder lubricating oil on each stroke of the engine into
injection ports through the cylinder walls in order to supply oil to the running
surface of the cylinder liner. The oil is injected when the piston rings are
passing the injection ports on the compression stroke. The flow to the cylinders
is monitored by a no-flow alarm.
The oil is supplied under gravity and through filters from a daily use tank,
which is topped up daily from one of the cylinder oil storage tanks. The storage
tanks are filled from filling connections at the accommodation side-wall on
both port and starboard side.
Preparation for the Operation of the Main Engine Cylinder Lubricating
Oil System
a) Top up the cylinder oil storage tank. This can be done from the
No.1 or No.2 storage tanks using the cylinder L.O. pump.
b) Note the reading of the tank for measuring purposes.
c) Set up the valves as in the table below.
Position
Description
Valve
Closed
No.1 M.E. Cylinder Oil Storage Tank

Outlet Valve
RS37
No.1 M.E. Cylinder Oil Storage Tank

Outlet Valve
RS36
Daily Use Tank Bypass Valve

from Storage Tank
RS51
Open
Run Down Valve from Daily Use Tank
RS32
Open
Filter Inlet Valve
RS43
Open
Filter Outlet Valve
RS45
Closed
Closed
d) Ensure the daily use tank outlet filters are clean.

e) Check the consumption on a daily basis. Ensure the consumption
does not drop below the manufacturer's recommendations. False
economy will result in excessive piston ring and cylinder wear
and sticking rings.
f) Check the condition of liner and piston rings, especially during
the running-in period. If there are any signs of dryness the
consumption should be increased.
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Illustration 2.8.2a Stern Tube Lubricating Oil System
Stern Tube
Head Tank
US1
LAL
US2
US4
US3
Forward
LAL
Seal
Head
Tank
US11
N.C.
US10
Aft
Seal
Head
Tank
US7
US6
US5
P
LAL
US12
US8
PV
Aft Seal
Pump
Stern Tube
Pump
(0.5m3/h)
PV
US13
US16
N.C.
N.C.
US17
US14
N.C.
N.C.
US15
N.C.
US9
LAL
Stern Tube L.O

Sump Tank
To L.O.
Transfer and
Purifying Systems
Key
Lubrication Oil
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Forward Seal
2.8.2 Stern Tube Lubricating Oil System

The stern tube is lubricated by its own L.O. system.
The stern tube is sealed by a set of lip seals at the forward and aft end.
An aft seal L.O. circulating pump feeds the oil chamber between No.2 and
No.3 seal rings at the top of the chamber. The oil returns to the aft seal tank
from the bottom of the chamber. The head of the seal tank is sufficient to
prevent ingress of sea water. The aft seal header tank is filled from the stern
tube header tank.
The forward seal is naturally circulated through its own header tank and is
separate from the main stern tube system.
The stern tube is lubricated and sealed by oil from the stern tube header tank,
which is set at an optimum height to prevent ingress of sea water. The oil is
naturally circulated from the header tank to the bottom of the forward bearing.
The oil is free to flow from the top of the forward and aft stern tube bearings
to the header tank. The return line is permanently vented.
The header tank is filled from the stern tube L.O. tank using the stern tube
transfer pump. The header tank overflows to the stern tube via a sight glass.
The system has an L.O. sump tank where the system can be drained during
refit. This tank can give suction to the L.O. purifier or L.O. transfer pump for
purification direct or transfer to the M.E. L.O. settling tank. The purifier
discharges back to the sump tank. The L.O. tank can be topped up from the
M.E. L.O. storage tank.
Procedure for the Preparation of the Stern Tube L.O. System
Position
Description
Valve
Open
Outlet from Forward Seal Header Tank
US10
Open
Inlet to Forward Seal Header Tank
US11
Position
Description
Valve
Open
Outlet Valve from Sterntube Header Tank
US3
Closed
Drain to L.O. Sump Tank
US14
Open
Inlet to Stern Tube
US16
Open
Outlet from Stern Tube
US1
Open
Inlet to Stern Tube Header Tank
US2
Closed
Drain from Stern Tube
US17
Stern Tube
c) Start the aft seal circulating pump.

d) Check the L.O. tank level by operating the self-closing valves at
the top and bottom of the tank gauge glass. If necessary replenish
the tank by supplying L.O. from the stern tube L.O. tank via the
stern tube transfer pump.
e) Check the system for water at regular intervals.
f) Take sample for analysis from the sampling cock at regular
intervals.
The system is continuously operated, as above, both in port and at sea.
a) Ensure that all instrumentation valves are open.

b) Set valves as shown in the tables below:
Aft Seal
Position
Description
Valve
Open
Aft Seal Circulating Pump Discharge Valve
US6
Open
Aft Seal Circulating Pump Suction Valve
US5
Open
Aft Seal Circulating Pump Bypass Valve
US7
Closed
Header Tank Filling Valve
US4
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Illustration 2.8.3a Lubricating Oil Purifying System

From L.O.
Transfer Pump
SS38
SS41
A/E L.O.
Sump Tank
No.3 Auxiliary
Engine
A/E L.O.
Storage Tank
(11 m3)
QS4
QS1
M/E L.O.
Settling Tank
(13 m3)
No.1 M/E Purifier

L.O. Heater
M/E L.O.
Storage Tank
(30 m3)
SS39
TI
A/E L.O.
Sump Tank
TI
A/E Purifier
L.O. Heater
QS3
QS2
No.2 Auxiliary
Engine
SS40
TI
No.2 M/E Purifier

L.O. Heater
SS35
SS42
SS36
SS37
QS31
QS5
SS32
SS34
SS33
A.E. L.O.
Measuring
Tank
(200 Litres)
SS43
A/E L.O.
Sump Tank
SS29
No.1 Auxiliary
Engine
QS6
SS30
Main Engine
No.1 L.O.
Purifier
SS44
SS31
Main Engine
No.2 L.O.
Purifier
SS11
Auxiliary Engine
L.O.
Purifier
SS15
SS12
SS13
SS14
SS19
SS20
SS16
SS17
SS28
SS18
P
To L.O.
Transfer Pump
To L.O.
Transfer Pump
A/E L.O.
Purifier P
Feed Pump
SS21
SS22
SS8
QS20
QS22
No.1 M/E
L.O. Purifier
Feed Pump
M/E L.O.
Sump Tank
S/T L.O.
Sump Tank
(12.5m3)
(0.5m3)
QS25
QS30
QS40
QS21
SS46
QS29
A/E L.O.
Overflow Tank
SS9
Piston Rod
L.O. Tank
SS3
Camshaft
L.O. Tank
No.1
No.2 M/E
L.O. Purifier
Feed Pump
SS1
SS2
SS7
SS4
SS5
SS6
SS7
No.2
QS26
QS27
QS28
Key
Lubricating Oil
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2.8.3 Lubricating Oil Purifying System
Main. Engine L.O. System
A.E. and Auxiliary L.O. System
Main L.O. Purifiers

Capacity:
No. of sets:
Using No.2 separator and No.2 feed pump.
System Suction Valves
1000 l/h
2
Position
Description
Valve
Open
No.2 Feed Pump Suction Valve
SS6
From Camshaft L.O. tank

Aux Engine L.O. Purifier
Capacity:
300 l/h
No. of sets:
1
System Suction Valves
There are three centrifugal self-cleaning lubricating oil purifiers fitted. The two
larger purifiers can be used on the main and auxiliary engines and the auxiliary
services.
Open
The smaller one is used only for the auxiliary engines and the associated L.O.
overflow tank.
From Stern tube L.O. Sump Tank
Open
From M.E Sump
Open
The auxiliary engine sumps would normally be purified during shut down of
the engine. A purifier will normally be in use on the main engine sump while
the main engine is running. The lubricating oil purifiers are supplied by L.O.
feed pumps through a heater. The purifiers and heaters are both 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 purifiers take suction via the L.O. feed pumps and discharge to the
following systems:
Main engine system settling tank
Main engine lubricating oil sump tank
From Piston Rod Drain Tanks
Purifier No.2 Feed Pump Suction Valve

from M.E. Sump
SS5
M.E. Sump Suction Valve
SS46
Open
Drain Tank Suction Valve
QS26
Open
Circulating Tank Suction Valve
QS27
Open
Purifier Feed Pump Suction Valve
from Stern tube
QS29
Open
Purifier Feed Pump Suction Valve

from Storage and Settling Tanks
Open
Suction Valves from Storage Tank
Open
Suction Valve from Settling Tank
Stern Tube L.O. Tank Suction Valve
QS25
From Auxiliary Engines

Open
From Storage and Service Tanks

SS4

from Auxiliary Engines
SS7
or A.E. L.O. Overflow Tank

Outlet Valve
SS45
QS3 & QS31

From A.E. Sumps
QS2
Open
No.1 A.E. Sump Suction Valve
QS6
Open
QS5
Open
QS4
Purifier Valves
Open
No.2 Purifier Feed Pump

Discharge Valve
SS9
Open
SS36
Open
No.2 Purifier Heater Outlet Valve
SS39
Open
Purifier Flow Regulating Valve Outlet

to Purifier Bypass
Piston rod L.O. circulating tank

Auxiliary engine sumps
QS28
From Stern tube L.O.Tank

Open
The purifiers can be run simultaneously on different services. They can be used
for batch purification, or for continuous purification.
Tank Suction Valve
Open
To A.E L.O. Sumps

Open
No.2 Purifier Discharge Valve to A.E.
SS19
Open
Inlet to No.1 A.E. Sump
SS43
SS27
Open
SS42
SS15
Open
SS41
Stern tube L.O. sump tank
f) Open the instrument air supply to the purifier to be used.

System Discharge Valves
Camshaft L.O. tank

Preparation for Batch Operation of the Purifying System
g) Ensure the purifier brake is off and the purifier is free to rotate.
To M.E. Sump
Open
Discharge Valve to M.E. Sump
a) Transfer oil to the respective settling tank using the transfer pump
or prepare to circulate the selected tank.
To M.E. Settling Tank
b) Check and record the level of oil in all lubricating oil tanks.
Open
c) Open the self-closing test cock on the tank in use, and then close
it again when all water and sediment has drained.
SS17
Discharge Valve to M.E. Settling Tank
SS16
j) Check that the strainers are clean.
To Stern Tube
Open
h) Ensure that the correct gravity disc is fitted.

.
i) Check the purifier gearbox oil level.
Discharge Valve to Stern tube
SS18
d) All valves in the purifier system should be closed.
k) Start the purifier feed pump to be used. Oil will bypass the
purifier by means of the three-way valve.
l) Slowly open the steam supply to the heater to be used.
e) Open the valves, as shown in the table below, depending on the

system and purifier selected.
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m) Set the steam temperature control valve to the required

temperature.
Procedure to stop the purifier:

a) Press the auto-stop button on the control panel.
n) Lubricating oil will now be circulating through the heater to the

tank selected.
o) Open the domestic fresh water supply to the lubricating oil
purifiers.
The purifier will commence the shut-down sequence and then stop.
b) Apply the brake during the run-down period.
c) Shut off steam supply to the heater.
p) Open the flushing and operating water supplies to the purifier to

be used.
d) Stop the feed pump.
q) Switch on the control panel of the purifier to be used.
e) Shut off water supplies.
r) Start the purifier to be used.
f) Shut all valves.
s) When the purifier has run up to speed, press the separator control
start button.
The purifier will run through the start up sequence, including a sludge
discharge, before going on line.
The heater outlet recirculating valve should now change position and supply
lubricating oil to the purifier bowl.
Flow can be regulated using the bypass valves (SS27 for No.2 purifier and
SS26 for No.1 purifier).
t) Check that the purifier is operating correctly and that there is
adequate throughput.
u) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge.
v) Ensure the water outlet alarm is set correctly allowing only
nominal water discharge. If set incorrectly, loss of seal will result
in L.O. loss.
The purifier will now operate on a timer, discharging sludge at preset intervals.
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Illustration 2.8.4a Lubricating Oil Filling and Transfer System
A/E L.O.
Sump Tank
No.3 Auxiliary
Engine
QS4
A/E L.O.
Sump Tank
No.2 Auxiliary
Engine
M/E L.O.
Settling Tank
M/E L.O.
Storage Tank
(13 m3)
(30 m3)
QS3
QS2
QS5
QS31
A/E L.O.
Sump Tank
QS6
No.1 Auxiliary
Engine
QS9
To L.O.
Purifier
Feed Pump
To L.O.
Sludge Tank
To A/E
L.O. Purifier
Feed Pump
QS12
QS13
L.O.
Transfer Pump
(5 m3/h)
Key
Lubricating Oil
QS15
QS16
QS17
QS18
QS19
To M/E
L.O. Purifier
Feed Pump
QS24
QS23
QS22
A/E L.O.
Overflow Tank
L.O.
Drain Tank
M/E L.O.
Sump Tank
S/T L.O.
Sump Tank
(12.5m3)
(0.5m3)
Piston Rod
L.O. Tanks
To M/E
L.O. Purifier
Feed Pump
Camshaft
L.O. Tank
No.1
No.2
(5m3)
QS25
QS26
QS27
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QS28
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2.8.4 Lubricating Oil Filling and Transfer System

Lubricating oil is stored in the following main storage tanks, located in the
engine room:
M.E. L.O. Sump Tank
Piston rod drain tank
From L.O. Drain Tank
Piston rod circulating pump
Open
Pump Suction Valves from L.O. Drain tank
QS16
Camshaft L.O. tank
Open
L.O. Drain tank Suction Valve
QS23
From Auxiliary Systems
The pump discharges to:
No.1 Cylinder Oil Storage Tank
L.O. sludge tank
Open
Pump Suction Valve from Auxiliary Systems
QS18
No.2 Cylinder Oil Storage Tank
Main engine lubricating oil settling tank.
Open
Stern tube L.O. tank Suction Salve
QS25
M.E. System Oil Storage Tank System Oil Settling Tank

Auxiliary Engine Storage Tank
All outlet valves from all lubricating oil tanks are remote quick-closing valves
with a collapsible bridge, which can be pneumatically operated from the fire
control station. After being tripped from the fire control station the valves must
be reset locally. Each tank is also fitted with a self-closing test cock to test for
the presence of water and to drain any water present.
Lubricating oil is run down from these tanks to the main engine, generator
diesel engines and other machinery services. The settling tank is used to allow
the contents of the main engine to be transferred prior to being centrifuged
back to the sump or recirculated back to the settling tank.
or Piston Rod L.O. Drains Tank
! CAUTION
Extreme care must be taken when transferring or purifying lubricating oil
to ensure that main engine oil and generator diesel engine oil do not
become mixed. 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.
Preparation for the Transfer of Lubricating Oil by Transfer Pump
a) Check and record the level of oil in all lubricating oil tanks.
b) Check all tank suction and filling valves are closed.
Suction valve
QS26
or Piston Rod L.O. Circulating Tank

Suction Valve
QS27
or Camshaft L.O. Tank Suction Valve
QS28
e) Open the Discharge Valve(s) to the relevant tank:

Open
Inlet Valve to M.E. Settling Tank
QS9
Open
Inlet Valve to L.O. Sludge Tank
QS11
f) Start the L.O. transfer pump.

c) Check the suction filter is clean.
The auxiliary engines can be drained to the A.E. L.O. overflow tank for batch
purification.
Heating coils are fitted to the lubricating oil settling tanks. All storage tanks are
filled from connections on both sides of the upper deck - one for each grade of
oil.
The lubricating oil transfer pump is used to transfer lubricating oil from one
part of the ship to another. Its duties include batch transfer of lubricating oil
from the main and auxiliary engine sumps to the lubricating oil settling tanks
prior to batch purification.
g) Ensure that oil is being correctly transferred.

d) Open the suction valve(s) from the relevant source:
Position
Description
Valve
h) When the required quantity of oil has been transferred, stop the
pump and close all valves.
i) Check and record the levels in all lubricating oil tanks and record
the amount of oil transferred.
A.E. L.O. System

Open
Pump Suction Valve from A.E. System
QS19
Open

or No.2 A.E. Sump Suction Valve
or No.3 A.E. Sump Suction Valve
or A.E. Overflow Tank Suction Valves
SS43
SS42
SS41
QS15 & QS22
From M.E. Storage Tanks
The pump can take suction from:

Main engine sump
Open
Stern tube lubricating oil drain tank
Pump Suction Valves from

M.E. Storage Tank
QS19, QS31 & QS3
or Settling Tank Suction Valve
Auxiliary engine sumps
QS2
Auxiliary engine lubricating oil overflow tank
From M.E. Sump
Auxiliary engine lubricating oil storage tank
Open
Pump Suction Valves from M.E. Sump
QS24
Main engine lubricating oil settling tank
Open
M.E. Sump Suction Valve
QS24
Main engine lubricating oil storage tank

L.O. drain tank
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Illustration 2.9.1a Engine Room Bilge System

L.O
Sludge
F.O
Tank Sludge
QD104?
Tank
QD45
Aft of The
Sea Chest
QD3
QD76
QD78
QD77
Bilge
Alarm
QD104?
QD83
QD79
QD105
To Bilge Well
Bilge Water
Separator
QD80
QD84
To Sea Water
Cooling System
QD85
QD32
QD33
Port
Forward
Bilge Well
QD20
QD36
LAH
QD38
QD86
QD82
QD101
QD17
Fuel Oil
Sludge Tank
PI
QD7
To Shore Connection
of Sludge
QD34
QD30
From Fresh Water

System In Engine Room
Bilge Water
Pump
5 m3/h
PI
PI
Main Fire
Pump
160/280 m3/h
Fresh Water Tanks
Steering Gear Room
QD37
Emergency
Fire Pump
Room
QD102
QD8
QD9
Aft Peak
Tank
Bilge, Ballast
and Fire Pump
160/280 m3/h
From
Ballast
System
QD10
QD12
QD1
From Main Sea

Water Cross Pipe
To Fire Main
QD39
QD103
QD23
From Port
Forward
Bilge Well
P
QD27
QD103
From Sea
Water Cross
Connection
Main
QD28
QD21
QD25
QD26
QD2
QD22
QD91
QD16
QD41
QD18
QD14
QD15
QD19
QD6
Bilge Well
Aft
LAH
LAH
For Both Clean

and Dirty Tanks
From Dirty
Tank
Main Cooling
Sea Water
Pump
QD59
BG34
QD4
Into Into
Clean Dirty
Tank Tank
To
Clean
Well
To
Dirty
Well
Key
From Clean
Tank
BM014V
LAH
Bilge Water Tanks (Clean Tank on Port Side and Dirty on Starboard Side)
LAH
Floor Plates
LAH
For Both
Bilge Wells
Sea Water
Starboard
Forward
Bilge Well
Bilge Water
Emergency
Bilge Suction
Fresh Water
Bilge Wells (Clean Tank on Port Side and Dirty on Starboard Side)
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2.9 Bilge Systems
Bilge Water Pump
2.9.1 Engine Room Bilge System and Bilge Separator
No.of sets:
Capacity:
Procedure for the Operation of Pumping Bilges to the Holding Tank

a) Check that the strainers and strum boxes are clean.
1
5m3/h at 3.3 kg/cm2
b) Open one of the following suction valves.
Introduction
The following pumps supply the auxiliary seawater services and, if require,
can pump bilges to the bilge tank or overboard in an emergency.
A bilge water pump is supplied, which can discharge to the sludge shore
discharge line and the bilge holding tank. If necessary, the bilge holding tank
can be pumped either to the cargo residual tank or ashore when in port.
The bilge water pump will normally discharge through the bilge water
separator when at sea.
No.of sets:
Capacity:
This pump can take suction from:
1
160/280 m3/h at 110/45 mth
The bilge main system
Main Fire Pump
The sea
No.of sets:
Capacity:
1
160/280 m3/h at 110/45 mth
Clean bilge holding tank

Bilge Holding Tank
Two vertical self-priming pumps are provided with bilge suctions for
emergency use. Both pumps are equipped with a vacuum pump driven by the
main pump via a friction coupling. When pressure is detected at the discharge
of the pump, the vacuum pump drive is disconnected.
Both pumps can pump from the port bilge well using a common direct suction.
or from the following bilge main connections:
The bilge holding tank collects bilges and drains whilst in port. It is discharged
through the separator when at sea. The tank is divided into two parts - one
clean and one dirty. A pipe connects the bottom of the dirty tank to the top of
the clean bilge tank. The bilge water pump takes suction from the clean side
and the sludge pump takes water from the dirty side.
Starboard forward bilge well
Maker:
Type:
Bilge centre
Bilge well aft port
Bilge aft well

Clean bilge tank
When oil is detected in the separator, it is automatically discharged to the

sludge tank by means of a solenoid valve. A heater in the upper part of the
separator assists separation.
Both pumps also take suction from the sea.

Both pumps discharge through a common overboard on the port side.
! CAUTION
The overboard discharge is not to be used for discharging bilges unless
under emergency conditions.
Both pumps discharge to the fire and foam system and also to the aft peak tank.
Port forward bilge well
QD21
Starboard forward bilge well
QD22
Bilge centre
QD59
Bilge well aft port.
QD14
Bilge well aft starboard
QD15
Bilge aft well.
QD4
Clean bilge tank.
QD91
c) Open the bilge water pump suction valve from the bilge main
QD9.
d) Open the bilge water pump discharge QD17.
e) Open the bilge water pump discharge to the holding tank QD18.
The pump can be primed by temporarily opening the pump sea suction valves
QD10 and QD12.
Blohm & Voss

Turbulo
The Turbulo separator is designed as a gravity separator, where oil is separated

in two stages, using the specific gravity characteristics of the oil and water.
Bilge water is drawn into the first stage, where preliminary de-oiling takes
place. A coalescer provides treatment in the second stage.
Bilge well aft starboard
Valve
f) Start the bilge water pump.
Oily Water Separator
Port forward bilge well
Description
g) Before the bilge well in use loses suction, open the valve on
another well and close the one in use.
Bilge pumping should be monitored constantly, as running dry will damage the
pump.
h) When all wells are dry, stop the pump and close all valves.
If the outlet from the separator contains an excessive oil content, it is recirculated back to the bilge holding tank by means of the automatic three-way valve.
High level alarms are fitted in each bilge well.
! CAUTION
The O.W.S is designed to separate oil from water not water from oil. i.e. if
the discharge from the O.W.S. contains excessive amounts of oil it will
render the equipment useless and result in unnecessary maintenance.
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Illustration 2.9.3a Bosun Store and Chain Locker Bilge System
Port Hawse
Pipe
Port Chain Locker

JX35
Forward Deck
JX31
JX72
JX37
JX29
JX25
JX28
Bosuns Store
Under Forward Deck
From
Main Deck
Fire Main
JX27
JX26
JX24
JX30
JX38
JX34
To Bow
Thruster
Room
JX36
Starboard
Chain Locker
Forward Deck
JX71
Starboard
Hawse
pipe
JX31
Key
Deck Fire Water
JX32
Bilge
Bow Thruster
Room Bilge
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Procedure for the Operation of Discharging the Clean Bilge Tank

through the O.W.S
a) Open the following valves.
Description
In Port or Coastal Waters
2.9.2 Pump Room Bilge System
Any bilges which require pumping, when in port should only be pumped to the
bilge holding tank using the engine room bilge transfer pump. The contents of
the bilge holding tank can then be processed when the vessel is in open water.
A bilge eductor driven by sea water from the fire main is used to drain the
ballast pump room bilges. There are two suctions Those being the port and
starboard pump room bilge suctions. The two pumproom bilge suctions are
normally open, in case flooding of the pump room makes the valves inaccessible.
Valve
At Sea
Inlet Valve to O.W.S. from:

Bilge Holding Tank
QD91
Bilge water pump suction
QD8
Discharge valve from O.W.S. pump
QD77
Overboard Discharge
QD3
The engine room bilges and the contents of the bilge holding tank should only
be pumped overboard through the oily water separator system. Any oil will
then be separated out and discharged to the oily bilge tank and the clean water
will be discharged overboard if it is clean enough. If it is contaminated with
oil, it will be diverted automatically back to the bilge holding tank.
High level alarms are fitted port and starboard.

The bilges are normally pumped to the port slop tank.
Procedure for Draining the Pump Room Bilges using the Bilge Eductor
Position
Valve Description
Valve
Normally Open
Port Bilge Suction
AD42
Normally Open
Starboard Bilge Suction
AD41
Open
Discharge to Port Slop Tank
AD45
.
Pumping sea water through the O.W.S. and then changing the suction to the
bilge holding tank can check the operation.
Open
Eductor Sea Water Inlet
AD60 & AD37
The clean exit water will be discharged overboard. Oil contamination of 15

ppm or over will sound an alarm and automatically recirculate the discharge
back to the holding tank, through the 3-way valve QD76, until the water is
clean enough to discharge overboard. Any oil collected at the top of the O.W.S.
will be discharged to the sludge tank.
2.9.3 Bosun Store and Chain Locker Bilge System
b) Supply power to the O.W.S.

c) Check the oil content monitor by passing fresh water through the
sensor.
d) Check the reading and shut off the fresh water supply.
Close AD60 followed by all other valves when suction is lost.
Three bilge eductors each with a capacity of 8m3/h and driven by sea water
from the fire main, are provided for the drainage of the bosuns store, chain
lockers and thruster room. Each suction point is equipped with a suction filter
and non-return valve.
e) After completion, stop the pump and close all valves.
High level alarms are fitted in the bosun's store and thruster room.
Any oil/water remaining can be discharged by the bilge pump to the sludge
discharge line by opening valve QD7. It can be pumped ashore or to the cargo
residual tank by means of a portable hose.
Procedure for the Operation of the Forward Bilge Systems

a) Ensure that the suction strainers are clean and the cover joint is
correctly fitted.
Main Cooling Sea Water Pump

The No.1 main cooling water pump can also pump out the bilge via the
emergency bilge suction valve, which is connected directly to the pump
suction.
b) Start the fire bilge and ballast pump and pressurise the fire main.
WARNING
Before any bilges are pumped directly overboard, it must first be ensured
that no local or international anti-pollution regulations will be
contravened except where safety of the ship or personnel is involved.
d) Open the appropriate eductor suction valves.
c) Open the appropriate overboard discharge valve.
e) Open the appropriate eductor seawater supply valve.

f) On completion, close all the above valves.
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Illustration 2.10.1a Starting Air System.

Funnel Top
Upper Deck
RK7
AE062
To Scupper
To Control
Air System
AE061
Engine Room
Pump Room
RK112
RK9
RK112
S
RK35
Main
Engine
B&W
5S 50MC
RK88
RK87
S
RK60
Key
RK100
PI
Air
PS
LT Cooling Water
No.1
Starting
Air
Receiver
RK61
RK99
RK106
RK103
RK105
RK104
RK102
RK99
No.2
Starting
Air
Receiver
RK63
PI
RK59
PS
Safe
Telephone
Alarm
CO2 Alarm
Horn In P/R
Safe Tel.
Alarm For P/R
RK62
RK64
Control Air
Dryer
No.1 Auxiliary
Engine
RK13
RK53
RK52
RK49
PI
RK108
No.2 Auxiliary
Engine
RK107
PS
RK51 For Low
P. Alarm
RK14
To
Scupper
To Scupper
RK45
RK97
RK47
RK48
RK97
RK47
PS PS PS
RK110
RK11
RK116
To General Service
and Control Air
No.3 Auxiliary
Engine
RK15
RK2
RK3
RK12
RK1
PI
RK114
RK113
Oil/Water
Separator
Auxiliary
Engine
Air
Reservoir
No.2
Main
Air Comp.
400m3/h
RK6
To Scupper
Emergency
Air
Compressor
4.3 m3/h
RK115
To Scupper
No.1
Main
Air Comp.
400m3/h
To Scupper
No.3
Main
Air Comp.
400m3/h
RK5
To Scupper
RK4
To Scupper
QB14
QB12
QB10
QB13
QB11
QB9
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Procedure for the Operation of the Main Starting Air System
2.10 Air Systems
a) Ensure all pressure gauge and instrumentation valves are open.
2.10.1 Starting Air System
b) Check the oil level in the compressors.

c) Check the sump for water.
3
2-Stage F.W. Cooled Piston Type
105 m3/h at a pressure of 30 kg/cm2.
Emergency Air Compressor

No of sets:
Type:
Capacity:
1
2-Stage Air Cooled Piston Type
The starting air system is supplied by three main starting air compressors,
which supply the two main air reservoirs. The compressed air is used to start
the main engine and the three auxiliary generator engines.
One emergency compressor supplies the auxiliary engine starting air reservoir.
This compressor is supplied from the emergency switchboard and is used to
supply the auxiliary air reservoir in an emergency. Starting air to the auxiliary
engines is reduced to 9 kg/cm2.
The air reservoirs are supplied through an oil/water separator situated on the
discharge from the compressors. Each compressor has an automatic drain on
the high-pressure discharge, which opens when the compressor stops and
closes shortly after the compressor runs up to speed. This allows the
compressor to start and stop off load. The compressors are started and stopped
by pressure switches situated on the inlet line to the main reservoirs.
Starting air is supplied from the reservoirs to the main engine. The reservoirs
supply air to all three auxiliary engines using a separate pipeline where the
pressure is reduced to 9 kg/cm2 by one of a pair of reducing valves.
The main reservoirs normally supply the auxiliary engine starting air reservoir
and the auxiliary engines direct.
The main compressors are cooled by the low temperature cooling water
system. Switches at the local starter panel enable the compressors to be
manually started and stopped. When in remote operation, they can be arranged
for automatic operation from the control room.
The control air system is supplied from the starting air system through one of
two reducing valves and an air drier.
The start air system also supplies the quick-closing valve air reservoir. The
system can also be crossed over to the general service system.
Emergency start air compressor and auxiliary engine reservoir in use.

All Valves Closed
Main Air Compressors

No of sets:
Type:
Capacity:
Procedure for the Operation of the Emergency Starting Air System
Position
Description
d) Only one reservoir should be in use at a time. The other reservoir

is isolated, in order to maintain a reserve, should a pressure loss
occur in the system.
Open
Emergency Compressor Discharge Valve
Open
A/E Starting Air Reservoir Inlet Valve
RK114
e) Set up valves as shown in the tables below.
Open
A/E Starting Air Reservoir Outlet Valve
RK113
Open
Inlet to A/E Supply Reducing Valve No.1
Open
Outlet from A/E Supply Reducing Valve No.1
Open
Inlet Valves to all Three Auxiliary Engines
Nos.1, 2 and 3 Start Air Compressors Ready for Use and No.1 Start Air
Reservoir in Use
All valves are considered closed.
Position
Description
Valve
Open
No.1 Compressor Discharge Valve
RK3
Open
RK2
Open
RK1
Open
No.1 Reservoir Inlet Valve
RK105
Open
No.1 Reservoir Outlet Valve to M.E. Starting Air
RK100
Open
No.1 Reservoir Outlet Valve to Control Air System
RK106
Open
No.1 Reservoir Outlet Valve to Aux Air Reservoir
RK102
Open
Supply to Auxiliary Engines
RK10
Open
Supply to Auxiliary Air Reservoir
RK11
Open
Inlet to Auxiliary Air Reservoir
RK114
Open
Inlet Valves to all Three Auxiliary Engines
RK13, 14, 15
Open
Inlet to Control Air Supply Reducing Valve
RK45
Valve
RK12
RK13, 14, 15
f) Ensure that cooling water is supplied from the low temperature

cooling water system.
g) Set one air compressor to auto. The compressor will start and stop
as required, controlled by pressure switches mounted on the inlet
line to the reservoirs.
h) Drain any liquid from the reservoirs and oil separator.
i) Check the operation of the automatic drain traps.
j) Set the other main air compressors to standby.
Under normal operation conditions, only one reservoir would be in use.
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Illustration 2.10.2a General Service Air System.

Workshop
G.S.
Air
Comp.
300m3/h
RK22
RK70
RK21
RK71
Upper Plat. (S)
To Deck
Compressed Air System
To Bilge
RK24
Boiler Room
RK72
To Top
Of Funnel
El. Workshop
RK73
RK35
G.S.
Air
Comp.
300m3/h
RK65
Exh. Boiler
RK20
RK74
Sewage Treatment
Unit Room
RK19
To
Main Engine
To Bilge
RK23
RK75
F.O. Unit Room
RK66
RK76
A.E. Room
RK121
RK77
PI
A.E. Room
RK67
To Boiler
Burner Atomising
RK78
Main
A.C. Side
RK118
RK119
RK79
G.S.
Air
Reservoir
RK120
From Air
Start System
RK80
RK86
RK81
PS
RK33
Hyd.Power
Pack Station
M/E Turbocharge
Side
PS
RK29
To Bilge
RK19
RK65
RK34
Air
Dryer
RK36
RK37
Separator Room
RK82
RK38
Floor (P)
RK83
Near Emergency
Sea Chest
RK43
Near Sea
Chest (Port)
Near Sea
Chest (Port)
PI
RK55
RK56
RK58
Floor (S)
RK68
RK84
Floor (A)
RK85
Self Priming Device
For Em'cy Suction
RK39
RK133
F.W.
Hydrophore
Tank
RK40
RK41
RK42
RK57
Key
Near Sea
Chest (Starboard)
Air
Engine
Room
Pump
Room
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Procedure for Preparing the General Service Air System for Operation
2.10.2 General Service Air System

Working Air Compressor
No of sets:
Type:
Capacity:
b) Check the oil level in the compressors.
2
2-Stage Air Cooled Screw Type
The general service air system is supplied by two air-cooled screw type air
compressors which supply air at a rate of 150 m3/h at a pressure of 7 kg/cm2.
c) Check the sumps for water.

d) Set up valves as shown in the tables below.
All valves are closed
They discharge to a separate air reservoir. The compressor is controlled by the

pressure in the reservoir - loading and unloading as required. The air is
supplied to the general service system through an absorption type air drier.
Most services are supplied at 7 kg/cm2 with further services supplied at 4
kg/cm2 through a reducing valve. The services are supplied in groups with a
master shut-off valve for each group.
The general service system can be supplied from the start air system, through
reducing valves.
The system supplies the following services:
Control air system in an emergency
Boiler air atomisation
Accommodation services
Deck services
Engine room services
Pump room services
Position
Description
Valve
Open
No.1 Working Air Compressor Discharge Valve
RK24
Open
No.2 Working Air Compressor Discharge Valve
RK23
Open
Inlet to Working Air Reservoir
RK118
Open
Outlet from Working Air Reservoir
RK119
Open
Master Valve to G.S. system
RK28
Open
Inlet Valve to Air Drier
RK36
Open
Outlet Valve from Air Drier
RK37
Open
7 kg/cm2 services as required
Open
Inlet Valve to 4 kg/cm2 Reducing Valve
RK40
Open
Outlet Valve from 4 kg/cm2 Reducing Valve
RK42
Open
4 kg/cm2 Services as Required
e) Start the working air compressors, ensuring the loading and

unloading system operates correctly.
Boiler atomising air

Hydrophore unit
f) Check that the system drain traps are operational.
Incinerator
Pump room telephone alarms
CO2 and fire alarms
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Illustration 2.10.3a Control Air System
AC
DPT
Burner Unit
For Boiler
TS
Converting
Unit
To IGS &
Vapour Control System
Pneum.
Control Unit
To Q.C.V.
Control System
Vapour
Control Box
Ship Control
Center
A Deck
PDC
QK21
Oil Mist Detection

For Main Engine
A Deck
UPTK
UPTK
S.W. Heater For

Tank Cleaning
QK32
QK11
PI
QK3
QK22
QK9
QK33
TS
QK12
PI
QK34
From
Control Room
Control Valve For

Boiler Feed Water
TI
M/E L.O. Temperature

Control Valve
PI TI
TC
QK4
PI
L.O.
Cooler
M/E L.O.
Auto Filter
QK7
QK5
Cam. L.O.
Filter
F.O.
Booster
Unit
Main
Engine
B&W
5S 50MC
QK6
QK10
Atmospheric
Condenser
QK1
From Comp.
Air For E/R
QK8
Key
QK31
L.T.F.W.
Cooling
Temp.Control
Valve
QK13
QK15
QK16
QK17
QK18
QK19
H.T. Cooling Water
QK20
Air
Dom. F.W.
Lub. Oil
ED
H.T. F. W.
Cooling
Temp.
Control Valve
QK14
P
P
Bilge
Separator
Fuel Oil
L.T. Cooling Water
No.2
Centre
Cooler
No.1
Centre
Cooler
No.1
L.O. Purifier
No.2
L.O. Purifier
C.O. Purifier
For A/E
No.1
F.O. Purifier
No.2
F.O. Purifier
D.O.
Purifier
Saturated Steam
Condensate
Marine Diesel Oil
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2.10.3 Control Air System

The control air system is supplied from the start air system at a pressure of
7kg/cm2 through one of two reducing valves. The control air is processed
through a refrigerant type air dryer and associated filters before supplying the
following control air services:
Oil discharge monitoring equipment
Inert gas control air
Remote sounding system
Main engine safety air system
Main engine control air system
Main engine auto back-flushing L.O. filters
Main engine auto back-flushing F.O. filters
Auxiliary engine control systems
Boiler control systems
Purifier control systems
Auxiliary systems pressure and temperature controllers
Procedure for Preparing the Control Air System for Operation
b) Set up the valves as shown in the tables below.
All valves closed.
The start air system is in full operation.
Position
Description
Valve
Open
Inlet Valve to Control Air Reducing Valve
RK45
Open
Outlet Valve from Control Air Reducing Valve RK47
Open
Inlet Valve to Air Dryer
RK52
Open
Outlet Valve from Air Dryer
RK53
c) Open the individual inlets to all pressure, temperature and control

systems.
d) Blow down the inlets to the control systems on a regular basis to
check the efficiency of the air dryer.
(Note ! Where duplicated reducing valves are provided, they should be
alternated on a regular basis.)
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Illustration 2.11a Steering Gear

No.2 Cylinder.
No.1 Cylinder.
Valve B
Limit Switches For

Rudder Angle Limiter
Valve A
No.4 Cylinder.
No.3 Cylinder.
Valve C
Valve D
Isolating Valve
Block IV-1
Isolating Valve
Block IV-2
Key
Pressure Lines
PI
PI
PI
PI
Return Lines
Electrical Signal
Unloading
Device
Unloading
Device
Filter
Filter
Deck
LAL
LAL
TI
TI
LALL
No.1 Power Unit
No.2 Power Unit

LALL
Steering Gear
Hyd. Oil
Storage Tank
(1215 Litres)
N.C
N.C
Filter
N.C
Hand
Pump
System Test
Valves
M
xxxx
XS
Hand
Pump
N.C
System Test
Valves
XA
A02
XS
XA
A01
xxxx
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2.11 Steering Gear
Procedure to Put the Steering Gear into Operation.
Operation
Description
The system valves are assumed set for normal operation.
If failure of one of the systems occurs, the ship's speed should be reduced, as
only 50% of the torque for the steering gear operation is available.
Maker:
Type:
a) Check the level and condition of the oil in the tanks and refill with
the correct grade as required.
Kawasaki-Wuhan
FE21-064-T050
The steering gear consists of four hydraulic rams driven by two electrically
driven pumps. The pumps are of the variable displacement axial piston type
and are contained in their own individual oil tanks.
b) Check that the pin in the control lever is correctly fitted.
The steering gear is capable of operating as two totally isolated steering

systems.
d) Start the selected electro-hydraulic pump unit.
Failure sequence with one pump running

If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
following sequence will take place:
c) Ensure the rudder is in the mid position.

1. If the oil level in No.1 oil tank goes down to the LOW position
audible and visual alarms are given on the navigating bridge and
in the machinery space.
e) Carry out pre-departure tests.

Each pump unit is capable of putting the rudder through the working angle in
the specified time. The second pump unit can be connected at any time by
starting the motor.
2. No.1 isolating valve (IV - 1) is energised and the hydraulic system

associated with No.2 pump is isolated.
f) Check for any leakage and rectify.

g) Check for abnormal noise.
The steering gear is provided with an automatic isolation system. Both

hydraulic systems are interconnected by means of electrically operated
isolating valves that in normal operation allow both systems together to
produce the torque necessary for moving the rudder. In the event of failure that
results in a loss of hydraulic fluid from one of the systems, the float switches
in the expansion tank are actuated. This gives a signal to the isolation system,
which automatically divides the steering gear into two individual systems. The
defective system is isolated, whilst the intact system remains fully operational,
so that steering capability is maintained at reduced speed with 50% of the
rudder torque.
The steering gear is remotely controlled by the auto-pilot control or by hand
steering from the wheelhouse. 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.
The variable-flow pumps are operated by a control lever, which activates the
tilting lever of the pump cylinder. This causes 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 unit is supplied with electric power from the emergency
switchboard and the other pump unit from the main switchboard.
3. If the oil level goes down to LOW-LOW position:No.1 isolating

valve (IV-1) is de-energised and No.1 pump is automatically
stopped; No.2 isolating valve (IV-2) is energised and No.2 pump
is automatically started. The hydraulic system associated with
No.1 pump is isolated. Steering is now carried out by No.2 pump
and its two related cylinders (No.3 & No.4).
h) Check operating pressures.

Automatic Isolation System
Description
This steering gear is so arranged that in the event of a loss of hydraulic fluid
from one system, the loss can be detected and the defective system automatically isolated within 45 seconds. This allows the other actuating system to
remain fully operational with 50% torque available.
4. If the oil loss occurs in No.2 tank, steering continues to be carried

out by No.1 pump and its two related cylinders (No.1 &. No.2)
with 50% torque.
If No.2 pump is running and No.1 pump is stopped, No.1 and No.2 pumps and
No.1 and No.2 isolating valves are reversed in the above sequence.
Construction
Failure sequence with both pumps running.
This system consists of the following equipment:
2 - Isolating valves
2 - Level switches with LOW & LOW-LOW level positions
If the oil level in No.1 or No.2 oil tank goes down to the LOW-LOW level,
the associated isolating valve will operate and the respective pump will be
automatically stopped.
2 - Oil tanks having a chamber for level switches and system test
valves
System testing
Electric control panel for automatic isolation system
The float chamber can be isolated and drained to test the system operation.
This should be carried out as part of the pre-departure checks.
Alarm panel for automatic isolation system
Under normal circumstances, all four cylinders will be in use, with one pump
unit running and the second pump unit ready to start automatically. When
manoeuvring or steaming in confined waters, it is compulsory that both pump
units are running, in order to get the IMO recommended tiller movement of 35
on one side to 30 the other side within 28 seconds (with one pump in 56
seconds).
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Illustration 2.11b Emergency Steering
Control Panel for Steering Gear Servo - Motors
Control Valve Block showing Bypass Buttons
Push in and lock this Button
Buttons to move Steering Gear either Port or Starboard
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Emergency Steering
Emergency Steering Drill
If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the trick wheel in the steering gear room.
Emergency steering drill should be carried out at least once every three months
when traffic and navigational restrictions permit.
Description
The steering gear consists of a tiller, turned by a four cylinder hydraulic
system, that in turn is driven by two electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems.
It is to consist of the direct operation of the main steering gear by using the
manual control within the steering flat. This operation is to be directed from
the navigation bridge. After each drill, details and the date it was carried out
are to be entered in the Official Log Book and Particulars and Records Book.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
Procedure for Operation of Steering Gear on Loss of Remote Bridge
Control
a) On loss of steering gear control from the bridge, establish communication with the bridge via the telephone system. A telephone is located
on the steering gear compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
See Illustration 2.11b
b) Turn local/remote control switch to local control.
This switch is on the No Follow Up panel on the starboard side of the
steering gear room.
c) Operate the push buttons Port or Starboard to turn the steering
gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Push in the button A and screw lock in place.
c) The tiller can be moved in accordance with the steering command
from the bridge by turning the torque motor shaft knob.
The pumps and associated equipment are operated as normal.
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Illustration 2.12.1a Diesel Generator - General Arrangement
Engine Speed
Engine Speed
TACH
TACH
ENGINE INSTRUMENT PANEL

L.O.Engine
Pressure Speed
Engine Speed
L.O. Temperature
Engine
Speed
TACH
TACH
D.C. Voltmeter
TACH
C.W.
Temperature
Hours
Engine Speed
Engine Speed
Crank
Manual
Start
Idle
Run
TACH
Circuit Breaker
Push to Reset
Start
Run
Off
TACH
Engine
Type:
Maker:
7L23/30H
Holeby - Man - B&W.
Alternator
Maker:
Type:
Capacity:
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Hyundai
HFJ6 566 208
1137.5kVA
2.12 Electrical Power Generators Page 1
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2.12 Electrical Power Generators
The engine can also be started locally by operating the emergency start valve.
Fuel System
2.12.1 Diesel Generators
An on line air lubricator is fitted to lubricate the start air motor.
The engine fuel supply rail is supplied by diesel oil or fuel oil from the engine
driven fuel oil feed pump. 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.
Maker:
Type:
No.of sets:
No.of cylinders:
Bore:
Stroke:
Holeby-Man-B&W
7L23/30H
3
7
225 mm
300 mm
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.
Cooling Water System
With the engine stopped, fuel will circulate along the fuel supply rail and back
to the vent / return pipe The engine supply rail will thus be kept hot and ready
for use when it is being operated on fuel oil.
Alternator
Maker:
Type:
Capacity:
Hyundai
HFJ6 566 208
1137.5 kVA
Introduction
Three identical diesel generators, operating in the medium speed range, supply
electrical power for the ship.
The engines are six cylinder, turbocharged, uni-directional, four stroke, trunk
in line engines, and are normally powered by heavy fuel oil. They can also be
supplied with diesel oil, which is used for flushing through, prior to shutting
down for maintenance.
One diesel generator is used during normal sea going conditions. Two
generators are required during:
Manoeuvring
Tank cleaning operations
Cargo discharge
Starting Air System
The engine is started by means of an air driven starter motor. When the start
valve is opened by the remote controlled solenoid, air is supplied to the air start
motor. The air supply activates a piston, causing the pinion to engage with the
gear rim on the flywheel. When the pinion is fully engaged pilot air opens the
main air valve, which supplies air to the air start motor, causing the engine to
turn.
When the revolutions exceed about 110 rpm, if conditions are normal and
firing has taken place, the start valve is closed and the pinion piston and main
air valve are vented. A return spring disengages the pinion from the flywheel
and the air motor stops.
All cooling water requirements for the generator engines are provided by water
from the central low temperature fresh water cooling system.
The air cooler and L.O. cooler are supplied from the system after the fresh
water cooling pumps. The system serves the air cooler and lubricating oil
cooler in parallel and the generator air cooler in series with the L.O. cooler.
The discharge of the fuel feed pump passes through a duplex fuel oil filter.
Both filters are normally in use, only shutting one off for maintenance. Turning
the top handle two turns cleans the filters. Any sediment can be drained off.
Excess fuel not needed by the injection pumps is passed through the overflow
pipe and delivered into the manifold, which returns it to the system. This
principle ensures that:
The cooling water is supplied automatically on start up.

The jacket cooler is supplied from the system immediately before the
circulating pump suction. An engine driven pump circulates the jacket spaces
and cylinder heads. The engine is kept warm when on standby by circulating
the jacket water through a preheater.
The engine driven jacket (high temperature) cooling water pump, discharges
through the engine jacket and cylinder head cooling water spaces and then to
a thermostatically operated valve. If the temperature of the cooling water
leaving the engine is below the normal operating temperature, the thermostat
will direct the cooling water back to the pump suction. When the cooling water
outlet temperature reaches operating temperature, the thermostat will begin to
direct the water to the central fresh water cooling system and the pump will
partly take its suction from the central fresh water cooling system, thus
maintaining a constant temperature.
When an engine is on standby or prepared for operation, its jacket cooling
water is heated by a thermostatically controlled preheater. An electrically
driven circulating water pump is used in conjunction with the heater. The pump
discharges into the jacket cooling water pump discharge line through a non
return valve and the through the engine cooling water spaces, back to the
preheater pump suction via the normal cooling water return line. Non-return
valves fitted to the system mean that the engine driven pump will take over
from the preheating pump automatically, without the need to open or close
valves when the engine starts and the preheating pump will similarly take over
from the engine driven pump when the engine stops.
1. There is always an adequately large amount of pressurised fuel

available.
2. The heated fuel can be circulated for warming up the piping
system and the injection pumps prior to engine starting.
3. The necessary fuel oil temperature can be better maintained.
Lubricating Oil System
All running gear of the engine is force lubricated by the engine driven gear
type pump. The pistons are also supplied by oil as a cooling medium. A prelubrication pump is also fitted to supply oil to the bearings and other running
gear before the engine starts, this reduces wear on the engine in the period
between the engine starting and the engine driven pump building up
lubricating oil pressure. The pre-lubrication pump will be running continuously while the engine is on automatic standby.
The engine driven pump and the electrically driven pre-lubrication pump both
take suction from the engine sump, and discharge through a cooler and duplex
filter to the engine oil supply rail. A control valve on the pump discharge,
which relieves any excess pressure back to the sump, controls the 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 is
supplied from the main circuit via an orifice.
The cooler is a plate heat exchanger, with the oil circulating through the flow
channels and water from the central fresh water cooling system circulating
through the parallel channels in a counter current design.
During starting a pneumatic cylinder operates a stop arm to limit the fuelregulating shaft.
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The main L.O. filter is supplemented by a bypass centrifugal filter mounted at

the engine base frame. During operation a part of the lubrication oil supplied
from the engine driven L.O. pump enters the centrifugal filter and returns to
the oil sump in the base frame.
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
distilled water if necessary.
Procedure to Start a Diesel Generator Engine

a) From the local control panel start the engine and allow it to run on
idle speed.
n) Vent the generator engine jacket water preheater.

The filter is driven by the oil supply. The filter relies on centrifugal force and
can remove high-density sub micron particles.
o) Switch the generator engine jacket water preheater on.
Procedure to Prepare a Diesel Generator for Starting
p) Raise the engine temperature to about 60C.
b) Make a thorough check of the engine to ensure that there are no

leaks and the engine is running smoothly and firing on all
cylinders.
c) Switch the engine over to normal operating speed.
a) Set up the fuel oil service system as described in section 2.6.2.

b) Set up the low temperature cooling water system as in section
2.5.2.
c) Check the level of oil in the sump and top up as necessary with
the correct grade of oil.
q) Open the vent on the cooling water outlet line on the generator air
cooler, and close it again when all air has been expelled.
d) Check the L.O. pressures and temperatures.
r) Disengage the turning gear and lock in the OUT position.
e) Check the pressure drop across the filters.
If maintenance work has been carried out on the engine, start the engine as
below prior to switching the engine to automatic operation.
f) Check the F.O. pressure and temperature.

g) Connect to the switchboard.
d) Prime the fuel oil system.
s) Check that all fuel pump indexes are at index 0, when the
regulating shaft is in the stop position.
e) Switch the generator engine pre-lubricating oil pump to automatic

operation and check that the lubricating oil pressure builds up.
The engine should be pre-lubricated at least 2 minutes prior to
start.
t) Check that all fuel pumps can be pressed by hand to full index and
return to 0 when the hand is removed.
u) Check the spring loaded pull rod operates correctly.
i) Ensure that the engine temperatures and pressures remain within

normal limits as the load is applied to the engine and the engine
heats up.
v) 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.
j) Check the exhaust gas temperatures for deviation from normal.
f) Check the pressure before and after the filters.

g) Check the governor oil level.
h) Ensure that the thermostatically operated valves on the cooling

water systems operate correctly as the cooling water temperature
increases.
h) Check the oil level in the air start motor on line lubricator.
k) Check the exhaust gas for smoke.

w) Switch the engine to automatic operation.
i) Turn the engine at least one complete revolution using the turning
gear with the cylinder indicator cocks open, or purge the cylinders
by inducing a start procedure.
l) Keep the charge air pressure and temperature under control.

Procedure to Stop a Diesel Generator Engine
j) Close the cylinder indicator cocks.
a) Before stopping, run the engine at reduced load or idle speed for
5 minutes for cooling down purposes.
k) Open the suction and discharge valves of the generator engine

jacket water preheating pump.
b) Actuate the remote stop device.
l) Vent the jacket cooling water space.

m) Start the generator engine jacket water preheating pump.
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Illustration 2.12.2a Emergency Diesel Generator - General Arrangement
EMERGENCY DIESEL GENERATOR
50
60
40
70
30
80
20
90
100
10
Engine
Type:
Maker:
612 DSGJ
Valmet
Output:
142 kW @ 1,800 rpm
Alternator
Maker:
Type:
Capacity:
Newage Stamford
UCM 274F1
156 kVA
1 5 0 0 3 7 8
L.O. Pressure
Water Temperature
RPM
Local
Stop
Emg'cy
L.O Press
Alarm
F.W. Temp.
Alarm
F.W. Level
Alarm
Over
Speed
Auto Stop
Lub Oil
Temp.
Alarm
Fuel
Leakage
Alarm
Power
On
Start
Failure
Lamp
Test
Start
Reset
Alarm
L.O. Temperature
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Procedure to Prepare the Emergency Diesel Engine for Automatic
Starting
2.12.2 Emergency Diesel Generator

Introduction
Engine
Maker:
Model:
Output:
Alternator
Maker:
Model:
Output:
a) Ensure that the engine is switched to local control.

Valmet 6 Cylinder
612 DSGJ
142 kW at a continuous speed of 1,800rpm.
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil.
c) Check the level of water in the radiator and top up as necessary
with clean distilled water.
Newage-Stamford
UCM274F1
156 kVA
d) Check the level of diesel oil in the emergency generator diesel oil
service tank and top up as required.
The emergency diesel generator is a self-contained diesel engine located on the

port side of the boat deck.
The generator set will start automatically on power failure of the main diesel
generators and couple to the emergency switchboard automatically to maintain
supplies to essential services. The generator set will also be used to get the ship
under power from 'dead ship' condition. It will enable power to be supplied to
essential services selectively without the need for external services such as
starting air, fuel oil supply and cooling water.
e) Switch the cooling water heater on. (Normally on when engine is

stopped).
f) Open the fuel oil supply to the diesel engine. (Normally open
when engine is stopped).
g) Turn the switch to remote operation, and then set the engine for
automatic standby operation
The engine is an in-line 6 cylinder turbocharged engine with a self-contained

cooling water system. The cooling water is radiator cooled and circulated by
an engine driven pump. A thermostat maintains a water outlet temperature of
82 to 93C. Air is drawn across the radiator by an engine driven fan.
Procedure to Manually Start the Emergency Diesel Engine (using the

electric starter)
a) Ensure that the engine is switched to local control.
e) Turn the idle/run toggle switch on the local panel to run.
f) Turn the crank and start/run/off toggle switches to crank and
'start/run' simultaneously. Release the crank toggle switch when
the engine has fired.
g) Check that the engine is firing smoothly.
h) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities.
i) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further.
The cooling water is circulated by an engine driven pump, which also supplies
cooling water to the lubricating oil cooler. An electric heater is fitted to keep
the cooling water at 40 to 50C when the engine is on automatic standby.
j) If required, load the engine, otherwise allow it to run idle or stop

it.
The engine running gear is force lubricated, an engine driven gear pump
drawing oil from the integral sump and pumping it through the cooler and then
through a filter before being supplied to the lubricating oil rail.
k) When the engine has stopped, check that the heater switches on,
turn the switch to remote operation and then restore the engine to
automatic standby.
The engine is normally started by means of an electric starter motor, power to

the motor being supplied by batteries, which are on constant charge while the
ship is in service. A hydraulic starter is also fitted, hydraulic power being
manually generated by a hand pump. An accumulator is charged by a hand
pump, which drives a hydraulic motor on the flywheel when the stored energy
is released.
This system can be utilised when starting the engine from the dead ship
condition. The engine can be manually started locally using either the electric
or hydraulic starter motor, but when switched to automatic operation, only the
electric starter motor is utilised.
The engine should be started once per 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 to or below the 24 hour operation level.
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Procedure to Manually Start the Emergency Diesel Engine (using the

hydraulic starter)
p) When the engine has stopped, switch the heater on, turn the
switch to remote operation. Restore the engine to automatic
standby.
a) Switch the engine to local control.

q) Should the engine fail to start, repeat steps h) to k).
e) Switch the cooling water heater on. (Normally on when engine is
stopped).
f) Open the fuel oil supply to the diesel engine. (Normally open
when engine is stopped).
Procedure for Stopping the Engine after Running on Load

a) Shed load from engine.
b) Allow engine to idle for 5 minutes before shutting down to allow
the cooling water and lubricating oil to carry away heat from the
combustion chambers, bearings, shafts etc. It is particularly
important for the turbocharger where a sudden stop can lead to a
400C rise, which could damage the bearings and seals.
c) Long periods of idling will result in poor combustion and build up
of carbon deposits.
d) Switch start/run/off toggle switch to off.
g) Check the level of oil in the hydraulic reservoir and top up if

necessary with the correct grade of oil.
h) The trip lever of the starter must be in the upright position, if not,
pull the reset knob. The trip lever will immediately spring to its
upright position.
e) When the engine has stopped, switch the heater on, turn the
switch to remote operation. Restore the engine to automatic
standby.
i) Operate the hydraulic hand pump to charge the hydraulic

accumulator to an approximate pressure of 200 kg/cm2. When
white springs are visible through the inspection window, the
starter is ready to start a warm engine. When red springs are
visible it means the starter will start a cold engine.
j) Switch the start/run/off toggle switch to start/run.
k) Push down the trip lever through 90. This will immediately
release the starter.
l) Check that the engine is firing smoothly.
m) Check the engine oil pressure, cooling water pressure and rpm.
n) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further.
o) If required, load the engine, otherwise allow it to run idle or stop
it by switching the start/run/off toggle switch to off.
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Illustration 2.13.1a Distribution and Loading
440/220V
90 KVA
440/220V
90 KVA
Isolating Switch
No. 2 Group Starter Panel
No. 2 A.C. 440V Feeder Panel
No.3 D.G.
Panel
M
No.2 H.T.C.W. Pump
No.2 Camshaft L.O. Pump
No.2 Eng. Room Vent Fan
L.O. Transfer Pump
No.2 Main S.W. Pump
No.2 L.T. C.W. Pump
No.3 L.T. C.W. Pump
H.F.O. Transfer Pump
No.2 Main L.O. Pump
General Service S. W. Pump
No.3
D.G.
910 kW
2PI - 27PI
Syn
Panel
No.2 D.G.
Panel
No.1 D.G.
Panel
No.3
D.G.
No.3
D.G.
910 kW
910 kW
Interlock
No.1 Group Starter Panel
IP1 - IP3
IP5 - IP24
No.3 and No.4

Hydraulic Power
Packs
Stern Thruster
220V AC Feeder
Panel
D.O. Transfer Pump

No.1 Main L.O. Pump
Bilge, Ballast / Fire Pump
No.1 Main S.W. Pump
No.1 L.T. C.W. Pump
No.3 Main S.W. Pump
No.1 H.T. C.W. Pump
No.1 Camshaft L.O. Pump
No.1 Engine Room Vent Fan
No.3 Engine Room Vent Fan
L1 - L8
L15 - L24
No. 1 and No. 2

Hydraulic Power Packs
Bow Thruster
440/220V
3 KVA
Battery
200A/h
400A
450V
E.G.
120KW
S.P.
440/220V
3 KVA
Interlock
Interlock
Battery Charger/24V Distribution Board
Battery
Charger
Shore Connection
Box
Gen
Panel
Emergency 440V Feeder Panel
EP1 - EP15
EL1 - EL12
EL13 - EL24
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The emergency switchboard consists of:
2.13 Electrical Power Distribution
The emergency generator panel
2.13.1 Distribution and Loading
A 440V feeder panel
Generating Plant
A 220V feeder panel
The electric power generating plant consists of the following:

Diesel Generators
No. of sets:
Rating:
3
450 volt, 3ph, 60 Hz, 1137.5 kVA
Emergency Diesel Generator

No. of sets:
Rating:
Switchboards
1
450 volt, 3ph, 60 Hz, 156 kVA
Introduction
Only one diesel generator is normally used during normal sea going
conditions. Two generators are required when:
Manoeuvring
The main switchboard feeds the emergency switchboard, which is situated in

the emergency switchboard room. The main switchboard 230volt section is fed
from the 440volt switchboard via two transformers.
The emergency generator will start automatically in the event of a blackout and
feed the emergency switchboard.
A power management system controls the starting, stopping, connection and
load sharing of the generators. If a failure occurs and one of the generators
sheds non-essential loads, another generator will auto start and reconfigure the
power distribution.
Group starter and distribution boards are provided in suitable positions to
supply the various power, heating, lighting, communication and navigation
equipment throughout the vessel.
The large motors and group starter panels are supplied from the 440volt
switchboard directly. Power for other smaller power consuming devices are
supplied from the 440volt switchboard through group starter or distribution
panels.
Cargo loading
Cargo discharging
Tank cleaning
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.
Power Distribution System
Each distribution circuit is protected, against overcurrent and short circuit

current, by a moulded case circuit breaker fitted on the switchboard or panel
board with inverse time overcurrent trip and instantaneous trip. Each steering
gear motor is fed from an independent circuit, one steering gear motor being
connected to the main switchboard and the other being connected to the
emergency switchboard. A general service 24volt battery charging
switchboard supplies the engine and wheel house consoles, along with other
essential low voltage services.
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, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers are
segregated so that a fault in one cubicle cannot spread to another. A synchronising panel is supplied on the switchboard. The generator circuit breakers are
of the air circuit breaker type.
Feeder Circuit Breaker
The feeder circuits supplied from the 440V feeder panel of the switchboard are
protected by a moulded case circuit breaker with inverse time thermal over
current trip, instantaneous magnetic trip and short circuit current interruption
features.
The AC 220V feeder circuit is protected by a moulded case circuit breaker with
inverse time, thermal overcurrent trip, instantaneous magnetic trip and short
circuit current interruption features.
The moulded case circuit breakers for the main and emergency switchboards
are of the plug-in type, so that the breakers may be removed from the panel
front without de-energising the main busbar. However, the moulded case
circuit breakers for group starter panels and distribution panels are of the fixed
type.
Automatic Synchronising Control
An automatically controlled synchronising apparatus, which consists of the
automatic speed matcher and the automatic synchroniser, is provided for the
ships service generator sets. The automatic speed matcher equalises the
generator frequency with busbar frequency.
The automatic synchroniser energises the air circuit breaker to connect two
circuits in parallel at the moment when both phases coincide.
Automatic Power and Frequency Control
Each supply system is provided with a device for continuously monitoring the
insulation level to earth, giving an audible and visual indication of abnormal
low insulation level.
General Description
The main switchboard consists of:
Three generator panels
A shore connection is provided to supply power to the main 440V switchboard.
A synchronising panel
An automatically controlled power and frequency control system is provided

for each ships service generator.
In general, the power management system controls the effective output of the
generators operated in parallel.
Four group starter panels

Four 440V feeder panels
A 230V feeder panel
Shore connection section
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The power management system also controls the following:

The number of running generators in accordance with the ships
power demand.
The start of large motors is blocked until the number of running
generators is sufficient to supply the motor and ships demand. In
this case the first standby generator is started and synchronised
automatically.
Preference Trip
4. Stopping the Generator
See section 2.13.5
In order to stop the generator in operation, first reduce its load by stopping the
auxiliary machinery and then turn the ACB switch to open.
Non-essential loads are interrupted automatically, in case of over-current of

any one of the main diesel generators, to prevent the ship's power failure.
Procedure for the Manual Operation of Connecting Generators to the
Switchboard
Avoid opening the ACB when the generator is on load, as it will cause an
instantaneous rise in the engine speed and possible overspeed trip.
5. Parallel Running Procedure
Motors
1. Instruments and Control Devices
a) Start the second generator by following the same procedure as for

starting the first generator.
The 440volt motors, in general, are of the squirrel cage induction type with a
standard frame designed for AC 440V three phase 60 Hz. The exception are
the motors for domestic service and small capacity motors of 0.4 kW or less.
The generator panels are equipped with an ammeter, kilowatt/hour meter and
voltmeter to measure the output of the generator. The air circuit breaker,
reverse power relay and over-current relay are provided for generator
protection.
b) After confirmation of the voltage of the second generator, align

the frequency with that of the running generator.
Where continuous rated motors are used, the overload setting ensures the
motor trips at 100% of the full load current. The motors in the engine room are
of the totally enclosed fan cooled type.
Standby motors will start when no voltage is detected on the in-service motor
or when the process pressure is low.
The synchronising panel is equipped with a double frequency-meter, double

voltmeter and wattmeters for comparing the output of the generator to the
busbar. A synchroscope and synchronising lamps are provided for parallel
operation.
2. Engine Starting and Stopping
440Volt Starters
The starters are generally constructed in group control panels and power distribution panels. The drawings for the starter circuit are enclosed in a vinyl
envelope and kept in a pocket inside each starter panel.
Large motor starters are arranged in group starter panels on the main switch
board, with duplicated equipment starters split between each of the main
switchboard group starter panels. The control voltage of the starters is AC
230V. Interlocked door isolators are provided for all starters. For group
starters, this switch is of the moulded case circuit breaker which functions as
both disconnecting means and overcurrent protection of the motor circuit.
The engine can be remotely started by a push button on the generator panel as
follows:
a) Switch the required generator to MANUAL.
d) Check the direction of rotation. If it is revolving in the FAST

direction, turn the governor switch of the second generator to the
LOWER direction. If it is revolving in the SLOW direction,
then turn the governor switch to the RAISE direction.
e) Adjust the speed until the synchroscope pointer moves to the 12
oclock position, showing the state of synchronisation.
b) Select remote control on diesel.

c) Operate the engine START push button. This will open the start
valve to start the engine. When voltage is established the
generator is in RUN mode.
d) To stop the engine, operate the engine STOP push button.
Sequential Re-start
3. Single Generator Running Procedure - on to Dead Bus
See section 2.13.5
Essential service motors, which were in service before the blackout, are started
automatically on recovery of the main bus voltage. These motors are classified
into groups (consistent with voltage dip and over-current) to the generator and
shall 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.
c) Once the voltage and frequency of both generators are identical,

change over the synchroscope to the incoming generator and
check the synchronous state by means of the synchroscope. The
pointer needle will revolve in accordance with the difference in
frequency.
a) Start the engine as above. As voltage is established, the running

lamp will be illuminated.
f) Energise the air circuit breaker of the second generator

immediately.
g) It is ideal to close the air circuit breaker when the pointer of the
synchroscope turns in the FAST direction and is closing on the
black mark at the centre (5mins to noon!). SLOW side turning
may cause operation of the reverse power relay. If the frequency
difference between the two generators in parallel operation
exceeds 3Hz the synchroscope will not revolve. With this in mind,
operate the governor switch to decrease this difference. Observe
the bus/incoming generator frequency meter for reference.
b) At rated speed the voltage will rise to 440volts, indicated by the

voltmeter.
c) Adjust the frequency to 60Hz by means of the governor
raise/lower switch. The rated values are indicated by red marks on
the corresponding meters.
d) Close the circuit breaker (ACB).
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6. Load Sharing
a) Having achieved parallel operation, load sharing is accomplished
by increasing the input from the incoming engine. This is
increased by means of the governor switch. This speeds up the
incoming generator, causing the first generator to lose load and
gain speed, thus causing the frequency to rise. To prevent this, the
governor switch of the first generator must be turned in the
LOWER direction. This action also causes the load to be
transferred to the incoming generator. Ensure the frequency
remains constant during this operation.
b) Equalise the load of both generators.
3. Automatic Parallel Running Activated by Heavy Load
6. Automatic Bus Connection due to Short Circuit
If the generator in use registers a high load of 740 kW (95% of the rated
power), for 10 seconds, the first standby generator will go through the
following sequence:
If the bus voltage has become zero, by the opening of the ACB of the generator
in use, due to a short circuit trip, the first stand by generator will go through
the following sequence:
1. Engine starts
1. Engine starts
2. Voltage build up detected
2. Voltage build-up detected
3. ACB closes
3. Automatic synchronisation
If the first standby generator fails to start or the ACB fails to close, the second
standby generator will start and follow the above sequence.
4. ACB closes
5. Automatic load sharing on
7. Automatic Change Over by Bus Abnormality
7. Generator Space Heaters

A space heater is provided in each generator to prevent condensation forming
on the windings. The space heater switch should always be in the on position.
The heater is interlocked with the ACB which switches the heater off when
closed and switches it on when opened.
Procedure for Automatic Operation of Connecting Generators to the
Switchboard
4. Automatic Parallel Run Activated by Heavy Consumer Request
If a start request is received from a heavy consumer (eg: fire/ballast pump) the
first standby generator will go through the following sequence:
If a bus abnormality (low or high voltage or low or high frequency) is detected

when a single generator is running, the first standby generator will go through
the following sequence:
1. Engine starts, alarm raised.
2. Voltage build up detected.
1. Engine starts
1. Generator Auto Start onto Dead Bus
The selected diesel generator is in auto mode and the start condition is normal.
The DG AUTO READY TO RUN indicating lamp is illuminated. The
control PLC monitors a trip or black out and therefore initiates the following
sequence:
3. If bus now normal, the ACB closes

4. If bus status still abnormal, the ACB opens on the abnormal
generator.
4. ACB closes
5. Black-out

1. Engine starts
6. Power available lamp illuminated at heavy consumer
6. ACB closes on the first standby generator.

3. ACB closes
2. Generator Auto Start and Synchronising to Live Bus
If another generator is already supplying power to the bus and the first standby
generator is in auto mode as above, the control PLC will initiate the following
sequence:
5. Automatic Parallel Run Cancellation by Light Load
If the total load on the main switchboard is less than 660 kW for five minutes
when running on two generators, or less than 1,320 kW for five minutes when
running on three generators, the following sequence takes place:
8. Automatic Parallel Running by ACB Tripping
1. Generator to be released will shed load to the other generator(s)
1. Engine starts
2. Opening of the ACB of the generator to be released
3. Engine Stops on the generator released
If two generators are running in parallel and the ACB of one generator trips,
providing the load on the connected generator exceeds 740 kW (95% of the
rated power) the second standby generator will go through the following
sequence:
1. Engine starts
4. ACB closes
4. ACB closes
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9. Automatic Parallel Running Due to Overcurrent
5. Abnormality Due to Reverse Power
If the current on a running generator exceeds 1,251 amps for a period

exceeding three seconds the next standby generator will go through the
following sequence:
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 5% of the rated power, the reverse power relay is triggered
and will trip the ACB after a time delay of 5 seconds.
1. Engine starts
6. Emergency Generator Abnormality Due to Overcurrent
If the current on the running generator exceeds 110% of the rated maximum
(265A) for 30 seconds, the overcurrent relay will operate to trip the generator
ACB.
4. ACB closes
7. Emergency Generator Abnormality Due to Short Circuit
Generator Protection Equipment

The generator is protected from the abnormal conditions described below by
means of the reverse power trip, short circuit trip, under voltage trip, and
overcurrent trips.
If a short circuit occurs on the busbar or the current exceeds 300% of rated
maximum (723A) the ACB will be tripped almost instantaneously (about
200msec) by the short time delay trip fitted to the ACB
The emergency generator ACB is also fitted with an under voltage device
identical in operation to the main generators.
1. Abnormality Due to Under Voltage

If the voltage of a generator decreases to less than 50% of the rated value, the
under voltage tripping device, contained in the air circuit breaker, will operate
to trip the breaker. If a short-circuit fault occurs, the generator voltage will
lower and may cause the under voltage tripping device (U.V.T.) to operate.
With this in mind, a time delay device (of about 0.5 seconds) has been fitted to
the undervoltage device to prevent the ACB from tripping immediately,
allowing the defective system circuit breaker to operate first.
2. Abnormality Due to Overcurrent (preference tripping)
If the current on a running generator exceeds 1,251 amps for a period of 10
seconds, the overcurrent relay will initiate the release of the first stage
of preferential tripping. If the current still exceeds 1,251 amps after a further
5 seconds the second stage of preferential tripping is released. Thereby
providing protection against the overcurrent which would otherwise trip the
ACB.
3. Abnormality Due to Overcurrent (long time delay trip)
If the current on a running generator exceeds 1,251 amps for a period of 50
seconds the overcurrent relay will operate to trip the ACB.
4. Abnormality Due to Short Circuit
If a short circuit occurs on the busbar or the current exceeds 3,200 amps, the
ACB will be tripped almost instantaneously (about 300msec) by the short time
delay trip fitted to the ACB.
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Distribution
Section No.2 Group Starter panel 13
Section No.1 440V Feeders Panel 5
No.2 engine room fan (supply)
P1 power distribution galley equipment
Main generator incomers, panels 6, 7 and 9
No.2 main S.W. cooling pump
P3 power distribution engine room oil pump
Synchronising section, panel 8
No.2 H.T. F.W. cooling pump
P5 power distribution workshop equipment
Section No.1 group starters, panels 2 and 3
No.2 L.T. F.W. cooling pump
P7 power distribution engine room water pump
Section No.2 group starters, panels 12 and 13
No.2 crosshead L.O. pump main engine
P10 power distribution deck equipment
Section No.1 440V feeders, panels 4 and 5
No.2 main L.O. pump
No.1 F.O. supply unit
Main Switchboard
Section No.2 440V feeders, panels 10 and 11

230V feeders section, panel 1
Section No.1 Group Starter Panel 2
Purifier room exhaust fan
No.1 main sea water cooling pump (main engine)
No.1 H.T. F.W. cooling pump
No.1. L.T. F.W. cooling pump
No.1 crosshead L.O. pump (main engine)
No.1 L.O. pump
Auxiliary blower main engine

No.1 hose crane
Fire general pump
Stripping pump
No.2 hydraulic oil pump
No.1 air conditioning compressor panel
No.1 main air compressor
F.W. generator panel
No.1 service air compressor
Provision refrigeration control panel
No.2 steering gear
No.1 pump room fan
No.1 fan for air conditioning

No.1 blower of I.G.S.

No.1 lighting transformer
P2 power distribution laundry equipment
P4 power distribution engine room oil pump
Auxiliary boiler control panel
P6 power distribution engine room
No.3 engine room fan (supply)
P8 power distribution engine room water pump
No.3 main S.W. cooling pump
P9 power distribution forecastle
D.O. transfer pump
No.2 fuel oil supply unit
No.3 L.T. F.W. cooling pump
Fire/ballast pump
Charge/discharge board
No.2 main air compressor
No.2 service air compressor
No.4 engine room fan (rev)
Scrubber S.W. pump
L.O. transfer pump
No.2 fan for air conditioning
F.O. transfer pump

Shore connection box
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P3 Engine Room Equipment
GSP3 Accommodation area
No.2 hose crane
Galley fan (exhaust)
No.1 L.O. purifier main engine
S.W.Cooling pump of air conditioning
Galley fan (supply)
I.G.G. control panel
No.2 air conditioning compressor panel
Paint store fan (exhaust)
GSP3 fans for accom. area
Deck store fan (exhaust)
No.3 F.O. purifier
Air conditioning unit for ECR
Foam store fan (exhaust)
No.1 stern tube L.O. circulating pump
No.2 pump room fan (rev)
CO2 room fan (exhaust)
Incinerator
No.2 blower of I.G.G.
Hospital fan (exhaust)
No.2 lighting transformer
P1 Galley Equipment
Emergency switchboard
Galley range
L.O. purifier auxiliary engine
Tilting pan
No.2 F.O. purifier
L1 lighting distribution panel wheelhouse
Electric baking oven
Main engine L.O. filter
L2 lighting distribution panel C deck
Deep fat fryer
Sludge filter
L3 lighting distribution panel B deck
Food disposer
No.2 stern tube L.O. circulating pump
L4 lighting distribution pane A deck
Food mixer
Cylinder oil transfer pump
L5 lighting distribution panel Upper deck
Dishwashing machine
230V Feeders Section Panel 1
L7 lighting distribution panel engine room (3rd platform)
P5 Workshop Equipment
P2 Laundry Equipment
Engine room crane
TL test panel
Washing machines
Lathe
L8 lighting distribution panel engine room (3rd platform)
Tumble dryers
Grinding machine
L9 lighting distribution panel engine room
Ironing machine
Vertical drilling machine
L10 lighting distribution panel galley
Garbage extractor
Electrical test panel
Navigation light control panel
Electric arc welder
Signal light control panel
Air conditioning unit
Engine control console
Exhaust fan for welding platform
Communication and navigation distribution panel
Internal control relay
Space heating: Nos.1, 2 and 3 generators
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P10 Deck equipment
Emergency Switchboard 230V Section
Sewage treatment plant
No.1 provision crane
Signal light control panel
Bilge separator switch box
No.2 provision crane
Emergency generator battery charging board
Aft I.C.C.P.
Foam pump
Emergency generator and diesel engine space heating
Main engine turning gear
Engine console
C.W. preheater of auxiliary engines
Cargo console
24V Battery Charge/Discharge board
E.G.S. power unit
Cargo console
Radio equipment
Bilge pump
Engine console
Fire centre panel
Wheelhouse
Communication and navigation distribution panel
No.1 deck seal water pump
Auto telephone system
E1 Emergency lighting distribution panel wheelhouse
F.W. hydrophore unit
Main switchboard synchronising panel
E2 Emergency lighting distribution panel accommodation upper deck
S.W. cooling pump for atmospheric condenser
Emergency switchboard generator panel
E3 Emergency lighting distribution panel engine room (3rd platform)
Internal earth lamps and voltmeter
X band radar
P7 Engine Room Water Pumps
P8 Engine Room water Pumps

No.2 deck seal water pump
S band radar
Emergency Switchboard 440V Section
I.G.G. S.W. pump
Emergency fire pump
Water calorifier
Emergency air compressor
Dome oil analyser unit
No.1 engine room fan (rev)
P9 Forecastle
No.1 gyrocompass
No.2 gyrocompass
Navigation light control panel
Emergency generator room supply fan
Electric arc welder
Emergency fire and S/G room fan
Fore I.C.C.P.
No.1 steering gear
L6 fore lighting distribution panel
Lifeboat winch
Fore hydraulic pump room supply fan
Rescue boat davit
A.C. arc welder

Auxiliary engine priming L.O. pump
24V D.C. charge/discharge board
No.1 emergency lighting transformer 45kVA
No.2 emergency lighting transformer 45kVA
Sprinkler pump
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Illustration 2.13.2a Shore Power
440/220V
90 KVA
440/220V
90 KVA
Isolating Switch
No. 2 Group Starter Panel
No.3 D.G.
Panel
No.3
D.G.
910 kW
Syn
Panel
No.2 D.G.
Panel
No.1 D.G.
Panel
No.3
D.G.
No.3
D.G.
910 kW
910 kW
Interlock
No.1 Group Starter Panel
220V AC Feeder
Panel
440/220V
3 KVA
Battery
200A/h
400A
450V
E.G.
120 kW
S.P.
Interlock
440/220V
3 KVA
Interlock
Battery Charger/24V Distribution Board
Battery
Charger
Shore Connection
Box
Gen
Panel
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j) Close the emergency switchboard bus tie breaker on section 2
panel 11 of the main switchboard.
2.13.2 Shore Power

A shore connection box is provided in the emergency generator room to accept
power cables during refit. The shore connection box connects, via a breaker, to
the main switchboard, 440V section No.2, panel 12. The emergency
switchboard can then be supplied as normal through the bus tie breaker on
440V section 2 panel 11.
A phase sequence indicating lamp system is provided. The sequence should be
checked before connecting shore power to the main switchboard. If the
sequence is found to be incorrect, the shore supply must be isolated and two
phases changed over. The rotation should then be re-instated and the phase
sequence checked again
k) Open the emergency generator ACB. Close the bus tie-breaker on

the emergency switchboard.
l) Proceed to supply essential services such as fire detection,
lighting etc.
m) If no maintenance is scheduled for the emergency generator, it
may be shut down and left on auto standby.
A kWh meter, ammeter and pilot lamp, indicating shore power, are available
and a circuit breaker is provided on the main switch board.
The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A.
Interlocking is provided to prevent the shore supply being paralleled with any
other supply.
Procedure for the Operation of Shore Power Reception
a) The emergency generator should be run up and connected to the
emergency switchboard. This will provide essential services and
emergency lighting during the change over.
b) When it is intended to receive power from the shore, confirm the
power available light is on.
c) Isolate all non-essential services, including sequential re-start.
d) Check the shore supply voltage.
e) Check the phase sequence.
f) Check the frequency of the shore power.
g) Open all generator ACBs.
h) Close the MCB for shore power to the connection box.
i) Close the shore power MCB on panel 11 on the main switchboard.
This breaker is interlocked and cannot be closed if the feeder
panel is live. Conversely, if the shore power is supplying the
feeder panel, no generator ACB can be closed.
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Two generators will be required to operate in parallel when:
2.13.3 Main Alternators

Maker:
Type :
Output capacity:
Hyundai Heavy Industries

HFJ6 564-208 Brushless
1137.5 kVA at 450V
Discharging cargo
Loading cargo
Tank cleaning
Manoeuvring
General Description
Three main alternators are provided. Each alternator is rated at 1,137.5 kVA at
450volts AC, 3ph, 60Hz. They are of the totally enclosed, self excited,
brushless type. The load voltage is kept constant by controlling the excitation
current to the exciter. Output power from the stator is fed into a current/voltage
compound transformer and the output of this is fed through the exciter stator
windings. The magnetic field in the exciter stator induces AC in the excited
rotor, which is rectified by the rotating three phase bridge connected rectifier
set and passed to the DC main rotor windings.
Initial voltage build-up is by residual magnetism in the rotor. Constant voltage
control is achieved by the automatic voltage regulator, which shunts a variable
current through the exciter windings, via a thyristor, to keep the AC stator
output voltage constant.
Passing air over an integral fresh water cooler, using a closed circuit air supply,
cools the generator. The cooling spaces are fitted with internal baffles to
prevent water reaching the stator windings in the event of cooler leakage.
Space heaters are fitted, which are energised when the generator circuit
breakers are open, which protects against internal condensation during shut
down periods.
The diesel alternator will automatically start and connect to the main
switchboard under the following conditions:
Dead bus due to blackout
Bus abnormal (high or low voltage, high or low frequency)
ACB abnormal trip
The diesel alternator will start, synchronise, connect to the busbar and run in
parallel with proportional load sharing under the following conditions:
Overload. The preferential trip system will first shed non-essential
load
Heavy electrical consumer start request
The breakers are normally operated by the automatic power management

system, but can be operated manually at the main switchboard front. An
embedded sensor monitors the stator temperature in each phase. A water
leakage detector and temperature sensor are also fitted in each air cooler. The
two main bearings have temperature sensors.
The electric power system is designed with discrimination on the distribution
system, so that the generator breaker is the last to open if any abnormalities
occur.
One diesel alternator provides electrical power at sea, with the remaining two
on standby. The priority order of the standby alternator is selected using the
push buttons mounted on the synchronising section of the main switchboard
panel 8.
Starting of large motors is blocked until there is sufficient power available.
Another diesel alternator will be started on request to meet the shortfall.
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Illustration 2.13.4a Emergency Alternator - Electrical / Automation

Emergency Group
Starter Panel
Main Bd
Interconnector
Emergency Generator
Panel
440V
Feeder Panel
230V
Feeder Panel
Emergency
Switchboard
24V Battery
Emergency Generator
A.C.B.
Emergency
Generator
Engine
Stop/Start
Control Unit
Engine
Stop/Start
Signal
Emergency Switchboard
Emergency
Generator
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Procedure for Testing Emergency Generator on Load
2.13.4 Emergency Alternator

Maker:
Type:
Output capacity:
Newage International Stamford

UCM 274F1
156 kVA at 450V
a) The main switchboard is supplying the emergency switchboard.

b) NORMAL mode selected at the off/normal/hand/test switch.
General Description
c) Turn the operation switch to TEST.
A self-contained emergency alternator, rated at 152 kW, is fitted in the

emergency switchboard room for use in an emergency or in refit. The
alternator is the self excited brushless type and can be set for manual or
automatic operation. Auto will be normally selected, with the manual setting
being used for testing the alternator.
d) The engine will receive a start signal.
The emergency switchboard is normally supplied from the main switchboard.

When auto is selected, the emergency alternator is started automatically by
detecting no-voltage on the emergency switchboard bus bar. The emergency
alternator air circuit breaker will connect automatically to the emergency
switchboard after confirming the continuation of no-voltage.
g) The emergency alternator run light is illuminated.
The emergency alternator is designed to restore power to the emergency

switchboard within 45 seconds. The bus tie breaker on the emergency
switchboard, which feeds from the main switchboard, is opened automatically
when no-voltage is detected on the main switchboard.
The alternator is fitted with space heaters to prevent condensation when the
alternator is stationary or idling. The heater is interlocked with the air circuit
breaker.
The alternator is capable of starting the plant from dead ship condition.
e) The start will fail if the run up speed is not detected.

f) The start will fail if the voltage build up is not detected.
h) Open the bus tie ACB.

i) Switch the operation mode switch to NORMAL. The emergency
alternator ACB will close.
j) The emergency alternator ACB closed light is illuminated.
The emergency alternator now feeds the emergency switchboard.
When testing is complete:
a) Open the emergency alternator ACB.
b) Close the main switchboard supply bus tie-breaker.
c) Stop the emergency generator.
Ensure that the emergency generator is left in a standby condition.
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2.13.5 Preferential Tripping and Sequential Restart
Sequential Restart
Preferential Tripping
Stage 1
When normal power is restored after a blackout, all essential service

machinery that were in service before the blackout will be started automatically when the main switchboard has regained power. 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.
The following non-essential consumers will be shed after 10 seconds:
Automatic Standby Start
The power management system is designed to match the alternator capacity to

the power requirements of the vessel. However, should overcurrent occur for
any of the main alternators, non-essential services will be tripped. Preferential
tripping will be initiated when one or more alternators are supplying the main
switchboard and an overcurrent is detected. Load shedding is carried out in two
stages.
Workshop equipment
Nos.1 and 2 general service compressor
IP 4 440V panel
The following motors will start automatically on loss of discharging pressure

of the pumps and/or loss of voltage of the operating motors. A standby starting
alarm will be given from the alarm and monitoring system.
Main cooling S.W. pump
IP 5 440V panel
Main engine jacket cooling pump
IP 6 440V panel
Low temperature cooling F.W. pump
IP 11 440V panel
Main L.O. pump
L 9 220V panel
Main engine cross head L.O. pump
L 10 220V panel
Main engine F.O. circulating pump

Stage 2
Main engine F.O. supply pump
The following non-essential consumers will be shed after 15 seconds:
Auxiliary boiler feed water pump
Nos.1 and 2 air conditioning compressors
Auxiliary boiler F.O. pump
Accommodation air conditioning fans
Exhaust gas boiler feed water pump
Engine control room air conditioning unit

When normal conditions are restored, the above breakers will have to be
manually reset.
Automatic Sequential Restarting

The following motors will start automatically after a black out:
Steering gear
All auxiliaries associated with the propulsion system
Auxiliary blower
Starting air compressors
Engine room fans
Navigation and communication equipment
Control and instrumentation equipment
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Emergency Stops
From Ships Control Centre only
From Ships Control Centre and Wheelhouse
2.13.6 Uninterruptible Power Supplies (UPS)
Main generators
Power distribution board P4 (L.O. purifiers)
Purifier room fan
Power distribution board P3 (F.O. purifiers)
No.1 engine room fan
Cargo and inert gas systems

Emergency fire pump
Accommodation air conditioning unit
Welding exhaust fan
The following systems are supplied by the 24V battery charge/discharge

distribution board, which is backed up by a separate 24V battery:
No.1 crosshead L.O. pump
Cargo console
Engine console
No.1 main L.O. pump
Wheelhouse/navigation console
No.2 main L.O. pump
Interior communication equipment - automatic telephones
Emergency switchboard control section
Main switchboard control and synchronising section
Main engine auxiliary blower
Most of the emergency requirements are supplied by the emergency 24V

system, see section 2.13.1 for a detailed list of emergency consumers.
The radio/GMDSS equipment is backed up by a separate battery system.
D.O.transfer pump
L.O. transfer pump
Auxiliary boiler
F.O. transfer pump
Air conditioning unit for E.C.R.
Auxiliary engine priming L.O.pump
Galley equipment
No.1 air conditioning supply/exhaust fan
No.2 air conditioning supply/exhaust fan
No.1 pump room fan
No.2 pump room fan
Group starter board 3 (accommodation fans)
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Illustration 2.13.7a Emergency Battery Charging and 24V Distribution
Main Switchboard
Wheelhouse
Cargo Control Console
Batteries
Monitoring
and Alarm System
Outstation No.1
SAU 1
24V Charging / Distribution Panel
Inert Gas System Control Panel
CO2 Release Junction Box
Emergency Generator Control
Uninterrupted Power Supply
Main Switchboard
Nos.1, 2, and 3 Auxiliary Engine Governors
Inverter
Power Amplifier
Bow Thruster and Stern Thruster Control Panel
High / High Level Alarm Panel
Inert Gas System Local Control Panel
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2.13.7 Batteries, Transformers, Rectifiers and Chargers
24V Charge/Discharge Board Battery Charger
Operating Procedure
Batteries
The 24V charge and discharge board is provided with chargers to allow the
equalising and floating charge of the battery in order to supply power to the
emergency lighting system, communication equipment, alarms, etc.
The battery charger is a fully automatic charging device which serves for the
automatic charging of the storage battery.
The main 24V system is supplied by a battery charger/rectifier. The

charger/rectifier unit consists of two chargers configured in parallel with one
300AH battery bank. No.1 charger is fed from the main switchboard 440V
section and No.2 is fed from the emergency switchboard 440V section.
Floating Charge
The unit is fitted with two chargers, one supplied from the main switchboard
and one supplied from the emergency switchboard. In an emergency the
appropriate charger can be utilised by the selection switch on the front panel.
In the event of power failure, the 24V system is fed from the bank of batteries.
The board contains the following equipment:
See section 2.13.1 for a list of consumers, which consist of emergency lighting,
alarm indication without audible alarms and illumination of steering and
compass equipment.
The batteries are on a floating charge, with the rectifier supplying the normal
requirements. The battery will supply additional requirements during periods
of heavy demand.
Power on indication lamp
A constant voltage is applied to the battery and the charging current will vary
according to charged state of the battery, thus always maintaining the battery
in the fully charged state. In this arrangement, a constant voltage is normally
applied to the battery by the automatic voltage regulator (AVR) regardless of
load variation, power variation, ambient temperature change, etc.
Boost charge indication lamp

Charge failure indication lamp
Two 0-40V battery voltmeters
Two 0-40A battery charger ammeters
A separate 24V battery and charger system is provided for the emergency
generator starting arrangements.
0-100A ammeter to monitor total supply load
A separate 24V battery and charger system is provided for the radio/GMDSS
system.
100-0-100 battery ammeter
Transformers
Insulation monitor and alarm unit
Two 440/230V, 3ph, 99kVA transformers supply the main switchboard 230V
section from the 440V feeder section.
Charger change over facilities
Two 440/230V, 3ph, 45kVA transformers supply the emergency switchboard

230V section from the 440V feeder section.
While the storage battery is fully charged, it is normally subjected to a floating

charge. In this condition, the charger supplies the 24V system with power.
During periods of high demand and failure of the power source the battery will
take over.
0-40V voltmeter to monitor main 24V bus
The charge and discharge performed after the recovery from a power interruption is subjected to automatic control by the drooping device, which holds the
battery charging current below a fixed current thus preventing it from
becoming excessively large.
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 rapidly charges the battery. As soon as the battery
becomes fully charged, it reverts to floating charge.
Earth lamps with test switch
The charger is fitted with a battery voltage monitoring facility which will raise
an alarm if the battery voltage falls below a preset level. The unit is also fitted
with a charger failure alarm.
The board should be regularly inspected for earths on the outgoing circuits by
operation of the the earth lamps.
When an earth is present on an outgoing circuit, one of the lamps will glow
brighter than the other. Careful isolation of the outgoing circuits will locate the
faulty circuit with the lamps returning to their normal equal brilliance once the
faulty circuit is isolated.
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Illustration 2.13.8a Impressed Current Cathodic Protection
Remote Readout Unit
F.W.T (P. & S.)
Aft Peak
Tank
Residual
Tank
Upper
Platform
Lower
Platform
No.5 C.O.T.
(Port & Starboard)
Engine Room
No.6 W.B.T.
(Port & Starboard)
Floor
Flat of Side
No.5 W.B.T.
(Port & Starboard)
No.4 C.O.T.
(Port & Starboard)
No.3 C.O.T.
(Port & Starboard)
No.2 C.O.T.
(Port & Starboard)
No.1 C.O.T.
(Port & Starboard)
F.P.T.
(W.B.)
Flat Of Side
No.4 W.B.T.
(Port & Starboard)
No.3 W.B.T.
(Port & Starboard)
No.2 W.B.T.
(Port & Starboard)
No.1 W.B.T.
(Port & Starboard)
Top Of Tank
Ref. Anode
175A Anode
Port and Starboad
Ref. Anode
Automatic Controlled
Rectifier Unit
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2.13.8 Impressed Current Cathodic Protection
Operation
Propeller and Rudder Stock Earthing
Introduction
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 in a more negative state than
the anodes, i.e. cathodic, and 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 paint work. If the potential of the hull is made too negative with respect
to the anode, then damage to the paint film can occur electrolytically or
through the evolution of hydrogen gas between hull steel and paint. The system
on this vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through titanium electrodes situated
forward and aft of the ship. The titanium prevents the anodes themselves from
corroding and the anode surfaces are streamlined into the hull. Fixed zinc
reference electrodes forward and aft are used to compare the potential of the
hull to that normally found between unprotected steel and zinc electrodes.
Sufficient current is impressed via the anodes to reduce this to a level of
between 150 and 250 mV.
To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
fitted and bonded to the ship's structure. In the case of the shaft, a slip ring is
clamped to the shaft and is earthed to the hull via brushes. A second set of
brushes, insulated from earth, monitors the shaft mV potential and this signal
is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
cleaned on a regular basis.
Maker :
Power Supply:
Jotun
AC 440V, 60Hz, 3ph
The vessel is provided with an impressed current cathodic protection system.

This method of corrosion protection automatically controls electrochemical
corrosion of the ships hull structure below the water line. 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. The metal to be protected, in this case, the ships hull,
acts as the battery anode, the sea water being the electrolyte. If an external flow
of current is impressed to reverse the normal flow in the battery, then the anode
now acts as a cathode and ceases to waste away. In essence, this is how an
impressed current cathodic protection system functions. When a vessel is fitted
with ICCP (Impressed Current Cathodic Protection) the hull steel is
maintained at an electrical potential more negative that the surrounding
seawater.
For this reason, 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 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.
The rudder stock is earthed via a 70mm2 flexible earth cable between the deck
head and rudder stock to minimise any electrolytic potential across bearings
and bushes.
Sacrificial Anodes
Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium
anodes are fitted to the sea chests and rudder.
Preparations for the Operation of the ICCP System
a) Supply power to the control unit.
Electrical Installation
The system consists of a Controller Power Unit, reference electrodes and
anodes are installed, one forward and one aft. System status readings are
available on an L.C.D. display at the control unit and these should be inspected
and logged each day.
This control unit is also equipped with an alarm to give warning of any system
abnormalities.
b) Switch to manual mode.

c) Check the voltage of each reference electrode.
d) Switch to automatic mode.
e) Set the control to the required level.
Routine checks
Aft System
The aft system consists of a power supply and control unit. Each control unit
is connected to two hull mounted anodes and one hull mounted reference cell.
The aft unit is supplied from 25A circuit breaker Q03 in engine room 440V
distribution board P6.
a) Record the total current on a daily basis.

Manual operation will only be required on the failure of the reference
electrodes.
b) Check the reference electrode voltage on a daily basis.
Fresh Water Operation
Forward System
c) Check and clean the shaft slip ring and brushes every month.
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 resistivity of the water.
Normally this would cause the voltage output to increase to compensate for it,
accompanied by very low current levels and the reference electrode potentials
may indicate under protection. However, in this system this is taken care of by
the computer and the system will automatically return the hull to optimum
protective level on returning to sea water.
The forward system consists of one hull mounted reference cell.
d) Inspect the rudder stock earth strap every month.

e) Inspect and clean control unit cooling fans and grills every three
months.
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Illustration 2.13.9a Thrusters Control
Main Bridge Control Panel
Bridge Wing Panel
Thruster and Hydraulic Pump Starter Panel

STERN UNIT
BOW UNIT
BOW UNIT
BOW UNIT
0
1/2
1
IN
SERVICE
LAMP
TEST
1/2
FAN
RUN
HYDR
RUN
HYDR
STOP
HYDR
START
HYDR
STOP
HYDR
START
0
1/2
READY
FOR
START
DRIVE
MOTOR
RUN
READY
FOR
START
DRIVE
MOTOR
RUN
DRIVE
MOTOR
STOP
DRIVE
MOTOR
START
DRIVE
MOTOR
STOP
DRIVE
MOTOR
START
IN
SERVICE
OVERLOAD
LAMP
TEST
1/2
START
REQUEST
EMERG
STOP
HYDR
RUN
IN
COMMAND
OVERLOAD
FAN
RUN
IN
COMMAND
START
REQUEST
EMERG
STOP
COMMAND
REQUEST/
TEST
COMMAND
REQUEST/
TEST
STERN UNIT
KAMEWA
STERN UNIT
KAMEWA
1
1/2
1/2
0
IN
SERVICE
1/2
0
IN
COMMAND
OVERLOAD
1
1/2
IN
SERVICE
OVERLOAD
IN
COMMAND
Key
START
REQUEST
EMERG
STOP
START
REQUEST
EMERG
STOP
Electrical Signal
KAMEWA
KAMEWA
Hydraulic Oil
ECR Unit
STERN UNIT
Feed Back
Unit
BRIDGE
PORT
KAMEWA
CONTROL
ROOM
BRIDGE
STBD
Hydraulic
Control
Signals
CONTROL
ROOM
PORT
Electric Motor
Stbd
Pitch Feed back Signal
Port
BOW UNIT
Propellor
STBD
Central
Unit
Hydraulic
Power Pack
Valve Control Signals
KAMEWA
Control
Valve
Tunnel
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2.13.9 Thrusters
Operating Principle
Maker:
Type:
In the propeller hub there is a servomotor which turns the propeller blades. The
servomotor consists of an integrated piston and an axially moving piston rod.
The movement is obtained by leading pressure oil to one side or the other of
the piston.
Control of pitch with proportional thrust command
The piston rod has a crosshead with four transverse slots for sliding shoes, one
for each of the blades.
Start/stop of drive motor and hydraulic pump motor
Kamewa
1650 K/BMS - CP
Overview
The vessel is equipped with a bow and stern thruster.
The Tunnel Thruster System consists of four main parts:
1. A tunnel with propeller unit, a driving motor, a hydraulic system,
and an electric control system.
2. The propeller unit is driven by an electric motor at a constant speed
and single direction of rotation. The propeller is provided with
hydraulically adjustable propeller blades, which makes it possible
to vary the magnitude and direction of thrust.
3. The tunnel thruster facilitates the manoeuvring of the vessel to a
great extent when speeds are low or zero. The ship's tunnel
thruster is also a useful complement to the ship's rudder even at
higher speeds. The thruster and the rudder together give an
increased steering effect.
4. The controllable pitch tunnel thruster runs at a constant shaft
speed. Power and thrust are controlled by changing the pitch of
the blades. The propeller always rotates in the same direction. As
starboard and port thrust must be equal, the blades are designed
with zero initial pitch and symmetrical blade section. The tunnel
thruster has two purposes. One is to keep the vessel in position in
a crosswind, the other one is to turn the vessel at zero or low
ahead speed.
(Note ! When a stationary vessel is turned with a tunnel thruster, the vessel is
also given a sideways motion. The simultaneous turning and crabbing results
in a slow longitudinal motion of the vessel - ahead when the tunnel thruster is
located in the bow - astern when it is located at the stern. This should be kept
in mind when manoeuvring in narrow harbours.)
The propeller unit comprises a propeller tunnel in which a single stay gear
housing is bolted A four bladed propeller and shaft assembly are mounted in
bearings in the gear housing.
The main part of the tunnel thruster is the propeller hub with blades and the
propeller shaft. The shaft is supported by one spherical roller bearing and two
axial roller bearings. The shaft seal of rubber sleeves prevents water from
penetrating and oil leakage.
The control panels have the following features:
Indication of pitch
Indication of drive motor current
Indication of alarm
The eccentric crankpin fits into the hole of the sliding shoe. The crankpin ring
is supported in a bearing lining, which is integrated within the hub body.
When the piston rod moves, the crankpin ring rotates with the circular
movement transmitted via the piston rod slot sliding shoe and crankpin.
Before Starting the Tunnel Thruster
The propeller blade, which is fixed on the crankpin ring by screws, will then
turn.
Each blade is provided with a sealing ring to prevent water entrance to the hub
or oil leakage.
Remote Control System
a) Check that power is available.

b) Start the electric driven hydraulic pump.
c) Check that no alarm exists.
d) The pitch will automatically go to zero.
Starting the Drive Motor
The control system is a microprocessor based remote control system used to

control the pitch setting of the tunnel thruster.
The system can order both port and starboard manoeuvres by changing the
pitch setting while the propeller blades continue rotating in one direction.
The manoeuvring is performed from a control station equipped with a control
lever. When ordering thrust with the control lever, the system applies the
proper pitch setting according to a pitch curve which is pre-programmed in
the computer, allowing the thrust to be proportional to the lever position.
When manoeuvring, the load of the drive motor is controlled by the system
through automatic regulation of the pitch. The maximum allowed load is
determined by the load limit.
When there is more than one control station, there is also a responsibility
system included, which allows only one control station at a time to be In
Command.
On each control station the actual pitch setting of the tunnel thruster(s) will be
continuously indicated.
a) Start the drive motor.

b) Check that the drive motor has started. A lamp indicates that the
drive motor running.
c) The tunnel thruster is now ready for use.
Control Panel Selection
a) Select the control panel by pushing the COMMAND
REQUEST push-button. When the IN COMMAND lamp
lights, the control panel is in command.
b) The propeller thrust can now be manoeuvred in the desired
direction by means of the control lever.
c) The propeller thrust is approximately proportional to the position
of the control lever, via the pitch curve.
Stopping the Tunnel Thruster
The driving motor can be started only when the propeller blades are in zero
position, which reduces the starting torque to a minimum. This means low
starting current.
a) Set the control lever in 0 position.
Control of the system is generally from the main bridge or bridge wings, but
can be controlled from the engine control room usually for pre-departure tests
or due to control system failure.
c) Stop the electrically driven hydraulic pump.
b) Stop the drive motor.
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Pitch Control Operation
Change of Control Station from Bridge to ECR
Control lever
When the switch in the control room is switched from position Bridge to
position ECR, the command will be directly transferred from bridge to ECR.
The control lever can be rotated 60 with click stop locations for the outputs
0-1/2-1. The propeller thrust is approximately proportional to the position of
the control lever, via the pitch curve.
Change of Control Station from ECR to Bridge
The control system controls the pitch. The lever movement is transmitted to the
central unit and fed into a function generator (FG) where the required relationship between lever position and pitch command can be adjusted.
When the switch in control room is switched from position ECR to position
Bridge the command will not be transferred until Command request is
pushed at any of the bridge control stations. Until then no station will be in
command.
Output from the F.G. is the pitch command, which is fed to the regulator where
it is compared to the actual pitch position, (feedback signal). The pitch
correction signal, from the load control process and the external thrust
reduction, is also fed to the regulator.
When set for ECR operation the pitch can be operated using the push buttons
on the ECR panel. These act directly on the hydraulic control valves. The main
control system is bypassed and the control failure alarm blocked.
If there is a difference between ordered and actual pitch, the hydraulic pitch
control valve is activated in order to correct the actual pitch setting until the
control error (difference) has disappeared.
Load Control
Change from Main Bridge to Bridge Wing Control

Push the Command Request/Test button for request of command and transferring between main bridge and the bridge wing station(s). (When the drive
motor is stopped, pitch testing is possible by pushing this button).
The In Command lamp lights, indicating when the control station in question
is In Command. (Can only be in command when the drive motor is started).
When the command is on Bridge the command can be transferred between
main bridge control station and the bridge wing control station(s).
The load control system prevents the drive motor from being overloaded. The
system measures the drive motor current, i.e. load on the drive motor. The load
signal is compared to the Load limit parameter (Load limit 1 or Load limit 2).
If the drive motor current is too high, the pitch, as well as the drive motor load,
will be reduced.
To prevent mechanical damage at high speed, pitch changes, caused for
example by air in the hydraulic system, is protected by supervision of a pitch
response overspeed.
Emergency Stop
When the push button Command Request is pushed the command is directly
transferred. The lamps In Command indicates which station is in command.
The emergency stop push-button activates an opening contact which causes the
drive motor to stop. The drive motor running information disappears. When
the drive motor is stopped, the pitch is automatically reset to zero.
Change from Main Bridge to ECR Control
Drive Motor Start/Stop
When in Control Room control the lamp indicates Control Room in

command.
In order to be able to start the drive motor, the pitch must be in zero position
and the hydraulic pump motor has to be running.
When in Bridge control the lamp indicates Bridge in command.
When stopping the drive motor, the drive motor running information
disappears, causing the control system to steer the pitch to zero.
The Switch BR/ECR is used for manoeuvre station change over. When
Command request button is pressed on the bridge, the switch is changed to
Bridge.
For switching over the control between Bridge and Engine Control Room there
is a manoeuvre responsibility system.
In order to be able to start the drive motor, the hydraulic pump motor must first
be started by using the Hydr. start push button.
If the hydraulic pump motor is stopped by using the Hydr. stop push button,
the drive motor will be stopped as well, due to lack of hydraulic pressure.
The Engine Control Room is the master control station where the switch
BR/ECR is located.
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QG10
QG10
Emergency
Engine Cooling
F.W. Tank

To Inert GS and Vapour
Collection System
& Foam System
For Exhaust
Gas Boiler
Fresh Water
Expansion
Tank
Illustration 2.14.1a Domestic Fresh Water System
To
Accomodation
From
Accomodation
QG39
To
Accomodation
QG9
Upper Deck
Key
QG39
On Tank Top
Forward
Fresh Water
To Bilge
Separator
Calorifier
QG11
To Main
Engine
Boiler
Water
Cooling
Sample
Domestic Hot Water

QG43
PI
QG1
To F.W.
Expansion
Tank
QG23
To F.W Gen &

F.W Fill System
To No.1
L.O. Purifier
QG32
QG35
To Auxiliary
Generator Room
No.1
To Auxiliary
Generator Room
No.2 and 4
Air
QG49
QG13
To No.2
L.O. Purifier
QG31
To Seperator
Room
For Oil
Fired Boiler
QG12
QG39
QG15
QG16 QG17
QG48
QG39
From
General
Service Air
1,000 litres
PI
QG2
For Engine
Workshop
QG50
Fresh Water
Hydrophore
Unit
To A/E
L.O. Purifier
Drinking
Water
Fountain
QG30
PS
To Wash
Basin
Fresh Water
Tank (Port)
QG3
TG4
P
QG38
From
Fresh Water
Generator
To Wash
Basin
Fresh Water Spray

Fire Extinguishing
System Pump
Fresh Water
Hydrophore
Pumps
P
QG14
To W.C
QG34
QG22
QG26
QG25
QG32
QG32
QG32
To Sewage
Treatment System
To No.1 A/E
TG7
To No.2 A/E
QG18
To Oily Water
Discharge &
Monitoring System
QG29
To F.W Gen.
Chemical
Dosage Tank
QG28
To No.3 A/E
QG27
To No.1
F.O. Purifier
To No.2
F.O. Purifier
To D.O.
Purifier
Aft Peak
Tank
Fresh Water
Tank (Starboard)
QG4
QG6
QG39
Stern Tube
Cooling
Water Tank
QG5
QG39
On Tank Top
Aft
For Chemical Cleaning

Tank Of M.E. Air Cooler
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Bilge water separator
2.14 Accommodation Systems
h) Switch one hydrophore pump to automatic operation.
Auxiliary engine turbocharger cleaning
2.14.1 Domestic Fresh Water System
i) Open the hydrophore tank outlet valve slowly until the system
pressurises.
Main engine chemical cleaning tank

Introduction
Main engine air cooler cleaning
j) Start the hot water circulating pump.
Oil discharge monitoring equipment
Fresh water for domestic water use is stored in two fresh water storage tanks.
Each tank can supplement the other system. Both tanks are normally filled
from the fresh water generator, but can be filled from shore if required.
k) Vent air from the calorifier.
Engine room services
l) Start the electric heater for calorifier.
Boiler sample cooler

Water is supplied to the fresh water system by two pumps, which pressurise the
hydrophore tank. One of the pumps will be on duty with the other pump on
automatic standby. Cold sterilised fresh water is supplied under pressure to the
accommodation for domestic purposes. The hydrophore tank supplies outlets
in the engine room, accommodation and deck.
Cold water is also supplied to the calorifier where it is heated for the domestic
hot water system. The calorifier is a thermostatically controlled vertical storage
and heating vessel of 1m3 capacity, which utilises steam or electricity to
provide the heat. The electric heater is reserved for use when the steam plant
is shut down or during refit. Fresh water is heated to 70C and is then
circulated around the ship by the hot water circulating pump. By continually
circulating the hot water around the ship, water is saved by not having to run
as much water off in order to get hot water at the outlet.
Both the steam and electrical supplies are thermostatically controlled.
A separate fresh water pump supplies water to the water spray fire extinguishing system in the purifier and generator rooms. The pump draws water directly
from the fresh water storage tanks. The hydrophore system can supply the
water spray extinguishing system in an emergency.
The fresh water system supplies the following:
Water spray extinguishing system
Preparation for the Operation of the Domestic Fresh Water System
m) Switch the other supply pump to standby.

n) Supply steam to the calorifier when steam is available.
a) Set up the valves as shown.

Position
Description
Valve
o) Shut down the electric heater when steam is available and in use.
Open
F.W. Tank Outlet Valve
QG3 or
QG4
p) The water spray extinguishing system should now be made ready

by setting the following valves:
Open
No.1 F.W. Supply Pump Suction Valve
QG25
Open
No.2 F.W. Supply Pump Suction Valve
QG26
Open
No.1 F.W. Supply Pump Discharge Valve
Open
No.2 F.W. Supply Pump Discharge Valve
Closed
Hydrophore Discharge to Fog System
Closed
Hydrophore Discharge to F.W. System
Open
Master Valve to Accommodation Cold System QG11
Open
Inlet Valve to Calorifier
Open
Outlet Valve from Calorifier
Open
Inlet to Hot Water Circulating Pump
Open
Outlet from Hot Water Circulating Pump
QG13
Position
Description
Valve
Open
F.W. Tank Outlet Valve
QG3 or
QG4
Open
Water Fog F.W. Pump Suction Valve
QG38
Open
Water Fog F.W. Pump Discharge Valve
QG14
QG08
Sanitary system
b) Start one F.W. supply pump.
Drinking water system

Calorifier and accommodation hot water services
c) Fill the hydrophore tank to about 75% capacity.
Main engine turbocharger cleaning
d) Stop the pump.
L.O. and F.O. purifier operating water systems

Inert gas fan washing
Exhaust gas boiler washing
e) Slightly open the air inlet valve to the tank until the operating
pressure is reached.
f) Close the air supply.
Fresh water cooling system tanks

g) Repeat steps (b - f) until the tank is at the operating pressure, with
the water level at about 75% full.
Chemical dosing unit
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Illustration 2.14.2a Domestic Refrigeration Plant System
Vegetable Room
Meat Room
Control Valve
LP
OP
PS
Key
HP
DPS
LP
OP
No.1 Condensing Unit
HP
PS
Refrigerant Gas
PS
No.2 Condensing Unit
DPS
PS
Refrigerant Liquid
L.T. Cooling Water
Instrumentation
Refrigerant Pump
No. 1
Thermostatic Expansion Valve
Accumulator
Refrigerant Pump
No. 2
Thermostat
Accumulator
Oil Separator
Open To
Release Air
TI
To and From
L.T. F.W.
Cooling
System
DPS
PS
QB2
WPS WP
TI
Differential Pressure Switch

Pressure Switch
Condenser
QB1
Open To
Release Air
Constant Pressure Valve
WPS
Water Pressure Switch
WP
Water Pressure
HP
High Pressure
LP
Low Pressure
TI
Temperature Indicator
OP
Oil Pressure
TI
To and From
L.T. F.W.
Cooling
System
QB4
Condenser
QB3
WPS WP
Filter
and
Dryer
Charging
Connection
TI
Filter
and
Dryer
Charging
Connection
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2.14.2 Domestic Refrigeration System

Introduction
Cooling for the meat room and vegetable room is provided by a direct
expansion R-134 system.
The plant is automatic and consists of two compressors, two condensers and
one evaporator coil in the meat room and one evaporator coil in the vegetable
room.
Air in the cold rooms is circulated through the evaporator coils by electrically
driven fans.
A back pressure controlled constant pressure valve is included in the vegetable

rooms to prevent the temperature dropping too far below the normal set point,
which would damage the provisions, should the inlet solenoid valve fail to
close properly.
e) Open the valves for the condensation water. Check there is

sufficient flow.
Any leaks of refrigerant gas from the system will result in the system becoming
undercharged. The symptoms of the system being undercharged will be low
suction and discharge pressures, with the system eventually becoming
ineffective with bubbles appearing in the sight glass.
g) Start the compressor.
A side effect of low refrigerant gas charge is an apparent low lubricating oil
level in the sump. A low charge level will result in excess oil being entrapped
in the circulating refrigerant, causing the level in the sump to drop.
f) Open suction valve one turn.
h) Continue opening suction the valve slowly taking care not to

allow liquid into the compressor. Also take care to keep the
suction pressure above the cut out point.
Whilst running:
i) Check the inlet and outlet pressure gauges.
The meat room evaporator is equipped with a timer controlled electric

defrosting element. The frequency of defrosting is chosen by means of a
defrosting relay built into the starter panel.
Under normal conditions one compressor/condenser unit is in operation, with
the other on standby, but on manual start up with all valves shut until required.
The plant is not designed for parallel operation of the two systems because of
a risk of transfer of lubricating oil between the compressors.
The compressor draws R-134 vapour from the cold room cooling coils and
pumps it under pressure to the low temperature fresh water cooled condenser
where the vapour is condensed.
When the system is charged to full capacity the excess oil will be separated out
and returned to the sump.
During operation the level as shown in the condenser level gauge will drop. If
the system does become undercharged the whole system should be checked for
leakage.
To put the Cooler Rooms System into Operation

a) Open the refrigerant supply to one cooler room.
The added refrigerant is dried before entering the system. Any trace of
moisture in the refrigerant system will lead to problems with the thermostatic
expansion valve icing up and subsequent blockage.
c) Repeat the above for the other cooler room.
Refrigeration Plant
The compressors are protected by high pressure, low pressure and low
lubricating oil pressure cut-out switches. Each unit is also fitted with a
crankcase heater.
Maker:
No. of sets:
Model:
Thermostats in each room enable a temperature regulating device to operate

the solenoid valves independently, so as to reduce the number of starts and
running time of the compressor.
When all the solenoid valves at the air coolers are closed by the room
thermostats, the low-pressure switch will stop the compressor.
k) Check for leakages.
When required, additional refrigerant can be added through the liquid charging
line, after first venting the connection between the refrigerant bottle and the
charging connection.
The liquid refrigerant is returned through a dryer unit and filtered to the cold
room evaporators.
The air coolers convert the refrigerant as it expands into a super-cooled vapour,
under the control of the expansion valves. This vapour is then returned to the
compressor through the non-return valves.
j) Check the oil level and oil pressure.
b) Open the refrigerant returns from the cooler room.
Daikin Ind. Ltd

2
RHSD 5A
To Start the Refrigeration Plant

a) All stop valves (except the compressor suction) in the refrigerant
line should be opened and fully back seated to prevent the
pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be
switched on at least 3 hours prior to starting the compressor.
c) Check that the oil level is correct.
d) Start up the ancillaries and pumps.
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Defrosting
The air cooler in the meat room is fitted with electrical defrosting, i.e.
evaporator and drip trays are provided with electric heating elements. The
frequency of defrosting is chosen by means of a defrosting relay built into the
starter panel. The defrosting sequence is as follows:
a) The compressor stops and all solenoid valves in the system close.
b) The fans in the meat room stop working but the fan in the
vegetable room continues the circulation of the warm air over the
coolers. In this way the cooling surfaces are kept free from ice.
c) The electric heating elements in the meat room switch on.
d) As long as the coolers are covered with ice, the melting takes
nearly all of the heat supplied and the temperature of the cooler
and the refrigerant is constantly kept near zero. When the ice has
melted, the refrigerant temperature rises in the meat room. When
the temperature reaches the set point of the defrosting thermostat,
(approximately +10C) the heating elements are switched off.
e) The compressor starts.
f) When the coil surface temperature has gone below the freezing
point, the fans in the meat/fish room start.
The system is now back on the refrigerating cycle again. If the defrosting is not
completed at the expiration of the predetermined defrosting period, the
defrosting will be restarted by the timer and a new cycle will commence.
System running checks to be carried out at regular intervals:
a) Check lubricating oil levels in the crankcase.
b) Check lubricating oil pressure.
c) Check moisture indicators.
d) Suction and discharge pressure and temperature and any unusual
variations investigated.
e) Check all room temperatures and evaporation coils for any sign of
frosting.
The following conditions register in the central alarm system:
Power failure
Overcurrent trip
High pressure trip
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Illustration 2.14.3a Accommodation Air Conditioning Plant

Air Filter
Exhaust Fan
Air Heater
Return Air
Duct
Air Filter
Exhaust Air
Duct
TI
Return Air
Duct
Total
Heat
Exchanger
PI
TH
TI
Air Filter
TI
Total Heat
Exchanger Unit
Condensate
Outlet
Supply
Air duct
TI
Air Filter
TI
PI
From
7kg/cm2
Steam System
QE73
QE73
HU
Air
Cooler
Condensate
Outlet
Supply Fan
HP
HLS
Key
Condensate
Outlet
Steam Trap
LP
Supply Fan
Air Handling
Unit
LP
Condensing Unit
OP
From
7kg/cm2
Steam System
HU
Air
Cooler
TI
Air Handling
Unit
Condensate
Outlet
Supply
Air duct
Humidifier
Air Heater
PI
TI
From
7kg/cm2
Steam System
Fresh Air
Duct
TI
Total Heat
Exchanger Unit
Humidifier
PI
TH
From
7kg/cm2
Steam System
Fresh Air
Duct
Air Heater
Exhaust Air
Duct
TI
Total
Heat
Exchanger
TI
Exhaust Fan
Air Heater
OPS
Steam Trap
HP
HLS
Condensing Unit
OP
OPS
Steam
Condensate
Fresh Water Cooling
Refrigeration Gas
No.1
Air Conditioning
Compressor
No.2
Air Conditioning
Compressor
Open To
Release Air
Open To
Release Air
TI
TI
Refrigeration Liquid
Electrical Signal
Condenser
QB16
Thermostatic Expansion Valve

QB17
WP
Water Pressure Gauge
WPS
Water Pressure Switch
TH
Thermostat
LP
Low Pressure Gauge
HP
High pressure Gauge
OP
Oil Pressure Gauge
HLS
High and low Pressure Switch
OPS
Oil Pressure Switch
HU
Humidity Controller
TI
WP
To and From
L.T. F.W.
Cooling
System
Condenser
QB18
QB19
WPS
TI
Filter and
Dryer
WP
To and From
L.T. F.W.
Cooling
System
WPS
Filter and
Dryer
Charging
Connection
Charging
Connection
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2.14.3 Accommodation Air Conditioning Plant

Maker:
No of sets:
Condensing Unit Model:
Air Handling Unit Model:
Capacity:
Namirei-Showa Co. Ltd

2
ACU-3713a
NAHEV-150
30 m3/h per person
The liquid R-134 is then fed, via filter drier units, to the cooling coils where it
expands under the control of the expansion valves, before being returned to the
compressor as a gas.
The compressor is fitted with an internal oil pressure activated unloading
mechanism which affords automatic starting and variable capacity control.
The air is supplied to the accommodation by two air handling units located in
the A.C. room in the engine room. The units consists of an electrically driven
fan drawing air through the following sections:
Filter
Mixing chamber for fresh and recirculated air
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 eventually becoming ineffective.
A side effect of low refrigerant gas charge is an 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.
Preheating coil
Humidifier nozzles
Evaporator coils
When the system is charged to full capacity, this excess oil will be separated
out and returned to the sump.
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.
All cabin ventilation units have been adjusted to supply no more than the
maximum air quantity assigned to the individual rooms served by the plant.
Regulation of the air quantity is effected by means of the control knob on the
cabin unit and adjustment is left entirely for the room occupant to choose.
With heating or cooling coils in use, the unit is designed to operate on 70%
fresh air supply. The ratio of circulation air may be varied manually using the
damper in the inlet trunking.
The inlet filters are of the washable mat type and heating is provided by coils
supplied by steam from the 7 kg/cm2 system.
Cooling is provided by a direct expansion R-134A system. The plant is
automatic and consists of two compressor/condenser units supplying the
evaporators contained in the accommodation air handling units.
Each condensing unit is capable of supplying 100% of the total capacity
requirement and under normal conditions one compressor will be in use.
Cooling of the air is achieved by direct expansion coils. The coils are fed with
refrigerant from the air conditioning compressor as a superheated gas which is
then passed through the condenser where it is condensed to a liquid.
Also, pump down the running unit before separating the two systems by
closing the crossover valves.
To Start the Ventilation System
The compressor is protected by a high and low pressure cut-out switch and low
lubricating oil pressure trip. A crankcase heater and cooler are fitted.
Introduction
Before opening the crossover valves, to prevent over charging of the system to
be used, ensure that the system to be shut down is fully pumped down.
a) Check that the air filters are clean.

b) Set the air dampers to the outside position.
c) Start the supply fans.
To Start the Air Conditioning Compressor
a) 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.
b) The crankcase heater on the compressor to be used should be
switched on a few hours prior to starting the compressor.
c) Check that the oil level is correct.
During operation, the level as shown in the condenser level gauge will drop.
d) Start up the ancillaries, pumps etc.
If the system does become undercharged, the whole system pipework should
be checked for leakage.
When required, additional gas can be added through the charging line, after
first venting the connection between the gas bottle and the charging
connection.
e) Open the valves for the condenser cooling water. Check there is
sufficient flow.
f) Open the compressor suction valve one turn.
g) Start the compressor.
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.
h) Continue opening the suction valve slowly taking care not to

allow liquid into the compressor. Also ensure the suction pressure
is above the cut out point.
Cooling water for the condenser is supplied from the low temperature fresh
water cooling system.
Operation of the Air Conditioning System
The air conditioning system is designed to run with 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.
The other condensing unit is on standby or available for maintenance. The system
can be crossed over by opening the common liquid and gas valves, which will
allow one compressor to supply both air handling units.
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Whilst Running:
To Shut Down the Compressor for a Prolonged Period
a) Check the inlet and outlet pressure gauges.
If the cooling system is to be shut down for a prolonged period, it is advisable

to pump down the system and isolate the refrigerant gas charge in the
condenser.
b) Check the oil level and oil pressure.

c) Check for leakages.
Leaving the system with full refrigerant pressure in the lines increases the
tendency to lose charge through the shaft seal.
Compressor - Running Checks

a) The lubricating oil pressure should be checked daily.
a) Shut the liquid outlet valve on the condenser and the outlet from
the filter.
b) The oil level in the crankcase should be checked daily.
b) Run the compressor until the low pressure cut-out operates.
c) The suction and discharge pressure should be checked daily.
c) After a period of time the suction pressure may rise in which case
the compressor should be allowed to pump down again until the
suction pressure remains low.
d) The temperature of oil, suction and discharge gasses should be

checked daily, together with the motor bearing temperatures.
d) Shut the compressor suction and discharge valves.

e) A daily check should be kept on any undue leakage at the shaft
seal.
e) Close the inlet and outlet valves on the cooling water to the
condenser.
To Stop the Compressor for Short Periods

a) Close the condenser liquid outlet valve and the outlet from the
filter.
b) Allow the compressor to pump out the system so that the low
level pressure cut-out operates.
f) Close the inlet and outlet valves on the cooling water to the oil
cooler.
g) The compressor discharge valve should be marked closed and the
compressor motor isolated to prevent possible damage.
c) Isolate the compressor motor.

d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
g) Close the inlet valves on the cooling water to the oil cooler.
h) Switch on the crankcase heater.
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2.14.4 Miscellaneous Air Conditioning Units

Package air conditioning units are provided to supply the following spaces:
Engine control room
Workshop
They are all self-contained, comprising a fan, compressor, refrigerant circuit,
filters and controls. They are and on an external cooling water supply.
Maker:
Model:
No. of sets:
Carrier Corporation
90 MA 308-611 R134a
1
Procedure for the Operation of the Package Air Conditioning Units

Starting
a) Switch on the crankcase heater for approximately 24 hours before
operation.
b) Open the condenser refrigerant inlet and outlet valves.
c) Open the condenser cooling water inlet and outlet valves.
d) Check for any signs of leakage of refrigerant and lubricating oil.
e) Ensure that the air filter is clean.
f) Switch off the crankcase oil heater.
g) Set the change over switch to COOL.
h) Start the fan.
i) Operate the start switch.
Shutting Down
a) Close the condenser refrigerant outlet valve.
b) Allow the compressor to shut down on the low suction pressure
trip.
c) Stop the compressor.
d) Close the condenser refrigerant inlet valve.
e) Close the condenser cooling water inlet and outlet valves.
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Illustration 2.14.5a Sewage Treatment System

From Accommodation Sewage
From Accommodation Sewage

RD12
RD13
Upper Deck
Upper Deck
Waste
Water
Waste
Water
Sewage
Water
Sewage
Water
Hospital
Water
Kitchen
Water
RD3
RD2
RD81
RD4
RD10
RD5
RD6
RD7
Engine Room
W.C.
Oil
Trap
RD11
RD16
RD9
RD17
R18
From General Service

Air System
RD24
Sewage
Treatment
Plant
RD14
RD15
B. W. L.
Key
Discharge
Pump
RD19
Sewage Pipes
From F.W.
Service System
Bilge
Tank
RD20 RD23
Air
Domestic Fresh Water
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2.14.5 Sewage Treatment System
Level Switch Operation
Maker:
Basic Description and Operation
If the discharge mode selector switch is set to the AUTO position, the pump
will start when the high level switch is activated and stop when the low-level
switch is activated.
The sewage treatment plant is a tank, divided into three compartments:
Manual Operation
1. Aeration compartment
If discharge is required below the low-level switch position, the pump can be
started manually by setting the mode selector switch to HAND and pushing
the start button. Discharge will continue until the low-level switch is activated,
or until the pump is manually stopped.
Lu Zhou - Hamworthy
The incoming sewage enters the aeration compartment, where it is digested by

aerobic bacteria and micro-organisms. This is assisted by the addition of
atmospheric oxygen delivered by the compressors. The resulting CO2 is
emitted through the vent pipe and the water and bacteria cells are displaced
into the settling compartment.
! CAUTION
Running the pump dry will damage the pump.
2. Settling compartment
Alarms
Here the bacteria settle out and are returned to the aeration compartment via
the airlift tube. The tube takes its supply from the bottom of the compartment,
via a visual pipe, which allows a check to be made on the returning sludge. The
sloping sides prevent the settled sludge from accumulating and help direct it to
the suction side of the air lift. The effluent enters the compartment through a
filter and stilling chamber. It rises through the clarifier before discharging into
the chlorine compartment through a weir at the top of the clarifier. A surface
skimmer is provided to skim off and return surface debris back to the aeration
compartment.
A high-level alarm is activated if the high-level switch is not reset within a set
period of time of it being activated.
A thermal relay alarm will indicate overcurrent in the pump motor.
! CAUTION
Discharge overboard should not take place within 12 nautical miles of the
coast.
3. Chlorine contact compartment

The effluent is stored in this compartment to allow time for the chlorine to kill
off any harmful bacteria. This is achieved by chlorine tablets being added into
two tubes with the effluent passing over them. The effluent absorbs the
required amount of chlorine before flowing into the chlorine contact tank,
where it is finally discharged overboard.
The discharge may be controlled manually or automatically. The control
equipment includes facilities for high level control and alarm functions using
signals from float switches fitted in the treatment tank.
The contents of the tank can be discharged:
By level switches
Manually
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Garbage Management Plan
Garbage Management Plan For Maersk
Ship Operational Garbage
Galley and Messroom Garbage
Cabin Garbage and Public Room
Deck
Engine Room
Officers
1. Plastic
2. Floating dunnage
3. Lining/packing materials
4. Paper, rags, glass, metal,
bottles, etc.
5. Oily rags
6. Solid oily waste
7. Waste oil
1. Plastic
2. Floating dunnage
3. Lining/packing materials
bottles, etc.
5. Oily rags
6. Solid oily waste
7. Waste oil
1. Plastic
2. Paper, rags, glass, bottles,
metal, etc.
Galley Stores
Crew
1. Plastic
2. Paper, rags, glass, bottles,
metal, etc.
Separation
Separation
Separation
Separation
Generated garbage
separated at source into the
marked receptacles by the
occupants/users
Generated garbage
occupants/users
Generated garbage
occupants/users
Generated garbage
occupants/users
Location of
receptacles
Collected by
Location of
receptacles
Collected by
Location of
receptacles
Location of
receptacles
Collected
by
Bridge
Radio room
C.C.R.
Laundry
Deck stores
4-8 GP1
4-8 GP1
4-8 GP1
GP2
GP2
Work shop
E.C.R.
Engine Store
E/R Decks
Motorman
Motorman
Motorman
Motorman
Cabin
Cleaning gear Lk.
on upp.&B-Dk
Crew smoking
room
Suez room
Gymnasium
Occupant
Cabin
Cleaning gear
Lkr on A&C-Dk
Conf. room
Off. smoking
room
Infirmary
Collected by
2/Cook
2/Cook
2/Cook
2/Cook
2/Cook
GP2
GP2
Galley & Messroom
1. Plastic
2. Packing material
3. Paper, glass, bottles,
metal, etc.
1. Food waste
2. Plastics
3. Packing material
4. Paper, glass, bottles,
metals, etc.
Separation
Separation
Generated garbage
Chief Cook
Generated garbage
Chief Cook & 2/Cook
Chief cook will check with

the bridge if vessel is more
than 12 miles from nearest
land.
Yes
Location of
receptacles
Collected by
Inside Store
2/Cook
No
Processing of Food Waste

Food waste will be processed
using chafe cutter or disposer
and will be disposed to the
sea. Chief Cook is responsible
for the operation of the
DISPOSER located in the
galley.
GP2
GP2
Location of
receptacles
Collected by
Inside galley 2/Cook

Officers mess 2/Cook
Crew Mess
GP2
To Sea
Storage
Storage
WATER TIGHT GARBAGE ROOM

LOCATED: ON UPP. DECK AFT
The collected garbage to be brought
every morning to the garbage room
as per designated duties for storage.
WATER TIGHT GARBAGE ROOM

LOCATED : ON UPP. DECK AFT
The collected garbage to be brought
every morning and evening to the
garbage room as per designated duties
for storage.
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Garbage Management Plan
Storing Garbage In Garbage Room (Located On Upper Deck Aft)
Red Receptacle
For incineration
Examples
1. Plastic
2. Burnable dunnage
3. Paper, rags, etc
4. Oily rags
5. Solid oily waste
6. Waste oil
Blue Receptacle
Yellow Receptacle
Green Receptacle
For sea disposal

>25 nm
outside special area
For sea disposal

>25 nm
Food waste
for sea disposal
>25 nm
Examples
Examples
1. Floating dunnage
2. Lining
3. Packing materials

bottles, crockery & similar
refuse
2. Incinerator ash
Black Receptacle
For landing ashore
Examples
1. Paint
2. Chemicals
3. Oil soaked material
Examples
1. Food waste
Collected By
GP2 & GP1
Under supervision
of C/O and taken
to incinerator.
Incineration
Disposal To Shore Facility
Sea Disposal
1. Under the supervision of C/O
2. Obtained permission from Bridge
3. All Disposals to be recorded in the
garbage log
By GP2
1. Under the supervision of C/O

2. All Disposals to be recorded in the
garbage log
By GP2 and assisted by GP1
Under supervision
of 2/E.
To Sea
Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
Motorman.
To land ashore
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Illustration 2.15.1a Inert Gas Generator In Engine Room

Open Deck
B.W.L.
Open Deck
In Funnel
BN16
From Control
Air System
To Deck
System
BN30
PIC
BN64
S
I.G.G.
D.O. Tank
(4.3m3)
To C.W.
System
From F.O.
Transfer
System
BN8
PI
PC
TI
TI
PIC
PZA
TZA
TZA
PZA
PI
Pilot Bu
rner
TI
PI
From S.W.
Cooling System
PT
From
7 kg/cm2
Steam System
Main
Bu
rner
PZA
BN12
Combustion
Chamber
QIR
To
Atmosphere
LZA
F1
PZA
Fuel Oil
Unit
PI
PZA
L19
PZA
PI
Condensate To
Atmospheric
Condenser
No.6
W.B.T.
(S)
PIC
BN14
QIR
PZA
PI
Connection As
Smooth As Possible
QT
PI
BN15
BN72
N
2
O2
Key
Dom. Fresh Water
No.1 Blower
No.2 Blower
To and From
Fresh Water
System
In E/R
Sea Water
BN5
From Bilge
Ballast
BN6
Inert Gas
B.W.L.
Fuel Oil
QA17
QA18
Air
Saturated Steam
QA39 QA26
QA16
I.G. Scrubber
Pump
(280 m3)
Condensate
Sea Water
Main Pipe
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2.15 Inert Gas (Top-up System) Generator

2.15.1 Inert Gas Generator
The inert gas plant, installed in the engine room, produces inert gas which is
used to provide a gas explosion protection system for the cargo oil tanks and
slop tanks. This is achieved by maintaining a slight over-pressure in the tanks
at all times.
When products are carried, the respective tanks would normally be blanked off
from the I.G. system
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by
inert gas. At all times, pressure of the inert gas in the tanks is maintained
slightly above atmospheric pressure.
The operating principle is based on the combustion of a low sulphur content
fuel and the cleaning and drying of the exhaust gases.
The inert gas plant includes an inert gas generator, a scrubbing tower unit,
blowers, an effluent water seal, a fuel injection unit, deck seal and an instrumentation / control system.
Manufacturer:
Smit Sinus Gas Systems B.V.
Inert gas delivery rate (m3/h):
3,750
Inert gas composition (% vol) O2:
0.5
Inert gas composition CO2:
14%
Inert gas composition CO (max):
100ppm
Inert gas composition NOx (max):
65ppm
Inert gas composition SO2 (max):
2ppm
Nitrogen balance to 100%:

Inert gas composition 'soot' :
Bacharach 0
The inert gas plant is locally operated.

Working Principle
Inert gas is produced by the combustion of diesel oil supplied by the diesel oil
pump and air provided by blowers, taking place in the combustion chamber of
the inert gas generator.
Good combustion is essential for the production of a good quality soot free low
oxygen inert gas.
The products of the combustion are mainly carbon dioxide, water and small
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
nitrogen content is generally unchanged during the combustion process and the
inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide.
Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
mainly occurs in the scrubber section of the generator, where the sulphur
oxides are washed out. The sea water for the Inert Gas Generator is supplied
from the sea water cooling system.
Before delivery out of the generator, water droplets and trapped moisture are
separated from the inert gases by a demister. The inert gas is supplied to deck
via a deck water seal.
2.15.2 Operation
a) Open all valves for utilities (sea water, fuel, etc.).
b) Supply electrical power to the inert gas generator panel.
c) The generator is started by operating the start button. The
complete starting process is fully programmed and safety
interlocked.
d) The purge line is open when the generator is started and will
remain open until the oxygen content drops to within required
limits. At this point the supply to deck valve will open and the
purge valve will close.
The starting program runs as follows:
The Inert Gas System can supply fresh air instead of inert gas with the same
capacity.
a) The blower purges the system with air before the pilot burner is
ignited by the spark plug.
Burner Description
b) The pilot burner is ignited. As soon as the flame is detected the

main burner is started.
The combustion air is supplied to the main burner by two blowers, each
supplying 50% of the total capacity of the generator. The quantity of
combustion air to the burner can be manually adjusted by a regulating valve in
the excess air discharge line.
c) After flame detection of the main burner and flame stabilisation,

the pilot burner is shut down.
Fuel (M.D.O.) is supplied at a constant pressure by the gas oil electric pump
which has a built-in pressure overflow valve.
Before ignition or start up of the unit, and with the pump running, all the fuel
is pumped back via the fuel oil overflow valve. This valve also serves to
regulate the delivery pressure of the pump.
The fuel oil flows to the nozzle of the main burner via two solenoid valves and
two fuel oil regulating valves.
A programme switch in the local control panel regulates one of the solenoid
valves which operates the pilot burner and initial firing.
The main burner is ignited by a pilot burner. The main fuel oil burner is of the
high-pressure steam assisted atomising type. The fuel is directed to the burner
orifice through tangential slots which ensure that the fuel leaves the burner as
a thin rotating membrane which is atomised just after the nozzle.
Steam is supplied to the atomising ring which is fitted to the end of the burner
gun and imparts a tangential flow into the oil stream thus ensuring a ultra-fine
dispersion of the fuel oil. In this manner good combustion is guaranteed with
no formation of soot.
d) After 4 minutes of purging, the delivery line is opened and the

purge line closed - provided that the oxygen content is correct. If
not, the purge line remains open until the correct fuel/air ratio has
been set and the correct oxygen content is obtained.
For long standstill periods it is recommended to purge the sea water cooling
system is purged with fresh water.
To allow for a remote stop of the generator, an extra contact is available in the
control panel for connection to the ship's main control room.
2.15.3 Maintenance
a) The use of blowers and deck seal sea water supply pumps should
be alternated on a regular basis.
b) Check the calibration of the oxygen analyser before use.
c) The sootblower for the boiler uptake valve should be operated
before opening the uptake valves. The manual steam valve to the
required uptake valve should be opened prior to this operation.
The Push to Clean button is pressed. The manual steam supply
valve is then closed after the operation.
d) The blowers should be water washed at shut down to prevent
build up of solids on the impeller. Prior to this operation the drain
valve is opened and the flexible hose is connected. When the
blower motor receives the stop signal, open the water supply to
the blower while the fan is running down. On completion, the
fresh water valve is closed and the flexible hose disconnected.
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Main Machinery Control
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Illustration 3.1.1a Integrated Management System Layout

UCS586
UCS587
W/H Console
UCS654/5
GOS
UCS634/5
UCS650
UCS651
220Voc
GOS Box
UCS656
UCS588
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
ASSIST
CALL
DUTY
MAINTENANCE
ALARM
GROUP6
UCS631
220Voc
BAP Bridge
S1
3 GHI
S2
4 JKL
ALARM
GROUP2
9 YZ
S3
5 MNO
ALARM
GROUP3
S4
UCS41
24Vdc
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
ALARM
GROUP8
GOS Box
DIMMER
6 PQR
ALARM
GROUP4
Ospace
ALARM
GROUP7
UCS630
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
ALARM
GOS
UCS589
ALARM
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
UCS636
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
Cargo Control Room
BAP - ECR
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
ASSIST
CALL
DUTY
MAINTENANCE
ALARM
GROUP6
S1
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
5 MNO
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
S4
DIMMER
ESC
ENT
+/-
Ospace
ALARM
GROUP8
S3
6 PQR
ALARM
GROUP4
UCS54
UCS128
24Vdc
UCS129
Accommodation Area
UCS41
24Vdc
UCS614/5
UCS582/583
ALARM
24Vdc
UCS644/5
GOS
UCS53
24Vdc
UCS60
UCS52
24Vdc
UCS641
220Voc
UCS51
24Vdc
ALARM
LIST
FIRE
Chief Engineers Office
24Vdc
UCS42
FIRE
FAULT
STOP
HORN
ALARM
ACKN.
FIRE
FAULT
STOP
HORN
ALARM
ACKN.
ALARM
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ASSIST S1
CALL
2 DEF
ALARM
GROUP1
7 STU
2 DEF
ALARM
GROUP1
7 STU
8 VWX
MAINTENANCE
ALARM
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
DUTY
S2
5 MNO
MAIN- S3
TENANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN.
FAULT
STOP
HORN
ALARM
ACKN.
DUTY
8 VWX
ALARM S4
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
DUTY
2 DEF
ASSIST S1
CALL
2 DEF
8 VWX
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
ALARM S4
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
DUTY
4 JKL
ALARM
GROUP3
ALARM S4
GROUP6
9 YZ
3 GHI
ALARM
GROUP2
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
+/-
ESC
DUTY
4 JKL
ALARM
GROUP3
S2
MAIN- S3
TENANCE
5 MNO
8 VWX
ALARM S4
GROUP6
9 YZ
ALARM
GROUP7
DIMMER
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ESC
ALARM
GROUP7
DIMMER
ALARM
GROUP8
ASSIST S1
CALL
3 GHI
ALARM
GROUP2
DUTY
4 JKL
ALARM
GROUP3
S2
MAIN- S3
TENANCE
5 MNO
ALARM
GROUP4
ALARM
GROUP10
ENT
DUTY
4 JKL
S2
MAIN- S3
TENANCE
5 MNO
8 VWX
ALARM S4
GROUP6
9 YZ
MAINTENANCE
S2
5 MNO
ALARM
GROUP4
3 GHI
ALARM
GROUP2
S1
ALARM
GROUP7
DIMMER
ALARM
GROUP8
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
8 VWX
ALARM S4
GROUP6
9 YZ
ALARM
GROUP7
ESC
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
ALARM
GROUP10
ENT
+/-
DUTY
S2
8 VWX
MAIN- S3
TENANCE
5 MNO
MAINTENANCE
S2
5 MNO
3 GHI
ALARM
GROUP2
ALARM
GROUP9
DUTY
4 JKL
ALARM
GROUP3
S2
MAIN- S3
TENANCE
5 MNO
8 VWX
ALARM S4
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
8 VWX
S3
ALARM S4
GROUP6
9 YZ
ALARM
GROUP7
8 VWX
S3
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
ALARM S4
GROUP6
ALARM
DIMMER ALARM
GROUP8
GROUP9
ALARM
GROUP10
Ospace
ESC
ESC
9 YZ
ALARM
GROUP7
3 GHI
ALARM
GROUP2
4 JKL
4 JKL
MAINTENANCE
S2
8 VWX
5 MNO
S3
ALARM S4
GROUP6
9 YZ
ALARM
GROUP7
ALARM
GROUP3
S2
S3
5 MNO
2 DEF
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
DUTY
MAINTENANCE
ALARM
GROUP6
S1
S4
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
5 MNO
S4
UCS631
220Voc
DIMMER
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
Ospace
ALARM
GROUP8
S3
GOS Box
UCS616
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
+/-
Ospace
DIMMER
ALARM
GROUP8
ENT
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
UCS127
UCS126
UCS580
+/-
ENT
+/-
UCS125
UCS124
ENT
UCS581
24Vdc
UCS 02 A,B,C,D
UCS123
UCS122
Gamma Outstation No 2
24Vdc
UCS 01 A,B,C,D
UCS119
UCS118
ALARM
GROUP10
Alarm
UCS117
UCS116
UCS700
UCS701
UCS115
UCS114
220Vac
Alarm
UCS113
UCS112
UCS711
UCS111
UCS110
UCS710
220Vac
UCS810
UCS109
UCS108
UCS107
UCS106
Engine Control Room
DIMMER
UCS121
UCS120
ENT
3 GHI
ALARM
GROUP2
S2
6 PQR
ALARM
GROUP4
Ospace
ALARM
DIMMER
GROUP8
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
ENT
+/-
Ospace
ALARM
DIMMER
GROUP8
ESC
DUTY
ALARM
GROUP3
6 PQR
ALARM
GROUP5
6 PQR
ALARM
GROUP4
1 ABC
DEAD
MAN
ASSIST
CALL
BAP - ECR
+/-
Ospace
DIMMER
ALARM
GROUP8
2 DEF
ALARM
GROUP4
6 PQR
ALARM
GROUP5
6 PQR
ALARM
GROUP4
+/ALARM
GROUP9
DUTY
4 JKL
ALARM
GROUP3
+/-
Ospace
6 PQR
ALARM
GROUP5
6 PQR
ALARM
GROUP4
ENT
+/-
ENT
S1
ALARM
GROUP3
2 DEF
ALARM
GROUP1
7 STU
ASSIST S1
CALL
7 STU
ASSIST
CALL
2 DEF
7 STU
3 GHI
ALARM
GROUP2
ALARM
GROUP1
S1
Lyngso Marine
DISPLAY
CHANNEL
ASSIST
CALL
2 DEF
AAP 11
2 DEF
7 STU
ASSIST
CALL
AAP 10
ALARM
GROUP1
2 DEF
ADJUST
CHANNEL
Lyngso Marine
7 STU
ASSIST S1
CALL
AAP 09
ALARM
GROUP1
ALARM
ACKN.
DISPLAY
CHANNEL
AAP 12
Lyngso Marine
DISPLAY
CHANNEL
STOP
HORN
ADD.
LIST
UCS610
Lyngso Marine
Lyngso Marine
7 STU
Ospace
6 PQR
ALARM
GROUP5
ALARM
ACKN.
Lyngso Marine
2 DEF
ALARM
ACKN.
AAP 08
ALARM
GROUP1
ALARM
GROUP1
7 STU
2 DEF
+/-
Ospace
ALARM
ACKN.
AAP 06
ALARM
GROUP1
ASSIST S1
CALL
Ospace
DIMMER
ALARM
GROUP8
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
8 VWX
FAULT
STOP
HORN
Lyngso Marine
MAIN- S3
TENANCE
STOP
HORN
AAP 07
DISPLAY
CHANNEL
AAP 05
7 STU
S2
ALARM
LIST
Lyngso Marine
ALARM
GROUP1
ALARM
GROUP1
MAIN- S3
TENANCE
5 MNO
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ADD.
LIST
DISPLAY
CHANNEL
AAP 03
6 PQR
ALARM
GROUP4
Ospace
ALARM
GROUP8
FIRE
ALARM
LIST
AAP 04
7 STU
ALARM
GROUP1
AAP 01
ASSIST S1
CALL
1 ABC
FAULT
ADD.
LIST
DISPLAY
CHANNEL
AAP 02
1 ABC
DUTY
FAULT
STOP
HORN
ASSIST S1
CALL
7 STU
DISPLAY
CHANNEL
ADD.
LIST
ALARM
Lyngso Marine
ACCOMMODATION ALARM PANEL
FAULT
STOP
HORN
Lyngso Marine
DISPLAY
CHANNEL
ADD.
LIST
1 ABC
ALARM
LIST
ASSIST
CALL
FIRE
ALARM
LIST
1 ABC
ALARM
LIST
ALARM
FIRE
ALARM
ADD.
LIST
UMS 2100
UMS 2100
ALARM
1 ABC
ALARM
FIRE
ALARM
LIST
1 ABC
UMS 2100
ALARM
STOP
HORN
DISPLAY
CHANNEL
ADD.
LIST
1 ABC
1 ABC
24Vdc
FIRE
ALARM
LIST
1 ABC
UMS 2100
UCS44
ALARM
ADD.
LIST
24Vdc
UCS43
FAULT
ADD.
LIST
UMS 2100
UMS 2100
FIRE
UMS 2100
UCS45
24Vdc
ALARM
ALARM
LIST
Lyngso Marine
S1
ALARM
ACKN.
DISPLAY
CHANNEL
ADD.
LIST
1 ABC
24Vdc
24Vdc
FAULT
1 ABC
ALARM
LIST
UMS 2100
UCS46
FIRE
UMS 2100
UCS47
STOP
HORN
ALARM
LIST
UCS49
UCS48
UCS587 UCS586
FAULT
UMS 2100
ALARM
24Vdc
ALARM
ACKN.
1 ABC
24Vdc
UCS646
STOP
HORN
DISPLAY
CHANNEL
ADD.
LIST
UCS50
FAULT
UMS 2100
ALARM
GOS Box
FIRE
FAULT
Lyngso Marine
UMS 2100
ALARM
FIRE
GOS
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
Rotating Light
UCS130
UCS105
UCS811
UCS131
Horn
UCS104
UCS202/3. 500/1
UCS100
UCS812
Stop Horn
UCS101
Engine Control Room
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The Accommodation Alarm Panel is normally installed in the cabins of the
duty engineers/officers and in the public rooms. The accommodation alarm
panel is used for alarm signaling and duty call of crew members etc. in the
accommodation areas.
3.1 Integrated Management System

3.1.1. System Overview
Maker:
Lyngso Marine
Main System Components

The machinery monitoring, alarm and control system can be divided into four
groups:
DPS 2100 Main engine remote control and safety system
DMS 2100 Bridge manoeuvring system
UCS 2100 Universal alarm, monitoring and control system
PMS 2100 Power management system
The DPS and DMS 2100 systems are described in detail in section 2.1.2, Main
Engine Manoeuvring Control.
The UCS and PMS systems are grouped by the manufacturer under the system
title: UMS/UCS2100 Universal Alarm, Monitoring and Control System The
UMS system is basically the alarm system and the UCS system is the control
and monitoring system.
The Extended Alarm Display is used together with the Basic Alarm Panel to
extend the amount of information to be displayed simultaneously. (In the
Universal Control System UCS 2100, the function of the Extended Alarm
Display is an integrated part of the Graphics Operator Station GOS).
The Alarm/Log Printers are used for printing the different logs and reports.
This system contains Alarm Panels which allow remote alarm annunciation at
the bridge, at the engineers cabins and in the public rooms. A printer which
logs all the alarms and events is connected to the system.
As the system is selected for unmanned machinery space it will sound an
audible alarm in the cabin of the engineer who has been selected on duty, as
well as in the public rooms, enabling the duty engineer to move freely between
any of these locations and still be sure to receive the alarm. To acknowledge
the alarm, the Duty Engineer must go to the Engine Control Room. The system
contains extended alarm displays which present more information, giving the
operator an improved overview.
An alarm printer and log printer in the ECR.

Two Gamma outstations in the ECR.
The controlled machinery components are operated from control pictures, all
with graphic representations of the controlled machinery components.
An interactive interface with pull-down menus and clear indications of the
actual state of the machinery component is used. Alarms related to the
controlled machinery components are visualised just beside the graphic
symbol for the machinery component. The actual state of the alarm is clearly
indicated (normal/cut-out/alarm).
The Graphic Operator Stations log all commands to, and condition changes
from, the machinery. It also logs the change of set-points to the temperature
controllers. The events are stored in a cyclic event log containing all events
occurred during the last 24 hours. The event log is readable on the screen of
the Graphic Operator Stations and can be printed on request.
The Graphic Operator Stations logs all of the supervised analog values. The
values are stored continuously for a period covering the previous eight hours.
All changes are detected and stored. Additionally, the values are also stored as
one minute mean values for a period covering the last month.
UCS 2100 Control System

The systems are all interconnected using an RS485 data bus, any alarms on a
system group will sound common alarms according to the mode selected
(UMS etc) at the designated control position.
This system offers an overview of alarm, control and monitoring information.

The information is presented in graphic form at the Graphic Operator Stations
(GOS) See 3.1.1a for system layout and location of GOS.
UMS 2100 System Overview

The system is formed by a number of standard hardware units as shown in
Illustration 3.1.1a.
Outstations with Local Operator Panels
Basic Alarm Panels
Accommodation Alarm Panels
Extended Alarm Display
Alarm / Log printer
The outstation is equipped with a Gamma computer which handles the
functions of the alarm detection, and additionally one of the outstations
controls the alarm panels (Basic Alarm Panels and Accommodation Alarm
Panels). The outstation is supplied with Local Operator Panels, which provide
the operator with alarm information directly on the front of the outstation.
The basic alarm panel is normally installed on the bridge and in the engine
control room. It provides the operator with all the necessary facilities for use
of the alarm system including alarm acknowledge, duty engineer selection,
control of printer etc.
The UCS 2100 Control System provides the operator with an enhanced
overview and operator facilities. It has facilities for displaying logged data and
can be used to generate reports based upon this data. Reports, trend, and screen
pictures can be printed on request. The system controls automatic and
sequential restart of pumps and fans, control of temperature controllers and
power management of the diesel generators.
Integrated with the UMS 2100 Alarm System, the UCS 2100 Control System
will offer the standard facility to display alarm information together with the
control and monitoring information. The two systems are allocated the same
Gamma computer hardware modules reducing the overall costs and
minimising the use of I/O channels and cabling costs.
The System Configuration is as follows:
Generator and Power Management System

This is comprised of the power management system and diesel starter control
system. The diesel starter control system controls the following functions:
Manual stop/start of the generators
Engine safety/shutdown system
Selection/control of standby generator
Blackout recovery
Pre-lubrication of engines
H.F.O./D.O. change over
The power management system controls the following functions:
Semi/fully automatic mode control
Synchronising
Frequency control
A Graphic Operator Station on the bridge, general office, main

switchboard room, and ECR (x2).
A basic alarm panel on the bridge, main switchboard room and
ECR.
Start of standby generator at low frequency or low voltage

Heavy consumer control
An accommodation alarm panel fitted in all the engineers cabins

and public rooms.
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Illustration 3.1.2a Operator Stations
Bridge
Lyngso Marine
Chief Engineer's Office
F1
F2
F3
F4
Help
Alarm List
Group Overview
Group Display
F5
F6
F7
F8
F1 F2 F3 F4
Additional List
Event Log
Trend Log
Display Channel
F5 F6 F7 F8
F9
F10
F11
F12
Bar graph
Menu
Stop Horn
Acknowledge Alarm
F9 F10 F11 F12
Function Keys
Cargo Control Room
Ball
Used To Move
Cursor
Engine Control Room
Used To Acknowledge And

Open 'Display Channel'
Dialogues
Left Button
Used To Select Diagrams
And Objects
Not Used
Trackball Unit
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PMS Operation Modes
PMS Automatic Mode
Alarm System
The ships electrical power plant can be operated in several different modes:
In Automatic Mode the PMS will perform the functions from the SemiAutomatic Mode extended with load dependent start/stop, start of standby
diesel generator at shutdown pre-warning alarm of an on-line diesel generator,
and control of heavy consumers etc.
Alarms relative to the controlled machinery are displayed on the corresponding pictures with an indication of the alarm state and the cut-out state. A steady
red square indicates an acknowledged alarm, a flashing red square indicates an
unacknowledged alarm and a light blue square indicates a cut-out. By pointing
and clicking on the square the actual process state can be read. When an alarm
occurs, the label for the relevant system flashes on the overview display
Local control
Manual control of auxiliary engine
In Automatic Mode, the PMS can connect and disconnect the generators automatically to and from the MSB. This may be initiated by load-dependent
start/stop, or from a shutdown pre-warning. The load-dependent heavy
consumer start facility may involve standby diesel generator start and
acceptance or rejection of heavy consumer start request.
Diesel Starter with Blackout Start

PMS Semi-Automatic Mode
PMS Automatic Mode
In the alarm list, the overview of all the present machinery alarms, cut outs and
system failures can be seen.
Local Control
In local control there is no PMS operation at all. When the auxiliary engine
local control is selected for a generator set the engine is operated locally and
the main breaker is operated from the MSB. The diesel generator local control
is selected by means of the local/remote blocking switch on the auxiliary
engine control panel at the engine.
Manual Control
In manual control, manual start/stop of the auxiliary engine from the Graphic
Operator Stations is available but closing of the main breaker is limited to an
automatic blackout start situation. When the auxiliary engine is in remote
control and main breaker manual control is selected for a generator set, the
diesel starter can start and stop the auxiliary engine in question, but only
start/stop; no synchronising or any other functions are carried out. The main
breaker is manually operated from the MSB. The diesel generator manual
operation is selected by means of the manual/auto selector switch for each
generator on the main switchboard.
Semi-Automatic Mode
The PMS modes, which always include the Diesel Start and Blackout Start
functions, can be used for either operator supervised Semi-Automatic remote
control or for unmanned full Automatic control of the ships electrical power
plant. The PMS is changed between the two PMS modes from the Graphic
Operator Stations.
In the Semi-Automatic Mode, the PMS acts as a remote control station, where
the automatic controls are those of blackout start, frequency control, load
sharing, start/synchronising control and disconnection of a generator when the
operator enters a start or stop order from the Graphic Operator Stations. A
generator cannot be connected or disconnected by the PMS automatically.
If the operator wants to stop an on-line PMS controlled diesel generator, this
can be done from the Graphic Operator Stations. Stopping means unloading,
switching off-line and stopping the diesel generator.
Heavy consumers will be allowed to start if enough available power is present,
otherwise they will be blocked from starting.
Frequency control and load-sharing between all on-line PMS controlled diesel
generators are also part of the Automatic Mode. A diesel generator can be
removed from the automatic start/stop sequence by switching it to local or
manual control mode.
A diesel generator can be stopped without changing its mode, by changing the
priority, so that the on-line diesel generator is given a lower priority. The PMS
will then automatically start a diesel generator with higher priority and stop the
one with the lower priority. In the same way, starting a stopped PMS controlled
diesel generator can be done by changing its priority to a higher priority.
Operation from the Graphic Operator Stations

To operate a machinery component the operator activates the symbol of that
specific component by pointing and clicking. The desired command is chosen
from the pop up menu. from the diagrams on illustration 3.1.2a the operation
of starting a fuel pump (fuel pump No.1) can be seen.
a) From the overview menu the operator selects FUEL OIL
SUPPLY by pointing and clicking.
If the PMS control mode is changed from local, manual, or semi-automatic to

automatic mode, the PMS will automatically update the plant, so the diesel
generators with the highest priority are on-line to the MSB.
b) From the fuel oil supply display the operator can assess the
current status of pump No.1. The symbol is green for running,
magenta for stopped, red for blocked or I for interlocked. The
alarm status square is also situated here.
Start of the pre-selected standby diesel generator and connection of the main
breaker after blackout is handled by the PMS, independent of the actual mode.
c) By clicking on the symbol, the pump I.D. and command options

are displayed.
3.1.2. Operator Stations
d) By clicking on MASTER START, the pump is started. (For safety

reasons only one GOS can operate on one symbol).
The Graphic Operator Station is basically a personal computer approved for

marine use. The various displays feature a wide range of machinery
components made up of standard function blocks. The blocks are a
combination of graphical symbols and corresponding control programs and
include a process interface and a man/machine interface.
e) The pop up menu disappears and the symbol on the display

changes to RUNNING.
Alarm Handling from Graphic Operator Stations
Operation is by using the tracker ball device to control the position of a cursor
and pointing at a symbol. The activation push button (left) will then activate a
pop up menu of available commands. The right button will acknowledge and
open display channel dialogue.
Acknowledgment of alarms is carried out at the alarm watch station and must
be preceded by silencing the alarm horn by pressing the STOP HORN function
key on the keyboard. The oldest unacknowledged alarm is always on display
in the header. Acknowledgment is by pressing the ACKNOWLEDGE function
key. Alarms from the alarm list can be acknowledged by pointing and clicking
using the tracker ball.
They also have facilities for the display of logged data as trend curves and they
can be used to generate reports. These reports, trend curves and screen pictures
can be printed on request.
Acknowledgment of alarms can also be made from within the corresponding

control picture where the alarm indication is displayed by pointing to the
flashing red symbol and clicking.
Besides operation and graphics indication of the UCS 2100 Control System,
the Graphic Operator Stations have the facility to display information such as
lists for alarms, cut-outs, analog values, and alarm limits.
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UCS 2100
File Edit
Illustration 3.1.3a Screen Displays
UTC
Lyngso Marine
View
User Programs
14
Alarms:
Manual Suppress:
Unack'ed Alarms:
Area
Graph
Window
06/01/99
14:52:24
Help
ATTENDED
Watch:
ECR
Duty:
CHIEF ENGINEER
1'ST ENGINEER
Backup:
20TIA003
Oldest Unack. Alarm:
Diagram
M.E. EXHAUST GAS CYLINDER 3
LOW ALARM NORM
Main Menu
Alarm Groups
GOS Startup Screen
Standard Function Blocks
Custom Mimics
M.E. Shutdown Alarms
Thermometer
Fuel Oil System
M.E. Slowdown Alarms
Fuel Supply
Lub.oil System
Main Engine
Lub.Oil System
Cooling System
Aux. Engine
Cooling System
Bilge System
Engine Room Bilge Alarms
Bilge System
Ballast System
Essential Alarm
Ballast System
Boiler system
Non Essential Alarms
Boiler System
Compressed Air System
Reefer Alarms
Compressed Air Systems
Main Engine 1 Overview
Manoeuvring Alarms
Main Engine 2 Overview
Systems Failures
Power Management System
PCS: Slowdown
Fire System, Overview
PCS: Shutdown
PCS: Misch.
CPP Control
(Main) ME Oil Supply
DO
SERVICE TANK
3
4.7m
HFO
SERVICE TANK 1
3
8.3m
m3
10
8
6
4
2
0
4
2
0
m3
HFO
SERVICE TANK 2
3
4.5m
10
8
6
4
2
0
m3
Mimic Diagram
Standby
Master
4.2 bar
Master
Standby
7.4 bar
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Alarm Handling Operations
b) Left click anywhere on the alarm line, select alarm and
The following is a description on carrying out the most common alarm

handling tasks:
acknowledge by left clicking on the
! icon.
Daily, monthly and yearly reports
Unacknowledged alarm within a mimic diagram

a) Right click on the icon in alarm, left click on ACKNOWLEDGE
on the drop down menu.
Open alarm list

a) Left click ALARM LIST button in the header.
Unacknowledged alarm within a display channel diagram
b) Press F2 function key.

c) Left click on DIAGRAM in the menu bar, select ALARM LIST
from drop down menu.
Open lists for cut outs, simulation, sensor fail or device fail
a) Left click ADD. LIST button in the header.
c) Left click on DIAGRAM in the menu bar, select ADD. LIST from
drop down menu.
Open Alarm Group Diagram
a) Left click on the
One Text Printer in black and white for:
Trend values in tabulating form

Status print-outs for a picture/system
(System documentation)
Event log
The Alarms and Main Events are printed on the text printer directly connected
to a Gamma computer, which is related to the UMS 2100 alarm handling
function of the system.
! icon.
Reports and Data Collection Logging

The Thermometer (relative measuring system)
Daily, monthly and yearly reports are available as standard based on
compressed data from the log. To generate a daily report the data is compressed
further to provide values for each hour. Detailed reports show the 60 values for
each hour plus the total values for a day. Reports can be printed out on request
or at specified times. Other reports may be user configured. Data may also be
exported in DIF file format for analysis using other PC applications.
The thermometer function is a relative measurement system for supervision of,

for example, the exhaust gas temperatures of the main engine cylinders with
individual alarms for high temperature, high mean value and an alarm for large
deviations from the mean value. The display presentation includes an overview
diagram for all of the cylinders and two graph-diagrams each presenting up to
five cylinder temperatures.
Analogue and binary parameters may be logged on the GOS hard drive for
later analysis. All condition changes of parameters and values, defined to be
logged, covering the previous 24 hours, are stored for 30 days.
The thermometer picture can be selected either by the key-board function key
or from the Diagrams menu.
a) Left click on DIAGRAM in the menu bar.
Event Log
3.1.3. Screen Displays
b) Select ALARM GROUP from the drop down menu.
Main Events such as running feedback signals from motors and engines can be
automatically logged on the alarm and event log printer, to give the operator a
complete machinery log. All events, such as commands and feedback changes,
may also be logged on the Graphic Operator Stations hard-disk. The log is
accessible on the Graphic Operator Stations and may be printed on a printer,
either on request as a report or continuously.
The display of the Graphic Operator Stations is divided into two parts: a header
window and a selectable working area window which will be a control
overview or an alarm list. The menu bar and header with status information are
always present. For enhanced safety the header constantly displays the most
essential information from the alarm system, independent of the actual control
assignment, such as:
Most important alarm lists are listed in the main menu and are opened by left
clicking on the group title text label. If the group name is not shown:
c) Press F4 function key.

d) Select alarm group from the drop down menu.
e) Left click on OK button.
Stop Horn
a) Left click STOP HORN button in the header.
The commands are only included in the log on the specific Graphic Operator
Stations from which the command is actually activated.
Printers and Screen Dumps
c) Press STOP HORN key on basic alarm panel.
Two printers can be connected to each Graphic Operator Station:
Oldest unacknowledged alarm

Number of present and unacknowledged alarms
Number of present cut-outs (inhibited alarm channels)
Actual watch station, duty officer and backup officer
Acknowledge oldest unacknowledged alarm
One Graphics Printer in colour or black and white for:
a) Left click ACKN. button in the header.
Hard copy of the total screen including all windows
Hard copy of the active window of the screen

Hard copy of trend curves
Acknowledge alarms
Date and time

Below the header, pictures with symbolic representation of the control objects
enable remote control of the controlled machinery components and group of
machinery components. Control is easily carried out by using the point-out and
pop-up menus. The alarm information is clearly indicated by means of a
graphic alarm symbol placed close to the symbol for the machinery
component.
a) Right click anywhere on the alarm line, left click on

ACKNOWLEDGE on the drop down menu.
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Illustration 3.1.4a Alarm Display
Identifier for the alarm, maximum 8 characters

Description for the alarm, maximum 30 characters
Alarm state: ALM (standing alarm)
Norm (no alarm)
Fail (sensor fail or device fail)
Message text for the current alarm state
Current values for analogue alarms
Starting time for the alarm
ID
DESCRIPTION
STATE
MESSAGE
UNIT
VALUE
UTC
M_TO_G2
MASTER ALARM NET TO GAMMA 2
ALM
COMM. ERR
1999/01/23
PANEL 2
MASTER TO BRIDGE
ALM
COMM. ERR
1999/01/23
PANEL 3
MASTER TO 1'ST ENGINEER
ALM
COMM. ERR
1999/01/23
PANEL 5
MASTER TO CAPTAIN
ALM
COMM. ERR
1999/01/23
PANEL 6
MASTER TO OFFICER'S MESS
ALM
COMM. ERR
1999/01/23
SN1TO2
GAMMA 1:STL NET TO GAMMA 2
ALM
COMM. ERR
09:54:42.0
201C001
F.W.E.
ALM
HARBOUR
60XA001
AUX. ENGINE 1 SHUTDOWN
ALM
SHUT DOWN
20SIAH02
M.E. RPM COMMAND
FAIL
SENS FAIL
20WIAH01
M.E. POWER
FAIL
SENS FAIL
70XA231
FIRE ALARM 1
ALM
ALARM
28PIC001
M.E. START AIR PRESSURE
NORM
NORMAL
35TIA033
M.E. LUB.OIL TEMPERATURE
ALM
HIGH HIGH
28PIC005
M.E. SERVICE AIR PRESSURE
ALM
LOW PRESS
70XA232
FIRE ALARM 2
NORM
NORMAL
! !!!
+15 -
09:54:42.0
09:54:42.0
09:54:42.0
- 31 rpm
09:54:42.0
- 2479 bhk
10:12:22.0
+ 32.0 bar
10:13:12.0
+ 800C
10:14:13.0
+ 2.2 bar
Entry 1-13 of 13
Acknowledge all alarms on the current page of the alarm list. Red when enabled.
Acknowledge one selected alarm. Red when enabled.
Scroll buttons ( page up / page down ).
Update list, only used to remove acknowledge alarms when normal again.
Select a new alarm system.
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Picture Hierarchy on the Graphic Operator Stations

The alarm and control pictures of the UCS 2100 Control System are placed in
a picture hierarchy. The Alarm and Control Overview picture presents labels to
all of the control pictures. Any of the pictures can be selected by pointing at
the picture label and then pressing the activation push-button.
The possible states for an alarm channel are as follows:
The Channel parameters are also shown here and may include:
State
Appearance
Description
Limit:
NORM
Steady Green
Alarm channel in normal

state
Binary has 1 limit, Analogue may have 3 for an alarm and 4

for an event
Type:
Binary/low limit/high limit
Unacknowledged alarm:
Priority 1
Message:
Message text
Prio.:
Alarm channel priority
Acknowledged alarm:
Priority 1
Value:
Limit value for analog channels
Delay on/off:
Delay times/adjustment etc
M.cut:
Manual cut out on/off, adjustment etc
ALM
A square located to the left of the picture label flashes in case of an unacknowledged alarm on the picture. This time saving feature gives the operator
a fast and safe overview of the actual situation.
The Alarm and Control Overview picture can, be selected by pressing a
function key on the keyboard or by the area/diagram pull-down menu on the
command bar in the upper edge of the screen.
All of the alarm and control pictures are available from the picture label on the
Alarm and Control Overview picture or from the Area/Diagram pull-down
menu on the command bar in the upper edge of the screen.
ALM
Flashing Red
Steady Red
ALM
Flashing Magenta
Priority 2
ALM
Steady Magenta
Acknowledged alarm:
Priority 2
ALM
Flashing Yellow
Priority 3
ALM
Steady Yellow
Acknowledged alarm:
Priority 3
FAIL
Flashing Red
Sensor fail
FAIL
Steady Red
Acknowledged alarm:
Sensor fail outside range
NORM / CA
Steady Blue
Standing alarm:
Suppressed/Cut out
Steady White
GOS/GAMMA
Computer hardware
failure
3.1.4 Alarm Display

The alarm display is a display of all standing alarms both acknowledged and
unacknowledged. The system can include from 1 to 4 systems (bridge,
machinery etc), each alarm system has its own alarm list.
Up to 20 alarms can be displayed on the screen, if there are over 20 alarms the
actual number is shown in the bottom right of the display.
The colour of the alarm text is normally green with the alarm state text in red
(if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A right
click on the alarm brings up a small menu with two texts: DISPLAY
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE
allows the alarm to be acknowledged or if not possible, the text is shown in
grey (already acknowledged or horn not silenced etc). Left clicking on
DISPLAY CHANNEL opens the display for the particular system the alarm
originates from. Detailed alarm information, such as delays and limits etc., is
also shown.
Trend Displays
One to five graphs for supervised parameters can be displayed in the same
trend display with individual colour and measuring scale. The individual
colour is used to separate the ID number, the measuring scale, the trend curve,
and the digit valve for each measurement. See Section 3.1.5
Alarm Groups
An alarm group is a list of alarms for one machinery component (independent
of alarm state). Up to 100 alarm groups are available. The list is sorted alphabetically after the I.D.
There are also lists for alarm suppressions and alarm failures.
Display Channel Diagram
This displays detailed information of an alarm channel and it is possible to
adjust some parameters although these are password level 1 protected. The
display channel diagram for a binary and analogue channel are shown in illustration 3.1.3a. the configuration includes:
Type:
Analogue or Binary
Alarm system:
Name of alarm system the channel belongs to
Outstation:
Name of the outstation where PLC is located
Address:
Address number for PLC
Standard Function Block Diagrams

These diagrams are divided into 12 blocks (squares), each one representing one
machinery component. Information from each component is displayed as a
standard function block. There are two main types of object: digital and
analog.
Digital Objects are used to display the status of a machinery component such
as a pump. The current status is shown as a symbol and as text, usually running
or stopped. From these digital objects it is possible to send start and stop
commands.
Analogue objects are used to display the current value of a measurement or an
adjustable value. The value can be shown as a number and/or a bar graph.
Function blocks can be operated in local or remote and manual or automatic
modes. Change over is carried out directly on the machinery component.
Function blocks are described in more detail in the manufacturers operation
manual for this system.
Mimic Diagrams
A mimic diagram shows a machinery system as a static background with
dynamic objects as symbols upon it representing the machinery components
and function blocks of bar graphs etc for measurements. These mimics give a
good overview of a system showing graphically the location of the
measurement or machinery component. Clicking on the object reveals an I.D.
Mimics can be opened by clicking on the appropriate listing from the main
menu or choosing EDIT from the menu bar and selecting OPEN BY NAME
from the drop down menu. Entering the system I.D. will display the required
mimic diagram.
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Illustration 3.1.5.a Trending Display
Main Engine Temperature

410.75
000033
M.E. Cylinder 1 Temperature ( 0 - 600 C )
348.53
000034
302.92
000035
484.24
000036
600
600
600
600
600
500
500
500
500
500
400
400
400
400
400
300
300
300
300
300
200
200
200
200
200
100
100
100
100
100
14:10:25
000037
MM:SS
95/09/15
221.84
00:00
05:00
10:00
15:00
20:00
25:00
30:00
=>341.3 234.2342.2 207.0 284.6
The trend display with 5 curves showing the exhaust gas temperature for half an hour. The arrow on the top of the graph chart
is used to point out the time, for which the digital values are indicated in the top line for each of the seven curves.
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3.1.5 Trending
Start Time and Window Period for Graphs
The system can display one to five graphs for parameters under analysis in the
same trend display with individual colours and measuring scales. The
individual colour is used to separate the ID number, the measuring scale, the
trend curve and the value for each measurement.
After opening a graph window, the operator will be asked to key in a start time
and a window period. This will occur if the graph window is not defined to
start with fixed time specifications.
Trend displays that are used often can be accessed directly from the command
menu named GRAPH. Trend curves showing values for the previous 24 hours
(maximum 4 days) or part of that period, are based upon the continuously
logged data. A Trend display for a period exceeding the last 24 hours
(maximum 4 days) are based upon the compressed values.
Parameters, which are not predefined for logging, may be displayed during online data collection, initiated at the request of the operator. There is also a zoom
function available, selected by pointing out the area required using the tracker
ball.
Trend curves can be saved as a file on the PC hard disk or printed as screen
dumps for subsequent printing or analysis. The data used for the trend displays
are accessible on the Graphic Operator Stations and can be printed in
tabulating form on a printer.
The SHOW GRAPH function is used for setting up a graph-diagram. The
graph pictures can be particularly helpful in identifying and analysing the
operating disruptions. Additionally, it can be helpful in providing a visual
evaluation of changes of the process values, just as the graphs are an important
tool in connection with the documentation of the vessels operation. In the
individual configuration, a number of graph windows can be configured, each
one displaying graphs of up to 5 variables of predetermined element values.
The system always suggests the current time as the start time unless it has been
defined to start a number of hours before. If the operator does not want to
change this, the time can be accepted by using the RETURN key. The start
time is the time when the desired graph is to be started, while the window
period is the length of the time of which the axis is to be displayed in the graph
field. The length can also be changed by the operator before the activation.
A start time which goes back in time up to 90 days can be determined. Of
course, this requires that the relevant data is still accessible on the hard disk.
When the start time and period length, which are to be displayed, have been
keyed in the RETURN key must be activated. Hereafter, the Graphic Operator
Stations will retrieve and work up data in order to draw the desired graph on
the screen. As the new values accrue to the system, the graph will be updated.
The display with a filled area under the curve is particularly useful when
having to present analogue alarm channels with high alarm limit, low alarm
limit as well as the current value in the same curve picture. The alarm areas can
be displayed as belts and the elements current value as a line between these
two belts.
Regardless of the selection of the graph form, the zoom and pan functions are
the same.
Graph Data in Table Format
It is possible to get a complete list of all of the values which are used for the
graph drawing. This is achieved by a double-click on the ruler symbol,
whereafter a window, containing the recorded values in table form, is opened.
The values are presented in table form together with date and time for their
recording.
The table is displayed for each element variable on the graph window. The
table is framed with a line which has the same colour as the column on the
graph window.
Error Messages in Connection with Graph Generation

If, within the selected time period there has been a period in which data has not
been collected, or in which data has later been deleted, an error message
appears on the screen, e.g. Open error on file TEST.L13. This just means that
the drawn graph is not complete since data cannot be found for the entire
period. The message means that data for a whole hour is missing. If data for
less than a whole hour is missing it will be shown in the graph by horizontal
lines.
The Up and Down buttons located at the bottom of the window, are used to
scroll up and down in the table (i.e. backwards and forwards in time).
Changing the Presentation of a Graph Display

If the operator selects one or more elements, the graph diagram will automatically include these. (More than one element can be selected by keeping the
[shift] key pressed when selecting the elements). Regardless of how it is
opened, a graph window has a fixed position and size on the screen.
The fixed definition graph can be selected from the menu Graphs (by clicking
on the required graph name). The Graphs menu can contain up to 19 graph
displays.
If no elements are selected when the operator activates the SHOW GRAPH
function, a box will appear showing a list of all elements in the system. From
the list you can select up to five elements which are displayed simultaneously in the graph-diagram.
During monitoring, the display of the graphs can be changed in a number of

different ways. The display of one or more of the (up to five) graphs can be
removed from the graph window. This is done by clicking the element name in
the upper part of the window. The name will now be displayed with a weak
type, and the accompanying graph is closed.
The graph can be retrieved by clicking the element name once more or for all
by clicking at a field placed just to the right for all the graph names. Being able
to de-activate one or more graph displays can, for example, be helpful in
situations where two graphs completely or partially cover one another, or in
situations where one of several graphs is desired to be examined more closely
or even printed separately.
If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
desired again, double-click the name and the curve will appear as a line. Even
though the area is filled out, the curve can still be turned off by clicking the
name.
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Rita Mrsk

Port Wing
Alarm Bell
UCS613
Bridge Control Console
Illustration 3.1.6a UMS2100 System Layout
EAD
UCS450
UCS430
ALARM
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
DUTY
MAINTENANCE
ALARM
GROUP6
ASSIST
CALL
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
220V AC
EAD
Stb'd Wing
Alarm Bell
UCS614
BAP Bridge
S1
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
5 MNO
S3
S4
DIMMER
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
Ospace
ALARM
GROUP8
EAD Box
220V AC
24V DC
24V DC
EAD Box
1st Engineer
Buzzer
Accommodation Area
Ship's Control Centre
24V DC
Chief Engineer
Buzzer
Engineers' Alley
Buzzer
UCS611
24V DC
Officers' Smoke
Room
24V DC
Ship Control
Centre
24V DC
EAD Box
FIRE
FAULT
STOP
HORN
ALARM
ACKN.
STOP
HORN
ALARM
LIST
FAULT
FAULT
STOP
HORN
ALARM
ACKN.
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ASSIST
CALL
DUTY
2 DEF
1 ABC
3 GHI
2 DEF
ALARM
GROUP1
7 STU
8 VWX
ALARM
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
5 MNO
S3
3 GHI
4 JKL
ALARM
GROUP2
S2
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
4 JKL
S2
MAINTENANCE
8 VWX
5 MNO
ALARM
GROUP3
S3
MAINTENANCE
5 MNO
ALARM
GROUP3
9 YZ
ALARM
GROUP6
S4
ALARM
ACKN.
DUTY
4 JKL
ALARM
GROUP2
8 VWX
S3
ALARM
GROUP10
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
S2
2 DEF
3 GHI
ALARM
GROUP2
8 VWX
ALARM
GROUP3
S3
MAINTENANCE
5 MNO
ALARM
GROUP6
9 YZ
S4
ESC
ESC
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
DUTY
8 VWX
7 STU
ASSIST
CALL
2 DEF
3 GHI
S1
DUTY
4 JKL
ALARM
GROUP2
8 VWX
7 STU
ASSIST S1
CALL
4 JKL
ALARM
GROUP3
S2
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
MAINTENANCE
3 GHI
ALARM
GROUP2
8 VWX
5 MNO
S3
MAINTENANCE
S2
5 MNO
ALARM
GROUP3
S3
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
S3
S4
DIMMER
UCS122
6 PQR
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
ENT
+/-
Ospace
ALARM
DIMMER
GROUP8
UCS123
6 PQR
ALARM
GROUP4
ALARM
GROUP5
DUTY
4 JKL
ALARM
GROUP3
S2
MAINTENANCE
5 MNO
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
S3
ALARM
GROUP6
9 YZ
S4
+/-
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP7
UCS117
UCS116
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
+/-
Ospace
DIMMER
ALARM
GROUP8
UCS115
UCS114
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
Ospace
DIMMER
ALARM
GROUP8
S2
5 MNO
ALARM
GROUP4
Lyngso Marine
2 DEF
UCS113
UCS112
6 PQR
ENT
+/-
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP7
2 DEF
ALARM
GROUP1
ALARM
GROUP1
7 STU
UCS111
UCS110
ENT
+/-
UCS109
UCS108
ENT
+/-
UCS107
UCS106
ENT
+/-
S1
AAP 07
AAP 06
ALARM
GROUP1
6 PQR
ALARM
GROUP5
ALARM
GROUP9
Lyngso Marine
DISPLAY
CHANNEL
Lyngso Marine
DISPLAY
CHANNEL
ADD.
LIST
DISPLAY
CHANNEL
ASSIST S1
CALL
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
ALARM
ACKN.
AAP 05
ALARM
GROUP1
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP7
6 PQR
ALARM
GROUP4
Ospace
ALARM
GROUP8
MAINTENANCE
ALARM
GROUP2
8 VWX
7 STU
MAINTENANCE
2 DEF
ALARM
GROUP1
ALARM
GROUP1
S2
STOP
HORN
AAP 04
3 GHI
ALARM
GROUP1
AAP 02
DUTY
AAP 01
DUTY
ALARM
LIST
ADD.
LIST
DISPLAY
CHANNEL
AAP 03
DUTY
AAP 08
Lyngso Marine
7 STU
2 DEF
7 STU
ASSIST S1
CALL
7 STU
ASSIST S1
CALL
1 ABC
ASSIST S1
CALL
FAULT
Lyngso Marine
DISPLAY
CHANNEL
ADD.
LIST
FAULT
STOP
HORN
Lyngso Marine
1 ABC
ALARM
LIST
UMS 2100
FIRE
ALARM
ACKN.
ASSIST S1
CALL
ALARM
ACKN.
DISPLAY
CHANNEL
ADD.
LIST
ALARM
ACKN.
Lyngso Marine
DISPLAY
CHANNEL
ADD.
LIST
FAULT
UMS 2100
ALARM
FAULT
STOP
HORN
1 ABC
ALARM
LIST
FIRE
1 ABC
24V DC
FIRE
ALARM
LIST
ADD.
LIST
UMS 2100
FIRE
FIRE
1 ABC
ALARM
ALARM
ALARM
UMS 2100
ALARM
UMS 2100
ALARM
FAULT
STOP
HORN
ADD.
LIST
FIRE
ALARM
LIST
1 ABC
Gymnasium
24V DC
FIRE
ALARM
LIST
1 ABC
Duty Mess
24V DC
UCS421
220V AC
ALARM
ALARM
UMS 2100
Lyngso Marine
UMS 2100
UMS 2100
Dining Saloon
24V DC
UCS420
24V DC
24V DC
UCS610
EAD
UCS612
UCS105
UCS104
EAD
24V DC
UCS 01
UCS 02
UCS 40
UCS 41
UCS 42
UCS 43
UCS 44
UCS 45
UCS 46
24V DC UCS 47
UCS 48
UCS 51
UPS
UCS 81
UCS 82
UCS 83
UCS 84
UCS 85
220V AC
EAD Box
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
ALARM
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP - ECR
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
ASSIST
CALL
DUTY
MAINTENANCE
ALARM
GROUP6
S1
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
5 MNO
S3
S4
DIMMER
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
Ospace
ALARM
GROUP8
EAD
220V AC
EAD Box
Engine
Control Room
Engine Control Centre

Console
UCS 410
220V AC UCS 411
24V DC
UCS 700
Alarm
Gamma Outstation No.2

ALARM
FIRE
STOP
LIST
HORN
ADD.
DISPLAY
LIST
CHANNEL
Gamma Outstation No.1
FAULT
WATCH
MAN
LOP GAMMA 2
ALARM
ACKN.
ADJUST
S1
CHAN-
S2
S3
S4
DIMMER
NEL
1 ABC
DEAD
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
ALARM
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
PRINTER
ALARM
ALARM
ALARM
ALARM
ALARM
CON-
GROUP1
GROUP2
GROUP3
GROUP4
GROUP5
ESC
ENT
TROL
7 STU
ASSIST
DUTY
CALL
8 VWX
9 YZ
+/-
Ospace
MAIN-
ALARM
ALARM
ALARM
ALARM
ALARM
TE-
GROUP6
GROUP7
GROUP8
GROUP9
GROUP10
NANCE
ALARM
Rotating Light
ALARM
FIRE
STOP
LIST
HORN
ADD.
DISPLAY
LIST
CHANNEL
FAULT
WATCH
MAN
LOP GAMMA 1
ALARM
ACKN.
ADJUST
S1
CHAN-
S2
S3
S4
DIMMER
NEL
1 ABC
DEAD
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
2 DEF
3 GHI
4 JKL
5 MNO
PRINTER
ALARM
ALARM
ALARM
ALARM
CON-
GROUP1
GROUP2
GROUP3
GROUP4
6 PQR
ALARM
ESC
ENT
GROUP5
TROL
7 STU
ASSIST
CALL
DUTY
8 VWX
9 YZ
+/-
Ospace
MAIN-
ALARM
ALARM
ALARM
ALARM
ALARM
TE-
GROUP6
GROUP7
GROUP8
GROUP9
GROUP10
NANCE
Horn
Stop Horn
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Rita Mrsk
3.1.6 UMS - Manned Hand Over

The following procedures are followed when changing over to Manned
Operation:
Due to alarm initiation
a) When summoned by the extension alarm system, the duty
engineer proceeds to the E.C.R.
b) Ensure that the patrol man alarm system has been activated.
c) Inform the bridge of manned condition and the alarm cause.
d) Switch watch-keeping control to the E.C.R.
e) Rectify the alarm condition, if necessary call for assistance.
Normal hand over
a) The duty engineer proceeds to the E.C.R.
b) The patrol man alarm should be in use until the arrival of other
members of the E.R. personnel.
.
c) Inform the bridge of manned condition.
d) Switch watch-keeping control to the E.C.R.
e) Examine the data logger printouts generated during the UMS
period.
f) Hand over to the oncoming duty engineer, discussing any irregularities. Ideally the hand over should be carried out in front of the
other engineers to provide them with continuous plant operation
knowledge.
g) Inform the senior engineer of any plant defects. He will then
decide if they should be included in the present day's work list.
h) The senior engineer delegates the work list 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.
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Rita Mrsk
Illustration 3.2a Engine Control Room Console
12
1
15
20
16
23
25
38
min
x10 Nm
8
@
x10 Km
13
17
18
26
45
7
11
10
12
47
48
49
50
1
2
4
7
58
59
@
SPEED
46
@
@
24
@
@
21
14
200
FURUNO
0
200
1 2 4 7 7 2 1 2
19
KTS
400
27
39
41
42
GGGG
22
51
GGGG
Lyngso Marine
GGGG GGGG GGGG GGGG
GGGG
GGGG GGGG GGGG GGGG
GGGG
43
OMRON
OFF
44
OFF
OPEN
51
52
53
OFF
CLOSED
CLOSED
OPEN
FSFASF
AUTO RUN
40
11
28
FIRE
BAP - ECR
STOP
HORN
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
DUTY
DPS 2100
31
Lyngso Marine
61
30
Lyngso Marine
EGS2000 GOVERNOR SYSTEM
EGS2000
FAULT
ALARM
LIST
ASSIST
CALL
Lyngso Marine
BRIDGE MANOEUVRING SYSTEM
DMS 2100
ALARM
29
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
Hgtdshshshsadsa
Hgtdshshsh
Hgtds
Hgtdshshsh
Hgtdshshshsad
Hgtdshshshsadsa
ALARM
ACKN.
S1
7 STU
8 VWX
MAINTENANCE
ALARM
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
5 MNO
ALARM
GROUP4
S4
ALARM
FAULT
ALARM
FAULT

SYSTEM OK
ALARM
LIST
STOP
HORN
STATUS
LIST
MAIN
EDIT
BRIDGE
CTRL
ECR
CTRL
ALARM
ACKN.
EMERG
CTRL
SEA
MODE
STAND
BY
F.W.E.
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BLOCKED
ACTUAL SPEED: 65 RPMt
DIMMER
S1
S2
S3
S4
DIMMER
EDIT
MENU
S1
S2
S3
S4
STATUS
LIST
DIMMER
MAINT
TEST
ALARM
ACKN.
HAYES!
6 PQR
ALARM
GROUP5
ESC
ENT
1 ABC
2 DEF
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
2 DEF
ESC
3 GHI
4 JKL
SLOWD.
ACTIVE
ENT
5 MNO
SLOWD.
CANCEL
6 PQR
SLOWD.
RESET
ESC
AUTO
SELECT
ENT
ESC
ENT
54
+/-
Ospace
ALARM
GROUP8
S3
FAULT
ALARM
ALARM
GROUP9
ALARM
GROUP10
7 STU
9 YZ
ALARM
GROUP7
+/-
Ospace
8 VWX
ALARM
GROUP8
9 YZ
8 VWX
z
SHUTD.
SHUTD.
ACTIVE
RPM
32
POWER
33
MODE
34
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtds
Hgtdshshsh
Hgtdshshshsad
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshs
Hgtdshshsh
Hgtdshshshsadsa
Hgtdsh
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtds
Hgtdshshsh
Hgtdshshshsad
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshs
Hgtdshshsh
Hgtdshshshsadsa
Hgtdsh
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshs
Hgtdshshsh
Hgtdshshshsadsa
Hgtdsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshs
Hgtdshshshs
Hgtdshshshs
Hgtdshshshs
Hgtdshshshs
Hgtdshshshs
60
56
Hgtdshshsh
Hgtds
Hgtdshshsh
Hgtdshshshsad
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshshsadsa
10
37
35
1. DC 24V Power On
2. AC 220V Power from Main Switch Board
3. AC 220V Power from Emergency Switch Board
4. Steering Gear No.1 Running
5. Steering Gear No.2 Running
6. Rudder Angle Indicator
7. Consilium Fire Alarm Remote Panel
8. Lyngso Marine Monitor 2100 - 7
9. Keyboard
10. Mouse
11. UMS 2100 Basic Alarm Panel
12. Main Engine Jacket Cooling Water Inlet Pressure
13. Main Engine Jacket Cooling Water Inlet Temperature
14. Main Engine Cooling Water Inlet Air Cooler
15. Main Engine L.O Inlet Temperature
16. Main Engine L.O Inlet Pressure
17. Main Engine F.O Inlet Pressure
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshs
Hgtdshshsh
Hgtdshshshsadsa
Hgtdsh
INSTRUCTIONS
EXT. No
GHGgggghhghbhgghghga
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INST R UCTIONS
INST R UCTIONS
INST R UCTIONS
INST R UCTIONS
INST R
UCTIONS
8
INSTR
UCTIONS
VINGTOR
Marine a.s
57
55
36
18. Main Engine L.O Camshaft Pressure

19. Main Engine Piston Cooling Oil Inlet Pressure
20. Main Engine RPM
21. Main Engine Rev Counter
22. Main Engine Panel
23. Main Engine Turbocharger RPM
24. F.O Pump Index
25. Main Engine Starting Air Inlet Pressure
26. Main Engine Control Air Inlet Pressure
27. Main Engine Scavenger Air Inlet Pressure
28. DMS 2100
29. DPS 2100
30. EGS 200
31. Instruction Panel
32. Manual RPM Reduction
33. Main Engine Remote Control Failure
34. Lamp test
35. Main Engine Control Lever (Bridge)

36. Main Engine Control Lever (Engine Room)
37. Bridge/ ECR Control Changeover Switch
38. Main Engine Output Monitor
39. Fuel Oil Viscosity Indicator
40. F.O Indicator
41. High Sea Water Suction
42. Low Sea Water Suction
43. High Sea Water Suction Switch
44. Low Sea Water Suction Switch
45. Engine Room Clock
46. Clock Adjuster
47. Exhaust Boiler Steam Pressure
48. Exhaust Boiler Water Level
49. Auxiliary Boiler Steam Pressure
50. Auxiliary Boiler Water Level
Issue: 1
51. Blank
52. Auxiliary Boiler Burner On
53. Auxiliary Boiler Emergency Stop
54. Auto.Telephone and PA Index
55. Auto.Telephone and PA Index
56. Auto Telephone
57. Intrinsically Safe Telephone
58. Alarm Monitor
59. Speed Log Repeater
60. Keyboard
61. Printer
3.2 Engine Control Room, Console and Panels Page 1
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3.2 Engine Control Room, Console and Panels
Fuel oil viscosity control
The engine control room is situated on the port side of the upper platform of
the engine room, where all the necessary equipment and controls are located to
permit the centralised supervision of machinery operations. Automatic and
remote control systems are provided to allow the machinery spaces to run
unattended at sea and in port during cargo operations.
D.O. / H.F.O. in use indicator lights
It contains the following:
High / low sea water suction c/o switch

Engine room clock
Auxiliary boiler and exhaust gas boiler steam pressure and water
level indicators
Auxiliary boiler emergency trip switch
Main engine control and operating console
Ship performance monitor
Main switchboard
Ship speed log repeater panel
Computer work stations
Alarm printer
UCS2100 remote control system cabinet

DMS2100 remote control system cabinet
Inert gas generator alarm repeater panel
The Main Switchboard contains:

Diesel generators input and power management panels
Main 440V and 230V power distribution panels
Instruction books cabinet and shelves

Air conditioning unit
Safety plan posters
Spare life-jackets
The main engine control and operating console contains:
Two UCS/UMS monitor screens with keyboards and mouse.
Local operator stations for:
UMS2100
DMS2100
DPS2100
EGS2000
Main engine manoeuvring control lever (bridge control)
Main engine manoeuvring control lever (engine room control)
Auto telephone, sound powered telephone and talk-back
telephones.
Rudder angle indicator
Fire alarm repeater panel
Temperature and pressure gauges for the main engine air, lubricating
oil and fuel oil systems
Main engine R.P.M. counter
Main engine monitoring panel
Issue: 1
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Part 4
Emergency Systems
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Rita Mrsk
Illustration 4.1a Engine Room Fire Hydrant System

N.C.
To Foam
Fire System
QD45
To Cleaning
Cargo Tank
System
To Deck Sea
Water Fire System
B.W.L.
Upper Deck
Pump Room
Engine Room
QD32
To Sea Water
Cooling System
QD33
QD46
Upper
Platform
QD47
QD53
QD48
QD54
QD49
QD55
QD50
QD56
QD51
QD57
QD52
QD58
Fore
Fore
QD20
QD38
Aft
Aft
QD36
Fore
Drain
Fore
Aft
Aft
Fore
Fore
Aft
QD42
QD42
QD30
Aft
QD34
N.O.
QD37
QD39
N.O.
PV
PV
Main Fire
Pump
(160/280 m3/h)
Bilge, Ballast & Fire

Pump
(160/280 m3/h)
P
N.O.
QD27
N.O.
QD31
Sea Water Main

Cross Connection
QD28
N.C.
QD25
QD35
N.C.
Key
QD26
Bilges
Bilge Main
Sea Water
Fire/Deck Water
To Stern Tube
Cooling Tank
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Rita Mrsk
4.1 Fire Hydrant System
Emergency Fire Pump
Closed
Bilge, Ballast and Fire Pump Disch. to S.W. Cooling QD34
Introduction
Maker:
No. of sets:
Model:
Capacity:
Closed
Bilge, Ballast and Fire Pump Suction from
The fire hydrant and wash deck system can supply sea water to:
The fire hydrants in the engine room
The fire hydrants on deck
The fire hydrants in the accommodation block
The fire hydrants in the pump room
Main foam system
Shinko
1
RVP 130MS
72 m3/h
Stern Tube Cooling Tank
QD35
All of the above pumps are ready to be started remotely.
The emergency fire pump supplies the fire main only. It is an electrically
driven self-priming vertical centrifugal pump. It is situated in the emergency
fire pump room and its power supply is taken from the emergency
switchboard.
Isolating valves are positioned along the main deck between each set of
hydrants on the fire main line and foam line.
Inert gas scrubber
The fire main and foam line can be cross-connected by a valve situated at the
forward end of the main deck
Pump room bilge eductor

Hawse pipes
Preparation for the Operation of the Fire Hydrant System
Forward bilge eductors
All intermediate isolating valves along the fire main and foam main on the
main deck are open.
Fresh water generators

Stern tube cooling tank
All foam monitor valves are closed.
The following pumps can supply the fire and wash deck system:
Maker:
No. of sets:
Model:
Capacity:
All hydrants are closed.

Set up the valves as shown in the table below.
Shinko
1
RVP 200MS
160/280 m3/h
Position
Description
Valve
Deck
Open
Supply Valve to Main Deck Firemain
Main Fire Pump
Open
Supply Valve to Forecastle Services
Maker:
No. of sets:
Model:
Capacity:
Closed
Port Hawse Pipe Supply Valve
Closed
Starboard Hawse Pipe Supply Valve
Closed
All Forecastle Eductor Valves
Shinko
1
RVP 200MS
160/280 m3/h
The Bilge, Ballast and Fire pump and the Main Fire pump are permanently set
up for foam and fire main service with the discharge and suction valves locked
open. They can also provide a backup for the inert gas scrubber system.
All the above pumps take suction from the main sea water crossover line in the
engine room.
Foam Room
Open
Master Deck Valve
BY1
Locked Open
Main Fire Pump S.W. Suction Valve
QD28
Locked Open
Main Fire Pump Discharge to Fire Main
QD37
Closed
Main Fire Pump Discharge to S.W. Cooling
QD30
Closed
Main Fire Pump Suction from Stern Tube Cooling Tank
QD31
Open
Bilge, Ballast and Fire Pump S.W. Suction Valve
QD27
Open
Bilge, Ballast and Fire Pump Discharge to Fire Main
QD39
Engine Room
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D
For Engine
For
For
Engine Room Pump Room Control Room
E
Wheelhouse
Illustration 4.2a CO2 Flooding System

C
COa2 Room
D
E
Control Cylinders
Control Cylinders
For Engine
Control Room
For Pump
Room
For Engine
Room
Power Supply
(AC 204V)
ECR Console
Junction Box
P
A
Vent Stop
to ESB / MSB
Ballast Pump Room

and E.C.R
4 Cylinders
Engine Room
121 Cylinders
Engine Room
Key
RL
Pump Room
CO2 Pipe Line
Engine Control
Room
RL
RL
Control Line
Engine Room, Engine Control Room or Pump Room.

RL
Release from Remote Release Box or from CO2 Room.
RL
Electrical Signal
1. Open Release Box Door (C) to the room on fire.

2. Confirm that all personnel have left the room.
3. Open the valve on one of the control cylinders.
4. Open Control Valve No.1 (D) for main battery for
the room on fire.
Air
A. Pilot Cylinders.
B. CO2 Cylinders.
Check Valve
C. Release Box.
5. Open Control Valve No.2 (E) for distribution valve

for the room on fire.
D. Control Valve No.1 for
Main Valve
Mani Battery.
Engine Room, Engine Control Room or Pump Room.
Instruction
Chart
E. Control Valve No.2 for

Distribution Valve.
Emergency Release from CO2 Room.

1. Open the Distribution Valve (C) manually to
room on fire.
2. Open the required number of CO2 Cylinders
(A) + (B) to the room on fire.
Key Box
CO2 Nozzles
CO2 Nozzles
Air Supply
CO2 Nozzles
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The CO2 flooding system for the engine room/pump room/engine control room
consists of 129 high pressure cylinders each containing 45kg of CO2. These are
contained in the CO2 room, situated on the port side of the A deck.
In the event of a fire in the pump room or engine control room, only 4 cylinders
would be released.
All 129 cylinders will be released for an engine room fire.
The system can be operated from its respective fire control stations or locally
in the CO2 rooms.
Engine Room CO2 Flooding System
Maker :
Type :
Capacity :
Discharge Time :
The Pump Room / ECR vent fans will stop.
h) Open No.1 cylinder valve.
4.2 CO2 Flooding System
Unitor
High Pressure
129 cylinders each containing 45kg
2 minutes
The main valve on the line to the engine room will open.
e) Close all doors, hatches and fire flaps.
i) Open No.2 cylinder valve.

All 129 cylinders will release after a delay of 30 seconds and discharge into the
engine room.
j) If the pneumatic system fails to operate, the main valve can be
opened manually from the CO2 room and the cylinders released
by hand.
k) Do not re-enter the engine room for at lease 24 hours and ensure
that all reasonable precautions have been taken. These include:
maintaining boundary inspections; noting cooling down rates
and/or any hot spots which may have been found.
l) After this period, an assessment party, donning breathing
apparatus can quickly enter the space through a door which is then
shut behind them.
m) Check that the fire is extinguished and that all surfaces have
cooled prior to ventilating the engine room. Premature opening
could cause re-ignition if oxygen comes into contact with hot
combustible material.
In the Event of Fire in the Engine Room
n) Do not enter the engine room without breathing apparatus until

the engine room has been thoroughly ventilated and the
atmosphere proved safe.
b) Break the key box glass and take the key.

c) Unlock the cabinet and open the door.
f) Open No.1 cylinder valve.

The main valve on the line to the pump room will open.
WARNING
Release of CO2 into any space must only be considered when all other
options have failed and then only on the direct instructions of the Chief
Engineer, who will have consulted the Master.
a) Go to the master control cabinet located in the CO2 rooms or fire

control station.
d) Ensure all personnel have evacuated the Pump Room / ECR.
Pump Room and Engine Control Room CO2 Flooding Systems

Maker :
Unitor
Type :
High Pressure
Capacity :
4 cylinders each containing 45kg
Discharge Time :
2 minutes
The alarm horns and flashing lights will operate in the engine room.
g) Open No.2 cylinder valve.

h) Four of the cylinders will release after a delay of 30 seconds and
discharge into the pump room ECR. If the pneumatic system fails
to operate, the main valve can be opened manually from the CO2
rooms and the cylinders released by hand. Allow time for the CO2
to extinguish the fire and the space to cool down.
i) Do not re-open the space until all reasonable precautions have
been taken to ascertain that the fire is out. Premature opening
could cause re-ignition if oxygen comes into contact with hot
combustible material.
j) When the fire is out, ventilate the space thoroughly.
k) Do not enter the pump room/ECR without breathing apparatus
until the room has been thoroughly ventilated and the atmosphere
proved safe.
Alarms for Engine Room and Pump Room System
Should any cylinder discharge accidentally, it will pressurise the main line up
to the stop valve. This line is monitored by a pressure switch and will activate
the CO2 leakage alarm in the control room.
Over pressure of the main line is prevented by a safety valve, which will vent
the gas to atmosphere.
In the Event of Fire in the Pump Room or ECR:

The engine room ventilation fans will stop.
d) Ensure all personnel have evacuated the engine room and have
been accounted for.
a) Go to the master control cabinet located in the CO2 rooms or fire

control station.
The pressure of the control air in the release cabinets is monitored by a

pressure switch.
A drop in pressure will activate the Pilot air pressure low alarm in the Control
Room.
b) Break the key box glass and take the key.

e) Close and check that all doors, hatches and fire flaps are shut.
Should the power supply to the system fail, the CO2 power failure alarm will
operate in the control room.
c) Unlock the cabinet and open the door.

f) Stop the main engines, generating engines and auxiliary boilers.
The single air horn will operate in the Pump Room / ECR
g) Operate the F.O, D.O. and L.O. tank quick closing valves.
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Illustration 4.3a Quick Closing and Remote Closing Valve System
N.O.
RS36
RS32
M.E. L.O.
Settling Tank
QS3
A.E. L.O.
Storage Tank
QS2
QS1
Incinerator
D.O. Tank
RS37
M.E. L.O.
Storage Tank
No.2
M.E. Cylinder Oil
Service Tank
For Upper Platform
Reservoir
(200 L)
No.2
M.E. Cylinder Oil
Storage Tank
No.1
M.E. Cylinder Oil
Storage Tank
PI
PAL
To Safety
Area
PS
QU1
For Lower Platform
To Cylinder Oil
Day Tank
For
Fuel Oil Tanks
To Cylinder Oil
Measure Tank
To Main
Engine
To Main Engine
L.O. Sump Tank
To L.O. Transfer
Pump
To A.E L.O.
Purif. Feed Pump
To Incinerator
Incinerator
Waste Oil
Service Tank
I.G.G.
D.O. Tank

(Cargo Control Room)
P
To I.G.G
F.O. Unit
To Incinerator
From
Compressed Air
System
Key
F.O. Settling Tank
F.O. Service Tank
D.O. Service Tank
Fuel Oil
Main
Engine
RR8
RR9
QR39
RR10
RR6
QR36
QR37
RR7
Lubricating Oil
Air
To Boiler
To F.O. Purif.
Feed and Transfer
Pumps
To F.O.
Transfer
Pump
To F.O.
Supply Unit
Diesel Oil
RR1
To A.E D.O.
Supply Pump
To D.O.
Supply Unit
Wire Operated
Type
No.2
H.F.O. Tank
(Port)
No.1
H.F.O. Tank
(Port)
Emergency D.G.
D.O. Tank
No.2
H.F.O. Tank
(Starboard)
F.O.
Minor Tank
To D.O. Purifier
Feed and Transfer
Pumps to Boiler
No.1
H.F.O Tank
(Starboard)
To F.O.
Transfer Pump
QR10
To F.O.
Transfer Pump
Issue: 1
QR7
To F.O.
Transfer Pump
QR24
QR9
To Emergency
Generator
RR74
To F.O.
Transfer Pump
QR8
To F.O.
Transfer Pump
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Valves for Lower Platform
4.3 Quick Closing and Remote Closing Valve System
Tank
Valve Description
Valve
H.F.O. Settling Tank
To Auxiliary Boilers
RR7
H.F.O. Settling Tank
To F.O. Purifiers
QR37
H.F.O. Service Tank
To F.O. Transfer Pump
QR36
H.F.O. Service Tank
To M.E./A.E. F.O. Unit
RR6
H.F.O. Service Tank
To Main Engine
RR1
D.O. Service Tank
To M.E./A.E. F.O. Unit
RR8
D.O. Service Tank
To Auxiliary Boilers
RR9
D.O. Service Tank
To D.O. Purifier
QR39
The valves are reset by venting the air supply and turning the valve handwheel
in a close direction in order to reset the bridge mechanism, after this the valves
are opened in the normal way.
D.O. Service Tank
To A.E. F.O. Unit
RR10
The emergency generator diesel oil tank quick closing valve is operated by a
directly connected wire from outside the emergency generator room.
No.2 H.F.O. Bunker

Tank (Port)
QR10
No.1 H.F.O. Bunker

Tank (Port)
QR9
QR7
Introduction
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil
could flow to feed a fire, are equipped with air operated quick closing
valves,.These are controlled from the fire control centre. They are supplied
from an air reservoir situated at the fire control centre. The reservoir is
supplied through a non-return valve from the compressed air system in the
Engine Room at a pressure of 3kg/cm2. The reservoir is fitted with a low
pressure alarm transmitter. The tanks are grouped into five systems with one
valve operation for each system. In normal operation, the supply to each group
of tanks is vented to atmosphere, but when the cock is opened, air is supplied
to a piston which collapses the bridge of the valve.
Valves for Upper Platform
Valve for Fuel Oil Tanks
Tank
Valve Description
Valve
No.1 Cylinder
Oil Tank
To Cylinder Oil Transfer Pump
RS37
H.F.O. Minor
Tank
QR24
No.2 Cylinder
Oil Tank
To Cylinder Oil Transfer Pump
RS36
No.2 H.F.O. Bunker

Tank (Starboard)
No.1 H.F.O. Bunker
Tank (Starboard)
QR8
M.E. Cylinder Oil

Daily Service Tank
Tank Outlet Valve
RS32
M.E. L.O.
Storage Tank
To M.E./Stern Tube Sump/Drain Tanks QS3
M.E. L.O.
Settling Tank
To L.O. Purifiers Feed Pump
QS2
Aux. Eng L.O.

Storage Tank
To L.O. Transfer Pump/A.E. Sumps
QS1
Incinerator D.O.
Tank
Tank Outlet Valve
QU1
Incinerator W.O.
Service Tank
Outlet to Incinerator
Inert Gas Generator

D.O. Tank Outlet
Outlet to Inert Gas Generator
Wire Operated
Valve Description
Valve
Emergency Generator D.O. Tank Outlet
RR74
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Illustration 4.4a Fresh Water Spray Extinguishing System

Key
Auxiliary Generator Room No.2 and 3
Dom. Fresh Water
Air
Electrical Signal
Auxiliary Generator Room No.1
To F.W. Services
In Accommodation
Purifier Room
FIXED PRESSURE WATER SPRAY SYSTEM FOR AUX.

QG15
Compressed Air
(0.4 Bar)
QG16
QG17
GENERATOR ROOM AND PURIFIER ROOM
Zone Isolating
Valves
IN CASE OF FIRE IN THE PROTECTED COMPARTMENT (S) :
To
Engine Room
Services
1. CLOSE THE DOOR, STOP VENTILATION AND SHUT-OFF DAMPERS.
P
P
2. EVACUATE ALL PERSONNEL.

3. ENSURE POWER SUPPLY IS AVAILABLE TO F.W. FIRE FIGHTING PUMP.
PS
To F.W.
Hydrophore
4. OPEN THE SELECTOR VALVE TO THE COMPARTMENT ON FIRE.

5. THE SYSTEM IS IN OPERATION.
From Fresh
Water Tanks
WATER FROM HYDROPHORE TANK IS NOW DISCHARGED THROUGH SPRAY
QG13
Standby
Open
NOZZLES. WHEN THE PRESSURE DROPS TO 3 BAR, THE FRESH WATER

FIRE FIGHTING PUMP WILL START.
QG23
NOTE:
To
Engine Room
Services
To
F.W. Heater
To
Engine Room
Services
STANDBY: MAINTAIN PRESSURE IN HYDROPHORE TANK TO ABOUT 4 BAR.
To
Main Engine
Scavenge
Spaces
QG14
From Fresh
Water Tanks
QG38
PUMP AND HYDROPHORE TANK OUTLET VALVES ARE OPEN.
Water Spray Pump

23.4 m3/h
Instruction Plate
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4.4 Fresh Water Spray Extinguishing System

Maker:
Working Pressure:
Unitor
0.5 kg/cm2
Description
The system is supplied by a hydrophore tank which contains fresh water at a
pressure of 0.5 kg/cm2. The hydrophore tank has a relief valve set at 0.8kg/cm2
and a pressure gauge for inspection purposes.
A pump is fitted which is designed to supply fresh water to the system when
the pressure falls below 0.5 kg/cm2 due to the opening of a zone isolation
valve, which causes a pressure drop in the system. The pump is connected to
the emergency switchboard.
Zone isolation valves for the following spaces:
Diesel generator room No.1
Diesel generator room No.2 and 3
Purifier room
Main engine scavenge spaces
Operation
Should a fire occur in any of the above spaces, the procedure is as follows:
a) Ensure all personnel are clear of the area.
b) Shut down the machinery in the compartment on fire.
c) Close all doors and flaps.
d) Check that the power supply is available to the fresh water pump.
e) Open the zone isolation valve to the compartment on fire.
The system is now in operation and fresh water will be delivered to the nozzles
in the zone that has been opened up. When the system pressure falls to below
0.5 kg/cm2, the pump will start and continue to supply fresh water to the spray
nozzles.
When the fire has been extinguished, stop the pump manually and reset all the
valves to their standby positions.
Refill the hydrophore tank and adjust the pressure to 0.7kg/cm2 using the
compressed air system.
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Emergency Procedures
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5.1 Flooding in Engine Room

Procedure
Is engine room Bilge Transfer pump running?
Normal Priority
Urgent Priority
NO
YES
Start pump
Is pump pumping?
Check the following :

1. Position of all valves, particularly
any extra suction valve which may be
open.
2. Pump or bilge suction
strainer is not choked.
If pump does not pump
proceed to next task.
Open the Emergency Bilge suction valve

QA23 for No.3 Main Cooling Sea Water
pump and discharge directly overboard.
Find and isolate the source of ingress of

water.
Restrict the rate of entry by any means
available, such as shoring, bandaging or
caulking, if the source of water cannot be
isolated by valves.
Level rising.
Inflow of water is exceeding the
capacity of the pump
Is pump pumping?
YES
NO
Level rising.
Is pump pumping?
Start Bilge, Ballast and Fire pump

taking suction from bilge system.
Level not rising.
YES
Level not rising.
Level still rising.

Start Main Fire pump taking suction
from the bilge system.
Start Main Fire pump taking suction

from the bilge system.
Check as for engine

room bilge pump.
If pump does not
pump proceed to next
task.
Level not rising.
YES
NO
NO
Level still rising.
Is pump pumping?
YES
NO
Level rising
Summon assistance using the

engineers call bell.
Find and isolate the source of ingress

of water.
Restrict the rate of entry by any
means available, such as shoring,
bandaging or caulking, if the source
of water cannot be isolated by valves.
Advise the bridge.

Stop the main engines and secure them
against the ingress of water.
Isolate equipment from the main
switchboard before the equipment is
flooded.
Before the sea water pumps are flooded,
it will be necessary to shut down the
boiler, stop the main generators and start
the emergency diesel generator.
Secure the boiler against the ingress of
water.
Secure the main feed pumps and main
generators against the ingress of water.
Issue: 1
Find and isolate the source of ingress of

water.
Restrict the rate of entry by any means
available, such as shoring, bandaging or
caulking, if the source of water cannot be
isolated by valves.
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Illustration 5.2a Emergency Operation of Main Engine
Start
101
Pull Rod Connection

from Governor
Stop
Stop Indicator
102
100
105
A
C
Emergency Control
Indicator
Blocking Arm
"Normal Control" Position
B
Stop Indicator
Stop Indicator
Stop Indicator
Hollow Shaft Connected to
Regulating Hand wheel on
Emergency Console
Keys and Keyways

Shaft Connected to
Regulating Arms on
Fuel Pumps
Remote
Blocking
Arm
Emergency
P
Plate Connected to
Regulating Hand wheel
Emergency Control
Impact Hand wheel
Plate Connected
to Governor
Emergency Control Mechanism
Plate Connected to
Regulating Shaft
Normal Control
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5.2 Emergency Operation of the Main Engine
Change over with a running engine:
Emergency Control from Engine Side
a) Reduce the engine load to a maximum 80% of MCR.
The engine can be operated from the emergency console on the engine side in
the following circumstances:
b) Check that the position of reversing valve 105 corresponds to the

present running direction.
1. As a result of breakdown of the normal pneumatic manoeuvring

system.
c) Move the regulating hand wheel to bring the tapered slots of the
change over mechanism in position opposite each other.
2. As a result of a breakdown of the the governor or its electronics.
d) Put the blocking arm in emergency position.
3. If direct index-control is required.
e) Quickly, move the impact hand wheel to the opposite position.

This action disconnects the fuel pumps from the governor and connects them
to the regulating handle on the emergency console.
Change over with a stopped engine:

a) Check that valve 105, which is the telegraph handle of the
emergency control system, is in the required position.
(Note ! Reversing to a new direction is only possible when STOP valve 102 is
activated.)
b) Turn the lever A anti-clockwise to free the regulating handwheel B.
c) Put the blocking arm in emergency position.
f) Move the change over valve 100 to EMERGENCY position.

This vents valves 84, 86, 88 and 90 and leads control air to the valves in the
emergency console.
If STOP valve 102 is not deactivated, the engine now receives a STOP order.
g) Activate START valve 101 briefly.
d) Turn hand wheel B to move the innermost lever of the change

over mechanism C to a position where the impact hand wheel
P is able to enter the tapered slots in both levers.
This air impulse deactivates STOP valve 102.
e) Quickly, turn the impact hand wheel P anti-clockwise.
(Note ! When the governor is disengaged, the engine is still protected against
over-speed by the electric over speed trip, i.e. the engine is stopped automatically if the revolutions increase to the overspeed setting.)
This causes disconnection of the governor and connection of the regulating

hand wheel B to the fuel pumps.
f) Change position of valve 100 from Normal to Emergency.
Now air supply is led to the valves of the manoeuvring system for emergency
running.
h) Set the engine speed directly with the regulating hand wheel.
The overspeed shutdown can only be reset by moving the regulating hand
wheel to STOP position.
Manoeuvring must therefore be carried out very carefully, especially when
navigating in rough weather.
g) Ready for start.

Start is described in section 2.1.2 of the machinery manual.
(Note ! Always keep the threads of the changeover mechanism well
lubricated.)
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Illustration 5.3a Emergency Steering
Control Panel for Steering Gear Servo Motors
Control Valve Block showing Bypass Buttons
Push in and Lock this Button
Buttons to Move Steering Gear either Port or Starboard
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5.3 Emergency Steering

If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the trick wheel in the steering gear room.
Description
The steering gear consists of a tiller, turned by a four cylinder hydraulic
system, that in turn is driven by two electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems.
T orque Motor Shaft Knob
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
Procedure for Operation of the Steering Gear on Loss of Remote Bridge
Control
a) On loss of steering gear control from the bridge, establish communication with the bridge via the telephone system. A telephone is located
on the steering gear compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
See Illustration 5.3a
b) Turn local/remote control switch to local control.
This switch is on the No Follow Up panel on the starboard side of the steering
gear room.
Emergency Steering Manual Operation
c) Operate the push buttons Port or Starboard to turn the steering

gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Push in the button A and screw lock in place.
c) The tiller can be moved in accordance with the steering command
from the bridge by turning the torque motor, using the shaft end
knob.
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Illustration 5.4a Emergency Fire Pump
Motor
Check Valve
Vacuum Pump
Circulating Water Tank
Auto Cylinder
Strainer
Key
Extracted Air
Circulating Air
Auto Cylinder Control
Suction
Discharge
Exhaust Air and Overflow Pipe
Pump
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5.4 Emergency Fire Pump

Maker:
No. of sets:
Model:
Shinko
1
RVP 130MS
The emergency fire pump is located in a well, with access from the steering
gear room. It is a vertical centrifugal pump, primed by a vacuum pump driven
by the fire pump shaft.
Emergency Pump Motor
The pump is electrically driven by power from the emergency switchboard

440V feeder panel.
The pump can supply the fire main at a capacity of 72m3/h.
Starting and stopping of the pump can take place from the following locations:
Locally at the pump
In the foam/fire control room
The wheelhouse
The emergency fire pump draws from its own sea water chest. The pump
suction valve WD069 and the discharge valve WD072 are always locked in an
open position. The pump discharges into the aft section of the fire main.
Operation of Fire Pump
Suction Strainer
When the pump is stopped, no pressure is detected at the pump discharge. The
auto-cylinder pushes the vacuum pump friction drive coupling against the
pump shaft friction drive coupling.
When the pump is started, the pump coupling drives the vacuum pump which
is sealed by circulating water from the water tank. The vacuum pump draws air
from the pump suction, which in turn primes the pump. The pump picks up
suction and the pressure, detected on the discharge of the pump, operates the
auto cylinder to disconnect the vacuum pump drive.
Sea Suction Valve
The pump suction and discharge valves should be operated and lubricated
weekly.
Discharge Valve
The vacuum pump linkage should be operated and lubricated weekly.
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5.5a Fire Control Station

Emergency Stops
Fire Alarm Monitor and

Fire Pump Start / Stop Buttons
CO2 Fire Extinguishing System
O.D.M.E. Monitor
Quick Closing and Remote

Operating Valve System
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5.5 Fire in Engine Room
r) Consider using fixed extinguishing systems, depending on extent

of fire.
Welding exhaust fan
s) On arrival of the fire brigade inform the Fire Chief about:
If a fire should occur in the engine room:

General
a) 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 about whether the fire can be controlled
by the ship's crew, inform the shore authorities of the situation on
the distress frequencies.
Main engine auxiliary blower
Any personnel missing
Assumed location of fire
Auxiliary boiler
What is thought to be burning
Air conditioning unit for E.C.R.
Any conditions that may constitute a hazard
Galley equipment
t) Assist the Fire Chief by supplying drawings and plans.

If the fixed fire extinguishing system is to be used, take the following action:
No.1 A.C. supply/exhaust fan

No.2 A.C. supply/exhaust fan
No.1 pump room fan
Battening Down of Engine Room
No.2 pump room fan

e) If the fire-fighting capacity is limited, give priority to fire
limitation until the situation is clarified.
a) Stop the main engine and shut down the boilers.

b) Sound the evacuation alarm.
f) If substances which may emit poisonous gases or explode are on

fire, or close to the fire, direct the crew to a safe position before
actions are organised.
From Ships Control Centre only
c) Stop all the ventilation fans.
Main generators
d) Start the emergency generator and put on load.
Power distribution board P4 (L.O. purifiers)
g) Establish the vessels position and update communication centre.

h) If any person is seriously injured request assistance from the
nearest rescue centre.
Group starter board 3 (accommodation fans)
e) Trip the quick closing valves and engine room auxiliary

machinery from the fire control centre.
f) Count all personnel and ensure that none are in engine room.
In Port
Power distribution board P3 (F.O. purifiers)

Cargo and inert gas systems
g) Close all fire flaps and funnel doors.

i) Activate the emergency shutdown system after first getting
agreement to do so from the terminal duty personnel.
h) Close all doors to inert gas plant and engine room.
j) Conduct a crew check.
i) Start emergency fire pump and pressurise fire main.
k) Organise the crew for fighting the fire.
j) Operate CO2 system.
l) Inform the local fire brigade even though the fire may appear to
be under control.
No.1 main L.O. pump
Emergency Stops
From Ships Control Centre and Wheelhouse

m) If personnel are missing, consider the possibility of searching in
the fire area.
n) Close all accessible openings and hatches to prevent the spreading
of fire.
o) Prepare to disconnect cargo hoses if required.
No.2 main L.O. pump
D.O.transfer pump
Purifier room fan
L.O. transfer pump
F.O. transfer pump
Auxiliary engine priming L.O.pump

p) Prepare to vacate berth if required.

q) If there is a danger of the release of poisonous gases or an
explosion consider part or total ship abandonment. Ship drawings,
cargo plan etc., should be taken ashore. A crew check is to be
carried out.
Emergency fire pump

Accommodation air conditioning unit
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5.6 Fire Escape System and Fire Doors
Illustration 5.6a Escape System and Fire Doors in Engine Room
Engine Room Lower Platform
Engine Room Upper Platform
H. Sea
Chest
Supply Oil
Unit Room
F.O.
Setting Tk
51.2m3
Store
Room
Boiler
Water Tank
112.3m3
F.O.
Service Tk
38.4m3
F.O.
Sett. Tk
51.2m3
Control Room
Elec.
Workshop
F.O.
Serv. Tk
H.F.O. Tank (Port No. 1) 217.7m3
H.F.O. Tk
(Port No.2)
H.F.O.
(Port No. 2)
411m3
H.F.O. Tk
(Port No.2)
H.F.O. Tank (Port No.1)
D.O. Service Tk
Engine Room Floor
Sound. Tank
Dirty Bilge W. Tank
Hydraulic
Oil Storage
Tk
10.5m3
Hydraulic
Oil
Storage
Tank
Workshop
Pump Room
F.O. Drain Tank
Ballast Pump Room
Clean Bilge W. Tank
Ballast Pump Room
Purifier
Room
Diesel Oil Tank

(Port)
Steer
Gear
Room
A
Exit
H.F.O.
Minor Tk
H.F.O. Tk
(Stb'd No.2)
A
H.F.O. Tank (Stb'd No.1)
H.F.O. Tk
(Stb'd No.2)
H.F.O.
Minor Tank
153.7m3
M/E
L.O.
Setp. Tk
No. 2
Cyl. Oil
Store Tk
M/E L.O.
Store Tank
30m3
SYMBOL
No. 1
Cyl. Oil
Store Tk
A/E L.O.
Store Tank
11.7m3
H.F.O.
(Stb'd No. 2)
346.9m3
H.F.O. Tank (Stb'd No. 1) 217.7m3
Exit
Description
Fire Door Class A

Self Closing
Fire Door
Class A
Secondary
Escape
Primary Escape
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5.7 Fire Alarm System

llustration 5.7a Fire Alarm System in Engine Room
H.F.O.
(Port No. 2)
411m3
Store
Room
Engine Room Floor
Boiler
Water Tank
112.3m3
Elec.
Workshop
F.O.
Sett. Tk
51.2m3
Control Room
F.O.
Serv. Tk
H.F.O. Tank (Port No. 1) 217.7m3
Engine Room Upper Platform
H. Sea
Chest
Supply Oil
Unit Room
F.O.
Setting Tk
51.2m3
F.O.
Service Tk
38.4m3
Workshop
x2
Pump Room
H.F.O. Tk
(Port No.2)
D.O. Service Tk
H.F.O. Tk
(Port No.2)
Steer
Gear
Room
Sound. Tank
Dirty Bilge W. Tank
Hydraulic
Oil Storage
Tk
10.5m3
Hydraulic
Oil
Storage
Tank
H.F.O.
Minor Tank
153.7m3
M/E
L.O.
Setp. Tk
No. 2
Cyl. Oil
Store Tk
No. 1
Cyl. Oil
Store Tk
Exit
Exit
H.F.O. Tk
(Stb'd No.2)
H.F.O. Tk
(Stb'd No.2)
H.F.O.
Minor Tk
M/E L.O.
Store Tank
30m3
SYMBOL
A/E L.O.
Store Tank
11.7m3
H.F.O.
(Stb'd No. 2)
346.9m3
H.F.O. Tank (Stb'd No. 1) 217.7m3
F.O. Drain Tank
Ballast Pump Room
Clean Bilge W. Tank
Ballast Pump Room
Purifier
Room
Diesel Oil Tank

(Port)
Description
Smoke Detector (Salwico RDJ-2)
Damp Proof Fire Alarm Push Button
Damp Proof Temp. Detector

(Salwico TDT-2K/80)
Fire Alarm Indicator Panel
(Wall Mounting)
(Salwico MN3000)
Electric Siren For C02
(Unitor Y05)
Rotating Light For C02
(Zollner TS/4)
Elec. Horn For Fire Alarm
(Zollner ZADS 1/115)
Alarm Bell
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Part 6
Communications
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Illustration 6.1.1a UMS2100 System Layout
Bridge Control Console
EAD
Port Wing
Alarm Bell
UCS613
EAD
UCS430
Stb'd Wing
Alarm Bell
UCS614
UCS450
220Vac
ALARM
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
DUTY
MAINTENANCE
ALARM
GROUP6
ASSIST
CALL
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
220Vac
BAP Bridge
S1
3 GHI
ALARM
GROUP2
ALARM
GROUP7
S2
4 JKL
ALARM
GROUP3
9 YZ
5 MNO
ALARM
GROUP4
ALARM
GROUP8
S3
S4
DIMMER
6 PQR
ALARM
GROUP5
ESC
ENT
+/-
Ospace
ALARM
GROUP9
ALARM
GROUP10
EAD Box
EAD Box
Ship's Control Centre
24Vdc
24Vdc
24Vdc
Accommodation Area
EAD
UCS420
1st Engineer
Buzzer
UCS421
220Vac
Chief Engineer
Buzzer
Engineers' Alley
Buzzer
UCS611
EAD Box
24Vdc
Officers' Smoke
Room
24Vdc
FIRE
FAULT
STOP
HORN
ALARM
ACKN.
FAULT
FAULT
STOP
HORN
ALARM
ACKN.
STOP
HORN
ALARM
ACKN.
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ASSIST
CALL
DUTY
1 ABC
DUTY
AAP 01
1 ABC
2 DEF
3 GHI
ALARM
GROUP1
2 DEF
ALARM
GROUP1
7 STU
8 VWX
MAINTENANCE
ALARM
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
DUTY
S2
5 MNO
MAINTENANCE
ALARM
GROUP2
8 VWX
S3
DUTY
4 JKL
ALARM
GROUP3
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
MAINTENANCE
5 MNO
S2
MAINTENANCE
5 MNO
ADD.
LIST
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ALARM
ACKN.
3 GHI
ALARM
GROUP2
8 VWX
S3
ALARM
GROUP5
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
ALARM
GROUP9
ALARM
GROUP10
4 JKL
ALARM
GROUP3
S2
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
AAP 06
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
+/-
ESC
ENT
+/-
ENT
2 DEF
3 GHI
ALARM
GROUP1
ASSIST S1
CALL
2 DEF
3 GHI
ALARM
GROUP1
MAINTENANCE
2 DEF
3 GHI
ALARM
GROUP2
8 VWX
5 MNO
S3
DUTY
4 JKL
ALARM
GROUP3
S2
MAINTENANCE
DUTY
4 JKL
ALARM
GROUP2
8 VWX
S2
S3
MAINTENANCE
5 MNO
ALARM
GROUP3
ALARM
GROUP2
8 VWX
5 MNO
S3
ALARM
GROUP6
9 YZ
S4
3 GHI
S2
4 JKL
ALARM
GROUP2
8 VWX
4 JKL
ALARM
GROUP3
MAINTENANCE
S2
S3
5 MNO
ALARM
GROUP4
ALARM
GROUP6
ALARM
GROUP6
9 YZ
S4
ALARM
GROUP7
ALARM
GROUP6
9 YZ
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ESC
UCS122
DIMMER
ENT
UCS123
+/-
ALARM
DIMMER
GROUP8
ESC
ENT
S4
ALARM
GROUP7
+/-
DIMMER
ALARM
GROUP8
ESC
ALARM
GROUP9
UCS117
UCS116
ALARM
GROUP10
ENT
+/-
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
UCS115
UCS114
ENT
+/-
UCS113
UCS112
ENT
+/-
ENT
S4
6 PQR
ALARM
GROUP4
Ospace
ALARM
GROUP7
6 PQR
ALARM
GROUP5
Ospace
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
S3
5 MNO
ALARM
GROUP3
9 YZ
S4
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP7
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
ESC
2 DEF
ALARM
GROUP1
7 STU
AAP 05
+/-
Ospace
DIMMER
ALARM
GROUP8
S1
AAP 07
7 STU
DUTY
Lyngso Marine
7 STU
ASSIST S1
CALL
6 PQR
ALARM
GROUP4
6 PQR
ALARM
GROUP4
Ospace
DIMMER
ALARM
GROUP8
S3
6 PQR
ALARM
GROUP4
Ospace
ALARM
GROUP8
8 VWX
7 STU
ASSIST S1
CALL
7 STU
ASSIST S1
CALL
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
DISPLAY
CHANNEL
S1
Lyngso Marine
Lyngso Marine
DISPLAY
CHANNEL
ADD.
LIST
DUTY
AAP 03
2 DEF
ALARM
GROUP1
FAULT
ALARM
ACKN.
ALARM
GROUP1
7 STU
ASSIST S1
CALL
AAP 02
AAP 08
Lyngso Marine
Lyngso Marine
ASSIST
CALL
Lyngso Marine
DISPLAY
CHANNEL
ADD.
LIST
1 ABC
UMS 2100
FAULT
STOP
HORN
AAP 04
ASSIST S1
CALL
1 ABC
ALARM
LIST
FIRE
FAULT
STOP
HORN
7 STU
DISPLAY
CHANNEL
ADD.
LIST
ALARM
ACKN.
Lyngso Marine
FIRE
UMS 2100
ALARM
FIRE
DISPLAY
CHANNEL
ADD.
LIST
1 ABC
ALARM
LIST
FIRE
FIRE
DISPLAY
CHANNEL
1 ABC
ALARM
LIST
UMS 2100
UMS 2100
ALARM
LIST
ALARM
ACKN.
1 ABC
ALARM
LIST
ALARM
ALARM
FAULT
STOP
HORN
DISPLAY
CHANNEL
ADD.
LIST
UMS 2100
ALARM
FAULT
STOP
HORN
1 ABC
ALARM
ALARM
FIRE
ALARM
LIST
Duty Mess
24Vdc
Gymnasium
24Vdc
FIRE
ALARM
LIST
ADD.
LIST
ALARM
UMS 2100
Lyngso Marine
UMS 2100
ALARM
UMS 2100
Dining Saloon
24Vdc
Ship Control
Centre
24Vdc
24Vdc
24Vdc
UCS610
24Vdc
UCS612
UCS111
UCS110
UCS109
UCS108
UCS107
UCS106
UCS105
UCS104
EAD
UCS 01
UCS 02
UCS 40
UCS 41
UCS 42
UCS 43
UCS 44
UCS 45
UCS 46
24Vdc UCS 47
UCS 48
UCS 51
UPS
UCS 81
UCS 82
UCS 83
UCS 84
UCS 85
24Vdc
220Vac
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
ALARM
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP - ECR
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
7 STU
8 VWX
ASSIST
CALL
DUTY
MAINTENANCE
ALARM
GROUP6
S1
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
5 MNO
S3
S4
DIMMER
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
Ospace
ALARM
GROUP8
EAD Box
EAD
Engine
Control Room
220Vac
EAD Box
UCS 410
Engine Control Centre

Console
220Vac UCS 411
UCS 700
24Vdc
Alarm
ALARM
FIRE
STOP
LIST
HORN
ADD.
DISPLAY
LIST
CHANNEL
FAULT
WATCH
MAN
LOP GAMMA 2
ALARM
ACKN.
ADJUST
S1
CHAN-
S2
S3
S4
DIMMER
NEL
1 ABC
DEAD
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
ALARM
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
PRINTER
ALARM
ALARM
ALARM
ALARM
ALARM
CON-
GROUP1
GROUP2
GROUP3
GROUP4
GROUP5
ESC
ENT
TROL
7 STU
ASSIST
CALL
DUTY
8 VWX
9 YZ
+/-
Ospace
MAIN-
ALARM
ALARM
ALARM
ALARM
ALARM
TE-
GROUP6
GROUP7
GROUP8
GROUP9
GROUP10
NANCE
ALARM
Rotating Light
ALARM
FIRE
STOP
LIST
HORN
ADD.
DISPLAY
LIST
CHANNEL
FAULT
WATCH
MAN
LOP GAMMA 1
ALARM
ACKN.
ADJUST
S1
CHAN-
S2
S3
S4
DIMMER
NEL
1 ABC
DEAD
Lyngso Marine
BASIC ALARM PANEL
UMS 2100
2 DEF
PRINTER
ALARM
CON-
GROUP1
3 GHI
4 JKL
5 MNO
ALARM
ALARM
ALARM
GROUP2
GROUP3
GROUP4
6 PQR
ALARM
ESC
ENT
GROUP5
TROL
7 STU
ASSIST
CALL
DUTY
8 VWX
9 YZ
+/-
Ospace
MAIN-
ALARM
ALARM
ALARM
ALARM
ALARM
TE-
GROUP6
GROUP7
GROUP8
GROUP9
GROUP10
NANCE
Horn
Stop Horn
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6.1 Communication Systems
Alarms Cut-out
UMS2100 Printer
6.1.1 UMS 2100 System
In some cases alarms may need to be disabled, e.g. if the sensor is faulty, if
work is being carried out that may cause undesired alarms or when the main
engine is stopped resulting in a low F.O. pressure alarm.
The printer is controlled from the ECR panel and the Bridge panel, however
only the printing of reports are possible from the Bridge.
Maker:
Type:
Lyngso Marine
UMS 2100
The following information can be printed:

These can be activated at the ECR Station or the Local Operating Panel after
inserting a valid password.
Introduction
Alarm/Event log
Data log
The purpose of an alarm and monitoring system is to collect the information

concerning safety on board the ship and to monitor the alarm situation.
The system carries out the following tasks:
WARNING
Alarm list
Alarm cut-outs should only be carried out by authorised personnel.
Cut-out list
Description
Alarm/Event log
Detection of alarm states i.e. illegal values or states
Bridge and Accommodation Alarm System
This log contains events concerning:
Announcement of detected alarms
The advising of an alarm to the duty engineers takes place through the accommodation Alarm Panels (AAPs) which are located in the cabins of the duty
engineers and the public rooms, and on the Basic Alarm Panels on the bridge.
Acquisition of supervision data. i.e. sensor values
Supervision of engineer response
Alarms changing from normal to alarm and vice versa

Change of state of event channel
Channels entering and leaving cut-out states
Logging of alarms and events

After discovering an alarm situation, the system will announce this to the duty
engineer and the bridge, thereby making it possible to safely operate the ship
with unmanned machinery spaces.
The alarm is not only presented as an alarm in general but also as an alarm
group. The engineer can determine the nature of the alarm quickly, e.g. from
either main engine, pumps, power plant, fire etc.
When the system detects an alarm, it announces it both by a light, a sound and
on various types of text displays. In response to the alarm announcement, the
engineer must stop the buzzer/horn and acknowledge the alarm, in order to
confirm that he is aware of what has happened. Failure to do this will result in
the system announcing the alarm in all possible locations.
An alarm has four states:
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
can only silence it locally by pressing STOP HORN on the bridge panel. This
will not effect the status of the alarm anywhere else.
To select/deselect unmanned machinery spaces a request is raised from the
ECR panel to the bridge panel. This may accepted or rejected by the bridge, or
withdrawn by the ECR.
Normal and not acknowledged
Entering and leaving of privileged modes

Change of duty engineers and Unmanned Watch Station status
Change of system date and time
Data Log
Any of the AAPs located in the cabins can be brought to function as the panels
in the public rooms. Therefore a cabin panel not selected on duty, can be
selected to give alert as the alarm occurs. This allows a duty engineers to visit
another cabins other than their own.
Duty Engineer Watch System
When a UMS alarm sounds the duty engineer can acknowledge the alarm
either in his cabin or a public room, depending where the engineer is when it
occurs.
Normal
System and configuration error messages
This is a report on channels showing their current value or status.

Alarm List Report
This is a print of the content of the alarm list and it contains all the standing
and acknowledged alarms in the system at the moment the report was ordered.
It runs continually but can be interrupted for reports of other types, such as
Noon Log reports each day.
Cut-out List Report
In both cases the action is to first silence the buzzer/horn locally and then
proceed to the ECR panel to silence and acknowledge the alarm at source.
Present but not acknowledged

Present and acknowledged
The ECR station is the centre of the system, and it is from here that the alarms
must be acknowledged.
Failure to acknowledge the alarm at the ECR panel within predetermined time
(typically 5 minutes) will result in an ALL ENGINEERS CALL announcement on all panels.
(Note ! Silencing the buzzer/horn has no significance to the alarm state. The
alarm must be acknowledged in order to avoid the ALL ENGINEERS
CALL.)
A back up engineer can also be selected if necessary, in case the duty engineer
does not respond to an alarm, or if a dead man alarm is released.
This contains all the channels which are in the automatic or manual cut-out list
state.
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Illustration 6.1.1b UMS 2100 Operator Panels
Lyngso Marine
UMS 2100
ALARM
FIRE
FAULT
ALARM
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
DIMMER
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
ENT
DEAD
MAN
S1
1 ABC
2 DEF
ALARM
GROUP1
ASSIST
CALL
DUTY
7 STU
8 VWX
MAINTENANCE
ALARM
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
5 MNO
S4
FAULT
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
1 ABC
ESC
7 STU
FIRE
FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
1 ABC
2 DEF
DEAD
MAN
WATCH
PRINTER
CONTROL
ALARM
GROUP1
ASSIST
CALL
DUTY
S1
7 STU
8 VWX
MAINTENANCE
ALARM
GROUP6
3 GHI
ALARM
GROUP2
9 YZ
ALARM
GROUP7
4 JKL
ALARM
GROUP3
S2
S3
5 MNO
4 JKL
5 MNO
8 VWX
9 YZ
STATUS
S4
DIMMER
6 PQR
PAGE
UP
ESC
ENT
+/-
Ospace
CONTROL
S3
SETTINGS
PAGE
DOWN
S4
DIMMER
6 PQR
ALARM
GROUP4
ALARM
GROUP5
ALARM
GROUP9
ALARM
GROUP10
ESC
ENT
+/-
Ospace
ALARM
GROUP8
S2
Lyngso Marine
BASIC ALARM PANEL
ALARM
3 GHI
MAINTENANCE
ASSIST
CALL
UMS 2100
2 DEF
S1
SELECT
+/-
Ospace
ALARM
GROUP8
S3
Lyngso Marine
LOCAL OPERATOR PANEL
UMS 2100
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Operator Panels
Accommodation Alarm Panels (AAP)
Duty LED function
See illustration 6.1b Operator Panels
The panel consists of the following features:
This is used for the following purposes:
There are 3 types of panels available:

Local Operator Panels (LOP)
Basic Alarm Panels (BAP)
A two line LCD display with backlight
Indication that a duty engineer has been selected
A buzzer
Indication that a duty call is unacknowledged
An alarm LED
Indication that a duty selection is in progress
A keyboard
Accommodation Alarm Panels (AAP)

The main difference between the LOP and the other 2 panel types, is that the
LOP gives the operator access to the channels connected to the LOP only, not
the entire UMS 2100 system.
When a duty engineer has been selected, a duty call is given when a new alarm
appears.
Basic description of features

LCD display:
The BAPs and AAPs are normally used at the following locations:
On the bridge (BAP only)
Automatic duty call announcement at the alarm panels
Alarm group LEDs
The call is announced on the panels at the following locations:
Displays the numerical data
In the duty engineers cabin
Buzzer:
In the ECR. The panel is used as a Watch Station (BAP only)

In the public rooms (AAPs only)
In the engineers cabins (AAPs only)
During the periods when the engine room is manned, the alarms are announced
and acknowledged from the ECR BAP or the related LOP.
The public rooms

Draws the engineers attention to any new situation in the
UMS2100
Alarm LED:
Local Operator Panels (LOP)
Used for the indication of unacknowledged alarms
A four line LCD display with backlight

A buzzer
An alarm LED
A keyboard
The alarm LED flashes

The duty LED flashes
Soft keys
The functions of these keys are shown on the display
Cursor and select keys
Used for scrolling in lists and pointing at elements
The panels react in the following way:

The buzzer flashes
Keyboard:
When the engine room is unmanned the AAPs enable the system to distribute
the alarm announcement to the duty engineers cabin, the public rooms and the
bridge.
On the bridge, if Unattended Engine room is selected
Function keys
Each key enables the operator to access a unique function or
mode in the UMS 2100
When one of the keys is pressed an LED on the key will be
illuminated
The duty call is acknowledged in the following ways:

By pressing the STOP HORN in the duty engineers cabin
By pressing the STOP HORN on the BAP
Acknowledging the alarm at the LOP
When the duty call has been acknowledged the following occurs:
All buzzers which have been started due to the duty call are stopped
The duty LED stops flashing
All engineers call
Alarm Group LEDs:
Basic Alarm Panels (BAP)
The call is announced on all the panels at the following locations:

A four line LCD display with backlight
These are able to display the status of ten different alarm

groups via the group alarm LEDs
The public rooms

On the bridge
A buzzer
In all cabins
An alarm LED
In the ECR
A keyboard
(Note ! When an all engineers call is initiated, the buzzers cannot be stopped
locally. All of the buzzers sound until all the alarms have been acknowledged
from the ECR watch station-BAP.)
Alarm group LEDs
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Illustration 6.1.2a Sound Powered Telephone System
Common Battery T elephone System
Intrinsically Safe T elephone System
Wheel House Navigation Console

Cargo Control Console
Bell
Bell
Pump Room Top

Engine Control
Console
Emergency Diesel Generator Room
Bell
Bell
Hydraulic Power Station
Pump Room Bottom
Bell
Bell
M.E. Man. Station
Key
Engine Room
Bell
Steering Gear Side
Bell
Rotating Light
Electrical Signal
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6.1.2 Sound Powered Telephones

There are two independent sound powered telephone systems:
No.1 system:
Wheelhouse
Engine control room
Steering Gear Room
Main Engine Side
Emergency Generator room
No.2 System:
Cargo control Room
Pump Room Entrance and Tank Top (Intrinsically safe type)
Cargo Pump Turbine Side
Speech transmission is powered by voice, and a hand-cranked generator at
each extension operates the calling bells and air horn relays.
The telephones at the main engine side, pump room, cargo pump turbine side
and steering gear room are of the head set type.
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Radio
Space
Pilot
Radio
(From Com.
Aerial System)
Spare
Officer
Amplifier
Illustration 6.1.3a Exchange Telephones
Radio
Cassette
(Radio Space)
Plug Box Plug Box
(Port)
(Stb'd)
Captain's
Bedroom
Cap. Day
Room
Captain's
Office
Chief Eng.
Bedroom
Chief Eng.
Day Room
Officer
Ist Eng.
Chief Officer's
Spare
Day Room
Day Room
Ist Eng.
Chief Eng.
Chief Officer's
Conference
Bedroom
Office
Bedroom
Room
Microphone
Telephone
Exchange
Man.
Station
From From
220V DC24V
Speaker Speaker
(Port)
(Stb'd)
From From
220V DC24V
Man.
Station
Junction Box 1
Speaker
(Passage - C Deck)
Speaker
(Passage - C Deck)
Speaker
(Passage - B Deck)
Amplifier
Speaker
(Passage - B Deck)
Amplifier
Key
Volume Control
Panel
Volume Control
Panel
Officer's
Smoke Saloon
Crew's
Day Room
Officer
Spare(A)
Ship
Ass.(B)
Ship
Ass.(A)
Officer
Spare(B)
2nd
Officer
1st
Officer
Officer
Spare(C)
Chief Steward
Day Room
Chief Steward
Bedroom
Telephone Station
Microphone
Junction Box
Electric Bell
Speaker
2nd
Engineer
Speaker
(Passage - A Deck)
Infirmary
Junction Box 2
Dining
Saloon
Galley
Duty
Mess
Room
Mic.
Speaker (Fore)
Speaker
Speaker
(Upper Deck) (Upper Deck)
Speaker
(Aft)
Man.
Station
Station Telephone
With Microphone
Station Telephone
With Microphone
Speaker
(Engine Room
Upper Platform)
Speaker
(Steering Gear
Room)
Crew(A)
Speaker
(Passage - A Deck)
(Ship
Control
Centre)
Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G) Crew(H)
Crew(I)
Volume
Control
Panel
Speaker
Speaker
Speaker
(Engine Room (Engine Control (Main Engine
Electric Bell and Light Workshop)
Room)
Side)
(Engine Room)
Volume
Control
Panel
Gym
Signal
Acquisition
Unit
Telephone
Handsets
From Relay
DC24V Box
Speaker
(Engine Room
Lower Platform)
Man.
Station
Handset
(Inside
Tel.
Booth)
From Relay
DC24V Box
Junction Box 4
Junction Box 3
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6.1.3 Exchange Telephones
6.1.4 Public Address and Talk-back Systems
6.1.5 Shipboard Management System
Automatic Telephone
Public Address System
The shipboard management system exists to ensure vessel is managed safely

and efficiently.
The automatic telephone system is a solid state electronic telephone switching

system with integrated circuit components which ensure high quality transmission. It is fitted to provide communication through out the vessel. The
exchange caters for fifty extensions, each with auto-dialling facilities to the
other extensions. Alongside each extension is a directory of all extensions in
the system. A two-digit numbering system is used. The system is designed for
four lines to linked simultaneously
The Master station consists of the public address/talk back amplifier, radio
tuner and tape recorder.
The following five lines have a priority override feature to enable them to be
connected to an engaged line:
Wheelhouse
The panel is fitted with a microphone, a monitor speaker, and is able to control
all speakers on board for broadcasting important instructions.
Speakers are provided in the accommodation alleyways, public rooms,
working spaces and deck.
The public address system can be accessed from the auto telephone system for
paging purposes.
Meetings are held at regular intervals to ensure all personnel are aware of the
objectives of the system.
Weekly meetings are held to discuss the vessels forthcoming operations
schedule, as well as mechanical or fabric maintenance due to be completed.
A safety meeting is held each month, with a minimum of one meeting every 3
months.
The object is to discuss safety at sea, prevention of human injury or loss of life
and avoidance of damage to the marine environment and property.
The system is supplied from the main 220volt system with back up from the
emergency 24volt system.
Captains Cabin
Chief Engineers Cabin
A facility is provided for overriding the general alarm during announcements.
Engine Control Room

Cargo Control Room
Talk-Back System
The exchange is supplied by the 220V system and in the event of power
failure, from the 24V emergency battery system.
The exchange telephones can activate the public address system for paging
purposes.
Communication can be achieved with out the telephone exchange and sound
powered system by using the talk back system.
Microphones and speakers are supplied at:
Wheelhouse
Four telephones, two situated in the wheelhouse consoles, one on the cargo
console and one on the engine control console have a priority function, where
they can interrupt telephones that are engaged by dialling a predetermined
number when the engaged tone is heard.
Telephones are situated in all officer and crew cabins, including separate
bedrooms, public rooms, galley, emergency generator room, fire control
station, engine room workshop, main engine manoeuvring stations and engine
room floor.
Port and Starboard Bridge Wings

Engine Control Room
Forward Deck
Aft Deck
Rotating lights and horns are activated when the engine room telephones are
accessed.
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Ship Machinery Operation

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Ship Machinery Operation

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Machinery Operating Manual

1: Machinery Operating Manual

Sea Water Systems

Fresh Water Cooling Systems

Part 1: Operational Overview

To Bring Vessel into Live Condition

To Prepare Main Plant for In Port Condition

To Prepare Main Plant for Manoeuvring in Port

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 Secure Main Plant for Dry Dock

Fuel Oil and Diesel Oil Service Systems

Fuel Oil and Diesel Oil Transfer Systems

Lubricating Oil Systems

Part 2: Main Engine and Auxiliary Systems

Main Engine and Propulsion Systems

Starting Air System

Electrical Power Generators

Electrical Power Distribution

Inert Gas (Top-up System) Generator

List of Contents - Page 1

Machinery Operating Manual

Fuel Oil and Diesel Oil Purifying System

Part 3: Main Machinery Control

Integrated Management System (IMS) System

Engine Control Room, Console and Panels

Integrated Management System (IMS) Layout

Emergency Operation of Main Engine

UMS 2100 System Layout

Part 4: Emergency Systems

Fire Hydrant System

Engine Room Fire Hydrant System

Part 5: Emergency Procedures

Flooding in Engine Room

List of Contents - Page 2

Machinery Operating Manual

Storm Valve With Hand Wheel

Screw Down Non-Return

Flow Control Valve

Expansion Bend Pipe

Pressure Reducing Valve

Hopper Without Cover

Air Trap / Deaerating Valve

Angle Screw Down NonReturn Valve

Gear or Screw Type Pump

Lift Check Non-Return Valve

Blind (Blank) Flange

Swing Check Non-Return

Mono Screw Pump

3-Way Temperature Control

Sounding Head with

Wax Expansion Temperature

Sounding Head with Self

3-Way Wax Expansion

Suction Bell Mouth

Liquid Level Gauge

Connected Crossing Pipe

Cylinder Piston Actuator

Butterfly Valve With